Manual de Treinamento Aviônica 01

Linhas areas Inteligentes
Treinamento de Manuteno
Familiarizao em Sistemas Avinicos
Boeing 737-600/700/800/900
Volume 01
Training Manual
NOTICE
THIS MANUAL HAS BEEN PREPARED FOR AIRPLANES SYSTEM
TRAINING. IT WILL NOT BE REVISED AND DOES NOT AMEND OR
SUPERSEDE
INFORMATION
CONTAINED
IN
APPLICABLE
GOVERNMENTAL REGULATIONS AND BOEINGS APPLICABLE SERVICE

BULLETINS, MAINTENANCE MANUALS, OVERHAUL MANUALS AND
WRITTEN INSTRUCTIONS.
737-600/700/800/900 Familiarization Manual

Maintenance Training
Airplane General
TABLE OF CONTENTS
SUBJECT
CHAPTER
SECTION
SUBJECT
PAGE
737 GENERAL INTRODUCTION........................................................................................................................................................................ 00-00-00.............. 02

737 GENERAL OPERATING EXPERIENCE ...................................................................................................................................................... 00-00-00.............. 06
737 GENERAL AIRPLANE DIMENSIONS.......................................................................................................................................................... 00-00-00.............. 08
737 GENERAL ZONE DIAGRAMS ..................................................................................................................................................................... 00-00-00.............. 10
737 GENERAL POWER PLANT INTRODUCTION ............................................................................................................................................ 00-00-00.............. 12
737 GENERAL POWER PLANT ENGINE HAZARDS ........................................................................................................................................ 00-00-00.............. 14
737 GENERAL FLIGHT CONTROLS SURFACES............................................................................................................................................. 00-00-00.............. 16
737 GENERAL DOORS INTRODUCTION.......................................................................................................................................................... 00-00-00.............. 18
737 GENERAL ENTRY DOOR EXTERIOR OPERATION.................................................................................................................................. 00-00-00.............. 20
737 GENERAL ENTRY DOOR INTERIOR OPERATION................................................................................................................................... 00-00-00.............. 24
737 GENERAL FLIGHT COMPARTMENT PANELS .......................................................................................................................................... 00-00-00.............. 26
737 GENERAL AFT FLIGHT COMPARTMENT PANELS .................................................................................................................................. 00-00-00.............. 28
737 GENERAL ELECTRONIC EQUIPMENT COMPARTMENT ........................................................................................................................ 00-00-00.............. 30
737 GENERAL EE COMPARTMENT DOOR OPERATION ............................................................................................................................... 00-00-00.............. 32
737 GENERAL LOADABLE SOFTWARE ........................................................................................................................................................... 00-00-00.............. 34
737 GENERAL ANTENNA LOCATIONS ............................................................................................................................................................ 00-00-00.............. 36
737 GENERAL MAIN LANDING GEAR DOWNLOCK PIN................................................................................................................................. 00-00-00.............. 38
737 GENERAL NOSE LANDING GEAR DOWNLOCK PIN................................................................................................................................ 00-00-00.............. 40
737 GENERAL TOWING LEVER........................................................................................................................................................................ 00-00-00.............. 42
737 GENERAL PARKING BRAKE SYSTEM ...................................................................................................................................................... 00-00-00.............. 44
737 GENERAL AIRPLANE TOWING.................................................................................................................................................................. 00-00-00.............. 46
737 GENERAL TOWING OPERATION .............................................................................................................................................................. 00-00-00.............. 48
737 GENERAL JACKING POINTS ..................................................................................................................................................................... 00-00-00.............. 50
737 GENERAL FMCS CONTROL DISPLAY UNIT............................................................................................................................................. 00-00-00.............. 52
MAINTENANCE DOCUMENTS INTRODUCTION ............................................................................................................................................. 01-00-00.............. 54
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737 GENERAL INTRODUCTION

Introduction
This section introduces you to the 737 airplanes. You will see
general information about these topics:
-
Range
Dimensions Engines
Flight controls Doors
Flight compartment panels
Electronic equipment rack configuration
Electrical.
This section also introduces you to these tasks:

-
Electrical power application

Hydraulic power application
Equipment cooling operation
Radio and intercommunication system operation
Towing
Control display unit (CDU) operation.
Abbreviations and Acronyms

A/P autopilot
A/S airspeed
ac alternate current
ACARS aircraft communications addressing and reporting
system
ACMS airplane condition monitoring system
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ADF automatic direction finder

ADIRS air data inertial reference system
AFCS automatic flight control system
AGCU APU generator control unit
altn alternate
amp amplifier
APB APU breaker
APU auxiliary power unit
ATC air traffic control
att attendant
auto automatic
bat battery
bcn beacon
BL buttock line
BPCU bus power control unit
BTB bus tie breaker
C/W control wheel
capt captain
CDS common display system
CDU control display unit
chgr charger
comm communication
comp computer
conn connected
cond condition
cntl control
det detector
DEU display electronic unit
dist distribution
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DME distance measuring equipment
DU display unit
ECU electronic control unit
EE electronic equipment
EEC electronic engine control
elex electronics
ELT emergency locator transmitter
EMDP electric motor driven pump
ESDS electrostatic discharge sensitive
ext external
F / O first officer
FCC flight control computer
FMC flight management computer
FMCS flight management computer system
freq frequency
fwd forward
GCU generator control unit
gnd ground
GPS global positioning system
HF high frequency
HUD heads up display
IDG integrated drive generator
ILS instrument landing system
inv inverter
L left
LBL left buttock line
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LE leading edge
LRRA low range radio altimeter
LRU line replaceable unit
mod module
MLG main landing gear
MCP mode control panel
MPD maintenance planning document
nav navigation
NLG nose landing gear
ovht overheat
PA passenger address
PCU power control unit
PDP power distribution panel
pnl panel
prox proximity
PSU passenger service unit
pwr power
R right
RBL right buttock line
REU remote electronics unit
RLY relay
SATCOM satellite communication
S/B speedbrake
sec section
sel select
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SCU start converter unit
SPCU standby power control unit
SOV shutoff valve
stab stabilizer
STA station
stdby standby
sw switch
TCAS traffic alert and collision avoidance system
TE trailing edge
TRU transformer rectifier unit
typ typical
VHF very high frequency
vlv valve
VOR VHF omni range
WL water line
xfer transfer
xfmr transformer
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737 GENERAL OPERATING EXPERIENCE

The 737 models now in service have a high dispatch reliability.
The 737 flies a large number of short length flights. It can also fly
longer range flights. The airplane use rate is very high. The use
rates are shown this way:
-
Average daily utilization 7.6 hr

Average flight length 1.4 hr
Schedule reliability 99.3%.
The 737-600/700/800/900 design improves on the

737/300/400/500 model design. These are the improvements:
-
larger payload
Higher service ceiling
More range
Improved fault isolation improved systems design
Flight compartment common display system
The range map bellow shows the longer range of the 737600/700/800/900 over the 737-300/400/500 aircraft. The ranges
are for aircraft in these conditions:
-
Nomal flights
FuIl passenger payload
85% annual winds.
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Operating Experience
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737 GENERAL AIRPLANE DIMENSIONS

The wing span and horizontal tail span is the same for all models
in the next generation family. The dimensions are shown bellow.
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Airplane Dimensions
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737 GENERAL ZONE DIAGRAM

General
The airplane has eight major zones to help you find and identify
the airplane components and parts. The major zones are divided
into subzones and the subzones into zones. These are the major
zones:
-
100 lower half of the fuselage

200 upper half of the fuselage
300 empennage
400 powerplant and nacelle struts
500 left wing
600 right wing
700 landing gear and Landing gear doors
800 doors.
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737 GENERAL POWER PLANT INTRODUCTION

General
Two CFM56-7B engines supply thrust for the airplane. The
engines also supply power for these systems:
-
Electric
Hydraulic
Pneumatic.
The CFM56-7B is a high bypass ratio, dual rotor, turbo fan

engine.
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737 GENERAL POWER PLANT ENGINE HAZARDS

General
Exhaust Velocity
It is dangerous to work around engines. Use the entry/exit

corridor when the engine is in operation. Stay out of the inlet and
exhaust areas when the engine is in operation.
Exhaust velocity is very high for a long distance behind the

engine. This can cause damage to personnel and equipment.
Engine Noise
These are the hazards around an engine in operation:

-
lnlet suction
Exhaust heat
Exhaust velocity
Engine noise.
Inlet Suction
Engine inlet suction can pull people and large objects into the
engine. At idle power, the inlet hazard area is a 10 ft (3.1 m)
radius around the inlet.
WARNING:IF THE WIND IS OVER 25 KNOTS, INCREASE
THE INLET HAZARD AREA BY 20%.
Engine noise can cause temporary and permanent Loss of your

ability to hear. You must wear ear protection when near an
engine in operation.
Engine Entry/Exit Corridor
Engine entry corridors are between the inlet hazard areas and
the exhaust hazard areas. You should go near an engine in
operation only when:
-
The engine is at idle

You can speak with people in the flight compartment.
For additional safety, wear a safety harness when the engine is

in operation.
Exhaust Heat
Training Information Point
The engine exhaust is very hot for a long distance behind the
engine. This can cause damage to personnel and equipment.
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When the engine is in operation, the anti-collision lights should

be on.
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737 GENERAL FLIGHT CONTROL SURFACES

General
Power Source
The flight controls keep the airplane at the necessary attitude

during flight. They have movable surfaces on the wing and the
empennage. These are the two types of flight controls:
Hydraulic actuators or electric motors move the surfaces. You

must be very careful when you work near flight control surfaces.
When hydraulic power is on, make sure that all the flight control
surfaces are clear of personnel and equipment.
Primary
Secondary.
Primary Flight Controls

The primary flight controls has these subsystems:
-
Aileron (2)
Elevator (2)
Rudder.
Secondary Flight Controls

The secondary flight control system has these components:
-
Leading edge flaps (4)

Leading edge slats (8)
Trailing edge flaps (4)
Spoilers (12)
Horizontal stabilizer.
The 12 spoilers consists of 4 ground and 8 flight spoilers. The

spoilers are numbered 1 to 12, left to right.
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737 GENERAL DOORS INTRODUCTION

General Description
These are the types of doors on the airplane:
You can open and close entry, galley service, and cargo doors in
winds up to 40 knots without structural damage. You can let
these doors stay latched open in winds up to 65 knots without
structural damage.
Forward and aft entry doors

Forward and aft galley service doors
Emergency exit doors (and pilot sliding windows)
Cargo doors
Interior doors (crew door and lavatory doors)
Miscellaneous access doors.
If a door is left open for a long time, a protective cover should be

put over the door frame. This prevents bad weather damage to
the airplane.
Location
The entry doors are on the left side of the airplane. The galley
service doors are on the right side of the airplane.
The emergency exit doors are above the wings on both sides of
the airplane. The pilot sliding windows are in the flight
compartment.
The crew door and lavatory doors are inside the airplane.
The cargo doors are on the right side of the airplane.
The miscellaneous access doors are near the systems they
serve.
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737 GENERAL ENTRY DOOR EXTERIOR OPERATION

THIS PAGE INTENTIONALLY LEFT BLANK
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General
You open and close an entry door manually with the control
handle. While open, a hinge lock mechanism holds the door in
the open position.
The cabin drew puts the door slide warning pennant across the
door window if the slide is armed.
To complete the door opening operation, hold the aft edge of the
door and pull it open.
As the door opens, winds may push it. This can push the
operator off balance. Keep a strong, secure stance to prevent
this.
As you pull the door open, the door turns. This moves the door
parallel to the airplane fuselage when the door is fully open.
Open the Door Exterior Operation

Close the door
An escape slide is on the inside, lower part of the entry door. If
the slide girt bar is in the armed position, the slide will deploy
automatically as the door opens. Look to see if there is a door
slide warning pennant (orange) in the door window. The pennant
is across the window when the slide is armed. Make sure that the
escape slide is not armed before you open the door.
The door swings out of the door frame when it opens. Make sure
that the area outside of the door is clear.
You must pull the exterior door control handle from the recess
position to engage the door drive mechanisms. Turn the handle
180 degrees in the clockwise direction. The door moves to the
cocked open position.
At this point, any more effort on the door control handle will not
produce more door motion. The door control handle has gone
through its full motion. Release the control handle and allow it to
return to its recess by spring force.
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Before you close the door, examine the escape slide. The
escape slide girt strap and bar must be properly stowed. An
incorrectly folded strap or improperly stowed bar will interfere
with the door threshold clearance. This will prevent the door from
sealing and latching, and may damage components.
To close the door, first release the hinge lock. The release
mechanism is yellow. Operate the latch release mechanism to
unlock the hinge. This lets you to swing the door back into the
door frame.
Pull the door to the cocked position.
Pull the exterior control handle out of the recess, and turn it
slightly until it engages the door drive mechanisms. Turn the
door control handle counterclockwise 180 degrees to complete
the action.
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When the control handle has gone through its full motion, release
it and allow it to return to the recess by spring force.
You can operate the forward entry door in winds up to 40 knots.
You can let the door stay latched open in winds up to 65 knots.
The force pm the control handle to open and close the door is
not large. If a large force is required, there is a fault with the door
or the procedure.
If the door does not close and latch easily, there may be a
clearance problem. Make sure the door-to-frame area is clear.
An incorrectly stowed escape slide girt strap may be caught
between the door and the frame.
If the airplane is pressurized, a properly rigged door will not
unlatch. This is because the door gates must open against cabin
pressure during door gates must open against cabin pressure
during door unlatch. Pressure on the door gates prevents this.
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737 GENERAL ENTRY DOOR INTERIOR OPERATION

General
Pull the door to the cocked position and turn the control handle in
the close direction.
You use an interior control handle to open and close an entry

door. The hinge lock mechanism holds the door in the open
position. You release this mechanism to close the door.
Interior Operation
The escape slide is on the inside lower part of the door. If the
slide girt bar is in the armed position, the slide will deploy
automatically as the door opens. Make sure the slide girt bar is
not armed and then remove the door slide warning pennant
(orange) in the door window.
To open the door from the interior, unlatch the door with the
control handle and turn the handle in the OPEN direction. This
puts the door in the cocked position. Push the door through the
door frame until it is fully open. Use the assist handles for this
operation.
A hinge lock mechanism in the upper hinge keeps the door in the
fully open position.
To close the door, first release the hinge lock. The release
mechanism is yellow. Operate the latch release mechanism to
unlock the hinge. This lets you swing the door back into the door
frame.
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737 GENERAL FLIGHT COMPARTMENT PANELS

Flight Compartment Panels
These are the major panels in the flight compartment:
-
P1 captain instrument panel

P2 center instrument panel
P5 forward overhead panel
P5 aft overhead panel
P7 glareshield panel
P3 first officer instrument panel
P9 forward electronic panel
Control stand
P8 aft electronic panel
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737 GENERAL AFT FLIGHT COMPARTMENT PANELS

General
The main circuit breaker panels are behind the first officer and
captain seats. The P6 and P18 have the component load circuit
breakers. Circuit breakers are organized by airplane systems.
The P61 panel has the data loader controls.
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737 GENERAL ELECTRONIC EQUIPMENT COMPARTMENT

General
Most electronic equipment is in a compartment below the main
cabin floor, aft of the nose wheel well. On the ground, you enter
this electronic equipment (EE) compartment through a door in
the bottom of the fuselage. The door is aft of the nose landing
gear.
The airplane has these equipment racks in the EE compartment:
-
E1 forward part of the compartment

E2 left aft part of the compartment
E3 center aft part of the compartment
E4 right aft part of the compartment
E5 right side of the compartment
Shelf assemblies have equipment mounts, interconnected wiring,

and accessory boxes. Most equipment rack shelves are cooled
with air. Air is blown through or drawn through the equipment
racks.
There is a drip shield over the racks to protect the equipment
from moisture condensation.
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737 GENERAL EE COMPARTMENT DOORS OPERATION

Operation
You manually operate an external access door to the electronic
equipment (EE) compartment. You open and close the door from
outside the airplane.
Turn the handle counterclockwise to retract the latch pins. If you

do not do this, the door will not seat in the door frame.
Turn the handle clockwise to latch the door. Then push the door
handle back into its recess.
Open Door
The handle on the door fairs in a recess. A push-button trigger
releases the handle, and it comes out of fair by spring force.
Turn the handle counterclockwise to disengage the latch pins.
When the latch pins are free you can push the door upward and
slightly to the right to the first detent. Then push the door to the
right to the fully open detent.
When the door is fully open, the roller tracks can be folded to
improve access to the equipment racks. A spring catch on the
end of each roller track holds the track in the folded or unfolded
position.
Close Door
Before you close the door, release the spring catch and extend
the roller tracks. Make sure the door frame area is clear.
Pull the door out of the fully open detent and then restrain it as
gravity causes it to slide down the tracks. When the door reaches
the lower detent you can release it.
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737 GENERAL LOADABLE SOFTWARE

General
Some of the LRUs in the 737 need both hardware and software.
Without the software, the logic circuits in the LRUs can not do
their specified function. They must have the proper software
load. You can load the software in the LRU at the shop or you
can load it at the airplane.
Except for the electronic engine control (EEC), you connect a

portable data loader to the data transfer unit receptacle at the
P61 to load the software.
You load the EEC software at the engine with a portable data
loader.
Loadable Software Binder
Systems
These LRUs have loadable software features:
Flight management computer (FMC)
Control display unit (CDU)
ARINC communications addressing and reporting system
(ACARS) / communication management unit (CMU)
Display electronic unit (DEU)
Satellite communication (SATCOM)
Flight control computer (FCC)
APU engine control unit (ECU)
Passenger flight information distribution system (PFIDS)
or AIRSHOW
Digital flight data acquisition unit (DFDAU)
Airplane condition monitoring system (ACMS)
NOTE: Some of the above units are for optional systems on the
airplane. When the airplane does not have the LRU for
the optional system, the switch position for the optional
system shows INOP.
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A binder is in the book compartment at the bottom of the P61.

The binder has all the software necessary to load software at the
airplane.
Installation Procedure
These are the basic steps to load software at the airplane:
Supply electrical power.
Open the DATA LOADER circuit breaker
Connect the portable data loader (PDL) to the data
transfer unit receptacle
Close the DATA LOADER circuit breaker
Set the data load select switch to the applicable LRU
position
Put the diskette into the disk drive
Remove the diskette when the software load is complete
Open the DATA LOADER circuit breaker
Set the data load select switch to NORM
Remove the PDL from the data transfer unit receptacle.
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737 GENERAL ANTENNA LOCATIONS

Antenna Location
These are the communication and navigation system antennas:
-
Weather Radar
Traffic alert and collision avoidance system (TCAS)
Air traffic control (ATC)
Global positioning system (GPS)
Very high frequency (VHF) communication
Automatic direction finder (ADF)
High frequency (HF) communication
VHF omni-range (VOR)
Marker beacon
Radio altimeter
Distance measuring equipment (DME)
Localizer
Glideslope.
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737 GENERAL MAIN LANDING GEAR DOWNLOCK PIN

General
You install a downlock pin into the main landing gear (MLG) to
prevent an outside force from unlocking the main landing gear.
There is one main landing gear downlock pin for each main
landing gear.
The downlock pin installs in the MLG downlock strut.
WARNING:YOU MUST CAREFULLY INSTALL THE GROUND
LOCKS IN ALL LANDING GEAR. AN
ACCIDENTAL RETRACTION OF THE LANDING
GEAR CAN CAUSE INJURY TO PERSONS AND
DAMAGE TO EQUIPMENT.
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737 GENERAL NOSE LANDING GEAR DOWNLOCK PIN

General
You install a downlock pin into the nose landing gear (NLG) to
prevent an outside force from unlocking the nose landing gear.
There is one nose landing gear downlock pin for the nose
landing gear.
The nose landing gear downlock pin installs in the NLG downlock
pin hole.
WARNING:YOU MUST CAREFULLY INSTALL THE GROUND
LOCKS IN ALL LANDING GEAR. AN
ACCIDENTAL RETRACTION OF THE LANDING
GEAR CAN CAUSE INJURY TO PERSONS AND
DAMAGE TO EQUIPMENT.
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737 GENERAL TOWING LEVER

General
A towing lever permits you to depressurize the nose wheel
steering system. Because of this, you do not have to
depressurize hydraulic system A to tow the airplane.
The towing lever is on the left side of the metering valve module
above the steering actuator.
WARNING:MAKE SURE ALL PERSONS AND EQUIPMENT

ARE AWAY FROM THE NOSE GEAR UNTIL THE
NOSE GEAR IS CENTERED. A FAST MOVEMENT
OF NOSE GEAR CAN OCCUR IF THE
HYDRAULIC SYSTEM IS PRESSURIZED WHEN
THE LOCKOUT PIN IS REMOVED. THIS CAN
CAUSE INJURY TO PERSONS AND DAMAGE TO
EQUIPMENT.
Operation
The towing lever is spring-loaded to the off position. Move the
lever forward to the tow position. Insert a pin in the pin hole in the
lever to hold the lever in the towing position. A placard on the
protective cover (not shown) shows the two positions of the
towing lever.
If you tow the airplane and turn the nose wheels more than 78
degrees, you must disconnect the torsion links. Support the
lower torsion link from dragging on the ground when it is
disconnected.
A red stripe on the outside of each nose landing gear door shows
when the wheels are at 78 degrees. When the tow bar aligns
with the red stripe, the wheels are at 78 degrees.
If you tow the airplane and turn the nose wheels more than 90
degrees, you must disconnect the taxi light wire bundle.
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737 GENERAL PARKING BRAKE SYSTEM

Purpose
The parking brake system uses the normal hydraulic brake

system to keep the main landing gear brakes applied when you
park the airplane.
CAUTION: PARKING BRAKES SHOULD NOT BE SET

FOLLOWING A HIGH ENERGY STOP. HIGH
ENERGY STOPS ARE DEFINED AS A REFUSED
TAKE OFF OR ANY STOP OTHER THAN
NORMAL. UNDER STATIC PRESSURE, HOT
BRAKE SURFACES TEND TO FUSE TOGETHER.
THEREFORE, AFTER A HIGH ENERGY STOP, OR
FOLLOWING TOUCH AND GO STOPS, A
COOLING PERIOD OF 40 TO 60 MINUTES
SHOULD BE ALLOWED BEFORE THE PARKING
BRAKE IS SET.
Parking Brake System Indication

A red parking brake light next to the parking brake lever shows
the condition of the parking brake system.
A brake pressure indicator shows the available brake pressure.
Operation
To set the parking brakes, push the brake pedals and pull the
parking brake lever. The linkage latches the brake pedals in the
brakes-applied position.
A fully charged brake accumulator shows 3000 PSI on the brake
pressure indicator. This keeps the brakes pressurized for at least
8 hours.
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737 GENERAL AIRPLANE TOWING

