Red Triangle Productions LLC® proudly provides one of the most unique methods for pilots to PREPARE for

the FAA Oral Examination and to REVIEW for any future check ride or simulator session.

This DEMO has B737, B757 and B767 data. It contains about 5% of a FULL Visual Oral. The actual Visual Oral Switch-Light Guides have photographs (retrofittin interspersed throughout the information to assist with study and trainin

These Excel files (© 1999, 2000, 2001 Red Triangle Productions) are interactive with your cursor. Within every file are DOZENS of sheets presenting cockpit panels, systems schematics, and so much On every sheet are numerous RED TRIANGLES strategically placed near every switch, light, lever, etc As your MOUSE cursor moves near a RED TRIANGLE, a dialog box will automatically appear w contain all the information you need to know about that particular item. CLICK on the Sheet Names along the bottom of this screen to see more. Use the four arrows in the lower left corner to move among the Sheets. They look like this:

Many of the Guides are already hyper linked which permits finding data in one to two clicks of the mou Thank you for your time and consideration. Todd Edwards, owner; Red Triangle Productions LLC redtriangle@home.com

To get the FULL Version of the Airbus Visual Oral Switch / Light Guide, click here.

ographs (retrofitting) study and training.

ve with your cursor. chematics, and so much more. ery switch, light, lever, etc. automatically appear which will

ee more.

to two clicks of the mouse.

k here.

VARIATION ONE
COMPASS SYSTEM DATA FLT CONTROL
A STBY RUD B STBY RUD OFF B ON
LOW QUANTITY LOW PRESSURE

COMPASS DG

SLAVED

SET HDG

FLIGHT CONTROL Hydraulics General Data Speed / Air Brakes ! T.O. Warning ! LE Devices ! FLT CTRL SW ! ALT Flaps Sw ! YOKE JAMS ! TRIMMING

STANDBY

OFF A ON

!

ALTERNATE FLAPS
UP OFF OFF DOWN

LOW PRESSURE

LOW PRESSURE

SPOILER
A B ARM

OFF ON

OFF ON

FEEL DIFF PRESS

!

YAW DAMPER
YAW DAMPER

MACH TRIM !
MACH TRIM FAIL

!

OFF ON TEST CAPT ON

THIRD VHF CONTROL

VHF COMM

118.00

TFR COMM

118.00

TEST

TEST ACARS VOICE OPTION ACARS VOICE AUTO FUEL CONTROL PANEL ! FUEL VALVE CLOSED -20 FILTER ICING VALVE OPEN 0 FUEL TEMP FUEL VALVE CLOSED +20 FILTER ICING VALVE OPEN -40 +40 1 HEAT OFF ON C 2 HEAT VALVE OPEN ! CROSS OFF FEED ON LOW PRESSURE LOW PRESSURE FUEL PUMPS L OFF ON ! ! ! R CTR LOW PRESSURE LOW PRESSURE ! LOW PRESSURE LOW PRESSURE AFT OFF ON FWD FUEL PUMPS FWD OFF ON AFT 1 2 VARIATION ONE .

.

VARIATION TWO FLT CONTROL A STBY RUD B LOW QUANTITY LOW PRESSURE STANDBY STBY RUD OFF B ON OFF A ON ALTERNATE FLAPS UP OFF OFF DOWN LOW PRESSURE LOW PRESSURE SPOILER A B ARM OFF ON OFF ON FEEL DIFF PRESS ! YAW DAMPER YAW DAMPER MACH TRIM MACH TRIM FAIL ! OFF ON ! TEST NORMAL AUX VERTICAL GYRO CAPT ON AUX F/O ON AUX INOP .

SEL .CAL ! Trivia FUEL VALVE CLOSED -20 FILTER ICING VALVE OPEN 0 FUEL TEMP FUEL VALVE CLOSED +20 FILTER ICING VALVE OPEN -40 +40 1 HEAT OFF ON C 2 HEAT VALVE OPEN ! FEED OFF ON CROSS LOW PRESSURE LOW PRESSURE #2 GEN BUS POWER SOURC FUEL PUMPS L OFF ON FUEL PUM R #1 TRANSFER BUS L CTR LOW PRESSURE LOW PRESSURE ! LOW PRESSURE LOW PRESSURE LOW PRESSURE LOW PRESSURE AFT OFF ON FWD FUEL PUMPS FWD OFF ON AFT AFT OFF ON FWD 1 2 1 VARIATION TWO .

POWER SOURCES FUEL PUMPS
OFF ON

#1 GEN BUS

R

#2 TRANSFER BUS

CTR
LOW PRESSURE LOW PRESSURE

FWD FUEL PUMPS
OFF ON

AFT

2

2001 RED TRIANGLE PRODUCTIONS LLC .© 1999. 2000.

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ODUCTIONS LLC .

ELEC .2 ! L BUS ENG ON ON PRESS OVHT BUS OFF UTILITY BUS L R HYD ENG ON PRESS OVHT ELEC R BUS BUS OFF ON ON OFF ON PRESS OVHT OFF PRESS OVHT L GEN CONT L GEN DRIVE DISC R R GEN CONT ! ON ELEC ON PRESS O F F ON DRIVE DRIVE O F F ! ON ! ! ! PRESS OVHT APU RAT Data PTU Data OVHT RUN OFF ON START ! ! FAULT ! ! ! TEST ERASE m HEADSET 600 OHMS COCKPIT VOICE RECORDER PANEL / FLOOD GLARESHIELD LT OVRD ON AISLE STAND ! OFF OFF TAXI OFF OFF RUNWAY L OFF TURNOFF R DIM ON BRIGHT ON .B ENTRY DOORS EMER DOORS CARGO DOORS ACCESS DOORS ! IRS MODE SEL CAPT PITOT L AUX PITOT F O PITOT L AOA R AOA N DSPL PPOS TK/GS BRT W SEL WIND HDG R AUX PITOT TAT ! MACH SPD TRIM 1 N 2 H 5 S 8 3 STAB TRIM UNSCHED STAB TRIM SPOILERS AUTO SPDBRK W 4 E 6 RUDDER RATIO ANTISKID ! SYS C L DSPL 7 9 ! CLR R ENT 0 HF L + C ALIGN ON DC DC FAIL FAULT NAV ATT R ALIGN ON DC DC FAIL FAULT ! IRS Data ALIGN ON DC DC FAIL FAULT ALIGN OFF 24.500 USB AM RF SENS ! ! OFF NAV ATT ALIGN OFF ALIGN OFF NAV ATT + YAW DAMPER L R + ANTISKID ON INOP ON INOP ON OFF EEC Data ELC Data TMC Data ELEC L E F T ON INOP ENGINE CONTROL ON BAT R I G H T D I S C H STBY POWER ! AUTO INOP ! ON OFF OFF BAT O F F MAY NOT BE ON ALL AIRCRAFT SYS PRESS SYS PRESS SYS PRESS ! O F F AUTO ISLN APU GEN EXT PWR ON AVAIL ON ! AUTO ISLN ! ! ! RSVR RSVR RSVR ! L C ! R PUMPS 1 .

Cell: U3 Comment: EMER DOORS Light: Illuminated -. Overwing Escape Hatch or 2.neither engine is running. 1) FWD ACCESS DOOR 2) E&E ACCESS DOOR Cell: R6 Comment: PROBE HEAT Lights: Illuminated -.neither engine is running. Cell: U6 Comment: PROBE HEAT Lights: Illuminated -. Cell: AB4 Comment: TEST QUESTION: Illumination of the ACCESS DOORS Light indicates which Door is NOT Closed & Locked? ANS: Either.Probe is NOT heated (on Ground) -.Probe is NOT heated (on Ground) -. Forward. 1.A Forward or Aft Cargo Door is NOT Closed and Locked: DIFFERENCES: 767. Cell: R8 Comment: PROBE HEAT Lights: Illuminated -.Probe is NOT heated (on Ground) -.An Emergency Exit Door is NOT Closed and Locked: DIFFERENCES: 767. Cell: U8 Comment: PROBE HEAT Lights: Illuminated -. Cell: X3 Comment: CARGO DOORS Light: Illuminated -.Probe is NOT heated (on Ground) -.neither engine is running.Cell: B1 Comment: SCROLL BOTTOM Cell: R3 Comment: ENTRY DOORS Light: Illuminated -.Probe is NOT heated .NOT CLOSED and LOCKED: Forward Equipment Bay Access Door or E & E Compartment Access Door is EICAS messages specify which door(s) are Not Closed and Locked. EICAS messages specify which door(s) are Not Closed and Locked.Probe is NOT heated (on Ground) -. Overwing Slide Compartment EICAS messages specify which door(s) are Not Closed and Locked.neither engine is running. Cell: AA6 Comment: PROBE HEAT Lights: Illuminated -. Cell: X6 Comment: PROBE HEAT Lights: Illuminated -. Cell: AA3 Comment: ACCESS DOORS Light: Illuminated -.An Entry Door is NOT Closed and Locked. Aft or Bulk Cargo Door EICAS messages specify which door(s) are Not Closed and Locked.neither engine is running.

767 TAT Probe is on exterior Left side. Cell: N9 Comment: IRS DISPLAY: Displays: 1. DIFFERENCES: 757 TAT Probe is on exterior Right side.Present Position WIND -.Present True Heading BRT -.Stabilizer is trimming at HALF RATE as that signaled by the Electric Trim Switches (YOKE).One or more Spoiler System FAULTS have been detected. ENT -.neither engine is running. H -.Clears the data keyed into the Display.neither engine is running.Probe is NOT heated (on Ground) -. When one of the two Stabilizer Brakes fails to release during trimming.allows Keyboard to control display and key attitude into Display.Enters data that was keyed into the Display into the Inertial System.(on Ground) -.True Track and Ground Speed PPOS -. Cell: U11 Comment: SPOILERS Light: Illuminated -. A Total Air Temperature appears on EICAS above the EPR Display and is supplied by a Thrust Management or Air Data Computer. TAT Indication will approximate the OAT on the ground. Track 2. Present Position 4. If the malfunction is unique to the Electric Trim Control.allows Keyboard to control display and key heading into Display. no Stabilizer Trim is available. If both Stabilizer Brakes remain engaged. Ground Speed 3. the Stab trims at ONE HALF the normal rate. full trim rate is available by using the Trim Levers. Cell: X8 Comment: PROBE HEAT Lights: Illuminated -. Restores Display Selector's control of Display. Cell: F11 Comment: IRS DISPLAY SELECTOR: Selects the data to be displayed when the Keyboard is NOT in control. E or W -. The TAT Indication is comprised of Outside Air Temperature (OAT) plus the Ram rise. Wind 5. Cell: R11 Comment: STAB TRIM Light: Illuminated -.Present True Wind in-flight HDG -. Restores Display Selector's control of display. TK/GS -. Cell: X11 Comment: AUTO SPEEDBRAKE Light: . CLR -.allows Keyboard to control display and key longitude into Display.Brightness Control Cell: M11 Comment: IRS KEYPAD: N or S -. Heading Cell: AD9 Comment: TEST QUESTION: When are the electrically heated Probes powered? ANS: When an Engine is running.

