B737 NG To CL Difference - Airframe - Systems

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AIRCRAFT INTRODUCTION
BOEING 737
HISTORICAL DETAILS
INTRODUCTION
The Boeing 737 is a short- to medium-range twin-engine narrow-body jet airliner.

Originally developed as a shorter, lower-cost twin-engine airliner derived from
Boeing’s 707 and 727, the 737 has developed into a family of nine passenger models
with a capacity of 85 to 215 passengers. The 737 is Boeing’s only narrow-body airliner
in production, with the -600, -700, -800, and -900ER variants currently being built. A
re-engine and redesigned version, the 737 MAX, is set to debut in 2017.
Originally envisioned in 1964, the initial 737-100 flew in 1967 and entered airline
service in February 1968. Next the lengthened 737-200 entered service in April 1968.
In the 1980s Boeing launched the -300, -400, and -500 models, subsequently referred
to as the Boeing 737 Classic series. The 737 Classics added capacity and incorporated
CFM56 turbofan engines along with wing improvements. In the 1990s Boeing
introduced the 737 Next Generation with multiple changes including a redesigned
wing, upgraded cockpit, and new interior. The 737 Next Generation comprises the
four -600, -700, -800, and -900ER models, ranging from 102 ft (31.09 m) to 138 ft
(42.06 m) in length. Boeing Business Jet versions of the 737 Next Generation are
also produced.
The 737 series is the best-selling jet airliner in the history of aviation. The 737 has
been continuously manufactured by Boeing since 1967 with 7,457 aircraft delivered
and 3,044 orders yet to be fulfilled as of January 2013. 737 assembly is centred at the
Boeing Renton Factory in Renton, Washington. Many 737s serve markets previously
filled by 707, 727, 757, DC-9, and MD-80/MD-90 airliners, and the aircraft currently
competes primarily with the Airbus A320 family. There are, on average, 1,250 Boeing
737s airborne at any given time, with two departing or landing somewhere every five
seconds.
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AIRCRAFT INTRODUCTION - 737-200 COCKPIT
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AIRCRAFT INTRODUCTION first flight was on February 19, 1988 and, after a seven-month/500-hour flight-testing
run, entered service with Piedmont Airlines that October.
BOEING 737 The -500 series was offered, due to customer demand, as a modern and direct
replacement of the 737-200. It incorporated the improvements of the 737 Classic
HISTORICAL DETAILS series, allowing longer routes with fewer passengers to be more economical than with
the 737-300. The fuselage length of the -500 is 1 ft 7 in (48 cm) longer than the 737-
DEVELOPMENT 200, accommodating up to 132 passengers. Both glass and older-style mechanical
cockpits arrangements were available. Using the CFM56-3 engine also gave a 25%
increase in fuel efficiency over the older -200s P&W engines.
IMPROVED VARIANTS
The 737-500 was launched in 1987 by Southwest Airlines, with an order for 20
Development began in 1979 for the 737s first major revision. Boeing wanted to aircraft, and flew for the first time on June 30, 1989. A single prototype flew 375 hours
increase capacity and range, incorporating improvements to upgrade the aircraft to for the certification process, and on February 28, 1990, Southwest Airlines received
modern specifications, while also retaining commonality with previous 737 variants. In the first delivery. The 737-500 has become a favourite of some Russian airlines, with
1980, preliminary aircraft specifications of the variant, dubbed 737-300 were released Aeroflot-Nord (now Nordavia), S7 Airlines, and Rossiya Airlines all buying second-
at the Farnborough Airshow. hand models of the aircraft to replace aging Soviet-built aircraft.
The CFM56-3B-1 high-bypass turbofan engine was chosen to power the aircraft, After the introduction of the -600/700/800/900 series, the -300/400/500 series was
which yielded significant gains in fuel economy and a reduction in noise, but also called the 737 Classic series.
posed an engineering challenge, given the low ground clearance of the 737 and the
larger diameter of the engine over the original Pratt & Whitney engines. Boeing and The price of jet fuel has skyrocketed in the past five years; airlines devoted 40% of the
engine supplier CFMI solved the problem by placing the engine ahead of the wing, retail price of an air ticket to pay for fuel in 2008, versus 15% in 2000. Consequently,
and by moving engine accessories to the sides of the engine pod, giving the engine a carriers have begun to retire the Classic 737 series to reduce their fleet sizes;
distinctive non-circular “hamster pouch” air intake. replacements consist of more efficient Next Generation 737s or Airbus A320/A319/
A318 series aircraft. On June 4, 2008, United Airlines announced it would retire all 94
The passenger capacity of the aircraft was increased to 149 by extending the of its Classic 737 aircraft (64 737-300 and 30 737-500 aircraft), replacing them with
fuselage around the wing by 2.87 meters (9 ft 5 in). The wing incorporated a number Airbus A320 jets taken from its Ted subsidiary, which has been shut down.
of changes for improved aerodynamics. The wing tip was extended 9 in (23 cm) and
the wing span by 1 ft 9 in (53 cm). The leading-edge slats and trailing-edge flaps
were adjusted. The flight deck was improved with the optional EFIS (Electronic Flight
Instrumentation System), and the passenger cabin incorporated improvements similar
to those developed on the Boeing 757. The prototype -300, the 1,001st 737 built, first
flew on 24 February 1984 with pilot Jim McRoberts. It and two production aircraft flew
a nine-month-long certification program.
In June 1986, Boeing announced the development of the 737-400, which stretched
the fuselage a further 10 ft (3.0 m), increasing the passenger load to 170. The -400s
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AIRCRAFT INTRODUCTION - 737-300 COCKPIT
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AIRCRAFT INTRODUCTION program was operated by 10 aircraft; 3 -600s, 4 -700s, and 3 -800s.
In 2004, Boeing offered a Short Field Performance package in response to the needs
BOEING 737 of Gol Transportes Aéreos, which frequently operates from restricted airports. The
enhancements improve takeoff and landing performance. The optional package is
HISTORICAL DETAILS available for the 737NG models and standard equipment for the 737-900ER. The
CFM56-7B Evolution nacelle began testing in August 2009 to be used on the new
DEVELOPMENT 737 PIP (Performance Improvement Package) due to enter service mid 2011. This
new improvement is said to shave at least 1% off overall drag and have some weight
benefits. Overall, it is claimed to have a 2% improvement on fuel burn on longer
NEXT-GENERATION MODELS stages. In 2010, new interior options for the 737NG included the 787-style Boeing
Sky Interior.
Prompted by the modern Airbus A320, Boeing initiated development of an updated
series of aircraft in 1991. After working with potential customers, the 737 Next Boeing delivered the 5,000th 737 to Southwest Airlines on February 13, 2006. Boeing
Generation (NG) program was announced on November 17, 1993. The 737NG delivered the 6,000th 737 to Norwegian Air Shuttle in April 2009. The Airbus A320
encompasses the -600, -700, -800, and -900, and is to date the most significant family has outsold the 737NG over the past decade, although its order totals include
upgrade of the airframe. The performance of the 737NG is, in essence, that of a new the A321 and A318, which have also rivalled Boeing’s 757 and 717, respectively. The
aircraft, but important commonality is retained from previous 737 models. 737NG has also outsold the A320 on an annual basis in past years, with the next
generation series extending the jetliner’s run as the most widely sold and commonly
The wing was redesigned with a new aerofoil section, greater chord, increased wing flown airliner family since its introduction.
span by 16 ft (4.9 m) and area by 25%, which increased total fuel capacity by 30%.
New, quieter, more fuel-efficient CFM56-7B engines were used. The wing, engine, and
fuel capacity improvements combined increase the 737s range by 900 nautical miles
to over 3,000 nautical miles (5,600 km), now permitting transcontinental service. With
the increased fuel capacity, higher maximum takeoff weight (MTOW) specifications
are offered.
The 737NG included redesigned vertical stabilizers, and winglets were available on
most models. The flight deck was upgraded with modern avionics, and passenger cabin
improvements similar to those on the Boeing 777, including more curved surfaces
and larger overhead bins than previous-generation 737s. The Next Generation 737
interior was also adopted on the Boeing 757-300.
The first NG to roll out was a -700, on December 8, 1996. This aircraft, the 2,843rd
737 built, first flew on February 9, 1997. The prototype -800 rolled out on June 30,
1997 and first flew on July 31, 1997. The smallest of the new variants, the -600s, is
the same size as the -500. It was the last in this series to launch, in December 1997.
First flying January 22, 1998, it was given certification on August 18, 1998. A flight test
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AIRCRAFT INTRODUCTION - 737-600/700/800/900 NEXT GENERATION - COCKPIT REMODEL
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BOEING 737
HISTORICAL DETAILS
DEVELOPMENT
ENGINES
Engines on the 737 Classic series (300, 400, 500) and Next-Generation series (600,
700, 800, 900) do not have circular inlets like most aircraft. The 737 Classic series
featured CFM56 turbofan engines, which yielded significant gains in fuel economy
and a reduction in noise over the JT8D engines used on the -100 and -200, but also
posed an engineering challenge given the low ground clearance of the 737. Boeing
and engine supplier CFMI solved the problem by placing the engine ahead of (rather
than below) the wing, and by moving engine accessories to the sides (rather than the
bottom) of the engine pod, giving the 737 a distinctive non-circular air intake.
The wing also incorporated a number of changes for improved aerodynamics. The
engines’ accessory gearbox was moved from the 6 o’clock position under the engine to
the 4 o’clock position (from a front/forward looking aft perspective). This side-mounted
gearbox gives the engine a somewhat triangular rounded shape. Because the engine
is close to the ground, 737-300s and later models are more prone to engine foreign-
object damage (FOD). The improved CFM56-7 turbofan engine on the 737 Next
Generation is 7% more fuel-efficient than the previous CFM56-3 in the 737 classics.
The newest 737 variants, the 737 MAX family, are to feature CFM International LEAP-
1B engines with a 1.73 m fan diameter. These engines are expected to be 10-12%
more efficient than the CFM56-7B engines on the 737 Next Generation family.
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BOEING 737
HISTORICAL DETAILS
DEVELOPMENT
FLIGHT SYSTEMS
The primary flight controls are intrinsically safe. In the event of total hydraulic system
failure or double engine failure, they will automatically and seamlessly revert to control
via servo tab. In this mode, the servo tabs aerodynamically control the elevators and
ailerons; these servo tabs are in turn controlled by cables running to the control yoke.
The pilot’s muscle forces alone control the tabs. The 737 is the only currently-produced
passenger aircraft this size or larger that can operate completely without hydraulics.
For the 737 Next Generation, a six-screen LCD glass cockpit with modern avionics
was implemented while retaining crew commonality with previous generation 737.
Most 737 cockpits are equipped with “eyebrow windows” positioned above the main
glareshield. Eyebrow windows were a feature of the original 707. They allowed
for greater visibility in turns, and offered better sky views if navigating by stars.
With modern avionics, they became redundant, and many pilots actually placed
newspapers or other objects in them to block out sun glare. They were eliminated from
the 737 cockpit design in 2004, although they are still installed in military variants and
at customer request. These windows are sometimes removed and plugged, usually
during maintenance overhauls, and can be distinguished by the metal plug which
differs from the smooth metal in later aircraft that were not originally fitted with the
windows.
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BOEING 737
HISTORICAL DETAILS
DEVELOPMENT
VARIANTS
The 737 models can be divided into three generations, including nine major variants.
The “Original” models consist of the 737-100, 737-200/-200 Advanced. The “Classic”
models consist of the 737-300, 737-400, and 737-500. The “Next Generation” variants
consist of the 737-600, 737-700/-700ER, 737-800, and 737-900/-900ER. Of these
nine variants, many feature additional versions such as the T-43, which is a modified
Boeing 737-200 used by the United States Air Force (USAF).
The fourth generation derivative - the 737 MAX - is currently under development and
will encompass the 737-MAX-7, 737-MAX-8, and 737-MAX-9 which will replace the
-700, -800 and -900/900ER versions of the NG family, respectively.
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AIRCRAFT INTRODUCTION - 737 VARIANTS
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BOEING 737
HISTORICAL DETAILS
DEVELOPMENT
VARIANTS
737-100
The initial model was the 737-100. It was launched in 1968. The -100 was rolled
out on January 17, 1967 and entered service with Lufthansa in 1968. The aircraft is
the smallest variant of the 737. Only 30 737-100s were ordered and delivered, and
no 737-100s remain in service today. The original Boeing prototype, last operated
by NASA and retired more than 30 years after its maiden flight, is on exhibit in the
Museum of Flight in Seattle.
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AIRCRAFT INTRODUCTION - 737 VARIANTS - 737-100
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AIRCRAFT INTRODUCTION The Indonesian Air Force ordered three modified 737-200s, designated Boeing 737-
2x9 Surveiller. They were used as Maritime reconnaissance (MPA)/transport aircraft,
fitted with SLAMMAR (Side-looking Multi-mission Airborne Radar). The aircraft were
BOEING 737 delivered between May 1982 and October 1983.
HISTORICAL DETAILS After 40 years the final 737-200 aircraft in the United States flying scheduled passenger
service were phased out on March 31, 2008, with the last flights of Aloha Airlines
DEVELOPMENT (Aloha continues to fly its interisland cargo flights as Aloha Air Cargo). The aircraft
had been eliminated from regular-scheduled service in the continental United States
in 2006, when Delta Air Lines withdrew the type, but still sees regular service through
VARIANTS North American charter operators such as Sierra Pacific, SkyKing, and possibly a few
others. The variant was in use by Bahamasair in the Bahamas for 36 years before
737-200 being replaced by a 737-500 in 2012.
The 737-200 is a 737-100 with an extended fuselage, launched by an order from

United Airlines in 1965. The -200 was rolled out on June 29, 1967, and entered service
in 1968. The 737-200 Advanced is an improved version of the -200, introduced into
service by All Nippon Airways on May 20, 1971. The -200 Advanced has improved
aerodynamics, automatic wheel brakes, more powerful engines, more fuel capacity,
and longer range than the -200. Boeing also provided the 737-200C (Convertible),
which allowed for conversion between passenger and cargo use and the 737-200QC
(Quick Change), which facilitated a rapid conversion between roles. The 1,095th and
last delivery of a -200 series aircraft was in August 1988 to Xiamen Airlines. A large
number of 737-200s are still in service, mostly with “second and third tier” airlines, as
well as those of developing nations. In many cases they are being phased out due
to fuel efficiency, noise emissions (despite the vast majority having had their JT8Ds
fitted with hush kits), and higher maintenance costs than their newer cousins.
With a gravel-kit modification the 737-200 can use unimproved or unpaved landing
strips, such as gravel runways that other similarly-sized jet aircraft cannot. Gravel-
kitted 737-200 Combis are currently used by Canadian North, First Air, Air Inuit and
Air North in northern Canada. For many years, Alaska Airlines made use of gravel-
kitted 737-200s to serve Alaska’s many unimproved runways across the state.
Nineteen 737-200s were used to train aircraft navigators for the US Air Force,
designated T-43. Some were modified into CT-43s, which are used to transport
passengers, and one was modified as the NT-43A Radar Test Bed. The first was
delivered on July 31, 1973 and the last on July 19, 1974.
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AIRCRAFT INTRODUCTION - 737 VARIANTS - 737-200
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BOEING 737
HISTORICAL DETAILS
DEVELOPMENT
VARIANTS
737 CLASSIC SERIES
The Boeing 737 Classic is the name given to the -300/-400/-500 series of the Boeing
737 aircraft after the introduction of the -600/700/800/900 series. The Classic series
was originally introduced as the ‘new generation’ of the 737. Produced from 1984 to
2000, 1988 aircraft were delivered. As of January 1, 2001, 1945 were in service.
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AIRCRAFT INTRODUCTION - 737 CLASSIC - 737-400
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BOEING 737
HISTORICAL DETAILS
DEVELOPMENT
VARIANTS
OPERATORS
The 737 is operated by more than 500 airlines, flying to 1,200 destinations in 190
countries. With over 10,000 aircraft ordered, over 7,000 delivered, and over 4,500
still in service, at any given time there are on average 1,250 airborne worldwide. On
average, somewhere in the world, a 737 takes off or lands every five seconds. Since
entering service in 1968, the 737 has carried over 12 billion passengers over 120
billion km (65 billion nm), and has accumulated more than 296 million hours in the
air. The 737 represents more than 25% of the worldwide fleet of large commercial jet
airliners.
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INTENTIONALLY
BLANK
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BOEING 737 CLASSIC
INTRODUCTION
The Boeing 737 Classic is the -300/-400/-500 series of the Boeing 737, so named
following the introduction of the -600/-700/-800/-900 series. They are short to medium
range, narrow-body jet airliners produced by Boeing Commercial Airplanes.
The Classic series was introduced as the ‘new generation’ of the 737-100/200 series
aircraft. Produced from 1984 to 2000, 1,989 aircraft were delivered.
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BOEING 737 CLASSIC
INTRODUCTION
DEVELOPMENT AND DESIGN
Following the success of the Boeing 737-200 Advanced, Boeing wanted to increase
capacity and range, incorporating improvements to upgrade the plane to modern
specifications, while also retaining commonality with previous 737 variants.
Development began in 1979, and in 1980 preliminary aircraft specifications were

released at the Farnborough Airshow. In March 1981, USAir and Southwest Airlines
each ordered 10 aircraft, with an option for 20 more.
The new series featured CFM56 turbofan engines, yielding significant gains in fuel
economy and a reduction in noise, but also posing an engineering challenge given
the low ground clearance of the 737. Boeing and engine supplier CFMI solved the
problem by placing the engine ahead of (rather than below) the wing, and by moving
engine accessories to the sides (rather than the bottom) of the engine pod, giving the
737 a distinctive non-circular air intake.
The wing incorporated a number of changes for improved aerodynamics. The wing
tip was extended 9 inches (23 cm). The leading-edge slots and trailing-edge flaps
were adjusted. The flight deck was improved with the optional EFIS (Electronic Flight
Instrumentation System), and the passenger cabin incorporated improvements similar
to those on the Boeing 757.
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BOEING 737 CLASSIC
INTRODUCTION
VARIANTS
737-300
The prototype of the -300 rolled out of the Renton plant on January 17, 1984, and
first flew on 24 February 1984. After it received its flight certification on November 14,
1984, USAir received the first aircraft on 28 November. A very popular aircraft, Boeing
received 252 orders for it in 1985, and over 1000 throughout its production.
The 300 series remained in production until 1999 when the last aircraft was delivered
to Air New Zealand on 17 December 1999, registration ZK-NGJ.
In December 2008, Southwest Airlines selected Boeing to retrofit the 737-300 with a
new set of instruments, hardware and software, in order to improve commonality with
the 737-700, as well as to support the Required Navigation Performance initiative.
The 737-300 can be retrofitted with Aviation Partners Boeing winglets. The 737-300
retrofitted with winglets is designated the -300SP (Special Performance).
Used passenger -300 aircraft have also been converted to freighter versions. The
737-300 is now replaced by the 737-700 in the Boeing 737 Next Generation family.
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AIRCRAFT INTRODUCTION - 737 CLASSIC VARIANTS - 737-300
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BOEING 737 CLASSIC
INTRODUCTION
VARIANTS
737-400
The 737-400 design was launched in 1985 to fill the gap between the 737-300 and
the 757-200, and competed with the Airbus A320 and McDonnell Douglas MD-80.
It stretched the 737-300 another 10 ft (3.45 m) to carry up to 168 passengers. It
included a tail bumper to prevent tail scrapes during take-off (an early issue with the
757), and a strengthened wing spar. The prototype rolled out on January 26, 1988,
and fl ew for the fi rst time on 19 February 1988.
The aircraft entered service on September 15, 1988, with launch customer Piedmont
Airlines (25 aircraft ordered).
The 737-400F was not a model delivered by Boeing but a converted 737-400 to
an all cargo aircraft. Alaska Airlines was the first to convert one of their 400s from
regular service to an aircraft with the ability to handle 10 pallets. The airline has also
converted five more into fixed combi aircraft for half passenger and freight. These
737-400 Combi aircraft are now in service. The 737-400 is now replaced by the 737-
800 in the Boeing 737 Next Generation family.
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BOEING 737 CLASSIC
INTRODUCTION
VARIANTS
737-500
The -500 series was offered, due to customer demand, as a modern and direct
replacement of the 737-200, incorporating the improvements of the 737 Classic series
in a model that allowed longer routes with fewer passengers to be more economical
than with the 737-300.
The fuselage length of the -500 is 1 ft 7 in (47 cm) longer than the 737-200,
accommodating up to 132 passengers. Both glass and older style mechanical cockpits
arrangements were available. Using the CFM56-3 engine also gave a 25% increase in
fuel efficiency over the older -200s P&W engines.
The 737-500 was launched in 1987, by Southwest Airlines, with an order for 20
aircraft, and flew for the first time on 30 June 1989.
A single prototype flew 375 hours for the certification process, and on February 28,
1990 Southwest Airlines received the first delivery.
The 737-500 has become a favourite of some Russian airlines, with Nordavia, Rossiya
Airlines, S7 Airlines, Sky Express, Transaero, and Yamal Airlines all buying second-
hand models of the aircraft to replace aging Soviet-built aircraft and/or expand their
fleets. Aerolíneas Argentinas is replacing its 737-200s with second-hand 737-500s.
The 737-500 is now replaced by the 737-600 in the Boeing 737 Next Generation
family. However, unlike the 737-500, the 737-600 has been a slow seller for Boeing
since its introduction, with only 69 aircraft delivered.
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CONTROLLERæ4HEREæISæNOæ)&%æINSTALLATIONæ!æMUSICæREPRODUCERæISæINSTALLEDæANDæINTERFACESæ
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TOæ THEæ " æ ANDæ " æ 4HEæ AIRCONDITIONINGæ SYSTEMæ ONæ THEæ " æ ISæ
IDENTICALæ INæ OPERATIONæ TOæ THEæ " æ ANDæ " æ 4HEREæ AREæ SOMEæ CHANGESæ TOæ
THEæRAMæAIRæACTUATORæANDæAIRæCYCLEæMACHINE 4HEæELECTICALæ POWERæ SYSTEMæ ISæ COMPLETLYæ DIFFERENTæ FROMæ THEæ SYSTEMæ INSTALLEDæ ONæ THEæ
".'æANDæWILLæBEæCOVEREDæINæFULLæINæTHEæELECTRICALæPOWERæSECTIONæOFæTHESEæNOTES
4HEREæAREæSOMEæMAJORæDIFFERENCESæINæTHEæPRESSURIZATIONæSYSTEMæ4HEæOUTFLOWæVALVEæISæ
COMPLETLYæ DIFFERENTæ ANDæ THEæ MEANSæ OFæ CONTROLæ ISæ DIFFERENTæ 4HEæ SYSTEMæ ALSOæ INCLUDESæ
ANALOGUEæ CABINæ PRESSUREæ CONTROLLERSæ ANDæ AIRæ DATAæ COMPUTERSæ FORæ ALTITUDEæ INFORMATIONæ !4!æ æ&)2%æ$%4%#4)/.æ!.$æ02/4%#4)/.
3YSTEMæOPERATIONæISæIDENTICAL
4HEREæ AREæ SOMEæ MINORæ CHANGESæ TOæ THEæ FIREæ DETECTIONæ ANDæ PROTECTIONæ SYSTEMæ
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ISæ IDENTICALæ TOæ THEæ ".' æ BUTæ THEREæ AREæ NOæ FLIGHTæ CONTROLæ POSITIONæ INDICATIONSæ
INDICATIONS
4HEREæ AREæ MAJORæ CHANGESæ WITHæ THEæ !UTOTHROTTLEæ SYSTEMæ 4HEæ THRUSTæ LEVERSæ AREæ DISPLAYEDæONæTHEæ%&)3æSYSTEM
CONNECTEDæ TOæ THEæ ENGINEæ BYæ Aæ CABLEæ ANDæ PULLYæ SYSTEM æ THEæ AUTOTHROTTLEæ SERVOæ ISæ
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BOEING 737 CLASSIC !4!æ æ,!.$).'æ'%!2
INTRODUCTIONæ4/æ""æ$)&&%2%.#%3æ&2/-æ" 4HEæ,ANDINGæGEARæSYSTEMæHASæMAJORæCHANGESæ4HEæ03%5æISæREPLACEDæBYæTHEæFUNCTIONæ

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VIEWINGæ WINDOWSæ FORæ THEæ CREWæ TOæ CHECKæ GEARæ ISæ DOWNæ ANDæ LOCKEDæ ASæ THEæ ADDITIONæ æ
4HEæ FUELæ STORAGEæ ANDæ DISTRIBUTIONæ ISæ IDENTICAL æ BUTæ THEæ QUANTIESæ HELDæ INæ EACHæ TANKæ ISæ 'REENæ$OWNæANDæ,OCKEDæ,IGHTSæONæTHEæ0æOVERHEADæPANELæAREæNOTæNORMALLYæFITTEDæONæ
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4HEæ HYDRAULICæ SYSTEMæ ISæ ALMOSTæ IDENTICALæ COMPAREDæ TOæ THEæ ".'æ SERIESæ AIRCRAFTæ
4HEREæ AREæ SOMEæ MINORæ CHANGESæ TOæ THEæ HYDRAULICæ PRESSUREæ MODULES æ LOCATIONSæ OFæ
SYSTEMæ FILTERSæ ANDæ SOMEæ LARGEæ DIFFERENCESæ INæ SYSTEMæ QUANTITYæ ANDæ PRESSUREæ !4!æ æ.!6)'!4)/.
INDICATIONSæ(YDRAULICæPARAMETERSæAREæNOTæDISPLAYEDæONæTHEæ%&)3æSYSTEM
4HEREæ AREæ MAJORæ CHANGESæ TOæ THEæ NAVIGATIONæ SYSTEMæ #OMPONENTæ LOCATIONSæ HAVEæ
CHANGEDæ DUEæ TOæ THEæ REDESINEDæ LAYOUTæ OFæ THEæ %%æ COMPARTMENTæ 4HEæ #$3æ SYSTEMæ ISæ
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BOEING 737 CLASSIC !4!æ æ7).$/73
INTRODUCTIONæ4/æ""æ$)&&%2%.#%3æ&2/-æ" 4HEREæAREææADDITIONALæWINDOWS æONEæINæEACHæOFæTHEæ.,'æANDæ-,'æBAYSæ4HEYæALLOWæ

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4HEREæAREæSOMEæMINORæDIFFERENCESæ4HEæENGINEæMOUNTEDæCOMPONENTSæAREæINæDIFFERENTæ 4HEæ "#,æ HASæ THEæ #&- æ INSTALLED æ THEREæ AREæ MAJORæ DIFFERENCESæ FROMæ THEæ
LOCATIONSæ ONæ THEæ #&- æ ANDæ THEæ PNEUMATICæ PRESSUREæ TRANSMITTERSæ AREæ DIFFERENTæ #&- æ INSTALLEDæ ONæ THEæ ".'æ SERIESæ AIRCRAFTæ 4HEæ #&- æ ENGINEæ WILLæ BEæ
#ONTROL æOPERATIONæANDæINDICATIONæFUNCTIONSæAREæTHEæSAME EXPLAINEDæINæDETAILæINæTHEæPOWERPLANTæSECTIONæOFæTHESEæNOTES
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OPERATIONæWILLæBEæEXPLAINEDæINæTHEæ!05æSECTIONæOFæTHESEæNOTESæ&LIGHTæDECKæCONTROLSæ
ANDæINDICATIONSæAREæALMOSTæIDENTICAL
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4HEæ 03%5æ WASæ DELETEDæ INæ !4!æ ANDæ THEREæ AREæ CHANGESæ TOæ THEæ DOORæ WARNINGæ
SYSTEMæ $OORæ WARNINGæ INDICATIONSæ AREæ IDENTICALæ 4HEREæ AREæ MAJORæ CHANGESæ INæ THEæ
DESIGNæ ANDæ OPERATIONæ OFæ THEæ OVERWINGæ EXITæ DOORSæ ANDæ Aæ SLIGHTæ CHANGEæ TOæ THEæ %%æ
COMPARTMENTæDOORæCARRIAGEæ!LLæOTHERæDOORSæREMAINæIDENTICALæINæDESIGNæANDæOPERATION
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AIR CONDITIONING
COOLING
RAM AIR INLET ACTUATOR
LOCATION
The ram air inlet actuator is in the aft section of the air conditioning compartment. The
actuator attaches to the structure near the ram air exhaust assembly. You get access
to the actuator from the air conditioning compartment. There is a ram air inlet actuator
for the left and the right ram air systems.
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AIR CONDITIONING - COOLING - RAM AIR INLET ACTUATOR
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AIR CONDITIONING actuator arm transmits movement through a link arm to the modulation panel shaft
assembly. The shaft turns link arms that lift or lower the two panels. The aft panel has
rollers that let it move forward or aft as the two panels move up or down.
COOLING
The modulation panel and the ram air inlet deflector door are mechanically connected.
RAM AIR INLET DOOR ASSEMBLY
RAM AIR INLET DEFLECTOR DOOR
PURPOSE
The ram air inlet deflector door makes sure ice, rocks, and other unwanted material
The ram air inlet assembly controls air flow into the ram air system for heat exchanger do not go into the ram air inlet.
cooling.
The shaft assembly moves the deflector door.
LOCATION
LOCATION
The ram air inlet assembly is in the wing-to-body fairing forward of the air conditioning
compartments. The modulation panel is in the inlet of the ram air inlet duct. The ram The ram air inlet deflector door and shaft assembly are in the wing-to-body fairing
air inlet assembly has these two major assemblies: forward of the air conditioning compartments. The deflector door is in the forward
area of the ram air inlet assembly. You get access to the deflector door from the ram
• Ram air inlet modulation panel. air inlet.
• Ram air inlet deflector door.
PHYSICAL DESCRIPTION
RAM AIR INLET MODULATION PANEL
The ram air inlet deflector door is a flat surface that is spring-loaded closed. The shaft
The ram air inlet modulation panel has two panel sections. The two panels are hinged assembly is a torque tube with two tie-rods and a pre-loaded spring. The tier rods
together. The forward panel has a hinge at the forward end that connects to the connect to clevis fittings on the deflector door.
aircraft structure. The aft panel has rollers in tracks at the aft end. On the aft panel,
clevis fittings on the mid section, and the upper surface, connect link arms to the shaft FUNCTIONAL DESCRIPTION
assembly.
The ram air inlet actuator transmits motion through tie-rods and link arms to the shaft
FUNCTIONAL DESCRIPTION assembly. The shaft assembly transmits motion to the deflector door.
The ram air inlet modulation panel and shaft assembly adjusts the quantity of air The ram air inlet deflector door has two positions. When the aircraft is on the ground,
that goes into the ram air system. The ram air inlet actuator supplies the movement the door extends to give protection to the ram air inlet. When the aircraft is in the air,
functions. the deflector door retracts.
The ram air inlet actuator moves the modulation panel. Linear movement of the
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AIR CONDITIONING - COOLING - RAM AIR INLET DOOR ASSEMBLY
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AIR CONDITIONING
COOLING
RAM AIR SYSTEM
MECHANICAL FUNCTIONAL DESCRIPTION
The ram air inlet modulation panels have two panel sections. The forward end of the
forward panel is hinged to structure and its aft end is hinged to the forward end of the
aft panel section. The aft end of the aft panel section has rollers in tracks that allow
movement forward and aft. Two cranks with rollers attached move the forward end of
the aft panel inboard or outboard to open or close the inlet. The cranks attach to a
shaft which is operated by the ram air actuator through a cable system.
The deflector door is hinged at its forward edge to aircraft structure and is shaped to
be flush in the inlet when retracted. This prevents interference with ram airflow into
the ram air ducts. A mechanical linkage connected to the modulation panel cable
system causes the deflector door to be extended when the aircraft is on the ground.
The deflector door decreases the possibility of foreign material entering the ram air
system when the aircraft is on the ground.
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AIR CONDITIONING - COOLING - RAM AIR SYSTEM - MECHANICAL FUNCTIONAL DESCRIPTION
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AIR CONDITIONING
COOLING
AIR CYCLE MACHINE
PURPOSE
The air cycle machine (ACM) decreases air temperature, by expansion through a
turbine.
LOCATION
The air cycle machine is in the air conditioning compartment. There is an ACM for
each of the left and right pack systems.
The air cycle machine is a high-speed rotating assembly. It has these two sections
connected by a common shaft:
• Turbine.
• Compressor.
Bearings support the shaft. The bearings are oil lubricated by a reservoir/wick system.
TRAINING INFORMATION POINT
The ACM is properly serviced when the oil level is at the 3/4 level on the sight gauge.
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AIR CONDITIONING - COOLING - AIR CYCLE MACHINE
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AIR CONDITIONING EQUIPMENT COOLING SYSTEM • Supply system air cleaner.
• Equipment racks in the EE compartment.
GENERAL DESCRIPTION The automatic flow control valve lets exhaust air go overboard when the aircraft is on
the ground. The exhaust air supplements heat in the forward cargo compartment in
GENERAL flight.
The equipment cooling system uses these two systems to remove heat from LOW FLOW SENSORS
equipment:
The supply and the exhaust systems use low flow sensors to monitor the cooling
• Supply system (pushes air). quality of air through the system. When a low flow or not sufficient cooling condition
• Exhaust system (pulls air). occurs, the low flow sensor supplies an alarm signal to the flight compartment for
annunciation.
The supply system and the exhaust system use fans to move air. Each system has a
primary fan and an alternate fan.
The supply and exhaust fans move air through ducts and manifolds. The ducts and
manifolds connect to shrouds around the electronic and electrical equipment. Low
flow sensors monitor the ducts for cooling flow conditions.
SUPPLY
The supply fans push air to these components:
• P1 and P2 (display units).

• P9 panel (FMC control display units).
• P8 (centre aisle stand).
• Equipment racks in the EE compartment.
EXHAUST
The exhaust fans pull air from these components:
• P2 and P3 (display units).

• P9 (FMC control display units).
• P6 (circuit breaker panel).
• P5 (control and indication).
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INTENTIONALLY
BLANK
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AIR CONDITIONING LOW FLOW SENSORS
EQUIPMENT COOLING SYSTEM The supply and exhaust low flow sensors are in the forward equipment compartment.
They are forward of the nose wheel well. You get access through the forward equipment
compartment access door.
COMPONENT LOCATION
GENERAL
The equipment cooling system has these two parts:
• Supply.
• Exhaust.
SUPPLY
The supply duct extends forward along the right sidewall.
It divides to supply the equipment racks in the EE compartment and the panels in the
flight compartment.
The forward lower section of the EE compartment contains these components:
• Normal and alternate supply fans.

• Check valves.
• Air cleaner.
EXHAUST
The aft lower section of the EE compartment contains these components:
• Normal and alternate exhaust fans.

• Check valves.
• Automatic flow control valve.
The automatic flow control valve is under the floor structure at the centre aft area of
the EE compartment.
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AIR CONDITIONING - EQUIPMENT COOLING SYSTEM - COMPONENT LOCATION
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AIR CONDITIONING
EQUIPMENT COOLING SYSTEM
OPERATIONæ æ5.#(!.'%$
GENERAL
THE CONTROLS and indications for the equipment cooling system are on the
equipment cooling panel on the P5 forward overhead panel.
OPERATION
The equipment cooling panel has an equipment cooling SUPPLY switch and an
equipment cooling EXHAUST switch.
Each switch has these two positions:

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• NORM.
• ALTN. 683 3/< (; +$86 7
You put the switch in one of these positions to operate the normal or the alternate fan.
1250
INDICATION $/71
The equipment cooling system has indicator lights to give a warning when there is
not sufficient cooling air flow. On the ground the crew call horn also operates when
there is not sufficient cooling air flow in the supply or exhaust system. This gives 2) ) 2) )
you a warning that you must remove aircraft electrical power to prevent an overheat
condition.
These are the warning indications:
• Amber OFF lights on the P5 panel.

• OVERHEAD annunciator and MASTER CAUTION lights.
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AIR CONDITIONING - EQUIPMENT COOLING SYSTEM - AIR CLEANER
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AIR CONDITIONING
EQUIPMENT COOLING SYSTEM
SUPPLY AND EXHAUST FANSæ æ#/-0/.%.4æ2%,/#!4)/.
PURPOSE
The supply and exhaust fans move air around electrical equipment to remove heat.
GENERAL DESCRIPTION
There are two sets of fans {normal and alternate} for the supply and the exhaust
systems. One fan per system operates at a time.
LOCATION
The supply fans and check valves are in the EE compartment. You get access to the
supply fans through the right partition access panel of the forward cargo compartment.
The exhaust fans and check valves are in the aft lower section of the EE compartment.
You get access to the exhaust fans through the raised access panel aft of the
equipment access door.
The fans are single-stage fans with an integral induction motor. They each have a
check valve and install as a unit. The fans have thermal switches that protect the fans
fro m overheat damage.
The supply and exhaust fans install with V-band clamps. Arrows show the correct
direction of flow. The supply and exhaust fans are interchangeable.
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AIR CONDITIONING - EQUIPMENT COOLING SYSTEM - SUPPLY AND EXHAUST FANS
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AIR CONDITIONING
PRESSURIZATION CONTROL
INTRODUCTION
PURPOSE
The aircraft operates at altitudes where the oxygen density is not sufficient to sustain
life. The pressurization control system keeps the aircraft cabin interior at a safe
altitude. This protects the passengers and crew from the effects of hypoxia (oxygen
starvation).
These are the sub-systems of the pressurization control:
• Cabin pressure control system.

• Cabin pressure relief system.
• Cabin pressure indication and warning system.
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INTENTIONALLY
BLANK
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AIR CONDITIONING CABIN PRESSURE INDICATION AND WARNING SYSTEM
PRESSURIZATION CONTROL The cabin pressure indication and warning system gives you data about the
pressurization system status.
GENERAL DESCRIPTION This system has these components:
The air conditioning packs force air into the aircraft pressure vessel (cabin). • Cabin altitude panel.
Pressurization control maintains a safe cabin altitude. • Aural warning module.
Pressurization control has these three sub-systems:
• Cabin pressure control.

• Cabin pressure relief.
• Cabin pressure indication and warning.
CABIN PRESSURE CONTROL SYSTEM
The cabin pressure control system controls the rate that the air flows out of the cabin.
These are the components of the cabin pressure control system:
• Cabin pressure control module.

• Cabin pressure controller.
• Outflow valve.
• Forward outflow valve.
CABIN PRESSURE RELIEF SYSTEM
The cabin pressure relief system is a fail safe system. It protects the aircraft structure
from overpressure and negative pressure if the pressurization control system fails.
The cabin pressure relief system has these components:
• Two positive pressure relief valves.

• Negative pressure relief valve.
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AIR CONDITIONING - PRESSURIZATION CONTROL - GENERAL DESCRIPTION
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AIR CONDITIONING FORWARD EE COMPARTMENT
PRESSURIZATION CONTROL The 10,000 FT cabin altitude warning switch is on the ceiling of the forward EE
compartment.
COMPONENT LOCATIONS
The pressurization control system components are in these areas of the aircraft:
• Flight compartment.
• EE compartment.
• Forward EE compartment.
• Section 47.
FLIGHT COMPARTMENT
The cabin pressure control module and cabin altitude panel are on the P5 forward
overhead panel.
EE COMPARTMENT
The cabin pressure controller is on the E1-1 shelf.
The forward outflow valve is on the fuselage skin on left forward side, in the EE
compartment.
The dual delta P module is adjacent to the cabin pressure controller on the E1-1 shelf.
SECTION 47
The outflow valve is on the aft right fuselage skin, below the aft service door.
There are two positive pressure relief valves. One is inboard of the outflow valve. The
other is outboard of the outflow valve.
The negative pressure relief valve is on the aft right fuselage skin, forward of the
outflow valve.
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AIR CONDITIONING - PRESSURIZATION CONTROL - COMPONENT LOCATION
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AIR CONDITIONING ALTIMETER BAROMETRIC PRESSURE CORRECTION
PRESSURIZATION CONTROL Altimeter barometric pressure correction signals are used to correct the ambient
pressure signal for takeoff or landing field elevation.
INTERFACE
FORWARD OUTFLOW VALVE
GENERAL DESCRIPTION The forward outflow valve supplies an ambient vent when necessary. The valve
interfaces with the aft outflow valve and recirculation system. When the recirculation
The pressurization control system interfaces with these systems and components: system is on, the valve is closed. When the recirculation system is off and the aft outflow
valve is 1/2° from closed, the forward outflow valve closes. When the recirculation
• Air/Ground sensing. system is off and the aft outflow valve is 3° from open, the forward outflow valve opens.
• Air data computer.
• Auxiliary static system.
• Electrical power.
• Altimeter barometric pressure correction.
• Forward outflow valve.
AIR/GROUND SENSING
The ground sensing relay on the E11 landing gear logic shelf supplies a signal to the
controller that shows if the aircraft is on the ground or in flight. This signal is used for
takeoff and landing events.
AIR DATA COMPUTER
In STANDBY mode, the ADC sends ambient pressure data to the pressure controller.
AUXILIARY STATIC SYSTEM
During the AUTO mode, the auxiliary static system sends ambient pressure data to
the pressure controller.
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AIR CONDITIONING - PRESSURIZATION CONTROL - INTERFACE
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AIR CONDITIONING
CABIN PRESSURE CONTROL MODULE AND CABIN ALT PANEL
PURPOSE
The cabin pressure control module and the cabin altitude panel let the crew monitor
and control the pressurization system.
LOCATION
The cabin pressure control module and cabin altitude panel are on the P5 forward
overhead panel.
CABIN PRESSURE CONTROL MODULE
The cabin pressure control module has these controls and indications:
• Mode selector.
• FLT/GRD switch.
• LAND ALT (Landing altitude) selector with display.
• FLT ALT (flight altitude) selector with display.
• Cabin rate selector.
• CAB ALT (cabin altitude) selector with display.
• Manual mode toggle switch.
• Aft outflow valve position indicator.
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AIR CONDITIONING The small knob changes the display in 10 foot increments.
CABIN PRESSURE CONTROL MODULE AND CABIN ALT PANELæ
MODE SELECTOR
The selector is a -position rotary type with these positions:
• AUTO.
• STANDBY.
• MANUAL AC.
• MANUAL DC.
• CHECK.
The CHECK position lets you do a check of the AUTO FAIL circuits.
FLT/GRD SWITCH
The FLT/GRD switch is a 2-position toggle switch used to get ground pressurized and
ground un-pressurized operation in the AUTO, STANDBY, and CHECK modes.
FLT ALT SELECTOR WITH DISPLAY
The adjustments are from 0 to 40,000 feet in 100 foot increments. You must push and
turn to input the correct flight altitude. The altitude set in the FLT ALT display arms the
cabin dual Delta P module. This controls cabin pressure to 7.5 psid when the display
is below 28,000 feet or, 7.8 psid when the display is 28,000 feet or higher.
LAND ALT SELECTOR WITH DISPLAY
The adjustments are from -990 to 13,990 feet. When altitudes are set below sea level,
the large knob sets a minus sign in the 1,000 foot column. When altitudes are set
above sea level, the large knob changes the display in 1000 foot increments.
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AIR CONDITIONING CABIN ALTITUDE PANEL
PRESSURIZATION CONTROL These are the indications and controls on the cabin altitude panel:
• Cabin altitude/differential pressure indicator.

CABIN PRESSURE CONTROL MODULE AND CABIN ALT PANEL • Cabin rate of climb indicator.
• ALT HORN CUTOUT switch.
CABIN RATE SELECTOR
The cabin altitude and differential pressure indicator is connected to the alternate
The selector sets the correct rate of cabin altitude change. These are the rate of static system. The large needle on the indicator shows cabin pressure differential in
change ranges: 0.2 psid increments. The small needle shows cabin altitude in 1,000 ft increments.
• DECR (decrease) - 50 feet/minute. The rate of climb indicator detects pressure changes from a port on the back of the
• INCR (increase) - 2000 feet/minute. indicator.
• INDEX mark is for - 300 feet/minute (normal setting).
When cabin altitude is more than a preset limit, the aural warning unit makes an
CAB ALT SELECTOR intermittent beep alarm. The ALT HORN CUTOUT switch is used to stop the
intermittent beep alarm.
The adjustments are from -990 to 13,990 feet. When altitudes are set below sea Placards on the control panels are a reference for manual mode operations. They
level, the large knob sets a minus sign in the 1,000 foot column. When altitudes are provide a reference for:
set above sea level, the large knob changes the display in 1000 foot increments. The
small knob changes the display in 10 foot increments. • Takeoff and landing pressure differential maximums.
• Flight altitude to cabin altitude conversions.
MANUAL MODE TOGGLE SWITCH
A 3-position switch spring-loaded to the centre position. Move the switch to the left to
close the aft outflow valve and to the right to open the valve.
Electrical power is available to the switch only when you set AC MANUAL or the DC
MANUAL mode.
The CHECK position examines the AUTO FAIL circuits. It electronically simulates
an excessive rate of change of cabin altitude. The control panel relays, the pressure
controller, and the aft outflow valve simulate an AUTO FAIL.
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AIR CONDITIONING - PRESSURIZATION CONTROL - CABIN PRESSURE CONTROL MODULE AND CABIN ALT PANEL
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AIR CONDITIONING TRAINING INFORMATION POINT
PRESSURIZATION CONTROL Adjacent to the pressure controller is the delta P module.
This module sets a maximum of 7.45 psid with the pressurization mode selector in
!.!,/'5%æCABIN PRESSURE CONTROLLERæ AUTO and 28,000 feet or below set with the FLT ALT selector.
PURPOSE Also, it sets a maximum of 7.8 psid when the FLT ALT is set above 28,000 feet and
the mode selector is in AUTO.
The cabin pressure controller controls the cabin pressure when the system is in the
AUTO or STANDBY mode.
GENERAL DESCRIPTION
There are two independent pressure control system networks contained in the cabin
pressure controller. The automatic system operates as a function of the destination
landing field altitude and the cruise altitude while the standby system operates to the
set cabin altitude and set rate of cabin pressure change.
LOCATIONæ æ#(!.'%$
The cabin pressure controller is in the EE compartment. It is on the E1-1 shelf.
The controller has these items:
• Test jack.
• Pressure connector (auxiliary system connection).
• AUTO cabin pressure sense port.
• STANDBY cabin pressure sense port.
• Excessively high altitude pressure sense port.
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AIR CONDITIONING - PRESSURIZATION CONTROL - CABIN PRESSURE CONTROLLER
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AIR CONDITIONING - PRESSURIZATION CONTROL - CABIN PRESSURE CONTROLLERæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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AIR CONDITIONING PRESSURIZATION CONTROL There is a limit switch on each end of the valve gate shaft. The switches make sure
that the forward outflow valve does not have an effect on the cabin pressurization
control system.
AFT OUTFLOW VALVE
PURPOSE
The valve mount lug fittings let you remove and install the assembly from external to
The aft outflow valve controls the airflow out of the aircraft fuselage. the aircraft.
LOCATION
The valve is on the lower right fuselage below the aft service door.
The outflow valve has these parts:
• Valve frame body.

• Single gate.
• AC electric actuator.
• DC electric actuator.
• Electrical leads.
• Heater gasket.
FUNCTIONAL DESCRIPTIONæ æ#(!.'%æ&2/-æ".'
The valve is a thrust recovery gate valve that turns. A rotary DC electrical actuator or
a rotary AC electrical actuator moves the valve. Each actuator connects to the gate
shaft with an electrically operated spring-loaded clutch.
The AUTO mode operates the AC actuator.
The STANDBY mode operates the 6DC actuator.
MANUAL modes operate the DC actuator in DC MAN mode and the AC actuator in
AC MAN mode. When one or the other actuator is in operation, the clutch to the other
actuator disengages.
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AIR CONDITIONING
AUTO FAIL
PURPOSE
The amber AUTO FAIL light gives the flight crew indication that the AUTO mode is
inoperative.
GENERAL DESCRIPTION
These three conditions cause the AUTO FAIL light to come on:
• Low voltage to the AUTO mode circuits.

• Excessive rate of change of cabin altitude.
• Cabin altitude goes above 13,875 feet.
When a low voltage condition occurs, the AUTO FAIL light comes on and the outflow
valve will lock in position. If the voltage does not return to normal within 14.9 seconds,
the pressurization control transfers to the STANDBY mode and the STANDBY light
comes on.
IF there is an excessive rate of change of cabin altitude (1800 feet/minute) or if the

cabin altitude goes above 13,875 feet, the AUTO FAIL light comes on. Also, the
pressurization control transfers to the STANDBY mode and the STANDBY light comes
on.
To turn out the AUTO FAIL light, you must put the mode selector in the STANDBY
position.
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AIR CONDITIONING - PRESSURIZATION CONTROL - AUTO FAIL
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INTENTIONALLY
BLANK
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ELECTRICAL POWER
INTRODUCTION
PURPOSE
The electrical power system generates, supplies and controls electrical power. The
system has automatic and manual control features. Built-in test equipment BITE) and
alternate source selection make the system reliable and easy to maintain.
Electrical power has these subsystems:
• Generator drive.
• AC generation.
• DC generation.
• External power.
• Standby power.
• Electrical power indication.
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INTENTIONALLY
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ELECTRICAL POWER
SYSTEM DESCRIPTION
GENERAL DESCRIPTION
The electrical power is obtained from the battery, generators, and ground support
equipment. It is controlled and monitored prior to distribution. Systems that use
electrical power receive 28V DC, 28V AC, and 115V AC power.
GENERAL COMPONENT LOCATIONS
The alternating current power is supplied by two engine-driven generators for normal
flight operation. A generator, driven by the APU, can also supply power on the ground
or in flight. Power can be supplied on the ground through the external power receptacle.
The direct current power is supplied from the battery or conversion from the AC power.
The AC and DC power is distributed to the various systems through the left and right
load control centres (panels) in the flight compartment.
The control and indication of the electrical power system is from the P5 forward
overhead panel in the flight compartment.
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ELECTRICAL POWER - SYSTEM DESCRIPTION
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ELECTRICAL POWER
ELECTRICAL SYSTEM PANELS
GENERAL DESCRIPTION
The electrical systems panels are on the P5 forward overhead panel. These are the
panels:
• Generator ammeters and bus switching panel.

• Constant speed drive and standby power panel.
• AC and DC meter panel.
These panels have switches, indicating lights, and indicators for monitor, control, and
protection of AC and DC electrical power systems.
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ELECTRICAL POWER - ELECTRICAL SYSTEM PANELS
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ELECTRICAL POWER Most of the electrical loads are from the two transfer buses. These buses get power
from the generator buses through two transfer relays.
AC DISTRIBUTION
GENERAL DESCRIPTION
PURPOSE
The electrical power AC distribution system provides power for the various aircraft
systems.
GENERAL DESCRIPTION
The electrical power system is a split non-paralleling system. It consists of the left
(number 1) and right (number 2) sides. The application of power to the left and right
sides follows these rules:
• Power must be put on by a switch.

• Oncoming power has priority.
• No paralleling of power from different sources.
The 115V AC power is supplied from these sources:
• Two engine-driven generators.

• An APU-driven generator.
• Ground power unit.
Power is supplied to the two generator buses. The connections between the power
sources and buses are through these components:
• Two generator breakers (GBs).

• Two APU generator breakers (APU GBs).
• Two external power contractors (EPCs).
External power can be supplied to the external power bus and the ground service bus.
The ground service bus is normally powered from the left generator bus.
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ELECTRICAL POWER - AC DISTRIBUTION - GENERAL DESCRIPTION
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ELECTRICAL POWER
DC DISTRIBUTION
GENERAL DESCRIPTION
PURPOSE
The electrical power DC distribution system gives power for the different aircraft
systems.
GENERAL DESCRIPTION
The primary source of 28V DC to the battery bus is the battery.
When there is AC power on the buses, DC power is from three transformer rectifier
units, TR 1, TR 2, and TR 3. TR 1 and TR 2 receive 115V AC from the two transfer
buses and supply DC power to DC bus 1 and DC bus 2.
TR 3 receives power from the main bus 2 and supplies the battery bus. TR 3 is also a
backup for TR 1 and TR 2.
The battery charger receives 115V AC from the ground service bus or as an alternative
from main bus 2.
The AC standby bus normally gets power from transfer bus 1 and the DC standby
bus from DC bus 1. If the normal power is not available, the battery supplies power
to the AC standby bus through the inverter. The DC standby bus gets power from the
battery bus.
Relays control the DC system operation.
Power from an external DC receptacle can start the APU if the battery voltage is low.
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ELECTRICAL POWER - DC DISTRIBUTION - GENERAL DESCRIPTION
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ELECTRICAL POWER
ENGINE GENERATOR DRIVE
INTRODUCTION
PURPOSE
The generator drive makes three phase 115/200V AC, 400 Hz power for use by the
electrical power system.
GENERAL
The generator drive has these components:
• Constant speed drive (CSD).

• Air/oil cooler.
• Quick attach/detach (QAD) adapter.
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ELECTRICAL POWER - ENGINE GENERATOR DRIVE - INTRODUCTION
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ELECTRICAL POWER
INTRODUCTION
PURPOSE
The engine generator drive is a constant speed drive (CSD). It converts the variable
speed of the engine (accessory gearbox) to a constant speed for the generator. The
constant speed is 6000 rpm. This produces alternating current at a constant frequency.
LOCATION
The constant speed drive mounts to the engine accessory gearbox. It is on the left
side of the engine.
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ELECTRICAL POWER - ENGINE GENERATOR DRIVE - INTRODUCTION
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ELECTRICAL POWER
CONTROLS AND INDICATIONS
PURPOSE
The generator drive and standby power control panel does these functions:
• Gives the flight crew indication of the generator drive (CSD) status.
• Allows isolation of the generator drive (CSD).
LOCATION
The panel is on the P5 forward overhead panel.
GENERAL DESCRIPTION
The panel has control and indication circuitry for the left and right constant speed
drives.
These are the indications and controls on the panel:
• LOW OIL PRESSURE amber light - comes on if CSD has low oil pressure.
• HIGH OIL TEMP amber light - comes on if CSD has high oil temperature.
• Generator drive oil temperature indicator – shows the oil temperature rise in
the (SD and the inlet oil temperature.
• Drive temperature selector switch - lets the temperature indicator read rise or
inlet temperature.
• Disconnect switch (guarded) - allows disconnect of the (SD from the accessory
gearbox.
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ELECTRICAL POWER - ENGINE GENERATOR DRIVE - CONTROLS AND INDICATIONS
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ELECTRICAL POWER
COMPONENT LOCATIONS
GENERAL
These are the components of the engine generator drive

:
• Constant speed drive (CSD) unit.
• External oil filter.
• Oil cooler and oil line.
LOCATION
The constant speed drive attaches to left front of the engine accessory gearbox. The
generator is on the forward face of CSD.
The oil filter, oil cooler, and oil lines are on the engine fan case at the bottom of the
engine fan exhaust.
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ELECTRICAL POWER - ENGINE GENERATOR DRIVE - COMPONENT LOCATIONS
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ELECTRICAL POWER
GENERAL DESCRIPTION
GENERAL DESCRIPTION
The constant speed drive is a hydro-mechanical transmission. It uses hydraulic trim

and mechanical controls to control the output speed to a constant 6000 rpm.
These components are on the CSD:
• Vent valve.
• Low oil pressure switch.
• Sight glass.
• Disconnect solenoid.
• Wet spline service port.
• Quick attach detach (QAD) ring and lock-bolt.
• Reservoir drain plug.
• Oil outlet connection.
• Reset handle.
• Governor adjustment access.
• Oil inlet connection.
• Case drain and magnetic chip detector.
• Charge filter.
• Output pad drain.
• Differential pressure indicator.
• Electrical connector and harness.
The CSD attaches to the engine accessory gearbox by the 1AD ring. The
generator attaches to the CSD by 12 studs.
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ELECTRICAL POWER - ENGINE GENERATOR DRIVE - GENERAL DESCRIPTION
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ELECTRICAL POWER transmission output speed. Fly weights on a pivot on this sleeve move a valve stem in
the sleeve against the bias of a spring. The valve gives an increase in oil pressure to
the control cylinder. This controls the variable displacement hydraulic unit.
DISCONNECT
MECHANICAL FUNCTIONAL DESCRIPTION
The disconnect is an electrically-operated solenoid unit. It disconnects the input shaft
HYDRAULIC DRIVE SYSTEM OPERATION from the input spline shaft if there is a transmission malfunction. You use an external
reset handle to connect it again. An over-running clutch is in the output shaft that lets
The constant speed drive has two positive-displacement axial slipper piston-type the generator turn freely at speeds above that of the drive output.
hydraulic units and a mechanical axial geared differential. These units do the speed
summation function. One hydraulic unit is a fixed displacement type, and the other is TEMPERATURE CONTROL
a variable displacement type.
The oil in the unit absorbs heat made in the transmission. The oil cooler at the forward
The hydraulic system has a charge pump, scavenge pump, and a charge relief valve. end of the engine removes this heat. The hot oil goes through an external filter then
The charge pump is in the system between the reservoir and the transmission. It through the cooler. Oil temperature is sensed at the outlet and inlet from the CSD.
supplies oil to these components: The normal temperature rise of the oil through the transmission is 15°C at continuous
full load with an inlet oil temperature of 120°C. The oil in the transmission gives
• Hydraulic units. lubrication, removes heat, and is the hydraulic medium of the drive. A swirl chamber
• Governor. in the reservoir removes air in the oil that comes from the cooler. If the temperature of
• Control piston. the oil is 315°F (157°C), an overheat switch closes. This gives indications in the flight
• Lubrication system. compartment. A vent valve prevents negative pressure and holds positive pressure.
Oil quantity shows by a sight glass on the left side of the CSD.
The charge pump pushes the oil through the charge filter, which has a pressure
differential indicator. These parts on the right side are not used.
The red button in the indicator comes out at 45-55 psi differential pressure. Connected • Under-speed switch.
to the charge line is a low oil pressure switch that operates at 120-160 psi. • Trim coil.
• Wet spline service port.
The scavenge pump is in the system between the transmission pump and the external • Oil quantity sight glass.
oil cooler. The scavenge pump collects lube oil and internal leakage. It pushes it
through the external oil cooler into the reservoir.
GOVERNOR OPERATION
The governor is a spring-biased, flyweight-operated sleeve valve. It sends charge oil

to the control cylinder. The sleeve valve turns by the output gear and changes with
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ELECTRICAL POWER - ENGINE GENERATOR DRIVE - MECHANICAL FUNCTIONAL DESCRIPTION
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ELECTRICAL POWER - ENGINE GENERATOR DRIVE - MECHANICAL 2%3%4æ(!.$,%æ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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ELECTRICAL POWER
OIL COOLER
PURPOSE
The CSD oil cooler is used for cooling the oil from the CSD.
LOCATION
The CSD oil cooler is in an opening on the right side of the engine fan duct.
The cooler is a small oil/air heat exchanger. Fan air provides the cooling for the oil. It
attaches to the engine fan case by eight bolts. Inlet and outlet oil lines connect from
the cooler to the CSD.
OPERATION
During engine operation, hot oil from the CSD goes through the cooler. If the cooler
is blocked on the oil side, a differential pressure actuated bypass valve opens. This
valve starts to open at a differential pressure of 50 psi. The valve is fully open at a
differential pressure of 90 psi. Oil will bypass the cooler core.
CAUTION:
COOLER DAMAGE CAN OCCUR FROM FOREIGN OBJECTS BEING

INGESTED BY THE ENGINE.
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ELECTRICAL POWER - ENGINE GENERATOR DRIVE - OIL COOLER
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ELECTRICAL POWER - ENGINE GENERATOR DRIVE - !)2æ#//,%$æOIL COOLERæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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ELECTRICAL POWER - ENGINE GENERATOR DRIVE - #3$æ,).%æ/),æ&),4%2æ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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ELECTRICAL POWER Two variable resistance temperature sensors measure the oil temperature to either
side of the oil cooler. One sensor measures the input oil temperature to the CSD.
ENGINE GENERATOR DRIVE This temperature shows on the temperature indicator.
ELECTRICAL FUNCTIONAL DESCRIPTION The circuit can be changed by a switch to include the oil out temperature sensor. The
temperature indicator can now show the rise in oil temperature through the CSD.
FUNCTIONAL DESCRIPTION
The constant speed drive (CSD) has electrical components. These connect to the
generator drive and standby power module on P5 forward overhead panel.
The low oil pressure switch operates at 120 - 160 psi. With increasing pressure, the
switch opens at 160 psi.
With decreasing pressure the switch closes at 120 psi. When the switch closes, these
are the indications in the flight compartment:
• LOW OIL PRESSURE amber light.