General
You tow the airplane with a towbar that connects to the nose
gear tow fitting.
You install a special eyebolt on each main gear to move the
airplane in non-normal conditions or to moor the airplane.
You can also tow the airplane with towbarless equipment.
WARNING:WHEN YOU TOW THE AIRPLANE, ALL PERSONS
MUST STAY OUT OF THE DANGEROUS AREAS
AROUND THE TOW VEHICLE, TOW BAR, AND
NOSE WHEELS. PERSONNEL ON THE GROUND
MUST BE AWARE OF THE POSSIBILITY OF
BEING RUN OVER BY THE NOSE WHEELS. THE
TOW VEHICLE, TOW BAR, AND AIRPLANE WILL
CHANGE POSITION DURING PUSHBACK AND
TOWING. MAINTAIN A MINIMUM Of 10 FEET
SEPARATION BETWEEN PERSONS ON THE
GROUND AND THE EQUIPMENT THAT MOVES. A
FATAL INJURY COULD OCCUR.
See part two of the maintenance manual for more information
about towing the airplane.
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737 GENERAL TOWING OPERATION

General
You push or pull the airplane with a suitable tow vehicle. The
design of the airplane lets you tow the airplane from the nose or
the main landing gear.
You normally tow the airplane by the nose gear. A tow bar from a
tow vehicle connects to a fitting on the nose gear. The maximum
turn angle is 78 degrees for normal towing. Red stripes on the
nose gear doors show this towing limit. Disconnect the nose gear
torsion link for turn angles more than 78 degrees. Disconnect the
torsion link and the taxi light cable for turn angles more than 90
degrees.
You use a towbarless equipment to move the airplane as an
alternate tow vehicle.
You tow from the main gear for unusual towing conditions such
as towing on soft ground or on an incline. This prevents loads
more than the nose gear structural limits. A tow fitting connects
to an eye in the jacking cone on each main gear. A locally
fabricated cable connects this cable to the tow vehicle. The
maximum turn angle is 30 degrees when you tow from the main
gear.
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737 GENERAL JACKING POINTS

General
These are seven jacking points to lift and stabilize the airplane.
The jacking points consist of three main and four auxiliary jack
points.
The main jack points are the wing jack points A and B, and the
aft body jack point c. These jack points allow you to connect
jacks and lift the complete airplane.
The four auxiliary jack points are the forward body jack point, the
nose gear axle jack point, and the two main gear axle jack
points. The forward body jack point at position D stabilizes the
airplane. Jack points E and F, underneath the landing gear axles,
lets you remove the wheel and tire or brake assembly without
jacking the complete airplane.
Before you jack the airplane, make sure that the airplane gross
weight and the center of gravity are within the approved limits.
For complete information about jacking and levelling the airplane,
refer to Maintenance Manual Part II, Chapter 7 and 8.
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737 GENERAL FMCS CONTROL DISPLAY UNIT

General
The flight crew uses the control display unit (CDU, also called the
MCDU) to put in flight data and to select displays and modes of
operation. They also use the CDU to start ADIRU alignment. You
use the CDU to test the FMCS and other systems.
There are two CDUs in the airplane. They are functionally and
physically interchangeable.
Physical Description
The CDU has a keyboard and a display.
Line select keys (LSK) are on the left and right of the display.
The keyboard has function and mode keys and alphanumeric
keys.
The CDU has these annunciators:
-
FAIL
CALL
MSG (message)
OFST (offset)
EXEC (execute).
The EXEC light is on the right of the CDU keyboard.
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MAINTENANCE DOCUMENTS INTRODUCTION

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General
Unscheduled Maintenance:
The maintenance documents for the 737-600/700/800 supply

help for all maintenance activities. Many different documents
work together to permit you to maintain the airplane. The
maintenance documents will help you do scheduled and
unscheduled maintenance work.
These are examples of unscheduled maintenance work:
Scheduled Maintenance
These are examples of scheduled maintenance work:
-
Through stop checks

Airplane turn around
Daily checks
Planned checks.
You use these documents to do scheduled maintenance:

-
Maintenance Planning Document (MPD)

Airplane Maintenance Manual (AMM).
These documents supply supporting data to do scheduled

maintenance:
-
System Schematics Manual (SSM)

Wiring Diagram Manual (WDM)
Structural Repair Manual (SRM)
Illustrated Parts Catalog (IPC).
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Flight faults
Ground faults
Service problems
Structural damage.
You use these documents to do unscheduled maintenance:

-
Fault Reporting Manual (FRM)

Fault Isolation Manual (FIM)
Built-In Test Equipment Manual (BITE)
Structural Repair Manual (SRM)
Dispatch Deviations Guide (DDG)
Airplane Maintenance Manual (AMM).
Maintenance Planning Document

The Maintenance Planning Document (MPD) defines the tasks
for each type of scheduled maintenance check. Airlines use the
MPD to make task cards that the technician uses during the
maintenance checks.
Airplane Maintenance Manual
The Airplane Maintenance Manual (AMM) has two parts. Part I is
the Systems Description Section (SDS). This section replaces
the description and operation (D and O) section of the 737300/400/500 airplane models.
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Part II is practices and procedures. The practices and
procedures has data related to these functions:
-
Removal/ installation of components

Component Location
Maintenance practices
Servicing
Adjustment/test
Inspection/check
Cleaning/painting
Repair.
Illustrated Parts Catalog

The Illustrated Parts Catalog supplies part replacement data.
This data includes:
-
Replacement part number

Part illustrations
Supplier data
Specification numbers
Recommended spares
Service Bulletin activity.
System Schematics Manual
Standard Wiring Practices Manual
The System Schematic Manual (SSM) gives the user an

understanding of system operation and helps in the fault isolation
process. It supplies the interconnection of all LRUs of a system
or subsystem. It also supplies a general knowledge about system
operation.
The Standard Wiring Practices Manual has instructions for

maintenance and repair of the wiring of all Boeing airplanes. It is
not customized.
Wiring Diagram Manual
The flight crew uses the Fault Reporting Manual (FRM) to

improve communication with maintenance personnel. The flight
crew uses the FRM to get fault codes for airplane faults. These
faults can be flight deck effects or other faults. The FRM has
standard log book write-ups for each fault code.
The fault code permits faster maintenance when the airplane
lands.
The Wiring Diagram Manual (WDM) supplies details of the pointto-point wiring on the airplane.
Fault Reporting Manual
FRM fault codes refer you to the FIM.

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Fault Isolation Manual
Dispatch Deviation Guide
You use the Fault Isolation Manual (FIM) to repair airplane faults.
You start the fault solution process with FRM fault codes or a
fault description. The FIM will identify the maintenance action(s)
to correct the fault.
The Dispatch Deviation Guide (DDG) supplies Boeing's

recommended minimum equipment required for dispatch in the
Master Minimum Equipment List (MMEL). It also supplies the
procedures for dispatch with a fault if permitted.
BITE Manual
You use the BITE manual to get fault data from the airplane builtin test equipment. If you start the fault solution process with
observed faults, the BITE manual will identify which observed
faults need data from the built in test equipment. The BITE
manual has the BITE procedures from the FIM.
Each maintenance document has an introduction to show you

how to use that document.
Structural Repair Manual

The Structural Repair Manual (SRM) supplies descriptive
information and specific instructions to help in field repair of
airplane structure. The SRM is not customized. It has data
relative to these areas:
-
Allowable damage evaluation

Typical repairs
Material identification
Material substitution
Fastener installation
Alignment check
Planning.
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AMM Airplane Maintenance Manual
ASN assigned subject number
A/T adjustment/test
ATA air transport association
CL component location
CMCS central maintenance computing system
C/P cleaning/painting
DDG dispatch deviation guide
FIM Fault Isolation Manual
FRM Fault Reporting Manual
I/C inspection/check
IPC illustrated parts catalog
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MMEL Master Minimum Equipment List
MP maintenance practices
MPD Maintenance Planning Document
R/I removal/installation
SDS Systems Description Section
SRM Structural Repair Manual
SRV service
SSM System Schematics Manual
WDM Wiring Diagram Manual.
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Electrical
TABLE OF CONTENTS
SUBJECT
CHAPTER
SECTION
SUBJECT
PAGE
INTRODUCTION ....................................................................................................................................................................................................24-00-00.............. 02
GENERAL DESCRIPTION .....................................................................................................................................................................................24-00-00.............. 06
COMPONENT LOCATION .....................................................................................................................................................................................24-00-00.............. 10
GENERATOR DRIVE SERVICING .....................................................................................................................................................................24-10-00.............. 12
ELECTRICAL METERS, BATTERY, AND GALLEY POWER MODULE GENERAL DESCRIPTION ................................................................24-00-00.............. 16
GENERATOR DRIVE AND STANDBY POWER MODULE GENERAL DESCRIPTION ....................................................................................24-00-00.............. 20
AC SYSTEM, GENERATOR AND APU MODULE GENERAL DESCRIPTION..................................................................................................24-00-00.............. 22
DISTRIBUTION GENERAL DESCRIPTION........................................................................................................................................................24-00-00.............. 26
OPERATION GENERAL DESCRIPTION............................................................................................................................................................24-00-00.............. 30
EXTERNAL POWER APPLICATION .....................................................................................................................................................................24-40-00.............. 34
TRAINING INFORMATION POINTS 1 ................................................................................................................................................................24-00-00.............. 38
TRAINING INFORMATION POINTS 2 ................................................................................................................................................................24-00-00.............. 40
BPCU TRAINING INFORMATION POINT ..........................................................................................................................................................24-40-00.............. 42
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ELECTRICAL POWER INTRODUCTION

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Purpose
The electrical power system makes, supplies, and controls
electrical power. The system has automatic and manual control
features. Built-in test equipment (BITE) and alternate source
selection make the system reliable and easy to keep.
Electrical power has these subsystems:
-
Generator drive
AC generation
DC generation
External power
AC electrical load distribution.

AGCU APU generator control unit
AGB accessory gearbox
altn alternate
APB APU breaker
APS APU power switch
ASG APU starter-generator
auto automatic
bat battery
BPCU bus power control unit
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BTB bus tie breaker

CSD constant speed drive
CT current transformer
chgr charger
disc disconnect
DEU display electronic unit
DPCT differential protection current transformer
EP external power
EPC external power contactor
flt flight
fltr filter
FIO first officer
GCB generator control breaker
GCR generator control relay
gen generator
gnd ground
grd ground
GSTR ground service transfer relay
IDG integrated drive generator
j junction
NCT neutral current transformer
PDP power distribution panel
PMG permanent magnet generator
pwr power
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QAD quick attach detach
rly relay
RMS root mean square
RTL ready to load
scav scavenge
SCU start converter unit
sect section
SPCU standby power control unit
SPU start power unit
srvce service
stdby standby
sys system
thrm thermal
TRU transformer rectifier unit
VR voltage regulator
xfr transformer
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ELECTRICAL POWER GENERAL DESCRIPTION

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Purpose
DC Power
The electrical power system makes and supplies AC and DC

power to airplane. The system has automatic and manual
controls and protection. A standby AC and DC system gives
normal and emergency power.
Three transformer rectifier units (TRUs) change 115v ac to 28v

dc. The airplane also has these DC power sources:
AC Power
The electrical power system has four main AC power sources
and one standby power source. These are the main AC power
sources and their supply capacity:
-
Left integrated drive generator (IDG 1) (90 KVA)

Right integrated drive generator (IDG 2) (90 KVA)
APU starter-generator (90 KVA below 32,000 feet/9,753
meters, and goes down to 66 KVA at 41,000 feet/12,496
meters)
External power (90 KVA).
The IDGs and APU starter-generator supply a 3 phase, 115/200

volts (nominal) at 400 Hz. The AC power system design prevents
two sources to the same load at the same time.
Main battery
Main battery charger
Auxiliary battery
Auxiliary battery charger.
The batteries are the backup DC source if other sources do not

operate. The standby power control unit (SPCU) controls the
distribution of dc power.
Standby Power
With the loss of normal power, the standby power system
supplies a minimum of 60 minutes of AC and DC power to
systems necessary to maintain safe flight. The batteries supply
DC power. The static inverter uses battery power to make AC
power. The SPCU controls the distribution of AC and DC standby
power.
The static inverter supplies a one phase, 115v ac output to the

AC standby bus.
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Protection
The electrical power system uses automatic control to protect the
system from source failure or load failure. These line replaceable
units (LRUs) supply the system with protection and control logic:
-
Left generator control unit (GCU 1)

Right generator control unit (GCU 2)
APU generator control unit (AGCU)
Bus power control unit (BPCU)
Standby power control unit (SPCU)
Start converter unit (SCU).
The GCUs monitor the system to control and protect the IDGs.
The APU GCU and the starter converter unit (SCU) work
together to control and protect the APU starter- generator. The
bus power control unit (BPCU) controls and monitors the use of
external power. The BPCU protects the airplane from external
power whose quality is out of limits.
The switches on these modules send signals to the LRUs that

control portions of the system. The LRUs then energize or deenergize relays or breakers to control electrical power.
Breakers allow power to the buses. A breaker closes to let power
through it. The breakers close when you command the GCU to
close it. The GCU closes the breaker only when power is good
and no other power source is on the bus. The GCU receives
breaker position through the BPCU. These are the main
breakers:
-
External power contactor (EPC)

APU power breaker (APB)
Generator control breaker (GCB)
Bus tie breakers (BTBs).
The modules on the P5 also let you monitor the status of the
electrical power system. The panels have lights and an alphanumeric LED display.
Control
These modules on the P5 panel give manual control of the
electrical power system:
-
Electrical meters, battery and galley power module (P513)

Generator drive and standby power module (P5-5)
AC systems, generator and APU module (P5-4).
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ELECTRICAL POWER COMPONENT LOCATION

General
Forward Lower Fuselage
Electrical power components are in these areas of the airplane:
Relays for the electrical power system and other airplane

systems are located in junction boxes in this area.
Flight compartment
External power panel
Forward lower fuselage
EE compartment
Engine
APU compartment.
Flight Compartment
Modules on the P5 overhead panel supply these functions for the
electrical power system:
-
Manual control
Indication
DC and standby power system built-in-test equipment
(BITE).
The P6 and P18 panels have many electrical power system

circuit breakers and relays.
External Power Panel
The external power panel is on the right side of the fuselage near
the nose. The AC external power receptacle is on this panel.
EE Compartment
Many of the electrical components are in the EE compartment.
These are just a few:
-
Main battery
Main battery charger
Auxiliary battery
Auxiliary battery charger
Generator control units (GCUs)
Bus power control unit (BPCU)
Power distribution panels (PDPs)
Start converter unit (SCU).
The GCUs and BPCU supply BITE for the AC electrical power
and external power systems.
Engine
The integrated drive generators (IDG) are on the forward face of
the engine accessory gearbox. The air/oil cooler is on the engine
fan case.
APU Compartment
The APU starter-generator is on the APU gearbox.
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GENERATOR DRIVE SERVICING

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Charge and Scavenge Oil Filters
There are two remove-and-replace oil filters on the IDG. You
check and replace both filters at scheduled intervals. You should
always replace old filters with new filters.
The charge oil filter is downstream of the charge pump. If this
filter clogs, a differential pressure valve opens and lets oil bypass
the filter. There is no indication if this filter clogs.
The scavenge filter is downstream of the scavenge pump. The
differential pressure indicator shows if the filter clogs.
WARNING:SERVICE TO THE PROPER LEVEL. OPERATION

OF THE IDG WITH TOO MUCH OIL OR WITHOUT
ENOUGH OIL CAUSES DAMAGE TO THE IDG.
WARNING:FAILURE TO PUSH THE CAP OF THE VENT
VALVE TO RELIEVE THE INTERNAL IDG
PRESSURE COULD CAUSE HOT OIL TO SPRAY
OUT.
CAUTION: DO NOT MIX DIFFERENT OIL TYPES IN IDG.
MIXING DIFFERENT OIL TYPES CAN CAUSE
DAMAGE TO IDG.
Oil Servicing
You do the oil servicing of the IDG at the pressure fill port. You
must push the push-to-vent-valve to release IDG case air
pressure before you add oil.
The oil that you pump into the IDG flows through the scavenge
filter and then through the heat exchangers and into the IDG
case. Air in the circuit moves ahead of the oil to the IDG sump.
Because it takes time for the oil to flow through external
components, you should add oil slowly. This prevents over
servicing. You pump oil into the IDG until .the correct oil level
shows on the oil sight glass.
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Oil Quantity Check

The oil level sight glass shows the amount of oil in the IDG. The
oil level sight glass cover is black with a silver band. When the oil
level is below the silver band, the IDG oil level is low and it is
necessary to add oil. When the oil level is in the silver band, the
IDG oil level is normal.
When the oil is cold and the level is above the silver band, the
IDG oil level is high and you must drain oil.
When the oil is hot and the level is above the silver DRAIN line,
the IDG oil level is high and you must drain oil. Hot oil, above the
silver band, but below DRAIN, is acceptable.
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Because of wing dihedral, the oil level in the sight glass is
different for the left and right engine. You must service to the
correct left or right engine marks on the sight glass. You should
always vent the IDG before you do an oil quantity check.
The large placard has a warning and the IDG servicing

instructions. You should always vent the IDG before and after
you service it.
CAUTION: DO NOT CHECK THE OIL LEVEL OF A

DISCONNECTED IDG. A DISCONNECT CAN
CAUSE AN INCORRECT OIL QUANTITY
INDICATION IN THE IDG. TOO MUCH OR NOT
ENOUGH OIL CAN CAUSE DAMAGE TO THE IDG
DURING CONTINUED OPERATION.
NOTE:
Make sure that the engine has been shutdown for a minimum
of 5 minutes before you do an oil quantity check.
Drain Plug
There is a drain plug at the bottom of the IDG. You use it to drain
the oil from the IDG.
The IDG has two servicing placards.
The small placard below the sight glass reminds you to
vent the IDG before you do an oil quantity check. Your check
may not be accurate if you do not vent the IDG.
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ELECTRICAL POWER ELECTRICAL METERS, BATTERY, AND GALLEY POWER MODULE GENERAL DESCRIPTION
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General
You use the electrical meters, battery and galley power module
(P5-13) for these functions:
-
See electrical power parameters for AC and DC

components or buses
Connect battery power to electrical buses with the battery
switch
Supply and remove power to the galleys with the galley
switch.
The module also has these BITE functions:

-
Shows DC and standby power system failure indications

Monitors the dc and standby power and saves fault
messages In memory
Shows fault messages on the LED alphanumerIc display.
The alphanumeric display shows only voltage and frequency

when you select one of these:
-
STBY PWR
GRD PWR
INV.
The selector must be in the TEST position to use the P5-13

BITE.
DC Meter Selector
The DC meter selector is a rotary selector with eight positions.
Each position, except the TEST position, is related to a DC
power source or DC bus.
Voltage (DC VOLTS) and load (DC AMPS) shown the
alphanumeric display when you put the selector in any of the TR
positions or any of the BAT positions.
AC Meter Selector
The AC meter selector is a rotary selector with seven positions.
Each position, except the TEST position, is related to an AC
power source or AC bus. The alphanumeric display shows these
parameters .for the three generators:
-
When the selector is in the BAT BUS or STBY PWR positions,

the display shows voltage only.
The selector must be in the TEST position to use the P5-13
BITE.
Voltage (AC VOLTS)

Load (AC AMPS)
Output frequency (CPS FREQ).
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BAT DISCHARGE Light
LED Alphanumeric Display
The amber BAT DISCHARGE light shows main battery

discharge or auxiliary battery discharge. The BAT DISCHARGE
light temporarily comes on during an APU start with battery
power.
The LED alphanumeric display shows this type of information:
See the APU chapter for more information about APU starting.
(AMM PART I 49)
DC parameters (current, voltage)

AC parameters (current, voltage, frequency)
As many as two lines of maintenance fault messages.
The selectors and the maintenance switch control what shows on

the alphanumeric display.
TR UNIT Light
Battery Switch
The amber TR UNIT light shows transformer rectifier unit (TRU)
failure. The TR UNIT light comes on for any one of these
reasons:
-
Any TRU fails on the ground, or TRU 1 fails in flight, or

TRU 2 and TRU 3 fail in flight.
ELEC Light
The ELEC light shows DC system or standby power system has
a failure. You use BITE to find the failure. The amber ELEC light
comes on only when the airplane is on the ground.
MAINT Switch
You use the maintenance switch during BITE. The BITE
operates only on the ground. The maintenance switch is a
momentary push-button switch.
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When you put the battery switch to the ON position, the main
battery energizes these buses and components:
-
Switched hot battery bus

Battery bus
Static inverter
AC standby bus
DC standby bus
P5-13 alphanumeric display.
The battery switch is a two-position switch. The cover, when

down, is a guard for the switch in the ON position. You must lift
the cover before you move the switch to the OFF position.
Galley Switch
The galley switch controls galley electrical power. The switch is a
two-position switch.
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ELECTRICAL POWER GENERATOR DRIVE AND STANDBY POWER MODULE GENERAL DESCRIPTION
General
STANDBY PWR OFF Light
The generator drive and standby power module (P5-5) has these
indications and manual controls:
The amber STANDBY PWR OFF light comes on when any of

these buses do not have power:
IDG low oil pressure indication (DRIVE lights)

Indication that the battery bus or either standby bus do not
have power (STANDBY PWR OFF light)
Generator drive disconnect switches
Standby power switch.
DRIVE Light
The amber DRIVE light comes on when the IDG oil pressure is
less than the operation limit or when there is an underfrequency
condition while the engine operates.
AC standby bus
DC standby bus
Battery bus.
Standby Power Switch

The standby power switch gives you manual control of the AC
and DC standby power bus sources. The switch is a threeposition switch. The switch is usually in the AUTO position. The
cover is a guard for the switch in the AUTO position.
Generator Drive Disconnect Switch

The generator drive disconnect switch operates the disconnect
mechanism for its IDG when the respective engine start lever is
in the idle position. This removes engine accessory gearbox
power from the IDG. There is one switch for each IDG. Each
switch is spring-loaded to the NORMAL position. The
DISCONNECT position is a momentary position. The cover is a
guard for the switch in the NORMAL position. Break-away wire
usually keeps the cover down. You must lift the cover and break
the wire to move the switch.
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ELECTRICAL POWER AC SYSTEMS, GENERATOR AND APU MODULE GENERAL DESCRIPTION

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General
TRANSFER BUS OFF Light
The upper part of the AC systems, generator and APU module

(P5-4) has these lights:
The amber TRANSFER BUS OFF light comes on when the AC

transfer bus does not have power. There is one light for each AC
transfer bus.
GRD POWER AVAILABLE

