787 GenFam Book GE - CD Rev 3.0 (1)

787 SYSTEMS General Electric engines

Table of Contents SECTION

TITLE

1

Introduction

2

Structures

3

Equipment Centers

4

Flight Compartment

5

Common Core System

6

Display Crew Alerting System

7

Miscellaneous Systems

8

Electrical Power System

9

Communication Systems

10

Navigation Systems

11

Autoflight Systems

12

Fuel System

13

Auxiliary Power Unit

14

Powerplant

15

Hydraulic System

16

Landing Gear

17

Flight Controls

18

Environmental Systems

19

Fire Protection

20

Ice and Rain Protection

21

Cabin Systems

22

Lights

23

Airplane Doors and Windows

24

Cargo Handling System

25

Abbreviations and Acronyms

1 Introduction

Introduction

Introduction

1

Introduction About This Book

Features

•

Airplane Dimensions

This document presents a general technical description of the Boeing 787. It is based on the standard airplane, but also includes details of some of the most popular options.

The 787 design is a two engine, long range airplane with ETOPS (extended operation) certification. It is made in three models:

•

Airplane Ranges

•

Principal Characteristics

•

Airplane Differences

•

Airplane Servicing

The description of the airplane systems includes:

• • •

• • •

Over 50% of the airplane structure is made of carbon fiber reinforced plastic (CFRP) solid laminate.

System components Control and displays System operation.

For detailed information, or information on a specific customer airplane, refer to these publications: • • • • •

Airplane Flight Manual Operations Manual Airplane Maintenance Manual Configuration Specification Document Configuration Control Document.

If the information in this book does not agree with the information in any of these publications, the publications should be used.

These are some of the other features of the 787: • •

• • • • • • • • • •

Rev 1.0

787-8 787-9 787-10.

Lower cabin altitude of 6000 feet Increased humidity for flight crew, cabin crew and passenger comfort Large cabin windows Large format flight deck displays Integrated modular avionics Fly by wire flight control systems Hydraulic systems using 5000 psi Electrical power system with remote power distribution Electronic circuit breakers Electrical brake system No engine pneumatic bleed extraction (except cowl anti ice) Maintenance laptop.

Boeing Proprietary. Copyright ©Boeing. May be subject to export restrictions under EAR. See copyright page for details.

1-1

Introduction

197 ft 3 in (60.12m)

65 ft 0 in (19.81m)

18 ft 8 in (5.7m) 32 ft 2 in (10.7m)

Airplane Dimensions 1 Airplane Dimensions The wing span and horizontal stabilizer span are the same for all models in the 787 family. The dimensions are shown above.

Rev 1.0


1-2

Introduction

55 ft 6 in (16.9m) ART TITLE

787-8 17 ft 9 in (5.4m)

74 ft 9 in (22.8m)

186 ft 1 in (56.7m) 55 ft 10 in (17.0m)

787-9 17 ft 9 in (5.4m)

84 ft 9 in (25.83m)

206 ft 1 in (62.8m)

55 ft 10 in (17.0m) 787-10 17 ft 9 in (5.4m)

94 ft 9 in (28.8m)

224 ft 1 in (68.3m)

Airplane Dimensions 2 Airplane Dimensions The longitudinal and vertical dimensions for the 787-8, 787-9 and 787-10 are shown above.

Rev 1.0


1-3

Introduction Jakarta Kuala Lumpur

Singapore Cayenne

Bangkok

Dakar

Hanoi Hong Kong

Caracas New York

Madrid

Abidjan

Tokyo Rome

Lagos

Colombo Delhi

Seoul

Miami Chicago

Mumbai Karachi

Port Moresby

Dubai

Lima

Moscow

Mexico City Cairo Luanda Addis Ababa

Cairo Rome

Los Angeles Riyadh Honolulu Mumbai

Lagos

Honolulu

Harare

Nadi

TOKYO

NEW YORK

Santiago

Manila Singapore

Luanda

Addis Ababa Dar Es Salaam

Harare Maputo Johannesburg

Papeete Auckland Perth

Sydney Auckland

Rio de Janeiro Santiago

787-8

Buenos Alres

210 three-class passengers

787-9 265 three-class passengers Typical Mission Rules Standard Day Cruise Mach = 0.85 85% Annual Winds Airways And Traffic Allowances Included

787-10 295 three-class passengers

Range Capabilities Features The range map above shows the typical range of the 787 models with a full passenger payload and 85% annual winds. These are the ranges for the three models: •

•

•

787-8 the range with up to 210 passengers is 8,200 nm (15,186 km) For the 787-9 the range with up to 265 passengers is 8,000 nm (14,816 km) For the 787-10 the range with up to 295 passengers is 7,000 nm (12,964 km).

Rev 1.0


1-4

Introduction 787-8

787-9

787-10 1

503,500 lbs 228,383 kgs

547,000 lbs 248,115 kgs

537,000 lbs 243,579 kgs

Takeoff

502,500 lbs 227,930 kgs

545,000 lbs 247,207 kgs

535,000 lbs 242,671 kgs

Landing

380,000 lbs 172,365 kgs

425,000 lbs 192,776 kgs

445,000 lbs 201,848 kgs

Zero Fuel

355,000 lbs 161,025 kgs

400,000 lbs 181,436 kgs

425,000 lbs 192,776 kgs

GEnx-1B70 69,800 lbs Trent 1000C 69,800 lbs


Maximum Weights Taxi

Engine Thrust General Electric GEnx Rolls Royce Trent Fuel Capacity

33,380 gallons/126,356 liters 33,380 gallons/126,356 liters 236,998 lbs/107,500 kgs 236,998 lbs/107,500 kgs

Passengers Three Class Configuration Dual Class Configuration Economy Configuration Lower Hold Volume

1

33,380 gallons/126,356 liters 236,998 lbs/107,500 kgs

210 270 296

265 300 365

295 356 440

4400 cubic feet 124.6 cubic meters



Speed Capacity Maximum Operating Airspeed Maximum Operating Mach Number Service Ceiling


360 knots 0.90M 43,100 feet 13,106 meters

Subject to change.

Principal Characteristics Features The 787 characteristics show these details : • • • • • • •

Airplane weights Engine thrusts per model Fuel capacity Passenger numbers Lower hold volumes Speed constraints Altitude constraints.

Rev 1.0


1-5

Introduction

ART TITLE

787-8

Revised Primary Flight Control Systems 120 inch (305 cm) Body Extension

120 inch (305 cm) Body Extension

787-9 Uprated Main Engines Revised Environmental Control Systems

Revised Main Landing Gear

Revised Electrical System

787-9 Differences Features The 787-9 is 20 feet (6.1 m) longer than the 787-8. It also has these major differences: • • • • • • •

Upgraded main engines to 74,000 lbs of thrust Larger main landing gear wheels, tires and brakes Revised primary flight control system Revised high lift control system Revised electrical system Revised environmental control systems Revised cargo fire protection.

Rev 1.0


1-6

Introduction

787-9


787-10 Three Position Tailskid

Uprated Main Engines Revised Environmental Control Systems

Semi Levered Landing Gear


787-10 Differences Features The 787-10 is 18 feet (5.5 m) longer than the 787-9. It also has these major differences compared to the 787-9: • • • •

Uprated main engines Revised environmental control systems Semi-levered main landing gear Three position tail skid.

Rev 1.0


1-7

Introduction

Utility Tug and Pallet Trailers

Utility Tug and LD2/LD3 Trailers

Galley Truck, Door No. 2

Lower Cargo Hold Loader

Lower Lobe Loader

Galley Truck

Galley Truck

Tow Tractor

Electrical Power Bulk Cargo Loader Passenger Bridges

Lavatory Service Truck

Potable Water Truck Air Conditioning Truck

Utility Tug and Cabin Bulk Trailers Cleaning Truck

Hydrant Fuel Truck

Airplane Servicing Servicing and System Access Large passenger entry doors, equipment access doors and service connections provide easy access during turnarounds. This decreases the time the airplane has to be on the ground. Two large lower cargo doors on the right side of the airplane allow loading of up to pallet size loads. A power operated cargo loading system decreases loading/unloading times. Bulk cargo loading is accomplished on the left side of the airplane.

Waste tank servicing is accomplished from under the aft fuselage of the airplane. External power can be connected on the left forward side of the airplane. The fueling panel is located on the left wing only. It has two refuel adaptors. An access door, aft of the nose wheel well, gives access to the forward electronic equipment compartment. Another access door, aft of the main landing gear, gives access to the aft electronic equipment compartment.

There are provisions for connectiong conditioned air from an air conditioning truck under the center of the airplane. Potable water servicing is also accomplished for this position.

Rev 1.0


1-8

2 Structures

Structures

Structures

2

Structures Features

•

Composite Structure

BASIC STRUCTURAL DESCRIPTION

•

Structural Material Weight

•

Fuselage

•

Wing

•

Stabilizers

The airplane is a low wing twin engine design. The engines are mounted below the wings on struts. It has full cantilever wings and tail surfaces. The airplane is made up of over 59% composite materials. COMPOSITE STRUCTURE ADVANTAGES The use of composites provide the following advantages: • • • • • •

Greater strength Minimal corrosion Damage tolerant Less weight than conventional metal structure. Longer in service periods Less maintenance costs.

Rev 1.0


2-1

Structures

Aluminum Carbon Laminate Carbon Sandwich Fiberglass Sandwich Various Materials Quartz Sandwich

Composite Structure Applications Structure The airplane is made of composite materials and metals. More than 59% of the airplane is composite material. The primary materials for the airplane are: • • • • • • •

Carbon fiber reinforced plastic (CFRP) laminate Carbon sandwich Fiberglass sandwich Quartz sandwich Aluminum Steel Titanium.

Rev 1.0


2-2

Structures Nomex 1%

Other Composites 2%

Aluminum 21%

Carbon 53%

Steel 8%

Fiberglass 3%

Titanium 12%

Structure Material Weight Features The 787 is made up of the following materials: • • • • • • •

Carbon fiber composites Aluminum Steel Titanium Fiberglass Nomex Other composites.

Rev 1.0


2-3

Structures

Sta 55.80

Sta 597 Section 41

Section 43

Forward EE Bay

Sta 1605

Sta 1209

Sta 673

Section 46

Section 44/45

Center Wing Box

MLG Wheel Well

Sta 1878

Sta 2257.21 Section 48

Section 47

Bulk Cargo Bay

APU Compartment NLG Wheel Well

ECS Distribution Bay

ECS Packs

Aft EE Bay

Potable Water and Waste

Stabilizer Compartment

Fuselage Features The fuselage is a pressurized semimonocoque structure.

• • •

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

The fuselage is made from carbon fiber reinforced plastic (CFRP) skins with bonded CFRP stringers. The frames, bulkheads and floor beams are also CFRP.

Section 43 (Sta 597 - 673). This section contains the aft part of the forward cargo compartment and the L2 and R2 PEDs.

FUSELAGE SECTIONS

Section 44/45 (Sta 673 - 1209). 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 55.80 - 597). This section contains these items: • • • • •

Radome Flight deck Forward pressure bulkhead Forward electronic equipment (EE) bay L1 and R1 passenger entry doors (PED)

Rev 1.0

• • • •

Center wing box Air conditioning packs Keel beam Main landing gear wheel wells.

Section 47 (Sta 1605 - 1878). This section contains these items: • • •

L4 and R4 PEDs Bulk cargo door (left side) Bulk cargo compartment.

Section 48 (Sta 1878 - 2257.21). This section contains these items: • • • • •

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

Section 46 (Sta 1209 - 1605). This section contains these items: • • • •

Aft EE bay L3 and R3 PEDs Aft cargo door (right side) Aft cargo compartment.


2-4

Structures

Inboard Slat 6 (7) Seal Krueger

Outboard Slats 1-5 (8-12)

Outboard Flap

Aileron

Spoilers 1-4 (11-14)

Hinge Panel

Inboard Flap

Spoilers 5-7 (8-10)

Flaperon

Wing Features 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 primary structure is carbon fiber reinforced plastic (CFRP) and includes:

The wing secondary structure includes the leading edge, trailing edge and aerodynamic fairings.

• • •

The leading edge slats attach to the front spar.

Front and rear spars Skin panels Stringers.

The wing ribs are aluminum on the 787-8 model. The wing ribs are CFRP on the 7879 model. The side-of-body rib connects the outboard wing section to the wing center section.

Rev 1.0

These items attach to the rear spar and auxiliary structure: • • • •

Trailing edge flaps Aileron Flaperon Spoilers.

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


2-5

Structures

Leading Edge Assembly

Rudder Assembly

Trailing Edge Assembly Main Torque Box Forward Box Assembly

Root Fittings

Note: Left Skins/Panels not shown.

Vertical Stabilizer The rudder is made of carbon sandwich.

Features Major structural parts of the vertical stabilizer are made of composite materials. VERTICAL STABILIZER These components of the vertical stabilizer are made of toughened carbon fiber reinforced plastic (CFRP): • • • •

Torque box spars Ribs Stringers Skins.

The leading edge on the 787-8 model is made of aluminum. The leading edge of the 787-9 is made of titanium. The leading edge and tip are removable.

Rev 1.0


2-6

Structures Strakelet Assy - LH

Leading Edge Assy - LH

Center Box Assy Fixed Trailing Edge Assy - LH Forward Box Assy - LH

Main Torque Box Assy - LH Tip Assy - LH Elevator Assy - LH

Horizontal Stabilizer Features Major structural parts of the stabilizers are made of composite materials.

Both the leading edge and the tip are removable. All panels are fiberglass sandwich.

HORIZONTAL STABILIZER These components of the horizontal stabilizer are made of toughened carbon fiber reinforced plastic (CFRP): • • •

Torque box spars Stringers Skins.

The elevators are made of carbon sandwich. The leading edge on the 787-8 model is made of aluminum. The leading edge of the 787-9 is made of titanium.

Rev 1.0


2-7

3 Equipment Centers

Equipment Centers

Equipment Centers

3

Equipment Centers Features

•

Antenna Locations

EASE OF ACCESS

•

Equipment Centers

Equipment racks contain most of the electronic equipment in the airplane.

•

Forward EE bay

•

Aft EE Bay

•

Cargo Equipment Racks

In the 787 there are two major electronic equipment (EE) bays designated forward and aft. The access to the forward EE bay is from the ground or the passenger cabin. The access to the aft EE bay is from the ground or the aft cargo compartment. The cargo compartment racks are accessed through panels on the forward and aft sides of the cargo door openings. REMOVAL AND INSTALLATION The equipment centers have line replaceable units (LRU). The LRUs are easy to remove and replace.

Rev 1.0


3-1

Equipment Centers

VOR/LOC Capture

HF (-9) GPS-L/R

VHF L

ATC/TCAS

TCS

HF (-8)

SATCOM VHF C

ADF

ELT

TWLU Weather Radar ILS Glideslope and Localizer RA-L/R

ATC/TCAS DME L

CWLU

VHF R

DME R

Marker Beacon

Antenna Locations • •

Locations The navigation and communication antenna locations are shown above.

High frequency (HF) radio VHF omni-directional ranging (VOR).

These are the systems: • • • •

• • • • • • • • • •

Weather radar (WXR) Instrument landing system (ILS) Terminal wireless local area network (LAN) unit (TWLU) Air traffic control/traffic collision and avoidance system (ATC/TCAS) Distance measuring equipment (DME) Marker beacon Radio altimeter (RA) Global positioning system (GPS) Very high frequency (VHF) radio Terminal cellular system (TCS) Automatic direction finder (ADF) Satellite communication (SATCOM) Crew wireless LAN unit (CWLU) Emergency locator transmitter (ELT)

Rev 1.0


3-2

Equipment Centers

Equipment Bays Features There are two main electronic equipment bays on the 787. The forward EE bay is just aft and on the sides of the nose wheel well. The aft EE bay is aft of the main wheel well. There are also miscellaneous equipment racks in the lower cargo compartments.

Rev 1.0


3-3

Equipment Centers

E2 Rack

P400 Panel P600 Panel

E1 Rack Left Common Computing Resource Cabinet Right Common Computing Resource Cabinet FCE Cabinet -C2

P300 Panel

Nose Wheel Well P500 Panel FCE Cabinet -C1 FCE Cabinet -L

Forward Electronic Equipment Bay Features

The E1 rack has these components:

These are the racks and panels in the forward electronic equipment (EE) bay:

• • •

•


• • • • • • • • •

Right common computing resource (CCR) cabinet E1 rack E2 rack P300 power distribution panel P400 power distribution panel P500 power conversion panel P600 power conversion panel Flight control electronics (FCE) cabinet - left FCE cabinet - C1 FCE cabinet - C2.

• • • • • • • • • • •

Rev 1.0

Core network cabinet P411 integration panel Left CCR cabinet.

Left integrated surveillance system (ISS) processor unit Left and right audio gateway units (AGU) Left VHF transceiver Cabin service system (CSS) controller Forward valve control unit Captain’s electronic flight bag (EFB) electronic unit (EU) Left integrated navigation receiver (INR) First officer’s EFB EU Right ISS processor unit Main battery Main battery charger.


3-4

Equipment Centers

P100 Panel

E5 Rack (P700 Panel) E6 Rack (P800 Panel) P200 Panel

E7 Rack (Not Shown) P150 Panel E3 Rack FCE Cabinet -R

FWD E4 Rack

Aft Electronic Equipment Bay Features


These are the racks and panels in the aft electronic equipment (EE) bay:

• • • • •

• • • • • • • •

E3 rack E4 rack E7 rack E5 rack - P700 HVDC panel E6 rack - P800 HVDC panel P100 power distribution panel P150 auxiliary generator panel P200 power distribution panel.

The E3 rack has these components: • • • • •

Remote power distribution unit (RPDU) 81 Left satellite communication (SATCOM) transceiver Left aft audio gateway unit (AGU) Start power unit (SPU) APU battery charger.

Rev 1.0

•

RPDU 92 Center and right VHF transceiver Right SATCOM transceiver Right aft AGU Right inboard electric brake actuator controller (EBAC) Right outboard EBAC.

The E7 rack has these components: • •

Left inboard EBAC Left outboard EBAC.

The E5 and E6 racks each have these components: • • • •

The P100 and P200 power distribution panels have these components: • • • •

Generator control units (GCU) Generator control breakers (GCB Engine start contactors Generator neutral relays.

The P150 auxiliary generator panel has these components: • • • •

APU generator control units Auxiliary power breakers (APB) APU start contactors Generator neutral relays.

Four common motor start controller (CMSC) Two auto transformer rectifier units (ATRU) One ram fan motor controller One override jettison motor controller.


3-5

Equipment Centers

Left ADF Transceiver Left DME Interrogator

Left RA Transceiver

Right Integrated Navigation Receiver

Right DME Interrogator

Right ADF Transceiver

Right RA Transceiver

Forward Cargo Door Equipment Racks Features The E8 rack is located on the aft side of the forward cargo door opening. It has these components: • • • •

Left and right distance measuring equipment (DME) interrogators Left and right radio altitude (RA) transceivers Left and right automatic direction finder (ADF) transceivers Right integrated navigation receiver (INR).

Rev 1.0


3-6

Equipment Centers

RPDU 82 Interrogator P822 Panel

Left HF Transceiver

Right HF Transceiver

ODS Controller

E11 Rack (Looking Forward)

E10 Rack (Looking Aft)

Aft Cargo Door Equipment Racks Features The E11 rack is located on the forward side of the aft cargo door opening. It has the left and right high frequency (HF) transceivers. The E10 rack is located on the aft side of the cargo door opening. It has these components: • • •

Remote power distribution unit (RPDU) 82 P822 integration panel Overheat detection system (ODS) controller.

Rev 1.0


3-7

Equipment Centers

APU Controller

Aft Valve Control Unit

E12 Rack (Looking Forward)

Bulk Cargo Door Equipment Racks Features The E12 rack is located on the forward side of the bulk cargo door opening. It has these components: • •

APU controller Aft valve control unit (VCU).

Rev 1.0


3-8

4 Flight Compartment

Flight Compartment

Flight Compartment

4

Flight Deck Features

•

Flight Deck Panels

OVERVIEW

•

Forward Panels

The 787 has a two pilot flight deck with two additional seats for observers.

•

Glareshield Panel

•

Forward Electronic Panel

The 787 flight deck builds on the successful technologies used on the 737NG and the 777 airplanes. The new design provides:

•

Control Stand

•

Aft Aisle Stand Panels

•

Overhead Panels

•

Other Flight Compartment Components

•

Crew Seats

• • • •

Safety enhancements Increased operational capability More standardization Reduced costs.

Larger flat panel liquid crystal displays (LCD) replace the smaller LCDs used on other Boeing airplanes. These are some of the new features in the 787 flight deck: • • • • •

Dual head up displays Vertical situation displays Large format MAP displays with 1280 NM range Fewer line replaceable units (LRU) Fully adjustable first observer’s seat.

Rev 1.0


4-1

Flight Deck P55 Glareshield Center Panel

P5 Overhead Panel

P2 Center Forward Panel

Left HUD

Right HUD

P7 Panel

P7 Panel

P1 Left Forward Panel

P3 Right Forward Panel P9 Forward Aisle Stand

P10 Control Stand P13 Left Sidewall Panel

P14 Right Sidewall Panel P8 Aft Aisle Stand

Flight Deck Panels The two outboard LCDs usually show the primary flight displays.

Features The main instrument panels in the flight deck have five 12" x 9" flat panel liquid crystal displays (LCD).

The two inboard and one lower LCD are multi function displays and can show the following:

These are the panels: • • • • • • • • • • • •

P1 Left forward panel P2 Center forward panel P3 Right forward panel P5 Overhead panel P7 Glareshield panels P55 Glareshield center panel P13 Left sidewall panel P14 Right sidewall panel P9 Forward aisle stand P10 Control stand P8 Aft aisle stand.

• • • • • • •

Engine indicating and crew alerting system (EICAS) data Navigation displays Secondary engine displays Status displays Synoptic displays Checklist displays Communication displays Maintenance displays.

There are also two head up display (HUD) combiners.

Rev 1.0


4-2

Flight Deck

Left Forward Panel

Center Forward Panel

Right Forward Panel

ISFD

Left Instrument Source Select Panel

Right Instrument Source Select Panel

Main Instrument Panels Features These are the main instrument panels: • • •

P1 left forward panel P2 center forward panel P3 right forward panel.

The P1 and P3 panels each have two head down displays (HDD) and an instrument source select panel (ISSP). The P2 panel has: • • • •

The integrated standby flight display (ISFD) Landing gear selector Alternate landing gear controls Autobrake controls.

Rev 1.0


4-3

Flight Deck

Captain’s EFIS/DSP Panel

Autopilot Flight Director System Mode Control Panel

First Officer’s EFIS/DSP Panel

Master Warning & Caution Annunciators

Microphone PTT Switch Right Clock Switch

Master Warning & Caution Annunciators

Datalink Switches

Datalink Switches

Microphone PTT Switch Map Light Switch

Map Light Switch

Right Clock Switch

Glareshield Panel Features The glareshield panel has these components and features: •

•

• • • • •

Autopilot flight director system (AFDS) mode control panel (MCP) Left and right electronic flight instrument system/display select panels (EFIS/DSP) Left and right master warning and caution annunciators Left and right datalink uplink, cancel, reject switches Left and right clock switches Left and right map light switches Left and right microphones push to talk (PTT) switches.

Rev 1.0


4-4

Flight Deck

Lower Head Down Display

Left Multi Function Keypad

Right Multi Function Keypad

Forward Aisle Stand Features The forward aisle stand is the P9 panel. It has these components: • •

Left and right multi function keypads (MFK) Lower head down display (HDD).

Rev 1.0


4-5

Flight Deck

L

Thrust Reverser Levers

Speedbrake Lever

Cursor Control Device

Flap Lever


R

L

EFB

LWR

R

LWR

EFB

DOWN ARMED

UP 1

5 10 15

ALTN FLAPS

17 PARKING BRAKE PULL

ALTN PITCH TRIM

ARM

18

UP

ALTN

20

NOSE DN L2

STAB NORM

R2

L

FUEL CONTROL

R

25 30

RUN

RET

OFF

EXT

Alternate Flaps ARM Switch

Parking Brake Lever NOSE UP

CUTOFF CUTOUT

Alternate Flaps Selector Alternate Pitch Trim Switches

Stabilizer Cutout Switches

Fuel Control Switches

Thrust Levers

Control Stand Features The control stand is the P10 panel. The P10 panel has these controls: • • • • • • • • • • •

Left and right cursor control devices (CCD) Speedbrake lever Thrust reverser levers Flap lever Alternate flaps ARM switch Alternate flaps selector Thrust levers Fuel control switches Stabilizer cutout switches Alternate pitch trim switches Parking brake lever.

Rev 1.0


4-6

Flight Deck FLIGHT CONTROL SURFACES

1

BATTERY

TAIL

WINGS

NORM

NORM

LOCK

GND TEST NORM ENABLE

6 Speedbrake

LOW

Lever CCR RESET L R

ON

EMER LIGHTS

2

ON

LEFT ON

OFF

8

FWD

ON

ON

ON

ON

INOP

INOP

INOP

INOP

DISC DISC AUTO

R

FWD

SIDE

15

RAM AIR TURBINE

ON

ON

OFF

OFF

BATTERY OFF

ON

APU ON

9

START

OFF

ALTN

START START

NOZZLE

R NORM

AUTO

AUTO

OVRD

OVRD

FWD EXT PWR L R

ON

ON

OFF

OFF

FAULT

AFT EXT PWR

ARM

C

ON

ON

AVAIL

AVAIL

ON

ON

ARMED

L PACK

VALVE

FAULT

AUTO

GEN CTRL L1 L2

P R I M A R Y

L ENG

R ENG

HYDRAULIC

ON

ON

C1 - ELEC - C2

FAULT

FAULT AUTO

ON

AUTO

OFF

P R I M A R Y

GEN CTRL R1 R2

ON

ON

ON

ON

OFF

OFF

OFF

OFF

D E L ELEC M A OFF AUTO ON O N D

FAULT

FAULT

FAULT

D R ELEC E M AUTO OFF ON A N D

FAULT

R PUMPS FWD

CROSSFEED

ON

PRESS

ON

AFT

L2

DRIVE DRIVE DISC

R2 L WIPER OFF INT

L HUD BRT

PULL - MANUAL

ALTN

21

PRESS

BALANCE ON

OUTFLOW VALVE

FWD

AUTO

MAN

MAN

OPEN

OPEN

MAX P .11 PSI TAKEOFF & LDG

LDG ALT

PULL ON

MANUAL

PASS SIGNS

10

17

SEAT BELT SIGNS AUTO OFF ON

CABIN CHIME

OFF

ANTI-ICE WING AUTO

ON

OFF

L AUTO

CLOSE ENGINE

ON

OFF

R AUTO

CLOSE

R WIPER OFF INT

ON

LOW

LOW HIGH OVHD PANEL

DOME

STORM

5

MASTER BRIGHT

ON

GLARESHIELD PNL/FLOOD

NAV

LOGO

WING

ON

ON

ON

ON

IND LTS TEST AUTO BRT

LANDING LEFT

Fuel Control 22 Switches

RIGHT NOSE

11

R HUD BRT

PULL - MANUAL

R WASHER BEACON

PUSH ON/OFF LOWER DSPL/ CONTRAST

AFT

AUTO

HIGH L WASHER

OFF

PRESSURIZATION AFT

DRIVE

R1

AUTO

NORM

ON

FAULT DRIVE

ON FAULT

W R PACK

PRESS

ON

PRESS

16

ON FAULT

PRESS

VALVE

CENTER PUMPS L R

AIR R

VENTILATION

ON

PRESS

ON

ON

CABIN TEMP

C TRIM L

OFF

FUEL

L PUMPS FWD

ON

AC BUSES

L1

ON

20 W

VALVE

UNLKD

OFF

ON AVAIL

DRIVE

RECIRC FANS UPPER LOWER

AIR COND RESET

FUEL TO REMAIN

R

OFF

EQUIP COOLING FWD AFT

FUEL JETTISON L

BULK AUTO

OFF

AIR CONDITIONING

NORM

14

PRESS

FWD AUTO

R

PULL ON APU GEN L R

4

19

FLT DECK TEMP

ELECTRICAL

W

CARGO TEMP

ENGINE

L NORM

START

OFF

DISCH

EEC MODE ART TITLE

ALTN PRIMARY

L

BULK

OFF

ELT C

DISCH

NORM

SIDE

FWD CARGO A/C

OFF

L

ON

PRIMARY FLIGHT COMPUTERS

IFE/PASS CABIN/ SEATS UTILITY

AFT

FIRE/ OVHT TEST

A P U

ON

ON

ON ARMED

AUTO

BACKUP L FWD R FWD

ON BAT

3

FWD

WINDOW HEAT

NORM TRUE

AFT ARMED

DISCH

ON

RIGHT ON

FWD CARGO FLOW LOW HIGH

ARM FWD ARMED

PASS OXYGEN

IRS

OFF

HUMID RESET

CARGO TEMP

CARGO FIRE

ARMED

HEADING REF

ELT

23

ON

APU BTL DISCH

SERV INTPH OFF

OFF

Thrust Reverser Levers

13

7

OFF

ERASE

12

ON BAT

FD DOOR POWER

TEST

DATA LOAD/ LOAD

ON

MEDIUM

LOCK

FAIL

CVR

TOWING POWER

HIGH

TEST

ON

RUNWAY TURNOFF L OFF R

TAXI OFF

STROBE OFF

ON

ON

ON

ON ON

18

Overhead Panel Forward Electronic Panel The overhead panel is the P5 panel. The P5 panel has controls and indications for these systems: • • • • • • • • • • • • • • • • •

1 - Flight control surfaces 2 - Inertial reference systems 3 - Primary flight computers 4 - Electrical power system/APU 5 - HUD brightness control/windshield wipers 6 - Towing/battery power panel 7 - Emergency lights/passenger oxygen 8 - Window heat 9 - Ram air turbine/hydraulic systems 10 - Passenger signs 11 - Lighting 12 - Cockpit voice recorder/ground test 13 - APU and cargo fire control 14 - Main engine control 15 - Fuel jettison 16 - Fuel management 17 - Anti-ice

Rev 1.0

• • • • • •

18 - Lighting 19 - Cargo temperature 20 - Air conditioning 21 - Pressurization 22 - HUD brightness control/windshield wipers 23 - Cargo temperature.


4-7

Flight Deck VHF

HF

SAT

CAB

GPWS

WXR

ENG BTL 1 DISCH

XPDR

Tuning Control Panel


DISCH 1 2

VHF

1

2

3

4

5

6

7

8

9

.

0

CLR

MIC CALL

MIC CALL C VHF

MIC CALL

MIC

STBY S T E P

XFR

G/S INHIBIT

NAV

BELOW G/S

PANEL OFF PREV PAGE

MIC CALL

NEXT PAGE

MIC CALL

R VHF

FLT

MIC CALL

MIC CALL

VHF

CAB

TRANSPONDER MODE

AURAL CANCEL

STBY

IDENT

TA/RA

CANCEL

HF

SAT

CAB

GPWS

WXR

XPDR

Audio Control Panels

2

3

5

6

7

8

9

.

0

CLR

L VHF

PA

C VHF

MIC

STBY S T E P

NAV MENU

Transponder Control Panel

PANEL OFF

MIC CALL

PREV PAGE

MIC CALL

NEXT PAGE

MIC CALL

R VHF

MIC CALL

SPKR

OFF

MIC CALL

FLT

MIC CALL

MIC CALL

CAB

PA


MIC CALL SPKR

SAT 1 2

HF L R

MIC CALL C VHF

V

B

MIC CALL

APP L R MKR

R

MIC CALL

R VHF

FLT

VOR R L ADF L R

MIC CALL CAB

1

2

3

4

5

6

7

8

9

.

0

CLR

STBY S T E P

XFR

EICAS EVENT RCD

NAV

NEXT PAGE

MIC

MIC CALL

MIC CALL

HF L R

SAT 1 2

VOR R L ADF L R

V

FD DOOR ACCESS AUTO DENY

UNLKD

B

R

APP L R MKR

R

FLOOR LIGHTS OFF BRT

MIC CALL

NOSE L

SPKR

APP L R MKR

POWER

FAIL

PAPER

SLEW

EICAS Event Record Switch

DIM

OFF

EVAC COMMAND

RUDDER MIC CALL

B

MENU

PANEL OFF PREV PAGE

V

Floor Lighting Control

PA

INT

FD Door Access Control

XPDR

INT

MIC CALL L VHF

WXR

XFR

1 4

MIC CALL

INT VOR R L ADF L R

Rudder Trim Control

GPWS


MIC CALL

SAT 1 2

HF L R

CAB

R I G H T

OFF

MIC CALL

SAT

Engine Fire Panel

ALT XPDR RPTG OFF TA ONLY

MENU

HF

DISCH 1 2

L E F T

L VHF


ENG BTL 2 DISCH

R U D D E R

NOSE R

CANCEL RESET

Printer Controls

ON

OBS AUDIO NORM CAPT F/O

ARM OFF

TEST

AISLE STAND PNL/FLOOD

Observer Audio Select Selector Aisle Stand Lighting

Flight Deck Handset

Aft Aisle Stand Features The aft aisle stand is the P8 panel. It has these controls and indications: • • • • • • • • • • •

Tuning control panels Audio control panels Rudder trim control Flight deck door access control Printer controls Flight deck handset Observer audio selector EICAS event record switch Floor lighting control Transponder mode selector Engine fire panel.

Rev 1.0


4-8

Flight Deck

Flight Deck Layout Features The flight deck has two crew seats and two observer seats. The two crew seats have identical functions and features. The first observer seat has many of the adjustment features of the crew seats. The second observer seat is not adjustable.

Rev 1.0


4-9

Flight Deck

Adjustable Headrest Secondary Horizontal Power Control

Harness

Armrest Adjustment Control

Power Cutoff Switch Lumbar Control

Harness Reel Lock Control

Manual Horizontal Control

Seat Pan Tilt Control

Thigh Support Control

Lumbar Control

Manual Vertical Control

Recline Control

Horizontal and Vertical Power Control Captain’s Seat - Inboard View

Captain’s Seat - Outboard View

NOTE: Captain’s Seat Shown - First Officer’s Similar.

Crew Seats Features The flight deck crew seats in the 787 are made for comfort and convenience.The seats adjust electrically or manually in the vertical and forward/aft directions.

back of the seat headrests. This can be used by the flight crew when they are not seated. There is life vest stowage in the back of the seats.

The seats have these adjustments: • • • • • •

Recline Vertical Forward and aft Thigh support Lumbar support Seat pan tilt.

The seats also have these features: • • • • •

Folding armrests Crotch strap Inertial reel harnesses Lap belt Adjustable headrests.

There is a secondary horizontal power switch under a cover at the Rev 1.0


4-10

Flight Deck

Adjustable Headrest

Work Table Armrest Adjustment Control

Lumbar Controls

Horizontal Control Vertical Control

Recline Control

First Observer’s Seat - Left Side View

Observer Seats Features The first observer seat is fully adjustable. The seat has these adjustments: • • • •

Recline Vertical Forward and aft Lumbar support.

The seat also has these features: • • • • • •

Folding armrests Crotch strap Inertial reel harnesses Lap belt Work table Adjustable headrests.

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

Crotch strap Inertial reel harnesses Lap belt.

Rev 1.0


4-11

Flight Deck

Flight Deck Emergency Egress Features There is an overhead door in the flight deck that may be used by the crew for emergency egress if all other means of escape are not available. The door cover is removed first and then the door lock handle is rotated to the open position. The overhead door can now be fully opened inwards. The crew can then open the descent device stowage compartment. The descent devices are inertial reel type devices and are used to lower the crew member to the ground. There is a fold out step on the rear bulkhead to ease access to the overhead door. If hazards exist on the right side of the airplane, there is an exterior step to enable the crew to descend down the left side.

