BOEING 727

MAINTENANCE MANUAL

PAGE DATE CODE PAGE DATE CODE PAGE DATE CODE PAGE DATE CODE
CHAPTER 31 TAB 31– 11– 9 (CONTINUED) 31– 26– 0 (CONTINUED)
4 BLANK 4 OCT 20/82 178
4A OCT 20/82 178
31– 11– 10 4B BLANK
EFFECTIVE PAGES 1 JUN 20/80 1MX 5 OCT 20/82 167
SEE LAST PAGE OF LIST 2 JUN 20/81 178 6 DEC 20/76 106
FOR NUMBER OF PAGES 3 JUN 20/81 178 7 DEC 20/76 127
4 BLANK 8 SEP 20/78 178
8A SEP 20/78 178
CONTENTS 31 BOOK I 31– 11– 11 8B INT BLANK
1 DEC 20/76 178 1 DEC 20/72 178 9 SEP 20/77 121
2 BLANK 2 JUL 20/86 178 10 OCT 20/82 101
3 JUL 20/86 178 11 OCT 20/82 101
31– 00 4 JUL 20/86 178 12 BLANK
1 JUN 20/81 105
2 JUN 15/70 151 31– 12– 1
1 MAR 20/78 1MX
31– 11– 1 2 JAN 20/88 178
1 JUN 15/66 178 3 JAN 20/88 178
2 BLANK 4 BLANK
31– 11– 2 31– 12– 2
1 JUN 20/78 1MX 1 DEC 20/72 178
2 JUN 20/81 1MX 2 JAN 20/88 178
3 MAR 20/73 178 3 JAN 20/88 178
4 MAR 20/73 178 4 JAN 20/88 178
5 JUN 20/81 178
6 BLANK 31– 13– 1
1 DEC 20/72 178
31– 11– 3 2 JUN 15/70 178
1 DEC 20/79 1MX
2 JUL 20/86 1MX 31– 13– 2
3 JUL 20/86 178 1 DEC 20/72 178
4 DEC 20/79 178 2 JUN 20/82 178
31– 11– 4 31– 13– 3
1 FEB 20/82 1MX 1 DEC 20/72 178
2 BLANK 2 FEB 20/82 178
31– 11– 5 31– 24– 0
1 JUN 20/78 1MX 1 DEC 20/72 155
2 JUN 20/82 178 2 DEC 20/72 166
3 DEC 20/72 178 3 DEC 15/66 166
4 DEC 20/72 178 4 DEC 15/66 166
5 MAY 15/64 155
31– 11– 6 6 BLANK
1 JUN 15/66 178
2 BLANK 31– 24– 01
1 MAR 20/74 178
31– 11– 7 2 MAR 20/74 178
1 DEC 20/72 178 3 MAR 20/73 178
2 SEP 20/80 178 4 MAR 20/73 178
3 JUN 20/82 178 5 OCT 15/70 178
4 BLANK 6 MAR 20/73 178
7 DEC 20/72 178
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1 DEC 20/72 178
2 JUN 20/73 178 31– 25– 0
3 JUN 20/82 178 1 JUN 15/68 109
4 BLANK 2 BLANK
31– 11– 9 31– 26– 0
1 DEC 20/72 178 1 JAN 20/98 121
2 JUN 20/73 178 2 SEP 20/77 121
3 FEB 20/82 178 3 SEP 20/77 106

* = REVISED, ADDED OR DELETED PAGE F = FOLDOUT PAGE BOOK I

78 CHAPTER 31 EFFECTIVE PAGES
JAN 20/98 PAGE 1
D6-23000 LAST PAGE
 BOEING 727
MAINTENANCE MANUAL

PAGE DATE CODE PAGE DATE CODE PAGE DATE CODE PAGE DATE CODE

BOOK I * = REVISED, ADDED OR DELETED PAGE F = FOLDOUT PAGE

EFFECTIVE PAGES CHAPTER 31 78
PAGE 2 JAN 20/98
CONTINUED D6-23000
 CHAPTER 31

INSTRUMENTS

TABLE OF CONTENTS

Subject Subject No.

PANELS.......................................................................................................................... 31-00
Description and Operation
Instrument Indicators

PILOTS’ PANELS
Captain’s Sidewall Panel.......................................................................................... 31-11-1
Captain’s Instrument Panel ...................................................................................... 31-11-2
Engine Instrument Panel.......................................................................................... 31-11-3
Pilots’ Lightshield ..................................................................................................... 31-11-4
First Officer’s Instrument Panel................................................................................ 31-11-5
First Officer’s Sidewall Panel ................................................................................... 31-11-6
Pilots’ Control Stand................................................................................................. 31-11-7
Pilots’ Forward Electronic Control Panel.................................................................. 31-11-8
Pilots’ Aft Electronic Control Panel .......................................................................... 31-11-9
Pilots’ Overhead Panel............................................................................................. 31-11-10
Control Cabin Auxiliary Panels ................................................................................ 31-11-11

THIRD CREWMAN’S PANELS

Third Crewman’s Instrument Panel - Upper............................................................. 31-12-1
Third Crewman’s Instrument Panel - Lower............................................................. 31-12-2

CABIN ATTENDANTS’ PANELS

Cabin Attendant’s Panel - Forward .......................................................................... 31-13-1
Cabin Attendant’s Panel - Aft................................................................................... 31-13-2
Cabin Attendant’s Panel - Galley ............................................................................. 31-13-3

MISCELLANEOUS PANELS
Wing Fueling Control Station ................................................................................... *[1] 31-19-1

INDEPENDENT INSTRUMENTS

FLIGHT RECORDER SYSTEM

Description and Operation ....................................................................................... *[2] 31-24-0
*[3] 31-24-01

CLOCKS
Description and Operation ....................................................................................... 31-25-0

AURAL WARNING SYSTEM ...................................................................................... 31-26-0

Description and Operation

*[1] MX XA-CUB
*[2] ALL EXCEPT 727-200 Series Airplanes
*[3] 727-200 Series Airplanes

178 Book I
Dec 20/76 Contents 31
Page 1
 PANELS - DESCRIPTION AND OPERATION

1. General
A. The layout of the instrument panels in the control cabin is illustrated in Fig. 1.
B. The pilots’ main panels consist of the captain’s panel, the engine panel, the lightshield and the
first officer’s panel. The instruments on the captain’s and the first officer’s panels are generally
duplicates of each other to enable either pilot to fly the airplane.
C. The pilots’ overhead panel is installed in the center of the ceiling immediately above the
windows.
D. The pilots’ electronic panels consist of a forward panel, immediately below the center panel,
and an aft panel on the control stand.
E. The third crewman’s instrument panels consist of indicators and switches to monitor and control
the airplane performance.
F. Auxiliary panels consist of observer’s panels and the pilots’ side panels.

