JAL 777 Training Manual Difference Index

JAL 777 Difference
Training Manual
JTSCSA7SGR02 JAN 2007
THIS DOCUMENT IS FOR TRAINING PURPOSES
ONLY AND WILL NOT BE REVISED.
ALWAYS REFER TO JAL MANUALS FOR CURRENT
APPROVED PROCEDURES.
Japan Airlines International

Maintenance Training Department
PAGE DATE TITLE PAGE DATE TITLE
R ⅰ 0701 INDEX P-9 0608 PC POWER SYS – ISPC – GENERAL
R ⅱ 0701 INDEX P-10 0608 PC POWER SYS – ISPC – GENERAL
R ⅲ 0701 INDEX P-11 0608 PC POWER SYS – PM/ACOU/PPUI
R ⅳ 0701 INDEX P-12 0608 PC POWER SYS – PM/ACOU/PPUI
R ⅴ 0701 INDEX P-13 0608 PC POWER SYS – POWER INTERFACE
A ⅵ 0701 INDEX P-14 0608 PC POWER SYS – POWER INTERFACE
P-15 0608 ELT – INTRODUCTION
P-16 0608 ELT – INTRODUCTION
21 AIR CONDITIONING P-17 0608 ELT – CONT PANEL/ELT/ANTENNA
P-1 0608 VENTILATION – GENERAL - MECHANICAL P-18 0608 ELT – CONT PANEL/ELT/ANTENNA
P-2 0608 VENTILATION – GENERAL - MECHANICAL P-19 0608 ELT - INTERFACE
P-3 0608 VENTILATION – GENERAL - ELECTRICAL P-20 0608 ELT - INTERFACE
P-4 0608 VENTILATION – GENERAL - ELECTRICAL P-21 0608 ELT – FUNCTIONAL DESCRIPTION
P-5 0608 VENTILATION – GLY CHILLER COND EXH SYS P-22 0608 ELT – FUNCTIONAL DESCRIPTION
P-6 0608 VENTILATION – GLY CHILLER COND EXH SYS P-23 0608 COCKPIT DOOR SURVEILLANCE CAMERA
P-7 0608 FWD CARGO HEATING – INTRODUCTION P-24 0608 COCKPIT DOOR SURVEILLANCE CAMERA
P-8 0608 FWD CARGO HEATING – INTRODUCTION P-25 0608 COMPONENT DETAIL
P-9 0608 FWD CARGO HEATING – HEATER/TEMP SNSR P-26 0608 COMPONENT DETAIL
P-10 0608 FWD CARGO HEATING – HEATER/TEMP SNSR
31 INSTRUMENT
23 COMMUNICATION P-1 0608 MAT DISPLY – ACMS MAIN MENU
P-1 0608 PA SYS – GENERAL DESCRIPTION P-2 0608 MAT DISPLY – ACMS MAIN MENU
P-2 0608 PA SYS – GENERAL DESCRIPTION P-3 0608 MAT DISPLY–ACMS & DFOM PULL DOWN MENU
P-3 0608 PC POWER SYS – INTRODUCTION/GENE P-4 0608 MAT DISPLY–ACMS & DFOM PULL DOWN MENU
P-4 0608 PC POWER SYS – INTRODUCTION/GENE P-5 0608 MAT DISPLY – MAINT PULL DOWN MENU
P-5 0608 PC POWER SYS – COMPONENT LOCATION P-6 0608 MAT DISPLY – MAINT PULL DOWN MENU
P-6 0608 PC POWER SYS – COMPONENT LOCATION P-7 0608 MAT DISPLY – MAINT EXCD PULL DOWN MENU
P-7 0608 PC POWER SYS – MCU – GENERAL
P-8 0608 PC POWER SYS – MCU – GENERAL JAL 777 DIFFERENCE - INDEX ALL 0701 i
P-8 0608 MAT DISPLY – MAINT EXCD PULL DOWN MENU P-25 0608 WXR SYS – ANTENNA ASSEMBLY
P-9 0608 MAT DISPLY–ENGNR/OPTN PULL DOWN MENU P-26 0608 WXR SYS – ANTENNA ASSEMBLY
P-10 0608 MAT DISPLY–ENGNR/OPTN PULL DOWN MENU P-27 0608 WXR SYS – RF SWITCHING
P-28 0608 WXR SYS – RF SWITCHING
34 NAVIGATION P-29 0608 TCAS/ATC TRANSPONDER SYS - PANEL
P-1 0608 AIR DATA INST COMPONENT LOCATION P-30 0608 TCAS/ATC TRANSPONDER SYS - PANEL
P-2 0608 AIR DATA INST COMPONENT LOCATION P-31 0608 GPS GENERAL DESCRIPTION
P-3 0608 ILS - RECEIVER P-32 0608 GPS GENERAL DESCRIPTION
P-4 0608 ILS - RECEIVER P-33 0608 GPS – COMPONENT LOCATION
P-5 0608 WXR SYS – GENERAL DESCRIPTION P-34 0608 GPS – COMPONENT LOCATION
P-6 0608 WXR SYS – GENERAL DESCRIPTION P-35 0608 GPS – INTERFACE
P-7 0608 WXR SYS – COMPONENT LOCATION P-36 0608 GPS – INTERFACE
P-8 0608 WXR SYS – COMPONENT LOCATION P-37 0608 GPS – INTERFACE
P-9 0608 WXR SYS – INTERFACE P-38 0608 GPS – INTERFACE
P-10 0608 WXR SYS – INTERFACE P-39 0608 GPS – GPS SENSOR UNIT
P-11 0608 WXR SYS – PREDICTIVE WINDSHEAR P-40 0608 GPS – GPS SENSOR UNIT
P-12 0608 WXR SYS – PREDICTIVE WINDSHEAR P-41 0608 EGPWS – GENERAL DESCRIPTION
P-13 0608 WXR SYS – PREDICTIVE WINDSHEAR P-42 0608 EGPWS – GENERAL DESCRIPTION
P-14 0608 WXR SYS – PREDICTIVE WINDSHEAR P-43 0608 EGPWS – FLT DECK COMPONENT LOCATION
P-15 0608 WXR SYS – CONT & DISLAY INTERFACE P-44 0608 EGPWS – FLT DECK COMPONENT LOCATION
P-16 0608 WXR SYS – CONT & DISLAY INTERFACE P-45 0608 EGPWS – MEC COMPONENT LOCATION
P-17 0608 WXR SYS – ANTENNA CONT INTERFACE P-46 0608 EGPWS – MEC COMPONENT LOCATION
P-18 0608 WXR SYS – ANTENNA CONT INTERFACE P-47 0608 EGPWS - INTERFACE
P-19 0608 WXR SYS – MAINTENANCE INTERFACE P-48 0608 EGPWS - INTERFACE
P-20 0608 WXR SYS – MAINTENANCE INTERFACE P-49 0608 EGPWS - INTERFACE
P-21 0608 WXR SYS – WEATHER RADAR PANEL P-50 0608 EGPWS - INTERFACE
P-22 0608 WXR SYS – WEATHER RADAR PANEL P-51 0608 EGPWS - INTERFACE
P-23 0608 WXR SYS – RECEIVER - TRANSMITTER
P-24 0608 WXR SYS – RECEIVER - TRANSMITTER JAL 777 DIFFERENCE - INDEX ALL 0701 ii
P-52 0608 EGPWS - INTERFACE 78 THRUST REVERSER
P-53 0608 EGPWS – DISPLAY RELAY INTERFACE P-1 0608 THRUST REVERSER LATCH
P-54 0608 EGPWS – DISPLAY RELAY INTERFACE P-2 0608 THRUST REVERSER LATCH
P-55 0608 EGPWS – EGPWC P-3 0608 THRUST REVERSER LATCH
P-56 0608 EGPWS – EGPWC P-4 0608 THRUST REVERSER LATCH
P-57 0608 EGPWS – CONT – EFIS CONT PANEL P-5 0608 OPEN THE THRUST REVERSER
P-58 0608 EGPWS – CONT – EFIS CONT PANEL P-6 0608 OPEN THE THRUST REVERSER
P-59 0608 EGPWS – CDU SELECTION P-7 0608 OPEN THE THRUST REVERSER
P-60 0608 EGPWS – CDU SELECTION P-8 0608 OPEN THE THRUST REVERSER
P-61 0608 EGPWS – CONTROL COMPONENT
P-62 0608 EGPWS – CONTROL COMPONENT -200ER DIFFERENCE
P-63 0608 EGPWS – TERRAIN AWARENESS 21 AIR CONDITIONING
P-64 0608 EGPWS – TERRAIN AWARENESS AP-1 0612 VENTILATION – GENERAL – MECHANISM
P-65 0608 EGPWS – TERRAIN CLEARANCE FLOOR AP-2 0612 VENTILATION – GENERAL – MECHANISM
P-66 0608 EGPWS – TERRAIN CLEARANCE FLOOR AP-3 0612 VENTILATION – GENERAL – ELECTRICAL
P-67 0608 EGPWS – MODE DESCRIPTION SUMMARY AP-4 0612 VENTILATION – GENERAL – ELECTRICAL
P-68 0608 EGPWS – MODE DESCRIPTION SUMMARY AP-5 0612 VENTILATION – GLY CHILLER COND EXH SYS
P-69 0608 EGPWS – NORMAL DISPLAY AP-6 0612 VENTILATION – GLY CHILLER COND EXH SYS
P-70 0608 EGPWS – NORMAL DISPLAY A AP-7 0701 OFCR AIR DISTRIBUTION – INTRODUCTION
P-71 0608 EGPWS – OVERRIDE CAPABILITIES A AP-8 0701 OFCR AIR DISTRIBUTION – INTRODUCTION
P-72 0608 EGPWS – OVERRIDE CAPABILITIES A AP-9 0701 OFCR AIR DISTRIBUTION – GENERAL
P-73 0608 EGPWS – PFD & MASTER WARNING LT ANN A AP-10 0701 OFCR AIR DISTRIBUTION – GENERAL
P-74 0608 EGPWS – PFD & MASTER WARNING LT ANN A AP-11 0701 OFCR AIR DISTRIBUTION – SMOKE EXHAUST
A AP-12 0701 OFCR AIR DISTRIBUTION – SMOKE EXHAUST
52 DOOR A AP-13 0701 OFAR AIR DISTRIBUTION – INTRODUCTION
P-1 0608 EPAS SYS – FUNCTIONAL DESCRIPTION A AP-14 0701 OFAR AIR DISTRIBUTION – INTRODUCTION
P-2 0608 EPAS SYS – FUNCTIONAL DESCRIPTION A AP-15 0701 OFAR AIR DISTRIBUTION – GENERAL
JAL 777 DIFFERENCE - INDEX ALL 0701 iii

A AP-16 0701 OFAR AIR DISTRIBUTION – GENERAL A P-5 0701 GENERATOR DRIVE – COMPO LOC – G/B
A AP-17 0701 OFAR AIR DISTRIBUTION – SMOKE EXHAUST A P-6 0701 GENERATOR DRIVE – COMPO LOC – G/B
A AP-18 0701 OFAR AIR DISTRIBUTION – SMOKE EXHAUST A P-7 0701 GENERATOR DRIVE – COMPO LOC – ENG
A AP-19 0701 OFCR HEATING – INTRODUCTION A P-8 0701 GENERATOR DRIVE – COMPO LOC – ENG
A AP-20 0701 OFCR HEATING – INTRODUCTION A P-9 0701 IDG – OIL SERVICING
A AP-21 0701 OFCR HEATING – GENERAL A P-10 0701 IDG – OIL SERVICING
A AP-22 0701 OFCR HEATING – GENERAL
A AP-23 0701 OFCR HEATING – OPERATION(1) 25 EQUIPMENT/FURNISHING
A AP-24 0701 OFCR HEATING – OPERATION(1) A P-1 0701 CREW REST AREA DR1 – PHYSICAL DESCR
A AP-27 0701 OFAR HEATING – INTRODUCTION A P-4 0701 CREW REST AREA DR3 – PHYSICAL DESCR
A AP-28 0701 OFAR HEATING – INTRODUCTION A P-5 0701 CREW REST AREA DR5 – PHYSICAL DESCR
A AP-29 0701 OFAR HEATING – GENERAL A P-6 0701 CREW REST AREA DR5 – PHYSICAL DESCR
A AP-30 0701 OFAR HEATING – GENERAL
A AP-31 0701 OFAR HEATING – OPERATION(1) 26 FIRE PROTECTION
A AP-32 0701 OFAR HEATING – OPERATION(1) A P-1 0701 ENGINE FIRE DETECTION SYSTEM
A AP-33 0701 OFAR HEATING – OPERATION(2) A P-2 0701 ENGINE FIRE DETECTION SYSTEM
A AP-34 0701 OFAR HEATING – OPERATION(2) A P-3 0701 DUCT LEAK & OVHT DETECTION SYSTEM
A AP-35 0701 FWD CARGO HEATING – INTRODUCTION A P-4 0701 DUCT LEAK & OVHT DETECTION SYSTEM
A AP-36 0701 FWD CARGO HEATING – INTRODUCTION A P-5 0701 OFCR SMOKE DETECTION SYSTEM
A AP-37 0701 FWD CARGO HEATING – HEATER/TEMP SNSR A P-6 0701 OFCR SMOKE DETECTION SYSTEM
A AP-38 0701 FWD CARGO HEATING – HEATER/TEMP SNSR A P-7 0701 OFAR SMOKE DETECTION SYSTEM
A P-8 0701 OFAR SMOKE DETECTION SYSTEM
24 ELECTRICAL POWER A P-9 0701 OFAR SMOKE DETECTION SYSTEM
A P-1 0701 GENERATOR DRIVE – INTRODUCTION A P-10 0701 OFAR SMOKE DETECTION SYSTEM
A P-2 0701 GENERATOR DRIVE – INTRODUCTION
A P-3 0701 GENERATOR DRIVE – INTRODUCTION
A P-4 0701 GENERATOR DRIVE – INTRODUCTION JAL 777 DIFFERENCE - INDEX ALL 0701 iv
30 ICE & RAIN PROTECTION P-5 0612 ENGINE – GENERAL DESCRIPTION
P-1 0612 ENGINE AINTI-ICE – 94B COMPONENT P-6 0612 ENGINE – GENERAL DESCRIPTION
P-2 0612 ENGINE AINTI-ICE – 94B COMPONENT P-7 0612 BORESCOPE ACCESS PORT
P-8 0612 BORESCOPE ACCESS PORT
36 PNEUMATIC
P-1 0612 PNEU SYS ENG COMP LOC – ENG LH 73 ENGINE FUEL & CONTROL
P-2 0612 PNEU SYS ENG COMP LOC – ENG LH P-1 0612 EEC
P-3 0612 PNEU SYS ENG COMP LOC – ENG RH P-2 0612 EEC
P-4 0612 PNEU SYS ENG COMP LOC – ENG RH
P-5 0612 ENG AIR SUPPLY COMP LOC – PRSOVC 75 ENGINE AIR
P-6 0612 ENG AIR SUPPLY COMP LOC – PRSOVC P-1 0612 ENGINE AIR – GENERAL DESCRIPTION
P-7 0612 ENG AIR SUPPLY COMP LOC – HPFAC P-2 0612 ENGINE AIR – GENERAL DESCRIPTION
P-8 0612 ENG AIR SUPPLY COMP LOC – HPFAC P-3 0612 VSV SYSTEM
P-9 0612 PNEU SYS ENG COMP LOC – CAC P-4 0612 VSV SYSTEM
P-10 0612 PNEU SYS ENG COMP LOC – CAC
P-11 0612 INDICATION SYS COMP LOC – IP SNSR 77 ENGINE INDICATION
P-12 0612 INDICATION SYS COMP LOC – IP SNSR P-1 0612 EGT – GENERAL
P-2 0612 EGT – GENERAL
71 POWER PLANT P-3 0612 EGT – T49 PROBE
P-1 0612 ENGINE COWLING P-4 0612 EGT – T49 PROBE
P-2 0612 ENGINE COWLING P-5 0612 EGT – PYROMETER
P-3 0612 PDOS – COMPONENT LOCATIONS P-6 0612 EGT – PYROMETER
P-4 0612 PDOS – COMPONENT LOCATIONS P-7 0612 EGT – FUNCTION
P-8 0612 EGT – FUNCTION
72 ENGINE
P-1 0612 ENGINE – INTRODUCTION 79 ENGINE OIL
P-2 0612 ENGINE – INTRODUCTION P-1 0612 OIL – DISTRIBUTION – GENERAL DESCRIPTION
P-3 0612 ENGINE – GENERAL DESCRIPTION
P-4 0612 ENGINE – GENERAL DESCRIPTION JAL 777 DIFFERENCE - INDEX ALL 0701 v
P-2 0612 OIL – DISTRIBUTION – GENERAL DESCRIPTION
P-3 0612 OIL – COMPONENT LOCATIONS
P-4 0612 OIL – COMPONENT LOCATIONS
P-5 0612 LUBE AND SCAVENGE PUMP
P-6 0612 LUBE AND SCAVENGE PUMP
P-7 0612 OIL FILTER ELEMENT
P-8 0612 OIL FILTER ELEMENT
P-9 0612 OIL – DISTRIBUTION
80 STARTING
P-1 0612 STARTER AIR VALVE
P-2 0612 STARTER AIR VALVE
JAL 777 DIFFERENCE - INDEX ALL 0701 vi

CHAPTER
Air Conditioning
Japan Airlines B777-300/300ER Difference Training Manual
AIR CONDITIONING - VENTILATION - GENERAL DESCRIPTION - The air from the chiller boost fan goes to the mix bay area or the door 2 crown
MECHANICAL area. The upper and lower recirculation fans (not shown) move the air to the
mix manifold part of the air conditioning distribution system.
Purpose Holes in the duct let hot air from the chiller exhaust go into the ceiling when
the fan is off.
The ventilation system has these functions: The chiller boost fan operates automatically.
• Removes odors from the lavatories and galleys Bulk Cargo Ventilation
• Causes air flow across the zone temperature sensors for the flight,
The bulk cargo ventilation fan increases the ventilation when there are
passenger, overhead flight crew rest, overhead flight attendant rest, animals in the bulk cargo compartment. The fan pulls air from the passenger
and cargo compartments compartment and moves it into the bulk cargo compartment. The fan
operates when the bulk cargo heating system is set to HIGH.
• Causes air flow through electrical and electronic equipment
• Removes warm air from above the passenger compartment ceilingand Lavatory/Galley Ventilation
from the galley chiller units in the forward part of the airplane
• Removes smoke from the overhead flight crew or attendant rest if There are two lavatory/galley ventilation fans. Only one fan operates at a time.
smoke is detected The right fan is primary and the left fan is the backup. At airplane power up,
• Supplies air flow into the bulk cargo compartment. the left fan comes on, does a test, and goes off. The right fan then comes on,
does a test, and stays on. The fan that operates pulls air from these areas
These are the types of ventilation: and components:
• Galley chiller unit ventilation • Lavatories

• Galley chiller unit ventilation • Galleys
• Bulk cargo ventilation • Zone temperature sensors
• Lavatory/galley ventilation. • Cargo temperature sensors
• Overhead flight crew and attendant rest
Galley Chiller Unit Ventilation
• Electrical and electronic equipment.
The chiller boost fan removes warm air from galley chillers and the area
The air from the lavatory/galley ventilation fan goes to the area next to the aft
above the passenger compartment ceiling. Only chillers in the passenger
pressurization outflow valve.
compartment ceiling area above the galleys and forward of the wings connect
to the fan. VENTILATION-GENERAL-MECHANICAL 300 ER 21-26 0608 P-1
F /D AND PAS S E NG E R C AB IN AR E AS
OF C R OFAR
G ALLE Y ZONE T E MP
- S MOK E R E MOVAL E LE C T R IC AL - S MOK E R E MOVAL
OV E R HE AD S E NS OR ( T Y P ) G ALLE Y LAVATOR Y
& E LE C T R ONIC
AIR C HILLE R - F /D (TYP) (TYP)
- T E MP S E NS OR E QUIP ME NT - T E MP S E NS OR
UNIT ( T Y P ) - C AB IN
C AB IN
C E ILING
AR E A
C HILLE R C AB IN
B OOS T AIR
FAN
B ULK C AR G O V E NT ILAT ION FAN
DOOR 2
C R OWN
AR E A
E LE C T R IC AL
B ULK C AR G O
& E LE C T R ONIC
T E MP S E NS OR
E QUIP ME NT
AF T C AR G O
T E MP S E NS OR
MIX B AY
AF T E QUIP ME NT
C OOLING
LAV /G ALLE Y
AF T C AR G O C OMPAR T ME NT B ULK C AR G O C OMPAR T ME NT V E NT ILAT ION
FANS
LOWE R LOB E AR E A
AF T OUT F LOW VALV E

F US E LAG E S K IN
V E NT IL AT IO N - G E NE R AL - ME C HANIC AL 300 E R 21-26 0608 P -2

AIR COND - VENTILATION - GENERAL DESCRIPTION - ELECTRICAL alternate mode to calculate the necessary duct and mix manifold
temperatures for zone temperature control. See the zone temperature control
General and indication section for more information about the alternate mode
The environmental control system miscellaneous cards (ECSMCs) in the Lavatory/Galley Ventilation
system card files control the ventilation fans. At power-up, the right ECSMC
controls the fans. The left ECSMC gives backup. Each time the airplane goes Control of the fans is automatic and requires no crew action for fan operation.
from air to ground, the card in control changes. There are two lavatory/galley ventilation fans. Only one fan operates at a time
The right fan is primary and the left fan is the backup. At airplane power up,
Interfaces the left fan comes on, is tested, and goes off. The right fan then comes on, is
tested, and stays on.
The ECSMCs make decisions about operation and indications for the
ventilation fans based on these inputs: Galley Overhead Air Chiller Unit Ventilation
• Airplane in the air or on the ground (WOW) Control of the chiller boost fan is automatic and no crew action for fan
• Fan overheat switches operation is necessary.
• AC power available for fan operation (ELMS) The fan comes on when these conditions occur:
• Fan load shed status (ELMS)
• Fan control relay status, energized or not (ELMS) • Airplane is on the ground
• Valid current for fan on or off status (ELMS) • One or two packs are on
• Forward and aft cargo fire switches, ARMED or not armed (OPAS) • TAT is more than 45F (7C)
• Equipment cooling switch position (OPAS) • FWD cargo fire switch is not armed.
• Left and right air conditioning packs on or off (CTC)
• Total air temperature (TAT) (ADIRU) The fan will go off when the airplane is in the air.
• Bulk cargo heat selector position, OFF, LOW, HIGH (OPAS).
Bulk Cargo Ventilation
The ECSMCs interface with AIMS. The primary display system gives a status
message for a failed ventilation fan. The central maintenance computing The bulk cargo ventilation fan operates when the crew sets the bulk cargo
function gives a maintenance message for any failed fan and lets you do a heating system to HIGH. Selection of the equipment cooling switch to the
ground test for the ventilation fans. OVRD position or the selection of the aft cargo fire switch to ARMED inhibits
The ECSMCs interface with the CTCs. The ECSMCs give on/off information the operation of the fan.
about the lavatory/galley ventilation fans. If both fans are off, the CTCs use an
VENTILATION-GENERAL-ELECTRICAL 300 ER 21-26 0608 P-3
CARGO TEMP SELECT CARGO FIRE EQUIP

BULK
LOW COOLING
OFF HIGH ARM
FWD AFT
AUTO
W
ARMED ARMED OVRDA
W W
FWD A AFT A
CTC AIMS OPAS ADIRU
L/R SYSTEMS ARINC

629 BUSES
OVERHEAT
R ECSMC LAVATORY/GALLEY
VENTILATION FANS (2)
OVERHEAT
L ECSMC VALVE NOT IN ELMS

COMMANDED CHILLER BOOST FAN
POSITION
WOW CHILLER EXHAUST VALVES (2)

OVERHEAT
SYSTEM CARD
FILES (P84, P85)
BULK CARGO
VENTILATION FAN
VENTILATION - GENERAL - ELECTRICAL 300 ER 21-26 0608 P-4

AIR CONDITIONING - VENTILATION - GALLEY CHILLER CONDENSER center-line, near the inboard ceiling panel adjacent to the seventh window aft
EXHAUST SYSTEM of door 2 left.
The valve is a 9 inch diameter disc type valve. It is operated electrically with a
Purpose 28v dc motor.
The system moves the air from the chiller condenser exhaust to the area of
the mix bay.
For ground operations the warm air goes through the galley chiller ducts and
exhausts into the lower cheek area at the aft end of the forward cargo
compartment. In flight the warm air exhausts into the crown area between
door 2 and door 3.
General Description
The galley chiller condenser exhaust system has these parts:
• Main manifold
• Chiller exhaust duct
• Chiller boost fan
• Chiller exhaust valve (2)
• Sidewall duct (12).
The ECSMCs give automatic control for the chiller boost fan. The fan
operates if all of these conditions occur:
• Forward cargo fire system is not armed

• Aft cargo fire system is not armed
• There is no smoke detected in the overhead crew rest(s).
Chiller Exhaust Valve
There are 2 chiller exhaust valves which connect to the main manifold. The
valves are approximately 20 inches (50.8 cm) to the left of the airplane VENTILATION-GLY CHILLER COND EXH SYS 300 ER 21-26 0608 P-5
C HILLE R
SEE A MIX B AY
B OOS T FAN
AR E A
(S TA 825+210)
C R OWN C HILLE R
MAIN
E XHAUS T VALV E
MANIF OLD
SEE B
S IDE WALL
DUC T
(12 LOC AT IONS )
MAIN
MANIF OLD
C HILLE R
C HILLE R E XHAUS T
DUC T
G ALLE Y
C E ILING 1
LOWE R C HILLE R
F WD
C HILLE R E XHAUS T VALV E
G ALLE Y C HILLE R INS TALLAT ION MAIN
B OOS T F WD
(E XAMP LE ) MANIF OLD
FAN
B
AR E A AB OV E T HE C E NT E R OV E R HE AD B INS
AT S TAT IONS 825 + 210
(INB OAR D C E ILING PANE L R E MOV E D)
1 V E NT MUS T R E MAIN OP E N A
V E NT IL AT IO N - G LY C HIL L E R C O ND E X H S Y S 300E R 21-26 0608 P -6

AIR CONDITIONING - FORWARD CARGO COMPARTMENT HEATING The equipment vent valve and the forward cargo heat valve control the
-INTRODUCTION movement of exhaust air into the forward cargo heat duct or into the vent
duct.
Purpose The cargo heat duct supplies air equally into the compartment. The overboard
exhaust duct controls the movement of exhaust air to the area near the
The forward cargo compartment heating system keeps the compartment forward pressurization outflow valve.
temperature above freezing. On the ground, the forward cargo heat valve normally moves between the
open and the closed position as ambient temperature changes. The valve
General Description
closes when the temperature at the TAT probe is more than 55F (13C). It
opens when the temperature is less than 50F (10C).
The forward cargo heating system interfaces with the forward equipment
The forward cargo heat valve is open in the air.
cooling system. These systems include the components and the necessary
The position of the heat valve changes so that its position is opposite the
logic to give cargo heating.
position of the vent valve. For example, when the vent valve is open the heat
The forward cargo heating system has these components:
valve is closed.
• Temperature sensor (-300/300ER)

-300/300ER
• Heater (-300/300ER)
The forward cargo heater is enabled when the forward cargo heat valve is
• Ducts.
open. The heater turns on/off at these compartment temperatures:
-300/300ER
• ON when less than 40F (4.4C)
The temperature sensor gives compartment temperature data for control and
• Off when more than 50F (10C).
indication.
The heater keeps the compartment temperature above 40F (4.4C).
The heater will not operate if the equipment cooling vent fan is off or when the
ALL
forward cargo heat valve is closed.
The duct moves air from the forward equipment cooling exhaust duct into the
compartment.
The equipment cooling system uses these valves to control the movement of
exhaust air:
• Equipment vent valve

• Forward cargo heat valve.
FWD CARGO HEATING-INTRODUCTION 21-41

300/300ER 21-43 0608 P-7
P-1
CARGO FIRE EQUIP

COOLING
ARM
FWD AFT
AUTOW
ARMED
W
ARMED
W OVRDA
FWD R AFT R
EQUIPMENT COOLING
TAT CONTROL CIRCUIT ELMS FORWARD CARGO
DOOR
(REF) TEMPERATURE SENSOR
ADIRS (-300/300ER)
EXHAUST DUCT
(REF)
EXHAUST AIR FROM

FWD EQUIPMENT
COOLING SYSTEM
MEC BELOW FLOOR AREA
VENT DUCT FORWARD CARGO FORWARD CARGO

FWD OUTFLOW HEAT VALVE (REF) HEAT DUCT
(REF)
VALVE (REF)
VENT VALVE FORWARD CARGO
(REF) HEATER
(-300/300ER)
FWD
FORWARD CARGO COMPARTMENT
(TYPICAL)
FWD CGO HEATING - INTRODUCTION 300/300ER 21-41 0608 P-2

P-8
AIR CONDITIONING - FORWARD CARGO COMPARTMENT HEATING AIR CONDITIONING - FORWARD CARGO COMPARTMENT HEATING
-HEATER -TEMPERATURE SENSOR
Purpose Purpose
The forward cargo heater keeps the temperature of the forward cargo The right ECSMC uses the forward cargo temperature sensor to monitor the
compartment more than 40F (4.4C). forward cargo compartment temperature.
Location Physical Description
The forward cargo heater is in-line with the cargo heat duct. The heater The sensor is a single element thermistor. The sensor has a threaded
connects to a section of the duct that is below the left forward ball panel. housing with an electrical connection.
Physical Description Location
The forward cargo heater is a 5000 watt unit that supplies heat to the The sensor is in an air inlet plenum that connects to the lavatory/galley
equipment exhaust air before it flows into the forward cargo compartment. ventilation system. The plenum is in the left sidewall of the forward cargo
The heater has these parts: compartment, near the aft set of ball panels (STA 652).
• Housing Training Information Point

• Electrical connector
• Heating element (3) The forward cargo temperature sensor is interchangeable with these sensors:
• Overheat switch (3)
• Thermal fuse (3). • Mix manifold temperature sensors
• Passenger cabin zone duct temperature sensors
The overheat switches give duct air over-temperature protection (150F, • Flight deck zone duct temperature sensors.
65.6C). These switches reset when the heater cools off. The thermal fuses
give surface over-temperature protection for the housing (300F, 149C) and You remove the applicable sidewall panel to get access the forward cargo
the heating elements (450F, 232C). The fuses do not reset. temperature sensor.
The heater operates with airflow in either direction. The heater uses 115V AC
three phase power.
FWD CGO HEATING - HEATER/TEMP SNSR 300/300ER 21-43 0608 P-9

P-3
FWD CARGO
HEAT VALVE
(REF)
HEAT DUCT (REF)
FWD BALL PANEL

(REF)
BALL
FWD PANEL
(REF)
AIR INLET
PLENUM
ELECTRICAL
FWD CARGO
CONNECTOR
TEMPERATURE
SENSOR
HOUSING
INTERNAL ELECTRICAL
CONNECTOR LAVATORY/GALLEY
DEVICES VENTILATION
- OVERHEAT SYSTEM (REF)
SWITCHES
HEATING - THERMAL FWD
ELEMENTS FUSES
AREA OUTBOARD OF THE LEFT SIDEWALL PANEL
FORWARD CARGO HEATER
FWD CGO HEATING - HEATER/TEMP SENSOR 21-41

300/300ER 21-43 0608 P-4
P-10
CHAPTER
Communications
PAS - GENERAL DESCRIPTION • Audio management unit (AMU)

• Left systems ARINC 629 bus
General • Cabin system management unit (CSMU)
• Right systems ARINC 629 bus
The passenger address system (PAS) receives audio inputs and sends them • Attendant switch panel (ASP)
to the passenger cabin. The cabin can have as many as six passenger
address areas. JAL 007-010, 751, 752, 771, 772, 941-945, 977-979, 981-985
• Audio entertainment player (AEP)
CSS AIRPLANE: JAL 008-010, 701-711, 731-73X, 751, 752, 771, 772,
941-945 CSS AIRPLANE: JAL 008-010, 701-711, 731-73X, 751, 752, 771, 772,
The PAS has interfaces with the in-flight entertainment (IFE) system on 941-945
ARINC 628 head-end buses for PAS functions. • In-flight entertainment (IFE) system
JAL ALL • Cabin control panels (CCPs).
Components CMS AIRPLANE: JAL 007, 977-979, 981-985

• Audio multiplexer (AMUX) 1
The PAS uses these components: • Video interface unit (VIU)
• Cabin area control panel
• Passenger address/cabin interphone (PA/CI) controller • Cabin system control panel
• Prerecorded announcement machine (PRAM)
JAL 007-010, 701-706, 731, 732, 751, 752, 771, 941-945, 977-979,
981-985
• Ambient noise sensors (ANSs)
JAL ALL ANSs are not installed on JAL 733-73X.

