777 GEN FAM BOOK July 2008.pdf

777 SYSTEMS

SECTION

TITL E

1

In t r o d u c t i o n

2

St r u c t u r es

3

Eq u i p m en t Cen t er s

4

Fl i g h t Dec k

5

A i r p l an e In f o r m at i o n Man ag em en t Sy s t em

6

Co m m u n i c at i o n s

7

Nav i g at i o n

8

A u t o p i l o t Fl i g h t Di r ec t o r Sy s t em

9

El ec t r i c al Po w er

10

Fu el

11

Po w er Pl an t

12

A u x i l i ar y Po w er Un i t

13

Hy d r au l i c s

14

L an d i n g Gear

15

Fl i g h t Co n t r o l s

16

En v i r o n m en t al Sy s t em s

17

Ic e an d Rai n Pr o t ec t i o n

18

F i r e Pr o t ec t i o n

19

Cab i n Sy s t em s

20

L i g h ts

21

C ar g o

Gl o s s ar y

A b b r ev i at i o n s an d A c r o n y m s

Table of Contents

1 I n t r o d u c t i o n

Introduction

1 n o i t c u d o r t n I

Introduction Ab ou t Thi s B oo k

Other airplane features include:

•

Princi Principa pall Cha Characte racterist ristics ics

This book supplies an introduction to the 777 airplane systems. This book uses a basic airplane configuration, but it has data on some usual options. The description of the systems includes:

• • •

•

Pay lo lo ad ad C ap ap ab ab i lili t ie i es

•

Gr ou ou nd nd Op Op er er at at io io ns ns

• •

• • •

Syst System em comp compon onen ents ts Cont Co ntro rols ls and and dis displ pla ays Sys System tem ope operratio ation. n.

To get more system data, refer to other Boeing publications such as the Airplane Flight Manual, Operations Manual, Airplane Maintenance Manual, and Detail Specification. If the data in this book does not agree with the data in those publications, use the data in those publications.

• • • • •

Compos Comp osit ite es str truc uctu ture res s ARIN AR INC C 629 629 dat data bus buses es An air air dat data a inert inertia iall ref referen erence ce system (ADIRS) An elec electri trica call load load man manag agem emen entt system (ELMS) Back Backup up elec electr tric ical al powe powerr generating system Ultra Ultraso soni nic c fuel fuel quan quanti tity ty measurement Fuel Fuel effi effici cien entt hig high h byp bypas ass s turbofan engines SixSix-wh whee eell land landin ing g gear gear tru truck cks s with steering FlyFly-by by-w -wir ire e Prim Primary ary Flig Flight ht Control System (PFCS) Mood Mo od ligh lighti ting ng syst system em..

This book shows the design of the airplane as of the date of printing. It is for training purposes only. Features

The 777 design is for ETOPS (extended range operation with twoengine airplanes). The 777 has an advanced flight compartment for two crew operation. It has digital avionics and flat panel liquid crystal displays. An airplane information management system (AIMS) supplies these functions: • • • • • • • •

Prim Primary ary disp displa lay y func functi tion ons s Flig Flight ht man manag agem emen entt comp comput uting ing functions Thrus Thrustt man manag agem emen entt fun funct ctio ions ns.. Cent Centra rall main mainte tena nanc nce e func functi tion ons s Comm Commun unica icati tion ons s ma mana nage geme ment nt Airpl Airplan ane e con condi ditio tion n mon monit itor oring ing Flig Flight ht d dat ata a acqu acquis isit itio ion n Data Data conv conver ersio sion n gat gatew ewa ay functions

1-1

Introduction 777 - 200 Maximum Design Weight, Lbs (Kg) Taxi Takeoff Landing Zero Fuel

777 - 200ER

547,000 (248,110) 658,000 (289,460) 545,000 (247,200) 656,000 (297,550) 445,000 (201,900) 470,000 (213,180) 420,000 (190,500) 440,000 (199,580)

777 - 200LR

777 - Freighter

777 - 300

777 - 300ER

768,000 (348,350) 766,000 (347,450) 492,000 (223,160) 461,000 (209,100)

768,000 (348,350) 766,000 (347,450) 575,000 (260,810) 547,000 (248,110)

662,000 (300,270) 660,000 (299,370) 524,000 (237,680) 495,000 (224,520)

777,000 (352,440) 775,000 (351,530) 554,000 (251,290) 524,000 (237,680)

Engine Thrust (BET), Lbs Pratt & Whitney

74,400 - 77,000

84,400 - 90,000

N/A

N/A

90,000 - 97,900

N/A

General Electric

76,400 - 90,000

84,700 - 93,700

110,100

110,100

N/A

115,300

Rolls Royce

73,400 - 76,000

83,600 - 93,400

N/A

N/A

83,600 - 93,400

N/A

Fuel Capacity U.S. Gal (L)

31,000 (117,300)

45,220 (171,200)

Seating Three Class Two Class All Economy (10 Abreast)

305 375 440

53,440 (202,000) 47,890 (181,300) 45,220 (171,200) 47,890 (181,300) with 3 optional auxiliary fuel tanks

305 375 440

301 375 440

N/A

368 451 550

365 451 550

5,330 (151)

5,330 (151)

23, 050 (653) total cargo volume

7,120 (202)

7,120 (202)

Lower Hold Volume Cubic Feet (Cubic Meters)

5,330 (151)

Maximum Operating Speed Knots CAS (Mach)

330 (0.87)

Principal Characteristics Principal Characteristics

Payload Capabilities

Ground Operations

The 777 is a twin-engine widebody airplane designed for medium and long range flights. The 777 size is between a 767-300 and a 747-400. The airplane design offers features, innovations, and approaches that set the standard for delivering value to the operators.

Seat combinations include:

Doors, service connections, and access panels give easy access. It is possible to do servicing of these locations at the same time. This decreases turnaround times.

Boeing has these six 777 airplanes, listed along with their design range: • • • • • •

777-200 (5235 miles) 777-200ER (7700 miles) 777-200LR (9450 miles) 777 Freighter (4885 miles) 777-300 (6015 miles) 777-300ER (7930 miles).

Measures listed are maximum allowable. Optional equipment and load restrictions may be required to operate at these values.

1-2

• • •

Six-abreast first class Seven or eight-abreast business class Nine or ten-abreast economy class.

The 777 gives better passenger comfort and appeal with new entertainment systems and flexible cabin configurations. New overhead flight and cabin crew rest areas increase passenger cabin revenue capability. The 777 Freighter has a revenue payload capability of 226,000 lbs with up to 27 pallets and 18,300 cubic feet on the main deck.

The central maintenance computing function (CMCF) of the airplane information management system (AIMS) collects fault data and supplies a central location for access to maintenance data and system test. This decreases maintenance and turnaround times. A power-operated cargo handling system decreases load and unload times. The 777 Freighter integrates smoothly with existing cargo operations and interlining with 747 freighter fleets. Easy transfer of cargo is possible via the large main deck cargo door.

Introduction

Jakarta

777 Freighter 766,000-lb (347,450-kg) MTOW 226,700-lb (102,830-kg) payload

Kuala Lumpur

Singapore

Bangkok Hanoi Hong Kong

777-200 545,000-lb (247,210-kg) MTOW 305 three-class passengers 777-200ER 656,000-lb (297,556-kg) MTOW 301 three-class passengers

Delhi

Seoul Tokyo

Mumbai Karachi

Port Moresby

Dubai Moscow

Cairo Rome

777-200LR 766,000-lb (347,450-kg) MTOW 301 three-class passengers

Honolulu

Lagos

NEW YORK

Nadi

777-300 660,000-lb (299,370-kg) MTOW 368 three-class passengers 777-300ER 775,000-lb (351,535-kg) MTOW 365 three-class passengers

Colombo

Luanda

Addis Ababa Dar Es Salaam

Harare Hannesburg Maputo

Papeete Auckland

Rio de Janeiro Santiago Buenos Alres

Typical Mission Rules Standard Day Cruise Mach = 0.83 85% Annual Winds Airways And Traffic Allowances Included

777 Freighter 766,000-lb (347,450-kg) MTOW 226,700-lb (102,830-kg) payload

Cayenne Dakar

777-200 545,000-lb (247,210-kg) MTOW 305 three-class passengers

777-200LR 766,000-lb (347,450-kg) MTOW 301 three-class passengers 777-300 660,000-lb (299,370-kg) MTOW 368 three-class passengers

New York

Madrid

Abidjan Rome

Lagos

777-200ER 656,000-lb (297,556-kg) MTOW 301 three-class passengers

Caracas

Miami Chicago

Cairo Luanda Addis Ababa

Lima

Mexico City Los Angeles Riyadh Mumbai

Honolulu

Harare

TOKYO

Santiago

Manila Singapore

Perth

777-300ER 775,000-lb (351,535-kg) MTOW 365 three-class passengers

Sydney Auckland

Typical Mission Rules Standard Day Cruise Mach = 0.83 85% Annual Winds Airways And Traffic Allowances Included

Range Capability

1-3

Introduction 199 ft 11 in (60.9 m) 70 ft 7.5 in (21.5 m)

Note: Wingspan for 777-300ER / 200LR / Freighter is 212 ft 7 in (64.8 m) 36 ft (11 m)

2 ft 11 in (0.9 m) nominal, changes by engine manufacturer

777 - 200 / 200ER / 300

61 ft 8 in (18.8 m)

7 ft 9 in (2.4 m)

84 ft 11 in (25.9 m)

209 ft 1 in (63.7 m) 777-200 / 200ER / Freighter

Note: All airplane heights listed are nominal, and change by airplane gross weight.

60 ft 8 in (18.5 m)

102 ft 5 in (31.2 m) 242 ft 4 in (73.8 m) 777-300 / 300ER

777 Dimensions

1-4

Introduction Hydrant Fuel Truck (Option) Galley Truck, Door No. 2

Utility Tug and LD2/LD3 Trailers Lower Cargo Hold Loader

Utility Tug and Pallet Trailers

Utility Tug and Bulk Trailers Bulk Cargo Loader

Lower Cargo Hold Loader

Galley Truck Potable Water Truck

Galley Truck Electrical Power Tow Tractor

Passenger Bridge

Lavatory Service Truck

Air Conditioning Truck Cabin Cleaning Truck

Air Start Truck Hydrant Fuel Truck 777 - 200 / 200 ER

Utility Tug and Pallet Trailers

Galley Truck, Door No. 2 Hydrant Fuel Truck (Option)

Utility Tug and LD2/LD3 Trailers

Utility Tug and Bulk Trailers


Bulk Cargo Loader Galley Truck

Lower Lobe Loader

Potable Water Truck

Galley Truck Electrical Power

Tow Tractor

Passenger Bridges

Air Conditioning Truck

Galley Truck

Air Start Truck

Lavatory Service Truck Cabin Cleaning Truck

Hydrant Fuel Truck 777 - 300 / 300 ER

Ground Operations

1-5

Introduction

Main Deck Cargo Door Main Deck Cargo Compartment

Utility Tug and Pallet Trailers Utility Tug and Pallet Trailers Air Conditioning Truck

Lower Cargo Hold Loader Bulk Cargo Loader


Electrical Power

Tow Tractor

Access Stairs

Air Start Truck

Lavatory / Potable Water Service Truck

Utility Tug and Pallet Trailers Hydrant Fuel Truck

Freighter Ground Operations

1-6

Main Deck Cargo Loader

2 S t r u c t u r e s

Structures

2 s e r u t c u r t S

Structures Features

CORROSION PROTECTION

•

Fuselage

STRUCTURAL DESIGN

The corrosion protection for the 777 includes:

•

Wi ng

•

Composite Structure

•

Stabilizers

•

Corrosion Prevention

The design of the fail-safe structure includes: • • •

Relevant experience from the Boeing aging fleet program Redundant structural load paths Fatigue tests.

A plan for scheduled structural inspections and coordination with the airlines completes the design process.

• • •

Better drainage Increased use of corrosion resistant materials Special protective coatings and sealants.

Corrosion prevention procedures are continuously updated for the latest technology and in-service experience. This helps to keep the airplane structurally-durable.

COMPOSITE MATERIAL USAGE The use of new composite materials on the 777 helps: • • •

Improve resistance to damage Prevent corrosion Reduce overall airplane weight.

2-1

Structures

Section 41

Section 44 (Upper Lobe)

Section 43

Secti on 46

Section 45 (Lower Lobe)

Section 47

Aft Pressure Bulkhead

Passenger Entry Doors (-300 has Overwing Doors)

Section 48

APU Firewall APU Inlet Door

Forward Pressure Bulkhead

APU Exhaust

APU Access Doors Forward Cargo Door

Radome

Wing Center Section

Nose Gear Wheel Well Forward Equipment Center

Forward Cargo Compartment

Main Equipment Center

Main Gear Wheel Well Keel Beam

Aft Cargo Bulk Cargo Door Door Aft Cargo Compartment

Stabilizer Compartment Bulk Cargo Compartment

NOTE: The 777-300 and -300ER have an overwing door.

Fuselage Fuselage

The fuselage is a pressurized semimonocoque structure. It is made with circumferential frames, longitudinal stringers, stressed skin, and pressure bulkheads. The fuselage includes many improvements that were identified by the Boeing aging fleet program.

• • • •

Nose gear wheel well Main equipment center Forward cargo door (right side) Forward part of the forward cargo compartment.

Section 43 (STA 655 - 1035). This section contains the aft part of the forward cargo compartment

FUSELAGE SECTIONS

Section 44/45 (STA1035 - 1434). This is the center portion of the fuselage. It contains these items:

These are the major fuselage sections and their station numbers (STA).

• • •

Section 41 (STA 92.5 - 655). This section contains these items:

Section 46 (STA 1434 - 1832). This section contains these items:

• • • •

• • •

2-2

Radome Flight deck Forward pressure bulkhead Forward equipment center

Wing center section Keel beam Main gear wheel wells.

Aft cargo door (right side) Aft cargo compartment Main deck cargo door (Freighter).

Section 47 (STA 1832 - 2150). This section contains these items: • •

Bulk cargo door (right side) Bulk cargo compartment.

Section 48 (STA 2150 - 2570). This section contains these items: • • • • •

Aft pressure bulkhead Stabilizer compartment APU firewall APU inlet and exhaust APU compartment.

All sections except sections 45 and 48 contain parts of the passenger compartment.

Structures

Side-of-Body Rib 777-300ER/ 200LR/ Freighter Dry Bay Raked Wingtip and Wingbo x Extension (777-300ER/200LR/Freighter)

Access Panel

Leading Edge Slat (7) Wing Center Section Front Spar

Tank End Rib Tank End Rib (-300ER/200LR/Freighter) Flaperon

Landing Gear Beam

Spoiler (7) Flaps

Rear Spar Aileron Wing Tip

Wing Wing

WING SECONDARY STRUCTURE

WING ACCESS PANELS

The wing holds fuel, contains fuel system components, and includes the attachment points for the engine strut, landing gear, and flight control surfaces.

The wing secondary structure includes the leading edge, trailing edge, and aerodynamic fairings. The leading edge slats attach to the front spar. These items attach to the rear spar and auxiliary structure:

Access panels are on the lower surface of the wing. The wing center section has one access panel. Openings in some ribs and the center section spanwise beams permit movement in the tank.

• • • •

CHANGES FOR 777-300ER / 200LR / FREIGHTER

WING PRIMARY STRUCTURE The wing primary structure is aluminum alloy and includes: • • • •

Front and rear spars Skin panels Stringers Ribs.

Tank end ribs are sealed and make the ends of the fuel tanks. The sideof-body rib connects the outboard wing section to the wing center section.

Trailing edge flaps Aileron Flaperon Spoilers.

The wing tip is an aerodynamic fairing on the end of the wing.

The 777-300ER / 200LR / Freighter have an extended wing and new raked wingtip. Fuel tank volume increases with a new tank end rib. Center tank volume also increases into part of the wing dry bay.

The main landing gear attaches to the wing rear spar and the landing gear beam. 2-3

Structures Legend: Carbon Fiber Reinforced Plastic

Torque Box

Carbon Fiber Reinforced Plastic + Nylon

Aileron

Rudder Torque Box

Fiberglass

Leading and Trailing Edge Panels

Wing Fixed Leading Edge

Outboard Flap

Elevator

Trailing Edge Panels

Strut Fairings Wing-to-Body Fairing Floor Panels

Inboard Flap

Floor Beams (Except Freighter)

Flaperon Inboard and Outboard Spoilers Main Landing Gear Doors

Radome

Nose Gear Doors

Wing Landing Gear Doors Engine Cowling

Composite Structure Composit e Materials

Some of the airplane structure is made of composite materials to improve resistance to corrosion and to reduce weight. Composite materials are layers or plies of high strength fibers (carbon fiber or fiberglass) in a mixture of plastic resin. Components made of composite materials use laminations or combine layers of the composite materials with a honeycomb core to form a sandwich construction. The structural repair manual contains the necessary inspections, damage limits, and repair procedures for each component.

CARBON FIBER REINFORCED PLASTIC These structural components are made of carbon fiber reinforced plastic: • • • • • • • • •

Elevators Rudder Ailerons Flaperons Flaps Spoilers Strut fairings Engine cowlings Nose gear doors.

These structural components are made of carbon fiber reinforced plastic + nylon (toughened carbon fiber reinforced plastic): • •

Torque boxes Floor beams (except Freighter).

The 777 Freighter uses aluminum alloy floor beams. 2-4

FIBERGLASS These structural components are made of fiberglass: • • • • •

Leading and trailing edge panels Wing-to-body fairing Wing and main landing gear doors Floor panels Radome.

Structures Tip

Rudder Leading Edge

Torque Box Tip

Tab

Trailing Edge Panels

Vertical Stabilizer

Leading Edge

Elevator

Horizontal Stabilizer

Torque Box

Stabilizers Stabilizers

VERTICAL STABILIZER

Major structural parts of the stabilizers are made of composite materials.

These components of the vertical stabilizer are made of toughened carbon fiber reinforced plastic:

HORIZONTAL STABILIZER

• • • •

These components of the horizontal stabilizer are made of toughened carbon fiber reinforced plastic: • • • •

Torque box spars Ribs Stringers Skins.

The elevators are made of carbon fiber reinforced plastic.

Torque box spars Ribs Stringers Skins.

Auxiliary structure is aluminum or titanium. The leading edge and tip are removable. All panels are fiberglass. Only the panels on the left side of the stabilizer are removable for access. The rudder and tab structure are made of carbon fiber reinforced plastic.

2-5

Structures

Two Coats of Primer Finishes

Titanium Seat Track

Frame

Fiberglass Floor Panels

Stringer Drainage

Corrosion Resistant Materials

Corrosion Prevention Corrosion Prevention

FINISHES

The 777 includes several corrosion prevention features.

These improve the airplane finish:

DRAINAGE These features improve drainage: • • • •

Centerline drain path Stringer drain holes Drainage clearance at frames, stringer splices and fittings Increased number of skin centerline drain holes.

CORROSION RESISTANT MATERIALS These items are new: • • • •

2-6

Better aluminum alloys (2524-T3) Titanium seat tracks Toughened carbon fiber reinforced plastic floor beams Fiberglass floor panels.

• •

Increased use of primer Corrosion inhibiting compounds.

Access for inspection is improved to permit better corrosion surveillance.

3 E C q e u i n p t e m r e s n t

Equipment Centers

3 t n s e r e m t p n i u e q C E

Equipment Centers Features

•

A nt en na L oc at io ns

EASE OF ACCESS

•

Electronic Equipment Centers

Equipment racks contain most of the electronic equipment in the airplane. The access to the racks is from the ground, passenger cabin, or cargo compartments.

•

Shelf-Mounted Equipment

REMOVAL AND INSTALLATION The equipment centers have line replaceable units (LRUs). The LRUs are easy to remove and replace. PASSIVE COOLING Forced air cooling is not necessary for some LRUs. These LRUs use passive cooling. Passive cooling gives better reliability because it permits system operation with no equipment cooling operation.

3-1

Equipment Centers

TV (Option)

ATC

SATCOM HF (Top-Mounted) (Dual Option)

SATCOM (Top-Mounted) ADF

VHF L

GPS

VOR

VHF C

TCAS Weather Radar ILS Glideslope Capture and Localizer Telephone Antenna (L, R)

ILS Glideslope Track DME R

(Dual Option)

Marker Beacon ATC

DME L TCAS

RA

SATCOM (Side-Mounted)

Antenna Locations An ten na L oc ati on s

Shelf-Mounted Equipment

The basic communication and navigation antenna locations show above. The SATCOM system uses either a top mount antenna or dual side mount antenas.

Easy to remove shelf-mounted equipment permits easy change and troubleshooting of electronic equipment. The shelves contain standard ARINC 600 line replaceable units (LRUs). The configuration of the LRUs is in relation to use and ease of access. Cooling to some LRUs is by forced air, and some LRUs have passive cooling.

Electronic Equip ment Centers

Electronic equipment racks are in different locations in the airplane. The main equipment center is below the passenger cabin floor. Access to the main equipment center is: • • •

3-2

From the forward cargo compartment Through a door on the bottom of the airplane Through a hatch in the passenger cabin.

VHF R

Equipment Centers

E11 Rack (Passenger Only)

E7 Rack (Passenger)

E17 Rack

E12 Rack (Passenger) E7 Rack (Freighter) E5 Rack

E10 Rack

E15 Rack (Passenger Only)

E6 Rack

E16 Rack

Main Equipment Center Forward Equipment Center

Equipment Center and Rack Locations

P210 Right Power Management Panel P300 Auxiliary Power Panel P110 Left Power Management Panel P100 Left Power Panel

E1/E2 Rack P330 Aux Ground Handling Power Panel (Freighter)

P320 Ground Service/ Handling Power Panel

(Looking Aft) P310 Standby Power Management Panel

P110 Left Power Management Panel

P210 Right Power Management Panel P200 Right Power Panel

(Looking Forward)

E3/E4 Rack


3-3

Equipment Centers RIGHT AIRPLANE INFORMATION MANAGEMENT SYSTEM (AIMS) CABINET

ACTUATOR CONTROL ELEC (ACE) LEFT 2

E2-1

GENERATOR CONTROL UNIT (GCU) LEFT

BUS POWER CONTROL UNIT

TRANSFORMER RECTIFIER UNIT (TRU) LEFT

E1-1

TRANSFORMER RECTIFIER UNIT (TRU) RIGHT

WINDOW HEAT AND CNTRL UNIT R FWD AND LEFT SIDE

GENERATOR CONTROL UNIT (GCU) RIGHT

QUICK ACCESS RECORDER (QAR) (OPTION)

CABIN TEMPERATURE CONTROLLER (CTC) RIGHT

AIR SUPPLY CABIN PRESSURE CONTROL (ASCPC) RIGHT

E2-2

T H G I R F D A

WINDOW HEAT CNTRL UNIT LFWD AND RSIDE

DISTANCE TRAFFIC ALERT MEASURING & COLLISION EQUIPMENT AVOIDANCE SYS INTERROCOMPUTER GATOR (TCAS) (DME) LEFT

CABIN TEMPERATURE CONTROLLER (CTC) RIGHT

AIR VHF SUPPLY COMM CABIN XCVR PRES CTL (VHF) (ASCPC) CENTER LEFT

INSTR LAND SYS RCVR (ILS) LEFT

L T I A N C U L E C S E D

T F E L F D A

E1-2

INSTR LAND SYS RCVR (ILS) RIGHT

VOR RCVR MKR BCN (VOR) RIGHT

VHF COMM XCVR (VHF) RIGHT

AIR TRAFFIC CONTROL TRANS (ATC) RIGHT

DISTANCE MEASURING EQUIPMENT INTERROGATOR (DME) RIGHT

INSTR VHF LAND COMM SYS XCVR RCVR (VHF) (ILS) LEFT CENTER

APU GENERATOR CONTROL UNIT (APU-GCU)

VOR RCVR MARKER BEACON (VOR) LEFT

AIR TRAFFIC CONTROL (ATC) LEFT

AUTOPILOT FLIGHT DIRECTOR COMPUTER (AFDC) LEFT

E1-3

E2-3

ARBRN VIBRATION MON UNIT RIGHT

AUDIO PASSENGER ENTERINFLIGHT INFORMATION TAINMENT PLAYER COMPUTER 2

AUDIO ENTERTAINMENT PLAYER 1

AUDIO ENTERTAINMENT ENTERMULTIPLEXER TAINMENT CONTROLLER MULTIPLEX (EMC) 1

CABIN SYSTEM MANAGEMENT UNIT (CSMU) (Passenger Only)

PASS ADDRESS CABIN INTERPHONE CONT (PACI) (PA Amp Freighter)

AUDIO MANAG UNIT

P X M O O R C P N D R N A R G W

ARBRN VIBRATION MON UNIT LEFT

E1-4

E2-4

ACTUATOR CONTROL ELEC (ACE) CENTER

FCDC BATTERY CENTER

AUTOPILOT FLIGHT DIRECTOR COMPUTER (AFDC) RIGHT

SATELLITE DATA UNIT (Freighter Only)

PROXIMITY SENSOR ELECTRONICS UNIT (PSEU) 1

E2-5

ENGINE DATA INTERFACE UNIT (EDIU) LEFT

ACTUATOR CONTROL ELEC (ACE) LEFT 1

WARNING ELECTRONICS UNIT (WEU) LEFT

E1-5

PRIMARY FLIGHT COMPUTER (PFC) CENTER

FLIGHT CONTROL POWER SUPPLY ASSEMBLY (PSA) CENTER

E2-6

FLAP/SLAT ELECTRONICS UNIT (FSEU) 1

SECONDARY ATTITUDE AIR DATA REFERENCE UNIT (SAARU)

E2-7

Note : passenger entertainment equipment on E2-4 is not installed on the 777 Freighter

FLIGHT CONTROL POWER SUPPLY ASSEMBLY (PSA) LEFT

FCDC BATTERY LEFT

PRIMARY FLIGHT COMPUTER (PFC) LEFT

E1-6

E2 Rack (Looking Aft)

E1 Rack (Looking Aft)

Main Equipment Center Racks

LAPTOP MAINTENANCE ACCESS TERMINAL (LMAT) COOLING EXHAUST HOOD

COOLING EXHAUST HOOD

LEFT AIRPLANE INFORMATION MANAGEMENT SYSTEM (AIMS) CABINET

PROXIMITY SENSOR ELECTRONICS UNIT 2 (PSEU)

E3-1

STATIC INVERTER

ENGINE DATA INTERFACE UNIT RIGHT (EDIU)

FLAP/SLAT ELECTRONICS UNIT 2 (FSEU)

E4-1

STATIC INVERTER TOWING (OPTION)

MAIN BATTERY CHARGER

TRANSFORMER RECTIFIER UNIT (TRU) CENTER 1

TRANSFORMER RECTIFIER UNIT (TRU) CENTER 2

WARNING ELECTRONICS UNIT (WEU) RIGHT

E3-2

E4-2

AIR DATA INERTIAL REFERENCE UNIT (ADIRU) E3-3

BACKUP CONVERTER (VSCF)

E4-4

MAIN BATTERY

E4-3

E3 Rack (Looking Forward)

E4 Rack (Looking Forward)

Main Equipment Center Racks

3-4

AUTOPILOT FLIGHT DIRECTOR COMPUTER (AFDC) CENTER

Equipment Centers

Right Primary Flight Computer (PFC)

Right Flight Control Power Supply Assembly (PSA)

Right FCDC Battery Right Actuator Control Electronics Forward Cargo Handling Accessory Panel P35 Forward Cargo System Controller

Right Radio Altimeter Fuel Quantity Processor Unit Center Radio Altimeter Left Radio Altimeter

E16 Rack (Fwd Cargo Door) (Looking Forward)

E5 Rack (Fwd Cargo Door) (Looking Aft)

Forward Cargo Door Racks

Left HF Right HF Brake System Control Unit

Aft Cargo Handling Accessory Panel P39

Aft Axle Steering Control Unit Tire and Brake Monitoring Unit

Aft Cargo System Controller

E6 Rack (Aft Cargo Door) (Looking Aft)

E17 Rack (Aft Cargo Door) (Looking Forward)

Aft Cargo Door Racks

3-5

Equipment Centers Disc Drive Unit Cabin File Server

Speaker Drive Modules

Voice Recorder Flight Data Recorder

Satellite Data Unit Radio Frequency Unit

APU Controller

High Power Amplifier FWD E15 Rack (Passenger Only) (Overhead Passenger Compartment) (Left Side Looking Outboard)

FWD

FWD E7 Rack (Passenger Only) (Overhead Passenger Compartment) (Right Side Looking Outboard)

E11 Rack (Passenger Only, Basic SATCOM) (Overhead Passenger Compartment) (Left Side Looking Inboard)

Overhead Racks in the Passenger Compartment Bulk Cargo Door

E10 Rack (APU Battery and Charger)

Voice Recorder Flight Data Recorder

Left Telephone Transceiver

APU Controller

E12 Rack Right Telephone Transceiver

Cabin Telecommunications Unit E10 Rack (APU Battery and Charger) Bulk Cargo Door

FWD

FWD E10, and E7 Racks (Freighter Version) (Bulk Cargo Compartment) (Looking Outboard)

E10, and E12 Racks (Passenger Version) (Bulk Cargo Compartment) (Looking Outboard)

Equipment Racks in the Bulk Cargo Compartment

3-6

4 F l i g h t D e c k

Flight Deck

4 k c e D t h g i l F

Flight Deck Features

FLAT PANEL LIQUID CRYSTAL DISPLAY UNITS

OVERVIEW The 777 has a two-pilot flight deck and room for two observers. The flight deck supplies airline and flight crew needs into the 21st century. The 777 flight deck has flat panel liquid crystal display (LCD) technology and the digital flight deck technology shown successful on the 747-400, 767, and 757. The LCDs replace cathode ray tube (CRT) displays used in other Boeing airplanes. The manual operations on the 777 flight deck are made easier. Many of the manual flight crew operations done before are automatic in the 777. Easier manual operations and more automatic operations decrease the flight crew work load.

Less power is necessary for the flat panel liquid crystal display units (DUs), and they have a larger display area than the usual CRT displays. The standby indicator is also a flat panel LCD. CONTROL DISPLAY UNITS Three LCD control display units (CDUs) in the flight deck have multicolored displays. MAINTENANCE ACCESS TERMINAL The maintenance access terminal (MAT) in the flight deck makes it easy for the maintenance crew to isolate system faults and load airplane systems software.

•

Fl i gh t Dec k Pan el s

•

Mai n In st r um en t Pan el s

•

Cen ter F or w ar d Pan el

•

Gl ar es hi el d Pan el s

•

Co nt ro l Stan d

•

A i sl e St an d Pan el s

•

Ov er head P an el s

•

Cu rs or Co nt r ol Dev ic e

•

Maintenance Access Terminal

•

Crew Seats

•

Control Wheels and Visibility

•

Other Flight Deck Components

CURSOR CONTROL DEVICE The flight crew and maintenance crew use the cursor control devices to request flight and other data to show on the display units that use the multi-function (MFD) formats. The maintenance access terminal (MAT) also has a cursor control device.

4-1

Flight Deck

P61 Overhead Maintenance Panel P11 Overhead Circuit Breaker Panel

P5 Overhead Panel P2 Center Forward Panel

P55 Glareshield Center Panel

P7 Glareshield Panel


P3 Right Forward Panel

P1 Left Forward Panel

P14 Right Side Panel

P13 Left Side Panel

P18 Maintenance Access Terminal

P9 Forward Aisle Stand Panel

P8 Aft Aisle Stand Panel

P10 Control Stand

Flight Deck Panels Flight Deck Panels

The 777 flight deck decreases and makes flight crew operations better. System control location gives easy access. The main instrument panels of the flight deck include six 8" X 8" flat panel liquid crystal display (LCD) display units (DUs) that are the same and interchangeable. The DUs supply a larger display area than the usual cathode ray tube (CRT) displays. The left and right outboard DUs show the primary flight display (PFD) format. The left and right inboard DUs usually show the navigation display (ND) format. They can also show the multi-function display (MFD) formats.

4-2

The upper center DU shows the EICAS display. The lower center DU normally shows the MFD formats. It can also show the EICAS display or the ND. The arrangement of the captain and first officer main instrument panels decreases pilot head and eye motion and gives full visibility. The maintenance access terminal (MAT) is a new panel that the maintenance technicians use to do many maintenance related functions.

Flight Deck

Instrument Source Select Switches

Left Outboard Display Unit

Right Outboard Display Unit

Clock (2)

Left Inboard Display Unit

Brake Accumulator Pressure Indicator

Right Inboard Display Unit

Heading Reference Switch P1 Left Forward Panel

Instrument Source Select Switches

Left Inboard Display Selector

FMC Selector Right Inboard Display Selector

P3 Right Forward Panel

Main Instrument Panels Left Forward Panel

The left forward panel has these displays: • •

The PFD normally on the outboard display unit The ND normally on the inboard display unit.

The inboard display selector permits different formats to show on the inboard display unit. The left forward panel also has these components: • • • •

The instrument source select switches make it possible to select the primary or alternate source of the display data for the PFD and an alternate source of navigation data for the ND. Right Forward Panel

The right forward panel is almost the same as the left forward panel, without the brake pressure indicator or the heading reference switch. There is also an FMC selector.

Brake pressure indicator Heading reference switch Clock Instrument source select switches.

4-3

Flight Deck

P2 Center Forward Panel

Ground Proximity Light and Override Switches

Landing Gear Lock Override Switch Landing Gear Lever Alternate Gear Switch

Integrated Standby Flight Display

Autobrake Selector

Upper Center Display Unit

Lower Center Display Unit

Control Display Unit (2)

Center Display Control Source Switch EICAS Event Record Button

Center Panel Brightness Control

P9 Forward Aisl e Stand Panel

Center Forward Panel and Forward Aisle Stand Panel Center Center Forward Panel Panel

Forward Aisle Stand Panel

These are the components on the center forward panel:

These are the components on the forward aisle stand panel:

• •

• • • •

• • • • •

Uppe Upperr cent center er displa display y unit unit Standb Standby y inst instrum rument ent for for attitu attitude, de, airspeed, altitude, and heading Grou Ground nd prox proxim imit ity y lig light ht and and override switches Landi anding ng gear gear lev lever Alte Altern rnat ate e gear gear switc witch h Autob utobra rak ke sele select ctor or Land Landing ing gear gear lock lock over overrid ride e switch.

The integrated standby flight display uses the same flat panel liquid crystal display (LCD) technology as the DUs.

4-4

•

Lowe Lowerr cent center er disp displa lay yu uni nitt Displa Display y brig bright htne ness ss cont contro rols ls Cont Contro roll dis displa play y uni units ts (CDU (CDUs) s) Cent Center er dis displ play ay sou sourc rce e swit switch ch and and brightness control EICA EICAS S eve event nt reco record rd butt button on..

The CDUs use the same flat panel LCD technology as the DUs. The CDUs have a multicolored display. The multicolored CDUs show a highlight for pilot inputs, flight management command data, and other important data.

Flight Deck

Master Warning and Caution Lights and Reset Switch (2)

Mode Control Panel EFIS Control Panel (2) Microphone Switch (2)

Map Light Control (2)

Clock Switch (2) P55 Glareshield Center Panel


Data Uplink Accept, Reject, and Cancel Switches (2)

Display Select Panel


Glareshield Panels Glareshield Panels Panels

These are the components on the glareshield panels: • • • • •

• • •

Mode ode con contr trol ol pane panell Left Left and and rig right ht EFI EFIS S cont contro roll pane panels ls Disp Displa lay y sele select ct pane panell Mast Ma ster er warni warning ng and and cau cauti tion on lights and reset switches Acce Accept pt,, reje reject ct and and can cance cell switches for data uplink information Map ligh lightt con contr trol ols s Clock sw switc itches Micr Microp opho hone ne switc witche hes s.

4-5

Flight Deck

Speedbrake Lever

Thrust Reverser Flap Lever

Cursor Control Device (2) Stabilizer Position Indicator (2) Alternate Flaps Arm Switch Alternate Pitch Trim Levers

Alternate Flaps Selector

Parking Brake Lever

Stabilizer Cutout Switches

P10 Control Control Stand

Control Stand Control Stand Stand

The control stand has controls that are easy to reach by either pilot. pi lot. These are the components on the control stand: • • • • • • • • •

Thrus rust levers Flap le lever Stab Stabili ilize zerr posi positi tion on ind indic icat ator ors s Alte Altern rnat ate e flap flaps s cont contro rols ls Fuel Fuel cont contro roll swi switc tche hes s Stab Stabili ilize zerr cut cutou outt swit switch ches es Parki arking ng brak brake e le lever Alte Alterna rnate te pitch pitch trim trim lev lever ers s Spee Speedb dbra rak ke lev lever. er.

The control stand also has two cursor control devices. The cursor control devices let the flight crew make selections on some multi-function displays.

4-6

Thrust Levers Fuel Control Switches

Flight Deck Center Control Display Unit

Engine Fire Panel Radio Tuning Panel (3)

Audio Control Panel (3)

Transponder Panel

CALL CREW GND

Weather Radar Panel

REST

SUPR

CARGO

CARGO

CARGO

AUDIO

ALERT

Pilot Call Panel (Freighter Only)

Emergency Evacuation Panel

Aileron and Rudder Trim Panel

Flight Deck Door Lock Switch (Passenger Only)

Light Controls

Observer Audio Selector

Flight Deck Printer

Pilot Handset

Printer Paper

Aft Aisle Stand Panel Af t A is le Stand St and Panel

The aft aisle stand has easy to reach controls and easy to see indications. These are the components on the aft aisle stand panel: • • • • • • • • • • • • • •

Eng Engine ine fire fire pane panell Thre Three e rad radio io tun tunin ing g pane panels ls Thre Three e audi audio o cont contro roll pane panels ls Transp anspon onde derr pane panell Pilo Pilott call call pane panell (Fre (Freigh ighte terr only only)) Emer Emerge genc ncy y eva evacu cuat ation ion pane panell Aile Ailero ron n and and rudd rudder er pane panell Ligh ight controls Full Full siz size e 8 1/2 1/2"" x 11" 11" fflig light ht deck deck printer Pilot ha handset Obse Observ rver er audi audio o sele select ctor or Flig Flight ht deck deck door door lock lock switch witch Weath eather er rada radarr con contr trol ol A mu mult ltic icol olor ored ed CD CDU U.

4-7

Flight Deck

Standby Power Flight Control Hydraulic Power

APU and EEC Maintenance Panel

Backup Window Heat Cargo Temperature Ground Test Switch Voice Recorder

CARD FILE

CARD FILE

P61 Overhead Maintenance Panel

Overhead Maintenance Panel Overhead Maintenanc e Panel Panel

The overhead maintenance panel has the controls that are set before takeoff or during ground maintenance and do not require adjustment during flight. These are the functions on the overhead maintenance panel: • • • • • • • •

4-8

Back Backup up windo window w hea heatt con contr trol ols s Standby power Flig Flight ht con contr trol ol hyd hydra raul ulic ic powe powerr controls APU APU and and EEC EEC mai maint nten enan ance ce controls Carg Cargo o tem tempe pera ratu ture re cont contro roll Grou Ground nd test test switc witch h Voice re recorder Card files.

Each card file has two interface cards. These interface cards are the interface between the switch signals from the overhead panels and two overhead panel bus controllers. The bus controllers convert the switch signals into ARINC 629 data and send them on the ARINC 629 buses to the airplane systems. Two panel data concentrator units under the main instrument panels, supply the interface between the switch signals from the instrument panels and the overhead panel bus controllers.

Flight Deck CARGO FIRE

CARGO FIRE

APU BTL DISCH

ARM

11

MAIN DECK

APU BTL DISCH

ARMED LWR FWD

FWD

ARMED

FWD

AFT

ARMED C

AFT

DEPR/DISCH

EQUIP COOLING

DEPR

5

ADIRU

777 Freighter

OFF

ON ON BAT

1

SERV INTPH

OFF

PASS OXYGEN

OFF

ARMED

THRUST ASYM COMP

2

SI DE DISC

7

OFF AUTO

L

FWD

ON

ON

ON

INOP

INOP

INOP

INOP

UTILITY ON

ON

ON

OFF

OFF

OFF

OF F

OFF

UNLKD

APU GEN

9

FAULT ON

777 Freighter

AUTO ISLN

3

P R I M A R Y

R BUS TIE AUTO

SECONDARY EXT PWR

PRIMARY EXT PWR

ON

ON

AVAIL

L GEN L MAIN CTRL

ISLN

ON

ON

R MAIN

ON

ON FAULT

L

R

ON

ON

ON

OFF

OFF

OFF FA ULT

4

ON FAULT

DRIVE DISC

CAMERA LTS

FUEL TO REMAIN REMAIN

ON

ON

VALVE

VALVE

DEC R

ARMED

INC R

ON

OFF LOW ON

TRIM AIR

R

OFF

ON

ON

FAULT

FAULT

ISLN

C

I SLN

W

C

W

C

W

R

AUTO

AUTO

AUTO

CLOSED

CLOSED

CLOSED

17

WAI APU AUTO

ON

OFF

OFF

OFF

PRESSURIZATION

ON

FWD

PRESS VALVE

AFT

AFT

CENTER L PUMPS R ON

ON

PRESS

PRESS

14

ANTI-ICE WING AUTO

L AUTO ON

OF F

R ENG

ON

PRESS AFT

O FF

MAN

777 Freighter

AUTO

ON

PRESS

10

SEAT BELTS AUTO OFF ON

INT

AFT

R PUMPS FWD

VALVE

PASS SIGNS

OFF

FWD

W

WAI

R

L WIPER

L

L

ARM

CROSSFEED FWD

L PUMPS FWD

FAULT

FAULT

MAIN DECK CARGO TEMP

BLEED AIR

13

FAULT

ON D E M A N D

M/D FLOW ALTN VENT NORM HIGH ON

R P ACK

AUTO

FUEL

FAU LT

FAULT

DRIVE

DRIVE L

R ENG

C1 AIR C2 L ELEC R E LE C AUTO AUTO ON O FF ON O FF D AUTO AU TO OFF ON ON E OF F M A N D

R GEN CTRL

C

L EN G

FAULT

W

AIR COND RESET

FLT DECK TEMP AUTO

16

PULL ON P R I M A R Y

L OFF H HEAT

OFF

L NOZZLE R

C2

FAULT

CABIN TEMP

W

OFF

PRESS

R XFR

BACKUP GEN

OFF

L ENG

ELEC

MAN

ON

AVAIL

L X FR

CON

AUTOSTART

HYDRAULIC C1

ON

OVRD

ON

L P ACK

START

12

RECIRC FANS

AUTO

C

R NORM

START/IGNITION CON

SIDE

8

PRESS

OFF

L NORM START

EQUIP COOLING

ON

AIR COND RESET

FUEL JETTISON

STA RT

ON

L BUS TIE

ALTN

RAM AIR TURBINE

APU ON

BATTERY

R

FW D

ON

ELECTRICAL

IFE/PASS CABIN/ SEATS UTILITY

NORM

ALTN

WINDOW HEAT

DISC

AUTO

NORM

C

6

ON

FLT DECK TEMP AUTO

R

ON

ON ON

PRIMARY FLIGHT COMPUTERS

ENGINE EEC MODE

L

GASPER RECIRC FANS UPPER LOWER

OVRD

C

W

AIR CONDITIONING

AIR CONDITIONING

AUTO

DISCH

EMER LIGHTS

OFF

C OFF W

DISCH

FIRE/ OVHT TEST

DISCH

AFT A/C

AFT

FWD DISCH

DISCH

11

TEMP AUTO

ARMED LWR AFT

ARMED ARMED

FIRE/ OVHT TEST

F WD

LWR CARGO TEMP

FWD A/C

FWD CARGO A/C

ARM

ENGINE ON

15

R AUTO

OFF

ON

HIGH

OUTFLOW VALVE

AFT

AUTO

AUTO

MAN

MAN

OPEN

OPEN

MAX P,11 PSI TAKEOFF & LDG

LDG ALT DECR

18

IN CR

PULL ON

MANUAL CLOSE

CLOSE

R WIPER OFF

INT

4

LOW HIGH

OVHD/ CB

777-300/300ER

DOME

STORM

MASTER BRIGHT

ON OFF

GLARESHIELD PNL/FLOOD

MIN

NOSE OFF

ON

RIGHT OFF

ON

N AV

LO GO

WING

ON

ON

ON

ON

IND LTS TEST BRT

PUSH ON/OFF

LANDING LEFT OFF

BE ACON

19

DIM RUNWAY TURNOFF L OFF R

ON

TAXI OFF

STROBE OFF

ON

ON

ON

P5 Overhead Panel

Overhead Panel Overhead Panel

Because of its central location, either pilot can reach any of the systems controls. The two outboard columns of the overhead panel have a fivedegree angle inward. This increases the visibility across the panel.

The overhead panel includes controls and indications for these functions: • • • • • • • • • • • • • • • • • • •

1 - Air Air dat data a inert inertia iall ref referen erence ce system control 2 - Prim Primary ary flig flight ht comp comput uter er disconnect 3 - Elec Electr tric ical al sys syste tem/ m/AP APU U 4 - Wiper co control 5 - Emer Emerge genc ncy y lig light htin ing g 6 - Pas Passe seng nger er oxyge xygen n 7 - Window he heat 8 - Ram Ram air air tur turbi bine ne switc witch h 9 - Hyd Hydrrauli aulic c sys syste tem m 10 - Passe asseng nger er sign signs s 11 - APU APU and and carg cargo o fire fire cont contro roll 12 - Engine ine s sttart 13 - Fue Fuel jett jettis ison on 14 - Fue Fuell man manag agem emen entt 15 - Anti-ice 16 - Air Air cond condit itio ioni ning ng 17 - Bleed air 18 - Pre Press ssur uriz izat atio ion n 19 - Lighting.

4-9

Flight Deck

Cursor Location Switches

Touch Pad

Hand/Palm Support

Cursor Select Switch

Cursor Control Device Cursor Control Device

Two cursor control devices (CCDs) on the control stand make it possible to access some communication systems and get real-time maintenance information from the MFD. With the CCDs on the control stand, the flight crew or maintenance crew uses the cursor location switches to select the inboard displays or lower center display for maintenance information.

4-10

The touch sensitive pad of the cursor control device permits control of the cursor position on the active display. When the cursor is in the desired position, push the cursor select switch to activate the selection.

Flight Deck

Maintenance Access Terminal (MAT)

MAT Display

MAT Cursor Control Device

MAT Disk Drive and Mass Storage Device

Maintenance Access Terminal Maintenance Access Terminal

The maintenance access terminal (MAT) at the second observer position makes it possible for the maintenance crew to do these functions: •

• •

Request system and component fault and maintenance information Do ground tests of airplane systems and components Load software into the components that need onboard software loads.

The MAT includes these components: • • • • •

Display Cursor control device Disk drive Mass storage device Keyboard.

There are two laptop maintenance access terminal (LMAT) interfaces. One is in the flight deck next to the MAT. The other is in the main eqiupment center.

4-11

Flight Deck

Second Observer Seat

First Observer Seat Captain and First Offic er Seats

Crew Seats Crew Seats

Crew seats in the 777 are made for comfort and convenience. The captain and first officer seats electrically adjust in the vertical and forward/aft directions. The captain and first officer seats have these adjustments: • • • • •

Recline Vertical Forward and aft Thigh support Lumbar region of the back.

The captain and first officer seats have these features: • • • • •

Arm rests that fold Crotch strap Inertia-reel shoulder harness with manual lock Lap belt Headrest.

4-12

The first observer seat mounts on a pedestal. It adjusts manually in the vertical and forward/aft directions. The first observer seat has these features: • • • • •

Arm rests that fold Crotch strap Inertia-reel shoulder harness Lap belt Headrest.

The second observer seat is not adjustable.The second observer seat has these features: • • • • •

Arm rests that fold Crotch strap Shoulder harness Lap belt Headrest.

Flight Deck Pitch Trim Switch

Push-to-Talk Switch (Not Visible)

Eye Reference Point

22 degrees Autopilot Disconnect Switch

Clear View

Control Wheel and Visibility Control Wheel and Visibili ty

Each control wheel includes these functions: • • •

Pitch trim switches Autopilot disconnect switch Oxygen mask or boom microphone push-to-talk (PTT) switch.

When the pilots adjust their seats so that their eyes are at the eye reference point (ERP), the control column design permits a clear view of all flight instruments.

4-13

Flight Deck Overhead Stowage Spare Bulb Stowage

Oxygen Mask Stowage

Emergency Equipment Sunvisor Stowage

Cupholder

Smoke Goggle Stowage

Headset Stowage

Oxygen Mask Stowage Cupholder

Side Display (Option) Stowage, Chart Holder

Oxygen Mask

Cupholder

Manual/ Diskette Stowage

Quick Reference Handbook Stowage

Keyboard Stowage

Map Stowage Fold-Down Worktable

Crew Closet

Flight Kit Stowage

Suitcase Stowage

Manual Stowage

Ashtray Fold-Down Worktable

Left Sidewall

Necessary equipment in the flight deck includes: • • • • • • •

Emergency equipment Manual stowage Flight kit stowage Smoke goggles Oxygen masks Suitcase stowage Cup holders.

Optional side displays on the P13 and P14 panels show flight crew selected data such as aeronautical charts.

4-14

Flight Kit Stowage

Manual Stowage

Right Sidewall

Flight Deck Components Other Flight Deck Components

Sunvisor Stowage

Airplane Information Management System

5

M A a i r n p a a l g n e e m n e I n f t o S r m y a s t t i e o m n

5 n m o i e t t a s y S m r t o f n n e I e m n e g a l a p n r i a A M

Airplane Information Management System Features

FLIGHT CREW INTERFACE

•

A i rp l an e In f or m at i on Management System

INTEGRATED FUNCTIONS

These components are used with the AIMS:

•

Data Conversion Gateway Function

•

Pr i mar y Di sp l ay Sy st em

•

Flight Management Computing System

•

Th ru st Man ag em en t Computing System

•

Central Maintenance Computing System

•

Airplane Condition Monitoring System

•

Flight Data Recording System

•

Dat a Co mm un i cat i on Management System

•

Ground Manuever Camera System

•

El ec tr o ni c Fl i gh t B ag

The airplane information management system (AIMS) is a new system introduced on the Boeing 777 airplane. Advancements in technology, microelectronics, fault tolerance, and software permit the development of highly integrated, digital avionics. The AIMS integrates the avionics functions that require large quantities of data collection, processing, and calculations. On other model airplanes, many LRUs are necessary to handle these avionics functions.

• • • • •

EFIS control panel (2) Display select panel Control display unit (CDU) (3) Display switching panels (2) Cursor control device (2).

The two cursor control devices (CCDs) in the flight deck are new features. The flight crew uses the CCDs to: • •

Control menus Select items on the multi-function display Manage communications.

AIMS CABINETS

•

The AIMS has two cabinets. Each cabinet has eight line replaceable modules (LRMs), four of these are input/output modules (IOMs) and four are core processor modules (CPMs). The AIMS cabinets operate as the main computer for several avionics systems.

MAINTENANCE INTERFACE

The AIMS cabinet integrates the computing functions for the avionics systems. Software partitioning keeps a necessary separation between computing functions. The software partitioning allows the integration of multiple computing functions in a single core processor module. SYSTEM INTERFACES The AIMS cabinets interface with approximately 130 LRUs, sensors, switches, and indicators. The large quantity of interfaces permits the AIMS to integrate the information from a majority of airplane systems in one place. It is efficient to integrate this information for central maintenance computing, flight data recording, airplane condition monitoring flight management, thrust management and displays.

The onboard maintenance system uses the AIMS cabinets for the computing function. The maintenance crew uses a maintenance access terminal (MAT) to control the central maintenance computing system and the airplane condition monitoring system. The MAT is a station with a display module, disk drive module, keyboard, and cursor control module. The MAT is at the second observer position. ENGINEERING INTERFACE Engineers use the ground based software tool (GBST) to create airline modifiable information (AMI). The AMIs allow the airline to customize information. The AMI software is loaded into these functions: • • • • • •

ACMF CMCF DCMF FDCF FMCF PDF.

5-1


CPM GG AIMS

Primary Display System

Data Conversion Gateway Function

Primary Display Function

Thrust Management Computing System

Airplane Condition Monitoring System

CPM STANDARD AIMS Data Conversion Gateway Function CPM COMM AIMS Data Conversion Gateway Function

Central Maintenance Computing System Central Maintenance Computing Function

Flight Management Computing System Flight Management Computing Function Data Communication Management System Data Communication Management Function Flight Deck Communication Function

Thrust Management Computing Function Flight Data Recorder System Digital Flight Data Acquisition Function

Airplane Condition Monitoring Function Airplane Condition Monitoring System Quick Access Recorder Function

Airplane Information Management System Ai rp lan e Inf or mat io n Manag emen t System (AIMS)

The LRMs do the main calculations for these seven avionic systems:

These are the functions that the LRMs in the AIMS cabinet calculate:

The AIMS has two cabinets in the main equipment center. Each cabinet has ten line replaceable modules (LRMs.) They are the:

• •

•

•

• • • • • • • • •

• • • •

Core processing module/communications (CPM/Comm) CPM/graphics generator (CPM/GG) (2) Input output module (IOM) (4) CPM/standard Power conditioning modules (2).

There is a backplane bus in each AIMS cabinet. This bus controls all data communication between the eight LRMs in the AIMS cabinet.

5-2

•

• • •

Primary display system (PDS) Flight management computer system (FMCS) Thrust management computer system (TMCS) Central maintenance computer system (CMCS) Airplane condition monitoring system (ACMS)(left cabinet only) Data communication management system (DCMS) Flight data recorder system (FDRS).

PDF FMCF TMCF CMCF ACMF(left cabinet only) QARF DCMF FDCF DFDAF.

The LRMs also do other functions to change data between non-ARINC 629 and ARINC 629 data.

Airplane Information Management System ARINC 717 and RS 422 (DFDR) (QAR)

Recorders

Flight Controls ARINC 629 Bus (3)

ARINC 453 26 LRUs

VHF Radios

Systems ARINC 629 Bus (4)

40 LRUs

Analog

ARINC 618

ARINC 429

RF 56 LRUs

Weather Radar/ EGPWS

14LRUs

Display Units (6)

AIMS Inter cabi net Ethernet Bus (4)

MAT

LMATS

Ethernet

Ethernet

AIMS Cabin et (2)

Airplane Information Management System Interfaces AIMS Int erf aces

The AIMS has interfaces with many airplane systems with different types of data formats. These are the data formats that AIMS uses: • • • • • • • •

ARINC 629 ARINC 429 ARINC 618 ARINC 453 ARINC 717 RS 422 Analog Radio frequency (RF).