105 Control Cabin Instrument Panels Location

H63892

Jun 20/81 Figure 1 31-00

Page 1
2. Instrument Indicators
A. There are principally three type s of instrument indicators. They are the clamp, bezel, and rear-
mounted types.
B. The clamp-type indicator is held in position by a spring clamp which is fastened to the rear of
the front panel or module with a clamp retaining screw. The clamp is tightened around the
indicator by a clamp adjustment screw; thereby, holding the indicator in position.
C. The bezel-type indicator is held in position similar to the clamp type indicator. A bezel is
mounted on the front of the panel; otherwise the indicators are secured in an identical manner.
D. The rear-mounted type indicator is held in position with three retaining screws which holds the
flange on the indicator flush with the rear of the instrument panel.

151
31-00 Jun 15/70
Page 2
 178 Captain’s Sidewall Panel
H77217

Jun 15/66 Figure 1 31-11-1

Page 1
 EFFECTIVITY
XA-SEM

CAPTAIN’S INSTRUMENT PANEL - DESCRIPTION AND OPERATION

MX

1MX Captain’s Instrument Panel

H77219

Jun 20/78 Figure 1 (Sheet 1) 31-11-2

Page 1
 EFFECTIVITY
MX 727-264 SERIES AIRPLANES
XA-CUB THRU XA-MEM,
FL XA-TAA THRU XA-TAC

Captain’s Instrument Panel 1MX

H77221

31-11-2 Figure 1 (Sheet 2) Jun 20/81

Page 2
 MX
EFFECTIVITY
XA-SEW
XA-TUV

178 Captain’s Instrument Panel

H77222

Mar 20/73 Figure 1 (Sheet 3) 31-11-2

Page 3
 EFFECTIVITY
XA-SEA, XA-SEN, XA-SEP
XA-SER, XA-SEU

CAPTAIN’S INSTRUMENT PANEL - DESCRIPTION AND OPERATION

Captain’s Instrument Panel 178

H77227

31-11-2 Figure 1 (Sheet 4) Mar 20/73

Page 4
 EFFECTIVITY
MX 727-264 SERIES AIRPLANES
ALL EXCEPT XA-CUB,
THRU XA-MEM, XA-TAA
THRU XA-TAC

178 Captain’s Instrument Panel

H77231

Jun 20/81 Figure 1 (Sheet 5) 31-11-2

Page 5
 EFFECTIVITY

MX
MX SA-SEM

1MX Engine Instrument Panel

H63026

Dec 20/79 Figure 1 (Sheet 1) 31-11-3

Page 1
 EFFECTIVITY

MX
MX 727-264 SERIES AIRPLANES
XA-CUB THRU XA-FIE
XA-TAA THRU XA-TAC

Engine Instrument Panel 1MX

H63035

31-11-3 Figure 1 (Sheet 2) Jul 20/86

Page 2
 EFFECTIVITY
MX 727-264 SERIES AIRPLANES
ALL EXCEPT XA-CUB
THRU XA-FIE, XA-TAA
THRU XA-TAC

178 Engine Instrument Panel

H63048

Jul 20/86 Figure 1 (Sheet 3) 31-11-3

Page 3
 EFFECTIVITY
XA-SEA,XA-SEN, XS-SEP
XA SER XA SEU
MX

Engine Instrument Panel 178

H63050

31-11-3 Figure 1 (Sheet 4) Dec 20/79

Page 4
 PILOTS’ LIGHTSHIELD - DESCRIPTION AND OPERATION
MX

1MX Pilots’ Lightshield

H77232

Feb 20/82 Figure 1 31-11-4

Page 1
MX
EFFECTIVITY
MX XA-SEM

FIRST OFFICER’S INSTRUMENT PANEL - DESCRIPTION AND OPERATION

1MX First Officer’s Instrument Panel

H77233//

Jun 20/78 Figure 1 (Sheet 1) 31-11-5

Page 1
 EFFECTIVITY
MX 727-264 SERIES AIRPLANES

First Officer’s Instrument Panel 178

H77235

31-11-5 Figure 1 (Sheet 2) Jun 20/82

Page 2
 MX

178 First Officer’s Instrument Panel

H77238

Dec 20/72 Figure 1 (Sheet 2) 31-11-5

Page 3
 MX

First Officer’s Instrument Panel 178

H77240

31-11-5 Figure 1 (Sheet 4) Dec 20/72

Page 4
 178 First Officer’s Sidewall Panel
H77244

Jun 15/66 Figure 1 31-11-6

Page 1
 EFFECTIVITY

MX
727-100 SERIES

PILOTS’ CONTROL STAND - DESCRIPTION AND OPERATION

178 Pilots’ Control Stand

H77246

Dec 20/72 Figure 1 (Sheet 1) 31-11-7

Page 1
 EFFECTIVITY
727-264 AIRPLANES
MX XA-CUB THRU XA-HON,
AND XA-TAA THRU XA-TAC

Pilots’ Control Stand 178

H77250

31-11-7 Figure 1 (Sheet 2) Sep 20/80

Page 2
 EFFECTIVITY
MX 727-264 SERIES AIRPLANES
ALL EXCEPT XA-CUB
THRU XA-HON, XA-TAA
THRU XA-TAC

178 Pilots’ Control Stand

H77256

Jun 20/82 Figure 1 (Sheet 3) 31-11-7

Page 3
 MX
EFFECTIVITY
727-100 SERIES

PILOTS’ FORWARD ELECTRONIC CONTROL PANEL - DESCRIPTION AND OPERATION

178 Pilots’ Forward Electronic Control Stand

H77269

Dec 20/72 Figure 1 (Sheet 1) 31-11-8

Page 1
 Pilots’ Forward Electronic Control Panel 178
H77277

31-11-8 Figure 1 (Sheet 2) Jun 20/73

Page 2
 EFFECTIVITY
MX 727-264 SERIES AIRPLANES
ALL EXCEPT XA-TAA
THRU XA-TAC

178 Pilots’ Forward Electronic Control Panel

H77282

Jun 20/82 Figure 1 (Sheet 3) 31-11-8

Page 3
 MX
EFFECTIVITY
727-100 SERIES

PILOTS’ AFT ELECTRONIC CONTROL PANEL - DESCRIPTION AND OPERATION

178 Pilots’ Aft Electronic Control Panel

H77291

Dec 20/72 Figure 1 (Sheet 1) 31-11-9

Page 1
 Pilots’ Aft Electronic Control Panel 178
H77310

31-11-9 Figure 1 (Sheet 2) Jun 20/73

Page 2
 EFFECTIVITY
MX 727-264 SERIES AIRPLANES
ALL EXCEPT MX XA-TAA
THRU XA-TAC

178 Pilots’ Aft Electronic Control Panel

H77319

Feb 20/82 Figure 1 (Sheet 3) 31-11-9

Page 3
 MX
EFFECTIVITY
727-100 Series

PILOTS’ OVERHEAD PANEL - DESCRIPTION AND OPERATION

1MX Pilots’ Overhead Panel

H77326

Jun 20/80 Figure 1 (Sheet 1) 31-11-10

Page 1
 EFFECTIVITY
MX 727-264 SERIES AIRPLANES
XA-CUB THRRU XA-MEM,