• Speaker drive modules (SDMs)
• Zone management units (ZMUs)
• Cabin attendant handsets (CAHs)
• Cabin speakers.
These other components and systems connect to the PAS:

PAS - GENERAL DESCRIPTION 300/300ER 23-31 0608 P-1
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PAS - GENERAL DESCRIPTION 300/300ER 23-31 0608 P-2

PC POWER SYSTEM – INTRODUCTION PC POWER SYSTEM - GENERAL DESCRIPTION
JAL 704-711, 731-73X General
General The PC Power System provides 110 VAC/60Hz electrical power for use by
passengers and crew. The interface to the PC Power System is through
The PC Power System provides 110 VAC/60Hz electrical power for use by outlets installed in selected passenger seats and certain crew areas. The
passengers and crew. The interface to the PC Power System is through user connects a laptop computer or other personal electronic device (PED) to
outlets installed in selected passenger seats and certain crew areas. The the outlets to get access to the PC Power System.
user connects a laptop computer or other personal electronic device (PED) to
the outlets. General Description
Abbreviations and Acronyms The PC Power System receives 115 VAC/400 Hz aircraft power and converts
it to 110 VAC/60 Hz power for passenger and crew use.
• A/C - alternating current The PC Power System has these components:
• ACOU - AC outlet unit
• BITE - built-in test equipment • Master Control Unit (MCU)
• C/B - circuit breaker • Programming Module (PM)
• DC - direct current • In-Seat Power Converter (ISPC)
• ISPC - in-seat power converter • A/C Outlet Units (ACOU)
• LED - light emitting diode • PED Power In-Use Indicator (PPUI)
• LRU - line replaceable unit • PC Power Master Switch(es)
• MCU - master control unit • Applicable cables and harness connections.
• PED - personal electronic device
• PM - programming module
• PPUI - PED power in-use indication/indicator
• VDC - volts direct current
PC POWER SYSTEM - INTRODUCTION / GEN 300ER 23-81 0608 P-3

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PC POWER SYSTEM - INTRODUCTION / GEN 300ER 23-81 0608 P-4
PC POWER SYSTEM - COMPONENT LOCATION JAL 731-734

Crew Rest Area
Passenger Seats
In selected crew rest areas, an ISPC and two ACOUs are installed.
In selected areas of the cabin where the PC Power System is installed, each
passenger seat has an AC outlet unit (ACOU) in the armrest. Installed JAL 704-711, 731-734
underneath one seat in each applicable seat group is an in-seat power Video Control Center
converter (ISPC).
Installed at the video control center (VCC) are the master power control
NOTE: switch(es) for the PC Power System.
The ISPC can be a double-seat group configuration that supplies
power to two different seat ACOUs. Or, the ISPC can be a Flight Compartment
triple-seat group configuration that supplies power to three
different seat ACOUs. If the PC Power System is installed in a There is an IFE/PASS SEATS switch on the electrical systems control panel
four-seat group configuration, there are two double-seat in the P5 overhead panel.
configuration ISPCs installed.
E/E Compartment
Also installed in each seat group is a personal electronic device (PED) Power
There is a three-phase 115 VAC circuit breaker installed and one associated
In Use Indicator (PPUI).
relay in the P210 Power Management Panel that provides power to each
MCU.
NOTE:
If the PC Power System is installed in a quad-seat, or four seat
On airplanes with the IFE/PASS SEATS switch, an IN-SEAT POWER
configuration, there are two PPUIs installed - one for each ISPC.
OUTLET relay is installed in each of the power management panels.
Cabin Ceiling
The PC Power System master control unit (s) (MCU) is installed in the
passenger compartment ceiling. There is a programming module (PM) that is
connected to each MCU.
PC POWER SYSTEM - COMPONENT LOCATION 300ER 23-81 0608 P-5

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PC POWER SYSTEM - COMPONENT LOCATION 300ER 23-81 0608 P-6
PC POWER SYSTEM - MCU - GENERAL DESCRIPTION interface between the MCUs and the ACOUs for current monitoring and, if
applicable, provide the path for the MCUs to remove power when conditions
General are necessary.
JAL 704-706
The master control unit (MCU) is installed in the passenger compartment
ceiling. You get access to the MCU when you remove the main ceiling panel.
The MCU is installed with four bolts and washers.
JAL 707-711, 731-73X

The master control units (MCU) are installed in the passenger compartment
ceiling. You get access to the MCUs when you remove the main ceiling panel.
Each of the MCUs are installed with four bolts and washers.
Physical Description
JAL 704-706
The MCU has connections for input power, a programming module (PM)
connector, airplane systems interface connections (for monitoring the cabin
decompression signal, for example) and one connector for each seat column
(up to five). The seat column connections send output power from the MCU
through various sidewall disconnects to the ISPCs. Also, they allow the
interface between the MCU and the ACOUs for current monitoring and, if
applicable, provide the path for the MCU to remove power when conditions
are necessary.
JAL 707-711, 731-73X

Each MCU has connections for input power, a programming module (PM)
connector, airplane systems interface connections (for monitoring the cabin
decompression signal, for example) and one connector for each seat column
(up to five). The seat column connections send output power from the MCUs
through various sidewall disconnects to the ISPCs. Also, they allow the PC POWER SYSTEM - MCU - GENERAL 300ER 23-81 0608 P-7
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PC POWER SYSTEM - MCU - GENERAL 300ER 23-81 0608 P-8
PC POWER SYSTEM - ISPC - GENERAL DESCRIPTION
General
The in-seat power converter (ISPC) is installed underneath one seat in each
applicable seat group. The ISPC is supplied with 115 VAC/400Hz 3 phase
input power from the MCU. The ISPC converts the input power to
110VAC/60Hz and routes this output power to each AC outlet unit (ACOU) in
the seat group.
The ISPC has two configurations: two output and three output. The type of
output required is based on the seat-group configuration where the ISPC is
installed.
NOTE:
The ISPC can be a double-seat group configuration that supplies
power to two different seat ACOUs. Or, the ISPC can be a
triple-seat group configuration that supplies power to three
different seat ACOUs. If the PC Power System is installed in a
four-seat group configuration, there are two double-seat
configuration ISPCs installed.
On one end of the ISPC, there is a circular connector for input power and an
output power circular connector that continues the chain to the next ISPC. On
the other end, there is one rectangular output connector for the PED Power
In-Use Indicator(s) (PPUI) in the seat group. Also, there are two rectangular
output connectors for double-seat group ACOUs or three rectangular output
connectors for triple-seat group ACOUs.
PC POWER SYSTEM - ISPC - GENERAL 300ER 23-81 0608 P-9

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PC POWER SYSTEM - ISPC 300ER 23-81 0608 P-10
PC POWER SYSTEM - PROGRAMMING MODULE - GENERAL For user safety, a ground fault interrupter (GFI) circuit in the ISPC makes sure
DESCRIPTION that the users are protected if mishandling occurs or if there are defective
PEDs or defective PED harness connectors.
General
The ACOU is protected against misuse. A combination of three
The programming module (PM) is connected to the master control unit (MCU) micro-controller sensors that identify connector/prongs and a mechanical
and is removeable. The PM contains power control data and other child-locking device make sure there is no power at the pins until the PED
parameters in non-volatile memory that define customized configurations to plug is correctly inserted.
the MCU for the specific cabin layout.
ACOU Status Indication
In addition to programmable cabin layout parameters, the PM is used to
define the threshold values for the ground fault interruptor (GFI) circuit and The ACOU has an LED that lets the user know the following:
nominal current values of the overload limits (up to 15 amps per output
phase). • If the ACOU LED is on and green in color, the ACOU is enabled and is
available for use.
------------------------------------------------------------------------------------------------------ • If the ACOU LED is on and amber in color, the ACOU cannot be used
PC POWER SYSTEM - OUTLET UNITS - GENERAL DESCRIPTION temporarily. This limitation mode is engaged when a pre-defined power
limit is reached. New users must wait until power is available.
General • If the ACOU LED is on and red in color, the ACOU cannot be used. This
mode is engaged when no power is available at the ACOU. This is
The outlet unit is commonly referred to as an AC outlet unit (ACOU). indicated by a red light at the ACOU.
The AC outlet unit (ACOU) is a connector that allows access to the PC Power
System for use by passengers and crew. The ACOUs are installed in selected ------------------------------------------------------------------------------------------------------
passenger seats, certain crew rest areas and at the video control center PC POWER SYSTEM - PED POWER IN-USE INDICATOR - GENERAL
(VCC). DESCRIPTION
The ACOU lets users connect their personal electronic device (PED) to a General
110Vac/60Hz power source.The ACOUs are connected to the seat group
in-seat power converter (ISPC). The PED Power in-use indication (PPUI) LED is used to provide system
usage information to the flight crew. There is one PPUI installed on the aisle
Each ACOU has a multi-color LED indicator that lets the user know if a new side of each seat group where the PC Power System is installed. The PPUI is
user can connect to the PC Power System. connected to the ISPC and has a blue in color LED that comes on when a
user is connected
Safety Features
PC POWER SYSTEM - PM / ACOU / PPUI 300ER 23-81 0608 P-11
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PC POWER SYSTEM - PM / ACOU / PPUI 300ER 23-81 0608 P-12
PC POWER SYSTEM - POWER INTERFACES - GENERAL DESCRIPTION PC POWER SYSTEM - BITE
PC Power Interface General
For the PC Power System to have power and electrical power availability at There are no manually-initiated BITE tests for the PC Power System.
each outlet unit, these conditions are required: However, the MCU and ISPC do power-up BITE and continuous BITE tests.
• Electrical power on the airplane MCU BITE

• PC/SEAT PWR MCU-1 circuit breaker, C25320, closed
• PC/SEAT PWR MCU-2 circuit breaker, C25321, closed The MCU performs the following built-in tests (BITE):
• IFE/PASS SEAT switch ON (S-14 on the P5 overhead panel in the flight
• PM evaluation
compartment)
• GFI Tripping
• PC Power master cut-off switch ON at the VCC
• Electronic fuse tripping
• Internal LRU failures
Power Operation Description
BITE status is indicated by a red in color status LED on the power input side
Position status of the IFE/PASS SEAT switch, S-14 on the P5 overhead panel
of the housing and by a discrete output.
in the flight compartment, is sent to the overhead panel ARINC 629 system
(OPAS). The OPAS sends data (ON/OFF position of IFE/PASS switch) to the If the PC Power System master switch is cycled “ON-OFF-ON” in less than 3
ELMS P210 panel. Then, it goes to the Signal Interface Unit 1 (SIU-1). seconds, the MCU performs a reset and initiates the startup BITE procedure.
The SIU-1 provides a ground (on position of S14) to IFE seats switch relay. ISPC BITE
After the IFE seats switch relayis energized, it provides 28 VDC control to the
SEAT PWR MCU relay. Once the relays are energized, MCU 1 and MCU 2 The ISPC performs the following bult-in tests (BITE):
get power from MCU 1 and MCU 2 circuit breakers.
• Power up Test - Does a check of GFI sensor and circuit, output relays
and checksum
• Continuous Test - Does a check of temperature, output relays internal
power supply and indication LED.
If the ISPC BITE detects a fault, the ACOU(s) connected to the ISPC are
switched off.
PC POWER SYSTEM - POWER INTERFACES0 300ER 23-81 0608 P-13
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PC POWER SYSTEM - POWER INTERFACES 300ER 23-81 0608 P-14
EMERGENCY LOCATOR TRANSMITTER – INTRODUCTION control center (MCC). The MCC sends alert data to a rescue coordination
center (RCC).
JAL 701-711, 731-73X
Components
General
The ELT system has these components:
The emergency locator transmitter (ELT) system automatically sends
emergency signals when it senses a large change in the airplane velocity. • ELT
• Control panel
The flight crew can start the ELT manually at the flight deck with a switch on a • Blade antenna.
control panel.
ELT Connections
The ELT sends homing signals to search and rescue crews on the VHF and
UHF emergency channels. The ELT connects a ground to the airplane information management system
(AIMS) when it turns on and during a self test. The ground from the ELT tells
The ELT also sends emergency signals to satellite receivers. The satellite AIMS to show an ELT ON advisory message on the EICAS display.
receivers send this information to ground stations to calculate the location of
the emergency signals. The ELT gets control information from the ELT control panel. The control
panel sends discrete signals to the ELT to turn the ELT on manually. It also
sends a discrete signal to turn off the ELT if it starts to transmit accidentally.
------------------------------------------------------------------------------------------------------ To start a self test of the ELT, move the RESET/ARMED/ON switch to the
EMERGENCY LOCATOR TRANSMITTER - GENERAL DESCRIPTION RESET position momentarily.
General The ELT sends the frequency outputs to a blade antenna.
The ELT transmitter sends a swept tone on the VHF and UHF emergency The antenna sends the 121.5/243.0 MHz and 406 MHz transmit signals.
channels (121.5 and 243.0 MHz). It also sends digital data every 50 seconds
on the 406 MHz channel.
Satellites send the received signal to a ground station. The ground station
uses the phase shift between the ELT and the satellite to find the approximate
location of the ELT. The ground station sends this information to the mission
ELT - INTRODUCTION 300ER 23-24 0608 P-15
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ELT - INTRODUCTION 300ER 23-24 0608 P-16
EMERGENCY LOCATOR TRANSMITTER - EMERGENCY LOCATOR • 243 MHz homing signal.

TRANSMITTER CONTROL PANEL
The ELT also transmits on 121.5 MHz and 243 MHz continuously except
Location during the 406 MHz transmission. It continues to transmit until the batteries
can no longer supply power.
The ELT control panel is in the flight deck on the P5 overhead panel.
Purpose
The ELT has these physical characteristics:
You use the ELT control panel for these purposes:
• Height - 2.87 in. (72.90 mm)
• Turn on the ELT • Width - 6.30 in. (160.02 mm)
• Reset the ELT after activation • Length - 9.21 in. (233.93 mm)
• Set the ELT for automatic operation. • Weight (with backup antenna) - 3.53 lb (1.60 kg)
Controls and Indications There is a transmit LED (labeled TX) and an ON/OFF/ARMED switch on the
ELT. This lets you manually control the ELT.
The ELT control panel has a RESET/ARMED/ON switch guarded in the
ARMED position. The ELT has high energy batteries that operate for approximately three years.
(Change is every two years.)
Set the switch to ARMED for normal operation. In this mode, the ELT starts
automatically if it senses a sudden and extreme decrease in speed. ------------------------------------------------------------------------------------------------------
EMERGENCY LOCATOR TRANSMITTER - ANTENNA
------------------------------------------------------------------------------------------------------
EMERGENCY LOCATOR TRANSMITTER - EMERGENCY LOCATOR Location
TRANSMITTER
The ELT antenna is above the ELT on the outside of the aircraft.(STA 1882)
Location
Purpose
The emergency locator transmitter (ELT) is in the passenger cabin above the
cabin ceiling panels. The ELT antenna transmits 406 Mhz, 121.5 Mhz, and 243 Mhz signals.
Purpose Physical Description
When manually or automatically activated, the ELT transmits this information: The ELT antenna is an external blade antenna.
• 406 MHz aircraft data

• 121.5 MHz homing signal ELT - CONTROL PANEL / ELT / ANTENNA 300ER 23-24 0608 P-17
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ELT - CONTROL PANEL / ELT / ANTENNA 300ER 23-24 0608 P-18
EMERGENCY LOCATOR TRANSMITTER - INTERFACE
Power
The emergency locator transmitter (ELT) gets 12v dc from its internal
batteries.
The ELT control panel gets 0-5v ac from the master dim and test for the panel
lights.
Emergency Locator Transmitter Control Panel
You use the ELT control panel to turn on the ELT or to reset it to the armed
mode if there is an accidental activation.
Emergency Locator Transmitter
The ELT sends 12v dc to the ELT control panel. The ELT gets ON and
RESET signals from the control panel.
When the ELT is on, it sends a discrete to AIMS. The EICAS display shows
the ELT ON advisory message.
The reset signals stop the transmitter if it accidentally starts.
ELT Antenna
The ELT antenna sends the emergency signals on the VHF and UHF
frequencies
ELT - INTERFACE 300ER 23-24 0608 P-19

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ELT - INTERFACE 300ER 23-24 0608 P-20
EMERGENCY LOCATOR TRANSMITTER - FUNCTIONAL DESCRIPTION The self-test begins with 3 seconds of silence while the ELT looks for a
Navigation Interface or test tool connection.
General
Then, the TX LED on the ELT front panel comes on for 6 seconds, along with
The emergency locator transmitter (ELT) transmits distress signals to a buzzer.
satellites. The emergency locator transmitter has these modes of operation:
If the self-test passes, the buzzer stops and the TX LED remains on for an
• On
additional 10 seconds.
• Armed
• Reset.
If the self-test fails, the buzzer stops and the TX LED flashes for 10 seconds
to show the failure mode.
Normal Operation
The flashing rate indicates the failure as follows:

The transmitter board contains a micro controller. The controller generates
the digital distress signal. It also operates a 406 MHz transmitter and a 121.5
• 4 hz - ELT checksum failure
MHz and 243 MHz homing transmitters.
• 2 Hz - ELT power failure (UHF and/or VHF)
• 1 Hz - external antenna connection failure or signal identification
The transmitter board receives inputs from the ELT control panel. These
missing
signals control the activation of the ELT.
The ELT waits for approximately 30 seconds after the pass/fail indication to
The transmitter board also receives information fro the impact detection
allow the ELT to be shut-off manually, before the real distress signals are
acceleration sensor located in the activation/identification module
transmitted. Set the ELT control panel or front panel switch (whichever was
used to initiate the self-test) to the OFF position.
When the ELT is turned on manually, it starts a self-test of the transmitter.
The self-test checks the output power of the UHF and VHF signals, the
presence of the primary antenna, the presence of a valid identification signal
and proper software check-sum.
Self Test
A self-test of the ELT is activated when you set the ELT control panel switch
or the front panel switch to the ON position.
ELT - FUNCTIONAL DESCRIPTION 300ER 23-24 0608 P-21
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'.6
COCKPIT DOOR SURVEILLANCE CAMERA SYSTEM - DESCRIPTION

AND OPERATION
General
Cockpit entry door surveillance camera system is installed to enhance the

cockpit security. With this surveillance camera system, flight crews can
monitor the cockpit door area on the LCD in the cockpit. The camera is
installed right after the cockpit to identify the person requesting entry to the
cockpit. Another cameras are installed to confirm the safety in the area near
the cockpit door.
All Camera System components connect to the control panel and only the
control panel interfaces electrically with the aircraft. Aircraft power is routed
though a circuit breaker, and system master switch before it is connected to
the control panel.
Block diagram of system is shown in a drawing.
COCKPIT DOOR SURVEILLANCE CAMERA 300/300ER 23-70 0608 P-23

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COCKPIT DOOR SURVEILLANCE CAMERA 300/300ER 23-70 0608 P-24

COCKPIT DOOR SURVEILLANCE CAMERA SYSTEM - COMPONENT • Power / Brightness - The monitor obtains 13.9VDC from the Control
DETAIL Panel. When power is applied to the monitor, the monitor will display
whichever camera is selected. The monitor OFF/BRIGHTNESS control
Control Panel/Master Switch knob located on the control panel controls power to the monitor and
brightness of the image.
The control panel is the heart of the system. The control panel provides a
means to control sys-tem power for the cameras and monitor and controls the Camera
video distribution. The following are the primary functions of the control panel:
The cameras installed are near infrared, black and white cameras.
• Power: 28VDC power is provided to the system through the master
switch, which pro-vides a means of disconnecting system power Three or four cameras are installed in the main cabin overhead area.
manually. The control panel takes aircraft power and converts it to Please refer to AMM about camera position from the reasons of security.
12VDC for the cameras and 13.9VDC for the monitor. This is
accomplished with internal DC-DC converters. The control panel also The primary operations of the cameras are explained as follows:
contains circuitry to prevent damage due to voltage spikes, power
transients and over/under-voltage conditions. • Power: The camera obtains 12VDC from the Control Panel. When
• Camera Selection: The control panel has rotating selector switch that power is applied to the camera, the camera will produce an NTSC
allow for camera selection. composite video signal. Power is applied to the camera whenever
• Monitor ON/OFF and Brightness Control: The control panel has rotating power is applied to the control panel and as long as power is applied to
knob with detents in the fully counter-clockwise position. When the the camera a signal will be produced.
OFF/BRIGHTNESS knob is rotated fully counter-clockwise past the • Signal: The output signal from the camera is a .7volt p-p NTSC
detent, the monitor will turn off. When the OFF/BRIGHTNESS knob is formatted composite
rotated clockwise from a fully counter-clockwise position past the detent, • IRE Illuminator: IR Illuminator is installed adjacent to the Camera 1 to
the monitor will turn on with a minimum brightness. As the knob is provide increased image visibility in extreme low light situations.
rotated clock-wise the brightness will increase. (777-200ER only)
Monitor
The monitor is a full color LCD display. The monitor receives power,
brightness control and an NTSC composite video signal from the control
panel. Figure shows the monitor installation on the bulkhead aft of the flight
deck. The primary operations of the monitor are explained as follows:
COMPONENT DETAIL 300/300ER 23-70 0608 P-25
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COMPONENT DETAIL 300/300ER 23-70 0608 P-26

CHAPTER
Instrument
AIRPLANE CONDITION MONITORING SYSTEM – MAT DISPLAY Menu bar
General • ACMS: Access to ACMS Function of Core Function Pull Down Menu.
(Note: Core Function can not be customized by airline)
ACMF Software consists of OPS (Operational Program Software), which • DFOM: Access to Flight Operation's menu or function. Access to this
controls ACMF fundamental function, and AMI. OPS cannot be modifiable by menu needs flight crew's understanding. (DFOM: Daily Flight Operation
airlines but AMI can be. Airlines are authorized to modify or make AMI area. Monitoring.)
• MAINTENANCE: Access to Stored Report or Vertical G Display
ACMS AMI portion has been customized. ACMS AMI of Part Ⅰ AMM ofmaintenance related.
31-35-00 describes baseline AMI. Original baseline is not used in customized • MAINTENANCE EXCEEDANCES: Access to Exceedance Report of
AMI but some original AMI reports were modified as part of customized AMI. maintenance related.
As for detail of customized ACMS AMI, refer to Part Ⅱ AMM 31-35-00. • ENGINEERING: Access to Engineering Report.
• OPTION: Access to QAR Manual Recording Timer、Remote Report
The structure and display formats of the ACMS screens on the MAT are Button、DFOM Suppression Function etc.
changed by customized AMI.
As for menu, which requires Pass Word, password must be entered at "Pass
Word" Pull Down Menu. If pass Word is not entered, the frame color of the
MAT Display menu, which requires the password, does not change to pink
A. ACMS Main Menu NOTE:

In AIMS BITE DUMP, there are histories for 32 flight legs for
From MAT Main Menu, select "Condition Monitoring" then ACMS main data retrieval.
menu will be displayed.
There are 6 Menu Bars. From each menu bar, via pull down menu or
cascade menu, expected reports or functions can be accessed.
Selection of each menu can be done by depressing the selection SW of

MAT.
ACMS - MAT DISPLAY 300/300ER 31-35

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ACMS - MAT DISPLAY - ACMS MAIN MENU 300/300ER 31-35 0608 P-02
B. ACMS Pull Down Menu
• PASSWORD
• TITLE SCREEN
• MNEMONIC DATA
• MODIFIABLE CONSTANTS
• PROGRAMMABLE REPORT 1
• QUICK REPORT
• TRACE LOG
• EXIT ACMS.
C. DFOM Pull Down Menu
Access to this menu needs flight crew's understanding.
• Flight Reports: To display Flight Report List Page.

• DFOM Messages: To display DFOM Message List Page.
• Profile Request: To display Profile Request Page.
• DFOM Erase: If selected, All DFOM Messages, Flight Reports would be
erased. Although DFOM Erase is not selected, after 20 minutes of Both
Engine Shut Down (SD), these reports are erased automatically.
ACMS - MAT DISPLAY

ACMS & DFOM Pull Down Menu 300/300ER 31-35 0608 P-03
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ACMS & DFOM PULL DOWN MENU
D. MAINTENANCE Pull Down Menu
(1) ENG Stored Reports: To display the lists of undermentioned Reports,

which are stored in memory.
• Engine Takeoff Replay Report

• Engine Reverse Replay Report (PW Engine)
• Engine Climb Report
• EGT Divergence Report
• Engine Data Report
• Left Engine Start Report
• Right Engine Start Report
• Engine Oil Monitoring Report
• Engine Takeoff Report
• IDG Shear Out Moniotor Report
(2) APU Stored Reports: To display the lists of APU Performance Report,
which is stored in memory.
(3) Last Flight Catalog: To display the list of reports which were made in
last flight and exit in memory.
(4) All Flight Catalog: To display list of all reports which are stored in
memory.
(5) Vertical G Display: To display GMX, GMN, GFMX, GFMN, A/C ID, Flight
NO., Date, Leave/Arrive Airport etc. of present leg.
NOTE:
GMX, GMN is maximum and minimum vertical G past 20
minutes. Normally, after landing, they are the data of touch
down. GFMX, GFMN is maximum and minimum vertical G in
air. MAINTENANCE Pull Down Menu
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E. MAINTENANCE EXCEEDANCES Pull Down Menu (4) Other Exc Replay Rpts: To display the list of following reports which are
stored in memory.
(1) Maint. Report: There are following cascade menus under this pul down
menu. • IDG Oil Temp Report
• Stick Shaker Report
• Report Collect Trigger: To trigger maintenance report and store it in • GPWS Report
memory. • Windshear Report
• Report Display: To display the list of maintenance report. • Cabin Altitude Report
• Passenger Oxygen Deploy Report
(2) Engine Exceed Reports: To display the list of following reports which
are stored in memory. (5) Structure Inspect Rpts: To display the list of following reports which are
stored in memory.
• Abnormal Left Engine Start Report
• Abnormal Right Engine Start Report • Hard Landing Inspection Report
• Left Engine Replay Report • Overweight Landing Inspection Report
• Right Engine Replay Report • Turbulence Inspection Report
• Engine Windmill Report (PW Engine)
• High Nacelle Temp Report (PW Engine)
• Engine Flame Out Report (PW Engine)
• Engine Stall Report (PW Engine)
• High Oil Quantity Report (PW Engine)
• High Oil Consumption Report
• Engine Exceedance Report
• Engine IFSD Report (GE Engine)
(3) APU Exceed Reports: To display the list of APU auto shut down report,
ACMS - MAT DISPLAY

MAINTENANCE EXCEEDANCES Pull Down Menu 300/300ER 31-35 0608 P-07
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F. ENGINEERING Pull Down Menu
• Stable Condition Display: To display the Aircraft Stable Condition

Status.
• A/C Stable Report: To display the list of Aircraft Stable Report, which is
stored in memory.
• APM Report: To display the list of Performance Monitoring Report,
• Engine Stable Report: To display the list of Engine Stable Report which
is stored in memory.
• ECS Performance Report: To display the list of ECS Performance
Report which is stored in memory.
• A/C Condition Report: To display the list of Aircraft Condition Report,
• APU Data Report: To display the list of APU Data Report which is
stored in memory. (PW Engine)
G. OPTION Pull Down Menu (Refer to Fig.2G1)
• QAR Operation: To display QAR Manual Timer Set/Start & Stop Page.
In this page, Manual Timer can be modified. Status of QAR manual
recording can be displayed here.
• RPB Set: If selected, Remote Report Button Page is displaye.This page
selects the report, which is generated when "REPORT" Button on
ACMS Panel (P8) is depressed.
• DFOM Suppression: To select DFOM Suppression Page.
ACMS - MAT DISPLAY

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ENGINEERING & OPTION PULL DOWM MENU
CHAPTER
Navigation
PITOT-STATIC/AIR DATA STANDBY INSTRUMENTS - COMPONENT

LOCATION
MEC COMPONENT LOCATION - 1
The location of the left pitot air data module (ADM) is in the left forward
section of the main equipment center.
MEC COMPONENT LOCATIONS - 2
The right and center pitot ADMs are in the MEC, to the right of the nose wheel
well and under the flight deck.
The pitot SADM is in the MEC, under the flight deck and aft of the center pitot
ADM.
PITOT-STATIC/AIR DATA STANDBY INSTRUMENTS 300/300ER 34-11 0608 Ｐ-01

COMPONENT LOCATION
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PITOT-STATIC/AIR DATA STANDBY INSTRUMENTS - 300/300ER 34-20 0608 P-02

COMPONENT LOCATION

ILS - RECEIVER Front Panel LEDs
General JAL 941, 942

The receiver front panel has these LEDs:
JAL 941, 942
The instrument landing system (ILS) has three ILS receivers. • LRU STATUS - red shows for an internal receiver failure
The ILS system uses inputs from these antennas: • CONTROL FAIL - red shows for a control failure.
• VOR antenna Training Information Point