TRANSFER BUS OFF
SOURCE OFF
GEN OFF BUS
APU GEN OFF BUS.
SOURCE OFF Light

The amber SOURCE OFF light shows when an AC transfer bus
is not energized by the selected source. The left SOURCE OFF
light is related to these sources:
The upper part of the module also has these manual controls:
-
Ground power switch

Engine generator switches
APU generator switches
Bus transfer switch.
GROUND POWER AVAILABLE Light

The GRD POWER AVAILABLE light is on when external AC
power is connected and the quality is good. The light is bright
blue when on.
Ground Power Switch
You use the ground power switch to control external power to the
AC transfer buses.
IDG 1 (GEN 1 switch)

APU (left APU GEN switch)
External power (ground power switch).
The right SOURCE OFF light is related to these sources:

-
IDG 2 (GEN 2 switch)

APU (right APU GEN switch)
External power (ground power switch).
The SOURCE OFF light does not indicate that the AC transfer
bus is de-energized. For example, in flight the left SOURCE OFF
light comes on when generator control breaker (GCB) 1 trips.
However, the bus transfer function lets IDG 2 power AC transfer
bus 1.
There is one light for each transfer bus.
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GEN OFF BUS Light
APU Generator Switches
The blue GEN OFF BUS light comes on when the engine
generator control breaker (GCB) is open. This shows that the
IDG is not a power source in use. The light goes off when the
GCB closes.
The APU engine generator switches give manual control for APU
generator power source selection. There are two switches
because there are two bus tie breakers (BTBs). The switches
operate like the engine generator switches.
APU GEN OFF BUS Light
Bus Transfer Switch
The blue APU GEN OFF BUS light shows that the APU is
running, but its generator is not a power source in use. The light
is on when the APU is running and the auxiliary power breaker
(APB) is open. The light goes off when the APB closes or you
shut down the APU.
The bus transfer switch gives you manual control of the BTBs
and the DC bus tie relay. The switch has two positions. The
switch is usually in the AUTO position.
Engine Generator Switches
In the AUTO position, the BTBs and the DC bus tie relay work
automatically as necessary.
The engine generator switches give manual control for IDG

power source selection. Each switch is a three-position switch
and is spring-loaded to the center (neutral) position. The ON and
OFF positions are momentary positions.
A cover is a guard for the switch in the AUTO position.
The BTBs and the DC bus tie relay open when the switch is put
to the OFF position.
You put a generator switch momentarily to the ON position to

make that IDG the power source for its AC transfer bus. If IDG
power quality is good, the electrical power system first removes
the present power source (open its generator breaker). Then, the
generator breaker for the IDG closes and the IDG now supplies
power.
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ELECTRICAL POWER DISTRIBUTION GENERAL DESCRIPTION

General
These AC buses receive power directly from an AC power
source:
AC transfer bus 1
AC transfer bus 2
Ground service bus 1
Ground service bus 2.
System logic automatically removes loads (load shed) to prevent

an overload of an AC power source.
These DC buses receive power directly from the transformer
rectifier units (TRUs):
DC bus 1
DC bus 2
Battery bus.
External power
APU starter-generator
Integrated drive generators (IDGs).
The system design makes sure that two AC power sources can
not supply power to the same transfer bus at the same time.
However, one AC power source can supply power to both
transfer buses through the bus tie breakers (BTBs).
Each transfer bus supplies power to these components or buses:
Galleys (as many as 2)

Main Bus
Ground service bus
Transformer rectifier unit (as many as 2).
Ground Service Buses

Each ground service bus receives power in two ways:
These buses receive power directly from the main battery or the
main battery charger:
Hot battery bus
Switched hot battery bus.
AC Transfer Buses
The AC tran5fer bus on that side has power, or

The ground service switch on the forward attendants
panel is in the ON position and external power is
connected to the airplane.
The two ground service transfer relays control the selection of
the power source.
These AC sources supply power to the AC transfer buses:

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Main Buses and Galley Buses
Battery Buses
The main buses and the galley buses receive power from their
respective AC transfer bus. Load shed relays remove the power
to these buses when their loads exceed operating limits. This
protects the AC power source from overload. The bus power
control unit (BPCU)
controls the load shed function.
The hot battery bus usually receives power from the main battery
or main battery charger. The auxiliary battery and auxiliary
battery charger connects in parallel with the main battery during
non-normal conditions to help supply power. See the DC
generation section for more information. (AMM PART I 24-30)
DC Buses
DC bus 1 usually receives power from TRU 1. However, the bus
can receive power from TRU 2 or TRU 3 through the bus tie
relay. This relay is usually energized.
DC bus 2 usually receive power from TRU2. TRU 3 supplies
power if TRU 2 fails. DC bus 2 may also receive power from TRU
1 through the bus tie relay.
Standby Buses
The AC standby bus usually receives power from AC transfer
bus 1. The static inverter may also supply power to this bus. A
remote control circuit breaker (RCCB) controls power to the
static inverter.
The battery bus normally receives power from TRU 3. The

battery bus receives power from the battery if TRU 3 has no
output.
The switched hot battery bus receives power from the hot battery
bus when the battery switch (P5 panel) is in the ON position.
External Power
External power can supply power to these buses:
AC transfer buses
Ground service buses.
External power supplies power to each AC transfer buses
through the external power contactor (EPC) and a bus tie
breaker (BTB).
The DC standby bus usually receives power from DC bus 1. The

hot battery bus may also supply power to the DC standby bus.
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APU Power
The APU starter-generator supplies power to an AC transfer bus
through the APU breaker (APB) and the necessary BTB. The
APU can supply power to both AC transfer buses on the ground.
Usually, it can supply power to only one AC transfer bus in flight.
See the AC generation section for more information (AMM PART
I 24- 20).
The dual battery RCCB closes to let the auxiliary battery and the
auxiliary battery charger output be in parallel with the output of
the main battery and its charger. This RCCB is normally open.
See the DC generation section for more information.(AMM PART
I 24- 30)
IDG Power
The IDGs are the normal power sources of the AC transfer
buses. An IDG supplies power through a generator control
breaker (GCB).
Battery Charger
Each battery charger makes sure its battery stays at maximum
charge. Each battery charger also operates as a TRU when not
in the charge mode.
Remote Control Circuit Breaker (RCCB)
The standby power system uses a RCCB to control power input
to the static inverter. This RCCB is normally closed. See the
standby power system section for more information. (AMM PART
I 24-34)
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ELECTRICAL POWER OPERATION GENERAL DESCRIPTION

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General
You use switches on the forward P5 overhead panel or the
forward flight attendant's panel to operate the electrical system.
Refer to the distribution general description page in this section
for more information about the operation effect on distribution.
Electrical Meters, Battery And Galley Power Module (P5-13)
You put the BAT switch to the ON position to energize these
buses and components with battery power:

Battery bus
Static inverter
AC standby bus
DC standby bus
P5-13 alphanumeric display.
You use the GALLEY switch to control power to all galleys.

You use the DC and AC selectors and the alphanumeric display
to monitor the electrical power system power sources.
Generator Drive And Standby Power Module (P5-5)
The generator drive disconnect switch operates the disconnect
mechanism for its integrated drive generator (IDG). This removes
engine accessory gearbox power from the IDG. The engine start
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lever must be in the idle position for the disconnect function to

operate.
The standby power switch gives you manual control of the AC
and DC standby power bus sources. In the auto position, the AC
standby bus receives power from AC transfer bus 1 and the DC
standby bus receives power from DC bus 1 when these sources
are available. If the sources are not available, the AC standby
bus receives power from the static inverter and the DC bus
receives power from the battery.
These are the effects of the standby power switch in the other
two positions:
De-energize the AC standby bus and the DC standby bus
(OFF position),
Energize the AC standby bus with battery power through
the static inverter and energize the DC standby bus with
battery power (BAT position).
AC Systems, Generator and APU Module (P5-4)
You use the ground power switch to control external power to the
AC transfer buses. The blue GRD POWER AVAILABLE light
above the switch shows if the ground source is connected and
quality is good. Both AC transfer buses receive power when you
put the ground power switch to the ON position. Any initial power
sources are removed before the transfer buses receive external
power.
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The bus transfer switch gives you manual control of the BTBs
and the DC bus tie relay. In the AUTO position, the BTBs and the
DC bus tie relay operate automatically as necessary.
In the OFF position, the BTBs open and isolate the AC transfer
buses from each other. The DC bus tie relay will also open. This
isolates DC bus 1 and DC bus 2 from each other. The position
also resets the BTB trip circuits.
Forward Flight Attendant's Panel

You use the ground service switch to supply external power to
ground service bus 1 and 2 with external power connected. This
makes it possible to supply electrical power for cabin servicing
without going into the flight compartment.
You use the GEN 1 and GEN 2 switches to supply IDG power to
an AC transfer bus. The AC transfer bus on that side goes to
IDG power when you temporarily put the switch to the ON
position. Any initial power sources are removed.
You use the APU GEN switches to supply power to the AC
transfer buses. There are two switches because there are two
bus tie breakers {BTBs) that supply power to the AC transfer
buses. Both AC transfer buses will receive APU power with
operation of just one APU GEN switch if both AC transfer buses
do not have power initially. If the AC transfer buses do have
power initially, then only the AC transfer bus on the same side as
the APU GEN switch you operate will energize with APU power.
The blue APU GEN OFF BUS light comes on when the APU is
ready to supply electrical power.
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ELECTRICAL POWER EXTERNAL POWER APPLICATION

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General
P19 External Power Receptacle Panel
You use these panels to apply external electrical power:
The external power receptacle panel has these two sections:
P5-13 electrical meters, battery and galley power module
P5-4 ac systems, generator, and APU module
P19 external power receptacle panel.
P5-13 Electrical Meters, Battery, and Galley Power Module
The BAT switch lets you energize these buses with battery
power:
Battery bus
AC and DC standby buses.
The switch is guarded in the BAT ON position.
P5-4 AC Systems, Generator and APU Module
The ground power switch gives you manual control when good
quality ground power is available. The blue GRD POWER
AVAILABLE light above the switch shows if the ground source is
connected and quality is good.
The ground power switch has three positions and is spring
loaded to the center (neutral) position. The ON and OFF
positions are momentary positions.
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External power receptacle

Control and display section
You connect the external power cable to the external power
receptacle.
The control and display section has the EXTERNAL POWER
CONN and the external power NOT IN USE indicators.
The amber EXTERNAL POWER CONN light comes on when the
ground power plug is connected and power is present.
The white NOT IS USE indicator comes on when external power
is present, but not is use.
External Power Application
Before you supply external power to the airplane, make sure that
the external power supply operates correctly.
WARNING: IF THE EXTERNAL POWER SUPPLY HAS AN
EARTH GROUNDED NEUTRAL, THERE MUST
NOT BE AN OPEN OR FLOATING GROUND IN
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THE NEUTRAL CIRCUIT WIRING OF THE
SUPPLY OR THE AIRPLANE. IF AN OPEN OR
FLOATING GROUND IS PRESENT, THE
AIRPLANE CAN BE PUT AN ELECTRICAL
POTENTIAL ABOVE EARTH GROUND. THIS
ELECTRICAL POTENTIAL CAN CAUSE
ELECTRIC SHOCK WITH POSSIBLE SEVERE
INJURY TO PERSONNEL WHO TOUCH THE
AIRPLANE.
WARNING:
REMOVE THE ELECTRICAL POWER FROM

THE EXTERNAL POWER CABLE BEFORE
YOU CONNECT THE CABLE TO THE
AIRPLANE. INJURY TO PERSONS CAN BE
CAUSED BY AN ELECTRICAL SHOCK.
To apply power, open the external power receptacle door and

connect the power cable to the external power receptacle.
Energize the external power cable.
These lights on the external power panel (P19) come on:
EXTERNAL POWER CONN
NOT IN USE
The GRD POWER AVAILABLE light on the P5-4 panel also
comes on.
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To let the ground power go to the ac transfer buses, put the BAT
switch on the P5-13 module to ON. Then put the GRD PWR
switch on the P5-4 panel to ON.
These lights on the P5-4 panel go off when ground power goes
to the ac transfer buses:
1 SOURCE OFF
2 SOURCE OFF
1 TRANSFER BUS OFF
2 TRANSFER BUS OFF
The NOT IS USE light on the P19 panel also goes off.
External Power Removal
To remove external power from the airplane, put the GRD PWR
switch momentarily to the OFF position. Then put the BAT switch
to the OFF position. This removes the ac power from the ac
transfer buses and the battery power from the standby, switched
hot battery and battery buses.
The external power NOT IN USE light on the P19 panel comes
on.
When you de-energize the external power cable, the EXTERNAL
POWER CONN and the NOT IN USE lights go off. You can then
safely remove the cable from the external power receptacle.
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ELECTRICAL POWER TRAINING INFORMATION POINTS 1

Built-In Test Equipment (BITE)
BPCU BITE
These electrical power components have BITE:
The BPCU has front face BITE for the external power system.
Front panel lights come on to show faults. See the external
power section for more information.(AMM PART I 24-40)
Electrical meters, battery, and galley power module

Generator control units (GCUs)
Bus power control unit (BPCU).
Electrical Meters, Battery and Galley Power Module
The electrical meters, battery, and galley power module has front
face BITE for the standby power system and the DC generation
system. The module also monitors for internal module faults and
wiring interface failures. Fault messages show on the module's
LED alphanumeric display. See the TRAINING INFORMATION
POINT-2 page in this section for more information.
See the DC generation section for more information. (AMM
PART I 24-30)
See the standby power system section for more information.
(AMM PART I 24-34)
GCU BITE
Each GCU has front face BITE for the AC generation system.
Front panel lights come on to show faults. See section the AC
generation system section for more information on GCU BITE.
(AMM PART I 24-20)
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ELECTRICAL POWER TRAINING INFORMATION POINTS 2

Electrical Meters, Battery, and Galley Power Module Built-In
Test
The fault information shows on the electrical meters, battery, and
galley power module. The amber ELEC light on the module
comes on when the module has an electrical system fault
message. The light does not come on in flight. Messages show
on the LED alphanumeric display when the airplane is on the
ground and you push the MAINT switch.
These are the fault messages that can show:
PANEL FAILURE (soft, display operates)

INTERFACE FAILURE
BAT CHGR INOP
AUX BAT CHGR INOP
STAT INV INOP
SPCU INOP.
The letter I may follow the fault message. This means that the
fault is intermittent and that the fault is not set at this time.
You do these to see a fault message:
Put the AC and DC meter selector switches to the TEST
position
Temporarily push the MAINT switch.
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All of the segments of the LED alpha numeric display come on

(display test) immediately after you release the switch. The time
to do the test is approximately 15 seconds. Then, the first
message shows on the display. You temporarily push the switch
again to see the next message. If there are no messages, NO
FAULTS STORED temporarily shows after the display test is
complete. The display then goes blank. The display stays blank
until you move a selector switch.
You see HOLD BUTTON CLEAR FAULTS on the display then
you temporarily push the switch after the last fault message. To
erase all of the message from memory, you must push and hold
the switch until the FAULTS CLEARED message shows. The
HOLD UNTIL FAULTS CLEAR message shows during this time.
The fault messages will stay in memory and the display will go
blank if you release the switch before the FAULTS CLEARED
message shows. The display goes back to normal when you
move a selector switch.
The display test during BITE takes up to 15 seconds.
Temporarily push the maintenance switch again (just after the
display tests begins) to bypass the display test. The display will
go directly to the first message or the NO FAULTS STORED
message.
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EXTERNAL POWER BPCU TRAINING INFORMATION POINT

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Built-In Test Equipment
The BPCU BITE helps you isolate faults with the external power
circuit. The BPCU BITE operates independently of the normal
control and protective circuits. The BPCU has these BITE
functions:
Detects and identifies failures in the external power
channel
Saves fault information in its non-volatile memory
Shows fault information on the front of the BPCU
(indicator lights)
Does a self test of the BPCU circuits at power-up and
when you push the TEST switch on the front of the BPCU.
The BPCU BITE has these three operating modes:
Continuous monitoring
Protective faults
Self-test.
BITE Front Panel Display
The BITE front panel display has a TEST switch and four lights.
You use the test switch to turn off any fault lights and to do a test
of the BPCU. The BPCU FAULT and BPCU PASS lights are the
only lights that come on at the end of the self test.
see two faults at the same time. This is the priority for the lights:
BPCU FAULT
EP DIST/BUS FAULT
EPC FAULT
BPCU PASS (green).
Monitor FAULT
Monitor BITE compares cause and effect relationships to find out
if there is a fault condition. After a protective action occurs, the
monitor BITE isolates the fault. The monitor BITE is continuous
when the BPCU has power. Monitor BITE isolates faults to one
of these:
BPCU FAULT
EP DIST/BUS FAULT EPC FAULT.
Protective Fault BITE
Protective fault BITE occurs when a fault condition makes the
ground service relays or the EPC open.
Protective fault BITE isolates faults to these:
External power
The tie bus
The transfer buses.
During continuous monitoring and protective fault modes, only

one fault light comes on at a time. There is a priority if the BPCU
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You must do a self-test BITE after fault isolation to make sure the
fault is gone. The BPCU shows the fault by an EP DIST/BUS
FAULT (red) light.
Self-Test BITE
Self-test BITE looks for BPCU passive circuit malfunctions. Selftest BITE isolates faults to the BPCU and shows this by a BPCU
FAULT (red) light.
BPCU DIST/BUS FAULT

The BPCU monitors internal protective functions. The EP
DIST/BUS FAULT light comes on when the BPCU opens the
EPC, BTB1, BTB2 for any of these faults:
Overcurrent
Unbalanced phase current.
BPCU FAULT
You push the BPCU TEST switch to do a manual self test. When
the test occurs, all lights come on for 3 seconds. Then all the
lights go off. If there are no BPCU faults, the green BPCU PASS
light comes on for 7 seconds. The red BPCU FAULT light comes
on if it finds and internal fault. Any previous fault lights that were
on go off at the start of this test and do hot come on until the
BPCU finds the fault again.
Self-test BITE is automatic when the BPCU receives power and
the airplane is on the ground. No lights come on if the test
passes. If the BPCU finds faults, the red BPCU FAULT light
comes on, and previously latched faults are reset.
EEC FAULT
The BPCU EPC fault (red) light monitors the voltage of the EPC
close signal and the position status of the EPC. The EPC fault
light comes on if the position does not match the commanded
position.
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The BPCU FAULT light comes on if the BPCU fails a self test
BITE or the BPCU goes into fail-safe protection.
BPCU PASS
The BPCU PASS light (green) comes on when you push the
TEST switch and the BPCU is good.
BPCU Test Switch
You push the BPCU test switch to make the BPCU do a self test.
The test turns off any fault light that is on before the test. The
fault light will come back on when the conditions that made the
light come on are true again. Not like the GCU, the BPCU
responds to the test switch if it's associated AC power source
(external power) is on the airplane.
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Common Display System

TABLE OF CONTENTS
SUBJECT
CHAPTER
SECTION
SUBJECT
PAGE
INTRODUCTION ....................................................................................................................................................................................................31-62-00.............. 02
FLIGHT COMPARTMENT COMPONENT LOCATION 1....................................................................................................................................31-62-00.............. 10
EE COMPARTMENT COMPONENT LOCATION ..................................................................................................................................................31-62-00.............. 16
POWER INTERFACES...........................................................................................................................................................................................31-62-00.............. 18
PROGRAM PINS INTERFACE ..............................................................................................................................................................................31-62-00.............. 20
DISPLAY ELECTRONIC UNIT INTERFACES .......................................................................................................................................................31-62-00.............. 22
CONTROLS INTERFACE.......................................................................................................................................................................................31-62-00.............. 24
DISPLAY UNIT .......................................................................................................................................................................................................31-62-00.............. 28
BRIGHTNESS CONTROLS....................................................................................................................................................................................31-62-00.............. 32
EFIS CONTROL PANEL.........................................................................................................................................................................................31-62-00.............. 34
EFIS OVERVIEW.................................................................................................................................................................................................31-62-00.............. 38
EFIS COMPACTED DISPLAY.............................................................................................................................................................................31-62-00.............. 40
ENGINE DISPLAY INTRODUCTION ..................................................................................................................................................................31-62-00.............. 42
OPERATION SWITCHING NORM POSITION.................................................................................................................................................31-62-00.............. 44
OPERATION SWITCHING AUTOMATIC.........................................................................................................................................................31-62-00.............. 46
OPERATION DISPLAY SOURCE SELECTOR ..................................................................................................................................................31-62-00.............. 48
OPERATION CONTROL PANEL SELECT SWITCH..........................................................................................................................................31-62-00.............. 50
TRAINING INGORMATION POINTS MAINTENANCE MESSAGES..................................................................................................................31-62-00.............. 52
TRAINING INGORMATION POINTS CDU CDS BITE PAGES CDS BITE MAIN MENU ................................................................................31-62-00.............. 56
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COMMON DISPLAY SYSTEM INTRODUCTION

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General
The common display system (CDS) shows performance,
navigation and engine information in many different formats on
six display units in the flight compartment.
A/C air conditioning
ACARS aircraft communication addressing and reporting
system.
ACMS airplane condition monitoring system
acq acquisition
ADI attitude director indication
ADIRU air data inertial reference unit
ADL airborne data loader
ADR air data reference
alt altitude
altn alternate
AOA angle of attack
app approach
arpt airport
A/T autothrottle
baro barometric
BITE built-in test equipment
BLS bezel light sensor
capt captain
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CCA circuit card assembly

