Manual de Treinamento Aviônica 01

Treinamento de Manutenção Familiarização em Sistemas Aviônicos

Boeing 737-600/700/800/900 Volume 01

Linhas aéreas Inteligentes

7

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

EFFECTIVITY YB202 00-00-00

Page 1 Apr 2003


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




Page 2 Apr 2003

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

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




Page 3 Apr 2003

737 GENERAL – INTRODUCTION 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

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




Page 4 Apr 2003

737 GENERAL – INTRODUCTION 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




Page 5 Apr 2003




Page 6 Apr 2003

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 737-600/700/800/900 over the 737-300/400/500 aircraft. The ranges are for aircraft in these conditions:

- Nomal flights - FuIl passenger payload - 85% annual winds.




Page 7 Apr 2003

Operating Experience




Page 8 Apr 2003

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.




Page 9 Apr 2003

Airplane Dimensions




Page 10 Apr 2003

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.




Page 11 Apr 2003




Page 12 Apr 2003

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.




Page 13 Apr 2003




Page 14 Apr 2003

737 GENERAL – POWER PLANT ENGINE HAZARDS General 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. 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%. Exhaust Heat The engine exhaust is very hot for a long distance behind the engine. This can cause damage to personnel and equipment.

Exhaust Velocity Exhaust velocity is very high for a long distance behind the engine. This can cause damage to personnel and equipment. Engine Noise 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. Training Information Point When the engine is in operation, the anti-collision lights should be on.




Page 15 Apr 2003




Page 16 Apr 2003

737 GENERAL – FLIGHT CONTROL SURFACES General 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:

- 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.

Power Source 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.




Page 17 Apr 2003




Page 18 Apr 2003

737 GENERAL – DOORS INTRODUCTION General Description These are the types of doors on the airplane:

- 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.

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.

Training Information Point 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. 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.




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Page 20 Apr 2003

737 GENERAL – ENTRY DOOR EXTERIOR OPERATION THIS PAGE INTENTIONALLY LEFT BLANK




Page 21 Apr 2003

737 GENERAL – ENTRY DOOR EXTERIOR OPERATION 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. Open the Door – Exterior Operation 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.

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. Close the door 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.




Page 22 Apr 2003

737 GENERAL – ENTRY DOOR EXTERIOR OPERATION When the control handle has gone through its full motion, release it and allow it to return to the recess by spring force. Training Information Point 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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Page 24 Apr 2003

737 GENERAL – ENTRY DOOR INTERIOR OPERATION General 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.

Pull the door to the cocked position and turn the control handle in the close direction.




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Page 26 Apr 2003

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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Page 28 Apr 2003

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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Page 30 Apr 2003

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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Page 32 Apr 2003

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. 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.

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.




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Page 34 Apr 2003

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. 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.

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 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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Page 36 Apr 2003

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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Page 38 Apr 2003

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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Page 40 Apr 2003

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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Page 42 Apr 2003

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. 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.

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.




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Page 44 Apr 2003

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. 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.

Training Information Point 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.




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Page 46 Apr 2003

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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Page 48 Apr 2003

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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Page 50 Apr 2003

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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Page 52 Apr 2003

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 THIS PAGE INTENTIONALLY LEFT BLANK




Page 55 Apr 2003

MAINTENANCE DOCUMENTS – INTRODUCTION General 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. 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).

Unscheduled Maintenance: These are examples of unscheduled maintenance work:

- 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 737-300/400/500 airplane models.




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MAINTENANCE DOCUMENTS – INTRODUCTION 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.

System Schematics 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. Wiring Diagram Manual The Wiring Diagram Manual (WDM) supplies details of the point-to-point wiring on the airplane.

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.

Standard Wiring Practices Manual The Standard Wiring Practices Manual has instructions for maintenance and repair of the wiring of all Boeing airplanes. It is not customized. Fault Reporting 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. FRM fault codes refer you to the FIM.




Page 57 Apr 2003

MAINTENANCE DOCUMENTS – INTRODUCTION Fault Isolation Manual 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. BITE Manual You use the BITE manual to get fault data from the airplane built-in 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. 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.

Dispatch Deviation Guide 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. Training Information Point Each maintenance document has an introduction to show you how to use that document. Abbreviations and Acronyms 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 LRU – line replaceable unit




Page 58 Apr 2003

MAINTENANCE DOCUMENTS – INTRODUCTION 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


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 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.

Abbreviations and Acronyms AGCU – APU generator control unit AGB – accessory gearbox altn – alternate APB – APU breaker APS – APU power switch APU – auxiliary power unit ASG – APU starter-generator auto – automatic bat – battery BPCU – bus power control unit

BTB – bus tie breaker CSD – constant speed drive CT – current transformer chgr – charger disc – disconnect DEU – display electronic unit DPCT – differential protection current transformer EEC – electronic engine control EP – external power EPC – external power contactor flt – flight fltr – filter FIO – first officer GCB – generator control breaker GCR – generator control relay GCU – generator control unit gen – generator gnd – ground grd – ground GSTR – ground service transfer relay IDG – integrated drive generator j – junction LRU – line replaceable unit NCT – neutral current transformer PDP – power distribution panel PMG – permanent magnet generator pwr – power



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ELECTRICAL POWER – INTRODUCTION 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 Purpose 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. 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. The static inverter supplies a one phase, 115v ac output to the AC standby bus.