• MASTER CAUTION and ELEC annunciator lights.
The high oil temperature switch operates at 157°C. When the switch closes, these are
the indications in the flight compartment:
• HIGH OIL TEMP amber light.

• MASTER CAUTION and ELEC annunciator lights.
The disconnect solenoid activates from a guarded switch. The normally closed
contacts of the switch connect a ground to the disconnect solenoid. This makes both
sides of the solenoid ground to prevent the possibility of voltage pickup that could trip
the CSD.
A second section of the switch sends power to the trip coil of the generator control
relay. This trips off the generator excitation.
On later manufactured aircraft, the CSD disconnect enable function comes from
operation of the N2 relay. CSD disconnect will enable only when the engine N2 speed
is above starter cut-out speed.
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ELECTRICAL POWER - ENGINE GENERATOR DRIVE - ELECTRICAL FUNCTIONAL DESCRIPTION
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ELECTRICAL POWER NOTE:
ENGINE GENERATOR DRIVE During servicing, the standpipe cap must be removed to allow the excess
quantity of oil in the cavity to drain. This prevents over-servicing of the wet
spline cavity.
WET SPLINE CAVITY
PURPOSE
The wet spline cavity provides lubrication for the drive connection between the engine
accessory gearbox and the constant speed drive.
The cavity is between the engine accessory gearbox and the constant speed drive.
The cavity is an enclosure partially filled with oil to provide lubrication for the CSD
drive shaft.
A standpipe controls the amount of oil that goes into the cavity. The wet spline cavity
servicing is through a service port on the side of the CSD.
WARNING:
USE EXTREME CARE WHEN DRAINING CSD OIL OR REMOVING CSD

COMPONENTS. HOT OIL CAN CAUSE INJURY. PROLONGED CONTACT
WITH OIL CAN CAUSE DERMATITIS. OIL WILL STAIN CLOTHING AND CAN
SOFTEN PAINT.
CAUTION:
TAKE ALL POSSIBLE PRECAUTIONS TO PREVENT FOREIGN MATTER FROM

ENTERING THE DRIVE SYSTEM.
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ELECTRICAL POWER - ENGINE GENERATOR DRIVE - WET SPLINE CAVITY
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ELECTRICAL POWER - ENGINE GENERATOR DRIVE - WET SPLINE CAVITYæ3%26)#%æ0/24æ?æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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ELECTRICAL POWER
INSTALLATION
The constant speed drive and the AC generator can be removed and installed as
an assembly, or as separate units. If these operations are done without the help of
a cradle assembly, it will be easier to remove and install them separately. A quick-
attach-detach (QAD) locking ring helps removal and installation of the CSD, or of the
CSD and generator assembly.
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ELECTRICAL POWER - ENGINE GENERATOR DRIVE - INSTALLATION
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ELECTRICAL POWER CAUTION:
ENGINE GENERATOR DRIVE DURING MAINTENANCE ON THE OIL SYSTEM, MAKE SURE THAT YOU KEEP
ALL OF THE PARTS CLEAN. CONTAMINATION CAN CAUSE DAMAGE TO THE
GENERATOR DRIVE. DO NOT USE ALKALINE CLEANING FLUIDS TO CLEAN
FILTERS THE PARTS OF THE OIL SYSTEM.
GENERAL DESCRIPTION DO NOT LET ALKALINE CLEANING FLUIDS OR HYDRAULIC FLUID TOUCH
THE GENERATOR DRIVE OIL. VERY SMALL QUANTITIES OF THESE FLUIDS
The constant speed drive oil system has two filters. There is an external filter on the CAN CAUSE THE OIL TO CHEMICALLY CHANGE. THIS CAN CAUSE DAMAGE
right side of the engine near the oil cooler. You remove the filter bowl to get access to TO THE GENERATOR DRIVE.
the filter element.
NOTE:
There is an internal filter on the constant speed drive. You remove the filter housing
on the CSD to get access to the filter element. The external and internal filters have a Discard the removed filter element, do not clean and reinstall the removed
differential pressure pop-out indicator. element.
When a filter has a blockage that causes a differential pressure of 45 to 55 psi, the
indicator pops out.
WARNING:
USE EXTREME CARE WHEN DRAINING CSD OIL OR REMOVING CSD

COMPONENTS. HOT OIL CAN CAUSE INJURY.
PROLONGED CONTACT WITH OIL CAN CAUSE DERMATITIS. OIL WILL STAIN
CLOTHING AND CAN SOFTEN PAINT.
CAUTION:
TAKE ALL POSSIBLE PRECAUTIONS TO PREVENT FOREIGN MATTER FROM

ENTERING THE DRIVE SYSTEM.
USE HAND PRESSURE ONLY TO MAKE THE FILTER CAP SURFACE TOUCH
THE CSD SURFACE. DO NOT TIGHTEN THE SCREWS TO MAKE THE
SURFACES TOUCH. THIS COULD CAUSE DAMAGE TO THE CSD.
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ELECTRICAL POWER - ENGINE GENERATOR DRIVE - FILTERS
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ELECTRICAL POWER - ENGINE GENERATOR DRIVE - FILTERSæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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ELECTRICAL POWER
OIL SERVICING
The oil sight glass on the CSD shows the oil level in the system. You fill the CSD with
oil from a pressure port adjacent to the CSD. Monitor the oil level on the sight glass.
The range of operation is in the band.
If the oil level is below the bottom edge of the band, fill to the bottom edge of the
band. Supply oil with 5 to 40 psi of pressure from a service cart through the CSD oil
reservoir pressure fill valve. Oil quantity is 4.5 quarts.
The oil level indication on the sight glass of a disconnected drive can show more oil
than there is. This is because of expanded air that can push oil from oil cooler into the
transmission. To get a correct oil level indication on the sight glass, do a pressure fill
and look at the sight glass again.
Left and right bands are different because of the angular difference between the CSD
on engine 1 and 2. This difference in angle comes from the wing dihedral angle of 6°.
CAUTION:
DO NOT USE MORE THAN 40 PSIG TO FILL THE GENERATOR DRIVE.
DO NOT OVERFILL THE CSD. EXCESS OIL CAN CAUSE OVERHEATING.

DEPRESS VENT VALVE PERIODICALLY DURING OIL FILLING.
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ELECTRICAL POWER - ENGINE GENERATOR DRIVE - OIL SERVICING
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INTENTIONALLY
BLANK
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ELECTRICAL POWER
SPEED ADJUSTMENT
GENERAL
The governor in the constant speed drive keeps the output speed to the generator at
6000 revolutions per minute. This keeps a frequency of 400 Hz. If the frequency is not
in the correct range, you can do a governor adjustment.
The frequency adjustment is made in these six steps:
• Use module M400 to get an accurate frequency indication; operate the engine
for three minutes to let the CSD get to its operation temperature.
• Stop the engine and get access to the CSD.
• Remove the adjustment cap to get access to the adjustment screw.
• Put a screwdriver in the adjustment screw slot, push in, and turn the
screwdriver until adjustment screw aligns with the governor adjustment screw.
• Turn the adjustment screw clockwise to increase frequency, counter-clockwise
to decrease frequency; one full turn changes frequency 14 Hz.
• Adjust as necessary to set the frequency to 400 Hz.
• Replace the adjustment cap and O-ring over the adjustment screw.
When the adjustment screw is in alignment with the governor adjustment screw, you
feel a ratchet against a gear on the governor adjustment screw. There are 36 clicks
for 1 full turn.
If the filter or magnetic plug shows indication of failure or contamination, or if the

frequency is unstable or erratic, replace the CSD. If there is contamination, also
replace the filter, cooler, and oil tubing.
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ELECTRICAL POWER - ENGINE GENERATOR DRIVE - SPEED ADJUSTMENT
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ELECTRICAL POWER
APU GENERATOR DRIVE
INTRODUCTION
PURPOSE
The APU generator constant speed drive is the APU engine. The timed acceleration
fuel control unit (TAFCU) operates the APU at a constant speed of 100% at 41,000
revolutions per minute (RPM). The accessory gearbox drive reduces the APU engine
speed to turn the generator at a constant speed of 6000 RPM. This produces an
alternating current generator power supply at a constant frequency of 400 hertz.
LOCATION
The generator drive pad is on the upper right front face of the accessory drive gearbox
on the APU.
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ELECTRICAL POWER - APU GENERATOR DRIVE - INTRODUCTION
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ELECTRICAL POWER
AC GENERATION
INTRODUCTION
PURPOSE
Engine generator, APU generator and external power are the sources of 115V AC,
400 Hz power for the aircraft electrical system.
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ELECTRICAL POWER - AC GENERATION - INTRODUCTION
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ELECTRICAL POWER have power.
• Guarded bus transfer switch - AUTO and OFF, with switch in AUTO with the
guard down.
AC GENERATION
The ground power available light and ground power switch general descriptions are in
CONTROLS AND INDICATIONS external power. (MTM 24-40)
PURPOSE
The AC systems generator and APU module does these functions:
• Gives the flight crew indication of the generator power connection.

• Gives the flight crew indication of power on the system buses.
• Gives the flight crew control of generator power to the system buses.
LOCATION
The panel is on the left side of the P5 forward overhead panel.
GENERAL DESCRIPTION
The panel has control and indication circuitry for the engine and APU generator
electrical power. These are the indications and controls on the panel:
• Engine generator 1 - three-position lever-lock switch, OFF, neutral, ON, spring

loaded to neutral.
• Engine generator 2 - three-position lever-lock switch, OFF, neutral, ON, spring
loaded to neutral.
• Two APU generator switches - three-position lever lock switches, OFF, neutral,
ON, spring loaded to neutral.
• APU GEN OFF BUS blue light - shows that the APU is on and above 95%
RPM but the generator is not connected to either generator bus.
• Two GEN OFF BUS blue lights - show that the generators are not connected
to the buses.
• Two BUS OFF amber lights - show that the generator/main buses are
unpowered.
• Two TRANSFER BUS OFF amber lights - show that the transfer buses do not
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ELECTRICAL POWER - AC GENERATION - CONTROLS AND INDICATIONS
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ELECTRICAL POWER Power from the generators goes to the buses for distribution through engine generator
breakers (GB 1 and GB 2) and APU generator breakers (APU GB 1 and APU GB 2).
Power source selection and indication is from the electrical systems panel.
AC GENERATION
The control and protection of the external power supply is by the bus protection panel
GENERAL DESCRIPTION (BPP). This unit supplies control and fault protection. Power from external power
source goes to the buses for distribution through the external power contractors (EPC
PURPOSE 1 and EPC 2).
The alternating current (AC) generation system supplies 115V AC, 400Hz, 3-phase NOTE:
power for the aircraft systems on the ground and in flight.
Both GBs, APU GBs, and both EPCs have the same part number and are
LOCATIONS interchangeable.
These are the locations of the AC generation system components:
• Engines (generators).
• APU (generator).
• EE compartment.
• Outboard of right nose wheel well.
• P6 panel (breakers, control units).
• P5 panel (switches, lights, indications).
GENERAL DESCRIPTION
The AC generation system consists of these components:
• Three generators.
• Three generator control units.
• Bus protection panel.
• Six breakers.
• Five switches.
The two engine-driven generators supply the power for normal in-flight use. A
generator driven by the APU can supply power for ground or flight operation. The
control and protection of the generating system is by three generator control units
(GCUs). These units provide excitation control and fault protection.
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ELECTRICAL POWER - AC GENERATION - GENERAL DESCRIPTION
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ELECTRICAL POWER TRAINING INFORMATION POINT
AC GENERATOR A drain line is at the bottom of the generator to CSD attachment. This drain line
connects to the engine drain line system. Normally the drain line is dry. If there is oil
in the line, it shows that the seal on the CSD/generator shaft is bad, and you must
ENGINE replace the CSD.
GENERAL DESCRIPTION
PURPOSE
The engine-driven generators supply the electrical power for the aircraft systems for
in-flight and some ground operations.
LOCATION
The generator is on the forward left side of the engine. It attaches to the constant-
speed drive.
GENERAL DESCRIPTION
The generator has a cooling shroud around it. The cooling air goes in the shroud
through a duct from the engine fan. This cooling air goes overboard through a hole in
the left cowling.
There are six AC and three DC terminals on the generator. These are the terminals:
• T1 - phase A power terminal, colour code red.

• T2 - phase (power terminal, colour code blue.
• T3 - phase B power terminal, colour code yellow.
• T4 - phase A neutral or ground terminal, colour code red.
• T5 - phase (neutral or ground terminal, colour code blue.
• T6 - phase B neutral or ground terminal, colour code yellow.
• F - field or excitation supply.
• A - field or excitation return.
• S - not used.
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ELECTRICAL POWER - AC GENERATOR - ENGINE - GENERAL DESCRIPTION
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ELECTRICAL POWER - AC GENERATOR - ENGINE - #/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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ELECTRICAL POWER
AC GENERATOR ATTACHMENT
Before you remove the generator, disconnect the AC and DC terminals from the
generator.
Loosen the generator mounting nuts around generator flange (12 places). The
generator mounting holes are slotted (keyhole) to allow generator removal with the
nuts on the studs. The nuts must be backed off about 1/2 inch to let the generator
frame turn without interference from the nuts. It may by necessary to tap the generator
with a rubber mallet to turn it.
Support the generator and turn it counter-clockwise as viewed from front. When the
studs line up with the flange openings (keyholes), remove the generator.
When you install the generator, refer to the aircraft maintenance manual (AMM) for
the correct torque on all mount and attach fasteners.
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ELECTRICAL POWER - AC GENERATOR ATTACHMENT
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ELECTRICAL POWER At higher temperatures from normal operation, the resistance of each single wire
increases to approximately double.
AC GENERATOR At the same time, the resistance of the two parallel wires at higher temperatures
is approximately equal to that of the single wire at low temperature. This provides
FUNCTIONAL DESCRIPTION temperature compensation.
GENERATOR PERMANENT MAGNET VOLTAGE
The generator is rated at 50 kilovolt-amperes, 120/208 volts, 400 Hz. The unit does Permanent magnets are on the exciter generator frame between the six stator poles.
not have slip rings, commutator, or brushes on either the main generator or the exciter. These magnets provide a built-in residual voltage which makes a voltage build-up and
makes field flashing and a start relay not necessary.
A complete generator assembly consists of these components:
• AC exciter generator.
• Rotating rectifier.
• Main generator.
The AC exciter consists of a six-pole stationary DC field and a rotating armature. A

rotating electromagnetic field causes the output voltage to be induced in the stationary
generator armature. This rotating field is excited by an integral AC exciter, which has
its output changed to DC by rectifiers in the generator rotor shaft.
EXCITATION
The exciter field gets DC power from the voltage regulator. This causes a three-phase
voltage to be developed in the exciter armature. The voltage goes into the AC generator
rotating field. The field generates the AC output voltage in the AC stator. Current from
the voltage regulator to the field winding provides excitation for the exciter generator
and controls the exciter output to the main generator.
TEMPERATURE CONTROL
The thermistor in the exciter frame has an inverse temperature resistance characteristic.
The high resistance at low or normal ambient temperature stops current flow in one
of the parallel wires and causes the overall field resistance to be that of the remaining
single wire.
ŗȦŘȱȬȱ
ȱȱ ǱȱŖřȱȬȱǱȱȱŘŖŗŚ
ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ
ȱȱȱȱȱȱȱ¢ ȱŗȱȬȱȱŗŘŞȱȱŞŝŜ
ŘŚȱȬȱȱśŖȱȱŗŝŘ
ELECTRICAL POWER - AC GENERATOR - FUNCTIONAL DESCRIPTION
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ELECTRICAL POWER
AC GENERATION
GENERATOR CONTROL UNIT
PURPOSE
The generator control units (GCUs) are used for excitation, monitor, control, and
protection of the electrical circuits for the generating system.
The three generator control units are the same and are interchangeable.
These are the three generator control units:
• Engine 1 generator control unit (GCU 1).

• Engine 2 generator control unit (GCU 2).
• APU generator control unit (APU GCU).
LOCATION
The three generator control units are in the flight compartment on the front of P6
panel.
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ELECTRICAL POWER - AC GENERATION - GENERATOR CONTROL UNIT
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ELECTRICAL POWER - AC GENERATION - GENERATOR CONTROL UNITæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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ELECTRICAL POWER This is used for the control and protection circuits for the AC power system. Power
from the battery is a back-up.
AC GENERATION
VOLTAGE REGULATOR
GENERATOR CONTROL FUNCTIONAL DESCRIPTION The voltage regulator senses the AC voltage level and controls the DC power of the
field power supply for the exciter.
GENERAL
PROTECTION CIRCUITS
The generator control unit gives control and protection for the generator. There are
three generator control units. Each generator control unit has these parts:
There are protection circuits for these faults:
• Field or excitation power supply (transformer rectifier unit).
• Over-voltage, 127 to 133V AC.
• Control power supply (transformer rectifier unit),
• Under-voltage, 97 to 103V AC for 5 to 9 seconds.
• Voltage regulator,
• Over-frequency, 425 to 435 Hz.
• Protection circuits,
• Under-frequency, 360 to 370 Hz.
• Generator control relay (GCR).
• Over-current, 170 to 175 amps.
• Differential current protection, > 20 amps.
FIELD POWER SUPPLY
The generator control relay (GCR) is a double coil, magnetic-latching control relay.
The field or excitation power supply changes AC power from the generator to a rippled It connects the output of the field power supply to the generator exciter. Put the
DC voltage. This voltage goes back to the exciter stator through closed contacts of the generator switch momentarily to the ON position to close the GCR. The GCR opens
generator control relay. manually from one of these functions:
The exciter stator then supplies AC by induction into the exciter armature that turns • The generator switch momentarily put to the OFF position; for the APU
at 6000 rpm. There are six rectifier diodes in the generator rotor that change the AC generator the second switch to OFF opens the GCR.
power from the armature to DC power for the main generator rotor. The DC field of the • Fire handle pulled; seven second time delay for APU generator, flight deck fire
main rotor supplies three-phase AC in the main stator by induction. This power then handle, or fire handle on the APU ground control panel (P28).
goes to the distribution system as field power and control power. • CSD disconnect switch operated momentarily (not for the APU).
If the GCR opens and the generator rotor continues to turn, the voltage from the The GCR opens automatically from one of these functions:
generator is 15-20V AC. This is the residual voltage or field voltage caused by the
permanent magnets in the exciter stator. • Over-voltage with inverse time delay.
• Under-voltage with a 5 to 9-second time delay.
CONTROL POWER SUPPLY • Over-current with inverse time delay.
• Differential current protection.
The control power supply changes the AC from the generator to DC.
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ELECTRICAL POWER - AC GENERATION - GENERATOR CONTROL FUNCTIONAL DESCRIPTION
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ELECTRICAL POWER
AC GENERATION
CONTROL POWER SUPPLY
Each generator control unit (GCU) and the bus protection panel (BPP) have a
transformer-rectifier (TR) unit. This TR changes three-phase, AC power to 28V DC
power. The DC power is used for the control and protection circuits during normal
system operation.
If the AC power is not available or the TR unit has failed, the power for the control
and protection circuits is available from the switched hot battery bus. With the battery
switch in the ON position, relay R41 is energized. The switched hot battery bus
connects through the relay to the three generator control units and bus protection
panel. This gives a backup power supply.
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ELECTRICAL POWER - AC GENERATION - CONTROL POWER SUPPLY
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ELECTRICAL POWER The lockout relay and the generator switch ON keeps the GCR tripped as long as the
generator switch is in the ON position.
ENGINE GENERATOR CONTROL UNIT This prevents a very rapid open and close operation of the GCR and associated
generator breaker (GB) with a fault present.
POWER READY CIRCUIT
GENERATOR CONTROL RELAY AND LOCKOUT
The power ready relay K801 will energize when these conditions are satisfied:
The generator control relay K603 (GCR) connects the excitation power supply to the
exciter of the generator. The GCR is normally closed and latched by a permanent • AC power correct voltage.
magnet. • AC power correct frequency.
• The generator control relay closed.
The GCR can only close with the generator switch momentarily to the ON position.
The power goes from the generator control unit through the switch to energize relay ENGINE GENERATOR BREAKER CLOSE
K1. When K1 energizes ON, it inhibits close signals from the APU generator switch
and from the ground power switch. The GCR closes through relaxed lockout relay When K801 energizes, power goes to trip the APU generator breaker or external
K602. power contactor, and to close the engine generator breaker through relaxed differential
protection relay (DPR 1) (K3). DPR 1 is relaxed when the APU GB and EPC are
The GCR can trip by these manual actions: tripped.
• Generator switch momentarily to OFF.

ENGINE GENERATOR BREAKER TRIP
• CSD disconnect switch.
• Fire handle pulled.
The engine generator breaker trips by one of these:
The GCR can trip by these automatic actions:
• Trip of the GCR (7 ways).
• Over-voltage. • Over-frequency.
• Under-voltage. • Under-frequency.
• Over-current. •
• Differential protection. Any of these functions will energize the GB trip relay K604. Power from the GCU will
go through the closed contact of the K604 generator breaker trip relay and trip open
When the GCR trips, it opens the circuit from the excitation power supply to the the GB.
generator exciter.
If the engine generator switch is in the ON position and there is a fault signal, the fault
signal grounds the GCR trip coil and the lockout relay.
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ELECTRICAL POWER - ENGINE GENERATOR CONTROL UNIT - FUNCTIONAL DESCRIPTION
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ELECTRICAL POWER
AC GENERATION
GENERATOR EXCITATION AND CONTROL
When the generator turns at 6000 rpm, and the K603 generator control relay (GCR)
is not energized, the only AC voltage available to the generator control unit (GCU) is
the residual voltage. This voltage is approximately 15-20V supplied by the permanent
magnets in the exciter. The K901 build-up relay is not energized.
When you put the generator switch momentarily to the ON position, power from
the excitation power supply goes through K901 contact and generator switch to the
generator exciter. The return path from the exciter to the excitation power supply
goes through the not energized contact of K901. During these conditions there is
no impedance in the excitation power supply exciter circuit. The unregulated voltage
increases from 15-20 to 100V.
When the voltage gets to 100V, the DC voltage output of the control power supply
causes a Zener diode to energize the build-up relay, and a return path from the exciter
back to the excitation power supply is open. The voltage regulator is between the
exciter and the excitation power supply. The rate of voltage increase then decreases
and becomes stable near 115V AC.
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ELECTRICAL POWER - AC GENERATION - GENERATOR EXCITATION AND CONTROL
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ELECTRICAL POWER • Generator output over-frequency (430 Hz).
• Generator output under-frequency (365 Hz).
ENGINE GENERATOR BREAKER CONTROL
CLOSING GENERATOR BREAKER
Momentarily put the engine generator switch to the ON position to close the engine
generator breaker.
The 28V DC power to close the breaker is from the generator control unit (GCU).
The breaker will close when these conditions are true:
• Generator control relay (GCR) is closed,

• Generator output is not at under frequency,
• Generator output is not at under-voltage,
• External power contactor is tripped,
• APU generator breaker is tripped.
OPENING GENERATOR BREAKER
The 28V DC power to open the breaker is from the generator control unit, APU
generator control unit, and bus protection panel.
Do any of these to open the generator breaker:
• Momentarily put the engine generator switch to the OFF position (this also
trips the GCR).
• Momentarily put the adjacent APU generator switch to the ON position.
• Momentarily put the ground power switch to the ON position.
The generator breaker will open automatically when any of these faults occur:
• The generator control relay trips (7 ways).
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ELECTRICAL POWER - ENGINE GENERATOR BREAKER CONTROL - FUNCTIONAL DESCRIPTION
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ELECTRICAL POWER detector opens the GCR through an inverse time delay. This causes the FF light on
the electrical power annunciator panel to come on. This causes an override of the
under-voltage and under-frequency circuits.
AC GENERATION
An over-current fault can cause an under-frequency and under-voltage faults. This
GENERATOR PROTECTION inhibits the under-frequency and under-voltage, and the GCR opens by the over-
current fault.
GENERAL
When there is a difference of 20 amperes or more on a phase between the neutral and
load transformers, the differential protection detector opens the GCR. This causes the
The protection circuits for the generator are in the generator control unit. There is
FF light on the electrical power annunciator panel to come on.
protection for voltage, current, and frequency faults.
OVER-FREQUENCY AND UNDER-FREQUENCY PROTECTION

OVER-VOLTAGE AND UNDER-VOLTAGE
The over-frequency and under-frequency detectors sense phase A frequency at the
The over-voltage (HV) and the under-voltage (LV) detectors sense all three phases at
generator breaker terminal. At 425 to 435 Hz the over-frequency detector opens the
the generator breaker terminals.
generator breaker.
At 127 to 133V AC, the over-voltage detector opens the generator control relay (GCR)
At 360 to 370 Hz the under-frequency detector opens the GB. This also inhibits the
through an inverse time delay. This also causes the HV light on the electrical power
power-ready circuit used in the close of the GB and prevents an under-voltage trip.
annunciator panel to come on.
During an engine or APU shutdown the generator is at under-voltage and under-
At 97 to 103V AC, the under-voltage detector opens the GCR through a 5 to 9-second
frequency. The under-frequency detector does a lockout to remove the under-voltage
time delay and inhibits the close of the generator breaker from the power ready circuit.
signal and prevent a GCR trip.
The fire handles use the same time delay as the LV detector and open the GCR.
This time delay lets the generator operate for enough time to close valves between
the engine and aircraft systems. This also causes the LV light on the electrical power
annunciator panel to come on.
When the GCR opens, there is an under-voltage condition. The fault condition does
an override of the under-voltage condition and opens the GCR.
OVER-CURRENT AND DIFFERENTIAL PROTECTION
The over-current and differential current protection detectors sense the output of
current transformers.- When there is 170 to 175 amperes on a phase, the over-current
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ELECTRICAL POWER - AC GENERATION - GENERATOR PROTECTION
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ELECTRICAL POWER • APU generator on left bus, APU GB 1 closed, GB 1 and EPC 1 open.
• APU generator on right bus, APU GB 2 closed, GB 2 and EPC 2 open.
• APU generator off bus, the APU GBs open, the EPCs open..
AC GENERATION
ENGINE GENERATOR ON BUS
DIFFERENTIAL PROTECTION
When the engine generator connects to the bus, GB 1 closes and the DPR de-
FUNCTIONAL DESCRIPTION energizes. The load current transformer and the neutral current transformer coils for
the engine generator connect to the detector. When there is a difference current of 20
GENERAL or more amps sensed, the detector opens the GCR and the GB.
The differential current protection detectors sense output of current transformers. ENGINE GENERATOR OFF BUS
The differential protection detector uses the three windings of the neutral current When the engine generator does not connect to the bus, GB 1 is open and the DPR
transformer assembly and the three windings of the load current transformer assembly. energizes closed. The DPR energizes when the EPC or APU GB closes. The load
current transformer coils for the engine generator do not connect to the differential
Two differential protection relays (DPR 1 and DPR 2) in the generator control unit protection detector, but do connect to a ground. When the DPR de-energizes, the load
connect the transformers to the detector. current transformer coils for the APU generator connect differential protection circuits
in the APU GCU. The neutral current transformer always connects to the detector
These relays are controlled by the positions of the engine GBs, APU GBs, and EPCs. circuits in the GCU. When the generator is off of the bus, there is differential current
GCU 1 and 2 use only one DPR. The APU GCU uses the two DPRs. protection for engine generator by the neutral current transformer.
When there is a 20 or more ampere difference on a phase sensed between the neutral
and load current transformer, the differential protection detector in the GCU opens the
generator control relay and the generator breaker if it is closed.
PROTECTION CASES
These are the two conditions for the engine generator differential protection:
• Engine generator on bus, GB closed, APU GB and EPC open.

• Engine generator off bus, GB open, APU GB or EPC closed.
These are the four conditions for the APU generator differential protection:
• APU generator on the two buses, the APU GBs closed the GBs and EPCs
open.
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ELECTRICAL POWER - AC GENERATION - DIFFERENTIAL PROTECTION - FUNCTIONAL DESCRIPTION
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ELECTRICAL POWER
AC GENERATION
APU GENERATOR ON BOTH BUSES
When the APU generator connects to the two buses, APU GB 1 and 2 are closed,
and the DPRs de-energize. The load current transformers and the neutral current
transformer connect to the detector. A difference of 20 or more amps sensed by the
detector opens the GCR and the APU GBs.
APU GENERATOR ON LEFT BUS
When the APU generator connects to the left bus, APU GB 1 closes, and the DPR
1 de-energizes. The load current transformer and the neutral current transformer
connect to the detector. A difference of 20 or more amps sensed by the detector
opens the GCR and the APU GB 1.
APU GENERATOR ON RIGHT BUS
When the APU generator connects to the right bus, APU GB 2 closes, and the DPR
2 de-energizes. The load current transformer and the neutral current transformer
connect to the detector. A difference of 20 or more amps sensed by the detector
opens the GCR and the APU GB 2.
APU GENERATOR OFF BUS
When the APU generator does not connect to the buses, APU GB 1 and 2 are open,
and DPR 1 and 2 energize. The load current transformers and the neutral current
transformer connect to the detector. A difference of 20 or more amps sensed by the
detector opens the GCR.
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ELECTRICAL POWER - AC GENERATION - DIFFERENTIAL PROTECTION - FUNCTIONAL DESCRIPTION
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ELECTRICAL POWER A neutral current transformer is on the APU generator. This transformer is used for the
differential protection.
AC GENERATOR
APU
GENERAL DESCRIPTION
PURPOSE
The APU-driven generator produces the electrical power for the aircraft systems
primarily on the ground.
LOCATION
The generator is on the forward face of the APU. It attaches to the accessory drive
gearbox.
GENERAL DESCRIPTION
The generator is enclosed by a cooling shroud. The cooling air enters the shroud
through a duct from the fan. This cooling air exhausts overboard through openings in
the shroud and APU access door.
There are six AC and three DC terminals on the generator. These are the terminals:
• T1 - phase A power terminal, colour code – red.

• T2 - phase C power terminal, colour code – blue.
• T3 - phase B power terminal, colour code – yellow.
• T4 - phase A neutral or ground terminal, colour code – red.
• T5 - phase C neutral or ground terminal, colour code – blue.
• T6 - phase B neutral or ground terminal, colour code – yellow.
• F - field or excitation supply.
• A - field or excitation return.
• S - not used.
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ELECTRICAL POWER - AC GENERATOR - APU - GENERAL DESCRIPTION
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ELECTRICAL POWER POWER READY CIRCUIT
APU GENERATOR CONTROL UNIT The K801 power ready relay will energize when these conditions are true:
• The AC power sufficient voltage.

FUNCTIONAL DESCRIPTION • The AC power sufficient frequency.
• The generator control relay closed.
GENERATOR CONTROL RELAY AND LOCKOUT
CLOSING APU GENERATOR BREAKER
The K603 generator control relay (GCR) connects the excitation power supply to the
exciter of the generator. The GCR is normally closed and latched by a permanent When K801 energizes, power goes to trip the engine generator breaker or external
magnet. power contactor, and to close the APU generator breaker through the APU generator
switch.
The GCR can only be closed by one APU generator switch momentarily put to the
ON position. The power goes from the generator control unit through the contact of TRIPPING APU GENERATOR BREAKER
relaxed relay K1. The GCR closes through relaxed K602 lockout relay.
The GCR can be tripped by these manual actions: The APU generator breaker is tripped by one of these:
• APU Generator switch momentarily to OFF (the first switch used trips its APU • Tripping the GCR (6 ways).
GB, the second switch used trips its APU GB and then the GCR). • Over-frequency.
• Fire handle(s) pulled (in the flight compartment or the main wheel well). • Under-frequency.
The GCR can be tripped by these automatic actions: The generator breaker trip relay K604 energizes and power from the GCU trips the
GB.
• Over voltage.
• Under-voltage.
• Over-current.
• Differential protection.
When the GCR trips, it opens the circuit from the excitation power supply to the
generator exciter.
If the APU generator switch is put to the ON position and there is a fault signal at
the time, the fault signal will ground both the GCR trip coil and the lockout relay. The
lockout relay and the APU generator switch ON keep the GCR tripped as long as the
APU generator switch is in the ON position.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗśŘȱȱŞŝŜ

ELECTRICAL POWER - APU GENERATOR CONTROL UNIT - FUNCTIONAL DESCRIPTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗśřȱȱŞŝŜ

ELECTRICAL POWER • Momentarily put the APU generator switch to the OFF position (both switches
used to OFF position will trip the GCR).
• Momentarily put the adjacent engine generator switch to the ON position.
APU GENERATOR BREAKER CONTROL • Momentarily put the ground power switch to the ON position..
FUNCTIONAL DESCRIPTION The generator breaker will open automatically when any of these faults occur:
CLOSING GENERATOR BREAKER • The generator control relay trips (6 ways).

• Generator output at over frequency (430 Hz).
• Generator output at under frequency (365 Hz).
To close the APU generator breaker, momentarily put the APU generator switch to
the ON position.
The 28V DC power to close the breaker is from the APU generator control unit (GCU).
The breaker will close when these conditions are true:
• Generator control relay (GCR) – closed.

• Generator output - not under frequency.
• Generator output - not under-voltage.
• External power contactor – tripped.
• Engine generator breaker - tripped.
On the ground, both APU generator breakers can be closed. In flight, only breaker 1
or 2 can be closed. This is controlled by the R38 air/ground relay.
The APU generator has limited cooling in flight and can not provide a full power output
for all electrical requirements.
The APU generator will supply power to both generator buses on the ground, and only
one generator bus in the air.
OPENING GENERATOR BREAKER
The 28V DC power to open the breaker is from the APU generator control unit, engine
generator control unit, and bus protection panel.
Any of these will open the generator breaker:
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ELECTRICAL POWER - APU GENERATOR BREAKER CONTROL - FUNCTIONAL DESCRIPTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗśśȱȱŞŝŜ

ELECTRICAL POWER The close and trip signals for the breakers are from the P5 panel, generator control
units, and bus protection panel.
AC GENERATION
ENGINE GENERATOR BREAKER The GB is the same as the APU generator breaker and external power contactor, and
are interchangeable.
PURPOSE
The two engine generator breakers connect 115V AC, 400 Hz, three-phase engine
generator power to the distribution system.
LOCATION
The engine generator breakers (GB 1 and GB 2) are on both sides of a bulkhead to
the right of the nose wheel well. Access to the breakers is through the nose wheel
well, by removal of the forward and aft access panels from the right inner wall in the
nose wheel well.
The breaker mechanism has a DC coil for closing and tripping.
A permanent magnet helps close and latch the breaker in the closed position.
An internal spring helps open and holds it in the open position.
The breaker has two types of contacts, primary and auxiliary.
The primary contacts allow power from the external power source to the system
distribution.
The auxiliary contacts have these functions:
• APU generator breaker position control.

• External power contactor position control.
• Bus power indication on the P5 panel.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗśŜȱȱŞŝŜ

ELECTRICAL POWER - AC GENERATION - ENGINE GENERATOR BREAKER
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗśŝȱȱŞŝŜ

ELECTRICAL POWER contactor.
AC GENERATION
APU GENERATOR BREAKER
PURPOSE
The two APU generator breakers connect 115V AC, 400 Hz, three-phase APU
generator power to the distribution system.
LOCATION
The APU generator breakers (APU GB 1 and APU GB 2) are at the bottom of the P6
panel. Access to the contactors is through the circuit breaker panels at the bottom of
P6 panel.
The breaker mechanism has a DC coil for close and trip. A permanent magnet helps
close and latch the breaker in the closed position. An internal spring helps open
and hold it in the open position. The breaker has two types of contacts, primary and
auxiliary. The primary contacts allow power from the external power source to the
system distribution. The auxiliary contacts have these functions:
• Engine generator breaker position control.

• External power contactor position control.
The close and trip signals for the breakers are from the P5 panel, generator control
The APU GB is the same as the engine generator breaker and external power
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ELECTRICAL POWER - AC GENERATION - APU GENERATOR BREAKER
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗśşȱȱŞŝŜ

ELECTRICAL POWER
AC GENERATION
LINE CURRENT TRANSFORMER ASSEMBLY
PURPOSE
There are three line current transformer assemblies, one for each generator.
Each transformer assembly does these things for the generating system:
• Over-current protection.
• Current meter.
• Current boost.
• Current limit.
LOCATION
The three line current transformer assemblies are on the right forward ceiling of the
electrical equipment compartment.
Each current transformer assembly has twelve windings, four for each phase. The
generator feeder cables go through holes on the transformer marked A1, A2, and A3.
The output from each transformer connects to these:
• Module M400 for metering.

• Generator control unit for protection, boost and limiting.
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ELECTRICAL POWER - AC GENERATION - LINE CURRENT TRANSFORMER ASSEMBLY
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŜŗȱȱŞŝŜ

ELECTRICAL POWER
AC GENERATION
NEUTRAL CURRENT TRANSFORMERS
PURPOSE
The neutral current transformer senses the total current that flows through the
generator at the neutral (ground) terminals. There is a current transformer assembly
for each generator.
LOCATION
The engine generator neutral current transformer is on the left side of the engine fan
case above the generator.
The APU generator neutral current transformer is on the APU generator.
Each transformer has three windings (one for each phase).
The engine generator neutral cables go through holes on the transformer marked 81,
82, 83. The cables connect to a common ground on an engine flange.
The APU generator neutral cables go through holes on the transformer marked 81,
82, 83. The cables connect to a common terminal strip within the APU shroud. A
single ground lead joins the terminal strip to a ground outside of the shroud.
The output from each transformer connects to the associated generator control unit.
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ELECTRICAL POWER - AC GENERATION - DIFFERENTIAL PROTECTION - NEUTRAL CURRENT TRANSFORMERS
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŜřȱȱŞŝŜ

ELECTRICAL POWER - AC GENERATION - DIFFERENTIAL PROTECTION - NEUTRAL CURRENT TRANSFORMERSæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŜŚȱȱŞŝŜ

INTENTIONALLY
BLANK
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŜśȱȱŞŝŜ

ELECTRICAL POWER
AC GENERATION
LOAD CURRENT TRANSFORMER
PURPOSE
The load current transformer senses the current to the systems in operation. There
are two current assemblies.
LOCATION
The two current transformer assemblies are in the lower part of P6 panel.
Each current transformer assembly has six windings (two for each phase). One set
of windings is for comparison of the load current to the total neutral current from the
engine generator. The other set of windings is for comparison of the load current to
the total neutral current from the APU generator.
The output from each current transformer connects to the engine and APU generator
control units.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŜŜȱȱŞŝŜ

ELECTRICAL POWER - AC GENERATION - DIFFERENTIAL PROTECTION - LOAD CURRENT TRANSFORMER
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŜŝȱȱŞŝŜ

ELECTRICAL POWER
AC GENERATION
TRANSFER BUS SYSTEM
PURPOSE
The essential electrical loads get power from the transfer buses. This makes sure of
minimum loss of electrically powered systems if there is a generator loss.
A transfer relay is between the generator bus and the transfer bus. The relay has two
coils, normal and alternate.
When both generator buses have power, both transfer buses get power directly from
the generator buses through the normal coils of transfer relays. If one generator bus
has no power, its transfer relay goes to alternate. Both transfer buses get power from
the generator bus that has power.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŜŞȱȱŞŝŜ

ELECTRICAL POWER - AC GENERATION - TRANSFER BUS SYSTEM
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŜşȱȱŞŝŜ

ELECTRICAL POWER The normal coil of R3 gets power through closed contacts of R349. Power for R349 is
from generator control unit 1. Side 2 operates the same.
AC BUS TRANSFER SYSTEM
ALTERNATE OPERATION
FUNCTIONAL DESCRIPTION The AC transfer buses supplies power to the essential loads. If a generator has a
failure, the transfer bus changes to the remaining generator. When generator 1 goes
TRANSFER RELAYS off, GB 1 opens. If GB 1, APU GB 1, and EPC 1 are open, the normal coil of R3
transfer relay 1 de-energizes. If generator 2 continues to supply power to generator
The two bus transfer relays, 1 (R3) and 2 (R4), have these three position contacts: bus 2 with GB 2 closed, relay R350 energizes. Power from GCU 2 energizes the
alternate coil of transfer relay 1 through these parts:
• Normal.
• Alternate. • Contact of R350.
• Neutral or off. • Bus transfer switch in AUTO.
• Contact of R349.
The condition of these components controls the position of the contacts: • Contact of Differential protection relay (DPR 1) in the GCU 1.
• Time delay of 0.25 seconds.
• Engine generator breakers (GB 1 and GB 2).
• APU generator breakers (APU GB 1 and APU GB 2). When transfer relay 1 alternate coil energizes, generator bus 2 connects to transfer
• External power contactors (EPC 1 and EPC 2). bus 1. The time delay gives anti-hunt protection. A loss of generator 2 operates the
• Transfer control relays R349 and R350. same.
• Bus transfer switch (alternate coils only).
If the bus transfer switch is put to the OFF position, the coils of the transfer relays do
NORMAL OPERATION not energize. The electrical AC and DC systems are now divided in half.
For normal conditions, generator 1 supplies power to generator bus 1 through closed BATTERY CHARGER POWER SUPPLY
GB 1. The connection from generator bus 1 to transfer bus 1 is through R3 transfer
relay 1 in the normal position. The normal coil of R3 gets power through closed The power for the battery charger is normally from the ground service bus. This bus
contacts of R349. Power for R349 is from generator control unit 1. Side 2 operates normally gets power from generator bus 1 or from external power with ground service
the same. switch selected ON.
If there is a loss of power to generator bus 1, R3 transfer relay alternate coil energizes.
AUXILIARY POWER/EXTERNAL POWER OPERATION At the same time, the R89 battery charger transfer relay energizes.
When external power or the APU generator supplies power to side 1, the power This relay connects main bus 2 to the battery charger.
connects to generator bus 1 and transfer bus 1 through closed EPC 1 or APU GB 1.
The R3 transfer relay is in the normal position.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŝŖȱȱŞŝŜ

ELECTRICAL POWER - AC BUS TRANSFER SYSTEM - FUNCTIONAL DESCRIPTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŝŗȱȱŞŝŜ

ELECTRICAL POWER relay are closed. When the TRANSFER BUS OFF light comes on, the MASTER
CAUTION and ELEC annunciator lights come on.
AC GENERATION
AC POWER BUS OFF LIGHTS FUNCTIONAL DESCRIPTION
The AC power bus off lights shows the status of the AC power distribution system.
These are the lights:
• APU GEN OFF BUS blue light.

• GEN OFF BUS blue light.
• BUS OFF amber light.
• TRANSFER BUS OFF amber light.
The APU GEN OFF BUS light comes on when APU is on and the speed is above 95%
RPM. When the light is on it also shows that the generator does not supply power to
either generator bus. The APU GEN OFF BUS light goes off when these conditions
occur:
• APU speed goes above 110% RPM.

• APU oil pressure goes below 4 PSI.
• APU speed goes below 95% RPM.
• Either or both APU generator breakers (APU GB) closed.
The GEN OFF BUS light comes on when an engine generator does not supply power
to the associated generator bus. The light comes on when the associated engine
generator breaker opens.
The BUS OFF light comes on when the associated generator bus does not have
power. The generator bus will not have power when the engine generator breaker,
APU GB, or external power contactor are open. When the BUS OFF light comes on,
the MASTER CAUTION and ELEC annunciator lights come on.
The TRANSFER BUS OFF light comes on when the associated transfer bus does not
have power. The light comes on when both contacts of the associated bus transfer
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ELECTRICAL POWER - AC GENERATION - AC POWER BUS OFF LIGHTS FUNCTIONAL DESCRIPTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŝřȱȱŞŝŜ

ELECTRICAL POWER
28V AC DISTRIBUTION
PURPOSE
The 28V AC power is used for these functions:
• Aircraft cabin and service lighting.

• Instrument lighting.
• Instruments.
• Avionics.
Step-down transformers provide 28V AC power from these 115V AC buses:
• Ground service bus.

• Main bus 1.
• Main bus 2.
• Transfer bus 1.
• Transfer bus 2.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŝŚȱȱŞŝŜ

ELECTRICAL POWER - 28V AC DISTRIBUTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŝśȱȱŞŝŜ

ELECTRICAL POWER
28V AC DISTRIBUTION
Step-down transformers provide 28V AC power from 115V AC power.
The service compartment lighting gets power from the three ground service buses.
The non-essential lighting gets power from main bus 1 and main bus 2.
The essential lighting gets power from transfer bus 1 and transfer bus 2.
The electronic systems power supply is from two air data buses.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŝŜȱȱŞŝŜ

ELECTRICAL POWER - 28V AC DISTRIBUTION - FUNCTIONAL DESCRIPTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŝŝȱȱŞŝŜ

ELECTRICAL POWER
28V AC TRANSFORMERS
PURPOSE
The 28V AC transformers supply power for these functions:
• Aircraft lighting {cabin and service).

• Instrument lighting.
• Instruments.
• Avionics.
LOCATION
The 28V AC transformers are on the J4 and J5 transformer shields. There are seven
transformers in J4 and two transformers in J5. These shields are on the right side of
the nose wheel well.
Access to the transformer shields is through the forward and aft access panels from
the right wall of the nose wheel well.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŝŞȱȱŞŝŜ

ELECTRICAL POWER - 28V AC TRANSFORMERS
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŝşȱȱŞŝŜ

ELECTRICAL POWER
DC GENERATION
INTRODUCTION
PURPOSE
The DC electrical power distribution supplies 28V DC for the different aircraft systems.
The DC power comes from transformer rectifiers (TR) and from the battery.
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ELECTRICAL POWER - DC GENERATION - INTRODUCTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŞŗȱȱŞŝŜ

ELECTRICAL POWER
DC SYSTEM
PURPOSE
The DC systems controls and indications do these things:
• Gives the flight crew indication of the DC power supply systems.

• Connects the battery power to the DC system.
LOCATION
The DC systems controls and indications are on the AC and DC meter panel on the
P5 forward overhead panel.
GENERAL DESCRIPTION
The panel has control and indication circuitry for the DC systems. These are the
controls and indications:
• Battery switch (guarded in the ON position).

• Rotary selector to select DC power systems for indication.
• Ammeter
• Voltmeter.
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ELECTRICAL POWER - DC SYSTEM - CONTROLS AND INDICATIONS
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŞřȱȱŞŝŜ

ELECTRICAL POWER
DC GENERATION
TRANSFORMER RECTIFIER
PURPOSE
The transformer rectifier (TR) converts 115V AC, 400Hz, three-phase power to 28V
DC power for use by the DC distribution system. The three transformer rectifiers are
the same.
LOCATION
The three transformer rectifiers are in the E and E compartment on the E3-1 shelf.
The electrical connector is on the rear of the unit. The unit is rated at 50 amps with
forced air cooling.
MONITOR
The output of each transformer rectifier shows on the P5-13 DC meter panel.
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ELECTRICAL POWER - DC GENERATION - TRANSFORMER RECTIFIER
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŞśȱȱŞŝŜ

ELECTRICAL POWER - DC GENERATION - TRANSFORMER RECTIFIERæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŞŜȱȱŞŝŜ

INTENTIONALLY
BLANK
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŞŝȱȱŞŝŜ

ELECTRICAL POWER
DC GENERATION
BATTERY
PURPOSE
The battery gives DC power to critical aircraft systems when the normal DC supply
from transformer rectifier 3 is not there. It also is a backup for the AC system control
and protection and starts the APU.
LOCATION
The battery is in the E and E compartment, left side immediately forward of the E2
rack on the battery shield J9.
The battery is a 20-cell nickel-cadmium unit. It has an overheat switch set at 136°F
(58°C) and is part of the battery protection circuit. The battery connector and the
overheat switch connector are on the front of the battery.
The battery connects to the DC system by relays that operate by switches on the P5
forward overhead panel.
MONITOR
You can see the output of the battery on the DC meter panel P5-13.
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ELECTRICAL POWER - DC GENERATION - BATTERY
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŞşȱȱŞŝŜ

ELECTRICAL POWER - DC GENERATION - BATTERYæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗşŖȱȱŞŝŜ

INTENTIONALLY
BLANK
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗşŗȱȱŞŝŜ

ELECTRICAL POWER
DC GENERATION
BATTERY CHARGER
PURPOSE
The battery charger restores and maintains the battery at full electrical potential.
LOCATION
The charger is in the EE compartment on the E3-1 shelf.
The electrical connector is on the rear of the charger. The charger is rated at 40 amps
with forced air cooling.
MONITOR
The output of the battery charger can be read on the DC meter panel.
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ELECTRICAL POWER - DC GENERATION - BATTERY CHARGER
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ELECTRICAL POWER - DC GENERATION - BATTERY CHARGERæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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ELECTRICAL POWER
STANDBY POWER
STATIC INVERTER
PURPOSE
The static inverter supplies 115V AC, 400 Hertz, single phase power to the standby
AC bus during loss or absence of the normal supply.
LOCATION
The static inverter is in the EE compartment on the E3-1 shelf.
The static inverter is rated at 500VA. The electrical connector is at the back of the
inverter.
MONITOR
The inverter output can be read on the AC meter panel.
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ELECTRICAL POWER - STANDBY POWER - STATIC INVERTER
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INTENTIONALLY
BLANK
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R1 aux relay R327 relaxes due to loss of normal input (TR3) to the battery bus.
(Charge mode pulse by the charger results in pulse of the flight compartment
indication lights).
Standby power manual relay R328 energizes by standby power switch in the
BAT position. (Charge mode pulse by the charger results in pulse of the flight
compartment indication lights).
Refuelling power select relay R10 energizes with external power connected.
(Faulty regulation of external power could damage the battery if the charger
operates in the charge mode).
The power supply to the charger is inhibited during APU start by the APU start
interlock relay R39.
The battery charger output can be read on the DC meter panel.
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ELECTRICAL POWER - BATTERY CHARGING - FUNCTIONAL DESCRIPTION
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ELECTRICAL POWER The DC external power system is not used to charge the battery from an external
source. The battery must be charged from the battery charger.
EXTERNAL DC
GENERAL DESCRIPTION
PURPOSE
The DC external receptacle connects a 28V DC power supply from an external source
aircraft battery for APU start if the battery voltage is not sufficient.
LOCATION
The external power receptacle is in the EE compartment below the battery on the J9
battery shield.
The covered receptacle consists of two large pins and one small pin. The large pins
are positive and negative connections. The small pin is for proper alignment of the
external connector.
An instruction placard and three circuit breakers are adjacent to the receptacle.
These are the breakers:
• External power DC.

• Battery charger.
• APU start.
Normally, the EXTERNAL POWER DC circuit breaker is open and the BATTERY
CHARGER circuit breaker is closed.
Before you connect external power, open the BATTERY CHARGER circuit breaker.
After connection, close the EXTERNAL POWER DC circuit breaker. The reverse is
done before removal of external power.
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ŘŚȱȬȱȱŗŗŘȱȱŗŝŘ
ELECTRICAL POWER - EXTERNAL DC - GENERAL DESCRIPTION
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ELECTRICAL POWER - EXTERNAL DC 2%#%04)#,%æ- #/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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ELECTRICAL POWER
EXTERNAL DC
The external power 28V DC receptacle supplies power to start the APU.
You must open the BATTERY CHARGER circuit breaker before you connect external
DC power. After you connect the external DC, you must close the EXTERNAL POWER
DC circuit breaker.
Power now goes to the hot battery bus for APU start.
You must open the EXTERNAL POWER DC circuit breaker before you remove
external DC power. After you remove the external DC, you must close the BATTERY
CHARGER circuit breaker.
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ELECTRICAL POWER - EXTERNAL DC - FUNCTIONAL DESCRIPTION
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ELECTRICAL POWER
DC POWER
The DC power supply system consists of a battery and three interchangeable

transformer rectifier units (TRs).
Transformer rectifier unit 1 gets power from 115V AC transfer bus 1 and gives 28V DC
power to DC bus 1. Transformer rectifier unit 2 gets power from 115V AC transfer bus
2 and gives 28V DC power to DC bus 2.
The battery supplies power to the battery bus through relaxed battery bus auto relay
R1 and energized battery bus relay R355 when the battery switch is ON.
Transformer rectifier unit 3 gets power from main bus 2. When TR3 output is available,
it supplies power to the battery bus. Output from TR3 energizes the battery transfer
relay R2, which energizes battery bus auto relay R1. This disconnects power from the
battery to the battery bus and connects the TR3 to the battery bus through relaxed
bat bus manual relay R326.
If there is no output from TR3, relay R2 relaxes, relay R1 relaxes and the battery bus
gets power from the battery through energized relay R355.
If the standby power switch is in BAT position, battery bus manual relay R326
energizes. This transfers the battery bus to power from the battery and the battery
charger.
Transformer rectifier 3 is also connected to DC bus 2 and DC bus 1 through normally

energized TR3 disconnect relay R9.
The auxiliary to R1 relay R327 is in the battery charger circuit.
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ELECTRICAL POWER - DC POWER - FUNCTIONAL DESCRIPTION
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ELECTRICAL POWER
EXTERNAL POWER
INTRODUCTION
PURPOSE
External power is the normal source of 115V AC, 400 Hz power for the aircraft
electrical system when the aircraft is on the ground.
GENERAL
The external power source supplies AC power to the aircraft. The aircraft electrical
components change the AC power to DC power.
External power has these components:
• External power receptacle.

• Two External power contactors (EPC).
• Bus protection panel (BPP).
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ELECTRICAL POWER - EXTERNAL POWER - INTRODUCTION
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ELECTRICAL POWER
EXTERNAL POWER
PURPOSE
The AC systems generator and APU module does these things:
• Gives the flight crew indication of the ground power connection.