They can always be operated manually.system has FAILED. The 767 has a PES system. Cell: R13 Comment: UNSCHEDULED STAB TRIM Light: Illuminated -. Cell: AA11 Comment: MACH/SPD TRIM Light: Illuminated -. Cell: AD13 Comment: TEST QUESTION: A RUDDER RATIO Light illuminates and a RUDDER RATIO Advisory message appears on the EICAS to indicate control inputs to the Rudder are NOT being correctly modified.Illuminated -. Alternate Electric Stab Trim Switches were used while the Autopilot was engaged.Anti-skid FAULT detected in the Active Brake System (whether the Normal or the Alternate Brake System). NORMAL Brakes: Pushing a Brake Pedal opens the respective Brake Metering Valve. 2. Eight Wheel Speed Transducers provide input to the Controller.pressure is reduced to two wheels. touchdown. NOTE: There are differences here. In addition. Indicates that control inputs to the Rudder are not being correctly modified. then Speedbrakes will NOT extend automatically after landing.If Speedbrake Lever is ARMED or DOWN. Stabilizer moving opposite to signal by: A) Autopilot Elevator input B) Mach/Speed Trim System 2. Anti-skid protection is provided for BOTH Normal and Alternate Brakes by the same Anti-skid Controller. ALTERNATE Brakes: The Anti-skid Controller regulates the pressure through each Alternate Anti-skid Valve to a set of laterally paired wheels. 1. At low airspeeds the two remaining Rudder actuators provide sufficient control for full rudder displacement.Uncommanded Stabilizer movement. Manual Trim Levers were used while the Autopilot was engaged. -.Rudder Ratio System has FAILED. Speedbrakes may EXTEND in flight if additional FAULTS occur. and hydroplane situations. The Speedbrake Lever should be returned to the DOWN position. Rudder structural protection is provided by automatic DEPRESSURIZATION of the LEFT Hydraulic System Rudder Actuator which limits Rudder displacement at high air speeds. The Anti-skid Switch controls power to the Anti-skid Controller. Cell: U13 Comment: RUDDER RATIO Light: Illuminated -. How is Rudder Structural Protection provided in this situation? . Pressure passes through the Anti-skid Valves for each Wheel. If the Left Hydraulic System is providing normal pressure to the Ratio Changer. This requires that Crosswind and Autoland limitations be observed. Pilot inputs to the Rudder may be increased or decreased in sensitivity. a FAULT may result in limited displacement of the Rudder at all airspeeds. Cell: X13 Comment: ANTISKID Light: Illuminated -.If Speedbrake Lever is ARMED. protection also covers locked wheel. When a skid is sensed the signal is sent to reduce the pressure -.

NOTE: IRS DC power will NOT be removed if the electrical System is isolated when 3 Autopilots are Armed for Approach. and VSI checks. Cell: AA19 Comment: RF SENSITIVITY CONTROL: ROTATE -. The Main Battery is used as an alternate source. Initial Attitude Mode Selection 3. Normally the IRSs operate on AC power from the Left and Right Electrical Systems. what is the preferred position that should be entered? ANS: The most accurate Lat/Long position available.IRS NOT in Align Mode NOTE: The Alignment must be complete BEFORE the RDMI. The System can operate on AC or DC power. Cell: AD20 Comment: TEST QUESTION: What three conditions make the ALIGN Lights flash during the alignment? ANS: 1) Airplane movement during alignment 2) Position entry error 3) No position entered during the 10 min alignment phase Cell: A21 Comment: INERTIAL REFERENCE SYSTEM: Three IRSs are installed. Emergency Checklist may instruct APU Start.IRS is operating normally in: 1. Aircraft movement B.IRS error detected during alignment due to: A. Position entry error C. Align Mode 2. then the RIGHT IRS continues for 5 minutes on DC power. Cell: P19 Comment: DANGER: DO NOT TRANSMIT ON HF RADIOS WHILE THE AIRCRAFT IS BEING FUELED. Extinguished -. ADI HSI.otherwise the Alignment will have to be repeated.ANS: Automatic DEPRESSURIZATION of the LEFT Hyd System Rudder Actuator. Cell: AD16 Comment: TEST QUESTION: During initial IRS Alignment.Varies the Receiver Input Signal level. The aircraft should NOT be moved during Alignment -. Cell: F16 Comment: IRS SYS DSPL SELECTOR: Selects the system to display when the keyboard is NOT in control. [ ETOPS ] Cell: L21 Comment: IRS ON DC Light: . Position more than 1 Degree (one degree) from present location. DIFFERENCES: 757: If power is lost on Left AC and Left DC: then the LEFT and CENTER IRS last for 5 minutes. Powering down Illuminated (flashing) -. After 5 minutes the LEFT and CENTER IRS remain powered. Cell: X19 Comment: FREQUENCY INDICATOR: Indicates the selected frequency. 767: If power is lost on the Right AC. After 5 minutes only the RIGHT IRS is available. Cell: L20 Comment: IRS ALIGN Light: Illuminated (steady) -. and TCAS Test.

Begins 10 minute alignment is selected from OFF. If on the ground and AC power fails then Horn sounds in Nose Wheel Well. AM signals.Permits system to enter NAV Mode after completing an alignment.IRS operating on aircraft DC power. The INOP Light for the Yaw Damper being tested remains illuminated after the test if a FAULT is detected. During the Test all IRS panel lights illuminate. Yaw Damper is inoperative.Begins quick alignment when system is in NAV Mode. . Cell: M25 Comment: IRS MODE SELECTOR: PULL OUT to move from NAV positions. Cell: L22 Comment: IRS DC FAIL Light: Illuminated -. -.Power removed from the Unit. USB -. Yaw Damper Switch OFF (The display message always appears when the Switch is OFF). Cell: Z24 Comment: FREQUENCY SELECTORS: Selects the HF frequency and displays it in the Indicator. This Test requires one aligned IRS and hydraulic power.Illuminated -. Cell: H31 Comment: YAW DAMPER Switch: ON -. Present Position and True Heading lost until system is realigned on ground.Receives Single-side Band Signals.ALIGN illuminates for 30 seconds as system goes through shutdown.Begins alignment when parked. what must be done to obtain accurate magnetic heading information? ANS: The IRS Mode Selector must be cycled through the OFF position to reenter ALIGN Mode or NAV Mode. the entire Yaw Damper may be TESTED on the ground with the YAW DMPR Test Switch. Cell: AD21 Comment: TEST QUESTION: When in the ALTITUDE Mode of the IRS. Momentary moving the Test Switch to L or R begins the 10 second Test. NOTE: Re-alignment requires 10 minutes ground stop (parked) and Present Position (Lat-Long). Magnetic Heading is required to initialize heading output.IRS is using only AC power. OFF -.Alignment lost.Yaw Damper signaled ON YAW DAMPER INOP Light: Illuminated -1.Receives double-sideband.Begins Attitude Mode operation. IRS DC power Voltage level is below normal. YAW DAMPER INOP Lights and EICAS messages appear. Pushing the Yaw damper Switch OFF is a redundant means of removing the hydraulic power to it. Switch must be cycled through OFF position to re-enter align or NAV Mode. NAV -. AM -. ALIGN -. -. Also illuminates during initial alignment power test for a few seconds. -. or 2.System has detected a FAULT requiring Maintenance. ATT -. Anytime a FAULT is detected the INOP Light and EICAS message appear and hydraulic power to that system is automatically removed. System prefers AC power. Cell: L23 Comment: IRS FAULT Light: Illuminated -. NOTE: When the Yaw Damper System is electrically powered a SELF TEST occurs. Cell: S22 Comment: MODE SELECTORS: OFF -.

guarded): ON (in view) -. The EEC provides a Trim Input to its HFC to command the engine to produce the computed thrust level. NOTE: Thrust Lever(s) should be retarded to a mid position before turning OFF the EEC(s)... Cell: M31 Comment: ANTISKID Light: ON -. The engines can be operated without the EEC function. It is recommended that the EEC be turned OFF at or near IDLE since a rapid decrease in engine RPM may occur at higher power settings. It provides a Trim Input to the Hydromechanical Fuel Controller (by a Trim Motor). Each EEC has its own dedicated generator. so that 100% equals Full Throttle. etc. When a failure occurs. This prevents possible overboosting. It provides a trim input to the Hydromechanical Fuel Controller (by a trim motor) to operate the engine at the EEC computed thrust level. DIFFERENCE: 767 does not have ELC. General Electric use N1.Overspeed Protection) Comment: Electronic Engine Control (EEC): OVERBOOST PROTECTION Each engine has a Hydromechanical Engine Fuel Control unit with an Electronic Engine Control (EEC) unit. Turning off the EEC does NOT disable the parameter display. Each ELC has its own dedicated generator. Cell: C36 Comment: ELECTRONIC ENGINE CONTROL (EEC): The Thrust System consists of a Hydromechanical Engine Fuel Control (HFC) with an Electronic Engine Control (EEC) Unit on each engine. CAUTION: The appropriate thrust Lever should be retarded to a mid position before turning the EEC to OFF to prevent engine overboost. the EEC Trim Motor will hold the last computed Trim Level until the Unit is turned OFF. EICAS displays are generated by the EEC or Thrust Management Computer (TMC). When a failure occurs. If the TMC fails the values are blank. the EEC Trim Motor will hold the last computed Trim Level until the Unit is turned OFF. EEC continuously computes the Maximum Thrust Limits (MTL). Turning off the EEC does NOT disable the display. Rolls Royce's use EPR. NOTE: When the EEC is OFF and the Thrust Levers are moved full forward you will get the following EICAS CAUTION: L or R EEC OFF Cell: A36 ( DIFFERENCE: EEC --Overboost Protection) Comment: Electronic Limiter Control (ELC): OVERSPEED PROTECTION Each engine has a Hydromechanical Engine Fuel Control unit with an Electronic Limiter Control (ELC) unit. These are displayed as the Amber Radial on the display.]. The percentage is varied with Thrust Lever Position. NOTE: Thrust Lever(s) should be retarded to a mid position before turning OFF the ELC(s). If the EEC is turned off the TMC computes these values. OFF (blank) -. EICAS EPR or N1 displays are created by the EEC or the Thrust Management Computer (TMC).Failure of a single Yaw Damper results in reducing the Total Yaw Damper Authority by ONE HALF. .g. During accelerations the transition to EEC control is unnoticeable. Each EEC has its own dedicated generator.Anti-skid is signaled ON OFF -. During low power operations the HFC governs engine performance. The EEC computes this EPR as a percentage of its MTL.Hydromechanical Fuel Control is scheduling the fuel flow. [e. During normal operation the EEC computes the Maximum Thrust as a percentage of Thrust Lever position so that Full Forward Thrust Lever Position will equate to Maximum Thrust. Cell: L36 Comment: ELECTRONIC ENGINE CONTROL (EEC) Switches (alternate action. Depending upon what engine the airline has installed on the aircraft. The engine may be operated conventionally without the EEC. The EEC continuously computes the maximum limits for thrust. The engine may be operated conventionally without the ELC.Electronic Engine Control trims fuel flow for limiting EPR RPM when engine is accelerating at or near any Thrust Mode Limit. Immediate replacement of the Thrust Lever to restore power is acceptable.Anti-skid Switch is OFF NOTE: on some aircraft only Cell: A35 (DIFFERENCE: ELC -. The ELC continuously computes the maximum limits for N1 RPM overspeed protection.

