Professional Documents
Culture Documents
AVRO 146-RJ
BAE SYSTEMS
AVRO 146-RJ
This FCOM variant manual is applicable to the following aircraft type/series, regulatory
authority and modification standard:
Manual Reference Number ............................ FCOM : V1 -002
Aircraft Type and Series ......... ... ..................... AVRO 146-RJ Series 70, 85 and 100
Regulatory Authority ..... ............. ..................... All
FCOM:V1002
Nov 01/09
PREFACE
FCOM Variant Description
Chapter 0 - FT
Page2
FCOM:V1-002
Nov 01 /09
FCOM Structure
The FCOM is divided into four volumes:
FCOM Volume 1
FCOM Volume 2
Performance
FCOM Volume 3
Part 1
Part 2
Normal Checklist
Part 3
Part 4
Part 5
Speed Card
FCOM Volume 4
4A
48
FCOM:V1-002
Nov 01 / 09
PREFACE
FCOM Structure
Chapter 0- FS
Page2
FCOM:V1-002
Nov 01 /09
FCOM:V1-002
Oct 31/13
PREFACE
Manual Contents
Chapter 0- MC
Page2
Chapter 5- APU
Provides a description of the function and configuration of the two types of APU fitted on
the aircraft. The topics included are:
Chapter 6- COMMUNICATION
This chapter covers commu nication items fitted to the aircraft either as standard, or as an
option. These include:
The airstairs.
FCOM:V1-002
Nov 01 /09
PREFACE
Manual Contents
Chapter 0 - MC
Page3
Chapter 9- ENGINES
This chapter contains a description of the aircraft's Textron Lycoming LF 507-1 F engine
configuration. The topics included cover:
CAT 3 Approach.
Automatic landing.
FCOM:V1-002
Nov 01 /09
PREFACE
Manual Contents
Chapter 0- MC
Page4
Power generation.
Services supplied.
Windscreen protection.
FCOM:V1-002
Nov 01 /09
PREFACE
Manual Contents
Chapter 0 - MC
Page 5
Chapter 18 - LIGHTS
This chapter describes the aircraft's lighting. Topics included in this chapter cover:
Chapter 20 - OXYGEN
This chapter describes the aircraft's oxygen systems. Topics included are:
Potable water.
Waste water.
The toilets.
FCOM:V1-002
Sep 30/ 11
PREFACE
Manual Contents
Chapter 0- MC
Page6
FCOM:V1-002
Nov 01 /09
Topic 1 -Introduction
1
2
4
6
7
8
8
9
10
Topic 4- Abbreviations
Abbreviations - Listed Alphabetically ...... ......... ........... .............. ....... ... .. ....... .... ......... ....
Topic 5 - Definitions
FCOM:V1-002
Nov 01/09
GENERAL
Contents
Chapter 1 TOC
Page2
FCOM:V1-002
Nov 01 /09
Foreword
The BAE SYSTEMS BAe 146 and AVRO 146-RJ Flight Crew Operating Manual (FCOM)
complements the approved Aircraft Flight Manual BAE 5.1. The approved Aircraft Flight
Manual is the authoritative document.
FCOM Overview
The FCOM is intended to be used as the primary source of information on the flight deck.
The FCOM provides the flight crew with technical, performance and operational information
to enable the aircraft to be safely operated during normal and abnormal/emergency
conditions on the ground and in flight. The FCOM provides the best operating instructions
and advice currently available; it is not intended to provide basic aircraft piloting techniques
or information which is considered good airmanship.
The FCOM provides a framework for the operators to use, in conjunction with their own
material, to create an Operations Manual as required by the appropriate regulatory body.
The FCOM is also intended to be used by flight crews as a study guide and to supplement
other training material for initial and recurrent training.
FCOM:V1-002
Nov 01 / 09
GENERAL
Introduction
Chapter 1 Topic 1
Page2
FCOM Content
The BAe 146 and AVRO-RJ FCOM has been created to produce the least number of
variant manuals. The content of each volume and part is 'global' where possible. The
content of each FCOM volume and part is summarized below:
FCOM Volume 1 (Systems Description) - there are two 'global' volumes:
BAe 146
AVRO 146-RJ
The volumes cover all aircraft series and modification standards for the type.
FCOM Volume 2 (Performance) - variant books are customised to reflect type, series,
regulatory authority and aircraft modification standard. Refer to FCOM Variant Manual Fleet Table for aircraft Constructor Number versus variant manual listing. The variant
performance books of FCOM (Performance, Flight Deck Handbook and Speed Card) are
associated by series, regulatory authority and aircraft modification standard. Refer to
FCOM Associated Books for associated book listing.
FCOM Volume 3 (Aircraft Operating):
Part 1 (Procedures, Handling and Limitations) -there are four 'global' volumes:
The volumes cover all aircraft series and modification standards for the type; differences in
regulatory requirements between EASA and FAA are also reflected. The books are
'global', covering all modification standards and limitation ranges. Information specific to
an individual aircraft is referenced out to, and detailed on, the aircraft Flight Deck Placard.
Part 2 (Normal Checklist) - the checklist is customised to an individual aircraft reflecting
series, regulatory authority and modification standard. The aircraft constructor number is
displayed on each card.
Part 3 (Abnormal and Emergency Checklist) - the checklist is customised to an individual
aircraft reflecting series, regulatory authority and modification standard. The aircraft
constructor number is displayed on each page.
Part 4 (Flight Deck Handbook) - variant books are customised to type, series, regulatory
authority and aircraft modification standard. Refer to FCOM Variant Manual- Fleet Table
for aircraft Constructor Number versus variant manual listing. The variant performance
books of FCOM (Performance, Flight Deck Handbook and Speed Card) are associated by
series, regulatory authority and aircraft modification standard. Refer to FCOM Associated
Books for associated book listing.
Part 5 (Speed Card) - variant booklets are customised to reflect type, series, regulatory
authority and aircraft modification standard. The associated variant booklet for an
individual aircraft is detailed in FCOM Volume 2 and FCOM Volume 3 Part 4 - FCOM
Associated Books.
FCOM:V1-002
Nov 01 /09
GENERAL
Introduction
Chapter 1 Topic 1
Page3
FCOM:V1-002
Nov 01 /09
GENERAL
Introduction
Chapter 1 Topic 1
Page4
Pagination
The FCOM Volume 1 pagination is defined opposite in Figure 1.1. The first page of a new
Topic is identified by a header with a black background; subsequent headers of the same
topic have a white background.
FCOM:V1-002
Nov 01 /09
GENERAL
Introduction
Chapter 1 Topic 1
Page 5
CHAPTER
TITLE
NUMBER
HEADER - + +
SlOE
HeADING
CHAPTER
TOPIC
TITLE
NUMBER
TOPIC
NUMBER
Fully A-abe~-...... - P -
'"""IY--Ier--.-x--o,_..l..-
IMII'tl-
F~
\ 10
lbe-
loLTI_Iot_lnN~-
Ah_N..,O:::.':'" ~~
- ~
rrqllln!d- , _ ar
'ttl
~- II)' .,, CAII'II'OI'tt 10 ... "'
AI 0004 .., _,...,., - - . . , dll<:tlorlg
DATA
........,.,DITC"ar
AREA
""*'
ho 9'ltlf\ FUll OPEN rMIJ,., It! .. .,._....,. - rot .,. PRII.IARY -oncbtn.. 2CON~
A ClfM DISPLAY Ut.A. I
lhe m&ldle lone al In~ ~ _ . . ,
~ 4P ..... <ttl
d...,""'
..
...
_,_....,.~~oc'*'"""'r
bv!1cn--,_ . .
In,..._
,_ ...,,...... ..-..
te."""'
mvwvslM
dwngod
~cede.s
. . . . . - k e n lot
me
SIDE
HEADING
DATA
AREA
FOOTER --tc~-=='c=ou
::;t:v====~=!IAc=::;'",..=s..ne===::::=~~=~s.
!.
=p:!lo~IO=s=:....J
MA UAL
REFERENCE
NUMBER
FCOM:V1-002
AIRCRAFT
TYPE
REGULATORY
AUTHORITY
REVISION DATE
IY1~1-0000 1
Nov 01 / 09
Chapter 1 Topic 1
Page6
GENERAL
Introduction
All FCOM volumes and parts have an identifying Manual Reference Number. The Manual
Reference Number is identified in the Preface (wher-e applicable) and the page footer.
The Manual Reference Number is linked to either the FCOM Book Variant or an Aircraft
Constructors Number:
FCOM Book Variant
FCOM:V3PS-001
'\
/
FCOM volume and part
FCOM:V1-002
Nov 01/09
GENERAL
Introduction
Chapter 1 Topic 1
Page 7
The following FCOM volumes and parts contain performance data associated by series,
regulatory authority and aircraft modification standard:
The Variant Reference Number for the FCOM Volume 2 , FCOM Volume 3 Part 4 and
FCOM Volume 3 Part 5 will be the same for individual aircraft. The FCOM Volume 2 and
FCOM Volume 3 Part 4 Variant Reference Number may have an A or 8 suffix. The suffix
denotes modification standard differences.
FCOM:V1-002
Nov 01 /09
GENERAL
Introduction
Chapt er 1 Topic 1
Pages
Customised Revision
General Revisions are made periodically and are the normal method for updating the
FCOM where the information is applicable to all variants of the volume/part.
Customised Revisions are made as required to reflect changes to an individual variant
book or individual aircraft specific volume/part - for example, changes to an individual
aircraft Normal Checklist or Abnormal and Emergency Checklist resulting from a change to
aircraft modification standard.
The revision number has the following convention:
-X.Y
r----------'--./ "',.:....------------,
where X represents the
General Revision status
Revision 2.4, for example, would indicate that General Revision status was 2, and the
Customised Revision status was 4.
FCOM manuals may be at a different revision standard due to revision history. Refer to the
individual FCOM volume/part Record of Revisions for revision status.
There are no Temporary Revisions within FCOM. Revisions are made by either General
Revision or customised Revision. This ensures that the information contained in the
FCOM is unambiguous, consistent and in-date.
There are no Revision Markings annotated on FCOM pages. Significant changes
introduced at a revision are detailed in the Revision Highlights.
FCOM Bulletins
FCOM Bulletins are located in the FCOM Volume 3 Part 1 (Procedures, Handling and
Limitations). There are two types of FCOM Bulletin:
A Red FCOM Bulletin (Alert Bulletin) contains information that must be brought to the
attention of flight crews immediately.
A Blue FCOM Bulletin (Routine Operational Information Bulletin) contains supplementary
operational background information which would not normally fall within the scope of
FCOM.
FCOM:V1 -002
Nov 01 /09
GENERAL
Introduction
Chapter 1 Topic 1
Page9
Warning or Caution boxes relating to the to the FCOM will be displayed in solid outline
centrally positioned on the page. Examples of both 'Warning' and 'Caution' boxes are
shown below with a description of their category of importance.
WARNING
An operating procedure, technique etc., that may result in personal
injury or loss of life if not followed.
CAUTION
An operating procedure, technique etc., that may result in damage to
equipment if not followed.
FCOM:V1-002
Nov 01 /09
GENERAL
Introduction
Chapter 1 Topic 1
Page 10
FCOM:V1-002
Nov 01 /09
Revision Procedure
Revisions will be issued as replacement pages. The significant changes introduced by a
revision will be listed in the Revision Highlig hts.
Record the incorporation of each revision in the Record of Revisions.
Record of Revisions
This Record of Revisions is applicable only to this copy of the FCOM. Other FCOM
manuals may be at a different revision standard due to revision history. Refer to the
individual FCOM volume/part for revision status.
Revision Revision
No.
Date
Approval
Reference
1.0
Nov09
Initial Issue.
2.0
Sep 11
Chapter 3, Topic
Pressurization.
EASA.21J.047
8
Fully
Automatic
EASA.21J.047
EASA.21J.047
EASA.21J.047
Aug 12
3.0
Oct 13
3.1
Jun 14
EASA.21J.047
4.0
Jan 15
EASA.21J.047
FCOM:V1-002
Jan 14/15
GENERAL
Record of Revisions
Chapter 1 Topic 2
Page2
FCOM:V1-002
Nov 01 /09
Overview
Revision Highlights will be issued with every revision to this manual. They detail the
significant changes introduced by a revision.
Revision Highlights
These Revision Highlights pages were originally created for a paper-based delivery
method. As this has been superseded by an electronic delivery system, the retention of
pages is no longer an issue. The Revision Highlights will remain in the order of their issue
date. Revision Highlights pages are not accountable pages and therefore do not appear in
the LOEP. Only procedural and other significant changes are recorded here; minor
editorial corrections are not listed.
Revision Highlights, Revision 2.0, Sep 11
Title
Revision Content
Topic Page
11
11
2.5
1-6
Chapter 6 - COMMUNICATION
Flight Deck ... ............. ........ Audio Selector Panel, revised. Spring loaded
switch information, added.
Chapter 11 - FLIGHT CONTROLS
Uft Spoilers ....................... FCOM
BULl ETIN
Routine
Operational
Information - Blue 3 "Manual Spoiler Fault
Annunciator - Illumination During landing Roll"
information, included.
Chapter 17- lANDING GEAR
Brakes ............................... Editorial corrections to Figure 4.3 - "Green
system pressure" text box corrected (previously
stated "Yellow system pressure").
Chapter 19 - NAVIGATION
Altitude and Airspeed ........ Editorial Change, title changed from "Attitude
and Airspeed" to "Altitude and Airspeed".
Revision Content
Topic Page
FCOM:V1-002
9.4
2, 3
Oct 31/13
GENERAL
Revision Highlights
Chapter 1 Topic 3
Page2
Revision Content
Topic Page
10
1-4
Revision Content
Topic Page
31
Revision Content
Topic Page
Stall Protection .................. Revised to show that FGS inhibits stick push
during a decreasing performance windshear as
opposed to
an
increasing
performance
windshear.
FCOM:V1-002
Jan 14/ 15
13
Alphabetical Listing
Abbreviations A - 8
A
aal
AC
Alternating Current
ACARS
ADC
ADDU(s)
ADF
ADI
AEA
AFGS
AFM
agl
AIL
Aileron
ALT
Altitude
amps
amperes
AMS
amsl
AOA
Angle of Attack
AP
Autopilot
APP
Approach
APU
ARA
arte
ASI
ASD
ASDA
ASDR
AfT
Autothrottle
ATA
ATC
ATT
Attitude
Aux
Auxiliary
8
BARO
Barometric Pressure
BATT
Battery
BFL
FCOM:V1-002
Nov 01/09
GENERAL
Abbreviations
Chapt er 1 Topic 4
Page 2
Abbreviations 8- E
B (Cont)
BRK
Brake
BRNAV
BTl
c
CAA
CAS
CAT
Category
CAU
CB
Circuit Breaker
CBR
COL
CDU
CG
Centre of Gravity
CHKD
Checked
CIS
CLB
Climb
CONFIG
Configuration
CONT
Continuous
CSI
CTRL
Control
CVR
CWP
Dimension
DA
Decision Area
DBI
DC
Direct Current
DG
Directional Gyro
DGAC
DISC
Disconnect
DISCH
Discharge
DME
DN
Down
DOA
East
FCOM:V1 -002
Nov 01 /09
GENERAL
Abbreviation s
Chapter 1 Topic 4
Page3
Abbreviations E - F
E (cont)
EADI
EAS
EASA
ECAC
ECS
ECU
EFIS
EGPWS
EGT
EHSI
ELEV
Elevator
EDA
EM ERG
Emergency
ENAC
ENG
Engine
EPNdB
ESDA
ESS
Essential
ETA
EXT
External
F
FAA
FADEC
FCOM
FD
Flight Director
FDE
FDH
FGS
FL
Flight Level
FLEX
Flexible
FMS
FPI
FRH
ft
feet
fVmin
FCOM:V1-002
Nov 01/09
GENERAL
Abbreviations
Chapt er 1 Topic 4
Page 4
Abbreviations G - J
G
gravity
GA
Go Around
GEN
Generator
GMT
GNS
GPS
GPU
GPWS
GRN
Green
GRND
Ground
GS orGSL
Glideslope
HOG
Heading
HF
High Frequency
HMU
Hydromechanical Unit
HP
High Pressure
HSI
HYD
Hydraulic(s)
I
lAS
lATA
ICAO
IDG
IFR
IGN
Ignition
ILS
IMC
IMN
in
inches
IND
Indicator
INHG
Inches of Mercury
INV
Inverter
IOAT
IRS
ISA
JAA
Nov 01 /09
GENERAL
Abbreviations
Chapter 1 Topic 4
Page 5
Abbreviations J - M
J (cont)
JAR
JAR-OPS
K
kHz
Kilohertz
kg
kilograms
kg/hr
km
Kilometers
kt
knots
kVA
Kilo Volts/Amp
L
L
Left
lb
Pounds
lblhr
lb/min
LBA
LOA
LOR
LED
LNAV
Lateral Navigation
LO
Low
LOC
Localizer
LOEP
LP
Low Pressure
LTS
Ughts
M
m
metres
Mach Number
MAC
Emergency AC
MAG
Magnetic
MACH
Mach Number
MAN
Manual
MAP
max
maximum
Mb
Millibars
MCP
MCT
Nov 01 / 09
GENERAL
Abbreviations
Chapter 1 Topic 4
Page6
Abbreviations M- 0
M (cont)
MDA
MDC
Emergency DC
MEA
min
minimum
MIND
mm
millimetres
MMo
MNPS
mph
MAW
MSA
m/s
MSTR
Master
MTOW
MWP
MWS
MZFW
N
N
North
NM
NAT
North Atlantic
NAY
Navigation
NO
Navigation Display
Ni Cad
Nickel Cadmium
NIPS
nm
nautical miles
No.
Number
NOTAMS
Notice to Airmen
NRV
NTOFP
Nl
NlGA
N2
0
OAT
OCH
FCOM:V1-002
Nov 01/09
GENERAL
Abbreviations
Chapter 1 Topic 4
Page 7
Abbreviations 0- R
0 (cont)
OVHT
Overheat
OVRD
Override
OXY
Oxygen
p
PA
Passenger Address
PAP I
PAX
Passengers
PED
PF
Pilot Flying
PFD
PIT
Pitch
PNF
PRNAV
psi
PTR
Press To Reset
PTU
PWR
Power
QC
Quick Change
QFE
QNH
QT
Quiet Trader
QTY
Quantity
R
R
Right
RA
Resolution Advisory
REDU
Reduced
REF
Reference
Rev
Revision
RLW
RMI
RNAV
Area Navigation
RPM
RIT
Receive(r)/Transmit(ter)
RTO
Rejected Take-ott
RTOW
FCOM:V1-002
Nov 01 / 09
GENERAL
Abbreviations
Chapt er 1 Topic 4
Pages
Abbreviations R - T
R (cont)
RVSM
RVR
South
SAC
Essential AC
S.App
Steep Approach
sec
second(s)
SAT
soc
Essential DC
SIGMETS
SMC
SOP(s)
SPLR
Spoiler
sq
square
SSR
STAR
STBY
Standby
TA
Traffic Advisory
TAMB
TAS
Ambient Temperature
True Air Speed
TAT
TCAS
TGL
TGT
TMS
TO
Take-off
TOO
Take-off Distance
TODA
TODR
TOFL
TOGA
Take-off Go-Around
TOR
Take-off Run
TORA
TORR
TOW
Take-off Weight
FCOM:V1 -002
Nov 01 /09
GENERAL
Abbreviation s
Chapter 1 Topic 4
Page9
Abbreviations T - V
T (cont)
TR
Transformer Rectifier
TREF
TRP
u
us
United States
Velocity
VAPP
Approach Speed
VER
En-Route Speed
VFE
VFR
VFTO
VGo
VHF
VLE
VLF
VLO
VMC
VMCA
VMCG
VMCL
VMO
VNAV
VOR
VR
Rotation Speed
VRA
VREF
Vs
VSI
Stall Speed
Vertical Speed Indicator
VsroP
v,
V1MIN
v2
VA
Manoeuvring Speed
FCOM:V1-002
Nov 01 / 09
GENERAL
Abbreviations
Chapter 1 Topic 4
Page 10
w
w
West
WAT
Weight-Altitude-Temperature
WED
y
YEL
Yellow
YO
Ya.w Damper
z
ZFW
Symbols
A
Change
t.p
Degrees
oc
Degrees Celsius
Degrees Fahrenheit
FCOM:V1-002
Nov 01/09
General
FCOM:V1-002
Nov 01 / 09
GENERAL
Definitions
Chapter 1 Topic 5
Page2
FCOM:V1-002
Nov 01 /09
LOEP Applicability
This List of Effective Pages (LOEP) shows all the pages which should be present in this
publication. This LOEP is only applicable to the FCOM Volume 1 to which the LOEP refers.
This LOEP will be re-issued with every revision.
LOEP
Chapter
Topic
Page
Frontis
Frontis
Frontis
Frontis
FT
FT
FS
FS
1
2
1
2
1
2
1
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01/09
01 /09
01/09
01 /09
01/09
01 /09
01/09
MC
MC
MC
MC
MC
MC
1
2
3
4
5
6
Nov
Oct
Nov
Nov
Nov
Sep
Nov
01 /09
31 / 13
01 /09
01 /09
01/09
30/ 11
01/09
1
1
1
1
1
1
1
1
TOC
TOC
1
1
1
1
1
1
1
2
1
2
3
4
5
6
7
1
1
1
1
1
1
1
1
1
1
1
2
2
3
3
4
8
9
10
1
2
1
2
1
1
1
4
4
3
4
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Jan
Nov
Oct
Jan
Nov
Nov
Nov
Nov
01 /09
01 /09
01/09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01/09
14/ 15
01/09
31 /13
14/ 15
01 /09
01/09
01 /09
01 /09
0
0
0
0
0
0
0
0
0
0
FCOM:V1-002
Date
Chapter
Topic
Page
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
4
4
4
4
4
4
5
LOEP
LOEP
LOEP
LOEP
LOEP
LOEP
LOEP
5
6
7
8
9
10
1
2
1
2
3
4
5
6
7
LOEP
Jan 14/15
1
1
1
1
1
1
1
1
LOEP
LOEP
LOEP
LOEP
LOEP
LOEP
LOEP
LOEP
9
10
11
12
13
14
15
16
Jan
Jan
Jan
Jan
Jan
Jan
Jan
Jan
1
1
1
1
1
1
1
1
LOEP
LOEP
LOEP
LOEP
LOEP
LOEP
LOEP
LOEP
17
18
19
20
21
22
23
24
Jan
Jan
Jan
Jan
Jan
Jan
Jan
Jan
1
1
LOEP
LOEP
25
26
Date
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Jan
Jan
Jan
Jan
Jan
Jan
Jan
01109
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
14/ 15
14/ 15
14/15
14/15
14/15
14115
14/15
14/ 15
14/15
14/ 15
14/15
14/ 15
14/ 15
14/15
14/15
14/15
14/15
14115
14/15
14115
14/ 15
14/15
14/ 15
Jan 14/15
Jan 14/ 15
Jan 14/ 15
GENERAL
List of Effective Pages
LOEP
Page2
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
12
Oct 31/13
Nov 01/09
Nov 01/09
2
2
TOC
TOC
TOC
3
3
13
14
Nov 01 /09
Nov 01 /09
Nov 01 /09
TOC
Nov 01/09
15
Nov 01 /09
2
2
2
1
1
1
2
2
2
1
2
3
4
Nov
Nov
Nov
Nov
3
3
3
4
16
17
18
1
Nov
Nov
Nov
Nov
1
1
5
6
Nov 01/09
Nov 01/09
4
4
2
3
Nov 01 /09
Nov 01 /09
2
2
1
1
1
8
9
Nov 01/09
Oct 31/13
Nov 01/09
4
4
4
4
5
6
Nov 01 /09
Nov 01 /09
Nov 01 /09
2
2
2
1
1
1
10
11
12
Oct 31/13
Oct 31/13
Oct 31/13
4
4
4
7
8
9
Nov 01 /09
Nov 01 /09
Nov 01 /09
13
14
Oct 31/13
Oct 31/13
1
1
4
4
10
11
Nov 01 /09
Nov 01 /09
2
2
2
1
2
2
15
1
Oct 31/13
Oct 31/13
Nov 01/09
2
2
2
4
5
5
12
1
2
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
2
2
2
2
2
2
Nov 01/09
Nov 01/09
Nov 01/09
5
5
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
2
2
2
3
4
5
6
Nov 01 /09
2
2
3
4
5
6
Nov 01 /09
2
2
Nov 01/09
Nov 01/09
Nov 01/09
2
2
8
9
10
Nov 01 /09
Nov 01 /09
Nov 01 /09
2
2
2
2
11
12
Nov 01/09
Nov 01/09
5
6
Nov 01 /09
Nov 01 /09
2
2
2
2
3
3
3
3
1
2
3
4
Nov 01/09
Nov 01/09
2
2
2
6
6
6
6
6
6
6
6
2
3
4
7
8
9
10
Nov 01 /09
Nov 01 /09
3
3
3
3
7
8
Nov
Nov
Nov
Nov
7
7
11
1
2
3
Nov
Nov
Nov
Nov
3
3
3
9
10
11
Nov 01/09
Nov 01/09
Nov 01/09
7
8
8
4
1
2
Nov 01 /09
Nov 01 /09
Nov 01 /09
2
2
2
2
2
2
FCOM:V 1-002
01/09
01/09
01/09
01/09
Nov 01/09
Nov 01/09
01/09
01/09
01/09
01/09
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
6
7
01 /09
01 /09
01 /09
01 /09
Nov 01 /09
Nov 01 /09
01 /09
01 /09
01 /09
01 /09
Jan 14/ 15
GENERAL
List of Effective Pages
LOEP
Page3
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
9
9
Nov 01 /09
Nov 01 /09
Nov 01 /09
2
2
3
1
1
1
6
7
Nov 01/09
Nov 0 1/09
Nov 01/09
Nov 01 /09
Nov 01 /09
2
2
2
9
10
10
10
4
1
2
3
Nov 01 /09
Nov 01 /09
Nov 01 /09
1
1
1
1
9
10
11
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
3
3
3
3
12
Nov 01 /09
10
10
4
5
Nov 01 /09
Nov 01 /09
3
3
1
1
13
14
Nov 01 /09
Nov 01 /09
10
10
11
6
7
1
Nov 01 /09
Nov 01 /09
Nov 01 /09
2
2
3
3
1
1
1
15
16
17
Nov 01 /09
Nov 01 /09
Nov 01/09
2
2
2
11
11
11
2
3
4
Nov 01 /09
Nov 01 /09
Nov 01 /09
3
3
3
1
1
1
18
19
20
Nov 01 /09
Nov 01/09
Nov 01 /09
2
2
12
12
1
2
Nov 01 /09
Nov 01 /09
3
3
1
1
21
22
Nov 01 /09
Nov 01 /09
2
2
2
12
12
13
3
4
1
Nov 01 /09
Nov 01 /09
Nov 01 /09
3
3
3
1
1
1
23
24
25
Nov 01 /09
Nov 01/09
Nov 01 /09
13
13
13
14
Nov 01 /09
Nov 01 /09
3
3
3
4
1
Nov 01 /09
Nov 01 /09
Nov 01 /09
3
4
Nov 01 /09
Nov 01 /09
Nov 01 /09
14
Nov 01 /09
Nov 01 /09
2
2
14
14
15
3
4
1
Nov 01 /09
Nov 01 /09
Nov 01 /09
3
3
3
2
2
6
7
8
Nov 01 /09
Nov 01 /09
Nov 01/09
2
2
15
16
2
1
Nov 01 /09
Nov 01 /09
3
3
2
2
9
10
Nov 01 /09
Nov 01 /09
2
2
2
16
16
Nov 01 /09
Nov 01 /09
3
3
3
3
2
2
2
2
11
12
Nov 01 /09
Nov 01 /09
16
2
3
4
13
14
Nov 01 /09
Nov 01/09
1
2
3
1
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01 /09
3
3
3
TOC
TOC
TOC
1
3
3
3
3
3
3
1
2
3
4
Nov
Nov
Nov
Nov
3
3
3
1
1
1
2
3
4
Nov 01 /09
Nov 01 /09
Nov 01 /09
3
3
3
3
3
3
5
6
7
Nov 01/09
Nov 01 /09
Nov 01 /09
2
2
2
2
2
2
2
FCOM:V1-002
Nov 01 /09
2
2
01 /09
01 /09
01 /09
01/09
Jan 14/ 15
GENERAL
List of Effective Pages
LOEP
Page4
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
14
3
3
3
3
3
Nov 01/09
Nov 01/09
Nov 0 1/09
3
3
8
8
15
16
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 0 1/09
17
Nov 01 /09
3
3
3
3
3
3
3
Nov
Nov
Nov
Nov
01/09
01/09
0 1/09
0 1/09
3
3
3
3
8
9
9
9
18
1
2
3
Nov
Nov
Nov
Nov
Nov 0 1/09
Nov 01/09
Nov 01 /09
Nov 01/09
Nov 0 1/09
Nov 0 1/09
4
4
4
TOC
TOC
TOC
1
2
3
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
Nov 0 1/09
Nov 0 1/09
4
4
4
1
1
1
1
2
3
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 0 1/09
Nov 0 1/09
4
4
1
1
4
5
Nov 01 /09
Nov 01 /09
Nov 0 1/09
Nov 0 1/09
Nov 0 1/09
4
4
4
1
1
1
6
7
8
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 0 1/09
Nov 01 /09
Nov 01/09
Nov 01/09
Nov 0 1/09
4
4
4
2
3
4
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 0 1/09
2
2
2
2
Nov 01 /09
Nov 0 1/09
Nov 0 1/09
Nov 0 1/09
4
4
2
2
7
8
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 0 1/09
Nov 0 1/09
4
4
3
3
1
2
Nov 01 /09
Nov 01 /09
Nov 0 1/09
Nov 01/09
4
4
3
4
Nov 01 /09
Nov 01 /09
Nov 01/09
Nov 0 1/09
4
4
3
3
3
3
5
6
Nov 01 /09
Nov 01 /09
Nov
Nov
Nov
Nov
Nov 01 /09
Nov 01 /09
Nov 01 /09
3
3
7
7
7
3
3
8
8
3
3
3
3
8
8
8
8
8
9
10
11
12
13
14
15
16
17
18
1
2
1
2
1
2
1
2
3
4
5
6
7
8
9
10
11
12
1
2
3
4
5
6
3
3
7
8
9
10
Nov
Nov
Nov
Nov
01/09
0 1/09
01/09
0 1/09
4
4
4
4
3
3
8
8
8
8
4
4
4
4
2
3
4
3
3
3
8
8
8
11
12
13
Nov 01/09
Nov 0 1/09
Nov 01/09
4
4
4
4
4
4
5
6
7
3
3
3
3
3
3
3
3
3
3
3
3
3
4
4
5
5
6
6
7
3
3
3
7
7
7
7
7
7
3
3
3
3
FCOM:V1-002
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
Jan 14/ 15
GENERAL
List of Effective Pages
Chapter
Topic
Page
4
4
4
5
5
5
5
5
5
5
8
9
10
1
2
3
4
5
6
7
4
4
4
4
4
4
4
4
6
6
6
6
6
6
6
1
2
3
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
TOC
TOC
TOC
1
1
1
1
2
2
2
2
2
2
3
3
3
5
5
5
5
5
5
3
3
3
3
4
4
4
4
4
4
4
4
4
4
4
FCOM:V1-002
5
6
7
1
2
3
1
2
3
4
1
2
3
4
5
6
1
2
3
4
5
6
7
8
1
2
Date
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
Nov
Nov
Nov
Nov
Nov
Nov
Nov
LOEP
Page 5
Chapter
Topic
Page
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
3
4
5
6
1
2
3
4
5
6
1
2
3
4
5
6
1
2
3
4
1
2
3
4
5
6
7
8
1
2
3
4
5
6
1
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
2
3
4
5
6
7
1
Nov
Nov
Nov
Nov
Nov
Nov
Nov
4
4
5
5
5
5
5
5
6
6
6
6
6
6
7
7
7
7
8
8
8
8
8
8
8
8
9
9
9
9
9
9
10
10
10
10
10
10
10
11
Date
01/09
0 1/09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01/09
01/09
01 /09
01 /09
Jan 14/ 15
GENERAL
List of Effective Pages
LOEP
Page6
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
11
11
11
18
19
20
Nov 01 /09
Nov 01 /09
Nov 01 /09
6
6
6
6
6
6
6
21
Nov 01 /09
2
2
2
22
23
24
12
2
2
2
25
26
27
Nov
Nov
Nov
Nov
1
2
Nov 01/09
Nov 01/09
6
6
6
TOC
TOC
1
3
4
1
Nov 01/09
Nov 01/09
Nov 01/09
1
1
Nov 01/09
3
4
5
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
Nov 01/09
Nov 01/09
Nov 01/09
3
4
5
6
7
8
9
10
1
2
3
4
5
6
7
8
9
10
1
2
3
4
Nov 01 /09
Nov 01 /09
Nov 01 /09
TOC
TOC
2
3
3
3
3
3
3
3
3
3
3
4
4
4
4
4
4
4
4
4
4
5
5
5
5
Nov 01 /09
Nov 01 /09
Nov 01 /09
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
28
1
2
12
12
3
4
5
6
7
1
2
3
4
5
6
7
8
9
Nov 01/09
Nov 01/09
Nov 01/09
01/09
01/09
01/09
01/09
6
6
6
5
6
6
6
1
2
Nov
Nov
Nov
Nov
Nov 01/09
Nov 01/09
Nov 01/09
6
6
6
6
6
6
3
4
5
Nov 01 /09
Nov 01 /09
Nov 01 /09
6
6
6
11
11
11
12
12
12
12
12
12
1
1
6
6
6
2
2
2
6
6
6
6
6
6
2
2
6
6
6
6
2
2
2
2
6
6
6
2
2
2
2
2
2
2
FCOM:V 1-002
Nov 01/09
Nov
Nov
Nov
Nov
01/09
01/09
01/09
01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Sep 30/ 11
Nov 01/09
Nov 01/09
Nov 01/09
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
01 /09
01 /09
01 /09
01 /09
Jan 14/ 15
GENERAL
List of Effective Pages
Chapter
Topic
Page
Date
6
6
6
7
7
8
9
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
6
6
10.1
10.2
10.2
6
6
6
10.3
10.3
10.4
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
10.4
10.4
12
12
6
6
6
12
12
12
11
12
13
Nov 01 /09
Nov 01 /09
Nov 01 /09
7
7
7
TOC
TOC
1
1
2
1
Jun 11/ 14
Nov 01 /09
Nov 01 /09
6
6
6
9
9
10.4
11
11
11
11
11
11
12
12
12
12
12
12
12
12
FCOM:V1-002
Chapter
Topic
Page
7
7
7
7
7
7
7
7
7
7
1
2
2
2
2
3
4
5
6
01 /09
01 /09
01 /09
6
7
1
2
3
4
1
1
2
3
1
1
2
1
2
1
2
3
4
1
2
3
4
5
6
1
2
3
4
5
6
7
8
9
10
LOEP
Page 7
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
2
2
2
7
8
2
2
2
9
10
11
2
2
2
12
13
14
2
2
15
16
2
2
2
17
18
19
2
2
2
20
21
22
2
2
23
24
2
2
2
25
26
27
2
2
28
29
2
2
2
3
30
31
3
3
3
3
2
3
4
5
3
3
3
6
7
8
32
1
Date
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Jun
Jun
Jun
Jun
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01/09
01/09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01/09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
11/ 14
11/ 14
11/ 14
11/ 14
01 /09
01 /09
01 /09
01/09
01/09
01 /09
01 /09
Jan 14/ 15
GENERAL
List of Effective Pages
LOEP
Pages
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
7
7
7
7
7
7
7
7
7
7
9
10
11
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
13
14
15
16
Nov
Nov
Nov
Nov
1
2
Nov 01/09
Nov 01/09
3
4
1
2
3
4
5
6
1
Nov 01 /09
Nov 01 /09
Nov 01 /09
12
8
8
8
8
8
8
8
8
8
8
3
4
5
6
7
8
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
Nov 01/09
Nov 01/09
Nov 01/09
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
3
3
3
3
3
3
3
4
4
4
4
4
4
4
4
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
01/09
01/09
01/09
01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
8
8
8
TOC
TOC
TOC
1
1
5
1
2
Nov
Nov
Nov
Nov
1
1
2
3
4
1
Nov 01/09
Nov 01/09
Nov 01/09
8
8
8
8
8
8
TOC
TOC
FCOM:V1-002
1
2
3
Nov 01/09
Nov 01/09
01/09
01/09
01/09
01/09
2
3
3
3
3
3
3
4
8
8
8
8
8
8
8
8
8
8
8
8
8
8
8
8
8
8
8
8
8
8
8
8
4
4
3
4
5
6
7
8
9
10
11
12
1
2
3
4
5
6
1
2
3
4
5
6
7
8
9
10
1
2
1
2
3
8
8
8
8
8
8
8
4
4
4
4
4
4
4
4
5
5
5
5
5
5
6
6
6
6
6
6
6
6
6
6
7
7
8
8
8
Nov 01 /09
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Jan 14/ 15
GENERAL
List of Effective Pages
Chapter
Topic
Page
8
8
9
9
4
1
2
8
8
8
9
10
10
10
4
1
2
3
8
8
10
10
4
5
8
8
8
10
10
10
6
7
8
8
8
8
10
10
11
9
10
1
8
8
11
11
2
3
8
8
8
11
12
12
4
1
2
8
8
8
12
12
12
12
12
6
7
8
8
8
12
12
12
8
9
10
8
8
13
13
1
2
8
8
8
8
13
13
3
4
14
15
1
1
8
8
8
8
16
16
17
17
1
2
1
2
8
8
8
18
18
18
1
2
3
FCOM:V1-002
4
5
Date
LOEP
Page9
Chapter
Topic
Page
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
18
18
18
4
5
6
01 /09
19
01 /09
01 /09
01 /09
8
8
19
19
2
3
01 /09
01 /09
01 /09
01 /09
9
9
9
01 /09
01 /09
01 /09
9
9
9
01 /09
01 /09
9
9
01 /09
01 /09
01 /09
9
9
9
01 /09
01 /09
01 /09
01 /09
9
9
9
01 /09
01 /09
01 /09
01 /09
9
9
9
01 /09
01 /09
9
9
01 /09
01 /09
01 /09
01 /09
9
9
9
9
TOC
TOC
TOC
TOC
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
01 /09
01 /09
9
9
9
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01 /09
9
9
9
9
1
1
1
2
25
26
27
1
01 /09
01 /09
01 /09
9
9
9
2
2
2
2
3
4
2
3
4
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
Date
Nov
Nov
Nov
Nov
Nov
Nov
01/09
0 1/09
01/09
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01 /09
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01/09
01 /09
01 /09
Jan 14/ 15
GENERAL
List of Effective Pages
LOEP
Page 10
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
9
9
9
2
2
10
9
9
10
10
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01 /09
Nov 01/09
Nov 01 /09
Nov 01/09
10
Nov 01 /09
3
4
1
Nov
Nov
Nov
Nov
01/09
01/09
01/09
01/09
9
9
9
9
10
10
10
11
9
10
11
1
Nov
Nov
Nov
Nov
Nov 01/09
Nov 01/09
9
9
11
11
2
3
Nov 01 /09
Nov 01 /09
9
9
9
9
9
3
3
3
3
4
4
2
3
4
01 /09
01 /09
01 /09
01 /09
9
9
4
4
9
9
9
4
4
6
7
Nov 01/09
Nov 01/09
Nov 01/09
9
9
9
11
11
11
4
5
6
Nov 01 /09
Nov 01/09
Nov 01 /09
9
9
9
4
4
4
8
9
10
Nov 01/09
Nov 01/09
Nov 01/09
9
9
9
11
11
11
7
8
9
Nov 01 /09
Nov 01 /09
Nov 01 /09
9
9
5
5
1
2
Nov 01/09
Nov 01/09
9
9
11
12
10
1
Nov 01/09
Nov 01/09
9
9
9
5
5
6
3
4
1
Nov 01/09
Nov 01/09
Nov 01/09
9
9
9
12
12
12
2
3
4
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
12
Nov 01 /09
9
9
9
7
7
7
7
7
7
1
2
3
Nov 01/09
Nov 01/09
Nov 01/09
9
9
9
12
12
12
6
7
8
Nov 01/09
Nov 01 /09
Nov 01 /09
Nov 01/09
12
Nov 01 /09
Nov 01/09
Nov 01/09
Nov 01/09
9
9
9
12
12
12
10
11
12
Nov 01 /09
Nov 01 /09
Nov 01 /09
9
9
9
9
5
6
1
9
9
8
9
2
1
Nov 01/09
Nov 01/09
9
9
12
12
13
14
Nov 01/09
Nov 01/09
9
9
9
9
9
9
9
9
2
3
4
5
Nov 01/09
Nov 01/09
12
12
15
16
Nov 01/09
Nov 01 /09
Nov 01/09
Nov 01/09
9
9
9
9
12
12
17
18
Nov 01/09
Nov 01 /09
9
9
9
9
9
9
9
10
6
7
8
1
Nov
Nov
Nov
Nov
01/09
01/09
01/09
01/09
9
9
9
9
12
12
12
12
19
20
21
22
Nov
Nov
Nov
Nov
9
9
9
10
10
10
2
3
4
Nov 01/09
Nov 01/09
Nov 01/09
9
9
9
13
13
13
1
2
3
FCOM:V1-002
01/09
01/09
01 /09
01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Jan 14/ 15
GENERAL
List of Effective Pages
Chapter
Topic
Page
9
9
9
13
13
13
13
9
9
9
9
13
13
14
8
9
1
14
9
9
14
14
2
3
4
14
10
10
TOC
TOC
TOC
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
19
20
10
10
10
10
1.1
1.2
1.2
1.2
21
1
2
3
10
10
10
1.2
1.2
1.2
4
5
6
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
FCOM:V1 -002
1
2
3
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
Date
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
LOEP
Page 11
Chapter
Topic
Page
01 /09
01/09
01 /09
10
10
10
1.2
1.2
1.2
01 /09
10
1.2
10
01 /09
01 /09
01 /09
10
10
10
1.2
1.2
1.3
11
12
1
01 /09
10
1.3
01 /09
01 /09
10
10
1.3
1.3
2
3
4
01 /09
1.3
1.3
1.3
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01 /09
10
10
10
01 /09
01 /09
01 /09
10
10
10
1.3
1.3
1.3
9
10
01 /09
01 /09
10
10
1.3
1.3
11
12
01 /09
01 /09
01 /09
10
10
10
2
2
2
1
2
3
01 /09
10
01 /09
01 /09
01 /09
10
10
10
2
2
01 /09
10
2
2
5
6
7
01 /09
01 /09
01 /09
10
10
10
3 .1
3.1
3 .1
2
3
01 /09
01 /09
10
10
3 .2
3 .2
1
2
01 /09
01 /09
10
10
3
4
01 /09
01 /09
10
10
3 .2
3 .2
3 .2
3 .2
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01/09
01 /09
01 /09
01 /09
10
10
10
10
3 .2
3 .2
3 .2
3 .2
7
9
10
01 /09
01 /09
01 /09
10
10
10
3 .2
3 .2
3 .3
11
12
1
6
7
8
1
5
6
Date
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01/09
0 1/09
01/09
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01/09
01 /09
01 /09
Jan 14/ 15
GENERAL
List of Effective Pages
LOEP
Page 12
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
10
3.3
3.3
3.3
11
11
11
2
2
2
10
10
Nov 01/09
Nov 01/09
Nov 01/09
2
3
Nov 01 /09
Nov 01 /09
Nov 01 /09
10
3.3
Nov 01/09
11
Nov 01 /09
10
10
10
10
3.3
3.3
3.3
3.3
6
7
8
9
Nov
Nov
Nov
Nov
01/09
01/09
01/09
01/09
11
11
11
2
2
2
5
6
7
11
10
10
3.3
3.3
10
11
Nov 01/09
Nov 01/09
11
11
2
3
3
Nov
Nov
Nov
Nov
1
2
Nov 01 /09
Nov 01 /09
10
10
3.3
3.3
12
13
Nov 01/09
Nov 01/09
11
11
11
3
3
3
3
4
5
Nov 01 /09
Nov 01 /09
Nov 01 /09
11
11
11
TOC
TOC
TOC
1
2
3
Nov 01/09
Nov 01/09
Nov 01/09
11
11
11
3
4
4
6
1
2
Nov 01 /09
Nov 01 /09
Nov 01 /09
11
11
1
1
1
2
Nov 01/09
Nov 01/09
11
11
4
4
3
4
Nov 01 /09
Nov 01 /09
11
11
11
1
1
1
3
4
5
Nov 01/09
Nov 01/09
Nov 01/09
11
11
11
4
4
5
5
6
1
Nov 01 /09
Nov 01 /09
Nov 01 /09
11
1
1
Nov 01/09
11
Nov 01 /09
1
1
7
8
9
Nov 01/09
Nov 01/09
Nov 01/09
11
11
11
10
Nov 01/09
11
11
11
11
1
1
1
11
12
13
Nov 01/09
Nov 01/09
Nov 01/09
11
11
11
11
11
1
1
14
15
Nov 01/09
Nov 01/09
11
11
11
11
1
1
16
17
Nov 01/09
Nov 01/09
11
11
11
11
1
1
18
19
Nov 01/09
Nov 01/09
11
11
11
11
11
11
1
1
1
1
20
21
22
23
Nov
Nov
Nov
Nov
01/09
01/09
01/09
01/09
11
11
11
11
11
11
11
1
1
1
24
25
26
Nov 01/09
Nov 01/09
Nov 01/09
11
11
11
3
4
1
2
3
4
5
6
7
8
9
10
11
12
13
14
1
2
3
4
Nov 01 /09
Nov 01 /09
Nov 01 /09
11
5
5
6
6
6
6
6
6
6
6
6
6
6
6
6
6
7
7
7
7
11
11
11
FCOM:V1-002
01 /09
01 /09
01 /09
01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov
Jan
Nov
Nov
01 /09
14/ 15
01 /09
01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Jan 14/ 15
GENERAL
List of Effective Pages
LOEP
Page 13
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
11
7
7
6
7
12
12
12
11
11
Nov 01 /09
Nov 01 /09
Nov 01 /09
1
1
2
3
Nov 01/09
Nov 01/09
Nov 01/09
11
Nov 01 /09
12
Nov 01 /09
11
11
11
7
7
7
9
10
11
Nov 01 /09
Nov 01 /09
Nov 01 /09
12
12
12
5
6
7
Nov 01 /09
Nov 01 /09
Nov 01 /09
11
12
Nov 01 /09
12
1
1
1
1
Nov 01 /09
11
11
7
7
13
14
Nov 01 /09
Nov 01 /09
12
12
1
1
11
11
11
7
7
8
15
16
1
Nov 01 /09
Nov 01 /09
Nov 01 /09
12
12
12
1
1
1
11
11
11
8
8
8
2
3
4
Nov 01 /09
Nov 01 /09
Nov 01 /09
12
12
12
1
1
1
11
11
8
8
5
6
Nov 01 /09
Nov 01 /09
12
12
1
1
11
11
11
8
8
8
7
8
9
Nov 01 /09
Nov 01 /09
Nov 01 /09
12
12
12
2
2
2
11
11
11
11
10
8
8
11
11
11
11
8
8
8
01 /09
30/ 11
01 /09
01 /09
12
11
12
13
Nov
Sep
Nov
Nov
12
12
12
2
2
14
Nov 01 /09
12
2
2
15
16
17
Nov 01 /09
Nov 01 /09
Nov 01 /09
12
12
12
2
3
18
1
Nov 01 /09
Nov 01 /09
12
12
3
3
2
3
4
1
Nov 01 /09
Nov 01 /09
12
12
Nov 01 /09
Nov 01 /09
12
12
3
3
3
4
8
9
10
11
12
13
14
15
16
17
18
1
2
3
4
5
6
7
8
9
10
1
2
3
4
5
6
1
4
4
4
5
2
3
4
1
Nov
Nov
Nov
Nov
5
5
5
2
3
4
Nov 01/09
Nov 01 /09
Nov 01 /09
11
11
8
8
8
9
9
9
9
10
11
11
10
10
2
3
Nov 01 /09
Nov 01 /09
12
TOC
Nov 01 /09
12
12
12
12
12
12
12
TOC
TOC
TOC
2
3
4
Nov 01 /09
Nov 01 /09
Nov 01 /09
12
12
12
11
11
11
11
FCOM:V1-002
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
Nov 01 /09
Nov 01/09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
01 /09
01 /09
01 /09
01/09
Jan 14/ 15
GENERAL
List of Effective Pages
LOEP
Page 14
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
12
12
5
5
12
Nov 01 /09
Nov 01 /09
12
6
7
8
11
11
12
12
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
13
TOC
Nov 01 /09
12
12
12
12
Nov
Nov
Nov
Nov
01/09
01/09
01/09
01/09
13
13
13
TOC
TOC
1
2
3
1
13
Nov 01/09
Nov 01/09
13
13
1
1
2
3
4
Nov
Nov
Nov
Nov
5
6
7
Nov 01/09
Nov 01/09
Nov 01/09
13
13
13
2
2
Nov 01 /09
Nov 01 /09
Nov 01 /09
8
9
10
11
12
13
14
1
2
1
2
3
4
5
Nov 01/09
Nov 01/09
Nov 01/09
13
13
13
2
2
2
4
5
6
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
Nov 01/09
13
13
2
2
7
8
Nov 01 /09
Nov 01 /09
Nov 01/09
Nov 01/09
Nov 01/09
13
13
13
2
2
3
9
10
1
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
13
Nov 01 /09
Nov 01/09
Nov 01/09
Nov 01/09
13
13
13
3
4
4
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
13
3
1
2
3
Nov 01/09
Nov 01/09
Nov 01/09
13
13
13
4
4
4
4
5
6
Nov 01 /09
Nov 01 /09
Nov 01 /09
2
3
Nov 01/09
Nov 01/09
13
13
4
4
7
8
Nov 01 /09
Nov 01 /09
4
5
6
7
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
13
13
13
13
4
4
4
4
9
10
11
12
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01 /09
01/09
01/09
01/09
01/09
13
13
13
13
4
4
4
4
13
14
15
16
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01 /09
13
13
13
4
5
5
17
1
2
Nov 01 /09
Nov 01 /09
Nov 01 /09
6
7
1
2
1
12
12
7
7
7
7
7
7
7
7
7
7
7
7
7
8
8
9
9
9
9
9
9
10
10
10
10
10
10
10
12
12
12
12
10
10
10
11
9
10
1
Nov
Nov
Nov
Nov
12
12
12
11
11
11
2
3
4
Nov 01/09
Nov 01/09
Nov 01/09
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
FCOM:V1-002
2
3
4
01 /09
01 /09
01 /09
01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Jan 14/ 15
GENERAL
List of Effective Pages
LOEP
Page 15
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
13
13
13
Nov 01 /09
13
Nov 01/09
Nov 01 /09
4
5
Nov 0 1/09
Nov 01 /09
13
13
10
10
10
5
6
3
4
1
13
Nov 01 /09
13
10
Nov 01 /09
13
13
13
3
4
5
Nov 01 /09
13
10
Nov 01 /09
Nov 01 /09
Nov 01 /09
14
TOC
Oct 31 /13
13
6
6
6
6
Nov 01 /09
Nov 01 /09
Nov 01 /09
14
1
1
2
1
2
Oct 31 /13
6
6
14
14
TOC
13
13
13
13
13
Nov 01 /09
14
14
14
1
2
3
Nov 01/09
2
2
13
13
13
6
6
6
14
14
14
2
2
2
4
5
6
Nov 01 /09
13
13
6
6
6
6
7
7
7
7
7
7
7
7
7
7
7
7
7
7
8
6
7
8
9
10
11
12
13
14
15
16
17
18
1
2
3
4
5
6
7
8
9
10
11
12
13
14
1
14
14
3
3
1
2
Nov 01 /09
14
14
14
3
3
3
3
4
5
Nov 01 /09
14
14
Nov 01 /09
7
8
9
Nov 01 /09
10
Nov 01 /09
13
13
13
13
Nov 01 /09
9
9
9
1
2
3
Nov 01 /09
13
13
13
9
10
10
4
1
2
Nov 01 /09
13
13
13
13
13
13
13
13
13
13
13
13
13
13
13
13
13
6
6
FCOM:V1-002
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
Nov 01/09
Nov 01 /09
Nov 01 /09
Nov 01/09
Nov 01 /09
Nov 01 /09
14
14
Nov 01 /09
14
3
3
3
3
Nov 01 /09
14
14
14
3
3
4
11
12
1
Nov 01 /09
14
14
4
4
2
3
Nov 01 /09
14
14
14
14
4
4
4
4
4
5
6
7
Nov 01 /09
14
14
14
14
Nov 01 /09
Oct 31 /13
5
5
2
3
Oct 31 /13
14
14
14
5
6
6
4
1
2
Oct 31 /13
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
Oct 31 /13
Nov 01 /09
Nov 01 /09
Jan 14/ 15
GENERAL
List of Effective Pages
LOEP
Page 16
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
14
14
14
6
6
3
4
5
Nov 0 1/09
Nov 01/09
Nov 0 1/09
15
15
15
3
3
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 0 1/09
15
Nov 01 /09
1
2
3
4
Nov
Nov
Nov
Nov
01/09
0 1/09
0 1/09
0 1/09
15
15
15
5
6
7
15
3
3
Nov
Nov
Nov
Nov
14
6
6
7
7
7
7
14
14
8
8
1
2
Nov 0 1/09
Nov 01/09
15
15
14
14
8
8
3
4
Nov 01/09
Nov 0 1/09
15
15
15
4
4
4
15
15
15
TOC
TOC
1
1
2
1
Nov 01/09
Nov 0 1/09
Nov 0 1/09
15
15
15
4
4
4
15
15
1
1
2
3
Nov 0 1/09
Nov 0 1/09
15
15
4
4
15
15
15
1
1
1
4
5
6
Oct 31/13
Nov 0 1/09
Nov 0 1/09
15
15
15
5
5
5
15
1
1
Nov 0 1/09
15
Nov 01/09
Nov 0 1/09
Nov 0 1/09
15
15
15
5
5
5
Nov 0 1/09
15
Nov 0 1/09
Nov 0 1/09
Nov 0 1/09
15
15
15
5
5
5
Nov 0 1/09
Nov 0 1/09
15
15
5
6
Nov 0 1/09
Nov 01/09
15
15
Nov 01/09
Nov 0 1/09
15
15
6
6
6
7
01/09
0 1/09
0 1/09
0 1/09
15
15
15
15
15
15
14
14
14
14
15
15
15
15
1
1
2
15
15
2
2
15
15
2
2
2
2
7
8
9
10
11
12
13
1
2
3
4
5
6
7
15
15
15
15
15
1
1
15
15
15
15
2
2
2
9
10
11
Nov
Nov
Nov
Nov
15
15
15
2
2
2
12
13
14
Nov 01/09
Nov 0 1/09
Nov 0 1/09
FCOM:V1-002
3
3
7
8
8
8
8
8
8
9
10
1
2
3
4
5
6
7
8
1
2
3
4
5
6
7
8
9
10
11
12
1
2
3
4
1
01 /09
01 /09
01 /09
01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
2
1
2
3
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01 /09
4
5
Nov 01 /09
Nov 01 /09
Jan 14/ 15
GENERAL
List of Effective Pages
LOEP
Page 17
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
16
16
16
TOC
16
TOC
1
16
16
Nov 01 /09
Nov 01 /09
Nov 01 /09
3
4
Nov 01/09
Nov 01/09
Nov 01/09
16
Nov 01 /09
16
Nov 01 /09
16
16
16
1
1
1
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
17
TOC
TOC
1
2
Nov 01 /09
Nov 01 /09
16
Nov 01 /09
17
TOC
Nov 01 /09
16
16
2
2
2
Nov 01 /09
Nov 01 /09
17
17
1
1
1
2
Nov 01 /09
Nov 01 /09
16
16
16
2
2
2
5
6
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
17
17
2
2
2
1
2
Nov 01 /09
Nov 01 /09
Nov 01/09
16
16
16
2
2
2
7
8
9
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
17
17
2
2
2
4
5
6
Nov 01 /09
Nov 01/09
Nov 01 /09
16
16
2
2
10
11
Nov 01 /09
Nov 01 /09
17
17
2
2
7
8
Nov 01 /09
Nov 01 /09
16
16
16
2
2
2
12
13
14
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
17
17
2
2
2
9
10
11
Nov 01 /09
Nov 01/09
Nov 01 /09
16
16
16
16
Nov 01 /09
17
12
Nov 01 /09
2
3
17
17
17
Nov 01 /09
Nov 01 /09
Nov 01 /09
13
14
15
Nov 01 /09
Nov 01 /09
Nov 01 /09
16
Nov 01 /09
17
16
Nov 01 /09
16
16
16
4
5
5
2
1
2
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
17
17
2
2
17
18
19
Nov 01 /09
Nov 01 /09
Nov 01/09
16
16
6
6
1
2
Nov 01 /09
Nov 01 /09
17
17
2
2
20
21
Nov 01 /09
Nov 01 /09
16
16
3
4
Nov 01 /09
Nov 01 /09
17
17
5
6
Nov 01 /09
Nov 01 /09
17
17
2
2
2
2
22
23
24
25
Nov 01 /09
Nov 01 /09
16
16
6
6
6
6
16
16
16
16
7
7
7
7
1
2
01 /09
01 /09
01 /09
01 /09
17
17
17
17
2
2
2
Nov
Nov
Nov
Nov
26
27
28
1
Nov
Nov
Nov
Nov
16
16
16
7
7
8
5
6
1
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
17
17
3
3
FCOM:V1-002
4
5
1
2
2
2
2
3
3
3
3
3
4
Nov 01 /09
Nov 01/09
01 /09
01 /09
01 /09
01/09
Nov 01/09
Nov 01 /09
Nov 01 /09
Jan 14/ 15
GENERAL
List of Effective Pages
LOEP
Page 18
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
17
17
17
2
2
6
7
18
18
18
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
Nov 01/09
18
Nov 01 /09
17
17
17
3
3
3
9
10
11
2
2
2
6
7
8
3
3
3
12
01/09
01/09
01/09
01/09
18
18
18
17
Nov
Nov
Nov
Nov
18
13
14
Nov 01/09
Nov 01/09
18
18
2
2
2
9
10
11
Nov
Nov
Nov
Nov
17
17
17
3
3
Nov 01/09
Nov 01/09
Nov 01/09
18
18
18
2
2
15
16
17
12
13
14
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
17
17
3
3
3
18
19
20
Nov 01/09
Nov 01/09
Nov 01/09
18
18
18
2
2
2
15
16
17
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
17
3
3
21
22
Nov 01/09
Nov 01/09
18
18
2
2
18
19
Nov 01 /09
Nov 01 /09
17
17
17
4
4
4
1
2
3
Nov 01/09
Nov 01/09
Oct 31/13
18
18
18
2
2
2
20
21
22
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
Nov 01/09
18
23
Nov 01 /09
17
17
17
4
4
4
5
6
7
Nov 01/09
Nov 01/09
Nov 01/09
18
18
18
2
2
24
25
26
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
Nov 01/09
18
27
Nov 01 /09
17
17
17
Nov 01/09
Nov 01/09
Nov 01/09
18
18
18
4
4
9
10
11
2
2
28
29
30
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
17
4
4
12
13
Nov 01/09
Nov 01/09
18
18
3
3
1
2
Nov 01 /09
Nov 01 /09
17
17
4
4
14
15
Nov 01/09
Nov 01/09
18
18
3
3
3
3
3
4
Nov 01 /09
Nov 01 /09
5
6
Nov 01 /09
Nov 01 /09
Nov
Nov
Nov
Nov
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
17
2
2
18
TOC
Nov 01/09
18
18
18
18
18
18
TOC
TOC
1
1
01/09
01/09
01/09
01/09
18
18
18
18
3
1
2
Nov
Nov
Nov
Nov
3
3
3
7
8
9
10
18
18
18
1
1
2
3
4
1
Nov 01/09
Nov 01/09
Nov 01/09
18
18
18
3
3
3
11
12
13
FCOM:V1-002
01 /09
01 /09
01 /09
01 /09
Nov 01 /09
Nov 01 /09
01 /09
01 /09
01 /09
01 /09
Jan 14/ 15
GENERAL
List of Effective Pages
LOEP
Page 19
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
18
18
18
14
19
TOC
14
3
3
15
16
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
1
1
1
2
Nov 01/09
Nov 01/09
Nov 01/09
18
Nov 01 /09
19
Nov 01 /09
18
18
18
4
4
4
2
3
4
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
19
Nov 01 /09
19
4
5
6
7
Nov 01 /09
Nov 01 /09
Nov 01 /09
18
1
1
1
1
18
18
4
4
6
7
Nov 01 /09
Nov 01 /09
19
19
1
1
8
9
Nov 01 /09
Nov 01 /09
18
18
18
4
4
4
8
9
10
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
19
1
1
1
10
11
12
Nov 01 /09
Nov 01 /09
Nov 01/09
18
18
18
5
5
5
1
2
3
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
19
1
1
1
13
14
15
Nov 01 /09
Nov 01/09
Nov 01 /09
18
18
5
5
4
5
Nov 01 /09
Nov 01 /09
19
19
1
1
16
17
Nov 01 /09
Nov 01 /09
18
18
18
5
5
5
6
7
8
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
19
1
2.1
2.1
18
1
2
Nov 01 /09
Nov 01/09
Nov 01 /09
18
18
18
18
Nov 01 /09
19
2.2
Nov 01 /09
5
5
5
10
11
12
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
19
2.2
2.2
2.2
2
3
4
Nov 01 /09
Nov 01 /09
Nov 01 /09
18
13
Nov 01 /09
19
2.2
Nov 01 /09
18
18
5
5
14
15
Nov 01 /09
Nov 01 /09
19
19
19
2.2
2.2
2.2
6
7
8
Nov 01 /09
Nov 01 /09
Nov 01/09
19
19
TOC
TOC
1
2
Nov 01 /09
Sep 30/ 11
19
19
2.2
2.3
9
1
Nov 01 /09
Nov 01 /09
19
19
TOC
TOC
3
4
Nov 01 /09
Nov 01 /09
19
19
TOC
TOC
5
6
Nov 01 /09
Nov 01 /09
19
19
2
3
4
5
Nov 01 /09
Nov 01 /09
19
19
2.3
2.3
2.3
2.3
19
19
19
19
TOC
TOC
TOC
TOC
7
8
9
10
Aug
Nov
Nov
Nov
15/ 12
01 /09
01 /09
01 /09
19
19
19
19
2.3
2.3
2.3
2.3
6
7
8
9
Nov
Nov
Nov
Nov
19
19
19
TOC
TOC
TOC
11
12
13
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
19
2.3
2.4
2.4
10
1
2
Nov 01/09
Nov 01 /09
Nov 01 /09
FCOM:V1-002
Nov 01 /09
Nov 01 /09
Nov 01/09
01 /09
01 /09
01 /09
01/09
Jan 14/ 15
GENERAL
List of Effective Pages
LOEP
Page 20
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
19
19
19
2.5
2.5
2.5
19
19
19
5 .1
5 .1
5 .1
2
3
Sep 30/ 11
Nov 01/09
Nov 01/09
2
3
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
2.5
Nov 01/09
19
5 .1
Nov 01 /09
19
19
19
19
2.5
2.5
2.6
2.6
5
6
Nov
Nov
Nov
Nov
01/09
01/09
01/09
01/09
19
19
19
19
5 .2
5 .2
5.2
5.2
1
2
3
4
Nov
Nov
Nov
Nov
19
19
3.1
3 .1
Nov 01/09
Nov 01/09
19
19
5 .2
5 .2
5
6
Nov 01 /09
Nov 01 /09
19
19
19
3 .1
3 .1
3.1
3
4
5
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
5 .2
5 .2
5 .2
7
8
9
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
19
3.1
3.1
3.1
6
7
8
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
5.2
5.2
5 .2
10
11
12
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
3 .2
3 .2
Nov 01/09
Nov 01/09
19
19
5 .3
5 .3
1
2
Nov 01 /09
Nov 01 /09
19
19
19
3.2
3.2
3.3
3
4
1
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
5.3
5 .3
5 .3
3
4
5
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
3 .3
Nov 01/09
19
Nov 01 /09
19
19
19
3 .3
3.3
3.3
3
4
5
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
6.1
6.1
6.1
6.1
2
3
4
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
3.3
Nov 01/09
19
6.1
Nov 01 /09
19
19
19
3 .4
3 .4
3.4
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
6.1
6.1
6.1
6
8
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
3.4
3.5
Nov 01/09
Nov 01/09
19
19
6.1
6.1
9
10
Nov 01 /09
Nov 01 /09
19
19
2
3
4
5
Nov 01/09
Nov 01/09
19
19
6.1
6.1
11
12
Nov 01 /09
Nov 01 /09
19
19
3 .5
3 .5
3 .5
3 .5
Nov 01/09
Nov 01/09
19
19
6.1
6.1
13
14
Nov 01 /09
Nov 01 /09
19
19
19
19
3 .5
3 .5
3.5
4
Nov
Nov
Nov
Nov
01/09
01/09
01/09
01/09
19
19
19
19
6.1
6.1
6.1
6.1
15
16
17
18
Nov
Nov
Nov
Nov
19
19
19
4
4
4
2
3
4
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
6.1
6.1
6.1
19
20
21
Nov 01 /09
Nov 01 /09
Nov 01 /09
FCOM:V1-002
2
1
2
3
1
7
8
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
Jan 14/ 15
GENERAL
List of Effective Pages
Chapter
Topic
Page
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
6.1
6.1
6.1
6.1
6.1
6.1
6.1
6.1
6.1
6.1
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6 .2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
22
23
24
25
26
27
28
29
30
31
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
FCOM:V1-002
Date
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
LOEP
Page 21
Chapter
Topic
Page
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
6 .2
6 .2
6.3
6 .3
6 .3
6 .3
6 .3
6.3
6 .3
6 .3
6 .3
6.3
6 .3
6 .3
6.3
6 .3
6 .3
6 .3
6 .3
6 .3
6 .3
6 .3
6 .3
6 .3
6.3
6.3
6.3
6.3
6.3
6 .3
6 .3
6 .3
6 .3
6 .3
6 .3
6 .3
6.4
6.4
6.4
6.4
6.4
6 .4
33
34
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
1
2
3
4
5
6
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
Date
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01/09
0 1/09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01/09
01/09
01 /09
01 /09
Jan 14/ 15
GENERAL
List of Effective Pages
LOEP
Page 22
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
19
19
19
6.4
19
7 .3
6.4
6.4
8
9
Nov 01/09
Nov 01/09
Nov 01/09
19
19
7.3
7 .3
2
3
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
6.4
10
Nov 01/09
19
7 .3
Nov 01 /09
19
19
19
19
6.5
6.5
6.5
6.5
1
2
3
4
Nov
Nov
Nov
Nov
01/09
01/09
01/09
01/09
19
19
19
7 .3
7 .3
7 .3
5
6
7
19
7.3
Nov
Nov
Nov
Nov
19
19
6.5
6.5
5
6
Nov 01/09
Nov 01/09
19
19
7.4
7 .4
1
2
Nov 01 /09
Aug 15/12
19
19
19
6.6
6.6
6.6
1
2
3
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
7.4
7.4
7 .4
3
4
5
Aug 15/12
Aug 15/12
Aug 15/12
19
19
19
6.6
6.7
6.7
4
1
2
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
7.4
7.5
7 .5
6
1
2
Aug 15/12
Aug 15/12
Nov 01 /09
19
19
6.7
6.7
3
4
Nov 01/09
Nov 01/09
19
19
7 .5
7 .5
3
4
Nov 01 /09
Nov 01 /09
19
19
19
6.7
6.7
6.8
5
6
1
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
7 .5
7 .5
7 .6
5
6
1
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
6.8
Nov 01/09
19
7 .6
Nov 01 /09
19
19
19
6.8
6.8
6.8
3
4
5
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
7 .7
7 .7
8.1
1
2
1
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
6.8
Nov 01/09
19
8.1
Nov 01 /09
19
19
19
6.8
6.8
6.8
7
8
9
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
8.1
8.1
8.1
3
4
5
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
6.8
7.1
10
1
Nov 01/09
Nov 01/09
19
19
8.1
8.1
6
7
Nov 01 /09
Nov 01 /09
19
19
7. 1
7.1
Nov 01/09
Nov 01/09
19
19
8.1
8.1
7.1
7.1
Nov 01/09
Nov 01/09
19
19
8.1
8.2
8
9
10
1
Nov 01 /09
Nov 01 /09
19
19
2
3
4
5
19
19
19
19
7.1
7.1
7.1
7.2
6
7
8
1
Nov
Nov
Nov
Nov
01/09
01/09
01/09
01/09
19
19
19
19
8.2
8.2
8.2
8.2
2
3
4
5
Nov
Nov
Nov
Nov
19
19
19
7.2
7.2
7.2
2
3
4
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
8.2
8.2
8.2
6
7
8
Nov 01 /09
Nov 01 /09
Nov 01 /09
FCOM:V1-002
01 /09
01 /09
01 /09
01 /09
Nov 01 /09
Nov 01 /09
01 /09
01 /09
01 /09
01 /09
Jan 14/ 15
GENERAL
List of Effective Pages
Chapter
Topic
Page
19
19
19
8.2
8.2
8.2
9
10
11
19
8.2
12
19
19
19
13
14
15
19
8.2
8.2
8.2
8.2
19
19
8.2
8.2
17
18
19
19
19
8.3
8.3
8.3
1
2
3
19
19
19
8.3
8.3
8.3
4
5
6
19
19
8.3
8.3
7
8
19
19
19
8.3
8.3
8.3
9
10
11
19
19
19
19
8.3
12
8 .3
9.1
9.2
13
1
1
19
9.2
19
19
19
9.2
9.2
9.2
3
4
5
19
19
9.2
9.2
6
7
19
19
19
19
9.2
9.2
9.2
9.2
8
9
10
11
19
19
19
19
9.2
9.2
9.2
9.2
12
13
14
15
19
19
19
9.2
9.2
9.2
16
17
18
FCOM:V1-002
16
Date
LOEP
Page 23
Chapter
Topic
Page
19
20
21
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
19
19
19
9 .2
9 .2
9.2
01 /09
19
9 .2
22
01 /09
01 /09
01 /09
19
19
19
01 /09
19
9 .3
9 .3
9 .3
9.3
1
2
3
4
01 /09
01 /09
19
19
9 .3
9 .3
5
6
01 /09
01 /09
01 /09
19
19
19
9 .3
9 .3
9 .3
8
9
01 /09
01 /09
01 /09
19
19
19
9 .3
9.3
9 .3
10
11
12
01 /09
01 /09
19
19
9 .3
9 .3
13
14
01 /09
01 /09
01 /09
19
19
19
9.3
9 .3
9 .3
15
16
17
01 /09
19
9 .3
18
01 /09
01 /09
01 /09
19
19
19
9 .3
9 .3
9.3
19
20
21
01 /09
19
9 .3
22
01 /09
01 /09
01 /09
19
19
19
9.4
9.4
9.4
1
2
3
01 /09
01 /09
19
19
9.4
9.4
4
5
01 /09
01 /09
19
19
6
7
01 /09
01 /09
19
19
9.4
9.4
9 .4
9.4
8
9
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01 /09
19
19
19
19
9.4
9.4
9.4
9.4
10
11
12
13
01 /09
01 /09
01 /09
19
19
19
9.4
10.1
10.1
14
1
2
Date
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01/09
0 1/09
01/09
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01/09
01 /09
01 /09
Jan 14/ 15
GENERAL
List of Effective Pages
LOEP
Page 24
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
19
10.1
Nov 01/09
20
Nov 01 /09
19
Nov 01/09
20
Nov 01 /09
19
10.1
10.1
Nov 0 1/09
20
Nov 01 /09
19
10.1
Nov 0 1/09
20
Nov 01 /09
19
10.1
Nov 01/09
20
Nov 01 /09
19
Nov 01/09
20
Nov 01 /09
19
10.1
10.2
Nov 0 1/09
20
Nov 01 /09
19
10.2
Nov 0 1/09
20
Nov 01 /09
19
10.2
Nov 0 1/09
20
Nov 01 /09
19
10.2
Nov 01/09
20
Nov 01 /09
19
10.2
20
Nov 01 /09
10.2
Nov 0 1/09
20
Nov 01 /09
19
10.2
5
6
7
Nov 01/09
19
Nov 01/09
20
Nov 01 /09
19
10.2
Nov 01/09
20
Nov 01 /09
19
10.2
Nov 0 1/09
20
Nov 01 /09
19
10.2
10
Nov 0 1/09
20
Nov 01 /09
19
10.2
11
Nov 0 1/09
20
Nov 01 /09
19
10.2
12
Nov 0 1/09
20
10
Nov 01 /09
19
10.2
13
Nov 0 1/09
20
11
Nov 01 /09
19
10.2
14
Nov 0 1/09
20
12
Nov 01 /09
19
10.3
Nov 0 1/09
20
13
Nov 01 /09
19
10.3
Nov 0 1/09
20
14
Nov 01 /09
19
19
10.3
10.3
3
4
Nov 01/09
Nov 01/09
20
20
3
3
15
16
Nov 01 /09
Nov 01 /09
19
10.3
Nov 0 1/09
20
17
Nov 01 /09
19
10.3
Nov 0 1/09
20
18
Nov 01 /09
19
10.3
Nov 0 1/09
20
19
Nov 01 /09
19
10.3
Nov 0 1/09
20
20
Nov 01 /09
19
10.3
8
9
Nov 0 1/09
20
21
Nov 01 /09
19
10.3
10
Nov 0 1/09
20
22
Nov 01 /09
19
10.3
11
Nov 0 1/09
20
23
Nov 01 /09
19
19
10.3
10.3
12
Nov 0 1/09
Nov 0 1/09
20
20
3
4
24
13
Nov 01 /09
Nov 01 /09
19
10.3
14
Nov 01/09
20
Nov 01 /09
19
10.4
Nov 0 1/09
20
Nov 01 /09
19
10.4
Nov 01/09
20
Nov 01 /09
19
10.4
Nov 0 1/09
20
Nov 01 /09
20
Nov 01 /09
20
TOC
Nov 0 1/09
20
Nov 01 /09
20
TOC
Nov 01/09
20
Nov 01 /09
20
Nov 0 1/09
20
Nov 01/09
21
TOC
Nov 01 /09
FCOM:V1-002
Jan 14/ 15
GENERAL
List of Effective Pages
Chapter
Topic
Page
21
21
21
1
2
2
1
21
21
21
21
2
2
2
3
4
21
21
21
2
2
2
5
6
7
8
21
21
21
2
2
2
9
10
11
21
21
21
2
3
3
12
1
2
21
21
3
3
3
4
21
21
21
3
3
3
21
21
21
21
5
6
7
8
21
21
21
21
21
21
21
21
21
21
21
21
21
21
3
3
3
3
3
3
4
4
4
4
5
5
5
5
5
5
5
FCOM:V1-002
9
10
11
12
13
14
1
2
3
4
1
2
3
4
5
6
7
LOEP
Page 25
Date
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
Jan 14/ 15
GENERAL
List of Effective Pages
LOEP
Page 26
FCOM:V1-002
Jan 14/ 15
Topic 1 -Configuration
1
2
6
8
12
2
3
5
7
9
9
11
11
12
12
12
Engine Fuel Control ... .......... ............. ........ ............. ............. ............. ..... ............. ...........
Engine Control with the FADEC and the FGC ................................................ ..............
Engine Indicators ............... ...... ....... .. .... ....... .. .... ................... ... ... ..... ........ ...... ...... .........
FADEC Switches and Annunciators...... ............. ............................... ............................
Thrust Levers ... ... ......... .... .......... ......... .............. ............ ........... ........ ... ......... ......... ... .....
Engines Panel ........................................... ............................................ ........................
Engine Fire Protection............................... ....................................... .............................
APU Overview..................................... ..........................................................................
13
APU Panel.....................................................................................................................
15
17
4
5
5
7
9
11
Power Sources..............................................................................................................
Busbars ................................... ...................................... ....... .........................................
Normal Distribution......................................... .... ................... ........... .............................
Standby Generator.......................................................................... ............. .................
Standby Inve rter............................................................................................................
Electrical System Channels ............ ...... .... ... ...... ...... ................... ..... ............... ...... .. ......
Bus-tie Switches............................................................................................................
FCOM:V1-002
Oct 31/13
3
5
7
8
8
9
AIRCRAFT GENERAL
Contents
Chapter 2 TOC
Page2
Batteries .. .... ...... ...... ..... .... .. ..... .. . .. .. .... .. .. .. . ... .. . .... ..... ...... ...... ..... .... .. .. ... ... ... . ..... . .... ...... ..
Electrically Operated Valves .. .... .... ...... ..... ...... .... .. ... .. .... .. ..... .... .. ... .. . ..... . ..... ..... ...... ..... .
Motorised Valve s ............................ ............................................... ..... ...........................
Sole noid Operated Valves ................................................................ ............................
Flight Deck Panel .... ...... ... .. .... .. .. .. .. ..... . .. ... ... .. . .... ..... ....... ...... ..... ... ... . .... .. .... ..... . ..... ...... .
9
10
10
1o
11
1
3
1
3
5
7
9
Function............................................................................................ ............................
Air Conditioning Pane l...... .............. ................................................... ............................
Pressurisation ... ...... ...... ... .. .... ... . .. .. ..... . .. .. . ... .. . .... ..... ....... ..... ...... ....... .... .. .... ..... . ..... ..... ..
1
2
4
Landing Gear................................................................................................................
Brakes...........................................................................................................................
1
2
1
1
3
Function ........................................................................................................................
Tanks.................................................................. .............................. ......... ...................
Pumps and Feed Valves................................................................... ............................
FCOM:V1-002
Nov 01 /09
1
1
1
AIRCRAFT GENERAL
Contents
Chapter 2 TOC
Page3
1
1
3
5
1
1
2
1
1
2
1
2
4
4
4
4
4
4
Topic 14 - Navigation
Flight Instruments......................................................... .................................................
EFIS .......... ................................................................... .......... ......... ........................... ...
Weather Radar..............................................................................................................
NMS and FMS...............................................................................................................
Inertial Reference System.............................................................................................
Radio Altimeter..............................................................................................................
Air Data.........................................................................................................................
Radio Navigation. ..........................................................................................................
Standby Attitude and He ading ... .... ... .... ...... . ...... ... ..... .. .... ..... ...... ..... ...... ...... ... .. ... ... .. ... .
Trans ponder and TCAS .................... ........................... ......... ............................... .... .....
EGPWS ..... ............................................................................. .......................................
FCOM:V1-002
Nov 01/09
1
1
2
2
2
3
3
3
4
4
4
AIRCRAFT GENERAL
Contents
Chapter 2 TOC
Page4
Functions.......................................................................................................................
AP and FD Modes.........................................................................................................
1
2
Topic 16 - Lights
FCOM:V1-002
Nov 01 /09
1
2
2
3
Role
The Avro RJ is short and medium haul airliner with the ability to operate in and out of
demanding airfields, Examples are shown in Figure 1.1. The aircraft can make steep
approaches at approach angles up to 6.
Figure 1.1 - Demanding Operations
Rough Short Sttilps In Remote Areas
In the Desert
1-'1102-4000 1
FCOM:V1002
Nov 01/09
AIRCRAFT GENERAL
Configuration
Chapter 2 Topic 1
Page2
Aerodynamic Configuration
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Configuration
Chapter 2 Topic 1
Page3
T-tail
Moderate sweep of 15
Swept back fin
,/
hi 02-<10002
IV1-020000~
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Configuration
Chapter 2 Topic 1
Page 4
!
Ult
Lift
l
Engine weight
The weight of the engines relieves the bending moment due to lift
1-YI-02-(10004
Uft spoilers
1l
Airbrakes
11 02-00005
FCOM:V1-002
Nov 01/09
AIRCRAFT GENERAL
Configuration
Chapter 2 Topic 1
Page 5
.,
~ -, -02-00006
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Configuration
Chapt er 2 Topic 1
Page6
Aircraft Dimensions
The aircraft comes in three sizes: RJ70, RJ85 and RJ100. The only dimension that
changes significantly is the aircraft length. The aircraft dimensions are shown in Figure 1.7
and Figure 1.8. Figure 1.7 shows the side view of all three aircraft. Figure 1.8 shows a
plan view and a front view of an RJ85 together with the changes for RJ70 and RJ100
aircraft.
Figure 1.7- Side Views
At Maximum Weight
The fTont door sill lheight on all RJs Is 1.88 m (6 ft 2 In)
The rear door sill h eight o n all RJs Is 1.98 m (6 ft 6 In)
.., ...
RJ 100
RJ85
RJ70
FCOM:V1-002
Nov 01 /09
Chapter 2 Topic 1
Page 7
AIRCRAFT GENERAL
Configuration
Figure 1.8 - Plan and Front Views
r .e 'Wingspan Is th e
same for all RJs
____,
'
I
I
I
I
I
'
'~
I
I
__
~ll1~2-0006'
.----F~
CO
_M
_:_
V_
1-002----.--A
-V
_R
_0 14
-6
--~
RJ_
S_
eries
--,-----------.-Nov
-01 /09--,
AIRCRAFT GENERAL
Configuration
Chapt er 2 Topic 1
Page8
f.i 35"
'
,.. PilOt's view includes the wingtip
44" up
')I
T
Wingtlp tractt
in left tum
49 up
J
18 03 m (59ft 2 In)
1e down
...._
Maximum steering angle 70"
FCOM:V1 -002
Oct 31 /13
AIRCRAFT GENERAL
Configuration
Chapter 2 Topic 1
Page9
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Configuration
Chapt er 2 Topic 1
Page 10
AIRCRAFT
WARNING:
Checks or adjustments to inboard
engines should only be carried out
when outboard engines are at idle
power or shut down.
Entry corridor
DANGER AREA
"'
Rear cowling
door trailing
edges
200ft
(60.96m)
~v 1 -02-00 094
FCOM:V1 -002
Oct 31 / 13
AIRCRAFT GENERAL
Configuration
Chapter 2 Topic 1
Page 11
RJ 70:
19.1
m (62ft 91n)
FCOM:V1-002
i-v1-0l-000611
Oct 31/13
AIRCRAFT GENERAL
Configuration
Chapt er 2 Topic 1
Page 12
Fusel age
The fuselage is shown in Figure 1.13. The fuselage has a circular cross section. The flight
deck is separated from the passenger cabin by the front vestibule. A rear vestibule is
behind the passenger cabin. An entry aisle leads from the front vestibule to the flight
deck. The flight deck has a security door is in the entry aisle.
There are two cabin doors in each vestibule: one the left and one on the right. The doors
are shown in Figure 1.14. The left doors are the passenger doors; the right doors are the
service doors. The service doors are a little smaller than the passenger doors. This
configuration allows passenger boarding and replenishment activity to take place at the
same time. The four cabin doors also function as emergency exits. There are no other
passenger emergency exits. Each door has an emergency escape slide.
The passenger cabin seating can be up to six abreast. There is provision for toilets and
galleys in both the rear and the front vestibules.
There are six bays in the lower fuselage: two cargo bays, an avionics bay, a hydraulics
bay, an air conditioning bay and an APU bay. Each bay has an external door. The doors
are shown in Figure 1.15. An entrance hatch to the avionics bay is in the flight deck entry
aisle.
The flight deck, the cabin, the cargo bays, the avionics bay and the hydraulics bay are all
pressurised. The air conditioning bay and the APU bay are not pressurised.
A portable water tank is in the hydraulics bay. It supplies water to the toilets and galleys.
Figure 1.13 - Fuselage
Flight Deck
Front vestibule
Rear vestibule
Passenger
APU bay
Avionics bay
Hydraulics bay
Fo rward cargo b ay
FCOM:V1 -002
l-v1~2.000t2
Oct 31 /13
AIRCRAFT GENERAL
Configuration
Chapter 2 Topic 1
Page 13
,.
Rear left
passenger door
FOMiard right
service door
passenger door
i-vl -1-00013
FCOM:V1-002
Oct 31 / 13
AIRCRAFT GENERAL
Configuration
Chapter 2 Topic 1
Page 14
FCOM:V1-002
Oct 31/13
AIRCRAFT GENERAL
Configuration
Chapter 2 Topic 1
Page 15
FCOM:V1-002
Oct 31 / 13
Switch baulk
Three...position s.wit ch
Two-position switch
W102.()0011!
FCOM:V1 002
Oct 31 /13
AIRCRAFT GENERAL
Right Deck
Chapter 2 Topic 2
Page 2
Overhaad
panel
System
panels
ight Instrument
pan of
Forward
console
Left side
~onsolt
Centro
console
~~ ~
Aft console
Right side
c-
~onsolt
I
..
1-Vt -02-40070
A floor mounted control column is provided for each pilot. The column provides control in
pitch. A control wheel is mounted on each column for control in roll.
A pair of rudder pedals is provided for each pilot. They move fore and aft to apply the
rudder in the natural sense.
The rudder pedals are hinged at the bottom. When the top of the pedal is deflected,
pressure is applied to the wheel braking system. The left pedal of each pair applies
pressure to the left wheel brakes; the right pedal of each pair applies pressure to the right
wheel brakes.
FCOM:V1-002
Nov 01/09
AIRCRAFT GENERAL
Flight Deck
Chapter 2 Topic 2
Page3
Systems Panels
The layout of the systems panels on the overhead panel is shown in Figure 2.3.
An avionics panel is at the top left of the overhead panel. It contains the master switches
for the flight guidance system and many of the other avionics.
Below the avionics panel is an area for the lift spoilers and anti-skid system. The brakes
have cooling fans; the area also includes a switch for the fans. Each engine has two
igniters. The area also includes a switch to select the required igniter for ground starting.
The hydraulic power control panel is below the anti-skid and lift spoilers panel. There are
two hydraulic systems: yellow and green.
The fuel system panel is below the hydraulic panel.
The electrical system panel is to the right of the fuel panel.
To the right of the electrical panel is an area for the APU and the engines. The engines
panel is divided into two parts. The top part is for engine starting and ignition; the bottom
part is for engine ice protection. Above the engines panel is the APU control panel. Above
the APU panel, there is an area for engine fire protection.
The airframe ice protection panel is to the right of the engines panel.
Air is taken from the engines and APU for the aircraft systems. The air supply panel is to
the right of the airframe ice protection panel.
The air from the engines and APU supplies two air conditioning packs. The air conditioning
control panel is immediately above the air supply panel.
The air from the packs leaves the aircraft via two outflow or discharge valves. A
pressurisation system controls the position of the valves. The pressurisation control panel
is to the left of the air conditioning panel.
A lights and notices control panel is above the air conditioning panel.
A ground test panel is to the left of the lights and notices panel. The panel contains system
test switches for use only on the ground.
Some aircraft have a cargo smoke system. These aircraft have a cargo smoke panel at
the top of the overhead panel.
A crew call system is used to attract the attention of a crewmember or the ground crew.
The system uses annunciators, lights, chimes and a horn. The flight deck annunciators
and switches are on the bottom left of the overhead panel on most aircraft. This area also
includes light switches. On some aircraft, the crew call annunciators and switches are on
the centre console.
The overhead panel lighting and overhead annunciator dimming controls are on the bottom
right of the overhead panel.
An extension below the overhead panel contains lighting and windscreen controls.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Right Deck
Chapter 2 Topic 2
Page 4
Avionics
Lights
and
notices
Antlskid and
lift spoilers
Hydraulics
Pres.surlsatlon
Air supply
Airframe
ice protection
Engine
Ice protection
Ughts ,.;nose'"""'
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Flight Deck
Chapter 2 Topic 2
Page 5
Engine indication.
Fire.
Lights.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Right Deck
Chapter 2 Topic 2
Page6
c:
ID
-0
::s
Cll
::
- ...z
co
~<
-c
~""
-Cll -
.. 0
c :I
3""
CD :I
~
il
Q.
0
0
3Cll
1-v1-0:2-000'f2
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Flight Deck
Chapter 2 Topic 2
Page 7
The elements of the master warning system (MWS) are shown in Figure 2.5.
A central warning panel (CWP) is on the centre instrument panel. The panel contains:
A central status panel (CSP) is immediately below the CWP. The CSP contains white fault
captions, white status captions and green status captions.
The MWS is controlled from an MWS panel on the right instrument panel.
The MWS has attention getting lamps on the glare shield: two red and two amber lamps.
The red lamps fl ash to provide attention getting for a red warning on the MWP. The amber
lamps flash to provide attention getting for an amber caution on the MWP.
The MWS also provides attention getting audio warnings:
A single chime.
A triple chime.
A fire bell.
All the amber annunciators on the overhead panel are part of the MWS. Whenever an
amber annunciator illuminates on the overhead panel:
There are also collector captions for engine indications on the centre instrument panel.
Collector captions have an arrow pointing to the overhead panel or to the engine
instruments.
A control panel for the overhead annunciators is on the bottom right corner of the overhead
panel.
The attention getting lights on the glareshield are also switches. Pressi ng any one of the
attention getters cancels the MWS attention getting with two exceptions:
The fire bell can only be cancelled by pressing a red attention getter.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Right Deck
Chapter 2 Topic 2
Pages
Loft Attention
Getting lamps
Right Al1ontion
Getting Lamps
0
All tho amber system
annunciators on tho
oVOfhoad panel
Tho Overhead
Ann uncia tor
Control Panol
{U>
CtJtl
HQRIII
()
0-
I"\\U,.QN OC.
Au dio Warnings
,.
Wl.02.00073
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Flight Deck
Chapt er 2 Topic 2
Page9
Rocker Switches
Most of the switches on the systems panels are rocker switches. They are mainly two
position switches: for example, the ENG PUMP switches in Figure 2.1. .A few are three
position switches: for example, the AC PUMP switch in Figure 2.1.
Some of the rocker switches have baulks: for example, the DC PUMP switch in Figure 2.1.
The baulk prevents the switch being inadvertently moved to the baulked position. Only one
position of a rocker switch will have a baulk: either the top or the bottom position. The
Baulk engaged
FCOM:V1 -002
Nov 01 /09
AIRCRAFT GENERAL
Right Deck
Chapter 2 Topic 2
Page 10
Switc h
Switch
Guard up
i-v1-02-00025
Guard down
Guard up
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Flight Deck
Chapter 2 Topic 2
Page 11
Annunciator Shapes
Warning and status annunciators are on the overhead panel, the glareshield, the
instrument panel and the consoles.
Annunciators come in two different shapes: oblong and square. The two shapes are
shown in Figure 2.9.
The oblong annunciators are not used as switches. The square annunciators may be used
as switches.
Figure 2.9 - Annunciator Shapes
Oblong annunciator
Square annunciator
~
HI TEMP
Oblong annunciators
will not be switches
Square annunciators
1-v1-02-00027
may be switches
Annunciator Switches
There are two sorts of annunciator switch: momentary action switches and latched
switches.
A momentary action switch is spring-loaded to the out position. When the switch is
pressed in, the status of the appropriate system is changed. As soon as the switch is
released, the switch springs out. The annunciation on the switch indicates the status of the
system. The status of the system cannot be determined by looking at the switch position.
Latched switches remain in when they are pressed in and released. When pressed a
second time, the switch springs out. The annunciation on the switch indicates the status of
the system. The selected status can also be determined from the position of the switch.
Some of the annunciator switches have guards. The guards are clear plastic flaps. The
guard is hinged on one side. The flap is spring-loaded to the guarded position. The guard
must be raised to operate the switch.
A flap warning override switch is fitted to the right instrument panel. It is used when a
landing must be made at an abnormal flap setting. The switch contains an annunciator
with the legend FLAP WARN OVRD. The switch has a guard. The switch is shown in
Figure 2.1 0.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Right Deck
Chapter 2 Topic 2
Page 12
Guard up
Guard hinge
Press the swit ch to select override
Guard down
The annunciator can be seen through the guard
i-v1-02-00028
If a fault is latched in, the system behaves as if the fault were still active when the fault
goes away. For example, some generator faults will be latched in and take the generator
off-line. The generator will remain off-line if the actual fault goes away. However, the
latched in fault may be reset by setting the generator switch to a reset position.
The latch:
Cleanly shuts down the system element associated with the failure.
NIPS Annunciators
Some valve fault annunciators work on the not in position selected principle. They are
known as NIPS annunciators.
The NIPS annunciator for a valve will illuminate if the valve is not in the position selected
on the associated switch. A valve will take a short time to move from one position to
another. While the valve is not in the selected position, its NIPS annunciator will
illuminate. So a valve's NIPS annunciator will illuminate for a short time when a new
position is selected. The input from a NIPS annunciator to the CWP and the MWS
attention getting is delayed by a few seconds to ensure that nuisance warnings are not
given while the valve moves from one position to another.
Audible Warnings
The aircraft has an audible warning system. The system generates the MWS audio
warnings and other system audio warnings. The system also takes speech inputs from the
avionics and transmits them to the speakers and headsets on the flight deck.
FCOM:V1-002
Nov 01 / 09
Engine Overview
The aircraft is powered by four Textron Lycoming (Honeywell) LF 507-1 F engines. The
engines are numbered 1 to 4 from left to right.
The engine has a high bypass ratio; so the fan develops the bulk of the engine thrust. The
bypass ratio is 5.3 :1.
Each engine is enclosed by a pod and supported by a pylon attached to the wing. The pod
contains a bypass duct. The bypass duct directs fan bypass air through the pod. The
bypass air then passes around the engine jet pipe.
There are two spools: a low-pressure (LP) spool and a high-pressure (HP) spool. The
speed of the LP spool is designated N1 and the speed of the HP spool N2 . The
temperature of the gas at the outlet to the low-pressure turbine is designated EGT.
The HP spool drives an accessory gearbox. The gearbox provides drives for the engine
sub-systems. Additionally, each outboard engine gearbox drives an electrical generator
and each inboard engine gearbox drives a hydraulic pump.
Each engine has an electric starter motor. The starter motor turns the HP spool through
the accessory gearbox. The starter motor is used on the ground but not in the air.
Windmilling rpm is sufficient for in-flight starting.
HP compressor bleed air supplies the aircraft air supply system. HP compressor bleed air
also provides engine and intake ice protection.
The HP compressor has a bleed band to prevent engine surge. When the bleed band is
opened, air is bled from the HP compressor.
Igniters are provided for engine starting and flameout protection.
Engine starting, ignition and ice protection are controlled from an ENGINES panel on the
flight deck roof panel.
A fire detection system detects high temperatures ~rvithin the engine pod. Each pod has a
fire extinguishing system. Fire handles for each engine are at the top of the overhead
systems panel. The fire handle is used to:
For engines 1 and 4 it is used to cut off the supply of fuel to the engine pod, trip the
engine driven generator, close the engine bleed isolation valve and to discharge the
fire extinguishers.
For engines 2 and 3 it is used to cut off the supply of fuel to the engine pod, close
the engine hydraulic pump isolation valve, close the engine bleed isolation valve
and to discharge the fire extinguishers.
Two electronic displays containing indicators for engine vibration, N1, N2 , EGT and fuel flow
are on the flight deck centre instrument panel. Above these indicators, are four oil
indicators: one for each engine. Each oil indicator displays oil quantity, oil temperature and
oil pressure.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 2
HP compressor
Axial
Centrifugal
Combustor
Bleed band
Accessory
gearbox drive
Fan
Reduction gearbox
tank
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Engines and APU
Chapt er 2 Topic 3
Page 3
On the engine
One for each engine
Thrust
lever
Metering
Valve
Metered fuel
to
combustors
Position
Sensor
I
Electrical .---<lllo~
position signal
.
FCOM:V1-002
FADEC
ECU
On the engine
One for each engme
i-11 1-02-00075
Nov 01 /09
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 4
Thrust
lever
Position
Sensor
Electrical
position signal
Thrust
Control
FADEC
ECU
Flight
Guidance
Computer
TRP
i-v1-02-00076
FCOM:V1-002
Nov 01/09
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 5
Engine Indicators
The engine indicators are on the centre instrument panel. They are shown in Figure 3.4.
There are two electronic displays: the primary engine displays (PEDs). One PED is for
engines 1 and 2, the other is for engines 3 and 4. The PEDs contain indicators for:
Engine vibration .
N1 .
EGT.
N2 .
Fuel flow and fuel used .
Fuel quantity.
Each N1 indicator has a bug. The numerical value of a bug is written above its N1
indicator. Each bug has a knob at the bottom of its PED. The knob can be pulled out.
When the bug is in, the bug is automatically set to the N1 limit for the rating selected on the
TRP. When a knob is pulled out, the associated indicator's bug can be manually set.
Above the PEDs are four analogue oil indicators: one for each engine. Each oil indicator
has three indicators: one for oil quantity, one for oil pressure and one for oil temperature.
A VIBN TEST button is above the oil indicators. It is used to test the vibration indication
circuits.
A FUEL QTY button is above the oil indicators. When no generated power is available,
and the button is pressed, the fuel quantity system and the PED fuel indicators are
powered from the battery 1 busbar.
FADEC Switches and Annunciators
The FADEC switches and annunciators are above the PEDs and are shown in Figure 3.4.
There are blue and white FADEC trim arrows for each engine above the PEDs. The
arrows indicate that the FADEC is out of trim authority. If a blue arrow is illuminated, the
associated thrust lever must be moved forward for the FADEC to regain authority. If a
white arrow is illuminated, the associated thrust lever must be moved aft for the FADEC to
regain authority.
Each FADEC has a switch containing two annunciators: a white OFF annunciator and an
amber FAULT annunciator. The switches are above the PEDs.
Each FADEC defaults to on when the aircraft is powered up. Subsequent presses on a
FADEC's switch toggle the FADEC between on and off.
If a FADEC fails, its amber FAULT annunciator illuminates together with a FADEC
caption on the CWP. If the failed FADEC is switched off, the FAULT annunciator
extinguishes and the OFF annunciator illuminates.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page6
FAOEC o ff annunciator
,uo_ Q!'t
Yll3'1 I Elf
wt-02-ooon
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 7
T hrust Levers
The thrust levers are on the centre console. They are shown in Figure 3.5.
Each thrust lever has:
Two stops: FUEL OFF and IDLE. At FUEL OFF, the high pressure fuel flow to the
combustors is cut off. IDLE is the position for starting, ground idle and flight idle.
The engine's FADEC in conjunction with the FGC control the idle speed.
A trigger at the back of the thrust lever. The trigger is spring-loaded to up.
Pressing a trigger down allows its thrust lever to move aft of the IDLE stop and
forward of the FUEL OFF stop.
A red light above its trigger. The red light illuminates if a fire is detected in the
engine's pod or an overheat condition is detected in the engine's pylon.
A FUEL ON detent. The detent is only used when the engine is started with its
FADEC off.
Each outboard thrust lever has an autothrottle disconnect button. A brief press on either
button disconnects the autothrottle. If either button is pressed and held for more than three
seconds, the TMC is also turned off. Control is then directly through the FADECs.
Each inboard thrust lever has a TOGA button. The TOGA button is used:
To activate the take-off thrust mode and to engage the autothrottle for take-off.
To select the FGS go-around mode. The TOGA buttons are inactive above 2 000 ft
radio altitude.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Pages
--i~,.,..
TOGA buttons
Red lamps
wt -02-00078
FCOM:V1-002
Nov 01/09
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page9
Engines Panel
The engines panel is shown in Figure 3.6. The panel is on the centre of the overhead
panel.
The START PWR switch selects the electrical source of power for engine starting on the
ground. The START SELECT switch is used to select the engine to be started for both
ground and flight starts.
The START MASTER is only used for ground starts and for engine motoring on the
ground. When the switch is at ON, power is supplied to a start busbar. The engine starter
motors are powered via the start busbar. The START PWR ON annunciator indicates that
the start busbar is powered.
Each engine has two igniters: an A igniter and a B igniter. Just one of the igniters or both
the igniters may be used for ground starting. The igniters are automatically turned on and
off in the ground start sequence. A GRND IGN switch, on the AVIONICS overhead panel,
is used to select the igniters to be used for a ground start. The switch does not affect a
flight start. Both igniters are always used for a flight start.
The ENG IGN A annunciator indicates that the A igniter for the selected engine is being
used for flight or ground starting. The ENG IGN B annunciator indicates that the B igniter
for the selected engine is being used for flight or ground starting.
The STARTER OPERATING annunciator indicates that voltage is sensed at the input to an
engine starter motor.
The ENGINE switch initiates a ground start sequence or ground motoring. The switch has
three positions: START, RUN and MOTOR. It is spring-loaded from START to RUN and
from MOTOR to RUN. A momentary selection to START, initiates a ground start. A
momentary selection to MOTOR, initiates a ground motoring cycle. The difference
between a motoring cycle and the start cycle is that the igniters are powered during the
start sequence but are not powered during motoring.
The FLT START switch is used for in-flight starting. When the switch is at ON, both the
igniters for the engine selected on the START SELECT switch are powered.
The igniters can also be used continuously. The CONT IGN A switch selects all the A
igniters on; the CONT IGN B switch selects all the B igniters on. The ENG IGN A and
ENG IGN B annunciators do not illuminate when continuous ignition is being used.
Each engine has an ENG ANT ICE switch at the bottom of the panel. Each switch controls
two valves: an intake valve and engine anti-ice valve. At ON, both the valves are open.
The intake valve takes hot air from the HP compressor to the intake; the engine anti-ice
valve takes hot air from the HP compressor to the engine itself.
Above each switch there are three annunciators: INTAKE HI PRESS, INTAKE LO PRESS
and ENG VLV NOT SHUT.
An INTAKE HI PRESS annunciator indicates that the pressure is higher than normal in the
associated intake. An INTAKE low pressure annunciator indicates that the pressure in the
associated intake is too low for adequate ice protection when the associated switch is ON.
An ENG VLV NOT SHUT annunciator, indicates that the associated engine anti-ice valve is
not shut.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 10
t-YI-02-00079
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 11
The engine fire protection panel is at the top of the overhead panel. The fire protection
panel is shown in Figure 3.7.
All aircraft have a fire detection loop A for each engine. An optional second loop is
available: loop B. If two loops are fitted for each engine, then four ENGINE FIRE DETECT
switches are fitted: one for each engine. Each switch selects the loop to be used for its
engine. There is a LOOP FAULT caption for each engine on the CWP. The caption
illuminates if the in-use loop fails. If two loops are fitted, then the other loop is selected.
Each engine has two fire extinguishers: extinguisher 1 and extinguisher 2. An engine's
extinguishers cannot be shared with another engine. Each extinguisher has an EXT USED
annunciator on the fire protection panel.
Each engine has a fire handle on the fire protection panel and a white FIRE HANDLE
caption on the CWP. Each fire handle is held in place by a detent. A strong pull is
required to pull the fire handle out of the detent; the handle then stops at a baulk. The
associated FIRE HANDLE caption illuminates when the handle is at the baulk. Rotating
the handle clockwise clears the baulk. The handle can then be pulled all the way out; the
handle straightens as it is pulled fully out. When the handle is fully out:
The air, and electrical or hydraulic supplies from the engine are turned off.
A fire bell.
FCOM:V1-002
Nov 01 /Qg
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 12
,.--.,,-. ,.~
f I J!. t!l
H~~-.r) r
t;
'I!Y!
FUEL OFF
AIR OFF
GEN OFF
FUEL OFF
AIR OFF
HYOOFF
EXT....__..EXT
, ....----. 2
EXT....__.. EXT
1...----. 2
iY1.0200080
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 13
APU Overview
A Garrett 150 APU or a Sundstrand APU is fitted. The flight deck placard states which
APU is fitted.
The APU is a single shaft gas turbine engine. A single stage radial turbine drives a single
stage compressor and an accessory gearbox. The APU runs at constant speed: around
60,000 rpm. Figure 3.8 is an overview schematic.
The flight deck APU panel contains:
An RPM indicator and an EGT indicator. The Garrett EGT indicators are labelled
TGT.
An APU OVSPD test button is on the flight deck GRND TEST panel. An APU STOP switch
is in the air conditioning bay; an APU EM ERG STOP switch is at the refuel station.
The APU is housed in a fireproof compartment at the rear of the aircraft, just aft of the air
conditioning bay.
A fire detection system detects high temperature in the fireproof compartment. A fire
extinguisher, in the air conditioning bay, can be discharged into the fireproof compartment.
A fire warning annunciator is on the APU panel; the warning is repeated on the CWP.
The APU provides power in two ways:
Pneumatic power, in the form of compressed air, to the aircraft air supply system.
An oil pump to pre-ssurise the accessory gearboxJs self contained oil system!
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 14
The APU has a DC starter motor which is used for both ground and in-flight starts. The
starter motor turns the turbine shaft through the accessory gearbox.
Many APU functions are electronically controlled: for example, starting and automatic shut
down. Electronic control of the APU is managed by an electronic control unit (ECU); the
equivalent in the Sundstrand APU is the electronic sequencing unit (ESU). The ECU and
ESU are located in the rear of the air conditioning bay.
Figure 3.8 - APU Overview Schematic
APU bay
fireproof compartment
Main ac
busbars
APU
Single shaft
gas turbine
.S!
g.
0
0
&;;
....
Fire
ext
EGT
+_
RPM
_+
Pressure
switch
ELECTRONICS
Start
RPM TGT/EGT
APU OVSPO
START
run n -Open/shut
---u
STOP
APU fuel
vaJve
Aircraft Fuel
System
Valve not
in position
selected
1-vl.o:l-00036
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 15
APU Panel
The APU panel is shown in Figure 3.9; the panel is drawn with the Sundstrand standard of
annunciators, EGT indicator and RPM indicator.
The only difference between the annunciator configurations is that the Garrett APU has an
OIL LO PRESS annunciator rather than an AUTO SHUTDOWN annunciator.
The APU FIRE annunciator indicates that a fire has been detected in the APU bay;
automatic shutdown will take place on the ground but not in the air. A repeat of the fire
warning is given on the CWP.
The LOOP FAULT annunciator indicates that a fault has been detected in the APU fire
loop.
When the APU FIRE TEST button on the GRND TEST panel is pressed, the APU fire loop
is tested; a successful test is indicated by all the fire warnings being given and the
LOOP FAULT annunciator illuminating.
The APU EXT USED annunciator indicates that the fire extinguisher has been discharged
by the FIRE EXT switch circuit.
The FIRE EXT switch just discharges the fire extinguisher. The switch is guarded by a
flap.
The APU PWR AVAILABLE annunciator indicates that the APU is ready to take loads from
the generator and the air supply system.
The APU OIL LO PRESS annunciator indicates that the Garrett accessory gearbox oil
pressure is less than 31 psi.
The AUTO SHUTDOWN annunciator indicates that the Sundstrand APU has been
automatically shut down by its electronic controller.
The APU FUEL LO PRESS annunciator indicates that pressure is low at the input to the
APU fuel system.
The APU FUEL VALVE annunciator indicates that the valve is not in the demanded
position. The valve is demanded closed if the START/STOP switch is at STOP or an
emergency shutdown occurs. The valve is demanded open if the START/STOP switch is
at START and an emergency shutdown signal is not present.
The APU NRV leak annunciator indicates that engine air is leaking into the APU air supply
duct.
Setting the START/STOP switch to START, powers the electronic controller and initiates
the start sequence; the switch remains at START during running. Selecting STOP, stops
the APU and removes power from the electronic controller. On some Sundstrand APUs,
power remains on the electronic controller for 60 seconds after STOP is selected.
A baulk prevents inadvertent selection of START.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 16
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 17
The power taken from the engines and APU to supply the aircraft systems is shown
schematically in Figure 3.1 0.
The outboard engines drive electrical generators. Engine 1 drives generator 1 (GEN 1)
and engine 4 drives generator 4 (GEN 4). The APU also drives a generator (APU GEN).
The inboard engines drive hydraulic pumps. Engine 2 drives
(ENG 2 PUMP). Engine 3 drives engine 3 pump (ENG 3 PUMP).
engine 2
pump
The engine driven generators and pumps are numbered according to the driving engine.
Each engine supplies hot pressurised air to the aircraft air supply system. The APU also
supplies hot pressurised air to the aircraft air supply system.
The electrical system has two channels: channel 1 and channel 2. GEN 1 normally
supplies the main AC busbar in channel 1: AC BUS 1. GEN 4 normally supplies the main
AC busbar in channel2: AC BUS 2. The APU GEN acts as an auxiliary power source for
the main AC busbars.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 18
Electrical system
channol1
1r..i'
r---0
Eledrical system
channel 2
ENG2
PUMP
ENG3
PUMP
II
lyuyl
-1.
GEN1
" ()----,
GEN4
FCOM:V1-002
1-v 1-02..00038
Nov 01/09
Powe-r Source-s
The electrical power sources contained within the aircraft are shown in Figure 4.2. The
external power sources are shown in Figure 4.1 .
The outboard engines drive electrical generators. Engine 1 drives generator 1 (GEN 1);
engine 4 drives generator 4 (GEN 4). The APU drives the APU generator (APU GEN). All
three generators are the same; they provide three-phase AC at 115/200 V and 400 Hz. An
external AC source (EXT AC) can be connected to the aircraft. The connection point is on
the right side of the aircraft's nose. EXT AC provides three phase AC at 115/200 V and
400 Hz. The three generators and EXT AC are the main sources of AC power.
A standby generator is in the hydraulic bay. The standby generator is driven by a hydraulic
motor. The hydraulic motor is powered by the green hydraulic system. The standby
generator provides AC and DC power. The AC output is three-phase at 115/200 V and
400 Hz. The DC output is 28 V. The standby generator is intended for use when all the
main AC power sources have failed.
A standby inverter is in the avionics bay. The inverter is DC powered and supplies single
phase AC . There are two outputs: 26 V and 115 V.
One or two batteries are in the avionics bay: BATT 1 and BATT 2. The batteries are lead
acid or nickel-cadmium.
A 28 V external DC source (EXT DC) can be connected to the aircraft. The connection
point is on the right side of the aircraft between the hydraulic bay door and the forward
cargo bay door. The EXT DC is only used for engine starting and APU starting. However,
either EXT AC or the APU GEN is normally used to start the engines.
Figure 4.1 - External Power Sources
0
External DC Connection
Only used for:
,. Engine starting
AND
Extemal AC Connection
3-phase AC
,. APU starting
FCOM:V1 -002
Nov 01 /09
AIRCRAFT GENERAL
Electrical Power
Chapter 2 Topic 4
Page 2
'
APU Generator
Driven by the APU
3-phase AC
Onoor two
batteries
Generator 1
Driven by engine 1
3-phase AC
Standby Inverter
Single phase AC
FCOM:V1-002
400Hz
Nov 01 / 09
AIRCRAFT GENERAL
Electrical Power
Chapter 2 Topic 4
Page3
Busbars
The aircraft services are supplied via a network of busbars. The busbars are shown in
Figure 4.3. Some busbars supply DC power, others supply AC power. There are eight
principal busbars:
Each of the principal busbars has an OFF amber annunciator on the ELECTRICS panel.
A start busbar supplies power to the APU and engine electric starter motors. Whenever
the start busbar is powered, a START PWR ON white annunciator illuminates on the
ENGINES panel.
A ground service busbar allows domestic servicing and maintenance to be carried out with
all other busbars unpowered. The ground service busbar is a sub-busbar of AC BUS 2.
However the ground service busbar can be connected directly to the EXT AC supply
leaving the rest of the aircraft busbars unpowered. There is no indication of the status of
the ground service busbar on the flight deck.
A battery 1 bus bar is directly connected to BAn 1. A battery 2 busbar is directly
connected to BATT 2. The battery busbars do not have fail annunciators on the flight deck.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Electrical Power
Chapter 2 Topic 4
Page 4
AC BUS 2
OFF
The essential
DC busbar
BATT 'II
FCOM:V1-002
BATT2
i-v1-02-00041
Nov 01 / 09
AIRCRAFT GENERAL
Electrical Power
Chapter 2 Topic 4
Page 5
Normal Distribution
FCOM:V1-002
Nov 01 /09
A IRCRAFT GENERAL
Electrical Power
Chapter 2 Topic 4
Page6
APUGEN
EXTAC
The power Is connec.ted to the main AC busbars by a bus-tle and transfer system
,
I
,,
I
.....
ACBUS1
ESSAC BUS
-!'":EMERG AC BUS I
3-phaseAC
1151200 volts
400Hz
Single phase AC
11 5 volts
400Hz
3-phase AC
1151200 volts
400Hz
,,
TR1
AC BUS2
AC BUS 1 supplies:
TR2
1-
DC BUS 1
DC BUS2
Ji
EMERGDCBUS
BATT 1 BUS
II
BATT 2 BUS
BATT1
FCOM:V1-002
BATT2
I
I
ESSDC BUS
Nov 01 / 09
AIRCRAFT GENERAL
Electrical Power
Chapt er 2 Topic 4
Page 7
Standby Generator
The standby generator is shown schematically in Figure 4.5.
The standby generator is driven by the green hydraulic system. It supplies both AC and
DC power. The standby generator provides a backup source of power for the essential
and the emergency DC busbars.
If both the main AC busbars fail, the standby generator automatically starts and powers the
essential and emergency busbars; the battery is automatically disconnected from the
emergency DC busbar; so the battery is not being charged. This condition is known as the
essential power level. Although the battery is not being charged, there is no flight time
limitat ion because the loads on the battery are low or of short duration.
At the essential power level, the services available are limited but adequate.
Figure 4.5 - Standby Generator
Green Hydraulics
3-phase AC, 115/200 volts, 400 Hz
-----1:
AC
I STBY GEN I
28 volt DC
DC
!- ---...
,
IQe~s~s~A~c~B~u~sor-.....=~: EMERGAc Bus 1
,~
BATI 2 BUS
BATT 1
FCOM:V1 -002
i-v 1-02-00043
Nov 01 /09
AIRCRAFT GENERAL
Electrical Power
Chapter 2 Topic 4
Pages
Standby Inverter
The standby inverter is shown schematically in Figure 4.6.
The standby inverter supplies single phase AC. The standby inve rter is powered from the
emergency DC busbar. The standby inverter is normally not powered.
Normally, the emergency AC busbar is supplied from the essential AC busbar. If the
essential AC busbar fails, the standby inverter automatically starts and powers the
emergency AC busbar.
Figure 4.6 - Standby Inverter
Normally, the emergency AC busbar is supplied from the essential AC busbar
rl"EeissS.AA<c;!BiluiSs~
l
If the essent ial AC busbar fails, the s tandby inverter automatically starts
and supplies th e emergency AC busbar
The standby inverter is powered by the Emergency DC busbar
ESSAC BUS
IEMERG AC BUS I
~
ESS AC
O FF
AC
STBYINV
EMERG DC BUS
iV10200044
GEN 1, TR 1, the STBY GEN, the STBY INV and the batteries.
GEN 4 and TR 2.
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Electrical Power
Chapt er 2 Topic 4
Page9
Bus-tie Switches
Bus-tie switches on the ELECTRICS panel allow the system to be split into channel 1 and
channel 2. The APU and the EXT AC are not confined to either channel and so are still
able to power both main busbars when the AC bus-tie is open.
Batteries
IIEMERG AC BUS I
~
AC
STBY INV
1!.
BATT 1 BUS
BATT 2 BUS
BATT1
BATT 2
FCOM:V1-002
i-v102 00045
Nov 01 /09
AIRCRAFT GENERAL
Electrical Power
Chapter 2 Topic 4
Page 10
There are two types of electrically operated valves: motorised valves and solenoid
operated valves.
Motorised Valves
A motorised valve is turned by an electric motor. Power is supplied to the valve from a DC
busbar via a switch. When the valve reaches the selected position, power is automatically
removed from the valve and the valve remains at the selected position.
If electrical power is lost, the valve remains in its position at the time power was lost. If the
valve was open when the busbar was lost, the valve remains open regardless of the
position of the switch. If the valve was shut when the busbar was lost, the valve remains
shut regardless of the position of the switch.
The abnormal and emergency checklist uses the phrase "valve fails in position at time of
power loss" for motorised valves.
Solenoid Operated Valves
Solenoids are two-position devices. They are powered from the DC busbars via switches.
The solenoids operate the valves mechanically.
The solenoids are spring-loaded to the power off position. So the valve automatically
moves to the power off position when power is lost.
Some solenoids move the valve to the valve shut position when power is lost. Others
move the valve to the open position when power is lost.
If a valve is powered to the open position, it will fail to the shut position when power is lost
regardless of the position of the switch. If a valve is powered to the shut position, it will fail
to the open position when power is lost regardless of the position of the switch.
If the valve is powered to the open position, the abnormal and emergency checklist uses
the phrase "valve fails to the shut position".
If the valve is powered to the shut position, the abnormal and emergency checklist uses
the phrase "valve fails to the open position".
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Electrical Power
Chapter 2 Topic 4
Page 11
A panel for an aircraft with nickel-cadmium batteries and a Garrett APU is shown in Figure
4.8.
The bottom part of the panel contains:
Above the fail annunciators for the generators there is a row of switches. The row
contains:
Above the annunciators are two AC meters: voltage and frequency. Between the meters is
a switch to select the source for the meters.
Above the AC voltmeter is a DC voltmeter. To the right of the voltmeter is a switch to
select the source for the DC voltmeter.
The battery switches are to the right of the DC voltmeter switch.
There are three ammeters at the top of the panel: one for each TR and a battery ammeter.
The TR ammeters are always connected to the TR. The battery ammeter indicates the
current through the battery selected on the DC voltmeter switch. The battery ammeter has
a negative and a positive sector. The negative sector indicates that the battery is
discharging. The positive sector indicates that the battery is being charged.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Electrical Power
Chapter 2 Topic 4
Page 12
FCOM:V1-002
Nov 01 / 09
Po w e-r Source-s
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Hydraulic Power
Chapter 2 Topic 5
Page 2
Hydraulic Bay
.
ENG 3 Pump
Driven by engine J
Powered by
AC BUS 1
Green System
ENG 2 Pump
Driven by engine 2
Powered by
EMERG DC
ACPump
DC Pump
Powers the
yellow system
Powers part
of the
yellow system
Yellow System
l==e!
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Hydraulic Power
Chapter 2 Topic 5
Page3
Hydraulic Services
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Hydraulic Power
Chapter 2 Topic 5
Page 4
[ Flap motor
Roll spoiler
Rudder actuator
Nosewheel steering
If only one ftap motor Is available, the ftaps run at half speed
but can be openrteod over the full normal range
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Hydraulic Power
Chapter 2 Topic 5
Page 5
Hydraulic Panel
The hydraulic panel is shown in Figure 5.3. Yellow system switches, indicators and
annunciators are on the left; green system switches, indicators and annunciators are on the
right.
At the bottom of the panel, there is a row of pump switches: one for each pump. There are
five switches: ENG 2 PUMP, DC PUMP, AC PUMP, PTU and ENG 3 PUMP.
Each system has a reservoir in the hydraulic bay. A quantity indicator for each reservoir is
at the top of the panel.
There is a pressure indicator for each system at the top of the panel.
There are two rows of annunciators in the middle of the panel.
Each system has the following annunciators: LO QTY, HI TEMP, AIR LO PRESS and
LO PRESS.
A LO QTY annunciator means that the level of fluid in the associated reservoir is too low.
A HI TEMP annunciator means that the temperature of the fluid leaving the associated
reservoir is too high.
Each reservoir is pressurised by air. An AIR LO PRESS annunciator means that the air
pressure in the associated reservoir is too low.
A LO PRESS annunciator means that the associated system hydraulic pressure is too low.
Each ENG PUMP switch controls a valve. Each valve has an ENG VALVE annunciator.
The ENG VALVE annunciators are NIPS annunciators.
There are two annunciators for the AC pump: AC PUMP HI TEMP and AC PUMP FAIL.
AC PUMP HI TEMP means that the temperature of the electrical motor driving the pump is
too high.
The AC PUMP FAIL annunciator means that the pump is not doing what it is commanded
to do.
The PTU is turned on and off by a valve in the line from the yellow system to the PTU's
hydraulic motor. The PTU valve is controlled by the PTU switch. A PTU VALVE
annunciator is above the PTU switch. The annunciator is a NIPS annunciator.
The yellow brake system has a brake accumulator. The brake accumulator:
Is used to hold the parking brake on when all the yellow system pumps are off.
A BRK ACC LO PRESS annunciator is above the DC PUMP switch. The annunciator
indicates that the pressure in the brake accumulator is too low.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Hydraulic Power
Chapter 2 Topic 5
Page6
FCOM:V1-002
Nov 01 / 09
Po w e-r Source-s
AND
Divide the aircraft air supply into the left and the right systems.
FCOM:V1-002
Nov 01/09
AIRCRAFT GENERAL
Pneumatic Power
Chapter 2 Topic 6
Page 2
i-v 1..Q2-00060
FCOM:V1-002
Nov 01/09
AIRCRAFT GENERAL
Pneumatic Power
Chapter 2 Topic 6
Page3
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Pneumatic Power
Chapter 2 Topic 6
Page 4
...
ENG 2 HP
ENG 3 H P
~\-~~
-~G4_
H_
P ___,
compressor
ressor
ENG2AIR
VALVE
Precooler
Precooler
Precooler
Precooler
downsiJeam
s-ervices
NRV:s A and B
L--------{~
- ~--~--~~~======~
B
rur Sllpply
APUAIR
VALVE
--,
NRV
~Y1 Q2.000St
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Pneumatic Power
Chapter 2 Topic 6
Page 5
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Pneumatic Power
Chapter 2 Topic 6
Page6
I
Front toilet flush
UU
,.----..,
II
Hydraulic reservoir pressurisation
ice protection
i-v1-02-00052
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Pneumatic Power
Chapter 2 Topic 6
Page 7
The division of the air supply services are shown in Figure 6.4. They can be divided into
two groups: those upstream of the engine air valve and those downstream of the engine air
valve. The downstream services are divided into those supplied by the left air supply
system and those supplied by the right air supply system.
The air supply services upstream of the engine air valves are:
For engine 2, the pressurisation of the yellow hydraulic reservoir and the stick push
ram.
For engine 3, the pressurisation of the green hydraulic reservoir and the stick push
ram.
The air supply services downstream of the engine air valves are:
The servo power to change the air conditioning mode from fresh to recirculation.
The operating power for the pressurisation discharge valves (called outflow valves
for some systems).
Toilet flush.
The discharge valves and the water tank pressurisation are supplied via a shuttle valve.
The left and right systems supply the shuttle valve. The system with the highest pressure
will supply the discharge valves and the water tank pressurisation.
Air conditioning pack 1 is supplied by the left system; air conditioning pack 2 is supplied by
the right system.
The air conditioning mode servo power is supplied by the right system; the toilet flush is
supplied by the left system.
The left wing ice protection is normally supplied by the left wing engines; the right wing ice
protection is normally supplied by the right wing engines. The tail ice protection is normally
supplied by all the engines.
APU air can be supplied to all the downstream services, but the APU air must not be used
for airframe ice protection.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Pneumatic Power
Chapter 2 Topic 6
Pages
ENG 1
\ supply
ENG2
ENG4
\ supply
ENG 3
\ supply
Shuttle valve
] ==========!
Wate r tank
Pressurization
d;scharge valves
' RECIRCIFRESH
election
PACK2
VALVE
l
Air
Conditioning
Pack 1
APU \
j supply
Conditioning
PacJs 2
1-\11-02.00053
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Pneumatic Power
Chapter 2 Topic 6
Page9
A switch for the APU air valve is at the top left of the panel. Below the switch is an
APU VLV NOT SHUT annunciator. The APU VLV NOT SHUT annunciator illuminates if
the valve is commanded to close but is not closed.
Leaks from the air supply system are detected by temperature switches and fire-wires.
The fire-wires are known as loops. There are two loops along each wing rear spar. Most
of the leak detectors are grouped into two zones: left and right.
There are two ZONE TEMP DETECT switches at the top right of the panel: one for the left
loops and one for the right loops. The switches select the loops(s) to be used by the
associated zone overheat detection system.
Two ZONE HI TEMP annunciators are below the switches: one for the left zone and one
for the right zone. The ZONE HI TEMP annunciators indicate that a hot air leak has been
detected in the associated zone.
The stick push system has a reservoir that stores enough energy for three pushes. A
STALL AIR LO PRESS annunciator is between the ZONE HI TEMP annunciators. The
STALL AIR LO PRESS annunciator indicates that the stall air reservoir pressure is too low.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Pneumatic Power
Chapter 2 Topic 6
Page 10
AIR SUPPLY.
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Pneumatic Power
Chapter 2 Topic 6
Page 11
FCOM:V1-002
Nov 01 /09
Function
The air condit ioning system pressurizes, ventilates and controls the temperature of bo1h
the flight deck compartment and the cabin compartment. Air from the engines or the APU
supplies two air conditioning packs: pack 1 and pack 2.
The packs are in the air conditioning bay at the rear of the aircraft. The packs supply a
distribution system as shown in Figure 7.1 .
Pack 1 is supplied by the APU or the left wing engines; pack 2 is supplied by the APU or
the right wing engines. Pack 1 normally supplies the cabin and the flight deck. Pack 2
normally supplies just the cabin. If one pack fails, the other pack supplies both the flight
deck and the cabin.
The system has two modes of operation: fresh and recirculation. In the recirculation mode,
the flow from the engines or the APU to the packs is reduced and air is drawn from the rear
of the cabin into the fresh air delivery from each pack. A jet pump in each pack ou11et
induces the flow of air from the cabin via a recirculation valve to the pack ou11et.
::;-::::;..-~r-- APU
supply to
both packs
~~~~~~7'~----Cabin supply
~J/._,'-- Flight deck suppty
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Air Conditioning
Chapter 2 Topic 7
Page2
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Air Conditioning
Chapter 2 Topic 7
Page3
FCOM:V1-002
lliiiiliiiiiiil
Nov 01 / 09
AIRCRAFT GENERAL
Air Conditioning
Chapter 2 Topic 7
Page4
Pressurisation
The pressurisation system may be either semi-automatic or fully automatic. There are two
types of semi-automatic system: one for aircraft certificated to a maximum altitude of
31 000 ft and another for aircraft certificated to a maximum altitude of 33 000 ft.
The two semi-automatic systems are very similar. Each one has an automatic (AUTO)
mode and a manual (MAN) mode. In AUTO, it is necessary to set the required cabin
altitude and the required cabin altitude rate. In MAN, the position of the discharge valves is
controlled directly by a rotary position selector on the pressurisation panel. Cabin altitude,
cabin altitude rate and differential pressure are displayed on a single three pointer display
(the triple indicator). The indicator is on the right instrument panel.
There is only one fully automatic system. It has an AUTO mode and a MAN mode. In
AUTO, it is only necessary to set the landing field elevation. In MAN, the required cabin
altitude rate is set. When the required cabin altitude is achieved, the rate is set to zero. An
LCD display is on the right instrument panel; it displays four parameters: cabin altitude,
cabin altitude rate, differential pressure and landing field altitude.
FCOM:V1-002
Nov 01 /09
Landing Gear
A tricycle-type retractable landing gear is fitted. The main landing gear legs retract
sideways into the fuselage. The nose gear leg retracts forwards into a nose gear bay.
When the gear is retracted, doors enclose the three landing gear bays.
The flight deck controls are a normal selector and an emergency lowering lever. Normal
position indication is given by two annunciators for each leg: a green annunciator to
indicate that the leg is down and locked and a red annunciator to indicate that the leg is
unlocked. A green standby annunciator is fitted for each leg. The annunciator indicates
that the leg is down and locked. There are no standby unlocked indicators.
Normal lowering and raising of the gear is electrically signalled and hydraulically powered.
Normal operation requires electrical power from DC BUS 2 and hydraulic power from the
green hydraulic system.
Nosewheel steering is provided. On most aircraft, a steering tiller is provided for the
Captain and the First Officer. On some aircraft, a tiller is provided only for the Captain.
The nosewheel steering is powered by the green hydraulic system.
Emergency lowering is initiated mechanically by pulling a handle on the flight deck.
Emergency extension of the nose gear leg does not require hydraulic power. Emergency
extension of the main gear legs is assisted by hydraulic power f rom the yellow system.
Emergency extension of the landing gear does not require electrical power. There is no
emergency raising system.
Each leg has an oleo-pneumatic shock absorber. Each shock absorber operates squat
switches. The squat switches indicate whether the leg is on the ground or not. The squat
switches signal on-ground and airborne status to the aircraft systems and avionics. There
are three systems: the nose system, system 1 and system 2. System 1 uses a switch on
each main gear; system 2 uses a different switch on each main gear. Each system
controls a set of relays.
When the gear is up, mechanical locks hold all three legs and the main gear doors in the
up position. If hydraulic pressure is lost, the gear remains up. The up-locks are normally
removed hydraulically. The up-locks can also be removed mechanically by the emergency
lowering lever.
When the gear is down, mechanical locks hold all three legs in the down position. If
hydraulic pressure is lost, the gear remains in the down position. The down-locks can only
be removed hydraulically.
A gear warning horn sounds if the gear is not down and locked on the final approach.
Each leg has two wheels. The wheels are fitted with high pressure tubeless tyres. Wheel
brakes are fitted to the four wheels on the main gear legs.
Each wheel has a fusible plug that will deflate the lyre if the temperature of the wheel
exceeds 199C.
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Landing Gear and Brakes
Chapter 2 Topic 8
Page2
Brakes
The four main wheels have hydraulically operated, multi-disc, carbon brakes.
The brakes can be operated by either the yellow or the green hydraulic system. A selector
on the centre console selects the hydraulic system to be used for braking. Brake pedals
are on each pilot's rudder pedals.
Two brake pressure gauges are on the bottom of the left instrument panel: YELLOW and
GREEN. The YELLOW gauge indicates hydraulic pressure applied by the pedals when the
yellow braking system is selected. The GREEN gauge indicates hydraulic pressure
applied by the pedals when the green braking system is selected. Each gauge has two
pressure indicators: one for the left brakes and one for the right brakes.
A parking brake lever on the centre console applies the brakes using yellow hydraulic
pressure. Green hydraulic pressure cannot be used to apply the parking brake. When the
parking brake is applied, a PARK BRK ON annunciator illuminates on the CWP.
An electronic anti-skid system is fitted. The heart of the system is an electronic control unit
in the avionics bay. The system uses wheel speed transducers on the four main wheels.
Hydraulic pressure to the brakes is routed via anti-skid control valves. The anti-skid
electronic control unit controls the anti-skid control valves. The valves are commanded to
reduce pressure to the wheels while still maintaining optimum braking efficiency. Pressure
is reduced to the wheels by passing hydraulic fluid from the skid control valves back to the
hydraulic reservoir.
The anti-skid system has a switch and two annunciators on the overhead panel.
An emergency brake selection is available on the centre console. When emergency is
selected, the brakes are forced to the yellow hydraulic system, the anti-skid is turned off
and the DC pump is forced to run.
The main wheel brakes are automatically applied on gear retraction by pressure from the
green hydraulic system.
The brakes are cooled by electrically powered brake fans. The fans are controlled by a
switch on the overhead panel. A caption on the CSP illuminates whenever the brake fans
are selected on.
A brake temperature indicator is fitted; it is normally on the centre console.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Landing Gear and Brakes
Chapter 2 Topic 8
Page3
FCOM:V1-002
Nov 01 /09
General
The aircraft flight control system is divided into the following elements:
The primary flight controls: pitch, roll and yaw.
The flight deck primary controls and the control surfaces are shown in Figure 9.1. Each
pilot has a handwheel on a floor mounted column and two foot pedals. The handwheel is
used for primary roll control; fore and aft motion of the column is used for primary pitch
control; the pedals are the primary yaw controls.
Control in pitch is by 1\vo servo tab operated elevators. The columns are mechanically
connected to the tabs not to the elevators. The aerodynamic feel of the servo tabs is
enhanced by an elevator Q-pot and a "g" weight. The elevator Q-pot increases control
forces as speed increases. The ''g'' weight increases control forces as normal "g"
increases. The AP can drive the pitch circuit via an -electric servo motor.
Each elevator has a trim tab . The trim tabs are operated by trim wheels either side of the
centre console. The wheels can be turned manually or driven by an electric servo motor.
The servo motor is controlled via switches on each pilot's handwheel or by the FGS.
Control in roll is by two servo tab operated ailerons and two hydraulically powered roll
spoilers. The handwheels are mechanically connected to the roll spoiler actuators and to
the servo tabs not to the ailerons. The aerodynamic feel of the servo tabs is enhanced by
a spring.
Each aileron has a trim tab. The trim tabs are operated by a trim wheel on the centre
console. There is no electric roll trim. The AP can drive the roll circuit via an electric servo
motor.
Control in yaw is by a hydraulically actuated rudder. There are two hydraulic rudder
actuators. One is powered by the green system and one by the yellow system. Either
actuator provides adequate control in yaw. The actuators are mechanically signalled by a
mechanical summing unit. The summing unit takes inputs from:
The rudder pedals. The maximum rudder pedal input is reduced as speed
increases by a rudder limiter. The rudder limiter is positioned by a rudder 0-pot.
A manually operated rudder trim wheel on the centre console. There is no electric
rudder trim.
The AP can drive the rudder pedal input to the summing mechanism via a parallel rudder
servo.
There is no aerodynamic feel in the rudder circuit. Artificial feel is provided by a spring.
The rudder and elevator Q-pots are supplied by a Q-pot pressure head on the left side of
the aircraft's nose.
FCOM:V1 -002
Nov 01 /09
...
t;;
0>
0
a.
:;:
~C\J
C\J~
~
*-0..
co
.c.
Ill
c
0
(.)
i!
ti:
...
< .c
a: I~
(.) i!
a:
C(
Rudder
pedal s
Column
-~ 4
.c
w Ill
z ~
w c
<!'
(.)
>
()
<
a:
co
-I
0>
0
-.
.21
Right
alloron
;::
Q)
(f)
-,
cu
't:
c.
~
en
((
'
(!)
CaaGo>
Right
elevator
'<T
~
a:
?i:
::J
en
u:::
::2
()
u.~
- , Q)
CfE
t0::J
C\J
0
0
Loft elevator
111
Loft aileron
'<T-
~g
a:
?i:
'
?:
:2
0
()
u.
AIRCRAFT GENERAL
Flight Controls
Chapter 2 Topic 9
Page3
There are three secondary flight controls: flaps, airbrake and lift spoilers. They are all
electrically signalled and hydraulically powered. The surfaces are shown in Figure 9.2.
The airbrakes are operated by a combined airbrake and spoiler lever. The flaps are
operated by a selector lever with five gates: UP, 18, 24 , 30 and 33. A baulk prevents
the flap lever being moved out of the UP gate at speeds above 227 kt. If the baulk is not
automatically removed, it can be removed manually by pressing a tab just forward of the
selector lever.
Each wing has a single-piece Fowler flap with a tab. When the Fowler flaps are extended,
they increase the area and the camber of the wing. The tab at the trailing edge of each
Fowler flap deflects as the flaps extend to further increase the camber of the wing.
The flaps are controlled electronically by a flap computer. The computer has two control
lanes: yellow and green. The yellow lane requires EMERG AC and EMERG DC to
function. The green lane requires AC 2 and DC 2 to function.
There are two hydraulic motors: yellow and green. The yellow motor is powered by the
yellow hydraulic system and controlled by the yellow control lane. The green motor is
powered by the green hydraulic system and controlled by the green control lane. Either
motor can operate the flaps over the complete range in both directions. When just one
motor is available, the flaps move at half their normal speed. Each control lane controls
hydraulic valves to direct hydraulic pressure to the control lane's motor.
The FGS provides flap trim compensation (FTC). The FTC automatically operates the
pitch trim when the flaps move between 0 and 18 o to compensate for the trim change due
to flap movement.
One hydraulic actuator powers the airbrake. The actuator is powered by the green
hydraulic system. The airbrake lever can be set to any position between IN and OUT. At
OUT, each petal is deflected 60 from the aircraft centreline.
The lift spoilers are used on the ground to destroy lift and thus improve the wheel braking
performance. The lift spoilers are not used in the air. There are three lift spoiler panels on
each wing. Each spoiler has its own hydraulic jack.
The inboard spoiler on each wing is powered by the yellow hydraulic system; electrical
power comes from EMERG DC. The outboard lift spoiler and middle lift spoiler on each
wing are powered by the green hydraulic system; electrical power comes from DC 2.
The lift spoilers can be deployed manually or automatically. The lift spoilers are manually
deployed by selecting the combined airbrake and lift spoiler lever past the airbrake OUT
position to the LIFT SPLR position. If an AUTO SPLR switch on the overhead panel is at
ON, the spoilers will automatically deploy on landing or when a take"off is rejected
regardless of the position of the lift spoiler lever.
There are switches and annunciators for the lift spoilers on the overhead panel.
FCOM:V1-002
Nov 01 /09
...
0>
0
a.
~v
C\J~
~
0>
0
-.
0
>
0
co
*-0..
co
.c.
()
Ill
-8
~
-I
<
a:
.c
w
z ~
w c
<!'
.El
ti:
((
Ill
...
< .c
(.)
a: I~
(.) i!
a:
C(
Q)
(f)
Ill
~
<"!
en
~
i!
;::
-,
"0
::J
til
::2
u::
(!)
Airbrake
The airbrake consists of two mechanicall1nked petals powered by the green system
Bectrical power comes from DC 2 .
Lift spoilers
The yellow lift spoilers are powered from ltie yellow system; electrical power comes from EM ERG AC and EMERG DC .
The green lift spoilers are powered from the green system; electrical power comes from AC 2 and DC 2.
CfE
t0::J
v~g
Flaps
The ftaps are moved by two hydraulic motors; one powered by the green system, the other by the yellow system.
Either motor can operate the flaps over the full range.
Electrical power to control the yellow motor comes from EMERG AC and EM ERG DC.
?i:
a:
a:
?i:
C\J
0
0
()
u.~
-,Q)
?:
:2
0
()
u.
Function
The fuel system stores fuel and supplies it to the engines and the APU. An overview
schematic is shown in Figure 10.1 .
Tanks
Fuel is carried in three main tanks: the left wing tank, the centre tank and the right wing
tank. Two optional auxiliary tanks may be fitted on the top of the fuselage behind the
centre tank. The auxiliary tanks are also called pannier tanks.
Each wing tank is divided into four sections: a main compartment, an inner feed tank, an
outer feed tank and a surge tank.
The centre tank fuel is transferred equally to the left and right wing main compartments.
The wing compartment fuel is transferred to the feed tanks.
If auxiliary tanks are fitted, the left auxiliary tank fuel is transferred to the left wing main
compartment and the right auxiliary tank fuel is transferred to the right wing main
compartment.
Pumps and Feed Valves
Each feed tank contains an electrically driven fuel pump. In normal operation, the inner
feed tank pump feeds the inner engine and the outer pump feeds the outer engine.
Each wing has an electrically operated common feed valve. The valve links the feed lines
to the inner and outer engines downstream from the pumps. With the common feed open,
either pump can feed both engines on that wing.
An electrically operated cross-feed valve interconnects the feed systems in both wings.
This allows fuel in one wing t<> be cross fed to the engines on the other wing.
The APU is normally fed from the left inner pump, but it can be fed from any pump if
suitable selections of the cross and common feed valves are made.
Low Pressure Valves
Each engine can be isolated from the fuel system by an associated low pressure valve.
The valve is mechanically operated by the engine's fire handle.
The APU is isolated from the fuel system by an electrically operated low pressure valve.
The valve is signalled by the APU START/STOP switch.
Fuel Quantity
Fuel quantity indicators for both wing tanks and the centre tank are beneath the engine
instruments on the centre instrument panel. Each wing tank quantity indicator includes the
quantity of the associated two feed tanks.
If auxiliary tanks are fit ted, the left wing tank quantity indicator includes the left auxiliary
tank contents and the right wing tank quantity indicator includes the quantity of the right
auxiliary tank.
FCOM:V1-002
Nov 01 /09
Surge
tank
Outer
feed
tank
A IRCRAFT GENERAL
Fuel System
= I
tank
Chapter 2 Topic 10
Page 2
G
--.
Surge tanks;
,..
;.
Optional
auxiliary tanks
Cross feed
valve
Right common
feed valve
Left common
feed valve
Engine
LPvalves
To engine 2
APU LP
valve
APU LPvalve
controlled by
START/STOP
switch
To engime 3
To engine 4
Engine LP valve controlled by
assoaaled fire handle
To engine 1
FCOM:V1-002
Engine
LP valves
Nov 01 / 09
AIRCRAFT GENERAL
Fuel System
Chapter 2 Topic 1o
Page3
Fuel Transfer
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Fuel System
Chapter 2 Topic 10
Page 4
Surge
tank
Outer
feed
blnk
Inner
I feed
bink
MaJn wing
companment
Centre
tank
...
--..
Optional
auxiliary tanu
,
Centre tank fuel transfers by iet pump lo the wing tank main compartments_
Auxiliary tanks lransfer by gravity and jet pump to the wing tank main compartments.
Main wng compartments transfer by gravity and jet pumps to tne mner feed tanks
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Fuel System
Chapter 2 Topic 1o
Page 5
Fuel Panel
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Fuel System
Chapter 2 Topic 10
Page6
IV1 0200085
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Fuel System
Chapter 2 Topic 1o
Page 7
FCOM:V1-002
Nov 01 /09
Protected Items
Ice protection is provided by hot air derived from the engine HP compressors, hot oil from
the engines and by electrical heaters.
Hot air from the engines is used to:
The engine splitter lip. The splitter divides the flow from the engine fan into the
core and bypass flows.
Hot oil from each engine is used to protect the fan spinner from ice accretion.
Electrical heaters are provided for:
An electrically powered windscreen wash system is provided for the two A screens. Each
A screen has an electrically powered windscreen wiper.
Ice Detection
An electrically powered rotary ice detector is fitted to the left side of the nose. When ice is
detected, an amber ICE DETECTED caption illuminates on the CWP.
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Ice and Rain Protection
Chapter 2 Topic 11
Page2
The switches and annunciators for the wing and tail ice protection.
There are four ENG ANT-ICE switches: one for each engine. The switches have two
positions: ON and OFF.
Each switch controls two valves: the engine valve and the intake valve. The engine valve,
takes hot air from its engine's HP compressor to its intake. The intake valve takes hot air
from its engine's HP compressor to its LP compressor and splitter lip.
Above each switch are three annunciators: a white ENG VLV NOT SHUT annunciator, an
amber INTAKE LO PRESS annunciator and an amber INTAKE HI PRESS annunciator.
The ENG VLV NOT SHUT annunciator indicates that the engine valve is open.
The INTAKE LO PRESS annunciator indicates that the pressure in its intake is too low for
ice protection when its switch is on.
The INTAKE HI PRESS annunciator indicates that the pressure in its intake is too high.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Ice and Rain Protection
Chapter 2 Topic 11
Page3
I v1.(J2.00086
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Ice and Rain Protection
Chapter 2 Topic 11
Page4
FCOM:V1-002
Nov 01 /09
General
Gaseous oxygen is provided for the flight deck crew. Dropdown masks are fitted in the
cabin. The dropdown masks are supplied by a chemical system. Portable gaseous
oxygen cylinders are also available in the cabin.
Flight Deck Crew Oxygen
Gaseous oxygen is provided for the flight crew. It is stored in a cylinder behind the right
wall of the forward cargo bay. The cylinder can be charged from a charging point in the
forward cargo bay. If the pressure in the cylinder becomes too high, all the oxygen in the
cylinder is vented overboard. A visual indication of pressure relief is given on the outside
of the fuselage just forward of the forward cargo bay door.
The cylinder supplies three flight deck masks via a main valve and a pressure regulator.
The main valve is a shut-off valve. It is on the right console. A pressure gauge on the right
console indicates the pressure downstream of the main valve but before the regulator. The
arrangement is shown schematically in Figure 12.1.
The cylinder does not provide oxygen for the passengers or the cabin crew.
Figure 12.1 - Flight Crew Oxygen Supply
I I
Oxygen Cylinder
Flight Deck
Main Valve
Main Supply
Pressure
Left
mask
Pressure Regulator
Right
mask
3rd crew
mask
iV10200087
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Oxygen
Chapter 2 Topic 12
Page2
The chemical system consists of a number of stowage boxes. Within each box is one
chemical oxygen generator and between two and four oxygen masks. There is a stowage
box in each passenger service unit (PSU), in each toilet and at each cabin attendant's
station.
The masks automatically drop out of the boxes if the cabin altitude exceeds 13 250 ft. The
passenger masks can also be deployed manually. A DROP OUT OVRD switch is fitted to
each side console. Pressing either switch deploys the passenger masks. A
PAX OXY OUT caption on each switch illuminates when the masks drop.
Once the masks have dropped, a sharp pull on any mask starts the oxygen generation
process. Once the passenger supply has been initiated, it cannot be turned off. The
supply will last for a fixed time depending on the size of generator fitted: 13 min; 15 min or
22 min.
The dropout system is powered from the emergency DC busbar. The system is shown
schematically in Figure 12.2.
Oxygen is also available from portable cylinders containing gaseous oxygen.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Oxygen
Chapter 2 Topic 12
Page3
Right Console
Oxygen Panel
-OUTOVIID
Flight Deck
EMERG DC
Left drop out
override switch
Annunciator on
Latch
Aneroid
switch
Latch
Cabin
Mask
stowage unit
Mask
Mask
stowage unit
"
stowage unit
A chemical generator In each stowage unit supplies aJI rnas.k s in the umt.
The drop out signal causes all the stowage units to open: all the cablll masks drop out.
Pulling any rnas.k in a umt starts the oxygen generation for all masks in
Drop Out
Override switch
that unrl
OR
,.
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Oxygen
Chapter 2 Topic 12
Page4
FCOM:V1-002
Nov 01 /09
Equipment
The following communications items are fitted to the aircraft either as part of the standard
fit or as options:
VHF radios. The standard fit is two radios: VHF 1 and VHF 2. A third VHF radio
(VHF 3) may be added as an option. Each radio is in the avionics bay. The radios
are controlled from either of two radio management panels on the centre console.
radio is in the avionics bay. The radios are controlled from either of two radio
management panels on the centre console.
These allow the pilot to select receive and transmit functions for the various
communications devices.
The central audio unit (CAU). The CAU is the brain of the communication system.
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Communication
Chapter 2 Topic 13
Page2
Overview Schematic
The heart of the communications system is the central audio system (CAU). The CAU
controls and distributes all the audio signals. The CAU contains a flight deck intercom and
a service intercom. The communications system is shown schematically in Figure 13.1.
The flight deck intercom is used for communication between the three flight deck
occupants and a ground crew member via a connection at the external AC connection
point.
The service intercom is used for communication between the flight deck and the cabin.
The ground crew can also connect to the service intercom via four connections points.
There is a ground crew connection point in the electrical bay, in the hydraulic bay, in the air
conditioning bay and at the refuel panel.
There is an audio selector panel (ASP) for each flight deck crewmember. Each ASP allows
the associated crewmember to select transmit functions and receive functions. Each ASP
communicates with the CAU .
Each flight deck crewmember has a headset with ear pieces and a boom microphone.
Each headset is connected to the associated ASP.
On the outboard horn of each control wheel, there is a three-position intercom and transmit
switch. The position of the left switch goes to the left seat ASP; the position of the right
switch goes to the rig ht seat ASP.
Each pilot has a hand microphone stowed on the associated control column. Each
microphone has a press to talk switch and is connected to the associated ASP.
Each crew member has an oxygen mask containing a microphone connected to the
associated ASP. A switch on each ASP is used to select the mask microphone.
There are two flight deck speakers on the roof panel: one on the left and one on the right.
They are driven by the CAU. Each speaker has an on/off switch.
All the radios communicate with the CAU. Each crewmember selects the radio for
transmission on the associated ASP. Each crewmember selects the radios for reception
on the associated ASP.
All navigation audio signals are sent to the CAU. Each crewmember can individually select
any navigation facility on his ASP.
The audible warning system sends the audio warnings to the CAU. The CAU sends the
warnings to the headsets and the speakers.
A passenger address amplifier provides audio signals to speakers in the cabin. The audio
signals can be speech from any of the crewmembers or the output from a tape player.
There are up to three handsets in the cabin. They communicate with the CAU. Each
handset has a press to talk button, a set of push switches and a set of indicator lights.
Each handset can be connected to the service intercom or to the PAusing switches on the
associated control panel.
The three flight deck crew inputs to the CVR come from the CAU.
The CAU has two channels: channel A and channel B. Channel A is powered from
EMERG DC and channel B is powered from DC BUS 2.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Communication
Chapter 2 Topic 13
Page3
[EMeRG oc ,
I
Channel A
[D'"cBUS 2
I
Channei B
VHF 1
Tape
Player
VOR 1
VOR 2 1------i~
Service Intercom
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Communication
Chapter 2 Topic 13
Page4
CAU Channels
Channel A drives all the audio functions except the right hand microphone and the right
speaker. Channel 8 drives all the audio functions except the left hand microphone and the
left speaker.
With a channel A failure, the left speaker and left hand microphone are lost. With a
channel 8 failure, the right speaker and right hand microphone are lost.
If EMERG DC fails, channel A will be lost; so the left hand microphone and the left speaker
will be lost. If DC BUS 2 fails, channel 8 will be lost; so the right hand microphone and the
right speaker will be lost.
Audio Warnings
The audible warning unit sends the audio warnings to the CAU. The CAU sends the
warnings to the flight deck speakers and the earphones of the three headsets. It is not
possible to select the audio warnings off.
Crew Call
A crew call system is fitted. The crew call system is used to attract the attention of a
crewmember or the ground crew. The system uses switches, annunciators, lights, chimes
and a horn. The flight deck switches and annunciators are on a crew call panel. The panel
is either on the overhead panel or the centre console.
ASPs and Crew Call Panels
One has transmit selectors for the PA and the service intercom. If this standard is
fitted, the crew call panel is on the roof panel; the crew call panel only contains
switches and annunciators associated with the crew call system.
The other does not have transmit selectors for the PA and the service intercom. If
this standard is fitted, the crew call panel is on the centre console; the crew call
panel contains the crew call switches and annunciators; the panel also contains the
PA and service intercom selectors.
Static Dischargers
Static dischargers are fitted to the aircraft to provide an easy path for electrical charge
accumulated on the airframe to discharge to the atmosphere.
Video Surveillance
A video surveillance system may be fitted. It allows part of the cabin to be viewed from the
flight deck via two cameras and a video screen.
FCOM:V1-002
Nov 01 /09
Flight Instruments
Two electronic flight instrument displays: a primary flying display (PFO) and a
navigation display (NO).
A main altimeter.
An electronic flight instrument system is fitted. The system has two symbol generators
(SGs): SG 1 and SG 2. There are two CRT display units (OUs) on each pilot's instrument
panel, one above the other. The top panel is known as the primary flying display (PFO).
The bottom panel is called the navigation display (NO).
The EFIS controls are on the instrument panels and the centre console.
The symbols generators take inputs from t he aircraft avionics and supply pictures to the
OUs. SG 1 normally supplies the left OUs and SG 2 normally supplies the right OUs.
If one OU fails, a compact format can be displayed on the working OU. The compact
format contains all the elements of the normal PFO and some elements of the normal NO.
If one SG fails, a transfer system allows one SG to supply all four displays. An EF IS
transfer switch is fitted beneath the left NO.
An EFIS master switch on the left instrument panel controls power to SG 1 and the left
OUs. Another EFIS master switch on the right instrument panel controls the power to SG 2
and the right OUs.
An EFIS dimming panel is fitted to the left of each PFO. Two EFIS control panels are fitted
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Navigation
Chapter 2 Topic 14
Page2
Weather Radar
A digital, light weight radar is fitted. A colour radar indicator is fitted to the forward centre
console.
There are two types of weather radar available: a Primus 708A and a Bendix RDR 4A.
The EGPWS creates a terrain awareness display (TAD) based on GPS position and a
terrain database. The TAD can be displayed on the weather radar indicator. A switch to
change the indicator between a radar picture and the TAD is just aft of the radar indicator.
Some aircraft have an optional unit that displays data on the radar indicator: checklists and
navigation data or just checklists.
The radar indicator can only display one of the three pictures at a time.
The weather radar picture can also be displayed on both NOs. The EFIS cannot display
the TAD or the picture from the optional unit.
NMS and FMS
Either two GNS-X navigation management systems (NMSs) are fitted or two flight
management systems (FMSs) are fitted . There are two FMSs available: a GNS-XLS or a
Collins FMS. The control and display units are on the forward centre console.
The NMSs and FMSs have a lateral navigation (L NAV) element. Position is determined
from the following sensors:
VOR.
DME.
IRS.
All FMSs also have a GPS sensor. The GPS sensor is an option for the GNS-X NMS.
The FMSs also have a vertical navigation (VNAV) element. However, the major element of
the NMSs and the NMSs is the L NAV element. The NMSs and FMSs are known
collectively as L NAVs: L NAV 1 and L NAV 2.
Normally L NAV 1 supplies SG 1 and L NAV 2 supplies L NAV 2. If one L NAV fails, a
transfer system allows one L NAV to supply both SGs. An L NAV transfer switch is just aft
of the weather radar indicator.
Inertial Reference System
Two Laseref Ill inertial reference systems (IRS 1 and IRS 2) are fitted. Each IRS has an
inertial reference unit (IRU); both IRUs are controlled from a mode select unit (MSU) on the
right side console.
Each IRU is an autonomous navigator providing attitude and navigation data. The IRUs
supply data via three digital data busses to the flight instruments and other avionics.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Navigation
Chapter 2 Topic 14
Page3
Radio Altimeter
Two radio altimeters are fitted. Radio altitude is indicated on the EFIS and is also used by
some of the other avionics.
Air Data
Pitot probes, static pressure vents, temperature probes and angle of airflow vanes are
fitted to the fuselage.
Two air data computers (AOCs) are in the avionics bay. The AOCs supply air data to the
flight instruments and the aircraft systems. Airspeed, Mach number and vertical speed are
shown on the EFIS displays. The only displays of Mach number and vertical speed are on
the EFIS.
The vertical speed supplied to the EFIS is a function of inertial vertical speed and ADC
vertical speed; the IRSs normally supply vertical speed to the EFIS displays. The EFIS
displays can be supplied by the AOCs if vertical speed is not available from the IRSs.
A main altimeter is fitted to each pilot's instrument panel. The main altimeters are supplied
by the AOCs. A combined standby altimeter and airspeed indicator is on the left instrument
panel. The standby airspeed and standby altitude displays are capsule driven. The
standby displays do not take inputs from the ADCs. The EFIS VSis are the only displays
of vertical speed available on the flight deck.
An ADC transfer system is fitted for use when one ADC fails . A transfer switch is on the
bottom of the left instrument panel.
An outside air temperature indicator is on the right instrument panel. The indicator does
not show total air temperature (TAT), but indicated outside air temperature (IOAT) with a
recovery factor of 0. 7.
Radio Navigation
Two VOR receivers: VOR 1 and VOR 2. VOR 1 contains a marker beacon
receiver.
Two distance bearing indicators (OBis) are fitted. Each OBI has a compass display with
two bearing pointers; there are two distance indicators above the compass display. The
bearing pointers display ADF or VOR bearings and the distance indicators display DME
distance. The compass displays are supplied by the IRSs.
Each OME interrogator has five channels: channels 1 to 5.
ILS 1, VOR 1 and OME 1 channel 1 are controlled from a VHF NAV 1 controller on the left
of the centre glareshield. ILS 2, VOR 2 and OME 2 channel 1 are controlled from a VHF
NAV 2 controller on the right of the centre glareshield. OME 1 and 2 channels 2 to 5 are
automatically tuned by the NMSs or FMSs.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Navigation
Chapter 2 Topic 14
Page4
A standby attitude indicator is on the left instrument panel. The attitude indicator is
completely self contained. It has its own gyro powered from the EMERG DC busbar. The
indicator does not take inputs from the IRSs. The indicator also displays ILS localiser and
glideslope deviation from ILS 1. It is not possible to display ILS 2 on the standby attitude
indicator.
A magnetic standby compass is fitted below the overhead panel.
Transponder and TCAS
FCOM:V1-002
Nov 01 /09
Funct ions
The FGS provides the following functions:
Electric trim.
Flap trim compensation (FTC).
An auto throttle.
Thrust modulation control (TMC). TMC reduces the workload when the thrust
levers are being manually controlled.
Category 3 approach.
Automatic Landing.
Altitude alerting.
The AP can be used from 350 It after take-off through to an automatic landing. The AP can
also be used for a go-around. The flight director can be used from take-off through to
decision height; the FD can also be used for a go-around. The autothrottle can be used
from take-off through to landing. The autothrottle can also be used for a go-around.
The yaw channel of the AP is known as the parallel rudder. When the AP makes a rudder
input, the rudder pedals move. The parallel rudder is engaged when the AP is engaged in
the take-off, go-around and category 3 phases of flight. The parallel rudder, when
engaged:
Will apply rudder, to align the longitudinal axis of the aircraft with the runway
centreline in the final stages of an automatic landing.
When the parallel rudder disengages, the yaw damper engages automatically. When the
yaw damper makes a rudder input, the rudder pedals do not move.
The electric trim drives the elevator trim tabs to provide:
Electric elevator trim when the AP is not engaged via switches on each control
column.
Automatic compensation for the change of trim when the flaps move in the range 0
to 18 .
The AP, FD, YO and autothrottle may be used independently or in any combination. Most
of the FGS controls are on a mode control panel (MCP) on the glareshield.
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Flight Guidance System
Chapter 2 Topic 15
Page2
AP and FD Modes
The modes are split into vertical and lateral modes. All modes are common to both the AP
and FD with the exception that there is no FD autoland mode.
The vertical modes are:
Level change - holds the speed selected on the MCP and manoeuvres the aircraft
towards the altitude selected on the MCP.
Vertical speed - holds the vertical speed selected on the MCP and is the basic
vertical mode.
Heading hold - rolls the wings level and then holds heading ; heading hold is the
basic lateral mode.
Back localiser - an optional mode that acquires and holds an ILS back course.
FCOM:V1-002
Nov 01 /09
Flood lights for the instrument panels and the centre console.
Storm lights.
Emergency lights.
The panels have white legends and lines engraved on them. These engravings are
illuminated by lights within the panels. This lighting is known as panel lighting. The panel
lights also illuminate the selected end of each rocker switch.
Panel lighting is provided for the overhead panels, the glareshield, the instrument panels
and the panels on the centre and side consoles.
Instrument lighting is provided for the instruments on the overhead panels, on the
instrument panels, on the centre console and on the side consoles.
The standby compass has an integral light. Another light behind the standby compass
illuminates the eye locator. A switch on the overhead panel controls both lights.
Two reading lights are provided for each pilot: a sill light and a lap light. The sill light
illuminates the on-side notepad holder on the window sill ; the lap light illuminates the pilot's
lap.
Each pilot has a dimming panel on the on-side side console. The left dimming panel
controls the lighting for the left side console, left instrument panel and the centre instrument
panel. The right dimming panel controls the lighting for t he right side console and the right
instrument panel.
A dimming panel on the centre console controls the centre console lighting.
Dimmers for the overhead panels and instruments are on the overhead panel. A dimmer
for the glareshield is on the overhead panel .
Some electronic displays have individual dimmers.
Switches for the external lights, cabin emergency lights and cabin signs are on the
overhead panel.
FCOM:V1-002
Nov 01 / 09
AIRCRAFT GENERAL
Lights
Chapter 2 Topic 16
Page2
Cabin Lighting
All the cabin lights are controlled from the forward cabin attendant's panel. The panel is
above the forward service door.
Main cabin lighting is provided by fluorescent centre aisle lights and side lights.
Toilet lighting is provided by fluorescent lights and standby incandescent lights.
Fluorescent lighting is provided for each vestibule. The forward vestibule fluorescent lights
are forced to on whenever the flight deck entry lights are on. When the flight deck entry
lights are off, the forward vestibule fluorescent lights are controlled by a switch on the
forward cabin attendant's panel.
Dim incandescent lighting is also provided for the forward vestibule. The dim lights are
powered directly from external AC when external AC is connected to the aircraft but is not
connected to the main busbars or the ground service busbar.
Emergency aisle lights and exit lights are fitted to all aircraft. Some aircraft have floor
proximity escape path marking. The emergency lights are controlled from a switch in the
flight deck and a switch in the forward vestibule.
No smoking signs and seat belt signs are fitted strategically through the cabin. A switch for
the no smoking signs and a switch for the seat belt signs are in the flight deck.
Bay Lighting
Lighting is provided for the following bays:
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Lights
Chapter 2 Topic 16
Page3
External Lights
Some aircraft have logo lights fitted to the underside of the tailplane. The logo lights
illuminate the sides of the fin.
FCOM:V1-002
Nov 01 /09
AIRCRAFT GENERAL
Lights
Chapter 2 Topic 16
Page4
FCOM:V1-002
Nov 01 /09
Topic 1 - Overview
Function.................................. ......................................................... .............................
Standards of EFIS Cooling Fan Caption .......... .............................................................
Air Conditioning Schematic ...........................................................................................
Pressurization ... ...... ...... ..... ...... ..... ........... .... .. ........... ...... ........... ...... ..... ..... ............ ..... ..
Fans..............................................................................................................................
Overhead Panel Controls and Indicators ..... .. ..... ... .. ... ........ .......... ... ........ .. ........ .. .........
Lower Section of the Air Conditioning Panel.... ....................... ......................................
Upper Section of the Air Conditioning Panel................................................... ..............
Flight Deck Air Switch ............... ... ... ....... ...... ............ ................ ... ....... ...... ....... ..... .........
31 000 ft Semi Automatic Pressurization Panel ............................................................
33 000 ft Semi Automatic Pressurization Panel.......... ....................... ....................... ....
Fully Automatic Pressurization Panel............................................... .............................
CWP Fully Automatic System Pressurization Captions .................................. ............. .
Pressurization Indicators ..................... .................................. ........................................
2
3
5
5
5
7
9
9
11
13
15
15
17
17
17
19
19
19
Topic 2 - Packs
Air Conditioning Bay......................................................................................................
Ram Air Inlet .................................................................................... ..................... ... .....
Pack Valves ..................................................................................... .............................
Pack Modes ...... ...... ... ........ ........... ...... ..... .... ............. ..... ...... ........... . ..... ........... ..... ...... ..
Production of Warm and Cold Air..................................................... .............................
The CAU .......................................................................................................................
Pack Temperature Control ........ ............. ............................................ ............. ..............
Pack Delivery Duct High Temperature... ............. ........ ....................... ............. ..............
1
2
4
6
8
10
12
FCOM:V1-002
Nov 01/09
2
4
6
8
10
12
14
16
18
AIR CONDITIONING
Contents
Chapter 3 TOC
Page2
Ram Air Supply .. ...... ..... ... ... ... .... ....... .. . ...... ....... ... ..... ...... ..... ...... ... ... . .... .. .... ..... . ..... ..... ..
Ram Air Valve Control and Indication...........................................................................
1
2
External Air Supply Connection . .. ... ..... ... ... ....... ..... .. .. .... .. ...... ... .. ... ... ..... . ..... ..... ...... ......
External Air Supply Schematic......................................................................................
1
2
Temperature Switches ..... ... ... .. .. .... . .... . ..... ...... ...................... ... ..... ... . .... .. .... ...... ............
1
2
4
4
4
6
6
8
1o
11
Overview.......................................................................................................................
Outflow Valve Control...................................................................................................
Outflow Valve Protective Features................................................................................
Cabin Altitude Limit Control...........................................................................................
Positive Relief Control Valve.........................................................................................
Inward Relief.................................................................................................................
Ditch Valve....................................................................................................................
System Control.................................................................................. ......... ...................
Software Maximum Differential Pressure Protection.....................................................
System Indication.............................................................................. ............................
White PRESSN Caption................................................................................................
Amber PRESSN i Caption...........................................................................................
CABIN HI ALT Caption................... ...............................................................................
Sub-modes....................................................................................................................
Ground Sub-mode.........................................................................................................
Take-off Sub-mode .......... .. .... .. .. .... ..... . ..... ..... . ...................... ... ...... .. . .... .. ......... . ............
Take-off Abort Sub-mode.................................................................. ............................
Climb Sub-mode ........... ... ...... .... .. .. ...... ...... ............... ...... ...... ... .. ... ... . .... .. .... ..... . ..... ..... ..
FCOM:V1-002
Nov 01 /09
2
4
4
4
6
6
8
8
10
10
10
10
12
12
12
12
12
AIR CONDITIONING
Contents
Chapter 3 TOC
Page3
Descent Sub-mode .... ... ..... . ....... .... ... .. .. ...... . .. .... ... .... ... ... .. .... ..... ...... ..... ...... ..... .... .. ... .. ..
Landing Sub-mode........................................................................................................
Automatic Mode Selection and Indication.................... ......................................... ........
Manual Mode Selection and Indication ....... ........................... ............................... ........
ADC Failures.................................................................................................................
Excess Rate Test..........................................................................................................
Verify Test Mode ...........................................................................................................
Panel Display ... .. . .... ... ... ..... . ...... .... ...... .. ...... . .. .... ... .... ... ... . .... . ..... ..... ...... ...... ... .. .... .. .. ... ..
Fault Display ....... .............................. ..................................... ......... ..................... .... .....
14
14
14
15
15
16
16
16
18
CWP caption ..... .. .... ... ... ..... . ...... .... .... .... ...... . .. ..... .. . ... ... ... ... .. . ...... .... ...... ..... ...... .... .. ... .. ..
Fully Automatic Pressurization......................................................................................
Semi-automatic Pressurization......... ............................................................................
FCOM:V1-002
Nov 01 /09
1
1
2
Funct ion
The air conditioning system pressurizes, ventilates and controls the temperature of both
the flight deck compartment and the cabin compartment. Air from the engines or the APU
supplies two air conditioning packs: pack 1 and pack 2.
The packs are in the air conditioning bay at the rear of the aircraft. The packs supply a
distribution system as shown in Figure 1. 1.
Pack 1 is supplied by the APU or the left wing engi nes; pack 2 is supplied by the APU or
the right wing engines. Pack 1 normally supplies the cabin and the flight deck. Pack 2
normally supplies just the cabin. If one pack fails, the other pack supplies both the flight
deck and the cabin.
The system has two modes of operation: fresh and recirculation. In the recirculation mode,
the flow from the engines or t he APU to the packs is reduced and air is drawn from the rear
of the cabin into the fresh air delivery from each pack. A jet pump in each pack outlet
induces the flow of air from the cabin via a recirculation valve to the pack outlet.
Pack 2
Rtght cabm
supply Recirculation
ducting..-,...,
~~-- Pack1
FCOM:Vt-002
Nov 01 /09
Chapter 3 Topic 1
Page 2
AIR CONDITIONING
Overview
"
--
FAN 2
FCOM:V1-002
IRS
IRS 2
rns
R EF IS
PTR
EFtS 2
MSTR
f.
()
OFF
1-v3p1 -'13-00003
Nov 01 / 09
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page3
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 4
Pressurisatlon
Controller
I
Flight deck
.f
.f
(2._2
Pneumatic - - - .
servo power
Cabin
distribution
distribution
Flight deck
boost valve
RecirculatiOn now
from roar cabin
Ground
supply Inlet
PACK 11
PACK2
VALVE
VALVE
APU AIR
VALVE
1-- -1
o-v1 -03-00002
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 5
Pressurization
The pressurization system may be either semi automatic or fully automatic. There are two
types of semi automatic system: one for aircraft certificated to a maximum altitude of
31 000 ft and another for aircraft certificated to a maximum altitude of 33 000 ft.
The two semi-automatic systems are very similar. Each one has an automatic (AUTO)
mode and a manual (MAN) mode. In AUTO, it is necessary to set the required cabin
altitude and the required cabin altitude rate. In MAN, the position of the discharge valves is
controlled directly by a rotary position selector on the pressurization panel. Cabin altitude,
cabin altitude rate and differential pressure are displayed on a single three-pointer display
(the triple indicator). The indicator is on the right instrument panel.
There is only one fully automatic system: for aircraft certificated to a maximum of 35 ooo ft.
It has an AUTO mode and a MAN mode. In AUTO, it is only necessary to set the landing
field elevation. In MAN, the required cabin altitude rate is set. When the required cabin
altitude is achieved, the rate is set to zero. An LCD display is on the right instrument
panel; it displays four parameters: cabin altitude, cabin altitude rate, differential pressure
and landing field altitude.
Fans
A flight deck fan supplies adjustable louvres on the flight deck. A cabin fan supplies
adjustable louvres in the cabin. Freighter aircraft and some special roles aircraft do not
The bulk of the controls and indicators are on the flight deck air conditioning and
pressurization panels. The panels are shown in Figure 1.4.
The air conditioning panel has two sections. The upper section is used for temperature
control and louvre fan selection. The lower section contains the other switches and the
annunciators.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page6
Tempera.ture
control.
Fan selection.
Wamings.
Pack selection.
Pack mode selection.
Ram air selection.
Pressurisatlon control.
31 000 ft semlaut:omatlc panel shown.
33 000 semi-automatic panel may be fitted.
Fully automatic panel may be fitted.
lv103-000<1 ~
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 7
The lower section of the air conditioning panel is shown in Figure 1.5.
Each pack valve has a two-position pack switch: ON and OFF. Above each switch are
three failure annunciators:
A cold air unit high (CAU) temperature annunciator: CAU HI TEMP. Each pack has
a CAU. In the process of making cold air, the CAU gets hot. If a CAU becomes
excessively hot, the associated CAU HI TEMP annunciator illuminates and the
associated pack valve is automatically closed.
A two-position CABIN AIR switch changes the air conditioning system between the
recirculation and the fresh modes. The two positions are FRESH and RECIRC. Above the
switch is a recirculation valve NIPS annunciator: RECIRC VALVE. The recirculation valve
is open in the recirculation mode and closed in the fresh mode.
A two-position RAM AIR switch is fitted: the positions are SHUT and OPEN. The switch is
normally at the SHUT position. The switch is put to the OPEN position to ventilate the
cabin and flight deck at low differential pressure when both packs are off. At OPEN, the
ram air valve is open; at SHUT, the ram air valve is shut. A NIPS annunciator is above the
switch; the legend is RAM AIR VALVE.
An AVIONICS FAN annunciator indicates that flow is low at the inlet to the avionics fan.
Some aircraft have a second avionics fan. Some of these aircraft have a switch to select
the required fan. The switch is shown in Figure 1.6.
A REAR BAY high temperature annunciator indicates that the temperature in the air
conditioning bay is too high.
An EFIS/IRS FAN FAIL annunciator is fitted. The associated fan fail annunciator will
illuminate on the bottom of the right instrument panel. The fan fail annunciators are shown
in Figure 1.6.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Pages
i-v1-03-00044
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Overview
Chapt er 3 Topic 1
Page9
GROUND
USE
ONLY
i-v1-03-00006
FCOM:V1 -002
Nov 01 /09
Chapter 3 Topic 1
Page 10
AIR CONDITIONING
Overview
- 10
-'
..........
30
oc TEinP :::
~
,.......
/''J'''
CABIN TEMF'
i-v1-03-00042
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 11
The 31 ooo ft controller is shown in Figure 1.9. The controller has a manual mode and an
automatic mode.
The controller has the following selectors and indicators:
An illuminated pushbutton switch to select between the automatic mode and the
manual mode. The switch shows the selected mode: a white MAN legend for the
manual mode and a green AUTO legend for the automatic mode.
A rotary discharge valve position selector for use in the manual mode.
A selected cabin altitude indicator. The indicator is a circular card with a pointer
that indicates against two circular scales. The outer scale is the selected cabin
altitude; the inner scale is the cruise altitude at which the differential pressure will
be approximately 6.3 psi at the selected cabin altitude. The dial has a barometric
scale in a reference window.
A cabin altitude selector that rotates the altitude pointer relative to the card while
the card is stationary.
A barometric datum selector that rotates the card relative to the barometric scale.
The altitude pointer does not move with the card when the card is rotated. The
baro datum should be set before the cabin altitude is set.
A four position discharge valve rotary switch: DITCH, NORMAL, SHUT 1 and SHUT
2. At NORMAL, control is via valve 1 and valve 2 in both the manual and the
automatic modes. At SHUT 1, discharge valve 1 is closed and control is via valve
2. At SHUT 2, discharge valve 2 is closed and control is via valve 1. At DITCH,
both valves are closed when the aircraft ditches.
In the automatic mode, the cabin rate is controlled to the set rate until the set cabin altitude
is attained. The set cabin altitude is then held. The rate direction does not need to be set.
The cabin will climb if the actual cabin altitude is below the set value and descend if the
actual cabin altitude is above the set value.
In the manual mode, the pilot must manually position the discharge valves to achieve the
required rate and cabin altitude.
FCOM:V1-002
Nov 01 /09
Chapter 3 Topic 1
Page 12
AIR CONDITIONING
Overview
Altitude
poi nter -!~r------r~
Cabin
altitude
scale
-f- - -+ -
Cruise altitude
scala
+-- --1
Rata selector
At the detent.
BARO selector
BARD
Mode
selector
st~ttlng
scale
Discharge valve
position control
f..Y1 03-00009
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 13
An illuminated push-button switch to switch between the automatic mode and the
manual mode. The switch shows the selected mode: a white MAN legend for the
manual mode and a green AUTO legend for the automatic mode.
A rotary discharge valve position selector for use in the manual mode.
A cabin rate selector. The normal position has a detent. At the detent there is a
radial line. A white arc extends from the detent to a longer radial line. When the
selector is out of the detent but within the white arc, the rates are acceptable but
higher than the detented rates.
A selected cabin altitude indicator. The indicator is a circular card with a pointer
that indicates against two circular scales. The outer scale is the selected cabin
altitude; the inner scale is the cruise altitude at which the differential pressure will
be approximately 7 psi at the selected cabin altitude; 6.97 psi at and below
29 000 ft and 7.12 psi above 29 000 ft. The dial has a barometric scale in a
reference window.
A cabin altitude selector that rotates the altitude pointer relative to the card while
the card is stationary.
A barometric datum selector that rotates the card relative to the barometric scale.
The altitude pointer does not move with the card when the card is rotated. So the
baro datum should be set before the cabin altitude is set.
A fou r position discharge valve rotary switch: DITCH, NORMAL, SHUT 1 and SHUT
2. At NORMAL, control is via valve 1 and valve 2 in both the manual and the
automatic modes. At SHUT 1, discharge valve 1 is closed and control is via valve
2. At SHUT 2, discharge valve 2 is closed and control is via valve 1. At DITCH,
both valves are closed when the aircraft ditches.
In the automatic mode, the cabin rate is controlled to the set rate until the set cabin altitude
is attained. The set cabin altitude is then held. The rate direction does not need to be set.
The cabin will climb if the actual cabin altitude is below the set value and descend if the
actual cabin altitude is above the set value.
In the manual mode, the pilot must manually position the discharge valves to achieve the
required rate and cabin altitude.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 14
Altitude
pointer
Cruise
altitude
scale
-+- - -f-
Cabin -+---~
altitude
scale
Mode
selector
BARO $'elector
Cabin altitude selector
FCOM:V1-002
Rate select.o r
At the detent
Increased
rate po.sition
Discharge valve
position control
Nov 01 / 09
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 15
The fully automatic controller has an automatic mode and a manual mode. The control
panel is shown in Figure 1.11 .
The control panel has the following selectors and indicators:
An illuminated pushbutton switch to select between the automatic mode and the
manual mode. The switch shows the selected mode: a white MAN legend for the
manual mode and a green AUTO legend for the automatic mode.
A landing altitude (LOG ALT) selector for use in the automatic mode.
A cabin rate (MAN RATE) selector for use in the manual mode.
Two green FULL OPEN outflow valve annunciators: one for the PRIMARY valve
and one for the SECONDARY valve.
A CLEAR DISPLAY FAULT button. The middle line of the display normally
indicates ~p but it can display faults. Pressing the button removes faults from the
display and returns the display to ~p.
The top line of the LCD display normally indicates actual cabin rate. An arrow indicates the
direction of the cabin rate. In the manual mode, the top line indicates the selected manual
rate while the manual rate is being changed and for five seconds after it has been set.
When manual rate is displayed, MR precedes the rate.
The bottom line of the display normally indicates actual cabin altitude. While the landing
field altitude is being set, it replaces the cabin altitude; landing field altitude remains
displayed for five seconds after it has been set; a legend LA precedes the altitude while the
landing altitude is displayed.
CWP Fully Automatic System Pressurization Captions
The CWP has an amber PRESSNi caption and a white PRESSN caption. Either channel
can signal the captions.
The white PRESSN caption indicates that an abnormal system selection has been made or
that a minor system failure has occurred. A minor system failure is one that does not
require pilot action.
The abnormal selections are DUMP, DITCH or MAN.
The amber PRESSNi caption indicates that the differential pressure is outside the range
-0.5 to 7.6 psi or that a major system failure has occurred requiring pilot action.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 16
Panel indicator
Outflow valve
selector
open annunciators
Mode selector
Manual mode rate selector
i-v1-03-00010
FCOM:V1-002
Nov 01/09
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 17
Pressurization Indicators
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 18
Red radial
Cabin rate
i-v1-03-00012
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Overview
Chapt er 3 Topic 1
Page 19
A GR ND PRESSN switch is on the overhead panel. The switch has an integral amber
lamp. The switch enables the pressurization system to be fully tested on the ground. At
the test position, the switch bypasses the on-ground squat switch signal. The test position
is indicated by the illumination of the amber light. The switch is shown in Figure 1.14.
Figure 1.14 - Ground Pressurization Switch
i-V 103-00013
There is a CABIN HI ALT red caption on the CWP. The caption illuminates if the cabin
altitude exceeds a preset value.
Flight Deck Distribution
Roof outlets. Some roof outlets allow the direction of the airflow to be controlled.
The flow of air through the outlets can be adjusted by two selectors on each side of the
console wall:
A flight deck air selector (F/DECK AIR).
The positions of the floor and side console outlets are shown in Figure 1.15. Operation of
the side console outlets is shown in Figure 1. 16. The roof outlets are shown in Figure
1.17. The side wall selectors are shown in Figure 1.18.
The flight deck fan supplies either two or three adjustable louvres. Each louvre's direction
and flow rate can be adjusted.
All aircraft have a louvre for the left seat pilot and a louvre for the right seat pilot. Aircraft
without a cargo bay smoke detection system also have a louvre for the third crew member.
The louvres are shown in Figure 1.19.
FCOM:V1 -002
Nov 01 /09
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 20
.......... ......
Flight deck air selector
"
i-vl -0:3-0001 ~
FCOM:V1-002
Nov 01/09
AIR CONDITIONING
Overview
Chapt er 3 Topic 1
Page 21
l-v1-0).00()1S
FCOM:V1 -002
Nov 01 /09
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 22
01!Jtlet cover
The cover rotates about its centre.
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Overview
Chapt er 3 Topic 1
Page 23
.......
L--------+--- Control
Friction knob
........
FIDECKAIR
~
I!OCf
.u
NWl
oAR
'~0011
Control
Fric1ion knob
1-1..03-00017
FCOM:V1 -002
Nov 01 /09
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 24
i v1 03-00018
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 25
FCOM:V1-002
Nov 01 /09
The two packs are in the air conditioning bay. The air conditioning bay is also known as
the rear bay. The air conditioning bay is just forward of the APU bay.
Ram Air Inlet
A ram air inlet is at the base of the fin. Air taken from the ram air inlet is used to cool the
hot air coming to the packs from the APU or the engines. The cooling air leaves pack 1
through an outlet on the left side of the fuselage. The cooling air leaves pack 2 through an
outlet on the right side of the fuselage.
The arrangement is shown in Figure 2.1 .
Figure 2.1 - Ram Air Inlet
APU bay
Pack 1
Pack 2
Rear cabin
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Packs
Chapter 3 Topic 2
Page2
Pack Valves
Air from the air supply system passes to each air conditioning pack via its pack valve. The
pack valve acts as a shut-off valve and a flow-control valve. The pack valves are shown
schematically in Figure 2.2.
The valve requires electrical power and pneumatic power to open. If either electrical power
or pneumatic power is lost, the valve will automatically close.
Pneumatic power for pack 1 valve comes from the left air supply system; pneumatic power
for pack 2 comes from the right air supply system.
Electrical power for pack 1 normally comes from DC BUS 1; if DC BUS 1 fails, the
emergency DC busbar automatically supplies pack 1 valve.
Electrical power for pack 2 normally comes from DC BUS 2; if DC BUS 2 fails, the
emergency DC busbar automatically supplies pack 2 valve.
Both packs are available in all the electrical failure conditions considered in the abnormal
and emergency checklist.
Each pack valve has an ON/OFF switch on the air conditioning panel. Each switch
controls its valve via ON/OFF logic. The valves can also be closed by fault protection
logic.
There is a flow switch in the outlet of each pack. The flow switch position and the flight
deck switch position are passed to a NIPS logic circuit. The logic circuit drives a NIPS
annunciator above the pack switch. The annunciator illuminates if:
OR
The pack valves have two flow control settings: 50 lb/min and 30 lb/min. The low rate
setting is selected by pneumatic pressure from the right air supply system. In the low flow
mode, a mode valve passes pneumatic pressure to each pack valve to select the low flow
setting. Without this pneumatic pressure, the valves will automatically go to the high flow
setting.
Each pack has a cold air unit (CAU). In the process of generating cold air, part of the cold
air unit becomes hot. At high ambient temperatures and low airspeed, the CAU may
become too hot. To prevent this happening, a temperature sensor in the CAU
pneumatically reduces the flow from the pack valve to the pack.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Packs
Chapter 3 Topic 2
Page3
NIPS
logic
Flow
switch
Flow
switch
PACK 1
PACK2
CAU flow
rate control
PACK 1
VALVE
CAUflow
rate control
1-+-
ON/OFF '1+--i--1
logic
Fault
logic
+1 ON/OFF logic
-.1 PACK2
VALVE
Fault
logic
Normal supply
for pack 1
Power to switch
tho valves
Mode valve
Normal supply
for pack 2
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Packs
Chapter 3 Topic 2
Page4
Pack Modes
The packs have two modes of operation: fresh and recirculation. In the recirculation mode,
the pack valves reduce the flow to the packs and air is drawn from the rear cabin into the
fresh air delivery from each pack. A jet pump, located near each pack outlet, induces the
flow of air from the cabin to the pack outlet via a recirculation pump.
The system is shown schematically in Figure 2.3.
A mode valve pneumatically signals the pack valves, a fresh air valve within each pack and
a recirculation pack. The recirculation valve allows air to be drawn from the cabin into the
packs and then to be returned to the cabin and flight deck.
The mode valve is supplied from the right air supply system. Air pressure is required to
open the recirculation valve, set the fresh air valves to the recirculation position and set the
pack valves to the low flow position. Without pneumatic power, the recirculation valve
automatically closes, the fresh air valves automatically move to the fresh position and the
pack valves automatically move to the high flow setting.
The mode valve is electrically operated by DC BUS 1 via the CABIN AIR switch on the air
conditioning panel. Electrical power is required to move the mode select valve to the
recirculation position. Without electrical power, the mode select valve automatically moves
to the fresh position.
Therefore, both electrical power and pneumatic power are required to set the air
conditioning system to the recirculation mode. If the mode valve loses electrical power or
pneumatic power, the system automatically goes to the fresh mode.
When the mode valve is in the fresh position:
The pack valves are set to the high setting (50 lb/min).
When the mode valve is in the recirculation position and the right air supply system is
powered:
The pack valves are set to the low flow setting (30 lb/min).
Electrical power is removed from the mode valve by a recirculation mode inhibit circuit.
The recirculation mode is inhibited and the fresh mode automatically selected if any of the
following occur:
The APU air valve is closed and only one pack is on.
A recirculation valve NIPS annunciator (RECIRC VALVE) is above the CABIN AIR switch.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Chapter 3 Topic 2
Page 5
Packs
Figure 2.3 - Recirculation Schematic
DC BUS 1
Flight Dec k
Cabin
Recirculation inlet
RECIRC
VALVE
~J.~~~~~
t----~~liN~IPS
logic
Servo pressure to
open the
recirculation valve
Flight
deck
boost
valve
Electncal power
to open the
mode valve.
Jet
pump
Servo pressure
to open tho
rresh ar valves
PACK 1
VALVE
PACK2
VALVE
Servo pressure
to reduce the
flow rate
Mode valve
Right afr
upply
Loft a1r
supply
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Packs
Chapter 3 Topic 2
Page6
The packs take in hot air from the engines and the APU via the pack valves. The packs
make warm air and cold air. The hot air from the pack valves is cooled using heat
exchangers and a cold air unit (CAU).
The heat exchangers cool the air by passing cooling air over the air to be cooled. The
principle is shown in Figure 2.4.
There are four heat exchangers in the pack: the primary A heat exchanger, the primary B
heat exchanger, the secondary heat exchanger and the condenser. The condenser also
extracts water from the air supplied to the packs from the air supply system.
The cooling air for the primary and secondary heat exchangers is ambient air taken from
the ram air inlet at the base of the fin. The cooling air for the condenser is taken from the
pack outlet flow.
The cooling air from the primary and secondary heat exchangers leaves the packs via
outlets on the side of the rear fuselage as shown in Figure 2.1.
The CAU is a compressor driven by a turbine. The air passing through the turbine loses
heat to the air passing through the compressor, so the air leaving the compressor is heated
while the air passing through the turbine is cooled.
The CAU also drives a fan. The fan is used on the ground to draw air through the ram air
inlet into the primary and secondary heat exchangers.
The principle of the CAU is shown in Figure 2.5.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Chapter 3 Topic 2
Page 7
Packs
Hot air
lj
Cooler air
Compressor
Fan
FCOM:V1-002
.vf03-0002
Nov 01 / 09
AIR CONDITIONING
Packs
Chapter 3 Topic 2
Page a
T he CAU
The associated pack valve is latched shut; the PACK VALVE NIPS annunciator
illuminates.
The PACK VALVE annunciator remains illuminated until the PACK switch is set to OFF.
The CAU HI TEMP annunciator remains lit until:
AND
FCOM:V1-002
Nov 01 /09
Chapter 3 Topic 2
Page9
AIR CONDITIONING
Packs
Primary A heat
exchanger
From the
1r supply
sy
PACK
VALVE
ON/OFF
logic
POJeumalic
control
PAI_,K
HI HMI-'
Fault
'.:AU
HI T[ II'P
logic
PACK
At
vr
NIPS
logic
Condenser
Temperature typically
-20 to -3oc
Cooling air from
the pack outlet.
Flow
switch
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Packs
Chapter 3 Topic 2
Page 10
The control of the pack delivery duct temperature is shown schematically in Figure 2.7.
There are two temperature control modes: automatic and manual.
Each pack has a temperature control valve (TCV). In both the automatic and the manual
mode, the temperature of the air delivered by a pack depends on the position of its TCV.
Each pack has a duct delivery temperature indicator and three temperature controls. The
controls and indicator for pack 1 are labelled FLT DECK TEMP CTRL; the controls and
indicator for pack 2 are labelled CABIN TEMP CTRL. The controls are:
The TCV has two inlets and one outlet. One inlet takes hot air directly from the pack valve ;
the other inlet takes warm air that has passed through both the primary A and the primary
B heat exchangers. The position of the TCV determines how much warm and hot air
leaves the TCV. The air leaving the TCV is mixed with the cold air from the CAU.
Each pack has an automatic temperature controller. The automatic temperature controller
is only used when the associated mode-switch is at AUTO. Each automatic temperature
controller has three inputs:
The automatic temperature controller adjusts the pack delivery duct temperature to achieve
the temperature selected on the rotary selector at the compartment sensor. The duct
temperature sensor is used to limit the duct temperature to between 3 C and 750C.
When a mode-select switch is at MAN:
The three-position switch directly controls the position of the associated TCV.