There are different isolated ARINC 629 buses in relation to the type of data and the redundancy requirements. The flight controls buses have flight critical data necessary for the primary flight control system and the autopilot flight director system. The systems buses give data to and receive data from many other systems for system operation and for display. The AIMS

intercabinet buses have data that the AIMS cabinets give to each other and the CDUs.

The interface between the AIMS cabinets and the MAT, and the laptop MATs is with an Ethernet connection.

The data used for downlink on the VHF communication system is ARINC 618. Many systems transmit and receive ARINC 429 data. The weather radar system and enhanced ground proximity warning system use ARINC 453. The flight data recorder and quick access recorder use ARINC 717 and RS 422 data. The AIMS cabinets receive discrete switch data and some engine sensor data with analog interfaces. The display units receive an RF signal from the AIMS cabinets.

5-3

Airplane Information Management System DCGF - Seven types of data transfers 1

7

Type 1: Non-ARINC 629 to FC 629 buses Type 2: Non-ARINC 629 to Systems 629 Buses Type 3: FC 629 Buses to Systems 629 Buses Type 4: Systems 629 Buses to FC 629 Buses Type 5: FC 629 Buses to Non-ARINC 629 Type 6: Systems 629 Buses to Non-ARINC 629 Type 7: Systems 629 Bus to Systems 629 Bus Analog or to ARINC 429

ARINC 429 Analog Analog discrete

ARINC 429 Analog Analog discrete

Analog ARINC 429

1

2

5

6

7

AIMS Cabinet (2) 1

2

3

4

Flight Controls ARINC 629 Bus (3) Systems A RINC 629 Bus (4)

Data Conversion Gateway Function Data Conversion Gateway Function

The data conversion gateway function (DCGF) moves data between: • • • •

Buses and analog discrete signals Buses and analog signals Buses of different formats Buses of the same format.

The DCGF supplies seven types of data conversions and transfers. These are: •

•

5-4

Type 1 - receive ARINC 429 data, analog signals, and analog discrete signals and transmit this data to the flight controls (FC) ARINC 629 buses Type 2 - receive ARINC 429 data, analog signals, and analog discrete signals and transmit this data to the systems ARINC 629 buses

•

•

•

•

•

Type 3 - receive data from the FC ARINC 629 buses and transmit this data to the systems ARINC 629 buses Type 4 - receive data from the systems ARINC 629 buses and transmit this data to the FC ARINC 629 buses Type 5 - receive data from the FC ARINC 629 buses and transmit ARINC 429 data, analog signals, and analog discrete signals Type 6 - receive data from the systems ARINC 629 buses and transmit ARINC 429 data, analog signals, and analog discrete signals Type 7 - data transfers between same types of buses and data transfers between analog and ARINC 429 buses.

For systems with higher levels of importance, like engine data, the DCGF supplies redundant and isolated paths for the data.

5

6

7


Left Remote Light Sensor

PFD

ND

EICAS

ND

PFD

Left Outboard DU

Left Inboard DU

Upper Center DU

Right Inboard DU

Right Outboard DU

MFD


All Airplane Systems

To Inboard & Lower Center DUs

Lower Center DU


Right Remote Light Sensor

TAXI CAMERA INTERFACE UNIT

C A M

L CAM

E R A

A D J

N CAM

U S T NORMAL

L R CAM N

DSP

ARINC 429 Analog Discretes

R CAMERA SELECT

CAMERA POWER

VIDEO OUT 75

OPAS

CDU (3)

EFIS CP (2)

Cursor Control Device (2)

Taxi Camera Interface Unit (777-300/300ER)

Coax Coupler

(6)

Coax Coupler

(6)

ARINC 429 BITE Monitoring

AIMS Cabin et (2)

Primary Display System Primary Display System

The primary display system shows data on six flat panel liquid crystal display (LCD) display units (DUs). The DUs show these four types of displays: • • • •

Primary flight display (PFD) Navigation display (ND) EICAS Multi-function display (MFD) that includes the secondary engine, status, synoptic, maintenance page, electronic checklist, and flight deck communication function (FDCF) formats.

These are the components of the display systems: • • • • • • • • • •

Primary display function in the AIMS cabinets LCD display units (6) Remote light sensors (2) Electronic flight instrument system (EFIS) control panels (2) Cursor control devices (2) Display select panel Coax couplers (4) Center display control panel (not shown) Display switching panels (not shown) (2) Instrument source select panels (not shown) (2).

5-5

Airplane Information Management System INBOARD DSPL

HDG REF

NAV

SELCAL

L EICAS

NAV

EICAS

PFD

FPV

MTRS

VOR MAP APP PLN

40 80 20

CTR

10

TFC

BARO IN HPA

160 320

LWR CTR

INBD

SIDE

NAV

DSPL CTRL

VOR R

640

ADF L

OFF

AIR DATA /ATT

ADF R

STA

WPT

ARPT

SELCAL

First Officer Display Switching Panel

STD

OFF

WXR

R

TRUE

RST

VOR L

MFD

NORM

Captain Displ ay Switching Panel MINS RADIO BARO

NORM

AUTO

MFD

PFD

INBOARD DSPL

FMC

NORM

DATA

POS

Instrument Source Select Panel

Cursor Control Device

TERR

EFIS Control Panel

L INBD

CTR PNL BRIGHTNESS DSPL CTRL

UPR DSPL

R INBD

LWR CTR

ENG

LWR DSPL /WXR

STAT

ELEC

HYD

FUEL

AIR

DOOR

GEAR

FCTL

CAM

CHKL

COMM

NAV

777-300 / 300ER

EICAS EVENT RCD

CANC/RCL

Center Display Control Panel

Display Select Panel

Display Control Panels Display Control Panels

The display system has these control panels: • • •

General controls EFIS controls EICAS controls.

The general controls include: •

•

The captain and first officer display switching panels to select the display format on the inboard display units The cursor control device to select and activate items on the MFD.

The EFIS controls include: •

•

5-6

The instrument source select panel to select the source of EFIS data The EFIS control panel to control the PFD and ND.

The EFIS control panel has these controls for the PFD:

The EICAS controls include: •

•

• • •

Barometric altitude reference in inches of mercury or hectopascals Radio altitude decision height value or barometric minimums Flight path vector on or off Altitude reference in feet or in feet and meters.

For the ND, the EFIS control panel selects these functions: • • • • • •

Display mode format (map, plan, approach, or VOR) Range VOR and ADF pointers on or off Weather radar on or off TCAS on or off Other navigation data.

•

The center display control panel to control the display source and event recording The display select panel to control the EICAS and MFD formats.

On the EICAS display, the display select panel does these functions: • •

Scrolls through message field Shows compacted format in a limited mode.

On the MFD format, the display select panel does these functions: • •

Selects display format Scrolls the status message field.


EFI S

EFI S CONTROL BA RO

SET

MO D E

2 9 . 9 2 IN < SEL > R A D / B A R O S E L RA D < B A RO> MI N S S E T 3 5 0 FT < M INS RESET < R A N GE

M EN U < FM C

EF I S

CT L

OF F

ON >

I N CR

1 6 0 NM

< R A N GE D E C R

OP T I ON S FPV>

APP >

< W X R

V OR >

< ST A

TERR

>

M AP >

MTRS

>

PL N >

< A RP T

TFC >

< DA T A

SEL A D F / V O R OF F ADF V OR

< P OS

- - - - - - - - - - - C ON T R OL >

CT R > - - - - - - - - - - OPTIONS >

E FI S > DSP

CT L

OF F

ON > DSP>

MA I N T

I NF O

DISPLAY MODES

DI SP L AY> SEL

D I SPL AY

I NB D

CH K L >

< L WR C T R

Al tern ate Con tr ol Pan el Functions on CDUs

< R I NB D

DISPLAY SYNOPTICS MOD E

C OM M > < SEL >

D I SP L AY

HY D >

< L W R CT R < R I NB D

CAM >

< ST AT C A N C / R C L > - - - - - - - - - - - - - - - - - - - - - - - SYNOPTICS >

ELEC >

< L I NBD

N AV >

E I CA S

< E NG

SEL

< SEL >

FUEL > AI R >

- - - - - - - - - - - - - - - - - - - - - - - MODES>

777-300 / 300ER

Alternate Control Panels Al ter nat e Con tr ol Panel s

The left and right CDUs operate as alternate EFIS control panels. Any CDU can operate as an alternate display select panel. The flight crew selects this alternate function from the CDU main menu. The left CDU operates as the left EFIS control panel, the right CDU operates as the right EFIS control panel. The center CDU is a backup for the left or right CDU.

5-7


PFD

ND

EICAS

ND

PFD

MFD SPD

139 200

IBFI

/130°

DME

3.3

LOC

G/S

ROLLOUT

FLARE

2000 LAND 3

180

6

800 160

0 139 8

1

00

0580

60

REF

120

1

400

560

100

RADIO

200

100 L

130 H

Primary Flight Display


The captain and first officer have a primary flight display (PFD). The PFD normally shows on the outboard display units. The PFD can also show on the inboard display units. The PFD integrates, on a single format, the primary state of the airplane as well as autoflight, flight management, and thrust management command information. The PFD shows this information: • • • • • • • • • •

5-8

Attitude Airspeed Barometric altitude Vertical speed Heading Flight modes Radio altitude ILS data TCAS resolution advisory Time critical warning (TCW).

2 6

80


2

MAG

29.89

IN

600

Airplane Information Management System GS 338 TAS 326

156 °/15

PFD

ND

EICAS

HDG

090 MAG

VOR R 116.80 CRS 055 DME13.5

PFD

ND

MFD

VOR Mode GS 338 TAS 326

156°/15

HDG

090 MAG

ILS L 110.10 CRS 055 DME 13.5

GS 338 TAS 326

156 °/15

TRK

140

GRH 0838.4 Z 32.5 NM

MAG

GS 338 TAS 326

N

156 °/15

CHRIS 1230 Z 110 NM

320

T/D

A

KGEG BILL

160

FRED A

40

KMWH

W

CHRIS

KYKM

E

KMAT

GRH YKM

WX+T +5 VAR

160 ELN STEVE

VOR L 116.00 DME 121

APP Mode

A A

VOR R ELN DME 28.5

Map Mode

320

S

Plan Mode

Navigation Display Navigation Display

The captain and first officer each have a navigation display (ND). The ND normally shows on the inboard display units. An ND can also show on the lower center DU. The ND provides flight and navigation information in one of several formats. The ND shows these four display modes: • • • •

VOR APP (approach) Map Plan.

5-9


GS 315 TAS 312 156° /15

HDG

090

MAG

VOR R

116.80 CRS 055 DME 13.5

GS 315

TAS

312

VOR R

156° /15 HDG

FROM

Expanded VOR Mode

The VOR mode shows in a centered or expanded display format. The centered VOR mode shows 360 degrees of the compass rose with the airplane symbol and lateral deviation bar in the center. The expanded VOR mode shows 80 degrees of the compass rose with the airplane symbol and the deviation bar at the bottom. The VOR mode shows this information: • • • • • • • • •

System source annunciation VOR deviation TO/FROM annunciation Station identification and frequency Station bearing Selected course DME distance TCAS data Weather radar (expanded only).

5-10

MAG

FROM

Centered VOR Mode

Navigation Display - VOR Mode VOR Mode

090

The VOR deviation shows only when the flight crew tunes the VOR manually. Both displays are heading up displays. Additional VOR data shows in the lower corners of the display. Select VOR on the EFIS control panel to show bearing pointers on the compass rose.

116.80 CRS 055 DME 13.5


GS 315 TAS 312 156° /15

HDG

090

ILS L

MAG

110.10 CRS 055 DME 13.5

GS 315

TAS

ILS L

312

156°/15 HDG

Expanded Approach Mode

090

110.10 CRS 055 DME 13.5

MAG

Centered Approach Mode

Navigation Display - Approach Mode Ap pr oac h Mo de

The APPROACH mode shows as an expanded or centered display. The centered APPROACH mode shows 360 degrees of the compass rose with the airplane symbol and lateral deviation bar in the center. The expanded APPROACH mode shows 80 degrees of the compass rose with the airplane symbol and the deviation bar at the bottom. Glideslope deviation shows on the side of the display. Both displays are heading up displays.

The approach mode show this information: • • • • • • • •

System source annunciation Localizer deviation Glideslope deviation Station identifier and frequency Selected runway heading DME distance TCAS data Weather radar (expanded only).

5-11


124 130° /7 GS

TAS

131

TRK

130

RW13R 1838.4 Z 6.3 NM

MAG

315 TAS 312 156° /15 GS

N

1230.0 Z 0110 NM

320

TRAFFIC

A

KGEG GHI

160

A

KMWH

20 VAMPS

A

W

DEF

A

KYKM

E

KMAT

NOLLA

13R

160 ABC

NOLLA E/D

ADF L BF

CF13R VOR-DME

Expanded Map Mode

VOR R SEA DME 12.2

320 S

Plan Mode

Navigation Display - Map Mode and Plan Mode Map Mode

The map mode shows this data:

Plan Mode

The map mode shows the part of the flight plan in the selected range. The range is up to 640 NM. The map mode shows as an expanded or centered display. The centered MAP mode shows 360 degrees of the compass rose with the airplane symbol in the center. The expanded MAP mode shows 80 degrees of the compass rose with the airplane symbol at the bottom. The displays can be track up or heading up.

• • • • • • • • • • •

The flight crew uses the plan mode to make, see, or change a flight plan. The display is a north up display. The airplane symbol shows present position and FMC track.

5-12

FMC route Active waypoints Distance to go Estimated time of arrival (ETA) Vertical deviation Lateral deviation Trend vector Tuned NAVAIDS Weather radar FMCS NAV data TCAS traffic.

This plan mode shows this data: • •

FMCS route TCAS data.


PFD

ND

EICAS

ND

PFD

MFD TAT +15c

TO

+21c

1.380

1.380

1.004

1.004

ENGINE FIRE L ENGINE SHUTDOWN L CABIN ALTITUDE AUTO CARGO HEAT AFT

EPR EAI

EAI

21.9

21.9

N1 WAI

WAI

394

•GROUND CALL •COM SEATBELTS ON RECALL STATUS PG 1 FL 0 180-360 KTS

DOWN

394

GEAR

F L A P S

EGT

40

DUCT PRESS40 0 CAB ALT RATE 0 MAN ý P LDG ALT

0 0

FWD AFT OP M CL

M

5

62.3

FUEL QTY 83.1 62.3

TOTAL FUEL 207.7 TEMP +10c

LBS X 1000

EICAS Display

EICAS Display EICAS Disp lay

The engine indication and crew alerting system (EICAS) display normally shows on the upper center display unit. It can also show on the lower center DU or the inboard DUs. The EICAS display shows this data: • • • • • • • • • • • • • • •

Engine pressure ratio (EPR) N1 rotor speed Exhaust gas temperature (EGT) Total air temperature (TAT) Thrust mode Selected temperature for derate ECS duct pressure Cabin altitude and rate of change Landing altitude Cabin differential pressure Crew alert messages Status Alert In-flight start information Landing gear position Flap/slat position

• •

Total fuel quantity (lbs or kg) Fuel temperature.

EICAS CREW ALERTING The crew alerting part of the EICAS monitors airplane systems. If a fault occurs, EICAS shows a crew alerting message on the upper center display unit. As well as the messages, some crew alerts have aural tones, and the master warning or caution lights come on. Messages are in one of these groups: • • • • •

Warnings Cautions Advisories Communications Memos.

Messages show on the display in the order of importance and occurrence. Warnings show in red at the top of

the message field. Cautions show in amber below warning messages. Advisories show in amber below caution messages. Advisories have a one-space indent. Communication and memo messages are white. A bullet (•) shows before each communication message. Different aurals come on with warning and caution level alerts. Warning aurals can be a bell, a voice, or a siren. All caution aurals are a beeper that comes on four times in one second and stops. Some communication messages have a chime. All aurals stop automatically when the alert condition stops. The master warning or caution lights come on for a warning or caution alert. The lights stay on for the time of the warning or caution. Push one of the switch/lights to put off and set the two lights for future alerts. 5-13


HYDRAULIC L

81.1

QTY

81.1

PRESS

PFD

ND

EICAS

17.6

R

0.90 3000

0.72 RF 3000

APU

N2 FF

C

0.91 3000 RPM 100.1

OIL PRESS

17.6

82 PSI

560 C 75 C OIL QTY 7.9

EGT

OIL TEMP

OXYGEN

MFD

185

OIL PRESS

185

120

OIL TEMP

120

CREW PRESS

ELEC GEN SYS L FLAP/SLAT CONTROL #2

15

OIL QTY

1.2 N2

VIB

15 1.2 N2

Secondary Engine Display

ATC REVIEW

Maintenance Page (Typical)

FLIGHT INFORMATION MANAGER

Status Display

Synoptic Display (Typical)

Electronic Checklist

Ground Maneuver Camera System Displ ay (777-300/300ER)

COMPANY NEW MESSAGES

Communication Display

Multi-Function Display Multi-Function Display

The multi-function display (MFD) format normally shows on the lower center display unit. The format can also show on the inboard display units. The MFD format shows auxiliary information to the flight crew and maintenance crew. These are the MFD formats: • • • • • • •

Secondary engine display Status display Synoptic display Maintenance page Communication display Electronic checklist Ground maneuver camera system display (777-300).

5-14

1950


HYDRAULIC L

81.1

81.1

QTY PRESS

C

0.91 3000

N2

17.6

R

.090 LO 3000

0.72 RF 3000

APU

FF

17.6

145

OIL PRESS

145

150

OIL TEMP

150

RPM 100.1 OIL PRESS

82 PSI

560

EGT

75

OIL TEMP

C

C OIL QTY

7.9

OXYGEN CREW PRESS

1950

ELEC GEN SYS L FLAP/SLAT CONTROL 2

15 1.2 N2

OIL QTY

VIB

15 1.2 N2


Status Display

MFD Formats Secondary Engine Display

Status Display

The secondary engine display shows automatically at power up. The format also shows when the flight crew selects the ENG switch on the display select panel.

The status display shows on the MFD when the flight crew selects the STAT switch on the display select panel.

The secondary engine display shows this information: • • • •

N2 rotor speed Fuel flow Oil pressure, temperature, and quantity Engine vibration.

The status display shows this information: • • • • • • •

Hydraulic quantity Hydraulic pressure APU EGT APU rotor speed APU oil quantity Crew oxygen pressure Status messages.

5-15


FLAPS L REV FLT CTRL

NOSE GEAR & STEERING

MAIN GEAR & STEERING

ALTN/RSV BRAKES

CANCEL PG MENU

NORM BRKS R REV FLT CTRL

FLT CTRL

AC-V FREQ LOAD

ISLN

L ENG

L ELEC

SOV

P R I M A R Y

ISLN

ELEC C1

P R I M A R Y

ELEC C2

AIR C1

AIR C2

RAT

D E M A N D

D E M A N D

0.90

0.90

R IDG

APU GEN

PRI EXT PWR

SEC EXT PWR

115 400 0.50

115 400 0.40

0 0 00.0

115 400 0.00

115 400 0.00

MAIN BAT

L TRU

C1 TRU

C2 TRU

R TRU

DC-A

R ELEC

0.68

27 38 CHG

29 45

PRESS

3010

Synoptic Display (Typical)

PRESS

29 38

BACKUP R GEN

RISE TEMP OIL LEVEL

NORMAL

SERVICE

NORMAL

NORMAL

OIL FILTER

NORMAL

BLOCKED

BLOCKED

NORMAL

L

DC-A

SEND PRINT OVERTEMP IDG L

28 15 ERASE

0 0

FBW C

0 0 0.00

27 2 DIS

93 12

L GEN

RAT GEN

APU/ BAT

92 10

RF

3010

29 8

0 0 0.00

R IDG

DC-V

2990

29 32

BACKUP CONV

L IDG OUT TEMP

SOV

AUTO PAGE 1/2

L IDG

DC-V R ENG

ELECTRICAL

0 0

R PREV 28 28PAGE 15 15 NEXT RECORD DATE 20 AUGPAGE 90 UTC

CONV

70 ---PREV MENU MAIN MENU 18:54:04

Maintenance Page (Typical)

MFD Formats Synoptic Display

Maintenance Page

The synoptic display shows a picture of systems status.These are the systems that have synoptic displays:

Initial access to maintenance pages is through a prompt on the CDUs. The cursor control devices give other controls.

• • • • • • •

Electrical Fuel Air (environmental control) Flight control Hydraulic Doors Landing gear.

5-16

The maintenance page shows airplane system data for use by maintenance crews. The data helps in troubleshooting and repair of airplane systems. A maintenance page records automatically when an exceedance occurs for a parameter on that maintenance page. This data is available to the maintenance crew after the end of the flight to help make an analysis of a fault.

These are the maintenance pages available by ATA chapter: • • • • • • • • • • • • • • • • • •

21 Air Conditioning 24 Electrical 26 Fire Protection 27 Flight Controls 27 Flap/slat 28 Fuel Quantity 28 Fuel Management 29 Hydraulic 30 Ice Protection 31 Maintenance Task 32 Landing Gear Actuation/ Indication 32 Landing Gear Brakes/ Steering 36 Air Supply 49 APU 71 Performance 71 EPCS 71 Propulsion Data Limits 71 Engine Exceedance.


ATC REVIEW

FLIGHT INFORMATION MANAGER

COMPANY NEW MESSAGES

Electronic Checklists

Communication Display

MFD Formats Communication Display

Electronic Checklist

The communication display provides the crew interface with the data communication management system (DCMS).

The electronic checklists are available for all the checklists that show in the Operations Manual. These are the checklists available: • • •

Normal checklists Non-normal checklists Unannunciated checklists.

Normal checklists show in order for the current flight phase. Non-normal checklists show in order of critically and time of occurrence. A white box adjacent to an EICAS message shows that there is a related non-normal checklist for that message. Unannunciated checklists are available for non-normal conditions that do not cause an EICAS message.

5-17


Ground Maneuver Camera System Display (777-300/300ER)

MFD Formats Ground Maneuver Camera System Display

This display shows the video from three cameras. This display lets the flight crew or the ground taxi crew see the main and nose landing gear from the flight compartment during ground maneuvers of the 777-300 or 300ER airplane. This display is a three-view split screen.

5-18

Airplane Information Management System Master Dim & Test Module

SDU

Navigation Radios

PA/CI DME (2) ILS (3) VOR (2) ADF (2)

CDU (3)

AFDC (3)



OPAS



SELCAL

MCP

ISSP (2) F/O Display Switchi ng Panel

AIMS Cabin et (2)

Displays (6)

Flight Management Computing System Flight Management Computin g System

The flight management computing system (FMCS) decreases flight crew work load. To do this, it gives vertical and lateral guidance for all phases of flight but takeoff and landing. The FMCS also gives navigation data to the flight crew on the forward displays and does an autotune of the navigation radios. The two AIMS cabinets have the same flight management computing function (FMCF). The active FMCF sends lateral guidance commands and vertical guidance commands to the AFDCS with mode requests from the MCP. The other FMCF operates as a standby. The primary crew interface for the flight management computing system are the three CDUs. The flight crew puts data in on the left or right CDU. The center CDU operates

as a back-up if the left or right CDU has a failure. If the FMCF has a failure, the CDUs can calculate lateral guidance commands and let the crew manually tune on-side radios. The two AIMS cabinets use the data entries. The CDUs have interfaces with other systems for control and display. The FMCF has these functions: • • • •

Navigation Flight planning Performance management Navigation radio tuning.

The navigation function calculates airplane position and velocity. The FMCF memory contains a navigation database. This database has data for: • • •

NAVAID locations Waypoints Departure/arrival procedures

•

Company flight plans.

The flight planning function uses flight crew entries to make the lateral flight plan. The FMCF performance management function uses the airplane aerodynamic model and flight crew entries to calculate the most economical vertical flight path. The flight crew entries are: • • •

Cost index Cruise altitude Airplane gross weight.

The FMCF navigation radio tune function does an autotune of the NAV radios for position and display update. The GBST gives AMI for: • • •

FMCF software option code Performance factors AMI P/N. 5-19


AFDC (3) ASCPC (2) ASG (2) CTC (2) EDIU (2) FSEU (2) OPBC (2) PSEU (2) WEU (2)

ADIRU SAARU PFC (3)

CDU (3)

TO/GA Switches

A/T Disconnect Switches



RA (3)

ASM (2)

ARINC 429 N1/N2 (4) Fuel Shutoff Switch (2) Master Caution (2)

Analog Discretes

MCP

AIMS Cabin et (2)

Displays (6)

Thrust Management Computing System Thrust Management Computin g System

•

The thrust management computing system (TMCS) moves the thrust levers, gives the thrust limit displays, and shows the autothrottle modes during takeoff and all flight phases. The TMCF also supplies trim commands to the engines.

• •

These are the components in the TMCS: • •

Thrust management computing function (TMCF) of AIMS Autothrottle servo motors (ASM)

5-20

EDIUs to the EECs. To do this, the TMCF monitors engine thrust differences. This occurs for all phases of flight when the engines are at idle power or above to decrease engine thrust differences.

The TMCF has these outputs: • •

The two AIMS cabinets have the same thrust management computing function (TMCF). The active TMCF sends autothrottle commands to the autothrottle servo motors (ASMs) and trim commands to the engine electronic controllers (EECs). The other TMCF operates as a standby.

Autothrottle arm and mode switches on the mode control panel (MCP) TO/GA switches A/T disconnect switches.

• •

Autothrottle commands for all flight phases (1 or 2 engines) Engine trim equalization commands through the EDIUs to the electronic engine controllers (EECs) Thrust limits for display and control Autothrottle modes for display.

The TMCF calculates autothrottle commands with crew entries from the flight deck and inputs from the FMCF and external sensors. The TMCF sends thrust lever position commands to the ASMs. The TMCF calculates and sends engine trim commands through the

The TMCF supplies autothrottle modes and calculates thrust limits. These outputs go to the display system. The flight crew selects autothrottle modes from the mode control panel (MCP) and the TO/GA levers. The flight crew selects the thrust limit mode from the thrust limit page on the CDU. Thrust limit mode selection also occurs automatically when the flight management system engages in the vertical navigation mode.



All Airplane Flight Controls Systems ARINC 629 Bus (3)

MAT (P18)


PMAT

LMAT Receptacle (P18 and MEC)

LMAT (MEC)

GND TEST NORM

ENABLE

Ground Test Switch

AIMS Cabin et (2)

Central Maintenance Computing System Central Maintenance Computin g System

The central maintenance computing system (CMCS) collects, keeps, and shows maintenance data for most of the airplane systems. You use the CMCS for fault isolation and test. These are the components of the CMCS: •

• • • • •

Central maintenance computing function (CMCF) in the AIMS cabinets Ground test switch Side display (2) (optional) MAT and its keyboard LMAT receptacles (2) LMAT.

The crew uses a maintenance access terminal (MAT) in the flight compartment or a laptop MAT (LMAT) in the main equipment center to operate the central maintenance computing system. There is a

second LMAT receptacle in the flight compartment on the P18 panel adjacent to the MAT. The MAT and LMAT connect with the CMCF in the AIMS cabinet through Ethernet connections. There is a CMCF in each AIMS cabinet. Only one CMCF operates at a time. The other CMCF is a backup. The CMCF gets fault reports from systems and stores this data in fault history. When the primary display system shows a flight deck effect, the CMCF does a correlation of the fault with a maintenance message. This maintenance message shows what LRU had a failure.

MAT to an LRU that must have a software load. These are the other functions of the CMCS: • • • • • • •

LRU software load Input monitoring Configuration report Access to LRU shop faults Onboard engine balance PSEU and air/ground rig Report capabilities.

The CMCS also permits ground tests on many systems from the MAT or a LMAT. The CMCS also does the data load gateway function that permits software to load from a diskette in the

5-21


LINE MAINTENANCE

EXTENDED MAINTENANCE

OTHER FUNCTIONS

HELP

REPORT

ONBOARD MAINTENANCE Left Central Maintenance Computing Function (CMCF)

MAT INBOUND FLIGHT DECK EFFECTS

PRESENT LEG FAULTS

EXISTING FLIGHT DECK EFFECTS

EXISTING FAULTS

GROUND TESTS

FAULT HISTORY

SYSTEM CONFIGURATION EXIT MAINTENANCE

DATA LOAD HARD DRIVE SOFTWARE PART NUMBER MANAGEMENT MAINTENANCE PLANNING MAINTENANCE ENABLE/DISABLE

INPUT MONITORING

SCREEN HELP

CENTRAL MAINTENANCE OPTIONS

GENERAL HELP

ENGINE BALANCING

REPORT PAGE DATA PRESENT LEG FAULTS SUMMARY REPORT

SHOP FAULTS

FAULT HISTORY SUMMARY REPORT

PSEU AND AIR / GROUND RIGGING

EXISTING FAULTS SUMMARY REPORT ALL SYSTEMS CONFIGURATION SUMMARY REPORT

CENTRAL MAINTENANCE COMPUTER SWITCH CONTROL

CABIN MANAGEMENT SYSTEM ALL SUMMARY REPORT

SPECIAL FUNCTIONS EXIT MAINTENANCE

CABIN MANAGEMENT SYSTEM CONFIGURATION SUMMARY REPORT

EXIT MAINTENANCE

OUTPUT STATUS

Maintenance Access Terminal Maintenance Access Terminal

The maintenance crew uses the maintenance access terminal (MAT) to operate the central maintenance computing system.

The LINE MAINTENANCE menu supplies access to these:

•

•

•

• •

Inbound and existing flight deck effects, and their correlated faults Airplane systems tests Configuration information.

The MAT includes a: • • • • •

Cabinet Display module Cursor control device Keyboard Disk drive module.

The crew selects items on a menu with a cursor control device. The maintenance crew can also use the keyboard to key in data. The five main menu selections are: • • • • •

LINE MAINTENANCE EXTENDED MAINTENANCE OTHER FUNCTIONS HELP REPORT.

5-22

The EXTENDED MAINTENANCE menu supplies access to these: • • • •

Present leg faults, existing faults, and historical faults Data load procedures Maintenance memos Maintenance enable/disable of the flight leg and the maintenance phase.

procedures PSEU and air/ground rigging procedures Central maintenance source switching.

The HELP menu supplies access to help for the MAT and for each function. The REPORT menu supplies access to reports. The crew can send the report to the flight deck printer, MAT disk drive, or a ground station. The PMAT has the same menu structure as the MAT. The GBST provides AMI for:

The OTHER FUNCTIONS menu supplies access to these: • • • •

Input monitoring CMCF options activation/deactivation LRU shop faults Engine balancing information and

• • • •

Notes for specific information Help pages for general information Automatic downlink table to define data reports Airplane identification cross reference table.




QAR (Optional) MAT


Printer


SDU

AIMS Cabin et (2)

VHF

Airplane Condition Monitoring Syst em Ai rp lan e Con di ti on Mon it or in g System

The airplane condition monitoring system (ACMS) monitors, records, and give reports for selected airplane data such as: • • • •

Maintenance data Performance data Troubleshooting data Trend monitoring.

These are the components of the ACMS: • • •

Airplane condition monitoring function (ACMF) of AIMS Quick access recorder function (QARF) of AIMS Quick access recorder.

The airlines can use the ground based software tool (GBST) to set the report format, content, logic, and destination. The destination of a report can be one of these: • • • •

Quick access recorder Printer Diskette in disk drive Ground station through the data communication management function.

The quick access recorder (QAR) is an optional unit. The QAR records data from the ACMF to an optical cartridge. The software for the quick access recorder operates in the left AIMS cabinet only.

The ACMF software function is in the left AIMS cabinet only.

5-23






FDR

AIMS Cabin et (2)

Flight Data Recorder System Flight Data Recorder System

The flight data recorder system (FDRS) records mandatory and optional flight data for the most recent 25 hours of operation. These are the components of the FDRS: •

•

Digital flight data acquisition function (DFDAF) in the AIMS cabinet Flight data recorder (FDR).

The DFDAF in the AIMS collects and does a format of the data and sends it to the FDR. The DFDAF receives data in ARINC 429, ARINC 629, analog, and discrete formats. The DFDAF changes this data into one digital format to send to the FDR. There is no dedicated FDRS accelerometer on the airplane. The ADIRU supplies longitudinal, lateral, and vertical accelerations. The FDR records these accelerations.

5-24

The FDR records the data in a fire and crash resistant LRU. The FDR operates when at least one of the engines are on, or the airplane is in the air. The DFDAF also monitors FDR faults. The DFDAF sends these faults to the central maintenance computing function and the primary display systems function.

Airplane Information Management System Data Communication Management System

The data communication management system (DCMS) supplies these three functions: • • •

Printer driver control Ethernet interface ACARS datalink management.

ETHERNET INTERFACE The Ethernet interface supplies communications between the AIMS functions and these units: • •

MAT Laptop maintenance access terminals (LMATs).

ACARS DATALINK The DCMS uses these two AIMS functions: • •

Data communication management function (DCMF) Flight deck communication function (FDCF).

The DCMS connects to many components of other systems to do its functions. These include: • • • • • • • • •

Flight deck printer Maintenance access terminal (MAT) Accept / reject / cancel buttons Control display units (CDUs) Cursor control devices (CCDs) Display units (DUs) Radio tuning panels (RTPs) VHF radios Satellite data unit (SDU).

PRINTER DRIVER

The DCMS controls the aircraft communications addressing and reporting system (ACARS) datalink data. The FDCF supplies the flight crew interface for control of ACARS operations. The DCMF finds if the VHF or the SDU is available for the ACARS. The DCMF transmits the digital data through the available system. GROUND BASED SOFTWARE TOOL The airlines can use the ground based software tool (GBST) to set these: • • •

Frequency selections Routes for data Message reject criteria.

The print driver function controls all printing requests from the AIMS functions. It sends print jobs from AIMS functions to the flight deck printer and sends printer job status and errors back to the AIMS functions.

5-25

Airplane Information Management System Printer Driver

Flight Deck Printer

) M ( 9 0 0 0 0 0 3 2 T M Q W

WQMT-45-10-0062 (A)

SDU ) M ( 2 0 0 0 2 4 3 2 T M G W

MAT

Ethernet Interface

VHF (2) WQMT-23-11-0001(M)

PMAT

Radio Tuning Panel (2)

YQP-233W7207-1(M)

LMAT Receptacle (2)

LMAT

ACARS Datal in k DCMF

To AIMS Cabinet

To AIMS Cabinet

YQP-233W8200-L4(M)

Input/Control

Ac cept / Reject / Cancel Buttons (2) YQP-S243W001-4600(M)

YQP-S243W001-2600

CCD (2) EICAS YQP-S243W001-2600

CDU (3)

0 0 9 2 1 0 0 W 3 4 2 S P Q Y

Flight Deck Comm Display MFD

FDCF

To DCMF

To DCMF Systems ARINC 629 Bus (4)

AIMS Cabin et (2)

WQMT-31-61-0115

Data Communication Management System

5-26

Airplane Information Management System TAXI CAMERA INTERFACE UNIT

Nose Landing Gear Taxi Camera

Left Main Landing Gear Taxi Camera

C A M E R A

L CAM

A D J U S T

N CAM

Left Inboard Display Unit

NORMAL L

Right Inboard Display Unit

R CAM N R CAMERA CAMERA SELECT POWER

Right Main Landing Gear Taxi Camera

VIDEO OUT 75

S3110B CAMERA SYSTEM ON

OFF

Taxi Camera Kill Switch

Lower Center Display Unit Camera System Control Relay

AIMS Cabinet (2) Taxi Camera Interface Unit

Ground Maneuver Camera System (777-300) Ground Maneuver Camera System (777-300)

Because of the size of the 777-300 airplane, the ground maneuver camera system (GMCS) helps the flight crew or taxi crew maneuver the airplane on the ground. The system has these three cameras: • • •

Nose landing gear taxi camera Left main landing gear taxi camera Right main landing gear taxi camera.

The main landing gear cameras are in the leading edge of the left and right horizontal stabilizer. They give a view of the landing gear, engine, and the ground on each side of the airplane. The taxi camera kill switch is on the P56 main wheel well electrical service panel on the bottom of the airplane in the aft part of the wing-tobody fairing. This switch gives the ground crew the capability to turn off the camera system.

The taxi camera interface unit sends the three-view split screen video directly to the three display units that can show an MFD. The primary display function in the AIMS gives the display unit(s) the command to show the GMCS video when the crew member pushes the camera (CAM) switch on the display select panel.

The nose landing gear camera is on the bottom of the airplane. It gives a view of the nose landing gear and the ground in front of the airplane.

5-27

Airplane Information Management System Cursor Control Devices Keyboard MENU

PGUP

PGDN

XFR

ENTER

BRT

MENU

PGUP

PGDN

BRT

PWR

DIM

XFR

MENU

PGUP

PGDN

FAULT

MAIN MENU

XFR

ENTER

BRT

Keyboard

PWR DIM

ENTER

MEMO

MSG XFR

PWR

DIM

AIRPORT MAPS

PERFORMANCE

VIDEO

DOCUMENTS

CHARTS

R DU

L DU

L MMR

Network File Server

R MMR

L EU

R EU

CIU IDENT PAGE

TWLU

SYSTEM PAGE

Flight Deck Printer

INITIALIZE FLT

EFB Display (typical)

AIMS Cabin et (2)

Electronic Flight Bag (option) Electronic Flight Bag (option)

The electronic flight bag (EFB) is a computer based information system for the captain and first officer. The EFB reduces the amount of paper in the flight deck and improves the quality of information given to the crew. Depending on the airplane components and software installed, the EFB typically includes these and other functions: • • • • •

Aeronautical maps and charts Airport maps and charts with real time position reporting Manuals, fault reporting, and operations procedurees Flight deck entry video surveillance Minimum equipment lists and logbooks.

The EFB system has two display units in the flight compartment. The captain’s and first officer’s EFBs operate seperately. 5-28

The primary components of the EFB are two display units (DU) and two electronics units (EU). The DU functions as both a computer monitor and input device. The DU receives inputs from the touch-sensitive screen, line select keys and a computer keyboard. Each EU contains two processors. One is Linux based and the other is Windows based. The pilots can also use the cursor control device (CCD) to operate certain functions. The EUs send data to the DUs on a fiber optic data bus. The EUs send control and data load information to each other on ethernet connections. The EUs get airplane data from the AIMS and multi-mode receivers. Flight deck entry video surveilance signals come from a camera interface unit (CIU).Other airplane interfaces are to the flight deck printer and data loader receptacle (P18).

The EFB has additional capabilities for data storage and update. Information can be updated through a terminal wireless LAN unit (TWLU). The TWLU is a low powered receiver transmitter that is part of a local area network (LAN). The TWLU provides a wireless connection between the airplane and a ground based network provider. The network file server (NFS) provides network communications between the NFS, EFB and various onboard remote access terminals. The NFS is the entry point for airline e-enabling by providing routing capability for different software applications. Based on customer selection, these are some of the applications : • • • • •

Electronic log book Cabin Logbook MyBoeingFleet Airplane health management Maintenance Toolbox (MPT).

6 C o m m u n i c a t i o n s

Communications

6 s n o i t a c i n u m m o C

Communications Features

CABIN SERVICES SYSTEM

•

ARINC 629 Communication System

ARINC 629

A cabin services system (CSS) puts these functions together:

•

Flight/Service Interphone Systems

•

Gr ou nd Cr ew Cal l

•

Freighter Cargo Interphone System

•

Fr ei gh ter Cr ew Communication System

•

Freighter Passenger Address System

•

VHF/HF Communication Systems

•

SELCA L Sy st em

•

SATCOM Sy st em

•

Em er gen cy L oc at or Transmitter

•

Voice Recorder System

•

Cab in Ser vi c es Sy st em

•

Cabin Interphone System

•

Passenger Address System

•

Passenger Service System

The 777 airplane uses ARINC 629 data buses. ARINC 629 data buses permit faster transfer of data between LRUs than ARINC 429 data buses. ARINC 629 data buses operate at a rate of 2 megabits per second. The buses are bi-directional and permit more than one transmitter on the same bus.

• • • •

The integration of these systems permits: •

SATELLITE COMMUNICATION • The 777 has a satellite communication (SATCOM) system as standard equipment. SATCOM supplies reliable long range voice or data communication. The system can transmit and receive data that includes: • • • • •

Flight crew voice Passenger voice Data communication Telex Facsimile services.

Passenger address Cabin interphone Passenger service Cabin lighting.

The airline to set many passenger cabin configurations A central location for test and fault reports.

The CSS has a standard ARINC 628 interface that lets you add an in-flight entertainment (IFE) system.

6-1

Communications LRU No. 2

Termination Resistor

Data Bus Cable

LRU No. n

Current Mode Coupler No. 2 Stub Cable Current Mode Coupler No. 1 Current Mode Coupler No. n (46 maximum) Termination Resistor Terminal Controller Serial Interface Module

OPAS

Line Replaceable Unit No. 1

Flight Deck Panels

ARINC 629 Communication System ARINC 629 Com mu ni cat io n System

The ARINC 629 communication system has these characteristics: • • • • •

Two way transmission Multiple transmitters Broadcast type Autonomous terminal access Time division multiplex.

It permits data communication between many terminals over the same bus. There are seven ARINC 629 buses on the 777. The primary flight control system has three dedicated ARINC 629 flight control buses that connect with approximately 26 line replaceable units (LRU).

6-2

Four ARINC 629 system buses supply the main communication path between these systems: • • • • •

Avionics Electrical Electro-mechanical Environmental control Propulsion.

The ARINC 629 system buses connect with approximately 53 LRUs. These buses operate independently from the flight control buses. ARINC 629 components include terminal controllers and serial interface modules. These components are internal to the LRUs. As well as the LRU ARINC 629 components and the seven ARINC 629 data bus cable assemblies, the ARINC 629 communication system includes stub cables and current mode couplers.

The LRUs use a coupler and terminal (terminal controller and serial interface module) to connect with the bus. Each terminal monitors the bus and does not transmit until there is a quiet period. Only one terminal on a bus transmits at a time. After a terminal transmits, three different timers make sure that it does not transmit again until all of the other terminals on the bus have an opportunity to transmit. The overhead panel ARINC 629 system (OPAS) does a multiplex of the flight deck panel switch positions for transmission on the ARINC 629 system buses.

Communications OBS AUDIO

NORM CAPT F/O

SEATTLE, WASHINGTON USA

Service Jack Location s

Observer Aud io Selector

MIC CALL L VHF

OFF

ON

Captain Flight Deck Speaker MIC CALL

MIC CALL

HF L R

INT

MIC CALL

FLT

MIC CALL

VOR R L ADF L R

Glareshield Mic Switch

MIC CALL

R VHF

MIC CALL

MIC

Control Wheel Mic Switch

MIC CALL

C VHF

MIC

CAB

PA

MIC CALL SPKR

SAT 1 2 APP R LC

V B R

MKR

Captain Audio Control Panel

HEAD PHONE

CAUTION THIS ASSEMBLY CONTAINS ELECTROSTATIC SENSITIVE DEVICES

BOOM MIC HEADSET

Headphone Aud io Managem ent Un it Oxygen Mask Microphone

AIMS Cabi net (2) ARINC 629 System Bus (4)

Service Interphone Switch Voice Recorder System Navigation Receivers Communication Radios Service Interphone Jacks

MEC Jack Panel Service and APU Shutdown Panel SELCAL decoder PA System SATCOM Cabin Interphone System (Passenger) Crew Comm. System (Freighter)

Captain Jack Panel

Headset

SERV INTPH

First Officer First Observer Second Observer

Hand Microphone

Flight/Service Interphone Systems Flight Interpho ne System

The flight interphone system permits the flight crew members on the flight deck to communicate with each other and with: • •

Audio communication systems Ground crew members.

There are four systems. The captain’s system is shown. Switches on the audio control panels (ACPs) permit selection of the following types of audio: • • • • • • •

Communication transceiver audio Navigation receiver audio Cabin interphone audio (passenger) Crew communications system (Freighter) Passenger address (PA) audio Flight interphone audio SATCOM audio.

Hand microphones, boom microphones, or oxygen mask microphones can be connected through the audio management unit (AMU) to the radio transceivers, cabin interphone system, or PA system. Functions selected on the ACP go digitally to the AMU. The AMU uses new technology digital signal processing for clear sound quality. The AMU sends the selected audio to and from the flight deck.

Service Interphone System

The service interphone permits communication between the pilots, ground crew, and maintenance personnel. Jacks for plug-in microphone and headsets are at various locations on the airplane. When the service interphone switch is ON, the service and flight interphone systems connect together.

Each flight crew member station has a jack outlet for a boom microphone/headset and headphones. There can be an optional fourth ACP for the second observer. Mic switches are on each pilot glareshield and control wheel for the boom and oxygen mask microphones. Interphone switches are on the audio control panels. 6-3

Communications Passenger Groun d Crew Call System

Freighter Ground Crew Call System

The flight crew and the ground crew use the ground crew call system to alert each other. The system supplies aural and visual signals in the flight deck and in the nose wheel well area.

The flight crew and the ground crew use the ground crew call system to alert each other. The system supplies aural and visual signals in the flight deck and in the nose wheel well area.

When the flight crew selects the ground crew call code on the cabin interphone menu of the center control display unit (CDU), the ground crew call horn sounds in the nose wheel well.

When the flight crew selects the GROUND switch on the pilot call panel (PCP), the ground crew call horn sounds in the nose wheel well.

There is a flight deck call switch on the P40 Service and APU shutdown panel. When the ground crew operates this switch: • • •

The audio control panels FLT call lights come on A message is shown on EICAS A chime sounds through the aural warning speakers.

The ground crew call horn also comes on when the airplane is on the ground and one of these occurs: • •

6-4

There is an equipment cooling failure The air data inertial reference unit (ADIRU) is on and there is no ac power on the airplane.

There is a flight deck call switch on the P40 Service and APU shutdown panel. When the ground crew operates this switch: • • •

The audio control panels FLT call lights come on A message is shown on EICAS A chime sounds through the aural warning speakers.

The ground crew call horn also comes on when the airplane is on the ground and one of these occurs: • •

There is an equipment cooling failure The air data inertial reference unit (ADIRU) is on and there is no ac power on the airplane.

Communications

EICAS AIMS Cabin et (2)

Au ral War ni ng Speaker (2)

ARINC 629 System Bus (4) Warning Electronic Unit (2)

ARINC 629 System Bus (4)

Ground Crew Call Horn

Standby Power Management Panel

MIC CALL L VHF

MIC

MIC CALL

C VHF

MIC CALL

MIC CALL

R VHF

MIC CALL

MIC CALL

MIC CALL

HF L R

INT VOR R L ADF L R

MIC CALL

FLT

MIC

CAB

MIC CALL SPKR

SAT 1 2 V B R

PA

APP R LC

MKR

Au di o Con tro l Panel (3)

Passenger Add ress/ Cabin Interphone Control ler Au di o Management Unit

P40 Service and APU Shutdown Panel Center CDU

Passenger Ground Crew Call System MIC CALL L VHF

MIC CALL

C VHF

MIC

MIC CALL

INT VOR R L ADF L R

MIC CALL

MIC CALL

R VHF

MIC CALL

FLT

MIC MIC CALL CALL

HF LR

MIC

CAB

PA

MIC CALL

SAT 1 2 V B R

SPKR APP R LC MKR

Aud io Cont ro l Panel (3) Au di o Management Unit

AIMS Cabin et (2)

EICAS CALL GND

CREW REST

SUPR

CARGO

CARGO AUDIO

CARGO ALERT

Pilot Call Panel

Warning Electronic Unit (2)

P40 Service and APU Shutdown Panel

Standby Power Management Panel

Ground Crew Call Horn

Au ral War ni ng Speaker (2)

Freighter Ground Crew Call System

6-5

Communications CALL GND

CREW REST

SUPR

CARGO

CARGO AUDIO

CARGO ALERT

PILOT CALL PANEL

R AIMS CABINET SEATTLE, WASHINGTON

LOADMASTER AMPLIFIER

FLT DECK

CALL

LWR LOBE

ON CG ALARM TONE/ LWR LOBE OFF

USA

MAIN DECK

WHL WELL CAUTION THIS ASSEMBLY CONTAINS ELECTROSTATIC SENSITIVE DEVICES

CARGO AUDIO RELAY

INTERPHONE INTERCOM

PUSH TO CG TALK ALARM VOLUME

AMU SPEAKER/MICROPHONE

FLIGHT DECK CALL

CALL

CARGO INTPH

PARTNO. 65847590 SERIAL NO. BAE SYSTEMS

P443

MAIN DECK CARGO AUDIO PANELS (6) SPEAKER/MICROPHONE

P441

CALL

PART NO. 65847590 SERIAL NO. BAE SYSTEMS

LOWER LOBE PANELS (2)

Freighter Cargo Interphone System Freighter Cargo Interphone System

The cargo interphone system lets the loadmaster talk with these personnel on the interphone or intercom: • • •

Flight crew Ground crew Cargo loaders.

The P441 panel has the following components: • • • •

Loadmaster Amplifier Panel (LAP) Handset and cradle Interphone jack Flight deck call light/switch

The LAP has the following functionality: • • • • 6-6

Speaker/microphone Make calls Lower lobe audio on/off Alarm reset.

The LAP and the cargo audio panels in the main deck are to support flight deck and airborne operations. All cargo audio panels have a headset jack and flight deck call light/switch. For the interphone function, the LAP sends calls to and receives calls from the flight deck and the main cargo deck. The pilots use the pilot call panel (PCP) to call the main cargo deck. The pilots select CARGO AUDIO on the pilot call panel to mix flight interphone with cargo interphone in the audio management unit (AMU). The cargo interphone audio goes through the cargo audio relay to the AMU. When the loadmaster calls the flight deck, the signal goes to the PCP and then to the right AIMS cabinet to alert the flight crew.

The intercom function is to support ground operations. There are two SMUs and two call light/switches in the lower lobe for intercom. Six of the cargo audio panels on the main deck have speaker microphone units (SMUs) for intercom. The LAP LOWER LOBE switch turns power on or off for the lower lobe SMUs. The SMU operates as a microphone with the CALL button pushed. The SMU operates as a speaker normally.

Communications L VHF

C VHF

R VHF

FLT

CAB

PA

MIC HF L R

SAT 1 2

SPKR

INT VORR L ADF L R

APP C R L MKR

V B R

R AIMS CABINET 3

ACP

SEATTLE,

WASHINGTON

CALL

USA

CREW REST

GND

SUPR

CARGO

CARGO AUDIO

CARGO ALERT

ELECTRONIC CHIME UNIT, CREW REST


PILOT CALL PANEL AMU

ELECTRONIC CHIME UNIT, SUPERNUMERARY

P T T

P T T

P T T

P T T

HANDSET

HANDSET

CRADLE CREW REST

CRADLE R SUPR

CRADLE L SUPR

P T T

P T T

HANDSET

Freighter Crew Communication System Freighter Crew Communicatio n System

The crew communication system provides a means of communication between the flight crew and personnel in the supernumerary and crewrest areas. The crew communication system consists of three handsets with cradles and a pilot call panel (PCP). The pilot pushes a switch on the PCP to initiate a call to the area he chooses. These are the areas the pilot can select: • • • •

The PCP sends a signal to the handset cradle to turn on a call light. It also sends a signal to the electronic chime unit (ECU) to sound a chime. Personnel press the call switch on the handset cradle to call the flight deck. This will cause these flight deck effects: • • • •

Green LED on the PCP turns on EICAS message shows Chime sounds CAB call light on the ACP turns on.

Crew rest Supernumerary Cargo Ground.

6-7

Communications SEATTLE, WASHINGTON

USA

NORM


AMP TEST

SPKR TEST DB

FLIGHT INTERPHONE

+ 2 + 1 0 - 1 - 2

AMU

OVERLOAD

MASTER GAIN

AUX GAIN

LAVATORY MODULE

SPEAKERS LOAD

P210 POWER MANAGEMENT PANEL

PASSENGER ADDRESS AMPLIFIER

Freighter Passenger Address System Freighter Passenger Ad dress System

The PA system generates chimes for these conditions:

The passenger address (PA) system sends announcements and chimes to these areas:

• • •

• • •

The lavatory call command comes from the lavatory module and is a high chime. The passenger information signs chime discrete comes from the P210 power management panel and is a low chime.

Supernumerary area Lavatory Flight crew rest.

The components of the PA system are the PA amplifier and the speakers. The flight crew uses the flight interphone to send PA announcements to the PA amplifier. These announcements go through the audio management unit. The PA amplifier sends these announcements to the speakers.

6-8

Lavatory call Fasten seat belt signs No smoking signs.

The PA amplifier receives discretes from the P210 panel if the oxygen has deployed or if the engines are running. Either one of these discretes will increase the gain.

Communications

Speakers, Headsets MIC CALL

Microphone/PTT Inputs

L VHF

MIC

COLLINS

MIC CALL

C VHF

MIC CALL

INT

LRU FAIL

MIC CALL

MIC CALL

R VHF MIC CALL

MIC CALL

HF L R

VOR R L ADF L R

MIC CALL

FLT

MIC

CAB

PA

MIC CALL SPKR

SAT 1 2 V B R

APP R LC

MKR

KEY INTERLOCK

HF Antenna

CONTROL INPUT FAIL

An tenn a Coupler (2)

SQL/LAMP TEST HFS-900

ACTIVE

STANDBY

VHF L

VHF C

VHF R

OFF

HF L

AM

HF R

Au di o Con tr ol Panel

HF Transceiver (2) Collins

HF SENS P N L

PHONE MIC

Au di o Management Unit

LRU

Radio Tuning Panel (3)

CONTROL ANTENNA

PHONE

MIC VHF-900

VHF Antenna (3)

AIMS Cabi net (2)

SELCAL Decoder

VHF Transceiver (3)

VHF/HF Communication Systems VHF/HF Communication Systems

The very high frequency (VHF) communication system supplies lineof-sight voice and data communication from air to ground or air to air. The short to medium range of VHF keeps interference with distant stations at the same frequency to a minimum. Each VHF communication system includes a transceiver and a dedicated antenna. The high frequency (HF) communication system permits voice communication over distances much farther than line-of-sight radio systems. Communication from aircraft to ground stations or other aircraft is provided during long over water flights. Each HF communication system includes a transceiver, an antenna coupler, and a common antenna.

The antenna is on the leading edge of the vertical stabilizer. The antenna couplers are in the vertical stabilizer behind the antenna. The antenna coupler matches the impedance of the transmission line to that of the transceiver. Frequency selection for each transceiver is from any of the three radio tuning panels (RTPs). Any RTP can provide tuning data to any of the VHF or HF transceivers. A radio tuning switch selects one of the five transceivers. The frequency selectors select the desired frequency. This shows on the liquid crystal display standby frequency window. The frequency transfer switch toggles between active and standby frequencies.