• Localizer antennas
• Glideslope capture antennas The maintenance manual and the fault isolation manual do not have a task for
• Glideslope track antennas. the line maintenance technician to do a test from the front panel of the
receiver. You must do all tests for the receiver from the MAT or a PMAT.
Purpose
Many LRUs on the 777 are compatible with other model airplanes that do not
JAL 941, 942 have a central maintenance computing system (CMCS). For that reason
The ILS receiver supplies localizer and glideslope deviation to the autopilot those LRUs have a front panel test feature.
flight director computers (AFDCs) and to the AIMS cabinets for display.
Description
JAL 941, 942

Each receiver is a standard ARINC 600 3 MCU unit. The receiver weighs ten
pounds and uses 115v ac power for operation.
There are status LEDs on the front panel and a receiver test switch. The ILS
status LEDs shows either green for a test pass, or red for a test fail.
The receiver has a nonvolatile flight fault memory. Use the ATE connector at
the rear of the ILS receiver to access the fault memory. Only shop personnel
can use this feature.
ILS - RECEIVER 300 34-31 0608 P-03

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WXR SYSTEM - GENERAL DESCRIPTION Interfaces
Control The WXR system interfaces with these systems:
These components supply weather radar (WXR) system control: • Warning electronic system (WES)
• Ground proximity warning system (GPWS)
• Left, center, and right control display units (CDUs) • Traffic alert and collision avoidance system (TCAS)
• Left and right EFIS CPs • Radio altimeter (RA) system
• WXR panel. • Overhead panel ARINC 629 system (OPAS).
Display The WXR system interfaces with these system components:
WXR data shows on the navigation displays (NDs). The weather data from • Air/ground relay
the WXR RT goes through the AIMS cabinets then to the NDs. • Landing gear control lever module.
Antenna
The WXR antenna transmits the RF pulses and receives the RF returns. The
RT gets air data inertial reference system (ADIRS) pitch and roll data from the
airplane information management system (AIMS) cabinets for antenna
stabilization.
Receiver-Transmitter (RT)
The central component of the WXR system is the weather radar

receiver-transmitter (RT). The system has dual RTs. Only one RT operates at
a time. The WXR RT does these functions:
• Produces RF pulses
• Transmits RF pulses
• Processes the RF returns
• Supplies the WXR display data.
WXR SYSTEM - GENERAL DESCRIPTION 300/300ER 34-43 0608 P-05
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WXR SYSTEM - COMPONENT LOCATIONS - FORWARD EQUIPMENT

CENTER AND NOSE RADOME
General
The WXR antenna assembly is in the nose radome.
The WXR system components in the forward equipment center are the:
• Left WXR RT
• Waveguide switch
• Right WXR RT.
WXR SYSTEM - COMPONENT LOCATION

FWD EQUIPMENT CENTER AND NOSE RADOME 300/300ER 34-43 0608 P-07
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FWD EQUIPMENT CENTER AND NOSE RADOME
WXR SYSTEM - INTERFACE - POWER, INTERLOCKS, ENABLES AND The RT ENABLE also causes the waveguide switch to connect the antenna to
RF TRANSMISSION the selected RT. When the selected RT operates, it sends 28v to the WXR
panel power supply to make the WXR panel operate.
System Power
The WXR antenna assembly gets 115v ac power from the WXR RTs.
The left WXR RT gets 115v ac through the left WXR circuit breaker from the
left ac transfer bus (L AC XFR).
The right WXR RT gets 115v ac through the right WXR circuit breaker from
the right ac secondary 2 bus (R AC SEC 2).
WARNING:
MAKE SURE YOU OPEN THESE CIRCUIT BREAKERS FOR THE
WEATHER RADAR SYSTEM BEFORE YOU RUN THE ENGINE.
IF YOU DO NOT, YOU CAN CAUSE INJURY OR DEATH TO
PERSONS AND DAMAGE TO EQUIPMENT.
The left and right WXR RTs send 28v dc to the onside power supply in the
WXR panel.
Interlocks, Enables and RF Transmission
The left and right AIMS cabinets receives WXR on/off discrete inputs from the
left and right EFIS CP or left, center, and right CDUs and sends the discrete
to the WXR panel.
The WXR panel sends the ON/OFF discrete to the left and right RTs. This
discrete permits the selected RT to operate.
The RTs send 28v dc to the WXR control panel for the power interlock
(INTRLK) and RT ENABLE. The WXR CP RT ENABLE goes to the WXR RT
to enable operation. WXR SYSTEM - INTERFACE - POWER,
300/300ER 34-43 0608 P-09
INTERLOCKS, ENABLES AND RF TRANSMISSION
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WXR SYSTEM - INTERFACE - POWER, 300/300ER 34-43 0608 P-10

INTERLOCKS, ENABLES AND RF TRANSMISSION
WXR SYSTEM - PREDICTIVE WINDSHEAR INTERFACES Traffic Alert and Collision Avoidance System
General Description WXR sends an inhibit discrete to the traffic alert and collision avoidance
system (TCAS) computer when there is a PWS alert. This discrete does these
The predictive windshear (PWS) part of the weather radar (WXR) system functions:
interfaces with other airplane systems and components.
• Changes resolution advisories (RAs) to traffic advisories (TAs)
Radio Altimeter • Inhibits all TCAS audio alerts.
The radio altimeter (RA) provides radio altitude data to PWS. PWS uses this AIMS Cabinets
data to do these functions:
PWS receives this data from AIMS:
• Turn PWS on and off
• Enable/disable display and alert functions. • Attitude data
• Air data
Ground Proximity Warning Computer • System test commands.
PWS sends windshear alert data to the ground proximity warning computer PWS sends windshear display data to AIMS.
(GPWC) on the ARINC 429 systems bus. The GPWC prioritizes alerts. If a
higher priority alert exists, the GPWC sends an inhibit discrete to WXR. This Overhead Panel ARINC 629 System
discrete inhibits the PWS alert output.
PWS sends these discretes to the overhead panel ARINC 629 system
Warning Electronic System (OPAS):
PWS sends these signals to the WES: • Windshear caution alert

• Windshear warning alert
• PWS alert audio output • PWS fail.
• PWS warning discrete.
OPAS changes these discretes to ARINC 629 data and sends the data to
WES uses the PWS warning discrete to turn on the master warning lights. AIMS. AIMS makes the visual alert annunciations on the ND and PFD.
WES sends a takeoff configuration arm discrete to PWS. PWS uses this
discrete to turn on PWS when the engines get to takeoff thrust.
WXR SYSTEM –
PREDICTIVE WINDSHEAR INTERFACES 300/300ER 34-43 0608 P-11
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WXR SYSTEM -
Landing Gear Control Lever Module
The landing gear control lever module sends an analog discrete to PWS.
PWS uses this discrete in its takeoff/approach alert logic.
WXR SYSTEM –
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WXR SYSTEM -
WXR SYSTEM - CONTROL AND DISPLAY INTERFACE The terrain select relays connect to the AIMS cabinets with data buses. The
AIMS cabinets show the data on the NDs.
Control Inputs
Relay Control
The WXR panel supplies this data to the WXR RTs:
With weather radar selected, the normal relay position lets weather radar data
• Transmit mode show on the NDs. When you select TERR on either EFIS control panel (CP),
• Tilt a terrain select ground signal energizes the two on-side terrain select relays.
• Gain control. This allows the terrain data to show on the on-side display. Push the TERR
switch again and the on-side relays deenergize. The display then shows
Range data and the on/off discretes go from the EFIS control panel or CDU weather radar data.
through the AIMS cabinets to the WXR RTs.
Relay Monitor
WXR Output Data and Display
The GPWC monitors the terrain select relay positions for faults.
The selected WXR RT sends WXR display data to the left and right AIMS
cabinets. The data is shown on the navigational displays (NDs). Cross Cabinet Bus
Display Relays The left AIMS cabinet supplies WXR display data to the right AIMS cabinet
and the NDs.
The weather radar (WXR) receiver-transmitters (RTs) and the ground The right AIMS cabinet supplies WXR display data to the left AIMS cabinet
proximity warning computer (GPWC) send data to the four terrain select and the NDs.
relays. These relays control which data shows on each ND.
Status Display
Relay Power
The AIMS cabinets get WXR system mode and status data so the NDs can
The terrain select relays get 28v dc from the TERRAIN DISPLAY circuit show WXR system mode of operation and system status.
breaker on the P11 overhead circuit breaker panel.
Relay Interfaces
The WXR RTs connect to the terrain select relays with weather display data
buses. The GPWC connects to the terrain select relays with terrain display WXR SYSTEM –
CONTROL AND DISPLAY INTERFACES 300/300ER 34-43 0608 P-15
data buses.
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CONTROL AND DISPLAY INTERFACES 300/300ER 34-43 0608 P-16
WXR SYSTEM - ANTENNA CONTROL INTERFACE WXR RT Antenna Control
Antenna Tilt The WXR RT sends antenna control and stabilization signals to the WXR
antenna assembly.
The WXR panel supplies antenna tilt control signals to the WXR RT.
Antenna Position Monitoring
JAL 731-736, 751, 752
Auto Tilt The WXR antenna sends antenna position feedback to the WXR RT for scan
and elevation position monitoring.
The auto tilt function uses data from the enhanced ground proximity warning
system, EGPWS, to determine the optimum tilt angle of the radar antenna.
The automatic tilt angle gives minimum ground clutter and optimum weather
detection. Auto tilt controls the tilt only during weather scans. Auto tilt does
not change the tilt during the windshear scans.
All
Attitude Sources
The WXR RT uses ADIRS attitude data from AIMS for antenna stabilization.
The left ADIRS signals from left AIMS cabinet connect to the onside attitude
input of the left WXR RT and to the offside attitude input of the right WXR RT.
The right ADIRS signals from right AIMS cabinet connect to the onside
attitude input of the right WXR RT and to the offside attitude input of the left
WXR RT.
Attitude On/Off Discrete
A failed AIMS cabinet supplies an ADIRS invalid discrete to the WXR RT.
This permits the RT to use the offside attitude inputs.
WXR SYSTEM - ANTENNA CONTROL INTERFACE 300/300ER 34-43 0608 P-17
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WXR SYSTEM -
ANTENNA CONTROL INTERFACES 300/300ER 34-43 0608 P-18
WXR SYSTEM - MAINTENANCE INTERFACES
RT Central Maintenance Computer System Interface
The central maintenance computer system (CMCS) of the left AIMS cabinets
sends this data to the left and right WXR RTs:
• Flight legs for the RT nonvolatile memory (NVM)

• Ground test commands to start a WXR system test.
WXR System Maintenance Data
The WXR RTs send WXR system maintenance data to the CMCS in the left
and right AIMS cabinets.
Air/Ground
The air/ground relay input does these functions:

• Inhibits PWS test alerts in the air
• Defines flight legs if the flight legs data from the CMCS fails.
WXR SYSTEM - MAINTENANCE INTERFACES 300/300ER 34-43 0608 P-19

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WXR SYSTEM - MAINTENANCE INTERFACES 300/300ER 34-43 0608 P-20

WXR SYSTEM - WEATHER RADAR PANEL JAL 731-736, 751, 752

Mode Selector
Purpose
• TEST - lets the flight crew do a self-test of the RT in operation and
The weather radar (WXR) panel has controls for WXR system operation. shows the test results on the ND. Line maintenance personnel should
use the MAT to do a test of the WXR system.
JAL 941-945 • WX - selects the weather mode
Mode Selector • WX/TURB - selects the weather and turbulence mode (the RT
The left and right alternate action mode select switches have these functions: processes turbulence returns for a maximum of 40 nm only)
• MAP - selects the ground map mode.
• TFR - causes the RT to use the same mode, tilt, and gain as the other
side System Select Switch
• WX/TURB - selects the weather and turbulence mode (the RT The WXR SYS L/R switch has two positions to select the left or right WXR RT
processes turbulence returns for a maximum of 40 nm only) for operation.
• WX - selects the weather mode of operation
• MAP - selects the ground map mode Tilt Control
• GCS (ground clutter suppression) switch.
The tilt control lets you adjustment the antenna tilt angle from +15 degrees to
System Select Switch -15 degrees.
The left (L R/T) and right (R R/T) select switches let you select the left or right Auto Tilt Selection
WXR RT for operation.
The TILT (MAN/AUTO) switch lets you select manual or automatic antenna
Tilt Control tilt. In the MAN position, the antenna tilt control is the tilt control knob on the
control panel. In the AUTO position, the antenna tilt control uses EGPWS
The left and right antenna tilt controls let you select antenna tilt from +15 terrain altitude information for the best tilt angle.
degrees to -15 degrees. The tilt controls also have the receiver gain control.
The gain control adjusts the system gain in the MAP mode only.
Test
The test switch lets the flight crew do an operational test of the WXR system.
Line maintenance personnel should use the MAT to do a test of the WXR
system. WXR SYSTEM - WEATHER RADAR PANEL 300/300ER 34-43 0608 P-21
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WXR SYSTEM - WEATHER RADAR PANEL 300/300ER 34-43 0608 P-22

WXR SYSTEM - RECEIVER-TRANSMITTER Front Panel
There is an LCD maintenance display on the front of the RT. The

Purpose
maintenance display shows WXR system test and fault information. You use
This is the purpose of the WXR receiver-transmitter (RT): the test switches on the front of the RT to start a test of the WXR RT.
• Make and transmit RF pulses Training Information Point

• Process RF return signals
The maintenance manual and the fault isolation manual do not have a task for
• Make display data
the maintenance technician to do a test from the front panel of the WXR RT.
• Send display data to the AIMS
You must do all tests for the WXR RT from the MAT, PMAT, or from the WXR
• Supply antenna stabilization
panel.
• Monitor and test system operation
• Send and record fault status and test results
Many LRUs on the 777 are compatible with other model airplanes that do not
• Make WXR display test patterns to show on the display units.
have a central maintenance computing system (CMCS). For that reason,
JAL 941-945 these LRUs have a front panel test feature.
The WXR RT weighs 32 lb (14 kg). Forced air cools the RT.
Flont Panel
ATE test connectors supply test points to monitor RT operation during bench
tests.
JAL 731-736, 751, 752

The WXR RT weighs 29.5 lb (13.4 kg). Forced air cools the RT.
Test Equipment Connectors
There is a shop test connector on the front panel of the RT. To get access to
the test connector, remove the cover plate.
WXR SYSTEM - RECEIVER-TRANSMITTER 300/300ER 34-43 0608 P-23
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WXR SYSTEM - RECEICER-TRANSMITTER 300/300ER 34-43 0608 P-24

WXR SYSTEM - ANTENNA ASSEMBLY The antenna pedestal receives 115v ac power from the WXR RT. The
antenna pedestal has two sets of power supplies and electronics. One set
Antenna Assembly drives the antenna with the left RT selected. The other set drives the antenna
with the right RT selected.
The antenna assembly includes:
• The flat plate WXR antenna There is a horizontal scan stepper motor to drive the antenna +/- 90 degrees
• The antenna pedestal. of the airplane centerline. There is also a vertical elevation scan stepper
motor to drive the antenna +/- 40 degrees up or down (this includes the +/-
Flat Plate Antenna degrees for manual tilt selection from the WXR control panel). The stepper
motors use 26v dc for operation.
The flat plate antenna transmits RF pulses from the WXR RT, and receives
the pulses as they reflect off precipitation formations.
There is a zero position monitor and an incremental monitor for each motor.
These monitors send antenna horizontal scan and elevation scan position
JAL 941-945
feedback to the WXR RT. There are elevation and azimuth scales that permit
The flat plate antenna is an array of radiation slots. The RF pulses radiate
a visual measurement of the tilt and scan angles.
from each of the slots and combine to make a pencil beam 5.4 degrees high
and 5.4 degrees wide. The antenna weighs 6.0 lb (2.7kg) and is 23 inches
There is a horizontal scan and elevation scan disable switch on the antenna
wide.
pedestal to permit you to remove power to the scan and elevation stepper
motors. Use these switches to inhibit movement of the antenna during
JAL 731-736, 751, 752
maintenance. The switches do not stop RF transmissions from the WXR RT.
The flat plate antenna is an array of radiation slots. The RF pulses radiate
from each of the slots and combine to make a pencil beam 3.6 degrees high
A torque spring inside the antenna pedestal counter balances the weight of
and 3.4 degrees wide. The antenna weighs 6.5 lb (3 kg) and is 23 inches
the antenna. When you remove the antenna, the torque spring moves the
wide.
elevation drive into the upper position.
Antenna Pedestal
The antenna pedestal contains these items:
• Electrical connectors
• Stepper motors to drive the horizontal scan and vertical elevation scan
• Antenna position monitors
• Disable switches. WXR SYSTEM - ANTENNA ASSEMBLY 300/300ER 34-43 0608 P-25
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WXR SYSTEM - ANTENNA ASSEMBLY 300/300ER 34-43 0608 P-26

WXR SYSTEM - RF SWITCHING
Purpose
The WXR waveguide switch, switches the WXR antenna between the left and
right WXR RTs.
Description
The WXR waveguide switch has three rigid waveguide sections attached to it
that go to the:
• Left WXR RT
• Right WXR RT
• WXR antenna pedestal.
The waveguide switch has an electrical connection that enables the switch
operation. A discrete signal from the WXR control panel causes the switch to
operate.
WXR SYSTEM - RF SWITCHING 300/300ER 34-43 0608 P-27

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WXR SYSTEM - RF SWITCHING 300/300ER 34-43 0608 P-28

TCAS/ATC TRANSPOMDER SYSTEM - TRANSPONDER PANEL Above-Normal-Below Switches
General There are two above-normal-below (ABV-N-BLW) switches that control the
amount of altitude that shows for the TCAS display on the ND.
The transponder panel controls the TCAS computer to send the selected
display data to the AIMS. The left switch controls the information that shows on the captain's ND and
the right switch controls the information that shows on the first officer's ND.
Absolute-Relative Switches
Each switch has these three positions:
There are two absolute-relative (ABS-REL) switches that control the TCAS
computer to send the AIMS absolute or relative intruder altitude for the TCAS • ABV, makes the ND show intruder airplanes that are from 2700 feet
display on the NDs. below to 9900 feet above present airplane altitude
• N, makes the ND shows intruder airplanes that are within 2700 feet
The left switch controls the information that shows on the captain's ND, and below or above present airplane altitude
the right switch controls the information that shows on the first officer's ND. • BLW, makes the ND shows intruder airplanes that are from 9900 feet
below to 2700 feet above present airplane altitude.
Each switch has these two positions:
• ABS, makes the absolute altitude of the intruder airplane show on the
ND.
• REL, makes the altitude separation from the intruder airplane show on
the ND.
Transponder Mode Selector
The transponder mode selector lets the flight crew select one of these two
TCAS modes:
• TA ONLY mode. In this mode, all intruder traffic except RAs show
• TA/RA mode. In this mode, all intruder traffic shows. This is the normal
mode of operation for TCAS.
TCAS/ATC TRANSPOMDER SYSTEM – 300/300ER 34-45/53 0608 P-29

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300/300ER 34-45/53 0608 P-30
TRANSPONDER PANEL
GPS - GENERAL DESCRIPTION The MMRs calculate the airplane position and accurate time. This data goes
to the AIMS cabinets and the ground proximity warning computer (GPWC).
General
The flight management computing function (FMCF) in the AIMS uses GPS
The global positioning system (GPS) calculates: data to calculate the airplane position.
• Latitude
All
• Longitude
The AIMS cabinets send GPS data to the air data inertial reference unit
• Altitude
(ADIRU). The ADIRU uses GPS data to calibrate its internal sensors. This
• Accurate time
decreases inertial reference drift.
• Ground speed.
GPS time goes to the universal time coordinated function (UTCF) in AIMS.
JAL 941, 942
GPS time goes to the clocks in the flight deck through the AIMS cabinets. The
There are two GPS antennas. The left antenna receives satellite signals and
clocks can show GPS time.
sends them to the left GPS sensor units (GPSSU). The right GPS antenna
connects to the right GPSSU.
The GPSSUs calculate the airplane position and accurate time. This data
goes to the AIMS cabinets and the ground proximity warning computer
(GPWC).
The flight management computing function (FMCF) in the AIMS uses GPS
data to calculate the
airplane position.
JAL 731-736, 751, 752, 943-945

There are two GPS antennas. The MMRs send power to the antenna
amplifier circuits. The left antenna receives satellite signals and sends them
to the left multi-mode receiver (MMR). The right GPS antenna connects to the
right MMR.
GPS - GENERAL DESCRIPTION 300/300ER 34-58 0608 P-31

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GPS - GENERAL DESCRIPTION 300/300ER 34-58 0608 P-32

GPS - COMPONENT LOCATIONS
Passenger Cabin Compartment
JAL 941, 942

The right GPS sensor unit (GPSSU) is on the ceiling above the passenger
cabin.
The left GPS sensor unit (GPSSU) is on the ceiling above the passenger
cabin.
Equipment Center
JAL 731-736, 751, 752, 943-945

The left MMR is on the E1-2 shelf. The center MMR is on the E1-3 shelf.
The right MMR is on the E2-3 shelf.
Fuselage
The GPS antennas are on the top of the fuselage.
GPS - COMPNENT LOCATION 300/300ER 34-58 0608 P-33

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GPS - COMPNENT LOCATION 300/300ER 34-58 0604 P-34
GPS - INTERFACES JAL 941, 942

General Purpose Bus
Power and Antenna Interface
The GPSSUs receive general purpose (GP) data from the AIMS cabinets.
JAL 941, 942 The GPSSUs do not use this data. The GPSSUs will use this data when
Each GPS sensor unit (GPSSU) has a circuit breaker. The 28v dc main buses differential GPS becomes available.
supply power to the GPSSUs.
Each GPSSU receives a radio frequency (RF) signal from its GPS antenna. Data Load Bus
JAL 731-736, 751, 752, 943-945 The left GPSSU receives software data from the left AIMS cabinet. The right
Each multi-mode receiver (MMR) has a circuit breaker. The 115v ac standby GPSSU receives software data from the right AIMS cabinet.
and transfer buses supply power to the MMRs. The left GPSSU receives a data load discrete signal from the left AIMS
Each MMR sends 12v dc to its GPS antenna. The power goes through the cabinet. The right GPSSU receives a data load discrete signal from the right
center conductor of the coaxial cable to each antenna. Amplifiers in the AIMS cabinet. These discretes are a low state when the GPPSUs receive
antennas use the power to increase the strength of the received RF signals software data from the AIMS cabinets.
from the satellites.
Each MMR receives a radio frequency (RF) signal from its GPS antenna. Central Maintenance Data
IRS Data Bus JAL 941, 942

The left and right GPSSUs receive central maintenance computing system
JAL 941, 942 (CMCS) data from the left AIMS cabinet.
The GPSSUs get inertial reference from the flight management computing The CMCS data supplies airplane ID and flight leg information.
function (FMCF) in each AIMS cabinet. The GPSSUs use this data for system
initialization and to help system operation during periods of low satellite JAL 731-736, 751, 752, 943-945
coverage. The left and right MMRs receive central maintenance computing system
(CMCS) data from the left AIMS cabinet. The CMCS data supplies airplane ID
JAL 731-736, 751, 752, 943-945 and flight leg information.
The MMRs get inertial reference from the flight management computing
function (FMCF) in each AIMS cabinet.
The MMRs use this data for system initialization and to help system operation
during periods of low satellite coverage.
GPS - INTERFACE 300/300ER 34-56 0608 P-35

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GPS - INTERFACE 300 34-58 0608 P-36

GPS Data Output Bus Time Mark
JAL 941, 942 JAL 941, 942

Each GPSSU sends GPS data to both AIMS cabinets. Each GPSSU supplies time mark pulses to each AIMS cabinet.
The data is for: The pulses occur once per second and have amplitude of approximately four
volts. These pulses are the same as accurate universal time (coordinated)
• GPS position reports (UTC).
• General GPS data reports
• Data load status JAL 731-736, 751, 752, 943-945
• Fault information reports. The left and right MMRs supply time mark pulses to each AIMS cabinet. The
pulses occur once per second and have amplitude of approximately four volts.
Each GPSSU also sends position data to the ground proximity warning These pulses are the same as accurate universal time (coordinated) (UTC).
computer (GPWC). The GPWC uses this data in its terrain awareness and
terrain clearance floor functions.
JAL 731-736, 751, 752, 943-945

The left and right MMRs send GPS data to both AIMS cabinets. The data is
for:
• GPS position reports

• General GPS data reports
• Fault information reports.
The left and right MMRs also send position data to the ground proximity
warning computer (GPWC). The GPWC uses this data in its terrain
awareness and terrain clearance floor functions.

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GPS - GPS SENSOR UNIT
JAL 941, 942

Purpose
The GPS sensor unit (GPSSU) receives navigation satellite signals to

calculate GPS data.
The GPSSU dimensions are 9.5 inches (24 cm) long, 8.5 inches (22 cm) wide,
and 2.5 inches (6 cm) tall. It has passive cooling.
The GPSSU uses 28 vdc for operation. The GPSSU is an L-band receiver.
The GPSSUs are near the antennas to reduce RF signal loss.
You can load the GPSSU operational software through the maintenance
access terminal (MAT).
Training Information Point
The left GPSSU receives data load information from the left central
maintenance computing function (CMCF) only. You must use the left CMCF
when you want to data load the left GPSSU.
The right GPSSU receives data load information from the right CMCF only.
You must use the right CMCF when you want to data load the right GPSSU.
Use the central maintenance computer switch control from the other functions
menu on the MAT to select the active CMCF.
GPS - GPS SENSOR UNIT 300/300ER 34-58 0608 P-39

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GPS - GPS SENSOR UNIT 300 34-58 0608 P-40

EGPWS - GENERAL DESCRIPTION These components control GPWS:
Purpose • Electronic flight instrument system (EFIS) control panels (CPs)

• Control display units (CDUs)
The purpose of the ground proximity warning system (GPWS) is to alert the
• Glideslope inhibit switch
flight crew of an unsafe condition when near the terrain. It also supplies a
• Override switches.
warning for windshear conditions.
Description The program pins selects options available for the GPWC.
The main component of the ground proximty warning system (GPWS) is the
The GPWC sends discretes to the weather radar (WXR) system and to the
ground proximity warning computer (GPWC). It uses inputs from other
traffic alert and collision avoidance system (TCAS).
systems to determine if an unsafe condition is present and then gives the
proper annunciations.
GPWS Modes
The GPWS displays terrain forward of the airplane, and also alerts the flight
These are the GPWS modes:
crew of early descent when landing.
• Mode 1 - Large descent rate
• Mode 2 - Too much of a closure rate when approaching terrain that is
Visual annunciations show on these places:
rising
• Mode 3 - Too much altitude loss during climbout (at takeoff or in
• Primary flight displays (PFDs)
go-around) when not in landing configuration
• Navigation displays (NDs)
• Mode 4 - Not enough terrain clearance when the airplane is not in
• GND PROX light
landing configuration
• Master warning lights.
• Mode 5 - Too much deviation below the glideslope centerline
• Mode 6 - Aural callouts when descending through selected radio
Aural annunciations come from the aural warning speakers.
altitudes
• Mode 7 - Warning for windshear conditions.
The GPWC sends terrain data to the airplane information management
system (AIMS) cabinets to show on the NDs.
The GPWS also alerts the flight crew to early descent on approach, or to
terrain threats ahead of the airplane.
The GPWC sends long-range (>120 nm) and short-range (<120 nm) tilt
values to the weather radar system.
EGPWS - GENERAL DESCRIPTION 300/300ER 34-46 0608 P-41

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EGPWS - GENERAL DESCRIPTION 300/300ER 34-46 0608 P-42

EGPWS - FLIGHT DECK COMPONENT LOCATIONS
GPWS Component Locations
These are the GPWS components in the flight deck:
• Ground proximity glideslope inhibit switch and ground proximity light

• Ground proximity gear override switch
• Terrain override switch
• Ground proximity flap override switch.
Other Systems Component Locations
These are the components in the flight deck that have an interface with the
GPWS:
• Left and right aural warning speakers

• Left and right master warning lights
• Captain and first officer navigation displays (NDs)
• Left and right electronic flight instrument system (EFIS) control panel
(CP)
• Left and right control display units (CDUs)
• Captain and first officer primary flight displays (PFDs).
EGPWS - FLIGHT DECK COMPONENT LOCATION 300/300ER 34-46 0608 P-43

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EGPWS - MAIN EQUIPMENT CENTER COMPONENT LOCATIONS
GPWS Component Locations
These components are in the main equipment center:
• Terrain select relays

• Ground proximity warning computer (GPWC).
EGPWS - MEC COMPONENT LOCATION 300/300ER 34-46 0608 P-45

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EGPWS - INTERFACE If the three radio altimeter transceivers are valid and the left, right, and center
radio altitudes are different by more than 500 feet between each other, the
Power GPWC uses the left radio altimeter transceiver.
The GPWC gets 115v ac power from the GND PROX circuit breaker on the If there are less than three valid radio altimeter transceivers, the GPWC
P11 overhead circuit breaker panel. selects one of the radio altimeter transceivers in this order:
General Interface • Left

• Center
The ground proximity warning computer (GPWC) has an interface with these: • Right.
• Left, right, and center radio altimeter transceivers
Airplane Information Management System (AIMS)
• Weather radar (WXR) receiver/transmitters (RTs)
• Left and right AIMS cabinets The GPWC receives data from the left and right AIMS cabinets. The primary
JAL 941, 942 input is from the left AIMS cabinet. Both cabinets supply data to the GPWS on
• Left ILS receiver three ARINC 429 data buses. A fourth data bus from the left AIMS cabinet
JAL 731-736, 751, 752, 943-945 supplies CMCF test requests to the GPWC.
• Multi-mode receivers (MMRs)
IRS data buses supply this data:
JAL All
• Warning electronic units (WEUs) • Latitude and longitude (from the ADIRU)
• Landing gear panel • Magnetic track
• Program pins • Ground speed
• TCAS computer. • True heading
• Vertical speed
Radio Altimeter System • True track
The GPWC uses radio altitude from the three radio altimeter transceivers. If • Inertial vertical speed and altitude
the three radio altimeter transceivers are valid, the GPWC selects the left • Pitch and roll angle
radio altimeter transceiver if the left radio altitude is within 500 feet of the • Pitch rate
center or right radio altitudes. • Normal acceleration
• Longitudinal acceleration
If the three radio altimeter transceivers are valid and the left radio altitude is • Vertical acceleration.
not within 500 feet of the center or right radio altitudes, the GPWC uses the
center radio altimeter transceiver if its altitude is within 500 feet of the right
EGPWS - INTERFACE 300/300ER 34-46 0608 P-47
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The general purpose (GP) data buses supply this data: Global Positioning System (GPS)
• Computed airspeed JAL 941, 942

• True airspeed The GPWC receives this data from the global positioning system sensor unit
• Barometric altitude (GPSSU):
• Baro-corrected altitude
• Barometric altitude rate • Latitude
• Latitude and longitude (from the FMCF) • Longitude
• Magnetic track • Altitude
• Decision height • Vertical speed
• Electronic flight instrument system (EFIS) control panel (CP) control • Date
data • Time (UTC)
• Control display unit (CDU) control data (alternate EFIS CP) • Ground speed
• Flap and gear position • True track
• Indicated and corrected AOA • Integrity of data
• Stick shaker AOA • Sensor status.
• Minimum operating speed
• Air/ground status. JAL 731-736, 751, 752, 943-945
The GPWC receives this data from the multi-mode receivers (MMRs):
The central maintenance computing (CMC) data bus supplies test
commands. • Latitude
• Longitude
The GPWC sends digital data to the AIMS cabinets on an ARINC 429 data • Altitude
bus. This is the data: • Vertical speed
• Date
• Windshear warning discrete • Time (UTC)
• Pull up warning discrete • Ground speed
• Master warning light enable • True track
• Test command reply. • Integrity of data
• Sensor status.