CDU control display unit
CL center Lower
clb climb
cmd command
con continuous
CP control panel
crz cruise
ctr center
CU center upper
DEU display electronics unit
DFDAU digital flight data acquisition unit
DSM display select module
dsply display
DU display unit
DUDB display unit data base
ECS environmental control system
EEC electronic engine controller
EFIS electronic flight instrument system
EGPWS enhanced ground proximity warning system
EGT exhaust gas temperature
EIS engine indicating system
eng engine
ETA estimated time of arrival
E-W east-west
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FD flight director
FDAU flight data acquisition unit
FF fuel flow
FU fuel used
F/O first officer
FPV flight path vector.
FQPU fuel quantity processor unit
FSEU flap slat electronics unit
FT functional test
GA go-around
GG graphics generator
GG CCA graphics generator circuit card assembly
GPWC ground proximity warning computer
GPWS ground proximity warning system
G/S glide slope
GS ground speed
hdg heading
HIRF high intensity radiation field
HG mercury
hl hold
HPA hecto Pascal
HSI horizontal situation indication
hyd hydraulic
ign ignition
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IM inner marker
in inches
inbd inboard
inop inoperative
instr instrument
I/O input/output
IOC input output controller
IOP input/output processor
IR inertial reference
IRS inertial reference system
kg kilograms
km kilometer
L left
lb pounds
LC Lower center
LCD Liquid crystal display
LIB Left inboard
LNAV lateral navigation
LOB left outboard
loc localizer
LSK line select key
mag magnetic
MASI mach air speed indication
MCDU multi-purpose control display unit
MFD multi-function display
mins minimums
MM middle marker
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MMO mach, maximum operating
mtrs meters
N1 engine fan speed
N2 engine core speed
Nav navigation
NCD no computed data
ND navigation display
NM nautical miles
N-S north-south
NV non-volatile
norm normal
OM outer marker
OPC operational program configuration
OPS operational software
PDL portable data loader
PFD primary flight display
pln plan
pos position
pri primary
PROM programmable read only memory
pth path
PWS predictive windshear system
outbd outboard
R right
R-CLB reduced thrust climb
R-TO reduced thrust take off
RA radio altitude
RAM random access memory
rcv receiver
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RDMI radio distance magnetic indicator

ref reference
RIB right inboard
RLS remote light sensor
ROB right outboard
rst reset
SDI source destination identifier
sel select
SMYD stall management yaw damper
spd speed
SSEC static source error correction
SSM sign status matrix
sta station
STD standard
SWDL software data loader
TAl thermal anti-ice
TAS true airspeed
TAT total air temperature
T/E trailing edge
terr terrain
tfc traffic
thr thrust
TO take off
TRA thrust resolver angle
trk track
TRU true
UC upper center
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vib vibration
vlv valve
VMO velocity, maximum operating
VNAV vertical navigation
VOR very high frequency omnidirectional range
V/S vertical speed
VSI vertical speed indicator
wpt waypoint
WTAI wing thermal anti-ice
WXR weather radar
xmtr transmitter
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CDS GENERAL DESCRIPTION

Purpose
Operation
The purpose of the common display system (CDS) is to supply

navigation and engine information to the flight crew.
These are the things that determine the information that shows
on the displays units:
External Interface
The computer for the CDS is the display electronics unit (DEU).
Many avionic and airframe systems interface with the DEUs.
These systems send ARINC 429, analog, and discrete data to
the DEUs. The DEUs send ARINC 429, analog, and discrete
data to these systems.
Components
These are the components of the common display system:
Two display select panels

An engine display control panel
Two EFIS control panels
Two display source selectors
Two display electronics units (DEUs)
Four coax couplers
Six identical display units (DUs)
Two brightness control panels
Two remote light sensors (RLSs).
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display unit status

display unit location
selections made on the control panels and modules.
These are the formats that show on the display units:
EFIS primary display

EFIS secondary display
Compacted display
Engine display.
Functional Description
The DEUs collect data from many avionic and airframe systems.
The DEU changes this data into a video signal and sends the
data out on a coax cable. A coax coupler splits the video signal
and sends the data to all six display units. Both DEUs send data
to all six display units.
The DEUs also are the interface between some avionic and
airframe systems. For example, the DEUs receives BITE data
from the electronic engine controller (EEC) and auxiliary power
unit (APU). The DEUs sends this data to the flight management
computer. The DEUs also sends EEC data to other avionic
systems.
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CDS- FLIGHT COMPARTMENT COMPONENT LOCATION 1

Component Location
These are the CDS components in the flight compartment:
Left outboard DU
Left inboard DU
Right outboard DU
Right inboard DU
Upper center DU
Lower center DU
Captain EFIS control panel
First officer EFIS control panel
Captain display select panel
First officer display select panel
Engine display control panel
Left remote light sensor
Right remote light sensor
Captain brightness controls
First officer brightness controls
Display source selectors.
The flight management computer system control display units

(CDU) show CDS BITE data.
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CDS FLIGHT COMPARTMENT COMPONENT LOCATION 2

Coax Couplers
There are four coax couplers. Coax couplers 1 and 3 are to the
right of the captain rudder pedals. Coax couplers 2 and 4 are to
the left of the first officer rudder pedals.
To get access to the coax couplers, remove the access panel on
the inboard side of the rudder pedals. This lets you disconnect
the coaxial connectors. Then remove the flight management
computer (FMC) control display unit (CDU) to remove the
bracket. The coax couplers are on the bracket.
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CDS FLIGHT COMPARTMENT COMPONENT LOCATION 3

Remote Light Sensors
The remote light sensors are in the forward part of the
glareshield. The sensors face forward.
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CDS EE COMPARTMENT COMPONENT LOCATION

EE Compartment
The display electronics units (DEUs) are on the E3-1 shelf.
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CDS POWER INTERFACES

The 28v dc standby bus supplies power to these components:
Left outboard display unit

Left inboard display unit
Upper center display unit
Captain EFIS control panel
Display electronics unit (DEU) 1.
the DEU loses primary power, it uses the hold up voltage to store
any faults in nonvolatile memory and to do an orderly shut down
of the processor. At this time, the DEU can use the hold up
voltage for up to 10 seconds.
The 28v dc bus 2 supplies power to these components:
Right outboard display unit

Right inboard display unit
Lower center display unit
First Officer EFIS control panel
DEU 2.
The 28v dc hot battery bus also supplies power to the DEU 1 and
DEU 2. This power is called the hold up voltage. The DEU uses
the hold up voltage to maintain operation during power
transients. The DEU can lose the primary power for less than 2
seconds and use the hold up voltage. If the DEU loses primary
power for more than 2 seconds, the DEU does a shut down.
After a shut down, it will take 90 seconds to start the DEU
Operation
The DEU also uses the hold up voltage to shut down the DEU
processor. The DEU could have faults in random access memory
or be executing a command when it loses f primary power. When
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CDS PROGRAM PINS INTERFACE

Program Pins
The display electronics units (DEU) and the display units (DU)
have hardware program pins.
DEU Program Pins
These are the two types of program pins for the DEU:
DEU position
Airframe type.
DU Program Pins
Each DU has different program pins grounded. The program pins
identify the DU's location. These are the DU locations:
Left outboard (LOB)

Left inboard (LIB)
Upper center (UC)
Lower center (LC)
Right inboard (RIB)
Right outboard (ROB).
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CDS DISPLAY ELECTRONICS UNIT INTERFACES

General
Each display electronics unit (DEU) has two graphics generator
circuit card assemblies (GG CCA). Each GG CCA can send
information to all six display units (DUs).
Coaxial Cable
Each GG CCA sends graphic data on a coax cable to a coax
coupler. The coax coupler splits the signal and sends the
graphics data to each DU.
ARINC 429 Status Bus
The display units monitor themselves for failures. Detected
failures go on an ARINC 429 bus back to each DEU.
The ARINC 429 status bus has this data:
DU health data
DU program pins
Remote light sensor (RLS) data
Coax connection data.
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CDS CONTROLS INTERFACES

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Control Panels
This discrete data and the EFIS control panel selection data is
then sent to the display electronic units (DEU).
These are the six control panels:

The EFIS control panel busses have this general data:
Captain's display select panel

First officer's display select panel
Engine display control panel
Captain's EFIS control panel
First officer's EFIS control panel
Instrument switching module.
Display Select Panels

The display select panels send 8 ground discretes to each EFIS
control panel. These discretes show the positions of the main
panel DU selector switch and the lower DU selector switch.
Engine Display Control Panel
Minimums data
FPV and MTRS switch status
Baro correction data
VOR 1/ADF 1 switch status
Mode selection data
Selected range data
TFC switch status
VOR 2/ADF 2 switch status
Weather on/off switch status
Map switches status
Terrain on/off switch status
Display select panel switch data
Engine display control panel switch data.
The engine display control panel sends 16 ground discretes to

each EFIS control panel. These discretes show the N1 SET,
SPD REF, fuel used/reset switch and the ENG/SYSTEM switch
selection status.
EFIS Control Panels
The EFIS control panels have inputs from the display select
panels and the engine display control panel. The EFIS control
panels convert these ground discretes to an ARINC 429 format.
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Instrument Switching Module
These are two switches in this panel:
Display source select switch
EFIS control panel select switch.
The displays source select switch controls which DEU is
supplying data to the DUs. It sends 3 ground discretes to each
DEU to show switch position.
The EFIS control panel select switch determines which EFIS
control panel is controlling the left and right primary flight
displays. It sends 2 ground discretes to each DEU to show
switch position.
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CDS DISPLAY UNIT

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CDS DISPLAY UNIT

General
The common display system uses six identical, flat panel, liquid
crystal display (LCD) units. The display units (DUs) show this
type of information:
Primary flight information
Navigation information
Engine information.
The DUs are rack mounted. The DUs are 8 inches (20.3 cm) by
8 inches and are 9.75 inches (24.8 cm) deep. Each DU weighs
approximately 18 pounds (8.2 kg).
There is a bezel light sensor (BLS) at the bottom edge of the
face plate.
Internal Temperature Detectors
Each DU has internal temperature detectors. If the internal
temperature gets too hot, the power supply shuts down the
display unit. When the DU cools, the display unit comes on
again.
CAUTION: DO NOT USE COMPRESSED AIR TO CLEAN THE

SCREEN IN THE COOLLING AIR INLET.
COMPRESSED AIR WILL PUSH
CONTAMINATION INTO THE DISPLAY UNIT AND
CAUSE EQUIPMENT FAILURE.
The six DUs are interchangeable. Because of the viewing angle
limitations of LCD technology, the installation of the lower DU is
turned 180 degrees from the other DUs. The lower center DU
handle is at the top.
When you remove or install the inboard or outboard DUs, you
must move the control column.
WARNING:KEEP PERSONS AND EQUIPMENT CLEAR OF
THE FLIGHT CONTROL SURFACES, THE
THRUST REVERSERS, AND THE LANDING
GEAR. THESE COMPONENTS CAN MOVE
SUDDENLY WHEN YOU MOVE THE CONTROL
COLUMN. THIS CAN CAUSE INJURIES TO
PERSON AND DAMAGE TO EQUIPMENT.
The left outboard, left inboard, and lower center display units use
blow-through cooling. The right outboard, right inboard and upper
center display units use draw-through cooling.
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CDS DISPLAY UNIT

CAUTION: DO NOT USE ABRASIVE MATERIALS WHEN
YOU CLEAN THE DISPLAY SURFACE. DO NOT
TOUCH THE DISPLAY SURFACE WITH YOUR
SKIN. THERE IS AN OPTICAL COATING ON THE
DISPLAY SURFACE. YOUR SKIN OR ABRASIVE
MATERIALS WILL CAUSE SCRATCHES IN THE
OPTICAL COATING.
NOTE:
Remove the conductive plastic cover connectors before you

install a DU.
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CDS BRIGHTNESS CONTROLS

General
Two brightness control panels are below the captain and first
officer displays. The panels set the manual brightness of the
displays. The controls for the inboard DUs and the lower center
DU are dual controls. (The small knob for the lower center DU
does not operate.) The larger knob controls the overall
brightness of the DU. The small knob controls the weather radar
(WXR) or the terrain display relative brightness when the WXR or
enhanced ground proximity warning system terrain display is on.
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CDS EFIS CONTROL PANEL

There are two EFIS control panels that are interchangeable. The
EFIS control panels control the information that shows on the
display units. These are the controls on the panel (not all
switches may be active and these will be marked INOP):
Minimums controls
Flight path vector switch
Meters switch
Barometric controls
VOR/ADF switches
Mode controls
Range selector 3
Traffic switch
Weather radar switch
Terrain switch
Map switches.
The EFIS control panel is 4.6 inches (11.7 cm.) by 2.5 inches
(6.3 cm.) and 6.5 inches (16.5 cm.) deep. The panel weighs
approximately 2.7 pounds (1.2 kg).
Minimums Controls
You use the minimums controls to select a set the radio and
barometric minimum altitude. These are the minimums controls:
Minimums reference selector
Minimums selector
Minimums reset switch.
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The outer control is the minimums reference selector. It selects

either radio or barometric (baro) as the reference for the
minimum altitude.
The middle control is the minimums selector and it sets the
altitude.
The inner control is the minimums reset (RST) switch. This
switch resets the radio altitude alert when the minimums
reference selector is in the radio position. When the minimums
reference selector is in the baro position, the reset switch
removes the altitude reference indicator on the altimeter
indication. If you press reset again, the altitude reference
indicator returns to the 12 o'clock position.
Flight Path Vector Switch
The flight path vector (FPV) switch lets you show the FPV
symbol on the attitude display.
Meters Switch
The meters switch (MTRS) is an alternate action switch. When
you select MTRS, these indications show in meters and feet:
Altitude
MCP select altitude.
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Barometric Controls
The barometric controls select and set the barometric reference.
These are the barometric controls:
Barometric reference selector
Barometric selector
Barometric standard switch.
APP
VOR
MAP
PLN.
The center (CTR) switch lets you show the expanded or centered
mode for VOR, APP, and MAP modes.
Range Selector:
The outer control is the barometric reference selector. It selects

either inches of mercury (IN) or hectopascal (hPa) as the
barometric reference. The middle control is the barometric
selector and it sets the barometric correction. The inner control is
the barometric standard switch. It selects the standard baro
setting of 29.92 inches Hg or 1013 hPa.
The range selector is an eight position selector. The selector

controls the range that shows in the MAP and PLAN modes. This
selector also controls the weather radar range and TCAS
intruder symbol range in all modes.
Traffic Switch
VOR/ADF Switches
The VOR/ADF switch is a three position toggle switch. The
switch lets you show the VOR or ADF bearing pointers on the
display. These bearing pointers show on the RDMI indication.
Mode Controls
The mode controls select the mode that shows on the ND. The
mode controls are the mode selector and the center switch. The
mode selector is a four position switch. These are the four
positions:
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The traffic (TFC) switch lets you show TCAS information on the
display.
Weather Radar Switch
The WXR switch turns on the weather radar and allows the
weather radar data to show in the expanded modes and
centered map mode. Weather radar does not show in the plan
mode.
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Terrain switch
The TERR switch lets you show enhanced ground proximity
warning system displays on the ND.
Map Switches
The map switches let you show additional p information in the
MAP mode. These are the map switches:
STA, for navigation aids not in the route

WPT, for waypoints not in the route
ARPT, for airports not in the route
DATA, for altitude and ETA of route waypoints
POS, for VOR and ADF bearing vectors.
Control Panel Failure

If a control panel fails, the navigation play changes. These are
the changes you see if control panel fails:
The VOR and ADF selections stay the same

All map switches are off and do not operate
The expanded map mode shows
A range of 40 miles shows
The weather radar comes on and shows (in the air only).
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CDS EFIS OVERVIEW

General
These are the EFIS displays:
In this basic-T configuration, the captain and first officer primary

EFIS displays are different and their secondary EFIS displays
are different.
Captain primary EFIS d1splay

Captain secondary EFIS display
First officer primary EFIS display
First officer secondary EFIS display.
Primary and Secondary EFIS Displays

These are the seven parts of the primary and secondary
displays:
Mach air speed indication

Radio distance magnetic indication
Attitude director indication
Horizontal situation indication
Altimeter indication
Vertical speed indication
Navigation display.
The displays have a basic-T configuration of these functions:
Airspeed
Attitude
Altitude
Heading.
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CDS EFIS COMPACTED DISPLAY

General
The EFIS compacted display shows automatically when an
inboard or outboard display unit fails. You can also use the
display select panel to show the EFIS compacted display.
These are the indications on the EFIS compacted display:
Mach/air speed indicator (MASI)

Attitude director indicator (ADI)
Radio altitude (if below 2500 RA)
Radio minimums (if selected on)
Altimeter (ALT)
Radio distance magnetic indicator (RDMI)
Horizontal situation indicator (HSI)
Vertical speed indicator (VSI).
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CDS ENGINE DISPLAY INTRODUCTION

Engine Display
The engine display shows engine data. These are the major
indications that show:
Autothrottle limit message, thrust mode and TAT

N1
EGT
N2
Fuel flow/fuel used, and fuel quantity
Crew alert messages
Oil pressure, temperature and quantity
Engine vibration
Hydraulic pressure and quantity.
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CDS OPERATION SWITCHING NORM POSITION

When you select NORM, the normal displays show on all the
display units. These are the normal displays:
Left outboard: captain's primary EFIS display

Left inboard: captain's secondary EFIS display
Upper center: engine display
Lower center: blank
Lower center: engine secondary display
Right inboard: FO's secondary EFIS display
Right outboard: FO's primary EFIS display.
At power-up, each display unit reads its position pins and

calculates its position. The position latches into the DU memory.
If a DU fails to read the position pins, the DU is blank.
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CDS OPERATION SWITCHING AUTOMATIC

Outboard Display Unit
If the outboard display unit has a failure, the inboard display unit
shows the compacted EFIS display.
Inboard Display Unit
If the inboard display unit has a failure, the outboard display unit
shows the compacted EFIS display.
Upper Center Display Unit
If the upper center display unit has a failure, the lower center
display unit shows the engine display.
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CDS OPERATION DISPLAY SOURCE SELECTOR

Display Source Selector
The display source selector lets you select the DEU that controls
the displays. For maintenance, use the switch to quickly find if
there is a DEU failure or partial failure. The flight crew can use
the switch if the data that shows is in error or to find if there is a
data error.
When the selector is in the AUTO position, DEU 1 controls the
captain and upper center display units and DEU 2 controls the
first officer and the lower center display units, if there are no
failures.
If any of the graphics generators (GG) circuit card assemblies
(CCA) fails in either DEU, the DEUs automatically change the
GG CCA that controls the display units.
When the selector is in the ALL ON ONE position, DEU 1
controls all six display units. When the selector is in the ALL ON
2, DEU 2 controls all six display units.
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CDS OPERATION CONTROL PANEL SELECT SWITCH

Control Panel Select Switch
The control panel select switch lets you select which EFIS
control panel controls the EFIS displays. The control panel select
switch is a three position toggle switch.
When the switch is in the NORMAL position, the captain EFIS
control panel controls the captain EFIS displays and the first
officer EFIS control panel controls the first officer EFIS displays.
When the switch is in the BOTH ON 1 position, the captain EFIS
control panel controls the captain and the first officer EFIS
displays.
When the switch is in the BOTH ON 2 position, the first officer
EFIS control panel controls the captain and the first officer EFIS
displays.
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CDS TRAINING INFORMATION POINT MAINTENANCE MESSAGES

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CDS Messages
These are the CDS messages that can show:
INSTR SWITCH
DSPLY SOURCE
CDS MAINT
CDS FAULT.
INSTR SWITCH Message

The INSTR SWITCH message shows when the captain and first
officer displays use the same source for inertial reference data.
This message shows on the captain secondary display and the
first officer primary display.
DSPLY SOURCE Message
The DSPLY SOURCE message shows when all the display units
get data from one DEU. This occurs when the display source
selector is in the ALL ON 1 or the ALL ON 2 position.
After both engines are on, this message also shows when a DEU
failure causes all the DUs to get data from one DEU. On the
ground with the engines off, the CDS FAULT message replaces
the DSPLY SOURCE message. The DSPLY SOURCE message
does not replace CDS FAULT when the hot battery bus power is
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not available because both DEUs are still operating. The DSPLY
SOURCE message does not replace CDS FAULT when the data
load switch is in the DEU 1 or DEU 2 position. This is because
the DEUs only load software on the ground when at least one
engine is not running. If you have this fault and start both
engines, the DEUs ignore the data loader and become
operational.
CDS MAINT Message
The CDS MAINT message shows when one of these circuit
cards fails in either DEU:
Graphic generator
Discrete input/output
Analog input/output.
This message shows only when the airplane is on the ground
and at least one engine is off.
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CDS FAULT Message
The CDS FAULT message shows when there is a total DEU
failure. A total DEU failure is when any one of these circuit cards
fails:
Input/output controller and ARINC 429 input/output
Power supply
Processor.
The CDS FAULT message shows if two or more of these circuit
cards fail in a DEU or anyone fails in both DEUs:
Graphic generator
Discrete input/output
Analog input/output.
For these conditions, the CDS FAULT message shows and is

removed when both engines start:
Hot battery power is not available when the DEU initializes
Data loader switch is in the DEU 1 or DEU 2 position.
The CDS FAULT message shows if there is a miscompare of the
N1, N2, or EGT data between DEU 1 and DEU 2.
The CDS FAULT message shows only when the airplane is on
the ground and at least one engine is off.
The CDS FAULT message shows if the DEU initializes and it

detects that any of these are not compatible:
Program pins in DEU 1 and DEU 2

OPS and airplane type
OPS and OPC
OPC and OPS in DEU 1 and DEU 2.
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CDS TRAINING INFORMATION POINT CDU CDS BITE PAGES CDS BITE MAIN MENU
General
The CDS has maintenance information that you can see on the
flight management systems control display unit (CDU).
To get access to the maintenance information, select CDS on
line select key (LSK) 5L from the MAINT BITE INDEX. This
shows the CDS BITE page.
On the CDS BITE INDEX page, select either DEU 1 on LSK 1L
or DEU 2 on LSK 2L. This shows the CDS MAINT/BITE main
menu for the DEU 1 or DEU 2.
To operate a ground test, select LSK 3L. You can not operate a
ground test if the engines are on because there is no carrot for
LSK 3L.
To do a check of the identification and configuration information,
select LSK 4L.
To do a check of the input monitoring discrete status, select LSK
5L.
CDS BITE Main Menu

There are five maintenance procedures that you do through the
CDS MAINT/BITE Main Menu. These are the procedures:
Check of the current status
Check of the in-flight faults
Ground tests
Check of the identification and configuration information
Check of the input monitoring discrete status.
To do a check of the current status, select LSK 1L.
To do a check of the in-flight faults, select LSK 2L.
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Flight Interphone System

TABLE OF CONTENTS
SUBJECT
CHAPTER
SECTION
SUBJECT
PAGE
INTRODUCTION ....................................................................................................................................................................................................23-51-00.............. 02
FLIGHT COMPARTMENT COMPONENT LOCATION..........................................................................................................................................23-51-00.............. 04
EXTERNAL FLIGHT INTERPHONE JACK LOCATION.........................................................................................................................................23-51-00.............. 08
POWER INTERFACES...........................................................................................................................................................................................23-51-00.............. 10
AUDIO CONTROL PANEL .....................................................................................................................................................................................23-51-00.............. 12
CONTROL WHEEL PTT SWITCH .........................................................................................................................................................................23-51-00.............. 16
SYSTEM SUMMARY..............................................................................................................................................................................................23-51-00.............. 18
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FLIGHT INTERPHONE SYSTEM INTRODUCTION