RTPs. This frequency shows on the RTPs standby frequency window. The flight crew selects that frequency to tune the VHF radios. The audio control panels supply microphone selection, headphone monitoring, and PTT functions. The central maintenance computing function (CMCF) of the AIMS tests and monitors the VHF and HF communication systems. The digital flight data acquisition function (DFDAF) of the AIMS receives microphone keying information. The flight data recorder records the microphone keying information.

The VHF radios interface with the AIMS data communication management function (DCMF). The DCMF supplies tuning data to the 6-9

Communications


ARINC 629 System Bus (4) Au ral Warning Speaker (2)

COLLINS LRU FAIL KEY INTERLOCK CONTROL INPUT FAIL SQL/LAMP TEST PHONE MIC

HFS-900

Warning Electronic Unit (2) Aud io Management Unit

HF Transceiver (2)

EICAS

Collins LRU CONTROL

AIMS Cabinet (2)

ANTENNA

PHONE MIC CALL L VHF

MIC VHF-900

MIC

MIC CALL

C VHF

MIC CALL

INT

SELCAL Coding Switch VHF Transceiver (3)

SELCAL System

The selective calling (SELCAL) system monitors all communication radios in the airplane. The system alerts the flight crew when it receives a ground call with the correct airplane code. This removes the need for continuous monitoring of the communication radios by the flight crew. The SELCAL decoder receives audio signals from the VHF and HF communication systems. The SELCAL decoder processes the SELCAL messages and sends them to the audio management unit. The audio management unit sends a signal to the ACP and to AIMS.

6-10

MIC CALL

The ACP turns the call light on. AIMS makes a COMM medium message, SELCAL, which shows on the EICAS display. AIMS sends a signal to the warning electronic unit (WEU) which causes the hi/lo chime to sound. These are the SELCAL indications: • • •

A call light on the ACP An EICAS message A hi/lo chime.

The SELCAL supplies indications only if the signal received has the airplane unique SELCAL code. The flight crew pushes the appropriate transmit switch on the ACP or the appropriate PTT to stop the indications.

MIC CALL

FLT

MIC CALL

MIC CALL

HF L R

MIC

CAB

V B R

PA

MIC CALL SPKR

SAT 1 2

Aud io Con tro l Panel (3)

SELCAL Decoder

SELCAL System

VOR R L ADF L R

MIC CALL

R VHF

APP R LC

MKR

Communications

Satellite Network

Ai rc raf t Eart h Stat io n (AES) Control Display Unit (3)

Integrated Beam Steering Unit

High Power Amp li fi er

AIMS Cabinet (2)

LNA/Diplexer High Gain An tenn a

SDU

AMU

SCM Ground Earth Station (GES)

SATCOM System Satellite Communication (SATCOM) System

systems and the ground earth stations.

The SATCOM system transmits and receives data and voice messages. The system uses satellites as relay stations for long distances. SATCOM is more reliable than the HF communication system because atmospheric interference does not have an effect on it.

AIRCRAFT EARTH STATION DESCRIPTION

The system has the satellite network, the ground earth stations (GES), and the aircraft earth stations (AES). The satellite network does a relay of radio signals between the AES and the GES. Each GES is a fixed radio station that has interfaces with communication networks through ground links and the aircraft earth stations through the satellite. The AES is the SATCOM system on the airplane that has interfaces with different airplane communication

The basic SATCOM configuration for the freighter has a high-gain system that uses top-mounted antenna with an integrated beam steering unit. The satellite data unit (SDU) is the interface between all other related airplane systems and the SATCOM system. The SDU gets logon subscription data from the satellite data unit configuration module (SCM). The SDU also sends an Lband signal to the high power amplifier (HPA). The HPA supplies sufficient radio frequency power to the antenna. The low noise amplifier (LNA) and diplexer are one unit. The diplexer connects transmit signals from the HPA to the antenna. It also connects receive signals from the antenna to the LNA. The LNA does

an amplification of the low level L-band signal from the antenna. The SDU sends directional control signals to the integrated beam steering unit (IBSU) in the high-gain antenna. The IBSU electronically controls the antenna elements to point the beam at the necessary satellite. The AES has interfaces with the data communication management system (DCMS) for transmission and reception of data messages. The AES also has interfaces with the audio management unit (AMU) for voice call audio and the control display units (CDUs) for control signals.

6-11

Communications

Captain First Officer First Observer

Aud io Management Unit

Cockpit Voice Recorder Microphone

TEST

Airplane On Ground Parking Brake Set

COCKPIT VOICE RECORDER

ERASE

HEADSET 600 OHMS

Cockpit Voice Recorder Panel

Cockpit Voice Recorder

Voice Recorder System Voice Recorder System

The four-channel, solid-state cockpit voice recorder with flight deck area microphone records the most recent 30 minutes of flight crew communications. A cockpit voice recorder that records for 120 minutes is also available. Input to the voice recorder is from the cockpit voice recorder microphone and from the captain, first officer, and first observer audio hot microphone inputs to the AMU. The cockpit voice recorder panel has test and erase buttons and is on the maintenance panel in the flight deck. The cockpit voice recorder microphone is on the overhead panel in the flight deck.

6-12

There is a voice recorder jack on the service and APU shutdown panel that permits the ground crew to monitor flight deck conversation. The recorder unit is in the E7 equipment rack. It includes an underwater locator beacon (ULB). To do a bulk erase of the cockpit voice recorder, the airplane must be on the ground, and the parking brake set.

Communications ELT RESET

ARMED

ON

ELT Control Panel (P5)

ELT Antenna

O

Program Switch Module

ELT ON

AIMS

ELT Ai rcraf t Iden tificatio n Module

Emergency Locator Transmitter Emergency Locator Transmit ter (ELT)

The ELT sends a swept tone on the VHF and UHF emergency channels, 121.5 and 243.0 MHz. It also sends digital data each 50 seconds on the 406 MHz channel. The ELT has an internal g-switch to activate the transmitter.

The ELT sends a signal to AIMS to show a message during ELT operation. The ELT control panel has a switch to arm the ELT. The switch can also turn on and off the ELT for testing. The ELT sends the radio frequency outputs to the blade antenna on the top of the airplane.

Satellites send the received signal to a ground station. The ground station uses the phase shift between the ELT and the satellite to find the approximate location of the ELT. The ground station sends this data to the mission control center. The mission control center sends alert data to a rescue coordination center. The ELT system consists of the ELT, antenna and control panel. The program switch module and aircraft identification module provide airplane data to the ELT. 6-13

Communications Cabin Servic es System

The cabin services system (CSS) integrates many cabin and passenger systems. CSS controls these systems: • • • •

Passenger address Cabin interphone Passenger service Cabin lighting.

There is a zone management unit (ZMU) in each zone.

Each passenger seat can have any of these IFE components:

Each ZMU connects to the overhead electronics units (OEUs) and to the IFE through an ARINC 628 zone interface bus. Each ZMU also connects to one cabin area control panel (CACP) and up to five cabin attendant handsets (CAHs). These are the functions of the ZMU:

• • • • •

The CSS also monitors and controls many cabin functions.

•

The integration of these systems permits control, monitor, and test of the system from a central location.

•

The CSS has a standard interface (ARINC 628) that allows the addition of an in-flight entertainment (IFE) system. The interface to the IFE is through a head-end interface and through a zone interface. The IFE controls functions of the passenger entertainment system and of airline applications.

The ZMUs monitor the configuration database for the correct state of each light. They also have interfaces with the OEUs to control the lights.

Software controls the CSS. The CSS uses a configuration database to define the cabin interior configuration. Interior configuration changes are easy to do by changing the configuration database. The configuration database generator (CDG) is a menu-driven database editor that operates on a personal computer (PC). The CDG changes the database. After the change, the operator loads the database into the cabin services system through the cabin system control panel (CSCP). The CSCP stores many databases and operational software in memory.

•

Flight attendants use the CSCP for CSS functions and maintenance technicians use the CSCP for test and program functions.

•

The passenger address/cabin interphone (PA/CI) controller controls the passenger address (PA) and cabin interphone (CI) functions.

6-14

Analog to digital and digital to analog audio conversion for the cabin interphone system Control the passenger service selections from the IFE and cabin light selections from the CACP.

The airlines can add any of these IFE components and functions: •

• • •

•

• • • •

•

Audio entertainment to the passengers Interactive video for passenger games and applications Video entertainment to the passengers Video on demand Passenger in-flight information computer (PIIC) to show navigation and flight data Prerecorded announcements and boarding music for the passenger address system Passenger telephone Facsimile equipment Cabin printer to supply paper copies of CSS data Keyboard/track ball/credit card reader for airline applications Airplane configuration information in the airplane configuration database Status and control.

Seat video display Telephone handset Passenger controls Joystick Credit card reader.

Communications CAH

CSCP ZMUs

Components and Functions Audio Entertainment Video Entertainment Passenger In-Flight Information Prerecorded Announcements Boarding Music Telephone and FAX Equipment Printers Keyboard and Trackball Credit Card Readers Configuration Database Information Status and Control In-Flight Entertainment System

CDU-C

m e t s y s S r e s t S u n C I B

ARINC 628 Head-End Interface Right ARINC 629 Sys Bu s

Cabin Illum Pass Info Call Lts RDG Lts Discrete Analog

CACP

Master Call Lts

OEUs ARINC 628 Zone Interface

Passenger Services Functions Attendant Call Reading Light Control In-Seat Passenger Info Signs

CSMU

Passenger Entertainment ARINC 628 Head-End Interface

In-Flight Entertainment System

Left ARINC 629 Sys Bu s

FDH

PA/CI

ARINC 429 SDMs

Flight Interphone

Audio

AMU

Speakers

Zone 1

Zone 2

Zone 3

777-200

Zone 1

Zone 2

Zone 3

Zone 4

777-300

Cabin Services System

6-15

Communications Cabin Interphone System

Passenger Addr ess System

The cabin interphone (CI) function permits communication between cabin attendants and between cabin attendants and the flight crew.

The passenger address (PA) function sends announcements to the passenger cabin.

The cabin interphone function uses these components:

The passenger address function uses these components: •

• • • •

Passenger address/cabin interphone (PA/CI) controller Cabin attendant handsets (CAH) Zone management units (ZMU) Flight deck handset (FDH).

• • • •

The cabin attendants use the CAH for communications on the cabin interphone. Each CAH station has a two-number dial code. A station can make a call to other stations. A cabin station that receives a call gets a chime and a call light. The flight compartment gets a chime, a call light on each audio control panel (ACP), and a message on the center control display unit (CDU). The ZMU is the interface between the CAH and the PA/CI controller. The flight crew uses the flight interphone or the FDH as an interface with the CI. The audio management unit (AMU) uses the flight interphone audio and sends it to the PA/CI. The PA/CI controller does these functions:

Passenger address/cabin interphone (PA/CI) controller Speaker drive modules (SDM) Zone management units (ZMU) Cabin control panels (CSCP/CACP) Cabin system management unit (CSMU).

The PA/CI controller has two circuits for the PA function that are the same and two circuits for the CI function that are the same. Each has a primary and alternate circuit. The attendant selects an alternate circuit from the attendant switch panel if a primary circuit has a failure. Passenger Service System

The passenger service system (PSS) controls reading lights, call lights, and passenger information signs. The PSS uses these components:

Announcements come from the flight crew, the cabin attendants, or the IFE system. The IFE system sends. • • •

Prerecorded announcements Boarding music Video entertainment audio.

• • • • •

The airline can make the passenger cabin configuration in as many as six PA areas for announcements. The PA/CI controller receives all audio inputs and selects the input with the highest priority. It makes the audio digital and sends it to the SDMs. The SDMs change the digital audio back to analog. Each SDM can operate one or two speakers. Chimes are put together with the audio so passengers and crew hear them at the same time.

Zone management unit (ZMU) Cabin area control panel (CACP) Cabin system control panel (CSCP) Cabin system management unit (CSMU) Overhead electronics unit (OEU).

The in-flight entertainment (IFE) system lets passengers control their reading lights and passenger-toattendant call functions. The IFE system sends status and configuration database data to the PSS. The ZMU supplies an interface from the IFE system to the OEU. The OEU controls the light and the attendant call function. The lavatories have an interface with the OEU for these functions:

PA volume control is: •

• • •

Receives, sets priorities and sends out multiplexed audio and data to and from the ZMU Has an interface with the CDU to send messages and get dial data Sends and gets audio to and from the FDH and AMU Sends AIMS a signal to make a flight compartment chime and message.

The configuration database software controls the cabin interphone function.

6-16

• • •

From the configuration database Automatic Manual.

The configuration database sets the normal reference level for each speaker in flight. Automatic control adjusts the normal reference level because of flight conditions. The attendants can also make manual adjustments from the CSCP or a CACP.

• • • •

Lavatory call Lavatory occupied Smoke detection Return to seat.

The cabin attendants control passenger reading and cabin lights and do resets of attendant calls from the CACP or the CSCP.

Communications To Flight Interphone System

Center Control Display Unit

To AIMS

Att endan t Swi tch Panel

Flight Deck Handset

Cabin System Management Unit

Boarding Music

Other Zone Speaker Drive Modules

Prerecorded Announcements

Zone 1

Video Entertainment Audio

Speaker Drive Module

PA Audio

Cabin Speakers

PA Pause In-Flight Entertainment System

Passenger Address/Cabin Interphone Controller

Cabin Attendant Handsets

Zone Management Units

Speaker Drive Module

Cabin Area Control Panel or Cabin System Control Panel

Cabin Speakers

To Other Zone 1 Speaker Drive Modules

Cabin Interphone and Passenger Address Functions System Interface CDB Information Status Control In-Flight Entertainment Center

Cabin System Management Unit Passenger Add ress/ Cabin Interphone Controller

No Smoking Fasten Seat Belts Decompression

CSS Intersystem Bus ARINC 629 System Bus (2)

Passenger Seat Functions Master Call Lights Cabin Area Control Panel or Cabin System Control Panel

Attendant Call Reading Light On/Off In-Seat Passenger Information Signal In-Flight Entertainment System

Zone Management Unit

Lav (Call, Door Sw, Smoke Det) Passenger Information Signs, Reading Lights, Call Lights Remaining Zone 1 OEUs

To Other OEUs

Overhead Electronic s Unit Zone 1

Passenger Service Functions

6-17

Navigation

7 N a v i g a t i o n

7 n o i t a g i v a N

Navigation Features

COMMON COMPONENTS

•

NEW AVIONICS

The 777 uses many common avionics LRUs that the 747-400, 767, and 757 use. The use of common avionics equipment decreases the cost of maintenance and spares.

Air Data Inertial Reference System (ADIRU, SAARU, ADM/ Pitot-Static)

•

Navigation Radios (VOR, Marker Beacon, ILS, ADF, DME)

•

Gl o bal P os it i on in g Sy st em

•

Rad io A lt im et er Sy s tem

•

Air Traffic Control/Mode S System

•

Traffic Alert and Collision Avo id anc e Sys tem

•

Gr ou nd Pr o xi m it y War n in g System

•

Weather Radar System

•

Warning Electronic System

•

Clock Sy st em

The 777 uses some new avionics systems such as the highly fault tolerant, air data inertial reference system (ADIRS). The ADIRS combines the air data system and the inertial reference system into two line replaceable units (LRUs), the air data inertial reference unit (ADIRU) and the secondary attitude air data reference unit (SAARU). HIGH RELIABILITY Because there are only two main LRUs in this system instead of three ADCs and three IRUs, there is less weight. Also, the high reliability of the air data inertial reference system decreases the need for maintenance and spares. SATELLITE NAVIGATION The 777 uses the newest in satellite navigational systems, the global positioning system (GPS). GPS gives improved navigation accuracy. This saves fuel and improves the airline on-time performance.

7-1

Navigation Ai r Data Iner ti al Ref eren ce Sy st em

•

The ADIRS consists of:

If failures occur, all IRU functions are available with:

• • • • • •

One ADIRU One SAARU Six air data modules (ADMs) Two standby air data modules (SADMs) A standby attitude indicator The air data sensors.

The ADIRS operates the same as a system of three IRUs, two ADCs and pressure, temperature, and angle of attack sensors. The ADIRS sends primary, secondary, and standby air data and inertial reference information to the flight deck displays, flight controls, autopilot system, and other airplane systems. Ai r Data In ert ial Refer enc e Uni t (ADIRU)

The ADIRU has these components: • • • • •

Six ring laser gyro sensors Six linear accelerometer sensors Four processors Three power supplies Three dual-channel ARINC 629 interfaces.

The ring laser gyros and linear accelerometers are along six nonparallel, symmetrically skewed axes. This orientation gives a fault-tolerant system.

• • • • •

Vertical speed.

Four gyros Four accelerometers Two power supplies One processor A single ARINC 629 interface.

The ADIRU has one ON/OFF switch on the overhead panel. When the switch is ON, the ADIRU gets power and then goes through many operational modes before it begins navigation. When the On/Off switch is OFF, the ADIRU goes off when the airplane is on the ground and less than a certain ground speed.

• • • • • • • • • • 7-2

Attitude (pitch, roll, and yaw) Position (latitude and longitude) True heading Magnetic heading Inertial velocity vectors Linear accelerations Angular rates Track angle Wind speed and direction Inertial altitude

The SAARU uses: • • • •

The SAARU calculates these parameters: • • •

The four processors get air data from the air data modules. The ADIRU gives these air data outputs: • • • • • • • • • • •

Altitude rate Pressure altitude Computed airspeed Mach number True airspeed Static air temperature Total air temperature Impact pressure Total pressure Static pressure Angle-of-attack.

Secondary A ttit ude Air Data Reference Unit (SAARU)

The SAARU supplies pitch and roll attitude to the standby attitude indicators. It is also the secondary source of inertial navigation and air data for the PFDs, primary flight controls system (PFCS), autopilot flight director system (AFDS) and other airplane systems. During a catastrophic failure of the ADIRU, the SAARU gives the AFDS reduced navigation data.

Four fiber optic rate gyros Four analog linear accelerometers Two processors Three ARINC 629 interfaces.

Three of the gyro and accelerometers sensors are on the pitch, roll, and yaw axes and the fourth sensor pair is on a skewed axis.

ADC Fu nc ti on

IRU Functi on

The ADIRU uses ring laser gyros and accelerometers to sense angular rates and linear accelerations. The ADIRU calculates this data:

IRU and Air Data Functions

• • • • • • • • • •

Pitch and roll attitude and heading Angular rates about the airplane pitch, roll, and yaw axes Linear accelerations along the pitch, roll, and yaw axes Barometric inertial altitude Vertical speed Computed airspeed True airspeed Altitude Altitude rate Static air temperature Total air temperature Mach number Angle of attack.

The SAARU sends pitch and roll attitude information on an ARINC 429 data bus to the standby attitude indicator. The SAARU has no manual mode control for operation. It begins operation when power is applied to the airplane. ADIRS Int erf ace

The captain or first officer enters barometric correction on the onside EFIS control panel. If one of the EFIS control panels fail, barometric corrections can come from the onside CDU. There are two AIR DATA/ATT source select switches on the flight deck.

Navigation

CDU (3)

Right AOA Sensor

Right Pitot Probe

Center Pitot Probe

Center Pitot ADM

Pitot SADM

Right Pitot ADM

To PFDs

Static Ports

Right TAT Probe (Option)

Left AIMS Cabinet

Right AIMS Cabinet


AFDC (3)

PFC (3) SAARU

Center Static ADM

Left Static ADM

Right Static ADM

ADIRU

Left Pitot ADM

Static SADM Standby Instrument

Pneumatic Lines

Left Left AOA Sensor Pitot Probe

Left TAT Probe

Static Ports

Air Data Inertial Reference System ADIRS Int erf ace (Co nt in ued )

The switches control the source of display data for the on-side PFD. The primary source of display data is the ADIRU, and the secondary source of display data is the SAARU. The ADIRU sends data on the left and right ARINC 629 flight control buses and gets data from all three ARINC 629 flight controls buses. The SAARU sends data on the center flight controls bus and gets data from the left, center, and right flight controls buses. The ADIRU and the SAARU send inertial reference data and air data to these units: • • • •

AIMS AFDS PFCS CDUs.

AIMS sends the inertial reference data and air data to many other airplane systems and systems components. These include: • • • • •

GPS WES TCAS EEC APU.

The center pitot probe and the center static ports also have a standby air data module (SADM). The standby altimeter and airspeed indicator get the 429 air data from the SADMs. STANDBY INSTRUMENT An LCD integrated standby flight display shows this data:

The ADIRU and SAARU store fault data in their nonvolatile memory. You use the maintenance access terminal (MAT) to get the fault data.

• • • •

Attitude Indicated airspeed Altitude Heading.

Ai r Data Mo du les

Ai r Data Senso rs

Each pitot probe and static port connects to an air data module (ADM). The ADMs change the air pressure into ARINC 629 digital data. The ADIRU and SAARU get the 629 air data from the ADMs.

The AOA sensors send analog signals to the on-side AIMS cabinet. The TAT probe is a dual element probe with two analog outputs. One output goes to the right AIMS cabinet, and the other goes to the left AIMS cabinet. 7-3

Navigation Navigation Radios

The navigation radios supply reference data for instrument navigation. The flight management computing function (FMCF) of AIMS supplies most of the control for the navigation radios. VHF Omnidir ectional Ranging System

The VHF omnidirectional ranging (VOR) system supplies bearing and deviation signals relative to ground stations to the FMCF and the NDs.

Au to mat ic Dir ect io n Fi nd er System

The automatic direction finder (ADF) receives radio signals from a ground station. It supplies bearing information to the NDs and audio to the flight deck. Some ADF stations in major terminal areas provide weather information. Each ADF system has an integral sense and loop antenna and a receiver. The ADF data shows on the NDs. Instrument Landing System

The FMCF uses VOR data to calculate airplane position. A dual element VOR antenna is on the top of the vertical stabilizer. Marker Beacon System

The marker beacon system gives displays and aural tones in the flight deck when the airplane passes over a particular geographical location. The marker beacon receiver is a module in each VOR receiver. The marker beacon function operates in the left system only.

The instrument landing system (ILS) supplies precision approach guidance during instrument approaches to the NDs, PFDs, and AFDCs. The FMCF uses ILS data to calculate airplane position. The PFDs show localizer and glideslope deviation. When the EFIS control panels are in the APP mode, the NDs show: • • • •

ILS course pointer ILS source annunciator DME distance Localizer and glideslope deviation Selected ILS course ILS frequency/identifier.

Distance Measuring Equipment System

• •

The distance measuring equipment (DME) system supplies slant range distance between the airplane and a ground station to the FMCF and the NDs. The distance shows on the NDs. The FMCF uses DME distance to calculate airplane position.

When the airplane is on approach, the AFDCs send a discrete to each multi-mode receiver (MMR). This discrete prevents ILS test and tuning. The AFDCs also control the position of the localizer and glideslope antenna switches.

The DME system supplies suppression pulses to the ATC transponders and TCAS. This is because DME frequencies are in the ATC and TCAS frequency range.

The ILS system uses the localizer radome antennas during approach. The system uses the VOR antenna to help the pilot maintain a straight track during takeoff. The system uses the glideslope track antennas on the leading edge of the nose landing gear doors when the landing gear is down and locked.

7-4

Navigation Radio Tuning

The flight management computing function (FMCF) of AIMS tunes the VOR, ILS, DME, and ADF systems. The onside control display units (CDUs) supply manual tuning if AIMS fails. Au di o Int erf ace

Audio from the VOR, ILS, DME, ADF, and marker beacon systems goes to headsets and speakers in the flight deck through the audio management unit. Fault Reportin g And Testing

The central maintenance computing function (CMCF) of AIMS supplies test and fault reporting functions for the navigation radio systems.

Navigation Alternate Tune


A

Manual Tune CDU (3)

A

DME An tenn a (2) Primary Flight Display

To AMU DME Interrogator (2)

A ADF An tenn a (2) 5 +10 +02 TFC

To AMU

AIMS

ADF Recei ver (2)

+02

-10

Navigation Display

Marker Beacon Ant enn a

RF Power Dividers VOR Antenna

A To AMU VOR/MB Receiver (2)

Localizer Antenna Switches

A

Localizer Antenna (2) (Radome)

Glideslope Capture An tenn a (2) (Radome)

Glideslope Antenna Switches

To AMU

MMR (3)

AFDC (3) Glideslope Track Antenna (2) (Leading Edge, Nose Gear Doors)

GPWC

Navigation Radios

7-5

Navigation Flight Controls ARINC 629 Bus (3)

ADIRU

Left GPS An tenn a Left MMR

AIMS

Right GPS An tenn a Right MMR

Global Positioning System Global Positioning System

The global positioning system (GPS) uses navigation satellites to supply accurate airplane position to the FMCF, ADIRU, and the flight crew. The GPS calculates this data: • • • •

Airplane latitude Airplane longitude Airplane altitude Time.

The GPS receiver is a card in the multi-mode receivers (MMR). The ADIRU supplies inertial reference position and air data parameters, through the data conversion gateway function of AIMS, to the GPS. The GPS uses these parameters to find the best satellites during system initialization.

7-6

The ADIRS uses GPS position data to aid in the automatic calibration of the inertial sensors in the ADIRU. This reduces ADIRU position drift as the airplane flies. The FMCF uses GPS position as the prime source for the calculation of airplane position. It is also the source for accurate time. The GPS reports faults and test results to the central maintenance computing function (CMCF) of AIMS.

Navigation

RA An tenn as

Left AFDC

Left RA Transceiver

GPWC

AIMS RA An tenn as

Center AFDC

Center RA Transceiver

Primary Flight Display TCAS Computer

RA An tenn as

Right AFDC

Right RA Transceiver

Radio Altimeter System Radio Altim eter System

The radio altimeter (RA) system supplies the pilots and airplane systems with altitude above the terrain. The system operates at low altitude (0 to 2,500 feet).

The RA system also supplies radio altitude data to these units: • • •

The system has three transceivers each with its own transmit and receive antennas. The transceivers calculate the radio altitude, which shows on the primary flight display (PFD).

Autopilot flight director computers (AFDCs) Ground proximity warning computer (GPWC) Traffic alert and collision avoidance (TCAS) computer.

The central maintenance computer function (CMCF) of AIMS does a test of the RA system.

Each pilot can select a radio minimums altitude on the onside EFIS control panel. The radio minimums show on the onside PFD above the radio altitude display. When the radio altitude is equal to or less than the radio minimums, the radio minimums display and the radio altitude change color and momentarily flash.

7-7

Navigation TCAS Directional Ant enn a (Top)

TCAS Directional An tenn a (Bot to m)

Transponder Panel MODE S

BENDIX/KING TPR

WES

ALT BENDIX/KING

DATA IN TOP BOT

ATC Antenna (Top)

TPTCASPROCESSOR T1TOPANTENNAEL1 B1 BOTTOM ANTENN

TCAS MAINT RESERVED RESERVED

WXR R/T

RARADIO ALTIME PT PITCHATITUA RLROLLALTIATA HDHEADING DATA RDRADISY#1& #2 PPPROGRAMPINS OKNOFAILURE

066-50000-8101

TCASPROCESSOR

TPA-81A

TEST

CAUTION

SWMOD

01/01

Left, Right Radio Altimeter Transceivers

GPWC

ATC Antenna (Bottom)

ATC Coax ial Switches

TCAS Computer ATC Mod e S Transponder (2)

MINS RADIO BARO

IN FPV

BARO HPA

MTRS

RST

VOR L

STD

VOR MAP APP PLN

OFF

CTR

20 10

40 80 160 320 VOR R TFC

640

ADF L WXR

DME Interrogator (2)

AIMS

OFF

5 +10

ADF R STA

WPT

ARPT

DATA

+02

POS

EFIS Control Panel (2)

TFC


-02

-10

Navigation Display

Air Traffic Control/Mode S System and Traffic Alert and Collision Avoidance System Ai r Traff ic Con tr ol /Mod e S Transponder System

The ATC/Mode S transponder system lets ground facilities monitor airplane movement through controlled airspace. The ground facilities monitor airplane location and altitude: The transponder panel permits the flight crew to select the: • • • •

Left or right ATC/Mode S transponder for operation Altitude reporting mode Airplane ATC identification code Initiation of the identification pulse.

The ATC/Mode S transponder gets ADIRS altitude data from AIMS and uses it for the altitude reporting function.

The ATC/Mode S system supplies suppression pulses to the DME interrogators and TCAS.

maneuver to prevent a collision. If the other airplane has TCAS, a maneuver coordination is done through the ATC/Mode S data link.

Traffic Alert and Collisi on Avo id anc e Sys tem

The TCAS computer sends data to the NDs and the PFDs through AIMS. The traffic button on the EFIS control panel causes the location and track of other airplanes to show on the NDs. The PFDs show the flight crew how to change or hold vertical speed. Aural alerts come on in the flight deck through the WES.

TCAS gives alerts to the flight crew of possible collisions with other transponder airplanes. TCAS uses the ATC/Mode S transponder system to send TCAS data to other TCASequipped airplanes. TCAS gives two types of advisories to the flight crew. One type of advisory is the traffic advisory (TA) that gives indication of other airplanes in the area. The other type of advisory is the resolution advisory (RA). The RA gives an indication to the flight crew to change the direction of the airplane or hold the present course to prevent a possible collision. If an airplane is a collision threat, the TCAS computer selects the best

7-8

TCAS antennas are on the top and bottom of the airplane. The antennas are directional. Fault Reporti ng and Testing

The central maintenance computing function (CMCF) of AIMS supplies test and fault reporting functions for the ATC/Mode S transponder and TCAS systems.

Navigation Terrain Display Data

GS 315 TAS 312

190 o /15

HDG

131

MAG

Inertial Reference Data

VOR L 116.80 DME 82.5

1 2

1 5

9

TERRAIN 1 8

20

Air Data AIMS

EXTERNAL FAULT

Central Maint Data

TERR

E N H A N C E D

COMPUTER OK COMPUTER FAIL

General Purpose Data PFD and ND

Faults, Results, Displays WX RADAR

Au ral Warning Speakers

WES

Bendix AirTransportAvionics

R/T ANT IND

WARNING WARNING

CON WGSW GYRO AIR TEST

CAUTION CAUTION

WXR R/T GND PROX G/S INHIBIT

RA Transceiver (3)

GNDa

FLAP OVRD

GEAR OVRD

OVRDw

OVRDw

w

w

PROX

G/S INHB a

RETRACT 270K-.82M

TCAS Computer

TERR OVRD OVRD

Glideslope Deviation and GPS Ground Proximity Warning Computer

Ground Proximity Warning Module

MMR (2)

Ground Proximity Warning System Ground Proximity Warning System

The ground proximity warning system (GPWS) gives alerts or warnings to the flight crew of not safe terrain clearance. Alerts and warnings have aural and visual indications. These indications continue until the pilots correct the condition that started the warning or alert. The GPWS uses these inputs to start alerts and warnings:

• •

The GPWS supplies these prioritized modes when the airplane is between 30 and 2450 feet of radio altitude: • • • •

•

• •

AIMS - includes air data, inertial data, flight management data, central maintenance data, flap position, landing gear position, and stall warning data Instrument landing system Radio altimeter.

GPWS outputs go to these functions: •

data and failure data GND PROX annunciator light Warning electronic system for audio amplification and control of the warning lights.

• • • • •

Mode 1 - too much descent rate Mode 2 - too much terrain closure rate Mode 3 - too much descent after takeoff or go-around Mode 4 - not safe terrain clearance when not in the landing configuration Mode 5 - below glideslope deviation Mode 6 - radio altimeter aural callouts with gear down Mode 7 - windshear condition Terrain awareness mode Terrain clearance floor mode.

The system supplies voice warnings to help the pilots identify the cause of the warning or alert. The guarded FLAP OVRD and GEAR OVRD switches prevent some modes. The FLAP OVRD switch gives a signal that is the same as flaps extended. The GEAR OVRD switch gives a signal that is the same as landing gear down. The GPWS sends discretes to TCAS and to the WXR. These discretes put a priority on the warnings that can come from the three systems. The terrain awareness mode uses a world-wide terrain data base to give warning of terrain proximity. The terrain clearance floor mode uses data for the landing airport to make a safe approach.

AIMS - includes PFD and ND 7-9

Navigation

5 +10 +02

Weather Radar Ant enn a Ass embl y

TFC

+02

-10

Navigation Display Bendix AirTransportAvionics

WX RADAR

ARINC 453

R/T

Inhibit

ANT

AIMS


CDU (3)

IND CON WGSW GYRO

GPWC

AIR

MINS RADIO BARO

TEST

ARINC 429 General Purpose and IRS Data

RADAR TRANSCEIVER RTA-4A

WES

Weather Radar RT

Au ral Warning Speakers

IN FPV

RST

VOR L

STD

VOR MAP APP PLN

OFF

CTR

20 10

40 80 160 320 VOR R TFC

OFF 640 ADF R

ADF L

WX RADAR NORM

BARO HPA

MTRS

WXR

STA

WPT

ARPT

DATA

POS

TEST SYS L

SYS R

TILT 5

MID PCIP LEVEL MAX

EFIS Control Panel (2)

15 UP

0

DOWN

GND RTN

TURB DET PRECIP

DOPPLER

15 5 OFF

RA Xcvr (3)

ON

ONLYBOTH ONLY

Weather Radar Control Panel

Weather Radar System Weather Radar System

The weather radar system shows the flight crew weather conditions along the flight path. This lets them change the flight path to go around bad weather conditions. The flight crew also uses the weather radar system as a navigational aid. The weather radar receiver/transmitter (RT) sends weather display data to the AIMS on a ARINC 453 data bus. AIMS then shows a four-color weather display on the NDs. The on-side EFIS control panel selects weather returns to show on the ND and also controls the range for the weather display. The weather radar button on the EFIS control panel selects weather returns to show on the on-side ND.

The flight crew selects the operation mode, receiver gain, and antenna tilt angle on the weather radar panel. When the flight crew selects the weather mode on the weather radar panel: • • • •

•

Heavy rainfall shows in red Moderate rainfall shows in yellow Light rainfall shows in green In the turbulence mode, turbulence from heavy rainfall shows in magenta Windshear conditions show with a special symbol to give a warning to the flight crew.

The map mode can show coastlines or large bodies of water. Weather returns show on the ND in all EFIS modes but PLAN, full rose APPROACH, and full rose VOR. The weather radar has a predictive windshear mode that can find

7-10

conditions that cause a windshear. If it finds these conditions, it makes an aural warning and shows a special display on the ND. Because a windshear is most dangerous when the airplane is at low altitude, the weather radar comes on automatically on the ground during takeoff and when the airplane goes below 2200 feet during approach. Antenna attitude stabilization is done by the ADIRS for horizontal scan. You put the mode selector switch of the weather radar control panel in the TEST position to do a system test. The CMCF of AIMS stores weather radar system faults.

Navigation WARNING

ARINC 629 System Buses (3)

CAUTION

Left Master Warning Light

Left Aural Warning Speaker

Left Warning Electronic Unit

TCAS Computer Discrete Analog Inputs

Weather Radar

Left Stick Shaker Act uat or

Ground Proximity Warning Computer

AIMS

WARNING CAUTION

Right Master Warning Light

Right Aural Warning Speaker Right Warning Electronic Unit

Right Stick Shaker Act uato r

Warning Electronic System Warning Electronic System

WES performs these functions:

The warning electronic system (WES) supplies visual and aural indications of incorrect airplane system conditions to the flight crew. The system also turns on the stick shaker actuators when the airplane is near a stall condition.

• •

The system has two warning electronic units (WEUs). Each WEU has two internal channels. The channels do the same functions. The system receives inputs from sensors, airframe, and avionics systems. The ARINC 629 system buses supply most of the data.

• • • • • •

Master warning lights control Landing and takeoff configuration warning Altitude alert Alert and warning aurals control and amplification Stall warning Speed tape parameters calculations Auto-slat deployment Stabilizer green band calculation and selection.

Outputs go to these: • • • •

The aural warning speakers The master warning lights The stick shakers The AIMS for displays and maintenance functions.

7-11

Navigation

MAN UTC

CHR

DAY

MO/YR DATE

MIC MAP

TIME

CLOCK

AIMS

ET/CHR Glareshield Panel (2)

RUN

RUN

HLD

HLDY MM HD RESET

Clock (2)

Clock System Clock System

There are two clocks in the flight deck, one on the captain and the other on the first officer instrument panel. Each clock shows: • • • •

Universal time (coordinated) (UTC) Date (Day, month, and year) Elapsed time in hours and minutes Chronograph time in minutes and seconds.

The airplane information management system (AIMS) receives clock UTC through ARINC 429 data buses.

7-12

The AIMS supplies global positioning system (GPS) time to the clock. The flight crew selects UTC manual input or GPS UTC time to show on the clock.

8 D A i r u e o c t t p o i l r o S t y F s l i t e g h m t

Autopilot Flight Director System

8 t m h e g i t l s F y t S o r l i o p t o t c e r u i A D

Autopilot Flight Director System Features

•

Sy st em Des cr ip ti on

SYSTEM REDUNDANCY

•

Controls

The autopilot flight director system (AFDS) has three channels that supply automatic control of the airplane and flight director guidance. When selected, the system controls the airplane on the selected flight path and at the selected speed.

•

Indication

SIMILARITIES The 777 autopilot flight director system is like the autoflight system on Boeing 757/767 and 747-400 airplanes.There are differences in the way the AFDS interfaces with the flight control system.

8-1

Autopilot Flight Director System Autopilot Engage Switch

Autopilot Engage Switch

Legend: Mechanical Connection

Mode Control Panel (P55)

AIMS Airplane Sensors

Nav Sensors


Backdrive Act uat or (6)

Position Transducers

TO/GA Switch (2)

PFC (3)

ACE (4)

PCU Elevator Ail eron Rudder

AFDC (3)

Flight Controls ARINC 629 Bus (3) Disengage Switch (2)

ADIRU

SAARU

AIMS

AFDS Block Diagram System Description

The autopilot automatically controls airplane heading, track, speed, altitude, navigation paths, and goaround. The flight director provides guidance commands for these functions plus for takeoff. The autopilot can do fail-operational and fail-passive approach and landings. These are the AFDS components: • • • • •

One mode control panel (MCP) Three autopilot flight director computers (AFDCs) Six backdrive actuators Two control wheel disengage switches Two takeoff/go-around switches (TO/GA).

The AFDS does not have servos to move the primary flight control surfaces. The primary flight computers (PFCs), the actuator control electronics (ACEs), and 8-2

power control units (PCUs) control the movement of the surfaces. There are two autopilot engage switches on the MCP. All available autopilot channels engage when the flight crew pushes either switch. The AFDS autopilot commands go to the PFCs through the flight controls ARINC 629 buses. The PFCs select which signal to use by mid-value selection. The PFCs process and change the autopilot commands to surface commands that go to the ACEs and backdrive commands that go to the AFDCs. The backdrive commands operate the backdrive actuators. The actuators move the control columns, control wheels, and rudder pedals to a position that represents the autopilot command.

Autopilot commands go to the rudder system only during automatic approach and landings. The AFDS does not control the horizontal stabilizer. Pitch trim control is from the primary flight control system. Controls

Mode selection and engage switches for the autopilot, flight director, and autothrottle are on the MCP. The TOGA switches are on the thrust levers. Indication

The PFDs show the AFDS selected values, mode annunciations, and AFDS status annunciations. Warning, caution, and advisory messages show on the EICAS.

Autopilot Flight Director System A/T ARM L R

IAS

HDG

MACH

IAS

A/P

LNAV

TRK

TRK

OFF

5 F/D ON

OFF

CLB CON

VNAV

A/T

FLCH

V/S

FPA

ALTITUDE

.

FPA

A/P AUTO

25

AUTO

SEL

BANK LIMIT

DOWN

LOC

HOLD

DISENGAGE

1000

VS/FPA

APP

HOLD

UP

F/D ON

OFF

Mode Control Panel

TO/GA Switches

P10 Control Stand

Autothrottle Engage Status Mode Roll Mode Pitch Mode Selected Speed

SPD

LNAV

VNAV

LOC

138

G/S

5 100

Selected Altitude

110.90/120 DME 25.3

200

A/P

Altitude Tape 6

180 5 000

2 1

160 Speed Tape

14

3 2

4 800

Selected Vertical Speed

REF

1

120 100

4 600

2400

2 6

1000 RADIO

Actual Vertical Speed

150 L

135 H

MAG

29.86

IN

Selected Heading (or Track)


Controls and Indications

8-3

9 E l e c t r i c a l P o w e r

Electrical Power

9 r e w o P l a c i r t c e l E

Electrical Power Features

•

Electrical Power System Components

•

Electrical Power System Schematic

•

Electrical Power System Control

•

Co nt r ol s an d In di c at i on

NO BREAK POWER TRANSFER Two power sources momentarily supply power to the same bus (parallel sources) when a bus changes from one source to a source on the ground. This no-break power transfer decreases faults in electronic equipment. THE ELECTRICAL LOAD MANAGEMENT SYSTEM (ELMS) The ELMS controls the distribution of electrical power to the airplane. It also supplies control logic and indications for some airplane systems. ELMS replaces complex relay logic, discrete wiring, and circuit cards on other airplanes. TWO EXTERNAL POWER CONNECTORS There are two external power connectors on the 777. Each can receive 90 kVA of electrical power for ground operations. BACKUP GENERATORS Each engine has a 20 kVA generator as a backup power source for the transfer buses that supply essential loads. RAT GENERATOR A ram air turbine (RAT) 7 kVA generator is a standby power source for the flight instrument buses. SYNOPTIC DISPLAY The electrical power synoptic display shows a real-time picture of the electrical power system configuration.

9-1

Electrical Power

E10 Rack RAT IDG

E5 Rack P30 External Power Panel

APU Gener ator


RAT Generator

Backup Generator

Electrical Power System Components Electrical Power System Components

The electrical power system supplies 115 volt ac and 28 volt dc electrical power to the airplane. These are the power sources: • • • • • •

Two integrated drive generators (IDGs) APU generator Two backup generators Ram air turbine (RAT) generator Main and APU batteries External power.

There is one IDG on each engine. They are the primary source of ac power in flight. An additional source of ac power is the APU generator. Each generator supplies up to 120 kVA.

9-2

There is one backup generator on each engine. They are variable speed variable frequency generators. Each supplies up to 20 kVA of ac power. A backup converter changes the variable frequency power to constant frequency power. Each backup generator also contains two permanent magnet generators (PMGs) that supply power to three flight control dc (FCDC) power supply assemblies. A RAT generator is another source of backup ac power. It supplies up to 7.5 kVA. For ground operations, there are two external power connectors. These are on the forward, right side of the fuselage. Each external power connector is rated for 90 kVA of ac power.

These electrical system components are in the main equipment center: • • • • • • • •

Generator control units (GCU) Bus power control unit (BPCU) Backup converter Electrical load management system (ELMS) panels FCDC power supply assemblies (PSA) FCDC batteries. Transformer rectifier units (TRU) Battery charger

One FCDC PSA and its related battery are in the E5 rack. The main battery is in the main equipment center. The APU battery and charger are in the E10 rack. Both batteries supply 28 volt dc power.

Electrical Power L IDG

BU Gen

PMG

APU Gen

L GCB

L UB ELCU

Backup Converter

Main Bat Charger

GH AC Bus

R TBB R UB ELCU

R Xfr Bus

GH TRU

Gnd Svc Xfr Rly

TRU C2 R TRU Rly

GH DC Bus Gnd Svc Sel Rly

TRU C2 R DC Bus

L DC Bus

Gnd Svc Bus Main Bat Rly Bat Bus

Hot Bat Bus

AC Stby Pwr Rly

Main Battery PMG (L1) Bat

R Util Bus

TRU C1 Rly DC Bus Tie Rly TRU C1

L TRU

Gnd Hdlg Rly

R GCB

R CCB

L CCB

R IDG

R Main AC Bus

R BTB

L Util Bus

BU Gen

PEPC

L BTB

L TBB

PMG

Rat Gen SEPC

APB

L Main AC Bus

L Xfr Bus

SEC EP

L FCDC PSA

Standby Bus

Bat - Capt Iso Rly

Capt- F/O Bus Tie Rly Cpt Flt Inst Bus

APU Bat Charger

F/O Flt Inst Bus

APU Bat Bus

Gnd Pwr Bat Rly Static Inverter

APU Battery

Bat Bus #2 C FCDC PSA

Bat PMG (L2,R2)

Bat PMG (R1)

R FCDC PSA

Electrical Power System Schematic Electrical Power System

The electrical power system normally operates as two independent left and right power channels. Each channel has a main ac bus. The left main ac bus receives power from the left IDG and the right bus receives power from the right IDG. The APU generator and external power connections are also sources of ac power for either main bus. The right main ac bus supplies power to the ground service bus. When the right bus does not have power, the APU generator or primary external connector can supply power to the ground service bus. On the ground, the APU generator or primary external power source supply power to the ground handling bus. Five TRUs make 28 volt dc power from the ac power.

The hot battery bus and APU battery bus receive power from the ground service bus through the main and APU battery chargers. The standby bus normally receives power from the left main transfer bus. If no ac power is available, the standby inverter supplies power to the standby bus. Backup generators operate when the engines are running. They supply power to the backup converter. If a main ac bus loses power, the converter supplies power to the related transfer bus.

Small batteries prevent power interruptions during power transfers. These are the acronyms for the above electrical power system components: • • • • • • • • • •

If the backup generators are not available, the RAT generator supplies power to the flight instrument buses. Three FCDC PSAs receive power from the dc buses, hot battery bus, and PMGs in the backup generator.

• • • • • • •

APB - auxiliary power breaker BTB - bus tie breaker BU - backup CCB - converter circuit breaker ELCU - electrical load control unit FCDC - flight control dc GCB - generator circuit breaker IDG - integrated drive generator PEPC - primary external power contactor PMG - permanent magnet generator PSA - power supply assembly RAT - ram air turbine SEPC - secondary external power contactor TBB - transfer bus breaker TRU - transformer rectifier unit UBR - utility bus relay XFR - transfer. 9-3

Electrical Power

L IDG

APU Gen

L GCU

R IDG APU GCU

BU Conv

Sec EP

Pri EP

R GCU

BPCU

P100 Left Power Panel

Large Loads

P300 Auxiliary Power Panel

Large Loads P320 Ground Hdlg/Svc Distribution Panel

P110 Left Power Mgmt Panel CCU/SIUs

Small Loads

P200 Right Power Panel P330 Freighter Aux Distribution Panel

Large Loads

Main Deck Cargo Handling Loads (Freighter) Small Loads

P310 Stby Power Mgmt Panel CCU/SIUs

P210 Right Power Mgmt Panel CCU/SIUs

Small Loads

ELMS

Small Loads Airplane Systems Legend: Control and Communication Power

Main Battery

RAT Generator

RAT GCU


Electrical Power System Control Electrical Power System Contr ol

BACKUP CONVERTER CONTROL

GCU AND BPCU CONTROL

The backup converter monitors, gives protection, and controls the backup generators and power switching for the transfer buses. The backup converter controls the backup generator voltage, the TBBs, and the CCBs.

The generator control units (GCUs) and bus power control unit (BPCU) monitor, give protection, and control switching for the main ac buses. The left and right GCUs control: • • • • •

Generator control relays (GCR) GCBs BTBs IDG voltage IDG frequency.

The APU GCU controls the APB and the APU voltage and frequency. The bus power control unit controls: • • • •

9-4

EPCs Ground handling relay Ground service select relay Ground service transfer relay.

ELECTRICAL LOAD MANAGEMENT SYSTEM (ELMS) The ELMS has seven panels for distribution, monitor, and protection of electrical power. The ELMS computers replace complex relay logic and circuit cards used on other airplanes. ELMS components are in the power panels and the power management panels.

breakers and contactors are in the power panels. The GCUs and BPCU control these breakers and contactors. POWER MANAGEMENT PANELS The three power management panels send power to loads that use less than 25 amps. They have a computing and communications unit (CCU) and signal interface units (SIUs) that monitor loads and control many switching components in the seven ELMS panels. GROUND SERVICE/HANDLING DISTRIBUTION PANEL

POWER PANELS

The ground service/handling distribution panel sends power to the ground handling and ground service buses. They do not have processors.

The three power panels receive power and send power to loads that use 25 amps or more. The main

The Freighter has an additional P330 Aux distribution panel for main deck cargo handling system loads.

Electrical Power STANDBY POWER

ELECTRICAL BATTERY IFE/PASS CABIN/ SEATS UTILITY

UTILITY ON

w

OFF a

ON

w

OFF

a

ON

ON

OFF

APU ON

START OFF

w

OFF a

AUTO

w

BAT

APU GEN

OFF a

ON

FAULT

w

OFF a

L BUS TIE

Backup Window Heat Panel (P61)

a

R BUS TIE

Freighter AUTOw ISLN a

AUTOw SECONDARY EXT PWR

PRIMARY EXT PWR

ON

ON

w a

AVAIL L GEN CTRL

L MAIN

w

OFF

a

w a

AVAIL

L XFR

ON

ISLN a

R XFR

R GEN CTRL

R MAIN

BACKUP GEN L R

ON

ON

w

OFF a

OFF

a

ON

w

w

OFF a

w

w

DRIVE

DRIVE

a

a

L

DRIVE DISC

R

Electrical Panel (P5)

Controls and Indications Controls and Indications

CONTROLS The electrical power system control panel is on the P5 overhead panel. It includes controls and indications for these electrical system functions: • • • • • • • • • •

Main battery IFE/Passenger seats (passenger only) Cabin/utility (passenger only) Utility (freighter only) APU generator Left and right bus tie Primary and secondary external power Left and right backup generator Left and right generator Left and right generator drive disconnect.

A guarded, standby power switch is on the P61 overhead maintenance panel. SYNOPTIC DISPLAY The electrical power synoptic display shows a real time summary of the electrical power system configuration. This synoptic has indications for these functions: • • • • • • • •

IDGs APU generator Backup generators External power Bus tie breakers Main ac buses Transfer buses Main and APU batteries.

MAINTENANCE PAGE The maintenance page shows electrical system data. This page includes these indications: • • • • • • • •

AC and dc voltages AC frequencies AC loads DC currents Generator oil temperatures Oil level status Oil filter status Fly-by-wire (FBW) voltage and current.

The panel also has the APU start selector.

9-5

Electrical Power

APU GEN

ISLN

R BUS TIE

L BUS TIE

PRI EXT PWR

SEC EXT PWR

R MAIN R UTIL

L XFR

R XFR

L GEN CTRL

R GEN CTRL

L

DRIVE

R

BACKUP GEN

R DRIVE

MAIN BAT

28 12 CHG

VOLTS AMPS

VOLTS 27 AMPS

10 DISCH

Electrical Power Synopti c Display

Synoptic Display

ELECTRICAL

PAGE 1/2

PRI EXT

SEC EXT

PWR

PWR

BACKUP

RAT

CONV

GEN

L IDG

R IDG

APU GEN

AC-V

0

115

115

0

0

115

FREQ

0

400

400

0

0

400

0

LOAD

00.0

0.50

00.0

0.00

0.00

0.00

0.00

L TRU

C1 TRU

C2 TRU

MAIN

0

APU/

BAT

R TRU

BAT

DC-V

28

28

28

28

28

27

DC-A

12 CHG

25

12

11

30

10 DIS

BACKUP L IDG

R IDG

L GEN

R GEN

CONV

OUT TEMP

27

57

25

62

33

RISE TEMP

3

12

1

14

--

OIL LEVEL

SERVICE

NORMAL

NORMAL

NORMAL

--

OIL FILTER

NORMAL

NORMAL

NORMAL

BLOCKED

--

FBW L

C

R

DC-V

28

28

28

DC-A

14

15

15

DATE

20 AUG 96

Electrical Power Maintenance Page

Maintenance Page

9-6

UTC

18:54:04

10 F u e l

Fuel

10 l e u F

Fuel Features

AUTOMATIC FUEL JETTISON SYSTEM

FUEL CAPACITY One center tank and two main tanks hold 306,000 pounds (139,000 kg) in the 777-200ER and the 777-300. The 777-200 has a smaller center tank, so the airplane holds 209,000 pounds (94,700 kg). The 777300ER, 777-200LR and 777 Freighter hold 323,700 pounds (147,00 kg) with larger main and center tanks. The 777-200LR holds 361,250 pounds (164,200 kg) with 3 optional auxiliary tanks. FUEL TANK COMPONENT REPLACEMENT WITHOUT DEFUEL

The fuel jettison system moves fuel overboard to decrease airplane gross weight. This prevents an overweight landing. The pilots start the jettison system operation. Operation stops at the maximum landing weight. The pilots can also manually select the quantity of fuel for jettison.

•

Fuel Tanks and Vent System

•

Fuel Quantity Indicating System

•

Co nt r ol s an d In di cat i on s

•

Pressure Refuel System

•

Engine and APU Fuel Feed Systems

•

Jettison and Defuel Systems

ULTRASONIC FUEL QUANTITY INDICATING SYSTEM (FQIS) The FQIS uses an ultrasonic system and an advanced microprocessor to measure fuel quantity. WATER DETECTION

Many fuel system components are removable from the rear spar without removal of fuel. AUTOMATIC CENTER TANK SCAVENGE When the fuel in the center tank gets low, the main tanks supply the engines. The remaining fuel in the center tank moves to the main tanks.

Ultrasonic sensors find water in the bottom of a tank. The primary display system shows a maintenance page message as an alert to the ground crew of water in a tank. FUEL SYSTEM SYNOPTIC DISPLAY This synoptic display shows a schematic of the fuel feed system.

WATER SCAVENGE Each tank has water scavenge pumps that operate continuously.

10-1

Fuel Right Main Tank 10,300 gallons (39,000 liters)

Center Tank 27,290 gallons (103,300 liters)

Right Main Tank 9300 gallons (35,200 liters) Vent Surge Tank


Right Main Tank 9,560 gallons (36,200 liters)

Dry Bay

Left Main Tank 9,300 gallons (35,200 liters)


Dry Bay


Vent Surge Tank

777-200 31,000 gallons (117,340 liters )

777-200ER/300 45,220 gallons (171,200 liters )

Fuel Tanks and Vent System Fuel Tanks

Fuel Vent Sys tem

The fuel system has three fuel tanks, two main tanks and one center tank. The tanks are part of the wing structure and the center wing section.

The fuel vent system keeps the fuel tanks near ambient pressure during all flight phases, airplane attitudes, and refuel/defuel operations. Each fuel tank has a vent to its surge tank through channels in the wing.