DC Power Three transformer rectifier units (TRUs) change 115v ac to 28v dc. The airplane also has these DC power sources:

− 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.



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ELECTRICAL POWER – GENERAL DESCRIPTION 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. Control These modules on the P5 panel give manual control of the electrical power system:

- Electrical meters, battery and galley power module (P5-13)

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

The switches on these modules send signals to the LRUs that control portions of the system. The LRUs then energize or de-energize 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 alpha-numeric LED display.



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ELECTRICAL POWER – COMPONENT LOCATION General Electrical power components are in these areas of the airplane:

- 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.

Forward Lower Fuselage Relays for the electrical power system and other airplane systems are located in junction boxes in this area. 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 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. 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.

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 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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GENERATOR DRIVE – SERVICING 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. 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. Training Information Point 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.

The large placard has a warning and the IDG servicing instructions. You should always vent the IDG before and after you service it.



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ELECTRICAL POWER – ELECTRICAL METERS, BATTERY, AND GALLEY POWER MODULE – GENERAL DESCRIPTION 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.

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:

- Voltage (AC VOLTS) - Load (AC AMPS) - Output frequency (CPS FREQ).

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. 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.




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ELECTRICAL POWER – ELECTRICAL METERS, BATTERY, AND GALLEY POWER MODULE – GENERAL DESCRIPTION BAT DISCHARGE Light 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. See the APU chapter for more information about APU starting. (AMM PART I 49) TR UNIT Light 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.

LED Alphanumeric Display The LED alphanumeric display shows this type of information:

- 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. Battery Switch 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 The generator drive and standby power module (P5-5) has these indications and manual controls:

- 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. 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.

STANDBY PWR OFF Light The amber STANDBY PWR OFF light comes on when any of these buses do not have power:

- 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 three-position switch. The switch is usually in the AUTO position. The cover is a guard for the switch in the AUTO position.




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ELECTRICAL POWER – AC SYSTEMS, GENERATOR AND APU MODULE – GENERAL DESCRIPTION General The upper part of the AC systems, generator and APU module (P5-4) has these lights:

- GRD POWER AVAILABLE - TRANSFER BUS OFF - SOURCE OFF - GEN OFF BUS - APU GEN OFF BUS.

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.

TRANSFER BUS OFF Light 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. 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:

- 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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ELECTRICAL POWER – AC SYSTEMS, GENERATOR AND APU MODULE – GENERAL DESCRIPTION GEN OFF BUS Light 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. APU GEN OFF BUS Light 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. Engine Generator Switches 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. 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.

APU Generator Switches 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. Bus Transfer Switch 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. A cover is a guard for the switch in the AUTO position. In the AUTO position, the BTBs and the DC bus tie relay work automatically as necessary. The BTBs and the DC bus tie relay open when the switch is put to the OFF position.




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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.

These buses receive power directly from the main battery or the main battery charger:

− Hot battery bus − Switched hot battery bus.

AC Transfer Buses These AC sources supply power to the AC transfer buses:

− 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:

− The AC tran5fer bus on that side has power, or − The ground service switch on the forward attendant’s

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.




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ELECTRICAL POWER – DISTRIBUTION – GENERAL DESCRIPTION Main Buses and Galley 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. 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 DC standby bus usually receives power from DC bus 1. The hot battery bus may also supply power to the DC standby bus.

Battery Buses 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) 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).




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ELECTRICAL POWER – DISTRIBUTION – GENERAL DESCRIPTION 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). 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)

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)




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ELECTRICAL POWER – OPERATION – GENERAL DESCRIPTION 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:

− Switched hot battery bus − 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

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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ELECTRICAL POWER – OPERATION – GENERAL DESCRIPTION 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. 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.

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.




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ELECTRICAL POWER – EXTERNAL POWER APPLICATION General You use these panels to apply external electrical power:

− 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:

− Switched hot battery bus − 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.

P19 External Power Receptacle Panel The external power receptacle panel has these two sections:

− 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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ELECTRICAL POWER – EXTERNAL POWER APPLICATION 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.

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) These electrical power components have BITE:

− 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)

BPCU 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)




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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.

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. Training Information Point 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 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. During continuous monitoring and protective fault modes, only one fault light comes on at a time. There is a priority if the BPCU

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.




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EXTERNAL POWER – BPCU – TRAINING INFORMATION POINT 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. Self-test BITE isolates faults to the BPCU and shows this by a BPCU FAULT (red) light. 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.