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Instrument Landing System (ILS) Traffic Alert and Collision Avoidance System (TCAS)
JAL 941, 942 The GPWC sends a discrete to the TCAS computer to inhibit TCAS
The GPWC receives this data from the left ILS receiver: advisories that may conflict with GPWS aural messages.
• Glideslope deviation Program Pins

• Localizer deviation
• Selected runway heading. Seventeen program pins connect to six GPWS lamp drivers. The connections
are at terminal blocks on the E1-4 shelf in the main equipment center (MEC).
JAL 731-736, 751, 752, 943-945
The GPWC receives this data from the left multi-mode receiver (MMR): When the airplane powers up, the lamp drivers turn on and off one at a time to
read the program pin connections. These connections make up the GPWS
• Glideslope deviation configuration. The non-volatile memory (NVM) stores this configuration. The
• Localizer deviation configuration determines such parameters as:
• Selected runway heading.
• Airplane type
Warning Electronic System (WES) • Mode 6 callouts
• High or low audio volume.
Audio signals from the GPWC go to the warning electronic units (WEUs). The
WEUs send the audio to the aural warning speakers. Weather Radar (WXR) System
Landing Gear Panel The WXR receiver-transmitters (RTs) sends predictive windshear (PWS) data
to the GPWC to inhibit lower priority GPWS alerts.
The landing gear panel has these functions:
The GPWC sends a discrete to the WXR RTs to inhibit lower priority PWS
alerts.
• Ground proximity flap override switch
JAL 731-736, 751, 752
• Ground proximity glideslope inhibit switch
The GPWC sends long-range (>120 nm) and short-range (<120 nm) tilt
• Ground proximity light.
values to the weather radar system to minimize ground returns.
The GPWC sends an alert discrete signal to the GPWS landing gear panel to
turn on the GND PROX light. EGPWS - INTERFACE 300/300ER 34-46 0608 P-51
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EGPWS - DISPLAY RELAY INTERFACE Relay Monitor
Purpose The GPWC monitors the terrain select relay positions for faults.
The ground proximity warning computer (GPWC) and the weather radar
(WXR) receiver-transmitters (RTs) send display data that shows on the
navigational displays (NDs). Four terrain select relays control which data
shows on each ND.
Relay Power
The terrain select relays gets 28v dc from the TERRAIN DISPLAY circuit
breaker on the P11 overhead circuit breaker panel.
Relay Interfaces
The GPWC connects to all terrain select relays with terrain display data
buses.
The WXR RTs connect to all terrain select relays with weather display data
buses.
The terrain select relays connect to the AIMS cabinets with data buses. The
AIMS cabinets show the data on the NDs.
Relay Control
With weather radar selected, the normal relay position lets weather radar data
show on the NDs. When you select TERR on either EFIS control panel (CP),
a terrain select ground signal energizes the two on-side terrain select relays.
This allows the terrain data to show on the on-side display. Push the TERR
switch again and the on-side relays deenergize. The display then shows
weather radar data, if selected.
EGPWS - DISPLAY RELAY INTERFACE 300/300ER 34-46 0604 P-53
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EGPWS - DISPLAY RELAY INTERFACE 300/300ER 34-46 0608 P-54

EGPWS – ENHANCED GROUND PROXIMITY WARNING COMPUTER Front Panel
Purpose The GPWC front panel has three status LEDs and a door.
These are the three status LEDs on the front panel:
The ground proximity warning computer (GPWC) compares the airplanes
flight profile, flap and gear position, and terrain clearance to determine if an • EXTERNAL FAULT - amber LED turns on for a failure external to the
alert condition exists. GPWC.
• COMPUTER OK - green LED stays on when GPWC has power and
Description operates normally
• COMPUTER FAIL - red LED turns on when the GPWC has an internal
The enhanced GPWS function contains a worldwide terrain database. It failure.
compares airplane position, track, and speed with this database to find if • The front panel door allows access to these:
there is an alert condition. Terrain data shows on the navigation displays • PRESS TO SELF TEST switch - starts a GPWS test
(NDs). • Headphone jack - lets you hear self test audio
• Memory card slot - lets you upload software from a Personal Computer
The enhanced GPWS function also contains an airport database. This Memory Card International Association (PCMCIA) memory card or
database contains terrain information for all hard surface runways 3500 feet download fault and warning history data
or longer. GPWS compares airplane position and runway location to find if
there is an alert condition. Upload/download status indicators - shows conditions of upload or download
operation
RS-232 connector - used for shop test or for the upload/download of data.
The ground proximity warning computer (GPWC) is a two MCU chassis and
weighs seven pounds. Forced cooling air is not necesary.
EGPWS – ENHANCED GROUND PROXIMITY

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EGPWS - CONTROL - EFIS CONTROL PANEL ND Range Selector
Description The EFIS control panel has a six position range selector. The range
selections are 10, 20, 40, 80, 320 and 640 NM. The map mode displays the
The EFIS control panel provides these functions: range at all times. APP and VOR modes display the range only when TERR
or WXR data show.
• Enables the navigation displays (NDs) to show terrain data
• Supplies the selection of different ND modes
• Supplies the selection of different ranges for terrain data to show on the
NDs.
TERR Map Switch
When you push the TERR map switch on the EFIS control panel, terrain data
shows on the on-side ND. Push the TERR map switch again to remove the
display.
ND Mode Selector
Use the ND mode selector to select an ND mode. The ND modes that show
terrain data are:
• Expanded APP (approach) mode

• Expanded VOR mode
• Expanded MAP mode
• Centered MAP mode.
If the mode selector is not in a correct mode when you push the TERR map
switch, the terrrain display arms. When armed, the terrain display shows as
soon as you change the ND selector to a correct mode. The terrain display
stays armed even if you push the TERR map switch again. Push the WXR
map switch to disarm the terrain display and arm the weather display.
EGPWS - CONTROL-EFIS CONTROL PANEL 300/300ER 34-46 0608 P-57
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EGPWS - CONTROL-EFIS CONTROL PANEL 300/300ER 34-46 0608 P-58

EGPWS - CDU SELECTIONS
Alternate or Backup EFIS Control Panel
The EFIS control page on the control display unit (CDU) permits alternate or
backup controls for the ground proximity warning system.
If the EFIS control panel (CP) fails or for alternate operation, use the EFIS
control CDU pages on the on-side CDU for:
• On/off control of the on-side terrain display

• Terrain display range selection
• ND mode selection.
When you select EFIS control to ON from the CDU page, the on-side EFIS
CP does not operate.
Access
To get the EFIS control CDU pages on the CDU:
• Push the MENU line select key (LSK) on the CDU to make the MENU
page come on
• Push the EFIS CTL LSK on the MENU page and the EFIS prompt
comes on
• Push the LSK next to EFIS and the EFIS control page comes on
• Select the ND modes and range From the EFIS CONTROL page
• Push the OPTIONS LSK on the EFIS CONTROL page to go to the EFIS
OPTIONS page
• Push the TERR LSK on the EFIS OPTIONS page for ON/OFF control of
the GPWS and to enable the terrain display for the on-side ND.
• Push the CONTROL LSK on the EFIS OPTIONS page to return to the
EFIS CONTROL page.
• You can use the EFIS CP CDU pages on the CDU at any time. EGPWS - CDU SELECTIONS 300/300ER 34-46 0608 P-59
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EGPWS - CDU SELECTIONS 300/300ER 34-46 0608 P-60

EGPWS - CONTROL COMPONENTS
Description
These are the controls on the landing gear panel:
• Ground proximity light

• Ground proximity glideslope inhibit switch
• Flap override switch
• Gear override switch.
Ground Proximity Light/Ground Proximity Glideslope Inhibit Switch
This combination light/switch has two functions. The amber ground proximity
light shows ground proximity alerts for modes 1 through 5.
Push the switch to prevent mode 5 (below glideslope) alerts.
Override Switches
The flap override and the gear override switches simulate a flaps down
condition and a gear down condition. The use of these switches prevent alerts
when the flight crew makes flaps up or gear up approaches intentionally.
The flight crew uses the terrain override switch for any of the following
conditions:
• The crew determines position data is not valid

• Terrain awareness alerts show when it is obvious no terrain threats
exist.
The switches have guards to keep them in the normal position.

EGPWS - CONTROL COMPONENTS 300/300ER 34-46 0608 P-61
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EGPWS - CONTROL COMPONENTS 300/300ER 34-46 0608 P-62

EGPWS - TERRAIN AWARENESS Terrain Display Output
The GPWC makes a digital map of the terrain forward of the airplane. It sends
Purpose
this digital map to AIMS to show on the navigational displays (NDs). The
The ground proximity warning computer (GPWC) compares the airplane flight display uses different colored dots to show terrain altitude relative to airplane
profile, flap and gear position, and terrain clearance to determine if an alert or altitude.
warning condition exists.
Terrain Alert Outputs
Terrain Awareness Inputs
If the GPWC finds the airplane is 60 seconds from a terrain conflict, it makes
The GPWC receives airplane data from the air data inertial reference system a terrain caution alert. These are the caution alert indications:
(ADIRS) and the global positioning system (GPS). The terrain awareness • Alert aural message CAUTION TERRAIN
function uses this data: • Amber message TERRAIN shows on the ND
• The terrain display shows on both NDs if not selected on either one
• Latitude • The threat terrain on the ND changes from dots to a solid yellow color
• Longitude • The ground proximity warning light comes on.
• Barometric altitude
• Ground track If the GPWC finds the airplane is 30 seconds from a terrain conflict, it makes
• Ground speed a terrain warning alert. These are the warning alert indications:
• Heading • Aural message TERRAIN, TERRAIN PULL UP
• Roll attitude • A red PULL UP message shows on the primary flight display (PFD)
• Flight path angle (calculated by GPWC). • A red TERRAIN message shows on the ND
• The terrain display shows on both NDs if not selected on either one
Terrain Awareness Calculation • The terrain threat on the ND changes from dots to a solid red color
The terrain awareness function uses GPS for latitude and longitude. It uses
The master warning lights come on.
air data inertial reference system (ADIRS) data if the GPS data is invalid or
not available. If the GPWC finds the ADIRS data is not accurate enough for
the current flight phase, the terrain awareness function fails.
The GPWC stores a world-wide terrain database in memory. The GPWC

looks at airplane position and track, and compares this data to the terrain
database. If the GPWC finds there is a terrain threat, it makes an alert.
EGPWS - TERRAIN AWARENESS 300/300ER 34-46 0608 P-63
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EGPWS - TERRAIN AWARENESS 300/300ER 34-46 0608 P-64

EGPWS - TERRAIN CLEARANCE FLOOR Terrain Clearance Floor Logic
Description The GPWC stores a runway database in memory. This database contains the
location of all hard surface runways in the world that are 3,500 feet or more in
Terrain clearance floor (TCF) alerts the flight crew when the airplane length. TCF makes a terrain clearance envelope around the runway. The
descends too low on approach. TCF uses airplane position and a runway altitude of the envelope increases as the distance from the airport increases.
database to determine if an alert condition exists. GPWC compares airplane latitude, longitude, and radio altitude with TCF
envelope data. If the airplane descends through the floor of the envelope,
Terrain Clearance Floor Inputs GPWC makes an alert.
TCF makes an alert even if the airplane is in landing configuration.
The ground proximity warning system (GPWS) receives airplane data from
these systems: Terrain Clearance Floor Caution Alert
• Global positioning system (GPS) If the GPWC determines the airplane is below the TCF, it makes this caution
• Air data inertial reference system (ADIRS) alert:
• Radio altitude (RA) system. Aural message TOO LOW TERRAIN. This message repeats for each 20
percent loss of altitude.
TCF uses this data:
The ground proximity warning light comes on and stays on until the airplane
climbs above the TCF.
• Latitude
There is no TCF warning alert.
• Longitude
The GPWC inhibits TCF alerts for any of these conditions:
• Radio altitude.
• Airplane is on the ground

TCF uses GPS for latitude and longitude. It uses flight management
• Less than 20 seconds after takeoff
computing function (FMCF) data if GPS data is not valid.
• Less than 30 feet radio altitude.
EGPWS - TERRAIN CLEARANCE FLOOR 300/300ER 34-46 0608 P-65


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EGPWS - TERRAIN CLEARANCE FLOOR 300/300ER 34-46 0608 P-66

EGPWS - MODE DESCRIPTION SUMMARY
General
This summary shows this information:
• GPWS modes
• Mode conditions
• Aural messages for each mode
• Lights or displays that come on.
EGPWS - MODE DESCRIPTION SUMMARY 300/300ER 34-46 0608 P-67

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EGPWS - MODE DESCRIPTION SUMMARY 300/300ER 34-46 0608 P-68

EGPWS - NORMAL DISPLAYS GPWS System Messages
Terrain Awareness Display Data These GPWS system messages show in cyan on the left side of the ND:
The navigational displays (NDs) show this GPWS data: • TERR shows when terrain data displays
• TERR TEST shows when the GPWS is in self test mode.
• Terrain awareness display
• GPWS system messages GPWS Alert Messages
• GPWS alert messages.
These GPWS alert messages show on the right side of the ND:
Terrain Awareness Display
• TERRAIN (amber) shows when a terrain awareness caution occurs
The terrain awareness display on the NDs uses dots to show terrain ahead of • TERRAIN (red) shows when a terrain awareness warning occurs
the airplane. Dot color and dot pattern density compare terrain altitude with • WINDSHEAR (red) shows when a predictive windshear warning occurs.
airplane altitude. These are the dot colors and patterns the terrain display
uses:
• High density red - Terrain more than 2,000 feet above airplane altitude.
• High density yellow - Terrain 1,000 feet to 2,000 feet above airplane
altitude.
• Low density yellow - Terrain 500 feet below to 1,000 feet above airplane
altitude. Gear down changes the 500 feet to 250 feet.
• High density green - Terrain 500 feet below to 1,000 feet below airplane
altitude. Gear down changes the 500 feet to 250 feet
• Low density green - Terrain 1,000 feet below to 2,000 feet below
airplane altitude.
• Black - Terrain more than 2,000 feet below airplane altitude.
• Magenta - Unknown terrain.
When the GPWS detects a terrain caution alert, the threat terrain changes
from dots to a solid yellow color. When the GPWS detects a terrain warning
alert, the threat terrain changes from dots to a solid red color.
EGPWS - NORMAL DISPLAYS 300/300ER 34-46 0608 P-69
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EGPWS - OVERRIDE CAPABILITIES
General
These override switches modify or cancel certain GPWS modes:
• Ground proximity flap override switch

• Terrain override switch.
The graphic shows these conditions:
• Modes
• Configuration of the flaps and gear
• Effects of each override switch for the mode.
EGPWS - OVERRIDE CAPABILITIES 300/300ER 34-46 0608 P-71

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EGPWS - PFD AND MASTER WARNING LIGHT ANNUNCIATIONS
Master Warning Lights
The captain and first officer red master warning lights come on with a PULL
UP or WINDSHEAR warning. The AIMS cabinets send a discrete to the
warning electronic system (WES) to enable the lights.
PFD Warning Annunciations
The primary flight displays (PFDs) show these two GPWS messages:
• Red PULL UP
• Red WINDSHEAR.
The red PULL UP message shows for these conditions:
• Mode 1 warnings
• Mode 2 warnings
• Terrain awareness warnings.
The red WINDSHEAR message shows a mode 7 warning.
EGPWS -
PFD AND MASTER WARNING LIGHT ANNUNCIATIONS 300/300ER 34-46 0608 P-73
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PFD AND MASTER WARNING LIGHT ANNUNCIATIONS
CHAPTER
Door
PASSENGER ENTRY DOOR - EMERGENCY POWER ASSIST SYSTEM position.

(EPAS) - FUNCTIONAL DESCRIPTION • The PED interior door handle is in the OPEN position.
• The PED mode select handle is in the AUTOMATIC
Functional Description position.
• There is continuity in the squib circuit.
This functional description has a relation to the EPAS circuit on doors one,
two, four, and five. See the EPAS door three functional description for The safety switch is for maintenance. It disconnects the battery from the
information on that circuit. circuit to the squib.
The mode select switch is part of the mode select mechanism. The mode
The emergency power assist system (EPAS) gets electrical power for its select handle sets the mechanism to the AUTO or MANUAL mode. When the
batteries from the same source as the emergency lights power supplies. handle is in the AUTO position, the mode select switch is in the AUTO
position. This arms the system.
The battery pack has two built in test modes, an internal self test and a squib
circuit continuity test. The status of these test modes are indicated by two test The door open switch goes to the OPEN position when the door handle
lights located just above the battery pack safety switch. This battery pack moves to the door full open position. Electrical power goes from the battery to
does not have a test switch on the bottom of the battery. the squib. The squib fires when it gets power.
NOTE: The battery pack internal self test light will blink a continuous Operation of the external door handle automatically moves the mode select
green color when all of these conditions exist: handle to the MANUAL position. When the handle is in the MANUAL position,
the mode select switch is in the MANUAL position.
• There is airplane power (28 volts DC) to the battery pack.
• The safety switch for the battery pack is in the ARM Contacts in the door open switch and the mode select switch and the safety
position. switch short the squib and prevent accidental ignition.
• The battery pack internal 9 volt alkaline backup batteries
have a charge. The position of the mode select switch goes to the AIMS to show on the door
• The battery pack capacitor is charged and ready to fire. synoptic display.
NOTE: The battery pack squib continuity test light will show a
The position of the mode select switch goes to AIMS to show on the door
continuous amber color when all of these conditions exist:
synoptic page. It also goes to an OEU in the CMS/CSS to show on the
attendants switch panel at door one left.
• There is airplane power (28 volts DC) to the battery pack.
• The safety switch for the battery pack is in the DISARM
EPAS SYS - FUNCTIONAL DESCRIPTION 300/300ER 52-11 0608 P-1
28V DC
L&R MAIN BUS
EMERGENCY LIGHTS
P11 OVERHEAD CB PNL POWER SUPPLY
CLOSED MANUAL
SQUIB
FIRE
SWITCH
+ 9V
- BATTERY
SQUIB
+ 9V
- BATTERY
SQUIB
SQUIB-EMERGENCY
CIRCUIT OPEN PNEUMATIC
CONTINUITY
TEST AND DOOR OPEN RESERVOIR
SWITCH
AMBER LIGHT
AUTO/MANUAL
BATTERY INDICATION -
PACK TEST DOOR SYNOPTIC
AND PAGE
AUTO
BLINKING
GREEN LIGHT AIMS
MODE SELECT
SWITCH
ARM/
DISARM CONTROL AUTO/MANUAL
SWITCH LOGIC INDICATION -
ATTENDANT
SW PNL
OEU
EPAS BATTERY PACK (TYPICAL)
EPAS
EPAS SYS
SYS --FUNCTIONAL
FUNCTIONAL DESCRIPTION
DISCRIPUTION 300/300ER 52-11 0608 P-2
P2
CHAPTER
78
Thrust Reverser
THRUST REVERSER LATCH
General Upper Bifurcation T-Bolt Latch
The thrust reverser tension latches hold the thrust reverser halves together. There is a handle and cable operated T-bolt latch/gearbox on the upper
There are six groups of latches: bifurcation of the right side thrust reverser.
• Deflection Limiter Latch (4)

The handle of T-bolt latch is forward of the No.2 tension latch on the lower
• Aft Cowl Latch (3)
latch beam. The T-bolt engages a receiver on the upper bifurcation on the left
• Thrust Reverser Latch (5)
thrust reverser. T-bolt handle moves a push-pull cable which operates a
• Upper Bifurcation T-Bolt Latch (1)
gearbox that turn the T-bolt from the horizontal position to a vertical position.
• Lower Bifurcation Interlock Pin (1)
• V-Band Latch (1)
The T- bolt kept in the vertical position against spring force by an internal
The thrust reverser for the GE90-115B engine has two additional latches than mechanism. When the T-bolt is in the vertical position, the T-bolt can pass
the thrust reverser on the GE90-94B engine. between the ears of the T-bolt receiver on left thrust reverser. When the
These additional latches were added to make sure the thrust reverser inner T-bolt handle released, a spring of the gearbox returns the T-bolt to the
V-blade would not disengage from the engine core inner V-groove during a horizontal position. The T-bolt engages slots in the ears of the receiver.
fan blade out event or a rejected takeoff event because of the higher thrust (Note) You have to confirm AMM about the operation of T-Bolt Latch Handle.
rating of this engine.
Lower Bifurcation Interlock Pin
Deflection Limiter Latch
It is the same as GE90-94B Engine. There is an interlock pin on the lower bifurcation of the left side thrust reverser.
The interlock pin engages a serrated fitting on a compression fitting on the
Aft Cowl Latch lower bifurcation on the right side thrust reverser. The interlock pin engages
It is the same as GE90-94B Engine. the serrated fitting when the No.2 tension latch on latch beam is closed and
locked. The spring loaded interlock pin disengages from the serrated fitting
Thrust Reverser Latch when the No.2 tension latch is opened.
It is the same as GE90-94B Engine.
V-Band Latch
It is the same as GE90-94B Engine.

THRUST REVERSER LATCH 300ER 78-31 0608 P-1
GE90-115B
HANDLE
(CLOSED
POSITION)
DEFLECTION HANDLE
(OPEN
LIMITER POSITION)
LATCHES
FWD
V-GROOVE
T-BOLT LATCH HANDLE LATCH BAND
AFT COWL
LATCHES (3) V-GROOVE
FORWARD LATCH BAND
T/R LATCH
DEFLECTION
LIMITER
LATCHES
T/R LATCHES (5) FWD

V-BAND
THRUST REVERSER FWD
LATCH
(VIEW LOOKING UP) TRIGGER FORWARD T/R
HANDLE
RELEASE LATCH HANDLE
LEVER
THRUST REVERSER LATCHES

GE90-115B
T-BOLT LATCH T-BOLT LATCH

RECEIVER GEARBOX
CUTOUT
T-BOLT
GEARBOX
LEFT
UPPER BIFFERCATION
RECEIVER
PUSH-PULL
FWD CABLE
T-BOLT T-BOLT LATCH
T-BOLT LATCH FWD HANDLE
T-BOLT LATCH (OPEN POSITION) (CLOSED POSITION)
A-A PUSH-PULL TURNBUCKLE
CABLE
PDOS ACTUATOR T-BOLT LATCH T-BOLT

RECEIVER
SPACERS
PRECOOLER
INLET DUCT A GEARBOX
HANDLE
(CLOSED
POSITION)
T-BOLT LATCH HANDLE

A (OPEN
(OPEN POSITION)
POSITION)
FWD
T-BOLT LATCH RECEIVER LATCH GEARBOX AND T-BOLT T-BOLT LATCH HANDLE
UPPER BIFURCATION T-BOLT LATCH

GE90-115B
INTERLOCK SERRATED SERRATED

PIN FITTING PLATE
SEE A
SEE B
COMPRESSION COMPRESSION COMPRESSION
COMPRESSION
FITTING FITTING FITTING FITTING
INTERLOCK PIN UP INTERLOCK PIN DOWN LEFT RIGHT

PIN PIN INNER INNER
WALL WALL
TURNBUCKLE TURNBUCKLE
(2 LOCATIONS) (2 LOCATIONS)
NO. 2 NO. 2
LATCH LATCH
CLOSED FWD OPEN FWD LEFT RIGHT
LATCH LATCH
BEAM BEAM
NO. 2 NO. 2
LATCH BOLT LATCH BOLT
BRACKET LATCH BEAM LATCH BEAM THRUST REVERSER CLOSED,

ASSEMBLY BRACKET
ASSEMBLY NO. 2 LATCH CLOSED
(PINNED) (NOT PINNED) (VIEW IN THE FORWARD POSITION)
A A B
LOWER BIFURCATION INTERLOCK PIN

Open the Thrust Reverser (Power Method) (6) If it is necessary to open the thrust reverser to do maintenance on the
PDOS equipment, use the sling method to open the thrust reversers.
(AMM PART 2 TASK 78-31-00-010-802-H01)
(7) Pressure build-up from thermal expansion of the oil in the PDOS actuators
A. General can cause a pre-load on the tension latches. The tension latches cannot
be opened on the thrust reverser. The thermal expansion of the oil is
(1) This is the usual procedure to open the thrust reverser with the power door cause by heat from the sun when the airplane is parked in the sun. Press
opening system (PDOS). the PDOS DOWN button for 10-30 seconds to relieve the pressure for
(2) In this procedure, you operate the inlet-mounted thrust reverser control each actuator.
switches which sets the electric solenoid valves on the PDOS unit to the (8) The thrust reverser for the GE90-100 engine has two additional latches
correct position to open the thrust reverser and operates the pump in the than the thrust reverser on the GE90-70/80/90 engine.
PDOS unit. The PDOS electric pump forces oil from the PDOS unit
reservoir to extend the PDOS actuators to open the thrust reverser. (a) There is a handle and cable operated T-bolt latch/gearbox on the
upper bifurcation of the right side thrust reverser. The handle of the T-bolt
(3) You must not open, extend, or lift the thrust reverser if more than six latch is forward of the No.2 tension latch on the lower latch beam. The
cascade segments are removed from each thrust reverser half. You must T-bolt engages a receiver on the upper bifurcation on the left thrust
install a minimum of three cascade segments, equally spaced on the reverser that is forward of the precooler kiss seal and PDOS actuator.
circumference of each thrust reverser half. There must not be more than
two cascade segments missing between the installed segments. The (b) There is an spring loaded interlock pin on the lower bifurcation of the
cascade segments are part of the thrust reverser structure. left side thrust reverser. The interlock pin engages a fitting on the lower
bifurcation on the right side thrust reverser.
(4) Do not open the thrust reverser if the thrust reverser sleeves are extended
to the deploy position. Do not extend the thrust reverser sleeves to the (c) Before you unlatch or latch the upper T-bolt latch or the lower interlock
deploy position if the thrust reverser is open. If you do not obey these pin, push the left and right down button on PDOS unit to remove any
instructions, damage to the wing and the thrust reverser sleeves could pressure in the PDOS actuators that can put a force on the T-bolt and the
occur. receiver or the interlock pin and the serrated fitting. Do not put excessive
force in the T-handle when you push the T-handle to the latched position.
(5) When you work under the thrust reverser, hold the thrust reverser in the
open position with a minimum of two pieces of equipment at all times. (d) The sequence to unlatch and latch the upper T-bolt latch, the lower
There are three pieces of equipment that can hold open the thrust interlock pin and the tension latches on the thrust reversers for the
reverser: the hold open rods, the PDOS actuator, and the ground support GE90-100 series engines is different from the thrust reverser for the
equipment (GSE) sling with an overhead crane/hoist or equivalent GE90-70/80/90 series engines.
equipment.
OPEN THE THRUST REVERSER 300ER 78-31 0608 P-5
(7) Disengage and open the latches on the thrust reverser in the sequence
B. Procedure that follows.
CAUTION: RETRACT THE LEADING EDGE SLATS AND DO THE NOTE: Open the No. 2 centerline tension latch to disengage the lower
DEACTIVATION PROCEDURE BEFORE YOU OPEN THE FAN COWL interlock pin. Open the upper T-bolt latch. Disengage the aft cowl deflection
PANELS. IF THE LEADING EDGE SLATS ARE NOT RETRACTED, THE limiter latches from aft to forward. Next, open the aft cowl centerline latches
FAN COWL PANELS WILL HIT THEM AND CAUSE DAMAGE. from aft to forward. Open the No. 5, No. 4, No. 3 centerline tension latches.
Open the No. 1 tension latch. Open the V-band latch last.
(1) Do this task: Retract the Leading Edge Slat.
NOTE: The No.1 tension latch and the No. 5 tension latch are installed on the
left side thrust reverser. The No.2, No.3 and No.4 tension latches are installed
(2) Do this task: Leading Edge Slat Deactivation
on the right side thrust reverser. The No.5 tension latch has a latch handle
that has the same contour shape as the right side thrust reverser.
WARNING: DO THE DEACTIVATION PROCEDURE TO PREVENT THE
OPERATION OF THE THRUST REVERSER. THE ACCIDENTAL (a) Make sure that you press the left and right PDOS DOWN button for
OPERATION OF THE THRUST REVERSER CAN CAUSE INJURIES TO 10-30 seconds to relieve any pressure in each PDOS actuator that
PERSONNEL AND DAMAGE TO EQUIPMENT can pre-load the upper T-bolt latch, the lower interlock pin and the
tension latches.
(3) Thrust Reverser Deactivation For Ground Maintenance.
(b) Open the No.2 centerline latch beam tension latch.
(4) For the left and right fan cowl panels on the applicable engine, do this 1) Push on the secondary lock to open the spring loaded latch handle.
task: Open the Fan Cowl Panel. 2) Pull the handle to the full open position to release the hook from the
latch bolt.
(5) Press the PDOS DOWN button for 10-30 seconds to relieve any pressure 3) Make sure the bracket assembly for the interlock pin has moved
in each PDOS actuator that can pre-load the tension latches. down to the open position to disengage the interlock pin.
NOTE: The spring loaded interlock pin should move downward and move
(6) Open the latch beam access doors on the applicable engine:
the bracket assembly downward to show that the interlock pin has
CAUTION: OPEN ALL LATCHES ON THE THRUST REVERSER HALVES disengaged from the serrated fitting on the right side thrust reverser.
BEFORE YOU OPEN A THRUST REVERSER HALF. IF A LATCH HOOK When you close the No. 2 tension latch, the latch body pushes the
STAYS ENGAGED, DAMAGE TO THE THRUST REVERSER, THE STRUT bracket assembly upward which moves the interlock pin upward against
LIMITER RODS, AND BRACKETS CAN OCCUR. the spring load to engage the pin in the lower bifurcation serrated fitting.