Most fuel system components are in the tanks. These are the components on the rear spar: • • •

Fuel pumps Scavenge jet pumps Valve actuators.

You can remove most of these components on the rear spar without the removal of fuel. Up to three optional auxiliary fuel tanks are in the aft cargo compartment of the 777-200LR. Each auxiliary tank is 1,850 gallons (7000 liters).

10-2

The vent channels also let a fuel overflow go into the surge tank if necessary.


777-300ER/200LR/Freighter 47,890 gallons (181,300 liters )

Fuel TOTAL FUEL 155.8 LBS X 1000 TEMP + 15C

155.8

62.7

30.4

62.7

Fuel Quantity Processor Unit EICAS Display

AIMS P28 Integrated Refuel Panel


Temperature Sensor

Densitometer (3) Water Detector (3)

Tank Unit

Fuel Quantity Indicating System Fuel Quantity Indic ating System (FQIS)

COMPONENTS The fuel quantity indicating system (FQIS) does these functions: • • • • •

Measures the fuel quantity Calculates the fuel weight Measures the fuel temperature Controls fueling operations Shows when there is water in the tanks.

These are the FQIS components: • • • • •

Tank units Densitometers Wiring harnesses Water detectors Fuel Quantity processor unit (FQPU).

The 777-200 has 52 tank units in the three tanks. The 777-200ER and 300 have 60 tank units. The 777-

300ER/200LR/Freighter have 76 tank units. Each tank unit is an ultrasonic transmitter/receiver that measures fuel height. The densitometers measure the fuel density in each tank. The wiring harnesses go from the tank units and densitometers to electrical connectors on the front and rear spars. Wiring from the connectors go to the FQPU. OPERATION The FQPU sends a signal to each tank unit to find the fuel height. The tank unit’s transmitter sends a sound pulse from the bottom of the tank to the fuel surface. The FQPU calculates the fuel height by measuring the time it takes for the pulse to give a reflection back to the bottom. The FQPU uses fuel height to calculate the fuel volume. Then the processor multiplies fuel volume and

density to calculate the fuel weight. The processor uses targets on some of the tank units to measure the fuel density. Each tank also has a densitometer which is used to calculate fuel type during refueling. The processor sends fuel quantity data to the AIMS and the integrated refuel panel. There is an ultrasonic water sensor at the bottom of each tank. They send a signal to the processor if there is water in the tank. BITE The FQPU has a different channel for each tank so that one fault does not cause loss of indication in more than one tank. Built-in test equipment (BITE) finds the FQIS faults and sends the data to the AIMS.

10-3


FUEL JETTISON CONTROL

FUEL MANTENANCE PAGE

CONTROLS

Controls on the fuel jettison panel include:

There is one fuel maintenance page for the left and right tanks, and one page for the center tank. The maintenance pages show this information:

Controls on the fuel management panel include: • • •

Forward and aft boost pump switches for each main tank Forward and aft crossfeed valve switches Left and right override/jettison pump switches for the center tank.

Fuel pump and crossfeed valve switch positions go through the ARINC 629 system buses to the ELMS. When the fuel pump switches are on, the ELMS supplies power to the pumps. When a valve switch is on, the ELMS supplies power to open the valve.

• • •

Left and right nozzle valve switches Fuel to remain selector ARM switch.

The ELMS monitors fuel jettison switch positions through the ARINC 629 system buses. When the jettison system is armed and at least one jettison nozzle valve is commanded open, the ELMS supplies power to the main tank jettison pumps and the jettison isolation valves. The ELMS also calculates the maximum landing weight and time to complete jettison and sends them to the AIMS.

The ELMS monitors the pump pressure switches and valve positions. If there is a disagreement or fault, the ELMS turns on a light on the fuel management panel and sends fault data to the AIMS.

FUEL QUANTITY INDICATION

REFUEL SYSTEM CONTROL

FUEL SYNOPTIC DISPLAY

Both the fuel quantity processor unit (FQPU) and the ELMS control refueling and defueling. The integrated refuel panel sends load select quantity, load select control, and valve switch positions to the FQPU. The FQPU stores the load select fuel quantity in memory. The FQPU sends valve switch positions to the ELMS through the ARINC 629 system buses. The ELMS supplies power to open and close the refuel or defuel valves.

The fuel synoptic display shows a schematic of the fuel system. This schematic shows the configuration of the fuel feed system. It includes this information:

ELMS monitors valve positions and sends them on ARINC 629 to the FQPU. The FQPU sends the valve position signal to the refuel panel for indication. Surge tank overfill sensors send a signal through the IRP to the ELMS. If too much fuel is in the surge tank the ELMS removes power from the refuel valves to close the valves. 10-4

The EICAS display shows total fuel quantity. When the jettison system is operating, the EICAS display shows fuel to remain.

• • • • •

Fuel tank quantities Fuel pump on/off indication Fuel flow path Crossfeed valve positions Fuel valve positions.

When the jettison system is in operation, the fuel synoptic display shows this information: • • • • •

Jettison pump on indication Isolation valve positions Jettison nozzle valve position Fuel to remain Jettison time.

• • • • • •

Fuel quantity Fuel density Maintenance messages Fuel height at each tank unit Velocity of sound at each tank unit Tank water detector message.

Fuel FUEL JETTISON FUEL TO REMAIN

L NOZZLE R ON

ON

VALVE

VALVE

DECR

Valves Pumps ARM

INCR

ARMED

Overfill Sensors

FAULT PULL ON FUEL CROSSFEED FWD

L PUMPS FWD ON

ELMS R PUMPS FWD

OPAS

ON

VALVE

PRESS

155.8

PRESS AFT

ON

62.7

30.4

62.7

ON

PRESS

PRESS VALVE

AFT

L

AFT

CENTER PUMPS R

ON

ON

PRESS

PRESS

Integrated Refuel Panel

Fuel Panel

AIMS

To EICAS Displays


Fuel Quantity Processor Unit

155.8 +15C

From AIMS EICAS Display

155.8

62.7

62.7

30.4

-37C +15C

75.4 10

Fuel Synoptic Display Fuel Maintenance Pages (3)


10-5

Fuel OVERFILL

DEFUEL VALVE

RESET

TEST

POWER

LOAD SELECT QTY BATT

OPEN TEST

IND

0

SYSTEM

0

0

0

OPEN CLOSE

IND

TOTAL/BACKUP FUEL QTY

NORMAL

QTY X1000

NORMAL RIGHT MAIN

155.8

CENTER

62.7

LEFT MAIN

30.4

62.7

FUEL QTY

LOAD SEL

LOAD SEL LB

TF QTY X1000

LB

QTY X1000

LB

QTY X1000

QTY X1000

LOAD SELECT SET TOTAL LOAD SELECT SET

OUTBD OPEN

INBD

RIGHT

LEFT

INBD

OPEN

OPEN TOTAL/BACKUP DISPLAY TANK SELECT

OUTBD

Center Tank

OPEN

CLOSE

REFUEL VALVE CONTROL

CLOSE

Refuel/Jettison Manifold

P28 Integr ated Refuel Panel

Refuel Station

Surge Tank (2) Refuel Valve (6) Left Main Tank

Right Main Tank

Pressure Refuel System Pressure Refuel System

The refuel station is on the leading edge of the left wing. It has two refuel adapters and an integrated refuel panel (IRP). A refuel station on the right wing is optional. The integrated refuel panel has these components: • • • • • • • • • • • •

Overfill test and reset switches Overfill indication light Indication and system test switches Load select quantity switches Defuel valve control switch Defuel valve position light Battery power switch LCD fuel quantity and load select indicators Load select set switches Display transfer switch Refuel valve position lights Refuel valve control switches.

10-6

There are six refuel valves, two for each main tank and two for the center tank. The fuel/jettison manifold supplies fuel from the refuel station to the valves. You can fill the tanks individually or all at the same time. The control switches on the integrated refuel panel open and close the refuel valves. The valves also close automatically when one of these occur: • • • •

Tank weight gets to a level set on the refuel panel Tank gets to the volumetric shut off (VSO) Fuel flows into the surge tank You push the overfill test switch.

When you push the system test switch, the valves close and then open again automatically.

Power for the refuel system comes from the ground handling bus or the main battery. Refuel Valves can also be manually operated at the valve. Fuel measuring sticks permit manual fuel quantity measurement.

Fuel

Crossfeed Valves APU Isolation Valve

Engine Feed Manifold

Bypass Valve Fuel Spar Valve To Engine

To Engine

APU Shutoff Valve APU DC Pump

To APU

Override/ Jettison Pumps Boost Pumps

Boost Pumps

Engine and APU Fuel Feed Systems Engin e Fuel Feed System

There are two boost pumps for each main tank and two override/jettison pumps in the center tank to supply fuel to the engines. The fuel flows through the crossfeed manifold to the engines. Redundant crossfeed valves isolate the left and right sides of the manifold.

When the override/jettison pump output pressure decreases because of low fuel quantity in the center tank, the boost pumps automatically supply fuel to the two engines from the main tanks. The pilot puts off the override/jettison pumps. A scavenge jet pump moves the remaining center tank fuel to the main tanks.

APU Fu el Feed Sy st em

The APU can receive fuel from each tank. A dc pump supplies fuel from the left main tank if no ac power is available. When ground service ac power is available, the left forward boost pump automatically operates during an APU start.

At the start of a flight, when all the tanks are full, the normal procedure is to put on all the fuel pumps. The override/jettison pumps supply center tank fuel to the two engines. This occurs because the override/jettison pumps have a higher output pressure than the main tank boost pumps.

10-7

Fuel FUEL JETTISON L NOZZLE R ON

ON

VALVE

VALVE

FUEL TO REMAIN DECR

ARM

INCR

ARMED FAULT

PULL ON

Fuel Panel (P5)

Crossfeed Valve (2)

Refuel/Jettison Manifold

Fuel Feed Manifold

Defuel Valve

Bypass Valve (2)

Fuel Spar Valve (2)

Override/Jettison Pump (2)

Jettison Nozzle Valve (2) Jettison Nozzle (2)

Jettison Pump (2)

Isolation Valve (2) Boost Pump (4)

Refuel Valve (6)

Jettison and Defuel Systems Jettison System

The fuel jettison system moves fuel overboard to decrease the landing weight. The system only operates in the air. To operate the system, you set the ARM switch to ARM and the nozzle switches to ON. This opens the isolation valves, puts on the jettison pumps, and opens the jettison nozzles.

10-8

The jettison pumps put main tank fuel into the refuel/jettison manifold. The override/jettison pumps put center tank fuel into the fuel feed manifolds, through the isolation valve, and into the refuel/jettison manifold. The fuel goes overboard through the jettison nozzles. Fuel quantity and jettison time show on EICAS and the fuel synoptic. The jettison system automatically automatically goes off at the maximum landing weight (MLW). You can set the MLW up or down with the FUEL TO REMAIN switch.

Defuel System

The override/jettison and boost pumps put fuel into the engine feed manifold. You open the defuel valve from the refuel panel. Fuel goes through the defuel valve, the refuel/jettison manifold, and the refuel panel adapters into a ground container. FUEL TRANSFER You use the boost pumps and the defuel, crossfeed, and refuel valves for a tank-to-tank transfer on the ground.

11A P r P a o t t w & e r W P h a l i t n n e t y

Power PlantPratt & Whitney

11A y - e t n n t i a l h P W r e & w t t o a P r P

Power Plant - P & W Features

CONTROL

•

En gi gi ne ne Sp Sp ec ec i fi fi ca cat i on on s

ENGINE

The PW4000 uses a dual channel, full authority digital electronic control (FADEC) system. The main component of the FADEC system is the EEC. The EEC controls these functions:

•

En gi gi ne ne Co wl wl in in g

•

En gi gi ne ne In di di ca cat io io n

•

En gi gi ne ne Co nt nt r ol ol Sy Sy st st em em

•

En gi gi n e Fu el el Sy Sy st st em em

•

En gi gi ne ne A ir ir Sy Sy st st em em

•

Engine Engine Start tart and and Igniti Ignition on

The EEC also supplies fault monitor data to the central maintenance computing system (CMCS).

•

En gi gi ne ne Oi l Sy st st em em

•

En gi gi ne ne Ex Ex ha hau st st Sy Sy st st em em

FUEL

•

Mai nt nt en en an an ce ce Pa Pag es es

THE PW4000 engine for the 777 is a growth version of the PW4000 engines that came before. The engine core is the same as these engines. It has a new 112-inch (2.84meter) diameter fan and wide-cord shroudless fan blades. POWERED DOOR OPENING SYSTEM (PDOS) The thrust reverser assemblies and the fan cowls have a powered door opening system. INDICATION Most engine parameters go to the AIMS from the electronic engine control (EEC). Primary display system pages show engine parameters and dispatch data. Four maintenance pages show engine maintenance data.

• • •

Engine s sy ystems Star Starts ts and and auto autost star arts ts Thru Thrust st rev rever erse serr ope opera rati tion on..

The servo fuel heater improves engine operation in cold temperatures.

11A-1

Power Plant - P & W 2.5 (4) Note: Station Number (Compressor Stage)

2.0

4.95 2.9 (9)

HPC

Fan

LPC

Engine Specifications Pratt & Whitney 4000

The Pratt & Whitney 4000 engine is a high bypass ratio, two-spool turbofan engine. The low pressure shaft (N1) includes a: • • •

112-inch fan SixSix-st stag age e low low pres pressu sure re compressor (LPC) Seve Seven-s n-stag tage e low pressu pressure re turbin turbine e (LPT).

The high pressure shaft (N2) and combustion sections are common to previous PW4000 engines. The high pressure shaft includes an elevenstage high pressure compressor (HPC) and a two-stage high pressure turbine (HPT).

11A-2

The PW4000 engines have different takeoff thrust ratings. An external program plug selects different software in the EEC to set the ratings. The last two digits of the engine series number give the thrust rating. Most of the engine line replaceable units (LRUs) attach to the core of the engine or the gearbox. You open the thrust reverser assembly to get access to these components. Some LRUs attach to the fan case and you open the fan cowls to get access to them.

3.0 (15)

HPT

LPT

Power Plant - P & W Engine Relay Unit (ERU) Precooler Exhaust Gas Temperature (EGT) Probes (4)

2.9 Bleed Valve

TVBC Air Valves (2) Fuel/Oil Cooler Oil Filter Mount

Fuel Pump and Fuel Metering Unit (FMU)

Oil Tank Servo Fuel Heater

De-Oiler

Electronic Engine Control (EEC)

Backup Generator Permanent Magnet Alternator (PMA)

N2 Crank Pad

Engine Left Side and Forward Gearbox Components 2.9 Bleed Valve

TCC Air Valves (2)

TCC Valve Actuator

Starter Air Valve Gearbox FMU TVBC and TVC Air Valves

Hydraulic Pump Fuel Filter IDG

Starter Lube and Scavenge Pump

Engine Right Side and Aft Gearbox Components

11A-3

Power Plant - P & W

PDOS Pump/Power Pack

Thrust Reverser PDOS Switches Fan Cowl PDOS Switches Plug Nozzle

Inlet Cowl

Thrust Reverser Assembly

Fan Cowl

Engine Cowling Engine Cowling

Fixed and hinged cowls make up the engine nacelle. The cowls permit smooth airflow through and around the engine. They also protect the components on the engine.

You open hinged cowls to get access to engine components. The fan and thrust reverser assemblies open hydraulically with the powered door opening system (PDOS). The PDOS has these components:

The fixed cowls include these:

• •

• • •

• •

Inlet cowl Nozzle Plug.

The fixed cowls attach to engine flanges. Hinged cowls include the fan cowl and thrust reverser assembly. They hinge on the strut and latch on the bottom. Unlike earlier PW4000 engines, there is no core cowl on this engine.

11A-4

Fan cowl opening actuators (2) Thrust reverser assembly opening actuators (2) Strut-mounted pump/power pack Control switches (one set per side).

The PDOS is a self-contained system. If there is no electrical power, you can override the PDOS and open the hinged cowls mechanically.

Power Plant - P & W ARINC 629 System Buses

EDIU EEC

N1 EICAS & Maintenance Pages

AIMS N2

AVM SCU


N2 RCC

Vibration

P2/T2 (EPR)

MAT

P4.95

Accelerometers (3) (EPR) EGT

N1 Speed Transducer

N1

T4.95 PMA

N2 and Power

Engine Indication Engine Indication System

TACHOMETER

AVM

The engine indication system supplies engine performance data to the AIMS. The system has these sub-systems:

The engine tachometer system supplies N1 and N2 speed signals to the EEC, AIMS, EDIU, and AVM signal conditioning unit (SCU). The N1 speed transducer supplies the N1 signal. The permanent magnet alternator (PMA) frequency gives the N2 signal. The EICAS display shows N1, and the secondary engine display shows N2.

The AVM system monitors engine vibration. Three accelerometers on each engine supply vibration signals to the remote charge converter (RCC) in the strut. The RCC does an amplification of the signals and sends them to the AVM SCU. The SCU uses the signals and N1 and N2 speed signals to calculate vibration levels. The secondary engine display shows the vibration.

• • • •

Engine pressure ratio (EPR) Tachometer (N1 & N2) Exhaust gas temperature (EGT) Airborne vibration monitoring (AVM).

The EEC uses ARINC 429. An engine data interface unit (EDIU) changes ARINC 429 to ARINC 629 for the airplane ARINC 629 system. EPR EPR is the main thrust indication. It is the ratio of turbine exhaust pressure (P4.95) and fan inlet pressure (P2). The EEC calculates EPR. The EICAS display shows EPR.

EGT MAINTENANCE The EGT sub-system senses low pressure turbine exhaust temperature (T4.95). Four temperature probes supply a signal to the EEC. The EEC uses the signal and sends it to the AIMS. The EICAS display shows EGT.

The maintenance page formats show many engine parameters sent to the AIMS from the EEC. You use a control display unit (CDU) to see maintenance pages. The CMCS stores fault data sent from the EEC. You use the MAT to see the fault data.

11A-5

Power Plant - P & W Prog Plug

FMU

TLA Resolvers

T/R Isln Valve

Fuel Ctrl Switch

T/R Interlock Act

Start Valve

Fire Switch

Eng Relay Unit

Exciters

EEC Mode Sw

FOC Bypass Vlv

Probe Heat

Start/Ignition Sel

Eng AOC Valve

Autostart Switch

IDG AOC Valve

Maintenance Sw

BUG AOC Valve

Ch A

VSV

Engine Sensors Ch B PMA

Nacelle Zone Vent Valve 2.5 Bleed Valve TVBC Valves

AIMS

2.9 Bleed Valves

EDIU

TCC Valves

OPAS ARINC 629 System Buses

EEC

Engine Control System Engine Control System

The full authority digital electronic control (FADEC) system controls these engine functions: • • • •

Thrust management Engine systems control Engine fault detection, storage, and recall Engine communication with other airplane systems.

The heart of the system is the electronic engine control (EEC). The EEC is a two-channel digital electronic control. Each channel receives the necessary control inputs. Each channel is also divided functionally so that if it is not able to do a specified control function, it uses that part of the other channel to do it. This is active-active control.

11A-6

Most engine control inputs come from airplane sources. Engine sensors supply engine status data to the EEC. The EEC controls these engine systems: • • • • • • • • •

Fuel Thrust reverser Starting Ignition Probe heat Fuel and oil cooling Compressor airflow Nacelle ventilation Turbine cooling.

The EEC has two modes of operation, normal and alternate. If the normal mode does not operate, the EEC changes to the alternate mode. You can also select the alternate mode with the EEC mode switches.

The engine-driven permanent magnet alternator (PMA) supplies power to the EEC. The flight deck maintenance switch lets airplane power go to the EEC for maintenance.

Power Plant - P & W EICAS Displays

Thrust Levers

Airplane Fuel Supply

AIMS

EDIU

Fuel Control Switch

Off

EEC

ELMS

ARINC 629 Systems Buses

Fire Switch

Fuel Filter

Differential Pressure Switch Fuel Manifolds

Main Fuel Bypass Fuel Fuel Flow Transmitter

Distribution Valve

Fuel Nozzles

FMU

Fuel Pump

Servo Functions

Servo Supply Fuel/Oil Cooler

Servo Fuel Heater

Engine Fuel System Engine Fuel System

The engine fuel system supplies fuel to the engine for combustion. It cools the engine and IDG oil. It also supplies servo fuel to the fuel metering unit (FMU) and the engine air system actuators and valves. The main gearbox drives a two-stage fuel pump. The fuel pump supplies high pressure fuel to the FMU. The fuel filter is part of the fuel pump housing. The fuel/oil cooler and servo fuel heater heat the fuel to prevent icing. Both have temperature bypass valves to prevent overheating the fuel.

The EEC controls the FMU and supplies fuel on/off commands. The fuel control switch and fire switch can supply a direct fuel off command to the FMU through the ELMS. The fuel flow transmitter sends a signal to the EEC for primary display system indication. The fuel filter differential pressure switch (attached to the fuel pump housing) also supplies an input to the EEC for indication. Fuel flows from the fuel flow transmitter to the distribution valve. The valve distributes the fuel into eight fuel manifolds that connect to 24 identical fuel nozzles.

The FMU supplies metered fuel to the engine for combustion based upon thrust lever position and the engine’s operating condition. Unused fuel (bypass fuel) goes back to the fuel pump. 11A-7

Power Plant - P & W Compressor Control VSV Actuator

2.9 Bleed Valves (2)

2.5 Bleed Valve Actuator

2.9 Bleed Valve Solenoids

Servo Fuel

Servo Air (PS3)

EEC

TCC Air Valve Actuator 12th Stage Air

TVBC Air Shutoff Valves (3) Bearing 3 Buffer Air Cooler 4th Stage Air

Fan Air Nacelle Zone Ventilation Valve

Engine Accessories

TVBC Air Valve Solenoids

Exhaust

TCC Air Valves (2)

Engine Core Compartment

Turbine Case Cooling

Turbine Vane and Blade Cooling

Bearing 3 Compartment

Engine Air System Engine Air System

ENGINE COOLING

The engine air system controls airflow through the compressors. It also supplies cooling air to engine systems and components. The EEC controls the air system components.

The engine air cooling system increases engine efficiency and extends engine life. Engine air removes heat from these:

COMPRESSOR CONTROL Airflow control increases compressor stability during start, transient, and reverse thrust operations. The airflow control components include these components: • • •

Variable stator vanes (VSV) 2.5 bleed valve 2.9 bleed valves.

11A-8

• • • • •

Engine accessories Engine core compartment Turbine cases HPT vanes and blades Bearing 3 compartment.

The nacelle zone ventilation valve supplies fan air to remove heat from the engine core compartment. It operates pneumatically. The turbine case cooling (TCC) air valves supply fan air to remove heat from the HPT and LPT cases. The hydraulically operated TCC air valve actuator moves each valve independently.

Three turbine vane and blade cooling (TVBC) air shutoff valves and one other pipe supply 12th stage compressor air to remove heat from the HPT blades and vanes. The TVBC valves are full open or full closed. They operate pneumatically with control by solenoid relays. The bearing 3 compartment gets continuous cooling with 12th stage air. The 12th stage air first gets cooling from fourth stage air in the buffer air cooler.

Airplane Power Fuel Control Switch

Power

ELMS ARINC 629 Systems Buses

Start/Ignition Selector

Control

AIMS

ERU

EDIU Autostart Switch

OPAS

EEC

Starter Air Valve Solenoid

Isolation Valves

APU Air Valve

ENGINE EEC MODE

L

START

NORM

ALTN

ALTN

L NORM

START/IGNITION START

CON

Starter Air Valve

R

NORM

R NORM

Precooler

CON

APU

Speed Sensor

AUTOSTART ON

Ignition Exciters (2)

OFF

Engine Control Panel (P5)

Starter

Igniter Plugs (2)

Engine Start and Ignition Engine Start and Ignition Systems

START The engine start system supplies the initial engine movement (N2) to permit fuel combustion. These are the components in the system: • • • •

Starter air valve Starter air valve solenoid Starter Flight deck controls.

Pneumatic sources for engine starts include: • • •

APU Ground air Engine crossbleed.

The isolation valves operate automatically to permit different pneumatic configurations. The flight deck controls permit automatic or manual starts. During

an autostart, the autostart switch is ON, and the fuel control switch is in the RUN position at the start of the start. The EEC controls fuel and ignition. The EEC also monitors the start sequence and makes corrections for fault conditions. During a manual start, the autostart switch is OFF, and the fuel control switch is put to the RUN position at maximum motor. The EEC controls fuel and ignition, but the pilot must monitor the start and make corrections for fault conditions. The EEC controls the starter operation with the start air valve solenoid and the starter speed signal. The starter air valve does a modulation to control the starter speed by pulse-width modulation of the starter air valve solenoid. EEC control of the starter speed prevents crash engagements of the starter.

IGNITION Each engine has two ignition systems that operate independently. They supply the spark to start or keep combustion in operation. These are the main components in the ignition system: • • •

Ignition exciters Igniter plugs Flight deck controls.

The flight deck controls permit continuous or automatic selection of ignition. The EEC controls ignition. Relays in the engine relay unit (ERU) connect power to one or the two exciters.

11A-9

Power Plant - P & W Fuel/Oil Cooler

Oil Quantity Sensor

Oil Pressure Transmitters

Magnetic Chip Detectors Oil Tank

Oil Temperature Sensor

Lube & Scavenge Pump

Deoiler

EEC Ai r/Oil Cooler

Main Gearbox 209

OIL PRESS

210

109

OIL TEMP

109

15

OIL QTY

Servo Fuel Heater

Legend: Oil Filter

15

Supply Oil Pressure Oil Scavenge Oil Breather


Engine Oil System Engine Oil System

The engine oil system supplies oil to lubricate, remove heat, and clean engine bearings and gearboxes. The system also adds heat to engine fuel to prevent ice in the fuel. The oil system has no regulation, so oil pressure changes with engine speed. The oil system has these subsystems: • • • •

Pressure Scavenge Breather Indication.

PRESSURE The pressure sub-system supplies oil to the engine bearings and gearboxes. Oil flows from the oil tank to the pressure stage of the lube and scavenge pump. Pressurized oil then goes through a filter. The filter does a bypass of the oil if it has a blockage.

11A-10

Oil then flows through the servo fuel heater, engine air/oil heat exchanger, and fuel/oil cooler. The oil adds heat to the fuel as it decreases temperature. The fuel/oil cooler is the primary source of oil cooling. The air/oil cooler operates when necessary. The EEC controls the fuel and oil temperatures in the air/oil heat exchanger and fuel/oil cooler.

BREATHER

SCAVENGE

The indication sub-system supplies oil system data through the EEC to the AIMS. The secondary engine display shows oil pressure, temperature, and quantity. The EICAS display and status display show fault messages. Oil data also shows on the maintenance pages.

The scavenge sub-system removes oil and contaminants from the bearing compartments and gearboxes. The lube and scavenge pump assembly has five scavenge pumps. Each pump removes oil from its related bearing compartment or gearbox and sends it to the oil tank. Magnetic chip detectors remove magnetic particles from the scavenge oil.

The breather sub-system gives a vent for bearing seal pressurization air from the bearing compartments. The deoiler removes air from the oil. The air goes overboard from the main gearbox while oil stays in the system. INDICATION

Power Plant - P & W Cascade Segments

ELMS

SLV DCV IV

Interlock

Directional Control Valve

ELMS

TLA

T/R Sleeve

Isolation Valve

Drag Links

Blocker Doors

Sync Lock Valve

Thrust Lever As semb ly

Hydraulic Supply T/R Test Enable Switch

RVDT EEC

EDIU

AIMS

Proximity Sensor System EICAS

Non-Locking Actuator Sync Shaft


Locking Actuators Sync Lock

Engine Exhaust System Engine Exhaust System

The engine exhaust system controls the direction of exhaust gases to supply forward and reverse thrust. The thrust reverser (T/R) system supplies reverse thrust to decrease the speed of the airplane on the ground. Fan exhaust is blocked and turned forward during reverse thrust.

• • •

Hydraulic actuators Synchronizing (sync) shaft and lock Sleeve position sensors.

Other T/R components are in the strut and include these: • • •

Isolation valve (IV) Directional control valve (DCV) Sync lock valve (SLV).

The T/R system is electrically controlled and hydraulically operated. You can operate it manually for maintenance.

System components in the flight deck include reverse thrust levers and interlock actuators below the control stand.

COMPONENTS

OPERATION

There are two T/R halves on each engine. Each half includes these components:

When you lift the reverse thrust lever, this happens:

• • • •

T/R sleeve Blocker doors Drag links Cascade segments

• • •

The SLV releases the sync lock The DCV moves to the deploy position The EEC commands reverse thrust.

The EEC controls the operation of the T/R. The IV supplies hydraulic pressure to the T/R system. The hydraulic actuators deploy the T/R. When the reverser is deployed, the EEC energizes the interlock actuator. This permits continued movement of the reverse thrust lever to increase reverse power. When you put the reverse thrust lever to the down position, the T/R stows. The locking actuators and the sync lock both lock to keep the reverser stowed. A maintenance switch on the fan case permits a bypass of the EEC engine run logic to permit T/R deployment during maintenance. RVDTs and proximity sensors monitor the T/R system for fault conditions. The RVDTs also supply signals for T/R control and flight deck indications. 11A-11

Power Plant - P & W

EPCS AUTO PG 1/2 LEFT ENGINE

RIGHT ENGINE

A

B

TACH

82.9 85.9 403 50.0 0.0 0.0 2.8 150 4.9 5.7 19 0.0 109 120 209 80 70

82.9 85.9 403 50.0 0.0 0.0 2.8 150 4.9 5.7 19 0.0 109 120 209 80 70

-85.9

A

B

TACH

83.5 85.6 400 50.0 0.0 0.0 2.8 150 4.9 5.7 19 0.0 100 110 209 80 70

-85.6

T2.95 SR

83.5 85.6 400 50.0 0.0 0.0 2.8 150 4.9 5.7 19 0.0 100 110 209 80 70

DATE

02 NOV 94

N N

1 2

EGT TRA T/R T/R

L R

P AMB P P P T

B 2 5 2

2.5 BLD SVA OIL T OIL P T2.95 SB

ENG L OIL TEMP

UTC

18:54:04

EPCS AUTO PG 2/2 LEFT ENGINE

A

B

50 45 50 50 84 3 3 48

50 45 50 50 84 3 3 48

0000 0000 0000 0000 0000 0000 0000 0000 0000 ENG L OIL TEMP

0000 0000 0000 0000 0000 0000 0000 0000 0000

RIGHT ENGINE

A

B

50 45 50 50 84 3 3 48

50 45 50 50 84 3 3 48

STATUS 8

0000 0000 0000 0000 0000 0000 0000 0000 0000

0000 0000 0000 0000 0000 0000 0000 0000 0000

DATE

02 NOV 94

FMV TCA LPT TCC HPT TCC FUEL T ENG AOC IDG AOC VSCF AOC STARTER SPD STATUS 1 STATUS 2 STATUS 3 STATUS 4 STATUS 5 STATUS 6 STATUS 7

Maintenance Pages

11A-12

UTC

18:54:04

11A P r P a o t t w & e W r P h a l i n t n t e y

Power PlantPratt & Whitney

11B c - i r t t n c a l e l P E r l e a r e w o n P e G

Power Plant - GE Features

EGT PYROMETER (70/80/90 SERIES)

ENGINE The GE90 - 70/80/90 series is a high bypass turbofan engine with a 123inch (3.12-meter) fan diameter. The GE90 - 100 series is a growth version of the - 90 series with a 128-inch (3.25-meter) fan diameter. POWERED DOOR OPENING SYSTEM The fan cowls and thrust reverser assemblies have a powered door opening system for easy operation. COMPOSITE FAN BLADES Twenty two titanium edged composite fan blades attach to the fan disk.

•

En gi ne Sp ec i fi cat i on s

•

En gi ne Co wl in g

An EGT pyrometer uses an infrared sensor to measure turbine blade metal temperature.

•

En gi ne In di cat io n

•

En gi ne Co nt r ol Sy st em

DUAL ANNULAR COMBUSTOR AND DUAL TIP SPRAY NOZZLES

•

En gi n e Fu el Sy st em

•

En gi ne A ir Sy st em

•

Engine Start and Ignition

•

En gi ne Oi l Sy st em

•

En gi ne Ex hau st Sy st em

•

Mai nt en an ce Pag es

Each fuel nozzle assembly has two spray nozzles on it for the dual annular combustor. This combustor design gives efficient combustion with decreased emissions. DEBRIS MONITORING SYSTEM An electronic chip detector monitors the engine oil system for ferrous contamination.

11B-1

Power Plant - GE

Station Numbers

12

13

25

3

HPC

Fan

LPC

Engine Specifications GE90-70/80/90 Seri es

The GE90-70/80/90 series engine is a high bypass ratio, two-spool turbofan engine. The low pressure shaft (N1) has these components: • • •

123-inch (3.12m) fan Three-stage low pressure compressor (LPC or booster) Six-stage low pressure turbine (LPT).

The high pressure shaft (N2) has these components: • •

Ten-stage high pressure compressor (HPC) Two-stage high pressure turbine (HPT).

11B-2

The GE90-70/80/90 series engines have different takeoff thrust ratings. Software pin programming in the electronic engine control (EEC) changes the ratings. Most of the engine line replaceable units (LRUs) attach to the core of the engine or the gearbox. You open the thrust reverser assembly to get access to these components. Some LRUs attach to the fan case and you open the fan cowls to get to them.

49

HPT

5

LPT

Power Plant - GE

Station Numbers

12

13

25

3

HPC

Fan

49

HPT

5

LPT

LPC

Engine Specifications GE90-100 Seri es

The GE90-115/110 engine is a growth version of the GE90-90 series engine for the 777300ER/200LR/Freighter. The low pressure shaft (N1) has these components: • • •

128-inch (3.25 m) fan Four-stage low pressure compressor (LPC or booster) Six-stage low pressure turbine (LPT).

The high pressure shaft (N2) has these components: • •

Nine-stage high pressure compressor (HPC) Two-stage high pressure turbine (HPT).

The GE90-115 engines have a different takeoff thrust rating for the 777-200LR and Freighter. Software pin programming in the electronic engine control (EEC) changes the ratings. Most of the engine line replaceable units (LRUs) attach to the core of the engine or the gearbox. You open the thrust reverser assembly to get access to these components. Some LRUs attach to the fan case, and you open the fan cowls to get to them. Most engine systems have design or parts commonality with the GE90-90 series engines.

11B-3

Power Plant - GE

Hydraulic Pump IDG/VSCF Air/Oil Heat Exchanger

Oil Tank

IDG F/O Heat Exchanger

Drain Mast

Backup Generator Drive Shaft Control Alternator

Oil Pump

Engine Left Side and Forward Gearbox Components

EEC VSV Actuator

Hydraulic Pump

Pyrometer (-70/80/90 series) Starter Valve Main F/O Heat Exchanger Drain Mast Fuel Pump IDG Starter

HMU

Engine Right Side and Aft Gearbox Components

11B-4

Power Plant - GE


Plug

Inlet Cowl


Fan Cowl PDOS Switches Thrust Reverser PDOS Switches

Fan Cowl


Fixed and hinged cowls are the parts of the engine nacelle. The cowls permit smooth airflow through and around the engine. They also give protection to the engine components. The fixed cowls include the inlet cowl and exhaust plug. The fixed cowls attach to engine flanges. Hinged cowls include the fan cowl and thrust reverser assembly. They have hinges on the strut and latches on the bottom. There is no core cowl on this engine as was on earlier GE engines.

You open the hinged cowls to get access to engine components. The fan cowls and thrust reverser assemblies open hydraulically with the powered door opening system (PDOS). The PDOS includes these components: • • • •

Fan cowl opening actuators (2) Thrust reverser assembly opening actuators (2) Strut-mounted pump/power pack Control switches (one set per side).

The PDOS is a self-contained system. If there is no electrical power, you can operate the PDOS manually to open the hinged cowls.

11B-5

Power Plant - GE EDIU

EEC

EICAS & Maintenance Pages

AIMS

RCC

Vibration

AVM SCU Primary Display System

ARINC 629 System Buses

N1

N2

Accelerometer

EGT N1

MAT

Accelerometer Thermocouples N1 Speed Sensor

Pyrometer (-90 series) N2 Speed Sensor

N2


The engine indication system supplies engine performance data to the AIMS and has these subsystems: • • •

Tachometer (N1 & N2) Exhaust gas temperature (EGT) Airborne vibration monitoring (AVM).

The EEC uses ARINC 429. An engine data interface unit (EDIU) changes ARINC 429 to ARINC 629. TACHOMETER The engine tachometer system supplies N1 and N2 signals to: • • • •

EEC AIMS EDIU AVM signal conditioning unit (SCU).

11B-6

The N1 speed sensor on the fan hub frame measures fan shaft speed and is the main thrust indication. The N2 speed sensor is on the gearbox. The EICAS display shows N1 and the secondary engine display shows N2. EGT The EGT subsystem measures temperatures at the low pressure turbine (T49). The -90 series engines use two measurement techniques. At low temperatures, two thermocouple probes supply temperature signals to the EEC. During normal operation above 600C, a pyrometer (infrared sensor) measures the LPT first stage turbine blade temperature and supplies the signal to the EEC. The EEC uses the signals and sends them to the AIMS. EGT shows on the EICAS display. On the -100 series engines 8 thermocouple probes measure T49. The EEC does an average of the inputs for display.

AVM The AVM system monitors engine vibration. Two accelerometers on each engine send vibration signals to the remote charge converter (RCC) in the strut. The RCC does an amplification of the signals and sends them to the AVM signal conditioning unit (SCU). The SCU uses the accelerometer signals and N1 and N2 speed signals to calculate vibration levels. The secondary engine display shows the vibration data. Engine vibration and phase angle data is also stored for use by the onboard engine balancing function of the SCU. MAINTENANCE The maintenance pages show engine data that goes to the AIMS. The AIMS central maintenance function stores fault data that comes from the EEC. You use the MAT to see the fault data.

Power Plant - GE Prog Plug

HMU

TLA Resolvers T/R Isln Valve

Fuel Ctrl Switch Ch A

Fire Switch

Start Valve EEC Mode Sw Start/Ignition Sel

Exciters

Autostart Switch T/R Interlock Act

Maintenance Sw Ch B

Engine Sensors

CCC Valve Control Alt AIMS

EDIU

LPT ACC Valve

OPAS ARINC 629 System Buses

EEC




The heart of the system is the electronic engine control (EEC). The EEC is a two-channel digital electronic control. Each channel receives the necessary control inputs. Each channel also divides functionally so that if it is not able to do a specified control function. It uses that part of the other channel to do it.

Most engine control inputs come from airplane sources. Engine sensors supply engine status data to the EEC.

The engine-driven control alternator supplies power to the EEC. The flight deck maintenance switch connects airplane power to the EEC for maintenance.

The EEC controls these engine systems: • • • • • • • •

Fuel Thrust reverser Starting Ignition Fuel and oil cooling Compressor airflow Nacelle ventilation Turbine cooling.

The EEC has two modes of operation, normal and alternate. If the normal mode does not operate, the EEC automatically changes to the alternate mode. You can also select the alternate mode with the EEC mode switches.

11B-7

Power Plant - GE EICAS Displays

Thrust Levers

Fuel Control Switch

EDIU

Airplane Fuel Supply

ELMS

AIMS ARINC 629 System Buses

Off EEC Fire Switch Fuel Flow Transmitter

Fuel Pump

Fuel Filter

HMU

Servo F/O HX

Main F/O HX

Servo Functions IDG F/O HX

Fuel Nozzles (30)

Legend: Main Fuel Servo Fuel Bypass Fuel


The engine fuel system does these functions: • • •

Supplies fuel to the engine for combustion Removes heat from the engine and IDG oil Supplies servo fuel to the hydromechanical unit (HMU) and engine system actuators and valves.

The main gearbox turns a two-stage fuel pump. The fuel pump supplies high pressure fuel to the HMU. The fuel filter is part of the fuel pump housing.

11B-8

The main and servo fuel/oil heat exchangers are in a single unit. They add heat to the fuel to prevent icing. The HMU supplies metered fuel to the engine for combustion in relation to thrust lever position and the engine operation condition. Fuel not used (bypass fuel) goes back to the fuel pump. The EEC controls the HMU fuel metering valve. The fuel control switch and fire switch supply a direct command to the fuel shutoff valve in the HMU through the ELMS.

The fuel flow transmitter sends a signal to the EEC for indication on the engine primary format. The fuel filter differential pressure switch on the fuel pump housing also supplies an input to the EEC for indication. Fuel flows from the fuel flow transmitter to two fuel manifolds. The fuel manifolds connect to 30 dual spray fuel nozzles.

Power Plant - GE VSV Actuators

t/m

EEC

PS 3

Core Compartment Cooling

LPT Active Clearance Control

CCC Valve

LPT ACC Valve

HPT Active Clearance Control

HPT ACC Valve

t/m

t/m

HMU

Fan Air

VBV Actuators


ENGINE COOLING

The engine air system controls airflow through the compressors. It also supplies cooling air to engine systems and components. The EEC controls the air system components.

The engine air cooling system increases engine efficiency and extends engine life. Engine air removes heat from these parts of the engine:

AIRFLOW CONTROL

• •

Airflow control increases compressor stability during start, transient, and reverse thrust operations. The airflow control components include: • •

Variable stator vanes (VSV) Variable bypass valves (VBV).

The stator vanes and bypass valves operate with servo fuel by torque motors in the HMU. The EEC controls the torque motors. Feedback comes from the actuators.

Engine core compartment Turbine cases.

The core compartment cooling (CCC) system supplies fan air to remove heat from the engine core area. The CCC valve operates with HPC discharge pressure (PS 3). The HPT and LPT active clearance control (ACC) systems supply fan air to remove heat from the HPT and LPT cases. The HPT ACC air valve operates with servo fuel pressure. The LPT ACC valve operates with PS 3.

11B-9

Power Plant - GE Ground Air Connections

OPAS

EDIU AIMS

Autostart Switch

Airplane Power Start/Ignition Switch Fuel Control Switch

ELMS

ARINC 629 System Buses EEC

Isolation Valves Precooler

APU Ai r Valv e

PRSOV

Starter Control Valve

ENGINE L NORM

NORM

ALTN

ALTN

L START

R

EEC MODE

NORM

START/IGNITION START

CON

R NORM

CON

Ignition Exciters (2)

APU

AUTOSTART ON OFF


Igniters (2)

Starter

Engine Start and Ignition Engine Start and Igniti on Systems

START The engine start system supplies the initial engine movement (N2) to permit fuel combustion. These are the components in the system: • • •

Starter control valve and solenoid Starter Flight deck controls.

Pneumatic sources for engine starts include: • • •


The isolation valves operate automatically to permit different pneumatic configurations.

11B-10

The flight deck controls permit automatic or manual starts. During an autostart, the autostart switch is ON, and the fuel control switch is in the RUN position at the start of the start. The EEC controls fuel and ignition. The EEC also monitors the start sequence and makes corrections for fault conditions. During a manual start, the autostart switch is OFF, and the fuel control switch is put to the RUN position at maximum motor. The EEC controls fuel and ignition, but the pilot must monitor the start sequence and make corrections for fault conditions. The EEC controls the starter operation with the starter control valve.

IGNITION Each engine has two ignition systems that operate independently. They supply the spark to start or keep combustion in operation. These are the main components in the system: • • •

Ignition exciters Igniters Flight deck controls.

The flight deck controls permit continuous or automatic selection of ignition. The EEC controls ignition.

Power Plant - GE BU Generator O/O Heat Exchanger

Oil Temperature Sensor

AIMS

DMS SCM

EEC ARINC 629 System Buses

72

OIL PRESS

Oil Quantity Sensor

DMS

Oil Pressure Sensor

73

Magnetic Chip Detectors Lube & Scavenge Pump

Oil Tank 60

OIL TEMP

23

OIL QTY

61 23

Accessory Gearbox


Oil Filter

Legend: Supply Oil Pressure Oil Scavenge Oil

Main F/O Heat Exchanger


The engine oil system supplies oil to lubricate, remove heat, and clean engine bearings and gearboxes. The system also adds heat to engine fuel to prevent ice formation in the fuel. The oil system has no regulation, so oil pressure changes with engine speed. The oil system has these subsystems: • • •

Pressure Scavenge Indication.

PRESSURE The pressure sub-system supplies oil to engine bearings and gearboxes. Oil flows from the oil tank to the pressure stage of the lube and scavenge pump. Pressurized oil then goes through a filter. The filter does a bypass of the oil if it has a blockage.

Oil then flows through the main fuel/oil heat exchanger. The oil adds heat to the fuel as it decreases temperature. Oil flows through the backup generator oil/oil heat exchanger before it goes to the bearings and gearboxes. SCAVENGE The scavenge sub-system removes oil and contaminants from the bearing compartments and gearboxes. The lube and scavenge pump assembly has five scavenge pumps. Each pump removes oil from its bearing compartment or gearbox and sends it to the oil tank. A debris monitoring sensor (DMS) is on the oil tank. It collects ferrous metal particles in the return oil. The DMS signal conditioning module (SCM) makes sure the particle is larger than a certain size and then sends the data to the EEC. The EEC counts the particles that land on the probe. The EEC sends messages to the AIMS

when the number of particles counted exceeds a threshold. INDICATION The indication sub-system supplies oil system data through the EEC and directly to the AIMS. The secondary engine display shows oil pressure, temperature, and quantity. The EICAS display and status display show fault messages. Oil data also shows on the maintenance pages.

11B-11

Power Plant - GE Cascade Segments Drag Links SLV

ELMS

Interlock Actuator

DCV IV Directional Control Isolation Valve Valve

ELMS

TLA

Blocker Doors

T/R Sleeve

Sync Lock Valve

Thrust Lever Ass emb ly


RVDT EEC

EDIU

AIMS

Proximity Sensor System Non-Locking Actuator

EICAS

Sync Shaft Locking Actuators


Sync Lock


•

The engine exhaust system controls the direction of exhaust gases to supply forward and reverse thrust.

•

The thrust reverser (T/R) system supplies reverse thrust to decrease the speed of the airplane on the ground. Fan exhaust turns forward during reverse thrust. The T/R system is electrically controlled and hydraulically operated. You can operate it manually for maintenance.

Synchronizing (sync) shaft and lock Proximity sensors.

These other T/R components are in the strut: • • •


System components include reverse thrust levers in the flight deck and interlock actuators below the control stand. OPERATION

COMPONENTS There are two T/R halves on each engine. Each half includes: • • • • •

T/R sleeve Blocker doors Drag links Cascade segments Hydraulic actuators

11B-12

When you lift the reverse thrust lever, these three things occur to extend the translating cowl: • • •

SLV releases the sync lock DCV moves to the deploy position EEC energizes the IV.

The EEC controls the operation of the T/R. The IV supplies hydraulic pressure to the T/R system. The hydraulic actuators extend the T/R. When the reverser extends, the EEC energizes the interlock actuators. This permits more movement of the reverse thrust levers to increase reverse power. When you put the reverse thrust lever to the down position, the T/R retracts. The locking actuators and sync shaft lock to keep the reverser in the stowed position. RVDTs and proximity sensors monitor the T/R system for fault conditions. The RVDTs also supply signals for T/R control and flight deck indications. A maintenance switch on the fan case permits a bypass of the EEC engine run logic to let the T/R deploy during maintenance.

Power Plant - GE

EPCS PG 1/2 LEFT ENGINE

A

B

RIGHT ENGINE

A

TACH

97.2 97.2 103.7 103.7 72.0 72.0 0.0 0.0 0.0 0.0 4.7 4.7 276 276 -17 -17 39 39 528 528 0 0 81 81 0 0

97.2 103.7

B

TACH

STB

97.2 97.2 103.7 103.7 72.0 72.0 0.0 0.0 0.0 0.0 4.7 4.7 276 276 -17 -17 39 39 528 528 0 0 81 81 0 0

DATE 02

SEP 94

N1 N2 TRA T/R L T/R R PAMB PS3 T12 T25 T3 VBV VSV

97.2 103.7

UTC18:54:04

EPCS PG 2/2 LEFT ENGINE

A

B

52 52 0 0 100 100 30 30 OPEN OPEN CLOSED CLOSED 60 60 73 73 4 4 3 3 0000 0000 0000 0000

RIGHT ENGINE

0000 0000 0000 0000

A FMV BSV MSV HPT ACC LPT ACC CCC OIL T OIL P OIL FLT FUEL FLT STATUS 1 STATUS 2 STATUS 3 STATUS 4

DATE 02

B

52 52 0 0 100 100 30 30 OPEN OPEN CLOSED CLOSED 61 61 72 72 4 4 3 3 0000 0000 0000 0000

SEP 94

0000 0000 0000 0000

UTC18:54:04

Maintenance Pages

11B-13

11C R P o o w l l e s R r o P l y a c n e t -

Power PlantRoll Royce

11C t e n c a l y P o r R e s l l w o o P R

Power Plant - RR Features

CONTROL

•

En gi ne Sp ec i fi cat i on s

ENGINE

The Trent engine uses a dual channel, full authority digital electronic control (FADEC) system. The main component of the FADEC system is the electronic engine controller (EEC). The EEC controls:

•

En gi ne Co wl in g

•

En gi ne In di cat io n

•

En gi ne Co nt r ol Sy st em

•

En gi n e Fu el Sy st em

•

En gi ne A ir Sy st em

•

Engine Start and Ignition

•

En gi ne Oi l Sy st em

•

En gi ne Ex hau st Sy st em

•


The Rolls-Royce Trent 800 engine is a growth version of the RB211 engines. It has advanced wide-chord fan blades. POWERED DOOR OPENING SYSTEM (PDOS) The two thrust reverser assemblies and fan cowls have a powered door opening system. INDICATION Most engine parameters go to the AIMS from the electronic engine controller (EEC). EICAS pages show engine parameters and dispatch data. Four primary display system maintenance pages show engine maintenance data.

• • •

Engine systems Starts and autostarts Thrust reverser operation.

The EEC also supplies fault monitoring data to the central maintenance computing system (CMCS).

11C-1

Power Plant - RR

160 Station Number 20

30

44

LPT

HPC IPT HPT

FAN

IPC

Engine Specifications RB211 Tren t 800

The Rolls-Royce RB211 Trent 800 engine is a high bypass ratio, threespool turbofan engine. The low pressure shaft (N1) has these components: • •

110 inch (2.8 m) fan Five-stage low pressure turbine (LPT).

The intermediate pressure shaft (N2) has these components: • •

Eight-stage intermediate pressure compressor (IPC) Single stage intermediate pressure turbine (IPT).

11C-2

The high pressure shaft (N3) turns the external gearbox and has these components: • •

50

Six-stage high pressure compressor (HPC) Single stage high pressure turbine (HPT).

The Trent 800 engines have different takeoff thrust ratings. An external data entry plug selects different software in the EEC to set the ratings. Most of the engine line replaceable units (LRUs) are on the fan case of the engine or the gearbox. You open the fan cowl to get access to these components. Some LRUs are on the core of the engine and you open the thrust reverser assembly to get to them.

Power Plant - RR

Electronic Engine Controller (EEC)

Electrical Power Controller Unit (PCU)

Overspeed Protection Unit (OPU) Precooler

Data Entry Plug

Ignition Units

EGT Probe Starter Control Valve

HP Bleed Valve

P50 Manifold Tube

IDG Air/Oil Heat Exchanger

Starter IDG

Engine Left Side

Fuel Cooled Oil Cooler HP Bleed Valve (2)

LP Fuel Filter

Oil Tank

Scavenge Oil Filter Igniter Plug (2)

Engine Air/Oil Heat Exchanger

BU Generator Drain Mast

Engine Right Side

11C-3

Power Plant - RR


Inlet Cowl

Turbine Exhaust Plug Turbine Exhaust Nozzle Fan Cowl PDOS Switches

Fan Cowl


Thrust Reverser PDOS Switches


Fixed and hinged cowls make up the engine nacelle. The cowls permit smooth airflow through and around the engine. They also protect the components installed on the engine. These are the fixed cowls: • • •

Inlet cowl Turbine exhaust nozzle Turbine exhaust plug.

The fixed cowls attach to engine flanges. Hinged cowls include the fan cowl and thrust reverser assembly. They hinge to the fan cowl support beam and the strut. The cowl latches are on the bottom. There is no core cowl on the engine.

11C-4

You open hinged cowls to get access to engine components. The fan cowls and thrust reverser assemblies open hydraulically with the powered door opening system (PDOS). The PDOS has these components: • • • •

Fan cowl actuators (2) Thrust reverser assembly actuators (2) Strut-mounted pump/power pack Control switches (one set per side).

The PDOS is a self-contained system. You can override it and open the hinged cowls mechanically.

Power Plant - RR ARINC 629 System Buses

EEC EDIU

EICAS & Maintenance Pages

AIMS N2

AVM SCU

N3

OPU


N1

PCU

RCC

Vibration N3

EPR P20/T20

MAT

Accelerometer (3)

P50

EPR EGT OPR Probe N1

T44

N1 Probe (3)

N2

N2 Probe (3)

N3 and Power

Dedicated Alternator


SHAFT SPEED

AVM

The engine indication system supplies engine performance data to the AIMS. The system has these subsystems:

The engine shaft speed system supplies N1, N2, and N3 speed signals to the EEC, AIMS, the EDIU, and the AVM signal conditioning unit (SCU). Speed probes supply the N1 and N2 signals through the overspeed protection unit (OPU). The dedicated alternator gives the N3 signal through the electrical power controller unit (PCU). The EICAS display shows N1 and the secondary engine display shows N2 and N3.

The AVM system monitors engine vibration. Three accelerometers on each engine supply vibration signals to the remote charge converter (RCC) in the strut. The RCC amplifies the signals and sends them to the AVM SCU. The SCU uses the signals and rotor speed signals to calculate vibration levels.The secondary engine display shows the vibration. A once-per-rev (OPR) speed probe supplies a signal for fan balancing.

EGT

MAINTENANCE

The EGT subsystem measures intermediate pressure turbine exhaust temperature (T44). Eleven temperature probes supply a signal to the EEC. The EEC processes the signal and sends it to the AIMS. The EICAS display shows the EGT.

The maintenance pages show many engine parameters. You use a CDU to see the maintenance pages. The CMCS stores fault data that comes from the EEC. You use a maintenance access terminal (MAT) to get the fault data.

• • • •

Engine pressure ratio (EPR) Shaft speed (N1, N2, and N3) Exhaust gas temperature (EGT) Airborne vibration monitoring (AVM).