a L or R EEC OFF Caution Message is displayed. EEC is inoperative 2.NOT powered: 1.Standby AC Bus -.Battery Switch is OFF Cell: Y36 Comment: STANDBY POWER SELECTOR: BAT -. STANDBY BUSES OFF -. PUSH In to move the Selector from Auto to OFF -Standby Buses are DISCONNECTED from all power sources.Flap = 25 or 30 NOTE: Some airlines may prohibit the use of TO 1 or TO 2. whichever is the greater thrust value. The Air Data Computer provides the inputs.MAIN AC BUS and MAIN DC BUS power the Standby Buses. Cell: AD36 Comment: TEST QUESTION: What does the Standby Power Bus OFF Light indicate? ANS: Either is NOT powered. The TMC calculates the reference EPR for the "assumed temperature reduced thrust takeoff. BATTERY BUS 2. Standby AC BUS OR 2. (some aircraft): TO 1 = 88% thrust // TO 2 = 80% thrust (see below) B) Reduced Climb Thrust.Standby DC Bus Cell: A37 Comment: Thrust Management Computer: The TMC computes a reference EPR based upon existing pressure altitude and ambient temperature. Cell: P36 Comment: BATTERY DISCHARGE Light: Illuminated -." It is displayed above the Thrust Reference Mode. Standby DC BUS .Either: 1.With the BAT Switch ON this provides for the Battery as a backup power source. Minimum Idle for all ground operations 2. -. -.HOT BATTERY BUS provides backup power to 1. EEC is selected OFF INHIBITED with Switch ON and the engine is shutdown.Battery is discharging. There are two levels of: A) Reduced Takeoff Thrust. BATTERY SWITCH OFF Light: Illuminated -. Various modes can be selected on the Thrust Mode Select Panel.EEC INOP Light: Illuminated -.Gear is DOWN or -. When the EEC is turned OFF and the Thrust Levers are moved to Full Forward. Approach Idle for faster acceleration for Go Around or Reverse Thrust (5 sec delay): -.Battery powers Standby Busses if the BAT Switch is ON AUTO -. guarded) ON -. Cell: T36 Comment: BATTERY Switch: (alternate action.(blank) BATTERY BUS is DISCONNECTED from the HOT BATTERY BUS. Cell: AA37 Comment: STANDBY POWER BUS OFF Light: Illuminated -. Assumed Temperature Takeoff Thrust is limited to a 25% reduction from Maximum Takeoff Thrust or Selected Climb Thrust. CLB 1 = 94% thrust // CLB 2 = 88% thrust (reduce 6% and then another 6%) C) Idle RPMs: 1. NOTE: When a failure is detected the EEC will hold the current Trim Level until the Unit is turned OFF.

External power Contactor is CLOSED EXTERNAL POWER AVAIL Light: Illuminated -. Cell: P42 Comment: ELECTRICAL SCHEMATIC Cell: AD42 Comment: TEST QUESTION: What does the External Power AVAIL Light signify? ANS: External Power is connected AND meets quality standards.Hydraulic System Pressure is LOW.Cell: M38 Comment: TEST QUESTION: When turning OFF an EEC. Overload O 3.associated Utility lost FIX: stop the Engine Start process B) Overload Load Shed: Associated Utility Bus lost FIX-. APU Generator Field is OPEN 2. Cell: M42 Comment: L/C/R SYSTEM LOW PRESSURE LIGHT: Illuminated -. FAULT -. Cell: AD43 Comment: LOAD SHEDDING: The THREE conditions for Load Shedding are: 1. Generator Loss G 2.RESET APU GEN OFF Light: Illuminated -1. APU Generator Field CLOSED 2. Engine Start ES Suggested acronym " GOES " . only APU supplying power.If the AVAIL Light is ON.APU Generator Breaker is OPEN with APU running 2. then this Switch will: OPEN or CLOSE the External Power Contactor ON -. Cell: Z43 Comment: LOAD SHEDDING: A) Engine Starting Load Shedding: FIRST Engine -. APU Generator Control Switch is OFF Cell: X43 Comment: EXTERNAL POWER Switch (momentary action): PUSH -. someone pushes up a Throttle: the Electrical System thinks take-off is intended. APU Generator Breaker ARMED to Close automatically OFF -. Cell: U43 Comment: APU GEN CONTROL Switch (alternate action): ON -. Fault Trip Circuit -.External Power is plugged in and of acceptable quality. what is the precaution to observe to prevent an overboost of the Engine? ANS: Retard the Thrust Lever to mid-position. sees only one power source and so it load sheds.(blank) 1.Both Utilities Buses lost SECOND Engine -.correct the overload condition C) Single Power Source Load Shedding: Both Utility Buses dropped off-line FIX: get a second power source (APU?) What might cause an unintentional single power source load shed? At the gate.(bar in view) 1.

Bus Tie Breaker -. what is the probable cause and solution? ANS: The Galley Buses have TRIPPED. then ON) Cell: M44 Comment: L/C/R RESERVOIR Light: Illuminated -.Arms the automatic AC and DC Bus Tie Closure System OFF -. The Right Reservoir has a Stand Pipe to provide fluid for Reserve Brakes acting through the Normal Brakes. how can a Generator Loss Load Shed be RESET? ANS: Only by establishing a second Generator.EITHER: 1.OPEN AC BUS ISOLATION Light: Illuminated -. Fault Trip Circuit -. No Flight Instrument Transfer 3.OPEN 4. Utility Bus 2. can the DC Bus Tie Breaker CLOSE if there is a loss of DC power on one of the two DC Buses? ANS: NO Cell: AA45 Comment: AC BUS TIE Switch (alternate action): AUTO -.OPEN 3.RESET NOTE: Suggested acronym: FIBB 1. Galley Buses .(bar in view) If no Load Shedding signal is present. Reservoir Air Pressure is LOW (Pressurized by Bleed Air System) The Left Reservoir has a Stand Pipe to provide fluid for the Power Transfer Unit (PTU) in the event of a LEAK in the Left Hydraulic System. DC BTB -. Recycle the Utility Buses (push OFF. Reset Faults Circuits 2. (See PTU Data below and Hydraulic System sheets). Reservoir Quantity is LOW 2. yet the UTILITY BUS OFF Lights are NOT illuminated. What power sources can power the Ground Handling Bus when on the ground? ANS: APU or External Power If a Flight Attendant reports there is NO Galley power.OPEN 2.Bus Tie Breaker is LOCKED OPEN due to: 1. Switch is OFF 2. AC BTB -. FAULT Cell: D47 Comment: LEFT HYD SYSTEM Cell: I47 Comment: CENTER HYDRAULIC SYSTEM Cell: N47 Comment: RIGHT HYD SYSTEM Cell: W48 Comment: UTILITY BUS Switch: (alternate action) ON -. DC Bus Tie Breaker -. associated Flight Instrument Bus Transfer INHIBITED to alternate power source 4. then CONNECTS to Main Bus: 1. Cell: AD44 Comment: TEST QUESTION: If either AC BUS TIE Switch is OFF.TEST QUESTIONS: In-flight.(blank) 1.

yet the Utility BUS OFF Lights are NOT illuminated.Center Electric Pump Pressure is LOW.ARMED to close when acceptable power is available. then maybe the Galley Buses have Tripped -. Generator Breaker -.Pump is ON NOTE: When only one electrical generator is operating and BOTH Electric Pump Switches are ON. Cell: AD53 Comment: TEST QUESTION: Once an IDG has been disconnected. GENERATOR DRIVE Light: Illuminated -1. Generator Drive Oil Temperature is HIGH 2. Generator Drive Oil Pressure is LOW Cell: AA54 Comment: GENERATOR CONTACTOR Switch (alternate action): ON -.Utility and Galley Buses are UNPOWERED NOTE: If a Flight Attendant complains that there is NO Galley Power. 2 Electric Pump operation is INHIBITED to reduce electrical loads. Galley Buses -. L/R ENG PUMP LOW PRESSURE Light: Illuminated -.CLOSED 2.(blank) 1. Generator Field -. Cell: X54 Comment: GENERATOR DRIVE DISCONNECT Switch: (momentary action. Cell: N53 Comment: L/R ENG PUMP OVERHEAT Light: Illuminated -.Bus is UNPOWERED Cell: K53 Comment: C ELEC PUMP OVERHEAT Light: Illuminated -.therefore try RECYCLING the Utility Buses. Generator Breaker -.Engine Hydraulic Pump is ON and pressurizes the system when the engine rotates.RESET UTILITY BUS OFF Light: Illuminated -.Center Electric Pump is OVERHEATED.Engine Pump is OVERHEATED. OFF -.OPEN .OFF -. guarded) PUSH -.Generator and Drive are DISCONNECTED from the engine. Cell: N50 Comment: L/R ENG PUMP Switch: ON -. Overload Load Shed Circuits -.Engine Pump Pressure is LOW. the No. NOTE: This can only be reconnected by Maintenance. (Same on 767) DIFFERENCES: The 767 has a Note concerning the operation of the Hydraulic Driven Generator as well as supplementing large demand Systems with an Air Demand Pump. Cell: AA50 Comment: AC BUS OFF Light: Illuminated -.(bar in view) 1. C ELEC PUMP LOW PRESSURE Light: Illuminated -.(blank) 1. Cell: K50 Comment: CENTER ELEC PUMP Switch: ON -.DISCONNECT 2. Utility Buses -. how can it be reconnected? ANS: Only on the ground and by Maintenance.DISCONNECT 3.

Cell: N59 Comment: L/R ELEC PUMP OVERHEAT Light: Illuminated -. The Reserve Brake Switch also controls the Shutoff Valves which allow the use of the Reserve Hydraulic Fluid and ISOLATE the Electric Pump to power the Normal Brakes. APU Fuel Valve OPEN 2.Electric Pump is ON. The 767 has a Pitch Enhancement System (PES). Cell: F57 Comment: HYDRAULIC SCHEMATIC Cell: H57 Comment: DIFFERENCES: The 767 has a Hydraulic Driven Generator (HDG). The 757 does not. The Pump is automatically RESET and does NOT SHED during second Engine START.APU Bleed Valve is CLOSED. APU Door OPEN 3. This occurs if the APU is supplying when the first Engine Start Selector is selected to GND.EICAS: L/R HYD ELEC PUMP NOTE: On some aircraft the LEFT Electrical Pump is shed during Engine START. 1. Fault Trip Circuits -. The 757 has a Power Transfer Unit (PTU). Cell: J57 Comment: TEST QUESTION: When using the Extended Ground Delay Procedure. (Blank) -. Shutdown occurs when the cycle is complete.Generator Breaker is OPEN Cell: AD55 Comment: TEST QUESTION: What does the Generator DRIVE Light indicate? ANS: High Oil Temperature Low Oil Pressure Cell: N56 Comment: L/R ELEC PUMP SWITCH: ON -. Cell: Z59 Comment: APU SELECTOR: OFF -. The 757 does not. (both Engines are shut down).APU operating position. NOTE: The 767 has a Note concerning the operation of the Left Demand Pump during engine starts and one generator operation. L/R ELEC PUMP LOW PRESSURE Light: Illuminated -. which Hydraulic Pump is left ON? ANS: The Right ELEC Pump. The 767 does not. -.RESET GENERATOR OFF Light: Illuminated -. APU Bleed Valve ARMED .Electric Pump is OVERHEATED.APU is running at operating speed.Fault Circuit RESET ON -. NOTE: Activating the Reserve Brakes Switch will signal the RIGHT Electric Pump to OPERATE regardless of the Electric Pump Switch position.2.Electric Pump Pressure is LOW. Cell: S59 Comment: APU RUN Light: Illuminated -. if Opened After Bleed Valve is Closed the Shutdown Cycle is initiated.