• Connects ground power to the aircraft electrical system.
LOCATION
The panel is on the P5 forward overhead panel.
GENERAL DESCRIPTION
The panel has control and indication circuitry for the external electrical power.
These are the indications and controls on the panel:
• GRD POWER AVAILABLE blue light comes on when external power cable is
connected and ground power source is turned on.
• GRD PWR, three-position switch (ON, OFF spring loaded to neutral) allows
connection and removal of external power to aircraft busses.
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ELECTRICAL POWER - EXTERNAL POWER - CONTROLS AND INDICATIONS
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ELECTRICAL POWER • Ground service relay is de-energized (AC ground service bus does not have
power).
• Refuelling panel door is closed.
EXTERNAL POWER
PILOT CALL SWITCH
EXTERNAL POWER RECEPTACLE
You use the pilot call switch to operate a bell in the flight compartment. This gives an
PURPOSE alert to a person in the flight compartment to speak with you.
The external power panel has the external AC power connection and power use NOSE WHEEL WELL LIGHT CONTROL SWITCH
indication. The external power panel is in the right lower portion of the forward fuselage.
You use this switch to put on the lights in the wheel well. See the lighting chapter for
GENERAL DESCRIPTION more information.
You open the external power panel access door to get access to the panel and the FLIGHT INTERPHONE JACK
connection. The panel has an external power receptacle and a control and display
section. The control and display section has these components: You use the flight interphone jack to speak with only the flight compartment. You use
this jack when it is very important that no other person speaks over you.
• EXTERNAL POWER CONN indicator.
• External power NOT IN USE indicator.
PARK BRAKE SET LIGHT
• Pilot call switch.
• Nose wheel well light control switch.
• Flight interphone jack. The PARK BRAKE SET red light comes on when the parking brake is set.
• PARK BRAKE SET light.
EXTERNAL POWER RECEPTACLE
EXTERNAL POWER CONN INDICATOR
The external power receptacle has these six pins:
The amber EXTERNAL POWER CONN indicator comes on when you connect the
ground power plug, and the ground source is on. • Three pins for each AC power phase (pins A, B, and C).
• One pin for ground (pin D).
• Two short pins for BPP interlock logic {pins E and F).
NOT IN USE INDICATOR
The white NOT IN USE indicator comes on when these conditions are true:
• External power is available

• The EPCs are open.
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ELECTRICAL POWER - EXTERNAL POWER - EXTERNAL POWER RECEPTACLE
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ELECTRICAL POWER
EXTERNAL POWER
INDICATION
INDICATION
The blue GRD POWER AVAILABLE light on P5 panel comes on to show that external
power is connected and the ground power source is on. The bus protection panel
transformer supplies 28V AC power. It is changed to 28V DC by two diodes. The light
is not an indication that power quality is good.
The amber CONN light on the external power panel is an AC powered light. The light
comes on to show that external power is connected and the ground power source
is on. The light is not an indication that power quality is good. The light is neon and
receives AC power directly from the external power bus.
The white NOT IN USE light on the external power panel comes on to show that
external power is not used. The bus protection panel rectifier, backed up from battery,
supplies power for the light.
The light comes on when these conditions are true:
• There is continuity through pins E and F (external power plug connected).

• The ground service relay R6 is relaxed (power not used by ground service
system).
• The fuelling power control relay R11 is relaxed (power not used for fuelling).
• The external power contactors are open (power not on the buses).
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ELECTRICAL POWER - EXTERNAL POWER - INDICATION - FUNCTIONAL DESCRIPTION
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ELECTRICAL POWER
EXTERNAL POWER
BUS PROTECTION PANEL
PURPOSE
The bus protection panel (BPP) monitors, controls, and gives protection to the aircraft
electrical circuits connected to external power.
These are the electrical circuits connected to external power:
• Power supply from the external power.

• Ground service power supply.
• Fuelling power supply.
LOCATION
The bus protection panel is in the flight compartment on the front of the P6 panel.
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ELECTRICAL POWER - EXTERNAL POWER - BUS PROTECTION PANEL
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ELECTRICAL POWER - EXTERNAL POWER - BUS PROTECTION PANELæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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ELECTRICAL POWER
EXTERNAL POWER
CONTROL POWER SUPPLY
Each of the generator control units (GCUs) and the bus protection panel (BPP) has
a transformer-rectifier (TR) unit. This TR converts three-phase, AC power to 28V DC.
The DC power is used for the control and protection circuits during normal system
operation.
If the AC power is not available or the TR unit has failed, the power for the control and
protection circuits is available from the switched hot battery bus.
When the battery switch is ON, relay R41 is energized. The switched hot battery
bus is connected through the relay to the three generator control units and the bus
protection panel. This gives a backup power supply.
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ELECTRICAL POWER - EXTERNAL POWER - CONTROL POWER SUPPLY
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ELECTRICAL POWER When the relay is relaxed, EPC 1 and EPC 2 open.
When both EPCs are open (generator power applied, APU generator power applied,
BUS PROTECTION PANEL or battery switch OFF), the silicon controlled rectifier (SCR) is pulsed. This relaxes
relay K1 in the bus protection panel.
Similarly, the ground power switch momentarily to the OFF position, pulses the SCR.
The bus protection panel has these functions:
If the external power supply is at under-voltage, over voltage, or negative sequence,
• Provides power supply for operation of external power contactors. the logic circuit relaxes relay K1 in the bus protection panel. This opens the EPCs
• Provides protection for the systems powered from external power. through R348 and protects the aircraft systems against bad external power.
• Removes engine generator or APU generator power from the buses before it
applies external power to the buses. The seven-second time delay in the under-voltage circuit is to allow for voltage
recovery after application of a load.
The external power transformer rectifier unit in the bus protection panel supplies 28V
DC to the ground power switch on P5 panel. When the engine generator switches are
not used, relays K1 and K2 in P5 panel are relaxed.
When the ground power switch is momentarily put to ON these relays energize:
• K1, external power control relay.

• K2, external power control auxiliary relay.
When the ground power switch is released to the neutral position, relay K1 stays
energized through the logic holding circuit.
The engine generator breakers (GB 1 and GB 2) open (if they were closed) through
relay K2.
Relay R348 external power control relay energizes (battery switch ON), this opens
APU GB 2, if it was closed. When GB 2 and APU GB 2 are open, EPC 2 can now
close. External power is supplied to generator bus 2.
When EPC 2 is closed, relay R351 EPC 2 auxiliary relay energizes. This opens APU
GB 1, if it was closed. When GB 1 and APU GB 1 are open, EPC 1 can now close.
External power is supplied to generator bus 1.
The battery switch to the OFF position relaxes relay R348.
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ELECTRICAL POWER - BUS PROTECTION PANEL - FUNCTIONAL DESCRIPTION
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ELECTRICAL POWER The external power contactor opens automatically when any of these faults occur:
• Ground power output at over-voltage (130V AC).

EXTERNAL POWER CONTACTOR CONTROL • Ground power output at under-voltage (100V AC).
CLOSING EXTERNAL POWER CONTACTOR
To close the external power contactor (EPC), momentarily put the ground power
switch to the ON position.
The 28V DC power to close the contactor is from the bus protection panel (BPP). This
energizes the external power control relay R348.
The contactor closes when these conditions are true:
• Ground power output is not at under-voltage.

• Ground power output is not at over voltage
• Ground power output is not at negative sequence (incorrect phase rotation).
• APU generator breakers are open.
• Engine generator breakers are open.
OPENING EXTERNAL POWER CONTACTORS
The 28V DC power to open the contactors is from the bus protection panel, generator
control units, and the APU generator control unit ,hot battery bus.
Do one of these steps to open the external power contactor:
• Momentarily put the ground power switch to the OFF position-opens both
EPCs.
• Momentarily put the engine generator switch to the ON position-opens the
EPC on same side.
• Momentarily put the APU generator switch to the ON position-opens EPC on
same side.
• Put the battery switch to the OFF position-opens both EPCs.
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ELECTRICAL POWER - EXTERNAL POWER CONTACTOR CONTROL - FUNCTIONAL DESCRIPTION
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ELECTRICAL POWER
EXTERNAL POWER
EXTERNAL POWER CONTACTOR
PURPOSE
The two external power contactors (EPCs) connect 115V AC, 400 Hz, three -phase
external power to the distribution system. The external power contactors are on the
forward side of a bulkhead to the right of the nose wheel well. Access to the contactors
is through the forward access panel on the right inner wall of the nose wheel well.
The contactor mechanism has a DC coil for close and trip. A permanent magnet
helps close and latches the contactor in the closed position. An internal spring helps
the contactor open and holds it in the open position. The contactor has two types of
contacts, primary and auxiliary. The primary contacts allow power from the external
power source to the system distribution. The auxiliary contacts have these functions:
• APU generator breaker position control.

• Engine generator breaker position control.
The close and trip signals for the contactors are from the P5 panel, generator control
The EPC is the same as the engine and APU generator breakers and are
interchangeable.
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ELECTRICAL POWER - EXTERNAL POWER - EXTERNAL POWER CONTACTOR
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ELECTRICAL POWER
EXTERNAL POWER
GROUND SERVICE SYSTEM
GENERAL DESCRIPTION
The ground service system supplies power for aircraft servicing.
The ground service bus normally gets power from the generator bus 1. For servicing
the ground service bus can get power directly from the external power.
Power to the generator buses from external power is not necessary (EPCs stay open).
The connection of external power to the ground service bus is by the ground service
relay R6 and the ground service switch on the forward attendants panel (P-13) near
the forward main entry door.
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ELECTRICAL POWER - EXTERNAL POWER - GROUND SERVICE SYSTEM
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ELECTRICAL POWER
EXTERNAL POWER
COMPONENTS
GENERAL
The ground service system allows use of AC external power for servicing of the
aircraft on the ground. External power to the aircraft power distribution system is not
necessary.
When external power is connected, the ground service switch energizes the ground
service system. Protection is provided by the bus protection panel.
COMPONENT LOCATIONS
These are the components used for the ground service system:
• Bus protection panel on the front of P6 panel.

• Ground service relay R6 inside the P6 panel.
• Ground service switch on the P13 forward attendant panel.
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ELECTRICAL POWER - EXTERNAL POWER - GROUND SERVICE SYSTEM - COMPONENTS
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ELECTRICAL POWER
EXTERNAL POWER
Power for the ground system connection is from the transformer rectifier unit in the
bus protection panel.
This power is backed up by battery power if the battery switch is on.
The ground service bus can get power directly from external AC power. You connect
external power to the ground service bus by the ground service switch. The switch has
a holding solenoid and is on the forward attendant panel.
The switch to the ON position energizes the holding solenoid and ground service
relay R6. The switch stays in the ON position. When R6 is energized, 115V AC from
external power is connected to the ground service bus. The external power switch
momentarily to the ON position, energizes relay K1 in the bus protection panel.
This energizes the external power control relay R348 which relaxes the ground service
switch holding solenoid. The switch automatically returns to OFF and R6 relaxes. The
ground service bus then gets power from its normal source, generator bus 1.
When the external power is connected, protection circuits in the bus protection panel
monitor the external power. If external power is not correct, (under voltage, over
voltage, or negative sequence), the protection circuits de-energize the ground service
switch holding solenoid. This relaxes relay R6 and disconnects external power from
the ground service bus.
The fuelling power select relay R10 is energized when external power is connected. If
external power is not correct, relay R10 relaxes.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘřŚȱȱŞŝŜ

ELECTRICAL POWER - EXTERNAL POWER - GROUND SERVICE SYSTEM FUNCTIONAL DESCRIPTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘřśȱȱŞŝŜ

ELECTRICAL POWER
STANDBY POWER
INTRODUCTION
PURPOSE
The standby electrical power distribution provides 115V AC and 28V DC power to
essential systems if normal supply is not available.
The standby power is supplied from the AC and DC distribution system or the static
inverter and the battery.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘřŜȱȱŞŝŜ

ELECTRICAL POWER - STANDBY POWER - INTRODUCTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘřŝȱȱŞŝŜ

ELECTRICAL POWER
STANDBY POWER
PURPOSE
The standby power controls and indications do these things:
• Gives the flight crew indication of standby power operation..

• Allows control of standby power.
LOCATION
The standby power controls and indications are on the constant speed drive and
standby power panel. The panel is on the P5 forward overhead panel.
GENERAL DESCRIPTION
The panel has control and indication circuitry for the standby power.
These are the controls and indications:
• STANDBY PWR OFF amber light - shows that standby power is not available.
• Three-position standby power switch - BAT, OFF, and AUTO. The switch is
guarded in the AUTO position.
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ELECTRICAL POWER - STANDBY POWER - CONTROLS AND INDICATIONS
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ELECTRICAL POWER
STANDBY SYSTEM
GENERAL DESCRIPTION
PURPOSE
The standby power distribution provides 115V AC and 28V DC power to essential
systems the normal supply is not available.
GENERAL DESCRIPTION
During normal operation the standby AC bus gets power from the transfer bus 1. The
standby DC bus gets power from DC bus 1.
When AC power is not available, the battery provides power for the standby system.
The standby AC bus gets power from the battery bus through the inverter. The standby
DC bus gets power from the battery bus.
The control of the standby system is by relays.
The power on the standby AC and DC buses can show on the AC and DC meter
panel.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘŚŖȱȱŞŝŜ

ELECTRICAL POWER - STANDBY SYSTEM - GENERAL DESCRIPTION
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ELECTRICAL POWER
STANDBY POWER
STATIC INVERTER
PURPOSE
The static inverter supplies 115V AC, 400 Hertz, single phase power to the standby
AC bus during loss or absence of the normal supply.
LOCATION
The static inverter is in the E and E compartment on the E3-1 shelf.
The static inverter is rated at 500VA. The electrical connector is at the back of the
inverter.
MONITOR
The inverter output can be read on the AC meter panel.
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ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘŚřȱȱŞŝŜ

ELECTRICAL POWER - STANDBY POWER - STATIC INVERTERæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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ELECTRICAL POWER On the ground when AC power is not available, the standby power relay R356
energizes and the static inverter operates if the standby power switch is in BAT
position with relay R328 energized.
STANDBY POWER
INDICATION
When the standby AC bus does not have power, the standby power indication relay
FUNCTIONAL DESCRIPTION - STANDBY DC R330 de-energizes. This causes the STANDBY PWR OFF amber light on P5 panel
to come on.
The standby DC bus usually gets power from DC bus 1. The power connects through
energized standby power transfer auto relay R37 and de-energized standby power
manual relay R328.
The standby bus can also get power from the battery with the standby power switch
in the BAT position. This energizes relay R328 and connects battery bus power to
the standby bus. When the standby power switch is OFF, the standby DC bus has no
power.
FUNCTIONAL DESCRIPTION - STANDBY AC
The standby AC system is a single-phase 115V AC bus. It usually gets power from
transfer bus 1 through energized standby power transfer auto relay R37 and de-
energized standby power manual relay R328.
Relay R37 gets power from DC bus 1 and a ground through the voltage sensor card
and standby power switch in the AUTO position. The transfer bus 1 must be more than
100V AC.
When the transfer bus 1 is less than 100V AC or when DC bus 1 is less than 17V
DC, relay R37 de-energizes. The static inverter gets power from the battery bus, and
now supplies the AC power to the standby AC bus if the aircraft is in the air, and the
standby power switch is in AUTO.
The standby AC bus can also get power from the static inverter with the standby
power switch in the BAT position. This energizes relay R328. When the standby power
switch is OFF, relays R37 and R328 de-energize, and the static inverter gets no power
from the battery bus. The standby AC bus has no power in this condition.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘŚŜȱȱŞŝŜ

ELECTRICAL POWER - STANDBY POWER - FUNCTIONAL DESCRIPTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘŚŝȱȱŞŝŜ

ELECTRICAL POWER
ELECTRICAL POWER INDICATION
INTRODUCTION
PURPOSE
The electrical power indication system gives indication and monitoring of the various
parts of the AC and DC power supply and distribution systems.
The electrical power indication also helps troubleshooting of the AC and DC systems.
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ELECTRICAL POWER - ELECTRICAL POWER INDICATION - INTRODUCTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘŚşȱȱŞŝŜ

ELECTRICAL POWER NOTE:
POWER SYSTEM TEST MODULE (M400) When you are through with the power system test module, return selector S2
to B position. This makes sure that the generator AC current shows on the
meters as phase B. Selector S1 can be in any position.
PURPOSE
The G and H positions of selector S2 are not used.
The power system test module (M400) shows voltage, frequency, and current values
at various test points of the aircraft electrical system.
LOCATION
The M400 is in a well of the P6 panel in the flight compartment entrance.
The M400 has these parts:
• Eight-position rotary selector, S1 (1 to 8).

• Eight-position rotary selector, S2 (A to H).
• Two connections for electrical meters.
The values of DC voltage, AC voltage and frequency show on the electrical meters
on the P5 panel in the flight compartment. Alternatively, these values can show on
meters connected to the M400.
The alternating current shows on the meters on the P5 panel in the flight compartment.
To show the DC voltage, select a test point with the two selectors S1 and S2.
To show the AC voltage and frequency, select a test point with the two selectors S1
and S2.
To show the generator AC current, select the phase with selector S2 only. All three
generators show the same phase.
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ELECTRICAL POWER - POWER SYSTEM TEST MODULE (M400)
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ELECTRICAL POWER - POWER SYSTEM TEST MODULE (M400)æ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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ELECTRICAL POWER These are the parts of the AC system which are available for display:
• Main bus 1 (phase A-A1, B-B1, C-C1).

AC POWER METERING • Main bus 2 (phase A-A2, B-B2, C-C2).
• Transfer bus 1 (phase A-D1, B-E1, C-F1).
FUNCTIONAL DESCRIPTION • Transfer bus 2 (phase A-D2, B-E2, C-F2).
• Ground service bus (phase A-A3, B-B3, C-C3).
The voltage and frequency of AC electrical power from the various sources can show • External power bus (phase A-D3, C-F3).
on the AC and DC meter panel. The sources are selected by the rotary selector.
These are the selections:
• Standby power, phase A.

• Ground power, phase 8.
• Generator 1, phase 8.
• APU generator, phase 8.
• Generator 2, phase 8.
• Inverter.
The generator (1, 2, and APU) residual voltage will show on the voltmeter lower scale.
The residual voltage can only show if the generator field is tripped (GCR open), the
generator is selected, and RESID VOLTS push button is pushed.
Parts of the AC distribution system can be measured for electrical power output.
These checks use the voltmeter and frequency meter on the P5 panel and the power
system test module.
To use the voltmeter and frequency meter on P5 panel, turn the selector on the P5
panel to the TEST position.
This connects the meters to the power system test module.
Also, an external AC voltmeter can be connected to the power system test module.
The selection of a part of the AC system is done with switches S1 and S2 on the
power system test module.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘśŚȱȱŞŝŜ

ELECTRICAL POWER - AC POWER METERING - FUNCTIONAL DESCRIPTION
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ELECTRICAL
AMMETERS
The three AC ammeters for the two engine generators and APU generator usually
show phase B line current. Each of the ammeters measures current from one of the
transformer windings in the line current transformer assembly.
You can show phase A, B, or C current by the switch S2 on the power system test
module.
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ELECTRICAL POWER - AC AMMETERS - FUNCTIONAL DESCRIPTION
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ELECTRICAL POWER
DC POWER METERING
The voltage and current of DC electrical power from the various sources can show on
the AC and DC meter panel. The various sources are selected by the rotary selector.
These are the selections:
• Standby power, volts.

• Battery bus, volts.
• Battery (also battery charger), volts and amps.
• Transformer rectifier 1, volts and amps.
The battery switch supplies power from the battery or TR3 to the battery bus.
You can do checks of electrical continuity for parts of the DC system. These checks
use the voltmeter on P5 panel and the power system test module. To use the voltmeter
on the P5 panel, turn the selector to the TEST position. This connects the voltmeter
to the power system test module. Also, an external DC voltmeter can be connected to
the power system test module.
You use the two switches, S2 and S1, on the power system test module to select a
part of the DC system to test.
These are the parts of the DC system which are available for checks:
• Generator excitation (field), (1-A1, 2-B1, and APU-C1).

• Generator control unit power for protection circuits, (1-A2, 2-B2, and APU-C2).
• Engine generator breaker close coil, (1-A3 and 2-B3).
• APU generator breaker close coil, (1-C3 and 2-C4).
• External power contactor close coil, (1-C5 and 2-C6)
• APU 95% switch (C7).
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ELECTRICAL POWER - DC POWER METERING - FUNCTIONAL DESCRIPTION
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ELECTRICAL POWER
ELECTRICAL POWER SYSTEM TEST MODULE TABLE
The AC and DC parameters show with the use of selectors S1 and S2 on the electrical
power system test module.
The table shows the electrical system parameters which can show for the AC and DC
systems.
These are the AC parameters:
• Current.
• Voltage.
• Frequency.
These are the DC parameters:
• Current.
• Voltage.
You use the meters on the P5 forward overhead panel in the flight compartment or
meters connected to the module.
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ELECTRICAL POWER - ELECTRICAL POWER SYSTEM TEST MODULE TABLE
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ELECTRICAL POWER If a fault opens the generator control relay, a malfunction light comes on for the
generator.
ELECTRICAL POWER ANNUNCIATOR PANEL (M238) These lights latch. These are the malfunctions:
PURPOSE • FF - feeder fault – over-current or differential protection.

• HV - high voltage – over-voltage.
The electrical power annunciator panel (M238) shows: • LV - low voltage – under-voltage or operation of the fire handle.
• MT - manual trip - engine generator switch OFF or CSD disconnected with
• Power indication for each DC bus. the two APU generator switches OFF.
• Power indication for each AC bus.
• Fault indication that causes a trip of the generator control relay (GCR). After you identify the malfunction, use the ERASE button to do a reset of the FF, HV,
and LV lights. When you momentarily put the generator switch to the ON position, the
LOCATION MT light does a reset.
The AC indication lights are on when the AC buses have power. A shield covers the
The annunciator panel is in a well of the P6 panel in the flight compartment entrance.
lights to stop light glare in the flight compartment.
The front of the panel is in the aft direction.
The annunciator panel has these parts:
• Six white lights for the DC buses power indication.

• Twelve white lights (four for each generator) for the generator control relay
fault indication.
• Eleven neon lights for the AC buses power Indicate/test switch.
• Erase push-button.
• Shield for the AC indication lights.
To do a test of the DC and generator control relay fault lights, hold the switch in
the TEST position. Usually the DC indication lights are off. Hold the switch in the
INDICATE position to do a check of the DC buses. If the bus has power, the related
light comes on.
On the ground, six lights come on. In flight the EXT PWR TR light does not come on.
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ELECTRICAL POWER - ELECTRICAL POWER ANNUNCIATOR PANEL (M238)
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘŜřȱȱŞŝŜ

ELECTRICAL POWER - ELECTRICAL POWER ANNUNCIATOR PANEL (M238)æ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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ELECTRICAL POWER
ANNUNCIATOR PANEL FAULT LIGHTS
The twelve white fault (malfunction) lights are in groups of four. Each group is for a
generator. Two coil relays in the generator control units control the lights.
You can do a test of all lights with the INDICATE/TEST switch in the TEST position.
All lights have 28V DC battery bus power available when the battery switch is on.
Operation of the close coil of the fault light relay gives a ground from a generator
control unit. The light comes on and stays on. After the relay energizes, it stays closed
by a magnetic latch. To release the relay, energize its reset coil.
The FF, HV, and LV lights go off when you push the ERASE push-button. This
momentarily energizes the reset coil. The MT light goes off by a reset of the generator
control relay in the generator control unit. To do a reset of the generator control relay,
momentarily put the generator control switch to the ON position. This also momentarily
energizes the reset coil (engine 1, 2 and APU generators).
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ELECTRICAL POWER - ANNUNCIATOR PANEL FAULT LIGHTS
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ELECTRICAL POWER
ANNUNCIATOR PANEL AC BUS LIGHTS
INDICATION
The eleven neon lights come on when phases A and C of their AC buses have power.
A light off shows a loss of power on that bus.
Each light connects directly to a circuit breaker on its bus. All lights connect to a
common ground.
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ELECTRICAL POWER - ANNUNCIATOR PANEL AC BUS LIGHTS
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INTENTIONALLY
BLANK
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FIRE PROTECTION - ENGINE FIRE DETECTION - GENERAL DESCRIPTION
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FIRE PROTECTION
ENGINE FIRE DETECTION
ENGINE AND APU FIRE DETECTION MODULE
PURPOSE
The engine and APU fire detection module monitors detectors for overheat and fire
conditions on the engine. Also it monitors for fire conditions on the APU.
The control circuits for the engine overheat and fire and the APU fire detection are in
the module. The front panel has these components:
• ENGINE 1 LOOP A amber fault light.

• ENGINE 1 LOOP B amber fault light.
• ENGINE 2 LOOP A amber fault light.
• ENGINE 2 LOOP B amber fault light.
• APU amber fault light.
• FAULT/INOP test switch.
LOCATION
The engine and APU fire detection module is on the electronic equipment compartment
on the E3-3 shelf.
OPERATION
During normal conditions, all front panel lights are off. When a fault condition occurs,
the related FAULT light comes on. When you push the FAULT/INOP test switch, faults
are simulated to do a check of the circuit ability to detect a fault. If the circuits operate
correctly, all lights on the front panel come on. If a light does not come on, it shows a
faulty circuit operation.
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FIRE PROTECTION - ENGINE FIRE DETECTION - ENGINE AND APU FIRE DETECTION MODULE
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FIRE PROTECTION
WHEEL WELL OVERHEAT DETECTION
INTRODUCTION
PURPOSE
The wheel well fire detection system uses overheat sensing elements in the main
wheel well. It monitors the wheel well for fire condition. When the system senses a fire
condition, alarm indications operate in the flight compartment. The indications are on
the glareshield panel P7 and on the engine and APU fire control panel P8. A bell also
operates in the flight compartment.
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FIRE PROTECTION - WHEEL WELL OVERHEAT DETECTION - INTRODUCTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘŝŝȱȱŞŝŜ

FIRE PROTECTION NOTE:
WHEEL WELL OVERHEAT DETECTION During the wheel well fire test, the engine overheat, the engine fire, and the
APU fire systems also do a test.
GENERAL DESCRIPTION
These are the components for the wheel well fire detection:
• Main wheel well fire (overheat) sensing element.

• Compartment overheat detection controller.
• P7 glareshield panel.
• Engine and APU fire control panel.
• Aural warning unit.
Fire (overheat) sensing element in the main wheel well supplies the wheel well fire
detection signal.
The signal goes to the compartment overheat detection controller. This unit supplies
the fire alarms.
These are the flight compartment indications of a wheel well fire:
• Two red FIRE WARN lights on P7 panel come on.

• Bell sounds in the aural warning unit.
• Red WHEEL WELL light on engine and APU fire control panel comes on.
If the wheel well fire alarms come on due to a real fire or a fault, the MAINT ADV light
on the compartment overheat detection controller comes on. Use the module to do a
check for real alarm or a fault condition.
You use the test switch on engine and APU fire control module panel to the OVHT/
FIRE position to do a test of the wheel well sensing element.
If the test passes, the indications in the flight compartment are the same as for a real
fire condition.
If the test fails, use the compartment overheat detection controller to isolate the fault.
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FIRE PROTECTION - WHEEL WELL OVERHEAT DETECTION - GENERAL DESCRIPTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘŝşȱȱŞŝŜ

FIRE PROTECTION The MEM CLEAR (memory clear) switch clears the non-volatile memory. The existing
faults and alarms can not be cleared until corrected.
WING AND BODY OVERHEAT DETECTION The LOC TEST (local test) switch starts a test sequence of the control circuits and
detector elements. This test will show codes 00 to 05, open loop codes and short loop
COMPARTMENT OVERHEAT DETECTION codes.
PURPOSE The DISP TEST (display test) switch does a check of the control circuits. This shows
by code 88.
The compartment overheat detection controller monitors sensing elements for
The MAINT ADV (maintenance advisory) light is on when a fault or an alarm is stored
overheat and fire conditions in the wheel well and the wing and body areas.
in the non-volatile memory. The light does not come on with codes 00 to 05.
The control circuits for the wing and body overheat detection are in the controller. The
front panel has these components:
• MAINT ADV (maintenance advisory) light.

• LED display.
• BITE instructions.
• Four BITE control switches (MEM READ, MEM CLEAR, LOC TEST and DISP
TEST).
LOCATION
The compartment overheat detection controller is in the electronic equipment

compartment on the E3-2 rack.
BITE TEST SWITCHES AND INDICATIONS
The non-volatile memory provides a storage area for ten fault/alarms. Failure of the
control cards, power supply card, loss of AC or DC power are not stored.
These failures have a 00 to 05 code. Short circuit faults are stored as alarm codes.
The MEM READ (memory read) switch gets access to the non-volatile memory.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘŞŖȱȱŞŝŜ

INTENTIONALLY
BLANK
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FIRE PROTECTION MEM CLEAR (memory clear switch), clears the non-volatile memory. The existing
faults and alarms can not be cleared until corrected.
WHEEL WELL OVERHEAT DETECTION LOC TEST (local test switch), initiates a test sequence of the control circuits and
detector elements. This test will display codes 00 to 05, open loop codes and short
COMPARTMENT OVERHEAT DETECTION CONTROLLER loop codes.
PURPOSE DISP TEST (display test switch), verifies correct operation of the control circuits. This
is indicated by code 88 being displayed.
The compartment overheat detection controller monitors sensing elements for
MAINT ADV (maintenance advisory light), is on when a fault or an alarm is stored in
overheat and fire conditions in the wheel well and the wing and body areas.
the non-volatile memory. The light does not come on with codes 00 to 05.
The control circuits for the wing and body overheat detection are in the controller. The
front panel has these components:
• MAINT ADV (maintenance advisory) light.

• LED display.
• BITE instructions.
• Four BITE control switches (MEM READ, MEM CLEAR, LOC TEST and DISP
TEST).
LOCATION
The compartment overheat detection controller is in the electronic equipment

compartment on the E3-2 rack.
BITE TEST SWITCHES AND INDICATIONS
The non-volatile memory provides a storage area for ten fault/alarms. Failure of the
control cards, power supply card, loss of AC or DC power are not stored.
These failures are coded 00 to 05. Short circuit faults are stored as alarm codes.
MEM READ (memory read switch), accesses the non-volatile memory.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘŞŘȱȱŞŝŜ

FIRE PROTECTION - WING AND BODY OVERHEAT DETECTION - COMPARTMENT OVERHEAT DETECTION CONTROLLER
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘŞřȱȱŞŝŜ

INTENTIONALLY
BLANK
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FLIGHT CONTROLS FLAPS AND SLATS
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FLIGHT CONTROLS - GENERAL DESCRIPTION
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FLIGHT CONTROLS The rudder pedals control manual operation of the rudder and are forward of the pilot
seats.
CONTROLS AND INDICATIONS The stall warning test switches are on the P5 aft overhead panel. Each switch operates
only on the ground.
GENERAL
INDICATIONS
These are the controls in the flight compartment:
The flight control panel has caution lights for some of the flight control systems. The
• Aileron control wheel (2). aileron trim indicator shows units of aileron trim and is on top of the control wheel.
• Elevator control column (2).
• Stabilizer electric trim switch (2). A green SPEED BRAKE ARMED light shows if there are valid automatic speed brake
• Rudder Pedals (2 pair). system inputs. The light is on the P1 panel.
• Stall warning test switch (2).
An amber SPEED BRAKE DO NOT ARM light shows if there are automatic speed
These are the indications in the flight compartment: brake system inputs that are not valid. The light is on the P1 panel.
• Flight control panel. The TE flaps position indicator shows left and right TE flap position. It also shows
• Aileron position indicator. when there is a skew or asymmetry condition. The indicator is on the P2 panel.
• SPEED BRAKE DO NOT ARM light.
• SPEED BRAKE ARMED light. An amber LE FLAPS TRANSIT light shows for these conditions:
• Trailing edge (TE) flap position indicator.
• LE FLAPS TRANSIT light. • The LE devices are in transit.
• LE FLAPS EXT light. • A LE device position is in disagreement with the TE flaps position.
• Leading edge (LE) devices annunciator panel. • TE flaps disagreement during alternate flaps operation until the TE flaps are
at the 10 position.
CONTROLS
The light is on the P2 panel.
The flight control panel has hydraulic and electric control switches for some of the flight
control systems. The aileron control wheel controls manual operation of the ailerons A green LE FLAPS EXT light shows if the LE devices are in the extended or full
and flight spoilers and is on the top of the elevator control column. The elevator control extended positions. The light is on the P2 panel.
column controls manual operation of the elevators and is forward of the pilot seats.
The LE devices annunciator panel shows position of each LE device. The panel is on
Column movement that is opposite to stabilizer trim also stops stabilizer electric trim. the P5 aft overhead panel.
The stabilizer electric trim switch controls electric trim operation of the stabilizer and
is on the outboard side of each control wheel. The autopilot disengages if you use
stabilizer electric trim.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘŞŞȱȱŞŝŜ

67%<
58'21
FLIGHT CONTROLS - CONTROLS AND INDICATIONS
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FLIGHT SPOILER CONTROL SYSTEM When you do maintenance around the spoilers, obey this warning:
FLIGHT SPOILERS WARNING:
DO NOT PUT A PART OF YOUR BODY BETWEEN THE SPOILER AND THE
PURPOSE WING UNLESS YOU REMOVE THE HYDRAULIC POWER. THE SPOILERS CAN
CAUSE INJURY TO PERSONS.
The flight spoilers help control the roll of the airplane.
LOCATION
Each spoiler has a number, 0 through 9 (from left to right). There are two flight spoilers
on each wing.
The flight spoilers are at the fixed trailing edge of the wings, between the engine struts
and the ailerons.
The flight spoilers are composite materials. The flight spoilers are interchangeable.
The flight spoilers operate in the air and on the ground. They use inputs from the
control wheel and the speedbrake lever.
The flight spoilers start to move up when the control wheel turns more than 11° or
when the speedbrake lever moves more than the ARMED detent. The flight spoilers
are at their maximum positions when the control wheel turns more than 87° or when
the speedbrake lever moves to the UP position.
The flight spoilers move up a maximum of 40°.
When you rig the spoilers, keep a small gap between the spoiler and the TE flap.
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FLIGHT SPOILER CONTROL SYSTEM SPEEDBRAKE CONTROL
FUNCTIONAL DESCRIPTION When the pilot moves the speedbrake lever, the SBA and SBB speedbrake lever
cables move a quadrant in the spoiler ratio changer. The spoiler ratio changer moves
the WSA and WSB spoiler wing cables. The flight spoilers start to move up after 5°
GENERAL of speedbrake lever movement. The flight spoilers on each wing move symmetrically.
The pilot uses the control wheels and speedbrake lever to manually move the flight When the speedbrake lever moves more, the flight spoilers on the two wings move
spoilers. The autopilot automatically controls them. more. When the speedbrake lever is in the flight detent, the flight spoilers move to 20°.
When the speedbrake lever is at the UP position, these spoilers move to a maximum
Two spring mechanisms isolate the aileron system from the flight spoilers. They are of 40°.
the transfer mechanism and the aileron spring cartridge.
The spoiler mixer puts together the control wheel input with the speedbrake lever
ROLL CONTROL input. The ratio changer decreases the movement caused by the control wheel as the
speed brake lever moves up.
When the control wheels move, the AA and AB left body cables move and control the
aileron PCUs. The PCU moves the body quadrant, which moves the AA and AB left
and right aileron wing cables.
The aileron spring cartridge connects the body quadrant to the spoiler control
quadrant. The spoiler control quadrant supplies the control wheel inputs to the spoiler
ratio changer and mixer. The spoiler ratio changer moves the WSA and WSB spoiler
wing cables. The spoiler wing cables move the flight spoiler quadrants and give an
input to the flight spoiler actuators.
When the pilot turns the control wheel clockwise, the flight spoilers on the right wing
start to move up. When the control wheel turns more, the flight spoilers on the right
wing move more. The flight spoilers on the right wing move to their maximum positions
when the control wheel moves more than 87°. When the pilot turns the control wheel
counter-clockwise, the left flight spoilers move the same as for the right flight spoilers.
There is no manual reversion for the spoilers.
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SPEEDBRAKE CONTROL SYSTEM AUTOMATIC OPERATION
GENERAL DESCRIPTION – 1 The auto speedbrake module controls the automatic operation of the speedbrakes.
The auto speedbrake module uses data from these sources:

GENERAL
• Speedbrake arming switch.
The pilot uses the speedbrake lever to manually move the ground spoilers. The auto • Speedbrake refused takeoff switch.
speedbrake actuator automatically controls them. The ground spoilers only move • Anti-skid/auto-brake control unit (ACU).
when the speedbrake lever moves while the airplane is on the ground. • Air/ground relays (2).
• Auto-throttle switches (2).
MANUAL OPERATION
The auto speedbrake module sends commands to the auto speedbrake actuator
The flight crew uses the speedbrake lever to move the ground spoilers up. The during a landing or a refused takeoff. The auto speedbrake actuator moves the
speedbrake lever gives mechanical input through the speedbrake forward drum and speedbrake forward drum and lever brake. This causes the speedbrake lever to move.
lever brake to the spoiler mixer and ratio changer. The spoiler mixer mechanically The input to the spoiler mixer and ratio changer is the same as the manual operation.
moves the ground spoiler control valve. The ground spoiler control valve sends This causes all the ground spoilers to move up.
hydraulic system A pressure to the ground spoiler bypass valve.
INDICATIONS
A cable from the right main landing gear torsion links moves the ground spoiler bypass
valve when the airplane is on the ground. The ground spoiler bypass valve then sends The auto speedbrake module controls the amber SPEED BRAKE DO NOT ARM light
hydraulic power to the ground spoiler actuators, which move all the ground spoilers. and the green SPEED BRAKE ARMED light. The SPEED BRAKE ARMED light shows
when the automatic operation of the speedbrake system arms correctly. The SPEED
There is one actuator for each outboard ground spoiler and two actuators for each BRAKE DO NOT ARM light shows when the automatic operation of the speedbrake
inboard ground spoiler. system does not arm correctly.
There is no manual reversion for the ground spoilers.
The speedbrake lever position sensor sends data to the flight data recorder.
These components send data to the E11 landing gear logic shelf:
• Speedbrake takeoff warning switch.

• Ground spoiler bypass valve proximity sensors.
The speedbrake takeoff warning switch sends lever position data to the landing gear
logic shelf. The logic shelf uses this data for takeoff warning. The two ground spoiler
bypass valve proximity sensors are used for air/ground indication and control.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘşŘȱȱŞŝŜ

FLIGHT CONTROLS - SPEEDBRAKE CONTROL SYSTEM - GENERAL DESCRIPTION - 1
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SPEEDBRAKE CONTROL SYSTEM GROUND SPOILER ACTUATORS
GENERAL DESCRIPTION – 2 The ground spoiler actuators use hydraulic system A pressure to move the ground
spoilers.
GENERAL
These are the components of the speedbrake control system:
• Speedbrake lever.
• Auto speedbrake actuator.
• Ground spoiler control valve.
• Ground spoiler bypass valve.
• Ground spoiler actuators.
SPEEDBRAKE LEVER
The speedbrake lever sends mechanical inputs to the spoiler ratio changer. The ratio
changer sends the inputs to the spoiler mixer. When the speedbrake lever moves 31°,
the spoiler mixer moves the ground spoiler control valve.
AUTO SPEEDBRAKE ACTUATOR
The auto speedbrake actuator moves the speedbrake lever during landings and
refused takeoffs (RTOs).
GROUND SPOILER CONTROL VALVE
The ground spoiler control valve sends hydraulic power to the ground spoiler bypass
valve when the speedbrake lever moves 31°.
GROUND SPOILER BYPASS VALVE
A push/pull cable moves the ground spoiler bypass valve when the airplane is on the
ground. When the bypass valve moves, it permits hydraulic system A pressure to go
from the ground spoiler control valve to the ground spoiler actuators.
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FLIGHT CONTROLS - SPEEDBRAKE CONTROL SYSTEM - GENERAL DESCRIPTION - 2
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SPEEDBRAKE CONTROL SYSTEM When the speedbrake lever is full up (48°):
• Flight spoilers 2, 3, 6, and 7 move to 40°.

The following table shows the position of the flight spoilers and the ground spoilers at
GENERAL some of the speedbrake lever positions. All positions are in degrees.
These are the speedbrake controls and indications in the flight compartment:
• Speedbrake placard.
• SPEEDBRAKE DO NOT ARM light.
• SPEEDBRAKE ARMED light.
CONTROLS
The pilots use the speedbrake lever to move the spoilers. All the spoilers move up
when the airplane is on the ground, and only the flight spoilers move up when the
airplane is in the air. The speedbrake lever is on the P10 control stand.
The speedbrake lever has detents at these positions:

INDICATIONS
• Down.
• Armed. The SPEEDBRAKE DO NOT ARM light on the P1 panel comes on when the auto
• Flight detent. speedbrake module senses a failure in the auto speedbrake system.
A placard adjacent to the speedbrake lever shows the position of the lever. The up The SPEEDBRAKE ARMED light on the P1 panel comes on when the auto speedbrake
position on the placard shows the maximum position of the lever. system arms.
Full movement of the speedbrake lever is 48° from the down detent to the up position.
The friction force on the speedbrake lever is 20 - 28 lbs. When the speedbrake lever
is 29° or more:
• Ground spoilers 0, 1, 8, and 9 move to 40°.
When the speedbrake lever is at the FLIGHT detent (35°):
• Flight spoilers 2, 3, 6, and 7 move to 26°
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FLIGHT CONTROLS - SPEEDBRAKE CONTROL SYSTEM - CONTROLS AND INDICATIONS
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SPEEDBRAKE CONTROL SYSTEM • Auto speedbrake module.
• Autothrottle mechanisms.
COMPONENT LOCATION – 1
GENERAL
The components of the speedbrake control system are in these areas:
• Forward equipment compartment.
• Electronic equipment compartment.
• Main landing gear wheel well.
• Wings.
FLIGHT COMPARTMENT
These components are in the flight compartment on the control stand:
• Speedbrake takeoff warning switch.
• Speedbrake refused takeoff (RTO) switch.
FORWARD EQUIPMENT COMPARTMENT
These components are in the forward equipment compartment:

• Speedbrake lever position sensor.
• Speedbrake lever position switch.
• Speedbrake cables - to get access, remove the floor panels in the passenger
compartment.
ELECTRONIC EQUIPMENT COMPARTMENT
These components are in the electronic equipment compartment:
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FLIGHT CONTROLS - SPEEDBRAKE CONTROL SYSTEM - COMPONENT LOCATION - 1
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SPEEDBRAKE CONTROL SYSTEM
SPEEDBRAKE RTO AND TAKEOFF WARNING SWITCHES
PURPOSE
The speedbrake RTO switch sends a signal to the auto speedbrake module. This
operates the auto speedbrake function during refused takeoffs.
The speedbrake takeoff warning switch sends a signal to the landing gear logic shelf
for the takeoff warning function.
LOCATION
The speedbrake RTO and takeoff warning switches are in the control stand. To get
access, remove the manual stabilizer trim wheel and the panel on the left side of the
control stand.
The speedbrake RTO switch (S650) operates when a thrust reverser lever moves to
the reverse thrust position.
The thrust reverser lever moves the thrust reverser cam. The cam turns the cam
follower. The cam follower turns the lifting arm and operates the speedbrake RTO
switch. The lifting arm touches the lifting tab, and this lifts the speedbrake lever.
The speedbrake takeoff warning switch (S651) operates when the speedbrake lever
moves out of the down detent.
The takeoff warning switch tab on the speedbrake lever operates the speedbrake
takeoff warning switch when the speedbrake lever moves down into the down detent.
See the takeoff warning section for more information about takeoff warning.
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FLIGHT CONTROLS - SPEEDBRAKE CONTROL SYSTEM - SPEEDBRAKE RTO AND TAKEOFF WARNING SWITCHES
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ENGINE THROTTLE SWITCHES
PURPOSE
The engine throttle switches supply data to the auto speedbrake module for the auto
speedbrake function. The auto speedbrake module uses this data to move the spoilers
down after an auto speedbrake operation.
LOCATION
The engine throttle switches are in the engine switch modules in the auto-throttle
mechanisms. The auto-throttle mechanisms are above the E2 and E3 racks in
the electronic equipment compartment. To get access, go through the electronic
equipment compartment access door.
The engine throttle switches operate when the thrust levers move more than the idle
position.
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FLIGHT CONTROLS - SPEEDBRAKE CONTROL SYSTEM - ENGINE THROTTLE SWITCHES
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SPEEDBRAKE CONTROL SYSTEM Two of the lights (DS3 and DS4) also come on for four seconds after the airplane goes
from in the air to on the ground.
AUTO SPEEDBRAKE MODULE
PURPOSE
The auto speedbrake module controls the auto speedbrake function.
LOCATION
The auto speedbrake module is on the E3-2 rack in the electronic equipment
compartment.
INTERFACES
The auto speedbrake module receives data from these components:

• Speedbrake refused takeoff switch.
• Engine throttle switches.
• Anti-skid control unit.
• Air/ground relays.
The auto speedbrake module controls these components:

• SPEEDBRAKE ARMED light.
• SPEEDBRAKE DO NOT ARM light.
• Wheel spin-up lights on the auto speedbrake module front panel.
WHEEL SPIN-UP LIGHTS
There are four wheel spin-up lights on the auto speedbrake module front panel. The
lights come on when the main landing gear wheels turn faster than 60 knots, and the
speedbrake arming switch or the speedbrake refused takeoff switch closes. There is
one light for each wheel.
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FLIGHT CONTROLS - SPEEDBRAKE CONTROL SYSTEM - AUTO SPEEDBRAKE MODULEæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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GROUND SPOILER CONTROL VALVE
PURPOSE
The ground spoiler control valve receives inputs from the spoiler mixer and sends
hydraulic system A pressure to the ground spoiler bypass valve.
LOCATION
The ground spoiler control valve is on the forward bulkhead of the main landing gear
wheel well. It is right of the spoiler mixer and ratio changer.
A control rod connects the ground spoiler control valve to the spoiler mixer. During
speedbrake lever movement, the control rod moves the ground spoiler control valve.
You may use the rigging tool to connect and adjust the control rod, but it is not
necessary.
ŗȦŘȱȬȱ
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FLIGHT CONTROLS - SPEEDBRAKE CONTROL SYSTEM - GROUND SPOILER CONTROL VALVEæ æ#/-0/.%.4ææ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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GROUND SPOILER BYPASS VALVE
PURPOSE
The ground spoiler bypass valve lets the ground spoilers operate only when the
airplane is on the ground.
This valve sends hydraulic system A pressure from the ground spoiler control valve to
the ground spoiler actuators when the right main landing gear compresses.
LOCATION
The ground spoiler bypass valve is in the forward, upper, right corner of the main
landing gear wheel well. It is outboard of the hydraulic system B reservoir.
The ground spoiler bypass valve is a mechanically operated hydraulic valve that is
spring loaded to the air mode position.
A push-pull cable attaches to the ground spoiler bypass valve and to the right main
landing gear upper torsion link. When the right main landing gear compresses during
landing, the cable pulls on the input crank of the bypass valve. The bypass valve
then moves to the ground mode position and sends hydraulic power from the ground
spoiler control valve to the ground spoiler actuators.
You can rig the ground spoiler bypass valve with the airplane weight on the wheels or
with the airplane on jacks.
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FLIGHT CONTROLS - SPEEDBRAKE CONTROL SYSTEM - GROUND SPOILER BYPASS VALVE
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FLIGHT CONTROLS - SPEEDBRAKE CONTROL SYSTEM - GROUND SPOILER BYPASS VALVEæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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FLIGHT CONTROLS - SPEEDBRAKE CONTROL SYSTEM - GROUND SPOILER BYPASS VALVE
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RUDDER AND RUDDER TRIM CONTROL SYSTEM During electric trim operation the pilots move the rudder trim control on the aisle
stand, which sends a signal to the rudder trim actuator. The rudder trim actuator
moves the rudder feel and centring unit. This moves the rudder torque tube and the
GENERAL DESCRIPTION – 2 main and standby rudder PCU input rods. This causes a back-drive of the rudder
pedals to the new commanded position. The trim actuator movement also makes a
GENERAL new neutral position for the feel and centring unit.
These are the components of the rudder control system: MAIN RUDDER POWER CONTROL UNIT
• Rudder pedals (4) and forward quadrants (2). The main rudder PCU piston moves and controls the rudder position.
• Left and right rudder control cables, RA and RB
• Rudder aft control quadrant.
STANDBY RUDDER POWER CONTROL UNIT
• Rudder feel and centring unit.
• Main rudder power control unit.
• Standby rudder power control unit. When the standby rudder system operates, the standby rudder PCU piston moves
• Rudder. and controls the rudder position.
RUDDER PEDALS AND FORWARD QUADRANTS RUDDER
The rudder pedals move the forward control rods and bus rods, which move the The rudder attaches to the trailing edge of the vertical stabilizer and moves left or right
rudder forward quadrants. to control yaw.
RUDDER CONTROL CABLES
The rudder forward quadrants move the RA and RB rudder cables. The cables move
the rudder aft control quadrant.
RUDDER AFT CONTROL QUADRANT
The aft control quadrant moves the rudder quadrant output rod, which supplies an
input to the rudder feel and centring unit, torque tube, and input rods for the main and
standby rudder PCUs.
RUDDER FEEL AND CENTRING UNIT
The feel and centring unit gives feel forces to the rudder pedals.
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INTENTIONALLY
BLANK
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RUDDER AND RUDDER TRIM CONTROL SYSTEM This stops the PCU movement at the correct position.
The yaw damper solenoid valve sends pressure to the yaw damper EHSV when the
MAIN RUDDER POWER CONTROL UNIT yaw damper system is in operation. The yaw damper EHSV sends pressure to move
the yaw damper actuator.
PURPOSE
When the rudder pressure limiter (RPL) solenoid valve operates, it sends pressure to
The main rudder power control unit (PCU) uses hydraulic power to move the rudder. the rudder pressure limiter relief valve.
LOCATION The force fight monitor (FFM) finds opposite pressure on the A and B sides of the
tandem actuator. The FFM output pressurizes the standby PCU.
The main rudder PCU is above the rudder feel and centring unit in the vertical stabilizer.
To get access to the PCU, remove the panel on the left side of the vertical fin.
The PCU has these parts:
• Housing connected to structure.

• Piston connected to the rudder.
• Input and summing cranks.
• Yaw damper solenoid valve.
• Yaw damper EHSV.
• Rudder pressure limiter (RPL) solenoid valve.
• Rudder pressure limiter (RPL) relief valve.
• Force fight monitor (FFM).
When the pilot moves the rudder pedals, the rudder input rods move.
The upper rod moves the A control valve, and the lower input rod moves the B control
valve. This moves the external summing levers and the input cranks and causes the
PCU piston to move the rudder.
As the PCU piston moves, the summing levers move the input cranks to do a null of
the input valves.
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FLIGHT CONTROLS - RUDDER AND RUDDER TRIM CONTROL SYSTEM - MAIN RUDDER POWER CONTROL UNIT
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TE FLAP SYSTEM • Flap 40-unit switches.
• Air/ground system.
• Air data computer.
GENERAL DESCRIPTION – 1
The flap position transmitters send signals to the flap position indicator in the flight
GENERAL compartment. The flap position transmitter also sends signals to the stall management
computers and the flight control computers.
For normal operation of the TE flaps the flap lever makes the command to the flaps,
and hydraulic power moves them. If hydraulic power is not available, you can manually The flap position indicator uses signals from the flap position transmitters to monitor
select alternate operation. During alternate operation the alternate flaps switches the alignment of the TE flaps. If the TE flaps do not stay in alignment, the indicator
make the command to the flaps, and electrical power moves them. moves the bypass valve to the bypass position.
NORMAL OPERATION ALTERNATE OPERATION
Hydraulic system B power goes through a priority valve and a flow limiter to the flap During alternate operation the alternate flaps switches send a signal to move the
control unit. The priority valve gives priority of hydraulic system B power to the LE bypass valve to the bypass position. The bypass valve prevents a hydraulic lock on
devices over the TE flaps. The flow limiter puts a limit on the speed of movement of the PDU. The alternate flaps switches also energize the alternate flap relays. These
the TE flaps. relays supply electrical power to an electric motor on the flap PDU. The PDU moves
the flap drive system to move the TE flaps.
During normal operation the flap lever makes the commands to the TE flaps to
move. The flap lever moves a cable system that supplies a mechanical input to a flap The flap PDU supplies a mechanical feedback to the flap limit switches as the flap
control valve in the flap control unit. The cable tension switch sends a signal to move drive system moves. The flap limit switches remove electrical power from the relays
the bypass valve to the bypass position if the flap control cables are broken or not when the flaps move to a limit. This stops the TE flaps.
connected. The bypass valve removes hydraulic power to the flap PDU, and the TE
flaps stop movement. During alternate operation the asymmetry detection function and the flap load relief
function are not available.
The flap control valve sends system B hydraulic power through the bypass valve to
the flap power drive unit (PDU). The PDU moves the flap drive system to move the TE
flaps. The PDU supplies a mechanical feedback to the flap control valve as the flap
drive system moves.
The flap PDU also supplies a mechanical input to the leading edge slat and flap
control valve and the flap limit switches in the flap control unit.
If airspeed is more than a limit, the flap load relief function sends a command to the
solenoid valve on the flap control valve to retract the TE flaps.
The flap load relief function uses data from these components:
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FLIGHT CONTROLS - TE FLAP SYSTEM - GENERAL DESCRIPTION - 1
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FLIGHT CONTROLS - TE FLAP SYSTEM - GENERAL DESCRIPTION - ".'
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INTENTIONALLY
BLANK
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TE FLAP SYSTEM ANGLE GEARBOXES
GENERAL DESCRIPTION – 2 There are two angle gearboxes on each wing. The angle gearboxes connect torque
tubes that are at different angles to each other.
GENERAL
TRANSMISSIONS, BALL-SCREWS, AND GIMBALS
These are the components of the TE flap drive system:
There are two transmissions, ball-screws, and gimbals for each flap surface. They
• Flap control unit. receive power from the torque tubes to move the flap surfaces.
• Flap power drive unit.
• Torque tubes.
• Angle gearboxes.
• Transmissions.
• Ball-screws.
• Gimbals.
The flap drive system on the left wing is the same as the flap drive system on the right
wing. Many of the components are interchangeable.
FLAP CONTROL UNIT
There is one flap control unit. The flap control unit receives commands from the flap
lever cables during normal operation and sends hydraulic power to the flap power
drive unit. During alternate operation switches in the flap control unit put a limit on the
operation of the electric motor in the flap power drive unit.
FLAP POWER DRIVE UNIT
There is one flap power drive unit. Hydraulic and electric motors on the PDU turn the
flap torque tubes.
TORQUE TUBES
There are eight torque tubes on each wing. The torque tubes transmit power from the
flap power drive unit to the transmissions.
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FLIGHT CONTROLS - TE FLAP SYSTEM - GENERAL DESCRIPTION - 2
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TE FLAP SYSTEM • 10.
• 15.
• 25.
FLAP LEVER AND POSITION SWITCHES • 30.
• 40.
PURPOSE
Gates at detents 1 and 15 help the flight crew identify these positions during go-
The flap lever controls the position of the TE flaps and LE devices. You use the flap arounds.
lever during the normal operation of the TE flaps. During the alternate operation you
do not use the flap lever. The flap lever 40-unit switches operate when the flap lever moves to the 40 unit
position.
The flap lever 40-unit switches monitor flap lever position for the flap load relief
function. OPERATION
LOCATION To move the flap lever to a new position, you must lift the flap lever so the index pin
moves out of the detent.
The flap lever is on the right side of the control stand. The flap lever 40-unit switches
are below the flap lever in the control stand. To get access to the flap lever 40-unit
switches, remove the stabilizer trim indicator panel and cover.
The flap lever is a spring-loaded, telescoping handle.
It attaches to the flap lever quadrant in the control stand. The quadrant moves the flap
cables that supply inputs to the flap control unit in the MLG wheel well.
Springs in the flap control unit supply a resistant force on the flap lever.
The flap lever has an index pin that holds the flap lever in detents in the detent plate.
The detent plate has these detent positions:
• 0.
• 1.
• 2.
• 5.
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FLIGHT CONTROLS - TE FLAP SYSTEM - FLAP LEVER AND POSITION SWITCHES
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TE FLAP SYSTEM
FLAP CONTROL QUADRANT, CABLE TENSION SWITCH
PURPOSE
The flap control quadrant transmits pilot inputs from the flap lever to the flap control
unit.
The cable tension switch sends a signal to stop hydraulic operation of the trailing edge
flaps if the control cables are broken or disconnected.
LOCATION
The flap control quadrant and the cable tension switch are above the MLG wheel well.
To get access, remove a floor panel in the passenger cabin.
The control cables from the flap lever attach to the flap control quadrant and a pulley.
The pulley attaches to a lever which pivots on structure. Cable tension holds the lever
against the forward side of the opening in the switch bracket.
Flap lever movement causes the control cables to move the flap control quadrant. The
quadrant moves an input rod to operate the flap control unit in the MLG wheel well.
When the control cables break or disconnect, the spring on the cable pulley lever pulls
the lever aft. This pulls the target on the lever away from the cable tension switch.
The switch sends a signal to operate the bypass valve to the bypass position. This
removes hydraulic pressure to the trailing edge flaps and the flaps stop moving.
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FLIGHT CONTROLS - TE FLAP SYSTEM - FLAP CONTROL QUADRANT, CABLE TENSION SWITCH
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TE FLAP SYSTEM The hydraulic power from the flap control unit goes to the flap bypass valve.
This valve removes hydraulic power to the hydraulic motor during non-normal
FUNCTIONAL DESCRIPTION operations. When the bypass valve is in the normal position, it lets hydraulic power
from the flap control valve go to the TE flap hydraulic motor.
HYDRAULIC
When the bypass valve moves to the bypass position, it connects the hydraulic lines
GENERAL on the two sides of the hydraulic motor to each other.
This does these:

These are the TE flap hydraulic components that are LRUs:
• Stops operation of the hydraulic motor.
• Flap priority valve.
• Prevents a hydraulic lock.
• Flap flow limiter.
• Lets alternate flaps operation back-drive the hydraulic motor.
• Flap control valve.
• Flap load relief solenoid valve.
The hydraulic motor is a reversible motor that moves the TE flap drive system to move
• Flap bypass valve.
the TE flaps. The TE flap drive system moves the follow-up cables, which move the
• Flap hydraulic motor.
summing lever. When the TE flaps move to the correct position, the main spool of the
control valve moves to the centre position. The control valve then stops the hydraulic
FUNCTIONAL DESCRIPTION power to the hydraulic motor.
Hydraulic fluid from system B flows through the flap priority valve. This valve decreases It takes 38 seconds for the TE flaps to fully extend or fully retract during normal
the hydraulic flow to 0.7 gpm to the TE flap components if system B pressure decreases operation.
less than 2400 psi. This gives priority of system B hydraulic power to the LE devices
verses the TE flaps.
The flow limiter puts a limit on the flow of hydraulic fluid to 14 gpm. This controls the
speed of movement of the TE flaps.
The flap control unit has a control valve and a flap load relief solenoid. The control
valve uses mechanical inputs from the flap lever cables to control the hydraulic flow
to the hydraulic motor.
During flap load relief the flap load relief solenoid energizes and moves the sleeve in
the control valve.
This causes the control valve to send hydraulic power to the retract side of the
hydraulic motor.
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FLIGHT CONTROLS - TE FLAP SYSTEM - FUNCTIONAL DESCRIPTION - HYDRAULIC
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TE FLAP SYSTEM You can do a press-to-test of the test light.
FUNCTIONAL DESCRIPTION TE FLAP CONTROL CABLE BROKEN OR DISCONNECTED
The cable tension switch sends a ground to the flap asymmetry shutoff relay if the flap
HYDRAULIC BYPASS control cables are broken or disconnected. The relay sends power to move the bypass
valve to the bypass position.
GENERAL
The bypass valve prevents the TE flap hydraulic motor operation (shutdown) during
these conditions:
• Alternate flap operation.