Rev 1.0


4-12

5 Common Core System

Common Core System

Common Core System

5

Common Core System Features

•

Common Core System

OVERVIEW

•

Interfaces

The common core system (CCS) on the 787 airplane is a further enhancement of integrated modular avionics technology that is used on other Boeing airplanes.

•

Cabinets

•

Hosted Applications

•

Common Data Network

The CCS integrates both avionics and airframe systems which require very large quantities of data and data processing. This eliminates a large number of separate system line replaceable units (LRU) on the airplane.

•

ARINC 664 Switches

•

Remote Data Concentrators

•

Controls & Indications

In this way, the CCS provides: • • •

Less weight Less cost Increased reliability.

Rev 1.0


5-1

Common Core System

Common Core System Features The common core system (CCS) provides common computing resources for these airplane systems: • • • • • • • • • • • • •

Avionics Electrical power systems Environmental control systems Hydraulic systems Cabin services systems Fuel systems Fire protection systems Lighting systems Water and waste systems Display and crew alerting functions Landing gear systems Ice and rain protection systems Nitrogen generating system.

Rev 1.0


5-2

Common Core System Airplane Systems

Fiber Optic Translator (FOX)

CH A

ARINC 664 Network Cabinet Switch (ACS) CH (A)

ARS Aft Left 2

GG PCM PCM GPM GPM GPM GPM GPM GPM GPM GPM GG 2 1 2 1 2 3 4 5 6 7 8 1

Airplane Systems

GG To: Head Up Displays Head Down Displays (Typ)

J1

J1

ARINC 664 Network Cabinet Switch (ACS) CH (B)

J1

J2

J3

J4

J1

J1

J2

J3

J4

J2

J3

J4

J5

Airplane Systems

RDC 4 J1

J2

J3

J4

J5

J3

J4

J2

J3

J4

CH B

J1

J5

ARS Aft Right 2

ARS Fwd Right

CCR Reset Sw

J3

J4

J1

J2

J3

J4

J1

J2

J3

J4

ARS Fwd Left

J5

ARS Aft Right 1

RDC 1 J1

J2

J3

J4

RDC 16

J2

J3

J4

J5

J2

J3

J4

J5

J2

J3

J4

J5

J2

J3

J4

J5

J2

J3

J4

J5

RDC 7

CH B

J5

J1

J5

CH CH A

J5

RDC 15 RDC 2

J4

RDC 17 J1

J2

J3

RDC 10

CCR RESET L R

RDC 13 J1

J2

J5

RDC 21 J1

J1

J1

CH B J2

J5

RDC 6

RDC 14 J1

J4

RDC 19

Common Computing Resource Left

J5

RDC 11

J3

RDC 18


J5

RDC 3

J2

RDC 8

J1

J2

J3

J4

J5

RDC 5

J5

J1

J2

J3

J4

Airplane Systems


J5

RDC 12

J1

J2

J3

J4

J5

RDC 23

ARINC 664 Network Cabinet Switch (ACS) CH (B) J1

Airplane Systems

PCM PCM GPM GPM GPM GPM GPM GPM GPM GPM GG 1 2 1 2 3 4 5 6 7 8 1


GG 2

J2

J3

J4

J5

RDC 9



Common Computing Resource Right

CH A

ARS Aft Left 1 Airplane Systems

Common Core System Overview Features The common core system (CCS) is made up of these components: • • •

Two common computing resource (CCR) cabinets The common data network (CDN) Remote data concentrators (RDC).

the display crew alerting system (DCAS).

The airplane systems interface with the CDN using:

The airplane systems operational software (S/W) are called hosted applications and they are located in the GPMs.

• • •

ACSs FOXs RDCs.

Other systems on the airplane use the CDN to communicate with each other. These are called hosted functions.

Each CCR cabinet has: The components in the CDN are: • • • •

Power conditioning modules (PCM) General processing modules (GPM) ARINC 664 network cabinet switches (ACS) Fiber optic translator (FOX) modules.

There are also two graphics generators (GG) in each CCR cabinet. However, these are part of

Rev 1.0

• • • •

The ACSs in each CCR cabinet The ARINC 664 network remote switches (ARS) The FOX modules Associated fiber optic cables and copper wire interfaces.

The CDN uses ARINC 664 data buses which are avionics full duplex switched ethernet.


5-3



CH A


ARS Aft Left 2



Airplane Systems

J1

J1


J1

J2

J3

J4

J1

J1

J2

J3

J2

J3

J4

J5

Airplane Systems

J4


J5 J1

J2

J3

J4

J5

J3

J4

J2

J3

J2

J3

CH B

J4

J4

J1

J3

J4

J1

J2

J3

J2

J3

J4

J5

J4

J2

J3

J4

J5

J2

J3

J4

J5

Rest Sw CH B

CH CH A A

J5

J5

RDC 2

J5

J5

J1

J2

J4

ARS Aft Right 2

ARS Fwd Right

RDC 15 J1

J3

RDC 10

CCR RESET L R

RDC 13 J1

J2

J5

RDC 21 J1

J1

J1

CH B J2

J5

RDC 6

RDC 14 J1

J4

RDC 19

RDC 4

RDC 11

J3

RDC 18


J5

RDC 3

J2

RDC 8

J5

J2

J3

J4

J5

RDC 17

ARS Aft Right 1

ARS Fwd Left

J1

RDC 1

J2

J3

J4

J5

J4

J5

J4

J5

RDC 7 J1

J2

J3

J4

RDC 16

J5

J1

J2

J3

J4


J5

Airplane Systems J1

RDC 12

J2

J3

RDC 5 ARINC 664 Network Cabinet Switch (ACS) CH (B)

Airplane Systems



GG 2

J1

J3

J1

J2

J3

J4

J5

RDC 9




J2

RDC 23

CH A


Common Data Network 100 Mbps and outside the CCRs is 10 Mbps.

Features The common data network (CDN) is a digital data network that moves system information between various airplane systems that are connected to it. The CDN is configured in a dual redundant arrangement designated channel A and channel B. There are two ACSs in each cabinet, one channel A and one channel B.

The airplane systems communicate with the CDN through: • • •

The CDN uses both fiber optic cable and copper wire to transmit the data. Fiber optic cable allows speeds up to 100 Mbps. Copper wire communication inside the CCRs is

Rev 1.0

Flight recorders Audio control panels (ACP) Electronic engine controls (EEC) Core network Cabin service system (CSS) Integrated surveillance system (ISS).

These airplane systems communicate with the CDN through the ACSs: •

The six ARSs are located along the airplane fuselage. Three are designated channel A and the other three are designated channel B.

The ACSs The FOXs The RDCs.

• • • • • •

• •

Electrical power distribution panels P300 and P400 Flight control electronics (FCE) cabinets Remote power distribution units (RPDU).

These airplane systems communicate with the CDN through the FOXs: • •

Audio gateway units (AGU) Flight control modules (FCM)


5-4



CH A


Airplane Systems

ARS Aft Left 2



J1

J1


J1

J2

J3

J4

J1

J1

J2

J3

J2

J3

J4

J5

Airplane Systems

J4


J5 J1

J2

J3

J4

J2

J3

J2

J3

J4

J2

J3

J1

J1

J4

J4

CH B

CH B

ARS Fwd Right

ARS Aft Right 2

J1

J3

J4

RDC 2

J2

J3

J2

J3

J4

RDC 16

J3

J4

J5

J4

J2

J3

J4

J5

J2

J3

J4

J5

CH B

CH CH A A

J2

J3

J4

J5

RDC 17

ARS Aft Right 1

ARS Fwd Left

J5

J1

RDC 1 J1

J2

Reset Sw J5

J5

J1

J5

J5

J1

J2

J4

RDC 10

CCR RESET L R

RDC 15 J1

J3

J5

RDC 13 J1

J2

RDC 6

RDC 21 J1

J5

J5

RDC 14 J1

J4

RDC 19

RDC 4

RDC 11

J3

RDC 18


J5

RDC 3

J2

RDC 8

J2

J3

J4

J5

J4

J5

J4

J5

RDC 7

J5

J1

J2

J3

J4


J5

Airplane Systems J1

RDC 12

J2

J3

RDC 5 ARINC 664 Network Cabinet Switch (ACS) CH (B)

Airplane Systems



GG 2

J1

J1


J3

J2

J3

J4

J5

RDC 9



J2

RDC 23

CH A


Remote Data Concentrators Features There are 21 remote data concentrators (RDC) in the common core system (CCS). They are located throughout the airplane in order to reduce wiring. The RDCs provide the interface between those airplane systems that do not use ARINC 664 and the ARINC 664 network switches (ACS and ARS) in the common data network (CDN). Each RDC is dual channel for redundancy purposes. The RDCs convert these signals to ARINC 664 data and vice versa: • • • •

Controller area network (CAN) bus ARINC 429 (high and low speed) Analog signals Analog discretes.

Rev 1.0


5-5

PCM

ACS

ACS FOX

FOX

GG

GG

GPM GPM

GPM

GPM

GPM

GPM

GPM

GPM

PCM

Common Core System

Copper Wire Fiber Optic

28v dc 28v dc Hot Battery Bus

P C M "B"

G P M 8

G P M 7

G P M 6

G P M 5

G P M 4

G P M 3

G P M 2

G P M 1

G G 2

G G 1

Copper Wire

Fiber Optic

F P F A A O C O C C X M X S S "B" "B" "A" "A" "A"

28v dc 28v dc Hot Battery Bus

Common Computing Resource Cabinet Features The common computing resource (CCR) cabinets have these components: • • • •

Two power conditioning modules (PCM) Eight general processing modules (GPM) Two fiber optic translator modules (FOX) Two ARINC 664 network cabinet switches (ACS).

There are also two graphics generators (GG) but these are part of the display crew alerting system (DCAS). The PCMs convert 28v dc power to 12.5v dc for use by the cabinet modules. Each PCM receives 28v dc from one of the four dc buses and also 28v dc from the hot battery bus.

Normally, the other modules will use power from only one PCM. However, if a PCM fails then the remaining PCM is capable of providing power to the entire cabinet. The GPMs have the hardware (H/W) and software (S/W) to run the hosted applications. Each GPM has the same H/W and core operating system S/W. The core operating system S/W controls how the GPM operates and how it interfaces with other components in the common core system (CCS). The GPMs also contain the hosted application S/W for the airplane systems. The GPMs can calculate data for numerous hosted applications using time and space partitioning protocols.

optic and copper wire connections. They also provide the interface between some airplane systems and the CDN. The ACSs provide the interface between: • • • •

The GPMs in the CCR cabinets The GPMs and the RDCs The GPMs and some airplane systems The GPMs and the FOX modules.

Each ACS has 20 copper ports (100 Mbps) for direct inputs within the CCR cabinets and 4 copper ports (10 Mbps) for direct inputs from external airplane systems.

The FOX modules convert the ARINC 664 data between its fiber Rev 1.0


5-6

Common Core System HOSTED APPLICATION

L1

L2

L3

L4

L5

L6

L7

L8

R1

R2

R3

R4

R5

R6

R7

R8

Cabin Air Temperature Control System Equipment Cooling System Integrated Cooling System Low Pressure System Power Electronics Cooling System Communication Management Function Switches - Flt Deck and Control Panels Circuit Breaker Indication & Control Electrical Power Distribution & Control Engine Fire Protection System Cargo Fire Protection System Fuel Quantity System Hydraulic System Control WWFDS, EAI & CIPS Window Heat System Display Crew Alerting System Landing Gear - Indication & Control Lighting Systems Thrust Management Function Flight Management Function & NDB Water & Waste Systems ACMF Central Maintenance Computing System Nitrogen Generation System Doors - Indication & Control

Hosted Applications Features The general processing modules (GPM) have the airplane systems hosted applications. The hosted application software (S/W) in the GPMs perform these functions: • • •

Data calculation and processing Fault monitoring and reporting Input/output control.

Rev 1.0


5-7

Common Core System

ARINC 429

ARINC 664 Remote Network Switch (Channel A)

Analog Discretes and Signals J1

J2

J3

J4

J5

CANBus

Remote Data Concentrator

ARINC 664 Remote Network Switch (Channel B)

Remote Switches & Remote Data Concentrators Features There are six ARINC 664 network remote switches (ARS). Three are designated channel A and three are channel B. The ARSs do these functions: •

•

•

Provide the interface between the fiber optic translator (FOX) modules and the remote data concentrators (RDC) Control how the data flows between the FOX modules and the RDCs Monitor for correct operation and configuration of the data flows.

Two ARSs are located in the forward part of the airplane and four are in the aft part of the airplane. There are 21 remote data concentrators (RDC). Each RDC has one channel A input/output (I/O) and one channel B I/O. The RDCs provide the interface between the ARINC 664 network switches (ACS and ARS) and the airplane systems that do not use ARINC 664 data transfer protocols. Both the ARSs and the RDCs are S/W loadable and pin programming determines their position in the airplane.

Each ARS has 20 copper ports (10 Mbps) for direct inputs from external airplane systems and 4 fiber optic ports (100 Mbps) for standard CDN traffic.

Rev 1.0


5-8

Common Core System L

CCR RESET R

CCR Reset Switch






GG 2


GG 2





Common Computing Resource Cabinet - Left

Common Computing Resource Cabinet - Right

CCR Reset Switches Features There are two common computing resource (CCR) reset switches. The switches are guarded switches and are located on the P5 panel. The reset switches are used to reboot the CCR cabinets. They are "hard wired" to the power conditioning modules (PCM) in the CCR cabinets. These switches are used by the flight crew if the head down displays fail in flight.

Rev 1.0


5-9

Common Core System SYS MENU

MAINT DATA PGS

LATCHED MSG ERASE

MAINT CTRL PGS

CCS /CDN

CCS LEFT CCR

NORMAL

CCS RIGHT CCR

FAULT

AUTO

CENTRAL MAINT PG 1 OF 11

SYS MENU

DISPLAYS & CREW ALERTING

FAULT

CCS SWITCHES

CDN LRS PG1

CDN LRUS PG2

MAINT CTRL PGS

CENTRAL MAINT

AUTO

PG 2 OF 11

CDN TERMINAL CHNL A CHNL B

STATUS

NORMAL

CCS RDCS

LATCHED MSG ERASE CCS LEFT CCR

SEE CMCF

NORMAL

NORMAL

#2

NORMAL

NORMAL

NORMAL

#3

NORMAL

NORMAL

NORMAL

#4

NORMAL

NORMAL

GPM #1 CCS DCA

MAINT DATA PGS

RPDU, FLT INTPH FLT REC, EXT PWR, CAB SERV, CORE NET, GRAPHIC GEN, WIPS

NORMAL

MAINT CTRL PGS

CENTRAL MAINT

AUTO

PG 3 OF 11

CDN TERMINAL CHNL A CHNL B

STATUS

NORMAL

GPM #1

NORMAL

NORMAL

NORMAL

NORMAL

NORMAL

NORMAL

NORMAL

NORMAL

NORMAL

#6

NORMAL

SEE CMCF

NORMAL

#3

NORMAL

NORMAL

NORMAL

NORMAL

NORMAL

NORMAL NORMAL

#7

NORMAL

NORMAL

NORMAL

#4

#8

NORMAL

NORMAL

NORMAL

GPM #5

NORMAL

NORMAL

#6

NORMAL

NORMAL

NORMAL

#7

SEE CMCF NORMAL

NORMAL NORMAL

SEE CMCF NORMAL MASTER

STATUS

AUX COOLING

PCM #1

NORMAL

NORMAL

PCM #2

NORMAL

NORMAL

MASTER

STATUS CDN LRUS PG3

LATCHED MSG ERASE CCS RIGHT CCR

GPM #5

EEC, EMU, FCM, ISS

NORMAL

MAINT DATA PGS

#2

NORMAL

NORMAL

SYS MENU

ACS A

SEE CMCF

ACS B

NORMAL

FOX A

NORMAL

FOX B

NORMAL

#8

STATUS

AUX COOLING

PCM #1

NORMAL

NORMAL

PCM #2

NORMAL

NORMAL

ACS A ACS B

NORMAL NORMAL

FOX A

NORMAL

FOX B

SEE CMCF

STATUS

CCS CABINET A

PREV MENU

PRINT

DATE 01 MAR 09

SEND

RECORD

STATUS

UTC 05:30:00

PREV PAGE

NEXT PAGE

STATUS DATE

PREV MENU

PRINT

SEND

17 SEP 13 UTC 08:30:00 PREV NEXT RECORD PAGE PAGE

DATE

PREV MENU

PRINT

SEND

17 SEP 13 UTC 08:30:00 PREV NEXT PAGE PAGE

RECORD

Maintenance Pages 1, 2 and 3 Pages 2 and 3 show the status of the the left and right CCR cabinets.

Features The common core system (CCS) maintenance pages are viewed on the multi function displays. They provide details of the CCS and common data network (CDN) operation. There are a total of 11 pages but pages 4, 5 and 6 are for the display crew alerting system (DCAS).

These components show: • • • • •

Page 1 shows these menu selections: • • • • • •

CCS left CCR CCS right CCR CCS display crew alerting CCS RDCs CCS switches CDN line replaceable units (LRU)

•

General processing modules (GPM) GPM CDN terminals Power conditioning modules (PCM) ARINC 664 network cabinet switches (ACS) Fiber optic translator (FOX) modules Cabinet fan and valve assemblies for AUX cooling.

NORMAL or SEE CMCF indicates the status of the specific CCS component.

NORMAL or FAULT indicate the status of the specific CCS components.

Rev 1.0


5-10


MAINT DATA PGS

LATCHED MSG ERASE

MAINT CTRL PGS

CENTRAL MAINT

SYS MENU

MAINT DATA PGS

PG 7 OF 11 CDN TERMINAL CHNL A CHNL B

STATUS

#2 #3 #4 #5 RDC #6 #7 #8 #9 #10 RDC #11 #12 #13 #14 #15 RDC #16 #17 #18 #19 #21 #23

NORMAL NORMAL NORMAL NORMAL NORMAL






NORMAL SEE CMCF NORMAL NORMAL NORMAL

SEE CMCF NORMAL SEE CMCF NORMAL NORMAL

SEE CMCF NORMAL SEE CMCF NORMAL NORMAL

NORMAL SEE CMCF NORMAL NORMAL NORMAL NORMAL DATE

NORMAL NORMAL NORMAL NORMAL NORMAL NORMAL XX XXX XX CCS MENU

NORMAL NORMAL NORMAL NORMAL NORMAL NORMAL UTC XX:XX:XX

PREV PAGE

NEXT PAGE

MAINT CTRL PGS

CCS SWITCHES

CCS RDC'S

RDC #1

LATCHED MSG ERASE


FWD

ARS SWITCH STATUS AFT 1

AFT 2

LEFT A

NORMAL

SEE CMCF

SEE CMCF

RIGHT B

NORMAL

SEE CMCF

NORMAL

CCS NETWORK A PREV PRINT MENU

DATE

SEND


Maintenance Pages 7 and 8 Features The common core system (CCS) maintenance pages 7 and 8 show the status of the remote data concentrators (RDC) and the ARINC 664 network remote switches (ARS). Page 7 shows these details: • • •

RDC status Channel A terminal status Channel B terminal status.

Page 8 shows the status of the 6 ARSs. NORMAL or SEE CMCF indicates the status of the specific RDC.

Rev 1.0


5-11


MAINT DATA PGS

LATCHED MSG ERASE

, CDN LRU S

MAINT CTRL PGS

CENTRAL MAINT

AUTO

PG 9 OF 11

CDN TERMINAL CHNL A

CHNL B

CHNL A

NORMAL

NORMAL

CHNL B

NORMAL

NORMAL

SYS MENU

MAINT DATA PGS

LEFT EEC:

CHNL B

NORMAL

NORMAL

NORMAL

NORMAL

SEE CMCF

NORMAL

RIGHT

NORMAL

NORMAL

MAINT CTRL PGS AUTO


CDN TERMINAL CHNL A

CHNL B

CHNL 1

NORMAL

NORMAL

CHNL 2

NORMAL

NORMAL

SYS MENU

LATCHED MSG ERASE , CDN LRU S

MAINT CTRL PGS AUTO


CDN TERMINAL CHNL A

CHNL B

FWD

NORMAL

NORMAL

AFT

NORMAL

NORMAL

CHNL 1

NORMAL

NORMAL

CHNL 2

NORMAL

NORMAL

CHNL 1

NORMAL

NORMAL

P300 PNL

NORMAL

NORMAL

CHNL 2

NORMAL

NORMAL

P400 PNL

NORMAL

NORMAL

CAB SERV

NORMAL

NORMAL

CORE NET

SEE CMCF

NORMAL

EXT PWR:

RPDU 81 LEFT AFT:

FCM:

MAINT DATA PGS

FLIGHT REC:

RPDU 72 RIGHT FWD:

EMU: LEFT

, CDN LRU S

RPDU 71 LEFT FWD:

RIGHT EEC: CHNL A

LATCHED MSG ERASE

RPDU 82 RIGHT AFT:

LEFT

NORMAL

NORMAL

CHNL 1

NORMAL

NORMAL

CENTER

NORMAL

NORMAL

CHNL 2

NORMAL

NORMAL

RIGHT

NORMAL

NORMAL

ACP CAPT

NORMAL

NORMAL

ACP FO

NORMAL

NORMAL

LEFT 1

ACP FOBS

NORMAL

NORMAL

LEFT 2

NORMAL NORMAL

NORMAL NORMAL

AGU FWD LT

NORMAL

NORMAL

RIGHT 1

NORMAL

NORMAL

AGU FWD RT

NORMAL

NORMAL

RIGHT 2

NORMAL

NORMAL

AGU AFT LT

NORMAL

NORMAL

AGU AFT RT

NORMAL

NORMAL

CTRL 1

NORMAL

NORMAL

CTRL 2

NORMAL

NORMAL

CTRL 3

NORMAL

NORMAL

FLT INTPH:

ISS: LEFT

NORMAL

RIGHT

NORMAL

SEE CMCF SEE CMCF

AUTO EVENT MESSAGE DATE 20 SEP 08 UTC 06:00:00 PREV PREV NEXT PRINT SEND RECORD MENU PAGE PAGE

GRAPHIC GEN:

WIPS:

AUTO EVENT MESSAGE DATE 20 SEP 08 UTC 06:00:00 PREV PREV NEXT RECORD PRINT SEND MENU PAGE PAGE

AUTO EVENT MESSAGE DATE 20 SEP 08 UTC 06:00:00 PREV NEXT PREV RECORD PRINT SEND MENU PAGE PAGE

Maintenance Pages 9, 10 and 11 Features The common core system (CCS) maintenance pages 9, 10 and 11 show the status of these line replaceable units (LRU): • • • • • • • • • • • •

Electronic engine controls (EEC) Engine monitoring units (EMU) Flight control module (FCM) Integrated surveillance system (ISS) Remote power distribution units (RPDU) 71, 72, 81 and 82 Flight interphone Flight recorder External power Cabin service system (CSS) Core network Graphics generator (GG) Wing ice protection system (WIPS).

NORMAL or SEE CMCF indicates the status of the specific LRU.

Rev 1.0


5-12



6


6

Display Crew Alerting System Features

CREW ALERTING SYSTEM

DISPLAY AND CREW ALERTING SYSTEM

The purpose of the crew alerting system provides a means of alerting the flight crew to non-normal conditions.

The display crew alerting system (DCAS) provides the crew with visual, audio and tactile indications necessary for the operation of the airplane. The DCAS is made up of the primary display system (PDS) and the crew alerting system (CAS). The PDS has five head down displays (HDD) and two head up displays (HUD). The two inboard displays and the lower center display are designated as multi function displays (MFD).

It provides visual, audio and tactile alerts for: • • • •

Stall warning Crew alerting Configuration warnings Altitude alert.

•

Displays and Crew Alerting System

•

Primary Flight Display

•

EICAS Display

•

Multi Function Displays

•

Navigation Displays

•

CDU Display

•

Status Display

•

Synoptic Pages

•

Maintenance Pages

•

Electronic Checklist

•

Head Up Displays

•

Display Management

•

Caution & Warnings

The PDS shows this information: • • • • • • •

Air data Inertial reference data Navigation data Engine data Airplane system data Communication data Checklist data.

Rev 1.0


6-1


ISFD

HEATERS

HEATERS

EFB

L

R

LWR

LWR

L

R

EFB

Display Crew Alerting System Features

The MFDs can show this information:

The CAS does these functions:

The display crew alerting system (DCAS) is located in three general processing modules (GPM) in each common computing resource (CCR) cabinet.

•

Engine indicating and crew alerting system (EICAS) Navigation displays (ND) Control display unit displays Status page display Electronic checklist displays Communication management displays Synoptic displays Maintenance pages.

• • • • • •

The flight crew interface with the PDS using these controls:

• •

•

•

The DCAS has these two primary functions: • •

Primary display system (PDS) Crew alerting system (CAS).

The PDS has five head down displays (HDD) and two head up displays (HUD) as well as the necessary controls. The outboard HDDs have the primary flight displays (PFD) and the auxiliary displays. The inboard and lower center HDDs are multi function displays (MFD).

Rev 1.0

• • • • • • •

• • •

Electronic flight instrument system/display control panels (EFIS/DSP) Instrument source select panels (ISSP) Multi function keypads (MFK) Cursor control devices (CCD).

Crew alerting messages Stall warning Configuration warnings Status messages Audio alerts Master warning and caution lights.

It also integrates cautions and warnings from these other systems: Weather radar (WXR) Traffic alert and collision avoidance system (TCAS) Terrain avoidance warning system (TAWS).


6-2

Display Crew Alerting System Remote Light Sensors (L & R)

Capt HUD Projector

F/O HUD Projector

Capt HUD Combiner

MAP GS 251 TAS 252 341 o / 0

PLAN

TAT +13c

MENU

RANGE 20

CF13R 1154.3z 11.6 NM

12

TO 80.0

80.0

51 . 2

GS 0 TAS 50 341 o / 0

51 . 2

61 . 1

544

2055

ARPT

KPAE GPS

787FLTBOE1 123.85 3777

SECAL

BOE1 NCC1701E

TAIL #

UTC TIME 15:21:08z

100

VHF 1

DATE 28 FEB 06

GROSS WT 476 . 0

4 000

10

10

6 2

39 200

0

10

20

SAT -3c

LBS X 1000

7

00 80 1

240 10

10

20

20

38 800

2 6

38 600

200

29.92

.828 GS 475 TAS 475 --- o /---

IN LACRE 1540.9z 7.0 NM

VAMPS 8000A 10

VOR R YKM DME--DUVAL 10000

136 . 0

Capt Inboard Head Down Display

HDG HOLD

100

TOTAL FUEL 10:42:47z

FUEL TEMP -17c

05 DEC 05

10:42:47z

MODE L 787- 8 NAV DA TA 8787012008

RTE

DEP ARR

ALTN

VNAV

LEGS

HOLD

FMC COMM

PROG NEXT PAGE

INIT REF

RTE

DEP ARR

ALTN

VNAV

FIX

LEGS

HOLD

FMC COMM

PROG

NAV RAD

EXEC

PREV PAGE

20

40

60

NEXT PAGE

6

39

20

10

10

7

220

FLT #

787FLTBOE1

MIC XPDR

123.85 3777

SECAL

BOE1 NCC1701E

TAIL #

UTC TIME 15:21:08z

VHF 1

DATE 28 FEB 06

80

10

10

20

20

38 800

2 6

38 600

200

29.92

.828


VAMPS 8000A 10

TRAFFIC LACRE

39 8 TFC MAG

SEL HDG 090

Capt Outboard Head Down Display

MAG

F/O Outboard Head Down Display

Lower Head Down Display

Display Data

Display Data

J5

J1

RDC

J2

J3

J4

J2

J3

J4

J5

PCM

GG

FOX ACS FOX ACS

GG

GPM GPM GPM GPM GPM GPM GPM GPM

PCM

PCM

GG

FOX ACS FOX ACS

GG


RDC PCM

J1

J5

RDC

00:02 ELAPSED TIME 01:45

00

1

GS 475 TAS 475 --- o /---

TRAFFIC

SEL HDG 090

J4

3 90 80

240

TFC

J3

6 2

39 200

1

25 8

LACRE

J2

000

A/P 20

39 8

J1

ALT

IBF1/130 o

300

80

F/O Inboard Head Down Display

DRAG/ F F +0. 0/ +0. 0 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - < IN DEX P O S IN IT>

EXEC

PREV PAGE

UNWOUND

280

J AN 0 5 F EB0 2 / 0 4

DRAG/ F F +0. 0/ +0. 0 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - < IN DEX P O S IN I T>

NAV RAD

0

ENGI NES EFF 65K ACTI VE F E B 0 2 MR R 0 2 / 0 4

J AN05FEB02/ 04

FIX

000

I DENT ENGI N ES EFF 6 5K ACTI VE F E B 0 2 MR R 0 2 / 0 4

INIT REF

8 000

05 DEC 05

I DENT MODE L 787- 8 NAV DATA 8787012008

1

3 90 80

DUVAL 1000

KBFI 31L

NOLLA 2000

2 200 24 000 16 000

000 20

25 8

220

RW13R 63

000

A/P 20

280 6

NOLLA 2200

8 000

39

IBF1/130 o

300 00:02 ELAPSED TIME 01:45

CF13R

NOLLA 200

STA WXR +5 CAL TFC TA ONLY VOR L OLM DME---

CF13R

A

FLT #

33

20

EGT

TERR

2 200 12 000

MIC XPDR

NOLLA 1538.8z 7.9 NM

MAG

N1

550 NOLLA 2200

36

18 10

ALT

312

61 . 1 27

9

HDG HOLD

TRK

30

TPR

15

IBFI 13R E10

F/O HUD Combiner

J1

L CCR Cabinet

R CCR Cabinet

Airplane Systems

J2

J3

J4

J5

RDC

Airplane Systems

Primary Display System Features The primary display system (PDS) shows data on five 12.1 in x 9.1in (30.7 cm x 23.1 cm) liquid crystal head down displays (HDD). It also shows the data on two head up displays (HUD). The display crew alerting system (DCAS) software in the general processing modules (GPM) processes data from the airplane systems. It sends these graphic commands to the two graphic generator (GG) modules in each of the common computing resource (CCR) cabinets.

Each GG has six outputs and can send out two display images. In this way, one GG can send display data to two HDDs simultaneously. A failure of any GG will cause the DCAS to reconfigure providing display priority to the HDDs. Each of the HDDs and HUD projectors supply status information back to the GGs in the CCR cabinets.

The GGs format this data and transmit it to the HDDs and HUDs over six fiber optic pixel buses. One output from each GG goes to each of the five HDDs. The sixth output goes to the onside HUD projector.

Rev 1.0


6-3

PCM

GG

FOX ACS FOX ACS

GG


PCM

PCM

GG

FOX ACS FOX ACS

GG


PCM


R CCR Cabinet

L CCR Cabinet

Capt HUD Declutter Switch

F/O HUD Declutter Switch L WIPER OFF INT

L HUD BRT

WORK TABLE

FWD PANEL BRIGHTNESS OUTBD DSPL/ CONTRAST

INBD DSPL/ CONTRAST

EICAS EVENT RCD

LOW

PNL/ FLOOD


R HUD BRT

WORK TABLE

DIM

PNL/ FLOOD

PULL - MANUAL L WASHER

EVAC COMMAND


ON J1

J2

J3

J4

J5

J1

J2

J3

J4

J5

HUD Brightness Control

ARM

HUD Brightness Control

Capt Brightness Controls

FWD PANEL BRIGHTNESS

HIGH

PULL - MANUAL

LOWER DSPL/ CONTRAST

OFF

RDC

RDC OBS Audio Ovrd Cntrl Panel

MIC

MIC MAP

L

R

EFB

L LWR

LWR

LOWER MFD SYS

Capt Clock Switch

CDU

1

2

3

4

5

6

7 AUTO

R

CLOCK

EFB

LOWER MFD

INFO

CHKL COMM

AIR DATA/ATT

ND

SYS

CDU

INFO

CHKL COMM

E N T E R

1

2

3

4

5

6

7

F/O Clock Switch

ND

E N T E R

8

9

8

9

.

0

+/-

.

0

+/-

A

B

C

D

E

A

B

C

D

E

F

G

H

I

J

F

G

H

I

J

K

L

M

N

O

K

L

M

N

O

P

Q

R

S

T

P

Q

R

S

T

U

V

W

X

Y

U

V

W

X

Y

Z

SP

/ DEL CLR

Z

SP

/ DEL CLR

AIR DATA/ATT AUTO

ALTN

ALTN

PFD/MFD NORM INBD

MINS RADIO BARO FPV

MFD

BARO IN HPA

MTRS

RST

L

STD

R

SYS

CDU

INFO

ND FLAP LIMIT 1 5 15 20 25 30

-

250K 230K 215K 210K 180K 170K

PLAN MAP

RANGE

CHKL

MENU

COMM

ND

Capt Cursor Control Device

TERR

NEXT PAGE

EXEC

PREV PAGE

NEXT PAGE

EXEC

L

SYS

MINS RADIO BARO FPV

R

CDU

INFO

CHKL

CURSOR CONTROL

Capt EFIS/Display Select Panel (EFIS/DSP)

Capt MultiFunction Keypad

F/O MultiFunction Keypad

NORM INBD

OUTBD

STD

COMM

ND

PLAN MAP

RANGE FLAP LIMIT

MENU CTR

CANC/RCL ENG

ENG

BARO IN HPA

MTRS

RST

ND EICAS

CURSOR CONTROL

CANC/RCL TFC

PREV PAGE

PFD/MFD

MFD

F/O Cursor Control Device

EICAS

CTR

WXR

Capt Instrument Source Select Panel

OUTBD DSPL/ CONTRAST

F/O Brightness Controls

MAP CLOCK

OUTBD

INBD DSPL/ CONTRAST

WXR

TFC

F/O EFIS/Display Select Panel (EFIS/DSP)

1 5 15 20 25 30

-

250K 230K 215K 210K 180K 170K

TERR

F/O Instrument Source Select Panel

Primary Display System Controls Features

The MFKs have these controls:

The primary display system (PDS) control panels let the flight crew select, modify or change the data on the displays.

•

These are the control panels:

• • •

• • •

• • • • • •

Multi function keypads (MFK) Cursor control devices (CCD) Electronic flight instrument system/display select panels (EFIS/DSP) Clock switches Instrument source select panels (ISSP) Brightness control panels Head up display (HUD) brightness controls Observer audio override control panel HUD declutter switches.

Rev 1.0

• •

Lower multi function display (MFD) switches Alphanumeric keys Lower multi function display (MFD) switches ENTER key EXECute key Cursor control selector.

The CCDs are used to control the cursor and make selections on these components: • • •

Onside inboard head down display (HDD) Onside section of the lower HDD Onside electronic flight bag (EFB).

The EFIS/DSP has an EFIS section and a DSP section. The EFIS section controls for the onside primary flight display (PFD) and navigation display (ND). The DSP section has controls for the onside MFD.

The clock switches are used to control the onside clock function. The ISSPs have the PFD/MFD selector which is used to change the position of the onside PFD. The brightness control panels are used to control the brightness of the onside outboard and inboard HDDs. The HUD brightness controls are used to control the brightness of the onside HUD. The brightness control for the lower MFD is also on this panel. The EICAS event record switch is used to take a manual "snapshot" of the airplane systems. The HUD declutter switches control the amount of data shown on the onside HUD.