XA-TAA THRU XA-TAC

Pilots’ Overhead Panel 178

H77331

31-11-10 Figure 1 (Sheet 2) Jun 20/81

Page 2
 EFFECTIVITY
MX 727-264 SERIES AIRPLANES
ALL EXCEPT XA-CUB THRU
XA-MEM, XA-TAA THRU XA-TAC

178 Pilots’ Overhead Panel

H77338

Jun 20/81 Figure 1 (Sheet 3) 31-11-10

Page 3
 EFFECTIVITY

FL
727-100 SERIES

CONTROL CABIN AUXILIARY PANELS - DESCRIPTION AND OPERATION

178 Control Cabin Auxiliary Panels

H77343

Dec 20/72 Figure 1 (Sheet 1) 31-11-11

Page 1
 EFFECTIVITY
MX XA-TAA THRU XA-TAC

Control Cabin Auxiliary Panels 178

H77346

31-11-11 Figure 1 (Sheet 2) Jul 20/86

Page 2
 EFFECTIVITY
MX 727-264 SERIES AIRPLANES
XA-CUB THRU XA-IEU,
XA-MEB THRU XA-MEM

178 Control Cabin Auxiliary Panels

H77354

Jul 20/86 Figure 1 (Sheet 3) 31-11-11

Page 3
 EFFECTIVITY
MX 727-264 SERIES AIRPLANES
ALL EXCEPT XA-CUB THRU
XA-IEU, XA-MEB THRU
XA-MEM, XA-TAA THRU
XA-TAC

Control Cabin Auxiliary Panels 178

H77366

31-11-11 Figure 1 (Sheet 4) Jul 20/86

Page 4
 EFFECTIVITY
727-100 SERIES

THIRD CREWMAN’S UPPER INSTRUMENT PANEL - DESCRIPTION AND OPERATION

1MX Third Crewman’s Instrument Panel - Upper

H77048

Mar 20/78 Figure 1 (Sheet 1) 31-21-1

Page 1
 EFFECTIVITY
MX 727-264 SERIES AIRPLANES
XA-CUB THRU XA-FIE,
XA-TAA THRU XA--TAC

Third Crewman’s Instrument Panel - Upper 178

H77057/

31-12-1 Figure 1 (Sheet 2) Jan 20/88

Page 2
 EFFECTIVITY
MX 727-264 SERIES AIRPLANES
XA-HOH THRU XA-MXD

178 Third Crewman’s Instrument Panel - Lower

H77061/

Jan 20/88 Figure 1 (Sheet 3) 31-12-1

Page 3
 EFFECTIVITY

MX
727-100 SERIES

THIRD CREWMAN’S LOWER INSTRUMENT PANEL - DESCRIPTION AND OPERATION

178 Third Crewman Instrument Panel - Lower

H62989

Dec 20/72 Figure 1 (Sheet 1) 31-12-2

Page 1
 EFFECTIVITY
727-264 SERIES MX XA-TAA
THRU XA-TAC

Third Crewman’s Instrument Panel - Lower 178

H62992

31-12-2 Figure 1 (Sheet 2) Jan 20/88

Page 2
 EFFECTIVITY
727-264 SERIES
MX XA-CUB THRU
XA-HOH

178 Third Crewman’s Instrument Panel - Lower

H62994

Jan 20/88 Figure 1 (Sheet 3) 31-12-2

Page 3
 EFFECTIVITY
MX 727-264 SERIES AIRPLANES
XA-HON THRU XA-MXD

Third Crewman’s Instrument Panel - Lower 178

H62995

31-12-2 Figure 1 (Sheet 4) Jan 20/88

Page 4
 EFFECTIVITY

MX
727-100 SERIES

FORWARD CABIN ATTENDANT’S PANEL - DESCRIPTION AND OPERATION

178 Cabin Attendant’s Panel - Forward

H77062

Dec 20/72 Figure 1 (Sheet 1) 31-13-1

Page 1
 EFFECTIVITY
727-264 AIRPLANES

Cabin Attendant’s Panel - Forward 178

H77063

31-13-1 Figure 1 (Sheet 2) Jun 15/70

Page 2
 EFFECTIVITY
727-100 SERIES

AFT CABIN ATTENDANT’S PANEL - DESCRIPTION AND OPERATION

178 Cabin Attendant’s Panel - Aft

H77065

Dec 20/72 Figure 1 (Sheet 1) 31-13-2

Page 1
 EFFECTIVITY
BO 727-264 AIRPLANES

Cabin Attendants’ Panel - Aft 178

H77066

31-13-2 Figure 1 (Sheet 2) Jun 20/82

Page 2
 MX
EFFECTIVITY
727-100 SERIES

CABIN ATTENDANT’S GALLEY PANEL - DESCRIPTION AND OPERATION

178 Cabin Attendant’s Panel - Galley

H77070

Dec 20/72 Figure 1 (Sheet 1) 31-13-3

Page 1
 EFFECTIVITY
MX 727-264 SERIES AIRPLANES

Cabin Attendants’ Panels - Galley 178

H77077

31-13-3 Figure 1 (Sheet 2) Feb 20/82

Page 2
 FLIGHT RECORDER SYSTEM - DESCRIPTION AND OPERATION

ALL EXCEPT 727-200 Series Airplanes

1. General
A. The flight recorder system provides automatic recording of four flight parameters (altitude,
airspeed, heading and vertical acceleration) as a function of time. The parameters and the time
reference are embossed on a moving metal foil tape by hard tipped scribes.
B. The system consists of a flight recorder unit, an accelerometer, a test switch and power monitor
light on the pilots’ overhead panel and an event switch and headphone jack on the third
crewman’s auxiliary panel. (See figure 1.) The accelerometer is on the forward side of the left
MX

wheel well bulkhead. On XA-SEM, the recorder is on electronic rack shelf E3-1. On all other
airplanes, the recorder is in a pressurized container in the right bay area of the aft airstairs entry
way. The container is pressurized from passenger cabin pressurization.
C. The flight recorder receives altitude and airspeed information from the pitot static system,
heading information from the compass system and vertical acceleration information from the
accelerometer. Electrical power for the operation of the system is taken from circuit breakers on
panel P18.
2. Flight Recorder System Controls
A. No on-off control is provided for the system which is on whenever airplane power is available.
Two interlock relays, one for external power and the other for APU power, open the flight
recorder power line when either external or APU power is energizing the airplane busses. (See
figure 2.) A test switch on the overhead panel parallels the interlock relays and allows the flight
recorder to be tested.