CAUTION: DO NOT TWIST OR TURN THE HANDLE. YOU WILL CAUSE 1) Open the two aft latches first, before you open the two forward
DAMAGE TO THE T-BOLT LATCH. PUSH THE HANDLE TO THE DOOR latches.
HINGES WHILE YOU PULL DOWN ON THE HANDLE TO RELEASE THE 2) Push on the secondary lock to open the spring loaded latch handle.
HANDLE. 3) Pull the handle to the full open position to release the hook from the
tension strap keeper.
(c) Open the upper bifurcation T-bolt latch on the right side thrust
reverser. NOTE: Use the flat blade of a screwdriver between the handle and the
1) Press the left and right PDOS DOWN button for 10-30 seconds to hook to help open the latch handle or use the slot in the handle.
relieve any pressure in each PDOS actuator that can pre-load the
(e) Open the three aft cowl centerline latches from the aft latch to the
upper T-bolt latch.
forward latch.
2) Push the T-handle in toward the latch access door hinges and pull
the T-bolt latch handle down to the fully extended position to keep the 1) Push on the secondary lock to open the spring loaded latch handle.
T-bolt in the vertical (open) position. 2) Pull the handle to the full open position to release the hook from the
latch keeper eyebolt.
NOTE: Push the T-handle in toward the latch access door hinges while
you pull the handle down to get past the release mechanism. Do not twist NOTE: Use the flat blade of a screwdriver between the handle and the
the T-handle. You can damage the T-handle or the push-pull cable. hook to help open the latch handle or use the slot in the handle.
a) If the T-bolt latch does not operate, refer to the task: Operation of (f) Open the No. 5 tension latch, the No. 4 tension latch and the No. 3
a Damage T-Bolt Latch, Gearbox, Cable or Handle to Open the tension latch on the centerline latch beam from the aft latch to the
Thrust Reverser, Task 78-31-00-980-803-H01 forward latch.
NOTE: At the No. 5 tension latch, use the flat blade of a screwdriver
CAUTION: MAKE SURE ALL FOUR LATCH HOOKS FOR THE
between the handle and the hook to help open the latch handle or use the
DEFLECTION LIMITER LATCHES ON THE LEFT AND RIGHT AFT COWL
slot in the handle. At the No.4 and No.3 tension latches, because of the
HAVE MOVED AWAY FROM THE DEFLECTION LIMITER STRAPS
small access space to the latches, a small wire hook (local manufacture)
BEFORE THE PDOS SYSTEM IS OPERATED. DAMAGE TO THE STRUT
can be used to help open the latch handle.
MOUNTED AND ENGINE MOUNTED BRACKETS THAT SUPPORT THE
CROSS TIE ROD CAN OCCUR. 1) Push on the secondary lock to open the spring loaded latch handle.
2) Pull the handle to the full open position to release the hook from the
(d) Open the four deflection limiter latches on the aft cowls.
latch bolt.
NOTE: There are two deflection limiter latches for each aft cowl. All four
deflection limiter latch hooks must be disengaged if the left or right thrust
reverser is opened.
(g) Open the No.1 tension latch. WARNING: DO NOT MOVE BETWEEN THE ENGINE AND THE OPEN
THRUST REVERSER UNTIL YOU LOCK THE HOLD-OPEN ROD. THE
1) Move the small, unlock lever down.
THRUST REVERSER IS HEAVY. IT WILL CLOSE QUICKLY IF THE
2) Move the latch handle downward to the open position.
PRESSURE IS REMOVED FROM THE PDOS. THIS CAN CAUSE
3) Disengage the No.1 latch t-bolt from the latch keeper hook.
INJURIES TO PERSONNEL AND DAMAGE TO EQUIPMENT.
WARNING: MAKE SURE THAT YOU ARE FORWARD OF THE V-BAND
CAUTION: MAKE SURE ALL FOUR LATCH HOOKS FOR THE
LATCH WHEN YOU OPERATE THE LATCH HANDLE. INJURIES TO
DEFLECTION LIMITER LATCHES ON THE LEFT AND RIGHT AFT COWL
PERSONNEL CAN OCCUR IF THE LATCH OPENS SUDDENLY AND THE
HAVE MOVED AWAY FROM THE DEFLECTION LIMITER STRAPS
LATCH HANDLE HITS YOU.
BEFORE THE PDOS SYSTEM IS OPERATED. DAMAGE TO THE STRUT
(h) Open the V-band latch. MOUNTED AND ENGINE MO UNTED BRACKETS THAT SUPPORT THE
CROSS TIE ROD CAN OCCUR.
1) Hold the latch handle firmly against the force you will feel when you
release the trigger A latch and move the latch handle. CAUTION: DO NOT OPEN THE THRUST REVERSER IF THE
TRANSLATING SLEEVES ARE EXTENDED. THE EXTENDED SLEEVES
NOTE: The force on the handle will be 50-55 pounds.
CAN HIT THE STRUT PANELS. DAMAGE TO EQUIPMENT CAN OCCUR.
2) Push upward on the end of the latch handle to release trigger A
(8) Open the thrust reverser.
lock pin.
3) Slide trigger A toward the end of the handle. (a) Find the PDOS switch for the left thrust reverser at the 8 o'clock
4) Move the handle downward and to the left until the handle locks in position and the right thrust reverser at the 4 o'clock position on the aft
the vertical position. bulkhead of the inlet cowl.
NOTE: This is the unlock stroke. (b) Push and hold the UP (top) button on the PDOS switch until the thrust
reverser is fully open and the hold-open rod locks.
5) Hold the latch handle firmly against the force you will feel when you
release the trigger B latch and move the latch handle. NOTE: A yellow safety band on the lower side of the lock collar is the
6) Move the handle to the left to relieve the preload on trigger B. indication for the locked position. A red safety band on the lower side of
7) Slide trigger B away from the handle pivot points. the lock collar is the indication for the unlocked position. An audible click
8) Move the handle from the vertical to the horizontal position. or snap is also an indication when you extend the hold-open rod to the
locked position.
NOTE: This is the release stroke.
(c) Push the DOWN (bottom) button on the PDOS switch to lower the
9) Make sure the latch hook is disengaged from the t-bolt receiver.
thrust reverser to put the weight on the hold-open rod.
10) Put the v-band latch in the stowed position.
JAL 777-200ER Difference
Training Manual
CHAPTER
Air Conditioning
Japan Airlines 777-200ER Difference Training Manual
A IR C OND IT I ON ING - V E NT I LAT ION - G EN ERA L D ESCR I PT I ON - B u l k C a r g o Ve n t i l a t i o n

MECHAN ICA L
The bulk cargo ventilation fan increases the ventilation when there are animals in
Purpose the bulk cargo compartment. The fan pulls air from the passenger compartment
The ventilation system has these functions: and moves it into the bulk cargo compartment. The fan operates when the bulk
• Removes odors from the lavatories and galleys cargo heating system is set to HIGH.
• Causes air flow across the zone temperature sensors for the flight, passenger,
L a va t o r y/ G a l l e y Ve n t i l a t i o n
and cargo compartments
• Causes air flow through electrical and electronic equipment There are two lavatory/galley ventilation fans. Only one fan operates at a time.
• Removes warm air from above the passenger compartment ceiling and from The right fan is primary and the left fan is the backup. At airplane power up, the
the galley chiller units in the forward part of the airplane left fan comes on, does a test, and goes off. The right fan then comes on, does a
• Removes smoke from the overhead flight crew or attendant rest if smoke is test, and stays on. The fan that operates pulls air from these areas and
detected components:
• Supplies air flow into the bulk cargo compartment. • Lavatories
• Galleys
These are the types of ventilation:
• Zone temperature sensors
• Galley chiller unit ventilation • Cargo temperature sensors
• Bulk cargo ventilation • Overhead flight crew and attendant rest
• Lavatory/galley ventilation. • Electrical and electronic equipment.
G a l l e y C h i l l e r U n i t Ve n t i l a t i o n The air from the lavatory/galley ventilation fan goes to the area next to the aft
The chiller boost fan removes warm air from galley chillers and the area above the pressurization outflow valve.
passenger compartment ceiling. Only chillers in the passenger compartment
ceiling area above the galleys and forward of the wings connect to the fan.
The air from the chiller boost fan goes to the mix bay area or the door 2 crown
area. The upper and lower recirculation fans (not shown) move the air to the mix
manifold part of the air conditioning distribution system.
Holes in the duct let hot air from the chiller exhaust go into the ceiling when the fan
is off.
The chiller boost fan operates automatically.
VENTILATION – GENERAL - MECHANICAL 772-ER

200ER 21-26 0612 P-1
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VENTILATION - GENERAL - MECHANICAL 772-ER

200ER 21-26 0612 P-2
AP-2
AIR CONDITIONING - VENTILATION - GENERAL DESCRIPTION - ELECTRICAL L a va t o r y/ G a l l e y Ve n t i l a t i o n
General Control of the fans is automatic and requires no crew action for fan operation.
There are two lavatory/galley ventilation fans. Only one fan operates at a time.
The environmental control system miscellaneous cards (ECSMCs) in the system
The right fan is primary and the left fan is the backup. At airplane power up, the
card files control the ventilation fans. At power-up, the right ECSMC controls the
left fan comes on, is tested, and goes off. The right fan then comes on, is tested,
fans. The left ECSMC gives backup. Each time the airplane goes from air to
and stays on.
ground, the card in control changes.
G a l l e y O ve r h e a d A i r C h i l l e r U n i t Ve n t i l a t i o n
Interfaces
Control of the chiller boost fan is automatic and no crew action for fan operation is
The ECSMCs make decisions about operation and indications for the ventilation
necessary.
fans based on these inputs:
The fan comes on when these conditions occur:
• Airplane in the air or on the ground (WOW)
• Airplane is on the ground
• Fan overheat switches
• One or two packs are on
• AC power available for fan operation (ELMS)
• TAT is more than 45F (7C)
• Fan load shed status (ELMS)
• FWD cargo fire switch is not armed.
• Fan control relay status, energized or not (ELMS)
The fan will go off when the airplane is in the air.
• Valid current for fan on or off status (ELMS)
• Forward and aft cargo fire switches, ARMED or not armed (OPAS)
G a l l e y O ve r h e a d A i r C h i l l e r U n i t Ve n t i l a t i o n
• Equipment cooling switch position (OPAS)
• Left and right air conditioning packs on or off (CTC) Control of the chiller boost fan is automatic and no crew action for fan operation is
• Total air temperature (TAT) (ADIRU) necessary.
• Bulk cargo heat selector position, OFF, LOW, HIGH (OPAS). The fan comes on when these conditions occur:
• FWD cargo fire switch is not armed.
The ECSMCs interface with AIMS. The primary display system gives a status
• AFT cargo fire switch is not armed.
message for a failed ventilation fan. The central maintenance computing function
gives a maintenance message for any failed fan and lets you do a ground test for B u l k C a r g o Ve n t i l a t i o n
the ventilation fans.
The bulk cargo ventilation fan operates when the crew sets the bulk cargo heating
The ECSMCs interface with the CTCs. The ECSMCs give on/off information about
system to HIGH.
the lavatory/galley ventilation fans. If both fans are off, the CTCs use an alternate
Selection of the equipment cooling switch to the OVRD position or the selection of
mode to calculate the necessary duct and mix manifold temperatures for zone
the aft cargo fire switch to ARMED inhibits the operation of the fan.
temperature control. See the zone temperature control and indication section for
more information about the alternate mode VENTILATION – GENERAL - ELECTRICAL 772-ER
200ER 21-26 0612 P-3
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VENTILATION - GENERAL - ELECTRICAL 772-ER

200ER 21-26 0612 P-4
AP-4
A I R C O ND IT I O NI N G - V E NT I LA TI O N - GA LL E Y C H IL LE R CO N DE NS E R 4. Chiller Exhaust Duct

E X H AU S T SYS T E M The chiller exhaust duct is a rigid type. It connects to a galley mounted bracket
1 . Pu r p o s e above the chiller and to the main manifold. The duct has a vent that lets the warm
The system moves the air from the chiller condenser exhaust to the area of the air from the condenser part of the chiller go into ceiling area when the chiller boost
mix bay. This helps the zone temperature control part of the air conditioning fan is off.
system keep the temperature in the forward part of the cabin at a comfortable level 5. Chiller Boost Fan
when the airplane is on the ground. The chiller boost fan connects to the main manifold. The fan is 20 inches (50.8
The system removes the warm air from the chillers above these galleys, if installed cm) to the right of airplanes center-line, near the inboard ceiling panel adjacent to
(see SECTION 25-30 for a description of the installed galleys): the seventh window aft of door 2 right.
• F1 galley The fan is an axial flow type with a three-phase electric motor. A check valve is
• F2 galley part of the fan.
• M1 galley 6 . S i d ew a l l D u c t
• M2 galley There are 12 sidewall ducts, 6 on each side of the airplane. The ducts are
2. General Description approximately 2 inches (5 cm) in diameter. The ducts connect to the main
The galley chiller condenser exhaust system has these parts: manifold above the passenger cabin ceiling. The ducts are open on the ends that
• Main manifold are in the mix bay area.
• Chiller exhaust duct
• Chiller boost fan
• Sidewall duct (12).
The ECSMCs give automatic control for the chiller boost fan. The fan operates if
all of these conditions occur:
• The airplane is on the ground
• One or both air conditioning packs are on
• TAT is more than 45F (7C).
3. Main Manifold
The main manifold is above the passenger cabin ceiling, near the center. The
manifold starts in the area above the forward galley complex and ends in the area
above the mix bay.
The main manifold is a rigid type that has extra connections for chillers. The extra
connections make it easy to connect to the manifold if you add a chiller or move a
galley that has a chiller.
VENTILATION – GLY CHILLER COND EXH SYS 772-ER
200ER 21-26 0612 P-5
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VENTILATION - GLY CHILLER COND EXH SYS 772-ER
200ER 21-26 0612 P-6
AP-6
AIR CONDITIONING - CREW REST AREA AIR DISTRIBUTION (OFCR) - Vents in the OFCR sidewalls allow air to return to the overhead area during
INTRODUCTION normal operation.
An exhaust valve allows contaminated air to be drawn out of the airplane
Purpose through the lavatory/galley ventilation system if smoke is detected in the
OFCR.
The overhead rest air distribution system provides conditioned air and gasper
air for the overhead flight crew rest (OFCR). Control and Indication
Physical Description ELMS automatically opens and closes the air supply shutoff valve. When the
valve closes, a light and chime show the OFCR occupants that air flow has
100 cubic feet per minute (2.8 cubic meters per minute) of 100% outside air is stopped.
supplied to the OFCR during normal operation.
The air for the OFCR comes from the left pack outlet immediately upstream of
the mix manifold. A low frequency muffler, located near the pack outlet duct,
reduces noise transmission from the cooling pack to the overhead rest
distribution duct.
The overhead rest distribution duct runs outboard under the main cabin floor
to the left side wall where it splits into two riser ducts. The riser ducts run up
the left sidewall and rejoin in the overhead area. The overhead rest
distribution duct splits again in the overhead area with one branch running
forward to the OFCR and the other running aft to the OFAR (if installed).
A high frequency muffler is installed upstream of the OFCR to reduce the
amount of noise transmitted into the rest module.
An air supply shutoff valve controls the flow of air into the module and electric
heaters warm the cool pack outlet air to a comfortable temperature for the
OFCR occupants.
Each bunk in the OFCR has two conditioned air outlets and a gasper outlet.
The common area has four conditioned air outlets and a gasper outlet for
each seat.
The gasper air comes from the distribution duct downstream of the shut off
valve, but upstream of the heaters to provide a cool gasper air temperature.
OFCR AIR DISTRIBUTION - INTRODUCTION 777 ER

200ER 21-29 0701
0604 AP-7
D8-01
Japan Airlines 777- 200ER Difference Training Manual
OVERHEAD
FLIGHT ATTENDANT
REST (OFAR)
DOOR 5
AIR
OVERHEAD DISTRIBUTION
FLIGHT CREW DUCT
REST (OFCR)
MUFFLER
SEE A
MUFFLER
MIX MANIFOLD EXHAUST

VALVE
DOOR 1
AIR SHUTOFF
VALVE
OVERHEAD
FLIGHT CREW
MIX MANIFOLD
REST (OFCR) HEATERS
(NOT SHOWN IN THIS VIEW)
LEFT PACK
OUTLET DUCT
FWD
OVERHEAD FLIGHT CREW REST (OFCR)
OFCR AIR DISTRIBUTION - INTRODUCTION 777ER

200ER 21-29 0701
0604 F8-01
AP-8
AIR CONDITIONING - CREW REST AREA AIR DISTRIBUTION (OFCR) - Pack Cooling And Mix Manifold Temperature Control
GENERAL DESCRIPTION
The pack cooling and mix manifold temperature control limits the overhead
General rest air distribution duct temperature to a maximum of 40F (4C) when an
overhead rest is installed and at least one air supply shutoff valve is open.
The air supply shutoff valve controls air flow to the overhead flight crew rest Discrete signals from the ELMS to the left CTC indicate that an overhead rest
(OFCR). The ELMS computing and communications unit (CCU) in the P210 is in use and activate the temperature limit. Temperature sensors in the
power panel contains the control and indication logic for the valve. overhead rest air duct provide feedback to the left CTC.
The duct temperature may be colder than 40F (4C) because of the
The air supply shutoff valve is commanded open to provide airflow to the temperature requirements of other zones.
OFCR when the airplane is in the air and above 25,000 feet (7640 meters).
The OFCR can be used only during flight, it is not certified for occupancy Crew Rest Area Heating System
during taxi, takeoff, or landing.
The air supply shutoff valve will open on the ground to provide airflow for In-line electric heaters increase the air temperature as necessary for each
maintenance personnel when the right pack is on and the left pack is off, or OFCR temperature zone. Relays in the P210 panel control power to the
when airplane power is off and power is supplied to the ground handling bus. heaters. The heaters are enabled when the air shutoff valve is open. There
A low pressure ground cart must be used to supply conditioned air when the are three temperature zones for the OFCR. A control panel in each zone
airplane power is off. allows independent temperature control for the common area and for each
If smoke is detected, the air supply shutoff valve closes to stop the supply of bunk.
outside air and to prevent smoke penetration into the adjacent overhead area.
Smoke is removed from the OFCR through an exhaust shutoff valve and duct
that connects the OFCR to the lavatory/galley ventilation system.
When ELMS sends a signal to close the air supply valve, these AIR FLOW
OFF indications occur to alert the OFCR occupants:
• AIR FLOW OFF indicator lights

• Chime sounds
BITE circuits monitor the air supply valve and its control relays. Fault
information goes to the AIMS.
The CTC and the crew rest heaters control the air temperature supplied to the
OFCR. 0701
OFCR AIR DISTRIBUTION - GENERAL 777 ER
200ER 21-29 0604 D8-02
AP-9
LOCAL
OEU CHIMES
AIRFLOW AIRFLOW
ELMS COMPUTING OFF RESET
AND
COMMUNICATIONS
UNIT SMOKE
DETECTION
AIMS SYSTEM ATTENDANT SWITCH
PANEL, ASP1
ON/OFF
OPEN/CLOSE TEMPERATURE CONTROL

OPAS
F
P110 LEFT POWER
MANAGEMENT PANEL
TEMPERATURE
L/R SYS LAV/GALLEY VENT
ARINC
LEFT CABIN C
629 BUS F
TEMPERATURE EXHAUST
CONTROLLER UNITS WARMER COOLER
VALVE
LEFT AIR
CONDITIONING BUNK 1 CONDITIONED
PACK GASPER AIR OUTLETS
OUTLETS
MUFFLER MUFFLER
FLIGHT AIR
OFAR HEATER
DECK SUPPLY
PACK OUTLET SHUTOFF

OVERHEAD FLIGHT CREW REST
TEMPERATURE VALVE BUNK 2
(COMMON AREA IS SHOWN, BUNK 1 AND BUNK 2
SENSORS (REF)
MIX MANIFOLD ARE EQUIVALENT)
OFCR AIR DISTRIBUTION - GENERAL 200ER

777ER 21-29 0701
0604 AP-10
F8-02
AIR CONDITIONING - CREW REST AREA AIR DISTRIBUTION (OFCR) -

SMOKE EXHAUST - INTRODUCTION Physical Description
Purpose The exhaust valve is a four-inch diameter disc type valve. It is operated
electrically with a 28v dc motor. Internal switches give information to the
The OFCR smoke exhaust system pulls smoke from the crew rest area when control circuits about the valve position. A position indicator on the valve lets
smoke is detected by the smoke detector or when a test is initiated. you see if the valve is open or closed. The position indicator is also a manual
The OFCR exhaust valve opens to allow the lavatory/galley ventilation override control that you can use to close the valve.
system to remove smoke from the crew rest area. The smoke goes into the The valve is identical to and interchangeable with the OFCR air supply shut
lavatory/galley vent duct and travels to the back of the airplane. The smoke is off valve.
exhausted overboard through the aft outflow valve.
Location
General Description
The smoke exhaust valve is located above the passenger cabin ceiling
The exhaust valve is closed unless smoke is detected in the crew rest. The approximately 10 feet forward of door 2 and approximately 2 feet left of the
exhaust valve is latched open and the air supply shutoff valve is latched center line of the airplane. The ceiling panel is removed to get access to the
closed when smoke is detected in the crew rest. This removes the outside air valve.
supply and allows smoke to be pulled out of the crew rest compartment into
the lavatory/galley vent duct. The smoke travels through the lavatory/galley Training Information Point
ventilation system and is exhausted overboard through the aft outflow valve.
A small amount of air can flow into the OFCR through the sidewall vents An EICAS status message shows if the valve does not move to the
during a smoke event to help prevent smoke penetration into the adjacent commanded position.
overhead areas. When there is an initiated test or a smoke event in the crew rest, power to the
The OFCR smoke exhaust valve can be closed again if smoke is no longer aft galley chillers is removed. You must push the AIRFLOW RESET switch on
detected in the OFCR and the latched smoke signal is reset. To reset the the attendant switch panel 1 to restore power to the aft galley chillers.
smoke signal you must push the AIR FLOW RESET switch on the attendant
switch panel, ASP1, in the OFCR entrance.
Fault logic in ELMS gives information to AIMS if system malfunctions occur.
Valve failures or OFCR smoke detection will give status and maintenance
messages related to this system.
OFCR AIR DISTRIBUTION – SMOKE EXHAUST 777 ER

200ER 21-29 0701
0604 AP-11
D8-03
OVERHEAD
FLIGHT ATTENDANT
REST (OFAR)
NO. 5
OVERHEAD ENTRY
FLIGHT CREW DOOR
REST (OFCR)
SEE A
EXHAUST
VALVE
SEE B
POSITION INDICATOR AND OVERHEAD FLIGHT

MIX MANIFOLD
MANUAL OVERRIDE LEVER CREW REST (OFCR)
NO. 1 A
ENTRY
C
DOOR MOTOR
O
ELECTRICAL
CONNECTOR
VALVE BODY
EXHAUST VALVE
B
OFCR AIR DISTRIBUTION - SMOKE EXHAUST 777ER
200ER 21-29 0604 AP-12
0701 F8-03
AIR CONDITIONING - CREW REST AREA AIR DISTRIBUTION (OFAR) - A smoke exhaust valve allows contaminated air to be pulled out of the
INTRODUCTION airplane through the lavatory/galley ventilation system if smoke is detected in
the OFAR.
Purpose
Control and Indication
The overhead rest air distribution system provides conditioned air and gasper
air for the overhead flight attendant rest (OFAR). It also provides for smoke ELMS automatically opens and closes the air supply shutoff valve. When the
removal if smoke is detected in the OFAR. valve closes, a light and chime show the OFAR occupants that the air flow
has stopped.
The OFAR has seven bunks located in the overhead area with an entryway
and stair near door 3.
The air for the OFAR comes from the left pack outlet, immediately upstream
of the mix manifold. A low frequency muffler, located near the pack outlet duct,
reduces noise transmission from the cooling pack to the overhead rest
distribution duct.
The overhead rest distribution duct runs outboard under the main cabin floor
to the left side wall where it splits into two riser ducts. The riser ducts run up
the left sidewall and rejoin in the overhead area. The overhead rest
distribution duct splits again in the overhead area with one branch running
forward to the OFCR (if installed) and the other running aft to the OFAR.
A high frequency muffler is installed upstream of the OFAR to reduce the
amount of noise transmitted into the rest module.
An air supply shutoff valve controls the flow of air into the module and electric
heaters warm the cool pack outlet air to a comfortable temperature for the
OFAR occupants.
Each bunk in the OFAR has a conditioned air outlet and a gasper outlet. The
common area has conditioned air outlets, but no gasper outlets.
Vents in the OFAR sidewalls allow air to return to the overhead area during
normal operation.
OFAR AIR DISTRIBUTION - INTRODUCTION 200ER

772 ER 21-29 0701
0604 AP-13
D8-04
OVERHEAD
FLIGHT ATTENDANT
REST (OFAR)
EXHAUST VALVE
SEE A
OVERHEAD
FLIGHT CREW
REST (OFCR)
AIR SHUTOFF
LEFT NO. 3
VALVE
ENTRY DOOR
MUFFLER
MIX MANIFOLD
LEFT NO. 1
ENTRY DOOR AIR
DISTRIBUTION
DUCT MUFFLER
FWD
LEFT PACK
MIX MANIFOLD OUTLET DUCT
OVERHEAD FLIGHT ATTENDANT REST (OFAR)
OFAR AIR DISTRIBUTION - INTRODUCTION 772ER

200ER 21-29 0701
0604 F8-04
AP-14
AIR CONDITIONING - CREW REST AREA AIR DISTRIBUTION (OFAR) - Pack Cooling And Mix Manifold Temperature Control
GENERAL DESCRIPTION
The pack cooling and mix manifold temperature control limits the overhead
General rest air distribution duct temperature to a maximum of 40F (4C) when an
overhead rest is installed and at least one air supply shutoff valve is open.
The air supply shutoff valve controls air flow to the overhead flight attendant Discrete signals from the ELMS to the left CTC indicate that an overhead rest
rest (OFAR). The ELMS computing and communications unit (CCU) in the is in use and activate the temperature limit. Temperature sensors in the
P210 power panel contains the control and indication logic for the valve. overhead rest air distribution duct provide feedback to the left CTC
(SECTION 21-52).
The air supply shutoff valve is commanded open to provide airflow to the The duct temperature may be colder than 40F (4C) because of the
OFAR when the airplane is in the air and above 25,000 feet (7640 meters). temperature requirements of other zones.
The OFAR can be used only during flight, it is not certified for occupancy
during taxi, takeoff, or landing. Attendant Rest Area Heating System
The air supply shutoff valve will open on the ground to provide airflow for
maintenance personnel when the right pack is on and the left pack is off, or In-line electric heaters increase the conditioned air temperature as necessary
when airplane power is off and power is supplied to the ground handling bus. for the comfort of the OFAR occupants. Relays in the P210 panel control
A low pressure ground cart must be used to supply conditioned air when the power to the heaters. The heaters are enabled when the air supply shutoff
airplane power is off. valve is open and the smoke exhaust valve is closed. There is only one
If smoke is detected, the air supply shutoff valve closes to stop the supply of temperature zone for the OFAR. A control panel in the common area provides
outside air and to prevent smoke penetration into the adjacent overhead area. temperature control for the OFAR (SECTION 21-41).
Smoke is removed from the OFAR through an exhaust valve and duct that
connects the OFAR to the lavatory/galley ventilation system.
When ELMS sends a signal to close the air supply shutoff valve, these AIR
FLOW OFF indications occur to alert the OFAR occupants:
• AIR FLOW OFF indicator lights

• Chime sounds
BITE circuits monitor the air supply shutoff valve and its control relays. Fault
information goes to the AIMS.
The CTC and the attendant rest heaters control the air temperature supplied
to the OFAR. 200ER 0701 AP-15
OFAR AIR DISTRIBUTION - GENERAL 772 ER 21-29 0604 D8-05
LOCAL
OEU CHIMES
AIRFLOW AIRFLOW
OFF RESET
ELMS COMPUTING
L/R SYS AND
ARINC COMMUNICATIONS
629 BUS UNIT ATTENDANT SWITCH
SMOKE PANEL, ASP1
AIMS DETECTION
SYSTEM
ON/OFF
TEMPERATURE CONTROL
OPAS OPEN/CLOSE
LAV/GALLEY VENT F
P110 LEFT POWER TEMPERATURE

MANAGEMENT PANEL
EXHAUST
C
VALVE F
LEFT CABIN
UNITS WARMER COOLER
TEMPERATURE
CONTROLLER
LEFT AIR
GASPER
CONDITIONING OUTLETS
PACK
MUFFLER
MUFFLER
AIR
FLIGHT OFCR
PACK SUPPLY
DECK SHUTOFF
OUTLET CONDITIONED
VALVE HEATERS AIR OUTLETS
TEMPERATURE
SENSORS (REF)
MIX MANIFOLD OVERHEAD FLIGHT ATTENDANT REST
OFAR AIR DISTRIBUTION - GENERAL 772ER

200ER 21-29 0701
0604 AP-16
F8-05
AIR CONDITIONING - CREW REST AREA AIR DISTRIBUTION (OFAR) - Physical Description
SMOKE EXHAUST - INTRODUCTION
The exhaust valve is a four-inch diameter disc type valve. It is operated
Purpose electrically with a 28v dc motor. Internal switches give information to the
control circuits about the valve position. A position indicator on the valve lets
The overhead flight attendant rest (OFAR) smoke exhaust system pulls you see if the valve is open or closed. The position indicator is also a manual
smoke from the OFAR when smoke is detected by the smoke detector or override control that you can use to close the valve.
when a test is initiated. The valve is identical to and interchangeable with the OFAR air supply shutoff
The OFAR smoke exhaust valve opens to allow the lavatory/galley ventilation valve.
system to remove smoke from the attendant rest area. The smoke goes into
the lavatory/galley vent duct and travels to the back of the airplane. The Location
smoke travels out of the airplane through the aft outflow valve.
The smoke exhaust valve is located above the passenger cabin ceiling
General Description approximately 17 feet forward of door 3 and approximately 2 feet right of the
center line of the airplane. The ceiling panel is removed to get access to the
The smoke exhaust valve is closed unless smoke is detected in the OFAR. valve.
The smoke exhaust valve is latched open and the air supply shutoff valve is
latched closed when smoke is detected in the OFAR. This removes the Training Information Point
outside air supply and allows smoke to be pulled out of the OFAR
compartment into the lavatory/galley vent duct. The smoke travels through An EICAS status message shows if the valve does not move to the
the lavatory/galley ventilation system and is exhausted overboard through the commanded position.
aft outflow valve. A small amount of air can flow into the OFAR through the When there is an initiated test or a smoke event in the crew rest, power to the
sidewall vents during a smoke event to help prevent smoke penetration into aft galley chillers is removed. You must push the AIRFLOW/SMOKE RESET
the adjacent overhead areas. switch on the attendant switch panel 1 to restore power to the aft galley
The OFAR smoke exhaust valve can be closed again if smoke is no longer chillers.
detected in the OFAR and the latched smoke signal is reset. To reset the
smoke signal you must push the AIR FLOW RESET switch located on the
attendant switch panel, ASP1, in the OFAR entrance.
Fault logic in ELMS gives information to AIMS if system malfunctions occur.
Valve failures or OFAR smoke detection will give status and maintenance
messages related to this system.
OFAR AIR DISTRIBUTION – SMOKE EXHAUST 772 ER

