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AIRPLANE GENERAL
The airplane overall wingspan is213(65 M), length 231(71 M),Height 62(19 M)
The airplane is powered by four General Electric CF6-80C2-B5F engines. The
engines are rated at 62,100 pounds takeoff thrust each.
Designed for medium to long range flight, can fly up to 7360 NM.
Lights
Two fixed landing lights are installed in the edge of each wing (OUTBD) &
(INBD).
With the landing gear lever in the OFF or UP position, the wing landing light
illuminate at reduce intensity. It will illuminate at maximum intensity when the
landing gear lever in the DN position.
The RWY turnoff lights are mounted on the nose gear structure left & right of the
airplane center light. It illuminate only when the air/ground sensing system in
ground mode.
Two taxi light are located on the nose gear and illuminate only when the air/ground
sensing system in ground mode.
Switching the beacon light switch in LWR position helps to prevent vertigo in
visible moisture.
The NAV light switch control (2) green lights in the right wing, (2) red lights in the
left wing and (2) white lights in the tail cone.
(1) strobe light is installed on each wing leading edge and (1) in the tail cone.
(3) access light switch located in the overhead maintenance panel, at the main
equipment center are powered by the ground handling bus.
Emergency Equipments
The flight deck oxygen system is supplied by oxygen bottles stowed in the forward
cargo compartment.
The oxygen mask microphone and the oxygen flow is available at the regulator
when the left door of the stowage box opens.
The OXY ON flag indicates the oxygen still ON. With the left door closed, pushing
and releasing the RESET/TEST slide lever reset the valve and shuts off the oxygen.
Supernumerary oxygen system is made up of oxygen bottles stowed in the forward
cargo compartment, three flow control units, and Passenger Service Units (PSUs).
When the SUPRNMRY switch is guarded to NORM, and cabin altitude reach
approximately 14,000 feet, all 3 flow control units automatically open and the
masks drop from the PSUs, NO SMOHING and FASTEN SEAT BELT sings
illuminate. It can be rest below 12,000 feet.
The absence of the oxygen discharge port aft of the forward cargo door indicates
one or more of the oxygen bottles has thermally discharge.
When the emergency switch in ARMED position, all emerge light automatically
illuminate if main DC electrical power is lost.
Remote battery power supplies power to the light for approximately (15) minutes.
Anytime passenger oxygen deploys, NO SMOKING and FASTEN SEAT BELTS
signs illuminate.
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Limit
10 knots
30 knots
15 knots
25 knots
10 knots
25 knots
3.25
2.5
25 or 30 only
45,100 feet PA
10,000 feet PA
+/- 2%
0.90 Mach
200 feet
35 feet
40 feet
75 feet
290 to 310
/.82 to .85M
395,986
394,625
295,742
246,073
9.4 psi
0.11 psi
at least 3C
10 psi
160 C
175 C
(Final) 04-2011
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Engine Bleed Air System (SYS) FAULT Lights Illuminated (amber): - Bleed air overheat, or
- Bleed air overpressure, or
- HP bleed valve open when commanded closed, or
- PRV open when commanded closed.
Air condition
The packs are controlled by two identical pack temperature controllers (PTCs), A
and B. Each PTC has three separate channels, one for each pack.
If both PTCs A and B fail, air conditioning packs continue to operate and the pack
overheat protection system continues to operate normally.
Duct pressure:- Minm, 30 PSI (less 1 PSI per 1,000 feet).
- White, 12 psi and above.
- Amber, 11 psi and below.
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3. ANTI-ICE, RAIN
The automatic ice detection system detects airplane icing in flight.
The system consists of two ice detector probes on the forward fuselage.
When nacelle anti-ice is commanded on, the selected engine igniters operate
continuously.
All flight deck windows are electrically heated. The forward windows have
exterior surface antiicing, and interior surface antifogging protection. The side
windows have interior surface antifogging protection only.
The windshields are treated with a hydrophobic coating inhibits wetting.
Side window heating is automatic and no flight deck controls are provided.
(4) pitot-static probes and (2) angle of attack probes are electrically heated for antiice protection when any engine is operating. (2) Total Air Temperature (TAT)
probes are electrically heated for anti-ice protection in flight.
NACELLE ANTIICE
AUTO:- In flight, nacelle anti-ice operates in response to inputs from the ice detection
system. Requirements for valve operation are the same as ON position.