155
Dec 20/72 31-24-0
Page 1
 MX

Recorder System Component Location 166

H77079

31-24-0 Figure 1 Dec 20/72

Page 2
 166 Flight Recorder System Block Diagram
H77081

Dec 15/66 Figure 2 31-24-0

Page 3
3. Flight Recorder
A. The flight recorder contains the drive systems for the foil, the instruments for recording the
various functions and the transducers for converting electrical signals for imprint on the foil
medium. The main frame assembly attached to the front panel slides out of the recorder case
for replacement of foil magazine. Attached to the main frame assembly are the instruments of
the recorder, the foil magazine and the main drive assembly. The electronic equipment is in a
separate section of the recorder case and is accessible for modular replacement of
components through a removable rear cover plate. A time remaining indicator, located on the
front of the recorder, indicates hours of tape remaining and may be reset at installation of a new
tape.
B. A chronometrically governed motor drives the take-up spool of the magazine through a gear
train at a constant rate of two revolutions per hour. The magazine holds enough foil for 200
hours of operation. Because the amount of foil on the take-up spool increases with each
revolution, the speed of the foil tape varies from approximately 6 inches per hour to about 12
inches per hour. The drive system also provides the time marks on the foil tape. The time
marker, riding on the upper surface of a notched timing disc, embosses the foil tape with a
sawtooth time trace.
C. The time marker is also used to indicate any special events by means of an event marker
solenoid. The solenoid is externally controlled by a switch on the third crewman’s auxiliary
panel. When the solenoid is energized it moves the time stylus sharply upward in the opposite
direction from that of the time trace fluctuation.
D. Attached to the supply spool shaft is a commutator that turns with the shaft. Two wire contacts
ride on the commutator. One is grounded and the other is connected to ac power through a
voltage divider. The intermittent 400 cycle "beep" signal is made available to a headset jack on
the third crewman’s auxiliary panel.
E. The altitude and airspeed recorder scribes are actuated by bellows that are acted upon by pitot
and static pressures from the airplane pitot static system.
F. The acceleration recording system consists of a servomotor assembly and the remote
accelerometer. A difference in either phase or magnitude of the signals from an induction
potentiometer on the servomotor shaft and the accelerometer, will produce an error signal. This
error signal is amplified in a transistor servo-amplifier and drives the servomotor and connected
induction potentiometer to a null position. The acceleration scribe is driven by the servomotor. A
fixed reference scribe is attached to the bottom of the acceleration servo-assembly and
provides a reference line on the foil tape from which all the recorded data are measured.

166
31-24-0 Dec 15/66
Page 4
 G. The heading recording system consists of a servo motor assembly and a heading synchro
which receives heading signals from the airplane compass system. If the rotor of the heading
synchro is not electrically aligned with the rotor of the compass synchro, an error voltage is
developed in the rotor of the heading synchro. This voltage is amplified in a transistor servo
amplifier and causes the servo motor to drive the synchro rotor back to a null position. The
servo motor also drives a cam which positions the heading scribe. The heading scribe is driven
the full limit of its travel as the cam rotates from 0 to 180 degrees, and retraces its path as the
cam continues from 180 to 360 degrees. In order to differentiate between 0-180 degrees and
180-360 degrees, an east-west scribe embosses a straight line trace near the top of the foil
whenever the heading scribe is between 0 and 180 degrees. The east-west scribe is actuated
by a flat cam at the top of the heading cam.
4. Accelerometer
A. The accelerometer is a self-contained sealed unit mounted on the forward side of the left wheel
well forward wall. It is a differential transformer type accelerometer and its sensitive axis is
oriented to detect vertical acceleration forces within a range of minus 3G to plus 6G.
5. Operation
A. The operation of the flight recorder system is automatic as no on-off controls are provided. If
power to the recorder should fail or if the power supply within the recorder fails, the power
failure warning light on the overhead panel will illuminate.

155
May 15/64 31-24-0
Page 5
 FLIGHT RECORDER SYSTEM - DESCRIPTION AND OPERATION

EFFECTIVITY

727-200 Series Airplanes

1. General
A. The flight recorder system provides automatic recording of altitude, airspeed, heading, vertical
acceleration, and radio transmission (ATC event) as a function of time. In addition, a solenoid
actuated scribe is provided to record heading ambiguity which exists when the airplane is on a
0- or 180-degree heading, and a third one scribes a reference time base line. The recording
tape travels at a controlled rate to provide another time base for the recorded information.
B. The system consists of three self-contained instruments; a recording unit, a trip and date
encoder, and an accelerometer. The recording unit, which contains a preloaded tape magazine
and a motion sensor, receives the required flight information and transcribes it in graphical form
on foil tape. The trip and date encoder, (if installed) located on the third crewman’s auxiliary
panel, allows the flight crew to record information on the tape for identification purposes. The
accelerometer is mounted near the airplane center of gravity at station 870 forward of the left
wheel well bulkhead and has its sensitive axis oriented to detect vertical acceleration forces.
The recorder is in a pressurized container in the right bay area of the aft airstairs entryway. The
container is pressurized from passenger cabin pressurization (Fig. 1).
C. The flight recorder receives altitude and airspeed information from the pitot static system,
heading information from the first officer’s compass system, vertical acceleration information
from the accelerometer, system 115-volt ac and 28-volt dc power is taken from circuit breakers
on load control center P18.
D. On MX ALL EXCEPT XA-SEA thru XA-SEW; XA-TAA thru XA-TUY; and XA-CUB, an
underwater locator beacon unit is installed on the flight recorder door. It is a battery-powered
unit, which actuates immediately upon immersion in water.