6-4

Display Crew Alerting System STAT

ELEC

GEAR

HYD

FUEL

AIR

EFIS/DSP

FCTL

DOOR

MAINT

CB

MAINT INFO

ISFD

FO

CAPT MINS

500

BAROSET

EFIS CTRL BACKUP

FT

FPV RADIO

29.92

MTRS IN

ND RANGE

BARO MINS RADIO BARO FPV

MFD

BARO IN HPA

MTRS

RST

STD

L

HPA

RST

R

MAP

RANGE

SYS

CDU

INFO

CHKL

COMM

ND

MENU

WXR CAPT

EICAS

CTR

L WXR

TFC

TFC

MINS RADIO BARO FPV

R

SYS

CDU

INFO

CHKL

COMM

ND

FO

MFD

L

R

R

LOWER

L MFD L

TERR

CANC/RCL

ENG

TERR

STD

CTR

ND PLAN

HPA

R

BARO IN HPA

MTRS

RST

STD

SYS

CDU

INFO

CHKL

HYD

ND

EICAS

ND EICAS

RANGE

PLAN MAP

MENU

ENG

CTR

CANC/RCL ENG

WXR

TFC

CANC/REL

SCRATCHPAD AUTO

TERR

Backup EFIS/DSP Control Features The backup electronic flight instrument system/display select panel (EFIS/DSP) function provides for control of all the switches in the event that a panel has a failure. This page is accessed using these steps: •

• • •

When the backup EFIS/DSP function is active, the EFIS panel hardware is disabled. However, the DSP hardware remains active. If an EFIS/DSP fails or if the backup function is active, the EICAS advisory message and a status message, EFIS/DSP PANEL L/R is displayed.

Select SYS on an active EFIS/DSP or on a multi function keypad (MFK) Select EFIS/DSP Select CAPT or FO Select EFIS CTRL BACKUP to make the function active.

The top half of the display is used to make selections for the EFIS and the bottom half is used for the DSP. There is a scratchpad which is used to enter minimums data or barometric setting data.

Rev 1.0


6-5

Display Crew Alerting System Captain’s EFIS/DSP

F/O EFIS/DSP

Clock Switch

Clock Switch

Left O/B HDD

HDG HOLD

FLT # 787FLTBOE1 MIC 123.85 VHF 1 XPDR 3777 SECAL BOE1 TAIL # NCC1701E 00:02 UTC TIME DATE ELAPSED TIME 15:21:08z 28 FEB 06 01:45

100

280

240 220

MAP GS 251o TAS 252 RANGE 341 / 0 20

39 000

A/P 20

20

6 2

39 200

PLAN

12

IBFI13R E10

15

TO TAT +13c MENU 80.0 CF13R 51 . 2 1154.3z 11.6 NM TPR

61 . 1

1 10

10

10

10

9

00

3 90 80 80

18

NOLLA 2200

20

20

2055 TERR

29.92

.828 GS 475 TAS 475 --- o /---

LACRE

A

39 8

TFC

KPAE

544

NOLLA 2200

ARPT STA WXR +5 CAL TFC TA ONLY VOR L OLM DME--2 200 24 000

RW13R 63

0

10

20

GROSS WT LBS X 476 . 0 1000 SAT -3c

TOTAL FUEL 136 . 0 FUEL TEMP -17c

10:42:47z

DUVAL 1000

KBFI 31L

NOLLA 2000

20 10

10

10

20

20

VOR R YKM DME---

000

1

29.92

GS 475 TAS 475 --- o /---

05 DEC 05

10:42:47z

INIT REF FIX NAV RAD

60

SEL HDG 090

80

MAG

05 DEC 05

MO D E L 787- 8 NAV DATA 8787012008

ENGI NE S EF F 6 5 K ACT I VE F E B 0 2 MRR 0 2 / 0 4

J AN0 5 F EB0 2 / 0 4

J AN0 5 F EB0 2 / 0 4 DRAG/ F F +0. 0/ +0. 0 -------------------------------------< IN DEX P O S IN I T>

RTE ALTN VNAV FMC PROG LEGS HOLD COMM

40

I DENT ENGI NES EF F 6 5 K ACTI VE F E B 0 2 MRR 0 2 / 0 4

DRA G/ F F +0. 0/ +0. 0 -------------------------------------< IN DEX P O S IN IT> DEP ARR

20

TRAFFIC

39 8

TFC UNWOUND

2 6


VAMPS 8000A 10 LACRE

0

00

3 90 80 80 38 800

38 600

.828

DUVAL 10000

6 2

39 200

1 10

200

8 000

I DENT MO D E L 787- 8 NAV DATA 8787012008

Left Instrument Source Select Panel

220 NOLLA 200


39 000

A/P 20

16 000

4 000 MAG

6 25 8 7

20

8 000

000 SEL HDG 090

27

N1

ALT

IBF1/130o

300

33

EGT

GPS CF13R

100


MAG

280

CF13R

2 200 12 000

TRAFFIC

TRK 312 30


VAMPS 8000A 10

GS 0 TAS 50 341 o / 0

ISFD

240

2 6

38 600

200

HDG HOLD 80.0

51 . 2

61 . 1

550

10 1

38 800

Right O/B HDD

36

6 25 8 7

ALT

IBF1/130o

300

Right I/B HDD

Left I/B HDD

EXEC

INIT REF

PREV NEXT PAGE PAGE

FIX NAV RAD

DEP ARR

RTE ALTN VNAV FMC PROG LEGS HOLD COMM

EXEC

Right Instrument Source Select Panel

PREV NEXT PAGE PAGE

F/O MFK

Captain’s MFK

Lower HDD

Main Instrument Panels Features The main instrument panels have these components: • •

• • •

Five head down displays (HDD) Two electronic flight instrument system/display select panels (EFIS/DSP) Two instrument source select panels (ISSP) Two multi function keypads (MFK) Two clock switches.

The normal power up displays are shown on the graphic above.

Rev 1.0


6-6


FLT # MIC XPDR SECAL TAIL #

787FLTBOE1 123.85 VHF 3777 NICK NCC1701E

UTC TIME

100

1

HDG HOLD

ALT

o

IBF1/130

A/P

300

6

00:02

DATE

ELAPSED TIME

15:21:08z 28 FEB 13

39000

20

20

10

10

39200

280

01:45

2 1

6

9000

3 80 80

258 7

240

1

220

10

10

20

20

38800

2 6

AUX Display 29.92

.828 GS 475 TAS

---o/---

Primary Flight Display

38600

200

475

IN

LACRE 1540.9z 7.0 NM VAMPS 8000A 10

TRAFFIC LACRE

398 TFC

SEL HDG

090

MAG

NOTE: Captain’s side shown, F/O’s similar.

Primary Flight Display and Auxiliary Display The mini map shows a navigation display (ND) with a 20 NM range.

Features The two outboard head down displays normally show the primary flight display (PFD) and the auxiliary (AUX) displays. The PFD is shown in the top of the display with a mini map display in the lower section.

This data shows on the mini map: • • • • •

Heading and compass rose Selected heading Active flight plan TCAS alerts Speed.

The AUX displays show this data: • • • • • •

Flight number Tuned communication frequency ATC transponder code SELCAL identifier Airplane tail number Time and data.

The PFD shows this data: • • • • • • • •

• •

Attitude Airspeed Barometric altitude Vertical speed Radio altitude Flight mode annunciations Autopilot status Traffic alert and collision avoidance system (TCAS) resolution advisories Lateral and vertical deviation Time critical warnings (TCW).

Rev 1.0


6-7

Display Crew Alerting System MAP

MENU

PLAN

GS 251 TAS 252 RANGE

o

341 / 0

200 200

20

12

IBFI 13R E10

400

400

6

15

060

9

18

040 1

NO V S P D

10

10

1

2055

10

10

20

20

1

-4

CF13R

GS 0

KPAE

341o/

GPS CF13R

NOLLA 2200

6

29.92

TAS 50

IN

00.Oz 0.0NM

0

060

2 -200

TERR

A

6

40

0020

9

NOLLA 2200

2200 12000

080

2

200

30

10

10 000

10 000

CF13R 1154.3z 11.6 NM 080

040 1

NO V S P D

10

1

40

0020

30 9

RW13R 63 10

2

200 10

8000

10

10

20

20

1

A

4000

KBFI

TFC

000

0

10

ADF L 20 220.0

SEL HDG

132

MAG

ADF R PWT

-4 GS 0

341o/

TAS

2 -200

6

29.92

50

IN

00.Oz 0.0NM

0

10

A

KBFI

TFC

ADF L 220.0

SEL HDG

132

MAG

ADF R PWT

Reversionary Primary Flight Display Features The reversionary primary flight display (PFD) shows automatically on the inboard head down display (HDD) when an outboard HDD has failed. It also shows when the crew have manually selected it using the instrument source select panels (ISSP). The size of the PFD and mini map are reduced to half the width of a multi function display (MFD). In this mode, all the data is exactly the same as the full format PFD.

Rev 1.0


6-8

Display Crew Alerting System TAT

+16c D-TO 85.0 191 .

+24c 85.0 192 .

TAT

-14c CRZ 85.0 800 .

N1

85.0 1050 .

N1

521

755

519

EGT

100

EGT

671 .

672 .

450 .

DOWN

850 .

WARNING CAUTION1 CAUTION2 ADVISORY1 ADVISORY2 ADVISORY3 ADVISORY4 ADVISORY5 COMM MEDIUM COMM LOW MEMO RECALL STATUS FL

250

DOWN

GEAR

GEAR N2

N2

136 .

135 .

136 .

FF

135 .

FF

F L A P S

5 20

79

OIL PRESS

ND

OIL TEMP

41

OIL QTY

05 .

VIB

39

RUDDER TRIM

42 06 . N1 GROSS WT

5380 . SAT

LBS X 1000

225

OIL TEMP

100

LO

41

OIL QTY

42

BB

05 .

VIB

TOTAL FUEL

2434 . FUEL TEMP

+10c

20

ND S T A B

800 .

10.00

NU

5

82

0.0

S T A B

10.00

38

OIL PRESS

35

82 800 .

BB

PG1

0-340 KTS

+13c

Normal Display

NU

0.0 RUDDER TRIM

LO

40 . N1

FUEL QTY

681 .

753 . 720 .

GROSS WT

4600 . 3446 .

LBS X 1000

TOTAL FUEL

TO REMAIN MLW

2154 . 1000 .

Non-Normal Display

EICAS Display Features The engine indicating and crew alerting system (EICAS) is normally displayed on an inboard multi function display (MFD). EICAS shows this data: • • • • • • • • • • • • • • • • • •

Total air temperature Thrust mode Selected temperature derate N1 rotor speed Exhaust gas temperature (EGT) N2 rotor speed Fuel flow (FF) Oil pressure Oil temperature Oil quantity Engine vibration Crew alert messages Status cue Inflight start information Landing gear position Flap/slat position Horizontal stabilizer trim Rudder trim

Rev 1.0

• • • •

Airplane gross weight Total fuel weight Static air temperature (SAT) Fuel temperature.

For non normal conditions, the engine indications turn red, amber or white to indicate an exceedance. The crew alert messages show in one of these categories: • • • • •

Warnings Cautions Advisories Communications Memos.

Warnings are red in color and are shown at the top of the message field. Warnings require immediate crew action. They have an aural which can be a bell, siren or voice.

awareness. The caution aurals are a beeper sound. Advisories are amber in color and are shown indented to the right below the caution messages. Advisories require crew awareness. There are no aurals associated with advisory messages. Communication messages are white in color and show below advisory messages. They require crew awareness. The aurals for communication messages are high/low chimes. Memo messages are also white in color and show below the communications messages. They are reminders for the crew. There are no aurals associated with advisory messages.

Cautions are amber in color and are shown below the warning messages. Cautions require immediate crew


6-9

Display Crew Alerting System ISFD

MAP

MENU

PLAN


341o / 0

CF13R 1154.3z 11.6 NM

20

12

IBFI 13R E10

10:42:47z

05 DEC 05

NORMAL MENU

I D E NT MODEL

787-8

ENGINES

18

E FF 65K

NAV DATA

10 NOLLA 2200

ACTIVE

8 7 8 7 0 1 2 00 8

F EB 0 2 M R R 02/04

2055

J A N05FEB02/ 0 4 GEAR

STAT

ELEC

HYD

FCTL

FUEL

AIR

EFIS/DSP EFIS/DSP

MAINT

HYDRAULIC

STAT

SYS MENU

DOOR

MAINT DATA

+ 0. 0 /+ 0 . 0 --------------------------------------

A

L 0.90

QTY POS INIT> PRESS

KPAE

4925

GPS CF13R

NOLLA 2200

TEST

8000

DEP ARR

ALTN

VNAV

FIX

HOLD

FMC COMM

PROG

NAV RAD

EXEC RPM

OIL PRESS 30 PSI

C 0.78 LO GEAR

R 1.00 FCTL

4925

4925

PREV PAGE

1160 C FWDQTY EXT7.6 PWR OIL TEMP 125 C OIL L R

OXYGEN

NEXT PAGE

CREW PRESS

4000

100.1

1950

QTY

EGT

LIQUID COOLING L R 0.37 LO 1.00

STATUS MESSAGES 000

0

NAV Displays

10

20

w8mt-31-61-0018

FLIGHT CONTROL SYS RAM FAN CONTROL L CONTROL WHEEL XDCR L1 MAIN

GEN L1 CTRL

L2

W8MT-31-61-0021

CDU Displays

PG 1 OF 3

XXX.X XXX.X SPEED SENSOR 2 SELECT EFIS/DSP SPEED MAINT CB XXX.X XXX.X CORRECTED SPEED EGT THERCOUPLE 1 XXXX APU GEN EGT THERCOUPLE 2 XXXX L R XXXX EGT SELECT AFT EXT PWR OIL PRESS XXX OIL TEMP XXX OIL FLT DELTA P XXX OIL QTY XX.XX LO OIL SUMP TEMP XXX LARGE MOTOR POWER SYS GEN L FLT DELTA P X.X GEN R FLT DELTA P X.X INLET PRESS XX.XX AC BUSES TEMP X.X MAIN R1 MAININLET R2 MAIN XX.X FUEL FLT DELTA P XXX FUEL PRESS GEN XXXX FUEL R1 CTRLCTRL CMD R2 XXX FUEL CTRL SPEED APU DOOR COMMAND CLOSE APU DOOR POSITION CLOSED

HYD

APU

INITRW13R REF 63 RTE LEGS

ELEC

L1-GEN-L2 NEXT PG DRIVE

LATCH RESET

COMPANY

MANAGER

NEW MESSAGES

L2

FUEL

SPEED SENSOR 1

AIR

DOOR

AUTO MESSAGE LOAD SHED

R1-GEN-R2 PREV DRIVE

PRINT

MENU

DATE

DATA LINK

ENGINES ...

FLIGHT INSTIALIZATION NON-NORMAL MENU REQUEST AUTOINSTIALIZATION NON-NORMAL MENU REQUEST UNANNUNCIATED FMC DATA CHECKLIST WEIGHT & BALANCE TAT PROBE ICING RESETS

ECB

ATIS VOLCANIC ASH

DITCHING

AUTO

APU

DRAG/FF

CF13R

MAINT CNTRL

CB APUC MODE

TERR

2200 12000

FLIGHT INFO

COMPANY

15

9

ATC REVIEW

APU BAT DC-VFUEL JETTISON XX

XXX XXX AC-Y XXX FREQ GEAR LEVER LOCKED DN X.XX LOAD XXX LANDING AC-V OVERWEIGHT XXX FREQ PASSENGER X.XXEVACUATION LOAD

APU BAT DC-A

FUEL LEAK

APU GEN L APU GEN L APU GEN L APU GEN R APU GEN R APU GEN R

CLEARANCE WINDOW DAMAGE FLIGHT RELEASE

DELAY REPORTS

WEATHER REQUESTS

DEPARTMENT REPORT

RE-CLEARANCE

DIVERSION

GATE ASSIGNMENT

ETA REPORT

MAINTENANCE REPORT

ARRIVAL REPORT

MISCELLANEOUS CODES

MESSAGE TO GROUND

SITUATION

VOICE CONTACT REQUEST

FLIGHT TIMES

NOTAMS

SMOKE/FUMES APU FUEL FEED COMMAND DC PUMP AC PUMP

STATUS CODE BIT# 1

XXXX XXXX XXXX

STATUS 1 STATUS 2 STATUS 3

APU OPER HOURS APU STARTS

XX XXX XX ERASE

STATUS

SMOKE/FUMES REMOVAL

CLOSED CLOSED PRESS -CLOSED CLOSED

S/O VLV

UTC

PREV PAGE

Comm Pages

5

XX-X XXXXXXX XXXXXX XXXXX

EXIT MENU

Checklist Pages

XX:XX:XX NEXT PAGE

W8MT-31-61-0027

Status Page MAIN BAT VOLTS AMPS

28 13 CHG

APU BAT VOLTS AMPS

Maintenance Pages

28 13 CHG

Synoptic Pages

Multi Function Displays Features The multi function displays (MFD) show auxiliary information that can be used by both the flight crew and maintenance personnel. These are the types of displays: • • • • • • •

Navigation displays Status pages Control display unit (CDU) displays Synoptic pages Maintenance pages Checklist pages Communication pages.

Rev 1.0


6-10

Display Crew Alerting System MAP GS 0

o

TAS 50 RANGE

341 / 0

40

MENU

PLAN TRK

312


MAG

30

A KPAE

33

SALLY MARKY

MAP

27 TAS 50 RANGE

341o/ 0 TCM

20

MENU

PLAN

SOTON 1538.8z 4.9 NM

36

GS 0

312

TRK

20

MAG BOFER

IAN01

T/C TOPPS

10

OLM NOLLA 200

DUVAL 1000

WXR + 5 CAL

43

SOTON

ARPT WPT STA

RNP 400

KBFI 31L

1.8 R

TFC TA ONLY

VOR L OLM

VOR R YKM

DME---

DME---

ANP 60

10

ARPT STA

WXR + 5 CAL

Expanded Map Display

TFC TA ONLY

VOR L OLM DME---

RNP 1.00

ANP 0.04

VOR R YKM DME---

Centered Map Display

Full Screen Map Displays Features

The map mode shows this data:

The full screen map displays show the part of the flight plan that is within the range of the display. The maximum range is 1280 nautical miles (NM).

•

It can be shown in the expanded or centered modes. The expanded mode shows 145 degrees of the compass rose with the airplane symbol are the bottom. The centered shows 360 degrees of the compass rose with the airplane symbol in the center.

Rev 1.0

• • • • • • • • • • • • •

Flight management function (FMF) active route Active waypoint Distance to go Estimated times of arrival (ETA) Vertical deviation (descent only) Lateral deviation Trend vector Navaids Waypoints Airports FMF navigation data Weather radar Traffic alert and collision avoidance (TCAS) alerts Terrain awareness warning system (TAWS) alerts.


6-11


MAP GS 0 TAS 50 341o/ 0

RANGE

TRK

40

MENU

PLAN

312


MAG

30

33

VSD WXR

27

TERR

36 TFC

20

APT WPT STA

ARPT

POS

NOLLA 200

STA

WXR + 5 CAL

DUVAL 1000

DATA VOR L

KBFI 31L

TFC TA ONLY

VOR R

VOR L OLM

VOR R YKM

DME---

DME--NOLLA 2000

2200 24000

DUVAL 10000

FIR AIRSP

EXIT

Pull Down Menu

16000 8000 000

0

UNWOUND

20

40

60

80

Full Screen Map Display with VSD Features The full screen map display with the vertical situation display (VSD) has the same information as the normal map display. The VSD improves crew awareness of the airplane’s flight path and terrain. The VSD shows a side view of the airplane and the terrain below the current airplane track. The lower 30% of the display is used for the VSD and the normal map display is shown above.

• • • • •

Waypoints Waypoint altitude constraints Destination runway Vertical navigation (VNAV) descent angle Terrain data.

On the upper map display, the lateral flight plan is shown. It is magenta in color. The swath follows the flight plan. It is cyan in color and depicts the area mapped by the VSD. The terrain shown in the lower display area is the terrain within the swath area.

VSD is selected by selecting VSD on the navigation display pulldown menu. The VSD shows this data: • • • •

Airplane altitude Vertical flight path Vertical flight path vector Selected altitude

Rev 1.0


6-12

Display Crew Alerting System PLAN

MAP GS 0

TAS 50

341o / 0

MENU

TRK

341o / 0

VSD

134 MAG 15

12

CF13R 1154.3z 11.6 NM

20

WXR

12

IBFI 13R E10

TERR TFC

VAMPS

MENU

PLAN


RANGE

20

MAP

15

9

18

APT

BLAKD

WPT

10

STA

OR AUBRN

NOLLA 2200

POS

2055

DATA

10 TERR

VOR L

LACRE

CF13R

VOR R FIR BENSE

KPAE GPS

KWILA WPT

A

AIRSP

EXIT

2200 12000

HETHR

CF13R

NOLLA 2200

RW13R 63

8000

13R PARK

4000 D2751 000 ANVIT

0

GPS

10

20

Half Screen Map Displays Features The half screen map displays have the same data as the full screen map displays including the VSD. There is also the pull down menu available.

Rev 1.0


6-13


TRX

1

24

M

M2

M3

T8

B

T7

A

T6 T

B A9

A10

A11

21F

T9

T10

T B

T

T

S3

233 MAG

T11

T12

MENU

PLAN

RANGE

W J

B

A8 A6

J

A4 F

A14

4L

F M4

27B

DE -C E

0.5

A18

A KORD

B

19

A

R

E G 2 C

30

A19 H1

A20 R

DE -C E

D3

E

C

D2

S

E

B

A17

D1

E

R

R A15 M5

M5

E H

F

S

J

A5

A A13

S4

00.0z 0.0 NM

T5

J1

9L

MAP OSD TAS50 0021/ 0

A21

H G

D4 27 L

B

D5

A

H P

P

D6 D7

32R

22L

P3

P4

A

D8

V1

H2

H3 27 R

V

V2 GPS

Airport Map Display Features The airport map display is automatically shown when the navigation display range is set to 5 nautical miles (NM) or less. It shows these features for the destination or origin airport: • • • •

Runways Taxiways Aprons Buildings.

Rev 1.0


6-14


N


350o/15

MENU

PLAN

MAP 40

MAP

PLAN

RANGE

40

APT WPT

40

MENU

N 40

STA DATA FIR AIRSP

20

20 EXIT

JOE

JOE

SEA

SEA

JEAN

JEAN

20

20 TCM ARPT WPT STA

TCM

JOHN

OLM

OLM

40

40 TFC TA ONLY

MAP CENTERING AIRPLANE

JOHN

DEST

CURSOR

MAP CENTERING CTR ON

PICK WPT

Full Screen Plan Dsplay

AIRPLANE

DEST

CURSOR

CTR ON

PICK WPT

Half Screen Plan Display

Plan Displays Features The plan display is used by the flight crew to create, review or change a flight plan. The display is always a north up display. The display shows the active flight management function (FMF) route and traffic alert and collision avoidance system (TCAS) data. The airplane symbol shows airplane position and flight management function (FMF) track.

• • • •

AIRPLANE DEST CURSOR CTR ON ____.

The PICK WPT key lets the flight crew create a waypoint using a latitude/longitude, airport, navaid or waypoint.

There is a pull down menu that gives these selections: • • • •

Airports (APT) Waypoints (WPT) Navigation stations (STA) Waypoint data (DATA).

There are centering keys are at the bottom of the display. These are the selections:

Rev 1.0


6-15

Display Crew Alerting System 10:42:47z

05 DEC 05

13:45:28z

E NG I NE S

GR WT

N A V D A TA

AC T IV E

F UE L

F EB 02 M R R02/04

C OS T I N DE X

2 5 0 .0L BC A L C ZFW

J AN05FEB02/0 4

-3 7 o C 30.0

P E RF IN I T

FIX

LEGS

ALTN

HOLD

FMC COMM

VNAV

INIT REF FIX

PREV PAGE

NEXT PAGE

RTE LEGS

FUEL

T H RU ST LI M >

< I N DEX

EXEC

PROG

NAV RAD

ICAO

------------------------------- P R E- F L T

POS INIT>

DEP ARR

ST EP SI ZE

< R E Q U E ST

--------------------------------------

DEP ARR

ALTN

VNAV

HOLD

FMC COMM

PROG

NAV RAD

CLEAR MSG

PREV PAGE

ZFW (ZERO FUEL WEIGHT) VALID ENTRY RANGE IS: 160.0 TO 360.0 (LBS)

XX TOTAL MESSAGES

COST INDEX

250.0L B C A L C

EXEC

ZFW

NEXT PAGE

INVALID ENTRY

INDEX

CRZ ALT

C RZ C G

. D RA G/FF + 0. 0/ + 0. 0

GR WT

MI N FU E L T E MP

. R E SER V E S

RTE

27 JUL 13 PERF INIT

CRZ ALT

E FF 65 K

87 87 0 1 2008

INIT REF

13:45:28z

27 JUL 13 P ER F IN I T

I DE NT M O DE L 78 7- 8

MIN FUEL TEMP -37o C

.

CLEAR MSG XX TOTAL MESSAGES

RESERVES

CRZ CG

.

30.0

PERF INIT

STEP SIZE

< R E Q U E ST

CHKL COMM L LWR

R EFB

1

2

3

4

5

6

7

8

9


INIT REF

E N T E R

FIX

0

+/-

A

B

C

D

F

G

H

I

J

K

L

M

N

O

P

Q

R

S

T

U

V

W

X

Y

Z

SP

/ DEL CLR

NEXT PAGE

T H R U ST L I M >

ND

.

PREV PAGE

ICAO

-------------------------------PRE-FLT

LOWER MFD SYS CDU INFO

E

RTE LEGS

DEP ARR

ALTN

VNAV

HOLD

FMC COMM

PROG

NAV RAD

EXEC

EXEC

PREV PAGE

NEXT PAGE

INVALID ENTRY ZFW (ZERO FUEL WEIGHT) VALID ENTRY RANGE IS: 160.0 TO 360.0 (LBS)


CURSOR CONTROL

Multi Function Keypad

Control Display Unit Display Features The control display units (CDU) show as displays on the multi function displays (MFD). They are accessed by selecting the CDU button on any electronic flight instrument system/display select panel (EFIS/DSP) or multi function keypad (MFK). The crew use the cursor control devices (CCD) and the MFKs to enter data into the CDU. There is a message area below the mode keys.

Rev 1.0


6-16

Display Crew Alerting System MINS RADIO BARO FPV

STD

ND PLAN

RANGE MENU

CDU

SYS

CHKL COMM

FUEL

AIR

DOOR

EFIS/DSP EFIS/DSP

FCTL

ENG

MAINT

CB

INFO ND

EICAS

CTR

TFC TERR

WXR

HYD

R

GEAR

RST

MAP

L

ELEC

STAT

MFD

BARO IN HPA

MTRS

HYDRAULIC

CANC/RCL

QTY PRESS

L 0.72 RF

C 0.39 LO

4950

R 1.20 OF

4950

4960

EFIS/DSP APU RPM

100.1

OIL PRESS 65 PSI

EGT

358 C

OIL TEMP 105 C

OIL QTY 7.6

LOWER MFD SYS CDU INFO CHKL COMM

OXYGEN

ND

CREW PRESS

1

2

3

4

5

6

7

8

9

.

0

+/-

A

B

C

D

F

G

H

I

J

K

L

M

N

O

P

Q

R

S

T

U

V

W

X

Y

Z

SP

/ DEL CLR

PREV PAGE

NEXT PAGE

E N T E R

1950

QTY


STATUS MESSAGES

FLIGHT CONTROL SYS RAM FAN CONTROL L CONTROL WHEEL XDCR

E

EXEC

CURSOR CONTROL

MFK

Status Page Display Features The status page shows information that assists maintenance personnel determine the dispatch status of the airplane. The display can show a maximum of eleven status messages on one page. The status page shows: • • • • •

Hydraulic system information APU information Crew oxygen information Liquid cooling system information Status messages.

Rev 1.0


6-17


ELEC

GEAR

HYD

FUEL

AIR

EFIS/DSP

FCTL

DOOR

MAINT

CB

ELEC

STAT

HYDRAULIC L 0.72 RF

QTY PRESS

GEAR

C 0.39 LO

4950

R 1.20 OF

4950

STAT

ELEC

GEAR

4960 STAT

ELEC

GEAR STAT

ELEC

HYD

FUEL

FCTL

AIR

HYD

FUEL

EFIS/DSP

HYD

FCTL

AIR

FUEL

EFIS/DSP EFIS/DSP

EFIS/DSP EFIS/DSP

FCTL

AIR

GEAR

HYD

FUEL

EFIS/DSP EFIS/DSP

FCTL

AIR MAINT

MAINT

CB

STAT

STAT

ELEC

GEAR

FCTL

HYD

FUEL

EFIS/DSP

ELEC

GEAR

HYD

FCTL DOOR

AIR

MAINT

FUEL

EFIS/DSP

AIR

DOOR

MAINT

SPOILERS

75 TOTAL FUEL

CB

DOOR

160

ENTRY 1L

A

M

ENTRY 2L

A

M

215.3

A

75

1

75

75

2

70

FWD

NU

75

75

75

D

75

50

AFT

3

70

75

75

AFT LEXT REV PWR

FLAPS

FLT CTRL

NOSE GEAR & STEERING

R MAIN FWD R REV

MAIN GEAR

FLT CTRL

33.1 FLT

L1 MAIN

GEN L1 CTRL

L2

L

CTRL

C1 ELEC

MAIN BAT VOLTS AMPS

28 13 CHG

LOAD SHED HYD FUEL AIR WINDOW HEAT MISC HEATERS EXTERIOR LIGHTS COMM/NAV

R ENG

C2 ELEC

R ELEC

R2 SOV

SOV

1.15 L1-GEN-L2 DRIVE

R1-GEN-R2 4650 DRIVE

160

160

RUDDER TRIM

BRAKE 0.0

7.1

160

160

2.8

3.3

L 3.4 ELEV

R ELEV RUDDER

DOOR

UPPER RECIRC

LOWER RECIRC

LOAD SHED

LOAD SHED

R

ACES

FLT CTRL MODE

L

C1 C2 R

AFT E/E ACCESS

A

ENTRY 3L

M

ENTRY 3R

AIR DISTRIBUTION

AFT CARGO

RAT

L ELEC GEN

R1

160

NORMAL AFT

CENTER

ISLN

P R I L M ENG A AC BUSES R L2 MAIN R1 MAIN YR2 MAIN D E M A N D

160

33.2

AFT ISLN

3.1

BULK

PASSENGER CABIN

ALTERNATE VENT

CTRL

LARGE MOTOR POWER SYS

ASKID ENTRY 2R 160 160 1.7

R AIL

0.0

FLIGHT DECK

CROSSFEED FWD EXT PWR L R

2.2

R FLPRN

S T A B

4

REFUEL

L MAIN FWD

L FLPRN ND

ENTRY 1R

FWD CARGO

C

B

LBS X 1000 APU GEN L R

L AIL

CLOSED

75 F

FLT DECK

CB

FWD ACCESS

MASTER TEMP

201

CB

DOOR

CB

CB

FWD E/E ACCESS

CABIN OCCUPANTS

AIR MAINT

DOOR

MAINT CB LAV VACANT

DOOR

FUEL

EFIS/DSP

DOOR

MAINT

F/D OVHD

ELEC

HYD

DOOR

160

GEAR STAT

FCTL

0.72

RF

P R I M A R Y

TRIM HEAT FLT DECK + B + D

149.0

TRIM HEAT BULK CARGO FLT DECK + A + C

A

ENTRY 4L L PACK

L

TRIM AIR

M

ENTRY 4R

R PACK

R

STBY COOLING

D E M A N D

CABIN AIR COMPRESSOR L1

L2

VENTILATION MODE

R1

R2

NORMAL

0.45 LO -37c 4850+13c

MIN FUEL TEMP PRESS

5010

PRESS FUEL TEMP

APU BAT VOLTS AMPS

28 13 CHG

Synoptic Pages Features The synoptic pages provide a graphic representation of certain airplane systems. They are dynamic displays of real time system data.

• • •

Green - on or flow Gray - actual airplane condition White - off or invalid state.

These are the synoptic displays: • • • • • •

Electrical (ELEC) Hydraulic (HYD) Environmental control systems (AIR) Doors (DOOR) Landing gear (GEAR) Flight controls (FCTL).

Colors are used on the pages to show conditions and states. These are the colors: • • • •

Red - warning, limit or exceedance Amber - caution, limit, exceedance or failure Magenta - commands or targets Cyan - armed state

Rev 1.0


6-18

Display Crew Alerting System STAT SYS MENU

MAINT DATA PGS

DISPLAY SELECTION

LATCHED MSG ERASE

PRINT SELECTION

ATA SYSTEM

MAINT CTRL PGS

DATALINK SELECTION

CENTRAL MAINT

REAL

MANUAL

AUTO

DISPLAY

DISPLAY

SHOW LIST

21 AIR DISTRIBUTION

DISPLAY

21 CABIN PRESSURIZATION

DISPLAY

21 CARGO HEAT

DISPLAY

CARGO AIR 21 FORWARD CONDITIONING

DISPLAY DISPLAY

SHOW LIST

SYS MENU

QTY

L 0.72 RF

PRESS

MAINT DATA PGS

SHOW LIST SHOW LIST

LATCHED MSG ERASE

4950

DISPLAY

SHOW LIST

SHOW LIST

24

ELECTRICAL

DISPLAY

SHOW LIST

SHOW LIST

26

FIRE PROTECTION

DISPLAY

SHOW LIST

DISPLAY

27

FLIGHT CONTROL

DISPLAY

MAINT CTRL PGS

CENTRAL MAINT

ERASABLE STATUS MESSAGES

AIR/GROUND SYS SHOW LIST 2 DUCT SENSOR ZONE SHOW LIST

21 INTEGRATED COOLING

DISPLAY

EFIS/DSP

FCTL

AIR

DOOR

MAINT

CB

SYS MENU

MAINT DATA PGS

LATCHED MSG ERASE

MAINT CTRL PGS

CENTRAL MAINT

LINE MAINTENANCE

EXTENDED MAINTENANCE

OTHER FUNCTIONS

HELP

REPORT

C 0.39 LO 4950

R 1.20 OF 4960

1

DISPLAY

FLAP/SLAT

FUEL

HYDRAULIC

SHOW LIST

ELEC 21 POWER COOLING

27

GEAR

HYD

ERASE SELECTION

21 AIR CONDITIONING

21 EE COOLING

ELEC

B2

SYS MENU

MAINT DATA PGS

LATCHED MSG ERASE

MAINT CTRL PGS

CENTRAL MAINT

ONBOARD MAINTENANCE

AIRPLANE CONFIG DATA (ACD) ERASE

ELEC SYS IND & CTRL (ESIC)

ERASE

FLIGHT DECK ACCESS

(FDAS)

MISC SYSTEM CTRLS

(MSC)

Left Central Maintenance Computing Function (CMCF)

3

SHOW LIST SHOW LIST

DISPLAY

ERASE ALL SYSTEM MAINTENANCE TASK MESSAGES

Maintenance Pages Overview The maintenance control pages provide access to these functions:

Features The maintenance pages provide information to assist maintenance personnel analyze and repair airplane systems.

• •

These are the maintenance pages:

•

• • • •

•

Maintenance data pages Latched message erase Maintenance control pages Central maintenance page.

The maintenance data pages show real time system data or specific snapshot data.

Airplane configuration data (ACD) Electrical system indication and control (ESIC) Flight deck access system (FDAS) Miscellaneous system controls MISC SYSTEM CTRLS).

The central maintenance page provides access to the central maintenance computing function pages.

The latched message erase page is used to erase status messages whose activation conditions are no longer valid but are latched in memory.