The EEC uses ARINC 429. To communicate with the airplane ARINC 629, an engine data interface unit (EDIU) changes ARINC 429 to ARINC 629. EPR EPR is the main thrust indication. It is the ratio of low pressure turbine exhaust pressure (P50) over fan inlet pressure (P20). The EEC calculates EPR. EPR shows on the EICAS display.

11C-5

Power Plant - RR Data Entry Plug

FMU

TLA Resolvers T/R Isln Valve Fuel Ctrl Switch T/R Interlock Act Fire Switch

Ch A PCU

Ignition Units

Start Selector

Eng AOHE Valve

Probe Heat

Autostart Switch

VIGV/VSV

Maintenance Sw

HP/IP Bleed Vlvs

EEC Mode Sw

Engine Sensors Ded Alternator

N1,N2

PCU

IP/LP TIC Ch B Start Valve

A B OPU

AIMS

EDIU EEC

OPAS




The heart of the system is the electronic engine controller (EEC). The EEC is a two-channel digital electronic control. Each channel receives the necessary control inputs and can control the engine. Most engine control inputs come from airplane sources. Engine sensors supply engine status data to the EEC.

11C-6

The EEC controls these engine systems: • • • • • • • •

Fuel Thrust reverser Starting Ignition Probe heat Oil cooling Compressor airflow Turbine impingement cooling.

The EEC has two modes of operation, normal and alternate. If the normal mode does not operate, the EEC automatically changes to the alternate mode. You can also select the alternate mode with the EEC mode switches.

The engine-driven dedicated alternator supplies power to the power controller unit (PCU) and the overspeed protection unit (OPU). The PCU supplies power to the EEC, ignition units, and probe heat. The OPU receives N1 and N2 signals to independently give overspeed protection to the engine. The flight deck maintenance switch connects airplane power to the EEC for maintenance.

Power Plant - RR EICAS Displays

Thrust Levers

EDIU Airplane Fuel Supply

Fuel Control Switch

Off

ELMS

EEC

AIMS ARINC 629 System Buses

Fire Switch

Main Fuel

Fuel Manifolds

Bypass Fuel HP Fuel Filter Fuel Pump

FMU

Servo Fuel

Fuel Spray Nozzles

Fuel Flow Transmitter

Fuel Cooled Oil Cooler Drains Tank Legend:

LP Fuel Filter

Main Fuel Servo Fuel

Ejector Pump


The engine fuel system supplies fuel to the engine for combustion and cools the engine oil. It also supplies servo fuel to engine system control actuators. The airplane fuel system supplies fuel to the engine fuel pump. The external gearbox turns the two-stage fuel pump. Low pressure fuel flows from the fuel pump, through the fuel cooled oil cooler and LP fuel filter, and back to the fuel pump.The pump then supplies high pressure fuel to the fuel metering unit (FMU) and servo fuel to the engine system control actuators.

The FMU supplies metered fuel to the engine for combustion based upon thrust lever position and the engine’s operating condition. Fuel not used for combustion (bypass fuel) goes back to the fuel pump. The EEC controls the FMU and supplies fuel on/off commands. The fuel control switch and fire switch can supply a direct fuel off command to the FMU through the ELMS. Metered fuel flows from the FMU to the fuel flow transmitter. The fuel flow transmitter sends a signal to the EEC for flight deck indication. Fuel flows from the fuel flow transmitter through the high pressure fuel filter to the fuel spray nozzles.

11C-7

Power Plant - RR Air Flow Control

Servo Fuel

VIGV/VSV Actuators (2)

IP 8 Bleed Valves (3)

HP 3 Bleed Valves (3)

VSV Actuator Control Valve

IP Bleed Valve Solenoid

HP Bleed Valve Solenoid

Fuel Pump

Servo Air (HP3)

Cooling Air (IP8)

TIC Solenoid Valve

EEC

Fan Air TIC Valve

TIC

Internal Gearbox Bearing Compartment


The engine air system controls air flow through the compressors. It also supplies cooling air to engine systems and components. The EEC controls the air system components. AIR FLOW CONTROL Air flow control increases compressor stability during start, transient, and reverse thrust operations. The EEC controls these air flow control components: • • • •

Variable stator vanes (VSV) Variable inlet guide vanes (VIGV) IP 8 bleed valves HP 3 bleed valves.

The VSVs mechanically lock to the VIGVs under normal conditions. When the VSV actuator control valve moves the VSVs with the VSV actuators, it also moves the VIGVs.

11C-8

The EEC controls the pneumaticallyoperated bleed valves with solenoids to ensure engine operating stability. ENGINE COOLING The engine air cooling system increases engine efficiency and extends engine life. Engine air cools the turbine cases and the internal gearbox bearing compartment. The turbine impingement cooling (TIC) valve supplies fan air to cool the IPT and LPT cases. The TIC solenoid valve pneumatically opens the TIC valve. The EEC controls the TIC valve.

IP compressor air (IP8) cools the internal gearbox bearing compartment.

Power Plant - RR AIMS

EDIU Autostart Switch

Start Selector

Ground Air Connections

Fuel Control Switch Airplane Power

ARINC 629 System Buses

ELMS

Isolation Valves EEC

PCU

Starter Control Valve APU Ai r Valv e Precooler PRSOV L

START

ENGINE CONTROL

R

NORM

NORM

ALTN

ALTN

L NORM

START START

Ignition Units

R NORM

AUTOSTART

APU

ON OFF


Igniter Plugs (2)

Starter

Engine Start and Ignition Engine Start and Igniti on Systems

START The engine start system supplies the initial engine movement (N3) to permit fuel combustion. The system has these components: • • •

Starter control valve Starter Flight deck controls.

Pneumatic sources for engine starts include these: • • •


The isolation valves operate automatically to permit different pneumatic configurations.

The flight deck controls permit automatic or manual starts. During an autostart, the autostart switch is ON, and the fuel control switch is in the RUN position at the start of the start. The EEC controls fuel and ignition. The EEC also monitors the start sequence and makes corrections for fault conditions. During a manual start, the autostart switch is OFF, and the fuel control switch is put to the RUN position at maximum motor. The EEC controls fuel and ignition, but the pilot must monitor the start sequence and make corrections for fault conditions.

IGNITION Each engine has two ignition systems that operate independently. They supply the spark to start or keep combustion in operation. The main components in the system are the ignition units and igniter plugs. The EEC completely controls ignition. There is no continuous ignition selection in the flight deck. Relays in the power controller unit (PCU) connect power to one or the two exciters.

The EEC controls the starter operation with the starter control valve.

11C-9

Power Plant - RR Master Chip Detector Fuel Cooled Oil cooler Oil Tank

Oil Quantity Transmitter Servo Fuel

Fan Air Oil Temperature Thermocouples Ai r/Oil Heat Exchanger

Scavenge Oil Filter

EEC

Oil Pressure Transmitters Oil Pump 90

260 15

OIL PRESS

OIL TEMP

OIL QTY

90

External Gearbox

Pressure Oil Filter

260 15

Legend: Supply Oil Pressure Oil Scavenge Oil Breather

Magnetic Chip Detectors (Provisions)



The engine oil system supplies oil to lubricate, cool, and clean engine bearings and gearboxes. The system also heats engine fuel to prevent ice formation in the fuel. The oil system is unregulated so that oil pressure changes with engine speed. The oil system has these subsystems: • • • •

Pressure Scavenge Breather Indication.

PRESSURE The pressure subsystem supplies oil to the engine bearings and gearboxes. Oil flows from the oil tank to the pressure stage of the oil pump. Pressurized oil then goes through a filter. Next, oil flows through the engine air/oil heat exchanger and the fuel cooled oil cooler.

11C-10

The fuel cooled oil cooler is the primary source of cooling for engine oil. When additional cooling is necessary, the EEC sends a signal to open the air/oil heat exchanger valve. This lets fan air cool the oil. The valve is a modulating valve. SCAVENGE The scavenge subsystem removes oil and contaminants from the bearing compartments and gearboxes. The oil pump has a row of scavenge pumps. Each pump removes oil from its related bearing compartment or gearbox and sends it to the oil tank through the scavenge filter. Magnetic chip detectors remove ferrous particles from the scavenge oil.

BREATHER The breather subsystem vents bearing seal pressurization air from the bearing compartments and oil tank. The engine breather in the external gearbox separates air from the oil. The air vents overboard while oil remains in the system. INDICATION The indication subsystem supplies oil pressure and temperature data through the EEC to the AIMS. The oil quantity transmitter has a direct analog connection to the AIMS. The secondary engine display shows oil pressure, temperature, and quantity. The EICAS display and the status display show fault messages. Oil data also shows on the maintenance pages.

Power Plant - RR Cascade Vanes Drag Links ELMS

SLV DCV IV

Interlock Actuator

Directional Control Valve

ELMS

TLA

Isolation Valve

Blocker Doors Sync Lock Valve

S

Thrust Lever Ass emb ly

T/R Sleeve

S S


RVDT EEC

EDIU

AIMS

Proximity Sensor System

Non-Locking Actuator Sync Shaft Locking Actuators

EICAS ARINC 629 System Buses

Sync Lock


•

The engine exhaust system controls the direction of exhaust gases to supply forward and reverse thrust.

•

The thrust reverser (T/R) system supplies reverse thrust to decrease the speed of the airplane on the ground. Fan exhaust turns forward during reverse thrust. The T/R system is electrically controlled and hydraulically operated. You can operate it manually for maintenance.

Synchronizing (sync) shaft and lock Proximity sensors.

These T/R system components are in the strut: • • •


System components in the flight deck include reverse thrust levers and interlock actuators below the control stand. OPERATION

COMPONENTS There are two T/R halves on each engine. Each half includes: • • • • •

T/R sleeve Blocker doors Drag links Cascade segments Hydraulic actuators

When you lift the reverse thrust lever, these three things occur: • • •

SLV releases the synch shaft lock DCV moves to the deploy position EEC commands reverse thrust.

The EEC controls the operation of the T/R. The IV supplies hydraulic pressure to the T/R system. The hydraulic actuators extend the T/R. When the reverser extends, the EEC energizes the interlock actuator. This permits more movement of the reverse thrust lever to increase reverse power. When you put the reverse thrust lever in the down position, the T/R retracts. The locking actuators and synch shaft lock to keep the reverser in the stowed position. A maintenance switch on the fan case permits a bypass of the EEC engine run logic to let the T/R deploy during maintenance. RVDTs and proximity sensors monitor the T/R system for fault conditions. The RVDTs also supply signals for T/R control and flight deck indications. 11C-11

Power Plant - RR

SHOW PG MENU

EPCS LEFT ENGINE

A

B

19.5 46.3 60.3 33.9 0.0 0.0 14.7 52 14.7

19.5 46.3 60.3

RIGHT ENGINE

A

TACH

19.5 0.0 60.3

33.9 0.0 0.0 14.7 52 14.7 10 36.9 11 101

10 37.1 11 101 59 32.7

N1 N2 N3 TRA T/R L T/R R PAMB P30 P20 T 20 VSV T24 OIL T

61 32.7

OIL P FMV

ENG OIL TEMP L

SHOW PG MENU

PG 1/2

DATE

EPCS LEFT ENGINE

A

B

347 15

347 15

15

15

3060 0E00 0008 4200 00A0 0010 0020 BA28

3040 0E00 0008 4200 00A0 0010 0020 BA28

ENG OIL TEMP L

19.4 46.1 60.4 34.0 0.0 0.0 14.7 52 14.7 12 37.0 12 101 62 32.2

TACH

19.4 46.1 60.4

19.4 0.0 60.4

34.0 0.0 0.0 14.7 52 14.7 12 36.2 12 100 61 32.2

16 SEP 980

UTC

18:54:04

PG 2/2 RIGHT ENGINE

A

B

344 15

344 15

15

15

3060 0E00 0008 4400 00A0 0010 0020 BA28

3040 0E00 0008 4400 00A0 0010 0020 BA28

EGT EEC TEMP P50

STATUS 1 STATUS 2 STATUS 3 STATUS 4 STATUS 5 STATUS 6 STATUS 7 STATUS 8

DATE

16 SEP 98

Maintenance Pages

11C-12

B

UTC

18:54:04

12 P o A w u e x r i l i P a l r a y n t

Auxiliary Power Plant

12 t n y a r l a P i l i r x e u w A o P

Auxiliary Power Unit Features

DUAL OPERATING MODES

•

A u xi l iar y Po w er Sy st em

OPERATES ON THE GROUND OR IN FLIGHT

•

Co nt r ol an d In di cat i on

•

Fuel Sy st em

The auxiliary power unit (APU) is an electrical and pneumatic power source for aircraft systems on the ground or in flight.

The APU may operate in either the attended or unattended mode. In the attended mode, only safety related faults cause automatic protective shutdowns. In the unattended mode, all faults that may damage the APU cause protective shutdowns.

•

Pn eu mat ic Sy st em

•

Ignition and Starting System

PNEUMATIC POWER SOURCE

OPERABLE DURING REFUELING

•

L ub ri cat io n Sy st em

The APU load compressor supplies pneumatic power up to an altitude of 22,000 feet (6700 m).

The APU operates normally during refueling operations. CLUSTER COMPONENT DESIGN

ELECTRICAL POWER SOURCE A 120 kVA APU generator supplies electrical power up to the service ceiling of the airplane. DUAL STARTING SYSTEM The APU has an electric and an air turbine starter. The air turbine starter starts the APU when there is pressure in the pneumatic system. EDUCTOR COOLING SYSTEM The APU eductor air/oil cooling system replaces the more usual mechanical fan.

For easier line maintenance, these subsystem components are in functional clusters: • • • •

Fuel Lubrication Ignition Pneumatic.

The clusters are line replaceable units. OPERATIONAL HISTORY RECORDING A data memory module records APU operation data.

AUTOSTART

OPTIONAL EXHAUST MUFFLER

The APU automatically starts if the airplane is in the air and both the left and right transfer buses lose power.

An optional exhaust muffler in the exhaust duct decreases exhaust noise.

FULL AUTHORITY DIGITAL ELECTRONIC CONTROL The APU control system uses microprocessor electronics to supply automatic, full-authority digital electronic control for all APU operating conditions.

12-1

Auxiliary Power Unit

Air Inlet

Passenger Freighter

Exhaust

APU Access Doors APUC

Auxiliary Power System Au xi li ary Pow er Sy st em

The auxiliary power system supplies electrical and pneumatic power to the airplane. This permits independent ground operation. The auxiliary power system is also available for use in flight. The auxiliary power unit (APU) is an AlliedSignal Engines 331-500. The APU is in the tail cone of the aircraft. The APU controller (APUC) controls and monitors the APU starting sequence, normal operation, and shutdown. The APUC does protective shutdowns, if necessary, to prevent damage to the APU.

12-2

The APU can start at all altitudes up to the service ceiling of the airplane (43,100 feet / 13,100m). Electrical power is available up to the service ceiling and pneumatic power is available up to 22,000 feet (6700m). To make maintenance easier, some subsystem components are in removable clusters.

A data memory module (DMM) attaches to the left side of the APU inlet plenum. The DMM makes a record of this APU operation data: • • • • •

Number of starts Type of start (electric or pneumatic) Operating hours Time in the different operating modes Average generator load.

Auxiliary Power Unit Air Turbine Starter Control Valve

Air Inlet Plenum

Bleed Air Check Valve

Air Turbine Starter

Oil Cooler

Fuel Manifolds APU Generator Data Memory Module Electric Starter

Fuel Cluster

Lube Cluster

APU Components - Left Side

Exhaust Eductor

Air Turbine Starter

Electric Starter Motor

Fuel Cluster Surge Control Valve Bleed Air Check Valve

APU Generator Oil Filler Port

APU Components - Right Side

12-3

Auxiliary Power Unit ELECTRICAL BATTERY ON

OFF

APU BTL DISCH a

APU ON

APU FIRE WARNING HORN

START

w

OFF a DISCH

APU GEN ON

w

OFF

a

FAULT

a

r APU FIRE

FIRE BOTTLE ARMED

APU Select or (P5)

APU Fir e Swit ch (P5) BOTTLE DISCHARGE

APU Fire Shutdown Switch APU FIRE SHUTDOWN

APU BOTTLE DISCHARGE

Starting and Ignition Fuel Control

APU MAINT

Surge Control

FLIGHT DECK CALL

FLIGHT INPH

NLG DOORS CLOSE OFF

IGV Control

APU POWER NORM

Data Storage ARM

Protective Shutdown Normal Shutdown

COCKPIT VOICE

SERVICE INPH

EMER EXIT LT TEST

OFF

WHEELWELL LIGHTS

BITE

TEST

ON

APU Indications

NORM

OFF

APUC

TEST

APU Main ten ance Switch (P61)


APU Control and Indication Control and Indication

CONTROL The APUC controls these APU functions: • • • • • • • • •

Starting and ignition Fuel control Surge control Inlet guide vane (IGV) control Data storage Protective shutdowns Normal shutdowns Bite/Fault reporting APU indications.

The APU selector is on the electrical panel on the P5 overhead panel. You use this selector for normal APU start and shutdown.

12-4

The APU fire switch on the P5 overhead panel or the APU fire shutdown switch on the P40 service and APU shutdown panel are for emergency shutdown. The APU maintenance switch on the P61 overhead maintenance panel lets you supply power to the APUC when the APU selector is OFF. INDICATION The EICAS display shows an APU RUNNING memo message when the APU is on. The status display normally shows this APU data: • • •

Exhaust gas temperature Speed Lubrication system status.

The APU maintenance page shows the output of the APU sensors and other APU data. A fault light below the APU selector comes on when the APU does a protective shutdown. The fault light also flashes during APU start and shutdown to show the APUC self-test BITE.


HYDRAULIC L

C

R

QTY

0.91

0.98

0.90

PRESS

3000

3050

3010

APU RPM OIL PRESS

100.6

70 PSI

EGT OIL TEMP

520

C

98 C

OIL QTY

7.9

OXYGEN CREW PRESS

1850

Status Display

Primary Display System Indications

APU

DUCTPRESS ONSPEED SPEED SENSOR 1 100.6 SPEED SENSOR 2 100.8 EGT CORRECTED 388 EGT THERMOCOUPLE 1 387 EGT THERMOCOUPLE 2 388 OIL PRESS 70 OIL TEMP 98 OIL QTY 7.90 INLET STATIC PRESS 14.5 LOAD COMP TOTAL PRESS 30.3 LOAD COMP DIFF PRESS 15.3 COMP INLET TEMP 105 OIL SUMP TEMP 49 SURGE CONTROL VLV POSN 63.7 IGV ACTUATOR POS 60.0 FMU FUEL TEMP 80 FUEL CLUSTER FMV POS 100.0 INLET DOOR CMD OPEN INLET DOOR POS OPEN

240 240 28.0 DIS 120 0 0 0.00

PNEU MODE

BLD CORRECTED FLOW

APUC MODE

BLD CORRECTED FLOW SET APU BAT DC-V APU BAT DC-A APU GEN AC-V APU GEN FREQ APU GEN LOAD

APU FUEL FEED COMMAND STATUS

S/O VLV DC PUMP AC PUMP

OPEN CLOSED ON PRESS OFF

STATUS CODE STATUS 1 STATUS 2 STATUS 3

0000 0000 0000

APU OPER HOURS APU STARTS

DATE

23 JUN 97

00 -0 000 0000 250517 29891

UTC18:51:04

APU Maint enanc e Page

Primary Display System Indications

12-5


APU

Fuel Feed

APUC Fuel Cluster

Fuel Manifold s

APU Fuel System Fuel System

The APU fuel system gets fuel from the left main tank and supplies it to the APU for combustion. These are the main components of the fuel system: • •

Fuel cluster Fuel manifolds.

To make maintenance easier, many of the fuel system components are in a cluster. The fuel cluster has these components: • • • • • • • •

Boost and pressure pumps Fuel filter Pressure regulator Pressure relief valve Fuel metering section Flow divider Fuel shutoff valve Fuel temperature sensor.

12-6

The APUC sends fuel control signals to the fuel cluster for normal operation. The APUC also controls fuel flow during start and shutdown (both normal and protective), and adjusts APU generator speed for nobreak electrical power transfers. The APU fuel cluster pressurizes, filters, and meters the fuel flow. The fuel flow divider separates the metered fuel into the primary and secondary fuel manifolds for supply to the combustion chamber. The secondary fuel manifold operates after the APU speed increases to more than 50 percent RPM to supply more fuel flow.

Regulated (servo) fuel pressure operates the inlet guide vane actuator and the surge control valve actuator. Overspeed causes fuel system protective shutdowns. No light-off and no acceleration cause protective shutdowns in the unattended mode only.

Auxiliary Power Unit Pneumatic Cluster

Air Inlet Door Air Inlet Door Actuator

Surge Control Valve

FWD ELMS Inlet Plenum Surge Control Valve

Bleed Air Check Valve IGVs

IGV Actuator

FWD

To Exhaust Duct

Load Compressor

Surge Control Valve Actuator

IGV Actuator

APUC

APU Pneumatic System Pneumatic System

The APU supplies pressurized air for these pneumatic system functions: • • • •

Environmental control system (ECS) Air driven hydraulic pumps (ADPs) Main engine start (MES) Wing anti-ice.

The electrical load management system (ELMS) controls the operation of the air inlet door. Air comes into the APU inlet air plenum from the air inlet door. The load compressor gets air from the plenum through variable inlet guide vanes (IGVs). The IGVs control the volume of air available to the load compressor. The load compressor sends pressurized air into the pneumatic ducts.

The APUC controls the IGVs as a function of how the airplane systems use pressurized air. High pressure fuel supplies the force that operates the IGVs.

To make maintenance easier, some pneumatic components are in a cluster. The cluster includes three pneumatic pressure sensors and the surge control valve that mounts on a section of the bleed air duct.

A surge control valve sends any unneeded pressurized air into the APU exhaust. The APUC controls the surge control valve. High pressure fuel supplies the force that operates the surge control valve. A bleed air check valve prevents reverse pressurized air flow from the airplane system.

12-7

Auxiliary Power Unit ELECTRICAL BATTERY ON

OFF

APU ON

START

w

OFF a APU GEN ON

w

ATS Con tr ol Valve FAULT

a

OFF a

APU Selec to r (P5)

Ai r Tu rbi ne Star ter

Ignition Unit

APUC

Ignitors

Electric Starter Ignition Cluster

APU Ignition and Starting System Ignitio n and Starting System

The ignition and starting system supplies the combustion spark and starts the APU acceleration. These are the components of the ignition and starting system: • • • • •

Air turbine starter (ATS) control valve Air turbine starter Electric starter Ignition unit Dual ignitors.

One of the two starters starts the APU. The pneumatic starter operates when pressurized air is available. If pressurized air is not available, the electric starter starts the APU.

12-8

The ignition components are in a cluster. The ignition unit supplies energy to the two ignitors. The APUC controls the power to the ignition unit. The ignitors supply the spark to the combustion chamber. Automatic starting of the APU occurs when transfer bus power is lost in the air.


ATS

APU Gen

Gearbox Load Comp

Midframe Bearing Compt

Gas Gen

Turbine Bearing Compt

Exhaust

Lube Cluster

Oil Cooler Magnetic Chip Collectors Legend: Pressure Scavenge

Oil Fill Port and Sight Gage

Lube Cluster

Supply

APU Lubrication System Lubrication System

The APU lubrication system removes heat and lubricates these components: • • • •

APU generator Air turbine starter APU gearbox APU bearings.

These lubrication system components are in the lube cluster: • • •

Pressure and scavenge pumps Oil filters Pressure and temperature sensors.

These are the other lubrication system components: • • •

Eductor oil cooler Magnetic chip collectors Oil fill port and sight gage.

The APU oil supply is in the gearbox sump. Oil servicing is through a pourtype fill port. A sight glass shows oil quantity. A transmitter sends oil quantity data to the APUC. Cooled and filtered pressurized oil goes to the bearings, the generator, and the accessory section gearbox. Scavenge pumps send oil back to the reservoir from the turbine and load compressor bearings. Scavenge pumps also send back filtered oil from the generator to the reservoir. The APU exhaust gas operates an eductor that pulls APU compartment air through the oil cooler. Five magnetic chip collectors collect metallic particles in the APU lubrication system.

12-9

13 H y d r a u l i c s

Hydraulics

13 s c i l u a r d y H

Hydraulics Features

TRIPLE REDUNDANCY There are three independent hydraulic systems. Each system has two or more pumps that operate from different pneumatic, mechanical, or electrical power sources. Each hydraulic system can independently operate the flight controls for safe flight and landing. PUMP OPERATION ON DEMAND Normally, one or two pumps in each hydraulic system operate continuously. The other pumps operate only when there is a hydraulic demand. This increases pump life, system efficiency, and reliability. AUTOMATIC SYSTEM CONTROLS The flight crew sets the pump switches for flight before engine start. Normally no further action is necessary. The demand pumps operate automatically. Each hydraulic system uses hydraulic interface module electronic cards for automatic control, fault detection, and indications.

Left and right system tubes are on opposite sides of the body. In the wheel wells, there is maximum separation of tubes. In the wings, one system is forward of the rear spar and two systems are aft of the rear spar. CENTER HYDRAULIC ISOLATION SYSTEM

•

Hy dr au li c Sy st em s

•

Co nt r ol s an d In di cat i on s

•

A ut om at ic Co nt ro l

•

Reservoir Servicing Station

•

Mai nt en an ce Pan el

A center hydraulic isolation system (CHIS) supplies a reserve brake and steering function if there is a loss of center hydraulic system fluid. HYDRAULIC FUSES Hydraulic fuses in some of the hydraulic lines to these systems protect against fluid loss: • • • •

Main Gear Steering Brakes Main Gear Actuation Flight Controls.

COMPONENTS GROUPING Hydraulic reservoirs are near the pumps they supply. Pump filter modules are close to each pump. Return filter modules are close to each reservoir. COMMONALITY OF COMPONENTS

RAM AIR TURBINE If all usual pressure sources become unavailable during flight, the ram air turbine is an emergency source of hydraulic power for the primary flight controls. TUBE SEPARATION The location of the hydraulic system tubes decreases the risk of multiple system losses from a single failure source. Only one hydraulic system has tubes in an engine strut and nacelle. Only two systems go to the end of the wings.

All electric pumps are interchangeable. The air-driven pumps and engine-driven pumps are also interchangeable. The pressure and case drain filter modules are the same for the engine-driven pumps and the air-driven pumps. The pressure and case drain filter modules are the same for all electric pumps. SINGLE-POINT RESERVOIR SERVICING A hydraulic reservoir servicing station in the right aft body fairing makes it possible to fill all three reservoirs from one location.

13-1

Hydraulics

Center System

Left System

APU Engine Bleed

AC Motor Pump (ACMP)

Right System

APU Air

Engine Bleed

Left Engine

AirDriven Pump (ADP)

AirDriven Pump (ADP)

Right Engine

EngineDriven Pump (EDP)



EngineDriven Pump (EDP)


Ram Air Turbine (RAT) 2, 4, 11, 13

1, 5, 7, 8,10,14

Ai ler ons

LOB and ROB

LIB and RIB

Flaperons

LOB

ROB

LIB and RIB

Elevators

LOB and ROB

LIB

RIB

Middle PCU

Upper PCU

Lower PCU

Center

Right

Rudder Pitch Trim Thrust Reverser

Left

Right

Main Gear Brakes

Alternate Reserve

Nose Gear Steering

Normal Reserve

Landing Gear Ac tuat io n

Nose Gear Main Gear

Normal

Legend: Main Hydraulic Connection

Main Gear Steering

Normal

Connections for Alternate and Emergency Supply

Trailing Edge Flaps

Primary

Leading Edge Slats

Primary

LOB ROB LIB RIB

Hydraulic System Block Diagram

13-2

3, 6, 9, 12

Spoilers

- Left Outboard PCU - Right Outboard PCU - Left Inboard PCU - Right Inboard PCU

Hydraulics

Right System Color Code: Green One EDP One ACMP Main Components in the Right Engine Strut

Center System Color Code: Blue Two ACMPs Two ADPs, One RAT Main Components in/near the Wheel Wells

Left System Color Code: Red One EDP One ACMP Main Components in the Left Engine Strut

Hydraulic Systems Component Locations Hydraulic Systems

The three hydraulic systems operate independently at 3,000 psi nominal pressure. The three systems are named left (L), center (C) and right (R) for the location of their main components. Each system has its own reservoir, pumps, and filters. LEFT SYSTEM The left system has an engine-driven pump (EDP) and an alternatingcurrent motor pump (ACMP). The right AC bus supplies power to the ACMP. The left system supplies power to the flight controls and the left thrust reverser. RIGHT SYSTEM The right system also has an EDP and an ACMP. The left AC bus supplies power to the ACMP. The right system supplies power to the

flight controls, the normal main gear brakes, and the right thrust reverser.

The RAT deploys automatically during flight when any of these conditions occur:

CENTER SYSTEM The center system has two ACMPs, two air-driven pumps (ADPs) and a ram air turbine (RAT) pump. The left and right AC buses supply power to the ACMPs. Pneumatic power from the two engines or the auxiliary power unit (APU) operates the ADPs. The center system supplies power for these functions: • • • • •

• •

Flight controls Leading edge slats Trailing edge flaps Alternate and reserve main gear brakes Normal and reserve nose gear steering and nose gear extension-retraction Main gear extension-retraction Main gear steering.

• • •

Both engines are shut down Both AC buses are not powered All three hydraulic system pressures are low.

Ram air then turns the turbine. Only the flight controls use hydraulic power from the RAT. The RAT can be retracted only on the ground. PRIMARY AND DEMAND PUMPS The primary pumps are the EDPs in the left and right systems and the ACMPs in the center system. These pumps operate continuously. The demand pumps are the ACMPs for the left and right systems and the ADPs for the center system. These pumps normally operate only during heavy system demands.

13-3

Hydraulics RAT Deploy Switch

RAM AIR TURBINE PRESS UNLKD

ACMP Primary Pump Switch

HYDRAULIC P R I M A R Y

C1 L ENG ON

ELEC

C2

ON

ON

FAULT

FAULT

R ENG ON

FAULT

FAULT

C1 AIR C2 L ELEC R ELEC AUTO AUTO OFF ON OFF ON AUTO AUTO OFF ON OFF ON

D E M A N D

FAULT

FAULT

FAULT

P R I M A R Y

D E M A N D

EDP Primary Pump Switch ADP Demand Pump Selector

ACMP Demand Pump Selector

FAULT

Fault Light Hydraulic/RAT Panel (P5) ENG BTL 1 DI SCH

ENG BTL 2 DI SCH

DISCH 1

DISCH 2

L E F T

1

R I G H T

2

Engine Fire Switch es (P8)

Controls and Indications Controls and Indications

INDICATING LIGHTS

The hydraulic pump controls and indication lights are on the P5 overhead panel.

Each pump has an amber fault light which shows a pump overheat or low pressure condition. The RAT switch has a green light which shows high RAT output pressure and an amber light which shows the RAT is unlocked.

PUMP MANUAL CONTROLS Pump controls on the Hydraulic/RAT panel permit manual control of the hydraulic systems. The primary pump switches have ON and OFF positions. Primary pumps are normally ON. Demand pump selectors may be set to OFF, AUTO, or ON. To permit automatic pump control, demand pumps are normally set to AUTO. RAT MANUAL CONTROL The RAT deploy switch, on the upper part of the hydraulic /RAT panel, permits the flight crew to manually deploy the ram air turbine. 13-4

ENGINE FIRE SWITCHES The engine fire switches shut off hydraulic fluid supply to the EDPs. The engine fire switches are on the P8 aft control stand.

PRIMARY DISPLAY SYSTEM INDICATIONS These conditions cause alert level EICAS indications: • • • • • • •

RAT unlocked Low system pressure Low pump pressure Pump overheat Reservoir low quantity Reserve brake and steering failure HYDIM card failure.

The status display shows reservoir quantity and system pressure for each system. The hydraulic synoptic display is a real-time diagram of the operational status of the hydraulic system. The hydraulic maintenance page shows hydraulic data for maintenance personnel.

Hydraulics

HYDRAULIC L

C

1.20 2990

QTY PRESS

OF

R

0.72 3010

0.39 3010

RF

LO

APU RPM OIL PRESS

EGT PSI

OIL TEMP

C C

OIL QTY

OXYGEN CREW PRESS

1850

Status Display

Hydraulic Status Page

HYDRAULIC NORM BRKS

FLAPS L REV

NOSE GEAR ALTN/RSV MAIN GEAR BRAKES & STEERING FLT CTRL FLT CTRL & STEERING

ISLN

L ENG

ELEC C1

P R I M A R Y

ELEC C2

AIR C2

RAT

D E M A N D

SOV

D E M A N D

0.72

OF

2990

PRESS

Hydraulic Synoptic Display

3010

R ENG

R ELEC

SOV

0.39 LO

RF PRESS

L SYSTEM PRESS:

2990

PRIMARY PUMP: PRESS TEMP SEL RUN S/O VLV DEMAND PUMP: PRESS TEMP SEL RUN RAT PUMP: PRESS RPM POS RESERVOIR: QTY PRESS TEMP F/C S/O VLV: TAIL WING RESERVE ISLN: VALVE POS NOSE GR ISLN: VALVE POS

3050 103 ON -OPEN 50 20 AUTO NO ---1.20 OF NORM 90 NORM NORM ---

FLT CTRL

ISLN

AIR C1

L ELEC

1.20

P R I M A R Y

R REV

C

R

3010

3010

1

3010

2980 75 ON YES -50 20 AUTO NO

2 2980 75 ON YES -40 20 AUTO NO

2950 4550 NOT STOWED 0.72 RF NORM 55 NORM NORM NORM NORM

50 55 ON -CLOSED 3020 45 AUTO YES ---0.39 LO LOW 30 CLOSED NORM ---

Hydraulic Maintenance Page

Hydraulic Synoptic and Maintenance Pages

13-5

Hydraulics

Hydraulic System Sensors Hydraulic/ RAT Panel Switches Other Airplane Systems

HYDIM L

Demand Pump AUTO Operation

HYDIM CL

RAT Deployment

HYDIM CR

Landing Gear Auto-Off

HYDIM R

Center System Isolation

Systems Card Files EICAS

MFD AIMS

MAT

Hydraulic Control Interfaces Au to mat ic Con tr ol

HYDIM FUNCTIONS

HYDIM CARDS

The HYDIM cards control these functions:

Hydraulic interface module (HYDIM) cards control the hydraulic system operation and indication. These cards are in the systems card files in the main equipment center. There is one card for the left system (HYDIM L), two for the center system (HYDIM CL and CR) and one for the right system (HYDIM R). The HYDIM cards send data to the airplane information management system (AIMS) through ARINC 629 buses.

13-6

• • • •

Demand pump AUTO operation Rat deployment Landing gear Auto-Off operation Center hydraulic system isolation.

The ON position of the demand pump switches cancels the HYDIM demand pump control. The HYDIM cards also control these hydraulic system indications: • • • • • •

System pressure Pump pressure Pump temperature Reservoir quantity Reservoir temperature Reservoir pressure.

MAINTENANCE ACCESS TERMINAL Maintenance personnel can use the maintenance access terminal (MAT) to do tests on the hydraulic systems.

Hydraulics

Instruction Placard Suction Hose

FLT CONTROL HYD VALVE POWER L

C TAIL

Selector Handle Remote Quantity Indicator

Pressure Fill Connection Inlet Filter

R

NORM

NORM

SHUT OFF

SHUT OFF

VALVE CLOSED

VALVE CLOSED

Manual Pump

VALVE CLOSED

WING

FWD

VALVE CLOSED

NORM

NORM

SHUT OFF

SHUT OFF VALVE CLOSED

VALVE CLOSED

Flight Control Hydraulic Power Panel (P61)

Reservoir Servicing and Maintenance Power Reservoir Servici ng Station

Maintenance Panel

A reservoir servicing station in the right aft body fairing lets maintenance personnel fill the three hydraulic system reservoirs.

The flight control hydraulic power panel is on the P61 overhead maintenance panel. Guarded switches control six hydraulic shutoff valves to the wing and tail flight controls. An amber light, below each switch, shows that its shutoff valve is not fully open. An EICAS message also shows.

A selector handle selects the reservoir to fill. The remote quantity indicator shows the fluid quantity in the reservoir selected. To fill the selected hydraulic reservoir, maintenance personnel use either a ground cart that connects to the pressure fill connection, or the manual pump and suction hose.

Maintenance personnel use these switches to isolate hydraulic pressure for system checks.

Replacement hydraulic fluid goes through an inlet filter in the service station.

13-7

Landing Gear

14 L a n d i n g G e a r

14 r a e G g n i d n a L

Landing Gear Features

MAIN GEAR STEERING

•

Mai n Lan di ng Gear

TRICYCLE LANDING GEAR

The aft axles of the main gear trucks pivot to help the nose gear steer the airplane. This helps to decrease the turn radius and tire scrub.

•

No se Lan di ng Gear

•

Landing Gear Controls and Indications

CARBON BRAKES

•

Pr ox i mi t y Sen so r Sy st em

All wheels of the main landing gear trucks have carbon brakes for reduced weight and longer life.

•

A ir /Gr ou nd Sy st em

•

A i rp l an e Gr o un d St eer i ng

BRAKE SYSTEM CONTROL UNIT

•

Brakes

A brake system control unit (BSCU) controls antiskid and autobrake operation and other brake system functions.

•

A nt is ki d an d Au to br ak e

•

Brake Temperature Monitor System

•

Tire Pressure Indication System

The tricycle landing gear has two main landing gear under the wings and one nose landing gear. HYDRAULIC ACTUATION The landing gear operates with center hydraulic system pressure. During normal operation, valves control the sequence of operation. An alternate gear extension system extends the landing gear without center hydraulic system pressure. When the landing gear is fully retracted in flight, valves automatically remove hydraulic pressure from the landing gear. ELECTRICAL CONTROL OF LANDING GEAR The landing gear control lever has two positions and electrically controls the landing gear selector valves for landing gear operation. PROXIMITY SENSOR SYSTEM

TAXI BRAKE RELEASE During low taxi speed, the BSCU releases two brakes on each truck. This decreases brake and tire wear. BRAKE INDICATIONS Lights on the nose gear show if the brakes and the parking brake are applied. TAIL STRIKE INDICATION

The proximity sensor system monitors the position of the proximity sensors and supplies signals to show the position of the landing gear and other aircraft systems.

A tail strike assembly (TSA) on the bottom of the aft part of the fuselage sends signals to the PSEUs if a tail strike occurs.

AIR/GROUND SYSTEM

OTHER FEATURES

Load sensors monitor the weight of the aircraft on the landing gear and supply signals for air/ground detection. Many aircraft systems use these air/ground signals. Nose gear and main truck proximity sensors also supply air/ground signals for some limited functions.

Other features include a brake temperature monitor system, a tire pressure indicating system, and an optional brake cooling system.

SIX WHEELS ON THE MAIN TRUCKS Each main landing gear truck has six wheels.

14-1

Landing Gear

Uplock Hook Retract Actuator

Door Actuator Side Brace

Main Gear Trunnion

Door Uplock Lock Link

Downlock Actuator Drag Brace

Landing Gear Door

Tail Skid (777-300 Series) Main Gear Strut

Torsion Links Main Gear Steering Components

Wheel-Tire Assembly 777-300ER Semi-lever Main Landing Gear

FWD Truck

Truck Position Actuator

Main Landing Gear and Tail Skid Main Landing Gear

NORMAL OPERATION

ALTERNATE EXTENSION

The main landing gear strut includes an air-oil shock absorber. A drag brace and a side brace transmit loads from the strut to the airplane structure. Over-center mechanisms lock the two braces when the landing gear fully extends.

The main landing gear uses hydraulic pressure from the center system to retract and extend. Sequence valves control the door and gear movement.

The alternate extension system permits landing gear extension if the center hydraulic system has no pressure. An alternate extend power pack supplies hydraulic pressure to release the landing gear doors and the landing gear. The doors open, and the gear extends by their own weight. The gear doors stay open after an alternate extension.

A landing gear door on each main gear wheel well opens and closes during gear retraction and extension.

Drag brace and side brace downlock actuators lock the gear in the extended position. Uplock hooks lock the landing gear in the retracted position.

GROUND DOOR OPERATION Each truck has three axles. A brake and a wheel-tire assembly are at the end of each axle for a total of six wheels on each main landing gear. The aft axle turns for main gear steering. The 777-300ER has a semi-lever gear for an increased takeoff lift and tail clearance. The truck position actuator locks during takeoff, and airplane rotation is around the rear axle. 14-2

The main landing gear trucks do a tilt of approximately 13 degrees forward wheels up with the gear extended in flight. The gear trucks do a tilt of approximately 5 degrees forward wheels down when the gear is up and locked, or the gear is in transit. The 777-300 and -300ER have a tail skid that extends when the landing gear are selected down. The tail skid provides additional tail strike protection.

The alternate extension system lets you open the doors when the airplane is on the ground. The doors open by their own weight. Center system hydraulic pressure closes the doors.

Landing Gear

Retract Actuator Nose Gear Operated Sequence Valve Drag Brace Lock Link

Nose Gear Trunnion Door Actuator Nose Gear Strut

Aft Door

Torsion LInks

Steering Mechanism

Forward Door

Wheel-Tire Assembly FWD Note: Left doors not shown for clarity.

Nose Landing Gear Nose Landing Gear

NORMAL OPERATION

GROUND DOOR OPERATION

The nose landing gear strut includes an air-oil shock absorber. A drag brace transmits loads from the strut to the airplane structure. The drag brace folds. At full extension or retraction of the nose gear, the overcenter mechanism of the lock link locks the drag brace.

The nose landing gear uses center system hydraulic pressure to retract and extend. Sequence valves control forward door and landing gear movement.

The alternate extension system permits you to open the forward doors when the airplane is on the ground. The forward doors open by their own weight. The doors close with hydraulic pressure from the center system.

The forward doors of the nose gear wheel well operate hydraulically during gear retraction and extension. The aft doors operate by mechanical linkages that connect to the nose gear. The aft doors close only when the gear retracts.

ALTERNATE EXTENSION Nose gear alternate extension uses hydraulic pressure from the alternate extend power pack. The forward doors open and the landing gear extends by its own weight. The forward doors stay open after an alternate extension.

14-3

Landing Gear

GND PROX

BRAKE SOURCE

4

FLAP

GEAR

INHIBIT

OVRD

OVRD

GND

OVRD

PROX

a

a a

G/S INHB

BRAKE ACCUM

3

G/S

OVRD

w

w

w

RETRACT

TERR

270K-.82M

0

Parking Brake Set Light

w

OVRD

PSIX1000

2

1

LOCK

UP

OVRD

OVRD

Landing Gear Lever

Brake Accumulator Pressure Indicator (P1)

ALTN GEAR NORM

Lever Lock Override Switch

Brake-On Light

Brake-Off Light

Alternate Gear Switch

DN

DOWN

EXTEND

Parking Brake Lever

270K-.82M

Autobrake Selector

AUTOBRAKE 1 DISARM

2

3 4 MAX

OFF

AUTO

RTO

P10 Control Stand

Landing Gear Panel (P2)

Nose Gear

Landing Gear Controls and Indications Landing Gear Control s and Indications

alternate extend power pack. This permits the gear to extend by gravity.

FLIGHT DECK CONTROLS

The autobrake selector is below the landing gear lever. This selector arms the autobrake system for landing autobrakes or for rejected takeoff (RTO).

These landing gear controls are on the flight deck: • • • •

Landing gear lever Alternate gear switch Autobrake selector Parking brake lever.

You set the parking brakes with the parking brake lever on the P10 control stand.

There are warning, caution, and advisory messages for the landing gear. The status, maintenance, and synoptic displays show additional landing gear information. A brake accumulator gage shows brake accumulator pressure. Brake status lights on the nose gear show the condition of the brakes. DOOR GROUND CONTROL

The landing gear lever has two positions, down (DN) and UP.The lever electrically controls the landing gear selector valves to control the hydraulic operation of the landing gear. An automatic lever lock prevents the lever from being moved up on the ground. A lever lock override switch permits the lever to be unlocked manually. A guarded switch next to the lever lock override switch turns on the

14-4

LANDING GEAR INDICATION The EICAS display shows the position of the landing gear. The DOWN indication shows continuously when the landing gear is down and locked. The UP indication goes out of view 10 seconds after the landing gear is up and locked. During an alternate landing gear extension or a nonnormal condition, an expanded indication shows the position of each gear.

Two switches on the main wheel well electrical service panel open all the landing gear doors. These switches also close the main landing gear doors. Two switches on the service and APU shutdown panel close the nose gear doors.

Landing Gear

TAT +13c

1.83

LANDING GEAR ACTN/INDN

D-TO 1 +15c

1.83

1.624

PSEU 1

1.624

TAILSTRIKE ALTN EXT CMD UP

EPR NOSE GEAR:

75.6

DOWN

M AI N G EA R:

GEAR EGT F L A P S

777-300 777-300ER

20

NOT DN

NOT DN

DOWN GND

NOT DN

NOT DN

FAR

FAR

NEAR

NEAR

GEAR DOWN

FAR

FAR

DOOR

FAR

NOT COMP

FAR

182.6 TEMP+15c

EICAS Display

FAR R

L

R

UP LO CK

NEAR

NEAR

FAR

FAR

SIDE BRACE

FAR

NEAR

NEAR

NEAR

DRAG BRACE

NEAR

NEAR

NEAR

NEAR

DOOR

FAR

FAR

NEAR

NEAR

TRUCK TILT

NEAR

NEAR

NEAR

NEAR

AUTO-OFF H YD IM L

FLAP PRIORITY CMD

H YD IM R

HYD PRESS

TOTAL FUEL

FAR

L

ENGAGED NOT ENGA

LBS X 1000

UP

DOWN PWR

GEAR UP

587

NORM

UP

LOCK

N1 587

GND/OPEN

NORM

GEAR LEVER:

75.6

PSEU 2

28V

FSEU 1

FSEU 2

CMD

NOT CMD

TAIL SKID

AIR/GND

C SYS

3000

PSEU 2

L WOW

L TILT

3000

UP

FAR

L MLG

GND

R TILT

3000

DOWN

NEAR

R MLG

GND

DATE 02 SEPT 95

R WOW AIR SIM AIR SIM

UTC 19:23:09

Landing Gear Actuation/Indication Maintenance Page

APU FIRE WARNING HORN

OFF S3

MLG DOORS CLOSE

05

OFF S32018 APU FIRE

FIRE BOTTLE ARMED RESET FIRE/OVHT TEST SW (P5)

ARM DOORS

ALL DOORS OPEN

D23009 SERVICE INTERPHONE

D23024 P.M.A.T.

BOTTLE DISCHARGE

APU FIRE SHUTDOWN

FLIGHT DECK CALL

APU BOTTLE DISCHARGE

NLG DOORS UNSAFE LIGHT PRESS TO TEST

FLIGHT INPH

NLG DOORS CLOSE OFF

ARM COCKPIT VOICE

SERVICE INPH

MAIN WHEEL WELL INSP LIGHT SW ON

MLG DOOR UNSAFE LT PRESS TO TEST

OFF

P00056 EMER EXIT LT TEST

WHEELWELL LIGHTS

TEST

ON

NORM

OFF


S32017 OPEN

MAIN WHEEL WELL ELECTRICAL SERVICE PANEL

OFF S33002

P56 Main Wheel Well Electrical Service Panel

Landing Gear Controls and Indications

14-5

Landing Gear

Landing Gear Prox Sensors

Doors Prox Sensors

Left and Right Main Gear Load Sensors

Left System Air/Ground Relays

PSEU 1 Left Card File ARINC 629 System Buses (3)

Thrust Reverser Prox Sensors

Tail Strike Assembly

Left Weight on Wheels Card

Left and Right Main Gear Load Sensors

PSEU 2

Other Inputs

Right System Air/Ground Relays

Right Weight on Wheels Card

Standby System Air/Ground Relays

Right Card File

ELMS

AIMS

ARINC 629 Flight Controls Buses (3)

Proximity Sensor and Air/Ground System Block Diagram Proximi ty Sensor System

The proximity sensor system (PSS) monitors the position of some airplane components. The proximity sensor system has two proximity sensor electronic units (PSEUs) which get input from proximity sensors on these systems: • • • •

Landing gear Landing gear doors Passenger entry, cargo and access doors Thrust reversers.

The PSEUs also get signals from the tail strike assembly (TSA) and other airplane systems.

14-6

The tail strike assembly is on the bottom of the airplane in the tail strike area. The TSA has two electrical wires that go to the PSEUs. If a tail strike occurs, the wires will open or short. This tells the PSEUs that there has been a tail strike. The PSEUs supply data to the AIMS through the ARINC 629 system buses. The PSEUs also supply signals for other airplane systems through hard wires.

Ai r/Gro un d Sy st em (AGS)

Two load sensors on each main landing gear support beam send airplane weight on wheels data to two weight on wheels (WOW) cards. The WOW cards supply signals to airplane systems and control air/ground relays in the ELMS. These air/ground relays control electrical circuits for many of the systems. The WOW cards supply data to the AIMS for indication on EICAS and to the ARINC 629 flight control buses.

Landing Gear Tiller

Rudder Pedal Interconnect Mechanism Upper Cable Loop

Tiller

Lower Cable Loop Steering Metering Valve Module

Position Transducers

MGSCU

Torsion Links

Towing Lever

Steering/ Locking Actuator

Steering Actuators FWD

Nose Wheel Steering

FWD Aft Axle Left Truck (Looking Forward)

Nose Wheel and Main Gear Steering Ai rp lan e Gro un d St eeri ng

MAIN GEAR STEERING

NOSE GEAR STEERING

Main gear steering operates when nose wheel steering commands are more than 13 degrees. The main gear steering control unit (MGSCU) receives tiller position and controls the aft axles to steer up to 8 degrees left or right. The heavy duty main gear steers up to 6.5 degrees. Main gear steering also uses center hydraulic system pressure.

Two tillers control the nose wheel movement to a maximum of 70 degrees in each direction. The rudder pedals control the nose wheel movement to a maximum of 7 degrees in each direction. An upper cable loop gets inputs from the tillers or from the rudder pedals through the rudder pedal interconnect mechanism. The upper cable loop drives a lower cable loop. The lower cable loop supplies inputs to the steering metering valve module to supply center hydraulic pressure to the two actuators. The steering metering valve module has a dynamic load damper for shimmy protection. It also has a towing lever to depressurize the nose wheel steering during towing. A pin holds the towing lever in the tow position.

When not steered, the steering/locking actuators align the aft wheels with the forward wheels of the main landing gear and lock the aft axles. The MGSCU monitors the aft axle steering system for faults. Faults stop the operation of the main gear steering system and an EICAS message shows.

14-7

Landing Gear Main Gear Retract Actuator Pressure

Center Hydraulic System

Right Hydraulic System

ASSV

Brake Accumulator AIV

Altn BMV

Norm BMV

Norm BMV

A/B Valve

F

Hydraulic Fuse

S

Shuttle Valve

Altn BMV AIV

S

S ASSV

Altn Antiskid

F

F

F

Normal Antiskid

F

F

F

F

Accumulator Isolation Valve

F

F

Altn Antiskid

Normal Antiskid

F

F

Shuttle Valve Module

F

F

F

F

F

F

Shuttle Valve Module

F

F

F

Alternate Source Selection Valve

BMV

Brake Metering Valve

A/B

Autobrake

ALTN

Alternate

1

2

3

4

Normal Brake Pressure

5

6

7

8

Alternate Brake Pressure

9

10

11

12

Brake System Diagram Brakes

A multiple disc carbon brake is on each main landing gear wheel. There are no brakes on the nose wheels. BRAKE SYSTEM Two sets of brake pedals control the brakes. The pedals connect by cables to the left and right brake metering valves. The metering valves supply hydraulic pressure to the brakes in proportion to the pedal movement. Normal braking uses right system hydraulic pressure and alternate braking uses center system hydraulic pressure. The accumulator isolation valve (AIV) and alternate source selection valve (ASSV) make an automatic selection of normal or alternate braking based on the hydraulic pressure source available. When there is no available hydraulic pressure for normal or alternate 14-8

braking, a BRAKE SOURCE light and an EICAS message alert the flight crew. The brake accumulator then supplies brake pressure for about six full brake applications. Separate brake metering valves, antiskid valves, and hydraulic fuses control the normal and alternate hydraulic pressure to the brakes. The normal and alternate brake lines connect at the shuttle valve modules. PARKING BRAKE The brake accumulator in the right hydraulic system supplies brake pressure to the brakes when there is no hydraulic power on the airplane.

GEAR RETRACT BRAKING During landing gear retraction, center system hydraulic pressure operates actuators on the alternate brake metering valves. The metered pressure stops wheel spin before the wheels enter the wheel wells. The nose gear tires rub against spin brakes in the nose gear wheel well to stop wheel spin as they enter the nose wheel well.

Landing Gear Center Hyd Sys

Right Hyd Sys/ Accumulator

AUTOBRAKE 1 2 3 DISARM 4 MAX AUTO

OFF

Altn Brake Metering Valve

Norm Brake Metering Valve

Autobrake Valve Module

RTO

Thrust Levers Speedbrake Lever Position

Autobrake Shuttle Valve

Altn Antiskid Valve Mod

Brake Pedal Pressure

Norm Antiskid Valve Mod

Return

Antiskid Surge Accumulator (Left Only)

Other Airplane Systems Inputs

BSCU

Antiskid Shuttle Valve Module

Transducers (6)

Left Main Landing Gear (Right Similar)

Antiskid and Autobrake Diagram An ti sk id and Au to br ake

The brake system control unit (BSCU) in the aft cargo compartment controls the antiskid and the autobrake systems.

These are the BSCU secondary functions: •

• ANTISKID The primary function of the antiskid system is to control brake pressure to prevent tire skid. The normal antiskid valve modules contain six antiskid valves. In normal braking, each valve controls hydraulic pressure to one brake. The alternate antiskid valve modules contain four valves. In alternate braking, each valve controls pressure to one or two brakes.

•

Control brake pressure for locked wheel and hydroplane/touchdown protection Release, in sequence, one third of the brakes during low speed and low effort braking to reduce brake wear Make sure the antiskid system does not operate during gear retract braking.

AUTOBRAKE Before landing, the pilot arms the autobrake and selects one of five deceleration rates with the autobrake selector. At touchdown with the thrust levers at idle, the BSCU controls the autobrake valve module to meter brake pressure for the selected deceleration rate. On the ground, the autobrake disarms with these pilot inputs. • • •

Thrust lever movement forward Speedbrake lever movement forward Brake pedal application.

The RTO function applies full hydraulic system pressure to the brakes if a takeoff is rejected.