178
Mar 20/74 31-24-01
Page 1
 Flight Recorder System Component Location 178
H77097

31-24-01 Figure 1 Mar 20/74

Page 2
 178 Flight Reorder System Block Diagram
H77104

Mar 20/73 Figure 2 31-24-01

Page 3
 Flight Recorder Chassis (Case Removed) 178
H79496

31-24-01 Figure 2 Mar 20/73

Page 4
2. Flight Recorder System Controls
A. The flight recorder system is controlled through its power supply only. Operation of the entire
recorder system is automatic once airplane electrical power is supplied to the system.
Whenever the airplane is receiving power from an external power supply or from the auxiliary
power unit, power to the flight recorder is interrupted by interlock relays. A test button on
overhead panel P5 completes the power circuit when depressed and may be used to operate
the recorder whenever external power or auxiliary power is available on the airplane. An amber
push-to-test warning light adjacent to the test button will be illuminated anytime the recorder
becomes inoperative.
3. Flight Recorder
A. The recorder assembly consists of separate mechanical and electronic chassis units. The
mechanical chassis provides for installation of a magazine assembly through a hinged door in
the front plate assembly. In addition the mechanical chassis includes the takeup drive
assembly, the actuator drive assembly, the timer assembly, the heading servo-assembly, the
vertical acceleration servo-assembly, the altitude sensor and indicated airspeed sensor
assemblies, 3 solenoid actuated binary scriber assemblies, a door operated switch (which
disconnects the warning circuitry when the door is open), a time remaining indicator, an
elapsed time indicator and magazine engagement devices. (See figure 3.)
B. The chassis contains two servo-amplifier assemblies, a power relay, a 28-volt dc power supply,
a time delay relay and associated wiring. Pitot static connections are on the front panel of the
recorder.
C. The magazine assembly contains the recording medium (metal foil tape), its supply and takeup
spools, rollers which support and control the movement of the tape, a handle locking
mechanism which locks the magazine in the recorder assembly and various recorder
engagement devices. The magazine is designed to facilitate removal and replacement of the
recording tape and its spools in a minimum amount of time and without damage. When
installed in the recorder, the magazine is precisely positioned to prevent the need for individual
adjustments each time the magazine is changed.
D. The recording medium is a metal foil. The tape has a row of sprocket holes, spaced 2 minutes
apart, at each outer edge. The tape supply is sufficient for 800 hours of recording time, 400
hours on each side, at a rate of 1/2 foot per hour.

178
Oct 15/70 31-24-01
Page 5
 E. When power is supplied to the flight recorder, externally supplied information is applied to
mechanically position the scribers and the foil moves through the magazine. The pressure bar
periodically depresses the four parameter scribers onto the recording foil, for a short time thus
scribing the foil in a rectalinear fashion. The heading ambiguity scriber, (trip and date) reference
scriber and time base scriber record continuously. Since the recording foil travels at a controlled
rate, another time base is provided for the recorded information. The trip and date information
is recorded for the first 15 minutes of tape movement. The trip and date information may be
repeated or event scribed by operating buttons on the encoder panel. The rest of the time the
scribe provides a reference line.
F. The altitude and airspeed recorder scribes are actuated by bellows that are acted upon by pitot
MX

and static pressures from the airplane auxiliary pitot static system.
G. A lever on the supply spool senses the radius of the tape remaining on the supply spool and
transmits the indication through a linkage and cable mechanism to the tape remaining indicator
on the front of the recorder. A potentiometer mechanically connected to the linkage transmits
an electrical signal to the tape remaining indicator on the encoder panel. Both indicators are
calibrated in hours.
H. Attached to the supply spool is a commutator that turns with the shaft. Two wire contacts ride
on the commutator. One is grounded and the other is connected to ac power through a voltage
divider. The intermittent 400 cycle "beep" signal is made available to a headset jack on the third
crewman’s auxiliary panel.
I. On ALL EXCEPT XA-TAA thru XA-TAC, airplane radio transmission signal (ATC event) is
recorded when any of the airplane radio transmitter is keyed. The radio transmission signal is a
dc ground provided to the recorder by the diode module in the audio accessory unit.
4. Trip and Date Encoder
A. The trip and date encoder supplies signals to the trip and date (reference) solenoid actuated
scribe in the recorder. The front panel contains a tape time remaining indicator, an EVENT
pushbutton, a REPEAT pushbutton and an indicator light. The front panel also contains six
manually operated levers which may be set to select a coded trip number of up to four digits
and a date number of two digits. Numbers from 0 to 9 may be selected with each control. The
unit contains a motor, switching disc assemblies, relays and circuitry which develop event, trip,
and date signals as selected by the front panel controls. The trip and date recording cycle
requires 15 minutes and the indicator light on the encoder is on whenever the encoder is
cycling. Pressing the REPEAT pushbutton will cause the trip and date information to be
recorded again. Pressing the EVENT pushbutton causes the trip and date (reference) scribe in
the recorder to operate for as long as the pushbutton is held. Do not operate the EVENT button
while the trip and date data is being recorded.

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Page 6
 5. Accelerometer
MX

A. The acceleration recording system consists of a servomotor assembly and the remote
accelerometer. The accelerometer is a self-contained sealed unit mounted on the forward side
of the forward wall of the left wheel well and is accessible from access door 3303 in the wing to
body fairing. Its sensitive axis is oriented to detect vertical acceleration forces within a range of
minus 3G to plus 6G. The unit supplies the recorder with a 400 HZ amplituder modulated signal
which is a function of vertical acceleration of the aircraft. A 26 volt, 400 Hz excitation voltage is
provided to the accelerometer from the servo-amplifier in the recorder. A difference in either
phase or magnitude of the signal from an induction potentiometer on the servomotor shaft and
the accelerometer, will produce an error signal. This error signal is amplified in a transistor
servo-amplifier and drives the servomotor and connected induction potentiometer to a null
position. The acceleration scribes is driven by the servomotor. A fixed reference scribe is
attached to the bottom of the acceleration servo-assembly and provides a reference line on the
foil tape from which all the recorded data are measured.
6. Operation
A. With the flight recorder circuit breakers on load control center P18 closed and when power on
airplane is not from either the external power source or from the auxiliary power unit, the
recorder operates automatically.
B. When power is supplied to the recorder, the timing mechanism and actuator motor control the
rate and permit the medium to advance at a fixed rate of 1/2 foot per hour. The four parameter
scribes are operated by cams so that they periodically contact the tape. The three solenoid-
actuated scribes contact the tape continuously whether the solenoids are energized or not. The
relative positions of the scribes on the tape indicate the recorded information.
C. The trip and data encoder (if installed) operates in conjunction with the flight recorder to place
coded information on the recording tape to identify trip, date and events. When the flight and
date digital levers on the encoder are positioned, they set up circuits to the trip and date
solenoid scribe. When power is supplied to the recorder, the encoder automatically goes
through a 15-minute recording time cycle and shuts off. (See figure 3.) The gear-dirven
switching disk assemblies supply 28 volts dc to the binary solenoid in an on-off sequence as
selected by the levers. The indicator light will be on whenever the trip and date recording cycle
is in process, and will go off at the end of the cycle. The REPEAT button can be pressed to
start a new cycle at any time. If the recorder power is interrupted during the recording cycle the
encoder will stop but will continue from the stopped position when power is restored. An event
may be scribed on the tape by pressing the EVENT button after the initial trip and date data has
been recorded.

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Page 7
 D. The flight recorder TEST button on overhead panel P5, when actuated, will complete power to
the recorder and may be used for test purposes anytime external or APU power is available on
the airplane. The indicator light on the overhead panel will illuminate whenever any of the
following conditions exist: whenever a power failure occurs or when external power is on, (after
a 15-second time delay), whenever any interference occurs with the tape movement, either by
jamming of the takeup drive or tearing of the tape, if the spool is exhausted, or there is a
decrease in tape tension, or the magazine is removed and the door closed.

