B757 FAM / Recurrent Training

757 FAM / Recurrent Training

For Training Purposes Only
 Table of Contents
1. Systems Overview

• FIM • APU
• Pressurization Control System • Power Plant
• Pressurization • Fan Cowls
• Air Conditioning • Engine Fuel
• Auto flight • Ignition
• Electrical Power • Engine Air
• Fire Protection • Engine Indicating
• Flight Controls • Exhaust
• Hydraulic System • Thrust Reverser
• Ice and Rain • Oil System
• Landing Gear • Starting
• Pneumatics • Start Control Valve

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 FIM

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 Pressurization Control System
• The pressurization control system maintains
a comfortable and safe cabin pressure, by
controlling the rate of airflow from the cabin,
in all flight modes. The air conditioning
system provides air for pressurization .
• The system uses two modes of operation,
automatic and manual. Positive pressure
relief valves and cargo vent doors provide
backup protection against over
pressurization.
• Pressure indicators and a 10,000 ft altitude
switch provide cabin pressure indication and
warning .
• A selector panel, two automatic pressure
controllers and an outflow valve provide
system control. The selector panel supplies
signals to the controller. The controller then
opens or closes the outflow valve to maintain
safe cabin pressures. The pressurization
control system provides three independent
control paths for the outflow valve. The
controller's built in test function (BITE)
provides system integrity checks.

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 Pressurization

The air conditioning system provides

pressurization control by regulating the
amount of air discharged from the
airplane.
Backup positive and negative
pressurization relief systems prevent the
cabin pressure from exceeding
established limits.
Pressurization indication and warning
systems allow the operator to monitor the
pressurization control system.

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 Air Conditioning
• AIR CONDITIONING
• 2 Packs cool bleed air from the APU, or
Engine, or high air from ground source.
• The air conditioning system maintains
airplane environmental control for the
comfort of passengers and crew. The
total system is made up of the
conditioned air distribution system,
pressurization control system, cargo
compartment heating system, cooling
system and temperature control system.
• Control and selection is on the P-5
overhead panel.
• Each system has its individual inop light
that will illuminate incase of a fault.

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 Autoflight
The Autopilot Flight Director System
Provides automatic control of the ailerons, elevator,
stabilizer, and rudder control systems. It provides
pitch and roll flight director commands, system
warnings, and mode annunciations. Yaw control is
provided during the landing rollout.

• The Yaw Damper System controls the rudder to

minimize oscillations due to Dutch roll and gust
induced side slip. It also provides turn coordination.
• The Mach Trim/Speed Stability System controls
horizontal stabilizer position as a function of
airspeed, Mach, and elevator loading. Mach trim is
disabled when flaps are extended.
• The Thrust Management System provides
automatic thrust control of the engines based on
selected modes, current conditions, and engine
limits.
• The Maintenance Monitoring System provides
centralized flight fault recording of three systems. It
also allows maintenance personnel to perform
programmed tests.

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 Electrical Power
AC Electrical Power
• (1) The electrical power system generates and
controls 115/200-volt, 3-phase, 400-Hz ac power.
Two integrated drive generators (IDGs), driven by
each engine, supply main ac power. An APU
generator provides inflight backup to the IDG.
System control is by three generator control units
and one bus power control unit. The system
normally provides two, non-parallelable channels.
During a category III autoland, the static inverter is
powered from the hot battery bus to provide a third
independent ac power channel. There are two IDG
disc switches for manual disconnect.
• DC Electrical Power
• Two main 28-volt dc power channels are supplied by
two transformer rectifier units that convert main 115-
volt ac power. The main battery and its charger
provide a backup source for the standby power
system. During a category III autoland, the main batt
and its charger provide a third independent dc power
channel . The main and APU batteries are paralleled
if power is lost at the left 28-volt dc bus. This
provides a 90-minute standby power source.