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 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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EFFECTIVITY YB202

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Page 1 Apr 2003


Common Display System

TABLE OF CONTENTS

SUBJECT


PAGE

INTRODUCTION ....................................................................................................................................................................................................31-62-00.............. 02 GENERAL DESCRIPTION .....................................................................................................................................................................................31-62-00.............. 08 FLIGHT COMPARTMENT COMPONENT LOCATION – 1....................................................................................................................................31-62-00.............. 10 FLIGHT COMPARTMENT COMPONENT LOCATION – 2....................................................................................................................................31-62-00.............. 12 FLIGHT COMPARTMENT COMPONENT LOCATION – 3....................................................................................................................................31-62-00.............. 14 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 General The common display system (CDS) shows performance, navigation and engine information in many different formats on six display units in the flight compartment. Abbreviations and Acronyms A/C – air conditioning ACARS – aircraft communication addressing and reporting system. ACMS – airplane condition monitoring system acq – acquisition ADF – automatic direction finder 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 APU – auxiliary power unit arpt – airport A/T – autothrottle baro – barometric BITE – built-in test equipment BLS – bezel light sensor capt – captain

CCA – circuit card assembly CDS – common display system 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 DME – distance measuring equipment DSM – display select module dsply – display DU – display unit DUDB – display unit data base ECS – environmental control system ECU – electronic control unit 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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COMMON DISPLAY SYSTEM – INTRODUCTION FCC – flight control computer FD – flight director FDAU – flight data acquisition unit FF – fuel flow FU – fuel used FMC – flight management computer F/O – first officer FPV – flight path vector. FQPU – fuel quantity processor unit FSEU – flap slat electronics unit FT – functional test GA – go-around GCU – generator control unit GG – graphics generator GG CCA – graphics generator circuit card assembly GPS – global positioning system 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 ILS – instrument landing system

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 LRU – line replaceable unit LSK – line select key mag – magnetic MASI – mach air speed indication MCDU – multi-purpose control display unit MCP – mode control panel MFD – multi-function display mins – minimums MM – middle marker




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COMMON DISPLAY SYSTEM – INTRODUCTION 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

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 TCAS – traffic alert and collision avoidance system 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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COMMON DISPLAY SYSTEM – INTRODUCTION 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 The purpose of the common display system (CDS) is to supply navigation and engine information to the flight crew. 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).

Operation These are the things that determine the information that shows on the displays units:

− 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 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

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.




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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 Control Panels These are the six control panels:

− 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 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.

This discrete data and the EFIS control panel selection data is then sent to the display electronic units (DEU). The EFIS control panel busses have this general data:

− 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.




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CDS – CONTROLS INTERFACES 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 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.

Physical Description 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. 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.

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.

Training Information Point 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. Training Information Point 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.




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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.

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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CDS – EFIS CONTROL PANEL Barometric Controls The barometric controls select and set the barometric reference. These are the barometric controls:

− Barometric reference selector − Barometric selector − Barometric standard switch.

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. 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:

− 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 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 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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CDS – EFIS CONTROL PANEL 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:

− 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.

In this basic-T configuration, the captain and first officer primary EFIS displays are different and their secondary EFIS displays are different.




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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 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

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. This message shows on the captain secondary display and the first officer primary display. 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 on the captain secondary display and the first officer primary display. This message shows only when the airplane is on the ground and at least one engine is off.




Page 54 Apr 2003

CDS – TRAINING INFORMATION POINT – MAINTENANCE MESSAGES 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.

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.

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. This message shows on the captain secondary display and the first officer primary display. The CDS FAULT message shows only when the airplane is on the ground and at least one engine is off.




Page 55 Apr 2003




Page 56 Apr 2003

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. 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.

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.




Page 57 Apr 2003



EFFECTIVITY YB202

Page 58 Apr 2003




Page 1 Jul 2003


Flight Interphone System

TABLE OF CONTENTS

SUBJECT


PAGE

INTRODUCTION ....................................................................................................................................................................................................23-51-00.............. 02 FLIGHT COMPARTMENT COMPONENT LOCATION..........................................................................................................................................23-51-00.............. 04 COMPONENT LOCATION .....................................................................................................................................................................................23-51-00.............. 06 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



Page 2 Jul 2003


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. Abbreviations and Acronyms AAU – audio accessory unit ACP – audio control panel ADF – automatic direction finder ALT – alternate CAPT – captain COMM – communication DFCS – digital flight control system DME – distance measuring equipment FCC – flight control computer FIO – first officer GPWC – ground proximity warning computer HF – high frequency IIC – intercommunication ILS instrument landing system INT – interphone MD&T – master dim and test MIC – microphone MKR –marker beacon

NORM – normal OBS – observer PA – passenger address PLA programmed logic array PTT – push to talk REU – remote electronics unit R/T – receive/transmit STA – station TCAS – traffic alert and collision avoidance system VHF – very high frequency VOR very high frequency omni-range system XCVR – transceiver



Page 3 Jul 2003




Page 4 Jul 2003


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 − Audio control panel.