The duct temperature sensor does not limit the duct temperature. The flight crew
must keep the duct temperature between 30C and 750C using the duct temperature
indicator.
When the switch is held to WARM, the TCV moves to increase the temperature of
the air in the pack delivery duct.
When the switch is held to COOL, the TCV moves to reduce the temperature of the
air in the pack delivery duct.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Packs
Chapter 3 Topic 2
Page 11
PACK
VALV1E
Primary heat
:change: ~~~
Hot air
II
Wann a r
CAU
Temperature
control valve
Automatic
temperature
controller
Air mixing
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Packs
Chapter 3 Topic 2
Page 12
The associated pack valve is latched shut; the PACK VALVES annunciator
illuminates.
The PACK VALVE annunciator remains illuminated until the PACK switch is set to OFF.
The PACK HI TEMP annunciator remains lit until:
AND
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Packs
Chapter 3 Topic 2
Page 13
PACK
VALVE
ON/OFF 14-- - - - - - ,
logic
Primary heat
:change: ~~~
Hot air
II
warm air
CAU
Temperature
control valVe
Air mixing
Automatic tempell'ature
controller
Fault
logic
Flow
switch
NIPS
logic
l-v10~27
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Packs
Chapter 3 Topic 2
Page 14
FCOM:V1-002
Nov 01 /09
Overview
Figure 3.1 provides an overview of the air distribution system.
Underfloor ducts deliver conditioned air from the packs to each side of the cabin. Air is
distributed to the cabin via distribution boxes above the cabin windows.
Another underfloor duct takes air from the packs to the flight deck. Air to the flight deck is
distributed via:
Floor outlets.
Roof outlets.
The air leaves the cabin and flight deck via floor level vents into the underfloor bays. The
air leaves the underfloor bays via the discharge or outflow valves.
Figure 3.1 - Distribution Overview
Right cabin
supply
Regrcula!ion
ductlng
.)...,.1-.:L-- - Pack 1
...J!!Iooiii~"'i?~:c---;-~-~-- Cabin supply
l-v1 .(13-00028
dtslnbution
FCOM:V1002
Nov 01 / 09
AIR CONDITIONING
Air Distribution
Chapter 3 Topic 3
Page2
The cabin and flight deck air distribution is shown schematically in Figure 3.2.
Each pack has a non-return valve in its delivery duct, so one pack cannot back-feed into
the other pack. The two delivery ducts are joined together by a pack supply interconnect
duct. An underfloor duct leads from the left side of the interconnect duct to the flight deck;
a duct from the middle of the interconnect duct leads to the cabin. This arrangement:
Under normal circumstances, allows pack 1 to supply both the cabin and the flight
deck and pack 2 to supply only the cabin.
After failure of one pack, allows the other pack to supply both the cabin and the
flight deck.
The duct feeding the cabin is a mixing duct. The temperature of the two supplies are
equalised in the mixing duct.
From the mixing duct, the supply splits into two underfloor ducts. One duct supplies the left
side of the cabin and the other duct supplies the right side of the cabin.
A filter may be fitted in the mixing duct. The filter has two parts. One part removes
particles from the air; the other part is an activated carbon cloth. The activated carbon
removes odours and, to a minor extent, particles from the air.
An optional flight deck boost valve may be fitted within the interconnect duct between the
flight deck and cabin supply ducts. The valve has a high and low flow position. At the high
flow position, the amount of air supplied to the flight deck by pack 1 is increased.
Air from the two underfloor ducts is taken by pipes around each window to a distribution
box above the window.
A filter may be fitted in the duct leading to the flight deck. This filter does not have a
dedicated particle filter; the filter just has an activated carbon cloth.
On each side of the flight deck there are:
The air leaves the cabin and flight deck for the underfloor bays via vents at floor level. The
air leaves the aircraft via the discharge or outflow valves.
A cabin fan draws air from the roof to the adjustable louvres on the passenger service units
(PSUs). There is an adjustable louvre for each passenger.
A flight deck fan draws air from the right aft floor vent to supply adjustable louvres and to
cool the overhead instrument panel.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Air Distribution
Chapter 3 Topic 3
Page3
@] ~ @ I
Flight
deck fan
Roof panel
Adjustable louvres
......
.....
......
.....
.....
...... -- - ,
.....
C screen demist
: ~~
1-
...
........
- 14.....
~~
Roof outlets
Cabin
+ ...
....
...
.....
Flight deck
filter
IO 0 O j
OOOI
j ~
PSUs
I Cabin fan
~
OOOI
loool .
Cabin filter
...
Flight deck
boost valve
,..1.
The two filters and the
boost valve are options.
PACK 1
{
PACKZ
i-v1 -03-00029
FCOM:V1-002
Nov 01 / 09
Chapt er 3 Topic 3
Page 4
AIR CONDITIONING
Air Dist ribution
Cabin Distribution
There is a distribut ion box :above each cabin window. Air from the underfloor ducts is
taken to the distribution boxes by wall pipes. There are two pipes for each cabin window.
The air enters the cabin from the distribution boxes. The air leaves the cabin via floor level
vents for the underfloor bays. The arrangement is shown in Figure 3.3.
From one of each pair of wall pipes, a small pipe takes air to demisi the associated cabin
window. Each cabin window has an outer and an inner pane. The panes are separated by
a rubber seal, so there is an air cavity between the two panes. The small pipe passes air
between the two panes. The air leaves the window via a hole in the inner pane.
The cabin fan delivers air to the adjustable louvres on the PSUs, in the toilets and in the
vestibules. There is one louvre for each passenger. The direction of each louvre and the
flow rate from each louvre ar-e adjustable. The cabin fan is powered from AC BUS 2 and is
controlled from the CABIN FAN switch on the air conditioning panel via DC BUS 2. Both
AC BUS 2 and DC BUS 2 must be powered for the fan to run. The cabin fan is shown
schematically in Figure 3.4.
Figure 3.3 - Cabin Air Distribution
The conditioned air leaves the
distribution boxes for the cabin.
FCOM:V1-002
l-v1-03~30
Nov 01 /09
AIR CONDITIONING
Air Di stribution
Chapter 3 Topic 3
Page 5
AC BUS 2
DC BUS 2
r
~
Fan power
Relay c ontrol
Cabin
fan
relay
1----+-o
1 - 8 Cab;n Fan
Adjustabl e louvres
On each PSU.
In the vestibules.
In the toilets.
i-v1-03-00031
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Air Distribution
Chapter 3 Topic 3
Page6
The air leaves the flight deck for the electrical bay via vents at floor level. The air leaves
the aircraft via the forward discharge or outflow valve.
The supply on each side goes to a C-screen demist vent, a roof outlet shut-off valve and a
flap valve. From the roof outlet shut-off valve, the air goes to the onside roof outlet. There
are two outlets from the flap valve. One goes to the onside aft floor outlet; the other goes
directly to the onside side console outlet and to the onside forward floor outlet via a forward
floor selector valve. The forward air selector valve is a butterfly valve.
On each side console wall there is a flight deck air (F/DECK AIR) selector and a forward air
(FWD/AIR) selector. Each flight deck air selector has three marked positions: ROOF, MAX
FWD and AFT. Each forward air selector has two marked positions: OFF and FULL.
Each flight deck air selector is connected to the onside roof outlet shut-off valve and the
flap valve. Each forward air selector is connected to the onside forward floor selector
valve.
A roof outlet shut-off valve is fully open when the onside flight deck air control is at ROOF.
The shut-off valve moves progressively towards fully closed as the control is moved
towards MAX FWD. Between MAX FWD and AFT, the roof outlet shut-off valve is closed.
When a flight deck air selector is set to ROOF, the onside flow valve is set so that there is
no flow to the onside floor outlets and the onside side console outlet. When the selector is
moved away from ROOF, the flap valve is set to give flow to the onside floor and side
console outlets; at AFT, flow to the aft floor outlet is at a maximum; at MAX FWD, flow to
the forward floor and side console outlets is at a maximum.
Each forward floor selector valve is fully open when the onside forward air selector is at
FULL. The valve moves progressively towards closed as the forward air selector is moved
towards OFF. When the forward air selector is at OFF, the forward air selector valve is
fully closed.
A flight deck fan draws air from the supply to the right aft floor outlet to supply adjustable
louvres and to cool the overhead instrument panel.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Air Di stribution
Chapter 3 Topic 3
Page 7
..............
"''
Adjustable
louvres
....... ........
fUU.
Forward floor
select or valve
FIDECKAIR
n ~
11.0011
....
fWO
c screen
C screen
domlst
domist
Roof outlets
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Air Distribution
Chapter 3 Topic 3
Page a
The direction of each louvre and the flow rate from each louvre are adjustable. The flight
deck fan is powered from AC BUS 2 and is controlled from the FLT DECK FAN switch on
the air conditioning panel. The cabin fan is shown schematically in Figure 3.6.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Air Di stribution
Chapter 3 Topic 3
Page9
AC BUS 2
Fan powe'
Flight
deck
Relay control
relay
fan
Flight
deck fan
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Air Distribution
Chapter 3 Topic 3
Page 10
A flight deck boost valve is available as an option. The function of the boost valve is to
increase the flow of air to the flight deck when the aircraft is on the ground. The valve is
controlled from a switch on the bottom of the right instrument panel.
The flight deck boost valve is in the pack supply interconnect duct between the ducts for
the flight deck air supply and the cabin air supply. The arrangement is shown in Figure
3.7.
The flight deck boost valve is a butterfly valve with two holes in the butterfly. When the
valve is open, the butterfly is parallel to the axis of the duct and there is hardly any
restriction to the air flow through the duct. When the valve is closed, the butterfly is at right
angles to the axis of the duct and air can only pass the valve through the two holes in the
butterfly.
When the valve is closed, the restriction in the common duct causes a greater percentage
of pack 1 air to pass to the flight deck. Of course, the amount of air going from pack 1 to
the cabin is reduced.
The valve is electrically operated by a motor powered from the DC busbar supplying
pack 1.
When the valve is open, a white AIR HI FLOW annunciator illuminates in the switch.
The valve should be open when the aircraft is in flight. The valve is not automatically
opened when the aircraft becomes airborne. The FLIGHT DECK AIR switch should be
selected OFF before take-off.
FCOM:V1-002
Nov 01 /09
A IR CONDITIONING
Air Di stribut ion
Chapter 3 Topic 3
Page 11
Flight Deck
Cabin
Flight deck
!boost valve
~----. .- - - - - - - - - - - -. .
FLIGHT
DECK AIR
The DC bus
supplying pack 1.
DC BUS 1
PACK 1
PACK2
GROUND
USE
ONLY
Duct cross-section
without a boost va lve.
No restriction in
the duct.
Negligible restriction
in the duct.
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Air Distribution
Chapter 3 Topic 3
Page 12
All aircraft have at least one avionics fan. A second fan may be fitted as an option. If two
fans are fitted, only one fan is used at a time; the other is a spare. The fan air system is
shown schematically in Figure 3.8. The avionics fan:
Draws air through avionics and electrical equipment in the electrical and avionics
bay.
Draws air over the temperature sensor for the cabin automatic temperature
controller.
Draws air over the temperature sensor for the flight deck automatic temperature
controller.
Draws air through an inlet in the forward vestibule to ventilate the forward galley.
The air passes through the fan and then over the electrical smoke detector. If smoke is
detected, an ELECT SMOKE red caption illuminates on the CWP.
From the smoke detector, the air leaves the aircraft via the forward discharge or outflow
valve.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Air Di stribution
Chapter 3 Topic 3
Page 13
Galley
ventilation
Cabin
automatic
temperature
controller
Fllght deck
automatic
temperature
controller
Flight deck
temperature
sensor
'' 10
- t
_,
JO ,
'I;
IP
, I \ \''
..=.:
I I
Cabin
Cabin
~==1 t&mperature ~~~ temperature
sensor
sensor
Flight deck
instrument
panels
Electrical and
avionic
equipment
Optional
avionics fan 2
Pressure
ewttch
Avionics fan 1
AVIONICS
FAN OFF
lv1 OUXI035
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Air Distribution
Chapter 3 Topic 3
Page 14
All aircraft have at least one avionics fan. A second fan may be fitted as an option. If two
fans are fitted, only one fan is used at a time; the other is a spare.
If just one fan is fitted:
The switch is in the avionics bay or on the flight deck. The switch has two
positions: FAN 1 and FAN 2.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Air Di stribution
Chapter 3 Topic 3
Page 15
AC BUS 1
circuit
AC BUS 2
Avionic tan
Avionic fa n 1
AC BUS 1
Bus selection
Fan selecdon
1--+ l
circuit
circuit
~~
AC BUS 2
Avionic fan 2
OR
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Air Distribution
Chapter 3 Topic 3
Page 16
There are two EFIS cooling fans: one cools the two left display units and the other cools
the two right display units. The fans are monitored. If a fault is detected, a flight deck
warning is given.
The cooling fan control and monitoring circuit is shown schematically in Figure 3.1 0.
There are two amber EFIS fan fail annunciators on the lower part of the right instrument
panel: L EFIS and R EFIS. The annunciators are on a pushbutton switch. The button can
be pushed in to reset the monitoring circuits.
If either EFIS fan fail annunciator illuminates, an amber EFIS/IRS FAN FAIL annunciator
illuminates on the overhead air conditioning panel.
The left EFIS fan is powered from ESS AC and the right EFIS fan is powered by AC BUS
2.
There is a monitoring circuit for each EFIS fan. The left monitoring circuit is powered from
ESS DC and the right from DC BUS 2. If a monitoring circuit detects that its fan is running
at less than half speed, the monitoring circuit illuminates the associated fan fail
annunciator. The warning is latched ON. If the fault is transient, the monitoring circuit can
be reset by removing power from the monitoring circuit. Power to the monitoring circuits is
routed through the pushbutton switch containing the EFIS fan fail annunciators. Pushing
the switch in removes power from the monitors. The switch is spring-loaded to the out
position. Pushing and releasing the switch resets the monitors.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Air Di stribution
Chapter 3 Topic 3
Page 17
AC BUS 2
Left EFIS
f an m onitor
Right EFIS
fa n monitor
L EFIS
R EFIS
Press to reset
__
ESSDC
DC BUS 2
i-v1 -03-00076
FCOM:V1-002
Nov 01 / 09
Chapt er 3 Topic 3
Page 18
AIR CONDITIONING
Air Distribution
Each IRS has an inertial reference unit (IRU) in the avionics bay. Each IRU has a cooling
fan. An overheat annunciator for each IRU is on the bottom of the right instrument panel.
The legends are IRS 1 and IRS 2 in amber. AC 1 supplies IRS 1 fan and AC 2 supplies
IRS 2 fan. If either IRS annunciator illuminates, an amber EFIS/IRS FAN FAIL annunciator
illuminates on the air conditioning panel.
An overheat condition is sensed by temperature sensors within the IRU. If an overheat
condition is sensed, the IRU illuminates the associated IRS annunciator. The arrangement
is shown in Figure 3.11 .
Figure 3.11 - IRU Cooling
AC BUS 1
l,nertial
reference
unit 1
AC BUS 2
Inertial
reference
unit 2
f- Overheat
Overheat -
i-v1-03-00075
FCOM:V1-002
Nov 01 /09
Flight Deck
Cabin
Flight deck
boost valve
Ra m air valve
.,__
(\
\..../
PACK 1
PACK2
f t
Left air
supply
t f
Right air
~upply
lv1-03-00051
FCOM:V1-002
Nov 01 / 09
Chapt er 3 Topic 4
Page 2
AIR CONDITIONING
Ram Air
Flight Deck
Cabin
Flight deck
boost valve
Ram air valve
From ram
alr Inlet
NIPS
logic
DC BUS2
DC BUS 1
PACK 1
PACK2
Power to
operate
the valve
Loft air
Rl hl Dlr
supply
supply
I-V10J.()Q0f>2
FCOM:V1 -002
Nov 01 /09
' '''
\..
Latches
External ground
conditioning door
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
External Ground Conditioning
Chapt er 3 Topic 5
Page 2
Flight deck
Cabin
Flight deck
boost valve
From ram
air inlet
Ram air valv e
PACK 1
PACK2
Ground air
supply
Left air
supply
Right air
supply
i-v1-03-00054
FCOM:V1-002
Nov 01 /09
Temperature Switches
There are six high temperature switches in the rear bay. They detect leaks from the
engine bleed dueling, the packs and the pack dueling.
The switches activate at 120 C. If any one of the switches detects a high temperature, the
REAR BAY HI TEMP annunciator illuminates on the overhead air conditioning panel.
The switches quickly reset on falling temperature.
There is a test switch on the overhead test panel. The switch tests the warning circuit
apart from the temperature switches. When the switch is pressed and held, the REAR
BAY HI TEMP annunciator should illuminate. The circuit schematic is shown in Figure 6.1.
Fi gure 6.1 -Rear Bay High Temperature Schematic
ESSDC
Overheat
switch 1
Overheat
switch 4
Overheat
switch 2
Overheat
switch 5
Overheat
switch 3
Overheat
switch 6
REAR BAY
HI TEMP
FCOM:V1-002
i-v 1-03-00055
Nov 01 / 09
AIR CONDITIONING
Rear Bay High Temperature
Chapter 3 Topic 6
Page2
FCOM:V1-002
Nov 01 /09
Overview
The pressurization system provides the means for controlling the cabin pressure during all
ground and flight operations. The system ensures that comfortable changes of cabin
pressure are achieved inside the cabin regardless of the aircraft ascent and descent rates.
A pressurization overview schematic is shown in Figure 7.1 .
The air supply for the pressurization system comes from the two air conditioning packs.
The packs are supplied by the aircraft air supply system. The aircraft air supply system is
supplied by the engines or the APU. The aircraft air supply system is divided into two
parts: the left and the right. The APU supplies the left and the right system. The left wing
engines supply the left system and the right wing engines supply the right system. Pack 1
is supplied by the left system and pack 2 is supplied by the right system.
The air supply leaves the aircraft via two discharge valves on the left side of the fuselage:
discharge valve 1 :and discharge valve 2. The pressurization system pressurizes the
aircraft by regulating the flow of air from the discharge valves.
The discharge valves are electrically controlled and pneumatically operated. The control
signal comes from the pressurization controller on the flight deck overhead panel. The
pneumatic power comes from either the left or the right air supply system via a shuttle
valve. Pneumatic power is available to operate the valves provided the APU air is
available, or air is available from at least one engine.
Figure 7.1 - Pressurization Overview Schematic
Engine
41
( Engine
31
Flight
deck
Engine
APU bay
Cabin
21 i+~
( Englne1
FCOM:V1002
Nov 01 / 09
AIR CONDITIONING
Semi-automatic Pressurization
Chapter 3 Topic 7
Page2
The outlet area of each discharge valve is controlled by the pressurization controller
between fully closed and fully open. When a discharge valve is fully closed, no cabin air
can leave the aircraft via the discharge valve.
When both discharge valves are closed, there is still leakage of air from the aircraft: for
example, through the door seals.
When a valve is not fully closed, the cabin differential pressure depends on the valve outlet
area and the flow rate through the valve. The differential pressure increases as the valve
outlet area is decreased. The flow rate through the valve increases as the differential
pressure increases. In stable conditions, the total flow through the two discharge valves
and other leakage paths in the aircraft is equal to the net flow into the cabin from the
packs.
When both valves are fully open and both packs are on, the pressure drop across the valve
is close to zero when stable conditions have been established.
The pressurization controller positions the discharge valves so that the cabin pressure
required by the panel settings is achieved.
Each discharge valve is biased to the fully closed position by a spring. The valve is
positioned by the balance of forces due to:
Cabin pressure.
The spring.
FCOM:V1-002
Nov 01 /09
Chapter 3 Topic 7
Page3
AIR CONDITIONING
Semi-automatic Pressurization
Figure 7_2 - Discharge Valve Control
o4
Cabin pressure
Left air
supply
Alght air
po
supply
~
t-----position
Va ...
lv-e- - - - - - - " " " iCabin pressurol
Flow from
cabin and
flight deck
Valve
control
Torque
motor
Rererrenc:e c:namber
Reference chamber
pressure
Cabin
prossun.
Discharge prossuro
(close to ambient pressure)
Valve outlet
Discharge
flow
1-\11.()3-00047
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Semi-automatic Pressurization
Chapter 3 Topic 7
Page4
Pneumatically operated.
Do not require
electricity~
Maximum cabin altitude protection is provided by a maximum cabin altitude control valve
on each valve. A cabin altitude control valve prevents the cabin altitude rising above
15 000 ft provided an adequate flow of air is entering the cabin from the packs. The cabin
altitude control valve is shown schematically in Figure 7.3.
Each cabin altitude control valve senses cabin pressure; if the cabin altitude rises above
15 ooo ft, the cabin altitude control valve increases the reference chamber pressure by
increasing cabin pressure into the reference chamber. A cabin altitude control valve will
control to 15 000 ft if an adequate air supply is available; if not, it will close its discharge
valve.
Positive Relief Control Valve
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Semi-automatic Pressurization
Chapter 3 Topic 7
Page 5
Loft atr
supply
Altitude
limiter
Right It r
supply
Maximum
cabin altitude
control valve
Positive relief
control valve
Valve
normal
control
~-
Shuttle valve
Torque
mot or
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Semi-automatic Pressurization
Chapter 3 Topic 7
Page6
The increase in external pressure that occurs when the aircraft is descending very rapidly
after loss of both packs may cause a negative differential pressure. An inward relief valve
on each discharge valve limits negative differential to 0.5 psi.
The inward relief valve vents the reference chamber to the cabin; thus the higher ambient
pressure will tend to open the discharge valve.
The inward relief valve is shown schematically in Figure 7.4.
Ditching
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Semi-automatic Pressurization
Chapter 3 Topic 7
Page 7
Ditch
motor
Valve
normal
control
DITCH
lnwa rd relief
servo valve
Close
~
Open
Inward
relief
valve
Cabin
pressure
Ditch Inward
relief valve
Loft a r
supply
Rfghtafr
supply
Shuttle vlve
Torque
motor
FCOM:V1-002
Nov 01/09
AIR CONDITIONING
Semi-automatic Pressurization
Chapter 3 Topic 7
Page a
Pressurization Controller
The pressurization controller is electronic. It is behind the pressurization panel on the flight
deck overhead panel. The controller functions are shown schematically in Figure 7.5.
The controller has one control circuit for the automatic mode and another for the manual
mode. The automatic mode circuit is normally powered by essential AC, but will be
powered automatically by the emergency battery busbar if essential AC fails. The manual
mode circuit is powered by the emergency battery busbar. When the mode switch is
selected to AUTO, the automatic control circuit is turned on and the manual control circuit
is turned off. When the mode switch is selected to MAN, the automatic control circuit is
turned off and the manual control circuit is turned on.
The discharge valve position indicators are powered from emergency battery busbar.
The ditch function is normally powered from essential AC; if essential AC fails, the ditch
function is automatically powered from the emergency battery busbar. If the DISCH
VALVES switch is set to DITCH, the ditch motors in both discharge valves rotate to the
ditch position.
Both the automatic control circuit and the manual control circuit respond to the NORMAL,
SHUT 1 and SHUT 2 positions of the DISCH VALVES switch. At NORMAL both valves are
controlled; the positions of the valves will be approximately the same. At SHUT 1, valve 1
is shut and control is maintained using valve 2. At SHUT 2, valve 2 is shut and control is
maintained using valve 1.
When the mode selector is selected to MAN, the position of the discharge valves is
determined by the rotary MAN control and the position of the DISCH VALVES switch. The
MAN switch sends a position demand to the valves. Provided a valve has not been
selected SHUT, it will take up the position demanded by the rotary control.
When the mode selector is at AUTO:
In the air, the valves are positioned to satisfy the rate and cabin altitude demands
set on the controller. Provided a valve has not been selected to SHUT, both valves
will be at approximately the same position.
On the ground, the valve position depends on a ground logic circuit within the
automatic control circuit. The ground logic circuit looks at the squat switch position
and the position of the thrust lever of engine 2.
In the automatic mode, the controller uses a pressure transducer that senses cabin
pressure to determine the actual cabin altitude and the actual rate of change of cabin
altitude.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Semi-automatic Pressurization
Chapter 3 Topic 7
Page9
Valve 1 Indicator
position sensor
Valve 2 Indicator
position sensor
Manual control
Normal/shut 1/shut 2
EMERG BATT
Power
supply
AUTO
and
DITCH
ESSAC
Thrust
Ditch
Valve1
ditching
motor
Ditch
Valve 2
ditching
motor
Normal/shut 1/shut 2
~~~
Valve 1
torque motor
Automatic control
Valve 2
torque motor
Pack and
engine air
switching
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Semi-automatic Pressurization
Chapter 3 Topic 7
Page 10
In the automatic mode, the cabin rate is controlled to the set rate until the set cabin altitude
is attained. The set cabin altitude is then held. The rate direction does not need to be set.
The cabin altitude will climb if the actual cabin altitude is below the set value and descend
if the actual cabin altitude is above the set value.
The selected rates of climb are the equivalent sea level rates; they are:
At the detented position on 31 000 ft controllers, 525 ft/min in a climb and 375 ft/min
in a descent.
At the detented position on 33 000 ft controllers, 500 ft/min in a climb and 325 ft/min
in a descent.
At the increased rate setting on 33 000 ft controllers, 600ft/min in a climb and 360
ft/min in a descent.
At the minimum position, 150 ft/min in a climb and 100 ftlmin in a descent.
At the maximum position, 1 800 ftlmin in a climb and 1 200 ftlmin in a descent.
The controller will control to the cabin altitude set on the cabin altitude scale. The cabin
altitude is set using the ALT control. The datum for the cabin altitude will be the setting on
the baro setting scale. The datum is changed with the BARO control.
The discharge valves move more quickly when either pack switch is operated or either
inboard engine air switch is operated.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Semi-automatic Pressurization
Chapter 3 Topic 7
Page 11
On the ground with the thrust lever of engine 2 below the take-off range, the system sets
the altitude for control to 14 000 ft and the rate of control to 1 200 ft/min. Both discharge
valves move to fully open provided air is available from the air supply system.
On the ground with at least one pack on, the system selects a cabin rate of descent of
600ft/min when the thrust lever of engine 2 is moved into the take-off range. On take-off,
the system is controlling at rotation.
On the ground with both packs off, the system signals both valves towards the closed
position when the thrust lever of engine 2 is moved into the take-off range.
The ground logic requires:
AND
Another DC power source to signal the controller that the aircraft is on the ground.
On early aircraft the DC signal comes from DC 2; on most aircraft the signal comes from
ESS DC. Early aircraft require both DC 2 and EMERG DC for the ground logic to work, but
most aircraft require ESS DC and EM ERG DC for the ground logic to work.
If the GRND PRESSN switch light on the overhead test panel is selected to ground
pressurization mode, the on ground signal is removed from the controller; the automatic
system will function on the ground in the same way that it does in the air. The ground
pressurization mode is for maintenance purposes only.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Semi-automatic Pressurization
Chapter 3 Topic 7
Page 12
FCOM:V1-002
Nov 01 /09
Overview
The pressurization system provides the means for controlling the cabin pressure during all
ground and flight operations. The system ensures that comfortable changes of cabin
pressure are achieved inside the cabin regardless of the aircraft ascent and descent rates.
A pressurization overview schematic is shown in Figure 8.1 .
The air supply for the pressurization system comes from the two air conditioning packs.
The packs are supplied by the aircraft air supply system. The aircraft air supply system is
supplied by the engines and the APU. The aircraft air supply system is divided into two
parts: the left and the right. The APU supplies the left and the right system The left wing
engines supply the left system and the right wing engines supply the right system. Pack 1
is supplied by the left system and pack 2 is supplied by the right system.
The air supply leaves the aircraft via two out flow valves on the left side of the fuselage: the
primary outflow valve and the secondary outflow valve. The pressurization system
pressurizes the aircraft by regulating the flow of air from the outflow valves.
The outflow valves are electrically controlled and pneumatically operated. The control
signal comes from the pressurization controller on the flight deck overhead panel. The
pneumatic power comes from either the left or the right air supply system via a shuttle
valve. Pneumatic power is available to operate the valves provided the APU air is
available or air is available from at least one engine.
Figure 8.1 - Pressurization Overview Schematic
IEngine !~
IEngine 31--ffi
Flight
deck
Cabin
APU bay
APU
Primery
valve
FCOM:V1002
Nov 01 / 09
AIR CONDITIONING
Fully Automatic Pressurization
Chapter 3 Topic 8
Page2
The pressurization controller controls one outflow valve. The position of the other outflow
valve is pneumatically slaved to the position of the valve being controlled by the controller.
The outlet area of the inecontrol valve is controlled by the pressurization controller between
fully closed and fully open. When the outflow valve is fully closed, no cabin air can leave
the aircraft via the outflow valve. When both outflow valves are closed, there is still
leakage of air from the aircraft: for example, through the door seals.
When a valve is not fully closed, the cabin differential pressure depends on the valve outlet
area and the flow rate through the valve. The differential pressure increases as the valve
outlet area is decreased. The flow rate through the valve increases as the differential
pressure increases. In stable conditions, the total flow through the two outflow valves and
other leakage paths in the aircraft is equal to the net flow into the cabin from the packs.
When both valves are fully open and both packs are on, the pressure drop across the valve
is close to zero when stable conditions have been established. The pressurization
controller positions the outflow valves so that the cabin pressure required by the panel
settings is achieved.
Each outlet valve is biased to the fully closed position by a spring. The valve is positioned
by the balance of forces due to:
Cabin pressure.
The spring.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Fully Automatic Pressurization
Chapter 3 Topic 8
Page3
1. . . . .-
Cabin pressure
Valve
fully opon
loft a1r
up ply
Right lr
supply
Valve
control
Flow from
cabin and
flight deck
Reference chamber
Cabin
pressure
Discharge pressure
(close to ambiont prossuro)
Valve outlet - - - - - - -
Discharge
flow
i-vl-03-00062
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Fully Automatic Pressurization
Chapter 3 Topic 8
Page4
Pneumatically operated.
Do not require
electricity~
Maximum cabin altitude protection is provided by a cabin altitude limit control valve on
each outflow valve. A cabin altitude limit control valve prevents the cabin altitude rising
above 15 000 ft provided an adequate flow of air is entering the cabin from the packs. The
control valve is shown schematically in Figure 8.3. If the OUTFLOW VALVES switch has
been set to DUMP, the cabin altitude limit control valve controls to 15 700ft.
Each cabin altitude limit control valve senses cabin pressure; if the cabin altitude rises
above 15 000 ft (15 700ft if DUMP is selected), the cabin altitude limit control valve
increases the reference chamber pressure by introducing cabin pressure into the reference
chamber. A control valve will control cabin altitude to the limit if an adequate air supply is
available; if not, it will close its outflow valve.
Positive Relief Control Valve
FCOM:V1-002
Nov 01 /09
Chapter 3 Topic 8
Page 5
AIR CONDITIONING
Fully Automatic Pressurization
Cabin pressure
Loft ar
supply
Right air
Cabin pressure
au ply
Inlet
Only fitted to lhe
primary valve
I
Positive relief
control valve
Cabin altitude
limit control
valve
Valve
control
Shuttle valva
Reference chamber
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Fully Automatic Pressurization
Chapter 3 Topic 8
Page6
Inward Relief
The increase in external pressure that occurs when the aircraft is descending very rapidly
after loss of both packs may cause a negative differential pressure. The design of the
outflow valve limits any negative differential to 0.5 psi.
When the ambient pressure significantly exceeds the cabin pressure, the balance of forces
across the outflow valves forces them towards the open position. Pressure is prevented
from rising in the reference chambers by the permanently open bleed port in the primary
valve to the cabin.
Ditch Valve
Each discharge valve has a ditching valve. The ditching valve is shown schematically in
Figure 8.4.
The ditching valve is operated by an electric solenoid. When the solenoid is powered, the
ditching valve is opened. The solenoid is powered from the emergency battery busbar.
When the ditching valve is open, the reference chamber is connected to a port in the valve
outlet.
When the OUTFLOW VALVES switch is selected to DITCH:
AND
On ditching, water enters the reference chamber via the port in the outflow valve outlet and
the ditching valve. As a result, the pressure is equalised on either side of the valve and the
valve closes under the influence of the spring. This ensures that water cannot enter the
aircraft via the discharge valves.
FCOM:V1-002
Nov 01 /09
Chapter 3 Topic 8
Page 7
AIR CONDITIONING
Fully Automatic Pressurization
Figure 8-4 - Ditching
Pneumatic link to the
other outflow valve.
Left air
supply
Right air
Cabin pressure
supply
inlet
Only fitted to the
primary valve.
Ditch
Valve
control
Ditching valve
Reference chamber
Spring
iv1.Q3.QQQ64
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Fully Automatic Pressurization
Chapter 3 Topic 8
Page8
System Control
The engine 2 thrust lever position and the squat switch position. These inputs are
used to determine whether the aircraft is taking off or landing.
Each channel provides software maximum cabin differential protection. If the cabin
differential pressure exceeds the software limit, a rate of climb is commanded. Maximum
differential protection overrides all other software functions.
The protection is available in both the manual mode and the automatic mode.
The software limits are:
A channel calculates differential pressure from its cabin pressure sensor and ADC aircraft
altitude data. If neither ADC is available, the software maximum cabin differential
protection is not available.
FCOM:V1-002
Nov 01 /09
Chapter 3 Topic 8
Page9
AIR CONDITIONING
Fully Automatic Pressurization
Figure 8_5 - System Control Schematic
Primary
channel
Cabin
pru$ure
sansor
s~ondary
ADC 1
channel
ADC 2
Cabin
:!=!==
~=!: pressure
sensor
Thrust
lever 2
Automat~~- ~
Automatic
mode control
mode con: J
Manual mode
control
Manual mode
control
Ditching valve power
EM ERG BATT
Valve control
Valve control
Ditchi ng
valve
Ditching
valve
Torque
motor
Torque
motor
Jet pumps
Primary outflow valve
FCOM:V1-002
Pneumatic link
Nov 01 / 09
AIR CONDITIONING
Fully Automatic Pressurization
Chapter 3 Topic 8
Page 10
System Indication
The white PRESSN caption indicates that an abnormal system selection has been made or
that a minor system failure has occurred. A minor system failure is one that does not
require pilot action: for example, a single channel failure.
The abnormal selections are DUMP, DITCH or MAN.
Amber PRESSN
i Caption
The amber PRESSN i caption indicates that the differential pressure is outside the range
-0.5 to 7.6 psi or that a major system failure has occurred requiring pilot action: for
example, dual channel failure or dual ADC failure.
When the differential pressure is outside the range of -0.5 to 7.6 psi, the indication of
differential pressure on the panel display and the QUAD indicator will flash.
CABIN HI ALT Caption
The logic associated with the CABIN HI ALT caption is described in the Cabin High
Altitude Warning topic of this chapter.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Fully Automatic Pressurization
Chapter 3 Topic 8
Page 11
------t~ERG
Normal
supply
Bock-up
SUpJJIY
Primary
channel
o"CJ
Secondary
channel
Normal
indication
,...,
u
,..., ,...,
uu
,...,,...,
LJ
Normal
indication
PRESSN
PRESSN
PRIMARY
Ol'tN
~UlL
SFUlNOARY
Full OPfN
Valve control
EMERGBATI
Torque
motor
Valve control
Torque
motor
Valve
Valve
position 1+---"1---+! position
switches
switches
Primary outflow valve
~----------------~
FCOM:V1-002
1-v1 .00-oooe&
Nov 01 / 09
AIR CONDITIONING
Fully Automatic Pressurization
Chapter 3 Topic 8
Page 12
Sub-modes
Ground sub-mode.
Take-off sub-mode ~
Climb sub-mode.
Descent sub-mode.
Landing sub-mode.
Ground Sub-mode
The ground sub-mode is used to prevent pressurization on the ground. The ground
sub-mode is first entered when the controller is powered up and an on ground signal from
the squat switch is present. In the ground sub-mode, both outflow valves are signalled fully
open. The system transfers to the take-off sub-mode when either engine 2 thrust lever is
moved into the take-off range, or the airspeed exceeds 160 kt.
Take-off Sub-mode
In the take-off sub-mode, a cabin rate of descent is signalled so that the system is in
control when the aircraft rotates. A small degree of pressurization is achieved during the
take-off run. However, the cabin altitude does not descend more than 200ft below the
ru nway altitude.
Take-off Abort Sub-mode
If the engine 2 thrust lever is retarded while the aircraft is still on the ground, the take-off
abort sub-mode is entered. In the take-off abort sub-mode, the cabin pressure is reduced
gradually for 20 seconds and then the outflow valves are opened fully. The system then
transfers back to the ground mode.
Climb Sub-mode
The climb sub-mode is entered 10 seconds after the aircraft becomes airborne. The
aircraft is considered airborne if either weight is off the wheels or the airspeed is greater
than 160 kt.
The automatic mode uses a principal schedule of cabin altitude against aircraft altitude.
The principal schedule is shown in Figure 8 .7. To minimise unnecessary descents after
take-off in the automatic mode, on first entering the climb sub-mode after take-off:
For take-off altitudes less than 2 ooo ft, the cabin altitude is controlled to a take-off
schedule of cabin altitude versus aircraft altitude. The schedule starts with a cabin
altitude slightly below the take-off altitude. The system follows the take-off
schedule until it intersects with the principal schedule. This occurs at an aircraft
altitude of 1 5 000 ft.
For take-offs at 2 000 ft or above, but not above 8 000 ft, the cabin altitude is held
at the take-off value for 5 minutes. Then, cabin altitude is controlled to the higher of
the cabin altitude of the principal schedule and the landing field elevation.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Fully Automatic Pressurization
Chapter 3 Topic 8
Page 13
In the automatic mode, when the climb mode is first entered from a take-off altitude greater
than 8 000 ft, the cabin altitude is controlled to the higher of the cabin altitude of the
principal schedule and the landing field elevation.
On entries to the climb mode other than the first, the cabin altitude is controlled to the
higher of the cabin altitude of the principal schedule and the landing field elevation.
When seeking the cabin altitude of the principal schedule, the cabin rate of change is
limited to pressure rates of change equivalent to a climb rate of 600 It/min at sea level and
a descent rate of 325 ftfmin at sea level.
In the manual mode, the cabin rate is controlled to the set rate. When the rate is set to
zero, the system holds the existing cabin alt itude.
Figure 8.7 - The Principal Schedule
10 000
r
g
6 000
Q)
"0
...
:l
4 000
:;:;
cv
c
:0
cv
8 000
2 000
-2 000
-5 000
~
0
v
v
10 000
_/
20 000
30 000
40 000
i-v 1-0300067
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Fully Automatic Pressurization
Chapter 3 Topic 8
Page 14
Descent Sub-mode
The climb sub-mode transfers to the descent sub-mode if the aircraft descends more than
500ft. The descent sub-mode transfers back to the climb sub-mode if the aircraft climbs
more than 500 ft.
In the descent sub-mode, the cabin altitude is controlled to the higher of the cabin altitude
of the principal schedule and the landing field elevation.
When seeking the cabin altitude of the principal schedule, the cabin rate of change is
limited to pressure rates of change equivalent to a climb rate of 525ft/min at sea level and
a descent rate of 325 ft/min at sea level.
In the manual mode, the cabin rate of change is controlled to a set rate. When the rate is
set to zero, the system holds the existing cabin altitude.
Landing Sub-mode
The landing mode reduces any residual cabin differential pressure on landing in a
controlled manner. Landing mode is entered from either climb, descent or flight modes
when the squat switch senses an on-ground condition and the airspeed is less than 140
kt. After 20 seconds, the system changes to the ground sub-mode.
Automatic Mode Selection and Indication
In the automatic mode, a landing field elevation can be selected using the LOG ALT control
on the panel; rate control is automatic.
The LOG ALT switch is a 16 position switch. It moves in clicks and allows the landing field
altitude to be set in steps of 100 ft. The first click causes the currently selected landing
altitude to be displayed on the panel indicator bottom line. Each further click of the selector
causes the landing altitude to change by 1oo ft. Clockwise rotation causes an increase in
landing altitude. While the landing altitude is being displayed on the panel indicator, LA
precedes the displayed altitude. The displayed landing altitude is referenced to the
sub-scale setting on the left altimeter.
On the ground, the landing field altitude can be set between -1 000 ft and 8 000 ft. In the
air, the landing field elevation can be set above 8 000 ft, but not above 14 000 ft.
The cabin altitude displayed on the panel indicator and the QUAD indicator is referenced to
the altimeter sub-scale setting on the left altimeter.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Fully Automatic Pressurization
Chapter 3 Topic 8
Page 15
Landing field elevation is not used in the manual mode. The only manual control is the
MAN RATE control on the panel. In the manual mode, cabin rate is controlled to the set
rate. When the rate is set to zero, the system holds the existing cabin altitude.
The MAN RATE switch is a 16 position switch. It moves in clicks and allows the manual
rate to be displayed on the panel indicator top line and the QUAD indicator top line. Each
further click of the selector causes the manual rate to change by 50 fVmin. Clockwise
rotation causes an increase in manual rate. While the manual rate is being displayed on
the panel indicator, MR precedes the displayed rate. While the manual rate is being
displayed on the QUAD indicator, MAN precedes the displayed rate.
The MAN RATE can be set between -2 500 fVmin and 2 500 fVmin. The selected rate
gives a pressure equivalent to the selected rate at sea level. The indicated rate is the
actual rate. At cabin altitudes above sea level, the indicated rate will be higher than the
actual rate: about 20% higher at 8 000 ft cabin altitude. Cabin comfort depends on the
pressure rate and not the altitude rate.
If either ADC is available, the displayed cabin altitude is referenced to the altimeter sub
scale setting on the left altimeter.
If both ADCs have failed, the displayed cabin altitude is referenced to 1013 mb and there
will be no indication of ~p .
ADC Failures
If a single ADC failure occurs, the white PRESSN caption illuminates and ADC 1 or 2, as
appropriate, is displayed on the middle line of the panel display. The controlling channel
will use data from the serviceable ADC.
If both ADCs fail:
FCOM:V1-002
However, the
Nov 01 /09
AIR CONDITIONING
Fully Automatic Pressurization
Chapter 3 Topic 8
Page 16
The controller performs an excess rate test. The test continuously monitors the actual
cabin rate compared to the demanded rate. A fail point is determined by the rate of error
and the time for which it existed. If the test fails, the controlling channel will be failed and
control will be transferred to the other channel. The white PRESSN caption will illuminate
and the failed channel will be indicated on the middle line of the display panel.
If the second channel subsequently fails the test:
The amber PRESSNi caption illuminates and a DUAL fault is annunciated on the
middle line of the panel display.
The excess rate test can fail in both channels if both air conditioning packs are off in flight.
As soon as the packs are restored, the PRESSNi caption extinguishes and the dual fault
clears. A typical case is a take-off without air conditioning followed by a late introduction of
air conditioning.
Verify Test Mode
A verify test mode can be entered on the ground by either rotating the LOG ALT selector
five clicks past -1 000 ft or 5 clicks past 8 000 ft. If the test passes, PASS is displayed on
the panel display for 5 seconds after the test is complete. If the test fails, the fault is shown
on the middle of the display.
Panel Display
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Fully Automatic Pressurization
Chapter 3 Topic 8
Page 17
---------1~
MR+
-: n n
~uu
n
.u
Differential pressure
~nn
Cabin altitude
~uu
.,
Differential pressure
.,
l anding altitude
IJio
i-v1 -03-00068
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Fully Automatic Pressurization
Chapt er 3 Topic 8
Page 18
Fault Display
The panel indicator normally displays cabin differential pressure on the middle line. If a
fault occurs, differential pressure is replaced by the fault. The display can be returned to
the differential pressure by pressing the CLEAR DISPLAY FAULT button on the panel.
If a fault is diplayed it should be recorded for maintenance action. Once recorded, the
CLEAR DISPLAY FAULT button is pressed. If more than one fault has been detected, the
next fault is displayed after the button is pressed.
If a particular fault is common to both channels, two presses must be made to clear the
fault from the display. Once all faults are cleared from the display, differential pressure is
again indicated.
It is important to realise that the button only clears the fault from the display. Pressing the
button does not cure the fault.
An example of the fault display is shown in Figure 8.9. The various fault annunciations and
their meanings are given in Table 8.1.
...
Cabin altitude
...
Ti
..!J
.-.
n
w
-:.
'- c
::. nn
ww
i-v1-03-00069
Meaning
TEST
PASS
PRI
SEC
POFV
SOFV
ADC1
ADC2
ADC
DUAL
ALT
FCOM:V1-002
Nov 01 /09
CWP caption
Every aircraft has a red CABIN HI ALT caption on the CWP. If the caption illuminates, the
triple chime sounds and the glareshield red alert lamps flash.
Fully Automatic Pressurization
In aircraft with a fully automatic pressurization system, the caption is illuminated by the
pressurization controller. Each channel independently generates the cabin high altitude
warning in both the manual and the automatic modes. Either channel can illuminate the
CABIN HI ALT caption. The system is shown schematically in Figure 9.1 .
In cruise or descent, the cabin high altitude warning threshold is the higher of the following:
9 700ft.
In the climb, the cabin high altitude warning threshold is the higher of:
9 700ft.
Take-off altitude plus 500 It minus 300 times the airborne time in minutes.
The logic caters for take-offs and landings at high altitude airfields.
The emergency battery busbar supplies the cabin high altitude warning circuit. For the
cabin high attitude warning to work, one channel of the pressurization controller must be
working and the emergency battery bus must be powered.
When the cabin high altitude caption is illuminated, the air conditioning is forced to the
fresh mode.
If the cabin altitude exceeds 8 700 It, the panel and QUAD displays of cabin altitude flash.
This flashing can be cancelled by pressing the CLEAR DISPLAY FAULT button. If the
cabin altitude is at or above the high altitude warning threshold, both displays of cabin
altitude will flash. In this case the CLEAR DISPLAY FAULT button has no effect. The
flashing stops when the cabin altitude reduces below the warning threshold.
Figure 9.1 - Cabin High Altitude Warning with Fully Automatic Pressurization
DC BUS 2
I
I
I
I
Primary channel!
1- r-
Cabin air
to fresh
Pressurisation controfler
EMERG DC
EMERG BATT
I
I
I
I
Secondary channel :
1-1- ---------
Relay control
Caption power ----.1
Cabin high
altitude relay
i-v1 -03-00070
FCOM:V1-002
Nov 01/09
AIR CONDITIONING
Cabin High Altitude Warning
Chapter 3 Topic 9
Page2
Semi-automatic Pressurization
For aircraft cleared to operate from airfields up to 8 000 ft, there is one high altitude
pressure switch. The pressure switch illuminates the caption if the cabin altitude
exceeds 9 300ft. The caption remains illuminated until the cabin altitude reduces
to below 8 500 ft.
For aircraft cleared to operate from airfields up to 9 300ft, there is one high altitude
pressure switch. The pressure switch illuminates the caption if the cabin altitude
exceeds 10 000 ft. The caption remains illuminated until the cabin altitude reduces
below 9 200 ft.
For aircraft cleared to operate at specific airfields above 9 300ft, there are two
pressure switches: one operates at 9 300 ft and the other at 13 500 ft. The
required switch is selected by a push-button light-switch on the right instrument
panel. When the button is out, the 9 300 ft pressure switch is selected. When the
button is in, the 13 500ft pressure switch is selected and a white CAB HI DATUM
legend illuminates on the switch. The CABIN HI ALT caption remains illuminated
until the cabin altitude is 800 ft below the selected datum.
The emergency battery busbar supplies the cabin high altitude warning circuit.
When the cabin high altitude caption is illuminated, the air conditioning is forced to the
fresh mode.
In aircraft with one high altitude switch, the cabin high altitude switch operates a relay that
illuminates the CAB HI ALT caption and forces the cabin air to the fresh mode. The
arrangement is shown schematically in Figure 9.2.
In aircraft with two cabin high altitude switches, the selected cabin high altitude switch
operates a relay that illuminates the CAB HI ALT caption and forces the cabin air to the
fresh mode. The arrangement is shown schematically in Figure 9.3.
FCOM:V1-002
Nov 01 /09
AIR CONDITIONING
Cabin High Altitude Warning
Chapter 3 Topic 9
Page3
Figure 9-2 - Cabin High Altitude Warning with One Altitude Switch
Cabin air
to fresh
EMERG BATT
:f---------
Cabin high
altitude relay
Caption power
i-v1 -03-00071
pressure switch
9 300ft
Cabin air
to fresh
1-- - - - - - --
Relay control
Cabin high
altitude r elay
Caption power
- --.r' - -- - - - - --'
i-v1-03-00072
FCOM:V1-002
Nov 01 / 09
AIR CONDITIONING
Cabin High Altitude Warning
Chapter 3 Topic 9
Page4
FCOM:V1-002
Nov 01 /09
Topic 1 - Overview
1
1
3
3
3
5
5
7
7
1
1
3
3
5
6
7
7
General .........................................................................................................................
Garrett APU Air Valve...................................................................... .. ............. ..............
Sundstrand APU Air Valve.................... ............. ...... ............................................... ......
APU VLV NOT SHUT Annunciator ....... ............. ............................... ............................
APU NRV LEAK Annunciator........................................................... ............ ............. ....
1
3
5
5
Topic 4- Services
3
5
5
7
9
9
FCOM:V1-002
Nov 01/09
2
2
AIR SUPPLY
Contents
Chapter 4 TOC
Page2
3
5
6
7
8
Topic 6- Summary
FCOM:V1-002
Nov 01 /09
1
3
4
5
7
AIR SUPPLY
Contents
Chapter 4 TOC
Page3
FCOM:V1-002
Nov 01 /09
General
The a.ir supply system provides pressurized, heated air to the aircraft pneumatic services.
An ov-erview of the system is shown in Figure 1.1.
Air is .supplied from five sources: the outlet of each -engine's HP compressor and the outlet
of the APU compressor.
Engine Air Supply
Air from each engine compressor passes to the services via the engine's pylon. The pylon
contains an engine air valve; the valve regulates the pressure of the air and acts as a
shut-off valve.
The hot air from the engine compressor is cooled in a precooler just downstream of the
engine air valve . The cooling medium for the precooler is engine fan air from the engine
bypass duct.
A temperature control system regulates the temperature of the compressor supply by
controlling the amount of fan air that passes through the heat exchanger.
Some services are supplied from upstream of the valve: the upstream services. The
remainder are supplied from downstream of the valve: the downstream services.
A non-return valve (NRV), downstream of each temperature regulator, prevents air from
another engine entering the pylon bleed system.
The air supply system downstream of the engine air valves is divided into two parts: left
and right.
The sides are normally isolated from each other. Engine 1 and engine 2 normally feed the
left side; engine 3 and engine 4 feed the right side. The APU air is supplied to both sides.
The tail ice protection system has two on-off valves. When both are open, the left and right
sides are connected.
An engine's upstream services will function regardless of the position of its engine air valve
provided the engine is running.
APU Air Supply
Air from the APU compressor is supplied via an APU air valve; the valve acts as a shut-off
valve.
Engin-e air is prevented from entering the APU supply duct by two NRVs. If either NRV
fails, a third NRV prevents engine air reaching the A.PU compressor.
FCOM:V1 -002
Nov 01 /09
Chapter 4 Topic 1
Page 2
AIR SUPPLY
Overview
Figure 1_1 - Air Supply Overview
Each engine air valve acts as a pressure regulator and a shut-off valve.
ENG 1 HP
ENG 2HP
ENG3HP
ENG 4HP
ENG 1 AIR
ENG 2AIR
ENGJAIR
ENG4AIR
VALVE
VALVE
VALVE
VALVE
Precooler
Precooler
Precooler
Precooler
T ai I anti-ice valve 2
NRVs A and B prevent engine air entering the APU supply duct.
A
Engine air supply
APU air supply
Left air supply
APUAIR
VALVE
I .. I
NRV
i-v1-04-00001
FCOM:V1-002
Nov 01 / 09
AIR SUPPLY
Overview
Chapter 4 Topic 1
Page3
The air supply services are shown in Figure 1.2. They can be divided into two groups:
those upstream of the engine air valve and those downstream of the engine air valve.
Upstream Services
The air supply services upstream of the engine air valves are:
For engine 2, also the pressurization of the yellow hydraulic reservoir and the stick
push ram.
For engine 3, also the pressurization of the green hydraulic reservoir and the stick
push ram.
Downstream Services
The air supply services downstream of the engine air valves are:
The servo power to change the air conditioning mode from fresh to recirculation.
The operating power for the pressurization discharge valves (called outflow valves
for some systems).
Toilet flush.
The discharge valves and the water tank pressurization are supplied via a shuttle valve.
The left and right systems supply the shuttle valve. The system with the highest pressure
will supply the discharge valves and the water tank pressurization.
Air conditioning pack 1 is supplied by the left system; air conditioning pack 2 is supplied by
the right system.
The air conditioning mode servo power is supplied by the right system; the toilet flush is
supplied by the left system.
The left wing ice protection is normally supplied by the left wing engines; the right wing ice
protection is normally supplied by the right wing engines. The tail ice protection is normally
supplied by all of the engines.
APU air can be supplied to all the downstream services, but APU air must not be used for
airframe ice protection.
FCOM:V1-002
Nov 01 /09
AIR SUPPLY
Overview
Chapter 4 Topic 1
Page 4
'
Engine and
intake Ice
protection
Engine and
intake ice
protection
Engine and
intake ice
protection
Engine and
intake ice
protection
Shuttle valve
Water tank
Pressunzabon
discharge valves
i Tollet ftush
Air
Conditioning
Pack 1
FCOM:V1-002
RECIRC/FRESH
selection
Air
Conditioning
Pack 2
Nov 01 / 09
AIR SUPPLY
Overview
Chapter 4 Topic 1
Page 5
FCOM:V1-002
Nov 01 /09
AIR SUPPLY
Overview
Chapter 4 Topic 1
Page6
1
ON
OFF L--~...J
On/off
+
ENG 1 AIR
VALVE
Left
downstream
services
Precooler
High
pressure
High
temperature
NIPS
ENG 1 AIR
VALVE
Low temperature w i th
ai rframe anti-ice o n.
ENG 1 AIR
FAULT
i-v 1-04-00003
Right
downstream
services
t
I
+
Left
downstream
services
On/off
._c
VALVE
A
Engine air leaking
past NRV A or B
~
APU NRV
LEAK
FCOM:Vl-002
APU AIR
1
APU VLV
NOT SHUT
Nov 01 / 09
AIR SUPPLY
Overview
Chapter 4 Topic 1
Page 7
The air supply ducting is shown in Figure 1.5. Each engine supplies air through its pylon
bleed system. The pylon bleed system regulates the pressure and temperature of the air.
The regulated air leaves the pylon through two ducts: one beneath the wing leading edge,
the other near the wing trailing edge.
The leading edge duct supplies the wing ice protection.
The trailing edge supply from each engine enters a common duct running along the rear of
the aft spar. The air is ducted from the trailing edge along the spine of the aircraft to
supply the air conditioning packs and the tail ice protection.
The APU air supply is ducted from the APU bay to the air conditioning bay. The supplies
from the engine and the APU are joined together in the air conditioning bay.
The aircraft spine is split into two compartments -left and right. A seal separates the
compartments. The ducts from the left engine run through the left side of the spine, and
the ducts from the right engines run through the right of the spine.
The duct that supplies air to the tailplane is fed through a compartment in the fin leading
edge. This compartment is isolated from the spine compartments by a seal.
Burst Duct Detection
Temperature-sensitive loops and switches outside the ducts provide signals for flight deck
indication of duct leaks. For some detected leaks, the associated bleed supplies are
automatically shut down.
The flight deck indications of overheat conditions outside the ducts are:
Amber L ZONE HI TEMP and R ZONE HI TEMP annunciators on the Air Supply
panel.
FCOM:V1-002
Nov 01 /09
AIR SUPPLY
Overview
Chapter 4 Topic 1
Pages
Duct in fin
Ducts aft of rear spar
Ducts along spine
; I
Engine supply
lnlo leading
edge Fat
wing ice
protection
Duct beneath
wing in pylon
Pre-cooler
PYLON
\
Firewall
NRV
ENG AIR
Vat ...e
FCOM:V1-002
Nov 01 / 09
General
One supplies air to the airframe services; the supply is routed through the
associated pylon.
The air supply to the intake is routed through an intake anti-ice valve; the valve acts as a
shut-off valve and a pressure regulator. The regulator limits pressure to 28 psi. The
temperature of the air is not controlled.
The air supply to the engine LP compressor and splitter lip is routed through an engine
anti-ice valve; the valve acts just as a shut-off valva.. The pressure and temperature of the
air are not controlle-d.
The engine and intake ice protection is fully described in the Engines chapter.
Airframe Supply
On the inboard engines, the airframe supply splits into two paths. One supplies the stick
push system and hydraulic reservoir pressurization; the other supplies t he downstream
services via the engine air valve.
The airframe supply from the outboard engines only supplies the downstream services.
The e-ngine air valve acts as a shut-off valve and pressure regulator. The regulator limits
pressure to 41 psi.
A regulator in the line to the hydraulic reservoirs limits the pressure to 50 psi; another
regulator limits the stick push pressure to 40 psi.
After t he pressure is regulated, the high-temperature air passes from the engine air valve
to the precooler. The precooler limits the air temperature to approximately 21 ooc.
The precooler cools the HP compressor air using fan air from the bypass duct. The flow of
fan air passing through the precooler is determined by a temperature control valve (TCV).
A thermostat downstream of the precooler senses the delivery temperature; the thermostat
blee-ds delivery air to pneumatically control the position of the TCV. Thus temperature
control is independent of the electrical supplies.
From the precooler, the air passes to the downstream services via a venturi and an NRV.
The venturi limits the flow of air that can be taken from the engine. The NRV prevents
reverse flow from the other engines or the APU.
FCOM:V1 -002
Nov 01 /09
AIR SUPPLY
Chapter 4 Topic 2
Page 2
Engine Supply
Figure 2.1 - Engine Bleed Supply
Fan
HP compressor
Cooling air
from bypass
duct
Intake anti-ice
valve
~--
Temperature
control valve
Intake ice
protection
Ice protection
PRV
Inboard
engines only
PRV
50 psi
' - -40psi
-'----'
Flow
modified by
TCV
LP compressor
Stick push
Hydraulic reservoir
Engine air valve is a shut-off
valve and pressure regulator
Limits pressure to 41 psi.
ENG AIR
VALVE
, - -.!!......-
-,
Precooler
Pneumatic
control
Flow
)
limitin~
ventun
..
I Thermostat
Thermostat bleeds air
from the air supply line
to control the TCV.
Downstream services:
> On-side pack.
> On-side wing ice protection.
> Tail ice protection.
> Operates discharge valve.
> Water tank pressurization.
> Servo power to change air conditioning mode
to RECIRC (right engines only).
> Toilet flush (left engines only).
iV10400006
FCOM:V1-002
Nov 01 / 09
AIR SUPPLY
Engine Supply
Chapter 4 Topic 2
Page3
Normal control of an engine air valve is via its ENG AIR switch on the Air Supply panel. An
amber ENG AIR VALVE NIPS annunciator is above each engine's switch.
The position of the valve is sensed by a pressure switch that senses flow through the
valve. If the switch is ON and the flow is low, the annunciator illuminates. If the switch is
OFF and flow is high, the annunciator illuminates. The arrangement is shown in Figure
2.2.
There are two occasions when the ENG AIR VALVE annunciators illuminate with the
switches on due to low flow rather than a failure of the valve:
At ground idle when the engines are being used to supply the air conditioning
packs.
At low N2 and high altitude. This is generally an indication that N2 is below the
minimum for adequate air conditioning.
Fault Protection
Protection against high temperature and high pressure is provided; the fault protection is
shown schematically in Figure 2.2.
The air supply downstream of the engine air valve is monitored for high pressure by a
pressure switch; the switch is set to 55 psi.
The air supply downstream of the precooler is monitored for high temperature by a
temperature switch. The switch is set to 2550C.
The switches signal fault protection logic circuits. If a high temperature or high pressure
condition is sensed, the circuits:
Illuminate an ENG AIR FAULT annunciator for the associated engine; the
annunciator is above the associated ENG AIR VALVE annunciator.
Send a signal to latch closed the associated engine air valve. When the valve
closes, the associated ENG AIR VALVE annunciator illuminates. It remains
illuminated until the associated switch is selected off.
In the case of a high pressure, latch to white a DUCT 0 / PRESS Ml for the
associated engine.
The Mls are on the avionics bay maintenance panel; the Mls are reset by a RESET switch
on the maintenance panel. The magnetic indicators are shown in Figure 2.3.
The ENG AIR FAULT annunciator remains illuminated for 60 seconds after the high
pressure or high temperature condition has cleared or until the associated ENG AIR switch
is selected off, whichever occurs first.
The latch on the valve is removed when the associated ENG AIR switch is set to OFF.
FCOM:V1-002
Nov 01 /09
AIR SUPPLY
Chapter 4 Topic 2
Page 4
Engine Supply
HP compressor
Flow
switch
ENG AIR
High or__..
low flow
VALVE
AIR
VALVE
NIPS
Logic
i+
-~
I
Switch
position
Prossuro
>55psi --,----~
SWitctl
ENG
Precooler
Fault
Protection
logic
NO_ DUCT
OPRESS
AfR
ON
p~~:~c;ohn-
Temperature
> 255"C - - , - - - --+iL ....- - - r - - '
High
temperature
$\\lt (OI'I
High pressure or
high temperature
{60 second hold on)
NO DUCT
O'tiEAT
ENG _ AIR
FAut.T
Relier
valve
)(
Low
temperature
OFF '--.,---'
Flow
limiting
venturi
T@mperature _ _ _ _ _ _...,..
< 12oc
switch
c _ __
Indication
Logic
__,r.
Switch
J position-
I' - -positloos
------'
[ Downstream services
FCOM:V1-002
Nov 01 / 09
AIR SUPPLY
Engine Supply
Chapt er 4 Topic 2
Page 5
NO 4 DUCT
NO 3 DUCT
NO 2 DUCT
NO 1 DUCT
O!PRESS
QIPRESS
OIPRESS
OlPRESS
NO 4 DUCT
Q,HEAT
NO 3 DUCT
O.HEAT
NO 2 DUCT
OtHEAT
NO 1 DUCT
OIHEAT
AND
Either of the on-side wing ice protection valves is open.
If the associated ENG AIR switch is at ON, the associated ENG AIR FAULT annunciator
also illuminates; when the ENG AIR FAULT annunciator illuminates, the AIR SUPPLY t
CWP caption also illuminates. The associated ENG AIR FAULT annunciator does not
illuminate if the associated ENG AIR switch is at OFF.
The indications for the two cases are shown in Figure 2.4.
The A IR LO TEMP annunciator indicates that the supply temperature is too low for
effective ice protection; however, the basic cause of the problem lies with the air supply
system.
The AIR LO TEMP annunciation is the consequence of a problem in the air supply system.
If an ENG AIR switch has been inadvertently selected OFF, the remedy is to switch it ON.
If N2 is low, the remedy is to increase N2 . If a valve has failed, the appropriate abnormal
procedure must be followed.
FCOM:V1 -002
Nov 01 /09
AIR SUPPLY
Engine Supply
Chapter 4 Topic 2
Page6
>
AND
~ The on-side wing ice protection is on.
AIRLD
TEMP
ICE
PROT
tl
AIRLO
TEMP
ICE
PROT
tl
ENG _ AIR
FAULT
AIR
SUPPLY
i-v 1-04-000-31
A duct relief valve is between the precooler and the flow limiting venturi.
If the engine air valve fails to regulate the pressure and the fault protection circuits fail to
shut the valve, the duct relief valve will start to open at 65 psi. The excess pressure is
relieved into the pylon.
FCOM:V1-002
Nov 01 / 09
AIR SUPPLY
Engine Supply
Chapter 4 Topic 2
Page 7
Each engine air valve is electrically controlled but is pneumatically operated by pressure
from its engine's HP compressor. If electrical or pneumatic power is lost the valve closes.
The electrical supplies to the valves are:
On most aircraft, EMERG DC BUS for the engine 3 air valve. On a few early
aircraft the power supply is from the ESS DC BUS.
A green AIR SEL ON GRND caption is on the central status panel (CSP).
The caption illuminates when the aircraft is on the ground and ENG 1 AIR or ENG 2 AIR or
ENG 3 AIR switch is on. The caption does not illuminate when ENG 4 AIR switch is ON.
With the air conditioning packs off and the APU air not available, it is perm issible to have
one ENG AIR switch ON for take-off and landing so that the discharge valves or the outflow
valves can be controlled. ENG 4 AIR is used for this purpose because it does not
illuminate the CSP caption.
FCOM:V1-002
Nov 01 /09
AIR SUPPLY
Engine Supply
Chapter 4 Topic 2
Page a
FCOM:V1-002
Nov 01 /09
General
A Garrett 150 APU or a Sundstrand APU is fitted.
The APU delivers air from its compressor to the aircraft air supply system via an APU air
valve.
The valve is selected by an A PU AIR switch on the AIR SUPPLY panel.
An APU VLV NOT SHUT amber annunciator is below the switch.
Once the APU is ready to deliver power, it delivers a ready to load signal (RTL). The RTL
signal illuminates a green APU PWR AVAILABLE annunciator on the APU panel.
The APU air valve cannot be opened until the RTL signal is available. The valve will close
if the RTL signal is lost.
Garrett APU Air Valve
The air valve on the Garret APU acts as:
A shut-off valve.
A flow limiter.
The flow limiting function ensures that the EGT stays within limits. The function effectively
gives priority to the generator. Because the APU AIR valve has a flow limiting function, it is
often referred to as a load control valve (LCV).
The valve is electrically controlled but pneumatically operated by compressor air pressure.
If the pneumatic supply or electrical supply to the valve is lost. a spring will drive the valve
closed.
The valve is selected by the APU AIR switch. The switch signals the APU electronic
control unit (ECU) and the ECU controls the valve position.
The ECU controls the LCV function; the function limits the flow to ensure that the EGT
does not exceed 665C 14 oc.
FCOM:V1 -002
Nov 01 /09
AIR SUPPLY
APU Supply
Chapter 4 Topic 3
Page 2
0..
:I
0
0
0
Ql
E
...
c:
:e
Ql
.s::.
.... ....
:II
>
>
Shut-off valve.
Flow limiter or load
control valve (LCV).
APU PWR
Position
control
RPM
ECU
APU AIR
ON
'
EGT
AVAILABLE
RTL
Open/shut
command - t - - - ,
Enable
OFF
RTL:
.> 97% + 4 seconds for the Garrett 150 APU .
Air valve
modulation
i-v1-04-00033
FCOM:V1-002
Nov 01/09
AIR SUPPLY
APU Supply
Chapter 4 Topic 3
Page3
A shut-off valve.
A pressure
regulator~
There is no LCV function. A flow limiting venturi is placed downstream of the APU air
valve. The venturi limits the flow so that the maximum continuous EGT is not exceeded.
The valve is selected by the APU AIR switch. The switch signals the valve via a relay that
is closed by the RTL signal. The valve is automatically signalled to close when the APU is
shut down
The valve is electrically controlled but pneumatically operated by compressor air pressure.
Pneumatic power is required to both open and close the valve.
If electrical power is lost, the valve will close if pneumatic power is available.
When the APU is shut down, the compressor air pressure decays rapidly. As a result, the
valve may not close completely if the APU is shut down with the APU AIR switch at ON.
The pressure regulator limits the pressure to 47 psi.
FCOM:V1-002
Nov 01 /09
AIR SUPPLY
APU Supply
Chapter 4 Topic 3
Page 4
Venturi
(flow restrictor)
.....___.., r------------,
Air supply system
~--ol
Open/shut
command
APU PWR
AVAILABLE
0
APU AIR
ON
OFF L..----l
RPM
95% RPM
+
3 seconds
Electronic Sequen ce
Unit (ESU)
iV1 04 00011
FCOM:V1-002
Nov 01 / 09
AIR SUPPLY
APU Supply
Chapter 4 Topic 3
Page 5
The APU VLV NOT SHUT annunciator indicates that the APU air valve is not shut when it
is signalled to shut. It is signalled to shut when either the START/STOP switch is at STOP
or the APU AIR switch is at OFF.
The APU VLV NOT SHUT annunciator illuminates if:
AND
The engine and APU supply ducting is shown schematically in Figure 3.3.
The engine and APU supplies converge at three non-return valves (NRVs): A, Band C.
NRV A prevents the right engines feeding the left engines. NRV B prevents the left
engines feeding the right engines.
If either NRV A or NRV B fails, engine air will enter the ducting between the three NRVs. A
subsequent failure of NRV C would allow engine air to feed the APU.
There is a pressure switch between NRV C and the other two NRVs. It is normal for
pressure to be sensed when the APU is supplying air.
If the switch senses pressure when the APU air valve is closed, then engine air is leaking
past either NRV A or NRV B.
Failure of either NRV A or NRV B is indicated by an APU NRV LEAK annunciator on the
APU panel.
The APU NRV LEAK annunciator illuminates if:
AND
AND
A small vent in the APU supply duct bleeds any air away from the duct due to normal
leakage through the NRVs to prevent a spurious warning.
After the APU air valve is closed, it takes a short time for the pressure in the duct to
dissipate through the small vent. It is normal for the APU NRV LEAK annunciator to
illuminate for a few seconds after the APU air valve is closed.
FCOM:V1-002
Nov 01 /09
AIR SUPPLY
APU Supply
Chapter 4 Topic 3
Page6
Figure 3_3 - APU Air Valve and NRV Leak Annun ciators
Supply from
right wing
engines
~ ~~
Non-return valve
Right air
supply
services
Position
control
Small
Pressure vent
switch
...0
t +- I-
Ill
Ill
ell
...c.
APU Air
Vave
E
0
(J
Valve
position
Left air
supply
services
lr
'
Indication logic
.,.
Supply from
left wing
engines
Switch
po'i"'"
,
APUNRV
LEAK
APUVLV
f>JOTSHUT
APUNRV LEAK
l'l
STOP
AND
.> APU air valve is closed.
AND
) Pressure switch senses high pressure .
AND
) APU air valve is not fully closed .
i-v1-04-000 12
FCOM:V1-002
Nov 01 / 09
Engine Ant-ice
There are two pressure switches between the intake anti-ice valve and the intake: a low
pressure switch and a high pressure switch.
An INTAKE LO PRESS annunciator illuminates when the pressure in its intake is low and
the associated ENG ANT-ICE switch is ON. The low pressure switch is set to 12 psi.
An INTAKE HI PRESS annunciator illuminates when the pressure is too high in its intake
regardless of the position of the associated ENG ANT-ICE switch; the high pressure switch
is set to 40 psi.
A green ENG A-ICE ON annunciator is on the CSP. The annunciator illuminates if:
OR
There is pressure in an intake with the associated ENG ANT-ICE switch OFF.
There is just a low pressure switch between the engine ant-ice valve and the LP
compressor. When the pre-ssure is greater than 5 psi, the associated ENG VLV NOT
SHUT annunciator illuminates.
FCOM:V1 -002
Nov 01 /09
AIR SUPPLY
Services
Chapter 4 Topic 4
Page 2
ENG
Intake Ice
LP compre..or
ANT ICE
protection
ice
ON
INTAKE
t PRESS
ENGVLV
NOT SHUT
Low
pressure
switcfl
Pressure
> 40 psi
OFF '-"T"""-'
Pressure
> 5 psi
Switch
position
Pressure
< 12 psi
Engine
start
Low
pressure
switch
INTAKE
LO PRESS
Pressure
limited to a
nominal
Engme
surge
protection
ENG fCE
ON
28 psi.
compressor
Intake anti-ice
valve
1----..
ENG AIR
INTAKE
LO PRESS
INTAKE
Intake pressure
HI PRESS
too high
F~G
VALVE
ENGVLV
NOT SHUT
Precooter
Pressure satisfactory
A-ICE
ON
Any ENG ANT-ICE switch ON .
OR
FCOM:V1-002
Nov 01 / 09
AIR SUPPLY
Services
Chapter 4 Topic 4
Page3
The leading edge of each wing and the leading edge of the tailplane are provided with hot
air for ice protection. The air supply is shown schematically in Figure 4.2.
Antieice protection is provided for the whole of each wing leading edge and the tailplane
leading edge.
Additionally, de-ice protection is provided for the inboard leading edge of each wing.
An engine air valve must be open for its engine to supply the wing and tail ice protection
system.
There are two valves in each wing: an outer valve and an inner valve.
The left outer valve connects the left air supply, downstream of the engine air valves, to the
left wing anti-ice protection. The right outer valve connects the right air supply,
downstream of the engine air valves, to the right wing anti-ice protection.
The left inner valve connects the left air supply, downstream of the engine air valves, to the
left wing de-ice protection. The right inner valve connects the right air supply, downstream
of the engine air valves, to the right wing de-ice protection.
The outer valves are controlled by an OUTER WING ANTI-ICE switch on the flight deck
ICE PROTECTION panel.
The inner valves are controlled by an INNER WING DE-ICE switch on the flight deck ICE
PROTECTION panel.
There are two valves in the aircraft tail: tail valve 1 and tail valve 2.
TAIL VALVE 1 connects the left air supply system, downstream of the engine air valves, to
the whole tail leading edge.
TAIL VALVE 2 connects the right air supply system, downstream of the engine air valves,
to the whole tail leading edge.
Either engine on a wing can feed the tail anti-ice and the on-side wing anti-ice and de-ice.
With both tail valves open, the left and right sides are connected. If there is an asymmetry
in engine air supplies between the two wings, there will be a cross flow to the side giving
the least amount of flow.
If the APU air valve is open, the APU air supply can be directed to the wing and tail ice
protection; however, the APU air supply is not adequate for ice protection ; the APU air
valve must be selected OFF when the wing and tail ice protection is in use.
The ice protection valves are electrically motorised valves. If electrical power is lost to a
valve, it remains in its position at the time of loss of electrical power.
Each of the six ice protection valves has an associated NIPS annunciator on the
ICE PROTECTION panel.
A more detailed description of the wing and tail ice protection is given in the Ice Protection
chapter.
FCOM:V1-002
Nov 01 /09
AIR SUPPLY
Services
Chapter 4 Topic 4
Page 4
ON
L INNFR
V.UVE
INNER
WING
NIPS annunctators
DE-ICE
NIPS annunciators
ON
TAIL
ANTI-ICE
ON,----,
NIPS annunciator
.AIL
\I'ALVE
NIPS annunciator
OFF'--"T"""-'
. All
IALVE 2
ITill antJoice j
FCOM:V1-002
Nov 01 / 09
AIR SUPPLY
Services
Chapter 4 Topic 4
Page 5
Each of the two main hydraulic systems, yellow and green, has a hydraulic fluid reservoir.
The hydraulic reservoirs are pressurized by the air supply system to prevent cavitation in
the hydraulic pumps. The air supply to the reservoirs is shown schematically in Figure 4.3.
Air is tapped from upstream of engine 2 air valve to pressurize the yellow reservoir; this is
the only air supply to the yellow reservoir.
Air is tapped from upstream of engine 3 air valve to pressurize the green reservoir; this is
the only air supply to the green reservoir.
Provided the associated engine is running, a hydraulic reservoir will be pressurized
regardless of the position of the engine's air valve.
A pressure regulator, between each engine and its associated reservoir, limits the reservoir
air pressure to 50 psi. An NRV, between the regulator and the reservoir, traps air in the
reservoir when the engine is not running.
An air pressure gauge is attached to each reservoir. Each reservoir has a low
switch. An amber AIR LO PRESS annunciator is provided for each reservoir on
deck HYDRAULIC panel. An annunciator illuminates when the associated low
switch senses a pressure less than 12 psi. On some very early aircraft, the
switch is set to 25 psi.
pressure
the flight
pressure
pressure
A more detailed description of the hydraulic reservoirs is given in the Hydraulics chapter.
Stall System Supply
The stall system uses air pressure to operate a stick push ram. The supply to the stall
system is shown schematically in Figure 4.3.
Only engine 2 or engine 3 can supply the stick push system. The air is taken from
upstream of the engine air valves; so, provided that an inboard engine is running , air is
available to the stick push system regardless of the position of the engine air valves.
Air is taken from each hydraulic tank regulator via an NRV to a stall system pressure
regulator. The NRVs prevent a hydraulic reservoir from being fed by the engine on the
opposite wing. The stall system regulator limits the pressure in the stall system to 40 psi.
A stall system air reservoir, downstream of the stall system regulator, stores enough air for
three stick pushes.
An NRV, between the stall system regulator and the stall reservoir, traps pressure in the
reservoir when the inboard engines are not running.
An air pressure gauge, in the forward cargo bay, measures reservoir pressure. A low
pressure switch monitors reservoir pressure. If reservoir pressure is less than 25 psi, a
STALL AIR LO PRESS annunciator on the AIR SUPPLY panel illuminates.
From the reservoir, pressure is supplied to the stick push ram via two on/off valves: stall
valve A and stall valve B. Both valves must be open for the stick push to operate.
A detailed description of the stall system is given in the Flight Controls chapter.
FCOM:V1-002
Nov 01 /09
AIR SUPPLY
Services
Chapter 4 Topic 4
Page6
AIRLO
AIR LO
PRESS
PRESS
PRV
Pressure
< 12psi
Pressure
< 12 psi
50 psi
PRV
50 psi
Low
pressure
switches
VALVE
VALVE
pressure
gauge
pressure
gauge
Hydraul'ic reservoirs
Air at 50 psi
Left
downstream
services.
Right
downstream
services.
PRV
40 psi
Air at 40 psi
Low
pressure
switch
Pressure
STALL AIR
--~
< 25 psi
LO PRESS
Air reservoir
3 pushes
<==
Forward
Column
FCOM:V1-002
Nov 01 / 09
AIR SUPPLY
Services
Chapter 4 Topic 4
Page 7
Air Conditioning
The air supply system supplies air to the conditioning system to:
Provide the servo power to change air conditioning mode from FRESH to RECIRC.
Flow switch senses a low pressure and the associated PACK switch is ON.
OR
Flow switch senses a high pressure and the associated PACK switch is OFF.
The pack has two modes: fresh and recirculation. The change over from fresh to
recirculation requires pneumatic pressure. The pressure is supplied from the right side.
FCOM:V1-002
Nov 01 /09
----;NG 1
AIR SUPPLY
Services
Chapter 4 Topic 4
Pages
ENG4
[+
Shuttle valve
Flight deck
Flight deck
position i ndlcator
position Indicator
Pressurization
discharge valves
OR
REC IRC/FRESH
selection
OR
,..-F-U_u_o_
PE--.1 outfl~~tves ,..~-Ul L -0-P- - .
PACK2
PACK 1
ON
VALVE
VALVE
Flow
regulated
air
I APU I
OFF .__,__.
supply ',
PACK 1
PACK2
NIPS
Logic
Flow
switch
Flow
regulated
air
NIPS
Logic:
'ACK 1
VALVE
Conditioned air
FCOM:Vl-002
Conditioned air
Nov 01/09
AIR SUPPLY
Services
Chapter 4 Topic 4
Page9
A water tank is fitted in the hydraulic bay to supply potable water to the galleys and toilet
water basins.
As the water tank is below the level of the cabin, air pressure is used to force the water to
the galleys and toilet water basins. The air supply is shown schematically in Figure 4.5.
Power to pressurize the water tank is taken from the shuttle valve; thus the system can be
pressurized by any engine or the APU.
A pressure regulator limits the pressure to 8 psi.
The water system is fully described in the Water and Waste chapter.
Toilet Flush
Up to three recirculating chemical toilets may be fitted. Air pressure is required to flush the
toilets. The air supply is shown schematically in Figure 4.5.
Air is taken from the left air supply system, via an NRV, to a reservoir for each toilet.
The supply to flush a toilet passes from the associated reservoir to its toilet via a toilet
flushing valve.
The toilets are described in more detail in the Water and Waste chapter.
FCOM:V1-002
Nov 01 /09
AIR SUPPLY
Services
Chapter 4 Topic 4
Page 10
-;
ENG3
ENG2
ENG4
Shuttle valve
wa.... tank
Galleys
valve
FCOM:V1-002
Nov 01 / 09
The duct that supplies air to the tailplane is fed through a compartment in the fin leading
edge. This compartment is isolated from the spine compartments by a seal .
Figure 5.1 - Air Supply Ducting
-
A ir conditioning dueling
Duel in fin
APU
Air
condtionng packs
Air enters
tralling edge
from pylon
Duct beneath
w ing mpyton
Engine supply
FCOM:V1 -002
Nov 01 /09
AIR SUPPLY
Chapter 4 Topic 5
Page 2
Amber L ZONE HI TEMP and R ZONE HI TEMP annunciators on the AIR SUPPLY
panel.
ENG A IR
valve
ZONE1
Pre-cooler
"""
Firewall
FCOM:V1-002
'\ NRV
LZONE
HI'TMP
ZONE 1 "'i l4,_.,_-+lil ZONE 2
Nov 01 / 09
AIR SUPPLY
Burst Duct Protection
Chapter 4 Topic 5
Page3
The supply ducting, excluding each pylon zone 1, is divided into two aircraft zones: left and
right. The aircraft zone overheat detection is shown schematically in Figure 5.3.
Each zone comprises:
The portions of the on-side leading edge just above each engine pylon.
The APU air valve latch is removed when the APU AIR switch is selected to OFF.
An engine air valve latch is removed when the associated ENG AIR switch is selected
O FF.
The latches on the ZONE HI TEMP annunciator and the ice protection valves are removed
when the TAIL ANTI-ICE switch and both associated ENG AIR switches are selected to
O FF.
All the left and right zone high temperature sensors are switches except the sensors in the
trailing edge. The trailing edge temperature sensors are fire-wires. There are two
fire-wires in each trailing edge; each wire has associated electronics. Each fire-wire and its
electronics are together called a loop; and so there are two loops per trailing edge: loop A
and loop 8. There is a three-position switch for each pair of trailing edge loops on the AIR
SUPPLY panel: ZONE TEMP DETECT, L WING and R WING. The three positions are
LOOP A, BOTH LOOPS and LOOP B.
When BOTH LOOPS is selected, a zone high-temperature condition is given only if both
loop A and loop B sense a high-temperature condition.
If LOOP A is selected, a zone high-temperature condition is given whenever loop A senses
a high-temperature condition; loop B has no effect.
If LOOP B is selected, a zone high-temperature condition is given whenever loop B senses
a high-temperature condition; loop A has no effect.
There are two loop test switches on the GRND TEST panel: ZONE TEMP LOOP A and
ZONE TEMP LOOP B. The ZONE TEMP LOOP A switch tests both the left and the right
loop A; the ZONE TEMP LOOP B switch tests both the left and the right loop B. Testing
the system will cause the associated ZONE HI TEMP annunciator to illuminate and the
associated valves to shut. Only the selected loops will respond to the test. At BOTH
LOOPS, the test switches must be pressed together to test the system.
FCOM:V1-002
Nov 01 /09
AIR SUPPLY
Burst Duct Protection
Chapter 4 Topic 5
Page 4
Inboard engine
Leading Pylon
edge
zone 2
Leading Pylon
edge
zone 2:
Onside trailing
edge loops
Third switch in
RJ100 only
Temperature switches
shown as:
_ ZONE
HI TEMP
Inboard engine
air valve
Onside spine
Outboard engine
air valve
Onsidewing
inner valve
Onside wing
outer valve
Onside tail
valve
ENG_AIR
VALVE
VALVE
INN~
VALVE
_ OUTER
TAIL
VALVE
VALVE_
i-v1 -04 -000:>2
FCOM:V1-002
Nov 01/09
AIR SUPPLY
Burst Duct Protection
Chapt er 4 Topic 5
Page 5
Magnetic Indicators
The source of a ZONE HI TEMP condition can be determined from the state of magnetic
indicators on the maintenance panel in the electrical bay. There are five magnetic
indicators for each zone:
The PYLON 0 /HEAT magnetic indicators are associated with high temperature in zone 2
of the relevant pylon. They are not associated with the red PYLON OVHT caption ; the
caption is associated with high temperature in zone 1 of the relevant pylon.
On the ground, the squat switch circuits prevent the LOOP OIHT magnetic indicators from
moving to the overheat position. The magnetic indicators are shown in Figure 5.4.
Figure 5.4 - Magnetic Indicators
Part of Left Side of Ma1ntenance Panel
SPINF R
OHT OfT
LOOP B
Rl-t O.'ftl
LOOP A
RH O'Hl
l';o 4 PYlON
"o J PVI ON
SPI"'F I
O'Hr AT
OHI'AT
OHT OET
FCOM:V1 -002
LOOP B
l H O:HT
No~ PVI
ON
OHEAT
LOOP A
l H Q,KT
No 1 PVt. ON
OHE.\T
Nov 01 /09
Chapter 4 Topic 5
Page6
AIR SUPPLY
Burst Duct Protection
Blow-out Doors
The compartments surrounding the air supply dueling have vents to prevent excessive
pressure due to leaks from the air supply dueling. Leaks into the pylons and spine are
vented overboard via blow-out doors. Blow-out doors are fitted to:
Both sides of each pylon zone 1.
1-
I I I
I
Spine door
FCOM:V1-002
Nov 01 / 09
Chapter 4 Topic 5
Page 7
AIR SUPPLY
Burst Duct Protection
\
RIGHT SPINE
I
I
Temperature switch
I'
I
I
-4
To tailplane
LEFT SPINE
TAIL
HI TEMP
TAIL
VALVE 1
TAIL
VALVE2
i-v1-04-00023
FCOM:V1-002
Nov 01 /09
AIR SUPPLY
Burst Duct Protection
Chapter 4 Topic 5
Pages
The arrangement is shown schematically in Figure 5.7. If any one of the switches detects
an overheat conditio n, the REAR BAY HI T EMP annunciator on the AIR CONDITIONING
panel illuminates. The AIR CONDITIONING panel is shown in the Air Conditioning Panel
section of the Summary topic, Figure 6.2.
None of the air supply valves are closed when a high temperature is detected, so the leak
must be isolated manually.
Selecting the APU AIR switch to OFF isolates the APU supply dueling to the air
conditioning bay.
Selecting a PACK switch to OFF isolates the pack and the dueling between the valve and
the pack.
Selecting both ENG AIR switches on the same side to OFF isolat es the engine air supply
on that side to the air conditioning bay.
A REAR BAY HI TEMP test button on the GRND TEST panel tests the warning circuit.
The test is passed if the REAR BAY HI TEMP annunciator illuminates.
Figure 5.7 - Air Conditioning Bay
Temperature
switches (6)
"
J_l
NRV
REAR BAY
HI TEMP
0~
Test button
NRV
Pack 2
valve
1 -4- 1
Pack 2
APU
NRV
Pack 1
valve
(
.I
Pack 1
FCOM:V1-002
i V1 04 00024
Nov 01 / 09
The operating power for the pressurization system discharge or outflow valves.
For the left system, the power to flush the toilets.
For the right system, t he power to change the pack mode from FRESH to RECIRC.
The ENG AIR VALVE annunciators are NIPS annunciators. The logic is based on low flow
rather than valve position, so an annunciator may illuminate when its switch is on and the
flow is low even though the associated valve is open.
The ENG AIR FAULT annunciators indicate that there is a fault in the associated pylon
bleed system. A FAULT annunciator illuminates and the associated engine air valve is
The delivery air temperature is too high in the associated pylon bleed system.
The pressure is too high in the associated pylon bleed system.
AND
FCOM:Vt -002
Nov 01 /09
AIR SUPPLY
Summary
Chapter 4 Topic 6
Page 2
The ZONE HI TEMP annunciators indicate that a hot air leak has been detected in the
associated zone.
The ZONE TEMP DETECT switches select the loop(s) to be used by the associated zone
overheat detection system.
The STALL AIR LO PRESS annunciator indicates that the stall air reservoir pressure is
less than 25 psi.
APU VLV
NOT SHUT
L ZONE
HI TEMP
STALL AIR
LO PRESS
R ZONE
HI TEMP
ENG 1 AIR
FAULT
ENG 2 AIR
FAULT
ENG 3 AIR
FAULT
ENG 4 AIR
FAULT
ENG 1 AIR
VALVE
ENG 2 A IR
VALVE
ENG 3 AIR
VALVE
ENG 4 A IR
VALVE
ENG
i1
AIR
ON
FCOM:V1-002
ON
Nov 01/09
AIR SUPPLY
Summary
Chapt er 4 Topic 6
Page 3
i-v 1-04-00034
FCOM:V1 -002
Nov 01 /09
AIR SUPPLY
Summary
Chapter 4 Topic 6
Page 4
AND
The TAIL HI TEMP annunciator illuminates if a high temperature is detected in the fin
leading edge.
The ICE DETECT switch function is described in the Ice Protection Chapter.
1-v1-04 00027
FCOM:V1-002
Nov 01 / 09
AIR SUPPLY
Summary
Chapter 4 Topic 6
Page 5
FCOM:V1-002
Nov 01 /09
AIR SUPPLY
Summary
Chapter 4 Topic 6
Page6
Top ofCWP
CSP
FCOM:V1-002
Nov 01 / 09
Chapter 4 Topic 6
Page 7
AIR SUPPLY
Summary
Circu it Breakers
The circuit breakers are on the bottom row of the FIRE circuit breaker panel and the middle
rows of the AIR & PRESSN circuit breaker panel. The FIRE circuit breaker panel is just
above the engine fire handles. The AIR & PRESSN circuit breaker panel is just above the
GRND TEST panel.
The circuit breakers are shown in Figure 6.5. Circuit breakers are provided for:
Each pylon overheat circuit (F 20 to 23).
SAC
SAC
soc
soc
ZONE
TEMP
LOOP A
ZONE
LZONE RZONE
TEMP HI TEMP HI TEMP
LOOPS WARN
WARN
soc
1
REAR
BAY
HI TEMP
WARN
29
:io
31
32
i-v1-04-00029
FCOM:V1-002
Nov 01/09
Topic 1 - Overview
General Description ... .......... ........... .. ........ .. ... ........ ... ....... ... ........ .. ... ..... .. ........... ... ........
Normal Operation ..........................................................................................................
Fuel System ..................................................................................... ........................ .....
APU Generator................................................................................ ....................... .......
Ready to Load...............................................................................................................
Automatic Shutdown ...................................... .... ................... ........... .............................
Emergency Shutdown ... ... ... .. .... ...... .. .. .. .. .. .. . .. .... .. .. .. .. .. ... .. .. .. ...... .. ... .. ... .. .. .. ... .... .. .. .. ... ..
Indication .... ............................... ............. .......................................... .. ........ ...................
1
3
3
3
4
4
4
4
Topic 2- Configuration
2
3
3
4
4
4
Rear Fuselage...............................................................................................................
3
3
5
Topic 4 - Generator
Garrett APU Generator Drive ................. ............ ...... .......................... ............ ......... ......
Garrett APU Generator Cooling ........... .. ............. ............................. .. ............. ..............
Garrett Adapter Gearbox Oil Replenishment................................................................
Sundstrand APU Generator Drive.. ...... ...................................... ...... .............................
Sundstrand APU Generator Cooling ................ ................................ .............................
1
3
5
5
Topic 5- Air
FCOM:V1-002
Nov 01/09
1
1
3
5
5
APU
Contents
Chapter 5 TOC
Page2
1
3
5
1
3
Topic 8 - Starting
Starter Motor .................... .. ........ .... ..... . ..... ..... . .......... ...................... .. .... .. ... . ..... . .... ...... ..
Starting Supplies ...........................................................................................................
Starting from EXT DC ... ... ... ... .. .. .. ... ..... ....... ... . ... .. .... .. ..... ...... ..... ... ... . .... .. .... ...... ..... ...... .
START PWR Switch ..... ... ... ... ... . .. .. ..... . ... .. ........ ... ......... .. ...... ..... ... ... . ..... . .... ...... ..... ...... .
Starting from the Batteries or TR 1 ...... ... ... ... .. ....... .. .. ...... ..... .... .. .. ..... .... . ..... ..... ...... ..... .
Start Contactor .. ...... ..... ... . .. .. .. .. .. .. .. ..... . .. .. . ... .. .. ... ..... . ..... ...... ...... .... ... .... .. ... ...... . ..... ..... ..
Garrett 150 APU Start Sequence..................................................................................
Sundstrand APU Start Sequence..................................................................................
1
1
3
3
3
4
7
8
General.........................................................................................................................
Fire Detection................................................................................................................
Fire Extinguisher...........................................................................................................
Fire Warning........................................................ ..........................................................
1
1
3
General.........................................................................................................................
Power Supply and Normal Shut Down..........................................................................
Emergency Shut Down .... ... ... .... .. ... ..... ..... ....... .... .... .. ..... ...... ..... .... .. . ..... . .... ...... ..... ...... .
Automatic Shut Down....................................................................................................
ECU Functions..............................................................................................................
Garrett 150 Fault Shut Down............................................................ ............................
1
1
1
1
3
5
General.........................................................................................................................
Emergency Shut Down .... ... ... .. .. .. .. ..... . .. .. . ... ... .... ..... .. .... ....... ..... ... ... . ..... . .... ...... ..... ...... .
Automatic Shut Down....................................................................................................
Power Supply and Normal Shut Down..........................................................................
ESU Functions..............................................................................................................
Fault Shut Down............................................................................................................
FCOM:V1-002
Nov 01 /09
1
1
1
2
4
6
APU
Contents
Chapter 5 TOC
Page3
FCOM:V1-002
Nov 01 /09
1
5
General Description
A Garrett APU or a Sundstrand APU is fitted. The flight deck placard states which APU is
fitted.
The APU is a single shaft gas turbine engine. A single stage radial turbine drives a single
stage compressor and an accessory gearbox. The APU runs at constant speed: around
60,000 rpm. Figure 1.1 is an overview schematic.
The flight deck APU panel contains:
An APU OVSPD test button is on the flight deck GRND TEST panel. An APU STOP switch
is in the air conditioning bay; an APU EMERG STOP switch is at the refuel station.
The APU is housed in a fireproof compartment at the rear of the aircraft, just aft of the air
conditioning bay.
A fire detection system detects high temperature in the fireproof compartment. A fire
extinguisher, in the air conditioning bay, can be discharged into the fireproof compartment.
A fire warning annunciator is on the APU panel; the warning is repeated on the CWP.
The APU provides power in two ways:
Pneumatic power, in the form of compressed air, to the aircraft air supply system.
The APU air may be used to supply all the air supply services except the wing ice
protection, the tail ice protection, the hydraulic tank pressurization and the stick
push ram.
An oil pump to pressurize the accessory gearbox's self contained oil system.
FCOM:Vt-002
Nov 01 /09
APU
Overview
Chapter 5 Topic 1
Page 2
The APU has a DC starter motor which is used for both ground and in-flight starts. The
starter motor turns the turbine shaft through the accessory gearbox.
Many APU functions are electronically controlled: for example, starting and automatic shut
down. Electronic control of the Garrett APU is managed by an electronic control unit
(ECU) ; the equivalent in the Sundstrand APU is the electronic sequencing unit (ESU). The
ECU and ESU are located in the rear of the air conditioning bay.
The APU fuel pump is supplied with fuel from the aircraft fuel system cross feed line:
between the left common feed and the cross feed valve. The left inner pump normally
supplies low pressure fuel to the APU fuel system.
Figure 1.1 - APU Overview Schematic
Maln AC
busbara
APU
APUbay
fireproof compartment
Fim wire
Single shaft
gas turbine
Cools oil
FIRE EXT
Fire
ext
Pressure
SWitch
ELECTRONICS
I
APU fuel
valve
Vave not
RPM TGTIEGT
STOP
in position
selected
i-v 1-0 5-0000 I
FCOM:V1-002
Nov 01 / 09
APU
Overview
Chapter 5 Topic 1
Page3
Normal Operation
To supply air to the air conditioning packs for take-off and landing.
To act as a backup to the engine driven generators; the generator does not deliver
power, but is ready to deliver electrical power should an engine generator fail.
If the APU generator is used to supply the aircraft electrical system in the air, the APU air is
selected off in most cases.
Fuel System
Fuel is supplied to the APU via an aircraft low pressure valve. The valve is controlled by
the APU START/STOP switch. An APU FUEL VALVE annunciator is on the APU panel;
the annunciator indicates that the valve is not in the demanded position. An
APU FUEL LO PRESS annunciator, on the APU panel, indicates that pressure from the
airframe fuel system is low when the START/STOP switch is at START.
All aspects of the Garrett APU fuel system are electronically controlled.
Starting and shutdown are electronically controlled on the Sundstrand APU; when the APU
is running , a hydro-mechanical governor controls the APU RPM.
APU Generator
The Garrett APU has an adapter gearbox which couples the generator to the accessory
gearbox. The adapter gearbox has a self contained oil system that cools and lubricates
the generator.
An APU DRIVE FAIL annunciator on the ELECTRIC panel indicates that oil pressure is low
or oil temperature is high in the adapter gearbox. The annunciator legend is
APU GEN FAULT in early aircraft but the meaning is the same.
The Sundstrand APU does not have an adapter gearbox; the generator is mounted directly
to the accessory gearbox; accessory gearbox oil cools and lubricates the generator.
Neither an APU DRIVE FAIL nor an APU GEN FAULT annunciator is fitted.
On the Garrett APU, the oil cooler fan cools the adapter gearbox oil; on the Sundstrand
APU, the oil cooler fan cools the accessory gearbox oil. In both cases, the fan cools the oil
passing through the generator.
FCOM:V1-002
Nov 01 /09
APU
Overview
Chapter 5 Topic 1
Page4
Ready to Load
Once the APU is ready to deliver power, it delivers a ready to load (RTL) signal. Shaft and
pneumatic power cannot be taken from the APU until the RTL signal is given. The RTL
signal illuminates the green APU PWR AVAILABLE annunciator. The RTL signal is given:
Four seconds after 97% RPM is achieved for the Garrett APU.
Three seconds after 95% RPM is achieved for the Sundstrand APU.
Automatic Shutdown
The Garrett ECU and the Sundstrand ESU both have an automatic shutdown function .
Automatic shutdown is achieved by closing a fuel valve in the APU fuel system in the event
of certain faults.
An AUTO SHUTDOWN annunciator on the Sundstrand APU panel directly indicates that
the ESU has automatically shut down the APU.
The Garrett APU has an OIL LO PRESS annunciator in place of the AUTO SHUTDOWN
annunciator. The Sundstrand APU does not have an OIL LO PRESS annunciator.
The Garrett OIL LO PRESS annunciator will illuminate whenever the ECU shuts down the
APU; either because the fault was oil low pressure or purely because the APU has run
down.
Emergency Shutdown
The APU can also be shut down by removing power from the ECU or ESU. The APU
stops because power is required to hold the APU fuel system valves open.
On the ground, an aircraft emergency shut-down circuit can shut down the APU by
removing power from the ECU or ESU. In this case neither the OIL LO PRESS nor the
AUTO SHUTDOWN annunciator illuminates. In this event the RPM and EGT indicators will
not be powered.
The emergency shut-down circuit will also close the aircraft low pressure fuel valve.
Indication
The Garrett APU gas temperature indicator is labelled TGT; the Sundstrand indicator is
labelled EGT. For both APUs, the sensed temperature is exhaust gas temperature.
The RPM and EGT sensors signal the ECU or ESU.
The Sundstrand APU has a frequency to voltage converter, next to the ESU, to convert the
EGT and RPM signals from the ESU into a suitable form for the flight deck indicators.
The Garrett and Sundstrand gas temperature limitations are different and are indicated on
the placard.
Both APUs have an hour meter; the Sundstrand APU also has a start counter. The meter
and counter are on the APU.
FCOM:V1-002
Nov 01 /09
General Description
A centrifugal compressor.
A combustor.
A radial turbine connected by a shaft to the compressor.
An APU air valve that bleeds air from the compressor to the aircraft air supply
system.
A surge valve that can bleed air from the compressor into the APU exhaust duct.
A DC electrically powered starter motor turns the APU through the accessory gearbox.
Principle of Operation
The aircraft air intake takes air from the left side of the rear fuselage and ducts it to the
APU air inlet. The APU air inlet directs the air evenly around the compressor inlet.
High pressure air from the compressor is directed to the combustor. Fuel is added to the
combustor where it is burnt in the high pressure air. The combustion process adds kinetic
energy to the air while maintaining almost constant pressure.
The high speed, high pressure air exits the combustor to the turbine. The air gives up
most of its energy to the turbine and leaves the APU via the exhaust dueling and an outlet
on the rear right fuselage.
The turbine uses the extracted energy to drive the compressor and the accessory gearbox.
The combined actions of the compressor, combustor and turbine constitute the power
producing part of the APU. This power producer is called the gas generator.
The fuel system maintains the APU speed constant: nominally 60 033 rpm for the Garrett
APU and 64 154 rpm for the Sundstrand APU.
FCOM:V1 -002
Nov 01 /09
APU
Configuration
Chapter 5 Topic 2
Page 2
Mlln AC
Compn:::ssor
Intake
btccd a!r
lbust.na
alr
a:
I!
.!::
s
Cools
4
Exhaust
generator oil
c:
.....
:ii
:I
High pressure
and speed
combustor output
Combustor
Hill" pn n
Lift
CIO I IIP'C$$011
0\ltptn
Fuel systom
IV
j . Qf;.Q0QQ2
Power Off-takes
Power is taken from the APU as shaft power to drive the generator and as pneumatic
power to supply the air supply system.
As shaft load or bleed load is increased on the APU, more fuel has to be burnt to provide
FCOM:V1-002
Nov 01 / 09
Chapt er 5 Topic 2
Page 3
APU
Configuration
Combustor
The Garrett APU and the Sundstrand APU have annular reverse flow combustors. The
output from the compressor is guided around and into the combustor. The direction of air
is reversed in the combustor . On leaving the combustor, the direction of the air is again
changed by 180"; the air then enters the turbine. The flow is shown schematically
in Figure 2.2.
Figure 2.2 - Reverse Flow Combustor Garrett and Sundstrand APU
Inlet -
-+/ '-
- --,.
Airflow direction
In let -
-t!'
Reverse flow
annular
combustor
Turbine
Igniter
The Garrett APU has one igniter plug powered by an ignition exciter.
The Sundstrand APU has two igniter plugs powered by one ignition exciter.
The ignition exciter is powered by a low DC voltage but produces a high voltage to power
the igniter plug(s).
The exciter is only powered during the start sequence.
FCOM:V1-002
Nov 01 /09
APU
Configuration
Chapter 5 Topic 2
Page4
The surge valve protects the APU from surge by bleeding air from the compressor into the
exhaust flow.
The surge valve is electrically controlled but requires compressor pressure to open.
Surge Valve Garrett APU
For the Garret APU, the surge valve is open during starting. When the APU is running:
The surge valve is open when the APU AIR switch is at OFF.
The surge valve is closed when the APU AIR switch is at ON and the aircraft is
below 15 000 ft.
For the Sundstrand APU, the surge valve is closed during starting. When the APU is
running:
The surge valve is open when the APU air valve is closed.
The surge valve is closed when the APU air valve is open.
FCOM:V1-002
Nov 01 /09
APU
Configuration
Chapter 5 Topic 2
Page 5
Centrifugal
compJ~essor
Starter
Accessory
gearbox
motor
~~a
Reverse
flow
annular
combustor
Exhaust
duct
Radial
turbine
Fuel pump
FCOM:V1-002
Nov 01/09
APU
Configuration
Chapter 5 Topic 2
Page6
Exhaust
duct
A ir inlet
Centrifugal
compressor
Mounting pad
Fan
Radial
turbine
for generator
Mounting
pad for fan
Annular reverse
flow combustor
Accessory
geatbox
Fuel
control unit
Mounting pad
for starter motor
FCOM:V1-002
Starter motor
Nov 01/09
General
The APU bay is a fireproof compartment at the rear of the aircraft: see Figure 3.1. The
APU b ay door forms the bottom of the fireproof compartment. The forward wall of the
fireproof compartment separates the APU bay from the air conditioning bay.
A view into the APU bay from beneath is shown in Figure 3.7 and Figure 3.8.
Figure 3.1 - APU Location
Fireproof
compartment
.. ~~
h
...........
/ 1
ECU
Ga!Tett APU
Rear Fuselage
The APU air intake. Ducting from the air intake directs air to the APU air inlet.
The air inlet for the oil cooler fan (forward left side of the door).
The outlet for the oil cooler air (Garrett APU only).
The APU exhaust is on the right side of the rear fuselage. The aircraft skin is protected by
a titanium shield. A ramp, ahead of the exhaust outlet, prevents airflow into the exhaust.
Dueling takes air from the APU exhaust duct to the fuselage exhaust outlet. The dueling
passes through the air conditioning bay.
A shroud surrounds the Garrett exhaust dueling; cooling air from the oil cooling fan is
directed between the dueling and the shrouding.
The Sundstrand exhaust dueling is not air cooled. It is made of stainless steel surrounded
by an insulating blanket.
FCOM:V1 -002
Nov 01 /09
APU
APU Bay
Chapter 5 Topic 3
Page 2
conditioning pack 1
air outlet
~-.lin1n
Extinguisher
.p ressure
relief
indicator
Titanium shield
1- v1 0SOiiOOQ
FCOM:V1-002
Nov 01 / 09
Chapt er 5 Topic 3
Page 3
APU
APU Bay
OR
A permanently open point similar to that on the Sundstrand door.
Drain.s
Drains are provided to drain fuel, oil and water away from the APU and water away from
........ .
....
Bay Vent
'
Garrett exhaust
shroud O"ain
Drainfot:
, Fuef control U'1it &eal
,. Accessory gearbox breather.
,. Garrett only, adapter gearbox seal.
Crain for:
,
Corl'tlustor.
,. Tur'bine.
,.
,.
FCOM:V1 -002
Nov 01 /09
APU
APU Bay
Chapter 5 Topic 3
Page 4
Bay vent
FCOM:V1-002
Nov 01 / 09
APU
APU Bay
Chapt er 5 Topic 3
Page 5
The a.ir conditioning bay is shown in Figure 3.5 for the Garrett APU and in Figure 3.6 for a
Sundstrand APU.
Figure 3.5 - Air Conditioning Bay Looking Aft - Garrett APU
FCOM:V1 -002
Nov 01 /09
APU
APU Bay
Chapter 5 Topic 3
Page6
FCOM:V1-002
Nov 01 / 09
APU
APU Bay
Chapt er 5 Topic 3
Page 7
Air
ECU
-..,____
Apu bay
door
~
_: - 't-
FCOM:V1 -002
Nov 01 /09
APU
APU Bay
Chapter 5 Topic 3
Pages
Fireproof
wall
Exhaust
ductlng
Air
A pu bay
door
---Forward
...
011 ,.,....,,....
HrHIS.OOOSl
FCOM:V1-002
Nov 01/09
FCOM:V1 -002
Nov 01 /09
APU
Generator
Chapter 5 Topic 4
Page 2
1-+
-+
Air
Airinlet
outlet
Oil cooler
Generator
cootactor
Generator ---eo"t;o3-~~
..
MalnAC
.. OIL
TEIIF
busbars.
LOOIL
PRESS
Contactor
post bon
< BOps
>177"C
APU G N
Oil HI l
GrOt.lld crew
uDR"r
20 second delay
~ hQrrl
..__ Optional
--.__,
Contact or
~~~
control
AtAomatlc
shutdoNnon
ground
ECU
RTL
APUFMFRG
5HIJTOOWN
--~-E~~-r----------------~----~-.
Generator
control unit
APUCE.N
ON
RTL:
OFF
UHE
e
e
OfFIRESET
=. .I is .__M'_F_!'ut_
_G
_l ~
.___u
F
_A!t.
_D__
R
FCOM:V1-002
Hl1.()5.00058
Nov 01 / 09
APU
Generator
Chapt er 5 Topic 4
Page 3
Gravity fill
point
Adapter
gearbox
FCOM:V1-002
Nov 01 /09
APU
Generator
Chapter 5 Topic 4
Page 4
Generator
'
. .
'
Gravity fill
point
'
.
FCOM:V1-002
' --
'
.
. --\
,--
Adapter
gearbox
Nov 01 / 09
APU
Generator
Chapter 5 Topic 4
Page 5
FCOM:V1-002
Nov 01 /09
APU
Generator
Chapter 5 Topic 4
Page6
' '
Air Inlet
011 cooler
Air
olAiet
Generalor
...,.~ ~lor
I:
:e... -
. - -0
:I
Cootactor
1111
MainAC
busbars
position
ESU
I
Enable
I
:;;- 95% RPf./1
10 sE!C()fld delay
~
-+
-+
Direction of alrflow
FCOM:V1-002
Nov 01 / 09
General
The APU delivers air from its compressor to the aircraft air supply system via an APU air
valve.
An APU VLV NOT SHUT amber annunciator is below the switch.
The APU air valve cannot be opened until the RTL signal is available. The valve will close
if the RTL signal is lost.
A flow limiter.
The flow limiting function ensures that the EGT stays within limits. The function effectively
gives priority to the generator. Because the APU AIR valve has a flow limiting function, it is
often referred to as the load control valve (LCV).
The valve is electrically controlled but pneumatically operated by compressor air pressure.
If the pneumatic supply or electrical supply to the valve is lost, a spring will drive the valve
closed.
The valve is selected by the APU AIR switch on the AIR SUPPLY panel. The switch
signals the APU electronic control unit (ECU) and the ECU controls the valve position.
The ECU controls the LCV function; the function limits the flow to ensure that the EGT
remains below a nominal 690 C for the Garrett 150 APU.
FCOM:V1 -002
Nov 01 /09
APU
Air
Chapter 5 Topic 5
Page 2
j
Alr supply system+ --! APU Air Valve
14---.;.,
I!
I:L
Pressure regulator.
[A'::~ I
Pos1tion
cootii'OI
---------------.
ECU
APUAIR
oN
OFF
EGT
l
RTL
Openlshulf command
Enable
A'tfvalve
RTL:
,.
;:{PM
FCOM:V1-002
modulebon
Nov 01 / 09
APU
Air
Chapter 5 Topic 5
Page3
A shut-off valve.
A pressure
regulator~
There is no LCV function. A flow limiting venturi is placed downstream of the APU air
valve. The venturi limits the flow so that the maximum continuous EGT is not exceeded.
The valve is selected by the APU AIR switch on the AIR SUPPLY panel. The switch
signals the valve via a relay that is closed by the RTL signal. The valve is automatically
signalled to close when the APU is shut down.
The valve is electrically controlled but pneumatically operated by compressor air pressure.
Pneumatic power is required to both open and close the valve.
If electrical power is lost, the valve will close if pneumatic power is available.
When the APU is shut down, the compressor air pressure decays rapidly. Therefore if the
APU is shut down with the APU AIR switch at ON, the valve may not completely close.
FCOM:V1-002
Nov 01 /09
APU
Air
Chapter 5 Topic 5
Page 4
~----1
Open/shut
command
Pressure regulator.
APUPWR
AVAILABLE
RPM
APUAJR
ON
4seconds
E SU
OFF..____,
i-v1-05-00022
FCOM:V1-002
Nov 01 / 09
APU
Air
Chapter 5 Topic 5
Page 5
The APU VLV NOT SHUT annunciator indicates that the APU air valve is not shut when it
is signalled to shut. It is signalled to shut when either the START/STOP switch is at STOP
or the APU AIR switch is at OFF.
The APU VLV NOT SHUT annunciator illuminates if:
AND
The aircraft air supply system is supplied by the engines and the APU. The air supply
system is divided into two parts: the left and the right. Normally the right wing engines
supply the right side and the left wing engines supply the left. The APU supplies both
sides. The engine and APU supply ducting is shown schematically in Figure 5.3.
The engine and APU supplies converge at three non-return valves (NRVs): A, Band C.
NRV A prevents the right engines feeding the left side. NRV B prevents the left engines
feeding the right side.
If either NRV A or NRV B fails, engine air will enter the ducting between the three NRVs. A
subsequent failure of NRV C would allow engine air to feed the APU.
There is a pressure switch between NRV C and the other two NRVs. It is normal for
pressure to be sensed when the APU is supplying air.
If the switch senses pressure when the APU air valve is closed, then engine air is leaking
past either NRV A or NRV B.
Failure of either NRV A or NRV B is indicated by an APU NRV LEAK annunciator on the
APU panel.
The APU NRV LEAK annunciator illuminates if:
AND
AND
A small vent in the APU supply duct bleeds any air away from the duct due to normal
leakage through the NRVs to prevent spurious warnings.
Once the APU air valve is closed, it takes a short time for the pressure in the duct to
dissipate through the small vent. It is normal for the APU NRV LEAK annunciator to
illuminate for a few seconds after the APU air valve is closed.
FCOM:V1-002
Nov 01 /09
APU
Air
Chapter 5 Topic 5
Page6
I~
1
A t
Non-return valve
Position
control
Pressure
switch
Small
vent
Left air
supply
services
...
...
...0
t 1+-- r-
en
c.
E
0
I
Valve
position
- '-
()
T
Indication logic
Supply from
left wing
engines
APU NRV
LEAK
FCOM:V1-002
STOP
Nov 01 / 09
AND
There are two amber fuel system annunciators on the APU panel: APU FUEL VALVE and
APU FUEL LO PRESS.
The APU FUEL VALVE annunciator indicates that the APU LP valve is not in the
demanded position.
The APU FUEL LO PRESS annunciator indicates that the pressure is low at the APU fuel
system inlet. The annunciator is signalled by a pressure switch downstream of the LP
valve. Electrical power for the annunciator is only available when the START/STOP switch
is at START.
If the APU is not supported by an inner or outer pump (suction feed), the
APU FUEL LO PRESS annunciator will illuminate provided the START/STOP switch is at
START.
The APU can be started on suction feed. An inner or outer pump should support the APU
fuel system when the APU is running. This prevents vapour lock, especially at low fuel
states.
FCOM:V1-002
Nov 01 /09
APU
Chapter 5 Topic 6
Page 2
Fuel System
Figure 6 .1 - Aircraft Fuel Supply
II
Pressure switch
Pump
-o
START
Position
demand ---~
NRV
Switch
position
Valve
position
STOP
Shut
APU FUEL LO PRESS annunciator
indicates low pressure at the APU
fuel system inlet provided that the
START/STOP switch is at START.
Emergency
shutdown
Valve not in
demanded position
APU LP valve:
J> Electrically motorised valve.
J> Signalled by APU START/STOP switch and aircraft emergency slhutdown circuit.
The valve is demanded shut if:
> The START/STOP switch is at STOP
OR
An emergency shutdown occurs
The valve is not shut by the ECU or ESU automatic shutdown signal.
The valve is demanded open if :
J>
>
APU F'UEL VALVE annunciator illuminates if the valve is not in the demanded position.
FCOM:V1-002
Nov 01 / 09
APU
Fuel System
Chapter 5 Topic 6
Page3
The Garrett 150 APU fuel system is electronically controlled. The system is shown
schematically in Figure 6.2.
The fuel from the aircraft fuel system passes through a filter to the APU driven fuel pump.
From the fuel pump, the fuel passes through a metering valve to a fuel shut-off valve.
From the shut-off valve, the fuel passes to the combustor via a flow divider.
The flow divider divides the flow into primary and secondary flows. The primary flow path
is always open; the secondary flow path opens at a point in the starting cycle where a
higher fuel flow rate is required to continue to accelerate the engine. The secondary path
remains open while the APU runs at constant speed.
The ECU controls the metering valve and the shut-off valve.
When electrical power is lost, both valves close.
The ECU opens the shut-off valve at 10% RPM during the start cycle. The shut-off valve is
closed in response to:
An emergency stop command from the aircraft emergency APU stop circuit.
An automatic shut down command from the ECU fault monitoring circuit.
The shut-off valve closes in response to the emergency and normal STOP commands
because power is removed from the ECU.
The ECU controls the metering valve to:
FCOM:V1-002
Nov 01 /09
APU
Fuel System
Chapter 5 Topic 6
Page 4
Shut---+
Switch position
Logic
--1
STOP
Valvo
position
Position
demand
APU FUB.
Valve not in
VALVE ~demanded
position
APU FUEl.
Pressure switch
LO
fSI
Filter
Secondary
now
EGT
~-
'
RPM
i l I
Speed
&
starting
control
ECU
"u1omstic I
r.huldown
FCOM:Vl-002
Fuel shutoH
valve
Nov 01 / 09
APU
Fuel System
Chapter 5 Topic 6
Page 5
An emergency stop command from the aircraft emergency APU stop circuit.
An automatic shut down command from the ESU fault monitoring circuit.
The main valve closes in response to the emergency and normal STOP commands
because power is removed from the ESU.
On some aircraft power is not removed from the ESU until 60 seconds after the
START/STOP switch is selected to STOP; on these aircraft the ESU shuts the main valve
when the START/STOP switch is selected to STOP.
FCOM:V1-002
Nov 01 /09
APU
Fuel System
Chapter 5 Topic 6
Page6
Shut-
Logte
-+!
STOP
Valve
position
Position
demand
Valve not in
-demanded
L----__..J
poslt.lon
rI lO
AI'Ufua I
..,.E$11
Pressure switch
Filter
~ Combustor
Fuel
control
I
RPM
AccoleraUon
EGT
control
_j
FCOM:V1-002
Nov 01 / 09
The Garrett 150 APU oil syst-em is shown schematically in Figure 7.1 .
Oil is contained in a sump at the bottom of the accessory gearbox.
A pump draws oil from the sump and pressurizes the oil to a nominal 45 psi.
From the pump the oil passes to a filter.
From the filter the oil passes to:
The engine bearings.
The accessory gearbox bearings and gears.
Oil return is by graveity to the sump.
The oil is cooled by APU inlet air passing over fins attached to the accessory gearbox.
A pressure switch is downstream of the filter. If pressure drops below 31 psi, a low
pressure signal is sent to the ECU. The ECU passes this signal directly to the amber
APU OIL LO PRESS annunciator on the APU panel. If the APU RPM is above 97%, the
ECU shuts down the APU after a delay of 10 seconds.
The APU OIL LO PRESS annunciator is inhibited when the START/STOP switch is at
STOP.
Automatic shutdown is achieved by closing the APU fuel shut off valve. The aircraft APU
fuel valve remains open until the START/ STOP switch is selected to STOP.
The Garrett 150 ECU is installed with fault code M Is. They display an appropriate code
when the ECU initiates shutdown for high oil pressure.
A high oil temperature switch on the gearbox sump is used to shut down the APU if the oil
temperature rises above 140C. There is a one second delay before automatic shutdown.
A combined drain valve and chip detector is fitted to the gearbox sump.
FCOM:Vt -002
Nov 01 /09
APU
Oil System
Chapter 5 Topic 7
Page 2
o~--------------~
APUOIL
LO PRESS
ECU
+'
RPM
> 97% 150APU
LEnable-+
~PCJOII.
~second
Lo.voll
pressure
t.O~sa l
Pump output
regulated to 45 P6l
i
Oil pump
delay
t
High oil temperature
Ott ten pwature > 140"C
Pressum switch
Filter
--
...
Tempef'ature switch
detector
OIL LO PRESS am\Jnci ator illuminates if oil pressure less than 31 psi and the START/STOP'
switch is at START
Automatic shutdown given for low oil pressure if:
,.
AND
Automatic shutdown given for t-tgh oil tefll)erature it oil temperature greater than 140"C for
more than 1 second
1 11'1 - 05- 00060
FCOM:V1-002
Nov 01 / 09
APU
Oil System
Chapter 5 Topic 7
Page3
The APU generator via a generator supply pump. The nominal pressure is 270 psi.
Oil from the gearbox and engine is returned by gravity to the sump.
Oil from the generator is returned to the sump by a generator scavenge pump via a
generator scavenge fi lter.
A pressure switch is downstream of the generator supply pump. If pressure drops below
210 psi, a low pressure signal is sent to the ESU. If the APU RPM is above 95%, the ESU
shuts down the APU after a delay of 1o seconds.
A temperature switch is downstream of the supply filter. If oil temperature rises above
135C, a high oil temperature signal is sent to the ESU. If the APU RPM is above 95%, the
ESU shuts down the APU after a delay of 10 seconds.
Automatic shutdown is achieved by closing the APU main fuel valve. The aircraft APU LP
fuel valve remains open until the START/STOP switch is selected to STOP.
The ESU is fitted with fault code Mls. They display a code showing which fault caused the
APU to automatically shutdown.
An oil de-prime valve is fitted to the inlet of the gearbox oil pump. When the valve is open,
the pump cannot pump oil into the system.
The de-prime valve is opened:
During the early stages of the start to reduce the torque required to start the engine.
During a normal shutdown if the aircraft is fitted with the modification that holds
power on the ESU for 60 seconds after the START/STOP switch is selected to
STOP.
The de-prime valve is opened on shutdown to reduce the chance of APU oil entering the
air conditioning system.
FCOM:V1-002
Nov 01 /09
APU
Oil System
Chapter 5 Topic 7
Page 4
Both the supply filter and the generator scavenge filter include a bypass and an impending
bypass indicator.
A combined drain valve and chip detector is fitted to the gearbox sump.
Figure 7.2 - Sundstrand Oil System
Pressure switch
Pump
Temperature switch
ESU
De-prime
valve control
Oil cooler
Supply
filter
Generator
supply
Gearbox
Gearbox
pump
De-prime
va lve
Engine
bearings
bearings
& gears
Accessory
Gearbox
Generator
Generator
scavenge pump
Generator
scavenge filter
Drain & chip detector
FCOM:V1-002
Nov 01 / 09
Starter Motor
The APU has a DC powered electric starter motor; the motor rotates the APU through the
APU accessory gearbox. The motor is used for ground and airborne starts.
Power is applied to the motor via a starter contactor at the beginning of the start
sequence. The contactor is opened when the starter cut-out speed is achieved.
Starter cut-out is 50% RPM for the Garrett 150 APU and the Sundstrand APU.
The motor is connected to the gearbox by a clutch . The clutch automatically disengages
when electrical power is removed from the starter motor.
Starting Supplies
The starting supplies are shown schematically in Figure 8.1 . The APU and engine starter
motors are supplied by a DC start busbar. The busbar can be supplied by:
The Transformer Rectifier (TR) starting supplies via a start select contactor for each
TR. Two TRs are used for main engine starting; only TR 1 is used for APU starting.
However, only one of these three supplies can be connected to the start busbar at a time.
Whenever the start busbar is powered, a white START PWR ON annunciator illuminates;
the annunciator is on the flight deck engines panel (Figure 8.3).
EXT DC is connected to the aircraft on the right side of the fuselage just forward of the
hydraulic bay (Figure 8.4).
The APU battery contactor i.s used to power the st art busbar during APU starts from the
battery.
Some aircraft have an engine battery start facility; in this case, the start busbar is powered
from the battery via the APU battery contactor.
For main engine starting and APU starts from EXT DC, a START MASTER switch on the
ENGINES panel must be ON. With the START MASTER at ON, the source to power the
start busbar depends on the position of a START PWR switch on the ENGINES panel; the
switch has three positions: NORM, COLD and EXT DC.
With the START MASTER at ON, the start busbar will be powered by:
Two of the three TRs if the START PWR switch is at NORM or COLD; the voltage
will be 28 Vat NORM and 36 Vat COLD. At COLD, the TRs will be disconnected
from the main DC busbars.
EXT DC if the START PWR switch is at EXT DC. If the main AC busbars are
powered, the TRs will supply the main DC busbars. The voltage of the EXT DC
supply can be displayed on the DC voltmeter once EXT DC is plugged in.
FCOM:V1 -002
Nov 01 /09
APU
Chapter 5 Topic 8
Page 2
Starting
Figure 8.1 - Starting Supplies Schematic
TR 1
TR2
TR 3
EXT DC
DC 1
DC 2
Start
select
> contactors
BATT1
DC voHs
BATT2
optional
DC 2
TR 3
opt iona I
EXT DC
contactor
~.?......................J
)
lr
BATI2
APU battery
contactor
PVI.R ON
To engme
starter motors.
ToAPU
starter motor.
The voltage of EXT DC can be displayed on the DC voltmeter once EXT DC is plugged in.
One of the following can be connected to the start busbar at a time:
);> The batteries.
);>
);>
With the START MASTER at ON, the sta rt busbar will be supplied by:
);>
);>
Only start the APU with the START MASTER at ON if the START PWR switch is at EXT DC..
Starting the APU with the START MASTE R OFF:
);> Power to the start busbar is automatically connected and disconnected during the start
sequence.
);> Either TR 1 or t he BATT(S) are used; TR 1 preferred to the BATT(S).
:.> The BATT(S) are chosen if both main AC busbars are not powered. The APU cannot
be started from the BATI(S) if TR 1 fails and at least one of the main AC busbars is
powered; a start can be made from EXT DC.
i-v1 -05-000B2
FCOM:V1-002
Nov 01 / 09
APU
Starting
Chapter 5 Topic 8
Page3
If the APU is to be started from EXT DC, the START MASTER must be ON and the
START PWR switch at EXT DC. The START PWR ON annunciator will remain illuminated
throughout the start; it will not extinguish until the START MASTER is selected OFF.
External DC can be the start source regardless of the state of the main AC busbars.
START PWR Switch
The APU must not be started with the START MASTER at ON and the START PWR switch
at COLD; starting in this condition will damage the starter motor as 36 V will be applied to
the motor.
The APU should not be started with the START MASTER at ON and the START PWR
switch at NORM ; starting in this condition will apply a higher torque than normal to the
starter and gearbox as two TRs would be used.
Starting from the Batteries or TR 1
To start the APU from the batteries or TR 1, the START MASTER must be OFF. Power is
connected to the start busbar when the START/STOP switch is selected to START; power
is disconnected from the START busbar when the starter cut-out RPM is achieved. The
START PWR annunciator illuminates when the START/STOP switch is selected to START
and extinguishes at starter cut-out RPM.
To use TR 1, EXT AC or an engine generator must be available.
TR 1 is automatically preferred to the batteries.
The preference logic depends on the modification state of the aircraft.
The battery can be the start source only if both AC1 and AC2 are not energised. If just one
of the two main AC busbars is not energised and TR 1 fails, the APU cannot be started.
An APU start is not possible with DC BUS 1 failed and DC 2 powered because at least one
main AC must be powered if DC 2 is powered.
FCOM:V1-002
Nov 01 /09
APU
Starting
Chapter 5 Topic 8
Page 4
Start Contactor
The start contactor and its logic is summarised in Figure 8.2.
When the START/STOP switch is selected to START, the APU fuel valve is signalled to
open. Once the valve is open, the start contactor closes. At starter cut-out RPM. the
contactor opens.
On some early aircraft, the contactor cannot be closed if the START MASTER is at ON.
Figure 8.2 - Starter Contactor
TR 1
TR2
TR3
DC 2
DC 1
Start
select
~ contactors
EXT DC
BATT2
optional
TR 3
optiona I
APU battery
contactor
START
PV'.R ON
To eng ine
starter motors.
START BUSBAR
I)) contactor
EXT DC
BATT 2
DC volts
DC 2
)
BATT 1
)I
)I
Starter
contactor
APU
starter
APU starter contactor closes if:
)>
The START/STOP switch is at START
AND
The APU fuel valve is open.
AND
)>
RPM is less than starter cut-out RPM .
J.>.
i-v1 -05-00063
FCOM:V1-002
Nov 01/09
APU
Starting
Chapt er 5 Topic 8
Page 5
STARTPWR
FCOM:V1 -002
Nov 01 /09
APU
Starting
Chapter 5 Topic 8
Page6
IUC1'IIICM.
Claii-'I'IOiii
-D.C.
FCOM:V1-002
....
CGII.CTIOIII
avD.C.
Nov 01/09
APU
Starting
Chapter 5 Topic 8
Page 7
open ~
When the fuel valve is open, the start contactor closes and the APU starts to rotate.
At 10% RPM:
At starter cut-out RPM, the starter contactor is opened. Starter cut-out is 50% for the
Garrett 150.
The igniter is switched off at 97% RPM for the Garrett 150.
At ready to load (RTL), the APU PWR AVAILABLE annunciator illuminates.
97% + 4 seconds for the Garrett 150.
RTL is
FCOM:V1-002
Nov 01 /09
APU
Starting
Chapter 5 Topic 8
Page8
When the fuel valve is open, the start contactor closes and the APU starts to rotate.
At 3% RPM:
The ESU will open and shut the main valve as necessary to prevent excessive
EGT.
At 50% RPM:
At 85% RPM:
At 95% + 3 seconds:
If the start is from the battery or TR 1, the START PWR ON annunciator will illuminate
when START is selected and extinguish at starter cut-out.
For a start from EXT DC, the START PWR ON annunciator will be illuminated throughout
the start; it will not extinguish until the START MASTER is selected OFF.
FCOM:V1-002
Nov 01 /09
General
The APU is contained within a fireproof box behind the air conditioning bay. The inner
surface of the APU bay door forms the lower surface of the box. A fire detector is fitted
within the fireproof box. The detector is a gas-filled wire. It is wound around the four inner
vertical surfaces of the firebox as shown in Figure 9_1.
A fire extinguisher is fitted in the air conditioning bay. The extinguisher is mounted on the
forward outer vertical surface of the fireproof box. The extinguisher discharges into the
Fire detection.
Monitoring.
Together, the detector and electronic circuit are called the APU fire loop. The APU fire
loop is shown schematically in Figure 9.3.
If the detector detects a fire, a fire warning is given. The fire warning is removed once the
fire wire cools below the overheat threshold.
If the monitoring circuit detects a failure of the fire wire:
An APU FIRE test button is provided on the GRND TEST panel. When the button is
pressed, both the detection and the monitoring elements of the electronics are tested. If
the test is passed, the loop fault cautions and the fire warnings are given.
Figure 9.1 - APU Fir e Wire
Fireproof
compartment
FCOM:Vt -002
Fire Wire
Nov 01 /09
APU
Fire Protection
Chapter 5 Topic 9
Page 2
!
Discharge pipe
Loop fault
APU
fi re-wire
monitor
I
I
L _ ___ l
Fire Warnings
APU FIRE
test button
LOOP FAULT given if:
}. Fault detected
OR
)
OR
}.
FCOM:V1-002
Nov 01 / 09
APU
Fire Protection
Chapter 5 Topic 9
Page3
Fire Extinguisher
The extinguisher and its controls and indicators are shown in Figure 9.4.
The extinguisher consists of a bottle and a head. The head is connected to a discharge
pipe. The discharge pipe connects the head to the fireproof compartment. A frangible disc
in the head prevents the extinguishant passing into the discharge pipe. The head includes
an explosive charge. When the charge is detonated, the frangible disc breaks and the
extinguish ant flows into the discharge pipe and thus into the fireproof compartment.
The explosive charge is detonated electrically when the FIRE EXT switch is selected to
DISCH. The switch is spring-loaded from DISCH to the normal position. A red guard must
be lifted before the switch can be operated. The guard is spring-loaded to the normal
position.
A white APU EXT USED annunciator is provided on the APU panel. An electronic circuit
detects whether or not the charge has been detonated. When the explosive charge has
been detonated, the APU EXT USED annunciator illuminates.
An ENG & APU EXTING button on the GRND TEST panel tests the electronic circuits.
When the button is pressed, the APU EXT USED annunciator should illuminate;
additionally, a similar annunciator for each of the engine extinguishers should illuminate. If
an annunciator does not illuminate when the button is pressed, the associated detector
circuit has failed the test.
The extinguisher has a pressure-relief pipe. The contents are prevented from entering the
pressure-relief pipe by a second frangible disc in the bottle. The pipe is connected to a
pressure-relief indicator. The pressure-relief indicator is on the left side of the fuselage just
above the forward end of the APU door hinge: see Topic 3, Figure 3.2.
When an overpressure condition occurs within the bottle, the frangible disc breaks; the
extinguishant then flows into a pressure-relief pipe and discharges through the
pressure-relief indicator.
The pressure-relief indicator is shown in Figure 9.5. It consists of a red conical bowl that is
normally covered by a green disc. The pressure-relief pipe is connected to an orifice in the
centre of the bowl. When the extinguishant enters the pressure-relief pipe, the green disc
is blown off the bowl; the red bowl is revealed and all the extinguish ant flows out through
the orifice in the centre of the bowl.
There are two types of pressure-relief indicator. One has an extra feature: a plug in the
orifice in the red bowl. If the green disc falls out but the plug remains in place, pressure
relief will not have taken place.
The green disc may discolour with age to become almost white. As long as the disc is in
place and the red bowl cannot be seen, pressure relief will not have taken place.
The pressure-relief indicator signals that extinguishant has been discharged through the
indicator because pressure has become too high in the bottle. The APU EXT USED
annunciator indicates that the bottle has been discharged into zone 1 because the
FIRE EXT switch has been operated.
Pressure relief does not cause the APU EXT USED annunciator to illuminate.
FCOM:V1-002
Nov 01 /09
APU
Fire Protection
Chapter 5 Topic 9
Page 4
There are two types of fire bottle available to the aircraft. The pressure relief design is
slightly different. On one, the pressure-relief indicator will not blow out when the explosive
charge is detonated . On the other, there is a possibility that the pressure-relief indicator
will blow out when t he extinguisher is discharged using the FIRE EXT switch. However,
the amount of extinguishant lost through the pressure-relief indicator is small.
Figure 9.4- APU Fire Extinguisher
Discharge into
fi reproof box
APU EXT
USED
'
''
'
/ Electronic \
~
\ detector /
Extinguisher
head
FIRE EXT
DISCH
APU
EXT
Extinguisher bottle
Pressure-relief pipe
Pressure-relief indicator
Figure 9.5 - Pressure-Relief Indicator
Typical indicator
Green disc
Plug
Red bowl
Green disc
Green disc in place
FCOM:V1-002
Nov 01 / 09
APU
Fire Protection
Chapter 5 Topic 9
Page 5
Fire Warning
If a fire is detected:
On the ground:
As an option, the ground crew call horn sounds until the APU START/STOP
switch is selected to STOP.
The FIRE EXT switch discharges the fire extinguisher. In the air, the APU START/STOP
switch must be selected to STOP before the FIRE EXT switch is selected to DISCH. At
STOP, the fuel supply to the APU is cut off and the electrical and air supply from the APU
are shut down. On the ground, to back up the auto shut down system, the APU
START/STOP switch should be selected to STOP before the FIRE EXT switch is selected
to DISCH.
FCOM:V1-002
Nov 01 /09
APU
Fire Protection
Chapter 5 Topic 9
Page6
FCOM:V1-002
Nov 01 /09
General
The APU functions are supplied from BATT 1 and EMERG DC.
The ECU is supplied from BATT 1 busbar.
To start the APU, BATT 1 busbar and EMERG DC must be powered. However the APU
will continue to run with only the BATT 1 busbar powered.
If BATT 1 is selected OFF, BATT 1 will not be charged. Therefore if BATT 1 is selected
OFF when the APU is running, BATT 1 will gradually discharge.
There are two types of APU fault shut down : emergency shut down and automatic shut
down.
Emergency shut down is activated by the aircraft APU emergency shut down circuits.
Automatic shut down is commanded by the fault sensing circuits of the ECU.
FCOM:V1-002
Nov 01/09
APU
Garrett Electronic Control
Chapter 5 Topic 10
Page 2
t
TGT
RPM
L___e_c_u_ ___.l4
BATT1 BUS
Emergency
shut down relay
ECU power
START
Shutdown
STOP
When the switch is selected to START, powe.r is applied to the ECU and a start will be
initiated.
The APU will continue running until :
OR
>
OR
If STOP is selected or an emergency shut down is made, the ECU is not powered; so the TGT
and RPM indicators will not be powered.
The ECU remains powered when an automatic shut down is made, so the TGT and RPM
indicators remain powered.
i-v1-05-00038
FCOM:V1-002
Nov 01 / 09
APU
Garrett Electronic Control
Chapter 5 Topic 1o
Page3
ECU Functions
The Garrett 150 APU ECU functions are shown schematically in Figure 10.2.
The Garrett 150 APU ECU:
Supplies the EGT and RPM signals for the flight deck indicators.
Monitors for faults and will automatically shut down the APU when a fault is
detected.
Tests the over-speed shut down circuit, including shutting down the APU, when the
flight deck APU OVSPD button on the GRND TEST panel is pressed. The
over-speed test is inhibited in the air by a squat switch.
The Garrett 150 APU fuel system is completely controlled by the ECU. The start fuel shut
off valve turns the fuel on and off; the metering valve controls fuel flow to govern
acceleration during starting and then acts as a speed governor during running.
The APU air valve is controlled by the ECU. The APU AIR switch signals the demand for
air. The ECU allows the air valve to open once the RTL signal is generated. The ECU
then controls the air valve position to limit the EGT to below a nominal 690 "C.
The ECU opens the surge valve during starting. When the APU is running , the ECU:
Opens the surge valve when the aircraft is at and above 15 000 ft.
Opens the surge valve when the APU AIR switch is at OFF.
Closes the surge valve when the APU AIR switch is at ON and the aircraft is below
15 000 ft.
The flight deck TGT and RPM indicators are directly signalled by the ECU.
FCOM:V1-002
Nov 01 /09
APU
Garrett Electronic Control
Chapter 5 Topic 10
Page 4
Start be....,
Electronic
control unlt
ECU
Squat s....;tch
0
( BATT1BUS
START
Startlng
APUOVSPD
Automabc
slltJdown
RPMeeneor
EGT"71'I
Opcn'shut
~ STOP
RPM
Carfllete
fuel contrOl
.,
APU fuel
valve
lncicatlon
TGT
APUGl!N
ON
OFF
UNE
RTL
OFF/RESET
Combustor
Shutdown
I Enj~e
+
Air VPiVe
mocU'atlon
Surge valve
conltrol
~------------.
1..
+-:l
~L
o AAI:-as
APUAIR
Ope!V'smrt
:N
O
Jcommand OR'
15 000 It
swttch
SurgoVMivo
FCOM:V1-002
IY1-<1500061
Nov 01 / 09
APU
Garrett Electronic Control
Chapter 5 Topic 1o
Page 5
An adapter gearbox high oil temperature or low oil pressure is sensed. If a high oil
temperature is sensed, an APU GEN HI T Ml is latched white; the Ml is on the
maintenance panel.
The Garrett 150 ECU will automatically shut down the APU if:
An APU over-speed occurs: RPM above 110% or the OVSPD button pressed.
The EGT rises above the limit: the start limit during starting and the maximum
continuous limit during running.
The EGT signal is lost ; the TGT gauge will be at full scale deflection.
An over-current within the ECU or in some of the electrical devices driven by the
ECU.
The low oil pressure shut down is only enabled above 97% RPM. There is a 10 second
delay before shut down occurs.
The reason for the automatic shut down is given by fault code Mls on the ECU.
All protective functions are reset when the START/STOP switch is selected to STOP.
The maintenance panel Mls are reset by a RESET switch on the maintenance panel.
The ECU Mls are reset when a start is initiated.
FCOM:V1-002
Nov 01 /09
APU
Garrett Electronic Control
Chapter 5 Topic 10
Page6
,\PU GN
OIL HI T
STOP
Low oi
ptessure
SWtlCMS
Enabo
ECU
Squat switch
Air rO
Ground
0DilOnal
hnk
RPMMnsor
APU lMlkG
SHUT DOWN
Ground crew
call hom
I R_P~,
~
Enable
Low oil
pressure
switch
low oil
pressure
00
FCOM:V1-002
Nov 01 / 09
APU
Garrett Electronic Control
Chapter 5 Topic 1o
Page 7
FCOM:V1-002
Nov 01 /09
General
The APU functions are supplied from BATT 1 and EM ERG DC.
The ESU and frequency converter are supplied from BATT 1 busbar.
To start the APU, BATT 1 busbar and EMERG DC must be powered. However the APU
will continue to run with just the BATT 1 busbar powered.
If BATT 1 is selected OFF, BATT 1 will not be charged. Therefore if BATT 1 is selected
OFF when the APU is running, BATT 1 will gradually discharge.
There are two types of APU fault shut down: emergency shut down and automatic shut
down.
Emergency shut dow n is activated by the aircraft APU emergency shut down circuits.
Automatic shut down is commanded by the fault sensing circuits of the ESU.
Emergency Shut Down
Emergency shut down is achieved by breaking the power supply to the ESU. The APU
shuts down because power is removed from the ESU controlled fuel valves.
As the ESU is not powered, the flight deck RPM and EGT indicators are not powered.
Emergency shut down can only take place on the ground. Whenever an emergency shut
down takes place:
An APU EMERG SHUT DOWN Ml will latch white. The Ml is on the maintenance
panel.
On some aircraft, the ground crew call hom will sound until the START/STOP
switch is selected to STOP.
FCOM:V1-002
Nov 01 / 09
APU
Sundstrand Electronic Control
Chapter 5 Topic 11
Page2
There are two standards of power supply for the ESU: the basic standard and one that
holds power on the ESU and frequency to voltage converter for 60 seconds after the
START/STOP switch is selected to STOP. The two standards are shown schematically
in Figure 11 .1 and Figure 11 .2.
The ESU and the frequency to voltage converter are supplied from BATT 1 busbar via the
START/STOP switch and an emergency shut down relay for both standards.
The hold-on standard has two additional features:
A circuit which holds power at the emergency shut down relay for 60 seconds after
the START/STOP switch is selected to STOP.
For both standards, power will be lost at the ESU immediately an emergency shut down
signal is made; therefore:
The APU will shut down because the main fuel valve will close.
For the basic standard, the effect on the ESU of turning off the START/STOP switch is the
same as for an emergency shut down.
The hold-on circuit was introduced so that the oil de-prime valve would be opened during a
shut down using the START/STOP switch. Opening the de-prime valve during shut down
reduces the risk of oil entering the air conditioning system.
FCOM:V1-002
Nov 01 /09
APU
Sundstrand Electronic Control
Chapter 5 Topic 11
Page3
BATT 1 BUS
START
t
EGT
RPM
0
Shutdown
ESU
Emergency
shutdown relay
STOP
When the switch is selected to START, power is applied to the ESU and a start will be
Initiated.
The APU will continue running until:
l> The switch is selected to STOP.
OR
l> The aircraft circuits initiate an emergency shutdown.
OR
l> The ESU initiates an automatic shutdown .
If STOP is selected or an emergency shutdown is made, the ESU is not powered; the EGT
and RPM indicators will not be powered and the oil de-prime valve will not be opened.
The ESU remains powered when an automatic shutdown is made, the EGT and RPM
indicators remain powered and the oil de-prime valve will be opened.
i-v 1-05-0004 2
--<2.....o
Shutdown
shutdown relay
l.
BATT 1 BUS I
Ho lds pow er on
for 60 seconds
START
after STOP
~
+--selected.
STOP
When the switch is selected to START, power is applied to the ESU and a start will be
initiated.
The APU will continue running until the switch is selected to STOP.
At STOP, a stop signal commands the APU to stop but the ESU remains powered for
60 seconds, so:
l> The EGT and RPM indicators will indicatte for 60 seconds.
AND
.l> The oil de-prime valve will open during the shutdown cycle.
The behaviour on emergency and automatic shutdown is the same as the basic standard.
i-v 1-05-00043
FCOM:V1-002
Nov 01 / 09
APU
Sundstrand Electronic Control
Chapter 5 Topic 11
Page4
ESU Functions
The ESU functions are shown schematically in Figure 11.3. The ESU:
Supplies the EGT and RPM signals for the flight deck indicators.
Monitors for faults and automatically shuts down the APU when a fault is detected.
Tests the over-speed shut down circuit, including shutting down the APU, when the
flight deck APU OVSPD button on the GRND TEST panel is pressed. The
over-speed test is inhibited in the air by a squat switch.
Controls the fuel during the starting sequence using both the start valve and the
main valve in conjunction with the fuel control unit acceleration control. The start
valve is closed during running.
During automatic shut down, including shut down due to pressing the APU OVSPD
button.
During shut down when the START/STOP switch is selected to STOP provided that
FCOM:V1-002
Nov 01 /09
APU
Sundstrand Electronic Control
Chapter 5 Topic 11
Page 5
n;n
L_~
SUrt
~~
bu~s~bM
~_r--~~ ~ 0---
Startor motor
Electronic
sequencing unit
ESU
( Stan counter
"-
S tarting fuel
control and
I fuel shutoff
Frequency
to voltage
"- '
EGT
APU
~dlcatl~
converter
95% RPM
~---r----~--~
AVAII...ABL
STOP
shutdown
Au tom abc
EGT thtrmoc;ouplt
RPM
Starting
AI'UOVSPD
Fuel
control
3seconds
Generator
control unit
AI'UGEH
ON
OFF
LINE
f--
OfF!RESET
APtJ AIR
ON
Combustor
IV.r
OFF '----' en&ble
relay
..,
~--------------~ LOPR51
FCOM:V1-002
Nov 01 / 09
APU
Sundstrand Electronic Control
Chapter 5 Topic 11
Page6
There are two types of APU fault shut down: emergency shut down and automatic shut
down. Emergency shut down is activated by the aircraft APU emergency shut down
circuits. Automatic shut down is commanded by the fault sensing circuits of the ESU.
Sundstrand fault shut down is shown schematically in Figure 11.4.
The emergency shut down circuits will be activated on the ground if:
An APU over-speed occurs: RPM above 108% or the OVSPD button pressed.
An under-speed occurs: RPM less than 90% after RTL has been achieved.
The EGT rises above the limit: the start limit during starting and the maximum
continuous limit during running.
There is a short circuit in some of the electrical devices driven by the ECU.
The APU fails to start. This fault is based on RPM achieved against time.
The APU fails to accelerate during start; the APU does not accelerate for two
consecutive seconds.
The APU fails to light. The APU fails to light within 8 seconds of start initiation or
there is a loss of combustion after light-up.
The low oil pressure and high oil temperature shut downs are only enabled above
95% RPM. There is a 10 second delay before shut down occurs.
The reason for the automatic shut down is given by fault code Mls on the ESU.
All protective functions are reset when the START/STOP switch is selected to STOP.
The APU EMERG SHUT DOWN Ml is reset by a RESET switch at the maintenance panel.
The ESU Mls are reset when a start is initiated.
FCOM:V1-002
Nov 01 /09
APU
Sundstrand Electronic Control
Chapter 5 Topic 11
Page 7
~
~
AP\1 OVSPO
RPM sensor
Start Failures
switches
Emergency shutdown
Squat switch
Ground
Fail to accelerate
Based on EGT
APU
H1ghEGT
E!~ER G
S>iU T D OWN
Optional
link
Ground crew
call hom
~TT1 aus]
EGT thermocouple
ESU
LossofEGT
Short circuit
ESU Digital
Processor Failures
Open circuit
Memory and
sequencing
Processor failure
Data conversion
High oil
temperature switch
~.
~
Enable
po.var
Shutdcrwn 0
Emergency
shutdown relay
STOP
w oil 1-----t-~L.:O
~I:_:H:au~l~tJ
ressure
witch
Oil pressure
switch shoo
[9999
FCOM:V1-002
Based on RPM
Based on RPM
STOP
Nov 01 / 09
APU Panel
The APU panel is shown in Figure 12. 1; the panel is drawn with the Garrett standard of
annunciators and the Garrett 150 TGT and RPM indicators. The indicators for the two
APUs are compared in Figure 12.2.
The only difference between the annunciator configurations is that the Sundstrand APU
has an AUTO SHUTDOWN annunciator rather than an OIL LO PRESS annunciator.
The APU FIRE annunciator indicates that a fire has been detected in the APU bay;
automatic shut down will take place on the ground but not in the air. A repeat of the fire
warning is given on the CWP by the APU FIRE t caption: see Figure 12.3.
The LOOP FAULT annunciator indicates that a fault has been detected in the APU fire
loop.
When the APU FIRE TEST button on the GRND TEST panel is pressed, the APU fire loop
is tested; a successful test is indicated by all the fire warnings being given and the
LOOP FAULT annunciator illuminating. Part of the GRND TEST panel is shown in Figure
12.4.
The APU EXT USED annunciator indicates that the fire extinguisher has been discharged
by the FIRE EXT switch circuit.
The FIRE EXT switch discharges the fire extinguisher. Most aircraft have a flap guarding
the switch. On some early aircraft, the flap is not fitted; instead a baulk is fitted. This
arrangement is shown in Figure 12.1.
The APU PWR AVAILABLE annunciator indicates that the APU is ready to take loads from
the generator and the air supply system.
The APU OIL LO PRESS annunciator indicates that the Garrett accessory gearbox oil
pressure is less than 31 psi.
The AUTO SHUTDOWN annunciator indicates that the Sundstrand APU has been
automatically shut down by its ESU.
The APU FUEL LO PRESS annunciator indicates that pressure is low at the input to the
APU fuel system.
The APU FUEL VALVE annunciator indicates that the valve is not in the demanded
position. The valve is demanded closed if the START/STOP switch is at STOP or an
emergency shut down occurs. The valve is demanded open if the START/STOP switch is
at START and an emergency shut down signal is not present.
The APU NRV leak annunciator indicates that engine air is leaking into the APU air supply
duct.
Setting the START/STOP switch to START, powers the ECU or ESU and initiates the start
sequence. The switch remains at START during running. Selecting STOP will stop the
APU and removes power from the ECU or ESU. On some Sundstrand APUs, power
remains on the ESU for 60 seconds after STOP is selected.
A baulk prevents inadvertent selection of START.
FCOM:V1 -002
Nov 01 /09
APU
Flight Deck Summary
Chapter 5 Topic 12
Page 2
If Sundstrand
APU fitted
APU OIL
LO PRESS
replaced with
AUTO
SHUTDOWN
FCOM:V1-002
Nov 01 / 09
AV RO 146-RJ FCOM
Volume 1
APU
Flight Deck Summary
Chapter 5 Topic 12
Page 3
Surndstrand indicators
FCOM:V 1-002
Nov 01 /09
APU
Flight Deck Summary
Chapter 5 Topic 12
Page 4
---
Fire in the
APU bay
APU
Fifth row
from the top
..
Third row
from top
The ENG & APU EXTING button tests the eKtlnguisher used circuits of all the extinguishers
The APU OVSPD buttoo tests the over-speed Circuit and ls used to shut down the APU on
the ground
FCOM:V1-002
Nov 01 / 09
APU
Flight Deck Summary
Chapter 5 Topic 12
Page 5
The APU circuit breakers are divided between the APU & ENGINE START, FIRE and
FUEL circuit breaker panels.
The APU & ENGINE START circuit breaker panel is shown and described in Figure 12.5.
The FIRE circuit breaker panel is shown and described in Figure 12.6.
The FUEL circuit breaker panel is shown and described in Figure 12.7.
FCOM:V1-002
Nov 01 /09
APU
Flight Deck Summary
Chapter 5 Topic 12
Page6
..
is replaced by
The circuit breakers applicable to the APU are A30 to A34 on the top row.
APU VALVE WARN (A30) supplies the :
J;> APU VLV NOT SHUT annunciator.
> APU NRV LEAK annunciator.
>
>
FCOM:V1-002
Nov 01 / 09
APU
Flight Deck Summary
Chapter 5 Topic 12
Page 7
BATt
BAT 1
BAT I
BAT 1
MDC
DATI
BATt
ENG 1
EHG2
E.HGA
EXU1
APU
EXT
APU
EXT
C.t.RGO
f.XT
EHG3
V(T
111
.,
!11
_,
EXT
EXT 1
USf.O
AN'IUN
ftAH
5
DCl
C.t.RGO
FJCT 2
TOILET
~IDC
MDC
1110<:
5
rtDC
rQ;
MDC
MDC
ENG\
ENG 2.
EN04
exr.-a
EXT
1#2
EXT
112
ENGl
I:Xl
12
112
useo
AHNUN
I.IOC
r~oc
MDC
MDC
MDC
I!NG 1
ENG2
1
I!NG 3
LOOP
A
LOOP
LOOP A
\IIARH
APU
LOOP
LOOP 8
WARN
ARE
LOOP
A
ENG4
LOOP
TEST
t.IOC
IADC
PIOC
MDC
rADC
ENG 1
ENG2
LOOP
LOOP
!NG3
LOOf'
E.HG4
LOOP
16
17
Ill
EXT
,.
,.
,.
ENGLOOPB
,.
iMOKIC
W.A.RN
MDC
BEll
TI;ST
r.tOC
..oc
MDC
1
llNG 1
PYLON
k'G2
PYlON
PYLON
OVHT
OVHT
ENG3
PV'l014
OVHT
21
12
23
[NG4
OVHT
FIRE
20
FCOM:V1 -002
Nov 01 /09
APU
Flight Deck Summary
Chapter 5 Topic 12
Pages
MDC
MOC
XFEED
APU
VALVE
FUEL
BAERG
VALVE
MDC
MOC
LCOMM RCOMM
FEED
FE.EO
VALVE VALVE
BAT
3
OTY
ALTN
PWR
FUEl
1
FCOM:V1-002
Nov 01 / 09
APU
Flight Deck Summary
Chapter 5 Topic 12
Page9
FCOM:V1-002
Nov 01 /09
Topic 1 - Overview
Scope ...................................... ................................. ........................ .............................
Overview Schematic ...... .. ................... .... ................... .. ........... ......... ... ......... .......... .. .....
CAU Channels ................................................................................. ........... .......... ... .....
Audio Warnings ............................................................................................ .................
Crew Call.......................................................................................................................
ASPs and Crew Call Panels...... ........... ................................. ..... ...... .............................
Static Dischargers ........................................................................................ .................
Video Surveillance ....................... .......... ........... ....................... .......... ............. ..............
2
4
4
4
4
4
4
3
3
5
5
7
9
11
13
13
15
17
19
21
21
23
25
25
25
27
Topic 3 - Cabin
Cabin Handsets......................... ............. .......................................................................
Vesti bule Attendant's Panels ............... ..... ....................................... .............................
Roof Call Lamps. ................................. ............................................. ............ .................
Passenger Service Units and Toilets............... ................................ ............ .................
Service Intercom ............................. ............... .......................... ... ..... ........ ............ .........
Passenger Address................... ....................................................... ..... ...... ........... .......
FCOM:V1-002
Nov 01/09
1
3
5
6
7
9
COMMUNICATION
Contents
Chapter 6 TOC
Page2
Purpose.........................................................................................................................
Ground Crew Call Switch..............................................................................................
Flight Deck Crew Call Panel..................................................... ....................................
Cabin Roof Call Lights...................................................................... ............................
Cabin Handset Call Switches and Annunciators...........................................................
Ground Crew Call Horn.................................................................................................
Calls to the Flight Deck.................................................................................................
PA Tones......................................................................................................................
Calls to the Cabin ..........................................................................................................
Inter-cabin Calls............................................................................................................
Passenger and Toilet Call.............................................................................................
1
1
1
3
3
5
7
7
8
8
9
Architecture ...................... .......... ..... ..... ..... ...... .............................. .... ...... ... ....... .... ...... ..
Channel Spacing...........................................................................................................
RMP Frequency Windows.................................................................. ...........................
Channel Names for Receivers with 8.33 kHz spacing..................................................
VHF Antennas...............................................................................................................
1
1
1
3
5
Topic 6 - HF Radios
Architecture ...................... .......... ..... ..... ..... ...... .............................. .... ...... .... ...... .... ...... ..
HF Antennas.................................................................................................................
CollinsHFS-700............................................................................................................
1
3
5
Topic 7 - SELCAL
Operation ..... ..... ....... .... .... ... ....... ...... .... ...... .... .. ... ...... ..... ...... ..... ...... .. .... .. ... . ..... . .... ...... ..
SELCAL Codes.............................................................................................................
Architecture ...................... .......... ..... ..... ..... ...... ......................... ......... ...... .... ...... .... ...... ..
Test...............................................................................................................................
1
2
2
2
Background...................................................................................................................
Purpose of Static Dischargers.......................................................................................
Static Discharger Construction......................................................................................
Static Discharger Location .. .. . .... .. .. ...... ... .. ........ ... .... .. ..... ...... ...... ... .. . ..... . .... ...... ..... ...... .
Types of Dischargers....................................................................................................
FCOM:V1-002
Nov 01 /09
1
1
1
1
3
COMMUNICATION
Contents
Chapter 6 TOC
Page3
1
1
Architecture........................................................................... ........................................
Visual and Aural Indications.................................................................................. ........
The Switch ... ..... .. .... ... .. ...... . .... ... ... ...... .. ...... . .. ... .. .. . ... ... .. ... ... . ..... ..... ...... ..... ...... ..... .... .. ..
1
1
1
Architecture...................................................................................................................
LED and Horn .. .. . .... ... ... ..... . ....... ... .... .. ........ . .. .... ... .... ... ... .. ... . ..... ..... ...... ...... ..... .... .. .. ... ..
The Switch ... ..... .. .... ... .. . ..... . .... ... ... .... .. .. ... ... . .. ... .. .. . ... ... .. ... ... . ..... ..... ...... ..... ...... ..... .... .. ..
Test...............................................................................................................................
1
1
1
1
Stowage ........................................................................................................................
TheELT .... ....................................................................................................................
1
1
Overview.......................................................................................................................
Viewing Screen .. . .... .. .... ..... . ....... .... ..... ........ . .. .... ... .... .. . ... .. ... . ..... ...... ..... ...... ..... .... .. .. ... ..
Cameras........................................................................................................................
Control Panel ... .. . .... ... ... ..... . ..... .. ... .... .. .. .... .. . .. .. .. .. .. ... ... ... .. ... . ..... ..... ...... ...... ..... .... .. ... .. ..
1
3
5
Overview ...................................................................................................................... .
Architecture with a MIOU ............................................. ......... ......................... ...... .... .....
Architecture with Collins FMS .......................................................................................
Printer........................................................................... ......... ........................................
MIDU ............................................................................ .................................................
Collins MCDU....................................................................................................... .........
Triggers .. ... .. ...... .. .... ... ... ..... . .... ... ... ........ ...... . .. ..... .. . ... ... .. ... ... . .... . ..... ..... ...... ...... ..... .... .. ..
Pre-flight Menu..............................................................................................................
In-flight Menu ...... ................................................................... ......... ......................... .....
Post-flight Menu............................................................................................................
Miscellaneous Men u .....................................................................................................
FCOM:V1-002
Nov 01/09
3
5
7
9
11
11
11
12
12
13
COMMUNICATION
Contents
Chapter 6 TOC
Page4
FCOM:V1-002
Nov 01 /09
Scope
This chapter covers the following communications items fitted to the aircraft either as part
of the standard fit or as options:
VHF radios. The standard fit is two radios: VHF 1 and VHF 2. A third VHF radio
(VHF 3) may be added as an option. Each radio is in the avionics bay. The radios
are controlled from either of two radio management panels on the centre console.
radio is in the avionics bay. The radios are controlled from either of two radio
management panels on the centre console.
Flight deck audio selector panels (ASPs). These allow the pilot to select receive
and transmit functions for the various communications devices.
The central audio unit (CAU). The CAU is the brain of the communication system.
Crew call system.
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
Overview
Chapter 6 Topic 1
Page2
Overview Schematic
The heart of the communications system is the central audio system (CAU). The CAU
controls and distributes all the audio signals. The CAU contains a flight deck intercom and
a service intercom.
The flight deck intercom is used for communication between the three flight deck
occupants and a ground crew member via a connection at the external AC connection
point.
The service intercom is used for communication between the flight deck and the cabin.
The ground crew can also connect to the service intercom via four connections points.
There is a ground crew connection point in the electrical bay, in the hydraulic bay, in the air
conditioning bay and at the refuel panel.
There is an audio selector panel (ASP) for each flight deck crew member. Each ASP
allows the associated crew member to select transmit functions and receive functions.
Each ASP communicates with the CAU.
Each flight deck crew member has a headset with ear pieces and a boom microphone.
Each headset is connected to the associated ASP.
On the outboard horn of each control wheel, there is a three position intercom and transmit
switch. The position of the left switch goes to the left seat ASP; the position of the right
switch goes to the rig ht seat ASP.
Each pilot has a hand microphone stowed on the associated control column. Each
microphone has a press to talk switch and is connected to the associated ASP.
Each crew member has an oxygen mask containing a microphone connected to the
associated ASP. A switch on each ASP is used to select the mask microphone.
There are two flight deck speakers on the roof panel: one on the left and one on the right.
They are driven by the CAU. Each speaker has an on/off switch.
All the radios communicate with the CAU. Each crew member selects the radio for
transmission on the associated ASP. Each crew member selects the radios for reception
on the associated ASP.
All navigation audio signals are sent to the CAU. Each crew member can individually
select any navigation facility on their ASP.
The audible warning system sends the audio warnings to the CAU. The CAU sends the
warnings to the headsets and the speakers.
A passenger address amplifier provides audio signals to speakers in the cabin. The audio
signals can be speech from any of the crew members or the output from a tape player.
There are up to three handsets in the cabin. They communicate with the CAU. Each
handset has a press to talk button, a set of push switches and a set of indicator lights.
Each handset can be connected to the service intercom or to the PAusing switches on the
associated control panel.
The three flight deck crew inputs to the CVR come from the CAU.
The CAU has two channels: channel A and channel B. Channel A is powered from
EMERG DC and channel B is powered from DC BUS 2.
FCOM:V1-002
Nov 01 /09
COMMUNICATION
Overview
Chapter 6 Topic 1
Page 3
EMERG DC
I
Channel A
DC BUS 2
I
ChannelS
VHF 1
VHF 2
Central Audio Unit
VHF 3
HF1
HF 2
Fllghl Deck Intercom
ILS 1
LLS 2
Player
VOR 1
VOR2
Service Intercom
DME1
DME2
ADF1
IIID
ADF 2
Marker
..
1--~~-JJ-JL-il-JL-ll_j~==
[~F~w~e~gr~o~u~n~d~c~re~w~so~c~k~e~ts~~======~~
i-v1.()6.000S1
FCOM:Vl-002
Nov 01 / 09
COMMUNICATION
Overview
Chapter 6 Topic 1
Page4
CAU Channels
Channel A drives all the audio functions except the right hand microphone and the right
speaker. Channel B drives all the audio functions except the left hand microphone and the
left speaker.
With a channel A failure, the left speaker and left hand microphone are lost. With a
channel B failure, the right speaker and right hand microphone are lost.
If EMERG DC fails, channel A will be lost; so the left hand microphone and the left speaker
will be lost. If DC BUS 2 fails, channel B will be lost; so the right hand microphone and the
right speaker will be lost.
Audio Warnings
The audible warning unit sends the audio warnings to the CAU. The CAU sends the
warnings to the flight deck speakers and the earphones of the three headsets. It is not
possible to select the audio warnings off.
Crew Call
A crew call system is fitted. The crew call system is used to attract the attention of a crew
member or the ground crew. The system uses switches, annunciators, lights, chimes and
a horn. The flight deck switches and annunciators are on a crew call panel. The panel is
either on the overhead panel or the centre console.
ASPs and Crew Call Panels
One has transmit selectors for the PA and the service intercom. If this standard is
fitted, the crew call panel is on the roof panel; the crew call panel only contains
switches and annunciators associated with the crew call system.
The other does not have transmit selectors for the PA and the service intercom. If
this standard is fitted, the crew call panel is on the centre console; the crew call
panel contains the crew call switches and annunciators; the panel also contains the
PA and service intercom selectors.
Static Dischargers
Static dischargers are fitted to the aircraft to provide an easy path for electrical charge
accumulated on the airframe to discharge to the atmosphere.
Video Surveillance
A video surveillance system may be fitted. It allows part of the cabin to viewed from the
flight deck via two cameras and a video screen.
FCOM:V1-002
Nov 01 /09
COMMUNICATION
Overview
Chapter 6 Topic 1
Page 5
FCOM:V1-002
Nov 01 /09
There are two flight deck speakers, they are on the roof panel: one on the left and one on
the right. They are shown in Figure 2.1.
Each .speaker has a two position switch. The positions are ON and OFF.
Regardless of the position of the switch, the audio warnings can be heard over both
speakers.
When the left switch is at ON, the audio functions selected on the left seat ASP can be
heard over the speaker. When the right switch is at ON, the audio functions selected on
the right seat ASP can be heard over the speaker.
A switch on each ASP is used to select the mask microphone: either MASK or BOOM.
When the left speaker switch is at OFF and the left ASP switch is at BOOM, the audio
functions selected on the left seat ASP cannot be heard over the left speaker.
When the right speaker switch is at OFF and the right ASP switch is at BOOM, the audio
functions selected on the right seat ASP cannot be heard over the right speaker.
The MASK position of the ASP microphone switch overrides the OFF position of the
associated speaker switch. If the left BOOM/MASK switch is at MASK, the left speaker is
turned on.
If the right BOOM/MASK .switch is at MASK, the right speaker is tuned on. The
BOOM/MASK switch on the third crew member's audio selector panel does not affect the
flight deck speakers.
FCOM:V1-002
Nov 01/09
COMMUNICATION
Right Deck
Chapter 6 Topic 2
Page 2
Lert Speaker
Right Speaker
ON
ON
SPKR
SPKR
Ot=r:
Off
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
Flight Deck
Chapt er 6 Topic 2
Page 3
Switch at Neutral
Switch at INT
Switch at RIT
Hand Microphone
There is a hand microphone on each column. The left hand microphone is shown in Figure
2 .3 .
Each hand microphone has a lead with a jack pl ug, a stowage slot and press to talk
switch. The stowage slot allows the microphone to be mounted on a clip on the rear face
of the column. The jack plug is plugged into a socket on the front face of the column.
When the press to talk sw itch is pressed, transmission takes place over the service
selected for transmission on the associated ASP.
FCOM:V1-002
Nov 01 /09
COMMUNICATION
Right Deck
Chapter 6 Topic 2
Page 4
'''"
....u
t- J.A.
"'"
Y.,-1)
I.O(.:AI
Stowage s lot
Stowage clip
On tile column beh1111d the miCrophone
j ... ,
FCOM:V1-002
.06.0005oOQ
Nov 01 / 09
COMMUNICATION
Flight Deck
Chapt er 6 Topic 2
Page 5
One has transmit selectors for the PA and the service intercom. If this standard is
fitted, the crew call panel is on the roof panel; the crew call panel only contains
switches and annunciators associated with the crew call system.
The other does not have transmit selectors for the PA and the service intercom. If
this standard is fitted, the crew call panel is on the centre console; the crew call
panel contains the crew call switches and annunciators; the panel also contains the
PA and service intercom selectors.
Headset Connections
Each headset has two jack plugs: one for the microphone and one for the earphones. The
connection points are shown in Figure 2.4 and Figure 2.5. The connection points for the
left seat pilot are just inboard of the left oxygen mask stowage.
The connection points for the right seat pilot are just inboard of the right oxygen mask
stowage. The connection points for the third crew member are just below the third crew
member's oxygen mask stowage.
Figure 2.4 - Left Side ASP and Headset Connections
FCOM:V1 -002
Nov 01 /09
COMMUNICATION
Right Deck
Chapter 6 Topic 2
Page6
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
Flight Deck
Chapter 6 Topic 2
Page 7
The ASP with PA and service intercom selectors is shown in Figure 2.6.
The square buttons on the top row are the transmit selectors. When a button is in, the
associated transmit facility is selected. Only one facility can be selected at a time. The
buttons are mechanically interlocked so that, when a button is pressed in, the previously
selected button pops out. There is a transmit selector for each radio, the service intercom
and the PA.
The service intercom and PA are transmit facilities. Care must be taken to ensure that
messages to the cabin crew or passengers are not transmitted over the radios and that
radio messages are not delivered to the cabin crew or passengers.
There are round combined receive and volume controls for the flight deck intercom, the
VORs, the ILSs, the DMEs, the ADFs, the marker receiver and all the transmit functions
apart from the PA. When a selector is pressed in, the associated audio is selected to the
headset earphones and speaker associated with the ASP. A black dot on each volume
control indicates its position against an arc around the control.
DME 1 and DME 2 are controlled from one volume control. ILS 1 and ILS 2 are controlled
from one volume control. VOR 1 and VOR 2 are controlled from one volume control.
These three volume controls have a number one sector and a number two sector. At the
centre position, the number one and number two volume is zero. Rotating the control to
the left increases the number one volume; rotating the control to the right increases the
number two volume.
All the other volume controls are rotated clockwise to increase the volume.
A three-position intercom and transmit switch is on the left side of the ASP. The switch
positions are INT, RIT and centre neutral. The switch is spring loaded to the centre
position. Some ASP's have the spring loading from INT to centre neutral deleted.
Transmission over the selected facility occurs when:
OR
The associated ASP intercom and R/T switch is at the R/T switch.
OR
The receive selector for a transmit facility is immediately beneath the transmit selector.
When a transmit facility is selected, the associated receive selection becomes active
regardless of the position of the receive switch and the volume cannot be reduced to zero.
A pilot's microphone is connected to the flight deck intercom if either the associated column
switch is selected to INT or the associated ASP switch is at INT. To receive speech over
the flight deck intercom, the associated INT receive selector must be pressed in.
A square VOICE switch is below the VOR and ADF selectors. When the switch is pushed
in, a filter is applied to the audio of the VORs and the ADFs. The filter reduces the volume
of the identification codes to improve the intelligibility of any voice audio.
FCOM:V1-002
Sep 30/ 11
Chapter 6 Topic 2
Pages
COMMUNICATION
Right Deck
A three-position test switch is at the bottom right of the ASP. The positions are A, centre
neutral and B. The switch is spring loaded to the centre position . .At A, channel B is turned
off so that channel A can be tested. At B, channel A is turned off so that channel B can be
tested.
A rotary microphone selector switch is on the right side of the ASP. The switch has two
positions: BOOM and MASK. With a switch at BOOM:
The associated oxygen mask microphone is disconnected from the audio system.
With a switch at MASK:
The associated headset microphone is disconnected from the audio system.
If the left BOOM/MASK switch is at MASK, the left speaker is turned on. If the right
BOOM/MASK switch is at MASK, the right speaker is tuned on. The BOOM/MASK switch
on the third crew member's audio selector panel does not affect the flight deck speakers.
Figure 2.6 - ASP with PA and Service Intercom Selectors
Transmit a&lectors
Transmit faciUty
receive selectors
Transmit and
Intercom switch
Inoperative
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
Flight Deck
Chapter 6 Topic 2
Page9
OR
The associated ASP intercom and RIT switch is at the RIT switch.
OR
The receive selector for a transmit facility is immediately beneath the transmit selector.
When a transmit facility is selected, the associated receive selection becomes active
regardless of the position of the receive switch and the volume cannot be reduced to zero.
A pilot's microphone is connected to the flight deck intercom if either the associated column
switch is selected to INT or the associated ASP switch is at INT. To receive speech over
the flight deck intercom, the associated INT receive selector must be pressed in.
A square VOICE switch is below the VOR and ADF selectors. When the switch is pushed
in, a filter is applied to the audio of the VORs and the ADFs. The filter reduces the volume
of the identification codes to improve the intelligibility of any voice audio.
A three-position test switch is at the bottom right of the ASP. The positions are A, centre
neutral and B. The switch is spring loaded to the centre position. At A, channel B is turned
off so that channel A can be tested. At B, channel A is turned off so that channel B can be
tested.
FCOM:V1-002
Nov 01 /09
Chapter 6 Topic 2
Page 10
COMMUNICATION
Right Deck
A rotary microphone selector switch is on the right side of the ASP. The switch has two
positions: BOOM and MASK. With a switch at BOOM:
The associated oxygen mask microphone is disconnected from the audio system.
Transmit selectors
Transmit facility
receive selectors
Transmit and
Inter com switch
Audio Identification
filter switch
Channel test switch
Inoperative
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
Flight Deck
Chapter 6 Topic 2
Page 11
FCOM:V1-002
Nov 01 /09
COMMUNICATION
Right Deck
Chapter 6 Topic 2
Page 12
Flight Deck
lnt.r~om
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
Flight Deck
Chapter 6 Topic 2
Page 13
Crew Call
There are two standards of crew call panel. One is on the overhead panel; the other is on
the centre console.
Overhead Panel Crew Call
The flight deck crew call panel is on the bottom left of the overhead panel. The crew call
panel is shown in Figure 2.9.
There are three square call switches in a row: emergency call, cabin call and ground call.
Each switch has an annunciator.
A call cancel push button is to the left of the call switches.
The emergency call switch has a red EMERG CALL annunciator. The annunciator
illuminates when an emergency call is made from the cabin to the flight deck or from the
flight deck to the cabin.
The cabin call switch has a blue CABIN CALL annunciator. The annunciator illuminates
when a normal call is made from the cabin to the flight deck or from the flight deck to the
cabin.
The ground call switch has a blue GRND CALL annunciator. The annunciator illuminates
when a call is made by a ground crew member to the flight deck. A ground to flight deck
call button is on the external AC panel. The panel is shown in Figure 2.8.
If a call is made to the flight deck, a single chime sounds and the associated annunciator
remains illuminated until the cancel call push button is pressed. The chime is generated in
the audible warning unit.
A momentary press of the EM ERG CALL button makes an emergency call to the cabin.
A momentary press of the CABIN CALL button makes a normal call to the cabin.
Calls to the cabin are accompanied by a double chime over the PA. The chime is
generated by the PA system. The visual indication in the cabin depends on the level of the
call.
Pressing and holding the GRND CALL button sounds a ground crew call horn in the nose
gear bay.
FCOM:V1-002
Nov 01 /09
Chapter 6 Topic 2
Page 14
COMMUNICATION
Right Deck
Figure 2.9 - Overhead Panel Crew Call
STBY COMP 8i
EYE LOCATOR
IVl-ll&-00060
FCOM:V1-002
Nov 01/09
COMMUNICATION
Flight Deck
Chapter 6 Topic 2
Page 15
The flight deck crew call panel is on the centre console. The crew call panel is shown in
Figure 2.1 0. The panel has crew call switches, PA selectors and service intercom
selectors.
There are three square call switches in a row: emergency call, cabin call and ground call.
Each switch has an annunciator. A call cancel push button is to the left of the call
switches.
The emergency call switch has a red EMERG CALL annunciator. The annunciator
illuminates when an emergency call is made from the cabin to the flight deck or from the
flight deck to the cabin.
The cabin call switch has a blue CABIN CALL annunciator. The annunciator illuminates
when a normal call is made from the cabin to the flight deck or from the flight deck to the
cabin.
The ground call switch has a blue GRND CALL annunciator. The annunciator illuminates
when a call is made by a ground crew member to the flight deck. A ground to flight deck
call button is on the external AC panel. The panel is shown in Figure 2.8.
If a call is made to the flight deck, a single chime sounds and the associated annunciator
remains illuminated until the cancel call push button is pressed. The chime is generated in
the audible warning unit. A momentary press of the EMERG CALL button makes an
emergency call to the cabin.
A momentary press of the CABIN CALL button makes a normal call to the cabin.
Calls to the cabin are accompanied by a double chime over the PA. The chime is
generated by the PA system. The visual indication in the cabin depends on the level of the
call.
Pressing and holding the GRND CALL button sounds a ground crew call horn in the nose
gear bay.
The call panel has the following PA and service intercom controls for each pilot:
A PA selector.
Each pilot has a handset on the associated side console. Each handset has a press to talk
switch. Each handset can only be used for the PA and the service intercom. If the
handset is removed from its cradle, all the receive functions on the associated ASP are
automatically turned off. When a handset is replaced in its cradle, the centre console
selection is cancelled.
FCOM:V1-002
Nov 01 /09
COMMUNICATION
Right Deck
Chapter 6 Topic 2
Page 16
The boom microphone can be used to talk over the PA or the service microphone by
selecting the PA or service intercom on the centre console and then pressing the
associated press to talk switch on the centre console.
When a handset or centre console press to talk switch is pressed, a selected transmit
function on the ASP is overridden but not deselected.
Figure 2.10- Centre Console Crew Call
PA
SER
PA
SER
INT
INT
,':,
~
FCOM:V1-002
I"~
{,
't
.\
Nov 01 / 09
COMMUNICATION
Flight Deck
Chapter 6 Topic 2
Page 17
Radios
Two VHF radios are fitted to all aircraft: VHF COMM 1 and VHF COMM 2. A third VHF
radio may be fitted: VHF COMM 3. The radios are in the avionics bay.
One or two HF radios may be fitted: HF 1 and HF 2. The radios are in the avionics bay.
VHF COMM 1, VHF COMM 2, HF 1 and HF 2 are all controlled from two radio
management panels (RMPs) on the centre console: RMP 1 on the left and RMP 2 on the
right.
VHF COMM 3 may be fitted as a communications radio or just as the communications link
for AGARS. If VHF 3 is used just as a communications radio, it can be tuned from the
RMPs.
The RMPs are shown in Figure 2.11. Each RMP has:
An ACTIVE LCD display. This displays the radio and the frequency in use.
A PRE SELECT LCD display. This displays the radio in use and a pre selected
frequency.
A pair of concentric knobs for changing the frequency on the pre select display.
The frequency on the active display cannot be controlled directly.
A transfer switch. When the transfer switch is pressed, the frequency on the pre
select display is swapped with the frequency on the active display. To change the
frequency of the selected radio, set the frequency on the pre select display and
press the transfer button. The previous frequency can be returned to by a further
press on the transfer button .
Five radio select buttons, one for each radio. When a button is pressed, the
associated radio becomes the controlled radio. The associated legend is presented
on both displays.
A green AM mode indicator for the in-use HF radio. The HF radio can be toggled
between the AM and single side band modes by pressing the associated radio
select button.
The number one radios are normally associated with RMP 1; the number two radios are
normally associated with RMP 2. If a radio not normally associated with an RMP is
selected by pressing the associated radio select button for less than three seconds, the
radio legends flash on both the active and the pre select displays. If the button is
subsequently pressed for three seconds, the flashing will stop. If the radio select button is
held for 3 seconds on initial selection, the legends will initially flash and then stop flashing.
The LCD displays are tested by the ANNUNCIATORS TEST button on the left instrument
panel. The frequencies in the two displays are stored when electrical power is off. If the
selected radio is de activated, the display shows dashes. The displays also show PASS
and FAIL messages. On power up, a PASS message is displayed for five seconds after a
successful test. The FAIL message is displayed whenever BIT detects a failure.
The RMPs just tune the radios. The radio transmit and receive functions selected on the
ASPs are not affected by which radios are selected on the RMPs.
FCOM:V1-002
Nov 01 /09
COMMUNICATION
Right Deck
Chapter 6 Topic 2
Page 18
VHF
VHF
I
-,
' '-
,-~
I 11
.1
I 1.1 -
I
I
11
I
Selected Radio
I ol
I 1.1
VHF
-,- -,,-,,,_ - _, ,_, -
Tran$fer Switch
VHF
-~ .-,
:
-,
nn
I C L l. I 1_1 1_1
FCOM:V1-002
,_
,_,
,_
HF Mode Light
VHF
- -, ,-, ,1
VHF
I
I
11-111 1-l rt
I - 1 -1 1_1 1_1
Frequency Salaetor
Nov 01 / 09
COMMUNICATION
Flight Deck
Chapt er 6 Topic 2
Page 19
A CARS
Some aircraft are fitted with an Aircraft Communications Addressing and R-eporting System
(ACARS). The ACARS has a management unit (MU) in the avionics bay. The MU uses
VHF 3 to transmit data to ground stations and to rec-eive data from ground stations.
The ACARS has a flight deck control and display unit. Aircraft fitted with Collins FMS use
the FMS multi purpose control and display unit (MCDU). Aircraft without Collins FMSs use
a control and display unit dedicated to ACARS. The dedicated control and display unit is a
multi i nput interactive display unit (MIDU). If MCDUs are fitted, they are on the forward
centre console. If a MIDU is fitted, it is either on the rear centre console or on an extension
of the left side console. The positions are shown in Figure 2.13.
An ACARS printer is on the flight deck. The printer is installed on the centre console or on
an extension to the right side console. The positions are shown in Figure 2 .12.
For some ACARS received messages, a double chime sounds. The chime is generated by
the audible warning unit.
Figure 2.12- ACARS Printer
.I
I ll
1:1
FCOM:V1 -002
Nov 01 /09
COMMUNICATION
Right Deck
Chapter 6 Topic 2
Page 20
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
Flight Deck
Chapter 6 Topic 2
Page 21
SELCAL
Some aircraft have a selective calling (SELCAL) system. A SELCAL control panel is fitted
to the centre console. The panel is shown in Figure 2.14. It has an annunciator for each
radio.
SELCAL allows the crew to be called without maintaining a listening watch on a radio.
Each aircraft has a SELCAL code. When ATC transmits the aircraft's code, a double
chime is heard over the audio system and the associated annunciator illuminates on the
SELCAL panel. The chime is generated by the audible warning unit.
Cabin Radio Telephone
Some aircraft have a radio telephone. In these aircraft one or more of VHF COMM 3, HF 1
or HF 2 can be used as the radio element of the radio telephone. A cabin phone panel is
fitted to the centre console. A typical panel is shown in Figure 2.14.
FCOM:V1-002
Nov 01 /09
COMMUNICATION
Right Deck
Chapter 6 Topic 2
Page 22
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
Flight Deck
Chapter 6 Topic 2
Page 23
Video Surveillance
FCOM:V1-002
Nov 01 /09
Chapter 6 Topic 2
Page 24
COMMUNICATION
Right Deck
Figure 2-1 5 - Video Surveillance
Power
Switch
Camera
Se lec1
Switch
Right C-screen
Power on LED
Bright neScs control
Contra$t control
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
Flight Deck
Chapter 6 Topic 2
Page 25
Emergency locator transmitters (ELTs) may be fitted . They may be fixed or portable.
There are two fixed ELTs available: Litton and Kannad. There is one portable ELT
available: a Kannad ELT.
The fixed ELTs have a control panel on the centre console. There are two ELT control
panels: one for the Litton and one for the Kannad fixed ELT. The panels are shown in
Figure 2.16. Each panel has a three-position switch. The switch is used to:
The Litton panel has an ELT ON annunciator. When the ELT is transmitting, the
annunciator flashes. Indication that the Kannad fixed ELT is transmitting is given by a
flashing amber LED.
The normal position for each switch is the centre position. At this position, the ELT will
automatically start transmitting if a set "g" threshold is exceeded.
If the Litton ELT is fitted, an ELT -L is fitted to the CWP.
Litton ELT Switch
The switch has three positions: ON/TEST, ARM and RESET. The switch is baulked at the
ARM and ON/TEST positions. The switch has to be lifted up to clear the baulk.
The switch is spring loaded from the RESET position to the arm position. The switch is
normally at the ARM position. The ON/TEST position allows the ELT to be tested and to
be forced to transmit. A momentary selection to RESET stops the ELT transmitting.
Fixed Kannad ELT Switch
The switch has three positions: ON, ARM and RESET/TEST. The switch is baulked at the
ARM and RESET/TEST positions. The switch has to be lifted up to clear the baulk. The
switch is spring loaded from the RESET position to the arm position.
The switch is normally at the ARM position. The ON position forces the ELT to transmit.
The RESET/TEST position is used to test the ELT and to reset it after an ON selection.
FCOM:V1-002
Nov 01 /09
COMMUNICATION
Right Deck
Chapter 6 Topic 2
Page 26
Litton Panel
On annunciator
Switch guard
Kannad Panel
On LED
Switch guard
CWP Caption
IV106 00087
FCOM:V1-002
Nov 01/09
COMMUNICATION
Flight Deck
Chapter 6 Topic 2
Page 27
FCOM:V1-002
Nov 01 /09
COMMUNICATION
Right Deck
Chapter 6 Topic 2
Page 28
FCOM:V1-002
Nov 01 / 09
Cabin Handsets
All aircraft have a handset in the forward vestibule and a handset in the rear vestibule.
Some aircraft have a third handset; the third handset is in the rear vestibule.
A handset is shown in Figure 3.1.
The handset has a set of integral pushbuttons:
A PA button selects the handset to the PA.
The handset cradle has a set of annunciators at the top. The backgrounds of the
annunciators illuminate. The annunciators are:
PA with a white background. When the annunciator is illuminated , the handset is
connected to the PA.
FCOM:Vt-002
Nov 01/09
COMMUNICATION
Cabin
Chapter 6 Topic 3
Page 2
PA selected
Inter-cabin call
Service Intercom
select button
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
Cabin
Chapter 6 Topic 3
Page3
AND
A PA speaker.
Ground power control and indication for the ground service busbar.
Status annunciators for the set belt signs and the no smoking signs.
Typical panels are shown in Figure 3.2. The forward panel is the top panel.
FCOM:V1-002
Nov 01 /09
COMMUNICATION
Cabin
Chapter 6 Topic 3
Page 4
....,..._
. .. . . . ..... ..
. ... . .. .. ... ..
. . . . . . . .... ..
......
-
-... -....
,....,,........,"...
~
~
~m._._
I= 1.~---.
----
rr=l
L.::.l
PA
Speaker
.. .. .. .. .. .. .. .. .. .. .. .. ..
. .. . . . . . . . . . .
. .... . .. . . . . .
f.v1.08-00070
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
Cabin
Chapter 6 Topic 3
Page 5
FCOM:V1-002
1-'1108-00071
Nov 01/09
COMMUNICATION
Cabin
Chapter 6 Topic 3
Page6
PSU PA Speaker
Toilet PA Speaker
;.v1 .Q6.00072
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
Cabin
Chapter 6 Topic 3
Page 7
Service Intercom
The ground crew connections are isolated when the aircraft becomes airborne by squat
switch 2.
A flight deck crew member:
Joins the service intercom by selecting the service intercom transmit facility on the
flight deck (on the ASP or centre console depending on the modification standard).
For ASPs with PA selectors, talks over the service intercom using the R/T selection
on his ASP intercom and transmit switch; the pilots can also use their handwheel
switches and hand microphones.
For ASPs without PA selectors, uses the headset and the PTT button on the centre
console or uses the handset.
Adjusts the service intercom volume to his headset using the service intercom
volume control on the ASP.
A cabin crew member joins the service intercom by pressing the INT switch on the
associated handset. To talk over the service intercom, the handset push to talk switch
must be pressed.
The service intercom is in the CAU and has two channels. One powered by EMERG DC
and the other by DC BUS 2. So the service intercom should be available if just one of the
busbars is powered. However, the service intercom is not available to the cabin crew if DC
BUS 2 is lost because the cabin handsets default to PA if DC BUS 2 is lost. The cabin
handset PA annunciator is also inoperative when DC BUS 2 is lost.
FCOM:V1-002
Nov 01 /09
COMMUNICATION
Cabin
Chapter 6 Topic 3
Pages
Service Intercom
Avionics Bay
Connectlon
Hydraulics Bay
Connection
Refuel Panel
Connection
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
Cabin
Chapter 6 Topic 3
Page9
Passenger Address
Joins the PA by selecting the PA facility on the flight deck (on the ASP or centre
console depending on the modification standard).
For ASPs with PA selectors, talks over the service intercom using the R/T selection
on his ASP intercom and transmit switch ; the pilots can also use their handwheel
switches and hand microphones.
For ASPs without PA selectors, uses the headset and the PTT button on the centre
console or uses the handset.
A cabin crew member joins the PA system by pressing the PA switch on the associated
handset. To talk over the PA, the handset push to talk switch must be pressed.
The PA amplifier is powered from EMERG DC. This is the only power supply. If EMERG
DC is lost, the PA is lost. The PA is available at the essential and the emergency power
levels. However, the power for the cabin handset PA annunciators is from DC BUS 2.
Therefore, these annunciators will not function at the essential and emergency power
levels.
The PA amplifier also generates chimes and passes these to the cabin speakers. There
are three chimes: a single high tone chime, a single low tone chime and a double tone
chime composed of a high tone immediately followed by a low tone.
The double tone is given whenever a crew call is made from the flight deck to the cabin
and whenever an inter cabin call is made. A single low tone chime is given when the
status of the seat belt signs or no smoking signs is changed. A single high tone chime is
given when a PSU call button or toilet call button is pressed.
The PA amplifier applies the following priority to amplifier inputs, from highest to lowest:
Flight deck.
Cabin attendant.