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 Fire Protection
• Dual-loop fire and overheat detection
systems are installed in each engine
area. Both loops of a system must sense
a fire/overheat condition for an alarm to
be given. If one loop is inoperative, then
the system operates on the remaining
loop.
• Strut overheat detection
• Engine turbine cooling overheat
detection APU fire detection
• Lower cargo compartment smoke
detection
• Wheel well fire detection
• Duct leak detection

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 Flight Controls
• The primary flight controls of the airplane
are the ailerons, elevators, and rudder.
Each control surface is powered by power
control actuators (PCA's) that are cable
operated. Each PCA receives hydraulic
power from a separate hydraulic system.
The primary flight controls use all three
hydraulic systems for redundancy. There is
no reversion to manual control of the
surfaces if hydraulic power fails.
• The secondary flight controls are the Spoiler
/ speedbrakes, horizontal stabilizer, leading
edge (LE) slats, and trailing edge (TE) flaps.
• Six spoiler/speedbrakes are installed on
each wing. They are hydraulically powered
and electronically controlled. The
spoiler/speedbrakes receive hydraulic
power from all three hydraulic systems.

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• Five LE slats are installed on each wing.
The slats are powered either
hydraulically or electrically. Normally,
hydraulic motors rotate drive shafts that
drive the rotary actuators. Electric motors
power the drive shafts as a backup. The
slats receive hydraulic power from the
left system.
• Two TE flaps (inboard and outboard) are
installed on each wing. The flaps are
powered either hydraulically or
electrically. Normally, hydraulic motors
rotate drive shafts that drive rotary
actuators. Electric motors power the
drive shafts as a backup. The flaps
receive hydraulic power from the left
system
• The horizontal stabilizer is hydraulically
powered and manually or electrically
controlled. The stabilizer receives power
from the right and center hydraulic
systems.

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 Hydraulic System
• Three separate hydraulic systems provide
fluid at 3000 psi to operate the airplane
systems. The hydraulic systems are identified
as left, right, and center.
• High pressure lines and critical return lines are
made from titanium. Aluminum is used for non-
critical return lines and steel tubing is used in
fire zones. Hydraulic tubing is color coded by
system. The left system is coded red, right is
green, and center is blue.
• Two auxiliary hydraulic systems provide
reserve power. These are the ram air turbine
(RAT) and the power transfer unit (PTU).
• A ground servicing system fills all hydraulic
reservoirs from one location.
• The indicating systems inform the pilots of the
operating conditions of each hydraulic system.

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 Ice and Rain
The anti-icing system makes sure the airplane
systems operate correctly when ice occurs. The
anti-icing system includes five subsystems: wing
thermal anti-icing, engine inlet thermal anti-icing,
probe anti-icing, flight compartment window anti-
icing, and water and drain line heaters.

Functional Description
• When you put an ENGINE ANTI ICE switch to
the on position the amber VALVE light for that
engine comes on. Two seconds later, the cowl
TAI valve control time delay (T/D) relay closes,
and the TAI valve opens. The amber VALVE
light goes off after the valve opens.
• The amber VALVE light below the switch
comes on when the valve's position disagrees
with its commanded position. The EICAS
display shows a ENG ANTI-ICE message.
• If the duct pressure is more than 30 psi, the
pressure switch closes, and the EICAS display
shows the message, ENG TAI VALVE.

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 Landing Gear
• The landing gear system is a combination
of sub-systems which provide control and
support of the airplane while on the
ground. The system includes the main
and nose landing gear, an extension and
retraction system, braking, steering, and a
position indicating system .

Air/Ground Relays
• (1) Proximity sensors on the nose and
main landing gear and truck positioner
hydraulic inlet pressure switches provide
inputs to the proximity switch electronics
unit (PSEU) to indicate whether the
airplane is on the ground or in the air. The
PSEU controls air/ground relay switching
which controls the various airplane
systems for air or ground mode operation.

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Main Landing Gear and Doors
• (1) The main landing gear consists of two
gears and associated doors which
support approximately 85 per cent of the
airplanes' weight. The gears are located
under the wing, inboard of the engine
nacelles.