200ER 21-29 0701
0604 AP-17
D8-06
POSITION INDICATOR AND

MANUAL OVERRIDE LEVER
OVERHEAD
FLIGHT ATTENDANT
REST (OFAR) MOTOR
SEE A
C
O
OVERHEAD
FLIGHT CREW
REST (OFCR)
DOOR 3
ELECTRICAL
VALVE BODY CONNECTOR
EXHAUST VALVE
B
DOOR 1
EXHAUST VALVE
SEE B OVERHEAD
FLIGHT ATTENDANT
REST (OFAR)
FWD
OVERHEAD FLIGHT ATTENDANT REST (OFAR)
OFAR AIR DISTRIBUTION - SMOKE EXHAUST 200ER

772ER 21-29 0604 AP-18
0701 F8-06
AIR CONDITIONING - CREW REST AREA HEATING (OFCR) - Each temperature zone has an independent heater control. The control for
INTRODUCTION the common area is on the left sidewall. Each bunk has a control on the
overhead panel near the aft end of the bunk.
Purpose
The purpose of the overhead flight crew rest (OFCR) heating system is to let
the crew select a comfortable temperature for the rest module.
General
The overhead rest air distribution system supplies conditioned air to the
OFCR. The CTC keeps the temperature of the supply air below a maximum
limit. The air can be too cold for the OFCR occupants. In-line electric heaters
increase the air temperature as necessary for each OFCR temperature zone.
A temperature control panel in each temperature zone controls the air
temperature.
Component Location
The three electric heaters are installed in the crown area, immediately aft of
the OFCR, near the centerline of the airplane.
A duct temperature sensor is installed immediately downstream of each
heater.
A zone temperature sensor is located above the ceiling of each temperature
zone. The temperature sensors are in the same area as the passenger
service units (PSUs). Each sensor is in a plenum that attaches to a zone air
temperature sensor panel. The plenum has an air inlet grille on the lower side
of the panel. The plenum has a hose that connects it to the lavatory/galley
ventilation system on the upper side of the panel. You can access the zone
temperature sensors from within the OFCR module.
OFCR HEATING - INTRODUCTION 200ER

777ER 21-41 0701
0604 AP-19
D10-02
ZONE
BUNK 1 BUNK 2 TEMPERATURE
COMMON AREA SENSOR
SEE A
DUCT
TEMPERATURE
SENSOR
SEE A
ELECTRIC
HEATERS
ZONE SEE B
TEMPERATURE
SENSORS
SEE A
OFCR AIR
SUPPLY DUCT
DUCT
TEMPERATURE ELECTRICAL
SENSORS CONNECTOR
SEE A
TEMPERATURE
PROBE
CONTROL UNIT
ELECTRICAL (INSIDE)
CONNECTOR
HEATING
THREADED ELEMENTS
HOUSING
TEMPERATURE SENSOR
(EXAMPLE) ELECTRIC HEATER
A B
OFCR HEATING - INTRODUCTION 200ER

777ER 21-41 AP-20
0604 F10-02
0701
AIR CONDITIONING - CREW REST AREA HEATING (OFCR) - GENERAL AIMS does not monitor the heater circuits. The cabin crew report inoperative
DESCRIPTION heaters.
General
The air supplied to the overhead rest is taken from the left air conditioning
pack outlet. The left CTC limits the pack outlet temperature to a maximum of
40F (4C) when an overhead rest is installed in the airplane. This ensures
adequate cooling capacity for the occupants of the overhead rest.
The air supply can be too cold for the OFCR occupants. An in-line electric
heater in each temperature control zone operates when necessary to
increase the supply air temperature. A control panel in each temperature
zone allows independent temperature control for the common area and for
each bunk.
The heaters can operate when the air supply shutoff valve is open and the
exhaust valve is closed. If smoke is detected in the OFCR, then the air supply
shut off valve closes, the exhaust valve opens, and the heaters are disabled.
The common area heater is a 1500 watt electric resistance in-line air heater.
Each bunk area heater is a 750 watt electric resistance in-line air heater.
Internal overheat protection keeps the surface temperature and the outlet air
temperature to a safe limit.
An electronic control unit controls the temperature in each zone. Each heater
control has three buttons and a LCD for crew interface.
The temperature sensors are single element thermistor devices. Each sensor
has an external hex wrench fitting and threads for installation in the air duct
OFCR HEATING - GENERAL 200ER

777ER 21-41 0701
0604 AP-21
D10-03
LAVATORY/GALLEY VENT DUCT

AIMS TO AFT OUTFLOW VALVE
ELMS SIGNAL ZONE

INTERFACE TEMPERATURE
FROM BUNK 1 FROM BUNK 2
UNIT SENSOR
TEMPERATURE TEMPERATURE
SENSOR SENSOR TEMPERATURE CONTROL
ON/OFF TEMPERATURE
TO BUNK 1
OPEN/CLOSE F
UNITS WARMER COOLER
P210 RIGHT POWER

MANAGEMENT PANEL
L/R SYS EXHAUST

ARINC VALVE
629 BUSES
ELECTRIC
HEATER
FROM LEFT
PACK OUTLET
DUCT
AIR SUPPLY TEMPERATURE
SHUTOFF VALVE ELECTRIC
HEATER SENSOR
CONDITIONED AIR OUTLETS
ELECTRIC GASPER OUTLETS

HEATER

(COMMON AREA IS SHOWN, BUNK 1
TO BUNK 2
AND BUNK 2 ARE EQUIVALENT)
OFCR HEATING - GENERAL 200ER

777ER 21-41 0701
0604 F10-03
AP-22
AIR CONDITIONING - CREW REST AREA HEATING (OFCR) - The temperature reported by a zone temperature sensor can be higher than
OPERATION the actual ambient temperature in that zone. The temperature offset function
is used to make the temperature display more closely match the actual zone
General temperature.
The LCD will show the temperature offset when you push the UNITS button
There are three temperature zones in the OFCR. The common area is one for more than 5 seconds.
zone and each private bunk is also a zone. The temperature can be The temperature offset flashes while it shows. You can push the WARMER
controlled independently in each temperature zone. button while the temperature offset flashes to increase the offset. You can
Each temperature controller in the OFCR has three buttons and a liquid push the COOLER button while the temperature offset flashes to decrease
crystal display (LCD). The temperature controller for the common area is on the offset. The temperature offset has a range limit of 0 to 7 degrees F (0 to 4
the left sidewall. Each bunk has a temperature controller on the overhead degrees C).
panel near the aft end of the bunk. The temperature controller subtracts the offset from the temperature that is
The LCD usually shows the current ambient temperature in the module. You reported by its zone temperature sensor and uses the result to control and
push the UNITS button to toggle between degrees F and degrees C. You can display the ambient temperature for the zone.
push the WARMER button to increase the zone temperature or the COOLER The LCD will return to the ambient temperature display if you push the UNITS
button to decrease the zone temperature. button while the temperature offset is flashing. The LCD will also return to the
ambient temperature display 20 seconds after you release the WARMER or
Temperature Set Point
COOLER button.
The temperature offset is stored internally by the temperature controller. The
The temperature controller LCD will show the temperature set point for its
previously selected temperature offset is restored at power up.
zone when you push either the WARMER button or the COOLER button.
The temperature set point flashes while it shows. You can push the Fault Indication
WARMER button while the temperature set point flashes to increase the set
point. You can push the COOLER button while the temperature set point If a zone temperature sensor fault is detected, then the LCD will alternate
flashes to decrease the set point. The temperature set point has a range limit between the ambient temperature and fault code 01. The temperature
of 55 to 90 degrees F (12 to 32 degrees C). controller will continue to operate its heater using the duct temperature
The LCD will return to the ambient temperature display 2 seconds after you sensor for control.
release the WARMER or COOLER button.
The temperature set point is stored internally by the temperature controller.
The previously selected temperature set point is restored at power up.
Temperature Offset
OFCR HEATING - OPERATION (1) 200ER
777ER 21-41 0604 AP-23
0701 D10-04
TEMPERATURE CONTROL
F
FWD
TEMPERATURE
CONTROLLER
SEE A
TEMPERATURE

C
F
UNITS WARMER COOLER
TEMPERATURE CONTROLLER
A

200ER 21-41 0604 AP-24
0701 F10-04
Fault Indication (Continued)
If a duct temperature sensor fault is detected, then the LCD will alternate
between the ambient temperature and fault code 02. The temperature
controller will continue to operate its heater using the zone temperature
sensor for control.
If a zone temperature sensor fault and a duct temperature sensor fault are
detected at the same time, then the LCD will alternate between the ambient
temperature and fault code 03. The temperature controller will operate in an
open loop mode if both temperature sensors are failed. In open loop mode
the WARMER button is used to increase heat output and the COOLER button
is used to decrease heat output.
If an internal temperature controller fault is detected, then the LCD will
alternate between the ambient temperature and fault code 99. The heater is
commanded off if a controller fault is detected.

200ER 21-41 0701
0604 D10-05
AP-25
TEMPERATURE CONTROL
F
FWD
TEMPERATURE
CONTROLLER
SEE A
TEMPERATURE

C
F
UNITS WARMER COOLER
TEMPERATURE CONTROLLER
A

200ER 21-41 0701 AP-26
0604 F10-05
AIR CONDITIONING - CREW REST AREA HEATING (OFAR) - near the centerline of the airplane, approximately 21 feet aft of door 3. The
INTRODUCTION ceiling panel is removed to get access to the valve.
The duct temperature sensor is installed in the overhead rest air duct,
Purpose approximately 6 feet aft of the electric heaters.
The zone temperature sensor is located on the left wall of the OFAR aft aisle.
The purpose of the overhead flight attendant rest (OFAR) heating system is to It is installed in a housing between the second and third pair of bunks. The
let the attendants select a comfortable temperature for the rest module. zone temperature sensor is accessed from within the OFAR.
The heater control is located on the left side of the OFAR common area on
General
the partition that separates the common area from the bunk modules.
The overhead rest air distribution system supplies conditioned air to the
OFAR. The CTC keeps the temperature of the supply air below a maximum
limit. The air can be too cold for the OFAR occupants. In-line electric heaters
operate when necessary to increase the supply air temperature. A
temperature control panel in the OFAR common area sets the air
temperature.
Component Location (-200ER)
The two electric heaters are installed in parallel in the OFAR supply air duct.
The heaters are located on the forward wall of the OFAR, near the centerline
of the airplane.
The duct temperature sensor is installed in the OFAR supply air duct,
downstream of the electric heaters, on the forward wall of the OFAR.
The zone temperature sensor is located on the lower left wall of the OFAR
common area. It is installed in a housing behind an air grill. The zone
temperature sensor is accessed from within the OFAR module.
The heater control is located on the aft right wall of the OFAR common area.
Component Location (-300ER)
Two electric heaters are installed in parallel in the overhead rest air
distribution duct. The heaters are located above the passenger cabin ceiling, OFAR HEATING - INTRODUCTION 200ER
777ER 21-41 0604 AP27
0701 D10-06
ZONE TEMPERATURE
SENSOR
THREADED
SEE A HOUSING
ELECTRICAL
LAVATORY/GALLEY CONNECTOR
VENT DUCT
TEMPERATURE
EXHAUST PROBE
OVERHEAD REST VALVE
AIR DISTRIBUTION
DUCT
SEE B
ZONE TEMPERATURE SENSOR
(EXAMPLE)
DUCT
TEMPERATURE
A
SENSOR
OVERHEAD FLIGHT
ELECTRICAL
ATTENDANT REST
CONNECTOR
FWD CONTROL UNIT

(INSIDE)
MUFFLER
ELECTRIC HEATER
SEE C
FWD
AIR SUPPLY HEATING
SHUTOFF VALVE ELEMENTS
OVERHEAD REST
AIR DISTRIBUTION DUCT
ELECTRIC HEATER
B
C
OFAR HEATING - INTRODUCTION 200ER

777ER 21-41 0701 F10-06
0604 AP-28
AIR CONDITIONING - CREW REST AREA HEATING (OFAR) - GENERAL
DESCRIPTION
General
AIMS does not monitor the heater circuits. The cabin crew report inoperative
The air supplied to the overhead rest is taken from the left air conditioning heaters.
pack outlet. The left CTC limits the pack outlet temperature to a maximum of
40F (4C) when an overhead rest is installed in the airplane. This ensures
adequate cooling capacity for the occupants of the overhead rest.
The supply air can be too cold for the OFAR occupants. In-line electric
heaters, installed in parallel, operate when necessary to increase the supply
air temperature. A control panel in the OFAR common area provides
temperature control.
The heaters can operate when the air supply shutoff valve is open and the
smoke exhaust valve is closed. If smoke is detected in the OFAR, then the air
supply shut off valve closes, the exhaust valve opens, and the heaters are
disabled.
The heaters are electric resistance type in-line air heaters. Internal overheat
protection keeps the surface temperature and the outlet air temperature
below a safe limit.
An electronic control unit controls the heater to maintain the desired
temperature within the OFAR. The heater control has three buttons and a
LCD for crew interface.
The temperature sensors are single element thermistor devices. Each sensor
has an external hex wrench fitting and threads for installation in the air duct
OFAR HEATING - GENERAL 777ER

200ER 21-41 0701
0604 AP-29
D10-07
LAVATORY/GALLEY VENT DUCT

AIMS TO AFT OUTFLOW VALVE
ZONE
TEMPERATURE
SENSOR
ELMS SIGNAL
INTERFACE
UNIT TEMPERATURE CONTROL
TEMPERATURE
EXHAUST
ON/OFF
VALVE
C
OPEN/CLOSE UNITS WARMER COOLER
P210 RIGHT POWER

MANAGEMENT PANEL
L/R SYS
ARINC
629 BUSES
DUCT
TEMPERATURE
SENSOR
FROM LEFT HEATER 1 CONDITIONED AIR OUTLETS
PACK OUTLET
AIR SUPPLY
CHECK VALVE SHUTOFF VALVE
HEATER 2
AFT OVERHEAD RECIRCULATION DUCT GASPER OUTLETS
OVERHEAD FLIGHT ATTENDANT REST
OFAR HEATING - GENERAL 200ER

777ER 21-41 0604 F10-07
0701 AP-30
AIR CONDITIONING - CREW REST AREA HEATING (OFAR) - The temperature set point flashes while it shows. You can push the
OPERATION WARMER button while the temperature set point flashes to increase the set
point. You can push the COOLER button while the temperature set point
General flashes to decrease the set point. The temperature set point has a range limit
of 55 to 90 degrees F (12 to 32 degrees C).
There is one temperature zone for the OFAR. It includes the common area The LCD will return to the ambient temperature display 2 seconds after you
and all of the private bunks. release the WARMER or COOLER button.
The temperature set point is stored internally by the temperature controller.
-200ER The previously selected temperature set point is restored at power up.
The temperature controller for the OFAR has three buttons and a liquid
crystal display (LCD). It is located on the aft right side wall of the OFAR Temperature Offset
common area.
The temperature reported by the zone temperature sensor can be higher than
-300ER the actual ambient temperature. The temperature offset function is used to
The temperature controller for the OFAR has three buttons and a liquid make the temperature display more closely match the actual zone
crystal display (LCD). It is located on the left side of the OFAR common area temperature.
on the partition that separates the common area from the bunk modules. The LCD will show the temperature offset when you push the UNITS button
for more than 5 seconds.
-200ER/300ER The temperature offset flashes while it shows. You can push the WARMER
The LCD usually shows the current ambient temperature in the module. You button while the temperature offset flashes to increase the offset. You can
push the UNITS button to toggle between degrees F and degrees C. You can push the COOLER button while the temperature offset flashes to decrease
push the WARMER button to increase the OFAR temperature or the the offset. The temperature offset has a range limit of 0 to 7 degrees F (0 to 4
COOLER button to decrease the OFAR temperature. degrees C).
The temperature control panel has a backlight that illuminates the display The temperature controller subtracts the offset from the temperature that is
when a button is pressed. The backlight remains on for 15 seconds after the reported by the zone temperature sensor and uses the result to control and
buttons are released. display the ambient temperature.
The LCD will return to the ambient temperature display if you push the UNITS
Temperature Set Point button while the temperature offset is flashing. The LCD will return to the
ambient temperature display 20 seconds after you release the WARMER or
The LCD will show the temperature set point when you push either the COOLER button.
WARMER button or the COOLER button.
OFAR HEATING -OPERATION (1) 200ER

777ER 21-41 0604
0701 D10-08
AP-31
TEMPERATURE
CONTROL PANEL
SEE A
FWD
TEMPERATURE
CONTROLLER
OVERHEAD FLIGHT ATTENDANT REST (OFAR) (-300ER)
SEE A
FWD
TEMPERATURE CONTROL
(COMMON AREA)
F (-200ER)
TEMPERATURE
C
F
UNITS WARMER COOLER
TEMPERATURE CONTROL PANEL

A OFAR HEATING - OPERATION (1) 777ER
200ER 21-41 0604 AP-32
0701 F10-08
Temperature Offset (Continued)
The temperature offset is stored internally by the temperature controller. The

previously selected temperature offset is restored at power up.
Fault Indication
If a zone temperature sensor fault is detected, then the LCD will alternate
controller will continue to operate the heaters using the duct temperature
sensor for control.
If a duct temperature sensor fault is detected, then the LCD will alternate
controller will continue to operate the heaters using the zone temperature
sensor for control.
If a zone temperature sensor fault and a duct temperature sensor fault are
detected at the same time, then the LCD will alternate between the ambient
temperature and fault code 03. The temperature controller will operate in an
open loop mode if both temperature sensors are failed. In open loop mode
the WARMER button is used to increase heat output and the COOLER button
is used to decrease heat output.
If an internal temperature controller fault is detected, then the LCD will
alternate between the ambient temperature and fault code 99. The heaters
are commanded off if a controller fault is detected.
OFAR HEATING -OPERATION (2) 777ER

200ER 21-41 0701 AP-33
0604 D10-09
TEMPERATURE
CONTROL PANEL
SEE A
FWD
TEMPERATURE
CONTROLLER
OVERHEAD FLIGHT ATTENDANT REST (OFAR) (-300ER)
SEE A
FWD
TEMPERATURE CONTROL
(COMMON AREA)
F (-200ER)
TEMPERATURE
C
F
UNITS WARMER COOLER
TEMPERATURE CONTROL PANEL

A OFAR HEATING - OPERATION (2) 777ER
200ER 21-41 0604 F10-09
0701 AP-34
AIR CONDITIONING - FORWARD CARGO COMPARTMENT HEATING - The equipment vent valve and the forward cargo heat valve control the
INTRODUCTION movement of exhaust air into the forward cargo heat duct or into the vent duct.
The cargo heat duct supplies air equally into the compartment. The overboard
Purpose exhaust duct controls the movement of exhaust air to the area near the
forward pressurization outflow valve.
The forward cargo compartment heating system keeps the compartment On the ground, the forward cargo heat valve normally moves between the
temperature above freezing. open and the closed position as ambient temperature changes. The valve
closes when the temperature at the TAT probe is more than 55F (13C). It
General Description
opens when the temperature is less than 50F (10C).
The forward cargo heat valve is open in the air.
The forward cargo heating system interfaces with the forward equipment
The position of the heat valve changes so that its position is opposite the
cooling system. These systems include the components and the necessary
position of the vent valve. For example, when the vent valve is open the heat
logic to give cargo heating.
valve is closed.
The forward cargo heating system has these components:
-300/300ER
§ Temperature sensor (-300/300ER)
The forward cargo heater is enabled when the forward cargo heat valve is
§ Heater (-300/300ER)
open. The heater turns on/off at these compartment temperatures:
§ Ducts.
§ ON when less than 40F (4.4C)

-300/300ER
§ Off when more than 50F (10C).
The temperature sensor gives compartment temperature data for control and
indication.
The heater will not operate if the equipment cooling vent fan is off or when the
The heater keeps the compartment temperature above 40F (4.4C).
forward cargo heat valve is closed.
ALL
The duct moves air from the forward equipment cooling exhaust duct into the
compartment.
The equipment cooling system uses these valves to control the movement of
exhaust air:
§ Equipment vent valve

§ Forward cargo heat valve.
FWD CGO HEATING - INTRODUCTION 777
200ER 21-43 0604
0701 D10-10
AP-35
CARGO FIRE EQUIP

COOLING
ARM
FWD AFT
AUTO W
ARMED W ARMED W OVRD A
FWD R AFT R
EQUIPMENT COOLING
TAT CONTROL CIRCUIT ELMS FORWARD CARGO
DOOR
(REF) TEMPERATURE SENSOR
ADIRS (-300/300ER)
EXHAUST DUCT
(REF)
EXHAUST AIR FROM

FWD EQUIPMENT
COOLING SYSTEM
MEC BELOW FLOOR AREA
VENT DUCT FORWARD CARGO FORWARD CARGO

FWD OUTFLOW HEAT VALVE (REF) HEAT DUCT
(REF)
VALVE (REF)
VENT VALVE FORWARD CARGO
(REF) HEATER
(-300/300ER)
FWD
(TYPICAL)
FWD CGO HEATING - INTRODUCTION 200ER

777 21-43
21-41 0604 F10-10
0701 AP-36
AIR CONDITIONING - FORWARD CARGO COMPARTMENT HEATING - AIR CONDITIONING - FORWARD CARGO COMPARTMENT HEATING -
HEATER TEMPERATURE SENSOR
Purpose Purpose
The forward cargo heater keeps the temperature of the forward cargo The right ECSMC uses the forward cargo temperature sensor to monitor the
compartment more than 40F (4.4C). forward cargo compartment temperature.
Location Physical Description
The forward cargo heater is in-line with the cargo heat duct. The heater The sensor is a single element thermistor. The sensor has a threaded
connects to a section of the duct that is below the left forward ball panel. housing with an electrical connection.
Physical Description Location
The forward cargo heater is a 5000 watt unit that supplies heat to the The sensor is in an air inlet plenum that connects to the lavatory/galley
equipment exhaust air before it flows into the forward cargo compartment. ventilation system. The plenum is in the left sidewall of the forward cargo
The heater has these parts: compartment, near the aft set of ball panels (STA 652).
§ Housing Training Information Point

§ Electrical connector
§ Heating element (3) The forward cargo temperature sensor is interchangeable with these sensors:
§ Overheat switch (3)
§ Thermal fuse (3). § Mix manifold temperature sensors
§ Passenger cabin zone duct temperature sensors
The overheat switches give duct air over-temperature protection (150F, § Flight deck zone duct temperature sensors.
65.6C). These switches reset when the heater cools off. The thermal fuses
give surface over-temperature protection for the housing (300F, 149C) and You remove the applicable sidewall panel to get access the forward cargo
the heating elements (450F, 232C). The fuses do not reset. temperature sensor.
The heater operates with airflow in either direction. The heater uses 115V AC
three phase power.
FWD CGO HEATING - HEATER/TEMP SENSOR 200ER

777 21-43 0701 AP-37
0604 D10-11
FWD CARGO
HEAT VALVE
(REF)
HEAT DUCT (REF)
FWD BALL PANEL

(REF)
BALL
FWD PANEL
(REF)
AIR INLET
PLENUM
ELECTRICAL
FWD CARGO
CONNECTOR
TEMPERATURE
SENSOR
HOUSING
INTERNAL ELECTRICAL
CONNECTOR LAVATORY/GALLEY
DEVICES VENTILATION
- OVERHEAT SYSTEM (REF)
SWITCHES
HEATING - THERMAL FWD
ELEMENTS FUSES
AREA OUTBOARD OF THE LEFT SIDEWALL PANEL
FORWARD CARGO HEATER
FWD CGO HEATING - HEATER/TEMP SENSOR 200ER

777 21-41
21-43 0701
0604 AP-38
F10-11
CHAPTER
Electrical Power
GENERATOR DRIVE - INTRODUCTION 【PW ENG-Pre SB PW4G-112-24-5】
The electronic engine control (EEC) controls the IDG air/oil heat exchanger
General valve and the backup generator air/oil heat exchanger valve.
The generator drive system normally supplies electrical power to all of the
electrical loads while the engines operate. The integrated drive generators 【PW ENG-Post SB PW4G-112-24-5】
(IDGs) are the primary sources of electrical power. The APU generator and The electronic engine control (EEC) controls the IDG air/oil heat exchanger
the backup generators are secondary sources of electrical power. valve.
GENERATOR DRIVE - GENERAL DESCRIPTION Mechanical Interfaces

Each engine mechanically turns an IDG and a backup generator. The IDGs
General change the mechanical power to constant-frequency ac electrical power. The
Two IDGs are primary power sources. The APU generator, and two backup backup generators change the mechanical power to variable-frequency ac
generators are secondary power sources. electrical power. The backup generator converter changes the
variable-frequency ac power to constant frequency ac power.
【PW ENG-Pre SB PW4G-112-24-5】
A fuel/oil cooler and air/oil heat exchangers remove heat from the generators. 【PW ENG-Pre SB PW4G-112-24-5】
Air/oil heat exchanger valves control the airflow through the air/oil heat When it is necessary, the air/oil heat exchanger valves send engine fan air or
exchangers. engine 2.5 bleed air through the related air/oil heat exchangers. The air/oil
heat exchangers cool oil from the related generators. The fuel/oil cooler uses
【PW ENG-Post SB PW4G-112-24-5】 engine fuel to cool the IDG oil. The fuel/oil cooler always cools the IDG oil.
Heat exchangers remove heat from the generators.
【PW ENG-Post SB PW4G-112-24-5】
【GE ENG】 The air/oil heat exchangers cool oil from the related generators. A continuous
Heat exchangers remove heat from the generators. flow of fan air through the backup generator air/oil heat exchanger cools the
oil for the backup generator. When it is necessary, the IDG air/oil heat
Electrical Interfaces
exchanger valve sends engine fan air or engine 2.5 bleed air through the IDG
Switches on the electrical panel control the IDG disconnect operations. GCUs
air/oil heat exchanger. The fuel/oil cooler uses engine fuel to cool the IDG oil.
control the IDGs and the APU generator. One backup generator convertor
The fuel/oil cooler always cools the IDG oil.
controls the two backup generators. Lights on the electrical panel and EICAS
messages show generator drive system information.
INTRODUCTION & GENERAL

GENERATOR DRIVE DESCRIPTION
- INTRODUCTION 777 ALL 24-10 0604
0701 D3-01
P-1
GCU
IDG
DRIVE
BACKUP GENERATOR BACKUP
DRIVE DISCONNECT CONVERTER GENERATOR
SWITCH (P5)
O/O HEAT
EXCHANGER IDG F/O HEAT
BACKUP GEN/IDG EXCHANGER
A/O HEAT EXCHANGER
AIMS
SYSTEMS
ARINC 629
APU GCU
BUSES
APU GENERATOR
【GE Engine機】
INTRODUCTION
GENERATOR & GENERAL
DRIVE DESCRIPTION
- INTRODUCTION 777 GE
200ER 24-10 0604
0701 F3-01
P-2
【GE ENG】
A continuous flow of fuel through the IDG fuel/oil heat exchanger cools the
IDG oil. A continuous flow of fan air through the backup generator/IDG air/oil
heat exchanger cools the oil for the backup generator and the IDG. The oil/oil
heat exchanger heats the backup generator oil with engine oil.
INTRODUCTION
GENERATOR & GENERAL
DRIVE DESCRIPTION
- INTRODUCTION 777 ALL
200ER 24-10 0701
0604 P-3
D3-02
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INTRODUCTION
GENERATOR & GENERAL
DRIVE DESCRIPTION
- INTRODUCTION 777 GE
200ER 24-10 0701
0604 F3-02
P-4
GENERATOR DRIVE - COMPONENT LOCATIONS - GEARBOX
General
【PW ENG】
There is an IDG and a backup generator on the main gearbox of each engine.
The backup generator attaches to the front of the gearbox at the 6:30 position.
The IDG attaches to the aft side of the gearbox at the 6:30 position.
【GE ENG】
These are the generator drive components that attach to the accessory
gearbox of each engine:
• IDG fuel/oil heat exchanger

• Backup generator
• IDG.
The IDG fuel/oil heat exchanger attaches to the front of the gearbox at the
4:30 position. The backup generator attaches to the front of the gearbox at
the 6:30 position. The IDG attaches to the aft side of the gearbox at the 6:30
position.
COMPONENT
GENERATOR LOCATION
DRIVE - GEARBOX
- COMPO LOC - G/B 777 ALL 24-10 0604
0701 D3-03
P-5
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COMPONENT
GENERATOR LOCATION
DRIVE - GEARBOX
- COMPO LOC - G/B 777 ALL 24-10 0701
0604 F3-03
P-6
GENERATOR DRIVE - COMPONENT LOCATIONS - ENGINE 【PW ENG-Post SB PW4G-112-24-5】
The backup generator air/oil heat exchanger attaches to the intermediate
General case at the 9:30 position. The backup generator oil temperature sensors are
in oil lines aft of the heat exchanger.
【PW ENG】
Each engine has these generator system components: The IDG air/oil heat exchanger valve attaches to the intermediate case at the
4:00 position. The IDG air/oil heat exchanger attaches to the aft side of the
! Backup generator air/oil heat exchanger IDG air/oil heat exchanger valve. The IDG oil in temperature sensor is on the
【PW ENG-Pre SB PW4G-112-24-5】 front part of the fuel/oil cooler. The IDG oil out temperature sensor is in an oil
! Backup generator air/oil heat exchanger valve line below and aft of the heat exchanger.
! Backup generator oil in and oil out temperature sensors
! IDG air/oil heat exchanger 【GE ENG】
! IDG air/oil heat exchanger valve The backup generator oil/oil heat exchanger attaches to the fan hub frame at
! IDG oil in and oil out temperature sensors. the 7:30 position. The backup generator oil out temperature sensor is in an oil
line to the right of the oil/oil heat exchanger in the fan hub frame area. It is just
【GE ENG】 in front of the BU generator (not shown). The oil in sensor is in an oil line
Each engine has these generator system components forward and below the air/oil heat exchanger. It is just above and behind the
left variable stator vane actuator (not shown).
! Backup generator oil/oil heat exchanger
! Backup generator oil in and oil out temperature sensors
The backup generator/IDG air/oil heat exchanger attaches to the high
! Backup generator/IDG air/oil heat exchanger
pressure compressor case at the 9:00 position. The IDG oil temperature
! IDG oil in and oil out temperature sensors.
sensors and the IDG oil check valve are aft of the IDG on the front face of the
heat shield.
Component Locations
【PW ENG】
【PW ENG-Pre SB PW4G-112-24-5】
The backup generator air/oil heat exchanger valve attaches to the
intermediate case at the 9:30 position. The backup generator air/oil heat
exchanger attaches to the aft side of the air/oil heat exchanger valve. The
backup generator oil temperature sensors are in oil lines aft of the heat
exchanger.
COMPONENT
GENERATOR LOCATION
DRIVE - COMPO- ENGINE
LOC - ENG 777 ALL 24-10 0604
0701 D3-04
P-7
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COMPONENT
GENERATOR LOCATION
DRIVE - ENGINE
- COMPO LOC - 777 ALL 24-10 0604 F3-04
0701 P-8
ENG
GENERATOR DRIVE - IDG - OIL SERVICING • Engine shutdown (blank for approximately 10 minutes)
• Initial GCU power-up (blank for approximately 10 minutes)
Oil Level Indication • Data is invalid due to a fault.
The signal from the remote oil level sensor causes the IDG oil level data to
show on the electrical maintenance page. The maintenance page shows the
oil level data as NORMAL or SERVICE.
The IDG sightglass shows the oil level. You must open the left thrust reverser
cowl to see the sightglass.
If the oil level is in the silver area of the sightglass, the IDG oil level is
satisfactory. The black zone at the bottom of the sightglass is the low oil zone.
The low oil zone is different for the left and right engine. You must add oil to
the IDG if the oil level is in the low oil zone.
Add Oil to the IDG