Tape player.
FCOM:V1-002
Nov 01 /09
Chapter 6 Topic 3
Page 10
COMMUNICATION
Cabin
-,
ChannelS
ChannoiA
I
DC BUS2
PA
Sldetone
Flight
Deck PA
Tape Player
Automatic
Volume
control
PA Amplifier
FCOM:V1-002
Nov 01 / 09
Purpose
The crew call system is used to attract the attention of a crew member or the ground crew.
The system uses annunciators. lights, chimes and a horn.
Ground Crew Call Switc h
A ground crew call push bunon is on the EXT AC connection panel. It is shown in Figure
4 .1.
Figure 4.1 - Ground Crew Call Button
FCOM:V1 -002
Nov 01 /09
COMMUNICATION
Crew Call
Chapter 6 Topic 4
Page 2
iV1-06-00076
FCOM:V1-002
i-v1-06-00077
Nov 01 / 09
COMMUNICATION
Crew Call
Chapt er 6 Topic 4
Page 3
I-Y1-oB-000711
FCOM:V1 -002
Nov 01 /09
Chapter 6 Topic 4
Page 4
COMMUNICATION
Crew Call
El EJ
1//1
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
Crew Call
Chapter 6 Topic 4
Page 5
The ground call horn is in the nose undercarriage bay. The horn operation is shown
schematically in Figure 4.6.
Pressing and holding the GRND CALL button on the overhead panel sounds the ground
crew call horn. The horn sounds for as long as the button is held pressed.
On some aircraft with an emergency locator transmitter (ELT), the ground call horn sounds
if the ELT is transmitting and the engines are not running. If a Litton ELT is fitted, engine
N 1 is monitored. If a Kannad ELT is fitted, the position of the BEACON switch is
monitored.
On some aircraft, the horn sounds on the ground when the APU is shut down by the APU
emergency shutdown circuit.
There are two APU emergency stop switches. One is at the refuel panel and the other is in
the air conditioning bay.
The Garrett APU adaptor gearbox is attached to the APU accessory gearbox. The APU
generator is driven by the accessory gearbox through the adaptor gearbox. Oil in the
adaptor gearbox cools and lubricates the generator. When a high oil temperature or a low
oil pressure is sensed in the adaptor gearbox, an amber APU DRIVE FAIL annunciator
illuminates on the overhead ELECTRIC panel.
The emergency shutdown circuit automatically shuts down the APU on the ground:
OR
If either APU emergency stop switch is operated.
OR
On aircraft fitted with a Garrett APU, 20 seconds after a low oil pressure or a high
oil temperature is detected in the APU generator adaptor gearbox.
FCOM:V1-002
Nov 01 /09
Chapter 6 Topic 4
Page6
COMMUNICATION
Crew Call
Figure 4.6 - Ground Crew Call Horn
Gtound Crew
Call Hom
Refuel Panel
Stop Switch
Atr Conditioning
Ground
Air
Garrett AP\1
G.neratOf' lldapter gear box
High Oil
tempera ture
Lowoll
____,
pressure
20 second dolay
Emergency Locator
Trans.mltter
"1-06-00080
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
Crew Call
Chapter 6 Topic 4
Page 7
A call from the ground crew to the flight deck is made by pressing the CALL button at the
external AC panel. When the button is pressed:
A single chime sounds over the speakers and the headsets. The single chime is
generated by the audible warning unit.
The GRND CALL annunciator on the overhead panel illuminates. The light remains
illuminated until the call cancel push button is pressed.
Each cabin handset has PI call button and an EIC call button.
A normal call from the cabin to the flight deck is made by pressing a PI call button. When a
PI button is pressed:
A single chime sounds over the speakers and the headsets. The single chime is
generated by the audible warning unit.
The CABIN CALL annunciator on the overhead panel illuminates. The annunciator
remains illuminated until the call is cancelled. The call can be cancelled using the
flight deck cancel button.
An emergency call from the cabin to the flight deck is made by pressing an EIC call button.
When an EIC button is pressed:
A single chime sounds over the speakers and the headsets. The single chime is
generated by the audible warning unit.
The EMERG CALL annunciator on the crew call panel illuminates. The annunciator
is latched on. The annunciator remains illuminated until the call is cancelled. The
call can be cancelled using the flight deck cancel button.
PA Tones
The PA amplifier generates chimes and passes these to the cabin speakers. There are
three chimes: a single high tone chime, a single low tone chime and a double tone chime
composed of a high tone immediately followed by a low tone.
The double tone is given whenever a crew call is made from the flight deck to the cabin
and whenever an inter cabin call is made. A single low tone chime is given when the
status of the seat belt signs or no smoking signs is changed. A single high tone chime is
given when a PSU call button or toilet call button is pressed.
FCOM:V1-002
Nov 01 /09
COMMUNICATION
Crew Call
Chapter 6 Topic 4
Page a
A normal call to the cabin is made by pressing the CABIN CALL switch on the flight deck.
When the CABIN CALL button is pressed:
A normal call to the cabin can be cancelled using the RESET button on the front cabin
handset or the flight deck cancel button.
An emergency call to the cabin is made by pressing the EMERG CALL switch on the flight
deck. When the EMERG CALL button is pressed:
An emergency call to the cabin can be cancelled using the RESET button on the front
cabin handset or the flight deck cancel button.
Inter-cabin Calls
A inter-cabin call is made by pressing a handset IC button. When an inter cabin switch is
pressed:
The inter cabin call can only be cancelled from the station at which the call was initiated.
The associated RESET button is used to cancel the call.
FCOM:V1-002
Nov 01 /09
COMMUNICATION
Crew Call
Chapter 6 Topic 4
Page9
The passenger and toilet call system is shown schematically in Figure 4.7.
There is a forward attendant's panel above the forward service door and a rear attendant's
panel over the rear service door.
Each panel contains the following call annunciators:
Each PSU has a call switch and a call light. When a switch is pressed to make a call:
When the PSU switch is pressed a second time, the associated PSU call light goes out.
When any PSU call light is illuminated, the vestibule CABIN CALL annunciators are
illuminated. The vestibule CABIN CALL annunciators remain illuminated until all the PSU
call lights are extinguished.
Each toilet has a call light and switch.
When a toilet call switch is pressed:
Pressing a toilet switch a second time removes the latch and the call light goes out.
When the forward toilet call light is illuminated, the vestibule FWD TOILET annunciators
are illuminated. The vestibule FWD TOILET annunciators remain illuminated until the
forward toilet call light is extinguished.
When the rear toilet call light is illuminated, the vestibule REAR TOILET annunciators are
illuminated. The vestibule REAR TOILET annunciators remain illuminated until the rear
toilet call light is extinguished.
FCOM:V1-002
Nov 01 /09
COMMUNICATION
Crew Call
Chapter 6 Topic 4
Page 10
b--t-"""T--1 Switc h
Forward Toilet
~-_;--+-~-~--~l ro~ ~
,. . . . . .:. -+=:-:.1""'" 1
TOILET
OR
Touch sensitive switches and
separate lights
Rear Cabin
Attendant's Panel
Rear Toilet
L--+--llro~ I
i-v1-06-00081
FCOM:V1-002
Nov 01/09
Archit ecture
The VHF radio architecture is shown in Figure 5.1 . Two VHF radios are fitted to all aircraft:
VHF COMM 1 and VHF COMM 2. A third VHF radio may be fitted: VHF COMM 3. The
radios are in the avionics bay. They are cooled by the avionics cooling fan.
VHF COMM 1 is powered from EMERG DC. VHF COMM 2 is powered from DC BUS 2.
VHF COMM 3 is powered from DC BUS 1.
The radios are switched through the Avionics Master switches: avionics master 1 for VHF
COMM 1 and avionics master 2 for VHF COMM 2 and VHF COMM 3. The avionics master
switches control relays. The power for the relays comes from DC BUS 2. The relays need
power to move them to the off position. If DC BUS 2 is lost, the relays move to the on
position. Thus, regardless of the position of the avionics master switches, VHF COMM 1
and VHF COMM 3 will remain powered if DC BUS 2 fails.
The radios are controlled from the radio management panels.
The third VHF may be used as a normal communications radio. In which case, it is
controlled from the radio management panels (RMPs). If ACARS is fitted, the third VHF
radio is fitted but it is controlled by the ACARS not the RMPs.
Some aircraft use the third VH F radio as a cabin radio telephone.
The VHF radios are tuned by the RMPs or the ACARS. Selection for transmission via a
radio or reception from a radio is made from the audio selector panels through the central
audio unit. The central audio unit has two channels: channel A and channel B. Channel A
is powered from EMERG DC ; channel B is powered from DC BUS 2. Either channel
supports transmission and reception through all three radios.
Each radio has an antenna.
Channel Spacing
The aircraft VHF communication frequency band has two standards of channel spacing:
8.33 kHz and 25.0 kHz. A few aircraft have radios that can only select channels at
intervals of 25 kHz ; most aircraft have radios that can select channels at 8.33 kHz and 25
kHz intervals.
FCOM:V1-002
Nov 01 /09
COMMUNICATION
VHF Radios
Chapter 6 Topic 5
Page 2
DC BUS2
EMERG DC
DC BUS 1
0
0
Q
Antenna
Antenna
VHF 1
An tenna
VHF 3
VHf 2
EMERGOC
FCOM:V1-002
DC BUS 2
Nov 01/09
COMMUNICATION
VHF Radios
Chapter 6 Topic 5
Page3
The tuning range of the receiver is 118.0000 to 136.9917 MHz in steps of 8.33 MHz.
There are only six digits on the display. So the channels have names. The name is set on
the controller.
Multiples of 25 kHz (3 times 8.33) are also included in the range of channels available to
ATC operating in the 8.33 kHz spacing environment. Multiples of 25 kHz are also available
to ATC operating in the 25 kHz spacing environment. However, the bandwidth of a
channel that is a multiple of 25 kHz in the 25 kHz spacing environment is wider than the
bandwidth of a channel that is a multiple of 25 kHz in the 8.33 kHz environment. So that
the correct bandwidth is chosen, the names of multiples of 25 kHz depend on the
environment (25 kHz spacing or 8.33 kHz spacing).
The channel names are illustrated in Table 5.1. The 25kHz spacing names should only be
used if they are specified by ATC.
FCOM:V1-002
Nov 01 /09
COMMUNICATION
VHF Radios
Chapter 6 Topic 5
Page 4
11 8.000
11 8.005
11 8.010
11 8.01 5
118.025
11 8.030
11 8.035
11 8.040
11 8.050
11 8.055
11 8.060
11 8.065
118.0000
25
118.0000
8.33
118.0083
8.33
118.0167
8.33
118.0250
25
118.0250
8.33
118.0333
8.33
118.0417
8.33
118.0500
25
118.0500
8.33
118.0583
8.33
118.0667
8.33
11 8.075
11 8.080
11 8.085
11 8.090
11 8.100
11 8.105
11 8.110
118.0750
25
118.0750
8.33
118.0833
8.33
118.0917
8.33
118.1000
25
118.1000
8.33
118.1083
8.33
11 8.11 5
118.1167
8.33
136.975
136.980
136.985
136.9750
25
136.9750
8.33
136.9833
8.33
136.990
136.9917
8.33
..
..
..
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
VHF Radios
Chapter 6 Topic 5
Page 5
VHF Antennas
FCOM:V1-002
Nov 01 /09
Chapter 6 Topic 5
Page6
COMMUNICATION
VHF Radios
Figure 5_2 - VHF Antennas
0
0
0
0
0
0
0
c::
c::
CD
c::
...
o(
1.1.
J:
>
'J
IG
c:
c::
Cll
c:
o(
1.1.
J:
>
FCOM:V1-002
~
~
0
0
0
0
.,
c::
c:
Cl
c:
o(
N
L&.
J:
>
Nov 01 / 09
A steady tone is heard while the coupler is being tuned. The coupler must be tuned
whenever a new frequency is selected.
FCOM:V1-002
Nov 01/09
COMMUNICATION
HF Radios
Chapter 6 Topic 6
Page 2
EMERGDC ~~~------------~--------------~l
Central Audio Unit
DC 9US2
Tx
A C BUS 1
Tx
AC BUS2
Wire an ten na
Rx
Rx
Antenna
Coupler
Antenna
Coupler
HF2
HF 1
DC BUS 2
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
HF Radios
Chapter 6 Topic 6
Page 3
HF Antennas
There are three possible antenna configurations:
A single long wire antenna for aircraft with just one HF radio.
The shunt antenna location is shown are in Figure 6.2. The wire antennas are shown in
Figure 6.3.
The forward end of a long wire antenna is attached to a post on the top of the centre
fuselage; the aft end of the antenna is attached to either the fin or the underside of the
tailplane. HF 1 antenna is on the left and HF 2 antenna is on the right. A coupler for each
antenna is in the cabin roof.
The shunt antenna is a strip of metal inside a cavity in the fin leading edge. The antenna
couplers are in the base of the fin. If two radios are fitted, the couplers share the one shunt
antenna.
If two HF radios are fitted, there is an interlock circuit between the couplers. The interlock
only allows transmission on one HF radio at a lime. When transmission is taking place on
one HF radio, transmission and reception are inhibited on the other radio. If neither radio
is transmitting, reception is available on both HF radios.
Figure 6.2 - Shunt Antenna Location
HF shunt antenna
..'
,f
~~----~~--~~~~r-l.~~L-----~
The antenna couplel"5 are in the base ofthe fin
v1.06-00085
FCOM:V1-002
Nov 01/09
COMMUNICATION
HF Radios
Chapter 6 Topic 6
Page 4
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
HF Radios
Chapter 6 Topic 6
Page 5
Collins HFS-700
The Collins HFS-700 transceiver operates in the frequency range 2.0 to 26.999 MHz. The
frequency can be changed in 1 kHz steps on the RMPs. The controller is shown in Figure
6.4.
The RMP HF frequency display has five places. The units of the display are MHZ. A
decimal point is between the second and third place from the left. The outer frequency
selector changes the three left places. The inner frequency selector changes the three
right places.
The HF has two modes: USB and AM.
At USB, the radio is set for operation on the upper sideband.
At AM, the radio is set to operate using both sidebands.
A green light on the MCP illuminates when the selected HF is in the AM mode. The HF
radio can be toggled between the AM and single side band modes by pressing the
associated radio select button.
FCOM:V1-002
Nov 01 /09
Chapter 6 Topic 6
Page6
COMMUNICATION
HF Radios
Figure 6.4- Collins HFS-700
Transfer
HF
Switch Mode light
Selected Radio
Preselected
Window
Frequ
HF
13
-.9n .
I .C W
HF
11 9LII-
I I.
I i:L
-------
FCOM:V1-002
Frequency Selector
i-v1-06-001 06
Nov 01 / 09
COMMUNICATION
HF Radios
Chapter 6 Topic 6
Page 7
FCOM:V1-002
Nov 01 /09
Operation
SELCAL stands for selective calling. The SELCAL system alerts the flight crew that there
is an incoming transmission from ATC without the crew maintaining a listening radio
watch. The associated radio must be tuned to the required frequency, but the radio's
receive function on the audio selector panel may be deselected. The SELCAL alert is
available on all the radios fitted to the aircraft.
A SELCAL panel is on the centre console. It is shown in Figure 7.1 . The panel has a push
switch for each radio connected to the SELCAL system. Each switch contains a white
annunciator. The an nunciators are normally extinguished. An annunciator illuminates to
alert the crew that a ground radio operator wishes to communicate with the aircraft.
Each aircraft has a SELCAL code. The code is normally written on a placard on one of the
instrument panels.
When ATC makes a transmission containing the aircraft's code:
When the SELCAL chime is heard, the radio is identified by the illuminated annunciator.
The annunciator is reset to off by pressing its switch. The associated radio is selected on
one of the ASPs and communication is established with the ground station.
The double chime will sound through the loud speakers and headsets regardless of the
position of the speaker switches and the position of the INT selectors on the audio selector
panels.
Before going on SELCAL watch, the crew pass the aircraft's SELCAL code to ATC ; ATC
then make a test transmission of the code.
Figure 7.1- SELCAL Panel
iV10600087
FCOM:Vl-002
Nov 01 / 09
COMMUNICATION
SELCAL
Chapter 6 Topic 7
Page2
SELCAL Codes
A SELCAL code is a four letter code. Each code consists of two pairs of letters: for
example: MQ-AC. The letters from A to S inclusive are used except I, Nand 0.
Each letter corresponds to an audio frequency. A corresponds to the lowest frequency.
The frequencies increase from A to S. The second letter in each pair must correspond to a
higher frequency than the first. Neither of the letters used in the first pair can be used in
the second pair.
The code is transmitted as two pairs of tones. The transmission time for each pair is one
second; there is a pause of 0.2 seconds between the two pairs of tones.
There are not enough codes available to ensure that a unique code is assigned to each
aircraft. Duplicate codes are normally assigned to aircraft operating in widely separated
parts of the world. If two aircraft with the same code are operating in the same area, ATC
will endeavour to assign separate frequencies to the aircraft.
Architecture
The SELCAL system consists of the flight deck panel, a SELCAL decoder and a SELCAL
double chime. The decoder is in the avionics bay. The SELCAL chime is generated by the
audible warning unit. The system is shown schematically in Figure 7.2.
The decoder monitors all the radio receivers. If the aircraft's code is detected on one of the
rece1vers:
The decoder illuminates the associated annunciator on the flight deck SELCAL
panel.
The decoder activates the SELCAL chime in the audible warning unit.
The audible warning unit sends the SELCAL chime to the central audio unit.
The central audio unit sounds the chime over the speakers and the headsets.
The test is initiated by pressing and releasing the TEST button. The button must be
pressed for less than one second. A few seconds after the button is released, the SELCAL
annunciators illuminate in sequence from left to right. Once all the annunciators have
illuminated, they all remain lit for a further 3 seconds. The SELCAL double chime sounds
as the annunciators ripple from left to right.
FCOM:V1-002
Nov 01 /09
COMMUNICATION
SELCAL
Chapter 6 Topic 7
Page3
DC BUS 1
Reset
Reset
Reset
Reset
Reset
SELCA L Decoder
VHF 1
Tranaceiver
VHF2
Tranacelver
FCOM:V1-002
VHF 3
Tranaceiver
HF 2
Tran sceiver
Nov 01 / 09
COMMUNICATION
SELCAL
Chapter 6 Topic 7
Page4
FCOM:V1-002
Nov 01 /09
Some aircraft may be equipped with a cabin radio telephone. This provides passengers
with an air to ground radio telephone link which can be patched into ground based
telephone networks. For further information consult the manufacturers operating
instructions.
FCOM:V1-002
Nov 01 / 09
Background
During flight, the aircraft can accumulate a static charge of electricity due to its motion
relative to the air and any particles contained in the air. The aircraft electrical charge can
become so great that a discharge occurs from the aircraft back to the air. The discharge is
more likely to occur from the more pointed parts of the aircraft: for example,
communications antennas. Discharge through a communications antenna causes noise in
the transmitted and the received signals.
Each static discharger is composed of many carbon fi bres wrapped in a cylinder. Each
fibre ends in a sharp point. The points at the ends of the static dischargers are much
sharper than any points on the antennas. This allows the discharge from the aircraft to
occur at a much lower level of charge than is required for discharge through the antennas.
Static Discharger Location
There are 29 static dischargers fitted to the aircraft. The positions of the dischargers are
shown in Figure 9.1.
Each elevator and aileron has four trailing edge static dischargers and two tip dischargers.
FCOM:V1-002
Nov 01/09
COMMUNICATION
Static Disc hargers
Chapter 6 Topic 9
Page 2
4 trnill ng edge
dischargers
2 tip discllargers
2 tip dischargers / '
3 tralllng edge
dischargers
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
Static Dischargers
Chapt er 6 Topic 9
Page 3
Types of Dischargers
There are two types of discharger: tip and trailing edge.
Typical tip and trailing edge dischargers are shown in Figure 9.2.
Figure 9.2 - Tip and Trailing Edge Dischargers
2 lip dischargers
FCOM:Vl-002
Nov 01 /09
Types of ELT
There are three types of ELT available:
Activation
The fixed ELTs are automatically activated by a "g" switch. Deceleration is measured
along all three aircraft axes: longitudinal, lateral and normal. The magnitude of a
deceleration that activates the switch depends on the time that the deceleration is applied.
The higher the deceleration the shorter the time required to activate the switch.
Transmission Frequencies
All the ELTs transmit on three frequencies:
121.5 MHz.
243.0 MHz.
406.025 MHz.
Homing signals are transmitted on 121.5 and 243 MHz to guide rescue services to the
aircraft in the event of an accident.
The frequency of 406 MHz is required for t ransmission to satellites. The transmitted data
contains the identification of the aircraft. The distress signal is normally relayed to the
ground stations within five minutes. The satellites can determine the position of the aircraft
to within less than two nautical miles; the position is normally determined within two hours.
Once the ELT is activated, an internal battery will maintain transmission on 406.025 MHz
for 24 hours and on 121 .5 and 243 MHz for 48 hours .
FCOM:V1-002
Nov 01 / 09
Architecture
The Litton ELT is shown schematically in Figure 10.2.1 .
The ELT is in the roof of the rear cabin. The ELT is connected to an antenna on top of the
rear fuselage.
A control panel is in the flight deck on the centre console. The panel has an ELT ON
amber annunciator and a control switch.
The amber annunciator is driven by a circuit external to the ELT . This circuit requires
power from EXT DC. The external circuit also drives the ground crew call horn and an
ELTJ, caption on the CWP.
The switch is connected directly to the ELT.
The power supply for the ELT is provided by its own internal battery. The battery is not
charged by the aircraft supply. The battery is changed every five years.
The Switch
The switch has three positions: ON/TEST, ARM and RESET. The switch is baulked at the
ARM and ON/TEST positions. The switch has to b& lifted up to clear the baulk. The switch
is spring loaded from the RESET position to the arm position.
The switch is normally at the ARM position. The ON/TEST position allows the ELT to be
tested and to be forced to transmit. A momentary selection to RESET stops the ELT
transmitting.
If the switch is put to ON/TEST or the switch is at ARM and the "g" switch is activated:
In the first 17 seconds, the ELT ON annunciator flashes ten times.
When the switch is put to RESET and then back to ARM, transmission ceases, the
ELT reverts to the armed state, the annunciator goes out and the horn stops
sounding.
FCOM:V1-002
Nov 01/09
COMMUNICATION
Litton ELT
Figure 10.2.1 - litton ElT Schematic
Ground Crew
Call Hom
ELT
Steady
Flash
[
ESS DC
On
Rntt
.....__ Pulsed
output
LPED
RPED
ILJ
All engines
s hutdown
ELTon for
annunciatolf
and caption
0
)
Antenna
Battery
FCOM:V1-002
G' Switch
'I
Nov 01 / 09
Architecture
The Kannad fixed ELT is shown schematically in Figure 10.3.1 .
The ELT is in the roof of the rear cabin. The ELT is connected to an antenna on top of the
rear fuselage.
A control panel is in the flight deck on the centre console. The panel has an amber LED
and a control switch.
The amber LED is driven by the ELT.
The switch is connected directly to the ELT.
An external circuit drives the ground crew call horn. The circuit is powered from ESS DC.
The power supply for the ELT is provided by its own internal battery. The battery is not
charged by the aircraft supply. The battery is changed every six years.
LED and Horn
The LED flashes whenever the ELT is transmitting.
The ground crew call horn sounds continuously when:
AND
The ELT is transmitting.
If the BEACON switch is at ON and the ELT is transmitting, the horn remains off but the
LED flashes.
The Switch
The switch has three positions: RESET/TEST, ARM and ON. The switch is baulked at the
ARM and ON positions. The switch has to be lifted up to clear the baulk. The switch is
spring loaded from the RESET/TEST position to the arm position.
The switch is normally at the ARM position. At the ARM position, the ELT will be
automatically activated by the "g" switch.
The ELT transmits when the switch is put to ON. It remains transmitting when the switch is
selected from the ON position to the ARM position.
If the ELT is transmitting, it can be reset to off by momentarily selecting the switch to
RESET/TEST and then releasing the switch to the ARM position.
Test
The ELT is tested by selecting the ELT panel switch to RESET/TEST. The test lasts for a
maximum of five seconds. A successful test is indicated by one long flash of the LED. If
the test fails, the LED will make a series of flashes. The number of flashes indicates the
cause of the failure.
FCOM:V1-002
Nov 01 /09
COMMU NICATI ON
Kannad Fixed ELT
Ground Crew
Call Hom
ESSDC
Fl<~sh
On
External clreult
Reset
'
' .
0. I
BEACON OFF
c::1l
ELTon
for horn
Antenna
1, .,
\V
Battery
FCOM:V1-002
Nov 01 / 09
Stowage
The Kannad portable ELT is normally secured in a stowage in the rear cabin. A typical
stowage is shown in Figure 10.4.1. The exact position must be found from the Company
Operations Manual.
The ELT is held in the stowage by a Velcro strap; the strap can be quickly undone.
The ELT
A lanyard with a fastening clip is attached to the ELT.
The power supply for the ELT is provided by its own internal battery. The battery is not
charged by the aircraft supply. The battery is changed every six years.
The ELT has a control panel on its top surface. The panel is shown in Figure 10.4.3. The
panel has an antenna socket, a three position switch and a red LED. The panel also has a
connector socket. The socket is used to program the ELT.
A small whip antenna is connected to the antenna socket on the control panel.
The red LED and a beeper indicate that the ELT is transmitting.
The sw itch positions are ARM, OFF and ON. If the switch is at the ARM position, the EL T
will be automatically activated by its "g" switch. At OFF, the ELT does not transmit. When
the EL T switch is moved to ON, the ELT makes a self test. A continuous beep is made
during the test. If the test passes, the LED makes one long flash. If the test fails, the LED
makes a series of short flashes. When the ELT is tr ansmitting on 121 .5 and 243 MHz, the
LED flashes and the beeper sounds intermittently. When the ELT makes a transmission
on 406 MHz, the LED makes one flash but the beeper does not sound.
To use the ELT as a portable ELT, remove it from its stowage and select ON. The ELT
should be kept in the verticaL The ELT is shown in the vertical position in Figure 10.4.2.
FCOM:V1 -002
Nov 01 /09
COMMUNICATION
Kannad Portable ELT
Whip antenna
FCOM:V1-002
Lanyard
Velcro strap
E:LT
ELT
IV1~00093
Nov 01/09
COMMUNICATION
Kannad Portable ELT
FCOM:V1 -002
Nov 01 /09
COMMUNICATION
Kannad Portable ELT
Ant
Antenna
FCOM:V1-002
Switch
Connector
(not used)
i-YI06-00095
Nov 01 / 09
Overview
The video surveillance system allows either pilot to monitor activity in the forward
vestibule. The system allows the flight crew:
Two cameras in the forward vestibule. The cameras are fixed at a predetermined
viewing angle.
A viewing screen behind the First Officer's seat.
A small control panel on the centre instrument panel.
Viewing Screen
The viewing screen is above and behind the First Officer's seat. It is shown in Figure 11.1 .
The screen is a monochrome LCD.
The screen has a brightness control and a contrast control. A light sensor above the LED
automatically adjusts the brightness of the screen according to the ambient lighting
conditions.
An LED above the brightness control illuminates steadily in green when the system is
powered. If the system detects a fault, the green LED flashes.
FCOM:Vt-002
Nov 01/09
COMMUNICATION
Video Surveillance
Chapter 6 Topic 11
Page 2
RJght C-screen
Pow~ron
+--
LED
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
Video Surveillance
Chapter 6 Topic 11
Page 3
Cameras
Both cameras are in the forward vestibule. They are shown in Figure 11 .2. Camera 1 is
above the flight deck entrance; camera 2 is above the forward attendant's panel.
The field of view of camera 1 includes the vestibule area immediately aft of the flight deck
door and the forward cabin aisle. The field of view of camera 2 includes the complete
vestibule area. The field of view of the cameras is shown in Figure 11 .3.
Each camera has an infrared function and so can detect an image in darkness.
Figure 11 .2 - Cameras
FCOM:V1-002
Nov 01 /09
COMMUNICATION
Video Surveillance
Chapter 6 Topic 11
Page 4
FCOM:V1-002
Nov 01 / 09
Chapter 6 Topic 11
Page 5
COMMUNICATION
Video Surveillance
Control Panel
The control panel is above the engine instruments. The panel is shown in Figure 11 .4.
The panel has two switches: a power switch and a camera select switch.
The power switch is labelled POWER and has two positions: ON and OFF. The switch is a
lock toggle switch. It has to be pulled out before its position can be changed. The system
is powered from DC BUS 2.
The camera select switch is labelled VIEW SELECT. The switch is spring-loaded to the up
position. The viewing screen can only display a picture from one camera at a time.
Moving the switch momentarily to the down position toggles the screen from one camera to
the other.
When the POWER switch is selected ON, camera 1 is automatically selected. If the V IEW
SELECT switch is not moved for more than five minutes, the display automatically powers
down, but the LED stays green to indicate that the system is still powered. A momentary
selection of the VIEW SELECT switch to down reactivates the display to the camera in use
when the screen powered down.
Figure 11 .4 - Control Panel
Power S&l&eted ON
Power
Came.ra
Switch
SeJect Sw itch
FCOM:V1-002
Nov 01/09
COMMUNICATION
Video Surveillance
Chapter 6 Topic 11
Page6
FCOM:V1-002
Nov 01/09
Overview
Some aircraft are fitted with an Aircraft Communications Addressing and Reporting System
(ACARS). The ACARS has a management unit (MU) in the avionics bay. The MU uses
VHF 3 to transmit data to ground stations and to receive data from ground stations.
The ACARS has a flight deck control and display unit. Aircraft fitted with Collins FMS use
the FMS multi purpose control and display unit (MCDU). Aircraft without Collins FMSs use
a control and display unit dedicated to ACARS. The dedicated control and display unit is a
multi i nput interactive display unit (MIDU). If MCDUs are fitted, they are on the forward
centre console. If a MIDU is fitted, it is either on the rear centre console or on an extension
of the left side console. The positions are shown in Figure 12.2.
An ACARS printer is on the flight deck. The printer is installed on the centre console or on
an extension to the right side console. The positions are shown in Figure 12. 1.
For some ACARS received messages, a double chime sounds. The chime is generated by
the audible warning unit.
Figure 12.1 - ACARS Printer Locations
~V1~100
FCOM:V1 -002
Nov 01 /09
COMMUNICATION
A CARS
Chapter 6 Topic 12
Page 2
i-v1-C60010 1
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
A CARS
Chapter 6 Topic 12
Page3
The AGARS architecture with a MIDU fitted is shown in Figure 12.3. The heart of the
AGARS is the management unit (MU). The MU communicates with the MIDU and the
printer. The MU transmits and receives data via VHF 3. VHF 3 can be set to either a data
mode or a voice mode via the MIDU. In the data mode:
The MU automatically tunes the VHF according to the aircraft position and the
ground station locations.
VHF 3 cannot be tuned from the RMPs or used for voice communication ; an RMP
will display "AGARS" if VHF 3 is selected.
VHF 3 can be tuned using the RMPs and used as a normal communication radio.
The MU receives the following data from both GNS-X navigation management units:
Altitude .
Present position .
True airspeed .
Wind velocity .
FCOM:V1-002
Nov 01 /09
COMMUNICATION
A CARS
Chapter 6 Topic 12
Page 4
AC BUS 1
Identification Circuit
,A.CARS
II
Squat switch
i v106.00102
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
A CARS
Chapter 6 Topic 12
Page 5
The AGARS architecture with Collins FMSs fitted is shown in Figure 12.4. The heart of the
AGARS is the management unit (MU). The MU communicates with FMS 2 and the printer.
The MU transmits and receives data via VHF 3. VHF 3 can be set to either a data mode or
a voice mode via a MCDU.
In the data mode:
The MU automatically tunes the VHF according to the aircraft position and the
ground station locations.
VHF 3 cannot be tuned from the RMPs or used for voice communication; an RMP
will display "AGARS" if VHF 3 is selected.
VHF 3 can be tuned using the RMPs and used as a normal communication radio.
Altitude.
Present position.
True airspeed.
Wind velocity.
FCOM:V1-002
Nov 01 /09
COMMUNICATION
A CARS
Chapter 6 Topic 12
Page6
FMS2
Antenna
VHF3
IRS2
ldentifietion Circuit
Squ:~t
switch
ACARS
I
t"AH [lt_;lR
NOT SILT
IV1-0000103
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
A CARS
Chapter 6 Topic 12
Page 7
Printer
FCOM:V1-002
Nov 01 /09
COMMUNICATION
A CARS
Chapter 6 Topic 12
Pages
Reset switch
Slew switch
Message received
annunciator
Printer fail
annunciator
Test swit.ch
FAIL
FCOM:V1-002
Paper outlet
i-v1-0 6-00104
Nov 01 / 09
COMMUNICATION
A CARS
Chapter 6 Topic 12
Page9
MIDU
A colour liquid crystal display (LCD) with six line select keys on each side.
A DIM and a BRT key. Pressing the DIM key reduces the brilliance of the display.
Pressing the BRT key increases the brilliance of the display.
A DEL key and a CLR key are at the bottom right of the display. The DEL key is
inoperative. The CLR key is used to clear or delete entries.
Four annunciators on the right side. MENU, DATA, VOICE and FAIL.
Pressing the MENU key takes the display back to the main menu. Pressing the PREV key
takes the display to the previous page. The NEXT key takes the display to the next page.
The VHF key is not operational.
The MENU, DATA and VOICE annunciators are not used. However, they illuminate when
the ANNUNCIATORS TEST button on the left instrument panel is pressed. The FAIL
annunciator indicates that there is a fault within the MIDU.
The MIDU is menu driven. Data is entered using a scratchpad. The line select keys are
used to enter data into a field of data. After power up, the MIDU displays two options: the
AGARS menu and the MAINT menu. MAINT selects the maintenance area. AGARS
selects the AGARS menus. There are three AGARS menus:
Pre-flight menu.
In-flight menu.
Miscellaneous menu.
FCOM:V1-002
Nov 01 /09
The
COMMUNICATION
A CARS
Chapter 6 Topic 12
Page 10
Main menu
select key
EID
Space key
Memory cartridge access door
i-v1-06-00105
FCOM:V1-002
Nov 01 / 09
COMMUNICATION
A CARS
Chapter 6 Topic 12
Page 11
Collins MCDU
Pre-flight menu.
In-flight menu.
Miscellaneous menu.
The
Triggers
The AGARS uses the following triggers to determine the phase of operation. The triggers
are: OUT, OFF, ON, IN and RETURN IN (0001 triggers).
The OUT trigger indicates the first movement of the aircraft. The OFF trigger indicates that
the aircraft is airborne. The ON trigger indicates that the aircraft has landed. The IN
trigger indicates that the aircraft is back on the ramp. The RETURN IN trigger is used to
indicate that the aircraft has returned to the ramp without taking off.
The ON and OFF triggers are activated by the squat switch. The OUT, IN and RETURN
triggers are determined by groundspeed, cabin door status and parking brake position.
The actual logic is defined by the operator.
Pre-flight Menu
The pre-flight menu becomes available on power up. The pre-flight menu provides the
following facilities:
Flight initialisation .
Refuelling report .
Telex .
VHF 3 control .
Weather request.
ATIS request.
FCOM:V1-002
Nov 01 /09
COMMUNICATION
A CARS
Chapter 6 Topic 12
Page 12
In-flight Menu
The in-flight menu becomes available just after take off. The in-flight menu provides the
following facilities:
Telex.
VHF 3 control.
Weather request.
ATIS request
Post-flight Menu
The post-flight menu becomes available just after landing. The post-flight menu provides
the following facilities:
Telex.
VHF 3 control.
Weather request.
ATIS request.
When an IN trigger occurs, the ACARS menu automatically changes from the post flight
menu to the pre-flight menu.
FCOM:V1-002
Nov 01 /09
COMMUNICATION
A CARS
Chapter 6 Topic 12
Page 13
Miscellaneous Menu
The miscellaneous menu can be reached from each of the other three AGARS menus.
The following facilities are available from the miscellaneous menu:
0001status.
Parameter display.
Satellite statistics.
VHF statistics.
FCOM:V1-002
Nov 01 /09
Topic 1 - Overview
1
2
2
2
1
3
5
6
7
9
10
11
13
15
17
19
20
21
23
25
27
29
31
31
FCOM:V1-002
Jun 11/14
1
1
3
5
7
9
11
13
14
15
Chapter 7 TOC
Page2
Topic 4 - Ai rstairs
Overview.......................................................................................................................
Lighting..........................................................................................................................
Control............................................ ..................... ..........................................................
Airstairs Accumulator........................................................................ ............................
Airstairs Schematic .. ..... ... ... ... ... . .. .. ...... ... .. ..... . ..... ..... ...... ...... ..... ... ... . .... .. .... ..... . ..... ...... .
1
1
1
5
7
Basic Door.....................................................................................................................
Enhanced Security Door Construction............................................... ...........................
Enhanced Security Door Latch .. .... .. .. .. ...... ...... .... .. .. .. .. .. .. .. .... .. .... .. .. .. .. .. .. .. .. .. .... .. .... .. .. .
Enhanced Security Door Latch and Lock......................................................................
Enhanced Security Door Emergency Opening ......................... ......... ...........................
Enhanced Security Door Viewing Window....................................................................
Enhanced Security Door Pull Strap...............................................................................
FCOM:V1-002
Nov 01 /09
1
3
6
7
9
13
14
Scope
This chapter covers :
There are four cabin doors; two passenger doors on the left and two smaller service doors
on the right.
All four cabin doors are also emergency exits. Each door has an emergency escape slide.
On some aircraft the escape slide is also a life raft.
Warning of an unlocked door is given by a CABIN DOOR NOT SHUT amber caption on the
CWP and LEDs on a panel in the forward vestibule above the forward service door.
If there is a fault in the door warning system, a CABIN DOOR FA ULT caption illuminates
on the CWP.
Lower Doors
There are doors for the following fuselage bays:
The avionics bay, the hydraulic bay and the cargo bays are pressurised. If any one of
these doors is not closed and locked, a LOWER DOOR NOT SHUT amber caption
illuminates on the CWP.
The air conditioning bay and the APU bay are not pressurised. There are no door
warnings for these bays.
FCOM:V1-002
Nov 01 / 09
Chapt er 7 Topic 1
Page 2
CWP Captions
The CWP door captions are shown in Figure 1.1.
Figure 1.1 - CWP captions
Airstairs
Airstairs are available as an option. They can be fitted at the rear passenger door or the
forward passenger door.
The airstairs are hydraulically retracted but deploy under their own weight. Hydraulic
power comes from the yellow system.
Flight Deck Door
A simple folding flight deck door is available as a basic fit. However, most aircraft have an
enhanced security flight deck door.
The enhanced security door opens into the forward vestibule. The door has to equalise
pressure between the flight deck and the cabin in the case of a rapid decompression.
There are two standards. The basic standard has fixed decompression cages. A
modification introduces foldable decompression panels. The foldable panels reduce the
size of the door when it is opened into the forward vestibule.
Both standards of enhanced security door can be locked remotely from a switch on the
centre console. There is a NOT LOCKED annuncia1or beneath the switch. The switch and
annunciator are shown in Figure 1.2.
FCOM:V1 -002
Nov 01 /09
Chapter 7 Topic 1
Page3
Switch guard
FCOM:V1-002
Nov 01 / 09
Overv iew
There are two passenger doors on the left and two smaller service doors on the right. The
doors open outwards. The front doors open forwards; the rear doors open rearwards. In
all other respects, the four doors function identically. The service doors are shown fully
open in Figure 2.1 . Figure 2.2 shows an overview.
When a door is fully open, it is parallel to the fuselage; the door is held open by a catch.
The catch is on the outside of the door and engages with a fuselage mounted latch. A
door release handle, on the door, is pulled to release the catch.
When the door reaches the frame on closing, it drops down behind abutments;
pressurisation loads on the abutments prevent the door from being opened. Shoot bolts on
the door engage in the door frame to prevent the door rising.
There is an internal and external door operating handle; either handle operates the shoot
bolts and raises/lowers the door. The external handle fits into a recess so that it is flush to
the door skin when the door is closed and locked.
Each door contains an evacuation slide; on some aircraft the slide also functions as a life
raft. The slide is armed by an arming handle on the door. When armed, the slide will
automatically deploy when the door is opened from the inside. If the slide is armed, it is
automatically disarmed when the external door handle is pulled out of its recess.
A door warning system monitors the position of the operating handles and the shoot bolts.
Unsafe conditions are indicated on the CWP and the Forward Cabin Attendant's Panel.
Fig ure 2.1 - Service Door s Fully Open
The doors are parallel to the fuselage and held to the fuselage by a catctll .,,..1 -07-0000S
FCOM:Vt-002
Nov 01/09
Chapter 7 Topic 2
Page 2
FOIWard right
service door
IA door warning system monttors lhe shoot bolts and the handles.
FCOM:V1-002
1-\'107-110006
Nov 01 / 09
Chapter 7 Topic 2
Page3
The door is then swung towards the aperture of the door frame.
Once in the frame the door is lowered. Lugs on the door drop behind abutments on
the door frame. The door is thus prevented from moving outward.
Shoot bolts in the door engage in the door frame to prevent the door rising. The
door is now closed and locked.
The door is raised so that the lugs are above the abutments.
The door is swung outwards. When fully open, the catch engages in the fuselage
latch.
FCOM:V1-002
Nov 01 /09
Chapter 7 Topic 2
Page 4
J ......
Door In transit
Door swings in
and drops down
Door open
Door
Fus.lago
skin
Fuselage skin
C..
--Catch
r
Door
closed
Door lugs lu 1
behind abutmen
1-\1107.()()007
FCOM:V1-002
Nov 01/09
Chapt er 7 Topic 2
Page 5
Release haoolo
Door handle - - -
,.vl-01-00008
FCOM:V1 -002
Nov 01 /09
Chapter 7 Topic 2
Page6
The door open catch is flush to the door when the door is closed. The catch extends from
its recess as the door is raised. When the door is fully open, the catch engages in a latch
on the side of the fuselage.
To open the door, the handle is pulled out of its recess; then, the door handle is rotated
clockwise to remove the shoot bolts, to extend the hinges and to raise the door; the door
can then be swung open so that the catch engages in the fuselage latch.
The door release handle is used to release the catch; the door is then swung into the
doorframe. Once the door is inside the frame, the door handle is rotated anticlockwise to
lower the door, retract the hinges and engage the shoot bolts. The handle is then pushed
back into its recess.
Figure 2-5 - Forward Service Door Closed from the Outside
Hinge plates - - - - - - - i -
Door handle
-----+----
w1.0Hl0009
FCOM:V1-002
Nov 01 / 09
Chapt er 7 Topic 2
Page 7
Shoot Bolts
There are two shoot bolts: one on the opening side of the door and one on the hinge side
of the door. The shoot bolts are fully engaged in retainers in the door frame when the
handle is at the CLOSED position. The shoot bolts are fully out of the retainers by the time
the handle has been rotated 110 away from the CLOSED position.
The shoot bolt and retainers for the forward passenger door are shown in Figures Figure
2.6 and Figure 2.7.
Figure 2.6 - Forward Passenger Door Opening Side Shoot Bolt
Shoot bolt
FCOM:Vl-002
I.YHl7 .00010
Nov 01 /09
Chapter 7 Topic 2
Pages
Shoot bolt
iv1.07.00Q11
FCOM:V1-002
Nov 01/09
Chapt er 7 Topic 2
Page9
FCOM:Vl -002
Nov 01 /09
Chapter 7 Topic 2
Page 10
There are lugs on the door and abU1ments on the door frame. When the door is lowered in
the frame, the lugs are behind the abutments and pressurisation loads will prevent the door
from rising and opening.
The lugs and abutments are shown in Figure 2.9.
On the passenger doors, there are five abutments and five lugs on each side. On the
service doors, there are four abutments and four lugs on each side.
Figure 2.9 - Lugs and Abutments
Lugs
Abutments
11~00013
FCOM:V1-002
Nov 01 / 09
Chapt er 7 Topic 2
Page 11
Hinges
Each door has two hinges. The hinges are retractable. When the door is closed, they are
retracted into the side of the door and covered by pl ates. The hinges have to be extended
from their stowage before the door can be raised and opened. Each hinge has a ball joint
to allow the door to be raised and opened.
The top hinge of the forward service door is shown in Figure 2.10. The hinge behaviour as
the door is opened is shown in Figure 2.11 .
The hinges extend outwards through 90 as the door handle is turned through the first
11 0. Further rotation of the handle raises the door. When the handle has been rotated
through 200, the door is fully raised.
Figure 2 .10- Forward Service Door Top Hinge
The door rotates about li'lere to open and close
Door Partially Open
BaU joint
FCOM:V1 -002
Nov 01 /09
Chapter 7 Topic 2
Page 12
Hinges
stowed
Hinges
extended
BalljoEnt /
The door
is raised
FCOM:V1-002
Nov 01 / 09
Chapter 7 Topic 2
Page 13
Tread pl:ate
Lever
Door Raised
--'
1-v1 07 00018
FCOM:Vt-002
Nov 01/09
Chapter 7 Topic 2
Page 14
FCOM:V1-002
Nov 01 / 09
Chapt er 7 Topic 2
Page 15
- ...
Spigot
Guido Block
t-YHJ7~018
FCOM:V1 -002
Nov 01 /09
Chapter 7 Topic 2
Page 16
Guide block
---------J
--------------------J
FCOM:V1-002
1-Yt-07-00019
Nov 01/09
Chapter 7 Topic 2
Page 17
Plunger
The plunger is spring-loaded out of the door
Spigot
FCOM:V1-002
Nov 01/09
Chapter 7 Topic 2
Page 18
Guide block
The plunger rides up I he vertical ramp as the door is raised and the
plunger moves out of the door.
The plunger ndes atong the horizontal ramp as the door Is moved out of the frame
and the plunger moves further away from the door
i-vl-07..00021
FCOM:V1-002
Nov 01 / 09
Chapt er 7 Topic 2
Page 19
Baulk Blade
A baulk blade is on the door between the spigot and the plunger. The baulk blade is
shown in Figure 2. 18.
The blade is mechanically operated by the door opening handle. When the handle is at
OPEN or CLOSED, the blade is flush to the door edge. When the handle is between
OPEN and CLOSED, the blade is away from the door edge. When the blade is away from
the door edge, the blade will hit the door abutments if an attempt is made to move the door
-----+-
Spigot
Baulk blade
FCOM:V1 -002
Nov 01 /09
Chapter 7 Topic 2
Page 20
Damper
The door has a damper. The damper is shown in Figure 2.19.
The damper prevents rapid movement of the door in gusty conditions.
When the door is being opened:
The front doors are damped over the first 135 but not damped over the last 45.
The rear doors are damped over the first 125 but not damped over the last 55.
Figure 2.19 - The Damper
Damper
f.vl-47-00023
FCOM:V1-002
Nov 01 / 09
Chapter 7 Topic 2
Page 21
A cabin attendant's panel is above the forward service door. There are DOOR NOT
CLOSED LEOs in the bottom left corner of the panel. The LEOs are shown in Figure 2.20.
There are a pair of LEOs for each door, one above the other. The top LED is for the shoot
bolts; the bottom LED is for the door handle.
A SHOOT BOLT LED illuminates if either shoot bolt of the associated door is not fully
engaged in its retainer.
A DOOR HANDLE LED illuminates if the door handle is not in the CLOSED position.
The CABIN DOOR NOT SHUT caption illuminates if one or more of the DOOR NOT
CLOSED LEOs illuminates.
FCOM:V1-002
Nov 01 /09
Chapter 7 Topic 2
Page 22
...
...
..
...
_,
......
POWER
D DD
...-
.... - - ~
- - -- =- 13
......
. . . MMe..
OOOIIIIJfCi.OIG'*DC:IlQIII
"''
..... ...,.
""'
...
...
_....:::::._
0.
""
DDDDD
---- .....
.. ... . .... .. .
.. . . . . ..... .
. . ... . .... .. .
.. ... . ... . ' ..
.. .. . . .. .... .
...
'
01111
ecM
_.,
......
-
J ........, ....
@]
~
...-uma
,_,
..... .....
FRONT
LEFT
FRONT
RIGHT
REAR
LEFT
FCOM:V1-002
SHOOT
BOLT
RAR
RIGHT
DOOR
HANDLE
i-v1 0700066
Nov 01 / 09
DOORS A ND STAIRS
Passenger and Service Doors
Chapter 7 Topic 2
Page 23
The handle position and the two shoot bolt positions are monitored by micro switches. The
micro switches signal a logic circuit. The logic circuits signal:
The door not closed LEOs in the forward vestibule: one for each door handle and
one for each door's pair of shoot bolts.
There is an A and a B micro switch circuit for each shoot bolt and for the handle.
If either the A or the B circuit detects that a shoot bolt is not in the closed position, the
shoot bolt LED and the CABIN DOOR NOT SHUT caption illuminate.
If either the A or the B circuit detects that the handle is not in the closed position, the
handle LED and the CABIN DOOR NOT SHUT caption illuminate.
If the A & B circuits for either shoot bolt of a door are in different positions (one closed and
the other not closed), the following illuminate:
The CAB DOOR FAULT caption, because the circuits are in different positions.
The associated shoot bolt LED indicator because one circuit is in the not closed
state.
The CAB DOOR NOT SHUT caption because one circuit is in the not closed state.
If the A & B circuits for a handle are in different positions (one closed and the other not
closed), the following illuminate:
The CAB DOOR FAULT caption because the circuits are in different positions.
The associated handle LED indicator because one circuit is in the not closed state.
The CAB DOOR NOT SHUT caption because one circuit is in the not closed state.
If the logic circuit for any door loses power, the CAB DOOR FAULT caption will illuminate;
the LEOs will not illuminate; and the CAB DOOR NOT SHUT caption will not illuminate.
Therefore, a CABIN DOOR FAULT caption on its own means that the door warnings have
been lost for a door; it does not imply that the door is not closed.
FCOM:V1-002
Nov 01 /09
Chapter 7 Topic 2
Page 24
Power Supply B
Power Supply A
Switches shown In th e
not c losed position
Aft shoot
bolt switctl
Handle
Fwd shoot
switch
bOll swllcll
SHOOT
BOLT
___
~cu
'----t.__O
CAB DOOR
FAULT
CAB DOOR
NOT SHUT
_.
FCOM:V1-002
Nov 01 / 09
Chapt er 7 Topic 2
Page 25
If the door is opened from the inside wit h the handle at the arm position, the slide is
automatically withdrawn from its stowage; the slide falls below the door sill and is then
automatically inflated by a gas cylinder. The pressure in the cylinder is displayed on a
gauge that can be seen through a window on the slide stowage. A green arc on the gauge
indicates that the pressure is satisfactory.
The slide is inflated with gas from the gas cylinder and ambient air drawn through an
aspirator on the side of the slide. The aspirator is shown in Figure 2.23.
The slide has a self contained lighting system: a battery and a set of halogen lights. The
lights automatically illuminate when the slide is fully inflated.
FCOM:V1-002
Nov 01 /09
Chapter 7 Topic 2
Page 26
Slide Deployed
Slide light.s
Slide falling out as the door Is opened
Aspirator
l-vl-0700027
FCOM:V1-002
Nov 01/09
Chapt er 7 Topic 2
Page 27
Girt bar
FCOM:Vl -002
Nov 01 /09
Chapter 7 Topic 2
Page 28
Door sill
Floo1r b rackets
IV1 0700029
FCOM:V1-002
Nov 01 / 09
Chapter 7 Topic 2
Page 29
The ARM/DISARM lever arms the emergency escape slide. The slide is armed when the
ARM/DISARM lever is pushed into its recess. At ARM, the slide is attached to its door sill
by the girt bar; the bar extends to engage with floor brackets on either side of the door sill.
Correct engagement is indicated by the yellow ends of the girt bar protruding through the
collars and red witness slots on the girt bar being hidden by the collars. Springs on the girt
bar should pass over a retaining lip on the inboard face of each collar when the girt bar is
fully engaged.
The girt bar indications are shown in Figure 2.26.
FCOM:V1-002
Nov 01 /09
Chapter 7 Topic 2
Page 30
i-vl-07-00030
FCOM:V1-002
Jun 11/ 14
Chapter 7 Topic 2
Page 31
An external door lock may be installed into each of the passenger and service door
handles. The locks are introduced to improve aircraft security. The lock is key operated.
With the door in the closed position and handle stowed, the door handle can be locked
externally. The lock is a cam operated device located in the end of the door handle
assembly. When rotated, the key operates a cam which engages into a machined keep
attached to the door structure. In the locked position the handle is prevented from being
withdrawn from the door handle recess. Even when locked externally, the door handle can
be unlocked internally.
Lock Operation
FCOM:V1-002
Jun 11 /14
Chapter 7 Topic 2
Page 32
Door handle
i-123..00018
FCOM:V1-002
Jun 11/ 14
Overview
Access to the avionics bay is also available through a hatch in the floor of the access aisle
to the flight deck. The hatch entrance is shown in Figure 3.2. A handle on the hatch
allows the hatch to be lifted up and be completely removed from the bay entrance. The
hatch entrance with the hatch removed is shown in Figure 3.3.
The avionics bay, the hydraulic bay and the cargo bays are pressurised. If any one of
these doors is not closed and locked, a LOWER DOOR NOT SHUT amber caption
illuminates on the CWP.
The air conditioning bay and the APU bay are not pressurised. There are no door
warnings for these bays.
The doors of the three pressurised bays are all plug type doors. When they are closed
they are held in position by shoot bots. The avionics bay door and the hydraulic bay have
two shoot bolts each. Each cargo bay door has four shoot bolts. All four of these bays
have a recessed handle that is pulled and turned to remove the shoot bolts from their
retainers.
The air conditioning bay and avionic bay doors are held closed by latches.
Bay Lighting
All the lower bays except the APU bay have lights. The lights in the air conditioning bay,
the hydraulic bay and the two cargo bays are powered from the ground service busbar and
illuminate automatically when the associated door is opened.
There are seven lights in the avionics bay. Six of these lights can be powered from the
ground service busbar; these lights automatically illuminate when the avionics bay door is
opened. These lights can also be switched on from a switch at the avionics bay hatch.
There is also a switch at the avionics bay door. The bay door switch is spring-loaded to
off. When the ground service busbar is not powered, holding the bay door switch to on
powers three of the lights from the battery busbar. The avionics bay lighting is described in
detail in the Lights chapter.
FCOM:V1-002
Jun 11/14
Chapter 7 Topic 3
Page 2
0
APU ba.y door
1-1~7-00032
FCOM:V1-002
Nov 01 / 09
Chapt er 7 Topic 3
Page 3
Flight deck
~vf -07.00033
Door Handles
The avionics bay, hydraulic bay and both the cargo bays have the same type of handle.
The handle is shown in Figure 3.4. The handle fits into a recess in a disc. Turning the disc
operat es the shoot bolts. When the handle is pulled out of the recess, it can be used to
turn the disc.
When the handle is in the door closed and locked position, a red line on the disc is aligned
with a red line on the door.
To unlock the door, the handle is pulled out of its recess and rotated clockwise through 90
to withdraw the shoot bolts from their retainers. The door is now unlocked and can be
pushed inwards.
The handle can be locked with a key. The lock is in the centre of the disc.
FCOM:V1 -002
Nov 01 /09
Chapter 7 Topic 3
Page 4
THEN
FCOM:V1-002
i-v1.07-000~
Nov 01 / 09
Chapt er 7 Topic 3
Page 5
The avionics bay also has an internal handle. The handle is shown in Figure 3.5. The
handle is pulled up and rotated goo anticlockwise to unlock the door.
The avionics bay door is hinged on its forward edge. When it is pushed in through goo. a
latch automatically holds the door in the open position. The latch is shown in Figure 3.6.
To remove the latch, the door is supported with one hand and the latch is removed with the
other hand. The latch and its removal is shown in Figure 3.6.
Figure 3.5- Avionics Bay Internal Handle
FCOM:Vl -002
Nov 01 /0g
Chapter 7 Topic 3
Page6
..
Door
Door latch
Door~ame
FCOM:V1-002
Nov 01 / 09
Chapter 7 Topic 3
Page 7
The hydraulic bay door is hinged at the top. When the door is pushed fully open, a latch
engages to hold the door open. The latch is on the forward wall of the hydraulic bay.
The latch must be pushed into the wall to release the door. The door is very heavy, it is
important to support the door with one hand while removing the latch with the other hand.
There is little room between the edge of the door and the latch when it is pressed in. So,
the latch should be pressed in and then the door should be lowered slightly to clear the
latch. Once the latch is cleared, the hand pressing the latch in should be removed from the
latch before the door is lowered. If the operator's hand is left on the latch as the door is
lowered, the operator's hand can be trapped between the latch and the door.
The hydraulic bay door and its latch are shown in Figures Figure 3.7 and Figure 3.8.
Figure 3.7 - Hydraulic Bay Door Open
Door
IYl-()7.00()37
FCOM:V1-002
Nov 01/09
Chapter 7 Topic 3
Pages
Door
Forward wall
of the bay
The latch
FCOM:V1-002
Nov 01 / 09
Chapt er 7 Topic 3
Page9
The rear cargo bay door is shown in Figures Figure 3.9 and Figure 3.10.
The cargo bays are hinged at the top. When a cargo bay door is pushed fully in, a hook
engages with a bolt in the bay roof. The door is heavy, but two tensator springs assist the
opening of the door; so it is easy to push the door to the fully open position.
To close the door, the hook is released by pressing a plunger on the outside of the door.
The tensator springs prevent the door falling rapidly to the closed position. The tensator
springs hold the door slightly open.
Figure 3.9 - Rear Cargo Bay Door Fully Open
hU 07.00039
FCOM:V1-002
Nov 01 /09
Chapter 7 Topic 3
Page 10
FCOM:V1-002
Nov 01 / 09
Chapt er 7 Topic 3
Page 11
Some aircraft have a cargo bay door protector in each cargo bay. The protector prevents
damage to the outer side of the door during loading. The protector is shown in Figure
3.11. The protector is a panel that is curved to match the curvature of the door. The
protector is hinged to the bay roof. When the door is open, the protector is raised to cover
the underside of the open cargo bay door.
The protector is secured in the open position by two latches: one at the forward end of the
protector and another at the aft end of the protector. Operation of the latches is shown in
Figure 3 .12. Each latch has a handle. The handle moves between the latched and
unlatched positions. There is a gate at each position. The handle must be pulled out of a
gate before the handle can be moved to another position.
Figure 3.11 - Cargo Bay Protector
Door Fully Open with Protector Down
Pro:teetor
FCOM:V1 -002
Nov 01 /09
Chapter 7 Topic 3
Page 12
Gate
FCOM:V1-002
Nov 01 / 09
Chapter 7 Topic 3
Page 13
Bay Door
B:ay Door
Three latches
Right Side
r
Left Side
Latch
c::: ::::;
Hinge
PUSH
FCOM:V1-002
Nov 01/09
Chapter 7 Topic 3
Page 14
latches
Latch
PUSH
~~.
LIFl
lv1-D700067
FCOM:V1-002
Nov 01 / 09
Chapt er 7 Topic 3
Page 15
Switches monitor:
The position of the avionics bay door handle.
The positions of two shoot bolts on the forward cargo bay door.
The positions of two shoot bolts on the rear cargo bay door.
If any switch senses an unlocked condition, a LOWER DOOR NOT SHUT amber caption
illuminates on the CWP.
The lower door warning is shown schematically in Figure 3.15.
Figure 3.15 - Lower Door Warning
bay door
LWR DOOR
NOT SHUT
FCOM:V1 -002
Nov 01 /09
Chapter 7 Topic 3
Page 16
FCOM:V1-002
Nov 01 /09
Overv iew
Light-weight airstairs are available as an option for both the forward passenger entrance
and the rear passenger entrance.
The forward airstairs are shown extended in Figure 4 .1.
The stairs have a handrail on each side. When the stairs are retracted, the stairs and the
handrails fold. In the folded position the stairs can be stowed.
They :are stowed to one side of the entrance door leaving the door clear for an emergency
evacuation. Depending on the cabin layout, the stairs may be stowed forward or aft of the
entrance.
The stairs are mounted on a carriage with rollers. The rollers run on roller tracks fitted
flush to the floor. When the stairs are folded, they can be slid along the tracks in and out of
the stowage. There are automatic locks at each end of the track.
Some airstairs have a restraining strap. The restraining strap is used as an additional
restraint to prevent inadvertent movement of the stairs out of their stowage.
The stairs are extended by gravity and retracted using hydraulic power. The stairs can be
retracted manually using a maintenance procedure.
Power comes from the yellow main system. Some aircraft have an airstairs accumulator.
If the airstairs accumulator is not fitted, the AC pump must be used to raise the stairs. The
DC pump cannot be used to raise the stairs.
The airstairs are designed to cope with varying floor to ground heights. The stairs have
wheels that rest on the ground. The wheels are hydraulically compensated to give stability
on uneven ground.
Lighting
Some stairs have lights between the treads. The lights are powered from the 28 volt AC
ground service busbar.
Control
An electrically controlled selector valve controls the airstairs. Without electrical power, the
valve goes to the extend position. When electrical power is applied to the valve, the valve
moves to the retract position. The electrical power comes from the battery busbar on some
aircraft; on other aircraft, the power comes from DC BUS 1.
The airstairs are controlled from a switch in the associated vestibule. When the switch is
held to the retract position, electrical power is applied to the selector valve.
If the stairs have lights, the switch also controls the stair lights.
FCOM:V1-002
Nov 01 /09
Chapter 7 Topic 4
Page 2
Handrails
Optional light
There Is one light between e~h pair of treads
Wheels
JI/1-07-0il0'8
FCOM:V1-002
Nov 01/09
Chapt er 7 Topic 4
Page 3
Alrstalrs stowod
FCOM:V1 -002
Nov 01 /09
Chapter 7 Topic 4
Page 4
Alrstalrs stowed
Foot operated latch
FCOM:V1-002
Tracks
i-V107 00048
Nov 01 / 09
Chapt er 7 Topic 4
Page 5
Airstairs Accumulator
The airstairs accumulator is an option and provides a reserve of fluid for retracting the
airstairs. Airstairs can be fitted without an accumulator.
If fitted, the airstairs accumulator is on the left wall of the hydraulic bay. A schematic of the
supply to the airstairs is shown in Figure 4.4. A photograph of the accumulator is shown in
Figure 4.5.
Either engine 2 pump or the AC pump can charge the accumulator. The DC pump cannot
charge the accumulator. The accumulator can be depressurised by selecting engine 2
pump and the AC pump off and then operating a pressure release valve in the hydraulic
bay. The pressure release valve returns the fluid in the accumulator to the reservoir.
A pressure relief valve just upstream of the airstairs accumulator provides thermal relief.
The relief valve returns fluid to the reservoir.
A fully charged accumulator provides two retractions; when the accumulator pressure is
2 400 psi, one retraction is avai lable.
ENG2
pump
ACpump
Pressure
release
valve
Airstairs
DC pump
( IBrake accumulator)
FCOM:V1 -002
Emergency gear
lowering assister jack
Yell ow brakes
P - Pump
PRY - Pressure relief valve
~ Non return valve
i-v1 -07-0 0049
Nov 01 /09
Chapter 7 Topic 4
Page6
DC pump
Alrst..lrs accumulator
Brake accumulator
FCOM:V1-002
Nov 01 / 09
Chapter 7 Topic 4
Page 7
Airstairs Schematic
FCOM:V1-002
Nov 01 /09
Chapter 7 Topic 4
Pages
Yellow pressure
Hydraulic
reservoir
Retraction flow
Retraction
restrictor
Vestibule switch
Selector
valve
Alrstalrs
reservoir
Extension
restrlctors
Extension flow
i-v1-07-00051
FCOM:V1-002
Nov 01 / 09
Basic Door
The basic flight deck door is shown in Figure 5.1 . The door separates the flight deck from
the forward vestibule.
The door is in two parts:
A fixed part that is hinged to the port side of t he flight deck entrance.
A folding part that is connected to the fixed part by two sections of piano-type
hinge.
The door has a handle on the flight deck side and the cabin side. The door handle can be
locked from the cabin side but not from the flight deck side. However, 1he lock can be
overridden from the flight deck side by using a lock override button.
A separate bolt is provided to allow the door to be locked from the flight deck side. This
lock can be overridden from t he cabin side in two ways:
Using the flight deck key.
FCOM:V1 -002
Nov 01 /09
Chapter 7 Topic 5
Page 2
Figure 5.1 - Basic Flight Dec k Door fro m the Cabin Side
cabin sick
--+ 0
Q
~
iY1 ()7"()0052
FCOM:V1-002
Nov 01 / 09
Chapter 7 Topic 5
Page3
The enhanced security door is a specially strengthened door. It separates the flight deck
from the forward vestibule.
The door normally opens outwards from the flight deck. However in an emergency, it can
be opened inwards by removing the door abutment and then pulling the door inwards.
The door has two permanently open vent holes to equalise pressure between the flight
deck and the cabin in the case of a rapid decompression. The holes are covered with
decompression grilles on the cabin side.
The flight deck side has two ballistic protection panels in front of the vent holes. The
panels prevent projectiles entering the flight deck from the cabin. There are two standards
of panel:
Foldable decompression panels. The panels fold flush to the door when the door is
opened into the vestibule. The door thus takes up less space in the vestibule.
When the door is closed, the panels move away from the door to ensure a free flow
of air through the holes.
Fixed decompression cages. The panels are fixed 19 em in front of the door. Wire
mesh extends from the edges of the panels back to the door.
The door with foldable decompression panels is shown in Figure 5.2. The door with fixed
decompression cages is shown in Figure 5.3.
A strap on the inside of the door allows the door to be pulled to the closed position from the
flight deck side of the door. Doors with hinged decompression panels have a handle on
the cabin side of the door to allow the door to be pulled open.
A viewing window on the door allows the forward vestibule to be viewed from the flight
deck.
The door has a spring-loaded latch. When the door is closed, the latch engages in the
door frame. The latch is locked and unlocked with a handle on the flight deck side of the
door. The latch lock can also be operated electrically using a switch on the centre
console. The latch can be operated from either side of the door when it is unlocked. The
latch cannot be locked or unlocked from the cabin side of the door.
FCOM:V1-002
Nov 01 /09
Chapter 7 Topic 5
Page 4
Figure 5.2 - Enhanced Sec urity Door with Hinged Decompression Panels
Cabin Side
---~
La1ch
FCOM:V1-002
Nov 01 / 09
Chapter 7 Topic 5
Page 5
----y
Edge of
Cages
Lateh
Decompression grilles
Deeompression cages
~1 ~7-000$-1
FCOM:V1-002
Nov 01/09
Chapter 7 Topic 5
Page6
Latch
Door frame
!
t LOCK t
\ UNLOCK'
FCOM:V1-002
Nov 01 / 09
Chapt er 7 Topic 5
Page 7
NOT LOCKED
Locking switch
FCOM:V1 -002
iv1-07-00056
Nov 01 /09
Chapter 7 Topic 5
Pages
LOCK
~ UNLOCK
Latch lever
LOCK
' UNLOCK f
Latch Withdrawn
LOCK
\ UNLOCK \
wHl7-oQOS7
FCOM:V1-002
Nov 01 / 09
Chapter 7 Topic 5
Page9
Figure 5.8 and Figure 5.9. The abutment must be removed to allow the door to open into
the flight deck. The abutment is held in place by three pip pins. High visibility luminous
arrows point towards the pip pins. The pip pins are fitted with loops for easy removal.
Once the pip pins have been removed, the abutment can be pulled clear of the door
frame. With the abutment removed, the door cannot be pulled into the flight deck until the
latch has been removed from the door frame. So for emergency opening, the abutment
must be removed, but the latch must be unlocked and removed in the normal manner. The
strap beneath the lock is use<! to pull the door inwards.
On doors with decompression cages, the decompression cages will be crushed as they are
forced against the wall panel on the starboard side of the flight deck.
On a <loor with foldable decompression panels, a mechanical link between the panels and
the door must be removed. Once the link is removed, the panels must be pushed flush to
the door. The door can now be pulled inwards. A pip pin holds the mechanical linkage in
place. Once the pip pin is removed, the linkage is removed by pulling it upwards. The
linkage and its pip pin are shown in Figure 5.1 0.
Figure 5.7- Door Abutment
+r---
Pip pin
Door abutment
I-V1 -07-00058
FCOM:V1-002
Nov 01/09
Chapter 7 Topic 5
Page 10
Luminous arrow
Pip pi:n
Luminous arrow
Luminous arrow
Pip pin
lv107-li0059
FCOM:V1-002
Nov 01 / 09
Chapt er 7 Topic 5
Page 11
Door frame
Abutment
..------.-
--
lV1-07.00()60
FCOM:V1 -002
Nov 01 /09
Chapter 7 Topic 5
Page 12
Mec:hanic:alllnkage
Folding panel
Pip pin
FCOM:V1-002
IY107-00QG1
Nov 01 / 09
Chapt er 7 Topic 5
Page 13
VIewing Window
FCOM:V1 -002
Nov 01 /09
Chapter 7 Topic 5
Page 14
Pull strap
FCOM:V1-002
i-v1.07 -00063
Nov 01 / 09
Chapter 7 Topic 5
Page 15
FCOM:V1-002
Nov 01 /09
Topic 1 - Overview
1
1
1
3
3
3
Topic 2 - Meters
1
1
1
3
Topic 3- Busbars
2
3
3
3
4
4
5
General .........................................................................................................................
Engine Generator Speed Control ..................................................................................
Principle of the CSD ......... ................................................................ ..................... ... .....
CSD Oil Cooling .................................. ......................................................... .................
CSD Oil................................... ....................... ............... ....... .........................................
APU Generator Drive . .......... ............. .......... ... .... .... ... .......... .. ..... ... ... ..... .. ........ ... ... ..... .. .
Garrett APU Generator Cooling .. ............ ......... ............ .......... .......... .... ........ ............ .....
Sundstrand APU Generator Cooling .......................................... ...... .............................
Garrett Adapter Gearbox Oil Replenishmen1...... ...... .. .... .................. .... .......... ...... ...... ..
FCOM:V1-002
Nov 01/09
1
3
4
5
6
7
9
10
11
ELECTRICAL SYSTEM
Contents
Chapter 8 TOG
Page2
Topic 5- External AC
General.........................................................................................................................
Power Rating.................................................................................................................
Connection to the Busbars............. ...............................................................................
EXT AC Not in Use .......... ............................................................. .... ............................
1
1
3
5
Interlocked Contactors ..... ...... .... .... ...... ...... ............... ...... ............... ... ...... .......... ..... .......
Generator Contactors.. .. ... ... ... .... .. .. ...... ....... ... . ..... ..... ...... ..... ...... ... ... . .... .. .... ..... . ..... ..... ..
Auxiliary Supplies and Bus-tie............................................................ ...........................
AC Bus-tie.....................................................................................................................
Connection Logic .......... ... ... ... .... ....... ... ....... .... .......... ............... .. ... .... ...... .... ...... ..... ..... ..
Generator Inhibit During Engine Starting......................................................................
Setting the Power Sources for Engine Start..................................................................
1
1
2
2
3
9
10
General .........................................................................................................................
Generator Faults .............. ... ... .... ... . ...... ...... .......... ..... ...... ..... ......... .. .. .... .. ... ....... ..... ..... ..
Feeder Faults ................... ...... .. .. .... ..... . ..... ...... .............................. .. .. .... .. ... ...... . .... ...... ..
Resetting Generator and Feeder Faults........................................................................
Busbar Faults ................... ...... .... ... .. .... . ..... ...... ......................... ......... ...... ... ....... .......... ..
1
1
1
1
2
General .........................................................................................................................
ACOs.............................................................................................................................
RCCBs..........................................................................................................................
1
1
3
General .........................................................................................................................
RCCB............................................................................................................................
TR Contactor......... ... .... .... ... .. . .... ... .. ..... .... . ..... ... .. ...... ..... ...... ...... ..... .. .... .. ... ...... . .... ...... ..
Starting.............................................................................................. ......... ...................
TR Load........................................................................................................................
TR Voltage ... ............ .... .... ... ....... ....... ... .. .. . ..... . .......... ..... ...... ...... ... .. .. .... .. ... ...... . .... ...... ..
1
1
1
1
3
3
General.........................................................................................................................
DC 1/EM ERG AGO.......................................................................................................
DC 2/ESS AGO.............................................................................................................
ESS/EMERG AGO........................................................................................................
FCOM:V1-002
Nov 01 /09
1
3
3
3
ELECTRICAL SYSTEM
Contents
Chapter 8 TOC
Page3
5
6
8
9
Topic 11 - Batteries
General.........................................................................................................................
No-charge Detection .. ... ...... ....... .... ..... .. ...... . .. .... ... ..... .. ... .. .... ..... ...... ..... ...... ..... .... .. ... ... .
High Temperature........................................................ ........................................ .........
In hibit Logic...................................................................................................................
Voltage and Current....................................................................................... ...............
1
1
3
3
3
General.........................................................................................................................
Hydraulic Circuit............................................................................................................
Starting.................................................................................. ........................................
Hydraulic Control...........................................................................................................
Electric Control. .............................................................................................................
Load Shedding............................................................. ........................................ .........
Generator .. ....................................................................................................................
Voltage and Frequency Indication.......................................... .......................................
Essential Power Level...................................................................................................
Loss of EMERG DC......................................................................................................
Loss of All Engines and APU not Running........................................................... .........
1
1
2
3
3
3
5
7
7
9
9
1
1
3
3
3
Summary............. ..........................................................................................................
On-ground Signal..........................................................................................................
Use of Start Master.............................................................................................. .........
1
1
1
FCOM:V1-002
Nov 01/09
1
1
ELECTRICAL SYSTEM
Contents
Chapter 8 TOC
Page4
General.........................................................................................................................
Services Controlled .......... ... ... .. .. .... ..... . ..... ..... . ...................... ......... .. . .... .. .......... ............
Control Method............................... ...............................................................................
1
1
1
Power Supplies.............................................................................................................
Galley Load Shed..........................................................................................................
1
1
General.........................................................................................................................
Electrical Smoke .............. ... ... .... .. .. ...... ..... ..... ........... ............... ..... .... ...... .......... .......... ..
Meter Selectors ................ ...... .. .. ..... .... . .... . ...... .............................. .. .. .... .. ... ...... . .......... ..
TR Ammeters................................................................................................................
Battery Ammeter .............. ...... .. .. .... ...... ..... ...... .............................. .. .. .... .. ... ...... . .......... ..
DC Voltmeter.................................................................................................................
AC Meters.....................................................................................................................
Batteries .. .... ...... ...... ..... .... .. ...... .. .. .. .... .. .. .. . ... .. . .... ..... ...... ...... ..... .... .. .. ... ... ... ...... . .... ...... ..
Busbar OFF Annunciators.............................................................................................
External AC ......................................................... ..........................................................
Standby Generator........................................................................................................
Standby Inverter.................................................. ..........................................................
Bus-tie Switches............................................................................................................
Engine and APU Generators.........................................................................................
Galley Switch................................................................................................................
Circuit Breakers................................................................................. ............................
1
1
1
1
1
1
1
1
1
3
3
3
3
3
4
5
FCOM:V1-002
Nov 01 /09
1
1
3
3
ELECTRICAL SYSTEM
Contents
Chapter 8 TOC
Page 5
FCOM:V1-002
Nov 01 /09
Gener al
The electrical system indicators, annunciators and switches are on the ELECTRIC panel.
The electrical system is also influenced by START MASTER and START PWR switches on
the ENGINES panel. A simplified electrical system schematic is shown in Figure 1.1; the
direction of power flow is shown by arrows.
Busbars
The aircraft services are supplied via a network of busbars. Some busbars supply
DC power, others supply AC power. There are eight principal busbars:
Normal AC Supplies
The two main AC busbars are supplied, via a bus-tie and transfer system, by one or two of
the following: Generator 1 (GEN 1), generator 4 (GEN 4), the APU generator (APU GEN),
an external AC ground supply (EXT AC). GEN 1 is driven by engine 1, GEN 4 by engine 4.
The engine generators are the preferred supplies; the APU GEN and EXT AC are auxiliary
supplies. Only one auxiliary supply can be used at a time. The APU GEN takes priority
over EXT AC.
AC BUS 1 normally feeds ESS AC; ESS AC normally feeds EMERG AC.
Normal DC Supplies
Transformer rectifiers (TRs) convert the main AC to DC. The TRs power the two main DC
busbars. AC BUS 1 powers DC BUS 1 via TR 1. AC BUS 2 powers DC BUS 2 via TR 2.
The main DC busbars are normally paralleled via a DC bus-tie contactor. Auto-cut-outs
(ACOs) link DC 1 to EMERG DC, DC 2 to ESS DC and ESS DC to EMERG DC.
Batter ies
A battery (BATT 1) is connected directly to BATT 1 BUS. BATT 1 BUS is connected to
EMERG DC via a contactor: BATT 1 contactor. An optional battery, BATT 2, is connected
to EM ERG DC via BATT 2 BUS and BATT 2 contactor.
FCOM:V1 -002
Nov 01 /09
ELECTRICAL SYSTEM
Overview
Chapter 8 Topic 1
Page 2
CHANNELl
CHANNEL2
AC
BUS-TIE
AUTO
L......,---.J OPEN
Stby gen ac
contactor
TR 1
ESSAC
Stby gen de
contactor
TR2
EMERGAC
TR 1
contactor
TR 2
contactor
STBY INV
ACO
DC BUS 1
Battery
contactors
--.
ESS DC
Bus-tie open
flow direction
DC BUS 2
oc
~
~
FCOM:Vl-002
BATT2
BATT 2
optional
ACO = auto-cut-out.
ACOs are automatically controlled contactors.
Bus-tie
contactor
i-v1-08-001 0 0
Nov 01 / 09
ELECTRICAL SYSTEM
Overview
Chapter 8 Topic 1
Page3
A standby generator (STBY GEN) provides AC and DC power via two contactors: the
standby generator AC and DC contactors. A hydraulic motor powered by the green system
drives the STBY GEN. The STBY GEN is a back-up supply for:
ESS AC via the STBY GEN AC contactor, and thus EMERG AC via the STBY INV
relay.
ESS DC via the STBY GEN DC contactor, and thus EMERG DC via the ACO
between these two busbars.
A standby inverter (STBY INV) can provide AC power via a STBY INV relay to EMERG
AC. EMERG DC powers the STBY INV.
Battery Power Alone
If the only source of power is battery power, only EMERG DC, EMERG AC and ESS DC
can be powered. EMERG DC is powered via the battery contactor(s). EMERG AC is
powered from EMERG DC via the STBY INV. ESS DC is powered only when the
START MASTER is ON; the ACO between EMERG DC and ESS DC is then closed.
Channels
The system is divided into two channels: channel 1 and channel 2. Channel 1 components
are to the left of the blue line in Figure 1.1 ; channel 2 components are to the right of the
line. The two channels are segregated by two bus-tie switches: one AC and the other DC.
EXT AC and the APU GEN are available to both channel 1 and channel 2 regardless of the
position of the AC bus-tie switch.
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
Overview
Chapter 8 Topic 1
Page4
FCOM:V1-002
Nov 01 /09
General
The following meters (shown in Figure 2.1 and Figure 2.2) are on the flight deck electric
panel:
A battery ammeter.
A DC voltmeter.
An AC voltmeter.
A frequency meter.
An ammeter for each engine-driven generator.
Meter Selectors
There are two meter selectors: a DC meter selector and an AC meter selector.
The DC selector selects the source for the DC voltmeter and the battery ammeter. If
battery 2 is not fitted, the BATT 2 selector position is replaced by OFF.
The AC selector selects the source for the AC voltmeter and the frequency meter.
TR Ammeters
A TR ammeter measures the busbar load on the TR. The TRs are also used for engine
and A PU starting. The starting loads are not measured on the TR ammeters.
Battery Ammeter
The battery ammeter shows current through the selected battery. The lett part of the scale
shows a negative current and the right a positive current. A negative current indicates that
the battery is being discharged; a positive current indicates that the battery is being
charged.
DC Voltmeter
A generator ammeter shows the load on the associated generator. The meter scale has
three coloured arcs: green, amber and red. The transition from green to amber is at the
maximum continuous rating of the generator; the transition from amber to red is at the
five-minute rating.
Frequency Meter
The frequency meter indicates the frequency of the selected AC source. A green arc
shows the acceptable range of frequencies.
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
Meters
Chapter 8 Topic 2
Page 2
DC ammeters
f.-
- r-----------------------,
DC
voltmeter
selector
DC -~
voltmeter
AC voltmeter
AC meter selector
AC frequency meter
Alternative AC
voltmeter
Generator-+ammeters
Part of
lower
seetlon of
ELECTRIC
panel
Generator 1
FCOM:V1-002
APU generator
Generator 4
Nov 01 / 09
ELECTRICAL SYSTEM
Meters
Chapter 8 Topic 2
Page3
AC Voltage
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
Meters
Chapter 8 Topic 2
Page 4
EXT AC
within
limits
BUS OFF
annunciators
EXTAC
SWitCh
Bus-tle
SWitches
Generator
ammeters
Generator
drive fail
annunciators
Generator
off line
annunciators
Generator 1
SWitCh
Galley load
shed sw1tch
FCOM:V1-002
APU generator
sw1tch
Generator 4
switch
Nov 01 / 09
DC BUS 2
,,
- '-
EMERG DC
Diodes ~r
~ r-
ESSAC
To the 7 other
bus fail relays
r;ss AC
Of'F
i-v1 -08-00005
FCOM:V1 -002
Nov 01 /09
ELECTRICAL SYSTEM
Busbars
Chapter 8 Topic 3
Page 2
AC Busbars - General
The AC busbars are either three-phase or single phase. AC BUS 1, AC BUS 2 and
ESS AC are 3-phase busbars. EMERG AC is a single-phase busbar.
The three-phase busbars are actually three single-phase busbars: one for each of the
generator phases. An example is shown in Figure 3.2. The voltage between two of the
busbars is 200 V and between a busbar and ground is 115 V.
Three-phase services are 200 V services and are connected between phases as shown for
the motor in Figure 3.2.
Single-phase 115 V services are connect ed between one of the 115 V busbars and
ground; an example is the pilot heater in Figure 3.2. The single-phase services are
distributed between t he three phases so that the load on each phase is similar.
There are also 26 V single-phase services: the brake pressure indicators and some
avionics. Transformers, powered from the 115 V busbars, supply 26 V single-phase
busbars. An exampl e is shown in Figure 3.2 .
C-phase bus
Bphase- bus
3-phase
200 volt service
eg. motor
: Single-phase
: 115 volt service
~ eg pitot heater
Transformer :
~
.
: Single-phase
: 26 volt service :
FCOM:V1-002
Nov 01 / 09
ELECTRICAL SYSTEM
Busbars
Chapt er 8 Topic 3
Page 3
26 Volt AC Busbars
The 26 V AC busbars are shown in Figure 3.3.
AC BUS 2, ESS AC and EMERG AC have 26 V sub-busbars. Transformers supply the
26 V AC BUS 2 and 26 V ESS AC. The 26 V EMERG AC busbar is normally powered
directly from the 26 V ESS AC busbar.
The standby inverter has a 115 V and a 26 V output. Both the EMERG AG busbars can be
switched from the ESS AC busbars to the standby inverter.
Figure 3.3 - 26 V AC Busbars
ESS AC A-phase
""-
-o ~ ~
115VEMERGAC
AC BUS 2 A-phase
. . . . ...... . . . . . ..
Transformer :
Transformer :
11svo1t j
11 5 volt
AAA
~ Stby inv
TTT L
relay
26 volt
. . . ....... . .... . . .
26 volt
-=E-
26 V ESS AC
26 v EM ERG AC
C)
115 volt
STBYINV
26 VAC BUS 2
26 volt
Lev~
When the main AC busbars are lost, main DC will be lost. The remaining busbars can be
powered by the standby generator and the battery. The battery powers the battery busbar;
the standby generator powers the essential and emergency busbars.
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
Bus bars
Chapter 8 Topic 3
Page4
When the main AC busbars are lost and the standby generator is not available, only the
battery busbar, the emergency busbars and the essential DC busbar can be powered. The
battery powers:
With the START MASTER OFF, this condition is known as the emergency power level.
Ground Service Busbar
The ground service busbar is a sub-busbar of AC BUS 2. However the ground service
busbar can be connected directly to the EXT AC supply leaving the rest of the aircraft
busbars unpowered.
The ground service busbar allows domestic servicing and maintenance to be carried out
with all other busbars unpowered. The ground service busbar supplies:
Navigation lights.
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
Busbars
Chapt er 8 Topic 3
Page 5
Normally:
~
EMERG/BATT is connected to BATT 1 BUS.
~
ESS/ BATT is connected! to BATT 1 BUS.
EMERG DC
Batteny
>contactors
1'?#1
BATT1
BATT 1 BUS
#2?1
I
BATT 2 BUS
ESS DC
ESS/EMERG ACO
r-
Arrows show
direction of
current flow.
BATT2
! ~~ ................... J.,
<
I EMERG/BATT I I
ESS/BATT
When the STBY GEN is not powered and BATT 1 is not being charged:
)>
EMERG/BATT is connected to EMERG DC.
)>
ESS/BATT is connected! to ESS DC.
i-v 1-08-00098
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
Bus bars
Chapter 8 Topic 3
Page6
FCOM:V1-002
Nov 01 /09
General
The APU and engine-driven generators are identical. The generator is oil-cooled. It
delivers three-phase AC power at 115/200 V. Generator speed is controlled so that power
is delivered at a nominal frequency of 400 Hz.
Each generator has a control unit (GCU). The GCU controls its generator and provides
fault protection. The arrangement is shown schema1ically in Figure 4.1 .
The generator is in three parts; a single-phase permanent magnet generator (PMG), a
three-phase exciter generator and a main three-phase generator. The PMG consists of a
rotating permanent magnet and a static coil. The exciter generator consists of a static
electromagnet and three rotating coils. The three-phase generator consists of a rotating
electromagnet and three static coils. The permanent magnet, the rotating coils and the
electromagnet are on the same shaft. The exciter generator output is rectified; this de
supply powers the AC generator's rotating electromagnet.
The output from the PMG powers the GCU. The GCU energises the three-phase
generator by powering the exciter static electromagnet. By varying the supply to the static
electromagnet, the GCU controls the strength of the rotating electromagnet and thus the
main AC generator's voltage.
Each generator has a three-position GEN switch: ON, OFF LINE and OFF/RESET.
At OFF/RESET, the GCU supply to the electromagnet is removed, and so the generator is
de-energised.
At OFF LINE and ON, the PMG powers the electro-magnet providing the GCU has not
sensed a fault that requires the generator to be de-energised.
At ON:
If an outboard engine fire handle is pulled past the baulk, the associated generator will be
deen-ergised and its contactor opened regardless of the position of the associated GEN
switch.
The APU generator receives a running signal from the APU - the same signal that
illuminates an APU PWR AVAILABLE annunciator on the flight deck APU panel. If the
signal is not received, the APU generator will not be energised.
There is an amber GEN OFF LINE annunciator for each generator on the flight deck
electric panel. A GEN OFF LINE annunciator indicates that its generator contactor is
open. To prevent a nuisance warning, the APU GEN OFF LINE annunciator is inhibited
when the APU is not running.
APU and engine generator voltage, frequency and load current are sensed between the
contactor and the generator; so voltage and frequency can be seen before the associated
generator switch is selected to ON. Busbar load on a generator is not seen until the
associated contactor is closed.
FCOM:Vt -002
Nov 01 /09
ELECTRICAL SYSTEM
Engine and A PU Generators
Chapter 8 Topic 4
Page 2
GEN
ON
OFF
LINE
APU PWR
AVAILABLE
GCU
OFF/RESET
I
PMG output
Static coil
Shaft Rotating
'-"-"'-r'-i magnet
PMG
Rotating
coils and
rectifier
Monitoring
Vol ts
Static
electromagnet
Exciter
Contactor
control
Frequenc y
Generator
contactor
Rotating
electromagnet
Main AC generator.
GENERATOR
A mp s
GEN
OFF LINE
..
Bus-tie and
transfer
system
.>
FCOM:V1-002
i-V10800077
Nov 01 / 09
ELECTRICAL SYSTEM
Engine and APU Generators
Chapt er 8 Topic 4
Page 3
LP turbine
HP shaft ,'
\
Generator and constant speed drive together
Compressor
~~=~
LP""s~~
naft~~~ Fan I
HP turbine
Accessory
gearbox
Generator
Sight..glass
FCOM:V1 -002
Accessory
Constant
gearbox
speed drive
Generator
Nov 01 /09
ELECTRICAL SYSTEM
Engine and A PU Generators
Chapter 8 Topic 4
Page 4
The accessory gearbox and the pump motor are the inputs to the differential gearbox. The
output speed is a combination of the accessory drive speed and the motor speed. The
motor can run in either direction so that it can reduce or increase the output speed of the
differential gearbox.
A governor senses the output speed error of the differential gearbox. A hydro-mechanical
signal from the governor controls the flow direction and pressure of the pump and thus the
motor speed and direction.
The motor speed and direction is controlled so that the output speed of the differential
gearbox is maintained at 12,000 rpm.
Figure 4.3 - Pr inciple of the CSD
t
"
~
Hydrauli:c
pump
Hydraulic link
Hydraulic
motor
-=
.
.
..
: Governor 1 [
Governor:
Detects error in
generator drive
speed
Pump:
Controls speed and
direction of hydraulic motor
Generator
drive
Hydraulic motor:
Trims differential
gearbox output
to 12,000 rpm
Error signal:
Controls flow direction and
pressure of hydraulic pump
Differential gearbox
Input speed from accessory gearbox modified by
hydraulic motor speed to maintain output speed of
12,000 rpm
Accessory
gearbox
drive
CSD
FCOM:V1-002
Nov 01 / 09
Chapt er 8 Topic 4
Page 5
ELECTRICAL SYSTEM
Engine and APU Generators
If the temperature of the oil leaving the CSD for the cooler rises above 160C, a
DRIVE HI TEMP annunciator for the associated generator illuminates on the flight deck
electric panel ; the generator should be switched off to reduce the cooling requirement. If
the oil temperature in the CSD rises above 1790C, a solder ring melts and the drive-link is
disconnected from the gearbox.
Figure 4.4 - Engine Generator Cooling
Bypass duct
Oil cooler
4
Solder ring
Temperature switch
Accessory
gearbox
4
Direction of oil flow
FCOM:Vl -002
Constant
speed drive ~=G
:_
e_ne_ra_to_r_
011~ r
bovo10C
,.
Nov 01 /09
ELECTRICAL SYSTEM
Engine and A PU Generators
Chapter 8 Topic 4
Page6
CSD Oil
The CSD has a pressure oil replenishment point and two sight-glasses; these are shown
in Figure 4.2 and Figure 4.5. The sight-glasses are on each side of the generator.
The outboard engines and their CSDs are identical. However, the aircraft wing has
significant anhedral and for a given quantity of oil in the CSD, both outboard sight-glasses
will read the same level and both inboard sight-glasses will read the same level; but the
inboard and outboard levels will be different. The sight-glasses are calibrated so that the
inboard sight-glass is correct. The outboard sight-glass will over-read.
There are two silver bands on either side of each sight-glass; if the level is between the two
bands on the inboard sight-glass, the level is satisfactory.
Both sight-glasses can be seen when the engine zone 1 doors are open. An IDG
sight-glass door is on each zone 1 cowling door; so there are eight altogether. However,
only the sight-glass doors on the inboard cowl doors of the outboard engines are marked.
They are identified :as IDG sight-glass doors and are marked wi th the correct brand and
type of oil to be used. Only the brand & type of oil marked on the door should be used.
Figure 4.5 - Sight-glasses and Door
Engne 1 from
the right
f I
Inboard Slght-glas.s
Outboard Sight-glass
Oil quantity the same
,.
;..
FCOM:V1-002
Nov 01 / 09
ELECTRICAL SYSTEM
Engine and APU Generators
Chapt er 8 Topic 4
Page 7
1\
AP~
Compressor
Garrett APU
Accessory
gearbox ~
Turbine
APU ready to
deliver power.
Su ndstrand
APU
trurbine
FCOM:V1 -002
Generator
L______
Generator output:
115/200V - three phase - 400 Hz
APU PWR
AVAILABLE
1\
Adapter
gearbox
rc:::::
Accessory
gearbox Generator
APUL______
1-V 1-08-00065
Nov 01 /09
ELECTRICAL SYSTEM
Engine and A PU Generators
Chapter 8 Topic 4
Page8
,,
Figure 4-8 - Sundstrand APU - Below
FCOM:V1-002
Nov 01 / 09
ELECTRICAL SYSTEM
Engine and APU Generators
Chapt er 8 Topic 4
Page9
Oil cooler
Cooling air
Intake on
APU door.
Adapter ~;---1
gearbox "4j1:::G_e_n_e_ra_t_o_r J
Accessory
gearbox
..
Coolin9 air
exhaust.
The annunciator is on
Ot
arbo~:
pr~5Ure
OR
I-Yl -08-00076
FCOM:V1 -002
Nov 01 /09
ELECTRICAL SYSTEM
Engine and A PU Generators
Chapter 8 Topic 4
Page 10
-,-
Oil cooter
Cooling air
intake on
APU
accessory
APU door
Cooling air
exhaust
gearbox ....-
4
Direction of oil flow
Anunnciator
on APU panel
AUTO
SHU TOOl
gearbox.
,. 011
~uu' to
{J&Mr'lltOf low
Or
,. 011 t
m~ lure high
ticaHy shutdown In
FCOM:V1-002
Nov 01 / 09
ELECTRICAL SYSTEM
Engine and APU Generators
Chapt er 8 Topic 4
Page 11
Adapter
gearbox
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
Engine and APU Generators
Chapter 8 Topic 4
Page 12
FCOM:V1-002
Nov 01 /09
General
An external 3-phase, 115/200 V, 400 Hz ground power unit (GPU) may be connected to
the aircraft. The connection point is on the right side of the aircraft below the flight deck
windows; it is shown in Figure 5.2. Connection of external AC to the busbars is shown
schematically in Figure 5.3.
External AC can be used in two ways:
To power the main AC busbars.
An EXT AC switch on the flight deck panel is used to connect ground power to the main
AC busbars. A GRD SERVICE POWER switch in the forward vestibule is used to connect
ground power to the ground service busbar. A green annunciator on each panel and a
green lamp at the connection point indicate that the supply is electrically satisfactory. The
switches and annunciators are shown in Figure 5.1 . Entry lights in the forward vestibule
and a white lamp at the connection point illuminate if the GPU supply is not being used by
the aircraft busbars.
Figure 5.1 - Ground Power Switches and Annunciators
LIGHTING
POWER
OFF
ON
ON
ON
GNDSERVICE
FRONT
ENTRY
REAR
ENTRY
Part of
ELECTRIC
panel.
Ill
PIPE HEATERS
G G 0
i-vl-08-00075
Power Rating
The required maximum power rating of the ground power unit (GPU) depends on its use.
The maximum power rating of the GPU must be at least:
FCOM:V1 -002
Nov 01 /09
ELECTRICAL SYSTEM
External AC
Chapter 8 Topic 5
Page 2
bay
FCOM:V1-002
EXT PWR
NOT SHUT
Nov 01 / 09
ELECTRICAL SYSTEM
External AC
Chapter 8 Topic 5
Page3
From the connection point, the GPU supply is fed to a ground power monitor and two
contactors: the EXT AC contactor and the ground services contactor. The flight deck
switch controls the EXT AC contactor; the vestibule switch controls the ground services
contactor.
If the EXT AC contactor is closed, EXT AC is available to the main AC busbars. The
ground services contactor allows the ground service bus to be supplied by either AC BUS 2
or directly from the GPU. The two contactors are electrically interlocked so that if the
EXT AC contactor is closed, the ground service contactor can only connect AC BUS 2 to
the ground service busbar.
The ground power monitor checks that the GPU voltage and frequency are in the correct
range and that the phase sequencing is correct.
Incorrect phase sequencing will cause motors to run backwards. The phase sequencing
check will also pick up the loss of a phase; loss of a phase can cause motors to overheat.
If all the monitor checks are passed, the three power available indicators illuminate. If the
checks are not passed, the indicators will not illuminate and GPU power cannot be
connected to the aircraft busbars.
The voltage and frequency of some ground power units fl uctuate excessively when power
is initially applied to an engine starter motor. The fluctuations are large enough to cause
the monitor to open the EXT AC contactor. To overcome this, some aircraft have a
modification that disables the ground power monitor during engine start.
The voltage and frequency of the GPU can be displayed on the flight deck meters whether
or not the monitor checks have been passed.
The two aircraft switches have three positions: ON, OFF and an unmarked central
position. The switches are spring-loaded from ON to centre.
If the flight deck switch is at OFF, the EXT AC contactor will be open. If the monitor checks
are passed and the flight deck switch is momentarily selected to ON, the EXT AC contactor
will close whenever the APU GEN is off line. Once the EXT AC contactor is closed,
external AC wi ll be available to the main AC busbars.
If the vestibule switch is at OFF, the ground service busbar will be connected to
AC BUS 2. If the monitor checks are passed and the EXT AC contactor is open and the
vestibule switch is momentarily selected to ON, the GPU will be connected directly to the
ground service busbar via the ground service contactor.
Selecting the vestibule switch to ON will not open the EXT AC contactor, so the flight deck
switch must be selected OFF if the GPU is to be switched from the main busbars to power
the ground services bus directly. If the vestibule switch is held at ON and then the flight
deck switch is selected OFF, a long power interrupt to the ground service busbar will be
avoided. However, selecting the flight deck switch OFF and then momentarily selecting the
vestibule switch to ON will connect the GPU directly to the ground service busbar.
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
External AC
Chapter 8 Topic 5
Page 4
EXTAC
Ground service
contactor
And
Volts
Fwd vestibule
Flight deck
GROUND
POWER
AVAIL
EXT AC PWR
AVAILABLE
External power
connection point
EXTERNAL
Fwd
vestibule
POWER
EXTAC
satisfactory
Ground
power
monitor
EXTAC
OFF
POWER
OFF
ON
ON
GRDSERVICE
EXT AC
satisfactory
APU GEN
contactor
position
AVAILABLE. NOT IN
USE
And
)>
EXTAC
contactor
1 - Contro l
?J+
Position
Contactor
----~____c_o_n_t_ro_I_____________G_r_o_u_n_d_s_e_~_ic_e_c_o_n_t_ac_t_o_rc_o_n_t,rol
Bus-tie and
transfer system
FCOM:V1-002
Nov 01 / 09
ELECTRICAL SYSTEM
External AC
Chapter 8 Topic 5
Page 5
There are two light units on the roof of the forward vestibule. Each one contains
fluorescent lamps and a low power incandescent lamp. The low power lamps are known
as the dim entry lights.
If the EXT AC contactor is open and the ground service busbar is connected to AC BUS 2
and the monitor checks are passed, the not in use white lamp and the dim entry lights will
illuminate; otherwise, the not-in-use lamp and the dim entry lights will be out.
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
External AC
Chapter 8 Topic 5
Page6
FCOM:V1-002
Nov 01 /09
Interlocked Contactors
The AC bus-tie and transfer system controls five pairs of contactors. Each pair is both
mechanically and electrically interlocked. The pair of contactors can take one of three
states, as shown in Figure 6. 1:
0 ~0
o Ho
Contactor
6
Contactor
A
~ 0
oH
Contactor
Contactor
0 ~ Contactor
0 Ho
B
Generator Contactors
Each generator contactor is one of a pair of interlocked contactors. The other contactor is
a bus transfer contactor. Generator 1 contactor is paired with bus transfer contactor 1 and
generator 4 contactor is paired with bus transfer contactor 2. This is shown schematically
in Figure 6.2.
Generator 1 contactor connects generator 1 to AC BUS 1; generator 1 is the preferred
source for AC BUS 1. Bus transfer contactor 1 allows another source to power AC BUS 1
if generator 1 is not available . AC BUS 1 cannot supply power via bus transfer contactor 1.
Generator 4 contactor connects generator 4 to AC BUS 2; generator 4 is the preferred
source for AC BUS 2. Bus transfer contactor 2 allows another source to power AC BUS 2
if generator 4 is not available . AC BUS 2 cannot supply power via bus transfer contactor 2.
Figure 6.2 - Generator and Bus Transfer Contactors
GEN 1
GEN 1
contactor
GEN 4
GEN 4
contactor
FCOM:V1-002
Nov 01/09
ELECTRICAL SYSTEM
AC Bus-tie and Transfer
Chapter 8 Topic 6
Page 2
GEN 1
GEN 1
Bus
#1
GEN 4
contactor
contactor
Auxiliarry supply
Bus tie
i v1 -08-0010 3
AC Bus-tie
The AC system is split into two channels: channel 1 and channel 2. Channel 1 is AC BUS
1 and GEN 1; Channel 2 is AC BUS 2 and GEN 4. The APU GEN and EXT AC are in
neither channel.
If the AC BUS-TIE switch is at OPEN, the two channels are split by forcing the bus-tie
contactors open:
If the AC BUS-TIE switch is at OPEN:
FCOM:V1-002
Nov 01 / 09
ELECTRICAL SYSTEM
AC Bus-tie and Transfer
Chapter 8 Topic 6
Page3
Connection Logic
First, the on-side generator: GEN 1 for AC BUS 1 and GEN 4 for AC BUS 2.
If the only AC source available is one engine generator and the bus-tie switch is at AUTO,
the available engine generator will supply both main AC busbars.
If the only AC source available is one engine generator and the bus-tie switch is at OPEN,
one main AC busbar will be lost: AC BUS 2 if the available generator is GEN 1, AC BUS 1
if the available generator is GEN 4.
If the only power source available is EXT AC, it will supply both main AC busbars
regardless of the position of the AC bus-tie switch.
On the ground, the APU GEN will supply both main AC busbars.
In the air, the APU GEN will supply just AC BUS 1; AC BUS 2 will be lost. This feature
ensures that the APU does not surge at the higher altitudes.
Some examples of the operational conditions are shown in the following figures:
Figure 6.4- On the ground with the engine generators not available.
Figure 6.7- EXT AC and GEN 4 on-line, GEN 1 and the APU GEN off-line.
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
AC Bus-tie and Transfer
Chapter 8 Topic 6
Page 4
Bus
GEN 1
GEN4
APU GEN
Bus
GEN4
contactor
A uxiliary supply
Bus tie
APU GEN
EXT AC contactor
GEN 1
contactor
GEN 4
#1
GEN4
contactor
Auxiliary supply
Bus tie
AC
I I
AC 2 powered by GEN
~======~======~=
On the ground, If EXT AC is ON and the APU GEN is turned
OFF :
)> APU GEN contactor opens and EXT AC contactor closes.
>- EXT AC available.
FCOM:V1-002
4.1
Nov 01 / 09
ELECTRICAL SYSTEM
AC Bus-tie and Transfer
Chapt er 8 Topic 6
Page 5
GEN 1
APU GEN
EXT AC contactor
GEN 1
contactor
Bus
G'EN 4
#1
Bus
#2
Auxiliary supply
GEN4
contactor
Bus t ie
I AC 2 powered by GEN 4. ,
i-v1 -08-00071
Figure 6.7- EXT AC and GEN 4 On-line, GEN 1 and APU GEN Off-line
GEN1
EXTAC
EXT AC contactor
GEN 1
Bus
contactor
GEN 4
#1
Bus
#2
Auxiliary suppl y
GEN4
contactor
Bus t ie
AC 1 powered by EXT AC .
AC 2 powered by GEN 4. ,
i-v1-08-0 0070
FCOM:V1 -002
Nov 01 /09
ELECTRICAL SYSTEM
AC Bus-tie and Transfer
Chapter 8 Topic 6
Page6
GEN 1
contactor
GEN4
#1
Bus
#2
tr~nsfer
Bus
GEN 4
contactor
Au xiliary supply
#1
#1
Bu s tie
II
AC 1 powered by GEN 1.
II
AC 2 powered by GEN
4.1
Figure 6.9 -Only the Engine Generators On-line, BUS TIE OPEN
GEN 1
GEN 1
contactor
GEN4
Bus
#1
t~nsfe~
#1
GEN4
contactor
Auxiliary supply
#1
Bus tie
AC 1 powered by GEN 1.
II
II
AC 2 powered by GEN
4.1
FCOM:Vl-002
Nov 01 / 09
Chapter 8 Topic 6
Page 7
ELECTRICAL SYSTEM
AC Bus-tie and Transfer
GEN 1
conta ctor
GEN 4
Bus
#1
Bus
#2
~~
~
:::0:::
GEN 4
.contactor
Auxiliary supply
#1
Bus t ie
GEN 1
GEN 1
GEN4
Bus
#1
t~
~
#1
GEN 4
contactor
Auxiliary supply
Bus t ie
lAc
AC 2 not powered. ~
FCOM:V1-002
Nov 01/09
ELECTRICAL SYSTEM
AC Bus-tie and Transfer
GEN 1
Chapter 8 Topic 6
Page8
GEN4
APUGEN
EXT AC c ontactor
GEN 1
contactor
Bus
#1
#2
Bus
GEN4
contactor
Auxiliary supply
Bus tie
AC 2 cannot be powered because the aircraft is airborne; this protects the APU from
surge at the higher altitudes.
On the ground, both main ac busbars are powered from the APU GEN.
The APU as the sole power source with the bus-tie at auto is the only case that is
affected by the air/ground state of the aircraft.
i-v1 -08-00101
FCOM:V1-002
Nov 01/09
ELECTRICAL SYSTEM
AC Bus-tie and Transfer
Chapter 8 Topic 6
Page9
When the START MASTER is at ON, the AC power source priority is changed by an
engine generator inhibit circuit. A generator inhibit prevents the generator from coming
on-line but does not prevent the generator from being energised. The inhibit logic:
Prevents busbar transfers provided the start source does not fail.
Minimises TR load imbalance because all TRs are supplied from the same source.
If the START MASTER is ON, both engine generators are inhibited if:
OR
EXT AC is on (EXT AC contactor closed).
OR
OR
If the START MASTER is ON and the APU GEN is not energised and EXT AC is off and
the START PWR switch is not at EXT DC and a battery start is not selected:
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
AC Bus-tie and Transfer
Chapter 8 Topic 6
Page 10
The generator inhibits are based on the three generator-energised signals, not the on-line
signals. An unwanted generator should be selected to OFF/RESET, not OFF LINE, as the
generator will remain energised at OFF LINE. There are two cases:
If the APU GEN is running and its switch is set to OFF LINE, both engine
generators will be inhibited when the START MASTER is selected ON. If EXT AC
is not on, both main AC busbars will be lost.
If the engine generators are the only start source available and GEN 1 is set to OFF
LINE, GEN 4 will be inhibited when the START MASTER is selected ON. Both
main AC busbars will be lost.
If the starting source in use fails during the start, the starter motor disengages from the
engine; if the start is taken up by another source, the starter is re-engaged to a turning
engine and can be damaged. The inhibit circuit only prevents this from happening in the
case of an EXT DC start. To avoid starter motor damage when EXT DC is not being used:
If the APU is running and the APU GEN is not to be used for starting, set the APU
GEN to OFF/RESET.
The squat switch signal to the start circuit fails to the ground case when DC BUS 2 is lost.
If the START MASTER is ON and DC BUS 2 is lost, the generator inhibit circuit will be
invoked in the air. The START MASTER should only be selected ON in accordance with
approved procedures.
FCOM:V1-002
Nov 01 /09
General
Each GCU has a fault-detection and protection function. The GCU detects faults:
Within its generator.
In the lines between its generator and its associated contactor (feeder faults).
On a busbar it is supplying.
The ground power monitor detects faults within the ground power unit. If a fault is
detected, the monitor opens the EXT AC contactor and ground service contactor.
Fuses in the EXT AC supply lines provide over-current protection.
Generator Faults
The GCU detects the following generator faults:
Under and over-frequency.
If an outboard engine drops significantly below idle, the generator will be taken off-line due
to under-frequency. Because an under-frequency fault is not latched in and does not
de-energise the generator, the generator will automatically come back on-line if the engine
speed recovers. If the engine speed oscillates around the under-frequency trip value, the
generator may cycle on and off-line.
Feeder Faults
The generator contactors are in the electrical bay, which means the lines between the
contactors and their generators are long. These lines are monitored for high currents. The
method of detection also detects short circuits within the generator.
Resetting Generator and Feeder Faults
The fault protection latch is removed by selecting the associated generator switch to
OFF/RESET. In the case of a transient fault, the generator can be reset by selecting
OFF/RESET; when OFF LINE is subsequently selected, the generator should be
re-energised; when ON is subsequently selected, t he associated generator should come
on-line.
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
Main AC Fault Protection
Chapter 8 Topic 7
Page2
Busbar Faults
Over-current.
Unbalanced current~
Unbalanced current is an imbalance in current between the three phases. Loss of a phase
is also detected by this detector.
If the GCU detects a busbar fault, it:
In the case of GEN 1 GCU, forces open the # 1 aux supply, # 1 bus transfer and
both bus-tie contactors. Thus AC BUS 1 cannot be fed by any other power source.
In the case of GEN 4 GCU, forces open the # 2 aux supply, # 2 bus transfer and
both bus-tie contactors. Thus AC BUS 2 cannot be fed by any other power source.
In the case of the APU GCU, forces open both bus-tie contactors. Thus, it is not
possible for both engine generators to be subsequently exposed to the fault.
The latch de-energising the generator and holding its contactor open is removed when the
associated generator switch is set to OFF/RESET. However, the bus-tie contactors remain
latched open and, in the case of the engine GCUs, the relevant aux supply and bus
transfer contactors remain latched open. The latch can only be removed by maintenance
action at the GCU.
The generator can be brought back on-line in the same way as after a transient
generator or feeder fault.
If the fault has been detected by GCU 1, AC BUS 1 can only be fed by GEN 1 and
GEN 1 cannot feed AC BUS 2.
If the fault has been detected by GCU 4, AC BUS 2 can only be fed by GEN 4 and
GEN 4 cannot feed AC BUS 1.
If the fault has been detected by the APU GCU, GEN 1 can only feed AC BUS 1,
GEN 4 can only feed AC BUS 2, but the APU can feed either main AC busbar.
FCOM:V1-002
Nov 01 /09
General
Auto cut-outs (ACOs) are used in the electrical system to link DC busbars together and to
connect the TRs to the DC busbars.
Remotely controlled circuit breakers (RCCBs) carry high currents but are controlled by low
current circuit breakers.
A COs
The ACOs act as contactors making and breaking a connection between two DC
components. The DC components are connected to terminals A and B of the ACO as
shown in Figure 8.1.
An ACO can operate as a simple contactor or it can operate automatically.
When operating as a simple con tactor, current can flow in either direction: A to B or B to A.
When operating automatically, current is only allowed to flow in one direction: A to B.
The ACO has two paths between A and B: a low current path and a high current path.
In Figure 8.1 , the low current path is shown in blue and the high current path is shown in
red. The high current path is made by a main contactor and the low current path by a low
current contactor. A diode ensures that current in the low current path can only flow from A
to B. Current can flow in either direction in the high .current path.
The automatic operation of an ACO is controlled by circuits within it. Signals from the DC
system determine whether the ACO is to operate as a simple contactor or automatically.
There are two signals: auto and close. The auto signal is the voltage at A.
When the close signal is connected to the ACO, both contactors are closed and current
can flow in either direction.
When neither the close nor the auto signal is present, both contactors are open.
When just the auto signal is present:
The symbol for an ACO is shown in Figure 8.2. The arrow represents the direction of
current flow when the contactor is operating automatically.
FCOM:Vt -002
Nov 01 /09
ELECTRICAL SYSTEM
ACOs and RCCBs
Chapter 8 Topic 8
Page 2
I Busbar or TR :
A
Auto
s ignal
Low current
contactor
~
Diode
s witch or rel ay to
re move auto signal
o""'
--
I Busbar
I
::::r::::
~~ -
Control circuit
Close signal
!
()
Switch o r relay to
apply clo se signal
>
}-
>
>
_.
00
The arrow shows the direction of current flow in the automatic mode
FCOM:V1-002
Nov 01 / 09
ELECTRICAL SYSTEM
ACOs and RCCBs
Chapt er 8 Topic 8
Page 3
RCCBs
RCCBs carry high electric currents but are remotely controlled through V2 amp circuit
breakers on the flight deck roof panel. An RCCB is shown schematically in Figure 8 .3 .
Each RCCB has a contactor controlled by a logic circuit within the RCCB. The contactor is
signalled to close when the logic is connected to earth; the contactor is signalled to open
when the earth is removed; the earth is routed via the flight deck circuit breaker. The
RCCB can be controlled by tripping and setting the flight deck circuit breaker.
In some circuits, the RCCB is controlled by switchi ng the earth on and off; the switching
circuit is placed either between the earth and the flight deck circuit breaker or between the
logic and the flight deck circuit breaker. The switching circuit can be cont rolled manually,
automatically or both manually and automatically.
The logic circuit requires power to change the contactor position. The power for the logic
comes from the busbar supplying the RCCB.
If the flight deck circuit breaker is tripped or the line between the logic and earth is broken,
the contactor will open provided there is power on th e busbar.
If the flight deck circuit breaker is set and the line between the logic and earth is made, the
contactor will close provided there is power on the busbar.
The RCCB also has a mechanical device that will open the RCCB contactor if a too high a
current flows from the AC bus to the service; once the RCCB has opened, the flight deck
circuit breaker will trip provided the line between the logic and the earth is made.
Figure 8.3 - RC CB
BUSBAR
RCCB
1: J Logic
Flight deck
circuit breaker
-1
1-l
I Service I
0 ~---1
0 p tional
switch
FCOM:V1 -002
-Earth
Nov 01 /09
ELECTRICAL SYSTEM
ACOs and RCCBs
Chapter 8 Topic 8
Page4
FCOM:V1-002
Nov 01 /09
General
Transformer rectifiers (TRs) convert the main AC to DC. Each TR has a three-phase
transformer and a rectifier. The output is normally 28 V DC, but it can be raised to 36 V for
engine starting in very cold conditions.
The TRs power the two main DC busbars. AC BUS 1 powers DC BUS 1 via TR 1. AC
BUS 2 powers DC BUS 2 via TR 2.
A TR is connected to its associated mai n AC busbar by a remotely controlled circuit
breaker (RCCB).
Each TR has two outputs : one to power the DC busbars and one for engine starting. The
starting output from TR 1 is also used to start the APU.
The DC output is connected t o the associated main DC busbar by a TR contactor.
The TR connections are shown schematically in Figure 9.1 .
RCCB
The RCCB is remotely controlled by a Y2 amp circuit breaker on the flight deck overhead
panel. There is no other remote control for the RCCB.
The TR has a fault detection circuit. When the TR detects a fault, it sends a signal to the
logic circuit. The logic circuit then trips the flight deck circuit breaker which causes the
RCCB to open.
TR Contactor
Normally, the TR contactor closes when AC power is applied to the TR. The TR contactor
will open when the TR's RCCB is tripped. If the associated main AC bus fails, the TR
contactor remains closed until its RCCB is tripped or the associated main DC busbar is
de-powered.
If a cold engine start is selected, the TR contactor opens to ensure that 36 V is not applied
to the aircraft services other than the engine starter motors.
Starti ng
Two TRs are required for engine starts. If one fails, engine starts using the TRs cannot be
made.
TR 1 can provide power to start the APU; TR 2 cannot provide power to start the APU.
FCOM:V1 -002
Nov 01 /09
ELECTRICAL SYSTEM
Transformer Rectifiers
Chapter 8 Topic 9
Page 2
AC BUS 1 forTR 1.
AC BUS 2 ifor TR 2.
MAIN A C BUS
Flight deck.
circuit breaker
RCCB
Starting supply:
,..
J:.
>
>
TR
>
>
>
Earth
TR contactor opens.
Ammeter zero.
Busbar
supply
VDC
_ . . . . .,
>
_........10
J:.
>
30.........._
20
I \.
1:
TR c ontactor:
40 ......._
TR contactor
MAIN D C BUS
DC BUS 1 for TR 1 .
DC BUS 2 for TR 2.
i-v1 -08-00090
FCOM:V1-002
Nov 01 / 09
ELECTRICAL SYSTEM
Transformer Rectifiers
Chapter 8 Topic 9
Page3
TR Load
The TR ammeter senses current in the line to the ACO; the ammeter does not sense the
current in the starting line, so TR current to the APU and engine starter motors is not
shown in the ammeter.
When the TRs are paralleled and powered from different AC power sources, the TR loads
may be quite different; a difference of 50 amps is not uncommon. At low loads, one of the
TRs may take most of the load, with the other taking a load close to zero. Generator or
load switching may cause the load to flip from one TR to another.
Two TRs are required for engine starting. If one TR is not powered, then the engines
cannot be started via the TRs. If a TR loses AC power during a start, power will be lost to
the starter motor.
TR Voltage
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
Transformer Rectifiers
Chapter 8 Topic 9
Page4
FCOM:V1-002
Nov 01 /09
General
Power for the main DC busbars is supplied by two TRs. TR 1 supplies DC BUS 1. TR 2
supplies DC BUS 2.
A COs link the DC busbars. Figure 10.2 summarises the ACO operation.
The DC 1/EMERG ACO links DC 1 to EMERG DC ; the DC 2/ESS ACO links DC 2 to ESS
DC; the ESS/EMERG ACO links ESS DC to EMERG DC.
The DC bus-tie contactor connects the two main DC busbars.
In normal operation:
The three ACOs linking the DC busbars operate in the automatic mode passing
current from the main busbars towards EMERG DC.
A START MASTER switch is on the ENGINES panel. The switch has two positions: OFF
and ON. On the ground when the switch is ON, the ESS/EMERG ACO is forced closed to
allow EMERG DC to power ESS DC during engine starting without the main AC busbars
powered.
Battery 1 is connected to EMERG DC by BATT 1 contactor. The contactor is controlled by
the BATT 1 switch. The optional second battery is connected via BATT 2 contactor to
EMERG DC. The BATT 2 switch controls the BATT contactor.
The standby generator can power essential DC and emergency DC via the standby
generator DC contactor. The standby generator cannot:
Power DC BUS 1 or DC BUS 2.
Charge the batteries.
Power the standby inverter or the DC pump.
The standby generator is monitored and controlled by its generator control unit (GCU).
The STBY GEN switch signals the GCU. The GCU controls the contactor.
FCOM:V1-002
Nov Ot /09
ELECTRICAL SYSTEM
DC B usb ars
Chapter 8 Topic 10
Page 2
TR 1
TR 2
r--~ GEN
STBYGEN
ARM
TR 1 contactor
tby gen DC
contactor
TR 2 contactor
0 /RIDE
DC 1/EMERG AGO
ESS/EME RGACO
DC BUS 1
DC 2/ESSACO
+--
EMERG DC
Battery
contactors
#1
#2
+--
ESS DC
Bus-tie open
flow direction
START
MASTER
ON
:;:;- :r;:
~
DC BUS 2
DC
BUS-TIE
AUTO
OPEN
OFF
BATT BATT
1 ON 2
BATT 1
BATT2BUS]
I
BATT2
OFF
BATT2
Optional
Bus-tie
contactor
.l'l- "
Current flow:
))- Arrows over ACOs show direction of flow in the automatic mode.
.J;> In the bus-tie circuit, current flow is allowed in both directions; thus any one TR can
support all the de loads.
j;> Current flow is allowed in both directions between the batteries and EM ERG DC; thus
the TRs can charge the batteries and tlhe batteries can power !EM ERG DC if the TRs
are lost.
Bus-tie switch open:
)- Bus-tie contactor and DC 2/ESS ACO open.
)- ESS/EMERG ACO forced closed to allow current to flow from EM ERG DC to ESS DC.
Start master switch at ON and o n-ground signal given:
J;> ESS/EMERG ACO forced closed to allow current to flow from EM ERG DC to ESS DC.
i-v l -08-00091
FCOM:V1-002
Nov 01/09
ELECTRICAL SYSTEM
DC Busbars
Chapter 8 Topic 1o
Page3
DC 1/EMERG ACO
The DC 1/ EMERG ACO operates in the automatic mode with the voltage on DC BUS 1 as
the auto signal. The ACO is closed when the voltage on DC BUS 1 is normal and open
when the voltage is low. Current can flow from DC BUS 1 to EMERG DC but not from
EMERG DC to DC BUS 1.
DC 2/ESS ACO
If the DC BUS TIE switch is at AUTO, the DC 2/ESS ACO operates in the automatic mode
with the voltage on DC BUS 2 as the auto signal. With the DC BUS TIE switch at AUTO:
The ACO is closed when the voltage on DC BUS 2 is normal and open when the
voltage is low.
Current can flow from DC BUS 2 to ESS DC but not from ESS DC to DC BUS 2.
When the BUS TIE switch is at OPEN, the DC BUS 2/ESS ACO is forced open.
ESS/EMERG ACO
The ESS/EMERG ACO normally operates in the automatic mode with the voltage on ESS
DC as the auto signal. The ACO can also be forced closed or forced open.
In the automatic mode, the ACO is closed when the voltage is normal on ESS DC and
open when the voltage is low. Current can flow from ESS DC to EMERG DC but not from
EMERG DC to ESS DC.
If the START MASTER is ON and the aircraft is on the ground, the ACO is forced closed.
Thus power can flow in both directions. This allows the batteries to power essential DC via
emergency DC during a start without the main AC busbars powered
The squat switch signal to the start circuit fails to the ground case when DC BUS 2 is lost.
If DC BUS 2 is lost, the ACO is forced closed when START MASTER is at ON and the
aircraft is airborne. This feature is useful at the emergency power level because it allows
ESS DC to be regained. However, battery life is reduced if ESS DC is powered.
The START MASTER should only be selected ON in accordance with approved
procedures as it can inhibit the automatic and open functions of the ESS/ EMERG ACO.
With the bus-tie switch at open, the DC 2/ESS ACO will be open and so DC 2 cannot
power ESS DC. If the ESS/EMERG ACO were to remain in the automatic mode, ESS DC
would not be powered. However, whenever there is power on DC 1 and the bus-tie
contactor is open, the ESS/EMERG ACO is forced closed. This DC 1 supplies ESS DC via
EMERG DC when the bus-tie switch is selected open.
If the signal to force the ESS/EMERG ACO closed is not present and the standby
generator is running, the ACO will be forced open whenever the standby inverter or DC
pump is running. This prevents the standby generator from being overloaded.
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
DC Busbars
Chapter 8 Topic 10
Page 4
~
I
TR Contactor
~
TR 1 contactor
TR 2 contactor lc
DC 2/ESS ACO
DC 1/EMERG ACO
;;;.. Closes when DC 1 voltage
rises above 24 V.
~ Opens when DC 1 voltage
falls below 18 V.
J;> Prevents reverse current.
~
ACO
ACO
DC BUS 1
ACO
+-
EMERG DC
ESSDC
--+
+-
DC BUS 2
.---------------------------~----.
ESS/EMERG ACO
______
FCOM:V1-002
i-v1-08-00092
Nov 01 / 09
Chapter 8 Topic 10
Page 5
ELECTRICAL SYSTEM
DC Bus bars
The main DC busbars are connected via the DC bus-tie contactor; thus all the TR
outputs are paralleled.
Current flows from DC BUS 1 to EMERG DC.
Current flows from DC BUS 2 to EM ERG DC via ESS DC.
Provided the bus-tie contactor is closed, either TR can supply the complete DC load. The
one TR supplies its busbar and, through the busbar contactor, the other main DC busbar.
The current flow to ESS DC and EMERG DC is then the same as with both TRs powered.
If TR 2 is lost but TR 1 is available, current flows from DC BUS 1 to DC BUS 2 through the
DC bus-tie contactor.
If TR 1 is lost but TR 2 is available. current flows from DC BUS 2 to DC BUS 1 through the
bus-tie contactor.
Figure 10.3 - Normal Operation All TRs Powered
TR 1
}>
}>
}>
STBY
}>
TR 1
contactor L __ _ _ _ _ _ _ _ _ __ J
DC 1/EMERG ACO
ESS/EMERG ACO
r - - ' - - - --,
-+
r -- - - - - ,
+---
STBY GEN
de contactor
TR 2
contactor
r -_ _..___,
EMERG DC
ESS DC
DC BUS 2
DC 2/ESSACO
Battery
contactors
BATT 1
TR 2
GEN
Result:
}> All bus bars powered.
}> Batteries charged by TR s.
}> As long as one TR is available, all busbars will
be powered and batteries will be powered.
Bus-tie
contactor
FCOM:V1-002
Nov 01/09
ELECTRICAL SYSTEM
DC Busbars
Chapter 8 Topic 10
Page6
Bus-tie Open
If the bus-lie switch is selected open:
The DC 2/ESS ACO is forced open. DC BUS 2 cannot power ESS DC.
Provided DC BUS 1 is powered and the DC 1/EMERG AGO is closed, ESS DC is
powered from DC BUS 1 via EMERG DC.
TR 1 charges the batteries and supplies DC BUS 1, EM ERG DC and ESS DC.
TR 2 supplies DC BUS 2.
If TR 1 fails DC BUS 1 is lost and the batteries are not charged. If the standby
generator is not running, ESS DC is also lost.
>>>>-
ITR 1
TR 1
contactor
DC 1/EMERG ACO
,.--'-- - - .
_.
STBY
GEN
ESS/EMERG ACO
,.-----.
EMERG DC
, . - -- '- - .
_.
ESS OC
BATH BUS
Result:
}> All bus bars powered.
)> TR 1 powers DC 1, ESS DC and EM ERG DC.
> TR 2 powers DC 2.
>
Batteries charged by TR 1.
FCOM:V1-002
STBY GEN
de contactor
Bus-tie open
Battery
flow
direction
contactors
#1
#2
BJI.TT 1 BUS
TR2
DC BUS 2
DC 2/ESS ACO
Arrows show direction
of current flow.
Bus-tie
contactor
Nov 01 / 09
ELECTRICAL SYSTEM
DC Bus bars
Chapter 8 Topic 10
Page 7
~);>
~
N
TR11ost.
Battery switches on.
-~-D_C_b_u_s--t-ie_s_w_i-tc_h_a_t_o_P_E_N-'.
L
I Co~f
, --1-- - - - ,
DC BUS 1
.------,
EMERG DC
._..
DC B US 2
DC 2/ESSACO
Arrows show direc1ion
of current flow .
#2
Bus-tie
contactor
BATT 1
Result:
>
TR 2
contactor
STBY GEN
de contactor
. - - -.l-- - ,
ESS DC
Battery
contactors
#1
TR 2
)>
>
TR 21ost.
);>
TR 1
}.>
ST BY GEN switch ARM.
contactor
DC 1/EMERG ACO
ESS/EMERG ACO
DC BUS 1
~I
dScT~o~t~~~r
TR 2
contactor
ESS DC
EMERG DC
~
Battery
contactors
~I
N
Bus-tie open
flow direction
DC BUS 2
DC 2/ESSACO
Arrows show direction
of current fiow .
Bus-tie
contactor
Result:
:;..
:;..
DC BUS 2 lost.
DC BUS 1, ESS DC and EM ERG DC powered.
;...
Batteries charged by TR 1.
FCOM:V1-002
Nov 01/09
Chapter 8 Topic 10
Pages
ELECTRICAL SYSTEM
DC Busbars
If the standby generator is not delivering power (Figure 10. 7), the ESS/ EMERG DC
ACO opens and so the batteries power EMERG DC and the other three busbars
are not powered; the batteries will discharge.
The ESS/EMERG DC ACO remains closed, provided neither the STBY INV nor
the DC pump is running.
The battery contactors are opened; the batteries are not charged.
Figure 10.7 - Loss of Both TRs, Standby Generator not Delivering Power
:
,
>-
TR 1
contactor
DC1/EMERGACO
~
DC BUS 1
EMERG OC
Battery
contactors
#1
#2
BA TT2 BUS
Result :
> DC BUS 1, DC BUS 2 and ESS DC lost.
}.> EMERG DC powered by the battery.
}.> Batteries not charged.
FCOM:V1-002
contactor
ES~EMERGACO
..-----.
B A TT 1 BUS
I d~T~o~t~~~r
~
TR:-rl
ESS DC
DC BUS 2
DC 2/ESSACO
Arrows show direction
of current flow.
Bus-tie
contactor
Nov 01 / 09
ELECTRICAL SYSTEM
DC Bus bars
Chapter 8 Topic 10
Page9
Tl
~
)>
)>
TR1
contact or
DC 1/EMERG ACO
---+
DC BUS 1
ESS/EMERG ACO
EMERG DC
Battery
contactors
I?#1 #211
BATT 1
-i sATT 1 sus
TR~
I
contact or
ESS DC
DC B US 2
DC 2/ESS ACO
Arrows show direction
of current flow.
Result :
)> DC BUS 1 and DC BUS 2 lost.
)> EMERG DC and ESS DC powered by the STBY GEN.
)> Batteries not charged.
Bus-tie
contactor
Busbar Over-current
If a TR experiences high DC current, a fuse within the TR will rupture and the TR contactor
will open. There is a fuse in the bus-tie line and in each link between the busbars, so if an
over current is experienced on a busbar, it will be isolated.
In the case of an over-current on DC BUS 2, ESS DC will also be lost if the bus-tie switch
is at AUTO and TR 1 is supplying DC BUS 1. The reasons are:
The bus-tie contactor will remain closed because DC BUS 1 energises the
contactor. DC BUS 2 is not powered via the bus-tie because a fuse between the
contactor and DC BUS 2 ruptures.
The over-current will take TR 2 off-line.
With the bus-tie contactor closed, the ESS/EMERG ACO will be in the auto mode
and thus will not allow current to pass from EM ERG DC to ESS DC.
As soon as the bus tie switch is set to OPEN, the bus-tie contactor will open and the
ESS/EMERG ACO will be forced closed. Thus TR 1 will now power ESS DC via
DC BUS 1 and EMERG DC.
Figure 10.9 shows the failure with the bus-tie switch at AUTO. Figure 10.10 shows the
failure with the bus-tie switch at OPEN.
FCOM:V1 -002
Nov 01 /09
ELECTRICAL SYSTEM
DC Busbars
Chapter 8 Topic 10
Page 10
>>>>-
TR 1
TR 1
contact or
DC 1/EMERG ACO
STBY GEN
DC contactor
TR2T I
contactor
._
ESS/EMERG ACO
DC BUS 1
Over-current on DC BUS 2.
Battery switches on.
DC bus-tie switch at AIUTO.
STBY GEN switch ARM.
EMERG DC
___.
Battery
contactors
Bus-tie open
flow direction.
ESS DC
DC BUS 2
DC 2/ESSACO
Arrows show direction Ruptured
of current flow.
fuse
Bus-tie
contactor
BATT2
BATT1
Result:
>- DC BUS 2 and ESS DC lost.
>- DC BUS 1 and E MERG DC powered.
>- Batteries charged by TR 1 .
>>>>-
TR 1
Over-current on DC BUS 2.
Battery switches on.
DC bus-tie switch at OPEN.
TR 1
STBY GEN switch ARM .
contactor
DC 1/EMERG ACO
ESS/EMERG ACO
~
OC BUS 1
EMERG DC
Battery
contactors
___.
Bus-tie open
flow direction.
STBY GEN
de contactor
TR2
I T
contact or
ESS DC
DC 2/ESSACO
Result:
>- DC BUS 2 lost.
>- DC BUS 1, ESS DC and EMERG DC powered.
>-
Batteries charged by TR 1.
iv 1 08-00080
FCOM:V1-002
Nov 01 / 09
General
BATT 1 is directly connected to BATT 1 busbar; BATT 1 busbar is connected to EMERG
DC via the BATT 1 contactor.
If the optional BATT 2 is fitted, it is connected to BATT 2 busbar; BATT 2 busbar is
connected to EMERG DC via the BATT 2 contactor
Each battery switch signals its battery contactor via inhibit logic. The inhibit logic can open
the contactor regardless of the position of the battery switch.
Either lead-acid or nickel-cadmium (Ni Cd) batteries can be fitted. If two batteries are
fitted, they will be of the same type. If Ni Cd batteries are fitted, a HI TEMP annunciator is
fitted for each battery. HI TEMP annunciators are not fitted if lead-acid batteries are fitted.
Each battery has a NO CHARGE annunciator. Each battery can be selected to the DC
voltmeter and the battery ammeter. The switches, indicators and annunciators are shown
in Figure 18.1 .
No-charge Detection
For each NO CHARGE annunciator, the associated battery has a no-charge detector. The
detection circuit is shown schematically in Figure 11.1 . The schematic and the description
below apply to both battery 1 and 2.
The no-charge detector detects two conditions:
The battery is not connected to EMERG DC, and so is not being charged; the
battery current will be- zero.
There is a delay of 7 seconds from detection of either fault to illumination of the associated
NO CH ARGE annunciator.
TR supply to the EMERG DC busbar can fail for obvious reasons such as loss of all TRs
and busbar failure. However, breaks in the lines from both ESS DC and DC BUS 2 to
EMERG DC can occur with no indication other than NO CHARGE. There is a delay of 7
seconds from detection of the fault to illumination of the annunciator.
Breaks between the busbars can occur because:
Fuses rupture.
Wires break.
FCOM:V1 -002
Nov 01 /09
Chapter 8 Topic 11
Page 2
ELECTRICAL SYSTEM
Batteries
Both battery 1 current and battery 2 current will be negative: that is a discharge.
The batteries will be supporting EMERG DC and will eventually discharge and so
EMERG DC will be lost.
especially when the load is low. The delay is longer with Ni Cd batteries than with
lead acid batteries. The delay is longer with two batteries than with one. If the load
is high, for example the DC pump is running, the battery voltage should fall below
25V.
Figure 11.1 - Battery No-charge Circuit
DC 1/EMERG ACO
~
._
ESS/EMERG ACO
DC BUS 1
0'_0
Fuse
ESSDC
Battery X
no-charge detector
BATT X
CHARGE
BATT 2 HO
CHARGE
For
Battery 1
detector
For
Battery 2
detector
BATT NO
OR
)>
EMERG DC is powered and either BATT X is not connected to BATT X BUS or the
Battery X contactor is open.
OR
)>
FCOM:V1-002
Nov 01/09
ELECTRICAL SYSTEM
Batteries
Chapter 8 Topic 11
Page3
High Temperature
Each Ni Cd battery has two temperature switches: one set to 570C and the other set to
71 OC.
If the temperature rises above 57C, the associated BATT HI TEMP annunciator
illuminates.
If the temperature rises above 71 OC, the associated battery contactor is automatically
opened. The contactor remains open until the battery temperature falls below 570C. When
the battery contactor is open, the associated BATT NO CHARGE annunciator will
illuminate.
If a BATT HI TEMP annunciator illuminates in the air, a fault is present and the associated
battery should be selected OFF.
In very high ambient temperatures on the ground, a high temperature annunciation may be
given after starting the APU or, if the battery-start option is fitted, after starting an engine
from the batteries. Under these conditions, the aircraft can be dispatched provided the
battery charge current is decreasing and the annunciation extinguishes before take-off.
Inhibit Logic
Under normal conditions, a battery contactor is closed when its battery switch is at ON and
open when its switch is at OFF. Each battery switch controls its battery contactor through
a battery inhibit circuit. The inhibit logic is shown in Figure 11 .2. The inhibit circuit opens
the contactor and prevents it from closing if:
The associated Ni Cd battery temperature has risen above 71 oc and has not fallen
below 57C.
The standby generator is delivering power, with one exception; the contactor is
allowed to close if either the standby inverter or DC pump is running.
The standby generator inhibit protects the generator from overload. When the standby
generator is delivering power:
If neither the standby inverter nor the DC pump is running, the standby generator
supplies EMERG DC but does not charge the batteries.
If either the standby inverter or the DC pump is running, the standby generator
does not supply EMERG DC but the batteries do.
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
Batteries
Chapter 8 Topic 11
Page 4
With a battery switch off and the DC meters switch selected to the associated battery, the
battery will slowly discharge through the meter. However, the rate of discharge is very low
in this condition: less than one milliamp. It is not necessary to turn the DC voltmeter
selector to OFF when leaving the aircraft. However, turning the selector OFF does no
harm.
The battery ammeter does not indicate APU or main engine starter motor current during a
battery start.
Battery 1
contactor
Battery 1
Inhibit logic
Battery 2
Inhibit logic
DC volts
STBYINV
or
DC PUMP
running
BATT amps
Battery 2
contactor
DC volts
BATT amps
BATT 1
BATT 2
57' switch
Ni Cd batteries are fitted and associated battery temperature rises above 71C; remains
open until battery temperature falls below 57C.
i-v1-08-00082
FCOM:V1-002
Nov 01 / 09
General
The standby generator is driven by a hydraulic motor and provides both AC and DC power
to the essential busbars and thus to the emergency busbars. It cannot supply the main AC
or the main DC busbars.
The generator's prime function is to supply the essential and emergency busbars after the
loss of both main AC busbars. It is also used to restore essential DC after the loss of both
main DC busbars.
The hydraulic motor is powered by the green system. The green system cannot support
both the standby generator and the other green services; so the other services are isolated
when the standby generator is running.
The standby generator is signalled by a three-position STBY GEN switch on the electric
panel: ARM, OFF and 0 /RIDE. A STBY GEN ON annunciator on the panel indicates that
the generator is delivering power to the essential busbars.
A standby generator control unit (STBY GEN GCU) controls the generator and provides
fault protection.
The power capability of the standby generator is limited. When it is used, the batteries are
not charged and some loads are automatically shed.
The hydraulic circuit is shown in Figure 12.1 and the control circuit in Figure 12.2.
Hydraulic Circuit
Green system fluid is passed to the motor via an isolation valve: the standby generator
valve. The fluid also cools and lubricates the generator. The fluid returning from the motor
passes through a heat exchanger; the cooling medium is cabin air. A hydraulically
actuated air valve allows air to pass through the heat exchanger; the air is vented
overboard.
The air conditioning packs are automatically set to the fresh air mode to counter the loss of
cabin air. If the CABIN AIR switch is at RECIRC, the RECIRC annunciator will illuminate.
When the standby generator is signalled to run:
The standby generator valve opens; thus hydraulic fluid is passed to the motor and
the air valve actuator.
The other green system services are isolated by a green system isolation valve.
FCOM:V1 -002
Nov 01 /09
Chapter 8 Topic 12
Page 2
ELECTRICAL SYSTEM
Standby Generator
Starting
To start and run, the generator requires engine 3 pump. If engine 3 N2 is less than 70%,
the yellow system is required, through the PTU. to assist the standby generator to start.
The standby generator is unlikely to start or continue running if the PTU is available but
engine 3 pump is not available.
The standby generator requires a high flow rate when it starts. An accumulator augments
the flow rate from the green pumps to ensure that the starting requirement is met.
Figure 12.1 -Hydraulic Circuit
P - Pump
M- Motor
V - Isolation valve
I+ I Non return valve
Heat
exchanger
PTU
Cabin ai
Pressure
gauge
Standby
generator valve
Standby
generator
motor
STBYGEN
run signal
Green system
isolation valve
LO PRESS
Other services
switch
~
J;>
J;>
}>
J.-
>
CABIN AIR
FRESH
Standby generator valve passes green fluid to the standby generator motor.
The green system isolation valve isolates the other green services from the green
supply.
The accumulator assists in starting the standby generator.
The run signal opens the standby generator valve, closes the green system isolation
valve and switches the packs to the fresln air mode.
The LO PRESS annunciator indicates that pressure is not available to the other green
services.
Gauge pressure is the supply pressure to the standby generator.
FCOM:V1-002
Nov 01 / 09
ELECTRICAL SYSTEM
Standby Generator
Chapter 8 Topic 12
Page3
Hydraulic Control
The standby generator motor will run if the green system is pressurized and the standby
generator valve is open. The standby generator valve opens and the green system
isolation valve closes if:
The STBY GEN switch is at ARM and both AC BUS 1 and AC BUS 2 fail.
If the switch is at ARM, failure of just one main AC busbar will not cause the standby
generator to run.
Electric Control
The standby generator supplies ESS DC through the standby generator DC contactor.
ESS AC is supplied through the standby generator AC contactor by either AC BUS 1 or the
standby generator.
When the voltage and frequency of the generator are above the minimum required, the
GCU generates a standby generator ON signal. The ON signal:
Energises the standby generator DC contactor; this connects the DC output of the
standby generator to ESS DC.
The EMERG/BAIT and ESS/ BAT bus bars (sub-busbars of EM ERG DC and
ESS DC respectively) are transferred from ESS BUS to the BATT BUS to reduce
the DC load on the standby generator. The loads on these busbars are generally
low and intermittent. The sub-busbars are shown in Figure 3.4 of the Busbars
Topic and Figure 12.4.
Load Shedding
The standby generator DC power capability is not high enough to charge the batteries,
power the standby inverter or power the DC pump. Therefore, whenever the standby
generator is delivering power:
The batteries are disconnected from EMERG DC unless the standby inverter or
DC pump is running.
If either the standby inverter or the DC pump is running, the batteries are
reconnected to EMERG DC and the ESS/EMERG AGO is opened. If there is no
power on DC BUS 1, the batteries will discharge at a high rate.
The standby generator AC power capacity is not high enough to power all services on
ESS AC, so whenever the standby generator delivers power:
Whenever the left taxi/landing light switch is selected to TAXI or LAND, the Q pot
heater is automatically shed; when the heater is shed, the Q FEEL HTR FAIL
annunciator will illuminate.
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
Standby Generator
Chapter 8 Topic 12
Page 4
Green
hydraulic
supply
AND
l> Standby generator valve open
Standby generator valve
Motor governed to 12,000 rpm
to give 400 Hz ac output
Hydra ulic
motor
A C BUS 1
Stby gen ac
contactor
Green system
Cabin air
fresh
Monitoring
& control
ESS A C
0 /RIDE
STBYGEN
GCU
EMERG/BATT & ESS/BATT
sub-busbars transfer to
BATT BUS
FCOM:V1-002
Nov 01 / 09
ELECTRICAL SYSTEM
Standby Generator
Chapter 8 Topic 12
Page 5
Generator
The standby generator is shown schematically in Figure 12.3. The generator delivers AC
and DC power: three-phase AC power at 115/200 V to ESS AC and DC power at a
nominal 28 V to ESS DC.
The hydraulic motor speed is controlled so that the AC power is delivered at a nominal
frequency of 400Hz. The GCU controls the AC output voltage and provides under voltage
and under frequency protection.
The generator is in three parts; a single-phase permanent magnet generator (PMG), a
three-phase exciter generator, and a combined AC and DC generator. The PMG consists
of a rotating permanent magnet and three static coils. The exciter generator consists of a
static electromagnet and three rotating coils. The combined AC and DC generator consists
of a rotating electromagnet and two groups of static coils. One group provides the AC
output; the other group includes a rectifier and provides the DC output.
The permanent magnet, the rotating coils and the electromagnet are on the same shatt.
The exciter generator output is rectified; this DC supply powers the AC and DC generator's
rotating electromagnet.
The output from the PMG powers the GCU. The GCU energises the three-phase
generator by powering the static electromagnet in the exciter generator. By varying the
supply to the static electromagnet, the GCU controls the strength of the rotating
electromagnet and thus the output voltage. The GCU regulates the AC voltage to
115/200 V. This indirectly regulates the DC output to 28 V when the generator is
connected to ESS DC.
If AC under-voltage or under-frequency occurs, the GCU removes the standby generator
on signal; thus the generator is disconnected from the essential busbars. However, the
generator remains energised. If the fault is transient, the generator remains off line after
the fault has cleared. The generator can be brought on line by selecting the STBY GEN
switch to OFF and then back to ARM or 0 /RIDE as appropriate.
The DC voltage may be as high as 40 V when the generator is energised and not
connected to ESS DC; the voltage should reduce to 28 V once the generator is connected
to ESS DC.
With the STBY GEN switch at OFF, the generator is de-energised and the outputs are not
connected to the essential busbars.
With the switch at 0 /R IDE, or with the switch at ARM and both main AC busbars failed:
The outputs are connected to the essential busbars and the STBY GEN ON
annunciator illuminates.
With the switch at ARM and one or both main AC busbars powered:
The outputs are not connected to the essential busbars and the STBY GEN ON
annunciator is extinguished.
FCOM:V1-002
Nov 01 /09
ELECTRIC AL SYSTEM
Chapter 8 Topic 12
Page6
Standby Generator
Fi g u re 12.3 - Stand by Generator
ARM
OFF
PMG output
0 /RIDE
_j
rI
Static
coils
Shall
STBYGEN GCU
Rotating
magnet
L-
.-
I AC B US 1 I
Static
electromagnet
Static
coils
Rotating
coils &
rectifier
Rotating
electromagnet
I==
I= ==
AC
output
Static
coils &
rectifier
rM~
~iter
STBYGEN I
ON
Monitoring
Stby gen
on signal
DC
output
STBY GENERATOR
G8
AC volts
Stby gen ac
contactor
Frequency
ESS AC
~ ~
Stby gen de
contactor
DC volts
Outputs not connected to the essential busbars & STBY GEN ON out.
Switch at 0 /RIDE:
);>
,..
,..
,..
Outputs not connected to the essential busbars & STBY GEN ON out.
,..
FCOM:V1-002
Nov 01 / 09
ELECTRICAL SYSTEM
Standby Generator
Chapter 8 Topic 12
Page 7
The frequency and voltages are sensed upstream of the contactors; the voltages and
frequency can be seen on the meters whether or not the generator is connected to the
essential busbars. The meters and selector switches are shown in Figure 2.1 of the Meters
T. OpiC.
.
When the engine and APU generators are lost and the standby generating is running, just
the essential and emergency busbars are powered. The essential power level is shown
schematically with the flight deck annunciations in Figure 12.4.
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
Standby Generator
Chapter 8 Topic 12
Pages
ESSAC
EMERG AC
STBY
GEN
Stby inv
relay
STBY INV
16Stby inv
19
RCCB
EMERG DC
Battery
contactors
BATT 1 B US
I
_r
BATT 1
t"',""'
ESS DC
BATT2
BATT 2 NO
CHARGE
STBY GEN
ON
DC BUS 1
OFF
DC BUS 2
OFF
AC BUS 1
OFF
AC BUS 2
OFF
GE N 1
OFF LINE
ESS/EMERG AGO
~ ........................~
-v v
#2(I
1?#1
I
Stby gen 1)
de contactor I ~
APU GEN
OFF LINE
>
I EMERG/BA TT I I
ESSIBATT
GEN 4
OFF LINE
No main generators so :
J;> AC BUS 1 and .2 not powered.
)> DC BUS 1 and 2 not powered.
FCOM:V1-002
Nov 01 / 09
ELECTRICAL SYSTEM
Standby Generator
Chapter 8 Topic 12
Page9
Loss of EMERG DC
The green system isolation valve and the standby generator valve are powered by
EMERG DC. The isolation valve is a motorised valve; it remains where it is at the moment
electrical power is lost. The standby generator valve is a solenoid operated valve. It is
powered to the closed position. When power is lost it automatically moves to the open
position.
If EMERG DC is lost when the standby generator is not running, the standby generator
valve opens and the standby generator motor is powered, but the isolation valve remains
open ; so the other green services remain powered.
If the standby generator switch is at ARM or 0 /RIDE the generator will deliver power;
however, when the other green services are operated, there may be pressure fluctuations
and electrical surges.
If a large demand is made by another green service, the motor speed will reduce and the
generator may be taken off line due to under frequency or under voltage. The generator will
be latched off line.
If the switch is set to OFF, the motor will continue to turn, but the standby generator will be
de-energised. However:
If all engines are lost and the APU is not runni ng, the electrical system will descend to the
emergency power level.
If an inboard engine is windmilling with its engine driven pump on, a limited amount of
hydraulic power is available.
If the standby generator switch is at ARM, the standby generator will automatically be
signalled to run. If engine 3 is windmilling, the standby generator motor will absorb all of
the green hydraulic power but will not achieve the minimum speed to allow the generator to
come on line; the isolation valve will be closed, thus the other green services will be
isolated.
However, EMERG DC is available, so the standby generator valve and the isolation valve
can be controlled. The standby generator should be selected OFF so that any green
hydraulic power is available for rudder operation.
Hydraulic power is not available to the rudder from engine 2 because the power is
absorbed by the standby fuel pumps. When main DC is lost, the standby fuel pumps:
Automatically run
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
Standby Generator
Chapter 8 Topic 12
Page 10
FCOM:V1-002
Nov 01/09
General
The standby inverter is signalled by a three-position STBY INV switch on the electric panel:
ARM, OFF and 0 /RIDE.
Control
A remotely controlled circuit breaker (RCCB) connects EM ERG DC to the STBY INV.
A changeover relay, the standby inverter relay, switches the emergency AC busbars
between the essential AC busbars and the STBY INV outputs. Whenever the RCCB is
signalled to close, the standby inverter relay is signalled to connect the inverter outputs to
the emergency AC busbar.
The signal to start the STBY INV can be supplied automatically or manually.
When the STBY INV switch is at ARM and the essential AC busbars are powered:
The STBY INV is not powered.
When the STBY INV switch is at ARM and the essential busbars fail:
The STBY INV is powered.
The emergency AC busbars are supplied by the inverter.
When the STBY INV switch is at 0/RIDE:
The standby inverter switch is also used to isolate the emergency AC busbars. Whenever
the switch is at OFF, the STBY INV is not powered but the emergency AC busbars are
connected to the inverter outputs. With the switch at OFF, the emergency AC busbars will
not be powered and the EMERG AC OFF annunciator will illuminate.
FCOM:V1 -002
Nov 01 /09
Chapter 8 Topic 13
Page 2
ELECTRICAL SYSTEM
Standby Inverter
Figure 13.1 - Standby Inverter Control
..
ARM
115 V
Transformer
26 V
[J2~6~V~E~S~S~A~C~~~~+-~Qi
AC volts
1+-- - - - t .:
~ l+-- --1
Frequency
OFF
115 volt
26 V EMERG AC
8.1
.
26 volt
~===I
OFF
0 /RIDE
Yellow
brake
pressure
gauge
STBYINV
STBY INV:
> Powered by 28 V de.
:;.
Single-phase 26 V
and 115 v ac outputs.
r,
I EMERG DC I
When RCC6 closes, EMERG DC is connected to ST6Y INV; so ST6Y INV delivers power at
115 Vand 26 V.
When RCCB signalled to close, standby inverter relay transfers emergency ac busbars from
essential ac busbars to STBY INV.
STBY INV switch at ARM and ESS AC powered:
> STBY INV not powered.
>
>
>
FCOM:V1-002
i-v1 -08-00055
Nov 01 / 09
ELECTRICAL SYSTEM
Standby Inverter
Chapter 8 Topic 13
Page3
Indication
The voltage and frequency of the STBY INV 115 V output can be checked by selecting the
AC meter to STBY INV. The meter cannot be selected to the 26 V output.
The EMERG AC OFF annunciator detects loss of the 115 V emergency AC busbar. There
is no direct indication of loss of the 26 V emergency AC busbar. However, the yellow
brake pressure indicator is supplied by the 26 V emergency AC busbar, so the presence of
both inverter outputs can be checked by observing the EMERG AC OFF annunciator and
the yellow brake pressure gauge ..
Protection
A voltage regulator within the inverter regulates the 115 V supply. Protection circuits within
the inverter detect the following faults:
If any one of these faults is detected, the protection circuit shuts down the STBY INV and
latches it off. If the fault is transient, the inverter can be reset by selecting the STBY INV
switch to OFF and then selecting it to ARM or 0/RIDE as appropriate.
The inverter will also shut down if the DC input voltage is too low. However, in this case,
the inverter will start as soon as the DC voltage recovers.
Emergency Power Level
When the main AC busbars are lost and the standby generator is not available, only the
battery bus bar, the emergency busbars and the essential DC busbar can be powered. The
battery powers:
With the START MASTER OFF, this condition is known as the emergency power level.
The emergency power level is shown schematically with the flight deck annunciation in
Figure 13.2.
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
Standb y Inverter
Chapter 8 Topic 13
Page 4
Stby gen ac
contactor
STBY
GEN
ESS A C
L=.
E~M:=
E~
R~
G!.A~C:._~-o......,. Stby inv
1--
-,
relay
Stby inv
RCCB
+EMERG DC
ESS DC
Battery
contactors
#1
START
#2
MASTER
ON
BATT 1 BUS
BATT1
r,___, OFF
BATT2
....................
,..__ __,
BATT2NO
CHARGE
ESS DC
OFF
ESS AC
OFF
DC BUS 2
OFF
AC BUS 2
OFF
ESSIBATT
APU GEN
OFF LINE
No main generators so :
};> AC BUS 1 and 2 not powered.
};> DC BUS 1 and 2 not powered.
GEN OFF LINE annunciators not illuminated because they are powered from ESS DC.
APU GEN OFF LINIE annunciator illuminates if APU is runn ing.
If the START MASTER is selected ON, the ESS/EMERG ACO will be forced closed and the
BATTS will also supply ESS DC and the ESS DC OFF annunciator will extinguish.
IV1 08-00084
FCOM:V1-002
Nov 01 / 09
Summary
At ON with the aircraft signalled on the ground, the START MASTER has several effects
on the electrical system:
The ESS/EMERG ACO is forced closed. This is described in the DC Busbars topic.
If the START PWR switch is at NORM, the TR 1 and TR 2 outputs are paralleled
via the start busbar irrespective of the position of the DC BUS-TIE switch.
If the START PWR switch is at COLD, DC 1 and DC 2 are isolated from the TRs
and are unpowered. The TR output voltage is increased to 36 volts.
If an auto shed system is fitted, the galley power is shed automatically.
On-ground Signal
The squat switch signal to the start circuit fails to the ground case when DC BUS 2 is lost.
If DC 2 is lost, the above effects occur when START MASTER is at ON and the aircraft is
airborne. This feature is useful at the emergency power level because it allows ESS DC to
be regained. However, battery life is reduced if ESS DC is powered.
Use of Start Master
FCOM:V1 -002
Nov 01 /09
Smoke Detection
A smoke detector is fitted behind the left wall trim of the forward cargo bay. The detector is
just forward of the forward discharge valve. The avionics fan draws air over the avionics
and electrical equipment. The avionics fan then directs this air towards the smoke
detector. The air passes through the detector and then on rearwards to the forward
discharge valve. The arrangement is shown schematically in Figure 15.1.
If smoke particles are present in the air passing through the detector, a red
ELECT SMOKE caption on the CWP illuminates.
Detector Test
A SMOKE test button is provided on the GRND test panel. When the button is pressed,
the detector is tested. If the detector passes the test, the ELECT SMOKE caption
illuminates.
0
I
I
r~
.------------------------4
: equipment by fan.
I
I
:
'
~- - ~ -~
'-----------------~'
I
Av;~~i cs ~~:::::::=:-Jll.._-+
-
0
Smoke
detector
I
I
..
Forward
discharge
valve
OR
)>
FCOM:V1-002
i-v1-08-00085
Nov 01 / 09
General
There are two avionics switches on the avionics section of the overhead panel. The
switches are labelled AVIONICS MASTER 1 and AVIONICS MASTER 2 and have two
positions: ON and OFF. Each switch controls a number of services via a set of relays.
Services Controlled
The services controlled by the relays are given in the table below. The table includes all
options.
Services Controlled by Avionics Master Switches
AVIONICS MAST ER 1
AVIONICS MASTER 2
Right DBI
DFGS2
Control Method
The principle of the switching method is shown in Figure 16.1 .
Power for the relays is supplied by DC BUS 2 via a circuit breaker on the
COMMUNICATION section of the flight deck circuit breaker panel.
The services are switched off when the relays are energised. The relays controlled by a
master switch are energised when:
DC BUS 2 is powered.
AND
The circuit breaker is set.
AND
The switch is at OFF.
Services controlled by a master switch will be switched on if the master switch is on or if
power is lost to the relays.
Services controlled by both master switches will be switched on if DC BUS 2 is lost or the
circuit breaker is tripped.
If a switch fails in the OFF position, the services can be switched on by tripping the
AVIONIC MASTER CTRL circuit breaker.
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
Avionics Switching
Chapter 8 Topic 16
Page 2
DC BUS 2
I
0{
Flight deck DC 2
circuit breaker
AVIOI'fiC
MASTER
CTRL
AVIONICS MASTER
1
2
To other
No 1 relays
OFF
No 1
system relay
;00~-l
0 ON
s..
Circuit shown
with relays
energ1ised.
Busbar
OFF
0 ON
IIcoil I
..
.
To other
No 2 relays
No 2
sys tem relay
_l.g OFF
) ON
Service
OFF
Busbar
j_g OFF
ON
Service
i-vl-08-00106
FCOM:V1-002
Nov 01 / 09
Powe-r Supplie-s
Depending upon the galley configuration, there may be one or two galley supplies. Each
supply is from a main AC busbar and is routed through a remotely controlled circuit breaker
(RCCB). Each RCCB control circuit breaker is on the electric section of the flight deck
circuit breaker panel.
If there is just one supply, it is from AC BUS 2. If t here are two supplies, one is from AC
BUS 1 and the other is from AC BUS 2.
The galley power supplies ar-e shown schematically in Figure 17.1 .
Galley Load Shed
The load shed system has two parts: manual and automatic. Both parts shed a galley by
breaking the line between the flight deck circuit breaker and the RCCB. This removes the
control earth from the RCCB logic.
The manual part is a two-position GALLEY switch: ON and SHED. The switch is on the
ELECTRIC panel (Figure 18.1). At SHED, both galley supplies are turned off. At ON, each
galley supply is controlled automatically.
On the ground, all galleys are automatically shed when the START MASTER is at ON. In
the air :
All galleys are automatically shed if only one of the three generators is on line.
If just one engine generator and the APU GEN are on line, the galleys on the
busbar supplied by the APU GEN are automatically shed.
On the ground when the START MASTER is OFF, the galleys will not be automatically
shed; if the APU GEN is supplying the galleys, the APU GEN load should be checked as it
is possible to exceed the continuous loading limit, especially if the AC PUMP is running.
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
Galley Supplies
Chapter 8 Topic 17
Page 2
AC2
Flight deck
GALLEY
circuit breakers
Earth1
GALLEY
SHED
AC BUS 1
r::::J~
ON
SHED
~ j Logic I
Auto-sh ed system
\;....
.....,
RCCB
ON
SHED
,...
Logic
a"
AC BUS2
ILogic II RCCB
START
MASTER
Galley equipment
Generator
on-line status
f-
Squat
switch
>
[ Galley equipment
OFF
ON
FCOM:V1-002
Nov 01 / 09
General
The electric panel is part of the overhead panel and is shown in Figure 18.1 . All
annunciators, indicators and controls are on the panel. Whenever an annunciator on the
electrical panel illuminates, an amber ELECT t on the CWP illuminates, the caution lamps
flash and the single chime sounds.
Electrical Smoke
A red ELECT SMOKE caption on the CWP warns of electrical smoke from electrical or
avionics equipment in the avionics/electrical bay.
Meter Selectors
There are two rotary meter s-electors. One selects the source for the DC voltmeter and the
battery ammeter; the other selects the source for the two AC meters.
TR Ammeters
The TR ammeters indicate the busbar load on the TRs. The engine and APU starting
loads are not indicated.
Battery Ammeter
The battery ammeter indicates the load on the battery selected on the DC selector switch.
The APU starting load is not indicated; if the engine battery start option is fitted, the engine
starting load is not indicated.
DC Voltmeter
The DC voltmeter indicates the voltage of the source selected on the DC rotary selector.
AC Meters
The AC voltmeter and frequency meter indicate the voltage and frequency of the source
selected on the AC rotary selector switch.
Batteries
The battery switches connect the batteries to EMERG DC.
A NO CHARGE annunciator indicates that the associated battery is not being charged.
A BATT HI TEMP annunciator indicates that the associated battery temperature is 57" or
higher.
FCOM:Vt-002
Nov 01/09
ELECTRICAL SYSTEM
Fight Deck Summary
Chapter 8 Topic 18
Page 2
as replaced by
1!!!1
.... , 08 000818
FCOM:V1-002
Nov 01 / 09
ELECTRICAL SYSTEM
Fight Deck Summary
Chapter 8 Topic 18
Page3
External AC
The EXTERNAL AC AVAILABLE annunciator indicates that the EXT AC supply is
acceptable to the aircraft's ground power monitor.
A momentary ON selection connects the external supply to the busetie and transfer system.
Standby Generator
The STBY GEN annunciator indicates that the STBY GEN is running and delivering power.
The STBY GEN switch has three positions:
At ARM, the standby generator will start if both main AC busbars are lost.
At 0 /RIDE, the standby generator will run and supply both essential busbars.
Standby Inverter
The STBY INV switch has three positions:
At OFF, the standby inverter cannot deliver power and EM ERG AC is isolated.
At ARM, the standby inverter will start and supply EMERG AC if ESS AC is lost.
At 0 / RIDE, the standby inverter will run and supply EM ERG AC.
Bus-tie Switches
At AUTO the associated bus-tie functions automatically. If the AC BUS-TIE switch is
selected to OPEN, the AC channel- 1 and channel-2 elements are segregated. If the
DC BUS-TIE switch is selected to OPEN, the DC channel-1 and channel-2 elements are
segregated.
Engine and APU Generators
A generator ammeter indicates the load on the associated generator.
An OFF LINE annunciator indicates that the associated generator contactor is open.
Each generator switch has three positions. If there are no faults:
A DRIVE HI TEMP annunciator indicates that the associated CSD oil temperature is high.
The APU DRIVE FAIL annunciator indicates that the oil pressure is low or the oil
temperature is high in the Garrett APU generator adapter gearbox.
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
Fight Deck Summary
Chapter 8 Topic 18
Page4
Galley Switch
At OFF, all galleys are switched off. At ON they are controlled automatically.
On the ground, all galleys are automatically shed when the START MASTER is ON.
In the air:
All galleys are automatically shed if only one of the three generators is on-line.
OR
If just one engine generator and the APU GEN are on-line, the galleys on the
busbar supplied by the APU GEN will be shed.
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
Fight Deck Summary
Chapter 8 Topic 18
Page 5
Circuit Breakers
The flight deck electrical system circuit breakers are on the ELECTRIC section of the
overhead circuit breaker panel. The ELECTRIC circuit breaker panel is shown in Figure
18.2 with all the options. If an option is not fitted, its circuit breaker is not fitted.
The panel labels indicating ESS AC and EMERG AC, or ESS DC and EMERG DC circuit
breakers, are represented as SAC and MAC (the S indicates eSsential and theM indicates
eMergency) or SDC and MDC.
Circuit breakers are provided for:
The master warning system (A5 and 85). They are described in the Indicating and
Recording Chapter.
The standby generator valve and the green system isolation valve (A6}. If the CB
trips, the standby generator valve opens but the green system isolation valve
remains where it is.
The TRs (A8, A9 and A 10). Each CB controls the associated RCCB.
The battery contactors (81 1 and 812). If a circuit breaker trips, the associated
battery contactor will open and the battery will be off-line.
The galleys (A13 and 813). Each CB controls the associated RCCB.
The bus-tie and transfer circuits (87 and 88). Each CB controls the associated
bus-tie and transfer system contactors. There is normally no effect if they are
tripped as there are back-up supplies from the PMGs and the ground power
monitor.
The 26 V ESS AC transformer (81 0). If the CB trips, the 26 V ESS AC and 26 V
EMERG AC busbars are lost. Selecting the STBY INV to 0 /RID E will regain the
26 V EMERG AC busbar.
FCOM:V1-002
Nov 01 /09
ELECTRICAL SYSTEM
Fight Deck Summary
Chapter 8 Topic 18
Page6
i-v1 -08-00107
FCOM:V1-002
Nov 01 / 09
The electrical system is summarised in Figure 19.1 : arrows show the allowed directions of
current flow. The aircraft services are supplied via two main AC busbars
(AC BUS 1 and 2), two main DC busbars (DC BUS 1 and 2), two essential busbars
(ESS AC and DC), two emergency busbars (EMERG AC and DC) and one or 1\.vo battery
busbars (BATT 1 BUS and BATT 2 BUS).
Three-phase AC is supplied to AC BUS 1 and 2 by two engine-driven generators
(GEN 1 and 4) and two auxiliary supplies (EXT AC and the APU GEN). Interlocked
contactors provide the following logic:
The AC sources cannot be paralleled.
AC BUS 1 prefers GEN 1 and AC BUS 2 prefers GEN 4.
The auxiliary supplies cannot be used together; APU GEN takes priority.
A standby generator (STBY GEN) provides DC and 3-phase AC power. A hydraulic motor
powered by the green system drives the STBY GEN. It is controlled by a three-position
STBY GEN switch: ARM, 0 /RIDE and OFF. At ARM, the STBY GEN is automatically
signalled to run if all main AC is lost. At 0/RIDE, the STBY GEN will run and ESS AC is
disconnected from AC BUS 1. The STBY GEN supplies just the following:
ESS AC via the STBY GEN AC contactor and thus EMERG AC via the STBY INV
relay.
ESS DC via the STBY GEN DC contactor and thus EMERG DC via the ACO
between these two busbars.
FCOM:V1-002
Nov 01/09
ELECTRICAL SYSTEM
System Summary
Chapter 8 Topic 19
Page 2
GEN1
'-----,.-'
IPluggod in and hNilhy I
GEN4
Auxiliary supply
Bus tie
Stby gen de
contsctor
Stbyinv
relay
STBY INV
ACO
DC
BUS.TE
AUTO
BATT1
BATT2
N I <Cd only
Bus-tie
contactor
..-.1-o8-000B7
FCOM:V1-002
Nov 01 / 09
ELECTRICAL SYSTEM
System Summary
Chapter 8 Topic 19
Page3
Standby Inverter
A standby inverter (STBY INV) provides single-phase AC power. EMERG DC supplies the
STBY INV. It is controlled by a three-position STBY INV switch: ARM, 0 /RIDE and OFF.
At ARM , the STBY INV will automatically start if ESS AC is lost. At 0 /RIDE, EMERG AC is
disconnected from ESS AC and supplied by the STBY INV.
Battery Power
If the only source of power is battery power, just EMERG DC, EMERG AC and ESS DC
can be powered. EMERG DC is powered via the battery contactor(s). EMERG AC is
powered from EMERG DC via the STBY INV. ESS DC is powered from EMERG DC via
the ACO between the two busbars only if the START MASTER is ON.
FCOM:V1-002
Nov 01 /09
Topic 1 - Overview
1
2
3
4
4
6
8
10
12
14
16
18
20
22
24
24
25
26
General Description ...... ... .......... ............. ......... ............. ...... ... .......... ... ......... ... .......... ....
Principle of Operation.......................... ............. ............................................ .................
Bleed Band....................................................................................................................
Modular Construction .......................... ......................................................... .................
Accessory Gearbox Drain .......... .......... ... ......... ............. ...... ... .......... ... ......... ... .......... ....
1
2
3
4
1
3
FCOM:V1-002
Nov 01/09
3
3
3
5
7
9
ENGINES
Contents
Chapter 9 TOC
Page2
1
1
1
3
1
1
1
1
1
3
3
4
Topic 8 - Ignition
General ............................................................... ..........................................................
Continuous Ignition ....... ... ...... .... ....... ... ....... .... ........... ..... ...... ..... ... .... ...... .... ..... . ..... ...... .
Starting..........................................................................................................................
1
1
1
FCOM:V1-002
Nov 01 /09
1
3
5
6
7
7
7
7
7
8
8
8
ENGINES
Contents
Chapter 9 TOC
Page3
1
3
5
5
5
7
7
8
8
8
8
8
8
9
9
1
2
2
4
6
7
7
8
9
9
Control Modes...............................................................................................................
Engine Fuel Control Overview......................................................................................
Overview of Control with the FADEC and the FGC .............................................. ........
FADEC and HMA Architecture.............................................. ........................................
FADEC with FGC Control Architecture.........................................................................
FADEC Trim..................................................................................................................
FADEC Switch-lights.....................................................................................................
TRP ........................................................................................ .......................................
TRP TEMP Selection ....................................................................................................
TRP Off/On Selection............................................................. .............................. .........
Rating Schedules.................................................................. ........................................
Idle Schedules...............................................................................................................
Autothrottle Engagement ....................................................... .............................. .........
FCOM:V1-002
Nov 01/09
1
2
3
4
6
6
6
8
8
9
10
12
14
ENGINES
Contents
Chapter 9 TOG
Page4
Autothrottle Control .. ..... ... ... ... .... .. .. ..... . ...... ....... ... ..... ...... ...... ..... ... ... . .... .. .... ..... . ..... ..... ..
Thrust Modulation Control.............................................................................................
P FD Thrust Mode Annunciations... ........................................... ....................................
Thrust Freeze on Take-off................................................................. ............................
Setting TOGA MAX on Take-off....................................................................................
Thrust Automatics Off Control.......................................................................................
Manual Control..............................................................................................................
16
17
18
20
21
21
22
General.........................................................................................................................
Fire Detection - Basic Standard . ..... ..... .... .. ... .. .... .. ... .. .... .. ..... ... ... .. .... ..... . ..... ..... ...... ..... .
Optional Second Detection Loop .... ..... .... .. ...... ..... ... .. .... .. ..... .... .. ... ... ..... . ..... ..... ...... ..... .
Extinguishers.................................................................................................................
Fire Handles...................................................................................... ............................
Fire Warning..................................................................................................................
Controls and Indicators ...................................................................... ...........................
Circuit Breakers.................................................................................. ...........................
1
2
3
4
6
6
6
9
General............................................................... ..........................................................
Control Panel ..... ..... ...... ... .. .... .. .. .. .. . .... . .. .. . ... .. . .... ..... ....... ..... ...... ... .. .. .... .. .... ..... . ..... ..... ..
Inputs............................................................................................................................
Exceedances and Incidents .. . .... .. .. ...... ..... ....... .... .... .. ..... ...... .... .. ... .. . ..... . .... ...... ..... ...... .
Snapshots .... ..... ....... ..... ... ... ....... .... ...... .... . ..... . .... ...... ..... ...... ..... ...... .. .... .. ... ...... . .... ...... ..
Take-offs . .... ...... ...... ..... .... .. ..... ... .. .. .... .. .. .. . .... .. ......... ...... ...... ..... .... .. .. .... .. ... ...... . .... ...... ..
Engine Fatigue Calculations .. .... .... ...... .... .. ...... ...... .. .. .... .. ..... ...... ... ... ..... . ..... ..... ...... ..... .
Engine EGT Bands ............................................................................ ......... ..................
Spool Up and Down Times .. .. .... ..... .. ......... ...... ..... ......... ........ ... .. .. .... ...... ..... ...... .. ... .. ....
Memory Store................................................................................................................
Power Supplies.............................................................................................................
GNS-X............................................................................................... ............................
AGARS..........................................................................................................................
FCOM:V1-002
Nov 01 /09
1
1
1
1
3
3
3
3
3
3
4
4
General
The aircraft is powered by four Textron Lycoming (Honeywell) LF 507-1 F engines. The
engines are numbered 1 to 4 from left to right.
The engine has a high bypass ratio, so the fan develops the bulk of the engine thrust. The
bypass ratio is 5.3:1 .
Each engine is enclosed by a pod and supported by a pylon attached to the wing. The pod
contains a bypass duct. The bypass duct directs fan bypass air through the pod. The
bypass air then passes around the engine jet pipe.
There are two spools: a Low Pressure (LP) spool and a High Pressure (HP) spool. The
speed of the LP spool is designated N 1 and the speed of the HP spool N2 . The
temperature of the gas at the outlet to the low-pressure turbine is designated EGT.
The HP spool drives an accessory gearbox. The gearbox provides drives for the engine
sub-systems. Additionally, each ou1board engine gearbox drives an electrical generator
and each inboard engine gearbox drives a hydraulic pump.
Each engine has an electric starter motor. The starter motor turns the HP spool through
the accessory gearbox. The starter motor is used on the ground but not in the air.
Windmilling RPM is sufficient for in-flight starting.
HP compressor bleed air supplies the aircraft air supply system. HP compressor bleed air
also provides engine and intake ice protection.
Igniters are provided for engine starting and flameout protection.
Engine starting, ignition and ice protection are controlled from an ENGINES panel on the
flight deck roof panel.
A fire detection syst-em detects high temperatures within the engine pod. Each pod has a
fire extinguishing system. Fire handles for each engine are at the top of the overhead
systems panel. The fire handle is used to cut off the supply of fuel to the engine pod, to
discharge the fire extinguishers and to turn off the engine generator/hydraulic and air
supplies.
Two electronic displays, the primary engine displays (PEDs) containing indicators for
engine vibration, N1, N2 , EGT and fuel flow are on the flight deck centre instrument panel.
Above the vibration indicators are four oil indicators: one for each engine. Each oil
indicator displays oil quantity, oil temperature and oil pressure.
FCOM:V1-002
Nov 01/09
ENGINES
Overview
Chapter 9 Topic 1
Page2
Control
A full authority digital engine control system (FADEC) system: the normal method of
engine control. There is a FADEC electronic unit for each engine.
OR
A hydro mechanical unit (HMU): a backup that can be invoked by pilot selection or
automatically on failure of the engine's FADEC. This method of control is termed
FADEC off control or manual control.
In FADEC control, thrust lever inputs are sent electronically to the FADEC electronic
control units. The FADEC provides EGT, N1 and N2 limit protection.
With the FADEC OFF, the HMU responds to mechanical inputs from the thrust levers.
There is no engine limit protection in FADEC OFF mode. The pilot is responsible for
ensuring that:
The N2 does not fall below the minimum for the bleed selected.
When the FADEC is on, engine control can be enhanced by Thrust Modulation Control
(TMC). TMC is part of the Flight Guidance System (FGS). The TMC works in conjunction
with the FADECs. Pilot command to the TMC is from a thrust rating panel (TRP). The pilot
sets the thrust levers in approximately the correct position and the FADECs trim the
engines to achieve the command from the TRP. However, the FADEC trim authority is
limited. Blue and white trim arrows above the PEDs indicate any required pilot input when
the FADECs are out of trim authority. In TMC, idle N2 is correct for all bleed states and
limit protection is available for all thrust ratings except the climb ratings.
With the TMC serviceable, engine control can be further enhanced by an autothrottle. The
autothrottle system is part of the FGS. The autothrottle:
OR
Controls to a thrust rating.
OR
Retards the thrust levers during entry to a descent or during the landing flare .
With the AP or FD engaged, the mode of operation of the autothrottle is determined by the
vertical mode of the FGS.
In the air, TMC is not available and the autothrottle cannot be engaged if:
Two engines have failed. An engine is considered failed if its N2 is less than 45%.
OR
Two FADECs have failed.
OR
An engine has failed and a FADEC has failed on one of the operating engines.
FCOM:V1-002
Nov 01 /09
ENGINES
Overview
Chapter 9 Topic 1
Page3
FCOM:V1-002
iv1 -09-00082
Nov 01 / 09
ENGINES
Overview
Chapter 9 Topic 1
Page4
Engine Indicators
The engine indicators are on the centre instrument panel. They are shown in Figure 1.2.
There are two electronic displays: the primary engine displays (PEDs). One PED is for
engines 1 and 2, the other is for engines 3 and 4. The PEDs contain indicators for:
Engine vibration .
N1.
EGT.
N2.
Fuel quantity.
Each N1 indicator has a bug. The numerical value of a bug is written above its N 1
indicator. Each bug has a knob at the bottom of its PED. The knob can be pulled out.
When the knob is in, the bug is automatically set to the N1 limit for the rating selected on
the TRP. When a knob is pulled out, the associated indicator's bug can be manually set.
Above the PEDs are four analogue oil indicators: one for each engine. Each oil indicator
has three indicators: one for oil quantity, one for oil pressure and one for oil temperature.
A VIBN TEST button is above the oil indicators. It is used to test the vibration indication
circuits.
A FUEL QTY button is above the oil indicators. When the button is pressed, the fuel
quantity system and the PED fuel indicators are powered from the battery 1 busbar.
FADEC Switches and Annunciators
The FADEC switch lights and annunciators are above the PEDs and are shown in Figure
1.2.
There are blue and white FADEC trim arrows for each engine above the PEDs. The
arrows indicate that the FADEC is out of trim authority. If a blue arrow is illuminated, the
associated thrust lever must be moved forward for the FADEC to regain authority. If a
white arrow is illuminated, the associated thrust lever must be moved aft for the FADEC to
regain authority.
Each FADEC has a switch light with two annunciators: a white OFF annunciator and an
amber FAULT annunciator. The switch lights are above the PEDs.
Each FADEC defaults to on when the aircraft is powered up. Subsequent presses on a
FADEC's switch light toggle the FADEC between on and off.
If a FADEC fails, its amber FAULT annunciator illuminates together with a + FADEC
caption on the CWP. If the failed FADEC is switched off, the FAULT annunciator
extinguishes and the OFF annunciator illuminates.
FCOM:V1-002
Nov 01 /09
ENGINES
Overview
Chapter 9 Topic 1
Page 5
l-\11-09-00083
FCOM:V1-002
Nov 01/09
ENGINES
Overview
Chapter 9 Topic 1
Page6
T hrust Levers
The thrust levers are on the centre console. They are shown in Figure 1.3.
Each thrust lever has:
Two stops: FUEL OFF and IDLE. At FUEL OFF, the high pressure fuel flow to the
combustors is cut off. IDLE is the position for starting, ground idle and flight idle.
The engine's FADEC in conjunction with the FGC control the idle speed.
A trigger at the back of the thrust lever. The trigger is spring-loaded to up.
Pressing a trigger down allows its thrust lever to move aft of the IDLE stop and
forward of the FUEL OFF stop.
A red light above its trigger. The red light illuminates if a fire is detected in the
engine's pod or an overheat condition is detected in the engine's pylon.
A FUEL ON detent. The detent is only used when the engine is started with its
FADEC off.
Each outboard thrust lever has an autothrottle disconnect button. A brief press on either
button disconnects the autothrottle. If either button is pressed and held for more than three
seconds, the TMC is also turned off. Control is then directly through the FADECs.
Each inboard thrust lever has a TOGA button. The TOGA button is used:
To activate the take-off thrust mode and to engage the autothrottle for take-off.
FCOM:V1-002
Nov 01 /09
ENGINES
Overview
Chapter 9 Topic 1
Page 7
-+- --...
TOGA buttons
FCOM:V1-002
Red lamps
Nov 01 / 09
ENGINES
Overview
Chapter 9 Topic 1
Page a
AND
AND
The thrust button logic assumes that an engine has failed if:
The difference between the N1 of engine 1 and the N1 of engine 4 is greater than
10%.
OR
The difference between the N1 of engine 2 and the N1 of engine 3 is greater than
10%.
When the thrust button is inhibited, the thrust rating can still be changed using the TRP
thrust rating selectors.
The THRUST button does not have an ON annunciator. The THRUST button and the LVL
CHG mode selector are side by side. Take care to choose the correct selector.
FCOM:V1-002
Nov 01 /09
ENGINES
Overview
Chapter 9 Topic 1
Page9
Thru~St
FCOM:V1-002
button
i-v1-09-00085
Nov 01 / 09
ENGINES
Overview
Chapter 9 Topic 1
Page 10
Two fields in the top left of the PFD are reserved for thrust annunciations. One is for the
AfT status, the other is for the thrust mode. There is also an AfT disconnect annunciator
on each pilot's flight annunciators. The annunciations are shown in Figure 1.5.
The AfT status annunciator is green when the autothrottle is engaged and white when the
autothrottle is armed.
The AfT flight annunciator illuminates whenever the autothrottle is disengaged:
The
For four seconds when a normal disconnect is made using either thrust lever
automatic disconnect button.
For one and a half seconds if the autothrottle is disengaged by selecting the AfT
switch on the MCP to OFF.
Until either thrust lever AfT disconnect button is pressed if the FGS automatically
disconnects the autothrottle.
AfT status
When the AfT is engaged, the thrust mode indicates what the autothrottle is doing.
If the autothrottle is setting a TRP rating, the thrust mode indicates the selected TRP
rating. For example, if the autothrottle is holding the TRP rating of CLIMB NORM, the
thrust mode is annunciated as CLB NORM.
If the autothrottle is holding speed, the speed held is indicated in the MCP lAS/MACH
window. If MACH is in the window, the thrust mode is annunciated as MACH; if lAS is in
the window, the thrust mode is annunciated as lAS.
If the autothrottle is retarding the thrust levers, the thrust mode is annunciated as RETARD.
When the autothrottle is disengaged and the TRP thrust rating is TOGA or MCT, the thrust
mode annunciator indicates the thrust rating that the TMC is setting. If the autothrottle is
disengaged and the TAP thrust rating is CLIMB, the thrust mode field is blank.
If the thrust mode annunciator is green, the mode is active. If the thrust mode is armed,
the thrust mode annunciator is white.
In the air, the thrust mode is either active or off, so the thrust mode field is either green or
blank.
On the ground, the MCT and CLIMB thrust ratings are inhibited, so the only thrust ratings
available on the ground are TOGA MAX and TOGA REDU. The selected rating defaults to
the arm status. The only two armed thrust mode annunciations are TO MAX and TO
REDU. The selected thrust mode is activated by setting 45% N 1 or more and then
pressing either of the thrust lever TOGA buttons.
On the ground, the autothrottle goes to the arm state when the AfT switch is put to ARM;
the AfT status annunciator will be white. The autothrottle is engaged by setting 45% N1 or
more and then pressing either of the thrust lever TOGA buttons.
FCOM:V1-002
Nov 01 /09
ENGINES
Overview
Chapter 9 Topic 1
Page 11
Ill
When the autothrottle is engaged, the thrust: mode to the right of the
AfT status annunciator indicates what the autothrotUe is doi1g, for example:
A !T
lAS
A !T
CLB NORM
A:T
RETARD
In TMC, TOGA and MCT modes, the AfT fiek!IS blank and the thrust
mode field indicates the rating to which the TMC is oontrolliog, for example.
TO MAX
FCOM:V1-002
Nov 01 / 09
ENGINES
Overview
Chapter 9 Topic 1
Page 12
Engines Panel
The engines panel is shown in Figure 1.6. The panel is in the centre of the overhead
panel.
The START PWR switch selects the electrical source of power for engine starting on the
ground. At EXT DC, an external DC supply is used to start the engines. At NORM and
COLD, the output from the aircraft's transformer rectifiers is used to start the engines. At
NORM, external AC, the APU generator or an engine generator may supply the TRs. At
COLD, only an external AC supply may be used to start the engines. At NORM the output
of the TRs is 28 volts; at COLD, the output from the TRs is 36 volts. On some aircraft, the
batteries may be used for an engine start; the START PWR switch must be at NORM.
The START SELECT switch is used to select the engine to be started for both ground and
in-flight starts.
The START MASTER is only used for ground starts and for engine motoring on the
ground. When the switch is at ON, power is supplied to a start busbar. The engine starter
motors are powered via the start busbar. The START PWR ON annunciator indicates that
the start busbar is powered.
Each engine has two igniters: an A igniter and a B igniter. Just one of the igniters or both
the igniters may be used for ground starting. The igniters are automatically turned on and
off in the ground start sequence. A GRND IGN switch, on the AVIONICS overhead panel,
is used to select the igniters to be used for a ground start. The switch does not affect an
in-flight start. Both igniters are always used for an in-flight start.
The ENG IGN A annunciator indicates that the A igniter for the selected engine is being
used for starting. The ENG IGN B annunciator indicates that the B igniter for the selected
engine is being used for starting.
The STARTER OPERATING annunciator indicates that voltage is sensed at the input to an
engine starter motor.
The ENGINE switch initiates a ground start sequence or ground motoring. The switch has
three positions: START, RUN and MOTOR. It is spring loaded from START to RUN and
from MOTOR to RUN. A momentary selection to START, initiates a ground start. A
momentary selection to MOTOR, initiates a ground motoring cycle. The difference
between a motoring cycle and the start cycle is that the igniters are powered during the
start sequence but are not powered during motoring.
The FLT START switch is used for in-flight starting. When the switch is at ON, both the
igniters for the engine selected on the START SELECT switch are powered.
The igniters can also be used continuously. The CONT IGN A switch selects all the A
igniters on; the CONT IGN B switch selects all the B igniters on. The ENG IGN A and ENG
IGN B annunciators do not illuminate when continuous ignition is being used.
Each engine has an ENG ANT ICE switch at the bottom of the panel. Each switch controls
two valves: an intake valve and engine ant-ice valve. At ON, both the valves are open.
The intake valve takes hot air from the HP compressor to the intake; the engine ant-ice
valve takes hot air from the HP compressor to the engine itself.
FCOM:V1-002
Nov 01 /09
Chapter 9 Topic 1
Page 13
ENGINES
Overview
Above each switch lhere are three annunciators: INTAKE HI PRESS, INTAKE LO PRESS
and ENG VLV NOT SHUT.
An INTAKE HI PRESS annunciator indicates that the pressure is higher than normal in the
associated intake. An INTAKE low pressure annunciator indicates that the pressure in the
associated intake is too low for adequate ice protection when th e associated switch is ON.
An ENG VLV NOT SHUT annunciator, indicates that the associated engine ant-ice valve is
not shut.
lv1<09-00073
FCOM:V1-002
Nov 01 / 09
ENGINES
Overview
Chapter 9 Topic 1
Page 14
The ground ignition switch is on the overhead AVIONICS panel. The panel is shown in
Figure 1.7. The switch has three positions: A, BOTH and B. At A, just the A igniter of the
selected engine is used for a ground start; at BOTH, both the igniters of the selected
engine are used for a ground start; at B, just the 8 igniter of the selected engine is used for
a ground start.
FCOM:V1-002
Nov 01 /09
ENGINES
Overview
Chapter 9 Topic 1
Page 15
AVIONICS
FCOM:V1-002
i-v 1-09-00087
Nov 01/09
ENGINES
Overview
Chapter 9 Topic 1
Page 16
Fire Protection
The engine fire protection panel is at the top of the overhead panel. The fire protection
panel is shown in Figure 1.8.
All aircraft have a fire detection loop A for each engine. An optional second loop is
available: loop B. If two loops are fitted for each engine, then four ENGINE FIRE DETECT
switches are fitted: one for each engine. Each switch selects the loop to be used for its
engine. There is a LOOP FAULT caption for each engine on the CWP. The caption
illuminates if the in-use loop fails. If two loops are fitted, then the other loop may be
selected.
Each engine has two fire extinguishers: extinguisher 1 and extinguisher 2. An engine's
extinguishers cannot be shared with another engine. Each extinguisher has an EXT USED
annunciator on the fire protection panel.
Each engine has a fire handle on the fire protection panel and a white FIRE HANDLE
caption on the CWP. Each fire handle is held in place by a detent. A strong pull is
required to pull the fire handle out of the detent; the handle then stops at a baulk. The
associated FIRE HANDLE caption illuminates when the handle is at the baulk. Rotating
the handle clockwise clears the baulk. The handle can then be pulled all the way out; the
handle straightens as it is pulled fully out.
When the handle is fully out:
The air, electrical and hydraulic supplies from the engine are turned off.
A fire bell.
FCOM:V1-002
Nov 01 /09
ENGINES
Overview
Chapter 9 Topic 1
Page 17
.. - .
. ; '------1
ENG 1 EXT ENG 1 EXT
# 1 USED # 2 USED
iv1 -09-00075
FCOM:V1-002
Nov 01 / 09
ENGINES
Overview
Chapter 9 Topic 1
Page 18
The CSP captions are shown in Figure 1.9. There are two captions: a green ENG IGN ON
caption and a green ENG A ICE ON caption.
The ENG IGN ON caption indicates that either of the two CONT IGN switches is ON.
The ENG A ICE ON caption indicates that:
OR
An intake ant-ice valve is open when its ENG ANT-ICE switch is OFF. This allows
detection of an intake valve failed in the open position.