Rev 1.0


6-19

Display Crew Alerting System SYS MENU

MAINT DATA PGS

DISPLAY SELECTION

LATCHED MSG ERASE

PRINT SELECTION

ATA SYSTEM

MAINT CTRL PGS

DATALINK SELECTION

CENTRAL MAINT ERASE SELECTION

REAL

MANUAL

AUTO

21 AIR CONDITIONING

DISPLAY

DISPLAY

SHOW LIST

21 AIR DISTRIBUTION

DISPLAY

21 CABIN PRESSURIZATION

DISPLAY

SHOW LIST 1 SHOW LIST

21 CARGO HEAT

DISPLAY

CARGO AIR 21 FORWARD CONDITIONING

DISPLAY

21 EE COOLING

DISPLAY

ELEC 21 POWER COOLING

DISPLAY

21 INTEGRATED COOLING

DISPLAY

SHOW LIST

SHOW LIST

24

ELECTRICAL

DISPLAY

SHOW LIST

SHOW LIST

26

FIRE PROTECTION

DISPLAY

SHOW LIST

27

FLIGHT CONTROL

DISPLAY

27

FLAP/SLAT

DISPLAY

MAINT DATA PGS

SHOW LIST

3

DISPLAY

STBY ON 11.8 100 CLSD

FWD OVERRIDE SW FWD CGO SMOKE ARM FWD CGO TEMP

AUTO NORM 11

AFT OVERRIDE SW AFT CGO SMOKE ARM AFT CGO TEMP

AUTO NORM 14

MISC EQUIP COOLING SMOKE DET STATE COOLING FAN COOLING FAN KRPM

STBY ON 11.8

ENG RUNNING L ENG RUNNING R FLIGHT PHASE TAT ALTITUDE

DISPLAY DATE

PREV MENU

ERASE ALL

CENTRAL MAINT

AFT EQUIP EXHAUST: SMOKE DET EXHAUST EXHAUST FAN EXHAUST FAN KRPM OVERBOARD VLV AFT CGO HEAT VLV

SHOW LIST SHOW LIST

MAINT CTRL PGS

STBY ON 11.8 INTMED

2

SHOW LIST

LATCHED MSG ERASE

EE COOLING METRIC UNITS FWD EQUIP COOLING: AFT EQUIP COOLING: SMOKE DET SUPPLY SMOKE DET SUPPLY STBY TOTAL FLOW RIGHT FLOW 53 8 F/D TOTAL FLOW LEFT FLOW 8 11 TOTAL TEMP RIGHT TEMP 23 24 F/D TOTAL TEMP LEFT TEMP 23 25 SUPPLY FAN 1 SUPPLY FAN 1 OFF ON SUPPLY FAN 2 SUPPLY FAN 2 ON OFF SUPPLY FAN 1 KRPM SUPPLY FAN 1 KRPM 0.0 11.8 SUPPLY FAN 2 KRPM SUPPLY FAN 2 KRPM 0.0 11.8 OVERRIDE VLV NOT OVRD NOT OVRD OVERRIDE VLV FWD EQUIP VENT SMOKE DET VENT EE VENT FAN EE VENT FAN KRPM OVERBOARD VENT VLV

SHOW LIST SHOW LIST

SYS MENU

PRINT

SEND

NOT RUNNING NOT RUNNING ON GROUND +14 400

31 JUL 13 UTC 15:52:33 PREV NEXT RECORD PAGE PAGE

Maintenance Data Pages Features The maintenance data pages show for these ATAs: • • • • • • • • • • • • •

21 - Air conditioning systems 24 - Electrical systems 26 - Fire protection systems 27 - Flight control systems 28 - Fuel systems 29 - Hydraulic systems 30 - Ice and rain protection systems 32 - Landing gear systems 33 - Lighting systems 42 - Common core systems 49 - APU 51 - Landing conditions 71 - Main engine systems.

On each page, maintenance personnel can see the data and either print it or downlink it to a specified IP address. There is a maximum of five manual or auto snapshots that can be stored. If there is only one in memory the caption DISPLAY is shown. If there is more than one snapshot, then the caption SHOW LIST is shown. These pages can be viewed on the ground or when the airplane is above 10,000 feet.

They show data in real time or as snapshots. Snapshots are manually initiated or automatically generated when there is an EICAS message or an exceedance in an airplane system. Rev 1.0


6-20

Display Crew Alerting System MAINT DATA PGS

SYS MENU

LATCHED MSG ERASE

MAINT CTRL PGS

CENTRAL MAINT

MAIN CTRL PGS AIRPLANE CONFIG DATA (ACD)

AIRPLANE CONFIG DATA (ACD)

CURRENT GPM SYNC DATA

ELEC SYS IND & CTRL (ESIC)

TAIL NUMBER

N787BA1

AIRLINE ID

BO

SELCAL CODE

AAAA

ENGINE TYPE

RR

HPU BORESIGHT OFFSETS

MAINT CTRL PGS

CENTRAL MAINT

LATCHED MSG ERASE

MAINT DATA PGS

SYS MENU

(FDAS)

MISC SYSTEM CTRLS

(MSC)

OVERSPEED WARNING

0.0

FWD ID 1

AAAA01

LEFT

PITCH

0.0

FWD ID 2

......

LEFT

ROLL

3

FWD ID 3

CCCC01

NORM

0.0

FWD ID 4

DDDD01

RIGHT PITCH

0.0

RIGHT ROLL

3

EMU MAINT LEFT

RIGHT

NORM

NORM

TEST

TEST

CRUISE FLAPS

STATUS:

DISABLED EEC MAINT

LEFT

RIGHT

NORM TEST RAM FANS

ON

DISABLE

NORM TEST APU MAINT

RIGHT

AUTO AUTO

NORM

OFF

TEST

OFF

CABIN AIR COMPRESSORS

MAINT DATA PGS

SYS MENU 1

3

7

00 0001 111 000 APL SFO NUMBER 8191

PRINT PAGE

LATCHED MSG ERASE

MAINT CTRL PGS

CENTRAL MAINT

SYS MENU

MAINT DATA PGS

ELEC SYS IND & CTRL (ESIC) P150 APU GEN

P100

SYNC GPM DATA

ENG GEN

L1

L

L2

L1 235

MAINT CTRL PGS

CENTRAL MAINT

1

LEFT

2

RIGHT

1

2

AUTO

AUTO

AUTO

AUTO

OFF

OFF

OFF

OFF

FLIGHT DECK ACCESS SYSTEM (FDAS)

P200 R

L APB

LATCHED MSG ERASE

MAIN CTRL PGS

MAIN CTRL PGS

10

AIRFRAME TYPE

UNLOCK PAGE

ENABLE

GEAR DOWN

DEFAULT: 180

LEFT

RIGHT YAW

ELECTRONIC CHECKLIST

KVA

SATCOM CHNL ID

YAW

CENTRAL MAINT

MAINT CTRL PGS

ACTIVE: 180

FLIGHT DECK ACCESS

MAINT CTRL PGS

MISC SYSTEM CTRLS (MSC) EXT PWR LVL

ABCD01

ICAO ID

LEFT

LATCHED MSG ERASE

MAINT DATA PGS

SYS MENU

ENG GEN

R1

L2 235

FLIGHT DECK DOOR STATUS

R2

R APB

POWER SWITCH

POSITION

LOCK

OFF

CLOSED

FAILED

LED CMD COLOR

R2 235

R1 235

ACTIVE EICAS MESSAGES

F/D DOOR LOCK FAIL -STATUS F/D DOOR LOCK FAIL -ADVISORY AFT EP

RAT

AEPC L1 ATRU

E5

L1 270

L2 ATRU

R1 ATRU

L2 270

R1 270

P300

R2 ATRU

E6

R2 270 P400

FLIGHT DECK DOOR SETTINGS DELAY TIME DENY TIME

30

SECONDS

5

MINUTES

BKUP DOOR CHIME L ATU

L TRU

C1 TRU

C2 TRU

R TRU

R ATU

CHANGE DOOR SETTINGS L 115 FWD EP L MAIN BAT

ON

CHANGE ENTRY CODE

R 115 L 28

R 28 CAPT

FWD EP R

F/O

Maintenance Control Pages The ACD pages are fully functional on the ground but read only in the air.

Features The maintenance control pages provide access to these pages: • • • •

Airplane configuration data (ACD) Electrical system indication and control (ESIC) Flight deck access system (FDAS) Miscellaneous system controls (MISC SYSTEM CTRLS).

The ACD page allows the crew to review and change this data: • • • • • • • • •

Airplane tail number Airline identifier ICAO identifier SELCAL code Engine type Head up projector unit (HPU) boresight offsets SATCOM channel identifiers Airframe type Airplane sequence number.

Rev 1.0

The ESIC pages provide indication and control for circuit breakers that are not controlled by the circuit breaker indication and control (CBIC) function. The ESIC page is fully functional on the ground with the ground test switch in the enable or data load enable positions. Otherwise it is read only. The FDAS page shows flight deck door status, active EICAS messages and settings. This page can be used to change the settings if necessary. The FDAS page is fully functional on the ground with the ground test switch in the enable or data load enable positions. Otherwise it is read only.

The MISC SYSTEM CTRLS page allows the crew to view and select these functions: • • • • • • • • •

Electronic checklist (enable/disable) External power level Overspeed warning (normal/landing gear down) APU maintenance (normal/test) Electronic engine controls maintenance (normal/test) Engine monitoring unit maintenance (normal/test) Cruise flaps (on/disable) Ram fans (auto/off) Cabin air compressors (auto/off).

The MISC SYSTEM CTRLS page is fully functional on the ground with the ground test switch in the enable or data load enable positions. Otherwise it is read only.


6-21


ELEC

GEAR

HYD

FCTL

FUEL

EFIS/DSP

AIR

DOOR

MAINT

SYS MENU

FLIGHT DECK CB

OPEN / TRIP CB

CB BY STATE

CB BY ATA

CB BY LOCATION

RECENT USED CB

CB CUSTOM LIST

CB

UPDATE LIST HYDRAULIC QTY PRESS

L 0.72 RF

C 0.39 LO

4950

4950

R 1.20 OF 4960

CB SEARCH

OPEN/ TRIP CB DO NOT CLOSE

CE2127811

FAN-MISC CLG MC

DATA

CTRL

CE2127811

SPLY FAN-F/D EQPT CLG MC

DATA

CTRL

CE2127811

LOW FLOW DET-FWD EDPT CLG 1+ 3

DATA

CTRL

CE2127811

SPLY FAN-FWD EQPT CLG L MC

DATA

CTRL

CE2127811

VENT FAN-FWD EQPT CLG MC

DATA

CTRL

CE2127811

VENT FAN-FWD EQPT CLG R MC

DATA

CTRL

CE2127811

SMOKE OVRD VLV-F/D EQPT CLG 1 DP

DATA

CTRL

CE2127811

SMOKE OVRD VLV-F/D EQPT CLG 1 CL

DATA

CTRL

CE2127811


DATA

CTRL

CE2127811


DATA

CTRL

CE2127811

SMOKE DET-FWD EQPT CLG 1

DATA

CTRL

CE2127811

DYBO VLV-FWD EQPT CLG DP

DATA

CTRL

CE2127811

DYBO VLV-FWD EQPT CLG Cl

DATA

CTRL

CE2127811


DATA

CTRL

CE2127811


DATA

CTRL

1

2 INOP

DO NOT CLOSE

3

4

Circuit Breaker Indication and Control Pages Features The circuit breaker indication and control (CBIC) pages provide control and indication for the electronic circuit breakers (ECB). It also provides indication for most of the thermal circuit breakers (TCB) on the airplane. These are the menus: • • • • • • • •

Flight deck circuit breakers (CB) Open/trip CB (default view) CB by state CB search CB by ATA CB by location Recent used CB CB custom list.

Rev 1.0

CBIC uses different icons to show the state of the CBs. These are the indications: • • • • • •

Closed Open Locked - DO NOT CLOSE Locked - INOP Tripped Unknown.

The CTRL selection allows the crew to change the state of the ECB. The DATA page shows: • • • • • • • • •

Equipment number Position Status Lock details Rating System command Voltage out Load current Output status.


6-22

Display Crew Alerting System NORMAL MENU

MINS RADIO BARO FPV

MFD

BARO IN HPA

MTRS

RST

L

STD

R

SYS

CDU

INFO

CHKL

COMM

ND

ND PLAN MAP

RANGE MENU

NORMAL MENU

EICAS

CTR

TFC

HYDRAULICS, RAT ...

APLN GENL, EMER EQPT DOORS, WINDOWS ...

LANDING GEAR ... WARNING SYSTEMS, TAIL STRIKE ...

ANTI-ICE, RAIN ... RESETS

ENG

TERR

NON-NORMAL MENU

UNANNUNCIATED CHECKLISTS ...

AIR SYSTEMS ... RESETS NON-NORMAL MENU

AIRLINE DATABASE BF10-0000-00A1

CANC/RCL WXR

RESETS

NON-NORMAL MENU

AIRLINE DATABASE BF12-0000-00A3 RESET NORMAL

AUTOMATIC FLIGHT ... REVISION 01 MAY 13 COMMUNICATIONS, REVISION DATALINK 01 DEC 12 ELECTRICAL RESET BEFORE TAKEOFF ENGINES, APU ...

RESET NON-NORMAL NORMAL MENU

RESETS

NON-NORMAL MENU RESET ALL

NORMAL MENU

FIRE PROTECTION FLIGHT CONTROLS


PREFLIGHT

FLIGHT INSTRUMENTS, DISPLAYS ...

CHKL COMM

BEFORE START

FLIGHT MANAGEMENT, NAVIGATION ...

AFTER START

FUEL

ND

1

2

3

4

5

6

7

8

9

.

0

+/-

A

B

C

D

E

F

G

H

I

J

K

L

M

N

O

P

Q

R

S

T

U

V

W

X

Y

Z

SP

/ DEL CLR

PREV PAGE

NEXT PAGE

E N T E R

BEFORE TAKEOFF EXIT MENU

AFTER TAKEOFF APPROACH LANDING SHUTDOWN SECURE

EXIT MENU

EXEC

CURSOR CONTROL

Electronic Checklist Pages Features The electronic checklist pages have data necessary for the flight crew to operate the airplane in normal and non normal conditions. They can be selected on any of the three multi-purpose displays (MFD). The cursor control devices (CCD) are then used to make specific selections. The NORMAL checklist menu has these selections: • • • • • • • • •

Preflight Before start After start Before takeoff After takeoff Approach Landing Shutdown Secure.

Rev 1.0

The RESETS page has the data base part numbers and effectivity. It also has the selections to allow the crew to reset specific checklists. The NON-NORMAL menu has these selections: • • • • • • • • • • • • • • • •

Unannunciated checklists Airplane general, emergency equipment, doors and windows Air systems Anti-ice and rain protection Automatic flight Communications and datalink Electrical Engines and APU Fire protection Flight controls Flight instruments and displays Flight management and navigation Fuel Hydraulics and RAT Landing gear Warning systems and tail strike.


6-23

Display Crew Alerting System MINS RADIO BARO FPV

MFD

BARO IN HPA

MTRS

RST

L

STD

SYS

ND PLAN MAP

CDU

COMPANY

MANAGER

NEW MESSAGES

0000z

ND

EICAS

CTR

FLIGHT INFORMATION

ATC LOGON/STATUS LOGON TO: ATC

INFO

CHKL COMM

RANGE MENU

R

ATC REVIEW

NEW MESSAGES

z CLEARANCE ---- DEPARTURE REQUEST -------FILED DEPARTURE DATE: FLIGHT FLT NUMBER: ATC INFORMATION

CANC/RCL

ENG

TFC TERR

COMPANY

MANAGER

FILED DEPARTURE TIME: 1234Z

ORIGIN:

WXR

FLIGHT INFORMATION

FLIGHT NUMBER: REVIEW

DESTINATION: RJAA REVIEW ATC FACILITY:

KLAX

ATC CONNECTION:

NOT 1234z ESTABLISHED DEPARTURE:

ACTIVE CENTER:

ADS STATUS:

DELAY/DIVERT

GATE: DIVERT STATION: ATIS:


SEND

ND

1

2

3

4

5

6

7

8

9

.

0

+/-

A

B

C

D

E

F

G

H

I

J

K

L

M

E N T E R

SEND

COMPANY NEW MESSAGES

EXPECTED ON TIME: REVIEW

KGEG ATC UPLINKS...

COMPANY NEW MESSAGES

KSEA

W8MT-23-00-0021 1223Z

0001Z

N

Q

R

S

T

U

V

W

X

Y

Z

SP

/ DEL CLR

NEXT PAGE

SEND

2220Z PRINT

RESET

KSEA AND MAINTAIN FL290, ACARS SATCOM MODECLIMB - NOTTO ENABLED W8MT-23-00-0039 REPORT LEAVING FL270, ... ATC UPLINK ACCEPTED 1220Z FLT INFO RETURN EXIT ATIS FROM KZAK

MAINTAIN FL300

O

P

PREV PAGE

ADS MANAGER

FLIGHT INFORMATION ACTUAL DIVERT MANAGER

FLIGHT INFO FLIGHT SENT... ATC COMPANY UPLINKS... INFORMATION ATC FLIGHT INFO RECEIVED... REVIEW MANAGER NEW MESSAGES DOWNLINKS... DOWNLINKS... ------------------------MEDICAL EMERGENCY ---------------COMM SYSTEM ------------------------SYSTEM WEATHER... INFORMATION MESSAGES... 0000z MEDICAL EMERGENCY W8MT-23-00-0039 ------------------------RETURN EXIT FLIGHT ACARS STATUS 0008Z ATC WEATHER 2347Z ATC UPLINKS MESSAGES INFORMATION 0007Z VHF STATUS MESSAGE REVIEW 2334Z AT LACRE KOAK MANAGER CLIMB TO AND MAINTAIN W8MT-23-00-0023 0006Z SATCOM STATUS MESSAGE ACCEPTING FL340 0005Z HF STATUS1234z MESSAGE NEW MESSAGES KZAK 2301Z CONTACT KOAK ON 121.550KHZ ACCEPTED RETURN 0004Z PRINT RESET EXITACARS SATCOM MODE ENABLED 0003Z ACARS VHF 1224Z MODE - REPORT NOT ENABLED REACHING FL270 KZAK 2220Z MAINTAIN FL300. 0002Z ACARS HF MODE - NOT ACCEPTED ENABLED AT 2250Z CLIMB TO AND... REASON:

FREE TEXT:

NEW MESSAGES

ATC PLANNING TO DIVERT REVIEW

DESTINATION: NEXT CENTER: MAX UPLINK DELAY:

COMPANY

MANAGER

1210Z

GATE ASSIGNMENT

W8MT-23-00-0058

AT 2250Z CLIMB TO AND MAINTAIN FL320

W8MT-23-00-0039

EXEC RETURN

EXIT

CURSOR CONTROL PRINT LIST

EXIT MENU

Communication Management Pages Features The communication management pages give the flight crew control of the datalink functions. The pages are accessed by selecting the COMM switch on either the electronic flight instrument system/display control panels (EFIS/DSP) or the multi function keypads (MFK). The menu has these selections: • • • • • •

Air traffic control (ATC) Flight information Company Review Manager New messages.

The flight information menu shows the displays for both flight and ground clearance requests. The company menu shows all customer configured displays and menus. The crew use the review menu to look at all transmitted and received messages. This menu is inhibited if there are no listed messages. The manager menu shows status information and controls for the communication management system. The new messages menu shows the new uplinks that require crew review. This menu is inhibited if there are no new messages.

The ATC menu shows all the displays that the crew use to communicate with ATC.

Rev 1.0


6-24

Display Crew Alerting System FLT #

787FLTBOE1

MIC

123.85 VHF 1 3777 BOE1 NCC1701E

XPDR SECAL TAIL #

UTC TIME

DATE

15:21:08z

28 FEB 06

HDG HOLD

100

ALT

39

IBF1/130 o

MAP

000

20

10

10

6 2

39 200

3 90 80

7 10

10

20

20

29.92

544

CF13R

GPS NOLLA 2200

RW13R 63

SAT 0

10

LBS X 1000

FUEL TEMP -17c

-3c

20

VOR R YKM DME---

MAP

PLAN

TAT +13c

MENU CF13R 1154.3z 11.6 NM

12

IBFI 13R E10

INIT REF

RTE

DEP ARR

ALTN

VNAV

FIX

LEGS

HOLD

FMC COMM

PROG NEXT PAGE

RTE

DEP ARR

ALTN

VNAV

FIX

LEGS

HOLD

FMC COMM

PROG PREV PAGE

GS 0 TAS 50 341 o / 0

NOLLA 200

STA WXR +5 CAL TFC TA ONLY VOR L OLM DME--RW13R 63

HDG HOLD

39

20

RTE

DEP ARR

ALTN

VNAV

FIX

LEGS

HOLD

FMC COMM

PROG

Inboard Display Failure

220

10

10 20

10:42:47z

29.92

.828 GS 475 TAS 475 --- o /---

UNWOUND

20

40

LACRE 1540.9z 7.0 NM

TRAFFIC

60

80

JAN05FEB02/ 04


EXEC

NEXT PAGE

INIT REF

RTE

DEP ARR

ALTN

VNAV

FIX

LEGS

HOLD

FMC COMM

PROG

EXEC

NAV RAD

PREV PAGE

NEXT PAGE

TO

MAP

80.0

ISFD

80.0

PLAN

HDG HOLD

MENU

GS 251 TAS 252 RANGE 341 o / 0 20

51 . 2

TPR

100

CF13R 1154.3z 11.6 NM IBFI 13R E10

61 . 1

39

20

20

10

10

544

6

NOLLA 2200

220

TERR

10

10

20

20

A

GS 475 TAS 475 --- o /---

KPAE CF13R

NOLLA 2200

RW13R 63

VAMPS 8000A 10

10:42:47z

05 DEC 05

10:42:47z MOD E L 787- 8 NAV DAT A 8787012008

J AN05FEB02/ 04

DRAG/ F F +0. 0/ +0. 0 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - < IN D E X P O S IN I T>

DRAG/ F F +0. 0/ +0. 0 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - < IN D E X P O S IN IT>

RTE

DEP ARR

ALTN

VNAV

LEGS

HOLD

FMC COMM

PROG

NAV RAD

TRAFFIC

39 8

4 000

TFC

136 . 0 FUEL TEMP -17c

000

0

10

20

SEL HDG 090

MAG


J AN05FEB02/ 04

FIX

TOTAL FUEL

I DENT ENGI NES EFF 65K ACTI VE F E B 0 2 MR R 0 2 / 0 4

INIT REF

LBS X 1000

01:45

IN

05 DEC 05

I DENT MOD E L 787- 8 NAV DAT A 8787012008

-3c

00:02 ELAPSED TIME

LACRE

8 000

476 . 0 SAT

DATE

28 FEB 06

2 6


GPS

2 200 12 000

GROSS WT

123.85 VHF 1 3777 BOE1 NCC1701E

80

38 600

TRAFFIC

MAG

38 800

29.92

.828

LACRE

787FLTBOE1

UTC TIME

15:21:08z

00

1

200

CF13R IN

39 8

3 90 80

240 2055

SECAL TAIL #

6 2 1

7

10

EGT

FLT # MIC XPDR

000

39 200

280

18

25 8

550 2 6

ALT

A/P

15

9

N1

80

IBF1/130 o

300

12

61 . 1

00


IN

MAG

E N GI NE S EFF 65K ACTI VE F E B 0 2 MR R 0 2 / 0 4

TFC SEL HDG 090

29.92

SEL HDG 090

05 DEC 05

MODE L 787- 8 NAV DATA 8787012008

38 600

200

01:45

LACRE

TAT +13c

38 800

00:02 ELAPSED TIME

38 600

VAMPS 8000A 10

1

20

DATE

28 FEB 06

2 6

I DENT

PREV PAGE

6 2

38 800

.828

1

3 90 80

123.85 VHF 1 3777 BOE1 NCC1701E

UTC TIME

15:21:08z

TFC

0

05 DEC 05

E N GI NE S EFF 65K ACTI VE F E B 0 2 MR R 0 2 / 0 4

INIT REF

787FLTBOE1

TAIL #

80

GS 475 TAS 475 --- o /---

000

000

39 200

10 20

DUVAL 10000

8 000

136 . 0 FUEL TEMP -17c

51 . 2

10

10 20

200

VOR R YKM DME---

FLT # MIC

00

39 8

TOTAL FUEL

ALT

20

10

DUVAL 1000

KBFI 31L

NOLLA 2000

2 200 24 000

LBS X 1000

A/P 20

3 90 80

1

16 000

SAT -3c

NAV RAD

IBF1/130 o

6 2

39 200

1

220

JAN05FEB02/ 04

7

20 10

240


240

000

XPDR SECAL

20 10

7

ARPT

I DENT

25 8

39 A/P

6

EGT

GROSS WT 476 . 0 10

ALT

IBF1/130 o

300

33

280

MODE L 787- 8 NAV DATA 8787012008

6

100


MAG

25 8

10:42:47z

280

312

30

20

000 0

100

TRK

ISFD

36

NOLLA 2200

MAG

NEXT PAGE

544

GPS

300

SEL HDG 090

80

61 . 1

KPAE

01:45

60

HDG HOLD 80.0

51 . 2

A

00:02

40

EXEC

NAV RAD

8 000

ELAPSED TIME

20

J AN0 5 F EB0 2/ 0 4

INIT REF

CF13R

DATE

TRAFFIC


TERR

CF13R

IN

D R A G/ F F +0. 0/ +0. 0 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - < IN DEX P O S IN I T>

EXEC

PREV PAGE

4 000

01:45


27

2 200 12 000

00:02 ELAPSED TIME

05 DEC 05

MODE L 787- 8 NAV DATA 8787012008

2055

28 FEB 06

29.92

VAMPS 8000A 10

N1

550 NOLLA 2200

Outboard Display Failure

UNWOUND

0

TPR

61 . 1 18

DATE

28 FEB 06

2 6

GS 475 TAS 475 --- o /---

TO 80.0

51 . 2

15

10

38 800

I DENT

NAV RAD

123.85 VHF 1 3777 BOE1 NCC1701E

20

LACRE

J AN05FEB02/ 04

9

123.85 VHF 1 3777 BOE1 NCC1701E

UTC TIME

15:21:08z

TFC

10:42:47z

E N GI N E S EFF 65K A CT I V E F E B 0 2 MR R 0 2 / 0 4


GS 251 TAS 252 RANGE 341 o / 0 20

787FLTBOE1

TAIL #

80

38 600

000

05 DEC 05 I DENT

787FLTBOE1

10

20

.828

KBFI 31L

8 000

136 . 0

MODE L 787- 8 NAV DAT A 8787012008

UTC TIME

10

200

DUVAL 10000

NOLLA 2000

FLT # MIC

00

39 8

TOTAL FUEL

10:42:47z

15:21:08z

DUVAL 1000

16 000 GROSS WT 476 . 0

000

MAG

3 90 80

1

220 NOLLA 200

2 200 24 000

8 000 4 000

6 2

39 200

240

ARPT

TRAFFIC

SEL HDG 090

FLT # MIC XPDR SECAL TAIL #

10

7

STA WXR +5 CAL TFC TA ONLY VOR L OLM DME---

KPAE CF13R

000

XPDR SECAL 20

10

1

6

EGT

A 2 200 12 000

39 A/P

20 280

IN

LACRE 39 8 TFC

ALT

IBF1/130 o

300

33

20

2055


100


MAG

25 8

550 NOLLA 2200

VAMPS 8000A 10

312

TRK

30

TERR

GS 475 TAS 475 --- o /---

TAS 50 0

o/

27

2 6

38 600

.828

GS 0 341

ISFD 61 . 1

N1

10

38 800

200

80.0

51 . 2

TPR

61 . 1 18

80 1

220

HDG HOLD

TO 80.0

51 . 2

15

IBFI 13R E10

9

00

240

Normal Power Up Display

TAT +13c

MENU CF13R 1154.3z 11.6 NM

12

1

6

25 8

36

20 280

01:45

PLAN

GS 251 TAS 252 RANGE 341 o / 0 20

A/P

300

00:02 ELAPSED TIME

EXEC

PREV PAGE

NEXT PAGE

INIT REF

RTE

DEP ARR

ALTN

VNAV

FIX

LEGS

HOLD

FMC COMM

PROG

NAV RAD

EXEC

PREV PAGE

NEXT PAGE

Display Management Features The display management function allows for manual or automatic control of the displays. In the event of an outboard head down display (HDD) failure, the display crew alerting function (DCAF) software will transfer the primary flight display (PFD) to the adjacent inboard HDD. The PFD will be in the half screen format. If a left inboard HDD fails, the engine indication and crew alerting system (EICAS) display, the DCAF will transfer the EICAS to the right inboard HDD. If a right inboard HDD fails, there is no automatic switching. The flight crew can also switch the PFD to the inboard HDD if the automatic function fails.

Rev 1.0


6-25


Capt HUD Projector

F/O HUD Projector

J1

J2

J3

J4

PCM

GG

FOX ACS FOX ACS

GG


PCM

F/O HUD Combiner

PCM

GG

GG

FOX ACS FOX ACS


PCM

Capt HUD Combiner

J5

J1

RDC

L CCR Cabinet

SPD

R CCR Cabinet

Graphic Generators

G/S

LOC

ROLLOUT

J3

J4

J5

Graphic Generators

HOLD

FLARE

J2

RDC

LNAV

FLCH SPD

FLT DIR 9 H360

ILS

H051

AS 250

1520M 5 000

ETUI/360° DME 5.0

140

5

5

3 100

OM

180

5

5

04

05

06

1 200 160 35

36

305M

D1

1 000

140

250

89988 -5

REF

-5

-1200VS

120 -3.00

-3.00

100

-5

800

-5

20/130

1000

-750VS

GS130

BARO

GS 284

200

29.92IN

29.97IN 6

9

36

3

33

MAG

SEL HDG 052

15

30

-15

12

SEL HDG 360

-15

Head Up Display Features The head-up display (HUD) system shows flight and guidance symbols. The flight crew uses the HUD for low visibility takeoffs and CAT III approach and landings.

The combiner optically combines the symbols with the view through the captain windshield. The combiner shows primary flight data in the same format as the PFD on the head down displays (HDD).

Each HUD system has a projector unit (HPU) and a combiner. Each HPU receives display data from its onside graphics generators in the common computing resource (CCR) cabinets. The HPU projects the flight data onto the combiner. The combiner is a glass plate assembly so that the flight crew can see through it. The assembly has two ground glass outer pieces with a special thin clear coating between them. The special coating reflects only the green symbol displays from the HPU.

Rev 1.0


6-26


Crew Alerting System Overview Features The crew alerting system (CAS) generates messages to inform the flight crew of airplane system conditions that require their awareness. It provides alerts for: • • • •

Crew alerting Stall warning Configuration warnings Altitude alert warnings.

These are the types of alerts and messages: • • • • • •

Warnings Cautions Advisories Communication alerts Memos Status.

Rev 1.0


6-27

Display Crew Alerting System AURAL CANCEL

WARNING

WARNING

Crew Alerting Function Airplane Systems Fire Protection Autopilot Air Data Flt Management Function Engine Fail Flight Controls Cabin Interphone Flight Interphone ACARS

CAUTION

CAUTION

Master Warning/ Caution Lights


CANCEL ATP Panel

J1

Configuration Warning Air Data Engine Thrust Flight Controls Landing Gear Air/Ground Radio Altitude Earth Reference

J2

J3

J4

J5

RDC VHF

Integrated Surveillance Systems Electronic Engine Controls

J1

J2

J3

J4

NLG Pressure Transducers

J5

RDC

J1

J2

J3

J4

J5

RDC

J1

J2

J3

J4

HF

SAT

1

2

3

4

5

6

7

8

9

.

0

CLR

CAB

GPWS

XPDR

STBY

XFR

S T E P

J5

RDC

WXR

NAV MENU PANEL OFF

PREV PAGE

NEXT PAGE

OFF

TCP (3)

STAT

ELEC

DOOR

GEAR

L QTY X.XXOF PRESSXXXX

HYD

FUEL

AIR

FCTL

MAINT

CB

HYDRAULIC C X.XXLO XXXX

R X.XXRF XXXX

APU RPMXXX.X EGTXXXXC XX PSI OIL TEMP XXXC OIL QTY X.X OIL PRESS

TAT +14c TO1 102.4

MIC CALL

102.4

21. 6

21. 6

L VHF

TPR

21. 5 N1

588

MIC

588

EICAS EGT

OXYGEN CREW PRESS XXXX

66. 4

STATUS MESSAGES VOICE RECORDER SYS 1 VOICE RECORDER SYS 2

CCR Cabinet (2)

66. 4

N2

21. 5 2. 0

N3 FF

NEXT PG

OIL PRESS28 OIL TEMP106

N10. 8

MIC CALL

MIC CALL

r VHF

MIC CALL

FLT

MIC CALL

l

MIC CALL

MIC CALL

CAB

PA

SAT 1 2

HF r

MIC CALL SPKR

INT VOR R L ADF L R

21. 5 2. 0

28 106

V

B

R

APP L R MKR

Bell Beeper Siren C Chord High Chime Low Chime High/Low Chime

Audio Control Panel (3)

20 OIL QTY 20 PG 1 of 1

MIC CALL c VHF

21. 5

VIB 0. 8 N1

Head Down Display

Crew Alerting and Configuration Warning Function The master warning lights come on for:

Features The crew alerting system (CAS) software is located in the common computing resource (CCR) cabinets. The CAS generates alerts in two ways. It can generate alerts internally using data from the airplane systems. Alternatively, it receives alert requests from the airplane systems. In both cases, these are the indications: • • •

Master warning/caution lights Alert aurals EICAS/status messages.

The alerts are shown in order of priority on the head down displays (HDD).

Rev 1.0

• •

The aural cancel switch is a guarded switch and is used to cancel any false or nuisance aural alerts.

EICAS warning messages Time critical warnings (TCW).

The caution lights come on for caution alerts. Pushing either switch turns off the lights and resets the aural alerts. These navigation systems send their visual and aural alerts to the CAS: • • •

Traffic alert and collision avoidance system (TCAS) Weather radar (WXR) Terrain awareness warning system (TAWS).

There are two nose landing gear pressure transducers. They supply pressure data to the CAS which is used to verify the stabilizer green band position.


6-28


WARNING

WARNING

Stall Warning Inputs Angle of Attack Ice and Rain Air Data Landing Gear Engine Thrust Flight Controls Earth Reference

RPDU

J1

J2

J3

J4

CAUTION

CAUTION



RPDU

Stick Shaker Actuator (R)

Stick Shaker Actuator (R)

J5

RDC

J5

J4

J3

J2

J1

J1

J2

J3

J4

J5

J1

RDC

RDC

HDG HOLD

100

280 25

68 7

240 220

ALT

A/P 20 10

20 10

10 20

10 20

39 200

6 2 1

J4

J5

J1

J2

J3

J4

J5

RDC

00

3 90 80 80 1 2 6

CCR Cabinet (2)

38 800

200

38 600

.828

29.92 IN

GSo475 TAS 475

J3


39 000

IBF1/130o

300

J2

RDC


VAMPS 10 LACRE

TRAFFIC

TFC SEL HDG090

MAG

Stall Warning Function Features The stall warning function (SWF) has these four functions: • • • •

Stick shaker activation Pitch limit indication (PLI) Maximum and minimum speed calculations Autogap enable.

The SWF receives data from these systems: • • • • • • •

Air data reference function Angle of attack (AOA) function Flight controls Earth reference data Landing gear Ice and rain protection Engines.

The PLI is displayed in the attitude area of the primary flight display (PFD). It is an indication to the flight crew of the approximate pitch angle at which the airplane will stall. The maximum and minimum speeds are displayed on the speed tape of the PFD. The autogap function sends an enable signal to the flight control electronics (FCE) if the airplane approaches a stall condition. The FCEs will move the leading edge slats from the middle position to the gapped position.

If the SWF determines that the airplane is at the stick shaker trip point, it energizes the stick shaker actuators to alert the flight crew.