Page 5 Jul 2003




Page 6 Jul 2003


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.



Page 7 Jul 2003




Page 8 Jul 2003


FLIGHT INTERPHONE SYSTEM – EXTERNAL FLIGHT INTERPHONE JACK LOCATION Flight Interphone Jack There is a flight interphone jack on the P19 external power panel.



Page 9 Jul 2003




Page 10 Jul 2003


FLIGHT INTERPHONE SYSTEM – POWER INTERFACE General Power for the flight interphone system comes through circuit breakers in the P6-2 circuit breaker panel. 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). 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 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.

INPH AND WARN Circuit Breaker The INPH AND WARN circuit breaker supplies power to the audio accessory unit card in the remote electronics unit. Master Dim and Test 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.



Page 11 Jul 2003




Page 12 Jul 2003


FLIGHT INTERPHONE SYSTEM – AUDIO CONTROL PANEL THIS PAGE INTENTIONALLY LEFT BLANK



Page 13 Jul 2003


FLIGHT INTERPHONE SYSTEM – AUDIO CONTROL PANEL 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.

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 PUSH-ON/PUSH-OFF TYPE. THE KNOB IS IN WHEN THE CONTROL IS ON, AND OUT WHEN OFF. IF YOU PULL THEM, YOU MAY DAMAGE THEM.



Page 14 Jul 2003


FLIGHT INTERPHONE SYSTEM – AUDIO CONTROL PANEL 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. BOOM-MASK Switch 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. 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.

− 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. When you select NORM, the flight interphone system operates as usual. 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. 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.



Page 15 Jul 2003




Page 16 Jul 2003


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 captain’s and the first officer’s 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.



Page 17 Jul 2003




Page 18 Jul 2003


FLIGHT INTERPHONE SYSTEM – SYSTEM SUMMARY This page is for reference.



Page 19 Jul 2003




EFFECTIVITY YB202

Page 20 Jul 2003




Page 1 Jul 2003


Service Interphone System

TABLE OF CONTENTS

SUBJECT


PAGE

INTRODUCTION ....................................................................................................................................................................................................23-41-00.............. 02 GENERAL DESCRIPTION .....................................................................................................................................................................................23-41-00.............. 04 COMPONENT LOCATION .....................................................................................................................................................................................23-41-00.............. 06 JACK LOCATIONS.................................................................................................................................................................................................23-41-00.............. 08



Page 2 Jul 2003


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. Abbreviations and Acronyms AAU – audio accessory unit ACP – audio control panel ampl – amplifier APU – auxiliary power unit att – attendant bat – battery capt – captain dc – direct current flt – flight fwd – forward inph – interphone lts – Lights mic – microphone PA – passenger address PTT – push-to-talk REU – remote electronics unit v – volt warn – warning



Page 3 Jul 2003




Page 4 Jul 2003


SERVICE INTERPHONE SYSTEM – GENERAL DESCRIPTION General Sends audio to handsets, headsets, and speakers. The service interphone system is for these personnel:

− 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.

The REU does these functions:

− Combines audio from the microphones − Amplifies the audio signal − Sends audio to handsets, headsets, and speakers.



Page 5 Jul 2003




Page 6 Jul 2003


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.



Page 7 Jul 2003




Page 8 Jul 2003


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.



Page 9 Jul 2003




EFFECTIVITY YB202

Page 10 Jul 2003




Page 1 Jul 2003


Ground Crew Call System

TABLE OF CONTENTS

SUBJECT


PAGE

INTRODUCTION ....................................................................................................................................................................................................23-43-00.............. 02 GENERAL DESCRIPTION .....................................................................................................................................................................................23-43-00.............. 04 FUNCTIONAL DESCRIPTION ...............................................................................................................................................................................23-43-00.............. 06 JACK LOCATIONS.................................................................................................................................................................................................23-43-00.............. 08



Page 2 Jul 2003


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.

Abbreviations and Acronyms ADIRS – air data inertial reference system attend – attendant flt – flight grd – ground IHC – integrated handset controller PA – passenger address PTT – push-to-talk v dc – volts direct current



Page 3 Jul 2003




Page 4 Jul 2003


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.



Page 5 Jul 2003




Page 6 Jul 2003


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.



Page 7 Jul 2003




EFFECTIVITY YB202

Page 8 Jul 2003




Page 1 Jul 2003


Flight Crew Call System / Cabin Interphone

TABLE OF CONTENTS

SUBJECT


PAGE

INTRODUCTION ....................................................................................................................................................................................................23-42-00.............. 02 GENERAL DESCRIPTION .....................................................................................................................................................................................23-42-00.............. 04 HANDSET...............................................................................................................................................................................................................23-42-00.............. 06



Page 2 Jul 2003


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.