NOTE: The PTU is INHIBITED when the Right Engine is NOT operating. the Ram Air Turbine will automatically deploy and pressurize the CENTER SYSTEM. Landing Gear 2.Initiates automatic Start Sequence. how can you tell if the PTU is providing power? ANS: L HYD PRESS indication the EICAS Status Display. APU Fuel Valve NOT in the commanded position. The 767 does have a Hydraulic Driven Generator. Landing Gear 4. Nose Wheel Steering EICAS Status will display System pressure when the PTU is running. Cell: AB63 Comment: TEST QUESTION: What is the Duty Cycle on the APU Starter? ANS: Maximum of 3 consecutive Starts or .APU Shutdown due to 1. FAULT 2. Cell: K61 Comment: TEST QUESTIONS: When is the PTU automatically activated? ANS: LEFT Engine FAILURE or LEFT Engine PUMP Pressure is LOW Cell: S61 Comment: APU FAULT Light: Illuminated -. Cell: AA63 Comment: Difference: 767 has a question concerning when an APU in-flight Start is required. The PTU is automatically activated when the Left Engine FAILS or the Left Hydraulic Pressure is LOW.4. Flaps 2. Cell: J61 Comment: TEST QUESTIONS: The PTU provides Hydraulic Power to what Systems? ANS: 1. Cell: I61 Comment: HYDRAULIC SYSTEM INFORMATION: The 757 has a Power Transfer Unit (PTU). The PTU assists the LEFT HYDRAULIC ELECTRIC PUMP to operate the 1. Slats 3. Cell: I60 Comment: RAT INFORMATION: If BOTH engines fail. Nose Wheel Steering (NWS) TEST QUESTIONS: With the Left Hydraulic System inoperative. Fuel Pump is Energized START -. This is a momentary position. Flaps / Slats 3. FIRE 3. This is a hydraulic motor pump and it transfers hydraulic power from the RIGHT Hydraulic System to the LEFT Hydraulic System. DIFFERENCES: There is no PTU on the 767. Cell: S63 Comment: TEST QUESTION: During APU Start the FAULT Light comes ON momentarily -what does this indicate? ANS: Temporary disagreement as the Fuel Valve OPENS. Selector is spring-loaded to the ON position.

Cell: V66 Comment: MONITOR INDICATOR: During TEST.Erases all four Channels if.Illuminates the corresponding Left or Right Turnoff Light. Cell: R66 Comment: MICROPHONE: Detects conversation for Input into one of 4 Voice Recorder Channels. Forward Dome Lights 3. 2.Controls Right and Left Glareshield Floodlights. Aft Dome Lights They come on at maximum brightness. Cell: AB66 Comment: ERASE Switch: PUSH (9 SECONDS) -. Cell: AA75 Comment: LIGHT OVERRIDE Switch: ON -.Controls Aisle Stand Instrument Panels.SET Cell: AA70 Comment: HEADSET JACK: Accepts headset plug to monitor playback voice audio or tone transmission during TEST. DIFFERENCES. ROTATE Outer Knob -. Cell: Y66 Comment: TEST Switch: PUSH (4 seconds) -. 1. Needle displaces to Green Band if all four Channels are operating.Controls Aisle Stand Floodlights. Instrument Floodlights 2.Tests all 4 Channels of the Voice Recording operation. Cell: AA80 Comment: TAXI LIGHT Switch (as installed): ON -. On the ground. RUNWAY TURNOFF LIGHTS Switch: ON -.Overrides normal controls for the pilots': 1. Mounted on the fixed portion of the Nose Gear. GLARESHIELD LIGHT CONTROL: ROTATE Inner Knob -. Cell: X77 Comment: TEST QUESTION: If normal Dome Light power is lost. Cell: W76 Comment: AISLE STAND LIGHT CONTROL: ROTATE Inner Knob -. Parking Brake -. . Inhibited when Nose Gear is retracted. ROTATE Outer Knob -. They are mounted on the fixed portion of the Nose Gear.Controls Glareshield Instrument Panels. Inhibited when Nose Gear is retracted.Illuminates the dual (2) Taxi Lights. which Dome Lights are powered by the Battery Bus? ANS: The two (2) Forward Dome Lights DIFFERENCE: No similar question for the 767.attempts within a 60 minute period. see 767 Visual Oral file.

2 ON PRESS ON PRESS ! R ENG ON PRESS ! L BUS ISLN L R R BUS BUS OFF R P R I BUS OFF L ON OFF ON OFF .ELEC .500 RF SENS YAW DAMPER L R ANTISKID ON INOP ON INOP ON OFF ELEC ENGINE CONTROL ON INOP R I G H T D I S C H EEC Data INFO TMC Data BAT ON OFF STBY POWER AUTO OFF BAT L E F T ON INOP ! O F F SYS PRESS SYS PRESS SYS PRESS ! O F F AUTO APU GEN EXT PWR ON AVAIL ! ON QTY QTY QTY AUTO ISLN UTILITY BUS ! L ENG P R I ON PRESS ! HYD PUMPS C 1 .B ENTRY DOORS CARGO DOORS ACCESS DOORS EMER DOORS IRS MODE SEL CAPT PITOT L AUX PITOT F O PITOT R AUX PITOT L AOA R AOA N DSPL PPOS TK/GS BRT W SEL WIND TAT ---------- 1 W 4 N 2 H 5 S 8 3 STAB TRIM UNSCHED STAB TRIM SPOILERS AUTO SPDBRK --------- HDG E 6 RUDDER RATIO ANTISKID AIL LOCK SYS C L DSPL 7 9 R ENT 0 CLR HF L C ALIGN ON DC DC FAIL FAULT NAV ATT R ALIGN ON DC DC FAIL FAULT ALIGN OFF NAV ATT OFF USB AM ! IRS Data ALIGN ON DC DC FAIL FAULT ALIGN OFF NAV ATT ALIGN OFF 24.

R I M A R Y PRESS OVHT PRESS OVHT PRESS OVHT PRESS OVHT R I M A R Y L GEN CONT L GEN DRIVE DISC R R GEN CONT ELEC PRESS AIR PRESS ELEC PRESS O F F ON DRIVE DRIVE O F F ON D E M A N D OVHT OVHT OVHT ! ! AUTO OFF ON OFF AUTO ON OFF AUTO ON D E M A N D APU RUN OFF FAULT ON START ! ! TEST ERASE HEADSET COCKPIT VOICE RECORDER PANEL / FLOOD GLARESHIELD AISLE STAND 600 OHMS LT OVRD ON OFF OFF TAXI OFF OFF DIM ON BRIGHT RUNWAY L OFF TURNOFF R ON .

ACCESS DOORS ! R AOA ! ---------- --------- ! LOCK ! RF SENS ! ! ! O F F ! ! ! ! ! .

! ! START ! ! ERASE LT OVRD TURNOFF .

1 TOTAL 40.7 137.B SCROLL TO ENGINE ANTI-ICE AND WING ANTI-ICE EMER LIGHTS PASS OXY ! ! OFF UNARMED ARMED ON ON ! SOME AIRCRAFT MAY HAVE ONLY ONE CROSSFEED VALVE AND THE PANEL LOOKS LIKE THIS.7 FUEL QTY X 1000 40.7 15 FUEL TEMP C 55. RAM AIR TURB ! PRESS UNLOCK AFT ON PRESS ! FUEL L PUMPS CROSSFEED R PUMPS ON VALVE PRESS ENGINE START BOTH 1 2 VALVE AUTO GND VALVE OFF CONT FLT AUTO GND OFF CONT FWD ON PRESS FUEL CONFIG ON PRESS C PUMPS + L ON P R E S P R E S ! ON R FLT FUEL L PUMPS ON PRESS VALVE CROSSFEED R PUMPS ON PRESS AFT AFT ! ! ! ! CENTER LEFT FWD ON PRESS VALVE C PUMPS ON PRESS FWD ! << P R E S FUEL QUANTITY PROCESSOR + L ON P R E S ON R FUEL CONFIG L L C R C 40.7 15 FUEL TEMP C 55.7 FUEL QTY X 1000 ! WING ANTI-ICE ENGINE ! ! TO BLEED AIR MANIFOLD .

ENGINE ON L R TO BLEED AIR MANIFOLD R ON VALVE + L ON VALVE ANTI-ICE VALVE VALVE VALVE PRV RAIN REPELLENT L R OFF LOW HIGH WIPER LP + HP (SOV) WING ANTI POSITION COLLISION RED ON ON WHITE ON ON OUTER THREE SLATS ARE HEATED LANDING WING L R NOSE GEAR OFF ON OFF ON .

7 FUEL QTY X 1000 40.7 137.VE ONLY ONE R PUMPS AFT PRESS FWD PRESS CENTER RIGHT FUEL QUANTITY PROCESSOR FMC R 55.1 TOTAL WING ANTI-ICE .

ICE VALVE WING ON L R VALVE VALVE AIR / GND LOGIC FROM SOURCE WING ANTI-ICE VALVE TEMP .

B CARGO HEAT FWD AFT BULK ! ON OVHT ON OVHT ON OVHT WINDOW HEAT L SIDE FWD FWD ! R SIDE COMPT TEMP 75 75 75 ON INOP ON INOP ON INOP ON INOP ! USB OFF AM HF RF SENS INOP FLT DK INOP FWD CAB INOP AFT CAB 24.500 C W OFF C OFF W C OFF W ! VHF L C SECAL R HF L R PA IN USE CABIN FWD MID CALL AFT ALERT GRN CALL FLT INT TRIM AIR ON OFF RECIRC FAN L R ON INOP ON INOP ALERT L PACK RESET R PACK RESET PASS SIGNS NO SMOKING AUTO OFF ON OFF SEATBELTS AUTO ON INOP PACK OFF AUTO OFF N C S T B Y INOP PACK OFF AUTO OFF N C W S T B Y ! VALVE OP CABIN ALTITUDE CONTROL CLIMB W AUTO RATE MANUAL CL MIN DESCEND MAX 80 LDG ALT ! 60 AUTO INOP DUCT 0749 .

AUTO INOP 0749 ! ! AUTO 1 DUCT PRESS MODE SELECT AUTO 2 MAN DUCT LEAK PSI 0 PUSH TO SET BELOW SL DUCT LEAK CABIN OFF OFF 0 10 0 2 4 4 8 6 25 15 8 6 6 BLEED ISOLATION HI STAGE VALVE BLEED HI STAGE DIFF PSI ALT x1000 RATE FPM L ENG APU V A L V E R ENG ! EQUIP COOLING ! CABIN ALTITUDE O F F O F F ALTN SMOKE OVHT PRESS DIFF LIMIT TO/LND .125 PSI CKT BKR OVHD PANEL DOME OFF LOGO ON OFF FLT DK DOOR UNLOCK OFF UNLOCK IND LTS DIM BRT TEST .

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500 USB OFF AM RF SENS ON SOME AIRCRAFT ! ! ! ! ! LEFT PACK GROUND PNEUMATIC 80 60 DUCT RIGHT PACK .! H F 24.

DUCT PRESS PSI 0 GROUND PNEUMATIC GROUND PNEUMATIC ! ! ! ! ! ! DUCT LEAK DUCT LEAK ( TEMPERATURE ) BLEED ISOLATION HI STAGE VALVE BLEED ( PRESSURE ) HI STAGE RIGHT WING ANTI HYDRAULIC RES LEFT WING ANTI-ICE L ENG O F F APU V A L V E O F F R ENG HYDRAULIC RESERVOIRS ENG A / I STARTER LEFT ENGINE MIRRORS THE RIGHT'S PNEUMATIC PLUMBING. ETC. LP HP .

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ROUND PNEUMATIC RIGHT WING ANTI-ICE HYDRAULIC RESERVOIRS STARTER .