Rev 1.0


6-29


Altitude Approach +900 FT Point

20,900 FT

Altitude Capture Point

+200 FT

20,200 FT

Selected Altitude (MCP)

20,000 FT

-200 FT

19,800 FT

Altitude Capture Point

Reset Altitude Approach -900 FT Point

19,100 FT

Approach Alert

Altitude Alert Function Features The altitude alert function warns the flight crew when the airplane approaches a selected altitude or deviates from the mode control panel (MCP) selected altitude. When the airplane gets within 900 feet of the selected altitude, a C chord aural will sound and the box around the current altitude window on the PFD will increase in thickness. If the airplane deviates more than 200 feet from the selected altitude, the caution message ALTITUDE ALERT is displayed and the current altitude window will be amber in color.

Rev 1.0


6-30

7 Miscellaneous Systems



7

Miscellaneous Systems FLIGHT DECK ENTRY VIDEO SURVEILLANCE SYSTEM

Features OVERVIEW The crew information system consists of both software and hardware parts.

The flight deck entry video surveillance system allows the flight crew to monitor personnel who require access to the flight deck.

•

Crew Information System

•

Maintenance Laptop

•

Central Maintenance Computing Function

•

Data Management

•

Airplane Conditioning Monitoring Function

•

Flight Recorder System

•

Flight Deck Printer

•

Electronic Flight Bag

•

Flight Deck Entry Video Surveillance System

The software applications include: • • • • •

Onboard data loading function File transfer service Maintenance terminal function Onboard Boeing electronic distribution service Onboard storage management.

The hardware parts are: • • •

Flight deck printer Terminal wireless LAN unit Crew wireless LAN unit.

MAINTENANCE Maintenance personnel use the maintenance laptop to access the central maintenance computing function. It is also used to access some crew information systems and Toolbox Remote. The airplane conditioning monitoring function monitors, records and generates reports for airplane systems. The airline customer can use this data to analyze trends, airplane performance and assist with fault isolation. FLIGHT RECORDER SYSTEM The flight recorder system has two flight recorders which record both audio and flight data. ELECTRONIC FLIGHT BAG The electronic flight bag replaces most of the paper manuals in the flight deck. It also helps the flight crew calculate airplane performance data and weight and balance calculations.

Rev 1.0


7-1

Miscellaneous Systems BRT

BRT EFB MAIN MENU

EFB MAIN MENU

DIM

DIM VIDEO PERFORMANCE

Keyboard (Optional)

VIDEO PERFORMANCE

DOCUMENTS

CHARTS CLOSE FLIGHT

IDENT PAGE SYSTEM PAGE

L EFB

LWR


Keyboard (Optional)

Crew Wireless LAN Unit Antenna (Internal)

IDENT PAGE SYSTEM PAGE

INITIALIZE FLT

INITIALIZE FLT

L

EFB Display Unit

EFB Display Unit

R

DOCUMENTS

CHARTS CLOSE FLIGHT

LWR

POWERFAIL PAPER

R EFB


F/O EFB Electronic Unit

Maintenance Laptop

SLEW CANCEL RESET TEST

Crew Wireless LAN Unit Module

Capt EFB Electronic Unit

Flight Compt Printer

Crew Information System/Maintenance System (CIS/MS) File Server Modules (FSM)

Controller Server Module

Maintenance Laptop

Isolated Data Network

Terminal Wireless LAN Unit Module

Open Data Network

Isolated Data Network Boundary Router

Isolated Data Network Switch

Avionics Gateway

Open Data Network Switch/ Router

J3

J4

115v ac

J5

RDC

Open Data Network

Isolated Data Network

Network Interface Module

Terminal Wireless LAN Unit Antenna

Satellite Communications (SATCOM) System (Future Option)

12.5v dc J2

Crew Wireless LAN Unit Module

Terminal

Ethernet Ports (3)

J1

Crew Wireless LAN Unit Antenna (External)

Ethernet Gateway Module EGM

NIM

ABM

ABM

CIS-MS FSM CSM FSM

ABM

Core Network Cabinet Airplane Systems

Surveillance Camera Interface Unit (SCIU)

RPDU

In-Flight Entertainment

Cabin Services System Controller (CSSC)

CCR Cabinet (2) Flt Rec (Fwd)

Crew Information System Features The crew information system (CIS) provides flight crews and maintenance personnel with access to data for flight operations and maintenance functions. The CIS provides the interface between the flight crew and maintenance personnel and these systems or functions: • • • • • • • • •

Electronic flight bag (EFB) system Enhanced airborne flight recorder (EAFR) system Flight deck entry video surveillance system (FDEVSS) Flight deck printer Common core system (CCS) applications Common data network (CDN) hosted functions Cabin services system Satellite communication system Inflight entertainment system.

Rev 1.0

The primary components in the CIS are:

The core network cabinet has these software applications:

• •

Core network cabinet Terminal wireless LAN unit (TWLU) Crew wireless LAN unit (CWLU).

•

The core network cabinet has these components:

•

•

• • • •

Network interface module (NIM) Ethernet gateway module (EGM) Controller server module (CSM) Crew information system/maintenance system (CIS/MS) file server module (FSM).

The core network has an open data network (ODN) and an isolated data network (IDN). The IDN connects to critical airplane systems and the ODN connects to less important systems.

• •

• • •

Onboard data loading function (ODLF) File transfer service (FTS) Maintenance terminal function (MTF) Onboard Boeing electronic distribution system (OBEDS) Onboard storage manager (OSM) Wireless LAN management Flight deck printer function.

The TWLU provides the capability to uplink/downlink data and software between the airplane and the airline operation center (AOC). The uplink/downlinks can also interface with Boeing servers. The CWLU provides the capability to link the ML wirelessly to the airplane externally and internally.


7-2


Maintenance Laptop • •

Features The maintenance laptop (ML) is used by maintenance personnel to access information systems and data bases when they work on the airplane. It can be connected to the airplane via a wired connection or wirelessly if necessary. The range of the wireless signal for the ML is approximately the shadow of the airplane. The wireless connection is security enabled. The ML has the Windows 7 operating system installed. The desktop icons are used to access these functions and tools: • • • • • •

Maintenance control display function (MCDF) Maintenance logbook (MLB) Software maintenance tool (SMT) 787ML user guide Windows Explorer Internet Explorer

Rev 1.0

• • •

Flight recorder download Core network maintenance (CNM) Core network initial data loader Inflight entertainment (IFE) Maintenance virtual private network (MVPN).

The MCDF gives access to maintenance tools and Toolbox Remote. The MLB gives access to the airplane logbook. The SMT is used to transport loadable software airplane parts (LSAP) to and from the airplane. This usually occurs if the terminal wireless local area network (LAN) is not available. The 787 ML user guide is a supplement and reference document for personnel using the ML.

Windows Explorer gives access to the file manager function. Internet Explorer opens the web browser. The flight recorder download function is used to download information stored in the forward flight recorder. The CNM is used to load data and perform maintenance in the core network cabinet. The core network initial data loader function is used to load the core network operational program software (OPS) on the airplane. The IFE function is used to perform maintenance functions for the IFE. The MVPN is used to make a wireless limited connection between the airplane and the ML.


7-3


Maintenance Laptop Menus Features The maintenance laptop (ML) can be connected to the airplane through three wired connections.

AIRPLANE FUNCTIONS is used to access these applications:

SUPPORT FUNCTIONS is used to access Toolbox Remote.

•

Toolbox Remote provides access to this maintenance data:

• They are located in: • • •

Flight deck Forward electronic equipment (EE) bay Aft EE bay.

Alternatively, the ML can be connected wirelessly to the airplane. The maintenance control display function (MCDF) icon is used to access the MCDF page. The header on this page shows: • • • • • •

• • • • •

•

Central maintenance computing function (CMCF) Onboard data load function (ODLF) Airplane conditioning monitoring function (ACMF) Onboard software management (OSM) Circuit breaker indication and control (CB) Status and synoptic pages (SYS) Maintenance data and maintenance control pages (MAINT SYS) Cabin services system maintenance (CSS).

• • • • •

Airplane maintenance manuals (Part 1 and 2) Fault isolation manuals (FIM) System schematic manuals (SSM) Wiring diagram manuals (WDM) Illustrated parts data (IPD).

AIRPLANE FUNCTIONS button User identifier Airplane tail identifier Ground test switch position Connection type SUPPORT FUNCTION button.

Rev 1.0


7-4

Miscellaneous Systems MENU

PGUP

PGDN

XFR

ENTER

BRT

PWR

DSPL

AIRPLANE MAINTENANCE

DIM

DSPL

STAT

ELEC

GEAR

HYD

AIR

X.XX OF XXXX

DOOR

MAINT

HYDRAULIC C X.XX RF

L QTY PRESS

FUEL

EFIS/DSP

FCTL

XXXX

CB

SYS MENU

MAINT LATCHED MAINT DATA PGS MSG ERASE CTRL PGS

LINE EXTENDED OTHER MAINTENANCE MAINTENANCEFUNCTIONS

HELP

CMCF

CENTRAL MAINT REPORT

ODLF R

X.XX LO XXXX

ACMF

APU RPMXXX.X OIL PRESSXX PSI OXYGEN

POWER FAIL

EGTXXXX C

OIL TEMPXXX C

OIL QTYX.XX

PAPER

SLEW CANCEL TEST RESET

OSM

ONBOARD MAINTENANCE

LIQUID COOLING R X.XX RF QTY X.XX LO L

CREW PRESS XXXX

STATUS MESSAGES

CNMF


HDD

Flight Deck Printer

EFB Display Unit (2)

Maintenance Laptop

CVR GND TEST NORM ENABLE

TEST

ERASE

NIM

EGM

ABM ABM ABM

EFB Electronic Unit (2)

Ground Test Switch

CIS-MS FSM CSM FSM

DATA LOAD/ ENABLE

Core Network Cabinet J1

J2

J3

J4

J5

J1

J2

J3

J4


J5

RDC

RDC

Cabin Services System Controller

PCM

GG

GG

FOX ACS FOX ACS


PCM

PCM

GG

FOX ACS FOX ACS

GG


PCM

Airplane Systems

J1

J2

J3

J1

CCR Cabinet Left

CCR Cabinet Right

J4

J2

J1


J5

J3

J2

J4

J3

J5

J4

J5

RDC

Central Maintenance Computing Function - Introduction Features The central maintenance computing function (CMCF) collects, keeps and shows maintenance data for most of the airplane systems. The CMCF is used for fault isolation and test. These are the components of the CMCF: •

• •

Central maintenance computing function (CMCF) in the common computing resource (CCR) cabinets Ground test switch Maintenance laptop (ML) receptacles (3).

Maintenance personnel use the ML, electronic flight bag (EFB) or a multi function display (MFD) to access the CMCF. The ground test switch is used to enable different functions in the CMCF. Rev 1.0

There is a CMCF in each CCR 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 (PDS) 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. The CMCF also permits ground tests on many systems. Information from the CMCF can be printed using the flight deck printer or stored in the core network file server module (FSM). It can also be downlinked using the airplane communication addressing and reporting system (ACARS) or the terminal wireless LAN unit.


7-5

Miscellaneous Systems LINE MAINTENANCE

EXTENDED MAINTENANCE

OTHER FUNCTIONS

HELP

REPORTS

INBOUND FLIGHT DECK EFFECTS

REPORT PAGE DATA PRESENT LEG FAULTS SUMMARY REPORT

EXISTING FLIGHT DECK EFFECTS GROUND TESTS

DETAILED PRESENT LEGS FAULTS SUMMARY REPORT

ONBOARD MAINTENANCE

SYSTEM CONFIGURATION

FAULT HISTORY SUMMARY REPORT


DATALOAD HISTORY

EXISTING FAULTS SUMMARY REPORT

EXIT MAINTENANCE

ALL SYSTEM CONFIGURATION SUMMARY REPORT CABIN SERVICES SYSTEM FAULT SUMMARY REPORT OUTPUT STATUS

PRESENT LEG FAULTS EXISTING FAULTS

INPUT MONITORING

SCREEN HELP

ENGINE BALANCING

GENERAL HELP

SHOP FAULTS

FAULT HISTORY

PROXIMITY SENSOR RIGGING

MAINTENANCE ENABLE/DISABLE

CENTRAL MAINTENANCE COMPUTER SWITCH CONTROL

EXIT MAINTENANCE

SPECIAL FUNCTIONS EXIT MAINTENANCE

Central Maintenance Computing Function - Menus The EXTENDED MAINTENANCE menu supplies access to these:

Features These are the central maintenance computing function (CMCF) main menu selections:

• •

• • • • •

LINE MAINTENANCE EXTENDED MAINTENANCE OTHER FUNCTIONS HELP REPORTS.

The OTHER FUNCTIONS menu supplies access to these:

The crew selects items on a menu with a cursor control device for the electronic flight bag (EFB) display unit or the multi function displays (MFD).

• •

The LINE MAINTENANCE menu supplies access to these:

•

• • • •

Inbound and existing flight deck effects and their correlated faults Airplane systems tests Configuration information Data load history information.

Rev 1.0

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

• •

•

Input monitoring Engine balancing information and procedures LRU shop faults Proximity sensor rigging procedures Central maintenance computing function switching Special functions.

the report to the flight deck printer, file server module or downlink to a ground station. The airline customers are provided with a ground based software tool (GBST). This is used by the airline engineering department to change the data in the airline modifiable information (AMI) software. This is the type of data that can be changed : • • • •

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

The HELP menu supplies access to help for each function. The REPORTS menu supplies access to reports. The crew can send


7-6


PGUP

PGDN

XFR

MENU

ENTER

BRT

DIM

DSPL

Keyboard (Optional)

MSG XFR

PERFORMANCE

PGUP

PGDN

XFR

ENTER

BRT

PWR

MAIN MENU

FAULT MEMO

DSPL

DIM

DSPL

VIDEO

PWR

FAULT MEMO

MAIN MENU

PERFORMANCE

MSG XFR VIDEO

DSPL

Keyboard (Optional) L

LOGBOOK

FAULT

DOCUMENTS

LOGBOOK

FAULT

CHARTS

MEMO

L

R

EFB

DOCUMENTS

LWR

CHARTS

DATA LOAD

MEMO

DATA LOAD

R

EFB

IDENT PAGE

LWR

IDENT PAGE

SYSTEM PAGE

INITIALIZE FLT

FAULT

SYSTEM PAGE

FAULT

INITIALIZE FLT


EFB EU EFB DU

EFB DU

Terminal Cursor Control Device

POWER

FAIL

PAPER

SLEW

CANCEL RESET

TEST

Terminal Wireless LAN Unit


Airplane Systems

NIM

EGM

J5

ABM

J4

CIS-MS FSM CSM FSM

J3

RDC

ABM

J2

EFB EU

ABM

J1


Maintenance Laptop

Core Network Cabinet


CCR Cabinet (2)


Data Management System Features The data management system has these applications: • • • •

Onboard storage management (OSM) Onboard data load function (ODLF) Onboard Boeing electronic distribution system (OBEDS) Software maintenance tool (SMT).

The OSM lets maintenance personnel view and/or remove loadable software airplane parts (LSAP) from the core network file server modules (FSM). Operators use the maintenance laptop (ML) or the electronic flight bag (EFB) system to access the OSM.

The OBEDS manages the transfer of LSAPs between the ground server and the airplane and provides security for the LSAP transfers. There is no operator interface with OBEDS. In the event that the terminal wireless communication is unavailable, the SMT is used to transfer LSAPs from the customer’s servers to the airplane using the ML. The SMT can also be used to downlink data files from the airplane.

The ODLF is used to load LSAPs to those airplane systems that require them. Operators use the ML or the EFB system to access the ODLF. Rev 1.0


7-7


PGUP

PGDN

BRT

XFR

ENTER

PWR


DIM

DSPL POWER

FAIL

PAPER

DSPL

SLEW

CANCEL RESET

TEST

CMCF

ODLF

ACMF CVR GND TEST NORM

DATA LOAD/ ENABLE

TEST

ERASE

OSM

ENABLE

Flight Deck Printer

CNMF

CARGO FIRE ARM

APU BTL DISCH

FWD

AFT

ARMED

ARMED

FWD

AFT

DISCH

DISCH

FIRE/ OVHT TEST

A P U

EFB Display Unit (2)

DISCH

Maintenance Laptop

ENGINE L

R

EEC MODE Art title

NORM

ALTN

ALTN

R NORM

EFB Electronic Unit (2)

NIM

Ground Test Switch (P5)

EGM

START

CIS-MS FSM CSM FSM

START

L NORM

ABM ABM ABM

START

NORM

Core Network Cabinet J1

J2

J3

J4

J5

J1

RDC

J2

J3

J4

J5

RDC

PCM

GG

FOX ACS FOX ACS

GG


PCM

PCM

GG

GG

FOX ACS FOX ACS


PCM

Airplane Systems

J1

J2

J3

J1

CCR Cabinet Right

CCR Cabinet Left

J4

J2

J1


J5

J3

J2

J4

J3

J5

J4

J5

RDC

Airplane Conditioning Monitoring Function The reports that are generated can be sent to:

Features The airplane condition monitoring function (ACMF) 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 ACMF: •

•

ACMF software application in the right common computing resource (CCR) cabinet Data gathering application (DGA) software.

Maintenance personnel can access the ACMF using the maintenance laptop (ML) or the electronic flight bag (EFB) system.

Rev 1.0

•

Flight deck printer Core network file server module (FSM) Airline ground server via the airplane communication addressing and reporting system (ACARS) or the terminal wireless LAN unit (TWLU). Boeing ground server via the ACARS or the TWLU.

The airline customers can use the ground based software tool (GBST) to modify these ACMF functions: • • • •

Report format Data content Report triggers Report destination.


7-8

Miscellaneous Systems Left 28v dc Bus

Origin Airport Entered Any ENG On A/P In Air Test On

Origin Airport Entered Any ENG On A/P In Air Test On

Record On

Record On Right 28v dc Bus

Recorder Independent Power Supply

Xmtr

OSC

H 2O Sensor

Functions:

Functions:

Flight Data Recorder Voice Recorder Datalink Recorder Flight Data Aquisition

Flight Data Recorder Voice Recorder Datalink Recorder Flight Data Aquisition

Flight Deck Area Microphone MIC CALL

TEST

L VHF

Flight Recorder Fwd

CVR ERASE

MIC CALL C VHF

MIC

MIC CALL

MIC CALL

MIC CALL

MIC CALL

R VHF

MIC CALL l

CAB

Flight

PA

Recorder

MIC CALL

Airplane Systems

Aft

SPKR

SAT 1 2

r

H 2O Sensor

MIC CALL FLT

HF

Xmtr

OSC

INT VOR R L

L ADF R

V

B

R

L

APP R MKR


CVR Control Panel

APU BOTTLE DISCHARGE APU FIRE

APU FIRE SHUTDOWN J1

J2

J3

J4

J5

J1

J2

J3

J4

J5

FLIGHT DECK CALL SW FIRE BOTTLE ARMED

NWW LIGHTS

RDC

Core Network

Maintenance Laptop

FLIGHT INPH

SERVICE INPH

NLG DOORS OFF

CLOSE

ARM

OFF

RDC

NLG DOORS UNSAFE LIGHT PRESS TO TEST

P40 Panel COMMON DATA NETWORK Collins

STAT LRU STATUS

ELEC

DOOR

GEAR

QTY

X.XX OF

PRESS

XXXX

HYD

FUEL

FCTL

MAINT

AIR CB

TAT

+13c 102.4

HYDRAULIC C

L CONTROL FAIL

TEST

102.4

21 . 7 N1

R

X.XX LO

X.XX RF

XXXX

XXXX

583

RPM OIL PRESS

PHONE

XX

XXX.X PSI

EGT

XXX C

OIL TEMP

XXXX C OIL QTY

66 . 4

X.X

MIC

ANTENNA

CREW PRESS

EICAS

XXXX

2. 0

STATUS MESSAGES PHONE

SDU FAULT ANT FAULT

HF Comm Xcvr (2)

CCR Cabinet (2)

VOICE RECORDER SYS 1 VOICE RECORDER SYS 2

29

CHANNEL MODULE CPU AVAILABLE LOG ON STATUS SELF TEST PASS

VHF-900 J1

J2

J3

J4

TEST

J5

RDC

N1

PG 1 of 1

Satellite Receiver Transmitter

VHF Comm Xcvr (3)

66 . 4 N2

OXYGEN

Rockwell Collins

583 EGT

APU

CONTROL

MIC

TO

21 . 7

KEY INTERLOCK

Collins

LRU

2. 0

FF

OIL PRESS

29

60

OIL TEMP

18

OIL QTY

18

0. 8

VIB

0. 8

60

N1

NEXT PG

Head Down Display

Flight Recorder System Features The enhanced airborne flight recorder (EAFR) system records both voice and airplane system data. It stores mandatory and optional flight data, flight deck audio and ATC data link communication messages. The EAFR has: • • •

Two flight recorders (FR) One flight deck area microphone One recorder independent power supply (RIPS).

The forward and aft FRs receive digital audio and digital airplane data from the common data network (CDN). Each FR has flight data acquisition function (FDAF) software which determines what data is recorded. The data is stored in a crash proof memory which gives protection Rev 1.0

against high pressures, high temperatures and high impact forces. Each FR stores up to 25 hours of airplane data and datalink messages. Two hours of audio data is stored.

• • •

crew Any engine is started Airplane is in the air Test is enabled.

Maintenance personnel can use the maintenance laptop (ML) to download data from the FRs.

If the normal power supplies on the airplane fail, the RIPS will supply power to the forward FR for ten minutes. Each FR has an underwater locator beacon (ULB). There is a voice recorder jack on the P40 service and APU shutdown panel. This permits ground personnel to monitor the flight deck conversations. The FR starts recording when one of these occurs: •

Flight plan is entered by the flight


7-9


MENU

PGUP

PGDN

XFR

ENTER

MENU

BRT

PWR

DIM

DSPL

DSPL

PGUP

PGDN

XFR

ENTER

BRT

PWR

DIM

DSPL

DSPL

EFB DU

EFB DU Electronic Flight Bag Electronic Unit (Capt)

PRINTER

Electronic Flight Bag Electronic Unit (F/O)

OPERATION & TEST INDICATIONS

L EFB

BUS INTERFACE

PRINTER CONTROL

R LWR

PRINT DATA

MOTOR DRIVE

J1

J2

J3

J4

J5

RDC Flight Compartment Printer

Cursor Control Device Core Network Cabinet SYS MENU

MAINT DATA PGS

DISPLAY SELECTION

Maintenance Laptop

ATA SYSTEM

LATCHED MSG ERASE

PRINT SELECTION REAL

MAINT CTRL PGS

DATALINK SELECTION MANUAL

CENTRAL MAINT ERASE SELECTION

AUTO

21

AIR CONDITIONING

PRINT

SHOW LIST

24

ELECTRICAL

PRINT

SHOW LIST

26

FIRE PROTECTION

PRINT

SHOW LIST

27

FLIGHT CONTROL

PRINT

27

FLAP/SLAT

PRINT

SHOW LIST

SHOW LIST

28

FUEL QTY

PRINT

SHOW LIST

PRINT

28

FUEL MANAGEMENT

PRINT

SHOW LIST

SHOW LIST

29

HYDRAULIC

PRINT

SHOW LIST

30

ICE PROTECTION

PRINT

SHOW LIST

SHOW LIST

1

CCR Cabinet (2)

PRINT

2

3

SHOW LIST

Head Down Display

Flight Deck Printer Features The flight deck printer supplies high speed text and graphics for onboard systems. The printer is a direct thermal type printer and has a maximum printing speed of 10 pages per minute. The printer can get print requests from these systems in order of priority: • • • • •

Data communication management function (DCMF) Central maintenance computing function (CMCF) Airplane conditioning monitoring function (ACMF) Display crew alerting system (DCAS) Electronic flight bag (EFB) system.

Rev 1.0


7-10


PGUP

PGDN

XFR

DIM

MENU

ENTER

BRT

DSPL

Keyboard (Optional)

MSG XFR

PERFORMANCE

PGUP

PGDN

XFR

ENTER

BRT

PWR

MAIN MENU

FAULT MEMO

DSPL

DIM

DSPL

VIDEO

PWR

FAULT MEMO

MAIN MENU

PERFORMANCE

MSG XFR VIDEO

DSPL

Keyboard (Optional) L

LOGBOOK

FAULT

DOCUMENTS

LOGBOOK

FAULT

CHARTS

MEMO

L

R

EFB

DOCUMENTS

LWR

CHARTS

DATA LOAD

MEMO

DATA LOAD

R

EFB

IDENT PAGE

LWR

IDENT PAGE

SYSTEM PAGE

INITIALIZE FLT

FAULT

SYSTEM PAGE

FAULT

INITIALIZE FLT


EFB EU EFB DU

EFB DU

Terminal Cursor Control Device

POWER

FAIL

PAPER

SLEW

CANCEL RESET

TEST

Terminal Wireless LAN Unit


Airplane Systems

NIM

EGM

J5

ABM

J4

CIS-MS FSM CSM FSM

J3

RDC

ABM

J2

EFB EU

ABM

J1


Surveillance Camera Interface Unit

Core Network Cabinet

CCR Cabinet (2)

Electronic Flight Bag - Introduction Features The electronic flight bag (EFB) system 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 software installed, the EFB typically includes these and other functions: • • • •

•

Airplane performance Airplane logbook Aeronautical terminal charts Airplane documents, fault reporting and operations manuals Flight deck entry video surveillance.

The EFB system has two display units (DU) in the flight deck. The captain’s and first officer’s EFBs operate separately. Rev 1.0

The primary components of the EFB are two DUs 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. The pilots can also use the cursor control device (CCD) to operate certain functions.

Information can be updated through a terminal wireless LAN unit (TWLU).

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 core network and the common data network (CDN). Flight deck entry video surveillance signals are sent from the surveillance camera interface unit (SCIU) through the core network to the EUs. The EFB has additional capabilities for data storage and update.


7-11


PGUP

PGDN

XFR

MENU

ENTER

PGUP

PGDN

XFR

MENU

ENTER

DIM

DSPL

DSPL

ARPT INFO

ARPT CYVR RWY 08L

ADD ARPT

INTX FIRST 4 COND DRY

NOTAMS

TO

RTG

MAX

ATM

Optimum

FLAP

OFF

A/I

XFR

ENTER PWR DSPL

VIDEO SURVEILLANCE

DIM

DSPL

VIDEO

MEMO

FLIGHT FOLDERS

DSPL

MSG XFR

MAIN MENU

LOGBOOK

MEL

WIND 120/5 KT

FAULT MEMO PERFORMANCE

CALC

SHOW FULL

PGDN

PWR

PWR DSPL

PERFORMANCE - TAKEOFF

DIM

PGUP

BRT

BRT

BRT

FAULT

DOCUMENTS

MSG

TERMINAL CHARTS

(4 HW/3 XW)

OAT 12 C (54 F)

SHOW KYBD

CDL

QNH 1009.0 HPa (29.79 IN HG)

IDENTIFICATION Takeoff Weight: 390000

C/G (%):

08L 55C

FLIGHT UTILITIES

UNFREEZE

787-8 / TR1000-A FLAP 5

SHOW LANDING RWY/INTX

Accel HT 410 ft AGL

V1 146 KT VR 146 KT

08L/08LA 54 C

DATA LOAD

MEMO

08L V2 149 KT

COPY FMC DATA

TOGW 390000 LB

%N1 60.3

SEL Temp 55 C

VREF30 144 KT

08L/08LB 53 C

IDENT PAGE

08L/08LC 52 C

SYSTEM PAGE

DOOR #1 LEFT

IDENTIFICATION

DOOR #1 RIGHT

Engine Failure Procedure: This is the engine-out procedure.

SEND OUTPUT

Performance Page MENU

PGUP

PGDN

XFR

MENU

ENTER

PGUP

PGDN

XFR

DIM

Documents Data Out of Date Applications Failure Applications Failure

NEW LOGBOOK ENTRY

Documents Data Out of Date Applications Failure Documents Data Out of Date Applications Failure Applications Failure Documents Data Out of Date

DEFERRED ITEMS

Applications Failure Applications Failure

FLIGHT LOG

Documents Data Out of Date Applications Failure Applications Failure

DRAFT ITEMS

Documents No Date Check IDENT Page Applications Failure Applications Failure

FAULT HISTORY

MAINTENANCE HOME

1254Z 1238Z 1146Z 1046Z 1039Z

EFB MAINTENANCE

RESTART

Hours since C-Check:

Logbook Page

System Page

XFR

ENTER PWR DSPL

KFAR

DENVER INTL

HECTOR INTL

USE ARPTS FROM FMS

SEARCH IDENT

SHOW ALTS

SEARCH ALL

COMPLETE

QRH - Quick Reference Handbook

SHIFT

A

B

C

D

?

F

G

H

I

J

1

2

3

K

L

M

N

O

4

5

6

P

Q

R

S

T

7

8

9

U

V

W

X

Y

.

0

-

Z

SP

CLR FLD

/

BKSP

FOM - Flight Operations Manual

FTPM - Flight Training Policy Manual

FCT2 - Flight Crew Training Manual V2

,

FCOM - Flight Crew Operating Manual

RM - Route Manual

1533Z


PGDN

No document is currently open

1642Z 1542Z 1539Z

ACKNOWLEDGE NEW FAULTS

PGUP

DOCUMENTS: DOCUMENT LIBRARY

DSPL

DESTINATION

1353Z 1350Z 1331Z 1330Z 1256Z 1255Z

MENU BRT

DSPL DIM

'

Autoland Expiration: Unknown

1/2

KDEN 1358Z 1357Z

FUEL LOG

COMMUNICATION MANAGEMENT

ENTER PWR

SYMB VIEW MAINTENANCE RELEASE

XFR

ROUTE SETUP ORIGIN

RELEASE REQUIRED

OPEN ITEMS

PGDN

TERMINAL CHARTS

DIM

DSPL System Fault Log

Flight Log: Active

PGUP

DSPL

SYSTEM

Station:

FLIGHT PREPARATION

MENU BRT PWR

FAULT

DSPL

DSPL

Video Page

ENTER

BRT

PWR DSPL

LOGBOOK - HOME Flight EK 007, DXB/LHR, 15-JAN-2007 Last Release Date:

SHOW MENU

INITIALIZE FLIGHT

Main Menu Page

BRT

DIM

FAULT

FCT1 - Flight Crew Training Manual V1

PUG - EFB Pilots Users Guide

E

Terminal Charts Page

Night Mode

MENU

Documents Page

Electronic Flight Bag - Menus Features The electronic flight bag (EFB) system main menu page shows these selections: • • • • • • • • • • •

Performance Logbook Flight folders Ident System Video Documents Terminal charts Flight utilities Data load Initialize flight.

shows close flight and is used to complete the entries for the specific flight.

The system page shows EFB fault information.

These messages can be displayed at the top of the page:

The video page shows views outside the flight deck.

• • • •

The documents page gives access to the airline configured documents library. The terminal charts page gives access to airport arrival and departure charts.

The performance pages are used to calculate takeoff and landing data. The logbook pages have all the flight and maintenance data. The flight folder page shows flight information, weather and record keeping data. Rev 1.0

The ident page shows the airplane model, tail number and software effectivity data.

The flight utilities page gives access to general utilities to help the flight crew. The data load page gives access to the EFB data loading application. The initialize page is used to enter flight data. After the flight this key

FAULT MEMO MSG XFR.

The FAULT indication (amber) shows when an application has a fault. The MEMO indication (white) shows when an application requires a pilot input. The MSG indication (white) shows when an application has an uplink available. The XFR indication (green) shows that the display unit (DU) is showing data from the offside DU.


7-12


Flight Deck Entry Camera 1

1

MENU

PGUP

PGDN

XFR

ENTER

BRT

PWR

DSPL

DIM

3 2



DSPL

Surveillance Camera Interface Unit

SPLIT MODE

Electronic Flight Bag Electronic Unit

SHOW MENU

Electronic Flight Bag Display Unit

Core Network

Flight Deck Entry Video Surveillance System - Introduction Features The flight deck entry video surveillance system (FDEVSS) lets the flight crew identify persons before they let them into the flight deck. The surveillance area is the flight deck door and the left and right forward entry areas. The FDEVSS has one surveillance camera interface unit (SCIU) and three cameras. The SCIU supplies power for the cameras. The SCIU converts the camera video to digital data and sends it through the core network to the electronic flight bag (EFB) system.

Rev 1.0


7-13


PGUP

PGDN

XFR

ENTER

BRT

DIM

DSPL

MENU

PWR

FAULT MEMO PERFORMANCE

MAIN MENU

MSG XFR

DSPL

VIDEO

MEMO

PGUP

PGDN

XFR

ENTER

BRT

PWR DSPL

VIDEO SURVEILLANCE

DIM

DSPL LOGBOOK

FLIGHT FOLDERS

FAULT

DOCUMENTS

MSG

TERMINAL CHARTS

FLIGHT UTILITIES

MEMO

DATA LOAD

IDENT PAGE

IDENTIFICATION SYSTEM PAGE

FAULT

INITIALIZE FLIGHT

UNFREEZE

DOOR #1 LEFT

IDENTIFICATION

DOOR #1 RIGHT

SHOW MENU

Flight Deck Entry Video Surveillance System - Operation Features The flight deck entry video surveillance system (FDEVSS) is shown on the electronic flight bag (EFB) display units (DU). The VIDEO key is selected from the EB main menu to show the video screen. The largest image is the primary image. The thumbnail images at the bottom of the screen let the flight crew choose a different view. The FREEZE/UNFREEZE key lets the flight crew pause or unpause the image. The SHOW MENU key gives access to these controls: • • •

Brightness Contrast Maintenance.

Rev 1.0


7-14

8 Electrical Power System



8

Electrical Power Introduction The 787 electrical power system is made up of these sub systems: • • • •

Electrical power generation and start system (EPGSS) Power conversion system (PCS) Primary power distribution system (PPDS) Secondary power distribution system (SPDS).

Because the 787 is made of mostly composite materials, the current return network provides: • • •

Return path for component power Fault current returns High intensity radiated field protection.

The EPGSS generates variable frequency 235v ac power. This was selected because higher voltage equates to less current which in turn means less line wiring weight.

distribution of 115v ac and 28v dc power through electrical load control units, solid state power controllers, secondary power distribution units and remote power distribution units. CBIC The circuit breaker indication and control function is a hosted software application in the common core system (CCS). It provides the interface for: • • •

Electronic circuit breakers Electrical load control functions Thermal circuit breakers (indication only).

ESIC

•

Current Return Network

•

Electrical Power Generation and Start System

•

Power Conversion System

•

Primary Power Distribution System

•

Secondary Power Distribution System

•

Remote Power Distribution System

•

Circuit Breaker Indication & Control

•

Electrical System Indication and Control

The electrical system indication and control provides the user interface for control of electrical power system contactors that are not available via flight deck switches. DISTRIBUTION

Also, electronic frequency conversion is more efficient than mechanical conversion used on other airplanes. EPGSS The electrical power generation and start system controls the main engine/APU starting function and electrical power generation.

These additional systems use electrical power on the 787: • • • • •

Main engine start Air conditioning Wing anti ice protection Horizontal stabilizer trim Wheel brake systems.

PCS The power conversion system converts primary power (235v ac) to: • • •

+/-130v dc 115v ac 28v dc.

PPDS The primary power distribution system distributes and protects the 235v ac, 115v ac and 28v dc power. SPDS The secondary power distribution system distributes and protects the Rev 1.0


8-1

Electrical Power

Primary CRN Aluminum Titanium

Current Return Network Features Because the structure on the 787 is made up of mostly composite materials, the structure cannot be used as a current return medium as on other airplanes. The current return network (CRN) is used to provide: • • •

Return path for component power returns Return path for AC and DC fault currents High intensity radiated field (HIRF) protection.

In the wings, the CRN has two cable paths which provide redundant current paths. The CRN in the wing is connected to the fuselage CRN. The CRN in the wings and empennage areas is used exclusively for fault currents and lightning protection. The AC and DC grounds from individual components are connected by wires back to the CRN inside the fuselage.

In the fuselage, the CRN is made of longitudinal bars which are connected by cables. This provides redundant current paths.