FCOM:V1-002
Nov 01 /09
ENGINES
Overview
Chapter 9 Topic 1
Page 19
FCOM:V1-002
Nov 01 / 09
ENGINES
Overview
Chapter 9 Topic 1
Page 20
The CWP captions are shown in Figure 1.1 o. The top seven rows of the CWP are
dedicated to the engines: column 1 is for engine 1, column 2 is for engine 2, column 3 is for
engine 3 and column 4 is for engine 4.
The first row contains a white ENG FIRE HANDLE caption for each engine. A caption
means that the associated engine's fire handle has been pulled to the baulk. The second
row contains a red ENG FIRE caption for each engine. A caption means that a fire has
been detected in the associated engine's pod. The third row contains an amber LOOP
FAULT caption for each engine. A caption indicates that:
For aircraft with just one fire loop, the loop has failed.
For aircraft with two fire loops, the selected loop has failed.
The fourth row contains a red PYLON OVHT caption for each engine. A caption indicates
that hot air from the engine HP compressor is leaking into the forward part of the
associated engine's pylon. The details are given in CHAPTER 4- Air Supply.
The fifth row contains a red OIL LO PRESS caption for each engine. Each engine has an
oil pump driven by the engine's accessory gearbox. An OIL LO PRESS caption indicates
that the oil pressure delivered by the associated engine's oil pump is too low.
The sixth row contains an amber FUEL LO PRESS caption for each engine. A caption
indicates that the pressure from the aircraft's fuel system at the inlet to the associated
engine's fuel system is too low.
The seventh row contains a white FILTER CLOGGED caption for each engine. A caption
indicates that the associated engine's low pressure fuel filter is clogged.
There are three other captions: an amber ENG VIBN caption, an amber ENG OVSPD
caption and an amber FADEC caption.
The ENG VIBN caption is in column 1 but the caption is not dedicated to engine 1. The
ENG VIBN caption indicates that there is a high level of vibration in one of the engines.
The ENG OVSPD caption is in column 2 but the caption is not dedicated to engine 2. The
ENG OVSPD caption indicates that one of the engines has been automatically shut down
because its LP shaft has gone over-speed.
The FADEC caption is in column 1 but the caption is not dedicated to engine 1. The
FADEC caption indicates that there is a fault in one of the FADECs. The associated
FADEC FAULT annunciator will be illuminated above the PEDs.
FCOM:V1-002
Nov 01 /09
ENGINES
Overview
Chapter 9 Topic 1
Page 21
----I
... 1
i-v1 -09-00089
FCOM:V1-002
Nov 01 / 09
ENGINES
Overview
Chapter 9 Topic 1
Page 22
AND
FCOM:V1-002
Nov 01 /09
ENGINES
Overview
Chapter 9 Topic 1
Page 23
..
i-v1-09-00090
FCOM:V1-002
Nov 01/09
ENGINES
Overview
Chapt er 9 Topic 1
Page 24
An alternative supply used when the FUEL QTY button is pressed (E 15).
---111>~
o e o
PED alternative supply us ed when the FUEL QTY test button is pressed
l-v1 -09-00079
FCOM:Vl-002
Nov 01 /09
Chapter 9 Topic 1
Page 25
ENGINES
Overview
Each engine fire extinguisher discharge circuit (C16 to C19 and 016 to 019).
Each engine fire detection loop (E 16 to E 19 and F16 to F 19).
All engine loop A warning and test circuits (E20) and all engine loop 8 warning and
test circuits (E22).
Figure 1.13 - Fire Circuit Beakers
o o e
i-v 1-09-00091
FCOM:V1-002
Nov 01 / 09
ENGINES
Overview
Chapter 9 Topic 1
Page 26
The CONT IGN A 1 + 4 circuit breaker (832) supplies the A igniters for engines 1 and 4
when continuous ignition A is selected.
The START + CONT IGN 8 CTRL circuit breaker (833} supplies:
The CONT IGN B 2 + 3 circuit breaker {835} supplies the B igniters for engines 2 and 3
when continuous ignition 8 is selected.
FCOM:V1-002
Nov 01 /09
ENGINES
Overview
Chapter 9 Topic 1
Page 27
1-vi-0~92
FCOM:V1-002
Nov 01 / 09
Gener al Description
A schematic of the engine is shown in Figure 2. 1. A three-dimensional section is shown in
Figure 2.2.
Each -engine has two spools: a high-pressure (HP) spool and a low-pressure (LP) spool.
The LP spool consists of:
An LP shaft.
A two-stage LP turbine.
A single-stage fan.
A two-stage LP compressor, also called a supercharger.
A reduction gearbox.
The LP turbine is mounted on the rear of the LP shaft. The front end of the LP shaft is
connected to the input of the reduction gearbox. The output of the gearbox drives the fan.
The LP compressor is mounted behind the fan and is directly connected to the fan.
The reduction gearbox allows the fan and LP turbine to run in their optimum speed ranges:
high speed for the turbine, low speed for the fan.
The HP spool consists of:
A HP shaft.
A two-stage turbine.
The HP and LP shafts are concentric; the LP shaft passes through the HP shaft.
The HP turbine is mounted on the rear of the HP shaft. The axial compressor is mounted
on the front of the HP shaft.
The c-entrifugal compressor provides the last stage of compression and is mounted on the
shaft behind the axial compressor.
An annular reverse-flow combustor is mounted around the turbines. The advantage of the
reverse flow combustor over a straight-through combustor is that the length and weight of
the engine is reduced. Fuel is supplied to the combustor by 28 fuel nozzles.
The HP spool and LP turbine together form the core engine. The core engine drives the
fan. The fan produces the bulk of the thrust.
A jet pipe is attached to the rear of the LP turbine casing.
A small portion of air from the centrifugal compressor is used to cool the HP turbine rotors
and stators. The LP turbine is not cooled.
FCOM:V1 -002
Nov 01 /09
ENGINES
Mechanical Configuration
Chapter 9 Topic 2
Page 2
Principle of Operation
Air from the engine intake enters the fan. An airflow splitter behind the fan divides the
airflow into two paths: one into a fan bypass duct and the other into the LP compressor.
The fan bypass duct airflow passes through fan exit guide vanes and is then guided over
the rear of the engine core. The bypass airflow produces the bulk of the engine thrust.
Air from the LP compressor is guided i nto the HP compressor. The output of the
centrifugal compressor is guided around and into the combustor. The direction of the air is
reversed in the combustor. Some air is mixed with the fuel in the combustor and burnt.
The remaining air cools the combustor.
The compressors add pressure energy to the air and the combustor adds heat energy to
the air.
On leaving the combustor, the direction of the airflow is again changed by 180; the air
then enters the HP turbine. The turbine extracts energy from the air to drive the HP
compressor and the accessory gearbox.
The air then passes into the LP turbine. The LP turbine extracts energy from the air to
drive the fan and the LP compressor. The air from the LP turbine passes through the jet
pipe to atmosphere. This air produces only a small amount of thrust.
Figure 2.1 - Engine Schematic
Airflow splitter Reduction gearbox
HP compressor
Axial
Centrifugal
lrfl
....---- Combustor
Jet efflult
Jet efflux
_..,......_
B~pau
FCOM:V1-002
airflow
Fan, compressor
and turbine stator
blades not shown.
Nov 01 / 09
ENGINES
Mechanical Configuration
Chapt er 9 Topic 2
Page 3
Centrifugal
Combustor
LP turbine
Accessory
gearbox drive
Fan
Reduction gearbox
Bleed Band
There are holes in the axial compressor casing around the sixth stage. The holes are
surrounded by a metal band. An actuator, controlled by the FCU, tightens or loosens the
band. When the band is tight, the holes are sealed. When the band is loose, air is bled
from the sixth stage to prevent compressor surge. Air is bled from the sixth stage:
During starting.
At low RPM.
During engine acceleration and deceleration.
FCOM:V1-002
Nov 01 /09
ENGINES
Mechanical Configuration
Chapter 9 Topic 2
Page 4
Modular Constructi on
For maintenance ease and flexibility, the engine is built in four modules:
Fan module.
The modules and their constituent parts are shown in Figure 2.3.
Figure 2.3 - Engine Modules
Fan module: - - - - - - . ,
;. Fan.
, Fan exit guide vanes.
, Reduction gearbo x.
, LP compressor.
Fan
casing
II"
Spinner /
Fan
Starter motor drives
HP shaft through the
accessory gearbox.
FCOM:V1-002
Nov 01 / 09
ENGINES
Mechanical Configuration
Chapter 9 Topic 2
Page 5
FCOM:V1-002
Nov 01/09
ENGINES
Mechanical Configuration
Chapter 9 Topic 2
Page6
FCOM:V1-002
Nov 01 /09
Pylon
A pylon attached to the wing supports each engine. The pylon contains service lines for
the electrical system, hydraulic system, fuel system and air supply system.
A pylon beam is attached to the wing front spar. The beam supports the engine through a
forward engine mounting and an aft engine mounting. The forward engine mounting
supports the weight of the engine through two attachment points on the engine. The
arrangement is shown schematically in Figure 3.1.
Figure 3.1 - Pylon
Front spar
Pylon beam
Pod
The pod is shown in Figure 3.2. The main components of the engine pod are:
A nose cowling or air intake.
A removable jet-pipe fairing. It must be removed before the rear doors are opened.
The nose cowling forms the air intake and contains two engine fire extinguishers.
The two forward cowling doors enclose the fan module and the accessory gearbox.
The two rear doors enclose the core engine. The doors contain a bypass duct that mates
to the fan casing bypass outlet- Figure 3.3.
The forward cowling doors have hinged panels for maintenance, fire extinguisher access
and pressure relief. They are shown in Figure 3.2.
The pod is divided into two fire zones: zone 1 and zone 2 . Zone 1 is enclosed by the two
forward cowling doors. Zone 2 is enclosed by the two rear cowling doors. A fireproof wall
separates the two zones. The nose cowling is separated from zone 1 by a fireproof wall.
FCOM:V1-002
Nov 01 /09
ENGINES
Pylon and pod
Chapter 9 Topic 3
Page 2
I I
lOG sight
glass door
Pylon cowling
I I
I I
IDG slgflt
glass door
FCOM:V1-002
Nov 01 / 09
ENGINES
Pylon and pod
Chapt er 9 Topic 3
Page 3
Pod Covers
Covers are provided for:
The intake: see Figure 3.2.
Inside or rear
cowling door
Outside of rear
cowling door
Bypass duct
Bypass dud
in rear door
Outside of rear
cowling door
Fan casi ng bypass outlet
blank
FCOM:V1-002
Nov 01 /09
ENGINES
Pylon and pod
Chapter 9 Topic 3
Page4
FCOM:V1-002
Nov 01 /09
General
The engine fuel system takes fuel from the aircraft fuel system, raises the fuel pressure
and then meters the fuel to the combustion chamber to control the engine speed. The fuel
system is shown schematically in Figure 4.2. The system components are shown in Figure
4.1.
Each engine has a FUEL LO PRESS and a FILTER CLOGGED caption on the CWP. The
FUEL LO PRESS annunciator is amber. The FILTEA CLOGGED annunciator is white. An
ENG OVSPD amber caption on the CWP will illuminate if an over-speed is sensed on any
engine.
Components
The engine fuel system consists of:
An LP filter.
An HP filter.
An over-speed valve.
A flow divider.
An ecology drain system.
The metering valve meters the fuel flow to the combustor in response to thrust lever
position. The metering valve is normally controlled by the FADEC ECU; if the FADEC fails,
the HMU controls the metering valve.
The fuel-oil heat exchanger is in two parts. One part, the pre-heater, uses warm oil to heat
the fuel before it enters the LP filter. The other part, the oil cooler, uses fuel to cool the hot
oil returning from the engine bearings and gear boxes to the oil tank.
Ice crystals in the fuel could block the LP fuel filter. The pre-heater melts any crystals in
the fuel. The liquid water droplets pass through the engine harmlessly.
The over-speed valve is used to shut the engine <!own automatically in the event of an
over-speed of the LP shaft.
The flow divider divides the fuel flow to the combustor nozzles into primary and secondary
flows. The primary flow is the main source of fuel to the nozzles during starting. At ground
idle, the secondary fuel flow is the main source of fuel for the nozzles. The secondary fuel
flow increases markedly as engine speed increases above ground idle but the increase in
the primary flow is small.
The ecology drain system stores fuel drained from the combustor on engine shutdown.
After engine start, a jet pump (see CHAPTER 13-Fuel System for description of a jet
pump) draws fuel from the ecology drain tank and reintroduces the fuel to the LP pump
inlet.
FCOM:V1 -002
Nov 01 /09
ENGINES
Fuel System
Chapter 9 Topic 4
Page 2
to FClll
Ganorator eonstant spGGd drfva
Thrust lever
HP pump
l.;t109.o<!DIIe
FCOM:V1-002
Nov 01 / 09
ENGINES
Fuel System
Chapter 9 Topic 4
Page3
Fuel Flow
FCOM:V1-002
Nov 01 /09
ENGINES
Fuel System
Chapter 9 Topic 4
Page 4
Pressure switch
<::::::=--=::::~
Rotary drive
Aircraft syst em
pressure
~--=1 Jet p u lm P t4 -
Flow d ivider
Jet pump:
, Powered by HP fuel.
handle
FUEl. LO
PREIS
Fuel bypassed to LP
_ ...__ filter Inlet on over-speed.'--_:.;.;_,;;___,
LP fuel
Impending
bypass Indicator
Fuel-oil heat exchanger
HP filter
Oil out
Fuel
pre-heater
Accessory
gearbox
011 coole
Oil in
LP filter
F lo wmeter
sensor
Flowmeter
HMA
HP fuel
FADEC
ECU
Shut-off
valve
Bleed
band
i-Y1~000117
FCOM:V1-002
Nov 01 / 09
ENGINES
Fuel System
Chapter 9 Topic 4
Page 5
Each engine has a hydro-mechanical unit (HMU). The HMU is on the engine. The HMU
contains a simple hydro-mechanical fuel control unit and a metering valve.
Engine Control is shown schematically in Figure 4.3. Mounted on each engine are a
hydro-mechanical unit (HMU) and a full authority digital engine control (FADEC) electronic
control unit (ECU).
A fuel pump, driven by the accessory gearbox, passes high pressure fuel to a metering
valve inside the HMU. From the metering valve the fuel passes to the combustors. The
metering valve controls the speed of the engine. The valve position can be controlled
electrically by the FADEC or hydro-mechanically by the hydro-mechanical control section
of the HMU.
The thrust levers are connected to the HMUs by cables and rods. The thrust lever position
drives the hydro-mechanic control and a position sensor on the HMU. The position sensor
electrically sends the thrust lever position to the FADEC ECU.
The hydro-mechanical control can be turned on and off by the FADEC. When the FADEC
is on and serviceable, the hydro-mechanical control is turned off. When the FADEC fails or
is turned off, the hydro-mechanical control is turned on.
Normally, the FADEC is in control. If the FADEC fails, its engine will be under manual or
FADEC OFF control.
With the FADEC in control, the bleed band is controlled by the FADEC. In
hydro-mechanical control, the bleed band is controlled hydro-mechanically as a function of
N2.
FCOM:V1-002
Nov 01 /09
Chapter 9 Topic 4
Page6
ENGINES
Fuel System
Figure 4.3 - Metering Valve Control
lever
HMU
~otored
fuel
to the
ombustors
Position
motor
sensor
Eleetr~cal
signal
L...__ _
Electrical signal
FADEC
ECU
FCOM:V1-002
Nov 01 / 09
ENGINES
Fuel System
Chapter 9 Topic 4
Page 7
Engine Over-speed
The controller monitors the three speed sensors. If any one of the three speed sensors
exceeds the equivalent of 104% N1 , the controller will operate the over-speed shutdown
valve and illuminate the ENG OVSPD caption. The valve shuts down the engine by closing
the fuel flow to the flow divider and bypassing the fuel back to the inlet of the LP filter.
Each engine has a test button on the overhead TEST panel. The test circuit is only
functional between 26% and 40% uncompensated N1 . The test button tests the controller
and the valve.
When the test button is pressed, the controller is tested. If the test is satisfactory:
The over-speed valve bypasses fuel to the inlet of the main filter.
The test button is not protected by the squat switch circuit. However, if N1 is above 40%
uncompensated, the test is inhibited.
After a test or an actual over-speed, the over-speed valve is latched in the bypass state
and the ENG OVSPD caption is latched on until:
OR
Electrical power is removed from the over-speed circuit. A circuit breaker for each
engine over-speed trip controller is on the overhead circuit breaker panel.
FCOM:V1-002
Nov 01 /09
ENGINES
Fuel System
Chapter 9 Topic 4
Pages
LP shaft
forward speed
sen sor
LP iturbine
speed
sensor1
LP turbine
speed
sensor 2
Hfuminates when
Reset relay
To combustor
Roof panel circuit breaker.
One for each engine.
The reset relay breaks the power supply to the controllers for
2 sec when either:
;... The FLT START switch is ON and the START SELECT switch is
selected to the associated engine.
OR
;... A ground start initiated.
FroM FCU
The controller can also be reset by tripping and resetting its circuit breaker.
The controller shuts the over-speed valve if:
J;o- Any speed sensor senses a speed greater than 104%.
OR
J;o- The test button is pressed.
Fuel bypassed to
main filter inlet
on over-speed.
i-v1-09-00099
FCOM:V1-002
Nov 01/09
Chapter 9 Topic 4
Page9
ENGINES
Fuel System
3/
4
full.
AND
If air enters the jet pump, the air passes into the engine fuel system and the engine
rumbles. Air can enter the jet pump if the float valve remains open when the ecology drain
valve is open or if there is a leak in the piping. A rumble due to air entering the fuel system
from the ecology drain system will normally stop once N2 is above 60% because the jet
pump valve closes at 60% N2 .
If the system fails to remove the fuel from the tank, it will eventually fill and fuel will
overflow through an overflow pipe.
Figure 4.5 - Ecology Drain Schematic
Combustor
Open when engine shut down.
Closed when engine runmng
To HP
fuol systom
HP fuel
motJve now for jot pump.
Overflow~ _ _r,;:;.:;::-l
pipe r
Open between
Ecology
drain
tank
50 a nd 60% N2.
Non return valve
Open when tank
moro th n Ji lull.
Jot pump
FCOM:V1002
lnd
w from tank
Nov 01 /09
ENGINES
Fuel System
Chapter 9 Topic 4
Page 10
FCOM:V1-002
Nov 01 / 09
General
Each indicator has an oil pressure gauge, an oil temperature gauge and an oil quantity
gauge.
Oil Flow
The oil system is shown schematically in Figure 5.1. The positions of the oil system
components are shown in Figure 5.3.
Oil is stored in a tank on the lett side of the engine. An oil pump is driven by the accessory
gearbox. The pump is in three sections: a pressure pump, scavenge pump 1 and
scavenge pump 2. The pressure pump draws oil from the tank and passes it through a
main filter to:
The oil from the forward services and the HP shaft rear bearing drains into a sump above
the accessory gearbox. A chip detector is in the line between the HP shaft rear bearing
and the sump.
The oil in the sump drains into the accessory gearbox. Scavenge pump 1 draws oil from
the accessory gearbox. Scavenge pump 2 draws oil from the LP shaft rear bearing.
The output of the scavenge p umps is cooled by fuel in the oil cooler section of the fuel-oil
heat exchanger. The oil is returned from the cooler to the oil tank via the main chip
detector.
Vent
The oil returning to the tank contains a large amount of air. The air is removed from the oil
by a swirl chamber separator in the tank. The air is vented to the accessory gear box
where it mixes with the oil. A centrifugal air-oil separator removes the air from the oil and
passes it to atmosphere via the accessory gearbox witness drain mast.
FCOM:Vt -002
Nov 01 /09
ENGINES
oil .s ystem
Chapter 9 Topic 5
Page 2
Temperature transmitter
II Pressure transmitter
------1
Rotary drive
Pressure switch
OIL
LO PRESS
LP shaft rear
bearing
Sump
Filter has:
,. Bypass.
,. Impending
bypass pop-out
Accessory
gearbox
011-air
Overboard
vent
ed
r - - - --,.- Mete
f
out
Oil cooler
Oil tank
supply
Oil tank
FCOM:V1-002
Nov 01 / 09
ENGINES
oil system
Chapt er 9 Topic 5
Page 3
Later standard
FCOM:V1 -002
Nov 01 /09
ENGINES
oil .s ystem
Chapter 9 Topic 5
Page 4
FAOEC
ECU
Accessory
gearbox
breather pipe
...,, ,00-()0102
FCOM:V1-002
Nov 01 / 09
General
Besides providing thrust, the engine supplies power to other systems:
The aircraft electrical system.
Electrical System
Each outboard engine drives an AC generator. The accessory gear box drives the
generator via a Constant Speed Drive (CSD). The CSD and generator come as a unit
called the Integrated Drive Generator (lOG). The lOG has a self contained oil system for
cooling lubrication and speed control. The IDG is shown in Topic 5, Figure 5.3 and is
described in CHAPTER 8 - Electrical System.
Hydraulic System
Each inboard engine drives a hydraulic pump. The engine 2 pump powers the yellow
hydraulic system and the engine 3 pump powers the green system. The pumps are
described in CHAPTER 14 - Hydraulic System ; a pump is shown in Figure 5.3.
Air Power Off-takes
The air power off-take bleeds are shown in Figure 6. 1.
Air is bled from the output of the centrifugal compressor for the aircraft air supply system.
The air is passed through a pressure and temperature control system in the pylon. Air is
bled from the fan bypass flow to cool the air bled from the compressor. The system is
described in CHAPTER 4 -Air Supply.
Air is bled from the centrifugal compressor inlet to heat the intake and the early stages of
the engine itself. The system is described in Topic 7, Ice Protection.
FCOM:V1 -002
Nov 01 /09
ENGINES
Power Off-takes
Chapter 9 Topic 6
Page 2
Intake ant-ice
bleed_
,.
~~
..v 1-09-00' 03
FCOM:V1-002
Nov 01 / 09
Proteoeted Areas
Ice protection is provided by hot engine oil and HP compressor bleed air. The protected
areas are shown in Figure 7.1, Figure 7.2 and Figure 7.3. A control and indication
schematic is shown in Figure 7.4.
Hot engine oil is directed to the spinner whenever the engine is running.
An ENG ANT-ICE switch for each engine is on the ENGINES panel. Each switch controls
two valves. One valve, the intake valve directs HP compressor air to the associated intake
lip; the other valve, the engine valve, directs HP compressor air to the associated splitter
lip and LP compressor inlet guide vanes. The engine valve is an on/off valve. The intake
valve is an on/off valve and a pressure regulator.
A vertical bulkhead splits the intake cowling into two parts. The intake valve and two
pressure switches are in the rear part. The front part contains a circular pipe. The intake
valve outlet is connected to the circular pipe. Holes in the circular pipe direct air onto the
intake lip when the intake valve is open. A panel on the lower right side of the cowling
allows access for maintenance. The panel also opens automatically if a leak from the
intake supply causes a high pressure in the rear part of the intake cowling.
Figure 7.1 -Protected areas
Splitter lip
Spinner
The spinner is alWays
protected by hot engine oil.
Intake lip
Intake anlice provides hot a ir
to the Intake lip
FCOM:Vt -002
Nov 01 /09
Chapter 9 Topic 7
Page 2
ENGINES
Ice Protection
Figure 7.2 -Intake Protection
Intake lip
Diffuser\
..
Hot alr from centrifugal
comprvssor output
...
~~~
Bypass ai rflow
Heated Inlet
guide vanes
1-v1 0IHIO t 05
FCOM:V1-002
Nov 01 / 09
ENGINES
Ice Protection
Chapter 9 Topic 7
Page3
Indication
There are three annunciators for each engine on the ENGINES panel: a white ENG VLV
NOT SHUT annunciator, an amber INTAKE HI PRESS annunciator and an amber INTAKE
LO PRESS annunciator. The ENGINES panel is shown in Figure 7.5.
An ENG VLV NOT SHUT annunciator illuminates if pressure is sensed downstream of the
associated engine valve. Illumination of the annunciator does not depend upon the
position of the ENG ANT-ICE switch.
An INTAKE HI PRESSURE annunciator illuminates if the intake valve fails to regulate the
pressure and the supply pressure to the associated intake becomes too high. Illumination
of the annunciator does not depend upon the position of the ENG ANT-ICE switch.
An INTAKE LO PRESS annunciator illuminates if the associated ENG ANT-ICE switch is
ON and the pressure in the intake is too low for adequate ice protection in flight.
On the ground, the INTAKE LO PRESS annunciator extinguishes as N2 rises above
approximately 53%. At ground idle, the annunciators may be illuminated. However, the
intake will be protected if the associated intake valve is open. To prevent nuisance
triggering of the MWS attention getting, the input to the MWS from the INTAKE LO PRESS
annunciators is inhibited at low thrust lever angles.
A green ENG A ICE ON caption is on the CSP. The caption illuminates if:
OR
There is pressure in an intake when its switch is OFF. If a valve fails open, the
caption will remain illuminated when engine ant-ice is selected off.
The electrical circuit to the ENG A ICE ON caption is different for the two cases. A failed
valve can be detected by switching each switch ON and then OFF in turn. When the
switch associated with the failed valve is operated, the caption will blink.
FCOM:V1-002
Nov 01 /09
Chapter 9 Topic 7
Page 4
ENGINES
Ice Protect ion
Start
The intake valve and the engine valve are both signalled to open during engine starting.
During ground starts, the valves remain open until N2 is greater than 40%. During flight
start the valves are open:
While the FLT START switch is ON.
AND
AND
An ENG VLV NOT SHUT annunciator will illuminate when its valve is signalled open and
N2 is greater than approximately 35%.
The ENG A ICE ON caption will illuminate when an intake valve is signalled open and the
associated N2 is greater than approximately 53%; so the caption does not illuminate due to
automatic signalling of the valves during a ground start.
Figure 7.4 - Ice Protection Schematic
IENGVALVE I
NOT SHUT 1
..
HP compressor
'!
Intake
..
Centrifugal
compressor
Axial
compressor
'
II ENGO~ ICE I
"\
I INTAKE I
LO PRESS
I,
ON
OFF
Associated switch ON
AND
1r
Low pressure 1n associated Intake.
,. Any switch ON
OR
,. Pressure 1n an intake with the associated switch OFF.
FCOM:V1-002
ENG
ANT-ICE
Intake ant-ice
valve
Logic
IStart signal I
iV1-Q9. QQ1 06
Nov 01 / 09
ENGINES
Ice Protection
Chapt er 9 Topic 7
Page 5
AND
Associated switch at ON.
FCOM:V1 -002
Nov 01 /09
ENGINES
Ice Protection
Chapter 9 Topic 7
Page6
FCOM:V1-002
Nov 01 /09
General
Each engine has two igniter plugs in the combustor: igniter A and igniter B. Each igniter
plug is energised by an exciter: exciter A and exciter B.
The exciters are powered by low voltage DC. The exciter provides a high voltage to its
igniter plug. The igniters are on the left side of the fan casing -see Figure 8.1.
The igniters are used during flight and ground starts. They can also be selected
continuously to prevent flameout in adverse atmospheric conditions. The ignition system is
shown schematically in Figure 8.2.
Continuous Ignition
Continuous ignit ion is selected by two switches on the ENGINES panel -see Topic 10,
Figure 1 0.1. One switch controls all the A igniters; the other controls all the B igniters.
When either switch is ON, a green ENG IGN ON caption illuminates on the CSP; the
caption does not illuminate during ground or flight starting.
Starting
There are two green ignition annunciators on the overhead panel : ENG IGN A ON and
ENG IGN BON.
For an in-flight start, a FLT START switch must be selected ON and a rot ary SELECTOR
selected to the appropriate engine. The ENG IGN A ON and the ENG IGN B ON
annunciators illuminate as soon as the FLT START switch is selected ON. However, to
power the exciters, the FL T START switch must be ON and the associated engine selected
on the rotary selector.
When the ground start circuits apply power to an A exciter, the ENG IGN A ON annunciator
illuminates; when the ground start circuits apply power to a B exciter, the ENG IGN B ON
annunciator illuminates.
A threeposition GRND IGN switch on the overhead MISC panel determines which igniters
are used during ground starting. The positions are A, BOTH and B. Normally just one
igniter is used; this prolongs igniter life and allows early identification of an igniter failure.
The GRND IGN switch has no effect on the igniters during in-flight starting. Both igniters
are always used during flight starting.
Figure 8.1 - Ignition Exciters
Exciter B
Exciter A
FAOEC ECU
011 tank
FCOM:V1 -002
Nov 01 /09
ENGINES
Ignition
Chapter 9 Topic 8
Page 2
J;>
J ENG IGN
I
J;>
AON
Exciter A
Igniter A
On
roof
panel
GRND IGN
A
1- -t
OFF
CONTIGN
A
ON
..I
I
~
START SELECT
ENG IGN
BON
Igniter B
./
f-
OFF
On
MWP
On
roof
panel
a'-
START SELECT
Ground start
'I
Combustor
FLT START
ON
BOTH
1 ENG IGN
ON
...
Exciter B
r---
START
MASTER
Do'
D"'"'
OFF
ENGINE
RUN
MOTOR
AND
N2less than 40%.
Signal will go to igniters selected on GRND IGN switch.
Whenever an exc1ter IS Signalled on dunng ground start,
the associated roof panel ENG IGN ON illuminates.
"'
iV10900108
FCOM:V1-002
Nov 01/09
Gener al
Two electronic engine displays are fitted side by side on the centre instrument panel. They
are called Primary Engine Displays (PEDs). The two PEDs form four columns of
instruments: engine 1 to 4 from left to right. The instrument layout is shown in Figure 9.1.
The left PED is shown in Figure 9.3.
The display elements are light emitting diodes (LEOs). All the LEOs are green apart from
an N1 bug which is amber.
The left PED displays:
Data for engines 1 and 2.
Left wing tank fuel quantit y.
Vibration.
N1.
EGT.
Coloured Markings
The N 10 EGT and N2 displays have:
A green arc indicating the normal operating range. The N2 green arc is narrower in
the range from ground idle to minimum flight idle (60%).
A red radial to indicate the take-off steady state limit.
The EGT and N2 displays have an amber arc from the MCT limit to the take-off steady
state limit.
FCOM:V1002
Nov 01 /09
ENGINES
Engine Indication
Chapter 9 Topic 9
Page 2
FCOM:V1-002
Nov 01 / 09
Chapt er 9 Topic 9
Page 3
ENGINES
Engine Indication
Limit Exceedance
If the take-off steady state limit is exceeded, the leftmost place of the numeric digits is
shown as:
OR
Examples are shown in Figure 9.2. The warning is removed once the parameter is
reduced to the limit value.
Figure 9.2 - Exceedance Indication
N1
numeric display
.....
.....
.......
.....
..... . .
110 1 1
>>);>
);>
At 100.0%.
Above the take-off limit of 97%.
Leftmost place has a one.
Leftmost place in reverse video.
}}.>
}.>
.....
.... .
...........
... .... .
I ll
I ll
..
At 63s c .
Above the take-off limit of 532c.
Leftmost place does not have a digit.
Leftmost place displays a block.
i-v1 -09-00110
The flashing stops once the speed is reduced to the take-off limit.
The EGT display will flash when the EGT transient take-off limit is exceeded; the flashing
will stop when the EGT is reduced to the steady state take-off limit.
The N 2 and EGT displays will also flash if the MCT limit is exceeded for more than 5
minutes; the flashing ceases once the parameter is reduced to the MCT value.
Exceedances are stored by the PED until power is removed from the PED. Exceedances
can be viewed by pressing the test button twice with a separation of between half and two
seconds; the button must be held in after the second press. The highest value of the
exceedance is shown for two seconds; then the time above the limit value is shown for two
seconds; while the time is being shown, SEC is shown vertically on the rightmost place of
the display. The display will alternate between the two values for as long as the button is
held pressed.
FCOM:V1 -002
Nov 01 /09
ENGINES
Engine Indication
Chapter 9 Topic 9
Page 4
N1 bug position:
Normally set automatx:ally
--r- N1 bug
Transaent tak4!Hlff
limit- red dol
Fuel quantity:
Left PED centre tank.
Fuel quantity:
FCOM:V1-002
]
Test button
lv l o090011 1
Nov 01 / 09
Chapt er 9 Topic 9
Page 5
ENGINES
Engine Indication
Vibration
The engine vibration indication system is shown schematically in Figure 9.4.
Each engine has an accelerometer mounted beneath the HP compressor, between the
axial and centrifugal compressors, to measure engine vibration.
A numeric display is provided for each engine at the top of the PEDs.
All four accelerometers feed into a monitor. The monitor supplies the indicators on the
PEDs. The units of indication are inches per second.
An ENG VIS caption on the CWP illuminates if the vibration amplitude exceeds 1.2
inches per second on any one of the engines for more than three seconds.
A test button on the centre instrument panel tests the monitor. When the button is
pressed, the monitors pass a signal of 2 inches per second to the indicators. On the
PEDs, either 1.9 or 2.0 inches per second is displayed. Three seconds alter 1.2 inches per
second is exceeded, the ENG VIS caption illuminates.
The vibration monitor is powered from ESS AC; the ENG VISN caption requires the
monitor to be powered and ESS DC to be available.
Figure 9.4 - Engine Vibration System
Test button
Engine 4
accelerometer
Engine 3
accelerometer
Engine 2
accelerometer
Engine 1
accelerometer
Monitor
c
, 1_1
u
' I
VIB
-'
VIB
:1
, _,
Top of PEDs
FCOM:V1 -002
ENG
+viBN
i-v1-09-00112
Nov 01 /09
Chapter 9 Topic 9
Page6
ENGINES
Engine Indication
N1 Compensation
Each engine has a compensation resistor. Each resistor sends a fixed value of between
0.5% and 2.5 % to its PED. This value is called the N1 compensation for the engine. The
flight guidance system tells the PEDs when to use the compensation. The arrangement is
shown schematically in Figure 9.5.
When instructed by the FGS, the PEDs add the N1 compensation to the actual N1 , so the
engine is running slower than the indication by the value of the compensation. The
compensation is add ed when the TRP rating is TOGA MAX, TOGA REDU, or MCT. The
compensation is not added when the TRP rating is CLIMB NORM or CLIMB MAX. The
compensation is not added when the TRP is off.
The amount of compensation applied to an engine ensures that the engine will deliver the
required thrust but not give excessive thrust; thus engine life is enhanced. The healthie r
the engine is, the higher the value of compensation.
The magnitude of the compensation is determined by the engine manufacturer following
build or overhaul. The value of compensation may also be changed by maintenance
action.
The amount of compensation can be seen by observing the N, indicators on the ground
when the fan is stationary and the TRP is on.
Figure 9.5- N, Compensation Schematic
Engine 1
compensation
resistor
Engine 3
compensation
resistor
Engine 2
compensation
resistor
Engine 4
compensation
resistor
Flight
Guidance
System
FCOM:V1-002
Nov 01 / 09
ENGINES
Engine Indication
Chapter 9 Topic 9
Page 7
N 1 Bug
The N1 indicator has a bug. A numeric display of the bug position is given above the N 1
indicator; the display is labelled N1 SET. There is a bug setting control for each indicator at
the bottom of the PED labelled PULL SET N1.
The N 1 bug can be automatically or manually set. The SET control has to be pulled to
manually set the bug. When the control is out, "M" precedes the numeric readout. The
numeric readout is called SET N1. When the control is in, the bug and its numeric readout
are presented automatically.
The bug can be manually set to between 78 and 97%.
The SET N1 will flash if an illegal bleed is set when the SET N1 is presented
automatically. The SET N1 does not flash if the SET N1 is manually set.
If a SET N1 knob is in and the TRP is off, AF is written in the SET N1 display.
Fuel Flow/Used
Normally fuel flow is shown by the pointer and numeric display. When a FUEL USED
button at the bottom of the PED is momentarily pressed, both fuel flow pointers are
removed and both numeric displays show fuel used; after 10 seconds, the displays revert
to fuel flow.
When a recessed RESET button at the bottom of the panel is pressed, both displays revert
to fuel used, run down to zero and then revert to fuel flow.
Fuel used is retained in memory for twenty minutes after electrical power is removed from
the display.
Fuel Units
The fuel mass unit is either kg or lb. Aircraft wiring determines which unit is used by the
PEDs. When the fuel flow is less than 84 kg per hr (185 lb per hr), fuel flow is not
displayed; instead, the units are displayed as either KGS or LBS.
Lighting
The fixed legends on the PED are illuminated by incandescent lights; the brightness is
controlled by the left PANEL INST dimmer.
Light sensors on the PEDs sense the ambient lighting. The PED automatically controls the
If an internal failure is detected by the PED, the associated numeric display is blanked; if a
pointer is associated with the display, the pointer is removed.
If an input is lost, the associated numeric display is replaced by dashes; if a pointer is
associated with the display, the pointer is removed.
FCOM:V1-002
Nov 01 /09
ENGINES
Engine Indication
Chapter 9 Topic 9
Page a
Power Supplies
The normal power supplies to the PED are from EMERG DC and ESS DC. EMERG DC
powers the N2 , EGT and fuel quantity displays. ESS DC powers the N 1, fuel flow and
vibration displays.
At the emergency power level, the fuel quantity displays show dashes because the fuel
quantity processors are not powered. However, when a FUEL QTY button above the oil
indicators is pressed, the fuel quantity processors are powered from the BATT 1 BUS and
fuel quantity is displayed.
Pressing the FUEL QTY button also replaces the EMERG DC supply to the PEDs with a
supply from the BATT 1 BUS. With the flight deck not powered, fuel quantity is displayed
when the button is pressed; N2 and EGT are also displayed.
N2 Speed Switches
There are two N2 speed switches in the PED. One is used by the start circuit to cancel the
start at 40% N2 . The other switches the engine ice protection on below 82% N2 during
flight starts.
Test
An unmarked recessed switch, to the left of the FUEL USED push button, is used to test
the display. Holding the switch in for more than two seconds initiates a test if both N 1
indicators are less than 10%; the button must be held in for the duration of the test.
If the test is unsuccessful, a fault code is displayed in the associated indicator.
If the test is successful:
The N1 , EGT, and N2 displays run up to their maximum display values. On passing
the red radial limit the exceedance warning will be displayed. The displays then
return to red limit and the exceedance warnings are removed.
The fuel flow displays run up to the maximum display val ue and then return to 1000
(10.0 indicated).
All the LED segments of the vibration, N1 bug and fuel quantity numeric displays
illuminate.
FCOM:V1-002
Nov 01/09
General
Each engine has a DC powered electric starter motor; the motor turns the HP spool
through the engine accessory gearbox. The motor is connected to the accessory gearbox
via a clutch. The clutch should disconnect automatically when power is removed from the
starter motor.
The motors are only used for ground starting and motoring. Windmilling RPM is sufficient
for in-flight starting.
Power for the motors can be supplied by the TRs or an external DC supply (EXT DC). On
some aircraft a battery start facility is fitted.
The controls and indicators for engine starting are on the upper part of the flight deck
ENGINES panel - Figure 10.1 .
Ground starting and motoring is controlled by four switches: START PWR, START
MASTER, START SELECT and an ENGINE switch.
If a battery start facility is fitted, an EMERG START switch is fitted. The switch is on the
forward edge of the flight deck to avionics bay door frame. The switch is shown in Figure
10.2.
Flight starting is controlled by a FLT START switch and the START SELECT switch.
AI ON, the START MASTER makes power available to a start bus bar and also arms the
starter motor circuits.
The APU has a DC powered electric starter motor; the motor turns the APU through the
APU accessory gearbox. The rnotor is used for ground and airborne starts and is also
supplied via the start busbar.
The START PWR switch determines the power source to be used for starting.
The START SELECT switch determines which engine is to be started.
The ENGINE switch initiates a ground start when momentarily selected to START; the
switch initiates a ground motoring cycle when momentarily selected to MOTOR.
There are two white start annunciators on the ENGINES panel: START PWR ON and
STARTER OPERATING.
The START PWR ON annunciator indicates that there is power on the start bus bar; the
STARTER OPERATING annunciator indicates that there is voltage at the starter motor.
The FLIGHT START switch arms the engine ignition circuits. For a flight start, the START
SELECT switch provides power to the selected engine's igniters, provided the FLIGHT
START switch is ON.
FCOM:V1 -002
Nov 01 /09
ENGINES
Starting
Chapter 9 Topic 10
Page 2
Switch Panel
Emergency
Avionics bay
start switch
lighting switch
Forward
EM ERG
START
BAY LTS
FCOM:V1-002
Nov 01 / 09
ENGINES
Starting
Chapter 9 Topic 1o
Page3
Starting Supplies
The TR starting supplies via a start select contactor for each TR. The TRs can be
supplied by EXT AC, the APU generator or an engine generator (cross-starting).
However, only one of these three supplies can be connected to the start busbar at a time.
Whenever the start busbar is powered, the START PWR ON annunciator illuminates.
EXT DC is connected to the aircraft on the right side of the fuselage just forward of the
hydraulic bay (Figure 10.5).
The APU battery contactor is used to power the start busbar during APU starts from the
battery.
If the engine battery start facility is fitted, the start busbar can be powered from the battery
via the APU battery contactor.
A supply for engine starting can only be connected to the start bus bar when the START
MASTER is ON. The source to be used depends on the position of the START PWR
switch. The switch has three positions: NORM, COLD and EXT DC.
At NORM or COLD, the TR starting supply will be used provided that both TRs are
powered. At NORM the TR voltage is 28 V; at COLD it is 36 V and the TRs will be
disconnected from the main DC busbars.
If EXT DC is plugged in and EXT DC is selected, EXT DC will be connected to the start
busbar. If the main AC busbars are powered, the TRs will supply the main DC busbars.
The voltage of the EXT DC supply can be displayed on the DC voltmeter once EXT DC is
plugged in.
If an engine battery start facility is fitted, a momentary press on the EMERG START switch
connects the batteries to the start busbar provided:
AND
AND
The batteries remain connected to the start busbar and the engine generators are held off
line until the START MASTER is selected OFF.
FCOM:V1-002
Nov 01 /09
ENGINES
Starting
Chapter 9 Topic 10
Page 4
TR 2
DC 1
Start
select
contact ors
DC volts
DC 2
1:~
#2
BATT 1
EXT DC
~6)
)
EXT DC
contactor
BATT 2
BATT 2
optional
1~~~~1:~
battery ,,.
contactor
START BUSBAR
START
To engine
ToAPU
r-~=P=W=R::O:::N::__ _ _ _ _ _ _ _ _ _ _ _s~t~ar~te~r_:m:o~t~o~rs::_.-~
starter motor.
START PWR ON illuminates whenever there is power on the start busbar.
The voltage of EXT DC can be displayed on the de voltmeter once EXT DC is plugged in.
Just one of the following can be connected to the start busbar at a time:
>
>
>
The batteries.
The TR starting supplies.
EXT DC.
>
OR
>
EXT DC.
OR
>
>
>
If engine battery start facility is fitted, s tar t busbar is powered from the batteries if:
>
>
>
>
FCOM:V1-002
Nov 01 / 09
ENGINES
Starting
Chapter 9 Topic 1o
Page 5
Each starter motor is supplied from the start busbar via its starter motor contactor. The
circuit is shown schematically in Figure 10.4.
A contactor closes when its engine is selected on the START SELECT switch, the START
MASTER is ON and the ENG INE switch is selected to either START or MOTOR. The
contactor will be opened automatically at 40% N2 .
If a motoring cycle is being made, the contactor is opened by selecting the START
MASTER to OFF.
Soft-start Circuit
The soft-start circuit consists of a resistor and a contactor: see Figure 10.4.
For the first second after START or MOTOR is selected, the contactor connects the start
busbar to the selected starter motor contactor through the resistor; the resistor reduces the
current through the motor and allows it to take up the mechanical play in the system
gently. After a second, the contactor connects the start busbar directly to the starter motor
contactor and full current is applied to the motor. If the soft start contactor has not
disconnected the resistor from the circuit by 1.5 seconds after start initiation, then power is
automatically removed from the start busbar.
Starter Operating Circuit
Each engine starter motor has a voltage monitor. The monitor detects voltage at the
starter input.
The annunciator illuminates if either:
OR
The starter motor is being turned by the engine: the motor is then acting as a
generator. This can occur if the starter motor clutch does not disengage when the
starter contactor opens.
The starter operating annunciator should illuminate during a ground start or motoring
cycle. The annunciator should extinguish shortly after the start or motoring cycle has been
cancelled. The short delay is because the motor takes a few seconds to run down. After a
ground start, the annunciator may remain on for up to 10 seconds after ground idle is
achieved.
If the annunciator does not extinguish after a ground start or motoring cycle is complete,
then the cause is either:
OR
FCOM:V1-002
Nov 01 /09
ENGINES
Starting
Chapter 9 Topic 10
Page6
BATT 1
EXT DC
TR 2
DC 1
DC 2
Start
select
contactors
#2
BA TT 2
BATT 2
optional
I.?.....................I
EXT DC
contactor
APU battery
contactor
STA RT B USBAR
To APU start contactor.
Soft- start
resistor
Soft - start
co ntacto r
START
PWR ON
Starter motor
contactors
#1 ) 1.
#2 (
'
..
(
..
#3
#4
START SELECT
1--
Voltage
monitor
Eng ine 1
starter
Voltage
m onitor
Voltage
m onitor
Engine .2
starter
STARTER
~ I OPERATING
Voltage
monitor
Engine 3
starter
Engine 4
starter
STARTER OPERATING illuminates when a monitor detects voltage at its starter motor.
Voltage at m onitor w hen :
)> Power on start busbar and starter motor contactor made.
)> Motor dutch not disengaged and gearbox turning motor (motor becomes generator).
iv1-09-0011 5
FCOM:V1-002
Nov 01 / 09
ENGINES
Starting
Chapter 9 Topic 1o
Page 7
To start an engine on the ground, the START PWR switch must be selected to the required
position and the START MASTER must be selected ON. The START PWR ON
annunciator should illuminate when the START MASTER is selected to ON (not until
EMERG START selected if starting from the batteries).
The required engine is selected on the START SELECT switch; then the ENGINE switch is
held to START for one second. As soon as START is selected:
The igniters are switched on (only one if the GRD IGN switch is at A or B). The
ENG IGN annunciators illuminate for the selected igniters.
The start busbar is connected to the motor vi a the soft start resistor and the motor
takes up the mechanical slack; after one second, the busbar is connected directly
to the motor.
When 10% N2 is achieved, the thrust lever is selected to FUEL ON. Shortly afterwards,
engine light up occurs. At 40% N2 :
The engine accelerates to ground idle. The STARTER OPERATING annunciator should
extinguish within 10 seconds of achieving ground idle.
A ground start is aborted by selecting the thrust lever to FUEL OFF and selecting the
START MASTER to OFF. Time must be allowed for the combustor to drain before another
start is made.
If the start is made with the engine's FADEC off, the thrust lever is put to the FUEL ON
detent at 10% N2 . The thrust lever is moved to IDLE once the engine has lit and the rate of
change of N2 has reduced to 1% per 4 seconds.
Ground Motoring Sequence
A motoring cycle is set up in the same way as a ground start. However, the ENGINE
switch is selected to MOTOR, not RUN. The igniters are not signalled on in a motoring
cycle. As soon as MOTOR is selected:
The start busbar is connected to the motor via the soft start resistor and the motor
takes up the mechanical slack; after one second, the busbar is connected directly
to the motor.
The motoring cycle will not terminate automatically. The motoring cycle is cancelled by
putting the START MASTER to OFF.
FCOM:V1-002
Nov 01 /09
ENGINES
Starting
Chapter 9 Topic 10
Page a
Start power can be the APU generator, external AC, an engine generator or external DC.
On some aircraft a battery start facility is also available.
Only external AC may be used for starts with the START PWR switch at COLD.
The APU must not be used for cold starting.
A GPU of at least 60 kVA is required for starts with the START PWR switch at NORM ; for
cold starts the rating must be at least 90 kVA.
Choice of Start Power
When there is a choice of start power available, it is operationally simpler to use the APU in
preference to the other sources. However, APU life will be conserved if external AC is
used.
External AC is preferable to external DC because external AC also powers the aircraft
busbars; external DC only powers the starter motors.
Cross-start
A start from the TRs when powered by an engine generator is termed a cross-start. During
cross-starting the driving engine N2 will droop. With ground idle set, the droop may cause
the generator to cut out; sometimes, the generator will cycle on and off causing damage to
the starter. There is also the risk that the engine could enter a sub-idle condition exhibited
by low or decaying N2 and increasing EGT.
To prevent this occurring, a minimum of 60% N2 is set on the driving engine before the
cross-start is initiated.
Cold Start
With the START PWR switch at COLD and the START MASTER at ON, the output of the
TRs is increased from 28 volts to 36 volts. To prevent damage to the equipment on DC 1
and DC 2, they are automatically isolated; the EMERG DC and ESS DC busbars are
supplied from the batteries and all AC busbars are supplied from the start power source.
External Start
External DC only powers the starter motors: it does not power the aircraft busbars.
If the APU generator is available but ambient conditions prevent its use for starting, it may
be used to power the aircraft busbars during a start from external DC.
If an external AC unit with a rating greater than 40 kVA is available, it may be used to
power the aircraft busbars during an external DC start. If the AC pump and large galley
loads are not used, a rating of 20 kVA is satisfactory. The large galley loads are rapid
water boilers, coffee makers and ovens.
Battery Start
If the battery start facility is fitted , the batteries may be used to start an outboard engine
provided that the engine oil temperature is 20C or more. A maximum of three start
attempts is allowed without recharging the battery.
FCOM:V1-002
Nov 01 /09
ENGINES
Starting
Chapter 9 Topic 1o
Page9
The thrust lever must be in the FUEL OFF position for at least 20 seconds before a flight
start is initiated to ensure that the combustor has been drained of fuel.
To start the engine in flight:
The aircraft must be in the relight envelope of speed, altitude and engine windmill
speed.
For a FADEC on start, the thrust lever is set to IDLE; the engine should then light
up and accelerate to flight idle.
For a FADEC off start, the thrust lever is set to FUEL ON; the engine should then
light up and accelerate; when the rate of change of N2 reduces to 1% per 4
seconds, the thrust lever is put to IDLE; the engine should then accelerate to flight
idle.
After a satisfactory start, the FLT START and START SELECT switches are selected OFF.
A flight start is aborted by selecting the thrust lever to FUEL OFF and selecting the FLT
START and START SELECT switches to OFF.
With the FLT START and START SELECT switches at ON:
Both igniters will be powered; the ENG IGN A and B annunciators will illuminate.
The associated engine and intake ant-ice valves will be signalled open.
The ENG VLV NOT SHUT annunciator will illuminate at about 35% N2 . It wi ll remain on
and the valves will remain open until:
The FLT START switch is selected OFF.
OR
OR
The igniters will remain on until either the FLT START switch is selected OFF, or the
START SELECT switch is selected away from the engine.
Generator and Hydraulic Pump
To reduce the load on an outboard engine during starting, its generator is selected to
OFF/RESET.
To reduce the load on an inboard engine during starting, its hydraulic pump is selected to
O FF.
FCOM:V1-002
Nov 01 /09
ENGINES
Starting
Chapter 9 Topic 10
Page 10
IUC1'IIICM.
Claii-'I'IOiii
-D.C.
FCOM:V1-002
....
CGII.CTIOIII
avD.C.
Nov 01 / 09
ENGINES
Starting
Chapter 9 Topic 1o
Page 11
FCOM:V1-002
Nov 01 /09
Definitions
Definitions used in discussing engine ratings and thrust are given in table 11 .1.
Table 11.1 -Definitions
Term
IOAT
Definition
Indicated outside air temperature.
MCT
IN I
NIREF
NIFLEX
NIREDU
N1MCT
TMAX
Maximum permitted ambient air temperature for take-off for the weight
and runway.
I-NIFULLRATE
ANtFLEX
Target N1
N2
RTOW
EGT
TAMB
TFLAT
TFLEX
An assumed ambient temperature greater than the true value for a flexible
thrust take-off.
TREDU
FCOM:V1-002
Nov 01 / 09
ENGINES
Thrust Settings
Chapter 9 Topic 11
Page2
Take-off Rating
The take-off rating is defined by a value of N 1 called N 1REF N1 REF varies with pressure
altitude and total air temperature. At N1 REF the following limits must not be exceeded:
97% N1 .
98.8/o N2 .
An EGT of 6320C.
Take-offs are not allowed with airframe ice protection air bleeds on.
Take-offs are allowed with:
N 1 REF varies with the bleed state: the higher the bleed, the lower N1 REF
Take-off Rating at Low Altitudes
At low altitude and low ambient temperature, the thrust limit can be achieved with the
engine well clear of the other limits. In these cases, N 1 REF gives the limit value of thrust.
As ambient temperature increases, N 1 must increase if thrust is to be maintained. The
increase in N1 and ambient temperature will cause temperatures and pressures to increase
within the engine. Eventually the engine will reach its thermodynamic limit. At the
thermodynamic limit, EGT will be close to, but not above, the EGT limit of 6320C. The
older the engine, the closer the EGT will be to the limit.
Once the thermodynamic limit is reached, N 1 must be reduced as ambient temperature
increases; so, on the thermodynamic limit, the take-off thrust reduces as ambient
temperature increases.
The ambient temperature above which the thrust limit can no longer be maintained is called
the flat rate temperature (TFLAT). The take-off thrust and N 1 REF variation with ambient
temperature is shown in Figure 11 .1. The term 'flat' comes from the horizontal line of
thrust versus temperature below TFLAT The region to the left of TFLAT is the flat rated
region.
To maintain thrust as altitude is increased, N1 must be increased, due to the lower air
density. The thermodynamic limit is now met at a lower ambient air temperature, so TFLAT
decreases with increase in altitude.
Figure 11.2 shows the take-off thrust and N1 REF variation with ambient temperature for two
low altitudes.
FCOM:V1-002
Nov 01 /09
Chapter 9 Topic 11
Page3
ENGINES
Thrust Settings
I Thrust limit I
Thrust
Thrust is constant.
Thrust versus
ambient temperature
temperature increases.
versus ambient
temperature
N 1REF
Thrust is
constant.
I Thrust Limit I
I Thermodynamic limit
Higher altitude
L __ _ _ _ _ __ , __ _ _....L_ _ _ _ _ _ _ _ _ _......
I'
r= -hr_u_s_
t L,..,i-m...,.it...,l
Thrust versus
ambient temperature
Air temperature
T FLAT LOWALT
I Thermodynamic limit
temperature
Low altitude
Higher altitude
Air temperatu re
FCOM:V1-002
Nov 01/09
ENGINES
Thrust Settings
Chapter 9 Topic 11
Page4
At lower altitudes, the engine is on its thermodynamic limit at all temperatures above TFLAT
If altitude is further increased, a point is reached where the flat rated thrust is achieved at
the N1 RPM limit. T FLAT is now the ambient temperature at which the RPM limit is met.
At medium altitudes, the engine is on its RPM limit at TFLAT and remai ns so until some
higher ambient temperature where it transfers to its thermodynamic limit. The medium
altitude case is compared with a low altitude case in Figure 11.3.
At very high altitudes the flat rated value of thrust may not be attainable. In these cases
there is no TFLAT; at low temperatures the engine wi ll be on its RPM limit and at higher
temperatures it will be on its thermodynamic limit. This is shown in Figure 11.4.
At very high bleed and very high altitude, neither the RPM limit nor the thrust limit can be
attained; the engine is on its thermodynamic limit at all ambient temperatures and there is
no TFLAT This is shown in Figure 11.4.
FCOM:V1-002
Nov 01 /09
ENGINES
Thrust Settings
Chapter 9 Topic 11
Page 5
Thrust Limit
I Thermodynamic limit I
N , Limit
-
Medium altitude:
> RPM limit met
> Flat rated thrust
- - Low altitude:
};>- RPM limit not met
};>- Flat rated thrust achieved
Air temperature
TFLAT MEDIUM ALT
Low altitude:
};>- RPM limit not met
};>- Flat rated thrust achieved
Medium altitude:
)- RPM limit met
};>- F lat rated thrust achieved
Air temperature
..---------
I Thermodynamic limit I
High altitude:
};> RPM limit met
> Flat rated thrust not achieved
FCOM:V1-002
Nov 01 / 09
ENGINES
Thrust Settings
Chapter 9 Topic 11
Page6
MCT Rating
The MCT rating is defined by a value of N 1 called N 1Mcr N 1MCr varies with pressure
altitude and total air temperature. At N1McT the following limits must not be exceeded:
97/o N1
96.9/o N2.
An EGT of 613"C.
An N 1 schedule within the FGS prevents the MCT thrust limit from being exceeded.
If the TRP is off, the N 1 can be found from tables of pressure altitude against temperature.
The MCT thrust and N 1Mcr variation with ambient temperature, altitude and bleed state is
similar to that for the take-off thrust and N 1REF To meet the lower limits, N 1 on an MCT
schedule is lower than N1REF for the same bleed state, ambient temperature and altitude.
An example is shown in Figure 11.5.
Figure 11.5 - Comparison of N1 REF and N 1Mcr at Low Altitude
Thrust
I Thermodynamic limit I
1-
Thrust Limit
Thrust versus
ambient temperature
Take-off rating
MCT rating
'-----------1-+------------- .
Air temperature
N 1 versus ambient
temperature
T FLAT MCT
_._
Take-off rating
1-
MCT rating
T FLAl TAKE.QFF
.___________,_...L...------------+
FCOM:V1-002
Air temperature
Nov 01 /09
ENGINES
Thrust Settings
Chapter 9 Topic 11
Page 7
Speed Effect
Thrust decreases as speed increases during the take-off and take-off climb for a constant
N 1 N 1REF is maintained during the take-off run and is first set at zero airspeed. On the flat
rate, the flat rated thrust is achieved at the start of the take-off run but thrust is less than
the flat rate value for the rest of the take-off and take-off climb.
At low altitude, MCT is used after engine failure in the final take-off climb. The MCT
schedules are calculated for two airspeed ranges: final take-off and en-route.
To achieve the flat rate MCT thrust at the climb speed, N1 is higher than the N 1 that
achieves the MCT flat rate thrust at zero airspeed. The net effect is that N1Mcr is only a
little less than N1 REF for the same altitude and air temperature.
The flat rate portions of the two graphs of N1 versus ambient temperature (Figure 11 .5) are
quite close together.
However the change of EGT with speed is small; so the thermodynamic limited portions
are much further apart.
Climb Thrust
Climb thrust is set using N1 . Climb N1 depends on IOAT, pressure altitude and bleed
state. There are two standards of climb N 1 : normal and increased. Climb N 1 is held
electronically within the FGC and is also available from tables in the Flight Deck Handbook.
FCOM:V1-002
Nov 01 /09
Chapter 9 Topic 11
Pages
ENGINES
Thrust Settings
Flexible Thrust
To conserve engine life, take-off may be made using reduced or flexi ble thrust.
TMAX is the maximum temperature allowed for take-off on a particular runway at the take-off
weight and flap angle. Flexible thrust cannot be used if the T MAX is less than or equal to
TFLAT as this means that the flat rated value of thrust is required.
If TMAX is greater than TFLAT flexible thrust may be used. The assumed temperature
method is used.
From the performance charts or RTOW tables, a temperature higher t han ambient is
obtained at which the take-off can be made. This temperature is the assum ed temperature
denoted by TFLEX
At the assumed temperature, the thrust will be lower than that achieved at N 1REF at the
ambient temperature (TAMBl A simple calculation is then made to find an N 1 that will give
this lower value of thrust at T AMB This value of N 1 is called N1FLEX
The first step is to find N 1REF at the assumed temperature. It is called N1FuLLRATE
The next step is to find the difference between the T FLEX and T AMB: call the difference T.
The co rrection is easy to find: it is just 0.16 x T. If T is greater than 50"C, the correction is
0.16 X 50= 8%.
N 1FLEX is then found by subtracting the correction from N 1FuLL AATE
The calculation is based upon the fact that a line of constant thrust, on the N 1REF versus
ambient temperature graph, has a slope of 0.16% per oc, provided that it does extend for
more than 50 "C. The calculation is shown graphically in Figure 11 .6.
Figure 11.6 - Flexible Thrust
Line of constant thrust
Has slope of 0.16% per c
N1 REF
N IFULLRATE
----------
I Thermodynamic limit I
--- -
I
0
T AMB !
TFLAT
! T HcX
FCOM:V1 -002
Nov 01 /09
ENGINES
Thrust Settings
Chapter 9 Topic 11
Page9
Limitations on N1FLEx
N 1FLEx must not be less than:
N1REF minus 8%. This condition assures that the reduced thrust is not less than
75% of the takeeoff thrust for the ambient conditions.
78%. This is to ensure that the thrust levers are far enough advanced to activate
the take-off configuration warning.
If the calculated value of N1FLEx does not meet both these conditions, T FLEx must be
reduced and the calculation repeated until both conditions are met.
When the highest possible value of T FLEX is used for the conditions, the take-off is known
as a full flex take-off. Of course lower values of T FLEX may be used, but T FLEX must never
be less than T FLAT
Tables ofTFLAT are given in the Flight Deck Handbook.
Of course, N1FLEx must not be greater than N1REF
Windshear Rating
In windshear:
97% N1 .
6490C EGT.
FCOM:V1-002
Nov 01 /09
ENGINES
Thrust Settings
Chapter 9 Topic 11
Page 10
FCOM:V1-002
Nov 01 /09
Control Modes
There are four control modes:
Autothrottle control.
In thrust automatics off control, control is through the FADEC ECU. The FADEC provides
some limit protection and some N2 floor protection.
TMC requires the engine's FADEC to be functioning and the FGS to be functioning In
TMC:
The pilot sets the thrust levers in approximately the correct position.
The FADEC trims the engines to the speed commanded by the FGC.
OR
Controls to
a. thrust rating.
OR
Retards the thrust levers during entry to a descent or during the landing flare.
With the AP or FD engaged, the mode of operation of the autothrottle is determined by the
vertical mode of the FGS.
FCOM:V1-002
Nov 01 / 09
Chapter 9 Topic 12
Page 2
ENGINES
Thrust Control
On the engine.
One for each engine.
Thrust
lever
linkage
Metering
valve
Position
sensor
Electrical off sigrnal
Metered fuel
to
combustors
i-v1-0900117
FCOM:V1-002
Nov 01 /09
ENGINES
Thrust Control
Chapter 9 Topic 12
Page3
Thrust
Position
sensor
Electrical
position signal
Thrust
control
Flight
guidance
computer
FA DEC
ECU
..
TRP
valve
iV l -0900118
FCOM:V1-002
Nov 01 / 09
ENGINES
Thrust Control
Chapter 9 Topic 12
Page4
N2.
The FADEC takes the following inputs from the engine:
N2.
The FADEC receives air/ground status from the squat switch system. The switch is used
to switch the FADEC idle setting between the ground and flight idle N2 .
Each FADEC receives its engine ant-ice switch position. The switch is used to switch the
flight idle to the minimum value for engine ice protection when the aircraft is airborne.
The hydro-mechanical control takes the following inputs from the engine:
FCOM:V1-002
Nov 01 /09
ENGINES
Thrus t Control
Chapter 9 Topic 12
Page 5
r----------- N,------'n_~__ta_l_r_m_m__pe_r_a_tu_r_e_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_:----~~~
~---------- N2------------~
Thrust lever
Mechanical
linkage
Thrust
lever
!POSition
FAOEC
ECU
Electronic
N2
sensor
sensing
Mec hanical
N2
Openf
close
I-- +
A~d
Engine
speed
control
Electric
motor
HP
~
ENG
ANTICE
fuel
Motcrod
HMA
fuel
ON
FCOM:V1-002
Nov 01 / 09
ENGINES
Thrust Control
Chapter 9 Topic 12
Page6
The relationshi p between the FADEC, FGC, TRP and engine indicating system is shown
schematically in Figure 12.4.
Two-way digital data buses link the FADEC to the FGC and the FGC to the TRP. The TRP
sends data to the Primary Engine Displays (PEDs) via a digital data bus.
With the autothrottle engaged, the FGC commands an autothrottle servo. The one servo
drives all four thrust levers via clutches: one for each engine. The pilot can always
override the autothrottle; the clutch will disengage when the pilot opposes the autothrottle.
With the autothrottle off, the FGC sends a demanded N1 to the FADEC and the FADEC
trims the engine to achieve the demand.
With the autothrottle on, the FGC picks one engine as master and then sends a demanded
N 1 to the FAD ECs. The FGC drives the thrust levers so that the master engine achieves
the demand; the FADECs trim the other engines to the same N1
The FGC sends the rating N 1 , appropriate to the rating selected on the TRP, to the TRP;
the TRP displays the rating N1 on the TRP when N1 is selected on the outer rotary knob.
The TRP sends the rating N1 to the PED for display.
FADECTrim
In TMC and autothrottle control, the authority of the FADEC trim is limited: 5% N 1 in the
take-off range increasing to 18% at idle.
There are blue and white FADEC trim arrows for each engine above the engine
instruments. They indicate when the FADEC is out of trim authority. A blue arrow
indicates that the associated thrust lever must be moved forward for the associated
FADEC to regain authority. A white arrow indicates that the associated thrust lever must
be moved aft for the associated FADEC to regain authority.
FADEC Switch-lights
Above the PEDs is a switch light for each FADEC; each switch light has two annunciators:
a white OFF annunciator and an amber FAULT annunciator. An amber + FADEC caption
on the CWP illuminates if any one of the FAULT annunciators illuminates.
When the aircraft is powered up, the FADEC defaults to on. Pressing the switch-light
toggles between FADEC off and FADEC on.
A FAULT annunciator indicates that the associated FADEC has failed.
annunciator illuminates if the FADEC is selected OFF.
FCOM:V1-002
The OFF
Nov 01 /09
ENGINES
Thrus t Control
Chapter 9 Topic 12
Page 7
Thrust
4--'--'--'--1 Autothrottle
servo
Autothrottte drive
Mechanical linkage
Thrust
lev or
position
Automatic N, set
Automatic
N, setand
arrow signal
TRP
H<1-0g.o()120
FCOM:V1-002
Nov 01 / 09
ENGINES
Thrust Control
Chapter 9 Topic 12
Page a
TRP
The TRP is shown in Figure 12.5; it is used in TMC and autothrottle control. The TRP
provides:
Selection of the master engine for N 1 synchronisation when the autothrottle is off.
There are three thrust rating selectors, labelled: TOGA, MCT and CLIMB. Only one mode
can be engaged at a time. MSTR selects the master engine for synchronisation.
The TOGA button has two green annunciators: MAX and REDU. MAX is used for a fully
rated take-off. REDU is used for flexible take-offs. MAX is normally used for GA but
REDU can be selected. The TRP initialises to TOGA MAX on power up. Subsequent
presses of the button toggle between TOGA MAX and TOGA REDU. The TOGA ratings
can be selected on the ground and in the air.
The MCT button has one green annunciator: MCT. Pressing the button selects the TRP
rating to MCT. MCT is inhibited on the ground.
The CLIMB button has two green annunciators. The first press on the button selects
CLIMB NORM. Subsequent presses toggle between CLIMB MAX and CLIMB NORM.
CLIMB is inhibited on the ground.
The MSTR button has two green annunciators: 1 and 2. The button selects and displays
the master engine for synchronisation only when the selected rating is CLIMB MAX or
CLIMB NORM and the autothrottle is off. The system initialises to engine 2; pressing the
switch toggles between engine 1 and 2. If the selected engine fails, or its FADEC fails, the
other engine is automatically selected as master.
There are two concentric knobs at the bottom of the panel. The outer one sets the
parameter for display on the LCD display at the top of the panel: N1 , TEMP and three bugs
on the EFIS speed tape.
The inner knob is used to change the TEMP setting and the speed bugs. The inner knob
does not change N1. N1 values are set by selecting a thrust rating. The knob moves in
"clicks". Each click is worth 1"Cor one knot.
TRP TEMP Selection
When the TRP is first powered and TOGA MAX is selected, the display shows dashes
when TEMP is selected. The first click of the inner knob causes the sensed temperature to
be set.
For all take-offs, TEMP is set to OAT with TOGA MAX selected. If a flexible thrust take-off
is to be made, TEMP is set to the assumed temperature with TOGA REDU selected. If
T AEou is set, the standard flexible thrust is used. However, the temperature can be set for
any degree of allowed flexible thrust. The system defaults toTAEou on power up.
FCOM:V1-002
Nov 01 /09
Chapter 9 Topic 12
Page9
ENGINES
Thrust Control
,__.~--~====~--~
FCOM:V1-002
i-V10 9-00121
Nov 01 / 09
ENGINES
Thrust Control
Chapter 9 Topic 12
Page 10
Rating Schedules
The thrust rating schedules are held in the FGC. The FGC stores the schedules for:
The WING
DE ~ ICE
switch.
If any ENG AIR switch is ON and either PACK switch is ON, the FGC assumes that the
engines are supplying the air conditioning packs.
If any ENG ANT-ICE switch is ON, the FGC assumes that all the engines are taking an ice
protection bleed.
If any ENG AIR switch is ON and either the WING ANT-ICE switch is ON or the TAIL
ANT-ICE switch is ON, the FGC assumes that the airframe ant-ice is being supplied by the
engines.
If any ENG AIR switch is ON and the WING DE-ICE switch is ON, the FGC assumes that
the airframe de-ice is being supplied by the engines.
FCOM:V1-002
Nov 01 /09
ENGINES
Thrus t Control
Chapter 9 Topic 12
Page 11
FGC
Thrust ratlng schedules for:
, TOGAMAX
, TOGAREDU
, MCT
, CLIMB NORM
, CU MBMAX
ADC1
ADC2
~.. 1~00t22
FCOM:V1-002
Nov 01 / 09
ENGINES
Thrust Control
Chapter 9 Topic 12
Page 12
Idle Schedules
The idle schedules are held in each FADEC. Each FADEC stores the following schedules:
Ground idle .
Fl"
. t th_e a1r
. cond"t"
. bl
_ 19ht_ 1"dl__ e WI"th_JUS
-' 1omng
__ eed_.
Flight idle with air conditioning on and engine ant-ice on but the airframe ice
protection off.
Flight idle with air conditioning on, engine ant-ice on and airframe ice protection on .
The schedules are stored in the FADEC as a function of static pressure (the equivalent of
altitude), TAT and engine air bleed selection. The arrangement is shown schematically in
Figure 12.7.
The bleed selections come from the flight deck switches:
The airframe ice protection switch positions do not directly come from the switches. The
switch positions come via the FGC.
Static pressure comes from the ADCs via the FGCs. If the static pressure data is not
available from the ADCs, the FADEC uses its engine's inlet pressure sensor.
TAT comes from the ADCs via the FGCs. If the TAT data is not available from the ADCs,
the FADEC uses temperature derived from its engine's inlet temperature sensor.
The ground air status comes directly to the FADEC from the squat switches.
The FADEC sets the flight idle to the idle setting for no ice protection bleeds on descent
through 200 ft radio altitude regardless of the positions of the engine and airframe ant-ice
switches. The radio altitude signal comes via the FGC.
FCOM:V1-002
Nov 01 /09
Chapter 9 Topic 12
Page 13
ENGINES
Thrus t Control
Figure 12.7 - Idle Schedules
RAD ALT 1
A OC 1
AOC2
Radio altitude
RADALT
21
Static
pressure
TAT
Radio altitude
FGC
Air/ground
status
Englno ant-ico
switch position
FADEC ECU
S chedules for:
, Ground (die
,.. IIQht Idle with just air oondlbontng on.
,. Flight idle with air conditioning on engine ant ice
on but ,an1rame ice protecbon off
Static prossuro
TAT
Inlet
pressure
Inlet
temperature
sensor
sensor
FCOM:V1-002
i-vl -09-001 23
Nov 01 / 09
ENGINES
Thrust Control
Chapter 9 Topic 12
Page 14
Autothrottle Engagement
The autothrottle is engaged with a two position AfT switch on the MCP. The switch
positions are ARM and OFF. The switch is held at ARM by a solenoid. The solenoid
releases the switch to OFF if a fault occurs or if either thrust lever autothrottle disconnect
"tc h.
sw1
__ IS pressed_.
A green light next to the switch illuminates whenever the switch is at ARM.
Setting the switch to ARM in the air arms or engages the autothrottle. The autothrottle
engages as soon as the conditions for engagement are met.
Setting the switch to ARM on the ground, arms the autothrottle. The autothrottle is then
engaged when a TOGA selection is made for take-off.
The autothrottle can be disarmed or disengaged by forcing the MCP AfT switch to OFF.
However, the autothrottle is normally disengaged by pressing either of the disengage
buttons on the outboard thrust levers.
There is an autothrottle status field in the top left of the PFD. It displays a white AfT, green
AfT or flashing amber AfT legend. White indicates that the AfT is armed; green indicates
that it is active; flashing amber indicates that it has been disengaged.
There is an amber AfT annunciator on each pilot's set of flight annunciators. Whenever the
AfT annunciator is illuminated, the PFD status annunciator flashes in amber.
If the autothrottle is disconnected by pressing either thrust lever disconnect button, the
PFD AfT legend flashes in amber for 4 seconds and the AfT annunciator illuminates
steadily for 4 seconds.
If the autothrottle is disconnected by moving the AfT switch to OFF, the PFD AfT legend
flashes in amber for one and a half seconds and the AfT annunciator illuminates steadily
for one and a half seconds.
If the autothrottle is disconnected automatically, the PFD AfT legend flashes in amber and
the AfT annunciator illuminates steadily. The AfT legend is removed and the AfT
annunciator extinguishes once the automatic disconnect is acknowledged by pressing
either thrust lever disconnect button.
FCOM:V1-002
Nov 01 /09
ENGINES
Thrus t Control
Chapter 9 Topic 12
Page 15
Speed selector
Thrust button
1. . 1
FCOM:V1-002
~1~0124
Nov 01 / 09
ENGINES
Thrust Control
Chapter 9 Topic 12
Page 16
Autothrottle Control
The autothrottle controls to a speed, controls to a thrust rating or retards the thrust levers.
If the AP/FD is engaged, the autothrottle mode depends on the FGS vertical mode. The
autothrottle controls to speed when the vertical mode is vertical speed, altitude acquire,
altitude hold or glideslope. The autothrottle controls to the TRP selected thrust rating when
the vertical mode is take-off, go-around or level change climb. The autothrottle retards the
thrust levers on entering a level change descent and during an autoland flare.
If the autothrottle is controlling to speed:
The target speed will be referenced to the speed in the MCP lAS/ MACH window.
The thrust rating set on the TRP will determine the maximum amount of thrust that
the autothrottle is allowed to use.
Once airborne and the auto throttle is disengaged and then re-engaged, it will
control to the thrust rating if TOGA or MCT are selected on the TRP but to the
speed selected on the MCP if CLIMB is selected on the TRP.
The autothrottle observes the limits appropriate to the active thrust rating.
If a thrust lever is so far away from the lead thrust lever that the associated FADEC is out
of trim authority, the associated blue or white trim arrow will be lit. If the white arrow is lit,
the thrust lever must be moved aft for the FADEC to regain trim authority. If the blue arrow
is lit, the thrust lever must be moved forward for the FADEC to regain authority.
FCOM:V1-002
Nov 01 /09
ENGINES
Thrust Control
Chapter 9 Topic 12
Page 17
The basic mode is active when the TRP selected thrust rating is CLIMB NORM or CLIMB
MAX. The MGT mode is active when the TRP selected thrust rating is MGT. The TOGA
mode is active when the TRP selected thrust rating is TOGA MAX or TOGA REDU.
In the basic mode:
The thrust levers of the slave engines must be moved to extinguish the FADEC trim
arrows.
The FGC will not limit to the climb rating N1 . The pilot must ensure that the MGT N1
rating is not exceeded.
The EGT limit is the take-off limit of 6320C. The pilot must ensure that the MGT
limit of 613 OC is not exceeded.
If TOGA or MCT is selected, the thrust levers must be moved to extinguish the FADEC trim
arrows. The FGC will then control to the appropriate rating and observe the appropriate
limits.
If a FADEC is out of trim authority, the associated blue or white trim arrow will be lit. If the
white arrow is lit, the associated thrust lever must be moved aft for the FADEC to regain
trim authority. If the blue arrow is lit, the associated thrust lever must be moved forward for
the FADEC to regain authority.
FCOM:V1-002
Nov 01 /09
ENGINES
Thrust Control
Chapter 9 Topic 12
Page 18
There is a thrust mode field in the top left of each PFD. The thrust mode field is just to the
right of the AfT field. The annunciations are shown in Figure 12.9. If the autothrottle is
engaged, the thrust mode field annunciates the autothrottle mode of control. The
annunciations are:
Green lAS. The autothrottle is controlling to the lAS in the lAS/MACH window of
the MCP.
Green MACH. The autothrottle is controlling to the Mach number in the lAS/MACH
window of the MCP.
Green TO REDU. The autothrottle is setting the flexible thrust N1 : either the
standard flexible thrust or any other value of flexible thrust as set on the TRP.
If the autothrottle is disengaged but the TRP is on, the thrust mode field indicates the
active engine rating apart from the climb rating. The thrust mode field is blank if CLIMB
NORM or CLIMB MAX is set on the TRP with the autothrottle disengaged.
On the ground, the only rati ngs that can be selected are TOGA MAX and TOGA REDU.
The thrust mode is shown in white while the rating is armed. The rating is engaged when
the thrust levers are moved above 45% N1 and either thrust lever TOGA button is pressed.
The thrust mode changes to green once the rating is engaged.
When the FGS GA mode is selected on the approach using a thrust lever TOGA button,
the thrust rating becomes TOGA MAX. A subsequent press on the TRP TOGA button
reduces the rating to TOGA REDU.
FCOM:V1-002
Nov 01 /09
ENGINES
Thrust Control
Chapter 9 Topic 12
Page 19
Autothrottle active.
--
Autothrotue armed.
Possible autothrottle status and thrust mode legends with the autothrottle switch at ARM:
AfT WS MAX
AfT TO MAX
AfT TO MAX
AfT TO REDU
AfT TOREDU
AfT GA MAX
AfT GA REDU
AfT MGT
AfT MACH
AfT lAS
AfT lAS
AfT RETARD
TO MAX
TO MAX
TO REDU
TO REDU
GA MAX
GA REDU
FCOM:V1-002
Nov 01 / 09
ENGINES
Thrust Control
Chapter 9 Topic 12
Page 20
AND
When the FGS thrust commands and the autothrottle servo are frozen:
AND
Because the FGS thrust commands are unfrozen, the FGS can now command a change in
N 1 via the FADEC tri m.
When the autothrottle servo is unfrozen, the autothrottle status becomes arm.
Subsequently:
AND
OR
FCOM:V1-002
Nov 01 /09
ENGINES
Thrust Control
Chapter 9 Topic 12
Page 21
If a take-off is made in TOGA REDU, the rating selection can be increased to TOGA MAX
at any time by:
OR
On the PED N1 SET indicators that are set for automatic presentation of their N1
bugs.
AND
Below 80 knots:
If the autothrottle is disengaged but the TMC is engaged, the TMC will attempt to
set N 1REF; if the FADEC is out of trim authority, the thrust levers must be advanced.
Above 80 knots, the FGS thrust commands are frozen and the autothrottle servo is frozen;
so the thrust levers must be advanced manually to set the displayed N1 RE F
Thrust Automatics Off Control
With the TRP off and the FADEC serviceable, the engine is controlled directly through the
engine's FADEC.
The FADEC control is excellent; limit protection is confined to 97% N 1 , 98.8% N2 and
649C EGT. At the IDLE thrust lever position, the FADEC automatically changes:
N2 between ground idle and flight idle in response to a squat switch signal.
Sets the flight idle correctly for air conditioning bleed and engine ant-ice bleed.
Changes flight idle to flight idle bleeds off on descent through 200 ft radio altitude
provided that the FGC is serviceable. The radio altitude signal is passed to each
FADEC by the FGC.
The FADEC cannot set the minimum flight idle for airframe ice protection when the TRP is
off.
When the TRP is off, the N1 bugs on the PEDs will not be set automatically; they can still
be set manually.
FCOM:V1-002
Nov 01 /09
ENGINES
Thrust Control
Chapter 9 Topic 12
Page 22
Manual Control
With a FADEC off, the associated engine is controlled directly through the engine's
hydro-mechanical unit.
The hydroemechanical control is simple, so the engine must be handled with care. There is
no limit protection and the idle will be between 49 and 75% N2 . There is no N2 floor
protection. The engine must be manually constrained to the minimum idle for the bleed
state.
To protect the engine from surge, the engine air bleeds have to be selected. The engine
ant-ice must be on whenever the FADEC is off; above FL 150, either the associated pack
or the wing/tail ant-ice must be on. Above FL 310, for those aircraft cleared above FL 310,
the associated pack and the wing/tail ant-ice must be on.
If a FADEC is unserviceable, the autothrottle must not be engaged.
Above the PEDs is a switch light for each FADEC; each switch light has two annunciators:
a white OFF annunciator and an amber FAULT annunciator. An amber FADEC caption
on the CWP illuminates if any one of the FAULT annunciators illuminates.
A FAULT annunciator indicates that the associated FADEC has failed. The OFF
annunciator illuminates if the FADEC is selected OFF.
If the engine is at high power when the FADEC fails or is selected OFF, the engine will
freeze at the existing speed; the thrust lever has to be brought into the low power range to
regain control of the engine; control will be regained in manual. If the engine is at low
power when the FADEC fails or is selected OFF, transfer to manual is immediate. The
boundary between low power and high power is a thrust lever position approximately
halfway between IDLE and take-off thrust.
For the same N1 , the FADEC off thrust lever may not line up with the FADEC on thrust
levers.
To return to FADEC on operation, the thrust lever must be moved to IDLE and the FADEC
switch light selected on. It takes up to 12 seconds for the FADEC to regain complete
control. The thrust lever must not be moved during the 12 seconds after on selection.
The FADEC must not be selected on if it has been switched off due to a FADEC FAULT.
FCOM:V1-002
Nov 01 /09
General
The engine pod has two fire zones: zone 1 and zone 2. The pod is shown in Figure 13.1.
Zone 1 surrounds the fan casing and is enclosed by the two forward cowling doors. Zone
2 surrounds the engine core and is enclosed by the two rear cowling doors. A fireproof
wall separates the two zones.
A fire detector is fitted in each zone. The detectors are gas filled wires. The detector in
zone 1 is wound around the inside of the front cowling right hand door. The detector in
zone 2 is wound around the engine core.
A fire in zone 1 could be sustained after the engine is shut down. Therefore fi re
extinguishers are provided for zone 1. Two extinguishers are fitted: EXT 1 and EXT 2.
They are installed in the pod nose cowling just forward of zone 1.
A fire or overheat condition in zone 2 will not be sustained after engine shutdown; so fire
extinguishers are not provided for zone 2.
Zone 1
Fire extinguisher 2
behind this panel
f:r.ont right
Rear right
cowling door
cowHngdoor
wound around
the engine core
Zone 1 fire-wire
on th61nalde of
this door
Fire extingUisher 1
behind S1mllar panel on
left side
Extinguisher 2
prMSure-relief indicator
Extinguisher 1
pressure-relief lndtcator
on lefl side
A fire handle is provided for each engine on the overhead panel. The handle is used to:
Shut down the air, electrical and hydraulic supplies from the engine.
FCOM:V1-002
Nov 01 / 09
ENGINES
Fire Protection
Chapter 9 Topic 13
Page 2
Monitoring.
Together, the two detectors and the electronic circuit are called fire detection LOOP A.
LOOP A for engine 1 is shown schematically in Figure 13.2.
If either detector senses an overheat condition, a fire warning is given. The fire warning is
removed once the fire wire cools to below the overheat threshold.
If the monitoring circuit detects a failure of either fire wire detector, an associated LOOP
FAULT caption on the CWP illuminates.
An ENG FIRE test button is provided on the GRND TEST panel for each engine. When a
button is pressed, both the detection and the monitoring elements of the electronics are
tested. If the test is passed, the associated LOOP FAULT caption illuminates and the
associated fire warnings are given.
Figure 13.2 - Engine 1 LOOP A (Other Engines Similar)
LOOP A
Electronics
Zone 1
fire-wire
Loop fault
monitor
Zone2
fire-wire
Fire Warnings
LOOP 1
FAULT
ENG FIRE 1
test button
LOOP FAULT given if:
)'>
Fault detected
OR
> ENG FIRE 1 test button pressed
FCOM:V1 -002
Fire
handle
lamp
...,_--,-~
Thrust
lever
lamp
Nov 01 /09
ENGINES
Fire Protection
Chapter 9 Topic 13
Page3
Zone 2
fire-wire
Loop fault
monitor
~- - --- ---L-
_ _ _ _ _ _ _j
Fire Warnings
: ENG FIRE 1
Engine 1 FIRE
DETECT switch
test butto n
LOOP A. ,...----,
I
I
I
I
I
I
LOOPB ....___
_,
I
I
L--------~ - - - - - - - - l
Zone 1
Loop fault
fire-wire
monitor
Fire
handle
lamp
Thrust
lever
lamp
Zone 2
fire-wire
Electronics
LOOPS
FCOM:V1-002
Nov 01 / 09
ENGINES
Fire Protection
Chapter 9 Topic 13
Page4
Extinguishers
Each engine has two fire extinguishers: EXT 1 and EXT 2. Both extinguishers are in the
engine nose cowling of the engine pod just forward of zone 1. They can be discharged into
zone 1 but not into zone 2. The engine 1 extinguishers and their associated controls and
indicators are shown in Figure 13.4 and Figure 13.5.
Each extinguisher consists of a bottle and a head. The head is connected to a discharge
pipe. A frangible disc in the head prevents the extinguishant passing into the discharge
pipe. The head includes an explosive charge. When the charge is detonated, the frangible
disc breaks and extinguishant flows into the discharge pipe and thus into zone 1 of the
engine pod. The explosive charge is detonated electrically when the fire handle is rotated
to the associated extinguisher.
A white ENG EXT USED annunciator is provided for each of the eight extinguishers. The
annunciators are just above the fire handles. An electronic circuit detects whether or not
the charge has been detonated. When the explosive charge has been detonated, the
associated ENG EXT USED annunciator illuminates.
An ENG and APU EXTING button on the GRND TEST panel tests the electronic circuits.
When the button is pressed, all eight engine EXT USED annunciators should illuminate;
additionally, a similar annunciator for the APU extinguisher should illuminate. If an
annunciator does not illuminate when the button is pressed, the associated detector circuit
has failed the test.
Each extinguisher has a pressure-relief pipe. The contents are prevented from entering
the pressure-relief pipe by a second frangible disc in the bottle. The pipe is connected to a
pressure-relief indicator. The pressure-relief indicator is on the side of the nose cowling
below the associated extinguisher. When an overpressure condition occurs within the
bottle, the frangible disc breaks; the extinguishant then flows into a pressure-relief pipe and
discharges through the associated pressure-relief indicator.
The pressure-relief indicator is shown in Figure 13.5; it consists of a red conical bowl that is
normally covered by a green disc. The pressure-relief pipe is connected to an orifice in the
centre of the bowl. When the extinguishant enters the pressure-relief pipe, the green disc
is blown off the bowl; the red bowl is revealed and all the extinguish ant flows out through
the orifice in the centre of the bowl.
There are two types of pressure-relief indicator. One has an extra feature: a plug in the
orifice in the red bowl. If the green disc falls out but the plug remains in place, pressure
relief will not have taken place.
The green disc may discolour with age to become almost white. As long as the disc is in
place and the red bowl cannot be seen, pressure relief will not have taken place.
The pressure-relief indicator indicates that extinguishant has been discharged through the
indicator because pressure has become too high in the bottle. The ENG EXT USED
annunciator indicates that the bottle has been discharged into zone 1 because the fire
handle has been operated.
Pressure relief does not cause the ENG EXT USED annunciator to illuminate.
FCOM:V1-002
Nov 01 /09
Chapter 9 Topic 13
Page 5
ENGINES
Fire Protect ion
There are two types of fire bottle available. The pressure relief design is slightly different.
On one, the pressure-relief indicator will not blow out when the explosive charge is
detonated. On the other, there is a possibility that the pressure-rel ief indicator will blow out
when the extinguisher is discharged using the fire handle. However, the amount of
extinguishant lost though the pressure-relief indicator is small.
Figure 13.4 - Engine 1 Fire Extingui shers (Other Engines Similar)
Discharge into
zone 1
ENG 1 EXT
# 1 USED
ENG 1 EXT
# 2 USED
,,
....-------......,
( Electronic \
\ detector ~~
\ _____t ____/
'
I
I
I
EXT 1
I
I
EXT2
I
I
I
Pressure-relief pipes
----~
Pressure-relief indicators
~G&MU
L - --- - - - -- - -- -
-0 --------------
Green disc
FCOM:V1-002
Green disc
Nov 01 / 09
ENGINES
Fire Protection
Chapter 9 Topic 13
Page6
Fire Handles
Each engine has a fire handle on the upper overhead panel. The handle is held in the
normal position by a detent. The handle is operated in three stages.
First, a straight pull brings the handle to a baulk; a strong pull is required to clear the detent
and thus initiate the motion. At the baulk, a white ENG FIRE HANDLE CWP caption
illuminates for the associated engine. This feature allows the crew to confirm that the
correct handle has been selected.
The next stage is a small clockwise rotation to clear the baulk followed by a pull to
withdraw the handle fully; the handle will straighten as it is pulled. Once it is fully out:
The engine's ENG AIR valve is electrically signalled closed; thus its ENG AIR
VALVE annunciator will light if the associated ENG AIR switch is ON.
For an outboard engine, its generator is taken off-line; thus the associated GEN
OFF LINE annunciator illuminates.
For an inboard engine, its hydraulic pump valve is closed; thus its ENG VALVE
annunciator will light if the associated ENG PUMP switch is ON.
The final stage discharges the extinguishers. Once the handle is fully out, rotating the
handle through 90 counter-clockwise will discharge #1 extinguisher; rotating it 90
clockwise will discharge #2 extinguisher (after first returning it to the original position, so
90 o clockwise, followed by another 90 o clockwise).
Fire Warning
A red lamp illuminates on the rear face of the associated thrust lever.
The extinguishers do not discharge into zone 2, but the flight deck warning for a zone 1 fire
and a zone 2 fire is the same. Therefore, the procedure is always to discharge the
extinguishers.
Controls and Indicators
The overhead engine fire panel is shown in Figure 13.6; the CWP is shown in Figure 13.7;
the thrust levers are shown in Figure 13.8; the GRND TEST panel is shown in Figure 13.9;
and the circuit breaker panel is shown in Figure 13.1 0.
FCOM:V1-002
Nov 01 /09
ENGINES
Fire Protection
Chapter 9 Topic 13
Page 7
...
... . ....__....
f"G 1 fXT FNG 1 f XT
1 USFO
~ 2 USFO
fi\,G2fXT fNG2f Xl
u 1 USFO r. 2 USfO
fi\,GJrXT fNG3f XT
o 1 USFO ~ 2 USFO
FU~LOFF
AIR OFF
GENOFF
EXT...__..EXT
1-
HoG4FXT FNGf XT
j,# 1 USFO
~ 2 USFD
FUEL OFF
AIR OFF
HYDOFF
ENGINE FIRE DETECT switches are fitted if the optional second loop Is fined.
,
.-
An ENG EXT USED annuncator Indicates that the fire handle has discharged the asSOCiated
extinguisher.
A fire handle lamp illuminates if:
~
OR
~
FCOM:V1-002
Nov 01 / 09
ENGINES
Fire Protection
Chapter 9 Topic 13
Pages
~-
------
--
--------
~----
ENG 1 FIRE
HANDLE
ENG 2 FIRE
HANDLE
ENG 3 FIRE
HANDLE
ENG 4 FIRE
HANDLE
LOOP 1
FJ\UI T
LOOP 2
FAULT
L.O OP J
FJ\UIT
LOOP J
FJ\UIT
OR
>-
>-
OR
l> A PYLON OVHT condition is detected in the
associated engine pylon - see Air Supply
Second row
from top.
FCOM:Vl-002
i-v1-09-00062
Nov 01 /09
ENGINES
Fire Protection
Chapter 9 Topic 13
Page9
BAT 1
BAT 1
BAT1
BAT 1
MDC
BAT 1
CARGO
EXT
CTL 1
BAT 1
5 .
ENG1
EXT
#1
ENG2
EXT
#1
ENG3
EXT
#1
ENG4
EXT
#1
EXT#1
+APU
USED
ANNUN
APU
EXT
MDC
MDC
MDC
MDC
MDC
BAT 1
DC2
ENG1
EXT
#2
ENG2
EXT
#2
ENG3
EXT
#2
ENG4
EXT
#2
EXT#2
USED
ANN UN
MDC
MDC
MDC
MDC
MDC
>
CARGO TOILET
SMOKE
EXT
CTL 1
WARN
MDC
MDC
MDC
ENG1
LOOP
A
ENG2
LOOP
A
ENG3
LOOP
A
ENG4
LOOP
A
LOOP A
WARN
+TEST
APU
LOOP
LOOPS
WARN
+TEST
FIRE
BELL
MDC
MDC
MDC
MDC
MDC
MDC
MDC
MDC
ENG1
LOOP
B
ENG2
LOOP
B
ENG3
LOOP
B
ENG4
LOOP
B
ENG1
PYLON
OVHT
ENG2
PYLON
OVHT
ENG3
PYLON
OVHT
ENG4
PYLON
OVHT
16
17
18
19
FIRE
20
21
i-v1-09-00126
Circuit Breakers
The flight deck circuit breakers for the fire system are immediately above the engine fire
panel. The panel is shown in Figure 13. 1o. Circuit breakers are provided for:
Each engine fire extinguisher discharge circuit (C16 to C19 and 016 to 019).
Each engine fire detection loop (E16 to E19 and F16 to F19).
All engine loop A warning and test circuits (E20) and all engine loop B warning and
test circuits (E22).
FCOM:V1-002
Nov 01 / 09
General
An Engine Life Computer (ELC) may be fitted as an option. The ELC:
Receives data from the engines and aircraft systems.
Stores data.
Data is retrieved after flight from the ELC using a hand-held Data Transfer Unit (DTU).
The DTU is also used to pass data to the ELC.
Control Panel
An ELC panel is on the centre console. It has a momentary action toggle switch and either
an amber FAIL annunciator or a white FAULT annunciator.
The toggle switch is marked STORE DATA; it is used to take a manual snapshot of data.
The annunciator indicates that the ELC has detected a fault or that the portion of ELC
memory used for storing data is more than 80% full.
Inputs
The inputs to the ELC fall into five groups:
Engine.
Bleed status.
Air data.
Fuel quantity.
Air/ground status.
Oil pressure falling below its minimum value for the N2 when airborne.
An engine shutdown.
If an incident occurs, it is recorded and annotated with the date and time.
FCOM:V1 -002
Nov 01 /09
Chapter 9 Topic 14
Page 2
ENGINES
Engine Life Computer
Figure 14.1 - ELC Schematic
Bleed status
For each engine:
,. VibratiOn - - ---.1
,. Otl pressure - --+1
,.
ELC
,.
Oillemperature
,.
N , ------~
,.
,
EG
N2 -----~
Snapshots:
,.
,. Automatic take-off
Airfground status:
,. Squat switch 1.
RECORDS
,
,
Automatic cruise.
Manual
Exceedanc:es.
,. Engine air on
Air condltion10g:
,. Pack 1 on.
,. Pack 2 on
A irframe ice protection:
,.
Outer
Wtng ani-ICe on
,. T 1 I ant~ce on
,.
Incidents.
Air
,.
,
,.
data:
ADAU air speed
ADAU altitude. - -.I
TAT probe. -----.1
Take-offs
EGT.
Fatigue cycles.
tf fitted
DC BUS 2
1---~
Internal c lock
battery
Data transfer unit
Centre
console
panel
some panels.
..vt 09.00127
FCOM:V1-002
Nov 01 / 09
ENGINES
Engine Life Computer
Chapter 9 Topic 14
Page3
Snapshots
Take-off data once per flight. The snapshot is taken ten seconds after the aircraft
first becomes airborne.
Cruise data once per flight. The snapshot is taken when the aircraft first enters a
steady cruising condition for one minute above 15 ooo feet.
A manual snapshot of data can be taken at any time using the STORE DATA switch.
Take-offs
The ELC can calculate fatigue damage to various parts of the engine due to centrifugal
stress. Centrifugal stress is proportional to the square of the rotational speed.
The life of each component is defined in terms of a given number of reference cycles. A
reference cycle is a single excursion from zero stress up to the stress corresponding to
maximum engine speed and back to zero again.
In practice the engine speed, and hence the component stresses, vary in a complex
manner during flight. The ELC analyses the changes in speed and converts the stress
experienced during flight into a number of reference cycles.
Engine EGT Bands
The EGT range 482 to 650 OC is divided into 15 bands. The ELC records the amount of
time an engine spends in each of the bands.
Spool Up and Down Times
Memory Store
If the memory used to store the data becomes full , the first data recorded (that is the oldest
data) is overwritten by any new data.
Power Supplies
FCOM:V1-002
Nov 01 /09
ENGINES
Engine Life Computer
Chapter 9 Topic 14
Page4
GNS-X
Some aircraft are fitted with a GNS-X navigation system. An option available for GNS-X is
an Airborne Data Loader. The data loader is a flight deck mounted disc drive. It allows the
GNS navigational data base to be updated from a computer disc.
As a further option, the data loader can be configured so that the ELC data can be
downloaded to a computer disc.
A CARS
FCOM:V1-002
Nov 01 /09
ENGINES
Engine Life Computer
Chapter 9 Topic 14
Page 5
FCOM:V1-002
Nov 01 /09
1
1
3
3
3
5
5
5
5
5
11
13
13
C Screens .... ..... ...................... ...... ...... ..... ................. ..... ...... ...................... ...... ..... ...... ..
17
1
6
1
7
Topic 2 - Cabin
1
2
4
5
7
8
8
1
1
Doors.............................................................................................................................
2
2
FCOM:Vl-002
Nov 01/09
Chapter 10 TOC
Page2
Overview.......................................................................................................................
Flight Deck ... ..... ...... ..... .... .. .... .. .. .... ..... . .. .. . ..... . .... ..... ...... ...... ...... ..... .. .... .. ... ...... . .... ...... ..
Cargo Smoke Panels .... ... ... ... .. .. .. .. ..... . .. .. . .... .. .... ..... .. ..... ...... ... .. ... ... . .... .. .... ...... ..... ...... .
Fire Detection.................................................................................... ......... ...................
Extinguishers..................................................................................... ............................
System Test ...... ...... ..... .... .. ..... ... .. .. .... .. .. .. . .... .. .... ..... ...... ...... ..... .... .. .. .... .. ... ...... . .... ...... ..
Extinguisher Operation..................................................................................................
1
3
5
7
9
11
12
Overview.......................................................................................................................
Animal Bay Switch and Annunciators ...................................... .......... ...........................
Animal Bay ECS................................................................................. ......... ..................
Animal Bay Fault...........................................................................................................
Animal Bay Smoke Detection........................................................................................
Cargo Bay Smoke Detection System............................................................................
Animal Bay ECS Shutdown....................... ......................................... ...........................
FCOM:V1-002
Nov 01 /09
1
5
7
7
11
13
13
Chapter 1o TOC
Page3
FCOM:V1-002
Nov 01/09
Seating
The flight deck provides seating tor two pilots and an observer. Each pilot's seat is
mounted on rails that allow fore and aft adjustment of the seat position. The height of each
pilot's seat can also be adjusted.
When the observer's seat is not in use, it is stowed behind the First Officer's seat.
There are two types of seat: Morse and AMI. The Morse seats are described in Topic 1.2.
The AMI seats are described in Topic 1.3.
Grab Ha.ndle
The ends of the glareshield are strengthened and raised to form grab handles. The grab
handles are shown in Figure 1.1 .3.
Eye Locator
Each seat must be adjusted so that the pilot has the correct view over the nose and an
unrestricted view of the instruments. These requirements are met if the seat is adjusted
using the aircraft eye locator . This is the correct position for all approach and landings.
However it is especially important for category .2 and category 3 approaches; too low a
position, will result in a reduced visual segment at D H.
The eye locator is shown in Figure 1.1.1. The locator consists of three balls: two yellow
balls and one black ball. The balls form a triangle whose plane is parallel to the flight deck
floor. The two yellow balls are aligned with the aircraft's lateral axis. The black ball is
behind the yellow balls but midway between them.
The seat position is adjusted so that the black ball is aligned with the cross side yellow ball.
The eye locator is illuminated by a light behind the standby compass. The switch for the
light is on the bottom left corner of the overhead panel.
FCOM:V1-002
Nov 01 /09
Chapter 10 Topic 1. 1
Page 2
Eye locator
Correct Alignment from the Right Seat
Correct Alignment from the left Seat
FCOM:V1-002
Nov 01 / 09
Notepad Holders
There is a notepad holder on each pilot's window sill. The notepad holders are shown in
Figure 1.1.2. Each holder has a forward clip and an aft clip. The holders are illuminated
by sill lights. Each sill light is controlled by a switch and a dimmer on the on-side dimming
paneL
Figure 1.1 .2 - Notepad Holders
Pencil Holders
There are holders for two pencils at each end of the glareshield. They are shown in Figure
1.1.3.
FCOM:V1-002
Nov 01 /09
Chapter 10 Topic 1. 1
Page 4
Left Glnreshield
Grab handle
IV t
FCOM:V1-002
-10.00008
Nov 01 / 09
Side-console Stowages
A stowage for the FCOM Abnormal and Emergency Checklist is recessed into the
wall of the side console. Some aircraft have spring clips attached to the bottom of
the stowage. If the Checklist is put into the stowage with the cut-out in the front
cover facing this clip (i.e. facing down towards the cockpit floor) it can catch in the
cut-out and become trapped. Ensure that the Checklists are put into the stowage
with the cut-out facing upwards. This will make sure that the spring clip cannot
enter the cut-out in the cover. If the Checklist becomes trapped, the Checklist can
be pushed back into the stowage and the spring released by hand.
A stowage for documents and a sun visor is recessed into the wall of the side
console. The stowage has a light: the flight kit light. The flight kit light is controlled
from the on-side dimming panel.
The left stowages are shown in Figure 1.1 .4. The right stowages are shown in Figure
1.1.5 .
The left box stowage is generally used for documents. The right box stowage is generally
used for emergency equipment.
Navigation Bags
A stowage area for navigation bags is outboard of each pilot's seat. Stops are provided to
prevent the bags moving in the fore and aft direction .
Wardrobe
A wardrobe is behind the left pilot's seat. On most aircraft the wardrobe is used as a
library. The wardrobe is shown kitted out as a library in Figure 1.1.6.
Cup Holders
There are three cup holders: one for each pilot and one for the third crew member.
The pilots' cup holders are attached to the notepad holders. Each pilot's cup holder is
hinged so that it can be stowed beneath its notepad holder. The right pilot's cup holder is
shown in Figure 1.1. 7.
The third crewmember's cup holder is on the rear vertical face of the centre console. It is
hinged so that it can be stowed parallel to the rear vertical face of the centre console. The
cup holder is shown in Figure 1.1 .8.
Ashtrays
There are three ashtrays: one for each pilot and one for the third crew member.
The pilots' ashtrays are attached to the notepad holders. The third crewmember's ashtray
is on the rear vertical face of the centre console.
Each ashtray is a container that can be closed. The pilots' ashtrays are shown in Figure
1.1.7. The third crewmember's ashtray is shown in Figure 1.1.8.
FCOM:V1-002
Nov 01 /09
Chapter 10 Topic 1. 1
Page6
IY1 10.0000:9
FCOM:V1-002
Nov 01 / 09
Light
FCOM:V1-002
wt-10.00010
Nov 01/09
Chapter 10 Topic 1. 1
Pages
Wardrobe or library - - . ,
1>111-10.00011
FCOM:V1-002
Nov 01 / 09
o-vl-10-00012
FCOM:V1 -002
Nov 01 /09
Chapter 10 Topic 1. 1
Page 10
Cup holder
Ashtray open
Ashtray closed
11-10-00013
FCOM:V1-002
Nov 01 / 09
Fa.s tener
FCOM:Vt-002
Nov 01 /09
Chapter 10 Topic 1. 1
Page 12
_.. _
FCOM:V1-002
---
Nov 01 / 09
Windscreens
A left A screen.
A right A screen.
A left B screen.
A right B screen.
A left C screen.
A right C screen.
The A and 8 screens are electrically heated. The C screens are not heated, but they are
de-misted by the supply from the air conditioning packs to the flight deck.
An electrically powered windscreen wash system is provided for the two A screens. Each
A screen has an electrically powered windscreen wiper.
On the ground, the C screens can be opened inwards to ventilate the flight deck. The C
screens are also the flight deck emergency exits.
Sun Visors
There are two sun visors: left and right. Each sun visor is attached to a rail by a clip. Each
clip can be manually slid along its rail from the A screen through to the C screen. Each
visor can be removed from its clip. A sidewall stowage is provided for each sun visor.
The sun visors are shown in Figures Figure 1.1.12 and Figure 1.1.13.
FCOM:V1-002
Nov 01 /09
Chapter 10 Topic 1. 1
Page 14
Right C Sere.en
L.en 8 Screen
Right A Seraen
left A Screen
Right Wiper
Right Wlndscre8!n
Wash Nozzle
FCOM:V1-002
Left C Screen
Left Wiper
Left Windscreen
Wash Nozzle
1-\11 1 ~016
Nov 01 / 09
Visor rail
1-1-10-00017
FCOM:V1-002
Nov 01 /09
Chapter 10 Topic 1. 1
Page 16
VIsor
lv11000018
FCOM:V1-002
Nov 01 / 09
C Screens
The right C screen is shown in the closed position in Figure 1.1.15. Each C screen has an
operating handle at its bottom forward corner. Each C screen has four positions: closed,
fully open and two ventilation positions.
A track for each handle is on the associated side console. The track locks the window in
the closed position and the two ventilation positions. When the window is closed and
locked, a red line on the handle is aligned with a line on the track. The track is shown in
Figure 1.1.14.
A catch to hold the window open is on the associated rear flight deck wall. When the
window is fully open, the handle is engaged in the catch. The catch must be pressed down
to release the handle.
Figure 1.1.14 - C Screen Handle Track
Handle Locked
The Track
FCOM:V1 -002
i-v1- 10-00019
Nov 01 /09
Chapter 10 Topic 1. 1
Page 18
Right C Screen
FCOM:V1-002
Left C Screen
Nov 01 / 09
FCOM:V1-002
Nov 01 /09
Chapter 10 Topic 1. 1
Page 20
~v1- '
FCOM:V1-002
o.ooon
Nov 01 / 09
Chapter 10 Topic 1 .1
Page 21
FCOM:V1-002
Nov 01 /09
Pilots' Seats
The inboard side of the right seat is shown in Figure 1.2. 1. The outboard side of the right
seat is shown in Figure 1.2.2.
Each seat has the following adjustments:
Fore and aft: using a track lock release lever on the inboard side of the seat. The
tracklock lever is pushed back to release the lock.
Height: using a height lock control on the inboard side of the seat. To lower the
seat, pull the control up while applying body weight. To raise the seat, relieve body
weight on the seat pan and pull the handle up; the seat moves up assisted by
tensioned bungee rubber loops.
Lumbar support: the lumbar support pad can be inflated and deflated by pressing a
button on the outboard side of the seat. To deflate the pad, press the button and
push back into the pad. To inflate the pad, press the button and lean forward.
Backrest recline: using a recline wheel on the inboard side of the seat. The back of
the seat can be set to any position between the vertical and 34 o aft of the vertical.
Pressure must not be applied to the backrest while its position is being changed.
Armrest: the armrests can be stowed in the vertical position. When in the horizontal
position, the angle of each armrest can be adjusted usi ng a knob beneath the
forward end of the armrest.
The seats have a five-point restraint harness. An inertia reel lock is provided for the
shoulder harness. The shoulder harness can be locked or put on the inertia reel
setting using a lever on the inboard .side of seat.
The harness release box is permanently connected to the negative "g" strap. To fasten the
harness, the lap straps and the shoulder straps must be connected to the harness release
box. The harness is released by rotating the wheel on the box. Just the shoulder harness
can be released by a button on the forward face of the harness release box. The harness
release box is shown in Figure 1.2.3.
A lifejacket is stowed in a box at the back of the seat. The stowage is shown in Figure
1.2.4. The lifejacket stowage has a door hinged at the bottom and secured by a Velcro
strip.
A stowage bag is on the back of the seat. The stowage bag is shown in Figure 1.2.4.
FCOM:V1-002
Nov 01 / 09
Armrest stowed
Recline control
1-111-10-00025
FCOM:V1 -002
Nov 01 /09
IV1
FCOM:V1-002
1000026
Nov 01 / 09
Shoulder hamess
Lap strap
FCOM:V1 -002
Nov 01 /09
Stc>wage bag
I-V1-1C).Q0028
FCOM:V1-002
Nov 01 / 09
The third crewmember's seat is shown in the stowed position in Figure 1.2.5 and in the
in-use position in Figure 1.2.6.
The seat is stowed behind the first officer's seat. In use, the seat is aligned with the centre
console. The seat pan is pivoted and spring-loaded so that it automatically stows vertically
against the backrest. When the seat pan is down, the position of the seat can be adjusted
to one of two positions: fully forward or fully rearwards. The positions are shown in Figure
1.2.7.
A seat unlocking handle is on the left side of the seat. When the handle is pushed fully
down, the seat can be moved sideways and the seat is also unlocked in the fore and aft
sense. If the handle is moved 21 o down, the seat is unlocked in the fore and aft sense
only.
A height lock lever is on the right side of the seat. The height lock lever is shown in Figure
1.2.8. To lower the seat, push the control down while applying body weight. To raise the
seat, relieve body weight on the seat pan and push the handle down; the seat moves up
assisted by tensioned bungee rubber loops.
The seat has a four-point harness. The harness release box is permanently connected to
the left strap. To fasten the harness, the right lap strap and the shoulder straps must be
connected to the harness release box. The harness is released by rotating the wheel on
the box. Just the shoulder harness can be released by pushing forward on a metal tab that
protrudes from the top of the box. The harness is shown in Figure 1.2.9.
The third crewmember's lifejacket is stowed in the seat pan behind a cloth flap secured by
Velcro fasteners. The stowage is shown in Figures Figure 1.2.7 and Figure 1.2.1 0.
FCOM:V1-002
Nov 01 /09
Shoulder harness
FCOM:V1-002
Nov 01 / 09
FCOM:V1-002
Shoulder harness
o-v l-10.00098
Nov 01/09
Figure 1.2.7- Seat Pan Positions of the Third Crew Member's Seat
Seat pan forward
Ufejacket stowage
..vl 10.00009
FCOM:V1-002
Nov 01 / 09
FCOM:V1-002
..VI-10.00100
Nov 01/09
iVl-10-01)101
FCOM:V1-002
Nov 01 / 09
Flap closed
FCOM:V1-002
Llfejacket
Nov 01/09
Pilots' Seats
The inboard side of the left seat is shown in Figure 1.3. 1. The outboard side of the left seat
is shown in Figure 1.3.2.
Each seat has the following adjustments:
Fore and aft: using a track lock release lever on the inboard side of the seat. The
tracklock lever is pulled up to release the lock.
Height: using a height control handle on the outboard side of the seat. To lower the
seat, pull the handle up while applying body weight; to raise the seat, relieve body
weight on the seat pan and pull the handle up; the seat moves up assisted by a gas
spring.
Lumbar support: the lumbar support pad can be moved vertically and horizontally to
eight positions. A rotary control on the backrest, under the right armrest, controls
the horizontal movement; a rotary control on the backrest, under the left armrest,
controls the vertical movement.
Backrest recline: using a recline lever on the outboard side of the seat. There are
seven positions. To change the recline angle, pull the handle up, lean in the
direction required and then release the handle.
Independent thigh support: a rotary control beneath each forward side of the seat
allows each t high support to be independently raised and lowered.
Armrest: the armrests can be stowed in the vertical position. When in the horizontal
position, the angle of each armrest can be adjusted usi ng a knob beneath the
forward end of the armrest.
The seats have a five-point restraint harness. An inertia reel lock is provided for the
shoulder harness. The shoulder harness can be locked, released or put on the
inertia reel setting using a lever on the inboard side of the backrest frame.
The harness release box is permanently connected to the negative "g" strap. To fasten the
harness, the lap straps and the shoulder straps must be connected to the harness release
box. The harness is released by rotating the wheel on the box. Just the shoulder harness
can be released by pushing forward on a metal tab that protrudes from the top of the box.
The harness release box is shown in Figure 1.3.3.
Whenever the seat has been moved fore and aft, it is important that both locking pins are
in the seat rails. If the seat does not move fore and aft when the seat is rocked backwards
and forwards, then it is locked. The locking pin for each inboard rail can be viewed by the
other seat occupant. A white witness ring is visible if the pin is not fully engaged.
A lifejacket is stowed in a box beneath the seat. The stowage is shown in Figure 1.3.4.
A stowage bag is on the back of the seat.
As an option, a headrest can be fitted to the seat. The headrest is shown in Figure 1.3.5.
FCOM:V1-002
Nov 01 / 09
FCOM:V1 -002
Nov 01 /09
FCOM:V1-002
Nov 01 / 09
FCOM:V1 -002
Nov 01 /09
Lffejacket stowage
LlfeJacket
FCOM:V1-002
i. vMG-00035
Nov 01 / 09
FCOM:V1 -002
Optional headrest
Nov 01 /09
The third crewmember's seat is shown in the stowed position in Figure 1.3.6 and in the
in-use position in Figure 1.3.7.
The seat is stowed behind the first officer's seat. In use, the seat is aligned with the centre
console. The seat pan is pivoted and spring-loaded so that it automatically stows vertically
against the backrest.
The seat has a four-point harness. The only seat position adjustment is a fore and aft
adjustment of the seat pan.
A tracklock handle on the left side of the seat is used to unlock the seat to allow sideways
movement between the stowed and in-use positions.
A fore and aft unlock lever is on the left side of the seat. The lever is pulled up to move
fore and aft. The seat pan rises when the lever is pulled; the seat pan is then moved fore
or aft; when in position, the handle is released and pins lock the seat pan in place.
The harness release box is permanently connected to the left strap. To fasten the
harness, the right lap strap and the shoulder straps must be connected to the harness
release box. The harness is released by rotating the wheel on the box. Just the shoulder
harness can be released by pushing forward on a metal tab that protrudes from the top of
the box.
A cupboard is at the bottom of the door. A door catch is at the top of the door. The
cupboard normally holds a lifejacket and documents. The cupboard is shown in Figure
1.3.8.
As an option , a headrest can be fitted to the seat. The headrest has to be folded in front of
the seat before the seat can be stowed. The headrest is shown in Figure 1.3.9.
FCOM:V1-002
Nov 01 /09
Shoulder hatness
FCOM:V1-002
Nov 01 /09
Seat pan
H<~meu
release box
horizont<~l
,,
.......
===-
FCOM:V1-002
~... ,. 10.00038
Nov 01 / 09
Cupboard door
Door latch
Hinges
Lifejacket
FCOM:V1 -002
Documents
...,,.10.0003.9
Nov 01 /09
FCOM:V1-002
Nov 01 / 09
FCOM:V1-002
Nov 01 /09
Layout
The cabin layout is shown in Figure 2. 1.
There are four cabin doors: two passenger doors on the left side of the aircraft and two
smaller service doors on the right of the aircraft. The two front doors lead into the forward
vestibule. The two rear doors lead into the rear vestibule. The passenger cabin lies
between the two vestibules.
The vestibule arrangement depends upon the customer requirements. The vestibules
contain the cabin crew seats. Toilets and galleys may be fitted in either vestibule. In
aircraft with airstairs , the airstairs are stowed in the vestibules. A service intercom handset
is fitted in each vestibule. Some aircraft have two handsets in the rear vestibule. Each
handset also contains crew call annunciators and switches.
Each toilet has a smoke detection system and a waste bin fire extinguisher.
A cabin attendant's panel is above each service door. The forward control panel contains
switches, circuit breakers, annunciators and a PA speaker. The rear panel only contains
annunciators and a PA speaker.
The passenger seats are normally in a five abreast or a six abreast configuration. Some
aircraft have VIP configurations. The VIP configurations may contain a toilet within the
passenger cabin.
Overhead luggage bins are on each side of the cabin. Passenger service units are on
each side of the cabin above each row of seats. The passenger service units are beneath
the overhead luggage bins. The passenger service units contain oxygen masks, reading
lights, adjustable air louvres, an attendant call switch, an attendant call indicator and a PA
speaker.
Figure 2.1 - Cabin Layout
Rear service door
Forward vestlb""le
Rear vestibule
Fllgh1 Deck
,_vI I 0.00041
FCOM:V1002
Nov 01/09
Chapter 1o Topic 2
Page2
Some aircraft have electrically actuated variable geometry seats. The variable geometry
allows them to be converted between business and economy class configurations. The
configuration is changed by a screw jack that is normally operated by an electric motor. If
electrical power is not available, a crank handle can be used to operate the screw jack.
The seats are in the first 12 rows on the left and the first 13 rows on the right. The seats
on the right can be changed between a two-seat business class configuration and a
three-seat economy class configuration. The seats on the left can be changed between a
three-seat business class configuration and a three-seat economy class configuration.
Electrical power is supplied from AC BUS 2. A two-position pushbutton switch light is used
to select power to the seats. The switch is on the rear centre console; it is shown in Figure
2.2. It is labelled CABIN SEAT POWER. The switch contains an ON annunciator.
Power can only be applied to the seats if:
AND
AND
When the switch is selected to the on position, the ON legend illuminates when power has
been successfully applied to all the seats. If one or more seats are not powered, the ON
annunciator will not illuminate. So it is possible to have power to some seats with the ON
annunciator extinguished.
When the switch is selected to the OFF position, the ON annunciator will not extinguish
until power has been removed from all the seats.
The galleys powered by AC 2 are automatically shed when the seat power is ON. It is not
necessary to select GALLEY power ON to operate the seats.
Each seat has a control and indicator unit on the underside of the aisle side of the seat.
The unit is shown in Figure 2.3. The unit has:
A blue LED to indicate that the seat is in the business class configuration.
A green LED to indicate that the seat is in the economy class configuration.
When a seat reaches the new position, the associated LED will illuminate and power will be
removed from the seat motor. The LEOS also provide a back-up indication that power is
still available to actuate the seat.
Pressing and releasing the control button initiates a change in geometry. If electrical power
is lost while the seat is transitioning between configurations, the seat will revert to its
original configuration when power is restored and the control button is pressed and
released.
FCOM:V1-002
Nov 01 /09
Chapter 10 Topic 2
Page3
A crank handle to change the seat configuration manually is stowed on the flight deck. The
handle is connected to the screw jack by inserting the handle through a hole on the inboard
side of the seat.
Figure 2.2 - Seat Power Switch
iv1- 1000076
FCOM:V1-002
Nov 01 / 09
Chapter 1o Topic 2
Page4
A smoke detection system is fitted for each toilet. The system includes:
A smoke detector.
A horn.
A test switch.
A reset switch.
When smoke is detected the horn sounds. The horn will stop when the smoke clears.
The horn will also stop when the reset switch is pressed. If smoke is subsequently
detected, the horn sounds again.
When the test switch is pressed, the detector and the horn are tested. The test is passed if
the horn sounds.
There are two different types of passenger toilet: early and late. A few aircraft have a VIP
toilet.
Each type has a different smoke detector.
FCOM:V1-002
Nov 01 /09
Chapter 10 Topic 2
Page 5
-_ ,
FCOM:V1-002
Nov 01 / 09
Chapter 10 Topic 2
Page6
Reset
switch
Tes1
switch
Amber
lamp-+
Detector
Red smoke
detected indicator
Horn
..vi I0.00079
FCOM:V1 -002
Nov 01 /09
Chapter 10 Topic 2
Page 7
LEOs
11 10-00080
FCOM:V1-002
Nov 01 / 09
Chapter 10 Topic 2
Pages
Each toilet has an extinguisher that automatically discharges its contents into the waste bin
in the event of a fire. Automatic discharge of the extinguisher occurs when a high
temperature is detected in the bin, not when smoke is detected by the smoke detector. All
of the extinguishant is discharged once the critical temperature is reached.
The later type toilet and the VIP toilet have a temperature sensitive strip in the waste bin
compartment; the early standard of toilet does not have a temperature sensitive strip.
Toilet Temperature Sensitive Strip
Later type toilets and VIP toilets have a temperature indicator strip fitted in the waste bin
compartment. The indicator is on the wall behind the bin or on the inside of the waste bin
door. A typical indicator is shown in Figure 2.7.
The indicator strip consists of four white dots on a red background. The white dots are
temperature sensitive. If an excessive temperature is sensed, one or more of the white
dots will turn black. If any dot has turned black, a fire damage check must be carried out;
also, the fire extinguisher and indicator strip must be replaced.
Figure 2.7- Toilet Temperature Sensitive Strip
i-v1 -10-00081
FCOM:V1-002
Nov 01/09
General
There are two cargo bays below the cabin. The bays have doors on the right side of the
fuselage. The bays are shown in Figure 3.1. 1.
Figure 3.1.1 - The Cargo Bays
... 110.000.3
Bay Lighting
Incandescent lights are in the roof of the cargo bays. The lights are supplied from the
ground service busbar. The lights are switched on automatically when the associated door
is opened. The lights are automatically switched off when the associated door is closed.
Doors
The bay doors are plug doors. Each door is locked in place by four shoot bolts. If either
door is not closed and locked, a LWR DOOR NOT SHUT caption illuminates on the CWP.
Some aircraft have a cargo bay door protector in each cargo bay. The protector prevents
damage to the outer side of the door during loading.
The doors and their protectors are fully described in the Doors and Stairs chapter.
Live Animal Bay
An animal bay is installed in the aft part of the forward cargo bay as an option.
The animal bay has a door. The aircraft may be flown with the door open. In this case, the
animal bay may be used to store baggage.
An animal bay environmental control system (ECS) heats and ventilates the bay. A push
switch to control the ECS is on the bottom of the right instrument panel.
As an option, a door lock is provided. The lock is provided so that the animal bay can be
used as a safe. The animal bay ECS is inhibited when the door is locked.
FCOM:V1002
Nov 01 / 09
Chapter 10 Topic 3. 1
Page2
Door Protectors
Some aircraft have a cargo bay door protector in each cargo bay. The protector prevents
damage to the outer side of the door during loading. The protector is a panel that is curved
to match the curvature of the door. The protector is hinged to the bay roof. When the door
is open, the protector is raised to cover the underside of the open cargo bay door. Before
closing the door, the protector is lowered. The protector then prevents freight impinging on
the inside of the closed door.
Restraint Nets
Restraint nets are fitted to the cargo bays to restrain freight. Each net is made up of a web
of horizontal and vertical polyester webbing straps.
There are two configurations: one for aircraft with door protectors and one for aircraft
without door protectors. The configuration for aircraft without door protectors is shown in
Figure 3.1 .2. The configuration for aircraft with door protectors is shown in Figure 3.1.3.
In all aircraft, two restraint nets are fitted forward and aft of the cargo bay door. The nets
are attached to the floor, roof and sides of the bay with quick release fittings.
If a door protector is not fitted, a third net is fitted to protect the door. The third net is
permanently attached to the forward net. The aft end of the third net attaches to the aft
side of the door aperture with hooks.
All three nets are tensioned by tightening buckles on the vertical and horizontal straps.
FCOM:V1-002
Nov 01 /09
Forward
Forward net
Forwl'!rd
Forward net
Rur nt
h-1 1o...ooocs
FCOM:V1-002
Nov 01 / 09
Overv iew
A cargo bay fire protection system may be fitted as an option. An overview of the system
is shown in Figure 3.2.1.
The system detects smoke or high temperature in the forward and aft cargo bays.
Two extinguishers are provided to suppress a fire. The extinguishers are in the hydraulic
bay.
An electronic control unit in the avionics bay controls the fire protection system.
In the event of a fire, both extinguishers are discharged into the same cargo bay. The first
extinguisher is fired manually and it quickly discharges its contents into the appropriate
bay. Discharge of the second extinguisher is initiated automatically five minutes after the
first. The second extinguisher discharges its contents over about 50 minutes. This
ensures that the extinguishant concentration in the bay will keep the fire suppressed for at
least an hour.
The system is not designed to fight fires in both cargo bays on the same flight.
A CARGO SMOKE panel is just above the engine fire handles. The panel contains all the
flight <leek controls and indicators apart from a re<l CARGO SMOKE caption and a test
switch. The caption is on the CWP. The test switch is on the flight deck ground test panel.
Two annunciators on the panel, AFT SMOKE and FWD SMOKE, give warning of smoke or
high temperature in the aft cargo bay and forward cargo bay respectively. The
annunciators are on push-switches. Pressing a push-switch initiates the extinguisher
discharge sequence into the associated bay.
When either the AFT SMOKE annunciator or the FWD SMOKE annunciator illuminates, the
CWP CARGO SMOKE caption illuminates; also, the triple chime sounds and the red alert
lamps flash.
FCOM:V1-002
Nov 01 /09
0
Two extinguishers In the hydraulic bay
FCOM:V1-002
Nov 01/09
Flight Deck
The flight deck elements of the cargo smoke system are shown in Figure 3.2.2.
The cargo smoke panel is above the engine fire handles.
The CARGO SMOKE caption is on the CWP.
The SMOKE test button is on the GRND TEST panel.
FCOM:V1-002
Nov 01 /09
-~ t-10-00083
FCOM:V1-002
Nov 01 / 09
There are two standards of cargo smoke panel: early standard and later standard; they are
shown in Figure 3.2.3 and Figure 3.2.4 respectively.
Each panel has:
The SMOKE switches have clear plastic guards. The guard are hinged at the top. A guard
must be raised to press a switch. Pressing a switch initiates the extinguishing process.
On the early standard of panel:
The push-switches have hidden red legends. The red legend illuminates when
smoke is detected.
The function of the LOOPS switch is the same on both panels. Each detector has an A
sensor and a B sensor. All the A sensors in a bay are known as loop A for that bay; all the
8 sensors for a bay are known as loop 8 for that bay. When the switch is at BOTH or A +
B, a smoke warning will only be given if an A sensor and a 8 sensor in the associated bay
detect smoke. The sensors do not have to be in the same detector. If the switch is at A,
the B sensors are ignored and a warning is given if one or more of the A sensors detects
smoke or high temperature. If the switch is at 8 , the A sensors are ignored and a warning
is given if one or more of the B sensors detects smoke or high temperature.
The CARGO EXT # 1 USED annunciator indicates that the number 1 extinguisher has been
discharged or that an electrical fault prevents discharge of the number 1 extinguisher.
The CARGO EXT #2 USED annunciator indicates that the number 2 extinguisher has been
discharged or that an electrical fault prevents discharge of the number 2 extinguisher.
FCOM:V1-002
Nov 01 /09
i-v1 10-00048
A
BOTH
i-v1 -10-00049
FCOM:V1-002
Nov 01 / 09
Fire Detection
FCOM:V1-002
Nov 01 /09
Chapter 10 Topic 3 .2
Pages
IT]
[!]
Loop A detectors
Loop B detectors
AFT
CEU
CONTROL
UNIT
FWD
CEU
Only 2
detectors in
the RJ70
3 detectors in
the RJ100
FCOM:V1-002
Nov 01 / 09
Extinguishers
So, the cargo extinguisher-used annunciators indicate that the bottle has been discharged
by the system, or that pressure relief has taken place, or that bottle pressure has been
reduced by a leak, or that it may not be possible to discharge the extinguisher.
FCOM:V1-002
Nov 01 /09
Discharge into
forward cargo bay
Discharge into
aft cargo bay
Pressure
switch
CARGO EXT
#1USED
CONTROL UNIT
SMOKE
Pressure
switch
~--- -- 0
CARGO EXT
#2 USED
Test button
Discharge into
forward cargo bay
Discharge into
aft cargo bay
Pressing a SMOKE push-switch initiates the discharge sequence into the associated bay.
An EXT USED annunciator illuminates when:
>
J.>
>
CARGO EXT #1 USED and CARGO EXT #2 USED cycle on and off.
iv1-1000052
FCOM:V1-002
Nov 01 / 09
System Test
The system can be tested using the SMOKE test button on the GRND TEST panel. Only
the selected loop(s) are tested. The panel is shown in Figure 3.2.7.
When the button is pressed and held:
Both CARGO EXT USED annunciators remain off for between 5 and 1o seconds.
They then cycle on and off. They are illuminated for between 5 and 10 seconds
and extinguished for between 5 and 10 seconds. The cycles of the two
annunciators are not synchronised.
The cycling of the extinguisher used annunciators indicates that the 5 minute delay circuit
in the control unit is functioning satisfactorily.
The system can also be tested from the CEUs. A CEU is shown in Figure 3.2.7. Each
CEU can deal with up to eight detectors. There is an indicator for each A and each B
detector on the panel. The indicators are LEOs. There are two test buttons: LAMPS TEST
and PRESS TO TEST.
When the LAMPS TEST button is pressed, the indicators themselves are checked. They
should all illuminate, even those associated with detectors that are not fitted.
When the PRESS TO TEST button is pressed, all the installed detectors are tested; again
all the lamps should illuminate, including those associated with detectors that are not
fitted. The flight deck warnings are not activated.
If a detector gives a smoke warning, the associated indicator on the CEU illuminates.
Figure 3.2.7- CEU
lnstructJons:
Instructions are
printed on the
unit as shown
1.
PR ESS
TO TEST
LAMP
TEST
0
/ '"
~l~liDi
4~l~I~i
:il~11~
~m~li
m~~~
t!1!~lil
(1~~:
,~[Wl!
6 i~mn~
(mm=
:~m~~i
fl.mtl
{m~1~
~11m~:
~mni
1~~~l~i
i-v1-10-00053
FCOM:V1 -002
Nov 01 /09
Extinguisher Operation
Most control units ignore a press on a SMOKE push-switch if the other SMOKE
push-switch has already been pressed. However, some control units do not have this
feature. On these units it is important not to press the second SMOKE switch-light. If it is
pressed:
The other head on the HRD bottle will be discharged and thus both bays will be
connected through the HRD bottle. This will allow extinguishant to migrate between
the two bays; thus the concentration of the extinguishant in the bay associated with
the first switch pressed will be reduced.
Five minutes later, if the aircraft is airborne, the second LRD head will be
discharged and the remaining contents of the LRD will be shared between the two
bays. Thus the required concentration of extinguishant will not be maintained in the
bay associated with the first switch pressed.
The system is not designed to fight fires in both cargo bays on the same flight. Therefore,
whichever control unit is fitted, it is important to press the correct switch-light when a cargo
smoke warning is given.
In addition, because it is not possible to tell from the flight deck which standard of controller
is fitted, it is always important not to press the second SMOKE push-switch.
FCOM:V1-002
Nov 01 /09
Overv iew
An animal bay is installed in aft part of the forward cargo bay as an option. The location of
the animal bay is shown in Figure 3.3.1.
The animal bay has a door. The door is hinged at the top. Six latches are provided to hold
the door closed. Two latches are provided on the roof of the cargo bay to hold the door
open. All the latches are turn buckle type fasteners.
The animal bay door is shown in Figures Figure 3.3.2 and Figure 3.3.3.
The aircraft may be flown with the animal bay door open. In this case, the animal bay may
be used to store baggage.
The door is sealed in the closed position by a rubber seal. An animal bay environmental
control system (ECS) heats and ventilates the bay. A push switch to control the ECS is on
the bottom of the right instrument panel.
As an option, a door lock is provided. The lock is provided so that the animal bay can be
used as a safe. The animal bay ECS is inhibited when the door is locked.
If a cargo bay fire protection system is not fitted, a smoke detector is fitted to the roof of the
animal bay; when smoke is detected, an ANIMAL SMOKE caption illuminates on the CWP
and the ECS is automatically shutdown or inhibited.
If a cargo bay fire protection system is fitted, a smoke detector is not fitted to the animal
bay and there is no ANIMAL SMOKE caption on the CWP. The ECS is automatically
shutdown or inhibited if the FWD SMOKE switch-light is pressed.
FCOM:V1-002
Nov 01 /09
FCOM:V1-002
A nimal bay
Nov 01/09
Door lo<:k
i-v1-1G-00088
FCOM:V1 -002
Nov 01 /09
Door
Door hinge
FCOM:V1-002
Nov 01 / 09
FCOM:V1-002
Nov 01 /09
ANIMAL
BAY HEAT
ANIMAL
BAY HEAT
ECS Fault
Door locked
FALLT
ON
'I
Switch solocted on
Door closed
ECS enabled
ECS enabled
o-vH~088
FCOM:V1-002
Nov 01 / 09
The animal bay ECS only heats the bay; there is no cooling system.
The ECS is shown schematically in Figure 3.3.5.
A combined fan and heater is fitted in the cargo bay but outside the animal bay. The fan
draws air from between the cargo bay liner and the aircraft skin over the heater. From the
heater, the air enters the animal bay through an inlet shut off valve. The air is distributed
through the animal bay by a spray bar. The air is discharged from the animal bay through
an exhaust outlet on the port side of the animal bay. From the outlet, the air passes to an
outlet shut-off valve. From the outlet, the air is directed towards the forward pressurisation
outflow or discharge valve.
The spray bar and the exhaust outlet are shown in Figure 3.3.6.
A blow-out panel is in the rear starboard roof of the animal bay. In the event of a rapid
decompression of the aircraft, the blow-out panel relieves the pressure in the animal bay.
The blow out panel is shown in Figure 3.3.7.
When the switch-light is selected ON:
Once both the valves are open, the heater is enabled. A thermostat controls the heater.
The thermostat is set to 150C. A back-up thermostat switches the heater off if it remains on
above 250C.
Animal Bay Fault
The 150C thermostat is commanding the heater to on, but the animal bay
temperature is above 25C.
The NIPS indication is delayed by 10 seconds; so the FAULT annunciator does not
illuminate when the valve transits from one position to the other when the ECS is selected
on or off.
The bay can achieve higher temperatures than 250C because there is no cooling system.
So the FAULT light does not illuminate just because the bay temperature is greater than
250C.
If the heater remains on even though the 15C thermostat is functioning correctly, the
backup thermostat controls the heater; however, there is no fault warning and
auto-shutdown does not take place.
FCOM:V1-002
Nov 01 /09
Pages
Normal control
Inlet valve
Fan
From the cargo bay
Outlet valve
---t~(
FCOM:V1-002
Nov 01 / 09
Air outklt
Spray bar
()
Cl
11 -tG-00090
FCOM:V1 -002
Nov 01 /09
Spray bar
~v 1- 10.00091
FCOM:V1-002
Nov 01 / 09
If a cargo fire protection system is not fitted, a smoke detector is fitted in the roof of the
animal bay. Convection currents ensure that air from the bay passes through the detector.
The detector is shown in Figure 3.3.8.
An ANIMAL SMOKE caption is fitted to the CWP. The SMOKE test switch on the
GRND TEST panel tests the animal bay smoke detector as well as the electrical smoke
detector. The switch and the caption are shown in Figure 3.3.9. If smoke is detected or
the test button is pressed:
Both the inlet and the outlet valves are prevented from opening.
The inlet and outlet valves are both closed if animal bay heat is in use.
II animal bay heat is selected on, the animal bay ON annunciator extinguishes.
FCOM:V1-002
Nov 01 /09
...,1-10.00003
FCOM:V1-002
Nov 01 / 09
If a cargo fire protection system is fitted, a smoke detector is not fitted to the animal bay.
Ten seconds after the FWD SMOKE switch-light is pressed:
Both the inlet and the outlet valves are prevented from opening.
The inlet and outlet valves are both closed if animal bay heat is in use.
If animal bay heat is selected on, the animal bay ON annunciator extinguishes.
After 10 seconds:
The animal bay FAULT annunciator illuminates if animal bay heat is selected on.
The system is automatically shutdown and latched shutdown if any of the following occur:
The outlet valve is not open for more than 10 seconds when the switch-light is on.
The FWD SMOKE switch-light is pressed (if a cargo bay fire protection system is
fitted).
In the case of the two ECS failures, the amber FAULT annunciator will illuminate once
shutdown occurs. The amber FAULT annunciator will remai n illuminated when the ECS is
selected off. Maintenance action is required to reset the system.
In the case of smoke detected by the animal bay smoke detector, the amber FAULT
annunciator will illuminate while the ANIMAL BAY HEAT switch is on; when the switch is
selected off, the FAULT annunciator will extinguish. The shutdown latch will be removed
when the switch is off and the ANIMAL SMOKE caption is out.
FCOM:V1-002
Nov 01 /09
Topic 1 - Overview
1
3
5
7
7
9
11
11
13
13
15
17
19
21
23
25
1
1
3
5
5
7
7
7
8
Roll Control Circuit .................... ... .......... ........... ....................... ........ .. ............. ..............
Aileron Gust Dampers ...................................................................... .............................
AP Roll Control.................................... ............................................. ............ .................
Roll Disconnect .... ......... ... .......... ............. ......... ............. ......... .......... ... ......... ............. ....
Roll Trim......................................................... ...............................................................
FCOM:V1-002
Nov 01/09
1
1
1
3
5
FLIGHT CONTROLS
Contents
Chapter 11 TOC
Page2
Rudder Control..............................................................................................................
Rudder Pedal Limiter .... ... ... ... .... .... ...... ..... ...... .... ..... .. ..... ...... ..... .... .. . ..... . .... ...... ..... ...... .
Rudder Hydraulic Actuators........... .......................................... ................... ..................
1
3
5
Q-pot Pressure Head .... ... ... ... ... . .. ... ..... .. ... ..... . ..... ..... ...... ...... ..... ... ... . .... .. .... ..... . ..... ...... .
Q-pot Function .................................................... ............................... ......... ..................
Q-pot Pitot and Static Monitoring .... .. ... .... .. ...... ...... .. .. .. .. .. .. .... .. .... .. .... .. .. .. .. .. .. .... .. .... .. .. .
Rudder Limiter Monitoring.................................................................. ......... ..................
1
3
3
3
1
3
5
7
7
9
11
12
12
13
Topic 7 - Flaps
Overview............................................................. ..........................................................
Flap Carriages...............................................................................................................
Flap Drive Mechanism .. ... ... ... .... .. .. ...... ... .. ....... .... .... .. ..... ...... ..... .... .. . ..... . .... ...... ..... ...... .
Flap Control...................................................................................................................
Flap Valves ......................................................... ..................... .......... ......... ..................
Flap Shafts ....................................................................................................................
Flap Selector Lever .......................................................................................................
Flap Safety Lanes .... ..... ... ... ... .... ... . ..... . ... .. ..... . ..... ..... ...... ..... ...... ... ... . .... .. .... ..... . ..... ..... ..
Flap Computer Code.....................................................................................................
Flap Tests.....................................................................................................................
1
1
3
5
7
9
11
13
15
16
Overview........................................ ...............................................................................
Lift Spoiler Jacks...........................................................................................................
Spoiler Manual Deployment Conditions........................................................................
Yellow Spoiler On-ground Logic........................................................ ............................
Green Spoiler On ground Logic ........................................................ ............................
Spoiler Automatic Deployment Conditions....................................................................
FCOM:V1-002
Nov 01 /09
1
3
5
5
6
6
FLIGHT CONTROLS
Contents
Chapter 11 TOC
Page3
7
9
11
12
13
14
15
15
17
Topic 9- Airbrake
Overview ...................................................................................................................... .
Airbrake Control .. .... ... ... ..... . ......... .. ... .. .. ..... .. .. .... ... ........ .. .. ... . ..... ...... ..... ...... ..... .... .. .. ... ..
The Warning..................................................................................................................
Arming ...........................................................................................................................
Monitored Items .. .... ... ... ...... .............. .. ......... .. .... .... ... ... ... .. ... . ..... ...................... .... .... ... ..
In hibit............................................................................ .................................................
Door Warnings . .. . ....... ... ..... . .......... .......... ..... ...... ... ........ ..... ... ..... ...................... .... ..... ....
FCOM:V1 -002
Nov 01 /09
1
1
1
1
1
General
The aircraft flight control system is divided into the following elements:
The primary flight controls: pitch, roll and yaw.
The flight deck primary controls and the control surfaces are shown in Figure 1.1. Each
pilot has a handwheel on a floor mounted column and two foot pedals. The handwheel is
used for primary roll control; fore and aft motion of the column is used for primary pitch
control; the pedals are the primary yaw controls.
Control in pitch is by 1\vo servo tab operated elevators. The columns are mechanically
connected to the tabs not to the elevators. The aerodynamic feel of the servo tabs is
enhanced by an elevator Q-pot and a "g" weight. The elevator Q-pot increases control
forces as speed increases. The "g" weight increases control forces as normal "g"
increases. The AP can drive the pitch circuit via an -electric servo motor.
Each elevator has a trim tab . The trim tabs are operated by trim wheels either side of the
centre console. The wheels can be turned manually or driven by an electric servo motor.
The servo motor is controlled via switches on each pilot's handwheel or by the FGS.
Control in roll is by two servo tab operated ailerons and two hydraulically powered roll
spoilers. The handwheels are mechanically connected to the roll spoiler actuators and to
the servo tabs not to the ailerons. The aerodynamic feel of the servo tabs is enhanced by
a spring.
Each aileron has a trim tab. The trim tabs are operated by a trim wheel on the centre
console. There is no electric roll trim. The AP can drive the roll circuit via an electric servo
motor.
Control in yaw is by a hydraulically actuated rudder. There are two hydraulic rudder
actuators. One is powered by the green system and one by the yellow system. Either
actuator provides adequate control in yaw. The actuators are mechanically signalled by a
mechanical summing unit. The summing unit takes inputs from:
The rudder pedals. The maximum rudder pedal input is reduced as speed
increases by a rudder limiter. The rudder limiter is positioned by a rudder 0-pot.
A manually operated rudder trim wheel on the centre console. There is no electric
rudder trim.
The AP can drive the rudder pedal input to the summing mechanism via a parallel rudder
servo.
There is no aerodynamic feel in the rudder circuit. Artificial feel is provided by a spring.
The rudder and elevator Q-pots are supplied by a Q-pot pressure head on the left side of
the aircraft's nose.
FCOM:Vt-002
Nov 01 /09
.2
a.
~C\J
~
<I>
0>
'- co
20..
a.
co
.I::
()
Rudd er
pedals
c
0
en
-1
()
a:
!z0 .~>
...
!i:(!) ~
()
Cll
:::i
..__ Right
aileron
.21
u::
'
cu
Right
roll spoiler
't:
(!)
c.
'
u:::
'<T
~
Right
elevator
a:
?i:
Left
::2
0
()
C\J
Left
roll spoiler
u.
-,-;;;
CfE
t0::J
'<T-
~g
?i:
(f)
en
>
....,
a:
a:
::J
.:r
0
-.
Q)
"":
0>
;::
...
u..
Column
.s:;
Ul
0
0
/4
Left
:aileron
0
0
?:
:2
0
()
u.
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page3
There are three secondary flight controls: flaps, airbrake and lift spoilers. They are all
electrically signalled and hydraulically powered. The surfaces are shown in Figure 1.2.
The controls are shown in Figure 1.5.
The airbrakes are operated by a combined airbrake and spoiler lever. The flaps are
operated by a selector lever with five gates: UP, 18, 24 , 30 and 33. A baulk prevents
the flap lever being moved out of the UP gate at speeds above 227 kt. If the baulk is not
automatically removed, it can be removed manually by pressing a tab just forward of the
selector lever.
Each wing has a single piece Fowler flap with a tab. When the Fowler flaps are extended,
they increase the area and the camber of the wing. The tab at the trailing edge of each
Fowler flap deflects as the flaps extend to further increase the camber of the wing.
The flaps are controlled electronically by a flap computer. The computer has two control
lanes: yellow and green. The yellow lane requires EMERG AC and EMERG DC to
function. The green lane requires AC 2 and DC 2 to function.
There are two hydraulic motors: yellow and green. The yellow motor is powered by the
yellow hydraulic system and controlled by the yellow control lane. The green motor is
powered by the green hydraulic system and controlled by the green control lane. Either
motor can operate the flaps over the complete range in both directions. When just one
motor is available, the flaps move at half their normal speed. Each control lane controls
hydraulic valves to direct hydraulic pressure to the control lane's motor.
The FGS provides flap trim compensation (FTC). The FTC automatically operates the
pitch trim when the flaps move between 0 and 18 o to compensate for the trim change due
to flap movement.
One hydraulic actuator powers the airbrake. The actuator is powered by the green
hydraulic system. The airbrake lever can be set to any position between IN and OUT. At
OUT, each petal is deflected 60 from the aircraft centreline.
The lift spoilers are used on the ground to destroy lift and thus improve the wheel braking
performance. The lift spoilers are not used in the air. There are three lift spoiler panels on
each wing. Each spoiler has its own hydraulic jack.
The inboard spoiler on each wing is powered by the yellow hydraulic system; electrical
power comes from EMERG DC. The outboard lift spoiler and middle lift spoiler on each
wing are powered by the green hydraulic system; electrical power comes from DC 2.
The lift spoilers can be deployed manually or automatically. The lift spoilers are manually
deployed by selecting the combined airbrake and lift spoiler lever past the airbrake OUT
position to the LIFT SPLR position. If an AUTO SPLR switch on the overhead panel is at
ON, the spoilers will automatically deploy on landing or when a take off is rejected
regardless of the position of the lift spoiler lever.
There are switches and annunciators for the lift spoilers on the overhead panel.
FCOM:V1-002
Nov 01 /09
.---------------------------------,~
~
.2
a.
~v
~
<I>
0>
0
-.
0
>
0
0>
'- co
20..
a.
co
.I::
()
..--
U)
-8e
c
en
.El
a:
!z0 .~>
...
!i:(!) ~
()
~ Airbrake
.1::
-1
Cll
:::i
u..
u::
Q)
(f)
Ill
"0
...
<"!
L eflt flap
Airbrake
The airbrake consists of two mechanically linked petals powered by the green system.
Electrical power comes from DC 2.
::J
til
i!
::2
Lift spoilers
The yellow lift spoilers are powered from the yellow system; electrical power comes from E M ERG AC and EMERG DC.
The green lift spoilers are powered from the green system; electrical power comes from AC 2 and DC 2.
-,-;;;
CfE
t0::J
'<T-
~g
a:
?i:
....,
a:
'
(!)
a:
?i:
(\j
0
0
()
u.
;::
Flaps
The flaps are moved by two hydraulic motors; one powered by the green system, the other by the yellow system.
Either motor can operate the flaps over the full range.
Electrical power to control the yellow motor comes from EM ERG AC and EM ERG DC.
Electrical power to control the green motor comes from AC 2 and DC 2.
'
?:
:2
0
()
u.
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 5
The pitch trim switches are spring loaded to the cent re neutral position. Both switches on a
handwheel must be moved together for the trim to o perate: to DN for nose down trim and
to UP for nose up trim.
There are no flight deck operated control locks. The left column has a control column gust
restraint. The restraint is removed by a sharp push or pull on either column. There is no
column restraint on the right column.
There are no restraints for the handwheels.
A chart holder is on each handwheel.
A stick shaker motor is on the forward face of each column.
A hand microphone is on the rear face of each column.
Figure 1.3 - Control Wheel Left Outboard Horn
SYNC button
AP disconnect button
wHt-00003
FCOM:V1-002
Nov 01 /09
Chapter 11 Topic 1
Page6
FLIGHT CONTROLS
Overview
PT------i~-
AP disconnect
button
Chart holder
Handwheel
Column restraint
Stick shakor
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 7
The left and right pitch circuits are only connected by a link between the two columns. If
the link is broken:
The left column moves only the left servo tab and therefore only the left elevator.
The right column moves only the right servo tab and therefore only the right
elevator.
The two columns are normally connected by a pitch disconnect device. The device
separates the two pitch circuits if:
A force greater than 60 lb is applied and maintained between the two columns.
OR
A pitch disconnect handle is pulled; the handle is on the centre console and is
labelled ELEV DISCONNECT.
The left and right roll control circuits are connected together in two ways:
The left and right handwheels are connected by a roll breakout strut.
The left and right ailerons are connected together by cable via an aileron
disconnect device.
The handwheels can be separated by breaking out the roll break strut. The roll breakout
strut can only be broken out by applying a force greater than 57 lb between the two
handwheels. Whenever the roll breakout strut is broken out, the aileron disconnect device
is automatically electrically signalled to disconnect.
The aileron disconnect device can also be disconnected by pulling an aileron disconnect
handle on the centre console. The handle is labelled AIL DISCONNECT. Pulling the
handle has no effect on the roll breakout strut. The two disconnect handles are shown in
Figure 1.5.
Configuration Warning System
The configuration warning system gives warning of an unsafe condition for take-off.
Warning is given by a red CONFIG caption on the CWP and an intermittent horn. The
warning is given if the thrust levers are advanced into the take-off range when the
configuration is not safe for take-off.
The take-off configuration can be checked before take-off by pressing a CONFIG CHECK
button on the centre console - Figure 1.5. The button mimics putting a thrust lever into the
take off range.
The take-off configuration warning systems monitors:
The airbrakes .
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Pages
Flap
selector
Rudder trim
position Indicator
position indicator
Pitch
disconnect
handle
Aileron
disconnect
handle
Aileron
trim wheel
Aileron trim position Indicator
Configuration check bu tton
k1-11-00006
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page9
Rudder Pedals
There is a pair of rudder pedals for each pilot. The two pairs are mechanically linked
together so that when one pair is moved the other pair moves. The link between the
pedals cannot be broken. If there is a jam in the circuit, control of the rudder surface via
the pedals is lost. However, the rudder surface can still be controlled using the rudder trim
wheel. The left pair of rudder pedals is shown in Figure 1.6.
The rudder pedal deflection sends a mechanical demand to the rudder surface hydraulic
actuators.
For rudder surface deflection the pedals move fore and aft. When the left pedal of a pair is
moved forward:
The rudder pedals are hinged at the bottom. When the top of the pedal is deflected,
pressure is applied to the wheel braking system. The left pedal of each pair applies
pressure to the left wheel brakes; the right pedal of each pair applies pressure to the right
wheel brakes.
The fore and aft position of each pair of rudder pedals can be adjusted. There are six
positions. Each pedal of a pair takes up the same position when the pedals are
demanding zero rudder surface deflection. A rudder pedal adjustment handle is provided
for each pair of rudder pedals. The left adjustment handle is just outboard of the left
instrument panel as shown in Figure 1.6. The right adjustment handle is to the right of the
right instrument panel. When an adjustment handle is pulled out, the associated pair of
pedals are free to move fore and aft. A spring biases them to the aft position. To pull the
adjustment handle out, it is sometimes necessary to apply light forward pressure on the
pedals. When the handle is released, some small fore and aft pedal movement may be
required to allow the pedals to lock in the required position.
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 10
Left rudder
pedal .adjuster
adjustment.
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 11
A roll spoiler position indicator for each roll spoiler on the centre instrument panel.
The AIRBRK annunciators indicate that the airbrake is not fully in.
The SPLR G annunciators indicate that the green spoilers are deployed.
The SPLR Y annunciators indicate that the yellow spoilers are deployed.
The flap indicator has a white arc for each gated position of the flap lever. The position
labelled "0" corresponds to the UP gate of the flap lever.
Flap Carriage Position Indicator
Each flap is held on four carriages. A flap position indicator is on one of the flap carriages
on the port wing. It can be viewed from the cabin windows. It is used if the flight deck
indicator fails. The indicator is shown in Figure 1.7.
Figure 1.7 - Aap Carriage Position Indicator
View from outside.
FCOM:V1 -002
Nov 01 /09
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 12
AOU lf'LR
II
+-FlaP - --BI..
posit ion indicator
Yellow spoilers
deployed.
Green spoilers deployed
L----------
A~rbrake
IVl -11.00017
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 13
A push switch containing a white FLAP WARN ORIDE annunciator is fitted to the right
instrument panel. The switch has a clear plastic guard. The switch is shown in Figure 1.9.
The switch is used when an abnormal flap setting is used for landing to inhibit the "Too
Low Flaps" GPWS warning. When the switch is in the inhibit position, the white
annunciator illuminates.
Selectable Flap Datum for Landing
The GPWS and the gear not down warning both take a landing flap input.
An optional landing flap datum switch may be fitted to the right instrument panel. If the
switch is not fitted, there is only one normal flap angle for landing: 33. If the landing flap
switch is fitted, there are two normal flap angles for landing: 24 o and 33 .
The landing flap switch has two green annunciators: 24 o and 33 . The legend indicates the
flap setting datum for the GPWS and the gear not down warning. In the air, successive
presses of the switch change the datum between 24 o and 33 . On the ground the datum is
forced to 33 .
The landing flap datum switch is shown in Figure 1.9.
Some aircraft have a steep approach monitor. When the steep approach mode is armed,
the landing flap datum is forced to 33 .
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 14
24 landing flap
! 4 - - - datum selected.
-11
- - 33 landing flap
datum selected.
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 15
The trim and FGS flight annunciators are shown in Figure 1.1 0.
The AP flight annunciator indicates that the AP has been disengaged. When the AP is
disengaged using either column disconnect button, the AP flight annunciator illuminates for
0.75 seconds. If the AP disconnects for any other reason than pressing a column
disconnect button, the AP annunciator illuminates until either AP disconnect button is
pressed.
TheEL TRIM flight annunciator indicates that the FGS elevator trim function has failed.
The FTC flight annunciator indicates that the FGS flap trim compensation function has
failed.
The YO annunciator indicates complete loss of yaw damping.
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 16
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 17
Lift Spoilers
There are two spoiler selectors: the yellow selector and the green selector. The yellow
selector controls hydraulic pressure to the two yellow spoilers; the green selector controls
hydraulic pressure to the four green spoilers. Each selector supplies pressure to either the
deploy side or the retract side of the associated jacks. Each selector has two valves; the
valves are electrically controlled: the valves in the yellow selector from EMERG DC and the
valves in the green selector from DC 2. Electrical power is required to move the valves to
the deploy position; both valves must be in the deploy position for the associated spoilers
to deploy.
The spoilers can be manually selected on landing or for rejected take off using the
combined airbrake and lift spoiler lever. An additional automatic mode is available which
allows the spoilers to deploy automatically without use of the airbrake/spoiler lever.
There are lift spoiler switches and annunciators on the overhead panel. They are shown in
Figure 1.11. An amber SPLR i caption on the CWP illuminates if any amber annunciator
illuminates on the overhead panel.
There are three switches on the overhead panel:
A two-position LIFT SPLRS YEL switch. The positions are ON and OFF. At OFF
power is removed from the yellow lift spoiler selector valves.
A two position LIFT SPLRS GRN switch. The positions are ON and OFF. At OFF
power is removed from the green lift spoiler selector valves.
A two position AUTO SPLR switch. The positions are ON and OFF. The ON
position arms the automatic deployment circuit; at OFF, the spoilers will not
automatically deploy.
An amber LIFT SPLR SEL OFF caption on the CWP illuminates if either the LIFT SPLRS
YEL switch or the LIFT SPLRS GRN switch is selected OFF.
An white AUTO SPLR OFF caption on the CSP illuminates if the AUTO SPLR switch is at
OFF or if power is lost to the automatic deployment circuit.
An amber AUTO SPLR FAULT annunciator on the overhead panel indicates that there is a
fault in the automatic deployment circuit.
An amber SPLR UNLOCKED annunciator on the overhead panel illuminates if any spoiler
panel is unlocked when the spoilers have not been commanded to deploy.
There are two fail annunciators on the overhead panel: YELLOW FAIL and GREEN FAIL.
If the valves in the yellow selector are in different positions, the YELLOW FAIL annunciator
illuminates. If the valves in the green selector are in different positions, the GREEN FAIL
annunciator illuminates.
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 18
For the green lift spoilers, the aircraft is considered to be on the ground if both main wheels
have been on the ground for 1.5 seconds. For the yellow spoilers, the aircraft is
considered to be on the ground if:
OR
The nose wheel is on the ground and either main wheel has been on the ground in
the previous 10 seconds.
A MAN SPLR FAULT annunciator on the overhead panel indicates a fault in the squ:at
switch circuits. A fault in the squat switch system implies that protection against in flight
spoiler deployment is degraded. MAN SPLR FAULT applies to both the manual and the
automatic deployment circuits.
There is an amber LIFT SPLR annunciator on each side of the glareshield. On the ground,
the annunciators indicate that the lift spoilers are not deployed when they ought to be
deployed. In the air, they indicate that the spoiler lever has been selected to LIFT SPLR.
Figure 1.11 - Anti-skid and Lift Spoiler Overhead Panel
i-v1-11-00023
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 19
Stall Protection
The stall protection flight deck annunciators are shown in Figure 1.12.
The stall protection system senses aircraft angle of airflow (AOA) from two stall vanes: one
on each side of the nose.
Stall warning is given by two stick shaker motors. One is on the lower forward face of the
left column. The other is on the lower forward face of the right column. Identification of the
stall is given by a pneumatically powered stick pusher. When the stall identification AOA is
reached, the stick pusher pushes both columns forward. The push is maintained until the
AOA reduces below the stick shaker AOA.
There are two stall valves: stall valve A and stall valve B. To activate the stick pusher, both
valves must open. Each valve has a red STALL VL V OPEN annunciator to the left of the
ASI on each instrument panel.
The stall system has two channels: channel 1 and channel 2. Either channel can operate
both stick shake motors and both stall valves.
There is a stick push inhibit switch for each channel on the top inboard side of each
instrument panel. The switches are used to inhibit a push in the event of failures in the
stall identification system.
Each channel 1 inhibit switch has two amber annunciators: IDNT 1 and INHIB. The IDNT 1
annunciator illuminates if a failure is detected by channel 1. The INHIB and IDNT 1
annunciators illuminate if channel 1 is inhibited.
Each channel 2 inhibit switch has two amber annunciators: IDNT 2 and INHIB. The IDNT 2
annunciator illuminates if a failure is detected by channel 2. The INHIB and IDNT 2
annunciators illuminate if channel 2 is inhibited.
Pushing both switches of a pair together will inhibit the stick push from both channels. If
IDNT 1 is already illuminated, pushing either channel 1 inhibit switch will inhibit a push from
channel 1. If IDNT 2 is already illuminated, pushing either channel 2 inhibit switch will
inhibit a push from channel 2. If just one inhibit switch is pressed when its IDNT
annunciator is out, nothing happens.
There is an amber STALL IDNT caption on the CWP. The STALL IDNT caption illuminates
when either IDNT caption illuminates because its channel has detected a failure.
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 20
FCOM:V1-002
STALL
IDNT
iV1 11 00025
Nov 01/09
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 21
OR
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 22
..... 1 11 -000V
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 23
The overhead GRND TEST panel is shown in Figure 1.14. There are seven flight controls
test switches on the GRND TEST panel:
Two STALL WARN test switches: STALL WARN 1 and STALL WARN 2.
Two STALL !DENT test switches: STALL !DENT 1 and STALL !DENT 2.
A STALL WARN switch tests the associated stick shaker circuits. A STALL !DENT switch
checks the associated stick push circuits.
A FLAP CTRL FAULT switch tests the associated flap control lane.
The FLAP SAFETY switch tests the safety lanes of the flap computer.
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 24
Stall system
test switches
-+-+I
i-v1-11-00028
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 25
The two STALL PROT 1 circuit breakers (CBs) supply power to stall system
channel 1. The CB at C5 supplies DC power and the circuit breaker at D7 supplies
AC power.
The two STALL PROT 2 CBs supply power to stall system channel 2. The CB at
C6 supplies DC power and the CB at D8 supplies AC power.
The STALL IDNT ANNUN 1 CB (C7) supplies power to the channel one !DENT
annunciators on the instrument panels. The STALL IDNT ANNUN 2 CB (C8)
supplies power to the channel two IDENT annunciators on the instrument panels.
The push from the stick push ram can be soft or hard. An electrically powered
valve changes the push characteristic between soft and hard. The valve electrical
supply comes via the STALL PROT RAM VALVE CB (D1 0).
The L SHAKER MOTOR CB (E5) supplies the shaker motor on the left column .
The R SHAKER MOTOR CB (E6) supplies the shaker motor on the right column.
The FLAP CTRL YEL CB (C9) supplies power to the yellow flap control lane.
The FLAP WARN CB (D9) supplies power for the CWP flap captions.
The FLAP VALVES GRN CB (E1 0) supplies power to the valves controlling the
green flap motor.
The FLAP VALVES YEL CB (F9) supplies power to the valves controlling the yellow
flap motor.
The AIL DISC CB (D5) provides power to break the link between the two ailerons. The
AIUEL UNCPLD WARN CB (D6) controls power to the warning circuit for the CWP AIUEL
UNCPLD caption.
The MAN LIFT SPLR YEL CB (E7) controls power to the yellow lift spoiler selector valves.
If the circuit breaker is out, manual and automatic deployment are lost for the yellow
spoilers. The LIFT SPLR WARN CB (E8) controls power to all the lift spoiler annunciators
and captions on the flight deck.
The AIR BRAKE CTRL CB (E9) supplies power to the airbrake deployment circuit. If the
circuit breaker is out, the airbrakes cannot be deployed. If the airbrake is out when the
circuit breaker trips, the airbrakes will slowly retract.
The RUD/ EL Q FAIL CB (C 10) controls power to the warning circuit for the CWP RUD/EL
Q FAIL caption.
The two FGC AL TN PWR CBs (C5 and C6) supply backup power to the FGCs.
FCOM:V1-002
Nov 01 /09
Chapter 11 Topic 1
Page 26
FLIGHT CONTROLS
Overview
The CONFIG WARN CB (F10) supplies power to the take off configuration warning
system. If the CB is out and is then reset, the configuration warning circuit will not function
until 20 seconds after the circuit breaker has been reset.
The AP WARN CBs (F7 and F8) supply power to the AP disconnect flight annunciators.
Figure 1.15 - The Flight Controls Circuit Breaker Panel
..
1-u ..()003()
FCOM:V1-002
Nov 01 / 09
Either column moves both servo tabs and the other column.
Both columns feel the effect of the Q-pot and the "g" weight.
The 0-pot increases the forces in the pitch circuit as speed increases. The "g" weight
increases the forces in the pitch circuit as normal "g" is applied.
Each servo tab has a blowback spring to limit the power of the servo tab as speed
increases.
Elevator Gust Dampers
A gust damper is fitted to each elevator. One end of the gust damper is connected to the
elevator and the other to the tailplane. The gust damper damps the movement of the
elevator in gusty conditions on the ground; the gust damper has little to no effect in flight.
Elevator Pitch Oscillation Dampers
On most aircraft, each elevator has a damper to minimise pitch oscillations in flight. The
pitch oscillation damper is connected between the elevator and the fin. Each pitch
oscillation damper has an electrically operated bypass valve. In the bypass condition, the
bulk of the effect of the damper is removed. The valve moves to the bypass condition
when the airspeed is below 160 kt. Below 160 kt, the damper has no effect.
The bypass valve is operated by a solenoid. When the solenoid is energised, the valve is
in the bypass condition. If power is lost to the valve, the damper is effective at any speed.
ESS DC and DC 1 are required to energise the valve to the bypass condition.
AP Pitch Control
The FGC 1 AP pitch servo actuator is connected to the left servo tab control circuit via a
clutch. If a second FGC is fitted, the FGC 2 AP pitch servo actuator is connected to the
right servo tab control circuit via a clutch. The columns move when the AP makes a pitch
input to the servo tab.
The clutch of the in control FGC will slip if the AP applies to much torque to the control
circuit or if the pilot overpowers the AP.
FCOM:V1 -002
Nov 01 /09
Chapter 11 Topic 2
Page 2
FLIGHT CONTROLS
Pitch Control
Right
Left
column
column
Column disconnect
Pilot
"g" weight
Static
Elev ator Q-pot
'---------1
FGC 1 AP pitch
servo motor
Clut ch _
FGC 2 AP pitch
servo motor
Gust dampers ~
Left tallplane
Left elevator
Right elevator
Servo tab
Trim tab
FCOM:V1-002
IYt-IHI0010
Nov 01 / 09
FLIGHT CONTROLS
Pitch Control
Chapter 11 Topic 2
Page3
Column Disconnect
The pitch disconnect is schematically represented by three rods. For convenience in the
description of operation, the three rods are termed rod A, rod Band rod C.
Rod A and rod B are connected through a torsion breakout device. When the force
differential between the columns is greater than 60 lb, rod A can turn relative to rod B. The
free circuit can now be moved:
A large force is required to achieve breakout and to maintain the column a small
distance away from the jammed position.
The force decreases as the column is moved further away from the jammed
position.
The force increases as the column is moved back towards the jammed position.
Rod B and Rod C are connected by a clutch. The clutch is operated by the disconnect
handle. If the disconnect handle is pulled:
Both circuits are cleanly separated; the disconnect device does not apply a force to
the column.
There is a button on the handle. It is not necessary to press the button to pull the handle
out. When the handle is out, it is locked out. The lock is removed by pressing the button.
If the handle is put back in, the clutch will re-engage when the column positions are
matched.
When the clutch is open, the AIUEL UNCPLD caption on the CWP is lit. The torsion
breakout device does not cause the AIUEL UNCPLD caption to illuminate.
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Pitch Control
Chapter 11 Topic 2
Page 4
ELEV
DISCONNECT
Left
column
Right
column
Clutch
Rod A
RodB
Column
Rod C
Electrical signal
d isconnect
AILIEL
UNCPLD
Instinctive disconnect:
Illuminates when
clutch opens.
Elevator
Q-pot
"g" weight
Left elevator
Right elevator
r-------------------------------------~
!I
RodA
~~ i
I
RodB
L-------------------------------------J
i-v1-11-00011
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Pitch Control
Chapter 11 Topic 2
Page 5
To give flap trim compensation when the flaps move between up and 18.
If the electric elevator trim fails, the EL TRIM flight annunciators illuminate and the AP is no
longer available.
Pitch Trim Switches
Each handwheel has a pair of three position switches: DN, centre neutral and UP. The
switches are spring-loaded to the centre position. The switches can only operate the
electric servo motor and clutch when the AP is disengaged. On most aircraft, the AP will
disconnect if the pitch trim switches are operated with the AP engaged. On the remaining
aircraft, operation of the pitch trim switches has no effect when the AP is engaged.
Both switches of a pair must be operated for the trim to run. At the centre position, power
is removed from the clutch and the motor. At DN and UP, the clutch is engaged. At DN,
the motor turns to give nose-down trim. At UP, the motor turns to give nose-up trim.
If the FGC senses that one switch of a pair is operated while the other is not for more than
three seconds, the electric trim is inhibited and the AP becomes unavailable.
If the left pair of pitch trim switches is operated in the opposite direct to the right pair, there
is no pitch trim command from the switches.
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Pitch Control
Chapter 11 Topic 2
Page6
Left
Elevator Q-pot
Clutch
column
"g" weight
FGC 1 AP pitch
FGC 2 AP pitch
servo motor
servo motor
Left elevator
Trim tab
Right
Column disconnect
column
Clutch
Right elevator
Servo tab
Servo tab
Trim tab
Q-pot datum
change
Trim
Indicator
Ele<:tromagnetlc
clutch
Electromagnetic
clutch
Trim
servo motor
Trim
servo motor
Left trim
switches
Right trim
switches
FGC 1
FCOM:V1-002
Elevator
trim wtleel
FGC 2
Nov 01 / 09
FLIGHT CONTROLS
Pitch Control
Chapter 11 Topic 2
Page 7
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Pitch Control
Chapter 11 Topic 2
Page a
The columns are directly connected to the elevator servo tabs, not to the elevators. The
tab is free to move relative to the elevator over a wide range. However once a large servo
tab deflection is made relative to the elevator, the servo tab will hit a stop on the elevator.
The column can then directly drive the elevator. This situation does not occur in normal
flight.
In normal flight, movement of the column deflects the servo tab relative to the elevator; this
produces an aerodynamic force on the tab and thus a force on the column. The
aerodynamic force on the servo tab produces a turning moment on the elevator causing it
to move in the opposite direction to the servo tab. To relieve the force on the column, the
trim tab is operated. To maintain the elevator in the same position, the servo tab angle is
reduced as the trim tab angle increases. When the column force reduces to zero, the
servo tab will no longer be deflected relative to the elevator and the column will have
moved back towards the original trimmed position.
At low speed on the ground, the servo tabs cannot generate a significant aerodynamic
force to move the elevator. If the column is moved far enough, the servo tab meets the
elevator travel stops and the elevator then moves with the column. When a full and free
check column check is made on the ground, both the tab movement and the elevator
movement is checked. The column forces are light when the servo tab is moved between
the servo tab to elevator stops. The column force increases when the servo tab meets the
elevator. The force to move the column against the elevators depend on the wind direction
and the wind strength. The elevator is mass balanced heavily in the trailing edge up
sense. In tail winds or light headwinds, the elevators come to rest fu lly trailing edge up.
The column force to move the elevators away from the trailing edge up position in still air is
quite high. The force increases as the tailwind component increases.
The elevator pitch oscillation damper bypass valves should be open on the ground
provided that the busbars are powered. If a bypass valve is closed on the ground, the
forces are significantly increased when the column is moving the elevators. The bypass
valves will be closed if either ESS DC or DC BUS 1 is not powered.
FCOM:V1-002
Nov 01 /09
Either handwheel moves both servo tabs, both roll spoilers and the other
hanmvheel.
Both handwheels feel the effect of the feel spring.
Each servo tab has a blowback spring to limit the power of the servo tab as speed
increases.
Each roll spoiler has a position indicator on the centre instrument panel. A roll spoiler
starts to deploy when the handwheel is deflected by approximately 5 . A spoiler reaches
its full deflection of 1oo when the handwheel is at approximately 50% of its full deflection.
The feel spring:
Assists the handwheel to centre from small handwheel deflections.
Complements the aerodynamic feel from the servo tabs at high handwheel
deflections.
Aileron Gust Dampers
A gust damper is fitted to each aileron. One end of the gust damper is connected to the
aileron and the other to the wing. The gust damper damps the movement of the aileron in
gusty conditions on the ground; the gust damper has little to no effect in flight.
AP Roll Control
The FGC 1 AP pitch servo actuator is connected to the left servo tab control circuit via a
clutch. If a second FGC is fitted, the FGC 2 AP pitch servo actuator is connected to the
right servo tab control circuit via a clutch. The handwheels move when the AP makes a roll
input to the servo tab.
The clutch of the in control FGC will slip if the AP applies too much torque to the control
circuit or if the pilot overpowers the AP.
FCOM:V1 -002
Nov 01 /09
Chapter 11 Topic 3
Page 2
FLIGHT CONTROLS
Roll Control
Figure 3.1 - Roll Control Schematic
Right
handwheel
Left
handwheel
Feel
spring'
f - - ---1 Hydraulic
actuator
Hydraulic f-----4
actuator
Left roll
spoiler
Clutch
Right roll
spoiler
FGC 1 AP roll
servo motor
FGC 2 AP roll
servo motor
Clutch
Gust dampers ~
Left wing
Right wing
Left aileron
Trim tab
Servo tab
Ill
Aileron
disconnect
Right aileron
Servo tab
Trim tab
Blowback springs _ .
The blowback springs limit the servo tab power as airspeed increases.
iv1-11 -0 0073
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Roll Control
Chapter 11 Topic 3
Page3
Roll Disconnect
Either handwheel moves both servo tabs, both roll spoilers and the other
handwheel.
The two ailerons are connected together to prevent aileron up float at high angles of
attack. The connection contains an aileron disconnect mechanism.
The aileron disconnect mechanism disconnects when 28V is applied to it. Power is
supplied by the essential DC busbar. Maintenance action is required to reconnect the
aileron disconnect mechanism.
When the breakout strut is broken out, a micro switch on the strut signals the aileron
disconnect mechanism to open. When the breakout strut is broken out, the left and right
circuits are completely separated.
The aileron disconnect mechanism can also be disconnected by pulling an AIL
DISCONNECT handle on the centre console. When the handle is pulled out, a switch is
operated to pass 28V to the aileron disconnect mechanism. The handle has a button. The
button must be pressed in before the handle can be pulled. Pulling the handle does not
cause the handwheel breakout strut to break out.
Whenever the aileron disconnect mechanism is open, the AIUEL UNCPLD caption
illuminates.
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Roll Control
Chapter 11 Topic 3
Page 4
Left
handwheel
Right
handwheel
reccnnected In nighL
Feel
spring
ESS DC BUS
AIL DISCONNECT
D1sconnect
1 - --1 Hydraulic
actuator
Left roll
spoiler
Clutch
Hydraulic 1---f
actuator
UNLPLO
D1sconnected
I
o
Micros witch
Right roll
spoiler
FGC 1 AP roll
FGC 2 AP roll
servo motor
servo motor
Left aileron
Aileron
disconnect
Clutch
Righti aileron
Servo tab
Trim tab
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Roll Control
Chapter 11 Topic 3
Page 5
Roll Trim
FCOM:V1-002
Nov 01 /09
Chapter 11 Topic 3
Page6
FLIGHT CONTROLS
Roll Control
Figure 3.3 - Roll Trim Schematic
Right handwheel
Left handwhool
Feel
spring
Hydraulic
Hydraulic
actuator
actuator
Left roll
spoiler
Right roll
spoiler
FGC 1 AP roll
servo motor
Clutch
Left aileron
, . - - - - IH
Trim tab
Servo tab
FGC 2 AP roll
servo motor
Aileron
disconnect
r---1
Clutch
Right aileron
Servo tab
Trfm tab
+--Blowback springs---+
Aileron
trim wheel
Htt-11.00036
FCOM:V1-002
Nov 01 / 09
Rudder Control
The primary yaw control is the single rudder. Control of the rudder is shown schematically
in Figure 4.1 . The rudder is hydraulically powered. There is no manual reversion. There
are two hydraulic actuators. One actuator is powered by the yellow hydraulic system; the
other actuator is powered by the green hydraulic system. Either hydraulic actuator on its
own provides adequate control of the rudder.
The flight deck controls are the two pairs of rudder pedals and the rudder trim wheel. The
two pairs of rudder pedals are mechanically connected. The two pairs of rudder pedals
cannot be separated. However, in the case of a jammed rudder pedal circuit, the rudder
surface can still be moved by using the rudder trim wheel in the natural sense.
A summing mechanism in the base of the fin mechanically adds the inputs from the rudder
pedals, the trim wheel and the yaw damper. The summing mechanism passes the sum of
the three inputs to the two hydraulic actuators.
In normal flight, the YD input is not felt on the rudder pedals. However in low speed
asymmetric thrust cases, yaw damper inputs may cause pulsing on the pedals at large
pedal deflections: for example, a V2 climb with two engines out.
The FGC 1 AP parallel rudder servo actuator is connected to the pedal input to the
summing mechanism via a clutch. The pedals move if the parallel rudder servo makes an
input. If a second FGC is fitted, the FGC 2 AP parallel rudder servo actuator is connected
to the pedal input via a clutch. The clutch of the in control FGC will slip if the AP applies to
much torque to the control circuit or if the pilot overpowers the AP.
There is no aerodynamic feel . A feel spring unit provides artificial feel.
A rudder limiter limits the rudder pedal travel to prevent excessive sideslip and fin loads
which could result in structural failure. The limiter is driven by a rudder Q-pot. The Q-pot
is supplied with pilot and static pressure from the Q-pot pressure head on the left side of
the nose. The limiter reduces the maximum pedal deflection as speed increases.
When trim is applied:
The datum of the feel spring unit is automatically reset so that no pedal force is
required at the in trim position.
The datum of the rudder limiter is automatically reset so that the limiter allows equal
pedal deflection about the in trim position.
When trim is applied, information on this feeds into the rudder pedal circuit. When set to
the in-trim position, the rudder pedal deflection is only about a third of that required when
the trim wheel is set to neutral.
The rudder pedal forces are light: about 80 lb at full pedal deflection. The force to move
the rudder pedals does not change with speed. The force only depends on the pedal
deflection from the in trim position. The rudder trim position indicator above the rudder trim
wheel has a scale of six divisions: three left and three right. Sixteen rotations of the trim
wheel are required to move the rudder trim from fully left to fully right.
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Yaw Control
Chapter 11 Topic 4
Page 2
r;::::::;;;;!t::::::;-,
Rudder
pedal Input
Redatum
Stepped stop
Q-pot
pressure head
Rudder
Q-pot
Feel 'Strut
Tnm 1nput
Sum or rudder pedal
rudder trim and YO inputs.
Clutch
Clutch
Actuator
Parallel
Parallel
rudd er
servo
mot or
rudder
servo
motor
YO
actuator
YO
actuator
Rudder
FGC 1
FGC 2
..vl -11 -00037
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Yaw Control
Chapter 11 Topic 4
Page3
A rudder limiter limits the rudder pedal travel to prevent excessive sideslip and fin loads
which could result in structural failure. The limiter is driven by a rudder 0 -pot. At approach
speeds and below, the pedal limit corresponds to a rudder surface deflection of 30; as
speed increases pedal travel is reduced; at VMo the corresponding rudder deflection is
2. The rudder trim-wheel adjusts the rudder limiter datum so that the available rudder
surface deflection is equidistant around the trim position. Even though the rudder pedal
forces are light, it is still important to trim the aircraft to retain adequate control authority,
especially in asymmetric flight.
The rudder limiter stop can be misinterpreted as a control restriction. If in asymmetric
flight, there does not appear to be enough rudder available, check the rudder trim
The limiter prevents structural failure through the application of excessive rudder input
above approach speeds. However, if full rudder deflection is applied in one direction,
immediately followed by full deflection in the opposite direction, then structural failure may
occur. Coarse rudder reversals can result in dangerous loads on the fin even below the
design manoeuvring speed (VA).
The aircraft is not designed to meet the loads produced by full pedal deflection in one
direction followed by full pedal deflection in the opposite direction. Coarse rudder reversals
can result in dangerous loads on the fin even below the design manoeuvring speed (VA)
The rudder should always be used with care. However, it must be used positively and
without delay in the cases of engine failure, crosswind landings and crosswind take-offs.
The RUDDER LIMITER caption indicates that the rudder pedal limiter has not come back
to the approach position when the aircraft is on the approach.
The rudder limiter position is monitored by a position switch. There is an associated
airspeed switch set to 160 kt. The airspeed switch is in the air data accessory unit
(ADAU). The ADAU is supplied by the ADCs. The rudder limiter warning circuit requires
the ESS DC bus and at least one ADC. ADC 1 is supplied by P1 , Sl and ESS AC. ADC 2
is supplied by P2, S2 and AC BUS 2.
If the rudder limiter has not moved to the low speed position when the airspeed is less than
160 kt, the RUDDER LMTR caption illuminates. The rudder angle available on the
approach from rudder pedal deflection will be limited. If the rudder Q-pot has stuck in the
highest speed position, the rudder available from pedal deflection is only 2 in each
direction. The rudder trim is not affected by this failure.
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Yaw Control
Chapter 11 Topic 4
Page 4
Rudder
pedal limiter
Clawed s top
Rudder
Q..pot
AND
The rudder limiter is not in the
lowest speed position.
RUDDER
LMTR
Logic
ESS DC BUS ~--~--r-~
Left pltot
head
160 lkt
switch
ADC2
ADC 1
Right pltot
head
P2
Nose static
plates
....._ . -....._ _ _ _ $1
FCOM:V1-002
~vl- 11-00039
Nov 01 / 09
FLIGHT CONTROLS
Yaw Control
Chapter 11 Topic 4
Page 5
There are two rudder hydraulic actuators: one powered by the green system and the other
powered by the yellow system. Either actuator provides adequate rudder control.
Each actuator has two servo valves. If any one of the four servo valves sticks, the
RUDDER VALVE caption illuminates. The associated actuator power is degraded; the
worst case is that the actuator just idles. However, the other actuator provides adequate
control.
The RUDDER VALVE annunciator will also light if either hydraulic system is depressurized
when the aircraft is on the ground.
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Yaw Control
Chapter 11 Topic 4
Page6
II
Trim input
Rudder
pedal input
Mechanical
summing
mechanism
.,._ vo ___
input
Valve 1
Actuator
Valve 2
Rudder
DC BUS 1
i-vl -11-00040
FCOM:V1-002
Nov 01 / 09
AND
FCOM:Vt-002
Nov 01/09
Chapter 11 Topic 5
Page 2
FLIGHT CONTROLS
Elevator and Rudder Q-pots
Figure 5.2 - Q-feel Heater Schematic
.
ESS DC BUS
ESSAC BUS
Relay control
Q-f"l heater
Current detector
STBYGEN ON
STBY GEN
ON
Q FEEL
HTR FA IL
l-vHHJ0045
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Elevator and Rudder Q-pots
Chapter 11 Topic 5
Page3
Q-pot Function
The aircraft has two Q-pots: elevator and rudder. They are shown schematically in Figure
5.3.
The elevator Qspot increases the force on the column as speed increases using pneumatic
techniques.
The rudder Q-pot reduces the rudder pedal deflection as speed increases by moving a
stepped stop into a clawed stop attached to the rudder pedal mechanism.
Q-pot Pitot and Static Monitoring
The Q-pot pitot pressure line is monitored by a pressure switch using the auxiliary pitot
head pressure (P3} as a reference. If the pitot pressure is too low, the RUD/EL Q FAIL
annunciator illuminates.
The Q-pot static pressure line is monitored by a pressure switch using the single forward
static vent on the left of the fuselage (S7} as a reference. If the static pressure is too high,
the RUD/EL Q FAIL caption illuminates.
The RUD/EL caption indicates that the Q-pots are sensing too low a speed. The pitch
forces will be lower than normal and more than normal rudder authority will be available.
Rudder Limiter Monitoring
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Elevator and Rudder Q-pots
Chapter 11 Topic 5
Page 4
RUDEL
Q pot pressure head
0 fAIL
normal.
,.
57
P3
Differential
pressure
switch
51
52
Bevator
Q..pot
ADC 1
ADC2
J----1!
~
[ logic
1
,.
Rudder
Q-pot
ll<lr-----{1P:~~~]r----.
AND
,. Stop notln low speed po5lbon.
RUDDER
LM TR
Clawed stop
I
I
FCOM:V1-002
I
I
Nov 01 / 09
Overv iew
Stall identification by a pneumatically powered stick push ram. The ram pushes
both columns forward .
The system obtains the angle of airflow (AOA) from two stall vanes: one on each side of
the nose. The vane angle is converted into incidence. Incidence is the same as angle of
attack.
There are two electronic channels: channel 1 and channel 2. Either channel can provide
stall warning and stall identification. With one channel failed, the working channel can
provide complete stall protection. Each channel requires power from the ESS AC and the
ESS DC busbars.
The stick shaker motors ar-e electrically powered: the left stick shaker motor from the
ESS/BATT BUS and the right stick shaker from DC BUS 2. When either channel senses
that stall warning incidence has been achieved, both stick shaker motors operate until the
vane angle has been reduced to 3 o below the onset value.
The pneumatic power for the stick push system is contained in a reservoir pressurized to
40 psi. A fully charged reservoir can provide three pushes. The reservoir is kept charged
by pressure from the HP compressors of the two inboard engines. A stick push ram
pushes the stick forward. When a channel senses the requirement for a push, the channel
opens two valves to direct air from the reservoir to the ram.
When a stick push is given, the stick push is maintained until the vane angle has been
reduced to 3 below the stick shaker onset angle.
FCOM:V1 -002
Nov 01 /09
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page 2
Channel2
Stall
warning
Stall
warning
Stall
Stall
Identification
ldentiflcallon
Stick push
Left stick
shaker motor
Right stick
shaker motor
..... ' .. 11 ..nN\t~t
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page3
Electronic Control
The warning incidence and stalling incidence for zero flap reduces as speed increases.
The SSUs need an input of speed. Speed is supplied by the air data accessory unit
(ADAU). The ADAU is supplied by the ADCs. The ADAU has two channels: channel 1
and channel 2. Each channel converts the digital speed input to an analogue speed
output. Channel 1 of the ADAU supplies channel 1 of the stall system; channel 2 of the
ADAU supplies channel 2 of the stall system.
Each !DENT SSU gives an output at a lower vane angle when the rate of change of vane
angle is high. For flap zero, the rate term is inhibited at speeds above 180 kt. A WARN
SSU's output does not depend on vane rate. The speed signal comes from the ADAU.
There is a 180 kt switch in each channel of the ADAU. The switch in channel 1 of the
ADAU supplies stall system channel 1 ; the switch in channel 2 of the ADAU supplies stall
system channel 2.
The stall warning and identification are inhibited on the ground to prevent nuisance
occurrences of stick shake and stick push in gusty conditions. The ground condition is
sensed from the squat switches: squat switch 1 for channel 1 and squat switch 2 for
channel 2. The stall warning is armed as soon as the aircraft leaves the ground. The stick
push is not armed until the aircraft has been airborne for 7 seconds.
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page 4
WARN
ssu
WARN
Left
stall
Right
stall
vane
vane
,.----!1---1~
ssu
ADAU
Left stick
shaker motor
Right stick
shaker motor
l'tl-1 Hl005D
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page 5
FCOM:V1-002
Nov 01 /09
Chapter 11 Topic 6
Page6
FLIGHT CONTROLS
Stall Protection
Figure 6.3 - Stick Push Pneumatic Supply
AIR LO
PRESS
PRY
50 psi
AIR LO
PRESS
PRY
Low
prossuro
switches
50 psi
2AIR
VALVE
VALVE
pressure
pressure
gauge
gauge
HydrauiJc reservoirs
Air at 50 psr
PRY
Left air
supply
system.
40 psi
A
Ground charging
point&
Right air
supply
system
Ar at 40 psi.
Low
pressure
swftch
Pressure
< 25psl --
STALL AIR
LO PRESS
Air rosarvoir
3 pushes
Stall valve A
<==
FOIWard
Pivot --+~;~
Ram
_Restricted
vent
Vent chamber
o-vl- 11-00051
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page 7
The stick push system for the RJ70 is shown schematically in Figure 6.4.
The vent chamber has a full flow vent that can be opened or closed by a ram vent valve.
When the ram vent valve is closed, the push is soft because the air can only leave the vent
chamber via the restricted vent. When the ram vent valve is open, there is no restriction to
the air leaving the vent chamber; so the push is hard.
The ram vent valve is open when the flap angle is 18 o or more and a stick shake signal is
present. The ram vent valve is closed:
The stick push system for the RJ85 and RJ1 00 is shown schematically in Figure 6.5.
The vent chamber just has a restricted vent.
There is a restrictor between stall valve A and stall valve B. There is a bypass line around
the restrictor. The bypass line contains a valve known as the restrictor valve.
When the restrictor valve is open, air from the reservoir bypasses the restrictor; however,
the flow of air leaving the vent chamber is restricted by the restricted vent; so the push is
soft.
When the restrictor valve is closed, air has to pass from the reservoir to the ram chamber
via the restrictor; thus the push is further softened: a super soft push.
The restrictor valve is open below 180 kt; so the push is soft below 180 kt. The restrictor
valve is closed at 180 kt or above; so the push is super soft at 180 kt or above.
The restrictor valve is controlled by the 180 kt speed switches in the ADAU. If either speed
switch senses that the speed is below 180 kt, the restrictor valve is signalled to open.
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page s
Stall valve A
Column
Air reservoir
3 pushes
Stall valve B
Ram chamber
Restricted vent
Air from
engine 2.
Vent chamber
i-v1-11-00052
ADAU
Channel1
< 180 kt switch
Channel 2
< 180 kt switch
Air from
engine 3.
Channel1
Stall
valve A
< 25 psi
Col
Air reservoir
3 pushes
Stall
valve B
FCOM:V1-002
Air from
engine 2.