Each wheel has a wheel speed transducer which supplies signals to the BSCU. When a tire skids, the BSCU decreases the brake pressure to keep wheel skid to a minimum. 14-9

Landing Gear

LANDING GEAR BRKS/STRNG

200

200

NOSE GEAR TIRE PRESS

DOOR

200

CLOSED

200

STEERED ANGLE

L TILLER

70 L 70 L

R TILLER

MAIN GEAR LEFT

200

200

7.1

200 6.2

200

3.1

200

3.3

200

0.0

200 3.1

BRAKE

200

3.3

3.1

Brake Symbol

BRAKE TEMP

RIGHT

7.1

6.2

3.1

0.0

200

200

200

200

3.3

3.1

3.3

3.1

200

200

200

200

3.1

3.3

3.1

3.4

200

200

200

200

TIRE PRESS AFT AXLE

200

200

3.1

200 3.3

3.1

AFT AXLE

8.0 R

200 3.4

8.0 R

UNLOCKED

UNLOCKED BRAKE METERED PRESS

CLOSED

CLOSED

DOOR

NORM 3000 ALTN 0

AUTOBRAKE 50

DATE 02 SEP 93

Landing Gear Synoptic Display

Brake and Steering Maintenance Page

Brake Temperature and Tire Pressure Indications Brake Temperature Monitor System

A thermocouple in each wheel brake measures the brake temperature. It sends signals to the tire and brake monitoring unit (TBMU). The TBMU shows the temperature for each brake on the landing gear synoptic display and the brake and steering maintenance page. A two digit number that goes from 0.0 (cold) to 9.9 (hot) shows temperature. A brake symbol next to the tire outline on the landing gear synoptic display changes color to show brake temperature conditions. When a brake temperature is more than the value of 5.0, EICAS shows a BRAKE TEMP advisory message. The color of the number and the brake symbol on the synoptic display changes from white to amber to show this condition.

14-10

The TBMU contains BITE capabilities to find and show faults. Tire Pressure Indic ation System

A tire pressure transducer on each nose and main wheel measures the tire pressure. The transducer sends signals to the tire and brake monitoring unit (TBMU). The TBMU processes the signals. It shows the tire pressure for each wheel on the landing gear synoptic display and the brake and steering maintenance page. Each tire pressure is in psi. EICAS shows a TIRE PRESSURE advisory message when a tire pressure is not normal. The color of the number on the synoptic page changes to amber to show which tire pressure is non-normal. The TBMU contains BITE to find and show faults.

NORM 3000 ALTN 0 UTC 18:54:04

15 F l i g h t C o n t r o l s

Flight Controls

15 s l o r t n o C t h g i l F

Flight Controls Features

ADDITIONAL PFCS FUNCTIONS

•

Fl i gh t Co nt r ol Sy st em s

FLIGHT CONTROL SYSTEMS

Other functions of the PFCS are:

•

PFCS Operational Overview

Two separate systems control the flight of the airplane, the primary flight control system (PFCS) and the high lift control system (HLCS).

• • • • • • • • • • •

•

PFCS Operational Modes

•

Roll Control

•

Yaw Cont rol

•

Pi t ch Co nt r ol - El ev at o r

•

Pitch Control - Stabilizer

•

PFCS Mechanical Control

•

PFCS In di cat io ns

HLCS PROTECTION FUNCTIONS

•

Hi gh Li ft Su rf ac es

The HLCS has these protection functions:

•

HLCS Operational Overview

•

Flap and Slat Indications

•

HL CS Fu nc ti on s

•

HLCS Maintenance Page

PRIMARY FLIGHT CONTROL SYSTEM (PFCS) The PFCS is an electronic fly-by-wire system. The PFCS supplies roll, pitch, and yaw control with these control surfaces: • • • • • •

Ailerons Flaperons Spoilers Elevators Rudder Horizontal stabilizer.

HIGH LIFT CONTROL SYSTEM (HLCS) The HLCS is an electronic fly-by-wire system. It has these control surfaces: • • •

Inboard and outboard trailing edge flaps Leading edge slats Krueger flaps.

• • • •

Aileron lockout Aileron and flaperon droop Yaw damping Gust suppression Modal suppression Rudder ratio control Elevator off-load Flare compensation Backdrive actuator control Thrust asymmetry compensation Maneuver load alleviation (Freighter only).

Flap and slat load relief Autoslat extension Flap/slat sequencing Skew or asymmetry shutdown.

SHIELDING Provisions, such as shielding, have been made to protect PFCS wiring from the effects of lightning and high intensity radiated fields (HIRF). MECHANICAL CONTROL

ARINC 629 DIGITAL DATA BUSES The PFCS and the HLCS use ARINC 629 digital data buses to communicate with other systems.

Two spoilers and the horizontal stabilizer receive mechanical control signals from the pilots.

FLIGHT ENVELOPE PROTECTION The PFCS has these flight envelope protection modes: • • • •

Bank angle protection (BAP) Overyaw protection Overspeed protection Stall protection.

The pilots can always override the protection modes if necessary.

15-1

Flight Control s

Single Tabbed Rudder

Spoilers (7 Per Wing)

Leading Edge Slats (7 Per Wing)

Elevator

Flaperon (1 Per Wing) Horizontal Stabilizer Inboard Flap (1 Per Wing) Outboard Flap (1 Per Wing)

Aileron (1 Per Wing)

Krueger Flap (1 Under Each Wing)

Flight Control Systems Flight Control Systems

PRIMARY FLIGHT CONTROL SYSTEM

The PFCS calculates commands to move the control surfaces with sensor inputs from these components:

The primary flight control system (PFCS) is a modern, three-axis, flyby-wire system. The fly-by-wire design permits a more efficient structural design. Some benefits of this design are increased fuel economy, and smaller vertical fin and horizontal stabilizer. This technology lets the airplane meet strict safety requirements with decreased weight and supplies improved control and protection.

• • • • •

The PFCS supplies manual and automatic airplane control and envelope protection in all three axes. There is stability augmentation in the pitch. and yaw axes.

For pitch control, there are two elevators and a moveable horizontal stabilizer.

15-2

Control wheels Control column Rudder pedals Speedbrake lever Pitch trim switches.

These are the control surfaces for roll control: • • •

Two ailerons Two flaperons Fourteen spoilers.

There is a tabbed rudder for yaw control.

HIGH LIFT CONTROL SYSTEM The high lift control system (HLCS) supplies increased lift at lower speeds for takeoff and landing. High lift surfaces include one inboard and one outboard trailing edge flap on each wing. There are seven leading edge slats and one Krueger flap on each wing.

Flight Control s Pitch Rate Sensors (4) (All except -200 and -200ER) Speedbrake Lever

Analog Analog PCU (Typical) Position Transducers

Control Surfaces

ACE (4)

Backdrive Actuators PFC (3) Flight Controls ARINC 629 Bus (3)

Analog Legend: Mechanical Connection

AIMS

ADIRU

SAARU

AFDC (3)

PFCS Operational Overview PFCS Operational Overview

MANUAL OPERATION Position transducers change the flight crew commands of the control wheels, the control columns, the rudder pedals, and the speedbrake lever to analog electrical signals. These signals go to the actuator control electronics (ACEs). The ACEs change the signals to digital format and send them to the primary flight computers (PFCs). The PFCs communicate with the airplane systems through the three flight controls ARINC 629 buses. The PFCs use mid-value selection and averaging on the input command signals. In addition to command signals from the ACEs, the PFCs also receive data from the AIMS, ADIRU, and SAARU. These signals are airspeed, attitude, and inertial reference data. The PFCs calculate the flight control commands based

on control laws, augmentation, and envelope protections. The digital command signals from the PFCs go to the ACEs. The ACEs change these command signals to analog format and send them to the power control units (PCUs). One, two or three PCUs operate each control surface. The PCUs contain a hydraulic actuator, an electro-hydraulic servo-valve, and position feedback transducers. The servo-valve causes the hydraulic actuator to move the control surface. The actuator position transducer sends a position feedback signal to the ACEs. After conversion to digital format, the ACEs send the signal to the PFCs. The ACEs stop the PCU command when the position feedback signal equals the commanded position.

Some of the PCUs have differential pressure transducers to measure the force from the PCU. The PFC uses this pressure data to equalize the force of all PCUs of a control surface. AUTOPILOT OPERATION The PFCs receive autopilot commands from the three autopilot flight director computers (AFDCs). The PFCs calculate the flight control commands in the same manner as for manual operation. In addition, the PFCs supply the backdrive signals to the backdrive actuators through the AFDCs. The backdrive actuators move the control wheels, control columns and rudder pedals in synchronization with the autopilot commands. The movement of the flight deck controls supplies visual feedback of autopilot control to the flight crews.

15-3

Flight Control s PRIMARY FLIGHT COMPUTERS DISC DISC

a

AUTO

Normal Automatic or Manual Switching to the Highest Mode Available

PFC Disconnect Switch (P5)

Automatic or Manual Switching

PFC

ACE

Secondary Automatic Selection

Automatic or Manual Switching PFC

Direct

ACE

Automatic or Manual Switching ACE

PFCS Operational Modes PFCS Operational Modes

SECONDARY MODE

The PFCS has three modes of operation:

The PFCS changes to the secondary mode if the PFCS finds a loss of important sensor data.

• • •

Normal Secondary Direct.

NORMAL MODE

The secondary mode operates the same as the normal mode except that the protection functions and the autopilot are not available.

All control laws and protection functions are active in the normal mode.The control laws calculate commands for roll, yaw, and pitch control. The protection functions include stall warning, overspeed, overyaw, and bank angle.

DIRECT MODE

The autopilot operates only in the normal mode. It cannot be engaged in the secondary or direct mode.

In the direct mode, position transducer signals (pilot commands) go directly to the ACEs and to the PCUs. The PFCs do not operate in this mode.

15-4

The PFCS changes to the direct mode if sensor data degrades further or if there are failures that make the normal and secondary modes unreliable.

The PFCS protection functions and the autopilot are not available in the direct mode. FLIGHT DECK CONTROLS The PFC disconnect switch, on the P5 overhead panel, has two positions: AUTO and DISC. In the AUTO position, the PFCS mode selection is automatic. When the switch is in the DISC position, the PFCS changes to the direct mode. The PFC disconnect switch permits the pilots to select the direct mode of operation. If the switch is cycled or moved again to AUTO, the PFCS goes from the direct mode to the highest mode available. An amber light adjacent to the switch shows when the PFCS is in the direct mode.

Flight Control s

AILERON

R Flaperon PCU (2)

Spoilers 4 and 11

LEFT

RIGHT

WING

WING

DOWN

DOWN

PCU (2) Ai ler on Trim Switches (P8)

PCU (2)

L Flaperon

Aileron Trim Actuator

Control Wheel Breakout Mechanism

PCU (2)

Feel and Centering Mechanism

R Aileron

Position Transducers (6) PCU (2)

Force Transducer

L Aileron ACE (4)

Speedbrake Lever Transducers (4)

Speedbrake Lever


PCU (12)

Spoilers

Typical of All Spoilers Except 4 and 11 Legend: Mechanical Connection

Backdrive Act uato r (2)

AFDC (3)

PFC (3)

PFCS Roll Control Roll Control

The ailerons, the flaperons, and the spoilers control the roll attitude of the airplane. The spoilers also function as speedbrakes. FLIGHT DECK CONTROLS A cable system connects the two control wheels through a breakout mechanism. A mechanical feel and centering mechanism supplies feel forces to the control wheels. Each control wheel moves three independent position transducers. The position transducer signals go to the ACEs and then to the PFCs. There is a force transducer to detect a pilot override of the bank angle protection. Two trim switches supply power to the aileron trim actuator to move the control wheels. A decal, on the top of

the control wheel, shows the position of the aileron trim. CONTROL SURFACES The ailerons move a maximum of 33 degrees up and 19 degrees down. Counterweights balance the ailerons. The flaperons move a maximum of 11 degrees up and 34 degrees down. Two PCUs operate each aileron and flaperon. The inboard and outboard spoilers move a maximum of 60 degrees up except for spoilers 4 and 11, which move a maximum of 45 degrees. One PCU operates each spoiler. AILERON AND FLAPERON DROOP When the flaps extend, the ailerons and flaperons move down (droop) to increase lift. When drooped, the ailerons and flaperons continue to supply roll control.

AILERON LOCKOUT During high speed flight, the PFCs fair the ailerons to the wing and lock out their operation. At low speed, the PFCs unlock the ailerons and command their operation. SPEEDBRAKE The speedbrake lever, on the control stand, moves a multiple channel speedbrake transducer. The speedbrake transducer signals go to the ACEs and then to the PFCs. In flight, the PFCs command the speedbrakes to extend as a function of the speedbrake lever movement. At high speed, the PFCs prevent the operation of some spoilers. When the airplane lands, the auto speedbrake actuator automatically moves the speedbrake lever to cause the spoilers to deploy. Some spoilers are delayed until the pitch attitude is less than 2 degrees. 15-5

Flight Control s Manual Trim Cancel Switch

THRUST ASYM COMP

Rudder Trim Selector

AUTOw OFF a

P8 Aft Ai sl e Stand

P5 Overhead Panel

Modal Accelerometers (2)

Rudder Trim Actuator

Gust Suppression Pressure Transducers (2)

Feel and Centering Mechanism Rudder

Pedal Position Transducers (4)

PCU (3) ACE (4)


AIMS Cabinet (2)

Legend: Mechanical Connection


AFDC (3)

PFC (3) Rudder Trim Indicator (P8)

PFCS Yaw Control Yaw Control

The rudder controls the yaw attitude of the airplane. FLIGHT DECK CONTROLS Linkages connect the two pairs of rudder pedals. A feel and centering mechanism supplies feel forces to the rudder pedals. The pedals move two independent position transducers that send their signals to the ACEs and the PFCs. A crank, in front of each pilot, permits the adjustment of the pedals. A rudder trim selector, on the aisle stand, supplies trim signals to the ACEs. The rudder trim actuator moves the rudder pedals when commanded by the ACEs. Two rudder trim rates are available. A rudder trim indicator, also on the aisle stand, shows the rudder trim position. 15-6

A manual trim cancel switch, on the aisle stand, sends a signal to the ACEs to command the trim to zero.

gradually reduces the maximum movement of the rudder as the airspeed increases.

A switch on the P5 overhead panel permits the pilots to disable the thrust asymmetry compensation function.

YAW DAMPING

CONTROL SURFACE The rudder moves a maximum of 27 degrees in either direction. Three PCUs, which get power from different hydraulic power sources, operate the rudder. The rudder PCUs have a pressure valve to increase the PCU pressure when another PCU is not operating. A rudder tab hinges on the rudder. The tab moves mechanically with the rudder to increase its effect. RUDDER RATIO The PFCs calculate the rudder ratio based on airspeed. The rudder ratio

In flight, the PFCs send commands to move the rudder for Dutch roll damping and turn coordination. GUST AND MODAL SUPPRESSION The gust and modal suppression functions increase passenger comfort. The PFCs adjust the rudder position to dampen the effects of side gusts and other causes of lateral motion of the vertical fin. THRUST ASYMMETRY COMPENSATION (TAC) The TAC function helps the pilots during asymmetrical engine thrust. The PFCs send commands to the ACEs to move the rudder.

Flight Control s

Elevator Feel Actuators (2)

Control Columns

PCU (2)

R Elevator

PCU (2)

L Elevator

Elevator Feel Units (2) Force Transducers (2) Position Transducers (6)

Column Breakout Mechanism

Legend:

ACE (4)


Flight Controls ARINC 629 Bus es (3)

AIMS Cabi net (2) AFDC (3)

PFC (3) ADIRU

Mechanical Connection

PFCS Pitch Control - Elevator Pitch Control - Elevator

The elevators supply short-term correction of the pitch attitude of the airplane. FLIGHT DECK CONTROLS The torque tubes of the two control columns connect with a breakout mechanism. Each control column moves three position transducers. The position transducer signals go to the ACEs and then to the PFCs. The force transducers measure the force that the pilot applies to the columns. When the force transducer signal is zero, the PFC uses a zero input position command. Two elevator feel units, one forward of each torque tube, supply limited feel and set the column centers. Two electric actuators, operated by the PFCs through the ACEs, increase the feel forces supplied by

each feel unit. The PFCs control the feel forces as a function of airspeed. CONTROL SURFACES The elevators have hinges on the rear spar of the horizontal stabilizer. The elevators move a maximum of 33 degrees up and 27 degrees down. Two PCUs, which get power from different hydraulic power sources, operate each elevator.

OVERSPEED PROTECTION During an overspeed condition, the PFC causes the elevator to move for an airplane pitch up. SPEED STABILITY AND FLARE COMPENSATION The PFC controls the elevator in pitch up or pitch down in relation to airspeed changes for speed stability.

The elevator PCUs have a pressure reducing valve operated by a solenoid and controlled by an ACE. When a PCU is not in operation, the ACEs increase the pressure on the other PCU for elevator movement.

During flare, the PFC cause a pitch down for the natural attitude of the airplane in ground effect.

STALL PROTECTION

During takeoff, the PFC puts a limit on the pitch and pitch rate to prevent tail strikes and increase payload.

When the airplane gets near a stall condition, the PFC causes the elevator to move for an airplane pitch down.

TAIL STRIKE PROTECTION 777300ER, -200LR, FREIGHTER

15-7

Flight Control s Hydraulic Brakes (2)

ALTN

Al tern ate Pitch Trim Levers (P10)

Stabilizer Position Modules (3)

STCM (2)

C STAB R

Control Wheel Pitch Trim Switches (4)

NORM

CUTOUT

ACE (4)

Stabilizer Cutout Switches (P10)


Hydraulic Motors (2)

Stabilizer

Ballscrew Act uato r

AIMS

Legend: Mechanical Connection Hydraulic Connection

PFC (3) Stabilizer Position Indicator (2) (P10)

PFCS Pitch Control - Stabilizer Pitch Contr ol - Stabilizer

CONTROL SURFACE

The horizontal stabilizer supplies long-term correction of the pitch attitude of the airplane.

The horizontal stabilizer is a one piece airfoil. It pivots at its rear spar. A ballscrew actuator, attached to the front spar, moves the stabilizer leading edge to a maximum of 4 degrees up and 11 degrees down.

FLIGHT DECK CONTROLS The pilots use two pitch trim switches for manual pitch trim control. The switches, on the outboard of each control wheel, send electrical pitch trim signals to the ACEs. The pilots also use two alternate pitch trim levers on the left of the control stand. Two guarded cut-out switches, on the control stand, control hydraulic shutoff valves to stop hydraulic pressure to the stabilizer. Two stabilizer position indicators, on the control stand, show the position of the stabilizer. A green band on the indicator shows the range of correct stabilizer position for takeoff.

15-8

Two hydraulic motors, which get power from different hydraulic power sources, cause the ballscrew actuator to rotate. Two hydraulic brakes prevent the ballscrew actuator from moving. Two stabilizer trim control modules (STCMs) receive commands from the ACEs to control the hydraulic pressure to the motors and brakes. A shutoff valve, on each STCM, stops hydraulic power when the applicable cutout switch is in the CUTOUT position. Cables transmit the stabilizer movement to three stabilizer position modules (SPMs) in the stabilizer

compartment. The SPMs supply stabilizer position data to the ACEs. ELEVATOR OFFLOAD In the normal mode of operation, the PFCs command pitch trim when the elevator is not faired to the stabilizer for more than a set time. COLUMN CUTOUT When the pilot moves the control column in the opposite direction of the pitch trim direction, the PFCs cut out the pitch command to the STCMs. This stops the stabilizer ballscrew. STABILIZER AUTO SHUTDOWN If there is an uncommanded pitch trim, the PFCs command the STCM hydraulic shutoff valves to close.

Flight Control s

PCU

Spoiler 11

PCU

Spoiler 4

Mechanical Cables

Stabilizer

Mechanical Cables

Right STCM R Hyd Sys

Al tern ate Pit ch Trim Levers

M/B Ballscrew Actuator M/B

Left STCM

Legend:

C Hyd Sys

Mechanical Connection Hydraulic Connection

PFCS Mechanical Control PFCS Mechanical Control

HORIZONTAL STABILIZER

A cable-driven system controls two spoilers and the stabilizer.

The pilots use two alternate pitch trim levers and a set of cables to send mechanical control signals to the horizontal stabilizer. Two alternate pitch trim levers on the control stand connect to valves on each stabilizer trim control module (STCM).If the pilots move both levers in the same direction, this moves the valves in the STCMs. This sends hydraulic fluid to the hydraulic motors and brakes to move the horizontal stabilizer.

SPOILERS The pilots use the control wheels and cables to mechanically control signals to spoilers 4 and 11. The captain’s or first officer’s control wheel controls the position of a hydraulic control valve on the spoiler PCUs. This causes the hydraulic PCUs to move the spoilers. In normal mode only, the PFCs calculate commands to electrically control spoilers 4 and 11 as speed brakes. Spoilers 4 and 11 deploy to a maximum of 45 degrees.

15-9

Flight Control s

SPOILERS

L AIL

L FLPRN

R FLPRN

R AIL

STAB

RUDDER TRIM

6.50

L

L ELEV

10.5

R ELEV RUDDER FLT CTRL MODE

SECONDARY

PFCS Synoptic Display

PFCS Indications PFCS Indication s

Trim position of the stabilizer and rudder shows in degrees.

SYSTEM MONITORING The PFCs do a self-test and a test of the ACEs each time the system gets power. A failure of a test may cause an EICAS status message. SYNOPTIC DISPLAY The flight controls synoptic display gives the flight crew a graphical overview of the flight control system. The display has this information: • • •

Primary flight control surface positions Failures Current flight control mode.

15-10

The synoptic display helps the flight crew understand the impact of flight control system failures. It is not necessary to use the synoptic display to do any normal or nonnormal crew procedures.

MAINTENANCE PAGES There are three maintenance pages. Maintenance personnel use the maintenance pages to do maintenance functions, such as rigging, and to do checks of the discrete outputs from the PFCS components.

Flight Control s

FLIGHT CONTROL ROLL RATE ROLL ANGLE

-0.70 -0.18

+2.39

ALT

ANGLE OF ATTACK +5.23

CAS

YAW RATE

PITCH RATE: ADIRU +0.15

COLUMN

FLIGHT CONTROL

AUTO PG 1/3

L1 ACE INT XDCR +0.15

L2

2000 257

C

EXT XDCR

+0.15

+0.15 +0.15

CAPT WHEEL

PEDAL

COLUMN

R

+0.15 +0.15

+0.15 +0.15

F/O WHEEL

PEDAL

+5.36

+3.57

-0.42

+5.36

+3.57

-0.42

+5.36 3 +5.36 FORCE 1 +0.05 2 +0.05 FDR +0.062

+3.57 +3.57 +0.05

-0.42

+5.36 +5.36 +0.05

+3.57 +3.57

-0.42

POS 1 2

SPD BRK HANDLE

+0.05 +15.3 RUD TRIM

+18.7

+0.05 +0.062

ELEVATOR FEEL

+18.7

+0.00

+0.05

+0.05

UPR

+1.2

L

+1.2

2

+0.00 +0.00

+0.05

+0.05

LWR

+1.2

R

+1.2

3 4

+0.00

PFC MODE:

NORMAL

HYD PRESS C 3000 R 3000

ENGAGED

FLAPERON POSITION PCU FORCE

+3.36 +10

+3.36 +10

+0.75

+0.75

AILERON POSITION

+0.75 S

+0.75

UPR MID LWR

+2.35 +2.35 S

OVERSPEED PROT

+20 -20

DATE 17 JAN 91

UTC 18:44:33

STABILIZER

PFCS Maintenance Page – Controls

RUDDER DELTA PRESS

+2.20 +2.20 S +2.20

+20 +20 -20

STAB POSITION 1 2 3

STABILIZER

1.20 1.20 10 1.20 S 1.23 12 1.20 1.23 14 1.20 S

+3.36 S -10

POSITION

PROT MODE ACTIVITY:

3000

L

ELEVATOR POSITION DELTA PRESS AUTOPILOT:

8

+3.36 -10

SUPPRESS GUST MODAL

POS 1

SPOILER POSITION

1.23 S 1.20 5 1.23 S 1.23 3 1.20 1.23 1 1.23 S 7

AUTO PG 2/3

-2.06 -2.06 -2.06 DATE

ELEVATOR POSITION DELTA PRESS SR SC

+2.35 +2.35 S

17 JAN 91

+10 +10 UTC 18:44:33

PFCS Maintenance Page – Surfaces

PFCS Indications

FL IG HT CO NTROL

ACE ANALOG DISCRETES: FSEU 1 TE & LE RETRACTED FSEU 2 TE & LE RETRACTED PFC DISCONNECT SWITCH ACE MODE RUD MTC SWITCH PUSHED RUD TRIM ARMED RUD TRIM RATE RUD TRIM DIRECTION RUD TRIM BRK RELEASED CAPT PITCH TRIM ARM CAPT PITCH TRIM/CTRL F/O PITCH TRIM ARM F/O PITCH TRIM CTRL STCM BRK RELEASE PRESS STCM HYD SO RLY POWER ELEV FEEL ENGAGED SPDBRK ACTR RETRACTED TAC SWITCH POSITION

L1

AUTO PG 3/ 3

L2

YES NO AUTO DIRECT YES --LEFT -UP ------YES --

C

YES NO AUTO NORM -------NO ---YES ---

L AIMS ANALOG DISCRETES: ALTN PITCH TRIM LEVER ARM ALTN PITCH TRIM LEVER CTRL

STABILIZER

R

YES NO AUTO NORM ------UP --YES YES YES -AUTO

YES NO AUTO NORM -YES FAST -YES ---NO YES YES ----

R

ACTIVE

DIRECTION

ACTIVE

DIRECTION

YES YES

UP UP

YES YES

UP UP

DATE 17 JAN 91

UTC 18:44:33

PFCS Mainten ance Page – Discretes

PFCS Indications

15-11

Flight Control s FSEUs Slats

Flap and Slat Primary Control Valves

Krueger Flap

Flap and Slat Position Sensors Slat PDU

Flap Position Sensors

Torque Tubes

Flap Transmission Assembly Slat Rotary Actuators Flap PDU

Inboard Flap

Outboard Flap Slat Position Sensors

High Lift Surfaces High Lift Surfaces

TRAILING EDGE FLAPS The trailing edge flaps have an inboard double slotted flap and an outboard single slotted flap on each wing. The flaps have six positions: up, 5, 15, 20, 25, and 30. The takeoff setting is at 5, 15, or 20. The landing setting is at 25 or 30. The flaps retract at settings 1 and up. Hydraulic or electric motors on the flap PDU turn the flap torque tubes. The torque tubes operate the flap transmission assemblies. The transmission assemblies use a ballscrew and gimbal to extend and retract the flaps. LEADING EDGE SLATS The leading edge slat system has seven slats and one Krueger flap on 15-12

each wing. The Krueger flap seals the gap between the engine strut and the inboard slat. The slats have these three positions: • • •

Cruise (retracted) Takeoff (sealed) Landing (gapped).

The Krueger flap has only two positions: retracted and deployed. Hydraulic or electric motors on the slat power drive unit (PDU) turn the slat torque tubes. The torque tubes drive the slat rotary actuators. The rotary actuators extend and retract the slats with a rack and pinion drive. FLAP/SLAT ELECTRONIC UNITS Two identical and interchangeable flap/slat electronic units (FSEUs), in the main equipment center, process the high lift commands.

FLAP POSITION SENSING There are two position sensors on each side of the flap PDU. These sensors supply the flap position to the FSEUs for control and monitoring. The FSEUs also receive inputs from 16 flap skew sensors. These sensors are on the flap linkages and monitor for flap misalignment. SLAT POSITION SENSING There are two position sensors at each end of the slat torque tubes. These sensors supply the slat position to the FSEUs for closed loop control and for monitoring. The FSEUs also receive inputs from 12 slat skew/loss proximity sensors. These sensors monitor for slat misalignment and for a lost slat.

Flight Control s ALTN FLAPS ARM ALTN w

Sec/Altn Control Relays

w

RET

OFF

EXT

Center Hydraulic System

Limit Switches

Autoslat Priority Valve

Al tern ate Flap s Panel (P10)

PDU (Typical) Flap/Slat Priority Valve

FLAP

1

Flap Lever Position Sensors

Hydraulic Motor

5

15

FSEU (2) 20

Primary Control Valve (Typical)

Electric Motor

25

Flap and Slat Position Sensors

30

Flap Lever (P10)

Legend: Mechanical Connection Hydraulic Connection


Flap and Slat Skew Sensors

TE Flaps and LE Slats

HLCS Operational Overview HLCS Operational Overview

The high lift control system (HLCS) extends and retracts the trailing edge and leading edge devices. The HLCS operates in three modes: • • •

Primary Secondary Alternate.

PRIMARY MODE The primary mode has a fly-by-wire closed loop control and operates hydraulically. The pilot controls the HLCS with the flap lever on the control stand. The lever has seven detents with gates at detents 1 and 20. Four sensors transmit the flap lever position to the two FSEUs. The FSEUs receive and transmit data on the systems ARINC 629 buses. Other airplane systems supply airspeed and hydraulic data

through these buses for the high lift protection functions. The FSEUs control solenoids in the primary control valves. These valves control the hydraulic power to the hydraulic motors on the flap and slat PDUs. These motors operate the flap and slat mechanisms. The FSEUs also operate the autoslat priority valve for autoslat extension when the airplane is near a stall condition. SECONDARY MODE If the FSEUs find a fault in primary mode, they switch to the secondary mode. The secondary mode operates electrically, but the pilot control is the same as in the primary mode. The FSEUs control the secondary/alternate control relays. These relays engage clutches and

supply electrical power to electric motors on the flap and slat PDUs. The electric motors move the flap and slat mechanisms. ALTERNATE MODE The alternate mode is independent of the FSEUs and uses electrical power to move the flaps and slats. The pilot selects the alternate mode with the alternate flaps arm switch. The pilot then selects extend or retract using the alternate flaps selector. These switches are on the control stand, outboard of the flap lever. These switches control the secondary/alternate control relays for the flaps and slats in the same way as the secondary mode. The alternate mode uses flap and slat limit switches to limit the flaps to 20 degrees and the slats to the sealed position.

15-13

Flight Control s

Flap/Slat Indication

EICAS

Tape

Left Wing Slats Left Wing Flaps

F L A P S

Command Bar Command Bar

20

Detent Number

Primary Mode Display

F L A P S

15

Detent Number

Secondary Mode Display

5 20

F L A P S

5 20

Alternate Mode Display

Flap and Slat Indications Flap and Slat Indic ations

SECONDARY MODE DISPLAY

ALTERNATE MODE DISPLAY

The EICAS display shows all HLCS indications. The FSEUs supply surface positions to the primary display system which shows the indications in the three modes of operation.

When the system changes to the secondary mode, the flap/slat indication expands to show position tapes for both the slats and flaps on each wing. A magenta command bar and detent number shows the flap setting. The command bar and detent number change to green when the surface position agrees with the flap lever command. The tape, command bar, and detent number change to amber to show faults in the secondary mode.

The alternate mode display shows when the alternate system is armed. This display is similar to the secondary mode display, except the command bars do not show and tick marks show flap lever detent positions. The alternate mode uses X’s on the tapes to show faults.

PRIMARY MODE DISPLAY The primary mode display is a single white tape that moves down as the flaps and slats extend. A magenta command bar and detent number shows the flap setting. The command bar and detent number change to green when the surface position agrees with the flap lever command. The primary mode display goes out of view 10 seconds after the flaps and slats fully retract and the flap lever is in the UP position.

15-14

The secondary mode display goes out of view 10 seconds after the flaps and slats fully retract and the flap lever is in the UP position.

Flight Control s

Slats

Flaps

Cruise

Sealed Position

Takeoff

Gapped Position

Landing

HLCS Functions HLCS Functi ons

The FSEUs control the sequence of the flaps and slats extension and retraction. The FSEUs also supply protection functions such as autoslat extension, load relief and skew or asymmetry. FLAP AND SLAT SEQUENCE The flaps and slats extend and retract in sequence. This sequence is different in the three modes of operation. In the primary mode, the slats extend to the sealed position before the flaps extend. When the flap lever is at 25 or 30, the slats extend to the gapped position before the flaps extend from the 20 position. In the secondary mode, the slats extend to the gapped position before the flaps extend.

In the alternate mode, the slats and flaps extend at the same time. In all three modes, the flaps retract before the slats retract. AUTOSLAT The autoslat function improves the airplane stall performance near stall conditions. The autoslat function is available only in the primary (hydraulic) mode. When the airplane is near a stall condition, the FSEUs send a command to extend the slats from the takeoff (sealed) position to the landing (gapped) position. The slats return to the takeoff position when the airplane is no longer near a stall condition. LOAD RELIEF The flap and slat load relief functions protect the flaps and slats from

airload damage. The flap load relief function is available only in the primary (hydraulic) mode. The slat load relief function is available only in the secondary (electric) mode. When the airspeed is more than set levels, the flaps retract to a new position. This new position depends on airspeed. The slats retract from the gapped to the sealed position. When the airspeed is less than the reset value, the flaps extend to the commanded position. The slats extend to the gapped position. When load relief is active, the EICAS display shows a LOAD RELIEF message adjacent to the flap/slat indication. SKEW OR ASYMMETRY When the FSEUs detect a skew or asymmetry, they shut down the flap or slat drive.

15-15

Flight Control s

FLAP/SLAT

STATUS FLAP LEVER

AIRSPEED

1A 1B 2A 2B

C SYS PRESS

9.00 8.47 8.91 9.05

AUTOSLAT LOAD RELIEF PRIORITY VLV AIR/GND

FSEU 1

FSEU 2

STANDBY 200

IN CONTROL 200

3000 CMD NOT CMD OPEN AIR

3000 NOT CMD CMD CLOSED AIR

SLATS

DRIVE CMD MODE S/O VLV CMD SLAT 2

SLAT POS

PRI EXT LO SPD CLOSED

SLAT 7

A FAR B NEAR

L 1 200.40 2 198.80 SLAT 8

INBD OUTBD A FAR FAR B NEAR NEAR

OUTBD FLAP

SLAT 13

INBD OUTBD A FAIL FAR B NEAR NEAR

FLAPS

DRIVE CMD MODE S/O VLV CMD

A FAIL B NEAR

FLAP POS

PRI EXT LO SPD CLOSED

L 1 200.40 2 198.80

R 200.40 198.80

INBD FLAP

INBD FLAP

L1

L2

L3

L4

R5

R6

R7

R8

A 3.50 B 3.49

3.50 3.49

A 3.50 B 3.49

3.50 3.49

A 3.50 B 3.49

3.50 3.49

A 3.50 B 3.49

3.50 3.49

SLATS DRIVE

DATE 23 JUN 90

HLCS Maintenance Page

HLCS Maintenance Page HLCS Maintenance Page

There is one maintenance page for the HLCS. Maintenance personnel use the maintenance page to do maintenance functions, such as rigging, and to do checks of the discrete outputs from the HLCS components.

15-16

R 200.40 198.80

OUTBD FLAP

UTC 18:54:04

16 E n S v i r y o s n t e m m e s n t a l

Environmental Systems

16 l a t n s e m m e n t s o r y i v S n E

Environmental Systems Features

FREIGHTER AIR DISTRIBUTION

•

Pn eu mat ic Sy st em

PNEUMATICS

The freighter air distribution system has these separate zones:

•

A i r Co n di t io ni n g Pac k Ai r fl ow

•

Passenger Distribution Airflow

•

Pas sen ger A i r C on di t io ni n g

•

Passenger Temperature Control and Recirculation

•

Fr ei g ht er A i r Co nd i ti o ni ng

•

Freighter Temperature Controls

•

Passenger Equipment Cooling, and Lavatory and Galley Ventilation

There are forward and aft equipment cooling systems.

•

The forward system uses supply and exhaust fans to cool equipment in the MEC, forward equipment center, and flight deck.

Freighter Equipment Cooling, and Lavatory and Galley Ventilation

•

Cargo Compartment Heating and Bulk Cargo Compartment Ventilation

•

Cab in Pr es su r e Co nt r ol

•

Sy no pt ic Di sp lay s

•


•

Nitrogen Generation System

Two controllers supply these functions: • • • •

Pneumatic system control Pressurization system control Air conditioning pack flow schedule control Air conditioning pack backup control.

• • • • •

Flight Deck Supernumerary area Six zones for the main deck cargo compartment Forward lower cargo compartment Aft / Bulk cargo compartments.

The only crew action is to select auto operations or off.

Forward lower cargo air conditioning is standard on the freighter. Aft lower cargo air-conditioning is optional.

The system automatically removes pneumatic loads if the airplane stalls.

EQUIPMENT COOLING

The controller BITE monitors and tests components to the LRU level. AIR CONDITIONING The airplane has seven temperature control zones. The system can have as many as sixteen zones to permit options, without adding more controllers. Two controllers control the air conditioning system. They both do zone and pack control. Each controller has two control channels.

The aft system uses the lavatory and galley ventilation system. It pulls air through aft electrical equipment. FREIGHTER EQUIPMENT COOLING

The controller BITE monitors and tests components to the LRU level.

The forward system uses conditioned air from the left pack with trim air thru a 3-way valve to cool the equipment in the flight deck.

Air bearings in the air cycle machine, and a mechanical water collector reduce service needs.

The forward system also uses the supply and vent system to cool the main equipment center.

An optional gasper system gives additional air circulation at each passenger seat.

CARGO COMPARTMENT HEATING AND VENTILATION

Electric heaters give additional heat in the flight deck, galleys, and door areas for crew and passenger comfort.

Waste heat from the exhaust part of the forward equipment cooling system heats the forward cargo compartment. Hot air from the pneumatic system heats the aft and bulk cargo compartments. Ventilation permits the transport of animals in the bulk cargo compartment.

16-1

Environmental Systems Pneumatic System

•

Air from the pneumatic system does these functions:

• •

• • • • •

The engine bleed part of the system has these three control levels:

• • • •

Starts the APU Starts the engines Ventilates the cabin Pressurizes the cabin Prevents ice formation on the wing slats Causes air flow across the total air temperature probes Pressurizes hydraulic reservoirs Supplies power to the air driven hydraulic pumps Supplies aft, and bulk cargo heat.

These are the sources of air for the pneumatic system: • • •

Ground air compressors APU load compressor Engine bleed air system.

• • •

Overhead panel ARINC 629 system (OPAS) Warning electronic unit (WEU) Weight on wheels (WOW) cards.

Digital Analog Pneumatic.

Digital is the primary mode. Analog and pneumatic are backup modes. The ASCPCs give digital and analog control. Valves give pneumatic control. The ASCPCs monitor system operation to the level of the line replaceable unit (LRU). The central maintenance computing system (CMCS) gives fault information. The ASCPCs control the:

There are two air supply cabin pressure controllers (ASCPCs) in the main equipment center. They use data about the air sources and air users to select the valve positions. The data for automatic operation comes from these: • • • • • • • • • • • •

Airfoil and cowl ice protection system (ACIPS) Autopilot flight director system (AFDS) Airplane information management system (AIMS) Air supply cabin pressure controllers (ASCPC) Auxiliary power unit controller (APUC) Cabin temperature controller (CTC) Duct leak and overheat detection (DLODS) ECS miscellaneous card (ECSMC) Electronic engine control (EEC) Electrical load management system (ELMS) Flap slat electronics unit (FSEU) Hydraulic interface module (HYDIM) cards

16-2

• • •

Engine bleed air supply Isolation valves APU shutoff valves.

Sensors (not shown) in the system give the controllers pressure, temperature, valve position, and flow data. Engine bleed air comes from either an intermediate stage or the high stage of the engine high pressure compressor. The controllers use engine pressure and airplane altitude to make the stage selection. The high pressure shutoff valve (HPSOV) controls system pressure when the high stage supplies the bleed air. A check valve prevents reverse flow through the intermediate pressure port. The pressure regulating and shutoff valve (PRSOV) controls system pressure when the intermediate stage supplies the bleed air.

Air from the engine fan section cools engine bleed air in the precooler. If the bleed air does not cool sufficiently, the PRSOV reduces the air flow to keep the temperature to a limit. Over-pressure and over-temperature bleed air and duct leak conditions causes a system protective shutdown.

Environmental Systems BLEED AIR L

ISLN

C

ISLN

AFDS

ACIPS

R

AUTO w

AUTO w

AUTO w

CLOSED a

CLOSED a

CLOSED a

WAI

WAI

CTC (2)

APUC L ENG ON

A

APU

w

OFF

a

AIMS

FSEU

DLODS

R ENG

AUTO w

ON

OFF

OFF

a

w a

ECSMC (2)

Bleed Air/Pressurization Panel (P5)

EEC (2)

ELMS

OPAS (2)


HYDIM (4)

WEU

WOW

Left ASCPC

Right ASCPC

A

AC Pack

Manifold Flow Sensor

AC Pack

To Hydraulic Reservoir

Air-Driven Pump (C2)

To Wing Anti-Ice

Ground Air Supply

Manifold Dual Temperature Sensor

Ground Air Connection To TAT Probe

Right Engine Bleed Air Supply

Isolation Valve (3)

To Hydraulic Reservoir

To Engine Starter Fan Air Modulating Valve

Aft Cargo Heat

Precooler

High Pressure and Fan Air Controller Intermediate Pressure Check Valve

Bulk Cargo Heat

Air-Driven Pump (C1) APU Shutoff Valve

Pressure Regulating and Shutoff Valve Duct Vent Valve Engine Anti-Ice Valve

Controller Air Cooler

High Pressure Shutoff Valve

Pressure Regulating and Shutoff Valve Controller Intermediate Pressure Sensor

APU Starter Control Valve

To APU Start

Supply From APU Air

Pneumatic System

16-3

Environmental Systems Ram Air Inlet

To Trim Air System

From Pneumatic System

Reheater

Temperature Sensors (Typical)

Economy Cooling Check Valve

Water Spray

Low Limit Valve

Condenser Inlet Temperature Sensors Condenser Economy Cooling Valve

Sec Hx

Water Collector

Pri Hx

Flow Sensor

Ozone Converter

Flow Control Shutoff Valves

To Flight Deck (Left Pack Only) C

T1

To Mix Manifold

T2

Ram Air Exhaust Turbine Bypass Valve

ACM: Fan

ACM: Compressor Turbines

To Flight Crew and Attendant Rest Areas (Opt)

Gnd Air Connection

Pack Airflow Pack Air Flow

Two flow control and shutoff valves control air flow from the pneumatic system to each pack. One valve is open at a time.The upper valve is open at altitudes up to 26,000 feet (7930m). Above 26,000 feet the lower valve opens to let air go through the ozone converter. When the airplane goes below 24,000 feet (7315m), the upper valve opens and the lower valve closes. Heat exchangers use ambient ram air to remove heat from the pneumatic system and the air cycle machine (ACM) compressor. The air cools more in the condenser. The water collector removes water that has condensed and sends it to the ram air for evaporative cooling. Air from the collector warms in the reheater to remove any ice particles. Air expands in the turbines of the ACM to give cooling. 16-4

The cabin temperature controller (CTC) controls the turbine bypass valve, low limit valve, and ram air doors to adjust the air temperature from the packs. The controllers use data from sensors for control and indication.

valve. It does not go through the ACM. The CTC modulates only the ram air doors to control cooling air flow through the heat exchangers.

When less cooling is necessary, the pack goes to the economy cooling mode. The economy cooling valve opens to decrease the air flow through the compressor and turbine. This decreases the pneumatic pressure needed for pack air flow.The CTCs modulate the turbine bypass valve and ram air doors to control pack outlet temperature.

Connections for ground conditioned air are in the ECS bays in the ducts that come from the packs. Normally air from the left side goes to the flight deck and the mix manifold and air from the right side goes only to the mix manifold.

If there is a failure of the ACM, or the condenser inlet temperature sensors, or if the economy cooling valve fails open, the pack can operate in the standby cooling mode. Air goes through the economy cooling check valve, the economy cooling valve, and the turbine bypass

Distribution Air Flow (passenger)

Air from the left pack also goes to the optional overhead flight crew and attendant rest areas. The mix manifold is in the aft end of the forward cargo compartment. Ducts and risers for each zone connect the mix manifold to conditioned air distribution ducts above both passenger compartment aisles. The ducts have outlets that let air go into the passenger compartment.

Environmental Systems Conditioned Air Overhead Distribution Duct (Typical)

Aft Upper Recirculation Fan

Mix Manifold Fwd Upper Recirculation Fan

Risers (8) (Typical)

Conditioned Air Outlet Ducts

Pack Locations (In Underwing Fuselage Area)

Lower Recirculation Fans Flight Deck Conditioned Air Distribution Duct

Passenger Distribution Airflow

Ram Air Exhaust

Ground Conditioned Air Connector (2)

FWD

ECS Bay Doors (Access to Packs)

Ram Air Inlet Doors

Underwing Fuselage Area

Air Conditioning Pack Location

16-5

Environmental Systems Passenger Air Conditioning

Recirculation

Gasper (Optional)

There are two cabin temperature controllers (CTCs) that give normal air conditioning control. Each CTC has two channels for redundancy. There are two air supply cabin pressure controllers (ASCPCs) that give backup control.

Air from the passenger cabin goes through return air grilles to the area between the fuselage skin and sealed cargo compartments. Some of this air goes out of the airplane through the pressurization outflow valves.

The gasper system increases air flow in the passenger cabin through outlets in the passenger service units (PSUs). The system has these components:

The left controllers control these left components:

The lower recirculation fans get air from the area between the fuselage skin and sealed cargo compartments. The upper recirculation fans get air from above the passenger compartment ceiling near passenger doors two and three. They move the air through filters into the distribution system.

•

• • •

Flow control and shutoff valves Air conditioning pack Trim air system.

The right controllers control the right side. There are two control panels. The flight crew uses the air conditioning panel on the P5 to do these functions: • • • •

Operate the air conditioning packs Operate the recirculation fans Set the flight deck temperature Set the cabin temperature.

The cabin crew can use the cabin temperature screen on cabin services system (CSS) control panels to adjust the temperature of each cabin zone 10F (6C) above or below the set temperature. Sensors in the flight deck and passenger zones give temperature information to the controllers. The controllers control the pack to get air temperature for the zone that is set the lowest. The controllers use information from the temperature sensors in the mix manifold to adjust the pack temperature because of the temperature of recirculation air. The controllers control the trim air system to warm the air that goes to zones that are set higher than the lowest set temperature. There are temperature sensors in the ducts that carry air to the zones. The controllers use their information to control the packs and trim air systems.

16-6

About one-half of the air in the distribution system comes from the recirculation fans. This decreases the quantity of bleed air from the engines. The CTCs control the operation of the fans.The environmental control system miscellaneous control cards (ECSMC) monitor their operation.

•

• •

Gasper fan above the ceiling in the passenger cabin Switch on the air conditioning control panel in the flight deck Air outlets on the passenger service units Ducts that connect the gasper fan to the air supply and the air outlets.

A switch on the control panel and the two environmental control system miscellaneous card (ECSMC) control the fan. The left card gives backup control. The fan takes air from the distribution system. It sends it to individual outlets on the PSUs. Passengers can adjust the outlets.


EQUIP COOLING

AIR CONDITIONING GASPER

AUTO

MAIN MENU

Optional

CABIN TEMPERATURE

ON RECIRC FANS UPPER LOWER

OVRD

ON

FLT DECK TEMP AUTO

AREA DESCRIPTION

ON

CABIN TEMP ACTUAL

AIR COND RESET

TARGET

21 C

C

MAN W

C

70

W

L PACK

F

R PACK

AUTO

L TRIM AIR R

AUTO

OFF

ON

OFF

ON

70

AREA RESET

F

FAULT FAULT

Cabin Services System Panel

AIMS

Ai r Con di ti on in g Panel (P5)

ELMS

ARINC 629 Syst em Bu ses (2)

APUC

Right ASCPC

Left ASCPC

Left Cabin Temperature Controller

Passenger Cabin Zones

Flight Deck Zone

Forward Upper Recirculation Fan (Ref)

Right Cabin Temperature Controller

A

B

C

D

E

ECSMC (2)

Zone Air Temp Sensor (9)

F

Aft Upper Recirculation Fan (Ref)

Filter (Typical)

Trim Air Pressure Regulating and Shutoff Valve (2)

Zone Duct Temp Sensor (14) Gasper Fan (Optional)

Trim Air Pressure Sensor (2)

Pneumatic System

Ozone Converter

Zone Trim Air Modulating Valves (7) Flow Control and Shutoff Valves

Mix Manifold

Left A/C Pack

Right A/C Pack

Pneumatic System

Lower Recirculation Fans To Flight Crew and Attendant Rest Areas (Opt)

Passenger Air Conditioning and Temperature Control

16-7

Environmental Systems Flight Deck Zone

Supernumerary Zone

Zone Air Temp Sensor

FWD M/D CARGO

AFT M/D CARGO

Duct Temp Sensor

Main Deck Shutoff Valves (6)

Trim Air Pressure Regulating and Shutoff Valve (2)

Trim Air Pressure Sensor (2)

Trim Air Modulating Valves (7)

E/E Cooling FWD Lower Cargo Compartment

AFT Lower Cargo Compartment Pneumatic System

Mix Manifold Left A/C Pack

Ozone Converter (2)

Right A/C Pack Lower Recirculation Fans

Flow Control and Shutoff Valves (4)

Note: Aft Cargo A/C is optional

Freighter Air Conditioning Freighter Air Conditioning

The 777 Freighter air conditioning system has these functions: • • • •

Pack flow control Pack cooling and mix manifold temperature control Lower recirculation Air distribution.

The pack flow controls the quantity of fresh air that flows into the airplane. Ozone converters remove ozone from the fresh air above 26,ooo feet. Zone temperature control increases the temperature of the conditioned air that flows into the different zones of the airplane. Trim air pressure regulating and shutoff valves along with zone trim air modulating valves control the different zone temperatures. The flight deck and supernumerary area are controlled together. The main deck cargo compartment has two zones. The 16-8

Pneumatic System

forward cargo compartment and electronic equipment cooling also have conditioned airflow. Aft cargo compartment air conditioning is optional. Flight deck control panels let the flight crew set the desired temperature for the different zones of the airplane. The recirculation fans move air from the supernumerary area and forward main deck cargo compartment into the mix manifold. This reduces the amount of trim air needed for air conditioning. Air distribution ducts go from the mix manifold through risers to air distribution manifolds in the different zones.

Environmental Systems HEATERS

LWR CARGO TEMP FOOT LOW

SHOULDER OFF

OFF

HIGH

FWD

AFT

A/C

A/C

HIGH C

Sidewall Panel

OFF

W

C

W

L OFF H HEAT

M/D FLOW EQUIP COOLING

RECIRC FANS AUTO

AUTO

Warm Air Flow

NORM

ALTNVENT HIGH ON

AIR COND RESET

FAULT

OVRD

MAIN DECK CARGO TEMP FWD AFT

FLT DECK TEMP AUTO

C

MAN

W

C

W

L PACK AUTO OFF

Ai r Fl ow Heat er

C

W R PACK

L TRIM AIR R ON

ON

F AU LT

F AU LT

AUTO OFF

Foot Heaters Ai r Con di tio ni ng Panel (P5)

Freighter Temperature Controls Freighter Temperature Contr ols

Ad di ti on al Heat ers

Supernumerary Area Contro ls

The 777 Freighter has controls for flight deck and cargo compartment temperature. The Controls are:

There are two different types of additional heaters in the flight deck. One type heats the air going to the left shoulder of the captain and right shoulder of the first officer. The other type heats the foot area for the captain and first officer. Each of the crew has individual heater controls. The heaters can operate only in the air.

There are two different types of temperature controls in the supernumerary area. One type controls the temperature of the air from the air conditioning system. The other type controls the floor heaters.

• • • • •

Flight deck Main deck forward Main deck aft Forward lower cargo Aft lower cargo.

Additional controls on the air conditioning panel are: • • • • •

Equipment cooling Recirculation fans Air conditioning reset Main deck flow Alternate vent

The cargo temperature select panel has temperature controls for the lower cargo compartments. Aft lower cargo compartment air conditioning is optional. Aft cargo heat is standard.

Air flow heaters heat the air that goes to the bottom of each entry door opening. There are no control switches. Operation is automatic during these conditions: • • •

Airplane is in the air Outside air temperature is less than 35F (2C) Pack or recirculation fan is on.

16-9


O/H Panel

Inst

Equipment Cooling Switch

Aisle Stand

E2

E1 MAT

E3

MEC Supply Duct

Fwd Cargo Heat Duct

Vent Valve

E4-1 E4-4 -2 -3

Smoke Det

AIR CONDITIONING EQUIP COOLING

Fwd Cargo Heat Valve

Vent Fan


Flight Deck

A

GASPER

AUTO

ON RECIRC FANS UPPER LOWER

OVRD

ON

FLT DECK TEMP AUTO

ON

Pressure Sensor (4)

CABIN TEMP

Supply Fans

Conv Supp Cooling Fan

WXR

Air Filter

AIR COND RESET C

MAN

W

C

L PACK AUTO OFF

W R PACK

L TRIM AIR R ON

ON

FAULT

FAULT

Fwd Equipment Center

AUTO OFF

F/D Supply Duct

A

Fwd Outflow Valve (Ref)

E16

E5

Override Valve

Airplane Skin

Flow Detector (2)

Fwd Cargo Compartment

Forward Equipment Cooling System


Pass Cabin Temp Sensors

E11 Equip Rack

Lav and Galleys Lavatory and Galley Ventilation Fans

Bulk Cargo Temp Sensors

Aft Electrical Equipment

Aft Cargo Temp Sensors

Aft Equi pmen t Coo li ng Sy st em

Passenger Equipment Cooling and Lavatory and Galley Ventilation Systems Passenger Equipment Coolin g and Lavatory and Galley Ventilation

The forward equipment cooling system has two supply fans. The lower fan operates. The upper gives automatic backup. They send air from around the cargo compartment to the override valve. When one disc of this valve is open, the other is closed. Normally the upper disc is open. When the lower disc is open, the valve is in the override position.In the normal position supply fan air goes to this equipment: • • • •

Main equipment center E5 and E16 racks near the forward cargo compartment door Forward equipment center Flight deck.

The vent fan pulls the air from these areas except the E5 and E16 racks. It sends the air to the vent valve and the forward cargo heat valve. When 16-10

one of these valves is open, the other is closed. The cargo heat valve is part of the cargo heat system. It is open when the outside temperature is less than 45F (7C). At a temperature more than 45F (7C), the vent valve is open. The outlet from the vent valve is near the forward pressurization outflow valve. When the vent valve is open, air goes overboard through the outflow valve. There is a smoke detector. The supply fans and vent fan push air through the smoke detector. The detector uses LED photoelectric cells to find if there is smoke in the air. There are also flow detectors. Smoke or low flow will cause the system to go to the override mode. Also, the flight crew can use the equipment cooling switch for the override mode. In this mode, the: • •

Supply fans stop Vent fan stops

•

Override valve goes to the override position.