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5 33 30 0 3 6 VOR ADF VOR ADF 27 24 21 VOR 1 (2) ILS 1 (2) 9 12 15 18 NAV 1(2) FMC 1 (2) 1 4 2 PULL UP GPWS TEST AS INSTALLED VHF NAV NORMAL BOTH ON 1 BOTH ON 2 BOTH ON 1 2 3 4 COMPASS PANEL BACKGROUND INST COMP TEST OFF OFF .5 . SEE TO THE RIGHT INSTRUMENT COMPARATOR GPWS BELOW G/S P / INHIBIT PUSH TO DIM F/D ON WINDSHEAR ! MON PWR HDG PITCH ROLL GS LOC ALT DH 20 60 400 350 300 250 240 220 80 100 120 10 20 10 ALT ALERT ! ! ! 8 9 .R 2 3 4 AS INSTALLED.40 220 200 180 140 160 7 10 10 TEST 6 009 DME 1 33 30 27 24 12 21 15 18 0 3 6 9 TEST SET TEST G/S IAS DME 2 DME ! 1 2 4 6 .

OFF OFF AFD COMPUTER CHANNEL A AFD COMPUTER CHANNEL B WEATHER RADAR AFD COMPUTER CHANNEL A AUTOTHROTTLE SPEED COMMAND COMPUTER FLIGHT RECORDER VERTICAL GYRO #1 VERTICAL GYRO NORMAL CAPT ON AUX F/O ON AUX AUTOTHROTTLE SPEED COMMAND COMPUTER VERTICAL GYRO #2 VERTICAL GYRO #1 AUX VERTICAL GYRO DME 1 DME 2 DME 1 DME 2 HSI CAPT RDMI F/O RDMI HSI HSI FLIGHT RECORDER VHF NAV #1 VHF NAV #1 .

VHF NAV #1 FCC Channel A VHF NAV #2 FCC Channel B VHF NAV #1 FCC Channel A COMPASS CONTROLLER #1 COMPASS CONTROLLER #2 COMPASS CONTROLLER COMPASS #1 BOTH ON 1 COMPASS NORMAL BOTH ON 2 COMPASS #2 COMPASS #1 CAPT F/O CAPT CAPT F/O CAPT HSI HSI HSI FLIGHT CONTROL COMPUTER A FLIGHT CONTROL COMPUTER B FLIGHT RECORDER VHF NAV NORMAL BOTH ON 1 BOTH ON 2 DME 1 DME 2 FLIGHT CONTROL COMPUTER A VHF NAV 1 VHF NAV 2 VHF NAV 1 DME 1 DME 2 DME 1 DME 2 CAPT F/O CAPT .

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PDC CON HOLD DES GA CWS ROLL CWS PITCH A/P P / RST A/T P / RST TEST 1 2 A / P STATUS ! 9 0 1 2 8 3 6 5 7 4 6 4 5 2 835 3 0 9 29.92 OUTER ! ! MARKER HIGH LOW MARKER HIGH ALT 5 AS INSTALLED LOW TEST COMPASS NORMAL BOTH ON 2 VERTICAL GYRO NORMAL CAPT ON AUX F/O ON AUX BARO 220 IAS 250 300 KNOTS AS INSTALLED AFCS FLOOD GROUND PROXIMITY WARNING FLAP / GEAR INHIBIT .NORMAL W / S FAIL PUSH TO TEST OFF . 2 1 AIRWAYS STAB OUT OF TRIM SPEEDBRAKE DO NOT ARM SPEEDBRAKES ARMED MIDDLE ! 9 8 7 MB 1013 6 0 1 2 3 4 INCHES 29.F/ D & A / P L NAV VOR LOC G/S FLARE V NAV ALT ACQ V/S PDC SPD -A/TARM ------SPEED THR HOLD .86 543__ IN.

AS INSTALLED GPWS MONITOR GLIDESLOPE INHIBIT GLIDESLOPE WARN AFD COMPUTER CHANNEL B WEATHER RADAR AFD COMPUTER CHANNEL A FLIGHT RECORDER VERTICAL GYRO VERTICAL GYRO NORMAL AUTOTHROTTLE SPEED COMMAND COMPUTER VERTICAL GYRO #2 VERTICAL GYRO #1 VERTICAL GYRO NORMAL CAPT ON AUX CAPT ON AUX F/O ON AUX AUX VERTICAL GYRO R AUX VERTICAL GYRO DME 1 DME 2 DME 1 DME 2 DME 1 DME 2 CAPT RDMI F/O RDMI HSI HSI CAPT RDMI FLIGHT RECORDER VHF NAV #1 VHF NAV #1 .

VHF NAV #1 FCC Channel A VHF NAV #2 FCC Channel B VHF NAV #1 FCC Channel A COMPASS CONTROLLER #1 COMPASS CONTROLLER #2 COMPASS COMPASS NORMAL COMPASS CONTROLLER #1 COMPASS #1 BOTH ON 1 COMPASS #2 BOTH ON 2 COMPASS NORMAL BOTH ON 1 R R F/O CAPT F/O CAPT HSI HSI COMPUTER A FLIGHT CONTROL COMPUTER B FLIGHT RECORDER VHF NAV NORMAL FLIGHT CONTROL COMPUTER A VHF NAV 1 VHF NAV 2 BOTH ON 2 DME 1 DME 2 DME 1 VHF NAV 1 VHF NAV NORMAL BOTH ON 1 BOTH ON 1 DME 2 F/O R CAPT .

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PDC TURB CRZ CLB TO SINGLE CH A / P OFF A/P P / RST A/T P / RST TEST 1 2 A / P STATUS PROGRESS DISPLAYS F/D PRESS CAP TO TEST AMBER A/P VOR / LOC GLIDE SLOPE PRESS CAP TO TEST GREEN PRESS CAP TO TEST AMBER F/D VOR / LOC GLIDE SLOPE A/P VOR / LOC GLIDE SLOPE PRESS CAP TO TEST GREEN VOR / LOC GLIDE SLOPE PMS GO AROUND REV COURSE PMS ALT SELECT AUTO THTL PMS GO AROUND REV COURSE PMS ALT SELECT AUTO THTL PULL TAB TO RELAMP PULL TAB TO RELAMP PULL TAB TO RELAMP PULL TAB TO RELAMP Typical Amber Displays Typical Green Displays ALTERNATE DISPLAY EXAMPLE INSTRUMENT COMPARATOR PUSH TO DIM MON PWR HDG VG GS LOC AS INSTALLED .ALTERNATE DISPLAY EXAMPLES F/ D & A / P HDG SEL VOR LOC G/S FLARE SPEED ALT HOLD V/S TO / GA -A/T-------PDC SPD EPR RETARD .

AFD COMPUTER CHANNEL B WEATHER RADAR FLIGHT RECORDER VERTICAL GYRO #2 VERTICAL GYRO F/O ON AUX VERTICAL GYRO DME 1 DME 2 CAPT HSI DME 1 DME 2 F/O RDMI HSI F/O RDMI FLIGHT RECORDER COMPASS #1 .

VHF NAV #2 FCC Channel B FLUX VALVE COMPASS #1 COMPASS AMPLIFIERS DIRECTIONAL GYROS COMPASS CONTROLLER #2 COMPASS NORMAL COMPASS #2 AUTOPILOT SYSTEM NAV UNIT # 1 FLT DIR # 1 ROLL COMPUTER BOTH ON 2 F/O F/O HSI FLIGHT CONTROL COMPUTER B FLIGHT RECORDER VHF NAV NORMAL VHF NAV 2 BOTH ON 2 DME 1 DME 2 F/O .

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DME 1 DME 2 CAPT RDMI F/O HSI COMPASS #2 .

COMPASS #2 COMPASS AMPLIFIERS FLUX VALVE DIRECTIONAL GYROS FLIGHT RECORDER NAV UNIT # 2 FLT DIR # 2 ROLL COMPUTER .

2000. 2001 RED TRIANGLE PRODUCTIONS LLC .© 1999.

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RIANGLE PRODUCTIONS LLC .

B SCROLL TO BOTTOM OF ELECTRICAL SCHEMATIC B/C ! STBY POWER HOT BAT BUS STBY DC BUS ! CENTER DC BUS B A T T E R Y ! D I S C H ON OFF AUTO OFF BAT O F F S/I ! CENTER AC BUS BATTERY BUS STBY AC BUS ! ! LEFT DC BUS BTB RIGHT DC BUS G R O U N D S E R V I C E ! GROUND HANDLING T/R O F F AUTO ISLN APU GEN EXT PWR ON AVAIL AUTO ISLN UTILITY BUS L BUS L E F T M A I N A C B U S CAPT FLT INST XFER BUS OFF L GEN CONT L R T/R ON R BUS BUS OFF R GEN CONT R I G H T ON OFF ON OFF ! L GEN DRIVE DISC R O F F ON DRIVE DRIVE O F F ! ! ON M A I N A C F/O FLT INST XFER B U S ! LEFT XFER AC BUS ! HYDRAULIC DRIVEN GENERATOR ! ! .

B/C BATTERY HOT BAT BUS D I S C H BAT ON OFF STBY POWER AUTO BAT OFF O F F STANDBY SWITCH is at OFF B/C BATTERY HOT BAT BUS D I S C H BAT ON OFF STBY POWER AUTO BAT OFF O F F STANDBY SWITCH is at AUTO LEFT DC BUS LEFT MAIN AC BUS STANDBY SWITCH is at BAT B/C BATTERY HOT BAT BUS D I S C H BAT ON OFF STBY POWER AUTO OFF BAT O F F BATTERY BUS LEFT DC BUS LEFT MAIN AC BUS HYDRAULIC DRIVEN GENERATOR ENGAGED B/C .

HYDRAULIC DRIVEN GENERATOR ENGAGED B/C BATTERY D I S C H BAT ON OFF STBY POWER AUTO BAT OFF HOT BAT BUS O F F BATTERY BUS LEFT DC BUS LEFT MAIN AC BUS LEFT XFER AC BUS HYDRAULIC DRIVEN GENERATOR RIGHT XFER AC BUS CAPT FLT INST XFER .

LEGEND: ! AUTO AC AUTO DC STBY AC STBY DC HDG AC HDG DC HDG GND SERV GND HANDLING OTHER B B B B STBY SW IN OFF STBY SW AT AUTO STBY SW AT BAT HDG OPERATING STBY AC BUS ! RIGHT DC BUS ! T/R ! ! ! ! R I G H T M A I N A C B U S B/C APU BATTERY ! RIGHT XFER AC BUS .

STBY DC BUS S/I STBY AC BUS STBY DC BUS S/I STBY AC BUS STBY DC BUS S/I STBY AC BUS .

STBY DC BUS S/I STBY AC BUS .

2 3 4 5 6 7 8 9 10 11 CHOOSE A NUMBER AND SITUATION APU GEN TIE BUS BUS XFER SW #2 GEN #1 GEN #1 MAIN BUS #1 GEN BUS #2 GEN BUS #1 TRANSFER BUS AUTO AC STBY BUS TR #1 TR #2 #2 TRANSFER BUS WITH DC STANDBY BUS The BAT Switch has no effect on TR3 operation. DC STBY BUS #1 DC BUS #2 DC BUS STATIC INVERTER STANDBY POWER SWITCH BATTERY BUS HOT BATT BUS GND SERV BUS #1 GEN #1 MAIN BUS #1 GEN BUS APU GEN TIE BUS BUS XFER SW #2 GEN #2 GEN BUS #1 TRANSFER BUS AUTO AC STBY BUS WITHOUT DC STBY BUS TR #1 TR #2 #2 TRANSFER BUS WITHOUT DC STBY BUS The BAT Switch must be ON to operate the TR #3 #1 DC BUS NOT in OFF #2 DC BUS STATIC INVERTER STANDBY POWER BATTERY BUS .