Purpose
The flight crew uses the flight interphone system to speak with
each other and the ground crew.
Flight and maintenance crews use the flight interphone system to
get access to the communication systems. You can also use the
flight interphone system to monitor the navigation receivers.
AAU audio accessory unit
ACP audio control panel
ALT alternate
CAPT captain
COMM communication
DFCS digital flight control system
FIO first officer
HF high frequency
IIC intercommunication
INT interphone
MD&T master dim and test
MIC microphone
MKR marker beacon
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NORM normal
OBS observer
PLA programmed logic array
PTT push to talk
R/T receive/transmit
STA station
VOR very high frequency omni-range system
XCVR transceiver
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FLIGHT INTERPHONE SYSTEM FLIGHT COMPARTMENT COMPONENT LOCATION

Flight Compartment Component Locations
These are the captain and first officer flight interphone system
components:
Control wheel mic switch

Flight interphone speaker
Hand mic jack
Oxygen mask mic jack
Boom mic jack
Headphone jack
Audio control panel.
The observer has these flight interphone components:
Hand mic jack

Oxygen mask mic jack
Headphone jack
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FLIGHT INTERPHONE SYSTEM COMPONENT LOCATIONS

Flight Interphone Component Locations
There are flight interphone system components in these
locations:
Electronic equipment compartment
Flight compartment.
Electronic Equipment Compartment
The REU is on the E4-1 rack.
Flight Compartment
These are the flight interphone system components in the aft
portion of the flight compartment:
Observer headphone jack
Observer mask microphone
Observer hand microphone.
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FLIGHT INTERPHONE SYSTEM EXTERNAL FLIGHT INTERPHONE JACK LOCATION

Flight Interphone Jack
There is a flight interphone jack on the P19 external power panel.
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FLIGHT INTERPHONE SYSTEM POWER INTERFACE

General
INPH AND WARN Circuit Breaker
Power for the flight interphone system comes through circuit

breakers in the P6-2 circuit breaker panel.
The INPH AND WARN circuit breaker supplies power to the

audio accessory unit card in the remote electronics unit.
The REU has three station cards and an audio accessory unit
(AAU) card. Each card has a power supply for internal operation.
The station cards supply 15v dc to the audio control panels
(ACP).
Master Dim and Test
CAPT AUDIO Circuit Breaker

The CAPT AUDIO circuit breaker supplies 28v dc to the captain
station card in the remote electronics unit. The captain station
card supplies 15v dc to the captain ACP.
F/O AUDIO Circuit Breaker
Each ACP gets 28v dc from the master dim and test (MD&T)
system when the BRT/DIM/TEST switch on the captains main
instrument panel is in the BRT position, and 16v dc when the
switch is in the DIM position. This voltage supplies power for the
lamps in the mic selector switches.
Panel Lighting
Each ACP gets 5v ac from the airplane electrical system to
supply power for the edge lit panel lighting.
The FIO AUDIO circuit breaker supplies 28v dc to the first officer
station card in the remote electronics unit. The F/O station card
supplies 15v dc to the first officer ACP.
OBS AUDIO Circuit Breaker
The OBS AUDIO circuit breaker supplies 28v dc to the observer
station card in the remote electronics unit. The observer station
card supplies 15v dc to the observer ACP.
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FLIGHT INTERPHONE SYSTEM AUDIO CONTROL PANEL

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Purpose
The flight crew uses the audio control panels (ACPs) to control
audio for the communication and navigation systems. Each ACP
controls one station.
Controls
These are the controls on the ACP:
Transmitter selectors
Receiver switches
Radio-Intercom PTT switch
BOOM-MASK switch
Filter switch
ALT-NORM switch.
Microphone Selector Switches

The flight interphone system gets audio from these microphones:
Boom
Oxygen mask
Hand-held.
You push a transmitter selector to select a communication
transmitter or system. You can select only one system at a time.
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When you push a transmitter selector, this happens:

The selector switch light comes on
The received audio comes on at the volume set by the
receiver volume control
The microphone audio and PTT signals enabled for that
system.
When you push a PTT switch, the microphone audio and PTT
signals go to the system set by the selector switches.
When the ACP initially gets power, the flight interphone system is
active.
Receiver Switches
Push the receiver switch (push-on, push-of) o listen to
communication or navigation system audio. Turn it t adjust the
volume. You can monitor any combination of systems at any
time.
CAUTION: DO NOT PULL THE RECEIVER SWITCH KNOBS.
THE RECEIVER SWITCHES ARE PUSHON/PUSH-OFF TYPE. THE KNOB IS IN WHEN
THE CONTROL IS ON, AND OUT WHEN OFF. IF
YOU PULL THEM, YOU MAY DAMAGE THEM.
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Radio-Intercom PTT Switch
The radio-intercom PTT switch is a three-position switch with
momentary contacts in the R/T I/C positions. In the R/T position,
the microphone audio and PTT signals go to the communication
system set by the transmitter selectors. In the I/C position, the
boom or mask microphone jacks connect to the light interphone
system. The radio-intercom PTT switch is in parallel with the PTT
switch on the control wheel.
R (range) position passes only range frequencies through

the filter and blocks voice frequencies.
ALT-NORM Switch
You use the ALT-NORM switch to select either normal or
emergency operation of the flight interphone system. Each
station operates independently.
BOOM-MASK Switch
When you select NORM, the flight interphone system operates

as usual.
The BOOM-MASK switch allows selection of the boom

microphone jack or the oxygen mask microphone as an audio
source. The microphone audio goes to the communication
system selected by the transmitter selector and the PTT
switches.
When you select ALT, the flight interphone system operates in

the emergency mode. The only ACP controls that operate are
the BOOM-MASK switch and the R/T position of the PTT switch.
The hand-mic does not operate.
Filter Switch
The filter switch controls the filter that processes the navigation
audio you receive. This switch has these positions:
V (voice) position passes only voice frequencies through
the filter and blocks the 1020 Hz range frequency.
B (both) position passes voice and range (coded station
identification) frequencies through the filter to the audio
output.
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When you select ALT on the captain or observer ACP, you hear
receiver audio from the VHF-1 transceiver at the headphone and
headset jacks. When you key the MIC, the audio and PTT
signals go to the VHF-1 transceiver.
When you select ALT on the first officer ACP, you hear receiver
audio from the VHF-2 transceiver at the headphone and headset
jacks. When you key the MIC, the audio and PTT signals go to
the VHF-2 transceiver.
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FLIGHT INTERPHONE SYSTEM CONTROL WHEEL PTT SWITCH

Purpose
The control wheel PTT switch gives push-to-talk input for the
boom or oxygen mask microphones.
Descriptions and Controls
The control wheel PTT switch is a three position switch. It is on
the outboard horn of the captains and the first officers control
wheel. These are the switch positions:
MIC microphone audio and PTT signals go to the
communication system you select
OFF the ACP PTT switch can key the microphone
INT microphone audio goes to the flight interphone
system (ACP selection is not changed).
The switch is spring loaded to the middle OFF position.
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FLIGHT INTERPHONE SYSTEM SYSTEM SUMMARY

This page is for reference.
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Service Interphone System

TABLE OF CONTENTS
SUBJECT
CHAPTER
SECTION
SUBJECT
PAGE
INTRODUCTION ....................................................................................................................................................................................................23-41-00.............. 02
JACK LOCATIONS .................................................................................................................................................................................................23-41-00.............. 08
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SERVICE INTERPHONE SYSTEM INTRODUCTION

General
The ground crew uses the service interphone system to talk to
each other and to the flight crew. Service interphone jacks are at
different locations on the airplane.
The flight attendants use the service interphone system to speak
with each other and the pilots.
AAU audio accessory unit
ampl amplifier
att attendant
bat battery
capt captain
dc direct current
flt flight
fwd forward
inph interphone
lts Lights
mic microphone
PTT push-to-talk
v volt
warn warning
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SERVICE INTERPHONE SYSTEM GENERAL DESCRIPTION

General
Sends audio to handsets, headsets, and speakers.
The service interphone system is for these personnel:
The REU does these functions:

Combines audio from the microphones
Amplifies the audio signal
Sends audio to handsets, headsets, and speakers.
Flight crew
Attendants
Ground crew.
The flight crew selects the service interphone function from the
audio control panel (ACP). Flight interphone microphones send
audio to the remote electronics unit (REU). Flight interphone
headsets and speakers get audio from the REU.
The flight crew can also use a handset to talk on the service
interphone system. The interphone jack connects to the system
without ACP control.
The attendants operate a handset to connect into the system. An
attendant panel connects the handset to the REU.
The ground crew microphones connect into the system through
the service interphone switch. You must turn on the service
interphone switch to operate the system from the service station
jacks. The headset gets audio from the REU.
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SERVICE INTERPHONE SYSTEM COMPONENT LOCATIONS

Service Interphone Component Locations
The service interphone switch is on the P5 aft overhead panel.
The interphone jack for the handset is on the aft face of the P8
aft electronic panel.
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SERVICE INTERPHONE SYSTEM JACK LOCATIONS

Jack Locations
These locations have service interphone jack:
P19 external power panel

Electronic equipment compartment
Fueling station, behind the access door on the right wing
Right wheel well, on the forward wheel well faring exterior
Left wheel well, on the forward wheel well faring exterior
Aft cabin, on the ceiling above the attendant station
APU service area, adjacent to the 48-section access door.
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Ground Crew Call System

TABLE OF CONTENTS
SUBJECT
CHAPTER
SECTION
SUBJECT
PAGE
INTRODUCTION ....................................................................................................................................................................................................23-43-00.............. 02
FUNCTIONAL DESCRIPTION ...............................................................................................................................................................................23-43-00.............. 06
JACK LOCATIONS .................................................................................................................................................................................................23-43-00.............. 08
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GROUND CREW CALL SYSTEM INTRODUCTION

Purpose
The ground crew call system tells:
Flight compartment personnel that there is a call from the
ground personnel
Ground personnel that there is a call from the flight
compartment.
attend attendant
flt flight
grd ground
IHC integrated handset controller
PTT push-to-talk
v dc volts direct current
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GROUND CREW CALL SYSTEM GENERAL DESCRIPTION

General
The ground crew call system lets the flight crew and ground crew
call each other. The system tells people in the flight compartment
or outside of the airplane to use the flight interphone system.
Between Flight Compartment and Ground Crew
A crewmember pushes the GRD CALL switch in the flight
compartment to call the ground crew. The switch is on the
passenger signs panel on the P5 forward overhead panel. A horn
in the nose wheel well makes a sound when the crewmember
pushes the switch.
The ground crew pushes the PILOT CALL switch on the external
power panel to call the flight crew. The CALL light on the
passenger signs panel comes on and there is a high chime from
the aural warning module. When the ground crew releases the
PILOT CALL switch, the CALL light on the passenger signs
panel goes off.
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GROUND CREW CALL SYSTEM FUNCTIONAL DESCRIPTION

General
The ground crew calls the flight crew with the PILOT CALL
switch. The flight crew uses the GRD CALL switch to call the
ground crew.
PILOT CALL Switch
You push the PILOT CALL switch to call the pilot. This switch
connects 28v dc to the CALL Light to make it come on. When
you release the switch, the CALL light goes off. The 28v dc also
goes to the aural warning module to make a high tone chime in
the flight compartment.
GRD CALL Switch
The pilot pushes the GRD CALL switch to make the ground crew
call horn operate. The switch connects 28v dc to the ground crew
call horn. The horn stops when you release the switch.
Ground Crew Call Horn
These are the conditions that cause the ground crew call horn to
operate:
Push the GRD CALL switch
The inertial reference system cooling is not sufficient on
the ground
The inertial reference system (IRS) battery warning circuit
is on.
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Flight Crew Call System / Cabin Interphone

TABLE OF CONTENTS
SUBJECT
CHAPTER
SECTION
SUBJECT
PAGE
INTRODUCTION ....................................................................................................................................................................................................23-42-00.............. 02
HANDSET ...............................................................................................................................................................................................................23-42-00.............. 06
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FLIGHT CREW CALL SYSTEM / CABIN INTERPHONE INTRODUCTION

Purpose
The flight crew call system tells:
Flight compartment personnel that there is a call from the cabin attendants
Attendants there is a call from the flight compartment or another attendant panel.
attend attendant
flt flight
grd ground
IHC integrated handset controller
PTT push-to-talk
v dc volts direct current
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FLIGHT CREW CALL SYSTEM/CABIN INTERPHONE GENERAL DESCRIPTION

General
Attendant Station to Flight Compartment
The flight crew call system lets the flight crew and attendants call
each other. These are the calls that can be made:
You use the handset to call the flight compartment from an

attendant station. When you make this call, these are the
indications in the flight compartment:
Flight compartment to attendant stations

Attendant station to flight compartment
Attendant station to attendant station.
Aural and visual indications from the system tell the flight and
cabin crew to use the cabin interphone.
Flight Compartment to Attendant Stations
You push the ATTEND switch on the passenger signs panel to
call the attendant stations from the flight compartment. When you
make this call, these are the indications in the passenger cabin:
Pink light on the forward and the aft exit locator signs
comes on
Passenger address system sends a HI/LO chime to the
cabin speakers.
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CALL light on the passenger signs panel comes on

Aural warning module makes a HI chime.
Attendant Station to Attendant Station
You use the handset to call one attendant station from another
attendant station. When you make this call, these are the
indications in the passenger cabin:
Pink light on the exit locator sign comes on at the other
attendant station
Passenger address system sends a HI/LO chime to the
cabin speakers.
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FLIGHT CREW CALL SYSTEM / CABIN INTERPHONE HANDSET

Purpose
Operation
The attendants use handsets to speak with each other.
Lift the handset off the hook. This connects the handset
microphone and speaker to the service interphone system.
They also use them to make announcements on the passenger

address (PA) system.
The interphone handset is like a telephone handset. it has these
features:
Earpiece speaker
Microphone
Push-button switches.
A handset cradle holds the interphone handset. The cradle has a
magnetic strip. The handset uses a magnetically operated reed
switch to detect an on-hook or off-hook condition of the handsst.
The handset push-buttons have these functions:

Push 2 to call the pilot. This turns on the call light on the
passenger signs panel and makes a high chime ;n the
flight compartment
Push 5 to call the other attendant station. This turns on
the attendant call light at that station and makes a
high/low chime ;n the passenger compartment
Push 8 to connect the handset to the passenger address
system
Push the push-to-talk button to make PA announcements
Push the reset button to disconnect the handset from the
passenger address system or to cancel the call
Push 2 three times to alert the pilot of an emergency
condition.
Location
There is a handset at the forward attendant panel and at the aft
attendant panel in the passenger compartment.
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Passenger Address System

TABLE OF CONTENTS
SUBJECT
CHAPTER
SECTION
SUBJECT
PAGE
INTRODUCTION ....................................................................................................................................................................................................23-31-00.............. 02
ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATION.........................................................................................................23-31-00.............. 08
PASSENGER COMPARTMENT COMPONENT LOCATION ................................................................................................................................23-31-00.............. 10
PASSENGER ADDRESS AMPLIFIER ...................................................................................................................................................................23-31-00.............. 12
REPRODUCER ......................................................................................................................................................................................................23-31-00.............. 14
OPERATION ANNOUNCEMENTS .....................................................................................................................................................................23-31-00.............. 16
TRAINING INFORMATION POINT AMPLIFIER TEST .......................................................................................................................................23-31-00.............. 18
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PASSENGER ADDRESS SYSTEM INTRODUCTION

Purpose
The passenger address (PA) system supplies these to the
passenger cabin:
Passenger address announcements

Pre-recorded announcements
Boarding music
Chimes.

amp amplifier
annc announcement
att attendant
BGM boarding music
ckts circuit
db decibel
DIP dual-in-line package
EEC electronic equipment compartment
eng engine
ent entertainment
fwd forward
ind indication
LCD liquid crystal display
EFFECTIVITY
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LED light emitting diode

MCU modular concept unit
mic microphone
oxy oxygen
PES passenger entertainment system
PRAM pre-recorded announcement and boarding
music reproducer
PSU passenger service unit
PTT push to talk
rly relay
repr reproducer
RV rated voltage
SSSV solid state stored voice
sw switch
typ typical
VRMS voltage root mean square
VSCU video system control unit
xfr transfer
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PA SYSTEM GENERAL DESCRIPTION

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General
The passenger address (PA) system supplies this audio to the
passenger cabin and flight compartment:
Flight crew announcements

Pre-recorded/stored announcements
Boarding music
Chimes.
The PA amplifier sets the priority for the audio inputs. Only one
audio input signal at a time is processed. The audio inputs come
from these sources:
Pre-recorded announcement and music reproducer
Pilots
Attendants.
The PA amplifier sends the audio input that has the highest
priority to these components / systems:
Passenger cabin and lavatory speakers
Passenger entertainment system
Remote electronics unit (REU).
System Components

PA amplifier
Passenger signs panel
Attendant handset
Cabin and lavatory speakers.
The pre-recorded announcement and music reproducer supplies

announcements and boarding music.
The PA amplifier amplifies the audio input that has the highest
priority. The PA amplifier also supplies the chime signals with the
other PA audio.
The passenger signs panel has a light that gives the ATTEND
call indication. The passenger signs panel has these switches to
turn on annunciations and give chimes:
NO SMOKING
FASTEN BELTS
ATTEND
GRD CALL.
The attendants use the attendant handset to make PA

announcements from the forward and aft attendant stations.
The cabin and lavatory speakers change the PA amplifier output
signals to audio.
The PA system has these components:
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External Interface
The PA system connects with these components:
REU
Lavatory speakers
Passenger service units
Pilot PA hand microphone.
System Operation
The PA system audio inputs come from these sources:
Flight compartment microphone
Attendant handset.
The PA amplifier selects the highest priority input. The amplifier
amplifies the audio signal and sends it to:
REU
Cabin speakers
Lavatory speaker
the REU to the FWD and AFT attendant speakers. The on-side
attendant speakers are muted during attendant announcements
to prevent feedback.
The PA audio goes through the REU to the flight crew headsets
as sidetone. It also go to the flight compartment speakers.
The PA amplifier sets the priority of the input signal. These are
the PA system audio priorities:
Priority 1 - announcement from the flight compartment

Priority 2 - announcement from an attendant
Priority 3 - pre-recorded announcement
Priority 4 - boarding music.
The lavatories and passenger service units send discrete signals

to the PA amplifier to make chime signals.
The PA amplifier supplies a chime signal when the flight crew
puts the passenger signs panel NO SMOKING or FASTEN
BELTS switches in the ON position or pushes the ATTEND
switch.
The chime signals are superimposed on the other PA audio in
the amplifier.
The amplified audio goes from the PA amplifier to the cabin and
lavatory speakers. The audio also goes through muting circuits in
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PA SYSTEM ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATIONS

The PA amplifier is on the E1-3 shelf.
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PA SYSTEM PASSENGER COMPARTMENT COMPONENT LOCATION

Speakers
The attendant speakers are at each of the attendant stations and
at the galleys.
Handsets
The handsets are on the cabin attendant panels at each
attendant station.
Pre-Recorded Announcement and Music Reproducer (PRAM)
The pre-recorded announcement and music reproducer (PRAM)
is on the forward lavatory wall.
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PA SYSTEM PASSENGER ADDRESS AMPLIFIER

Purpose
The PA amplifier prioritizes, amplifies, and sends audio signals to
airplane speakers and systems. It also supplies chimes to the
attendants and passengers.
ln the LEVEL (VRMS) position, the PA amplifier shows the output

ac voltage level of the output audio. The LEVEL position
disconnects the speakers from the amplifier circuits. It connects
a dummy load to internal amplifier circuits. The voltage shows on
the LED display. This switch is spring-loaded from the LEVEL
position to the OPERATE position.
Controls and lndications

Master Gain Control
The function select switch has these positions:
LOAD (OHMS)
TONE
OPERATE
LEVEL (VRMS).
Turn this potentiometer to increase or decrease the gain of the

PA amplifier. Normally, you will turn the potentiometer until the
display shows 70.7 volts while the function select switch is in the
LEVEL position.
Characteristics
In the LOAD (OHMS) position, the PA amplifier measures the

impedance of the speaker network. The value shows on the light
emitting diode (LED) display. Normally, the impedance is more
than 30 ohms. The switch is spring-loaded from the LOAD
position to the TONE position.
The PA amplifier is 2.3 inches (5.7 cm) wide, 7.6 inches (19.3
cm) high, and 12.8 inches (32.4 cm) long. It weighs 6.5 pounds
(3 kilograms).
ln the TONE position, the PA amplifier does a functional check of

all speakers. The high frequency chime is the audible test signal
that goes to the speakers.
The chime circuits in the PA amplifier make two frequencies for

the chimes.
Chimes
OPERATE is the normal switch position of the PA amplifier. ln

this position, the display is blank.
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PA SYSTEM REPRODUCER
Purpose
Boarding Music
The PRAM plays boarding music and pre-recorded

announcements for the PA system.
The PRAM solid-state memory holds the boarding music.
Controls and Indicators

These are the PRAM controls and indicators:
Keypad
LCD display
Mode Select Switches
Music Volume control
START switch
STOP switch.
The operator programs the boarding music to operate as

passengers get on and get off of the airplane.
Up to four different boarding music programs can be in memory.
You can change these music programs with a flash memory
card.
Pre-Recorded Announcements
The pre-recorded announcements come from the PRAM. They
are stored in solid-state stored voice (SSSV) memory chips.
You can change these announcements with a flash memory
card.
The announcements operate manually or automatically.
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PA SYSTEM OPERATION ANNOUNCEMENTS

Crew Announcements
Flight Attendant Stations
Crew announcements are made from these locations:
Flight attendant PA announcements come from the forward and

the aft attendant PA handsets.
Flight compartment
Flight attendant stations.
Flight Compartment
The pilot can make PA announcements with these:
Boom microphone (mic)
Oxygen mask mic
Flight interphone hand mic.
Do these steps to make a PA handset announcement:

Push the PA switch (8) on the handset
Push and hold the PASSENGER ADDRESS PUSH TO
TALK switch
Speak through the handset mouth piece.
To make an announcement with the boom mic or oxygen mask

mic, you must first set the audio control panel. You select the
microphone source (boom or mask), and set the microphone
selector switch (PA). You adjust for received PA volume with the
PA receiver volume control. To key the microphone, you use
either the audio control panel PTT switch or the control wheel
MIC switch.
With the audio control panel microphone selector switch set, you
can also make an announcement witch the flight interphone hand
mic. Push the hand mic push-to-talk switch and speak through
the microphone.
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PA SYSTEM TRAINING INFORMATION POINT AMPLIFIER TEST

General
The PA system tests help you to find a system fault.
You use the PA amplifier function select switch to test the
amplifier and the speakers.
In the LEVEL (VRMS) position, the output voltage shows on the

LED display. This voltage is normally 70.7 vrms. If you do not
see the correct voltage, there may be a problem with either the
PA amplifier or the output level adjustment.
Use the master gain adjustment to change the output level.
Controls and Indications

The function select switch has these positions:
LOAD (OHMS)
TONE
OPERATE
LEVEL (VRMS).
In the LOAD (OHMS) position, the speaker impedance shows on

the display. Normally, this impedance is more than 30 ohms. If
this impedance is less than 30 ohms, there may be a problem
with either a speaker or the interface wiring.
In the TONE position, a continuous tone goes to the speakers. If
you do not hear this tone, there may be a problem with either the
PA amplifier, the speaker or the interface wiring.
OPERATE is the normal switch position. The display is blank
while the switch is in this position.
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Very High Frequency Communication System

TABLE OF CONTENTS
SUBJECT
CHAPTER
SECTION
SUBJECT
PAGE
INTRODUCTION ....................................................................................................................................................................................................23-12-00.............. 02
ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATIONS ......................................................................................................23-12-00.............. 10
ANTENNA COMPONENT LOCATION...................................................................................................................................................................23-12-00.............. 12
RADIO COMMUNICATION PANEL .......................................................................................................................................................................23-12-00.............. 14
OPERATION...........................................................................................................................................................................................................23-12-00.............. 18
TRAINING INFORMATION POINT BUILT IN TEST ...........................................................................................................................................23-12-00.............. 22
TRAINING INFORMATION POINT RADIO COMMUNICATION BITE................................................................................................................23-12-00.............. 24
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VERY HIGH FREQUENCY COMMUNICATION SYSTEM INTRODUCTION

General
The very high frequency (VHF) communication system supplies
communication over line-of-sight distances. It gives
communication between airplanes or between ground stations
and airplanes.
system
AM amplitude modulation
ARINC Aeronautical Radio Incorporated
comm communication
FDR flight data recorder
freq frequency
I/C interphone communication
mic microphone
MSEC mili-second
PSEU proximity switch electronics unit
PTT push-to-talk
RCP radio communication panel
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RF radio frequency
SELCAL selective calling
sql squelch
SSB single side band
SSFDR solid state flight data recorder
VSWR voltage standing wave ratio
xmt transmit
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VHF COMMUNICATION SYSTEM GENERAL DESCRIPTION

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General
any VHF communication radio.
The VHF communication system supplies the flight crew with

voice and data line-of-sight communication. The VHF
communication system can be used to communicate between
airplanes and between airplanes and ground stations.
The VHF transceiver transmit circuits modulate an RF carrier

signal with voice or data audio. The receive circuits demodulate
the incoming RF carrier signal to detect the audio from the RF
carrier. The detected audio is used by the flight crew and other
airplane systems.
The VHF communication radio is tunable in the frequency range

of 118.000 MHz to 136.975 MHz. The VHF radio is used to
transmit and receive voice and data communication.
The VHF antenna transmits and receives RF signals.