The converter supplemental cooling fan operates when the supply fans are off, to supply cooling air to the backup electrical power system. There are two lavatory and galley ventilation fans. The right fan operates. The left fan gives automatic backup.The fans pull air: • • • •

Through temperature sensors Through equipment on racks From lavatories From galleys.

The air goes overboard through the aft pressurization outflow valve. The two ECSMCs control the forward system, and the lavatory and galley vent fans. They use controllers to control the forward system supply fans and the override valve.

Environmental Systems Alternate Vent Switch

Equipment Cooling Switch

AIR CONDITIONING EQUIP

RECIRC

COOLING

FANS

AUTO

ON

M/D FLOW NORM HIGH AIR COND

O/H Panel

Inst

ALTN VENT

MAT

Aisle Stand

FAULT

E3

P200

TEMP

FWD

AUTO

Smoke Det Exhaust Fan

W

W

C

W

C

L PACK AUTO

P300

AFT

R PACK L

TRIM AIR ON

R

AUTO

ON

Temp Sensors

Fwd AVS SOV

MEC Supply Duct

WXR

Conv Supp Cooling Fan

A

Vent Valve Cargo Heat Valve Supply Fans Air Filter

3 Way Valve


Flight Deck

Pressure Sensor (4)

A

From Left Pack Fwd Equipment Center F/D Supply Duct

Fwd Outflow Valve (Ref)

Flow Detector (2)

E16

Crew Chiller Rest

Override Valve

Aft AVS SOV

Main Deck AFT Zone

SATCOM Temp Temp Sensor Sensors Rack

Fwd Lower Cargo AC Temp Sensors

E5

Forward Equipment Cooling System

Main Deck FWD Zone

Supernumerary Zone Lav and Galleys

Mix Bay Area

Equip Divert Valve

E4-1 E4-4 -2 -3


FLT DECK

MAN

E2

ON

RESET

C

E1

Equipment INBD Valve

Vent Fan


Flight Deck

Aft Lower Cargo Temp Sensors

Temp Sensors

E 10 Rack

LGVS SOV

Ventilation System

Airplane Skin Forward Cargo Compartment

Alternate Ventilation Fan

Lavatory and Galley Ventilation Fans

Freighter Equipment Cooling and Lavatory and Galley Ventilation Systems Freighter Equipment Cooling and Lavatory and Galley Ventilatio n

The freighter forward equipment cooling system operation is similar to the passenger airplane. Differences in operation of the system are described here. The freighter has a three way valve in the flight deck cooling air supply duct. This valve opens in the air and provides conditioned air for flight deck equipment cooling. Operation of the vavle prevents odors from the main deck cargo compartment going to the flight deck.The valve also operates during the fire protection system decompression mode. The freighter has forward lower cargo air conditioning. The equipment inboard valve opens to let warm equipment exhaust air into the mix bay area in flight to add heat. On the ground this valve is closed and air goes to the vent valve and

overboard through the forward outflow valve. Forward equipment exhaust air can also be used for forward cargo heat if the forward cargo air conditioning system is off. Forward lower cargo compartment ventilation comes from an exhaust fan on the ground. The freighter ventilation system has two lavatory and galley vent fans. One fan operates and the other provides a backup. The ventilation system moves air through these areas and components:

The freighter has an alternate ventilation system for unpressurized flight at or below 10,000 feet. The ALTN VENT switch on the air conditioning Panel activates this function. The switch is guarded to prevent inadvertent operation. When activated: •

•

• • • • • • •

Temperature sensors Lavatory Galley Chiller Crew rest area Electrical equipment racks.

Lavatory and galley ventilation system shutoff valve (LVGS SOV) closes Forward and aft alternate vent system shutoff (AVS SOV) valves open both lavatory and galley vent fans turn off and the AVS fan turns on.

16-11

Environmental Systems AFT LOW OFF

HIGH

OFF

Temperature Sensor (777-300)

Door

CARGO TEMP SELECT BULK LOW HIGH

Floor Forward Cargo Heat Valve

Passenger Cargo Heat Panel (P61)

Passenger Location

Forward Cargo Compartment Heating System

Equipment Cooling Ventilation Fan

Forward Cargo Heater (777-300 / -300ER)

Vent Valve

Aft Cargo Compt

Door

Bulk Cargo Bulk Ventilation Fan Cargo Compt Door

Cabin Air

Floor Freighter Location LWR CARGO TEMP FWD

AFT

A/C

A/C

Overheat Switches C

OFF

W

C

W

L OFF H HEAT

Pneumatic System Distribution Duct Shutoff Valves

Miscellaneous Switch Panel (P5)

Temperature Sensors Temperature Control Valves Note: Freighter has comb ined System

Passenger Aft and Bulk Cargo Compartment Heating System

Cargo Compartment Heating and Bulk Cargo Compartment Ventilation Cargo Compartment Heating and Bulk Cargo Compartment Ventilation

The forward, aft, and bulk cargo compartments each have heating systems. The freighter has combined aft and bulk cargo heating with a single shutoff and temperature control valve. On the passenger airplane the bulk cargo compartment also has a ventilation system. The forward cargo compartment heating system uses vent air from the forward equipment cooling system. The two ECSMCs give control. There is no control switch. The AIMS tells the ECSMC when the total air temperature (TAT) is less than 50F (10C). The card tells ELMS to close the vent valve and open the forward cargo heat valve. The warm air flows into the forward cargo compartment. 16-12

The passenger aft and bulk cargo compartment heating systems are independent of each other. The ECSMCs control the systems. Air from the pneumatic system is the heat source. Each compartment has these components: • • • •

Shutoff valve Temperature control valve Temperature sensor Control switch on P61.

The valve operation for both compartments is the same.The crew sets HIGH or LOW on the control switch. The ECSMC tells the ELMS to open the shutoff valve.

The ELMS also opens and closes the temperature control valve. When the switch is set to LOW, the control valve opens at a compartment temperature of 40F (4C) and closes at 50F (10C). When the switch is set to HIGH, the valve opens at a compartment temperature of 65F (18C) and closes at 75F (24C). The crew uses HIGH for the bulk cargo compartment when animals are in the cargo.This turns on the bulk cargo ventilation fan. The fan takes cabin air from around the compartment and blows it into the compartment. Smoke in the compartments causes the heating and ventilation systems to stop operation.

Environmental Systems Negative Pressure Relief Vent (4)

Positive Pressure Relief Valve (2)

PRESSURIZATION

FWD

OUTFLOW VALVE

AFT

M AX

P .1 1 P SI

TAKEOFF& LDG

AUTOw

AUTOw

MAN a

MAN a

OPEN

OPEN

LDG ALT

DECR

INCR

PULL ON

MANUAL

Manual Control

Manual Control Bleed Air /Pressurization Panel (P5) CLOSE

CLOSE

Remote Sensor

28v dc ELMS

Controllers

Right ASCPC

AIMS

Outflow Valves Left ASCPC

Card Files ARINC 629 Systems Buses (3)

Cabin Pressure Control Pressurization

The pressurization system controls the air pressure inside the airplane for the comfort and safety of the passengers and crew. The pressurization system has these components: • •

•

• •

•

Control panel on the P5 overhead panel Two air supply cabin pressure controllers (ASCPC), in the main equipment center Two outflow valve assemblies, one each below the left forward and left aft passenger doors Remote cabin pressure sensor in the main equipment center Two positive pressure relief valves in the forward cargo compartment, opposite the cargo door Four negative pressure relief vents in the forward cargo compartment, two on each side.

The left ASCPC controls cabin pressure automatically. The right ASCPC gives automatic backup control. Control data comes from the: • • • • •

AIMS Landing altitude select switch on the control panel Cabin pressure sensors on the controllers Remote cabin pressure sensor Weight on wheels card.

The air conditioning packs put air into the airplane. The outflow valves control the rate at which the air goes out of the airplane. There are two motors on each outflow valve assembly. Each ASCPC uses one motor on each valve assembly to control the valve position. A controller on each valve controls motor operation. For manual control of the outflow valves, the crew uses the switches

on the panel. They use the pushbutton switch to turn off the auto control for a valve. They use the toggle switch to open or close the valve. These indications show on the primary display system: • • • • • •

Cabin altitude Cabin altitude rate of change Differential pressure Selected landing altitude Outflow valve positions System problems.

Differential pressure is the difference in pressure between the inside and outside of the airplane. The maximum pressure is 8.6 psi. The positive pressure relief valves open if the pressure inside the airplane is too high. If the pressure outside the airplane is higher than the pressure inside, the negative pressure vents open. 16-13


F/D

75

A

74

76

B

73 72


72 F

MASTER

C

71 72

D

72 72

FWD

AFT

44 C

F/D TRIM

W

28

74

L

FWD 12 12

BULK

44 70

12

12

65

AFT

12

12

LWR CARGO TEMP

FWD

C

12

AFT

12

W F/D TRIM

L

TRIM AIR

R

ISLN

C

ISLN

L PACK

R PACK STBY COOLING

AIR 1 HYD

WAI

F

74 72

1

L PACK

DUCT PRESS

45

E

74 72

F/D SUPR 24 24 22 22

R

AIR 2 HYD

DUCT PRESS

DUCT PRESS

44

50

WAI

L

STBY COOLING

L

ISLN

TRIM AIR

C

R PACK

R

ISLN

R

DUCT PRESS

50

WAI

AIR 1

AIR 2

HYD

HYD

APU

WAI

APU

EAI

EAI

EAI

EAI

GND AIR START

L ENG

START

APU

START

START R ENG

L ENG

START

APU

Passenger 1

START

R ENG

Freighter

This information shows only if the forward cargo A/C option is installed.

Air Synoptic Display Synoptic Display

For the pneumatics system, the air synoptic display shows this information: • • •

• •

Ground air in use Duct pressures Engine bleed air pressure regulating and shutoff valve position Isolation valve position APU shutoff valve position.

An X on an isolation valve symbol or the APU shutoff valve symbol shows the valve has failed or the switch on the bleed air/pressurization panel for the valve is in the non-normal position.

16-14

For the air conditioning system, the air synoptic display shows this information: • • • •

• • •

Normal air conditioning pack operation Standby air conditioning pack operation Trim air pressure regulating and shutoff valve position Master air conditioning temperature for the whole airplane (passenger) Target and actual temperature for each air conditioning zone Flight deck trim air modulating valve position Target and actual temperature in the cargo compartments.

The air synoptic display shows position data for these valves: • • • •

APU start valve Engine start valves Engine thermal anti-ice valves Wing thermal anti-ice valves.


AIR SUPPLY

AIR CONDITIONING

L HIGH PRESS S/O VLV PRESS REG S/O VLV FAN AIR VLV STARTER VLV ENG HIGH STAGE PRESS INTERIM DUCT PRESS MANIFOLD DUCT PRESS PRECOOLER OUT TEMP BLEED FLOW RATE ENG N1 FAN SPEED

OPEN OPEN CLOSED CLOSED 120 38 38 400 120 90 OPEN CLOSED OPEN CLOSED CRUISE

CENTER ISO VLV RIGHT ISO VLV APU ISO VLV FLIGHT PHASE

CABIN PRESSURE SYSTEM:

5000 +125 RATE 3000 AUTO LDG ALT P 7.0 L ASCPC IN CONTROL

0.45

RIGHT LOWER RECIR FAN

E

1

426

SEATS D

F

FWD AFT

L

2700 200.0 PACK FLOW-MASS 40 PACK OUT TEMP 385 PRI HX IN TEMP 350 PRI HX OUT TEMP 400 CPRSR OUT TEMP 300 SEC HX OUT TEMP CONDENSER IN TEMP 9 STG 2 TURB IN TEMP 77 5.0 TRIM AIR PRESS PACK FLOW-VOLUME

18:44:33

A/C TEMP ZONE

77 77 77 1

FWD UPPER RECIR FAN AFT UPPER RECIR FAN

77

MIX MANIFOLD TEMP

UTC

Ai r Sup pl y Main ten ance Pag e

72 C

ON ON

LEFT LOWER RECIR FAN

0.45

17 JAN 91

B

70 75 72 72 70 71 70 70 76 72 72 70 71 70 TRGT TEMP 80 87 87 97 97 57 50 DUCT TEMP 0.35 0.25 0.31 0.35 0.35 0.02 0.00 TRIM VLV 1 1 2 1 2 1 2 CTRL CH

MAN DATE

A

ZONE TEMP

OUTFLOW VALVES FWD AFT

CAB ALT

1

F/D

OPEN OPEN CLOSED CLOSED 120 38 38 400 120 90

LEFT ISO VLV

AC TEMP ZONE

MASTER TEMP

R

FLOW SCHEDULE R

2700 200.0 40 385 350 400 300 59 77 5.0

50 50 ----

BULK

70 70 ----

ON ON 1 L

PACK CTRL CH PACK IN PRESS LOW LIM VLV POS TURB BYP VLV RAM AIR INLET RAM AIR EXIT ECON COOL VLV LOWER FLOW CTRL VLV UPPER FLOW CTRL VLV

DATE 23 JUN 90

1 55.0 0.00 0.15 0.35 0.35 CLSD OPEN CLSD

R

2 55.0 0.00 0.15 0.35 0.35 CLSD OPEN CLSD

UTC 18:54:04

Ai r Con di ti on in g Main ten ance Pag e

This information shows only if the forward cargo A/C option is installed.

Passenger Air Supply and Air Conditioning Maintenance Pages Passenger Maintenance Pages

Environmental control system data is on two maintenance pages. The air supply maintenance page shows this information: • • • • • •

Pneumatic system valve positions Pneumatic system pressures Pneumatic system temperatures Flight phase Cabin pressure system data Outflow valve position.

The air conditioning maintenance page shows this information: • • • • • • • •

Zone temperatures Trim valve positions Recirculation fan conditions Pack data Pack flow schedule Pack flow Temperatures at points throughout the pack Pack valve positions.

16-15


AIR SUPPLY

L

R

HIGH PRESS S/O VLV

OPEN

OPEN

PRESS REG S/O VLV

OPEN

OPEN

FAN AIR VLV

CLOSED

CLOSED

STARTER VLV

CLOSED

CLOSED

F/D

ENG HIGH STAGE PRESS

120

120

INTERIM DUCT PRESS

38

38

MANIFOLD DUCT PRESS

38

38

PRECOOLER OUT TEMP

400

400

BLEED FLOW RATE

120

120

ENG N1 FAN SPEED

90

90

S/A

FWD M/D

ZONE TEMP

70

75

74

72

75

54

41

TRGT TEMP

70

75

74

72

75

50

45

DUCT TEMP

72

81

81

82

84

46

45

0.27

0.45

0.44

0.35

0.24

1

1

1

2

2

TRIM VLV CTRL CH

LEFT LOWER RECIR FAN

ON

RIGHT LOWER RECIR FAN

ON

OPEN

LEFT ISO VLV

L

CLOSED

CENTER ISO VLV

PACK FLOW-VOLUME

OPEN

RIGHT ISO VLV

46

MIX MANIFOLD TEMP

PACK FLOW-MASS

FLOW SCHEDULE R

2233

2233

167.5

167.5

0.00 0.25 2

1

1 L

R

1

2

PACK IN PRESS

50.0

50.0

PACK CTRL CH

CLOSED

PACK OUT TEMP

28

28

LOW LIM VLV POS

0.00

0.00

CRUISE

PRI HX IN TEMP

385

385

TURB BYP VLV

0.15

0.15

PRI HX OUT TEMP

350

350

RAM AIR INLET

0.15

0.16

CPRSR OUT TEMP

400

400

RAM AIR EXIT

0.15

0.16

SEC HX OUT TEMP

300

300

ECON COOL VLV

CLSD

CONDENSER IN TEMP

59

59

LOWER FLOW CTRL VLV

OPEN

CLSD OPEN

STG 2 TURB IN TEMP

75

75

UPPER FLOW CTRL VLV

CLSD

CLSD

TRIM AIR PRESS

5.0

5.0

CAB ALT

5000

LDG ALT

3000

OUTFLOW VALVES RATE

AUTO

+125 P

FWD

7.0

0.45

L

AFT

0.45

MAN

AC TEMP ZONE

DATE

17 JAN 91

UTC

18:44:33

Ai r Con di ti on in g Main ten ance Pag e

Ai r Sup pl y Main tenan ce Page

Freighter Air Supply and Air Conditioning Maintenance Pages Freighter Maintenance Pages

Environmental control system data is on two maintenance pages. The air supply maintenance page shows this information: Pneumatic system valve positions Pneumatic system pressures Pneumatic system temperatures Flight phase Cabin pressure system data Outflow valve position.

16-16

AFT

FLIGHT PHASE

ASCPC IN CONTROL

• • • • •

FWD

APU ISO VLV

CABIN PRESSURE SYSTEM:

•

E/E

AFT M/D

The air conditioning maintenance page shows this information: • • • • • • • •

Zone temperatures Trim valve positions Recirculation fan conditions Pack data Pack flow schedule Pack flow Temperatures at points throughout the pack Pack valve positions.

Environmental Systems RAM AIR DOOR ACT

PACK FLOW CONT VALVE (REF)

RAM AIR IN

TCU ISOLATION VALVE (REF)

AIR SEPARATION UNIT

GROUND FAN PRI HEAT EXCHANGER

OZONE CONV

REGEN HE

OTSOV

ASM

TCV FILTER

ASM NGS SOV

TC SOV

TURBO COMP

TO CTR TANK

ASM

RAM OUT

DIFF PRESS SWITCH

O2 AIR OUT

O2 SENSOR

CONTROLLER

Nitrogen Generation System Nitrogen Generation System

The Nitrogen Generation System (NGS) makes nitrogen enriched air that goes into the center fuel tank. This is done to decrease the center tank flammability. The NGS components are external to the fuselage, forward of the left and right air conditioning pack bays. The NGS has these four main subsystems: • • • •

Thermal Control Unit Air Separation Unit Nitrogen Enriched Air Distribution System Control Systems

The NGS uses bleed air from the pneumatic system. When the shutoff valve is open, air enters the thermal control unit (TCU) and is directed in three possible paths. One path is through the ozone converter, primary heat exchanger inlet and heat exchanger bypass. The second path is through the ozone converter, hot

side of the regen heat exchanger and compressor section of the turbocompressor. It then merges with the heat exchanger inlet and bypass bleed air. The third path is through the turbo-compressor shutoff valve (TCSOV), the turbine section of the turbo-compressor, the cold side of the regen heat exchanger inlet and then overboard. The TCU uses a ram cooling system independent of the air conditioning pack system. Ram air goes through an inlet and passed through the cold side of the primary heat exchanger to cool the bleed air supply. The ram air is then discharged overboard. An electric fan provides cooling during ground operations. The air separation unit (ASU) includes three air separation modules (ASMs). The ASMs consist of numerous hollow fibers, each with a selective permeable membrane designed to allow oxygen to easily

pass through while other gasses, such as nitrogen, cannot. The oxygen enriched air goes overboard while the nitrogen enriched air goes to the center fuel tank vent system to provide center tank inerting. Air enters the ASU through the overtemperature shutoff valve (OTSOV). This is normally open when the system is operating and will close if the air supply temperature gets too hot. Bleed air flows equally through the three ASMs whenever the system is operating. The NGS controller provides system operation and condition monitoring functions. These include overpressure and over temperature control, under temperature detection and nitrogen enriched air purity monitoring.

16-17

17 I P c e r o a t e n c d t i R o n a i n

Ice and Rain Protection

17 n i a n o R i t d c n e t a o r e P c I

Ice and Rain Protection Features

•

Anti-Ice

ICE DETECTION

•

Ic e Det ec ti on

Ice detectors are on the side of the forward fuselage. When the airplane is in the air and the detectors sense ice, they operate the engine and wing anti-ice systems.

•

Wi ng Ant i-Ice

•

En gi ne An ti -Ic e

•

A i r Dat a Pr o be Heat

WING ANTI-ICE

•

Wi nd ow Heat

When the airplane is in the air, bleed air prevents ice on three of the five outboard leading-edge slats.

•

Windshield Rain Removal

•

Water and Waste Heat

ENGINE ANTI-ICE Bleed air from the engine prevents ice on the forward edge of the engine inlet cowl. AIR DATA PROBE HEAT Electric heaters heat these air data sensors: • • • •

Three pitot probes Two angle-of-attack sensors One total air temperature probe Two engine inlet probes (P&W and R-R).

WINDOW HEAT Electric heaters in the flight deck windows prevent fog and ice on the windows. WINDSHIELD RAIN REMOVAL A permanent coating on the forward flight deck windows repels water. Windshield wipers remove water. WATER AND WASTE HEAT Electric heaters prevent freezing in the water and waste systems.

17-1


Potable Water Tank (Passenger)

Waste Tank (Passenger) Water and Waste Heat (Passenger)

Windshield Rain Removal Window Heat

Wing Anti-Ice

Ice Detection Water and Waste Heat (Freighter)

Engine Anti-Ice

Air Data Probe Heat

Anti-Ice Systems An ti -Ice

The wings and engine inlet cowls have anti-ice systems that use bleed air. The ice detection system automatically operates these systems during icing conditions. The flight deck windows, air data sensors, drain masts, and potable water lines have electric anti-icing systems.

17-2

Ice and Rain Protection ANTI-ICE WING

L

AUTO OFF

ENGINE

AUTO ON OFF

R AUTO

ON OFF

ON

AIMS

An ti-Ic e/Li gh ti ng Panel (P5)

Systems ARINC 629 Buses Right Fuselage

Ice Detector

ACIPS Control Card – WNG ACIPS Control Card – ENG R Card File

ACIPS Control Card – ENG L Card File

Ice Detector Left Fuselage

Ice Detection System Ice Detection

The ice detection system has an ice detector on each side of the forward fuselage. When ice collects on either detector, a signal goes to the engine airfoil and cowl ice protection system (ACIPS) card.

Also, an EICAS message shows for these conditions: • •

A switch is in the OFF position and ice is detected A switch is in the ON position and no ice is detected.

The engine ACIPS cards share the information with the wing ACIPS card. The cards operates the wing and engine anti-ice systems automatically when the engine and wing switches are in auto and the airplane is in the air.

17-3


L

AUTO OFF

ENGINE

AUTO ON OFF

ON OFF

ON

OPAS

ADIRU

WOW

AIMS

An ti -Ice/Li gh ti ng Panel (P5)

Ice Detector (Left)

ACIPS Control Card - EAI Engine Bleed Air

(Left)

Systems ARINC 629 Buses

ACIPS Control Card - WAI

Engine Bleed Air

(Right)

(Right)

WAI Valve

WAI Pressure Sensor

WAI Pressure Sensor Perforated Duct

Perforated Duct

Heated Slats

Heated Slats APU Bleed Air

Wing Anti-Ice System Wing Anti-Ice

The wing anti-ice (WAI) system prevents ice on slats three, four, five, ten, eleven, and twelve. It uses air from the pneumatic system. The ice detection system turns on the WAI system when all of these conditions occur: The airplane is in the air The selector is in auto Ice is detected.

The flight crew can also use the selector to turn the system on in the air.

17-4

Ice Detector

ACIPS Control Card - EAI

WAI Valve

• • •

ASCPC ECSMC WES

R AUTO

The system has a wing anti-ice (WAI) valve and a pressure sensor inside the leading edge of each wing. The valve regulates pressure. A spray tube takes the hot air into the slats. The air goes through perforations in the tube to heat the slats. Then it goes overboard through vents in the bottom of the slats. There are no test switches for the WAI system. The central maintenance computing system (CMCS) can do a test of the system with the airplane on the ground.


L

AUTO OFF

ENGINE

AUTO ON OFF

R AUTO

ON OFF

ON

AIMS

An ti -Ice/Li gh ti ng Panel (P5) Systems ARINC 629 Buses

Fan Case Duct Leak Detector (Ref)

Nozzle

Ice Detector (Left)

ACIPS Control Card - EAI (Left)

Duct Leak and Overheat Detection System

ACIPS Control Card - EAI (Right)

Ice Detector (Right)

Nozzle Fan Case Duct Leak Detector (Ref) Pressure Sensors

Pressure Sensors High Stage Bleed Port

High Stage Bleed Port

EAI Valve

EAI Valve

EAI Valve Controller

EAI Valve Controller

Engine Anti-Ice System Engine Anti-Ice

The engine anti-ice (EAI) system uses air from a dedicated bleed port on the engine to prevent engine inlet cowl ice. The ice detection system turns on the EAI system when all of these conditions occur: • • •

The airplane is in the air The selector is in auto Ice is detected.

The flight crew can also use the selector to turn on the system on the ground or in the air.

Hot bleed air flows from the EAI valve, through a duct, and into the inside of the engine inlet cowl. The bleed air leaves the cowl through an overboard vent on the bottom of the cowl. Two pressure sensors are in the EAI duct for each engine. The sensors give pressure information to the EAI ACIPS card to control the valve position. There is an overheat detector adjacent to the EAI duct. When the detector senses a leak, the duct leak and overheat detection system (DLODS) sends a signal to the applicable ACIPS card. It closes the EAI valve.

17-5


Center Pitot Probe

Left Pitot Probe

Right Pitot Probe

Left AOA Sensor

Right AOA Sensor

TAT Probe

Engine Inlet Probe (P&W and R-R only)

ELMS

ELMS

Left Pitot ADM

Right Pitot ADM

TAT Probe (Optional) Engine Inlet Probe (P&W and R-R only) Systems ARINC 629 Buses

Left Engine

ELMS Electronics Unit

WOW

ERU

ELMS

Flight Controls ARINC 629 Buses

EEC

ERU

EEC PFC

ADIRU

SAARU

AIMS

EDIU

EDIU

Air Data Probe Heat System Ai r Data Pr ob e Heat

The air data probes have electric heaters. The air data modules and the electrical load management system (ELMS) control the heaters.

These are the conditions on the ground with an engine on: • • •

Pitot probes are on low heat AOA sensors are heated The engine inlet probes on each operating engine is heated.

The pitot probes have two levels of heat. The angle of attack (AOA), total air temperature (TAT), and engine inlet probes have one level.

These are the conditions during flight:

On the ground with both engines off, the heaters do not operate.

• • • •

17-6

Right Engine

Pitot probes are on high heat AOA sensors are heated TAT probes are heated The engine inlet probes are heated.

ELMS

Ice and Rain Protection Left

Number 3 Window

Right

Number 1 Window

Number 2 Window

Number 1 Window

Number 2 Window

Number 3 Window

BACKUP WINDOW HEAT LEFT RIGHT ON

AIMS Systems ARINC 629 Buses

OFF

Backup Wind ow Heat Panel (P61)

Window Heat Control Unit (2)

WINDOW HEAT SIDE

L

FWD

FWD

R

SIDE

ON

ON

ON

ON

INOP

INOP

INOP

INOP

Window Heat/Emergency Lights Panel (P5)

Window Heat System Window Heat

The window heat system prevents ice and fog on the flight deck windows. Electrically resistive material in the window lamination heats the windows. The heat layer for the number two and three windows is near the inside surface. It is for antifog. The number one window has two heat layers. The one near the inside surface is for anti-fog. The one near the outside surface is for anti-ice. Two window heat control units (WHCUs) in the main equipment center control the system. One controls the power for the left number one window and the right number two and three windows. The other controls the power for the right number one window and the left number two and three windows. A backup heat circuit in the controllers

gives power to the number one window anti-fog circuit. The window heat switches are on the P5 overhead panel. The switches for the backup window heat system are on the P61 overhead maintenance panel. When the window heat switches are on, the controllers send power to the number one window anti-ice layer and the number two and three window anti-fog layer.

The WHCUs reduce their power output to the number one windows during the first four minutes of operation. This reduces the thermal stress on the number one windows. The WHCUs contain an automatic shutoff circuit to protect the windows from overheat conditions.

A controller sends power to the number one window anti-fog layer if the anti-ice heat fails or if the window heat switch is off. The backup window heat switch on the P61 lets maintenance personnel remove backup heat power.

17-7

Ice and Rain Protection L WIPER

R WIPER

OFF

OFF

INT LOW HIGH

OBS AUDIO ENT

INT

OFF

LOW HIGH

Coating

ON

Coating

Right No. 1 Window

Left No. 1 Window

Wiper Assembly

Wiper Assembly

Windowshield Rain Removal System Windshield Rain Removal

A coating on both number one windows repels rain. The window manufacturer applies the coating. The airplane operator can renew it. Electrically powered windshield wipers remove water from the left and right number one windows. There is a selector on the P5 overhead panel for each wiper.

17-8


Water Supply Line Heat (Passenger) Gray Water Drain Mast Heat

Waste Drain Heat (Passenger)

Water and Waste Heat (Freighter)

Water Supply Line, Gray Water Drain Mast, and Waste Drain Heat Water and Waste Heat

Electrical heat sources prevent ice in the water and waste systems. These components heat the water supply lines: • • •

Heater tape Inline heaters Heated hoses.

Heaters in the gray water drain masts give high heat in flight and low heat on the ground. Heated gaskets protect the waste drains. Heater blankets heat the waste tank drain lines.

17-9

18 P r o t F e i r c e t i o n

Fire Protection

18 n o i t e c r i e F t o r P

Fire Protection Features

FIRE EXTINGUISHING SYSTEMS

•

Engine Fire and Overheat Detection

FIRE AND OVERHEAT DETECTION SYSTEMS

An APU fire on the ground when both engines are off automatically discharges the APU fire extinguisher.

•

Engine Turbine Overheat Detection - Rolls-Royce

•

En gi ne Fi r e Ex t in g ui s hi ng

•

A PU Fi r e Det ec ti on

•

A PU Fi r e Ex t in gu i sh in g

•

Cargo Compartment Smoke Detection

•

Cargo Compartment Fire Extinguishing

•

Fr ei g ht er C ar g o Sm ok e Detection

•

Freighter Fire Extinguishing

•

Wheel Well Fire Detection

•

Duct Leak and Overheat Detection

•

Lavatory Smoke Detection and Fire Extinguishing

Dual loop systems protect these areas: • • • •

Engines APU Pneumatic ducts Wheel wells.

Detection circuits monitor these areas and cause flight deck indications. Detectors on the engines monitor both fire and overheat conditions, they also supply temperature data to the airplane conditioning monitoring system. Detection systems are automatically tested. They can also be manually tested. Pneumatic and anti-ice system valves close automatically to isolate a leaking duct segment.

The cargo fire extinguishing system uses flow valves to send the fire extinguishing agent to the forward or aft compartment. The freighter has a depressurization mode for main deck cargo compartment. The ELMS does an automatic squib test during each flight leg.

SMOKE DETECTION SYSTEMS Passenger airplane cargo smoke detectors use light emitting diodes for high reliability. The smoke detectors can tell the difference between smoke and other aerosols. The freighter has area type smoke detectors. The cargo system controller monitors for smoke indications.

18-1

Fire Protection

AIMS

CAUTION Master Caution Light (2)

Engine Fire Detectors

Speaker (2)

L&R Systems ARINC 629 Buses

Loop 1 Loop 2 Fire Detection Card – Eng

WARNING Master Warning Light (2)

WEU (2) FUEL CONTROL R L RUN

CUTOFF

P10 Control Stand

FIRE/ OVHT TEST

ENG BTL ENG BTL 1 DISCH 2 DISCH

DISCH 2

1

P5 Cargo Fire/ Engine Control Panel

L E F T

P8 Engine Fire Panel

Engine Fire and Overheat Protection Engine Fire And Overheat Detection

These are the engine overheat indications:

Each engine has three fire detectors in a dual loop system. The detectors monitor the engine for fire and overheat conditions. They also supply nacelle temperature data to the airplane condition monitoring system. Detector signals go to a fire detection card. The card sends signals for flight deck indications.

• • •

These are the engine fire indications:

There are also periodic automatic tests. There are no indications from these tests unless there are faults.

• • • • •

EICAS warning message Fire warning aural Master warning lights Fuel control switch fire warning light Engine fire warning light.

18-2

EICAS caution message Master caution lights Caution aural.

You use the fire/overheat test switch on the P5 to manually test the system. The test includes the engine fire indications. Test results show on the primary display system.

DISCH 2

1

R I G H T

Fire Protection

IP Turbine

Fire Detection Card – Engine

Engine Turbine Ovht Thermocouple – Front

To Engine Fire Warning Circuits

AIMS Engine Turbine Ovht Thermocouple – Rear

EDIU

Electronic Engine Controller

L & R Systems ARINC 629 Bus es

Engine Turbine Overheat Protection — Rolls-Royce Engine Turbine Overheat Detection - Rolls-Royce

The engine turbine overheat detection system monitors the temperature of the cooling air at the front and rear of the intermediate pressure (IP) turbine. Engine fire warnings occur in the flight deck if the front or rear temperature is more than limits. Two thermocouples give IP cooling air temperature information to the electronic engine controller (EEC). The EEC makes an analysis of the temperature information. If the EEC finds an overheat condition, it sends a signal to the engine fire detection card. The fire detection card turns on the engine fire warning indications in the flight deck.

BITE does a check of the condition of the system. Status and maintenance messages give information about system failures. The fire detection card monitors its interface with the EEC for failures and sends information about the failure to the AIMS. The EEC monitors the thermocouple circuits for failures. The EEC sends information about the failure through the engine data interface unit (EDIU) to the AIMS. The FIRE/OVHT TEST switch in the flight deck does not do a test of this system.

18-3

Fire Protection Engine Bottle Discharge Lights

Engine Fire Switches

Engine Fire Extinguishing Bottles

Bottle 1

Engine Fire Switches (P8)

Squibs Left Engine

Right Engine

To Discharge Nozzles Bottle 2

Check Valve Pressure Switch

Discharge Manifold

Engine Fire Extinguishing Engine Fire Extinguishing

The two engine fire extinguishing bottles are in the forward cargo compartment. They are aft of the cargo compartment door and outboard of the liner. They contain Halon. Each bottle has two discharge squibs. The squib is an electrically operated explosive device which breaks the seal on the discharge port. Pipes connect both bottles to discharge nozzles in each engine compartment.

18-4

These things happen when you pull a fire switch: • • • • • •

The squib arms Fuel supply to the engine stops Engine generators electrically disconnect Hydraulic fluid supply to the engine-driven pump stops Engine bleed air valves close Engine thrust reverser is deactivated.

When you turn a fire switch, the squib on one bottle fires and breaks the bottle seal. Halon discharges and flows to the selected engine. When you turn the switch in the other direction, the other bottle discharges to the same engine. Discharge lights and the primary display system give indications of fire bottle discharge. The ELMS does an automatic squib test during each flight leg. You can also use the MAT to do a squib test. Status messages show inoperative squib circuits.

Fire Protection

Fire Detectors Fire Extinguishing Bottle APU Comp artm ent P40 Service and APU Shutdown Panel APU BTL DISCH

CARGO FIRE FWD ARM

ARMED

FWD

AFT

DISCH

A P U

AFT

ARMED

FIRE/ OVHT TEST

DISCH

DISCH

Cargo Fire/Engine Control Panel (P5)

APU Fire Detection and Extinguishing System APU Fir e Detec ti on

Three dual loop fire detectors in the APU compartment tell the APU fire detection card when there is a fire.

There are also periodic automatic tests. There are no indications from these tests unless there are faults. APU Fi re Ex ti ng ui sh in g

These are the flight deck indications: • • • • •

APU shut down Master warning lights Fire warning aural EICAS warning message APU fire warning light.

These are the P40 service and APU shutdown panel indications: • •

Red APU fire warning light Fire warning horn.

You use the fire/overheat test switch on the P5 to do a manual test of the system. The test includes the APU fire indications. Test results show on the primary display system.

• • • • •

The bottle squib arms The APU generator electrically disconnects The APU fuel shutoff valve closes The APU air shutoff valve closes The fire warning horn stops.

The APU fire extinguishing bottle is on the forward side of the APU compartment firewall. It contains Halon. The bottle has a discharge squib that breaks the seal on the discharge port. A pipe connects the bottles to the APU compartment.

When you turn the APU fire switch on the P5 or push the bottle discharge switch on the P40 panel, the squib fires. Halon flows into the APU compartment.

The system has automatic and manual bottle discharge. Automatic discharge occurs when:

•

• • •

•

The airplane is on the ground The engines are off An APU fire is detected.

The switches on the P5 or P40 panel give manual operation. When you pull the APU fire switch (P5) or push the APU shutdown switch (P40):

These are the discharge indications:

•

Discharge light on the cargo fire/engine control panel Primary display system messages Discharge light on the P40.

The ELMS does an automatic squib test during each flight leg. You can also use the MAT to do a squib test. Status messages show inoperative squib circuits.

18-5

Fire Protection

AIMS

Speakers

Aft Cargo Smok e Detect or

WARNING

Master Warning Lights

Warning Electronics Unit

CARGO FIRE OPAS

FWD

Fwd Cargo Smoke Detector ARINC 629 Systems Buses

ARM

AFT

ARMED

ARMED

FWD

AFT

DISCH FIRE/ OVHT TEST

Equipment Cooling System

MEC Coolin g Smoke Detector Systems Card File (P84/P85)

DISCH


Passenger Cargo Compartment Smoke Detection Passenger Cargo Compartment Smoke Detection

These components make up the cargo smoke detection system:

The cargo smoke detection system (CSDS) monitors air in these areas for smoke:

•

• • •

Forward cargo compartment Aft cargo compartment Bulk cargo compartment.

The forward cargo compartment smoke detector processes signals from the main equipment center (MEC) cooling smoke detector.

• •

The smoke detector fans bring air from the cargo compartments through the sampling ducts and into the smoke detectors. The smoke detectors analyze the air for smoke. Cargo compartment smoke detection signals go to the ASG cards in the system card files. It sends signals to: • • •

18-6

Light emitting diode smoke detectors Smoke detector fans Air sampling ducts.

OPAS WES AIMS.

These are the indications: • • • •

EICAS warning message Fire warning aural Master warning lights Fwd or aft cargo fire warning light.

You use the fire/overheat test switch on the P5 to manually test the system. The test includes the cargo compartment fire indications. Test results show on the primary display system. There are also periodic automatic tests. There are no indications from these tests unless there are system faults.

Fire Protection CARGO FIRE

APU BTL DISCH

FWD

ARM

AFT

ARMED

ARMED

FWD

AFT

DISCH

FIRE/ OVHT TEST

A P U

Pressure Switches

DISCH

DISCH


Fwd Cargo Compartment

Fwd Flow Valve

Aft Flow Valve

Aft and B ul k Carg o Compartments

Dump Bottles (2) (Larger capacity on 777-300)

Metered Bottles (3)

R

Filter/ Regulator

Note: 777-300ER has 4 metered bottles

Discharge Squib (5)

Passenger Cargo Compartment Fire Extinguishing System Passenger Cargo Compartment Fire Extinguishing System

The cargo compartment fire extinguishing bottles are in the forward cargo compartment. They are aft of the cargo compartment door and outboard of the liner. The bottles are filled with Halon and pressurized with nitrogen. Tubes and flow valves connect the bottles to the forward, aft and bulk cargo compartments. Each bottle has one discharge squib. Each flow valve has two squibs. The squib is an electrically-operated explosive device which breaks a seal in the bottle and in the flow valve. Halon flows from the bottle through the flow valve to the selected cargo compartment.

Push the forward or aft cargo fire arm switch to arm the system. Push the discharge switch to:

The filter/regulator causes the metered bottles to discharge slowly for long-term fire suppression.

• •

It takes 180 minutes for all three bottles to completely discharge (240 minutes is an option).

•

This is how the metered bottles discharge: •

•

• The cargo fire/engine control panel has forward and aft cargo fire arm switches and a discharge switch.

Open the flow valve Release halon from the dump bottles Start a timer in ELMS for the discharge of the metered bottles.

If the airplane is on the ground when the discharge switch is set, one metered bottle will discharge 20 minutes after the dump bottles. If the airplane is in the air but lands less than 20 minutes after the switch is set, one metered bottle will discharge at landing. If the airplane is in the air 20 minutes after the switch is set, all of the metered bottles will discharge.

A pressure switch in the discharge line turns on the light in the discharge switch. A pressure switch in each bottle shows bottle discharge on the primary display system. The primary display system also shows the condition of the squibs. The ELMS does an automatic squib test during each flight leg. You can also use the MAT to do a squib test. Status messages show inoperative squib circuits.

18-7

Fire Protection CSD System Controller

AIMS

Speakers

Area-type Smoke Detector (typ) WARNING

Systems Card File (P84/P85)

Master Warning Lights

Warning Electronics Unit

CARGO FIRE

APU BTL

OPAS

ARM

DISCH

MAIN DECK ARMED LWR FWD

Equipment Cooling System

MAIN

LWR AFT

ARMED

ARMED

FWD

AFT

DISCH FIRE/ OVHT

DEPR/DISCH

TEST DEPR DISCH


Freighter Cargo Smoke Detection Freighter Cargo Smoke Detection

The Freighter has area-type smoke detectors in all of the cargo compartments. The main deck cargo compartment has 46 smoke detectors arranged in 8 smoke detection zones.

Fire warning signals go to the system card files P84 and 85 and then on to: • • • •

AIMS WES OPAS Equipment cooling system.

These are the indications:

The forward and aft/bulk lower cargo compartments each have 15 smoke detectors arranged in 3 smoke detection zones.

• • • •

The smoke detectors are of a photocell type which uses light intensity on a detector to indicate the presence of smoke.

You use the fire/overheat test switch on the P5 to manually test the system. The test includes the cargo compartment fire indications. Test results show on the primary display system.

The Cargo Smoke Detection (CSD) System Controller interfaces with all of the smoke detectors on data busses. The controller monitors the smoke detectors and processes the detector inputs to send out a fire warning indication. 18-8

EICAS warning message Master warning lights Warning Aural Cargo fire arm switch.

Fire Protection CARGO FIRE

APU BTL

ARM

DISCH

MAIN DECK ARMED LWR FWD

MAIN

LWR AFT

ARMED

ARMED

FWD

AFT

DISCH FIRE/ OVHT

DEPR/DISCH

TEST DEPR DISCH

Cargo Fire/Engine Cotrol Panel (P5)

ASCPC L

OPAS

AIMS ASCPC R ELMS ARINC 629 Systems Buses

FWD

OUTBD

Lower Forward Cargo Compartment

Freighter Fire Extinguishing Freighter Fire Extinguishing

The lower lobe cargo compartment fire extinguishing system is similar to the passenger airplane. Dump bottles and metered bottles provide fire extinguishing in the selected compartment. The main deck cargo compartment has a depressurization mode for fire extinguishing. The cabin pressure control system brings the compartment altitude to 25,000 feet.

Push the main deck cargo fire arm switch to arm the depressurization mode. Push the depressurize switch to begin airplane depressurization. The air conditioning system turns off airflow to the main deck cargo compartment. Positive airflow goes to the flight deck, supernumerary area, and equipment cooling system during the depressurization mode.

The cargo fire control panel has the arm switches for each of the cargo compartments. Push a lower cargo fire arm switch to arm the fire extinguishing system. Push the discharge switch to activate the system. Operation of the dump bottles and metered bottles is the same as the passenger airplane.

18-9

Fire Protection

Duct Leak and Overheat Detectors

Wheel Well Fire Detector

Wheel Well, Duct Leak, and Overheat Detection Systems Wheel Well Fire Detection

Duct Leak and Overheat Detection

Dual loop fire detectors monitor the main wheel wells for brake and tire fires. There is a detector in each wheel well. These are the fire indications:

The duct leak and overheat detection system (DLODS) is a dual loop system. The detectors parallel the high pressure ducts. These are the detectors:

• • •

•

EICAS warning message Master warning lights Fire warning aural.

You use the fire/overheat test switch on the P5 to do a manual test of the system. The test includes the wheel well fire indications. Test results show on the primary display system. There are also periodic automatic tests. There are no indications from these tests unless there are system faults.

18-10

• •

Two detectors in each engine strut Five detectors on the wing ducts Twelve detectors on the body ducts.

Some duct leaks are automatically isolated. A fan case overheat causes the engine anti-ice valve to close. Strut, wing, or body duct leaks cause pneumatic system valves to close. There is continuous monitoring of the system. The fire/overheat test switch on the P5 does not test the system.

Lavatory Smoke Detection and Fire Extinguishing

Each lavatory has a smoke detector. Visual and aural indications occur in the lavatory and at attendant stations. A Halon fire extinguisher is in the sink cabinet of each lavatory. Heat from a waste compartment fire causes the extinguisher to discharge.

19 C a b i n S y s t e m s

Cabin Systems

19 s m e t s y S n i b a C

Cabin Systems Features

LAVATORIES

PASSENGER COMPARTMENT EQUIPMENT AND FURNISHINGS

The ability to change the configuration of the vacuum waste system gives more cabin interior flexibility. The vacuum toilets reduce odors and improve resistance to structural corrosion.

The passenger compartment equipment and furnishings give comfort, convenience, and safety to the passengers and crew.

DOORS Interior design and flexibility let the airline select and rearrange the configuration to meet their needs. OVERHEAD FLIGHT CREW AND ATTENDANT REST Optional overhead flight crew and attendants rest areas are overhead of the main cabin. The crew rests contain seats, bunks, and equipment and furnishings for the flight crew and attendants.

Passenger entry door openings are wide enough for two people. A large cargo door is standard on the forward cargo compartment and optional on the aft. The large door permits the loading of pallet size cargo.

•

Passenger Compartment Equipment and Furnishings

•

Freighter Supernumerary Area

•

Overhead Flight Crew and At ten dan t Res t

•

Pas sen ger Co mp ar t men t

•

Fl ig h t Cr ew Ox yg en

•

Pas sen ger O xy gen

•

Potable and Gray Water

•

L av at o ry Was te Sy st em

•

Doors

•

Windows

OXYGEN SYSTEMS The flight deck crew gets oxygen from cylinder(s). All passenger seats, attendant seats, and lavatories get oxygen from chemical generators. Passenger oxygen from cylinders is an option. POTABLE WATER There are two potable water storage tanks on the 777-200. There are three tanks on the 777-200ER, -300, -300ER and -200LR. Each tank has a capacity of 109 gallons. The 777 Freighter has a single 40 gallon water tank.

19-1

Cabin Systems

Galley Flexibilit y Zone (-300)

Galley Flexibilit y Zone (-200)

Lavatory Flexibil ity Zone (-300)

Lavatory Flexibil ity Zone (-200)

Passenger Compartment Interior Flexibility Passenger Compartment Equipment and Furnishings

These functions also have flexibility zones:

INTERIOR CONFIGURATION

• • • • • • • • •

The airline specifies the airplane interior configuration. INTERIOR FLEXIBILITY Interior flexibility zones are the areas in the airplane for the location of movable lavatories and galleys. The airline can move the lavatories and galleys to any position within these areas. Additional connections for plumbing, wiring, and air ducts are already installed. The flexibility allows for changes in passenger loads and route structures.

19-2

Stowage bins Closet Class dividers/partitions LCD monitors Projection screens Video projectors Passenger service units Passenger entertainment Purser stations.

Cabin Systems

Entry Doors (2)

Rigid Cargo Barrier

Bunks(2)

Freighter Supernumerary Area Freighter Supernumerary Area

FLIGHT CREW REST A two person flight crew rest with bunks is on the left side of the supernumerary area. Partitions between the crew rest and the lavatory provide for a changing area. SUPERNUMERARY AREA The supernumerary area has seating for four persons. The area can also be reconfigured for eleven seats. The area has these systems and equipment: • • • • • • •

Lighting Storage Passenger address Cabin interphone Air conditioning Temperature control Reading lights and information signs

• • •

Fire extinguishing Supplemental oxygen Emergency equipment.

A single galley module, similar to those in passenger airplane service is forward on the right side. The galley has space for three standard carts. Electrical power and potable water are provided for galley functions. A single lavatory module serviced by a vacuum waste system is forward in the supernumerary area. A rigid cargo barrier separates the supernumerary area from the main deck cargo compartment. There are doors to access the cargo compartment on the left and right sides. A control and displays panel has main deck cargo door controls and a video display of the main deck cargo door area. 19-3

Cabin Systems

FWD

FWD

Overhead Flight Crew Rest Overhead Flight Crew Rest

The optional overhead flight crew rest (OFCR) in the passenger airplane contains two seats and two bunks for two crew members and a storage compartment for their belongings. The OFCR module has these functions: • • • • • • • •

Ventilation and heating Fire detection Aural and visual fire/smoke indication Cabin interphone Passenger address Lighting Attendant call Supplemental oxygen.

Access to the overhead flight crew rest (OFCR) module is in the main cabin area by door 1 left. You must open the entrance enclosure door and climb the stairs to the seat area. The bunks are aft of the seats. 19-4

Cabin Systems

FWD

FWD

FWD

FWD

FWD

Overhead Flight Attendant Crew Rest Overhead Flight Attendant Crew Rest

common area. The bunks are forward and aft of the common area.

The overhead flight attendant rest (OFAR) contains a common area and four modules with two bunks in each module and two storage areas for attendant belongings. The OFAR module has these functions:

777 - 300 ARRANGEMENT

• • • • • • • •

Ventilation and heating Fire detection Aural and visual fire/smoke indication Cabin interphone Passenger address Lighting Attendant call Supplemental oxygen.

Access to the flight attendant rest module is in the main cabin area by door 5 left side. You must open the entrance enclosure door and go up the stairs into the common area. The bunks are forward of the common area.

777 - 200 ARRANGEMENT Access to the OFAR is in the main cabin area by door 3 right side. You must open the entrance enclosure door and go up the stairs into the

19-5

Cabin Systems Compartment Linings

Passenger Service Units

Inboard Stowage Bins

Closet Outboard Stowage Bins Partition

Sidewall Panels

Seats

Floor Covering

Passenger Compartment Passenger Compartment Equipment and Furnishings

Passenger compartment equipment and furnishings include these items: • • • • • • •

Passenger compartment linings Service units Closets Partitions Seats Floor covering Stowage bins.

The passenger compartment linings are laminated to make them easy to clean. Compartment linings include these panels: • • • • •

Main ceiling panels Lowered ceiling panels Doorway lining panels Overdoor panels Sidewall panels.

Service units are above the passenger seats and include this equipment: • • • •

Oxygen module Reading lights Gasper outlets (option) Passenger information signs

Closets are a place to keep coats, carry-on baggage, and emergency equipment. Partitions and class dividers make different seating areas in the passenger compartment. The passenger compartment furnishings include seats for passengers and flight attendants. The passenger compartment floor is carpeted. A moisture barrier under the carpet prevents water damage at lavatories, galleys and doorways. There are overhead stowage bins for carry-on items. They are above the outboard and center seats.

19-6

The center stowage bins move downward for easier use by the passengers. In higher density seating areas, they also move outboard toward the aisle. Other stowage compartments are both floor mounted and overhead.

Cabin Systems AIMS Transducer Fill Panel (Optional)

Pressure Regulators

Indicator Relief Valve

Oxygen Cylinder Crew Masks Note: Freighter has 3 cylinders

Shutoff Valve Thermal Relief (Overboard Discharge)

Mask

Pressure Regulator

ELMS

Bleed Valve

Regulator

Mask in Storage

Flight Crew Oxygen System Flight Crew Oxygen System

A high pressure oxygen cylinder supplies oxygen to the fight crew. A second cylinder is optional. The freighter has three cylinders. The cylinder location is on the left side of the main equipment center. A pressure regulator on the oxygen cylinder decreases the pressure to the flight deck to 60 to 85 psig. A second pressure regulator on the crew mask also makes sure the pressure is not more than 60 to 85 psig. CONTROL AND INDICATIONS There is a pressure gage on the cylinder. There is a pressure transducer on the supply line that goes to the flight deck. The pressure transducer sends a signal to the optional fill panel and to the AIMS for the primary display system.

The bleed valve opens for 25 seconds (45 seconds for the freighter) when the first engine starts. If the cylinder shutoff valve is not open, oxygen does not pressurize the supply line. The flight crew will see the low pressure on the status display.

The user holds the control and puts on the mask with the harness inflated. The user releases the lever and the harness deflates. Elastic in the harness holds the mask to the users face.

CREW OXYGEN MASK STOWAGE

Oxygen flows into the mask when the user breathes. Controls on the mask lets the user set the oxygen to normal (diluted oxygen on demand), 100 percent (100 percent oxygen on demand), or emergency flow (continuous oxygen). The flow indicator on the stowage box shows the flow to the mask.

The oxygen mask and regulator are in a stowage box at each crew position. A valve in the box controls the oxygen flow to the mask. The box door opens the valve when the door is opened. You use a reset control on the box to close the valve after you close the door.

REGULATOR CONTROLS

PNEUMATIC HARNESS A pneumatic harness holds the mask to the user’s face. A lever on the mask controls the inflation of the mask harness.

19-7

Cabin Systems Remote Pressure Sensor

ASCPC

AIMS

Systems ARINC 629 Buses (3) EMER LIGHTS

P5 Overhead Panel OFF

SERV INTPH

PASS OXYGEN

Cabin Altitude > 13,500 ft P5 Control Switch to ON

OFF

ARMED ON

ELMS

ON

ON

Oxygen Mask


Chemical Oxygen Generator Activation Pin

EXIT

EXIT

Mask (4) Mask Lanyard (4) Passenger Compartment

Oxygen Module

Chemical Oxygen Generation System (Basic) Passenger Oxygen System Chemical (Basic)

Chemical oxygen generators supply the passengers and attendants with emergency oxygen. The generators and masks are:

A lanyard connects each mask to the generator firing pin. The passenger pulls the mask. This pulls the pin and starts the chemical generator. A flexible tube transmits the oxygen from the generator to the mask. INDICATIONS

• • • •

In each passenger service unit (PSU) In each lavatory At each flight attendant station In the optional LLAR (-200ER and -300).

The masks are released by a switch on the P5 panel or when the cabin altitude is above 13,500 feet by the cabin pressure sensor. Cabin altitude information comes from the ASCPCs and a remote pressure sensor.

19-8

A light on the switch and an EICAS message show when the masks are released.

Cabin Systems THERAPEUTIC OXYGEN RESET NORM ON

Therapeutic Oxygen Panel (P5)

Cylinders Thermal Compensator

Pressure Transducer Pressure Regulator

From Additional Cylinders

From Service Panel (Optional)

OFF

PASS OXYGEN RESET NORM ON

ON ON


Pressure Gage

Overboard Discharge Port

OFF

SERV INTPH

ARMED

From Additional Cylinders

Medium Pressure Manifold

EMER LIGHTS

PSU Oxygen Module (Typical)

Therapeutic Oxygen Connection

SPRNMRY OXYGEN RESET NORM ON

Bleed Valve (Typical)

Flow Control Unit

Freighter (P5)

Shutoff Valve

Check Valve

Flow Control Unit

Vent Valve To Other Oxygen Modules

Gaseous Oxygen System (Optional) Gaseous Oxygen System (Optional)

Gas cylinders supply oxygen in the optional system. Gaseous Oxygen is standard for the freighter. The cylinders are on the right side of the aft cargo compartment.