Restricted vent
Vent chamber
i-v1 -11-00054
Nov 01 / 09
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page9
There is a stick push inhibit switch for each channel on the top inboard side of each
instrument panel. The switches are used to inhibit a push in the event of failures in the
stall identification system.
Each channel 1 inhibit switch has two amber annunciators: IDNT 1 and INHIB. Each
channel 2 inhibit switch has two amber annunciators: IDNT 2 and INHIB.
There is an amber STALL IDNT caption on the CWP.
If a channel senses IDENT AOA without sensing WARN AOA:
The channel does not give a push, but will give a push if a stall warning is also
detected at a later stage.
If a false stick push is given, the pilot can overpower the pusher. If both the channel 1 and
channel 2 switches are pushed simultaneously, the stall valves will be forced closed and
the push will cease; all four INHIB annunciators and all four IDNT annunciators will
illuminate. Stick push is lost for the remainder of the flight. If neither channel has sensed
IDENT AOA without sensing WARN AOA, the amber CWP caption will not illuminate.
Figure 6.6 shows the annunciators for the following cases:
Stick Push.
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page 10
If either pair of switches are pressed, stick push is inhibited in both channels.
_]
I
STALL
IDNT
I
FCOM:V1-002
STALL
IDNT
i-v11100055
Nov 01 / 09
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page 11
SPEED COMPARATR.
AND
FLAP SWITCH.
The two 180 kt speed switches disagree for more than 2.5 seconds.
OR
The difference between the two analogue speed channels exceeds 21 kt for more
than 2.5 seconds
Once a speed fault has occurred, the stall warning test is inhibited.
Figure 6.7- Maintenance Panel Stall system Mls
FLAP
SWITCH
SPEED
COMPARATR
}>
OR
}>
FCOM:V1 -002
Nov 01 /09
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page 12
Test
There are four test switches on the overhead GRND TEST panel: one for each SSU:
STALL WARN 1.
STALL WARN 2.
STALL IDENT 1.
STALL IDENT 2.
The stall identification SSU tests are inhibited in the air. The stall warning test switches are
not inhibited in the air.
When either STALL WARN test switch is pressed, both stick shakers should operate.
The STALL WARN test is inhibited if the ADAU has detected a speed fault.
When a STALL IDENT switch is pressed with the associated STALL WARN switch not
pressed, the associated channel sees a stall identification signal without a warning signal;
so a push is not given and the IDENT annunciators illuminate. The IDENT annunciation is
delayed by 3.5 seconds from the initiation of the test. When the IDENT annunciators
illuminate, the CWP STALL IDENT caption illuminates.
GPWS
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page 13
The autopilot is automatically disconnected if the stall protection system gives a stick push
signal.
However, the FGS can inhibit the stick push under some conditions.
The FGS can disconnect the autopilot if stick shaker incidence is exceeded under some
conditions.
The FGS inhibits stick push during a decreasing performance windshear:
OR
If the DFGS senses that a false stick push inhibit has been given to a stall channel, the
associated pair of !DENT annunciators illuminate.
When just the FD is engaged above 350 ft radio altitude, the FGS delays stick push for one
second.
The FGS senses aircraft incidence directly from the stall vanes. The FGS will disconnect
the autopilot when the aircraft is above 150 ft radio altitude if:
AND
If the two vane angles differ significantly, the FGS illuminates the CSP WINDSHEAR INOP
caption.
FCOM:V1-002
Jan 14/ 15
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page 14
FCOM:V1-002
Nov 01/09
Overv iew
Each wing has a single piece Fowler flap with a tab. When the Fowler flaps are extended,
they increase the area and the camber of the wing. The tab at the trailing edge of each
Fowler flap deflects as the flaps extend to further increase the camber of the wing.
The flaps are controlled electronically by a flap computer. The computer has two control
lanes: yellow and green. The yellow lane requires EMERG AC and EMERG DC to
function. The green lane requires AC 2 and DC 2 to function.
There are two hydraulic motors: yellow and green. The yellow motor is powered by the
yellow hydraulic system and controlled by the yellow control lane. The green motor is
powered by the green hydraulic system and controlled by the green control lane. Either
motor can operate the flaps over the complete range in both directions. When just one
motor is available, the flaps move at half their normal speed. Each control lane controls
hydraulic valves to direct hydraulic pressure to the control lane's motor.
The computer also contains two safety lanes: safety lane 1 and safety lane 2. Safety lane
1 provides protection against flap asymmetry, flap blowback and single channel runaway.
Safety lane 2 provides protection against single or dual channel runaway. Safety lane 2
has two channels: channel 1 and channel 2. Channel 1 monitors the yellow control lane;
channel 2 monitors the green control lane.
Flap Carriages
Each flap is held on four carriages: #1, #2, #3 and #4. The #1 carriages are on the side of
the fuselage. The other carriages are supported by the wings. The carriages are shown in
Figure 7.1 and Figure 7.2. The #1 and #4 carriages purely support the flaps. The #2 and
#3 carriages support the flaps and contain the mechanism that extends and retracts the
flaps.
Figure 7.1 - Flap Carriages with the Flaps Retracted
114 Carriage
-+
#3 Carriage ---+
1#2 Carrlago
#1 Carrlage
.- ~-
.
--,...-,...
114 Carrlago
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 2
M Carriage
#2 Carriage
FCOM:V1-002
#3 Carriage
Nov 01 / 09
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page3
The flap drive mechanism is shown in Figure 7.3. The two hydraulic motors are in the
centre wing section. They form part of a flap control unit (FCU). The output of the FCU is
the sum of the speeds of the two motors. The output of the FCU drives torque shafts. The
torque shafts run along the back of the wing rear spar. The torque shafts are connected to
screw jacks in the #2 and #3 carriages via torque limiters.
The torque limiters are on the torque shafts. The torque limiters are connected to the
screw jacks by chains. The function of the torque limiters is to prevent excessive force
being applied to the flaps if the flaps jam. If the torque limit is exceeded, the torque limiters
lock the shafts to the aircraft structure. The torque limiters can be reset by operating the
flaps in the opposite direction. The screw jacks extend and retract the flaps.
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 4
f-v1-11-00059
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 5
Flap Control
Hydraulic pressure is directed to the motor so that it runs in the direction to extend
the flaps.
Hydraulic pressure is directed to the motor so that it runs in the direction to retract
the flaps.
When the flaps reach the required position, hydraulic pressure is cut off from the motor and
the motor brake. The motor is stopped and spring pressure applies the brake.
The output of each motor drives a speed summing gearbox. The gearbox is part of the
FCU. The output of the gearbox is the sum of the two motor speeds. The output of the
FCU drives the flap shaft.
The motors run at constant speed. If only one control lane is operative, the flaps run at half
their normal speed.
The flap shaft drives the screw jacks in the #2 and #3 carriages via the torque limiters and
chain drives.
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 6
AC BUS 2
DC BUS 2
Selec tor
swltehas
Flap ~Mnm,~nd
command
Green hydraulic
pressure
Yellow hydraulic
pressure
Yellow vaJves
Extend
Motor
speed
and
direct1on
Motor
speed
and
direction
Retract
Flap pos1t1on
Yellow motor
Flap control
unit -~
and brake
L:.---------'
Green valves
Green motor
Speed
summing
and brake
gearbox
s halt
FCOM:V1-002
Chain and
Chain and
screwjack
drives
screwjack
drives
Left flap
Right flap
Nov 01 / 09
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 7
Flap Valves
A selector valve.
An enable valve.
An extend valve.
A retract valve.
The enable valve , extend valve and retract valve are solenoid operated valves. They are
open when electrical power is applied to them and closed when electrical power is
removed from them.
The selector valve directs hydraulic fluid to the motor. The selector valve has three
positions: extend, retract and off. The selector valve is spring loaded to the off position.
The selector valve is moved by hydraulic servo pressure to the extend and retract
positions. The servo hydraulic pressure is directed to the selector valve by the three
solenoid operated valves. The servo pressure does not turn the motor; the servo pressure
just operates the selector valve.
When a retract command is given:
The enable valve and the retract valve open. The extend valve is closed.
The enable valve directs pressure to the motor brake to take the brake off.
The enable valve directs pressure via the retract valve to the selector valve.
The selector valve then directs fluid to the motor to run in the retract direction.
The enable valve and the extend valve open. The retract valve is closed.
The enable valve directs pressure to the motor brake to take the brake off.
The enable valve directs pressure via the extend valve to the selector valve.
The selector valve then directs fluid to the motor to run in the extend direction.
The enable valve, the extend valve and the retract valve are closed.
Pressure is removed from the both servo supplies to the selector valve. The
selector valve moves under spring pressure to the off position. Hydraulic pressure
is no longer applied to the motor.
Pressure is removed from the motor brake. The motor brake is applied.
FCOM:V1-002
Nov 01 /09
Chapter 11 Topic 7
FLIGHT CONTROLS
Flaps
Page s
-Retract
Enabl e
Enable valve
I
Green
Ret ract
valve
hydraulie
pressure
Selector valve
Retract
sel ect100
Extend
valve
Extend
seleclion
Extemd
Retract
Pressure
to takethe
brake off.
I~
Motor
Ri ght
flap shaft
Brake
~
Flap c ompute r
;::
Brake
Pressure
to take the
brake off
Re tract
seteeli on
I~
'l
Left
flap shaft
Motor
Extend
Retract
Extend
selection
Selector valve
');
Yellow
hydraulic
pressure
Retract
val YO
t
Yellow
control lane
-Retract
Ex tenet
valve
Enable valve
_j
Enable _ _ _____.
-Extend
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page9
Flap Shafts
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 10
~ and dlrecbon
Safety lane 1
r - Brake control
Flip
position
Safety lane 2
Ch 1
Ch 2
Motor
speed
and
dlfechon
Flap
pos1tlon
Flap
pos'i'on
...
.. ,.--
r-
8 FPSU
n ~
~r
;;.
...!.. ...
PTCU
.....
Chain and
SCirewj ac k
drives
Leftftp
Yellow
control lane
r-'-
Green
control lane
t apt
postliofl
......
--
Motor
speed
and
dtrecllon
._
r--'
FCU
r-'-
TL FPSU 8
TL
~.-
'-
Chain and
s c re wjack
drives
Rlghtftllp
Stall protection
system channel1
...
..-
j
Flap
posibon
Flap
position
Flap
postbon
Stall protection
system channel 2
Yellow pressure
1-v1-11.00089
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 11
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 12
1------1 Solenoid
Baulk at 18
227 kt
speed switch
Baulk at 24
Air data accessory unit
Mechank:al connection
Yellow
control
lane
..
~
"'
PCSU
Command
position 1
Command
postbon 1
Command
Command
postllon 2
posilton 2
..
..
Green
control
lane
Mechanical connection
Flap micro
switch box
Postbon
monttor 1
Postlion
monitor 2
Safety lane 2
FCOM:V1-002
Ch 1
Ch 2
Nov 01 / 09
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 13
Provides flap position for the flight deck indicator and the flight data recorder. The
flap position goes via the flight data acquisition unit (FDAU) to the FOR.
Provides an output to the take-off configuration warning system if the flaps are
outside the permitted range for take-off.
The speed and direction of the left flap shaft and the right flap shaft.
Flap asymmetry.
Flap blowback.
Safety lane 2 has two channels: channel 1 and channel 2. Channel 1 monitors the yellow
control lane and channel 2 monitors the green control lane. Safety lane 2 protects against
single or dual channel runaway.
If one channel runs away, safety lane 2 shuts the channel down and requests safety lane 1
to illuminate the FLAP FAULT caption.
If both channels runaway, safety lane 2 shuts down both channels and requests safety
lane 1 to illuminate the flap INOP caption. In this case, the wing tip brakes are not applied.
Each control lane monitors itself for faults. If a control lane detects a fault, it requests
safety lane 1 to illuminate the FLAP FAULT caption.
Safety lane 1 monitors itself for faults. If it detects a fault, it illuminates the FLAP FAULT
caption. Safety lane 2 monitors itself for faults. If it detects a fault, it requests safety lane 1
to illuminate the FLAP FAULT caption.
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 14
Take-off configuration
warning system
I ESi DC I
For wangtlp brak es
FOAU
Wtngtlp bral(es on
ESS AC
Invalid flap
seutng for
taKe-off
FLAP
INOP
Safety
lane
pO'>ver
FLAP
fAULT
Flap
post!Jon
Safety lane 1
Safety lane 1 protec ts against:
Safety lane 1:
,. Flap asymmelly
,.. Drives lhe flap iooicator.
~
Flap blowback.
,.. Drives the FLAP FAULT ,caption
,. Single channel runaway.
,. Drives the FLAP INOP caption.
If a fa ilure is det ected, safety lane 1: ,
Sends Hap position to the FOR.
,
Makes an input to the take-<>ff
,. Applies the wingtip brakes.
confaguratton
waming system.
,. Shuts down the control lanes
,.
Yellow
conllol lane
c ontrol lane
FLAP FAULTrcquost
FLAPINOP
request
Green
FLAP FAULT
request
Safety lane 2
Safety lane 2 protects against single or dual channel runaway.
If a failure is detected, safety lane 2:
,.. Shuts down the control lane(s).
,.. Does not apply the wmgtlp brakes.
, Requests Illumination of the FLAP FAULT caption if one control lane IS shut down.
,
Requests illumination of the FLAP INOP caption if both control lanes are shut down.
FLAP COMPUTER
1-VI1100068
FCOM:V1-002
Nov 01 / 09
Chapter 11 Topic 7
Page 15
FLIGHT CONTROLS
Flaps
(o o o )
Code 2
C o )
Code 11
Lit LEO
0 Unlit LEO
i-v1-11-00067
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 16
Flap Tests
There are three flap test switches on the flight deck ground test panel:
FLAP SAFETY.
The FLAP SAFETY switch tests safety lane 1. The FLAP CTRL FAULT YEL switch tests
the yellow control lane. The FLAP CTRL FAULT GRN switch tests the green control lane.
The switches are inhibited in the air by the squat switch system.
The flap safety test is initiated by pressing the FLAP SAFETY switch. The switch is
released as soon as the FLAP INOP caption illuminates. The FLAP INOP caption should
remain illuminated for 12 to 15 seconds.
A control lane test is initiated by pressing the associated FLAP CTRL FAULT switch. The
switch is released as soon as the FLAP FAULT caption illuminates. The FLAP FAULT
caption should remain illuminated for 12 to 15 seconds.
When either of the captions illuminates, the amber MWS caution lamps should flash . The
single chime should sound when the INOP caption illuminates but not when the FAULT
caption illuminates.
FCOM:V1-002
Nov 01 /09
Overv iew
The li'ft spoilers are shown in Figure 8.1. The lift spoilers are for ground use only. They
must not be selected to the deploy position in the air. The system has electronic interlocks
to prevent spoiler deployment in the air.
There are three lift spoilers on each wing: inner, mid and outer. The lift spoilers are
hydraulically powered and electrically signalled. Each spoiler has its own hydraulic jack.
The inner spoilers are powered from the yellow hydraulic system; the electric signalling
power comes from the EMERG DC busbar. The inner spoilers are known as the yellow
spoilers. The mid and outer lift spoilers are powered from the green hydraulic system ; the
electric signalling power comes from DC BUS 2. The mid and outer spoilers are known as
the green spoilers.
Electrical power is required to signal the spoilers to the deploy position. If electrical power
is lost, the valves are signalled to the retract position.
The spoilers can be manually selected on landing or for rejected take off using the
combined airbrake and lift spoiler lever. An additional automatic mode allows the spoilers
to deploy automatically without use of the airbrake/spoiler lever.
The combined airbrake and lift spoiler lever is on the centre console. The lever has an
AIRBRAKE sector. The forward end of the AIRBRAKE sector is marked IN; the aft end of
the sector is marked OUT. The lever can be selected to any position between IN and
OUT. At IN, the airbrake is selected fully in. At OUT, the airbrake is selected to 60. To
the aft of the OUT position is the lift spoiler position; it is marked LIFT SPLR. There is a
detent between the OUT position and the LIFT SPLR position. A reasonable force is
required to pass the detent. The purpose of the detent is to prevent inadvertent selection
of LIFT SPLR in the air.
Spoiler switches and annunciators are on the overhead ANTI SKID & LIFT SPOILERS
panel. There is an ON/OFF switch for the yellow spoilers and another for the green
spoilers.
There is AUTO SPLR ON/OFF switch on the overhead panel. The switch arms the
automatic deployment circuit. With the circuit armed, the spoilers will deploy automatically
on landing or rejected take off without the need to operate the airbrake/lift spoiler lever to
the LIFT SPLR position. The automatic system uses wheel spin up signals from the
anti-skid system to confirm that the aircraft is on the ground. The manual deployment
system does not use spin up signals.
There is a pair of spoiler deployed annunciators on each pilot's flight annunciator panel:
SLR Y and SPLR G; SPLR Y indicates that the two yellow lift spoilers have deployed;
SPLR G indicates that the four green lift spoilers have deployed. An amber LIFT SPLR
SEL OFF caption on the CWP warns that either the yellow or the green spoilers have been
selected off.
There is an amber LIFT SPLR annunciator on each side of the glareshield. On the ground,
the annunciators indicate that the lift spoilers are not deployed when they ought to be
deployed. In the air, they indicate that the spoiler lever has been selected to LIFT SPLR.
FCOM:V1-002
Nov 01/09
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page 2
'
DC BUS 2
EMERG DC
1+ -
FCOM:V1-002
lv1 11.00090
Nov 01 / 09
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page3
Each lift spoiler has its own jack. They are shown in Figure 8.2.
Hydraulic power is required to deploy and retract the spoilers. Yellow hydraulic power is
passed to both yellow spoilers by a yellow selector. Green hydraulic power is passed to all
four green spoilers by a green selector.
There are two electrically operated valves in each selector. Each valve has two positions:
deploy and retract. Electrical power is required to move the valves to the deploy position.
EMERG DC supplies the yellow selector and DC BUS 2 supplies the green selector. If
electrical power is lost, the valves move to the retract position.
When both the valves in the yellow selector are in the deploy position, pressure is passed
to both the yellow jacks to deploy the yellow spoilers; a pressure switch in the deploy line
illuminates the two SPLR Y flight annunciators.
When both the valves in the green selector are in the deploy position, pressure is passed
to all four green jacks to deploy the green spoilers; a pressure switch in the deploy line
illuminates the two SPLR G flight annunciators.
Hydraulic pressure holds the spoilers in the retracted position. However, when the spoilers
are retracted, a lock is engaged in each jack. The lock is removed by hydraulic pressure
when the spoilers are commanded to deploy. The lock should hold the spoiler in the
retracted position if hydraulic pressure is lost.
If a lock fails and hydraulic pressu re is lost, suction at the rear of the wing will attempt to
suck the spoiler up. The outer and mid spoilers are mechanically interconnected so that
the spoiler with its lock engaged will hold the spoiler with the broken lock in the retracted
position. However, an inner spoiler with a broken lock will be sucked up if yellow hydraulic
pressure is lost. The degree of spoiler deflection depends on the flap setting. The higher
the flap angle, the greater the angle of deployment.
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page 4
Green selector
Pressure switch
Retract all 4
green spoilers
Yellow pressure
>
Yellow selector
Deploy both
yellow spoilers
Retract both
yellow spoilers
Retract
r1
Retract
II
.,.
1-
II
Deploy
FCOM:V1-002
i-v1-11-00075
Nov 01 / 09
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page 5
For manual spoiler deployment the following conditions must all be met:
The VEL LIFT SPLRS switch must be ON for the yellow spoilers to
The GRN LIFT SPLRS switch must be ON for the green spoilers to deploy.
deploy~
The on-ground state is determined by the squat switches and some logic.
Yellow Spoiler On-ground Logic
Some logic.
Squat switch 1 receives signals from both main wheel oleos. The nose receives signals
from squat switch looks at the nose wheel oleo.
The yellow spoiler logic considers the aircraft to be on the ground if:
OR
The nose wheel is on the ground and either main wheel has been on the ground in
the previous 10 seconds.
Requiring only two out of the three wheels to be on the ground ensures that the yellow
spoilers will deploy on a wing down crosswind landing made at the correct speed.
If the speed over the threshold is high , it is possible to end up with just the nose wheel on
the ground. This condition is known as "wheelbarrowing".
Remembering that a main wheel has been on the ground in the previous 10 seconds
ensures that the yellow spoilers will deploy if:
AND THEN
The column is moved forward to put the aircraft into the wheelbarrowing condition.
There is no delay in yellow spoiler deployment. The 1o seconds is a memory time. Once
the yellow spoilers are deployed, the aircraft will settle on the ground. There is a nose
down change of trim as the spoilers deploy.
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page6
Squat switch 2.
A time delay.
For automatic spoiler deployment, all the following conditions must be met:
The YEL LIFT SPLRS switch must be ON for the yellow spoilers to deploy.
The GRN LIFT SPLRS switch must be ON for the green spoilers to deploy.
For automatic deployment, the position of the airbrake/lift spoiler lever does not matter.
The on ground logic is exactly the same as the manual deployment on ground logic. In
fact, exactly the same circuits are used.
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page 7
The on ground logic driven by the squat switches. The switches close relays that
allow power to pass towards each valve when the system's on ground conditions
have been satisfied.
A manual arm relay operated by micro switches mechanically linked to the thrust
levers. The relay closes to allow electrical power to pass once at least three of the
thrust levers are at or below IDLE.
An inhibit relay operated by the associated LIFT SPLR switch on the overhead
panel. The relay closes to allow power to pass once the associated LIFT SPLR
switch is at ON.
FCOM:V1-002
Nov 01 /09
Chapter 11 Topic 8
Pages
FLIGHT CONTROLS
Lift Spoilers
DC BUS 2
Squat switch 2
R main on grot.md
l main on ground.
OR
OR
Nose on ground
and eltner matn
on ground In le~st
10 seconds.
Nose on ground
and either main
on ground in last
10 seconds
l main on ground
for 1 5 seconds
~-t__A_t_le_as_t_3_a_t _m.:..
gh_t_id_le_. ---'~
R main on groond
for 1 5 seconds.
......,...._.......
- lM
....
.....,~
Valve 1
Valv~
Valve 1
Valve 2
to deploy
to deploy
to deploy
to deploy
Yellow selector
Green selector
--
FCOM:Vl-002
--
Nov 01 / 09
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page9
The automatic lift spoiler schematic is shown in Figure 8.4. The automatic lift spoiler
deployment circuit uses all the elements of the manual deployment circuit except the
airbrake/spoiler lever switches. The automatic circuit provides a circuit that bypasses the
LIFT SPLR position of the airbrake/lift spoiler lever. The automatic circuit is armed when
the AUTO SPLR switch is at ON. The power for the automatic circuit comes from DC BUS
2.
The bypass circuit uses:
AND
Spin up signals from the anti-skid system. The spin up signals are present when
the aircraft accelerates through 33 kt and remain present until the aircraft
decelerates through 15 kt.
The automatic circuit bypasses the yellow lift spoiler switches when:
At least three of the thrust lever automatic switches are at or below IDLE.
AND
The anti-skid system has detected spin up from the inboard wheels.
The automatic circuit bypasses the green lift spoiler switches when:
At least three of the thrust lever automatic switches are at or below IDLE.
AND
The anti-skid system has detected spin up from the outboard wheels.
The aircraft still needs to be on the ground as sensed by the manual deployment
squat switch logic.
The thrust lever manual switches still have to sense that at least three of the thrust
levers are at or below IDLE, but the thrust lever automatic switches also have to
sense that at least three of the thrust levers are at or below IDLE.
Manual deployment of the yellow spoilers requires the EMERG DC busbar to be powered
and the yellow hydraulic system to be powered; additionally for automatic deployment, DC
BUS 2 must be powered. Manual or automatic deployment of the green spoilers requires
DC BUS 2 to be powered and the green hydraulic system to be powered.
The position of the airbrake/lift spoiler lever does not affect automatic spoiler deployment.
However, automatic deployment should always be backed up by selecting the
airbrake/spoiler lever to LIFT SPLR on landing and on rejected take off.
FCOM:V1-002
Nov 01 /09
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page 10
I EMERG DC B US
I
~
DC BUS 2
The squat circuits are the same circuits
that are used ror manual deployment
On ground from
squat switch 1 and
the nose squat
switch.
On ground from
squat switch 2.
Anti-skid
innor spin -up
Anti -skid
outer spi n-up
Auto circuit
Spin-up
AND
flight idle
Auto circuit
Spin-up
AND
flight Idle
LIFT SPLR
LIFT SPLR
selected.
selected.
spoiler lever
switches
Yellow selector
-FCOM:V1-002
Green selector
-I YI
11 00077
Nov 01 / 09
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page 11
The nose oleo squat switch differs from the two main gear oleo squat circuits.
There is just one green system fault: the two main oleos are in different positions.
Magnetic indicators in the avionics bay allow the failed oleo switch to be identified.
If the MAN SPLR FAULT annunciator illuminates when the aircraft is airborne, there is a
reduct ion in the protection against lift spoiler deployment whilst airborne. Care should be
taken to avoid inadvertently selecting the airbrake/lift spoiler lever to LIFT SPLR in the air.
On the ground:
A MAN SPLR FAULT warning at touchdown highlights to the crew the potential for
some or all of the spoilers not to deploy.
The existing drills provide a sequence of actions in response to Lift Spoiler failure.
They detail the Landing Distance penalties resulting from yellow and/or green
spoilers failing to deploy.
Figure 8.5 - Manual Spoiler Fault
MAN SPLR
FAULT
I EMERG DC BUS I
DC BUS 2
R main on ground.
OR
Nose on ground
and either main
on ground in last
10 seconds.
Squat switch 2
L main on ground
for 1.5 seconds.
R main on ground
for 1.5 seconds.
FCOM:V1 -002
Sep 30/ 11
Chapter 11 Topic 8
Page 12
FLIGHT CONTROLS
Lift Spoilers
llrm-
~II
';'1'1'1
Valve 1
to deploy
[<
::lP
Valve 2
..
Val!e 1
o deploy
val e2
to deploy
I
Both valves in a selector must
be at the deploy position for the
assoCiated spoilers to deploy
Green selector
YELLOW
GREEN
FAIL
FAIL
1n different positions.
~1-11-00081
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page 13
111~11
~
1- -
'-
Valve 1
to deploy
--'
Yellow tnhtbll
relay open
.t::D
Green tnntbtt
relay open
to deploy
Ill
Valve 2
to deploy
Valve 1
to deploy
Valve 2
LIFT SPLR
SEL OFF
Both valves in a selector must
be at the deploy position for the
associated spOtlers to deploy
Green selector
Ill
l>v1 11.00083
FCOM:V1 -002
Nov 01 /09
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page 14
Spoiler Unlocked
There is a SPLR UNLOCKED annunciator on the ANTI SKID & LIFT SPLRS panel.
The SPLR UNLOCKED annunciator illuminates if:
Any spoiler is not locked.
AND
The airbrakellift spoiler lever is not at LIFT SPLR.
AND
The main wheels have not spun up.
This logic prevents the SPLR UNLOCKED annunciator illuminating during normal manual
or automatic deployment.
Magnetic indicators, on the maintenance panel in the avionics bay, allow a failed spoiler to
be identified.
Figure 8.8 - Spoiler Unlocked
Airbrake/spoiler
l ever
SPLR
Wheel spin-up
UNLOCKED
Left inner
i-v11100085
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page 15
The AUTO SPLR OFF caption is on the CSP. The fault logic is shown schematically in
Figure 8.9.
The auto spoiler circuits are supplied with power from DC BUS 2 via an arm relay.
arm relay is powered to the arm position by DC BUS 2 via the AUTO SPLR switch.
AUTO SPLR OFF caption illuminates if the arm relay is in the not armed position.
AUTO SPLR OFF caption indicates that, the auto spoiler circuits are not powered.
AUTO SPLR OFF caption will illuminate when the AUTO SPLR switch is at OFF.
The
The
The
The
The AUTO SPLR FAULT annunciator is on the ANTI SKID & LIFT SPLR panel. The fault
logic is shown schematically in Figure 8.9.
The AUTO SPLR FAULT annunciator monitors for faults in:
AND
To ensure that the spoilers will deploy at IDLE, the thrust lever switches are set slightly
higher than IDLE. The thrust lever angle setting for the automatic switches is higher than
that of the manual thrust lever switches. If the automatic switches are in the at or below
IDLE state while the manual thrust lever switches are in the above IDLE state, then the
AUTO SPLR FAULT annunciator illuminates.
The warning circuit also monitors the spin up signals against the gear position. If a spin up
signal is detected with the gear up, the AUTO SPLR FAULT annunciator illuminates.
Power to the auto spoiler fault warning circuit comes through the AUTO SPLR switch.
When the AUTO SPLR switch is selected OFF, the AUTO SPLR FAULT annunciator will
extinguish and the AUTO SPLR OFF caption will illuminate.
If the AUTO SPLR FAULT annunciator illuminates, the AUTO SPLR switch should be
selected OFF to guard against automatic deployment in the air after a second failure. The
spoilers must be manually selected on landing.
FCOM:V1-002
Nov 01 /09
Chapter 11 Topic 8
Page 16
FLIGHT CONTROLS
Lift Spoilers
AUTO SPLR
FAULT
Comparator Iogie
Gear position
_ . _ rl------------1
Antlskld
Yellow manual ann
inner spin-up
relay
Antlskld
outer spin-up
Auto circuit
Auto circuit
Spin-up
AND
flight idle
Spin-up
AND
flight Idle
Aim
AUTO SPLR
OFF
To the green
inhibit relay.
To the yellow
mhtbit relay.
11 1HlOD88
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page 17
8.10.
The warning logic takes inputs from:
The system 1 and system 2 squat switches for the left gear, the right gear and the
nose gear: six squat switches altogether.
The left and right gear down signals to the normal indication.
The left and right gear down signals to the standby indicators.
The system considers that the aircraft has landed if any two of the six squat switch inputs
indicate that the aircraft has landed.
The system detects spoiler deployment from the deployed pressure switches.
There will be no spin up signal to the spoiler system when the aircraft is airborne, when the
AUTO SPLR switch is at OFF or after certain anti-skid failures.
If there is no spin-up signal, LIFT SPLR annunciators illuminate when the spoilers have not
deployed if:
The squat switches sense that the aircraft has landed but the airbrake/spoiler lever
has not been selected to LIFT SPLR within six seconds of touchdown. The
annunciators will extinguish if the airbrake/spoiler lever is subsequently selected to
LIFT SPLR. The warning automatically cancels after 14 seconds. The warning can
be cancelled by pressing either LIFT SPLR annunciator.
OR
The airbrake/spoiler lever has been selected to LIFT SPLR but the spoilers have
not deployed withi n three seconds. The annunciators wi ll not extinguish
automatically after 14 seconds. The annunciators will extinguish if the spoilers
subsequently deploy, or either LIFT SPLR annunciator is pressed.
If the spoiler lever is selected to LIFT SPLR in the air, the spoilers should not deploy and
so the LIFT SPLR annunciators should illuminate.
If a spin up signal is available, the LIFT SLR annunciators illuminate if the lift spoilers have
not deployed three seconds after spin-up. The annunciators will not extinguish
automatically after 14 seconds. The annunciators will extinguish if the spoilers
subsequently deploy, or either LIFT SPLR annunciator is pressed.
FCOM:V1-002
Nov 01 /09
Chapter 11 Topic 8
Page 18
FLIGHT CONTRO LS
Lift Spoilers
Figure 8_10 - Lift Spoiler Not Deployed
Reset
Reset
Deploy both
yellow spoilers
Outer
spin-up
Inner
spin-up
Squat switches
System
System
System
System
System
System
FCOM:V1-002
Nov 01 / 09
Overv iew
The airbrakes are summarised in Figure 9.1.
The airbrakes are a pair of petals, one on each side of the tail fuselage. When they are
closed, they form the tail cone. When they are fully deployed, the petals are deflected 60
from the aircraft centreline.
The airbrakes are hydraulically powered and electrically signalled. Hydraulic power is
supplied by the green hydraulic system; electrical power is taken from DC BUS 2.
A single hydraulic actuator is connected between the two petals. An electrically controlled
servo valve controls the actuator. A mechanical compensator strut is connected between
the two petals. The compensator strut ensures that the two petals deploy symmetrically.
A combined airbrake and lift spoiler lever is on the centre console. The lever has an
AIRBRAKE sector. The forward end of the AIRBRAKE sector is marked IN; the aft end of
the sector is marked OUT. The lever can be selected to any position between IN and
OUT. At IN, the airbrake is selected fully in. At OUT, the airbrake is selected to 60 . To
the aft of the OUT position is the lift spoiler position; it is marked LIFT SPLR. There is a
detent between the OUT position and the LIFT SPLR position. A strong force is required to
pass 1he detent. The purpose of the detent is to prevent inadvertent selection of LIFT
SPLR in the air.
There is a white AIRBRK annunciator on each pilot's flight annunciator panel. The
annunciators indicate that the airbrake is not fully in.
The a.irbrakes automatically retract when either of the outboard thrust levers is moved into
the take off range.
When the airbrakes are closed, a mechanical lock holds the two petals together. The
purpose of the lock is to prevent the petals drifting apart on the ground when the green
system is depressurized. The mechanical lock is unlocked when the airbrakes are
hydraulically powered out.
FCOM:V1-002
Nov 01/09
FLIGHT CONTROLS
Air brake
Chapter 11 Topic 9
Page 2
Two petals
t
DC BUS 2
The air brake can be selected to any poslllon between IN and OUT
At OUT, the petals are deflected
FCOM:V1-002
i-v1- 11-000S1
Nov 01 / 09
FLIGHT CONTROLS
Airbrake
Chapter 11 Topic 9
Page3
Airbrake Control
FCOM:V1-002
Nov 01 /09
Chapter 11 Topic 9
Page 4
FLIGHT CONTROLS
Air brake
Figure 9.2 - Airbrake Schematic
DC BUS2
Mechanical
llnl\age
Position
sensor
Lever
pos1t1oo
Command
Airbrake control
amplifier
Alrbmke
Retrad
Deploy
posiiiOil
Position
Hinge
Actuator
Hinge
sensor
Proximity
switc h
electronics
Alrbrake
not close<l
IVH f00070
FCOM:V1-002
Nov 01 / 09
The Warning
The take off configuration warning system is shown schematically in Figure 10.1. The take
off configuration warning indicates that the set configuration is not an allowed configuration
for take off.
The warning is a CONFIG red caption on the CWP accompanied by an intermittent horn
and the red flashing attention getters. Pressing an attention getter cancels the flashing
lamps but has no effect on the horn.
Arming
The system is armed whenever a thrust lever is moved into the take off range while the
aircraft is on the ground. The system is also armed when a CON FIG CHECK button on the
centre console is held pressed on the ground. The CONFIG CHECK button is operated in
the Before Take-off checks to confirm that the set configuration is safe for take-off. The
CONFIG CHECK button does not check the configuration warning system ; the button
mimics moving a thrust lever into the take off range.
Monitored Items
The configuration warning is given for any of the following:
The airbrake is out.
Any lift spoiler is not closed and locked.
Either elevator trim tab is not in a position equivalent to the green band on the
indicator.
The aileron trim is not within one wheel rotation of zero. The range of aileron trim is
16 wheel rotations from fully left to fully right.
The flap angle is not in the allowable range from take off.
The parking brake is not off.
The valid flap angle range is large. It is important to positively check the flap selection and
indication before take off. Most aircraft are cleared for take off with flap angles of 18 o , 24 o
and 30. On these aircraft the configuration warning is given if the flap angle is outside the
range 16 o to 31 o. Some aircraft are also cleared for take off with a flap angle of 33 o ; on
these aircraft the allowable range is 16 o to 33 o .
Inhibit
After landing the take off configuration warning is inhibited for 20 seconds. This allows
time for the configuration to be reset during a touch and go. The 20 second time delay is
invoked when the system is powered up. The configuration warning system will not warn
of an invalid take off configuration until 20 seconds after the warning system has been
powered up.
Door Warnings
When the CONFIG CHECK button is pressed, a backup door warning channel is
activated. If the backup channel has detected a fault, the CABIN DOOR NOT SHUT
caption will illuminate.
FCOM:V1 -002
Nov 01 /09
Chapter 11 Topic 10
Page 2
FLIGHT CONTROLS
Configuration Warning
Aorbrake
not 1n
Right elevator
Servo tab
Servo tab
Trim tab
PARK BRK
ON
Pant brake
not off
CAB DOOR
NOT SHUT
Left outer
Left mid
Left inner
Right inner
Right mid
Right outer
I v1 1100072
FCOM:V1-002
Nov 01 / 09
FLIGHT CONTROLS
Configuration Warning
Chapter 11 Topic 10
Page3
FCOM:V1-002
Nov 01 /09
Topic 1 - Overview
1
2
3
3
4
6
8
9
10
14
14
15
16
17
4
5
6
8
1
2
4
5
5
5
6
Topic 4- FD Displays
FCOM:V1-002
Nov 01/09
1
1
1
FLIGHT GUIDANCE
Contents
Chapter 12 TOC
Page2
1
2
4
6
7
8
1
1
1
AP and FD Modes.........................................................................................................
Basic Modes..................................................................................................................
Speed Selector..............................................................................................................
Take-off Mode ... ...... ...... ... .. .... .. .. .. .. ..... . .. .. . ... .. . .... ..... ...... ...... ...... ... .. .. .... .. ... ...... . ..... ..... ..
Vertical Speed Mode.....................................................................................................
Level Change Mode ......................................................................................................
Altitude ................................................................ ..........................................................
Glides lope........................................................... ..........................................................
Autothrottle Speed Holding ... . .... .... ...... ..... ....... .... ...... ...... ..... .... .. ... .. . ..... . .... ...... ...... ..... .
Go-around.................................................................................................. ...................
Heading Modes.............................................................................................................
Track Mode .. ..... ....... .... .... .. ..... ... .. .. ..... . .. .. . .... .. ......... ...... ...... ..... .... .. .. .... .. ... ...... . .... ...... ..
L NAV Mode..................................................................................................................
VOR LOC Mode............................................................................................................
Approach Mode.................................................................................. ...........................
Autoland ........................................................................................................................
Steep Approach ...... ...... ... .. .... .. .. .. .. ..... . .. .. . ... .. . .... ..... ...... ...... ...... ... .. .. .... .. .... ..... . ..... ..... ..
1
1
2
3
4
5
6
6
7
7
8
9
9
10
11
12
13
General .........................................................................................................................
Flight Annunciators........................ ...............................................................................
Failures............................................................................................. ......... ...................
Pilch Trim Above VMo or MMo .......................................................................................
Pitch Trim During Autoland Approaches................................... ....................................
Flap Trim Compensation...............................................................................................
FCOM:V1-002
Nov 01 /09
1
2
2
2
2
2
FLIGHT GUIDANCE
Contents
Chapter 12 TOC
Page3
1
1
1
2
2
2
3
3
Category 2 and 3 Status Indications .. .... ..... ....... ... ...... .. .... .. .. .. .... .. ..... .. .. .. .. .. .. .... .. .... .. ...
FGC Determination of Category 2 or 3 Status..............................................................
Glareshield Annunciators..............................................................................................
NO CAT 3 LAND Annunciator............................................... ............................... .........
Category 3 Status Requirements ..................................................................................
Category 2 Status Requirements........................................... .......................................
Excessive Localiser and Glideslope Deviation..............................................................
ILS Comparator.............................................................................................................
1
2
3
3
4
5
6
8
Topic 11 - Windshear
FCOM:V1-002
Nov 01/09
1
1
2
3
3
4
5
6
6
FLIGHT GUIDANCE
Contents
Chapter 12 TOC
Page4
FCOM:V1-002
Nov 01 /09
Funct ions
The FGS provides the following functions:
Electric trim.
Flap trim compensation (FTC).
An auto throttle.
Thrust modulation control (TMC). TMC reduces the workload when the thrust
levers are being manually controlled.
Category 3 approach.
Automatic Landing.
Altitude alerting.
The AP can be used from 350 It after take-off through to an automatic landing. The AP can
also be used for a go-around. The flight director can be used from take-off through 1o
decision height; the FD can also be used for a go-around. The autothrottle can be used
from take-off through to landing. The autothrottle can also be used for a go-around.
The yaw channel of the AP is known as the parallel rudder. When the AP makes a rudder
input, the rudder pedals move. The parallel rudder is engaged when the AP is engaged in
the take-off, go-around and category 3 phases of flight. The parallel rudder, when
engaged:
Will apply rudder, to align the longitudinal axis of the aircraft with the runway
centreline in the final stages of an automatic landing.
When the parallel rudder disengages, the yaw damper engages automatically. When the
yaw damper makes a rudder input, the rudder pedals do not move.
The electric trim drives the elevator trim tabs to provide:
Electric elevator trim when the AP is not engaged via switches on each control
column.
Automatic compensation for the change of trim when the flaps move in the range 0
to 18 .
The AP, FD, YO and autothrottle may be used independently or in any combination. Most
of the FGS controls are on a mode control panel (MCP) on the glareshield.
FCOM:V1-002
Nov 01/09
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page2
AP and FD Modes
The modes are split into vertical and lateral modes. All modes are common to both the AP
and FD with the exception that there is no FD autoland mode. The vertical modes are:
Take~off
Level change - holds the speed selected on the MCP and manoeuvres the aircraft
towards the altitude selected on the MCP.
Vertical speed - holds the vertical speed selected on the MCP and is the basic
vertical mode.
holds speed.
Heading hold - rolls the wings level and then holds heading; heading hold is the
basic lateral mode.
Back localiser- an optional mode that acquires and holds an ILS back course .
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page3
Yaw Damper
stability~
The heart of the FGS is the flight guidance computer (FGC). The FGC controls the aircraft
flight controls and autothrottle through servomotors. The electric trim servo is used for
electric trimming through the column trim switches, FTC and autopilot trim.
One or two FGCs may be fitted. However one FGC can carry out all the FGS functions. If
a second FGC is fitted, a second set of servo motors is fitted. Thus a completely spare
autopilot is available.
The FGS gives speed protection. The AP and autothrottle maintain the speed within the
maximum (VMAX) and the minimum (VM1N) for the airframe configuration. The FGC
calculates VMAX and VMIN
VMAX is:
When the flaps are not up or the gear is down, the lower of the appropriate flap
placard speed minus 5 knots and the gear placard speed minus 5 knots.
VMIN is either 1.15 or 1.25 times the stalling speed for the configuration. The value chosen
depends on the FGS mode and the flap position.
The pilot FGC selections are made through the MCP, a thrust rating panel (TRP) on the
right instrument panel, buttons on the control columns and buttons on the thrust levers.
FCOM:V1-002
Nov 01/09
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page4
YO, AP and avionics master switches are fitted on the AVIONICS section of the roof
panel. The panel is shown in Figure 1.1.
All aircraft have two AVIONICS MASTER switches: AVIONICS MASTER 1 and AVIONICS
MASTER 2.
If only one FGC is fitted, a YAW DAMP MSTR switch and an AUTO PILOT MSTR switch
are fitted.
If two FGCs are fitted:
A YAW DAMP MASTER switch is fitted for each YO: YAW DAMP MASTER 1 and
YAW DAMP MASTER 2.
An AUTO PILOT MASTER switch is fitted for each FGC: AUTO PILOT MASTER 1
and AUTO PILOT MASTER 2.
The selected FGC carries out all the FGS functions with one exception: the
selected FGC's YO is assisted by the YO of the other FGC. However, if one FGC
fails, the remaining FGC will provide adequate yaw damping.
The AVIONICS MASTER switches control the power to some of the aircraft avionics. The
avionics services supplied via the avionics master switches are listed in the Electrical
System chapter. On most aircraft, the FGCs are supplied via the AUTO PILOT MASTER
switches. On a few aircraft, the FGCs are supplied via the AVIONICS MASTER switches.
On all aircraft:
The power to all the FGC 1 servos are controlled via the AUTO PILOT MASTER 1
switch.
The power to all the FGC 2 servos are controlled via the AUTO PILOT MASTER 2
switch.
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page 5
YD on and off
Selects the
switches
FGC to be
used
One YD will work on
its own but normally
they are both used.
AVIONICS MASTER
YD on and off
switch
Power to some of
the Avionics
Power to the FGCs
on some aircraft
i-v1-12-00073
FCOM:V1-002
Nov 01 / 09
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page6
MCP
The MCP is shown in Figure 1.2. The MCP provides the controls and indicators for:
Engaging the
Indicating the master navigation source and altimeter baro datum for the engaged
AP or FD; the MA lights.
Emergency AP disconnection.
Setting reference or datum values of lAS, Mach number, altitude, vertical speed,
heading and VHF NAV course.
Reducing the thrust level to the climb setting; the thrust selector.
FD~
The mode select buttons select the desired mode; on selection, the mode will either be
armed or engaged. An ON legend, within the button, illuminates whenever the mode is
armed or engaged, either by pilot or by automatic action. If a selection is made that is not
allowed by the current mode selection, then the selector has no effect and no change
occurs to the illumination of any mode selector button.
The aircraft is operated so that:
The NAV 1 sources and left baro corrected altitude are used when PF is in the left
seat.
The NAV 2 sources and right baro corrected altitude are used when PF is in the
right seat.
There are two MA lights: one on the left and one on the right. The left MA light indicates
that the FGS is using L NAV 1 and V/L 1 as the navigation sources and left baro corrected
altitude as the altitude source. The right MA light indicates that the FGS is using L NAV 2
and V/L 2 as the navigation sources and right baro corrected altitude as the altitude
source.
If the AP is engaged, the source of the navigation sensors and baro corrected altitude is
determined by which of the AP engage buttons is pressed: NAV 1 or NAV 2. When the AP
is engaged using the NAV 1 button, an ON legend in the NAV 1 button and the left MA light
will be illuminated. When the AP is engaged using the NAV 2 button, an ON legend in the
NAV 2 button and the right MA light will be illuminated.
The FD switches have no effect on the navigation and baro source if the AP is engaged.
If the FD is engaged with the AP disengaged, the first FD switch to be selected ON
determines the navigation sensor sources and baro corrected altitude source.
If both FD switches are ON and the AP is engaged and then the AP is disengaged, the
source does not change.
FCOM:V1-002
Nov 01 /09
...
a.
~ ......
Maoster
C\J <I>
indicator
(MA light)
~g>
'-a_
ell
.I::.
()
Autothrottle
indicator
LNAV
Autothr-ottle
light
selector
mode
selector
Selected
VORil.OC
mode
selector
Selected
IASIMACH
datum
NAV1
~
"'';;
"'
Altitude
selector
Selected
aiUtude
MAster
Indicator
(MA light)
Selected
vertical speed
datum
0>
0
-.
0
>
0
Selected
NAV 2
i
w
0..
(.)
<
(.)
~
:;:
:!!
1- >
J: 0
e
::>
~
...Cll
::::;
;::
Q)
...C'!
(f)
-,
((
'
(!)
::J
'<T
C)
1!:
L&.
NAV 1
cou~e
Iselector
Thrust
selector
::2
()
L&.~
-,<I>
Left FD
selector
a:
lAS/MACH
datum
selector
lAS/MACH
changeover
button
CfE
t0::J
'<T-
~g
a:
?i:
Level change
mode
selector
Altitude
hold
mode
selector
Heading
select
mode
selector
-,
Heading
Approach
mode
selector and
selector
bank limit
selector
V NAV
modo
selector
(Inoperative)
Vertical speed
datum
selector
?i:
Vertical
speed
mode
selec.tor
MLS
modo
selector
(Inoperative)
Rlght FD
selector
AP emergency
diseng~tge
selector
NAV2
course
selector
C\J
0
0
'
?:
:2
0
()
u.
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Pages
FD SYNCH
button
Autopilot
disconnect
button
Pitch trfm
switches
FCOM:V1 -002
i-V1-12.00071
Nov 01 /09
Chapter 12 Topic 1
Page9
FLIGHT GUIDANCE
Overview
TOGA
bu1tons
Autothrottle
disconnect button
(One on the ENG 4
FCOM:V1-002
Nov 01 / 09
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page 10
Flight annunciators panels are fitted on the inboard side of each PFD. The flight
annunciators include FGS warning annunciators and approach status annunciators. FGS
status annunciators are to the left of each PFD. FGS advisory annunciators are below the
primary engine displays. Mode and warning annunciators for automatic landing are on the
left and right glareshield.
The standard of the flight and status annunciators depends on the L NAV system fitted.
The standard of the advisory annunciators depends on the number of FGCs fitted.
FGS mode status is given on the top of each pilot's PFD.
Figure 1.5 shows the glareshield annunciators. Figure 1.6 shows the PFDs, the flight
annunciators and the status annunciators. Figure 1.7 shows the advisory annunciators.
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page 11
Autoland faim
annunciator ---,H~
Autoland fall
+--+- - annunciator
FCOM:V1-002
Nov 01 / 09
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page 12
Left FGS
status
I I I I I I
Right flight annunciatOfS
1 1
:.
-1
, "'
~--~ ~- - -.
t
AIR- IJRK
,,
:;;-IIRK
'
! A
''
;:
c, r
l f7
~~~~~ l~"=r -~ I
..~,[
:...!~
"'l'~f:!
fl~ght
a.nnunciators
Fitted if GNS-XLS
FMSs are fitted.
t-YI1Nl0058
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page 13
FGS advisory
annunciators -t-~~~~~~~---.
FCOM:V1-002
~-v 1 _ 12.ooo&7
Nov 01 / 09
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page 14
T RP
The TRP is shown in Figure 1.8; it is used in TMC and autothrottle control. The TRP
provides:
Selection of the master engine for N1 synchronisation when the autothrottle is off.
There are three thrust rating selectors: TOGA, MCT and CLIMB. Only one mode can be
engaged at a time. There is one master engine synchronisation selector: MSTR.
The TOGA button has two green annunciators: MAX and REDU. MAX is used for a fully
rated take-off. REDU is used for flexible take-offs. MAX is normally used for GA but
REDU can be selected. The TRP initialises to TOGA MAX on power up. Subsequent
presses of the button toggle between TOGA MAX and TOGA REDU. The TOGA ratings
can be selected on the ground and in the air.
The MCT button has one green annunciator: MCT. Pressing the button selects the TRP
rating to MCT. MCT is inhibited on the ground.
The CLIMB button has two green annunciators: The first press on the button selects
CLIMB NORM. Subsequent presses toggle between CLIMB MAX and CLIMB NORM.
CLIMB is inhibited on the ground.
The MSTR button has two green annunciators: 1 and 2. The button selects and displays
the master engine for synchronisation only when the selected rating is CLIMB MAX or
CLIMB NORM and the autothrottle is off. The system initialises to engine 2; pressing the
switch toggles between engine 1 and 2. If the selected engine fails, or its FADEC fails, the
other engine is automatically selected as master.
There are two concentric knobs at the bottom of the panel. The outer one sets the
parameter for display on the LCD display at the top of the panel: N1 , TEMP and three bugs
on the EFIS speed tape.
The inner knob is used to change the TEMP setting and the speed bugs. The inner knob
does not change N1. N1 values are set by selecting a thrust rating. The knob moves in
"clicks". Each click is worth 1 "C or one kt.
T RP T EMP Selection
When the TRP is first powered and TOGA MAX is selected, the display shows dashes
when TEMP is selected. The first click of the inner knob causes the sensed temperature to
be set.
For all take-offs, TEMP is set to OAT with TOGA MAX selected. If a flexible thrust take-off
is to be made, TEMP is set to the assumed temperature with TOGA REDU selected. If
T AEou is set, the standard flexible thrust is used. However, the temperature can be set for
any degree of allowed flexible thrust. The system defaults toTAEou on power up.
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
Ov erview
Chapter 12 Topic 1
Page 15
and REDU.
REDU is a standard
flexible thrust setting
but is also used for
any degree of flex
thrust.
FCOM:V1-002
i-v 1-12-00066
Nov 01 / 09
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page 16
Autothrottle Control
The autothrottle controls to a speed, controls to a thrust rating or retards the thrust levers.
If the AP/FD is engaged, the autothrottle mode depends on the FGS vertical mode. The
autothrottle controls to speed when the vertical mode is vertical speed, altitude acquire,
altitude hold or glideslope. The autothrottle controls to the TRP selected thrust rating when
the vertical mode is take-off, go-around or level change climb. The autothrottle retards the
thrust levers on entering a level change descent and during an autoland flare.
If the autothrottle is controlling to speed:
The target speed will be referenced to the speed in the MCP lAS/ MACH window.
The thrust rating set on the TRP will determine the maximum amount of thrust that
the autothrottle is allowed to use.
Once airborne and the autothrottle is disengaged and then re-engaged, it will
control to the thrust rating if TOGA or MCT are selected on the TRP but to the
speed selected on the MCP if CLIMB is selected on the TRP.
The autothrottle observes the limits appropriate to the active thrust rating.
If a thrust lever is so far away from the lead thrust lever that the associated FADEC is out
of trim authority, the associated blue or white trim arrow will be lit. If the white arrow is lit,
the thrust lever must be moved aft for the FADEC to regain trim authority. If the blue arrow
is lit, the thrust lever must be moved forward for the FADEC to regain authority.
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page 17
The basic mode is active when the TRP selected thrust rating is CLIMB NORM or CLIMB
MAX. The MCT mode is active when the TRP selected thrust rating is MCT. The TOGA
mode is active when the TRP selected thrust rating is TOGA MAX or TOGA REDU.
In the basic mode:
The thrust levers of the slave engines must be moved to extinguish the FADEC trim
arrows.
The FGC will not limit to the climb rating N 1. So the pilot must ensure that the MCT
N1 rating is not exceeded.
The EGT limit is the take-off limit of 6320C. So the pilot must ensure that the MCT
limit of 613 OC is not exceeded.
If TOGA or MCT is selected, the thrust levers must be moved to extinguish the FADEC trim
arrows. The FGC will then control to the appropriate rating and observe the appropriate
limits.
If a FADEC is out of trim authority, the associated blue or white trim arrow will be lit. If the
white arrow is lit, the associated thrust lever must be moved aft for the FADEC to regain
trim authority. If the blue arrow is lit, the associated thrust lever must be moved forward for
the FADEC to regain authority.
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page 18
FCOM:V1-002
Nov 01 /09
FGS Annunciators
The FGS annunciators are in four groups: glareshield annunciators, flight annunciators (on
the inboard side of each PFD), status annunciators (to the left of each PFD) and advisory
annunciators (below the primary engine displays).
Glareshield Annunciators
There are two FGS glareshield annunciators on each side of the glareshield: FLARE and
AUTO LAND FAIL. The annunciators are shown in Figure 2.1.
The FLARE annunciator indicates that the AP has entered the flare mode of pitch control
during an automatic landing.
The AUTO LAND FAIL annunciator indicates that a failure has occurred that needs
immediate action during an automatic landing. The annunciator extinguishes when either
the AP disengage button is pressed or when a TOGA button is pressed. The AP will
disengage automatically two seconds after the annunciator illuminates if a TOGA button is
not pressed.
iv1 12-00065
FCOM:V1002
Nov 01 / 09
FLIGHT GUIDANCE
Mode Indication and Warning
Chapter 12 Topic 2
Page2
Flight Annunciators
The flight annunciators are shown in Figure 2.2. The left flight annunciators are a mirror
image of the right flight annunciators. The FGS flight annunciators are:
Green category 2 and 3 status annunciators. The standard depends on the L NAV
system fitted.
TheEL TRIM annunciator indicates that the auto or manual electric trim has failed.
The FTC annunciator indicates a flap trim compensation fault. The FTC will be inoperative.
The AP annunciator indicates that the AP has been disengaged.
The AfT annunciator indicates that autothrottle has been disconnected.
The AP and AfT annunciators illuminate transiently on a normal disconnect. On an
automatic disconnect, an annunciator remains illuminated until an associated disconnect
button is pressed. The AP annunciator is accompanied by an audio warning. There is no
audio warning for autothrottle disconnect.
The YO flight annunciator indicates a complete loss of yaw damping: loss of one yaw
damper in a single FGC installation or loss of both yaw dampers in a dual FGC installation.
Aircraft with GNS L NAV systems have separate AUTOLAND and CAT 3 annunciators.
They mean the same thing and always illuminate together. Aircraft with the Collins FMS,
have a single CAT 3 AUTOLAND annunciator on each set of flight annunciators.
In aircraft with GNS L NAV systems, the CAT 3 and AUTO LAND annunciators illuminate
simultaneously when the autoland system is correctly configured for an automatic landing.
In aircraft with the Collins FMS, the CAT 3 AUTOLAND annunciators illuminate when the
aircraft is correctly configured for an automatic landing.
The CAT 2 annunciator only illuminates if CAT 3 status cannot be achieved but CAT 2
status has been achieved.
The CAT 2 annunciators do not illuminate if the CAT 3 annunciators illuminate.
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
Mode Indication and Warning
Chapter 12 Topic 2
Page3
CMPRTR
MSTR
~ AIT-4
FTC
AIR BRK
EL TRIM
YO
CAT 3
AU TO
LAND
FMS APP
SPLR Y
CAT 2
SPLR G
IV1 1200064
FCOM:V1-002
Nov 01 / 09
FLIGHT GUIDANCE
Mode Indication and Warning
Chapter 12 Topic 2
Page 4
If GNS XLS FMSs are fitted, two additional FMS annunciators are fitted on each side:
iV1-12-00074
FCOM:V1-002
Nov 01/09
FLIGHT GUIDANCE
Mode Indication and Warning
Chapter 12 Topic 2
Page 5
i-v1 -12-00075
FCOM:V1-002
Nov 01 / 09
FLIGHT GUIDANCE
Mode Indication and Warning
Chapter 12 Topic 2
Page6
+- Vertical
+- Lateral
i-Y1-12.00077
FD engaged.
FCOM:V1-002
Nov 01 /09
Chapter 12 Topic 2
Page 7
FLIGHT GUIDANCE
Mode Indication and Warning
FDSYNC.
MaW
FDSYNC.
1M4flil
FD SYNC.
Altitude hold.
Altitude acquire.
l'il
l'fW
ILS 1 GS armed.
Mp!;l
ILS 2 GS armed.
Pilch go-around.
IWJOj
Go-around windshear.
Pitch take-off.
llet4j
l#e!ll
ii!tiN
f4e15Jil
f4e1;f1
l!ltfl
I!Wrl
Possible lateral
mode armed legends
VOR 1 armed.
11e];ll
lfJe1;fl
I!U'il
I!U'JJ
l!eSI
iiIfj
1:1!51
l:!!fl
VOR 2 armed.
L NAV 1 armed.
L NAV 2 armed.
ILS 1 localiser armed.
l:!!fl
*4!f1
MlijM
Track hold.
FCOM:V1-002
i-v1-12-00078
Nov 01 / 09
FLIGHT GUIDANCE
Mode Indication and Warning
Chapter 12 Topic 2
Page a
There is a thrust mode field in the top left of each PFD. The thrust mode field is just to the
right of the AfT field. The annunciations are shown in Figure 2.8. If the autothrottle is
engaged, the thrust mode field annunciates the autothrottle mode of control. The
annunciations are:
Green lAS. The autothrottle is controlling to the lAS in the lAS/MACH window of
the MCP.
Green MACH. The autothrottle is controlling to the Mach number in the lAS/MACH
window of the MCP.
Green TO REDU. The autothrottle is setting the flexible thrust N1 : either the
standard flexible thrust or any other value of flexible thrust as set on the TRP.
If the autothrottle is disengaged but the TRP is on, the thrust mode field indicates the
active engine rating apart from the climb rating. The thrust mode field is blank if CLIMB
NORM or CLIMB MAX is set on the TRP with the autothrottle disengaged.
On the ground, the only ratings that can be selected are TOGA MAX and TOGA REDU.
The thrust mode is shown in white while the rating is armed. The rating is engaged when
the thrust levers are moved above 45% N1 and either thrust lever TOGA button is pressed.
The thrust mode changes to green once the rating is engaged.
When the FGS GA mode is selected on the approach using a thrust lever TOGA button,
the thrust rating becomes TOGA MAX. A subsequent press on the TRP TOGA button
reduces the rating to TOGA REDU.
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
Mode Indication and Warning
Chapter 12 Topic 2
Page9
Autothrottle active.
-a .
Autothrottle armed.
a.
Possible autothrottle statu s arnd thrust mode legends with the autothrottle switc h at ,
A/T WS MAX
A/T TO MAX
AfT TO MAX
A/T TO REDU
AfT TO REDU
A/T GA MAX
A/T GA REDU
A/T MCT
A/T MACH
A/T lAS
A/T lAS
A/T RETARD
TO MAX
TO MAX
TO REDU
TO REDU
GA MAX
GA REDU
FCOM:V1-002
Nov 01 / 09
FLIGHT GUIDANCE
Mode Indication and Warning
Chapter 12 Topic 2
Page 10
FCOM:V1-002
Nov 01 /09
FGC Functions
The FGC functions are shown in Figure 3.1 .
Figure 3.1 - FGC Functions
Flight Guidan ce Computer
Flight Director
Can be used from take-off through to decision height
Can be used for go-around.
Three axis Autopilot
Can be used from 350 f1 after take-off through to an
automatic landing.
Can be used for go-around.
Altitude Alerting
Yaw Damper
Reactive Windshear
Windshear detection.
Windshear recovery guidance.
Thrust control
Thrust Modulation Control
Reduces the workload when the thrust levers are
being manually controlled.
Autothrottl e
Can be used from take"off through to landing.
Can be used for a go-around.
FCOM:V1-002
II
Nov 01 / 09
FLIGHT GUIDANCE
FGS Architecture
Chapter 12 Topic 3
Page2
FGS Architecture
Both IRSs .
Both ADCs .
Both L NAVs.
Engage and mode selection is received from the MCP. The FGC sends back data for
display on the MCP.
The thrust rating selection is received from the TRP. The FGC sends back data for display
on the TRP.
The thrust levers make an input to the FADECs. The TMC asks the FADECs to trim the
thrust lever input to achieve the desired engine speed.
The autothrottle drives the thrust levers via one servo and four clutches: one clutch for
each thrust lever. The pilot can always override the autothrottle; the clutches will
disengage when the autothrottle is opposed by a manual input to the thrust levers. The
clutches automatically re-engage when the thrust levers are released.
The yaw damper adds its input to the mechanical summing device at the rudder.
The autopilot normally flies the aircraft through the aileron servo tabs and the elevator
servo tab. The autopilot applies elevator trim through the elevator trim tab servo. FTC and
the pitch trim switch input also control the elevator trim tab servo.
During take-off, go around and an autoland approach, the autopilot also flies the aircraft
through the parallel rudder. The YO is automatically disengaged when the parallel rudder
is engaged.
The parallel rudder makes an input in parallel with the rudder pedals; so the rudder pedals
move.
The YO and AP can be used independently.
The FD sends commands to both EFIS SGs.
The FGC sends mode annunciation signals to the EFIS and to panel annunciators.
The windshear detection and recovery system sends signals to the AP, FD, thrust control
FGS functions and to the EFIS.
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
FGS Architecture
Chapter 12 Topic 3
Page 3
ADC
...
RAD
ALT1
... lo-
IRS 1
I I
ADC2
lo-
RAD
...
r
VHF
NAV2
LNAV 2
LNAV 1 J
... r
.. ,.
... lo-
..
AlT2
IRS 2
VHF
NAV1
,"'
"' TRP
....
...
Thrust
control
MCP
FO
~ ,
Fadecs
""
,
TMC
fir
Wlndshear
detection
and
rt<:overy
Mode
annunciation
El
'
I Servo
FTC
Parallel
rudder
YO
,... ,
,'
Actuator
.. ,....., ..-,
r
Rudder
FCOM:V1-002
...
s
'-
Aileron
servo tab
Rudder
pedals
'
I Servo I
,,
I Servo
A
n
n
u
n
c
I
t
r-
Servo
,, D
..
'
Elevator
Autopilot 1-+o
trim drive
Servo
...
+
...._
Servo
Elevator
trim
Rudder
trim
EFtS
Nov 01 / 09
FLIGHT GUIDANCE
FGS Architecture
Chapter 12 Topic 3
Page4
Each FGC drives the flying controls through four servo motors:
The FGC 1 elevator servo is in the tailplane and drives the left pitch control circuit
at the input to the left elevator servo tab. Thus the left column moves when the AP
makes an input. With the columns connected, the right column and right elevator
servo tab also move.
The FGC 2 elevator servo is in the tailplane and drives the right pitch control circuit
at the input to the right elevator servo tab. Thus the right column moves when the
AP makes an input. With the columns connected, the left column and left elevator
servo tab also move.
The FGC 1 aileron servo is in the left wing and drives the left roll control circuit at
the input to the left aileron servo tab. Thus the left handwheel moves when the AP
makes an input; the left roll spoiler will also operate normally. With the handwheels
connected, the right handwheel and the right aileron servo tab also move; the right
roll spoiler will operate normally.
The FGC 2 aileron servo is in the right wing and drives the right roll control circuit at
the input to the right aileron servo tab. Thus the right handwheel moves when the
AP makes an input; the right roll spoiler will also operate normally. With the
handwheels connected, the left handwheel and the left aileron servo tab also move;
the left roll spoiler will operate normally.
The FGC 1 elevator trim servo is in the tailplane and drives the pitch trim circuit at
the input to the left elevator trim tab. Thus the trim wheels move and the right trim
tab moves when the FGC makes a pitch trim input.
The FGC 2 elevator trim servo is in the tailplane and drives the pitch trim circuit at
the input to the right elevator trim tab. Thus the trim wheels move and the left trim
tab moves when the FGC makes a pitch trim input.
The FGC 1 and 2 parallel rudder servos are in the linkage from the rudder pedals to
the rudder summing mechanism in the tail. Thus the rudder pedals move when the
parallel rudder makes an input.
Each servo motor has a clutch. If two FGCs are fitted, the servo motor clutches for the not
in use FGC are open. When the AP is disengaged:
The in use FGC pitch, roll and rudder clutches are open.
The trim clutch closes when the pitch trim switches are operated or when flap trim
compensation is active; otherwise, the trim clutch is open.
The in use FGC pitch, roll and rudder clutches are closed.
The in use FGC parallel rudder clutch is closed only when the parallel rudder is
engaged.
All the servos can be overpowered by the pilot. The clutches slip when the pilot
overpowers the AP through the column, handwheel, rudder pedals or pitch trim wheels.
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
FGS Architecture
Chapter 12 Topic 3
Page 5
The ailerons.
The rudder.
Each yaw damper actuator is an electric motor driving two linear rams that connect to the
mechanical summing mechanism in the tail. The input is in series with the rudder pedals
and so the rudder pedals do not move when the yaw damper makes an input.
Each yaw damper actuator has a brake. The brake is electrically operated. If electrical
power is lost the brake is applied.
Power Supplies
FGC 1 primary power is from ESS DC; the backup power is from the ESS/BATT
bus.
FGC 2 primary power is from DC 2; the backup power is from the ESS/BATI bus.
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
FGS Architecture
Chapter 12 Topic 3
Page6
Circuit Breakers
The FGS flight deck circuit breakers are on the bottom row of the overhead FLIGHT
CONTROLS circuit breaker panel. They are shown in Figure 3.3.
There are circuit breakers for
i-v1 -12-00084
FCOM:V1 -002
Nov 01 /09
FD Switches
The FGC supplies an FD output for both EFIS symbol generator displays: SG 1 and SG 2.
Two F/D BARS switches on the MCP allow the FD display for each SG to be switched
independently. The left switch is for EFIS SG 1, the right switch is for EFIS SG 2 . The left
switch normally controls the FD bars on the left PFD and the right switch normally controls
the FD bars on the right PFD. Each switch has two positions: ON and OFF. At ON, the
display to the associated indicator is enabled. At OFF, the FD symbol is removed from the
associated display.
FD Symbol
There are two types of FD command bars:
A vertical bar and a horizontal bar, also known as a split cue FD.
Single Cue
The single cue V bar symbol gives a combined pitch and roll command; the associated
aircraft symbol is a wedge shape matching the V bars. To satisfy the FD command, the
aircraft symbol must be flown into the FD V bar.
The V bar symbol is shown in Figure 4.1.
Split Cue
The split cue vertical bar gives a roll command and the horizontal bar gives a pitch
command. To satisfy the roll command, bank must be applied towards the vertical bar.
The command is satisfied when the bar passes through the centre of the aircraft symbol.
To satisfy a pitch command, the aircraft must be pitched towards the horizontal bar. The
command is satisfied when the bar passes through the centre of the horizontal bar of the
aircraft symbol.
The split cue symbol is shown in Figure 4.2.
FD Failure
If the FD fails, the bars are removed from the attitude display and a fail symbol shown.
The fail symbol is FD written in yellow on the left of the attitude display. The symbol is
shown in Figure 4.3. The fail symbol is removed from the display if the on side F/D switch
is selected to OFF.
FCOM:V1-002
Nov 01 / 09
FLIGHT GUIDANCE
FD Displays
Chapter 12 Topic 4
Page 2
FD V bars
Aircraft s ymbol
Command satisfied.
The aircraft is turning towards
the loc:aliser.
The pitch attitude Is Increased
to regain the glideslope.
FCOM:V1 -002
Nov 01 /09
FLIGHT GUIDANCE
FD Displays
Chapter 12 Topic 4
Page3
FD roll bar
Command satisfied.
lhe atrcrafl ts turning towards
the localiser
The pitch attitude is increased
to regain the glideslope.
...., 12.(10082
FCOM:V1-002
Nov 01 / 09
FLIGHT GUIDANCE
FD Displays
Chapter 12 Topic 4
Page 4
FD f ail flag
Split Cue
FD fail flag
l-vH2-000&1
FCOM:V1 -002
Nov 01 /09
Autothrottle
w--- -
MA lights - -
AP emergency
disengage switch
FO switches
~...11200080
FCOM:V1-002
Nov 01 / 09
FLIGHT GUIDANCE
Engagement and Disengagement
Chapter 12 Topic 5
Page2
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
Engagement and Disengagement
Chapter 12 Topic 5
Page3
AP engage bll.rttons
AP emergency
disengage switch
-
-
Wheneve-r the AP tnght annunclat:or is lit, the status annunciator flashes in red.
The AP is disengaged and the FD engaged.
The AP Is disengaged and the FD Is in the pitch sync mode
FCOM:V1-002
i-1 -12.00087
Nov 01 / 09
FLIGHT GUIDANCE
Engagement and Disengagement
Chapter 12 Topic 5
Page4
Autothrottle Engagement
The autothrottle controls and indicators are shown in Figure 5.3.
The autothrottle is engaged with a two position AfT switch on the MCP. The switch
positions are ARM and OFF. The switch is held at ARM by a solenoid. The solenoid
releases the switch to OFF if a fault occurs or if either thrust lever autothrottle disconnect
switch is pressed.
A green light next to the switch illuminates whenever the switch is at ARM.
Setting the switch to ARM in the air arms or engages the autothrottle. The autothrottle
engages as soon as the conditions for engagement are met.
Setting the switch to ARM on the ground, arms the autothrottle. The autothrottle is then
engaged when a TOGA selection is made for take off.
The autothrottle can be disarmed or disengaged by forcing the MCP AfT switch to OFF.
However, the autothrottle is normally disengaged by pressing either of the disengage
buttons on the outboard thrust levers.
There is an autothrottle status field in the top left of the PFD. It displays a white AfT, green
AfT or flashing amber AfT legend. White indicates that the AfT is armed; green indicates
that it is active; flashing amber indicates that it has been disengaged.
There is an amber AfT annunciator on each pilot's set of flight annunciators. Whenever the
AfT annunciator is illuminated, the PFD status annunciator flashes in amber.
If the autothrottle is disconnected by pressing either thrust lever disconnect button, the
PFD AfT legend flashes in amber for 4 seconds and the AfT annunciator illuminates
steadily for 4 seconds.
If the autothrottle is disconnected by moving the AfT switch to OFF, the PFD AfT legend
flashes in amber for one and a half seconds and the AfT annunciator illuminates steadily
for one and a half seconds.
If the autothrottle is disconnected automatically, the PFD AfT legend flashes in amber and
the AfT annunciator illuminates steadily. The AfT legend is removed and the AfT
annunciator extinguishes once the automatic disconnect is acknowledged by pressing
either thrust lever disconnect button.
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
Engagement and Disengagement
Chapter 12 Topic 5
Page 5
Speed selector
FCOM:V1-002
IYl-12-QOO&e
Nov 01 / 09
FLIGHT GUIDANCE
Engagement and Disengagement
Chapter 12 Topic 5
Page6
Yaw Damper
A yaw damper will engage automatically when its master switch is on.
If two FGCs are fitted, both yaw dampers are active. If one fails, the other provides
adequate yaw damping.
The yaw damper(s) are automatically disengaged if the parallel rudder engages. The
parallel rudder then carries out the yaw damping function. The yaw damper(s) are
automatically reengaged when the parallel rudder disengages.
If a yaw damper fails, its white YO fail advisory annunciator illuminates beneath the PEDs;
if only on FGC is fitted, there will be a total loss of yaw damping and the amber YO flight
annunciators will also illuminate.
If two yaw dampers are fitted and they both fail , both white YO fail advisory annunciators
will illuminate; there will be a total loss of yaw damping and the amber YO flight
annunciators will also illuminate.
Total loss of yaw damping is not accompanied by an audio warning.
If only one FGC is fitted and the YO MSTR switch is selected OFF, the yaw damper will be
lost but the amber YO annunciator will not be illuminated.
If two FGCs are fitted and both YO MASTER switches are selected OFF, the yaw damper
will be lost but the amber YO annunciator will not be illuminated.
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
Engagement and Disengagement
Chapter 12 Topic 5
Page 7
Parallel Rudder
The yaw channel of the AP is known as the parallel rudder. It has the authority to cope
with an engine failure. The parallel rudder is only used for take off, go around and autoland
phases of flight. When the parallel rudder is engaged, the YO is automatically disengaged
and the parallel rudder carries out the YD functions.
The parallel rudder is only available when the AP is engaged:
In TRK mode.
OR
Will apply rudder, if necessary, when the FGS enters the ALIGN mode on a
category 3 approach.
Ensure that the slip ball is central, using manual rudder inputs, and the rudder trim is
neutral prior to engagement of the autopilot. Do not trim the rudder again unless the
parallel rudder is disengaged.
If the AP disengages when the parallel rudder is engaged, the aircraft may yaw and roll
until manual rudder is applied.
Selecting a new lateral mode from TRK will disengage the parallel rudder. Guard the
rudder pedals with the feet when changing mode. Manual rudder input and rudder trim
must then be applied if required.
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
Engagement and Disengagement
Chapter 12 Topic 5
Page a
Stall System
The autopilot is automatically disconnected if the stall protection system gives a stick push
signal.
However, the FGS can inhibit the stick push under some conditions.
The FGS can disconnect the autopilot if stick shaker incidence is exceeded under some
conditions.
The FGS inhibits stick push during an increasing performance windshear:
When just the FD is engaged above 350 ft radio altitude, the FGS delays stick push for one
second.
The FGS will disconnect the autopilot when the aircraft is above 150 ft radio altitude if:
FCOM:V1-002
Nov 01 /09
SYNC Button
A SYNC button is on the outboard side of each control wheel. The right SYNC button is
shown in Figure 6.1.
Figure 6.1 - SYNC Button
FD SYNCH
button
Autopilot
disconnect
button
Pitch trim
switches
11 1200089
The SYNC buttons are inoperative when the AP is engaged. The SYNC buttons are only
active when the FD is engaged and the AP is disengaged. The only two modes that
respond to the SYNC button are vertical speed and level change. In level change either
Mach number or lAS are synchronised.
SYNC Indication
When the SYNC facility is used, the AP/ FD status annunciator on the PFD displays a white
FD legend.
Using SYNC
When a SYNC button is pressed, the FD pitch command follows the aircraft symbol and
the mode is continually redatumed. When the button is released, the new datum is
displayed on the MCP and the FD gives commands to the new datum.
FCOM:V1002
Nov 01 / 09
FLIGHT GUIDANCE
Synchronisation Facility
Chapter 12 Topic 6
Page2
FCOM:V1-002
Nov 01 /09
AP and FD Modes
The modes are split into vertical and lateral modes. All modes are common to both the AP
and FD with the exception that there is no FD autoland mode.
The vertical modes are:
Level change - holds the speed selected on the MCP and manoeuvres the aircraft
towards the altitude selected on the MCP.
Vertical speed - holds the vertical speed selected on the MCP and is the basic
vertical mode.
Heading hold - rolls the wings level and then holds heading; heading hold is the
basic lateral mode.
Back localiser- an optional mode that acquires and holds an ILS back course.
Basic Modes
The basic vertical mode of the AP/FD is vertical speed. The basic lateral mode is heading
hold: annunciated as ROLL on the PFD.
The default pitch mode on the ground is take off; the default lateral mode on the ground is
track.
If the AP and FD are disengaged when the aircraft is airborne and then either the AP or the
FD is engaged, the e ngagement modes will be:
Take off and track if the aircraft has been airborne for less than three minutes and
has not climbed above 2 000 ft radio altitude.
FCOM:V1-002
Nov 01 / 09
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page 2
Speed Selector
The speed select controls are shown in Figure 7. 1. The lAS/MACH display shows the
selected lAS or Mach number. The changeover (C/O) button changes the <lisplayed speed
between lAS and Mach number. The speed selector changes the displayed lAS or Mach
number. The speed selector is detented; each detent is worth 1 kt or 0 .01 Mach. One
rotation of the knob changes the lAS by 36 kt or 0.36 Mach.
On power up, the display initialises to 100 kt. The speed can then be set between 80 kt
and VMO in 1 kt steps. When Mach is displayed, the Mach number can be set from
0.50 M to MMO in steps of 0.01 M.
Changeover to Mach number is inhibited if the changeover would result in a Mach number
less than 0.50. Automatic changeover from lAS to Mach occurs on climbing through
FL 245. Automatic changeover from Mach to lAS occurs on descending through FL 235. If
the vertical mode is left in TO for the climb, automatic changeover from lAS to Mach will
not occur.
lAS automatically changes to Mach if MMO is equalled or exceeded for more than one
second. Mach automatically changes to lAS if VMO is equalled or exceeded for more than
one second.
The left most digit of the window displays flags associated with operation outside the
aircraft speed limits. If the airspeed exceeds the maximum for the configuration a flashing
signal consisting of all segments on is displayed. If the airspeed falls below VMIN, a
flashing A is displayed.
Figure 7.1 -Speed Select Controls
lAS/MACH window
Displays
lS
or MACH.
-------------.l
Changeover button
Changes the speed in the lAS/MACH window between lAS and MACH.
1-v 1-12.ooo90
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page3
Take-off Mode
There is no take-off mode selector. Take-off mode is automatically entered on the ground
when either FD switch is selected ON. The AP must not be used below 350ft agl.
The only other time that take ~off mode can be entered is from the AP and FD disengaged
state when the aircraft has been airborne for less than three minutes and is below 2 000 ft;
in this case, take-off mode automatically engages when either the AP or the FD is
engaged.
Whenever TO is engaged, the lateral mode automatically becomes TRK. However, in the
air, the lateral mode can subsequently be changed independently of the vertical mode. TO
mode can remain engaged with a lateral mode other than TRK.
Take off mode holds speed. The TO mode speed holding function is designed on the
assumption that the pilot sets V2 in the MCP selected lAS window.
Changes to the lAS selector knob position are ignored (window value does not change)
from 75 kt until:
After rotation, the FGS holds a speed relative to V2 until a change is made to the MCP
selected lAS.
Before a change is made to the selected speed, the held speed depends on whether an
engine has failed.
Once a change to the selected lAS is made, the speed held will be the selected lAS or
MACH regardless of whether an engine fails.
If an engine does not fail and a change to the selected lAS has not been made, the initial
speed held is V2 + 10 kt.
Engine failure is assumed if the N1 between opposing engines differs by more than 10%.
In this case, if a change to the selected lAS has not been made, the speed held will be:
If the autothrottle is engaged when the FGS vertical mode is take off, the autothrottle will
set the thrust rating selected on the TRP.
FCOM:V1-002
Nov 01/09
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page 4
If the aircraft speed exceeds VMAX or falls below VMIN an automatic change is made from
VS to LVL CHG.
If the VS button is pressed when the vertical mode is VS, nothing happens because VS is
the basic vertical mode.
Figure 7.2 - Verical Speed Mode
lAS/MACH window
If the autothrottile is engaged, it holds lAS or MACH.
FCOM:V1-002
Nov 01/09
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page 5
In a descent, it will go into RETARD mode; the thrust levers will be moved aft for 12
seconds. During the 12 second period, RETARD will be shown in green in the PFD
thrust mode field. At the end of the 12 second period, the thrust mode field will
blank and the AIT green legend will change to white. When the new altitude is
acquired, the AIT legend will change to green and the thrust mode will change to
speed (lAS or MACH).
IASJMACH window
ALTITUDE window
FCOM:V1-002
Nov 01 / 09
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page6
Altitude
The altitude section of the MCP has an altitude selector, a selected altitude display and an
altitude hold mode selector push button. The controls are shown in Figure 7.4.
The selected altitude range is from zero to 50 ooo ft. The selector moves in steps of
100 ft. One complete rotation of the selector changes the altitude by 6 400 ft.
If the altitude reference fails, the display shows four dashes.
The altitude mode has an acquire (ACQ) function and a hold (ALT) function . The hold
mode is normally entered through the acquire mode. When the selector button is pressed,
the acquire mode is entered and then the hold mode is entered.
The pushbutton illuminates ON when either the acquire mode or the hold mode is
engaged.
The selected altitude is always armed. There is no manual arm switch.
The selected altitude is the datum for altitude alerting. Warning of approach to the selected
altitude is given with 1 000 ft to go.
If the selected altitude is the same as the held altitude, altitude hold cannot be left for level
change or vertical speed but can be left for glideslope mode (GS).
When in altitude hold mode, changing the altimeter sub-scale has no effect on the held
altitude.
If the selected altitude is the same as the actual aircraft altitude and the AP and the FD are
disengaged, then, when the AP or FD is engaged, the active mode transitions rapidly from
VS to ALT hold.
Leaving altitude hold by pressing the AL T mode selector button changes the mode to VS
provided the held altitude differs from the selected altitude.
If the autothrottle is engaged when the AP/ FD is in ALT mode or ACQ mode, the
autothrottle controls to the MCP selected lAS or MACH.
Glideslope
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page 7
Selected altitude - - - - ,
It 1s always armed.
IASTMACH window ~
If the autothrottle is eng
. aged.
Altitude $elector
Changes the altitude in
the ALTITUDE wmdow
..v1-12000D3
Go-around
Go-around mode can be selected when the aircraft is below 2
pressing either TOGA button.
ooo ft
radio altitude by
In go-around mode, the FGS commands a pitch attitude to hold the greater of VseL and
VM1N; however the speed will not be allowed to exceed VMAx The active vertical mode is
annunciated as GA :and the active lateral mode becomes TRK. However, the lateral mode
can subsequently be changed independently of the vertical mode. GA mode can remain
engaged with a lateral mode other than TRK.
FCOM:V1-002
Nov 01 / 09
Chapter 12 Topic 7
Page8
FLIGHT GUIDANCE
AP and FD Modes
Heading Modes
There are two heading modes: heading hold and heading select. Heading hold is the basic
lateral mode and is annunciated as ROLL on the PFDs; heading select is annunciated as
HOG. The MCP heading hold controls are shown in Figure 7.5.
When heading hold is engaged, the FGS just rolls the wings level and then holds heading;
the FGS does not respond to the heading selector.
Heading select is engaged if the HOG button is pressed; the button illuminates ON when
HOG is engaged. The aircraft will take up the heading on the HEADING display.
The selected heading is changed by the heading selector. Once HOG is engaged, the
aircraft will turn in the direction that the selector is moved; not the shortest way to the bug.
Thus changes of heading greater than 180 o can be made with just one change of the
selector.
The heading selector is detented; each detent is worth one degree. One rotation of the
knob changes the heading by 36 .
The heading selector is the inner of a pair of rotary concentric controls. The outer control
is a bank angle limiter; it can be set from 10 to 30 in 5o steps. At 30, the FGS limits to a
nominal 28 . The bank angle limiter is operational i n just the HOG and VOR modes. The
TRK, L NAY and localiser modes have computed bank angle limits.
If the HOG button is pressed with HOG engaged, the FGS lateral mode becomes heading
hold.
Figure 7.5 - Heading Hold Mode
Heading window
The AP/FD holds the heading
in the HEADING window.
LNAV
-.=
-~-
VNAV
VOR LOC
-~-
=
30~~
1~__,
Jt.;o
HOG SEL
MLS
APP
ON
Heading selector
Inner knob - - - - - - - - - - - - '
Selects the heading.
The aircraft will turn in the direction
that the control is moved.
HEADING
FCOM:V1 -002
Nov 01 /09
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page9
Track Mode
Track (TRK) mode is the lateral mode 1hat always goes with TO and GA on init ial
engagement. If take-off is engaged for the take-off ground roll, the track held will be that
existing at 80 kt.
If TRK is engaged in the air, the track held is the track existing at engagement.
L NAV Mode
L NAV mode is engaged by pressing the L NAV button. If L NAVis selected, the L NAV
associated with the illuminated MA lamp is engaged and the button illuminates ON. If the L
NA V button is pressed with the mode engaged, the FGS transitions to heading hold.
The L NAV MCP indications are shown in Figure 7.6 .
Figure 7.6- L NAV Mode
The MA. lights
lndteate which L NAV Is bemg used
FCOM:V1-002
Nov 01 / 09
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page 10
FCOM:V1 -002
Nov 01 /09
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page 11
Approach Mode
The APP button arms both the localiser and the glideslope. The VOR LOC button also
arms the localiser. However, the APP button is the only control for arming the glideslope.
The APP MCP indications are shown in Figure 7 .8 .
The system does not inhibit glideslope capture before localiser capture. It is recommended
that the localiser mode is armed using the VOR LOC button and that the APP button is not
pressed until localiser capture has been achieved.
The ON light in the APP selector illuminates and the ON light in the VOR LOC selector is
out when approach mode is armed or engaged.
Once below 1 500 tt RA with both LOC and GS engaged, pressing the APP button has no
effect; APP can only be left by disengaging the AP and the FD or by selecting GA.
If both ILSs are tuned to the same frequency and the same course is set for ILS 1 and ILS
2 , then both ILSs w ill be used by the FGC when both the localiser and the glide slope is
captured. When the FGC is using both ILSs:
The vertical and lateral modes are annunciated as GS* and LOC* respectively on
the PFDs.
Both MA lights illuminate.
. . . . . - - - - - - - - - The MA.IIghts
Indicate which V HF NAVis being used
FCOM:V1-002
Nov 01 / 09
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page 12
Auto land
The autopilot provides automatic approach and landing control. This function engages
automatically when the following requirements are met for ten seconds:
The flare mode is armed. The armed vertical mode is shown as FLR on the PFDs.
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page 13
Steep Approach
An optional steep approach facility is available. If the facility is fitted, there is a stee p
approach switch light on the right instrument panel. The switch has two annunciators: a
green S.APP annunciator and a white S.APP annunciator. The switch is shown in Figure
7 .9 .
Figure 7.9 - Steep Approach Switch
Steep approach
disarmed
Steep approach
armed
Steep approach
active
iV11200098
The steep approach switch-light is used to select the system. The white S.APP
annunciator indicates that the steep approach function is armed. When the function
becomes active, the white S.APP annunciator extinguishes and the green S.APP
annunciator illuminates. When the green S.APP annunciator is illuminated:
The steep approach function becomes active once the following conditions are all met:
If the any one of the above conditions ceases to be met, the green annunciator w ill
extinguish, the white annunciator will illuminate, the GPWS mode 1 boundaries will return
to their normal values and the inhibition on CAT 2 and CAT 3 approaches is removed.
FCOM:V1-002
Nov 01 / 09
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page 14
FCOM:V1-002
Nov 01 /09
General
The AP trims the aircraft in pitch with an electric servomotor. This motor can also be
operated by electric trim switches on the outboard side of each control column. The FGC
also uses the motor to provide flap trim compensation (FTC).
The control column switches are shown in Figure 8.1.
Figure 8.1 - Right Column Trim Switches
FDSYNCH
button
Autopilot
disconnect
button
Pitch trim
switches
The whole of the normal elevator trim circuit, including both trim wheels, is driven by the
elevator trim servomotor.
If the left pair of pitch trim switches is operated in the opposite direct ion to the right pai r,
there is no pitch trim command from the s\vitches.
On most aircraft, the AP will disconnect if the pitch trim switches are operated with the AP
engaged. On the remaining aircraft, operation of the pitch trim switches has no effect when
the AP is engaged.
FCOM:Vl-002
Nov 01 / 09
FLIGHT GUIDANCE
Pitch Trim
Chapter 12 Topic 8
Page 2
Flight Annunciators
An EL TRIM amber annunciator and an FTC amber annunciator are on both pilot's flight
annunciator panels. They are shown in Figure 8.2.
Figure 8.2 - Flight Ann unciators
Left flight annunciators
i-v1-12-00099
Failures
A fail ure of the electric trim is indicated by the EL TRIM flight annunciator. However
whenever the electric trim fails, the FTC fails. If the EL TRIM annunciator illuminates, the
FTC annunciator will illuminate.
If the FTC fails independently of the electric trim, just the FTC flight annunciator illuminates.
Any failure that causes the EL TRIM annunciator to illuminate disconnects the AP.
Pitch Trim Above VMo or MMo
Nose down electric trim is not available if the aircraft exceeds VMo/MMo
Pitch Trim During Autoland Approac hes
During autoland approaches below 600 ft RA, the AP sets a nose up trim bias to enhance
recovery if the AP disconnects.
Flap Trim Compensation
The FTC function provides trim inputs to compensate for the trim change when flaps move
from zero to 18 or from 18 to zero. The function operates regardless of the engagement
status of the AP or FDs.
FTC is inhibited on the ground.
The control wheel pitch trim switches override FTC trim commands.
FCOM:V1-002
Nov 01 /09
General
The altitude alerting system is based upon the altitude selector on the MCP. The selector
is shown in Figure 9.1 .
The alerting system does not depend on the AP or FD being engaged.
A visual and audio warning is given when the aircraft approaches the selected altitude or
on departure from the selected altitude.
The warning on departure from the selected altitude can be cancelled by:
OR
Returning to within 300 feet of the selected altitude.
ISO DO
Al titude selector - Changes lhe altitude in
the ALTITUDE wtndow
Selected altitude
It is always armed.
It is the datum for altitude
hold and altitude alerting.
iYl 12001 00
The left altimeter sub scale setting when the left MA light is illuminated.
The right altimeter subscale setting when the right MA light is illuminated.
The left altimeter sub scale setting when neit her the AP nor the FD is engaged.
FCOM:V1002
Nov 01 / 09
FLIGHT GUIDANCE
Altitude Alerting
Chapter 12 Topic 9
Page 2
The visual warning is an amber ALT annunciator on each main altimeter. The annunciator
is shown in Figure 9.2.
Figure 9.2- Visual Warning
i-vl -1 2-00101
Inhibit
FCOM:V1 -002
Nov 01 /09
FLIGHT GUIDANCE
Altitude Alerting
Chapter 12 Topic 9
Page3
Alerting Sequence
The visual warning will come on steadily at 1 000 feet before the selected altitude.
The audio warning will sound for 2 seconds at 1 000 feet before the selected
altitude.
At 300ft before the selected altitude, the visual warning will extinguish.
The warning of departure, from the 300 to 1 ooo ft band by reversal of vertical rate, will be
given until the aircraft re-crosses the 1 000 ft point, or a new altitude is selected; on
re-crossing the 1 000 ft point, the visual warning will become steady; at 300 ft to go, it will
extinguish. The sequence is shown in Figure 9.4.
Providing the aircraft remains within 300ft of the selected altitude, no alerting will be given.
If the aircraft departs by more than 300 ft from the selected altitude:
The departure warning will be given until either the error reduces below 300 ft or a new
altitude is selected. The sequence is shown in Figure 9.3.
If the aircraft departs by more than 1 000 ft from the set altitude, the visual warning will
flash until the aircraft comes within 1 000 ft of the set altitude. The visual warning will then
be given steadily; the warning will extinguish at 300 ft from the set altitude. The sequence
is shown in Figure 9.5.
Test
The altitude alert system is tested by the ANNUNCIATORS TEST button on the left flight
instrument panel.
FCOM:V1-002
Nov 01 /09
Chapter 12 Topic 9
Page 4
FLIGHT GUIDANCE
Altitude Alerting
Figure 9.3 - Level off Followed by Deviation between 300 and 1 000 ft
Audio warning
No visual warning
Normal approach
from above
1 000 ft
Deviation above
,
,,
,#'--.. ,..."'
, ,'
','
''
300ft
300ft
1 000 ft
Deviation below
Normal approach
from below
FCOM:V1 -002
Nov 01 /09
FLIGHT GUIDANCE
Altitude Alerting
Chapter 12 Topic 9
Page 5
Figure 9.4 - Level off Followed by Deviation between 300 and 1 000 ft
Audio warning
Nlo visual warning
Approach from above with departure above 1 000 ft before 300 fl achieved.
1 000 ft
300ft
300ft
1 000 ft
Approach from below with departure below 1 000 ft before 300ft achieved.
l-v1-12-001 0 3
FCOM:V1-002
Nov 01/09
FLIGHT GUIDANCE
Altitude Alerting
Chapter 12 Topic 9
Page6
Figure 9.5 - Level off Followed by Deviation between 300 and 1 000 ft
Audio warning
No visual warning
Deviation above
-i
1 000 ft
300ft
. '.
,
'.........
1 000 ft
',
..
',
- ~-------=
--------::::~.....------
Deviation below
FCOM:V1 -002
1-v1 -12-00104
Nov 01 /09
CAT 3
AUTO
LAND
CAT2
i-v1-1200105
FCOM:V1002
Nov 01 / 09
FLIGHT GUIDANCE
Category 2 and 3
Chapter 12 Topic 10
Page 2
If the conditions are not acceptable for a category 3 approach but are for a category 2
approach, then category 2 status will be annunciated. If category 2 status is annunciated,
the autoland flare will not be armed. A manual landing must be made.
If category 2 status is annunciated, the status will change to category 3 if the FGC
subsequently finds that the configuration is acceptable for a category 3 app roach by 600 ft
radio attitude.
If category 3 status has not been achieved by 900 ft radio altitude with the AP engaged,
the NO AUTO LAND status annunciator will illuminate. It extinguishes when go around is
selected, the AP is disengaged or CAT 3 status is achieved.
The status annunciators are to the left of each PFD. They are shown in Figure 10.2.
Figure 10.2 - Status Annunciators
Left FGC status
annunciators
i-v1-12-00106
FCOM:V1-002
Nov 01/09
Chapter 12 Topic 10
Page3
FLIGHT GUIDANCE
Category 2 and 3
Glareshield Annunciators
There are two FGS autoland annunciators on each side of the glareshield: FLARE and
AUTO LAND FAIL. The annunciators are shown in Figure 10.3.
The FLARE annunciator indicates that the AP has entered the flare mode of pitch control
during an automatic landing.
The AUTO LAND FAIL annunciator indicates that a failure has occurred that needs
immediate action during an automatic landing. The annunciator extinguishes when either
the AP disengage button is pressed or when a TOGA button is pressed. The AP will
disengage automatically two seconds after the annunciator illuminates if a TOGA button is
not pressed.
Figure 10_3 - Glareshield Annunciators
Left glareshield annunciators
i-v 1-12-00107
i-v1-12-00108
FCOM:V1-002
Nov 01 / 09
FLIGHT GUIDANCE
Category 2 and 3
Chapter 12 Topic 10
Page4
Transfer to category 3 status occurs approximately 1o seconds after the aircraft descends
below 1 500ft radio altitude provided:
The AP is engaged .
After category 3 status has been achieved, to maintain category 3 status the following
conditions must be met:
AP engaged .
Flaps 24 o or greater .
If the conditions to maintain category 3 status are lost. the green category 3 status
annunciators extinguish and the flare mode is lost.
If category 3 status is lost because both ILSs fail , both radio altimeters fail or there is an
excessive ILS deviation, then the AUTO LAND FAIL annunciator will illuminate and two
seconds later the AP will automatically disconnect if GA is not selected.
If category 3 status is lost because one IRS is lost, flaps are less than 24 o or both ADCs
are lost, the AP will disconnect immediately and the AUTO LAND FAIL annunciator will not
illuminate.
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
Category 2 and 3
Chapter 12 Topic 10
Page 5
Transfer to category 2 status occurs approximately 1o seconds after the aircraft descends
below 1 500 ft radio altitude if category 3 status cannot be met provided.
The AP is engaged.
If any of the above conditions are lost, category 2 status will be lost. The CAT 2 green
annunciators will extinguish.
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
Category 2 and 3
Chapter 12 Topic 10
Page6
Once category 2 or category 3 status has been achieved, the excessive localiser and
glideslope deviation function is armed. The glideslope excessive deviation warning is
inhibited below 100 ft radio altitude. The localiser excessive deviation warning is inhibited
below 35 ft radio altitude. The warnings are shown in Figure 10.5.
Excessive localiser deviation is indicated on the PFD, Compact PFD and ND lateral
deviation indicators. Excessive localiser deviation is indicated on the PFD deviation
indicators by the pointer changing colour to yellow and flashing. Excessive localiser
deviation is indicated on the Compact PFD and ND deviation indicators by the beam bar
changing colour to yellow and flashing. The localiser excessive deviation threshold is 0.26
dots left or right.
Excessive glideslope deviation is indicated on the PFD, Compact PFD and ND glide slope
deviation indicator. The excessive glideslope deviation indication is given by the pointer
changing colour to yellow and flashing. The glideslope excessive deviation warning
threshold is 0.86 dots high or low.
Excessive deviation warnings remain as long the associated threshold is exceeded.
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
Category 2 and 3
Chapter 12 Topic 10
Page 7
,,1\t1 ,,,,
: :~ fI, t
010
' ,,\
.~
'~)
~
--,.._....
~
~
9\
/Il l (!
. ~\ :-_.r
FCOM:V1-002
--
<.D"::
--
~::-
......
c, , ....
... '
\\'
,,,/Jit\1\\
IS'"
~
or o
-:--""/~
~
,-
'' ~
.-
" I ' -
J It/ /
....._o
.::.,
b
c
0
'
H/112.00109
Nov 01 / 09
FLIGHT GUIDANCE
Category 2 and 3
Chapter 12 Topic 10
Pages
ILS Co mparator
The EFIS has a display comparator system. Two of the parameters compared are the
glideslope and localiser displays. Miscompare attention getting is from amber CMPRTR
MSTR flight annunciators. The CMPRTR MSTR annunciators are shown in Figure 10.6.
The EFIS indications are shown in Figure 10.7.
Figure 10.6 - Comparator Master Flight Annunciators
Left flight annunciators
i-v1-12-0011 0
The localiser and glideslope comparators are enabled once category 2 or category 3 status
is achieved. The GS comparator warning is inhibited below 75ft radio altitude.
If the SG 1 and SG 2 displayed values of localiser deviation disagree by more than the
localiser miscompare threshold, the LOC comparator warning is given. The localiser
miscompare threshold is 0.4 dots plus 0.25 times the average of the SG 1 and SG 2
localiser deviations.
If the SG 1 and SG 2 displayed values of glideslope deviation disagree by more than the
glideslope miscompare threshold, the GS comparator warning is given. The glideslope
miscompare threshold is 0.53 dots plus 0.25 times the average of the SG 1 and SG 2
glideslope deviations.
The GS and LOC comparator warnings are displayed on the PFO, Compact PFO and NO.
A LOC comparator warning will only be given on the NO if both NOs have been set to
display localiser deviation and the miscompare threshold is exceeded. A GS comparator
warning will only be given on the NO if both NOs have been set to display glideslope
deviation and the miscompare threshold is exceeded.
Whenever a comparator warning is given on an EFIS display, the associated symbol
generator illuminates a CMPRTR MSTR annunciator on the flight annunciator panels. The
CMPRTR MSTR annunciator flashes for the first five seconds and then illuminates steadily.
If an SG detects that its comparator has failed, a yellow CMPRTR legend is displayed at
the bottom of the associat ed PFO and the associated CMPRTR MSTR annunciator
illuminates. The CMPRTR MSTR annunciator flashes for the first five seconds and then
illuminates steadily.
The comparator is fully described in the FCOM, Volume 1, Chapter 19, Navigation.
FCOM:V1 -002
Nov 01 /09
Chapter 12 Topic 10
Page9
FLIGHT GUIDANCE
Category 2 and 3
Figure 10_7- EFIS Comparator Warnings
Comparator failure
warning
Loeallser comparator
warning
[:
'/:
C 10 .
fl
''" ,,,,
t
....: :.' .,.,
,.
_...,
-----:.-,a I ,::..;:
...
, ,,''
LOC
._
'~-
,_
-r-~
..../~
<:!
't'
/ "/"I t~
~~~
<$)-::
~
~
c," , ,
... Gs
c_;
\ ,,' ,
,,,,,it\1\\
I
(, :: f
FCOM:V1-002
'-
J ;,/,/
6'//
-o
Glldaslope comparator
warning
IV1 1:Z.00t11
Nov 01 / 09
FLIGHT GUIDANCE
Category 2 and 3
Chapter 12 Topic 10
Page 10
FCOM:V1-002
Nov 01 /09
General
The FGS has a windshear detection and recovery function. The function is not enabled on
some aircraft. If the function is not enabled, an inoperative label is placed close to the
windshear annunciators.
The FGC uses aircraft sensors to detect windshear. The FGC gives alerts on the flight
deck for increasing performance windshear and decreasing performance windshear.
Recovery guidance is given for both increasing performance and decreasing performance
windshears.
Detection and guidance are:
Disarmed on climbing through 2 000 ft radio altitude. However, if the function has
detected windshear below 2 000 It, it will continue to give guidance above 2 000 It
until safe conditions are established.
The FGS windshear function does not provide windshear warnings or cautions on the
runway.
Two WINDSHR annunciators are to the left of each pilot's PFD. One annunciator is a
black legend on an amber background. The other is a black legend on a red background.
A white WINDSHEAR INOP annunciator is on the CSP. The flight deck annunciations are
shown in Figure 11 .1 .
Figure 11.1 - Flight Deck Indication
Annunciators to the
left of each PFD.
Inoperative annunciator
on the CSP.
WINDSHR
INOP
i-v1-12-001 12
Alerting
If an increasing performance windshear is detected, the amber annunciator illuminates. On
detection of a decreasing performance windshear, the red annunciator illuminates and an
audio warning is given. The audio warning is three calls of "Windshear".
Windshear detection is desensitised at bank angles greater than 10 or roll rates greater
than 3 per second. In a potential or actual windshear encounter, level the wings while
completing the recovery drill until a safe alt itude is achieved with a sustained positive rate
of climb.
It must always be borne in mind that a caution (increasing performance windshear will
probably serve as a precursor to a warning (decreasing performance windshear). The
alerts provide a confirmation of the pilot's judgement in detecting windshear conditions.
FCOM:V1-002
Nov 01 / 09
FLIGHT GUIDANCE
Wind shear
Chapter 12 Topic 11
Page 2
Windshear is detected.
On a normal flight, the PLI is displayed three seconds after take-off and is removed from
the display on passing 2 000 ft radio altitude. It is r-edisplayed on descent through 2 000 ft
radio altitude and is removed on touchdown.
Figure 11.2 - Pitch Limit Indicator
PLI
Margin to
stick shaker.
FCOM:V1 -002
Nov 01 /09
Chapter 12 Topic 11
Page3
FLIGHT GUIDANCE
Windshear
The FGS has a target flightpath angle (FPA) and a target angle of attack. The
target FPA depends on radio altitude; the target is 3 ., below 100 ft and decreases to
1., above 500 ft.
There is a limit on target angle of attack (AOA); the limit depends on radio altitude;
at altitudes above 500 ft, the target AOA is less than the stick shaker angle of
attack minus 5 <>; the target increases to between 1 and 2 below the stick shaker
The FD guidance will not exceed the displayed margin to stick shaker angle of
attack (PLI).
During a decreasing performance wi ndshear, the stick push is inhibited; except that,
above 350ft with the AP disengaged (FD only operation), the stick push is just
delayed for one second rather than inhibited.
~ ____.--
~"-'tcta\\
a'~-'s
Flightpath
Horizon _ _ _ _
L..__
iV1 12 00114
FCOM:V1-002
Nov 01 / 09
FLIGHT GUIDANCE
Wind shear
Chapter 12 Topic 11
Page4
The take-off windshear guidance mode provides FD guidance below 350ft RA and AP
guidance and autothrottle control after climbing through 350ft radio altitude. The take-off
windshear mode is engaged if windshear is detected and:
OR
TO mode is enabled (below 2 000 ft after take-off and airborne for three minutes or
less). This is a window where take-off mode can be engaged.
If the take-off windshear mode is engaged, the thrust mode becomes WS MAX, the pitch
mode becomes TOWS and the lateral mode becomes TRK. In a decreasing performance
windshear, the bank angle is limited to 5. If the autothrottle is engaged and the radio
altitude is above 350ft, the autothrottle will advance the thrust levers to the WS MAX
rating.
If the FD bars are off when TOWS engages, they are automatically presented.
WS MAX is annunciated in magenta in the thrust mode field of the PFD. TOWS is
annunciated in magenta in the active vertical mode field of the PFD. TRK is annunciated in
green in the active lateral mode field of the PFD. If the autothrottle is active, NT is
annunciated in green in the PFD autothrottle status field.
If the TO mode is enabled but the FD and AP are disengaged, the FD will automatically
engage in TOWS and TRK. The pilot must then satisfy the FD command. Subsequently,
the AP may be engaged.
If the TO mode is enabled and the FD or AP is engaged but the vertical mode is not TO,
the mode will automatically change to TOWS when windshear is detected. The pilot must
satisfy the FD command if the AP is not engaged. If the AP is not engaged, it may
subsequently be engaged.
If the TRP is on but the AfT is disengaged, the thrust mode will become WS MAX when
TOWS is engaged. The pilot must move the thrust levers as necessary to achieve the WS
MAX rating. Subsequently, the AfT can be engaged.
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
Windshear
Chapter 12 Topic 11
Page 5
The go-around windshear guidance mode provides FD guidance and, if engaged, AP and
autothrottle control. The go-around windshear mode engages if windshear is detected and
any one of the following conditions is satisfied:
The FD and the AP are disengaged, GA mode is enabled and either TOGA button
is pressed or at least three thrust levers are moved well forward.
GA mode is enabled when the aircraft is below 2 ooo ft and TO mode is not enabled. GA
mode is enabled when the aircraft descends below 2 000 ft radio altitude or, after take off,
when the aircraft has been airborne for more than three minutes but has not climbed above
2 000 ft radio altitude.
If the go-around windshear mode is engaged, the thrust mode becomes WS MAX, the
pitch mode becomes GAWS and the lateral mode becomes TRK. In a decreasing
performance windshear, the bank angle is limited to 5 . If the autothrottle is engaged, the
autothrottle will advance the thrust levers to theWS MAX rating.
If the FD bars are off when GAWS engages, they are automatically presented.
WS MAX is annunciated in magenta in the thrust mode field of the PFD. GAWS is
annunciated in magenta in the active vertical mode field of the PFD. TRK is annunciated in
green in the active lateral mode field of the PFD.
On the approach with the AP or FD engaged, GAWS will not automatically engage when
FCOM:V1-002
Nov 01 /09
FLIGHT GUIDANCE
Winds hear
Chapter 12 Topic 11
Page6
The pitch and roll modes will automatically revert to the normal take off or go
around mode as appropriate.
If the FD switches are OFF, the FD bars will bias out of view.
Selecting a valid pitch mode will terminate the pitch WS mode and set the thrust
rating to TOGA MAX; the roll mode will remain track with the bank angle limited to
10.
A new roll mode can be selected during an increasing performance windshear, but
this will not affect the pitch mode; it will remain TOWS or GAWS.
FCOM:V1-002
Nov 01 /09
Topic 1 - Overview
1
1
1
1
3
3
3
1
1
3
5
5
7
7
FCOM:V1-002
Nov 01/09
4
6
8
10
1o
12
12
14
14
16
FUEL SYSTEM
Contents
Chapter 13 TOC
Page2
Topic 5- Venting
General.........................................................................................................................
Wing Tank Main Compartment Venting........................................................................
Centre Tank Venting ...................... .......................................... .....................................
Surge Tank........................................................................................ ......... ...................
Refuelling Failure ... .. ..... ... ... ... ... . .. .. ...... ... .. ........ ... ......... .. ...... ..... ... ... . .... .. .... ...... ..... ...... .
1
3
3
3
3
Overview.......................................................................................................................
Contents Unit ..................................................................................... ...........................
Fuel Processor Units .....................................................................................................
Fuel Low Level Warnings..............................................................................................
Fuel Temperature Indication.........................................................................................
Tank Usable Capacity...................................................................................................
Feed Tank Capacity.......................................................................... ............................
Magnetic Level Indicators - General.............................................................................
Principle of the MLI ............................................................................ ...........................
Attitude Indicator................................................................................ ...........................
MLI Calibration Charts ..................................................................................................
MLI Example.............................................................................................. ...................
1
3
5
7
7
9
9
11
13
15
17
17
Topic 7 - Refuel
General.........................................................................................................................
Pressure Refuelling and Defuelling Overview...............................................................
Tank High Level Sensors..............................................................................................
Refuel Station.................................................................................... ......... ...................
Refuel Valves................................................................................................................
Refuel Control Panel Layout.........................................................................................
Fuel Quantity Indicator....................................................................... ...........................
Tank Full Lamp.............................................................................................................
Refuel Valve Position Indicator.....................................................................................
Refuel Valve Switch ....... .. .... .. .... .......... ............ ... ..... .. ..... ...... ... .. .... .. . .... .. .... ...... ..... ...... .
Master Switch................................................................................................................
Preselector ....................... ........ .. ... . ..... . ..... ...... .... ...... ............... .. ... .. .. .... .. ... ...... . .... ...... ..
Automatic Refuelling ..... ... ... ... .... ..... ..... ..... .... ... .... .. .. .. ..... ...... ... .. ...... . .... .. .... ...... ..... ...... .
Override Refuelling ............................................................................ ......... ..................
Auxiliary Tank Refuelling...............................................................................................
Drain and Surge Valves................................................................................................
Drain Valve....................................................................................................................
Refuel Selected Annunciator.........................................................................................
Offload Valve.................................................................................................................
Gravity Refuell ing..........................................................................................................
FCOM:V1-002
Nov 01 /09
1
1
1
3
5
5
5
5
5
5
6
6
7
7
8
9
9
9
11
13
FUEL SYSTEM
Contents
Chapter 13 TOC
Page3
1
1
General.........................................................................................................................
Using the Refuel System...............................................................................................
Using the Centre Tank Transfer System................................ ............................... ........
1
1
3
General ........................................................................................................................ .
Feed Tanks.................................................................. ......... ........................................
Auxiliary Tanks.................................. .................................... ............................... .........
Centre Tank Transfer ....................................................................................................
Refuel Selected.............................................................................................................
Feed Valves..................................................................................................................
Fuel Temperature..........................................................................................................
Standby Pumps .............................................................................................................
In ner and Outer Pumps.................................................................................................
Master Warning System............................................... .................................................
Fuel Quantity Indicators ...... ........... ....... ...... . .. .... ... ..... .. ... ...... ..... ...... ..... ...... ...... ... .. ... ... .
Fuel Quantity Button.................................................... .......... .......................................
Circuit Breakers.............................................................................................................
FCOM:V1 -002
Nov 01 /09
1
1
1
3
3
3
3
3
4
5
5
7
Function
The fuel system stores fuel and supplies it to the engines and the APU. An overview
schematic is shown in Figure 1.1 .
Tanks
Fuel is carried in three main tanks: the left wing tank, the centre tank and the right wing
tank. Two optional auxiliary tanks may be fitted on the top of the fuselage behind the
centre tank. The auxiliary tanks are also called pannier tanks.
Each wing tank is divided into four sections: a main compartment, an inner feed tank, an
outer feed tank and a surge tank.
The centre tank fuel is transferred equally to the left and right wing main compartments.
The wing compartment fuel is transferred to the feed tanks.
If auxiliary tanks are fitted, the left auxiliary tank fuel is transferred to the left wing main
compartment and the right auxiliary tank fuel is transferred to the right wing main
compartment.
Pumps and Feed Valves
Each feed tank contains an electrically driven fuel pump. In normal operation, the inner
feed tank pump feeds the inner engine and the outer pump feeds the outer engine.
Each wing has an electrically operated common feed valve. The valve links the feed lines
to the inner and outer engines downstream from the pumps. With the common feed open,
either pump can feed both engines on that wing.
An electrically operated cross-feed valve interconnects the feed systems in both wings.
This allows fuel in one wing t<> be cross fed to the engines on the other wing.
The APU is normally fed from the left inner pump, but it can be fed from by any pump if
suitable selections of the cross and common feed valves are made.
Low Pressure Valves
Each engine can be isolated from the fuel system by an associated low pressure valve.
The valve is mechanically operated by the engine's fire handle.
The APU is isolated from the fuel system by an electrically operated low pressure valve.
The valve is signalled by the APU START/STOP switch.
Fuel Quantity
Fuel quantit y indicators for both wing tanks and the centre tank are beneath the engine
instruments on the centre instrument panel. Each wing tank quantity indicator includes the
quantity of the associated two feed tanks.
If auxiliary tanks are fitted, the left wing tank quantity indicator includes the left auxiliary
tank contents and the right wing tank quantity indicator includes the quantity of the right
auxiliary tank.
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Overview
Chapter 13 Topic 1
Page 2
Outer
feed
tank
Inner
feed
tank
Main wing
compartment
-+ Fuel transfer
Surge tanks:
> Provide inward and outward
venting
l-'- Collect fuel and return it to the
main tanks
Optional
auxiliary tanks
Cross feed
valve
Right common
feed valve
Left common
feed valve
Engine
LP valves
To engine 2
APU LP
valve
APU LP valve
controlled by
START/STOP
switch
To engine 3
To engine 4
Engine LP valve controlled by
associated fire handle
To engine 1
FCOM:V1-002
Engine
LP valves
Nov 01 / 09
FUEL SYSTEM
Overview
Chapter 13 Topic 1
Page3
Fuel Panel
The fuel pump and feed valve controls and indicators are on the overhead FUEL panel.
The panel also contains four feed tank quantity indicators and a fuel temperature indicator.
Refuel
The tanks are normally pressure refuelled from a refuel/defuel station on the right wing.
There are three gravity refuelling points: one over the left wing, one over the centre tank
and one over the right wing. The auxiliary tanks cannot be gravity refuelled.
Surge Tanks
Each surge tank is vented to atmosphere by a NACA duct on the under surface of the
wing. Each wing tank vents to its surge tank. The centre tank vents to the left surge tank.
If auxiliary tanks are fitted, they vent to their respective wing tanks and thus to the
associated surge tank.
The surge tanks collect excess fuel, due to thermal expansion, surge or excess filling. The
fuel is returned to the main tanks in flight.
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Overview
Chapter 13 Topic 1
Page4
FCOM:V1-002
Nov 01/09
Gener al
The various aspects of the fuel feed system are shown in Figure 2.1 , Figure 2.2, Figure 2.3
and Figure 2.4. The feed system is summarised in Figure 2.5.
The fuel feed system runs from the feed tanks to the engines and APU. The feed system
includes:
Lett and right common feed valves to allow either pump on a wing to feed both
engines on that wing.
The cross teed valve to allow fuel on one wing to be fed to the engines on the other
wing.
Not in position selected (NIPS) annunciators for the cross feed and common feed
valves.
LP valves to isolate fuel from the engines and APU.
Fuel low pressure annunciators to indicate that pressure is low at the inlet to the
engine and APU fuel systems. The engine low pressure annunciators are on the
CWP; the APU low pressure annunciator is on the flight deck APU panel.
If the pump electrical motor becomes too hot, thermal fuses operate to electrically isolate
the pump.
FCOM:Vt-002
Nov 01/09
FUEL SYSTEM
Feed System
Chapter 13 Topic 2
Page 2
II
1 p~::~~e
G Pump
AC BUS 1
L OliTER
~ NRV
Motor
AC BUS 2
IL I NNER
R IMNER
R OUTER
OH
OH
Pipes inside
the tanks
LP valves
R~ght common
feed valve
LPvalves
Pipes outside
the ta11ks
Pipes outside
the tanks
A pump LO PRESS annunciator indicates that the assOCiated pump pressu re is low with
the pump switched on
AC BUS 1 powers a pump on either s ide <Clnd A C BUS 2 powers a pump on either s ide.
So if one main ac bus bar is lost:
,.
,.
Opening the left common feed allows the running pump on the left Wlng to supply both
left wing engines and the APU.
Opening the right common feed allows t he running pump on the right wing to supply
both right wing engines.
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Feed System
Chapter 13 Topic 2
Page3
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Feed System
Chapter 13 Topic 2
Page 4
XFE
VAL'.-
Cross
feed valve
SHUT
OPEN
NRV
SHUT
SHUT
OP~
G Pump
cJ
LP valves
LP valves
Pipes outside
ttle tanks
Pipes ourtside
the tanks
The FUEL FEED OPEN caption is on the CSP. The caplron indicates thai any one of
the three feed valves is open
Each common feed valve is operated by an electric motor powered by essential de.
If electrical power to the valve is lost, It remains in lis p()siUon at the time ()(loss ()f power.
The cross feed valVe is operated by either of two eledne motors: one powered by de
bus 2 and the other by emergency de. Either motor can operate the valve satisfactonly.
If power is lost to both motors, the valve remains in rts posrbon at the bme of loss of power.
,, 13-00047
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Feed System
Chapter 13 Topic 2
Page 5
LP Valves
An amber FUEL LO PRESS caption for each engine is on the CWP. The caption indicates
that the pressure is low at the engine fuel system inlet.
Each caption is signalled by a low pressure switch between the associated LP valve and
the engine.
An amber APU FUEL LO PRESS annunciator is on the APU panel. The annunciator
indicates that the pressure is low at the APU fuel system inlet.
It is important to understand the difference between the pump LO PRESS annunciators
and the FUEL LO PRESS captions. A pump LO PRESS annunciator indicates that the
associated electrically driven pump is not working, but a FUEL LO PRESS caption
indicates that pressure is low at the inlet to the associated engine fuel system.
With the cross and common feeds closed, failure of a pump will result in both a pump
LO PRESS annunciator and a FUEL LO PRESS caption illuminating. However, opening
the appropriate common feed should cause the FUEL LO PRESS caption to extinguish.
If an engine is not supplied by an electrically driven pump, the engine will keep running
under gravity feed.
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Feed System
Chapter 13 Topic 2
Page6
Pressure switch
4l
Pump
l!l
NRV
START
Engine LP valve:
~ Mechanically operated by associated fire handle
~ Fully open whef'll handle is fully in.
~
~
~
APU LP valve:
> Electrically motorised valve.
> Signalled by APU START/STOP switch.
> Position given by APU FUEL VALVE NIPS annunciator
Engine FUEL LO PRESS caption indicates low pressure at the engine fuel system inlet.
APU FUEL LO PRESS annunciator indicates low pressure at the APU fuel system inlet.
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Feed System
Chapter 13 Topic 2
Page 7
Thermal Relief
When fuel is not being used, it can be trapped in the feed lines: for example, by closed
valves. If the fuel temperature rises, the fuel will expand and the pressure in the line will
increase.
To prevent excessive pressures developing in the fuel lines, thermal relief valves are
provided.
The thermal relief valves are pressure relief valves. They can vent fuel from the feed lines
into the fuel tanks. If the thermal relief valves are functioning correctly, air or fuel in the
tanks cannot pass through the valves to the feed lines.
The thermal relief valves are shown in Figure 2.4; they are provided between:
Each common feed valve and the associated outer engine LP valve.
Any air in the feed pipes should collect at the high point. A bleed from the high point
between the left common feed and the cross feed valve is taken to an air release valve in
the left wing tank.
The air release valve is a non-return valve that is only opened when the feed line between
the left common feed valve and the cross feed valve is pressurized by an inner or outer
pump: normally the left inner pump.
Therefore, with the air release valve pressurized, any air in the feed line is bled to the left
wing tank. When the valve is not pressurized, it closes and prevents air or fuel in the tank
from entering the feed line.
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Feed System
Chapter 13 Topic 2
Pages
Pump
I!]
Thermal
relief valve
NRV
To left
Ai r
release
valve
To left
wing tank
To right
wing tank
Left common
Cross
Right common
feed valve
feed valve
feed valve
To left
wing tank
FCOM:V1-002
LP valves
To centre
tank
To right
wing tank
Nov 01 / 09
FUEL SYSTEM
Feed System
Chapter 13 Topic 2
Page9
p;~~~~e
, AC BUS 1 .
L OUTER
Pump
Cl)
Motor
NRV
ACBUS 2
L INNER
R INNER R otJTER
ON
ON
SIIUT
Cross
feed valve
SHUT
IEL
Pipes inside the tanks
D C
Pipes outside
the tanks
Pipes outside
the tanks
FCOM:V1 -002
Nov 01 /09
FUEL SYSTEM
Feed System
Chapter 13 Topic 2
Page 10
FCOM:V1-002
Nov 01/09
General
Jet pumps are also called eductors or ejector pumps.
They are simple devices; they have no moving parts.
The pump's simplicity leads to low maintenance and high reliability.
Another pump in the system, electrically, mechanically or hydraulically-driven, supplies a
motive flow to one or more jet pumps. The motive flow induces a flow in the fluid that is
required to be pumped.
Jet pumps are used in the fuel system to transfer fuel between and within fuel tanks.
In the engine fuel system, fuel is drained from the combustor after engine shutdown and
stored in an ecology drain tank. A jet pump returns the stored fuel to the inlet of the engine
fuel system during engine start; the motive flow is HP pump pressure; t he HP pump is
turned by the engine accessory gearbox.
Principle
The principle is shown schematically in Figure 3.1 .
There are two pump inlet ports:
One for the high energy motive flow: the energy to drive the pump.
One for the induced flow: the fluid to be pumped.
There is one discharge port. The combined induced flow and motive flow leaves the pump
through this port.
The motive flow passes via a nozzle into the throat o f the jet pump.
This rapidly moving jet of fluid transfers some of its energy to the fluid already in the throat,
inducing a secondary flow through the induced port.
The two flows are mixed in the throat and pass through a diffuser before leaving the pump
through the discharge port.
The diffuser reduces the speed of the mixed flow and increases its pressure.
It is important to remember that the destination of the motive flow and the induced flow is
the same.
FCOM:V1 -002
Nov 01 /09
Chapter 13 Topic 3
Page 2
FUEL SYSTEM
Jet Pumps
Figure 3.1 - Jet Pump Principle
Nozzle
Diffuser
Discharge port
'-=~:
:
:
:
:
:
:
+
:
====
I
---t
till
---1)11~
---1)11~
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Jet Pumps
Chapter 13 Topic 3
Page3
FCOM:V1-002
Nov 01 /09
General
The fuel transfer system is shown schematically in Figure 4.1.
Fuel is transferred from the centre tank to the main compartment of each wing tank by jet
pumps.
If auxiliary tanks are fitted, the auxiliary fuel is transferred to the wing main compartments:
the left auxiliary fuel to the left wing and the right auxiliary fuel to the right wing.
Surge
tank
Outer
feed
tank
Inner
feed
~
Main wing
Centre
cQmpartmont
tank
tank
--------~----~--
--.
Optional
auxili ary tanks
,.
,.
,.
,.
Centre tank fuel transfers by jet pump to the wmg tank main compartments.
AwcUiary tanks transfer by graVIty and jet pump to the wng tank main companments.
Man wing compartments transfer by gr:avlty and jet pumps to th-e Inner feed tanks.
Inner feed tanks transfer by gravtty to the outer feed tanks.
FCOM:Vl-002
Nov 01 / 09
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page2
The wing tank structure is shown in Figure 4.2 as a plan view of the left wing and a vertical
section through the left wing looking forward.
The wing tank is an integral part of its wing. The tank is formed by sealing the volume
enclosed by:
There are 19 ribs in each wing: numbered 2 to 20 from inboard to outboard. Fuel can flow
freely through most of the ribs. The remaining ribs block or restrict the flow of fuel; some of
these ribs divide the wing tank into:
Each feed tank contains a pump compartment; it contains the electrically driven pump.
Rib 13 forms the boundary between the main compartment and the inner feed tank. The
rib is solid and sealed apart from some small vent holes at the top and some flap valves at
the bottom. The flap valves allow gravity transfer into the feed tank but prevent flow back
to the main compartment.
Rib 15 is the boundary between the inner and outer feed tanks. It is solid and sealed
everywhere apart from at the very top. It acts as a high level weir; fluid can move between
the two feed tanks across the weir. Generally, the flow is from inner to outer feed tank.
Rib 18 is solid and completely sealed. It is the boundary between the surge tank and the
outer feed tank.
Ribs 6 and 1o are baffle ribs. They restrict span wise rate of fuel flow to reduce fuel slosh .
Each pump compartment is formed by the lower part of rib 15 and a rib that is open apart
from its lower portion: rib 14 for the inner pump compartment and rib 16 for the outer pump
compartment. Each of these ribs has flap valves at the bottom which allow flow into the
pump compartment but not out of it.
In the vertical section of Figure 4.2, dashed line 1 is at the height of the top of rib 13;
dashed line 2 is at the height of the top of the weir. Line 1 is equivalent to a wing fuel
quantity of about 2 000 kg (4 400 lb); line 2 is equivalent to about 1 300 kg (2 860 lb).
The feed tanks can be kept full by gravity transfer alone provided the level is above dashed
line 1. Below line 1, the jet pumps are required to keep the feed tanks full.
If the level falls below line 2, no more fuel can enter the outer feed tank by gravity transfer.
Without jet pump transfer, the outer feed tank is isolated when the wing tank level falls
below line 2.
FCOM:V1-002
Nov 01 /09
Chapter 13 Topic 4
Page3
FUEL SYSTEM
Transfer System
Surge j ~=r
tank
Inner
_ __
feed
tank _._ tank
Main wing
_.
c:ompartm.ent
Aap valve
Plan Vlew
H'lgh level
Outer pump
compartment
boundaries
Cen tre
tank
weir
Rib 15
- -
Inner pump
compartment
boundaries
Rib 14
Rib 16
I
'
tci &; 1
Lt -
Rib 10
Rib6
Rib20
"
Rib 18 "
Rlb 15 .,.
t
Inner feed tank
boundaries
Surge tank
boundaries
between wing
and centre tank
Rib 13
Outerfeed tank
,.
Boundary
Baffle ribs;
,. Restrict spanwise flow of fuel
And so:
,. Reduce fuel slosh
bouJldarles
Vertical Section Looking forward
- --------~----------1 ---- -- ,- -------------- I
------- r~2----------1-:------------..._.
~
When the fuel level IS below the dashed line 1 the feed tanks cannot be kept lull
When tile fuel level is below dashed lne 2 , the outer feed tanlt Is isolated
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page4
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page 5
F.;;-~e-dr--l~-ne-ed-r-.--M-a-ln_w.-ln-g--Centre
tank
tank
tank
compartment
tank
4a
Jetpump
Pla n View
Four jet pumps in the inMr feed tank pump fuel into the Inner pump compartment.
Three lake fuel from the main compartmenl
One scavenges fuel from the inner feed tank but outside the pump compartmenl
Motive now for these pumps is:
,.
OR
,
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page6
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page 7
Inner
feed
tank
Main wing
compartment
Jet pump
Molive flow
G
O
Electrically dnven
fuelpump
~M
Hydraulically driven
fuel pump
( Standby pump)
(
-
Transfer (Induced)
Outer pump
compartment
flow:_;~~~:_
Inner pump
compartment
Valve
Cross feed
Outer feed tank jet pump motive flow is from tt1e outer electric pump
NRV B ptevents any oltlet pump supplying motive flow to these jet pumps.
Inner feed tank 1et pump mo1.1ve flow IS from the mner eleC111c pump or the standby pump.
NRV A prevents any oltlef pump supplying mobve flow to these jet pumps.
NRV E prevents flow from the 1nner pump into the standby pump
INRV D prevents flow from the standby pump. into the feed system
NRVs C and 0 prevent air entering the feed system under gravity feed at low fuel quantity.
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page a
OR
AC BUS 1 fails.
OR
AC BUS 2 fails.
If either pump is selected ON, both the STBY LO PRESS annunciators are armed. To
avoid a nuisance warning, whenever one pump is required, both pumps are selected ON.
Also, if one main AC busbar fails , both STBY LO PRESS annunciators will be armed.
Again, a nuisance warning is avoided by selecting both standby pumps ON.
When cross feeding, both electrically driven pumps are turned off on one wing. To
maintain motive flow to the jet pumps on that side, the associated standby pump must be
switched ON. To avoid a nuisance warning, both pumps are selected ON.
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page9
AC BUS 2 fails .
NRV
LOGIC
Pressure switch
Pressure switch
Valve
Valve
0
L-_, ON
DC BU S 1
>
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page 10
Fuel Leakage from the Feed Tanks to the Main Tank Compartment
There are vent holes at the top of the rib (rib 13) dividing the main compartment from the
inner feed tanks.
Although the flap valves at the bottom of the rib 13 are intended to prevent flow from the
feed tank into the main compartment, there is a slow leakage back to the wing main
compartment if the level in the feed tank is higher than that of the wing main compartment.
When the wing tank contents are less than 2 000 kg, the head of fuel in the main wing
compartment is below the top of the inner feed tank. In this condition, fuel from the feed
tanks can pass back to the main wing compartment via two routes:
The leak rate into the main compartment is quite slow and is more than compensated for
by the jet pumps. However, if the jet pumps are not powered, the feed tank quantity will
reduce and so the FEED LO LEVEL annunciator will illuminate.
This case is often met at the end of a flight after the engines are shutdown. Turning on the
associated inner pump will refill the feed tanks.
The case is illustrated in Figure 4.6.
Flight at Low Fuel Quantity
When the main tank compartment is empty, the feed tanks do not empty at the same rate
initially.
The outer feed tank reduces by a small amount and then stops.
The inner feed tank continues to decrease until it is approximately 75 kg (165 lb) below the
outer feed tank.
The tanks then empty at the same rate.
The reason is the anhedral of the wing. The explanation is in Figure 4.7.
Gravity keeps the level in the feed tanks the same while the level is above the weir.
When the level reaches the weir much more fuel has been used from the inner feed tank
than from the outer; this is caused purely by the sloping surface of the top of the tank.
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page 11
Surge
tank
Outer
feed
tank
Inner
feed
tank
Main w ing
compartment
Flap valve
Leakage
~ ---------------
Fuel can leak though the vent hOles and the nap valves rrom the mner feed tank tnlo the mam
wing compartrrlent
With the J8l pumps powered, any leak rate is eas ly countered.
Once fuel drops below the dashed line. feed 'tank quanllty WJII reduce tf the Jet pumps are not
powered
Outer
Inner
Surge
._ __.
Main w!ng
ta n__
k___tank
re_ec:t
_ _ _tank
-___c_om
_ partment
---- ------------
FCOM:V1-002
Nov 01/09
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page 12
The centre tank structure is shown schematically in Figure 4.8: there is a plan view and a
vertical section looking forward.
The centre tank is an integral part of the wing centre section. The tank is formed by
sealing the volume enclosed by:
There are three ribs within the tank: rib 1 for each wing and, in the centre, rib zero. Fuel
can flow between the ribs. However the ribs act as baffles to reduce fuel sloshing.
The shape of the tank is such that there is a low point to the left of the tank and another to
the right of the tank. This is shown schematically by the vertical section of Figure 4.8.
Centre Tank Transfer
Fuel is transferred from the centre tank to the main wing compartments by two jet pumps:
one pump transfers fuel from the left low point of the centre tank to the left wing; the other
transfers fuel from the right low point of the centre tank to the right wing. Transfer is shown
schematically in Figure 4.9.
There is no gravity transfer. If both jet pumps fail, the remaining fuel in the centre tank is
unusable. This unusable fuel is shown on the centre tank quantity indicator.
Fuel above the dashed line in the vertical section of Figure 4.8 can be transferred to either
wing tank. The fuel below the dashed line remains on its side of the tank, so fuel below the
dashed line can only be transferred to the wing on the same side.
If just one jet pump fails, the fuel above the dashed line can be transferred to the wing
associated with the working jet pump, but the fuel below the dashed line on the side of the
failed jet pump is unusable. The unusable fuel due to this failure is 180 kg (397 lb); it will
be shown on the centre tank quantity indicator.
At the essential and emergency power levels, main AC power is lost and so all the electric
fuel pumps are lost. The motive flow to the centre tank jet pumps is lost, so any fuel in the
centre tank is unusable at the essential and emergency power levels.
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page 13
rr=-----.==
,.
Ma.in wing
Centre
compartment
tank
No grCMty transrer
., Jet pumps transfer centre tank fuel to the wing lank main compartment.
,.
Left jet pump takes fuel from the left low rpoint of the centre tank to the left wing.
,.
Right jet pump takes fuel from the left loY1 point of the centre tank to the right wing_
Rlb2
Plan View
Rib 1
Rib zero
Rib 2
.
.
..
L--.-~
Rib 1
"""""- - - -
F"ront
spar
Rear ;
spar ;
Vertlcai Section
---
Looking Forward
,.
Volum of fluid above the dashed line can be transferred to either wing tllnk.
Volum of fluid below tho line to lllo loft can only oo Iran f rred to the h wing
tank
,. Volum or flu1d b low tho line to tile nght can only bo trnnsf rrod to the right wing
Umk
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page 14
The motive flow for the jet pumps is tapped from the cross feed line: for the left jet pump,
from between the left common feed valve and the cross feed valve; for the right jet pump,
from between the right common feed valve and the cross feed valve. Under normal
conditions, the left inner pump supplies the left jet pump and the right inner pump supplies
the right jet pump. However, motive flow can be supplied by any one of the electrically
driven pumps by selective use of the common feed and cross feed valves.
The discharge flow from a jet pump passes to the associated wing tank via a transfer valve
and a float valve. The float valve is in the wing tank; it maintains the wing tank quantity at
almost full during transfer.
Centre Tank Transfer Control
The transfer valve has two positions: open and shut: it can be controlled automatically or
manually. When the left valve is open, a white TRANSFER TO L TANK annunciator
illuminates on the FUEL panel. A white TRANSFER TO R TANK annunciator indicates
that the right transfer valve is open. Whenever either transfer valve is open, a white FUEL
TRANSFER caption illuminates on the CSP.
There is a three position CTR TANK TRANSFER switch on the FUEL panel. The positions
are AUTO, SHUT and OPEN.
At OPEN both transfer valves are open. At SHUT both valves are shut. On the ground
with the switch at AUTO, both valves are closed.
There is a high level switch in each wing tank. There are two tank low level switches in the
centre tank: one on the left and one on the right. In flight with the switch at AUTO, a
transfer valve is open unless either:
The associated wing tank high level switch is in the high level state (tank full).
OR
The associated centre tank low level switch is in the low level state (tank empty).
The switch is normally at AUTO while there is fuel in the centre tank. A small amount of
fuel remains in the tank after automatic transfer is complete, so the switch is selected to
OPEN for a minute to complete the transfer. The switch is then selected to SHUT.
Centre tank transfer is normally made with the cross feed valve closed. In this case, the
motive flow for a centre tank jet pump is from the electrically driven pumps on its side; the
motive flow is just re-circulated to the tank from which it originated.
If the cross feed valve is open, it is possible for the electrically driven pumps on one wing
to supply the motive flow for the centre tank jet pump for the other wing. If this happens,
some fuel from the wing supplying the jet pump is transferred to the other wing.
With fuel in the centre tank, this effect is not noticed as the float valves keep the wing
contents close to full.
The transfer valves are electrically motorised valves. If electrical power is lost to a valve, it
remains in its position at the time of power loss. The left transfer valve is powered from DC
BUS 1; the right is powered from DC BUS 2.
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page 15
Inner
feed
tank
Main wing
Centre
c.ompartment
tan~
Motive
flow
Transfer
(induced) flow
FUEL
TRANSFER
AUTO
SHUT
Jetpump
---~ diScharge
Mixed
flow
Either transfer
valve open
Electrically driven
fuel pump
> OR
> Associated wing tank level
switch Is h1gh.
OPEN
Left transfer
valve open
TRANSFER
1--+i TOR TANK
TRANSFER
TO L TANK 1+----l
Right transfer
valve open
L.OGIC
High lovel
'!!witch
FCOM:V1-002
Htgh lovol
switch
Nov 01 / 09
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page 16
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page 17
I ' Outer
feed
tank
Inner
feed
tank
1-
Main wing
Centre
c.ompartrnant tank
Tank
-==--Mobve
flow
-
Electrically
driven fuet
pump
Aux
Transfer
(induced) flow
Jet pump
--~ discharge
Mixed
flow
Flap valve
Plam View
Flap -....
vatve
Left common
Cross reed
Rrght common
feed valve
valve
reed valve
L AU)( TANK
NOT EMPTY
t+r-+-.
lo
~w
FUEL
TRANSFER
I.
I, __j
Either auxiliary tank not empty OR Either centre tank transrer valve open
FCOM:V1-002
Nov 01 / 09
General
An ov-erview of the venting system is shown in Figur-e 5.1. The venting system:
Allows air to leave the tanks during refuelling, during thermal expansion of the fuel,
or during climb as the surrounding air pressure reduces.
Allows air to enter the tanks during defuelling, when the fuel is used, when the fuel
contracts due to cooling, or during descent as the surrounding pressure increases.
Allows fuel to leave t he aircraft if the refuel system does not cut off when a tank
becomes full.
Each wing tank compartment vents through its associated surge tank. The centre tank
vents through the left surge tank.
Each surge tank vents through a NACA duct on the under surface of the wing beneath the
surge tank. The NACA duct is shown in Figure 5.2. A slot in the duct is connected to the
surge tank by a stack pipe.
Each auxiliary tank is connected to its main tank compartment by a vent pipe.
The outer feed tank vents through the inner feed tank over the weir.
The inner feed tank vents through its main wing compartment via a small pipe.
rrSurge
tank
F
,.
,.
,
,
Outer
feed
tank
Inner
feed
tank
Optional
auxfllary tanks
Vent path
l:_ Surge tanks vent to atmosphere through a NACA duct below the surge tank.
FCOM:V1002
Nov 01 /09
I
I
FUEL SYSTEM
Venting
Chapter 13 Topic 5
Page 2
NACA duct
Inward and outward venting via the surge t:ank, stack pipe and NACA duct:
"
Left wing ta!'lk and centre ta!'lk ven 1to the left surge tank
,
,
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Venting
Chapter 13 Topic 5
Page3
The wing tank main compartment venting is shown schematically in Figure 5.3.
The venting is via three hollow stringers immediately beneath the top skin of the wing.
The stringers run from the high point of the wing into the surge tank. Each stringer is
attached to a pipe that terminates just above the floor of the surge tank.
Centre Tank Venting
If a failure in the refuelling system causes fuel to be supplied to the tank when it is full, the
fuel will enter the vent system and pass to the surge tank. The level of fuel will rise to the
top of the stack pipe and then pass overboard through the NACA duct.
FCOM:V1-002
Nov 01 /09
Chapter 13 Topic 5
Page 4
FUEL SYSTEM
Venting
Surge
tank
Outer
feed
tank
Inner
feed
tank
Main wing
compartment
Centre
tank
HoUow stringer
Stnnger to surge tank ptpeS
Centre lank vent pipe
Plan Vlow
(]_ I T
-~S:u:rg~e:_:Ta:n:k~---~===~
Stack pipe
The stack pipe prevents the fuel leaving lhe surge lank
In flight, the posttive pressure from the NACA duct pushes the fuel back into the wmg tank
via the hollow stringers.
ei enters the surge tan!( due to a failure in the refuelling system:
The surge tank level rises to the top of the stack pipe.
The fuel then enters ihe stack pipe and flows overboard through the NACA duel
FCOM:V1-002
Nov 01 / 09
Overview
An overview of the quantity measuring and temperature indication systems is shown in
Figure 6.1.
There are seven quantity measuring sub systems:
Each sub system has a tank processor unit ted by a number of tank contents units in the
associated tank. Each processor drives a flight deck indicator.
If auxiliary tanks are fitted, the tank contents units feed the associated wing tank
processor. The wing tank quantity indicator shows the sum of the fuel in the wing tank and
its associated auxiliary tank.
The wing and centre tank processor units have additional functions. Each of the three
processors:
Drives a repeater fuel quantity indicator on the refuel panel.
Receives a signal from a load preselector on the refuel panel. The signal is the
required tank quantity.
Sends a signal to the refuelling system to close the associated refuel valve once
the required tank quantity is achieved. When the refuel valve is closed, refuelling to
that tank stops.
Level switches in the feed tan ks signal amber FEED LO LEVEL annunciators on the FUEL
PANEL.
There are two magnetic level indicators in each wing tank.
A temperature indicator on the FUEL panel indicates the temperature of fuel in the right
outer 'feed tank.
FCOM:Vt -002
Nov 01 /09
FUEL SYSTEM
Quantity and Temperature
Chapter 13 Topic 6
Page 2
Surge
tank
Outer
feed
tank
Inner
fMd
tank
Quantity indication
signal
Main w ing
Centre
compartment
tank
Optloiiil
auxiliary
tanka
Quantity pre-select
--+Signal
...
Magnetic level
indicator
Refuel valve close
-.signal
Flight dock
Refuel panel
Inner
Inner
Centre tank
refuel valve
left outer
feed tank
processor
left inner
feed tank
processor
Outer
Right inner
feed tank
processor
RJQht outer
feed tank
processor
rn
i
Temperature
indicator
Refuel
pre-:selector
Flight
deck
Refuel
panel
CID
Flight
deck
quantity indicators
..v l-13.000!)0
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Quantity and Temperature
Chapter 13 Topic 6
Page3
Contents Unit
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Quantity and Temperature
Chapter 13 Topic 6
Page 4
.. .....
;. . ......."' !
Hollow cylinder
----+
AC power from
electronic quantity
measuring circuit
Central tube
..
.--.
......... ...
~
Fuel enters the cylinder through the gap between the tank fl oor and the contents unit.
The level of fuel inside the cylinder is the same as the level outside the cylinder.
The fuel between the two plates alters the capacitance.
The higher the fuel level the higher the capacitance.
The capacitance is also affected by the density of the fuel.
J;.
:.>
)>
)>
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Quantity and Temperature
Chapter 13 Topic 6
Page 5
A refuel master switch is on the refuel panel. If the switch is at on, the wing and centre
tank processor are fed from the BATT 1 busbar.
A FUEL QTY switch is on the centre instrument panel above the engine oil indicators.
Pressing the switch transfers power for the wing and centre tank processor units to the
BATT 1 busbar.
The refuel master and FUEL QTY switches have no effect on the feed tank processor
units.
The number of probes on each tank is:
Eleven in each wing tank for the associated wing tank processor.
One in each feed tank for the associated feed tank processor.
Five in the centre tank for the associated centre tank processor.
Three in each auxiliary tank for the associated wing tank processor.
Receive a signal from a refuel selector on the refuel panel. The signal is the
required tank quantity.
Send a signal to the refuelling system to close the associated refuel valve once the
required tank quantity is achieved. When the refuel valve is closed, refuelling to
that tank stops.
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Quanti ty and Temp erature
Chapter 13 Topic 6
Page6
.,_
,.
Centre tank DC 2.
Feed tanks essential de.
If fuel quantity button pressed, wing and centre processor units powered by BATT 1 busbar.
If REFUEL MASTER at ON, wing and centre processor units powered by BATT 1 busbar.
Several contents units spread throughout a tank:
)>
Each cont ents unit measures the fuel quantity in its section of the tank.
)Contents units are electrica lly connected in parallel.
))>-
}>
1 contents unit in each feed tank for the associated feed tank processor.
Processor sends ac
signal to contents units.
Tank
Contents units send de signal
back to processor.
The signal is a measure of fuel
quantity.
,,
Contents unit
1-
Refuel panel
indicator
.......
Refuel
pre-selector
CD
Refuel
valve
Jo.
>
Take a signal for the required tank contents from the refuel pre-selector.
Send a signal to close the tank refuel valve when the pre-selected quantity is achieved.
i-v1-13-00052
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Quantity and Temperature
Chapter 13 Topic 6
Page 7
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Quantity and Temperature
Chapter 13 Topic 6
Pages
__._______
Surge Outer
tank
feed
tank
Inner
feed
tank
wln~
Centre I
Main
compartment
tank
Level sw1tch
Temperature sensor
EMERG DC
FED
LEW:L
DC BUS2
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Quantity and Temperature
Chapter 13 Topic 6
Page9
The pressure refuelling system has two settings: OVERRIDE and PRE SELECT .
At PRE SELECT, the load preselector is used. At OVERRIDE, the valves remain open
until forced closed by high level float switches.
The maximum load of fuel is achieved at the OVERRIDE setting. The tables relate to the
OVERRIDE setting.
The pre selector has a maximum value. It does not allow refuel above this level : the cut-off
level. The cut-off level assumes a specific gravity of 0.76 and includes allowances for
The centre tank can still be refuelled to the values in the tables.
Each wing tank can only be refuelled to 1 005 imperial gallons (3 646 kg or
8 038 1b).
Whichever refuelling method is used, the actual maximum mass that can be loaded
depends on the specific gravity of the fuel used.
Feed Tank Capacity
The capacity of each feed tank is approximately 75 imperial gallons (272 kg or 600 lb).
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Quantity and Temperature
Chapter 13 Topic 6
Page 10
Imperial
Gallons
US Gallons
Litres
lb
kg
Left wing
Centre
1 015
550
1 219
661
4 614
2 500
8 120
4 400
3 683
1 996
Right Wing
1 015
1 219
4 614
8 120
3 683
Total
2 580
3099
11 728
20 640
9 362
us
Tank
Imperial
Gallons
Gallons
Left wing
1 015
Left auxiliary
Litres
lb
kg
1 219
4 614
8 120
3 683
129
155
587
1 032
468
1 144
1 374
5 201
9 152
4 151
Centre
550
661
2 500
4 400
1 996
Right wing
1 015
1 219
4 614
8 120
3 683
Right auxiliary
155
1 374
587
1 032
129
1 144
5 201
9 152
468
4 151
Total
2838
3 409
12 902
22 704
10 298
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Quantity and Temperature
Chapter 13 Topic 6
Page 11
Each wing has two magnetic level indicators (Mlls): inner and outer. Each MLI has a tube
graduated in centimetres; the tube can be withdrawn through the under surface of the wing
until a magnet on the graduated tube engages with a magnet on a float.
The scale is read against the aircraft skin; the scale indicates the depth of fuel in the tank
at the MLI location. To determine the volume of fuel in the tank the aircraft attitude must
be known. A sensitive attitude indicator is on the roof of the right gear bay.
Each MLI is unlocked by a stowage button; the button is on a manhole cover that allows
access to the tank from the under surface of the wing. A label on the wing under surface
identifies the manhole cover containing the MLI.
The locations of the magnetic level indicators and the attitude indicator are shown in Figure
6.5.
There are two MLI calibration charts: one for the inner MLI and one for the outer MLI.
To determine the mass of fuel in a tank, a calibration chart is entered with the following:
The inner MLI is used when the tank contents are high. The outer is used when the tank
contents are low.
An MLI gives the contents of the wing tank, including the contents of the feed tank,
provided that the feed tanks are full and there is fuel in the main wing tank compartment. If
there is enough fuel in the wing to fill the feed tanks but the FEED LO LEVEL annunciator
is lit, then the inner pump must be run to fill the feed tanks before taking a reading.
Once the main tank compartment is empty, the MUs will read zero regardless of the
amount of fuel in the feed tanks.
The MLI does not measure the quantity of fuel in the optional auxiliary tanks.
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Quantity and Temperature
Chapter 13 Topic 6
Page 12
Attitude indicator
Inner MLI
Stowage button
Manhole oover
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Quantity and Temperature
Chapter 13 Topic 6
Page 13
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Quantity and Temperature
Chapter 13 Topic 6
Page 14
MLI Stowed
L_
StowagebuHon!
-=:::::::r;~;t'
Graduations
14
15
16
17
18
FCOM:V1-002
Nov 01 / 09
Chapter 13 Topic 6
Page 15
FUEL SYSTEM
Quantity and Temperature
Attitude Indicator
The attitude indicator is on the roof of the right gear bay. The indicator is shown in Figure
6.7.
The indicator is a two dimensional spirit level. It measures pitch and roll attitude. A bubble
against a square grid indicates attitude. The left to right axis of the grid is labelled A to G;
the fore and aft axis is labelled 1 to 7.
The fore and aft scale is the pitch scale; the left to right scale is the roll scale.
Each interval on the grid is equivalent to '/20f attitude. The centre position of the grid (40)
is zero pitch and roll attitude. The range of the pitch grid is from 1 '/2 nose up to 1'/2 nose
down, and the range of the roll scale is from 1 '/2 o left wing down to 1'12 o right wing down.
For the calibration charts:
Nose up is positive pitch attitude and nose down is negative pitch attitude.
Wing up on the side t o be measured is posit ive roll attitude; wing down on the side
to be measured is negative roll attitude.
The attitude can be determined by using the indicator as a spirit level in the natural sense.
However, using Tables 6.3 and 6.4 avoids having to work it out.
To determine pitch attitude, enter Table 6.3 with the numeral on the fore and aft scale.
To determine roll attitude, enter Table 6.4 with:
The letter on the left to right scale.
AND
Numeral/letter
Pitc h ( 0 )
2 or- F
-1
3 orE
-'12
4or D
0
Sore
'lz
6 orB
1
7orA
1 '12
Table 6.4- Attitude Indicator Reading To Degrees Roll (Left to right scale)
Left Tank Roll (
"2 or 8
3 or C
4or D
5or E
6 orF
7orG
1jz
-1
-'12
'12
1
-1
1 '12
1 '12
'12
-'12
1 orA
Numeral/letter
0
)
FCOM:V1 -002
-1
-1 '12
Nov 01 /09
FUEL SYSTEM
Quantity and Temperature
Chapter 13 Topic 6
Page 16
Nose
Right wing
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Quantity and Temperature
Chapter 13 Topic 6
Page 17
Calibration charts for the inner and outer Mlls in kg and lb are shown in the Systems
Operation chapter of the FCOM Volume 3 Part 1. An example calibration chart is shown
in Figure 6.8.
Each chart consists of six vertical blocks of curves.
Five blocks correct the MLI reading for pitch and roll attitude. There is one for each of the
following pitch attitudes: -2, -1, 0, 1 o and 2 . Each block has a horizontal roll scale.
Each curve represents an MLI reading in centimetres.
The sixth block, on the left of the chart, corrects the reading for fuel specific gravity. The
horizontal scale is fuel specific gravity. Each curve represents a fuel mass in kg or lb.
To convert an MLI reading to fuel mass:
Go vertically up until the MLI reading is met. If necessary interpolate between MLI
curves.
Go horizontally to the left until the vertical line corresponding to the fuel specific
gravity is met.
The fuel mass is given by the intersection of the horizontal line and the fuel specific
gravity line. If the intersection is on a fuel mass curve, the fuel mass can be read
directly. If the intersection is not on a curve, then interpolate between the curves
immediately above and below the intersection.
MLI Example
Figure 6.8 shows an example for a right tank inner MLI reading with:
An MLI reading of 25 .
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Quantity and Temperature
Chapter 13 Topic 6
Page 18
-o
VI,.;.
w
a:
~
....
0::
FCOM:V1-002
Nov 01 / 09
General
The fuel tanks are normally pressure refuelled from a refuel/defuel station on the right
wing. The required fuel load can be set on a load preselector at the refuel station ; the
refuel system will then automatically refuel to the set load. Alternatively, the delivery of fuel
to each tank can be manually switched on and off at the station.
There are three gravity refuelling points: one over the left wing, one over the centre tank
and one over the right wing. The optional auxiliary tanks cannot be gravity refuelled.
The left valve passes fuel to the left wing tank and the optional left auxiliary tank.
The centre valve passes fuel to the centre tank.
The right valve passes fuel to the right wing tank and the optional right auxiliary tank.
Refuelling to a particular tank stops when its refuel valve is shut.
To defuel, the fuel is passed from the cross feed line to an otnoad valve. The offload valve
passes the fuel into the refuel gallery. The ground facility sucks the fuel from the refuel
gallery through the refuel/defuel connection. The AC pumps in the feed tanks are used to
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Page 2
Surge
tank
---+
Outer
feed
tank
Refuel
lines
Inner
feed
tank
----+
Left tank
refuel valve
Left common
feed valve
Main wing
compartment
Optional
auxiliary
tanks
Centre
tank
Oefuel
lines
Refuel
gallery
Centre tank
refuel valve
Cross feed
valve
0
EEl
Pump
Non-return valve
Defuel
Refuel
Coupling
Right tank
refuel valve
Offload
valve
Right common
feed valve
Refuel
Fuel enters the aircraft via a refuel gallery.
From the refuel gallery, the fuel passes to the tanks via three refuel valves: left, centre & right.
The left valve passes fuel to the left wing tank and the optional left au xiliary tank.
The centre valve passes fuel to the centre tank.
The right valve passes fuel to the right wing tank and the optional right auxiliary tank.
The refuel valves are normally electrically controlled.
De fuel
The refue l valves are closed during defuelling.
Fuel is taken from the cross feed line between the cross feed valve and the right common
feed valve.
The fuel passes through an off load valve. The off load valve is manually controlled.
The ac driven pumps are normally used to assist defuelling.
The cross feed valve must be open to take fuel from the left wing.
To take fuel from an outer feed tank, the associated common feed valve must be open.
FCOM:V1-002
Nov 01 / 09
Chapter 13 Topic 7
Page 3
FUEL SYSTEM
Refuel
Refuel Station
The refuel!defuel station location and door is shown in Figure 7.2. The station is shown
with the door open in Figure 7 .3
The refuel door has five quick release fasteners. A stay holds the door open.
The door encloses:
A refuel/defuel connection covered by a cap.
A control panel.
Refueld~
IHoge
Five quick release fasteners
FCOM:V1 -002
Nov 01 /09
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Page 4
.,. IAI"
....,..
connected
FCOM:V1-002
Offload valve
baulk
RefueVdefue hose
oonnected
Nov 01 / 09
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Page 5
Refuel Valves
The valves are operated by DC motors. The valves are mounted in the right wing leading
edge inboard of the engines. Each valve can be operated manually if its actuator fails.
Refuel Control Panel Layout
The refuel control panel is shown in Figure 7.4. The panel is divided into four sections.
There is one section for each of the three tanks: left, centre and right. The fourth section
contains a master switch and the fuel load preselector.
Each tank section contains:
A three position refuel valve switch: SHUT, OVERRIDE and PRE SELECT.
The fuel quantity indicator is a repeat of the associated flight deck indicator driven by the
same fuel processor unit. The units are either kg or lb. The units will be the same as
those of the flight deck indicators.
Tank Full Lamp
The tank full lamp lights when the associated tank high level switch detects that the
associated tank is full.
Refuel Valve Position Indicator
The refuel valve position indicator is a magnetic indicator. It has three states: SHUT,
O PEN and crosshatched. The three states are shown in Figure 7.4. The indicator shows
crosshatched when:
OR
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Page6
Master Switch
The master switch has two positions: ON and OFF. Some aircraft have a switch guard.
When the guard is down, the switch is forced to the OFF position.
At ON :
The left, centre and right fuel tank processors are supplied by BATI 1 busbar.
At OFF:
The fuel processor units are connected to their normal power supplies.
Power is removed from the full lamps and the magnetic indicators.
Preselector
The required fuel state is set using the rotary control below the digital display. The units
are either kg or lb. The units will be the same as those of the tank quantity indicators.
Figure 7.4 - Refuel Control Panel
07 0 00
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Page 7
Automatic Refuelling
The PRE SELECT position is used to refuel the tanks to the total required fuel quantity set
on the fuel load preselector. The load preselector sends a required fuel quantity signal to
the wing and centre tank quantity processors.
The preselector ensures that the wing tanks are balanced at the end of refuelling.
If auxiliary tanks are not fitted , the preselector only demands fuel for the centre tank if the
required fuel is greater than the capacity of both wing tanks.
If auxiliary tanks are fitted , the preselector only demands fuel for the centre tank if the
required fuel is greater than the combined capacity of both wing tanks and both auxiliary
tanks.
Once a tank is at the required fuel level, the associated quantity processor sends a signal
to close the associated refuel valve.
If all three tanks require fuel, they are refuelled simultaneously.
The pre-selector has a maximum value. It does not allow refuel above this level: the cut-off
level. The cut-off level assumes a specific gravity of 0.76 and includes allowances for
minor errors that could occur in service.
Without auxiliary tanks, the cut-off value is 8 832 kg (19 452 lb); at a specific gravity of
0.80, the tanks can hold 9 362 kg (20 640 lb).
With auxiliary tanks, the cut-off value is 9 712 kg (21 411 lb); at a specific gravity of 0.80,
the tanks can hold 10 298 kg {22 704 lb).
If more than the cut-off value is required, the aircraft should be refuelled to the cut-off value
using PRE-SELECT. OVERRIDE should then be selected; refuelling can then be
continued until the desired quantity is reached or the high level float switches close the
valves.
Override Refuelling
The OVERRIDE position for refuelling is used if the pre-select system is not functioning or
if more than the pre select cut off value is required.
A refuel valve switch is left at OVERRIDE until the required tank quantity is achieved; the
switch is then selected to SHUT.
If the maximum quantity is required, the switch is left at OVERRIDE until the high level float
switch closes the valve.
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Pages
Wing Tank
Flap valve
Nozzle
--
-41
Auxma ry
Tank
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Ref uel
Chapter 13 Topic 7
Page9
A spring-loaded surge valve is fitted to the refuel gallery. It is shown in Figure 7.6.
The purpose of the surge valve is to relieve a surge in pressure that might occur as the last
refuel valve closes.
When the surge valve opens, the refuel gallery is connected directly to the right wing tank.
The valve springs closed once the pressure surge has passed.
Drain Valve
OR
The refuel door is closed AND the refuel master switch is on.
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Page 10
Surge
tank
feed
tank
Inner
feed
tank
Refuel
lines
Left tank
refuel valve
Drain val.,.e
Main w ing
compartment
Optional
Centre
tank
Oefuel
lines
Refuel
gallery
Centre tank
refuel ...alii&
auxiliary
tal'1kS
Non-return valve
Refuel
Defuel
Coupling
Right tank
refuel va1ve
Surge valve
Pump
Offload
valve
Toren
wmg tank
To opbOnatleft
To optional right
auxiliary tank
auxihary tanl<
Toren
common feed
Cross feed
valve
Right common
feed valve
The surge valve relieves fuel from the gallery nto the right W1ng tank
The valve opens If there Is a surge In l)ressure the refuel valves elose.
The drain valve drams fuel in the refuel gallery imo lhe right wing tank after refuelling.
The drain valve Is opened by pressure from the motive flow line to the Inner feed tank jet
pumps.
So the va lve will open when tile right inner pump is running
The right inner pump must be off during refuelling.
If the right inner pump is on, fuel will enter the wing tank via the drain valve when the refuel
valve is closed. Once the tank is full , fuel will overflow through the NACA duct via the vent
pipes and surge tank.
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Page 11
Offload Valve
The offload valve is operated in conjunction with a baulk. The three pictures in Figure 7.7
show the stages of operation.
The offload has an operating lever; the lever is shown in Figure 7.7.
The baulk has a handle that allows it to be moved in and out of the refuel station.
When the baulk is outside the station, the refuel door cannot be closed.
When the offload valve is not shut, its operating lever prevents the baulk being stowed
inside the refuel station.
When the baulk is stowed, the baulk holds the operating lever in the closed position.
The top picture shows the baulk stowed and the offload valve shut. The offload valve
cannot be opened when the baulk is stowed.
The middle picture shows the baulk unstowed. The offload valve can be operated; a 90
turn anticlockwise opens the valve.
The bottom picture shows the valve open. The operating lever prevents the baulk from
being stowed.
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Page 12
Offload valve
Shut
Baulk
Holding valve
closed
lr;~~V~a~lv:e~Shutand
Baulk handle
Baulk Stowed
Offload valve
Shut
Baulk
Cloar of
operating lever
Offload valve
Open
stowed
Baulk
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Page 13
Gravity Refuelling
There are three gravity refuelling points: one over the left wing tank, one over the centre
tank and one over the right wing tank.
The location of the points is shown in Figure 7.8. The three filler caps are the same; the
cap is shown in Figure 7.9.
An electrical bonding spigot is close to each cap.
The filler cap has a flap; it can be raised and rotated.
When the flap is down (flush to the cap top), the cap is locked; when it is raised and
perpendicular to the cap surface, the cap is unlocked.
When the flap is raised it can be rotated between CLOSE and OPEN. At CLOSE the cap
cannot be removed; at OPEN it can be removed.
To remove the cap:
Insert cap.
Rotate the flap clockwise to the CLOSE position.
Push the flap down; the cap is now closed and locked.
Figure 7.8 - Filler Cap Location
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Page 14
OPEN
Filler cap
@)
~
@)
FCOM:V1-002
@)
~~~ ...
Bonding
spigot
Nov 01 / 09
General
The main method of water protection is the transfer of fuel by the jet pumps. The jet pump
action ensures that any water present is mixed with the fuel as small droplets. The small
droplets of water pass harmlessly through the engine.
Additional protection is provided in the form of drain valves. The drain valves are
positioned at the low points of the system where water might accumulate.
Drain Valves
There are five water drain points under each wing :
Each drain point is identified by a label. The location of the drain points is shown in Figure
8 .1.
Each drain valve has a hexagon shaped slot. Pushing a rod or drain tool into the slot
opens the valve. The valve closes once the tool or rod is removed.
The tool has a bottle to collect the drained fluid.
The tool is shown in Figure 8.1 .
FCOM:Vt-002
Nov 01/09
FUEL SYSTEM
Water Protection
Chapter 13 Topic 8
Page 2
tank
l aln point
...
Hexagonal sfot
WATER
DRAIN
Label
Bottle
- --+t
Tool is pushed into the hexagonal slot to dra1n fluid into the bottle
When the tool is removed the drain valve closes
FCOM:V1-002
Nov 01 / 09
Gener al
Fuel can be transferred betw-een the wing tanks in two ways:
Using the refuel system.
The transfer procedures below are for use on the ground only.
Open the right common feed valve and close the cross feed valve.
Turn on the right inner and right outer pumps. Fuel pressure from the right wing is
now available at the offload valve.
Open the offload valve. Fuel from the right wing is now being delivered to the refuel
gallery.
Leave the centre tank and right wing tank refuel switches at SHUT. The centre and
right refuel valves will be closed so fuel from the refuel gallery will not enter the
centre tank or right tank.
Set the left refuel switch to OVERRIDE. Fuel from the right tank is now being
transferred to the left tank.
Open the left common feed valve and the cross feed valve.
Turn off the right inner and right outer pumps.
Turn on the left inner and left outer pumps. Fuel pressure from the left wing is now
available at the offload valve.
Open the offload valve. Fuel from the left wing is now being delivered to the refuel
gallery.
Leave the left tank and centre wing tank refuel switches at SHUT. The left and
centre refuel valves will be closed so fuel from the refuel gallery will not enter the
left tank or centre tank.
Set the right refuel switch to OVERRIDE. Fuel from the left tank is now being
transferred to the right tank.
FCOM:Vt-002
Nov 01/09
FUEL SYSTEM
Transfer Between Wing Tanks
Chapter 13 Topic 9
Page 2
Inner
feed
tank
..
Main wing
Centre
compartment tank
Transfer Row
Transfer from Right W ing to Left Wing
Pumps on
oroH
Centre
refuel
Pumps on
Right
refuel
valve
valve
Otnoad
valve
Left
refuel
valve
Pumps on
Centre
reluel
valve
Pumps off
Right
refuel
valve
omoad
valve
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Transfer Between Wing Tanks
Chapter 13 Topic 9
Page3
Figure 9.2 shows transfer from one wing to the other using the centre tank transfer system.
When using a jet pump the destination of the motive flow and the induced flow is the same.
Centre tank transfer is normally made with the cross feed valve closed. In this case, the
motive flow for a centre tank jet pump is from the electrically driven pumps on its side; the
motive flow is just re-circulated to the tank from which it originated.
If the cross feed valve is open, it is possible for the electrically driven pumps on one wing
to supply the motive flow for the centre tank jet pump for the other wing. If this happens,
fuel from the wing supplying the jet pump is transferred to the other wing.
With fuel in the centre tank, this effect is not noticed as the float valves keep the wing
contents close to full.
However, without fuel in the wing tank, fuel from one wing tank can be passed to the other
without a compensating flow.
With the centre tank empty, to transfer fuel from the right wing to the left wing:
Set the CTR TANK TFR switch to OPEN. Both centre tank transfer valves will now
be open.
Open the cross feed valve and the right common feed valve.
Set the right inner and right outer pumps on. Fuel from the right wing now passes
through the motive flow lines of both jet pumps and so through both transfer valves
and both float valves. The flow through the right jet pump passes back to the right
tank, but the flow through the left jet pump passes to the left tank.
With the centre tank empty, to transfer fuel from the right wing to the left wing:
Set the CTR TANK TFR switch to OPEN. Both centre tank transfer valves will now
be open.
Open the cross feed valve and the right common feed valve.
Set the left inner and left outer pumps on. Fuel from the left wing now passes
through the motive flow lines of both jet pumps and so through both transfer valves
and both float valves. The flow through the left jet pump passes back to the left
tank, but the flow through the right jet pump passes to the right tank.
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Transfer Between Wing Tanks
Chapter 13 Topic 9
Page 4
Inner
feed
tank
..
Main wing
Centre
compartment taok
Non-retum valve
Reruel gallery
Transfer flow
Transfer from Rlght Wing to Left Wing
.-
le
Transfer
valve
Pumps on
Pumps off
Pumps off
Pumpson
r
Len common feed valve
FCOM:V1-002
Nov 01 / 09
General
The flight deck controls and indicators are split betw-een three areas:
The FUEL panel on the overhead systems panel: Figure 10.1.
The centre instrument panel:
Feed Tanks
A feed tank quantity indicator for each feed tank is on the FUEL panel. They are labelled 1
to 4 and are arranged in the natural order from left outer to right outer. There are two types
of indicator: one has units of kg and the other has units of lb.
There are two feed tank low level annunciators on the FUEL panel. The L FEED LO
LEVEL annunciator indicates that either the left outer or left inner feed tank is not full. The
R FEED LO LEVEL annunciator indicates that either the right outer or the right inner feed
tank is not full.
Auxiliary Tanks
There are two auxiliary tank not empty annunciators on the FUEL panel.
The L AUX TANK NOT EMPTY annunciator indicates that there is still fuel in the left
auxiliary tank.
The R AUX TANK NOT EMPTY annunciator indicates that there is still fuel in the right
auxiliary tank.
If auxiliary tanks are not fitted , these are replaced by annunciators showing white bars.
The associated wing tank high level switch is in the high state.
OR
The associated centre tank low level switch is in the low level state.
FCOM:V1-002
Nov 01/09
FUEL SYSTEM
Flight Deck Summary
Chapter 13 Topic 10
Page 2
are replaced by
--- ---
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Flight Deck Summary
Chapter 13 Topic 10
Page3
Refuel Selected
OR
The refuel door is closed AND the refuel master switch is on.
Feed Valves
There is a two-position switch for each of the feed valves: both common feed valves and
the cross feed valve. The positions are SHUT and OPEN.
Each feed valve has a NIPS annunciator adjacent to its switch: L FEED VALVE, R FEED
VALVE and X-FEED VALVE.
Fuel Temperature
A FUEL TEMP indicator on the FUEL panel indicates the temperature of the fuel in the
right outer feed tank.
Standby Pumps
There is a two-position switch for each standby pump: NORM and ON.
At ON the pump will run. At NORM, the left pump will run when the DC BUS 1 is lost and
the right pump will run when the DC BUS 2 is lost.
There is a LO PRESS annunciator for each standby pump. An annunciator will illuminate if
its pump's pressure is low, and:
OR
AC BUS 1 fails.
OR
AC BUS 2 fails.
There is a two-position switch for each of the inner and outer pumps on the FUEL panel;
the positions are ON and OFF.
Each pump has a LO PRESS annunciator on the FUEL panel.
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Flight Deck Summary
Chapter 13 Topic 10
Page 4
A WHITE FUEL FEED OPEN caption. The caption indicates that either the
A white FUEL TRANSFER caption. The caption indicates that a centre tank
transfer valve is open or that there is still fuel in one of the auxiliary tanks.
Figure 10.2 - Master Warning System Capti ons
Part of the CWP
TheCSP
~v1-t3-00054
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Flight Deck Summary
Chapter 13 Topic 10
Page 5
There are three fuel quantity indicators on the centre instrumental panel: one for the left
wing , one for the centre tank and one for the right wing.
The units of fuel quantity may be in kg or lb.
The fuel indicators are part of the engine electronic displays. The electronic displays are
shown in Figure 10.3.
Fuel Quantity Button
A FUEL QTY button is above the engine oil indicators. When the FUEL quantity button is
pressed, the wing and centre tank processors are powered from BATI 1 busbar.
FCOM:V1-002
Nov 01 /09
FUEL SYSTEM
Flight Deck Summary
Chapter 13 Topic 10
Page6
IV11!J.00055
FCOM:V1-002
Nov 01 / 09
FUEL SYSTEM
Flight Deck Summary
Chapter 13 Topic 10
Page 7
Circuit Breakers
The FUEL circuit breaker panel is shown in Figure 1 0.4.
There is a circuit breaker for each feed valve:
i-v1 -13-00049
FCOM:V1-002
Nov 01 /09
Topic 1 - Overview
1
1
1
Topic 2 - Accumulators
1
2
4
5
Topic 3 - Reservoirs
1
2
2
4
5
5
8
11
1
1
3
3
5
6
7
7
FCOM:V1-002
Oct 31/1 3
1
1
2
HYDRAULIC SYSTEM
Contents
Chapter 14 TOC
Page2
Topic 6 - Services
General.........................................................................................................................
Yellow Services.............................................................................................................
Green Services.............................. .......................................... .....................................
Standby Generator Hydraulic Circuit................................................. ............................
Standby Generator Operation.......................................................................................
Standby Generator............................................................................ ............................
1
1
1
1
2
5
1
1
1
1
1
1
1
2
2
2
2
2
3
Topic 8- Summary
The System .. ............ ..... ... ... ....... .......... ............. ........ ..... ...... ........... .. .... .. ... ...... . .... ...... ..
Pumps............................................................................................... ......... ...................
Accumulators .... ....... ..... ... ... .. . .... .... ..... . .... . ..... .. ... . .. ... ........... ...... ..... .. .... .. ... ....... .... ...... ..
Standby Electrical Power . ... ... ... . .... ...... ..... ...... ...................... .... .. .. ... . ..... . .......... ............
FCOM:V1-002
Oct 31 /13
1
1
3
3
The Components
Figure 1.1 gives an overview of the hydraulic power system. Hydraulic power is provided
by two systems: the yellow and green systems. Most components are located in a
pressurised hydraulic bay; a small bleed to atmosphere ven1ilates the bay. Yellow
components are on t he left of the bay; green components are on the right.
Two reservoirs store fluid: one for the yellow system, the other for the green system. Each
system has a main pump and an auxiliary pump. The yellow system also has a back-up
pump. The pumps draw fluid from the re-servoirs, pressurise the fluid and thus provide
power to operate the hydraulic services.
Accumulators store fluid under pressure, providing reserves of hydraulic power.
System pressure gauges, reservoir quantity gauges, pump switches and failu re
annunciators are on the flight deck hydraulic panel.
Pumps
The main pumps are engine driven. Engine 2 drives the pump in the yellow system.
Engine 3 drives the pump in the green system.
The yellow system auxiliary pump is driven by an ac electric motor and is called the
ac pump. The motor is supplied by ac bus 1. The green system auxiliary pump is a power
transfer unit (PTU). The PTU is a hydraulic pump in the green system mechanically driven
by a hydraulic motor in the yellow system.
The yellow system back-up pump is driven by a de electric motor powered by emergency
de and is called the de pump. It draws fluid from a dedicated part of the yellow reservoi r;
the fluid in this part of the reservoir is not available to the other yellow system pumps. The
de pump provides an alternative source of power for the brakes and emergency gear
lowering.
Accumulators
In the basic aircraft, there are two accumulators. One supplies the yellow brakes; the other
supplies the green system. Some aircraft have an additional accumulator that stores
power to raise the airstairs.
Standby Electrical Power
The green system provides a backup for the electrical system by providing power to drive a
standby generator. The standby generator provides both ac and de power.
FCOM:V1-002
Nov 01 / 09
Chapter 14 Topic 1
Page 2
HYDRAULIC SYSTEM
Overview
Motor
Non return valve
Reservoir
1
E;ngine 3
Engine 2
Pump
Pump
~p
~*'''
AC
Pump
Standby generatOC'
AC & DC output
Other green
services
Services supplied by just
ac pump & ENG 2 pump
Also supplied by
brake accumulator
FCOM:V1 -002
Nov 01 /09
General
Every aircraft has a yellow system brake accumulator and a green system accumulator.
Some aircraft have an extra accumulator in the yellow system for airstairs retraction. The
accumulators are in the hydraulic bay.
Each accumulator is a cylindrical tube cont aining a floating piston. The piston divides the
cylinder into two chambers. One chamber contains nitrogen under pressure; the other
chamber is connected to the hydraulic supply. A gauge attached to the accumulator
measures the nitrogen pressure. With the hydraulic pressure zero, the nitrogen is charged
to 1 000 psi from a ground supply. The charging point is close to the gauge.
Figure 2.1 shows the accumulator schematically with the hydraulic system depressurised
and pressurised; photographs of an accumulator are also shown.
When the hydraulic pressure is less than 1 000 psi, the nitrogen pressure will be 1 000 psi;
the piston will then be at the hydraulic outlet end of the cylinder.
When the hydraulic fluid pressure is greater than 1 000 psi, the nitrogen pressure will be
the same as the hydraulic fluid pressure, and so the gauge will indicate the pressure of the
hydraulic fluid within the accumulator. As the hydraulic pressure increases, the piston
moves further away from the accumulator outlet compressing the nitrogen. The
compressed nitrogen then acts as a store of energy, which can be used to supply hydraulic
power for a limited time. Alternatively, the accumulator hydraulic pressure can be used to
move and then hold an actuator in place. The time that the actuator can be held is
determined by internal system leaks.
Accumulators also smooth the flow from the hydraulic pumps and help to maintain system
pressure when system demand is high.
Figure 2.1 - Accumulator
Hydrauuc ptessure zero
FCOM:V1-002
HydrauliC ftuld
Natrog.en
Charg1ng
Nov 01/09
HYDRAULIC SYSTEM
Accumulators
Chapter 14 Topic 2
Page2
Brake Accumulator
The brake accumulator is on the left wall of the hydraulic bay. A schematic of the supply to
the accumulator is shown in Figure 2.2. Photographs of the accumulator are shown
in Figure 2.6.
The accumulator supplies just the yellow system brakes and is segregated from all other
services by a non-return valve. It can be pressurised by any one of the three yellow
system pumps. It provides a reserve of fluid for parking and assists the de pump during
braking, especially during anti-skid activity.
A pressure relief valve just upstream of the brake accumulator provides thermal relief for
the accumulator and protection against overpressure from the de pump. The relief valve
returns fluid to the reservoir.
A pressure switch senses hydraulic fluid low pressure in the accumulator. When the
pressure is less than 2 500 psi, a BRK ACC LO PRESS annunciator illuminates on the
flight deck hydraulic panel. Illumination of the annunciator is delayed by five seconds to
reduce the chance of a nuisance warning during anti-skid activity with just the de pump
available.
Unless the hydraulic pumps are pressurising the accumulator, successive applications of
the brakes will consume the hydraulic fluid contents of the accumulator until the brakes are
no longer effective.
When the parking brake is applied, the yellow brake pressure indicator shows the hydraulic
fluid pressure in the accumulator. The accumulator can only be depressurised by selecting
all yellow pumps off and making repeated applications of the yellow brakes until the yellow
brake pressure is zero with brakes applied.
When the parking brake is applied, pressure will slowly reduce due to component internal
leakage, until the brakes are no longer effective.
FCOM:V1-002
Nov 01 /09
Chapter 14 Topic 2
Page3
HYDRAULIC SYSTEM
Accumulators
ENG 2
pump
P-Pump
PRV - Pressure re lief valve
Other yellow
services
AC pump
DCpump
1+ 1
Emergency gear
lowering assister jack
Yellow brakes
/
BRKACC
LO PRESS
FCOM:V1-002
Nov 01 / 09
HYDRAULIC SYSTEM
Acc umulators
Chapter 14 Topic 2
Page 4
[I non-return valve
Standby generator
Green accumulator:
l>
l>
PTU
Stabilises PTU
Assists standby generator starting
Green accumulator
Hydraulic bay door
Standby generator
FCOM:V1 -002
Nov 01 /09
HYDRAULIC SYSTEM
Accu mulators
Chapter 14 Topic 2
Page 5
Airstairs Accumulator
The airstairs accumulator is an option to provide a reserve of fluid for retracting the
airstairs. Airstairs can be fitted without an accumulator.
If fitted. the airstairs accumulator is on the lef1 wall of the hydraulic bay. A schematic of the
supply to the airstairs is shown in Figure 2.5. A photograph of the accumulator is shown
in Figure 2.6.
Either engine 2 pump or the ac pump can charge the accumulator. The de pump cannot
charge the accumulator. The accumulator can be depressurised by selecting engine 2
pump and the ac pump off and then operating a pressure release valve in the hydraulic
bay. The pressure release valve returns the fluid in the accumulator to the reservoir.
A pressure relief valve just upstream of the airstairs accumulator provides thermal relief.
The relief valve returns fluid to the reservoir.
Figure 2-5 - Airstairs Accumulator Schematic
To reservoir
Pressure
release
valve
ENG 2
pump
Airstairs
accumulator
~
DCpump 0~
(
"''m'lato<)
FCOM:V1-002
Airstairs
Emergency gear
lowering assister jack
Yellow brakes
P- Purmp
PRV- Pressure relief valve
I ..,. I Non return valve
Nov 01 / 09
HYDRAULIC SYSTEM
Accumulators
Chapter 14 Topic 2
Page6
Without
Airstairs
Accumulator
AC pump
DC pump
DC pump
Airstairs accumulator
FCOM:V1 -002
Nov 01 /09
General
The hydraulic reservoirs are in the rear of the hydraulic bay; they are shown in Figure 3. 1.
The hydraulic pumps take fluid from the reservoirs to power the services. Fluid is returned
to the reservoirs from the services. A synthetic fire resistant fluid is used: Type IV
phosphate ester fluid.
The air space above the hydraulic fluid is pressurised to a nominal 50 psi. The air is
pressurised by the associated engine. The reservoir air can be pressurised by a ground
supply. A pressure gauge, relief valve and ground charging point are attached to each
reservoir. Low air pressure is indicated by an AIR LO PRESS annunciator for each system
on the flight deck hydraulic panel.
Reservoir fluid quantity can be determined from a sight glass on each reservoir. Quantity
indicators are on the flight deck hydraulic panel.
Low fluid quantity is indicated by a LO QTY annunciator for each system on the flight deck
hydraulic panel. Level switches are used to drive the quantity indicators and the LO QTY
annunciators.
Negative g traps ensure that fluid is supplied to both engine pumps and the ac pump under
conditions of negative-g.
Excessively high reservoir fluid temperature is indicated by a HI TEMP annunciator for
each system on the flight deck hydraulic panel.
Figure 3.1 - Reservoirs
Bursttng
disc
Manual
release
lover
Ground air
Air pressure
charging point
gauge
FCOM:V1-002
Green reservoir
Sight-glass
Yellow reservoir
Nov 01 / 09
HYDRAULIC SYSTEM
Reservoirs
Chapter 14 Topic 3
Page2
Structure
Figure 3.2 shows cutaway three-dimensional drawings of the reservoir viewed from the
rear showing the tank empty and with the reserve quantity of fluid. Figure 3.3 shows a
two-dimensional section of the reservoir looking aft.
Internally, the reservoir is in two parts. One part is the volume contained by the negative-g
trap; the other is the volume outside the negative-g trap. Fluid transfers between the
outside volume and the negative-g trap via a transfer pipe. The pipe is outside the trap
and is connected to the trap on the lower part of the rear wall. Fluid leaves the trap via a
main suction pipe. The suction pipe inlet is well above the floor of the trap. The heights of
the suction pipe and the transfer pipe inlet and outlet ensure that there is enough fluid in
the trap under both negative and positive g.
Fluid outside the trap below the level of the top of the transfer pipe cannot enter the trap.
This is the reserve volume; it is the volume below the red dotted line in Figure 3.3; the
reserve volume is shown in the right hand drawing of Figure 3.2.
The main suction pipe supplies the associated engine pump; additionally, the yellow main
suction pipe supplies the ac pump.
Fluid leaves the vol ume outside the trap via a reserve suction tube. The green reserve
tube supplies the PTU and the yellow reserve tube supplies the de pump.
There are two return pipes: a main return pipe connected to the trap and a reserve return
pipe connected to the volume outside the trap.
The yellow reserve return is used by the yellow brakes and the emergency gear lowering
assister jack. All other yellow services return fluid via the main return pipe.
The green reserve return is used to return fluid from the normal gear selection lines to the
reservoir when the gear is lowered using the emergency lowering system. A pressure
relief line from the green spoilers returns fluid through the green reserve return. All other
green services return fluid via the main return pipe.
The fluid returning through each main return pipe passes through a return filter before
entering the reservoir. If a return filter becomes partially clogged, a red button on top of the
filter protrudes above the top surface of the filter. The button is normally flush with the filter
surface. If the filter becomes blocked, a filter bypass opens to return fluid to the reservoir.
A reservoir filling connection is immediately upstream of the filter. The reservoir is normally
filled with the reservoir pressurised.
Photographs of the filters and the filling points are given in FCOM V1 , Chapter 14, Topic
4, Figure 4.6; the partially clogged indicators are shown in FCOM V1 , Chapter14, Topic 4,
Figure 4.7.
Fluid High Temperature
Fluid high temperature can be caused by abnormal internal leaks within a system. Each
system has a high temperature switch in the main suction line from the associated
reservoir. The temperature switch illuminates the annunciator when the temperature of the
fluid rises above 900C; the annunciator goes off when the fluid temperature falls below
800C.
FCOM:V1-002
Nov 01 /09
HYDRAULIC SYSTEM
Reservoirs
Chapter 14 Topic 3
Page3
~- Air
u"lsertecl here
-"5---_,~J~..,:
supply
port
Negatlve-g
trap
Transfer
pipe
Reserve
return pipe
t
Main suctton pipe
Rear wall or
negalive-g trap
Reserve Outd
>
>
>
>
>
Filter
>
>
Filling point
Main suction pipe:
>
>
HI TEMP
FCOM:V1-002
Temperature
switch
Nov 01 / 09
Chapter 14 Topic 3
Page 4
HYDRAULIC SYSTEM
Reservoirs
Air Supply
The reservoirs can be pressurised from a ground supply or from engine air. Engine 2
supplies lhe yellow reservoir and engine 3 the green reservoir. The air supply is shown
schematically in Figure 3.4; the air supply components on the reservoir are shown in Figure
3.1 .
The engine supply is taken from upstream of the engine air valve; so the engine air switch
has no effect on lhe reservoir air supply. A pressure regulating valve regulates the
pressure to 50 psi. The regulated supply passes through a non-return valve and lhen on to
the reservoir. A relief valve on the reservoir contains an outward relief valve, an inward
relief valve and a bursting disc.
The outward relief valve protects against overpressure by relieving excess air through an
external vent below lhe hydraulic bay. If the outward relief valve fails to relieve the
pressure, the bursting disc ruptures; thus the reservoir air supply is vented into the bay.
If reservoir pressure becomes significantly less than hydraulic bay pressure, air flows from
the bay into the reservoir through the inward relief valve.
When a lever on top of the relief valve is pressed down, the reservoir air pressure is
relieved through the external vent. The lever is used to depressurise the reservoir for
maintenance purposes.
Figure 3.4 - Reservoir Air Supply
Air pressure
gauge
Engine 3
AIR LO
PRESS
regulating valve
Engine 3
air valve
Relief valve:
> Overpressure
>- Inward relief
>- Manual release
Downstream
services
Ground charging
point
Reservoir
vent
Engine 2
air valve
AIR LO PRESS
given if reservoir air
Engine 2
Pressure
regula ting valve
11
FCOM:V1-002
non-return valve
AIR LO
PRESS
Ground charging
point
Nov 01/09
HYDRAULIC SYSTEM
Reservoirs
Chapter 14 Topic 3
Page 5
The air pressure in the reservoir is shown on a gauge on each reservoir. When the
reservoir is fully charged, the air pressure should be 50 3 psi.
There are two AIR LO PRESS annunciators on the flight deck hydraulic panel: one for the
yellow reservoir and one for the green reservoir. Each annunciator is signalled by a low
pressure switch in its associated reservoir. There is a delay after the green
AIR LO PRESS annunciator illuminates before CWP attention getting is given.
When the flaps, gear and airbrakes are operated together on the approach, a large volume
of fluid is taken from the green reservoir. Thus the air pressure drops in the reservoir,
possibly below the low pressure switch setting. The air supply system takes some time to
repressurise the reservoir. At low values of N2 , the air supply pressure is significantly lower
than 50 psi. Therefore, it is possible to have a nuisance green AIR LO PRESS
annunciation on the final approach although the probability is much reduced by the
pressure switch settings (for both systems). Also, the probability of nuisance attention
getting is reduced because of the 30 second delay between the illumination of the green
AIR LO PRESS annunciator and CWP attention getting.
Green Sight-glass
The labelling on the reservoir sight-glass is shown in Figure 3.5. The green band indicates
an acceptable level of fluid and the red band below the green band indicates too little fluid
in the reservoir. If the level is in the red band above the green band, the reservoir is
overfilled.
The reservoir markings apply when the green system pressure is zero, the flaps are up, the
gear is down, the lift spoilers are in and the airbrakes are retracted.
FCOM:V1-002
Nov 01 /09
HYDRAULIC SYSTEM
Reservoirs
Chapter 14 Topic 3
Page6
i-v 1-14-00029
FCOM:V1 -002
Nov 01 /09
HYDRAULIC SYSTEM
Reservoirs
Chapter 14 Topic 3
Page 7
FCOM:V1-002
Nov 01 /09
HYDRAULIC SYSTEM
Reservoirs
Chapter 14 Topic 3
Page a
Yellow Sight-glass
There are two standards of labels for the yellow sight-glass; they are shown in Figure 3.6.
They are subdivided into aircraft with only one accumulator (the brake accumulator) and
aircraft with two accumulators (the brake and airstairs accumulators).
The single accumulator sight-glass has two green bands with a red band below the lower
green band and a red band above the upper green band. The upper green band indicates
an acceptable quantity with the accumulator discharged; the lower green band indicates an
acceptable level with the accumulator charged.
The dual accumulator sight-glass has three green bands and a red band below the lower
green band. The upper green band indicates an acceptable level with both accumulators
discharged. The middle green band indicates an acceptable level with one accumulator
charged and the other discharged. The lower green band indicates an acceptable level
with both accumulators charged.
The reservoir markings apply when the yellow system pressure is zero, the flaps are up
and the lift spoilers are in.
If the pressure in an accumulator is less than 2 000 psi, the accumulator is considered
discharged; if the pressure is 2 000 psi or greater, it is considered charged.
If the fluid level is below the associated green band, there is too little fluid in the reservoir.