Rev 1.0


8-2

Electrical Power

Ram Air Turbine

ASG (2)

VFSG (2)

APU Battery

Main Battery

Electrical Power System Components Features The electrical power system supplies 235v ac, 115v ac and 28v dc electrical power to the airplane.

For ground operations, there are three external power receptacles.

These electrical system components are in the forward equipment bay:

There are two on the forward left side of the fuselage. These receptacles are rated at 90 kVA.

• • • • •

These are the power sources: • • • • •

Four variable frequency starter generators (VFSG) Two APU starter generators (ASG) Ram air turbine (RAT) generator Main and APU batteries External power.

There are two VFSGs on each engine. They are the primary source of ac power in flight. Additional sources of ac power are the ASGs. Each VFSG supplies up to 250 kVA and the ASGs provide up to 225 kVA. A RAT generator is a source of backup ac power. It supplies 230v ac power up to 10 kVA. Rev 1.0

The aft external power receptacle is just aft of the left wing to body fairing. The aft receptacle is rated at 90 kVA but the system limits it to 65 kVA. There are two lithium ion batteries on the airplane. The main battery and battery charger unit (BCU) are in the forward electronic equipment bay. The APU battery and BCU are in the aft electronic equipment bay. Each battery supplies a nominal 29.6v dc power.

P300 power distribution panel P400 power distribution panel P500 power conversion panel P600 power conversion panel Main BCU.

These electrical system components are in the aft electronic equipment bay: • • • • • • •

P100 power distribution panel P200 power distribution panel P150 auxiliary power panel P700 high voltage dc (HVDC) panel P800 HVDC panel APU BCU Start power unit.

There are remote power distribution units (RPDU) located throughout the airplane fuselage.


8-3

Electrical Power L Ext Power Aft

Left Engine

L1 Gen

L Ext Power

RIGHT ENGINE

R Ext Power

RAT Gen

L2 Gen

R1 Gen APU Gen L

R EPC

L EPC

L AEPC

L APB

L1 GCB

R APB

L1 BTB

R2 BTB

L2 BTB

R1 BTB

R1 GCB

L2 GCB L3 BTB

L1 235V AC Bus

R2 Gen

APU Gen R

RCB

R2 GCB R3 BTB

R1 235V AC Bus

L2 235V AC BUS BB ISO RLY

R2 235V AC Bus

R ATUC

BB RLY

L ATUC C1 TRU Rly

C1 TRU Iso Rly

Backup Bus

L1 ATRUC L ATU L BSB

R1 ATRUC

L TRU Rly

L2 ATRUC L BTB

L TRU

R TRU Rly

C1 TRU

C2 TRU

R ATU R BSB R BTB

R TRU

L 115V AC Bus

R 115V AC Bus L DCT

R DCT R 28V DC Bus

L 28V DC Bus CIT

FIT

Capt Instr Bus

F/O INSTR BUS

L2 ATRU

L1 ATRU

L1 ±270V DC Bus

Main Batt Rly

L2 ±270V DC Bus

Hot Batt Bus L1 CAC CSMC

RF MC

R2 ATRUC

L2 CAC CMSC

SPUC

Start Power Unit (SPU)

R1 ATRU

R1 ±270V DC Bus

R2 ATRU

R2 ±270V DC Bus

APU Hot Batt Bus R1 CAC CMSC

R EMP CSMC

RF MC

L EMP CMSC

R2 CAC CMSC

BC C1 EMP CSMC

OJ MC

BC

Main Battery

APU Battery

OJ MC

C2 EMP CMSC

Electrical Power System Schematic Features The electrical power generation and start system (EPGSS) normally operates as a four channel, variable frequency 235v ac system. Each engine has two variable frequency starter generators (VFSG). Each VFSG supplies power to its respective 235v ac bus. The APU has two APU starter generators (ASG). Each ASG can power the 235v ac buses if necessary.

The 235v ac buses also supply two auto transformer units (ATU). The ATUs convert 235v ac power to 115v ac to power the 115v ac buses. The ATUs can also convert 115v ac power to 235v ac when only external power is in use. Four transformer rectifier units (TRU) convert 235v ac power to 31v dc to power these: • •

Left and right main 28v dc buses Captain’s and first officer’s 28v dc instrument buses.

There are three 115v ac external power receptacles.

The 235v ac backup bus normally receives power from the R2 235v ac bus.

Each individual 235v ac bus supplies power to an auto transformer rectifier unit (ATRU). The ATRUs convert 235v ac power to +/- 270v dc power for use by the common motor start controllers (CMSC).

If all main ac power is unavailable, the ram air turbine (RAT) will deploy and the RAT generator will supply variable frequency 230v ac power to the backup bus.

Rev 1.0

The backup bus will then supply the C1 and C2 TRUs. These TRUs maintain power on these buses: • •

Captain’s 28v dc instrument First officer’s 28v dc instrument.

On the ground, the external power sources supply power to these: • • • • •

Left and right 115v ac buses Left and right main 28v dc buses Captain’s and first officer’s 28v dc instrument buses Virtual ground service bus Virtual ground handling bus.

On the ground, the main battery can power these: • •

Captain’s and first officer’s 28v dc instrument buses Hot battery bus.


8-4

Electrical Power Forward EE Bay

EE Bay

Aft EE Bay 115V AC or 28V DC Wires

RPDU Loads

Loads RPDUs

Legacy Airplanes

787

Electrical Power Distribution Features The electrical power distribution on the 787 is different from other Boeing airplanes. In legacy Boeing airplanes, the generated power from the main engines and the APU is sent to the electronic equipment (EE) bay in the forward part of the airplane. Individual electrical loads are then distributed from this forward EE bay.

Rev 1.0

In the 787 series airplanes, a remote power distribution system (RPDS) is used. The 115v ac and 28v dc power is supplied to remote power distribution units (RPDU) which are located along the length of the airplane. The individual RPDUs then send power to individual components. This reduces the amount of wiring in the airplane and the overall weight of the airplane.


8-5

Electrical Power STAT

ELEC

GEAR

VFSG L2

VFSG L1

GCU

L1 GNR L1 GCB

L2 GCB

To CRN L3 BTB

L ATUC

L2 BTB

L1 BTB

L2 ATRUC

L APU SC

GATU C

P500

RTB

CMSC CMSC

Hyd C1

CAC L2 Outbd

R BTB

HBB

P49

235/115 ATU

APU Bat

Hyd R

R BSB

CCR Cabinet (2)

SPU

P800/E6

ATRU

R1 +/-270v dc

R2 +/-270v dc

R 28v dc CMSC CMSC

F/O Instr Bus FIT MBR

Hot BB

BC

SPUC

SPUB

SPDU

L EP

APU BAT VOLTS 28 AMPS 13 CHG

To CRN

CIT

L BPCU

R1-GEN-R2 DRIVE

LOAD SHED

R 115v ac

R DCT

Capt Instr Bus

P300

GEN R1 CTRL R2

Head Down Display

APU Hot BB

BC

P600

ATRU

SPDU L EPC

RAM Fan

28v dc R-TRU

HBB

+/- 130V DC

L2 CC

R2 MAIN

MAIN BAT

+/- 130v dc

L DCT

R1 MAIN

VOLTS 28 AMPS 13 CHG

+/- 130v dc L BTB

L2 MAIN

GEN CTRL L2

L1-GEN-L2 DRIVE

BB Iso Rly

+/- 130v dc

L BSB

CMSC

28v dc C2-TRU

R EPC

P400 BDM

+

CAC L1 Inbd

CMSC

RCB

EBPSU

R2 RFCL

R2 ATRUC

-

Mn Bat

To CRN

R BPCU R EP

R1 CC CAC R1 Inbd

RF MC

RFCR L2 RFCR

CMSC R2 RFC

R2 CC Hyd C2

RAM Fan

CAC R2 Outbd

OJ MC

CMSC HNGC

CNGC

R2 HD

L1 CC

RFCL R1 RFC

OJ MC

L1

Bkup Bus

EBPSU

L 28v dc RF MC

BB RLY

-

L2 +/-270v dc

L1 MAIN

235v ac Bus R2

R TRU Rly

28v dc C1-TRU


AC BUSES

R2 BTB

EBPSU

L 115v ac L1 +/-270v dc

To CRN

R1 ATRUC

R ATUC

EBPSU ATRU

GCU

R2 SC R2 GCB

P200

HBB

AFT EXT PWR

+

LAEPC

P700/E5

28v dc L-TRU

HBB

235/115 ATU

CB

R3 BTB

R APU SC

C1 TRU Iso Rly

L TRU Rly

R2 GNR

235v ac Bus R1

C1 TRU Rly

Aft Galleys

ATRU

R1 GNR R1 GCB

R1 BTB

P150

235/115 GATU

L EP Aft

R APB

LTB

P100

FWD EXT PWR L R

R1 SC

RAT

RA GNR

To CRN

235v ac Bus L2

235v ac Bus L1 L1 ATRUC

L APB

DOOR

APU GEN L R

GCU LA GNR

L2 GNR

AIR MAINT

APU Gen R

AGCU

GCU

L2 SC

L1 SC

FUEL

EFIS/DSP

VFSG R2

VFSG R1 APU Gen L

HYD

FCTL

NGC

NGS

ELECTRICAL BATTERY

IFE/PASS CABIN/ SEATS UTILITY ON

ON

OFF

OFF

OFF

ON

APU ON

START

OFF APU GEN L R

Hyd L FWD EXT PWR L R

FAULT

ON

ON

OFF

OFF AFT EXT PWR

ON

ON

ON

AVAIL

AVAIL

AVAIL AC BUSES

GEN CTRL L1 L2

RPDS

GEN CTRL R1 R2

ON

ON

ON

ON

OFF

OFF

OFF

OFF

DRIVE

DRIVE

DRIVE

DRIVE

L1

L2

R1

R2

DRIVE DISC

P5 Electrical Panel

Electrical Power General Description They are used to start the main engines as well as being generators.

Features The electrical power system (EPS) on the 787 is much larger than those on other Boeing airplanes.

Each VFSG normally supplies one 235v ac bus.

Most of the EPS components are in nine main panels located in the forward and aft electronic equipment bays.

The buses supply power to these components:

The main power supply is variable frequency 235v ac which allows for smaller gauge wire and therefore saves weight.

• •

•

Four auto transformer rectifier units (ATRU) Two auto transformer units (ATU) Four transformer rectifier units (TRU).

Four variable frequency starter generators (VFSG) are connected directly to the engine gearboxes. Electronic frequency conversion is more efficient than mechanical conversion.

The ATRUs supply the +/- 270v dc power which is used by the common motor start controllers (CMSC). The CMSCs use this power and change it into variable frequency ac power to run various motors and pumps on the airplane.

The APU has two starter generators (ASG) that can supply 235v ac power to the 235v ac buses depending on configuration.

The CMSCs also provide the starting power for the main engines and/or APU depending on airplane configuration.

Rev 1.0

The ATUs change the 235v ac power to 115v ac power which supplies the left and right 115v ac buses. The four TRUs change the 235v ac power to 31v dc power and send it to the 28v dc buses. Two bus power control units (BPCU) provide the main control for the EPS. Each VFSG and ASG has its own dedicated generator control unit (GCU) that provides control and protection for its associated generator. The 235v ac loads are distributed through electrical load control contactors. The secondary power distribution units (SPDU) and the remote power distribution units (RPDU) control the power to the 115v ac and 28v dc loads.


8-6

Electrical Power ELECTRICAL

BATTERY TEST

HIGH

TOWING POWER


ON MEDIUM

BATTERY

LOW

ON

ON

OFF

OFF

OFF

ON

ON BAT

APU ON

START

OFF APU GEN L R

P5 Towing Power Panel FWD EXT PWR L R

ON

ON

OFF

OFF

FAULT

AFT EXT PWR

ON

ON

ON

AVAIL

AVAIL

AVAIL AC BUSES GEN CTRL R1 R2

GEN CTRL L1 L2 ON

ON

ON

ON

OFF

OFF

OFF

OFF

DRIVE

DRIVE

DRIVE

DRIVE

L1

L2

R1

R2

DRIVE DISC

P5 Electrical Panel

Electrical Power System Controls The main battery switch is used to apply battery power to the instrument buses when there are no other power sources available and the airplane is on the ground.

The panel also has the APU start selector.

Electrical Control Panel

The IFE/passenger seats and utility switches are used to control IFE, passenger seat power and galley power respectively.

The towing power switch is used when towing the airplane using only the main battery. When selected on, it provides:

The electrical panel has these controls and indications:

The APU generator control switches are used to control ASG excitation.

• •

The external power switches are used to connect up to three external power sources to the airplane if available.

• • • •

Features The electrical panel is on the P5 overhead panel. There is also a towing switch and battery state of charge indicator on the upper part of the P5 panel.

• • • • • •

Main battery Inflight entertainment (IFE)/passenger seats Cabin/utility Left and right APU starter generator (ASG) control Left and right forward external power Aft external power Left and right variable frequency starter generator (VFSG) control Left and right VFSG drive disconnect.

Rev 1.0

The generator control switches are used to control VFSG excitation. The drive disconnect switches are used to disconnect the VFSG in the event of low oil pressure or bearing failure.

Towing Power Panel

Captain’s flight interphone Flight deck dome lights Aisle stand floodlights Wing and tail position lights.

The battery state of charge indicator and test switch are used to verify battery status. These are the three indications: • • •

HIGH - one hour of battery power is available MEDIUM - thirty minutes of battery power is available LOW - fifteen minutes of battery power is available.


8-7

Electrical Power SYS MENU

FLIGHT DECK CB

OPEN / TRIP CB

CB BY STATE

CB BY ATA

CB BY LOCATION

RECENT USED CB

CB CUSTOM LIST

UPDATE LIST

SYS MENU CB BY ATA

FLIGHT DECK CB CB BY LOCATION

OPEN / TRIP CB RECENT USED CB

CB BY STATE

CB SEARCH

CB CUSTOM LIST

CB BY LOCATION

RECIRC FAN-UPR

DATA

CK2125

CK2126

CK2127

CK2127

CK2127

DATA CE2127811 SPLY FAN-FWD EQPT CLG L MC EQUIPMENT:

RPDU 73 M2471073

POSITION:

SLOT 6 (DC19 PWR MODULE)

STATUS:

OPEN

LOCK - REASON:

--------------------

LOCK - NAME:

-----------

LOCK - DATE/TIME:

-----------

CK2153

CK2153

DATA

CTRL

CE2127811


DATA

CTRL

CE2127811


DATA

CTRL

CE2127811

SPLY FAN-FWD EQPT CLG L MC

DATA

CTRL

CE2127811

VENT FAN-FWD EQPT CLG MC

DATA

CTRL

CE2127811


DATA

CTRL

INOP


DATA DATA


CE2127811


DATA

CTRL

CE2127811


DATA

CTRL

CE2127811


DATA

CTRL

CE2127811


DATA

CTRL

CE2127811


DATA

CTRL

CE2127811


DATA

CTRL

CTRL

1

DATA

RECENT USED CB

CB CUSTOM LIST

UPDATE LIST

CTRL 3

DO NOT CLOSE

CE2127811

FAN-MISC CLG MC

DATA

CTRL

CE2127811


DATA

CTRL

CE2127811


DATA

CTRL

CE2127811 CE2127811

SPLY SPLYFAN-FWD FAN-FWDEQPT EQPT CLG CLGL LMCMC

DATA

CTRL

VENT FAN-FWD EQPTLOCK CE2127811 CLOSE CLG MC CE2127811


CE2127811


CE2127811


CE2127811


CE2127811


CE2127811

DATA

CTRL

DATA

CTRL


DATA

CTRL

CTRL

CE2127811


DATA

CTRL

CTRL

CE2127811


DATA

CTRL

CTRL

CE2127811


DATA

CTRL

CTRL

CE2127811


DATA

CTRL

OFF

VOLTAGE OUT:

-----------

4

CTRL 2

1

CANCELCTRL DATA

CTRL

SYSTEM COMMAND:

EXIT DATA

OPEN/ TRIP CB

DATA

CTRL

ADD TO RECENT USED CB

CB BY LOCATION

CTRL

CTRL

OFF

CB BY ATA

CB SEARCH

DATA

CTRL

5.0 AMPS, 230V AC

0.0 AMPS

CB BY STATE

CTRL

-----------

OUTPUT STATUS:

OPEN / TRIP CB

DATA

RATING:

LOAD CURRENT:

FLIGHT DECK CB

CTRL

CE2127811

DO NOT CLOSE

SYS MENU

CTRL

CTRL

LOCK - INFORMATION:

CK2154

CK2181


1

2

CTRL

CTRL

CK2154

CK2154

DO NOT CLOSE

FAN-MISC CLG MC

CE2127811

CTRL

CK2127

CK2153

CTRL

OPEN/ TRIP CB

CE2127811

CE2127811

CK2125501

CB SEARCH

2 INOP

DO NOT CLOSE

3

4

Circuit Breaker Indication and Control Features The circuit breaker indication and control (CBIC) pages provide control and indication for these components: • • •

Electronic circuit breakers (ECB) Flight control (FC) ECBs Electrical load control contactors (ELCC).

It also provides indication for most of the thermal circuit breakers (TCB) on the airplane. CBIC is a hosted application in the common computing resource (CCR) cabinets. CBIC is accessed via the multi function displays (MFD) in the air or on the ground. Maintenance personnel can also access CBIC via the maintenance laptop on the ground.

Rev 1.0

The default menu when initially accessing CBIC is the OPEN/TRIP CB menu.

The CTRL selection allows the crew to change the state of the ECB. The DATA page shows:

These are the other selectable menus: • • • • • • • •

Flight deck circuit breakers (CB) Open/trip CB (default view) CB by state CB search CB by ATA CB by location Recent used CB CB custom list.

CBIC uses different icons to show the state of the CBs. These are the indications: • • • • • •

• • • • • • • • •

Equipment number Position Status Lock details Rating System command Voltage out Load current Output status.

On the DATA page, maintenance personnel can select ADD TO RECENT USED CB to put the selected ECB on the RECENT USED CB list.

Closed Open Locked - DO NOT CLOSE Locked - INOP Tripped Unknown.


8-8

Electrical Power MAINT DATA PGS

SYS MENU

LATCHED MSG ERASE

MAINT CTRL PGS

CENTRAL MAINT

MAIN CTRL PGS ELEC SYS IND & CTRL (ESIC)

MAIN CTRL PGS

P100 SCHEMATIC

ELEC SYS IND & CTRL (ESIC) P150 APU GEN

P100

ENG GEN

L1

L

L2

ENG GEN

R1

L1 GCB

R2

R APB

L3 BTB

L1 230

L2 235

L1 L ATRUC ATUC

E5

L1 270

L2 230

L1 BTB

L3 BTB

L2 ATRUC

RAT

AEPC L1 ATRU

L2 L2 GCB

R2 235

R1 235

AFT EP

ENG GEN

L1

R

L APB L1 235

P200

P100 CONTROLS R1 ATRU

L2 ATRU

R1 270

L2 270

R2 ATRU

E6

R2 270 P400

P300

230V AC BUS TIE CONTROL

L1 BTB K2421501

AUTO CLOSED

L2 BTB K2421501

INVALID

L3 BTB K2421523

AUTO OPEN

L ATUC CK2425501

TRIPPED

L1 ATRUC CK2435501

LOCKED OPEN

L2 ATRUC CK2435502

OPEN

CTRL CTRL LOCK

CANCEL

BKUP L ATU

L TRU

C1 TRU

C2 TRU

R TRU

L 115 FWD EP L MAIN BAT

R ATU

R 115 R 28

L 28 CAPT

115V AC LOAD CONTROL

270V DC LOAD CONTROL

CTRL DO NOT CLOSE

CTRL CTRL

FWD EP R

F/O

Electrical System Indication and Control Features The electrical system indication and control (ESIC) pages provide an interface to control electrical system breakers or contactors that cannot be controlled using the circuit breaker indication and control (CBIC) function. ESIC is used to control components in these panels: • • • •

P100 power distribution panel P200 power distribution panel P300 power distribution panel P400 power distribution panel.

ESIC allows maintenance personnel these functions: • • • •

Reset a contactor Bus isolation Check contactor status Remove power for trouble shooting purposes.

Rev 1.0

It can be accessed using a multi function display (MFD) or the maintenance laptop (ML).

These selection buttons can show for each contactor: •

ESIC can only be used for control when the airplane is on the ground and the GND TEST switch on the P5 panel is in the ENABLE position.

• • •

The flight crew can access ESIC in flight for indication purposes only. The first page shows the electrical system schematic and is used to select the individual power distribution panel. This page also provides the status of: • • • •

P150 auxiliary power panel Ram air turbine (RAT) generator E5 rack 270v dc buses and aft external power E6 rack 270v dc buses.

•

CTRL - used to set the mode for contactor control LOCK - used to open a contactor AUTO - used to set a contactor to automatic mode CANCEL - used to stop a mode selection DO NOT CLOSE - used to identify contactors that have been tagged.

When a selection has been made to lock open a contactor, a CONFIRM SELECTION window appears letting the user either select a DO NOT CLOSE tag or not.

The second page allows control of the individual contactors and breakers.


8-9

Electrical Power BKUP BUS Bkup Bus

P500

235V AC Bus L1 235V AC Bus L2

HBB

HBB L TRU

HBB

28V DC L-TRU

C1 TRU

28V DC C1-TRU

HBB

28V DC C2 C2-TRU TRU

28V DC R-TRU

R TRU

P600

EBPSU

EBPSU

EBPSU

EBPSU

+/- 130V DC

+/- 130V DC

+/- 130V DC

+/- 130V DC

235/115 ATU

L Aft EP

L EPC

235V AC Bus R1

235/115 ATU

R 115V AC

L 115V AC L BSB

P700

235V AC Bus R2 R TRU Relay

BB TRU Iso Relay

C1 TRU Relay

C1 TRU Iso Relay

L TRU Relay

R 28V DC

L 28V DC

LA EPC

L DCT

R DCT

CIT

FIT

BC

R BSB

R BTB

L BTB

P49

R EPC

APU Hot BB

ATRU

Ext Pwr TRU

L2 +/-270V DC OJ MC

CMSC

F/O Instr Bus

Capt Instr Bus

L BPCU

Ext Pwr TRU

MBR

R BPCU

Hot BB

APU Bat

CMSC

P300

P400

L2 CC

R Eng Start

CAC L2

Hyd R

L EP

BC

R EP BDM

Main Battery ELECTRICAL

STAT

ELEC

GEAR

FCTL

HYD

FUEL

EFIS/DSP

AIR

DOOR

MAINT

CB

L2 GCU

APU GEN L R

L2 MAIN

R1 MAIN

EMER LIGHTS TEST

CCR Cabinet (2)

R2 MAIN

L2

GEN CTRL

R1

EMER LIGHTS

R2

AUTO

J1

GROUND SERVICE MAIN BAT

J3

J4

J5

VOLTS 27

AMPS

AMPS

ON AVAIL

J1

J2

J3

J4

ON

ON

OFF

OFF

FAULT

AFT EXT PWR ON AVAIL

ON

ON

ON

ON

OFF

OFF

OFF

OFF

DRIVE

DRIVE

DRIVE

DRIVE

L1

L2

R1

R2

GROUND SERVICE ON

13 CHG

Head Down Display

GEN CTRL R1 R2

GEN CTRL L1 L2

J5

RDC

APU BAT

VOLTS 28 13 CHG

J2

RDC

ALL DOORS

R1 - GEN - R2 DRIVE

LOAD SHED

ON AVAIL

START

AC BUSES

MANUAL L1 - GEN - L2 DRIVE

OFF

FWD EXT PWR L R


GEN CTRL

OFF

OFF

ON OFF

AFT EXT PWR

AC BUSES

L1

ON

APU GEN L R

FWD EXT PWR L R

L1 MAIN

ON

APU ON

BATTERY


Master ASP

DRIVE DISC

P5 Electrical Panel

External Power System •

Features The external power system has two forward receptacles and one aft receptacle. The left and right bus power control units (BPCU) monitor and protect the two forward external power sources. The L2 generator control unit (GCU) monitors and protects the aft external power receptacle. With either left or right external power plugged in only, the left BPCU will close the left external power contactor (EPC). With the left EPC closed, 115v ac power is supplied to: •

• •

The auto transformer unit (ATU) in the P500 power distribution panel The left 115v ac bus in the P300 power distribution panel The right 115v ac bus in the P400 power distribution panel

Rev 1.0

The ATU in the P600 power distribution panel.

The ATUs convert the 115v ac power into 235v ac power and send it to four transformer rectifier units (TRU) and the 235v ac backup bus. The TRUs convert the 235v ac power into 28v dc and send it to: • • • •

Left 28v dc bus Captain’s instrument bus First officer’s instrument bus Right 28v dc bus.

The ATUs also supply 235v ac power to the four main 235v ac buses. However, only small loads can be powered using external power sources. The BPCUs now control power distribution to the "virtual" ground handling bus through solid state power controllers (SSPC) and electrical load control units (ELCU).

Ground service is enabled by selecting the ground service switch on the master attendant switch panel (ASP). In the ground service mode, a limited number of loads are powered that are required to service the airplane. When one forward external power switch on the P5 electrical panel is selected on, there is not enough power available and extensive load shedding occurs. If both are selected on, the high voltage dc (HVDC) system is enabled to provide power for heavy electrical loads including main engine starts. The aft external power receptacle supplies power to the L2 +/- 270v dc buses in the P700 panel for: • • •

Right main engine start Air conditioning pack operation Hydraulic pump operation.


8-10

Electrical Power BATTERY

TOWING POWER

HIGH

TE ST

ELECTRICAL

APU Hot BB

BC

ON MEDIUM

SPUC

ON BAT

APU Battery

P49

LOW

BATTERY


SPU

ON

ON

OFF

OFF

P800/E6

L

P5 Towing Power Panel SPUB L BTB

L 115V AC L BSB

R 115V AC

R DCT L DCT

L 28V DC

R BSB

CMSC

CIT F/O Instr Bus FIT

Hot BB

R2 CC

R BPCU

L BPCU

P300

CNGC

R2 RFC R EPC

MBR

OJ MC

RAM FAN

AFT EXT PWR

ON

ON

ON

AVAIL

AVAIL

AVAIL

CMSC

GEN CTRL R1 R2

ON

ON

ON

ON

OFF

OFF

OFF

OFF

DRIVE

DRIVE

DRIVE

DRIVE

L1

L2

R1

R2

HNGC R2 HD HYD L

NGS

DRIVE DISC

P5 Electrical Panel

P400 BC

L EP

ELEC

GEAR

FCTL

HYD

J1J2J3J4J5

R EP

RDC

Main Battery STAT

OFF

AC BUSES

NGC

CAC R2

START

FAULT

ON

OFF

GEN CTRL L1 L2

SPDU Capt Instr Bus

APU GEN R

ON

R2 +/-270V DC

R 28V DC

SPDU

L EPC

FWD EXT PWR L R

ATRU

R BTB

APU ON OFF

ON OFF

FUEL

EFIS/DSP

AIR

APU Starter Generator

BDM

DOOR

MAINT

CB

APU GEN L R FWD EXT PWR L R

AFT EXT PWR


CCR Cabinet (2)

AC BUSES L1 MAIN

L2 MAIN

R1 MAIN

GEN L1 CTRL L2

L1-GEN-L2 DRIVE

R2 MAIN

GEN R1 CTRL R2

LOAD SHED

MAIN BAT VOLTS 28 AMPS 13 CHG

R1-GEN-R2 DRIVE

APU BAT VOLTS 28 AMPS 13 CHG

Head Down Display

Main and APU Batteries Features The main and APU batteries are lithium ion batteries rated at 65 ampere hours. The main battery provides: • • • •

Power to essential loads during ram air turbine (RAT) deployment Power for emergency braking Refuel power Initial power up of the airplane.

The APU battery provides power to the start power unit (SPU) for APU start. It also provides power for the airplane navigation lights during towing operations using the airplane battery only. The main battery is connected to the hot battery bus (HBB) through the battery diode module (BDM). The BDM ensures that the main battery is only charged through the battery charger unit (BCU). Rev 1.0

The HBB supplies power to a small set of airplane loads including engine fire extinguishing, APU fire extinguishing and common computing resource (CCR) cabinet internal clocks and memories.

ground and no other power sources available, the bus power control units (BPCU) close the main battery relay (MBR). The main battery now supplies the captain’s instrument and first officer’s instrument buses.

The APU battery is connected directly to the APU HBB.

There is a battery test switch and indicator lights on the towing panel.

Both batteries are encased in 1/8th inch stainless steel enclosures. The enclosure does the following if there is a battery “event”:

The battery test switch is used to check the battery state of charge.

• • •

Limits the amount of oxygen around the battery Vents gases overboard Protects the airplane structure.

The battery status is displayed on the electrical synoptic page and shows: • • •

Voltage Current Charging/discharging status.

Each battery has its own dedicated BCU. The BCU can charge a battery at 20% capacity in 1.5 hours. There is a battery switch on the P5 electrical panel. When this switch is selected ON with the airplane on the


8-11

Electrical Power VFSG L1

VFSG L2

ASG L

ASG R

VFSG R1

VFSG R2 RAT Gen

ENG 1

APU

ENG 2

L AFT EP

235V AC Main Bus Distribution (4 Buses)

ATRUs

L FWD EP

235/115 ATUs

ELCUs

+/-270V DC Distribution (4 Buses)

235V AC BACKUP BUS

R FWD EP

TRUs

235/115 ATU

TRU

28V DC Distribution (4 Buses)

115V AC Distribution (2 Buses)

Center Pitot Probe Heater Motor Controllers

Adustable Speed Motors - 4 Hydraulic EMP - NGS Motor - 4 CACs - 2 RAM Fans - 2 Engine Start - APU Start

SPDUs (2)

40+ Loads (115V AC) Less Than 50 A

46 Large Loads - Wing Ice Protection - Galleys - Heaters - Fans - Cooling Units - Pumps - Compressors - Motor Control Units - Actuators - Blowers

- RPDU Feeds - Window Heat - Galley Power - EP TRU - EEC Power - Medical Outlet

RPDU 17

RPDU 1

900+ Loads (Less Than 10 A) 115V AC 28V DC - Cabin Lights - Exterior Lights - Overhead Video - SATCOM - Lavatory Power - Cargo Lights - RAT Heater

- RPDU DC Feeds - Liquid Cooling Pumps - Fans - Valves - Oxygen Doors

SPDUs (2)

150+ Loads (28V DC) Less Than 50 A - Fuel Pump - Igniters - CCS - RDCs - Flight Deck Display - BPCUs - GCUs - RPDU Feeds

Power Distribution System Features The electrical power distribution system controls and protects the distribution of: • • •

The ELCUs supply 235v ac power to large loads.

also supply power to their onside SPDU.

The ATUs supply 115v ac power to the left and right 115v ac buses.

The SPDUs supply 28v dc power directly to some loads and also the RPDUs.

The two 115v ac buses send power to:

235v ac power 115v ac power 28v dc power.

There are four main 235v ac buses which distribute power to:

• • •

• • • • •

Auto transformer rectifier units (ATRU) Electrical load control units (ELCU) Auto transformer units (ATU) Transformer rectifier units (TRU) Backup bus.

The ATRUs supply +/- 270v dc power to the common motor start controllers (CMSC) which convert it to variable frequency 235v ac power.

Rev 1.0

•

Loads through ELCUs Loads through thermal circuit breakers (TCB) Onside secondary power distribution unit (SPDU) Remote power distribution units (RPDU) through ELCUs.

The TRUs supply 28v dc power to: • • • •

Left 28v dc bus Captain’s instrument bus First officer’s instrument bus Right 28v dc bus.

The SPDUs supply loads of less than 50 amperes. The RPDUs supply loads of less than 10 amperes. In the event of a loss of airplane power, the ram air turbine (RAT) generator will supply the backup bus which will supply two TRUs to maintain 28v dc power on the captain’s and first officer’s instrument buses.

These four dc buses supply some loads directly through TCBs. They


8-12

Electrical Power

P400 Power Distribution Panel Gateway RPDU 72 (Fwd EE Bay R1)

Standard RPDU 74 (Fwd EE Bay R2)

Standard RPDU 76 (Fwd EE Bay R3)

Standard RPDU 22 (Door 2R)

Gateway RPDU 82 (Aft Cargo Bay R)

Standard RPDU 92 (Aft EE Bay R)


Gateway RPDU 71 (Fwd EE Bay L1)

Standard RPDU 73 (Fwd EE Bay L2)

Standard RPDU 75 (Fwd EE Bay L3)

Standard RPDU 21 (Door 2L)

Gateway RPDU 81 (Aft EE Bay L1)



Power to Airplane Electrical Loads

Standard RPDU 34 (Aft Door 3R)



SYS MENU

FLIGHT DECK CB

OPEN / TRIP CB

CB BY STATE

CB BY ATA

CB BY LOCATION

RECENT USED CB

CB CUSTOM LIST

CB SEARCH

CB BY LOCATION

P300 Power Distribution Panel

EMER LIGHTS TEST

EMER LIGHTS

AUTO J1

MANUAL ALL DOORS GROUND SERVICE

GROUND SERVICE ON

J2

J3

J4

J5

CCR Cabinet (2)

RDC

Master ASP

RPDU M2471021...

RPDU M2471084...

RPDU M2471022...

RPDU M2471092...

RPDU M2471031...

P300 SPDU 1...

RPDU M2471032...

P400 SPDU 1...

RPDU M2471041...

P100 ELCU L1...

RPDU M2471042...

P100 ELCU L2...

RPDU M2471071...

P200 ELCU R1...

RPDU M2471072...

P200 ELCU R2...

RPDU M2471073...

P300 ELCU L3...

RPDU M2471074...

P300 ELCU L4...

RPDU M2471075...

P400 ELCU R3...

1

2 RPDU M2471076...

P400 ELCU R4...

RPDU M2471081...

P100 CB PANEL...

RPDU M2471082...

P200 CB PANEL...

RPDU M2471083...

P300 CB PANEL...

Head Down Display

Remote Power Distribution System Features The remote power distribution system (RPDS) has seventeen remote power distribution units (RPDU) located throughout the airplane. There are four gateway RPDUs and thirteen standard RPDUs. The electrical power system hosted applications in the common core system (CCS) communicate with the gateway RPDUs through the common data network (CDN).

The RPDUs receive 115v ac power from electrical load control units (ELCU) in the P300 and P400 power distribution panels. The RPDUs supply 115v ac power and 28v dc power to loads of less than 10 amperes using solid state power controllers (SSPC). The SSPCs are controlled through the circuit breaker indication and control (CBIC) system. They are also controlled from the ground service switch on the master attendant switch panel (ASP).

The standard RPDUs communicate with the gateway RPDUs over a time triggered protocol/critical (TTP/c) bus. The RPDUs receive 28v dc power from secondary power distribution units (SPDU) in the P300 and P400 power distribution panels.

Rev 1.0


8-13

Electrical Power VFSG R1

L1 GCB

VFSG R2

L2 GCB

L3 BTB

L2 BTB

L1 BTB

VFSG R1

APU GEN R

L APB

235V AC Bus L2

235V AC Bus L1 L ATUC

APU GEN L

R1 GCB

R1 BTB

R APB

R ATUC

GATU C RTB

P150 235/115 GATU

R3 BTB

235V AC Bus R1

LTB

P100

VFSG R2

R2 GCB 235V AC Bus R2

R2 BTB

BB RLY

P200

Aft Galleys BB ISO RLY

BKUP Bus

HBB

R TRU RLY

C1 TRU ISO RLY

L TRU RLY

28V DC L-TRU

C1 TRU RLY

28V DC C1-TRU

HBB

28V DC C2-TRU

28V DC R-TRU

HBB

HBB

235/115 ATU P500

235/115 ATU E-BPSU

E-BPSU

E-BPSU

E-BPSU

+/- 130V DC

+/- 130V DC

+/- 130V DC

+/- 130V DC

L BTB

L 115V AC

R BTB

R 115V AC

R DCT

L BSB L 28V DC

R 28V DC CIT

L EPC

SPDU

FIT

Capt Instr Bus

P300

R BSB

L DCT

SPDU

F/O Instr Bus R EPC

MBR Hot BB

P600

P400

L EP

R EP

Power Conversion System The TRUs convert variable frequency 235v ac to 28v dc.