• TE flap asymmetry.
• TE flap control cable broken or disconnected.
When the bypass valve is in the normal position, it lets hydraulic power from the TE
flap control valve go to the TE flap hydraulic motor. When the bypass valve moves to
the bypass position, it stops the hydraulic flow to the hydraulic motor.
ALTERNATE FLAP OPERATION
The bypass valve is in the normal position during the hydraulic operation of the
TE flaps. When you move the alternate flaps arm switch to the ARM position, this
switch supplies electrical power to move the bypass valve to the bypass position. This
prevents a hydraulic lock on the hydraulic motor and lets the electric motor operate.
TE FLAP ASYMMETRY
If the asymmetry switch in the TE flap position indicator finds a flap asymmetry, the
flap asymmetry shutoff relay energizes.
The relay sends power to move the bypass valve to the bypass position.
A test switch does a test of the left and right needles in the TE flap position indicator. It
also operates the bypass valve. When the bypass valve moves to the bypass position,
it sends power to a green asymmetry test light, and the light comes on.
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FLIGHT CONTROLS - TE FLAP SYSTEM - FUNCTIONAL DESCRIPTION - HYDRAULIC BYPASS
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TE FLAP SYSTEM FLAP LEVER 40 UNIT SWITCHES
FUNCTIONAL DESCRIPTION You can do a test of the flap lever 40 unit switches when the airplane is on the ground.
Use the flap load limiter test switch on the E2 rack.
FLAP LOAD RELIEF The flap lever must be in a position other than 40 units.
GENERAL Move the switch to the SW position. The green load limiter test light adjacent to the
switch comes on if the flap lever 40 unit switches operate correctly.
The flap load relief function prevents damage to the flaps and their support structures
from large aerodynamic forces because of airspeeds that are too high.
Flap load relief puts a limit on the positions of the TE flaps as a function of airspeed.
Flap load relief operates only during normal operation of the TE flaps.
The load relief solenoid energizes when the flap lever is at the 40 unit position, and
the airspeed increases to more than 162 knots. This causes the TE flaps to retract to
the 30 position.
The load relief solenoid de-energizes when the pilot moves the flap lever to the 30 unit
position, or the airspeed decreases to less than 156 knots.
There is no indication for the flap load relief operation.
FLAP LOAD RELIEF FUNCTION TEST
You can do a test of the flap load relief function when the airplane is on the ground.
Use the BITE panel on the air data computer 1 and the flap load limiter test switch on
the E2 rack.
The flap lever must be in the 40 unit position, and hydraulic system B pressure must
be on.
Hold the flap load limiter test switch in the SYS position while you do a BITE check
on the air data computer 1. During this test the TE flaps move from position 40 to 30.
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FLIGHT CONTROLS - TE FLAP SYSTEM - FUNCTIONAL DESCRIPTION - FLAP LOAD RELIEF
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TE FLAP SYSTEM The alternate flaps control switch operates only when you move the arm switch to
the ARM position. When you move and hold the control switch in the DOWN position,
the TE flaps and LE devices extend. To stop the extension of the TE flaps, move the
OPERATION control switch to the OFF position.
NORMAL OPERATION To stop the extension of the LE devices, move the arm switch to the OFF position.
During alternate operation the TE flaps can extend to the 40 unit position. A time of
You use the flap lever to operate the TE flaps during normal operation. For normal 2 minutes and 20 seconds is necessary for the TE flaps to fully extend or fully retract
operation system B hydraulic power is necessary. during alternate operation.
The TE flaps move to nine different positions. The flap position indicator in the flight During alternate operation with system B hydraulic power applied, move the flap lever
compartment shows the position of the TE flaps. to the position that you will move the flaps to. This decreases the load on the flap
electric motor.
During normal operation of the TE flaps the LE devices move also.
To retract the TE flaps, move the control switch to the UP position. The control switch
Flap load relief is available during normal operation. If the airspeed increases to more has a detent at the UP position. It is not necessary to hold the switch in the UP
than the flap placard limit for the flap position, the flaps automatically retract from flaps position. There are limit switches in the flap control unit that stop the flaps at the up
40 to flaps 30. The flap position indicator shows the actual position of the TE flaps. and down limits. You cannot use the alternate operation to retract the LE devices.
If the TE flaps do not stay in alignment or if the control cable is broken or disconnected, During alternate operation load relief does not operate. TE flap asymmetry shutdown
the TE flaps stop automatically. If this occurs, you can not operate the TE flaps again is also not available.
until the airplane makes a landing, and you correct the problem. The flap position
indicator gives you indication that the TE flaps are out of alignment. When you move the arm switch from the ARM position to the OFF position, alternate
operation stops and normal operation becomes active.
A time of 38 seconds is necessary for the TE flaps to fully extend or fully retract during
the normal operation.
ALTERNATE OPERATION
You use the alternate flaps switches to operate the TE flaps during alternate operation.
The alternate operation uses electric power as an alternative to hydraulic power.
When you move the alternate flaps arm switch to the ARM position, these occur:
• TE flap bypass valve moves to the bypass position.

• Standby hydraulic pump starts.
• Electrical power goes to the alternate flaps control switch.
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67%<
58'21
FLIGHT CONTROLS - TE FLAP SYSTEM - OPERATION
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TE FLAP SYSTEM – OPERATION
To do a check of the TE flap and LE devices operation times with a hydraulic ground
cart, make sure 20 gpm is available.
To retract the TE flaps with the LE devices extended and disabled, use the alternate
operation.
When you move the arm switch from the ARM position to the OFF position, obey this
warning.
WARNING:
MAKE SURE THE POSITION OF THE TE FLAPS AGREES WITH THE POSITION
OF THE FLAP CONTROL LEVER. WHEN YOU SUPPLY HYDRAULIC POWER,
THE FLAPS AND SLATS WILL MOVE AUTOMATICALLY TO THE POSITION OF
THE FLAP CONTROL LEVER. THIS CAN CAUSE INJURY TO PERSONS AND
DAMAGE TO EQUIPMENT.
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67%<
58'21
FLIGHT CONTROLS - TE FLAP SYSTEM - OPERATION
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TE FLAP SYSTEM
POSITION INDICATING SYSTEM
INTRODUCTION
PURPOSE
The trailing edge (TE) flaps position indicating system shows position of the TE flaps
during normal and alternate operations and during asymmetry.
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FLIGHT CONTROLS - TE FLAP SYSTEM - POSITION INDICATING SYSTEM - INTRODUCTION
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TE FLAP SYSTEM
GENERAL DESCRIPTION
GENERAL
The TE flap position indicating system uses the flap position transmitters to measure
the position of the TE flaps. This data shows on the flap position indicator in the flight
compartment and also goes to other user systems.
INTERFACES WITH OTHER COMPONENTS
The flap position transmitters send flap position data to these components:
• Flap position indicator.

• Flight control computers (FCC) (2).
• Stall management computers (SMCs) (2).
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FLIGHT CONTROLS - TE FLAP SYSTEM - POSITION INDICATING SYSTEM - GENERAL DESCRIPTION
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TE FLAP SYSTEM
FLAP POSITION TRANSMITTER
PURPOSE
The flap position transmitters send flap position data to these components:

• Flight control computer (2).
• Stall management computer (2).
LOCATION
There are two flap position transmitters. The left position transmitters are between
transmissions 1 and 2 on the left wing. The right position transmitters are between
transmissions 7 and 8 on the right wing. To get access, extend the TE flaps.
Each flap position transmitter has three internal synchros. Each synchro uses 28V
AC, 400 Hz power. The power for each synchro comes from a different computer.
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FLIGHT CONTROLS - TE FLAP SYSTEM - POSITION INDICATING SYSTEM - FLAP POSITION TRANSMITTER
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FLIGHT CONTROLS - TE FLAP SYSTEM - POSITION INDICATING SYSTEM - FLAP POSITION TRANSMITTER
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INTENTIONALLY
BLANK
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TE FLAP SYSTEM
FLAP POSITION INDICATOR
PURPOSE
The flap position indicator shows the position of the left and right TE flaps independently.
LOCATION
The flap position indicator is on the P2 centre instrument panel.
The flap position indicator has left and right needles to show the position of the left
and right wing TE flaps independently. The indicator also has reference marks to show
the flap lever detent positions. The indicator has one synchro for each needle. The
synchros receive inputs from the flap position transmitters.
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FLIGHT CONTROLS - TE FLAP SYSTEM - POSITION INDICATING SYSTEM - FLAP POSITION INDICATOR
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TE FLAP SYSTEM
There are two flap position transmitters, and each has three internal synchros.
The synchros have interfaces with these components:
• Stall management computer (SMC) 1 and 2.

• Flight control computer (FCC) A and B.
One synchro in each transmitter sends flap position data to control the left and right
needles in the flap position indicator.
An asymmetry switch in the position indicator compares the signals from the left and
right transmitter synchros. The switch closes and gives a ground to the asymmetry
shutoff relay when the signals are different. The relay gives power to move the bypass
valve to the bypass position. This stops hydraulic operation of the trailing edge flaps.
You can do a test of the operation of the asymmetry shutdown with the asymmetry
test switch and light. T
The TEST LEFT-UP position of the switch makes the left needle
of the flap position indicator move to a different flap position than the right needle.
When the needles are different, the asymmetry switch in the indicator closes. The
TEST RIGHT-UP position of the switch moves the right needle and also operates the
bypass valve.
When the bypass valve moves to the bypass position, it gives power to green
asymmetry test light, and the light comes on.
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FLIGHT CONTROLS - TE FLAP SYSTEM - POSITION INDICATING SYSTEM - FUNCTIONAL DESCRIPTION
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LE FLAP AND SLAT CONTROL SYSTEM
INTRODUCTION
PURPOSE
The leading edge (LE) flaps and slats increase the wing area and the wing camber.
This increases lift to improve the takeoff and landing performance of the airplane.
GENERAL
The LE devices include two Krueger flaps and three slats on the leading edge of each
wing. During cruise, these surfaces fully retract. These surfaces extend during takeoff
to increase lift which permits slower speeds for airplane rotation. During landing, the
LE slats fully extend to increase lift and permit slower speeds for landing.
During normal operation, the LE flaps and slats are mechanically controlled. During
alternate operation, the LE flaps and slats are electrically controlled.
There is position indication in the flight deck for all the LE devices during normal
operation and alternate operation.
You can do tests of the LE flap and slat position indication with built in test equipment
(BITE) in the LE flap and slat indicating module. The module BITE also lets you see
other maintenance data.
During the normal operation, if the airplane is near a stall condition, the auto-slat
function fully extends the LE slats. This helps prevent a stall.
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FLIGHT CONTROLS - LE FLAP AND SLAT CONTROL SYSTEM - INTRODUCTION
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LE FLAP AND SLAT CONTROL SYSTEM ALTERNATE OPERATION
GENERAL DESCRIPTION During the alternate operation, the alternate flaps switches send a signal to the LE
standby shutoff valve and to the standby hydraulic system. The LE standby shutoff
valve sends hydraulic power to the LE flap and slat actuators to extend the LE flaps
GENERAL and slats.
The LE flaps and slats use hydraulic power to move. For the normal operation, hydraulic Hydraulic power from the LE standby shutoff valve has a higher priority than the
system B supplies hydraulic power. The commands for the LE flaps and slats come hydraulic power from the LE flap and slat control valve.
from the TE flap system. During the alternate operation, the standby hydraulic system
supplies hydraulic power. The commands come from the alternate flaps switches. During the alternate operation, the LE flaps and slats cannot retract.
NORMAL OPERATION
The TE flap system sends inputs to the LE flap and slat control valve during normal
operation. The flap lever moves a cable system that supplies a mechanical input to
the TE flap system. As the TE flaps move, feedback from the TE flap system moves
the LE flap and slat control valve. The LE flap and slat control valve is in the TE flap
control unit.
The LE flap and slat control valve gets pressure from hydraulic system B. The LE flap
and slat control valve sends hydraulic power through the auto-slat control valve to the
LE flap and slat actuators. These actuators move the LE flaps and slats.
The LE flap and slat proximity sensors and position switches send signals to the
leading edge flap and slat indicating module. The module sends this data to the LE
devices annunciator panel and the LE flaps lights in the flight compartment.
If the airplane gets near a stall condition, the stall management computers (SMCs)
send signals to the auto-slat control valve. The auto-slat control valve sends hydraulic
power to the LE slat actuators to extend the LE slats.
See the leading edge auto-slat system section for more information on the auto-slat
valve.
See the stall warning system section for more information on the SMCs.
See the trailing edge flap system section for more information on the TE flap system.
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FLIGHT CONTROLS - LE FLAP AND SLAT CONTROL SYSTEM - GENERAL DESCRIPTION
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LE FLAP AND SLAT CONTROL SYSTEM Move the ALTERNATE FLAPS control switch to the down position momentarily to
open the leading edge flaps and slats shutoff valve in the standby system module.
INDICATIONS
GENERAL A green SPEED BRAKE ARMED light shows if there are valid automatic speedbrake
system inputs. The light is on the P1 panel.
These are the controls in the flight compartment:
An amber SPEED BRAKE DO NOT ARM light shows if there are automatic speedbrake
• TE flap lever. system inputs that are not valid. The light is on the P1 panel.
• ALTERNATE FLAPS ARM switch.
• ALTERNATE FLAPS control switch. An amber LE FLAPS TRANSIT light shows for these conditions:
These are the indications in the flight compartment: • The LE devices are in transit.
• A LE device position is in disagreement with the TE flaps position
• Flight control panel. • TE flaps disagreement during alternate flaps operation until the TE flaps are
• SPEED BRAKE DO NOT ARM light. at the 10 position.
• SPEED BRAKE ARMED light.
• LE FLAPS TRANSIT light. The light is on the P2 panel.
• LE FLAPS EXT light.
• Leading edge (LE) devices annunciator panel. A green LE FLAPS EXT light shows if the LE devices are in the extended or full
extended positions. The light is on the P2 panel.
CONTROLS
The LE devices annunciator panel shows position of each LE device. The panel is on
The flap lever controls the LE devices control valve. the P5 aft overhead panel.
The LE devices control valve controls system B hydraulic pressure to the LE actuators.
The standby hydraulic system controls standby hydraulic pressure to the LE actuators
only to the down position.
These switches operate components in the standby hydraulic system:
• ALTERNATE FLAPS arm switch.

• ALTERNATE FLAPS control switch.
Move the ALTERNATE FLAPS arm switch to the ARM position to start the standby
hydraulic system EMDP.
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FLIGHT CONTROLS - LE FLAP AND SLAT CONTROL SYSTEM - CONTROLS AND INDICATIONS
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STALL WARNING SYSTEM
INTRODUCTION
GENERAL
The stall warning system gives an indication to the crew when the airplane is near a
stall. It shakes the control columns.
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FLIGHT CONTROLS - STALL WARNING SYSTEM - INTRODUCTION
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SWS
GENERAL DESCRIPTION
GENERAL
The stall warning system shakes the control column when the airplane gets near a
stall.
These are the components of the stall warning system:
• Stall management computers (SMCs).

• Control column shakers.
• Stall warning test panel.
These are the components and systems that have an interface with the stall warning
system:
• Engine N1 indicator (2).

• Engine N2 indicator (2).
• Digital air data computer (2).
• LE flap and slat indicating module.
• Air/ground signals.
• Flap position transmitter (2).
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FLIGHT CONTROLS - SWS - GENERAL DESCRIPTION
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SWS
COMPONENT LOCATION
GENERAL
The components of the stall warning system are in these compartments:
FLIGHT COMPARTMENT
The stall warning test panel is on the P5 aft overhead panel. The control column
shakers are on the forward side of the control columns.
The stall management computers are on the E1-1 shelf.
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FLIGHT CONTROLS - SWS - COMPONENT LOCATION
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SWS
CONTROL COLUMN SHAKER
PURPOSE
The control column shakers shake the control columns to give the pilots an alert of a
stall condition.
LOCATION
The control column shakers attach to the control columns.
Each control column shaker has a 28V DC motor and an unbalanced ring. There is
one electrical connector on each unit.
The motor turns an unbalanced ring. The ring shakes the control column.
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FLIGHT CONTROLS - SWS - CONTROL COLUMN SHAKER
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SWS
STALL WARNING TEST PANEL
PURPOSE
The test switches on the stall warning test panel do a test of the stall warning system.
LOCATION
The stall warning test panel is on the P5 aft overhead panel.
The stall warning test panel has two push button switches.
Each test switch lets you do a test of the stall warning system. When you push switch
1, you do a test of stall warning system 1 with operation of the control column shaker
on the captain control column. When you push switch 2, you do a test of stall warning
system 2 with operation of the control column shaker on the first officer control column.
When you push the test switch, the stall warning system does an internal test. If no
faults are found, the control column shaker operates. If faults are found, the control
column shaker does not operate. During the test the control column shaker operates
until you release the test switch or for a maximum of 20 seconds.
The 20 second maximum time limit prevents damage to the motor in the control
column shaker.
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FLIGHT CONTROLS - SWS - STALL WARNING TEST PANEL
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SWS
GENERAL
The SMCs have two calculations for stall warning. Each of the calculations can cause
an SMC to send a stall warning signal to a column shaker. These calculations are the
normal stall warning and the speed floor stall warning.
Stall warning is only available when the airplane is in the air or airspeed is more than
160 knots.
NORMAL STALL WARNING
Normal stall warning uses this data:
• Angle-of-attack.
• TE flap position.
• LE flap and slat asymmetry.
• Engine speed.
• Airspeed.
If the angle-of-attack is too high for a TE flap position, the SMYDs send a stall warning
signal to the column shakers.
The SMCs use the other data for bias calculations. If a bias is active, the SMCs send
a stall warning signal at a lower angle-of-attack. The SMCs calculate all biases at the
same time and use the highest bias. The SMYDs subtract the highest active bias from
the normal trip point schedule to decrease the trip point.
SPEED FLOOR STALL WARNING
The speed floor stall warning uses TE flap position data and airspeed data. If the
airspeed is too low for a TE flap position, the SMCs send a stall warning signal to the
column shakers.
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FLIGHT CONTROLS - SWS - FUNCTIONAL DESCRIPTION
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SWS Push the up arrow switch to see the menu item before. Push the down arrow or NO
switch to see the next menu item. Push the YES switch to move down into the menu
on the display.
Push the MENU switch to move back up one level. In some lists TOP OF LIST and
SMC BITE END OF LIST show for a second when you move to the top or bottom of the list.
GENERAL The SMC does a system test and shows TEST IN PROGRESS when you push the
ON/OFF switch. SYSTEM OK shows if no faults are found. TEST FAIL shows if faults
are found. Use the down arrow switch to see the number of faults and to go through
The stall management computer (SMC) has these BITE functions:
the list of faults.
• Continuous monitor.
To operate BITE, the airplane must have the flaps up and an airspeed less than 60
• BITE tests.
knots or the on-side engine N1 <15% and the off-side engine N1 <50%.
CONTINUOUS MONITOR MAIN MENU

Continuous monitors test the SMC for correct operation.
These are the BITE main menu selections:
The fault history keeps fault data that occurred in the past. Some faults stop SMC
• PRESENT FAULTS.
operation.
• SELF TEST.
• FAULTS HISTORY.
BITE TESTS • GROUND TEST.
• SYSTEM CONFIG.
BITE tests have these functions: • CLR AND RE-TEST.
• Do a system test. Push the YES switch to go in one of these menu selections.
• Check SMC operation after replacement.
• Show that all functions are in specifications.
• Help fault isolation.
Six push-button switches and a two-row 8-character display are on the front of the
SMC for BITE tests.
BITE OPERATION
Push the ON/OFF switch to start BITE tests.
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FLIGHT CONTROLS - SWS - TRAINING INFORMATION POINT - SMC BITE
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FLIGHT CONTROLS
MULTIPLE USE SYSTEMS/UNITS
TAKEOFF WARNING SYSTEM
INTRODUCTION
GENERAL
The takeoff warning function gives an intermittent aural warning sound if the airplane
is in an unsafe condition during takeoff.
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FLIGHT CONTROLS - MULTIPLE USE SYSTEMS/UNITS - TAKEOFF WARNING SYSTEM - INTRODUCTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŜşȱȱŞŝŜ

FLIGHT CONTROLS
TAKEOFF WARNING SYSTEM
FUNCTIONAL
GENERAL DESCRIPTION
The takeoff warning function is in the landing gear logic shelf. The aural warning
module gives the sound of an intermittent horn for a takeoff warning on the ground.
ON THE GROUND
When the airplane is on the ground and the thrust levers are at the takeoff power
position (throttle quadrant switches more than 30°), the aural warning system gives
the takeoff warning sound if any of these conditions occur:
• LE flaps (1 & 4) are not extended.

• Parking brake is set.
• Speedbrake lever is not down.
• TE flaps are not in a takeoff position.
• Stabilizer is out of the green band.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŝŖȱȱŞŝŜ

FLIGHT CONTROLS - MULTIPLE USE SYSTEMS/UNITS - TAKEOFF WARNING SYSTEM - FUNCTIONAL DESCRIPTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŝŗȱȱŞŝŜ

FLIGHT CONTROLS
LE TAKEOFF WARNING TEST
INTRODUCTION
GENERAL
To do the takeoff warning system test on the ground, move the thrust levers forward,
put the necessary flight controls to the takeoff position, and then move the flight
controls necessary for the test to an incorrect position.
There are two leading edge warning test switches added because of the relation of
the trailing edge and leading edge flaps.
LOCATION
The leading edge warning test switches are on the forward stanchion of the E3 rack
adjacent to row 1.
The leading edge warning test switch has three positions:
• Left leading edge test.

• Normal.
• Right leading edge test.
The leading edge warning override test switch has two positions:
• Normal.
• Override.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŝŘȱȱŞŝŜ

FLIGHT CONTROLS - MULTIPLE USE SYSTEMS/UNITS - LE TAKEOFF WARNING TEST - INTRODUCTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŝřȱȱŞŝŜ

FLIGHT CONTROLS When the relays are de-energized, a ground is removed and opens the circuit to turn
off the green annunciator light.
MULTIPLE USE SYSTEMS/UNITS The relays also close the circuit to the landing gear logic shelf to cause the LE 1 and
4 circuit to make the takeoff warning horn intermittently.
LE TAKEOFF WARNING TEST
These monitoring functions can operate on the ground.
FUNCTIONAL
LE WARNING TEST SWITCH
GENERAL
Movement of the LE warning test switch to either the left or right position de-energizes
the relay, opens the circuit, and turns off the annunciator light. De-energizing the relay
To do the takeoff warning system on the ground, advance the thrust levers, put the
also causes the landing gear logic self to sound the takeoff warning horn.
flight controls to the takeoff position, and selectively move the flight control to be tested
to an improper position. This turns on the aural warning intermittent horn. Movement
of the flight control back to the takeoff position turns off the horn. LE WARNING OVERRIDE TEST SWITCH
FUNCTIONAL DESCRIPTION Movement of the LE warning override test switch to OVERRIDE position provides an
alternate ground to energize both LE flap 1 & 4 extend relays. Both green annunciator
lights confirms that the LE flaps cannot sound the warning horn even though the LE
For the LE takeoff warning system test, there are four leading edge flap sensors that
flaps are not in the takeoff position.
interface with the LE flap/slat indication module (FSIM). The number in the name of
each sensor relates to the leading edge flap mechanism that the sensor is connected
If the trailing edge flaps are not in the takeoff position, the takeoff warning sound is
to.
caused by the trailing edge flap takeoff warning switch.
The FSIM uses LE flaps 1 and 4 extend and retract sensor data to monitor the
alignment of the LE flaps.
When the flap lever is in the UP position, 28V DC power from BUS 1 goes through the
normally positioned LE warning test switch to the FSIM. If the LE flap/slat indication
logic is true, a ground from the FSIM energizes the LE flap extend relay R238 or
R239. When the relay is energized, a ground is completes the circuit to turn on the
green annunciator light. The relay also opens the circuit to the landing gear logic shelf
and inhibits the LE flap 1 and 4 circuit from operating the takeoff warning system.
When the flap lever is in the takeoff position, 28V DC from BUS 1 goes through the
normally positioned LE warning test switch to the FSIM. If the LE flap/slat indication
logic is false, the FSIM removes the ground and de-energizes both LE flap extend
relays.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŝŚȱȱŞŝŜ

FLIGHT CONTROLS - MULTIPLE USE SYSTEMS/UNITS - LE TAKEOFF WARNING TEST - FUNCTIONAL DESCRIPTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŝśȱȱŞŝŜ

INTENTIONALLY
BLANK
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŝŜȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŝŝȱȱŞŝŜ
FUEL
STORAGE
CAPACITY
The nominal capacity of main tank 1 is 10,043 lbs (4,555 kgs). The nominal capacity
of main tank 2 is 10,043 lbs (4,555 kgs). The nominal capacity of the centre tank is
15,497 lbs (7,029 kgs). Fuel tank capacity does not include surge tanks.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŝŞȱȱŞŝŜ

FUEL - STORAGE - GENERAL DESCRIPTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŝşȱȱŞŝŜ

FUEL
ENGINE FUEL FEED SYSTEM
COMPONENT LOCATION
GENERAL
The engine fuel feed system has these components:
• Fuel boost pump (6).

• Cross-feed valve.
• Fuel shutoff valve (2).
• Defuel valve.
• APU fuel shutoff valve.
SYSTEM DESCRIPTION
The engine fuel feed system uses pumps, valves and tubing for engine and APU feed.
Defuel and transfer operations are done at the fuelling station and are only done on
the ground.
GENERAL OPERATION
Both engines receive fuel first from the centre tank and then from the respective
main tank. Cross-feed valve allows one fuel tank to supply fuel to both engines. Both
engines can receive fuel by suction from the main tanks.
Tank No.1 primarily supplies fuel to the APU. Any tank can supply fuel to the APU by
using the engine feed components.
Defuel of all the tanks is done by operation from the engine feed components and
through the fuelling manifold.
Fuel transfer between tanks is done by operation from the engine feed components
and through the fuelling manifold.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŞŖȱȱŞŝŜ

FUEL - ENGINE FUEL FEED SYSTEM - COMPONENT LOCATION
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FUEL BOOST PUMP MOTOR
ENGINE FUEL FEED SYSTEM The motor has the impeller and uses three-phase, 115V AC, 400 Hz power. It is in
the housing.
FUEL BOOST PUMP
GENERAL When you remove a centre tank boost pump, close the removal valve for the opposite
centre tank boost pump.
The boost pumps supply fuel from the tanks to the engine feed manifold.
This prevents fuel flow back through the re-prime line.
Each of the six boost pumps are interchangeable.
LOCATION
The centre tank and main tank aft boost pumps are in dry bays in each main tank.
Access to the centre tank and aft main tank boost pumps is through panels on the
bottom of the wings.
The main tank forward boost pumps are on the front spar. You extend the leading
edge flaps to get access to the main tank forward boost pumps.
Fuel goes in the pump through a wire mesh screen at the suction tube inlet. A part of
the fuel goes through the pump as a lubricant for the bearings and a coolant for the
motor.
The discharge check valve is a spring-loaded-closed flapper type check valve. Main
tank boost pump check valves are different than the centre tank boost pump check
valves.
The pressure that opens the main tank check valves is approximately 12 psi. The
pressure that opens the centre tank check valves is approximately 1.3 psi.
A pump removal valve handle permits removal of the pump with fuel in the tank. Two
clamps hold the pump in position.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŞŘȱȱŞŝŜ

FUEL - ENGINE FUEL FEED SYSTEM - FUEL BOOST PUMP
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŞřȱȱŞŝŜ

FUEL in the off position, transistor Q1 is biased to allow current flow through it. The current
flow causes a voltage drop across the resistor between the emitter and base of the
transistor Q2 biasing it. With Q2 biased K1 energizes allowing the scavenge fuel
ENGINE FUEL FEED SYSTEM shutoff valve solenoid to energize. After 20 minutes the base of Q1 is grounded, which
removes the bias of Q1, then Q2, relaxing K1 and removing power to the solenoid.
CENTRE TANK FUEL SCAVENGE SYSTEM The scavenge fuel shutoff valve now closes stopping centre tank scavenge operation.
GENERAL
The fuel scavenge circuit controls the operation of the scavenge fuel shutoff valve.
COMPONENT LOCATION
The circuit components are in the P5 and P6 panels. The scavenge timer card M528
is in the engine accessory module, E3-2.
The scavenge circuit consists of following items:
• Centre tank boost pump switches.

• M528 engine accessory module.
• Scavenge fuel shutoff valve.
• Relays (2).
OPERATION
Power supply for the centre tank boost pumps is 3 phase 115V AC and for the control
circuit is 28V DC. When both centre tank fuel boost pump switches are placed in the
off position the scavenge fuel shutoff valve solenoid is energized for 20 minutes. You
have to place one or both centre tank fuel boost pump switches to the on position to
arm the M528 control logic. If you do not arm the M528 control logic the scavenge
fuel shutoff valve solenoid will not energize even through both centre tank boost pump
switches are in the off position.
When the M528 control logic is armed and both centre tank boost pump switches are
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŞŚȱȱŞŝŜ

FUEL - ENGINE FUEL FEED SYSTEM - CENTRE TANK FUEL SCAVENGE SYSTEM
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŞśȱȱŞŝŜ

FUEL
FUEL INDICATION
GENERAL
The purpose of the indicating system is to measure and show the weight of usable
fuel in the tanks and the fuel temperature.
COMPONENT LOCATION
The indicating system components, tank units, compensators, and measuring sticks
are inside the fuel tanks. The indicators are in the flight compartment and on the
fuelling station. The temperature bulb is in tank No.1 and the indicator is in the flight
compartment.
There are two quantity indicating systems. The electrical system is for all the tanks.
The display is in the flight compartment and at the fuelling station.
The mechanical system is only for tanks No.1 and No. 2. Fuel temperature is measured
in tank No.1 and is displayed in the flight compartment.
GENERAL OPERATION
The electrical indicating system uses a series of capacitors with fuel acting as a
dielectric. Change in fuel level alters the current through the capacitors.
This creates an indication of the fuel quantity. The compensators allow for density
changes. Mechanical indicating using measuring sticks senses fuel height and requires
conversion of measuring stick reading to fuel quantity. The fuel temperature alters the
resistance of the temperature bulb. This will change the temperature indication in the
flight compartment.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŞŜȱȱŞŝŜ

FUEL - FUEL INDICATION - GENERAL
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FUEL Compensators and tank units connect together in parallel. The wiring harness from
each tank connects to a bussing plug on the front spar of the wing. The centre tank
bussing plug is on the forward wall of the left wheel well.
FUEL INDICATION
The indicators and summation unit are in the flight compartment. Repeater indicators
TANK AND COMPENSATOR UNITS are in the fuelling station.
GENERAL The indicators use single-phase 115V AC.
The fuel quantity indicating system calculates the weight of the usable fuel in the
tanks. The electrical system is a capacitance type system.
COMPONENT LOCATION
The capacitance gauging system tank units and compensators are in the fuel tanks.
Each main tank has these components:
• 12 tank units.
• 1 compensator.
• 5 measuring sticks.
The centre tank has these components:
• 2 tank units.
• 1 compensator.
Tank units are hollow coaxial cylindrical capacitors that attach vertically to the ribs in
each fuel tank. Fuel is the dielectric. The contour of the inner tube has a relation to the
irregular internal shape of the fuel tank.
Compensators are hollow coaxial cylindrical capacitors that attach vertically to the ribs
in each fuel tank at the lowest point of the tank. The compensator connects electrically
to the gauging circuit to make allowance for the different dielectric constants of fuels
of different chemical compositions.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŞŞȱȱŞŝŜ

FUEL - FUEL INDICATION - TANK AND COMPENSATOR UNITS
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŞşȱȱŞŝŜ

FUEL It monitors the leakage current and when it is an unacceptable level, an error code
shows to help with troubleshooting the system.
FUEL INDICATION
FUEL SUMMATION UNIT
FUEL QUANTITY INDICATION The fuel summation unit takes individual fuel quantity indicator voltage signals and
sums them for an output voltage signal that is the total fuel remaining. This output
GENERAL signal is one of several inputs to a flight MANAGEment computer system which has a
control display unit. The flight management computer changes these inputs to the
The fuel quantity indicating units measure the weight of the usable fuel in the tanks. instantaneous total fuel remaining.
COMPONENT LOCATION POWER
System components are in the flight compartment, fuel tanks, and at the fuelling The power supply for the indicators is 115V AC from the standby bus or external
station. power.
These are the flight compartment components:
• Fuel quantity indicators.

• Summation unit.
• Indicator test switch.
These are the fuel tank components:
• Tank units.
• Compensator.
• Measuring sticks (main tanks).
The fuelling quantity indicators and indicator test switch are at the P15 fuelling station
panel.
FUEL QUANTITY INDICATOR
Digital fuel quantity indicators on the P2 (P1 with EFIS option) panel show the weight
of fuel in each tank. Each indicator has a single chip microcomputer system and a
digital liquid crystal display (LCD). The microcomputer measures the capacitance and
resistive current in the tank units.
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FUEL - FUEL INDICAT)/.æ æ&5%,æ35--!4)/.æ5.)4æ æ15!.4)49æ).$)#!4/23æ!.$æ4%34æ37)4#(æ æ#/-0/.%.4æ,/#!4)/.3
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FUEL - FUEL INDICATION - FUEL QUANTITY INDICATION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřşŘȱȱŞŝŜ

INTENTIONALLY
BLANK
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HYDRAULIC POWER BEAMæONæTHEæWINGæ
4HESEæAREæTHEæCOMPONENTSæINæTHEæMAINæFUELæTANKS
COMPONENT LOCATIONS
• 3YSTEMæ!æHEATæEXCHANGERæINæMAINæTANKæ
GENERAL • 3YSTEMæ"æHEATæEXCHANGERæINæMAINæTANKæ
4HEæCOMPONENTSæFORæTHEæMAIN æAUXILIARY æANDæGROUNDæSERVICINGæHYDRAULICæSYSTEMSæAREæ 4HESEæAREæTHEæCOMPONENTSæINæTHEæRAMæAIRæBAYS

INæTHESEæLOCATIONS
• 3YSTEMæ!æGROUNDæSERVICEæDISCONNECTæMODULEæINæTHEæLEFTæRAMæAIRæBAY
• %NGINEæACCESSORYæGEARBOX • 3YSTEMæ"æGROUNDæSERVICEæDISCONNECTæMODULEæINæTHEæRIGHTæRAMæAIRæBAY
• -AINæLANDINGæGEARæWHEELæWELL
• -AINæFUELæTANKS STANDBY HYDRAULIC SYSTEM
• 2AMæAIRæBAYS
4HESEæAREæTHEæCOMPONENTSæINæTHEæMAINæLANDINGæGEARæWHEELæWELL
MAIN HYDRAULIC SYSTEMS
• 2ESERVOIR
(YDRAULICæSYSTEMæ!æANDæSYSTEMæ"æCOMPONENTSæAREæALMOSTæTHEæSAMEæ • 3TANDBYæELECTRICæMOTOR DRIVENæPUMPæ%-$0
• 3TANDBYæHYDRAULICæSYSTEMæMODULE
3YSTEMæ!æCOMPONENTSæAREæONæTHEæLEFTæSIDEæOFæTHEæAIRCRAFTæ • #ASEæDRAINælæLTERæMODULE
3YSTEMæ"æCOMPONENTSæAREæONæTHEæRIGHTæSIDEæOFæTHEæAIRCRAFT HYDRAULIC POWER TRANSFER UNIT SYSTEM

4HESEæAREæTHEæCOMPONENTSæONæTHEæENGINES 4HESEæAREæTHEæCOMPONENTSæINæTHEæMAINæLANDINGæGEARæWHEELæWELL
• 3YSTEMæ!æENGINE DRIVENæPUMPæ%$0 æISæONæTHEæLEFTæENGINE • 0OWERæTRANSFERæUNIT

• 3YSTEMæ"æENGINE DRIVENæPUMPæ%$0 æISæONæTHEæRIGHTæENGINE • 045æPRESSUREælæLTERæMODULE
• 045æmæOWæLIMITER
4HESEæAREæTHEæCOMPONENTSæINæTHEæMAINæLANDINGæGEARæWHEELæWELL • 045æCONTROLæVALVE
• %$0æPRESSUREæSWITCHæAUTOSLATæSYSTEM
• 2ESERVOIRæ
• %$0æSUPPLYæSHUTOFFæVALVEæ
GROUND SERVICING SYSTEM
• %LECTRICæMOTOR DRIVENæPUMPæ%-$0 æ
• 0RESSUREæMODULEæ
• %-$0æCASEæDRAINælæLTERæMODULEæ 4HEæGROUNDæSERVICINGæSYSTEMæCOMPONENTSæAREæINæTHEæRIGHTæFORWARDæCORNERæOFæTHEæMAINæ
• 2ETURNælæLTERæMODULEæ WHEELæWELL
4HEæ %$0æ CASEæ DRAINæ læLTERæ MODULESæ AREæ ONæ THEæ AFTæ SIDEæ OFæ THEæ LANDINGæ GEARæ SUPPORTæ
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřşŞȱȱŞŝŜ

(9$2!5,)#æ0/7%2æ æ#/-0/.%.4æ,/#!4)/.3
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MAIN HYDRAULIC SYSTEMS 4HEæHYDRAULICæSYSTEMæ!æRESERVOIRæHASæAæSTANDPIPEæFORæTHEæENGINE DRIVENæPUMPæ%$0 æ
!æPORTæATæTHEæBOTTOMæOFæTHEæRESERVOIRæSUPPLIESæmæUIDæTOæTHEæELECTRICæMOTORæDRIVENæPUMPæ
%-$0 æ4HEæRESERVOIRæDRAINæVALVEæATæTHEæBOTTOMæMANUALLYæOPERATES
RESERVOIR
4HEæHYDRAULICæSYSTEMæ"æRESERVOIRæHASæSTANDPIPESæFORæTHEæ%$0æANDæ%-$0æ!æPORTæATæ
PURPOSE THEæBOTTOMæOFæTHEæRESERVOIRæSUPPLIESæmæUIDæTOæTHEæPOWERæTRANSFERæUNITæ045 æPUMPæ4HEæ
RESERVOIRæDRAINæVALVEæATæTHEæBOTTOMæMANUALLYæOPERATES
4HEæHYDRAULICæRESERVOIRSæSUPPLYæPRESSURIZEDæHYDRAULICæmæUIDæTOæTHEæHYDRAULICæPUMPSæ
4HEæ læLLæ ANDæ BALANCEæ LINEæ CONNECTSæ THEæ SYSTEMæ "æ RESERVOIRæ TOæ THEæ STANDBYæ RESERVOIRæ
4HEæRESERVOIRSæALSOæGETæTHEæRETURNæmæUIDæFROMæTHEæAIRCRAFTæSYSTEMSæTHATæUSEæHYDRAULICæ 3YSTEMæ"æRESERVOIRæPRESSUREæALSOæPRESSURIZESæTHEæSTANDBYæHYDRAULICæSYSTEMæRESERVOIR
POWER
4HEæQUANTITYæINDICATORæSHOWSææFORæEMPTY æ2&,æFORæRElæLL æANDæ&æFORæFULL
LOCATION
4HEæFOLLOWINGæTABLEæSHOWSæNOMINALæQUANTITIESæATæDIFFERENTæLEVELSæINæTHEæRESERVOIRS
4HEæHYDRAULICæSYSTEMæ!æRESERVOIRæISæINæTHEæCENTREæOFæTHEæMAINæWHEELæWELLæONæTHEæFORWARDæ
BULKHEAD
4HEæHYDRAULICæSYSTEMæ"æRESERVOIRæISæONæTHEæRIGHTæFORWARDæBULKHEADæOFæTHEæMAINæWHEELæ
WELL
4HEæHYDRAULICæSYSTEMæ!æRESERVOIRæHASæAæTOTALæCAPACITYæOFææGALLONSææLITRES
4HEæHYDRAULICæSYSTEMæ"æRESERVOIRæHASæAæTOTALæCAPACITYæOFææGALLONSææLITRES
%ACHæRESERVOIRæISæANæAIRTIGHTæMETALæSHELLæTHATæHASæTHESEæCOMPONENTS
• !IRæPRESSUREæPORT
• %$0æANDæ%-$0æSUPPLYæLINEæPORT
• 2ETURNæLINEæPORT
• $RAINæVALVE
• (YDRAULICæmæUIDæQUANTITYæTRANSMITTERINDICATOR
4HEæRESERVOIRæPRESSURIZATIONæSYSTEMæPRESSURIZESæTHEæRESERVOIRS
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŖŖȱȱŞŝŜ

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-!).æ(9$2!5,)#æ3934%-3æ æ(9$2!5,)#æ3934%-æ!æ2%3%26/)2æ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŖŘȱȱŞŝŜ

-!).æ(9$2!5,)#æ3934%-3æ æ(9$2!5,)#æ3934%-æ"æ2%3%26/)2æ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŖřȱȱŞŝŜ

MAIN HYDRAULIC SYSTEMS 0UMPæLOWæPRESSUREæSWITCHESæSENDæSIGNALSæTOæTHEæHYDRAULICæPANELæWHENæTHEæ%$0æORæ
%-$0æPRESSUREæDECREASESæTOæLESSæTHANæNORMAL
PRESSURE MODULE 4HEæCHECKæVALVESæPREVENTæHYDRAULICæBACKmæOWæTHROUGHæTHEæPRESSUREælæLTERSæ4HEYæALSOæ
ISOLATEæ THEæ PUMPæ LOWæ PRESSUREæ SWITCHESæ FROMæ USERæ SYSTEMæ PRESSUREæ ANDæ GROUNDæ
PURPOSE SERVICEæDISCONNECTæPRESSURE
4HEæPRESSUREæMODULEæDOESæTHESEæFUNCTIONSæFORæHYDRAULICæSYSTEMæ!æANDæ" 4HEæPRESSUREæRELIEFæVALVEæSTARTSæTOæOPENæATææPSIæTOæGIVEæPROTECTIONæTOæTHEæSYSTEMæ
WHENæTHEæSYSTEMæPRESSUREæINCREASESæTOæMOREæTHANæNORMAL
• 'IVESæHYDRAULICæPUMPæPRESSUREæTOæUSERæSYSTEMS
• #LEANSæPRESSUREæmæUIDæFROMæ%$0æANDæ%-$0 4HEæ045æPRESSUREæSWITCHæSENDSæAæSIGNALæTOæTHEæHYDRAULICæPOWERæTRANSFERæUNITæSYSTEMæ
• -ONITORSæ%$0æANDæ%-$0æPRESSURE WHENæSYSTEMæ"æ%$0æPUMPæPRESSUREæDECREASESæTOæLESSæTHANææPSI
• -ONITORSæSYSTEMæPRESSURE
• 'IVESæHIGHæPRESSUREæSYSTEMæPROTECTION 4HEæBOURDONæTUBEæTYPEæPRESSUREæTRANSMITTERæCHANGESæSENSEDæPRESSUREæTOæANæELECTRICALæ
SIGNALæ ANDæ SENDSæ ITæ TOæ THEæ SECONDARYæ ENGINEæ ANDæ HYDRAULICæ DISPLAYæ OFæ THEæ CENTREæ
4HEæSYSTEMæ!æPRESSUREæMODULEæISæONæTHEæLEFTæSIDEæOFæTHEæFORWARDæBULKHEADæOFæTHEæMAINæ INSTRUMENTæPANELæ0
GEARæWHEELæWELL
4HEæSYSTEMæ"æPRESSUREæMODULEæISæNEARæTHEæCENTREæOFæTHEæFORWARDæBULKHEADæOFæTHEæMAINæ
GEARæWHEELæWELL 9OUæCANæNOTæCLEANæTHEæPRESSUREælæLTERSæANDæUSEæTHEMæAGAIN
PHYSICAL DESCRIPTION CAUTION:
4HEæPRESSUREæMODULEæHASæTHESEæCOMPONENTS MAKE SURE UNWANTED MATERIAL DOES NOT GO INTO THE MODULE
PORTS OR THE HYDRAULIC LINES DURING THE INSTALLATION. THIS CAN
• 0RESSUREælæLTERæ CAUSE DAMAGE TO THE EQUIPMENT.
• 0UMPæLOWæPRESSUREæSWITCHæ
• #HECKæVALVEæ
• 0RESSUREæRELIEFæVALVE
• 0RESSUREæTRANSMITTERæ
4HEæPRESSUREæMODULESæAREæINTERCHANGEABLE
(YDRAULICæ PRESSUREæ FROMæ THEæ %$0æ ANDæ %-$0æ GOESæ THROUGHæ THEæ NON BYPASS æ NON
CLEANABLE æ æMICRONæCARTRIDGEæTYPEæPRESSUREælæLTERSæTOæTHEæUSERæSYSTEMS
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŖŚȱȱŞŝŜ

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MAIN HYDRAULIC SYSTEMS TRAINING INFORMATION POINT
CASE DRAIN FILTER MODULE )FæYOUæREPLACEæANYæOFæTHEæPUMPSæBECAUSEæOFæAæMALFUNCTION æYOUæMUSTæALSOæREPLACEæTHEæ

CASEæDRAINælæLTERæELEMENTæFORæTHATæPUMP
PURPOSE 9OUæCANæNOTæCLEANæTHEælæLTERæELEMENTæANDæUSEæITæAGAIN
4HEæCASEæDRAINælæLTERæMODULEæCLEANSæTHEæCASEæDRAINæmæUIDæFROMæTHEæENGINE DRIVENæPUMPSæ )Fæ YOUæ OPERATEæ THEæ ENGINEæ læREæ SWITCH æ ANDæ THEæ %$0æ CONTINUESæ TOæ OPERATEæ FORæ læVEæ
%$0 æ ANDæ ELECTRICæ MOTOR DRIVENæ PUMPSæ %-$0 æ BEFOREæ ITæ GOESæ THROUGHæ THEæ HEATæ MINUTES æYOUæMUSTæDOæANæINSPECTIONæOFæTHEæ%$0æCASEæDRAINælæLTERæFORæPUMPæDAMAGEæANDæ
EXCHANGERSæANDæBACKæTOæTHEæRESERVOIRS REPLACEæTHEælæLTER
LOCATION CAUTION:
4HEæ%$0æCASEæDRAINælæLTERæMODULESæAREæONæTHEæLANDINGæGEARæSUPPORTæBEAMæINBOARDæOFæ MAKE SURE THE ARROW ON THE FILTER HEAD WILL POINT AFT. FAILURE
THEæGROUNDæSPOILERæOUTBOARDæHINGEæ TO DO THIS CAN CAUSE DAMAGE TO THE EDP.
4HEæ%-$0æCASEæDRAINælæLTERæMODULESæAREæINæTHEæCASEæDRAINæLINEæIMMEDIATELYæBELOWæTHEIRæ MAKE SURE YOU INSTALL THE CHECK VALVE IN THE OUT PORT, AND THE
RELATEDæPUMPæINæTHEæMAINæLANDINGæGEARæWHEELæWELLæONæTHEæFORWARDæBULKHEAD ARROW ON THE CHECK VALVE MATCHES THE ARROW ON THE FILTER
HEAD. FAILURE TO DO THIS CAN CAUSE DAMAGE TO THE EDP.
!Næ%-$0æCASEæDRAINælæLTERæTHATæHASæCONTAMINATIONæCANæCAUSEæANæ%-$0æOVERHEATæANDæ
4HEæCASEæDRAINælæLTERæMODULEæISæNON BYPASSæTYPEæWITHæAæ æMICRON æNON CLEANABLE æ PUTæONæTHEæ/6%2(%!4æLIGHT æTHEæ-!34%2æ#!54)/.æLIGHTS æANDæTHEæ(9$æLIGHTæONæTHEæ
CARTRIDGEæTYPEælæLTERæELEMENT SYSTEMSæANNUNCIATORæPANEL
4HEæCASEæDRAINælæLTERæMODULEæHASæTHESEæCOMPONENTS )FæYOUælæNDæMETALæCONTAMINATIONæINæTHEæ%-$0æCASEæDRAINælæLTER æYOUæMUSTæDOæANæ%-$0æ

CASEæDRAINælæLTERæMETALæCONTAMINATIONæCHECK
• &ILTERæMODULEæHEAD
• &ILTERæBOWL CAUTION:
• 2EPLACEABLEælæLTERæELEMENT
MAKE SURE THE ARROW ON THE FILTER HEAD WILL POINT OUTBOARD.
FUNCTIONAL DESCRIPTION FAILURE TO DO THIS CAN CAUSE DAMAGE TO THE EMDP.
!NæARROWæONæTHEælæLTERæMODULEæSHOWSæTHEæDIRECTIONæOFæmæOWæTHROUGHæTHEælæLTERæMODULE MAKE SURE YOU INSTALL THE CHECK VALVE IN THE OUT PORT, AND THE
ARROW ON THE CHECK VALVE MATCHES THE ARROW ON THE FILTER
!æCHECKæVALVEæONæTHEæOUTLETæOFæTHEælæLTERæMODULEæPREVENTSæBACKmæOWæFROMæTHEæOTHERæPUMPæ HEAD. FAILURE TO DO THIS CAN CAUSE DAMAGE TO THE EMDP.
INæTHEæSYSTEM
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MAIN HYDRAULIC SYSTEMS 0USHæTHEæRESETæSWITCHæONæTHEæGROUNDæFAULTæDETECTORæTOæMOVEæTHEæTRIPæCOILæCONTACTSæTOæ
THEIRæNORMALæPOSITION
ELECTRIC MOTOR-DRIVEN PUMP
ELECTRICAL
WARNING:
BE CAREFUL WHEN YOU OPEN/CLOSE CIRCUIT BREAKERS INSIDE THE

P91 AND P92 PANELS AND POWER IS SUPPLIED TO THE PANELS. THERE
IS A POTENTIAL FOR ELECTRICAL SHOCK HAZARD. POSSIBLE INJURY TO
PERSONNEL AND DAMAGE TO EQUIPMENT CAN OCCUR.
YOU MUST CONNECT THE GROUNDING CABLE FOR THE TEST EQUIPMENT
TO THE AIRCRAFT GROUND BEFORE YOU CONNECT THE ELECTRICAL
CONNECTOR FOR THE PUMP TO THE TEST EQUIPMENT. INJURY TO
PERSONS CAN OCCUR.
CAUTION:
DO NOT PUSH THE RESET SWITCH ON THE GROUND FAULT DETECTOR

BEFORE YOU DISCONNECT ELECTRICAL CONNECTOR FROM THE MDP.
WARNING:
MAKE SURE THAT PERSONS AND EQUIPMENT ARE CLEAR OF ALL

CONTROL SURFACES BEFORE YOU SUPPLY HYDRAULIC POWER.
AILERONS, RUDDERS, ELEVATORS, FLAPS, SPOILERS, LASTS, AND THRUST
REVERSERS CAN MOVE QUICKLY WHEN YOU SUPPLY HYDRAULIC POWER.
THIS CAN CAUSE INJURY TO PERSONS AND DAMAGE TO EQUIPMENT.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŗŘȱȱŞŝŜ

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ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŗřȱȱŞŝŜ

STANDBY HYDRAULIC SYSTEM 4HEæRESERVOIRæALSOæGETSæTHEæRETURNæHYDRAULICæmæUID
GENERAL DESCRIPTION ELECTRIC MOTOR-DRIVEN PUMP
GENERAL 4HEæ%-$0æHASæANæELECTRICæMOTORæTHATæMECHANICALLYæCONNECTSæTOæAæHYDRAULICæPUMPæ4HEæ
%-$0æISæTHEæONLYæSOURCEæOFæHYDRAULICæPRESSUREæINæTHEæSTANDBYæHYDRAULICæSYSTEM
4HEæ STANDBYæ HYDRAULICæ SYSTEMæ SUPPLIESæ ALTERNATEæ HYDRAULICæ PRESSUREæ FORæ THESEæ
COMPONENTS STANDBY HYDRAULIC SYSTEM MODULE
• 4HRUSTæREVERSERS 4HEæSTANDBYæHYDRAULICæSYSTEMæMODULEæDOESæTHESEæFUNCTIONS
• ,EADINGæEDGEæmæAPSæANDæSLATS
• 2UDDER • #ONTROLSæTHEæPRESSUREæmæUIDæFROMæTHEæSTANDBYæ%-$0
• #ONTROLSæPRESSUREæTOæTHEæLEADINGæEDGEæmæAPSæANDæSLATS
COMPONENTS • #ONTROLSæPRESSUREæTOæTHEæSTANDBYæRUDDERæPOWERæCONTROLæUNITæ0#5
• 3UPPLIESæMETEREDæPRESSUREæTOæTHEæTHRUSTæREVERSERS
• -ONITORSæSYSTEMæPRESSURE
4HEæSTANDBYæHYDRAULICæSYSTEMæHASæTHESEæCOMPONENTS
• 'IVESæSYSTEMæOVERPRESSUREæPROTECTION
• &LIGHTæCONTROLæPANEL
• 2ESERVOIR CASE DRAIN FILTER MODULE
• %LECTRICæMOTOR DRIVENæPUMPæ%-$0
• 3TANDBYæHYDRAULICæSYSTEMæMODULE 4HEæCASEæDRAINælæLTERæMODULEæCLEANSæTHEæCASEæDRAINæmæUIDæFROMæTHEæ%-$0
• #ASEæDRAINælæLTERæMODULE
FLIGHT CONTROL PANEL
4HEæmæIGHTæCONTROLæPANELæCONTROLSæTHESEæCOMPONENTS
• 3TANDBYæRUDDERæSHUTOFFæVALVE
• ,EADINGæEDGEæmæAPSæANDæSLATSæSHUTOFFæVALVEæ%-$0
• 3TANDBYæHYDRAULICæ,/7æ15!.4)49æLIGHT
• 3TANDBYæHYDRAULICæ,/7æ02%3352%æLIGHT
• 3TANDBYæHYDRAULICæ34"9æ25$æ/.æLIGHT
RESERVOIR
4HEæSTANDBYæHYDRAULICæSYSTEMæRESERVOIRæSUPPLIESæHYDRAULICæmæUIDæTOæTHEæ%-$0æ
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34!.$"9æ(9$2!5,)#æ3934%-æ æ'%.%2!,æ$%3#2)04)/.
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STANDBY HYDRAULIC SYSTEM 4HEæAMBERæ34!.$"9æ(9$æ,/7æ15!.4)49æLIGHTæCOMESæONæWHENæTHEæHYDRAULICæmæUIDæ
INæTHEæSTANDBYæRESERVOIRæDECREASESæTOæLESSæTHANæ
CONTROLS AND INDICATIONS 4HEæ34!.$"9æ(9$æ,/7æ02%3352%æLIGHTæCOMESæONæWHENæTHEæPRESSUREæFROMæTHEæ
STANDBYæHYDRAULICæSYSTEMæ%-$0æDECREASESæTOæLESSæTHANæNORMALæDURINGæAUTOMATICæORæ
GENERAL MANUALæOPERATIONæOFæTHEæ%-$0
4HEæCONTROLSæANDæINDICATIONSæFORæTHEæSTANDBYæHYDRAULICæSYSTEMæAREæONæTHEæmæIGHTæCONTROLæ 4HEæAMBERæ34!.$"9æ25$$%2æ/.æLIGHTæCOMESæONæWHENæTHEæSTANDBYæRUDDERæSYSTEMæ
PANELæ 4HEæ mæIGHTæ CONTROLæ PANELæ ISæ ONæ THEæ 0æ FORWARDæ OVERHEADæ PANELæ INæ THEæ mæIGHTæ ISæINæOPERATION
COMPARTMENT
CONTROLS
4HESEæSWITCHESæOPERATEæCOMPONENTSæINæTHEæSTANDBYæHYDRAULICæSYSTEM
• &,4æ#/.42/,æ!æANDæ"æSWITCHES
• !,4%2.!4%æ&,!03æARMæSWITCH
• !,4%2.!4%æ&,!03æCONTROLæSWITCH
-OVEæONEæOFæTHEæTWOæ&,4æ#/.42/,æ!æORæ"æSWITCHESæTOæTHEæ34"9æ25$æPOSITIONæTOæ
STARTæTHEæSTANDBYæHYDRAULICæSYSTEMæ%-$0æANDæOPENæTHEæSTANDBYæRUDDERæSHUTOFFæVALVEæ
INæTHEæSTANDBYæSYSTEMæMODULE
-OVEæTHEæ!,4%2.!4%æ&,!03æARMæSWITCHæTOæTHEæ!2-æPOSITIONæTOæSTARTæTHEæSTANDBYæ
HYDRAULICæSYSTEMæ%-$0
-OVEæ THEæ !,4%2.!4%æ &,!03æ CONTROLæ SWITCHæ TOæ THEæ DOWNæ POSITIONæ MOMENTARILYæ TOæ
OPENæTHEæLEADINGæEDGEæmæAPSæANDæSLATSæSHUTOFFæVALVEæINæTHEæSTANDBYæSYSTEMæMODULE
INDICATIONS
4HESEæAREæTHEæCAUTIONæINDICATIONSæONæTHEæmæIGHTæCONTROLæPANELæFORæTHEæSTANDBYæHYDRAULICæ
SYSTEM
• 34!.$"9æ(9$æ,/7æ15!.4)49æLIGHT
• 34!.$"9æ(9$æ,/7æ02%3352%æLIGHT
• 34!.$"9æ(9$æ34"9æ25$æ/.æLIGHT
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STANDBY HYDRAULIC SYSTEM
COMPONENT LOCATION
GENERAL
4HEæCOMPONENTSæFORæSTANDBYæHYDRAULICæSYSTEMæAREæINæTHESEæLOCATIONS
• &LIGHTæCOMPARTMENT
FLIGHT COMPARTMENT
4HESEæAREæTHEæCOMPONENTSæONæTHEæmæIGHTæCONTROLæPANELæINæTHEæmæIGHTæCOMPARTMENT
• &,4æ#/.42/,æSWITCHES
• !,4%2.!4%æ&,!03æ!2-æSWITCH
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• 2ESERVOIR
• 3TANDBYæHYDRAULICæSYSTEMæPUMP
• 3TANDBYæHYDRAULICæSYSTEMæMODULE
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŗŞȱȱŞŝŜ

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STANDBY HYDRAULIC SYSTEM 4HEælæLLæANDæBALANCEæLINEæDOESæTHESEæFUNCTIONS
• /VERlæLLæFROMæTHEæSERVICINGæSYSTEMæTOæTHEæSYSTEMæ"æRESERVOIR
RESERVOIR • 4HERMALæEXPANSIONæOFæTHEæSTANDBYæHYDRAULICæSYSTEMæRESERVOIR
• 3UPPLYæPRESSUREæFROMæTHEæHYDRAULICæSYSTEMæ"æRESERVOIR
PURPOSE
4HEæ%-$0æSUPPLYæLINEæCONNECTIONæPERMITSæTHEæmæOWæOFæHYDRAULICæmæUIDæTOæTHEæPUMPæANDæ
4HEæ STANDBYæ HYDRAULICæ SYSTEMæ RESERVOIRæ SUPPLIESæ PRESSURIZEDæ HYDRAULICæ mæUIDæ TOæ THEæ LETSæYOUæREMOVEæmæUIDæFROMæTHEæRESERVOIR
STANDBYæHYDRAULICæSYSTEMæ%-$0æ4HEæRESERVOIRæALSOæRECEIVESæTHEæRETURNæHYDRAULICæmæUIDæ
FROMæTHEæSTANDBYæRUDDERæPOWERæCONTROLæUNITæANDæTHEæ"æSYSTEMæRESERVOIRæBALANCEæLINE 4HEæRESERVOIRæLOWæQUANTITYæSWITCHæSENDSæAæSIGNALæTOæTHEæAMBERæ34!.$"9æ(9$æ,/7æ
15!.4)49æLIGHTæONæTHEæmæIGHTæCONTROLæPANELæINæTHEæmæIGHTæCOMPARTMENTæWHENæTHEæmæUIDæ
LOCATION LEVELæINæTHEæRESERVOIRæISæLESSæTHANæ
4HEæSTANDBYæHYDRAULICæSYSTEMæRESERVOIRæHASæAæQUICKæDISCONNECTæATæTHEæBOTTOMæFORæTHEæ
4HEæSTANDBYæHYDRAULICæSYSTEMæRESERVOIRæISæONæTHEæKEELæBEAMæINæTHEæMAINæLANDINGæGEARæ
STANDBYæHYDRAULICæSYSTEMæ%-$0æSUPPLYæLINE
WHEELæWELL
4HEæSTANDBYæHYDRAULICæSYSTEMæRESERVOIRæISæANæAIRTIGHTæMETALæSHELLæTHATæHOLDSææGALLONSæ
æLITRES æOFæHYDRAULICæmæUID
4HEæRESERVOIRæHASæTHESEæCOMPONENTSæANDæCONNECTIONS
• 'ROUNDæSERVICEæLINE
• &ILLæANDæBALANCEæLINE
• %-$0æSUPPLYæLINE
• ,OWæQUANTITYæSWITCH
4HEæSTANDBYæHYDRAULICæSYSTEMæRESERVOIRæHASæNOæDRAINæVALVE
4HEæ GROUNDæ SERVICEæ CONNECTIONæ PERMITSæ mæUIDæ SERVICINGæ FROMæ THEæ GROUNDæ SERVICINGæ
SYSTEMæTOæTHEæSTANDBYæANDæSYSTEMæ"æRESERVOIRS
4HEælæLLæANDæBALANCEæCONNECTIONæCONNECTSæTHEæSTANDBYæRESERVOIRæTOæTHEæHYDRAULICæSYSTEMæ
"æRESERVOIRæ
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STANDBY HYDRAULIC SYSTEM 3OMEæOFæTHEæSUPPLYæmæUIDæINæHYDRAULICæPUMPæBECOMESæCASEæDRAINæmæUIDæ4HEæCASEæDRAINæ
mæUIDæDECREASESæTHEæTEMPERATUREæANDæLUBRICATESæTHEæPUMPæANDæTHENæGOESæTHROUGHæTHEæ
CASEæDRAINælæLTERæBEFOREæITæGOESæTOæTHEææRESERVOIR
ELECTRIC MOTOR-DRIVEN PUMP
4HEæ MOTORæ GETSæ AIR COOLINGæ THROUGHæ Aæ COOLINGæ DUCTæ !IRæ mæOWSæ FROMæ THEæ OUTERæ PARTæ OFæ
PURPOSE THEæAIRCRAFTæANDæGOESæTHROUGHæAæVENTæINæTHEæRIGHTæAFTæWINGæTOæTHEæBODYæFAIRINGæACCESSæ
PANELæTOæTHEæ%-$0æCOOLINGæDUCTæ!IRæTHENæGOESæTHROUGHæTHEæ%-$0æPLENUMæANDæINTOæ
4HEæSTANDBYæHYDRAULICæSYSTEMæELECTRICæMOTOR DRIVENæPUMPæ%-$0 æSUPPLIESæHYDRAULICæ THEæCOMPARTMENTæ4HEREæISæAæHOLEæINæTHEæLEFTæAFTæWINGæTOæBODYæFAIRINGæONæTHEæOTHERæSIDEæ
PRESSUREæTOæTHEæSTANDBYæHYDRAULICæSYSTEM OFæTHEæFUSELAGEæFORæAæVENT
LOCATION TRAINING INFORMATION POINT
4HEæSTANDBYæHYDRAULICæSYSTEMæ%-$0æISæONæTHEæKEELæBEAMæINæTHEæMAINæLANDINGæGEARæ
WARNING:
WHEELæWELL
MAKE SURE THAT PERSONS AND EQUIPMENT ARE CLEAR OF RUDDER,
PHYSICAL DESCRIPTION THRUST REVERSERS, AND LEADING EDGE SLATS BEFORE YOU SUPPLY
HYDRAULIC POWER. RUDDER, THRUST REVERSERS, AND LEADING EDGE
4HEæ%-$0æASSEMBLYæHASæTHESEæCOMPONENTS SLATS CAN MOVE QUICKLY WHEN YOU SUPPLY HYDRAULIC POWER. THIS
CAN CAUSE INJURY TO PERSONS AND DAMAGE TO EQUIPMENT.
• 4HREE PHASE ææHERTZ æ6æ!#æELECTRICæMOTOR
• 6ARIABLE DELIVERY æPOSITIVE DISPLACEMENTæHYDRAULICæPUMP 9OUæCANæREPLACEæTHEæHYDRAULICæPUMPæORæELECTRICæMOTORæINDEPENDENTLY
4HEæMOTORæATTACHESæTOæAIRCRAFTæSTRUCTURE æANDæTHEæPUMPæATTACHESæTOæTHEæMOTOR
4HEæ%-$0æHASæTHESEæCONNECTIONS
• 3UPPLY
• 0RESSURE
• #ASEæDRAIN
4HEæ%-$0æHASæAæRATINGæOFææGPMæATææPSI
0RESSURIZEDæ HYDRAULICæ mæUIDæ FROMæ THEæ STANDBYæ HYDRAULICæ RESERVOIRæ GOESæ INæ THEæ PUMPæ
THROUGHæTHEæSUPPLYæCONNECTIONæ4HEæPUMPæKEEPSæAæSUPPLYæOFæPRESSUREæTOæTHEæSTANDBYæ
HYDRAULICæSYSTEMæPRESSUREæMODULE
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŘŚȱȱŞŝŜ

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INTENTIONALLY
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STANDBY HYDRAULIC SYSTEM CARTRIDGEæTYPEælæLTERæELEMENT
4HEæPRESSUREælæLTERæMODULEæHASæTHESEæCOMPONENTS
STBY HYD SYSTEM MODULE, CASE DRAIN FILTER MODULE
• &ILTERæHEADæINæTHEæSTANDBYæHYDRAULICæSYSTEMæMODULE
PURPOSE • &ILTERæBOWL
4HEæSTANDBYæHYDRAULICæSYSTEMæMODULEæDOESæTHESEæFUNCTIONS
4HEæCASEæDRAINælæLTERæMODULEæISæNON BYPASSæTYPEæWITHæAæ æMICRON æNON CLEANABLE æ
• #LEANSæTHEæPRESSUREæmæOWæFROMæTHEæSTANDBYæ%-$0 CARTRIDGEæTYPEælæLTERæELEMENT
• #ONTROLSæPRESSUREæTOæTHEæLEADINGæEDGEæmæAPSæANDæSLATS
• #ONTROLSæPRESSUREæTOæTHEæSTANDBYæRUDDERæPOWERæCONTROLæUNITæ0#5 4HEæCASEæDRAINælæLTERæMODULEæHASæTHESEæCOMPONENTS
• 3UPPLIESæMETEREDæPRESSUREæTOæTHEæTHRUSTæREVERSERS
• -ONITORæSYSTEMæPRESSURE • &ILTERæMODULEæHEAD
• 0ROTECTæSYSTEMæFROMæOVERæPRESSURE • &ILTERæBOWL
4HEæCASEæDRAINælæLTERæMODULEæCLEANSæTHEæCASEæDRAINæmæOWæFROMæTHEæSTANDBYæPUMP
4HEæ%-$0æLOWæPRESSUREæSWITCHæISæAæSEALEDæASSEMBLYæWITH
LOCATION
• 0ISTON
• $ISC
4HEæSTANDBYæHYDRAULICæSYSTEMæMODULEæANDæTHEæCASEæDRAINælæLTERæMODULEæAREæONæTHEæAFTæ
• 3PRING
BULKHEADæOFæTHEæMAINæLANDINGæGEARæWHEELæWELL
• %LECTRICALæSWITCH
4HEæSTANDBYæHYDRAULICæSYSTEMæMODULEæHASæTHESEæCOMPONENTS
• ,EADINGæEDGEæmæAPSæANDæSLATSæSHUTOFFæVALVE
• 3TANDBYæRUDDERæSHUTOFFæVALVE
• 0RESSUREælæLTERæMODULE
• 0RESSUREæRELIEFæVALVE
• %-$0æLOWæPRESSUREæSWITCH
4HEæLEADINGæEDGEæmæAPSæANDæSLATSæSHUTOFFæVALVEæANDæSTANDBYæRUDDERæSHUTOFFæVALVEæAREæ
THEæSAMEæ6æ$# æMOTOR OPERATEDæVALVESæ%ACHæVALVEæHASæAæMANUALæOVERRIDEæLEVERæ
4HEæ PRESSUREæ læLTERæ MODULEæ ISæ NON BYPASSæ TYPEæ WITHæ Aæ æ MICRON æ NON CLEANABLE æ
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STANDBY HYDRAULIC SYSTEM 4HISæOCCURSæWHENæTHEæ%-$0æPRESSUREæDECREASESæTOæLESSæTHANæNORMAL
FUNCTIONAL DESCRIPTION DISTRIBUTION
4HEæPRESSURIZEDæmæUIDæFROMæTHEæ%-$0æGOESæTOæTHEæSTANDBYæHYDRAULICæSYSTEMæMODULEæ
HYDRAULIC 4HEæSTANDBYæHYDRAULICæSYSTEMæMODULEæCLEANS æMONITORS æANDæMOVESæTHEæPRESSURIZEDæ
mæUIDæFORæDISTRIBUTION
GENERAL
4HEæ LEADINGæ EDGEæ mæAPæ ANDæ SLATæ SHUTOFFæ VALVEæ CONTROLSæ PRESSUREæ TOæ THEæ LEADINGæ EDGEæ
4HEæSTANDBYæHYDRAULICæSYSTEMæOPERATESæAUTOMATICALLYæORæMANUALLYæASæAæBACKUPæTOæTHEæ mæAPSæANDæSLATS
HYDRAULICæSYSTEMSæ!æANDæ"
4HEæ STANDBYæ RUDDERæ SHUTOFFæ VALVEæ CONTROLSæ PRESSUREæ TOæ THEæ STANDBYæ RUDDERæ POWERæ
4HEæ STANDBYæ HYDRAULICæ SYSTEMæ SUPPLIESæ HYDRAULICæ mæUIDæ UNDERæ PRESSUREæ TOæ OPERATEæ CONTROLæUNIT
THESEæCOMPONENTS
!æVOLUMEæFUSEæINæTHEæSTANDBYæSYSTEMæPRESSUREæLINEæTOæTHEæLEADINGæEDGEæmæAPSæANDæSLATSæ
• ,EADINGæEDGEæmæAPSæANDæSLATS CLOSESæ WHENæ HYDRAULICæ mæUIDæ mæOWæ INCREASESæ TOæ æ CUBICæ INCHESæ !æ mæOWæ LIMITINGæ
• 3TANDBYæRUDDERæPOWERæCONTROLæUNIT VALVEæDOWNSTREAMæOFæTHEæVOLUMEæFUSEæPUTSæAæLIMITæONæTHEæSTANDBYææHYDRAULICæmæUIDæmæOWæ
• ,EFTæANDæRIGHTæTHRUSTæREVERSERS TOææGALLONSæPERæMINUTE
FLUID SUPPLY !æCHECKæVALVEæINæTHEæSTANDBYæPRESSUREæLINEæUPSTREAMæOFæTHEæLEFTæTHRUSTæREVERSERæSHUTTLEæ

VALVEæPREVENTSæMOVEMENTæOFæSYSTEMæ!æmæUIDæINTOæSYSTEMæ"æ6OLUMEæFUSESæINæTHEæSTANDBYæ
SYSTEMæPRESSUREæLINESæTOæTHEæTHRUSTæREVERSERSæCLOSEæWHENæHYDRAULICæmæUIDæmæOWæINCREASESæ
4HEæSTANDBYæRESERVOIRæHOLDSæTHEæHYDRAULICæmæUIDæSUPPLYæFORæTHEæSTANDBYæHYDRAULICæ%-$0
TOææCUBICæINCHESæ4HISæPREVENTSæHYDRAULICæmæUIDæLOSSæIFæTHEREæISæAæLEAKæINæTHEæSYSTEMæ
4HEælæLLæBALANCEæLINEæCONNECTSæTHEæSTANDBYæRESERVOIRæTOæTHEæSYSTEMæ"æRESERVOIR
3HUTTLEæ VALVESæ MAKEæ Aæ SELECTIONæ BETWEENæ SYSTEMæ !æ ANDæ "æ PRESSUREæ ORæ STANDBYæ
PRESSUREæTOæSUPPLYæTHEæTHRUSTæREVERSERS
4HEæSYSTEMæ"æRESERVOIRæCANæSUPPLYæmæUIDæANDæPRESSURIZATIONæTOæTHEæSTANDBYæRESERVOIR
4HEæ GROUNDæ SERVICINGæ SYSTEMæ LETSæ YOUæ ADDæ mæUIDæ TOæ THEæ STANDBYæ RESERVOIRæ4HISæ ALSOæ FILTRATION
ADDSæmæUIDæTOæTHEæSYSTEMæ"æRESERVOIRæTHROUGHæTHEælæLLæANDæBALANCEæLINE
!æPRESSUREælæLTERæINæTHEæSTANDBYæHYDRAULICæSYSTEMæMODULEæCLEANSæTHEæPRESSUREæmæOWæTOæ
PRESSURIZATION THEæ%-$0æ!æCASEæDRAINælæLTERæMODULEæCLEANSæTHEæCASEæDRAINæmæOWæFROMæTHEæ%-$0
4HEæ%-$0æSUPPLIESæPRESSUREæTOæTHEæSTANDBYæHYDRAULICæSYSTEMæ4HEæ%-$0æCANæOPERATEæ
MANUALLYæORæAUTOMATICALLY
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HYDRAULIC POWER TRANSFER UNIT SYSTEM
GENERAL
4HEREæAREæNOæCONTROLSæORæINDICATIONSæFORæTHEæPOWERæTRANSFERæUNITæ045 æSYSTEMæ
(OWEVERæTHEæ,%æDEVICESæANNUNCIATORæPANELæSHOWSæMOVEMENTæOFæTHEæ,%æDEVICESæWHENæ
THEæ045æISæONæANDæTHEæ,%æDEVICESæMOVEæ4HEæ,%æDEVICESæANNUNCIATORæPANELæISæONæTHEæ
0æFORWARDæOVERHEADæPANELæINæTHEæmæIGHTæCOMPARTMENT
INDICATIONS
)FæTHEæPOWERæTRANSFERæUNITæISæINæOPERATION æANDæYOUæSELECTæTHEæ,%æDEVICESæUPæORæDOWNæ
WITHæTHEæ4%æmæAPæHANDLE æTHEæ,%æDEVICESæANNUNCIATORæSHOWæLIGHTSæFORæEACHæ,%æmæAPæANDæ
SLATæMOVEMENT
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚřŚȱȱŞŝŜ

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HYDRAULIC POWER TRANSFER UNIT SYSTEM
COMPONENT LOCATION
GENERAL
4HEæCOMPONENTSæFORæPOWERæTRANSFERæUNITæ045 æSYSTEMæAREæINæTHESEæLOCATIONS
• &LIGHTæCOMPARTMENT
FLIGHT COMPARTMENT
4HESEæAREæTHEæCOMPONENTSæINæTHEæmæIGHTæCOMPARTMENT
• &,4æ#/.42/,æPANEL
• ,%æDEVICESæANNUNCIATORæPANEL
• 045æCONTROLæVALVE
• 0OWERæTRANSFERæUNIT
• (YDRAULICæSYSTEMæ"æPRESSUREæMODULE
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INTENTIONALLY
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HYDRAULIC POWER TRANSFER UNIT SYSTEM THEæSYSTEMæ"æRETURNælæLTERæMODULE
PTU CONTROL VALVE, PTU PRESSURE SWITCH
PURPOSE
4HEæ 045æ CONTROLæ VALVEæ OPENSæ TOæ SENDæ HYDRAULICæ SYSTEMæ !æ PRESSUREæ TOæ THEæ POWERæ
TRANSFERæUNITæ045 æMOTOR
4HEæ 045æ PRESSUREæ SWITCHæ SENDSæ Aæ SIGNALæ TOæ THEæ CONTROLæ CIRCUITæ FORæ THEæ 045æ CONTROLæ
VALVE
LOCATION
4HEæVALVEæISæONæTHEæFORWARDæBULKHEADæBELOWæTHEæHYDRAULICæSYSTEMæ!æ%-$0æINæTHEæMAINæ
GEARæWHEELæWELL
4HEæ 045æ CONTROLæ VALVEæ ISæ Aæ TWO POSITIONæ 6æ $#æ MOTORæ OPERATEDæ HYDRAULICæ SHUTOFFæ
VALVEæ!æPOSITIONæINDICATORæONæTHEæVALVEæSHOWSæVALVEæPOSITION æ/0%.æORæ#,3$
4HEæ 045æ CONTROLæ VALVEæ LETSæ SYSTEMæ !æ PRESSUREæ GOæ TOæ THEæ 045æ MOTORæ AUTOMATICALLYæ
ORæ MANUALLYæ9OUæ USEæ THEæ POSITIONæ INDICATORæ TOæ OPENæ ORæ CLOSEæ THEæ 045æ CONTROLæ VALVEæ
MANUALLY
4HEæPOSITIONæINDICATORæPOINTSæAPPROXIMATELYææFORWARDæOFæINBOARDæWHENæTHEæVALVEæISæ
OPENæ4HEæPOSITIONæINDICATORæPOINTSæAPPROXIMATELYææAFTæOFæINBOARDæWHENæTHEæVALVEæ
ISæCLOSED
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VALVEæWHENæTHEæSYSTEMæ"æ%$0æPRESSUREæDECREASESæTOæLESSæTHANææPSI
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ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŚŚȱȱŞŝŜ

INTENTIONALLY
BLANK
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŚśȱȱŞŝŜ

HYDRAULIC POWER TRANSFER UNIT SYSTEM 7HENæTHEæPRESSUREæFROMæSYSTEMæ"æ%$0æISæLESSæTHANææPSI æAæGROUNDæGOESæTOæTHEæ
HYDRAULICæSYSTEMæ"æ%$0æRELAYæ7HENæTHEæRELAYæENERGIZESææSECONDSæAFTERæTHEæRELAYæ
RECEIVESæPOWERæANDæAæGROUND æPOWERæGOESæTOæOPERATEæTHEæ045æCONTROLæVALVEæTOæTHEæ
FUNCTIONAL DESCRIPTION OPENæPOSITIONæ7HENæTHEæVALVEæISæOPEN æTHEæ045æMOTOR PUMPæOPERATES
ELECTRICAL 4HEæSYSTEMæ"æ%$0æRELAYæHASæAæHOLDæCIRCUITæAFTERæTHEæGROUNDæFROMæTHEæLOWæPRESSUREæ
SWITCHæENERGIZESæTHEæRELAYæ4HEæHOLDæCIRCUITæKEEPSæTHEæGROUNDæONæTHEæRELAYæAFTERæTHEæ
GENERAL SYSTEMæ"æ%$0æPRESSUREæGOESæHIGHæAGAINæ4HISæSTOPSæINTERMITTENTæOPERATIONæOFæTHEæ045æ
SYSTEMæIFæTHEæ%$0æ"æPRESSUREæINCREASESæMOREæTHANæORæDECREASESæLESSæTHANææPSI
4HEæ045æCONTROLæVALVEæCONTROLSæPRESSUREæTOæTHEæ045æMOTOR
4HEæCONTROLæVALVEæCLOSESæWHENæTHEæAIRCRAFTæISæONæTHEæGROUND æORæTHEæTRAILINGæEDGEæmæAPSæ
MOVEæTOæTHEæUPæPOSITION æORæAREææUNITSæORæMORE
4HEæ045æCONTROLæVALVEæOPENSæFORæTHESEæCONDITIONS
• !IRCRAFTæINæTHEæAIR LANDING GEAR BYPASS VALVE

• 4RAILINGæEDGEæmæAPæPOSITIONæBETWEENæUPæANDæ
• 3YSTEMæ"æ%$0æLOWæPRESSURE 7HENæ THEæ 045æ CONTROLæ VALVEæ OPENS æ THEæ VALVEæ SENDSæ Aæ GROUNDæ TOæ THEæ LANDINGæ GEARæ
BYPASSæVALVEæCONTROLæRELAYæ4HISæSIGNALæANDæAæCOMMANDæTOæOPERATEæTHEæAUTO SLATæSYSTEMæ
INPUTS CLOSESæTHEæBYPASSæVALVE
!æNOSEæAIRGROUNDæRELAYæSUPPLIESæAIRGROUNDæINFORMATION
4WOæmæAPæPOSITIONæSWITCHESæONæTHEæmæAPæPOWERæDRIVEæUNITæINæTHEæMAINæLANDINGæGEARæWHEELæ
WELLæSUPPLYæmæAPæPOSITIONæSIGNALS
4HEæ045æPRESSUREæSWITCHæISæINæTHEæMAINæLANDINGæGEARæWHEELæWELLæ)TæSUPPLIESæAæSYSTEMæ
"æ%$0æLOWæPRESSUREæSIGNALæWHENæTHEæPUMPæPRESSUREæISæLESSæTHANææPSI
CONTROL
4HEæ045æCONTROLæCIRCUITæRECEIVESæPOWERæFROMæTWOæ6æ$#æCIRCUITæBREAKERSæ4HEæCONTROLæ
CIRCUITæCANæUSEæPOWERæFROMæONEæORæTHEæOTHERæCIRCUITæBREAKERæTHæOFæTHESEæPOWERæINPUTSæ
GOæTHROUGHæTHEæAIRGROUNDæRELAY
"OTHæ SIGNALSæ FROMæ THEæ AIRGROUNDæ RELAYæ COMBINEæ ANDæ SUPPLYæ INPUTæ INTOæ mæAPæ POSITIONæ
SWITCHESæ)FæTHEæTRAILINGæEDGEæmæAPSæAREæBETWEENæUPæANDææUNITS æTHEæSIGNALæSUPPLIESæ
POWERæTOæTHEæHYDRAULICæSYSTEMæ"æ%$0æRELAY
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŚŜȱȱŞŝŜ

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HYD INDICATING SYS OFæAæHYDRAULICæPUMPæISæLESSæTHANæNORMAL
4HEæ SYSTEMæ USESæ PRESSUREæ SWITCHESæ ONæ THEæ HYDRAULICæ SYSTEMæ !æ ANDæ "æ PRESSUREæ
GENERAL DESCRIPTION MODULESæTOæSENDæSIGNALSæTOæTHEæHYDRAULICæPUMPæLOWæPRESSUREæLIGHTSæONæTHEæHYDRAULICæ
PANEL
GENERAL
4HEæSYSTEMæUSESæAæPRESSUREæSWITCHæONæTHEæSTANDBYæHYDRAULICæSYSTEMæMODULEæTOæSENDæ
4HEæHYDRAULICæINDICATINGæSYSTEMæHASæTHESEæSUB SYSTEMS AæSIGNALæTOæTHEæSTANDBYæHYDRAULICæLOWæPRESSUREæLIGHTæONæTHEæmæIGHTæCONTROLæPANEL
• (YDRAULICæmæUIDæQUANTITYæINDICATINGæSYSTEM HYDRAULIC FLUID OVERHEAT WARNING SYSTEM

• (YDRAULICæPRESSUREæINDICATINGæSYSTEM
• (YDRAULICæPUMPæLOWæPRESSUREæWARNINGæSYSTEM 4HEæHYDRAULICæmæUIDæOVERHEATæWARNINGæSYSTEMæGIVESæINDICATIONSæWHENæTHEæTEMPERATUREæATæ
• (YDRAULICæmæUIDæOVERHEATæWARNINGæSYSTEM THEæHYDRAULICæSYSTEMæ!æORæ"æELECTRICæMOTOR DRIVENæPUMPæ%-$0 æISæMOREæTHANæNORMALæ
4HEæSYSTEMæUSESæTEMPERATUREæSWITCHESæINæTHEæ%-$0SæANDæINæTHEæPUMPæCASEæDRAINæ
HYDRAULIC FLUID QUANTITY INDICATING SYSTEM LINESæTOæSENDæSIGNALSæTOæTHEæHYDRAULICæPUMPæOVERHEATæLIGHTSæONæTHEæHYDRAULICæPANEL
4HEæHYDRAULICæmæUIDæQUANTITYæINDICATINGæSYSTEMæGIVESæINDICATIONSæOFæmæUIDæQUANTITYæINæTHEæ
HYDRAULICæSYSTEMæ! æ"æANDæSTANDBYæRESERVOIRSæ4HEæSYSTEMæUSESæQUANTITYæTRANSMITTERSæ
INæTHEæSYSTEMæ!æANDæ"æRESERVOIRSæTOæSENDæSIGNALSæTOæTHEæSECONDARYæENGINEæANDæHYDRAULICæ
DISPLAY
4HEæSECONDARYæENGINEæANDæHYDRAULICæDISPLAYæSHOWSæTHEæQUANTITYæFORæSYSTEMæ!æANDæ"æ
ASæAæPERCENTAGEæOFæFULLæ
4HEæ SYSTEMæ USESæ Aæ QUANTITYæ SWITCHæ INæ THEæ STANDBYæ RESERVOIRæ TOæ SENDæ SIGNALSæ TOæ THEæ
STANDBYæHYDRAULICæLOWæQUANTITYæLIGHTæONæTHEæmæIGHTæCONTROLæPANEL
HYDRAULIC PRESSURE INDICATING SYSTEM
4HEæHYDRAULICæPRESSUREæINDICATINGæSYSTEMæGIVESæINDICATIONæINæTHEæmæIGHTæCOMPARTMENTæ
OFæ SYSTEMæ PRESSUREæ 4HEæ SYSTEMæ USESæ PRESSUREæ TRANSMITTERSæ INæ THEæ MAINæ LANDINGæ
GEARæWHEELæWELLæTOæSENDæSIGNALSæTOæTHEæSECONDARYæENGINEæANDæHYDRAULICæDISPLAYæ4HEæ
PRESSUREæFORæEACHæSYSTEMæSHOWSæONæTHEæDISPLAY
HYDRAULIC PUMP LOW PRESSURE WARNING SYSTEM
4HEæHYDRAULICæPUMPæLOWæPRESSUREæWARNINGæSYSTEMæGIVESæINDICATIONSæWHENæTHEæPRESSUREæ
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŚŞȱȱŞŝŜ

(9$æ).$)#!4).'æ393æ æ'%.%2!,æ$%3#2)04)/.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŚşȱȱŞŝŜ

HYD INDICATING SYS FUNCTIONAL DESCRIPTION
HYD FLUID QTY INDICATING SYS 4HEæmæOATæMOVESæUPæANDæDOWNæONæTHEæmæUIDæINæTHEæRESERVOIRæANDæTURNSæONæTHEæTRANSMITTERæ

BODYæ4HEæmæOATæLEVERæOPERATESæTHEæTRANSMITTERæANDæTHEæINDICATOR
MAIN SYS FLUID QTY TRANSMITTER/INDICATOR 4HEæINDICATORæSHOWSæTHEæmæUIDæQUANTITYæONæAæMECHANICALæINDICATORæONæTHEæRESERVOIRæINæTHEæ
MAINæLANDINGæGEARæWHEELæWELL
PURPOSE
4HEæTRANSMITTERSæSENDæSIGNALSæTOæTHEæmæUIDæQUANTITYæINDICATORSæINæTHEæmæIGHTæCOMPARTMENT
4HEæHYDRAULICæmæUIDæQUANTITYæTRANSMITTERINDICATORSæSHOWæTHEæHYDRAULICæmæUIDæLEVELæINæTHEæ
HYDRAULICæSYSTEMSæ!æANDæ"æRESERVOIRS 4HEæ SYSTEMæ "æ QUANTITYæ TRANSMITTERæ HASæ Aæ LOWæ QUANTITYæ SWITCHæ 7HENæ THEæ SYSTEMæ "æ
HYDRAULICæmæUIDæQUANTITYæISæLESSæTHANæ æTHEæSWITCHæOPENSæ4HISæINHIBITSæALTERNATEæNOSEæ
LOCATION WHEELæSTEERING
4HEæHYDRAULICæmæUIDæQUANTITYæTRANSMITTERINDICATORSæAREæONæTHEæHYDRAULICæSYSTEMSæ!æANDæ TRAINING INFORMATION POINT

"æRESERVOIRSæINæTHEæMAINæGEARæWHEELæWELL
CAUTION:
MAKE SURE THE TRANSMITTER FLOAT DOES NOT TOUCH THE INTERNAL
%ACHæ HYDRAULICæ mæUIDæ QUANTITYæ TRANSMITTERINDICATORæ ISæ Aæ mæOAT TYPE æ LEVEL QUANTITYæ STAND PIPE. IF THE TRANSMITTER FLOAT TOUCHES THE INTERNAL STAND
TRANSMITTERæWITHæAæDIRECTæREADINGæINDICATORæ PIPE, DAMAGE TO THE TRANSMITTER CAN OCCUR.
4HEæINDICATORæHASæTHESEæMARKS NOTE:
• æFORæEMPTY When you fill the reservoir to the F (full) position, the quantity indication
• 2&,æFORæRElæLL must show 100% on the display in the flight compartment.
• &æFORæFULL
4HEæHYDRAULICæmæUIDæQUANTITYæTRANSMITTERINDICATORSæHAVEæTHESEæCOMPONENTS
• &LOAT
• )NDICATOR
• 4RANSMITTER
4HEæ mæUIDæ QUANTITYæ TRANSMITTERSæ AREæ NOTæ INTERCHANGEABLEæ4HEæ BOLTæ HOLEæ POSITIONSæ ONæ
THEæ SYSTEMæ !æ TRANSMITTERæ AREæ DIFFERENTæ THANæ ONæ THEæ SYSTEMæ "æ TRANSMITTERæ )NTERNALæ
CALIBRATIONSæAREæDIFFERENTæBECAUSEæOFæDIFFERENTæRESERVOIRæSIZES
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚśŖȱȱŞŝŜ

(9$æ).$)#!4).'æ393æ æ(9$æ&,5)$æ149æ).$)#!4).'æ393æ æ-!).æ393æ&,5)$æ149æ42!.3-)44%2).$)#!4/2
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚśŗȱȱŞŝŜ

HYD INDICATING SYS
HYD FLUID QTY INDICATING SYS
STBY HYD SYS RESERVOIR LOW QTY SWITCH
PURPOSE
4HEæSTANDBYæHYDRAULICæSYSTEMæRESERVOIRæLOWæQUANTITYæSWITCHæMONITORSæLOWæmæUIDæLEVELæINæ
THEæSTANDBYæHYDRAULICæSYSTEMæRESERVOIR
LOCATION
4HEæQUANTITYæSWITCHæISæONæTHEæTOPæOFæTHEæSTANDBYæHYDRAULICæSYSTEMæRESERVOIRæINæTHEæMAINæ
LANDINGæGEARæWHEELæWELL
4HEæSTANDBYæHYDRAULICæSYSTEMæRESERVOIRæLOWæQUANTITYæSWITCHæISæAæMAGNETICæREEDæSWITCH
4HEæMECHANICALæmæOATæMOVESæUPæANDæDOWNæONæTHEæSURFACEæOFæTHEæmæUIDæINæTHEæRESERVOIRæ
4HEæmæOATæOPERATESæAæMAGNETICæREEDæSWITCH
4HEæSWITCHæSENDSæAæSIGNALæWHENæTHEæmæUIDæLEVELæISæLESSæTHANæææGALLONS ææLITRES æ
4HEæSIGNALæGOESæTOæTHEæSTANDBYæHYDRAULICæ,/7æ15!.4)49æAMBERæLIGHTæONæTHEæmæIGHTæ
CONTROLæPANEL
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚśŘȱȱŞŝŜ

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(9$æ).$)#!4).'æ393æ æ34"9æ(9$æ393æ2%3%26/)2æ,/7æ149æ37)4#(æ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚśśȱȱŞŝŜ

HYD INDICATING SYS
MAIN HYD SYS
GENERAL
1UANTITYæTRANSMITTERSæMEASUREæTHEæQUANTITYæOFæHYDRAULICæmæUIDæINæTHEæSYSTEMæ!æANDæ"æ
RESERVOIRS
QUANTITY TRANSMITTERS
4HESEæ TRANSMITTERSæ SENDæ SIGNALSæ FORæ THEæ mæUIDæ LEVELæ INæ THEæ RESERVOIRæ4HEæ SECONDARYæ
ENGINEæANDæHYDRAULICæDISPLAYæINæTHEæmæIGHTæCOMPARTMENT
4HEæSYSTEMæ"æQUANTITYæTRANSMITTERæHASæAæLOWæQUANTITYæSWITCHæTHATæMONITORSæFORæLOWæmæUIDæ
QUANTITYæINæTHEæSYSTEMæ"æRESERVOIR
HYDRAULIC SYSTEM QUANTITY INDICATION
4HEæQUANTITYæTRANSMITTERSæSENDæSIGNALSæFORæQUANTITIESæBETWEENæEMPTYæANDæFULLæ
4HEæQUANTITYæINDICATIONæSHOWSæASæAæPERCENTAGEæOFæFULLæATæTHEæBOTTOMæOFæTHEæDISPLAYæFORæ
HYDRAULICæSYSTEMæ!æANDæ"
2ESERVOIRæSERVICINGæISæNECESSARYæWHENæTHEæQUANTITYæISææORæLESS
SYSTEM B QUANTITY TRANSMITTER LOW QUANTITY SWITCH
4HEæLOWæQUANTITYæSWITCHæINæTHEæSYSTEMæ"æTRANSMITTERæOPENSæWHENæTHEæQUANTITYæISæLESSæ
THANææ4HISæSWITCHæISæUSEDæFORæTHEæALTERNATEæNOSEæWHEELæSTEERINGæSYSTEM
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚśŜȱȱŞŝŜ

(9$æ).$)#!4).'æ393æ æ(9$æ&,5)$æ149æ).$)#!4).'æ393æ æ&5.#4)/.!,æ$%3#2)04)/.æ æ-!).æ(9$æ393
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚśŝȱȱŞŝŜ

HYD INDICATING SYS
STBY HYD SYS
GENERAL
!æ STANDBYæ HYDRAULICæ SYSTEMæ RESERVOIRæ LOWæ QUANTITYæ SWITCHæ MONITORSæ THEæ QUANTITYæ OFæ
HYDRAULICæmæUIDæINæTHEæSTANDBYæHYDRAULICæSYSTEMæRESERVOIRæ4HEæmæIGHTæCONTROLæPANELæINæTHEæ
mæIGHTæCOMPARTMENTæSHOWSæLOWæHYDRAULICæmæUIDæQUANTITYæWITHæAæSTANDBYæHYDRAULICæ,/7æ
15!.4)49æAMBERæLIGHT
STBY HYD SYS RESERVOIR LOW QUANTITY INDICATION
4HEæ STANDBYæ HYDRAULICæ SYSTEMæ RESERVOIRæ LOWæ QUANTITYæ SWITCHæ CLOSESæ ANDæ SUPPLIESæ Aæ
GROUNDæWHENæTHEæmæUIDæQUANTITYæINæTHEæSTANDBYæHYDRAULICæRESERVOIRæISæLESSæTHANæææ
GALLONS ææLITRES æ4HISæCAUSESæTHEæ34!.$"9æ(9$æ,/7æ15!.4)49æLIGHTæTOæCOMEæON
4HEæGROUNDæFROMæTHEæSWITCHæALSOæCAUSESæTHEæ-!34%2æ#!54)/.æLIGHTSæANDæTHEæ&,4æ
#/.4æLIGHTæONæTHEæSYSTEMæANNUNCIATORæPANELæTOæCOMEæON
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚśŞȱȱŞŝŜ

(9$æ).$)#!4).'æ393æ æ(9$æ&,5)$æ149æ).$)#!4).'æ393æ æ&5.#4)/.!,æ$%3#2)04)/.æ æ34"9æ(9$æ393
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HYD INDICATING SYS
HYD PRESSURE INDICATING SYS
MAIN HYD SYS PRESSURE TRANSMITTER
GENERAL
3YSTEMæPRESSUREæTRANSMITTERSæFORæHYDRAULICæSYSTEMSæ!æANDæ"æSENDæPRESSUREæDATAæTOæ
THEæmæIGHTæCOMPARTMENT
LOCATION
4HEæ HYDRAULICæ SYSTEMæ !æ ANDæ "æ PRESSUREæ TRANSMITTERSæ AREæ ONæ THEæ MAINæ LANDINGæ GEARæ
WHEELæWELLæFORWARDæBULKHEADæABOVEæTHEæSYSTEMæPRESSUREæMODULES
%ACHæ HYDRAULICæ SYSTEMæ PRESSUREæ TRANSMITTERæ ISæ ANæ ASSEMBLYæ THATæ HASæ ANæ ELECTRICALæ
SYNCHRO
4HEæSYSTEMæTRANSMITTERSæCHANGEæTHEæHYDRAULICæPRESSUREæSIGNALSæBETWEENææANDææ
PSIæINTOæELECTRICALæSIGNALSæANDæSENDæTHEæSIGNALSæTOæTHEæPRESSUREæINDICATOR
4HEæSYSTEMæPRESSUREæTRANSMITTERSæAREæINTERCHANGEABLEæWITHæEACHæOTHERæANDæWITHæTHEæ
BRAKEæACCUMULATORæPRESSUREæTRANSMITTER
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŜŖȱȱŞŝŜ

(9$æ).$)#!4).'æ393æ æ(9$æ02%3352%æ).$)#!4).'æ393æ æ-!).æ(9$æ393æ02%3352%æ42!.3-)44%2
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŜŗȱȱŞŝŜ

æ!æ(9$2!5,)#æ3934%-æ02%3352%æ42!.3-)44%2
(9$æ).$)#!4).'æ393æ æ!æ3934%-æ(9$2!5,)#æ02%3352%æ42!.3-)44%2æ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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æ"æ(9$2!5,)#æ3934%-æ02%3352%æ42!.3-)44%2
(9$æ).$)#!4).'æ393æ æ(9$æ02%3352%æ).$)#!4).'æ393æ æ-!).æ(9$æ393æ02%3352%æ42!.3-)44%2
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŜřȱȱŞŝŜ

HYD INDICATING SYS
HYD PRESSURE INDICATING SYS
GENERAL
0RESSUREæ TRANSMITTERSæ MEASUREæ THEæ PRESSUREæ OFæ HYDRAULICæ SYSTEMSæ !æ ANDæ "æ4HESEæ
TRANSMITTERSæSENDæSIGNALSæTOæSHOWæONæTHEæSECONDARYæENGINEæANDæHYDRAULICæDISPLAYæINæ
THEæmæIGHTæCOMPARTMENT
SYSTEM PRESSURE TRANSMITTERS
0RESSUREæTRANSMITTERSæONæEACHæHYDRAULICæSYSTEMæ!æANDæ"æPRESSUREæMODULEæMEASUREæ
SYSTEMæ PRESSUREæ FROMæ THEæ ENGINE DRIVENæ PUMPæ %$0 æ ORæ THEæ ELECTRICæ MOTOR DRIVENæ
PUMPæ%-$0
HYDRAULIC SYSTEM PRESSURE INDICATION
4HEæPRESSUREæTRANSMITTERSæSENDæSIGNALSæFORæPRESSURESæBETWEENææANDææPSIæ3YSTEMæ
!æANDæ"æTRANSMITTERSæSENDæSIGNALSæTOæTHEæSECONDARYæENGINEæANDæHYDRAULICæDISPLAY
4HEæ SECONDARYæ ENGINEæ ANDæ HYDRAULICæ DISPLAYæ RECEIVESæ THEæ SIGNALæ FROMæ THEæ PRESSUREæ
TRANSMITTERSæANDæSHOWSæTHEæPRESSUREæONæAæSCALEæ4HEæSCALEæONæTHEæINDICATORæCHANGESæ
COLOURæASæTHEæPRESSUREæCHANGESæ4HEæSCALEæSHOWSæGREENæBETWEENææANDææPSIæ
4HEæSCALEæSHOWSæAMBERæBETWEENææANDææPSIæANDæBETWEENææANDææPSIæ
4HEæSCALEæSHOWSæREDæBETWEENææANDææPSIæANDæBETWEENææANDææPSI
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŜŚȱȱŞŝŜ

(9$æ).$)#!4).'æ393æ æ(9$æ02%3352%æ).$)#!4).'æ393æ æ&5.#4)/.!,æ$%3#2)04)/.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŜśȱȱŞŝŜ

HYD INDICATING SYS DRIVENæ PUMPæ %-$0 æ PUMPæ ,/7æ 02%3352%æ AMBERæ LIGHTSæ COMEæ ONæ WHENæ THEæ
HYDRAULICæPUMPæPRESSUREæISæLESSæTHANææPSIæ4HEæ,/7æ02%3352%æAMBERæLIGHTSæ
GOæOFFæWHENæTHEæHYDRAULICæPRESSUREæISæMOREæTHANææPSI
HYD PUMP LOW PRESSURE WARNING SYS
4HEæ STANDBYæ HYDRAULICæ ,/7æ 02%3352%æ AMBERæ LIGHTæ COMESæ ONæ WHENæ THEæ %-$0æ
HYD PUMP LOW PRESSURE SWITCH PRESSUREæISæLESSæTHANææPSIæANDæGOESæOFFæWHENæTHEæHYDRAULICæPRESSUREæISæMOREæTHANæ
æPSI
GENERAL
(YDRAULICæSYSTEMæ!æANDæSYSTEMæ"æPUMPæLOWæPRESSUREæSWITCHESæSENDæPRESSUREæDATAæTOæ
THEæmæIGHTæCOMPARTMENTæWHENæPUMPæPRESSUREæISæLESSæTHANæNORMAL WARNING:
4HEæSTANDBYæHYDRAULICæSYSTEMæPUMPæLOWæPRESSUREæSWITCHæSENDSæPRESSUREæDATAæTOæTHEæ MAKE SURE THAT PERSONS AND EQUIPMENT ARE CLEAR OF ALL
mæIGHTæCOMPARTMENTæWHENæTHEæPUMPæPRESSUREæISæLESSæTHANæNORMAL CONTROL SURFACES BEFORE YOU SUPPLY HYDRAULIC POWER.
AILERONS, RUDDER, ELEVATORS, FLAPS, SPOILERS, SLATS, AND THRUST
LOCATION REVERSERS CAN MOVE QUICKLY WHEN YOU SUPPLY HYDRAULIC POWER.
THIS CAN CAUSE INJURY TO PERSONS AND DAMAGE TO EQUIPMENT.
4HEæHYDRAULICæSYSTEMæ!æANDæ"æ%$0æANDæ%-$0æPUMPæLOWæPRESSUREæSWITCHESæAREæONæ
THEæHYDRAULICæSYSTEMæ!æANDæ"æPRESSUREæMODULESæINæTHEæMAINæLANDINGæGEARæWHEELæWELLæ !LLæOFæTHEæPUMPæLOWæPRESSUREæSWITCHESæAREæINTERCHANGEABLE
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4HEæ STANDBYæ HYDRAULICæ PUMPæ PRESSUREæ SWITCHæ ISæ ONæ THEæ STANDBYæ HYDRAULICæ SYSTEMæ
MODULEæINæTHEæMAINæLANDINGæGEARæWHEELæWELLæFORWARDæBULKHEAD
%ACHæHYDRAULICæPUMPæLOWæPRESSUREæSWITCHæISæAæSEALEDæASSEMBLYæWITH
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HYD INDICATING SYS 4HEæ,/7æ02%3352%æAMBERæLIGHT æTHEæ-!34%2æ#!54)/.æLIGHTS æANDæ(9$æLIGHTæGOæ
OFFæWHENæTHEæHYDRAULICæPRESSUREæINCREASESæTOæMOREæTHANææPSI
NOTE:
MAIN HYD SYS If you stop the related EDP when the EMDP is on, it is possible the HYD
PUMP LOW PRESSURE light for the EDP will not come on for two minutes
GENERAL or more because of hydraulic pressure in the line between the EDP and the
pressure module.
0RESSUREæ SWITCHESæ MONITORæ THEæ PRESSUREæ OFæ THEæ ENGINEæ DRIVENæ PUMPSæ %$0S æ ANDæ
ELECTRICæMOTOR DRIVENæPUMPSæ%-$0S æINæHYDRAULICæSYSTEMSæ!æANDæ"æ4HESEæSWITCHESæ CAUTION:
SENDæAæSIGNALæTOæTHEæHYDRAULICæPUMPæ,/7æ02%3352%æAMBERæLIGHTSæONæTHEæHYDRAULICæ
PANELæWHENæTHEæPUMPæPRESSUREæISæLESSæTHANæNORMAL DO NOT TURN THE FIRE HANDLE. IF YOU TURN THE FIRE HANDLE, THE
FIRE BOTTLE WILL RELEASE ITS CONTENTS.
PUMP PRESSURE SWITCHES
"ECAUSEæTHEæSUPPLYæOFæHYDRAULICæmæUIDæTOæTHEæPUMPæSTOPSæWHENæYOUæMOVEæTHEæENGINEæ
/NEæ PRESSUREæ SWITCHæ FORæ EACHæ PUMPæ ONæ THEæ SYSTEMæ PRESSUREæ MODULEæ MONITORSæ THEæ læREæSWITCHæUP æCASEæDRAINæmæOWæDOESæNOTæmæOWæTHROUGHæTHEæ%$0
PRESSUREæOUTPUTæOFæTHEæPUMP
)FæTHEæENGINEæCONTINUESæTOæTURNæWINDMILL æWITHæTHEæVALVEæINæTHEæCLOSEDæPOSITION æTHEæ%$0æ
ENGINE FIRE SWITCHES CANæ BEæ DAMAGEDæ9OUæ MUSTæ DOæ ANæ INSPECTIONæ OFæ THEæ %$0æ PRESSUREæ ANDæ CASEæ DRAINæ
læLTERS
4HEæENGINEælæREæSWITCHESæISOLATEæTHEæENGINEæIFæTHEREæISæANæENGINEælæRE æANDæTHEæHYDRAULICæ
mæUIDæSUPPLYæTOæTHEæRELATEDæ%$0æSTOPSæ!NæENGINEælæREæSWITCHæDISARMSæTHEæRELATEDæPUMPæ
,/7æ02%3352%æAMBERæLIGHT
HYDRAULIC PUMP PRESSURE INDICATION
4HEæPUMPæPRESSUREæSWITCHæCLOSESæANDæSUPPLIESæAæGROUNDæWHENæTHEæPUMPæPRESSUREæ
DECREASESæ TOæ LESSæ THANæ æ PSIæ4HEæ GROUNDæ FROMæ THEæ PRESSUREæ SWITCHæ CAUSESæ THEæ
(9$æ05-0æ,/7æ02%3352%æAMBERæLIGHTæTOæCOMEæON
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ONEæOFæTHEæAMBERæLIGHTSæONæTHEæHYDRAULICæPANELæCOMEæONæ
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HYD INDICATING SYS &,4æ#/.4æLIGHTæGOæOFFæWHENæTHEæ%-$0æPRESSUREæINCREASESæTOæMOREæTHANææPSI
STBY HYD SYS
GENERAL
!æPRESSUREæSWITCHæMONITORSæTHEæPRESSUREæOFæTHEæELECTRICæMOTOR DRIVENæPUMPæ%-$0 æINæ

THEæSTANDBYæHYDRAULICæSYSTEMæ4HISæSWITCHæSENDSæAæSIGNALæTOæTHEæ34!.$"9æ(9$æ,/7æ
02%3352%æLIGHTæONæTHEæmæIGHTæCONTROLæPANEL
PUMP PRESSURE SWITCH
4HEæPUMPæPRESSUREæSWITCHæONæTHEæSTANDBYæMODULEæMONITORSæTHEæPRESSUREæOFæTHEæ%-$0
HYDRAULIC PUMP PRESSURE INDICATION
4HEæPRESSUREæSWITCHæCLOSESæANDæSUPPLIESæAæGROUNDæWHENæTHEæPUMPæPRESSUREæDECREASESæ
TOæLESSæTHANææPSI
4HEæ 34!.$"9æ (9$æ ,/7æ 02%3352%æ AMBERæ LIGHTæ COMESæ ONæ WHENæ PRESSUREæ
DECREASES æANDæONEæOFæTHESEæCONDITIONSæOCCUR
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• !UTOæSTANDBYæSYSTEMæRELAYæENERGIZES
• !,4%2.!4%æ&,!03æARMæSWITCHæISæINæTHEæ!2-æPOSITION
4HEæGROUNDæFROMæTHEæPRESSUREæSWITCHæALSOæCAUSESæTHEæ-!34%2æ#!54)/.æLIGHTSæANDæ
&,4æ#/.4æLIGHTæONæTHEæSYSTEMæCAUTIONæANNUNCIATORæPANELæTOæCOMEæONæ4HESEæLIGHTSæ
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HYD INDICATING SYS
HYD FLUID OVERHEAT WARNING SYS
HYD FLUID OVERHEAT WARNING SWITCH
PURPOSE
4HEæHYDRAULICæmæUIDæOVERHEATæWARNINGæSWITCHæMONITORSæTHEæTEMPERATUREæOFæTHEæELECTRICæ
MOTOR DRIVENæPUMPSæ%-$0S æINæHYDRAULICæSYSTEMSæ!æANDæ"
4HEæ HYDRAULICæ mæUIDæ OVERHEATæ WARNINGæ SWITCHæ ISæ INæ THEæ CASEæ DRAINæ LINEæ BETWEENæ THEæ
RELATEDæ%-$0æANDæCASEæDRAINælæLTERæMODULEæINæTHEæMAINæLANDINGæGEARæWHEELæWELL
4HEæHYDRAULICæmæUIDæOVERHEATæWARNINGæSWITCHæISæAæTEMPERATUREæOPERATEDæELECTRICALæSWITCH
7HENæTHEæHYDRAULICæmæUIDæTEMPERATUREæINæTHEæCASEæDRAINæLINEæFROMæTHEæ%-$0æINCREASESæ
TOæ&æORæMORE æTHEæSWITCHæSENDSæAæSIGNALæTOæTHEæHYDRAULICæPANELæ4HISæTURNSæONæTHEæ
(9$æ 05-0æ /6%2(%!4æ AMBERæ LIGHTæ7HENæ THEæ HYDRAULICæ TEMPERATUREæ INæ THEæ CASEæ
DRAINæ LINEæ DECREASESæ TOæ LESSæ THANæ &æ # æ THEæ HYDRAULICæ PUMPæ /6%2(%!4æ
AMBERæLIGHTæGOESæOFF
CAUTION:
DO NOT REMOVE OR INSTALL THE OVERHEAT SWITCH WITH THE

ELECTRICAL CONNECTOR ATTACHED TO THE OVERHEAT SWITCH. YOU
CAN CAUSE DAMAGE TO THE OVERHEAT SWITCH OR THE CONNECTOR.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŝŚȱȱŞŝŜ

&,5)$æ/6%2(%!4æ7!2.).'æ37)4#(
%-$0æ#!3%æ$2!).æ&),4%2æ-/$5,%
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HYD INDICATING SYS
HYD FLUID OVERHEAT WARNING SYS
GENERAL
4EMPERATUREæ SWITCHESæ MONITORæ THEæ TEMPERATUREæ OFæ THEæ ELECTRICæ MOTOR DRIVENæ PUMPSæ
%-$0S æ INæ HYDRAULICæ SYSTEMSæ !æ ANDæ "æ4HESEæ SWITCHESæ SENDæ Aæ SIGNALæ TOæ OVERHEATæ
LIGHTSæONæTHEæHYDRAULICæCONTROLæPANELæWHENæTHEæTEMPERATUREæOFæTHEæ%-$0SæISæMOREæTHANæ
NORMAL
PUMP TEMPERATURE SWITCHES
4EMPERATUREæSWITCHESæONæEACHæ%-$0æMONITORæTHEæTEMPERATUREæOFæTHEæPUMP
HYDRAULIC FLUID OVERHEAT WARNING SWITCHES
4EMPERATUREæSWITCHESæINæTHEæCASEæDRAINæLINEæFROMæEACHæ%-$0æMONITORæTHEæTEMPERATUREæ
OFæTHEæCASEæDRAINæmæUIDæFROMæTHEæPUMP
HYDRAULIC PUMP TEMPERATURE INDICATION
4HEæ %-$0æ TEMPERATUREæ SWITCHæ SUPPLIESæ Aæ GROUNDæ FORæ THEæ AMBERæ /6%2(%!4æ LIGHTæ
WHENæTHEæPUMPæTEMPERATUREæISæMOREæTHANæ&
4HEæ HYDRAULICæ mæUIDæ OVERHEATæ WARNINGæ SWITCHæ SUPPLIESæ Aæ GROUNDæ FORæ THEæ AMBERæ
/6%2(%!4æLIGHTæWHENæTHEæCASEæDRAINæmæUIDæTEMPERATUREæISæMOREæTHANæ&æ
4HEæGROUNDæFROMæTHEæTEMPERATUREæSWITCHæALSOæGOESæTOæTHEæMASTERæCAUTIONæANNUNCIATOR
4HEæ(9$æLIGHTæONæTHEæMASTERæCAUTIONæANNUNCIATORæCOMESæONæWHENæONEæORæMOREæOFæTHEæ
AMBERæLIGHTSæONæTHEæHYDRAULICæCONTROLæPANELæCOMEæON
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(9$æ).$)#!4).'æ393æ æ(9$æ&,5)$æ/6%2(%!4æ7!2.).'æ393æ æ&5.#4)/.!,æ$%3#2)04)/.
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INTENTIONALLY
BLANK
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŝŞȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŝşȱȱŞŝŜ
ICE AND RAIN PROTECTION
INLET COWL ANTI ICING SYSTEM
INTRODUCTION
PURPOSE
The inlet cowl anti-ice system prevents ice formation on the engine inlet cowls.
GENERAL DESCRIPTION
Each engine has an inlet cowl anti-ice system.
The systems operate in flight and on the ground.
A switch on the P5 forward overhead panel controls the operation of each inlet cowl
anti-ice system.
When the system is on, the inlet cowl thermal anti-ice (TAl) valve opens. Hot air from
the engine bleed air interstage duct goes through the valve into the inlet cowl spray
ring. The warm air increases the temperature in the inlet cowl. The warm air then goes
overboard through a vent at the bottom of the cowl.
Each engine is the source of its inlet cowl thermal anti-ice air. Thermal anti-ice air
is from the engine bleed air interstage duct, upstream of the pressure regulator and
shutoff valve.
An inlet cowl TAl pressure switch monitors the pressure in the duct downstream of the
inlet cowl anti-icing valve.
An inlet cowl TAl overheat switch monitors the temperature in the duct downstream of
the inlet cowl anti-icing valve.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŞŖȱȱŞŝŜ

ICE AND RAIN PROTECTION - INLET COWL ANTI ICING SYSTEM - INTRODUCTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŞŗȱȱŞŝŜ

ICE AND RAIN PROTECTION Valve position switches give valve position feedback to the engine and wing anti-ice
panel for system status indication.
INLET COWL ANTI-ICING SYSTEM
INLET COWL TAL VALVE The inlet cowl TAl valve has a collar. The valve can be manually locked in the full open
or full closed position if the valve fails.
PURPOSE
The inlet cowl thermal anti-ice (TAl) valve controls the flow of air to the engine inlet
cowl.
The inlet cowl TAl valve is on the top of the engine fan case.
The inlet cowl TAl valve has these parts:
• Pressure regulating valve.