If the fluid level is above the associated green band, the reservoir is overfilled.
FCOM:V1-002
Nov 01 /09
HYDRAULIC SYSTEM
Reservoirs
Chapter 14 Topic 3
Page9
o::w
W-.J
>-.J
au:
(/)
(.)
<
(/)
(.)
<
~J: -1
t-0 -1
o!!l ::l
mo u.
...J
wo ..J
ZJ: ;:)
oo u.
-I
(/)
0
0
<
i:o -1
OJ: =>
mo u.
a.. a.
0;::,
....
FCOM:V1-002
Nov 01 / 09
HYDRAULIC SYSTEM
Reservoirs
Chapter 14 Topic 3
Page 10
FCOM:V1-002
Nov 01 /09
HYDRAULIC SYSTEM
Reservoirs
Chapter 14 Topic 3
Page 11
When the green system is pressurised, the green accumulator is filled with fluid and
so the green reservoir content is reduced.
When the gear is up, the amount of fluid in the reservoir is higher than with the gear
down because there is a difference in volume between the up and down sides of
the jacks.
Figure 3.7 - Qu antity Schematic
Hydraulic fluid
LDQTY
Level~
switches
Negative g
trap
Amber mark:
)>
Level just below top of top-up red band
FCOM:V1-002
Nov 01 / 09
HYDRAULIC SYSTEM
Reservoirs
Chapter 14 Topic 3
Page 12
FCOM:V1-002
Nov 01 /09
General
The main power supply is derived from the two engine-driven pumps and the two auxiliar y
pumps: the PTU and the ac pump. A schematic of hydraulic power generation is given
in Figure 4.1 .
System Pressure
The nominal system pressure is 3 100 psL A pressure gauge for each system is on the
flight deck hydraulic panel. Pressure is sensed from a point downstream of both the
engine-driven pump and the auxiliary pump ; the point is upstream of all the services.
The engine pumps and the ac pump vary their flow to meet the system demand while
attempting to maint ain system pressure. With no system demand, the engine pump
pressure is nominally 3 100 psi and the ac pump pressure is nominally 3 000 psi. Due to
gauge and pump tolerances, the acceptable indicated values are 2 900 psi to 3 100 psi for
the ac pump and 2 900 to 3 200 psi for the engine pumps.
When services are operated, the system pressure may drop: up to a few hundred psi if the
demand is high.
The PTU changes its speed to satisfy the system demand. When the PTU is pressurising
the green system or supporting system operation, it runs at high speed. The behaviour is
described under PTU in this topic.
A pressure relief valve is at a point downstream of both pumps. It returns fluid to the
reservoir if either pump delivers pressure in excess of 3 500 psi.
There are t\vo LO PRESS annunciators on the flight deck hydraulic panel : one for the
yellow system and one for the green system. The yellow system annunciator senses the
same pressure as the gauge senses.
The green power supply divides into two parts: one supplies the standby generator and the
other the rest of the services. A green system isolation valve is closed when the standby
generator is running . The valve isolates all services except the standby generator from the
green supply. The green LO PRESS annunciator is downstream of the valve, but the
gauge sensor is upstream of the valve; the annunciator illuminates when the valve is
closed but the pressure gauge reading is 2 500 to 3 100 psi.
Engine-driven Pumps
Each engine-driven pump draws fluid from the main suction pipe of the associated
reservoir via an isolation valve. The valve is controlled by an associated ENG VALVE
switch on the flight deck hydraulic panel. If the valve is not in the position selected by the
flight deck switch, an associated ENG VALVE annunciator on the flight deck hydraulic
panel illuminates. If an inboard engine fire handle is operated, that engine's hydraulic
pump isolation valve is automatically closed; if the associated pump switch is on, the
associated ENG VALVE annunciator will illuminate.
When the isolation valve is shut, the pump is isolated from the reservoir; also the pump
inlet and outlet are connected to ensure that the pump is lubricated. In this condition, the
load on the engine is reduced: the valve is selected off for engine starting.
The output of the pump supplies the associated hydraulic services via a non-return valve.
FCOM:V1-002
Nov 01 / 09
HYDRAULIC SYSTEM
Main Power Generation
Chapter 14 Topic 4
Page 2
. . Filter
Main
return
V- Isolation valve
PRV- Pressure relief valve
ON
AC PUMP
HI TEMP
Pressure
switch
~
-I
ON
._,_.OFF
NIPS
Logic
AC PUMft
FAIL
Standby
generator
valve
Green
system
isolation
valve
Pressure
switches
LO PRESS
1-0 PRESS
FCOM:V1-002
ftTU
VALVE
System
pressure
gauges
Standby
generator
Nov 01/09
HYDRAULIC SYSTEM
Main Power Generation
Chapter 14 Topic 4
Page3
AC Pump General
The ac pump draws fluid from the main suction line of the yellow reservoir and supplies the
yellow services via a non-return valve. The pump is on the left wall of the hydraulic bay; it
is shown in FCOM V1 , Chapter 14, Topic 2, Figure 2.6.
The ac pump is driven by an ac electric motor. Electric power is supplied to the motor by
ac bus 1 via a contactor: the ac pump contactor. The contactor is controlled manually in
the basic aircraft. Automatic starting of the ac pump is available as an option.
The basic standard is shown schematically in Figure 4.1. The auto-start standard is shown
schematically in Figure 4.2.
A pressure switch downstream of the pump senses whether or not the pump is working.
An AC PUMP FAIL and an AC PUMP HI TEMP annunciator are on the flight deck hydraulic
panel.
AC Pump Automatic Start
A pressure switch is fitted between each engine pump's output and its non-return valve.
The contactor is controlled by these pressure switches and a three-position AC PUMP
switch: AUTO, OFF and ON.
At ON, the contactor is closed; at OFF, the contactor is open. If the switch is at AUTO and
either of the engine pump pressure switches senses a low pressure, the contactor closes
and is latched closed. Thus the pump will run and will remain running if the engine pump is
regained. The latch prevents cycling of the ac pump if engine pump pressure is varying
around the switch pressure setting; this might happen if the engine is windmilling.
If the engine pump is restored, the latch is removed by selecting OFF. AUTO can then be
reselected; the pump is then armed to start if an engine pump fails.
There is no flight deck indication that the pump has automatically started. Thus, if
engine 2 pump fails with the switch at AUTO, there will be no indication of the failure of
engine 2 pump.
FCOM:V1-002
Nov 01 /09
Chapter 14 Topic 4
Page 4
HYDRAULIC SYSTEM
Main Power Generation
The annunciator indicates that the pump is not working when it is switched ON or its
contactor is closed. The annunciator does not detect failure of the pressure switches to
control the contactor. The case of the contactor closed when it should be open is unlikely
to be detected.
Figure 4.2- AC Pump AUTO Start
With switch at AUTO, AC pump starts if low pressure
sensed at either engine driven pump outlet
AC PUMP FAIL given if:
)
Pump output pressure disagrees with contactor position
>- Switch is ON and AC pump outlet pressure is low
P- Pump
M- Motor
v- Isolation valve
~ Non return valve
Pressure switch
AC PUMP
FAIL
1+----.
Standby
generator
AC
AC pump
Contactor
PUMP
AUTO
OFF
ON
System
pressure
gauges
AC PUMP
valve
HI TEMP
LOPRESS
AC PUMP HI TEMP given if
pump motor becomes too hot.
On ground, pump turned off
and latched off
LO PRES$
FCOM:V1-002
Nov 01/09
HYDRAULIC SYSTEM
Main Power Generation
Chapter 14 Topic 4
Page 5
AC Pump Cooling
The ac pump electric motor is cooled by a fan mechanically driven by the motor.
The AC PUMP HI TEMP annunciator illumin ates if the ac pump electric motor is too hot; if
the aircraft is on the ground, the AC pump will be turned off and latched off. The latch is
reset by selecting the AC PUMP switch to OFF.
The ac pump is cooled and lubricated by hydraulic fluid; the cooling and lubricating fluid is
returned to the yellow reservoir via a heat exchanger. A schematic of the cooling system
and a photograph of the heat exchanger are shown in Figure 4.3.
The heat exchanger is in the left gear bay. An electrically driven fan within the heat
exchanger draws air from the gear bay to cool the hydraulic fluid. The fan is supplied by
ac bus 1.
Some aircraft have a temperature switch in the line between the ac pump and the heat
exchanger. If the temperature switch is not fitted , the fan runs whenever the ac pump runs.
If a temperature switch is fitted, the fan runs if both the following conditions occur:
P Pump
M- Motor
----
r .. ...........
AC pump heat
exchanger
V- Isolation valve
Non return
val~
Optional
temperature
switch
~p
AC pump
FCOM:V1-002
Gear
assister
Yellow services
jack
Nov 01 / 09
HYDRAULIC SYSTEM
Main Power Generation
Chapter 14 Topic 4
Page6
PTU General
The PTU is a hydraulic pump in the green system mechanically driven by a hydraulic motor
in the yellow system.
The PTU pump draws fluid from the reserve suction pipe of the green reservoir and
supplies the green services via a non-return valve.
The PTU motor is powered by the yellow system via a PTU isolation valve. Either engine 2
pump or the ac pump can drive the PTU. The de pump cannot drive the PTU. If the main
yellow system is depressurised, the PTU cannot run.
The PTU valve is controlled by an associated PTU VALVE switch on the flight deck
hydraulic panel. If the valve is not in the position selected by the flight deck switch, an
associated PTU VALVE annunciator on the flight deck hydraulic panel illuminates.
The PTU is manufactured by ABEX. It is fitted on the floor of the hydraulic bay below and
forward of the hydraulic reservoirs. The PTU is shown in Figure 4.4.
Figure 4.4 - The PTU
i-v 1- 14-lVliHf\
FCOM:V1-002
Nov 01/09
HYDRAULIC SYSTEM
Main Pow er Generation
Chapter 14 Topic 4
Page 7
PTU Pressure
The PTU runs at high speed until it reaches a cut-out pressure; the PTU then runs at low
speed while the green system pressure decays; when a cut-in pressure is reached the PTU
again runs at high speed and the cycle is repeated. The cycle is shown in Figure 4.5.
On some ABEX PTUs, the cut-in pressure is close to the cut-out pressure. In this case,
the indicated pressure is constant and the PTU makes a gentle "cogging" noise. This
situation is acceptable. However, if the pressure remains constant and the PTU makes a
loud harsh noise, there is a problem with the PTU, the green system or a green service.
When the PTU is supporting system operation it runs at a high speed, normally at a
pressure between the cut-in and cut-out values.
Figure 4.5 - PTU Cycle
Cut-out pressure
Cut-in pressure
iV1 -14-00035
Pressure Filters
There is a pressure filter in each main pressure line. In the yellow system, the filter is
downstream of both the engine 2 pump and the ac pump. In the green system the filter is
downstream of both engine 3 pump and the PTU. The filters are upstream of their
respective services.
The filters are shown schematically in Figure 4.1 ; photographs are in Figure 4.6.
If a pressure filter becomes partially clogged, a red button on top of the filter protrudes
above the top surface of the filter. The button is normally flush with the filter surface.
The filters are provided by two manufacturers; one provides a t ranslucent plastic cover
above the button, the other does not. Those filters with a plastic cover require more care
when checking to see if the red button is protruding. The two standards are shown
in Figure 4.7.
FCOM:V1-002
Nov 01 / 09
HYDRAULIC SYSTEM
Main Power Gener ation
Chapter 14 Topic 4
Pages
Green rerum
fil ter
Green
pre~sure
filter
Green reservoir
Yellow reservo-ir
Button in
Button in
Button out
Button out
FCOM:V1-002
Nov 01/09
General
The reserve section of the yellow reservoir and the de pump together provide a back-up
hydraulic system.
The back-up system supplies just the yellow brakes and the emergency gear lowering
assister jack.
A schematic of the back-up hydraulic system is shown in Figure 5. 1.
DC Pump
The de pump is on the left wall of the hydraulic bay; it is shown in FCOM V1, Chapter 14,
Topic 2, Figure 2.6.
The de pump is a hydraulic pump driven by a de motor. The motor is supplied by the
emergency de bus via a remotely controlled circuit breaker. The circuit breaker acts as a
switch and is remotely controlled by either:
The DC PUMP switch has three positions: ON, OFF and BATI. The switch is
spring-loaded from ON to OFF. A baulk has to be removed to select BATI.
The ON position is used for topping up the brake accumulator; the BATT position is used
when continuous operation of the pump is required: for example, during landing after failure
of both main hydraulic systems.
At ON or BATT, the de pump is supplied by the emergency de bus.
The brake selector is shown in Figure 5. 1. The brake selector allows braking to be
selected from the yellow system or the green system. Additionally, an EMERG VEL
selection is available. At EMERG VEL:
The pump adjusts its flow to meet the system demand. When there is no demand, the
pump pressure is nominally 3 000 psi.
It takes about 30 seconds to charge the brake accumulator from empty to full with the
de pump. If the parking brake is applied, the pump pressure can be monitored on the
yellow brake pressure gauge. The pressure gradually rises during charging; when charging
is complete there is an abrupt change in noise from the pump. Owing to gauge and pump
tolerances, the acceptable indicated values are 2 900 psi to 3 100 psi once the brake
accumulator is fully charged with the pump running.
A pressure relief valve just upstream of the brake accumulator provides thermal relief for
the accumulator and protection against overpressure from the de pump. The relief valve
FCOM:V1-002
Oct 31/13
HYDRAULIC SYSTEM
Back-up System
Chapter 14 Topic 5
Page2
Pressure Filter
There is a pressure filter just downstream of the pump. The filter is upstream of the assister
jack and the brakes. The filter is shown schematically in Figure 5. 1. and photographically
in FCOM V1 , Chapter 14, Topic 4, Figure 4.6.
If the filter becomes partially dogged, a red button on top of the fi lter protrudes above the
top surface of the filter. The button is normally flush with the filter surface. There are two
standards of indicator, one with a plastic cover and one without: see FCOM V1 , Chapter
14, Topic 4, Figure 4.7. It is not quite so easy to see the one with the plastic cover.
FCOM:V1-002
Oct 31 /13
HYDRAULIC SYSTEM
Chapter 14 Topic 5
Page3
Back-up System
Figure 5.1 -Back-up Hydraulic System
P- Pump
M- Motor
V - Isolation valve
PRV- Pressure reBer valve
j;]
-
Reservoir
lilhng point
Main
return
.f@il
At EMERG YEL
, DC pump runs
Anllskid turned o ff
IEMERG DC l
Othe.r yellow servioes
Remotely
cootmlled drc1.it
breaker
Emergency gear
PUMP
EMERG VEL
selector
Yellow brake
Pressure
switch
~_:; ___,
L..I_ _ _
Yellow 1)(8kes
FCOM:V1-002
Oct 31 /1 3
HYDRAULIC SYSTEM
Back-up System
Chapter 14 Topic 5
Page4
FCOM:V1-002
Oct 31 / 13
General
Details of each hydraulically operated service are given in the associated system chapter.
Yellow Services
The yellow system supplies the following services:
One of the two flap motors.
Green Services
The green system supplies the following services:
The airbrake.
cabin air.
FCOM:V1-002
Nov 01 / 09
HYDRAULIC SYSTEM
Services
Chapter 14 Topic 6
Page2
The standby generator is automatically signalled to run if main ac power is lost. The
standby generator can also be manually signalled to run. In either of these cases:
The standby generator valve opens; thus hydraulic fluid passes to the motor and
the air valve actuator.
The green system isolation valve closes; thus all other green services are lost.
A governor controls the speed of the motor so that the ac frequency is maintained
within limits.
To start and run, the generator requires engine 3 pump. If engine 3 N2 is less than 70%,
the yellow system is required to assist the standby generator to start through the PTU. The
standby generator is unlikely to start or continue running if the only green system pump
available is the PTU.
The standby generator requires a high flow rate when it starts. The accumulator augments
the flow rate from the green pumps to ensure that the starting requirement is met.
FCOM:V1-002
Nov 01 /09
HYDRAULIC SYSTEM
Services
Chapter 14 Topic 6
Page3
P - Pump
Pressure
M- Motor
switch
V - Isolation valve
Non retum valve
Heat
exchanger
PTU
Cabin ar
Air
Overboard
Standby
generator valve
Pressure
gauge (
-.....
'&
f+-- -.-
Green system
STBYGEN
isolation valve
Other services
FCOM:V1-002
Standby
generator
H LOPRESS
run
signal
Nov 01 / 09
HYDRAULIC SYSTEM
Services
Chapter 14 Topic 6
Page4
FCOM:V1-002
Nov 01 /09
Chapter 14 Topic 6
Page 5
HYDRAULIC SYSTEM
Services
Standby Generator
The generator and its valve is shown in Figure 6.2. The standby generator valve can be
locked closed to prevent the generator running during ground maintenance. This is done
by a button on the valve. The button is pulled out to close the valv-e.
Figure 6.2- Standby Generator and Valve
Green accumulator
bay door
Standby generator
Button
0111 14-00032
FCOM:V1-002
Nov 01 / 09
HYDRAULIC SYSTEM
Services
Chapter 14 Topic 6
Page6
FCOM:V1-002
Nov 01 /09
General
The hydraulic system panel is part of the overhead panel. All annunciators, indicators and
controls are on the panel. The panel is shown in Figure 7.1. The left side of the panel is
associated with the yellow system and the right with the green system. A section of the
overhead panel is dedicated to the hydraulic system circuit breakers. They are shown
in Figure 7 .2.
Whenever an annunciator illuminates on the hydraulic panel, a HYD t caption illuminates
on the CWP, the caution lamps flash and the single chime sounds. The HYD 1' caption
and attention getting are delayed for some annunciators to prevent nuisance attention
getting. For example, ten seconds for the valve captions so that attention getting is
inhibited while the valves are changing position.
System Pressure
A pressure gauge for each system indicates the associated system pressure. When power
is lost to the gauge , the pointer is a little below zero. On some gauges, this part of the
scale is marked OFF.
A LO PRESS annunciator for each system indicates that the pressure in the associated
system has fallen below 1 500 psi.
Reservoir Quantity
Quantity gauges indicate the amount of fluid in each reservoir. An amber line indicates
when the fluid level is at the top of the reservoir top-up band. When power is lost to the
gauge, the pointer is a little below zero. On some gauges, this part of the scale is marked
OFF.
A LO QTY annunciator for each system indicates that the fluid level is at or below the
reservoir reserve level. If quantity indicators are not fitted, the annunciator also illuminates
when the fluid is in the top up red band (only on the ground with the system
depressurised).
System High Temperature
A HI TEMP annunciator for each system indicates that the fluid leaving the associated
reservoir is too hot.
Reservoir Air Pressure
An AIR LO PRESS annunciator for each reservoir indicates that the air pressure in the
associated reservoir is too low.
Engine Pumps
A switch is provided for each engine driven pump isolation valve: ENG 2 PUMP and
ENG 3 PUMP. An annunciator is provided for each valve: ENG 2 VALVE and
ENG 3 VALVE respectively. The annunciators indicate that the associated valve is not in
the position selected by its switch.
PTU
A switch and annunciator are provided for the PTU valve. The PTU VALVE annunciator
indicates that the valve is not in the position selected by the PTU switch.
FCOM:V1-002
Nov 01/09
HYDRAULIC SYSTEM
Flight Dec k
Chapter 14 Topic 7
Page 2
AC Pu mp Switc h
The ac pump is controlled by a three position switch. At AUTO, the pump will run if either
engine-driven pump fails.
AC Pump Failure
An AC PUMP FAIL annunciator indicates that the pump output pressure does not agree
with the electric command to the pump.
AC Pump Overheat
An AC PUMP HI TEMP annunciator indicates that the ac pump electric motor is too hot.
DC Pu mp Control
The de pump is controlled by a three-position DC PUMP switch. The switch is spring
loaded from ON to OFF. A baulk has to be removed to select BATT.
Brake Accumulator Low Pressure
A BRK ACC LO PRESS annunciator indicates that the brake accumulator pressure is less
than 2 500 psi.
Figure 7.1 -Hydraulic Panel
1-v1 - t -00033
FCOM:V1-002
Nov 01 /09
HYDRAULIC SYSTEM
Flight Deck
Chapter 14 Topic 7
Page3
The hydraulic system circuit breakers are close to the left edge of the overhead circuit
breaker panel. Circuit breakers are provided for:
The yellow quantity indicator and all the yellow system annunciators except the
BRK ACC LO PRESS (F1 ).
The green quantity indicator and all the green system annunciators (F2).
FCOM:V1-002
Nov 01 /09
HYDRAULIC SYSTEM
Flight Deck
Chapter 14 Topic 7
Page 4
MDC
26MAC
BRK
BRK
ACC
PRESS
LO PRESS
WARN
YEL
MDC
MDC
ENG2
PUMP
VALVE
ENG 3
PUMP
VALVE
INO
soc
2
PTU
VALVE
FUEL
soc
soc
AC1
MDC
1/2
1/2
AC
PUMP
DC
PUMP
YEL
GRN
WARNS WARNS
HYD
1
FCOM:V1 -002
2
AVRO 146-RJ Series
3
Nov 01 /09
The System
There are two hydraulic systems: yellow and green. They are shown schematically
in Figure 8.1. All switches and indicators are on the HYDRAULIC panel.
A pressure gauge is provided for each system. A LO PRESS annunciator for each system
indicates that the associated system pressure is low.
Each system has a fluid reservoir pressurised by engine air: engine 2 for the yellow
reservoir and engine 3 for the green reservoir. An AIR LO PRESS annunciator for each
reservoir indicates that the air pressure in the associated reservoir is low.
A HI TEMP annunciator for each reservoir indicates that the fluid temperature is high.
Quantity indicators show reservoir fluid content. A LO QTY annunciator for each reservoir
indicates that the associated reservoir fluid quantity is low.
Each system has an engine driven pump and an auxiliary pump. The pumps draw fluid
from the associated reservoir to provide fluid at a nominal 3 1oo psi to operate an
associated group of services. Either of the pumps within a system can satisfactorily
operate the associated hydraulic services with one exception: the STBY GENis unlikely to
start and run if the PTU is the only available green system pump.
Pumps
Engine 2 drives the pump in the yellow system and engine 3 drives the pump in the green
system. Each pump can be isolated from its reservoir by a valve controlled by the
associated ENG PUMP switch. An associated ENG VALVE annunciator indicates that the
valve is not in the position selected.
The yellow auxiliary pump is the ac pump; an electric motor, supplied by ac bus 1, drives
the pump. When the pump switch is set to AUTO, the pump will automatically start if either
engine driven pump output pressure falls below 1 500 psi.
An AC PUMP FAIL annunciator indicates that the pump output pressure does not agree
with the electric selection.
An AC PUMP HI TEMP annunciator indicates that the electric motor temperature is high.
The green auxiliary pump is the power transfer unit (PTU). The PTU consists of a pump in
the green system mechanically driven by a hydraulic motor powered by the yellow system.
The motor can be isolated from the yellow system by a PTU valve. A PTU switch controls
the valve and a PTU VALVE annunciator indicates that the valve is not in the position
selected.
The yellow system has a pump driven by a de electrical motor: the de pump. EMERG DC
supplies the motor. The pump takes fluid from a protected part of the reservoir and can
only power the main gear assister jack and the yellow brakes.
FCOM:V1-002
Nov 01 / 09
HYDRAULIC SYSTEM
Summary
Chapter 14 Topic 8
Page 2
p- Pump
ENG 2 AIR
M- Motor
V - Isolation valve
+ Non return valve
AIR l.C'
PRES~
, ~
Otlanllty
1 gauges
l.OQTY
ENGl
VALVE
PTlJ
VALVE
PTU
STBY
FAIL
t---...
System
pressure
gauges
Flap motor
valve
Flap asymmetry
brakes
Emergency gear
Rudder actuator
Rudder actuator
Roll spoilers
Airbrake
Brakes
FCOM:V1 -002
Gear and
Nosewtleel
steering
Qs~ra~kes
~}--J
Nov 01 /09
HYDRAULIC SYSTEM
Summary
Chapter 14 Topic 8
Page3
Accumulators
The basic aircraft has one accumulator per system. The yellow accumulator stores fluid for
just the yellow brakes and can be pressurised by any one of the three yellow pumps. If the
accumulator pressure is less than 2 500 psi, a BRK ACC LOW PRESS annunciator lights.
The green accumulator stabilises the PTU flow and assists in starting the STBY GEN.
Standby Electrical Power
When the STBY GEN runs, the green system isolation valve cuts off the pressure supply to
the other green services. In this case, the system pressure gauge will show 2 500 to
3 100 psi, but the green LO PRESS annunciator will light.
FCOM:V1-002
Nov 01/09
HYDRAULIC SYSTEM
Summary
Chapter 14 Topic 8
Page4
FCOM:V1-002
Nov 01 /09
Topic 1 - Overview
Protected Items ....... .. . .. .. .. ... ... .. .. .. .. ... .. .. ... . .. . .. .. ... .. . .. ... .. .. ... .. .. .. .. ... .. . .. ... .. ... .. .. .. .. .. .. .. .... .
Ice Detection .. ..... ... . .. .. .. ... .. .. .... .. ... .. .. .. .. .... .. . .. .... .. .. ... ... .. .. .. .. .. ..... .. .. . .. ... .. .... ... .. .. ... ... ... ..
Overhead Panels .... ...... ........... ..... ...... ...... ... ........ ..... ...... ..... ............ ..... ...... ..... ........... ..
Engine Ice Protection Panel......................................................................... .................
Airframe Ice Protection Panel . ... .......... ... ......... ... .......... ...... ... .......... ... ......... ... .......... ....
Windscreen Wipers and Windscreen Wash Controls ............ ............ ........ .......... .........
CWP Ice Protection Captions....................................................................... .................
CSP Ice Protection Captions.................. .......................................... .. ...........................
Circuit Breakers.. ....................... ........ .... ......... .... ................... ........ ..... ............ ...... .........
1
1
2
4
6
8
1o
10
12
3
5
7
9
11
11
13
3
3
5
7
9
Topic 4- Windscreens
Overview ...................................................................................................................... .
Windscreen Heat Flight Deck Controls and Indications.. ........................ ...... ................
Windscreen Heating......................................................................................................
Windscreen Wash.......................................... ...............................................................
Windscreen Wipers .......................................................................... .............................
3
5
7
FCOM:Vt-002
Nov 01 / 09
3
3
Chapter 15 TOC
Page2
5
7
9
11
1
1
3
3
Power Supply................................................................................................................
Heated Items.................................................................................................................
1
1
FCOM:V1-002
Nov 01 /09
1
3
Protected Items
Ice protection is provided by hot air derived from the engine HP compressors, hot oil from
the engines and by electrical heaters.
Hot air from the engines is used to:
The engine splitter lip. The splitter divides the flow from the engine fan into the
core and bypass flows.
Hot oil from the each engine is used to protect the fan spinner from ice accretion.
Electrical heaters are provided for:
An electrically powered windscreen wash system is provided for the two A screens. Each
A screen has an electrically powered windscreen wiper.
Ice Detection
An electrically powered rotary ice detector is fitted to the left side of the nose. When ice is
detected, an amber ICE DETECTED caption illuminates on the CWP.
FCOM:V1-002
Nov 01 / 09
Chapter 15 Topic 1
Page2
Overhead Panels
There are two ice protection panels on the overhead panel: one for the engines and one for
the airframe. The two panels are shown in Figure 1.1.
The engine ice protection panel is the bottom section of the engines panel.
The top part of the airframe ice protection panel contains switches and annunciators for:
The switches and annunciators for the wing and tail ice protection.
OR
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 1
Page3
'\
'\\ \
7717
I~~
t-r--1
"UI,l
I ,1
~-tt
I N
""" TMP
FCOM:V1-002
o\
J:
I'll J!
II.~ IA.Il
.. .
..
lo.lt
~4
r~
o'.l.,~[
HJMI.Aii
l Pll
.. - ~
F .4 _
~ ~.t.l'\r~<TJ~I A
II I'll I
~PT ~AI_
Nov 01 / 09
Chapter 15 Topic 1
Page4
FCOM:V1-002
Oct 31 /13
Chapter 15 Topic 1
Page 5
i-v1-15-00002
FCOM:V1-002
Nov 01 / 09
Chapter 15 Topic 1
Page6
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 1
Page 7
i-v1-15-00009
FCOM:V1-002
Nov 01 / 09
Chapter 15 Topic 1
Page a
The Windscreen wiper and windscreen wash controls are at the bottom of the overhead
panel. They are shown in Figure 1.4.
There are two windscreen wiper switches: one for the left windscreen wiper and one for the
right windscreen wiper. Each switch has three positions: OFF, SLOW and FAST. At OFF,
the wiper automatically parks at the bottom of the screen.
There are two windscreen wash pushbuttons: one for the left screen and one for the right
screen.
On some aircraft there are two rain repellent buttons: one for the left screen and one for
the right screen. The rain repellent buttons are inoperative.
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 1
Page9
~ (!)
11>;:1:'
r-
4--- ~ ~-
Cil~
-g
:I
~-
O'Q,
C: VI
:; n
=:::~
<DC.
:I VI
...
O'(il
c:
Cil
:I (!)
:I
(')
(!)
:;:I
0 ..,
:I !!!.
:I
CJr-
~ (!)
- ;:1:'
"0 ~
(!) :I
-
..,
VI C.
~ VI
- .,
..... (')
(') (I)
:I' (!)
:I
;:o
~ 10'
- :I'
"0
...
~
..,(!) -
VI :I
~ c.
- - VI
.....
(')
:I'
..,
(')
CD
(!)
:I
;:o
~ 10'
II> ~
~ ~-
0':::1
c:
14-- - ,..
c.
VI
s r:
:I (!)
(!)
:::1
FCOM:V1-002
i-v1-1500004
Nov 01 / 09
Chapter 15 Topic 1
Page 10
i.
ICE PROT
ICE DETECTED.
OR
The ICE DETECTED caption illuminates if the rotary ice detector detects icing conditions.
The WING NOT DE-ICED caption illuminates when:
The flaps are selected to 18 and the OUTER W ING ANT-ICE switch is ON.
BUT
The SCRN HEAT SEL OFF caption illuminates if either SCRN HEAT switch is at OFF.
The ENG A ICE ON caption indicates that:
OR
The WING/TAIL A ICE ON caption indicates that one or more of the six airframe ice
protection valve are open.
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 1
Page 11
i-v 1-15-00006
FCOM:V1-002
Nov 01 / 09
Chapter 15 Topic 1
Page 12
Circuit Breakers
The flight deck circuit breakers are shown in Figure 1.6.
There are two left windscreen heater circuit breakers. L SCREEN HEAT A (C24) provides
the power to heat the left A screen.
L SCREEN HEAT CTRL A (C26) provides power to control the left A screen. The L
SCREEN WIPER circuit breaker (C27) supplies power for the left windscreen wiper.
There are two circuit breakers for the auxiliary pitot heater. AUX PITOT HTR WARN (024)
supplies the auxiliary pitot heater failure annunciator. The AUX PITOT HTR circuit breaker
(025) supplies the auxiliary pitot heater.
The L PITOT HTR (026) circuit breaker supplies power to the left pitot heater.
The L RAIN REPEL circuit breaker (027) supplies power for the rain repellent system.
There are two stall vane heater circuit breakers. L STALL VANE HTR (E24) supplies the
left vane heater. R STALL VANE HTR (E25) supplies the right vane heater.
There are two circuit breakers for the engine ice protection warnings. ENG INTAKE HI
PRESS WARN (E27) supplies the intake high pressure warning circuits for all the engines.
ENG ANT-ICE WARN+INOS (E26) supplies the all the engine valve not shut
annunciations, all the intake low pressure warnings and the CSP ENG A ICE ON caption.
There are three circuit breakers for the wing and tail ice protection. WING TAIL ANT-ICE
INNER (F25) supplies the power for both the inner wing valves and tail valve 2. WING
TAIL ANT-ICE OUTER (F26) supplies the power for both the outer wing valves and tail
valve 1. WING TAIL ANT-ICE WARN (F27) supplies all the valve NIPS warning circuits,
the CSP WING!TAIL A ICE ON indication circuit and the tail high temperature protection
and warning circuit.
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 1
Page 13
iV11500008
FCOM:V1-002
Nov 01 / 09
The leading edge of each wing and the leading edge of the tailplane are provided with hot
air for ice protection. The air supply is shown schematically in Figure 2.1 .
Ant-ice protection is provided for each wing leading edge and the tailplane leading edge.
Additionally, de-ice protection is provided for the inboard leading edge of each wing. There
are a few points on the wing leading edge that are not protected: the landing lamp, the
leading edge above each engine pylon, the runway exit/wing light and the navigation lamp.
An engine air valve must be open for its engine to supply the wing and tail ice protection
system.
There are two valves for each wing: an outer valve and an inner valve.
The left outer valve connects the left air supply, downstream of the engine air valves, to the
left wing ant-ice protection. The right outer valve con nects the right air supply, downstream
of the engine air valves, to the right wing ant-ice protection.
The left inner valve connects the left air supply, downstream of the engine air valves, to the
left wing de-ice protection. The right inner valve connects the right air supply, downstream
of the engine air valves, to the right wing de-ice protection.
The outer valves are controlled by the OUTER WING ANT-ICE switch on the flight deck
ICE PROTECTION panel.
The inner valves are controlled by the INNER WING DE-ICE switch on the flight deck ICE
PROTECTION panel.
There are two valves in the aircraft tail: tail valve 1 and tail valve 2.
Tail valve 1 connects the left air supply system, downstream of the engine air valves, to the
left and right tail leading edge.
Tail valve 2 connects the right air supply system, downstream of the engine air valves, to
the left and right tail leading edge.
Either engine on a wing can feed the tail ant-ice and the on-side wing ant -ice and de-ice.
With both tail valves open, the left and right sides are connected. If there is an asymmetry
in engine air supplies between the two wings, there will be a cross flow to the side giving
the least amount of flow.
If the APU air valve is open, the APU air supply can be directed to the wing and tail ice
protection ; however the APU air supply is not adequate for ice protection ; the APU air
valve must be selected OFF when the wing and tail ice protection is in use.
The ice protection valves are electrically motorised valves. If electrical power is lost to a
valve, it remains in its position at the time of loss of electrical power.
Each of the six ice protection valves has an associated NIPS annunciator on the airframe
ice protection panel.
FCOM:V1 -002
Nov 01 /09
Chapter 15 Topic 2
Page 2
TAIL
ANT-ICE
ON
NIPS annundatOI'
NIPS annunclator
ITall
ant-ke
kl -1 ~000t0
FCOM:V1-002
Nov 01/09
Chapter 15 Topic 2
Page3
The principle of wing and tail ice protection is shown in Figure 2.2.
Ice protection is provided for the wing leading edge and the tailplane leading edge by hot
air from the engine HP compressors.
The hot air enters the space behind the leading edges via piccolo tubes. The term piccolo
is used because the pipes have rows of holes like those on a piccolo. A piccolo is a small
flute.
Engine air enters a piccolo tube via the associated ice protection valve. The piccolo directs
the hot air on to the inner face of the leading edge.
The air in the wing leading edge exhausts through:
AND
A tube at the end of the leading edge. Air from the tube leaves the wing and
passes over the aileron horn balance.
The air from the tailplane leading edge exhausts through two louvered holes: one on the
top left of the fin and the other on the top right of the fin.
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 2
Page 4
The
FCOM:V1-002
..v1-15-00011
Nov 01 / 09
Chapter 15 Topic 2
Page 5
The left wing ice protection is shown schematically in Figure 2.3. The right wing ice
protection functions in the same way.
Each wing leading edge has an anteice piccolo tube running the whole length of the leading
edge. The ant-ice is in three sections:
An outer section running from just outboard of the outboard engine to the
navigation light.
An inner section between the wing root and the inboard engine.
The ant-ice piccolo tube is supplied with hot air via the on side outer wing ant-ice valve.
The outer portion of the ant-ice tube has three rows of holes running along the wing. The
holes direct air on to the inner face of the leading edge. One row directs air on to the
centre portion of the leading edge; another row directs air on to the upper surface of the
leading edge; the third row directs air on to the lower surface of the leading edge.
The middle section of the ant-ice tube has a row of holes over the whole of its length that
direct hot air on to the centre of the leading edge; at the sections inboard end, there are
also holes that direct air on to the top and bottom of the leading edge.
The inner section of the ant-ice tube has a row of holes over the whole of its length that
direct hot air on to the centre of the leading edge; at the sections inboard and outboard
end, there are also holes that direct air on to the top and bottom of the leading edge.
Each wing has two de-ice piccolo tubes: an upper tube and a lower tube. Each tube is
divided into two sections:
The de-ice piccolo tubes are supplied with hot air via the on side wing de-ice valve.
The upper de-ice piccolo tube directs hot air on to the upper surface of the leading edge;
the lower de-ice piccolo tube directs hot air on to the lower surface of the leading edge.
The three rows of holes on the outer section of the ant-ice piccolo tube protect the whole
outer leading edge.
When just wing ant-ice is used, the centre row of holes on the middle and inner section of
the ant-ice piccolo tube keep the centre section of the inner leading edge clear of ice. The
cleared strip is known as a parting strip. When the wing de-ice is turned on, the de-ice
tubes heat the lower and upper surfaces of the inner wing; the de-ice clears any ice from
the upper and lower surfaces of the leading edge.
There is no room to extend the de-ice tubes over the complete inner section. The inner
end of the middle ant-ice tube and each end of the inner ant-ice have three holes. These
portions direct air at the upper and lower leading edge as well as the centre leading edge.
When both the ant-ice and de-ice are on, the whole of the wing leading edge is protected.
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 2
Page6
ENG 2 AIR
ENG 1 AIR
VALVE
VALVE
Left inner
de-ice valve
Directs air to de-ice
piccolo tubes.
i
Bottom de-ice piccolo
tube section
Between the engines.
Bottom de-ice piccolo tube section
Between the wing root and engine 2.
Inner section of th e ant-ice piccolo tube
+
Ant-ice piccolo tube
The outer section protects the top, centre and
bottom of the leading edge from just outboard
of engine 1 to the wing tip.
The middle and inner sections protect the
centre of the leading edge:
~ Between engine 2 and the landing light.
AND
~ Between the wing root and engine 2.
FCOM:V1-002
Nov 01 / 09
Chapter 15 Topic 2
Page 7
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 2
Pages
ENG 1 AIR
VALVE
ENG2 AIR
VALVE
ENG 3 AIR
VALVE
ENG 4 AIR
VALVE
Tail
valve 2
FCOM:V1-002
Nov 01/09
Chapter 15 Topic 2
Page9
Wing and tail valve control are shown schematically in Figure 2.5.
The wing and tail valves are operated by electric motors. If electrical power is lost, the
valves remain in their position at the time of loss of power. The outer wing valves require
power from DC BUS 2. The inner wing valves require power from DC BUS 1. Tail valve 1
requires power from DC BUS 2. Tail valve 2 requires power from DC BUS 1.
If a wing valve is open when power is lost, then ice protection for the associated section
remains available, but it cannot be turned off. If a wing valve is closed when power is lost,
then ice protection for the associated section is not available.
If just one main DC busbar is lost when the tail valves are closed, one valve will remain
closed, but hot air to the tail plane can be switched on and off by the other valve. If just
one main DC busbar is lost and the tail valves are open, one valve will remain open; so
both side of the tail will be continually supplied with hot air while the on-side air supply
system is supplied with air.
If both main DC busbars are lost when the tail valves are closed, both valves will remain
closed and protection for the tail is lost. If both main DC busbars are lost when the tail
valves are open, both valves will remain open; so both side of the tail will be continually
supplied with hot air while an air supply is available.
Provided the associated busbar is powered and the valve is functional. the squat switches:
Will prevent the tail and wing valves from opening on the ground.
Will close a valve if the aircraft lands with the valve selected open.
Squat switch 1 controls the left wing valves and tail valve 1. Squat switch 2 controls the
right wing valves and tail valve 2.
A burst air supply duct on the left side of the aircraft is indicated by a L ZONE HI TEMP
annunciator on the AIR SUPPLY panel. A burst air supply duct on the right side of the
aircraft is indicated by a R ZONE HI TEMP annunciator on the air supply panel. The burst
duct protection is fully described in Topic 4 of Chapter 4.
If a high temperature is detected by any one of the left zone high temperature detectors,
the left wing valves and tail valve 1 are automatically closed. If a high temperature is
detected by any one of the right zone high temperature detectors, the right wing valves and
tail valve 2 are automatically closed.
A leak in the air supply duct in the fin is indicated by the TAIL HI TEMP annunciator on the
airframe ice protection panel. If a high temperature is detected in the fin leading edge,
both tail valves are automatically closed.
If a wing valve is open on the ground, the wing leading edge will overheat if the engine or
APU air supply is on. If either tail valve is open on the ground, the tailplane leading edge
will overheat if the engine or APU air supply is on. If a landing is to be made with a wing or
tail valve not closed, then the all the ENG AIR switches and the APU AIR switch must be
put to OFF before landing.
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 2
Page 10
DC BUS 1
Left outer
valve
control
DC BUS 2
Left inner
valve
control
Tail
valve1
control
Tail
valve 2
control
Right inner
valve
control
Right outer
valve
control
L ZONE
HI TEMP
R ZONE
HI TEMP
Squat switch 1
Left
outer
valve
FCOM:V1-002
Squat switch 2
Tall
valve 1
Tall
valve 2
Right
outer
valve
Nov 01 / 09
Chapter 15 Topic 2
Page 11
AND
BUT
The WING NOT DE-ICED caption only looks at switch positions; the caption logic knows
nothing about the wing valve position or the air supply status. Air supply status is indicated
on the valve air supply panel. Wing and tail valve positions are inferred from the ice
protection panel NIPS annunciators.
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 2
Page 12
Valve
position
Tail
valve 1
Valve
position
Right
outer
valve
Tail
valve 2
Valve
position
Valve
position
Valve
p osition
Valve
position
WING/TAIL
A ICE ON
i-v1-15.0001 5
Outorwlng
switch positlon
Flap lever
position
,
lnnor wing
switch positlon
AND
BUT
,. The INNER WING DE ICE SWitch 1s OFF
I
FCOM:V1-002
WING NOT
DE-ICED
I\11 15-000Hi
Nov 01 / 09
Chapter 15 Topic 2
Page 13
The two outer valves and tail valve 1 should operate correctly but without any NIPS
indication.
The two inner valves and tail valve 2 will remain at their positions at the time of loss
of DC BUS 1, but there will be no NIPS indication to indicate the failure.
The two inner valves and tail valve 2 should operate correctly and their NIPS
annunciators should function correctly.
The two outer valves and tail valve 1 will remain at their positions at the time of loss
of DC BUS 2.
The control relays for the outer valves will fail to the off position. The L and R
OUTER VALVE NIPS circuits will assume that the OUTER WING ANT-ICE switch
is at OFF regardless of the actual position of the switches. Thus the NIPS circuits
for the outer valves will not indicate correctly when the switch is at ON.
The control relay for tail valve 1 will fail to the off position. The TAIL VALVE 1 NIPS
circuit will assume that the TAIL ANT-ICE switch is at OFF regardless of the actual
position of the switch. Thus the NIPS circuit for tail valve 1 will not indicate correctly
when the switch is at ON.
The two outer valves and tail valve 1 remain at their position at the time DC BUS 2
was lost. The two inner valves and tail valve 2 remain at their position at the time of
loss of DC BUS 1.
All the NIPS annunciators will be out regardless of the position of the switches and
the valves.
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 2
Page 14
DC BUS 1
left outer
valve
control
Left Inner
valve
control
DC BUS 2
DC BUS 1
Tall
valve 1
control
Tall
valve 2
control
Right Inner
valve
control
Right outer
valve
control
Valvo
Valva
Valve
Val'le
Valvo
Valvo
seloeted
selected
selected
selected
selected
selected
position
position
position
position
position
position
NIPS Logic
Valve
position
Valve
po.sition
Valve
position
Valve
position
Valve
position
left
outer
valve
Tail
valve1
Tail
valve 2
Right
outer
valve
L INNER
R INNER
VALVE
VALVE:
Valve
position
t-vt- 1~017
FCOM:V1-002
Nov 01 / 09
The intake antice valve takes air from the HP compressor outlet to the engine's intake lip.
The intake valve has two functions:
When the valve is open, to regulate the pressure in the intake to between 25 and
30 psi.
Is an ON/OFF valve.
The engine ant-ice valve takes air from the inlet to the centrifugal compressor.
Each engine has an ENG ANT-ICE switch on the engine ice protection panel. Each switch
controls both its engine's valves.
Both valves are also automatically signalled to open when a ground or a flight start is
initiated.
On a ground start, the automatic open signal is removed at 40% N2 .
The II ight start automatic signal is removed when the FLT START switch is selected OFF
or the START SEL switch is selected to OFF. If, after a successful in flight start, the FL T
START switch is left ON and the engine remains selected on the START SEL switch, the
automatic signal is removed when N2 increases above 85% but is reinstated if N2 falls
below82%.
FCOM:Vt-002
Nov 01 /09
Chapter 15 Topic 3
Page 2
Splitter lip
Ground start.
OR
Flight start.
...
LP compressor
...
inlet guide vanes f-1~
.._
_..___-1
Centrifugal
compressor
Axial
compressor /
Intake f<l...
... _ _ _ _ _-1
FCOM:V1-002
i-v1-15-00028
Nov 01 / 09
Chapter 15 Topic 3
Page3
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 3
Page 4
NOT SHUT
Ground start.
OR
Splitter lip
Flight start.
Engine ant-ice valve:
An ON/OFF valve.
LP compressor
inlet guide vanes
01
Centrifugal
compressor
Axial
compressor
i-v1-15-00020
FCOM:V1-002
Nov 01 / 09
Chapter 15 Topic 3
Page 5
There is an amber INTAKE LO PRESS annunciator for each engine on the engine ice
protection panel. The indication is shown schematically in Figure 3.3.
There is a low pressure switch downstream of each engine's intake anteice valve. The
switch goes to the low pressure state when the pressure falls below 12 psi. The switch
remains in the low pressure state until the pressure rises above 15 psi.
The pressure switch signals some electronic logic. The engine's ENG ANT-ICE switch
position goes to the logic circuit. The logic circuit drives the engine's INTAKE LO PRESS
annunciator. The INTAKE LO PRESS annunciator illuminates when:
AND
When the ENG ANT-ICE switch is OFF and the pressure is low, the INTAKE LO PRESS
annunciator does not illuminate.
The pressure rises above 15 psi at about 53% N2 . The pressure is normally less than 12
psi at ground idle.
During ground engine starting with the engine ant-ice switches on, the INTAKE LO PRESS
annunciators remain illuminated throughout the start and at ground idle because the
pressure does not rise above 15 psi.
The INTAKE LO PRESS annunciators are on the engine ice protection panel; so when an
INTAKE LO PRESS annunciator illuminates, the ICE PROT i caption illuminates, the
flashing amber glareshield lamps illuminate and a single chime sounds.
When taxiing with the engine ant-ice on, the INTAKE LO PRESS annunciators extinguish
when N2 rises above about 53% and re-illuminate when the thrust levers are retarded to
ground idle. To prevent nuisance MWS attention getting while taxiing, the input from the
INTAKE HI PRESS annunciators to the ICE PROT i caption is inhibited at low thrust lever
angles. If a valve has failed to open, a warning will be given when the thrust levers are
advanced for take off.
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 3
Page6
Centrifugal
compressor
Axial
compressor
Intake Ant-ice Valve:
)> ON/OFF valve.
AND
)> A pressure regulator.
Regulates to between 25
and 30 psi.
Intake
12/15 psi
switch
Log ic
ENG ANT-ICE
switch position
Low pressure
AND
ENG ANT-ICE switch ON
INTAKE ...
LO PRESS
FCOM:V1-002
iV1 15-00021
Nov 01 / 09
Chapter 15 Topic 3
Page 7
There is an amber INTAKE HI PRESS annunciator for each engine on the engine ice
protection panel. The indication is shown schematically in Figure 3.4.
The intake anteice valve should regulate the pressure in the intake to between 25 and 35
psi.
There is a pressure switch downstream of each engine's intake ant-ice valve. The switch
is set to 40 psi. The pressure switch signals the engine's INTAKE HI PRESS annunciator.
When the pressure is greater than 40 psi, the INTAKE HI PRESS annunciator illuminates.
The INTAKE HI PRESS annunciator indicates that the pressure regulator has failed.
An INTAKE HI PRESS annunciator illuminates when the pressure in its intake exceeds 40
psi regardless of the position of the associated ENG ANT-ICE switch.
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 3
Pages
INTAKE ...
HI PRESS
40 psi
switch
Centrifugal
compressor
Axial
compressor
Intake ant-ice valve:
> ON/OFF valve.
AND
}> A pressure regulator.
Regulates to between 25
and 30 psi.
Intake
12115 psi
sw itch
Logic
ENG ANT-I CE
switch position
Low pressure
AND
INTAKE ...
LO PRESS
FCOM:V1-002
i-v1-15-00022
Nov 01 / 09
Chapter 15 Topic 3
Page9
There is a green ENG A ICE ON annunciator for each engine on the CSP. The indication
is shown schematically in Figure 3.5.
Electronic logic drives the ENG A ICE ON caption. The logic looks at the position of each
ENG ANT-ICE switch and at the state of each engine's intake low pressure switch. The
intake low pressure switches also drive the INTAKE LO PRESS annunciators.
An intake low pressure switch goes to the normal pressure state when the pressure rises
above 15 psi; a switch goes to the low pressure state when the pressure falls below 12 psi.
The ENG A ICE on caption illuminates if:
OR
An intake low pressure switch is in the normal pressure state when its ENG
ANT-ICE switch is OFF.
The ENG A ICE caption serves as a reminder that the engine ice protection is in use.
However the caption also indicates that a valve is open when its switch is OFF. This can
occur:
During a flight start, the intake low pressure annunciator switch goes to the normal
pressure state shortly before flight idle is achieved. The ENG A ICE caption illuminates a
little before flight idle is achieved. The caption remains illuminated until the start is
cancelled.
The intake low pressure switches do not go to the normal pressure state until N2 is above
ground idle. The ENG A ICE on caption does not illuminate during a ground start with the
ENG ANT ICE switches OFF. However the ENG ANT-ICE switches are normally selected
on for ground starting; so the ENG A ICE caption is normally illuminated during a ground
start.
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 3
Page 10
Logic
Normal
pressure
Normal
pressure
Normal
pressure
Normal
pressure
12/15 psi
switch
12/15 psi
s witch
12/15psi
switch
12/15 psi
switch
,.
OR
FCOM:V1-002
i-v1-15-00023
Nov 01 / 09
Overv iew
The windscreens are shown in Figure 4.1.
There are six windscreens:
Left A screen.
Right A screen.
Left B screen.
Right B screen.
Left C screen.
Right C screen.
The A and B screens are electrically heated. The C screens are not heated, but they are
de misted by the supply from the air conditioning packs to the flight deck.
An electrically powered windscreen wash system is provided for the two A screens. Each
A screen has an electrically powered windscreen wiper.
On the ground, the C screens can be opened to ventilate the flight deck. The C screens
are also the flight deck emergency exits.
Two switches L SCREEN HEAT and R SCREEN HEAT. The L SCREEN HEAT
switch turns the left A and B screen heaters on and off. The R SCREEN HEAT
switch turns the right A and B screen heaters on and off.
Two screen high temperature annunciators: L SCREEN HI TEMP and R SCREEN
HI TEMP. The L SCREEN HI TEMP annunciator illuminates if there is a high
temperature on either the left A screen or the left B screen. The R SCREEN HI
TEMP annunciator illuminates if there is a high temperature on either the right A
screen or the right B screen.
Whenever either or both of the SCREEN HEAT switches are at OFF, the SCREEN HEAT
SEL OFF caption illuminates on the CSP.
There is no warning of low temperature on a screen.
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 4
Page 2
Right B screen
Right C screen
Right A screen
Left A screen
Right wiper
Right windscreen
wash nozzle
FCOM:V1-002
Left C screen
Le ft wiper
Left windscreen
washnozz1o
Nov 01 / 09
Chapter 15 Topic 4
Page3
Windscreen Heating
Takes over temperature control of the screen by switching power on and off to the
screen using the overheat control relay. The overheat circuit control temperature is
higher than the normal circuit control temperature.
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 4
Page 4
Normal relay
Controller
Windscreen
SCREEN
HI TEMP
DC BUS1
ESSDC
DC BUS 2 1
I AC BUS 1
ESS AC
AC BUS
Left B screen
21
I DC BUS 2 I
AC BUS
21
Left A screen
i>v1 15 0002$
FCOM:V1-002
Nov 01 / 09
Chapter 15 Topic 4
Page 5
Windscreen Wash
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 4
Page6
Left nozzte
Right nome
Reservoir
FCOM:V1-002
>-V1 15-00028
Nov 01 / 09
Chapter 15 Topic 4
Page 7
Windscreen Wipers
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 4
Pages
Right wiper
'
It
II
Slow
Fast
Slow
Fast
Remove
brake
Remove
brake
Switch position
(!.
. -
Switch p osition
J
miil
I ESS/BATT BUS I
FCOM:V1-002
DC BUS 2
i-v1 15 -00027
Nov 01 / 09
General
The aircraft has external sensors for determining pilot pressure, static air pressure, air
temperature and angle of airflow. They are described in Chapter 19, Topic 2. Some of
the sensors are heated; others are not. The sensors are shown pictorially in Figure 5.1.
The following sensors are heated:
The single static vent on the left side of the rear fuselage (S8).
The airframe ice protection panel contains heater fail annunciators for:
Each pilot head.
There are no fail warnings for the nose static vent heaters and the TAT probes.
There are three switches on the airframe ice protection panel for the air data sensor
heaters: AUX & L VANE, L PITOT HTR and R PITOT HTR & R VANE.
The heaters for the TAT probes, nose static plates and the Q-pot pressure head are
switched by the squat switches. On the ground the heaters are off. In the air the heaters
are on.
FCOM:Vt -002
Nov 01 /09
Chapter 15 Topic 5
Page 2
TAT 2
TAT 3
P1
P2
L PITOT
H rR FAIL
R PITOT
HTR FAIL
AUX PITOT
HTR FAIL
Q FEEL
HTR FAIL
R VANE
HTR FA IL
S4 and 5
S7
S$
FCOM:V1-002
S4and 5
Nov 01/09
Chapter 15 Topic 5
Page3
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 5
Page 4
Busbar
Switch
....
Low current
detector
HTR FAIL
,,
Air data sensor
ESS AC
L PITOT
HTR FAIL
II
ESS AC
Q FEEL
HTR FAIL
FCOM:V1-002
II
ESS AC
L VANE
ltTR FAIL
ESS AC
R VANE
HTR FAIL
II
EM ERG DC
AUX PITOT
IHR FAIL
II
AC BUS 2
R PITOT
HTRFAIL
Nov 01 / 09
Chapter 15 Topic 5
Page 5
AND
FCOM:V1 -002
Nov 01 /09
Chapter 15 Topic 5
Page6
.
ESS DC BUS
ESSAC BUS
Relay control
Q-f"l heater
Current detector
STBYGEN ON
STBY GEN
ON
Q FEEL
HTR FA IL
l-vHHJ0045
FCOM:V1-002
Nov 01 / 09
Chapter 15 Topic 5
Page 7
Pitot Heaters
The power supply and warnings for the pitot heaters are shown in Figure 5.5.
The L PITOT HTR switch controls the power to the left pitot heater. The switch has two
positions: OFF and ON. The switch controls the power from ESS AC to the left pitot
heater. The left pitot heater is a 28 V service. A transformer reduces the 115 V from the
ESS AC BUS to 28 V.
The low current detector for the left pitot heater and the L PITOT HTR FAIL annunciator
are powered from ESS DC.
The R & R. VANE switch controls the power to the right vane heater and the right pitot
heater. The switch has two positions: OFF and ON. The switch controls the power from
AC BUS 2 to the right pitot heater.
The low current detector for the right pitot heater and the R PITOT HTR FAIL annunciator
are powered from ESS DC.
The AUX & L. VANE switch controls the power to the left vane heater and the auxiliary pitot
heater. The switch has two positions: OFF and ON. The switch controls the power from
EMERG DC to the auxiliary pitot heater.
The low current detector for the auxiliary pitot heater and the AUX PITOT HTR FAIL
annunciator are powered from EMERG DC.
At the emergency power level the auxiliary pitot heater and its warning are available. The
auxiliary pitot supplies the standby ASI: the only speed indicator available at the
emergency power level. If the aircraft is out of icing conditions, the auxiliary pitot heater
may be switched off to conserve battery life. The gain in time available from the battery is
significant.
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 5
Pages
115 v
28
AUX PITOl
HTR FAIL
Low current
detector
Auxiliary
pltot
EMERG DC
FCOM:V1-002
R PITOT
HTR FA IL
L PITO 1
HTR FA IL
Low current
detector
Left
pi tot
Power for the
detect.ors and
annunctators
Low current
detector
Right
pitot
ESSDC
1-Yt I ~Ol
Nov 01 / 09
Chapter 15 Topic 5
Page9
Vane Heaters
The power supply and warnings for the vane heaters are shown in Figure 5.6.
The AUX & L. VANE switch controls the ESS AC power to the left vane heater and the
auxiliary pitot heater. The switch has two positions: OFF and ON.
The low current detector for the left vane heater and the L VANE HTR FAIL annunciator
are powered from ESS DC.
The R & R. VANE switch controls the ESS AC power to the right vane heater and the right
pitot heater. The switch has two positions: OFF and ON.
The low current detector for the right vane heater and the R VANE HTR FAIL annunciator
are powered from ESS DC.
The vane heaters are powered at the essential power level as are both channels of the
stall protection system. The stall protection system is completely serviceable at the
essential power level. The stall protection system is not available at the emergency power
level.
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 5
Page 10
R VANE
L VANE
H rR
~AIL
HTR FAIL
Low current
detector
Low current
detector
Lef1 vane
Right vane
ESS DC
FCOM:V1-002
Nov 01 / 09
Chapter 15 Topic 5
Page 11
The power supplies for the nose static plates and TAT probe heaters are shown in Figure
5.7.
The nose static plate heaters are supplied by AC BUS 1 through squat switch 1. The
heaters are off on the ground and on in the air.
TAT probe 1 is supplied by AC BUS 1 through squat switch 1. The heater is off on the
ground and on in the air. TAT probe 1 supplies ADC 1.
TAT probe 2 is supplied by AC BUS 2 through squat switch 2. The heater is off on the
ground and on in the air. TAT probe 2 supplies ADC 2 and the optional engine life
computer.
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 5
Page 12
Figure 5.7- Static Plate and TAT Probe Heater Power Schematic
AC BUS2
AC BUS 1
Squat swltclh 1
TAT 2
FCOM:V1-002
51 , 52 and 53
TAT 1
Nov 01 / 09
General
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 6
Page 2
DC BUS 1
115 v
28V
115 V in t he air.
28 Von the ground.
,r
~orward
drain mast
,,
,,.
Mid
drain mast
drain mast
Aft
115 v
,r
Forward
drain mast
Mid
drain mast
,,.
Aft
drain mast
FCOM:V1-002
i-v1-15-00039
Nov 01 / 09
Chapter 15 Topic 6
Page3
Pipe Heaters
If any of the valves are heated, the power comes from the 28 V ground service busbar.
The 28 V ground services busbar is supplied by the 115 V ground services busbar via a
transformer.
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 6
Page 4
EXT AC
A C BUS2
OFF
ON
GND SERVICE
115 v
Circuit breakers
Transformer
28 V'
Indicator lamps
Pipe
heaters
Overflow
valve
heater
Drain
valve
heater
Pipe
heaters
....., 15-000<10
FCOM:V1-002
Nov 01 / 09
Powe-r Supply
Heaters are provided for elements of the pitch and yaw control circuits. The heating is
shown schematically in Figure 7.1 .
The power for all the flight controls heaters comes from the 28 V ground service busbar.
The 28 V ground services busbar is supplied by the 115 V ground services busbar via a
transformer.
The 115 V ground services busbar is supplied by AC BUS 2 when the flight deck is
powered. If the flight deck is not powered by EXT AC, the 115 V ground service busbar
may be powered directly from EXT AC by selecting the GND SERVICE switch to ON. The
switch is on the cabin attendant's panel in the forward vestibule.
Heated Items
The following items are heated:
The g weight damper. The g weight incr-eases column force as normal "g .. is
increased. The damper reduces any tendency for oscillation.
The elevator trim damper. The damper minimises the change in elevator trim if a
trim cable disconnects.
The heaters for the g weight damper, elevator trim damper and rudder trim damper are
thermostatically controlled.
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 7
Page 2
AC BUS 2
I
.;:\
~
EXT AC
>
ON
G NO SERVICE
I
I
115 v
Transformer
28 v
,r
,,
g-welght
"damper
heater
Elevator trim
damper
heater
!
1
,,
,r
Rl ght elevator
trim jack
heater
Rudder trim
damper
heater
l v1 15--00041
FCOM:V1-002
Nov 01 / 09
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 8
Page 2
ESSDC
-JL .
~"
IOAT Probe
FCOM:V1-002
Nov 01 / 09
Chapter 15 Topic 8
Page3
Ice Detector
The ice detector is shown schematically in Figure 8.2.
The ice detector is mounted on the left side of the aircraft's nose. It is turned on by the ICE
DETECTOR switch on the airframe ice protection panel. When ice is detected, the amber
ICE DETECTED caption on the CWP illuminates. The caption remains illuminated for 60
seconds after the detector ceases to detect icing conditions.
The detector consists of a serrated rotor and a knife edge cutter. The rotor rotates
anti-clockwise when viewed from the left. The rotor is driven by an AC motor powered from
ESS AC. The motor is switched on by the ICE DETECT switch on the airframe ice
protection panel. The motor can rotate in its housing against a spring. When the motor
rotates against the spring, a micro switch is made. The micro switch signals the ICE
DETECTED caption.
The cutter is quite close to the rotor. When there is no ice on the rotor, the cutter does not
impede the rotation of the rotor and the motor does not rotate relative to its housing.
In icing conditions, the cutter shaves off ice that has formed on the rotor. The torque
applied by the motor to the rotor increases. The torque reaction causes the motor to rotate
in its housing. The rotation of the motor in its housing makes the micro switch; the micro
switch completes the circuit to the ice detected caption via a time delay circuit. The time
delay circuit keeps the caption illuminated for 60 seconds after the detector ceases to
detect icing conditions.
FCOM:V1-002
Nov 01 /09
Chapter 15 Topic 8
Page 4
Direction
of rotation
..
Serrated
rotor
Cutler
ESS AC
ESSDC
Power to tum
the rotor
.-------------.,
ICE
DETECTED
60 second
time delay
to off.
v i I S.OOD44
FCOM:V1-002
Nov 01 / 09
Chapter 15 Topic 8
Page 5
FCOM:V1-002
Nov 01 /09
Topic 1 - Overview
1
1
2
3
3
3
3
4
3
5
5
7
7
7
9
11
11
11
13
13
14
14
14
FCOM:V1-002
Nov 01/09
1
1
1
3
Chapter 16 TOC
Page2
Topic 5- Clock
General.........................................................................................................................
Time of Day...................................................................................................................
Elapsed Time ................................. .......................................... ................... ..................
Flight Time ... ..... ...... ..... .... ... ... .. .. ....... ... ....... ... . .......... ..... ...... ...... ... .. .. .... .. ... ...... . .... ...... ..
1
1
2
2
Overview.......................................................................................................................
Channels.......................................................................................................................
Underwater Locator Beacon.............................................................. ...........................
CVR Types and Panels.................................................................................................
CVR Test.......................................................................................................................
CVR Erase....................................................................................................................
1
1
1
3
3
5
Overview.......................................................................................................................
Underwater Locator Beacon .. .... ........ .. ....... ...... .. ..... .. .... .. ..... ... ... .. ... . ..... . .... ...... ........... .
Power On Logic.............................................................................................................
FOR Panel.....................................................................................................................
Quick Access Recorder.................................................................................................
1
1
3
3
5
Location.............................................................................................. ...........................
Main Panel Indicators................................ ........................................ ............................
Main Panel System Test Switches................................................................................
Maintenance Sub-panel ................................................................................................
FCOM:V1-002
Nov 01 /09
1
1
3
5
Scope
This chapter covers the following subjects:
Annunciators not linked to the MWS. These annunciators are on the consoles and
the instrument panels. They split into two types: the flight annunciators and system
annunciators.
The flight deck clock.
Red and amber attention getting flashing lamps on the glareshield. The lamps are
also used to cancel the flashing lamps and the audio tones.
The CWP contains warning, caution and fault captions. Some captions indicate an
individual failure; others direct the crew to the overhead panel. The CSP contains status
and fault captions.
If an annunciator or caption is not used, it has two horizontal white lines in place of a
legend. The lines only illuminate when the annunciator or caption filaments are tested.
To provide some duplication, the MWS is split into two channels: channel A and channel B.
Audible Warning System
There is an audible w arning unit in the avionics bay. The unit:
Directs windshear calls, EGPWS calls and TCAS calls to the flight deck speakers
and headsets.
To provide some duplication, the audible warning system is split into two channels: channel
A and channel B.
FCOM:V1-002
Nov 01 / 09
Chapter 16 Topic 1
Page2
Non-MWS Annunciators
There is a flight annunciator panel on the inboard side of each PFD. The flight
annunciators are associated with the following:
AP controller annunciators.
Most of the annunciators above are dimmed and tested from an annunciators dimming
panel on the left instrument panel.
If an annunciator is not used, it has two horizontal white lines in place of a legend. The
white lines only illuminate when the annunciator filaments are tested.
FCOM:V1-002
Nov 01 /09
Chapter 16 Topic 1
Page3
Clocks
Two electronic clocks are fitted; one on the left instrument panel and one on the right
instrument panel.
The clocks display time of day and have an elapsed timer. The elapsed timer is a
stopwatch and has a control that allows the stopwatch timer:
To run.
To be reset to zero.
An FDR is fitted behind the rear cargo bay. The data is recorded digitally in solid state
memory.
An FDR control panel is fitted to the centre console.
The FDR requires a test once per day.
Some aircraft also have a quick access recorder (QAR). The QAR records the same data
as the FDR. However the data is recorded on a card, tape or disk that can be easily
removed and read by a PC.
Cockpit Voice Recorder
A CVR is fitted behind the rear cargo bay. Early models record data on a magnetic tape.
Later models record data in solid state electronic memory.
A CVR test panel is fitted to the left console. There are various types.
Each CVR requires a test once per day. The test depends on the type of CVR and the
type of panel fitted. The test for each of the available combinations is given in the Flight
Deck Handbook. Each test is identified by a letter. The letter appropriate to an aircraft's
CVR is given on the flight deck placard.
Maintenance Panel
A maintenance panel is in the avionics bay. The panel is checked in the external checks.
The panel contains magnetic indicators that indicate system failures. The indicators have
two states: black and white. Black indicates that a failure has not been detected. White
indicates that a failure has been detected.
FCOM:V1-002
Nov 01 /09
Chapter 16 Topic 1
Page4
Circuit Breakers
The flight deck circuit breakers for the indicating and recording systems are on the
ELECTRIC circuit breaker panel and the COMMUNICATION circuit breaker panel.
There are two indicating and recording system circuit breakers on the ELECTRIC panel :
There are four indicating and recording system circuit breakers on the COMMUNICATION
panel.
AURAL WARN A (A29) provides power for channel A of the audible warning
system.
AURAL WARN 8 (829) provides power for channel 8 of the audible warning
system.
FCOM:V1-002
Nov 01 /09
Chapter 16 Topic 1
Page 5
FCOM:V1-002
Nov 01 / 09
Overv iew
The elements of the master warning system (MWS) are shown in Figure 2.1.
A central warning panel (CWP) is on the centre instrument panel. The panel contains:
A central status panel (CSP) is immediately below the CWP. The CSP contains white fault
captions, white status captions and green status captions.
The MWS is controlled from an MWS panel on the right instrument panel.
The MWS has attention getting lamps on the glare shield: two red and two amber lamps.
The red lamps flash to provide attention getting for a red warning on the MWP. The amber
lamps flash to provide attention getting for an amber caution on the MWP.
The MWS also provides attention getting audio warnings:
A single chime.
A triple chime.
A fire bell.
All the amber annunciators on the overhead panel are part of the MWS. Whenever an
amber annunciator illuminates on the overhead panel:
There are also collector captions for engine indications on the centre instrument panel.
Collector captions have an arrow pointing to the overhead panel or to the engine
instruments.
A control panel for the overhead annunciators is on the bottom right corner of the overhead
panel.
The attention getting lights on the glareshield are also switches. Pressing any one of the
attention getters cancels the MWS attention getting with two exceptions:
The fire bell can only be cancelled by pressing a red attention getter.
FCOM:V1-002
Nov 01 /09
Chapter 16 Topic 2
Page 2
Left attention
getting lamps
D
All the amber system
annunciators on the
overhead panel.
Overlhead annunciator
control panel
r--....L..-
..,..
Audio warnings
, . Triple chimo
;. Fire bell
:r Configuration waming hom
FCOM:V1-002
Nov 01 / 09
Chapter 16 Topic 2
Page3
The captions on a CWP depend on the aircraft modification state. A typical CWP is shown
in Figure 2.2.
There are four columns and nineteen rows of captions. Rows 1 to 7 are dedicated to the
engines. In these rows, a caption in column 1 applies to engine 1, a caption in column 2
applies to engine 2, a caption in column 3 applies to engine 3 and a caption in column 4
applies to engine 4.
The CWP captions are hidden legend captions. The background of each caption legend is
black. A legend is black when there is no fault. A legend is illuminated when the
associated fault condition occurs.
There are two engine captions in row 12: ENG VIBN in column 1 and ENG OVSPD in
column 2. The ENG VIBN caption does not necessarily apply to engine 1. The ENG VIBN
caption illuminates if any one of the engines has a high level of vibration; the
malfunctioning engine is determined by inspecting the engine vibration indicators. The
ENG OVSPD caption illuminates if any one of the engines suffers an overspeed; the
malfunctioning engine is determined by inspecting the engine instruments.
The captions fall into four categories: red, high category amber, normal category amber,
and white fault.
Red indicates a hazardous category that requires immediate action. Red captions are
highlighted by truncated tri angles ("ears") on the left and the right. A red caption is
accompanied by the red attention getting lamps and an audio warning. There are three
audio warnings for red captions:
i captions.
A bell for an engine fire or an APU fire: the ENG FIRE and APU FIRE
An intermittent horn for an unsafe configuration for take-off: the CONFIG caption.
A triple chime for all the other red captions. The triple chime is repeated every five
seconds.
High category amber captions are highlighted by one "ear" on the left side. A high
category amber caption indicates that the failure requires action as soon as practicable. All
high category amber captions are accompanied by the amber attention getting lamps and a
single chime. The chime is not repeated. All the collector captions are high category
amber captions. Illumination of an annunciator on the overhead panel will always be
accompanied by the amber attention getting lamps and a single chime.
Normal category amber captions are not highlighted. A normal category amber caption
denotes a condition that is not immediately hazardous but requires attention subject to
crew workload. Normal category amber captions are accompanied by the amber attention
getting lamps. Normal category amber captions are not accompanied by audio warnings.
A white fault caption indicates a minor fault. White captions do not have highlights and are
not accompanied by audio warnings.
FCOM:V1-002
Nov 01 /09
Chapter 16 Topic 2
Page 4
..
....
ENG 1 FIRE
HANDLE
ENG 2 FIRE
HANDLE
ENG 3 FIRE
HANDLE
ENG 4 FIRE
HANDLE
LOOP 1
LOO P 2
LOO P 3
LOOP 4
FA ULT
FAU LT
FAULT
FA ULT
FUEL 1
LO PRESS
FUE L 2
LO PRESS
FUEL 3
LO P RESS
FUEL 4
LO P RESS
FILTER 1
CLOGGED
FILTER 2
CLOGGED
FILTER 3
CLOGGED
FILTER 4
CLOGGED
....
....
1+--
I
I
I
ENG
VIBN
A NTI
SKID
HYD
i
i
RUDDER
LMTR
I
I
I
I
FLAP
INO P
ENG
OVSPD
SPLR
FUEL
. CAB DO OR
NOT SHUT
R UDDER
VALVE
LIFT SPLR
SEL O FF
F LAP
FAULT
LWR DOOR
NOT SHUT
+-- F ADEC
CAB DOOR
FAULT
IRS DC
BACKUP
PARK BRK
ON
FMS/GPS
C MPRTR
I
I
I
I
I
AP U
ICE
PROT
ELECT
j
j
j
STALL
IDNT
AIR
COND
A IR
SUPPLY
WING NOT
DE-ICED
ICE
DETECTED
RUD/EL
Q FA IL
A ILIEL
UNCPLD
EME RG LTS
NOT A RMED
I
I
I
i
1
PRESSN
ELT
I
I
OVHD DIM
F AIL
MWS DIM
FAIL
MWS
FAULT
PRESSN
FCOM:V1-002
Nov 01 / 09
Chapter 16 Topic 2
Page 5
CSP
The CSP is shown in Figure 2.3. The CSP contains white fault, white status and green
status captions. The bulk of the captions are status captions.
The WATER PNL NOT SHUT caption is only fitted if an external water servicing panel is
fitted. The AC PUMP ON caption is an optional caption ; it indicates that the AC pump is
running.
Fig ure 2.3 - The Central Status Pane1
White fault caption
If external water
panel not fitted.
AUTO SPLR
OFF
GPWS
INOP
WINDSHR
INOP
FLT REC
OFF
FUEL FEED
OPEN
FUEL
TRANSFER
SCRN HEAT
SEL OFF
EMERG LTS
ON
WATER PNL
AC PUMP
NOT SHUT
ON
AIR SEL
ON GRNO
NOT SHUT
BRK FANS
SEL ON
ENG IGN
ON
ENG A ICE
ON
EXT PWR
WING TA IL
A ICE ON
i-v1-16-00008
CWP Variations
All the possible CWP captions are shown in Figure 2 .4.
If a caption is not used it has two parallel white lines on it. The white lines only illuminate
when the CWP is tested.
The caption in row 9 column 3 can be CARGO SMOKE, ANIMAL SMOKE or two white
lines . The CARGO SMOKE caption is fitted if a cargo bay smoke detection system is
fitted. The ANIMAL BAY SMOKE caption is fitted if a cargo bay smoke detection system is
not fitted but an animal bay is fitted. If neither a cargo bay smoke detection system nor an
animal bay is fitted, the caption is two white lines.
The amber and white pressurization captions are only fitted if a fully automatic
pressurization system is fitted.
The ELT caption is only fitted if attention getting is required if the ELT starts transmitting
inadvertently.
The FMS/GPS CMPRTR caption is only required if a Collins FMS is fitted.
FCOM:V1-002
Nov 01 /09
Chapter 16 Topic 2
Page6
OR
is not fitted.
FCOM:V1-002
Nov 01 / 09
Chapter 16 Topic 2
Page 7
Dimming Circuits
There are three dimming circuits: one for the CWP captions, one for the CSP captions and
one for the all the overhead annunciators. The dimming controls for the CWP and CSP are
on the MWS control panel. The dimming controls for the overhead panel are on the
overhead annunciator control panel. Failure of the dimming circuits is indicated by two
captions on the CWP: MWS DIM FAIL and OVHD DIM FAIL. The captions are shown in
Figure 2.5.
If the CWP dimming circuit fails, the MWS DIM FAIL caption illuminates. If the overhead
panel dimming circuit fails, the OVHD DIM FAIL caption illuminates. The MWS DIM FAIL
caption and the OVHD DIM FAIL caption are not dimmed.
The MWS DIM FAIL caption means that a caption on the CWP has been signalled to
illuminate, but the CWP dimming circuit is preventing the caption from illuminating. A
switch on the MWS control panel allows the dimming circuit to be overridden.
The OVHD DIM FAIL caption means that an annunciator on the overhead panel has been
signalled to illuminate, but the overhead panel dimming circuit is preventing the caption
from illuminating. A switch on the overhead annunciator control panel allows the dimming
circuit to be overridden.
Bright-up
When a CWP red or amber caption first illuminates, it does so at full brilliance regardless of
the setting of the MWS dim control; any other captions that are lit on the CWP will also be
driven to full brilliance regardless of their colour. This condition is known as bright-up.
Bright-up is maintained until any one of the four attention getting lights on the glareshield is
pressed.
Bright-up is not initiated when a white or green caption illuminates.
MWS Fault
There is a white MWS FAULT caption on the CWP. The caption is shown in Figure 2.5.
The FAULT caption indicates that there is a fault with the MWS attention getting. Attention
getting is given by the glareshield attention getters, the audio attention getters and the
bright-up function.
If the FAULT caption illuminates, the CWP and the overhead panels should be monitored
more frequently than normal.
FCOM:V1-002
Nov 01 /09
Chapter 16 Topic 2
Pages
- - - - - - - - - ----,
FCOM:V1-002
i-v1-16 -00012
Nov 01 / 09
Chapter 16 Topic 2
Page9
A switch to override the dimming circuit. It is labelled CTRL and has two positions:
NORM and 0 /RIDE.
A test and ground operation push/pull switch. There is a PUSH TEST label above
the switch and a PULL GND OP label below the switch. It has three positions: in
(TEST), centre and out (GND OP). The switch is spring loaded from the TEST
position to the centre position. If the switch is pulled to GND OP, it remains in the
GND OP position until it is pressed to return to the centre or TEST position. The
switch has an integral red lamp.
When the MWS CTRL switch is at NORM and the test and ground operation switch is in
the centre position, the DIM control varies the brightness of all the illuminated CWP and
CSP captions except the MWS DIM FAIL caption and the OVHD DIM FAIL caption.
The MWS DIM FAIL caption and the OVHD DIM FAIL caption are not dimmed because
their function is to detect failures of the dimming circuits.
When the MWS CTRL switch is at 0 /RIDE, all the illuminated CWP and CSP captions will
be at full brightness.
On the ground, when the test and ground operation switch is at GND OP:
The illuminated CWP and CSP captions are dimmed, provided the CTRL switch is
at NORM.
The red and amber attention getting lights on the glareshield are inhibited.
The fire bell and the take-off configuration warning horn are not inhibited.
The integral red light warns that the GND INOP function is active. If the aircraft takes off
with the test and ground operation switch in the GND OP position, the inhibit is removed
and the red light goes out. If the aircraft lands with the switch in the GND OP position, the
inhibit is reinstated and the red light illuminates. The ground/air status is determined by
squat switch 1.
When the test and ground operation switch is pressed and held at the TEST position, the
MWS is tested.
FCOM:V1-002
Nov 01 /09
Chapter 16 Topic 2
Page 10
The control varies the bnghtness of all the CWP and CSP captions except the
MWS DIM
FAIL
and
OVt-<D Dill
r All
captions.
FCOM:V1-002
Nov 01/09
Chapter 16 Topic 2
Page 11
MWS Test
The CWP captions return to the brilliance set on the DIM control.
The captions have two filaments. When they are tested, each caption should be checked
for even illumination over the whole surface. If one side of a caption is darker than the
other side, then the filament has failed on the darker side.
Overhead Annunciator Control Panel
A switch to override the dimming circuit. It is labelled CTRL and has two positions:
NORM and 0 /RIDE.
When the overhead panel CTRL switch is at NORM, the DIM control varies the brightness
of all the illuminated overhead annunciators.
When the overhead CTRL switch is at 0 /RIDE, all the illuminated annunciators will be at
full brightness regardless of the setting of the DIM control.
Overhead Annunciator Test
When the TEST button is held in, all the annunciators on the overhead panel should
illuminate at fu ll brilliance.
The annunciators have two filaments. When they are tested, each annunciator should be
checked for even illumination over the whole surface. If one side of an annunciator is
darker than the other side, then the filament has failed on the darker side.
FCOM:V1-002
Nov 01 /09
Chapter 16 Topic 2
Page 12
Test switch
When held pressed, all the overhead panel
annunciators illuminate at full brightness.
FCOM:V1-002
i-'it-1B.(J()013
Nov 01 / 09
Chapter 16 Topic 2
Page 13
All the illuminated captions on the CWP are at maximum brilliance (bright-up).
An audio warning is given: a fire bell for an engine fire or an APU fire, an
intermittent horn for a configuration warning, a triple chime for any other red
caption.
All the illuminated captions on the CWP are at maximum brilliance (bright-up).
All the illuminated captions on the CWP are at maximum brilliance (bright-up).
Pressing any one of the attention getters cancels the MWS attention getting with two
exceptions:
The fire bell can only be cancelled by pressing a red attention getter.
There is an optional MWS attention getting inhibit on take-off. The inhibit circuit is active
from 75 kt on take-off until the first of:
FCOM:V1-002
Nov 01 /09
Chapter 16 Topic 2
Page 14
When the first annunciator on an overhead panel illuminates, the associated collector
caption will illuminate, the amber attention getting lamps will flash , the single chime will
sound and the CWP will go to full brilliance. When an attention getting lamp is pressed,
the flashing will stop and the panel will revert to the brilliance set on the DIM control.
If another annunciator subsequently illuminates on the same panel, the amber attention
getting lamps will flash, the single chime will sound and the CWP will go to full brilliance.
When an attention getting lamp is pressed, the flashing will stop and the panel will revert to
the set brilliance.
Nuisance Attention Getting
To prevent nuisance attention getting, the illumination of a collector is delayed for some
overhead annunciators. For example, valve NIPS annunciators are typically delayed by 10
seconds. As the valve travels from one position to another, the NIPS annunciator
illuminates but the associated collector caption does not; so there is no attention getting.
However, this feature sometimes produces nuisance attention-getting: for example, the air
supply system warnings. If there is a duct leak, the engine air valves on that side are
automatically shut and the associated ZONE HI TEMP and the two ENG AIR VALVE NIPS
annunciators illuminate altogether. All of these annunciators are on the air supply panel.
There is no delay on the ZONE HI TEMP input to the AIR SUPPLYi collector caption and
attention getting is given immediately. This stops as soon as the attention getting lamp is
pressed. However, there is a 10 second delay between the ENG AIR VALVE NIPS
annunciation and the AIR SUPPLYi caption. This means that the attention getting is
initiated a second time, but no new annunciators have illuminated.
Power Supplies
The MWS has two power supplies: one from EM ERG DC and the other from ESS DC.
If ESS DC is lost, the following aspects of the MWS are lost:
Attention getting from the two right attention getters. However, the cancel function
of the two right attention getters is not lost.
The MWS attention getting fault monitoring; the FAULT caption is unavailable.
The collector captions for hydraulics (HYD i), air conditioning (AIR COND i) and
air supply (AIR SUPPLY i).
Attention getting from the two left attention getters. However, the cancel function of
the two left attention getters is not lost.
Attention getting rrom the right amber allenlion getter. However, lhe cancel
function of the attention getter is not lost.
FCOM:V1-002
Nov 01 /09
Overview
The audio warnings are elect ronically synthesised tones, electronically synthesised speech
and an electro mechanical fire bell. The fire bell is in the flight deck roof. The tones are
generated by an audible warning unit in the avionics bay. The speech is generated by the
FGS, the EGPWS computer and the TCAS computer.
The synthesised speech and tones are transmitted to the flight deck speakers and
headsets.
The volume of the synthesised speech and tones is not affected by
controls on the audio selector panel.
The synthesised speech and tones are always live to the speakers regardless of the
position of the speaker switches.
The synthesised speech and tones are always live to the headsets regardless of the
position of the intercom receive pushbuttons.
Audible Warning Unit
The heart of the audible warning system is an audible warning unit in the avionics bay.
The functions of the audible warning unit are shown in Figure 3. 1.
The audible warning unit:
Takes inputs from the MWS.
Channels
The system has two channels: channel A and channel B. Channel A is powered from
EMERG DC; channel B is powered from DC BUS 2.
Channel A supplies the left seat headset and the left speaker; channel B supplies the right
seat headset, the third crew headset and the right speaker.
FCOM:V1 -002
Nov 01 /09
Chapter 16 Topic 3
Page 2
oCJ
DC BUS
2""]
Channel B
Channel A
MWS inputs
Avionics inputs
,.yt-18.00015
FCOM:V1-002
Nov 01 / 09
Chapter 16 Topic 3
Page3
A schematic of the audible warning system is shown in Figure 3.2. Schematically, the
audible warning unit may be divided into four parts:
The take-off configuration warning and overspeed warning intermittent horn. These
audio warnings are identical.
The FGS tones: the AP disconnect warning and the altitude alert "C" chord.
The cabin to pilot call single chime and the SELCAL double chime.
The audible warning unit takes inputs from the engine and APU fire warning systems.
When a fire warning is given, the audible warning unit turns the bell on. The audible
warning unit turns the bell off when either of the red attention getters is pressed. The bell
is powered from EMERG DC.
All the generated tones are fed to the two summing amplifiers. The channel A summing
amplifier delivers the audio tones to the left speaker and the left headset. The channel B
summing amplifier delivers audio tones to the right speaker, the right headset and the 3rd
crew member's headset. There is no priority to these tones. Whatever is signalled is
generated, and all generated tones are transmitted by the summing amplifiers.
The tone generator will function provided one of the DC power supplies is available.
Channel A summing amplifier is only powered by EMERG DC and channel B summing
amplifier is only powered by DC BUS 2. If EMERG DC is lost, the audio tones are only
available through the right speaker, the right headset and the third crew member's
headset. If DC BUS 2 is lost, the audio tones are only available through the left speaker
and the left headset.
The windshear speech, EGPWS speech and the TCAS speech are generated externally.
They pass through some priority logic to both summing amplifiers. The priority is:
To pass the speech to the left speaker and the left headset, channel A summing amplifier
must be serviceable. To pass the speech to the right speaker, the right headset and the
3rd crew member's headset, channel B summing amplifier must be serviceable.
FCOM:V1-002
Nov 01 /09
Chapter 16 Topic 3
Page 4
DC BUS 2
Engme and APU
fire warnings
Channel A
summing
amplifier
Channel B
summing
amplifier
Altitude alert
Cabin to p Uot single chime
SELCAL do uble chime
Right seat
audio
Left seat
EGPWS audio (second)
TCAS .audio (third)
FCOM:V1-002
Nov 01 / 09
The overhead panel amber annunciators form part of the MWS. The other panel
annunciators are not part of the MWS.
Any green or white annunciators on the overhead panel are controlled by the dimmer
controls that control the amber overhead annunciators.
The bulk of the annunciators that are not on the overhead panel are controlled by an
annunciator dimming panel on the left instrument panel. The panel is shown in Figure 4.1 .
The panel has two annunciator controls:
A fixed level dimming switch. The switch is labelled ANNUNCIATORS and has two
positions: BRT and DIM. The group of annunciators controlled by this switch have
just two levels of brilliance: bright for day and dim for night.
The panel also contains a marker beacon sensitivity switch. The switch is labelled MKR
and has two positions: HI and LO.
The fixed level dimming switch dims the following:
The glareshield annunciators except the w arning EGPWS annunciators and the
AUTO LAND FAIL annunciators.
All the annunciators on the consoles apart from the annunciators on a numeric BTl.
These annunciators are dimmed by a control on the BTl panel.
The EFIS comparator warnings.
The ADFs.
Most of the LCD displays.
FCOM:Vt -002
Nov 01 /09
Chapter 16 Topic 4
Page 2
;.- TheADFs.
FCOM:V1-002
1-Yl-18-00018
Nov 01 / 09
General
The electronic clock is shown in Figure 5.1 . The clock has two electronic numerical
displays: upper and lower. The upper display shows hours and minutes; the lower display
shows seconds.
The clock has its own battery to keep the clock running, but it needs aircraft power to light
the display. The battery lasts for approximately three years. The left clock is supplied by
ESS DC and the right by DC 2.
The clock display shows one of three times:
Time of day; just an ordinary clock.
Flight time; a clock that accumulates airborne time determined from squat switch
position.
Elapsed time; a stopwatch.
A mode switch is at the bottom left of the instrument has three positions: TIME, FT and
ET. The position of the switch determines which time is displayed. At TIME, time of day is
displayed. At FT, flight time is displayed. At ET, stopwatch time is displayed.
Both the flight timer and the elapsed timer can accumulate time up to 24 hours.
The clock panel does not have integral lighting; it is illuminated by the panel flood lighting.
The controls are difficult to see at night if the flood lighting is too dimly.
Time of Day
With the mode switch at TIME, time of day is displayed in the 24 hour format. The clock
can be set to any time zone. Two switches above the top display are used to adjust the
time: a left switch and a right switch.
The left switch is used to make minor adjustments. It has three positions: UP, SET and D.
The switch is spring loaded to SET from both UP and D. At UP the time is put on by one
second for every second that the control is at UP. At D the time is put back by one second
for every second that the control is at D.
The right switch is used to change the hours. It is also used to control the display
brilliance. The switch has three positions: B, DIM and 1 hr up. The switch is spring loaded
from 1 hr up to DIM. At B, the display brilliance is set for day use; at DIM, the display
brilliance is set for night use. Each time the switch is moved to 1 hr up and released, the
time of day is put on one hour.
Elapsed time and flight time continue to operate normally while the time of day is being
adjusted.
It is not necessary to set the mode switch to TIME to adjust time of day. The ET may be
used to time the change while the left switch is held to UP or D.
Changing hours and changing a few seconds are straight forward operations. However,
changing minutes is a laborious process. The left switch must be held for 60 seconds for a
change of one minute.
FCOM:V1-002
Nov 01 /09
Chapter 16 Topic 5
Page 2
TIME RESET
Seconds
adjustment
switch
adjustment switch
Mode switch
Elapsed time
4---1-- control switch
--~~
Elapsed Time
Elapsed time is controlled by a three position switch on the bottom right of the clock. The
positions are: ZERO, stop and RUN. The switch is spring loaded from ZERO to stop.
At ZERO, ET is set to zero. At stop, the accumulation of elapsed time is stopped. At RUN,
ET accumulates time.
Time is accumulated from the held time when RUN is selected. The held time will be zero
if ZERO has been selected prior to selecting stop. The held time will be the ET existing
when stop is selected if stop has been selected from RUN.
ET continues to operate when the aircraft electrical power is off.
Flight Time
The flight timer accumulates time when the aircraft is airborne. Ground/air status is
determined by the squat switches: squat switch 1 for the left clock and squat switch 2 for
the right clock. Flight time can be used to record airborne time for a single flight or a series
of flights.
Flight time can only be reset to zero if aircraft power is removed from the clock. A
pushbutton switch close to the clock removes aircraft power from the clock when the
aircraft busbars are powered: the button is labelled TIME RESET. To reset flight time to
zero, the TIME RESET button is pressed and held and then the ET control switch is
momentarily held to ZERO; the TIME RESET button can then be released; resetting the
flight time to zero also sets the elapsed time to zero.
FCOM:V1-002
Nov 01 / 09
Overv iew
An ov-erview schematic of the CVR is given in Figure 6. 1.
The CVR is fined behind the rear cargo bay. Early models record data on a magnetic
tape. Later models record data in solid state electronic memory. All recorders hold the last
30 minutes of data. Most solid state recorders hold the last 2 hours of data.
The CVR is powered from ESS AC via AVIONICS MASTER A. The control panel receives
electrical power from the CVR.
An area microphone is fitted beneath the centre glare shield.
A CVR test panel is fitted to the left console. There are various types. Each CVR control
panel has:
An erase pushbutton switch. The data can only be erased when the aircraft is on
the ground and at least one of the four cabin doors is open.
A test switch. The result of the test is shown on an indicator on the panel. The
indicator is meter with a needle or an LED.
A headphone socket. The audio being recorded can be heard via this socket.
A preamplifier for the area microphone.
The CVR records data from the area microphone, ihe three crew members' microphones
and the audio selected to the three crew members' headphones. The microphone input
from the crew member's microphones is recorded regardless of the position of the RT/ INT
switches on the control handwheels and the audio selector panels.
The CVR cannot be played back in the aircraft. The CVR must be removed from the
aircraft to playback the data.
Channels
The CVR records data on four channels:
Channel 1 records the audio from the third crew member's microphone and
headphones.
Channel 2 records the audio from the first officer's microphone and headphones.
Channel 3 records the audio from the captain's microphone and headphones.
Channel 4 records the audio from the area microphone.
A crew member's microphone input is that selected on the audio selector panel: boom or
mask. The audio warnings are also recorded because they are always sent to all three
headsets and the flight deck speakers.
FCOM:V1-002
Nov 01 /09
Chapter 16 Topic 6
Page 2
ESS AC
,.
,.
,.
Undei!Water
locator beac on
,..---- Electncai
power
CVR:
,.
,.
,.
,
,
,.
- --1
Any cabin
door open
Channel 11
Channell
Th1rd
crew members
Squat
switch 2
on ground
F~rst
aUdiO
oft1cer's
aud10
Channel4
Captain's
audio
.... ,..
'"*" ......
Test
Indicator
Area
microphone
preamplifier
.......................
lllltlt
Area microphone
FCOM:V1-002
Nov 01 / 09
Chapter 16 Topic 6
Page3
CVR ~
The control panel for both these controllers is a Fairchild panel; it is shown in Figure 6.2.
There are three basic types of solid state recorder:
The Allied Signal solid state recorder. There are two versions; one records the last
30 minutes of data; the other records the last 2 hours of data.
The BASE solid state recorder. It records the last 2 hours of data.
Each of the solid state recorders has a control panel produced by its manufacturer.
However, the Allied Signal and L3 solid state recorders can also be installed with the
Fairchild panel used for the older tape recorders.
All the control panels are shown in Figure 6.2.
Each panel has:
A test pushbutton .
A test indicator.
An erase pushbutton .
A headphone socket.
CVRTest
Each CVR requires a test once per day. The test depends on the type of CVR and the
type of panel fitted. The test for each of the available combinations is given in FCOM,
Volume 3 Part 4, Flight Deck Handbook, Chapter 9, Systems. Each test is identified by
a letter. The letter appropriate to an aircraft's CVR is given on the flight deck placard.
The test indicator on the Fairchild panel is a meter. The test indicator on the other panels
is an LED. The LED is:
FCOM:V1-002
Nov 01 /09
Chapter 16 Topic 6
Page 4
Fairchild
panel
'
Allied
Signal
panel
LJ
panel
BASE
panel
..vl-1&-00024
FCOM:V1-002
Nov 01 / 09
Chapter 16 Topic 6
Page 5
CVR Erase
To completely erase the tape of the Sundstrand CVR, the ERASE button must be pressed
for at least 14 seconds.
To initiate the ERASE sequence on the Fairchild CVR, the ERASE button must be held for
at least 2 seconds. When the button is released, the erase sequence starts. The erase
sequence takes at least 5 seconds.
To initiate the erase sequence of the Allied Signal solid state CVR, the ERASE button must
be held in for at least half a second. If a headset is connected to the CVR panel , a 400Hz
tone will be heard when erasure is complete.
To initiate the erase sequence of the L3 solid state CVR, the ERASE button must be held
in for at least 2 seconds. If a headset is connected to the CVR panel, a 400Hz tone will be
heard when erasure is complete.
To initiate the erase sequence of the BASE solid state CVR, the ERASE button must be
held in for at least 2 seconds. If a headset is connected to the CVR panel, a short
sequence of three 2 kHz tones will be heard when erasure is complete.
FCOM:V1-002
Nov 01 /09
Chapter 16 Topic 6
Page6
FCOM:V1-002
Nov 01/09
Overv iew
An ov-erview schematic of the FDR is given in Figure 7.1.
The FDR is fitted behind the rear cargo bay. The data is recorded digitally in solid state
memory.
A separate flight data acquisition unit (FDAU) takes data from the aircraft systems, both
digital and analogue, and from a three axis accelerometer. The FDAU converts the aircraft
data into digital data in the correct format for the FDR. The formatted data is passed to the
FDR. The FDR holds the last 54.4 hours of data in its solid state memory.
Some aircraft also have a quick access recorder (OAR). The OAR records the same data
as the FDR. However, the data is recorded on a card, tape or disk that can be easily
removed and read by a PC. The OAR acquires the data from the FDAU.
The FDR is powered from ESS AC via AVIONICS MASTER 1 and an ON/OFF logic
circuit. The FDAU is powered from ESS DC via AVIONICS MASTER 1.
There is a white FLT REC OFF caption on the CSP. The caption is illuminated whenever
the ON/OFF logic is in the OFF state, the FDR fails or the FDAU fails.
The FDR control panel is fitted to the centre console. The panel has:
An event button. Pressing the button enters a marker on the recording.
A ground test switch ; the switch is a two position toggle switch. It is spring loaded
to the rear position. When it is held to the forward position, it forces power to be
applied to the FDR .
There is no method of erasing data held in the FDR. Data can be downloaded from the
FDR via a connection in the rear cargo bay.
FCOM:V1-002
Nov 01 /09
Chapter 16 Topic 7
Page 2
ESS AC
Three axis
accelerometer
Aircraft
systems
ON/OFF logic
FOR:
FOAU
~;.-
QA R
Download
connection
,.
Underwater
locator beacon
FCOM:V1-002
,
,
,
,.
Nov 01 / 09
Chapter 16 Topic 7
Page3
Power On Logic
The ON/OFF logic is affected by the wheel spin test switch on the maintenance panel. The
switch is described in FCOM Volume 1, Chapter 16, Topic 8, Maintenance Panel.
The power to the FOR comes through avionics master A and the ON/OFF logic.
The ON/OFF logic will be forced to ON:
OR
If the parking brake is off and the wheel spin switch is at NORM.
OR
OR
Either squat switch 1 or squat switch 2 indicates that the aircraft is airborne.
FOR Panel
The FOR FAIL annunciator illuminates if the FDR loses power or detects a fault. If the
FOR FAIL annunciator illuminates, so does the FLT REC OFF caption.
The FDAU FAIL annunciator illuminates if the FDAU loses power or detects a fault. If the
FOAU FAIL annunciator illuminates, so does the FLT REC OFF caption. A fault in the
FOAU implies that the FOR might not function correctly.
The ground test switch is a two-position toggle switch labelled GNO TEST. It is
spring-loaded to the aft position. When it is held to the forward position, it forces power to
be applied to the FOR.
FCOM:V1-002
Nov 01 /09
Chapter 16 Topic 7
Page 4
Event button
The EVENT button inserts a marker on
the tape to draw attemtlon to a Otghl event.
Ground test switch
The switctlls spring loaded to the aft position.
When held forward, the ONJOFF logtc is forced
to the ON state.
FDAU FAIL annunciator
The FDAU has lost power.
OR
Failed.
FOR FAIL annuncia tor
The FOR has lost power.
OR
Failed
... t 1 8-0002!
FCOM:V1-002
Nov 01 / 09
Chapter 16 Topic 7
Page 5
The QAR is tested when the FOR test switch is moved to FOR GRND TEST. If the test
passes, the QAR FAIL annunciator is out while the switch is at FOR GRNO TEST.
There are no flight deck annunciators associated with either type of mQAR. LEOs on the
mQAR itself provide engineers on the ground with an indication of mQAR results.
FCOM:V1-002
Nov 01 /09
Chapter 16 Topic 7
Page6
....... , 6.00030
FCOM:V1-002
Nov 01 / 09
Location
A maintenance panel is in the avionics bay above the avionics bay door. It has a main
panel and a sub-panel. The main panel is shown in Figure 8.1. The sub-panel is shown in
Figure 8.3.
Main Panel Indicators
The indicators are magnetic indicators (Mis). An Ml displays either a black circle or a white
circle. The black circle indicates that a fault has not been detected. A white circle
indicates that a fault has been detected. The Ml remains white when the fault is no longer
present. The Mls "remember" fault conditions.
There is a three-position test and reset switch on the right of the main panel. The positions
are TEST, centre neutral and RESET. The switch is spring loaded to the centre neutral
position. A momentary selection to RESET, resets any white indicator on the main panel to
black provided the fault condition no longer exists. A momentary selection to TEST causes
all the Mls on the main panel , except the six spoiler indicators, to go white.
The main panel test switch also tests the sub-panel magnetic indicators. A separate
FCOM:Vt-002
Nov 01/09
Chapter 16 Topic 8
Page 2
Maintenance Panel
Figure 8.1 -Maintenance Panel Mls
z
....0
::ll
Q.
0
::0
'.....
0
!..,.
0
z0
--..
: :ll
ii1
Q)
Q.
::;;
Ill
(I)
r::::
:I
Q.
!It
~
:I
Q.
)>
"0
c:
lit
:::
tn
::r
FCOM:V1-002
...,,. 1 ~0033
Nov 01 / 09
Chapter 16 Topic 8
Page3
There are system test switches on the left side of the main panel and along the top edge of
the main panel. They are shown in Figure 8.2.
There is a three position Qepot pressure monitoring test switch on the top left of panel. The
positions are Q FEEL STATIC, centre neutral and Q FEEL PRESS. The switch is spring
loaded to the centre neutral position. At Q FEEL STATIC, the pressure switch circuit that
monitors the static pressure from the Q-pot pressure head is tested. At Q FEEL PRESS,
the pressure switch circuit that monitors the pitot pressure from the Q-pot pressure head is
tested. The RUD/EL Q FAIL caption on the CWP should illuminate when either test is
made.
Beneath the Q-pot test switch is a spoiler check pushbutton. The spoiler check button
tests the spoiler jack microswitches. When the button is pressed, all six spoiler Mls should
go white.
Beneath the spoiler check button there is a pushbutton switch to check the flap lever baulk
operating circuit. When the switch is pressed, the flap lever baulk should move to the
baulked position.
On the left side of the top edge there are three IRS pushbutton test switches.
To the right of the IRS test switches are two stall vane heater switches: one for the left and
one for the right. Each vane has two heaters: one for the vane itself and one for the case
containing the vane. A test switch tests the case heater of the associated vane.
To the right of the stall vane heater test switches are two stall reset pushbutton switches:
one for channel 1 and one for channel 2.
On the right of the top edge is a wheel spin test switch. It is a two position toggle switch
with a guard. The positions are NORM and TEST.
When the guard is down, the switch is forced to NORM. At NORM:
The Land R squat switch test is enabled when the parking brake is on and disabled
when the parking brake is off.
The anti-skid test is enabled when the parking brake is on and disabled when the
parking brake is off.
The Land R squat switch test is enabled when the parking brake is on and when
the parking brake is off.
The anti-skid test is enabled when the parking brake is on and when the parking
brake is off.
In the external checks, the switch is checked. The guard should be down.
FCOM:V1-002
Nov 01 /09
Chapter 16 Topic 8
Page 4
~-
'0
I
I
I
I
;:
<
c....
0"
II
--"'
Ul
Ul
!.
rr
:r
(/)
2.
i'
n
:r
0
n
Ul
Cll
Cll
Ill
::0
(/)
-il
II
::1
Q.
~.
ii
:r
CD
Cll
'0
(/)
Ill
!<
c:
Gl
3
0
2.
II
::J
G)
;;r
. _ CD
nGl
Cll
:I.
::1
G)
....
"'
!g.
'0
el
i
- rr
rt....
CD
Cll
;;r
.- ~
rr
iCll
(/)
&l'
Cll
"';
3
Ill
I ll
!..
~
CD
rr:r
Gl
Ill
!!.
Ul
'0
5'
;}
-Ill
il
II
Cll
Q.
::1
! . iil
n
Ill
:r
Gl
Ul
!..
rr:r
FCOM:V1-002
Nov 01 / 09
Chapter 16 Topic 8
Page 5
Maintenance Sub-panel
The maintenance sub-panel is shown in Figure 8.3. The sub-panel contains Mls to
indicate:
Which engine starter motor was at fault if the STARTER OPERATING annunciator
illuminated in flight.
Which oleo squat swit ch has caused the MAN SPLR FAULT caption to illuminate.
The sub-panel does not have a test switch. The Mls are tested by the te-st switch on the
main maintenance panel. The sub-panel has its own reset pushbutton switch.
Figure 8.3 - Maintenance Sub-panel
FCOM:V1-002
IVI-16-00035
Nov 01 /09
Topic 1 - Overview
Landing Gear ... ..... ....... ........ ............. ..... ... .. ... ... .. ... .............. .. .... ... ... ..... .. ........... ... ........
Brakes ........................................................... ............................................... .................
1
2
1
5
9
11
13
15
17
19
21
23
23
25
27
28
Nose Gear.....................................................................................................................
Gear Normal Control Schematic ............................ .......... ................ .......... ........ ...........
Nosewheel Steering .................. ....................................................... ............... ..............
Emergency Lowering ................ ... ... .. .... ....... .. .... ...... ................ ... ..... ........ ...... ...... .........
17
19
21
Topic 4 - Brakes
Brake Pedals and Brake Control Valves ........ .................................... ........ .................. .
Brake Selection .. .. ... .. .. .. .. .... .. .. .. .. .. .. .. .. ... .... .. .. .. ... .. .. .. .. .. .. .. .. .. .. ... .. .... .. .... .. .... ... .. .. .... .. .. ..
Shuttle Valves... .............................................................................. ..............................
Skid Control Valves........................................ .... .............................. .............................
Parking Brake Valves....................................................................................................
Yellow Braking System .................................................................................................
Green Braking System..................................................................................................
Wheel Speed..... .............................................................................. ..............................
Wheel Spin-up.... ............................................ .... .................. .........................................
Anti-Skid Function.......................................... .... ................... ........... .............................
Locked Wheel Protection .... .. .... ...... .. .... .. .. .. . ... ... .. .. .. .. .. ... .. .. .. ...... .. ... .. .... .. ... ... .... .. .. .. ... ..
FCOM:V1-002
Nov 01/09
3
5
5
7
9
11
11
11
11
11
LANDING GEAR
Contents
Chapter 17 TOC
Page2
Touch down Protection .. ... ... ... .... .. .. ..... . ...... ....... ... .... .. ..... ...... ..... ... ... . .... .. .... ...... ..... ...... .
Wheel-spin Test Switch.................................................................................................
Squat Switch System Failures ... .. .. ...... ....... .. .. ......... ............. ... ... .. ... . ... .. .. .. .. .. .... .. .... .. .. .
Hydraulic Fluid Transfer................................................................................................
FCOM:V1-002
Nov 01 /09
13
13
14
15
LANDING GEAR
Contents
Chapter 17 TOC
Page3
FCOM:V1-002
Nov 01 /09
Landing Gear
A tricycle-type retractable landing gear is fitted. The main landing gear legs retract
sideways into the fuselage. The nose gear leg retracts forwards into a nose gear bay.
When the gear is retracted, doors enclose the three landing gear bays.
The flight deck controls are a normal selector and an emergency lowering lever. Normal
position indication is given by two annunciators for each leg: a green annunciator to
indicate that the leg is down and locked and a red annunciator to indicate that the leg is
unlocked. A green standby annunciator is fitted for each leg. The annunciator indicates
that the leg is down and locked. There are no standby unlocked indicators.
Normal lowering and raising of the gear is electrically signalled and hydraulically powered.
Normal operation requires electrical power from DC BUS 2 and hydraulic power from the
green hydraulic system.
Nosewheel steering is provided. On most aircraft, a steering tiller is provided for the
Captain and the First Officer. On some aircraft, a tiller is provided only for the Captain.
The nosewheel steering is powered by the green hydraulic system.
Emergency lowering is initiated mechanically by pulling a handle on the flight deck.
Emergency extension of the nose gear leg does not require hydraulic power. Emergency
extension of the main gear legs is assisted by hydraulic power from the yellow system.
Emergency extension of the landing gear does not require electrical power. There is no
emergency raising system.
Each leg has an oleo pneumatic shock absorber. Each shock absorber operates squat
switches. The squat switches indicate whether the leg is on the ground or not The squat
switches signal on ground and airborne status to the aircraft systems and avionics. There
are three systems: the nose system, system 1 and system 2. System 1 uses a switch on
each main gear; system 2 uses a different switch on each main gear. Each system
controls a set of relays.
When the gear is up, mechanical locks hold all three legs and the main gear doors in the
up position. If hydraulic pressure is lost, the gear remains up. The up-locks are normally
removed hydraulically. The up-locks are removed mechanically by the emergency
lowering lever.
When the gear is down, mechanical locks hold all three legs in the down position. If
hydraulic pressure is lost, the gear remains in the down position. The down locks can only
be removed hydraulically.
A gear warning horn sounds if the gear is not down and locked on the final approach.
Each leg has two wheels. The wheels are fitted wi th high pressure tubeless lyres. Wheel
brakes are fitted to the four wheels on the main gear legs.
Each wheel has a fusible plug that will deflate the tyre if the temperature of the wheel
exceeds 199C.
FCOM:V1 -002
Nov 01 /09
LANDING GEAR
Overview
Chapter 17 Topic 1
Page2
Brakes
The four main wheels have hydraulically operated, multi disc, carbon brakes.
The brakes can be operated by either the yellow or the green hydraulic system. A selector
on the centre console selects the hydraulic system to be used for braking. Brake pedals
are on each pilot's rudder pedals.
Two brake pressure gauges are on the bottom of the left instrument panel: YELLOW and
GREEN. The YELLOW gauge indicates hydraulic pressure applied by the pedals when the
yellow braking system is selected. The GREEN gauge indicates hydraulic pressure
applied by the pedals when the green braking system is selected. Each gauge has two
pressure indicators: one for the left brakes and one for the right brakes.
A parking brake lever on the centre console applies the brakes using yellow hydraulic
pressure. Green hydraulic pressure cannot be used to apply the parking brake. When the
parking brake is applied, a PARK BRK ON annunciator illuminates on the CWP.
An accumulator maintains brake pressure for a minimum of 2.5 hours.
An electronic anti-skid system is fitted. The heart of the system is an electronic control unit
in the avionics bay. The system uses wheel speed transducers on the four main wheels.
Hydraulic pressure to the brakes is routed via anti-skid control valves. The anti-skid
electronic control unit controls the anti-skid control valves. The valves are commanded to
reduce pressure to the wheels while still maintaining optimum braking efficiency. Pressure
is reduced to the wheels by passing hydraulic fluid from the skid control valves back to the
hydraulic reservoir.
The anti-skid system has a switch and two annunciators on the overhead panel.
An emergency brake selection is available on the centre console. When emergency is
selected, the brakes are forced to the yellow hydraulic system, the anti-skid is turned off
and the DC pump is forced to run.
The brake pressure accumulator also provides a limited brake pressure supply.
The main wheel brakes are automatically applied on gear retraction by pressure from the
green hydraulic system.
The brakes are cooled by electrically powered brake fans. The fans are controlled by a
switch on the overhead panel. A caption on the CSP illuminates whenever the brake fans
are selected on.
A brake temperature indicator is fitted; it is normally on the centre console.
FCOM:V1-002
Nov 01 /09
The normal landing gear selector and indicators are shown in Figure 2.1.
The normal selector is on the right side of the cent re instrument panel. T he normal gear
position indicators are just to the left of the selector.
The normal position indicator has a red annunciator and a green annunciator for each of
the three gear legs. The green annunciator means that the leg is down and locked. The
red annunciator means that the leg is unlocked. When the leg is locked up, both
annunciators are out. On most aircraft, the indicators are powered from DC BUS 2. On
some early aircraft, the indicators are powered from ESS DC.
The normal selector is a two-position lever with an illuminated handle. The positions are
UP and DN. The lever electrically signals a motorised valve. At UP, the valve is set to
direct hydraulic pressure to raise the gear. At DN, the valve is set to direct hydraulic
pressure to lower the gear. Electrical power from DC 2 is required to operate the valve.
The UP and DN positions have a gate. The lever has a cup that is spring-loaded into the
gate associated with the selection. The cup must be pulled out of the gate before the lever
can be moved to a new position. Operation of the cup is shown in Figure 2.2.
When the aircraft is on the ground, a mechanical lock in the selector prevents the lever
being moved away from the DN position. The mechanical lock is electrically removed by a
relay in squat switch system 2. The mechanical lock should be withdrawn automatically
immediately after take-off. If the lock is not withdrawn automatically, it can be manually
withdrawn using an override lever on the selector. Operation of the override lever is shown
in Figure 2.3.
A lamp is in the handle of the lever. The lamp has a translucent cover. There are two
standards of lamp. One has a red translucent cover; the cover glows red when the lamp is
on. The other has a white translucent cover containing two red filaments. The lamp
illuminates when any of the following occur:
Any one of the red unlocked indicators is illuminated.
The selector valve is not in the same position as the selector.
FCOM:V1-002
Nov Ot /09
LANDING GEAR
Right Deck
Chapter 17 Topic 2
Page 2
OR
L GEAR
f\OSE
R GEAR
Gear unlocked
Goar loekod up
Spring-loaded cup
Override lever
FCOM:V1-002
I-VI 17-Q0001
Nov 01/09
LANDING GEAR
Flight Deck
Chapter 17 Topic 2
Page 3
The lever
The up gate
The spring
FCOM:V1-002
~vl-17-00002
Nov 01 /09
LANDING GEAR
Right Deck
Chapter 17 Topic 2
Page 4
,_vl -17-00003
FCOM:V1-002
Nov 01 / 09
LANDING GEAR
Flight Deck
Chapter 17 Topic 2
Page 5
The standby gear indicators and the emergency lowering lever are on the floor immediately
aft of the centre console. The handle and the indicators are covered by a flap. The flap
must be raised to view the indicators and to operate the handle. The handle and indicators
are shown in Figure 2.4.
There are three indicators: one for each gear leg. Each indicator is a push switch with a
green annunciator. The switch is spring-loaded to the out position. The annunciator
indicates that the gear is down and locked. There is no standby unlocked indicator. If a
leg is down and locked, the associated green annunciator will only illuminate when the
indicator is pressed and held in. As soon as the indicator is released, it springs out and the
annunciator extinguishes. The indicators are powered from EMERG DC.
Operation of the emergency lowering lever is shown in Figure 2.5. To lower the gear, the
handle is pulled up. A latch holds the handle in the up position. Pulling the handle up:
Mechanically removes all three leg up locks and both main door up locks.
Connects the down and up sides of the selector valve to the hydraulic return lines.
Thus hydraulic locks are avoided.
Opens a valve to direct yellow system hydraulic pressure to the main gear
emergency assister jack.
The nose leg is assisted in its initial downwards motion by two assister springs; it then falls
assisted by gravity and aerodynamic loads. The main gear moves to the down position
under the influence of gravity and the emergency assister jack. Under some conditions,
the main gear will lock down without the help of the assister jack.
When the emergency lowering system is used, nosewheel steering will be unavailable.
The handle can be reset. Resetting the handle is shown in Figure 2.6. To reset the
handle, the latch must be removed. A small lever must be pressed down to remove the
latch. As soon as the latch is removed, a strong spring pushes the handle back to the
stowed position. It is important to hold the handle firmly, press down on the latch lever,
lower the handle slightly and then release the latch lever before lowering the handle to the
stowed position.
FCOM:V1-002
Nov 01 /09
LANDING GEAR
Right Deck
Chapter 17 Topic 2
Page6
Flap down
Flap raised
-r"-~-
,EMERG OC
FCOM:V1-002
Nov 01 / 09
LANDING GEAR
Flight Deck
Chapter 17 Topic 2
Page 7
FCOM:V1 -002
Nov 01 /09
LANDING GEAR
Right Deck
Chapter 17 Topic 2
Pages
FCOM:V1-002
Nov 01 / 09
LANDING GEAR
Flight Deck
Chapter 17 Topic 2
Page9
The gear not locked down warning is steady horn. A test button for the horn is on the
overhead GRND TEST panel. The test button is shown in Figure 2. 7.
Whenever the gear horn sounds, the red lamp in the normal gear selector handle
illuminates.
A gear horn cancel pushbutton is on the centre console. The button is shown in Figure
2.7. The button label is HORN CANCEL.
An optional landing flap datum switch may be fitted to the right instrument panel. The
switch is shown in Figure 2. 7. If the switch is not fitted, there is only one normal flap angle
for landing: 33 . If the landing flap switch is fitted , there are two normal flap angles for
landing: 24 and 33. The switch sends the selected landing flap datum to the gear not
locked down warning system.
The landing flap switch has two green annunciators: 24 o and 33 . The legend indicates the
flap setting datum for the GPWS and the gear not down warning. In the air, successive
presses of the switch change the datum between 24 o and 33 . On the ground the datum is
forced to 33 .
The gear not locked down warning sounds when any leg is not locked down and:
Any thrust lever is below the cruise thrust setting and the lAS is less than 148 kt.
The gear horn can be cancelled in this case by a single press on the HORN
CANCEL button.
OR
The landing flap is selected. The horn cannot be cancelled in this case. Some
aircraft have 33 as a take-off flap setting. On these aircraft the horn will not sound
in the initial take-off climb. The warning is enabled for the rest of the flight once the
inboard thrust levers are retarded below the take-off range.
OR
For a normal landing flap of 33 , the gear not down warning system considers that the
landing flap has been selected as soon as the lever position is greater than 30. For a
normal landing flap of 24 , the gear not down warning system considers that the landing
flap has been selected as soon as the lever position is greater than 18.
FCOM:V1-002
Nov 01 /09
LANDING GEAR
Right Deck
Chapter 17 Topic 2
Page 10
LAND FLAP
Bottom row of
GRND TEST panel
~1-17-!10007
FCOM:V1-002
Nov 01 / 09
LANDING GEAR
Flight Deck
Chapter 17 Topic 2
Page 11
Nosewheel Steering
There is a nosewheel steering tiller on the Captain's side console. Most aircraft have a
nosewheel steering tiller on the First Officer's side console. A few aircraft do not have a
nosewheel steering tiller on the First Officer's side console.
The nose wheel steering tillers are shown in Figure 2.8.
The tillers are connected to a hydraulic steering mechanism on the nose leg. The
mechanism is powered by the green system.
The tillers can move the nose leg from 70 to the left through to 70 to the right. If
differential braking or asymmetric thrust is used to decrease the turn radius, the nosewheel
can become disconnected and will castor freely. When the nosewheel has castored back
to within the steering range, the steering mechanism will re-engage with the nosewheel.
The nosewheel is free to castor through 360.
Nosewheel steering is only available when the gear has been selected down using the
normal selector and green pressure is available at the down side of the selector valve. If
an emergency lowering is made, the down side of the selector valve is selected to return.
The nosewheel steering is inoperative when the gear is lowered using the emergency
lowering system. However, the nosewheel freely castors; so directional control can be
maintained using differential braking.
FCOM:V1-002
Nov 01 /09
LANDING GEAR
Right Deck
Chapter 17 Topic 2
Page 12
l-v 1-17.00008
FCOM:V1-002
Nov 01 / 09
LANDING GEAR
Flight Deck
Chapter 17 Topic 2
Page 13
Brake Selection
There is one set of wheel brakes. They are two hydraulic braking systems:
FCOM:V1-002
Nov 01 /09
LANDING GEAR
Chapter 17 Topic 2
Page 14
Right Deck
Figure 2.9 - Brake Selection
E3
PARK:
Yallow brakes Stlloctod
Park brake vatves closed.
Yellow selected
YI:LLOW Illuminates
EMERGYEL:
Yellow braking system selected
DC pump runs
Anti-skid turned off
NORM:
FCOM:V1-002
Nov 01 / 09
LANDING GEAR
Flight Dec k
Chapter 17 Topic 2
Page 15
Brake Pedals
The rudder pedals are hinged at the bottom. When the top of the pedal is deflected,
pressure is applied to the wheel braking system. The left pedal of each pair applies
pressure to the left wheel brakes; the right pedal of each pair applies pressure to the right
wheel brakes. The rudder pedals are shown in Figure 2.11.
Either pair of brake pedals operates the brake system selected on the -centre console.
When the left pedals are applied, the right pedals do not move. When the right pedals are
applied the left pedals do not move.
Two brake pressure gauges are on the bottom of the left instrument panel: YELLOW and
GREEN. The YELLOW gauge indicates hydraulic pressure applied by the pedals when the
yellow braking system is selected. The GREEN gauge indicates hydraulic pressure
applied by the pedals when the green braking system is selected. Each gauge has two
pressure indicators: one for the left brakes and one for the right brakes. The brake
pressure gauges are shown in Figure 2.10.
The pressure on the indicators is the hydraulic pressure applied by the pedals. The
pressure on the indicator is not necessarily the pressure at the wheel brakes. The anti-skid
system modifies the applied pressure to stop the wheels skidding.
Figure 2.10 - Brake Pressure Gauges
1-otl-17-00011
FCOM:V1-002
Nov 01 /09
LANDING GEAR
Right Deck
Chapter 17 Topic 2
Page 16
FCOM:V1-002
Nov 01 / 09
LANDING GEAR
Flight Deck
Chapter 17 Topic 2
Page 17
The parking brake can only be operated from the left seat.
To apply the parking brake:
THEN
The left seat brake pedals will then be held on mechanically by the parking brake system.
Check that the PARK BRK ON caption illuminates. The caption confirms that the parking
brake valves have closed.
The parking brake will only actually be on if yellow system pressure is available at the
brake accumulator. If the brake accumulator is fully charged and all the yellow pumps are
off, the parking brake pressure will be adequate for 150 minutes.
To take off the parking brake:
THEN
The lock on the pedals will be removed. Gently lower the parking brake lever. If the
parking brake is taken off by just pressing the toe brakes, spring pressure will force the
parking brake lever rapidly to the down position, thus putting unnecessary stress on the
mechanical components of the selection system.
The PARK BRK ON caption and the BRK ACC LO PRESS annunciator are shown in
Figure 2.12.
FCOM:V1-002
Nov 01 /09
LANDING GEAR
Right Deck
Chapter 17 Topic 2
Page 18
Figure 2-12- BRK ACC LO PRESS Annunciator and PARK BRK ON Caption
FCOM:V1-002
Nov 01 / 09
LANDING GEAR
Flight Deck
Chapter 17 Topic 2
Page 19
Anti-Skid
FCOM:V1-002
Nov 01 /09
LANDING GEAR
Right Deck
Chapter 17 Topic 2
Page 20
FCOM:V1-002
Nov 01 / 09
LANDING GEAR
Flight Deck
Chapter 17 Topic 2
Page 21
Brake Fans
The flight deck brake fans items are shown in Figure 2.14.
A thee-position BRK FANS switch is on the overhead panel just to the left of the ANTI
SKID switch. The positions are OFF, ON and AUTO.
At OFF the brake fans are off. At ON the brake fans are signalled to run.
The AUTO position allows the fans to be controlled by the nose leg position. With AUTO
selected, the brake fans are signalled to run whenever the nose gear is down and locked.
There is a green BRK FANS SEL ON caption on the CSP. The caption illuminates when:
OR
The caption only indicates that power is applied to the fans. There is no fan failure
indicator on the flight deck.
Failure of a fan will be indicated by an abnormally high temperature on the associated
brakes temperature indicator. However, an abnormally high indicated temperature can be
caused by other faults: for example, a binding brake.
FCOM:V1-002
Nov 01 /09
LANDING GEAR
Right Deck
Chapter 17 Topic 2
Page 22
FCOM:V1-002
---..J
I v1-17.00050
Nov 01 / 09
LANDING GEAR
Flight Deck
Chapter 17 Topic 2
Page 23
A brake temperature indicator (BTl) is fitted. The BTl is normally on the rear centre
console. The BTl is supplied with brake temperature from sensors on the brake units.
If the temperature of a brake exceeds 750"C, maintenance action is required.
There are two types of brake temperature indicator: one with a numeric indication of brake
temperature and the other with strip temperature indicators.
Numeric BTl
The numeric BTl is shown in Figure 2.15. The numeric BTl has:
A pushbutton for each wheel to select any one of wheelbrakes to the numeric
display.
A push button to allow the display to show the hottest brake temperature. The
button is labelled MAX.
A three-position combined power and test switch. The positions are ON, OFF and
TEST.
FCOM:V1-002
Nov 01 /09
LANDING GEAR
Chapter 17 Topic 2
Page 24
Right Deck
Figure 2.15 - Numeric BTl
Dimmer
OC1CiCJ
u. u . u.
I_!
MAX
OUTE~
INNER
INNER
Display sei~H:tors
FCOM:V1-002
OUTE:R
i'Wl 17.()0016
Nov 01 / 09
LANDING GEAR
Flight Deck
Chapter 17 Topic 2
Page 25
Strip BTl
THEN
Each strip shows increasing temperature until all the red LEOs are lit.
THEN
The amber and green LEOs show decreasing temperature, but the red LEOs
remain lit.
When the LEOs show the actual brake temperature, the red LEOs go out.
A light sensor on the BTl panel automatically adjusts the brilliance of the strip indicators.
FCOM:V1-002
Nov 01 /09
LANDING GEAR
Chapter 17 Topic 2
Page 26
Right Deck
Figure 2-16 - Strip BTl
Light sensor
Test button
FCOM:V1-002
t
1-vl-1700017
Nov 01 / 09
LANDING GEAR
Flight Deck
Chapter 17 Topic 2
Page 27
Squat Switches
There are four squat switch test switches on the GRND TEST panel: NOSE SQUAT SW 1,
NOSE SQUAT SW 2, SQUAT SW L and SQUAT SW R. The L and R switches test both
squat switch system 1 and squat switch system 2. The switches are for maintenance use
only; they are shown in Figure 2.17.
Figure 2.17 - Squat Switch Test Switches
FCOM:V1-002
Nov 01/09
LANDING GEAR
Right Deck
Chapter 17 Topic 2
Page 28
Circuit Breakers
The flight deck circuit breakers (CBs) are on the GEAR & BRAKES section of the overhead
circuit breaker panel. The circuit breakers are shown in Figure 2.1 8.
There are four anti-skid CBs:
A SKID 1 (A 1) and A SKID 2 (A4) supply the normal power to the anti-skid system
when the ANTI SKID switch is at ON.
A SKID BAIT is the supply used when the ANTI SKID switch is at BAIT.
A SKID WARN supplies the power for the FAULT and INOP warnings.
GEAR CTRL (B2) supplies the power for the normal gear selector valve.
STBY GEAR IND (B3) supplies the power for the standby gear indication. It also
affects squat switch system 1.
GEAR IND + WARN (B3) supplies the power for the normal gear indication and
warning. It also affects squat switch system 2 .
Figure 2.18 - Circuit Breakers
1-VII7-G0019
FCOM:Vt-002
Nov 01 / 09
The elements of the main gear are shown in Figure 3 .1 to Figure 3.7.
Each main gear leg incorporates an oleo-pneumatic shock absorber.
Each main gear has an extension and retraction jack. The jack is powered by the green
hydraulic system.
The gear leg is attached to the fuselage by a hinge. The gear retracts into the fuselage. A
door is attached to the gear and moves with the gear. The door is open when the gear is
down and closed when the gear is up.
The gear has to be shortened and folded to fit into the gear bay. The retraction sequence
is shown in Figure 3.7.
Each main gear has two down-locks. A side stay mechanically locks the gear in the down
position. A mechanism shortens the gear as the gear is retracted. The shortening
mechanism is mechanically locked when the gear is down. Once the gear is down and
locked, these locks will hold the gear down if hydraulic pressure is lost. Each lock can only
be unlocked by hydraulic pre.ssure.
There are two small hydraulic down-lock unlock jacks. One unlocks the side stay and the
other unlocks the shortening mechanism. The jacks are hydraulically powered to the
unlock position when the gear is selected up. The jacks are operated by green hydraulic
pressure. The down-locks cannot be manually unlocked.
A ground lock pin can be inserted in the side stay. When the pin is in, the gear cannot be
retracted.
Each main gear has two up-locks. One lock mechanically locks the gear leg in the up
position. The other lock locks the door in the closed position. Once the gear is up and
locked, these locks will hold the gear up and the door closed if hydraulic pressure is lost.
There are two small hydraulic up-lock unlock jacks. One unlocks the gear up-lock and the
other unlocks the door up-lock. The jacks are hydraulically powered to the unlock position
when the gear is selected down. The jacks are operated by green hydraulic pressure. The
up-locks can be manually unlocked by pulling the emergency lowering lever.
Normally, the gear door is close to the outboard wheel. The door can be moved further
away from the wheel to give better access for maintenance action: for example, changing a
wheel . The door is connected to the gear by a release mechanism. The release
mechanism is shown in Figure 3.6. When the release mechanism is in its normal position,
the door is close to the outboard wheel. If a pin is removed from the release mechanism,
the door can be moved to the maintenance position. When the release mechanism is not
properly in the normal position, a red witness mark is shown. When the release pin is in, it
is locked in position with a locking pin. In the external checks, the release mechanism is
check.ed. The checks are:
The pin must be in and locked.
FCOM:V1-002
Nov 01 /09
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 2
Gear door
Extension and
t4ltraellon jaek
FCOM:V1-002
Shock absorber
1-vl-17-00020
Nov 01/09
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 3
,----~--
Shortening mechanism
unlock jack
I.YI 17.00021
FCOM:V1-002
Nov 01/09
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 4
FCOM:V1-002
Nov 01 / 09
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 5
FCOM:V1 -002
Nov 01 /09
Chapter 17 Topic 3
Page6
LANDING GEAR
Landing Gear
Figure 3-5 - Left Gear Door Up-lock
FCOM:V1-002
Nov 01 / 09
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 7
FCOM:V1-002
Nov 01/09
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Pages
Gear 111tra<:tlng
and shortening
1-117..00026
FCOM:V1-002
Nov 01 / 09
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page9
Nose Gear
The nose gear is shown in Figure 3.8 to Figure 3.13. The nose gear leg incorporates an
oleo-pneumatic shock absorber
The nose gear retracts forwards into the nose gear bay. It is operated by an extension and
retraction jack. The jack is powered by the green hydraulic system. There are three nose
gear bay doors: two forward doors and one aft door.
The aft door is fixed to the gear. The aft door is open when the gear is down and closed
when the gear is up.
The two forward doors are linked to the gear by a door operating mechanism. The
mechanism has three connecting rods: one large rod and two small rods. The mechanism
opens the doors for the gear to be lowered or raised; the mechanism then closes the doors
once the gear is clear of the doors. The forward doors are closed when the gear is down
and locked and when the gear is up and locked.
The large rod is connected to the gear by a quick release pin. When the pin is removed,
the nose doors fall open to allow easy access to the nose gear bay for maintenance
action. The pin has a locking pin. The release pin and its locking pin are checked in the
external checks.
There is an up-lock and down-lock plunger on top of the gear leg. When the gear is down
and locked, the plunger is engaged in a down-lock. When the gear is up and locked, the
plunger is engaged in an up-lock. The hydraulic jack operates a lever to remove the
plunger from the up-lock when the jack starts to move to the down position. The hydraulic
jack operates the same lever to remove the plunger from the down-lock when the jack
starts to move to the up position.
A ground lock pin can be inserted in nose gear. When the pin is in, the gear cannot be
retracted.
When the emergency lowering handle is pulled up, the up-lock is removed mechanically
from the plunger.
There are two assister struts in the forward part of the nose gear bay. The struts have two
functions:
To assist the gear to the down position when an emergency lowering of the gear is
made.
When the gear is raised, the wheels hit the struts and friction between the wheels and the
struts stop the wheels rotating. As the gear continues upwards, springs in the struts are
compressed to store energy. The stored energy is used to assist an emergency lowering
of the gear. When the emergency lowering lever is pulled up, the nose leg is assisted in its
initial downwards motion by the two assister springs; it then falls assisted by gravity and
aerodynamic loads.
A nosewheel steering mechanism is on the nose gear. The mechanism is connected to the
nosewheel by torque links. The steering mechanism is connected to the flight deck tillers.
The steering is hydraulically powered by the green system.
FCOM:V1-002
Nov 01 /09
LANDING GEA R
Landing Gear
Chapter 17 Topic 3
Page 10
Aft door
FCOM:V1-002
Nov 01 / 09
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 11
Asslster struts
--~-
FCOM:V1 -002
Nov 01 /09
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 12
FCOM:V1-002
Nov 01 / 09
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 13
Steering actuator
Shock absorber
Rlglht door
Left door
~YI-17..00030
FCOM:V1-002
Nov 01/09
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 14
~v1-17-D003t
FCOM:V1-002
Nov 01 / 09
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 15
i-V1 17.00032
FCOM:V1 -002
Nov 01 /09
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 16
FCOM:V1-002
Nov 01/09
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 17
Hydraulic pressure is supplied to the unlock side of each up-lock jack and the lock
side of each up-lock jack is connected to return.
Hydraulic pressure is supplied to the down side of each extension and retraction
jack and the up side of each extension and retraction jack is connected to return.
Hydraulic pressure is supplied to the side stay unlock jacks, the shortening
mechanism unlock jacks and the auxiliary braking pistons.
Hydraulic power is supplied to all the up-lock jacks to move them to the locked
position.
Hydraulic pressure is supplied to the up side of each extension and retraction jack
and the down side of each extension and retraction jack is connected to return.
After 24 seconds, the auxiliary brake pistons and the shortening mechanism unlock
jacks are connected to return.
FCOM:V1-002
Nov 01 /09
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 18
Supply
Gear
uplock
jacks
Retraction
b:rake valve
Door uplock
jacks
Shortening
mechanism
unlock jacks
Nos.e
Auxiliary
brake
pistons
Side-stay
unlock jacks
Left
main
gear
j ack
Right
main
gear
jack
i-v1-17-00033
FCOM:V1-002
Nov 01/09
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 19
Nosewheel Steering
FCOM:V1-002
Nov 01 /09
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 20
Shut-off
Nose wheel
valve steering valve
Gear
uplock
fach
Retraction
brake valve
Door uplock
jacks
Shortening
mechanism
unlock jacks
Nose
Auxiliary
brake
pistons
Side-stay
unlock jacks
Left
main
Right
main
g.ar
jack
jack
1-Vt 1Hl0DJ4
FCOM:V1-002
Nov 01 / 09
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 21
Emergency Lowering
The assister jack selector valve is mechanically moved to the emergency position.
FCOM:V1-002
Nov 01 /09
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 22
Supply
Selector
valve
Main gear
Down
assister jack . - - - - - - - ' '-----..-...,
DC BUS2
Return
Supply
Dump
valve
linkage~ ---.
Clo$e<t when
Down
Return
Dump valve:
Shown in normal position.
Move to right to dump (connect
selector valve to return).
,
i-v1-1 7-00035
FCOM:V1-002
Nov 01 / 09
FCOM:V1-002
Nov 01 /09
LANDING GEAR
Brakes
Chapter 17 Topic 4
Page 2
!
Spring struts
FCOM:V1-002
i-1 -17-00038
Nov 01 / 09
LANDING GEAR
Brakes
Chapter 17 Topic 4
Page 3
Brake Selection
The brake selectors are shown in Figure 4.2. The yellow system selected is shown in
Figure 4.3. The green system selected is shown in Figure 4.4. There are lWo brake
selector valves: yellow and green. When the yellow valve is open, it passes yellow
hydraulic system pressure to the yellow brake control valves. When the green valve is
open it passes green hydraulic system pressure to the green brake control valves.
The selector valves are electrically operated by solenoids. The power comes from DC
BUS 1. When the yellow selector valve is electrically powered, it is closed. When
electrical power is removed from the yellow selector valve, it opens. When the green
selector valve is electrically powered, it is open. When electrical power is removed from
the green selector valve, it closes.
Electrical power to the solenoid valves comes via a brake selection relay operated by the
brake selection circuit. The lWo selector valves cannot be open at the same time.
Whenever one valve is open the other is closed. Only one brake system can be operative
at a time.
The relay is set to remove power from both valves (so yellow is selected) when either: the
pushbutton is set to the yellow position, or the parking brake lever is set to on, or the lock
toggle switch is set to EMERG YEL, or DC BUS 1 is lost.
Power is only applied to both valves when: DC BUS 1 is powered, the pushbutton is set to
the green position, the parki ng brake lever is set to off, and the lock toggle switch is at
NORM.
If the pushbutton is in and either the parking brake is on or the toggle switch has been set
to EMERG YEL, both the GREEN and the YELLOW annunciators will be lit: GREEN
because the button is in, YELLOW because the yellow hydraulic system is being used for
braking. If DC BUS 2 is lost, the power supply to the GREEN and YELLOW annunciators
is lost. If DC BUS 1 is lost, the yellow braking system is automatically selected because
power is removed from both selector valves. At the essential and emergency power levels,
the green braking system is not available.
Figure 4.2 - Brake Selector
Green
Selected
Yellow
Sel&eled
~v1- t 7.()()O.t()
FCOM:V1 -002
Oct 31 /13
LANDING GEA R
Brakes
Chapter 17 Topic 4
Page 4
Coil
r-B-r-a-k e- s-el-e-ct- io
_n
_ c-ir_c_
u....,
itl
Yellowd
Green
Yellow system
pressure
Yellow
selector
valve
cv
Solenoid
Green system
pressure
I Solenoid
V'\
I(
Green
selector
valve
DC BUS 1
0
Yellow
\---i H
Coil
Green
Yellow system
pressure
Yellow
selector
valve
Green system
pressure
Solenoid
I Solenoid
'lr
v
\....
G<ee"
selector
valve
FCOM:V1-002
Nov 01/09
LANDING GEAR
Brakes
Chapter 17 Topic 4
Page 5
Shuttle Valves
The output from the two braking systems goes to the wheelbrakes via a shuttle valve. The
highest pressure at the shuttle valves applies pressure to the brakes. The shuttle valve is
shown schematically in Figure 4.5.
Figure 4.5 - Shuttle Valve
Yellow braking '"===~
system
r
Shuttle valve
L...__ _
t-::===:
t-
- -- - '
Green braking
system
i-v1- 17-00043
FCOM:V1-002
Nov 01 /09
LANDING GEAR
Chapter 17 Topic 4
Page 6
Brakes
Figure 4.6 - Skid Control Valves
Selector valve
Left brake
co ntrol valve
Control
circuit
Skid
control
valve
Rig ht brake
control valve
Control
circuit
circuit
Skid
control
valve
Skid
contro l
valve
Control
circuit
Skid
control
valve
~
Shuttle
v alve
i-v 1-1 7 -0004 4
FCOM:V1-002
Nov 01 / 09
LANDING GEAR
Brakes
Chapter 17 Topic 4
Page 7
FCOM:V1-002
Nov 01 /09
LANDING GEAR
Brakes
Chapter 17 Topic 4
Pages
Return
from skid
control
valves
PARK BRK
ON
PARK
i-v1-17-00046
FCOM:V1-002
Nov 01/09
LANDING GEAR
Brakes
Chapter 17 Topic 4
Page9
FCOM:V1-002
Nov 01 /09
LANDING GEA R
Brakes
Chapter 17 Topic 4
Page 10
Park brake
valve{s)
Yellow
selector
valve
Right
brake
Left
b rake
Return
from skid
control
valves
PARK BRK
ON
To the right
green brake
control valve.
Skid
control
valve
Gl
>
fti
>
Skld
control
valve
.,>
Gl
>
= =
II
:s
r.
:s
r.
f1J
CD
'E:s
r.
f1J
f1J
FCOM:V1-002
Skid
control
valve
>
fti
>
fti
Gl
Skid
control
valve
ivl-17-00047
Nov 01 / 09
LANDING GEAR
Brakes
Chapter 17 Topic 4
Page 11
Wheel speeds are quoted as the groundspeed equivalent to the wheel rotational speed.
Wheel Spin-up
The anti-skid control unit generates a spin-up signal. The spin-up signal is generated once
a wheel on each main leg accelerates through 33 kt. The spin-up signal is retained until
the wheels decelerate through 15 kt.
Anti-Skid Function
i he anti-skid function does not become active until the wheel spin-up signal is present.
When pressure in excess of that required to cause the wheels to skid is applied by he
brake control valves, the anti-skid computer modulates the pressure through the anti-skid
valves so that there is a small amount of slip between the ground and the wheels. This
produces the best retardation force on the aircraft.
When the spin-up signal drops out (at 15 kt), the anti-skid signal to the skid control valves
is gradually reduced so that the pressure applied through the brake control valves is sent
directly to the brakes.
FCOM:V1-002
Nov 01 /09
LANDING GEAR
Brakes
Chapter 17 Topic 4
Page 12
Green
selector
valve
Return
from skid
control
valves
Left
brake
Right
brake
To the left
yellow brake
control valve
To the right
yellow brake
control valve
The skid control
valves are
electronically
controlled
Skid
control
valve
Skid
control
valve
They prevent
skidding by
dumping fluid
to the reservoir
Skid
control
valve
Skid
control
valve
FCOM:V1-002
Nov 01 / 09
LANDING GEAR
Brakes
Chapter 17 Topic 4
Page 13
Touchdown Protection
To prevent the brakes being inadvertently applied on touchdown, pressure from the skid
control valves to the wheels is dumped when the aircraft is in the air and there is no
spin-up signal. The air ground status comes from the squat switch system.
For the inboard wheels, the air ground status comes from squat switch system 1 ; for the
outboard wheels, the air ground status comes from squat switch system 2.
If the aircraft is landing on a low friction surface, the wheels may take a few seconds to
spin up. If the brakes were available as soon as the squat switches sense the on ground
condition and the brakes were applied too soon, the wheels may lock. To overcome this
problem, wheel braking on a pair of wheels is not available until the first of:
The associated squat switch system has been on the ground for five seconds.
A wheel-spin test switch is on the top right edge of the maintenance panel in the avionics
bay. The switch is a two-position toggle switch with a guard. The positions are NORM and
TEST.
When the guard is down, the switch is forced to NORM. At NORM:
The Land R squat switch test is enabled when the parking brake is on and disabled
when the parking brake is off.
The anti-skid test is enabled when the parking brake is on and disabled when the
parking brake is off.
The Land R squat switch test is enabled when the parking brake is on and when
the parking brake is off.
The anti-skid test is enabled when the parking brake is on and when the parking
brake is off.
In the external checks, the switch is checked. The guard should be down.
FCOM:V1-002
Nov 01 /09
LANDING GEAR
Brakes
Chapter 17 Topic 4
Page 14
The squat switch system 1 signal to the anti-skid control unit fails to the airborne state:
If EMERG DC is lost.
OR
For some failures in the standby gear indication system: for example, the STBY
GEAR IND circuit breaker is tripped or pulled out.
The squat switch system 2 signal to the anti-skid control unit fails to the airborne state:
If DC 2 is lost.
OR
For some failures in the normal gear indication system: for example, the GEAR IND
+WARN circuit breaker is tripped or pulled out.
For fai lures resulting in the loss of the squat switch 1 on ground input, the inboard wheel
brakes will be lost below 15 kt because:
The airborne condition has been sensed by the inner wheel control circuits.
AND
For failures resulting in the loss of the squat switch 2 on ground input, the outboard wheel
brakes will be lost below 15 kt because:
The airborne condition has been sensed by the outer wheel control circuits.
AND
If the squat switch 1 and the squat switch 2 on ground signals are lost, there will be a total
loss of braking below 15 kt if the anti-skid system is powered. To recover braking, EMERG
YEL should be selected. A failure in the emergency yellow selection circuit could result in
the anti-skid system remaining powered when EMERG YEL is selected. If a selection to
EMERG YEL does not restore braking, the ANTI SKID switch must be selected OFF.
FCOM:V1-002
Nov 01 /09
LANDING GEAR
Brakes
Chapter 17 Topic 4
Page 15
If the yellow braking system is selected and the brakes are applied, fluid from the yellow
system enters the brakes:
If the brakes are released with the yellow braking system still selected, the fluid
returns to the yellow reservoir.
If the green system is selected before the brakes are released, the fluid goes to the
green reservoir when the brakes are released, resulting in fluid being transferred
from the yellow reservoir to the green reservoir.
If the green braking system is selected and the brakes are applied, fluid from the green
system enters the brakes:
If the brakes are released with the green braking system still selected, the fluid
returns to the green reservoir.
If the yellow system is selected before the brakes are released, the fluid goes to the
yellow reservoir when the brakes are released, resulting in fluid being transferred
from the green reservoir to the yellow reservoir.
To avoid transfer of fluid from one reservoir to the other in normal operations, normal
transfer from one system to the other must be made with the brakes off.
FCOM:V1-002
Nov 01 /09
Topic 1 - Overview
Scope ...................................... ......................................................... .............................
Flight Deck Lighting.......................................................................................................
Cabin Lighting .................................................................................. ........... .......... ... .....
Bay Lighting ...... .. .......... ... .......... ......... ............................................ . ... ...................... ....
External Lights ..... ... ...... ... .......... ............ .......... ............. ......... .......... ... ......... ............. ....
VIP Cabin Lighting ......................................... .... ................... ........... ....... ......................
1
2
2
2
3
3
5
5
5
7
9
11
13
15
17
19
21
23
25
27
29
FCOM:V1-002
Nov 01 / 09
3
4
5
6
7
9
11
12
12
13
15
LIGHTS
Contents
Chapter 18 TOC
Page2
Overview.......................................................................................................................
Cargo Bay Lighting........................................................................................................
Avionics Bay Lighting ..................... .......................................... ................... ..................
Hydraulics Bay Lighting..................................................................... ............................
Air Conditioning Bay Lighting (Rear).............................................................................
Gear Bay Lights ...... ...... ... ... ... .. .. ... . ...... .... . ..... . ..... ..... ...... ..... ...... ... .. .. .... .. .... ..... . ..... ..... ..
1
1
3
7
7
9
Topic 5 - External
Overview............................................................................................ ...........................
Navigation Lights...........................................................................................................
Strobe Lights.................................................................................................................
Anti-collision Beacons...................................................................................................
Landing and Taxi Lights................................................................................................
Runway Exit Lights............................................................................ ............................
Wing Inspection Lights..................................................................................................
Logo Lights......................................................................................... ...........................
FCOM:V1-002
Nov 01 /09
1
1
3
5
7
9
11
13
LIGHTS
Contents
Chapter 18 TOC
Page3
FCOM:V1-002
Nov 01/09
Scope
This chapter describes the aircraft lighting and is split into the following topics:
The flight deck lighting.
The area lighting in the flight deck has the following -elements:
Flight deck entry lights.
Flood lights for the instrument panels and the centre console.
Storm lights.
Emergency lights.
The panels have white legends and lines engraved on them. These engravings are
illuminated by lights within the panels. This lighting is known as panel lighting. The panel
lights also illuminate the selected end of each rocker switch.
Panel lighting is provided for the overhead panels, the glareshield, the instrument panels
and the panels on the centre and side consoles.
Instrument lighting is provided for the instruments on the overhead panels, on the
instrument panels, on the centre console and on the side consoles.
The standby compass has an integral light. Another light behind the standby compass
illuminates the eye locator. A switch on the overhead panel controls both lights.
Two reading lights are provided for each pilot: a sill light and a lap light. The sill light,
illuminates the on-side notepad holder on the window sill; the lap light, illuminates the
pilot's lap.
Each pilot has a dimming panel on the side console. The left dimming panel controls the
lighting for the left side console, left instrument panel and the centre instrument panel. The
right dimming panel controls the lighting for the right side console and the right instrument
panel.
A dimming panel on the centre console controls the centre console lighting.
Dimmers for the overhead panels and instruments are on the overhead panel. A dimmer
for the glareshield is on the overhead panel.
Some electronic displays have individual dimmers.
Switches for the external lights, cabin emergency lights and cabin signs are on the
overhead panel.
FCOM:V1 002
Nov 01 /09
LIGHTS
Overview
Chapter 18 Topic 1
Page2
Cabin Lighting
All the cabin lights are controlled from the forward cabin attendant's panel. The panel is
above the forward service door.
Main cabin lighting is provided by fluorescent centre aisle lights and side lights.
Toilet lighting is provided by fluorescent lights and standby incandescent lights.
Fluorescent lighting is provided for each vestibule. The forward vestibule fluorescent lights
are forced to on whenever the flight deck entry lights are on. When the flight deck entry
lights are off, the forward vestibule fluorescent lights are controlled by a switch on the
forward cabin attendant's panel.
Dim incandescent lighting is also provided for the forward vestibule. The dim lights are
powered directly from external AC when external AC is connected to the aircraft but is not
connected to the main busbars or the ground service busbar.
Emergency aisle lights and exit lights are fitted to all aircraft. Some aircraft have floor
proximity escape path marking. The emergency lights are controlled from a switch in the
flight deck and a switch in the forward vestibule.
No smoking signs and seat belt signs are fitted strategically through the cabin. A switch for
the no smoking signs and a switch for the seat belt signs are in the flight deck.
Bay Lighting
External Lights
Some aircraft have logo lights fitted to the underside of the tailplane. The logo lights
illuminate the sides of the fin.
FCOM:V1-002
Nov 01 /09
LIGHTS
Overview
Chapter 18 Topic 1
Page3
Some aircraft have a VIP cabin. The individual VIP lighting schemes may differ between
aircraft.
FCOM:V1-002
Nov 01 /09
LIGHTS
Overview
Chapter 18 Topic 1
Page4
FCOM:V1-002
Nov 01/09
Each pilot has a dimming panel. The dimming panels are shown in Figure 2.1 .
The left dimming panel contains the following:
A FLT KIT dimmer. The FLT KIT dimmer controls the brightness of a light in a
stowage in the left side console.
A SILL light pushbutton switch. The SILL switch turns the left sill light on and off.
A LAP light pushbutton switch. The LAP swit ch turns the left lap light on and off.
A dimmer above the SILL and LAP light switches. The dimmer controls the
brightness of both the left sill light and the left lap light.
A PANEL FLOOD dimmer. The PANEL FLOOD dimmer controls the brightness of
the left instrument panel and centre instrument panel flood lighting. When the
dimmer is turned fully clockwise to a STORM position, a switch is made that turns
on the storm lights above the left and centre instrument panels.
A PANEL INSTS dimmer. The PANEL INSTS dimmer controls the brightness of
the panel lights and instrument lights on the left side console, on the left instrument
panel and on the centre instrument panel.
A SILL light pushbutton switch. The SILL switch turns the right sill light on and off.
A LAP light pushbutton switch. The LAP switch turns the right lap light on and off.
A dimmer above the SILL and LAP light switches. The dimmer controls the
brightness of both the right sill light and the right lap light.
A PANEL FLOOD dimmer. The PANEL FLOOD dimmer controls the brightness of
the right instrument panel flood lighting. When the dimmer is turned fully clockwise
to a STORM position. a switch is made that turns on the storm light above the right
instrument panel.
A PANEL INSTS dimmer. The PANEL INSTS dimmer controls the brightness of
the panel lights and instrument lights on the right side console and on the right
instrument panel.
FCOM:Vt -002
Nov 01 /09
LIGHTS
Right Deck
Chapter 18 Topic 2
Page 2
).
FCOM:V1-002
Nov 01 / 09
LIGHTS
Flight Deck
Chapter 18 Topic 2
Page 3
A FWD CONSOLE dimmer. The FWD CONSOLE dimmer controls the brightness
of the panel lights on the forward section of the centre console.
An AFT CONSOLE dimmer. The AFT CONSOLE dimmer controls the brightness
of the panel lights on the aft section of the centre console.
A CONSOLE FLOOD dimmer. The dimmer controls the brightness of the centre
console floodlighting.
On aircraft with an enhanced security door, the panel also includes the remote
locking control tor the door.
The aft part of the forward console contains flying controls: trimmers, flap lever and
airbrake/lift spoiler lever. An extra level of dimming can be applied to this area by pressing
the fixed level dimming switch. The switch label is PANEL LT PUSH ON/DIM.
Some enhanced flight deck doors have a keypad entry facility. The centre console dimmer
panel shown in Figure 2.3 is for an enhanced door w ithout a keypad facility. The panels tor
aircraft without an enhanced flight deck door and for an enhanced door with the keypad
entry facility are shown in Figure 2.2.
Figure 2.2 - A lternative Centre Console Dimming Panels
Panel for aircraft wl1hout an onhancod flight dock door
FCOM:V1 -002
Nov 01 /09
LIGHTS
Chapter 18 Topic 2
Page 4
Right Deck
Figure 2.3 - Centre Console Controls
FCOM:V1-002
i-11'1-18-00003
Nov 01 / 09
LIGHTS
Flight Deck
Chapter 18 Topic 2
Page 5
A dimmer for the glareshield panel lights is on the bottom left corner of the overhead
panel. The dimmer is shown in Figure 2.4. The dimmer's label is DIM GLARESHIELD.
Standby Compass and Eye Locator Lights Switch
A push switch, on the bottom left of the overhead panel, turns both the standby compass
light and the eye locator light on and off. The switch is shown in Figure 2.4. The switch
legend is STBY COMP & EYE LOCATOR PUSH ON/OFF.
Overhead Panel Dimmers
There are two overhead panel dimmers on the bottom right of the overhead panel: DIM
INSTS and DIM PANEL. They are shown in Figure 2.4.
The DIM INSTS dimmer dims the lights in all the instruments on the overhead panel.
The DIM PANEL dimmer dims the overhead panel lights.
FCOM:V1-002
Nov 01 /09
LIGHTS
Right Deck
Chapter 18 Topic 2
Page6
:;.
AN NUN
FCOM:V1-002
Nov 01 / 09
LIGHTS
Flight Deck
Chapter 18 Topic 2
Page 7
A LIGHTS & NOTICES panel is on the top right of the overhead systems panel. The panel
is shown in Figure 2.5.
The panel contains:
An ENTRY switch. The ENTRY switch turns the flight deck entry lights on and off.
Another entry light switch is on the right side of the flight deck entry aisle. The aisle
entry light switch is shown in Figure 2.7.
A WING LTS switch. The WING LTS switch turns the left and right wing inspection
lights on and off.
A LOGO LTS switch. The LOGO LTS switch turns the logo lights on and off. If
logo lights are not fitted, the switch is either not fitted or is fitted but contains an
INOP legend.
A NO SMKG switch. The NO SMKG switch controls the no smoking signs in the
cabin. The switch can be used to turn the signs on and off or be set so that the no
smoking signs are automatically turned on and off based on the nose gear position.
A CABIN EMERG switch. The CABIN EMERG switch controls the cabin
emergency lights. The switch can be used to turn the lights on and off or be set so
that the cabin emergency lights are automatically turned on when the ESS DC BUS
is lost.
A BEACON switch. The BEACON switch turns the upper and lower anti-collision
red beacons on and off.
A STROBE switch. The strobe switch turns the wing tip and tail white strobe lights
on and off.
A NAV switch. The NAV switch controls the wing tip and tail navigation lights. The
switch has two positions, ON and OFF.
FCOM:V1-002
Nov 01 /09
LIGHTS
Right Deck
Chapter 18 Topic 2
Page8
+ -+-
Win g inspection
lights switch
No smoking
signs swi tch
lights switch
Red rotating
beacons switch
FCOM:V1-002
Nov 01/09
LIGHTS
Flight Deck
Chapter 18 Topic 2
Page9
A panel below the main overhead panel contains light switches and windscreen controls.
The panel is shown in Figure 2.6. The light controls on the panel are:
A FLT DECK EM ERG LTS switch. The FLT DECK EMERG LTS switch controls
the flight deck emergency lights. The switch can be used to turn the emergency
lights on and off or to arm the lights. When the lights are armed, the flight deck
emergency lights are automatically turned on when the ESS DC BUS is lost.
A RWY EXIT LTS switch. The RWY EXIT LTS switch turns the left and right
runway exit lights on and off.
Two combined landing and taxi lights switches: L and R. The switch marked L
controls the left landing light and the left taxi light. The switch marked R controls
the right landing light and the right taxi light.
A FASTEN BELTS switch. The FASTEN BELTS switch switches the fasten belt
and return to seats signs on and off.
FCOM:V1-002
Nov 01 /09
LIGHTS
Chapter 18 Topic 2
Page 10
Right Deck
Figure 2.6 - Overhead Panel Extension
FCOM:V1-002
Nov 01 / 09
LIGHTS
Flight Deck
Chapter 18 Topic 2
Page 11
There are two entry lights on the roof panel either side of the circuit breaker panel.
Two-way switching is provided for the lights. One switch is on the LIGHTS & NOTICES
panel. The LIGHTS & NOTICES panel is shown in Figure 2.5. The other switch is on the
right side of the flight deck entrance aisle; the switch is shown in Figure 2.7.
FCOM:V1-002
Nov 01 /09
LIGHTS
Right Deck
Chapter 18 Topic 2
Page 12
j i!NIRY
FCOM:V1-002
Nov 01 / 09
LIGHTS
Flight Deck
Chapter 18 Topic 2
Page 13
The instrument panel floodlights and storm lights are shown schematically in Figure 2.8.
There are six incandescent floodlights under the glareshield: two under the left glareshield,
two under the centre glareshield and two under the right glareshield. All six floodlights are
powered from the ESS DC busbar.
The brilliance of the left and centre floodlights is controlled by the PANEL FLOOD dimmer
on the left dimming panel. The brilliance of the right floodlight is controlled by the
PANEL FLOOD dimmer on the right dimming panel.
There are three fluorescent storm lights under the glareshield: one under the left
glareshield, one under the centre glareshield and one under the right glareshield. The
storm lights under the left and centre glareshield are powered from AC BUS 1. The storm
lights under the right glareshield are powered from AC BUS 2.
When a PANEL FLOOD dimmer is rotated fully clockwise to the STORM position, a switch
is made. The switch on the left PANEL FLOOD dimmer turns on the storm lights under the
left and centre glareshield. The switch on the right PANEL FLOOD dimmer turns on the
storm light under the right glareshield.
FCOM:V1-002
Nov 01 /09
LIGHTS
Right Deck
Chapter 18 Topic 2
Page 14
AC BUS 1
AC BUS 2
nn~
left
left
Flood!
Storm
Llghts
Light
FCOM:V1-002
~
Centne Centre
Storm
llghl
Flood
lights
Right
Flood
Ughts
Right
Storm
Light
Nov 01/09
LIGHTS
Flight Deck
Chapter 18 Topic 2
Page 15
The centre console floodlight is in the roof panel. It is shown in Figure 2.9.
The centre console floodlight is on a ball and socket joint. The joint allows the direction of
the light beam to be adjusted. The ball of the joint gets hot when the light has been on at
high brilliance for some time. The direction of the light should be adjusted holding the rim
of the light not the ball of the ball and socket joint.
The floodlight is powered from the ESS DC busbar. The brilliance of the light is adjusted
using the CONSOLE FLOOD dimmer on the centre console dimming panel.
FCOM:V1-002
Nov 01 /09
LIGHTS
Chapter 18 Topic 2
Page 16
Right Deck
Figure 2.9 - Centre Console Floodlight
ESSDC
~Yt 1 11-00010
FCOM:V1-002
Nov 01 / 09
LIGHTS
Flight Deck
Chapter 18 Topic 2
Page 17
The instrument panel and side console lights are shown schematically in Figure 2.1 o.
The instrument and panel lights on the left-side console and on the left instrument panel
are powered from AC BUS 1 via the PANEL INSTS dimmer on the left dimming panel.
The instrument and panel lights on the right-side console and on the centre instrument
panel are powered from AC BUS 2 via the PANEL INSTS dimmer on the right dimming
panel.
The instrument and panel lights on the aft-centre console are powered from AC BUS 2 via
the AFT CONSOLE dimmer on the centre console dimming panel.
The instrument and panel lights on the forward-centre console are powered from
AC BUS 2 via the FWD CONSOLE dimmer on the centre console dimming panel.
An extra level of dimming can be put on the flying controls portion of the forward console
using the PANEL LT switch on the forward centre console.
FCOM:V1-002
Nov 01 /09
Chapter 18 Topic 2
Page 18
LIGHTS
Right Deck
AC BUS 1
AC BUS 2
Right Console
Instrument and panel lights
Forward Console
Instrument. and panel lights
Aft Console
Instrument and panel lights
AC BUS 2
1-111- I8-000t1
FCOM:V1-002
Nov 01 / 09
LIGHTS
Flight Deck
Chapter 18 Topic 2
Page 19
The glareshield and overhead lights are shown schematically in Figure 2.11.
There are two sets of lights on the overhead panel : the lights for the instruments
themselves and the lights for the panels.
The instrument lights on the overhead panel are powered from AC BUS 1 via the
DIM INSTS dimmer on the bottom right of the overhead panel.
The overhead panel lights are powered from AC BUS 1 via the DIM PANEL dimmer on the
bottom right of the overhead panel.
The glareshield lights are powered from AC BUS 2 via the DIM GLARESHIELD dimmer on
the bottom left of the overhead panel.
The standby compass has an integral light. The eye locator is illuminated by a light
concealed behind the standby compass. The power supply for both lights is from
DC BUS 1. Both lights are switched on and off by the STBY COMP & EYE LOCATOR
pushbutton switch on the bottom left of the overhead panel.
FCOM:V1-002
Nov 01 /09
LIGHTS
Right Deck
Chapter 18 Topic 2
Page 20
DC BUS 1
Ove~hud
Instrument Lights
AC BUS 1
Overheadf'anel Llgltts
I-VI 1&-0001 2
FCOM:V1-002
Nov 01 / 09
LIGHTS
Flight Dec k
Chapter 18 Topic 2
Page 21
Edge o f glareshlald
Flexible stalk
Sill light
Notepad holder
l-v1-18110013
FCOM:V1-002
Nov 01 /09
LIGHTS
Right Deck
Chapter 18 Topic 2
Page 22
1-11'1 16-00014
FCOM:V1-002
Nov 01 / 09
LIGHTS
Flight Deck
Chapter 18 Topic 2
Page 23
FCOM:V1-002
Nov 01 /09
LIGHTS
Chapter 18 Topic 2
Page 24
Right Deck
Figure 2-14 - Flight Kit Lights
DC BUS 1
DC BUS2
i-v1 \8.00015
FCOM:V1-002
Nov 01 / 09
LIGHTS
Flight Deck
Chapter 18 Topic 2
Page 25
There are two entry lights on the roof panel either side of the circuit breaker panel.
Two-way switching is provided for the lights. One switch is on the LIGHTS & NOTICES
panel. The LIGHTS & NOTICES panel is shown in Figure 2.5. The other switch is on the
right side of the flight deck entrance aisle; the switch is shown in Figure 2.7.
The flight deck entry lights are shown schematically in Figure 2.15.
The flight deck entry lights are powered from the ground service bus. When the flight deck
is not powered from external AC, the ground service busbar can be supplied directly from
external AC. A GRND SERVICE switch, on the cabin attendant's panel in the forward
vestibule, is used to connect the external AC directly to the ground service bus. When
AC BUS 2 is powered, the ground service busbar is normally powered directly from
AC BUS 2. If AC BUS 2 is lost in flight, the flight deck entry lights are lost.
There are fluorescent lights in the forward vestibule. Whenever the flight deck entry lights
are on, the forward vestibule fluorescent lights are on. When the flight deck entry lights are
off, the forward vestibule fluorescent lights are controlled by a FRONT ENTRY switch on
the cabin attendant's panel in the forward vestibule.
FCOM:V1-002
Nov 01 /09
LIGHTS
Chapter 18 Topic 2
Page 26
Right Deck
Figure 2.15 - Flight Deck Entry Lights
Emergency light
1
Overhead circuit breaker panel
POWER
Off
AC BUS 2
EXTAC
,;
r
~-
ON
ORO SERVICE
I
I
ON
"'
FRONT
IINTRY I
ENTRY
Left flight deck
entry light
lf1
Forward vestibule
fluorescent ll,g hts
.-vt- 18-00016
FCOM:V1-002
Nov 01 / 09
LIGHTS
Flight Dec k
Chapter 18 Topic 2
Page 27
Centre
Right
wt-18-00017
FCOM:V1-002
Nov 01/09
LIGHTS
Right Deck
Chapter 18 Topic 2
Page 28
Arming power
1--
Arming powr - - - - t
Emrgency lights
OR
;..
FCOM:V1-002
Nov 01 / 09
LIGHTS
Flight Deck
Chapter 18 Topic 2
Page 29
Circuit Breakers
The flight deck circuit breakers (CBs) are on the LIGHTS section of the overhead circuit
breaker panel. Typical LIGHTS circuit breaker panels are shown in Figure 2.18.
Some antiecollision beacons are powered from ESS AC; others are powered from
ESS DC. If AC powered beacons are fitted, there are two CBs fitted. The CBS are at C33
and C34. If DC powered beacons are fitted, there is only on CB for both beacons. The CB
is at C34.
There is a CB for the left landing and left taxi light at C35.
There is a CB for one set of high intensity navigation lights at 035.
There is a CB for the instrument panel floodlights. The CB is at 033.
There is a CB for the centre console floodlight at E33.
There is a CB for the flight deck emergency lights at F33.
The remaining CBs are for the cabin emergency lights.
FCOM:V1-002
Nov 01 /09
LIGHTS
Chapter 18 Topic 2
Page 30
Right Deck
Figure 2.18 - Circuit Breaker Panels
AC Bea<:ons Panel
FCOM:V1-002
DC Beacons Panel
Nov 01 / 09
A FRONT ENTRY switch. The FRONT ENTRY switch controls the front vestibule
fluorescent lights in conjunction with the flight deck entry lights switches.
A REAR ENTRY switch. The REAR ENTRY switch controls the rear vestibule
fluorescent lights.
Three SIDE CABIN switches. The SIDE CABIN switches control fluorescent lights
that illuminate the sides of the cabin.
A FRONT TOILET switch. The switch controls fluorescent lighting in any toilets
installed in the front vestibule.
A REAR TOILET switch. The switch controls fluorescent lighting in any toilets
installed in the rear vestibule.
Each passenger service unit contains reading lights. The circuit breakers for the reading
lights are on the cabin attendant's panel. Each passenger reading light has a switch on the
associated PSU.
FCOM:V1 -002
Nov 01 /09
Chapter 18 Topic 3
Page 2
LIGHTS
Passenger Cabin
--1
r.u~oua
...
POW11!
D
...
C.. WCC
.........
,....,
:: :: :::.
. . .. ......
1.::. :::
~
)
'
'
. ..
- ........
E)
.. .... .. ..
E)
....,..
IC&J .
, . . ._.. .....
_.
u"
ON
ON
OM
11M
OM
OM
8111'
DODD DDDDD
r r rc..J.....t . ,J.
RUN
OOlft'
c.rN1lW
0.
I:A.IIJ!j
II~
CJI.PI
0.
POttWIIa
tOII.1'
.......
TOUT
owitoh ..
FCOM:V1-002
Nov 01 / 09
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 3
The centre, side and reading lights are shown in Figure 3.2. All the lights, except half of
the centre lights, are powered from the ground service busbar.
When the flight deck is not powered from external AC, the ground service busbar can be
supplied directly from external AC. The GRND SERVICE switch, on the cabin attendant's
panel in the forward vestibule, is used to connect the ex1ernal AC directly to the ground
service bus. When AC BUS 2 is powered, the ground service busbar is normally powered
directly from AC BUS 2. If AC BUS 2 is lost in flight, all the lights powered from the ground
service busbar are lost.
Figure 3.2 - Centre, Side and Reading Lights
Centre Ughts
PSUs
PSUs
Reading Lights
~.,., _ ,~
FCOM:V1 -002
Nov 01 /09
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 4
Side Lights
The side lights are shown schematically in Figure 3.3. There are three two-position
switches: two on/off switches and a dimming switch. The on/off sw itches only have the ON
position marked. The dimming switch has both positions marked: BRT and DIM.
The side cabin switches are fed from the ground service busbar. One switch controls
alternate pairs of lamps along both sidewalls. The other switch controls the intermediate
lamps. A BRT/DIM switch controls the leve l of lighting.
Figure 3.3 - Side Lights Schemat ic
POWER
AC BUS 2
EXTAC
--
1-====
.;::1
OH
GRDSEJMC
OH
ON
BRT
~ 0
I ~
BIDE
DIM
CA.BIN
-,,..0
I
I
Group 1
I
Group 2 Group 1
GrouJP 2
FCOM:V1-002
Nov 01 / 09
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 5
Centr e Lights
The centre lights are shown schematically in Figure 3.4. There are three two-position
switches: two on/off switches and a dimming switch. The on/off switches only have the ON
position marked. The dimming switch has both positions marked: BRT and DIM.
The centre lights are divided into four groups: group 1, group 2, group 3 and group 4.
Group 1 and group 2 are powered from ESS AC; group 3 and group 4 are powered from
the ground service busbar. One of the on/off switches turns group 1 on and off. The other
on/off switch turns group 4 on and off. Group 2 is on only when the group 1 on/off switch is
on and the dimming switch is at BRT. Group 3 is on only when the group 4 on/off switch is
on and the dimming switch is at BRT. Dimming of the lighting is achieved purely by lUrning
some of the lights off.
The supply to the group 2 lights comes through a dimming relay switched through the
dimming switch. The dimming relay moves to the dim position when it is energised. The
power to energise the relay comes from the ground service busbar. The relay moves to
the bright position, regardless of the position of the dimming switch, when the ground
service busbar is lost.
Figure 3.4 - Centre Lights Sc hematic
POWER
OFF
AC BUS 2
I I
EXTAC
~
r
""
GRO$ERVICE
ESSAC
~0
ON
ON
LIGI
~ 0
HTING
CENTRE
CABIN -
BRT
f.____f!_J
~-
Dimming relay
IGroup 1j
I
I
1Group2
Coil
'
Centre lights
DIM
IGroup 31
Group 4 1
i-v1-1 6-00066
FCOM:V1-002
Nov 01 /09
Chapter 18 Topic 3
Page6
LIGHTS
Passenger Cabin
Reading Lights
The reading lights are shown schematically in Figure 3.5.
The power supply for the reading lights comes from the ground service busbar. One of the
READING LIGHTS circuit breakers supplies all the left reading lights. The other circuit
breaker supplies the right reading lights.
Figure 3.5 - Reading Light s Schematic
POWER
Ofll'
AC BUS 2
I I
~
....
)
EXT AC
ON
OltO KRIIICI!
Ground S.rvlces B us
..._.
,..
~-u
Left
reading
lights
FliiJht
reading
lights
~. 1-1800067
FCOM:V1-002
Nov 01 / 09
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 7
Vestibule Lighting
There are two light assemblies in the roof of each vestibule: one above each cabin door.
Each assembly has a bright fluorescent light. Each of the front assemblies also has a dim
incandescent light. The bright and the dim lamps are shown in Figure 3.6. The vestibule
lighting is shown schematically in Figure 3.7.
The fluorescent vestibule lights are powered from the ground service bus. When the flight
deck is not powered from external AC, the ground service busbar can be supplied directly
from external AC. A GRND SERVICE switch, on the cabin attendant's panel in the forward
vestibule, is used to connect the external AC directly to the ground service bus. When
AC BUS 2 is powered, the ground service busbar is normally powered directly from
AC BUS 2. If AC BUS 2 is lost in flight, the vestibule lights are lost.
Whenever the flight deck entry lights are on, the forward vestibule fluorescent lights are
on. When the flight deck entry lights are off, the forward vestibule fluorescent lights are
controlled by the FRONT ENTRY switch on the cabin attendant's panel in the forward
vestibule. The REAR ENTRY switch controls the rear vestibule lights. The rear vestibule
lights are not affected by the flight deck entry lights switches.
The dim front vestibule lights only illuminate when EXT AC is connected to the aircraft but
is not connected to the main AC busbars or the ground service busbar. That is, whenever
the white "not in use" light is illuminated at the aircraft connection point.
Figure 3.6 - Front Vestibule Bright and Dim Lights
"'.-
-.!
-.> ..
lo1-16-00DZJ
FCOM:V1-002
Nov 01 /09
Chapter 18 Topic 3
Page8
LIGHTS
Passenger Cabin
Figure 3.7- Vestibule Lights Schematic
POWER
OFF
AC BUS2
EXTAC
-. ...
ON
GROSERVICE
I ENTRY I
ON
ON
FRONT
ENTRY
Forward vestibule
fluorescent lights
REAR
ENTRY
AC output
Forward vestibule
dim lights
DC output
-1
I
EXTAC
Rear vestibule
fluorescent lights
i-v1-18-00024
FCOM:V1-002
Nov 01 / 09
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page9
A switch in the front vestibule. The switch is above the forward cabin attendant's
seat. The switch is an illuminated pushbutton switch. The switch is shown in
Figure 3.9.
The positions of the pushbutton switch are off and on. The pushbutton contains a light A
clear plastic guard prevents the switch being operated inadvertently.
The CWP has an EM ERG LTS NOT ARMED amber caption. The CSP has an EMERG
LTS ON white caption. The captions are shown in Figure 3.8.
Figure 3.8 - Emergency Lights CWP and CSP Captions
i-v 1 18-00068
FCOM:V1 -002
Nov 01 /09
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 10
SWit,c h guard
Switch
FCOM:V1-002
Nov 01 / 09
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 11
Exit
lights ~
The lights are powered via power units mounted above the roof panels. These units
contain rechargeable batteries and can also be supplied by the aircraft BATT 1 busbar.
The units power the lights either from their own batteries or from the BATT 1 busbar.
The power units have three modes of operation: armed, on and off. In the armed mode:
In the on mode:
The units use the aircraft BATT 1 busbar to power the emergency lights if the
BATT 1 busbar voltage is 18 V or more.
If the BATT 1 busbar voltage falls below 18 V, the emergency lights are powered
from internal batteries in the units.
The output to the emergency lighting is inhibited, even if the ESS DC power is lost.
The EMERG LTS NOT ARMED caption on the CWP illuminates if the lights are not armed
and DC 2 is powered.
FCOM:V1-002
Nov 01 /09
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 12
If the flight deck or cabin switch is subsequently set to ON, the BATT 1 busbar will
Selecting OFF will not turn the emergency lights off. ESS DC is required to turn the
emergency lights off.
If external or APU power is not available, the procedure in Table 3.1 can be used to turn
the emergency lights off.
Table 3.1- Turning Cabin Emergency Lights Off Using Battery Power
Vestibule emergency lights switch ........................... OFF
FLT DECK CABIN EM ERG LTS switch ................... OFF
BATT 1..................................................................... ON
START MASTER ..................................................... ON
START MASTER .................... ............. .................... OFF
BATT 1................................. ............. ..................... .. OFF
FCOM:V1-002
Nov 01 / 09
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 13
Toilet Lights
There are two types of lighting in the toilets: fluorescent lighting and standby incandescent
lighting. The toilet lighting is shown schematically in Figure 3.1 0.
The fluorescent lighting is powered from the ground service busbar. When the flight deck
is not powered from external AC, the ground service busbar can be supplied directly from
external AC. A GRND SERVICE switch, on the cabin attendant's panel in the forward
vestibule, is used to connect the external AC directly to the ground service bus. When
AC BUS 2 is powered, the ground service busbar is normally powered directly from
AC BUS 2. If AC BUS 2 is lost in flight, the toilet fluorescent lighting is lost.
The standby lights are powered from the ESS DC BUS via the CABIN EMERG switch on
the flight deck LIGHTS panel. Whenever the switch is at ARM or ON, ESS DC is
connected to the toilet standby lighting.
FCOM:V1-002
Nov 01 /09
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 14
POWER
AC BUS2
EXTAC
ESSDC
OFF
... ...
,;:
~
ON
GRDSERVICE
ON
ON
FRONT
TOILET
REAR
TOILET
Front toilet
fluorescent lighting
Rear toilet
fluorescent lighting
Front toile
stan.dby lighting
Rear toilet
standby lighting
i-v1-18-00027
FCOM:V1-002
Nov 01 / 09
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 15
Cabin Signs
Fasten seat belt signs and no smoking signs are positioned throughout the cabin.
Return-to-seat signs are in the toilets. The signs are shown schematically in Figure 3. 11.
The signs are controlled by two switches on the flight deck:
A FASTEN BELTS on the overhead panel extension. The switch has two positions:
ON and OFF.
A NO SMOKING switch on the LIGHTS & NOTICES panel. The switch has three
positions: ON , AUTO and OFF At AUTO, the no smoking signs are on when the
nose gear is not locked up and off when the nose gear is locked up.
On some aircraft, all the signs automatically illuminate when the CABIN HI ALT caption on
the CWP illuminates.
All the signs are powered from DC BUS 2.
A single low tone chime is given over the PA when the status of the seat belt signs or no
smoking signs is changed.
FCOM:V1-002
Nov 01 /09
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 16
Switch ON
PA
Single Low Tone
No smoking signs
FCOM:V1-002
Nov 01 / 09
Overview
The avionics bay lighting is supplied from the ground service busbar and the battery
busbar. The lighting in all the other bays is supplied from the ground service busbar.
When the flight deck is not powered from external AC, the ground service busbar can be
supplied directly from external AC. A GRND SERVICE switch, on the cabin attendant's
panel in the forward vestibule, is used to connect the external AC directly to the ground
service bus. If the main AC busbars are powered, the ground service busbar is normally
powered directly from AC BUS 2.
Cargo Bay Lighting
The forward and aft cargo bays are lit by incandescent lights installed in the roof of the
bays. The lights are powered from the ground service busbar.
When the forward cargo bay door is opened, the forward cargo bay lights illuminate.
When the rear cargo bay door is opened, the rear cargo bay lights illuminate and the front
air conditioning equipment bay light illuminates.
The cargo bay lighting is shown schematically in Figure 4.1 .
FCOM:V1 -002
Nov 01 /09
LIGHTS
Lower Bays
Chapter 18 Topic 4
Page 2
POWER
AC BUS 2
EXT A C
OFF
OH
GRDSEAVIC
FCOM:V1-002
,_.,,_10.0002ll
Nov 01 / 09
LIGHTS
Lower Bays
Chapter 18 Topic 4
Page3
The avionics bay is lit by four fluorescent lights and three incandescent lights. The
fluorescent lights are in the roof of the avionics bay. The incandescent lights illuminate the
two main circuit breaker panels. Two of the incandescent lights (the rear lights) shine
directly on to the panels. The third incandescent light (the forward light) shines on the side
of the panels. This light will illuminate the white collars of any circuit breakers that are
tripped. The lights are shown in Figure 4.3.
The fluorescent lights can only be powered from the ground services busbar. The two rear
incandescent lights can be powered from the ground service busbar or the battery busbar.
The forward incandescent light can only be powered from the battery busbar.
Access to the avionics bay is through a hatch in the entrance aisle to the flight deck or
through an external door on the forward left side of the fuselage.
There are two switches for the avionics bay lights. One switch is on the frame of the
avionics hatch. The other switch is on the left just inside the external avionics bay door.
The switches are shown in Figure 4.4. The switch at the hatch entrance is a two-position
toggle switch. The positions are on and off. The positions are not marked. The switch at
the external door is a two-position rocker switch. The positions are on and off. The
positions are not marked. The switch is spring-loaded from on to off.
The avionics bay lighting control is shown schematically in Figure 4.2. The circuit has two
relays: main and changeover. The main relay is energised when the ground service
busbar is powered and either the avionics hatch switch is on or the avionics bay door is
open. The changeover relay is energised whenever the BATT BUS is powered and the
switch at the avionics bay door is on.
Power to the forward incandescent light comes from the BATT BUS via the switch at the
avionics bay door. This is the only supply. The forward incandescent light only illuminates
when the switch at the door is on and the BATT BUS is powered.
The four fluorescent lights are powered whenever the main relay is energised. This is the
only supply to the fluorescent lights. The fluorescent lights only illuminate when the ground
service busbar is powered and either the avionics hatch switch is on or the avionics bay
door is open.
The two rear incandescent lights are powered via the changeover relay and the main
relay. The two rear incandescent lights are powered from the ground service only when
the main relay is energised and the changeover relay is de-energised. The rear
incandescent lights are only illuminated from the ground service bus bar when:
The switch at the avionics hatch is selected on or the avionics bay door is open.
AND
AND
The two rear incandescent lights are powered from the BATT BUS only when the main
relay is de-energised and the changeover relay is energised.
FCOM:V1-002
Nov 01 /09
Chapter 18 Topic 4
Page 4
LIGHTS
Lower Bays
The two rear incandescent lights are illuminated whenever the fluorescent lights are on
provided the switch at the avionics bay door is off. If the fluorescent lights are on and the
switch at the door is put to on, the two rear incandescent lights go off but the front
incandescent light comes on.
The two rear incandescent lights will illuminate whenever the fluorescent lights are off and
the switch at the avionics bay door is on.
Figure 4.2 -Avionics Bay Lighting Schematic
POWER
E}(T A C
AC BUS 2
O#F
B ATT BUS
Avic nics
hatch switch
Avionics
bay door
ON
Relay shown
~nrglsd
Avionics bay
door switch
Changovr
relay
Forward incande&~eent light '
Main relay
4 fluorescent lights
l-v1-t8-00031
FCOM:V1-002
Nov 01 / 09
LIGHTS
lower Bays
Chapter 18 Topic 4
Page 5
The two rear lncandesc:en,t lights shine dJrec:tty on ttle circuit breaker panels
FCOM:V1-002
l-v1-l8-00032
Nov 01/09
LIGHTS
Lower Bays
Chapter 18 Topic 4
Page6
FCOM:V1-002
Nov 01/09
LIGHTS
Lower Bays
Chapter 18 Topic 4
Page 7
There are two incandescent lights in the hydraulics bay. They are powered from the
ground service busbar. The lights are on whenever the hydraulic bay door is open.
The lights are shown schematically in Figure 4.5.
Air Conditioning Bay Lighting (Rear)
There are two incandescent lights in the air conditioning bay (rear). They are powered
from the ground service busbar. The lights are on whenever the air conditioning bay door
is open.
The lights are shown schematically in Figure 4.5.
FCOM:V1-002
Nov 01 /09
LIGHTS
Lower Bays
Chapter 18 Topic 4
Page8
AC BUS2
EXTAC
FCOM:V1-002
Nov 01 / 09
Chapter 18 Topic 4
Page9
LIGHTS
lower Bays
AC BUS 2
EXTAC
OFF
ON
GROSERVICE
Squat switch 2
FCOM:V1-002
iV1 -1800035
Nov 01 /09
LIGHTS
Lower Bays
Chapter 18 Topic 4
Page 10
Bay light
Bay light
FCOM:V1-002
Nov 01 / 09
Overv iew
Some aircraft have logo lights fitted to the underside of the tailplane. The logo lights
illuminate the sides of the fin.
Navigation Lights
FCOM:Vt -002
Nov 01 /09
LIGHTS
Chapter 18 Topic 5
Page 2
External
Figure 5_1 - Navigation Lights
POWER
AC BUS2
EXTAC
OFF
ON
GRDSERVICE
ESSDC
115 v
28
28V
28V Ground Servic-es Bus
FCOM:V1-002
Nov 01 / 09
Chapter 18 Topic 5
Page 3
LIGHTS
External
Strobe Lights
The strobe lights emit high -energy pulses of white light. There is a strobe light at each
wing tip and at the tail. The strobe lights are shown in Figure 5 .2 .
The strobe lights are powered from AC BUS 2 . T he strobe lights are controlled by the
STROBE switch on the LIGHTS & NOTICES panel. The switch has two positions: ON and
OFF. On some aircraft, the strobe lights are inhibited on the ground. The lights are
inhibited by a relay in squat switch system 2.
The basic strobe light circuit is shown schematically in Figure 5 .3. The strobe lights with on
ground inhibition are shown schematically in Figure 5.4.
Figure 5.2 - Strobe Lights and Navigation lights
Strobe light
Navigation lights
r - - - Navlgat.lon lights
Strobe light
iv1 18-00040
FCOM:V1-002
Nov Ot /09
Chapter 18 Topic 5
Page 4
LIGHTS
External
Strobe lights
i-v1-18-00041
AC BUS2
I
s quat switch 2
-.:
[ml
~0
j
miil
strobe lights
FCOM:V1-002
i-v1-18-0004 2
Nov 01 / 09
LIGHTS
External
Chapter 18 Topic 5
Page 5
Anti-collision Beacons
There are two red flashing anti-collision beacons: one on the top of the fuselage and one
on the bottom of the fuselage. The beacons are shown in Figure 5.5.
The beacons are both controlled by the BEACONS switch on the LIGHTS & NOTICES
paneL The switch has two positions ON and OFF. On some aircraft the beacons are
powered from ESS AC; on the remaining aircraft, the beacons are powered from ESS DC.
The beacons are shown schematically in Figure 5.6.
Figure 5.5 - Anti-collision Beacons
Uppor boac:on
FCOM:V1-002
Nov 01 /09
Chapter 18 Topic 5
Page6
LIGHTS
External
DC powered beacons
ESSAC
.
tml
m3
0
c 0
-------
Upper beacon
om
ESS OC
-~
Qm
Upper beacon
Lower beacon
Lower beacon
i-v1-18 -00071
FCOM:V1-002
Nov 01 / 09
LIGHTS
External
Chapter 18 Topic 5
Page 7
There is a sealed beam unit with two filaments on the leading edge of each wing. One
filament is for a landing light; the other filament is for a taxi light. The sealed beam unit is
behind a glass fairing. The right taxi and landing lights are shown in Figure 5.7.
The landing light provides a 600 W concentrated beam of light. The taxi light provides a
400 W beam of dispersed light.
The landing lights are controlled by two three-position switches on the overhead panel
lower extension. The positions for each switch are LANDING LT ON, OFF and
TAXI LT ON. The left and right lights can be controlled independently, but the taxi and
landing light on the same wing cannot be on at the same time. The landing and taxi lamps
are shown schematically in Figure 5.8. The left lights are powered from ESS AC; the right
lights are powered from AC BUS 2. At the essential power level, the Q-pot pressure head
heater is automatically turned off whenever the left landing or taxi light is selected ON.
Figure 5.7- Right Landing and Taxi Lights
FCOM:V1-002
Nov 01/09
LIGHTS
External
Chapter 18 Topic 5
Page8
LANDINO
AC BUS2
1--T-A -XI_O
,..
TAXI
C-9ot heater
circuit
Left taxi light
ooYo
LAND INO
Leftll!nding light
FCOM:V1-002
Nov 01 / 09
LIGHTS
External
Chapter 18 Topic 5
Page9
There is a runway exit light behind a perspex fairing at each forward wing root. The right
runway exit light is shown in Figure 5.9. The runway exit light beams provide a wide beam
centred 55 off the aircraft's centreline.
The runway exit lights are shown schematically in Figure 5.10. Both exit lights are
controlled from the RUNWAY EXIT LTS switch on the overhead panel lower extension.
The left runway exit light is powered from DC BUS 1 ; the right runway exit light is powered
from DC BUS 2. However, both lights are controlled via a relay that requires power from
DC BUS 2 to power the relay to the on position. The exit lights are inhibited in the air by a
relay in squat switch system .2.
Figure 5.9 - Right Runway Exit Light
IV1-11Hl00<17
FCOM:V1-002
Nov 01/09
LIGHTS
External
Chapter 18 Topic 5
Page 10
DC BUS2
ON
Ground
Squat switch 2
ON
FCOM:V1-002
Nov 01 / 09
Chapter 18 Topic 5
Page 11
LIGHTS
External
There is a wing inspection light behind the perspex fairing at each forward wing root that
contains the runway exit light. The right wing inspection light is shown in Figure 5.11 . The
wing inspection light illuminates the wing leading edge.
Both exit lights are controlled from the WING LTS switch on the LIGHTS & NOTICES
paneL The left wing inspection light is powered from DC BUS 1 ; the right wing inspection
light is powered from DC BUS 2. The wing inspection lights are shown schematically in
Figure 5.12.
Figure 5.11 - Right Wing Inspection Light
I 1-18000<&9
FCOM:V1-002
Nov 01/09
LIGHTS
Chapter 18 Topic 5
Page 12
External
DC BUS 2
ON
FCOM:V1-002
Nov 01 / 09
Chapter 18 Topic 5
Page 13
LIGHTS
External
Logo Lights
Logo l ights are an option. They are installed in recesses on the underside of the tailplane.
The logo lights illuminate the sides of the fin. The right logo light is shown in Figure 5.13.
The logo lights are controlled by the LOGO switch on the LIGHTS & NOTICES panel. The
switch has two positions: ON and OFF. The lights are powered from the 115 volt ground
service busbar. However, the lights themselves require 28 volts. Each logo light unit
contains a 115 volt to 28 volt transformer. The logo lights are shown schematically in
Figure 5.14.