NOTE: The door operated switch bypasses warning light indication and allows the recorder to
run when the magazine is removed and the door is open. This is provided for
convenience of maintenance checks.

E. The flight recorder incorporates a tape motion sensor to indicate when the tape is not in motion.
(See figure 2.) As long as the recorder timer commutator is rotating, the tape motion sensor
provides a positive indication of tape motion and the flight recorder failure lights on he P5
overhead panel will remain off. If the timer commutator stops , the tape motion sensor
energizes the delay relay, which actuates in approximately 2 minutes. When actuated, the
delay relay will cause the failure light to illuminate, indicating the flight recorder tape is not in
motion. If a pulse from the motion sensor appears at the delay device reset terminals during the
delay period, the delay device will reset, preventing the failure light from illuminating.

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Page 8
 CLOCKS - DESCRIPTION AND OPERATION

1. General
A. Clocks are installed on the captain’s, first officer’s, and third crewman’s instrument panels.
2. Captain’s and First Officer’s Clocks
A. The captain’s and first officer’s clocks have a 12-hour dial, a sweep second hand, a small
minute dial, and an elapsed time dial.
B. A knob at the lower left edge of the clock is used to wind the clock, and to set the main
indicating hands. Counterclockwise rotation of the knob winds the clock. Setting is
accomplished by pulling out on the knob and rotating as required to indicate the correct time.
C. The elapsed time dial, which records hours, is controlled by a lever at the upper right of the
clock. When the lever is rotated to GO, the elapsed time hands operate. When the lever is
rotated to STOP, the elapsed time hands stop. Rotating the lever to 0 (zero) resets the hands
to zero.
D. A button at the lower right edge controls the sweep second hand and the minute recording dial.
Operating the button returns the sweep second hand and minute recording hand to zero, and
also starts and stops operation of the hands.
(1) A small flag visible through a circular opening located within the minute recording dial
shows the operating condition of the sweep second hand and the minute recording hands.
The flag shows all white when the hands are reset to zero. The flag shows half white and
half black when the hands have been stopped but not reset. The flag shows all black when
the hands are operating.
3. Third Crewman’s Clock
A. The third crewman’s have a 12-hour dial and a sweep second hand. A knob at the lower left
edge of the dial is for winding the clock and setting the hands.

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Page 1
 AURAL WARNING SYSTEMS - DESCRIPTION AND OPERATION

1. General (Fig. 1)
A. The aural warning systems provide the flight crew with audible signals to warn of unsafe or
abnormal conditions on the airplane. The circuits, which produce the sounds, are contained in
the aural warning devices box. The devices box also provide chime sounds which signal a
ground station call (if activated) or crew call. On some aircraft the 65-54499 Series aural
warning devices box has been replaced by the 69-78214-1 Series aural warning module. The
aural warning systems consist of landing gear warning, speed brake/flap position warning,
takeoff warning, cabin altitude pressure warning, mach airspeed warning, and fire detection
warning.
B. The landing gear warning system consists of an accessory unit, a thrust lever actuated throttle
switch for each engine, a position switch for each landing gear, a flap position switch, and the
aural warning system continuous horn circuit.
C. The speed brake/flap position warning system consists of a flaps up position switch, a speed
brake lever landing warning switch, a time delay relay, and the aural warning system
intermittent horn circuit.
D. On airplanes with the thrust lever activated takeoff warning system, the takeoff warning system
consists of the engine No. 3 thrust lever actuated throttle switch, a flap position switch, the
upper and lower stabilizer trim switches, a speed brake lever switch, and the aural warning
system intermittent horn circuit.
E. On airplanes with the EPR activated takeoff warning system, the takeoff warning system
consists of the thrust lever actuated throttle switches for engines No. 1 and 3, a flap position
switch, the upper and lower stabilizer trim switches, a speed brake lever switch, the printed
circuit cards for engines No. 1 and 3 which contain the EPR control logic and test circuits, and
the aural warning system intermittent horn circuit.
F. The cabin altitude pressure warning system consists of an altitude pressure switch, a warning
horn relay and cutout switch, and the aural warning system intermittent horn circuit. The mach
airspeed warning system consists of mach airspeed transducer switches and an audible
signaling device in the aural warning devices box. The fire detection warning system consists of
detector circuits, audible-signaling devices, and a sound cutout switch with associated relays.
G. The aural warning system receives 28-volt dc power from the P6 and P18 load control centers
and 115-volt ac power from the P6 load control center. Power distribution to the system is
shown on Fig. 2.
1A. Aural Warning Module (69-78214-1 Series)
A. The aural warning module has two redundant channels, channel A and channel B. There are
two aural synthesizers in each channel. One supplies the bell/clacker aural warnings and the
other supplies the horn/wailer/chime warnings. These synthesizers make a combined audio
signal input to the analog channel. The analog channel then outputs an audio signal to the
speaker amplifier. Each channel can be tested independently using the BITE.
2. Aural Warning Devices Box ((65-54499 Series)
A. The aural warning devices box contains solid state horn, chime, logic and oscillator circuits,
mounted on a printed circuit board, which provide the horn audio and chime audio to a
loudspeaker whenever the appropriate circuits are keyed. A second printed circuit board
contains the oscillators and solid-state switching circuits used with a mechanical bell and
clacker. The power amplifier transistors are on heat sinks installed directly on the box. A single
multipin connector on the backside of the box completes all circuits to the box. The components
use 28 volts dc obtained through a circuit breaker on load control center P6.

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Page 1
 Aural Warning System Component Location 121
H16120

31-26-0 Figure 1 Sep 20/77

Page 2
3. Landing Gear Warning System (Fig. 1)
A. General
(1) The landing gear warning system provides aural indication of landing gear not in landing
position when engine thrust levers and flaps are in landing configuration. A warning horn
sounds if the engine thrust levers are moved into idle range before the landing gear is
down and locked. The warning horn will sound if the flap control lever is moved to landing
position before the landing gear is down and locked. A warning horn cutout system is
provided for the landing gear warning switches to permit silencing the horn.
B. Thrust Lever Actuated Landing Gear Warning Switches
(1) The landing gear warning switches will energize the warning horn if all gears are not down
and locked when any thrust lever is retarded near idle. Switch assemblies include a low
travel microswitch and a lever type switch actuator.
(2) All switches are in the lower nose compartment ceiling, just aft of nose wheel well. When
the engine thrust levers are moved to a preset position, cams on the control cables
operate the appropriate switch actuator.
C. Flap Landing Warning Switch
(1) The flap landing warning switch sounds the warning horn when the flaps move to the
landing position before all landing gear is down and locked. The switch is a cylindrical
shaped plunger-type microswitch, and is mounted on the outboard flap drive follow-up
drum support. The flap drive follow-up drum is located at the top of the forward bulkhead
in the right wheel well. Rotation of the follow-up drum turns a cam which raises the plunger
to operate the switch.
D. Warning Horn Cutout System (ALL EXCEPT 727-200)
(1) General
(a) The warning horn cutout system opens the landing gear warning switches. The
system may be used at the aircrew’s discretion to silence the warning horn when any
thrust lever is in idle range and the landing gear is not down and locked. The cutout
system includes a lever, a cable, and switch linkage. Lifting the lever transfers motion
through the cable to the actuating linkage and the switches. The switches are reset
by advancing the thrust levers.
(b) Warning Horn Cutout Lever
1) The warning horn cutout lever is mounted in the top right corner of the control
stand. The lever pivots on a bracket inside the control stand and is connected to
the rest of the system by a cable attachment near the pivot point.