External Interface
The VHF communication system operates in the frequency range

of 118.000 MHz to 136.975 MHz. The 8.33 kHz spacing is only
available for these frequency ranges:
118.000 to 121.400
121.600 to 123.050
123.150 to 136.475.
The VHF communication system connects with these

components/systems:
Remote electronics unit (REU)

Proximity switch electronic unit (PSEU)
SELCAL decoder unit
Flight data acquisition unit (FDAU).
System Components
System Operation
The VHF communication system has these components:
Radio communication panel (RCP)
VHF transceiver
VHF antenna.
The RCP supplies selected frequency signals to tune the VHF
transceivers. You can use the RCP to select the frequency of
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The control panel sends selected frequency signals to the

transceiver. The audio control panel sends radio select signals
and receives volume control to the REU.
During transmit, microphone audio and PTT signals go to the
VHF transceiver through the REU. The transceiver uses the
microphone audio to modulate an RF carrier signal made in the
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transceiver. The transceiver sends the modulated RF signal to
the antenna for transmission to other airplanes and ground
stations.
During transmit, the flight data acquisition unit receives a PTT
signal from the transceiver. The flight data acquisition unit uses
the PTT for key event marking to record the transmit event.
During receive operation, the antenna receives a modulated RF
signal and sends it to the transceiver.
The transceiver demodulates or removes the audio information
from the RF carrier. The received audio goes from the VHF
transceiver through the REU to the flight interphone speakers
and headsets.
The SELCAL decoder unit receives audio from the VHF
transceiver. The SELCAL decoder unit monitors the audio for
SELCAL calls that come from the ground station.
The VHF transceiver receives an air/ground discrete from the
PSEU. The VHF transceiver uses the discrete to calculate flight
legs for internal fault memory.
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VHF COMMUNICATION SYSTEM FLIGHT COMPARTMENT COMPONENT LOCATIONS

Flight Compartment
The radio communication panels are on the P8 aft electronic
panel.
The audio control panels (ACPs) are part of the flight interphone
system. The ACPs have an interface with the VHF
communication system through the REU. The captain and first
officer ACPs are on the P8 aft electronics panel. The first
observer ACP is on the P5 aft overhead panel.
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VHF COMMUNICATION SYSTEM ELECTRONIC EQUIPMENT COMPARTMENT (EEC) COMPONENT LOCATIONS

VHF transceiver 1 is on the E1-3 shelf. VHF transceiver 2 is on
the E1-5 shelf. VHF transceiver 3 is on the E3-3 shelf.
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VHF COMMUNICATION SYSTEM ANTENNA COMPONENT LOCATIONS

General
The VHF antennas are on the top and the bottom of the airplane
fuselage on the centerline.
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VHF COMMUNICATION SYSTEM RADIO COMMUNICATION PANEL

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General
The radio communication panel (RCP) provides these functions:
VHF and HF radio selection

Active/standby frequency selection
HF sensitivity control
Test initiation to the VHF transceiver
Mode selection to the HF transceiver
Off switch.
Controls and Indicators

At power up, RCP 1 controls VHF 1, RCP-2 controls VHF 2, and
RCP 3 controls VHF 3.
Any radio communication panel can control any transceiver.
Push the radio-tuning switch to select the transceiver for that
radio communication panel. The light above the switch comes
on. Each radio communication panel can tune only one
transceiver at a time.
When you select an offside radio, two offside tuning lights come
on. One light is on the radio communication panel that you use to
make the selection. This is the offside radio. The other light is on
radio communication panel of the radio you select. This is the onside radio.
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Set the frequency in the standby frequency indicator. Turn the

frequency selectors to set the frequency. The first digit is always
1. The outer knob sets the second two digits (10 MHz and 1MHz)
in 1 MHz increments. The inner knob sets the fourth, fifth, and
sixth digits (100 kHz, 10 kHz, and 1 kHz) in 8.33 kHz increments.
Push the frequency transfer switch to change the active and
standby frequencies.
The HF SENS control sets the RF sensitivity level of the HF
transceiver. Rotate the control to adjust the sensitivity of the HF
transceiver. The inactive frequency indicator shows a value
between 0 and 99. Maximum sensitivity is 99. Minimum
sensitivity is 0. After a delay, the inactive frequency indicator
shows the inactive frequency again.
The VHF communication test switch starts a confidence check of
the VHF transceiver. Push the VHF communication test switch to
stop the squelch in the VHF transceiver. You hear static when
you push the switch.
Push the OFF switch to stop the operation of the radio
communication panel. The switch shows white when it is off.
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The radio communication panel continuously does a selftest.
The frequency indicators show PANEL FAIL when there is an
internal failure of the radio communication panel.
The radio communication panel continuously monitors the
condition of the transceiver. If the transceiver had failed, the two
frequency indicators show FAIL.
The two frequency indicators show INOP for these conditions:
There is no transceiver installed
The transceiver does not have a connection
The transceiver is inactive.
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VHF COMMUNICATION SYSTEM OPERATION

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General
You use these components to operate the VHF radio:
Microphone or headset
Radio communication panel (RCP)
show which radio the panel controls. When you push the audio
control panel microphone selector switch, the VHF receiver
volume control is automatically selected. The frequency
indicators show VHF radio frequencies. The VHF transceiver
tunes to the frequency in the active frequency indicator.
Use the frequency selectors to tune the radio to a new
frequency. The standby frequency display shows the new
frequency.
Receive Operation
You use the radio communication panel and the audio control
panel to receive transmissions on the VHF radio.
When you are sure the frequency is correct, push the frequency
transfer switch. The active frequency indicator shows the new
frequency. The VHF radio uses the new frequency.
On the audio control panel, push the receiver volume control for
the VHF radio. Turn the control to adjust the volume from the
VHF radio.
Listen to the audio from the VHF radio on the speaker or

headset. Adjust the volume control switches on the audio control
panel for a comfortable sound level.
You hear audio on the headset and the flight interphone

speakers. To hear sound from the flight interphone speakers,
push the speaker (SPKR) volume control to turn on the speaker.
Turn the control to adjust the volume of sound from the speaker.
Transmit Operation
When you apply power to the airplane, the radio communication

panels (RCPs) are on. Initially, RCP 1 tunes VHF 1 and RCP 2
tunes VHF 2. Push the VHF microphone selector switch for the
VHF radio you want to use. A light above the switch comes on to
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Make sure the active frequency indicator shows the frequency

you want to transmit. Make sure the frequency you select is a
valid transmit frequency.
Push the microphone selector switch on the audio control panel
for the VHF radio.
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Listen for transmissions on the frequency you selected. When
the frequency is clear and you want to transmit a message, key
the mic and speak into it. You hear sidetone in the headphone
and muted sidetone from the speaker. The flight interphone
system mutes the sidetone to the speaker when you use the
boom mic or the hand mic.
You can continue to transmit and receive on the frequency you
selected.
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VHF COMMUNICATION SYSTEM TRAINING INFORMATION POINT BUILT IN TEST

General
The VHF transceiver has built-in test equipment (BITE). You start
the test on the front of the VHF transceiver.
When you start the test, the built-in test equipment examines the
input from the control panel or ACARS management unit, the
internal circuits and processors of the transceiver, and the output
to the antenna.
BITE Display Normal Operating Mode
In normal operating mode, the display shows the part number
and the software version of the VHF transceiver.
When the transceiver stops the test, the display shows TEST
COMPLETE. If there are no failures, the display shows NO
FAILURES. If there are failures, the display shows FAILURES.
To see more about the failures, push the switch below WHY. The
display shows the result of the VHF transceiver test:
OK means the transceiver is good
FAILED means the transceiver is not good.
The display shows EXTERNAL FAILURES PRESENT if the
control panel input or the antenna system are not good.
To see specific information about external failures, push the
switch below MORE.
The normal-operating-mode display comes on at these times:

During the normal operation of the transceiver
When you push the switch next to RETURN on any other
page
Five minutes after you push either switch on the front
panel.
BITE Display Test
From the normal-operating-mode display, push either switch to
start the test. The transceiver starts the test. The display shows
TEST IN PROGRESS. Also, the display shows how much of the
test is complete.
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When you push the switch next to MAINT, the display shows
information about the status of the VHF radio and its inputs. The
first status page shows the status of the VHF transceiver. Other
status pages show the status of the tuning input, discrete inputs,
program pins, and the central maintenance computer input.
NOTE: The transceiver always shows INACTIVE for the status
of the central maintenance computer. This is because
the transceiver has no input from a central maintenance
computer on this airplane.
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VHF COMMUNICATION SYSTEM TRAINING INFORMATION POINT RADIO COMMUNICATION PANEL BITE
Radio Communication Panel BITE Indication
When you push the VHF switch on the radio communication
panel (RCP), the display usually shows a VHF radio frequency.
If the built-in test equipment in the RCP senses a failure, you see
one of these displays:
INOP INOP
FAIL FAIL
PANEL FAIL.
If the RCP receives no signal from the VHF transceiver, both
displays show INOP. This occurs for these conditions:
There is no VHF transceiver
The VHF transceiver has no power
The VHF transceiver can not send ARINC 429 data to the
RCP
The RCP does not receive the ARINC 429 data from the
VHF transceiver
Wiring from the VHF transceiver to the RCP is bad.
If the RCP receives the FAIL WARN signal from the VHF
transceiver, both displays show FAIL. This occurs when the BITE
in the VHF transceiver senses that the transceiver has a failure.
If the RCP has a failure, the active display shows PANEL and the
standby display shows FAIL.
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High Frequency Communication System

TABLE OF CONTENTS
SUBJECT
CHAPTER
SECTION
SUBJECT
PAGE
INTRODUCTION ....................................................................................................................................................................................................23-11-00.............. 02
TRANSCEIVER LOCATION ...................................................................................................................................................................................23-11-00.............. 10
ANTENNA COMPONENT LOCATION...................................................................................................................................................................23-11-00.............. 12
OPERATION...........................................................................................................................................................................................................23-11-00.............. 14
TRAINING INFORMATION POINT BITE ............................................................................................................................................................23-11-00.............. 18
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HIGH FREQUENCY COMMUNICATION SYSTEM INTRODUCTION

General
The high frequency (HF) communication system supplies voice
communication over long distances. It gives communication
between airplanes or between ground stations and airplanes.
The HF system operates in the aeronautical frequency range of 2
MHz to 29.999 MHz. The system uses the surface of the earth
and an ionized layer to cause a reflection (skip) of the
communication signal. The distance between skips changes due
to the time of day, radio frequency, and airplane altitude.
mic microphone
PTT push-to-talk
RCP radio communication panel
RF radio frequency
sq squelch
sql squelch
SSB single side band
USB upper side band
VSWR voltage standing wave ratio
xmit transmit

AM amplitude modulated
AME amplitude modulation equivalent
ARINC Aeronautical R8dio Incorporated
comm communication
FDRS flight data recorder system
freq frequency
I/C interphone communication
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HF COMMUNICATION SYSTEM GENERAL DESCRIPTION

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General
The HF communication system supplies the flight crew with longrange voice communication. The HF communication system can
be used to communicate between airplanes and between
airplanes and ground stations.
The HF communication radio uses frequency select and control
signals to transmit and receive voice communication. The HF
radio modulates an RF carrier signal with voice audio from the
flight interphone system. During the receive mode, the HF radio
demodulates the RF carrier signal. This isolates the voice audio
from the RF signal. The HF transceiver sends the audio to the
flight interphone system. The HF system operates in the
frequency range of 2.000 MHz to 29.999 MHz.
System Components
The HF communication system has these components:
Radio communication panel

HF transceiver
HF antenna coupler
HF antenna.
The radio communication panel (RCP) supplies selected

frequency information and control signals to tune the HF
transceivers and make radio selections. You can use the RCPs
to select amplitude modulated (AM) or upper side-band (USB)
operation. Use the RF sensitivity control to improve HF
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reception. The RCPs can select and control the frequency of any
HF communication radio.
The HF transceiver transmits and receives information. The
transceiver transmit circuits use flight interphone audio to
modulate an RF carrier signal. This voice information goes to
other airplanes and ground stations. The receive circuits
demodulate the received RF carrier signal to isolate the audio.
The received audio is used by the flight crew or other airplane
systems.
The HF antenna coupler matches the antenna impedance to the
transceiver output over the HF frequency range. During the
transmit mode, the antenna coupler receives modulated RF from
the transceiver and sends it to the antenna. During the receive
mode, the antenna coupler receives modulated RF from the
antenna and sends it to the transceiver.
The HF antenna transmits and receives audio modulated RF
signals.
External Interface
The HF communication system connects with these
components/systems:
Remote electronics unit (REU)

SELCAL decoder unit
Air/ground relay
Flight data acquisition unit (FDAU).
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System Operation
The control panel sends selected frequency information and
control signals to the transceiver. The audio control panel sends
these signals to the REU:
HF radio select signal
Receive volume control
Push-to-talk (PTT).
The SELCAL decoder unit receives audio from the HF

transceiver. The SELCAL decoder unit monitors the audio for
SELCAL calls that come from the ground station.
The HF transceiver receives an air/ground discrete. The HF
transceiver uses the discrete to calculate flight legs for internal
fault memory.
During transmit, microphone audio and PTT signals go to the HF

transceiver through the REU. The transceiver uses the
microphone audio to modulate an RF carrier signal generated in
the transceiver. The transceiver sends the modulated RF signal
through the antenna coupler to the antenna for transmission to
other airplanes and ground stations.
Also during transmit, the flight data acquisition unit receives a
PTT signal from the transceiver. The flight data acquisition unit
uses the PTT for key event marking to record the transmit event.
During receive, the antenna receives a modulated RFV signal
and sends it through the antenna coupler to the transceiver. The
transceiver demodulates or isolates the audio from the RF
carrier. The received audio goes from the HF transceiver to the
flight interphone speakers and headsets through the REU.
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HF COMMUNICATION SYSTEM FLIGHT COMPARTMENT COMPONENT LOCATIONS

Flight Compartment
The radio communication panels are on the P8 aft electronics
panel.
The audio control panels (ACPs) are part of the flight interphone
system. The ACPs have an interface with the HF communication
system through the REU. The captain and first officer ACPs are
on the P8 aft electronics panel. The first observer ACP is on the
P5 aft overhead panel.
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HF COMMUNICATION SYSTEM TRANSCEIVER LOCATION

HF Transceiver
The HF transceiver is on the E6-2 shelf.
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HF COMMUNICATION SYSTEM ANTENNA COMPONENT LOCATION

General
The HF antenna is on the leading edge of the vertical stabilizer.
The antenna coupler is inside the vertical stabilizer.
WARNING:MAKE SURE PERSONNEL STAY A MINIMUM OF
SIX FEET (TWO METERS) AWAY FROM THE
VERTICAL STABILIZER WHEN THE HF SYSTEM
TRANSMITS. RF ENERGY FROM THE HF
COMMUNICATION ANTENNA CAN CAUSE
INJURIES TO PERSONNEL.
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HF COMMUNICATION SYSTEM OPERATION

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General
displays show HF radio frequencies (2.000 to 29.999 MHz). The

HF radio uses the frequency in the active frequency display.
You use these components to operate the HF radio:
Hand microphone or headset

Radio communication panel
Use the frequency selectors to tune the radio to a new

frequency. The standby frequency display shows the new
frequency.
Receive Operation
When you are sure the frequency is correct, push the frequency
transfer switch. The active frequency display shows the new
frequency. The HF radio uses the new frequency.
You use the radio communication panel and the audio control
panel to receive transmissions on the HF radio.
NOTE: When you select a new frequency, the HF coupler drives

its tuning elements to the home position.
On the audio control panel, push the receiver volume control for
the HF radio. Turn the control to adjust the volume from the HF
radio.
Listen for audio from the HF radio on the speaker or headset.

Adjust the volume control switches on the audio control panel for
a comfortable sound level.
You hear audio on the headset and the flight interphone

speakers. To hear sound from the flight interphone speakers,
push the speaker (SPKR) volume control to turn on the speaker.
Turn the control to adjust the volume of sound from the speaker-
Use the HF sensitivity (HF SENS) control on the radio

communication panel to adjust the sensitivity of the HF radio
receiver.
Transmit Operation
Use the on/off control to turn on the radio communication panel.

When you first turn it on, the radio communication panel tunes
the VHF radio. Push the HF 1 switch to make the radio
communication panel tune the HF radio. A light above the switch
comes on to show which radio the panel controls. The frequency
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WARNING:MAKE SURE PERSONNEL STAY A MINIMUM OF

SIX FEET AWAY FROM THE VERTICAL
STABILIZER WHEN THE HF SYSTEM
TRANSMITS. RF ENER6Y FROM THE HF
COMMUNICATION ANTENNA CAN CAUSE
INJURIES TO PERSONNEL.
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WARNING:
DO NOT OPERATE THE HF COMMUNICATION

SYSTEM WHILE FUEL IS PUT INTO THE
AIRPLANE. INJURY TO PERSONS AND
DAMAGE TO EQUIPMENT CAN OCCUR.
Make sure the active frequency display shows the frequency you
want to transmit. Make sure the frequency you select is a valid
transmit frequency.
You can continue to transmit and receive on the S frequency you

selected.
When you select another frequency and key the mic to transmit,
the HF coupler tunes again. You hear the 1 kHz tone while it
tunes.
Non-Normal Indications
Push the microphone selector switch on the audio control panel

for the HF radio.
If you hear the 1 kHz tone for more than 15 seconds when the
coupler tunes, there may be a coupler fault.
Listen for transmissions on the frequency you selected. When

the frequency is clear, push and release the push- to-talk for the
microphone. This causes the Ht coupler to tune to the
transmission frequency. While the coupler tunes, the HF
transceiver supplies a 1 kHz tone. You hear this tone on the
speaker and in the headset.
If the tone only lasts as long as you key the microphone, you
may have tuned a frequency which is outside the frequency
range for the HF transceiver.
Normally, it takes several seconds for the coupler to tune. When

the 1 kHz tone stops, the HF system is ready to transmit.
When the frequency is clear and you want to transmit a
message, key the mic and speak into it. You hear sidetone in the
headphone and muted sidetone from the flight interphone
speaker. The flight interphone system mutes the sidetone to the
speaker when you use the boom mic or the hand mic.
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HF COMMUNICATION SYSTEM TRAINING INFORMATION POINT BITE

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Radio Communication Panel BITE Indication
When you push the HF switch on the radio communication panel
(RCP), the display usually shows an HF radio frequency. The
range of HF radio frequencies is 2.000 MHz to 29.999 MHz.
If the built-in test equipment in the RCP senses a failure, you see
one of these displays:
when the BITE in the HF transceiver senses that the transceiver

has a failure.
If the RCP has a failure, the display shows PANEL in the active
display and FAIL in the standby display.
HF Transceiver BITE Indication
Lights on the front of the HF transceiver show these failures:
INOP INOP
FAIL FAIL
PANEL FAIL
If the RCP receives no signal from the HF transceiver, both
displays show frequency. This occurs when one of these
conditions is true:
There is no HF transceiver
The HF transceiver has no power
The HF transceiver cannot send ARINC 429 data to the
RCP
The RCP does not receive the ARINC 429 data from the
HF transceiver
Wiring from the HF transceiver to the RCP is bad.
If the RCP receives the FAIL WARN signal from the HF
transceiver, the display shows FAIL in both displays. This occurs
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LRU FAIL
COUPLER FAIL
EXTERNAL INPUT FAIL.
The LRU FAIL light comes on if the HF transceiver has a failure.
These are examples of failures of the HF transceiver:
The voltage from the power supply is low

The microprocessor has a failure
The frequency synthesizer is not locked-on
The output power of the RF transmitter is low.
The COUPLER FAIL light comes on when:

The coupler has a fault
The antenna has a fault
There is a fault in the transmission cables.
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The EXTERNAL INPUT FAIL light comes on when the HF
transceiver does not receive a signal from the radio
communication panel. This occurs when one of these conditions
is true:
The RCP is off
The RCP has no power
The RCP cannot send the ARINC 429 data to the HF
transceiver
The HF transce1ver does not receive the ARINC 429 data
from the RCP
The wiring from the RCP to the HF transceiver is bad.
HF Transceiver Built-In Test
The HF transceiver has a built-in test. To start the test, push the
TEST switch on the front of the transceiver.
At the start of the test, the lamp test turns on all of the LEDs. At
the end of the test, all the LEDs go off if there are no failures. If
there is a failure, one of the LEDs will come on.
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SELCAL System
TABLE OF CONTENTS
SUBJECT
CHAPTER
SECTION
SUBJECT
PAGE
INTRODUCTION ....................................................................................................................................................................................................23-28-00.............. 02
SELCAL CONTROL PANEL...................................................................................................................................................................................23-28-00.............. 10
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SELECTIVE CALLING SYSTEM INTRODUCTION

Purpose
The selective calling (SELCAL) system supplies the flight crew
with indications of calls that come in from the airline ground
stations. It is not necessary for the pilots to continuously monitor
company communications channels.
Airline radio networks supply communication between ground
stations and airplanes. For SELCAL operation each airplane has
a different four-letter code. Each letter in the code equals a
different audio tone. The ground stations send the applicable
tones to call an airplane.
comm communication
HF high frequency
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SELCAL SYSTEM GENERAL DESCRIPTION

General
Each airplane has a different SELCAL code. A ground station
transmits this code to communicate with an airplane. When the
airplane receives its SELCAL code, flight compartment
indications come on to tell the flight crew.
aural warning module through the REU. This tells the module to
make the single high/low chime for the aural alert.
The SELCAL program switch module gives the airplane its
SELCAL code. When power is applied to the airplane, the
program switch module sends the SELCAL code to the SELCAL
decoder.
System Components
External Interface
The selective calling system has these components:
The selective calling system connects with these components:
SELCAL decoder
SELCAL control panel
SELCAL program switch module
SELCAL aural warning relay.
The SELCAL decoder unit monitors the radio systems for audio
tones. If the tones are the same as the code from the program
switch module, the decoder sends a signal to the control panel to
turn on the alert light. The decoder also sends a ground to
energize the SELCAL aural warning relay.
When the SELCAL decoder unit receives a call, it sends the
SELCAL control panel a ground signal. The ground signal turns
on the alert light for the transceiver that receives the call. Push
the alert light switch to reset the decoder channel.
VHF transceiver
HF transceiver
Remote electronics unit
Aural warning module.
The HF and VHF transceivers receive the SELCAL audio tones

from the ground station. The transceivers send the received
audio to the SELCAL decoder.
The SELCAL aural warning relay sends the REU 28V dc. The
REU sends the 28V dc to the aural warning module. The aural
warning module makes a high/low chime 5ignal for the aural
alert.
The SELCAL decoder unit also sends a ground to energize the

aural warning relay. The energized relay sends 28V dc to the
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SELCAL SYSTEM FLIGHT COMPARTMENT COMPONENT LOCATIONS

SELCAL Control Panel
The SELCAL control panel is on the P8 aft electronic panel.
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SELCAL SYSTEM ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATIONS

SELCAL Decoder
The SELCAL decoder is on the E-4 rack in the electronic
equipment compartment.
SELCAL Program Switch Module
The SELCAL program switch module is behind the SELCAL
decoder on the E-4 rack.
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SELCAL SYSTEM SELCAL CONTROL PANEL

Purpose
The SELCAL control panel gives visual indications and reset
operation for the SELCAL system.
Controls and Indications
The control panel alert light for the active transceiver comes on
when the decoder receives a call with the correct coded audio.
Push the control panel light/switch to reset the decoder channel.
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Emergency Locator Transmitter

TABLE OF CONTENTS
SUBJECT
CHAPTER
SECTION
SUBJECT
PAGE
INTRODUCTION ....................................................................................................................................................................................................23-24-00.............. 02
TRAINING INFORMATION POINTS SYSTEM TEST.........................................................................................................................................23-24-00.............. 08
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EMERGENCY LOCATOR TRANSMITTER SYSTEM INTRODUCTION

Purpose
v Volt
The emergency locator transmitter (ELT) system automatically

sends emergency signals when it senses a large change in the
airplane velocity.
The ELT sends homing signals to search and rescue crews on
the VHF and UHF emergency channels.
The ELT also sends emergency signals to satellite receivers.
The satellite receivers send this information to ground stations to
calculate the location of the emergency signals.
ANT antenna
C Celsius
cm centimeter
dc direct current
deg degree
EXT external
in inch
kg kilogram
lb pound
MHz megahertz
mW milliwatt
UHF ultra high frequency
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EMERGENCY LOCATOR TRANSMITTER SYSTEM GENERAL DESCRIPTION

General
The emergency locator transmitter (ELT) system has these
components:
Control panel
Transmitter
Antenna.
The control panel has a switch that you use to start the ELT
manually. It also has a light to show you that the ELT is in
operation.
The ELT transmitter has two transmitter sections. One
transmitter sends a swept tone .on the VHF and UHF emergency
channels (121.5 and 243.0 MHz). The other transmitter sends
digital data every 50 seconds on the 406 MHz channel.
The antenna sends the 121.5/243.0 MHz and the 406 MHz
transmit signals.
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EMERGENCY LOCATOR TRANSMITTER SYSTEM COMPONENT LOCATIONS

Flight Compartment
The ELT control panel is on the P5 aft overhead panel.
Passenger Cabin
The ELT transmitter is above an access panel in the aft
passenger cabin ceiling at station 770.
Fuselage
The ELT antenna is on top of the fuselage, just above and aft of
the ELT transmitter at station 797.
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EMERGENCY.LOCATOR TRANSMITTER SYSTEM TRAINING

General
To ensure proper emergency locator transmitter (ELT) system
operation, you inspect and operate the system at required
intervals. You also operate and test the system when you
replace the ELT or the ELT transmitter battery pack.
The ELT light on the control panel and the master caution lights
come on immediately when you put the switch to ON. The ELT
light goes off when you put the switch back to ARM.
You use special test equipment to test the 406 MHz transmitter.
The test equipment shows the di9ital data that the ELT sends.
Your regulatory agency controls the requirements for these

inspections and tests.
Transmitter Test
In general, follow these precautions:
Tell the control tower of your plan to test the ELT
Do the tests only within the first s minutes after the hour
Turn on the ELT for less than 15 seconds.
The satellite receivers ignore any ELT transmission that is less
than 15 seconds. If the ELT transmits more than 15 seconds, the
satellite receivers process the transmissions as an emergency
signal.
To test the 121.5/243.0 MHz transmitter, you use one of J the
VHF transceivers to listen to the ELT transmission.
When you put the ELT control switch to ON, you hear 3 sweeps
of the emergency audio.
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Voice Recorder
TABLE OF CONTENTS
SUBJECT
CHAPTER
SECTION
SUBJECT
PAGE
INTRODUCTION ....................................................................................................................................................................................................23-71-00.............. 02
RECORDER LOCATION ........................................................................................................................................................................................23-71-00.............. 10
COCKPIT VOICE RECORDER PANEL OPERATION ...........................................................................................................................................23-71-00.............. 12
TRAINING INFORMATION POINT MAINTENANCE ..........................................................................................................................................23-71-00.............. 14
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VOICE RECORDER SYSTEM INTRODUCTION

General
The voice recorder continuously records these:
Flight crew communications
Flight compartment sounds.
The voice recorder keeps the last 120 minutes of audio.
AID analog-to-digital
ARINC aeronautical radio incorporated
BITE built in test equipment
capt captain
CSMU crash survivable memory unit.
DIA digital-to-analog
F/O first officer
F/OBS first observer
Hz hertz
mic. microphone
ULB underwater locator beacon
V AC volts alternating current
V DC volts direct current
VR voice recorder
xfr transfer
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VOICE RECORDER SYSTEM GENERAL DESCRIPTION

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General
The voice recorder unit makes a record of flight crew
communication and flight compartment sounds. It erases the
communication data automatically so that the memory stores
only recent audio.
The voice recorder unit keeps the last 120 minutes of
communication data in memory.
The voice recorder unit receives audio from the remote
electronics unit (REU) and the area microphone. The area
microphone is in the cockpit voice recorder panel.
The voice recorder unit receives time from the clock system for
reference.
Components
The voice recorder system has these components:
Cockpit voice recorder panel
Voice recorder switch
Voice recorder unit.
Functional Description
The pilot uses the voice recorder switch to control voice recorder
power. The AUTO switch position provides automatic control. In
this position, the voice recorder receives power through the time
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delay relay. When an engine is at or above idle, an engine

running relay energizes the time delay relay. The energized relay
keeps voice recorder power on from engine start to engine
shutdown. The time delay relay also keeps power for an
additional five minutes after engine shutdown to let the pilots
complete post flight checks.
The ON position lets you apply power to the voice recorder for
maintenance or for preflight tests. In this position, the voice
recorder switch latches while it supplies the power. It gives this
power until an engine starts or until you put the switch back to
AUTO. The switch automatically goes to AUTO when an engine
is at or above idle.
The voice recorder unit collects these audio at the same time:
Captain microphone and headphone

First officer (F/O) microphone and headphone
First observer (F/OBS) microphone and headphone
Area microphone on the cockpit voice recorder panel.
The voice recorder unit also receives time from the clock system.
The inputs from the captain, first officer, and first observer
microphones go to the REU. The REU mixes each station
microphone audio with that station headphone audio. The REU
then increases the audio signal and sends it to the voice
recorder.
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The area microphone collects flight compartment sounds, such
as voices and aural warnings. The cockpit voice recorder panel
increases the audio signal from the area microphone and sends
it to the voice recorder unit.
You can monitor the voice recorder recorded audio if you
connect a headphone to the phone jack at the cockpit voice
recorder panel.
An erase switch on the voice recorder control panel removes all
the audio that the voice recorder keeps. You can only erase data
when the airplane is on the ground and the parking brake is set.
A test switch on the cockpit voice recorder panel starts a test of
the voice recorder system. A status indicator LED on the cockpit
voice recorder panel shows the results of the test.
An underwater locator beacon is on the front panel of the voice
recorder unit.
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VOICE RECORDER SYSTEM FLIGHT COMPARTMENT COMPONENT LOCATION

General
The cockpit voice recorder panel is on the P5 forward overhead
panel.
The voice recorder switch is on the P5 forward overhead panel.
The captain clock is on the P1 captain instrument panel.
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VOICE RECORDER SYSTEM RECORDER LOCATION

General
The voice recorder unit is in the aft cargo compartment just aft of
the cargo door.
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VOICE RECORDER SYSTEM COCKPIT VOICE RECORDER PANEL OPERATION

Purpose
You can do these functions at the cockpit voice recorder panel:
Monitor the recorded audio
Erase the recorded audio
Test the voice recorder system.
Features
The cockpit voice recorder panel has these controls and
indicators:
Status indicator
Erase switch
Test switch
Headphone jack.
The status indicator shows the test results.

You can erase the audio with the ERASE switch if the airplane is
on the ground and the parking brake is set.
The TEST switch starts a BITE test.
You can monitor the four audio channels at the headset jack.
An area microphone sends flight compartment sounds to the
voice recorder.
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VOICE RECORDER SYSTEM TRAINING INFORMATION POINT MAINTENANCE

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General
The cockpit voice recorder system has an internal BITE circuit
that lets you monitor and do a test of system operation.
A TEST switch on the control panel lets you manually start the
system test.
The voice recorder switch lets you apply power to the voice
recorder for maintenance and for pre-flight tests.
BITE Operation
The recorder does an automatic test at power up. It also does
continuous monitoring while in normal operation. When a failure
happens, the BITE stores the failure in memory and turns on the
BITE indicator.
Voice recorder switch is ON

An engine is at or above idle
First five minutes after engine shutdown
An engine start lever is in IDLE for five minutes or more.
When the voice recorder has power, you can start the test.
You hear a tone on the headphone jack and the green status
indicator comes on for a short time.
The voice recorder BITE indicator stays off.
These are the results if the test fails:
Green status indicator stays off
Voice recorder BITE indicator comes on
No tone on the headphone jack.
You use BITE to do a test of all the recorder circuitry. When you
push the control panel TEST switch, BITE makes a test tone.
The recorder stores this test tone on each channel. BITE then
monitors the stored tone to make sure it has the correct
frequency and amplitude.
Operational Test
System Test
Do these steps to do a test of the captain, first officer, and first

observer input channels:
The voice recorder gets power when one of these things

happens:
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The system test does not do a check of the audio circuits to the
voice recorder. To do a test of these circuits, you must make a
test recording.
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Disconnect all microphones and cover the area
microphone
Connect a headset to the control panel HEADPHONE jack
Connect a microphone into a station that you want to
monitor Speak into microphone and monitor the recorded
audio from the HEADPHONE jack.
Do these steps to do a test of the area microphone input:
Disconnect the microphones for the captain, first officer,
and first observer input channels
Connect a headset to the control panel HEADPHONE jack
Speak into the area microphone and monitor the recorded
audio from the HEADPHONE jack.
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Flight Data Recorder System

TABLE OF CONTENTS
SUBJECT
CHAPTER
SECTION
SUBJECT
PAGE
INTRODUCTION ....................................................................................................................................................................................................31-31-00.............. 02
NOSE WHEEL WELL COMPONENT LOCATION .................................................................................................................................................31-31-00.............. 14
AIRPLANE COMPONENT LOCATION ..................................................................................................................................................................31-31-00.............. 16
AFT CABIN COMPONENT LOCATION .................................................................................................................................................................31-31-00.............. 18
FLIGHT RECORDER / MACH AIRSPEED WARNING TEST MODULE ...............................................................................................................31-31-00.............. 20
POWER, SIGNAL, AND BITE INTERFACE ...........................................................................................................................................................31-31-00.............. 22
SYSTEM TESTS.....................................................................................................................................................................................................31-31-00.............. 26
TRAINING INFORMATION POINT FDAU BITE..................................................................................................................................................31-31-00.............. 28
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FLIGHT DATA RECORDER SYSTEM INTRODUCTION

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Purpose
The flight data recorder system (FDRS) stores airplane
parameters and system data for the Last 25 hours of operation.
The flight data recorder (FDR) protects the parameters and the
system data. If there is an airplane incident, these parameters
supply data on flight conditions and airplane systems operation.
Airline personnel can also use the data to make an analysis of
system performance during airplane maintenance.
ac alternating current
A/C aircraft
ACMS aircraft conditioning monitoring system
A/D analog to digital
ADC air data computer
ADL airborne data loader
ALT alternate
alt altitude
A/P autopilot
ARINC aeronautical radio incorporated
A/T autothrottle
ATE automatic test equipment
BITE built in test equipment
CPU central processor unit
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dc direct current
DFDAU digital flight data acquisition unit
DFDMU digital flight data management unit
DFDR digital flight data recorder
DIP dual inline package
DMU data management unit
ELEC electric
EPROM erasable programmable read only memory
EVSC engine vibration signal conditioner
FDRS flight data recorder system
FMCS flight management computer system
FSEU flap slat electronics unit
GND ground
GSE ground support equipment
HF high frequency
hyd hydraulic
Hz Hertz
IDU interactive display unit
IFSAU integrated flight systems accessory unit
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kg kilogram
lav lavatory
MD&T master dim and test
MLS microwave landing system
MMR multi mode receiver
OVHT overheat
PCMCIA personal computer memory card international
association
posn position
press pressure
QAR quick access recorder
REC recorder
SEL select
SRAM static random access memory
ULD underwater locating device
V AC volts alternating current
V DC volts direct current
VOR very high frequency omni range
XFR transfer
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FDRS GENERAL DESCRIPTION

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General
The flight data recorder system (FDRS) gets and stores airplane
parameters from airplane systems and sensors. The flight data
recorder (FDR) keeps this data for use during a flight mishap
investigation. The FDR protects the data from heat and water.
The FDR records parameters that are necessary for regulatory
agencies.
The airline can also set additional parameters to record. This
data is stored in the FDRS aircraft conditioning monitoring
system (ACMS).
The FDRS has these components:
Flight data recorder (FDR)

Flight data acquisition unit (FDAU)
FDAU status relay
Flight recorder test module
Accelerometer
Flight control sensors
Flight surface position transmitters
System test plug/connector
Program switch module.
ACMS data from the FDAU goes through the data loader control
panel to a data loader. The data loader can store data from the
FDAU on a disk. The data loader control panel switch lets you
select the transfer of ACMS data.
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You can transfer software from a disk in the data loader to the
FDAU through the data loader control panel.
The control display unit (CDU) controls the ACMS functions in
the FDAU.
The FDRS operates automatically when one of the engines is in
operation or the airplane is in the air. It also operates on the
ground when you put the TEST/NORMAL switch on the flight
recorder test module in the TEST position.
Flight Recorder/Mach Airspeed Warning Test Module
The flight recorder test module shows the condition of the flight
recorder system. If there is a system fault, an amber OFF light
comes on. The OFF light also comes on when the system is off.
The flight recorder test module has a TEST/NORMAL switch.
When this switch is in the TEST position, the FDR gets power.
Input Signals
The flight data acquisition unit (FDAU) processes analog, digital,
and discrete signals from many sensors and systems.
A three-axis accelerometer gives acceleration data along the
vertical, lateral, and longitudinal axis. The flight data recorder
system sensors send data about the position of the flight
surfaces and controls to the FDAU.
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Aircraft Identification
System Test Plug/Connector
A program switch module gives the aircraft identification number

to the flight data acquisition unit (FDAU).
Connect ground support equipment to the system test plug to

test the FDRS.
The FDAU collects flight data for the flight data recorder. This is
mandatory data.
The FDAU also collects aircraft condition monitoring system
(ACMS) data for airline use. This is non- mandatory data.
The FDAU changes the mandatory data into the Harvard biphase
format. This data goes to the flight data recorder.
The FDAU has ACMS software in its memory. This software
selects input data to monitor. The data is changed to a digital
format. The FDAU keeps it in memory. Data can go to the data
loader control panel and then move to a disk in a data loader.
The FDAU status relay gets status from the FDAU. The status
relay controls the FDRS OFF light.
The FDR gets formatted data from the FDAU and keeps it in
solid state non-volatile memory. The flight recorder has the
capacity to keep at least the last 25 hours of flight data.
The FDR is a fire and crash resistant LRU. An underwater
locator beacon is on the front of the FDR.
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FDRS- FLIGHT COMPARTMENT COMPONENT LOCATION

Flight Compartment
These are the flight data recorder system components in the
flight compartment:
Flight recorder/mach airspeed warning test module on the
P5 aft overhead panel
System test plug/connector on the outer wall behind the
P18 circuit breaker panel.
These are the components in the flight compartment that
interface with the flight data recorder system:
Control display units on the P9 forward electronics panel
Master caution lights and OVERHEAD caution
annunciator on the P7 panel
Data loader control panel on the P61 panel.
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FDRS ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATION

Flight Data Acquisition Unit Location
The flight data acquisition unit (FDAU) is on the E3-2 shelf in the
EE compartment. The program switch module is near the rear of
the equipment rack.
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FDRS NOSE WHEEL WELL COMPONENT LOCATION

FDAU Status Relay
The FDAU status relay is on the right side of the nose wheel well
on the J24 panel.
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FDRS AIRPLANE COMPONENT LOCATION

Transmitter Location
The tail area has these transmitters that have an interface with
the FDRS:
Rudder position transmitter
Left and right elevator position transmitters.
The rudder pedal force transducer is located in the horizontal
stabilizer and has an interface with the FDRS.
The left and right aileron position transmitters in the wings have
an interface with the FDRS.
Position Sensor Location
The control column (2), control wheel (2), and rudder pedal (1)
sensors are in the forward equipment center under the flight
compartment floor.
The stabilizer position sensor is in the tailcone adjacent to the
elevator feel and centering unit.
Accelerometer
The three-axis accelerometer is on the forward side of the right
wheel well.
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FDRS AFT CABIN COMPONENT LOCATION

FDR Location
The flight data recorder (FDR) is in the aft cabin overhead.
Access is through a hinged ceiling panel.
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FDRS FLIGHT RECORDER/MACH AIRSPEED WARNING TEST MODULE

Purpose
The flight recorder/mach airspeed warning test module gives the
flight crew visual indications of the flight recorder operation. You
can manually apply power to the flight recorder at this panel.
Features
Put the TEST/NORMAL switch in the TEST position to apply
power to the flight recorder system for maintenance purposes.
The flight recorder light comes on when the FDR or FDAU finds
a critical fault. The flight recorder light also comes on when the
FDRS is not in operation.
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FDRS POWER, SIGNAL, AND BITE INTERFACE

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General
Flight Recorder/Mach Airspeed Warning Test Module
The flight data recorder system (FDRS) collects, formats, and

stores digital, discrete, and analog data. The FDR gets 115v ac
power from the P18 circuit breaker panel.
The flight recorder/mach airspeed warning test module has an

OFF light and a TEST/NORMAL switch. The flight recorder OFF
light comes on when one of these conditions occurs:
Power Input
These components get 28v dc power:
FDAU status relay
Flight recorder test module
FDR fault logic.
115v ac goes through a system test plug to the flight data
acquisition unit. 115v ac also goes to a relay in the flight
recorder/mach airspeed warning panel to turn on the FDR. 26v
ac goes to the FDAU for reference voltage for the FDRS
sensors.
Airplane is on the ground and both engines are off

FDAU status relay is not energized because of a fault
FDR status flag signal shows a fault.
Select TEST to connect 115v ac to the FDR. Do this to give
power to the FDR on the ground for maintenance purposes.
When the switch is in the NORMAL position, the FDR gets 115v
ac when the engine running relays or the ground sensing relay
sends a ground to the flight recorder test module. The ground is
sent for either one of these conditions:
Engine 1 or engine 2 is running
Airplane is in the air.
FDAU Status Relay

Flight Data Acquisition Unit
The FDAU status relay controls the flight recorder OFF light.
Normally, the FDAU BITE out signal causes the FDAU status
relay to energize. This removes the ground from the flight
recorder OFF light and it goes out. If the FDAU finds a fault, the
BITE out signal removes the ground from the FDAU status relay.
A ground connects to the flight recorder OFF light and the flight
recorder light comes on.
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The FDAU gets digital, discrete, and analog inputs. The FDAU
changes the inputs to serial digital data. This data goes to the
FDR. The FDAU gets playback data from the FDR and monitors
for the presence of sync words. This senses if the FDR is
operational.
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The program switch module sends a code to the FDAU. The
FDAU uses this code to identify the type of airplane.
The FDR sends a maintenance flag signal to the FDAU. A FDR
fault condition causes the flight recorder fail light on the FDAU to
come on.
System Test Plug
The system test plug sends 115v ac to the FDAU. It can also
send 115v ac to some test equipment. You can monitor FDR
signals at the system test plug. The test plug gets two data
inputs. The data that goes to the flight recorder also goes to the
system test plug. If the data to the flight recorder is not all logic
ones and not all logic zeros, the flight recorder sends the data
back to the FDAU. This data is the playback data. The FDAU
also sends the playback data from the flight recorder to the
system test plug.
Flight Data Recorder
The flight data recorder gets the data and keeps it in a solid state
memory.
BITE gives these outputs:
Status flag - Gives fault signal to the flight recorder test
module to turn on the OFF light
Maintenance flag - Gives fault signal to the FDAU.
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FDRS SYSTEM TESTS

General
FDR Faults
The FDAU and FDR do continuous self-tests. These tests are

active when an engine is in operation or the airplane is in the air.
For flight recorder system faults, the flight recorder light comes
on.
Faults in the FDR cause these lights to come on:
You can give power to the flight recorder on the ground with the
engines not in operation. To turn on the flight recorder, set the
flight recorder/mach airspeed warning test module
TEST/NORMAL switch to the TEST position.
BITE light on the FDR

Flight recorder fail light on the FDAU
Flight recorder OFF light on the flight recorder/mach
airspeed warning test module
Both master caution lights
The OVERHEAD caution annunciator.
FDAU Faults
If the FDAU has a fault with the process of data for the flight
recorder, these lights come on:
DFDAU light on the front of the FDAU
Flight recorder OFF light on the flight recorder/mach
airspeed warning test module
Both master caution lights
OVERHEAD caution annunciator.
If the FDAU has a fault with the process of data for the aircraft
conditioning monitoring system (ACMS), the ACMS light comes
on.
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FDRS TRAINING INFORMATION POINT FDAU BITE

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General
Fault Lights
The FDAU has built-in test equipment (BITE) and selftest
software. BITE does these functions:
The FDAU has these three failure indicator lights on the front
panel:
Causes the fault lights to come on

Shows the failure codes
Holds fault messages.
ACMS DFDR
DFDAU.
PCMCIA Drive and Cards
The ACMS light comes on with input faults, DMU master

controller faults, or mass memory faults. The FDAU continues to
send data and the FDR continues to store data.
The FDAU also has two slots for Personal Computer Memory
Card International Association (PCMCIA) cards. You can put a
card in either slot. To eject the card, push the eject switch above
the card. The PCMCIA cards can do these functions:
The DFDR FAIL light comes on with a fault in the FDR. The
FDAU continues to send data to the FDR.
Load software into the FDAU

Store FDAU data.
The DFDAU failure light comes on with a power supply fault,

output data fault or erasable programmable read only memory
(EPROM) faUlt in the FDAU. The EPROM holds the program for
the FDAU. The FDAU does not send data to the FDR.
To load software, put the card with the software in either

PCMCIA slot. The FDAU turns on the IN PROG LED. When the
transfer is complete, the FDAU turns on the XFER COMP LED.
You can remove the card. If the software transfer fails, the FDAU
turns on the XFER FAIL LED. To transfer data to a data card, put
a formatted card in either slot and lower the card holder arm.
BITE Fault Code Display

A seven-digit alphanumeric display shows fault codes if there is a
fault in the FDAU. A three-position BITE toggle switch controls
the fault code display. Set this switch to the left or right position
to do the test. The spring loaded center position is off.
The DFM BITE LED comes on if the PCMCIA drive fails.