Features The power conversion system is in the P500 and P600 panels. It converts 235v ac primary power to: • • •

+/- 130v dc power 115v ac power 28v dc power.

The panels receive variable frequency 235v ac power from the P100, P150 and P200 power panels. Each panel also receives constant frequency 115v ac power from their onside external power receptacle.

The ATUs are bidirectional and convert variable frequency 235v ac to variable frequency 115v ac or vice versa. The EBPSUs convert 28v dc to +/130v dc. The galley ATU supplies 115v ac power for the aft galley.

Each panel has these components: • • •

Two transformer rectifier units (TRU) One auto transformer (ATU) Two electric brake power supply units (EBPSU).

Rev 1.0


8-14

Electrical Power APU Gen R

APU Gen L VFSG L1

VFSG L2

L2 GNR

L1 GNR

L2 SC

AGCU

LA GNR

GCU GCU

R2 SC 235V AC Bus R1

SSR

P700

L1 +/-270V DC RF MC

CAC

ATRU

ATRU

L2 +/-270V DC

R1 +/-270V DC

R2+/-270V DC RF MC

Hyd R EMP

OJ MC Ovrd Jett Pump

Hyd C2 CAC

RAM Fan

RAM Fan CAC

P300

ELEC

GEAR

FCTL

HYD

FUEL

EFIS/DSP

AIR

DOOR

MAINT

TAT

+13c 102.4

EEC

21 . 7

BPCU

BPCU


R2 MAIN

29 L1

GEN CTRL

L1-GEN-L2 DRIVE

L2

GEN CTRL

R1

LOAD SHED

RDC APUC

IFE/PASS SEATS

EICAS 2. 0

FF

OIL PRESS

60

OIL TEMP

OIL QTY

0. 8

CMSC

VIB

OFF

ON

START

ENGINE

OFF

L APU GEN L

CCR Cabinet (2)

R2

18

ON OFF

APU ON

BATTERY

CABIN/ UTILITY

ON OFF

29

60 18 0. 8

FWD EXT PWR L R

R

ON

ON

OFF

OFF

MAIN BAT

NORM

AMPS

CHG

AMPS

28 13

NORM

AFT EXT PWR

ON

ON

AVAIL

AVAIL

ALTN

ON

ALTN

GEN CTRL L1 L2 ON

CHG

Head Down Display

J1

J2

J3

J4

J5

AVAIL

N1

APU BAT VOLTS

R

EEC MODE

FAULT

AC BUSES

28 13

J5

ELECTRICAL

R1-GEN-R2 DRIVE

N1

VOLTS

J4

66 . 4 N2

2. 0

AC BUSES

R1 MAIN

J3

583 EGT

L2 MAIN

J2

N1

583

AFT EXT PWR L R

66 . 4

L1 MAIN

APU Speed Sense

GCU J1

102.4

Hyd L Temp

NGS

P400

GCU

TO

21 . 7

CB


ATRU

P800

CAC

STAT

SSR

LAEPC

Ovrd Jett Pump

Engine Speed Sense

R2 ATRUC SS

P200

OJ MC

Hyd C1

235V AC Bus R2

R1 ATRUC R2 SS ATRUC SSR

R1 ATRUC

P100

ATRU

R1 SC GCU GCU

L2 ATRUC SS

L EP AFT

VFSG R2

R2 GNR

R1 GNR

AGCU

235V AC Bus L2

L1 ATRUC L2 SS ATRUC SSR

L1 ATRUC

RA GNR

P150

L1 SC 235V AC Bus L1

VFSG R1

R APU SC

L APU SC

GEN CTRL R1 R2 ON

OFF

OFF

DRIVE

DRIVE

L1

L2

ON

DRIVE DISC

ON

OFF

OFF

DRIVE

DRIVE

R1

R2

Electrical Panel (P5)

START

L NORM

START START

R NORM

RDC

Engine Control Panel (P5)

High Voltage DC System power panels in the aft equipment bay.

Features The high voltage dc (HVDC) system uses auto transformer rectifier units (ATRU) to convert variable frequency 235v ac power to +/- 270v dc power.

Due to the large amount of heat generated in the HVDC system, the power electronics cooling system (PECS) is used to remove heat from the two panels.

This power is used by motor controllers to produce variable frequency 235v ac power. This power is used by these systems/components: • • • • • • •

Cabin air conditioning (CAC) compressors Hydraulic pumps Ram air fans Override jettison pumps Nitrogen generation system Main engine starting APU starting.

The ATRUs and the motor controllers are in the P700 and P800

Rev 1.0


8-15

Electrical Power RAM AIR TURBINE PRESS UNLKD

P R I M A R Y

L ENG

C1 -

P R I M A R Y

R ENG

HYDRAULIC

ON

ELEC -

ON

C2

FAULT

FAULT

AUTO

AUTO OFF

D E L ELEC M A OFF AUTO ON N D

ON

OFF

ON

OFF

FAULT

FAULT

R ELEC AUTO

RAT Gen

D E M ON A N D

RAT GCU FAULT

FAULT

RAT Control Breaker

P5 Hydraulic Panel

235V AC Bus R2

BB Iso Rly ELECTRICAL

ON

ON

OFF

OFF

Bkup Bus

BATTERY


APU ON START

OFF

ON OFF

L

FWD EXT PWR L R

APU GEN R ON OFF

235/115 ATU

AFT EXT PWR

ON

ON

AVAIL

AVAIL

J1

J2

J3

J4

ON

ON

ON

OFF

OFF

OFF

OFF

DRIVE

DRIVE

DRIVE

DRIVE

L1

L2

R1

R2

28V DC C2-TRU

235/115 ATU

P500

E-BPSU

E-BPSU

+/- 130V DC

+/- 130V DC

+/- 130V DC

+/- 130V DC

DRIVE DISC

L 115V AC

HYD

FUEL

EFIS/DSP

R BTB

AIR

L DCT

R DCT

R1

LOAD SHED

GEN CTRL

28 13 CHG

CMSC

R BPCU

P300

P400

OJ MC

CMSC

P800

R2

BC

R1-GEN-R2 DRIVE

APU BAT VOLTS AMPS

R2 +/-270V DC

R EPC

L BPCU

BDM MAIN BAT

FIT

Hot BB

CCR Cabinet (2)

R2 MAIN

L2

ATRU

MBR


R1 MAIN

SPUB

F/O Instr Bus CIT

AFT EXT PWR L R

L2 MAIN

APU Bat

CB

AC BUSES

VOLTS AMPS

SPU

R 28V DC

DOOR

MAINT

L EPC

L1-GEN-L2 DRIVE

SPUC

P600

R BSB

L 28V DC

FWD EXT PWR L R

GEN CTRL

P49

R 115V AC L BTB

L BSB

Capt Instr Bus

L1

HBB

E-BPSU

APU GEN L R

L1 MAIN

28V DC R-TRU

HBB

E-BPSU

P5 Electrical Panel FCTL

28V DC C1-TRU

HBB

GEN CTRL R1 R2

ON

ELEC

28V DC L-TRU

J5

RDC

AC BUSES GEN CTRL L1 L2

APU Hot BB

BC

HBB

ON

GEAR

R TRU Rly

FAULT

ON OFF

AVAIL

STAT

C1 TRU Rly

C1 TRU Iso Rly

L TRU Rly

Main Battery

28 13 CHG

Head Down Display

Standby Power System Features

Operation

The standby power system operates when the normal electrical power sources do not provide power to the captain’s and first officer’s instrument buses.

The RAT will deploy automatically in flight for any of these reasons:

The ram air turbine (RAT) generator is the normal source of standby power.

•

The RAT can be deployed automatically or manually. It supplies three phase variable frequency 230v ac and has a maximum capacity of 10 kVA. The RAT generator control unit (GCU) monitors and controls the output of the RAT. The main battery provides power to the captain’s and first officer’s instrument buses during RAT deployment. Rev 1.0

• •

Loss of both engines Loss of power to the instrument buses Loss of all three hydraulic systems.

Manual deployment is initiated by selecting the RAT switch on the P5 hydraulic panel.

The C1 transformer rectifier unit (TRU) relay closes to provide backup bus power to the C1 TRU. The C1 TRU isolation relay opens to isolate the left TRU from the backup bus. In this way, the backup bus supplies power to the C1 and C2 TRUs which supply 28v dc power to the instrument buses.

The RAT is deployed by a spring loaded actuator into the airstream and supplies electrical power in 10 seconds. The RAT supplies power to the backup bus through the RAT control breaker. The backup bus isolation (BB ISO) relay opens to isolate the R2 235v ac bus.


8-16

Electrical Power STAT

ELEC

DOOR

GEAR

HYD FCTL

FUEL

AIR

MAINT

CB

STAT

ELEC

GEAR

HYD

FCTL


FUEL

EFIS/DSP

AIR

DOOR

MAINT

CB

APU GEN L R AFT EXT PWR

FWD EXT PWR L R

AFT EXT PWR


LARGE MOTOR POWER SYS L START

AC BUSES L1 MAIN

L1

GEN CTRL

R1 MAIN

L2

L1 - GEN - L2 DRIVE

MAIN BAT VOLTS 28 AMPS

L2 MAIN

13 CHG

AC BUSES R2 MAIN

R1


L1 MAIN

GEN CTRL

R2

R1 - GEN - R2 DRIVE

L1

GEN CTRL

APU BAT

MAIN BAT VOLTS 28

AMPS

AMPS

13 CHG

R1 MAIN

L2

L1 - GEN - L2 DRIVE

VOLTS 28

L2 MAIN

13 CHG

R2 MAIN

GEN CTRL

R1


R2

R1 - GEN - R2 DRIVE

APU BAT VOLTS 27 AMPS

13 CHG

Engine Start using APU Power

External Power Connected

Electrical Synoptic Pages •

Features The electrical synoptic display is a simplified schematic of the main electrical system. It shows this information: • • • • • •

External power status APU starter generator (ASG) status Variable frequency starter generator (VFSG) status Main 235v ac bus status Main and APU battery status Load shed data.

VFSG and ASG Status The indications for VFSGs and ASGs are: • • • •

External Power Status

• • •

White box = not available White box (thin line) = power status invalid Green box = power available

Rev 1.0

Main Bus Status The indications for the main 235v ac buses are:

•

The indications for external power are:

Green box with line = power selected ON.

• •

White box = power off White box (thin line) = power status invalid White box with green circular arrow = start mode Green box with line = generate mode Green box with green arrow extended = generator control breaker (GCB) or auxiliary power breaker (APB) closed Yellow box with yellow cross = VFSG or ASG failure Drive message = VFSG low oil pressure or bearing failure.

• • •

Green = bus has power Amber = bus does not have power White (thin line) = invalid data.

Battery Status The indications are: • • •

Voltage Current Charging/discharging status.

Load Shed Data Electrical load shed messages are displayed showing systems affected.


8-17

Electrical Power LATCHED MSG ERASE

MAINT DATA PGS

SYS MENU

MAINT CTRL PGS

CENTRAL MAINT

ELECTRICAL

0 0 0.0

0 0 0.0 L

115 400 0.95

AC-V FREQ LOAD

APU GEN

0 0 0.0

0 0 0.0

FWD EXT PWR R SOURCE 115 ACTIVE LVL 180 KVA 400

0.90

0.95

0 0 0.0

0 0 0.0

AFT EXT PWR

0 0 0.0

RAT GEN

0 0

MC ID: E5

L1

DC-V DC-A

L2

R1

R2

270 270 -0.45

270 270 -0.30

270 270 -0.0

270 270 -0.25

MC ID: E6

MAIN BAT

L TRU

C1 TRU

C2 TRU

28 28 2 CHG 10

28 18

L ATU

--115 0.95 R TRU

28 15

28 8

R ATU

--115 0.95

L2

20 20 5 5 NORMAL NORMAL NORMAL NORMAL

IN TEMP RISE TEMP OIL LEVEL MAN DISC

DATE

PREV MENU

R1

27 -13

PRINT

SEND

R2

20 5 NORMAL NORMAL

CAC R1 ENG STRT L2 RAM FAN L

20 5 NORMAL NORMAL


HYD R

270 0 0 20

270 0 0 28

235 AC BUS +270 DC BUS -

270 235 400 40

270 0 0 25

270 0 0 30

270 0 0 30

L1

L2

R1

R2

ON ON

ON ON

ON ON

ON ON

115 AC BUS 28 DC MAIN BUS

L

R

ON ON

ON ON

DATE

PRINT

270 0 0 20

270 235 405 50

ON ON ON

235 AC BACKUP BUS CAPT INST BUS F/O INST BUS

PREV MENU

RAM FAN L CAC L2 ENG STRT R1 RAM FAN R RAM FAN L

RAM FAN R CAC R2 HYD L APU STRT R ENG STRT R2 NGS APU STRT R NGS RAM FAN R

HYD C2

270 0 0 30

PWR IN AC-V-OUT FREQ OUT TEMP


HYD C1

270 235 610 85

APU BAT

ENG GEN L1

CAC L1 ENG STRT L1 APU STRT L

PWR IN AC-V-OUT FREQ OUT TEMP

ATRU (+) DC-V (-) DC-V AC-V LOAD

MAINT CTRL PGS

ELECTRICAL

PG 1 OF 2

ENG GEN AC-V FREQ LOAD

LATCHED MSG ERASE

MAINT DATA PGS

SYS MENU

SEND


Electrical Maintenance Pages The external power optimization level is also shown in this field.

Features There are two electrical system maintenance pages. They are available in these modes:

The ram air turbine (RAT) generator voltage and frequency is shown.

• • •

The dc voltages and loads are shown for the four auto transformer rectifier units (ATRU).

Real time Manual event Auto event.

Auto event messages are only shown on the real time and auto event pages.

The ac voltages and loads are shown for the left and right auto transformers (ATU).

Page 1 Information

The dc voltage and current is shown for the four transformer rectifier units (TRU) and the two batteries.

Page 1 information shows voltage, frequency and load data for: • • • •

Four variable frequency starter generator (VFSG) Two auxiliary starter generator (ASG) Two forward external power sources One aft external power source.

Rev 1.0

These indications are shown for the four VFSG: • • • •

Inlet temperature Rise temperature Oil level (Normal or Service) Disconnect status (Normal, Request or Disc).

Page 2 Information Page 2 shows this data for the common motor start controllers (CMSC) and ram fan motor controllers: • • • •

Power in Voltage out Frequency out Temperature.

The status of these buses is shown: • • • • • • •

235v ac buses 270v dc buses 115v ac buses 28v dc main buses 235vac backup bus Captain’s instrument bus First officer’s instrument bus.


8-18

9 Communication Systems



9

Communications Features

CABIN SERVICES SYSTEM

•

Flight Interphone

FLIGHT AND SERVICE INTERPHONE

The cabin core system has these systems:

•

Service Interphone

•

Ground Crew call

The flight interphone system gives voice communications and audio monitoring between these positions:

• • •

•

VHF Communications

•

HF Communications

• • •

The integration of these systems is controlled by software applications which can be modified and configured to the individual customer airlines.

•

SATCOM

•

Selcal

•

Communication Management Function

•

Emergency Locator Transmitter

•

Cabin Services System

Flight crew Flight crew and ground crew Flight crew and communications systems and navigation radio.

The service interphone system gives voice communications and audio monitoring between these positions: • •

Nose wheel well Main landing gear.

Passenger address Cabin interphone Passenger services.

HF AND VHF COMMUNICATIONS The high frequency (HF) communication system supplies voice and data communication over a longer distance than line-of-sight radio systems. The HF system is for communication with ground stations or with other airplanes during long over-water flights. The VHF communication system is a short-range, line-of-sight, two-way voice and data communication system. SATCOM Satellite communications supplies reliable long range voice and data communication. EMERGENCY LOCATOR TRANSMITTER The emergency locator transmitter (ELT) system sends emergency signals when it senses a large change in the airplane velocity.

Rev 1.0


9-1

Communications MIC CALL L VHF

Control Wheel MIC/INT Switch MIC MAP CLOCK

Comm/ Warning Speaker (2)

MIC CALL

MIC CALL

C VHF

MIC CALL

MIC

MIC CALL

FLT

MIC CALL

L VHF

VOR R L ADF L R

CAB

MIC CALL

MIC CALL

HF L R INT

Glareshield PTT Switch

MIC CALL

R VHF

MIC CALL

MIC SAT CALL 1 2 C VHF

MIC SPKR MIC CALL CALL

MIC CALL

R VHF

FLT APP L R MKR

B V

PA

R

PA

CAB

LRU STATUS LRU STATUS CONTROL FAIL

MIC CALL

MIC

(First OBS) HEAD PHONE

MIC CALL HF L R

INT

BOOM MIC HEADSET

MIC CALL

MIC CALL

L VHF

VOR R L ADF L R

V

Jack Interphone Module (Typ)

MIC

MIC SAT CALL 1 2 C VHF

B

MIC CALL

MIC CALL

MIC SPKR MIC CALL CALL

MIC CALL

KEY INTERLOCK LRU STATUS

PHONE ANTENNA FAIL

CONTROL FAIL KEY INTERLOCK

PHONE PHONE

R VHF L

R

(F/O)

LRU STATUS

LRU STATUS CONTROL FAIL FAIL ANTENNA CONTROL FAIL FAIL ANTENNA

FLT APP R MKR

MIC CALL

MIC CALL

HF L R

CAB

PA

TEST

TEST CONTROL FAIL

TEST MIC TEST MIC VHF-2100

TEST PHONE MIC

MIC VHF-2100 VHF-2100

PHONE MIC

MIC CALL SPKR

SAT 1 2

VHF and HF Radio XCVRS

INT

Oxygen Mask Stowage

VOR R L ADF L R

B V

R

APP L R MKR

Audio Control Panel (Capt)



Observer Audio Override Panel

APU FIRE SHUTDOWN

FLIGHT DECK CALL SW NWW LIGHTS

FLIGHT INPH

1 00 01 0 11 10 00 00 1 01 00 01 01 11 0 01 11 01 11 10 10 10 10 00 11 01 01 01 10 10

FIRE BOTTLE ARMED

SERVICE INPH

NLG DOORS

NLG DOOR UNSAFE LIGHT CLOSE PRESS TO TEST

OFF

ARM

1 00 01 0 11 10 00 00 1 01 00 01 01 11 0 01 11 01 11 10 10 10 10 00 11 01 01 01 10 10

1 00 01 0 11 10 00 00 1 01 00 01 01 11 0 01 11 01 11 10 10 10 10 00 11 01 01 01 10 10

10

1 00 01 0 11 10 00 00 1 01 00 01 01 11 0 01 11 01 11 10 10 10 10 00 11 01 01 01 10

OFF

Flight Int Jack P40 Panel

FLT #

787FLTBOE1

MIC

123.85 VHF 1

L Fwd L Aft R Fwd AGU AGU AGU

HDG HOLD

100

R Aft AGU

ALT

39000

o IBF1/130

XPDR 3777 SECALBOE1 TAIL # NCC1701E UTC TIME

15:21:08z

DATE

28 FEB 06

A/P

300

6

00:02 ELAPSED TIME

01:45

20

20

10

10

10

10

20

20

39200 2

280 6

1

7

1

240

CCR Cabinet (2)

220

Flight Recorder (2)

00 390 80 80

25 8

38800 2 6

38600

200

29.92 IN

.828 GS475 TAS475


---o /--VAMPS 8000A 10


TRAFFIC

LACRE

398 TFC

090 SEL HDG

MAG

Head Down Display

Flight Interphone System Features The flight interphone system lets the flight crew members in the flight deck communicate with each other. It also connects to the communication systems and ground crew members. There are three independent systems, one for each flight crew station and the observer station. The captain’s system is shown on the graphic. Switches on the audio control panels (ACP) permit selection of the following types of audio: • • • • • •

Communication transceivers Navigation receivers Cabin interphone Passenger address Flight interphone Satellite communication receiver transmitter.

Rev 1.0

Hand microphones, boom microphones or oxygen mask microphones are connected through the ACP to the common data network (CDN).

position, the observer’s ACP is connected to the captian’s or first officer’s PTT and audio.

From the CDN, the digital audio is sent through the audio gateway units (AGU) to the radio transceivers, cabin services system controller and the flight recorders. There are microphone switches for the boom and oxygen mask microphones on each pilot’s glareshield and control wheel. The microphone switch on the ACP has the same function. In the event that the CDN has failed, the left ACP is connected directly to the left AGU for backup purposes. The observer audio selector is used in the event that either the captain’s or first officer’s ACP fails. When the switch is put in the CAPT or F/O


9-2


MIC

MIC CALL c VHF

MIC CALL

MIC CALL

r VHF

MIC CALL

FLT

CAB

PA

MIC MIC MIC MIC MIC MIC CALL MIC CALL MIC CALL MIC CALL CALL CALL CALL CALL CALL L c r SPKR SAT VHFHF VHF VHF FLT CAB 1 2 l r

PA

INT

P40

P57

VOR R L ADF L R

MIC

V

APP MIC MIC R MIC BMIC MICMIC MICMIC MIC CALL MKR CALL CALLL CALL CALL CALLR CALL CALL CALL L c r SPKR SAT VHFHF VHF VHF FLT CAB l r 1 2

PA

INT

Capt ACP

VOR R L ADF L R

MIC

V

B MIC CALLR l

APP MIC MIC L R MKR CALL CALL

MIC CALL

HF r

SAT 1 2

Comm/Warning Speaker

SPKR

INT

F/OBS ACP

P57 Jack

SERV INTPH OFF

VOR R L ADF L R

V

B

R

APP L R MKR

F/O Audio Control Panel


Flt Deck Headset

APU FIRE SHUTDOWN

FLIGHT DECK CALL SW

ON

FIRE BOTTLE ARMED

NWW LIGHTS

FLIGHT INPH

SERVICE INPH

NLG DOORS OFF

ARM

NLG DOOR UNSAFE LIGHT CLOSE PRESS TO TEST

OFF

Serv Intph Switch (P5)

P40 Service & APU Shutdown Panel

1 00 01 0 11 10 00 00 1 01 00 01 01 11 0 01 11 01 11 10 10 10 10 00 11 01 01 01 10 10

1 00 01 0 11 10 00 00 1 01 00 01 01 11 0 01 11 01 11 10 10 10 10 00 11 01 01 01 10 10

J1

AGU Fwd Right

AGU Aft Left

J2

J3

J4

J5


CCR Cabinet (2)

Service Interphone System Features The service interphone system permits communication between the: • • •

Flight crew Ground crew Maintenance personnel.

There are service interphone jacks on the: • •

P40 service and APU shutdown panel P57 panel (behind the main landing gear).

The service interphone switch on the P5 panel connects the service interphone and flight interphone together.

Rev 1.0


9-3


MIC CALL C VHF

MIC CALL

MIC CALL

R VHF

Comm/Warning Speakers

MIC CALL

FLT

CAB

PA

Ground Crew Call Horn

PWR MIC MICMIC MICMIC MICMIC MIC CALL CALL CALL CALL CALL CALL CALL CALL

MIC

LHF VHF L R

C VHF

R SAT VHF 1 2

MIC CALL

FLT

SPKR CAB

PA

INT VOR R L ADF L R

MIC

V

APP MICL R MKR MIC MIC MIC BMIC MIC MIC CALL MIC CALL MIC CALL R CALL CALL CALL CALL CALL CALL L C R SPKR SAT HF VHF VHF VHF FLT CAB 1 2 L R

ERS ON Battery PA

INT

Capt ACP

VOR R L ADF L R

MIC

V

BMIC CALLR

APP MIC MIC L R MKR CALL CALL

MIC CALL

SAT 1 2

HF L R

SPKR

P300 Power Management Panel

INT

F/OBS ACP

VOR R L ADF L R

V

B

R

APP L R MKR

F/O Audio Control Panel VHF

HF

SAT

CAB

GPWS

WXR

Cabin Zone Uunit

XPDR

CABIN INTERPHONE

Flight Deck Handset

DIRECTORY

CONFERENCE> VHF

HF

SAT

CAB

GPWS

WXR

XPDR

CAB DOORS>

CABIN INTERPHONE

HF

SAT

CAB

GPWS

WXR

XPDR

CAB DOORS >

CABIN INTERPHONE

1

2

4

5

7

8

9

.

0

CLR

L TCP

XFR

3

E P

6

MENU

CAB DOORS >

NEXT

STBY

2

XFR OFF 3PAGE
4

5

6

7

8

9

1

.

0

CLR

C TCP

NAV

----------------------VIDEO IN USE------------------T E MENU P PANEL OFF

1

PREV PAGE

NEXT PAGE

2

3

4

5

6

7

8

9

.

0

CLR

XFR OFF

STBY

S T E P

APU BOTTLE DISCHARGE

NAV APU FIRE

MENU

PANEL OFF PREV PAGE

NEXT PAGE


OFF

APU FIRE SHUTDOWN

FLIGHT DECK CALL SW NWW LIGHTS

R Tuning Control Panel J1

J2

J3

J4

J5

J1


J2

J3

J4

J5


STAT DOOR

ELEC GEAR

HYD

FUEL

FCTL

MAINT

AIR CB

SYS MENU

MAINT DATA

MAINT CNTRL

LATCH RESET

APUC MODE R

TEST

SPEED SENSOR 1 XXX.X

X.XX OF

X.XX LO

X.XX RF

SPEED SENSOR 2 XXX.X

PRESS

XXXX

XXXX

XXXX

SPEED SELECT

XXX.X

CORRECTED SPEEDXXX.X APU RPM XXX.X EGT XXXX C OIL PRESS XX PSI OIL TEMP XXX C OIL QTYX.X

CCR Cabinet (2)

SERVICE INPH

FIRE BOTTLE ARMED

NLG DOORS OFF

CLOSE

ARM

OFF

NLG DOOR UNSAFE LIGHT PRESS TO TEST

P40 Panel

ECB

AUTO

APU HYDRAULIC C

L QTY

FLIGHT INPH

APU BAT DC-V APU BAT DC-A APU GEN L AC-Y APU GEN L FREQ

XX XXX XXX XXX

APU GEN L LOAD X.XX

EGT THERCOUPLE 1XXXX

APU GEN R AC-V

EGT THERCOUPLE 2XXXX

APU GEN R FREQ XXX

XXX

APU GEN R LOAD X.XX XXXX XXX OIL TEMP XXX APU FUEL FEED OIL FLT DELTA P XXX COMMANDSTATUS OIL QTY XX.XX LO S/O VLV CLOSED CLOSED OIL SUMP TEMP XXX DC PUMP -PRESS GEN L FLT DELTA P AC PUMPCLOSED CLOSED X.X GEN R FLT DELTA P X.X INLET PRESS XX.XX STATUS CODE INLET TEMP X.X BIT# 1 5 XXXX XX-X FUEL FLT DELTA P XX.X STATUS 1 XXXX XXXFUEL PRESS STATUS 2 XXX FUEL CTRL CMD STATUS 3 XXXX XXXX XXXX FUEL CTRL SPEED XXX XXXXXX APU DOOR COMMAND CLOSE APU OPER HOURS APU DOOR POSITION APU STARTS XXXXX CLOSED EGT SELECT OIL PRESS

OXYGEN CREW PRESS XXXX STATUS MESSAGES


DATE XX XXX XX

AUTO MESSAGE PG 1 of 1

NEXT PG

PREV MENU

PRINT

DATA LINK

ERASE

UTCXX:XX:XX

PREV PAGE

NEXT PAGE

Head Down Display

Ground Crew Call System Features The flight crew and ground crew use the ground crew call system to alert each other. The system supplies aural and visual indications in the flight deck and nose wheel well area. When the flight crew select GRD CALL on the tuning control panels (TCP), the ground call horn sounds for three seconds in the nose wheel well.

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 earth reference system is on battery power APU fire.

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

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

Rev 1.0


9-4

Communications VHF

HF

SAT

CAB

GPWS

WXR

XPDR

x x x x x x x x x x VHF x x x x x x x x 1 / 4 A C T I V E x x x x x x x x x x x x SS T B Y x <118.000 L 122.750> xxxxxxxxxxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxxxxxxxxxx <118.525 --R-123.000> xxxxxxxxxxxxxxxxxxxxxxxx xS xT xO xR xE xxA xC x Tx Ix Vx Ex x x x x x x x x x x x < 1 x2 x8 x. x5 x0 0 xxxxxxxxxxxxxxxxxx

x x x x x x x xx x HF x x x x x x x x 1 / 3 A C T I V E x x x x x x x x x x x x SS T B Y x <11.167 L 10.048> xxxxxxxxxxxxxxxxxxxxxxxx x x x x x x x x x x x x x x x x x x xHFx xSENS xxx <118.525 UP> x x xxx x x x x x x x x x x x x x x x x x x x x xxxx xxxxx xxxxxxxxxxxxxxxxxx

SATCOM

x1 / 2 x x x x x x x xPRIORITY x S

SAT-1=READY

HGH>

xxxxxxxxxxxxxxxxxxxxxxxx DIRECTORY> xSAT-2=READY x x x x x x x x x x x x x x x x x xPRIORITY xxxxx

LOW>

FLIGHT OPERATIONS xxxxxxxxxxxxxxx

xxxxxxxxxxxxxxx xxxxxxxxxxxxxxx

1

2

3

4

5

6

7

8

9

.

0

CLR

STBY S T E P

XFR

CABIN INTERPHONE

NAV < DOOR 1L

MENU

PANEL OFF PREV PAGE

NEXT PAGE

OFF

< ALL CALL

DOOR 1R > GALLEY FWD >

< PURSER DOOR 3L > - - -- - -- - - -PA IN USE- - - - - -- - - - < MAKE CALL 14 DOOR 4L

DIRECTORY >


There are three tuning control panels (TCP) in the P8 aft aisle stand. The TCPs perform these functions:

The transfer (XFR) switch is used with the VHF and HF functions to switch between the active and standby frequencies for the selected radio.

• • •

The standby (STBY) switch is used to move through a list of stored standby frequencies.

Features

• • • • •

VHF radio tuning HF radio tuning Satellite communication (SATCOM) control Cabin interphone Ground proximity warning system (GPWS) control Weather radar control Air traffic control (ATC) system Traffic alert and collision avoidance system (TCAS) control.

The VHF mode switch is used to show the active and standby frequencies for all the VHF radios. The HF mode switch is used to show the active and standby frequencies for all the HF radios.

Rev 1.0

The navigation (NAV) switch provides access to the backup navigation pages. The MENU switch provides access to: • • •

The cabin interphone mode switch is used to communicate with the flight attendants or ground crew. The GPWS, WXR or XPDR mode switches are used to access the control panels for: • • •

GPWS WXR ATC/TCAS.

If a VHF or HF radio fails, dashed lines are displayed in the active and standby frequency windows for the affected radio.

Backup transponder controls Miscellaneous radio page Integrated surveillance system power control page.

The SATCOM mode switch is used to control the SATCOM modes of operation.


9-5

Communications R VHF Xcvr LRU STATUS

CONTROL FAIL

Comm/Warning Speaker (3)

ANTENNA FAIL

C VHF Xcvr

PHONE LRU STATUS TEST

L VHF Antenna

CONTROL FAIL MIC

L VHF Xcvr

ANTENNA FAIL VHF-2100

C VHF Antenna

PHONE LRU STATUS

HEAD PHONE

TEST

BOOM MIC HEADSET

CONTROL FAIL MIC ANTENNA FAIL VHF-2100

PHONE

Jack Interphone Module

R VHF Antenna

TEST

MIC

VHF-2100

MIC MAP CLOCK

VHF

HF

SAT

CAB

GPWS

WXR

XPDR

VHF


1/4

ACTIVE

STBY

<118.000
122.750>

L

125.000>

--C--

<118.525

--R--

123.000>

VHF

HF

SAT

CAB

GPWS

WXR

VHF

MIC CALL L VHF

MIC CALL c VHF MIC CALL

L VHF MIC

INT

MIC

MIC CALL r VHF MIC CALL

MIC CALL

MIC CALL

J1

J2

J3

RDC

MIC FLTMIC CABMIC PA CALL CALL CALL

VOR R L ADF L R MIC INT

FLT MIC CALL

SPKR CAB

HF SAT APP rB l MIC 2 L R MKR MIC 1 MIC MIC V CALL R CALL CALL CALL

VOR R L ADF L R INT VOR R L ADF L R

HF L RB V

V

B

R

1 00 01 0 11 10 00 00 1 01 00 010 01 11 01 11 01 11 10 10 10 10 00 11 01 01 01 10 10

PA SPKR

SAT APP 1 2 L R MKR

R

2

3

4

5

6

7

8

9

.

0

CLR

ACTIVE XFR

J5

S T E P

J1

1 00 01 0 11 10 00 00 1 01 00 01 01 11 0 01 11 01 11 10 10 10 10 00 11 01 01 01 10 10

SPKR

APP L R MKR

L Fwd AGU


J2

J3

J4

J5

RDC

1 00 01 0 11 10 00 00 1 01 00 01 01 11 0 01 11 01 11 10 10 10 10 00 11 01 01 01 10 10

MENU

R Aft Audio Gateway Unit

125.000>

--C--

PANEL OFF NEXT <118.525

PREV PAGE

PAGE

--R--

123.000> CAB

VHF OFF HF

SAT

J2

J3

J4

J5

FLT #

787FLTBOE1 123.85 VHF 1

WXR

1

2

4

5

7

8

9

.

0

CLR

3 6

NEXT PAGE

1

2

3

4

5

6

7

8

9

0

XPDR

1/4 STBY

CLR

STBY S T E P

L

122.750> NAV

--C--MENU

125.000>

PANEL OFF

123.000>

--R--

OFF

STBY

XFR

S T E P

NAV MENU PANEL OFF

PREV PAGE

NEXT PAGE

OFF

R Tuning Control Panel

RDC

MIC

GPWS

VHF ACTIVE XFR <118.000

.

L Aft AGU

122.750>

NAV

L

C TCP

J1

XPDR

1/4 STBY

STBY

<118.000

L TCP

c r VHF VHF MIC MIC MIC FLTMIC CABMIC PA MIC CALLMIC CALLMIC CALLMIC CALL CALL CALL CALL CALL CALL L C R HF SAT VHF VHF VHF l MIC r 2 MIC 1 MIC CALL CALL CALL

J4

1

HDG HOLD

100

ALT

39000

o IBF1/130

XPDR 3777 SECALBOE1 TAIL # NCC1701E UTC TIME

15:21:08z

DATE

28 FEB 06

A/P

300

6

00:02 ELAPSED TIME

20

20

10

10

10

10

20

20

39200 2

280

01:45

6

1

00 390 80 80

25 8 7

CCR Cabinet (2)

1

240 220

38800 2 6

38600

200

29.92 IN

.828 GS475 TAS475


---o /--VAMPS 8000A 10

TRAFFIC

LACRE

398 TFC

090 SEL HDG

MAG

Head Down Display

VHF Communication System Features The very high frequency (VHF) communication system supplies line of sight voice and data communications from air-to-ground or air-to-air. The VHF communication system has these components: • • •

VHF transceivers (3) VHF antennas (3) Tuning control panels (3).

The flight crew use the audio control panels (ACP) to select the VHF communication system. The TCPs send tuning control inputs through the remote data concentrators (RDC) and the common data network (CDN) to the VHF transceivers. The communication management function (CMF) in the common Rev 1.0

computing resource (CCR) cabinets also send the tuning control inputs to the VHF transceivers. When the flight crew are transmitting, the push-to-talk (PTT) and audio go to the ACPs. The ACPs change the transmitted audio from an analog signal to a digital signal. This digital signal then goes to the audio gateway units (AGU) via the CDN.