• Shutoff valve.
A pressure switch and a temperature switch are downstream of the valve.
The inlet cowl anti-ice valve is an electrically controlled and pneumatically operated
butterfly valve.
It is spring-loaded to the closed position.
When the control signal energizes the valve solenoid, the solenoid lets upstream duct
pressure go into the shutoff valve actuator.
When the shutoff valve opens, duct pressure goes to the actuator of the pressure
regulating valve.
The regulating valve moves to limit downstream pressure to 50 psi.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŞŘȱȱŞŝŜ

ICE AND RAIN PROTECTION - INLET COWL ANTI-ICING SYSTEM - INLET COWL TAI VALVE
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŞřȱȱŞŝŜ

ICE AND RAIN PROTECTION - INLET COWL ANTI-ICING SYSTEM - INLET COWL TAI VALVEæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŞŚȱȱŞŝŜ

INTENTIONALLY
BLANK
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŞśȱȱŞŝŜ

ICE AND RAIN PROTECTION
INLET COWL ANTI-ICING SYSTEM
INLET COWL TAL PRESSURE SWITCH
PURPOSE
The inlet cowl thermal anti-ice (TAl) pressure switch monitors pressure in the inlet
cowl TAl duct downstream of the inlet cowl TAl valve.
LOCATION
The inlet cowl TAl pressure switch is on the inlet cowl TAl duct, downstream of the inlet
cowl thermal anti-ice valve.
The inlet cowl TAl pressure switch has these parts:
• Sense line connector.

• Electrical connector.
The switch is an aneroid type switch.
When the pressure at the sense port is more than 65 psi, the switch closes. This
enables the indicating light on the engine and wing anti-ice panel.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŞŜȱȱŞŝŜ

ICE AND RAIN PROTECTION - INLET COWL ANTI-ICING SYSTEM - INLET COWL TAI PRESSURE SWITCH
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŞŝȱȱŞŝŜ

ICE AND RAIN PROTECTION • Control panel solid state switch circuits.
• Voltage reduction Zener diodes (dim mode).
INLET COWL ANTI-ICING SYSTEM The closed position switch and the open position switches give valve position data.
FUNCTIONAL DESCRIPTION The shutoff valve closed position switch is in the closed position when the valve is
less than 6° open.
GENERAL
The shutoff valve open position switch is in the open position when the valve is more
than 84° open. The pressure regulating valve open position switch is in the open
There are two inlet cowl thermal anti-icing systems (engine 1 and engine 2). The two
position when the valve is more than 6° open.
systems are the same. The control and indications circuits for the inlet cowl thermal
anti-icing systems use 28V DC power.
OVERPRESSURE INDICATION
The switches and lights for the control and indication are on the engine and wing anti-
ice panel. When the inlet cowl TAl pressure switch operates, it causes these indications:
INLET COWL ANTI-ICING • Amber COWL ANTI-ICE light comes on.

• MASTER CAUTION and ANTI-ICE annunciator lights come on.
When you put the ENG ANTI-ICE switch to the ON position, the switch does these
things: OVER-TEMPERATURE INDICATION
• Sends 28V DC to energize the control solenoid on the inlet cowl TAl valve. When the inlet cowl TAl over-temperature switch operates, it causes these lights to
• Gives an open loop discrete to the FMC (to bias fuel schedules for bleed come on:
loads).
• Amber COWL ANTI-ICE light.
The control panel logic and a dimming diode control the blue COWL VALVE OPEN • MASTER CAUTION and ANTI-ICE annunciator lights.
lights:
• Light is off - the switch is in the OFF position and the valve is closed.
• Light is dim - the switch is in the ON position and the valve is open.
• Light is bright - the switch position and valve position disagree or the valve is
in transit.
These things control the bright and dim functions of the COWL VALVE OPEN lights
on the anti-ice panel:
• System switch and valve position feedback.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŞŞȱȱŞŝŜ

ICE AND RAIN PROTECTION - INLET COWL ANTI-ICING SYSTEM - FUNCTIONAL DESCRIPTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŞşȱȱŞŝŜ

INTENTIONALLY
BLANK
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚşŖȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚşŗȱȱŞŝŜ
LANDING GEAR The landing gear transfer valve receives electrical signals from the landing gear logic
shelf. The landing gear transfer valve changes the pressure source of the landing gear
from hydraulic system A to hydraulic system B.
GENERAL DESCRIPTON
You move the landing gear control lever assembly to control landing gear extension
GENERAL and retraction. The control lever moves the selector valve through cables.
The 737 aircraft has a tricycle type landing gear with air/oil shock struts. Landing gear lights show the position of the landing gear. The landing gear logic shelf
receives landing gear position signals from sensors on the landing gear.
These are the landing gear structural systems:
The pressure for nose wheel steering comes from the nose landing gear extension
• The main landing gear (MLG) and doors. pressure only. Hydraulic system A normally supplies pressure to the nose gear
• The nose landing gear (NLG) and doors. steering through the landing gear control system.
The landing gear extension and retraction systems extend and retract the main and The landing gear control system also gives normal or alternate hydraulic pressure to
nose landing gear. these systems:
The nose wheel steering system supplies the ground directional control of the aircraft. • Main landing gear damper.
• Gear retract brake system.
COMPONENTS
The landing gear system has these main components:
• Control lever assembly.

• Manual extension mechanism.
• Transfer valve.
• Selector valve.
• Main landing gear (2).
• Nose landing gear.
• Main gear damper.
• Landing gear logic shelf.
• Landing gear panel.
GENERAL DESCRIPTION
Hydraulic system A normally supplies pressure to the landing gear extension and
retraction. Hydraulic system B supplies pressure for retraction only.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚşŘȱȱŞŝŜ

LANDING GEAR - GENERAL DESCRIPTON
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LANDING GEAR
GENERAL
The controls and indications for the landing gear system and nose wheel steering
system are in the flight compartment. There are no indications for the nose wheel
steering system.
CONTROLS
These are the controls for the landing gear:
• Landing gear control lever.

• Landing gear manual extension handles.
These are the controls for the nose wheel steering system in the flight compartment:
• Captain nose wheel steering wheel.

• Alternate nose wheel steering switch.
INDICATIONS
These are the indications for the landing gear:
• Landing gear position lights (3 green, 3 red).

• Auxiliary landing gear position lights (3 green).
The green landing gear position lights and the auxiliary landing gear position lights
(optional) come on when the landing gear is down and locked. The red landing gear
position lights come on when the landing gear are not down and locked, up and
locked, or are in transition to up or down. All landing gear position lights are off when
the landing gear control lever is in the OFF position.
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LANDING GEAR - CONTROLS AND INDICATIONS
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MAIN LANDING GEAR AND DOORS This prevents the piston from too much movement. The damper connects to the
return line of main landing gear extension and retraction.
MAIN GEAR SHIMMY DAMPER The compensator keeps the pressure inside the damper to 30-70 psi.
PURPOSE The 75 psi relief valve protects the compensator if the pressure increases to more
than 75 psi.
The main gear damper prevents too much vibration between the inner and outer
cylinders during high speed taxi and heavy brake use. The 3000 psi relief valve protects the piston if the pressure increases to more than
3000 psi.
LOCATION
The body of the main gear damper attaches to the forward end of the upper torsion
link. The piston rod goes through the forward ends of the upper and lower torsion links. Use the three bleed plugs on the main gear damper to remove air inside when you
install a new damper.
NOTE:
The main gear shimmy damper contains these components:
Hydraulic return pressure that remains after you have depressurized system
• Housing assembly. A will force fluid out the bleed port when you remove the bleed plug.
• Piston.
• Bleed plugs (3). WARNING:
• Manifold assembly.
• Check valve (2). KEEP PERSONS AND EQUIPMENT CLEAR OF THE FLIGHT CONTROL
• Relief valve (3). SURFACES, THE THRUST REVERSERS, AND THE LANDING GEAR. THESE
• Restrictor. COMPONENTS CAN MOVE SUDDENLY WHEN YOU SUPPLY HYDRAULIC
• Compensator. POWER. THIS CAN CAUSE INJURY TO PERSONS AND DAMAGE TO
EQUIPMENT.
Vibration between the inner and outer cylinders causes the inner cylinder to rotate
inside the outer cylinder.
This causes the piston to move right and left again and again inside the main gear
damper body.
As the piston moves, hydraulic fluid moves through the damping orifices.
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MAIN LANDING GEAR AND DOORS - MAIN GEAR SHIMMY DAMPER
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MAIN LANDING GEAR AND DOORS - MAIN GEAR SHIMMY DAMPERæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
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MAIN LANDING GEAR AND DOORS
SHOCK STRUT - TRAINING INFORMATION POINT - 1
GENERAL
The main landing gear shock strut uses hydraulic fluid and compressed dry air or
nitrogen to control the shock strut action. The gas charging valve lets you pressurize
the shock strut. The oil charging valve permits hydraulic servicing of the shock strut.
The gas charging valve is on the inboard side of the main landing gear shock strut.
The oil charging valve is on the aft side of the main landing gear shock strut.
Obey this warning when you remove the air valve body on the shock strut:
WARNING:
DO NOT REMOVE THE VALVE BODY UNLESS YOU DEFLATE THE SHOCK
STRUT FULLY. THE AIR PRESSURE CAN BLOW THE VALVE BODY OUT AND
CAUSE INJURY TO PERSONS.
NOTE:
Fluid in the shock strut will have bubbles when you release the pressure.
Deflate the shock strut slowly to prevent the leakage of the fluid through the
gas valve.
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MAIN LANDING GEAR AND DOORS - SHOCK STRUT - TRAINING INFORMATION POINT - 1
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MAIN LANDING GEAR AND DOORS - SHOCK STRUT - TRAINING INFORMATION POINT - 1
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INTENTIONALLY
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LANDING GEAR EXTENSION AND RETRACTION
GENERAL DESCRIPTION
GENERAL
These are the sub-systems of the landing gear control system:
• Landing gear control system.

• Main landing gear extension and retraction.
• Nose landing gear extension and retraction.
• Main landing gear manual extension system.
• Nose landing gear manual extension system.
The landing gear control system controls the main and nose landing gear extension
and retraction. The landing gear control system also supplies normal or alternate
hydraulic pressure to these systems:
• Main landing gear shimmy damper.

• Gear retract brake system.
The main landing gear extension and retraction system controls the two main landing
gear.
The nose landing gear extension and retraction system controls the nose landing
gear and supplies normal and alternate hydraulic pressure to the nose wheel steering
system.
The main landing gear manual extension system controls the manual extension of the
main landing gear when hydraulic pressure is not a available.
The nose landing gear manual extension system controls the manual extension of the
nose landing gear when hydraulic pressure is not available.
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LANDING GEAR CONTROL SYSTEM - GENERAL DESCRIPTION
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LANDING GEAR CONTROL SYSTEM
COMPONENT LOCATION
GENERAL
The controls and indications for the landing gear are in these areas of the aircraft:
• Forward equipment compartment.
CONTROLS
These components are in the flight compartment:
• Landing gear control lever.

• Manual extension handles (3).
These components are in the forward equipment compartment:
• Landing gear control cables.

• Landing gear logic shelf.
These components are in the main landing gear wheel well:
• Landing gear control cables.

• Landing gear selector valve.
• Landing gear transfer valve.
INDICATIONS
There are landing gear position lights in the flight compartment on the landing gear
panel, 3 green and 3 red.
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LANDING GEAR CONTROL SYSTEM - COMPONENT LOCATION
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LANDING GEAR CONTROL SYSTEM
SELECTOR VALVE
PURPOSE
The landing gear selector valve controls hydraulic pressure to extend and retract the
main landing gear and the nose landing gear.
LOCATION
The selector valve is in the main landing gear wheel well on the upper bulkhead.
The landing gear selector valve is a three-position valve depending on the position of
the landing gear handle, (UP, DN, OFF), and has these ports.
• C1 (down line).
• CS (up line).
• R (return).
• P (pressure).
The landing gear control cables transmit position of the landing gear control lever to
the selector valve through a control rod.
In the OFF position, the selector valve is centred. The pressure port is blocked and
both the up line (C2) and down line (C1) are open to return (R).
In the DN position, the selector valve is pulled out. Pressure is ported from the
pressure port (P) to the down line (C1). The up line (C2) is open to return (R).
In the UP position, the selector valve is pushed in. Pressure is ported from the pressure
port (P) to the up line (C2). The down line (C1) is open to return (R).
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LANDING GEAR CONTROL SYSTEM - SELECTOR VALVE
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LANDING GEAR CONTROL SYSTEM - SELECTOR VALVEæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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LANDING GEAR CONTROL SYSTEM • Hydraulic system B pressure is supplied to the valve.
During nose wheel steering the landing gear transfer valve moves to the alternate
TRANSFER VALVE position when all of these conditions occur:
PURPOSE • Alternate nose wheel steering switch is in the alternate position.

• System B reservoir is more than 66%.
The landing gear transfer valve controls the hydraulic pressure from system A to • Ground sensing relay is in ground mode.
system B for alternate landing gear retraction and alternate nose wheel steering
operation. You can also manually operate the landing gear transfer valve with the test switches
on the landing gear logic shelf.
LOCATION
The position switch on the landing gear transfer valve sends a signal to the landing
gear logic shelf when the valve moves to the alternate position.
The landing gear transfer valve is in the main landing gear wheel well on the forward
end of the keel beam.
The transfer valve is a two-position valve that is electrically controlled and hydraulically
operated. It has these components:
• Slide valve.
• Solenoid valve.
• Position switch.
The landing gear logic shelf sends signals to the landing gear transfer valve primary
and secondary coils for operation.
During alternate landing gear retraction the landing gear transfer valve moves to the
alternate position when all of these conditions occur:
• Airplane is in the air mode.

• Landing gear lever is not down.
• One main landing gear is not up.
• Left engine N2 speed is less than 56%.
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LANDING GEAR CONTROL SYSTEM - TRANSFER VALVE
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LANDING GEAR CONTROL SYSTEM - TRANSFER VALVEæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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LANDING GEAR CONTROL SYSTEM on the logic shelf when the transfer valve moves to the alternate position.
TRANSFER VALVE MANUAL OPERATION
When the aircraft is on the ground, and there is normal quantity in the hydraulic system
FUNCTIONAL DESCRIPTION B reservoir, the landing gear transfer valve moves to the alternate position when you
move the alternate nose wheel steering switch on the P1 panel to the ALT position.
ELECTRICAL The system B low quantity switch prevents operation of the landing gear transfer valve
when the alternate nose wheel steering switch is in the alternate position, and the
GENERAL system B hydraulic quantity is less than 66%.
The landing gear transfer valve operates automatically or manually. The automatic AUTOMATIC AND MANUAL OPERATION RESET
operation is for landing gear retraction if the left engine has a failure after take-off. The
manual operation gives alternate hydraulic power for nose wheel steering. The landing gear transfer valve and position switch goes back to the normal position
when one or more of the set conditions changes to not true.
AUTOMATIC OPERATION
The landing gear transfer valve moves to the alternate position when all of these
conditions occur: The transfer valve ACTUATED indicator on the logic shelf shows when the transfer
valve goes to the alternate position. The indicator shows white when the landing gear
• Airplane in the air. transfer valve is in the alternate position. The ACTUATED indicator stays white after
• Landing gear lever not down. the landing gear transfer valve goes back to the normal position. Push on the indicator
• One or the two main landing gear not up. to do a reset. The indicator then shows black.
• Left engine N2 speed less than 56%.
You can use the test switches on the logic shelf to do a test of the operation of the
The ground sensing relays on the landing gear logic shelf supply air/ground data. The landing gear transfer valve. The TEST 1 switch operates the primary coil in the transfer
main landing gear up and locked proximity cards supply main landing gear position. valve. The TEST 2 switch operates the secondary coil. Look at the ACTUATED
The down switch on the landing gear lever supplies lever position. indicator to see if the valve moves to the alternate position.
The engine 1 N2 tach transmitter supplies engine speed signals to the engine speed
detector card in the logic shelf. Two circuit breakers supply 28V DC.
The landing gear transfer valve control card in the logic shelf receives inputs and
supplies two signals to the primary and secondary coils on the solenoid valve on the
landing gear transfer valve.
The position switch on the transfer valve sends a ground to the ACTUATED indicator
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LANDING GEAR CONTROL SYSTEM - TRANSFER VALVE - FUNCTIONAL DESCRIPTION - ELECTRICAL
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LANDING GEAR CONTROL SYSTEM The relay gets a ground from the transfer valve in the alternate position or the PTU
control valve in the open position.
BYPASS VALVE When the aircraft goes makes a landing, the nose air/ground sensing relay sends
power to move the bypass valve to the open position.
ELECTRICAL
GENERAL
The landing gear bypass valve closes when these conditions occur:
• Nose air/ground sensing in the air.

• Autoslat command.
• PTU (power transfer unit) control valve open or the landing gear transfer valve
in alternate position.
INPUTS
Nose air/ground input comes from a nose air/ground sensing relay on the landing
gear logic shelf.
The autoslat command comes from either of the stall management computers.
The PTU input comes from the position switch on the PTU control valve.
The landing gear transfer valve input comes from a position switch on the valve.
The bypass valve gets power to close when the bypass valve control relay energizes.
The control relay energizes when it gets power through the nose air/ground sensing
relay in the air position and an autoslat command from one or the other stall
management computer.
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LANDING GEAR CONTROL SYSTEM - BYPASS VALVE - FUNCTIONAL DESCRIPTION - ELECTRICAL
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LANDING GEAR CONTROL SYSTEM Normally the two coils energize when the LGTV operates. If one coil or circuit has a
failure, the remaining coil energizes to move the solenoid valve.
LANDING GEAR BYPASS VALVE
HYDRAULIC A flow limiter and the landing gear bypass valve gives a higher priority of hydraulic
system flow to the leading edge flaps and slats than for the landing gear. Normally the
GENERAL bypass valve is open. This permits normal hydraulic flow to the landing gear. When the
bypass valve closes, hydraulic flow to the landing gear goes through the flow limiter
Hydraulic system A normally supplies pressure for landing gear extension and only. The flow limiter puts a limit on hydraulic flow to the landing gear.
retraction. Hydraulic system B supplies pressure for retraction only through the
landing gear transfer valve (LGTV). LANDING GEAR SELECTOR VALVE
LANDING GEAR TRANSFER VALVE The landing gear lever operates the landing gear selector valve. These are the three
positions of the landing gear selector valve:
The landing gear transfer valve has these components:
• UP (retract).
• Solenoid valve. • OFF.
• Slide valve. • DOWN (extend).
• Position switch.
When you move the landing gear control lever to the OFF position, the selector valve
When the solenoid valve does not receive a signal, pressure from hydraulic system A moves to the off position. Extension and retraction components do not pressurize.
moves the slide valve to the normal position. In the normal position the landing gear When the landing gear control lever moves to the DOWN position, the selector valve
transfer valve sends hydraulic system A pressure to the landing gear selector valve. moves to the down position. Down pressure goes to the landing gear components
for landing gear extension. When the landing gear control lever moves to the UP
When the solenoid valve receives a signal from the landing gear logic shelf or the position, the selector valve moves to the up position. Up pressure goes to the landing
alternate nose wheel steering switch, the solenoid valve opens. This sends hydraulic gear components for landing gear retraction.
system B pressure to move the slide valve to the alternate position. In the alternate
position the landing gear transfer valve sends hydraulic system B pressure to the The pressure for nose wheel steering comes from the nose landing gear extension
landing gear selector valve. pressure only. Hydraulic system A normally supplies pressure to the nose wheel
steering system. When you move the alternate nose wheel steering switch on the
When the slide valve moves to the alternate position, the position switch on the landing P1 panel to the ALT position, the landing gear transfer valve moves to the alternate
gear transfer valve closes. This sends a ground to the landing gear logic shelf to give position. When you operate the alternate nose wheel steering switch, the aircraft
an indication that the landing gear transfer valve moved. The black fault ball indication must be on the ground, and there must be normal quantity in the hydraulic system B
on the E-11 landing gear logic shelf changes to white. reservoir.
The solenoid valve is a dual coil solenoid valve.
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LANDING GEAR CONTROL SYSTEM - FUNCTIONAL DESCRIPTION - HYDRAULIC
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MLG MANUAL EXTENSION SYSTEM
GENERAL DESCRIPTION
PURPOSE
The main landing gear manual extension system lets you extend the left and right
main landing gear from the up and locked position. You use the MLG manual extension
system when there is a hydraulic system A pressure failure or normal extension failure.
COMPONENTS
These are the main landing gear manual extension system components:
• Control mechanism.
• Extension linkage.
• Control cables (not shown).
GENERAL DESCRIPTION
The main landing gear manual extension system operates independently of the
normal extension and retraction system.
Pull on the right main or left main gear manual extension handles in the manual
extension control mechanism to operate the system. The handles pull on the right
or left MLG manual extension system control cable that goes to the right or left MLG
manual extension linkage.
Each MLG manual extension linkage moves the uplock mechanism for that main
landing gear to the unlocked position. The main landing gears extend by air loads and
their own weight.
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MLG MANUAL EXTENSION SYSTEM - GENERAL DESCRIPTION
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MLG MANUAL EXTENSION SYSTEM This pulls the right or left MLG manual extension cables that go to the right or the left
MLG manual extension linkages.
CONTROL MECHANISM
PURPOSE
CAUTION:
The manual extension control mechanism transmits inputs from the flight compartment
DO NOT HOLD THE MANUAL EXTENSION HANDLE IN ANY EXTENDED
to the release mechanism of the nose landing gear and extension linkages of the
POSITION DURING HYDRAULIC OPERATION OF THE LANDING GEAR.
main landing gears.
LOCATION
The manual extension control mechanism is below the flight compartment floor.
You get access to the manual extension control mechanism handles through an
access door in the floor of the flight compartment aft of the control stand.
There are three manual extension handles. One is for the nose landing gear, and one
is for each main landing gear. They let you operate the manual extension system for
each gear.
The handles connect to cables that go to cable quadrants.
Manual extension control cables go from each cable quadrant to the release
mechanism of the nose landing gear and the extension linkages of the right and left
main landing gear.
OPERATION
Pull the right or the left main gear manual extension handles in the manual extension
control mechanism to operate the system.
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MLG MANUAL EXTENSION SYSTEM - CONTROL MECHANISM
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MLG EXTENSION LINKAGE
PURPOSE
The MLG manual extension linkage moves the uplock mechanism to the unlocked
position. This lets the MLG extend by gravity during manual extension.
One MLG manual extension linkage operates for each main landing gear.
LOCATION
The MLG manual extension linkage is on the upper bulkhead of the main landing gear
wheel well above the uplock mechanism.
The MLG manual extension linkage includes these components:
• Quadrant.
• Return spring.
• Control rod.
• Lever.
When you pull the main landing gear manual extension handle in the flight compartment,
the control cable turns the quadrant in the extension linkage. This pulls the control rod
that turns the lever. The lever moves the uplock mechanism to the unlocked position.
When you release the manual extension handle, the return spring moves the extension
linkage to the normal position.
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MLG MANUAL EXTENSION SYSTEM - MLG EXTENSION LINKAGE
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MLG MANUAL EXTENSION SYSTEM - MLG æ-!.5!,æEXTENSIONæ#/.42/,æ2/$æ æ#/-0/.%.4æ)$%.4)&)#!4)/.æ!.$æ,/#!4)/.
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INTENTIONALLY
BLANK
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MLG MANUAL EXTENSION SYSTEM TRAINING INFORMATION POINT
DOWNLOCK VIEWER Lights in the main landing gear wheel well help you see the red stripes on the gear.
The lights come on when you put the WHEEL WELL light switch on the P5 forward
overhead panel in the flight compartment to the ON position.
PURPOSE
Keep these clean so the crew can see the red stripes easily:
The MLG downlock viewer lets the flight crew see if the main landing gear is in the
down and locked position. • Windows.
• Mirrors.
LOCATION • Red stripes.
• Wheel well lights.
The MLG down lock viewer is above the main landing gear wheel well between the
passenger compartment floor and the wheel well ceiling.
To find the viewer, go in the passenger compartment three windows aft from the over-
wing emergency exit.
Pull up the floor carpet to get access to the viewer cover in the floor.
The MLG down lock viewer includes these components:
• Cover.
• Mirror (2).
• Window.
Pull the cover handle to open the viewer. Pull hard because the cover is held in the
closed position with Velcro. A window (not shown) between the cover and mirrors
keeps the pressurized air in the passenger compartment.
Look through the window at the mirrors. In each mirror you see the image of the red
stripe across the lower side strut and the down lock mechanism.
The main landing gear is in the down and locked position when the red stripe on the
downlock mechanism aligns with the red stripes on the lower side strut.
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MLG MANUAL EXTENSION SYSTEM - DOWNLOCK VIEWER
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MLG MANUAL EXTENSION SYSTEM - DOWNLOCK VIEWERæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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GENERAL
Pull on the MLG manual extension handles in the flight compartment to operate the
MLG manual extension system.
When you pull on the MLG handles, cables from the control mechanism rotate the
quadrant. The quadrant pulls the control rod and lever. The lever operates the upper
and lower lock links through the cam and cam shaft. The lock links rotate the uplock
hook to the locked or unlock positions.
This unlocks the lock mechanism and the main landing gear extends to the down and
locked position by air loads and gravity.
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MLG MANUAL EXTENSION SYSTEM - FUNCTIONAL DESCRIPTION
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NLG MANUAL EXTENSION SYSTEM
GENERAL DESCRIPTION
PURPOSE
The nose landing gear manual extension system lets you lower the nose landing gear
from the up and locked position. You use the NLG manual extension system when
hydraulic system A pressure fails or if normal extension fails.
COMPONENTS
The nose landing gear manual extension system components include:
• Release mechanism.
• Control cable (not shown).
GENERAL DESCRIPTION
The nose gear manual extension system operates independently of the normal
extension and retraction system.
Pull on the nose gear manual extension handle in the manual extension control
mechanism to operate the system. This pulls the control cable and turns the release
mechanism.
When the release mechanism turns, it moves the nose landing gear lock link to the
released position. The nose landing gear extends by air loads and its own weight.
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NLG MANUAL EXTENSION SYSTEM - GENERAL DESCRIPTION
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NLG RELEASE MECHANISM
PURPOSE
The NLG manual extension release mechanism moves the NLG lock mechanism to
the released position. This lets the NLG extend by air loads and gravity.
LOCATION
The release mechanism is on the upper bulkhead of the nose landing gear wheel well.
The release mechanism has these components:
• Quadrant.
• Release roller.
• Return spring.
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NLG MANUAL EXTENSION SYSTEM - NLG RELEASE MECHANISM
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DOWNLOCK VIEWER
PURPOSE
The NLG downlock viewer lets the flight crew see if the nose landing gear is in the
down and locked position.
LOCATION
The NLG down lock viewer is above the nose landing gear wheel well between the
flight compartment floor and the wheel well ceiling.
The NLG down lock viewer includes these components:
• Cover.
• Tube assembly.
• Window.
Pull the cover handle to open the viewer. A window at the bottom of the tube assembly
keeps the pressurized air in the flight compartment.
Look through the window at the lock mechanism on the nose landing gear. In the
window you see the red arrow on each lock link of the lock mechanism. The nose
landing gear is in the down and locked position when the red arrows on the lock
mechanism point to each other.
A light in the nose landing gear wheel well helps you see the red arrows on the gear.
The light comes on when you move the WHEEL WELL light switch on the P5 forward
overhead panel in the flight compartment to the ON position. Keep the window, red
arrows, and wheel well light clean so the crew can see the red arrows easily.
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NLG MANUAL EXTENSION SYSTEM - DOWNLOCK VIEWER
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NLG MANUAL EXTENSION SYSTEM - DOWNLOCK VIEWERæ!.$ææ.,'æ,/#+%$æ!22/73
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GENERAL
Pull on the NLG manual extension handle in the flight compartment to operate the
NLG manual extension system.
When you pull on the handle, the quadrant turns the release roller in the release
mechanism. The release roller turns forward.
When the release roller turns forward, it pushes on the forward lock link of the nose
landing gear. This releases the lock mechanism, and the nose landing gear extends
to the down and locked position by air loads and gravity.
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NLG MANUAL EXTENSION SYSTEM - FUNCTIONAL DESCRIPTION
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NOSE WHEEL STEERING SYSTEM
INTRODUCTION
PURPOSE
The nose wheel steering system controls the operation of the nose wheels for
directional control on the ground.
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NOSE WHEEL STEERING SYSTEM The rotary actuator disconnects the rudder pedal input in the air.
GENERAL DESCRIPTION TRAINING INFORMATION POINT
PURPOSE CAUTION:
DO NOT OPERATE THE STEERING WHEEL WITH THE SHOCK STRUT FULLY
The nose wheel steering system supplies the ground directional control of the aircraft.
EXTENDED AND THE TORSION LINKS CONNECTED. DAMAGE TO THE
CENTERING CAMS OF THE SHOCK STRUT CAN OCCUR.
INPUTS
IF IT IS NECESSARY TO OPERATE THE STEERING SYSTEM, MAKE SURE
Steering inputs are from the steering wheel or the rudder pedals. When you move the THAT YOU COMPRESS THE SHOCK STRUT TO 2.10 INCHES OR MORE.
steering wheel full travel, the nose wheels turn a maximum of 78° in the left or right
direction. When you move the rudder pedals full travel on the ground, the nose wheels MAKE SURE THAT THE DISTANCE BETWEEN THE BOTTOM SURFACE OF
turn a maximum of 7° in the left or right direction. THE LOWER STEERING PLATE AND THE TOP SURFACE OF THE TOWING
LUG IS LESS THAN 21.90 INCHES.
Steering inputs from the steering wheel or rudder pedals go to the metering valve
through a cable loop.
HYDRAULIC SUPPLY
Hydraulic system A normally supplies pressure to extend and retract the main landing
gear. The extend pressure from the landing gear extension and retraction system
supplies pressure for nose wheel steering.
The landing gear transfer valve changes the pressure supply of nose wheel steering
from hydraulic system A to hydraulic system B. You manually control the landing gear
transfer valve with the alternate nose wheel steering switch in the flight compartment.
These conditions cause the manual operation of the landing gear transfer valve:
• Alternate nose wheel steering switch to the alternate position.

• Normal quantity in system B reservoir.
• Nose ground sensing in the ground mode.
The steering metering valve supplies right turn or left turn pressure to the steering
actuators.
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NOSE WHEEL STEERING SYSTEM - GENERAL DESCRIPTION
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NOSE WHEEL STEERING SYSTEM • Swivel valve (2).
SUMMING MECHANISM & STEERING METERING VALVE MODULE SUMMING MECHANISM
The summing mechanism turns around its centre. The input rod connects the summing
GENERAL mechanism to the steering metering valve.
The nose wheel steering summing mechanism mixes steering wheel input and nose
STEERING METERING VALVE MODULE
gear position feedback to control the nose wheel steering metering valve.
The steering metering valve module controls the flow of hydraulic pressure to the The metering valve controls hydraulic flow to the steering actuators.
steering actuators.
The compensator keeps backpressure in the steering metering valve.The backpressure
supplies a force to decrease shimmy and fluid for the actuators when the nose wheel
LOCATION steering system does not have hydraulic system pressure.
The summing mechanism is above the upper steering plate on the front of the nose The swivel valves control hydraulic flow to the two sides of the steering actuators.
landing gear.
A cover (not shown) is on the summing mechanism.
The steering metering valve is on the upper steering plate on the front of the nose Steering wheel or rudder pedal input moves the summing mechanism from the
landing gear. neutral position. This makes an input to the steering metering valve module that sends
pressure to the nose wheel steering actuators. The nose wheel steering actuators
turn the nose landing gear wheels.
The movement of the nose gear wheels moves the summing mechanism back in
The summing mechanism has these components: the direction of the neutral position. When the nose landing gear wheel position is
the same as the steering wheel or rudder pedal position, the summing mechanism
• Summing lever. moves the metering valve to the neutral position. This stops the flow to the nose wheel
• Pulley (2). steering actuators.
• Input rod.
The steering depressurization valve lets you depressurize the nose wheel steering
The pulleys connect to each side of the summing lever. The control cable winds system. Because of this you do not have to depressurize hydraulic system A to tow
around each pulley. The steering metering valve module has these components: the aircraft.
• Metering valve.
• Bypass/relief valve (not shown).
• Compensator.
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NOSE WHEEL STEERING SYSTEM - SUMMING MECHANISM AND STEERING METERING VALVE MODULE
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NOSE WHEEL STEERING SYSTEM æ!#4)6E NOSE WHEEL STEERING SYSTEM æ$%!#4)6E$
NOSE WHEEL STEERING SYSTEM -æSTEE2).'æ$%02%3352):!4)/. VALVEæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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NOSE WHEEL STEERING SYSTEM - SUMMING MECHANISMæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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ELECTRICAL
ROTARY ACTUATOR
The rotary actuator moves to the engage position when the R366 nose gear steering
relay energizes on the ground. The steering relay gets an aircraft on-ground signal
from R321 nose ground sensing relay.
The nose ground sensing relay removes the aircraft on ground signal from the steering
relay when the aircraft goes into the air. The steering relay moves to the air position
10 seconds after the nose on-ground signal goes away. This sends power to move the
rotary actuator to the disengage position.
LANDING GEAR TRANSFER VALVE
When the aircraft is on the ground, and there is normal quantity in the hydraulic system
B reservoir, the landing gear transfer valve moves to the alternate position when you
move the alternate nose wheel steering switch on the P1 panel to the ALT position.
The position switch in the transfer valve sends a ground to the BITE in the landing
gear logic shelf when the valve moves to the alternate position.
You can use the BITE on the landing gear logic shelf to do a test of the landing gear
transfer valve operation.
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NOSE WHEEL STEERING SYSTEM - FUNCTIONAL DESCRIPTION - ELECTRICAL
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TOWING
GENERAL
The steering depressurization valve lets you depressurize the nose wheel steering
system. Because of this, it is not necessary to depressurize hydraulic system A to tow
the aircraft.
The steering depressurization valve is on the right forward side of the nose landing
gear shock strut. You can use towbarless equipment to push or pull the aircraft.
OPERATION
The steering depressurization valve is spring-loaded to the off position. Push the
push-button in to the tow position. Put a pin in the pin hole in the valve to hold the push
button in the towing position.
If you tow the aircraft and turn the nose wheels more than 78°, you must disconnect
the torsion links. Use a support for the lower torsion link on the ground when you
disconnect it so you do not pull it across the ground. A red stripe on the outer part of
each nose landing gear door shows when the wheels are at 78°. When the tow bar
aligns with the red stripe, the wheels are at 78°.
If you tow the aircraft and turn the nose wheels more than 90°, you must disconnect
the taxi light wire bundle.
NOTE:
If it is possible, with two flat tyres on one main gear, you must replace one
of the flat tyres with a serviceable tyre before you tow to prevent damage to
the tyres and wheels.
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NOSE WHEEL STEERING SYSTEM - TRAINING INFORMATION POINT - TOWING
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NOSE WHEEL STEERING SYSTEM - TRAINING INFORMATION POINT - TOWING
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NOSE WHEEL STEERING SYSTEM CAUTIONS:
TOWING MOVE THE AIRPLANE FORWARD BEFORE YOU START SHARP TURNS.
MAKE SURE THERE ARE NO SUDDEN STARTS AND STOPS. IF YOU TOW THE
PLANE UNDER HIGH LOAD CONDITIONS, SUCH AS TOWING WITH BOTH
TRAINING INFORMATION POINT TYRES FLAT ON ONE MAIN GEAR, TOWING ON SOFT TERRAIN, TOWING UP
INCLINES MORE THAN 5°, OR OTHER ABNORMAL LOADS, REFER TO THE
Obey the following warnings and cautions when you tow the aircraft: TOW AIRPLANE UNDER ABNORMAL LOADS TASK. IF YOU DO NOT OBEY
THIS CAUTION, THE NOSE GEAR TOWING STRESS CAN BE MORE THAN
THE SPECIFICATIONS PERMIT.
WARNINGS:
DO NOT APPLY THE BRAKES OR OVERSTEER THE AIRPLANE WHEN YOU
WHEN YOU TOW THE AIRPLANE, ALL PERSONS MUST STAY OUT OF USE TOWBARLESS TOWING. IF YOU DO NOT OBEY THESE INSTRUCTIONS,
THE DANGEROUS AREAS AROUND THE TOW VEHICLE, TOW BAR, NOSE YOU CAN CAUSE DAMAGE TO THE NOSE GEAR STRUCTURE AND THE
WHEELS AND MAIN WHEELS. PERSONS ON THE GROUND MUST KNOW HYDRAULIC SYSTEMS.
IF IS POSSIBLE TO BE RUN OVER BY THE NOSE WHEELS, MAIN WHEELS
AND THE TOW VEHICLE. THIS IS BECAUSE THE AIRPLANE WILL CHANGE IF YOU USE A TOW BAR, YOU CAN CAUSE THE SHEAR PINS TO SHEAR IF
POSITION DURING PUSHBACK AND TOWING. MAKE SURE YOU KEEP A YOU USE THE AIRPLANE BRAKES WHILE YOU TOW THE AIRPLANE. MOST
MINIMUM OF 10 FEET (3 METERS) SEPARATION BETWEEN PERSONS ON TOWBARLESS TOW VEHICLES DO NOT HAVE A SHEAR PIN TO LIMIT THE
THE GROUND AND EQUIPMENT THAT MOVES. IF YOU DO NOT KEEP THE LOADS IF AIRPLANE BRAKES ARE USED DURING TOWING. IF AIRPLANE
MINIMUM DISTANCE, A FATAL INJURY CAN OCCUR. BRAKES ARE USED WHILE TOWING WITH A TOWBARLESS TOW VEHICLE
ATTACHED TO THE NOSE LANDING GEAR, DO THE HARD LANDING OR
IF HYDRAULIC SYSTEM A IS PRESSURIZED, STAY CLEAR OF THE NOSE HIGH DRAG/SIDE LOAD LANDING INSPECTION FOR THE NOSE LANDING
LANDING GEAR. DO THIS WHEN THE STEERING LOCKOUT PIN IS REMOVED GEAR AREAS.
FROM THE TOW LEVER. IF YOU DO NOT OBEY THIS WARNING, INJURY TO
PERSONS CAN OCCUR. DO NOT TOW THE AIRPLANE WITH THE NOSE GEAR FULLY COMPRESSED
OR EXTENDED MORE THAN 23.5 INCHES (597 MM) FROM THE BOTTOM OF
IF THE NOSE GEAR STEERING LOCKOUT PIN IS NOT INSTALLED, MAKE THE INNER CYLINDER TO THE BOTTOM OF THE STEERING PLATE. YOU
SURE THAT THE PRESSURE IN THE HYDRAULIC SYSTEM IS COMPLETELY CAN DAMAGE THE NOSE GEAR STRUT INTERNALLY.
REMOVED BEFORE TOWING THE AIRPLANE. IF YOU DO NOT OBEY THIS
WARNING, YOU CAN CAUSE INJURY TO PERSONS AND DAMAGEWTO THE
STEERING COMPONENTS.
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AIR/GROUND SYSTEM
INTRODUCTION
PURPOSE
The air/ground system supplies air mode and ground mode signals to aircraft systems.
COMPONENTS
These are the air/ground system components:
• Main landing gear ground safety sensor.

• Main landing gear air safety sensor.
• Nose landing gear air safety sensor.
• Proximity switch cards (3).
GENERAL DESCRIPTION
One safety sensor monitors the compression of the nose landing gear shock strut.
Two safety sensors monitor the compression of the right main landing gear shock
strut.
Sensor signals go to the landing gear logic shelf. Proximity switch cards in the logic
shelf, one for each safety sensor, process signals from the three sensors. The proximity
switch cards send signals to operate air/ground relays. Airplane systems use the air/
ground relays for aircraft air/ground inputs.
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AIR/GROUND SYSTEM - INTRODUCTION
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AIR/GROUND SYSTEM • Push-pull cable pushes on bellcrank.
• Bellcrank rotates ground target near ground safety sensor.
• Bellcrank rotates air target away from air safety sensor.
MAIN LANDING GEAR SAFETY SENSORS
The air safety sensor sends a signal to the air sensing proximity switch in the landing
PURPOSE gear logic shelf when the right main landing gear is in the air.
Two main landing gear safety sensors supply right main landing gear shock strut The ground safety sensor sends a signal to the ground sensing proximity switch in the
position signals to the air/ground system. landing gear logic shelf when the right main landing gear is on the ground.
LOCATION The push-pull cable also operates the ground spoiler bypass valve. The valve closes
when the right main landing gear shock strut compresses.
The main landing gear safety sensors are in the right, forward, upper area of the main
See the spoilers and speedbrakes section for more information about the ground
landing gear wheel well, outboard of the system B hydraulic reservoir.
spoiler bypass valve.
The sensor identification placards on the sensor bracket show the sensor number.
A push-pull cable goes from the upper torsion link on the right main landing gear to
the bellcrank in the main gear wheel well. The bellcrank moves targets which operate
the safety sensors.
These things happen when the aircraft is in the air:
• Right main landing gear strut extends.

• Upper torsion link rotates down.
• Torsion link pulls push-pull cable.
• Push-pull cable pulls on bellcrank.
• Bellcrank rotates air target near air safety sensor.
• Bellcrank rotates ground target away from ground safety sensor.
These things happen when the aircraft is on the ground:
• Right main landing gear strut compresses.

• Upper torsion link rotates up.
• Torsion link pushes push-pull cable.
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AIR/GROUND SYSTEM - MAIN LANDING GEAR SAFETY SENSORS
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AIR/GROUND SYSTEM
NOSE LANDING GEAR AIR SAFETY SENSOR
PURPOSE
The nose landing gear air safety sensor supplies a nose landing gear shock strut
position signal to the air/ground system.
LOCATION
The nose landing gear air safety sensor is on the lower area of the outer cylinder on
the right side of the nose landing gear. The target is on the right side of the upper
torsion link where the link attaches to the outer cylinder of the nose landing gear.
The sensor identification placard on the sensor bracket shows the sensor number.
The target moves near the sensor when the nose landing gear shock strut extends.
This sends a signal to the nose ground sensing proximity switch card in the landing
gear logic shelf when the aircraft is in the air.
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AIR/GROUND SYSTEM - NOSE LANDING GEAR AIR SAFETY SENSOR
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AIR/GROUND SYSTEM - NOSE LANDING GEAR AIR SAFETY SENSORæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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AIR/GROUND SYSTEM FUNCTIONAL DESCRIPTION
LANDING GEAR LOGIC SHELF The sensing proximity switch cards in the landing gear logic shelf process signals
from the safety sensors and send air/ground signals to air/ground relays.
PURPOSE The landing gear logic shelf also does these functions:
The landing gear logic shelf does these functions for the air/ground system: • Landing gear position indication.
• Landing gear transfer valve control.
• Monitors the landing gear safety sensors. • Landing gear not down warning.
• Operates the air/ground relays. • Takeoff (aural) warning.
LOCATION
The landing gear logic shelf is in the forward equipment compartment. Access to this
compartment is through the access door on the bottom on the aircraft, forward of the
nose landing gear wheel well.
The landing gear logic shelf has these components:
• Circuit cards.
• Other relays.
• Test switches and indications.
The circuit cards control different functions for the landing gear. The air/ground relays
send air/ground signals to aircraft systems. Other relays operate other landing gear
functions.
The test switches and indications let you do a test of the landing gear transfer valve
and operate the air/ground system.
Three red lights on the logic shelf come on when each related sensing proximity
switch card is in the air mode. You can operate the proximity switch card to the air
mode with the air/ground test switches.
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AIR/GROUND SYSTEM - LANDING GEAR LOGIC SHELF
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AIR/GROUND SYSTEM - LANDING GEAR LOGIC SHELFæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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AIR/GROUND SYSTEM - LANDING GEAR LOGIC SHELFæ ææ!)2'2/5.$æ3%.3).'æ4%34æ37)4#(%3æ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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AIR/GROUND SYSTEM FUNCTIONAL DESCRIPTION - GROUND SENSING
FUNCTIONAL DESCRIPTION The ground safety sensor sends target position signals to the ground sensing proximity
switch card. The proximity switch card operates ground sense relays.
PURPOSE This is the sequence for the ground sensing when the aircraft is on the ground:
The air/ground system supplies air/ground signals to aircraft systems. • Target moves near the ground safety sensor.
• Ground sensing proximity switch card sends electrical ground to ground
FUNCTIONAL DESCRIPTION - NOSE SENSING sense relays.
• Ground sense relays energize.
The nose air safety sensor sends target position signals to the nose air sensing
proximity switch card. The proximity switch card operates nose ground sense relays. The opposite of the above happens when the aircraft is in the air. The ground sensing
in air red light comes on when the ground sensing is in the air mode.
This is the sequence for the nose air sensing when the aircraft is on the ground:
FUNCTIONAL DESCRIPTION - PARK AND GROUND
• Target moves far from the nose air safety sensor.
• Nose air sensing proximity switch card sends electrical ground to nose ground The park and squat relay sends a parking brake set on ground signal to these aircraft
sense relays. systems:
• Nose ground sense relays energize.
• Takeoff warning.
The opposite of the above happens when the aircraft is in the air. The nose sensing in • Voice Recorder
air red light comes on when the nose air sensing is in the air mode. • ARINC Communications Addressing and Reporting Systems (ACARS).
FUNCTIONAL DESCRIPTION - AIR SENSING TRAINING INFORMATION POINT

The air safety sensor sends target position signals to the air sensing proximity switch You can change the output of each air sensing proximity card with the sensing test
card. The proximity switch card operates air sense relays. switches on the landing gear logic shelf. Push the test switch to put the proximity card
into the air mode. The in air red light comes on when the card is in the air mode.
This is the sequence for the air sensing when the aircraft is in the air:
• Target moves far from the air safety sensor.

• Air sensing proximity switch card sends electrical ground to air sense relays.
• Air sense relays energize.
• Air sensing in air red comes on.
The opposite of the above happens when the aircraft is on the ground.
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AIR/GROUND SYSTEM - FUNCTIONAL DESCRIPTION
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LG POSITION INDICATING AND WARNING SYSTEM When the landing gear extends to the down and locked position, three green landing
gear position lights come on.
INTRODUCTION
PURPOSE
The landing gear position indicating and warning system shows landing gear position
in the flight compartment. It also warns the pilots when the landing gear is not down
for a landing.
INPUTS
The landing gear position indicating and warning system uses these proximity sensors
to supply landing gear position data to the landing gear logic shelf:
• Left and right main gear up and locked sensors (2).

• Left and right main gear down lock sensors (2).
• Nose gear lock sensor.
• Nose gear down sensors.
The control lever position switch supplies lever position. The horn reset switch sends
a reset signal for aural warning. The auto-throttle mechanisms supply thrust lever
position data.
GENERAL DESCRIPTION
These cards in the landing gear logic shelf process all of the inputs and sends signals
to the landing gear position lights and the aural warning module:
• Proximity switch card (6).

• Main gear red light card.
• Nose red light and takeoff warning card.
• Aural warning logic card.
Three red landing gear position lights come on when the landing gear moves during
extension and retraction and during the gear not down warning.
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LG POSITION INDICATING AND WARNING SYSTEM - INTRODUCTION
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LG POSITION INDICATING AND WARNING SYSTEM
POSITION LIGHTS, LEVER POSITION SWITCH
PURPOSE
The position lights show the pilots the condition of the landing gear.
The control lever position switch provides a signal to the position indicating and
warning system when the landing gear lever moves to the down position.
LOCATION
The position lights are on the landing gear panel on the P2 centre instrument panel,
above the landing gear lever.
The control lever position switch is on the landing gear panel on the P2 centre
instrument panel in the flight compartment.
The green position lights come on when the landing gear moves to the down and
locked position.
The red position lights come on when the position of the control lever is not the same
as the position of the landing gear. The red lights also come on for the visual gear not
down warning.
There is a switch actuation cam on the forward end of the control lever. The cam
moves the lever down position switch to the closed position when the landing gear
lever moves to the down (ON) position.
The switch is open when the landing gear lever is in the UP and OFF positions.
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LG POSITION INDICATING AND WARNING SYSTEM - POSITION LIGHTS, LEVER POSITION SWITCH
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MAIN GEAR UP AND LOCKED SENSOR
PURPOSE
There is one main gear up and locked sensor on each main landing gear uplock
mechanism. They send main gear up and locked information to the landing gear
position indicating and warning system.
LOCATION
The sensors are on the aft sides of the MLG uplock mechanism and move with the
uplock hook.
The targets are also on the uplock mechanism.
The MLG up and locked sensor numbers are S72 for the left and S74 for the right.
The targets are near the sensors when the uplock mechanism moves to the uplock
position. This sends signals to the main gear up and locked proximity switch card in
the landing gear logic shelf when the main landing gear is up and locked.
The sensor wire electrical connectors are on the ceiling of the main landing gear
wheel well.
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LG POSITION INDICATING AND WARNING SYSTEM - MAIN GEAR UP AND LOCKED SENSOR
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LG POSITION INDICATING AND WARNING SYSTEM - MAIN GEAR UP AND LOCKED SENSORæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
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MAIN GEAR DOWNLOCK SENSOR
PURPOSE
There is one main gear down lock sensor on each down lock mechanism. The sensors
supply main landing gear down lock position to the landing gear position indicating
and warning system.
LOCATION
There is one main gear down lock sensor and target on the inboard side of the down
lock mechanism. The MLG down lock sensor numbers are S71 for the left and S73
for the right.
The target moves near the sensor when the down lock mechanism moves to the down
and locked position. This sends a signal to the landing gear position indicating and
warning system in the landing gear logic shelf when the main landing gear is down
and locked.
The sensor wire electrical connectors are on the ceiling of the main landing gear
wheel well.
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LG POSITION INDICATING AND WARNING SYSTEM - MAIN GEAR DOWNLOCK SENSOR
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NOSE GEAR LOCK SENSOR
PURPOSE
There is one nose gear lock sensor on the lock link of the nose landing gear. The
sensor supplies lock position to the landing gear position indicating and warning
system.
LOCATION
The sensor and target are on the top of the aft lock link.
The nose landing gear lock sensor number is S846.
The target moves near the sensor when the lock link moves to the locked position.
The lock link moves to the locked position when the nose landing gear is down and
locked and when it is up and locked. This sends signals to the position indicating
system in the landing gear logic shelf when the nose landing gear is locked.
The sensor wire splice is inside the pressure seal on the right side bulkhead in the
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LG POSITION INDICATING AND WARNING SYSTEM - NOSE GEAR LOCK SENSOR
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LG POSITION INDICATING AND WARNING SYSTEM - NOSE GEAR LOCK SENSORæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
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NOSE GEAR DOWN SENSOR
PURPOSE
The nose gear down sensor supplies nose landing gear down position to the landing
gear position indicating and warning system.
LOCATION
The nose gear down sensor is above the left shock strut bearing in the nose landing
gear wheel well.
The target is attached to the shock strut below the sensor.
The sensor identification placard, on the forward side of the sensor bracket, shows
the sensor number. The nose gear down sensor number is S845.
The target moves near the sensor when the nose landing gear moves to the down
position. This sends signals to the position indicating system in the landing gear logic
shelf when the nose landing gear is in the down position.
The sensor wire splice is inside the pressure seal on the right side bulkhead in the
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LG POSITION INDICATING AND WARNING SYSTEM - NOSE GEAR DOWN SENSOR
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LG POSITION INDICATING AND WARNING SYSTEM - NOSE GEAR DOWN SENSORæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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LG POSITION INDICATING AND WARNING SYSTEM extension).
• Gear not down warning.
FUNCTIONAL DESCRIPTION The red light comes on for the gear not down warning when both of these conditions
are true:
MLG INDICATION
• Left or right thrust lever less than advanced Position.
GENERAL • Landing gear not down and locked.
The landing gear position indicating and warning system operates lights in the flight
compartment to show indications for these MLG conditions:
• Down and locked.

• Lever/gear position disagree.
INPUTS
The landing gear position indicating and warning system gets inputs from four sensors
on the main landing gear. Two sensors are for the down and locked indication, and two
sensors are for the up and locked indication. The control lever position switch supplies
lever position data. The engine switch modules supply thrust lever position for the
gear not down warning. All inputs go to the landing gear logic shelf.
DOWN AND LOCKED INDICATION
The landing gear position green light comes on when the target moves near the down
lock sensor.
DISAGREE AND WARNING INDICATIONS
Two red landing gear position lights, one for each MLG, come on for these conditions:
• Control lever/landing gear position disagree, lever not down, gear not up and
locked (gear retraction).
• Control lever/landing gear position disagree, lever down, gear not down (gear
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LG POSITION INDICATING AND WARNING SYSTEM - FUNCTIONAL DESCRIPTION - MLG INDICATION
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LG POSITION INDICATING AND WARNING SYSTEM (gear extension) .
FUNCTIONAL DESCRIPTION The red light comes on for the gear not down warning when all of these conditions
are true:
NLG INDICATION
• Left or right thrust lever less than advanced position.
GENERAL • Landing gear not down and locked.
The landing gear position indicating and warning system operates lights in the flight
compartment to show indications for these NLG conditions:
• Down and locked.

• Lever/gear position disagree.
INPUTS
The landing gear position indicating and warning system gets inputs from two sensors
on the nose landing gear. One sensor is for the down indication and one sensor is for
the locked indication. The control lever position switch supplies lever position data.
The engine switch modules supply thrust lever position for the gear not down warning.
All inputs go to the landing gear logic shelf.
DOWN AND LOCKED INDICATION
The landing gear position green light comes on when the target is near the down
sensor and is near the lock sensor.
DISAGREE AND WARNING INDICATIONS
A red landing gear position light comes on for these conditions:
• Control lever/landing gear position disagree, lever not down and gear not up
and locked (gear retraction).
• Control lever/landing gear position disagree, lever down and gear not down
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LG POSITION INDICATING AND WARNING SYSTEM - FUNCTIONAL DESCRIPTION - NLG INDICATION
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LG POSITION INDICATING AND WARNING SYSTEM The aural warning operates different for each of these trailing edge (TE) flap conditions:
• Up through 10 units.
AURAL WARNING • 15 units (2 conditions).
• More than 15 units.
TE FLAP POSITION UP THROUGH 10 UNITS
GENERAL
This type of aural warning operates when one or more landing gear is not in the down
The landing gear position indicating and warning system uses the aural warning and locked position and both of these conditions are true:
system to give a landing gear not down aural warning to the pilots.
• Trailing edge flap position up through 10 units.
INPUTS • One or both thrust levers at idle.
The horn can be stopped with the horn reset switch for the above conditions.
The landing gear position sensors send landing gear down and lock position
information to the landing gear logic shelf.
The landing gear control lever position switch sends a down position signal to the
landing gear logic shelf. These switches give trailing edge flap position to the landing
gear logic shelf:
• Flaps up limit switch.

• TE flap landing warning switch.
• Flap takeoff warning switch.
The engine switch modules supply signals when the thrust levers are at the idle
position.
The horn reset switch lets you stop the aural warning during some of the conditions
that cause a landing gear not down aural warning.
AURAL WARNING
The landing gear logic shelf sends a landing gear not down aural warning signal to the
aural warning module. This causes the steady horn to sound. The aural warning has
two types of warnings, one that you can not stop with the horn reset switch and one
that you can stop with the horn reset switch.
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LG POSITION INDICATING AND WARNING SYSTEM - AURAL WARNING - FUNCTIONAL DESCRIPTION
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AURAL WARNING
TE FLAP POSITION 15 UNITS, CONDITION 1
and locked position and all of these conditions are true:
• Trailing edge flap position 15 units.

• One thrust levers at idle and the other thrust lever more than idle.
For these conditions, the horn can be stopped with the horn reset switch.
TE FLAP POSITION 15 UNITS, CONDITION 2
and locked position and all of these conditions are true:
• Trailing edge flap position 15 units.

• Both thrust levers at idle.
For these conditions, the horn can not be stopped with the horn reset switch.
TE FLAP POSITION MORE THAN 15 UNITS
and locked position and trailing edge flap position is more than 15 units.
For these conditions, the horn can not be stopped with the horn reset switch.
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LG POSITION INDICATING AND WARNING SYSTEM - AURAL WARNING - FUNCTIONAL DESCRIPTION
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HYDRAULIC BRAKE SYSTEM
GENERAL
These are the controls and indications for the hydraulic brake system:
• Brake pedals.
• Brake pressure indicator.
• Brake accumulator pressure indicator.
CONTROLS
The captain and first officer brake pedals control the normal, alternate, and parking
brake pressure to the brakes.
INDICATIONS
The hydraulic brake pressure indicators show normal system B and accumulator
pressure. One is in the flight compartment, and one is in the main landing gear wheel
well.
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HYDRAULIC BRAKE SYSTEM - CONTROLS AND INDICATIONS
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HYDRAULIC BRAKE SYSTEM
COMPONENT LOCATION - 3
MAIN LANDING GEAR WHEEL WELL COMPONENTS
These hydraulic brake system components are in or near the main landing gear wheel
well:
• Hydraulic brake accumulator.