Move the switch to the right to start a FDAU test. You see these
indications:
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Lamp test
With no BITE errors, NO FAULT shows
With FDAU errors, the error code shows. .
When an error code shows, move the switch to the right again to
show more error codes. The display is blank when there are no
more error codes.
Move the switch to the left to look for ACMS errors. When there
is an ACMS fault, the digital display shows the error codes.
When an error code shows, move the switch to the right to show
more error codes.
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Aural Warning System

TABLE OF CONTENTS
SUBJECT
CHAPTER
SECTION
SUBJECT
PAGE
INTRODUCTION ....................................................................................................................................................................................................31-51-00.............. 02
OPERATION TAKEOFF 1 ...................................................................................................................................................................................31-51-00.............. 08
OPERATION TAKEOFF 2 ...................................................................................................................................................................................31-51-00.............. 10
OPERATION LANDING.......................................................................................................................................................................................31-51-00.............. 12
OPERATION FIRE...............................................................................................................................................................................................31-51-00.............. 14
OPERATION AUTOPILOT DISCONNECT, OVERSPEED, CABIN PRESSURE...............................................................................................31-51-00.............. 16
OPERATION FLIGHT COMPARTMENT CALL...................................................................................................................................................31-51-00.............. 18
TEST .......................................................................................................................................................................................................................31-51-00.............. 20
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AURAL WARNING SYSTEM INTRODUCTION

General
The flight compartment aural warning system supplies audio
signals to alert the flight crew of incorrect airplane system
conditions.
SELCAL selective calling system

sw switch
sys system
v volt
warn warning
wrn warning

system
alt altitude
bat battery
cont control
capt captain
db decibel
dc direct current
DFCS digital flight control system
emerg emergency
evac evacuation
fwd forward
F/O first officer
ma master
maint maintenance
pwr power
press pressure
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AURAL WARNING SYSTEM GENERAL DESCRIPTION

General
The aural warning module is the only component in the aural
warning system. System monitor circuits detect incorrect system
conditions and flight crew alerts. The monitor circuits supply
discrete signals to the aural warning module.
These are the discrete inputs to the aural warning system:
Unsafe landing warning

Unsafe takeoff warning
Cabin pressure warning
Autopilot disengage
overspeed warning
Fire warning
SELCAL alert
ACARS alert
Crew call.
The aural warning module gives these sounds in the flight

compartment:
Fire bells
Chimes
Overspeed clackers
Wailer
Continuous horn
Intermittent horn.
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AURAL WARNING SYSTEM COMPONENT LOCATION

General
The aural warning module is in the flight compartment. It is on
the aft right face of the P9 forward electronic panel.
The altitude horn cutout switch is on the P5 forward overhead
panel.
The master fire warning lights are on the P7 glareshield panel.
The landing gear warning horn cutout switch is on the P10
control stand.
The fire warning bell cutout switch is on the P8 aft electronic
panel.
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AURAL WARNING SYSTEM OPERATION TAKEOFF 1

General
The aural warning module gives the sound of an intermittent horn
for a takeoff warning.
On the Ground
These are the conditions that cause the takeoff warning on the
ground:
Position of the horizontal stabilizer is out of the green
band
Trailing edge flaps are less than 1 unit or more than 25
units
Leading edge devices are retracted or there is
uncommanded motion
Trailing edge flaps are assymetric, skewed, or there is
uncommanded motion
Ground spoilers have hydraulic pressure
Speedbrake lever is not down
Parking brake is set.
The airplane must be on the ground and you must move the
thrust levers towards takeoff power before the aural warning
system gives the takeoff warning sound for the conditions above.
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AURAL WARNING SYSTEM OPERATION TAKEOFF 2

General
for a takeoff warning.
In the Air
The aural warning system can give the takeoff warning when the
airplane is in the air. This warning tells the flight crew that the
ground spoiler interlock valve is open.
You hear the warning when all of the following conditions are
true:
The ground spoiler interlock valve is open
The leading edge f laps are retracted
The airplane is in the air.
To stop the warning, open the LANDING GEAR, TAKEOFF
WARNING CUTOFF circuit breaker on the load control panel
(P6).
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AURAL WARNING SYSTEM OPERATION LANDING

General
The aural warning module gives the sound of a continuous horn
for a landing warning.
There are four sets of conditions which cause the landing
warning.
In the first set of conditions, the horn sounds when these
conditions are true:
Gear is not down and locked

Flap position is from 0 to 10 units
Thrust levers are set for landing
Radio altitude is between 200 and 800 feet.
In the third set of conditions, the horn sounds when these


Thrust levers are set for landing.
For this set of conditions, the pilot cannot stop the horn.
In the fourth set of conditions, the horn sounds when the gear is
not down and locked and the flap position is more than 25 units.
The pilot cannot stop the horn.
When the airplane is in the fourth set of conditions, the system
inhibits the landing warning horn during a go-around. The system
inhibits the warning for 12 seconds after the pilot puts the gear
lever in the up position.
For the first set of conditions, push the horn cutout switch near
the flap lever to stop the horn.
In the second set of conditions, the horn sounds when these

Thrust levers are set for landing
Radio altitude is less than 200 feet.
For the second set of conditions, the pilot cannot stop the horn.
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AURAL WARNING SYSTEM OPERATION FIRE

General
The aural warning module gives the sound of a fire bell for a fire
warning.
These are the conditions which cause the fire warning:
Engine fire
Cargo smoke
Wheel well fire
APU flare.
The fire bell stops when you push the bell cutout switch or the
fire warning light.
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AURAL WARNING SYSTEM OPERATION AUTOPILOT DISCONNECT, OVERSPEED, CABIN PRESSURE

General
The aural warning module gives the sound of a wailer for an
autopilot disconnect warning. Do one of these things to stop the
wailer:
Push the autopilot disconnect switch
Push the autopilot P/RST switch
Engage the autopilot again.
The aural warning module gives the sound of a clacker for an
airplane overspeed warning.
for a cabin pressure warning. Push the altitude horn cutout
switch on the P5 overhead panel to stop the intermittent horn.
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AURAL WARNING SYSTEM OPERATION FLIGHT COMPARTMENT CALL

General
The aural warning unit gives the sound of a single high chime for
a flight crew call.
When the flight attendant calls the flight crew, there is a single
high chime.
When the ground station uses SELCAL to call the flight crew,
there is a single high/low chime.
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AURAL WARNING SYSTEM TEST

General
The aural warning system test checks the aural warning module
for correct operation. You hear the intermittent horn and the
clacker sounds for a good test.
A test switch is on the top of the aural warning module. The test
switch is spring loaded so that it returns to center when it is
released. Use a screwdriver to turn the switch. Turn the switch
clockwise to test channel A. Turn the switch counterclockwise to
test channel B.
Turn the switch to hear the intermittent horn. Release the switch
to hear the clacker.
The clacker stops at the end of the test.
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Master Caution System

TABLE OF CONTENTS
SUBJECT
CHAPTER
SECTION
SUBJECT
PAGE
INTRODUCTION ....................................................................................................................................................................................................31-52-00.............. 02
COMPONENT LOCATION FLIGHT COMPARTMENT 1.................................................................................................................................31-52-00.............. 10
COMPONENT LOCATION FLIGHT COMPARTMENT 2.................................................................................................................................31-52-00.............. 12
EFFECTIVITY
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MASTER CAUTION SYSTEM INTRODUCTION

General
The master caution system provides a visual alert to the flight
crew for incorrect airplane systems operation.
ac alternating current
altn alternate
annun annunciator
aux auxiliary
bat battery
brt bright
cab cabin
capt captain
cond condition/conditioning
cont control
cowl cowling
ctr center
dc direct current
det detector/detection
elec electric/electrical
emer emergency
eng engine
equip equipment
flt flight
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F/O first officer

fwd forward
gen generator
hyd hydraulic
inop inoperative
IRS inertial reference system
L left
lt light
ma wrn master warning
ovht overheat
oxy oxygen
press pressure
PSEU proximity system electronics unit pwr power
R right
rcdr recorder
rec recorder
sched scheduled
stby standby
sw switch
temp temperature
v volts
Warn warning
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MASTER CAUTION SYSTEM GENERAL DESCRIPTION

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General
The master caution system receives discrete ground signals from
many airplane systems. The discrete ground signals cause the
MASTER CAUTION lights and the system annunciator lights to
come on. This gives a visual alert of system failures.
Hydraulic Panel
The hydraulic panel causes both MASTER CAUTION lights and
the HYD light on the right system annunciator lights to come on
when one or more of these hydraulic system lights come on:
System A Elec 2 Low Press

System A Elec 2 Overheat
System A Eng 1 Low Press
System B Elec 1 Low Press
System B Elec 1 Overheat
System B Eng 2 Low Press.
Flight Control Panel

The flight control panel causes both MASTER CAUTION lights
and the FLT CONT light on the .left system annunciator lights to
come on when one or more of these flight control system lights
come on:
Feel Diff Press

Flt Cont A Low Press
Flt Cont B Low Press
Auto Slat Fail
Mach Trim Fail
Stby Hyd Low Press
Stby Hyd Low Quantity
Yaw Damper.
Generator Drive and Standby Power Panel

The generator drive and standby power panel causes both
MASTER CAUTION Lights and the ELEC Light on the Left
system annunciator Lights to come on when one or more of
these Lights come on:
Batt Discharge
TR Unit
Elec
Gen 2 Xfr Bus Off
Gen 2 Source Off
Gen 1 Xfr Bus Off
Gen 1 Source Off
Standby Power Off.
Speed Trim
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APU Indicator Panel
The APU indicator panel causes both MASTER CAUTlON lights
and the APU light on the left system annunciator lights to come
on when one or more of these APU Lights come on:
APU Low Oil Press
APU Fault
APU Overspeed Fuel Control Panel
The fuel control panel causes both MASTER CAUTION lights
and the FUEL light on the left system annunciator lights to come
on when one or more of these fuel system lights come on:
Eng 1 Filter Bypass Eng 2 Filter Bypass

Tank 1 Fwd Low Press
Tank 1 Aft Low Press
Tank 2 Fwd Low Press
Tank 2 Aft Low Press
Ctr Tank L Low Press
Ctr Tank R Low Press.
Overheat/Fire Protection Panel

The overheat/fire protection panels causes both MASTER
CAUTION lights and the OVHT/DET light on the left system
EFFECTIVITY
YB202
annunciator lights to come on when one or more of these system

lights come on:
Eng 1 Overheat
Eng 2 Overheat
APU Det Inop.
Air Conditioning/Bleed Air Control Panel
The air conditioning/bleed air control panel causes both
MASTER CAUTION lights and the AIR COND light on the right
system annunciator lights to come on when one or more of these
air conditioning system lights come on:
Cont Cab Duct Overheat

Pass Cab Duct Overheat
L Pack Trip Off
R Pack Trip Off
Auto Fail
Off Sched Descent
L Wing Body Ovht
R Wing Body Ovht
L Bleed Trip Off
Dual Bleed
R Bleed Trip Off.
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Window Heat and Probe Heat Panels
The window heat and probe heat panels cause the MASTER
CAUTION lights and the ANTI-ICE light on the right system
annunciator lights to come on when one or more of these lights
come on:
Capt Pitot
F/O Pitot
L Elevator Pitot
Aux Pitot
Temp Probe
R Elevator Pitot
L Alpha Vane
R Alpha Vane
Eng 1 Cowl Anti-Ice
Eng 2 Cowl Anti-Ice
L Front Window Ovht
R Front Window Ovht L Side Window Ovht
R Side Window Ovht.
Eng 1 EEC Altn Sw

Engine 1 Engine Control
Eng 2 Reverser Fault
Eng 2 EEC Altn Sw
Engine 2 Engine Control.
System Annunciators
The system annunciators cause both MASTER CAUTION lights
and the DOORS Light on the right system annunciator lights to
come on when one or more of these lights come on:
Fwd Cargo Door

Aft Cargo Door
Fwd Service Door
Aft Service Door
Fwd Entry Door
Aft Entry Door
Equipment Door
Air Stair Door
Overwing Exit Door.
Engine Panel
The engine panel causes both MASTER CAUTION lights and the
ENG light on the right system annunciator lights to come on
when one or more of these lights come on:
Eng 1 Reverser Fault
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IRS Master Caution Unit
The IRS master caution unit causes both MASTER CAUTION
lights and the IRS light on the left system annunciator lights to
come on when one or more of these lights come on:
GPS Fault
L Fault
L On DC
L DC FAIL
R Fault
R On DC
R DC Fail.
Flight Recorder/Mach Airspeed Warning Panel

The flight recorder/Mach airspeed warning panel causes both
MASTER CAUTION lights and the OVERHEAD light on the right
system annunciator lights to come on when one or more of these
lights come on:
Pass Oxy On
Emer Exit Not Armed
Flt Rcdr Off
ELT
Equip Cooling Exhaust Off
Equip Cooling Supply Off
PSEU Fault.
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MASTER CAUTION SYSTEM COMPONENT LOCATION FLIGHT COMPARTMENT 1

General
The components for the master caution system are in the flight
compartment.
Master Caution System Components
These are the master caution system components on the P7
glareshield panel:
Master caution lights
Left system annunciator lights
Right system annunciator lights.
Input Components
These are the components on the P5 forward overhead panel:
Flight control panel

Fuel control panel
Generator drive and standby power panel
APU indicator panel
Window heat panel
Probe heat panel
Hydraulic panel
System annunciators
Air conditioning/bleed air controls panel.
The overheat/fire protection panel is on the PB aft electronic

panel.
Many systems provide discrete inputs to the master caution

system.
These are the components on theP5 aft overhead panel:
IRS mode select unit
Engine panel
Flight recorder/Mach airspeed warning panel.
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MASTER CAUTION SYSTEM COMPONENT LOCATION FLIGHT COMPARTMENT 2

General
The IRS master caution unit provides discrete inputs to the
master caution system. The IRS master caution unit is on the
P61 panel in the flight compartment.
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Clocks
TABLE OF CONTENTS
SUBJECT
CHAPTER
SECTION
SUBJECT
PAGE

CLOCK....................................................................................................................................................................................................................31-25-00.............. 06
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CLOCKS GENERAL DESCRIPTION

Purpose
The clocks give time reference to the flight crew and other
airplane systems.
bat battery
chr chronograph
ET elapsed time
F/O first officer
GMT Greenwich mean time
hld hold
man manual
MMR multi-mode receiver
MO month
UTC universal time (coordinated)
YR year
General
This is the data that the clock shows:
Time and date set manually from the clock
Global positioning system (GPS) time and date from the
multi-mode receiver (MMR)
Elapsed time
Chronograph time.
The captain clock sends time and date to these components:
Flight management computer (FMC)
Flight data acquisition unit (FDAU)
Voice recorder.
These units use the clock time and date for internal timing
functions.
NOTE: The flight management computer (FMC) does not use
the clock data if the FMC is programmed to Use the
global positioning system (GPS).
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CLOCKS COMPONENT LOCATION

General
These are the clock system components:
Captain clock
First officer clock
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CLOCKS CLOCK
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CLOCKS CLOCK
Displays
Manual time
Manual date.
The clock is an LCD display.

Chronograph Switch
The chronograph switch is a push-button switch. Use this switch
to start, stop, and reset the chronograph function.
Select the pushbutton once and to see the UTC (universal time
coordinated) time. Select the pushbutton again to see UTC date.
Select the pushbutton again to see manual time. Select the
pushbutton again to see manual date. The word UTC or MAN
(manual) shows on the upper right part of the LCD display. Time
or date shows on the time/date window.
Sweep Second Hand

The sweep second hand only works with the chronograph
function of the clock.
Elapsed Time and Reset Pushbutton
The elapsed time pushbutton controls the elapsed time function
of the clock. Select the pushbutton once to run the elapsed time.
Select the pushbutton again to hold the elapsed time. The word
RUN or HLD shows on the lower left part of the LCD display.
The reset switch pushbutton the elapsed time to 0.
Time/Date and Set Pushbutton
The time/date pushbutton controls the mode the clock is in.
These are the modes:
UTC time
UTC date
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In the MAN position, clock time and date come from the clock. In
the UTC (universal time coordinated) position, clock time and
date come from the global positioning system.
The set pushbutton lets you set the MAN time or MAN date. If
you see MAN time with the time/date pushbutton then you can
set the time. Select the set pushbutton and the hours flash. Use
the plus or minus pushbutton to adjust the hours. Select set
again and the minutes flash. Use the plus or minus pushbutton to
adjust the minutes. Select set again to run the time.
If you see MAN date with the time/date pushbutton then you can
set the date. Select the set pushbutton and the day flashes. Use
the plus or minus pushbutton to adjust the day. Select set again
and the month flashes. Use the plus or minus pushbutton to
adjust the month. Select the set pushbutton again and the year
flashes. Use the plus or minus pushbutton to adjust the year.
Select set again to run the date.
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CLOCKS CLOCK
Plus and Minus Pushbuttons
The plus and minus (+ and -) pushbuttons let you set the manual
time and date. Use the time/date pushbutton to select manual
time or date. Use the set pushbutton to select what you want to
set. Then use the plus or minus pushbutton to increase or
decrease the value.
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Manual de Treinamento Aviônica 01

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GOVERNMENTAL REGULATIONS AND BOEINGS APPLICABLE SERVICE

737-600/700/800/900 Familiarization Manual

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737 GENERAL INTRODUCTION........................................................................................................................................................................ 00-00-00.............. 02

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737-600/700/800/900 Familiarization Manual

737 GENERAL INTRODUCTION

This section also introduces you to these tasks:

Electrical power application

Abbreviations and Acronyms

ADF automatic direction finder

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737-600/700/800/900 Familiarization Manual

737 GENERAL INTRODUCTION

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737-600/700/800/900 Familiarization Manual

737 GENERAL INTRODUCTION

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737-600/700/800/900 Familiarization Manual

Linhas areas Inteligentes

737-600/700/800/900 Familiarization Manual

737 GENERAL OPERATING EXPERIENCE

Average daily utilization 7.6 hr

The 737-600/700/800/900 design improves on the

737-600/700/800/900 Familiarization Manual

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Linhas areas Inteligentes

737-600/700/800/900 Familiarization Manual

737 GENERAL AIRPLANE DIMENSIONS

737-600/700/800/900 Familiarization Manual

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Linhas areas Inteligentes

737-600/700/800/900 Familiarization Manual

737 GENERAL ZONE DIAGRAM

100 lower half of the fuselage

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737-600/700/800/900 Familiarization Manual

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737-600/700/800/900 Familiarization Manual

737 GENERAL POWER PLANT INTRODUCTION

The CFM56-7B is a high bypass ratio, dual rotor, turbo fan

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737-600/700/800/900 Familiarization Manual

737-600/700/800/900 Familiarization Manual

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737 GENERAL POWER PLANT ENGINE HAZARDS

It is dangerous to work around engines. Use the entry/exit

Exhaust velocity is very high for a long distance behind the

These are the hazards around an engine in operation:

Engine noise can cause temporary and permanent Loss of your

The engine is at idle

For additional safety, wear a safety harness when the engine is

When the engine is in operation, the anti-collision lights should

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737-600/700/800/900 Familiarization Manual

737-600/700/800/900 Familiarization Manual

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737 GENERAL FLIGHT CONTROL SURFACES

The flight controls keep the airplane at the necessary attitude

Hydraulic actuators or electric motors move the surfaces. You

Primary Flight Controls

Secondary Flight Controls