Nose Landing Gear and Doors

• The nose landing gear consists of one
nose gear and associated doors which
supports the nose of the airplane. The
gear is located near
• the nose of the airplane beneath the
flight deck.

Extension and Retraction

• The extension and retraction system
consists of control cables, and hydraulic
actuators and valves which control and
operate landing gear movement.

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Wheels and Brakes
• The airplane is supported on the ground
by wheel and tire assemblies mounted
on the landing gear. The main gear
wheels are equipped with brakes which
aid in stopping the airplane. An automatic
brake control and antiskid protection
system aids airplane braking . A brake
temperature monitor system monitors the
temperatures of individual brakes and
supplies this information to the flight
crew.
Steering
• Directional control of the airplane on the
ground is provided by a nose wheel
steering system. The system consists of
control cables, and hydraulic actuators
and valves which rotate the nose wheels.
Position and Warning
• The position and warning system
monitors and indicates the status of
landing gear and doors position as a
check for proper operation. Sensors on
the gears and doors monitor the position,
and the information is displayed by
indicator lights in the flight deck.
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 Pneumatics
General
• The pneumatic or air supply system supplies
pressure and temperature regulated air to
various systems. The supplied air is used as a
working fluid, system power source or for
system pressurization. The pneumatic system
supplies air for these systems: aircraft
pressurization, air conditioning , wing leading
edge and engine cowl thermal anti-icing, engine
starting, hydraulic reservoir pressurization, total
air temperature (TAT) probe ambient air
induction, rain repellent system pressurization
and potable water tank pressurization.
• The pneumatic system consists of the Air
Supply Distribution System and the Air Supply
Indication System .

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 APU
Auxiliary Power Unit - APU
• The auxiliary power unit is a gas turbine
engine with one shaft, located in section 48, in
the rear of the airplane. The unit provides
electrical and pneumatic power for in-flight and
ground operations. The APU provides electrical
power to the airplane by an oil cooled
generator. The APU provides pneumatic power
by an engine-driven load compressor. The
supply of APU electrical power is given priority
over APU pneumatic power. The APU control
panel on the overhead panel P5 contains the
APU start/shutdown (master control) switch
and some APU indicators. Other APU
indication is displayed on the Engine Indication
and Crew Alerting System (EICAS) panel (P2).
The aft control panel P8 of the pilot contains
the APU fire handle and the bottle discharge
light.
• The APU control panel P62, on the nose
landing gear, contains an APU shutdown
switch and a discharge switch for the fire
bottle. The E6 rack of the aft equipment center
holds the APU control unit, battery, and battery
charger.

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 Power Plant
• Two RB211-535E4 engines power the
757 airplane and are suspended from
wing mounted struts by two mounts
positioned in tandem along the top of
each engine. The front mount transmits
engine thrust, vertical and side loads to
the airframe structure. The rear mount
transmits vertical, side and torsional
loads to the airframe structure.
• Each propulsion system comprises an
engine, engine cowling, exhaust system
engine vents and drains system , and
accessories.

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 Fan Cowls
Fan Cowl Panels
• The fan cowl panels extend aft from the inlet
cowl to the engine firewall. They provide access
to the engine accessories on the low pressure
(LP) compressor case. Each panel is supported
by four support hinges with bolts attaching to
the engine strut. When closed, the hinged cowls
are interconnected by four hook-type latches on
the right-hand cowl and four corresponding U-
bolts on the left-hand cowl: the abutment faces
being dowel located.
• The panels are located and sealed
circumferentially on lands integral with the inlet
cowl and engine firewall. A longitudinal seal
attached to the upper edge of each panel
provides a seal with the engine strut. Seals
along the lower edge of the left panel provides a
seal between the two panels

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 Engine Fuel
• The engine fuel and control system
automatically delivers fuel to the
combustion system at a flow rate
consistent with engine power
requirements set by the thrust levers.
The system maintains the set power
irrespective of ambient temperature up to
specific ISA limits during take-off, climb,
and cruise. Above these temperatures it
may be necessary to restrict engine
power to prevent limiting values of shaft
speed and exhaust gas temperature
(EGT) being exceeded.
• The system is divided into the 5
subsystems listed below:
• (1) Fuel distribution system .
• (2) Fuel control system.
• (3) Fuel flow indicating system .
• (4) Fuel filter bypass warning system.
• (5) Fuel low pressure warning system.