Figure 5.13 - Right Logo Light
Logo light
FCOM:V1-002
Nov 01/09
LIGHTS
External
Chapter 18 Topic 5
Page 14
POWER
OFF
AC BUS2
EXTAC
--
..:\
... I )
ON
GRDSERVICE
ON
) 10
C)
-1+---'1
115 v
115 v
Transformer
2Jv
I
Left logo llg,ht
Transformer
2Jv
FCOM:V1-002
Nov 01 / 09
LIGHTS
External
Chapter 18 Topic 5
Page 15
FCOM:V1-002
Nov 01 /09
Topic 1 - Overview
1
4
4
5
6
6
8
10
12
12
14
16
1
1
1
2
2
1
7
7
7
S7..................................................................................................................................
S8..................................................................................................................................
7
8
Q-pot Pressure Head ........ ........... ....... .... ........ ........... .. ......... ........... ... ........ .......... ... .. ...
TAT Probes .. .. .. ... .. .. .. .... .. .... .. .. .. ..... .. .. .. .. .. .. .. .. .. .... .. ... ... ... .. .... ...... .. .. . .. ... .. ... ... .... .. .. .. ..... .
Angle of Airflow Vanes .............. ......................................................... ............. ..............
Sensor Heaters .. .. ... .. . .... .. .. .. .. .. .. .... .. ... .. ... . .. . .. .. .. .. .. .... .. .... .. .. .. .. .. .. .... .. ... .. .. .. .. .... . .. .. .. .... .
8
8
9
FCOM:V1-002
Nov 01/09
NAVIGATION
Contents
Chapter 19 TOC
Page2
1
3
3
5
7
9
Main Altimeter...............................................................................................................
Standby Altimeter and Airspeed Indicator.....................................................................
Main Altimeter Supplies ... ......................................................... ......... ......... ..................
Standby Altimeter and Airspeed Indicator Supplies......................................................
1
3
5
5
1
1
Radio Navigation
1
3
5
7
Architecture .. ..... ...... ..... .... .. ...... .. ... .. .... . .... . ...... .... ..... ...... ...... ...... ... .. .. .... .. ... . ..... . .... ...... ..
ILS Test.........................................................................................................................
1
1
Architecture .. ..... ...... ..... .... .. ..... .. . .... ..... . .. .. . ... .. . .... ..... ...... ...... ...... ... .. .. .... .. ... . ..... . .... ...... ..
Marker Sensitivity Switch . ... ... .... .. ... ..... ... .. ...... ..... .... .. ..... ...... .... .. .. ... . ..... . .... ...... ..... ...... .
VOR Test......................................................................................................................
Marker Test...................................................................................................................
FCOM:V1-002
Sep 30/ 11
1
3
5
5
NAVIGATION
Contents
Chapter 19 TOC
Page3
1
3
3
1
1
5
7
1
3
1
3
OBis..............................................................................................................................
IRU Architecture............................................................................................................
Modes...........................................................................................................................
Power On Mode .. .... .. .... ..... . ................ ......... .. .... .... ... ... ... .. .... ..... ...................... .... .... ... ..
Power up Align Mode....................................................................................................
Navigation Mode.................................................................... .......................................
Align Downmode...........................................................................................................
Attitude Mode................................................................................................................
Power Down Mode........................................................................................................
IRS Drift.........................................................................................................................
5
7
7
9
10
1o
11
11
12
FCOM:V1-002
Nov 01 /09
1
3
NAVIGATION
Contents
Chapter 19 TOC
Page4
1
2
4
6
8
8
10
12
14
16
18
18
18
18
19
19
19
20
22
24
26
28
30
Overview.......................................................................................................................
Attitude Indicator............................................................................... ............................
Fixed Aircraft Reference Symbol ......... .... .. ......... ... .. .. .. .... ........... .. .. .. .. ... .. ..... .. ... ..... ..... .
Roll Scale............................................................ ..........................................................
Pitch Scale ... ..... ........... .... ...... .... .... ...... ..... ...... .... ...... ..... ............... .. .. .... .. ... . ..... . .... ...... ..
Invalid Attitude.................................................................................... ...........................
Windshear Pitch Limit ... ... ... ... .... .. .. ..... . ...... ....... ... .... .. ..... ...... ..... .... .. . ..... . .......... ..... ...... .
Flight Director.................................................................................... ............................
FGC Mode Annunciators................................................................... ............................
Speed Display Features................................................................................................
The Speed Tape ................................................................................ ......... ..................
Mach Number................................................................................................................
Speed Trend ....................................................... .............................. ......... ...................
Maximum Operating Speed Indication..........................................................................
Flap/Gear Limit Speed Indication..................................................................................
Stick Shaker Indication..................................................................................................
Minimum Operating Speed Indication...........................................................................
Airspeed Reference Bugs .... .. .... .. .. ...... ...... .............. ....... ...... .. . ... .. ... . ... .... ... .. .... ..... ...... .
FCOM:V1-002
Nov 01 /09
1
3
3
3
5
9
10
11
11
11
13
13
13
13
13
13
13
13
NAVIGATION
Contents
Chapter 19 TOC
Page 5
Selected Speed.............................................................................................................
Failure Cases................................................................................................................
Digital Speed Indication ...... .............. ..................... ................ .............................. .... .....
Setting the Reference Bugs ....... .... ... ... ........ ...... ... .......... .. .... ...... ........... ..... .... .. ... .... .... .
SetlingVsEL
Vertical Speed Display.......................................................... ............................... .........
Vertical Speed Display Failures....................................................................................
Vertical Speed Display TCAS TAs ......................................... ........................ ....... ... .....
Radio Altitude Indication ..... ...... ..... ... ... ..... .. . .. ... . .. .. .. .. .. ..... .... ..... ...... ...... ..... .... .. ... .. .. .... .
Radio Altitude Decision Height......................................................................................
Radio Altimeter Failures................................................................................................
Glideslope Deviation Indicator .. ...... ... ... ...... . ...... ... ..... .. ..... .... ...... ...... ..... ...... ... .. ... ... . .... .
Lateral Deviation Indicator ............................................................................................
ILS Source ... ..... .. .... ... .. . ..... . .... ... ... ...... .. .... .. . .. .. .. ... . ... ... .. ... ... . ..... ..... ...... ..... ...... ..... .... .. ..
VOR Lateral Deviation ...................... ..................................... .............................. .........
LNAV Lateral Deviation................................................ .......... .......................................
Marker Beacon Indication................. ............................................................................
SG, Attitude and ADC Source Annunciations ...............................................................
14
15
15
17
17
19
21
21
23
23
25
27
28
29
29
29
31
33
Overview .......................................................................................................................
Heading.................................................................................. .......................................
Track Pointer.................................................................................................................
Headi ng Fail ures...........................................................................................................
Primary Course.............................................................................................................
Primary Course Distance ..................................................................................... .........
Second Course........................................................................................................ .....
Second Course Menus......................................................................................... .........
Second Course Menu with Primary Course at LNAV....................................................
Second Course Menu with Primary Course at V/L................................................ ........
Second Course Menu with Primary Course at OFF .............................................. ........
Bearing Pointer ..................................................................... ............................... .........
Pointe r Source .. .. .... ... ... ..... . ....... ... .... .... ...... . ...... ... . ... .. . ... ... .. . ..... ..... ...... ...... ..... .... .. ... .. ..
Vertical Deviation Indicator ............... .................................... ................................ ........
L NAV Data Display .......................... ..................................... .............................. .........
L NAV Annunciators......................................................................................................
Weather Radar Annunciations......................................................................................
Maintenance Check Annunciation.................................................................................
SG and Heading Source Annunciators.........................................................................
Headi ng Reference.......................................................................................................
FCOM:V1-002
Nov 01/09
1
3
3
5
7
9
13
14
15
17
19
21
23
25
27
29
31
31
33
33
NAVIGATION
Contents
Chapter 19 TOC
Page6
Overview.......................................................................................................................
Heading.........................................................................................................................
Course and Bearing Pointers......... .......................................... .....................................
Weather Radar Control .... ... ... .. .. .. ... ..... ..... .... .. ..... .... .. ..... ...... ..... ... ... . ..... . .... ...... ..... ...... .
Weather Radar Display.................................................................................................
1
3
5
7
9
Overview.......................................................................................................................
Primary Course Indication.................................................................. ......... ..................
Second Course .. ...... ..... ... ...... ... . .... ...... .... . ..... . .... ...... ........... .... .. ... .. .. .... .. .... ..... . ..... ..... ..
L NAV Map Select Buttons................................................................. ...........................
1
3
5
5
Overview.......................................................................................................................
Heading Failures...........................................................................................................
Map Orientation.............................................................................................................
1
3
3
Overview............................................................. ..........................................................
PFD Elements ...............................................................................................................
ND Elements ..... ...... ...... ... .. .... .. .. .. .. ..... . .. .. . ... .. . .... ..... ....... ..... ...... ... .. .. .... .. ... ...... . ..... ..... ..
SG, Attitude, Heading and ADC Source Annunciations................................................
Heading Reference .. ..... ... ... ... .... .. .. ..... . ..... ..... . .... ...... ...... ...... ..... .... .. . .... .. .... ..... . ..... ...... .
Maintenance Check Annunciation.................................................................................
1
1
1
3
3
5
General.........................................................................................................................
Comparator .. ..... ...... ..... .... .. ..... .. . .. .. . .... . .. .. . ... .. .. ... ...... ..... ...... ...... ..... .. .... .. ... ...... . .... ...... ..
Attitude Comparator .................................. ....................................................................
Heading Comparator.....................................................................................................
Airspeed Comparator........................................................................ ............................
Radio Altitude Comparator............................................................................................
Localiser and Glideslope Comparators............................................. ............................
General Comparator Inhibition......................................................................................
EFIS Comparator Displays............................................................................................
Excessive Localiser and Glideslope Deviation.......................... ....................................
EFIS Test............................................................ ..........................................................
FCOM:V1-002
Nov 01 /09
1
1
3
3
3
3
4
4
4
8
9
NAVIGATION
Contents
Chapter 19 TOC
Page 7
Equipment.....................................................................................................................
Architecture...................................................................................................................
Power Supplies .. . .... .. .... ..... ........ .... ... .... ...... . .. .. . ..... ... ... ... . .... ...... ...... ..... ...... ..... .... .. .. ... ..
1
3
7
General .........................................................................................................................
Elementary Mode S................ .... .... ... .......... . .. .... ....... ... ... .. .... ..... ...... ..... ...... ..... .... .. ... ... .
Enhanced ModeS.........................................................................................................
1
1
1
Detection.......................................................................................................................
Displays................................................................................. ........................................
Off Scale Advisories.............................................................. ........................................
No Bearing Advisories...................................................................................................
TCAS Test Displays......................................................................................................
Display Altitude Range..................................................................................................
TCAS Mode...................................................................................................................
Display Annunciations...................................................................................................
1
3
3
5
5
7
7
7
1
1
1
2
2
2
3
3
4
4
4
5
5
Control Panel ... .. . .... ... ... ..... . ...... .... .... .. ..... .. .. .. .. .. .. ... .. .. . ..... ... . ..... ..... ...... ...... ..... .... .. .. ... ..
Transponder Select Knob ... ........... .... .. ....... . ...... .... .... .. ... .. .... ...... ..... ...... ..... .... .. ... .. .. .... .
Transponder Fail Indicator .. ....... .... ... .......... . ...... ... . .... .. ... .. .... ...... ..... ...... ..... .... .. ... .. .. .... .
Identification Button...................................................... ......... ........................................
Mode Select Knob.................................................................. .......................................
Test Button....................................................................................................................
FCOM:V1-002
Aug 15/12
1
1
1
1
1
2
NAVIGATION
Contents
Chapter 19 TOC
Page a
Display.............................................................................................. ............................
Clear Button ..................... .. .... .. .. ... . ..... . .... . ..... . ................................ .. .... .. ... ...... . .... ...... ..
ATC and FID Modes ...................... .......................................... .....................................
Enter Button ..................... .......... ..... .... . .... . ...... .............................. .. .. .... .. ... ...... . .... ...... ..
ALT Select Button .... ..... ... ... ... ... . ....... ... ... .. ........ ... ..... ...... ..... ...... ... ... . .... .. .... ..... . ..... ..... ..
Traffic Display Range Buttons........................................................... ............................
Alphanumeric Keypad............................... .................................................. ..................
Using the Alphanumeric Keypad...................................................................................
Entering an ATC Code..... .............................................................................................
Entering an FlO Code...... ................................................................. ............................
Transponder and Panel Test.........................................................................................
2
2
3
3
3
3
3
3
4
4
5
Control Panel ................... ...... .. .. ..... .... . ..... ...... ..................... ......... .. .. .... .. ......... . .......... ..
Transponder Select Switch ....................................................... ......... ......... ..................
Transponder Fail Indicator................................................................. ...........................
Identification Button............................................................................ ...........................
Mode Select Switch.......................................................................................................
Liquid Crystal Display....................................................................................................
Altitude Reporting Switch..............................................................................................
Range Switch ................... .. .... .. .. ... . ..... . .... . ..... . .............................. .. .. .... .. ......... . .......... ..
Keypad ........................................... ...............................................................................
Test Button .. ..................... .......... ..... ..... ..... ...... .............................. .... ...... ... ....... .... ...... ..
1
1
1
1
1
1
1
2
2
2
Control Panel ..... ..... ...... ... .. ... . .. .. .... ..... . .. .. . ... .. .. .... .. ... ..... ...... ...... ..... .. .... .. .... ..... . ..... ..... ..
Transponder Select Switch............................................................... ............................
Transponder Fail Indicator........................................................ ......... ...........................
Identification Button.......................................................................................................
Mode Select Switch.......................................................................................................
Traffic Switch..................................................................................... ............................
Liquid Crystal Display....................................................................................................
Altitude Reporting Switch..............................................................................................
Range Switch............................................ ....................................................................
Keypad..........................................................................................................................
Test Button .. ..................... .......... .... ...... ..... ...... .............................. .... ...... ... ....... .... ...... ..
1
1
1
1
1
1
1
2
2
2
2
FCOM:V1-002
Nov 01 /09
1
1
1
NAVIGATION
Contents
Chapter 19 TOC
Page9
Architecture........................................................................... ........................................
The Antenna..................................................................................................................
EFIS Architecture................................................... ......................... ......................... .....
EFIS Weather Radar Display............ ..................................... ............................... ........
ND Weather Radar Annunciations....................................................................... .........
3
5
7
9
9
General .........................................................................................................................
Architecture...................................................................................................................
Controls .........................................................................................................................
Display..........................................................................................................................
Mode Field . .. ..... .. .... ... .. ...... . ...... .... .... ..... ...... .. ..... .. . ... ... .. .... .. . ........ .. ...... ..... ...... ..... .... .. ..
Selected Range Field....................................................................................................
Tilt Field............................................. ........................... .......... .......................................
Auxiliary Field ................................................................................................................
Fault Field .............................................................................. .......................................
Target Alert Field...........................................................................................................
Sector Scan...................................................................................................................
Left and Right View.......................................................................................................
Markers................................................................................. ........................................
Display Brilliance...........................................................................................................
Display Freeze ....................................................................... .............................. .........
Range Selection............................................................................................................
Receiver Gain ..... .................................................................. ......................... ...... .... .....
Target Alert .. ....... .... ... .. . ..... . .............. .. ......... .. ........ ... ... ..... .... ..... ...................... ......... ....
Power Up ..................................................................... .......... .......................................
Weather Mode................................... ..................................... .............................. .........
Turbulence Detection ....................................................................................................
Rain Echo Compensation Technique (REACT).................................................... ........
Ground Clutter Reduction ...................................................... .............................. .... .....
Ground Mapping . .............................. ..................................... ......... ..................... .... .....
Test....................................................................................... ........................................
EFIS Display .................................................................................................................
Display Update Rate ......................... .................................... ........................................
1
1
3
5
5
5
5
7
7
7
7
9
9
9
9
10
11
11
12
12
13
14
15
15
16
17
18
General.........................................................................................................................
Architecture...................................................................................................................
IRSs ....................................................................................... .......................................
Controls.................................................................................. ......... ............................ ..
Display..........................................................................................................................
Selected Range Fie ld....................................................................................................
FCOM:V1-002
Nov 01/09
1
1
3
3
5
5
NAVIGATION
Contents
Chapter 19 TOC
Page 10
5
5
5
7
7
7
7
7
7
8
8
9
9
9
9
9
10
11
12
12
Overview........................................ ...............................................................................
Monochrome CDU ............................................................................ ............................
Colour CDU....................................................................................... .......... ..................
Monochrome CRT Colours............................................................... .......... ..................
Colour CRT Colours.......................................................................... ............................
Field .................................................................................................. ............................
Cursor............................................................................................... ............................
Sections and Pages ...... ... ... ... .... .... ...... ........... .... ...... ...... ...... ... .. ... ... . .... .. .... ..... . ..... ...... .
Line Select Keys ...................................................................... .......... ......... ..................
Data Entry .... ..... ....... ........ ... ....... ....... ... ...... ............ ... ..... ...... ..... .... .. .. .... .. ... ...... . .... ...... ..
Navigation Data Bank (NOB) .................................................... ........ ............................
Manual Changes............................................................................... ............................
Display Abbreviations and Terminology............................................. ...........................
Units.................................................................................................. ............................
System Powe r................................................................................... .......... ..................
Brilliance Control....................................... ........................................ .......... ..................
System Test ..................... .. ..... ... ... . ..... . .... . ..... . .... ...... ..... ...... ..... ...... .. .... .. ... . ..... . .... ...... ..
FCOM:V1-002
Nov 01 /09
1
3
5
7
7
8
8
8
8
9
9
9
10
11
11
11
11
NAVIGATION
Contents
Chapter 19 TOC
Page 11
12
12
12
12
13
14
14
14
14
15
15
15
16
16
16
17
17
17
17
17
18
18
18
18
18
18
19
20
20
21
21
22
22
Overview ...................................................................................................................... .
CDU ...................................................................................... ........................................
LCD Colours..................................................................................................................
AFIS ...................................................................................... ........................................
Field .......... ....................................................................................................................
Cursor ................................................................................... ...................................... ..
Sections and Pages ... ... ..... . ...... ..... ... .. .. .... .. . .. .. .. .. ... .. ... ... .. .... ..... ...... ..... ...... ..... .... .. .. .... .
Line Section Keys ... ... ... ..... . ...... ..... ... .. .. ...... . .. .. .. ... . ... ... ... . ..... ..... ...... ..... ...... ... .. .... .. .. ... ..
FCOM:V1-002
Nov 01/09
3
5
5
6
6
6
6
NAVIGATION
Contents
Chapter 19 TOC
Page 12
Data Entry .... ..... ....... ..... ... ... ....... ...... ... . ...... ....... .. ...... ..... ...... ..... .... .. .. .... .. ... . ..... . .... ...... ..
Navigation Data Bank (NOB) .................................................... ........ ............................
Manual Changes ............................ ............................................... ..... ...........................
Cross-fill .. .......................................................................................... ......... ...................
Display Abbreviations and Terminology........................................................................
Units.................................................................................................. ............................
System Power................................ ..................... ..........................................................
Brilliance Control............................................................................... ............................
System Test ...... ...... ..... .... .. ..... ... .. .. .... .. .. .. . ... .. . .... ..... ...... ...... ..... .... .. .. .... .. ... ...... . .... ...... ..
Initialisation Page.............................................................................. ............................
7
7
7
7
8
9
9
9
9
10
Flight Plan Section ... ..... ... ... ... .. .. .. ... ..... ..... ..... . ..... .... .. ..... ...... ..... ... ... . .... .. .... ..... . ..... ...... .
1o
1o
11
11
12
12
12
13
13
13
13
14
14
FCOM:V1-002
Nov 01 /09
15
15
15
16
16
16
16
17
17
17
17
17
18
18
18
18
18
19
19
NAVIGATION
Contents
Chapter 19 TOC
Page 13
Composite Position .... ... ...... ..... .. .... ... .. .. .... .. . .. .. .. .. ... .. ... ... .. .... ..... ...... ..... ...... ..... .... .. ... ... .
Dead Reckoning (DR) Mode................................................. ................................ ........
Position Anomaly .... .. .... ..... ........ .... ... .... ...... . .. .. . ..... ... ... ... . .......... ...... ..... ...... ..... .... .. .. ... ..
Power Supplies .. . .... ... ... ..... . ....... .... ... .. ........ . .. .... ... .... ... ... .. ... . ..... ...... ..... ...... ..... .... .. .. ... ..
20
20
21
21
Overview .......................................................................................................................
MCDU ...........................................................................................................................
Mode Keys............................................................................ ........................................
Alphanumeric Keys .... ... ...... ...... ..... ... .. .. ...... . .. .... ... . ..... . ... . ..... ..... ...... ..... ...... ... .. .... .. ... ... .
Messages....................................................................................................... ...............
FMS Configuration ................................................................. .............................. .........
Radio Navigation. ..........................................................................................................
FMC Position................................................................ .......... .......................................
Position Status of Navigation Sensors..........................................................................
Fuel Calculations.................................................................................................. .........
Pre-flight Set-up ............................................................................................................
Position Initialisation......................................................................................................
Flight Plan . ........................................ ..................................... .......................................
Performance Initialisation ...................................................... ........................................
Flight Progress .. .. .... ... ... ..... . ..... .. ... .... ... .... .. .. .. ... . ... . ... ... ... . .... . ..... ..... ...... ...... ..... .... .. ... .. ..
Lateral Navigation ... ... ... ..... . ........... ...... ....... . .. .... ....... ... ......... ..... ...... ..... ...... ..... .... .. .. .... .
Missed Approach Guidance..........................................................................................
Vertical Navigation ................................................................. ........................ ...... .... .....
Holding..........................................................................................................................
Procedure Turns . ...... ......... ............... ..................................... ......... ..................... .... .... .
Approach Reference Pages ......................................... ............................................ .....
Outbound Legs of NOB and VOR Procedures ..............................................................
VNAV Approach ................................................................................................... .........
Data Loader ........................................................................... .......................................
Power Supplies .. . .... ... ... ..... . ...... ..... ... ... ....... . .. .... ....... ... ... .. ... . ..... ...... ..... ...... ..... .... .. .. ... ..
1
3
5
6
6
6
7
7
7
8
8
8
8
9
10
10
11
11
12
12
12
13
13
13
13
General ........................................................................................................................ .
EGPWS Alerts...............................................................................................................
Terrain Display Switch ..................................................................................................
Enhanced Features Inhibition and Failure .. . .. .... ... .... ... ...... .. .. ....... ..... .. .... .. .. .. .. .. .. ..... ....
Steep Approach .. .... ... ... ..... . ..... ..... .... .. .. ... .. .. .. .. .. .. .. ... .. . ... .. ... .... .. . .... ...... ...... ..... .... .. ... .. ..
Flap Warn Override Switch.................................................... ............................... ........
Terrain System Switch.......................................................... ............................... .........
Architecture...................................................................................................................
Power Supplies .. . .... ... ... ...... ...... ..... ... .... ...... . .. .... ... .... .. . ... ... .. .. .. ... ..... ..... ...... ..... .... .. ... .. ..
FCOM:V1-002
Nov 01/09
1
1
3
3
3
3
5
7
NAVIGATION
Contents
Chapter 19 TOC
Page 14
Overview.......................................................................................................................
Mode 1 ..........................................................................................................................
Mode 2 ........................................... ..................... ..........................................................
Mode 3 ..........................................................................................................................
Mode 4 ..........................................................................................................................
Mode 5 ..........................................................................................................................
Mode 6 ..........................................................................................................................
GPWS INOP .................................................................................................................
Mode Warning Conditions and Call outs........................................................................
1
1
3
5
7
11
13
14
14
1
1
1
4
5
5
9
9
11
13
13
Types of Test................................................................................................................
Short Test......................................................................................................................
FCOM:V1-002
Nov 01 /09
Scope
This Chapter covers the following subjects:
Flight Instruments
The pilot's instrument panels are shown in Figure 1.1 and Figure 1.2.
Each pilot's instrument panel contains the following flight instruments:
Two electronic flight instrument displays: a primary flying display (PFD) and a
navigation display (ND).
A main altimeter.
FCOM:V1002
Nov 01 / 09
NAVIGATION
Overview
Chapter 19 Topic 1
Page 2
..
Cll
j_
;CI)
";<(
,..-o
...
~-----------------+-- -o
~ ..
c
c
B
II)
(.)
!E
g;
....
eo
lll "oo
<( -
c ..
- ao
..
u -o
1-
..J '"
..
:: ~
1..
...c
J!
....1!
0
1<.
CL
::Cll
-1
. . . . . &;.
(.)
(,1)~-
~. ~
we
..
iii
0
i..J
::
0
..J
..vl -1~00005
FCOM:V1 -002
Nov 01 /09
NAVIGATION
Overview
Chapter 19 Topic 1
Page3
.:
..
e;
.. E -1t-----4~
~:a
o:
f
-o
~-
e.!!
II u
-c
I() ::I
a:e
- c
0
z
4 - - - - --t- :C
Cll
ii
..
... ~
1+---f-- ~
-"0
!!!01
~c-
w-!
:C~[
01 --
~,
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Overview
Chapter 19 Topic 1
Page4
EFIS
An electronic flight instrument system is fitted. The system has two symbol generators
(SGs): SG 1 and SG 2. There are two CRT display units (DUs) on each pilot's instrument
panel, one above the other. The top panel is known as the primary flying display (PFD).
The bottom panel is called the navigation display (ND).
The EFIS controls are on the instrument panels and the centre console. The flight deck
elements of the EFIS are shown in Figure 1.1 to Figure 1.3.
The symbol generators take inputs from the aircraft avionics and supply pictures to the
DUs. SG 1 normally supplies the left DUs and SG 2 normally supplies the right DUs.
If one DU fails, a compact format can be displayed on the working DU. The compact
format contains all the elements of the normal PFD and some elements of the normal ND.
If one SG fails, a transfer system allows one SG to supply all four displays. An EFIS
transfer switch is fitted beneath the left ND.
An EF IS master switch on the left instrument panel controls power to SG 1 and the left
DUs. Another EFIS master switch on the right instrument panel controls the power to SG 2
and the right DUs.
An EFIS dimming panel is fitted to the left of each PFD. Two EFIS control panels are fitted
on the forward centre console: one for SG 1 and one for SG 2.
Each pair of DUs has a cooling fan. EFIS cooling fan fail annunciators are on the bottom
of the right instrument panel.
Weather Radar
A digital, light weight radar is fitted. A colour radar indicator is fitted to the forward centre
console as shown in Figure 1.3.
There are two types of weather radar available: a Primus 708A and a Bendix RDR-4A.
The Bendix weather radar is shown in Figure 1.3.
The EGPWS creates a terrain awareness display (TAD) based on GPS position and a
terrain database. The TAD can be displayed on the weather radar indicator. A switch to
change the indicator between a radar picture and the TAD is just aft of the radar indicator.
Some aircraft have an optional unit that displays data on the radar indicator: checklists and
navigation data or just checklists.
The radar indicator can only display one of the three pictures at a time.
The weather radar picture can also be displayed on both NDs. The EFIS cannot display
the TAD or the picture from the optional unit.
FCOM:V1-002
Nov 01 /09
Chapter 19 Topic 1
Page 5
NAVIGATION
Overview
Figure 1.3 - Forward Centre Console
NMS 1 or FMS 1
Collins FMS, shown
NMS 2 or FMS 2
Comns FMS shown
~v1.t9-000 1 0
Either two GNS X navigation management systems (NMSs) are fitted or two flight
management systems (FMSs) are fitted. There are two FMSs available: a GNS XLS or a
Collins FMS. The control and display units are on the forward centre console.
The NMSs and FMSs have a lateral navigation (L NAV) element. Position is determined
from the following sensors:
VOR.
DME.
IRS.
All FMSs also have a GPS sensor. The GPS sensor is an option for the GNS X NMS.
The FMSs also have a vertical navigation (VNAV) element. However, the major element of
the NMSs and the FMSs is the L NAV element. The NMSs and FMSs are known
collectively as L NAVs: L NAV 1 and L NAV 2.
Normally L NAV 1 supplies SG 1 and L NAV 2 supplies SG 2. If one L NAV fails, a transfer
system allows one L NAV to supply both SGs. An L NAV transfer switch is just aft of the
weather radar indicator.
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Overview
Chapter 19 Topic 1
Page6
Two Laseref Ill inertial reference systems (IRS 1 and IRS 2) are fitted. Each IRS has an
inertial reference unit (IRU) ; both IRUs are controlled from a mode select unit (MSU) on the
right side console. The MSU has a mode select switch for each IRU and a NAV OFF
annunciator for each IRU. The MSU is shown in Figure 1.4.
Each IRU is an autonomous navigator providing attitude and navigation data. The IRUs
supply data via three digital data busses to the flight instruments and other avionics.
SG 1 normally displays attitude and heading information from IRS 1. SG 2 normally
displays attitude and heading information from IRS 2.
Each mode select switch has four positions: OFF, ALN, NAV and ATT.
The ALN position has two functions:
To update the IRS position, attitude and velocity on the ground. The IRS cannot be
updated in the air.
The NAV position is the operational position. It selects the navigation mode. When an IRS
enters the navigation mode, the associated NAV OFF annunciator extinguishes.
The An position selects a reversionary mode that supplies just attitude and heading. The
ATT mode can be entered on the ground and in the air.
An IRS transfer system is fitted for use when one IRS fails. A transfer switch is on the
bottom of the left instrument panel. The switch is shown in Figure 1.4.
Radio Altimeter
Two radio altimeters are fitted. Radio altitude is indicated on the EFIS and is also used by
some of the other avionics.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Overview
Chapter 19 Topic 1
Page 7
NAY OFF
NAY OFF
FCOM:V1-002
h11-19 00011
Nov 01 / 09
NAVIGATION
Overview
Chapter 19 Topic 1
Pages
Air Data
Pilot probes, static pressure vents, temperature probes and angle of airflow vanes are
fitted t o the fuselage.
Two air data computers (ADCs) are in the avionics bay. The ADCs supply air data to the
flight instruments and the aircraft systems. Airspeed, Mach number and vertical speed are
shown on the EFIS displays. The EFIS air data displays are shown in Figure 1.5. The only
displays of Mach number and vertical speed are on the EFIS.
The vertical speed supplied to the EFIS is a function of inertial vertical speed and ADC
vertical speed; the IRSs normally supply vertical speed to the EFIS displays. The EFIS
displays can be supplied by the ADCs if vertical speed is not available from the IRSs.
A main altimeter is fitted to each pilot's instrument panel. The main altimeters are supplied
by the ADCs. A combined standby altimeter and air.speed indicator is on the left instrument
paneL The standby airspeed and standby altitude displays are capsule driven. The
standby displays do not take inputs from the ADCs. The EFIS VSis are the only displays
of vertical speed available on the flight deck.
An ADC transfer system is fitted for use when one ADC fails. A transfer switch is on the
bottom of the left instrument panel. The transfer switch is shown in Figure 1 .6.
An outside air temperature indicator is on the right instrument panel. The indicator does
not show total air temperature (TAT). The indication is indicated outside air temperature
(IOAT) with a recovery factor of 0.7.
Figure 1.5 - EFIS Air Data
lAS
--11- VSI
t-Vl-19-00023
FCOM:V1-002
Nov 01/09
NAVIGATION
Overview
Chapter 19 Topic 1
Page9
.
.
left main
altimeter
Standby altimeter
_' GO oA. r
--40
/ -20
I
so"'
40-
d vo'
\ '\
Indicated outside
air temperature
..... 1900024
Standby ASI
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Overview
Chapter 19 Topic 1
Page 10
Radio Navigation
The following radio navigation aids are fitted:
Two ILS receivers: ILS 1 and ILS 2.
Two VOR receivers: VOR 1 and VOR 2. VOR 1 contains a marker beacon
receiver.
Two distance bearing indicators (OBis) are fitted. Each OBI has a compass display with
two bearing pointers; there are two distance indicators above the compass display. The
bearing pointers display AOF or VOR bearings and the distance indicators display OME
distance. The compass displays are supplied by the IRSs. The OBis are shown in Figure
1.7.
Each OME interrogator has five channels: channels 1 to 5.
ILS 1, VOR 1 and OME 1 channel 1 are controlled from a VHF NAY 1 controller on the left
of the centre glareshield. ILS 2, VOR 2 and DME 2 channel 1 are controlled from a VHF
NAY 2 controller on the right of the centre glareshield. OME 1 and 2 channels 2 to 5 are
automatically tuned by the NMSs or FMSs. The controllers are shown in Figure 1.8.
Figure 1.7 - OBis
FCOM:V1-002
Nov 01 /09
Chapter 19 Topic 1
Page 11
NAVIGATION
Overview
Controller
I -, ,-
'
Transfe.r
Switch
,-
:e = =
I I- I I- I
1_1 -~
'\ l
Controller
Frequency
Displays
Transfer
Switch
I- I
I :1
-~
Frequency
Displays
,- ,-
:1 .:1
n t:I :_I n
U
: 1 1_1
I 1_1
DuaiADF
Controlle.r
OME Switch
DME Switch
Frequency Selector
AOF1
frequency
ADF1
ANT/ADF
mode
selector
Frequency Selector
:1
ADF 1 frequency
selector
AOF 1
AOF 2
BF0 selectors
1
0 U .l_l
ADF 2 frequency
selector
ADF 2
frequency
AOF2
ANT/ADF
mode
selector
~--~ 1 ,
FCOM:V1-002
9-00266
Nov 01/09
NAVIGATION
Overview
Chapter 19 Topic 1
Page 12
Standby Compass
1-v1-19.Q0267
FCOM:V1 -002
Nov 01 /09
Chapter 19 Topic 1
Page 13
NAVIGATION
Overview
Right TCAS
Trame Ol$play
Right
EFIS VSI
.....
......
Transp~nder
and
TCAS ~ntroller
.=, u -.
(:'"
'-' '-'
.,
111111
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Overview
Chapter 19 Topic 1
Page 14
EGPWS
An enhanced ground proximity warning system is fitted. The flight deck elements of the
system are shown in Figure 1.11.
The purpose of the EGPWS is to help prevent accidents caused by controlled flight into
terrain (CFIT). The prime responsibility for avoiding terrain lies with the flight crew.
However, if mistakes have been made, immediately responding to the EGPWS alert will
give the best chance of avoiding impact with terrain.
All the EGPWS alerts are given aurally. Warning and cautions are also given by lamps: a
red warning lamp on each pilot's glareshield and an amber caution lamp on each pilot's
glareshield. The red lamps have a PULL UP legend; the amber lamps have a GROUND
PROX legend.
The EGPWS also warns of excessive deviation below the glide slope. The GROUND
PROX caution lamps are also the glideslope warning inhibit switches. The glideslope
warning can be cancelled or inhibited by pressing either of the GROUND PROX lamps
when the aircraft is below 2 000 ft radio altitude.
The EGPWS has five basic modes whose only knowledge of terrain is height above terrain
based on radio altitude. If these modes fail , a white GPWS INOP caption illuminates on
the CAP.
The enhanced features of the system use a terrain database and GPS position. Thus they
have knowledge of terrain ahead of the aircraft as well as terrain below the aircraft. The
enhanced features include a terrain awareness display (TAD) that can be displayed on the
weather radar indicator. A switch aft of the weather radar indicator switches the weather
radar indicator between the radar display and the TAD. The switch has a green ON legend
that illuminates when the TAD is displayed on the weather radar indicator.
The enhanced EGPWS features can be inhibited by pressing a terrain system switch on
the right instrument panel. A white INHIB annunciator on the switch illuminates when the
switch is used to inhibit the terrain features. The switch has a transparent plastic guard.
If the enhanced features fail and the system has not been inhibited, an amber FAIL
annunciator in the terrain system switch illuminates. When the switch is pressed, the FAIL
annunciator extinguishes and the INHIB annunciator illuminates.
If an approach is made with the flaps not at a normal landing setting, a "Too Low Flaps"
alert is given. A flap warning override switch can be used to inhibit this alert. The switch is
for use when an approach is made intentionally with an abnormal flap setting. The switch
contains a white FLAP WARN OVRD legend. The legend illuminates when the override
position of the switch is selected. The switch has a transparent plastic guard.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Overview
Chapter 19 Topic 1
Page 15
GPWS
I NOP
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Overview
Chapter 19 Topic 1
Page 16
Circuit Breakers
The navigation system circuit breakers (CBs) on the flight deck are on the navigation and
flight instruments sub panel of the overhead circuit breaker panel. The sub panel is shown
in Figure 1.12.
Power for the standby attitude indicator's gyro is supplied from CB A 15. The ILS display
on the indicator is supplied from CB A 14.
There are six radio navigation aids CBs:
If Collins FMSs are fitted, two CBs are fitted for FMS 1:
Each IRS has a main power supply and a backup power supply. There are three IRS CBs:
FCOM:V1-002
Nov 01 /09
NAVIGATION
Overview
Chapter 19 Topic 1
Page 17
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Overview
Chapter 19 Topic 1
Page 18
FCOM:V1-002
Nov 01 /09
The FGCs.
The L NAVs.
The lASs.
The transponders.
The EGPWS.
The fully automatic pressurisation system.
Some systems require analogue air data. The ADCs supply an air data accessory unit
(ADAU). The ADAU converts the digital air data to analogue air data and passes the
analogue information on to the aircraft systems. The ADAU is split into two channels:
channel 1 and channel 2. Channel 1 is normally supplied by ADC 1 and channel 2 by
ADC2.
Flight Data Acquisition
Unit A flight data acquisition unit (FDAU) supplies data to the FOR. The acquisition unit
receives information from various systems and passes it on to the FOR. Air data is fed to
the FDAU by ADC 1.
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Air Data Overview
An AIR DATA transfer switch is on the bottom of the left instrument panel. It has three
positions: BOTH 1, NORMAL and BOTH 2. The switch allows:
Some services that are normally supplied from ADC 2 to be supplied by ADC 1
when the switch is selected to BOTH 1.
Some services that are normally supplied from ADC 1 to be supplied by ADC 2
when the switch is selected to BOTH 2.
Airspeed
The airspeed calculated by the ADCs and sent for display on the EFIS is called computed
air speed; its abbreviation is CAS. The abbreviation for calibrated airspeed is also CAS.
Computed and calibrated airspeed are not the same; however they are not too different.
Calibrated airspeed is the indicated airspeed corrected for instrument errors and pressure
source errors. The ADC applies the pressure source error correction, except at low speed;
the ADC instrument errors are negligibly small. The pressure error correction by the ADC
is not perfect. A correction to the EFIS lAS to obtain calibrated airspeed is given in the
Flight Manual. The speed bug cards are based on EFIS lAS.
FCOM:V1-002
Nov 01 /09
Location
The air data sensors are shown in Figure 2.2. 1 and Figure 2.2.2.
There are three pilot heads on the sides of the aircraft's nose:
The lett pilot (P 1).
There is one pressure head that senses pilot and static pressure: the Q-pot pressure
head. It is on the lower left side of the nose.
Every aircraft has six static sources: S1, S2, S3, 84, S5 and S7. There is no S6. Some
aircraft have an additional static source: sa. All the static sources, apart from S7 and S8,
are balanced. That is, they have a static vent on each side of the aircraft. The two vents
of a source are connected together.
The vents for S1 , S2 and S3 are on two static plates: one on each side of the nose. These
are shown in Figure 2.2.1 and Figure 2.2.2.
The vents for S4 and S5 are on each sid e of the fuselage just aft of the forward cabin
doors. These are shown in Figure 2.2.3.
The vent for S7 is on the left side of the f uselage just forward of the forward passenger
door. This is shown in Figure 2.2.4.
The vent for S8 is on the left side of the rear fuselage. This is shown in Figure 2.2.5.
There are two total air temperature (TAT) probes: one on the left side of the nose and one
on the right side of the nose. These are shown in Figure 2.2.1 and Figure 2.2.2.
There is one indicated outside air tempera1ure (IOAT) probe on the left side of the nose.
This is shown in Figure 2.2.1.
There are two angle of airflow vanes: one on each side of the nose. These are shown in
Figure 2.2.1 and Figure 2.2.2.
FCOM:V1002
Nov 01 / 09
NAVIGATION
Air Data Sensors
I _..J
left pltot ( P11
LeftTATprobo
IOAT probe
FCOM:V1-002
1-'111~0007
Nov 01/09
NAVIGATION
Air Data Sensors
FCOM:V1-002
Nov 01 / 09
NAVIGATI ON
Air Data Sensors
FCOM:V1-002
Nov 01 /09
NAVIGATION
Air Data Sensors
Figure 2-2-4 - 5 7
..
! - - - S7
1-VI-1~0012
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Air Data Sensors
Figure 2.2.5 - 58
,,,
I I
i--VI 19.00013
FCOM:V1 -002
Nov 01 /09
NAVIGATION
Air Data Sensors
Pitot Heads
The left pitot head supplies pitot pressure to ADC 1. The left pitot does not supply any
other services.
The right pitot head supplies pitot pressure to ADC 2. The right pitot does not supply any
other services.
The auxiliary pitot:
Sl supplies static pressure to ADC 1. S1 does not supply any other services.
S2 supplies static pressure to ADC 2. S2 does not supply any other services.
S3 supplies static pressure to the standby ASI and the standby altimeter.
On aircraft with a fully automatic pressurization system, S3 does not supply any other
services.
On aircraft with a semi-automatic pressurization system:
S3 is the reference for the forward discharge valve inward relief function .
The reference pressure for differential pressure indication comes from the ADCs.
The reference for inward rel ief is sensed at the outflow valves.
54 and 55
On all aircraft:
S4 is the reference for the forward outflow valve or discharge valve outward relief
function.
S5 is the reference for the aft outflow valve or discharge valve outward relief
function .
57
S7 monitors the Q-pot pressure head static pressure. S7 does not have any other
function.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Air Data Sensors
sa
sa is not used on aircraft with a fully automatic pressurization system.
On aircraft with a semi-automatic pressurization system, Sa is the reference for the aft
discharge valve inward relief function.
If a fully automatic pressurization system is fitted, the reference for inward relief is sensed
at the outflow valves.
Q-pot Pressure Head
The Q-pot pressure head supplies pitot and static pressure to two Q-pots: the elevator
Q-pot and the rudder Q-pot. The elevator Q-pot increases column forces as lAS
increases. The rudder Q-pot limits the amount of rudder pedal deflection as the lAS
increases.
The Q-pot pitot pressure is monitored by a differential pressure switch against P3. The
0 -pot static pressure is monitored against S7 by a differential pressure switch. If either
switch detects that the pressure head sensed speed is less than the aircraft's speed, an
amber RUD/EL Q FAIL caption illuminates on the CWP.
IOAT Probe
The IOAT probe sends outside air temperature to the OAT indicator on the right instrument
panel. The IOAT probe does not have any other function.
TAT Probes
The right TAT probe is TAT probe 1. The left TAT probe is TAT probe 2.
TAT probe 1 supplies ADC 1.
TAT probe 2 supplies ADC 2 and the optional engine life computer.
The TAT probe do not supply any other services.
Angle of Airflow Vanes
Both ADCs.
Both FGCs.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Air Data Sensors
Sensor Heaters
All three pitot heads. Power to the heaters is controlled by switches on the flight
deck.
The angle of airflow vanes. Power to the heaters is controlled by switches on the
flight deck.
The 0-pot pressure head. The heater is switched off on the ground by squat switch
1.
The nose static plates. The heaters are switched off on the ground by squat switch
1.
The TAT probes. The heaters are switched off on the ground by the squat
switches. TAT probe 1 is switched by squat switch 1. TAT probe 2 heater is
switched by squat switch 2.
S4 and S5.
S7.
sa.
FCOM:V1-002
Nov 01 /09
The ADC inputs and functions are shown schematically in Figure 2.3.1.
ADC 1 takes its pilot and static inputs from P1 and S1 ; ADC 2 takes its pilot and static
inputs from P2 and S2.
The ADCs also receive air temperature from the TAT probes and angle of attack from the
stall vanes. TAT 1 supplies ADC 1, and TAT 2 supplies ADC 2. Each ADC receives angle
of attack from both the left and the right vanes.
The baro set from each main altimeter is passed to both ADCs.
ADC 1 is electrically powered by ESS AC; ADC 2 is powered from AC BUS 2 . Neither
ADC is available at the emergency power level.
A test button for each ADC is on the flight deck GRND TEST panel. A squat switch
prevents the ADC from being tested in the air.
Each ADC converts the analogue inputs into digital data. The static source pressure is
corrected for position error as a function of Mach number.
Each ADC calculates:
Pressure altitude.
Altitude rate.
Baro corrected altitude based on the left altimeter baro set.
Baro corrected altitude based on the right altimeter baro set.
TAS.
Mach number.
Static air temperature.
FCOM:V1 -002
Nov 01 /09
NAVIGATION
ADCs
Right
stall vane
Right
prtot
ADC 1
Right vane angle
ADC 2
Converts the analogue
Converts the analogue
anglo
Inputs to dtgrtal data
mputs to drgrtal data.
Corrects static
t + - - ---'-- - - - - - - - -+1 Corrects static
pressure for position
pressure for position
error as a funcbon of
Left static plate
Right static plate error as a functron of
mach number
51
mach number
Calculates:
Calculates:
, Pressure altitude.
, Pressure altitude
,. Altitude rate.
,. Alutude ratE!.
,.
,
,. CAS
~-.,-----TA
,.
,.
CAS
TAS.
TAS
,
,
,
Mach number
Left TAT probe
,
SAT.
,
Loft baro sot
Corrected angle of 1+- - - - r - - -- - - - - - +1 ,
attack
Right baro set
Gives over-spaed
Mach number
SAT.
Corrected angle of
attack
Gives over-speed
wamtng signal
..,
II)
..,
<f.)
:l
:l
:l
:J
ID
ID
IXl
ID
1-YI - 1~01.<1
FCOM:V1-002
Nov 01 / 09
NAVIGATION
ADCs
The data is the same on each bus. The receiving system just extracts the data that it
needs. The data on each bus includes:
Pressure altitude.
Altitude rate .
CAS .
TAS .
Mach number .
SAT.
TAT.
Corrected AOA .
Data bus 1 and data bus 4 supply the EFIS symbol generators and the main altimeters.
The supply is shown schematically in Figure 2.3.2.
ADC 1 data bus 1 is the normal supply for the number 1 EFIS symbol generator and the
left altimeter. ADC 2 data bus 1 is the normal supply for the number 2 EFIS symbol
generator and the right altimeter.
ADC 1 data bus 4 is the backup supply for the number 2 EFIS symbol generator and the
right altimeter. ADC 2 data bus 4 is the backup supply for the number 1 EFIS symbol
generator and the left altimeter.
When the air data transfer switch is at NORM:
ADC 1 supplies the left altimeter and the number 1 symbol generator.
ADC 2 supplies the right altimeter and the number 2 symbol generator.
FCOM:V1-002
Nov 01 /09
NAVIGATION
ADCs
The left altimeter uses left baro corrected altitude from the selected ADC. The right
altimeter uses right baro corrected altitude from the selected ADC.
The EFIS SGs use CAS and Mach number from the selected ADC. If IRS vertical speed is
not available, the EFIS SGs uses altitude rate from the selected ADC.
Figure 2.3.2 - ADC Buses 1 and 4
EFIS SG 1
ADC2
Right main
aitimeter
I - - - BUS4
BUS 1
EFIS SG 2
FCOM:V1-002
Nov 01 / 09
NAVIGATION
ADCs
Data Bus 2
Data bus 2 supplies the IRSs, the FGCs and the L NAVs (GNSs or Collins FMSs). The
supply is shown schematically in Figure 2.3.3.
ADC 1 data bus 2 is:
Normally, the FGCs take the average of the data from the two ADCs.
When the air data transfer switch is at NORM:
The IRSs use altitude, altitude rate and TAS from the ADCs.
The FGCs use altitude, airspeed and Mach number from the ADCs.
FCOM:V1-002
Nov 01 /09
NAVIGATION
ADCs
Collins FMS 1
GNS 1
...
"'
GNS2
Collins FMS 2
BUS 2
."'
BUS 2
ADC 1
ADC2
FCOM:V1-002
iV1 19-0001 6
Nov 01 / 09
NAVIGATION
ADCs
Data Bus 3
If the AIR DATA transfer switch is selected to BOTH 1, all channel 1 and 2 functions are
supplied by ADC 1.
If the AIR DATA transfer switch is selected to BOTH 2 and:
AC BUS 2 fails, ADC 1 supplies channel 2 and channel 1 does not receive air data.
FCOM:V1-002
Nov 01 /09
NAVIGATION
ADCs
Pages
~......-
BUS 3
--I
TPNDR 1
114'4-
BUS 3
ADC1
FOR
ADC2
system (option).
ADAU
Channel1
Channel2
AC BUS 2
OFF
l-'111&-00017
FCOM:V1-002
Nov 01 / 09
NAVIGATION
ADCs
ADC Test
Each ADC has a pushbutton test switch on the overhead panel. The switches are shown
in Figure 2.3.5.
When an ADC test button is pressed and held, the ADC sets:
The total pressure to the equivalent of 0. 75 Mach for the first seven seconds and
0.25 thereafter.
TAT to 35C.
Failure conditions are simulated for 5 seconds from 2 seconds after the start of the
test.
The overspeed warning sounds for the first two seconds of the test. The results of test on
the associated PFD and main altimeter are:
During the first four seconds of the test, the speed display indicates above VMO, a
Mach number of 0.75 is displayed and the vertical speed indicates zero.
Shortly after the horn stops sounding, the lAS, Mach and vertical speed failure
warnings are displayed for a few seconds. The EFIS yellow TCAS legend is
displayed while the vertical speed failure warning is shown.
When the lAS, Mach and vertical speed failure warnings are removed, the speed
display indicates the lAS equivalent to a Mach number of 0.25 and the VS display
indicates zero. The speed trend bar shows a deceleration for a few seconds after
the speed display reverts to a speed equivalent to 0.25 Mach. The speed display
shows below 30 kt when the test button is released.
On initiation of the test, the altimeter climbs towards 10 000 ft. The altimeter fail
flag comes in to view 2 seconds after the test is initiated. The altimeter pointer
freezes while the SPD and VS failure warnings are given. Then the altimeter
continues climbing. Shortly before the altimeter indicates 1o ooo ft, the altimeter fail
flag is removed. The altimeter then indicates 10 000 ft until the test button is
released.
When the test button is released, the altimeter descend back towards its original
indication. The altimeter fail flag comes into view shortly after the button is
released. The fail flag remains in view until shortly before the altimeter reaches the
start altitude. While the altimeter descends to the start altitude, the vertical speed
display shows zero.
For the flight deck safety check, it is only necessary to check that the over speed warning
sounds when each test button is pressed in turn.
FCOM:V1-002
Nov 01 /09
NAVIGATION
ADCs
~ ~
~ ~
~ ~
:
~ ~ ~ ~
ADC test sWitches
1,.1/l- 1 ~0018
FCOM:V1-002
Nov 01 / 09
Discrete speed and altitude signals to the aircraft systems: effectively altitude and
speed switches.
The greater than 148 kt signal for the gear not down warning circuit.
The greater than 180 kt signal for stall system 1.
The MWS attention getting inhibit on take-off. The attention getting inhibit is active
from 75 kt on take-off until the pressure altitude is 1 200 It above the take off field
altitude.
The greater than 15 000 ft signal for the Garrett APU anti surge valve.
The speed comparator fault signal for the stall system. The fault inhibit is given if
the two 180 kt signals disagree or the two stall system analogue speeds disagree.
FCOM:Vl -002
Nov 01 /09
NAVIGATION
Air Data A ccessory Unit
I ESSAC I
AC BGS 2
01 I
ADC 1 power
ADC 2 power
ADC 1
AC BUS 2
failed
BUS 3
ADC2
AOAU
power
BUS 3
Switch position
Channel 2
Channel 1 and 2
speed
comparison
Analogue
altitude
Analogue
airspeed
Discrete signals
> 180 kt
< 160 kt
Analogue
airspeed
Dlscre1e signals
> 227 kt
> 180 kt
< 148 kt
Stall
system 1
landing gear
not down
warning
FCOM:V1-002
RUDDER
LMTR
Stall
system 2
Flap
baulk
MW.S
attention getting
Garrett
inhibit
surge
valve
APU
~ V1 19-00019
Nov 01 / 09
Main Altimeter
A main altimeter is on each pilot's instrument panel to the right of the EFIS PFD. The
altimeter is shown in Figure 2.5.1. Altitude is displayed by a counter and a pointer. The
counter has four drums. The range of the display is from -1 000 ft to 50 000 ft.
One revolution of the pointer is equivalent to a change in altitude of 1 000 It; the pointer
scale is marked at 20 ft intervals; each hundred foot point is marked with the associated
hundreds digit: 0 through to 9.
The extreme right drum displays the tens and units of altitude at 20 ft intervals: 00, 20, 40,
60 and 80. The drum rotates smoothly at a rate equivalent to the rate of change of altitude.
The second drum from the right displays the hundreds digit; the drum rotates smoothly at a
rate equivalent to the rate of change of altitude.
The third drum from the right displays the thousands digit. In a climb, this drum starts to
increase when the pointer is 20 ft below the next thousand feet; the change is completed
as the pointer reaches zero. In a descent, the drum starts to move as the pointer passes
zero; t he change is completed as the pointer reaches 20 ft below zero.
The extreme left hand drum displays the tens of thousands digit. The drum increments in a
climb as the thousands drum changes from 9 to zero; the drum decrements in the descent
as the thousands drum changes from zero to 9. Between zero and 9,980 ft, the drum
displays a green rectangle. The drum moves to 1 as the altitude increases from 9 980 ft to
10 000 ft.
If the altitude is negative, a NEG flag obscures the thousands and tens of thousands digits
and a bar partially obscures the hundreds, tens and units digits.
There are l\vo baroscale counters: one in millibars (marked MB) and the other in inches of
mercury (marked IN HG). The baroscale is changed by the BARO knob on the bottom left
of the altimeter. Baroscale increases as the knob i s rotated clockwise. The range of the
baroscale is 745 to 1 049 mb {22.00 to 30.99 in hg). The MB counters are marked at 1 mb
intervals. The IN HG counters are marked at 0.01 in hg intervals.
There is an altitude set bug on the periphery of the pointer scale. The bug is driven by the
knob on the bottom right of the altimeter. The bug rotates in the same sense as the knob.
At the top right of the altimeter is an amber ALT alert light. The alert light is driven by the
altitude alerting function of the FGS.
A fail flag drops over the display if:
Power is lost.
OR
An internal altimeter failure is sensed.
OR
FCOM:V1 -002
Sep 30/ 11
NAVIGATION
Altitude and Airspeed
Counter
Two left drums change when
pointer is between 980 and zero.
Tens of thousands drum
(green squarre for zero).
20 520
L...__
Hundreds
Thousands drum
drum
Negative altitude
Altitude bug
i-v1 -19 -00020
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Altitude and Airspeed
FCOM:V1-002
Nov 01 /09
NAVIGATION
Altitude and Airspeed
Counter
Drums change when pointer
is between 900 and 950
- u
1 9 .ooo
Q
Negative altitude
drum
Over reading
o-vl -19-00022
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Altit ude and Airspeed
The supplies to the main altimeters are shown schematically in Figure 2.5.3.
The main altimeters:
Require AC power: ESS AC for the left altimeter and AC BUS 2 for the right
altimeter.
The altimeter subscale setting of each altimeter is passed to both ADCs. Each altimeter is
connected to a data bus from each ADC. Baro corrected altitude using each subscale
setting is available on each data bus. The left altimeter will display altitude referenced to
the left subscale setting; the right altimeter will display altitude referenced to the right
altimeter subscale setting.
If the AIR DATA transfer switch is at NORMAL, the left altimeter will use ADC 1 and the
right altimeter will use ADC 2. If the switch is at BOTH 1, both altimeters will use ADC 1. If
the switch is at BOTH 2, both altimeters will use ADC 2.
Standby Altimeter and Airspeed Indicator Supplies
The supplies to the standby altimeter and ASI are shown schematically in Figure 2.5.3.
The standby altimeter capsule static source pressure is supplied by S3.
The standby airspeed indicator pressure sources are:
FCOM:V1-002
Nov 01 /09
NAVIGATION
Altitude and Airspeed
Figure 2.5.3 - Altimeter and ASI Supplies
ESSAC
I --
Left altimeter
Air data
transfer
.___ __.switch
AOC 1
t - - BUS 4 c::=~
ADC2
Right baroset
Right baroset
AC2
Left static plate
Standby
altimeter/AS!
0
Heater power
Aux pilot
P3
.....1.19-00025
FCOM:V1-002
Nov 01 / 09
SAT is the temperature that a thermometer would record hanging out of a balloon. The air
is at rest relative to the thermometer.
TAT is the temperature that an air stream would attain if it were brought to rest under ideal
conditions. The kinetic energy of the air stream is recovered as an increase in temperature
of the air: for example, at the stagnation point on the wing leading edge.
For ideal conditions, TAT= SAT + (SAT x 0.2 x M2 ) where M is the Mach number.
The term (SAT x 0.2 x M2 ) is known as the temperature recovery or kinetic heating.
Every probe has a recovery factor (k). The recovery factor is a measure of the
temperature relative to the ideal recovery. In general, a probe gives a temperature of:
Probe temperature= SAT + (SAT x 0.2 x k x M2 )
TAT probes are specially designed to give a recovery factor of one. The RJ IOAT probe
has a recovery factor of 0.7. In the RJ, IOAT =SAT+ (SAT x 0.14 x M2) .
On the ground, SAT= IOAT =TAT because the air is effectively at rest relative to the
aircraft. Even on a windy day, the Mach number of the wind speed has a negligible effect
on the temperature sensing.
The FDH handbook has tables to convert IOAT to SAT. One table is a simple table of
IOAT against Mach number. The body of the table gives SAT. There is another table for
Mach numbers below 0.4 because there is no flight deck indication of Mach number at
Mach numbers below 0.4. This table provides a correction to subtract from IOAT to give
SAT. The table is entered with lAS and pressure altitude.
Air Temperature Indication
The only indication of air temperature is the outside air temperature (OAT) indicator on the
bottom left of the right instrument panel. The OAT indicator is shown in Figure 2.6.1 . The
indicator displays indicated air temperature as sensed by the indicated outside air
temperature (IOAT) probe on the left of the nose. As the probe has a recovery factor of
0.7, the indicator does not indicate total head air temperature (TAT). The indicator is
powered from ESS DC.
The occurrence of icing depends on TAT. When the atmosphere contains visible moisture
and the TAT is less than 10 C, icing conditions exist.
However, there is no indication of TAT on the flight deck. It is assumed that icing
conditions exist when the atmosphere contains visible moisture and the IOAT is less than
10 C. This is a conservative estimate as, in the air, IOAT is always less than TAT.
FCOM:Vt -002
Nov 01 /09
NAVIGATION
Air temperature
ESS DC
IOAT probe
FCOM:V1-002
i-v1-1~00026
Nov 01 / 09
VOR 1.
ILS 1.
DME 1 channel 1.
VHF NAV 1 course selector selects the course for VOR 1 and ILS 1. VHF NAV 2 course
selector selects the course for VOR 2 and ILS 2. The course selectors have no effect on
the L NAV course displayed on the EFIS NOs.
The VHF NAV 2 controller tunes:
VOR 2.
ILS2.
DME 2 channel 1.
Each VHF NAV controller tunes the associated ILS, VOR and DME via a digital bus.
Channels 2 to 5 of DME 1 are automatically tuned by L NAV 1. Channels 2 to 5 of DME 2
are automatically tuned by L NAV 2.
FCOM:V1 -002
Nov 01 /09
NAVIGATION
Radio Navigation
-,
I :1
,-
:1 :1
I 1-1 ,-, ,-
I U
=_, = ,-,
,_,
,-
-,
(t )
.-,
:1 '- '
F/0
ON
~
OFf
VHF NA V 2 Controller
I ,-, ,-, ,- ,- ,
VH~
FCOM:V1-002
I 1.1
-1
: . '-'
-, ,- ,-
I )
:t :
l.vM900111
Nov 01 / 09
NAVIGATION
Radio Navigation
Chapter 19 Topic 3. 1
Page3
The top frequency is the active frequency for the DME and either the ILS or the
VOR. The frequency set determines whether the ILS or the VORis used.
The frequency selectors can only change the frequency in the bottom window.
Pressing the interchange switch interchanges the frequencies in the top display and
the bottom display.
A small HLD legend is displayed on the left side of the bottom display.
The top frequency is the active frequency for either the ILS or the VOR but not for
the DME.
The frequency selectors only change the frequency in the top display.
A test button is to the right of the frequency selectors. The test button tests:
The ILS and the DME when the active frequency is an ILS frequency.
The VOR and the DME when the active frequency is a VOR frequency.
FCOM:V1-002
Nov 01 /09
NAVI GATION
Radio Navigation
Active
VORIILS
Interchange
-+----.
frequency
button
Active
- - - -+-- Bottom
frequency
display
DME
Test
button
selector
Frequency Selector
Only changes the bottom frequency
OME Swlteh HOLD
Active
VORJILS
frequency
Interchange -+----
button
Inactive
+ - - - -t--
Held OME
frequency
Frequency Selector
Only mangos lhe top fmquency
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Radio Navigation
OBis
There are two OBis: the left OBI on the left instrument panel and the right OBI on the right
instrument panel. A OBI is shown in Figure 3.1.3.
Each OBI is a compass with bearing pointers and distance indicators. There are two
bearing pointers: the number one pointer and the number two pointer. There are two
distance indicators. One displays DME 1 distance; the other displays DME 2 distance.
Each OBI receives distance, bearing and heading information on digital data buses.
There are two bearing selectors: number 1 and number 2. The bearing selectors are rotary
two position switches. The positions are ADF and VOR. The number 1 selector switches
the number 1 pointer between ADF 1 and VOR 1. The number 2 selector switches the
number 2 pointer between ADF 2 and VOR 2.
The OBI heading information is not affected by the ATT HOG transfer switch or the HOG
reference switch (magnetic or true heading). The OBI always shows magnetic heading.
The left OBI normally shows heading from IRS 2. If essential DC fails, the left OBI is
automatically transferred to IRS 1. The right OBI shows heading from IRS 1. IRS 1 is the
only source of heading information for the right OBI.
The OME displays are LCD displays. The displays show dashes when there is no distance
available.
If the heading input to a OBI fails, a red flag with a black HOG legend is displayed above
the top of the compass display. There are two red pointer fail flags: one for each pointer.
If a VOR bearing is selected to a pointer and the heading becomes invalid, the pointer
freezes and the associated pointer fail flag is shown.
If an ADF bearing is selected and the heading becomes invalid:
If the bearing is received, the ADF pointer continues to display relative bearing.
If the bearing is not received or is too weak for use, the pointer parks pointing to
090 relative and the pointer fail flag is not shown.
If the ADF receiver fails , the pointer parks pointing to 090 relative and the fail flag
is shown.
If the heading is valid and the bearing source fails, the pointer parks pointing to 090
relative and the pointer fail flag is shown.
If the heading is valid and the bearing is not received or too weak for use, the bearing
pointer parks pointing to 090 relative but the pointer fail flag is not shown.
WARNING
FCOM:V1-002
Nov 01 /09
NAVIGATION
Radio Navigation
DME 2 display
Showing no computed data
Heading
fail fla~J
- - --+-
No 2 bearing
pointer fail flag
No 1 bearing
pointer fail flag
No 2 bearing pointer
No 1 bearing pointer
No 1 bearing pointer selector
Set to VOR 1
iV1-1900113
FCOM:V1-002
Nov 01/09
NAVIGATION
Radio Navigation
Chapter 19 Topic 3. 1
Page 7
The VHF NAV controller and OBI power supplies are shown schematically in Figure 3.1.4.
The OBis and the controllers are powered via the avionics master switches.
The left OBI is powered by EMERG AC. The right OBI is powered by AC BUS 2.
VHF NAV 1 controller is powered by EMERG DC. VHF NAV 2 controller is powered by DC
BUS2.
The power supplies to the OBis and the controllers are routed via relays controlled by the
avionics master switches. Avionics master 1 controls the power to the left OBI and the
VHF NAV 1 controller. Avionics master 2 controls the power to the right OBI and the VHF
NAV 2 controller. The relays are powered to the off position by DC BUS 2. So when DC 2
is lost, the DB Is and the controllers default to ON.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Radio Navigation
Pages
DC BUS 2
EMERG AC
I 1-1
I 1_1
(t (
I
I :1
-,
AC BUS 2
1+----'
1 ~1
I 1-1 (1 (
_ I 1_1
1-
I l_f
I-
:1 :1
FCOM:V1-002
,-,
_I -1
-, ,-
,-
= = =
Nov 01 / 09
FCOM:V1-002
Nov 01/09
NAVIGATION
Radio Navigation - ILS
Figure 3_2.1 -ILS Architecture
EMERG DC
DC BUS 2
EMERG AC
AC BUS 2
1+-----'
VORJloealis e r
A ntenna
central
Audio
Unit
14---1 GS 2 Antenna
GS 1 Antenna
ILS 2
I
Analogue to
dfgltal
co nverter
FOR
~V'I-19-00115
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Radio Navigation - ILS
I
,c
IV
~ "'
c
-~ j
"'
U<c:
.So::
-o
&:>
01
1-Yl- 1$-00118
FCOM:V1-002
Nov 01 /09
NAVIGATION
Radio Navigation - ILS
Page 4
antenna
Radome
FCOM:V1-002
Nov 01 / 09
Archit ecture
FCOM:V1 -002
Nov 01 /09
NAVIGATION
Radio Navigation - VOR and Marker
DC BUS 2
EMERG AC
AC BUS 2
1+-----'
VOR
1
Marker
Anttnna
VORILoealiser
Antenna
i-Y1-19-00118
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Radio Navigation - VOR and Marker
Marker Antenna
FCOM:V1-002
Nov 01/09
NAVIGATION
Radio Navigation - VOR and Marker
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Radio Navigation - VOR and Marker
VORTest
A VOR is tested by pressing and holding the associated VHF NAV test button with an VOR
frequency selected as the active frequency. The test sequence is a follows:
The associated VOR fail flags are shown on the EFIS and the OBis for a short time.
THEN
The fail flags are removed and the receiver outputs a bearing of 180 to the EFIS
SGs and the OBis.
Marker Test
When VOR 1 is tested, the marker is also tested. The EFIS outer marker symbol flashes
on the PFOs.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Radio Navigation - VOR and Marker
FCOM:V1-002
Nov 01 /09
FCOM:V1 -002
Nov 01 /09
NAVIGATION
Radio Navigation- DME
Figure 3.4.1 - DME Architecture
EMERG DC
DC BUS 2
ESS AC
AC BUS 2
DME
DME
DME 2 Ant&nna
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Radio Navigation - OM E
DME Hold
The frequency in the top window of the controller is repeated in the bottom window.
A yellow His presented alongside the associated DME distance on the EFIS ND.
If an EFIS ND is in the map format and the second course is selected to a VOR
associated with a held DME, a white H precedes the identifier for the associated
second course identifier.
DME hold should be used with caution, as the cues that HOLD is selected are not strong.
DME Test
The DME is tested when the VHF NAV controller test button is pressed. The test is run
regardless of whether a VOR or ILS frequency is set in the active frequency window.
The test sequence is as follows :
The DBI and EFIS DME displays show dashes for a short time.
THEN
FCOM:V1-002
Nov 01 /09
NAVIGATION
Radio Navigation- DME
1:
m
.....
.
'.
' .... .. _
.. _
r
I
--.. -..... __ l i
FCOM:V1-002
Nov 01 / 09
Archit ecture
Most aircraft have two ADF receivers. A few aircraft have just one ADF receiver. The
receivers are in the avionics bay.
The ADF controller is on the centre console. There are two versions: one for the dual ADF
standard and one for the single ADF standard.
The ADF architecture for the dual ADF fit is shown in Figure 3.5.1.
Each ADF has its own antenna on the top of the fuselage. They are shown in Figure
3.5.2. Each antenna is a combined loop and sense antenna.
The ADFs communicate with the EFIS SGs and the DB Is on digital buses.
ADF 1 and its controller are powered by EMERG AC. ADF 2 and its controller are
powered by AC BUS 2. The power supplies to the ADF controllers are routed via relays
controlled by the avionics master switches. Each controller passes the power on to its
receiver. Avionics master 1 controls the power to the ADF 1 controller. Avionics master 2
controls the power to the ADF 2 controller. The rel ays are powered to the off position by
DC BUS 2. when DC 2 is lost, the ADF receivers and the controllers default to ON.
ADF bearing can be displayed by the EFIS. Both SGs receive ADF bearing information
from both ADF receivers. The display of ADF bearing on the ND is described in the EFIS
topics.
ADF bearing from both ADFs is sent to both OBis.
The audio output of both ADFs is sent to the central audio unit. The ADF audio can be
selected on each of the flight deck audio selector panels (ASPs). the ASPs are described
in the Communications chapt er.
ADF T est
Each ADF has a test switch in the avionics bay above the maintenance panel.
The ANNUNCIATORS TEST pushbutton switch on the left instrument panel is used to test
the control panel. The switch is shown in Figure 3.5.3.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Radio Navigation - ADF
AC SUS 2
01+--
:t D- .-.
on
e:
1_1 1_1 I. _I
- - ._..._.
Power
Power
Control
Loop
A DF 1
ADF 1
Antenna
Sense
Control
C'entr1l
Audio
Unit
Loop
A DF 2
Antenna
1-+---1~ 1
Test
Tnt
switch
switch
lv1 -19.00123
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Radio Navigation - ADF
lv119-00124
FCOM:V1 -002
Nov 01 /09
NAVIGATION
Radio Navigation - ADF
Figure 3.5.3 - Annunciators Test Switch
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Radio Navigation - ADF
The receiver acts as an automatic direction finder and bearing to the tuned station
can be selected on the OBis and EFIS NOs.
The system uses the sense antenna only and operates as an audio receiver.
If the ADF is selected on a OBI. the bearing indication shows 090 relative.
If the bearing pointer is selected to ADF on the EFIS, the bearing pointer is not
displayed.
Each ADF has a beat frequency oscillator (BFO) switch on the panel. The switch has two
positions: BFO and OFF. At OFF the beat frequency oscillator is off. At BFO, the beat
frequency oscillator is on. The BFO is used to identify RF signals without audio modulation
but which transmit an identifier by keying the RF signal on and off.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Radio Navigation - ADF
ADF 1
mode
selector
ADF 1
frequency
selector
ADF 1
BFO
selector
ADF 2 frequency
ADF2
BFO
selector
ADF 2
frequency
selector
ADF 2
mode
selector
i-v1-19-00126
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Radio Navigation - ADF
The receiver acts as an automatic direction fi nder, and bearing to the tuned station
can be displayed on the OBis and EFIS NOs.
The system uses the sense antenna only and operates as an audio receiver.
If the ADF is selected on a OBI. the bearing indication shows 090 relative.
If the bearing pointer is selected to ADF on the EFIS, the bearing pointer is not
displayed.
There is a beat frequency oscillator (BFO) switch on the panel. The switch is labelled
TONE and has two positions: ON and OFF. At OFF the beat frequency oscillator is off. At
ON, the beat frequency oscillator is on. The BFO is used to identify RF signals without
audio modulation but which transmit an identifier by keying the RF signal on and off.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Radio Navigation - ADF
;!l
Active frequency
indicator lights
Left frequency
ADF mode
display
indicator
ADF mode
indicator
Right frequency
display
Left display
selector knobs
Receiver mode
switch
BFO
switch
Right display
selector knobs
0
- .-. n n
ANT
= Cl LI.LI
i-v1-1900127
FCOM:V1-002
Nov 01 / 09
Archit ecture
The radio altimeter architecture is shown in Figure 4.1 .
There are two radio altimeter transceivers: radio altimeter 1 and radio altimeter 2. The
transceivers are in the avionics bay. Each transceiver has two antennas on the underside
of the fuselage: one for transmitting and one for receiving. The antennas are shown in
Figure 4.2.
The radio altimeters send out data on two digital buses: BUS 1 and BUS 2. BUS 1 from
both radio altimeters supplies both FGCs. BUS 2 from both radio altimeters supplies both
EFIS SGs, the EGPWS, the TCAS and the FOR via the flight data acquisition unit (FDAU).
Radio altimeter 1 is powered by ESS AC. Radio altimeter 2 is powered by AC BUS 2. The
power supplies to the radio altimeters are routed via relays controlled by the avionics
master switches. Avionics master 1 controls the power to radio altimeter 1. Avionics
master 2 controls the power to radio altimeter 2. The relays are powered to the off position
by DC BUS 2. When DC 2 is lost, the radio altimeters default to ON.
Each EFIS dimming panel has a decision height (DH) control and a TEST button. The
dimming panels are shown in Figure 4.3.
The left dimming panel DH control sends radio altimeter decision height to SG 1. The right
DH control sends radio altimeter decision height to SG 2.
The display of radio altitude and radio altitude decision height is described in the EFIS
topics.
The TEST buttons are used to test the EFIS and the radio altimeters.
Radio altimeter 1 and SG 1 are tested by pressing the TEST button on the left EFIS
dimming panel. Radio altimeter 2 and SG 2 are tested by pressing the TEST button on the
right EFIS dimming panel. The radio altimeter should indicate 40ft when the test is made.
The radio altimeter test can be made on the ground and in the air. The EFIS test is
inhibited in the air.
Principle
The radio altimeters are frequency modulation continuous wave (FMCW) types. Each
altimeter has a transmitter and a receiver. Each radio altimeter has two antennas: one for
the transmitter and one for the receiver.
The transmitter varies the signal frequency over a small range. The frequency range is
4250 to 4350 MHz. Once the signal leaves the transmitter, its frequency does not change.
The transmitted signal is reflected by the ground and received by the radio altimeter
receiver. The frequency of the received signal has not changed since it left the aircraft;
however, the transmitter signal has changed. The difference between the transmitter
frequency and the frequency of the received signal is proportional to height.
FCOM:V1-002
Nov 01/09
NAVIGATION
Radio Altimeter
Chapter 19 Topic 4
Page 2
ESS AC
AC BUS2
1+-- - f
RAD ALT 1
RAD ALT1
transmit
RAD ALT 2
transmit
antenna
antenna
RAD ALT 1
receive
antenna
RAD ALT 2
receive
antenna
FOR
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Radio Altimeter
Chapter 19 Topic 4
Page 3
DME2
antenna
--~IJIIJAFT
Mar1<er
antenna
RAD ALT 1
RAD ALT 1
RAD ALT 2
RAD ALT 2
transmitter
antenna
receiver
antenna
receiver
antenna
transmitter
antenna
1-vl -1900028
FCOM:V1 -002
Nov 01 /09
NAVIGATION
Radio Altimeter
Chapter 19 Topic 4
Page 4
SG 1 decision
height set control
SG 2 decision
height set control
iV1 19-00029
FCOM:V1-002
Nov 01 / 09
The NAV position is the operational position. It sele<:ts the navigation mode. When an IRS
enters the navigation mode, t he associated NAV OFF annunciator extinguishes.
The A TI position selects a reversionary mode that supplies just attitude and heading. The
ATT mode can be entered on the ground and in the air.
An IRS transfer system is fitted for use when one IRS fails. The transfer switch is on the
bottom of the left instrument panel. The switch is shown in Figure 5.1.1.
A two position HOG switch on the bottom of the left instrument panel, allows the heading
reference of some services to be switched from magnetic to true. The switch is shown in
Figure 5.1. 1.
The services are:
The DBis are not affected by the HOG switch ; their reference is always magnetic.
FCOM:V1-002
Nov Ot/09
NAVIGATION
Attitude and Heading - Overview
FCOM:V1-002
IRS 1 NAVOFF
annunciator
annunciator
INAVOFFI
INAVOFFI
IRS 1 mode
select switch
IRS 2 mode
select switch
1~1
19 00030
Nov 01/09
NAVIGATION
Attitude and Heading - Overview
Standby compass
11-19o00031
FCOM:V1-002
Nov 01 /09
NAVIGATION
Attitude and Heading - Overview
FCOM:V1-002
Nov 01 /09
Overv iew
Two Laseref Ill inertial reference systems are fitted: IRS 1 and IRS 2. An
schematic is given in Figure 5.2.1.
overview
Each IRS has an inertial reference unit; both IRUs are controlled from a mode select unit
(MSU) on the right side console. The MSU has a mode select switch for each IRU and a
NAV OFF annunciator for each IRU.
Each IRU is an autonomous navigator providing attitude and navigation data. The IRUs
supply data via three digital data busses to:
The EFIS SGs.
The FGSs.
The L NAVs.
The OBis.
The EGPWS.
The TCAS.
The IRSs must be aligned and given an initial position before they can navigate or supply
attitude data. The initial position is entered from either L NAV. Alignment takes about
seven minutes at mid latitudes.
IRS 1 is normally powered from ESS AC, and IRS 2 is normally powered from AC 2.
Each IRS has a back up de :supply: BATI 1 bus for IRS 1 and ESS BATI bus for IRS 2.
Failure of the back up supply to either IRS is indicated by an amber IRS DC BACKUP
caption on the CWP.
Each IRU is fan cooled. An amber fan fail annunciator for each fan is on the bottom of the
right instrument panel. AC 1 supplies IRS 1 fan and AC 2 supplies IRS 2 fan. If either fan
fail annunciator illuminates, an amber EFIS/IRS FAN FAIL annunciator illuminates on the
air conditioning panel.
Each IRU receives data from both ADCs. If the AIR DATA transfer switch is at NORM, IRS
1 will use ADC 1 and IRS 2 will use ADC 2. If the AIR DATA transfer switch is selected to
BOTH 1, both IRSs will use ADC 1. If the AIR DATA transfer switch is selected to BOTH 2,
both IRSs will use ADC 2.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Attitude and Heading - IRS
E3
ESSAC
Primary power
AC 2
BATT1
Backup power
ESS BATT
IRS 1
1 - - backup - -
power fall
CalctJiates
attrtude and
navigation
data
IRS DC
BACKUP
Fan power
IRU 1
IRS 2
backup - - - t
power fall
A C2
Calculates
attitude and
navigation
data
IRU 2
Services supplied
By both IRSs: Both EFIS SGs, both FGCs, L OBI, weather radar, EGPWS. both L NAVs.
By just IRS 1: FOAU, TCAS computer, R OBI.
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Attitude and Heading -IRS
IRS Outputs
The outputs from both IRUs are shown in Figure 5.2.2. Each IRU sends its data out on
three data busses: BUS 1, BUS 2 and BUS 3.
BUS 1 from each IRU supplies the on side EFIS SG. Each EFIS SG has a backup supply
via BUS 3 from the other IRU. BUS 2 from each IRU supplies both FGCs. BUS 3 from
both IRUs supplies:
The EGPWS. The EGPWS normally uses IRS 1 but will automatically switch to
IRS 2 if IRS 1 fails.
The LOBI.
The R OBI, the FDAU and the TCAS computer have just one IRU supply: BUS 3 from
IRU 1.
Attitude and Heading Transfer Switch
An ATT HOG transfer switch is on the bottom of the left instrument panel. It has three
positions: BOTH 1, NORMAL and BOTH 2. The switch affects just the following services:
The FGCs.
The 708A weather radar uses SG 1. The ROR-4A weather radar uses IRS 1 but
will use IRS 2 if IRS 1 fails.
With the ATT HOG switch at BOTH 1, both FGCs, both SGs and the 708 A weather radar
use IRS 1. With the ATT HOG switch at BOTH 2, both FGCs, both SGs and the 708 A
weather radar use IRS 2.
The Bendix ROR-4A prefers IRS 1 at NORM and BOTH 1 and IRS 2 at BOTH 2. However,
if the preferred IRS fails, the radar automatically uses the serviceable IRS.
OBis
The OBis are not affected by the ATT HOG switch. The R OBI is supplied by just IRS 1; so
if IRS 1 is lost, heading information to the R DBI is lost.
The LOBI has a supply from both IRSs. It normally uses IRS 2 but automatically switches
to IRS 1 if ESS DC fails. This ensures that heading information is available on the left
instrument panel at the emergency power level.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Attitude and Heading - IRS
BliS 1
Ji
..
IRU 1
EFIS SG 1
...
ROBI
FOAU
TCAS
computer
..
oil ~
"'
..
""
BUS 3
s u! 2
I
...
...
...
LNAV {
__.
""
...
Weather
radar
L NAV2
~
,.
..
~
...
...
FGC 1
FGC2
...
..
LOBI
...
BUS 2
..
EGPWS
~
..
EFISSG2
BUS 3
~
~
IRU2
BUS 1
FCOM:V1-002
I A
Nov 01 / 09
NAVIGATION
Attitude and Heading -IRS
IRU Architecture
The IRU architecture is shown in Figure 5.2.3.
The IRU is a strap down inertial navigator.
Laser rate gyros measure the angular rates about all three aircraft axes.
Accelerometers measure the accelerations along all three aircraft axes.
The angular rate and the linear accelerations supply a computation section.
The computation section also receives magnetic variation from a magnetic variation model.
The ADCs supply altitude, TAS and altitude rate to the computation section.
The computation section calculates aircraft:
Attitude .
Position .
Altitude .
Ground speed .
Wind velocity .
Vertical velocity.
N S velocity .
E W velocity .
Drift angle .
Vertical acceleration .
The IRU sends out data to other systems on three digital data busses. Each bus contains
the same data. Each system looks at just the data it needs.
The data on each bus includes:
FCOM:V1-002
Nov 01 /09
NAVIGATION
Attitude and Heading - IRS
Figure 5.2.3 - IRS Architecture
IRU
Laser gyros
Accelerometers
Magnetic
variation model
Pitch
Roll
Yaw
angular angular angular
rate
rate
rate
1
I .
Normal
acceleration
Lateral
accelration
Magnetic
varir ion
' lr
LongiLdinal
acceleration
lr
Computation
Calculates :
);. Aircraft attitude.
> Aircraft position.
.> ~ltitude.
.> rack-true and magnetic.
~
>
,"
)>
>
>
}>
)>
)>
>
Ground speed.
Heading-true and magnetic.
Wind velocity.
Vertical velocity.
N-S velocity.
E-W velocity.
Drift angle.
Flight path angle.
Acceleration along and across track.
Vertical acceleration.
,..
r ADC 1
.. ,..
ADC2
Bus 1
Bus 2
Bus 3
i-v 1-19-00036
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Attitude and Heading - IRS
Modes
Power on mode .
Align downmode.
Navigation mode.
Attitude mode .
The test mode is initiated by a switch for each IRU in the avionics bay; the test is for
maintenance purposes. The test switches are on the top edge of the maintenance panel.
The MSU has a mode select switch and a NAV OFF annunciator for each IRS. The MSU
is shown in Figure 5.2.4.
Entry to the other modes is determined by the mode select switch position and logic within
the IRU. The switch positions are:
OFF.
ALN.
NAV.
ATT.
The mode select switch is at NAV and the IRS is not aligned.
The mode select switch is at NAV and the IRS has a fault.
Power On Mode
Power on mode commences when the mode select switch is set from OFF to ALIGN, NAV
or ATT provided the IRS's AC power is available. During this period, the IRU will perform
internal checks.
Power on mode can only be entered if the primary AC power supply is available. The IRS
cannot be started if just the backup power supply is available. The backup power supply
just keeps the IRS running if the main supply is lost after the power on mode is complete.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Attitude and Heading - IRS
Pages
INAvOFFI
INAVOFFI
Mode select
switch for IRS 1
Mode select
switch for IRS 2
Its mode seleet swllch Is at NAV arld the IRS s not aligned
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Attitude and Heading -IRS
The power up align mode is entered when the power on tests are complete. The NAV OFF
annunciator will illuminate. The switch may be moved from ALN to NAV during the
alignment process. Alignment can be satisfactorily completed at latitudes between 78.25
north and 78.25 south. Power up align mode cannot be entered when airborne.
During alignment the IRS:
Estimates latitude.
The IRS cannot calculate or estimate longitude; it can only estimate latitude. To allow
entry to the navigation mode, a position must be entered. The position is entered through
the L NAVs. The position must be entered as accurately as possible because it is the
starting point for subsequent inertial navigation.
No aircraft movement is permitted during the alignment process.
If a position is not entered by the end of the alignment process, the NAV OFF annunciator
will flash.
Once a position is entered, the IRS makes a position compare test. To pass the test, the
entered position must be within 1o of longitude and 1o of latitude of the stored position. If
the test fails, the entered position is not accepted and the NAV OFF annunciator flashes.
A second position entry is accepted if:
OR
Once the test has been passed the NAV OFF annunciator will stop flashing.
When the alignment is complete and the position compare test has been passed, an
alignment performance test is made. The test compares trigonometric functions of the
entered latitude and the computed latitude. If the test fails, the NAV OFF annunciator
flashes. If the next entry fails the test but is different from the previous latitude, the
annunciator continues to flash. If two successive identical latitudes are entered but both
fail the test, the NAV OFF annunciator illuminates steadily. Once an entry is made that
passes the test, the system will be allowed to enter the navigation mode.
The duration of the alignment process depends on aircraft latitude. It varies from 2.5
minutes at the equator to 15 minutes at latitudes greater than 70. The time to completion
of alignment is known as time to NAV mode (TTN). TTN can be seen on the IRS
subsection of the NMS or FMS. TTN values greater than 7 minutes are shown as 7
minutes. When alignment is complete, TTN will be shown as 0.0 and an IRS NAV READY
message will be given.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Attitude and Heading - IRS
Navigation Mode
An IRS will automatically enter the navigation mode once the following conditions are all
satisfied:
Alignment is complete.
In the navigation mode, the IRS computes the data shown in Figure 5.2.3. The data shown
in the figure is passed on to the aircraft systems.
If the mode select switch is selected to NAV during the alignment process, then the system
will automatically move to the navigation mode when the first three conditions above are
satisfied. If the switch is left at ALN after the IRS NAV READY message is given, the IRS
will continue to refine its alignment. Delaying the selection of NAV as long as practicable
will produce a better alignment and thus smaller drift rates. However, the alignment
achieved if the navigation mode is entered once the alignment performance test has been
passed is adequate.
The mode select switch must be pulled up before it can be moved away from NAV.
Align Downmode
During flight or long periods of ground operation in navigation mode, velocity and position
errors will accumulate. These errors can be corrected using the align downmode. Align
downmode can only be entered from the navigation mode.
The IRS enters the align downmode from the navigation mode if the mode select switch is
moved back to ALN providing the aircraft is stationary. In downmode align:
Residual velocity errors accumulated during the previous period in navigation mode
are zeroed.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Attitude and Heading -IRS
Attitude Mode
Loss of both main and backup electrical power followed by restoration of the main
supply.
OR
The mode can be entered on the ground or in the air by selecting the mode switch to ATT.
The switch must be ATT for at least 2 seconds; this protects against a short inadvertent
selection to ATT.
During the first 20 seconds, the aircraft:
Must be flown wings level and constant pitch attitude, preferably a pitch attitude of
zero.
After the 20 second period is complete, attitude will be available. To make heading
available, a manual entry of heading must be made through an L NAV CDU. The heading
output is subject to drift, and so must be periodically updated through an L NAV CDU.
When in attitude mode, switching from ATT to NAV or ALN has no effect: the system
remains in attitude mode. To return to NAV mode, the mode selector must be selected
OFF and then a full power up alignment must be performed. This cannot be done in the
air.
Power Down Mode
The power down mode is entered three seconds after the mode select switch is selected
OFF. The three second delay allows the desired mode to be retained if a brief inadvertent
selection to OFF is made.
After the delay, power is maintained to the IRU for about eight seconds. During this period,
the last calculated position and other IRU parameters are transferred to non volatile
memory.
It is important to switch IRS 1 OFF when the aircraft is powered down; if the IRS is left
powered, it will continue to be powered from the battery after the aircraft is powered down.
It is a good idea to check that IRS 1 is switched off before leaving the aircraft.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Attitude and Heading - IRS
IRS Drift
During flight or long periods of ground operation in navigation mode, velocity and position
errors will accumulate. The position error is known as position drift. A graph of allowable
position drift against time is available in the Honeywell Maintenance Reference Guide.
The relevant time is the time since navigation mode was entered following :
Power up alignment.
The time that NAV mode was entered, after a downmode alignment without position
update, is not relevant to the allowable position drift.
The flight time or number of flights since NAV was entered is not relevant to the allowable
position drift.
The GNS generates an IRS sensor miscompare message if the IRS position differs
significantly from the GNS composite position. The threshold for the warning increases
with time from the start of a flight, not from the time that alignment with position update was
made. If a number of flights have been made without an IRS position update, a sensor
miscompare message may be given even though there is nothing wrong with the IRS.
It is important to update the IRS position between flights; this will ensure the best position
accuracy during the subsequent flight.
FCOM:V1-002
Nov 01 /09
The standby attitude indicator is shown in Figure 5.3.1 . It is a self contained gyro unit.
The indicator is powered from emergency DC. A fail flag is at the top right of the indicator.
It is removed when the gyro is up to speed and power is applied to the indicator.
As the gyro runs up to speed, it takes up a random attitude. A fast erection knob at the
bottom allows a fast erection. When the knob is pulled out, the gyro is caged and the
indicator comes to zero pitch and roll. When the knob is released, the gyro aligns itself
precisely. Fast erection should not be attempted until the gyro has been powered for at
least 30 seconds.
When VHF NAV 1 controller is set to an ILS frequency, ILS indications are shown on the
indicator: a vertical bar for localiser deviation and a horizontal bar for glideslope deviation.
The localiser deviation scale is on the glideslope bar. The glideslope deviation scale is on
the localiser bar. The lower diagram in Figure 5.3. 1 shows the aircraft one dot right and
one dot low.
The indicator has localiser and glideslope fail flags. A flag shows when an ILS frequency is
selected on VHF NA V 1 and the associated valid signal is not present.
The ILS responds to an ILS test from the VHF NAV controller.
When a VOR frequency is selected on NA V 1, the deviation bars and the fail flags are
biased out of view.
The localiser display is not affected by a back localiser selection on the FGS MCP panel.
On a back localiser approach, the ILS deviation bar indicates in the reverse sense.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Standby Attitude and Heading
Figure 5.3.1 - Standby Attitude Indicator
Glldeslope Gyro fail
deviation bar flag
- --+-1--
Glldeslope
fail flag - -..1---
Localiser
deviation bar
Localiser
fall flag --o~------=
Fast erection
J"4t -knob
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Standby Attitude and Heading
Standby Compass
A magnetic standby compass is fitted below the overhead panel. The compass is shown in
Figure 5.3.2.
The compass has neither a gyro input nor an IRS input. The standby compass suffers
from acceleration and turning errors.
A correction card is fitted to the left of the left instrument panel. A duplicate corrector card
is fitted to the right of the right instrument panel.
The compass is fixed to the aircraft structure by two screws in slotted holes. The slots
allow the compass to be adjusted for A error. There are two apertures on the compass for
inserting adjustor keys: one aperture is forB error and the other is for C error.
The compass has an integral light. The light is switched on and off by a pushbutton switch
on the bottom left of the overhead panel. The switch is shown in Figure 5.3.2. The light
does not produce a magnetic field.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Standby Attitude and Heading
Figure 5_3_2 - Standby Compass
B error correction
key aperture _ ___,__........
C error correction
' - - - - key aperture
Lubber lino - - -
Lamp housi ng - - ; - - -
t-'(1-19{)0013
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Standby Attitude and Heading
FCOM:V1-002
Nov 01 /09
"
--
FAN 2
FCOM:V1002
IRS
IRS 2
rrts
R EF IS
PTR
EFtS 2
MSTR
f.
()
OFF
lv3p1 -'13-00003
Nov 01 / 09
NAVIGATION
EFIS Overview
Overview
The EFIS architecture is shown in Figure 6.1.2. The EFIS components are:
Two EFIS dimming panels (OPs); one on each pilot's instrument panel.
Two EFIS control panels (ECPs); one on the left side of the centre console (ECP 1)
and one on the right side of the centre console (ECP 2).
Two EFIS master switches; EFIS 1 MSTR on the bottom of the left instrument panel
EFIS 2 MSTR on the bottom of the right instrument panel.
Two comparator master (CMPRTR MSTR) flight annunciators; one on the left
instrument panel and one on the right instrument panel.
The display units are cooled by fans: one for the left OUs and one for the right
OUs. Fan fail annunciators incorporating a reset switch are on the right instrument
panel.
The two OUs on each pilot's instrument panel are mounted one above the other. The top
OU is called the primary flight display (PFO). The bottom OU is called the navigation
display (NO). There is just one normal PFO display format, but there are four different
normal formats for the NO. Some of the formats include a weather radar display.
To cope with failure of one OU on a side, a hybrid display format known as the compacted
primary flight display (CPFO) can be selected. There is just one CPFO format; it combines
abbreviated versions of the normal PFO and NO formats.
The symbol generators receive data from the aircraft sensors and systems. The SGs
process the received information and then display data on the OUs. ECP 1, on the left of
the centre console, controls the NO data from SG 1. ECP 2, on the right of the centre
console, controls the NO data from SG 2.
Each SG monitors important display data produced by the other SG. If an SG senses a
difference, it displays a message on the associated OU and illuminates its CMPRTR MSTR
flight annunciator: left flight annunciator for SG 1 and right flight annunciator for SG 2.
The EFIS transfer switch has three positions: BOTH 1, NORM and BOTH 2. At NORM, the
normal switch position, the left OUs display data from SG 1 and the right OUs display data
from SG 2. At BOTH 1, the left OUs display data from SG 1 and this information is then
copied from the left OUs to the right OUs; in this case ECP 1 controls both NOs. At BOTH
2, the right OUs display data from SG 2 and this information is then copied from the right
OUs to the left OUs; in this case ECP 2 controls both NOs.
The prime function of each dimming panel is to control the brilliance of the displays on the
same instrument panel. It also controls some functions of the associated SG: SG 1 from
the left panel and SG 2 from the right panel.
EFIS 1 MSTR controls the electrical power to SG 1 and the left OUs; EFIS 2 MSTR
controls the electrical power to SG 2 and the right OUs.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS Overview
1--
Copy at BOTH 1 -
. .-
Copy at BOTH 2 -
-1
_,.._
Copy at BOTH 2 -
Left DP
Dims left DUs
l DUs at
NORMand
BOTH 1
SG 1
1--
-l
Rlght DP
Dims right DUs
R DUs at
NORM and
BOTH2
EFIS transfer
switch
14-------
~~----~
SG2
Momftorl ng -------~
~~----~
Aircraft sensors ~
a'ld systems
- - 1 Aircraft sensors
and systems
Power for SG 2
and right DUs ~
Power for SG 1
and left OUs
00
Left ECP-controls NO from SG 1
Master switches
FCOM:V1-002
Nov 01/09
NAVIGATION
EFIS Overview
The various sensor and system inputs to the SGs are shown in Figure 6.1 .3. They are:
Both IRSs. The EFIS uses heading, attitude and vertical speed from the IRSs. IRS
1 data is normally displayed on the left OUs and data from IRS 2 on the right OUs.
Both AOCs. The EFIS uses airspeed, Mach number and vertical speed from the
AOCs. AOC 1 data is normally displayed on the left OUs and data from AOC 2 on
the right OUs.
Flight guidance system. The PFOs display flight director commands, FGC modes
and a pitch limit indicator (PLI). The PLI is a display of the margin between stick
shaker angle of attack and the measured angle of attack.
TCAS. TCAS RAs are displayed on the EFIS vertical speed displays.
Weather radar. The weather radar picture can be displayed on the NOs.
Both radio altimeters. Radio altimeter 1 data is normally displayed on the left PFO.
Radio altimeter 2 data is normally displayed on the right PFO.
The VHF NAV controllers. The EFIS uses the data to determine whether an ILS or
a VOR is tuned.
ILS 1 and ILS 2. Localiser course can be displayed on the NOs; localiser deviation
and glideslope deviation can be displayed on the PFOs and the NOs.
VOR 1 and VOR 2. VOR course and VOR bearing can be displayed on the NDs;
VOR course deviation can be displayed on the PFOs and the NOs.
The marker beacon is contained within the VOR 1 receiver. The PFOs display
inner, middle and outer marker symbology.
AOF 1 and the optional AOF 2. AOF bearing can be displayed on the NOs. SG 1
receives both AOF 1 and AOF 2 data but only displays AOF 1 bearing. SG 2
receives both AOF 1 and AOF 2 data but only displays AOF 2 bearing if two AOFs
are fitted; SG 2 displays AOF 1 bearing if only one AOF is fitted.
L NAV 1 and L NAV 2. L NAV course and L NAV bearing can be displayed on the
NOs. L NAV course deviation can be displayed on the PFOs and the NOs. A map
display based on the L NAV flight plan and database can be displayed on the NOs.
Other navigation data from the L NAVs, such as wind vector, can be displayed on
the NOs.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS Overv iew
TCAS
Weather radar
Radio altimeter 1
Radio altimeter 2
NAV 1 controller
SG 1
NAV 2 controller
SG 2
DME2
ADF 1
ADF 2
L NAV1
L NAV2
iV1- 19-00096
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS Overview
PFD Overview
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS Overv iew
Figure 6.1.4 -Typical PFD
Autothrottle
Thrust
status - - - , mode
AP/FD engage
status
Engaged Armed
Vertical
Lateral
Vertical
speed
display
Speed -1-dlsplay
Radio
altitude
decision
height
Radio
AttJtude dlr&ctor display:
altitude
,. Wedge shaped aircraft symbol.
, Pitch scele with sky (blue) and ground
(brown) background shading.
, Roll scale rrom 4s teft to 45 " right.
lmclinomotor
, Single cue ntght director symbol
(slip ball)
Roll bar
Pitch bar
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS Overview
Chapter 19 Topic 6. 1
Page a
NO Formats
The NO has four formats: rose, arc, map and plan. A FORMAT rotary switch on the
associated ECP selects the required format.
The rose format is similar to a conventional horizontal situation indicator; it has a full 360
compass rose.
The arc format includes all the information in the rose format but the compass display is
different: the compass display is enlarged, but only an arc of about 11oo is displayed.
Additionally, the arc format can show weather radar returns.
The map format is similar to the arc display; the main difference is the addition of a map
display. LNAV course information is displayed as a route on the map. A course
associated with a VOR/DME displays the VOR/DME position on the map.
The plan format displays the flight plan route from the L NAV. It has an arc display of
compass but only a few of the other features of the map format. The plan format is not
intended for general flight use.
Rose Format Overview
A typical rose format is shown in Figure 6.1.5 together with the associated ECP. The heart
of the rose format is a full 360 o compass rose. The compass has a selected heading bug.
The bug represents the heading selected on the FGS MCP. The selected heading is also
presented numerically in the top left corner of the NO.
A simple aircraft symbol is at the centre of the compass rose. The symbol is constructed
with two horizontal lines and one vertical line; the symbol is fixed.
Two course indicators are available: primary and second. A CRS rotary switch on the
associated ECP selects the source for the primary course. A 2ND CRS pushbutton on the
associated ECP selects the source for the second course. Source annunciators for the two
courses are in the top right corner of the NO.
fhe distance associated with the primary course is shown in the top left corner of the ND,
just above the selected heading. A distance source annunciator is immediately above the
distance.
One bearing pointer is available. A rotary BRG selector on the associated ECP selects the
source for the bearing pointer.
A vertical deviation indicator is on the right side of the display. If a GNS X NMS is fitted,
the deviation indicator can only display ILS glideslope deviation. If a GNS XLS or Collins
FMS is fitted, the deviation indicator can also give vertical flight path guidance for an FMS
approach.
An optional track pointer is driven by the associated IRS.
Data from the associated L NAV can be presented in the bottom right corner of the NO. A
DATA pushbutton on the associated ECP selects the required data. Successive presses of
the button move through a data menu: blank, groundspeed, wind vector, distance to the
active waypoint and ETA at the active waypoint.
The weather radar mode and tilt annunciations are shown on the left side of the NO.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS Overview
Distance source
annunciator
Distance
Primary course
annunciator Second course
----
Second
course
Bearing -+pointer
Weather
radar - e-mode
and tilt
Bearing pointer
source
Primary
course
Format selector
Second
course
selector
Bearing
pointer --t~H
selector
~:;.-.-'~r.-n
4-- t-
Primary
course
selector
4-of---~ll:JIII--
Associated ECP
FCOM:V1-002
l NAV
data
selector
1011 -1900097
Nov 01/09
NAVIGATION
EFIS Overview
Chapter 19 Topic 6. 1
Page 10
A typical arc format is shown in Figure 6.1 .6 together with the associated ECP. The heart
of the arc format is the compass arc of about 110 . MCP selected heading is indicated in
the same way as in the rose format: bug and numeric display. However, there is one extra
feature; the bug has a tail that extends through the centre of the compass card. The tail
gives an analogue representation of the position of the bug when the bug is outside the
displayed range of the compass card.
A simple aircraft symbol is at the centre of the compass card. The symbol is fixed and is
the same as that in the rose mode. Just as in the rose mode, two course indicators and
one bearing pointer are available. Selection and annunciation are the same as for the rose
format.
The following are shown in the same way as for the rose format:
Vertical deviation.
Weather radar returns can be displayed in the arc format. The maximum range of the
weather display is selected by a rotary RANGE selector on the associated ECP. The
maximum range of the display is the outer edge of the compass arc. Half range is
indicated by a white semi circle; half range is numerically displayed beneath the left end of
the semi circle.
Weather radar and the half range indications are only displayed when the weather radar
display is selected to the NO. Weather radar is selected to the NO by a combined weather
radar dimmer and on/off switch on each dimming panel. The left dimmer dims the weather
radar display on the left NO. The right dimmer dims the weather radar on the right NO.
The left switch turns the weather radar display from SG 1 on and off. The right switch turns
the weather radar display from SG 2 on and off.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS Overview
Figure 6.1.6 -Typical Arc Format
Numeric 4
MCP selected
heading
display .......t --
---+
Bug
Distance source
annunciator
Distance
Optional track
pointer
Primary course
annunciator
Second course
annunciator
u---~~~~~--+-~~~~~~
Weather
return --111--Weather
radar
mode --41and tilt
Second -t-course
Primary
course
Bearing
pointer
selector
Primary
course
selector
L NAV
data
selector
Associated ECP
FCOM:V1-002
I v1 1900098
Nov 01 / 09
NAVIGATION
EFIS Overview
A typical map format is shown in Figure 6.1 .7 together with the associated ECP.
The following are shown in the same way as for the arc format:
Compass display.
Heading bug.
Bearing.
Weather display.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS Overview
Distance
-+
Bug
Primary course
Optional track annunciator
Distance source
pointer
annunciator
Second course
_,.--..-----P-----+-----+--~~~~..annunclator
Map
track
line
Weather
return
Weather
radar
mode
and tilt
Second
course
GRP
ARPT
Bearing pointer - - . . . . J
source
NAV-AIO
Half-range
indication
Aetlv~ Waypoint
waypomt
Second
course
selector
Bearing
pointer _ _.__.,..
selector
Prtmary
course
solector
LNAV
data
selector
LNAV
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS Overview
A typical plan format is shown in Figure 6.1.8 together with the associated ECP. The plan
format provides a map of the L NAV active flight plan.
The centre of the map is one of the waypoints on the active flight plan: the reference
waypoint. The reference waypoint is selected through the GNS CDU or the Collins FMS
MCDU. The map is orientated to true north: north up orientation. An arrow with an N
above it provides a reminder that the map is north up orientated.
The aircraft position is represented by a plan view of a 146-RJ. The centre of the display is
fixed to the reference way point, so the aircraft symbol moves as the aircraft changes
position. The aircraft symbol points in the direction of the aircraft's heading.
The plan format has an arc compass display like that of the arc and map formats. Selected
heading information is displayed like that of the rose format, except that there is no tail to
the heading bug.
The maximum range of the map display is controlled by the range selector on the
associated ECP. The maximum range of the display is the outer edge of the compass arc.
Half range is indicated by a cyan circle; half range is numerically displayed on the left edge
of the circle.
The aircraft symbol points in the direction of the aircraft heading relative to the north arrow,
not to the compass display. The symbol only points straight up the display when the
heading is true north. In Figure 6.1.8, the aircraft heading is 315.
The following are shown in the same way as in the NO map format:
The L NAV flight plan is only displayed when the ECP primary CRS selector is at LNAV.
The ND annunciation of the selection is the same as in the other ND formats.
If the ECP primary CRS selector is at V/L, no VOR or ILS course indication is displayed in
the plan format.
The plan format does not include:
Vertical deviation.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS Overview
+-
MCP selected
heading
__.. Bug
Distance source
annunciator
Optional track
pointer
Primary course
annunciator
Distance
Weather
radar
mode - ll -and tilt
Half-range
Indication
Reference
waypolnt
Waypoint
North
orlentatlorn
reminder
Primary
course
selector
LNAV
data
selector
Associated ECP
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS Overview
Glideslope deviation.
The attitude display is the same width as that of the PFD, but the pitch range is smaller to
allow the addition of a compass arc display at the bottom of the compact display.
The compass shows just over 180 of the compass rose. MCP selected heading is shown
by a bug and a numerical indication.
Radio altitude is shown just below the right corner of the attitude display.
There is only one course indicator: the primary course. The selected course annunciator is
to the left of the decision height display. There is no display of distance.
Just as on the PFD, the FD can be either single or split cue.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS Overv iew
AP/FD engage
status
Engaged Armed
Vertical
Lateral
Vertical
speed
display
Speod -1-dlsplay
Radio
altitude
decision
height
Numeric
d isplay
MCP selected
haadlng
Primary
course
Bug
Pitch bar
Aircraft
symbol
11111-00102
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS Overview
Chapter 19 Topic 6. 1
Page 18
The transfer switches and heading reference switch are shown in Figure 6.1 .1 o. There are
three transfer switches on the lower part of the left instrument panel:
The right EFIS DUs display a copy of the pictures on the left EFIS DUs.
The left EFIS DUs display a copy of the pictures on the right EFIS DUs.
If the AIR DATA switch is at NORM, SG 1 uses ADC 1 and SG 2 uses ADC 2.
If the AI R DATA switch is at BOTH 1, both SGs use ADC 1 and a yellow ADC 1 legend is
displayed on both PFDs.
If the AIR DATA switch is at BOTH 2, both SGs use ADC 2 and a yellow ADC 2 legend is
displayed on both PFDs.
ATT H DG Transfer
If the ATI HOG switch is at NORM, SG 1 uses IRS 1 and SG 2 uses IRS 2.
If the ATI HOG switch is at BOTH 1, both SGs use IRS 1, a yellow ATT 1 legend is
displayed on both PFDs and a yellow HOG 1 legend is displayed on both NOs.
If the ATI HOG switch is at BOTH 2, both SGs use IRS 2, a yellow ATT 2 legend is
displayed on both PFDs and a yellow HOG 2 legend is displayed on both NOs.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS Overv iew
LNAV Transfer
With the LNAV transfer switch at SPLIT, SG1 uses L NAV1 and SG2 uses L NAV2. At
LNAV1 , both SGs use L NAV1 . At LNAV2, both SGs use L NAV2.
Heading Reference
With the HOG switch at MAG, the heading is referenced to magnetic north on all EFIS
heading displays; no annunciation is given. At TRUE, the heading is referenced to true
north on all EFIS heading displays; TRUE is displayed on all NOs to the left of the compass
lubber line; TRU is displayed on the CPFD to the left of the compass lubber line.
OBis
The OBis are not affected by the ATT HOG switch. The R OBI is supplied by just IRS 1; so
if IRS 1 is lost, head ing information to the R OBI is lost. The L OBI has a supply from both
IRSs. It normally uses IRS 2 but automatically switches to IRS 1 if ESS DC fails. This
arrangement ensures that heading information is available on the left instrument panel at
the emergency power level.
The OBI heading is not affected by the position of the HOG switch. The heading on the
OBis is always referenced to magnetic north.
Figure 6.1.10 - Transfer and Heading Reference Switching
r Right
l. ~~0 . J
r-
Right
l..
NO ..
SG 1
1
J
SG 2
an
switch positions
I
Centre console aft of
weather radar.
14---
L NAV transfer
swltch posltlon- --t
~-~
FCOM:Vt-002
1----
~--------~
-+1
i-vl -19-0010.3
Nov 01 / 09
NAVIGATION
EFIS Overview
Dimming Panels
There is an EFIS dimming panel (OP) to the left of each PFO. The dimming panels are
shown in Figure 6.1.11.
Each panel has the following controls:
An NO brightness control.
A test button.
The brightness controls on the left OP control the brightness of the left PFO; left NO and
the weather display on the left ND.
The brightness controls on the right OP control the brightness of the right PFO, right NO
and the weather display on the right NO.
The weather radar picture can be displayed on the NO in the arc and map formats. The
WX brightness control controls the brightness of the weather display.
The WX control has an OFF position. The OFF position on the left OP turns off the
weather radar picture from SG 1. The OFF position on the right OP turns off the weather
radar picture from SG 2.
The weather radar indicator on the centre console is not affected by the dimming panel
controls.
FCOM:V1-002
Nov 01 /09
NAVI GATION
EAS Overview
PIFD
NO (Outer knob)
Seleel$ the SG 1 NO
output to COMPACT.
Seleets the SG 1
output to COMPACT.
OH
Sets radio altimeter
decision height on
SG 1 dsplay.
TEST
Press to test SG 1
and RAD ALT 1.
PFO
NO (Outer knob)
Selects the SG 2 NO
output to COMPACT.
WX (Inner knob)
Controls the brilliance of
the weather display on
the right NO.
Selects the SG 2
weather radar display oH
OH
Sets radio altimeter
decision height on
SG 2 dsplay.
TEST
Press to test SG 2
and RAD ALT 2.
FCOM:V1-002
Ml1 19.00104
Nov 01 / 09
NAVIGATION
EFIS Overview
The two EFIS control panels (ECPs) are on the centre console. A panel is shown in Figure
6.1.12. The left panel controls SG 1 and the right panel controls SG 2. Each panel has the
following controls for the NO:
The FORMAT switch selects the format for the NO output from the associated SG: PLAN,
MAP, ARC or ROSE.
The BRG switch selects the bearing pointer source for the NO output from the associated
SG: WPT, ADF or VOR. The switch also has an OFF position so that the bearing pointer
can be removed from the NO.
The range switch sets the maximum range of the weather radar display and map format
output from the associated SG. The switch does not affect the weather radar indicator on
the centre console. There are six ranges: 10, 20, 40, 80, 160 and 320 nautical miles.
The primary CRS switch sets the source for the primary course display from the associated
SG: V/ L or LNAV. The switch has an OFF position so that the primary course can be
removed from the NO.
The 2ND CRS switch sets the source for the second course display from the associated
SG. Successive presses of the switch step through a menu of sources and an off position.
At off, the second course is removed from the display. The second course sources are
determined by the active primary course and the position of the LNAV transfer switch.
The L NAV map select buttons add L NAV data to the map and plan formats from the
associated SG. The N AID button adds navigation aids from the L NAV database. The
ARPT button adds airports from the L NAV database. The GRP button adds ground
reference points from the L NAV database. A white light beneath each illuminates when
the associated points are being displayed.
The L NAV data select button adds an L NAV parameter to the NO output from the
associated SG. There are four items of data:
Ground speed.
Wind vector.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS Overv iew
Only one item of data can be displayed at a time; it is displayed in the bottom right corn er
of the NO. Successive presses of the button step through the four items of data and an off
position. If the primary course is LNAV, the distance to waypoint is shown in the upper left
of the NO ; in this case, distance to waypoint is removed from the L NAV DATA select
menu. A white light beneath the switch illuminates when an item of data is displayed.
Figure 6.1.12 - EFIS Control Panels
Selects the range for NO, map
alld weather radar dlsplays.
NO beanng potnler.
Selects L NAV
DATA to the NO.
NO primary course.
FCOM:V1-002
l-v1- 1 ~10S
Nov 01 / 09
NAVIGATION
EFIS Overview
Power Supplies
The EFIS power supplies are shown schematically in Figure 6.1 .13.
ESS AC is used to power SG1, the left PFD and the left ND. The power is routed via a
relay; the relay is controlled by the EFIS 1 MASTER switch using power from ESS DC.
ESS DC is required to switch the relay to the off position; so if ESS DC is lost, the
switching fails to the on position.
AC BUS 2 is used to power SG2, the right PFD and the right NO. The power is routed via
a relay; the relay is controlled by the EFIS 2 MASTER switch using power from DC BUS 2.
DC BUS 2 is required to switch the relay to the off position; so if DC BUS 2 is lost, the
switching fails to the on position.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS Overv iew
Left
PFO
R1ght
PFO
l. -~ '-. - J
l. .. ,_. - J
Loft
Right
NO
NO
l. .. ~ - J
l. .. J
-,c_ -
SG1
ESSDC
SG2
ESSAC
AC BUS 2
DC BUS 2
1- 1111-00106
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS Overview
EFIS Cooling
There are two cooling fans: one cools the two left DUs and the other cools the two right
DUs. The fans are monitored. If a fault is detected, a flight deck warning is given.
The flight deck warnings are shown in Figure 6.1.14. The cooling f an control and
monitoring circuit is shown schematically in Figure 6.1 .15.
There are two amber EFIS fan fail annunciators on the lower part of the right instrument
panel: L EFIS and R EFIS. The annunciators are on a pushbutton switch. The button can
be pushed in to reset the monitoring circuits.
Just to the left of the EFIS fan fail annunciators there are two amber IRS fan fail
annunciators: IRS 1 and IRS 2.
If either EFIS fan fail annunciator or either IRS fan fail annunciator illuminates, an amber
EFIS/IRS FAN FAIL annunciator illuminates on the overhead air conditioning panel.
The left EFIS fan is powered from ESS AC and the right EFIS fan is powered from
AC BUS 2.
There is a monitoring circuit for each EFIS fan. The left monitoring circuit is powered from
ESS DC and the right from DC BUS 2. If a monitoring circuit detects that its fan is running
at less than half speed, the monitoring circuit illuminates the associated fan fail
annunciator. The warning is latched on. If the fault is transient, the monitoring circuit can
be reset by removing power from the monitoring circuit. Power to the monitoring circuits is
routed through the pushbutton switch containing the EFIS fan fail annunciators. Pushing
the switch in removes power from the monitors. The switch is spring-loaded to the out
position. Pushing and releasing the switch resets the monitors.
EFISIIRS
FAN FAIL
FCOM:V1-002
~vl-1 9-00107
Nov 01 /09
NAVI GATION
EAS Overview
ESSAC
AC BUS 2
Left EFlS
fan monitor
L EFIS
R EFtS
Right EFIS
fan monitor
Press to reset
Nonnal
At normal the monitOfS are powered.
' - + - -I---' At reset, power is removed from the
monitors to allow a transient fault to
be reset.
ESSDC
FCOM:V1-002
DC BUS2
t-Yt- 19-00108
Nov 01 / 09
NAVIGATION
EFIS Overview
The EFIS has a display comparator function. The EFIS comparator is shown schematically
in Figure 6.1.16.
There are two CMPRTR MSTR annunciators: one on the left flight annunciator panel and
one on the right flight annunciator panel. The left annunciator is controlled by SG 1 and
the right annunciator is controlled by SG 2.
Each SG has a comparator function; each SG monitors some important parameters on the
display output of the other SG via a crosstalk bus. If an SG comparator function finds a
significant difference between its display value of a monitored parameter and the value of
that parameter on the crosstalk bus, the comparator function:
Puts a yellow legend on its display output to indicate which parameter has initiated
the comparator warning.
Attitude. The legend is ATT and is displayed on the PFO and CPFO .
Indicated airspeed. The legend is SPD and is displayed on the PFD and CPFD .
Radio altitude. The legend is RA and is displayed on the PFO and CPFO .
Localiser deviation. The legend is LOC and is displayed on the PFO, CPFO and
NO.
Glideslope deviation. The legend is GS and is displayed on the PFD, CPFO and
NO.
If the crosstalk bus fails or the EFIS transfer switch is at BOTH 1 or BOTH 2, the
comparator:
The left and right displays are being driven by the same SG when the EFIS transfer switch
is not at NORM. The CMPRTR legend is displayed when the EFIS transfer switch is not at
NORM as a reminder that the left and right displays are no longer being compared.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS Overv iew
GS
RA
ATT Left
PFO
LOC
CMPRTR
...
,. -..-:_
SPD
I - - Co py at BOTH 1
-1
~ ~,
I - - Co py at BOTH 1
ATT Right GS
PFD
RA
SPD
LOC
CMPRTR
...-. .._._.. .tl"
-1
L DU
displays at
NORM and
BOTH 1
There is an appropriate
yellow legend 1n SG 1 display
if SG 1 comparator detects
a significant difference.
+1
SG 1
SG
Thete is an appropriate
yellow legend In SG 2 display
R DU
if SG 2 comparator detects displays at
a significant difference
NORM and
BOTH2
sG 2 comparator
function monitO(S these
SG2
SGj1 parameters.
Comparator
function
Crosstalk bus
SG2
Comparator ~1-41--- Atlrtude, headtng, ~AS , radio altitude.
function
tocatiser deviatioo, glideslope deviation.
SG 1 comparator
function monitors these
SO 2 para.rneters
_j
Ul if SG 1 is displaying a yellow
comparator legend
FCOM:V1-002
comparator legend
Nov 01 / 09
NAVIGATION
EFIS Overview
The EFIS has a maintenance mode. The maintenance mode gives access to maintenance
functions for the EFIS and the FGS. Figure 6. 1.17 shows how the maintenance mode is
entered.
Access to the maintenance mode is inhibited unless all three of the following conditions are
met:
THEN
When the TEST button is pressed, the maintenance main menu will appear on the
associated PFD and NO. Both buttons can then be released.
A menu item is selected by placing a cursor against the item and then pressing the
associated ECP DATA pushbutton. The cursor is a magenta asterisk. The cursor is
moved by the associated ECP NAV AID and ARPT pushbuttons.
An arrow pointing to the right is engraved on the ARPT pushbutton. The arrow indicates
that the button moves the cursor forward through the menu: one item for each press. An
arrow pointing to the left is engraved on the NAV AID pushbutton. The arrow indicates that
the button moves the cursor backward through the menu: one item for each press.
Forward is down the menu; backward is up the menu. When the cursor is at the bottom of
the menu, a press on the ARPT pushbutton will move the cursor to the top of the menu.
When the cursor is at the top of the menu, a press on the NAV AID pushbutton will move
the cursor to the bottom of the menu.
A circle is engraved on the DATA pushbutton. The circle indicates that the button selects
the item against the cursor.
All pages contain menu items; some pages also contain information. A menu item is
identified by either a left angle bracket < or a right angle bracket>, for example:
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS Overview
Cursor ------~._-
4 menu items
---+-
FCOM:V1-002
Nov 01/09
Overv iew
An example of a PFD display is shown in Figure 6.2. 1.
The heart of the PFD is the attitude director display. The attitude display consists of an
aircraft symbol, a pitch scale and a roll scale. The pitch scale has background shading:
blue for sky and brown for ground. The flight director (FD) is either single cue or split cue.
The si ngle cue FD symbol is a V-bar. The associated aircraft symbol is a wedge. The FD
command is satisfied by flying the top edge of the aircraft symbol to the bottom edge of the
FD symbol.
The split cue FD symbol consists of a vertical bar and a horizontal bar. The associated
aircraft symbol has a white edged square at its centre; an L-shaped white edged bar is on
each side of the square. The FD command is satisfied when the two FD bars pass through
the centre of the square.
On the left side of the attitude display is a speed display. The display includes a tape lAS
display, a numeric rolling drum lAS display, speed bugs and speed awareness cues.
When the Mach number is 0.4 or greater, a numeric display of Mach number is shown
immediately below the speed tape.
On the right side of the PFD is a vertical speed display. The display has vertical scale and
pointer; when the rate of climb or descent is 200 ft/min or more, a numeric display of
vertical speed in hundreds of ft/min is also displayed. TCAS RAs are displayed on the
EFIS vertical speed display.
If the EFIS is unable to present RAs, TCAS in yellow is written to the left of the vertical
speed display.
A numeric display of radio altitude is shown in the bottom part of the attitude indicator.
Radio altitude decision height is shown in the bottom right corner of the PFD.
A lateral deviation indicator is at the bottom of the display. It can display localiser
deviation, VOR course deviation or L NAV deviation from track.
A glideslope deviation indicator is between the attitude display and the vertical speed
displa.y.
Below the glideslope deviation indicator, there is an ILS source legend. The legend
indicates the source of the ILS raw data being displayed on the PFD.
Legends at the top of the PFD show the FGC status. On the left side, the autothrottle
status and thrust mode are displayed. On the right side, the FGC vertical and lateral mode
status is shown. Armed conditions are indicated by white annunciations; engaged
conditions are indicated by green annunciations. The AP and FD status is shown just to
the left of the vertical and lateral mode status.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS - PFD
Autothrottle
Thrust
status - - - , mode
AP/FD engage
status
Vertical
Lateral
Vertical
speed
display
Speed -1-dlsplay
Radio
altitude
decision
height
Radio
altitude
AttJtude dlr&ctor display:
,. Wedge shaped aircraft symbol.
, Pitch scele with sky (blue) and ground
(brown) background shading.
, Roll scale rrom 4s teft to 45" right.
lmclinomotor
, Single cue ntght director symbol
(slip ball)
Roll bar
Pitch bar
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS- PFD
Attitude Indicator
The EFIS obtains attitude from the IRSs: normally IRS 1 for SG 1 and IRS 2 for SG 2.
The attitude display is shown in Figure 6.2.2 and consists of:
A fixed roll scale with a moving roll pointer to indicate angle of bank.
A pitch scale with sky ground background shading: blue for sky and brown for
ground. The scale moves vertically and rotates.
There are two types of aircraft symbol: a wedge or square flanked by L-shaped bars.
The pitch attitude scale is read against the top of the wedge or against the centre of the
square.
Roll Scale
The roll scale is drawn in white above the sky ground shading. An inward facing triangle
indicates zero bank angle. There are two smaller inward facing triangles on the scale: one
indicates 30 of left bank and the other indicates 30 of right bank. There are radial lines
on the scale to indicate 10, 20 and 45 of left and right bank.
The roll pointer is an outward facing white triangle, just inside the sky ground shading. As
the bank angle changes, the roll pointer rides along the edge of the attitude display for the
full range of 180.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS - PFD
10 bank
Zero bank
Jo bank
45 bank
Sky
shading
Pitc-h
scale
Ground
shading -
+--
10 -
FCOM:V1-002
10 -
10
Both symbols show
7.5" nose-up.
10
~
-
Nov 01 / 09
NAVIGATION
EFIS - PFD
Pitch Scale
The pitch scale is a series of white graduation lines that are always parallel to the horizon.
The scale is shown in Figure 6.2.3. The scale has background sky ground shading.
A white line running the width of the attitude display represents zero pitch: the horizon line.
The other graduation lines are shorter but are of three different lengths: long, intermediate
and short. They represent major, intermediate and minor graduations: 10, 5 and 2.5
respectively.
The major graduations are at every 1oo of pitch attitude except 50 and 80. The
intermediate graduations are at the 5 points except 55 and 85. The minor
graduations are at the 2.5 o points between +30 o and -30 .
To provide orientation at extreme attitudes, red hollow chevrons are placed on the tape;
they point towards the horizon line. There are two chevrons at high nose up angles. One
has its tip at 48 and the other at 78. There are three chevrons at high nose down
angles. The tips are at -42, -53 and -72 .
At normal pitch attitudes, the boundary between the blue brown shading is at the horizon
line. At extreme pitch attitudes, the boundary moves away from the horizon line so that
both blue and brown background shading are visible. At extreme nose up angles, at least
0.25 inches of brown shading will be visible. At extreme nose down attitudes, at least 0.25
inches of blue shading will be visible.
The attitude display at 30 nose up is shown in Figure 6.2.4; zero bank and 90 of bank are
shown.
The attitude display at 30 nose down is shown in Figure 6.2.5; zero bank and 90 of bank
are shown.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS - PFD
Major graduation - - - -
Intermediate graduation
Minor graduation - - - Horizon line
.---_._.A
Nose-down orientation chevrons
. I
---11-----i~A
iV1 1900047
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS - PFD
Oll'ientation
chevron
- -+-
Bourndary no longer
at the horl:ton line.-+-
30 nose-up and
90" right ban k.
FCOM:V1-002
"1- -
Orientation
chevron
Nov 01 /09
NAVIGATION
EFIS - PFD
Pages
Orientation chevron.s
30 no3Q-Qown
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS - PFD
Invalid Attitude
If the attitude source becomes invalid, all dynamic attitude symbology is removed and a red
ATT legend is displayed between the aircraft symbol and the roll scale. The dynamic
symbology consists of the roll pointer, the pitch scale and the sky ground shading. A
typical PFD with invalid attitude is shown in Figure 6.2.6.
Fi gure 6.2.6 - EFIS Invalid Attitude
lv1-19.00050
FCOM:Vl -002
Nov 01 /09
NAVIGATION
EFIS - PFD
Windshear is detected.
Figure 6.2. 7 - Pitch Limit Indicator
PU
Margin to
stick shaker.
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS - PFD
Flight Director
Flight director information is displayed on the PFD output from SG 1 when the left FD
switch on the MCP is at ON. Flight director information is displayed on the PFD output
from SG 2 when the right FD switch on the MCP is at ON.
There are two options for the flight director display: single cue symbology and split cue
symbology. The option is not pilot selectable but has to be set by maintenance.
The single cue FD symbol is a magenta V-bar. The associated aircraft symbol is a wedge.
The FD command is satisfied by flying the top edge of the aircraft symbol to the bottom
edge of the FD symbol. The display priority puts the aircraft symbol in front of the FD V
bar.
The split cue FD symbol consists of a magenta vertical bar and a magenta horizontal bar.
The associated aircraft symbol is a white edged square flanked by two L-shaped bars. The
FD roll command is satisfied when the vertical bar passes through the centre of the square;
the FD pitch command is satisfied when the horizontal bar passes through the centre of the
square. The movement of the bars is limited so that they always intersect. The display
priority puts the bars in front of the aircraft symbol.
If the FGC outputs "no computed data" for the FD signal, the EFIS just removes the FD
symbology from the display; no failure indication is displayed. If the FD information
becomes invalid, the FD symbology is removed from the display and a yellow FD legend is
displayed in the top left of the attitude display - see Figure 6.2.8. The FD legend is
removed when the on side FD switch is selected to OFF.
FGC Mode Annunciators
The FGC mode annunciators are fully described in the Flight Guidance chapter.
Speed Display Features
A speed tape.
A yellow line symbol representing speeds above the flap/gear limit (V FGd for the
selected configuration.
A "barber's pole" representing speeds below the stick shaker speed (Vss).
A yellow line symbol representing a minimum speed calculated by the FGC (VMIN).
An FGC MCP selected speed (VsEL) bug and selected speed readout.
A digital display of Mach number below the lAS tape when the Mach number is
0.40 or greater.
The features are discussed in detail below and shown in Figure 6.2.8 to Figure 6.2.1 1.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS - PFD
Single cue FD
command satisfied.
FCOM:V1-002
Split cue FD
command satisfied.
Nov 01 / 09
NAVIGATION
EFIS- PFD
The speed tape displays speed from 30 to 450 kt and has scale marks every 1o kt. Every
second scale mark from 40 kt onward is marked with the corresponding airspeed value.
The scale moves against a green index mark.
Mach Number
Mach number is shown below the speed tape in green. Mach numbers below 0.40 are not
displayed.
Speed Trend
The speed trend bar originates from the tape index mark and extends either upwards or
downwards. The bar extends to the speed predicted in 10 seconds. The prediction is
based on the current acceleration or deceleration. Once the speed change in the next 1o
seconds is more than 2 kt, the speed trend indication is shown. Once the speed trend falls
below 1 kt in the next 10 seconds, the trend symbol is removed.
Maximum Operating Speed Indication
V MO is calculated by the ADC and indicated by a "barber's pole" symbol. The pole extends
from V Mo to the top of the tape.
Flap/Gear Limit Speed Indication
V FGL is indicated by a yellow line positioned outside the right edge of the airspeed tape.
The symbol extends from VFGL to VMO
Stick Shaker Indication
Vss is indicated by a "barber's pole" symbol. The pole extends from Vss to the bottom of
the tape. Vss is appropriate to the configuration and is corrected for bank angle and "g".
The Vss symbol is shown above 100 ft radio altitude after take-off; the Vss symbol is
removed on descent through 50 ft radio altitude on the approach. The Vss symbol is not
displayed when the FGS vertical mode is take-off windshear or go-around windshear.
Minimum Operating Speed Indication
V MIN is computed by the FGC and is indicated by a yellow line positioned outside the right
edge of the airspeed tape. The line extends from VMIN to Vss VMIN is correct for the
configuration but is not corrected for bank angle or "g". VMIN is either 1.15 Vs or 1.25 Vs
The value depends on the configuration and the phase of flig ht. The VMIN symbol is shown
above 100ft radio altitude after take-off; the symbol is removed on descent through 50 ft
radio altitude on the approach. The VMIN symbol is also removed if the FGS vertical mode
is take-off windshear or go-around windshear.
Airspeed Reference Bugs
There are three speed reference bugs: VcRoss. a white dagger symbol; VooT a lollipop
symbol; V 1 , a magenta 1. When the V 1 bug is displayed, the value of V1 is written at the
bottom of the tape. The VcRoss bug is used for V REF or VR The VooT bug is used for
V FTO The V 1 bug is used for V 1 The bugs are set via the TRP.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS - PFD
Selected Speed
The VsEL bug and readout are set by the speed/Mach select knob on the MCP. The bug is
a cyan solid triangle. The VsEL readout is in cyan at the top right of the tape. VsEL is set to
V2 for take-off. Vset is the speed that the FGS will control to when in a speed holding
mode.
Figure 6.2.9 - EFIS Speed Display Symbology
Vsn readout
Speed
tape
v,.0 'barbor's'
pole
Digital
speed
display
v,.,,. symbol
Vss 'barber's '
pole
number
V Fa&. symbol
VcRoss bug
V, bug
IV1 -1$1.00Q53
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS - PFD
Failure Cases
Some failure cases are shown in Figure 6.2.1 0.
If the airspeed source fails, the tape is removed, :a red SPD legend replaces the digital
speed indication and the Mach display is shown as three red dashes. If Mach data is
unavailable, the Mach display is shown as three white dashes.
If VSEL is unavailable, the VSEL bug is removed and the VSEL readout is shown as three
white dashes. If VSEL is inval id, the VSEL bug is removed and the VSEL readout is shown as
three yellow crosses.
Figure 6.2.10- EFIS Speed Indication Failures
Airspeed s ource
fa iled.
Mach data
unavailable.
VseL data
unavailable.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS - PFD
Speed trend
above VMo.
shaker speed.
FCOM:V1-002
i-v1-1 9-00055
Nov 01 / 09
NAVIGATION
EFIS - PFD
The three reference bugs are set on the TRP. The TRP is shown in Figure 6.2.12.
The outer knob of the N1/TEMP/VSPEED selector is selected to the required speed. The
inner knob is then rotated to set the speed. The set speed is shown on the
N1/TEMPNSPDS display.
When V 1 is first selected, the display shows dashes and the EFIS display of V 1 is blank.
The first click of the inner knob sets V 1 to 100 kt. The acceptable entry range is 80 to 160
kt.
When VcRoss is first selected, the display shows dashes. The first click of the inner knob
sets VcRoss to 120 kt. The acceptable entry range is 80 to 200 kt.
When V0 0 r is first selected, the display shows dashes. The fi rst click of the inner knob
sets VcRoss to 140 kt. The acceptable entry range is 100 to 320 kt.
VcRoss and V 1 are automatically removed from the display when the aircraft becomes
airborne. V1 cannot be set once airborne. VcRoss can be reset when airborne.
Thirty seconds after landing VcRoss and VFro are removed from the EFIS display and the
TRP display will show dashes if a reference speed is selected.
SettingVsEL
VSEL is set using the speed/mach setting knob control on the MCP. VSEL is indicated on
the MCP and on the speed tape. The MCP and the speed tape are shown in Figure
6.2.12.
VsEL defaults to 1oo kt on power up. It can be set between 80 kt and VMo
If a Mach number is set on the MCP, theVSEL speed on the EFIS speed display is the
corresponding CAS for the set Mach number and pressure altitude.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS - PFD
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS- PFD
The vertical speed display is shown in Figure 6.2.13 to Figure 6.2.1 5. The display consists
of a pointer and a digital display. The vertical speed is normally supplied by the IRS
selected to the SG driving the PFD. The IRS takes inputs from the ADCs. The vertical
speed sent to the EFIS from the IRSs is a function of ADC vertical speed and inertial
vertical speed. If the IRS vertical speed is unavailable, the SG will automatically switch to
the in use ADC.
The pointer scale is logarithmic. There are scale marks from -500 to 500 tvmin at intervals
of 1ooft. From 500 tvmin to 2 500 tvmin, there are scale marks every 500 tvmin. From
-500 ft/min to -2 500 ft/min, there are scale marks every 500 tvmin. The top inboard corner
of the grey background is equivalent to 3 000 ft/min rate of climb. The bottom inboard
corner of the grey background is equivalent to 3 000 tvmin rate of descent. The 1 000 and
2 000 tvmin rate of climb and descent scale marks are annotated with the value in
thousands of tvmin.
The digits indicate the rate of climb or descent in hundreds of feet per minute. They are
not displayed until the rate of climb or descent is 200 tvmin or more. The digits are green
when the vertical speed is in the range 6 000 min and the source is an IRS. The digits
are white when the vertical speed is in the range 6 000 min and the source is an ADC.
The digits are yellow when the rate of climb or descent is greater than 6 000 ft/min
regardless of the source of the vertical speed.
The pointer is always green. Between -3 000 tvmin and 3 000 tvmin, the pointer appears to
be pivoted at a fixed point on the zero scale mark extended centre line (like a conventional
instrument pointer). For rates of climb and descent between 3 000 and 6 000 tvmin, the
pointer angle continues to increase but the pivot point moves progressively towards the
scale. Thus, at rates of change greater than 3 000 tvmin, the pointer angle and length
increase at a greater rate for a given change in vertical speed.
The pointer remains fixed when the rate of climb is greater than 6 000 tvmin.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS - PFD
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS - PFD
If the vertical speed is not valid, the scale, pointer and digits are replaced by a red Vs
legend. If the vertical speed is unavailable, the scale, pointer and digits are replaced by
white dashes. These cases are shown in Figure 6.2.14.
Figure 6 .2.14 - Vertical Speed Display Failures
Vertical speed
Vertical speed
Vertical speed
from an ADC.
not valid.
unavailable.
i-v l -19-00058
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS - PFD
TCAS
corrective RA.
TCAS
preventive RA.
The digital readout is red if the vertical speed falls within the red TCAS RA vertical
speed band. The digital readout is not shown between -200 and 200ft/min.
i-vl -19-00084
FCOM:V1-002
Nov 01/09
NAVIGATION
EFIS- PFD
Two radio altimeters are fitted as standard: radio altimeter 1 and radio altimeter 2.
Normally SG 1 displays radio altimeter 1 data and SG 2 displays radio altimeter 2 data.
The display is shown in Figure 6.2.16.
Radio altitude is displayed at 2 500 ft and below at the bottom of the attitude display; the
readout is green with one exception: on descent through the set DH, the radio altitude
readout is displayed in yellow; at 10 ft, the display reverts to green.
The radio altitude changes in steps of:
Radio altimeter decision height for each SG is set from the DH knob on the associated
DP. The display of DH is in the bottom right corner of the PFD. The range of the display is
from zero to 500ft in 1 ft increments. The decision height display consists of a cyan DH
legend above a numeric readout. If the DH set control is rotated fully left, the decision
height display is removed.
When the aircraft is on the ground and from take off to 2 500ft radio altitude, decision
height is displayed permanently. Above 2 500ft radio altitude, the decision height display
is only present when a change in decision height is made and for three seconds after the
change has been made.
On descent through 2 500 ft radio altitude, decision height is again displayed; on passing
DH + 50ft, the decision height display flashes. At decision height, the legend and the
digital readout are replaced with a yellow DH legend. At 10ft, the DH display reverts to a
cyan DH and a cyan numeric readout of DH.
If a go around is made with the yellow DH legend illuminated, the decision height display
reverts to the normal display of decision height as the aircraft climbs through DH + 75 ft.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS - PFD
DH indication restored.
i-V1-19-CIOOS5
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS - PFD
At 2 500 ft and below, automatic reversion to the good radio altimeter takes place:
both SGs display the radio altitude from the serviceable radio altimeter. The DH set
Right PFD
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS - PFD
Right PFD
Red RA displayed.
Left PFO
Right PFO
FCOM:V1-002
i-111 191087
Nov 01 / 09
NAVIGATION
EFIS - PFD
If the glideslope signal becomes invalid, the glideslope deviation pointer and scale are
removed and are replaced by GS legend in red.
If an ILS is tuned but the station is out of range, the glideslope deviation indicator is
removed from the display.
If the FGS is in localiser back course mode, the pointer and scale are removed and
replaced with a BKCRS legend in white.
Figure 6.2.19- Glideslope Deviation Indicator
Below glideslope
(deviati on full scale or greater).
1% Dots low.
On glideslope.
Half of pointer
still visible.
Glideslope invalid.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS - PFD
VOR
Zero deviation.
Zero deviation.
w0
s right of radial.
o 0
LNAV
Zero deviation.
Distance dependent on
LNAVmode.
]0
o o
o 0\
Invalid indications.
i-v 1 1900089
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS - PFD
ILS Source
The SG 1 PFD glideslope and localiser displays are normally from the ILS 1 receiver; the
SG 2 PFD glideslope and localiser displays are normally from the ILS 2 receiver.
A PFD is set to display localiser and glideslope deviation whenever the associated VHF
NAV controller is set to an ILS frequency.
If one ILS fails or is tuned to a VOR frequency, the FGC can force an auto reversion so
that the PFD display from both SGs is from the serviceable ILS. The reversion takes place
once the FGC has captured both the localiser and the glideslope. Automatic reversion is
illustrated in Figure 6.2.21.
An ILS source legend is displayed beneath the glideslope deviation indicator: ILS 1 or ILS
2. The legend is in magenta if the ILS source is that normally associated with the SG and
automatic reversion has not taken place. If the FGC has forced an automatic reversion,
the legend is in yellow on the PFD display from both SG 1 and SG 2.
If an ILS station is tuned but out of range and automatic reversion has not been made, the
lateral and vertical deviation indicators are removed but the ILS source legend is still
presented on the display.
If an ILS frequency is selected on the associated VHF NAV controller and the ILS receiver
has failed and automatic reversion has not taken place, the deviation indicators are
replaced with the red fail warnings (GS and LOC) but the source legend is still presented
on the display.
The FGC automatic source reversion does not affect the ILS indications on the NDs and
compacted PFDs.
VOR Lateral Deviation
The conditions for VOR lateral deviation to be displayed on the PFD are:
A VOR frequency is tuned on the associated VHF NAV controller and the VORis in
range.
The conditions for LNAV lateral deviation to be displayed on the PFD are:
An ILS frequency has not been tuned on the associated VHF NAV controller.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS - PFD
Left PFD
ILS 1 serviceable.
Rlgf'll PFD
ILS 2 failed.
Right PFD
ILS 2 failed.
FCOM:V1-002
Nov 01/09
NAVIGATION
EFIS- PFD
Marker beacon over flight is indicated by a flashing marker symbol between the glideslope
display and the ILS source legend. There are three symbols: outer marker, middle marker
and inner marker. They are shown in Figure 6.2.22.
The outer marker symbol is a cyan 0 inside a cyan circle.
The middle marker symbol is yellow M inside a yellow circle.
The inner marker symbol is a white I inside a white circle.
One marker beacon symbols is displayed at a time. If more than one beacon is received ,
the priority for display, from highest to lowest, is:
Outer marker.
Middle marker.
Inner marker.
The middle marker flashes in pairs: a long flash followed by a short flash. The pair
is repeated twice per second.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS - PFD
FCOM:V1-002
o-V1 19-00092
Nov 01/09
NAVIGATION
EFIS- PFD
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS - PFD
SG source legend
ADC source legend
FCOM:V1-002
Nov 01 / 09
Overv iew
A typical rose format is shown in Figure 6.3.1 together with the associated ECP. The heart
of the rose format is a full 360 compass rose. The compass has a selected heading bug.
The bug represents the heading selected on the FGS MCP. The selected heading is also
presented numerically in the top left corner of the NO.
A simple aircraft symbol is at the centre of the compass rose. The symbol is constructed
with two horizontal lines and one vertical line; the symbol is fixed.
Two course indicators are available: primary and second. A CRS rotary switch on the
associated ECP selects the source for the primary course. A 2ND CRS pushbutton on the
associated ECP selects the source for the second course. Source annunciators for the two
courses are in the top right corner of the NO.
The distance associated with the primary course is shown in the top left comer of the NO,
just above the selected heading. A distance source annunciator is immediately above the
distance.
One bearing pointer is available. A rotary BRG selector on the associated ECP selects the
FCOM:Vt-002
Nov 01 /09
NAVIGATION
EAS ND Rose Format
Page 2
Optional track
pointer
Distance
Primary course
annunciator
Second course
annunciator
Bearing
pointer
Weather
radar
mode
and tilt
Bearing pointer
source
Primary
course
Format selector
Bearing
pointer
selector
--+-
Primary
course
selector
~~~---o~~~~~
LNAV
data
selector
Associated ECP
FCOM:V1-002
iV1-1900129
Nov 01/09
NAVIGATION
EFIS ND Rose Format
Heading
The optional track pointer is a green diamond. It rotates around the compass card and lies
against the aircraft track. The pointer is driven by the IRS supplying the heading
information to the NO.
If the data is not available or is invalid, the track pointer is removed.
The track pointer is called a drift indicator by some texts. However, the symbol points to
the aircraft track on the compass display. The angle between the symbol and the heading
lubber is the drift.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS ND Rose Format
n
:.-,.-:.,_.
3~~ 4f~o
;~ ~ ,-
1~-'"' .1(~
HDGSEL .
Numeric
Selected heading
shown regardless of
the FGS lateral mode
Heading
lubber mark
Fixed heading
marks
reference
Compass card:
J;> Graduated every 5
> Major graduations at the 10 points
J;> Minor graduations at the 5" points
> Major graduations annotated every 30 in tens of degrees
i-v1-19-00130
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS NO Rose Format
Heading Failures
Invalid heading source is illustrated in Figure 6.3.3.
If the heading source becomes invalid:
If the BRG selector is selected to VOR or WPT, the bearing pointer is removed.
The heading bug and the numeric display of selected heading are removed.
If just the selected heading becomes invalid, the heading bug is removed and the numeric
display of selected heading is replaced with XXX in yellow. This case is illustrated by
Figure 6.3.4.
If the heading select data is unavailable but not signalled as invalid, the heading bug is
removed and the numeric display of selected heading is replaced by three white dashes.
This case is illustrated by Figure 6.3.5.
Figure 6.3.3 - Invalid Heading Source
Primary and second course removed
Red HOG legend
!selected heading
removed
~and
Compass
card
heading bug
removed
Bearing pointer
!removed if VOR or
M/PT i s selected
i-v1-19-00131
FCOM:V1-002
Nov 01/09
NAVIGATION
EAS ND Rose Format
Three yellow
crosses
Heading bug
removed
iV11900132
Three white
dashes
Heading bug
removed
iV1 19-QQ133
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS ND Rose Format
Primary Course
The primary course indicator is shown in Figure 6.3.6. Localiser primary course and
distance indications are shown in Figure 6.3.7; VOR primary course and distance
indications are shown in Figure 6.3.8; LNAV primary course and distance indications are
shown in Figure 6.3.9.
The primary course indicator consists of a combined pointer and lateral deviation indicator.
The pointer points to the selected course. A white deviation scale is centred on the
pointer. The scale has four dots. The scale is always at right angles to the pointer. A
deviation beam bar, parallel to the pointer, moves across the scale.
The pointer and deviation bar colour depends on the selected source: magenta if the
source is an ILS, green if the source is a VOR and white if the source is an LNAV.
One dot of ILS deviation is the conventional localiser "one dot". One dot of VOR deviation
is 5 oft the selected radial. One dot of LNAV deviation is:
2.5 nm off the selected track if the L NAVis in the en route phase.
0.5 nm off the selected track if the L NAVis in the terminal phase.
0.15 nm off the selected track if the L NAVis in the approach phase.
The primary course is selected by the CRS switch on the associated ECP:
At V/L, the primary course is the VHF NAV tuned on the associated VHF NAV
controller: VHF NAV 1 controller for SG 1 and VHF NAV 2 controller for SG 2. The
selected frequency determines whether the source is an ILS localiser or a VOR.
At LNAV, the primary course is the source selected on the LNAV transfer switch.
With the switch at SPLIT, SG1 uses L NAV1 and SG2 uses L NAV2. A At LNAV1 ,
both SGs use L NAV 1. At LNAV2, both SGs use L NAV2.
The selected primary course source is annunciated at the top right of the display. A
localiser source is annunciated in magenta: LOC1 or LOC2. A VOR source is annunciated
in green: VOR1 or VOR2. An LNAV source is normally annunciated in white: LNAV1 or
LNAV2. However if the LNAV transfer switch has been used to select both SGs to the
same LNAV source, the LNAV source annunciator is yellow on the ND display from both
SGs.
When the primary course is a localiser or a VOR, the primary course pointer direction is the
value selected on the associated MCP course selector. When the primary course is LNAV,
the primary course pointer direction is the desired track to the active L NAV waypoint.
When a VOR is the primary course, an indication of to or from the VOR station is
displayed. The "to" indication is a white TO legend that precedes the green VOR source
legend. The "from" indication is a white FROM legend that precedes the green VOR
source legend.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS ND Rose Format
With primary course LOC or VOR, if the associated MCP course becomes invalid:
With primary course LNAV, if the LNAV desired track becomes invalid:
Local1ser
Course
- - Pointer head
lnd1cator
Scale
Beam bar
Local1ser
Dev1ation
lnvald or not
Available
iV119-00134
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS ND Rose Format
The distance associated with the primary course is shown in the top left corner of the ND,
just above the selected heading. A distance source annunciator is immediately above the
distance.
The distance is indicated in one tenth mile steps at ranges below 100 nm and in one mile
steps at ranges above 1oo nm.
If the primary course is a VOR or localiser, the distance is the DME distance associated
with the V/L source. The annunciation is DME1 or DME2.
If the source is a localiser:
The source legend and distance are displayed in magenta if the associated DME is
not in hold.
The source legend and distance are displayed in green if the associated DME is in
hold.
If the source is a VOR, the distance and its source are displayed in green.
If the source is an LNAV, the displayed distance is the distance to the active LNAV
waypoint. The annunciation is DIST. DIST and the numeric display of LNAV distance are
normally displayed in white. However, if the LNAV transfer switch has been used to select
both SGs to the same LNAV source, the DIST annunciator is yellow on the NO display
from both SGs; the numeric display of LNAV distance remains white.
If the distance becomes invalid:
The DME or DIST legend remains and does not change colour.
In the case of L NAV distance, the course deviation indicator is removed and the
primary course annunciator is written in red.
If there is no distance data available, the DME or DIST legend is unchanged but the
numeric display is replaced with dashes: magenta dashes for an ILS DME, green dashes
for a VOR DME and white dashes for LNAV distance to waypoint.
If the DME is in "hold":
The DME legend and the DME distance are green for both LOC and VOR primary
courses.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS ND Rose Format
I
I
-, ,-
ILS frequency
sel~ted
I-
:1 :1 :1
1
Selected
course
DME d lstance
DME source
Course
selector
DME in hold
locallser
doviatlon
Invalid DME
DME distance
not available
V/l selected
lv1 19-00t35
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS NO Rose Format
controller
:1 1: (
.,.1
1 ,-,
I 1..1
_I
VOR frequency
selected
..J
cI :..1 1n..1
__j
Selected
- - COU11$41
Course
selector
FROM
V0~1
'~ ~ !
-
.
r
DME distance
DME source
..
+- VOR falle.d
Beam bar and
scale will be
removed from
the NO
Primary
cours.
annunclat.or
DME in hold
Deviation
from the
selected
radial
Invalid DME
DME distance
not available
V/L selected
1-vl-19.0013&
FCOM:V1-002
Nov 01/09
NAVIGATION
EAS ND Rose Format
Distance to LNAV
active waypolnt
LNAV
source
legend
LNA V
desired
t rack
II
Primary
course
annunciator
Invalid DIST
distance
LNAV distance
not available
- +- LNAV selected
i-v1-19-00137
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS ND Rose Format
Second Course
The second course indicator is shown in Figure 6.3.1 0. The second course indicator
consists of a combined pointer and lateral deviation indicator. The pointer points to the
selected course. The lateral deviation indicator consists of a bar without a scale. The
second course is cyan regardless of the source.
It is easy to distinguish the second course indicator from the primary course indicator:
The second course beam bar and pointer colour is always cyan; the primary course
pointer and bar are never cyan.
The second course beam bar and most of the pointer are hollow whereas the
equivalent parts of the primary course indicator are solid.
The second course deviation indicator does not have a scale whereas the primary
course deviation indicator has a scale.
The 2N CRS pushbutton on the associated ECP selects the source for the second
course. The source annunciator for the second course is immediately below the primary
course source annunciator; the second course annunciator legend is cyan for all second
course sources.
When the secondary course is a localiser or a VOR, the second course pointer direction is
the value selected on the associated MCP course selector. When the second course is
LNAV, the second course pointer direction is the desired track to the active associated
LNAV active waypoint.
There is no distance display associated with the second course. There is no TO/FROM
indication for a VOR second course.
With second course LOC or VOR, if the associated MCP course becomes invalid:
With second course LNAV, if the LNAV desired track becomes invalid:
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS ND Rose Format
Dev1at1on
mvalld or not
avai lable
Beam bar
removed
Beam bar
The second course 1s cyan
regard l ess of the s ourc e
Pointer ta il
i-v1-19-00138
The menu always includes an off selection. The off select ion removes the second
course from the display.
The second course cannot be the same as the selected primary course.
LNAV is only available as a second course when the associated primary course is
selected to V/L.
The second course L NAV can only be the L NAV available as primary course to
the associated SG.
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS ND Rose Format
The second course menu with the primary CRS set to LNAV is shown in Figure 6.3.11.
With the primary CRS set to LNAV, the second course menu contains the following
selections:
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS ND Rose Format
OFF
\
LNAV
CRS
SG 1
SG2
. O\ F F
VIL
LNAV
VIL
OR
sequences through:
V/L 1
V/L 2
l~lill
ltllitl
OR
OR
11111 11111
2"'D course
r-emoved
1.2
1.2
SPLIT
LNAV ~.LNAV
OR
SPLIT
LNAV.~
LNAV
sequences through:
V/L 2
ltz.lill Pllitl
OR
OR
11111 11111
2ND course
removed
FCOM:V1-002
Nov 01/09
NAVIGATION
EFIS ND Rose Format
The second course menu with the primary CRS set to V/L is shown in Figure 6.3.12.
With the primary CRS set to V/L, the second course menu contains the following
selections:
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS ND Rose Format
~'OFF
LNAV
CRS
SG 1
SG2
.'.O,FF
VIL
LNAV
VIL
pressing
pressing
II
V/L2 LNAV 1
l'leliJ 18U4+*'
OR
LOC2
sequences through:
2ND course
.'.O' FF
sequences through:
V/L 1 LNAV 2
removed
l"l511 11UN11
OR
h.2
CRS
LNAV
~~~
SG 1
LNAV
2 ND course
removed
CRS
SPLIT
~-LNAV
SG 2
.'OFF
LNAVI
VIL
1!1
V/L2 LNAV 1
1''14'J 11msn
OR
"'*J
'
VIL
sequences through:
2ND course
V/L 1 LNAV 1
removed
I'N;U "~W*'
...,..
OR
1.2
course
removed
2ND
SPLIT
SG 1
LNAV_&
~~~
sequences through:
2ND course
V/L 2 LNAV 2
removed
pressing
l'leJ#J "~Wtl
OR
"'*J
FCOM:V1-002
SG2
LNAV
1!11
sequences through:
2ND course
V/L 1 LNAV 2
removed
pressing
he)ijl l!~fNtJ
...,..
OR
i-v1-19-00140
Nov 01 / 09
NAVIGATION
EFIS ND Rose Format
The second course menu with the primary CRS set to OFF is shown in Figure 6.3.1 3.
With the primary CRS set to OFF, the second course menu contains the following
selections:
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS ND Rose Format
'OFF
LNAV
VIL
CRS
~~~
pressing
V/L 1
OR
OR
LOC1
LOC2
course
removed
1.2
CRS
LNAV
pressing
2ND
'OFF
VIL
V/L 1
~~~
SG 1
sequences through:
V/L 2 LNAV 1
ND
course
removed
~~~sequences through:
V/L 1
VIL 2
OR
OR
LNAV 2
1!"'1!'*1
2 ND COUI'S&
removed
CRS
~-LNAV
OR
""'"'*J
"'OFF
, ' VIL
LNAV
SG2
V/L 2
LNAV 1
OR
I!"'"'*J
2ND cours&
removed
CRS
CRS
SG 1
VIL
SPLIT
LNAV
._OFF
LNAV
sequences through:
V/L 2 LNAV 1
SG2
SG 1
SG2
'OFF
, ' VIL
"'oFF
, ' WL
LNAV
LNAV
pressing
pressing
V/L 1
V/L 2 LNAV 2
f'41;fj "t4i1J
OR
OR
ND
course
removed
V/L 1
VIL 2
OR
OR
L NAV 2
2ND course
removed
i-v1-19-00141
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS NO Rose Format
Bearing Pointer
The ND can display just one bearing pointer at a time.
The BRG rotary switch on the ECP selects the bearing source to the associated SG. The
switch has four positions: OFF, VOR, ADF and WPT. At OFF the bearing pointer is not
displayed. The selector is shown in Figure 6.3.14.
Figure 6.3.14 - Bearing Selector
Pointer not
VOR bearing
ADF bearing
Bearing to L NAV
displayed
selected
selected
active waypolnt
selected
i-v1-19-00142
There are two pointer formats: number one and number 2. Both are green.
The number 1 pointer is associated with VOR 1, ADF 1 and L NAY 1. The number 2
pointer is associated with VOR 2, ADF 2 and L NAY 2.
The source for the bearing pointer is annunciated in green at the bottom left of the ND: a
green VOR, ADF or WPT legend preceded by a symbol denoting number 1 or number 2
bearing. The number 1 bearing pointer symbol is a green "stick" arrow; the number 2
bearing pointer symbol is a green hollow arrow.
The pointers and the associated source symbols are shown in Figure 6.3.15.
If a bearing pointer is selected but the source is unavailable, the source annunciation is
displayed but the pointer is not displayed.
If a bearing pointer is selected but the source has failed:
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS ND Rose Format
Bearing
not
available
Number 2 Bearing
Bearing
source
failed
Valid
bearing
received
Bearing
not
available
Bearing
source
failed
iV119-0014:3
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS ND Rose Format
Pointer Source
The bearing displayed by an SG depends on the number of ADFs fitted, the position of the
L NAV transfer switch and the position of the associated ECP BRG switch. The
possibilities are shown in Figure 6.3.16.
If the left switch is at VOR, SG 1 displays VOR 1 bearing using the number 1 pointer
format; SG 1 cannot display VOR 2 bearing. If the right switch is at VOR, SG 2 displays
VOR 2 bearing using the number 2 pointer format; SG 2 cannot display VOR 1 bearing.
Either one or two ADFs are fitted. With just one ADF fitted:
If the left ECP BRG switch is at ADF, SG 1 displays the ADF bearing using the
number 1 pointer format.
If the right ECP BRG switch is at ADF, SG 2 displays the ADF bearing using the
number 1 pointer format.
If the left BRG switch is at ADF, SG 1 displays ADF 1 bearing using the number 1
pointer format; SG 1 cannot display ADF 2 bearing.
If the right BRG switch is at ADF, SG 2 displays ADF 2 bearing using the number 2
pointer format; SG 2 cannot display ADF 1 bearing.
The WPT selection is the bearing to the associated L NAV active waypoint. The L NAV
used depends on the position of the L NAV transfer switch.
At SPLIT:
If the left BRG switch is at WPT, SG 1 displays L NAV 1 bearing using the number
1 pointer format.
If the right BRG switch is at WPT, SG 2 displays L NAV 2 bearing using the number
2 pointer format.
At LNAV1:
If the left BRG switch is at WPT, SG 1 displays L NAV 1 bearing using the number
1 pointer format.
If the right BRG switch is at WPT, SG 2 displays L NAV 1 bearing using the number
1 pointer format.
At LNAV2:
If the left BRG switch is at WPT, SG 1 displays L NAV 2 bearing using the number
2 pointer format.
If the right BRG switch is at WPT, SG 2 displays L NAV 2 bearing using the number
2 pointer format.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS ND Rose Format
SG2
BRG
BRG
WPT'. . . OFF
I
WPT'. . . OFF
-\
ADF
VOR
BRG
VOR
BRG
VOR
BRG
,'
WPT'. .\ . OFF
ADF
-\
ADF
WPT'. . . OFF
One ADF fitted
1.2
ADF
VOR
BRG
SPLIT
LNAV
WPT;.. . . OFF
I
ADF
~.LNAV
WPT;.. . . OFF
I
VOR
ADF
VOR
i-v11900144
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS ND Rose Format
A vertical deviation indicator is on the right side of the display. On all aircraft, the deviation
indicator can display ILS glideslope deviation. On some aircraft, the deviation indicator can
also give vertical flight path guidance for an FMS approach.
The glideslope indicator can only be displayed when the primary course is a localiser. The
indicator is identical to the PFD glideslope indicator.
The FMS approach VNAV deviation indicator can only be displayed when the primary
course is LNAV.
The VNAV vertical deviation indicator is shown in Figure 6.3.17.
The VNAV deviation scale is a vertical white line with three horizontal lines: one at its mid
point and one at each end. The VNAV deviation pointer is a hollow white diamond.
With the pointer on the centre line, the aircraft is on the VNAV approach path. With the
pointer on the top line, the aircraft is 200 ft below the VNAV approach path. With the
pointer on the bottom line, the aircraft is 200 ft above the VNAV approach path.
Half the pointer remains in view when the VNAV deviation is full scale of greater.
If the glideslope signal becomes invalid, the VNAV deviation pointer and scale are removed
and are replaced by a VNAV legend in red.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS ND Rose Format
Figure 6.3.17 - VNAV Deviation Indicator
On
200ft Low
100ft Low
Approach
Path
100ft High
Half of pointer
stili visible
iV1 -1 900145
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS ND Rose Format
Data from the associated L NAV can be presented in the bottom right corner of the NO.
The OAT A pushbutton on the associated ECP selects the required data.
The data fields and the selection logic are shown in Figure 6.3.18.
Each item of selected data has a title. The title and the data are white. Successive
presses of the button move through a no data position and up to four data items.
The contents of the menu depends on the selected primary course.
With the CRS switch at OFF or V/ L, the menu is:
Wind vector. A title WND, a direction arrow and a wind speed readout to the
nearest knot. The direction arrow is relative to the current aircraft heading.
Distance to the active waypoint. A title DIST and a distance display. The distance
is to the nearest one tenth nm below 100 nm and to the nearest one nm above
100 nm.
ETA at the active waypoint. A title ETA above a display of time, in hours and
minutes, in the 24 hour format.
The menu is the same except that distance to the active waypoint is removed.
Distance to the active waypoint is displayed in the top left of the NO regardless of
the LNAV data display selection.
If the selected data becomes invalid, the data is removed from the display but the title
remains displayed.
If the selected data is not available, the data is removed and replaced by dashes; the title
remains displayed.
At wind speeds below 3 kt, the wind speed is displayed as zero and the direction arrow is
removed; the WND title remains displayed. Wind speed and direction are not displayed
again until the wind speed rises above 6 kt.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS ND Rose Format
LNAVdataoff
Groundspeed
Ill
Example of
invalid data
LNAV
<lata
selector
iV1 1900146
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS ND Rose Format
L NAV Annunciators
There are four L NAV annunciations: two yellow and two white. They are shown in Figure
6.3.19.
The yellow annunciators are displayed to the right of the primary course distance. The
white annunciators are displayed to the left of the primary course annunciation.
The yellow annunciations are MSG and DR. They are displayed in the same place; MSG
takes priority over DR.
MSG indicates that a message is displayed on the L NAV CDU; the annunciator flashes for
the first five seconds.
DR indicates that the LNAV is in the dead reckoning mode.
The white annunciations are WPT and XTK.
WPT indicates close proximity to the L NAV active waypoint. WPT is annunciated two
minutes prior to reaching the active waypoint; the annunciator flashes for the first five
seconds.
XTX indicates that an offset cross track value has been set for the active L NAV flight leg.
The WPT, XTK and DR annunciators are only displayed when LNAV is selected as the
primary course. The MSG annunciator is displayed regardless of the primary course
selection.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS ND Rose Format
A message is displayed
on the L NAV CDU
Close proximity to
the active waypoint
iv1-1 9-00147
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS ND Rose Format
Weather radar returns are only displayed on the ND arc and map formats. However,
weather radar annunciations are displayed on all ND formats provided the weather radar is
not off and the associated WX dimmer on the DP is in the on range.
Weather radar annunciations are displayed at the left edge of the ND a little bit below the
centre of the display. The annunciations are displayed on up to three lines. The position
of the annunciations on the ND display is shown in Figure 6.3.20.
The weather radar annunciations and weather display are described in the EFIS Arc ND
Chapter.
Maintenance Check Annunciation
The EFIS has to be set for the options fitted to the aircraft and the options selected for the
EFIS itself. These selections are known as the EFIS configuration. The EFIS configuration
is defined in two ways: the software configuration and the hardware configuration.
The software configuration is set using the EFIS maintenance functions. The hardware
configuration is defined by the aircraft wiring to the SGs.
A yellow MAINT CHECK legend is shown on the ND and CPFD if:
OR
The software configuration does not agree with the hardware configuration.
The MAINT CHECK legend can only be shown on the ground with the parking brake set.
The position of the MAINT CHECK legend is shown in Figure 6.3.20.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS ND Rose Format
Maintenance
c heck legend
iV11900148
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS ND Rose Format
If the HOG switch is at TRUE, a white TRUE legend is displayed to the left of the heading
lubber line. A heading reference legend is not displayed if the switch is at MAG.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS ND Rose Format
SG Source Legend
FCOM:V1-002
Nov 01 / 09
Overview
A typical arc format is shown in Figure 6.4.1 together with the associated ECP. The heart
of the arc format is the compass arc of about 11 oo. MCP selected heading is indicated in
the same way as in the rose format: bug and numeric display. However, there is one extra
feature; the bug has a tail that extends through the centre of the compass card. The tail
gives an analogue representation of the position of the bug when the bug is outside the
displayed range of the compass card.
A simple aircraft symbol is at the centre of the compass card. The symbol is fixed and is
the same as that of the rose mode.
Just as in the rose mode, two course indicators and one bearing pointer are available.
Selection and annunciation are the same as for the rose format.
The following are shown in the same way as for the rose format:
Weather radar returns can be displayed in the arc format. The maximum range of the
weather display is selected by a rotary RANGE selector on the associated ECP. The
maximum range of the display is the outer edge of the compass arc. Half range is
indicated by a white semi circle; half range is numerically displayed beneath the left end of
the semi circle.
Weather radar and the half range indications are only displayed when t he ND weather
radar display is selected on with the dimming control on the associated DP.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS NO Arc Format
Figure 6.4.1 -Typical Arc Format
Numeric
display
+-
MCP selected
heading
-+ Bug
Distance source
annunciator
Optional track
pointer
Distance
Primary course
annunciator
Second course
annunciator
Bearing
pointer
radar
mode
and tilt
course
Half-range
indication
Range selector
Primary
course
Format selector
Second
course
selector
Bearing
p ointer
selector
-+-
Primary
course
selector
LNAV
data
selector
Associated ECP
FCOM:V1-002
iv1-1900152
Nov 01 / 09
NAVIGATION
EFIS NO Arc For mat
Heading
The arc format heading display is shown in Figure 6.4.2 with the heading bug off the
display. However the numeric readout of heading bug position is retained and the tail of
the bug can still be seen.
The rose format has fixed heading marks but the arc format does not. The arc compass
lubber mark is the same as the rose lubber mark: a white hollow triangle.
Invalid heading source is illustrated in Figure 6.4.3. If the heading source becomes invalid:
The heading bug and the numeric display of selected heading are removed.
Invalid heading select is indicated in the same way as for the rose format; the heading bug
is removed and the numeric display of selected heading is replaced with XXX in yellow.
Unavailable selected heading is indicated in the same way as for the rose format; the
heading bug is removed and the numeric display of selected heading is replaced by three
white dashes.
Figure 6.4.2 - Arc Format Heading
Selec ted heading
Heading lubber
i-vH9-00153
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS NO Arc Format
Selected heading
removed - - --1:
Compass card
and heading bug
removed
Bearing pointer
removed if VOR or
WPT is selected
i-v1-1 9-00154
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS NO Arc Format
Number 2
Bearing point ers
Rose
Arc
Arc
i-v1-19-001 55
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS NO Arc Format
Primary VOR
Primary ILS
Primary LNAV
FCOM:V1-002
Second
i-v 1-19-00156
Nov 01 / 09
NAVIGATION
EFIS NO Arc Format
Weather radar returns are only displayed on the NO arc and map formats. However,
weather radar annunciations are displayed on all NO formats provided the weather radar is
not off and the associated WX dimmer on the OP is in the on range.
The relationship of the weather radar to the EFIS is shown in Figure 6.4.6.
There are three video outputs from the weather radar receiver/transmitter (RIT): one for the
weather radar indicator, one for SG 1 and one for SG 2. This allows the range of each
indicator to be different.
The range for the weather radar indicator (on the centre console) is set by its range control.
The range for the SG 1 weather radar display is set by the RANGE control on the left
ECP. The range for the SG 2 weather radar display is set by the RANGE control on the
right ECP. Selected range is sent from the ECP to the SG and then on to the R/T.
The WX control on each DP is an on/off switch and a dimmer.
When the left OP WX control is at OFF, the radar display from SG 1 is tuned off. When the
left WX control is not at OFF, the radar display from SG 1 is turned on and the position of
the left WX control determines the brightness of the weather radar display on the left NO.
When the right OP WX control is at OFF, the radar display from SG 2 is tuned off. When
the right WX control is not at OFF, the radar display from SG 2 is turned on and the
position of the right WX control determines the brightness of the weather radar display on
the right NO.
With the EFIS transfer switch at NORM, every thing works naturally:
The left NO radar display switching and brightness are controlled by the left WX
control, and the left NO weather range is controlled by the left ECP RANGE switch.
The right NO radar display switching and brightness are controlled by the right WX
control, and the right NO weather range is controlled by the right ECP RANGE
switch.
With the EFIS transfer switch at BOTH 1 or BOTH 2, the left NO radar brightness is still
controlled by the left WX control and the right NO radar brightness is still controlled by the
right WX control.
With the EFIS transfer switch at BOTH 1:
The radar display on both NOs is switched on and off by the left WX control.
The left ECP RANGE switch selects the weather range on both NOS.
The radar display on both NOs is switched on and off by the right WX control.
The right ECP RANGE switch selects the weather range on both NOS.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS NO Arc Format
Figure 6-4.6 - Weather Radar
A
n
t
Video signal
for weather
radar indicator
Weather radar
receiver/transmitter
e
n
n
a
Range
selection
Right ECP
range control
RANGE
320- e
160;
RANGE
... 1o
"20
Range
selection
SG1
Range
seltX:tion
' '40
80
320- e - 1 0
160;
80
~ "20
40
Left ECP
range control
NO radar
display
ON/OFF
NO radar
display
ON/OFF
Weather display
brightness
Left OP
Weather au;;p~Y
brightness
Right OP
i-v1-19-00157
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS NO Arc Format
The weather radar modes in cyan. All PRIMUS 708A modes are annunciated. The
only ROR 4A mode that is annunciated is TEST mode.
The tilt angle in cyan. The PRIMUS 708A tilt angle is displayed whenever a mode
is selected on the weather radar indicator. The ROR 4A tilt angle is not
permanently displayed; it is displayed when the tilt control is moved and for three
seconds after the tilt control has stopped moving.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS NO Arc Format
Weather return
DH(.)
TEST
1Fru
ND+WX
o&
{COMPACT _1 WX OFF
FORMAT
PLAN'. . .
MAPf
"ARC
i-v1-19-001 58
FCOM:V1-002
Nov 01 / 09
Overview
A typical map format is shown in Figure 6.5.1 together with the associated ECP.
The following are shown in the same way as for the arc format:
Compass display.
Heading bug.
Distance associated with the primary course.
Bearing pointers.
Optional track pointer.
Weather display.
FCOM:V1 002
Nov 01 /09
NAVIGATION
EFIS NO Map Format
Distaooo
MCP solected
heading
Bug
Oluance source
annunciator
Optional track
pointer
Primary course
annunciator Second course
annunciator
Map
track
line
Weather
SQcond
course
radar
mode
and tilt
source ---~
NAV-AJO
Half.range
A ctive Waypoint
Indication
w.aypolnt
Range selector
Format selector
Second
course
selector
Bearing
pointer
sa lector
Prtmary
course
selector
LNAV
navtgatlon ~!-...;.---+1
aid seledor
LNAV
data
selector
Associated ECP
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS ND Map Format
White map track line. This symbology is always used when the primary course is
LNAV. The white lines are the active flight plan from the LNAV. The waypoints
from the active flight plan are also displayed as four pointed stars. The waypoint
symbols are white except for the active waypoint; the active waypoint is magenta.
A course pointer and deviation indicator identical to the arc course pointer. This
symbology is not used when the primary course is LNAV. It is always used when
the primary course is ILS. It is used when VOR is the primary course and the
associated DME is not available or cannot be used. When an ILS is used, the
colour is magenta. When a VOR is used the colour is green.
The track line and distance bearing symbology are shown in Figure 6.5.2.
The distance bearing symbology is used when:
AND
AND
The arc format course pointer and deviation indicator are used for VOR primary course
when the selected primary course is VOR and:
OR
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS NO Map Format
Distance/bearing
Symbology
:- - FROM
bearing
: -- - TO
bearing
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS ND Map Format
Second Course
When the second course is LNAV, the map symbology is identical to the primary course
LNAV symbology except that the track line is cyan and all the waypoint symbols are cyan,
including the active waypoint.
When the second course is VOR, the symbology can be the distance/bearing format or a
second course indicator identical to that used in the arc format. The logic for determining
which symbology is used is the same as that for the primary course.
The second course distance/bearing symbology is the same as that for the primary course
except that the second course symbology is all cyan.
If a DME is not available, a whiteD precedes the second course source annunciator. If the
associated DME is in hold, a white H precedes the second course source annunciator.
When the second course is localiser, the second course symbology is identical to that used
in the arc format.
L NAV Map Select Buttons
There are three L NAV map select buttons on each ECP: N AID, ARPT and GRP. They
allow points from the L NAV database to be added to the map display. Each symbol has
an identifier written to the right of the symbol. The identifier is the same colour as the
symbol.
The N AID button toggles navigations aids on and off the display. The ten closest aids are
selected for display. There are three types of navigation aid: VOR, VORTAC and
DME/TACAN. The symbology is shown in Figure 6.5.3. All the symbols are cyan.
The ARPT button toggles airports on and off the display. The ten closest airports with
runways longer than 5 000 ft are selected for display. The airport symbol is a white hollow
circle.
The GRP button toggles ground reference points on and off the display. Ground reference
points are navigation reference points that are not in the flight plan. They are displayed as
cyan hollow triangles.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS NO Map Format
DMEITACAN
VOR
Navigation aids
VORTAC
Airport
FCOM:V1-002
Nov 01 / 09
Overv iew
A typical plan format is shown in Figure 6.6.1 together with the associated ECP. The plan
format provides a map of the L NAV active flight plan. The centre of the map is one of the
waypoints on the active flight plan : the reference waypoint. The reference waypoint is
selected through the GNS CDU or the FMS MCDU. The map is orientated to true north:
north up orientation. An arrow with an N above it provides a reminder that t he map is north
up orientated.
The aircraft position is represented by a plan view of a 146 RJ. The centre of the display is
fixed t o the reference way point, so the aircraft symbol moves as the aircraft changes
position. The aircraft symbol points in the direction of the aircraft's heading .
The plan format has an arc compass display like that of the arc and map formats. Selected
heading information is displayed like that of the rose format, except that there is no tail to
the heading bug.
The maximum range of the map display is controlled by the range selector on the
associated ECP. The maximum range of the display is the outer edge of the compass arc.
Half range is indicated by a cyan circle; half range is numerically displayed on the left edge
of the circle.
The aircraft symbol points in the direction of the aircraft heading relative to the north arrow,
not to the compass display . The symbol only points straight up the display when the
heading is true north. In Figure 6.6.1, the aircraft heading is 315 o.
The following are shown in the same way as in the NO map format:
ECP primary course selection.
Distance associated with the primary course selection.
Optional track pointer.
The LNAV flight plan is only displayed when the ECP primary CAS selector is at LNAV.
The NO annunciation of the selection is the same as in the other NO formats.
The plan format does not include:
A bearing pointer or the ECP BAG selection.
VOA or ILS primary course display.
FCOM:V1 -002
Nov 01 /09
NAVIGATION
EFIS NO Plan Format
Page 2
Optional track
pointer
Primary course
annunciator
Distance
Weather
radar
mode
and tilt
Half-range
Indication
Waypoint
waypoint
Range selector
North
orientation
reminder
Format selector
Primary
course
selector
LNAV
data
se.lector
Associated ECP
FCOM:V1-002
i-v1-19-00162
Nov 01 / 09
NAVIGATION
EFIS ND Plan Format
Heading Failures
The heading bug and the numeric display of selected heading are removed~
Map Orientation
It is easy to be confused by the compass indication when looking at the map display.
Straight up the map display is always true north even though the aircraft's actual heading is
displayed on the compass card at the top of the display.
The centre of the display is always the reference L NAV waypoint. The map symbology is
stationary with respect to the display until the reference waypoint changes.
The aircraft symbol moves across the display. The aircraft symbol will only be shown if its
position is within the selected display range.
The longitudinal axis of the aircraft symbol is aligned with the aircraft's heading relative to
the map display not to the compass display. The aircraft symbol rotates as the aircraft
turns.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS NO Plan Format
FCOM:V1-002
Nov 01 /09
Overview
A typical compact display format is shown in Figure 6.7.1.
The display is a combination of the PFD and the ND.
PFD Elements
All PFD elements on the CPFD are to the same scale as those on the PFD. They all have
the same range with one exception: the attitude indicator pitch range is reduced to allow
some ND elements to be displayed below the attitude indicator.
The reduced attitude range leaves no room for the r adio altitude display within the attitude
indicator. The radio altitude display is positioned just below the right corner of the attitude
display. In all other respects, the radio altitude display is the same as that of the PFD.
There is no ILS source legend, because there is no automatic reversion of the ILS display
on the CPFD. There is no lateral deviation display. However, lateral deviation is available
on a display of the selected primary course.
The following PFD elements are identical to the PFD:
The flight director: just as on the PFD, the FD can be either single or split cue.
The speed display.
Marker beacon.
NO El ements
The compass shows just over 180" of the compass rose. MCP selected heading is shown
by a cyan bug and a cyan numerical indication.
There is only one course indicator: the primary course. It can display localiser, VOR and
LNAV in the same way as the ND rose format. The course indicator is just a smaller
version of the rose format course indicator.
The selected primary course annunciator is to the left of the decision height display. There
is no display of distance associated wit h the primary course.
There is no LNAV selected data (the DATA button function).
There is no map display.
There is no radar display.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS Compact Display
Figure 6-1-1 -Typical Compact Display
Autothrottle
status
Thrust
mode
APIFD .e ngage
AP/FD mode status
st!atus - - - .
Vertical
Lateral
Speed
display
Vertical
sp89d
display
Radio
altitude
decision
height
Numeric
display
MCP selected
heading
Primary
course
Bug
o
o
o
o
FCOM:V1-002
Roll bar
symbol
Nov 01 / 09
NAVIGATION
EFIS Compact Display
If the HDG switch is at TRUE, a white TRU legend is displayed to the left of the heading
lubber line. A heading reference legend is not displayed if the switch is at MAG.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS Compact Display
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS Compact Display
The EFIS has to be set for the options fitted to the aircraft and the options selected for the
EFIS itself. These selections are known as the EFIS configuration. The EFIS configuration
is defined in two ways: the software configuration and the hardware configuration.
The software configuration is set using the EFIS maintenance functions . The hardware
configuration is defined by the aircraft wiring to the SGs.
A yellow MAINT CHECK legend is shown on the NO and CPFD if:
OR
The software configuration does not agree with the hardware configuration.
The MAINT CHECK legend can only be shown on the ground with the parking brake set.
The position of the MAINT CHECK legend is shown in Figure 6.7.3.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS Compact Display
FCOM:V1-002
Nov 01 / 09
General
The monitoring consists of a display comparator function and an excessive ILS deviation
function. The excessive deviation function warns of excessive localiser deviation on a
category 2 or a category 3 approach. A TEST button is on each dimming panel.
Comparator
Radio altitude. The legend is RA and is displayed on the PFD and CPFD.
Localiser deviation. The legend is LOC and is displayed on the PFD, CPFD and
NO.
Glideslope deviation. The legend is GS and is displayed on the PFD, CPFD and
NO.
If the crosstalk bus fails or the EFIS transfer switch is at BOTH 1 or BOTH 2, the
comparator:
The left and right displays are being driven by the same SG when the EFIS transfer switch
is not at NORM. The CMPRTR legend is displayed when the EFIS transfer switch is not at
NORM as a reminder that the left and right displays are no longer being compared.
If one SG fails, the crosstalk bus fails, so the serviceable SG:
Illuminates its CMPRTR MSTR annunciator.
Displays its yellow CMPRTR legend.
FCOM:V1 -002
Nov 01 /09
NAVIGATION
EFIS Monitoring and Test
Figure 6.8.1 - EFIS Comparators
ATT Left
GS
PFO
RA
SPD
LOC
C MPRTR
\.~
1--
Copy at BOTH 1
~,:_p ~r
Copy at BOTH 1
14 - Copy at BOTH 2
LOU
1 - Copy at BOTH 2 - -1
1--
d isplays at
NORM and
BOTH 1
-t
There is an appropriate
yellow legend in SG 1 d isplay
if SG 1 comparator detects
a significant difrerence.
SG 1
SG
ATT Right GS
PFD
RA
SPD
LOC
~r \.~ ~.::::R
-t
- -t
There is an appropriate
yellow legend In SG 2 d isplay
R ou
If SG 2 comparator detects
displays at
a significant difference.
NORM and
BOTH 2
SG 2 comparator
' function monitors these
SG2
SG, 1 parameters
1
...,.._ _ Attitude, heading, lAS, radio altitude,
local1ser deviation, glideslope de\llahon.
Comparator
function
Crosstalk bus
SG2
Comparator
function
SG 1 oomparjttor
_j
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS Monitoring and Test
Attitude Comparator
If the SG 1 and SG 2 displayed values of heading disagree by more than the heading
miscompare threshold, the HOG comparator warning is given. The threshold is 6 at zero
angle of bank, but increases by 0.3 times the bank angle. For example, the threshold is 9
at 1ooof bank.
The HOG comparator warning is given on all NO formats and on the CPFD.
Airspeed Comparator
If the SG 1 and SG 2 displayed values of airspeed disagree by more than the airspeed
miscompare threshold, the SPO comparator warning is given.
The airspeed miscompare threshold is:
Eight kt if the average of the SG 1 and SG 2 speeds is less than 1oo kt.
Five kt if the average of the SG 1 and SG 2 speeds is between 100 kt and 200 kt
inclusive.
Three kt if the average of the SG 1 and SG 2 speeds is greater than 200 kt.
The SPD comparator warning is inhibited if the associated SG airspeed is below 80 kt.
The SPD comparator warning is given on both the PFD and the CPFD.
Radio Altitude Comparator
If the SG 1 and SG 2 displayed values of radio altitude disagree by more than the radio
altitude miscompare threshold, the RA comparator warning is given.
The radio altitude miscompare threshold is:
If the average of the SG 1 and SG 2 radio altitudes less than 100 ft, 10 ft.
If the average of the SG 1 and SG 2 radio altitudes is 100 ft or above but less than
500 ft, one tenth of the average radio altitude.
If the average of the SG 1 and SG 2 radio altitudes is 500ft or above, 10ft plus one
tenth of the average radio altitude.
TheRA comparator warning is inhibited if the associated SG radio altitude is below 50ft or
above 2 500 ft.
TheRA comparator warning is given on both the PFD and the CPFO.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS Monitoring and Test
The localiser and glideslope comparators are only active during category 2 and category 3
approaches. The comparators become active when CAT 2 status is achieved.
If the SG 1 and SG 2 displayed values of localiser deviation disagree by more than the
localiser miscompare threshold, the LOC comparator warning is given.
The localiser miscompare threshold is 0.4 dots plus 0.25 times the average of the SG 1
and SG 2 localiser deviations.
If the SG 1 and SG 2 displayed values of glideslope deviation disagree by more than the
glideslope miscompare threshold, the GS comparator warning is given.
The glideslope miscompare threshold is 0.53 dots plus 0.25 times the average of the SG 1
and SG 2 glideslope deviations.
The GS and LOC comparator warnings are displayed on the PFD, CPFD and NO. A LOC
comparator warning will only be given on the ND if both NDs have been set to display
localiser deviation and the miscompare threshold is exceeded.
A GS comparator warning will only be given on the NO if both NOs have been set to
display glideslope deviation and the miscompare threshold is exceeded.
The GS comparator warning is inhibited below 75 ft radio altitude.
General Comparator Inhibition
AND
AND
The associated radio altitude is not valid or both radio altitudes are valid and the
average of the SG 1 and SG 2 radio altitudes is less than 50 ft.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EAS Monitoring and Test
Glideslope
comparator
warning
Radio altimeter
comparator
warning
Airspeed
comparator
warning
Locallser
comparator
warning
Comparator
failure
warning
i-v1-19-00167
FCOM:V1 -002
Nov 01 /09
NAVIGATION
EFIS Monitoring and Test
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EAS Monitoring and Test
Glldeslope
comparator
warning
Radio altimeter
comparator
warning
Airspeed
comparator
warning
Locallser
comparator
warning
Comparator
failure
warning
i-v1-1 9-00169
FCOM:V1 -002
Nov 01 /09
NAVIGATION
EFIS Monitoring and Test
pointer changing colour to yellow and flashing. Excessive localiser deviation is indicated
on the CPFD and ND deviation indicators by the beam bar changing colour to yellow and
flashing.
The localiser excessive deviation threshold is 0.26 dots left or right. Excessive glideslope
deviation is indicated on the PFD, CPFD and ND glideslope deviation indicator. The
excessive glideslope deviation indication is given by the pointer changing colour to yellow
and flashing.
The glideslope excessive deviation warning threshold is 0.86 dots high or low.
[]
i-1 1 ~001 70
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EFIS Monitoring and Test
EFIS Test
The EFIS can be comprehensively tested through the maintenance mode by maintenance
personnel. A pilot test is made in the Flight Deck Safety Checks. The pilot test is made by
pressing and holding the TEST buttons on the DPs.
Pressing and holding the left TEST button, tests SG 1 and radio altimeter 1. Pressing and
holding the right button, tests SG 2 and radio altimeter 2. Typical PFD and ND test
displays are shown in Figure 6.8.6.
On the PFD:
The pitch attitude tape and the roll pointer are replaced by a red ATT legend.
The lAS display is replaced by a red SPD flag. The Mach display is replaced by an
M and three dashes in red. The selected speed is replaced by three yellow
crosses.
The vertical speed display is replaced by a red VS legend and a yellow TCAS
legend.
If the FD is selected ON, the FD bars are removed and a yellow FD symbol is
displayed.
The FGC annunciations are removed. Dashes are displayed in place of the NT
engagement and AP/FD status annunciations.
On the ND:
The heading bug is removed and selected heading is replaced by three yellow
crosses.
If a bearing pointer is selected, the bearing source legend is written in red. WPT
and ADF bearing pointers are removed; a VOR bearing pointer is not removed.
LNAV data selected by the ECP DATA button is removed apart from the distance to
the active way point. The identifiers for the DATA remain displayed.
If the vertical deviation scale is displaying VNAV information the vert.ical deviation
scale is replaced with VNAV in red.
On the compact display, the indications are the same as on the PFD but with some
additions:
The heading bug is removed and selected heading is replaced by three yellow
crosses.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EFIS Monitoring and Test
:>
:>
Red VS displayed
l>
:>
mv~lld: -c
FCOM:V1-002
Nov 01 / 09
Equipment
Two mode S transponders are fitted: transponder 1 and transponder 2. One TCAS
computer is fitted. The transponders and the TCAS computer are in the avionics bay.
The TCAS computer communicates with other aircraft TCAS equipment using the
transponder's mode S.
A combined TCAS and transponder control panel is on the centre console. There are three
standards of control panel.
On most aircraft, the transponders are enhanced mode S transponders. The enhanced
mode S transponders have additional facilities:
In addition to an ATC code, a flight identification (FID) code can be entered.
The transponders send additional data to the ground. These items in the data are
known as downlink aircraft parameters (DAP).
If Collins FMSs are fitted, the FID code is entered via the MCDU. If GNS-Xs or GNS-XLSs
are fitted, the FID code is entered through the transponder and TCAS control panel.
The flight deck elements are shown in Figure 7.1.1.
The control panel is used to:
The TCAS computer provides resolution advisories (RAs) which require manoeuvres in the
vertical plane. The required manoeuvre is indicated on the EFIS VSis
FCOM:V1 -002
Nov 01 /09
NAVIGATION
Transponder and TCAS Overview
Right TCAS
Tra ffic Display
LQft TCAS
Traffic Display
Right
EFIS VSI
:)ulill
r:::..., w '-'
Jl'<ft
)
A
' ie1
.ott N'IO
ATC
,:~
(F
'll! l
....
'
[ ) a.\'
-:::: :::
l'C.C't4l
c
A
J
~1- (_
,Sl!'r
.1m'
CL R
<]
111fT
No&.
,~
....,
'
R.o.'ali:J,S
1 v1 19-0~23
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Transponder and TCAS Overview
Architecture
Each
The transponders communicate with the TCAS via digital buses. The transponders
communicate with the control panel. The TCAS settings on the panel are passed to the
TCAS computer via the transponders.
The TCAS computer takes information digitally from both radio altimeters and IRS 1.
Discrete inputs are given to the TCAS computer from the flap system, the gear indication
system and the squat switch system.
The TCAS computer supplies the two TCAS traffic displays and the two EFIS SGs via
digital buses. The TCAS computer gives voice messages via the aircraft's audible warning
system.
If enhanced mode S transponders are fitted, the transponders also receive data from other
aircraft systems.
FCOM:V1-002
Nov 01 /09
NAVIGATIO N
Transponder and TCAS Overview
Squat
Switch 1
Squat
Switch 2
Top
Antenna
ADC 1
A DC2
Transponder 1
Transponder 2
Control Panel
Bottom
Anten na
Bottom
A ntenna
Top
Antenna
RAIO ALT 1
Bottom
Ant enna
RADALT2
Flap Position
Squat
Switch 1
Gear position
EFIS SG 1
EFISSG2
Audible Warning
System
i-v1 -19-00424
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Transponder and TCAS Overview
!~~..~,
,.._
0
"...,
cr::
c
.2
c
.2
~
0
"cc
Ill
Ill
- o
C:o
Cl ~
...
o
C:o
-.g
.. -,......"'