• Accumulator servicing components.
• Brake assemblies (4).
ACCUMULATOR SERVICING COMPONENTS
The servicing components are on the aft bulkhead right of the keel in the main landing
gear wheel well.
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HYDRAULIC BRAKE SYSTEM - "2!+%æ!##5-5,!4/2æ æCOMPONENT LOCATION !.$æ)$%.4)&)#!4)/.
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HYDRAULIC BRAKE SYSTEM Two indicator pins on the inboard side of the brake housing show brake wear. You
must apply the brakes to check the wear indicator pins.
BRAKE ASSEMBLY The brake assembly attaches to the main landing gear axle mount flange with 10
bolts. Position pins (not shown) on the axle mount flange align with holes in the brake
PURPOSE mount flange to make sure the brake assembly aligns correctly on the axle.
The main landing gear wheel brakes use hydraulic pressure to decrease speed or TRAINING INFORMATION POINT
stop the aircraft on the ground.
WARNING:
LOCATION
MAKE SURE TO KEEP YOUR FINGERS AWAY FROM THE PARTS OF THE
Each wheel brake is on a main landing gear axle. BRAKE THAT CAN MOVE DURING THE BLEED OPERATION. INJURIES TO
PERSONS CAN OCCUR.
CAUTIONS:
The brake assembly is a rotor-stator unit that operates from hydraulic pressure. The
assembly uses multiple steel discs as rotors and stators. BLEED THE BRAKE SYSTEM CORRECTLY. AIR IN THE SYSTEM CAN MAKE
THE BRAKES UNSERVICEABLE. BRAKES WHICH ARE UNSERVICEABLE
Each main landing gear wheel brake has these components: CAN HAVE A FAILURE DURING OPERATION.
• Stators. DO NOT LET THE BRAKE UNIT WEAR UNTIL THE WEAR INDICATOR PIN IS
• Rotors. BELOW THE SURFACE. DAMAGE TO EQUIPMENT CAN OCCUR.
• Pressure plate.
• Piston (6).
• Adjusters (4).
• Mount flange.
• Wear indicator pins (2).
• Brake hose connection/hydraulic bleed port.
Pistons apply brake system hydraulic pressure to the pressure plate. The pressure
plate pushes the stators and rotors together in the brake housing. This decreases
speed or stops the wheel.
The adjusters automatically adjust for brake wear.
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HYDRAULIC BRAKE SYSTEM - BRAKE ASSEMBLY
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HYDRAULIC BRAKE SYSTEM - BRAKE ASSEMBLYæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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ANTISKID/AUTOBRAKE SYSTEM BRAKE DISARM amber light comes on for these conditions:
• Landing disarm logic true.

CONTROLS AND INDICATIONS • RTO turn-on self check.
• RTO disarm logic true when RTO auto-brakes are applied.
PURPOSE • 2 minutes or less after touchdown if the selector was in the RTO position
since takeoff.
The ANTI SKID INOP amber light comes on if there is a fault in the antiskid system. • RTO autobrake command to apply, and the autobrake solenoid valve pressure
is low.
The antiskid switch controls power to the antiskid system.
The AUTO BRAKE DISARM light also comes on when the autobrake selector is in the
The AUTO BRAKE DISARM amber light shows that there is a disarm condition in the OFF position, and the solenoid valve pressure increases more than 1000 psi.
autobrake system.
The autobrake selector is a six-position selector switch.
The autobrake selector lets the pilots select a landing autobrake deceleration, or
autobrake operation if a rejected takeoff occurs. Positions 1 through MAX give a deceleration command for autobrake operation after
an aircraft makes a landing.
LOCATION
You must pull on the selector to move it to the MAX position.
The antiskid and autobrake system controls and indications are on the P2 centre
The RTO position gives a maximum brake pressure command when the pilot does a
instrument panel inboard from the landing gear control lever.
rejected takeoff.
FUNCTIONAL DESCRIPTION - ANTISKID
The ANTI SKID INOP amber light comes on for these conditions:
• Antiskid switch off or power loss.

• Fault in antiskid system.
• Parking brake system disagree.
• Parking brake set in air.
The antiskid switch supplies power to the antiskid system when the switch is in the
ON position.
FUNCTIONAL DESCRIPTION - AUTOBRAKE
When the autobrake selector is in the 1, 2, 3, or MAX position, the AUTO
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ANTISKID/AUTOBRAKE SYSTEM - CONTROLS AND INDICATIONS
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ANTISKID/AUTOBRAKE SYSTEM MAIN LANDING GEAR
COMPONENT LOCATION The transducers are in each main landing gear axle adapter assembly.
GENERAL
The components for the hydraulic brake system are in these locations:
• Main landing gear.
FLIGHT COMPARTMENT
These components are on the P2 panel in the flight compartment:
• ANTI SKID INOP light.

• AUTO BRAKE DISARM light.
• Autobrake select switch.
The antiskid control unit is on the E1-3 shelf in the electronic equipment compartment.
There are two normal antiskid valves on each side of the aft bulkhead of the main
landing gear wheel well. There is one alternate antiskid valve on each outboard side
of the ceiling of the main landing gear wheel well.
The autobrake pressure control module is on the ceiling of the main landing gear
wheel well.
There are two autobrake shuttle valves on the aft bulkhead of the main landing gear
wheel well.
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ANTISKID/AUTOBRAKE SYSTEM - COMPONENT LOCATION
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ANTISKID/AUTOBRAKE SYSTEM
ANTISKID CONTROL UNIT
PURPOSE
The antiskid control unit (ACU) contains circuit cards for the antiskid and autobrake
systems and for the related BITE functions.
LOCATION
The antiskid control unit is on the E3-2 shelf in the electronic equipment compartment.
GENERAL DESCRIPTION
The antiskid control unit sends brake release inputs to the antiskid valves and brake
application inputs to the autobrake pressure control module.
The antiskid control unit also monitors the antiskid and autobrake systems for faults
and does the built-in test functions.
Built-in test functions on the BITE panel of the antiskid control unit lets you show faults
and do tests on the antiskid and autobrake systems.
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ANTISKID/AUTOBRAKE SYSTEM - ANTISKID CONTROL UNITæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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ANTISKID/AUTOBRAKE SYSTEM SKID PROTECTION TEST
TRAINING INFORMATION POINT Move the select switch to the LO, LI, RI, or RO position to do a test of the skid
protection input to the normal antiskid valves. Move the select switch to the L ALT or
R AL T positions to do a test of the alternate antiskid valves. To start the test, hold
ACU BITE the VALVE test switch, then push the SKID test switch. The test passes when the left
green indication light comes on momentarily then the centre green light comes on.
GENERAL
LOCKED WHEEL PROTECTION TEST
These are some of the tests you can do with the BITE of the antiskid control unit:
Move the select switch to the LO, LI, RI, or RO position to do a test of the locked wheel
• Antiskid valve test. protection input to the normal antiskid valves. Move the select switch to the L ALT or
• Transducer test. R ALT position to do a test of the alternate antiskid valves. To start the test, hold the
• Skid protection test. VALVE test switch, then push the LW test switch. The test passes when the right green
• Locked wheel protection test. indication light comes on.
• Skid response test.
• Autobrake system test. SKID RESPONSE TEST
The rotary select switch lets you select which antiskid valve or transducer for test.
Push the test switches one at a time, or two together to start the tests. The skid response test operates the antiskid valves. Hydraulic system B supplies
pressure and the brake pedals are held in the applied position during the test. Move
The indication lights show the results of the tests. the select switch to the LO, LI, RI, or RO position to do a test of the skid response to
the normal antiskid valves. To start the test, hold the SKID test switch, then push the
Follow the instructions in the AMM when you do these tests. LW test switch. The outboard brakes release and then apply again when you do a test
in the LO and RO positions. The inboard brakes release and then apply again when
you do a test in the LI and RI positions.
ANTISKID VALVE TEST
To do a test of the alternate antiskid valves, hydraulic system B does not supply
Move the select switch to the LO, LI, RI, or RO position to do a test of the normal pressure, but system A does. The brake pedals are held in the applied position. Move
antiskid valves. Move the select switch to the L ALT or R ALT position to do a test of the select switch to the L ALT or R ALT positions to do a test of the skid response to
the alternate antiskid valves. To start the test, hold the VALVE test switch. If the centre the alternate antiskid valves. To start the test, hold the VALVE test switch, then push
green indication light comes on, the valve is good. the SKID test switch. The left brakes release and then apply again when you do a test
in the L ALT position. The right brakes release and then apply again when you do a
TRANSDUCER TEST test in the R ALT position.
Move the select switch to the LO, LI, RI, or RO position to do a test of the wheel speed
transducers. To start the test, hold the XDCR test switch. If the right green indication
light comes on, the valve is good.
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ANTISKID/AUTOBRAKE SYSTEM - TRAINING INFORMATION POINT - ACU BITE
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ANTISKID/AUTOBRAKE SYSTEM
ACU BITE
AUTOBRAKE SYSTEM TEST
Use the ABS test switch to start the autobrake system test. During the test, you move
the speedbrake lever and thrust levers. Use a stopwatch to measure the time from
when you move the thrust lever to idle and the ABS amber light on the antiskid control
unit comes on. The AUTO BRAKE DISARM light on the P2 panel also comes on when
the ABS light comes on.
When both lights flash after 57 seconds, the test passed. If both lights come on and
do not flash, stop the stopwatch. The test found a fault. Use the table in the AMM to
see which fault occurred.
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ANTISKID/AUTOBRAKE SYSTEM - TRAINING INFORMATION POINT - ACU BITE
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INTENTIONALLY
BLANK
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ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŜŘŗȱȱŞŝŜ
OXYGEN TRAINING INFORMATION POINT
CREW You replace the oxygen cylinder for servicing.
Access to the cylinder is from the forward cargo compartment.

OXYGEN CYLINDER
There are different cylinder sizes. The 115 cubic foot steel cylinder is interchangeable
PURPOSE with the 115 cubic foot graphite cylinder. Make sure you use the same size cylinder for
replacement. The cylinder must correctly install into the support rack.
The oxygen cylinder holds the oxygen for the flight crew system.
Keep oxygen cylinder and components clean and free from grease, oil, or other
PHYSICAL DESCRIPTION contamination. Use only approved cleaning, installation, and test materials.
Bleed pressure out of the supply lines at the crew masks before you disconnect the
The crew oxygen cylinder has these features: bottle connections. Do not torque line fittings when they are pressurized. Do not put
too much torque on the cylinder shutoff valve or cylinder coupling fittings.
• Made of steel and painted green.
• Has a capacity of 39 cubic feet.
• Has a head assembly.
The cylinder head assembly with these parts:
• Slow opening shutoff valve.

• Cylinder pressure indicator.
• Frangible disk.
A mechanical pressure indicator on the cylinder shows the cylinder pressure.
The cylinder pressure is 1850 psig at a temperature of 70°F.
The cylinder is on a roller rack. Clamps hold the cylinder in position.
LOCATION
The crew oxygen cylinder is in the forward cargo compartment on the right side for-
ward of the cargo door.
A fibreglass shroud is around the cylinder.
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OXYGEN - CREW - OXYGEN CYLINDER
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OXYGEN
PASSENGER
ALTITUDE PRESSURE SWITCH
PURPOSE
The altitude pressure switch actuates the passenger oxygen system automatically
when the cabin altitude is at or above 14000 feet.
The altitude pressure switch has an aneroid capsule.
LOCATION
The altitude pressure switch is in the J13 shield in the EE compartment. The J13
shield is behind the E3-1 shelf.
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OXYGEN - PASSENGER - ALTITUDE PRESSURE SWITCH
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INTENTIONALLY
BLANK
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PNEUMATIC SYSTEMS
ENGINE BLEED AIR
BLEED AIR CHECK VALVE (5TH STAGE)
PURPOSE
The 5th stage bleed air check valve prevents 9th stage bleed air flow into the 5th
stage bleed port.
The bleed air check valve is a split-flapper check valve.
LOCATION
The bleed air check valve is part of the engine bleed air manifold. It is on the left side
of the engine high pressure compressor case.
The valve lets air flow go in the direction of the arrow. It stops air flow in the opposite
direction.
Two semicircular flappers control air flow. Normal airflow opens the flappers.
Reverse airflow closes the flappers.
Install the bleed air check valve so that the flow arrow points away from the 5th stage
bleed port. Align the flange clamps correctly and torque to specifications. Improperly
aligned or loose clamps may interfere with engine components or the inner thrust
reverser cowls.
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PNEUMATIC SYSTEMS - ENGINE BLEED AIR - BLEED AIR CHECK VALVE (5TH STAGE)
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PNEUMATIC SYSTEMS - ENGINE BLEED AIR - HIGH STAGE REGULATOR/VALVE
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PNEUMATIC SYSTEMS - ENGINE BLEED AIR - BAR AND PRSOV
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PNEUMATIC SYSTEMS
INDICATING
INTRODUCTION
PURPOSE
The indicating system gives the flight crew displays of the pneumatic system status.
The displays show this data:
• Right and left pneumatic manifold pressures DUAL BLEED conditions.
GENERAL DESCRIPTION
Pneumatic system indications are on the air conditioning/bleed air controls panel.
A dual needle (right and left) pressure indicator shows the pressure in the right and
left sides of the pneumatic manifold.
A DUAL BLEED light comes on when pneumatic manifold pressure supply comes
from the APU and one or both engine bleed systems.
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PNEUMATIC SYSTEMS - INDICATING - INTRODUCTION
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PNEUMATIC SYSTEMS TRAINING INFORMATION POINT
INDICATING The condensation drain cap can be removed to drain water that comes from
condensation.
DUCT PRESSURE TRANSDUCER
PURPOSE
The duct pressure transmitter supplies pneumatic pressure signals to the P5-10 air
conditioning panel pressure gauge.
LOCATION
There are two pressure transmitters. One for each side (left and right) of the
pneumatic manifold. The pressure transmitters are on the outboard bulkheads of the
air conditioning bays, near the pneumatic crossover duct.
The pressure transmitters attach with band clamps in vibration isolating shock mounts.
The transmitters have these parts:
• Hermetically sealed case.

• Duct pressure sense line.
• Ambient vent.
• Electric connector.
• Zero adjustment nut.
• Condensation drain cap.
OPERATIONAL CONTROLS
You can calibrate the pressure transmitters to show zero on the P5-10 air conditioning
panel pressure indicator. Adjust the zero nut on the transmitter cases to calibrate
them. Depressurize the pneumatic manifold before you calibrate the transmitters.
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ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŜřśȱȱŞŝŜ
WATER/WASTE
INTRODUCTION
PURPOSE
The water and waste system supplies potable water to the lavatories and galleys and
it removes sink waste.
The water and waste system also removes rain water from the door sill areas.
GENERAL DESCRIPTION
The water and waste system has these subsystems:
• Potable water.
• Air supply.
• Waste disposal.
The potable water system supplies water to the lavatories and galleys.
The air supply system pressurizes the water tank.
The waste disposal system removes waste from the lavatories, galleys, and door sill
drains.
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WATER/WASTE - INTRODUCTION
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WATER/WASTE
POTABLE WATER
INTRODUCTION
PURPOSE
The potable water system supplies potable water to the lavatories and galleys.
GENERAL DESCRIPTION
The potable water system has these subsystems:
• Passenger water.
• Water heating.
• Water quantity indication.
The passenger water system supplies water to the lavatories and galleys.
The water heating system heats the water supplied to the lavatory hot water faucets.
The water quantity indication system measures and displays the quantity of water in
the potable water system.
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WATER/WASTE - POTABLE WATER - INTRODUCTION
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WATER/WASTE TRAINING INFORMATION POINT
POTABLE WATER When you drain the potable water system, you must drain water from these two areas:
• The water service panel.

FUNCTIONAL DESCRIPTION • The forward lavatory.
The potable water system has one tank that holds potable water. The water service panel lets you drain the water tank and aft supply lines. The forward
lavatory drain valve lets you drain the forward water supply lines.
You fill and drain the water tank at the water service panel.
WARNINGS:
To fill the water tank, you open the fill/overflow valve and add water through the potable
water fill fitting until the water overflows from the potable water overflow outlet.
IF THE POTABLE WATER SYSTEM IS NOT DRAINED OR IN NORMAL USE, A
MINIMUM OF ONE TIME EACH THREE DAYS, THE GROWTH OF BACTERIA
The water tank supplies water to these locations:
CAN OCCUR. IF BACTERIA GROWTH CONTINUES, AND YOU DRINK THE
WATER, ILLNESS CAN OCCUR.
• Galley faucets.
• Lavatory faucets.
SEAL THE CARGO COMPARTMENT WITH LINING. OBEY THE INSTRUCTIONS
IN THE SPECIFIED PROCEDURE WHEN YOU INSTALL THE LINING. IF
Each lavatory has a drain valve. The forward lavatory drain valve drains water from the
YOU INSTALL THE LINING INCORRECTLY, SMOKE CAN GET INTO THE
forward water supply lines.
PASSENGER COMPARTMENT DURING A FIRE.
A water heater in each lavatory increases the temperature of the water supplied to
the hot water faucet. You must fully drain the potable water system before you add a disinfectant or when
you park the airplane in cold weather. You must remove the cargo compartment lining
The water tank quantity transmitter sends the water quantity data to a water quantity to get access to some of the potable water system components. Make sure you
indicator. The water quantity indicator shows the level of water in the tank. correctly replace the lining when you are done.
The water tank is pressurized from the pneumatic manifold.
To drain the potable water system, you open these valves:
• Water tank drain valve.

• Forward lavatory drain valve.
When you drain the potable water system, the water drains overboard through the
forward and aft potable water drain fittings.
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WATER/WASTE - POTABLE WATER - FUNCTIONAL DESCRIPTION
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WATER/WASTE
PASSENGER WATER SYSTEM
GENERAL DESCRIPTION
PURPOSE
The potable water system supplies water to the galleys and toilets for use by the
passengers and crew.
GENERAL DESCRIPTION
The potable water system has these parts:
• Water tank.
• Quantity indication.
• Pressurization components.
• Servicing area.
• Distribution lines.
The water system components are at the aft of the airplane.
It is pressurized by a filtered, regulated air supply that supplies water to the galleys
and lavatories.
The filling, draining, and manual pressurization are done from the service panel.
The amount of water in the tank shows on the indicator above the aft galley service
door.
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WATER/WASTE - PASSENGER WATER SYSTEM - GENERAL DESCRIPTION
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WATER/WASTE
WATER TANK
PURPOSE
The potable water tank stores water for use by the passengers and crew.
LOCATION
The tank is aft of the aft cargo compartment, on the right side.
The tank is cylindrical and is made of fibreglass. It attaches by struts and mounting
brackets to the airplane structure. A three-piece fibreglass blanket supplies insulation
for the tank.
These are the connections on the upper section of the tank:
• Air pressure line.

• Fill line.
• Supply line.
• Overflow line.
A quantity transmitter is in the tank. Access to the transmitter is through a panel in

the end of the tank. A drain valve is on the bottom of the tank. Access to the tank is
through the bulkhead in the aft end of the aft cargo compartment.
Tank quantity is measured by a standpipe in the tank. The standpipe is connected to

the overflow line.
The tank has a usable water capacity of 34 US gallons.
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WATER/WASTE - PASSENGER WATER SYSTEM - WATER TANK
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WATER/WASTE The service panel can not be properly closed if the valve handles are not in the
CLOSED positions.
PASSENGER WATER SYSTEM The tank can be manually pressurized through the air valve.
SERVICE PANEL TRAINING INFORMATION POINT
PURPOSE The tank is fully serviced when water from the tank comes out of the overflow fitting.
A potable water service panel provides for fill, drain, and pressurization of the potable
water tank.
LOCATION
The water service panel is on the lower section of the aft fuselage.
These are the components on the service panel:
• Fill and overflow valve handle.

• Drain valve handle.
• Capped fill fitting.
• Overflow fitting.
• Air valve.
GENERAL DESCRIPTION
The fill and overflow valve handle must be in the OPEN position to service the water
tank.
The handle must be in the CLOSED position for flight.
The drain valve handle must be in the OPEN position to drain the tank. The handle
must be in the CLOSED position for flight, servicing the tank, and pressurizing the
tank.
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WATER/WASTE - PASSENGER WATER SYSTEM - SERVICE PANEL
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WATER/WASTE For normal operation, the valve handle is in the CLOSED position. In this position, the
service panel lines are isolated from the fill and overflow lines from the tank.
FILL AND OVERFLOW VALVE
PURPOSE
The fill and overflow valve is used to fill the potable water tank to the tank standpipe
capacity.
LOCATION
The valve assembly is on the left ceiling structure left of the water tank.
The fill and overflow valve operates manually by a shaft from the handle on the water
service panel. The valve is a four-port valve.
The valve has these parts:
• Valve body.
• Operating shaft.
• Fill line from the service panel.
• Fill line to the water tank.
• Overflow line from the water tank.
• Overflow line to the service panel.
For servicing, put the valve handle to the OPEN position. This connects the service
panel fill line to the tank fill line. Also, the tank overflow line is connected to the service
panel overflow line. Fill the tank through the service fill line until water overflows from
the service overflow line.
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WATER/WASTE - PASSENGER WATER SYSTEM - FILL AND OVERFLOW VALVE
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŜŚşȱȱŞŝŜ

WATER/WASTE • E, 1/4, 1/2, and 3/4 lights on - Tank is 3/4 full.
• All lights on - Tank is full.
QUANTITY INDICATION To remove the transmitter, you must drain the tank and open the access panel.
PURPOSE These components must be disconnected:
The quantity indication shows the amount of water in the potable water tank. • Electrical connector.
• Water lines.
LOCATION • Pressurization line.
• Drain valve.
• Tank attachments.
The quantity transmitter is in the water tank. It is in a vertical position.
From inside the tank, the cotter pin, washer, and float are removed from the transmitter
The quantity indicator is above the aft galley service door.
tube. The tank must be rotated forward to remove the transmitter tube.
The quantity transmitter has 10 reed switches and 3 diodes in a tube. A float with 3
magnets surrounds the tube.
The quantity indicator has 5 lights and a push button.
The lights are E, 1/4, 1/2, 3/4, and F. These lights are normally not on.
OPERATION
To show the quantity of water in the tank, push the push-button. The quantity shows
by the lights that are on.
These are the quantity indications:
• E light on - Tank is empty.

• E and 1/4 lights on - Tank is 1/4 full.
• E, 1/4, and 1/2 lights on - Tank is 1/2 full.
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WATER/WASTE - PASSENGER WATER SYSTEM - QUANTITY INDICATION
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WATER/WASTE
QUANTITY INDICATION
The amount of water in the tank determines the position of the float. The magnets on
the float close the reed switches.
When you push the push button on the quantity indicator, you see these indications:
• E light on - Tank is empty.

• E and 1/4 lights on - Tank is 1/4 full.
• E, 1/4 and 1/2 lights on - Tank is 1/2 full.
• E, 1/4, 1/2 and 3/4 lights on - Tank is 3/4 full.
• All lights on - Tank is full.
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WATER/WASTE - PASSENGER WATER SYSTEM - QUANTITY INDICATION - FUNCTIONAL DESCRPTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŜśřȱȱŞŝŜ

WATER/WASTE
DRAIN VALVE
PURPOSE
The drain valve drains these components:
• Potable water tank.

• Fill and overflow lines aft of the fill and overflow valve.
• Supply lines to the aft lavatories wash basins.
LOCATION
The valve is on the bottom left side of the water tank. Access to the valve is through
the aft bulkhead of the aft cargo compartment.
The valve is a two-port valve that operates manually by a handle on the water service
panel. When the valve is open, water drains from the tank through a drain line.
The drain outlet is in the fuselage skin, on the right side of the water service panel.
The valve must be closed for flight.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŜśŚȱȱŞŝŜ

WATER/WASTE - PASSENGER WATER SYSTEM - DRAIN VALVE
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŜśśȱȱŞŝŜ

WATER/WASTE
POTABLE WATER TANK
PRESSURIZATION COMPONENTS
PURPOSE
The potable water pressurization system forces the water from the water tank through
the distribution lines to the galleys and lavatories.
LOCATION
The pressurization system components are above the water tank. The pneumatic
connection is opposite the left turbofan valve connection to the APU duct in the keel
beam. The external connection is on the service panel.
Air from the pneumatic manifold goes through these components before it goes into
the tank:
• Filter.
• Pressure regulator (25 psi).
• Check valve.
A pressure relief valve prevents over-pressurization of the tank. The valve opens at
50 psi and resets at 37 psi.
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WATER/WASTE - POTABLE WATER TANK - PRESSURIZATION COMPONENTS
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WATER/WASTE
TOILET SYSTEM
INTRODUCTION
PURPOSE
The lavatories provide sanitary facilities for the passengers and crew.
GENERAL DESCRIPTION
There are toilet facilities in each lavatory.
Each toilet has a waste tank under the toilet bowl. The flushing system removes the
waste from the toilet bowl and cleans the bowl.
The toilet odours are removed to the outside of the airplane by the toilet vents.
Servicing of the toilets is with the forward and aft toilet service panels.
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WATER/WASTE - TOILET SYSTEM - INTRODUCTION
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WATER/WASTE
TOILET SYSTEM
GENERAL DESCRIPTION
Each lavatory has a shroud that covers a toilet waste tank. Each tank is made of
fibreglass with a laminated stainless steel/fibreglass top.
These are the flushing components:
• Flush handle.
• Timer.
• Motor/pump-filter assembly.
• Drain and vent lines.
All the components, except the flushing handle and timer, are attached to the top of
the tank. The flushing handle and timer are above the tank.
A stainless steel toilet bowl is attached to the tank top. The bowl has a hinged separator
between the bottom of the bowl and the tank.
The tank is held in position by tie down rods. It is over a drain hole in the cabin floor
and connects to an exterior drain line. The floor forms a catch basin which drains to
the exterior drain line.
The forward and aft tanks are not interchangeable.
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WATER/WASTE - TOILET SYSTEM - GENERAL DESCRIPTION
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WATER/WASTE
TOILET SYSTEM
TOILET FLUSH MOTOR/PUMP-FILTER ASSEMBLY
PURPOSE
The toilet flush motor/pump-filter assembly flushes the toilet bowl with the fluid from
the toilet tank.
LOCATION
The assembly is inside the toilet tank. Access is from the top of the tank. It is held by
six bolts.
The assembly consists of a motor, pump, and filter. These are assembled as a
unit. This assembly attaches to the tank top by a mounting plate. Six bolts hold the
assembly to the tank top.
GENERAL DESCRIPTION
The assembly operates for 10 seconds during the flushing cycle. Fluid from the tank
goes through the filter into the bowl and back to the tank. During servicing, water from
the service panel enters the inside of the filter to clean the inside of the filter.
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WATER/WASTE - TOILET SYSTEM - TOILET FLUSH MOTOR/PUMP-FILTER ASSEMBLY
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŜŜřȱȱŞŝŜ

WATER/WASTE
TOILET SYSTEM
TOILET DRAIN VALVE
PURPOSE
The toilet drain valve is used during toilet servicing to drain the toilet tank.
LOCATION
The valve is inside the toilet tank at the bottom.
The valve is opened during servicing of the toilet tank. Pull the valve handle on the
service panel to open the valve. Turn the handle to the locked position to hold the
valve open.
After servicing, the valve closes by the action of the valve spring in the telescoping
guide tube.
A rubber boot is around the spring and guide tube to keep waste out of the spring
housing.
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WATER/WASTE - TOILET SYSTEM - TOILET DRAIN VALVE
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŜŜśȱȱŞŝŜ

WATER/WASTE
TOILET SYSTEM
FORWARD LAVATORY WASTE DRAIN BALL VALVE
PURPOSE
The forward lavatory waste drain ball valve prevents waste from downstream in the
drain.
LOCATION
The valve is in the forward tank drain line and is in the electronic equipment
compartment, forward of the E1 rack.
The valve is between the toilet drain valve and the forward service panel drain valve.
The valve is a ball in a spherical housing.
The toilet tank drain valve connects to the upper arm of the valve positioning lever by
a cable assembly.
OPERATION
Pull the drain valve handle on the forward service panel to open the ball valve and the
toilet tank drain valve.
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WATER/WASTE - TOILET SYSTEM - FORWARD LAVATORY WASTE DRAIN BALL VALVE
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŜŜŝȱȱŞŝŜ

WATER/WASTE
TOILET SYSTEM
TOILET SERVICE PANELS
PURPOSE
The toilet service panel lets ground personnel service the toilet waste tanks from
outside the airplane.
LOCATION
There are two external toilet service panels. The forward panel is on the right side, aft
of the external power access panel. The aft toilet service panel is on the right side,
forward of the aft outflow valve.
Each service panel has a single toilet drain outlet. For each toilet waste tank, there
is a flush port and a drain valve handle. The flush port has a hinged cap to prevent
water leakage. The toilet drain outlet has a flapper valve with a hinged drain cap on
the outside. The toilet flapper valve prevents draining the toilet tank when the drain
cap is open.
OPERATION
To drain the waste tank, open the drain cap. Connect the line from the service cart
to the toilet drain outlet. Turn the open lever 1/4 turn to open the toilet flapper valve.
After you drain, flush, and pre-charge the toilet system, remove the line from the toilet
drain. Close and latch the drain cap to reset the flapper valve.
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WATER/WASTE - TOILET SYSTEM - TOILET SERVICE PANELS
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WATER/WASTE
TOILET SYSTEM
TOILET FLUSH MOTOR/PUMP-FILTER ASSEMBLY
FUNCTIONAL
When you push the flush switch, the timing circuit and the timing relay energize for
10 seconds. Power is supplied to operate the toilet flush motor. The reversing relay
energizes at every other flush cycle. This causes the motor to change direction of
rotation.
The flush motor operates for 10 seconds during each cycle.
The motor has self-resettable thermal switches for overheat protection.
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WATER/WASTE - TOILET SYSTEM - TOILET FLUSH MOTOR/PUMP-FILTER ASSEMBLY - FUNCTIONAL DESCRIPTION
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WATER/WASTE
TOILET SYSTEM
TOILET
When the flush control is activated, the motor operates the pump in the toilet tank.
This pumps fluid from the toilet tank through the filter into the bowl flush ring. The fluid
then flows back to the toilet tank. A separator at the bottom of the toilet bowl hides the
waste in the tank from the passenger view. The flush operation keeps the separator
clean.
During servicing, the separator should be in the up position. If it is not, do a check of

the flush operation and pull the separator back to the normal position.
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WATER/WASTE - TOILET SYSTEM - TOILET - FUNCTIONAL DESCRIPTION
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INTENTIONALLY
BLANK
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ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŜŝśȱȱŞŝŜ
AUXILIARY POWER UNIT
INTRODUCTION
PURPOSE
The Allied Signal 85-129 auxiliary power unit (APU) supplies electrical and pneumatic
power. This lets aircraft systems operate without the use of ground power sources or
the engines. The APU can also supply electrical and pneumatic power in the air.
ALTITUDE OPERATIONAL LIMITS
The APU generator can supply 60 KVA electrical power up to 35,000 feet (10,700
meters). Electrical and pneumatic power is available up to 10,000 feet (3,050 meters).
Pneumatic power or electrical power (but not both) is available up to 17,000 feet
(5,200 meters).
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AUXILIARY POWER UNIT - INTRODUCTION
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AUXILIARY POWER UNIT The APU drives the AGB through a reduction gear to maintain 6000 RPM at the
generator pad.
GENERAL DESCRIPTION
APU FUEL SYSTEM
GENERAL The APU fuel system supplies fuel to the combustion chamber.
The APU system contains these subsystems:

APU IGNITION AND START SYSTEM
• APU power plant (49-10).
• APU engine (49-20). The APU ignition and start system provides the means to turn the APU engine to
• APU fuel system (49-30). starting speed and to ignite the fuel-air mixture in the combustion chamber.
• APU ignition and start system (49-40).
• APU bleed air system (49-50). APU BLEED AIR SYSTEM
• APU controls (49-60).
• APU indicating system (49-70). The APU bleed air system supplies pressurized air to the aircraft pneumatic system.
• APU exhaust system (49-80). The cooling air system for the APU supplies the air to control the temperature of the
• APU lubrication system (49-90). APU electrical generator and APU lubrication system. A surge control valve vents
unnecessary bleed air overboard through the exhaust. A bleed air valve (BAV) isolates
APU POWER PLANT the APU air system from the pneumatic system.
The APU is a gas turbine engine. It has a single shaft and operates at a constant APU CONTROLS
speed.
The APU can supply pneumatic bleed air and electrical power to the aircraft while the
APU ENGINE aircraft is on the ground or in flight. An APU control unit controls the APU functions.
An electronic temperature control unit (ETC) controls exhaust gas temperature of the
These are the primary APU engine components: APU.
• Compressor section. The APU control unit monitors APU functions and controls these lights:
• Turbine section.
• Accessory gear box (AGB). • Maintenance light (blue).
• Low oil pressure light (amber).
The power section has a two-stage centrifugal compressor and a single-stage radial • Fault light (amber).
inflow turbine. • Over-speed light (amber).
The AGB provides gear reduction for the high speed torque of the power section to
the accessories on the gearbox.
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AUXILIARY POWER UNIT - GENERAL DESCRIPTION
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GENERAL DESCRIPTION
APU INDICATING SYSTEM
The APU indicating system consists of these components:
• EGT gauge.
• Elapse time indicator.
The APU indications are on the P5 panel.
APU EXHAUST SYSTEM
The APU exhaust system sends the APU exhaust gases through the APU muffler.
The muffler sends the APU exhaust out the tail-cone.
APU LUBRICATION SYSTEM
The APU lubrication system lubricates and cools the APU bearings and the AGB.
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AUXILIARY POWER UNIT - GENERAL DESCRIPTION
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AUXILIARY POWER UNIT FLIGHT COMPARTMENT
COMPONENT LOCATION These APU components are in the flight compartment:
• APU switch - (APU/engine start panel) (P5).

GENERAL • APU bleed air switch - (air conditioning module) (P5).
• APU generator switches - (AC system generator/APU control module) (P5).
The APU is in the aft fuselage of the aircraft. A firewall isolates the APU compartment • APU EGT indicator and APU indication lights - (AC system generator/APU
from the aircraft fuselage and the horizontal stabilizer assembly. control module) (P5).
• APU light (system annunciator lights and Master Caution) (P7).
AIR INLET • APU fire warning switch (Engine and APU fire protection module) (P8).
The APU air inlet is on the right side of the aft fuselage. It is forward and below the
horizontal stabilizer, and aft of the right service door. The APU access door at the
bottom of the APU compartment is for servicing and maintenance.
APU CONTROL UNIT
The APU control unit controls the starting, operation, and shutdown of the APU.
ELECTRONIC TEMPERATURE CONTROL UNIT
The APU electronic temperature control (ETC) unit is in the aft cargo compartment. It
is on the right side of the compartment, aft of the cargo door on the E6 rack.
• These APU components are in the EE compartment:

• APU control unit.
• R5 APU start relay.
• Battery.
RIGHT WHEEL WELL
The APU ground control panel (P28) and fire alarm horn are in the right main wheel
well, on the aft bulkhead.
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AUXILIARY POWER UNIT - COMPONENT LOCATION
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APU ENGINE
GENERAL OPERATION
PURPOSE
The APU engine is a gas turbine that consists of a two-stage centrifugal compressor
directly coupled to a single-stage radial inflow turbine. The turbine shaft is geared to
the accessory drive section and provides power to drive the engine accessories and
the generator.
The APU air inlet provides air for combustion and cooling.
OPERATION
The APU air system consists of pneumatic, mechanical, and electrical components
which regulate the rate and maximum amount of bleed air that can be drawn from the
APU for use in the aircraft pneumatic system.
A fan driven by the accessory drive section supplies cooling air to the AC electrical
generator and lubricating oil cooler.
The APU engine fuel system delivers fuel from the aircraft tank 1 to the APU engine
where it is metered and delivered to the combustion chamber. The fuel system
regulates the fuel flow to maintain a constant speed.
The APU exhaust is a sound reducing system that directs the APU exhaust gases
overboard through an air cooled exhaust duct. A four-junction thermocouple is in the
exhaust for control and indication.
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AUXILIARY POWER UNIT - APU ENGINE - GENERAL OPERATION
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POWER PLANT
GENERAL
The APU power plant consists of the APU engine assembly. The APU can operate on
the ground or in-flight.
SYSTEM DESCRIPTION
A titanium shroud encloses the APU engine completely. The air inlet supplies air for
the engine and for accessories cooling. Fuel flows through a shrouded line from fuel
tank 1 to a fitting on the upper shroud.
The APU supplies bleed air to the pneumatic system through a bleed valve.
A generator driven by the APU supplies electrical power to the electrical system.
COMPONENT OPERATION
Air enters through the air inlet door on the right side of the aft fuselage. The airflow
splits into two paths, one for the engine and another for the accessory cooling. The
cooling air exhausts overboard through an opening in the lower shroud.
Four exhaust cooling air intake holes cool the exhaust duct.
Access to the APU is through an access door that completely encloses the APU
compartment.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŜŞŜȱȱŞŝŜ

AUXILIARY POWER UNIT - POWER PLANT
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POWERPLANT
ACCESS DOOR
GENERAL
Access to the APU compartment is through the access door.
LOCATION
The door is directly below the APU.
COMPONENT DESCRIPTION
The access door has hinges on the right side and latches on the left side. It consists of
a skin, ribs, and stringers. The outside of the door forms to the contour of the fuselage.
These components are on the inside of the door:
• Two door open hold rods.

• Two drain cups.
• Cooling air exhaust port.
A drain mast that connects to the drain cups is on the outside.
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AUXILIARY POWER UNIT - POWERPLANT - ACCESS DOOR
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POWERPLANT
SHROUD
PURPOSE
A titanium shroud encloses the APU engine. The shroud provides a fireproof and
sound reducing enclosure.
LOCATION
The shroud is in the APU compartment in the aft section of the fuselage.
The shroud consists of upper and lower sections. The upper section attaches to the
aircraft structure by four struts. The upper shroud supports the APU engine with three
mounts. The upper shroud contains these components:
• Compressor inlet air interface.

• Cooling air inlet flange.
• Fuel line.
• Fuel heater.
• Engine mounts (3).
• Electrical disconnects.
• Bleed air duct.
The lower shroud contains these components:
• Cooling air exhaust.

• Drain line.
• Drain Fittings (2).
• Latches (10).
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AUXILIARY POWER UNIT - POWERPLANT - SHROUD
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POWERPLANT
SHROUD DRAINS
PURPOSE
The shroud drains provide a way to drain the unburned fuel from the engine and to
drain fuel or oil from the shroud if there is a leak inside the shroud.
At the aft end of the shroud, a drain cup with a standpipe picks up the unburned fuel
that is discharged through the turbine exhaust port. Two fuel drain lines connect to
a fitting on the APU. The drain line ends at a fitting at the forward end of the shroud.
Through this fitting, fuel or oil drains from the shroud. Both fittings at the forward end
of the shroud mate with drain cups in the APU compartment access door. The drain
cups in the access door connect to the drain mast.
It is necessary to inspect the drains for deterioration due to corrosion. Blow compressed
air through the drain lines and cups to clean them.
Use extreme care not to damage the shroud drain lines when you handle the shroud.
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AUXILIARY POWER UNIT - POWERPLANT - SHROUD DRAINS
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AUXILIARY POWER UNIT OPERATION
POWERPLANT When the actuator has power, the push rods move the door to the open position.
Movement of the door deflects the flap on the vortex generator for improvement of air
flow into the inlet. When the door is fully open, the door switch operates. The switch
AIR INLET operation is part of the APU start cycle.
GENERAL
The air supply for the APU engine operation and accessory cooling comes through
the inlet duct.
LOCATION
The air inlet door and duct are on the right side of the aft fuselage.
The air inlet door consists of these components:
• Vortex generator and flap.

• Inlet door and supply duct.
• Actuator.
• Actuator push rod.
• Door position switch.
ACCESS
Access to the actuator and door position switch is through an access door on the left
side of the fuselage, forward of the APU compartment. Power for the door operation
is 28V DC.
CONTROL
The APU switch on the P5 panel and circuits in the APU control unit control the open
and close of the door.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŜşŚȱȱŞŝŜ

AUXILIARY POWER UNIT - POWERPLANT - AIR INLET
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŜşśȱȱŞŝŜ

AUXILIARY POWER UNIT - POWERPLANT - AIR INLETæ$//2æ#/-0/.%.4æ)$%.4)&)#!4)/.
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AUXILIARY POWER UNIT - POWERPLANT - AIR INLETæ$//2æ!#45!4/2æ#/-0/.%.4æ)$%.4)&)#!4)/.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŜşŝȱȱŞŝŜ

POWERPLANT
AIR INLET DOOR ADJUSTMENT
GENERAL
The APU air inlet door has these four adjustments:
• Adjustment 1 - Flap deflection with door open.

• Adjustment is made by adjustment of the length of the control rod and the
adjustable flap stop.
• Adjustment 2 - Door alignment. Adjustment is made by adjustment of the length
of the two actuator push rods.
• Adjustment 3 - Door open switch, door full open position. Adjustment is made
by two nuts on the switch.
• Adjustment 4 - Actuator travel limits, full open to full closed. Adjustment is made
by two screws on the actuator.
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AUXILIARY POWER UNIT - POWERPLANT - AIR INLET DOOR ADJUSTMENT
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŜşşȱȱŞŝŜ

POWERPLANT
AIR INLET DOOR CIRCUIT
GENERAL
The air inlet door actuator opens and closes the air inlet door.
COMPONENT OPERATION
When you put the APU switch to the ON position, 28V DC goes to the fuel valve.
When the fuel valve is fully open, power goes to the door actuator. Limit switches
remove power from the actuator motor when the door is fully open.
The door closes when any of these occurs:
• APU start switch to OFF position.

• Fire detection.
• Fire switch P8.
• Fire switch P28.
These automatic shutdowns will close the door:
• 90-second time delay (starting).

• Low oil pressure.
• High oil temperature.
• Over-speed.
• Fire detection.
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AUXILIARY POWER UNIT - POWERPLANT - AIR INLET DOOR CIRCUIT
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŝŖŗȱȱŞŝŜ

POWERPLANT
MOUNTS
PURPOSE
The APU mounts support the APU engine and isolate the airframe from vibrations of
the APU engine.
LOCATION
Three mounts are inside the upper shroud. Two are on the right side and one is on
the left side.
Each engine mount consists of two brackets with a vibration isolator and a cap. The
vibration isolator is a resilient material bonded to a metal core in a tubular metal case.
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AUXILIARY POWER UNIT - POWERPLANT - MOUNTS
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AUXILIARY POWER UNIT INSTALLATION
POWERPLANT The installation is the reverse of the removal.
INSTALLATION TRAINING INFORMATION POINT
Avoid any sideways movement of the APU over the last one inch of travel. This could
GENERAL cause the cooling air inlet duct seat to be misaligned with the cooling fan flange and
impair the cooling air system.
The auxiliary power unit is removed from the aircraft by a cradle assembly and two
hoist assemblies. The cradle assembly is a stable base for transportation and storage
of the APU.
The cradle assembly consists of a base made from aluminium angles with an
aluminium tube welded to the base. Attach plates on the ends of the tube provide
attachment points for the hoist assemblies. The APU attaches to the cradle assembly
by three quick-release pins. Two pins are on the forward mount and one pin at the aft
mount base.
The APU hoist assembly is of a tubular-type construction. The large end of the tube
mounts a hand driven gearbox and cable drum. The opposite end has a clevis and
pulley assembly. The clevis connects the hoist to one of the two eye bolts in the APU
cavity.
Cable from the hoist assembly connects to the cradle assembly.
REMOVAL
To remove the APU, attach a cradle assembly to the APU, install two fishpole hoist to
the aircraft structure, and attach the fishpole hoist cables to the cradle assembly. The
fishpole hoist lowers the APU out of the aircraft.
To prepare for removal, open the APU access door and remove the lower shroud.
Remove equipment, electric connectors, and hoses. Disconnect the three engine
mounts after the cradle assembly and fishpole hoist take up the weight of the APU.
Lower the APU from the aircraft.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŝŖŚȱȱŞŝŜ

AUXILIARY POWER UNIT - POWERPLANT - INSTALLATION
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FUEL SYSTEM
GENERAL
PURPOSE
The APU fuel system supplies fuel from the aircraft fuel system to the APU fuel control
unit. The fuel control unit meters the fuel to meet load requirements.
LOCATION
The APU fuel shutoff valve is on the rear spar of fuel tank 1 in the left main wheel
well. The remaining fuel system components are on the APU engine and in the upper
shroud.
SYSTEM DESCRIPTION
The system consists of these components:
• Fuel shutoff valve.

• Fuel control unit and pump.
• Fuel solenoid valve.
• Filters (2).
• Heater.
OPERATION
Fuel from the tank goes to the fuel control unit through the fuel shutoff valve. The
fuel control unit supplies and regulates fuel flow to the combustion chamber. The
fuel control unit meters the fuel flow to maintain a constant speed and safe operation
temperature of the APU.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŝŖŜȱȱŞŝŜ

AUXILIARY POWER UNIT - FUEL SYSTEM - GENERAL
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AUXILIARY POWER UNIT - FUEL SYSTEM - &5%,æ3(54æ/&&æ6!,6%æ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŝŖşȱȱŞŝŜ

AUXILIARY POWER UNIT These automatic shutdowns close the fuel shutoff valve:
• 90-second time delay (starting).

FUEL SYSTEM • Low oil pressure.
• High oil temperature.
SHUTOFF VALVE • Over-speed.
• Fire detection.
GENERAL
The fuel shutoff valve lets fuel go from the tank to the APU engine.
LOCATION
The valve is on the rear spar of fuel tank 1 in the left main wheel well.
The valve consists of an actuator assembly and a valve body assembly. An electric
motor operates the valve. The valve has a manual override handle.
The valve motor uses 28V DC power.
CONTROL
The APU switch on the P5 panel and the protection circuits in the APU control unit
control the operation of the shutoff valve.
COMPONENT OPERATION
When you put the APU switch to the ON position, the shutoff valve opens. The shutoff
valve closes when any of these conditions occurs:
• APU start switch to OFF position.

• Fire detection.
• Fire switch P8.
• Fire switch P28.
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AUXILIARY POWER UNIT - FUEL SYSTEM - SHUTOFF VALVE
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FUEL SYSTEM
FUEL HEATER
PURPOSE
The fuel heater prevents ice in the fuel filter.
LOCATION
The fuel heater and control valve with a temperature sensor is on the inside surface
of the upper shroud.
The heater is a tubular fuel/air heat exchanger. The control valve has a bimetallic
element to sense the fuel temperature and let bleed air go through the heater.
OPERATION
When the fuel temperature that goes through the valve decreases to 37°F (3°C), the
valve opens. This lets hot air from the APU bleed duct go through the heater and into
the shroud. When the fuel temperature increases to 64°F (18°C), the valve closes. A
check valve in the fuel line upstream of the heater keeps pressure in the fuel line. This
makes sure of a positive prime for starting. A second check valve in the air line keeps
fuel from the bleed air duct.
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AUXILIARY POWER UNIT - FUEL SYSTEM - FUEL HEATER
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FUEL SYSTEM
FUEL PUMP AND FUEL CONTROL UNIT
GENERAL
The fuel pump and fuel control unit controls the fuel flow to the combustion chamber
during starting and normal operation.
LOCATION
The fuel pump and fuel control unit assembly is on the accessory drive section.
The fuel pump and fuel control unit consists of these components:
• Engine-driven fuel pump.

• Filter.
• Acceleration limiter valve.
• Timed Acceleration Fuel Control Unit (TAFCU).
• Flyweight governor.
• Fuel inlet and outlet ports.
• Control air connection.
OPERATION
The fuel pump supplies fuel to the combustion chamber through the acceleration
limiter valve during starting. The TAFCU controls fuel flow during operation.
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AUXILIARY POWER UNIT - FUEL SYSTEM - FUEL PUMP AND FUEL CONTROL UNIT
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŝŗśȱȱŞŝŜ

AUXILIARY POWER UNIT - FUEL SYSTEM - FUEL PUMP AND FUEL CONTROL UNITæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŝŗŜȱȱŞŝŜ

INTENTIONALLY
BLANK
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŝŗŝȱȱŞŝŜ

AUXILIARY POWER UNIT The action of the acceleration limiter valve (ALV) controls the first 20% of acceleration
of the engine. The valve references the control air pressure (compressor discharge
pressure) to fuel pressure. A diaphragm in the ALV operates a bypass valve to bypass
FUEL SYSTEM more or less fuel to maintain the necessary ratio of fuel flow to control pressure.
TIMED ACCELERATION FUEL CONTROL UNIT During acceleration, if the EGT is more than a reference temperature, the proportional
control valve (PCV) opens and bleeds control air from the ALV. This increases fuel
GENERAL bypass and decreases fuel flow to the combustion chamber. This decreases the EGT.
The timed acceleration fuel control unit (TAFCU) is a Hydro-mechanical fuel control.
A governing action controls the speed of the APU.
COMPONENT LOCATION
The TAFCU connects to the APU fuel pump. The APU fuel pump drives the TAFCU.
COMPONENT DESCRIPTION AND OPERATION
The governor assembly consists of a flyweight carrier and governor flyweights that
turn within a chamber of the governor assembly fuel control housing. The chamber is
full of fuel.
The timer shaft attaches to the flyweight carrier that also turns within chamber A but
extends into chambers B and C.
The governor metering valve is free to slide up or down on the timer shaft. Fuel goes
through the metering orifice M from chamber A to bypass. The fuel returns to the
pump inlet as governor fuel bypass.
High pressure fuel from the pump goes through the delta-p valve and high pressure
filter, through chamber A and on to the combustion chamber.
When The APU is not running, the piston return spring pushes the accelerator piston
up which draws fuel through the return check valve and fills chamber B. The timer
shaft moves downward during acceleration at a controlled rate until 100% speed.
When it reaches the 100%, the piston bottoms out on an adjustment shoulder.
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AUXILIARY POWER UNIT - FUEL SYSTEM - TIMED ACCELERATION FUEL CONTROL UNIT
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FUEL SYSTEM
FUEL FILTERS
GENERAL
Two fuel filters prevent contamination of the pump and fuel control unit.
LOCATION
The filters are on the fuel control unit.
The filters are full-flow types with replaceable elements. The filter bowls house the
filters. The low pressure filter incorporates a bypass valve opening at a differential
pressure of 15 psi.
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AUXILIARY POWER UNIT - FUEL SYSTEM - FUEL FILTERS
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŝŘŗȱȱŞŝŜ

FUEL SYSTEM
FUEL SOLENOID VALVE
PURPOSE
The valve lets fuel flow to the combustion chamber after the initial rotation of the APU.
LOCATION
The valve is on the fuel control unit.
The valve operates open and close by a solenoid. The valve operates with 28V DC.
CONTROL
Protection circuits in the APU control unit and the sequencing oil pressure switch
control the valve operation.
OPERATION
The valve energizes open during the APU start when the sequencing oil pressure
switch closes when the oil pressure is 4 psig. The valve de-energizes when the APU
is shutdown normally or when an automatic protective shutdown occurs.
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AUXILIARY POWER UNIT - FUEL SYSTEM - FUEL SOLENOID VALVE
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŝŘřȱȱŞŝŜ

AUXILIARY POWER UNIT - FUEL SYSTEM - FUEL SOLENOID VALVEæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŝŘśȱȱŞŝŜ

FUEL SYSTEM
FUEL SCHEMATIC
OPERATION SEQUENCE
When the APU fuel shutoff valve opens, fuel from the tank flows through the valve,
heater, and low pressure filter to the timed acceleration fuel control unit.
During the start sequence, when the sequencing oil pressure switch closes, the fuel
solenoid valve opens to let fuel flow to the combustion chamber. The acceleration
limiter valve controls the first 20% of the acceleration of the engine. The valve
references the control air pressure to fuel pressure. A diaphragm in the acceleration
limiter valve operates a bypass valve to bypass more or less fuel to maintain the
correct ratio of fuel flow to control pressure.
In the fuel control unit, the timed acceleration of the governor controls the acceleration
to the correct operating speed.
During acceleration, if the EGT is more than a reference temperature, the proportional
control valve (PCV) opens and bleeds control air from the acceleration limiter valve.
This increases fuel bypass, decreases fuel flow to the combustion chamber and this
decreases EGT.
When the APU operates at more than 95% RPM, the solenoid selector valve energizes
and the flyweights in the governor control the APU speed. The governor controls
fuel flow to match power demands. If the APU speed decreases due to loading, the
governor bypasses less fuel and lets more fuel to the combustion chamber to increase
the speed. If speed increases due to reduction in load, the governor increases fuel
bypass, decreases the fuel flow to the combustion chamber and decreases APU
speed.
When the APU shuts down, the fuel solenoid valve de-energizes. The fuel shutoff
valve closes only during normal shutdown or by action of the fire detection system
and fire handle operation.
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AUXILIARY POWER UNIT - FUEL SYSTEM - FUEL SCHEMATIC
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FUEL SYSTEM
FUEL CONTROL UNIT ADJUSTMENTS
TEST OF ACCELERATION LIMITING VALVE
Attach a pressure gauge to the fuel line at the combustion chamber. Remove the cap
from the control-air pressure port on the fuel control unit. The compressor discharge
pressure line vents at the control unit to eliminate the influence of air pressure on
control spring force. The fuel pressure should be between 60 ± 5 psig when you motor
the APU engine. If the cracking pressure is less than 60 ± 5 psig, replace the timed
acceleration fuel control unit.
ADJUSTMENT/TEST OF THE GOVERNOR
Operate the APU with the bleed valve closed and no electrical load. The generator
frequency should be 405 to 410 Hz. Adjust for the correct frequency by the governor
adjustment. Clockwise rotation increases the speed. Do not adjust the governor speed
more than 1/12 of a turn. The adjustment nut has six sides. Turn of the nut 1/6 of a
turn is one wrenching flat. 1/12 of a turn is half of a wrenching flat. This is a one time
adjustment of the governor. If it is necessary to adjust the governor more than 1/12 of
a turn, replace the timed acceleration fuel control unit.
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AUXILIARY POWER UNIT - FUEL SYSTEM - FUEL CONTROL UNIT ADJUSTMENTS
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AUXILIARY POWER UNIT - FUEL SYSTEM - FUEL CONTROL UNIT æææ30%%$æ!.$æ!##%,%2!4)/.æ,)-)4).'æADJUSTMENTæ0/).43
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INTENTIONALLY
BLANK
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AUXILIARY POWER UNIT • APU switch.
• Battery switch.
IGNITION AND START SYSTEM
OPERATION
GENERAL During APU start the starter turns the APU engine. The ignition exciter and fuel
solenoid valve operate by the operation of the sequencing oil pressure switch.
PURPOSE
The starter and ignition circuits go off by the operation of the speed switch during APU
The APU ignition and start system turns the APU engine to the start speed necessary engine acceleration. During normal engine operation the exciter stays off.
to permit ignition of the fuel-air mixture start in the combustion chamber.
SYSTEM DESCRIPTION
The system has these components:
• Start switch.
• Starter.
• Start relay R5.
• Ignition exciter.
• Igniter plug.
• Control circuits.
LOCATION
The starter, ignition exciter, and igniter plug are on the APU engine. The starter relay
R5 is in the electronic equipment compartment on the right aft side of the E3 rack.
The starter switch and indication light are on the P5 panel in the flight compartment.
SYSTEM INTERFACES
The start system has interfaces with these components:
• Sequencing oil pressure switch.

• Speed switch.
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AUXILIARY POWER UNIT - IGNITION AND START SYSTEM - GENERAL
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AUXILIARY POWER UNIT • Surge bleed valve is armed.
• ETC temperature is changed.
IGNITION AND START SYSTEM The APU is ready to supply electrical and/or pneumatic power to the aircraft.
START AND ACCELERATION
GENERAL
These components control the APU start and acceleration:

• Electronic temperature control (ETC).
• TAFCU.
• Acceleration limiter valve.
• Electronic speed switch.
The above components control the supply of fuel, the starter, and the ignition.
During the start sequence, the air inlet door moves to the full open position. A signal
from the APU control unit goes through the 50% speed switch and energizes the
starter. At 10% RPM when the oil pressure gets to 4 psig, the sequencing oil pressure
switch closes.
This lets the fuel solenoid valve and ignition systems energize. If there is fuel and
ignition, the APU accelerates. At 37% RPM when the oil pressure gets to 55 psig, the
low oil pressure (LOP) switch opens and turns off the LOP light in the flight deck. At
50% RPM, the starter is de-energized.
The APU continues to accelerate on its own to 95% RPM.
At 95% RPM these things occur:
• APU GEN OFF light is on.

• Hour meter starts.
• Selector solenoid valve energizes.
• APU bleed switch is armed.
• Low oil pressure (LOP) automatic is armed.
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AUXILIARY POWER UNIT - IGNITION AND START SYSTEM - START AND ACCELERATION
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AUXILIARY POWER UNIT • Closes the air inlet door.
• Closes the fuel shut off valve.
IGNITION AND START SYSTEM At 95% RPM the 95% speed switch operates and removes power to the ignition
exciter. An APU automatic shut-down occurs for a 110% overspeed. The shut-down
START CIRCUIT circuit for overspeed does these functions:
OPERATION • Opens R5.