- On the ground, system off. When nacelle anti-ice valve is open at touchdown,
valve remains open until engine shutdown.
ON:- Valve opens when bleed air pressure available.
- Engine igniters selected by Auto Ignition selector and EEC operate
continuously.
PRV opens when nacelle anti-ice on, unless PRV closed by:- Prior or present bleed air overheat, or
- Start valve not closed, or
- HP bleed valve failed open.
When nacelle anti-ice is commanded on with the engine bleed valve closed, the HP
bleed valve remains closed. Bleed air is supplied by IP bleed only.
The nacelle anti-ice may not be available at Low power setting when the HP bleed
valve failed in the close position.
If engine bleed air over temperature or PRV fails in the close position, nacelle antiice is not available.
WING ANTIICE: The wing antiice system provides bleed air to each wing.
Switch (AUTO):
- Wing anti-ice activation id delayed until (10) icing/de-icing have occuired.
- In flight with leading edge flaps retracted, wing anti-ice valves open in response
to inputs from the ice detection system.
- On the ground, system OFF even when the switch are (ON).
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- G/S
- FLARE
- FLCH SPD
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5. COMMUNICATIONS
Four identical audio panel each has Three radio tuning panel, Three VHF radios and
two HF radios capable of transmitting on AM or USB.
Selecting CAPT or F/O OBS AUDIO SYSTEM switch transfers everything except
the push to Talk function to the First Observers audio panel.
Selecting CAPT AUDIO SYSTEM Switch VHF-L DIRECT - bypasses audio
system by connecting Captains boom/mic headset and control wheel push-to-talk
switches directly to VHF-L transceiver. Volume control is not available.
The Offside Tuning feature allows the tuning of the communications radios from
any Radio Tuning Panel.
HZ-AIV, HZ-AIW: Do not select VHF C for ATC voice communication with
ACARS operational.
Printer FAIL Light Illuminated (amber) printer failure, or paper cutter inoperative,
or test in progress
Printer LOW PAPER illuminated (amber) - less than 12.5 feet of paper remaining in
printer, or test in progress paper jam, or door is open
When an HF transmitter is keyed after a frequency change, A tone lasting longer
than 7 seconds indicates failure of the system to tune.
On the ground, any VHF radio transmitting for longer than 35 seconds is disabled
following annunciation of a warning beep.
ACARS communicates through either VHF C or SATCOM.
VHF C is in the data mode when the word ACARS is displayed in the radio tuning
panel active frequency window.
HZ-AIX - HZ-HM1- ACARS can be returned to the standby window by selecting a
frequency higher or lower than the allowable VHF frequency range.
ACARS uses the SATCOM system when the airplane is beyond VHF
communication range.
The SATCOM system also provides voice communications.
The Service Interphone is connected to the flight Interphone when the switch is ON.
Interphone system calls from the flight deck to attendant stations are prioritized
according to the code dialed (PA announcements, Priority 33, ALL CALL, and
station to station).
A higher priority call will override and disconnect a lower priority call.
A priority line can be established only to the primary station (normally primary DR
1L), by Dialing 33 or by pushing the CAB transmitter selector on the audio panel
twice within three seconds.
Up to four stations may be connected in a conference call by dialing the station to
be added.
The flight deck can receive up to three incoming calls at the same time from callers
using dial code 31.
The Automatic Dependent Surveillance (ADS), functions include periodic, event,
and on-demand reporting.
The Cockpit Voice Recorder tape can be erased by pressing the ERASE switch, if
the airplane on the ground with the parking brake set.
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6. ELECTRICAL
Loads are shed one at a time through ELCUs in a programmed sequence until the
overload condition is relieved. Galley busses are shed first, followed by utility
busses.
Each IDG normally powers its related AC bus through a GCB. Each AC bus is
connected to the synchronous bus by a BTB.
Excessively high drive oil temperature disconnects the IDG automatically if not
manually disconnected by flight crew action.
The main AC busses power individual equipment items such as:- TRUs.
- Navigation radios and flight control computers.
- Flight deck lighting.
- Pitot and window heat.
The main AC busses also power other AC busses:- AC bus 1 powers the ground service bus and provides back-up power for both
transfer busses.
- AC bus 2 powers the First Officers transfer bus.
- Each AC bus powers a utility and galley bus.