Abbreviations and Acronyms ADIRS – air data inertial reference system attend – attendant flt – flight grd – ground IHC – integrated handset controller PA – passenger address PTT – push-to-talk v dc – volts direct current



Page 3 Jul 2003




Page 4 Jul 2003


FLIGHT CREW CALL SYSTEM/CABIN INTERPHONE –GENERAL DESCRIPTION General The flight crew call system lets the flight crew and attendants call each other. These are the calls that can be made:

− 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.

Attendant Station to Flight Compartment 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:

− 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.



Page 5 Jul 2003




Page 6 Jul 2003


FLIGHT CREW CALL SYSTEM / CABIN INTERPHONE – HANDSET Purpose The attendants use handsets to speak with each other. They also use them to make announcements on the passenger address (PA) system. Physical Description 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. Location There is a handset at the forward attendant panel and at the aft attendant panel in the passenger compartment.

Operation Lift the handset off the hook. This connects the handset microphone and speaker to the service interphone system. 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.



Page 7 Jul 2003




EFFECTIVITY YB202

Page 8 Jul 2003




Page 1 Jul 2003


Passenger Address System

TABLE OF CONTENTS

SUBJECT


PAGE

INTRODUCTION ....................................................................................................................................................................................................23-31-00.............. 02 GENERAL DESCRIPTION .....................................................................................................................................................................................23-31-00.............. 04 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



Page 2 Jul 2003


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.

Abbreviations and Acronyms ACP – audio control panel amp – amplifier annc – announcement att – attendant BGM – boarding music BITE – built-in test equipment CDS – common display system ckts – circuit db – decibel DIP – dual-in-line package DEU – display electronics unit EEC – electronic equipment compartment eng – engine ent – entertainment fwd – forward ind – indication LCD – liquid crystal display

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



Page 3 Jul 2003




Page 4 Jul 2003


PA SYSTEM – GENERAL DESCRIPTION THIS PAGE INTENTIONALLY LEFT BLANK



Page 5 Jul 2003


PA SYSTEM – GENERAL DESCRIPTION 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 The PA system has these components:

− Pre-recorded announcement and music reproducer − 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.



Page 6 Jul 2003


PA SYSTEM – GENERAL DESCRIPTION External Interface The PA system connects with these components:

− REU − Passenger entertainment system − Lavatory speakers − Passenger service units − Pilot PA hand microphone.

System Operation The PA system audio inputs come from these sources:

− Pre-recorded announcement and music reproducer − Flight compartment microphone − Attendant handset.

The PA amplifier selects the highest priority input. The amplifier amplifies the audio signal and sends it to:

− REU − Passenger entertainment system − Cabin speakers − Lavatory speaker

The amplified audio goes from the PA amplifier to the cabin and lavatory speakers. The audio also goes through muting circuits in

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.



Page 7 Jul 2003




Page 8 Jul 2003


PA SYSTEM – ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATIONS Electronic Equipment Compartment The PA amplifier is on the E1-3 shelf.



Page 9 Jul 2003




Page 10 Jul 2003


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.



Page 11 Jul 2003




Page 12 Jul 2003


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. Controls and lndications The function select switch has these positions:

− LOAD (OHMS) − TONE − OPERATE − LEVEL (VRMS).

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. 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. OPERATE is the normal switch position of the PA amplifier. ln this position, the display is blank.

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. Master Gain Control 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 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). Chimes The chime circuits in the PA amplifier make two frequencies for the chimes.



Page 13 Jul 2003




Page 14 Jul 2003


PA SYSTEM – REPRODUCER Purpose The PRAM plays boarding music and pre-recorded announcements for the PA system. Controls and Indicators These are the PRAM controls and indicators:

− Keypad − LCD display − Mode Select Switches − Music Volume control − START switch − STOP switch.

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.

Boarding Music The PRAM solid-state memory holds the boarding music. 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.



Page 15 Jul 2003




Page 16 Jul 2003


PA SYSTEM – OPERATION – ANNOUNCEMENTS Crew Announcements Crew announcements are made from these locations:

− 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.

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.

Flight Attendant Stations Flight attendant PA announcements come from the forward and the aft attendant PA handsets. 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.



Page 17 Jul 2003




Page 18 Jul 2003


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. 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.

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.