• Closes the fuel solenoid valve.
• Removes power from the ignition circuits.
To start the APU, put the battery switch to the ON position. When the APU switch
• Closes the air inlet door.
momentarily goes from the OFF to START position, the starter enable circuit arms.
• Closes the fuel shut off valve.
When you release the APU switch to the ON position, the fuel shut-off valve and
• Causes the OVERSPEED light on the P5 panel to come on.
the air inlet door open. After the fuel shut-off valve and the air inlet door are open,
the APU control unit operates the starter enable circuit. The starter enable circuit
For an overspeed shut-down, you can not start the APU again until you do a reset of
operates these components:
the APU control unit. Push the overspeed reset switch on the APU control unit and put
the APU start switch to the OFF position to do a reset of the circuit.
• APU electronic speed switch.
• 90-second timer.
To operate the APU on the ground, the battery switch must be ON. On the ground the
• R5 relay.
APU stops when you put the battery switch to the OFF position. In the air the APU
does not stop when you put the battery switch to the OFF position.
The APU turns when R5 energizes. The starter receives power from the battery
or external DC receptacle. Oil pressure increases as the APU turns. At 4 psi the
The APU stops from the operation of the fire detection system or manual operation of
sequencing oil pressure switch closes. When the sequencing oil pressure switch
the fire handles (P8 or P28).
closes, these occur:
• Ignition exciter receives power.

• Igniter plug operates.
• Fuel solenoid valve opens.
At 50% RPM, the 50% speed switch operates.
This removes power from the R5 relay and the APU starter. If the APU does not get to
50% RPM in 90 seconds, an automatic APU shut-down occurs. The shut-down circuit
does these functions:
• Opens R5.
• Closes the fuel solenoid valve.
• Removes power from the ignition circuits.
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AUXILIARY POWER UNIT - IGNITION AND START SYSTEM - START CIRCUIT
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AUXILIARY POWER UNIT TRAINING INFORMATION POINT
IGNITION AND START SYSTEM You must identify the electrical leads with the corresponding starter terminals to
prevent cross wiring. Crossed wires may result in damage to APU components when
you do an APU start.
STARTER
PURPOSE
The starter provides the initial power to turn the APU compressor, turbine, and engine-
driven accessories to a speed sufficient to get good airflow for combustion.
LOCATION
The starter is on the accessory drive section.
The starter consists of these components:
• Electrical motor.
• Internal friction clutch.
• Engagement mechanism.
The power for the starter is 28V DC from the battery or external DC power connection.
OPERATION
The starter energizes by the APU start switch after the APU fuel shutoff valve and air
inlet door are open. It continues to drive the APU until the 50% RPM speed switch or
a 90-second timing circuit disconnects the power supply to the starter.
MONITOR
The DC ammeter on the P5 panel in the flight compartment monitors the starter
operation.
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AUXILIARY POWER UNIT - IGNITION AND START SYSTEM - STARTER
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AUXILIARY POWER UNIT - IGNITION AND START SYSTEM - STARTERæ-/4/2æ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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IGNITION EXCITER
PURPOSE
The ignition exciter provides the high voltage to produce the spark at the igniter plug.
LOCATION
The exciter is on the turbine plenum at the 6:00 position.
POWER
The power to the exciter is 28V DC during APU starting.
OPERATION
The exciter energizes during APU starting by the sequencing oil pressure switch. The
exciter de-energizes when the APU gets to 95% RPM.
WARNING:
CURRENT IN THE IGNITION SYSTEM IS OF VERY HIGH VOLTAGE AND

CAN BE FATAL. YOU MUST REMOVE POWER FROM IGNITION SYSTEM
FOR A MINIMUM OF THREE MINUTES BEFORE ANY DISCONNECTS ARE
MADE. AFTER YOU DISCONNECT THE HIGH VOLTAGE LEAD, MAKE SURE
OF COMPLETE DISCHARGE OF CAPACITORS IN IGNITION UNIT BY
IMMEDIATELY SHORTING HIGH VOLTAGE LEAD TERMINAL TO GROUND.
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AUXILIARY POWER UNIT - IGNITION AND START SYSTEM - IGNITION EXCITER
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AUXILIARY POWER UNIT - IGNITION AND START SYSTEM - IGNITION EXCITERæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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IGNITER PLUG
PURPOSE
The igniter plug provides the high energy spark to ignite the fuel/air mixture in the
combustion chamber.
LOCATION
The igniter plug is on the forward side of the combustion chamber.
The igniter consists of these parts:
• Outer casing.
• Centre electrode.
• Ceramic insulator.
The power supply to the igniter plug is from the ignition exciter.
WARNING:
THE IGNITION SYSTEM IS OF A VERY HIGH VOLTAGE AND CAN BE FATAL.

YOU HAVE TO REMOVE THE POWER FROM THE IGNITION SYSTEM FOR
A MINIMUM OF THREE MINUTES BEFORE ANY DISCONNECTS ARE
MADE. AFTER YOU DISCONNECT THE HIGH VOLTAGE LEAD, MAKE SURE
THE CAPACITORS IN THE IGNITION UNIT COMPLETELY DISCHARGE BY
IMMEDIATELY SHORTING HIGH VOLTAGE LEAD TERMINAL TO GROUND.
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AUXILIARY POWER UNIT - IGNITION AND START SYSTEM - IGNITER PLUG
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AUXILIARY POWER UNIT - IGNITION AND START SYSTEM - IGNITER PLUGæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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AUXILIARY POWER UNIT PROPORTIONAL CONTROL VALVE
AIR SYSTEM The proportional control valve limits fuel flow during acceleration and makes sure that
the APU delivers the maximum amount of bleed air without overloading.
GENERAL
SURGE BLEED VALVE
PURPOSE The surge bleed valve prevents compressor surge during APU operation.
The APU air system does these functions: SELECTOR SOLENOID VALVE
• Cools the APU accessories.
• Provides bleed air for the aircraft pneumatic system. The selector valve connects the proportional control valve to the acceleration limiter
• Helps control APU operation. valve or to the bleed valve.
LOCATION
The cooling system is on top of the upper shroud. The bleed air valve is in the bleed
duct on the aft side of the APU compartment forward bulkhead. The proportional
control valve is on the bottom of the turbine case aft of the solenoid selector valve. The
surge bleed valve is on the turbine plenum on the right side of the APU. The selector
solenoid valve is on the lower right side of the APU below the surge bleed valve.
COOLING VALVE OPERATION
The cooling air system consists of a cooling duct with a valve that is operated by an
actuator. Part of the air that goes into the APU compartment cools the generator and
oil.
This air goes through the valve which is open when APU operates. A gearbox-driven
fan helps the cooling air flow.
BLEED AIR VALVE OPERATION
During APU operation, air from the compressor section supplies air to the pneumatic
system through the bleed valve.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŝśŖȱȱŞŝŜ

AUXILIARY POWER UNIT - AIR SYSTEM - GENERAL
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AUXILIARY POWER UNIT TRAINING INFORMATION POINT
AIR SYSTEM A viewing tube and cap is downstream of the valve. You must move the horizontal
stabilizer to the full up position to get access to the viewing tube cap. You look down
the viewing tube to do a check that the cooling air inlet screen is clean.
COOLING AIR VALVE
PURPOSE
The cooling air valve lets air flow through the cooling air inlet duct during APU operation
for the generator and the oil cooler. The valve also isolates the APU compartment for
fire protection.
LOCATION
The valve and actuator are in the cooling duct above the upper shroud.
The valve has a butterfly valve that operates by a pneumatic actuator.
Air supply for the actuator operation is from the bleed duct upstream of the bleed
valve through a check valve and filter.
ACCESS
Access to the valve and actuator is through an access door immediately forward of
the APU compartment and through a rectangular opening in the horizontal web above
the upper shroud.
OPERATION
During APU start when the compressor bleed pressure increases to 7 psi, the actuator
operates and moves the butterfly valve to the open position.
During APU stop the compressor pressure decreases and the valve closes.
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AUXILIARY POWER UNIT - AIR SYSTEM - COOLING AIR VALVE
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AUXILIARY POWER UNIT • 95% switch.
• Proportional control valve (PCV).
• Electronic temperature control (ETC).
AIR SYSTEM
Air pressure in the pneumatic duct through a differential air pressure regulator
BLEED AIR VALVE operates the bleed valve.
PURPOSE
The bleed air valve controls the bleed air flow from the APU to the pneumatic system.
LOCATION
The valve is in the bleed air duct on the aft side of the APU compartment forward
bulkhead.
The valve consists of these parts:
• Butterfly valve.
• Actuator.
• Rate control valve.
• Switcher valve and solenoid.
A solenoid controls the valve. It is pneumatically operated.
POWER
Power for the solenoid is 28V DC.
CONTROL
The bleed valve is controlled by these components:
• APU bleed valve switch on the P5 panel.
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AUXILIARY POWER UNIT - AIR SYSTEM - BLEED AIR VALVE
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AIR SYSTEM
APU BLEED AIR VALVE SCHEMATIC
OPERATION
When the solenoid is energized, air upstream of the butterfly valve goes through the
filter and regulator assembly and switch valve to chamber C of the valve.
Chamber D vents through the switcher valve. As the butterfly valve opens, upstream
pressure decreases and chamber B pressure decreases faster then chamber A
pressure because of the restrictor. The differential pressure acts on the diaphragm
and opens the rate control valve.
If high EGT occurs, the proportional control valve opens. Air partially vents from
chamber C. The valve modulates towards the closed position.
When the solenoid is de-energized, control air pressure goes to chamber D. This
causes chamber C to vent and the butterfly valve closes.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŝśŜȱȱŞŝŜ

AUXILIARY POWER UNIT - AIR SYSTEM - APU BLEED AIR VALVE SCHEMATIC
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AIR SYSTEM
BLEED AIR VALVE INSTALLATION
PURPOSE
The bleed air valve controls the bleed air flow from the APU to the pneumatic system.
LOCATION
Bleed air valve is in the compartment forward of the APU.
Two clamps hold the bleed air valve to the bleed air duct.
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AUXILIARY POWER UNIT - AIR SYSTEM - BLEED AIR VALVE INSTALLATION
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AUXILIARY POWER UNIT - AIR SYSTEM - BLEED AIR VALVE æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŝŜŖȱȱŞŝŜ

AUXILIARY POWER UNIT - AIR SYSTEM - BLEED AIR VALVE æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŝŜŗȱȱŞŝŜ

AUXILIARY POWER UNIT While the APU operates, the output pressure should be 19 psig. You can change the
pressure by a screw on the regulator.
AIR SYSTEM
DIFFERENTIAL AIR PRESSURE REGULATOR
PURPOSE
The differential air pressure regulator provides constant pressure air supply for
operation of the bleed valve.
LOCATION
The regulator is on the bleed valve.
The regulator consists of these parts:
• Air inlet.
• Filter.
• Spring-loaded diaphragm.
• Metering valve.
• Relief valve.
The regulator pressure is set at 19 psig.
OPERATION
The APU supplies compressor discharge pressure to the regulator. The metering
valve restricts the output to 19 psig independent of ambient conditions.
ADJUSTMENT/TEST
You measure the output of the regulator with a pressure gauge.
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AUXILIARY POWER UNIT - AIR SYSTEM - DIFFERENTIAL AIR PRESSURE REGULATOR
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AIR SYSTEM
BLEED AIR VALVE ADJUSTMENT
The time to open the valve is 12 to 14 seconds. To do a check of the opening rate,
operate the APU, move the air conditioning pack valve switch to HIGH, and open the
bleed valve. The duct pressure should occur within 12 to 14 seconds. Adjust the valve
with an allen screw on the valve. Clockwise movement increases the time.
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AUXILIARY POWER UNIT - AIR SYSTEM - BLEED AIR VALVE ADJUSTMENT
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AIR SYSTEM
PROPORTIONAL CONTROL VALVE
PURPOSE
The proportional control valve limits fuel flow during acceleration and ensures that the
APU delivers the maximum amount of bleed air without overloading. The electronic
temperature control (ETC) unit controls the valve.
LOCATION
The proportional control valve is on the bottom of the turbine case aft of the solenoid
selector valve.
OPERATIONAL
The proportional control valve is normally spring loaded open. When the ETC
energizes, by the bias closed input to the torque motor driver, closes the valve. As the
bias is overcome by EGT the valve opens. Air flow through the dual ports on either
side flows out with the exhaust.
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AUXILIARY POWER UNIT - AIR SYSTEM - PROPORTIONAL CONTROL VALVE
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AUXILIARY POWER UNIT - AIR SYSTEM - PROPORTIONAL CONTROL VALVEæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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AIR SYSTEM
SELECTOR SOLENOID VALVE
PURPOSE
The selector valve connects the proportional control valve to the acceleration limiter
valve or to the bleed valve.
LOCATION
The valve is on the lower right side of the APU below the surge bleed valve.
The selector solenoid valve consists of these parts:
• Proportional control valve (PCV) port.

• Acceleration limiter valve port.
• Bleed air valve port.
• Solenoid.
• Power supply is 28V DC.
CONTROL.
The 95% RPM speed switch controls the valve.
OPERATION
During acceleration, the solenoid is de-energized. The PCV connects to the

acceleration limiter valve. At 95% RPM, the solenoid energizes and the PCV connects
to the bleed valve.
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AUXILIARY POWER UNIT - AIR SYSTEM - SELECTOR SOLENOID VALVE
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AUXILIARY POWER UNIT - AIR SYSTEM - SELECTOR SOLENOID VALVEæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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AIR SYSTEM
SURGE BLEED VALVE
PURPOSE
The surge bleed valve prevents compressor surge during APU operation.
LOCATION
The valve is on the turbine plenum on the right side of the APU.
The solenoid operates the valve to the closed or open position. The surge valve uses
28V DC when the APU operates above 95% RPM.
CONTROL
The position of the bleed valve and AIR/GND switch controls the open and close of
the surge bleed valve.
OPERATION
The surge bleed valve is always closed on the ground. During flight, the valve is open
if the bleed valve is closed, and the valve is closed when the bleed valve is open.
To do a check of the surge valve operation, the APU must operate. Open the LANDING
GEAR LIGHTS circuit breaker on the P6 panel, this breaker controls AIR/GRD relay.
An increase in air flow from the APU accessory cooling air exhaust is an indication
the surge vale operates.
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AUXILIARY POWER UNIT - AIR SYSTEM - SURGE BLEED VALVE
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AUXILIARY POWER UNIT - AIR SYSTEM - SURGE BLEED VALVEæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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AIR SYSTEM
AIR SYSTEM CONTROL
GROUND OPERATION
The surge bleed valve is always closed when the APU operates on the ground.
IN-FLIGHT OPERATION
During flight, the surge bleed valve is open if the APU bleed valve is closed. The surge
bleed valve is closed if the APU bleed valve is open.
CONTROL
The bleed valve switch and R38 air-ground relay control the surge bleed valve.
OPERATION SEQUENCE
When the APU gets to 95% RPM, the proportional control valve (PCV) connects
to the bleed valve and the APU bleed switch is armed. The bleed switch in the ON
position energizes the bleed valve solenoid and the valve opens. As air is taken from
the APU, the APU maintains speed by the speed governor with more fuel. If the EGT
increases to the reference temperature, the PCV opens. The bleed valve modulates
toward the closed position.
This reduces the load and fuel supply to the fuel nozzles. When the EGT decreases,
the PCV closes and the bleed valve modulates toward the open position.
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AUXILIARY POWER UNIT - AIR SYSTEM - AIR SYSTEM CONTROL
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AUXILIARY POWER UNIT • Ignition.
• Termination of the starter operation.
• Termination of ignition unit operation.
CONTROLS
The controls allow the use of the generator and bleed air during normal operation and
GENERAL protects the APU against faults.
PURPOSE
The APU engine controls are for these functions:
• Automatic sequencing of the start cycle.

• Normal operation.
• Shutdown protection.
GENERAL COMPONENT LOCATION
The speed switch is in the aft section of the passenger cabin in the ceiling. The APU
control unit is in the electronic equipment compartment. The tachometer generator is
in the APU accessory section. The electronic temperature control (ETC) is in the aft
cargo compartment.
SYSTEM DESCRIPTION
The controls consist of these components:
• Manual start switch P5 panel.

• Speed sensing electronic circuits.
• Input from tachometer generator.
• Automatic control and protection circuits.
OPERATION
The APU engine controls automatically starts these functions:
• Fuel injection.
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AUXILIARY POWER UNIT - CONTROLS - GENERAL
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CONTROLS
ENGINE
APU FLIGHT COMPARTMENT CONTROLS
These are the APU control switches in the flight compartment:
• APU switch (P5).

• APU fire warning switch (P8).
• Battery switch (P5).
APU GROUND CONTROL PANEL (P28)
The APU fire control panel P28 is in the right main wheel well aft bulkhead.
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AUXILIARY POWER UNIT - CONTROLS - ENGINE
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AUXILIARY POWER UNIT The unit does a self test. Twenty seconds later, a red test fail light or a green test
pass light comes on. If the red light comes on, remove and replace the unit. It takes
approximately 30 seconds for either light to go out after the test is complete.
CONTROLS
APU CONTROL UNIT
PURPOSE
The APU control unit is used for:
• Starting.
• Operation.
• Shutdown of the APU.
The unit contains printed circuit cards.
These items are on the front of the unit:
• Circuit breaker.
• Overspeed reset button.
• Test button.
• Test lights (2).
The power for the operation of the circuits is 28V DC.
LOCATION
The control unit is on the E3-3 shelf in the electronic equipment compartment.
TEST OPERATION
To do a test of the APU control unit, the APU master switch must be in the OFF
position. Push the overspeed reset/test button and release.
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AUXILIARY POWER UNIT - CONTROLS - APU CONTROL UNIT
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AUXILIARY POWER UNIT - CONTROLS - APU CONTROL UNITæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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CONTROLS
TACHOMETER GENERATOR
PURPOSE
The tachometer generator provides APU engine speed (frequency) input to the speed
switch.
LOCATION
The tachometer generator is on the oil pump on the accessory drive case.
The tachometer generator consists of a rotor surrounded by a coil of wire, inside a

case.
OPERATION
The tachometer generator produces an output proportional to the speed of the APU
engine. The speed switch receives this frequency.
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AUXILIARY POWER UNIT - CONTROLS - TACHOMETER GENERATOR
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AUXILIARY POWER UNIT - CONTROLS - TACHOMETER GENERATORæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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CONTROLS
SPEED SWITCH
PURPOSE
The speed switch controls these functions:
• Starting cycle sequence.

• Normal operation.
• Overspeed protection.
LOCATION
The speed switch is in the aft passenger cabin compartment in the ceiling.
The speed switch is in a hermetically sealed case. The case contains solid state
electronic circuits and relays.
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AUXILIARY POWER UNIT - CONTROLS - SPEED SWITCH
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AUXILIARY POWER UNIT If T2 is not valid, the ETC uses an alternate T5 value of 650°C.
The EGT T/C assembly sends the ETC two EGT signals. The ETC compares the
CONTROLS two signals and uses the highest value for EGT control. The EGT probe assembly
junctions are in parallel, so that loss of a set of TC junctions will not affect operations.
ELECTRONIC TEMPERATURE CONTROL Loss of both EGT signals to the ETC causes the ETC to clamp the PCV T/M driver.
This lets the PCV open and bleed control air from the ALV or BAV actuator.
The PCV is a normally open, electrically closed valve. The ETC decreases the control
signal from the PCV T/M driver to let the PCV open and bleed control air from the
GENERAL system if EGT is more than the control limits. The ETC has an external adjustment
to decrease the operational set-point of the ECS logic. The set-point controls the
The electronic temperature control (ETC) monitors and controls the exhaust gas EGT when the ETC causes the PCV to bleed control air from the BAV actuator. Total
temperature (EGT) of the APU. decrease is 150° (83°C) from the maximum of 1200°F (649°C). Adjustment is by an
adjustment screw on the ETC case.
The ETC receives two thermocouple (TC) signals which it uses for system logic.
The ETC also receives an inlet air temperature signal (T2) which it uses to modify TRAINING INFORMATION POINT
temperature schedules to find proper APU performance. The EGT (T5) and T2 signals
are then used to control EGT during acceleration and load conditions.
If the PCV does not close as commanded or if it leaks, slow or hung starts could occur.
If it does not open, EGT over-temperature could occur. If both sets of EGT junctions
FUNCTIONAL DESCRIPTION fail on the EGT probe assembly during APU start, a hung start may occur. If they fail
during ECS or MES modes, the BAV closes and APU bleed air will not be available.
The ETC bleeds air from the acceleration limiter valve (ALV) through the proportional
control valve (PCV) to provide acceleration EGT control. The ETC controls PCV
torque motor (T/M) current to maintain a constant EGT during acceleration. After
the APU is more than 95%, the solenoid selector valve changes from the ALV to the
bleed air valve (BAV). The ETC then controls EGT by control of PCV T/M current to let
control air bleed from the BAV actuator to decrease the bleed load on the APU. This
decreases EGT.
The ETC on-speed control logic provides for two operational modes, environmental
control system (ECS) and main engine start (MES). In the ECS mode, the ETC allows
small EGT changes for operation of the ECS. In the MES mode, the ETC allows larger
EGT changes for aircraft engine start.
The T2 sensor is a resistive transmitter in the compressor inlet to provide inlet

temperatures to find changes to the ETC temperature control schedule. The signal is
used only above 95%.
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AUXILIARY POWER UNIT - CONTROLS - ELECTRONIC TEMPERATURE CONTROL - FUNCTIONAL DESCRIPTION
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INDICATING SYSTEM
GENERAL
PURPOSE
The indicating system provides means to monitor the operation of the APU engine.
LOCATION
The EGT indicator is on the P5 panel. The EGT thermocouple and elapsed time
indicator are on the APU.
SYSTEM DESCRIPTION
The indicator system consists of an exhaust gas temperature and elapsed time
indicator.
GENERAL OPERATION
During APU operation, the thermocouple measures the exhaust gas temperature. It
changes to an electrical signal and goes to the electronic temperature control unit.
The electronic temperature control unit changes it to a temperature indication on the
P5 panel. The elapsed time indicator records time in hours of APU operation.
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AUXILIARY POWER UNIT - INDICATING SYSTEM - GENERAL
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AUXILIARY POWER UNIT - INDICATING SYSTEM - #/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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INDICATING SYSTEM
EXHAUST GAS TEMPERATURE
PURPOSE
The APU engine exhaust gas temperature indicating system monitors the operation
of the APU.
LOCATION
The thermocouple probe is in the exhaust of the APU engine. The indicator is in the
flight compartment on the P5 panel. The electronic temperature control unit (ETC) is
in the aft cargo compartment aft of the voice recorder.
The thermocouple is four single-bead junctions of chromel and alumel in cylindrical

shields in one unit. The balancing resistor gives adjustment of the circuit resistance.
These items make up the circuit resistance:
• Spool of number 24 constantan wire.

• Coarse and vernier adjustment terminals.
• Spare resistance spool of wire.
The indicator is a milliammeter that operates from the output from the ETC. The dial
calibration is from 0°C to 850°C with green, orange, and red operation bands.
The 0 to 5V DC power supply is only for the indicator integral illumination.
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AUXILIARY POWER UNIT - INDICATING SYSTEM - EXHAUST GAS TEMPERATURE
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AUXILIARY POWER UNIT - INDICATING SYSTEM - 4(%2-/#/50,%æ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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AUXILIARY POWER UNIT It uses the highest signal reading for control and indication. The EGT signal from the
ETC to the indicator goes through a resistor assembly. The EGT resistor assembly
lets the EGT indication system operate with different auxiliary power units. The EGT
INDICATING SYSTEM indicator shows EGT only when the ETC has power.
EGT INDICATION
GENERAL
During APU operation, the thermocouples are heated by the exhaust gas. The
thermocouples generate electrical power when heated. The electrical power is equal
to the temperature difference between the APU exhaust and ambient temperature
at the indicator. The indicator changes the electrical signal to true APU exhaust gas
temperature and compensates for ambient temperature changes at the indicator.
The APU control unit receives 28V DC from the battery bus or the switched hot battery
bus through the APU GCU. This power connects directly to the ETC power supply and
the APU air inlet door position switch. The APU door must be full open to energize the
enable circuit.
The enable circuit lets power go to the APU speed switch when these are true:
• APU start switch moved to Start.

• APU fuel shutoff valve open.
• APU air inlet door open.
• Low oil pressure switch open.
• High oil temperature switch open.
• Low oil quantity switch open.
• APU control unit has no internal faults.
The ETC controls EGT by control of the proportional control valve (PCV). At 95% the
speed switch closes and the ETC controls EGT by bleed air load control through the
PCV. The ETC receives electric signals from the EGT thermocouples.
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AUXILIARY POWER UNIT - INDICATING SYSTEM - EGT INDICATION - FUNCTIONAL DESCRIPTION
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INDICATING SYSTEM
ELAPSED TIME INDICATOR
PURPOSE
The elapsed time indicator records the hours of the APU operation.
LOCATION
The indicator attaches to the oil cooler with a shock-mount.
The indicator is an electric clock in a hermetically sealed case. The indicator shows
total operation time of the APU in hours and tenths. The indicator is a digital counter.
A circuit breaker is near the indicator for surge current protection.
POWER
The indicator uses 28V DC power.
OPERATION
During APU start, the power supply connects to the indicator by the operation of the
95% RPM switch.
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AUXILIARY POWER UNIT - INDICATING SYSTEM - ELAPSED TIME INDICATOR
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AUXILIARY POWER UNIT - INDICATING SYSTEM - #/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
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INTENTIONALLY
BLANK
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EXHAUST SYSTEM
GENERAL
PURPOSE
The APU exhaust conducts the engine exhaust gas overboard and reduces the noise
level of the high velocity gas flow.
SYSTEM DESCRIPTION
The APU exhaust consists of a duct with muffler and heat shield and an aft fairing.
OPERATION
The exhaust duct provides a path for the APU engine exhaust gas. Ambient air through
the holes in the aft fairing cools the duct by aspiration.
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AUXILIARY POWER UNIT - EXHAUST SYSTEM - GENERAL
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EXHAUST SYSTEM
EXHAUST DUCT
PURPOSE
The exhaust duct provides a path for the APU engine exhaust gas.
LOCATION
The duct is in the aft fuselage behind the APU.
The exhaust duct consists of a heat shield and a muffler. The muffler is inside the
heat shield. This provides a cylindrical air space between the muffler and the heat
shield. A felt liner is on the inside surface of the muffler for noise reduction. There is
a gap between the muffler and the APU engine exhaust. At the aft end, the aft fairing
supports the exhaust duct.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŗŘȱȱŞŝŜ

AUXILIARY POWER UNIT - EXHAUST SYSTEM - EXHAUST DUCT
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EXHAUST SYSTEM
AFT FAIRING
PURPOSE
The aft fairing supports the aft end of the exhaust duct.
LOCATION
The fairing is at the extreme end of the fuselage.
The fairing consists of a machined casting that fairs with the aircraft tail cone, and two
short cylindrical ducts. The outer duct that mates with the heat shield and an inner
duct that mates with the muffler. Four holes act as cooling air inlets for the exhaust
duct cooling. The fairing attaches to the tail-cone skin and to the exhaust duct heat
shield.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŗŚȱȱŞŝŜ

AUXILIARY POWER UNIT - EXHAUST SYSTEM - AFT FAIRING
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŗśȱȱŞŝŜ

AUXILIARY POWER UNIT SYSTEM GENERAL OPERATION
LUBRICATION SYSTEM The pump from the oil tank goes to the oil distribution system by the main oil pump.
The scavenge pump removes
GENERAL
PURPOSE
Purpose the oil through the oil cooler before the oil goes to the oil tank.
Lubrication of the APU engine is by a self-contained, positive pressure, dry-sump

system.
A supply of oil under pressure removes heat and gives lubrication to all gears and
bearings in the engine.
LOCATION
The APU lubrication components are on the front of the accessory drive gearbox.
The oil tank is on the left side of the compressor section. The indication lights are on
the P5 panel in the flight compartment.
SYSTEM DESCRIPTION
The lubrication system has these components:
• Oil tank.
• Oil level switch.
• Oil pump.
• Oil filter.
• Oil cooler.
• Oil pressure switches (2).
• Oil temperature switch.
• Distribution tubing.
• Indication lights.
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AUXILIARY POWER UNIT - LUBRICATION SYSTEM - GENERAL
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LUBRICATION SYSTEM
OIL TANK
PURPOSE
The oil tank contains the supply of oil for the APU lubrication system.
LOCATION
The tank is on the left side of the APU.
The oil tank has these parts:
• Filler port with cap,

• Drain plug,
• Oil line (2),
• Low oil quantity switch.
An air/oil separator is in the tank. The tank is vented to the turbine exhaust. Oil quantity
is 1.5 US gallons (5.7 litres).
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AUXILIARY POWER UNIT - LUBRICATION SYSTEM - OIL TANK
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŗşȱȱŞŝŜ

AUXILIARY POWER UNIT - LUBRICATION SYSTEM - OIL TANKæ3%26)#).'æ0/).4 æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŘŖȱȱŞŝŜ

INTENTIONALLY
BLANK
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LUBRICATION SYSTEM
OIL TANK SERVICING
MAINTENANCE PRACTICE
To service the oil tank, you must open the APU access door. To measure the oil level,
remove the filler cap and us the dipstick. If the oil level is below the FULL mark, add
oil until the level is at the full mark on the dipstick. The line of sight access door helps
to see the servicing during addition of oil.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŘŘȱȱŞŝŜ

AUXILIARY POWER UNIT - LUBRICATION SYSTEM - OIL TANK SERVICING
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŘřȱȱŞŝŜ

LUBRICATION SYSTEM
OIL PUMP
PURPOSE
The oil pump supplies oil under pressure for lubrication of APU gearbox and bearing
and it scavenges the oil back to the tank.
LOCATION
The pump is on the accessory gear box.
The oil pump consists of these components:
• Separate pressure and scavenge pump.

• Pressure regulating valve.
• Oil filter.
• Filter bypass valve.
The pressure and scavenge pumps are driven by a common shaft.
OPERATION
During APU operation, the pressure pump draws oil from the tank and supplies it
through the filter for the lubrication of the APU engine. The scavenge pump returns
the oil to the oil tank.
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AUXILIARY POWER UNIT - LUBRICATION SYSTEM - OIL PUMP
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŘśȱȱŞŝŜ

LUBRICATION SYSTEM
OIL FILTER
PURPOSE
The oil filter cleans the oil that goes from the pressure pump.
LOCATION
The filter is on the oil pump.
The replaceable filter element is in a removable case that screws into the base of the
oil pump.
CAUTION:
DO NOT OVER TORQUE THE OIL FILLER CAP. DAMAGE TO THE OIL FILTER
CAP CAN OCCUR.
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AUXILIARY POWER UNIT - LUBRICATION SYSTEM - OIL FILTER
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŘŝȱȱŞŝŜ

AUXILIARY POWER UNIT - LUBRICATION SYSTEM - OIL FILTERæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŘŞȱȱŞŝŜ

INTENTIONALLY
BLANK
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LUBRICATION SYSTEM
SEQUENCING OIL PRESSURE SWITCH
PURPOSE
The sequencing oil pressure switch makes sure that there is a minimum lubricating oil
pressure before combustion occurs during the APU start.
LOCATION
The switch is on the engine directly below the starter.
The switch consists of a housing that contains a diaphragm operated snap-action

switch. It closes at 4 psig oil pressure.
The switch uses 28V DC power whenever the APU switch on the P5 panel is in the
ON position.
OPERATION
During APU start, when the oil pressure increases, the switch closes at 4 psig. When
the switch closes, it provides 28V DC to the fuel solenoid valve and the ignition exciter.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞřŖȱȱŞŝŜ

AUXILIARY POWER UNIT - LUBRICATION SYSTEM - SEQUENCING OIL PRESSURE SWITCH
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞřŗȱȱŞŝŜ

AUXILIARY POWER UNIT - LUBRICATION SYSTEM - SEQUENCING OIL PRESSURE SWITCHæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞřŘȱȱŞŝŜ

INTENTIONALLY
BLANK
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LUBRICATION SYSTEM
LOW OIL PRESSURE SWITCH
PURPOSE
The switch senses oil pressure at the pump outlet.
LOCATION
The switch is on the engine directly below the starter.
The switch consists of a housing that contains a diaphragm operated snap-action

switch. It opens at 55 psig and closes at 45 psig oil pressure.
ON position.
OPERATION
During APU start, when oil pressure increases, the switch opens at 55 psig and
removes power from the LOW OIL PRESSURE light on the P5 panel. If during APU
operation, the pressure decreases to 45 psig, the switch closes and provides power
for the LOW OIL PRESSURE light and shuts down the APU.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞřŚȱȱŞŝŜ

AUXILIARY POWER UNIT - LUBRICATION SYSTEM - LOW OIL PRESSURE SWITCH
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞřśȱȱŞŝŜ

AUXILIARY POWER UNIT - LUBRICATION SYSTEM - LOW OIL PRESSURE SWITCHæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞřŜȱȱŞŝŜ

INTENTIONALLY
BLANK
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LUBRICATION SYSTEM
OIL COOLER
PURPOSE
The oil cooler gives the necessary cooling for the engine oil during APU operation.
LOCATION
The cooler is on the lower front side of the APU.
The cooler is a cylindrical unit made of bonded aluminium tubes in a shell.
OPERATION
The scavenge pump supplies the oil to the oil cooler before the oil goes back to the
oil tank. A fan supplies cooling air through the tubes and removes the heat from the
oil. The cooling air goes into the APU shroud where it flows around the accessory
gearbox and then goes overboard through the shroud and APU access door.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞřŞȱȱŞŝŜ

AUXILIARY POWER UNIT - LUBRICATION SYSTEM - OIL COOLER
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞřşȱȱŞŝŜ

LUBRICATION SYSTEM
OIL FLOW DIAGRAM
PURPOSE
The pressure pump delivers the oil from the oil tank through the filter to the accessory
gear drive to cool and lubricate the gears and to the bearings on the compressor and
turbine sections of the APU. The scavenge pump scavenges the oil and delivers it to
the oil cooler. The oil cooler uses air to cool the oil. The oil then returns to the oil take.
The pressure relief valve controls the oil pressure at a constant 90 psi. If the filter is
blocked, a bypass valve opens at 50 psid and allows flow through the system. The
scavenge cavity and the oil tank vents to the APU exhaust.
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AUXILIARY POWER UNIT - LUBRICATION SYSTEM - OIL FLOW DIAGRAM
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LUBRICATION SYSTEM
LOW OIL QUANTITY SWITCH
PURPOSE
The oil quantity level switch transmits the low oil quantity signal to the APU control
unit.
LOCATION
The switch is inside the oil tank.
The switch is a float type in a housing. The switch uses 28V DC power whenever the
APU switch on the P5 panel is in the ON position.
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AUXILIARY POWER UNIT - LUBRICATION SYSTEM - LOW OIL QUANTITY SWITCHæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŚřȱȱŞŝŜ

LUBRICATION SYSTEM
OIL TEMPERATURE SWITCH
PURPOSE
The switch senses the temperature of the oil at the pressure pump outlet.
LOCATION
The switch is on the oil pump assembly behind the oil filter.
The switch is a single contact-type switch. The switch closes at an oil temperature of
255°F (124°C).
ON position.
OPERATION
When the oil temperature gets to 255°F (124°C), the switch closes and provides
power for the amber FAULT light on the P5 panel and an automatic shutdown occurs.
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AUXILIARY POWER UNIT - LUBRICATION SYSTEM - OIL TEMPERATURE SWITCH
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŚśȱȱŞŝŜ

AUXILIARY POWER UNIT - LUBRICATION SYSTEM - OIL TEMPERATURE SWITCH
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŚŜȱȱŞŝŜ

INTENTIONALLY
BLANK
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AUXILIARY POWER UNIT LUBRICATION SYSTEM Also, the amber FAULT, MASTER CAUTION, and APU annunciator lights come on.
These lights stay on even when the oil temperature is less than 255°F (124°C):
OIL INDICATION
• FAULT light.
LOW OIL QUANTITY SWITCH • MASTER CAUTION.
• APU annunciator light.
The oil quantity switch closes when the oil tank level decreases to 1.5 quarts. The blue
MAINT light on the P5 panel comes on when the low oil quantity switch is closed and The lights are reset when the APU switch is moved to the OFF position.
the APU switch is in the ON position.
SEQUENCING OIL PRESSURE SWITCH
The sequencing oil pressure switch closes at 4 psig during start. It allows power to go
to the fuel solenoid valve and ignition system.
LOW OIL PRESSURE SWITCH
The low oil pressure switch opens at 55 psig during the APU start and the amber
LOW OIL PRESSURE light on the P5 panel goes out. During the start, the MASTER
CAUTION and APU annunciator lights are not on. During normal APU shutdown, the
low oil pressure indication is disconnected by the APU switch in the OFF position.
The lights are reset by the APU switch in the OFF position. A 10-second time delay
permits transient variations in oil pressure during flight.
During APU operation, when the oil pressure decreases to 45 psig, the oil pressure
switch closes and the APU does an automatic shutdown. The LOW OIL PRESSURE,
MASTER CAUTION, and APU annunciator lights come on. The lights are reset by the
APU switch in the OFF position. A 10-second time delay permits transient variations
in oil pressure during flight.
HIGH OIL TEMPERATURE
During APU operation, when the oil temperature gets to 255°F (124°C), the
temperature switch closes, relay A2-K1 energizes, and the APU does an automatic
shutdown.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŚŞȱȱŞŝŜ

AUXILIARY POWER UNIT - LUBRICATION SYSTEM - OIL INDICATION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŚşȱȱŞŝŜ

INTENTIONALLY
BLANK
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ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞśŗȱȱŞŝŜ
DOORS
EMERGENCY EXIT HATCH
INTRODUCTION
LOCATION
The emergency exit hatches are above the wings.
GENERAL DESCRIPTION
There are two over-wing emergency exit hatches on the aircraft.
The hatches are type III plug hatches. They all have the same construction features,
but are rigged separately to fit their particular frames. The hatches have a window with
an internal shade.
An EXIT light above each hatch shows the hatch area.
You can open the emergency exit hatches from inside or outside the aircraft. The
hatches operate with a spring-loaded handle at the top of the hatch.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞśŘȱȱŞŝŜ

DOORS - EMERGENCY EXIT HATCH - INTRODUCTION
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DOORS The handle is on a spring-loaded torque tube. The spring holds the release handle
to the latched position. The torque tube pivots on spherical bearings in the hatch
structure. The ends of the torque tubes have bellcrank roller latches that engage
EMERGENCY EXIT HATCH tracks in frame latch fittings.
COMPONENTS When you operate the release handle, the handle turns against a spring force and
these things happen:
GENERAL
• The bellcrank roller latches disengage the frame latch fittings.
• The handle flush panel moves. This vents aircraft pressure. This allows the
These are the emergency exit hatch components:
hatch to pivot inward, out of the frame.
• Hatch lining.
• Release handle mechanism. HATCH SEALS
• Hatch seals.
• Hatch pivot fittings and roller guide assemblies. Continuous seals around the hatch assembly and hatch release handle prevent
• Hatch stop fittings. pressure loss.
The hatch has a standard size dual pane window. PIVOT FITTING. ROLLER GUIDE ASSEMBLY. AND HEEL PADS
LINING The hatch pivot fittings and roller guide assemblies align the hatch in the frame and
ease hatch removal. The pivot fitting on the bottom of the hatch gives the hatch a hard
The hatch lining is an attractive, insulating cover for the internal structure and point to pivot on when it opens.
mechanisms. It has an insulation blanket to reduce noise and heat transmission.
The roller guide assembly helps the top of the hatch rotate smoothly from the hatch
The panel has a window reveal and shade assembly. A release handle cover, above frame.
the window covers the release handle. A lift handle is on the panel below the window.
RELEASE HANDLE ASSEMBLY
The hatch release handle assembly holds the hatch closed when the aircraft is not
pressurized and opens the hatch when necessary.
You operate the hatch release handle mechanism manually.
The hatch release handle is in the top of the hatch. It is a cast piece with a pull-type
handle on the inside surface, and a push-type panel flush with the outside contour of
the hatch.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞśŚȱȱŞŝŜ

INTENTIONALLY
BLANK
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DOORS
EMERGENCY EXIT HATCH
COMPONENTS
STOP FITTINGS
The hatch stop fittings transmit pressure loads to the aircraft structure when the hatch
is pressurized.
The stop fittings have these parts:
• Hatch-mounted adjustable pins with lock wires.

• Frame-mounted pressure pads.
The stop fittings are on the sides of the hatch and hatch frame.
When the aircraft is depressurized, the release handle latch fittings hold the hatch
closed and the stop fittings are not seated.
When the aircraft is pressurized, these things happen:
• The pressure load pushes the hatch slightly outboard.

• The hatch latch rollers are unloaded.
• The hatch seal compresses.
• The stop fittings seat and transmit the pressure load to the aircraft frame
structure.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞśŜȱȱŞŝŜ

DOORS - EMERGENCY EXIT HATCH - COMPONENTS
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DOORS The hatch then falls inward.
The release handle is spring-loaded to the closed position. Be careful not to let your
EMERGENCY EXIT HATCH fingers get caught between the exterior push panel and the panel cut-out.
OPERATION TRAINING INFORMATION POINT
GENERAL DESCRIPTION If you open an emergency exit hatch as part of a rescue training exercise, first lift
the armrest on the adjacent seat. This will prevent the hatch window reveal from an
You open the emergency exit hatches manually. Move the hatches inboard until they impact with the armrest. Such an impact can damage the window reveal.
are completely out of their frame, then set them in an empty seat. You can open
the emergency exit hatches from inside or outside of the aircraft. The hatches are
reinstalled manually, in reverse order of removal.
INTERIOR OPERATION
To open an emergency exit hatch, do these things:
• Pull the cover off the release handle.

• Pull on the release handle while you lift on the lower lift handle.
• Rock the hatch from the frame.
• Set the hatch down on the adjacent passenger seat.
When the release handle cover comes off, the release handle is accessible. When
you pull on the release handle, it turns. This causes these things to occur:
• The hatch bellcrank latches disengage the frame fittings.

• The hatch vent opens which bleeds cabin pressure.
Then rotate the hatch out of the hatch frame. When the hatch is clear of the frame, set
it on the adjacent seat.
EXTERIOR OPERATION
Rescue personnel can open the emergency exit hatches from outside of the aircraft.
When you push on the release handle’s exterior panel the hatch will unlatch.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞśŞȱȱŞŝŜ

DOORS - EMERGENCY EXIT HATCH - OPERATION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞśşȱȱŞŝŜ

DOORS DOOR ROLLERS AND FUSELAGE ROLLER TRACKS
SERVICE Rollers at the end of the door engage with tracks attached to the fuselage structure.
Together, the rollers and tracks control the motion of the door as it slides open or
closed.
EE COMPARTMENT EXTERNAL ACCESS DOOR
SPRING SPOOL ASSEMBLY
LOCATION
The spring spool assembly helps retract the door and hold it in the open position.
The door is on the bottom of the fuselage, aft of the nose wheel well.
TROLLEY
GENERAL DESCRIPTION
The trolley moves in a track to support the door and direct it as it moves to the open
The door is a plug-type door. It is a cast frame with aluminium skins. When the door position.
opens, it slides upward and to the right. In the fully open position it stows in the
fuselage, to the right of the door frame. You operate the door from outside the aircraft. DOOR SEAL
The door has these parts:
A seal around the door prevents pressure loss.
• Door latch mechanism.
• Door rollers. DOOR WARNING SWITCH
• Fuselage door roller tracks.
• Spring spool assembly. The door has an interface with the door warning system. It shares the P5 panel EQUIP
• Trolley. door warning light with the forward equipment compartment door. The left latch pin
• Door seal. operates the door warning switch.
DOOR LATCH MECHANISM The switch is outboard of the left latch pin frame bushing.
A spring-loaded handle with a push-button release controls the latch mechanism. When the door is latched, the latch pin pushes on the switch. This opens the switch
and removes a ground from the EQUIP light and the light goes out.
The handle fairs with the fuselage skin until it is released. The handle shaft turns a
pinion gear in the door that drives four rack gear latch pins. This causes the pins to When the door is unlatched, the latch pin releases the switch. The switch closes to
engage or disengage the latch pin fittings on the door frame. The latch pins transmit give a ground to the EQUIP light and the light comes on.
the door pressure loads to the door frame.
The fittings have lugs that will transmit the pressure loads safely even if the latch pins
are unlatched.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŜŖȱȱŞŝŜ

DOORS - SERVICE - ELECTRONIC EQUIPMENT COMPARTMENT EXTERNAL ACCESS DOOR
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŜŗȱȱŞŝŜ

DOORS
SERVICE
EE COMPARTMENT EXTERNAL ACCESS DOOR
OPERATION
You operate the electronic equipment compartment external access door manually.
You open and close the door from outside of the aircraft.
OPEN DOOR
The handle on the door fairs in a recess. A push-button trigger releases the handle
and it comes out of fair by spring force.
Turn the handle counter-clockwise to disengage the latch pins. When the latch pins
are free you can push the door upward and to the right. The lower web and trolley
support the door as it moves to the right on tracks to the full open position.
When the door is fully open, the door is stowed forward of the E-3 rack. The door
cannot be opened from inside the compartment.
CLOSE DOOR
To release the door from the open position, push the latch pin knob on the E-3 rack.
The door moves to the left and down into the door opening. When the door is seated,
pull down and rotate the handle to latch the door. Then push the door handle back
into its recess.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŜŘȱȱŞŝŜ

DOORS - SERVICE - ELECTRONIC EQUIPMENT COMPARTMENT EXTERNAL ACCESS DOOR - OPERATION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŜřȱȱŞŝŜ

DOORS LATCHES
SERVICE Three push-button latches hold the door closed. Moderate pressure on the push-
button trigger will cause the latch to open. They are a fail-safe design. Failure of the
trigger return mechanism will not cause the latch to open. When the latch is secure,
AUXILIARY POWER UNIT COWL DOOR the outer surface is similar in colour to adjacent structure. The other surfaces of the
latch are a bright red fluorescent colour. This allows rapid visual detection of an
PURPOSE unsecure latch.
The APU access door gives access to the APU and its accessories. DOOR SUPPORT RODS
LOCATION Door support rods hold the door open. You deploy and stow the support rods manually.
The APU access door is part of the lower surface of the fuselage. It is under the FLUID DRAIN SYSTEM
horizontal stabilizer.
A fluid drain system drains fluids from the APU compartment. Fluid collects in drain
GENERAL DESCRIPTION cups and flows in drain lines to the drain mast. The fluids then drain overboard through
the mast.
The APU access door has hinges on the right side. Three latches on the left side hold
the door closed. The door swings downward as it opens. The APU access door has OPERATION
these parts:
To open the APU access door, do these steps:
• Door frame and structure.
• Hinges. • Push the latch trigger buttons to open the latches. This causes the latches
• Latches. to release and the latch handles to come out of fair with the door skin. This
• Door support rods. disengages the latch hooks and their door frame fittings. Hold the door while
• Fluid drain system. you pull on the latch handles.
• Lower the door manually to the open position.
DOOR FRAME AND STRUCTURE • Secure the door in the open position with the door support rods.
The door frame and structure is aluminium alloy extrusions and clad aluminium alloy To close the door, do these steps:
sheet. The door does not hold pressure.
• Return the door support rods to their stowed position.
HINGES • Move the door to the closed position.
• Use the latch handles to mate the latch hooks with their door frame fittings.
• Push the latch handles to fair with the door skin. This secures the latches. Only
Two hinges give the door a pivot axis. You remove the hinge pins to remove the door. hand pressure is required to close the latches.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŜŚȱȱŞŝŜ

DOORS - SERVICE - AUXILLIARY POWER UNIT COWL DOOR
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŜśȱȱŞŝŜ

DOORS
DOOR WARNING SYSTEM
INTRODUCTION
PURPOSE
The door warning system gives the crew a visual indication when a door is not secure
(not latched).
LOCATION
The door warning amber lights are on the door warning annunciator panel on the P5
GENERAL DESCRIPTION
These doors have an interface with the door warning system:
• Forward and aft entry doors.

• Forward and aft galley service doors.
• Forward and aft cargo doors.
• Forward equipment compartment access door.
• EE compartment external access door.
The door warning annunciator panel contains indication for the doors when a door is
not in the latched position.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŜŜȱȱŞŝŜ

DOORS - DOOR WARNING SYSTEM - INTRODUCTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŜŝȱȱŞŝŜ

DOORS The forward access door and the EE compartment door share the same door warning
light. A micro switch is at each access door.
DOOR WARNING SYSTEM When a warning light comes on, the MASTER CAUTION and DOORS annunciator
also come on.
When the cargo door is unlatched, relay K10 energizes. This enables cargo
PURPOSE compartment lights.
The door warning system gives the crew a visual indication when the doors are not
secure (not latched).
These are the doors for which indication is provided:
• Passenger entry, forward and aft.

• Passenger service, forward and aft.
• Cargo, forward and aft.
• Equipment, forward and EE compartment.
The door warning lights are controlled by proximity sensors and micro switches in the
door area. The proximity sensor is part of a solid state switch circuit.
The circuit consists of a sensor, an actuator, and a switch card. The sensor and
actuator are on the door.
The circuits for the lights are in the miscellaneous switching module.
The door warning annunciator module contains the amber lights. It is on the P5
OPERATION
The sensor senses the proximity or absence of the actuator and provides the signal
to the switch card. The switch card uses this signal for the warning light to come on
or go out.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŜŞȱȱŞŝŜ

DOORS - DOOR WARNING SYSTEM - FUNCTIONAL DESCRIPTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŜşȱȱŞŝŜ

INTENTIONALLY
BLANK
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŝŖȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŝŗȱȱŞŝŜ
WINDOWS
INTRODUCTION
GENERAL
These are the types of windows on the aircraft:
• Flight compartment windows (fixed and sliding).

• Passenger compartment windows.
• Emergency exit windows.
• Landing gear inspection windows.
• Door-mounted windows.
All the windows can hold cabin pressurization loads and have fail safe properties.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŝŘȱȱŞŝŜ

WINDOWS - INTRODUCTION
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŝřȱȱŞŝŜ

WINDOWS
INSPECTION AND OBSERVATION
LANDING GEAR DOWNLOCK VIEWERS
GENERAL
There are two landing gear inspection windows (down lock viewers} on the aircraft.
You can see the nose gear drag link locking components and main gear downlock
indicators in flight.
LOCATION
The nose gear down lock viewer window and cover are in the floor of the flight
compartment above the nose gear wheel well. The main gear down lock viewer
window is in the floor of the passenger cabin above the main gear wheel well.
The nose gear viewer has these parts:
• Viewer cover.
• A stretched acrylic upper window with rubber gasket cushions.
• A glass lower window between phenolic rings sealed by rubber gaskets.
• Tube assembly with breather holes for cabin air to defog lower window.
The main gear viewer has these parts:
• Viewer cover.
• A glass window in silicon rubber seals in a retainer ring.
• Two mirrors.
• Tube assembly with drain holes.
• Plywood cover in floor panel to protect viewer window.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŝŚȱȱŞŝŜ

WINDOWS - INSPECTION AND OBSERVATION -LANDING GEAR DOWNLOCK VIEWERS
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŝśȱȱŞŝŜ

WINDOWS - INSPECTION AND OBSERVATION -LANDING GEAR DOWNLOCK VIEWERSæ æ#/-0/.%.4æ,/#!4)/.æ!.$æ)$%.4)&)#!4)/.
ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞŝŜȱȱŞŝŜ

B737 NG To CL Difference - Airframe - Systems

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B737 NG To CL Difference - Airframe - Systems

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The Boeing 737 is a short- to medium-range twin-engine narrow-body jet airliner.

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The 737-200 is a 737-100 with an extended fuselage, launched by an order from

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737 CLASSIC SERIES

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BOEING 737 CLASSIC

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BOEING 737 CLASSIC

DEVELOPMENT AND DESIGN

Development began in 1979, and in 1980 preliminary aircraft speciﬁcations were

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BOEING 737 CLASSIC

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BOEING 737 CLASSIC

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BOEING 737 CLASSIC

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 ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ   ȱȱ  ȱŗȱȬȱȱŘŝȱȱŞŝŜ

INTRODUCTIONæ4/æ""æ$)&&%2%.#%3æ&2/-æ"  4HEææCOMMUNICATIONSæSYSTEMSæHAVEæSLIGHTæCHANGES æMAINLYæTHEæ2#0æISæNOTæINSTALLEDæ

4HEæAIRCONDITIONINGæSYSTEMæONæTHEæ" æANDæ" æAREæIDENTICALæINæOPERATIONæ

 ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ   ȱȱ  ȱŗȱȬȱȱŘŞȱȱŞŝŜ

INTRODUCTIONæ4/æ""æ$)&&%2%.#%3æ&2/-æ"  4HEæ,ANDINGæGEARæSYSTEMæHASæMAJORæCHANGESæ4HEæ03%5æISæREPLACEDæBYæTHEæFUNCTIONæ

!4!æ æ).$)#!4).'æ!.$æ2%#/2$).' !4!æ æ/89'%.

 ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ   ȱȱ  ȱŗȱȬȱȱŘşȱȱŞŝŜ

INTRODUCTIONæ4/æ""æ$)&&%2%.#%3æ&2/-æ"  4HEREæAREææADDITIONALæWINDOWS æONEæINæEACHæOFæTHEæ.,'æANDæ-,'æBAYSæ4HEYæALLOWæ

!4!æ æ0.%5-!4)#æ0/7%2 !4!æ æ0/7%20,!.4

!4!æ æ7!4%2æ!.$æ7!34% !4!æ!,,æ æ!)2#2!&4æ-!.5!,3

 ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ   ȱȱ  ȱŗȱȬȱȱřŖȱȱŞŝŜ

RAM AIR INLET ACTUATOR

 ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ   ȱȱ  ȱŗȱȬȱȱřŘȱȱŞŝŜ

 ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ   ȱȱ  ȱŗȱȬȱȱřřȱȱŞŝŜ

 ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ   ȱȱ  ȱŗȱȬȱȱřŚȱȱŞŝŜ

 ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ   ȱȱ  ȱŗȱȬȱȱřśȱȱŞŝŜ

RAM AIR SYSTEM

MECHANICAL FUNCTIONAL DESCRIPTION

 ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ   ȱȱ  ȱŗȱȬȱȱřŜȱȱŞŝŜ

 ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ   ȱȱ  ȱŗȱȬȱȱřŝȱȱŞŝŜ

AIR CYCLE MACHINE

TRAINING INFORMATION POINT

 ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ   ȱȱ  ȱŗȱȬȱȱřŞȱȱŞŝŜ

 ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ   ȱȱ  ȱŗȱȬȱȱřşȱȱŞŝŜ

The supply fans push air to these components:

• P1 and P2 (display units).

The exhaust fans pull air from these components:

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱśȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŜȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŝȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŞȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱşȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŖȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŗȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŘȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗřȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŚȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗśȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŜȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŝȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗŞȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŗşȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘŖȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘŗȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘŘȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘřȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘŚȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘśȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘŜȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘŝȱȱŞŝŜ

INTRODUCTIONæ4/æ""æ$)&&%2%.#%3æ&2/-æ" 4HEææCOMMUNICATIONSæSYSTEMSæHAVEæSLIGHTæCHANGES æMAINLYæTHEæ2#0æISæNOTæINSTALLEDæ

4HEæAIRCONDITIONINGæSYSTEMæONæTHEæ" æANDæ" æAREæIDENTICALæINæOPERATIONæ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘŞȱȱŞŝŜ

INTRODUCTIONæ4/æ""æ$)&&%2%.#%3æ&2/-æ" 4HEæ,ANDINGæGEARæSYSTEMæHASæMAJORæCHANGESæ4HEæ03%5æISæREPLACEDæBYæTHEæFUNCTIONæ

!4!æ æ).$)#!4).'æ!.$æ2%#/2$).' !4!æ æ/89'%.

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŘşȱȱŞŝŜ

INTRODUCTIONæ4/æ""æ$)&&%2%.#%3æ&2/-æ" 4HEREæAREææADDITIONALæWINDOWS æONEæINæEACHæOFæTHEæ.,'æANDæ-,'æBAYSæ4HEYæALLOWæ

!4!æ æ0.%5-!4)#æ0/7%2 !4!æ æ0/7%20,!.4

!4!æ æ7!4%2æ!.$æ7!34% !4!æ!,,æ æ!)2#2!&4æ-!.5!,3

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŖȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŘȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřřȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŚȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřśȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŜȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŝȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřŞȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱřşȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŖȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŗȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŘȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚřȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŚȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚśȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŜȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŝȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚŞȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŚşȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱśŖȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱśŗȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱśŘȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱśřȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱśŚȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱśśȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱśŜȱȱŞŝŜ

The selector is a -position rotary type with these positions:

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱśŝȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱśŞȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱśşȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŜŖȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŜŗȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŜŘȱȱŞŝŜ

FUNCTIONAL DESCRIPTIONæ æ#(!.'%æ&2/-æ".'

The STANDBY mode operates the 6DC actuator.

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŜřȱȱŞŝŜ

ȱȱ ȱ ȱȬȱ ǱȱŖŗȱȬȱǱȱȱŘŖŗś ȱ ȱ ȱȱ ȱŗȱȬȱȱŜŚȱȱŞŝŜ