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Sep 20/77 31-26-0
Page 3
 (c) Switch Linkage
1) The switch linkage operates buttons on the side of the landing gear warning
switches to open switch contacts, as required to silence warning horn. The
linkage is installed above the switches and is supported by the switch brackets.
The assembly consists of two switch linkage bars, a cam and a return spring.
The cable is attached to the cam which rotates on a vertical pivot. Each linkage
bar is connected to an arm on either side of the cam. A lever projecting aft from
the cam serves as an attachment point for the return spring. A pull on the cable
rotates the cams and this draws back both horizontal bars towards the center of
the cam. The left horizontal bar has two clips and the right horizontal bar has
one clip to contact the actuating buttons on the switches. As the bars move
inward, the clips press the buttons on all three switches at once.
(d) Operation
1) Lifting the warning horn cutout lever creates a pull on the cable to the switch
linkage. The cam in the linkage converts the forward pull on the cable to an
inward lateral movement on two bars running across the landing gear warning
switches. Clips projecting from the bars contact buttons on the switches to open
the circuits. The cutout system is returned to neutral by a tension spring.
Switches are reset by advancing the thrust levers.
E. Warning Horn Reset Switch (727-200)
(1) The warning horn reset switch is located on the aisle stand. The reset switch may be used
at the crew’s discretion to silence the warning horn for disagreement between landing gear
position and the position of one or all three engine thrust levers. The switch interrupts
power to ground in the warning horn circuit and is automatically reset when the thrust
levers are advanced.
4. Takeoff Warning System (Fig. 1 thru 3)
A. The takeoff warning system provides an audible warning if takeoff is attempted and certain
flight control surfaces are not in the takeoff configuration. The intermittent warning horn will
sound while the airplane is on the ground when the thrust levers are advanced if the flaps are
not in the takeoff range, or stabilizer trim is not within the green band range, or the speed
brakes are not down, or (on airplanes with the APU exhaust door switch) the APU exhaust door
is not closed. The horn can be silenced only by correcting the configuration.

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31-26-0 Oct 20/82
Page 4
 B. On airplanes with the thrust lever activated takeoff warning system (see Fig. 2 for effectivity),
the takeoff warning system is armed to enable the horn to sound when No. 3 thrust lever is
advanced to actuate the takeoff warning throttle switch. The switch is located under the control
cabin floor in the lower nose compartment and is actuated by a cam which is positioned by the
No. 3 thrust lever cable. When the switch actuates, a circuit is completed from the horn through
the air/ground sensing relay to the flight control takeoff warning switches. These switches are
wired in parallel and when any one is closed, the warning horn now sounds.
C. On airplanes with the EPR activated takeoff warning system (see Fig. 2 for effectivity), the
takeoff warning system is armed to enable the horn to sound when the takeoff EPR relay is
energized. The relay is energized when No. 1 or 3 thrust lever is advanced to a position to
provide an EPR of 1.4 or greater and to actuate the associated thrust lever throttle switch. The
EPR relay, EPR logic/control circuit components, and EPR test switches are located in the E6
rack card file. The test switches enable a takeoff EPR to be simulated for system testing. EPR
transmitters (Ref 77-11-0, EPR Indicating System) provide an input signal to the logic/control
circuits. Another input signal is provided to the logic/control circuits by the throttle switches. The
logic/control circuits cause the EPR relay to energize to arm the takeoff warning system. The
throttle switches are located under the control cabin floor in the lower nose compartment. Each
switch is actuated by a cam which is positioned by the associated (No. 1 or 3) thrust lever
cable.
D. On some airplanes (see Fig. 2 for effectivity), the flap takeoff warning switch is installed on the
outboard flap follow- up linkage in the right wheel well. The switch closes when the trailing edge
flaps are not in the takeoff range of 5 to 25 FLAP units.
E. On some airplanes (see Fig. 2 for effectivity), two switches are used to cover the takeoff range
of 5 to 25 FLAP units. The flap takeoff warning switch provides a warning signal when the flaps
are in a position of less than 5 FLAP units. The flap landing warning switch provides a warning
signal when the flaps are in a position of greater than 25 FLAP units.
F. Two stabilizer takeoff warning switches operate in the takeoff warning system. The upper and
lower switches are installed in the fin near the upper and lower limits of stabilizer travel and are
actuated by cams attached to the stabilizer front spar fitting. The applicable switch closes when
the stabilizer is positioned outside the green band limits in APL NOSE UP or DN direction.
G. The speed brake lever takeoff warning switch is installed below the control cabin floor and is
actuated by a cam attached to the speed brake forward drum when the speed brake lever is
moved between 2 to 5 degrees aft of the zero degree (or DN) position.
H. The SAFETY RELAY BYPASS position of the FLT CONTROL WARNING TEST switch on the
pilots overhead panel changed the takeoff warning system to the air mode. With the switch in
this position, the takeoff warning system is deactivated.