Page 19 Jul 2003




EFFECTIVITY YB202

Page 20 Jul 2003




Page 1 Jul 2003


Very High Frequency Communication System

TABLE OF CONTENTS

SUBJECT


PAGE

INTRODUCTION ....................................................................................................................................................................................................23-12-00.............. 02 GENERAL DESCRIPTION .....................................................................................................................................................................................23-12-00.............. 04 FLIGHT COMPARTMENT COMPONENT LOCATION..........................................................................................................................................23-12-00.............. 08 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



Page 2 Jul 2003


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. Abbreviations and Acronyms ACARS – aircraft communications addressing and reporting system ACP – audio control panel AM – amplitude modulation ARINC – Aeronautical Radio Incorporated BITE – built-in test equipment comm – communication EEC – electronic equipment compartment FDAU – flight data acquisition unit FDR – flight data recorder freq – frequency I/C – interphone communication LCD – liquid crystal display LED – light emitting diode LRU – line replaceable unit mic – microphone MSEC – mili-second PSEU – proximity switch electronics unit PTT – push-to-talk RCP – radio communication panel

REU – remote electronics unit RF – radio frequency R/T – receive/transmit SELCAL – selective calling sql – squelch SSB – single side band SSFDR – solid state flight data recorder VHF – very high frequency VSWR – voltage standing wave ratio xmt –transmit



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Page 5 Jul 2003


VHF COMMUNICATION SYSTEM – GENERAL DESCRIPTION General 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 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 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.

System Components 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

any VHF communication radio. 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 antenna transmits and receives RF signals. External Interface 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 Operation 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



Page 6 Jul 2003


VHF COMMUNICATION SYSTEM – GENERAL DESCRIPTION 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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Page 8 Jul 2003


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 Electronic Equipment Compartment 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 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 on-side radio.

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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VHF COMMUNICATION SYSTEM – RADIO COMMUNICATION PANEL The radio communication panel continuously does a self- test. 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 General You use these components to operate the VHF radio: Microphone or headset Control wheel mic switch Radio communication panel (RCP) Audio control panel. Receive Operation You use the radio communication panel and the audio control panel to receive transmissions on the VHF radio. 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. 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. 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

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. 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. 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. Transmit Operation 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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VHF COMMUNICATION SYSTEM – OPERATION 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. 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.

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. 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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Page 24 Jul 2003


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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EFFECTIVITY YB202

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Page 1 Jul 2003


High Frequency Communication System

TABLE OF CONTENTS

SUBJECT


PAGE

INTRODUCTION ....................................................................................................................................................................................................23-11-00.............. 02 GENERAL DESCRIPTION .....................................................................................................................................................................................23-11-00.............. 04 FLIGHT COMPARTMENT COMPONENT LOCATION..........................................................................................................................................23-11-00.............. 08 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



Page 2 Jul 2003


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. Abbreviations and Acronyms ACP – audio control panel AM – amplitude modulated AME – amplitude modulation equivalent ARINC – Aeronautical R8dio Incorporated BITE – built-in test equipment comm – communication EE – electronic equipment EEC – electronic equipment compartment FDR – flight data recorder FDRS – flight data recorder system freq – frequency I/C – interphone communication LCD – liquid crystal display LED – light emitting diode LRU – line replaceable unit

mic – microphone PTT – push-to-talk RCP – radio communication panel REU – remote electronics unit RF – radio frequency R/T – receive/transmit SELCAL – selective calling sq – squelch sql – squelch SSB – single side band USB – upper side band VSWR – voltage standing wave ratio xmit – transmit



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Page 5 Jul 2003


HF COMMUNICATION SYSTEM – GENERAL DESCRIPTION General The HF communication system supplies the flight crew with long-range 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

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).



Page 6 Jul 2003


HF COMMUNICATION SYSTEM – GENERAL DESCRIPTION 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).

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.

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.



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Page 8 Jul 2003


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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Page 12 Jul 2003


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 General You use these components to operate the HF radio:

− Hand microphone or headset − Radio communication panel − Control wheel mic switch − Audio control panel.

Receive Operation You use the radio communication panel and the audio control panel to receive transmissions on the HF radio. 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. 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 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

displays show HF radio frequencies (2.000 to 29.999 MHz). The HF radio uses the frequency in the active frequency display. Use the frequency selectors to tune the radio to a new frequency. The standby frequency display shows the new frequency. 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. NOTE: When you select a new frequency, the HF coupler drives

its tuning elements to the home position. 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. Use the HF sensitivity (HF SENS) control on the radio communication panel to adjust the sensitivity of the HF radio receiver. Transmit Operation 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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HF COMMUNICATION SYSTEM – OPERATION 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. Push the microphone selector switch on the audio control panel for the HF radio. 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. 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.

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 If you hear the 1 kHz tone for more than 15 seconds when the coupler tunes, there may be a coupler fault. 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.



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HF COMMUNICATION SYSTEM – TRAINING INFORMATION POINT – BITE 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:

− 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

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:

− 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.



Page 20 Jul 2003


HF COMMUNICATION SYSTEM – TRAINING INFORMATION POINT – BITE 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.