POWER SWITCH GND SERV BUS HOT BATT BUS #1 GEN #1 MAIN BUS #1 GEN BUS EXTERNAL AC APU GEN TIE BUS BUS XFER SW #2 GEN #2 GEN BUS #1 TRANSFER BUS AUTO AC STBY BUS TR #1 TR #2 #2 TRANSFER BUS WITH DC STANDBY BUS The BAT Switch has no effect on TR3 operation. DC STBY BUS #1 DC BUS #2 DC BUS STATIC INVERTER STANDBY POWER SWITCH BATTERY BUS BAT Position EXTERNAL DC HOT BATT BUS GND SERV BUS #1 GEN #1 MAIN BUS #1 GEN BUS APU GEN TIE BUS BUS XFER SW #2 GEN #2 GEN BUS #1 TRANSFER BUS AUTO AC STBY BUS TR #1 TR #2 #2 TRANSFER BUS WITH DC STANDBY BUS The BAT Switch has no effect on TR3 operation. DC STBY BUS #1 DC BUS #2 DC BUS .

DC STBY BUS #1 DC BUS #2 DC BUS STATIC INVERTER STANDBY POWER SWITCH GND SERV BUS BATTERY BUS HOT BATT BUS #1 GEN #1 MAIN BUS #1 GEN BUS APU GEN TIE BUS BUS XFER SW #2 GEN #2 GEN BUS #1 TRANSFER BUS AUTO AC STBY BUS TR #1 TR #2 #2 TRANSFER BUS DC STBY BUS #1 DC BUS #2 DC BUS STATIC INVERTER STANDBY POWER SWITCH GND SERV BUS BATTERY BUS HOT BATT BUS #1 GEN #1 MAIN BUS #1 GEN BUS APU GEN TIE BUS BUS XFER SW #2 GEN #2 GEN BUS #1 TRANSFER BUS #2 TRANSFER BUS .

BUS XFER SW #1 TRANSFER BUS AUTO AC STBY BUS TR #1 TR #2 #2 TRANSFER BUS DC STBY BUS #1 DC BUS #2 DC BUS STATIC INVERTER STANDBY POWER SWITCH GND SERV BUS BATTERY BUS HOT BATT BUS #1 GEN #1 MAIN BUS #1 GEN BUS APU GEN TIE BUS BUS XFER SW #2 GEN #2 GEN BUS #1 TRANSFER BUS AUTO AC STBY BUS TR #1 TR #2 #2 TRANSFER BUS DC STBY BUS #1 DC BUS #2 DC BUS STATIC INVERTER STANDBY POWER SWITCH GND SERV BUS BATTERY BUS HOT BATT BUS .

#1 GEN #1 MAIN BUS #1 GEN BUS APU GEN TIE BUS BUS XFER SW #2 GEN #2 GEN BUS #1 TRANSFER BUS AUTO AC STBY BUS TR #1 TR #2 #2 TRANSFER BUS DC STBY BUS #1 DC BUS #2 DC BUS STATIC INVERTER STANDBY POWER SWITCH GND SERV BUS BATTERY BUS HOT BATT BUS #1 GEN #1 MAIN BUS #1 GEN BUS APU GEN TIE BUS BUS XFER SW #2 GEN #2 GEN BUS #1 TRANSFER BUS OFF TR #2 #2 TRANSFER BUS AC STBY BUS TR #1 DC STBY BUS #1 DC BUS #2 DC BUS STATIC INVERTER STANDBY POWER SWITCH BATTERY BUS .

POWER SWITCH GND SERV BUS HOT BATT BUS #1 GEN #1 MAIN BUS #1 GEN BUS APU GEN TIE BUS BUS XFER SW #2 GEN #2 GEN BUS #1 TRANSFER BUS AUTO AC STBY BUS WITHOUT DC STBY BUS EITHER LOST TR #2 #2 TRANSFER BUS WITHOUT DC STBY BUS The BAT Switch must be ON to operate the TR #3 #1 DC BUS AUTO or BAT #2 DC BUS STATIC INVERTER STANDBY POWER SWITCH BATTERY BUS HOT BATT BUS GND SERV BUS #1 GEN #1 MAIN BUS #1 GEN BUS APU GEN TIE BUS BUS XFER SW #2 GEN #2 GEN BUS #1 TRANSFER BUS AUTO AC STBY BUS EITHER LOST TR #2 #2 TRANSFER BUS WITH DC STANDBY BUS The BAT Switch has no effect on TR3 operation. .

DC STBY BUS #1 DC BUS AUTO or BAT STATIC INVERTER STANDBY POWER SWITCH GND SERV BUS BATTERY BUS #2 DC BUS HOT BATT BUS .effect on TR3 operation.

Battery Charger. DC POWER APU is running. DATA TEXT BOXES for: Battery. NOT reproduced in every depiction below. VOLTAGE SENSOR BATTERY BAT CHRG #2 GEN BUS #2 MAIN BUS AIRCRAFT NORMAL IN-FLIGHT 1.#2 GEN BUS #2 MAIN BUS AIRCRAFT NORMAL IN-FLIGHT 1. WITH DC STBY BUS RANSFER BUS TR #3 BAT SW TH DC STANDBY BUS e BAT Switch has no ect on TR3 operation. DC POWER APU is running. NOT reproduced in every depiction below. WITHOUT DC STBY BUS RANSFER BUS ON TR #3 BAT SW OUT DC STBY BUS BAT Switch must be operate the TR #3 DATA TEXT BOXES for: Battery. Hot Battery Bus. Battery Bus are in this section. VOLTAGE SENSOR . Hot Battery Bus. AC POWER 2. Battery Bus are in this section. Battery Charger. AC POWER 2.

ITH DC STANDBY BUS he BAT Switch has no fect on TR3 operation. NOT reproduced in every depiction below. DATA TEXT BOXES for: Battery. #2 GEN BUS #2 MAIN BUS RANSFER BUS TR #3 BAT SW TH DC STANDBY BUS e BAT Switch has no ect on TR3 operation. DC POWER APU is running. VOLTAGE SENSOR BATTERY BAT CHRG #2 GEN BUS #2 MAIN BUS IN-FLIGHT LOSS OF #1 GEN APU SUPPLIES LEFT 1. DC POWER TRANSFER BUS TR #3 BAT SW NOTE: The LEFT side has the Ground Service Bus. Battery Bus are in this section. AC POWER 2. . It continues to supply the Battery Charger. Hot Battery Bus.BATTERY BAT CHRG ON THE GROUND APU POWER 1. Battery Charger. AC POWER 2.

VOLTAGE SENSOR BATTERY BAT CHRG #2 GEN BUS #2 MAIN BUS TRANSFER BUS TR #3 BAT SW IN-FLIGHT SINGLE GENERATOR LEFT GEN LOST NO APU AVAIL LOST: One GEN BUS One MAIN BUS Loss of GEN 1 BUS: also loses the GND SERVICE BUS Loss of GND SERV BUS: BATTERY CHARGER will get power from the #2 MAIN BUS VOLTAGE SENSOR BATTERY BAT CHRG #2 GEN BUS #2 MAIN BUS TRANSFER BUS IN-FLIGHT SINGLE GENERATOR RIGHT GEN LOST NO APU AVAIL LOST: One GEN BUS .SW the Battery Charger.

TRANSFER BUS TR #3 BAT SW LOST: One GEN BUS One MAIN BUS VOLTAGE SENSOR BATTERY BAT CHRG #2 GEN IN-FLIGHT FAILURE OF TR 1 #2 MAIN BUS TR 3 supplies power to #1 DC BUS #2 GEN BUS TRANSFER BUS TR #3 BAT SW VOLTAGE SENSOR BATTERY BAT CHRG .

#2 GEN IN-FLIGHT FAILURE OF TR 2 #2 MAIN BUS TR 3 supplies power to #1 DC BUS #2 GEN BUS TRANSFER BUS TR #3 BAT SW VOLTAGE SENSOR BATTERY BAT CHRG #2 GEN IN-FLIGHT POWER IS IN ISOLATION BUS TRANSFER SW is in OFF #2 MAIN BUS PREVENTS: 1) TRANSFER BUSES from transferring. 2) DC BUS #1 from TR 3 3) BATTERY CHARGER from #2 MAIN BUS BAT SW 4) STBY HYD PUMP 5) B HYD PUMP (opposite Pump Sw must be OFF) #2 GEN BUS TRANSFER BUS TR #3 VOLTAGE SENSOR .

BATTERY

BAT CHRG

#2 GEN BUS

#2 MAIN BUS

IN-FLIGHT AC POWER IN STANDBY Either was LOST: #1 TRANSFER BUS #1 DC BUS APU is running. ON BAT SW WITHOUT DC STBY BUS

RANSFER BUS TR #3

OUT DC STBY BUS BAT Switch must be operate the TR #3

VOLTAGE SENSOR

BATTERY

BAT CHRG

#2 GEN

#2 GEN BUS

#2 MAIN BUS

IN-FLIGHT AC POWER IN STANDBY Either was LOST: #1 TRANSFER BUS #1 DC BUS APU is running. WITH DC STBY BUS

TRANSFER BUS TR #3

ITH DC STANDBY BUS he BAT Switch has no fect on TR3 operation.

fect on TR3 operation. BAT SW
VOLTAGE SENSOR

BATTERY

BAT CHRG

© 1999, 2000, 2001 RED TRIANGLE PRODUCTIONS LLC

ACCESSORY PANEL
RESERVE BRAKES & STRG
RESET / DISABLE C HYD SYS

RESERVE
ON

!

B SCROLL TO NORMAL HYDRAULIC B SCROLL TO RESERVE CENTER H B SCROLL TO HDG OPERATING

NORM

ISLN

BRAKE SOURCE BLEED AIR
FILL

SYS PRESS

RESERVE
STAND PIPE

QTY

HYD PUMPS
C 1 - ELEC - 2 ON PRESS OVHT ON PRESS

2 ELEC 1
ELEC - 2 ON PRESS OVHT

RAT

OVHT

AIR PRESS

OVHT

BRAKES & STEERING
AIR

AUTO OFF ON

BLEED AIR
PRESS OVHT

ADP

BLEED AIR

RETURN FLUID

NORMAL OPERATIONS

When only one electrical generator is operati are ON, the #2 Electric Pump operation is INH

ADP ELEC 2

CENTER PNEUM. BLEED AIR

BLEED AIR ADP ELEC 1 ALTN BRAKES . BLEED AIR ELEC 1 ALTN BRAKES . NOSE GEAR & NW STEERING MAIN LANDING GEAR RESTRICTION FLAPS and SLATS BLEED AIR RETURN FLUID HYDRAULIC DRIVEN GENERATO LOSS OF BOTH MAIN AC CENTER AIR DEMAND PUMP CONTINUOUSLY .PNEUM. NOSE GEAR & NW STEERING MAIN LANDING GEAR RESTRICTION FLAPS and SLATS ` BLEED AIR RETURN FLUID RESERVE CENTER HYDRAU LEAK IN CENTER HYDRAULIC #1 ELECTRIC Pump is ISOLA Uses fluid below the Stand P ELEC 2 CENTER PNEUM.

CENTER AIR DEMAND PUMP CONTINUOUSLY Requires fluid above the S ELEC 2 CENTER PNEUM. BLEED AIR ADP ELEC 1 ALTN BRAKES . NOSE GEAR & NW STEERING MAIN LANDING GEAR RESTRICTION FLAPS and SLATS .

.LL TO NORMAL HYDRAULIC OPERATIONS LL TO RESERVE CENTER HYDRAULICS LL TO HDG OPERATING ! RAM AIR TURB PRESS UNLOCK RAT FLIGHT CONTROLS SYS PRESS LANDING GEAR & FLAPS and SLATS HDG ! ERATIONS ectrical generator is operating and both ELEC Pump Switches ctric Pump operation is INHIBITED to reduce electrical loads.