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 Ignition
• The ignition power supply consists of two
separate high-energy ignition units for
each engine. The units are mounted on
the rear left-hand side of the LP
compressor (fan) case. Each ignition unit
comprises two semi-independent
channels, one having a 10 joule
capacitor and the other a 4 joule
capacitor.
• During starting and in-flight relighting the
10 joule channel is used. When
continuous ignition is selected the 4 joule
channel is used.

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 Engine Air
• The bleed valves are controlled through five
solenoids. Two IP solenoids control two bleed
valves and one bleed valve respectively, while
the one HP2 and two HP3 bleed valves are
controlled through individual solenoids.
• IP and HP solenoids are operated in
sequence by an electronic compressor bleed
valve control unit (BVCU), that senses IP
compressor speed (N2), IP compressor inlet
temperature (T2) and thrust lever position and
controls the bleed valves as a function of
N2/³T2. The schedule is affected by rate of
change of thrust lever position, measured by
a thrust lever angle transducer, and N2/³T2.
An altitude switch senses ambient pressure
(PO) to provide inputs to the BVCU to control
the value of N2/³T2 at which the bleed valves
close above a predetermined altitude.

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 Engine Indicating
• Engine indicating is comprised of the following:
engine pressure ratio(EPR) indicating system,
engine tachometer system, exhaust gas
temperature (EGT) indicating system, airborne
vibration monitoring (AVM) system, and
standby engine indication system.
• The EPR indicating system compares fan
exhaust pressure to inlet pressure and sends
this value to the upper Engine Indication and
Crew Alerting System (EICAS) display. EPR is
used as the main thrust parameter.
• The engine tachometer system measures N1,
N2, and N3 shaft speeds and displays N1
speed on the upper EICAS display and N2 and
N3 speeds on the lower EICAS display.

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 Engine Indicating
• The EGT indicating system measures the
temperature into the low-pressure turbine
and sends this temperature to the upper
EICAS display.
• The AVM system senses engine vibration
and relates this vibration to N1, N2, and
N3 shaft speeds by way of the signal
conditioner which sends the most
abnormal vibration level to the lower
EICAS display.
• The standby engine indication system
receives N1, N3, EGT, and EPR signals
from their appropriate sources. The
system is normally off and is turned on
manually or automatically when the
EICAS fails.

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 Exhaust
• The cold stream and hot stream gases are
discharged to atmosphere through the
engine exhaust system, at a velocity and in
the required direction to provide the resultant
thrust.
• The exhaust system accommodates two gas
streams: the cold (fan) stream, ejecting from
the low-pressure compressor, and the hot
gas stream ejecting from the turbines. The
two streams are combined in an exhaust
collector before being ejected through a
common propelling nozzle.

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 Thrust Reverser
• A thrust reverser is incorporated in the
exhaust system of each engine to assist
aircraft deceleration after landing. The thrust
reverser utilizes engine power as a
decelerating force by reversing the direction
of the exhaust gas stream. On RB211-535
engines, where the cold (fan) stream
constitutes the major proportion of the overall
thrust of the engine, reverse thrust is
provided entirely from the fan stream.
• The thrust reverser is an integral part of the
fan stream duct and nozzle. The reverser is
an annular outlet type with fixed deflector
vanes (cascades), through which the gas
flow is diverted in the reverse thrust mode. In
forward thrust configuration the cascades are
blocked off by a cowl, the outer sleeve of
which forms the aerodynamic line of the
propulsion system and the inner sleeve
forms part of the outer wall of the fan stream
duct.
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 Oil System
• The oil system is of the self-contained, full flow
re-circulatory type and provides lubrication and
cooling oil to the engine bearings, gears and
splines.
• Oil is drawn from the oil tank by a pressure
pump and returned by seven scavenge pumps
creating a continuous re-circulatory flow.
• Feed oil filtration is provided by a thread and
gauze filter and a convoluted gauze pressure
filter. Return oil filtration is provided by gauze
strainers and a convoluted gauze fine scavenge
filter.
• The engine bearing chambers and the oil tank
vent into the external gearbox. It then vents to
atmosphere through a centrifugal breather.
• Oil cooling is effected by passing the feed oil
through a heat exchanger positioned in the low-
pressure fuel feed going to the high-pressure
fuel pump.