Page 21 Jul 2003




EFFECTIVITY YB202

Page 22 Jul 2003




Page 1 Jul 2003


SELCAL System

TABLE OF CONTENTS

SUBJECT


PAGE

INTRODUCTION ....................................................................................................................................................................................................23-28-00.............. 02 GENERAL DESCRIPTION .....................................................................................................................................................................................23-28-00.............. 04 FLIGHT COMPARTMENT COMPONENT LOCATION..........................................................................................................................................23-28-00.............. 06 ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATION.........................................................................................................23-28-00.............. 08 SELCAL CONTROL PANEL...................................................................................................................................................................................23-28-00.............. 10



Page 2 Jul 2003


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. Abbreviations and Acronyms ACP – audio control panel comm – communication HF – high frequency REU – remote electronics unit SELCAL – selective calling VHF – very high frequency



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Page 4 Jul 2003


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. System Components The selective calling system has 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. The SELCAL decoder unit also sends a ground to energize the aural warning relay. The energized relay sends 28V dc to the

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. External Interface The selective calling system connects with these components:

− 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.



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Page 6 Jul 2003


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



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Page 8 Jul 2003


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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Page 10 Jul 2003


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.



Page 11 Jul 2003




EFFECTIVITY YB202

Page 12 Jul 2003




Page 1 Jul 2003


Emergency Locator Transmitter

TABLE OF CONTENTS

SUBJECT


PAGE

INTRODUCTION ....................................................................................................................................................................................................23-24-00.............. 02 GENERAL DESCRIPTION .....................................................................................................................................................................................23-24-00.............. 04 COMPONENT LOCATION .....................................................................................................................................................................................23-24-00.............. 06 TRAINING INFORMATION POINTS – SYSTEM TEST.........................................................................................................................................23-24-00.............. 08



Page 2 Jul 2003


EMERGENCY LOCATOR TRANSMITTER SYSTEM – INTRODUCTION Purpose 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. Abbreviations and Acronyms ANT – antenna C – Celsius cm – centimeter dc – direct current deg – degree ELT – emergency locator transmitter EXT – external in – inch kg – kilogram lb – pound MHz – megahertz mW – milliwatt UHF – ultra high frequency VHF – very high frequency

v – Volt



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Page 4 Jul 2003


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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Page 6 Jul 2003


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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Page 8 Jul 2003


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. 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.

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.



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EFFECTIVITY YB202

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Page 1 Jul 2003


Voice Recorder

TABLE OF CONTENTS

SUBJECT


PAGE

INTRODUCTION ....................................................................................................................................................................................................23-71-00.............. 02 GENERAL DESCRIPTION .....................................................................................................................................................................................23-71-00.............. 04 FLIGHT COMPARTMENT COMPONENT LOCATION..........................................................................................................................................23-71-00.............. 08 RECORDER LOCATION........................................................................................................................................................................................23-71-00.............. 10 COCKPIT VOICE RECORDER PANEL OPERATION...........................................................................................................................................23-71-00.............. 12 TRAINING INFORMATION POINT – MAINTENANCE ..........................................................................................................................................23-71-00.............. 14



Page 2 Jul 2003


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. Abbreviations and Acronyms ACP – audio control panel 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 REU – remote electronics unit 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 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

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.



Page 6 Jul 2003


VOICE RECORDER SYSTEM – GENERAL DESCRIPTION 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 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. 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. System Test The voice recorder gets power when one of these things happens:

− 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.

Operational Test 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. Do these steps to do a test of the captain, first officer, and first observer input channels:



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VOICE RECORDER SYSTEM – TRAINING INFORMATION POINT – MAINTENANCE

− 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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EFFECTIVITY YB202

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Page 1 Jul 2003


Flight Data Recorder System

TABLE OF CONTENTS

SUBJECT


PAGE

INTRODUCTION ....................................................................................................................................................................................................31-31-00.............. 02 GENERAL DESCRIPTION .....................................................................................................................................................................................31-31-00.............. 06 FLIGHT COMPARTMENT COMPONENT LOCATION..........................................................................................................................................31-31-00.............. 10 ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATION.........................................................................................................31-31-00.............. 12 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 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. Abbreviations and Acronyms ac – alternating current A/C – aircraft ACMS – aircraft conditioning monitoring system A/D – analog to digital ADC – air data computer ADIRU – air data inertial reference unit ADL – airborne data loader ALT – alternate alt – altitude A/P – autopilot APU – auxiliary power unit ARINC – aeronautical radio incorporated A/T – autothrottle ATE – automatic test equipment BITE – built in test equipment CPU – central processor unit

dc – direct current DEU – display electronics unit DFDAU – digital flight data acquisition unit DFDMU – digital flight data management unit DFDR – digital flight data recorder DIP – dual inline package DME – distance measuring equipment DMU – data management unit ECU – electronic control unit EE – electronic equipment ELEC – electric EPROM – erasable programmable read only memory EVSC – engine vibration signal conditioner FCC – flight control computer FDAU – flight data acquisition unit FDR – flight data recorder FDRS – flight data recorder system FMC – flight management computer FMCS – flight management computer system FSEU – flap slat electronics unit GND – ground GPWC – ground proximity warning computer GSE – ground support equipment HF – high frequency hyd – hydraulic Hz – Hertz IDU – interactive display unit IFSAU – integrated flight systems accessory unit ILS – instrument landing system



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FLIGHT DATA RECORDER SYSTEM – INTRODUCTION kg – kilogram lav – lavatory LED – light emitting diode LRU – line replaceable unit 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 TCAS – traffic alert and collision avoidance system 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 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.