A pressure regulator on the oxygen cylinders keep the pressure to the flow control unit at 600 - 700 psi. These things happen by a switch on the P5 overhead panel or if the cabin altitude is 13,500 feet or more: •

The airline selects the number of cylinders. Up to 23 cylinders for the 200, or up to 25 cylinders for the 200ER/-300/-300ER. The freighter supernumerary area oxygen system has three cylinders. Cylinder pressure and gage transducers measure the cylinder pressures. The transducer sends a signal to the voltage averaging unit (VAU). The VAU sends a signal to the fill panel gage (optional) and to the primary display system.

•

INDICATIONS A light on the switch and on an EICAS message show when the masks are released.

Starts flow through both flow control units to the PSUs Releases the masks from the PSU.

Each mask has a shutoff valve (not shown) in the PSU. When a passenger or attendant pulls on a mask, it opens the valve for that mask. There is an option for therapeutic oxygen mask fittings on the outboard PSUs. The therapeutic oxygen switch on the P5 starts flow through one flow control unit to the PSUs but does not cause the masks to drop. An attendant connects a mask to the fitting for a passengers use. 19-9

Cabin Systems Lavatory Water Supply Shutoff Valve

LAV (TYP)

Isolation Valve

Isolation/ Drain Valve

GALLEY (TYP)

DOOR 2

LAV (TYP)

GALLEY (TYP)

DOOR 3

LAV (TYP)

LAV (TYP)

DOOR 4

Overhead Distribution Line

LAV (TYP)

GALLEY (TYP)

Fill / Overflow Valve

Distribution Drain Shutoff Valve Gray Water Drain Restrictor Valve (2) (Ref) Forward System Drain Valve

P Pump Controller

Water Tank

M

P

T

T

T

M

Aft System Drain Valve

Filter F

M M

P Q

Forward System Drain Panel

Drain Mast (Ref)

Water Quantity Transmitter

Aft Potable Water Service Panel

Tank Drain Valve

Tank Fill Valve Handle

Passenger Potable and Gray Water Systems Potable Water System

There are water tanks aft of the bulk cargo compartment. The usable quantity of each tank is 109 gallons (413 liters). 777-200 airplanes have two water tanks. The 777 freighter has a single 40 gallon water tank. Electric motor driven water pumps push the potable water through the distribution system to the lavatories and galleys. The pump controller turns on pump 1 when the pressure switch in the distribution line pressure is low. If the pressure is still low, after a delay, the controller turns on pump 2. The pump controller stops the pump operation when the water tanks are serviced.

19-10

The tank quantity sensors and transmitters give information to: • • •

The cabin services system Service panel gages Optional quantity preselect systems (not shown).

The standard system configuration has an aft potable water service panel and a forward potable water system drain panel. The aft service panel is below the aft end of the aft cargo compartment. The drain panel is forward of and below the right wing. You use the aft panel to fill. You can use the gage to monitor the quantity, or fill the tanks until water comes out of the tank overflow and drain.You use both the forward and aft panels to drain the system.

There is a quantity preselect option (not shown). The controls and fill connections can be on a dedicated forward potable water service panel below the number one left passenger door, or on the aft potable water service panel. You use a switch to select the quantity. The fill valves open. They close when the selected quantity is in the tanks. Gray Water System

The gray water system drains water from the galley and lavatory sinks through two drain masts on the bottom of the fuselage. There are restrictor valves in the system to reduce air noise. Water pressure in the lines opens the valves. They are fail safe to the open position and are open on the ground.

Cabin Systems Flush Switch

Flush Control Unit

Toilet CSS

Potable Water

Bypass Check Valve

Vacuum Blower

Logic Control Module

Barometric Switch Water Separator

Point Level Sensors Waste Tank Continuous Level Sensor Legend:

Tank Drain Valve

Electrical Flush Valve

Tank Drain Connection

Tank Flush Connection

Rinse Valve

Passenger Lavatory Waste System Lavatory Waste System

Each lavatory has a vacuum toilet. Three waste tanks outboard of the left wall of the bulk cargo compartment hold the waste. The total waste capacity is 189 gallons for the 777-200 and -200ER. The total waste capacity is 229 gallons for the 777-300. The waste tank service panel is on the bottom aft fuselage. Waste lines connect the lavatories to the waste tanks. Each tank gets waste from a specified group of lavatories. A vacuum in the tank pulls the waste from the toilet into the tank. Below 16,000 feet, a vacuum blower causes the vacuum. Above 16,000 feet, the ambient atmosphere causes the vacuum.

Each toilet has a flush switch that connects to a flush control unit (FCU). When a person pushes the flush switch, the FCU starts the flush cycle. During the flush cycle: • •

The waste moves from the toilet into the waste tank Potable water flushes the toilet.

There are two tank full sensors and a logic control module (LCM) for each tank. If a tank is full, the LCM: •

•

Prevents operation of the lavatories that connect to that tank Shows a tank full message on the CSS.

There is a continuous level sensor and two point level sensors on each tank. Sensor information goes to an LCM on each tank. Continuous level sensor information shows on the CSS. The point level sensor information is used to stop toilet operation when a tank is full. The waste tank service panel has one drain connection. It has a drain handle and a rinse connection for each of the three tanks. This lets the ground crew do servicing of each tank independently from the other tanks.

There are two vacuum blowers. One is for the forward tank, and the other is for the mid and aft tanks. 19-11

Cabin Systems

Waste Tank Vacuum Blower

FWD

Water Tank Water Pump

QUANTITY

WATER FILL/ DRAIN SWITCH FILL

NORMAL

WATER QTY

DRAIN

QUANTITY GUAGE

POTABLE WATER FILL/DRAIN

MAXIMUM FILLING PRESSURE SHALL BE 55 PSI

WATER TANK OVERFLOW PORT

Water Tank Service Panel Waste Tank Service Panel

Freighter Water and Waste Systems Freigh ter Water and Waste Systems

The Freighter has a 30 gallon potable water tank on the left side of the forward lower cargo compartment. The waste system uses a vacuum type lavatory and a 40 gallon waste tank. The waste tank is on the right side of the forward lower cargo compartment. The potable water system uses a pump to pressurize the supply line. The water supply line goes to the lavatory and galley in the supernumerary area. There is a water shutoff valve in the lavatory and the galley. The water system also provides for periodic draining of the system from the service panel.

19-12

The lavatory waste system uses a vacuum blower to move waste to the tank at low altitudes. Cabin pressure differential can also moves the waste to the tank. A barometric switch controls the operation of the vacuum blower. The water and waste system service panels are each on the bottom of the airplane forward of the wing to body fairing. The waste tank service panel has a waste line connection and rinse line connection. The water tank service panel has a fill line connection and a water tank quantity gauge. The panel also has a tank fill / drain selector switch and an overflow port from the water tank.

Cabin Systems MAIN MENU

PREVIOUS MENU

LAVATORY/WASTE TANK STATUS

LAVATORIES

WASTE TANK 1 E 1/8

FWD DR 1L VACANT AFT DR 1R OCCUPIED FWD DR 2L VACANT FWD DR 3R INOP

1/4

3/8

1/2

5/8

3/4

7/8

F

MAIN DECK CARGO DOOR VIDEO

DISPLAY

CAM SEL EXT INT

ON OFF

DIM

+

-

MAIN DECK CARGO DOOR FWD CONTROL PANEL ARMED

LAVATORIES

WASTE TANK 2

a ARMED ARMED

E 1/8

FWD DR 1R OCCUPIED AFT DR 2R VACANT DR 3 CTR L VACANT FWD DR 4R VACANT

1/4

3/8

1/2

5/8

3/4

7/8

F

b OPENED OPEN g

CLOSED CLOSE

LAVATORIES

WASTE TANK 3 E 1/8

DR 3 CTR R INOP FWD DR 4L INOP AFT DR 4L INOP DR 4 CTR INOP

1/4

3/8

1/2

5/8

3/4

7/8

F

CSS Control Panel (passenger cabin )

g

LATCHED

b

UNLOCKED

g

LOCKED

UNLOCK

LOCK

QUANTITY 1/8

E

F

QUANTITY

E

F

BRT

DIM OFF

CSS Waste Syst em Page MAIN MENU

PREVIOUS MENU

E

1/8

3/8

1/2

r

EMER

EMER

LIGHTSSERVICE LIGHTS/TEST LIGHTS

5/8

3/4

7/8

C

CABIN

W

TEMP

Freigh ter P 408 Panel Door 1 Left

POTABLE WATER STATUS 1/4

g GROUND CEILING

F MAIN DECK CARGO LIGHTING CONTROL QUANTITY

QUANTITY

1/2 3/8 1/4

1/4

5/8 3/4

1/2

3/4 1/8

7/8

E WATER QTY

82

F

E

WASTE QTY

F

CEILING

SIDEWALL

EXTERIOR CAMERA

SILL/LOAD MDCD

GALLONS REMAINING BRT

DIM

65

GALLONS REQUIRED FOR TAKEOFF

CSS Potabl e Water System Page

C

OFF CEILING LIGHTS

GROUND SERVICE

EMER LIGHTS/TEST

EMER LIGHTS

W CABIN TEMP

Freighter Water and Waste Tank Quantity Indicators

Water and Waste Systems Display Water and Waste Systems Displays

The passenger potable water system and the lavatory waste system each have a CSS page. The potable water system page shows the quantity of potable water in both tanks. The lavatory waste system page shows the waste level in each waste tank. It also shows which lavatories: • • •

Are in use Are not in use Have been locked by an attendant because they are inoperative.

The Freighter has water tank and waste tank displays on the P408 panel in the supernumerary area next to door 1 left.

19-13

Cabin Systems Equipment Center Access Doors

Cargo Door (3) Fueling Control Panel (Optional)

Passenger Entry Door

Nose Landing Gear Door

1

Environmental Control System (ECS) Low Pressure Connection Access Door (2)

External Ground Power Supply Door Forward Potable Water System Drain Panel Door

ECS High Pressure Connection Access Door

ECS Access Door (2) Hydraulic Service Door Auxiliary Power Unit (APU) Access Doors

Potable Water Service Panel Door

Fueling Control Panel Main Deck Cargo Door (Freighter)

Main Landing Gear Door (2)

Forward Potable Water Service Panel (Optional) ADP Filter Access Door ADP Pressure Relief Door 1

Air-Driven Pump (ADP) Exhaust Access Door

8 on -200, 10 on -300, 2 on Freighter

Doors Doors

Doors give access to these areas: • • • •

Passenger and flight compartments Cargo compartments Equipment centers Service areas.

19-14

Control Bay Access Door Service Access Door Waste Tank Service Access Door

Cabin Systems Mode Select Mechanism

Mode Select Lever Window

Vent Door Mechanism Door Hinge

Programming Chain Mechanism Hold-Open Mechanism

EPAS Reservoir EPAS Battery Hold Open Release Handle

Slide Pack (With Stored Gas Bottle and Pressure Gauge)

Interior Door Handle

FWD

Girt Bar Mechanism (2)

Internal View of Door Mechanisms

Entry Doors Entry Doors

There are four passenger entry doors on each side of the airplane (-200). There are five passenger entry doors on each side of the airplane (-300). The overwing doors are for emergency use only. The freighter has two doors to the supernumerary area. The door openings have sufficient width to let two people go through the door at the same time. The doors are plug type that open outward. There are stops on the door and on the door frame. The door stops put the pressurization load on the frame stops.

All of the doors operate manually from inside and outside of the airplane. A single hinge arm attaches the middle of the door to the door frame. The mechanism that connects the door to the hinge permits this door movement: • •

Move up and down Turn in relation to the hinge arm.

As the door opens, it first moves up so the door stops can move over the frame stops. The door then moves outward and forward. The programming mechanism chain keeps the inboard side of the door toward the airplane. The door does not turn in relation to the airplane. The inboard side of the door always faces inboard.

A hold-open mechanism holds the door in the open position. The mode select lever lets the cabin attendants arm the emergency power assist system (EPAS) and the escape slides. The EPAS uses compressed gas from a reservoir to help open the doors in an emergency. The gas goes from the reservoir to an actuator (not shown). The actuator connects to the programming chain. It uses the chain to open the door. Each door has a flight lock assembly that locks the door when airspeed is more than 80 knots.

19-15

Cabin Systems Latch

Inflation Bottle

Cover Release Mechanism Cover Release Cable Aspirator

Escape Slide Pack Inboard Side

Escape Slide Pack Outboard Side

Folded Slide/Raft

Door Mounted Emergency Escape System Emergency Escape System

There is an escape slide/raft at each passenger entry door. A bustle covers each slide/raft. The slide/raft is an inflatable structure made of coated Nylon fabric. Upper and lower air chambers support the slide/raft floor. An inflation cylinder and two aspirators inflate the air chambers. A manual handle can be used for alternate inflation. Each slide/raft has two passenger lanes. Lights on the end of the slides come on when the slides are inflated. They are safe for use in winds up to 25 knots, and with the collapse of one or more of the landing gear. The mode select lever on the door lets the cabin attendants arm the emergency power assist system (EPAS) and the escape slides. The EPAS opens the door when it is 19-16

armed and you move the interior door handle to the open position. As the door opens, the slide/raft releases from the door. This starts the slide/raft inflation sequence. When you use the external door handle, the EPAS and escape slide automatically disarm.

Cabin Systems

Slide Compartment

Over-Wing Door

Slide Compartment

Off-Wing Slide

Off-Wing Escape System (777-300 and -300ER) Off-Wing Escape System

The off-wing escape system lets passengers and crew get off the wing after they go out of the airplane through the number three passenger entry (over-wing) door. There is an off-wing slide for each wing. The slide is stowed in a compartment aft of the wing in the wing-to-body fairing. The inflation bottle is in a compartment in the wing-to-body fairing below the wing. Operation of the over-wing door is the same as the other passenger entry doors. The off-wing slide inflates when you open the door in the armed mode.

19-17

Cabin Systems and Lighting Door 28V DC L BUS

Chime Module Deadbolt Handles And Door Lock Handle

(RED) (AMBER)

Pressure Sensor

(GREEN)

Strike Assembly (In Door Post) Strike Assembly

FWD Flight Compartment (Looking Aft)

NORM/OFF Switch

Keypad FLT DECK DOOR

Door

AUTO UNLKD

DENY

LOCK FAIL

w

AUTO UNLK

w

Chime Module

Keypad

Strike (Catch Position)

Door Post

Door Lock Bolt (Connects to Forward Door Lock Handle Only)

Decompression Panel (2)

FWD

Lock Pin

Control Panel (P8)

Deadbolt Key Lock And Door Handle

Door FWD Door Post Area (Top View)

Passenger Compartment (Looking Forward)

Flight Compartment Door Flight Compartment Door

The flight compartment door divides the flight compartment from the passenger cabin. The door and the structure around the door gives ballistic and intruder protection to the flight compartment. The door opens forward into the flight compartment. The mechanical part of the door has these main components: • • •

Decompression panel (2) Door lock assembly Deadbolt assembly.

The decompression panels open aft if the passenger cabin has a loss of pressurization. The door lock assembly has one handle on the flight compartment side of the door that operates the door lock bolt. The handle on the passenger side of the door lets you

19-18

move the door but does not connect to the door lock bolt. The deadbolt assembly has handles on the forward side of the door and a key lock on the aft side of the door. The handles let you extend or retract a deadbolt and let you enable or disable key operation. The electrical part of the flight compartment door is the flight deck access system (FDAS). This system has these components: • • • • •

Chime module Door strike assembly Pressure sensor Control panel Keypad.

The chime module is a computer that controls the system. It controls the strike assembly and system indications. It also lets you set the access code and system time delays.

The strike assembly has a solenoid that extends or retracts a pin to lock or release the strike. The pressure sensor finds a loss of pressurization in the flight compartment. If there is a loss of pressurization, the sensor opens the circuit to the solenoid in the strike assembly. This releases the strike and lets the door open to make the pressure equal. The pilots can control the strike assembly with a switch on the control panel. Lights on the control panel show system status. A keypad lets authorized people go into the flight compartment after they put in the correct access code. Power to lock the strike comes from 28v dc left bus. If power is lost, the door strike releases. This safety feature releases the door strike in an emergency.

Cabin Systems

Freighter Freighter Main Deck Cargo Door

Bulk Cargo Door

Small Cargo Door

Large Cargo Door

Cargo Doors Cargo Doors

airplane. Electric actuators open and close the door.

closed. Electric actuators lock and unlock, and open and close the door.

The door is a plug type. There are stops on the door and door frame. As the door closes, it lowers to a position where the door stops are inboard of the frame stops. When the airplane is pressurized, the door stops put the pressurization load on the frame stops. This holds the door closed.

There are control panels inside and outside of the compartment.

BULK CARGO DOOR The bulk cargo door opening lets you load items that are not in containers or on pallets. The door is a plug type that opens inward and upward. Two hinge arms attach the top of the door to the airplane. There are exterior and interior handles. The door operates manually. A counterbalance helps you open the door.

There are control panels inside and outside of the compartment. LARGE CARGO DOOR

SMALL CARGO DOOR The small cargo door is standard on the passenger aft cargo compartment. The door opening lets you load cargo in containers and one-half size pallets. The door opens outward. Two hinge arms attach the top of the door to the

The large cargo door is standard on the forward cargo compartment, and optional on the aft. The large aft cargo door is standard on the freighter. A continuous hinge along the top of the door attaches it to the airplane. The door opens outward. The door is not a plug type door. Latches and locks hold the door

FREIGHTER MAIN DECK CARGO DOOR The 777 Freighter has a main deck cargo door on the aft left side of the airplane. A continuous hinge along the top of the door attaches it to the airplane. The door opens outward. The door opening is 146.5 inches (372.1cm) wide and 120 inches (304.8cm) high. The door is similar to the large cargo door. Latches and locks hold the door closed. Electric actuators lock and unlock, and open and close the door. There are control panels inside of the cargo compartment and in the supernumerary area. 19-19

Cabin Systems

Main Deck Cargo Door Exterior Camera

MAIN DECK CARGO DOOR VIDEO CAM SEL

DISPLAY

ON

EXT

DIM

OFF

MAIN DECK CARGO DOOR (OPERATING

PROCEDURE)

Cargo Door Video Display

INT

-

+

MAIN DECK CARGO DOOR FWD CONTROL PANEL

Main Deck Cargo Door Interior Cameras

ARMED

CAUTION:

MAKE CERTAIN ALL PERSONNEL AND EQUIPMENT ARE CLEAR

a

ARMED

OF DOOR PATH TO OPEN DOOR 1.

ARMED

MOVEO MONITOR DISPLAY SWITCH TO ON.

2.

MOVE CAM SEL SWITCH TO EXT

3.

VERIFY DOOR AREA IS CLEAR WHILE OPENING.

MAIN DECK CARGO DOOR CONTROL PANEL

POSITION.

b

OPENED

ARMED

OPEN

4. HOLD CARGO DOOR LOCK/UNLOCK

SWITCH IN UNLOCK POSITION UNTIL UNLOCKED LIGHT COMES ON. 5. HOLD THE ARM SWITCH IN THE UP ARMED POSITION AND OPEN/CLOSE

ARMED ARMED

g

CLOSED

SWITCH IN OPEN POSITION UNTIL

OPEN

OPENED LIGHT COMES ON. INDICICATING DOOR IS FULLY OPEN.

CLOSE TO CLOSE DOOR 1.

g

OPEN CLOSED

LATCHED

MOVE MONITOR DISPLAY SWITCH

CLOSE

TO ON.

2.

MOVE CAM SEL SWITCH TO INT

LATCHED

POSITION.

ENSURE THE DOOR SILL PROTECTOR IS RETRACTED. 4. MOVE CAM SEL SWITCH TO EXT POSITION 5. VERIFY DOOR AREA IS CLEAR WHILE CLOSING. 3.

6. OBSERVE THAT THE CARGO DOOR

CLOSED AND LATCHED LIGHTS ARE OFF AND UNLOCKED LIGHT IS ON. HOLD THE ARM SWITCH IN THE DOWN ARMED POSITION AND THE OPEN/CLOSE SWITCH IN CLOSE POSITION UNTIL BOTH CLOSED AND LATCHED LIGHTS COME ON. 8. OBSERVE THAT LOCKED LIGHT 7.

UNLOCK

b

UNLOCKED

UNLOCK

UNLOCKED LOCK LOCKED

IS OFF.

HOLD LOCK/UNLOCK SWITCH IN LOCK POSITION UNTIL LOCKED LIGHT COMES ON. 10. VERIFY: -CLOSED, LATCHED, AND LOCKED LIGHTS ARE ON. -OPENED, UNLOCKED AND ARMED LIGHTS ARE OFF. 9.

LOCK g

LOCKED

Supernumerary Control Displ ay Panel

Main Deck Cargo Door Control Panel

Main Deck Cargo Door

Freighter Main Deck Cargo Door Controls and Indications Freighter Main Deck Cargo Door Controls and Indications

CONTROLS Main deck cargo door controls are in the supernumerary area and inside the main deck cargo compartment forward of the door. Both Panels have similar controls. Switches on the panels let you arm, lock or unlock, and operate the door electrically. Directions for operating the door are on the panel. INDICATIONS Panel indicator lights on the main deck cargo door control panels give you the status of the door operation. There is a main deck cargo door video monitor above the control panel in the supernumerary area. This lets you make sure the door area is clear before opening or closing the door. 19-20

The video monitor is an LCD display. Three switches for control of the display are just below the LCD. The switches let you turn on and off the display, select views, and adjust display brightness. There are cameras in the main deck cargo compartment on either side of the door to monitor the door sill and surrounding areas. An external camera in the horizontal stabilizer leading edge lets you monitor the exterior of the door. There is an observation window near the door when operating the door from the main deck cargo compartment control panel.

Cabin Systems

FWD ACCESS

FWD ACCESS

E/E ACCESS

E/E ACCESS ENTRY 1L

M

ENTRY 1L

ENTRY 1R

ENTRY 3L

M

A

A

MAIN DECK CARGO

ENTRY 3R

AFT CARGO BULK CARGO

BULK CARGO A

A

ENTRY 1R

ENTRY 2R

AFT CARGO

ENTRY 4L

A

FWD CARGO

FWD CARGO ENTRY 2L

A

ENTRY 4R

FWD ACCESS E/E ACCESS ENTRY 1L

ENTRY 1R FWD CARGO

777-200

ENTRY 2R

ENTRY 2L

ENTRY 3L

777 Freighter

ENTRY 3R

ENTRY 4L

ENTRY 4R AFT CARGO BULK CARGO

ENTRY 5L

ENTRY 5R

777-300

Door Synoptic Display Door Synoptic Display

The door synoptic display shows the doors. An amber box shows an open door. The box goes away when the door is closed. There is an option to show if a door is in the manual (disarmed) or automatic (armed) mode. The symbol M identifies a door in the manual mode. The symbol A identifies a door in the automatic mode.

19-21

Cabin Systems

Door-Mounted Flight Deck Windows 1 Windows

1

Passenger Compartment Windows

Overwing Passenger Entry Door on -300 Not Shown.

Windows Windows

The flight deck has three windows on each side. Number one window is in the front. Number three window is in the back. The number two window opens from inside the flight deck. There is a window in each passenger entry door. Passenger compartment windows are along both sides of the passenger compartment.

19-22

20 L i g h t s

Lights

20 s t h g i L

Lights Features

SERVICE AND CARGO LIGHTS

•

Fl ig ig ht ht De Dec k L ig ig ht hts

FLIGHT DECK LIGHTING

•

Fl i gh gh t De Dec k Li Li g ht ht Co Co nt nt r ol ol s

Panel lights give light to the instruments for the flight crew. Each flight crew position has a map light, chart light, and a work table light. Dome lights are in the ceiling of the flight deck.

There are lights in all of the service and cargo compartments for the ground crew. Cargo loading lights give light during cargo loading.The cargo loading lights are on the outside of the fuselage and on the inside of the forward, aft, and bulk cargo doors.

•

Ex te ter io io r L ig ig ht hts

•

Ex te ter i or or Li Li gh gh t Co nt nt r ol ol s

•

L i gh gh t in in g Co Co nt nt ro ro l Di Di s pl pl ay ay s

•

Ser vi vi c e an d Ca Car g o Li Li gh gh ts ts

EXTERIOR LIGHTS

EMERGENCY LIGHTS

•

Em er er ge gen cy cy L ig ig ht ht s

Landing lights on the wings and nose landing gear show the runway to the flight crew. Anti-collision lights and position lights show the airplane to the flight crews in other airplanes. Logo lights on the horizontal stabilizers give light to the airline logo on the vertical stabilizer.

Emergency lights show the emergency escape routing to the passengers and crew.

PASSENGER CABIN LIGHTING The cabin services system (CSS) controls the passenger cabin lighting.

20-1

Lights Observer Map Lights Dome Light Dome Light First Officer Chart Light Center Aisle Stand Flood Light Captain Chart Light

First Officer Work Table Light

Flight Crew Map Lights

Captain Work Table Light

Glareshield and Forward Instrument Panel Floodlights

Floor Lights

Flight Deck Lights Flight Deck Lights

The flight deck has these lights: •

• • • • • • •

Integr Integral al p pane anell light lights s for for all of the instrument and circuit breaker panels Floo Flood d ligh lights ts for for all all of of the the pane panels ls except the overhead panel Dome lights Map lights lights for for the the flight flight crew crew and and observers Chart Chart ligh lights ts for for the the cap capta tain in a and nd first officer Work ork tabl table e light lights s for for the the capt captai ain n and first officer Floor lights Utili Utility ty ligh lights ts for for the the o obs bserv erver ers. s.

20-2

Glareshield and Forward Instrument Panel Floodlights

Lights PASS SIGNS SEAT BELTS AUTO ON

NO SMOKING AUTO OFF ON

OVHD/ CB

OFF

MASTER BRIGHT

STORM

DOME

ON OFF MIN GLARESHIELD PNL/FLOOD

PUSH ON/OFF

LANDING LEFT OFF

NOSE OFF

RIGHT OFF

ON

ON ON

Lighti ng Panel (P5) AISLE STAND PNL/FLOOD

HEATERS SHOULDER OFF

OFF

OFF

HIGH

SHOULDER HIGH

HIGH

OFF

INBD DSPL/ WXR

HIGH

FWD PANEL BRIGHTNESS

FWD PANEL BRIGHTNESS OUTBD DSPL

HEATERS FOOT LOW

FOOT LOW

PNL/ FLOOD

PNL/ FLOOD

INBD DSPL/ WXR

OUTBD DSPL

P8 Aft Aisle Stand

P13 Left Sidewall Panel

P14 Right Sidewall Panel

Flight Deck Light Controls Flight Deck Light Controls

The P5 overhead panel has controls for these lights: • • • • •

Panel and flood lights for the glareshield instrument panel Panel lights for the overhead circuit breaker panel Dome lights Storm lighting Master brightness control.

The storm lighting control lets you turn on these lights to the full bright level: • • • •

A master bright control on the P5 overhead panel lets you control all of the panel and instrument lights together. You can also use individual controls for the panel lights. The individual panel and flood light controls for the forward instrument panels are on the left and right sidewall panels. The individual panel and flood light control for the aisle stand instrument panel is on the aft end of the aisle stand.

Dome Flood Lighted switches System annunciator lights that are on.

20-3

Lights White Anti-Collision Light Green Position Light

White Position Light

White Anti-Collision Light


Logo Lights Red Anti-Collision Lights


Red Position Light

Landing Lights, Taxi Lights

Wing Illumination Light

Runway Turnoff Light

Wing Landing Light

Exterior Lights Exterior Lights

The empennage has these lights:

The wings have these lights:

•

•

•

• • •

One white anti-collision light on each wing tip One red and one white position light on the left wing tip One green and one white position light on the right wing tip One main landing gear (MLG) ground maneuver camera light on the outboard flap outboard support fairing on each wing (777-300).

The fuselage has these lights: • • • •

One red anti-collision light on the top and one on the bottom One landing light at the inboard forward edge of each wing One runway turnoff light located with the landing light One wing illumination light on each side, forward of the wing.

20-4

One white anti-collision light on the aft end Two logo lights on the top of each horizontal stabilizer.

The nose gear strut has these lights: • • •

Two landing lights Two taxi lights One nose landing gear (NLG) ground maneuver camera light (777-300).

White Anti-Collision Light

Lights

ANTI-ICE PASS SIGNS NO SMOKING AUTO OFF ON

OVHD/ CB

SEAT BELTS AUTO OFF ON

DOME

STORM ON

WING AUTO OFF

MASTER BRIGHT

ON

LOGO

WING

ON

ON

ON

w

w w

w w

R AUTO

OFF

N AV

w

MIN

OFF

ON

w

OFF

ON

ENGINE

BE AC ON

w

GLARESHIELD PNL/FLOOD

L AUTO

ON

IND LTS TEST

w w

BRT

PUSH ON/OFF

DIM

LANDING LEFT OFF

NOSE OFF

ON

RIGHT OFF

RUNWAY TURNOFF L OFF R

ON

ON

TAXI OFF

STROBE OFF

ON

ON

ON

An ti -Ice/ Li gh ti ng Pan el (P5)

Red Anti-Collision Lights Wing Position Lights

Wing Illumination Lights White Anti-Collision Lights

Exterior Light Controls Exterior Li ght Controls

The P5 overhead panel has controls for these exterior lights: • • • • • • • •

Landing lights Red anti-collision lights (beacon) Wing position lights (nav) Logo lights Wing illumination lights White anti-collision lights (strobe) Taxi lights Runway turnoff lights.

20-5

Lights

Ceiling and Night Lights

MAIN MENU

Reading Lights

LIGHTING MENU

CABIN LIGHTING ENTRY WAY LIGHTS READING LIGHTS

Sidewall Lights

CSS Panel (Typical)

Passenger Cabin Lights Passenger Cabin Li ghts

Ceiling lights are fluorescent tubes above the outboard stowage bins. The light reflects off of the ceiling panels to light the passenger compartment.

The cabin attendants use the cabin services system (CSS) to control the lights. They select the: •

• Night lights are incandescent bulbs that are with some ceiling lights in the cabin. They give a dim light when the ceiling lights are off. Reading lights are incandescent bulbs in the passenger service units above the passenger seats. There is a light for each passenger.

20-6

•

Cabin lighting screen to set the intensity of the ceiling lights or set the night lights on or off Entry lights screen to set the entry on or off Reading light screen to give control of the lights to the passengers, or to set the reading lights on or off.

When the passengers have control, they use individual controls at their seats to control the reading lights.

Lights

Nose Wheel Well

Forward Cargo Compartment Forward Cargo Loading Light

Equipment Centers ECS Compartments

Aft Cargo Loading Light

Refuel Station APU Compartment Stabilizer Compartment

Aft Cargo Compartment

Main Wheel Wells

Bulk Cargo Loading Light

Service and Cargo Lights Service and Cargo Cargo Lights

The ground crew uses lights in these locations: • • • • • • •

Nose Nose and and main main gear gear whee wheell well wells s Equ Equipm ipment ent cen centters ers ECS EC S com omp part artme men nts Refuel station Carrgo com Ca compa part rtme ment nts s Stab Stabil iliz izer er com compa part rtme ment nt APU APU com ompa part rtme ment nt..

There are cargo loading lights on the fuselage aft of the cargo doors and on the inside of the door.

20-7

Lights Aisle Illumination Light

EMER LIGHTS Exit Signs

OFF ARMED

ON

Emergency Lights (P5) (P5)

EMER LIGHTS

Slide Illumination Lights

EMER LIGHTS TEST

Att endan ts Switch Panel Panel

Floor Proximity Lights


Emergency Lights

An EICAS advisory message shows when:

All of the emergency lights come on if one of the these occurs:

The passenger compartment has these emergency lights:

•

•

•

•

The The P5 em emer erge genc ncy y ligh lights ts swit switch ch is not set to the armed position The The atten attenda dant nt’’s emerg emergen ency cy ligh lightt switch is set to the on position.

These are the locations for the three emergency light test switches:

•

• •

The emergency lights in the area near a passenger entry door will come on if the door is opened in the armed mode.

Emergency Lights

•

•

Floor Floor proxim proximity ity lights lights on the sides sides of the aisle seats Aisl Aisle e illu illumi mina nati tion on ligh lights ts in in the the ceiling with the air conditioning outlets Exit Exit sign signs s abov above e and and adja adjace cent nt to to the doors.

There are emergency escape slide lights on the outside of the fuselage, aft of the doors. The emergency power supplies for the lights are above each door. The emergency light switch for the flight crew is on the P5 overhead panel. There is one emergency light switch on the attendants panel. The panel can be at the left number one or two passenger door.

20-8

•

P40 P40 on on the the nose nose gea gear Atte Attend ndan ants ts swit switch ch pan panel el at at the the left number one or two passenger door Atte Attend ndan ants ts swit switch ch pan panel el at at the the left or right number four passenger door.

•

The The emer emerge genc ncy y ligh lights ts swit switch ch on on the P5 is set to armed and the electrical power fails The The emer emerge genc ncy y ligh lights ts swit switch ch on on the P5 is set to on The The emer emerge genc ncy y ligh lights ts swit switch ch on on the attendant’s panel is set to on.

Lights Sill/Load Light Control

FLT DECK

LOADMASTERAMPLIFIER

CALL

LWR LOBE

ON CG ALARM TONE/ LWR LOBE OFF

MAIN DECK

Cargo Ceiling Light Control

WHL WELL

INTERPHONE

INTERCOM

PUSH TO CG TALK ALARM VOLUME

Sidewall Light Control

P441

RIGHT

MASTER

Sidewall Light Control

OUTSIDE CENTER LINE

F W D

A F T

LEFT

Cargo Ceiling Lights Door and Sill Lights Sidewall Lights Outside Cargo Control Panel Panel

Main Deck Cargo Lights Main Deck Deck Cargo Lig hts

CARGO LOADING LIGHTS

CARGO CEILING LIGHTS

Door-mounted cargo loading lights give light to two areas: below and outboard of the door and the door sill area.

Cargo ceiling lights provide general light in the cargo compartment during loading and unloading operations. The Loadmaster Panel has a Cargo Ceiling Light Control switch to control the ceiling lights.

The door lights are controlled by a switch on the Outside Cargo Control Panel. The sill lights are controlled by a switch on the Loadmaster Panel.

SIDEWALL LIGHTS Sidewall lights provide general compartment lighting and walkway illumination during flight operation. The sidewall lights are turned on one of three ways: • • •

Loadm oadmas aste terr Panel anel Outs Outsid ide e Car Cargo go Cont Contro roll Pan Panel el Main Ma in De Dec ck Ale Alert rt Syst System em

20-9

Cargo

21 C a r g o

21 o g r a C

Cargo Features

•

Compartment Features and Capacities

•

Passenger Cargo Handling System

•

Freighter Cargo Handling System

PASSENGER CARGO HANDLING Forward and aft cargo compartments hold certified and uncertified containers. Bulk cargo compartment holds loose baggage. Forward and aft cargo handing systems let a single operator load or unload containers and pallets. Two cargo handling system controllers control the operation of the cargo handling system components. FREIGHTER CARGO HANDLING The Freighter has an enhanced main deck and lower lobe power drive system for containers and pallet configurations. The system includes built in test equipment that continually monitors the operational health of the system. FIRE RESISTANCE Compartment sidewalls, ceilings, and walkways are made of fire resistant materials. The compartments meet these classC requirements: • • •

Sidewalls and ceilings contain fire Smoke detection system gives warning to the flight compartment Fire extinguishing system lets the operator put fires out.

21-1

Cargo Fwd Cargo Compartment

LD-3

Aft Cargo Compartment

Bulk Cargo Compartment

LD-2 LD-3 (18) (777-200) LD-3 (14) (777-200) (20) (777-300) (24) (777-300) All LD-3 Con tai ners LD-1

LD-6

LD-3 (14) (777-200) (20) (777-300)

Size M Pallets (6) (777-200) (8) (777-300)

Pallets And Containers

LD-5 LD-10 LD-11 Size M Pallets (6) (777-200) (8) (777-300)

Pallets: Size A – 125 in x 88 in Size M – 125 in x 96 in 1/2 Size – 60.4 in x 61.5 in 1/2 Size – 60.4 in x 125 in 1/2 Size – 96 in x 61.5 in

Size M Pallets (4) (777-200) (6) (777-300) Al l Pall ets*

Note: * Requires Optional 104-Inch Wide Aft Cargo Door

Lower Compartment Features and Capacities Lower Cargo Compartments

The aft cargo compartment holds:

These are the three cargo compartments in the lower deck:

• • • • • • • •

• • •

Forward cargo compartment Aft cargo compartment Bulk cargo compartment.

The forward and aft cargo compartments hold certified and non-certified unit load devices (ULD). The forward cargo compartment holds these ULDs: • • • • • • • • • •

LD-1 LD-2 LD-3 LD-5 LD-6 LD-7 LD-9 LD-10 LD-11 Pallets (size A, M, and 1/2 size).

21-2

LD-1 LD-2 LD-3 LD-5 LD-6 LD-10 LD-11 1/2 size pallets.

Optional equipment let both compartments hold these ULDs: • •

LD-4 LD-8.

The aft cargo compartment holds the larger ULDs if the airplane has the optional aft large cargo door. The aft large door is standard on the freighter. The forward and aft cargo compartments have a cargo handling system. A divider net separates the bulk cargo compartment from the aft cargo compartment.

The cargo compartments have a lining of fire resistant material. Cargo Capacities

The capacity of the forward cargo compartment of the 777200/200ER/Freighter is 2,844 cubic feet (80.5 cubic meters). The capacity of the forward cargo compartment of the 777-300/300ER is 3,792 cubic feet (107.4 cubic meters). The capacity of the aft cargo compartment of the 777200/200ER/Freighter is 2,212 cubic feet (62.6 cubic meters). The capacity of the aft cargo compartment of the 777-300/300ER is 3,160 cubic feet (89.5 cubic meters). The capacity of the bulk cargo compartment is 600 cubic feet (17 cubic meters).

Cargo

(27) 96" X 125" PALLETS

(11) 96" X 238.5" PALLETS (5) 96" X 125" PALLETS

(17) 96" X 196" PALLETS (1) 96" X 125" PALLET - ADDITIONAL PALLET LOCKS REQUIRED

(14) 96" X 125" PALLETS

Freighter Main Deck Features and Capacities Freighter Main Deck Features and Capacities

The freighter main deck cargo compartment holds pallets and containers in a wide variety of configurations. The large main deck cargo door allows loading of 20 foot long pallets and spare engines. Main deck capacity holds 27 standard pallets (96in x 125in, 2.5m x 3m). The industry-standard 10-foothigh (3.1m) pallets are also accommodated by the large main deck door. Other typical arrangements show above. The lower lobe of the freighter is similar to the passenger airplane in terms of loading operation The freighter cargo handling system has new lighter power drive units and digital control and maintenance functions.

21-3

Cargo Aft Cargo Handling System

Forward Cargo Handling System

Secondary Joystick

Cargo Handling Accessory Panel Cargo System Controller

Center Stop/Lock Cargo Control Joystick

Lateral Guide

*Auxiliary Stop/Lock *Auxiliary Guide

Cargo Handling Control Panel Powered Drive Unit

Rollout Stop/Lock Retractable Guide Roller/Lock

Note: * Option for LD-4 / LD-8 containers

Lower Cargo Handling System Lower Cargo Handling System

A powered cargo handling system is in the forward and the aft lower cargo compartments. The operator uses an external joystick and control panel to set the configuration and operate the system. The operator may also use a secondary joystick in the ceiling of the compartment to operate the system. The LD-4/LD-8 option adds these: • •

Auxiliary Guides Auxiliary Lock/Stops.

Auxiliary guides and stop/locks give lateral and longitudinal restraint for LD-4/LD-8 containers. Center lock/stops give separation and vertical restraint for LD-3 containers.

The lateral guides give these functions:

• •

• • •

A joystick above the cargo handling control panel operates the PDUs for lateral and longitudinal movement of cargo.

Powered drive units (PDUs) move the ULDs laterally and longitudinally. Rollout stop/locks give lateral and vertical restraint. The retractable guide roller/lock guides containers through the doorway and gives vertical restraint for pallets and containers. There are switches on the cargo handling control panel and a switch near the cargo handling accessory panel. The switches let the operator set the configuration of the system for these functions: • •

21-4

Lateral guidance for container Longitudinal restraint for all ULDs Vertical restraint for pallets.

System power on/off Lock, load or unload

Type of ULD PDU operation.

The secondary joystick lets the operator move ULDs longitudinally from inside the cargo compartment. The cargo handling system also has these components: • • • •

Guides Rollers Stops/Locks Restraints.

The operator moves the ULDs manually if the PDUs do not operate.

Cargo

Vertical Restraint Center Guide / Vertical Restraint

PDUs (102)

FCTs (12)

Roller Tray

Lateral Guide

Side Guide

MASTER CONTROL PANEL LOCAL CONTROL PANEL

Gng Hdlg Power MDCD Open

LOCAL CONTROL PANEL W/20 FT PALLET TURNING CONTROL

CAN Buses

Tip Alarm AIMS

LOCAL CONTROL PANEL WITH INTERPHONE

Master Control Panel

OUTSIDE CONTROL PANEL CARGO MAINTENANCE DISPLAY UNIT

PDU Retract Panel

Freighter Common Turntables

Local Control Panels

Cargo Maintenance Display Unit

Outside Control Panel

Power Drive Units

PDU RETRACT PANEL

Lower Lobe Cargo Maintenance Display Units

Freighter Main Deck Cargo Handling System Freighter Main Deck Cargo Handling System

These are the cargo handling system control panels:

Electrical power for the system comes from the ground handling bus.

A powered cargo handling system is in the main deck cargo compartment. There are 102 spring lift power drive units (PDUs) in the floor of the main deck. The PDUs move cargo forward and aft. There are 12 freighter common turntables (FCTs). FCTs move cargo in and out of the airplane, rotate cargo, move cargo from side to side and forward and aft.

• • • • •

Operation of the cargo power drive system is inhibited when the main deck cargo door (MDCD) is not fully open. This reduces the possibility of cargo contacting the door.

Control panels for main deck power drive units are inside and outside of the main deck cargo door.

•

1 master control panel (MCP) 1 outside control panel 1 PDU retract panel 16 local control panels 2 local control panels with rotation 1 cargo maintenance Display unit (CMDU).

The individual LRUs are interconnected with CAN buses for communicating operating commands and providing status information. The system is organized into 4 individual zones within the cargo compartment.

Local control panels let the operator move ULDs longitudinally from inside the cargo compartment.

These are the other major cargo handling system components:

A cargo maintenance display unit lets the operator monitor cargo loading operation, run tests of the cargo handling system, and see fault information.

• • • • •

side guides center guide lateral guides stops/locks roller trays.

The tip alarm system monitors the tipping condition by detecting a minimum load on the nose landing gear. A proximity sensor activates the tip alarm at a predetermined extension of the shock strut. In addition to alerting personnel, the tip alarm system outputs to the Main deck cargo handling system. This ceases movement of cargo in a direction to prevent tipping. AIMS receives fault information from the cargo handling system. The lower lobe cargo handling system operation is similar to the main deck system. 21-5

Cargo MASTER CONTROL PANEL ON

STOP

TIP ALARM SYSTEM

ALARM

DRIVE INHIBITED WB OVERRIDE

SYSTEM POWER

DRIVE SYSTEM PDU IN TRANSIT DISABLED

CONTROL PANEL ACTIVE SELECT

MASTER OFF

RESET

OUTSIDE

FAULT STATUS

LEFT BAY SELECT

SIDE SELECT

CENTER LINE

AFT

LOCAL ZONE ACTIVE

PDU RETRACT PANEL

FWD

AIRCRAFT INFORMATION

MAINDECK

0FAULTS

FLIGHTNUMBER

LLFWD

0FAULTS

LOCATION

LLAFT

0FAULTS

DESTINATION

ON LEFT SIDE

(SWITCH GUARD)

PRP ACTIVE

ON

Cargo Maintenance Display Unit

RIGHT RIGHT SIDE

DRIVE SYSTEM STOP

SIDEWALL LIGHTS

OUTSIDE CONTROL PANEL

PDU RETRACT CONTROL

Master Contr ol Panel

OFF

OUTSIDE CONTROL PANEL CONTROL PANEL SELECT

SIDE SELECT

MASTER

RIGHT

ON

PDU 46DR

PDU 45DR

AUTO

AUTO

RETRACT

RETRACT

CONTROL ACTIVE

OUTSIDE

SYSTEM POWER

CENTER LINE

BAY SELECT

LOCAL CONTROL PANEL

FWD

AFT

CONTROL SELECT MASTER

LEFT

DRIVE ZONE DISABLE

LOCAL DRIVE

CENTERLINE

DRIVE SYSTEM STOP

PDU 45L

PDU 44L

PDU 43L

PDU 42L

PDU 41L

AUTO

AUTO

AUTO

AUTO

AUTO

RETRACT

RETRACT

RETRACT

RETRACT

RETRACT

PDU 45R

PDU 44R

PDU 43R

PDU 42R

PDU 41R

AUTO

AUTO

AUTO

AUTO

AUTO

RETRACT

RETRACT

RETRACT

RETRACT

RETRACT

ON

OFF LOCAL

PDU IN TRANSIT

LOCAL ZONE ACTIVE LEFT RIGHT SIDE SIDE

OFF

OFF

20 FT LOCAL CONTROL

ROTATION ACTIVE

LOCAL DRIVE

R OT AT IO N C ON TR OL

DRIVE CONTROL

2 0F T C ON TR OL ACTIVE

ROTATION

OFF

OFF

LATERAL DRIVE

OFF OFF

Local Control Panel (typical) Outside Control Panel

Power Drive Unit Retract Panel

Freighter Cargo Handling System Controls and Indications Freighter Cargo Handling System Controls and Indications

The master control panel (MCP) is the main panel for loading and unloading cargo. It is also the main controller of the cargo handling system. It is located just inside and aft of the main deck cargo door. It drives the ULDs laterally into and out of the cargo door. The MCP can also drive cargo longitudinally the entire length of the cargo compartment. The MCP in coordination with a local control panel controls rotation of a 20 foot ULD, 16 foot ULD, or engine pallet. A joystick (not shown) below the MCP operates the PDUs for lateral and longitudinal movement of cargo. There is also an optional pendant that can be used to command movement instead of the MCP joystick.

21-6

The outside control panel (OCB) is located outside the aircraft just aft of the main deck cargo door. The OCB is used to load and unload cargo when the MCP is inaccessible. It drives cargo laterally into and out of the cargo door. The OCP can also drive cargo longitudinally in to caster panel area and the aft cargo area. The PDU retract panel controls retraction of individual freighter common turntables (FCTs). The local control panels (LCPs) are used to make small adjustments of the ULD position for latching and unlatching. An LCP can only control PDUs in a small area near the panel. If the control system is operating in a degraded mode, the LCPs can be used sequentially to drive cargo the length of the main deck forward of the door. LCPs with rotation are used with the MCP for loading 20/16 foot containers and engine pallets.

The cargo maintenance display unit (CMDU) contains a touch screen to display the cargo system status during normal operation. The CMDU shows a visual representation of the cargo compartment and control system operation. The CMDU is also the maintenance interface for selecting maintenance operations to be run by the MCP. Menus and screens have selections for BITE detected faults or to initiate interactive tests.

G l o s s a r y

Glossary

y r a s s o l G

Abbreviations and Acronyms A

AIV

A/B

autobrake

ac

alternating current

ACAC ACARS

air cooled air cooler aircraft communications addressing and reporting system

ACC

active clearance control

acclrm

accelerometer

ACE

actuator control electronics

ACIPS

airfoil and cowl ice protection system

ACM

air cycle machine

ACMF

airplane condition monitoring function

ACMS

airplane condition monitoring system

ACMP

alternating current motor pump

ACP

audio control panel

ADC

air data computer

ADF

automatic direction finder

ADIRS

air data inertial reference system

ADIRU

air data inertial reference unit

ADM

air data module

ADP

air driven pump

AES

aircraft earth station

AFDC AFDS

autopilot flight director computer autopilot flight director system

accumulator isolation valve

bus power control unit

BSCU

brake system control unit

AMI

airline modifiable information

BSU

beam steering unit

AMU

audio management unit

BSU

bypass switch unit

ANS

ambient noise sensor

BTB

bus tie breaker

AOA

angle of attack

BTMU

brake temperature monitor unit

AOC

air/oil cooler

BU

back up

AOHE

air/oil heat exchanger

APB

auxiliary power breaker

APP

approach

APU

auxiliary power unit

APUC

auxiliary power unit controller

ARINC

Aeronautical Radio, Incorporated

ASCPC

air supply and cabin pressure controllers

C CACP

cabin area control panel

CAH

cabin attendant handset

CAM

camera

CAPT

captain

CCB

converter circuit breaker

CCD

cursor control device

ASG

ARINC signal gateway

CCR

credit card reader

ASM

autothrottle servo motor

CCU

ASSV

alternate source selection valve

computing and communications unit

CDG

configuration database generator

CDU

control display unit

CFRP

carbon fibre reinforced plastic

ATC

air traffic control

ATS

air turbine starter

ATT

attitude

A/T

autothrottle

CFS

cabin file server

AVLAN

avionics local area network

CHG

charge

AVM

airborne vibration monitor

CHIS

center hydraulic isolation system

AWS

attendant work station

CI

cabin interphone

A/P

autopilot

CLB

climb

CMCF

central maintenance computing function

CMCS

central maintenance computing system

CMDU

cargo maintenance display unit

CMD

command Comm communication

B

AGS

air/ground system

AIL

aileron

BAP

bank angle protection

AIMS

airplane information management system

BITE

built-in test equipment

BMM

boarding music machine

BMV

brake metering valve

Rev: July 2008

BPCU

1

Abbreviations and Acronyms COMP

compressor

DLODS

duct leak and overheat detection

EMC

entertainment multiplexer controller

CON

continuous

CPC

cabin pressure controller

DLS

data load system

EP

external power

CPM

core processor module

DME

distance measuring equipment

EPC

external power contactor

cprsr

compressor

EPCS

DMM

data memory module

electronic propulsion control system

CPS

cabin pressure sensor

DMS

debris monitoring sensor

EPR

engine pressure ratio

CRT

cathode ray tube

DSF

display system function

ER

extended range

CSC

cargo system controller

DSP

display select panel

ERP

eye reference point

CSCP

cabin system control panel

DU

display unit

ERU

engine relay unit

CSDS

cargo smoke detection system

ETOPS

extended range operation with twoengine airplanes

CSS

cabin services system

CSMU

cabin system management unit

CTAI

cowl thermal anti-icing

CTC

cabin temperature controller

CTU

cabin telecommunications unit

D dc

direct current

DCGF

data conversion gateway function

E EAI

engine anti-ice

ECS

environmental control system

ECSL

left environmental control system card

ECSMC

ECS miscellaneous card

ECSR

right environmental control system card

FBW

fly-by-wire

FCDC

flight controls dc

EDIF

engine data interface function

FDCF

flight deck communication function

FDH

flight deck handset

FDR

flight data recorder

FDRS

flight data recorder system

FLCH

flight level change

FLPRN

flaperon

flt ctrl

flight control

flt inst

flight instrument

FMCF

flight management computing function

FMCS

flight management computing system

FMU

fuel metering unit

F/O

first officer

F/O

fuel/oil (cooler)

data communication management function

EEC

electronic engine control (PW, GE)

data communication management system

EEC

DCV

directional control valve

EFIS

ded

dedicated

DFDAF

digital flight data acquisition function

electronic engine controller (RR) electronic flight instrument system

EFIS CP

EFIS control panel

EGT

exhaust gas temperature

DFDR

digital flight data recorder

EICAS

DH

decision height disch discharge

engine indication and crew alerting system

ELMS

electrical load management system

2

full authority digital electronic control

flight data acquisition function

engine driven pump

data load gateway function

FADEC

FDAF

EDP

DLGF

freighter

engine data interface

engine data interface unit

DCMS

F

EDI

EDIU

DCMF

F

ELT

emergency locator transmitter

Rev: July 2008

Abbreviations and Acronyms FOC

fuel/oil cooler

HP

high pressure

FPA

flight path angle

HPA

high power amplifier

FPV

flight path vector

HPC

FQIS

fuel quantity indicating system

high pressure compressor

FQPU

HPSOV

high pressure shutoff valve

K KB

keyboard

kVA

kilovolt-ampere

L

fuel quantity processor unit

HPT

high pressure turbine

FREQ

frequency

HYDIM

LCD

liquid crystal display

FSEU

flap slat electronics unit

hydraulic interface module

LIB

left inboard

ft

feet

heat exchanger

LMAT

laptop maintenance access terminal

F/D

flight director

LNA

low noise amplifier

LOB

left outboard

G

HX

I IC

intercabinet

LOC

localizer

IDG

integrated drive generator

LPC

low pressure compressor

IDS

ice detection system

LPT

low pressure turbine

IFE

in-flight entertainment

LRM

line replaceable module

IGV

inlet guide vane

LRU

line replaceable unit

ILS

instrument landing system

M

GBST

ground based software tool

GCB

generator circuit breaker

GCU

generator control unit

GES

ground earth station

GG

graphics generator

GH

ground handling

ind

indicator

GMCS

ground maneuver camera system

INPH

interphone

IOM

input/output module

IP

GND

ground

GPS

global positioning system

GPSSU

global positioning system sensor unit

GPWC

ground proximity warning computer

GPWS

ground proximity warning system

H

m

meters

MAT

maintenance access terminal

intermediate pressure

MCP

mode control panel

IPC

intermediate pressure compressor

MDCD

main deck cargo door

IPT

intermediate pressure turbine

MEC

main equipment center

MES

main engine start

IRP

integrated refuel panel

MFD

multi-function display

IRS

inertial reference system

MGSCU

IRU

inertial reference unit

main gear steering control unit

ISLN

isolation

MLW

maximum landing weight

ISO

isolation IV isolation valve

MMR

multi-mode receiver

IVD

interactive video downloader

HDG

heading

HIRF

high intensity radiated field

HLCS

high lift control system

NAVAID

navigational aid

HF

high frequency

ND

navigation display

Rev: July 2008

N

3

777 GEN FAM BOOK July 2008.pdf

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