- AC bus 3 powers the Captains transfer bus and the main standby bus
Main DC Power Distribution:- Cabin pressure, fuel jettison, and pack temperature controllers
- Wing anti-ice control
- Engine-driven and hydraulic demand pump control
- Fuel transfer and jettison valve control
- Individual nacelle anti-ice control
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Left FMC.
Left ND.
Left PFD.
Autothrottle servo.
Lower EICAS display.
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Wheel well:- Each main gear wheel well has a single loop detector.
- The wheel well fire detector loop and the bleed duct leak detector loops are tested
only during the manually initiated test.
Crew Rest Smoke Detection:- Smoke detectors are installed in crew rest areas. An aural warning sounds in the
crew rest compartment when smoke is detected in that compartment.
Lavatory Smoke Detection:- Smoke detectors are installed in the lavatories. An aural warning sounds in a
lavatory when smoke is detected in that lavatory.
- An automatic fire extinguisher is located in the waste compartment in each
lavatory.
Purser Station Smoke Detection:- A smoke detector is installed in the Purser Station. An aural warning sounds in the
Purser Station when smoke is detected in that compartment.
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Main 1
Main 2
CWT
13300
3200
38100
3200
18200
9072
900
52200
>>>>
900
1300
<< -- >>
7700
36470
2300
Main
3
38100
3200
18200
9072
900
Main 4
Res 3
STAB
13300
3200
4000
10000
<<<<
<<<<
900
L 1200
R 600
27200
<<<<
Common EICAS Messages:- FUEL OVD CTR L, R = Tank Pump switch ON.
- FUEL LOW CTR L, R= Tank Pump switch OFF.
- FUEL PMP STAB L, R = On the Ground Switch OFF.
- FUEL PMP STAB L, R = In flight Switch ON.
- FUEL LO STAB L, R = In flight switch OFF.
FUEL TANK/ENG:- Main tank 2 quantity equal to or less than main tank 1 quantity, or main tank 3
quantity equal to or less than main tank 4 quantity and crossfeed valve 1 or 4
open,
- Or on the ground after fueling, initial electrical power established, or after CMC
ground test, main tank 2 quantity less than or equal to tank 1 plus 500 kgs and
tank 3 less than or equal to tank 4 plus 500 kgs and crossfeed valve 1 or 4 open.
Inhibited during Jettison.
Fuel temperature is measured in main tank 1 and displays on primary EICAS. The
temperature normally displays in white. It displays in amber when the fuel
temperature is -37C or below.
Each override/jettison pump supplies sufficient fuel to operate two engines during
takeoff and cruise conditions.
The two center wing tank (CWT) fuel pumps are also override/jettison pumps.
When main tank fuel pump pressure is low, each engine can draw fuel from its
corresponding main tank through a suction feed line that bypasses the pumps With
7,700 kgs or more fuel in the CWT, both CWT pump switches should be ON. The
FSMCs close crossfeed valves 2 and 3 when flaps extend to takeoff position on the
ground.
FUEL QTY low mean, the quantity in any main tank is below 2000 kgs.
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13. HYDRAULICS
Each system has an engine driven pump (EDP). The EDP is pressurized when the
engine is running and the engine pump switch is ON. A hydraulic fluid shutoff
valve is installed in the fluid supply line to each EDP.
The demand pumps supply normal system demands if an engine or EDP fails.
Systems 1 and 4 have air driven demand pumps. The bleed air manifold provides
pneumatic power for the air driven pumps. It operate when flaps are in transit, or
flaps out of up in flight.
Systems 2 and 3 have electric motor driven demand pumps. It operates when
related engine pump output pressure is low, or when related fuel control switch is
in CUTOFF or the engine switch pulled.
Systems 1 and 4 have electric auxiliary pumps for ground handling operations.
Auxiliary (AUX) (System 1 and 4) - auxiliary pump operates on ground until
related engine pump pressurizes, related demand pump off. It does not trip OFF
when EDP pressurizes system.
Hydraulic System (SYS FULT) Light Illuminated (amber)
- Low hydraulic system pressure.
- Low hydraulic reservoir quantity.
- Excessive hydraulic fluid temperature.
Demand Pump Low PRESS Light Illuminated (amber) when:- Demand pump selector positioned to OFF or AUX.
- Demand pump operates and output pressure is low.