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.



Page 8 Jul 2003


FDRS – GENERAL DESCRIPTION Aircraft Identification A program switch module gives the aircraft identification number to the flight data acquisition unit (FDAU). 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.

System Test Plug/Connector Connect ground support equipment to the system test plug to test the FDRS.



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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 General 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. 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. FDAU Status Relay 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.

Flight Recorder/Mach Airspeed Warning Test Module 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:

− 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.

Flight Data Acquisition Unit 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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FDRS – POWER, SIGNAL, AND BITE INTERFACE 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 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. 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. 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.

FDR Faults Faults in the FDR cause these lights to come on:

− 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.



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FDRS – TRAINING INFORMATION POINT – FDAU BITE General The FDAU has built-in test equipment (BITE) and self- test software. BITE does these functions:

− Causes the fault lights to come on − Shows the failure codes − Holds fault messages.

PCMCIA Drive and Cards 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: Load software into the FDAU Store FDAU data. 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. The DFM BITE LED comes on if the PCMCIA drive fails.

Fault Lights The FDAU has these three failure indicator lights on the front panel:

− ACMS DFDR − DFDAU.

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 DFDR FAIL light comes on with a fault in the FDR. The FDAU continues to send data to the FDR. 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. 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. Move the switch to the right to start a FDAU test. You see these indications:



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FDRS – TRAINING INFORMATION POINT – FDAU BITE

− 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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EFFECTIVITY YB202

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Page 1 Jul 2003


Aural Warning System

TABLE OF CONTENTS

SUBJECT


PAGE

INTRODUCTION ....................................................................................................................................................................................................31-51-00.............. 02 GENERAL DESCRIPTION .....................................................................................................................................................................................31-51-00.............. 04 COMPONENT LOCATION .....................................................................................................................................................................................31-51-00.............. 06 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



Page 2 Jul 2003


AURAL WARNING SYSTEM – INTRODUCTION General The flight compartment aural warning system supplies audio signals to alert the flight crew of incorrect airplane system conditions. Abbreviations and Acronyms ACARS – aircraft communications addressing and reporting system ADIRU – air data inertial reference unit alt – altitude APU – auxiliary power unit bat – battery BITE – built-in test equipment 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 MCP – mode control panel pwr – power press – pressure

SELCAL – selective calling system sw – switch sys – system v – volt warn – warning wrn – warning



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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 The aural warning module gives the sound of an intermittent horn 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.

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 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 less than 200 feet.

For the second set of conditions, the pilot cannot stop the horn.

In the third set of conditions, the horn sounds when these conditions are true:

− Gear is not down and locked − Flap position is from 15 to 25 units − 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.



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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. The aural warning module gives the sound of an intermittent horn 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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EFFECTIVITY YB202

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Page 23 Jul 2003


Master Caution System

TABLE OF CONTENTS

SUBJECT


PAGE

INTRODUCTION ....................................................................................................................................................................................................31-52-00.............. 02 GENERAL DESCRIPTION .....................................................................................................................................................................................31-52-00.............. 04 COMPONENT LOCATION – FLIGHT COMPARTMENT – 1.................................................................................................................................31-52-00.............. 10 COMPONENT LOCATION – FLIGHT COMPARTMENT – 2.................................................................................................................................31-52-00.............. 12



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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. Abbreviations and Acronyms ac – alternating current altn – alternate annun – annunciator APU – auxiliary power unit 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 EEC – electronic engine control elec – electric/electrical ELT – emergency locator transmitter emer – emergency eng – engine equip – equipment flt – flight

F/O – first officer fwd – forward gen – generator GPS – global positioning system 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 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:

− Speed Trim

− 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.



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MASTER CAUTION SYSTEM – GENERAL DESCRIPTION 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

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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MASTER CAUTION SYSTEM – GENERAL DESCRIPTION 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.

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

− 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.



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MASTER CAUTION SYSTEM – GENERAL DESCRIPTION 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 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.

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.



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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


PAGE

GENERAL DESCRIPTION .....................................................................................................................................................................................31-25-00.............. 02 COMPONENT LOCATION .....................................................................................................................................................................................31-25-00.............. 04 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. 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).

Abbreviations and Acronyms bat – battery chr – chronograph FDAU – flight data acquisition unit ET – elapsed time FMC – flight management computer F/O – first officer GMT – Greenwich mean time GPS – global positioning system hld – hold LCD – liquid crystal display man – manual MMR – multi-mode receiver MO – month UTC – universal time (coordinated) YR – year



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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 Displays 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. 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

− Manual time − Manual date.

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. 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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EFFECTIVITY YB202

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Manual de Treinamento Aviônica 01

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Transcript of Manual de Treinamento Aviônica 01