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Page 4A/4B
 I. On follow-on airplanes and airplanes incorporating SB 31-50 and/or SB 31-52, as applicable,
additional leading edge slats position aural warn circuits are provided which sound the take-off
warning horn when the leading edge slats are retracted and thrust levers are advanced beyond
taxi/ground handling range. Also provided are two leading edge slat test switches and additional
relays for operation and for maintenance self-test of circuits associated with flaps/slats take-off
warning (Fig. 3). Main functions of the added components are as follows:
(1) Leading edge warning override test switch S1010 provides two override grounding legs
which bypass the grounding functions of leading edge warning test switch S1011. The
override grounds energize slat 4 extend relay R840 and slat 5 extend relay R841 and
cause the No. 4 and 5 slat annunciator lights to come on or go off as selected during slat
position test. In addition, leading edge warn inhibit relay R887 is energized by the override
position of S1010 thereby proving operation of relay R887, take-off throttle relay R886,
flight control warn switch S535, safety switch relay, and the aural warn horn in series with
relay R886 on/off functions.
(2) Leading edge warning test switch S1011 provides power interruption or continuity, as
selected, thru left wing (slat No. 4) and right wing (slat No. 5) slat down switches S311 and
S312 thereby proving operation of these switches and the capability of the No. 4 and 5 slat
annunciator lights to indicate a not down condition of slats No. 4 and 5.
(3) Take-off throttle relay R886 is activated by closure of throttle switch S197 when thrust
levers are advanced beyond ground handling/taxi thrust. Power continuity to activate relay
R887 in its inhibit function is accomplished thru closed contacts in R886 and thru closed
contacts in slat 4 extend relay R840 and slat 5 extend relay R841 when slats are extended
for takeoff. When all other conditions are normal except the leading edge slats are not
extended, relay R887 is thereby deenergized and provides a power ground for sounding
the aural warning horn.
(4) Operation of test switches S1010 and S1011 in relation to functional tests of leading edge
slats annunciator lights, the take-off warning horn, and take-off position of thrust levers in
relation to flaps/slats position, are covered in the Take-Off Warning System Test,
Adjustment/Test section, this chapter.

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Page 5
5. Cabin Altitude Pressure Warning System (Fig. 1)
A. The cabin altitude pressure warning system provides an aural warning to the flight crew when
cabin pressure is below that of 10,000 feet. The system consists of a cabin altitude warning
switch, a warning cutout switch, a cabin pressure warning relay and a warning horn in the aural
warning unit.
B. The cabin pressure warning switch contains a pair of contacts which are actuated by aneroid
and differential pressure diaphragm capsules connected to the auxiliary static system.
C. The warning horn is connected through the warning relay to the cabin pressure warning switch.
When the difference in cabin pressure and ambient pressure drops below that of 10,000 feet,
the warning switch contacts open and causes the warning horn to sound. The warning horn
cutout switch may be pressed to stop the horn from sounding.
6. Mach Airspeed Warning System (Fig. 1)
A. The mach airspeed warning system provides an aural warning to the flight crew when the
airplane approaches a critical speed. The system consists of two circuits, each of which
contains a mach airspeed warning switch, a test switch, a warning horn relay and a warning
horn or clacker. On some airplanes, a mode switch on the captain’s instrument panel connects
either the No. 1 or the No. 3 mach airspeed warning switch into the No. 1 mach airspeed
warning circuits. Mode A or B is selected, depending on the gross weight of the airplane.
B. The warning switch contains a pair of contacts which are actuated by aneroid and differential
pressure diaphragm capsules connected to the pitot static system.
C. The warning horn or clacker is connected through the warning relay to the warning switch.
When the mach airspeed limit is exceeded, the warning switch contacts open, the relay de-
energizes and causes the warning horn or clacker to sound.
7. Fire Detection Warning System
A. The fire detection warning system consists of fire detection and overheat detection circuits
located in the wheel well, engine and APU compartments. A typical circuit consists of a detector
circuit, the alarm bell and a bell cutout circuit. Power for the alarm bell, located in the aural
warning unit, is supplied from the essential 28-volt dc bus.
B. The APU fire detection circuit is also connected to the nose wheel wel1 horn to warn of a fire or
overheat condition while the airplane is on the ground.
8. Communications Call Chime Circuits
A. The passenger and crew call system and selcal system (if installed) activate an electronic
chime circuit within the aural warning unit when an incoming call is received. A single-tone
chime indicates a captain call. A two-tone chime indicates an incoming selcal call from a ground
station (Ref Chapter 23).

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31-26-0 Dec 20/76
Page 6
 127 Aural Warning Systems Schematic
T48702

Dec 20/76 Figure 2 (Sheet 1) 31-26-0

Page 7
 Aural Warning Systems Schematic 178
T48760

31-26-0 Figure 2 (Sheet 2) Sep 20/78

Page 8
 178 Aural Warning Systems Schematic
T48805

Sep 20/78 Figure 2 (Sheet 3) 31-26-0

Page 8A/8B
9. Operation (Fig. 2)
A. Landing Gear Warning System
(1) If the flaps are extended beyond the minimum approach and climb configuration before
the landing gear is down and locked, the flap landing warning switch will close to complete
the circuit through a circuit in the landing gear electrical module to sound the warning
horn. The horn can be silenced only by correcting the configuration.
(2) If any thrust lever is retarded to the idle range before the landing gear is down and locked,
the warning horn will sound. The warning horn can be silenced by operating the warning
horn reset located on the aisle stand.
B. Takeoff Warning System
(1) The takeoff warning system provides an audible warning if takeoff is attempted and certain
flight control surfaces are not in the takeoff configuration. The intermittent warning horn
will sound while the airplane is on the ground when the thrust levers are advanced if the
flaps are not in the takeoff range, or stabilizer trim is not within the green band range, or
the speed brakes are not down, or (on airplanes with the APU exhaust door switch) the
APU exhaust door is not closed. The horn can be silenced only by correcting the
configuration.
(2) On airplanes with the thrust lever activated takeoff warning system, the takeoff warning
system is armed to enable the horn to sound when No. 3 thrust lever is advanced to
actuate the takeoff warning throttle switch.
(3) On airplanes with the EPR activated takeoff warning system, the takeoff warning system is
armed to enable the horn to sound when the takeoff EPR relay is energized. The relay is
energized when No. 1 or 3 thrust lever is advanced to a position to provide an EPR of 1.4
or greater and to actuate the associated thrust lever throttle switch.
C. Speed Brake/Flap Position Warning System
(1) The speed brake/flap position warning system provides an intermittent warning horn if the
speed brakes are up and the flaps are down when the airplane is airborne. The horn can
be silenced only by correcting the configuration.
D. Fire Detection Warning System
(1) When a fire or overheat condition is detected, a fire relay or switch in a detection circuit
actuates. This completes the bel1 circuit to dc ground and rings the bell. Momentarily
pressing the bell cutout switch energizes the cutout relays, which opens the bell circuit and
silences the bell. When the smoke or overheat condition is corrected, the fire relay or
switch deactivates and returns the system to normal. The APU nose wheel well horn is
actuated and silenced in a manner similar to that of the fire bell.
(2) Pressing the FIRE test switch energizes test relays in the compartments and connects the
sensing elements to dc ground. This causes the fire relays to energize and ring the bell.

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Page 9
 LE and TE Flaps/Slats Position Take-Off Warn Test Circuits (Simplified Schematic) 101
H11926

31-26-0 Figure 3 (Sheet 1) Oct 20/82

Page 10
 101 LE and TE Flaps/Slats Position Take-Off Warn Test Circuits (Simplified Schematic)
G29666

Oct 20/82 Figure 3 (Sheet 2) 31-26-0

Page 11