- Demand pump fails to operate.
A single Hydraulic Quantity Interface Module (HYQUIM) processes quantity
inputs from each reservoir transmitter.
Load Assignments
System 1
System 2
System 3
System 4
Alternate Brakes
Nose/Body Gear
Steering
Nose/Body Gera
Actuator
INBD T.E. Flaps
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Spoilers 5,6,7,8
Normal Brakes
Capt. Abdulhameed
STAB Trim
Elevator Fail
Upper Yaw Damper
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Altitude (feet)
Climb Descend
25 RA During Autoland, Autothrottle retards thrust levers to idle.
50 RA
LNAV activates when armed.
50 RA During Autoland, the autopilots start the flare maneuver.
The autopilot must be disengaged before the airplane descends
more than 50 feet below the MDA.
The FMC creates an E/D located 50 feet above the runway
threshold.
100
For single channel ILS approaches, the autopilot must be
disengaged before the airplane descends below 100 feet AGL.
+/- 150 RA
The pitch mode annunciation changes from VNAV PTH to VNAV
SPD.
B200 A change from LAND 3 to LAND 2 is not annunciated.
RA
Rising Runway moves toward the airplane symbol.
200 RA For crosswinds requiring a crab angle of less than 5 degrees, to
align the airplane with the runway.
300
When the MCP altitude setting is at least 300 feet above the current
airplane altitude, VNAV continues to command a descent.
A300
Barometric Setting changes to amber if or if STD is selected and
B300
altitude from transition flight level.
B400
TO/GA mode termination , disengage autopilot and turn off both
RA
flight directors.
400
Master WARNING lights inhibit at V1 to 400 feet radio altitude or
RA
25 seconds after V1, whichever occurs first.
Master CAUTION lights Inhibit Begins80 knots to 400 or 20
seconds after rotation, whichever occurs first. If rejected takeoff
initiated above 80 knots, inhibit continues until airspeed is less
than 75 knots.
RNAV activates when armed until landing.
EICAS advisory message TCAS OFF Message is inhibited.
Hi Chime Attendant call.
New EICAS caution messages.
New PWS caution alerts EICAS advisory message
WINDSHEAR SYS.
400 VNAV path pointer Displays Digital display displays when the
pointer indicates more than 400 feet.
A400
TO/GA mode termination, select a different roll or pitch mode; all
RA
autopilots, except first in CMD, disengage.
A400
If the autothrottle is not active by 50 knots, it will be activated .
RA
Call for a roll mode as needed.
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2000
B2300 RA
2500 AGL
B6000
8000 CA
10000
A10000 CA
A11000 CA
B12000 CA
B10300
14000
A14000 CA
15000
18000
20000
A20000
39000
45100
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During automatic ILS approach:- Radio altitude, AC and DC busses 1, 2, and 3 are automatically
isolated.
- Rising Runway Displays ROLLOUT (armed) and activates
below 5 feet FLARE displays
- WINDSHEAR WARNING Enabled
If landing altitude is unavailable the cabin altitude controllers
assume a landing altitude of 2,000 feet.
In flight with the WXR switch pushed or not pushed, weather radar
begins scanning for windshear.
Radio Altitude Displays.
The FMC changes to LOC updating when the airplane is less than
6,000 feet above the localizer navaid elevation
The MAX altitude for cruse is 8000 feet it turned to amber if the
cabin climbed above 8500 feet and red if cabin altitude above
10000 feet.
Maximum Takeoff and Landing Altitude.
ALT window and PFD altitudes when power first applied.
Displays When no altitude exists in the navigation database.
FASTEN SEAT BELTS & NO SMOKING signs ON (AUTO
selected)
The cabin altitude limiter closes both outflow valves if cabin
altitude exceeds 11,000 feet.
PASS OXYGEN flow control units closed electrically.
FASTEN SEAT BELTS signs ON (AUTO selected)
MAX Landing elevation limits
The OXY masks automatically drop from the PSUs.
APU bleed air is available in flight for one pack.
FMC uses if transition altitude is not available.
The APU can operated in flight.
Do not extend flaps.
No Flap Maneuvering Speeds display.
If cruise altitude is unavailable from the FMC in AUTO, the cabin
altitude controllers assume a cruise altitude of 39,000 feet.
Maximum Operating Altitude
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85
100
250
290
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