-.. , ....
0
c:
c:
c
Ql
c
<
c:
c:
!I)
c:
0
0.
fD
IL
II)
Ill
.. -...
c::
c
c
o_
c
c
.. . .
..-...,
N ...,
"' .-
,,
,c ,c:
c c
e;cr::
Ill
o.lt)
~~>oo
c:
ftl...,
F~
e;cr::
Cll
o..,
<~~oo
..c: ....,
F~
"
Ill
c:
c
c
s
ftl
tn
' ICJ
<
0
I-
FCOM:V1-002
Nov 01 /09
' .,
..,
'
'
..
NAVIGATION
Transponder an d TCAS Overview
.. ..
fO
c
c
0
c
-...
'
,...fO
'
' .... .
' .....
'tJ
10
c:;
&.
c
fO
{=
-
c
C!l)
10
N
I
'I
.D
Q.
all
c
fO
{=
.
.'
I
!c
0
II)
(/)
~.
....
1-v1-19.()042 6
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Transponder and TCAS Overview
Power Supplies
The transponder and TCAS power supplies are shown schematically in Figure 7.1 .5 .
Transponder 1 is powered from ESS AC. Transponder 2 is powered from AC BUS 2.
The TCAS computer is powered from AC BUS 1. The left TCAS traffic display is powered
from ESS AC. The right TCAS traffic display is powered from AC BUS 2.
Transponder 1, the TCAS computer and the left traffic display are powered via relays
controlled by avionics master 1. Transponder 2 and the right traffic display are powered
via relays controlled by avionics master 2. The relays are powered to the off position by
DC BUS 2. When DC 2 is lost, the transponders, traffic displays and TCAS computer
default to on.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Transponder and TCAS Overview
AC BUS2
0
ESS AC
AC BUS2
14---i
AC BUS 1
Transponder 1
TCAS Computer
T-ransponder 2
i-1 -1Q..00..27
FCOM:V1-002
Nov 01/09
General
The transponders are the airborne component of the secondary surveillance radar (SSR)
system. The system uses a. digitally based communication system. The system uses an
interrogation frequency of 1 030 MHz; the system uses a reply frequency of 1 090 MHz.
Either elementary mode S transponders are fitted or enhanced mode S transponders are
fitted.
Elementary Mode S
The elementary mode S transponders reply to interrogations with the ATC code set on the
controller and the pressure altitude of the aircraft: 1hat is, altitude based on the standard
pressure setting.
The elementary mode S also allows the TCAS to communicate with other TCAS-equipped
aircraft.
Enhanced Mode S
If enhanced mode S transponders a.re fitted, a flight ID must be entered. If the L NAVs are
GNS-X or GNS-XLS, the flight ID is entered on the transponder control panel. If the
L NAVs are Collins FMSs, the flight ID is entered via the MCDUs.
An FID code consists of two parts: the airline call sign and the flight number. The call sign
consists of two or three alpha characters. The flight number is a series of numerals.
If enhanced mode S transponders are fitted, the transponders also:
Receive data from the lASs.
Receive the selected altitude from the FGS mode select panel (MCP).
Mach number.
lAS.
Magnetic Heading.
Barometric altitude rate.
Groundspeed.
True track angle.
Bank angle.
Rate of change of track angle.
Schematics for elementary mode S, enhanced modes S with GNSs and enhanced mode S
with Collins FMSs are shown in Figure 7.2.1, Figure 7.2.2 and Figure 7.2.3.
FCOM:V1 -002
Nov 01 /09
NAVIGATION
Transponder
Top
Antenna
A ntenna
A DC 1
A DC 2
Transponder 1
Transponder 2
Control Panel
Bottom
Antenna
Bottom
Top
Antenna
Antenna
Bottom
Antenna
Flap Position
Gear position
EFIS SG 2
iv1-19-00428
FCOM:V1-002
Nov 01/09
NAVIGATION
Transponder
Top
Antenna
Ant-enna
ADC 1
ADC 2
MCP
IRS 1
Transponder 1
Transponder 2
IRS2
Control Pane l
Bottom
Ant-enna
Bottom
Antenna
Top
Antenna
RADALT1
Bottom
Antenna
RADALT 2
TCAS Computer
Flap Position
Gear position
EFIS SG 1
EFIS SG 2
i-v 1-19-00429
FCOM:V1 -002
Nov 01 /09
NAVIGATION
Transponder
Squat
Switch 1
Squat
Switch 2
Top
Antenna
ADC 1
ADC2
MCP
FMS1
FMS 2
Transponder 1
Tra nsponder 2
IRS 1
IRS2
Control Panel
Bottom
Antenna
Bottom
Top
Antenna
Antenna
RAI!l ALT 1
Bottom
Antenna
RADA.LT2
Flap Position
Squat
Switch 1
Gear position
EFIS SG 1
EFISSG2
Audible Warning
System
i-v1 - 19-00430
FCOM:V1-002
Nov 01 / 09
Detection
TCAS detects other aircraft in the airspace around the host aircraft. It does so by
interrogating those aircraft with operating transponders: mode A, C or S. Aircraft without
operat ing transponders cannot be detected by TCAS.
The TCAS determines the range and relative bearing of other transponder-equipped
aircraft relative to the host aircraft. The TCAS is then able to determine the closure rate of
the tracked aircraft to the host aircraft. If the other transponder is reporting altitude, the
TCAS computer also determines relative altitude.
TCAS establishes three volumes of airspace around the aircraft. They are known as the
collision zone, the warning zone and the caution zone. The zones are shown
schematically in Figure 7.3.1. The caution zone is the furthest from the aircraft and the
collision zone is the closest. An aircraft entering the caution or the warning zone is
classified as an intruder. If an intruder enters the caution area, the intruder is classified as
a traffic advisory (TA).
If an intruder enters the warning area, the intruder is classified as a resolution
advisory (RA).
The size of the zones are based on time. The TCAS determines the time that a tracked
aircraft will take to enter the collision zone. The boundary of the caution zone is 20 to 48
seconds from the collision zone. The boundary of the warning zone is 15 to 35 seconds
from the collision zone.
FCOM:V1 -002
Nov 01 /09
NAVIGATION
TCAS Detection and Display
Intruder generating an RA
Host Aircraft
Collllon Zone
Caution Zone
Gives 20 to 43 seconds warning of an
intruder entering the collision area
Warning Zone
Gives 15 t o 35 seconds warning of an
Intruder entering the coll1sion area
FCOM:V1-002
Nov 01 / 09
NAVIGATION
TCAS Detection and Display
Displays
If a TA or RA is outside the range of the display, one half of the appropriate symbol is
shown at the edge of the display at the appropriate bearing. The data tag is shown if there
is room. The symbol is in its proper colour. An example is shown in Figure 7.3.2
FCOM:V1-002
Nov 01 /09
NAVIGATION
TCAS Detection and Display
Left EFIS
VSI
Right EFIS
VSI
Left TC AS
Traffic Display
Corrective RA
Preventative RA
Fly to range
RA s Cannot be
Pre~an tad
Avoid range
Prohibited range
FCOM:V1-002
Nov 01 / 09
NAVIGATION
TCAS Detection and Display
No Bearing Advisories
If the TCAS is unable to track the bearing of an intruder, the advisory is displayed at the
lower centre of the display just below the host aircraft symbol. The advisory is written as a
row of data in the colour appropriate to the advisory. An example is given in Figure 7.3.2.
There are four elements in the row. The first element describes the advisory: TA or RA.
The second gives the range of the intruder in nautical miles. The third gives the vertical
separation. The fourth is an arrow. The arrow is only displayed if the intruder's rate of
climb or descent is greater than 500 ft/min. The arrow points up for rates of climb and
down for rates of descent. The example shows a no bearing T A at a range of 2 nm and
200ft above the host; the intruder is climbing in excess of 500ft/min. The ability of TCAS
to compute TAs and RAs is not degraded by lack of bearing information. Usually, a no
bearing advisory becomes an advisory with bearing in a few seconds.
OR
'T CAS SYSTEMS TEST PASSED" or " TCAS SYSTEM TEST FAIL".
FCOM:V1-002
Nov 01 /09
NAVIGATION
TCAS Detection and Display
i-v1-1 9-00433
FCOM:V1-002
Nov 01 / 09
NAVIGATION
TCAS Detection and Display
The normal altitude range of the display is from 2 700 ft below the host aircraft to 2 700 ft
above the host aircraft. Some installations have a control to increase the altitude range.
These aircraft have an above and a below control. The control selects between:
An above range where just the range above the host aircraft is increased. The
range is increased to between 7 000 and 9 900 ft above the host aircraft. The
exact value depends on the installation.
A below range where just the range below the host aircraft is increased. The range
is increased to between 7 000 and 9 900ft below the host aircraft. The exact value
depends on the installation.
TCAS Mode
The display annunciations are shown in Figure 7.3.4. The selected range is shown in the
top right corner of the display. If an above and below facility is fitted, the above and below
modes are annunciated in the bottom left corner of the display. The TCAS T A only mode
is annunciated in the bottom right corner of the display. A message field is at the centre of
the right side of the display. It can show:
TEST.
TCAS OFF.
TCAS FAIL.
FCOM:V1-002
Nov 01 /09
NAVIGATION
TCAS Detection and Display
Message
Field
FCOM:V1-002
TA Only Annunciation
iV11 900434
Nov 01 / 09
Traffic Advisory
When a TA occurs, the TGAS gives an aural message ''Traffic, Traffic" and the traffic
appears on the traffic displays as a TA.
The traffic displays and traffic advisories are intended for assistance in visually locating the
indicated conflicting traffic.
Evasive manoeuvres must not be initiated using traffic advisory information without visually
sighting the conflicting traffic.
An RA will normally be preceded by a TA.
Resolution Advisories
In relation to TGAS, pilots may only deviate from their ATG assigned altitude to the extent
necessary to comply with a TGAS RA. Pilots are expected to respond promptly to an RA
unless it is considered unsafe to do so.
RAs fall into two categories: preventative and corrective. A preventative RA restricts
vertical speed to ensure separation. A corrective RA requires an evasive vertical
manoeuvre to increase separation from a threat.
Every RA is accompanied by an aural message.
If an RA aural message includes the word "Grossing" the RA is known as a crossing RA. If
a crossing RA is given, the aircraft's flightpath will cross that of the intruder's flightpath
during the evasive manoeuvre. The vertical separation will reduce to zero before
increasing. Any hesitation to comply with these alerts will reduce safe separation.
If it is not possible to comply with a crossing RA, reduced vertical separation will result. If
FGOM:V1 -002
Nov 01 /09
NAVIGATION
TCAS TAs and RAs
Climb Corrective RA
If TCAS determines that a climb is necessary, then TCAS issues a climb RA using one of
the following aural messages:
"Climb -Climb"
A red strip and a green strip will be displayed on the VSI. The aircraft vertical speed must
be flown out of the red strip into the green strip.
The crossing climb message is used if the host and the intruder's flight paths will cross; the
vertical separation between the intruder and the host will reduce to zero and then increase.
Descend Corrective RA
If TCAS determines that a descent is necessary, then TCAS issues a descent RA using
one of the following aural messages:
"Descend- Descend"
A red strip and a green strip will be displayed on the VSI. The aircraft vertical speed must
be flown out of the red strip into the green strip.
The crossing descent message is used if the host and the intruder's flight paths will cross;
the vertical separation between the intruder and the host will reduce to zero and then
increase.
Adjust Vertical Speed I Level Off Corrective RA
There are currently two versions of the TCAS software, 7.0 and 7.1 , information is supplied
for both versions. Aircraft will have only one version at any given time. In TCAS 7.1 the
TCAS 7.0 call out 'Adjust Vertical Speed' is replaced by 'Level Off'. The actions are
identified as either TCAS Version 7.0 or TCAS Version 7. 1 where required.
TCAS Version 7.0
The aircraft is climbing and the TCAS requires the climb rate to be reduced.
OR
The aircraft is descending and the TCAS requires the descent rate to be reduced.
FCOM:V1-002
Aug 15/12
NAVIGATION
TCAS TAs and RAs
The aircraft is climbing and the TCAS requires the climb rate to be reduced to zero.
OR
The aircraft is descending and the TCAS requires the descent rate to be reduced to
zero.
If the aircraft is climbing or descending and the TCAS requires the vertical speed to be
maintained, then TCAS issues a maintain vertical speed RA.
The aural message is one of the following:
Green and red strips will be shown on the VSI. In both cases, the vertical speed must be
maintained within the green strip.
The crossing maintain vertical speed message is used If the host and the intruder's flight
paths will cross; the vertical separation between the intruder and the host will reduce to
zero and then increase.
The maintain vertical speed RA is known as a restrictive RA.
Increase Climb Corrective RA
If the aircraft is climbing and the TCAS requires the climb rate to be increased, then TCAS
issues an increase climb RA.
The aural message is "Increase climb -Increase Climb".
The green strip on the VSI will move to a higher climb rate range. The vertical speed must
be adjusted to be within the new green strip on the VSI.
The increase climb RA is a strengthening RA and will have been preceded by another RA.
FCOM:V1-002
Aug 15/12
NAVIGATION
TCAS TAs and RAs
If the aircraft is descending and the TCAS requires the descent rate to be increased, then
TCAS issues an increase descent RA.
The aural message is "Increase descent -Increase descent".
The green strip on the VSI will move to a higher descent rate range. The vertical speed
must be adjusted to be within the new green strip on the VSI.
The increase descent RA is a strengthening RA and will have been preceded by another
RA.
Climb Now Corrective RA
If the aircraft is descending following a previous RA and the TCAS now requires the aircraft
to climb, then TCAS issues a climb now RA.
The aural message is "Climb, climb now- Climb, climb now".
The vertical speed will now be in a red strip; the vertical speed must be adjusted to the
green strip on the climb rate scale of the VSI.
The climb now RA is known as a reversed RA.
Descend Now Corrective RA
If the aircraft is climbing following a previous RA and the TCAS now requires the aircraft to
descend, then TCAS issues a descend now RA.
FCOM:V1-002
Aug 15/12
NAVIGATION
TCAS TAs and RAs
A "Clear of Conflict" message is given when the RA encounter has ended. A return to the
original ATC clearance is expected.
Inhibitions
Climb RAs are inhibited with flaps greater than 30 on the RJ-85 and RJ-1 00.
Increase climb RAs are inhibited in the following configurations:
On the RJ-85 and RJ-1 00, at all flap settings other than UP.
Until the aircraft is above 1 200 ft agl when the aircraft is climbing,
FCOM:V1-002
Aug 15/ 12
NAVIGATION
TCAS TAs and RAs
FCOM:V1-002
Aug 15/ 12
Control Panel
Two enhanced mode S transponders are fitted to the aircraft. At least one transponder
must be functional for the TCAS to function. The t ransponders and TCAS are controlled
from a combined TCAS and 1ransponder panel on the centre console. The panel is shown
in Figure 7.5.1
The TCAS system has two operating modes: TAIRA and TA. The modes are selected on
the TCAS and transponder control panel. The TAIRA mode gives TAs and RAs. The TA
mode gives TAs but not RAs.
FCOM:V1 -002
Aug 15/ 12
NAVIGATION
Gables G74g0-15 Controller
Test Button
The test button tests:
The transponders.
The TCAS.
Display
The display is an LCD that displays up to eight characters. The display in Figure 7.5.1
shows all the segments lit. The display has a cursor that shows the position that the next
entered character will take. The cursor is a short horizontal line at the bottom of the
display.
Clear Button
The clear button is used to remove data from the display. A short press, removes the last
entered character from the display. If the button is pressed for two seconds or more, all
the displayed characters are removed from the display.
Figure 7.5.1 - Gables G7490-15 Controller
Alphanumeric Keyboard
LCD Display
IIIJRIIHIJHII
Enter button
Test button
ALT Select Button
Mode Select Knob
Clear button
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Gables G7490-15 Controller
The panel has two display modes: ATC and flight identification (FID). There is an indicator
for each mode at the top left of the panel. The ATC/FID mode selector button switches the
display between the ATC and FID modes. In the ATC mode, the ATC code is displayed
and the ATC mode indicator is lit. In the FID mode, the FID code is displayed and the FID
mode indicator is lit.
Enter Button
The transponders get altitude information from the two ADCs: ADC 1 and ADC 2. Only one
ADC is used at a time. The ALT select button selects the ADC to be used by the active
transponder. When the ALT button is pressed, the ADC in use is changed and the new in
use ADC is displayed on the LCD for a few seconds.
Traffic Display Range Buttons
There is a TCAS traffic display on each pilot's instrument panel. The traffic displays have
three ranges: 5 nm, 10 nm and 20 nm. The range of both displays is selected by the traffic
display range buttons. There are two buttons: RNG + and RNG -. The RNG + button
increases the range. The RNG - button decreases the range. The button presses do not
wrap around. When the range is 20 nm, pressing the RNG + button does nothing, and,
when the range is 5 nm, pressing the RNG - button does nothing. When a RNG button is
pressed, the new selected range is shown on the LCD for a few seconds.
Alphanumeric Keypad
The alphanumeric keypad is used to enter an ATC code or an FID code. The required
display mode must be selected with the ATC/FID mode select button.
Using the Alphanumeric Keypad
The alphanumeric keypad has ten buttons marked with a numeral: 0,1 , 2, 3, 4, 5, 6, 7, 8, 9.
The "0" button is only used to enter zero.
Each of the other buttons is used to enter a numeral and up to three individual letters. The
numeral and the letters are written in a row on the button. The row starts with the
numeral. The letters are in alphabetical order: for example: "1 ABC".
To enter a numeral, the associated button is pressed just once.
To enter a letter, the associated key has to be pressed more than once. The number of
key presses required is the same as the position of the letter in the row. For example, to
enter "8", the "1 ABC" button must be pressed three times. On the first, the numeral
appears; subsequent presses display the letters in the row one by one, from left to right,
until the desired letter is reached. The interval between the presses must be less than
1.5 seconds. The end of the 1.5 second delay is indicated by the cursor appearing in the
next place to the right.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Gables G7490-15 Controller
If a code has two adjacent characters that require the same button to be used, a pause of
1.5 seconds is required before the entry sequence for the second character is started. The
end of the 1.5 second delay is indicated by the cursor appeari ng in the next place to the
right.
If adjacent characters in a code are associated with different buttons, the second button
may be pressed immediately after the required character has been entered with the first
button.
Entering an ATC Code
To enter an ATC code, the display must be set to the ATC mode. The ATC code can be
set to any value from oooo to 7777. To set an ATC code, use the keypad buttons o to 7 to
enter a four digit code. The new ATC code will be transmitted after five seconds. If the
IDENT button is pressed before five seconds has elapsed, the new code will be transmitted
immediately.
The keypad buttons "8 VWX" and "9 YZ'' are not use to set an ATC code. If either button is
pressed, the display will show "INVALID".
If a four digit code is not entered, then, five seconds after the last character was entered,
the display will revert back to the previous ATC code.
If the clear button is pressed to clear the display and the new entry is not completed or
started, then, five seconds after the last key press, the display will revert back to the
previous A TC code.
If the IDENT button is pressed while the entered code is incomplete, the incomplete code
is not transmitted and the previously transmitted code will reappear on the display.
Entering an FlO Code
An FID code consists of two parts: the airline call sign and the flight number. The call sign
consists of two or three alpha characters. The flight number is a series of numerals.
To clear the complete FID, press and hold the clear button for at least two seconds.
The call sign is retained in memory. If just the flight number is to be changed, just enter
the new number. There is no need to use the clear button.
The FID indicator illuminates when the FID display mode is selected. The FID indicator
starts to flash when a keypad button is pressed to enter a new FID.
Before the FID can be transmitted, the enter button must be pressed. The FID indicator
stops flashing when the enter button is pressed.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Gables G7490-15 Controller
When the test button on the TCAS and transponder control panel is momentarily pressed,
the following are tested:
The transponders.
The TCAS.
If the panel and the transponders pass the test, after three seconds:
The display shows CP1 PASS followed by CP2 PASS if the transponder select
switch is at 1.
The display shows CP2 PASS followed by CP1 PASS if the transponder select
switch is at 2.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Gables G7490-15 Controller
FCOM:V1-002
Nov 01 /09
Control Panel
Two mode S transponders are fitted to the aircraft. At least one transponder must be
functional for the TCAS to function. The transponders and TCAS are controlled from a
combined TCAS and transponder panel on the centre console. The panel is shown in
Figure 7.6.1
The TCAS system has two operating modes: RNTA and TA. The modes are selected on
the TCAS and transponder control panel. The RAfTA mode gives TAs and RAs. The TA
mode gives TAs but not RAs.
Transponder Select Switch
There are two transponders: transponder 1 and transponder 2; only one is used at a time.
The transponder select knob has two posit ions: 1 and 2. The transponder select switch is
used to select the active transponder. At 1, transponder 1 is active and transponder 2 is in
a standby mode. At 2, transponder 2 is active and transponder 1 is in a standby mode.
Transponder Fail Indicator
FCOM:V1-002
Nov 01 /09
NAVIGATION
Gables 6990-15 Controller
Range Switch
The range selects the range for the TCAS traffic displays. There are three range
selections: 5, 10 and 20 nautical miles. The selected range is displayed in the top right
corner of the traffic displays.
Keypad
The keypad is used to enter the ATC code. The code is displayed on the LCD. If an entr y
is not completed, after a few seconds the system reverts to the previously selected code.
Test Button
Pressing and releasing the TEST button initiates a transponder test. The XPNDR FAIL
lamp illuminates for three seconds; if the test passes, PASS is displayed on the LCD ; if the
test fails, F followed by a fail code will be displayed on the LCD.
Figure 7.6.1 -Gables G6990-15 Controller
TranspondeT Select Switch
Numeric Keyboard
FCOM:V1-002
Identification Button
LCD Display
Test button
Nov 01 / 09
Control Panel
Two mode S transponders are fitted to the aircraft. At least one transponder must be
functional for the TCAS to function. The transponders and TCAS are controlled from a
combined TCAS and transponder panel on the centre console. The panel is shown in
Figure 7.7.1
The TCAS system has two operating modes: TAIRA and TA. The modes are selected on
the TCAS and transponder control panel. The TA/RA mode gives TAs and RAs. The TA
mode gives TAs but not RAs.
Transponder Select Switch
There are two transponders: transponder 1 and transponder 2; only one is used at a time.
The transponder select switch has two positions: 1 and 2. The transponder select switch is
used to select the active transponder. At 1, transponder 1 is active and transponder 2 is in
a standby mode. At 2, transponder 2 is active and transponder 1 is in a standby mode.
Transponder Fail Indicator
FCOM:Vt -002
Nov 01 /09
NAVIGATION
Gables G699058 Controller
Numeric Keyboard
OfF
h/2
([)
I
ATC
1-y-2
FAL~
*'
t I 1-ti t-1
.: -. 1_0 ,_,
-~
[[)
/IURPIG
Identification Button
r
12
Aa. NJI
CLR
A'lG
'OS!
, ST8Y
-XPDR
(J]
I
~ t '-~~y
~
Traffic Switch
T
~
A
3)
\''~
'
I)EHf
FCOM:V1-002
o.v119.aa..37
Nov 01 / 09
RDR-4A.
Weather analysis.
Weather avoidance.
Ground mapping.
Collision avoidance.
Terrain avoidance.
Principal Components
A radar indicator on the flight deck centre console; the indicator includes the
controls.
The R/T and the location of the three components are shown in Figure 8. 1.1 .
The antenna is shown in Figure 8.1.4. The indicators are shown in the individual weather
radar topics.
The radome is hinged at the top; it is fastened by two latches on each side.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Weather Radar - Overview
Page 2
Radome
latches
Radar lndlcator on
flight deck centre
console.
Two latches
on each side.
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Weather Radar - Overview
Architecture
The indicator displays a colour weather picture on a CRT and has controls for the display
and the R/T.
The radar picture is referenced to earth axes, not to the aircraft's axes. The radar beam
scans in an arc centred on the aircraft's heading. The arc is maintained at a constant
angle above or below the horizon: the tilt angle. The radar sweep is parallel to the horizon.
A TILT control on the indicator allows the pilot to select the tilt angle between 15 o below the
horizon to 15 o above the horizon.
Stabilisation is achieved using pitch and roll signals from the IRSs. Beam stabilisation is
shown in Figure 8.1.3.
Radar pulses pass between the RIT and the antenna via a wave guide. The antenna angle
is controlled electrically by the R/T.
The EGPWS terrain awareness display (TAD) can be displayed on the radar indicator.
Some aircraft have an optional unit that displays data on the radar indicator: checklists and
navigation data or just checklists.
However the radar indicator can only display one of the three pictures at a time.
The weather radar picture can also be displayed on both NOs.
There are three video outputs from the RIT: one for the radar indicator and one for each
EFIS symbol generator (SG); thus the range of each display can be different.
The TAD display cannot be displayed on the EFIS. The navigation and checklist data
cannot be displayed on the EFIS. However, the radar picture can be displayed on the
EFIS regardless of the display on the radar indicator.
The illumination of the indicator panel legends and function buttons is controlled from the
forward centre console dimmer. A separate control on the indicator controls the brilliance
of the CRT.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Weather Radar - Overview
Page 4
A ntenna
Attitude
Panel
lights
Attitude
R1T
+
~-~ Radar
picture
Indicator
EFIS
SG2
Loft NO
Plcturo
---
----
1 Right
NO
Data
~
l .. . J l .. . J
EGPWS
computer
Optional
data
system
iV1 1~00034
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Weather Radar - Overview
The Antenna
The antenna is moved by two electric motors driven by the R/T: the scan motor and the
elevation motor. The axis of each motor is shown in Figure 8.1.4.
The scan motor sweeps the beam from side to side.
The elevation motor maintains the beam at the selected tilt angle as the aircraft pitches
and rolls. To maintain the selected tilt with the wings level, the elevation of the antenna is
the same as the antenna sweeps from side to side. To maintain the selected tilt angle with
bank applied:
The elevation is gradually increased as the antenna sweeps to the wing-down side.
The elevation is gradually decreased as the antenna sweeps to the wing -up side.
Figure 8.1.3 - Radar Beam Stabilisation
o nose U'P
pitch a
~ ~
- Ra
tt\tude.
d rbeam
a
+"\Q tilt
~ ~ Horizontal -----'-~.-.
10 nosed
Pitch attitu~wn
e.
i-v1-19-00037
FCOM:V1 -002
Nov 01 /09
NAVIGATION
Weather Radar - Overview
There are mechanical limits on how much elevation can be applied to the antenna. The
elevation limit increases as the antenna scans away from the centreline to allow for any
bank that is applied. In practice, the antenna does not reach the mechanical limits for
normal tilt angles and normal aircraft manoeuvres.
Figure 8.1.4 - The Antenna (Primus 708A)
Radome
FCOM:V1-002
Nov 01/09
NAVIGATION
Weather Radar - Overview
Chapter 19 Topic 8. 1
Page 7
EFIS Architecture
There are two EFIS symbol generators (SGs): SG 1 and SG 2. A three position EFIS
transfer switch directs the SGs to the left and right EFIS displays. The positions are BOTH
1, NORM and BOTH 2. The switch is at the bottom of the left instrument panel.
Two EFIS control panels (ECPs) are on the centre console - Figure 8.1.5. The left ECP
controls the NO output from SG 1; the right ECP controls the NO output from SG 2.
With the EFIS transfer switch at NORM, SG 1 is directed to the left displays, and so the left
NO is controlled by the left ECP.
With the EFIS transfer switch at NORM, SG 2 is directed to the right displays, and so the
right NO is controlled by the right ECP.
With the EFIS transfer switch at BOTH 1, SG 1 is directed to the left displays and copied
from the left displays to the right displays; so both NOs are controlled by the left ECP.
With the EFIS transfer switch at BOTH 2, SG 2 is directed to the right displays and copied
from the right displays to the left displays; so both NOs are controlled by the right ECP.
There are four formats for the NOs: ROSE, ARC, MAP and PLAN. The formats are
described in the EFIS topic of this chapter. The NO format from an SG is selected by a
FORMAT switch on the associated ECP. The weather radar can be displayed in ARC and
MAP formats but not in ROSE and PLAN formats.
There are two EFIS dimming panels: one on the left instrument panel and one on the right.
They are shown in Figure 8.1.6. The dimmers on the left panel are for the EFIS screens
on the left instrument panel; the dimmers on the right panel are for the EFIS screens on the
right instrument panel.
The NO has two concentric dimmers: NO and WX. The WX control on each OP is an on/off
switch and a dimmer.
When the left OP WX control is at OFF, the radar display from SG 1 is tuned off. When the
left WX control is not at OFF, the radar display from SG 1 is turned on and the position of
the left WX control determines the brightness of the weather radar display on the left NO.
When the right OP WX control is at OFF, the radar display from SG 2 is tuned off. When
the right WX control is not at OFF, the radar display from SG 2 is turned on and the
position of the right WX control determines the brightness of the weather radar display on
the right NO.
There is a RANGE switch on each ECP. It communicates with the RIT and the associated
SG. The video output from the RIT to an SG is formatted to the range selected on the
associated ECP. The range switch also selects the maximum range for:
The radar range selected on an ECP determines the maximum range of the radar display
on the associated NO. All three displays can be set independently.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Weather Radar - Overview
Left ECP
Controls SG 1
Right ECP
Controls SG 2.
FCOM:V1-002
1-v t . l 9.00093
Nov 01 / 09
NAVIGATION
Weather Radar - Overview
Chapter 19 Topic 8. 1
Page9
Weather radar annunciations are displayed at the left edge of the NO approximately half
way up; three lines are made available for the annunciations.
The possible annunciations are:
WXR RNGE: the range format of the data sent from the RIT to the SG does not
agree with the range set on the associated ECP.
All PRIMUS 708A modes are annunciated. The only ROR-4A mode that is annunciated is
TEST mode.
For the PRIMUS 708A, tilt angle is displayed whenever a mode is displayed.
For the ROR-4A, tilt angle is displayed when the tilt control is operated and for three
seconds after movement of the control has stopped.
In TEST mode, TEST is written on the top line in cyan. If the test fails, FAIL is written in
yellow below TEST; additionally, for the PRIMUS 708A, the reason for the failure is written
in yellow below the FAIL annunciation.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Weather Radar - Overview
0
.'
associated SG ECP
RANGE selector.
FCOM:V1-002
Nov 01 / 09
General
A weather return is displayed in one of five colours: black, green, yellow, red and
magenta. Black represents a weak or no return. Green, yellow, red and magenta
represent returns of progressively increasing strength.
Areas of turbulence are displayed in white. The system cannot detect clear air turbulence;
the system can only detect turbulence associated with precipitation.
In the ground mapping mode, areas of increasing reflectivity are displayed as black, cyan,
yellow and magenta.
Architecture
Only one of the three pictures can be displayed at a time. The DATANAV picture is sent
directly to the indicator. If the DATANAV is selected to the indicator, neither the weather
radar picture nor the TAD can be displayed on the indicator.
When the DATANAV is not selected to the indicator, a relay controlled by the EGPWS
determines whether the radar picture or the TAD is displayed on the indicator.
The TAD can be selected to the weather radar display by pressing a TERRAIN DISPLAY
switch light. The switch light is on the centre console. The switch light has a green ON
annunciator. The annunciator illuminates whenever the TAD is being displayed.
Provided the DATANAV is not selected and the weather radar is powered, the TAD will pop
up when:
The EGPWS gives a terrain caution or terrain alert. The TAD will remain displayed
until the TERRAIN DISPLAY switch is selected off.
The EGPWS is tested. The TAD is automatically removed at the end of the test.
The weather returns can also be displayed on both EFIS NOs. The TAD and DATANAV
checklists cannot be displayed on the EFIS. The range of the EFIS display of weather
radar can be set independently of the range set on the weather radar indicator.
FCOM:V1-002
Nov 01 /09
Chapter 19 Topic 8 .2
Page 2
NAVIGATION
Weather Radar - Primus 708A
~~
Antenna
RIT
Indicator
Relay
contro1
EGPWS
Computer
Range
On/off
mT!'tll
mmD
WXdlm
Panol
lights
Optional
DATANAVII
Part of right
c ontrol panel.
FCOM:V1-002
1f OATANAV is selected to
the indicator.
1....1
19~173
Nov 01 / 09
NAVIGATION
Weather Radar- Primus 708A
Controls
The Primus 708A weather radar indicator includes the display screen and the radar
controls. The indicator is shown in Figure 8.2.2.
There are five MODE momentary pushbuttons at the top of the indicator:
Pressing RCT selects weather with Rain Echo Attenuation Compensation (REACT)
circuitry. REACT compensates for the attenuation of returns by intervening
weather.
Pressing GCR enables ground clutter reduction circuitry. GCR can be used with
the basic weather mode or with RCT.
There are six RANGE momentary push buttons below the mode selectors: 1o, 20, 40, 80,
160 and 320. Pressing a button selects the maximum range of the display in nautical
miles.
A SEC button, to the right of the range selectors, toggles the display between a 160
azimuth scan and an 80 azimuth scan.
A TILT rotary control selects antenna tilt between 15 down and 15Up in 0.25 steps.
A VAR button, to the left of the range selectors, toggles between automatic and manual
receiver gain. A receiver GAIN control above the button is only active in manual.
A display rotary control, on the left of the indicator, adjusts the brightness of the returns
and the alphanumerics on the display; the control also turns the system on and off.
A MARKER rotary control, on the right of the indicator, adjusts the brightness of the range
and azimuth markers.
There are six momentary pushbuttons on the sides of the display:
The FRZ button toggles the display between a frozen and unfrozen state.
The LEFT button toggles the display between a straight ahead view and a look left
view.
The RIGHT button toggles the display between a straight ahead view and a look
right view.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Weather Radar - Primus 708A
Tilt
control
Scan width
selector
Inoperative
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Weather Radar- Primus 708A
Display
The display is shown in Figure 8.2.3 to Figure 8.2.5; the figures show the 160 scan, the
80 o scan, the left scan and the right scan.
There are four equally spaced range arcs. The outer arc is at the selected range. Weather
returns are not shown beyond this range. The arcs are annotated with their range.
A red dot on the smallest range marker is called the azimuth position indicator; it indicates
the azimuth angle of the radar beam.
Azimuth marks can be toggled on and off by the AZ pushbutton. They are displayed at 30
intervals. In the 160 scan, from 60 left to 60 right. In the 80 scan, from 30 left to 30
right. In the left and right views, from 60 on the selected side to straight ahead.
There are several alphanumeric fields:
Mode Field
The mode field is at the top right of the display. The mode field displays the mode selected
via the six mode push buttons. Just one of the following will be written in the mode field:
WX/T: the basic weather mode together with turbulence detection is active.
RCT: the basic weather mode with the REACT circuitry active.
W/GR: the basic weather mode with ground clutter reduction active.
R/GR: the basic weather mode with REACT and ground clutter reduction active.
Tilt Field
The tilt field is at the bottom left of the display displays the selected tilt. Positive tilt is in the
up sense. The tilt control changes the tilt in 0.25 o steps from -15 o to + 15. Tilt is displayed
to the nearest tenth of a degree; so 0.25 is displayed as 0.3 and 0.75 as 0.8.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Weather Radar - Primus 708A
Chapter 19 Topic 8 .2
Page6
f'!11i(e]
ALRT active.
Selected range
10 , 20, 40,
80,160, 320.
Azimuth position
indicator
Red dot on
1Srr1aues1 range arc.
Range marker
Azimuth marker
._J
Markers and
distances green
in MAP mode.
Tilt angle
-1 5to+15
Green in MAP
Mode field
Fa ult field
Weather mode.
mJ
[!!!~
t!te!e]!
[IJ~ii!
b'l@;J
lal#Jij!
lifi!j3
CJil
Test mode .
11~1
MMA
M:til
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Weather Radar- Primus 708A
Auxiliary Field
The field at the top left of the display is called the auxiliary field. It displays just one of the
following:
V n: the receiver gain is being manually controlled to the value selected on the
GAIN control; n is the set value of gain; it ranges from -7 to +7 in steps of 1.
Flashing TGTi in red: the target alert function has detected a target beyond the
selected range of the display.
Fault Field
Immediately below the auxiliary field is the fault field. Faults are displayed in yellow text.
Possible faults are:
The target alert field is to the right of the auxiliary field. It shows a red T when the target
alert mode is active; otherwise, the field is blank.
Sector Scan
The SEC scan button toggles between a scan of 80 and a scan of 160. The 80 scan
format is shown in Figure 8.2.4.
The alphanumeric fields are identical to those in the 160 scan.
The total sweep area of the antenna is reduced in the
the update rate of the display.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Weather Radar - Primus 708A
Chapter 19 Topic 8 .2
Pages
so scan.
i-v1-1 9-00172
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Weather Radar- Primus 708A
The LEFT button toggles the 160 scan centre line between the centre of the display and
the right edge of the display: a look left feature at the full radar display range.
The RIGHT button toggles the 160 scan centre line between the centre of the display and
the left edge of the display: a look right feature at the fu ll radar display range.
The left and right views are shown in Figure 8.2.5.
This feature is useful:
In the ground mapping mode, when following a reference feature to one side of the
aircraft such as a coast line.
The alphanumeric fields are identical to those in the 160 scan with one exception : the
range marker annotations are in different positions.
Pressing SEC in left or right view will change the display to the 80 forward view scan. In
the 80 scan, the LEFT and RIGHT buttons have no effect.
Markers
The azimuth markers are toggled off and on by the AZ button. They default to off on power
up. The azimuth marker state is remembered at standby if standby is entered from an
operating mode.
The brilliance of the range and azimuth markers is controlled by the MARKER rotary
control. Turning the control fully left turns off both the range markers and the azimuth
markers.
Display Brilliance
The alphanumerics and radar picture brilliance are controlled by the DISPLAY rotary
control. The DISPLAY control does not affect the brilliance of the markers.
When the DISPLAY control is at OFF. the system is selected off.
Display Freeze
The FRZ button toggles the display between a frozen and unfrozen state. When FRZ is
active, the auxiliary field flashes FRZ.
Additional weather information can be obtained by using the freeze facility.
While the display is frozen, the antenna continues scanning and the display memory
circuits continue to be updated. When freeze is deactivated, the display is updated with a
new display.
Comparison between the held display and the new display may reveal:
FCOM:V1-002
Nov 01 /09
NAVIGATION
Weather Radar - Primus 708A
Chapter 19 Topic 8 .2
Page 10
Right view
The alphanumeric displays are the same as those of the 160 scan
except that the range marker annotations are in different positions .
Pressing
i-v1-19 -00151
Range Selection
On power up, the range defaults to 320 nautical mile s.
The range is changed by pressing a RANGE button. For each selected range, four range
markers are displayed.
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Weather Radar- Primus 708A
Receiver Gain
The receiver gain can be in manual or automatic. The VAR pushbutton toggles between
automatic and manual gain provided the mode is WX or MAP. In automatic control, AUTO
is displayed in the auxiliary field. In manual control, the GAIN is adjusted using the GAIN
control and "V n" replaces AUTO in the auxiliary field; n indicates the position of the GAIN
control and varies between -7 and +7.
At the 12 o'clock position, the gain is approximately the same as in AUTO and "V 0" is
displayed. Counter clockwise rotation reduces the gain; clockwise rotation increases the
gain.
When operating in WX mode, the GAIN control can be used to increase the gain of the
receiver to display weak weather returns such as those from ice crystals and dry hail.
In MAP mode, a better picture is sometimes obtained by selecting VAR and manually
decreasing the gain to eliminate unwanted clutter.
Target Alert
The ALRT pushbutton toggles the target alert function on and off. The function is only
active when selected on by the ALRT button and:
AND
AND
When the function is active, a red letter T is displayed to the right of the auxiliary field.
If target alert is active and VAR is selected, MAP is selected or a range of 160 or 320 is
selected, the function will become inactive and the red Twill be removed from the display.
Deselecting VAR, setting a weather mode and setting the range between 1o and 80 will
reactivate the function and the red Twill be displayed.
When the function is active and a target is detected in the target alert sector, a flashing red
TGTi symbol replaces AUTO in the auxiliary field if target is not displayed.
The alert sector is always just beyond the selected range; the width of the sector is from
7.5 left of heading to 7.5 right of heading. The sector length is :
If a target alert is given, and the range is then increased to a range in which the associated
alert sector contains no targets, the TGTi symbol will be replaced by the T symbol.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Weather Radar- Primus 708A
Power Up
320 nm range.
160 scan.
Auto gain.
Display unfrozen.
Standby Mode About 15 seconds after the system is turned on, standby mode is entered.
The indicator displays STANDBY in the centre of the screen and the tilt angle is displayed
in the tilt field. The format is shown in Figure 8.2.2.
In the standby mode:
If the radar is in an operating mode, the radar will revert to standby if the SB/T button is
pressed.
If the SB/T button is pressed when the radar is in standby, the radar will enter the test
mode.
If STBY is entered from an operating mode and then an operating mode is entered, the
system defaults to:
320 nm range.
160 scan.
Auto gain.
Display unfrozen.
If STBY is entered from an operating mode, the system remembers the state of the
azimuth marker selection and the target alert selection.
Weather Mode
FCOM:V1-002
Nov 01 /09
NAVIGATION
Weather Radar - Prim us 708A
Turbulence Detection
Turbulence detection can be added to the basic weather mode by pressing WXJT.
Selection of WXJT automatically puts the receiver gain to AUTO.
Turbulence detection is limited to the first 40 nautical miles. Areas where turbulence has
been detected are displayed in white. Figure 8.2.6 shows a display with turbulence
detected. If a range greater than 40 nm is selected in WXJT, the system reverts to WX;
returning to a range of 40 or less will return the mode to WXJT.
The system detects turbulence by measuring velocity changes of precipitation along the
path of the radar beam. This is interpreted as a change in wind speed . Turbulence is
displayed if the change in speed is more than 5 metres per second.
Turbulence detection requires the presence of precipitation ; clear air turbulence cannot be
detected by the radar system.
Weather areas displaying red or magenta should be avoided whether or not they display
turbulence.
Figure 8.2.6 - Primus 708A Turbulence Display
FCOM:V1-002
Nov 01 /09
NAVIGATION
Weather Radar - Primus 708A
Chapter 19 Topic 8 .2
Page 14
The gain is adjusted according to the intervening rainfall. Returns from behind a cell will be
attenuated by the cell on the way out and on the way back; the REACT circuitry adjusts for
this attenuation. This reduces the chance of missing storms behind intervening rainfall.
The REACT circuitry cannot cope with all situations. Once there is uncertainty about
returns behind a cell, the background of the area of uncertainty is coloured blue. Any
returns in the blue area will be coloured red.
Figure 8-2-7 - Primus 708A REACT Display
I-V1- 19-QQQ39
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Weather Radar- Primus 708A
FCOM:V1-002
Nov 01 /09
NAVIGATION
Weather Radar - Primus 708A
Chapter 19 Topic 8 .2
Page 16
Test
The test mode is entered by pressing SB/T when in the standby mode. The antenna is
forced to 15 up. The TILT knob can be rotated and the tilt readout will change, but the
antenna will stay at 15 up. The radar transmits in test mode.
In test, the four weather colours are shown as arcs of circles: as shown in Figure 8.2.8 .
The colour bands are fixed relative to the range markers; so this part of the test pattern is
the same at all selected ranges.
A noise band is shown between the two outer range marks. The noise band is usually
displayed on all selected ranges; however, the noise band is calibrated for a selected
range of 160 nm ; so it should only be assessed with 160 selected. The noise band
indicates that the automatic frequency control (AFC) has locked on frequency and that the
receiver circuits are working correctly. The noise band should be coloured green and
yellow, and it should be uniformly patterned. If the noise band is broken or missing, the
weather radar is not operational.
If a range of 40 or less is selected, an additional colour band is shown: white between the
edge of the magenta band and the third range marker. The white band indicates that the
turbulence detection circuits are working correctly.
Figure 8.2.8 - Primus 708A Test Display
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Weather Radar- Primus 708A
EFIS Display
The EFIS displays are shown in the radar overview topic. The NO mode field legends are:
W+GR for the basic weather mode with ground clutter reduction.
R+GR for the basic weather mode with REACT and ground clutter reduction.
mode~
The Primus 708A faults displayed on the EFIS when the mode is not TEST are:
The faults shown in the bottom line when the TEST mode fails are:
RNGE: a miscompare between the range data from the R/T and the range set on
the ECP.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Weather Radar- Primus 708A
The quickest update rate (every 3.5 seconds) is achieved if both EFIS NOs and the
weather radar indicator are set to the same range. All displays are updated on both the left
right and the right left sweep of the antenna.
If both NOs are set to the same range but the EFIS range is different from the radar
indicator range , then the EFIS and the radar indicator will be updated every 7 seconds.
The radar indicator is updated on the right left sweep and the NOs on the left right sweep.
If the ranges of the two NOs are different but one is the same as that of the radar indicator,
all the displays are updated every seven seconds. The indicator and the NO with the same
range on the right left sweep and the other NO on the left right sweep.
If none of the displays are set to the same range, the radar indicator will be updated every
7 seconds and the EFIS NOs will be updated every 14 seconds. The radar indicator is
updated on the right left sweep; the NOs are updated on alternate left right sweeps.
FCOM:V1-002
Nov 01 /09
General
A weather return is displayed in one of four colours: black, green, yellow and red. Black
represents a weak or no return. Green, yellow and red represent returns of progressively
increasing strength.
Areas of turbulence are displayed in magenta. The system cannot detect clear air
turbulence; the system can only detect turbulence associated with precipitation.
In the ground mapping mode, areas of increasing reflectivity are displayed as black, green,
yellow and red.
Architecture
Only one of the three pictures can be displayed a1 a time. The checklist picture is sent
directly to the indicator. If the checklist is selected to the indicator, neither the weather
radar picture nor the TAD can be displayed on the indicator.
When the checklist is not selected to the indicator, a relay controlled by the EGPWS
determines whether the radar picture or the TAD is displayed on the indicator.
The TAD can be selected to the weather radar display by pressing a TERRAIN DISPLAY
switch light. The switch light is on the centre console. The switch light has a green ON
annunciator. The annunciator illuminates whenever the TAD is being displayed.
Provided the checklist is not selected and the weather radar is powered, the TAD will pop
up when:
The EGPWS gives a terrain caution or terrain alert. The TAD will remain displayed
until the TERRAIN DISPLAY switch is selected off.
The EGPWS is tested. The TAD is automatically removed at the end of the test.
The weather returns can also be displayed on both EFIS NOs. The TAD and checklist
cannot be displayed on the EFIS. The range of the EFIS display of weather radar can be
set independently of the range set on the weather radar indicator.
FCOM:V1 -002
Nov 01 /09
NAVIGATION
Weather Radar- RDR-4A
Chapter 19 Topic 8 .3
Page 2
~~
Antenna
Wave guide
Indicator
RIT
contr ol
EFIS
EFIS
SG2
SG 1
Range
On/off
On/off
EGPWS
Computer
Range
WXdim
Panel
lights
Optional
DATANAV II
.,.
dimming panel
if OATANAV Is selected to
,.
tho Indicator
FCOM:V1-002
1-Vl ll-00071
Nov 01 / 09
NAVIGATION
Weather Radar- RDR-4A
IRSs
If the ATT HDG transfer switch is at NORM, the Bendix RDR-4A weather radar uses IRS 1
but will use IRS 2 if IRS 1 fails.
The Bendix RDRe4A prefers IRS 1 at NORM and BOTH 1 and IRS 2 at BOTH 2. However,
if the preferred IRS fails, the radar automatically uses the serviceable IRS.
Controls
The RDR-4A weather radar indicator includes the display screen and the radar controls.
The indicator is shown in Figure 8.3.2. The controls are all at the top of the display; they
are from left to right:
A range selector.
A mode selector.
The display brightness control adjusts the brightness of the radar returns and the
alphanumerics on the display.
The range selector selects the maximum range of the display in nautical miles. There are
six ranges available: 10, 20, 40, 80, 160 and 320 nm.
The receiver gain control allows automatic gain or manual gain to be selected. At the fully
clockwise position, a switch selects the automatic mode. The position is marked AUTO.
Away from AUTO, manual gain is selected. Rotating the control anticlockwise decreases
the gain.
The rotary mode selector has the following positions:
The AUX control is a mechanically latched button. When pushed in, it allows an optional
checklist display to be selected to the radar indicator.
The rotary control selects the antenna tilt between 15 Q down and 15 Q up in 0.25 9 steps.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Weather Radar- RDR-4A
Chapter 19 Topic 8 .3
Page 4
0
i-v 119-00072
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Weather Radar- RDR-4A
Display
The display is shown in Figure 8.3.3.
There are four equally spaced range arcs at all selected ranges except 10 nm. Only two
range markers are shown when a range of 1o nm is selected.
The outer arc is at the selected range. Weather returns are not shown beyond this range.
The arcs are not annotated with their range.
There are five azimuth markers at 30 intervals from 60 left to 60 right.
A thin scan line indicates the azimuth angle of the radar beam ; the scan line just reduces
the intensity of the display as it sweeps across the display.
There are several alphanumeric fields:
An R!T cooling warning field immediately below the selected mode field.
The range mark field shows the distance between consecutive range markers in cyan; its
side heading is MKR and it is followed by the distance in nautical miles.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Weather Radar- RDR-4A
Chapter 19 Topic 8 .3
Page6
Antenna tilt
1m
Test mode
(J'
li II lillll!l ~
IIBIJmlGEIIB
Range
marker~
Azimuth
marker
Fault field
R/T FAUL
Receiver-transmitter fault
ANT FAUL
Antenna fault
CON FAUL
Control fault
ATI FAUL
Attitude fault
I ND FAUL
Indicator fault
COOL FAUL
E!
Gain Field
In manual control, the level of gain
is displayed as one of the following:
II!
tiD
iv1-1900073
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Weather Radar- RDR-4A
The receiver gain field shows the selected level of gain when the GAIN control is not at
AUTO and the mode is TEST, WX or TURB. When the control is away from AUTO, the
field displays the manually set gain in cyan.
In MAP mode, the field is blank when manual gain is in use.
Display Brilliance
The maximum range of the display is selected with the range switch; six ranges are
available: 10, 20, 40, 80, 160 and 320 nm. For each selected range, four range markers
are displayed, but only two range markers are shown when a range of 1o nm is selected.
The selected range is shown in the range field and the distance between range markers in
the range marker field.
Receiver Gain
At the fully clockwise position of the GAIN control (AUTO), the receiver gain is
automatically controlled. When the control is moved a little away from AUTO, the gain is
switched to manual control; rotating the control further anticlockwise reduces the gain. At
the fully anticlockwise position (MIN), the manual gain is at its lowest value.
When manual gain is selected, CAL in cyan is displayed in the R/T performance field.
In TEST, WX and TURB modes, the level of manual gain is shown in the manual gain
field. MAX is indicated at the switch point from automatic to manual gain; as the control is
rotated anticlockwise to MIN, the indication follows the following sequence: 9, 8, 7, 6, 5, 4,
3, 2, 1, MIN. At 5, the gain is approximately the same as at the AUTO position.
The manual gain field is blank when manual gain is selected in MAP mode.
System Power
The RDR 4A uses a solid state transmitter; a warm up period is not required; there is no
standby mode. A mode is available as soon as it is selected on the mode switch. When
the mode switch is at OFF, the system is not powered.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Weather Radar- RDR-4A
Chapter 19 Topic 8 .3
Page8
Weather Mode
Weather mode is entered by selecting the mode switch to WX.
A weather return is displayed in one of four colours: black, green, yellow and red. Black
represents a weak or no return. Green, yellow and red represent returns of progressively
increasing strength.
Turbulence Detection
Turbulence detection can be added to the basic weather mode by selecting the mode
switch to WX/TURB.
The TURB function will be available at all selected ranges, but turbulence will only be
detected and displayed up to 40 nm.
Areas where turbulence has been detected are displayed in magenta. Figure 8.3.4 shows
a display with turbulence detected. If a range greater than 40 nm is selected in WXffURB,
turbulence will only be displayed for the first 40 nm; only weather will be displayed beyond
40 nm.
The system detects turbulence by measuring velocity changes of precipitation along the
path of the radar beam. This is interpreted as a change in wind speed.
Turbulence detection requires the presence of precipitation; clear air turbulence cannot be
detected by the radar system. Weather areas displaying red should be avoided whether or
not they display turbulence.
Figure 8.3.4 - RDR-4A Turbulence Display
iV 11900074
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Weather Radar- RDR-4A
Ground Mapping
The ground mapping mode is entered by selecting the mode switch to MAP. The tilt
should be adjusted downwards until the desired amount of terrain is displayed.
The RIT characteristics are changed in ground mapping to enhance the display of ground
returns. If necessary, use manual gain for optimum observation of terrain features.
Faults
If a yellow COOL fault is shown in the R/T cooling warning field, the system should be
turned on only long enough to analyse weather targets; it should then be turned off to allow
cooling of the R/T.
The system may fail if it is operated continually; failure will be indicated by COOL FAULT in
the hard fault field.
Soft Stabilisation Fault
A stabilisation fault is indicated by a yellow STAB annunciation in the antenna tilt field. The
fault indicates that the antenna is stabilised to the aircraft axes not to earth axes.
Soft Transmitter Power Fault
Reduced receiver transmitter performance is indicated by a yellow CAL legend in the RIT
performance field. The returns from targets will be weak; so the weather may be more
severe than it appears on the indicator.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Weather Radar- RDR-4A
Chapter 19 Topic 8 .3
Page 10
Hard failures
Hard failures are displayed in the hard fault field- Figure 8.3.5. Possible failures are:
If a hard fault occurs, the mode switch should be selected to OFF. Leaving the system on
could cause further damage to the system.
Figure 8-3-5 - RDR-4A Hard Fault Dis play
R/T FAU LT
Receiver-transmitter fau It
ANT FAULT
Antenna fault
CON FAULT
Control fault
ATT FAU LT
Attitude fault
I ND FAU LT
Indicator fault
COOL FAULT
FCOM:V1-002
i-v1-19-00075
Nov 01 / 09
NAVIGATION
Weather Radar - RDR-4A
Test
The system test procedure is:
Select the tilt angle to 15 o up.
i-v1-1900076
FCOM:V1-002
Nov 01 /09
NAVIGATION
Weather Radar- RDR-4A
EFIS Display
There are two bands of range selection: low (1o, 20 and 40) and high (80, 160 and 320).
The update rate depends on the ranges set on the indicator and the EFIS control panels.
If all three ranges are in the same band, then each display will be updated on the left right
and the right-left scan.
If only two ranges are set in the same band, the displays in the same band will be updated
on the sweep to one side and the other screen will be updated on the return sweep.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Weather Radar- RDR-4A
FCOM:V1-002
Nov 01 /09
NMSand FMS
Either two GNS-X navigation management systems (NMSs) are fitted or two flight
management systems (FMSs) are fitted. There are two FMSs available: a GNS-XLS or a
Collins FMS. The control and display units are on the forward cent re console.
The NMSs and FMSs have a lateral navigation (L NAV) element. Position is determined
from the following sensors:
VOR
DME
IRS
All FMSs also have a GPS sensor. The GPS sensor is an option for the GNS-X NMS
The FMSs also have a vertical navigation (VNAV) element. However, the major element of
the NMSs and the FMSs is the L NAV element. The NMSs and FMSs are known
collectively as L NAVs: L NAV 1 and L NAV 2.
Normally L NAV 1 supplies SG 1 and L NAV 2 supplies SG 2. If one L NAV fails, a transfer
system allows one L NAV to supply both SGs. An L NAV transfer switch is just aft of the
weather radar indicator.
FCOM:V1-002
Nov 01 / 09
Overv iew
Two GNS-X NMSs may be fitted as an option: GNS 1 and GNS 2. An overview schematic
is given in Figure 9.2.1. Each GNS has a navigation management unit (NMU) and a
control and display unit (CDU). The CDUs are on the forward centre console. The NMUs
are in the avionics bay.
There are two types of CDU: a colour CDU and a monochrome CDU. A GNS-X Operator's
Manual contains a full description of the GNS-X and its operation. There is one manual for
the colour CDU version and another for the monochrome CDU version. Each manual has
a report number: 1395 for the colour CDU and 1408 for the monochrome CDU.
Each NMU provides:
Lateral navigation.
Flight planning including fuel planning. Fuel data comes from each PED.
Coupling of the AP/FD to theGNS active flight plan via the FGS LNAV mode.
Display of the flight plan route on the EFIS. This is described in the EFIS topic.
The GNS-X provides great circle navigation from the aircraft's present posit ion direct to any
waypoint or via a flight plan. The system receives inputs from several navigation sensors;
the NMU use the navigation data to calculate a composite position, taking into account the
characteristics of each type of navigation sensor.
Each NMU contains a VORTAC positioning unit (VPU) : VPU 1 for NMU 1 and VPU 2 for
NMU 2. Both VPUs are available to each NMU. The VPUs communicate with the VHF
NAV controller, the DMEs and the VORs.
Both NMUs receive inputs from both IRSs. An opt ional stand alone GPS may be fitted.
The GPS serves both NMUs. Using the navigation sensors, the GNS calculates position
against time and so is able to present track and groundspeed data. The IRSs provide a
heading input, thus theGNS can also calculate drift angle. The ADCs provide a TAS input
to the NMUs; with both heading and TAS inputs, theGNS can also calculate wind velocity.
Each NMU has a navigation database known as the navigation data bank (NOB); the NOB
stores positions, SIDs, STARs and EN-ROUTE airways. The NOB is updated every 28
days.
NMU 1 sends data to the FOR via the FDAU.
Each NMU sends the GNS composite position to the EGPWS.
An intersystem bus allows each NMU to access data from the other NMU.
The HOG reference switch position is sent to both CDUs. With the HOG switch at MAG all
CDU -directions are in degrees magnetic except wind direction, which is in degrees true.
With the HOG switch at TRUE , all directions are in degrees true.
TheGNS can also interface with an optional Airborne Flight Information System (AFIS).
FCOM:V1 -002
Nov 01 /09
NAVIGATION
GNS-X
NMU 1
NMU 2
GPS Sensor
Navigation
Databank
CDU1
Navigation
Database
CDU 2
VPU2
VPU1
IRS 2
DME 1
Functions
Lateral
navlgatJoo
Funotlons
DME2
VOR1
Letefal
navigation
VOR2
NAV 1 Controller
DISplay on EFIS
NAV 2 Controller
FGC LNAV
OlsplliY on EFIS
FGC LNAV
mode
mode
Len PED
R1ght PED
Fuel planning
EGPWC
Fllgh~
planning
Fuel p&aoolilg
Data to ~OR
FGC2
FCOM:V1-002
Nov 01 / 09
NAVIGATION
GNS-X
TUNE - accesses a VHF radio and navigation tuning section. The facility is not
operative on the RJ.
I:D -
Each subsequent press on a section key moves one page forward within the section; when
the last page is reached, the next press accesses the first page again and t he cycle can be
repeated. Next (NXT) and previous (PRY) keys on the left edge of the CDU can be used
to page forwards and backwards through a section.
The display has a bright rectangular cursor; it is placed over a display field to enter or
change the data in that field. There are two cursor control keys, at the bottom left of the
CDU; they are used to move the cursor up and down the display.
There are three keys immediately beneath the data keyboard: HOLD, ENTER and BACK.
HOLD is used to check or update the GNS position. ENTER is used to complete data
entry or complete an entry sequence. The BACK key is used:
To move backwards through the pages of a section.
To delete entries.
The GNS has a message section of pages. A message (MSG) key, with an integral
annunciator, is below the AFIS key. The MSG annunciator alerts the operator to a new
message. Pressing the MSG key opens the appropriate message page.
A space (SP) key is at the bottom right of the alphabetical keyboard. It is inoperative
unless AFIS is fitted.
FCOM:V1 -002
Nov 01 /09
NAVIGATION
GNS-X
Figure 9.2.2 - GNS X Monochrome CDU
Hold key - .
...-Back key
Enter key-.
Next key
Previous key
Message
key&
annunciator
Cursor
control keys
The alphabetical keyboard:
~ The 26 letters
Display
selector keys
Space key
for AFIS
AND
l7>
iv1 1900439
FCOM:V1-002
Nov 01 / 09
NAVIGATION
GNS-X
Colour CDU
The CDU has a colour CRT display and all the necessary controls for system operation.
The controls are all push button switches. Up to 10 lines of information can be displayed;
each line can contain up to 20 characters. The CDU is shown in Figure 9.2.3.
A key marked ON, in the top right corner of the CDU, is used to turn the system on and
off. A BRT key, in the top left corner of the CDU, controls the brightness of the CRT
display.
Below the CRT, there is a group of alpha characters. The group contains a linear
alphabetical keyboard of all 26 letters, a star key, a hash key and a key. A data
keyboard containing the numerals 0 to 9 is to the right of the alphanumeric keyboard. An
ENTER key, below the data keyboard, is used to complete data entry or complete entry
sequences.
On system power up, a test takes place and then the user is presented with an initialisation
page; thereafter system operation is mostly through sections of pages, rather like chapters
in a book. In the left corner of the display is a group of keys known as display selector
keys. The first page of each section is accessed by one of the display selector keys:
AFIS - access the optional AFIS system. A space key (SP) is to the left of the
ENTER key. It is only used if AFIS is fitted.
APCH- accesses an approach section. The facility is inoperative on the RJ.
I:D-
A TUNE display selector key, above the SP key, accesses a VHF radio and navigation
tuning section. The facility is not operative on the RJ.
Each subsequent press on a section key moves one page forward within the section ; when
the last page is reached, the next press accesses the first page again and the cycle can be
repeated. Next (NXT) and previous (PRY) keys on the bottom left of the CDU can be used
to page forwards and backwards through a section.
The display has a yellow rectangular cursor; it is placed over a display field to enter or
change the data in that field . There are two cursor control keys at the bottom left of the
CDU; they are used to move the cursor up and down the display. The cursor can also be
controlled by line select keys: five on the left side of the CRT and five on the right side.
A HOLD key, at the bottom left of the data keyboard is used to check or update the GNS
position. A BACK key, at the bottom right of the data keyboard is used:
To move backwards t hrough the pages of a section.
To delete entries.
FCOM:V1 -002
Nov 01 /09
NAVIGATION
GNS-X
The GNS has a message section of pages. A message (MSG) key is below the right line
select keys, a MSG annunciator is below the left line select keys. The MSG annunciator
alerts the operator to a new message. Pressing the MSG key opens the appropriate
message page.
Figure 9-2-3 - GNS X Colour CDU
Display
brilliance
On/off
switch
Line select
keys
Line select
keys
. ..
Message
key
Message
annunciator
Cursor
control
keys
Previous---4. . ._
page key
NAV
page key~
Display
selector keys
Directto ~
key
Alphabetic~
keys
Enttkey
Back
key
-+-Hold key
+-Space key
Tune key
The numeric keys form
(Display selector key)
the data keyboard
FCOM:V1-002
Nov 01 / 09
NAVIGATION
GNS-X
The monochrome CRT presents green alphanumerics on a black background. When the
cursor is placed on a field, the field's alphanumerics become black on a rectangular bright
green background.
Colour CRT Colours
The CRT colour codes the alphanumeric numeric information; this makes it easier and
quicker to find information on a page.
Magenta is used for the TO waypoint.
Yellow is used for:
Caution messages.
Data entered via the CDU but not yet accepted by the computer.
The date.
Times.
Navigation data.
Fuel data.
Page titles.
Prompts.
When the cursor is placed on a field, a yellow rectangle is placed around the field.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-X
Field
The cursor is normally out of view. It can be brought onto the screen by pressing either of
the cursor control keys. On the colour CDU, the cursor can also be brought on to the
screen by pressing a line select key.
If data is entered into a field, the cursor will either move to the next enterable field or will be
removed from the screen.
If the field blinks after an entry has been anempted, then the entry has not been accepted
by the computer. Reasons for an entry not being accepted are:
The difference between the previous value and the entered value is large and thus
requires verification.
The GNS information and functions are arranged in sections. Sections are made up of
pages. A complete page can be displayed on the CRT screen. Every screen display is a
page.
The three main sections are Navigation, Flight Plan and Planning. A dedicated key is
provided to access the first page of each section: NAV, FPL and PLAN respectively. Each
subsequent press on a section key moves one page forward within the section ; when the
last page is reached , the next press accesses the first page again and the cycle can be
repeated. The BACK key allows the operator to cycle backwards through the pages of a
section.
The NXT key moves forward through a section in the same way as a section key. The
PRV key is used in the same way as the BACK key.
Line Select Keys
Not all the line select keys are active on a particular page. Active keys have dots against
them on the adjacent edge of the CRT. If the dots do not align with the keys, a parallax
adjustment facility can be used to align the display with the keys. The BRT and the P key
are held simultaneously; the cursor control keys are then used to align the display in the
natural sense. Press the ENTER key when the alignment is complete.
Sometimes, a key has two line of data associated with it; the first press of the key puts the
cursor on the higher line; the next press puts the cursor on the lower line.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-X
Data Entry
To enter data, place the cursor over the required field and write the data in with the
alphanumeric keys; the BACK key can be used to erase errors. Finally, press the ENTER
key. If the data entry is a waypoint, a WAYPOINT page appears; once the data is verified,
the ENTER key is pressed again to complete the data entry.
Navigation Data Bank (NOB)
The Navigation Data Bank (NOB) is an integral part of the GNS. The NOB contains up to
80,000 waypoints. The NOB is updated every 28 days using Jeppesen data. The NOB
update is supplied on a floppy disk. The disk data is transferred to the NMUs via a data
loader. All aircraft have a socket on the flight deck to plug in a portable data loader. Some
aircraft have a data loader permanently installed on the flight deck: called an airborne data
loader.
The NOB waypoint categories are:
Non-Directional Beacons .
Runway Thresholds .
Outer Markers .
Intersection/en-route points .
The VHF navigation aids, intersection and en-route waypoints are called by using their
ICAO identifiers. Non-directional beacons are called by adding the letters NB to their ICAO
identifiers.
An ICAO airport identifier will call the associated airport page. The page lists the ARP,
ru nway thresholds and outer markers.
As an option, the NOB can also hold flight plans customised for an operator.
Manual Changes
Some parameters that are normally automatically calculated and displayed can be
manually inserted. Once a manual insertion of a parameter is made, the pilot is
responsible for updating it. A display of (MAN) indicates that the parameter has been
inserted manually.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-X
For a flight plan leg, the start waypoint point is indicated by FR and the end waypoint by
TO.
If the GNS has been set to go direct to a waypoint, there is no FR waypoint. Instead,
DIRECT is displayed.
The track of the active flight plan leg is termed the desired track (DTK).
TK stands for the actual track.
BRG stands for the bearing from the present position to the TO waypoint.
The waypoint in the flight plan immediately after the TO waypoint is termed the next (NX)
waypoint.
The displacement of the aircraft at right angles from the desired track is termed cross track
(XTK) distance.
The GNS has a parallel course procedure. The pilot sets a selected cross track (SXTX)
distance; theGNS then navigates along a track parallel to the DTK at the SXTK distance.
ETE stands for expected time elapsed. GS stands for the ground speed.
MAN stands for manual. MEM stands for memory.
POS stands for present position.
VAR stands for magnetic variation.
WIND stands for the wind vector; it is always given in degrees true followed by a speed in
knots.
WPT stands for waypoint. XFILL stands for cross fill.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-X
Units
With the HOG switch at MAG all directions are in degrees magnetic except wind
direction, which is in degrees true. With the HOG switch at TRUE, all directions are
in degrees true.
Latitude and longitude are given in degrees and minutes. The minutes are rounded
to the first decimal place.
Clock times are given in GMT in hours and minutes; they are only as accurate as
the set GMT.
Time periods are given in hours and minutes except time in DR and time since loss
of power. These are given in minutes.
Weights are in kilograms or pounds -weight units must be checked in the set-up as
they can be switched between kilograms and pounds.
Fuel flows are in kilograms/hour or pounds/hour - fuel units must be checked in the
set-up as they can be switched between kilograms and pounds.
System Power
A momentary press of the ON key turns the GNS ON; the display illuminates at full
brilliance and the MSG annunciator illuminates.
To turn the GNS off, hold the ON key for approximately 3 seconds. To avoid inadvertent
shutdown, a SYSTEM TURNING OFF message is displayed during this period.
The GNS has a standby battery. It is charged by the aircraft power supply. When the
GNS is switched off, the battery preserves some data in memory. The battery also
maintains system operation during short periods of aircraft power loss. A timer protects the
battery against discharge; after one minute of battery operation, the system is automatically
switched off.
Brilliance Control
The BRT key is used to adjust the display brilliance. The first press after power up dims
the display; alternate operations of the key then dim and brighten the display. While the
key is held, the brightness changes until the CRT reaches the lowest or highest illumination
level as appropriate.
System Test
The system performs an extensive test in the 30 seconds after switch on. The screen
display SELF TEST during this period. When the test is complete, an initialisation page is
displayed.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-X
Initialisation Page
Once the test is complete and passed, the initialisation page is displayed. It contains:
The date.
The ICAO code for the closest airport to the power down position.
Once date, time and position are entered, the GNS will automatically advance to the flight
plan section. The initialisation page cannot be recalled. However, if time and date need
adjustment, they can be adjusted on a page in the planning section.
Flight Plan Section
The flight plan section of memory allows up to 56 flight plans with up to 50 waypoints in a
flight plan; however, the maximum number of different waypoints allowed in the flight plan
section is 999.
There are six types of flight plan page
A flight plan is selected and made the active flight plan. If a suitable flight plan is not
stored, one can be created. If a stored flight plan is almost what is wanted, it is made the
active flight plan and then modified.
Waypoint Alert
When within 30 seconds of the TO waypoint, the GNS enters a waypoint alert phase. A
systems message WPT ALERT is given and information about the next waypoint is added
to the NAV pages. A WPT legend is displayed on the EFIS ND.
Leg Changing
The GNS has two leg-changing modes: manual (MAN) and automatic (AUTO). A field
containing either AUTO or MAN at the bottom of NAV page 1 indicates the mode.
In the automatic mode, the GNS will automatically make leg changes to follow the active
flight plan.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-X
Navigation Section
There is a fifth navigation page (NAV 5) if AFIS is fitted. It is a flight plan progress page.
Items common to the first three NAV pages are:
During waypoint alert: distance and desired track to the next waypoint.
The leg change status: MAN or AUTO. The status can be changed on this page.
Drift.
Magnetic variation.
NAV 4 contains:
An IDENT field. This is the identifier of a fix to be over flown for a position update.
The radial distance of each position sensor from the composite position.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-X
Navigation Sub-sections
There is a sub section for each of the navigation sensors. The first page of a sub-section
is accessed from NAV 4 by placing the cursor over the sensor field and pressing the
ENTER key. When in a sensor sub section, the NAV key pages forward through the
sub-section and the BACK key backwards through the sub section. If the NAV key is
pressed when on the last page of a sub section, NAV page 4 is accessed. If the BACK key
is pressed when on the first sub section page, NAV page 4 is accessed.
Fence
The current FArrO leg from the originally selected active flight plan when the TO
waypoint is not on th at flight plan.
When navigating from above and towards the fence, auto-leg change beyond the waypoint
just above the fence is inhibited. A manual leg change has to be made to cross the fence.
Auto leg changes are then possible.
Direct To
When the Direct key is pressed, a page listing active flight plan waypoints from the current
TO waypoint onwards is displayed. The cursor is positioned over the current TO waypoint.
The cursor can be moved to the desired TO point using the cursor control keys in the
natural sense. Pressing the ENTER key will set the GNS on a direct track to the desired
waypoint ; the CDU will display NAV page 1.
If the desired waypoint is not in the active flight plan, the waypoint can be entered on the
DIRECT page using the procedures for modifying flight plans. Once the ENTER key is
depressed, the GNS will navigate directly to the desired waypoint and the CDU will display
NAV page 1. Making a leg change in this way should not create a fence in the active flight
plan.
A direct to leg change can also be made on any NAV page with a FArro field. However, if
the TO waypoint is not in the active flight plan, a fence will be created in the active flight
plan.
FGS Direct To
Once the ENTER key is pressed to complete a DIRECT TO procedure, theGNS lays down
a track from the present position to the new iO waypoint. If a large heading change is
required to turn towards the new TO waypoint, the aircraft can become well off track in the
turn. The GNS often tries to regain its laid down track at a large cutting angle, rather than
rolling out of the turn tracking towards the TO waypoint. This inelegant behaviour can be
overcome by making another DIRECT iO just before the heading reaches that required to
track towards the TO waypoint. The DIRECT TO can be prepared, leaving just the last
press of the ENTER key to be made at the required roll out heading.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-X
Planning Section
There are six planning pages: PLAN 1 to PLAN 6. Four of these are status pages. The
other two can be set to give planning information about the active flight plan or any other
route. An input from the aircraft engine fuel flow indication system is used to present fuel
flow and fuel used data. The system does not take account of APU fuel flow. Pilot inputs
of fuel contents, basic operating weight and payload are required in the GNS setting up
procedure.
PLAN 1 Page
PLAN 2 is the TRIP PLAN page; PLAN 3 is the FUEL PLAN page. These pages are
associated with either the active flight plan or a stored flight plan. The flight plan is
identified by:
"A" for the active flight plan. The stored flight plan number for a non active flight
plan.
The ground speed. It will be followed by MAN if it has been manually entered.
The distance and time to destination from the current position following the flight
plan route.
The fuel required from current position to destination following the flight plan route.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-X
The trip plan and fuel plan pages provide the capability to calculate information about the
active flight plan, stored flight plans, DIRECT TO legs or random legs. These calculations
do not affect any of the system's navigation functions.
The trip and fuel plan pages should be considered as a pair of plan pages. When one of
the pair is accessed from a page not a member of the pair, the displayed information
relates to the active flight plan. When changes are made to one of the pair, they are
reflected on the other member of the pair. Moving directly between each member of the
pair does not cause a data change on either of the pages. However, moving to any other
display, apart from the MSG section, causes any changes to be lost as, on return, the
active flight plan data is displayed.
When the active flight plan is being displayed on the plan pages, an automatic leg change
made on the navigation pages is not reflected on the plan pages.
If a FR waypoint is displayed, the start point for distance, time and fuel calculations is the
FR waypoint displayed on the PLAN page.
If DIRECT is displayed on the PLAN page:
For calculations through the flight plan, the route is from the current position to the
plan page displayed TO waypoint and then on through the flight plan.
If the active flight plan is being displayed on the plan page, then , when the aircraft passes
the trip/fuel plan TO point:
PLAN 4 Page
PLAN 4 is the FUEL FLOW page. It displays the fuel flow of each engine and the total
engine fuel flow.
PLAN 5 Page
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-X
PLAN 6 Page
The weight of fuel on board. The value entered by the pilot minus fuel used since
the entry.
The gross weight - basic operating weight plus payload plus fuel on board.
Waypoint Pages
Offset waypoints.
Waypoint pages can be accessed from the INITIALIZATION, FPL, NAV, TR IP PLAN, FUEL
PLAN, HOLD and DIRECT TO pages.
Duplicate Waypoints
A waypoint in the NOB is described as duplicate if its identifier is the same one or more
other waypoints in the NOB. When a duplicate waypoint is called up, the waypoint nearest
the aircraft will be displayed first. The BACK key is used to toggle through a list of
duplicate waypoints.
Pilot Generated (Personalised) Waypoints
The ICAO identifiers stored in the NOB cannot be used to identify a personalised
waypoint. To create a personalised waypoint, an alphanumeric identifier of up to six
characters is entered. The personalised waypoint page will be displayed; the page
contains a position (POS) field. If the identifier has already been assigned, its position is
displayed in the field ; otherwise the field is blank.
A personalised waypoint will only be retained on system power down if the waypoint is
listed on a stored flight plan page.
Offset Waypoint
An offset waypoint is a waypoint that is on a given radial and at a given distance from a
known waypoint. The known waypoint is termed the parent waypoint. The parent way
point may be a stored personalised waypoint, a data base waypoint or a special waypoint.
Appending an asterisk to the parent waypoint identifier identifies the offset waypoint.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-X
Obsolete Waypoints
An obsolete waypoint is one that has been placed on a stored flight plan from the NOB but
is not on the currently installed Jeppesen Data Base. An obsolete way point can only be
accessed by verifying an existing waypoint on a flight plan; it will be lost once its last
occurrence on a flight plan has been removed.
Special Waypoints
#0, #1 and #OFF are defined automatically by the system and are called special waypoints.
#0 is the position where the last DIRECT waypoint leg change was made.
#1 is the position where the HOLD page was last accessed.
#OFF is the last known position on loss of power.
HOLD Page
The hold page provides the means of checking and updating the system position. It is
accessed by pressing the HOLD key.
Pseudo-VORTAC
A pseudo-VORTAC is just a defined track to a waypoint; the waypoint can be any GNS
waypoint, not necessarily a VOR. TheGNS then treats this track as if the TO waypoint is a
VOR and the track is the required inbound course.
The leg change mode is automatically set to MAN once a pseudo-VORTAC is set.
However the mode may be reselected to AUTO if desired.
Parallel Course
The parallel course procedure is used to establish steering commands to a track parallel to
the current leg but offset from it.
With parallel course selected, the cross track distance (XTK) remains referenced to the
original track. BRG, DIS and ETE remain referenced to the TO waypoint.
Message Section
A message section holds active system and sensor messages. A MSG key accesses the
section. The key toggles through the message pages. In most cases when a new
message is given, the MSG key will flash. The warning is repeated by a MSG legend on
the EFIS ND. The possible messages are given in the Operator's Manual.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-X
The VPU
Each GNS has a VPU: VPU 1 for GNS 1 and VPU 2 for GNS 2. The VPUs takes inputs
from DME 1, DME 2, VOR 1 and VOR 2.
Each DME has five channels: channel 1 to channel 5. VHF NAV 1 controller tunes channel
1 of DME 1; VPU 1 tunes channels 2 to 5 of DME 1. VHF NAV 2 controller tunes channel
1 of DME 2; VPU 2 tunes channels 2 to 5 of DME 2.
VPU 1 uses all five channels from DME 1 and channel 1 from DME 2. VPU 2 uses all five
channels from DME 2 and channel 1 from DME 1. Thus each VPU has up to six DME
ranges to calculate position.
The VOR bearings associated with the frequencies set on number 1 and 2 VHF NAV
controllers are also sent to both VPUs. However the VOR bearings are only used if the
VOR has a collocated DME and this DME is being received.
A VPU can operate in two modes: DMEIDME or VOR/DME. In the DMEIDME mode, fixing
is primarily made using the DME ranges. In the VOR/DME mode, heavy reliance is made
on VOR bearing.
VPU accuracy is normally very good when enough DME stations are in range to allow the
VPUs to be in the DME/DME mode and there are good geometric cuts on the circular lines
of position. In these cases, the accuracy of the VPUs and the accuracy of the GPS are
similar. When DME coverage is sparse, the VPUs may drop into the VORIDME mode. In
this mode the accuracy is degraded; however it is no worse than pilot navigation using
VOR bearing and DME distance.
On most routes, the VPUs will perform well for the bulk of the flight. However at low
altitude, fewer DME stations will be in range and the accuracy may suffer.
TheGNS assigns a quality factor to VPU position. The quality factor is between 2 and 99
inclusive; the best quality factor is 2; a figure of 99 indicates that the VPU is in its DR
mode.
A quality factor reference value can be entered through the CDU. If the GNS assigned
value exceeds the reference value, a VPU QUALITY sensor message is given.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-X
GPS
The GPS sensor is an option. It is contained in a Global Positioning Unit (GPU) in the
avionics bay. The GPS antenna is on the top of the left wing. The antenna is connected to
the GPU via a down converter. The antenna receives the satellite signals; they are then
amplified in the down converter and passed to the GPU for processing. The GPU supplies
GPS position to both NMUs via ARINC 429 digital busses.
GPS position is computed once the following have been verified or entered via the CDU:
GMT.
Date.
Position.
The GPU can assess all GPS satellites that are in view of the antenna. However, the GPU
can only use up to five satellites for navigation at one time.
The GPU has five continuous tracking receivers. These allow the GPU to track up to five
GPS satellites. Track is the GNS term for using a satellite for navigation.
The GPU measures the quality of the computed GPS position. The measure is termed
Geometric Dilution of Precision (GDOP). GDOP ranges from 1 to 99: the best quality is 1
and the worst is 99.
For the GPS to enter its navigation mode, at least three satellites must be tracked. If only
three are tracked, an altitude input is required.
If five satellites are being tracked an altitude input is not required. If only four are being
tracked and the GDOP is 15 or greater, an altitude input is required; if only four satellites
are being tracked and the GDOP less than 15, an altitude input is not required.
Normally the altitude input is automatically provided by the ADCs. However, altitude can
also be entered manually via the CDU. If manual altitude is made, it must be verified every
five minutes; if it is not, the GPS position will not be used.
IRS
The IRSs are fully described in the IRS chapter. They are autonomous navigation sensors
but they rely on an accurate starting position. The starting position is provided by the GNS
during the initialisation process. It is important to enter the ramp position accurately during
GNS initialisation.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-X
Composite Position
When the GNS is powered up and initialised, its composite position is the initialised
position modified by integrating the average of the two IRS velocities; the VPU positions
are not used because they can be significantly in error on the ground due to multi path
reception of the signals.
It is important that the ramp position is entered accurately, as it is the starting point for the
IRS position. If the position needs to be updated before take off, do not use the HOLD
facility but perform a downmode align. If the HOLD facility is used, the VPUs will be put in
the navigation mode and thus contribute to the composite position; of course, if VHF NAV
signals are not being received, the VPUs will not be used.
Once airborne, the composite position is the weighted average of the GPS (if fitted) and
the VPU positions smoothed by the average of the two IRS velocities. If both VPUs and
the GPS are lost, theGNS composite position becomes:
UPDATED BY
The change in position found by integrating the average of the two IRS velocities.
If the VHF NAV reception is adequate, the VPUs remain in the navigation mode on landing
and thus still contribute to the composite position. Multi-path reception can corrupt the
position ; this can be avoided by switching the GNSs off and then on during a turn-round.
Dead reckoning (DR) Mode
If position data is not available from the navigation sensors, the system drops into the dead
reckoning (DR) mode. A system message of DR will be given on the message pages. The
message will be one of the following:
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-X
Position Anomaly
Whenever a GNS has had its position updated, it endeavours to send it to the IRSs. If the
lASs are not in align mode, theGNS "remembers" this position and sends it to the IRSs the
next time they are in align mode. A GNS has its position updated when:
If at the departure airfield, the GNS cross-fill is completed after the IRSs have achieved
navigation mode, the departure position will be passed to the IRSs when they are selected
to ALN at destination. The NAV annunciators will then flash because the IRSs fail their
position compare tests. In most cases, entering a correct position on navigation page 4
corrects the situation. However if the GNSs are turned off, before entering a correct
position, and then turned on, they then revert to the departure position. It seems that they
prefer the bogus IRS position to the power off position. Entering a correct position to either
GNS with the IRSs switches at ALN should resolve the situation. This situation can be
avoided completely by, at the departure airfield, selecting ALN initially on the lASs and only
selecting NAV once both the GNSs have been initialised. However if initialisation of one
GNS has occurred after the IRSs achieve navigation mode, turning the GNSs off at
destination before selecting ALN will prevent the GNSs sending the departure position to
the IRSs; thus the GNSs will not revert to the departure position on power up.
If a long power interrupt is experienced at the departure airfield after the IRSs have
achieved navigation mode, both GNSs will try to send a false position to the IRSs when
ALN is selected at destination. A correct position must be entered on navigation page 4 of
each GNS to correct this situation. Again, if the GNSs are turned off and then on without
making a correction, they revert to the destination position, and entering a correct position
to either GNS with the IRSs switches at ALN should resolve the situation. The problem
can be avoided by selecting the GNSs off before selecting the IRSs to ALN, as the false
position will not be passed to the lASs.
Similar effects can be seen if, with the IRSs in navigation mode, theGNS is updated at any
time via navigation page 4 or using the hold facility. The reversion position is the updated
position rather than the departure position.
Power Supplies
FCOM:V1-002
Nov 01 /09
Overv iew
Two GNS-XLSs may be fitted as an option: GNS 1 and GNS 2. An overview schematic is
given in Figure 9.3.1 . Each GNS is a single box including its control and display unit
(CDU). The GNSs are installed on the forward centre console. GNS 1 on the left and
GNS 2 on the right. There are two standards of GNS-XLS: one capable of BRNAV
certification and another capable of PRNAV certifica1ion.
A GNS-XLS Operator's Manual contains a full description of the GNS-XLS and its
operation. There is one manual for the BRNAV version and another for the P-RNAV
version. Each manual has a report number: 006-0845-0000 for the BRNAV version and
006-18314-0000 for the P-RNAV version.
Each GNS provides:
Lateral navigation.
Flight planning including fuel planning. Fuel data comes from each PED.
Coupling of the AP/FD to theGNS active flight plan via the FGS LNAV mode.
Display of the flight plan route on the EFIS. This is described in the EFIS topic.
The GNS provides great circle navigation from the aircraft's present position direct to any
waypoint or via a flight plan. The system receives inputs from several navigation sensors;
the GNS uses the navigation data to calculate a composite position, taking into account the
characteristics of each type of navigation sensor.
Each GNS contains a GPS sensor: GPS 1 in GNS 1 and GPS 2 in GNS 2. GPS 1 is only
available to GNS 1; GPS 2 is only available to GNS 2.
Each GNS contains a VORTAC positioning unit (VPU) : VPU 1 for GNS 1 and VPU 2 for
GNS 2 Both VPUs are available to each GNS. The VPUs communicate with the VHF NAV
controller, the DMEs and the VORs.
Both GNSs receive inputs from both IRSs.
Using the navigation sensors, the GNS calculates position against time and so is able to
present track and groundspeed data. The IRSs provide a heading input, thus the GNS can
also calculate drift angle. The ADCs provide a TAS input to the GNSs; with both heading
and TAS inputs, the GNS can also calculate wind velocity.
Each GNS has a navigation database known as the navigation data bank (NOB) ; the NOB
stores positions, SIDs, STARs, approaches and en route airways.
GNS 1 sends data to the FOR via the FDAU.
Each NMU sends the GNS composite position to the EGPWS.
An intersystem bus allows each GNS to access data from the other GNS.
The HOG reference switch position is sent to both CDUs. With the HOG switch at MAG all
CDU directions are in degrees magnetic except wind direction, which is in degrees true.
With the HOG switch at TRUE, all directions are in degrees true.
FCOM:V1 -002
Nov 01 /09
NAVIGATION
GNS-XLS
Chapter 19 Topic 9 .3
Page 2
GPS antennas
GPS1
GNS..XLS 2
GPS2
If--
VPU2
VPU1
IRS 1
Navigation
Databank
IRS 2
Navigation
Database
DME 1
DME"2
Fwnctlons
Fundions
VOR1
Lateral
navigation
VertJcal
navigation
Laleml
VOR2
navigabon
NAV 1 C(lfltrol'-r
Vertical
NAV 2 Control'-r
navlgabon
Display on I;FlS
ADC 1
Drsplay on EFIS
FGC LNAV
ADC2
FGCLNAV
mode
Flight planning
Fool planning
EGPWC
Loft PED
R1ght PED
mode
Fllgll'lt planning
Fuel planning
h'--- I
Data to FOR
FGC 2
1-v1- 111-1)04 4 1
FCOM:V1-002
Nov 01 / 09
NAVIGATION
GNS-XLS
CDU
The CDU has a colour LCD display and all the necessary controls for system operation.
The controls are all push button switches. Up to 10 lines of information can be displayed;
each line can contain up to 20 characters. The CDU is shown in Figure 9.3.2.
A key marked ON, in the top centre of the CDU, is used to turn the system on and off. A
BRT key, to the right of the ON key, controls the brightness of the LCD display.
Below the LCD, there is a group of alpha characters. The group contains a linear
alphabetical keyboard of all 26 letters, an asterisk key and a space (SP) key. A numeric
keyboard is on the right side of the CDU. It contains the numerals 0 to 9, a hash key and a
key. An ENTER key. below the LCD, is used to complete data entry or complete entry
sequences.
On system power up, a test takes place and then the user is presented with an initialisation
page; thereafter system operation is mostly through sections of pages, rather like chapters
in a book. Above the LCD there is a group of keys known as display selector keys. There
is one more display selector key: a direct to key on the left side of the CDU. The first page
of each section is accessed by one of the display selector keys:
AFIS- access the optional AFIS system. The SP key is only used if AFIS is fitted .
Each subsequent press on a section key moves one page forward within the section ; when
the last page is reached, the next press accesses the first page again and the cycle can be
repeated. Next (NXT) and previous (PRY) keys on the left of the CDU can be used to
page forwards and backwards through a section.
The display has a yellow rectangular cursor; it is p laced over a display field to enter or
change the data in that field . The cursor is controlled by line select keys : five on the left
side of the LCD and five on the right side.
A HOLD key is just to the top right of the LCD; the key has two functions:
To access a holding pattern page.
To access a position fix page.
FCOM:V1 -002
Nov 01 /09
NAVIGATION
GNS-XLS
Chapter 19 Topic 9 .3
Page 4
To delete entries.
Hold key
Message
annunciator
Message key
Previous key
--+:~
-1:
Next key
Direct to key
>
>
FCOM:V1-002
Nov 01 / 09
NAVIGATION
GNS-XLS
LCD Colours
The LCD colour codes the alphanumeric numeric information; this makes it easier and
quicker to find information on a page.
Magenta is used for the TO waypoint.
Yellow is used for :
Data entered via the CDU but not yet accepted by the computer.
The date.
Times.
Altitudes.
Navigation data.
Fuel data.
Page titles.
Prompts.
TheGNS can also interface with an optional Airborne Flight Information System (AFIS).
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-XLS
Field
TheGNS defines a field as a line of information.
Cursor
The cursor is normally out of view. It can be brought onto the screen by pressing an active
line select key.
If data is entered into a field, the cursor will either move to the next enterable field or will be
removed from the screen.
If the field blinks after an entry has been attempted, then the entry has not been accepted
by the computer. Reasons for an entry not being accepted are:
The difference between the previous value and the entered value is large and thus
requires verification.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-XLS
Data Entry
To enter data, place the cursor over the required field and write the data in with the
alphanumeric keys; the BACK key can be used to erase errors. Finally, press the ENTER
key. If the data entry is a waypoint, a WAYPOINT page appears; once the data is verified,
the ENTER key is pressed again to complete the data entry.
Navigation Data Bank (NOB)
The Navigation Data Bank (NOB) is an integral part of the GNS. The NOB contains over
50,000 waypoints. The NOB is updated every month using a PCMIA card. The card is
inserted into the CDU. The NOB waypoint categories are:
Non-Directional Beacons.
Runway Thresholds.
Outer Markers.
The VHF navigation aids, intersection and en route waypoints are called by using their
ICAO identifiers. Non-directional beacons are called by adding the letters NB to their ICAO
identifiers.
An ICAO airport identifier will call the associated airport page. The page lists the ARP,
ru nway thresholds and outer markers.
As an option, the NOB can also hold flight plans customised for an operator.
Manual Changes
Some parameters that are normally automatically calculated and displayed can be
manually inserted. Once a manual insertion of a parameter is made, the pilot is
responsible for updating it. A display of (MAN) indicates that the parameter has been
inserted manually.
Cross-fill
When the navigation or flight plan data in GNS 1 and GNS 2 are dissimilar, a cross fill
facility allows the data in one GNS to be updated with data from the other.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-XLS
For a flight plan leg, the start waypoint point is indicated by FR and the end waypoint by
TO.
If the GNS has been set to go direct to a waypoint, there is no FR waypoint. Instead,
DIRECT is displayed.
The track of the active flight plan leg is termed the desired track (DTK).
TK stands for the actual track.
TKE stands for track angle error. It is the difference between the desired track and the
actual track in degrees.
BRG stands for the bearing from the present position to the TO waypoint.
The waypoint in the flight plan immediately after the TO waypoint is termed the next (NX)
waypoint.
The displacement of the aircraft at right angles from the desired track is termed cross track
(XTK) distance.
The GNS has a parallel course procedure. The pilot sets a selected cross track (SXTX)
distance; the GNS then navigates along a track parallel to the DTK at the SXTK distance.
ETE stands for expected time elapsed.
GS stands for the ground speed.
MAN stands for manual.
MEM stands for memory.
POS stands for present position.
VAR stands for magnetic variation.
WIND stands for the wind vector; it is always given in degrees true followed by a speed in
knots.
WPT stands for waypoint.
XFILL stands for cross fill.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-XLS
Units
With the HOG switch at MAG all directions are in degrees magnetic except wind
direction, which is in degrees true. With the HOG switch at TRUE, all directions are
in degrees true.
Latitude and longitude are given in degrees and minutes. The minutes are rounded
to the first decimal place.
Time periods are given in hours and minutes except time in DR and time since loss
of power. These are given in minutes.
Weights are in kilograms or pounds -weight units must be checked in the set-up as
they can be switched between kilograms and pounds.
Fuel flows are in kilograms/hour or pounds/hour -fuel units must be checked in the
set-up as they can be switched between kilograms and pounds.
System Power
A momentary press of the ON key turns the GNS ON; the display illuminates at full
brilliance and the message annunciator illuminates.
To turn the GNS off, hold the ON key for approximately 3 seconds. To avoid inadvertent
shutdown, a SYSTEM TURNING OFF message is displayed during this period.
The GNS has a standby battery. It is charged by the aircraft power supply. When the
GNS is switched off, the battery preserves some data in memory. The battery also
maintains system operation during short periods of aircraft power loss. A timer protects the
battery against discharge; after one minute of battery operation, the system is automatically
switched off.
Brilliance Control
The BRT key is used to adjust the display brilliance. The first press after power up dims
the display; alternate operations of the key then dim and brighten the display. While the
key is held, the brightness changes until the CRT reaches the lowest or highest illumination
level as appropriate.
System Test
The system performs an extensive test after switch on. The test takes between 30 and 90
seconds depending on the software standard. The screen displays SELF TEST during this
period. When the test is complete, an initialisation page is displayed.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-XLS
Initialisation Page
Once the test is complete and passed, the initialisation page is displayed. It contains:
The date.
The ICAO code for the closest airport to the power down position.
Once date, time and position are entered, the GNS will automatically advance to the flight
plan section. The initialisation page cannot be recalled. However, if time and date need
adjustment, they can be adjusted on a page in the planning section.
Flight Plan Section
The flight plan section of memory allows up to 56 flight plans with up to 50 waypoints in a
flight plan.
There are seven types of flight plan page:
A flight plan is selected and made the active flight plan. If a suitable flight plan is not
stored, one can be created. If a stored flight plan is almost what is wanted, it is made the
active flight plan and then modified.
Waypoint Alert
When within 30 seconds of the TO waypoint, the GNS enters a waypoint alert phase. A
systems message WPT ALERT is given and information about the next waypoint is added
to the NAV pages. A WPT legend is displayed on the EFIS ND.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-XLS
Leg Changing
The GNS has two leg-changing modes: manual (MAN) and automatic (AUTO). A field
containing either AUTO or MAN at the bottom of NAV page 1 indicates the mode.
In the automatic mode, the GNS will automatically make leg changes to follow the active
flight plan.
Navigation Selection
There is a fifth navigation page (NAV 5) if AFIS is fitted. It is a flight plan progress page.
Items common to the first three NAV pages are:
During waypoint alert: distance and desired track to the next waypoint.
The leg change status: MAN or AUTO. The status can be changed on this page.
The CDI sensitivity (en route, terminal or approach) and the ability to manually
change the sensitivity.
Drift.
Magnetic variation.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-XLS
NAV 4 contains:
An IDENT field. This is the identifier of a fix to be over flown for a position update.
The radial distance of each position sensor from the composite position.
Navigation Sub-sections
There is a sub section for each of the navigation sensors. The first page of a sub-section
is accessed from NAV 4 by placing the cursor over the sensor field and pressing the
ENTER key. When in a sensor sub section, the NAV key pages forward through the
sub-section and the BACK key backwards through the sub section. If the NAV key is
pressed when on the last page of a sub section, NAV page 4 is accessed. If the BACK key
is pressed when on the first sub section page, NAV page 4 is accessed. The PREV and
NXT keys can also be used; however, these keys cannot be used to exit the sub section;
the PRV and NXT keys wrap around.
Fence
Fences indicate discontinuities in the flight plan. There are two types of fence:
A fence separating the missed approach waypoint from the rest of the approach. It
is represented by six plus signs (+ + + + + +).
When navigating from above and towards the fence, auto-leg change beyond the waypoint
just above the fence is inhibited. A manual leg change has to be made to cross the fence.
Auto leg changes are then possible.
Direct To
When the Direct key is pressed, a page listing active flight plan waypoints from the current
TO waypoint onwards is displayed. The cursor is positioned over the current TO waypoint.
The cursor can be moved to the desired TO point using the cursor control keys in the
natural sense. Pressing the ENTER key will set the GNS on a direct track to the desired
waypoint; the CDU will display NAV page 1.
If the desired waypoint is not in the active flight plan, the waypoint can be entered on the
DIRECT page using the procedures for modifying flight plans. Once the ENTER key is
depressed, the GNS will navigate directly to the desired waypoint and the CDU will display
NAV page 1. Making a leg change in this way should not create a fence in the active flight
plan.
A direct to leg change can also be made on any NAV page with a FRffO field. However, if
the TO waypoint is not in the active flight plan, a fence will be created in the active flight
plan.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-XLS
Vertical Navigation
The vertical navigation facility is accessed and monitored using the VNAV section.
Altitude constraints associated with SIOs, STARs and approaches are automatically
assigned from the NOB. The constraints on the active flight plan can be manually edited.
For the en route phase, altitude constraints can be manually programmed.
A cruise altitude can be manually entered. From the cruise altitude and the active flight
plan, the system calculates a top of climb (TOC) point and a top of descent (TOO) point.
Where flight plan waypoints have a constraint that requires the waypoint to be crossed at a
particular altitude, the GNS automatically computes the required flight path angle.
A flight path angle can be manually set for a descent. The default value is 3 o; the range
available is from 0.1 tO 6.
Required vertical speed to meet an altitude is displayed on VNAV page 1. This page also
displays the actual vertical speed. VNAV page 1 also displays the vertical deviation from a
flight path. Vertical deviation cannot be displayed on the EFIS vertical deviation indicators.
Heading
Pressing the HOG key selects a HEADING VECTOR page. From this page, theGNS can
be set to command a heading rather than a track. The command can be set:
OR
When the GNS is in the HOG mode, a white HOG annunciator illuminates on the
associated FGS status annunciators. For the FGC to fly this heading, the lateral mode
must be LNAV.
Approaches
Approaches can be added to the active flight plan. When the GNS is in the approach
mode, a green FMS APP annunciator illuminates on the associated FGS status
annunciators.
Planning Section
There are seven planning pages: PLAN 1 to PLAN 8. An input from the aircraft engine fuel
flow indication system is used to present fuel flow and fuel used data. The system does
not take account of APU fuel flow. Pilot inputs of fuel contents, basic operating weight and
payload are required in theGNS setting up procedure.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-XLS
PLAN 1 Page
'A' for the active flight plan. The stored flight plan number for a non active flight
plan.
The ground speed. It will be followed by MAN if it has been manually entered.
The distance and time to destination from the current position following the flight
plan route.
The predicted status of RAIM at the last waypoint on the flight plan.
The fuel required from current position to destination following the flight plan route.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-XLS
The trip plan and fuel plan pages provide the capability to calculate information about the
active flight plan, stored flight plans, DIRECT TO legs or random legs. These calculations
do not affect any of the system's navigation functions.
The trip and fuel plan pages should be considered as a pair of plan pages. When one of
the pair is accessed from a page not a member of the pair, the displayed information
relates to the active flight plan. When changes are made to one of the pair, they are
reflected on the other member of the pair. Moving directly between each member of the
pair does not cause a data change on either of the pages. However, moving to any other
display, apart from the MSG section, causes any changes to be lost as, on return, the
active flight plan data is displayed.
When the active flight plan is being displayed on the plan pages, an automatic leg change
made on the navigation pages is not reflected on the plan pages.
If an FR waypoint is displayed, the start point for distance, time and fuel calculations is the
FR waypoint displayed on the PLAN page.
If DIRECT is displayed on the PLAN page:
For calculations through the flight plan, the route is from the current position to the
plan page displayed TO waypoint and then on through the flight plan.
If the active flight plan is being displayed on the plan page, then, when the aircraft passes
the trip/fuel plan TO point:
PLAN 4 Page
PLAN 4 is the FUEL FLOW page. It displays the fuel flow of each engine and the total
engine fuel flow.
PLAN 5 Page
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-XLS
PLAN 6 Page
The weight of fuel on board. The value entered by the pilot minus fuel used since
the entry.
The gross weight- basic operating weight plus payload plus fuel on board.
TheGNS provides fault detection and exclusion capabilities (FOE) for the GPS; this allows
the GPS to be used as the sole source of navigation in oceanic or remote areas. The GNS
provides a FOE function using receiver autonomous integrity monitoring (RAIM). Satellites
which contain errors are automatically excluded from the GPS position calculation.
The GNS contains an FOE prediction program that predicts the satellite coverage for the
route and whether RAIM will be available. Plan pages 7 and 8 are used to predict the
availability of FOE on a particular route. The prediction can only be made on the ground.
Waypoint Pages
Database generated.
Special.
Offset waypoints.
Waypoint pages can be accessed from the INITIALIZATION, FPL, NAV, TRIP PLAN, FUEL
PLAN , HOLD, HOG and DIRECT TO pages.
Database Generated Waypoints
OR
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-XLS
Duplicate Waypoints
A waypoint in the NOB is described as duplicate if its identifier is the same as one or more
other waypoints in the NOB. When a duplicate waypoint is called up, the waypoint nearest
the aircraft will be displayed first. The BACK key is used to toggle through a list of
duplicate waypoints.
Pilot Generated (Personalised) Waypoints
The ICAO identifiers stored in the NOB cannot be used to identify a personalised
waypoint. To create a personalised waypoint, an alphanumeric identifier of up to six
characters is entered. The personalised waypoint page will be displayed; the page
contains a position (POS) field. If the identifier has already been assigned, its position is
displayed in the field; otherwise the field is blank.
A personalised waypoint will only be retained on system power down if the waypoint is
listed on a stored flight plan page.
Offset Waypoint
An offset waypoint is a waypoint that is on a given radial and at a given distance from a
known waypoint. The known waypoint is termed the parent waypoint. The parent way
point may be a stored personalised waypoint, a data base waypoint or a special waypoint.
An offset waypoint is identified by an asterisk appended to the parent waypoint identifier.
Obsolete Waypoints
An obsolete waypoint is one that has been placed on a stored flight plan from the NOB but
is not on the currently installed Jeppesen Data Base. An obsolete way point can only be
accessed by verifying an existing waypoint on a flight plan; it will be lost once its last
occurrence on a flight plan has been removed.
Special Waypoints
#0, #1 and #OFF are defined automatically by the system and are called special waypoints.
#0 is the position where the last DIRECT TO leg began.
#1 is the position where the POSITION FIX page was last accessed using the HOLD key.
#OFF is the last known position on loss of power.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-XLS
HOLD Key
A HOLD key is just to the top right of the LCD; the key has two functions:
The holding pattern page is accessed if the cursor is placed over a waypoint and the HOG
key is pressed. A holding pattern at this waypoint can be set up on the holding pattern
page.
The position fix page is accessed if the HOLD key is pressed when the cursor is not over a
waypoint. The position fix page provides the means of checking and updating the system
position.
Pseudo-VORTAC
A pseudo-VORTAC is just a defined track to a waypoint; the waypoint can be any GNS
waypoint, not necessarily a VOR. TheGNS then treats this track as if the TO waypoint is a
VOR and the track is the required inbound course.
The leg change mode is automatically set to MAN once a pseudo-VORTAC is set.
However the mode may be reselected to AUTO if desired.
Parallel Course
The parallel course procedure is used to establish steering commands to a track parallel to
the current leg but offset from it.
With parallel course selected, the cross track distance (XTK) remains referenced to the
original track. BRG, DIS and ETE remain referenced to the TO waypoint.
Message Section
A message section holds active system and sensor messages. A MSG key accesses the
section. The key toggles through the message pages.
In most cases when a new message is given, the message annunciator will flash. The
warning is repeated by a MSG legend on the EFIS NO. The possible messages are given
in the Operator's Manual.
IRS
The IRSs are fully described in the IRS chapter. They are autonomous navigation sensors
but they rely on an accurate starting position. The starting position is provided by the GNS
during the initialisation process. It is important to enter the ramp position accurately during
GNS initialisation.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-XLS
GPS
Each GNS has a GPS sensor. Each GNS has eight channels. Each GNS can track up to
eight satellites at a time. The GPS antennas are on the top of the wing: the left wing for
GPS 1 and the right wing for GPS 2.
The GPU can assess all GPS satellites that are in view of the antenna. However, the GPU
can only use up to eight satellites for navigation at one time.
The GPU has eight continuous tracking receivers. These allow the GPS to track up to
eight satellites at a time. Track is the GNS term for using a satellite for navigation.
For the GPS to enter its navigation mode, at least three satellites must be tracked. If only
three are tracked, an altitude input is required. The altitude input is automatically provided
by the ADCs.
VPU
Each GNS has a VPU: VPU 1 for GNS 1 and VPU 2 for GNS 2. The VPUs take inputs
from DME 1, DME 2, VOR 1 and VOR 2.
Each DME has five channels: channel 1 to channel 5. VHF NAV 1 controller tunes channel
1 of DME 1; VPU 1 tunes channels 2 to 5 of DME 1. VHF NAV 2 controller tunes channel
1 of DME 2; VPU 2 tunes channels 2 to 5 of DME 2.
VPU 1 uses all five channels from DME 1 and channel 1 from DME 2. VPU 2 uses all five
channels from DME 2 and channel 1 from DME 1. Thus each VPU has up to six DME
ranges to calculate position.
The VOR bearings associated with the frequencies set on number 1 and 2 VHF NAV
controllers are also sent to both VPUs. However the VOR bearings are only used if the
VOR has a co located DME and this DME is being received.
A VPU can operate in two modes: DMEIDME or VOR/DME. In the DMEIDME mode, fixing
is primarily made using the DME ranges. In the VOR/DME mode, heavy rel iance is made
on VOR bearing.
VPU accuracy is normally very good when enough DME stations are in range to allow the
VPUs to be in the DME/DME mode and there are good geometric cuts on the circular lines
of position. In these cases, the accuracy of the VPUs and the accuracy of the GPS are
similar. When DME coverage is sparse, the VPUs may drop into the VORIDME mode. In
this mode the accuracy is degraded; however it is no worse than pilot navigation using
VOR bearing and DME distance.
On most routes, the VPUs will perform well for the bulk of the flight. However at low
altitude, fewer DME stations will be in range and the accuracy may suffer.
TheGNS assigns a quality factor to VPU position. The quality factor is between 2 and 99
inclusive; the best quality factor is 2; a figure of 99 indicates that the VPU is in its DR
mode.
A quality factor reference value can be entered through the CDU. If the GNS assigned
value exceeds the reference value, a VPU QUALITY sensor message is given.
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-XLS
Composite Position
If RAIM is available, the composite position is the GPS position. If RAIM is not available,
the position will be a blend of the GPS position and the VPU position.
IRS position is not used in the determination of the composite position.
On the ground after initialisation until take off:
The VPU positions are not used because they can be significantly in error on the
ground due to multi path reception of the signals.
If the GPS is not available, the composite position is the initialised position modified
by integrating the average of the two IRS velocities.
It is important that the ramp position is entered accurately, as it is the starting point for the
IRS position. If the position needs to be updated before take off, do not use the HOLD
facility but perform a downmode align. If the HOLD facility is used, the VPUs will be put in
the navigation mode and thus may contribute to the composite position; of course, if VHF
NAV signals are not being received, the VPUs will not be used.
If both VPUs and the GPS are lost, theGNS composite position becomes:
UPDATED BY
The change in position found by integrating the average of the two IRS velocities.
If the VHF NAV reception is adequate, the VPUs remain in the navigation mode on landing
and thus may still contribute to the composite position. Multi-path reception can corrupt the
position; this can be avoided by switching the GNSs off and then on during a turn-round.
Dead Reckoning (DR) Mode
If position is not available from the GPS and VPUs and IRS velocity is not available, the
system drops into the dead reckoning (DR) mode. A system message of DR will be given
on the message pages. The message describes the method of DR. The message will be
one of the following:
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-XLS
Position Anomaly
Whenever a GNS has had its position updated, it endeavours to send it to the IRSs. If the
IRSs are not in align mode, theGNS "remembers" this position and sends it to the IRSs the
next time they are in align mode. A GNS has its position updated when:
If, at the departure airfield, the GNS cross-fill is completed after the IRSs have achieved
navigation mode, the departure position will be passed to the IRSs when they are selected
to ALN at destination. The NAV annunciators will then flash because the IRSs fail their
position compare tests. In most cases, entering a correct position on navigation page 4
corrects the situation. However if the GNSs are turned off, before entering a correct
position, and then turned on, they then revert to the departure position. It seems that they
prefer the bogus IRS position to the power off position . Entering a correct position to either
GNS with the IRSs switches at ALN should resolve the situation. This situation can be
avoided completely by, at the departure airfield, selecting ALN initially on the IRSs and only
selecting NAV once both the GNSs have been initialised. However if initialisation of one
GNS has occurred after the IRSs achieve navigation mode, turning the GNSs off at
destination before selecting ALN will prevent the GNSs sending the departure position to
the IRSs; thus the GNSs will not revert to the departure position on power up.
If a long power interrupt is experienced at the departure airfield after the IRSs have
achieved navigation mode, both GNSs will try to send a false position to the lliSs when
ALN is selected at destination. A correct position must be entered on navigation page 4 of
each GNS to correct this situation. Again, if the GNSs are turned off and then on without
making a correction, they revert to the destination position. Again, entering a correct
position to either GNS with the IRSs switches at ALN should resolve the situation. The
problem can be avoided by selecting the GNSs off before selecting the IRSs to ALN, as the
false position will not be passed to the IRSs.
Similar effects can be seen if, with the IRSs in navigation mode, theGNS is updated at any
time via navigation page 4 or using the hold facility. The reversion position is the updated
position rather than the departure position.
Power Supplies
FCOM:V1-002
Nov 01 /09
NAVIGATION
GNS-XLS
FCOM:V1-002
Nov 01 /09
Overview
Two FMSs may be fitted as an option: FMS 1 and FMS 2. An overview schematic is given
in Figure 9.4.1 . A full description of the FMS is given in the Pilot's Guide. Each FMS
provides:
Lateral navigation.
Vertical navigation.
Flight planning including fuel planning. Fuel data comes from each PED.
Coupling of the AP/FD to the FMS active flight plan via the FGS LNAV mode.
Display of the flight plan route on the EFIS.
The MCDUs are on the forward centre console. The GNLUs are in the avionics bay.
Each GNLU has a GPS sensor and a flight management computer (FMC). Each GPS
sensor has a dedicated GPS antenna on the upper wing surface. The FMC has two prime
functions: navigation and flight management.
The navigation function uses data from the GPS sensor and the aircraft navigation
sensors: IRS, VOR and DME. The FMC calls the position derived from the VORIDME
RADIO. Using the sensor data, the FMC:
Calculates a composite aircraft position: the F MC position.
A performance database.
Each GNLU is connected to both MCDUs. One GNLU is the master and the other is the
slave. If the master GNLU fails, the slave GNLU takes over with no loss of flight plan
progress.
The position of an LNAV transfer switch on the centre console determines which GNLU is
to be the master. The switch has three positions: LNAV 1, SPLIT, LNAV 2 . The switch is
normally set to SPLIT; at SPLIT and LNAV 1, GNLU 1 is the master; at LNAV 2, GNLU 2 is
the master.
Each GNLU sends FMS posi1ion and GPS position to the EGPWS.
GNLU 1 sends data to the FOR via the FDAU.
The MCDU can also be used to control an optional ACARS.
FCOM:V1002
Nov 01/09
NAVIGATION
Collins FMS
GNLU 1
GNLU 2
MCDU 2
GPS
Sensot
SPUT
LKAV
1l i.J'IAV
~t/JJ Z
GPS
Sensor
tfavigado n
Database
Performance
Database
IRS 1
IRS2
DME1
FM C
Navigation
Database
Performance
Database
DME2
Functlof!S
Functions
VOR 1
lateral
naVigation
VOR2
Lateral
nav.gabon
VertiCal
nav!Qatlon
NAV 1 Controller
Display Qn EFIS
ADC 1
Display on EFIS
FGC LNAV
ADC2
~OLNAV
mode
Flight planning
2 Controller
l d1 PFD
Roght PED
VertiCal
navl{labon
mode
F. gl\1 planning
Fuel ptannmg
Fuel plann og
POsition to
Position to
Gf:>INS
GPWS
Data to FOR
FGC2
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Collins FMS
MCDU
The MCDU is the interface between the crew and the GNLU; it is shown in Figure 9.4.2.
The major part of the MCDU is the colour LCD display. It displays alphanumeric data on
14 lines; each line can display up to 24 characters Each full display is called a page.
Pages are arranged in subjects; sometimes a subject has only one page. There are five
areas on every page: information and data entry, page title, page number, data status and
scratchpad. Text is generally white but colour is used to highlight information: amber for
alerts, magenta for active information and cyan for missed approach information.
The data status area indicates whether the data is active (ACT) or has been modified but
not made active (MOD). The scratchpad is used to display: messages, keyboard entries
and data that is being moved from one line to another.
At the side of the display are line select keys; they are used to: accept data entry, execute
functions and display data.
Above the display is a row of mode keys. There are also mode keys in the row of keys
directly beneath the display. There is one mode key (ATC) above the right line select
keys. The mode keys provide direct access to FMS pages. The NAV RAD and ATC mode
keys are not active in the RJ.
There are six function keys in the row immediately beneath the display:
The DEL key is used to enter DELETE in the scratchpad. With DELETE in the
scratchpad, pressing a line select key deletes data from the data field in the
associated line.
The BRT and DIM keys, immediately below the left line select keys, are used to control the
brilliance of the display.
Below the DIM key, there are two annunciators: amber MSG and white CALL. The MSG
annunciator indicates that there is a message in the scratchpad. If the message is an alert,
MSG is annunciated on both EFIS NOs.
The MCDU can be interfaced with other aircraft systems. If one of these systems is
waiting to display information on the MCDU, the CALL annunciator illuminates.
The brightness of the MCDU annunciators is controlled by the BRT/ DIM switch on the flight
annunciator panel. The MCDU keyboard lighting is controlled by the FWD CONSOLE
dimmer.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Collins FMS
Mode keys
l
J
Line select
keys
Line select
Display
brilliance
+ tJumeric+
Lkeys:J
Alphabetical keys
__t
--+-
Previous
pagekey-+-
Clear key
tI
l Mode j
keys
Execute key
Space key
il/1 -1900444
FCOM:V1-002
Nov 01 / 09
NAVIGATION
Collins FMS
Mode Keys
The MCDU mode keys provide direct access to the FMS pages.
The INIT REF key selects one of three pages depending on the aircraft status. On the
ground after turning the FMS on, the first use of the key selects a position initialisation
page; after the position has been initialised, use of the key on the ground selects a
performance initialisation page. In flight, the key selects an approach reference page.
The RTE key selects the first page of a series of route pages. The route pages are used to
select a stored company route from the database or to manually enter a route. The flight
plan can be edited from these pages.
The LEGS key selects the first page of a series of route legs pages. The page displays
detailed data about the legs of the flight plan; the page also allows the flight plan to be
modified. Navigation direct to a waypoint on the active flight plan or to intercept a leg of
the active flight plan can be selected on the route legs pages.
The DEP ARR key selects the departure and arrival index page. The index page is used to
select departure and arrival procedure pages. The departure pages allow SIDS and
transitions for the departure airport to be entered into the flight plan. The arrival pages
allow STARS and transitions for the destination airport to be added to the flight plan.
The VNAV key selects advisory VNAV data pages. There are three pages: climb, cruise
and descent. The applicable page is selected automatically.
The HOLD key selects pages that allow a holding pattern fix point and associated
parameters to be entered.
The MENU key selects a menu page from which systems interfaced to the MCDU can be
accessed. For the RJ, the menu items are FMC and the optional AGARS.
The ATC key is inoperative in the RJ installation; in installations where it is used, its
function is to give direct data link access to air traffic control.
The NAV RAD key is inoperative in the RJ installation; in installations where it is used, its
function is to select pages that allow the radio navigation aids to be tuned from the MCDU.
The PROG key selects the first progress page; the page displays current dynamic flight
information.
The mode keys allow direct access to some pages; however there are other pages that
can only be accessed using the line select keys. The line select keys can also be used to
select the pages that can be directly accessed by the mode keys.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Collins FMS
Alphanumeric Keys
Pressing a key engraved with a letter enters the associated letter into the scratchpad.
Pressing a key engraved with a numeral enters the associated numeral into the
scratchpad.
When the +1- key is first pressed during a numeric entry, a minus symbol (-) is entered into
the scratchpad; a second press, enters a plus symbol (+) into the scratch pad. For text
entries, the key is used to enter a hyphen.
When the key engraved with a dot is pressed, a decimal point is entered into the
scratch pad.
Messages
The FMS displays messages in the MCDU scratchpad. There are two categories: alerting
and advisory. Alerting messages are in amber text and advisory messages are in white
text. Both types cause the MCDU MSG annunciator to light. The alerting messages also
cause an amber MSG annunciator to appear on both EFIS NOs.
Alerting messages identify a condition that must be corrected before further GNLU guided
flight is advisable or possible. Alerting messages are written in amber text; they appear in
the scratchpad as they occur and displace lower priority messages.
Advisory messages identify entry error or system status. Advisory messages are in white
text with one exception; a "HOLD at XXXX" advisory message is written in amber text.
Advisory messages are not displayed until the scratchpad is clear.
If multiple messages are generated, then they are put in a queue for display in order of
priority; messages that have the same priority are placed in order of occurrence.
Messages can be cleared from the scratch pad by:
Pressing the CLR key removes any message from the scratchpad and places the next
message (if any) in the queue in the scratch pad.
Messages that have been cleared from the scratchpad but whose condition is still active
can be recalled. MESSAGE RECALL pages list the FMS messages that have not been
resolved.
FMS Configuration
An IDENT page allows the FMC configuration to be reviewed and the back up database to
be selected.
The items that can be reviewed are: the hardware configuration, the software configuration,
the aircraft series, the engine type and the effective dates of the navigation databases.
If the active database expires, the back up database may be selected from the IDENT
page.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Collins FMS
Radio Navigation
The RJ has two VOR receivers (VOR 1 and VOR 2) and two DME interrogators (DME 1
and DME 2). Each interrogator has five channels. Each GNLU receives data from both
VOR receivers, from both DME interrogators and tuning information from the VHF NAV
controllers on the glareshield.
The FMS RADIO navigation sensor is based on VOR and DME.
The GNLUs tune channel 1 of each DME to the frequency set on the associated controller.
If the GNLUs fail , the controllers directly tune channel 1. Channel 1 is displayed on the
OBis and the EFIS.
Channels 2 to 5 of both interrogators are automatically tuned by the FMS.
FMC Position
The FMS uses all the navigation sensors to produce a blended or composite position
known as the FMC position. Usually, the GPS sensor is the dominant sensor.
When Receiver Autonomous Integrity Monitoring (RAIM) is available, the GPS sensor is
the only contributor to the FMC position.
If the FMC and GPS position differ by more than 0.5 nm, an amber FMS/GPS CMPRTR
caption illuminates on the CWP.
If any navigation sensors fail, the FMC will compute aircraft position using the available
navigation sensors. The available sensors are used in a fixed order of precedence. The
order of use, from the highest to lowest precedence is:
Two pages are provided to check the status of the navigation sensors: POS REF and POS
SHIFT.
The POS REF page lists the position determined by each of the navigation sensors: IRS 1,
IRS 2, GPS 1, GPS 2 and RADIO. The FMC position is also listed. The FMC computed
ground speed and the IRS computed ground speed are also listed.
The POS SHIFT page shows the relative position of each sensor position to the FMC
position. The relative position is shown as a range and bearing.
The FMC position can be updated to any one of the navigation sensor positions from the
POS SHIFT page.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Collins FMS
Fuel Calculations
The fuel planning calculations are based on the current fuel total and the predicted fuel
flows. These are based on the flight plan and the predicted performance for the aircraft
weight and the atmospheric conditions.
Pre-flight Set-up
Position Initialisation
The POS INIT page is used to input the ramp position. It is important that the ramp
position is entered accurately, as it is the starting point for the IRS position. The position
can be entered manually as a latitude and longitude or as an airport gate reference. The
GPS or last FMS position can also be used.
The page is also used to enter the heading for an IRS that is in attitude mode.
Flight Plan
The route, route legs, departure and arrival pages are used to load a flight plan. Flight
plans can be loaded from a store of company routes or they can be manually created. The
flight plan elements generally come from the navigational database. However the crew can
also create "pilot" defined waypoints.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Collins FMS
Performance Initialisation
The
The aircraft weight. Either zero fuel weight or gross weight is entered. Only one is
required; the FMS calculates the other from the fuel weight received from the PED.
Zero fuel weight, gross weight and the fuel weight from the PED are displayed on
the PERF INIT page.
Reserve fuel weight. The reserve fuel is used to determine when a USING RSV
FUEL message is displayed on the MCDU.
The cruise altitude. The cruise altitude may be preset if a stored route has been
loaded.
The outside air temperature at the cruise level or the ISA temperature deviation at
the cruise level. Only one is required; the other is calculated by the FMS.
Transition altitude. Transition altitudes are stored in the navigation data base; so it
is normally only necessary to check that the indicated value is correct. Sometimes,
a transition altitude is not available from the database, in this case the displayed
transition altitude defaults to 5 ooo ft or 18 ooo ft. In any case, the transition
altitude can be modified via the PERF INIT page.
If a flight is being planned and the aircraft has not been refuelled, planned fuel can be
entered on the PERF INIT page. The performance calculations are made based on this
weight. The performance calculation reverts to actual fuel contents as soon as an aircraft
weight is entered or the aircraft becomes airborne.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Collins FMS
Flight Progress
The flight can be monitored via a progress page. The layout of the page is similar to the
format of a position report.
The information displayed is:
Lateral Navigation
The GNLU calculates a lateral reference path for the selected flight plan. Cross track
distance from the reference path is shown in nautical miles on the MCDU.
The flight plan is displayed on the EFIS NOs when they are in the MAP or PLAN format.
The ND course deviation indicator and the PFD lateral deviation indicator display cross
track distance when LNAV is selected.
The FGS can be coupled to the GNLU via the FGS LNAV mode. GNLU 1 is used if the
FGS is engaged using the MCP NAV 1 selector; GNLU 2 is used if the FGS is engaged
using the MCP NAV 2 selector.
With LNAV selected on the MCP, roll steering commands are sent to the FGS to provide
LNAV coupled guidance in either of the following cases:
..
With LNAV selected on the MCP, the LNAV remains armed if both the following conditions
are true:
FCOM:V1-002
Nov 01 /09
NAVIGATION
Collins FMS
Missed approach guidance is given when TOGA is selected or the aircraft passes the
missed approach point.
Vertical Navigation
Vertical navigation has three modes: climb, cruise and descent.
In climb mode, the system defaults to a standard speed schedule:
280 kt from 10 000 ft to the altitude at which 280 kt and 0.66 M are coincident,
about FL 240.
Thereafter, 0.66 M.
During the climb, an indication of distance to and time to the top of climb is given.
At the top of climb, the FMS automatically goes to the cruise mode. The default speed
schedule is:
The top of descent (TOO) point is based on a 3 o slope projected back from the destination
runway; the TOO point may be modified by route constraints. The FMS does not enter the
descent mode until the MCP altitude selector is set to below the aircraft actual altitude.
The default descent speed schedule is 0. 7 M/290 kt to FL 100 and 250 kt below FL 100.
The target speeds used by the FMS will be further modified by any constraints on the
route.
The speed schedules for the climb, the cruise and the descent can be manually modified
through the MCDU.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Collins FMS
Holding
The FMS has a holding pattern function. Holding patterns can be entered into the flight
plan.
Holding patterns can be constructed based on:
Semi-circular ground tracks. Thus wind effects will cause the demanded bank
angle to vary.
Parallel inbound and outbound legs. The distance between the two legs is adjusted
automatically for wind and TAS.
The NO WPT annunciator will flash just prior to the inbound turn.
On the outbound leg with the holding fix not displayed on the NO MAP, an arrow is
displayed on the track line pointing back to the fix.
The PFD LNAV lateral deviation scale is relative to the inbound track. When outbound, the
scale may appear to indicate in the reverse sense.
The FMS joins a holding pattern in accordance with the three standard joining procedures.
The FMS joins the holding pattern as expeditiously as possible.
Procedure Turns
The FMS constructs procedure turns of the 45 o type by flying an intercept to a course
drawn at 45 o to the outbound course through the procedure turn fix. This is flown for a
fixed distance before a turn is commenced to intercept the inbound course at up to 90 .
VREF.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Collins FMS
Some NOB and VOR procedures use time to determine the length of the outbound leg.
The FMS does not use time for these procedures. To prevent wind effects from distorting
the accuracy of the turn inbound, the FMS uses fixed distances for the outbound leg.
VNAV Approach
A VNAV approach mode can be used with non-precision approaches where a vertical
gradient is specified in the navigation database. The FMS approach mode is enabled and
disabled via the APPROACH REF pages.
The FGS LNAV mode can be used to fly the lateral approach path. Vertical flight path
guidance is given by a VNAV deviation scale on the NO. The deviation indicator shows the
position of the aircraft relative to the approach slope in the navigation database. Full scale
deflection is 200 ft.
The FGS cannot be coupled to the vertical VNAV flight path, so it is known as advisory
VNAV. Coupled FMS approaches are normally flown in LNAV and VS. A reference
vertical speed is given on the MCDU.
An FMS APP annunciator is on each pilot's flight annunciator panel. The annunciator lights
and the VNAV deviation scale appears on the NOs when:
The track angle to the final approach course is less than 70.
Data Loader
A portable data transfer unit (POTU) is used to update the navigation database.
Power Supplies
Power to the FMSs is switched by the avionics master switches: master 1 for FMS 1 and
master 2 for FMS 2.
Power for FMS 1 comes from ESS DC and power for FMS 2 comes from DC 2.
FCOM:V1-002
Nov 01 /09
NAVIGATION
Collins FMS
FCOM:V1-002
Nov 01 /09
General
All the EGPWS alerts are given aurally. Warning and cautions are also given by lamps: a
red warning lamp on each pilot's. glareshield and an amber caution lamp on each pilot's
glareshield. The red lamps h ave a PULL UP legend; the amber lamps have a GROUND
PROX legend. The GROUND PROX lamp is also a pushbutton switch.
The EGPWS also warns of excessive deviation below the glide slope. The GROUND
PROX caution lamps are also the glideslope warning inhibit switches . The glideslope
warning can be cancelled or inhibited by pressing either of the GROUND PROX lamps
when the aircraft is below 2 000 ft radio altitude.
Pressing either GROUND PROX lamp also initiates a system test.
Terrain Display Switch
A terrain display switch is just aft of the weather radar indicator. The switch contains a
green ON annunciator. The terrain display switch toggles the weather radar indicator
between the radar display and the TAD. The ON annunciator illuminates when the TAD is
displayed on the weather radar indicator.
FCOM:V1 -002
Nov 01 /09
NAVIGATION
EGPWS Overview
GPS
If GNS.X fitted
1---t~
EGPWS
Computer
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EGPWS Overview
The enhanced EGPWS features can be inhibited by pressing a terrain system switch on
the right instrument panel. A white INHIB annunciator on the switch illuminates when the
switch is used to inhibit the terrain features. The switch has a transparent plastic guard.
If the enhanced features fail and the system has not been inhibited, an amber FAIL
annunciator in the terrain system switch illuminates. When the switch is pressed, the FAIL
annunciator extinguishes and the INHIB annunciator illuminates.
Steep Approach
The FGS has an optional steep approach mode. If the FGS is in the steep approach
mode, some modes of the EGPWS are desensitised to prevent nuisance warnings on the
approach. A steep approach switch on the right instrument panel arms the steep approach
mode. The switch contains two annunciators: a white S.APP annunciator and a green
S.APP annunciator. The white annunciator indicates that the steep approach mode is
armed. The green annunciator indicates that the steep approach mode is active.
Flap Warn Override Switch
If an approach is made with the flaps not at a normal landing setting, a "Too Low Flaps"
alert is given. A flap warning override switch can be used to inhibit this alert. The switch is
for use when an approach is made intentionally with an abnormal flap setting. The switch
contains a white FLAP WARN OVRD legend. The legend illuminates when the override
position of the switch is selected. The switch has a transparent plastic guard.
On some aircraft, there is only one normal flap setting for landing: 33 . On the rest of the
aircraft, there are two normal flap settings: 24 o and 33 . These aircraft have a switch to
select the required flap angle for landing. The switch signals the EGPWS of the intended
flap setting for landing. The switch contains two annunciators 24 and 33. 24 illuminates
when the EGPWS is set for a landing flap angle of 24 o; 33 illuminates when the EGPWS is
set for a landing flap angle of 33. The landing flap angle is forced to 33 if the steep
approach mode is active.
Terrain System Switch
The terrain EGPWS features are inhibited by pressing the TERR SYST switch on the right
instrument panel. The white INH IB annunciator on the switch illuminates when the switch
is used to inhibit the terrain features.
If the terrain features fail and the system has not been inhibited, the amber FAIL
annunciator in the switch illuminates. When the switch is pressed, the FAIL annunciator
extinguishes and the INHIB annunciator illuminates.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EGPWS Overview
GPWS
ONOP
. INHIB
FAIL
FCOM:V1-002
I s APP
I s APP
Nov 01 / 09
NAVIGATION
EGPWS Overview
Architecture
FCOM:V1-002
Nov 01 /09
NAVIGATION
EGPWS Overview
ADC 1
ADC 2
IRS 1
IRS 2
ILS 1
ILS 2
L NAV 2
MCP Course
EGPWS
Computer
Gear down
Squat
Switch 1
TCA S
GPWS
INOP
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EGPWS Overview
Power Supplies
The relay that switches the weather radar indicator between the radar display and
the TAD.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EGPWS Overview
Pages
ESSAC
1+--~
Flight Deck
annunciators
EGPWS
Computer
j.y J.1900446
FCOM:V1-002
Nov 01 / 09
Overview
The basic modes are:
Mode 1 - excessive descent rate.
Mode 1
Mode 1 is shown schematically in Figure 10.2.1 and graphically in Figure 10.2.2.
Mode 1 gives protection against excessive aircraft barometric descent rates at low heights.
Descent rate is assessed against radio altitude. If the descent rate becomes excessive for
the altitude, an alert is given. There are two boundaries: caution and warning. If the
caution boundary is crossed, "Sink Rate" calls are given and the GROUND PROX lamps
illuminate. If the warning boundary is crossed the PULL UP lamps illuminate and "Whoop
Whoop Pull Up" calls are given and repeated continuously until the warning area is exited.
The "sink rate" boundary is desensitised when:
OR
In this condition the Mode 1 "SINK RATE" warning threshold is raised by 500 fpm and the
"PULL UP" warning by 200 fpm. If any of the conditions change, except rate of descent,
the green annunciator goes out and the white annunciator illuminates.
Selecting the STEEP APPROACH switch off will extinguish the annunciators and the
warning thresholds will revert to normal.
FCOM:V1 -002
Nov 01 /09
NAVIGATION
EGPWS B asic Modes
"SINK RATE"
...,, . 1~00456
2500
8c
I!
"SINKR.ATE"
2000
u
c
1 500
.!
E
:I
E
.........
1 000
'"PULL UP'
500
:li
0
0
2 000
4 000
6 000
8 000
10 000
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EGPWS Basic Modes
Mode2
Mode 2 is shown schematically in Figure 10.2.3 and graphically in Figure 10.2.4 and Figure
10.2.5 .
Mode 2 gives protection against flight into rapidly rising terrain. Rate of change of radio
altitude is assessed against radio altitude. If the rate of change of altitude becomes
excessive for the altitude, an alert is given. There are two boundaries: caution and
warning. If the caution boundary is crossed, "Terrain, Terrain'' calls are given and the
GROUND PROX lamps illuminate. If the warning boundary is crossed, "Pull Up" calls are
given and the PULL UP lamps illuminate.
Mode 2 has two forms:
Mode 2A for climb out, cruise and initial approach (boundary is expanded as speed
increases to give increased alert times).
AND
Mode 28 for approach and the first 60 seconds after take off (desensitised to avoid
nuisance warnings on the approach).
Mode 2A is selected when the flaps are not in the landing configuration and the aircraft is
not on an ILS approach. Mode 28 is selected when the flaps are in the landing
configuration or the aircraft is on an ILS approach or during the first 60 seconds after take
off. If the enhanced terrain alerting function is enabled and available, mode 28 is also
selected when the aircraft is within 5 nm of the destination and the aircraft's height is less
than 3 500 ft above the destination airport.
The mode 28 "Pull Up" warning is inhibited if the gear is down and the flaps are in the
landing configuration. The audio message "Terrain" is repeated and the GROUND PROX
annunciators illuminate until the envelope is exited.
Figure 10.2.3 - Mode 2
caution boundary
Wamlng boundary
"'PULL
UP~
wt-19-004S7
FCOM:V1-002
Nov 01 /09
NAVIGATION
EGPWS Basic Modes
Figure 10.2.4- Mode 2A- Excessive Closure to Terrain - Gear Up, Flaps Up
3000
--
c_.
I!
..!
2500
Wamlng area (> 310 kt)
I)
~
Airspeed
_ --:"____ expansion area
2000
I)
~
1 500
"!...
!!
E
:J
1 000
c:E
500
0
0
4 000
6000
8 000
Closure rate to tem1ln (ftlmln)
2 000
10 000
Figure 10.2.5- Mode 28- Terrain Closure Rate Static Alert/Warning Envelope
-3
2500
2000
I!
1 500
3 000 ft/min
~...
2 253 ft/mln
1000
2 038 ft/mln
:J
Alert/Warning
area
789ft
cn ......................,
600
Flaps up
off
(30ft)
0
0
10
FCOM:V1-002
Nov 01/09
NAVIGATION
EGPWS Basic Modes
Mode3
Mode 3 is shown schematically in Figure 10.2.6 and graphically in Figure 10.2.7.
Mode 3 gives protection against loss of altitude after take oft or during a go around. Loss
of barometric altitude is assessed against radio attitude. If the loss of altitude becomes
significant for the height, "Don't Sink" calls are given and the GROUND PROX lamps
illuminate.
Figure 10.2.6- Mode 3
Altitude loss
3000
2500
Gl
c:
I!
2 000
1500
.........
.!
E 1000
::1
E
c
2
500
0
0
FCOM:V1-002
40
80
240
280
Nov 01/09
NAVIGATION
EGPWS Basic Modes
FCOM:V1-002
Nov 01 /09
NAVIGATION
EGPWS Basic Modes
Mode4
Mode 4 is shown schematically in Figure 10.2.8 and graphically in Figure 10.2.9, Figure
10.2.1 0 and Figure 10.2.11.
Radio altitude is monitored against aircraft configuration and airspeed. If there is
insufficient terrain clearance for the phase of flight, "Too Low Terrain" calls are given and
the GROUND PROX lamps illuminate.
Mode 4 has three forms 4A, 48 and 4C.
Mode 4A
Mode 4A is active during cruise and approach with the gear not down.
If an approach is made at less than 190 kt and below 500 ft radio altitude with the landing
gear up, "Too Low Gear" calls are given and the GROUND PROX lamps illuminate.
Below 1 000 ft and above 190 kt the "Too low terrain" calls are given and the GROUND
PROX lamps illuminate. This alert is dependent upon aircraft speed such that the
boundary increases linearly from 190 kt at 500 ft to 250 kt at 1 000 ft.
Mode 48
Mode 48 is also active during cruise and approach but with gear down and flaps not in
landing configuration. If an approach is made in this configuration then below 245 ft radio
altitude, "Too Low Flap" calls are given and the GROUND PROX lamps illuminate.
Below 1 000 ft and above 159 kt the "Too low terrain" calls are given and the GROUND
PROX lamps illuminate. This alert is dependent upon aircraft speed such that the
boundary increases linearly from 159 kt at 245 ft to 250 kt at 1 000 ft.
The GPWS override switch allows the 'Too Low Flaps" call to be inhibited. When the
switch is pressed to inhibit the call, the FLAP WARN OR IDE annunciator illuminates. The
next press removes the inhibit and extinguishes the FLAP WARN ORIDE annunciator. The
switch is covered by a clear plastic hinged guard. The guard must be raised to press the
switch.
If a landing is to be made without the normal landing flap , then the "Too Low Flaps" call
must be inhibited by selecting the switch to the inhibit position. In all other situations the
flap override switch must not be in the inhibit position.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EGPWS Basic Modes
Pages
.c:
~--~
---
Cautlon bouncbry
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EGPWS Basic Modes
Figure 10.2.9- Mode 4A- Minimum Terrain Clearance- Gear Up, Flaps Up
2 500
g
2000
~
I!
.!u
250 kl
1 500
E
:I
E
c
1000ft
190 kt
! 1000
-mlng-
Explnded .....,
...
500ft
500
Alert/warning area
"TOO LOW GEAR"
2
0
0
100
200
300
Computed airspeeds (kt)
400
I u1
tO .~n'\
Figure 10.2.10 - Mode 48- Minimum Terrain Clearance- Gear Down, Flaps Up
uc:
I!
:
u
2 500
2 000
250 kt
1 500
.E
E
E
'E
:IE
1000
159 kt
:I
---
Explndect.....,
500
245ft
Alert warning area
30ft
0
0
100
200
300
400
FCOM:V1-002
Nov 01 /09
NAVIGATION
EGPWS B asic Modes
Mode4C
Mode 4C is intended to prevent collisions with rising ground after take-off where the
closure rate is insufficient to produce a Mode 2 warning. It is based on a minimum terrain
clearance (MTC) that increases with radio altitude.
After take-off the MTC is zero feet. As the aircraft ascends the MTC is increased to 75% of
the aircraft's radio altitude (averaged over the previous 15 seconds). This value is limited
to 500 ft AGL for airspeeds less than 190 kt.
If the airspeed is greater than 190 kt the MTC increases linearly with increasing airspeed
up to 250 kt. Beyond 250 kt the MTC is limited to 1 000 ft.
If the radio altitude decreases to the value of the MTC "TOO LOW TERRAIN" calls are
given and the GROUND PROX annunciators illuminate.
3000
2 500
:u~
2000
c
~ 1500
e::1
.5c
0
0
FCOM:V1-002
400
800
1 200
1 600
Radio altitude (ft)
2 000
2 400
2 800
Nov 01 / 09
NAVIGATION
EGPWS Basic Modes
ModeS
Mode 5 is shown schematically in Figure 10.2.12 and graphically in Figure 1 0.2.13.
Mode 5 provides warning of excessive deviation below the glide slope below 1 000 ft radio
altitude. There are two boundaries: soft and hard. The soft boundary is at 1.3 dots low.
The hard boundary is only active below 300 tt agl and is set at 2 dots low. If the soft
boundary is penetrated, "Giideslope" calls are given at low volume and the GROUND
PROX lamps illuminate. If the hard boundary is penetrated, "Giideslope, Glideslope calls
are given at high volume and the GROUND PROX lamps illuminate. If the deviation below
either boundary continues to increase, the aural warnings are given at a faster rate.
The GROUND PROX caution lamps are also the glideslope warning inhibit switches. The
glideslope warning can be cancelled or inhibited by pressing either of the GROUND PROX
lamps when the aircraft is below 2 000 ft radio altitude. The mode is automatically reset
when the aircraft climbs above 2 ooo ft radio altitude or descends below 30 ft radio altitude.
The glideslope warning must be inhibit ed when an ILS back course approach is made.
Figure 10.2.12- Mode 5
" GLIDESLOPEM at low volumo
1.2 to 2 do ts low:
1-\11-19-1460
FCOM:V1 -002
Nov 01 /09
NAVIGATION
EGPWS B asic Modes
2 500
--
c:
u
2000
c
I!
1.3
dots
1 500
li
1 000 ft
1 000
E
=
E
c
:a
r--
500
150ft
0
2.0
2.98 3.68
dots
dots dots
-~~
Soft alert
..---- area
300 '!,_
~
--
~.
I30ft ,... I
-
-. .
Hard alert
- area
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EGPWS Basic Modes
Mode6
Mode 6 has two aspects: height related calls based on radio altitude and bank angle calls.
There is no visual alerting associated with Mode 6.
The height related calls are selected from a list of options. The Company Operations
Manual must be consulted for the chosen options. The standard RJ height related calls
are:
"500"
"1oo
"50"
"40"
"30''
"20"
"10"
"Minimums
"Minimums" takes priority over a numerical call.
The bank angle calls are a customer selected option. Bank angle is assessed against
radio altitude. If the bank angle is considered excessive, "Bank Angle" calls are given.
Figure 10.2.14 - Mode 6
~~- "500"
"MINIMUMS"
----L----------------"~---- "50"
...
"40"
"20"
~~~~~~~~~..3~0~,~~~"10"
"BANK ANGLE"
y
t
FCOM:V1 -002
Nov 01 /09
NAVIGATION
EGPWS Basic Modes
GPWSINOP
There is a white GPWS INOP caption on the CSP. The GPWS INOP caption illuminates if
the basic modes are degraded. They may be completely inoperative.
Mode Warning Conditions and Callouts
Priority
Warning Condition
Callout
Annunciator
Pull Up
PULL UP
Mode2
Pull Up Preface
TERRAIN TERRAIN
Mode2
Pull Up
Highest Mode 1
PULL UP
PULL UP
Mode2
Terrain
TERRAIN
GROUND
PROX
Mode6
Minimums
MINIMUMS
TERRAIN AHEAD(pause)
TERRAIN AHEAD
GROUND
PROX
GROUND
PROX
TCF
GROUND
PROX
Mode6
Altitude Callouts
Mode4
GROUND
PROX
Mode4
Mode 1
Sinkrate
SINKRATE (pause)
SINKRATE
GROUND
PROX
GROUND
PROX
Mode3
Don't Sink
GROUND
PROX
Mode5
Glideslope
GLIDESLOPE
GROUND
PROX
Lowest Mode6
FCOM:V1-002
Nov 01 / 09
Enhanced Functions
Envelope Modulation
Due to terrain features at or near specific airports, GPWS has given nuisance alerts or
failed to give an alert. The terrain database, airport database and the GPS position allow
EGPWS to adjust the alerting process to cater for the conditions at a particular airport.
Envelopes are desensitised to cope with nuisance warnings. Envelopes are expanded
where necessary to increase safety. This is all done automatically.
Terrain Clearance Floor (TCF)
The TCF function is shown schematically in Figure 10.3.1 and graphically in Figure 10.3.2.
The terrain awareness switching logic is shown in Figure 10.3.3.
The TCF alert function adds an additional element of protection to the standard ground
proximity warning modes, and also modifies the TAW (Terrain Ahead Warning) function
relative to the nearest runway. It creates an increasing terrain clearance envelope around
the nearest runway directly related to the distance from the runway (Refer to Figure
10.3.2).
The TCF function alerts the- pilot of a descent below a defined floor. The TCF alerting
envelope is based on:
Distance from the destination runway.
Radio altitude.
TCF is active during take-off and approach (Refer to Figure 10.3.3). This alert mode
compliments existing Mode 4 by providing an alert based on insufficient terrain clearance
even when in landing configuration.
TCF has just one alert boundary. If the boundary is penetrated, the GROUND PROX
lamps illuminate and a 'Too Low Terrain" call is given. This message will be heard once at
initial penetration and once for each 20% degradation in radio altitude. The annunciators
remain on until the alert enveope is exited.
Runway Database
The runway database contains the position of airport runway centre points together with
half the runway length. The database includes all hard surface raunways in the world
greater than, or equal to, 3 500 ft in length.
FCOM:V1002
Nov 01/09
~._Distance
NAVIGATION
EGPWS Enhanced Functions
_..
700 agl
Runway
15
Te.rraln
nm
..vl -19-00507
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EGPWS Enhanced Functions
Feet [ 16 000
above 15 500
sea 15 ooo
leve l 14 000
Switch to
pproach mode here
if less than 10 nm
from runway.
nal
Feet
a bove
closest
runway in
database
4 000
3 500
3 000
od .
,-----------,--------r----------1
I
I
2 000
1 000
I
I
I
I
I
I
I
2.0nm
Variable RNP
0 nm to 0.5 nm
~~~~===~~~==~~====~~~~~~
0.5
nm C
Onm
Ta ke-off
mode
Terminal
Enrout e
Terminal
Approach
mode
mode
mode
mode
i-vl- 19-00509
FCOM:V1 -002
Nov 01 /09
NAVIGATION
EGPWS Enhanced Functions
The runway field clearance floor (RFCF) function is shown schematically in Figure 10.3.4
The RFCF function alerts the pilot of a descent below a defined floor. The RFCF alerting
envelope is based on:
This floor enhances the protection provided by the TCF for approaches to runways that are
significantly higher than the surrounding terrain.
TCF has just one alert boundary. If the boundary is penetrated, the GROUND PROX
lamps illuminate and a "Too Low Terrain" call is given.
~._Distance
-..---1~
assessed against
height above the runway
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EGPWS Enhanced Functions
Look ahead alerting is shown schematically in Figure 10.3.5 and graphically in Figure
10.3.6.
The GPS position allows the EGPWS to look ahead and identify terrain close to or
penetrating the aircraft's flight path. The terrain look ahead function has two alert
boundaries: caution and warning.
If the caution boundary is penetrated, the GROUND PROX lamps illuminate and a "Terrain
Ahead" call is given.
If the warning boundary is penetrated, the PULL UP lamps illuminate and a "Terrain Ahead
Pull Up" call is given.
As an option, obstacles are included in the look ahead alerting. The terrain database does
not necessarily include all obstacles. The Company Operations Manual must be consulted
to establish whether the obstacle feature is enabled.
If the obstacle feature is not enabled, the EGPWS does not provide warnings for man
made obstacles. If the obstacle feature is enabled, the system does not provide warnings
for all man made obstacles.
If the look ahead alerting detects a conflicting obstacle:
Terrain alerting and obstacle alerting are not available for that area.
The EGPWS terrain display is intended to be used as a situational awareness tool only; it
does not provide the accuracy or fidelity to be the sole basis for tmrain avoidance
manoeuvring decisions. Navigation must not be predicated upon the use of the EGPWS
terrain display.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EGPWS Enhanced Functions
Warning boundary
Warning boundary
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EGPWS Enhanced Functions
Terrain
floor
Caution
area
Warning
area
C" , . ,
nee __..:
'
Look ahead d istances vary with ground speed and distance to runway.
Tortain fl oor varies with distance to runway.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EGPWS Enhanced Functions
+2 000 ft
------r
Runway
Terrain is not shown if more than 2 000 ft below reference altitude.
Terrain is not shown if terrain elevation is less than 400ft above
the nearest runway elevation.
FCOM:V1-002
400
ft
i-v1-19-00510
Nov 01/09
NAVIGATION
EGPWS Enhanced Functions
Reference Altitude
The TAD colours are coded relative to an aircraft reference altitude. The reference altitude
is depicted in Figure 10.3.8.
At rates of descent greater than 1 ooo fVmin, the aircraft reference altitude is a surface
starting at the aircraft and extending forward by 30 seconds along the aircraft's flightpath
and then extending forward horizontally.
At all other vertical speeds, the reference altitude is the aircraft's altitude.
Non peaks Display Colour Coding
FCOM:V1-002
Nov 01 /09
NAVIGATION
EGPWS Enhanced Functions
~ "!'>
c-
:----;:~==----I
30seconds
flight time.
-+I
\2::: 42 > - - - - - - - --
i-v1-19-00465
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EGPWS Enhanced Functions
Peaks Display
Two elevation numbers are displayed. They are the highest and lowest elevations of the
terrain. The highest elevation number is displayed above the lowest number. The highest
elevation number is written in the same colour as the highest terrain pattern colour. The
lowest elevation number is written in the same colour as the lowest terrain pattern colour.
The elevation numbers are in hundreds of feet: for example, 3 000 ft would be written as
030. A single elevation number is written when the screen is all black or all blue because
the aircraft is flying over the sea or over relatively flat terrain.
The peaks display colour coding is shown in Figure 10.3.1 o.
The peaks display colour coding is the same as the non peaks display when any yellow or
red is displayed with one exception: sea is displayed in low density cyan.
When no yellow and no red is displayed, the peaks colour coding changes; the terrain
below the aircraft is shown in shades of green even though the terrain may be more than
2 000 ft below the aircraft. The terrain between the highest and lowest elevation is divided
into three bands: solid green, high density green and low density green. Terrain below the
lowest elevation number is shown in black.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EGPWS Enhanced Functions
Sea
Middle band
Lowest band
Lowest elevation number
iV11 900467
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EGPWS Enhanced Functions
Pop-Up
Provided the weather radar is powered, the TAD will pop up when:
The EGPWS gives a terrain caution or terrain alert. The TAD will remain displayed
until the TERRAIN DISPLAY switch is selected off.
The EGPWS is tested. The TAD is automatically removed at the end of the test.
When the TAD pops up, the indicator range is automatically set to 10 nm.
Terrain System Switch
The terrain EGPWS features are inhibited by pressing the TERR SYST switch on the right
instrument panel. The white INHIB annunciator on the switch illuminates when the switch
is used to inhibit the terrain features.
If the terrain features fail and the system has not been inhibited, the amber FAIL
annunciator in the switch illuminates. When the switch is pressed, the FAIL annunciator
extinguishes and the INHIB annunciator illuminates.
FCOM:V1-002
Nov 01 /09
NAVIGATION
EGPWS Enhanced Functions
FCOM:V1-002
Nov 01 /09
Types of Test
The are two tests: short and long. The long test is for maintenance purposes. The short
test is made in the Flight Deck Safety checks. Both tests are initiated by pressing and
releasing either of the GROUND PROX switch lamps.
The short test is initiated by pressing the switch lamp for less than two seconds. The long
test is initiated by pressing the switch lamp for more than two seconds and then releasing
it.
If the weather radar is selected to TEST, the TAD display is also checked during the
EGPWS test.
Short Test
The weather radar mode should be set to TEST. When the GROUND PROX switch is
released:
The GPWS INOP caption, terrain FAIL annunciator and GROUND PROX
annunciators illuminate.
The radar shows the TAD test pattern. The test pattern is removed after several
sweeps of the terrain display. The ON annunciator then goes out.
The GPWS INOP caption and the terrain FAIL annunciator extinguish.
FCOM:V1-002
Nov 01/09
NAVIGATION
EGPWSTest
Black
Solid yellow
Solidre<i
i-v1-19-00468
Solid yellow
Solid red
FCOM:V1-002
Nov 01 / 09
NAVIGATION
EGPWS Test
FCOM:V1-002
Nov 01 /09
Topic 1 - Overview
1
2
3
4
1
2
2
2
4
1
2
4
8
10
12
14
16
18
20
22
23
Topic 4 - Cabin
FCOM:V1-002
Nov 01/09
1
2
2
4
6
8
OXYGEN
Contents
Chapter 20 TOC
Page2
FCOM:V1-002
Nov 01 /09
General
Gaseous oxygen is provided for the flight deck crew. Dropdown masks are fitted in the
cabin. The dropdown masks are supplied by a chemical system. Portable gaseous
oxygen cylinders are also available in the cabin.
Flight Deck Crew Oxygen System
Gaseous oxygen is provided for the flight crew. It is stored in a cylinder behind the right
wall of the forward cargo bay. The cylinder can be charged from a charging point in the
forward cargo bay. If the pressure in the cylinder becomes too high, all the oxygen in the
cylinder is vented overboard. A visual indication of pressure relief is given on the outside
of the fuselage just forward of the forward cargo bay door.
The cylinder supplies three flight deck masks via a main valve and a pressure regulator.
The main valve is a shut off valve. It is on the right console. A pressure gauge on the right
console indicates the pressure downstream of the main valve but before the regulator. The
arrangement is shown schematically in Figure 1 .1 .
The cylinder does not provide oxygen for the passengers or the cabin crew.
Figure 1.1 - Flight Crew Oxygen Supply
Forward Cargo Bay
Oxygen Cylinder
Flight Deck
Main Valve
Main Supply
Pressure
Left
mask
Pressure Regulator
Right
mask
Third crew
mask
iV1 2QQQQ37
FCOM:V1-002
Nov 01 / 09
Chapter 20 Topic 1
Page 2
OXYGEN
Overview
Aneroid
switch
r--------r----L- - - - - - - - - - - - - - - Mask
stowage unit
Ma~k
stowage unit
Mask
stowage unit
A chemical generator in each stowage unit supplies all masks in the unit
The dropout signal causes all the stowage units to open; all the cabin masks dropout
Pulling any mask in a unit starts the oxygen generation for all masks in that unit
: ,1
FCOM:V1-002
'ln nnn.,o
Nov 01/09
OXYGEN
Overview
Chapter 20 Topic 1
Page3
MAIN VALVE
IU'PLY
Annunctator1ndicates
PAX
OXY
OUT
OlCVGEN
IV 120-ooo39
FCOM:V1-002
Nov 01 / 09
OXYGEN
Overview
Chapter 20 Topic 1
Page 4
One with a full face mask. This mask is effectively an oxygen mask combined with
smoke goggles.
One without a full face mask. If smoke or fumes are present, a separate pair of
smoke goggles must be donned after the oxygen mask is donned.
The two masks are shown in Figure 1 .5.
Each mask has:
An elastic head harness. To don the mask, the harness is inflated with oxygen so
that the harness is larger than the wearer's head; the harness is then put over the
wearer's head. When the oxygen is released from the harness, the elastic in the
harness holds the mask firmly to the wearer's face.
An oxygen regulator.
A microphone. The microphone is activated by selecting a BOOM/MASK rotary
switch to MASK. The switch is on the associated audio selector panel.
Figure 1 .4 - Flight Deck Oxygen Mask Stowages
stowago
mask stowage
Right seat
oxygen
mask
stowage
Flight
Deck
Door
FCOM:V1-002
Nov 01/09
OXYGEN
Overview
Chapter 20 Topic 1
Page 5
Oxygen mask
Goggles
Regulator
Head harness
Oxygen mask
Integral gogglos
Regulator
;_.. . .. ?~.n-t
FCOM:V1-002
Nov 01 / 09
OXYGEN
Overview
Chapter 20 Topic 1
Page6
FCOM:V1-002
Nov 01 /09
General
Gaseous oxygen is provided for the flight crew. It is stored in a cylinder between the right
wall of the forward cargo bay and the fuselage skin. The cylinder has an isolation valve
and a pressure gauge. The cylinder head has two connections: one for oxygen supply and
charging, the other for pressure relief.
A charging panel is just inside the forward cargo bay door on the right as shown in Figure
2.1. The panel is behind a door. The door has a fastener on the top and a hinge at the
- -../
[Qj
Pressure
gauge
Oxygen Cylinder
Pressure
relief pipe
..
Isolation
valva
FCOM:V1-002
Nov 01 / 09
OXYGEN
Storage and Charging
Chapter 20 Topic 2
Page2
Oxygen Charging
A charging valve.
A pressure gauge.
To recharge the cylinder, a charging supply must be connected to the charging valve and
the isolation valve must be opened. The gauge indicates the pressure in the aircraft
cylinder. There is a non-return valve between the cylinder and the isolation valve. The
non-return valve and the isolation valve prevent oxygen leaking from the cylinder through
The fully charged pressure is 1 850 psi at 21 OC. The fully charged pressure increases as
temperature increases. The maximum charging pressure for a given temperature is given
in the FCOM Volume 3 Part 1, Chapter 9, Topic 18- Oxygen.
Pressure Relief
If the pressure in the cylinder becomes too high, a frangible disc in the cylinder head bursts
and oxygen flows into the pressure relief pipe. The pressure relief pipe is connected to a
vent on the side of the fuselage. When the frangible disc bursts, all the oxygen in the
cylinder flows overboard through the vent on the side of the fuselage. The vent is just
forward of the forward cargo bay door. The vent includes a discharge indicator. The
discharge indicator is in two parts:
If discharge has not taken place through the vent, the indicator disc will be in place; the
streamers will be behind the indicator disc.
If the cylinder has discharged through the vent, the disc wi ll have blown out and the three
red streamers will be displayed.
The bursting pressure of the disc depends on the modification standard of the aircraft. The
bursting pressure is between 2 500 psi and 3 ooo psi.
FCOM:V1-002
Nov 01 /09
OXYGEN
Storage and Charging
Chapter 20 Topic 2
Page3
I I
.
:.
Discharge Indicator
o
To the flight deck
.
:.
Chargi ng Panel
Isolation valve
Pressure
OXYGEN
gauge
~~-~ )
-
_/
10
~/
, .~.-
,......
.. '
0
__
IU
Charging valve
FCOM:V1-002
Nov 01 / 09
OXYGEN
Storage and Charging
Chapter 20 Topic 2
Page4
Oxygen Duration
The minimum charging pressure to give two hours of oxygen for the flight crew is given in
the FCOM Volume 3 Part 4, Chapter 9 - Systems. The minimum charging pressure
depends on the temperature of the cylinder and the number of flight deck crew.
FCOM:V1-002
Nov 01 /09
FCOM:V1002
Nov 01 / 09
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page2
A main valve.
Oxygen from the cylinder is passed to the main valve and then to a pressure regulator.
The main supply pressure gauge measures pressure between the main valve and the
regulator.
The regulator controls the pressure to 70 psi. The regulator has an internal pressure relief
valve set to 100 psi.
From the regulator, the oxygen is passed to the three flight deck mask boxes. Each box:
Has a control used to test the mask and to reset the shut-off valve to the closed
position.
The flow from the aircraft regulator goes directly to the shut-off valve. The shut-off valve is
connected to the oxygen mask regulator by a flexible pipe.
The flow indicator senses flow through the shut-off valve. The flow indicator is black when
oxygen is not flowing through the shut-off valve. The indicator shows a yellow cross when
oxygen flows through the shut-off valve. The indicator is shown in Figure 3.2.
The shut-off valve is normally closed. When the left door is opened, the shut-off valve
opens. The shut-off valve remains open until the left door is closed and the valve is reset
to the closed position using the reset control. If the left door is closed without resetting the
shut-off valve to the closed position, a white flag with a black OXY ON legend is displayed.
To close the shut-off valve:
Operate the reset control to the reset position and then release the control.
On a stowage box for the basic mask, the reset and test control is a spring-loaded slider. It
is spring-loaded to the normal position.
On a stowage box for a full face mask, the reset control is a spring-loaded pushbutton. It is
spring-loaded to the normal position.
FCOM:V1-002
Nov 01 /09
Chapter 20 Topic 3
Page3
OXYGEN
Right Deck
Figure 3.2 - Fl ight Deck System
-~y
Jf
Oxygen Cylinder
f
II
Main Valvo
Mask Box
Pressur e Regulator
Regulatr> to 10 ps
clleves al100 ps
Mask Box
F1ow
Indicator
Mask Box
Flow
Indicator
Ma&k
Mask
regulator
regulator
No oxygen flow
through the valve
Mask
regulat or
Oxygen flow
through the valve
t-v 120-00D-4 1
FCOM:Vl-002
Nov 01 / 09
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page 4
The basic mask box has a sliding reseVtest control. The full lace mask box has a
push reset/test control.
If the basic mask is fitted, a torch and goggle stowage is fitted below and inboard of
each pilot's stowage box. The torch and goggle stowage is not fitted if the full face
mask box is fitted.
The full face mask box is shown in Figure 3.3 and Figure 3.5. The basic mask and goggle
stowage are shown in Figure 3.4 and Figure 3.6
Figure 3.3 - Full Face Mask Box
FCOM:V1-002
Nov 01/09
OXYGEN
Right Deck
Chapter 20 Topic 3
Page 5
FCOM:V1-002
Torch
Nov 01/09
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page6
Flow
Indicator
Reset
and test
cont rol
Mask
regulator
J..
AND
i>
FCOM:Vl-002
Nov 01/09
OXYGEN
Right Deck
Chapter 20 Topic 3
Page 7
Mask regulator
Reset
and test
slider
Doors----'
Door hinges
Oxygen hose from the shut~ff
valve to the regulator
FCOM:V1-002
Nov 01 / 09
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page a
An inflation
An airmix plate.
A microphone.
A regulator.
plate~
FCOM:V1-002
Nov 01 /09
Chapter 20 Topic 3
Page9
OXYGEN
Right Deck
Figure 3-1 - Elements of the Basic Mask
Head
harness
Microphone
Vent valve control
Regulator
Inflation plate
Alnnlx plate
Alnnlx lever
Ainnix lever
FCOM:V1-002
Nov 01/09
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page 10
An inflation plate.
An airmix plate.
A microphone.
A regulator.
FCOM:V1-002
Nov 01 /09
Chapter 20 Topic 3
Page 11
OXYGEN
Right Deck
Goggles
Microphone
Regulator
Infla1ion plate
Ainnix plate
Alrmlx plato
Alrmix lover
Alrmtx lever
FCOM:V1-002
i-YH!000014
Nov 01 / 09
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page 12
Regulator Controls
The regulator is a miniature diluter demand regulator. The regulator has two controls:
An airmix lever.
An emergency pressure
control ~
FCOM:V1-002
Nov 01 /09
OXYGEN
Right Deck
Chapter 20 Topic 3
Page 13
Airmix Lever at N
Safety pressure not Selected
100%
a:..c
1 ~2 et '~9
ij ll.lli-R :JH/>'.r"JIJ !11 .:l(: iY:()\1
0
EMERGENC
PRESS
TO
TEST
... \
Airmix Lever at N
FCOM:V1-002
i-v1 -20-00015
Nov 01 / 09
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page 14
The two plates are used to inflate the head harness. The airmix plate is fixed but the
inflation plate moves inwards when the two plates are squeezed together. The inflation
plate is spring loaded to the outward position. When the inflation plate is moved inwards,
an inflation valve in the regulator supplies oxygen to the head harness so that the harness
inflates. When the inflation plate is released, the inflation valve closes and the head
harness is vented of any oxygen; the harness deflates. Inflation of the head harness is
shown in Figure 3.1 0.
FCOM:V1-002
Nov 01 /09
Chapter 20 Topic 3
Page 15
OXYGEN
Right Deck
Figure 3_10 -Inflating the Head Harness
;.
FCOM:V1-002
Nov 01 / 09
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page 16
A udio System
The audio system aspects of the oxygen system are shown in Figure 3.11 .
There are three audio selector panels on the flight deck: one for the left seat pilot, one for
the right seat pilot and one for the third crewmember. Each panel has a
telecommunications headset.
There are two speakers on the roof panel. Each speaker has an ON/OFF switch.
Each audio selector panel has a BOOM/MASK rotary switch.
With a switch at BOOM:
The associated oxygen mask microphone is disconnected from the audio system.
If the left BOOM/MASK switch is at MASK, the left speaker is turned on. If the right
BOOM/MASK switch is at MASK, the right speaker is tuned on. The BOOM/MASK switch
on the third crewmember's audio selector panel does not affect the flight deck speakers.
FCOM:V1-002
Nov 01 /09
OXYGEN
Right Deck
Chapter 20 Topic 3
Page 17
~
r.
Right spuker
switch
Left speaker
switch
Boom/mask microphone - - - - - - - - - - - ,
r-;=~==~=L~eft~A;S~P~;=~==Islelectof~~=;~;;~R~Ig~h=t~AS;P~~~~t-1
FCOM:V1-002
Nov 01/09
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page 18
The vent valve is used if smoke or fumes are present. When the vent valve is open,
oxygen flows through the goggles. The flow of oxygen through the goggles keeps them
free from smoke and fumes. The vent valve control is a sliding control. When the control
is pushed up, the vent valve is closed. When the control is pulled down, the vent valve is
open. The vent valve must be closed when smoke goggles are not being used. The vent
valve is shown in Figure 3.12.
FCOM:V1-002
Nov 01 /09
Chapter 20 Topic 3
Page 19
OXYGEN
Right Deck
Figure 3-12- Basic Mask Vent Valve
Push-pull
control
Slid& Push&d Up
FCOM:V1-002
Nov 01 / 09
OXYGEN
Flight Dec k
Chapter 20 Topic 3
Page 20
If basic oxygen masks are fitted, three pairs of emergency smoke goggles are provided.
Each pair of goggles has an adjustable headband and is contained in a clot h bag closed by
a flap. The flap is held closed by a Velcro fastener. The goggles and the bag are shown in
Figure 3.14.
The basic oxygen masks have a vent that allows oxygen from the mask to enter the smoke
goggles. The goggles do not seal perfectly with the wearer's head, so there is a small flow
of oxygen through the goggles. This flow clears any smoke or fumes from the goggles and
prevents any smoke or fumes entering the goggles. Figure 3.13 shows the goggle venting
system.
The mask vent is controlled by a sliding push-pull control. When the control is pushed up,
the vent valve is closed. When the control is pulled down, the vent valve is open. The vent
valve must be closed when smoke goggles are not being used.
To use the smoke goggles:
If smoke or fumes are present, pull the vent control down to open the vent valve.
Figure 3.13- Smoke Goggle Venting
~
Oxygen
Oxygen -~~
~-./C"':>--~
mask
IV 1 2~19
FCOM:Vt -002
Nov Ot /09
Chapter 20 Topic 3
Page 21
OXYGEN
Right Deck
-------,+
Goggles
FCOM:V1-002
Nov 01 / 09
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page 22
Mask Test
Select the ASP BOOM/ MASK switch to MASK. This connects the mask
microphone to the audio system; in the case of the left and right masks, the oneside
speaker is also forced on.
Select an associated RT/INT switch to INT. The mask microphone is now live. For
the left and right masks, either the on-side ASP RT/INT switch or the on-side
control wheel RT/ INT switch may be used. For the third crewmember's mask, the
third crewmember's ASP RT/INT switch must be used.
Hold the relevant reset and test control to the RESET/TEST position. This opens
the shut-off valve. The flow indicator will go yellow for a short time as oxygen flows
through the valve and pressurizes the pipe to the mask regulator.
Press and hold the emergency knob. This causes oxygen to continuously flow
through the mask. The flow indicator should show the yellow cross continuously
and the flow of oxygen should be heard through the audio system. If a left or right
mask is being tested, the audio will be available through the on-side speaker.
Release the emergency knob. The flow through the mask should stop, so the flow
indicator will change to black.
Release the reset and test switch. The shut-off valve should close.
Put the ASP BOOM/MASK switch to BOOM. The headset microphone is now
connected to the audio system.
FCOM:V1-002
Nov 01 /09
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page 23
To use the mask, the oxygen main supply valve must be on. To remove the mask from the
stowage box and don it:
Grasp the red plates between the thumb and fore finger and pull the mask from the
box.
As the left hand door opens, the shut-off valve will open; oxygen will flow into the
head harness and inflate it.
Place the inflated head harness over the head, at the same time covering the face
with the mask.
Release the red plates. The head harness will deflate and the elastic in the
harness will hold the mask securely to the face.
To activate the mask microphone, select MASK on the audio selector panel. For the pilot's
boxes, this will also activate the on-side flight deck speaker. When returning to headset
use, reselect BOOM.
FCOM:V1-002
Nov 01/09
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page 24
FCOM:V1-002
Nov 01 /09
Chemical Oxygen
The passenger system consists of a number of stowage units. Within each unit is one
chemical oxygen generator and between two and four oxygen masks. There is a stowage
unit in each passenger service unit (PSU), in each toilet and at each cabin attendant's
station.
The masks are held in the stowed position by a door on the bottom of the stowage unit. A
latch holds the door in place. If a latch is opened, the door opens and the masks fall to the
half-hang position. A sharp pull on any mask starts the oxygen generation process.
The generator is a cylinder containing a shaped core of sodium chlorate.
Oxygen is produced by the thermal decomposition of the sodium chlorate. The oxygen
generator also contains an igniter. The thermal decomposition of the sodium chlorate is
initiated by raising its temperature. Firing the igniter initiates the decomposition process. A
percussion cap fires the igniter when a mask from the PSU is pulled fully out.
Once the thermal decomposition starts:
FCOM:V1-002
Nov 01 / 09
OXYGEN
Cabin
Chapter 20 Topic 4
Page2
Once the passenger supply has been initiated, it cannot be turned off. The supply will last
for a fixed time depending on the size of generator fitted: 13 min; 15 min or 22 min.
However, the rate of delivery of oxygen reduces with time, and so descent must be made
within an altitude/time profile. Of course, the actual descent profile must also remain at or
above the lowest safe altitude.
The FCOM Volume 3 Part 3, Chapter 1 - Air Conditioning contains the altitude time
profile. Time for the profile starts from the point at which the PAX OXY OUT annunciator
illuminates. The aircraft must be at or below the profile. The profile ensures that the
passengers are supplied with the appropriate amount of oxygen; the profile does not
ensure terrain clearance.
The profile in a particular checklist is correct for the aircraft's oxygen generator fit and the
certification authority operating rules.
FCOM:V1-002
Nov 01 /09
OXYGEN
Cabin
Chapter 20 Topic 4
Page3
Right Cons,ole
Oxygen Panel
ClU1 0'1100
- -1'\.T
Flight Deck
override switch
IT
Aneroid
switch
on
Cabin
Mask
stowage unit
Mask
stowage unit
Mask
' stowage unit
A chemical genereiOf in each stowage unit supplies all masks In the unit
The drop out signal causes all 1M stowage units to open; allltle cabin masks drop out.
Pulling any mask in a unit starts the oxygem genetation for aU masks in lh<Jt unil
The PAX OXY OUT annunciators are latched on when:
Drop Out
Override switch
,..
OR
,. The masks are manually deployed
FCOM:V1-002
lV1-2D-00032
Nov 01 / 09
OXYGEN
Ca bin
Chapter 20 Topic 4
Page4
Passenger Masks
A reservoir bag.
A plastic hose:
Has an integral flow indicator. The indicator shows green when oxygen is flowing
to its mask.
A lanyard holds each mask in the half-hang position when the stowage unit door is open.
Each lanyard is attached to its generator igniter. When a mask is pulled, its lanyard pulls
out a pin which fires the igniter. The other masks will also fall down because their lanyards
will also be disconnected from the generator when the pin is pulled. Oxygen is now
generated and supplied to all masks in the PSU. The oxygen will flow through all the
masks in the unit.
FCOM:V1-002
Nov 01 /09
OXYGEN
Chapter 20 Topic 4
Page 5
Cabin
Figure 4.2 - Passenger Oxygen Mask
Plastic tube
Reservoir bag
Flow indicator
Lanyard
/.
Igniter pin
..vl-20..00033
FCOM:V1-002
Nov 01 / 09
OXYGEN
Cabin
Chapter 20 Topic 4
Page6
Inspection Latch
Each stowage door has an inspection latch. The inspection latch is used for maintenance
checks. When the inspection latch is set to the maintenance position, the door only opens
through a few degrees when the door latch is unlatched. The inspection latch is shown in
F
_1gure 43
_..
With the inspection latch in the maintenance position, the dropout electric circuit can be
tested without the masks falling from their units.
With the inspection latch in the normal position , the door will open fully and the masks will
fall to the half-hang position when the dropout electric circuit is activated.
FCOM:V1-002
Nov 01 /09
OXYGEN
Chapter 20 Topic 4
Page 7
Cabin
Figure 4.3 - Inspection Latch
Inspecti on Latch i n the Nonnal Position
'
I
Inspection latch
Inspection Latch In the Mal ntenance Position with the Door Closed
lnspec.tion latch
Inspection L-atch in the Maintenance Position with the Door Partially Open
- - - - - - - - - - - --- ------=----------------=c:____ - -
- - --
Inspection latch
Iv 120-00()3.4
FCOM:V1-002
Nov 01 / 09
OXYGEN
Cabin
Chapter 20 Topic 4
Page a
Portable Oxygen
A portable oxygen set is provided for each cabin attendant. A number of first aid portable
oxygen sets are also fitted.
Each set has a gaseous oxygen cylinder and a mask. Each cylinder has a head that
includes:
A pressure regulator.
Between one and three connection points for masks. Oxygen cannot flow through
a connection point if a mask is not connected to the point.
A flow control.
A frangible disc. The disc bursts if the pressure becomes too high in the cylinder.
All the oxygen will be lost if the disc bursts.
A charging valve.
Some flow controls have just two positions: ON and OFF. Others have three position
controls: HIGH, MEDIUM and OFF.
Some sets with two position controls have a high flow connection and a low flow
connection.
The Company Operations Manual must be consulted for:
FCOM:V1-002
Nov 01 /09
Topic 1 - Overview
1
1
1
3
5
7
9
1
3
5
7
9
11
Topic 5 - Toilets
Toilet Flush ...... .......................... ........ .... ......... ....................... ........ ... .. ........ .... .............. .
Toilet Servicing ................................................................................. .............................
Toilet Water Heaters........................... ..........................................................................
FCOM:V1-002
Nov 01/09
Potable Water
There is a potable water tank in the hydraulic bay. The water supplies the toilet basin taps
and the galley services. The tank is below the floor level, so it is pressurised from the air
supply system.
There is a water heater in each toilet to provide hot water to the basin hot water tap.
On some aircraft, the tank is filled and drained from connections in the hydraulic bay. On
the remainder, the tank is filled and drained from a water servicing point on the left side of
the fuselage forward of the main gear bay.
The water servicing panel has a door. A WATER PNL NOT SHUT white caption is on the
CSP. The caption illuminates if the door is not shut. The caption is shown in Figure 1.1.
There is an additional drain point on the left side of the rear fuselage for the pipes aft of the
main gear bays. A valve for the aft drain point is in the rear cargo bay.
Toilets
The toilets are in the vestibules. The toilets are self-circulatory. Pneumatic power is used
to flush the toilets. The power comes from the aircrah air supply system. The toilets are
serviced from servicing points on the side of the fuselage. The servicing points have doors
that are hinged on their forward edges. There is no indication of the position of the doors
on the flight deck.
FCOM:V1 -002
Nov 01 /09
Chapter 21 Topic 1
Page 2
11 -2100022
FCOM:V1-002
Nov 01 / 09
Chapter 21 Topic 2
Pago 1
Water Supply
The water supply is shown schematically in Figure 2 .1.
Water is held in a tank in the hydraulic bay. The tan k supplies the basin taps in the toilets
and the galley services.
From the tank, the water goes to an isolation valve in each toilet and a shut off valve in
each galley. The isolation and shut off valves are normally open.
From each toilet isolation valve, water is supplied to the basin cold tap and a water heater.
From the water heater, water is supplied to the basin hot tap.
From each galley shut-off valve, water is supplied to the galley services requiring water.
The tank is filled and drained through a fill and drain valve. The valve is connected to the
tank by a pipe. The other side of the valve is connected to a fill and drain hose.
The supply to the galleys and the toilets is taken from between the fill and drain valve and
the tank.
A stack pipe in the tank is connected to an overflow pipe. The overflow pipe is connected
to an overflow valve. The ov-erflow valve is connected to an overflow hose.
The air temperature in the overflow pipe is measured by a temperature indicator in the
hydraulic bay.
The tank is normally filled from a pressurised water supply through the fill and drain valve.
When the tank is filled, the fill and drain valve and the overflow valve are open. The stack
pipe limits the amount of water that the tank can hold.
The tank can also be filled from an alternative filling point at the top of the tank.
An aft drain point is on the left side of the rear fuselage. The drain point is connected to a
drain valve in the rear cargo bay.
The fill and drain valve and the overflow valve are manually operated.
The aft drain valve is manually operated on most aircraft. On some aircraft, the aft drain
valve can be operated electrically or manually. The switch to operate the valve is in the
hydraulic bay.
The water tank is pressurised from the aircraft air supply system. The tank can be
pressurised from the APU or any engine. The tank can also.be pressurised from a ground
charging point. The ground charging point is in the hydraulic bay.
The air pressure supplied to the tank is limited by a pressure regulator. The tank is
protected by a pressure relief valve.
The water pipes are heated. On some aircraft the valves are heated. The heating of the
pipes and valves is described in the Water and Waste topic of FCOM Volume 1, Chapter
15, Ice and Rain Protection .
FCOM:V1 -002
Nov 01 /09
Chapter 21 Topic 2
Page 2
FrontToie.t
To cold t.p
Front Galley
To plley Mrvius
Shut-off valve
t
From the air
5upply 5y5tem
Rear
d rain
valve
1-v1-2100001
FCOM:V1-002
Overflow hose
Nov 01 / 09
Chapter 21 Topic 2
Page 3
fV121-00Q02
FCOM:V1-002
Nov 01/09
Chapter 21 Topic 2
Page 4
1-vl -21-00003
FCOM:V1-002
Nov 01 / 09
Chapter 21 Topic 2
Page 5
Overflow pi~
Box fasteners
..
..
Hose stowage
Overflow hose
w l -21.()0004
FCOM:V1 -002
Nov 01 /09
Chapter 21 Topic 2
Page6
Figure 2.5 -Valve Box Closed and Hose Ends out of the Stowage
Overflow hose
Overflow point
t'
Hose$towa~
Fill conneCIIlon
.... 1 -21~000!1
FCOM:V1-002
Nov 01 / 09
Chapter 21 Topic 2
Page 7
FCOM:V1-002
Nov Ot/09
Chapter 21 Topic 2
Pages
Figure 2-7 - Fill and Drain Valve Closed and Overflow Valve Open
.....,~
._:
1- !!fX
1411-21-1)0007
Figure 2-8- Fill and Drain Valve and Overflow Valve Open
i1 21 00008
FCOM:V1-002
Nov 01/09
Chapter 21 Topic 2
Page9
The rear drain point allows piping to the rear of the main gear bays to be drained. The
drain point is on the left side of the rear fuselage. The drain point is shown in Figure 2.9.
The rear drain valve is in the- rear cargo bay. The valve is behind a door on the left wall of
the bay. The door is shown in Figure 2.10.
There are two standards: a valve that can only be operated manually and a valve that can
be operated electrically or manually. The manual valve is shown in Figure 2.11 . The
electrically operated valve is shown in Figure 2. 12.
Figure 2.9 - Rear Drain Point
f1-21-00009
FCOM:V1-002
Nov 01 /09
Chapter 21 Topic 2
Page 10
ORAl ~
. ,,.21-(10010
FCOM:V1-002
Nov 01 / 09
Chapter 21 Topic 2
Page 11
Valve
FCOM:V1 -002
Nov 01 /09
Chapter 21 Topic 2
Page 12
Motor
Valve
..vt-21-00012
FCOM:V1-002
Nov 01 / 09
Chapter 21 Topic 3
Pago 1
Water Supply
The water supply is shown schematically in Figure 3 .1.
Water is held in a tank in the hydraulic bay. The tan k supplies the basin taps in the toilets
and the galley services.
From the tank, the water goes to an isolation valve in each toilet and a shut off valve in
each galley. The isolation and shut off valves are normally open.
From each toilet isolation valve, water is supplied to the basin cold tap and a water heater.
From the water heater, water is supplied to the basin hot tap.
From each galley shut off valve, water is supplied to the galley services requiring water.
The tank is filled and drained from a fill and drain connection point on the water servicing
panel. The connection point is connected to the water tank by a fill and drain pipe. The
pipe contains a fill and drain valve. The valve is operated electrically; it is controlled by a
switch on the servicing panel.
The supply to the galleys and the toilets is taken from between the fill and drain valve and
the tank.
A stack pipe in the tank is connected to an overflow pipe. The overflow valve is connected
to an overflow point on the water servicing panel. The pipe contains an overflow valve.
The valve is operated electrically; it is controlled by a switch on the servicing panel. The
tank is normally filled from a pressurised water supply through the fill and drain valve.
When the tank is filled, the fill and drain valve and the overflow valve are open. The stack
pipe limits the amount of water that the tank can hold.
An electrically operated contents indicator is on the servicing panel.
The tank can also be filled from an alternative filling point at the top of the tank.
An aft drain point is on the left side of the rear fuselage. The drain point is connected to a
drain valve in the rear cargo bay. The valve is operated electrically; it is controlled by a
switch on the servicing panel.
The water tank is pressurised from the aircraft air supply system. The tank can be
pressurised from the APU or any engine. The tank can also be pressurised from a ground
charging point. The ground charging point is on the water servicing panel. The air
pressure supplied to the tank is limited by a pressure regulator. The tank is protected by a
pressure relief valve.
The water pipes are heated. On some aircraft the valves are heated. The heating of the
pipes and valves is described in the Water and Waste topic of the FCOM Volume 1,
Chapter 15, Ice and Rain Protection chapter.
FCOM:Vt -002
Nov 01 /09
Chapter 21 Topic 3
Page 2
From Toilet
To hot tap
To cold tap
Front Galley
To galley services
Shut-off valve
Pressure
regulator
t
From the air
supply system
Contents Indicator
Rear
drain
valve
Fill and drain pipe
Overflow
pipe
FCOM:V1-002
Overflow valve
Nov 01 / 09
Chapter 21 Topic 3
Page3
The hydraulic bay components are shown in Figure 3.2. The picture is taken looking
directly into the hydraulic bay from the hydraulic bay door.
A sight glass is on the side of the tank. The sight glass indicates the level of water in the
tank.
The fill and drain valve and the overflow valve are below the tank. The fill and drain valve
is connected to the servicing point by a fill and drain pipe. The overflow valve is connected
to the servicing panel by an overflow pipe.
The valves can be operated manually or electrically. Instructions for manually operating
the valves are on the forward wall of the hydraulic bay.
FCOM:V1-002
Nov 01 /09
Chapter 21 Topic 3
Page 4
FCOM:V1-002
Nov 01 / 09
Chapter 21 Topic 3
Page 5
The position of the water servicing door is on the left side of the fuselage just forward of the
left gear bay. The door is shown in Figure 3.4. Whenever the door is not shut, a WATER
PNL NOT SHUT caption illuminates on the CSP. The caption is shown in Figure 3.3. The
door is hinged at the bottom and held closed by two catches.
The door contains two seals: one for the fill and drain point on the servicing panel and one
for the overflow point on the servicing panel.
Instructions for filling and draining the water tank are on the inside of the door.
Figure 3.3 - Water Panel Not Shut Caption
l-v1-21-00022
FCOM:V1-002
Nov 01/09
Chapter 21 Topic 3
Page6
Door Unlatched
point H:tl
SiiiiiW
' - - - - - - - ' - --+--
- t-
Latches
urndone
FCOM:V1-002
Nov 01 / 09
Chapter 21 Topic 3
Page 7
All three valves are forced to the closed position. When they are closed, power is
removed from the valves.
When the panel is open, the micro switch connects the BATT BUS to:
The overflow valve and the fill and drain valve are electrically interlocked. With the panel
door open, the interlock:
Prevents the fill and drain valve opening until the overflow valve is open.
Prevents the overflow valve closing until the FILUDRAIN switch is at the CLOSED
position.
FCOM:V1-002
Nov 01 /09
Chapter 21 Topic 3
Pages
Microswltch
w-4.1....
CLOSED
OPEN
0 /FLOW
CLOSED
CLOSED
.(!)
(!)
OPEN
FILUDRAIN
OPEN
R.EAR DRAIN
Contents indicator
'-'
I \
1f2
'1/4
/
3/4/
~
=
WATER
comwrs
F,
-'
"-
OVERFLOW
Overflow point
Ground air charging point
Valve switches
FCOM:Vl-002
l v1 21..00026
Nov 01 / 09
Chapter 21 Topic 3
Page9
The fill and drain valve and the overflow valve are below the water tank. They are shown
in Figure 3.6.
Each valve has an electric motor and a manual operating lever.
The fill and drain valve electric motor is controlled from the FILUDRAIN switch on the
servicing panel.
The overflow valve electric motor is controlled from the 0 /FLOW switch on the servicing
panel.
Instructions for manual operation of the valves are given on the forward wall of the
hydraulic bay.
FCOM:V1-002
Nov 01 /09
Chapter 21 Topic 3
Page 10
FCOM:V1-002
Nov 01 / 09
Chapter 21 Topic 3
Page 11
'1 21 -00009
FCOM:V1-002
Nov 01/09
Chapter 21 Topic 3
Page 12
ORAl ~
. ,,.21-(10010
FCOM:V1-002
Nov 01 / 09
Chapter 21 Topic 3
Page 13
Motor
Manual operating lever
Valve
..vl-21-00012
FCOM:V1 -002
Nov 01 /09
Chapter 21 Topic 3
Page 14
FCOM:V1-002
Nov 01/09
...
FCOM:V1-002
Nov 01/09
Chapter 21 Topic 4
Page 2
-.....
1-vl-21-0001 4
FCOM:V1-002
Nov 01 / 09
Chapter 21 Topic 4
Page 3
FCOM:V1 -002
Nov 01 /09
Chapter 21 Topic 4
Page4
FCOM:V1-002
Nov 01/09
Toilet Ru sh
Up to three recirculating chemical toilets may be fitted. Air pressure is required to flush the
toilets. The toilet flush system is shown schematically in Figure 5.1.
The pneumatic power comes from the left air supply system. With the tail anti-ice valves
closed, only the APU or the left wing engines can supply the toilet flush system. With the
tail anti-ice valves open, any engine or the APU can supply the toilet flush system.
The toilet flushing system can also be pressurise<l from a ground charging point. The
ground charging point is in the air conditioning bay. The ground charging point is shown in
Figure 5.2. The charging point is on a servicing panel which is at the rear of the air
conditioning bay.
Air is t aken from the left air supply system, via an NRV and a flow restrictor, to a reservoir
for each toilet.
The supply to flush a toilet passes from the associated reservoir to its toilet via a toilet
flushing valve.
Each toilet flush valve is operated by a push button in the associated toilet.
The system is protected by a pressure relief valve.
Toilet Servicing
The toilets are serviced from servicing points on the side of the fuselage. The servicing
points have doors that are hinged on their forward edges. There is no indication of the
position of the doors on the flight deck.
A typical door is shown in Figure 5.3.
FCOM:V1-002
Nov 01 /09
Chapter 21 Topic 5
Page 2
Flow restrietor
Relief valve
Ground charging point
'""===::1
T ollet flush
valve
t-
'""====I
T ollet flush
valve
t-
FCOM:V1-002
Nov 01 / 09
Chapter 21 Topic 5
Page 3
FCOM:V1 -002
Nov 01 /09
Chapter 21 Topic 5
Page 4
1'11 21 -00018
FCOM:V1-002
Nov 01 / 09
Chapter 21 Topic 5
Page 5
The toilet water heaters are shown schematically in Figure 5.4. The schematic is for a
typical aircraft with two toilets: one at the front and one at the rear.
The pipes heaters are supplied form the 115 V ground services busbar. The ground
service busbar is supplied by AC BUS 2 when the flight deck is powered. If the flight deck
is not powered by EXT AC, the ground service busbar may be powered directly from EXT
AC by selecting the GND SERVICE switch to ON. The switch is on the cabin attendant's
panel in the forward vestibule.
The power to each heater is supplied by a circuit breaker on the cabin attendant's panel in
the forward vestibule. Each circuit breaker has an indicator lamp close to it. When an
indicator lamp is lit, power is available to the associated heater.
There are no switches for the toilet water heaters. They can only be switched off by pulling
the circuit breakers.
FCOM:V1-002
Nov 01 /09
Chapter 21 Topic 5
Page6
POWER
EXTAC
OFF
ON
GNO SERVICE
Circuit Breakers
Indicator Lamps
FCOM:V1-002
lv1.2100019
Nov 01 / 09
Chapter 21 Topic 5
Page 7
FCOM:V1-002
Nov 01 /09