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• Provision is made for flight compartment
indication of the following:
• (1) Oil tank capacity
• (2) Oil pressure
• (3) Low oil pressure
• (4) Oil temperature
• (5) Filter bypass
• Provision is made for engine internal condition
monitoring by magnetic chip detectors
positioned in the return oil system .
• METALLIC FLAKES
• THESE CAN BE SUB-DIVIDED INTO BALL
BEARING, ROLLER BEARING, BEARING
TRACK AND GEAR TEETH FLAKES.
• BALL BEARING AND BALL BEARING TRACK
FLAKES ARE USUALLY ROUGHLY
CIRCULAR WITH RADIAL SPLITS.
• ROLLER BEARING AND ROLLER BEARING
TRACK FLAKES ARE SCRATCHES.
• GEAR TEETH FLAKES, RESULTING FROM
SCUFFING, ARE OF IRREGULAR SHAPE
AND HAVE LUSTROUS APPEARANCE

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Metallic Fines
• FINES APPEAR ON AN OILY MCD AS A
BLACK SLUDGE. THESE RESULT
FROM "NORMAL" ENGINE WEAR BUT
AFTER BEING DEGREASED THEY
CAN, WITH THE NAKED EYE, BE
MISTAKEN FOR METALLIC FLAKES.
FROM "NORMAL" ENGINE WEAR BUT
AFTER BEING DEGREASED THE
FINES APPEAR ON AN OILY MCD AS A
BLACK SLUDGE.

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• THIS IS MACHINING DEBRIS -
INADVERTENTLY LEFT IN THE
ENGINE DURING BUILD. PIECES OF
TURNING ARE EASILY IDENTIFIABLE
BUT MILLING DEBRIS, WHEN BROKEN
UP, COULD POSSIBLY BE CONFUSED
EXAMINED. WITH GEAR OR STEEL
SEAL RUBBINGS AND MUST BE
CAREFULLY

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CHIPS AND GEAR TEETH FRAGMENTS
• CHIPS - THESE ARE VERY THICK
FLAKES OR DEFINITE LUMPS OF
METAL USUALLY WITH ONE GROUND
(SMOOTH) SURFACE.
• GEAR TEETH FRAGMENTS - CORNER
PIECES OF GEAR TEETH MAY BE
EVIDENCE OF INCORRECT GEAR
ALIGNMENT OR BEDDING.

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 Starting
• The engine starting system supplies the input to
turn the engine high pressure (HP) compressor
rotor to a speed at which engine light-up can
occur. The system is used for ground starts and
can also be used for in-flight starts. The start
system includes the engine-mounted
components that follow:
• (1) A pneumatic starter is installed on the forward
face of the high-speed (HS) external gearbox.
• (2) A starter control valve is installed on the lower
left side of the low pressure (LP) compressor
(fan) case.

757 FAM / Recurrent Training

 Start Control Valve

• Starter Control Valve

• (1) The starter control valve is a
pneumatically operated, electrically
controlled, shut-off valve located on the lower
left side of the LP compressor (fan) case.
• (2) The start valve controls the air flow from
the starter air duct to the starter motor. The
start valve is a butterfly type valve that is
contained in a cylindrical valve body. It has
in-line flanged end connectors, an actuator, a
solenoid valve and a pressure controller.
• There is a manual over-ride knob to open the
start valve manually incase of valve failure.

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This concludes the training, exam time.

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