AIR DEMAND PUMP OPERATES CONTINUOUSLY. RAT FLIGHT CONTROLS HDG DRIVEN GENERATOR OPERATION: S OF BOTH MAIN AC BUSES. . id below the Stand Pipe.RAT FLIGHT CONTROLS HDG E CENTER HYDRAULICS NTER HYDRAULIC SYSTEM TRIC Pump is ISOLATED.

AIR DEMAND PUMP OPERATES CONTINUOUSLY. es fluid above the Stand Pipe. RAT FLIGHT CONTROLS HDG DC OUTPUT AC OUTPUT .

ENGINES ARE AND 2.Configuration ONE CABIN ALTITUDE PRESS DIFF LIMIT T/O & LND . AIRCRAFT SKIN T . AIRCRAFT SKIN T IS: ABOVE SKIN HEAT EXCHANGER OVERBOARD EXHAUST VALVE NOTE: The Skin Heat Exchanger is located It spans across the belly of the hull laterally The Overboard Exhaust Valve is depicted h purposes only. SUPPLY FAN HEAT EXCHANGER SHUTOFF VALVE SMOKE SENSOR CONDITIONS: 1. It is actually located as dep AIR CONDITIONED AIRFLOW FOR COOLING AIR CONDITIONING MANIFOLD VALVE NORMAL GROUND OPERATION -.AIR CONDITIONED AIRFLOW FOR COOLING AIR CONDITIONING MANIFOLD VALVE NORMAL GROUND OPERATION -.125 PSI EQUIP COOLING AUTO NO COOLING SMOKE OVERRIDE VALVE CHECK VALVE EXHAUST FAN NOTE: Both Fans operate on the ground.Configuration TWO CABIN ALTITUDE PRESS DIFF LIMIT T/O & LND . ENGINES ARE RU OR 2. SUPPLY FAN HEAT EXCHANGER SHUTOFF VALVE SMOKE SENSOR INBOARD SUPPLY VALVE CONDITIONS: 1.125 PSI EQUIP COOLING AUTO NO COOLING SMOKE OVERRIDE VALVE CHECK VALVE EXHAUST FAN NOTE: Both Fans operate on the ground.

SENSOR INBOARD SUPPLY VALVE OR 2.125 PSI EQUIP COOLING AUTO NO COOLING SMOKE OVERRIDE VALVE CHECK VALVE EXHAUST FAN NOTE: The Supply Fan will come ON automatically if the Exhaust Fan fails. AIRCRAFT SKIN T IS: BELOW SKIN HEAT EXCHANGER OVERBOARD EXHAUST VALVE AIR CONDITIONED AIRFLOW FOR COOLING AIR CONDITIONING MANIFOLD VALVE NORMAL FLIGHT OPERATION CABIN ALTITUDE PRESS DIFF LIMIT T/O & LND . SUPPLY FAN FAN IS NOT OPER HEAT EXCHANGER SHUTOFF VALVE SMOKE SENSOR INBOARD SUPPLY VALVE SKIN HEAT EXCHANGER OVERBOARD EXHAUST VALVE AIR CONDITIONED AIRFLOW FOR COOLING AIR CONDITIONING MANIFOLD VALVE OVERRIDE OPERATION CABIN ALTITUDE EQUIP COOLING .

CABIN ALTITUDE PRESS DIFF LIMIT T/O & LND .125 PSI EQUIP COOLING AUTO NO COOLING SMOKE OVERRIDE VALVE CHECK VALVE EXHAUST FAN NOTE: This is when th NO COOLING Light is SUPPLY FAN HEAT EXCHANGER SHUTOFF VALVE SMOKE SENSOR INBOARD SUPPLY VALVE SKIN HEAT EXCHANGER OVERBOARD EXHAUST VALVE .

.

TIONS: GINES ARE NOT RUNNING AND CRAFT SKIN TEMPERATURE ABOVE 45 F kin Heat Exchanger is located just forward of the Forward Cargo Door. d Exhaust Valve is depicted here displaced to the right for illustration It is actually located as depicted in the Aircraft Manual. TIONS: GINES ARE RUNNING OR CRAFT SKIN TEMPERATURE .ROUND OPERATION figuration ONE SCROLL DOWN FOR OTHER CONFIGURATIONS VALVE EQUIP COOLING AUTO STBY OVRD OVHT B GROUND OPS BELOW 45° C B NORMAL FLIGHT OPERATION B OVERRIDE OPERATION SMOKE ans operate on the ground. ROUND OPERATION nfiguration TWO SCROLL UP / DOWN FOR OTHER CONFIGURATIONS VALVE EQUIP COOLING AUTO STBY OVRD OVHT SMOKE ans operate on the ground. s the belly of the hull laterally and runs longitudinally for three spar ribs.

OR CRAFT SKIN TEMPERATURE BELOW 45 F LIGHT OPERATION SCROLL UP / DOWN FOR OTHER CONFIGURATIONS VALVE EQUIP COOLING AUTO STBY OVRD OVHT SMOKE upply Fan will come ON f the Exhaust Fan fails. FAN IS NOT OPERATING OVERRIDE OPERATION VALVE LAST DEPICTION-SCROLL UP FOR OTHER CONFIGURATIONS EQUIP COOLING .

VALVE EQUIP COOLING AUTO STBY OVHT OVRD SMOKE This is when the OLING Light is used. FANS ARE NOT OPERATING .

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Considerations: FLT DIR CMD Left Autopilot INOP Do NOT use Autobrakes Autospeedbrake may be INOP: LEFT FCC -. Flaps & Slats may be INOP (Right Hyd System through PTU may function). If all hydraulic fluid is lost the PTU may NOT be available. . LEFT HYD SYS L HYD SYS PRESS with SYS PRESS Light received by the Crew FAIL NOTE: There are L & C.Ensure Speedbrakes extend before using Right Thrust Reverser Left Thrust Reverser is INOP -. Left Hyd Press LOW HOW IT WORKS: LOSS OF THE HEAVY (LEFT) HYDRAULIC SYSTEM SCENARIO FLT CONTROLS The following is NOT to replace checklists or actions in the Quick Reference Handbook THIS IS JUST A SCENARIO. -. there is nothing wrong with it. and L & R HYD SYS PRESS checklists as well.use Center A/P) AUTOPILOT Captain may continue to use the Left FCC.! GOES TO HOW IT WORKS BLEED AIR SYS PRESS FILL FILL OFF POWER TRANSFER UNIT RSVR RESERVE DN L HYD ENG ON PRESS OVHT ELEC ON PRESS OVHT STAND PIPE L ENG PUMP ELEC PUMP PTU Automatically Operates: 1.You may have to use Alternate Extension with TE Flap Disagree and Gear Disagree procedures. LEFT A/P is INOP but it wasn't being used (SOP -. Left Engine FAILURE (N3 < 50%) 2.use differential braking Nose Wheel Steering (NWS) may be INOP Gear.

Spoilers are powered by all three Hydraulic Systems. Pax STAB TRIM SYS UNSCHED STAB TRIM STAB TRIM UNSCHED STAB TRIM FLT CONTROLS LEFT HYD SYS FAIL AUTOPILOT CMD FLT DIR FLT CONTROLS CTR HYD SYS FLT CONTROLS RIGHT HYD SYS AUTOPILOT CMD FLT DIR STAB TRIM REVIEW: Hydraulic power is supplied by Righ Autopilot trims at 1/2 Rate because: L FCC uses L TRIM Module. Company. either Reverser Lever is raised. C FCC uses L TRIM Module STAB TRIM Light is inhibited when STAB TRIM Light means a brake is So the STAB TRIM Light indicates w Control Column Switches command AUTOPILOT CMD FLT DIR LEFT FCC CENTER FCC RIGHT FCC HOW IT WORKS: AUTO-SPEEDBRAKE INOP. SCENARIO CONTINUED NOTE: The Left Hydraulic System powers the Gear and Truck Tilt Actuators.they will Auto-Deploy if: A. SCENARIO CONTINUED Stab Trim system is powered by Right and Center Hyd Systems. Stab Trim System is commanded by both A/P and Mach/Speed Trim System. Remember that on the 757 the Gear Trucks tilt Nose UP. FA's. DIFFERENCE: 767's tilt DOWN. the Crew begins a descent toward the nearest suitable airfield and declares an Emergency. it is the Gear's Truck being forced level (no tilt). 4) NOT ARMED -.-.and that would compromise safety when in-flight. there is no way to know if and when the Truck will sense a NO TILT condition which would cause an Auto-Deployment -. Six Spoilers on each Wing.You may have to use Alternate Extension with TE Flap Disagree and Gear Disagree procedures. If all hydraulic fluid is lost the PTU may NOT be available. 7600. squawk 7700. DIFFERENCES: 767 Stab Trim is commanded only by A/P. Because Hydraulic power to the Gear Truck Tilt Actuators is lost. HOW IT WORKS: STABILIZER TRIM. SPOILERS AUTO SPDBRK RUDDER RATIO ANTISKID LEFT OVERHEAD PANEL . Requirements for ARMED Auto-Deployment are: 1) Hydraulic power to both Gear and Truck Tilt Actuators 2) Both Truck Tilt Sensor detect NO TILT condition 3) Both Thrust Levers are at IDLE If any of these conditions are NOT met the Speedbrake Lever moves to DOWN. with the Auto-Speedbrakes ARMED. DIFFERENCES: 767 power to the Stab Trim is from Center and Left Hyd Systems. the previous three conditions are met (except the Lever is NOT Armed) B. NOTE: 767 has a Mach Trim System but no indications of it in the cockpit. Loss of the Left Hydraulic System should not affect the operation of the Stab Trim. that will cause the Speedbrakes to Auto-Deploy. forward of the TE Flaps act as ground Speedbrakes. R FCC uses R TRIM Module. along with the Thrust Levers going to IDLE. call ATC. On a normal approach. NOW.

LIGHT REVIEW: SPOILERS AUTO SPDBRK SPEED BRAKES HOW IT WORKS: FLAP and SLAT EXTENSION. GEAR OVRD Switch is used when landing with less than three Gear. Slat Asymmetry Protection is retained. Normal Protections are lost: 1. The reason for Flaps 20 is the slow RETRACTION in case of a Go Around. SCENARIO CONTINUED When the Gear is UP.to know if and when the Truck will sense a NO TILT condition which would cause an Auto-Deployment -. If the Left Hydraulic System is completely lost. the Gear are in an unpressurized condition. Asymmetry is usually a problem with Flight Control Surface travel across the Wings. Prot. 2. will permit the PTU to transfer power to actuate the Gear down System. The Gear system requires the L END HYD Pump. Flaps DIFFERENCES: 767 h AUTOSLAT OPERATION: the AutoSlats will EXTEND AUTOSLATS TAKEOFF SLATS 0 and FLAPS 0 SLATS for FLAPS 1 . DIFFERENCE: 767 takes 3 minutes. As long as the Left Engine is windmilling and delivering pressure. FLAP OVRD Switch inhibits the alarms that otherwise warn the crew during normal landings.and that would compromise safety when in-flight. Flap Asymmetry Protection DIFFERENCES: 767 . and the Gear Handle is OFF. the normal Gear Down System will function. Disagreements are usually a conflict between the Actuators and the Flap Handle. DIFFERENCE: 767 requires electric AC power to unlock Gear Doors to gravity drop the Gear. Left Hydraulic System fluid is dedicated to the alternate Gear Extension System in a Stand Pipe. SCENARIO CONTINUED Normal Flaps are Hydraulically actuated through a Gearbox that drives torque tubes. RESERVE BRAKES ON VALVE BRAKE . Auto-Slat Protection DIFFERENCES: 767 does NOT have Auto-slats.20 HOW IT WORKS: LANDING GEAR EXTENSION. Left Wing SLATS ASYMMETRICAL PROTECTION FLAPS ASYMMETRY = MECHANICAL PROBLEM CLEAN Right Wing DISAGREEMENT PDU REVIEW: Normally the Left Hydra Power Drive Units (PDU 1. Extension may take 2 minutes from UP to Flaps 20. Alternate Flaps use an Electric Motor that operates through the same Gearbox. Flap Load Relief Protection 3. Left Hydraulic fluid.NO Flap or Slat Asym. preserved in the Reservoir by a Stand Pipe. The Electric Motor can operate only at 1/4 the speed of the Hydraulic System. Slats 2.