You can add oil to the IDG through the IDG pressure fill valve. It is above an
access door in the thrust reverser at the 6:00 position.
When you add oil, you must attach a drain hose to the IDG overflow drain
valve. Add oil until at least one quart (liter) of oil comes out of the drain valve
hose, then stop. When the flow out of the overflow hose is within limits,
disconnect the pressure fill hose and the drain valve hose.
The IDG oil level data on the electrical maintenance page and the sightglass
is not accurate until you wait a minimum of 5 minutes after engine shutdown.
When the IDG operates, the electrical maintenance page does not get new oil
level data. The oil level data shows as two dashes.
The oil level data is blank for any of these conditions: IDG - OIL SERVICING 777 ALL 24-10 0604 D3-10
P-9
0701
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IDG-OIL SERVICING 777 ALL 24-10 0701

0604 F3-10
P-10
CHAPTER
Equipment & Furnishing

CREW REST AREAS AND CREW ACCOMMODATIONS - DOOR 1 The OFCR is made up of several modules that are installed to form a unit.
OVERHEAD FLIGHT CREW REST - PHYSICAL DESCRIPTION Each module has a separate function and is installed independently from the
other modules. The OFCR has these modules:
Purpose
• Vestibule module
The overhead flight crew rest (OFCR) is an area for off-duty flight crew to • Seat module
sleep and relax during long flights. The OFCR is for use during cruise flight • Bunk module
only.
The vestibule provides access for the flight crew to the seat and bunk module,
Location to store galley carts and to store miscellaneous items.
The overhead flight crew rest is located above the main cabin stowage bins at The Seat module provides two seats for the flight crew. The emergency
door 1. A vestibule module provides access to the OFCR from the passenger escape hatch is located on the right side of the seat module floor. The
compartment. emergency escape hatch opens into the passenger cabin and provides an
alternate escape route from the OFCR.
General Description
The OFCR bunk module provides two berths for the flight crew to lay down
The OFCR contains seating and sleeping bunks for the flight crew. The
on.
OFCR has these systems and equipment (not shown):
• Lighting
• Cabin interphone
• Ventilation
• Temperature control
• Smoke detection
• Fire extinguishing
• Supplemental oxygen
• Emergency equipment
• Electronic Entertainment
CREW REST AREA DOOR 1 – PHYSICAL DESCRIPTION 777ER

200ER 25-29 0604
0701 D1-18
P-1
BUNK MODULE
DOOR 1 OFCR
SEE A
SEATING MODULE
VESTIBULE MODULE
DOOR 1 OFCR
CREW REST AREA DOOR 1 - PHYSICAL DESCRIPTION 200ER

777ER 25-29 0604 F1-18
0701 P-2
CREW REST AREAS AND CREW ACCOMMODATIONS - DOOR 3 Physical Description
OVERHEAD FLIGHT ATTENDANTS REST - PHYSICAL DESCRIPTION
The OFAR is entered through the vestibule module. The vestibule module
Purpose contains steps that lead up to the common area module. Seat track fittings
attach the vestibule to the airplane seat tracks. A tie rod and fitting provides
The Door 3 Overhead Flight Attendant Rest (OFAR) is an area for off-duty lateral support for the upper part of the vestibule. Electrical connections for
cabin crew to sleep and relax during long flights. The OFAR is for use during the vestibule module systems are located on the top forward area of the
cruise flight. vestibule module.
Location The OFAR common area module is installed above the vestibule module. The
common area module is mounted to a lattice system on both sides of the
The overhead flight attendants rest is located above the main cabin stowage
module. The common area module is used as a transition between the
bins at door 3 on 777-200 airplanes. An entrance enclosure (vestibule
vestibule module and the bunk modules. A temperature sensor is located in
module) gives access to the crew rest area from the passenger compartment.
the common area module
General Description
The OFAR bunk modules are installed forward and aft of the common area
module. The bunk module provides three sleeping berths for the cabin crew
The OFAR has these modules:
to sleep. Each bunk module is mounted to a lattice system on both sides of
• A vestibule module the module. Environmental control system ducts are connected at the forward
• A common area module end of the forward bunk module. An emergency egress hatch (not shown) is
• Multiple bunk modules located in the forward bunk module. The emergency egress hatch opens to
the passenger compartment above the cabin walkway.
The OFAR has these systems and equipment (not shown):
• Lighting
• Ventilation
• Smoke detection
• Emergency equipment. CREW REST AREA DOOR 3 – PHYSICAL DESCRIPTION 772ER
200ER 25-29 0604
0701 D1-19
P-3
DOOR 3 OFAR
SEE A
BUNK MODULE
COMMON AREA
MODULE
BUNK MODULE
VESTIBULE
MODULE
FWD
DOOR 3 OFAR
CREW REST AREA DOOR 3 - PHYSICAL DESCRIPTION 772ER

200ER 25-29 0604
070 F1-19
P-4
1
CREW REST AREAS AND CREW ACCOMMODATIONS - DOOR 5 The OFAR is made up of several modules that are installed to form a unit.
OVERHEAD FLIGHT ATTENDANTS REST - PHYSICAL DESCRIPTION Each module has a separate function and is installed independently from the
other modules. The OFAR has these modules:
Purpose
• Vestibule module
The overhead flight attendant rest (OFAR) is an area for off-duty flight • Common area module
attendants to sleep and rest. The OFAR is for use during cruise flight only. • 4 bunk modules
Location The door 5 overhead flight attendant rest (OFAR) includes four bunk modules.
A common area module or another bunk module provides access to the bunk
The OFAR is located above the passenger cabin stowage bins at door 5. A module. Each bunk module has two sleeping berths and an aisleway between
vestibule module provides access to the OFAR from the passenger them. The forward bunk module has all the system interfaces for the OFAR
compartment. installation.
General Description
The OFAR contains seating and sleeping bunks for the flight crew. The OFAR
has these systems and equipment (not shown):
• Lighting
• Ventilation
• Smoke detection
• Emergency equipment
• Stowage compartments
CREW REST AREA DOOR 5 – PHYSICAL DESCRIPTION 773ER 25-29 0604

0701 D1-20
P-5
DOOR 5 OFAR
SEE A
COMMON AREA MODULE
BUNK MODULES
FWD
VESTIBULE
BUNK MODULES MODULE
DOOR 5 OFAR
CREW REST AREA DOOR 5 - PHYSICAL DESCRIPTION 773ER 25-29 0701

0604 F1-20
P-6
CHAPTER
Fire Protection
COMPONENT LOCATIONS ENGINE FIRE DETECTORS
Flight Deck Component Locations Each detector has two elements attached to a support tube. The elements
connect to make loop 1 and loop 2.
The components in the flight deck that have an interface with the engine fire
The element is an inconel tube filled with a thermistor core material.
detection systems are:
Two electrical conductors go through the length of the core.
• Speakers
One conductor has a ground connection to the tube. The other conductor
• Fire/overheat test switch
connects to the engine fire detection card.
• Master warning/caution lights
• Fuel control switch fire warning lights
• Engine fire warning lights.
MEC Component Locations
These are the engine fire detection system components in the main
equipment center (MEC):
• Left engine fire detection card
• Right engine fire detection card.
Engine Component Locations
For PW Engine
These are the engine fire detection system components on the engines:
• Engine fire detector - upper
• Engine fire detector - lower
• Engine fire detector - lower forward.
For GE Engine
These are the engine fire detection system components on the engines:
• Engine fire detector - aft right
• Engine fire detector - aft left
• Engine fire detector - aft lower
• Engine fire detector - forward lower.
ENGINE FIRE DETECTION SYSTEM 777-ALL 26-11 0604
0701 D2-02
P-1
UPPER
ENGINE FIRE
DETECTOR
LOWER NO.10 SCREW TERMINAL

ENGINE
DETECTOR NO.8 SCREW TERMINAL
RETAINING NUT
ELEMENT - LOOP 1 END BRACKET
SUPPORT TUBE
AIRPLANE WIRING
LOWER FORWARD BUSHING
ENGINE DETECTOR ELEMENT - LOOP 2
ENGINE SECTION VIEW
(LOOKING FORWARD)
PW ENGINE
TO FIRE DETECTION CARD

LOOP 1
UPPER DETECTOR LOWER DETECTOR LOWER FWD DETECTOR LOOP 2
TYPICAL ENGINE FIRE DETECTOR
ENGINE FIRE
DETECTOR INCONEL THERMISTOR
ENGINE FIRE CORE
(AFT RIGHT) TUBE
DETECTOR ENGINE FIRE
(AFT LEFT) DETECTOR
(AFT RIGHT)
ELECTRICAL
CONDUCTORS
ELEMENT
ENGINE FIRE CROSS-SECTION
DETECTOR
(AFT LOWER)
ENGINE FIRE
DETECTOR ENGINE SECTION VIEW
(FWD LOWER) (LOOKING FORWARD)
GE ENGINE
ENGINE FIRE DETECTION SYSTEM 777-ALL 26-11 0604
0701 F2-02
P-2
FAN CASE OVERHEAT DETECTOR STRUT OVERHEAT DETECTORS
Physical Description Physical Description
The fan case overheat detector has two elements: loop 1 and loop 2, Each side of the airplane has a dual loop strut overheat detector circuit. Each
attached to a metal support. Bolts connect the elements to the airplane wiring. loop in the circuit has a set of elements that connect in series.
Each element has an outer conductor around an inner conductor. Each element has an outer conductor around an inner conductor.
The separator between these conductors is an electrical insulator at The separator between these conductors is an electrical insulator at
temperatures less than the overheat set point (255F, 124C). temperatures less than the overheat set point (310F, 154C).
When the temperature is more than the set point, the separator conducts When the temperature is more than the set point, the separator conducts
electricity. The electrical continuity between the inner and outer conductors electricity. The electrical continuity between the inner and outer conductors
gives an input to the DLODS control card. gives an input to the DLODS control card.
Location Location
-200/300 (For PW Engine) The strut overheat detectors are in two locations. One type is in the wing
The fan case overheat detector attaches to the left side of the fan case leading edge and another type is in the engine strut.
inboard of the electronic engine control. Access to the detector in the wing is through two panels on the bottom of the
fixed leading edge. The panels are immediately inboard of the strut.
-200ER/300ER (For GE Engine)
The fan case overheat detector attaches to the right side of the fan case -200/300 (For PW Engine)
above the electronic engine control. Access to the detector in the strut is through a panel in the right side of the
strut.
-200ER/300ER (For GE Engine)

Access to the detector in the strut is through the pressure relief door in the
right side of the strut.
DUCT LEAK AND OVHT DETECTION SYSTEM 777-ALL 26-18 0604

0701 D6-02
P-3
PW ENGINE LEFT SIDE
(WING INSTALLATION)
ELEMENT
ELECTRICAL
EEC LOOP 1 LOOP 2
CONNECTOR CIRCUIT
(4)
PW ENGINE FAN CASE
LOWER LEFT SIDE WING STRUT
(LOOKING FORWARD)
ELEMENT
OUTER STRUT OVHT DETECTOR
BONDING CONDUCTOR
JUMPER
INNER
STRUT
CONDUCTOR
SEPARATOR
FAN CASE OVERHEAT DETECTOR CROSS SECTION OF ELEMENT
PW ENGINE RIGHT SIDE

GE ENGINE RIGHT SIDE (STRUT INSTALLATION)
FRAME ELEMENTS
SUPPORT
ELEMENT(2)
FAN CASE
EEC FWD GE ENGINE RIGHT SIDE
DUCT LEAK AND OVHT DETECTION SYS 777-ALL 26-18 0604 P-4
0701 F6-02
OFCR SMOKE DETECTION SYSTEM OFCR Component Locations
General
These are the component areas in the OFCR:
The overhead flight crew rest area (OFCR) smoke detection system monitors • Stairway entrance
the OFCR for smoke and gives indications to the flight crew and cabin • Bunks and common area
attendants if there is smoke in the overhead flight crew rest area.
One smoke detector is installed above each of the two bunks, three are in the Stairway Entrance Component Location
common area/vestibule and one is in the closet area.
When the concentration of smoke at the sensor of a smoke detector gets to a These are the components of the OFCR in the stairway entrance:
preset threshold, the smoke detector provides a voltage output to the smoke • Attendant switch panel No. 1
detection panel, which alerts the flight crew or flight attendants to the source • Smoke light
of the smoke. • Stairwell smoke detector

• Closet area smoke detector
Indications
Bunks and Common Area Component Location
The OFCR smoke detection system gives these smoke indications to the
cabin attendants:
These are the components in the bunks and common area:
• The local and main cabin chimes sound repeatedly.
• Bunk 1 smoke detector (left side)
• The smoke light on the outside of the overhead flight crew rest flashes.
• Bunk 2 smoke detector (right side)
• If smoke is detected, a horn sounds on the smoke detector.
• Common smoke detectors (foward & aft side)
• Two additional horns sound at the same time; one in the common
area and one on the attendants switch panel 1 in the entrance area.
• A smoke light comes on for each smoke detector in alarm status.
• Additionally, a lighted switch flashes above the OFCR entrance and
alarm signals are sent to the Cabin Service System (CSS) and the
ELMS P210 panel.
• The ELMS provides AIMS an ARINC 629 signal to set the EICAS
Caution message “SMOKE UPR REST DR1” The CMS displays the
pop-up message “SMOKE DETECTED” location “DR1 UPR REST”.
ELMS will close the OFCR supply valve and open the OFCR exhaust
valve. ELMS shuts down power in the aft galley complex.
OFCR SMOKE DETECTION SYSTEM 777 ER

200ER 26-14 0604
0701 D7-02
P-5
-300 ER
-200 ER
CEILING
ALARM HORN
ENTRANCE ENCLOSURE ENTRANCE ENCLOSURE
ALARM
SEE A SEE A SELF TEST INDICATOR
SWITCH ALARM LIGHT(RED)
POWER
INTERRUPT
INDICATOR
SWITCH LIGHT(GREEN)
RIGHT COMMON
SMOKE DETECTORS
SMOKE DETECTOR (INSIDE CLOSET) SMOKE DETECTOR (EXAMPLE)
SEE D SEE D
LEFT COMMON D
SMOKE DETECTOR STAIRWELL
SMOKE
SMOKE SEE D DETECTOR
LIGHT
SEE D
18539-546
OVERHEAD BUNK 1 · NOT GUARDED
FLIGHT SMOKE · ALWAYS LIGHTED
CREW REST DETECTOR

AREA
SEE B SEE D
COMMON AREA
LIGHTS Horn
BUNK 2
SMOKE
ATTENDANT
SWITCH DETECTOR
PRESS
PANEL 1 SEE D OFF

TEST
TO
SEE C
AIRFLOW AIRFLOW BACKUP LIGHT
RESET INDICATION TEST
18539-547 18539-512 18539-543

· GUARDED · NOT GUARDED · GUARDED
· LIGHTED · NOT LIGHTED
STAIRWAY
STAIRWAY ENTRANCE
FWD ENTRANCE DOOR DOOR
FWD
ENTRANCE ENCLOSURE OVERHEAD FLIGHT CREW REST
ATTENDANT SWITCH PANEL 1
A B C
OFCR SMOKE DETECTION SYSTEM 777 ER

200ER 26-14 0604 P-6
0701 F7-02
OFAR SMOKE DETECTION SYSTEM • ELMS will close the OFAR supply valve and open the OFAR exhaust
valve ELMS shuts down power in the aft galley complex.
General
The overhead flight attendant rest area (OFAR) smoke detection system Component Location
monitors the OFAR for smoke and gives indications to the flight crew and
JAL 704-711
cabin attendants if there is smoke in the OFAR.
JAL 704-711 Stairway Entrance Component Location
For the door 3 OFAR, there are 9 smoke detectors. One detector is installed • Smoke Light
above each of the seven bunks and two are in the common area. • Attendant Switch Panel No. 1
JAL 731-73X
Bunks 1, 2 and 3 / 4, 5 and 6 Module Component Location
For the door 5 OFAR, there are 14 smoke detectors. One detector is installed
above each of the eight bunks, two are in the common area, and one is above
• Bunk 2 smoke detector (center)
each of the aisles of the four bunk modules.
Indications • Bunk 4 smoke detector (right side)
• Bunk 5 smoke detector (center)
The overhead flight attendant rest smoke detection system gives these
smoke indications to the cabin attendants:
• If smoke is sensed, a horn on the smoke detector comes on. Two more Common Area and Bunk 7 Module Component Location
horns, one in the OFAR and one on the Attendant Switch Panel No. 1, • Forward common smoke detector
also come on. • Center common smoke detector
• A smoke light comes on for each smoke detector that senses smoke. • Aft smoke common detector
• A light flashes above the OFAR entrance. • Attendant Switch Panel No. 2
• The system sends analog alarm signals to the Cabin Service System
(CSS) and the ELMS P210 panel.
JAL 704-711
• ELMS supplies AIMS an ARINC 629 signal to set the EICAS Caution
message “SMOKE REST UPR DR3”.
• The CMS shows SMOKE DETECTED at location DR 3 OFAR.
JAL 731-73X
• ELMS supplies AIMS an ARINC 629 signal to set the EICAS Caution
message “SMOKE REST UPR DR5”.
• The CMS shows SMOKE DETECTED at location DR 5 OFAR. OFAR SMOKE DETECTION SYSTEM 777 ER
200ER 26-14 0604
0701 D7-03
P-7
BUNK 1 (6) BUNK 2 (5) BUNK 3 (4) CENTER COMMON
SMOKE DETECTOR SMOKE DETECTOR SMOKE DETECTOR SMOKE FORWARD COMMON
DETECTOR SMOKE DETECTOR
SEE F SEE F SEE F AFT COMMON ATTENDANT
SMOKE DETECTOR SEE F SWITCH PANEL 2
SEE F AREA
SEE F SEE E COMMON AREA

Horn
LIGHTS
PRESS
TO
OFF
TEST
AIRFLOW AIRFLOW BACKUP LIGHT

RESET INDICATION TEST
FWD ATTENDANT SWITCH PANEL 1

FWD
BUNK 1, 2, AND 3 COMMON AREA MODULE AND BUNK 7 D
(BUNK 4, 5, 6 も同様)
C
B
AREA
SMOKE LIGHT
ATTENDANT
SWITCH PANEL 1
-200ER OFAR HORN
INTERRUPT
BUNK LIGHT
MASTER
COMMON
AREA LIGHTS
SEE D
ATTENDANT SWITCH PANEL 2

BUNK 1, 2, 3 E
SEE B
COMMON AREA MODULE

AND BUNK 7
ENTRANCE SEE C
ENCLOSURE
SEE A
BUNK 4, 5, 6
SEE B
SMOKE DETECTOR
FWD
F REF OFCR
OVERHEAD FLIGHT
STAIRWAY
ATTENDANT REST
ENTRANCE DOOR
ENTRANCE ENCLOSURE OFAR SMOKE DETECTION SYSTEM 772 ER

200ER 26-14 0604
0701 F7-03
P-8
A
Component Location
JAL 731-73X
Bunks 1 and 2 Module Component Location

• Aisle 1 smoke detector.



• AIsle 4 smoke detector (top of closet)
Common Area Module Component Location

• Forward common smoke detector
• Aft smoke common smoke detector
• Attendant Switch Panel No. 2
OFAR SMOKE DETECTION SYSTEM 777 ER

300ER 26-14 0604
0701 D7-04
P-9
BUNK 6 AISLE 4
BUNK 5 AISLE 3
COMMON AREA (BUNK 2 OR 4) BUNK 7 SMOKE DETECTOR
(BUNK 1 OR 3) (AISLE 1 OR 2)
MODULE SMOKE DETECTOR SMOKE DETECTOR BUNK 8
SMOKE DETECTOR SMOKE DETECTOR
SMOKE DETECTOR
SEE B C
BUNK
MODULE 1
BUNK SEE D
MODULE 4
SEE E ENTRANCE
ENCLOSURE
SEE A
BUNK MODULE 2
BUNK MODULE 3 SEE D
FWD FWD
SEE D
BUNK MODULE 3
(BUNK MODULES 1 AND 2 ARE EQUIVALENT) BUNK MODULE 4
D E
ATTENDANT
-300ER OFAR COMMON 1
SMOKE DETECTOR
SWITCH
PANEL 2
OVERHEAD FLIGHT
ATTENDANT ATTENDANT REST
SWITCH PANEL 1
SMOKE LIGHT COMMON 2
SMOKE DETECTOR
COMMON AREA MODULE COMMON AREA MODULE

STAIRWAY
ENTRANCE DOOR FWD (VIEW IN THE AFT DIRECTION) (VIEW IN THE FORWARD DIRECTION)
B C
ENTRANCE ENCLOSURE
A
OFAR SMOKE DETECTION SYSTEM 773 ER
300ER 26-14 0604
0701 F7-04
P-10
CHAPTER
Ice & Rain Protection

COMPONENT –200ER ( GE90-94B ENGINE )
EAI Valve
The EAI valve is on the left side of the engine core at the 11:00 position.
The valve is in the EAI duct aft of the fan hub.
EAI Valve Controller
The controller is on the left side of the fan hub at the 11:00 position.
The controller is inside the fan hub above the engine core.
The EAI valve controller does not have heater.
EAI Presser Sensor
The sensors are on the left side of the fan hub at the 11:00 position.
The sensors attach to the same mount plate as the EAI valve controller.
EAI Duct
The not insulated EAI duct is on the left sides of the engine core forward of
the EAI valve. The insulated EAI duct is in the EAI duct fairing and on the left
side of the fan case.
Controller Air Cooler
There are two controller air coolers (CAC) on each engine.

There is one for the engine air supply part of the pneumatic system (not
shown) and there is one for the engine anti-ice system.
The engine anti-ice system controller air cooler is on the left side of the
engine core at the 11:00 position. The cooler is below and forward of the
engine anti-ice valve.
This CAC decreases the temperature of the engine bleed air (HP7) that goes
to EAI valve controllers.
ENGINE ANTI-ICE - 94B COMPONENT 200ER 30-21 0612 P-1
Japan Airlines 777-200ER Difference Traning Manual
EAI PRESSURE
SENSOR NO.2 EAI DUCT EAI DUCT
PRESS LINE
EAI DUCT
PRESSURE LINE
EAI VALVE
CONTROLLER FAN CONTROL PRESSURE
HUB
LINE CONNECTOR
FWD FWD
EAI PRESSURE
ELECTRICAL HPC 7 BLEED
SENSOR NO.1 LOCKING CRANK
CONNECTOR AIR PORT
(UNLOCKED POSITION) LOCKING SCREW
FWD
EAI PRESSURE SENSORS AND (STOWED POSITION)
EAI VALVE CONTROLLER ENGINE CORE TOP

EAI VALVE
(ROTATED, BOTTOM SIDE VIEW)
GE90-94B ENGINE
TO COWL L/E EAI VALVE
CONTROLLER EAI VALVE
INSULATED EAI DUCT
FAN AIR INLET COVER PLATE

CONNECTOR
TO EAI VALVE
CONTROLLER
EAI DUCT
FAIRING
FAN CASE HPC 7 BLEED
AIR PORT
NOT INSULATED FWD

EAI DUCT HIGH PRESS HIGH PRESSURE
EAI VALVE INLET LINE INLET LINE
(HPC 7)
ENGINE - TOP/LEFT SIDE ENGINE CORE TOP
CONTROLLER AIR COOLER
FWD
ENGINE ANTI-ICE - 94B COMPONENT 200ER 30-21 0612 P-2

CHAPTER
Pneumatic
ENGINE AIR SUPPLY SYSTEM - ENGINE LEFT SIDE COMPONENT Training Information Point
LOCATIONS
Open the left fan cowl and thrust reverser to get access to the engine air
General supply components.
JAL 701-711
These are the engine left side components of the engine air supply system:
• Fan air supply duct

• Fan air modulating valve (FAMV)
• Fan air transition duct
• Pressure regulating and shutoff valve (PRSOV)
• Precooler
• Pressure regulating and shutoff valve controller (PRSOVC).
JAL 731-734
These are the engine left side components of the engine air supply system:
• Controller air cooler

• Fan air supply duct
• Fan air modulating valve (FAMV)
• Fan air transition duct
• High pressure fan air controller (HPFAC)
• Intermediate pressure sensor

• Pressure regulating and shutoff valve (PRSOV)
• Precooler
• Pressure regulating and shutoff valve controller (PRSOVC).
PNEU SYS ENG COMP LOC – ENG LH 772-ER

777ER 36-11 0611
0612 P1
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777ER 36-11 0611
0612 P2
ENGINE AIR SUPPLY SYSTEM - ENGINE RIGHT SIDE COMPONENT

LOCATIONS
General
JAL 701-711
These are the engine right side components for the engine air supply system:
• Duct vent valve (DVV)

• HP/IP manifold
• High pressure fan air controller (HPFAC)
• Controller air cooler (CAC)
• Intermediate pressure check valve (IPCV)
• Intermediate pressure (IP) duct
• High pressure shutoff valve (HPSOV)
• High pressure (HP) duct (2).
JAL 731-734
These are the engine right side components for the engine air supply system:
• Duct vent valve (DVV)

• HP/IP manifold
• Intermediate pressure check valve (IPCV)
• Intermediate pressure (IP) duct
• High pressure shutoff valve (HPSOV)
• High pressure (HP) duct (2).
Open the right fan cowl and thrust reverser to get access to the engine air
supply components.
PNEU SYS ENG COMP LOC – ENG RH 772-ER

777ER 36-11 0612
0611 P3
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ENG AIR SUPPLY COMPO - ENG RIGHT 772 - ER

777ER 36-11 0611
0612 P4
ENGINE AIR SUPPLY SYSTEM - PRESSURE REGULATING AND The mounting bolt hole pattern on the PRSOVC helps you install it correctly.
SHUTOFF VALVE CONTROLLER The two pneumatic line connectors are of different sizes. This also helps you
install the PRSOVC correctly.
Purpose The filter is line replaceable.
The pressure regulating and shutoff valve controller (PRSOVC) supplies

control pressure to the PRSOV.
Location
JAL 701-711, 731-734
The PRSOVC is on the left side of the engine fan case at the 7:00 position.
The PRSOVC is an electropneumatic controller. The PRSOVC has these

parts:
• Two reference pressure regulators

• Torque motor
• Electrical connector
• Two pneumatic line connectors
• Filter (internal)
• Heater.
The reference pressure regulators set control pressure to a fixed value. The
regulators are in series with each other. The torque motor adjusts the control
pressure to values less than the reference pressure regulators. The torque
motor always lets control pressure go to the PRSOV if it has no electrical
power (fail safe on).The heater prevents the controller from freezing.
Training Information Point ENG AIR SUPPLY COMPO LOC - PRSOVC 777ER
777ALL 0612
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777ER 36-11 0611
0612 P6
ENGINE AIR SUPPLY SYSTEM - HIGH PRESSURE AND FAN AIR

CONTROLLER
Purpose
The high pressure and fan air controller (HPFAC) regulates the control
pressure that goes to the FAMV actuator and the HPSOV actuator.
The HPFAC is an electropneumatic controller. The controller has these

parts:
• Two electrical connectors (FAMV and HPSOV)

• Two control pressure line connectors (FAMV and HPSOV)
• One supply pressure line connector and filter
• Two torque motors (TM) (FAMV & HPSOV)
Location
JAL 701-711
The HPFAC is inside the fan hub frame area of the engine at the 1:00
position.
JAL 731-734
The HPFAC is outside the fan hub frame area of the engine at the 9:00
position.
ENG AIR SUPPLY COMPO LOC - HPFAC 777ER

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777ER 36-11 0601
0612 P8
ENGINE AIR SUPPLY SYSTEM - CONTROLLER AIR COOLER
Purpose
JAL 701-711, 731-734
There are two controller air coolers (CAC) on each engine. There is one for
the engine air supply part of the pneumatic system and there is one for the
engine anti-ice system (not shown).
CAC The engine air supply controller air cooler decreases the temperature of
the engine bleed air (HP10) that goes to these controllers:
• Pressure regulating and shutoff valve controller (PRSOVC)

• High pressure and fan air controller (HPFAC).
The controller air cooler is an air-to-air heat exchanger. It has three pneumatic
line connectors, two high pressure and one low pressure (fan air).
The controller air cooler is an air-to-air heat exchanger. It has three
pneumatic line connectors, two high pressure and one low pressure (fan air).
Location
JAL 701-711
The controller air cooler is on the right side of the engine core at the 2:30
position. The cooler is under the actuator of the HPSOV.
JAL 731-734
The controller air cooler is on the left side of the engine core at the 11:00
position. The cooler is under the system disconnect panel.
ENG AIR SUPPLY COMPONENT LOC - CAC 777ER

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INDICATING SYSTEM - ENGINE COMPONENT LOCATIONS
Intermediate Pressure Sensor
Effect: JAL 701-711
on each engine fan hub at the 12:45 position.

You open the right fan cowl and thrust reverser of each engine to get access
to the IP sensor.
Effect: JAL 731-734
on each engine fan hub at the6:45 position.