LANDING GEAR NWS GEAR OVRD Switch is used when la HOW IT WORKS: THRUST REVERSER and AUTOBRAKES. and may provide NWS. then. will permit the PTU to transfer power to actuate the Gear down System. it is unsafe to rely on it. there is a TOTAL LOSS of AC power. consideration should be given to Gear Extension before Battery depletion. Although the PTU may have Left System fluid. Thrust Reverser Lever can only be raised when the associated Thrust Lever is at IDLE. (see QRH) So. NOTE: REV in amber appears above the EPR display. Use differential braking to control the aircraft.preserved in the Reservoir by a Stand Pipe. Without Left Hydraulic Pressure there is NO Left Engine Reverser available. disengage the Autothrottle 2. the Left Thrust Reverser is INOP. DIFFERENCES: 767 uses Pneumatic power Reversers. an Isolation Valve will OPEN to permit pressure to it. When the interlock is released. Thrust Reverser Levers may be fully raised 2. REV changes to green. you are prohibited form using the Autobrakes. Thrust Reversers can only be deployed on the ground. SCENARIO CONTINUED THRUST REVERSER: The Thrust Reverser System requires hydraulic power from the associated System. The PTU may provide NWS but count on using differential braking. and a TOTAL LOSS of Left Hyd System. BRAKE SOURCE STAND PIPE ALTN GEAR EXTEND OFF PTU DN FLAPS & SLATS SMALL ELECTRIC HYDRAULIC PUMP The PTU may power NWS. With a loss of Left Hydraulics. DIFFERENCES: 767 has a Reserve Brakes and Steering Switch and System. the Alternate Gear Extension is available as long as the Hot Battery Bus has power. 1. Because there may be NO Nose Wheel Steering.TO EPR . DIFFERENCES: 767 can recover NWS. Altn Gear extension. LEFT HYD SYS DEPICTED WITH NORMA LEFT HYDRAULIC SY FUEL CONTROL UNIT DEPLOY STOW AUTOBRAKES: The QRH warns against using the Autobrakes.if the Speedbrake Lever is in the DOWN position) As the Thrust Reverser Lever is raised to an interlock. Raising either Thrust Reverser Lever will 1. If. Altn Flaps. REV 1.64 1.64 +43 C D . deploy the Autospeedbrakes ( -. BUT it is a temporary use power source primarily designed to get the Gear and Flaps UP for an Engine loss during takeoff (TOGA) or provide NWS for aircraft control after a RTO.

.

ALTN GEAR EXTEND OFF ? DN FLAPS & SLATS LANDING GEAR NOSE WHEEL STEERING SMALL ELECTRIC HYDRAULIC PUMP USING COMPONENTS including ALTERNATE BRAKES SYS PRESS FLT CONTROLS LEFT HYD SYS FAIL AUTOPILOT FLT DIR LEFT FCC FLT CONTROLS CTR HYD SYS FLT CONTROLS RIGHT HYD SYS AUTOPILOT CMD FLT DIR AUTOPILOT CMD FLT DIR CENTER FCC RIGHT FCC .

SPOILERS AUTO SPDBRK MACH SPD TRIM RUDDER RATIO ANTISKID TRIM REVIEW: ulic power is supplied by Right or Center Hydraulics Systems. Light means a brake is stuck ON. C uses R TRIM Module. CAPTAIN FORWARD INST PANEL AUTO SPDBRK ANTISKID WIND SHEAR SPEED BRAKES PULL UP CABIN ALT EFT OVERHEAD PANEL ALT ALERT AUTO PILOT . Light is inhibited when using A/P. C uses L TRIM Module but can transfer to R TRIM Module. l Column Switches command both Modules thus commanding Full Rate. ot trims at 1/2 Rate because:: C uses L TRIM Module. STAB TRIM Light indicates we want Full Rate but are not getting it.

off the Center Hyd Sys OPERATION: In case of stall during Takeoff/TOGA.LIGHT REVIEW: SPOILERS -. LANDING SLATS for FLAPS 25 .82M .There is a FAULT in the System SPEED BRAKES -.Aircraft senses you're landing with the Speedbrakes extended LANDING GEAR & FLAPS and SLATS DISAGREEMENT = HYDRAULIC PROBLEM PDU REVIEW: Normally the Left Hydraulic System operates TWO Power Drive Units (PDU): 1.. the AutoSlats will EXTEND to the Landing configuration. Slats 2. Flaps DIFFERENCES: 767 has 3 PDU's .There is a floating Spoiler SPDBRK -.30 UP RETRACT 270 K OFF EXTEND OR EXTENDED 270K .

44 FULL REVERSE THRUST is limited to 1..75M OFF LOCK OVRD ? DN GND PROX FLAP OVRD GND PROX / CONFIG GEAR OVRD OVRD OVRD Switch is used when landing with less than three Gear.64 .TO REV REV 1. REVERSER RETRACTION LINKAGE v +43 C D .5 EPR .DN ALTN GEAR EXTEND 250K . DEPICTED WITH NORMAL AND FUNCTIONAL LEFT HYDRAULIC SYSTEM PRESSURE FUEL CONTROL UNIT THRUST LEVERS FORWARD.

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2000. 2001 Red Triangle Productions LLC .© 1999.

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© 1999. 2000. 2001 Red Triangle Productions LLC .

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01 Red Triangle Productions LLC

01 Red Triangle Productions LLC .

then RESERVE Source is Right Elec Pump BRAKE SOURCE ALTERNATE SOURCE SELECTOR VALVE R HYD SYS. NORMAL. NO ACCUMULATOR METERING VALVE AUTO BRAKE VALVE ANTISKID ANTI-SKID CONTROLLER ANTI-SKID VALVES CAPT L R L R BRAKE PEDALS F/O BRAKE PEDALS LEFT HYDRAULIC SYSTEM.B SCROLL RESERVE BRAKES B SCROLL ALTN BRAKES 3 RETURN 4 BRAKE PRESS AUTO BRAKES 0 L HYD SYS. ETC ANTI-SKID CONTROLLER . ALTERNATE SOURCE. ALTERNATE SOURCE 2 1 P B ACCUMULATOR ISOLATION VALVE PARKING BRAKE VALVE R HYD SYS.

Alternate Brakes LEFT HYD SYS 3. Accumulator RIGHT HYD SYS NOTE: Between Alternate Brakes and Reserve Brakes the Brake IF THIS IS LOST.ACCUMULATOR RETURN ANTISKID METERING VALVE ANTI-SKID VALVES CAPT L BRAKE PEDALS R L BRAKE PEDALS R F/O BLEED AIR FILL R RESERVE BRAKES RESERVE STAND PIPE ON ENG PUMP BRAKE SOURCE RESERVE SUPPLY VALVE USING COMPONENTS ISOLATION VALVE ELEC PUMP TO THE NORMAL BRAKES TO PROVIDE BRAKE SYSTEMS PRIORITIES: 1. THEN ONLY THE TO PRESSURIZE ANY BRAKES. Reserve Brakes RIGHT HYD SYS 4. Normal Brakes RIGHT HYD SYS 2. .

.NOTE: Between Alternate Brakes and Reserve Brakes the Brake System will be waiting in the Accumulator position signified by the BRAKE SOURCE Light being illuminated (located below the Reserve Brakes Switch.

1 DISARM OFF RTO 2 3 4 MAX AUTO NORMAL BRAKES R HYD SYS. NORMAL and RESERVE SOURCES METERING VALVE ANTI-SKID VALVES F/O RESERVE BRAKES ALTERNATE BRAKES ON BRAKE SOURCE .

METERING VALVE ANTI-SKID VALVES F/O RESERVE BRAKES USING COMPONENTS E NORMAL BRAKES TO PROVIDE RESERVE BRAKING. THEN ONLY THE ACCUMULATOR REMAINS ESSURIZE ANY BRAKES. S IS LOST. .

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LEFT WING FUEL L PUMPS ON PRESS VALVE AFT CROSSFEED FWD ON PRESS VALVE C PUMPS Engine Valve ! L ON P R E S Spar Valve SEE BELOW FOR APU FUEL FEED if installed CENTER TANK ON VALVE PRESS FWD P R E S S C PUMPS ON FUEL CONFIG Defuel Valve RIGHT Fueling Valves TO OTHER SIDE FUEL L PUMPS ON PRESS VALVE CROSSFEED APU FUEL FEED AFT ! .B SCROLL TO APU FUEL SYSTEM -.

CROSSFEED FWD ON PRESS VALVE C PUMPS P R E S L ON LEFT FWD FUEL PUMP DC PUMP APU APU Fuel Valve LEFT MAIN TANK .

FUEL CROSSFEED R PUMPS ON AFT VALVE PRESS ON VALVE C PUMPS PRESS FWD LEFT WING RIGHT MAIN TANK REFUELING SCROLL DOWN .

CENTER TANK .

B B MIX MANIFOLD RAM DOOR FULL OPEN RAM AIR WATER SEPARATOR WATER SPRAY AIR CYCLE MACHINE RAM AIR ACTUATOR SENSOR SECONDARY HEAT EXCHANGER PRIMARY HEAT EXCHANGER TURBOFAN PACK RAM AIR ACTUATOR PACK VALVE TURBOFAN VALVE TURBOFAN and LOUVERS ENGINE 2 DEFLECTOR is EXTENDED RAM DOOR FULL OPEN RAM DOOR FULL OPEN DEFLECTOR is RETRACTED RAM DOOR is OPEN (Light IS illuminated) RAM DOOR is OPEN (Light IS illuminated) BEFORE TAKE-OFF FLAPS are TAKE-OFF & CLIMB .

FLAPS are UP or DOWN CLIMB FLAPS are DOWN TURBOFAN VALVE is OPEN TURBOFAN VALVE is OPEN SAME CONFIGURATION DEFLECTOR is RETRACTED RAM DOOR FULL OPEN RAM DOOR FULL OPEN DEFLECTOR is RETRACTED RAM DOOR is CLOSED (Light IS NOT illuminated) RAM DOOR is OPEN (Light IS illuminated) CRUISE FLAPS are UP BEFORE LANDING FLAPS are DOWN TURBOFAN VALVE is CLOSED TURBOFAN VALVE is OPEN .

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USE THE QUICK LINKS IN THE UPPER LEFT CORNER OR SCROLL DOWN TO SEE OTHER RAM AIR CONFIGURATIONS. DEFLECTOR is RETRACTED RAM DOOR FULL OPEN RAM DOOR FULL OPEN RAM DOOR is OPEN or CLOSED (Light IS or IS NOT illuminated) CLIMB FLAPS are UP .

FLAPS are UP TURBOFAN VALVE is CLOSED DEFLECTOR is EXTENDED RAM DOOR FULL OPEN RAM DOOR is OPEN (Light IS illuminated) LANDED FLAPS are DOWN TURBOFAN VALVE is OPEN .

2000.© 1999. 2001 RED TRIANGLE PRODUCTIONS LLC .

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