The manifold dual temperature sensor is in the distribution duct downstream
of the precooler that is in the engine strut.
You open the left fan cowl of each engine to get access to the IP sensor
IND COMP LOCATION – IP SNSR 777ER

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777ER 36-20 0611
0612 P 12
CHAPTER
Power Plant
ENGINE COWLING - INTRODUCTION Inlet Cowl
General The inlet cowl supplies a smooth airflow into the engine. The inlet cowl
weighs approximately 690 lb (315 kg).
The cowl contains and protects the engine components. The cowl also
controls the airflow through and around the engine. Some of the engine cowl Fan Cowl
opens for maintenance access.
The fan cowl is aft of the inlet cowl. The fan cowl attaches to the fan cowl
The engine cowl has four parts: support beam on the engine. The fan cowls open for maintenance. Each fan
cowl panel weighs approximately 310 lb (140 kg).
• Inlet cowl
• Fan cowl Thrust Reverser
• Thrust reverser
• Turbine exhaust system. The thrust reverser is aft of the fan cowl. The thrust reverser attaches to the
strut and opens for maintenance. Each thrust reverser half weighs
approximately 1760 lb (800 kg).
ENGINE COWLING - GENERAL DESCRIPTION Turbine Exhaust
General The turbine exhaust system is aft of the thrust reverser. The system has three
parts:
The engine cowling is a cover that contains and gives protection to the engine
components. The cowling also controls the airflow through and around the • Primary nozzle
engine. Some parts of the engine cowling open for maintenance access. • Forward centerbody
• Aft centerbody.
The engine cowling has four parts:
The primary nozzle weighs approximately 70 lb (30 kg). The forward and aft
• Inlet cowl centerbodies weigh approximately 80 lb (35 kg) together.
• Fan cowl
• Thrust reverser
• Turbine exhaust.
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Actuation and Control Switches

PDOS - COMPONENT LOCATIONS
The fan cowl actuation and control switches are on the inlet cowl at the 4:00
General and 8:00 positions.
The PDOS has these components: The T/R actuation and control switches are on the aft bulkhead of the inlet
cowl near the fan cowl switches.
• Pump/power pack
• Cowl opening actuators
• Hydraulic cowl opening flex hoses
• Actuation and control switches.
Pump/Power Pack
Each engine has one pump/power pack. The pump/power pack is under
forward fairing 1.
Fan Cowl Opening Actuators

PDOS - ACTUATION AND CONTROL SWITCHES
The fan cowl opening actuators are under the fan cowls. The top of each
actuator attaches to an actuator bracket on the fan cowl. The bottom of each Actuation And Control Switches
actuator attaches to the engine fan case.
The actuation and control switches are on each side of the inlet cowl. Each
The thrust reverser (T/R) cowl opening actuators are under the T/Rs. The top actuation and control switch has an UP button and a DOWN button. The
of each actuator attaches to the engine strut. The bottom of each the actuator buttons are momentary-action type.
attaches to the inner wall of the T/R.
Hydraulic Cowl Opening Flex Hoses
The hydraulic cowl opening flex hoses permit the necessary movement of the
PDOS hydraulic supply lines. The fan cowl flex hoses connect the PDOS
hydraulic tubes on the fan case to the actuators and to the strut. The T/R flex
hoses connect the PDOS hydraulic tubes in the strut to the actuators. PDOS - COMPONENT LOCATIONS 200ER 71-12 0612 P-3
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CHAPTER
Engine
ENGINE - INTRODUCTION Type certificate is issued by the applicable regulatory agency. The certificate
shows that the agency approves the engine as airworthy.
General
The production certificate number is issued by the applicable regulatory
This chapter gives general information about the modules and internal agency. The space shows the current Production Certificate number, PC -
components of the GE90-94B engine. 108.
The bypass ratio is a ratio of the mass of air going through the fan duct to the The CONFIG field shows engine rating and configuration information. TO
mass of air going through the engine core. THRUST is the takeoff thrust (in pounds) at the specified rating. The T0 thrust
is the approved maximum thrust level at which the engine can operate. The
The engine weight includes the engine build up (EBU) equipment that Boeing TO thrust on the data plate is different than the TO thrust that Boeing uses,
installs. The engine driven hydraulic pump (EDP), the integrated drive called Boeing equivalent thrust (BET). The thrust on the data plate is
generator (IDG), and the inlet cowl are examples of EBU equipment. measured on a test stand and is equivalent to the static thrust at sea level.
Boeing equivalent thrust (BET) is a calculated number. It is equivalent to the
Data Plate
thrust at 165 knots at sea level. BET is defined so that engines with the same
BET will have approximately the same TO performance at sea level.
The engine data plate is on the aft face of the fan hub frame at the 9:00
position. It is below the configuration box. The data plate shows this
MAX CONT is the maximum continuous thrust (in pounds) at specified rating.
information about the engine.
Maximum continuous thrust is measured on a test stand. It is the approved
maximum thrust level at which the engine can operate with no time limit.
• Type certificate number
• Model number
The SERV BUL field shows the service bulletin number that goes with a
• Serial number
change in the engine configuration. You install different EEC rating and
• Engine configuration
configuration plugs to change the engine configuration.
• Take off (TO) thrust
The emissions field shows that the engine complies with emissions
• Maximum continuous thrust
standards.
• Service bulletin number that sets engine configuration
• Date of manufacture
• Emissions compliance
• Manufacturing location.
ENGINE - INTRODUCTION 200ER 72-00 0612 P-1

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ENGINE - INTRODUCTION 200ER 72-00 0612 P-2

ENGINE - GENERAL DESCRIPTION - 1 The HP rotor system is an ten-stage high pressure compressor (HPC)
connected to a two-stage high pressure turbine (HPT). A coupling connects
General the HPT drive shaft to the HPC.
The GE90 is a high-bypass, two shaft, turbofan engine. It has a low pressure The HPC has variable stator vanes in the first four stages.
(LP) rotor system (N1) and a high pressure (HP) rotor system (N2).
The engine has station numbers to identify locations along its axis.
Airflow
The engine has primary (core) airflow and secondary (bypass) airflow. The
bypass ratio of this engine is 8.4:1. This means that 8.4 times more
secondary air goes through the engine than primary air.
The primary airflow goes through the compressors, combustion section, and
turbines. The combustion section also gets fuel from the fuel nozzles. This
mixture of air and fuel burns to make high pressure exhaust gas. The exhaust
gas goes out of the combustion section to turn the turbines. The exhaust gas
from the primary airflow makes approximately 20 percent of the forward
thrust.
The secondary airflow goes around (bypasses) the core of the engine. The
secondary airflow makes approximately 80 percent of the forward thrust. The
thrust reverser system also uses secondary airflow for reverse thrust.
Low Pressure Rotor System (N1)
The LP rotor system includes the fan and a three-stage low pressure
compressor (LPC) connected to a six-stage low pressure turbine (LPT). A
coupling connects the LPT drive shaft to the LPC.
ENGINE - GENERAL DESCRIPTION 200ER 72-00 0612 P-3

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ENGINE - GENERAL DESCRIPTION - 2 Accessory Drives
Main Engine Bearings There are three gearboxes on the engine:
Six main engine bearings hold the N1 shaft and the N2 shaft. Numbers • Inlet gearbox
identify the engine bearings. The main engine bearings are in three dry-sump • Transfer gearbox
cavities. The letters A, B, and C identify the sumps. The lube and scavenge • Accessory gearbox.
pump supplies lubricating oil to the bearings and draws oil out of the bearing
sumps. The inlet and transfer gearboxes transfer energy from the N2 shaft to the
accessory gearbox. The accessory gearbox holds and turns the engine
The number 1 and number 2 bearings hold the front of the N1 shaft. The accessories.
number 1 bearing is a ball bearing. It is the thrust bearing for the N1 shaft.
The number 2 bearing is a roller bearing and holds only radial loads. The N2 shaft turns the radial drive shaft through the inlet gearbox. The radial
drive shaft turns the horizontal drive shaft through the transfer gearbox. The
There are two number 3 bearings. One is a ball bearing and one is a roller horizontal drive shaft turns the accessory gearbox.
bearing. The two of them hold the front of the N2 shaft. The ball bearing is the
thrust bearing for N2 shaft. The roller bearing holds only radial loads.
The number 1, 2, and 3 bearings are in the A sump.
The number 4 roller bearing holds the rear of the N2 shaft. The number 4
roller bearing is in the B sump.
The number 5 roller bearing holds the rear of the N1 shaft. The number 5
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ENGINE - BORESCOPE ACCESS PORTS

When you do a borescope inspection, use a 30 inch probe for the HPC inlet
General guide vanes (IGVs) borescope port. Use a 20 inch probe for all other
borescope ports.
There are 19 borescope ports on the GE90 engine. There are 17 ports on the
left side of the engine. Two borescope ports are on the right side of the
combustion chamber.
You use the borescope cranking pad to turn the horizontal drive shaft when
you make borescope inspections.
Borescope Access Port Identification
These are the borescope access ports on the engine:
• Booster acoustical panel - LPC stage 3 (no plug)

• Fan hub frame - IGV
• Forward HPC case - HPC stages 1-4
• Aft HPC case - HPC stages 5-8
• Combustion chamber - 2 ports on the left side and 2 on the right side
(not shown)
• HPT case - HPT stages 1 and 2
• LPT case - LPT stages 2, 4and 6.
The GE90 borescope plugs are self-locking and do not use seals. You
remove the plugs with a standard 3/8 inch square drive.
The aft HPC has an inner and outer case which cover the five aft stages of the
HPC. For this reason, the borescope plugs in the HPC ports at stator stages 5,
6 and 8 have double plugs which seal in the inner case and the outer case.
You remove and install each double plug as a single assembly. BORESCOPE ACCESS PORT 200ER 72-00 0612 P-7
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CHAPTER
Engine Fuel & Control

ENGINE FUEL CONTROL - EEC - INTRODUCTION SPA and SPB connections are spare pneumatic connections.
General Training Information Point
The EEC is a computer that controls the operation of the engine. It attaches to The EEC mount (not shown) has hooks that permit you to hang the EEC on
the upper-right fan case with shock mounts. It is cooled by convection. the engine. The hooks support the weight of the EEC while you install the
mount bolts.
Electrical Connections
The EEC has fifteen electrical connections labeled J1-J15. J1-J4 connect the
EEC to airplane systems. J5-14 are engine inputs to the EEC. The odd
numbered connections go to channel A. The even numbered connections go
to channel B. Each channel A connection has a colored outline around its
base. Each channel B connection has a colored outline with a white stripe
around it.
J15 is the engine rating plug connection. The engine rating plug selects the
software in the EEC that corresponds to the thrust rating of the engine. The
plug attaches to the engine fan case with a lanyard. When you remove the
EEC, the plug stays with the engine fan case.
Pneumatic Connections
There are eight pneumatic connections on the bottom of the EEC.

Transducers inside the EEC change the pneumatic signals to electrical
signals. These are the pneumatic connections:
• PS3 (combustion inlet static pressure)

• P3B (HP bleed duct pressure)
• P25 (LPC exit pressure)
• P49 (LPT inlet pressure)
• PS13 (fan exit static pressure)
• P0 (ambient pressure). EEC 200ER 73-21 0612 P-1
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CHAPTER
Engine Air
ENGINE AIR - GENERAL DESCRIPTION The high pressure turbine (HPT) active clearance control (ACC) valve permits
fan air blow on the HPT case. The EEC controls a torque motor in the HMU to
General operate the HPT ACC valve. The torque motor sends servo fuel pressure to
the valve actuator.
The engine air system has two subsystems:
Compressor Control System
• Engine air cooling
• Engine compressor control. The compressor control system matches low pressure compressor (LPC) and
high pressure compressor (HPC) airflows for all power conditions. This helps
The electronic engine control (EEC) controls the engine air system to prevent an engine stall.
components. The engine air system component positions and faults show on These are the compressor control subsystems:
the primary display system (PDS).
• Variable bypass valve (VBV) system
Engine Air Cooling • Variable stator vane (VSV) system.
These are the engine air cooling subsystems: The VBV system sends air from the LPC exit into the fan stream. This
decreases the amount of air going into the HPC. The EEC controls a torque
• Engine accessory cooling
motor in the HMU to operate the VBVs. The torque motor sends servo fuel
• Turbine cooling system.
pressure to two VBV actuators. The actuators move 10 bypass valves
Engine accessory cooling uses fan or LPC air to keep core components cool.
The VSV system moves HPC stator vanes to control HPC airflow. The EEC
The EEC controls the core compartment cooling (CCC) valve. Seventh stage
controls a torque motor in the HMU to operate the VSVs. The torque motor
servo air operates the CCC valve.
sends servo fuel pressure to two VSV actuators. The VSV actuators operate
the HPC inlet guide vanes (IGV) and the stage 1 through 4 stator vanes.
The turbine cooling system uses fan air to cool the turbine cases. This makes
the turbine case smaller and decreases the clearance between the turbine
The start/transient bleed (STB) system sends 7th stage HPC air to the fan
blade tips and the turbine case. The smaller clearance increases engine
stream. The STB valve only operates during engine starts to unload the HPC.
efficiency.
The EEC controls a torque motor in the HMU to operate the STB valve. The
torque motor sends servo fuel pressure to the STB actuator.
The low pressure turbine active clearance control (ACC) valve permits fan air
blow on the LPT case. The EEC controls the LPT ACC valve. Seventh stage
servo air operates the valve.
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ENGINE AIR - VSV SYSTEM - GENERAL DESCRIPTION
General
The VSV system moves the HPC inlet guide vanes (IGV) and the 1st through
4th stage stator vanes. The system operates automatically at all power
settings to control airflow through the HPC. The VSVs move from full closed
at idle to full open at takeoff.
There are two VSV actuators. One actuator is on the left side of the engine
and one actuator is on the right side.
You find VSV system faults on the MAT.
VSV Control
The EEC controls a torque motor in the HMU to operate the VSVs. The EEC
uses N2 and T25 to control the torque motor. The torque motor sends fuel
pressure to the VSV actuators to turn the torsion bars. The torsion bars move
unison rings on the HPC. The unison rings connect to the stator vanes. When
the unison rings move, the stator vane angles change.
Position Feedback
An LVDT in each actuator sends a position signal to the EEC. The left
actuator LVDT sends a signal to EEC channel A. The right actuator LVDT
sends a signal to EEC channel B. You can see VSV position on the EPCS
maintenance page (not shown). The VSV position shows in percent open.
VSV SYSTEM 200ER 75-31 0612 P-3

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CHAPTER
Engine Indication
ENGINE INDICATING - EGT - GENERAL DESCRIPTION The EGT start limit shows when the fuel control switch is in CUTOFF and
during engine start. It goes out of view after engine starter cutout.
General
If EGT goes above the amber band the display color changes to amber. If
The EGT indicating system measures the temperature at the LPT inlet EGT goes above the redline or the start limit the display color changes to red.
(engine station 49). The system uses thermocouples and a pyrometer to When the EGT goes back to a value below the limit, the display color changes
measure EGT. The thermocouples measure EGT during engine start and at to the normal color. The box around the readout, however, stays red until you
idle. The pyrometer measures EGT at higher engine speeds. push the CANCEL/RECALL switch on the DSP.
T49 Probes
You can see the value of the temperature limits on the propulsion data limits
maintenance page 1, shown later in this chapter.
Two T49 thermocouples measure core airflow temperature. They send
analog EGT signals to the EEC. The EEC sends digital signals to the AIMS
for display and monitoring functions.
Pyrometer
The pyrometer uses an infrared sensor to measure the blade heat energy of
the LPT first stage blades. The infrared signal goes through a fiber optic cable
to an electronics module. The module sends an electrical EGT signal to the
EEC. The EEC sends EGT signals to the AIMS for display and monitoring
functions.
Indications
The EGT indication on the EICAS display shows these temperature limits and
readouts:
• Actual EGT
• Redline
• Amber band
• Start limit.
EGT - GENERAL 200ER 77-21 0612 P-1
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ENGINE INDICATING - EGT - T49 PROBE
Purpose
The T49 probes make analog electrical signals in proportion to EGT. The
signals go to the EEC for engine control and indicating.
Location
There are two T49 sensors on the turbine center frame of each engine. The
upper T49 sensor is at the 3:30 position. The lower T49 sensor is at the 5:30
position.
Each T49 sensor has a connector end with three terminal connections, and a
sensing probe. The sensing probe is in the turbine gas stream. The sensing
probe has two alumel-chromel thermocouple junctions. One junction is set
further into the gas stream.
The chromel wires connect to the side terminal connections. The alumel wires
from each thermocouple both connect to the top terminal connection. The
terminal connections have different size studs with captive nuts.
EGT - T49 PROBE 200ER 77-21 0612 P-3

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ENGINE INDICATING - EGT - PYROMETER Functional Description
Purpose The pyrometer sensor is a lens that gets infrared light from the LPT first stage
blades. The infrared light goes through the fiber optic cable to the electronics
The pyrometer measures the blade heat energy of the LPT first stage blades. module. The electronics module turns the infrared light into electrical signals
for the EEC.
Location
The pyrometer is made of three parts. The parts stay together as a unit.
These are the pyrometer parts:
• Sensor
• Fiber optic cable
• Electronics module.
The sensor is at the 3:00 position. It installs into an adapter on the turbine
center frame. The fiber optic cable goes forward from the sensor to the
electronics module. The electronics module is at the 4:00 position near the
HPC 4th stage. You get access to the pyrometer with the right T/R open.
The pyrometer adapter has two air connectors. One connector is for a cooling
air tube from a variable bypass valve duct. This tube supplies fan or LPC
cooling air to the sensor and fiber optic cable. The tube divides and also
supplies cooling air to the electronics module.
The other connector is for an air tube from the T3 sensor. It supplies air to
clean the sensor. The air comes from the exit of the HPC. It flows through the
adapter, over the sensor, and into the turbine exhaust stream. This keeps
exhaust contamination away from the sensor.
EGT - PYROMETER 200ER 77-21 0612 P-5

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ENGINE INDICATING - EGT - FUNCTIONAL DESCRIPTION
General
The EEC uses thermocouples and a pyrometer to measure EGT. The EEC
sends the EGT to the AIMS to show on the primary display system.
Thermocouples
Each T49 probe has two thermocouples. The lower T49 probe sends its
signals to channel A of the EEC. The upper T49 probe (not shown) sends its
signals to channel B.
Pyrometer
The pyrometer receives infrared light from the LPT first stage blades. It
changes the infrared light into two independent EGT electrical signals. The
signals go to each channel of the EEC.
EEC
The EEC uses the T49 probes to measure EGT during engine starts and
while the engine is at idle. This is because the pyrometer is accurate only
when the EGT is above approximately 610 C. The EGT does not get above
610 C until the engine is operating above idle. When the engine speed
increases and the EGT is greater than 610 C, the EEC uses the pyrometer to
measure EGT.
The EEC sends a digital EGT signal to the AIMS on the systems ARINC 629
buses.
EGT - FUNCTIONAL 200ER 77-21 0612 P-7

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CHAPTER
Engine Oil
OIL - DISTRIBUTION - GENERAL DESCRIPTION scavenge oil pump. The scavenge pump elements remove oil and
contaminants from the bearing compartments and gearboxes. The scavenge
Distribution oil returns to the engine oil tank.
The engine oil distribution subsystem has these parts: The scavenge oil enters the oil tank through the debris monitoring system
(DMS). The DMS has an air/oil separator, sensor, and conditioner. The EEC
• Pressure
uses DMS inputs to monitor the ferrous particles in the scavenge oil.
• Scavenge
• Breather. Breather
Pressure The DMS air/oil separator removes air from the scavenge oil. This air
pressurizes the oil tank and then goes overboard through the center vent tube
Oil flows from the engine oil tank through the anti-leak valve to the lube and
extension in the turbine exhaust plug.
scavenge pump. The lube pump elements pressurize the oil for output. The
lube pump does not control the oil output pressure. When the engine speed
changes, the oil pressure changes.
The pressurized oil flows through the oil filter element. The oil filter differential
pressure sensor and the EEC monitor the condition of the filter element.
The oil flows through the main fuel/oil heat exchanger. The heat exchanger
gives the heat of the engine oil to the fuel. The fuel/oil heat exchanger is the
primary source of engine oil cooling. The oil/oil heat exchanger gives more
engine oil cooling. The oil then flows to the engine bearings and gears. See
the generator drive section for more information
Downstream of the main fuel/oil heat exchanger, some pressurized oil returns
to the lube pump boost element. The engine uses this boost oil at the
bearings to decrease engine vibration.
Scavenge
OIL - DISTRIBUTION - GENERAL DESCRIPTION 200ER 79-20 0612 P-1

The scavenge oil flows through scavenge oil inlet screens in the lube and
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OIL-DISTRIBUTION-GENERAL DESCRIPTION 200ER 79-20 0612 P-2

OIL - DISTRIBUTION - COMPONENT LOCATIONS
Left Side
These are the engine oil distribution components on the left side of the
engine:
• DMS air/oil separator

• DMS conditioner
• DMS sensor.
Right Side
These are the engine oil distribution components on the right side of the
engine:
• Main fuel/oil heat exchanger

• Lube and scavenge pump
• Scavenge oil inlet screens
• Oil filter element
• Anti-leak valve.
COMPONENT LOCATIONS 200ER 79-20 0612 P-3

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OIL - DISTRIBUTION - LUBE AND SCAVENGE PUMP • Boost-in

• Boost-out
Purpose • Scavenge-in (5)
• Scavenge-out.
The lube and scavenge pump does these functions:
These LRUs attach to the lube and scavenge pump:
• Pressurizes the oil for distribution to the engine bearings and gearboxes
• Pressurizes and controls the boost oil for engine bearing damping. • Oil filter element (not shown)
• Collects the scavenge oil from the engine bearing sumps and • Oil filter differential pressure sensor
gearboxes and sends it to the engine oil tank. • Anti-leak valve
• Scavenge oil inlet screen (5).
Location
Functional Description
The pump is on the forward right side of the accessory gearbox (AGB) at the
5:00 position. Two lube pump elements pressurize the oil for lubrication. One boost pump
element pressurizes boost oil for engine bearing damping. Seven scavenge
A V-band clamp (not shown) attaches the lube and scavenge pump to the pump elements collect scavenge oil from five engine locations.
AGB. The pump locating pin (not shown) and the AGB locating pin slot aligns
the pump to the AGB. The filter housing contains the oil filter element.
Physical Description The lube and scavenge pump has internal valves that do these functions:
The lube and scavenge pump uses one casting that has these items: • Prevent accumulated oil in the low point of the engine when the engine
is shutdown
• Positive displacement gerotor-type pump elements
• Let oil flow around a blocked filter
• Filter housing
• Stop oil flow downstream of the lube pump elements when you remove
• Internal valves
the oil filter element.
• Scavenge oil inlet screen housings.
• Control the boost oil pressure for bearing damping.
These oil tubes attach to the lube and scavenge pump:

The scavenge oil inlet screen housings contain the screens that collect
scavenge oil contamination.
• Supply-in
• Supply-out LUBE AND SCAVENGE PUMP 200ER 79-20 0612 P-5
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LUB AND SCAVENGE PUMP 200ER 79-20 0612 P-6

OIL - DISTRIBUTION - OIL FILTER ELEMENT Functional Description
Purpose If the oil filter element becomes blocked, an internal bypass valve opens and
lets the oil go around the filter element.
The oil filter element cleans the engine oil.
When you remove the oil filter element, an internal shutoff valve (not shown)
Location closes. This prevents the loss of oil.
The oil filter element is in the filter housing. The filter housing is part of the
See the oil filter differential pressure sensor section for more information.
lube and scavenge pump.
There is a shutoff valve and bypass valve in the filter housing.
The locating pin aligns the filter element with a hole inside the filter bowl. It
Physical Description does not let the filter element turn when you remove and install the drain plug.
The oil filter element is a disposable element. One end of the filter element
NOTE:
has a mechanical interface that opens the shutoff valve when the element is
Make sure the locating pin on the filter element is in the hole in
in the filter housing. The other end of the element has threads and a locating
the filter bowl.
pin.
The drain plug, the filter bowl, and the bolts keep the filter element in the filter
housing. You use the drain plug to drain the filter bowl when you do
maintenance on the oil filter element.
JAL 701-711 POST SB 777-GE90-79-0018

The drain plug, the filter bowl, and the bowl attach nuts keep the filter element
in the filter housing. The filter bowl attaches to the housing with four
self-locking nuts on the housing studs. You use the drain plug to drain the
filter bowl when you do maintenance on the oil filter element.
JAL 701-711
OIL FILTER ELEMENT 200ER 79-20 0612 P-7

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OIL FILTER ELEMENT 200ER 79-20 0612 P-8

OIL - DISTRIBUTION - FUNCTIONAL DESCRIPTION • Number 3 roller bearing

• Number 5 roller bearing.
Storage
The engine oil that flows to the oil/oil heat exchanger gets more cooling. It
The engine oil tank contains the engine oil. It supplies oil to the pressure then goes to lubricate, clean, and cool the individual bearings and gearboxes.
system and gets oil from the scavenge system. Air from the scavenge air/oil
mixture pressurizes the oil tank. This prevents cavitation at the lube pump. Scavenge
You fill the oil tank through the manual gravity filling cap assembly. The scavenge pump uses seven gerotor-type pump elements to remove the
scavenge air/oil mixture from these engine locations:
Pressure
• A-sump
The oil from the tank flows through the anti-leak valve to the lube pump. The • B-sump
anti-leak valve prevents the flow of oil from the oil tank to the lube and • C-sump
scavenge pump and the AGB when the engine is shutdown. • TGB
• AGB.
The lube pump uses two gerotor-type pump elements to pressurize the oil for
distribution to the bearings and gearboxes. The scavenge oil inlet screens catch any large particle contamination before
the air/oil mixture flows into the pump elements. This prevents damage to the
The oil filter element cleans the oil before it enters the engine. An internal pump.
bypass valve allows unfiltered oil to not go through the filter element if there is
a blockage of the element. The DMS receives the scavenge air/oil mixture from the scavenge pump and
does these functions:
The main fuel/oil heat exchanger removes the heat from the engine oil. It also
gives heat to the main fuel and servo fuel paths. This prevents ice in the fuel. • Removes the air from the mixture
Pressure oil from the fuel/oil heat exchanger flows to these items: • Controls the air pressure in the tank
• Catches small particle contamination
• Lube pump • Tells the EEC of ferrous contamination in the scavenge oil.
• Oil/oil heat exchanger.
The oil that returns to the lube pump gets more pressure from a single gerotor
pump element. This is boost oil and it flows to these bearings for damping:
DISTRIBUTION 200ER 79-20 0612 P-9
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You do a check of the magnetic plugs in the scavenge oil inlet screens if
the DMS finds ferrous contamination. The plugs catch the ferrous
contamination at the screen location and permit you to identify the
source of the contamination.
Breather
The breather system lets the air pressure in the sumps, the gearboxes, and
the excess air pressure in the oil tank go to ambient.
The AGB and TGB breather pressure goes to the A-sump. The excess
breather pressure from the DMS air/oil separator also goes to the A-sump.
The center vent permits the A, B, and C-sumps breather pressure to go to

ambient through the vent tube extension in the aft exhaust plug.

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CHAPTER
Starting
ENGINE STARTING - STARTER AIR VALVE - MANUAL OVERRIDE

ENGINE STARTING - STARTER AIR VALVE AND STARTER AIR
PRESSURE SENSOR General
General If the starter air valve (SAV) does not open automatically, you can manually
open the valve.
The starter air valve (SAV) opens to supply air to the engine starter.
Location
The starter air pressure sensor supplies an air pressure signal to the EEC.
The EEC uses the signal to find the valve position. You open the center thrust reverser latch access door to get access to the
starter air valve manual override handle. The handle folds down and extends
Starter Air Valve out through the access opening.
The SAV is a butterfly-type valve. A spring holds the (SAV) closed. When the Operation
EEC energizes the valve solenoid, servo air from the starter air duct opens
the valve. Rotate the handle down, then push the handle up to engage it with the
manual override flex cable. Turn the handle to open the valve
The SAV has a connection for a manual override flex cable. The flex cable (counter-clockwise as seen looking up at the bottom of the engine). The valve
permits you to manually open and close the valve if it does not operate has a spring that closes it, so you must hold the handle to keep the valve
automatically. The valve position indicator is near the flex cable connection. open. When you release the handle, the valve closes.
Starter Air Pressure Sensor

CAUTION:
The starter air pressure sensor monitors starter duct pressure downstream MAKE SURE THERE IS AIR PRESSURE IN THE STARTER AIR
from the SAV. If pressure is in the duct, the sensor sends a signal to each DUCT. IF YOU DO NOT HAVE AIR PRESSURE, DAMAGE TO THE
channel of the EEC. STARTER AIR VALVE CAN OCCUR.
STARTER AIR VALVE 200ER 80-00 0612 P-1

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STARTER AIR VALVE 200ER 80-00 0612 P-2

JAL 777 Training Manual Difference Index

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JAL 777 Training Manual Difference Index

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JAL 777 Difference

JTSCSA7SGR02 JAN 2007

THIS DOCUMENT IS FOR TRAINING PURPOSES

ONLY AND WILL NOT BE REVISED.

ALWAYS REFER TO JAL MANUALS FOR CURRENT

Japan Airlines International

JAL 777 DIFFERENCE - INDEX ALL 0701 iii

JAL 777 DIFFERENCE - INDEX ALL 0701 vi

• Galley chiller unit ventilation • Lavatories

AF T OUT F LOW VALV E

V E NT IL AT IO N - G E NE R AL - ME C HANIC AL 300 E R 21-26 0608 P -2

CARGO TEMP SELECT CARGO FIRE EQUIP

CTC AIMS OPAS ADIRU

L/R SYSTEMS ARINC

L ECSMC VALVE NOT IN ELMS

WOW CHILLER EXHAUST VALVES (2)

VENTILATION - GENERAL - ELECTRICAL 300 ER 21-26 0608 P-4

The galley chiller condenser exhaust system has these parts:

• Forward cargo fire system is not armed

Chiller Exhaust Valve

V E NT IL AT IO N - G LY C HIL L E R C O ND E X H S Y S 300E R 21-26 0608 P -6

• Temperature sensor (-300/300ER)

• Equipment vent valve

FWD CARGO HEATING-INTRODUCTION 21-41

CARGO FIRE EQUIP

EXHAUST AIR FROM

MEC BELOW FLOOR AREA

VENT DUCT FORWARD CARGO FORWARD CARGO

FWD CGO HEATING - INTRODUCTION 300/300ER 21-41 0608 P-2

Location Physical Description

Physical Description Location

• Housing Training Information Point

FWD CGO HEATING - HEATER/TEMP SNSR 300/300ER 21-43 0608 P-9

HEAT DUCT (REF)

FWD BALL PANEL

FORWARD CARGO COMPARTMENT

FORWARD CARGO HEATER

FWD CGO HEATING - HEATER/TEMP SENSOR 21-41

PAS - GENERAL DESCRIPTION • Audio management unit (AMU)

Components CMS AIRPLANE: JAL 007, 977-979, 981-985

JAL ALL ANSs are not installed on JAL 733-73X.

These other components and systems connect to the PAS:

%5/7 #52 CAUTION

PAS - GENERAL DESCRIPTION 300/300ER 23-31 0608 P-2

PC POWER SYSTEM – INTRODUCTION PC POWER SYSTEM - GENERAL DESCRIPTION

JAL 704-711, 731-73X General

PC POWER SYSTEM - INTRODUCTION / GEN 300ER 23-81 0608 P-3

+52% +52% +52% +52% +52% +52% +52% +52%

PC POWER SYSTEM - COMPONENT LOCATION JAL 731-734

PC POWER SYSTEM - COMPONENT LOCATION 300ER 23-81 0608 P-5

JAL 707-711, 731-73X

JAL 707-711, 731-73X

PC POWER SYSTEM - ISPC - GENERAL DESCRIPTION

PC POWER SYSTEM - ISPC - GENERAL 300ER 23-81 0608 P-9

PC POWER SYSTEM - POWER INTERFACES - GENERAL DESCRIPTION PC POWER SYSTEM - BITE

PC Power Interface General

• Electrical power on the airplane MCU BITE

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General The ELT sends the frequency outputs to a blade antenna.

EMERGENCY LOCATOR TRANSMITTER - EMERGENCY LOCATOR • 243 MHz homing signal.

Purpose Physical Description

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