In the event that the CDN fails, the left VHF transceiver gets a tuning control input directly from the left TCP and the left ACP has a direct input to the left forward AGU.

The AGUs change the audio back to an analog signal and send it to the VHF transceivers and then to the VHF antennas. When a transmission is being received, the audio signal from the antennas and transceivers is changed from analog to digital in the AGUs. The AGUs send the digital signal to the ACPs via the CDN. The ACPs then change the signal from digital to analog.


9-6

Communications L HF Antenna Coupler Comm/Warning Speaker (2)

LRU STATUS

HF Antenna

J1 J2

787-8

KEY INTERLOCK LRU STATUS CONTROL FAIL KEY INTERLOCK

HEAD PHONE

BOOM MIC HEADSET

787-9

TEST CONTROL FAIL

TEST

PHONE

Jack Interphone Module

MIC J1 J2

PHONE

L HF XCVR

MIC

MIC

R HF Antenna Coupler

R HF Transceiver

MAP CLOCK


VHF

HF

SAT

CAB

GPWS

WXR

XPDR

HF

1/3

ACTIVE

STBY

<11.167

10.048>

L VHF

--R--

HF

SAT

CAB

GPWS

5.667>

WXR

XPDR

HF SENS

HF MODE

MIC CALL L VHF

MIC CALL C VHF MIC CALL

MIC CALL R VHF MIC CALL

MIC CALL

MIC CALL

INT

C R MIC MIC MIC FLTMIC CABMIC PA VHF VHF MIC CALLMIC CALLMIC CALLMIC CALL CALL CALL CALL CALL CALL L C R SPKR VHF HF VHF VHFSAT FLT CAB L R MIC MIC 1 2MIC MIC MIC CALL CALL CALL CALL

VOR R L ADF L R MIC INT

VOR R L ADF L R

1 00 01 0 11 10 00 00 1 01 00 01 01 11 0 01 11 01 11 10 10 10 10 00 11 01 01 01 10 10

PA

SAT 1 2 R

V

B

R

APP L R MKR

6 9

VHF

--R--

J1

J2

J3

J4

.

0

CLR

J5

L Aft AGU


AM

PREV PAGE

NEXT PAGE

2

J1

J2

J3

J4

J5

5

6

8

9

787FLTBOE1

MIC

123.85 VHF 1 3777

XPDR

HDG HOLD

100

SECAL BOE1 TAIL #

NCC1701E

UTC TIME

15:21:08z

DATE

28 FEB 06

6

0

HF MODE

AM

HF SENS

S T E P

NAV

UP> 100

MENU

DOWN>

PANEL OFF

CLR

4

NEXT PAGE

2 5

3

OFF STBY

XFR

S T E P

6

7

8

9

.

0

CLR

NAV MENU PANEL OFF

PREV PAGE

NEXT PAGE

OFF

6

10

10

10

10

20

20

39200

2 1

00 39080 80

7

1

240 220

5.667>

--R-STBY

XFR

PREV PAGE

39000

20

25 8

CCR Cabinet (2)

XPDR

1/3 STBY

A/P 20

280

01:45

WXR

10.048>

ALT

IBF1/130o

300

00:02 ELAPSED TIME

GPWS


R Aft Audio Gateway Unit

FLT #

CAB

5.667>

HF SENS

C TCP

RDC

SAT

OFF
3

4 7

1


HF

HF NAV UP> ACTIVE 100 MENU DOWN> <11.167 L

PANEL OFF

.

SPKR

APP L R MKR

S T E P

HF MODE

1

1 00 01 0 11 10 00 00 1 01 00 01 01 11 0 01 11 01 11 10 10 10 10 00 11 01 01 01 10

1/3 STBY

10.048>

STBY

XFR

3

5 8

L TCP 10

HF L RB V

2

4 7

SPKR

SAT APP HF B 2 L R MKR R L MIC MIC 1 MIC MIC V CALL R CALL CALL CALL

VOR R L ADF L R INT

HF UP> ACTIVE 100 DOWN> <11.167 L
1

MIC FLTMIC CABMIC PA CALL CALL CALL

L VHF MIC

AM

38800

2 6

38600

200

29.92

.828 GS475 TAS475

IN


---o /--VAMPS 8000A 10

TRAFFIC LACRE

398 TFC

SEL HDG090

MAG

Head Down Display

HF Communication System Features 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 below the antenna. The antenna coupler matches the impedance of the antenna to that of the transceiver. The coupler tunes when the flight crew first key the HF transceiver.

Rev 1.0

The flight crew use the audio control panels (ACP) to select the HF communication system. The tuning control panels (TCP) send tuning control inputs through the remote data concentrators (RDC) and the common data network (CDN) to the HF transceivers.

the digital signal to the ACPs via the CDN. The ACPs then change the signal from digital to analog.

The push-to-talk (PTT) and audio signals go to the ACPs. The ACPs send the signal to the audio gateway units (AGU) via the CDN. The AGUs send the audio signal to the HF transceivers. The HF transceivers send the signal through the HF antenna couplers to the antenna. When a transmission is being received, the audio signal from the antennas is sent through the antenna couplers and the transceivers directly to the AGUs. The AGUs send


9-7

Communications High Gain Antenna Comm/Warning Speaker (2)

Ground Station

SDU FAULT ANT FAULT CHANNEL MODULE CPU AVAILABLE LOG ON STATUS SELF TEST PASS

HEAD PHONE

BOOM MIC HEADSET

TEST

Diplexer Low Noise Amplifier Module

SRT Jack Interphone Module

VHF

HF

SAT

CAB

GPWS

WXR

XPDR

SAT PHONE

1/2

SAT-1:READY

PRIORITY

MIC CALL L VHF

MIC CALL

c VHF MIC CALL

L VHF MIC

INT

c MIC VHF CALL MIC CALL L VHF

MIC

MIC CALL

r VHF MIC CALL

r MIC VHF CALL MIC CALL

HF rC VHF MIC CALL

l

VORR L ADF L R INT MIC

MIC CALL

CALL

MIC FLT CALL MIC CALL

R MIC CALL

HF B LV R

V

SAT-1:READY

CAB

GPWS

WXR

XPDR

PRIORITY

LOW>

VHF

HF

SAT

CAB

GPWS

WXR

XPDR

DIRECTORY>

PA CAB MIC CALL SPKR

R

1/2

LOW>

KZOA CTR

FLT CAB PA MIC CALL APP SPKR SAT L R MKR 1 2 MIC MIC CALL CALL APP SPKR SAT R MKR 1 2 L R

B

SAT

PRIORITY SAT PHONE

10

1 00 01 0 11 10 00 00 1 01 00 01 01 11 0 01 11 01 11 10 10 10 10 00 11 01 01 01 10

1 00 01 0 11 10 00 00 1 01 00 01 01 11 0 01 11 01 11 10 10 10 10 00 11 01 01 01 10 10

L Aft AGU

APP L R MKR

1

2

3

4

5

6

7

8

9

.

0

CLR

L TCP

J1

VOR R L ADF L R

HF

SAT-2:READY

CAB MIC CALL

SAT 1 2 MIC CALL

R VHF MIC CALL

HF B l Vr MIC

VOR R L ADF L R INT

MIC CALL MIC CALL

VHF

DIRECTORY>

MIC CALL

FLT MIC CALL

MIC CALL

LOW>

R Aft AGU

J2

J3

J4

J5

RDC

FLT #

787FLTBOE1 123.85 VHF 1 3777

XPDR

HDG HOLD

100

SECAL BOE1 TAIL #

NCC1701E

UTC TIME

15:21:08z

DATE

28 FEB 06

1/2

LOW>

PRIORITY

LOW>

KZOA CTR PANEL OFF PREV PAGE

NEXT PAGE

1

2

3

4

5

6

7

8

9

.

0

CLR

C TCP

DIRECTORY>

OFF SAT-2:READY XFR

PRIORITY

STBY

S
LOW>

NAV

T E P

MENU

SAT RADIO >

PANEL OFF PREV PAGE

NEXT PAGE

1

2

3

4

5

7

8

9

.

0

CLR

OFF XFR

STBY S T E P

6

NAV MENU PANEL OFF

PREV PAGE

NEXT PAGE

OFF

39000 A/P 6

20

20

10

10

10

10

20

20

39200

280

2 1

6

00 39080 80

25 8 7

CCR Cabinet (2)

NAV

SAT-1:READY

T E P

ALT

IBF1/130o

300

00:02 ELAPSED TIME

01:45

PRIORITY SAT PHONE

STBY

S


MIC

SAT-2:READY XFR

1

240 220

38800

2 6

38600

200

29.92

.828 GS475 TAS475

IN


---o /--VAMPS 8000A 10

TRAFFIC LACRE

398 TFC

SEL HDG090

MAG

Head Down Display

Satellite Communication System Features The satellite communication (SATCOM) system uses ground stations and satellites for worldwide voice and data communications. The system has the satellite network, the ground stations and the airplane. The satellite network relays radio signals between the airplane and the ground stations. Each ground station is a fixed radio station that interfaces with ground communication networks and the airplane through the satellite. The SATCOM system has these components: • • •

Satellite receiver transmitter (SRT) Diplexer low noise amplifier (DLNA) module High gain antenna (HGA).

Rev 1.0

The flight crew use the audio control panels (ACP) to select the SATCOM system for use. The tuning control panels (TCP) are used to control the SATCOM modes of operation.

computing resource (CCR) cabinets for transmission and reception of data messages.

The ACPs send the audio signal to the audio gateway units (AGU) via the common data network (CDN). The AGUs send the audio signal to the SRT. The SRT sends the signal through the DLNA module to the HGA. During reception, the signal from the HGA is sent through the SRT directly to the AGUs. The AGUs send the digital signal to the ACPs via the CDN. The ACPs then change the signal from digital to analog. The SATCOM also interfaces with the communication management function (CMF) in the common


9-8


MIC CALL

L VHF MIC

INT

MIC CALL

c r VHFMIC VHFMIC CALL CALL

MIC CALL

MIC

VOR R L ADF L R INT

MIC CALL

c r VHFMIC VHFMIC MIC MIC CALL CALL CALL CALL

HF l Br MIC V R MIC CALL

V

VOR R L ADF L R

Collins

LRU STATUS

FLT MIC CAB MIC PA MIC MIC CALL CALL CALL CALL SPKR PA FLT CAB MIC CALL SPKR

L c r SAT HF VHF l r MIC VHF MIC VHF 1 2 MIC CALL CALL CALL

VOR R L ADF L R INT

Comm/Warning Speaker

MIC CALL

MIC FLT MIC CAB MIC PA CALL CALL CALL

HF l Br

SAT APP R MKR 2 MIC MIC 1 L MIC CALL CALL CALL

SAT APP 1 2 L R MKR

R

V

B

R

SPKR

APP L R MKR

Collins

Collins CONTROL FAIL

LRU STATUS

ANTENNA FAIL

Collins

LRU STATUS

Collins

CONTROL FAIL

Audio Control Panel

PHONE LRU STATUS

ANTENNA FAIL

KEY INTERLOCK TEST

CONTROL FAIL

CONTROL FAIL

LRU STATUS

PHONE

MIC

TEST

KEY INTERLOCK

ANTENNA FAIL TEST

VHF-2100

CONTROL FAIL

PHONE TEST

PHONE

MIC

MIC

TEST

VHF-2100

MIC

PHONE

VHF-2100

R VHF

MIC

R HF

C VHF L HF

L VHF

R Aft Audio Gateway Units

L Aft L Fwd J1

J2

J3

J4

J5

J1

RDC

J2

J3

J4

J5

RDC

STAT DOOR

CCR Cabinet (2)

ELEC GEAR

QTY

L X.XX OF

PRESS

XXXX

HYD

FUEL

FCTL

MAINT

HYDRAULIC C X.XX LO XXXX

AIR CB

TAT+13c TO 102.4

21. 7

N1

583

583

EGT

66. 4

66. 4

EICAS N2

OXYGEN CREW PRESSXXXX

2. 0

STATUS MESSAGES VOICE RECORDER SYS 1 VOICE RECORDER SYS 2

29

60 18 N1 0. 8

PG 1 of 1

102.4

21. 7

R X.XX RF XXXX

APU RPM XXX.X EGT XXXX C OIL PRESSXX PSI OIL TEMP XXX C OIL QTYX.X

FF

OIL PRESS

OIL TEMP

2. 0

29

60

OIL QTY 18

VIB

0. 8 N1

NEXT PG

Head Down Display

Selective Calling System The ACPs will turn on the CALL light in the VHF or HF select switches.

Features The selective calling (SELCAL) system monitors the very high frequency (VHF) and high frequency (HF) 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 display crew alerting system (DCAS) in the CCR cabinets will display an EICAS message. The DCAS also sends an alert aural message through the ACP to the comm/warning speakers which causes the hi/lo chime to sound. The flight crew pushes the appropriate select switch on the ACP to stop the indications and reset the system.

When an HF or VHF transceiver receives a transmission, the signal is decoded in the audio gateway units (AGU) to determine if it is the airplane’s specific code. When an AGU detects the correct airplane code, it sends a signal to the common computing resource (CCR) cabinets and the audio control panels (ACP).

Rev 1.0


9-9

Communications MINS RADIO BARO

FPV

IN

MTRS

MFD

BARO HPA

RST

STD

L

SYS

MFD R

L

CDU

INFO

COMM

ND

FLT #

787FLTBOE1

MIC

123.85 VHF 1 3777 BOE1 NCC1701E

XPDR

ND PLAN

CHKL

RANGE

MAP

MENU

SECAL TAIL #

EICAS

CTR

UTC TIME

DATE

15:21:08z

28 FEB 06

HDG HOLD

100

TFC

DOOR

10

6

FUEL MAINT

AIR

3 90 80

7

220

10

10

20

20

38 800

X.XX LO

X.XX RF

XXXX

XXXX

XXXX

00 80

XXX.X OIL TEMP XX PSI

RPM OIL PRESS

EGT

XXXX C

XXX C

OIL QTY

CREW PRESS


LOWER MFD SYS CHKL

ATC

CDU

INFO

COMM

ND

TRAFFIC FLIGHT INFO

COMPANY

10:42:47z

05 DEC 05

REVIEW

MANAGER

2

3 SEL HDG 090

5

6

7

9

0

+/ -

B

C

D

G

H

I

J

L

M

N

O

ND

2

3

4

5

6

P O S IN I T >

< IN D E X

INIT REF

RTE

DEP ARR

ALTN

VNAV

HOLD

FMC COMM

8

9

.

0

+ /-

A

B

C

D

G

H

I

J

L

M

N

O

Q

R

S

V

W

X

Z

SP

/

T

FIX

Y

NAV RAD

LEGS

PROG

F K

Q

R

S

NEXT PAGE

U

V

W

X

Z

SP

/

P PREV PAGE

L

J4

TERR

66 . 4

F/O EFIS/ DSP

2. 0

FF

29

OIL PRESS

29

60

OIL TEMP

18

OIL QTY

18

0. 8

VIB

0. 8

60

N1

WARNING E

CAUTION

T Y

ACPT

CANC

RJCT

EXEC

CURSOR CONTROL

CURSOR CONTROL

J3

TFC

E N T E R

EXEC

EXEC

J2

WXR

+ 0. 0 / + 0 . 0

U

EFB

STD

CTR

SITUATION

NOTAMS

Capt Accept, Cancel, Reject Switches

BARO HPA

RANGE MENU

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

E CLEARANCE

P

INFO

1

7 DRA G / F F

ETA REPORT

N1

CDU COMM

IN

MTRS

PLAN

NEXT PG

J A N0 5 FE B 0 2 / 0 4

ATIS

RJCT

CHKL

6 5 K

A C T I V E PG 1 of 1 F E B 0 2 MR R 0 2 / 0 4

DIVERSION

8

.

K

E F F DA TA

8 7 87 01 20 0 8

RE-CLEARANCE

A F

E NG INE S

MODE L 7 8 7- 8

MAG

E N T E R

SYS

ID E N T

NEW MESSAGES

COMPANY

NA V

WARNING

LOWER MFD

LACRE

39 8

1 4

FPV

RST

MAP

CANC/RCL

N2

2. 0

ND

ND

EICAS

XXXX


IN

INFO

ENG

66 . 4

X.X

OXYGEN

2 6

29.92

MINS RADIO BARO

CDU COMM EICAS

583 EGT

STATUS MESSAGES

CAUTION

SYS

21 . 7

583

APU

38 600

200

TFC

102.4

21 . 7 N1

X.XX OF

PRESS

R

TO 102.4

R

QTY

1

1

240

.828

J1

TAT +13c

CB

HYDRAULIC C

L

2

10

475 TAS 475 --- o /---

CANC

HYD FCTL

CHKL

GS

ACPT

GEAR

6

25 8

Capt EFIS/ DSP

ELEC

STAT

000

39 200

20

280

ENG

TERR

39 A/P

20

01:45

CANC/RCL WXR

ALT

IBF1/130 o

300

00:02 ELAPSED TIME

R LWR

MFD, Keypad and Cursor Control Device

L LWR

F/O Accept, Cancel, Reject Switches

R EFB

CCR Cabinet (2)

J5

J1

RDC

J2

J3

J4

J5

RDC

J1

J2

J3

J1

J4

J2

J5

J3

J1

J4

J2

J5

J3

J4

J5

RDC

Flight Recorder (2) MIC MIC MIC CALL CALL CALL L C R VHF VHF VHF

Collins

MIC

Rockwell Collins

Collins

MIC CALL

MIC CALL FLT

MIC CALL

HF l r

LRU STATUS

CAB

PA

SPKR

INT

CONTROL FAIL

VORR L ADF L R

LRU STATUS SDU FAULT

ANTENNA FAIL

KEY INTERLOCK

V

B

R

ANT FAULT CHANNEL MODULE

CONTROL FAIL

PHONE

CPU AVAILABLE TEST

TEST

ACP (3)

LOG ON STATUS MIC

SELF TEST PASS

VHF-2100

VHF XCVR

MIC CALL

MIC MIC CALL CALL SAT 1 2

PHONE

Ground Station

MIC

HF Comm XCVR

APP L R MKR

Comm/Warn Speakers

TEST

Ground Station

Satellite R/T

Communication Management Function Features The communication management function (CMF) provides communication control for the airplane air/ground data link function. The CMF software applications are in the common computing resource (CCR) cabinets.

• • •

The CMF uses: • •

The CMF operates automatically using the airline modifiable information (AMI) software. The AMI can be modified by the customer airline engineering department as required. The CMF provides the data link function for these systems: • • • • •

Flight management function Central maintenance computing function (CMCF) Airplane conditioning monitoring function (ACMF) EICAS maintenance displays Electronic flight bag (EFB)

Rev 1.0

Cabin systems Engine monitoring units (EMU) Cabin air conditioning and temperature controller.

•

Center or right VHF system (default is center) Left or right HF systems (default is right) Satellite communication (SATCOM) system.

The flight crew use these components to interface with the CMF: • • • •

•

Accept/cancel/reject switches on the P7 glareshield panels Multi function displays (MFD) Multi function keypads (MFK) Electronic flight instrument system/display control panels (EFIS/DSP) Cursor control devices (CCD).

The accept/cancel/reject switches are used to action CMF messages that are displayed. The MFKs are used to enter text and/or numerical data into the CMF message fields. The EFIS/DSP is used to select the CMF on the MFDs. The CCDs are used to select menu items, buttons and text boxes on the CMF displays. Uplinked air traffic control (ATC) messages are displayed on the auxiliary outboard displays (AOB). They are accompanied by a chime from the communication/warning speakers and an EICAS message.


9-10

Communications ATC

FLIGHT INFORMATION

COMPANY

ATC

FLIGHT INFORMATION

COMPANY

ATC

FLIGHT INFORMATION

COMPANY

REVIEW

MANAGER

NEW MESSAGES

REVIEW

MANAGER

NEW MESSAGES

REVIEW

MANAGER

NEW MESSAGES

0000z

ATC LOGON/STATUS

MFD L CDU

INFO

DIVERT STATION:

DEPARTURE: DESTINATION: ORIGIN:

EXPECTED ON TIME:

KGEG

RJAA

DESTINATION:

KLAX

REASON:

GATE:

CANC/RCL

ACTUAL DIVERT

--------

FILED DEPARTURE DATE:

ATC CONNECTION:

ENG

z

ND

EICAS

DELAY/DIVERT

PLANNING TO DIVERT

ATC FACILITY: ----

FILED DEPARTURE TIME:

SYS

CHKL COMM

1234z

FLT NUMBER:

FLIGHT NUMBER:

R

DEPARTURE CLEARANCE REQUEST

1234Z

LOGON TO:

MEDICAL EMERGENCY

----------------

NOT ESTABLISHED MEDICAL EMERGENCY

ATIS:

ACTIVE CENTER:

WEATHER NEXT CENTER: FREE TEXT: MAX UPLINK DELAY:

-------------------------------------------------

ADS STATUS:

-------------------------


ND ADS MANAGER

SEND

1

2

E N T E R

4

5

7

8

9

.

0

+/-

A

B

C

D

E

F

G

H

I

J

K

L

M

N

O

P

Q

R

S

T

6

U

V

W

Z

SP

/ DEL CLR

PREV PAGE

RETURN

EXIT

SEND

PRINT

RESET

RETURN

EXIT

SEND

PRINT

RESET

RETURN

EXIT

3

X

NEXT PAGE

ATC

FLIGHT INFORMATION

COMPANY

ATC

FLIGHT INFORMATION

COMPANY

ATC

FLIGHT INFORMATION

COMPANY

REVIEW

MANAGER

NEW MESSAGES

REVIEW

MANAGER

NEW MESSAGES

REVIEW

MANAGER

NEW MESSAGES

ATC UPLINKS...

FLIGHT INFO UPLINKS...

SENT...

ATC DOWNLINKS...

FLIGHT INFO DOWNLINKS...

RECEIVED...

REVIEW

COMM SYSTEM MESSAGES...

0000z

WEATHER...

Y

SYSTEM INFORMATION

1234z

0008Z

ACARS STATUS MESSAGES

0007Z

VHF STATUS MESSAGE

0006Z

SATCOM STATUS MESSAGE

0005Z

HF STATUS MESSAGE

0004Z

ACARS SATCOM MODE ENABLED

0003Z

ACARS VHF MODE - NOT ENABLED

0002Z

ACARS HF MODE - NOT ENABLED

0001Z

ACARS SATCOM MODE - NOT ENABLED

NEW MESSAGES KSEA

1224Z

REPORT REACHING FL270

1223Z

CLIMB TO AND MAINTAIN FL290, REPORT LEAVING FL270, ...

1220Z

ATIS

1210Z

GATE ASSIGNMENT

KSEA

FLT INFO

EXEC

CURSOR CONTROL

RETURN

EXIT

RETURN

PRINT LIST

EXIT

EXIT MENU

Communication Management Function - Menus Features The communication management function (CMF) is accessed using the COMM selection on the electronic flight instrument system/display control panels (EFIS/DSP) or the multi function keypads (MFK). These are the six main menu selections: • • • • • •

ATC FLIGHT INFORMATION COMPANY REVIEW MANAGER NEW MESSAGES.

The ATC menu shows all the displays the flight crew use to communicate with the ATC system. The FLIGHT INFORMATION menu shows selections to request flight services, oceanic clearances and ground clearances. Rev 1.0

The COMPANY menu shows all the customer configured displays and menus. Company downlink messages are formatted and transmitted from these displays. The flight crew use the REVIEW menu to look at all transmitted and received messages that do not require a response. This menu also shows received messages with the response already sent. This menu is inhibited if there are no listed messages.

• •

MASTER COMM AUDIT.

The NEW MESSAGES menu shows the new messages that require flight crew review. This menu is inhibited if there are no new messages.

The MANAGER menu shows status information and controls for these CMF functions: • • • • • • • •

ACARS VHF HF SATCOM ADS SYSTEM INFORMATION PRINTER AUTOMATIC MESSAGES


9-11

Communications

ELT Antenna

ELT HUMID RESET ON ARMED

Program Switch Module

ON

CARGO TEMP FWD CARGO FLOW LOW HIGH

FWD CARGO A/C

BULK AUTO

C

OFF

ELT Aircraft Identification Module

Emergency Locator Transmitter

OFF

ELT W

OFF

ELT Control Panel J1

J2

J3

J4

J5

RDC

STAT DOOR

ELEC

HYD

GEAR

PRESS

FUEL

FCTL

AIR

MAINT

X.XX OF

TO 102.4

XXXX

583

CCR Cabinet (2)

OIL PRESS

XX PSI

OIL TEMP

XXX C

XXXX C

66 . 4

OIL QTY X.X

EICAS

XXXX

2. 0

STATUS MESSAGES


29

N1

PG 1 of 1

66 . 4 N2

OXYGEN CREW PRESS

583 EGT

EGT

XXX.X

21 . 7 N1

X.XX RF XXXX

APU RPM

102.4

21 . 7

R

X.XX LO

XXXX

TAT +13c

CB

HYDRAULIC C

L QTY

2. 0

FF

OIL PRESS

29

60

OIL TEMP

18

OIL QTY

18

0. 8

VIB

0. 8

60

N1

NEXT PG

Head Down Display

Emergency Locator Transmitter System mission control center sends alert data to a rescue coordination center.

Features The emergency locator transmitter (ELT) system operates to help locate an airplane in an emergency situation. The ELT transmitter sends the radio frequency outputs to the blade antenna on the top of the airplane. 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. 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 Rev 1.0

The ELT system has these components: • • • • •

Control panel Antenna Transmitter Aircraft identification module (AIM) Program switch module.

The program switch module and AIM provide airplane data to the ELT. During ELT operation, the transmitter sends a signal to the common computing resource (CCR) cabinets. The display crew alerting system (DCAS) in the CCR cabinets show an EICAS message. The ELT control panel on the P5 overhead panel has a switch to arm the ELT. The switch can also turn on and off the ELT for testing.


9-12

Communications

Cabin Services System - Introduction Features The cabin services system (CSS) is an integrated system that has these functions: • • • • •

Passenger address Cabin interphone Passenger service system Cabin lighting system control Control and monitoring.

Interior configuration changes are easy to do by changing the configuration database. The configuration database generator (CDG) is a menu-driven database editor. After the change, the customer loads the database into the CSS system.

The CSS uses configuration database software to define the cabin interior configuration. Flight attendants use the cabin attendant panels (CAP) to interface with the CSS. Maintenance personnel can use either the CAPs or the maintenance laptop (ML) for testing or fault diagnosis of the CSS.

Rev 1.0


9-13

Communications SCREEN SAVER

MIC CALL

MIC CALL

L VHF

MIC CALL

c VHF

MIC CALL

r VHF

MAIN MENU

PANEL OVERRIDE

HELP

MIC CALL

FLT

CAB

CABIN CONTROLS

PA

EXIT

MIC CALL

MIC

MIC CALL l

MIC CALL

HF r

CABIN MAINTENANCE

MIC CALL

PANEL OVERRIDE

SEATCONTROL AND AUDIO MONITOR PASSENGERADDRESS

CABINTEMPERATURE

CABINDOORSTATUS

WATER/WASTE TANKSTATUS

DISPLAY CONTROLS

BOARDING MUSIC

SMOKINGASSIGNMENTS

SPECIAL FUNCTIONS

SPKR

SAT 1 2

CABIN CONTROLS MAIN MENU LIGHTING SERVICE CALL/CHIME CONTROL

CABIN APPLICATIONS

INT VOR R L ADF L R

V

B

L

R

APP R MKR

EXIT

CABIN CONTROLS MAIN MENU LIGHTING SERVICE CALL/CHIME CONTROL CABINTEMPERATURE

Cabin Attendant Panel

ACP (3)

PANEL OVERRIDE

SEATCONTROL ANDAUDIOMONITOR PASSENGERADDRESS CABINDOORSTATUS

WATER/WASTE TANK STATUS

DISPLAY CONTROLS

BOARDING MUSIC

SMOKINGASSIGNMENTS

SPECIAL FUNCTIONS

Cabin Speaker Lavatory Speaker

VHF

HF

SAT

CAB

GPWS

WXR

XPDR

Galley Speaker SAT PHONE

1/2

SAT-1:READY

Overdoor Speaker

PRIORITY

LOW>

Overhead Flt Attnd Crew Rest Speaker

KZOA CTR

DIRECTORY> SAT-2:READY

PRIORITY

LOW> SAT RADIO >

1

2

3

4

5

6

7

8

9

.

0

CLR

STBY

XFR

S T E P

NAV

Flight Deck Handset

MENU

PANEL OFF PREV PAGE

NEXT PAGE

Cabin Attendant Handset

Overhead Flight Crew Rest Speaker

Cabin Zone Unit

Speakers

OFF

TCP (3)

SDM

J1

J2

J3

J4

J5

FCE

RDC

PCM

GG

GG

FOX ACS FOX ACS


PCM

CSSC

CCR Cabinet (2)

Passenger Address System Features The passenger address system (PAS) sends announcements to the passenger cabin. The PAS uses these components: • • • • • • •

Cabin services system controller (CSSC) Cabin zone units (CZU) Speaker drive modules (SDM) Cabin attendant panels (CAP) Cabin attendant handsets (CAH) Flight deck handset (FDH) Flight interphone.

The cabin services system (CSS) configuration data base software controls the PAS. The announcements can come from the flight crew, cabin crew and the inflight entertainment (IFE) system. The IFE system provides:

Rev 1.0

Prerecorded announcements Video audio Background music.

Automatic control adjusts the normal reference level because of flight conditions.

The airline can change the passenger cabin for up to eight PA areas for announcements.

The attendants can also make manual adjustments from the CAPs.

• • •

The CSSC receives all the digital audio inputs and sends it to the specific CZUs. The CZUs send the audio data to the SDMs. The SDMs do these functions: • • •

Announcement priority Volume control Generate alert tones and chimes.

The SDMs send the audio data to up to four speakers which convert the digital audio data to analog signal. PA volume defaults are set from the CSS configuration data base (CDB). PA volume control is also automatic or manual.


9-14

Communications

MIC CALL

MIC CALL

L VHF

MIC CALL

c VHF

MIC CALL

MIC

MIC CALL

r VHF

MIC CALL l

MIC CALL

FLT

MIC CALL

CAB

PA

MIC CALL

HF r

Cabin Attendant Handset

SPKR

SAT 1 2

INT VOR R L ADF L R

V

B

L

R

APP R MKR

Cabin Speaker Lavatory Speaker Galley Speaker

ACP (3) VHF

Overdoor Speaker

HF

SAT

CAB

GPWS

WXR

Overhead Flt Attnd Crew Rest Speaker

XPDR

SAT PHONE

1/2

SAT-1:READY

PRIORITY

Overhead Flight Crew Rest Speaker

LOW>

KZOA CTR

DIRECTORY> SAT-2:READY

Speakers

PRIORITY

LOW> SAT RADIO >

1

2

4

5

7

8

9

.

0

CLR

STBY

XFR

3

S T E P

6

NAV

Flight Deck Handset

Cabin Zone Unit SDMs

MENU

PANEL OFF PREV PAGE

NEXT PAGE

OFF

TCP (3)

J1

J2

J3

J4

J5

RDC CSSC

Cabin Interphone System The cabin attendants use the CAHs to interface with the CIS.

Features The cabin interphone system (CIS) permits communication between cabin attendants and between cabin attendants and the flight crew.

Each CAH station has a two-number dial code. Each CAH can make two way, three way or four way station to staion calls.

The CIS uses these components: • • • • •

Cabin services system controller (CSSC) Cabin zone units (CZU) Cabin attendant handsets (CAH) Flight deck handset (FDH) Flight interphone system.

The cabin services system (CSS) configuration data base software controls the cabin interphone system.

There is also the capability to configure up to ten conference calls. When a call is made to the flight deck, a chime is generated, the CAB call light on each audio control panel (ACP) illuminates and an EICAS message is displayed. When a call is made to a cabin station, there is a master call light and a chime generated by the passenger address system (PAS).

The flight crew uses the flight interphone, the tuning control panels (TCP) and the audio control panels (ACP) to interface with the CIS. Alternatively, they can use the FDH.

Rev 1.0


9-15

Communications LA V PANEL OVERRIDE

MAIN MENU

SCREEN SAVER

OCC UPIE D

HELP

Info Signs

CABIN CONTROLS

PSU

LAV

EXIT

CABIN MAINTENANCE

Passenger Compartment Windows

CABIN APPLICATIONS

OC

CUP

IED

CABIN CONTROLS MAIN MENU

PANELDE OVERRI

LIGHTING

SEAT CONTROL AND AUDIO MONITOR

SERVICE CALL/CHIMECONTROL

PASSENGER ADDRESS

CABIN TEMPERATURE

CABIN DOORSTATUS


DISPLAYCONTROLS

BOARDING MUSIC

SMOKING ASSIGNMENTS

SPECIAL FUNCTIONS

LAV

Master Call Light Module


EXIT

Cabin Lighting System

OC

CUP

IED

CABIN CONTROLS MAIN MENU

PANELDE OVERRI

LIGHTING

SEAT CONTROL AND AUDIO MONITOR

SERVICE CALL/CHIMECONTROL

PASSENGER ADDRESS

CABIN TEMPERATURE

CABIN DOORSTATUS


DISPLAYCONTROLS

BOARDING MUSIC

SMOKING ASSIGNMENTS

SPECIAL FUNCTIONS

Pass Service Modules

Cabin Zone Unit

SELECT

TV ON/OFF

MENU

CH

FCE Y X

B A

Seat Box

Environmental Control System

PCM

GG

GG

CSSC

FOX ACS FOX ACS


PCM

Passenger Control Unit

Area Distribution Box

Doors

Potable Water Status J1

CCR Cabinet (2)

J2

J3

J4

Waste Tank Status

J5

RDC

Cabin Temperature

Passenger Services System Passenger Services System The passenger services system (PSS) provides control for these functions: • • • • • •

Passenger reading lights Passenger call lights Master call lights Large information signs Small information signs Electronically dimmable windows (EDW).

These requests are routed through the inflight entertainment (IFE) system and the CSSC to the CZUs. The CZUs interface with the PSMs which control the reading light in the passenger service unit (PSU) and the individual attendant call lights.

• • • • •

The PSMs also control the large information signs.

The CAPs are also used to monitor these systems:

The lavatories interface with the PSMs for these functions:

• • • •

The PSS uses these components: • • • •

Cabin services system controller (CSSC) Cabin zone units (CZU) Cabin attendant panels (CAP) Passenger service modules (PSM).

The passenger control units (PCU) let passengers control their reading lights and attendant call functions.

Rev 1.0

The CAPs provide control of these systems:

• • •

Lavatory call Lavatory occupied signs Return to seat signs.

EDW override Passenger reading light override Passenger attendant call override Cabin lighting Cabin zone temperature.

Potable water Waste systems Passenger entry doors (PED) Lavatory smoke detection.

The CZUs directly control the cabin sidewall and ceiling lights. Automatic control of the cabin lights comes from the CSSC and is based on airplane data and the CSS configuration data base software.


9-16

10 Navigation Systems

Navigation Systems

Navigation Systems

10

Navigation Introduction

•

Air Data Reference System

INTEGRATED AVIONICS

•

Earth Reference system

The 787 makes use of new integrated avionics systems.

•

Integrated Navigation System

• The integrated navigation system has two integrated navigation receivers. Each receiver has these components:

Integrated Standby Flight Display

•

Radio Altimeter

•

• • • •

Distance Measuring Equipment System

•

Automatic Direction Finder System

•

Integrated Surveillance System

VOR receiver ILS receiver GPS receiver Marker beacon receiver.

The integrated surveillance system has two integrated surveillance system processor units. Each processor unit has these components: • • • •

Air traffic control system Traffic alert and collision avoidance system Weather radar system Terrain awareness and warning system.

Rev 1.0


10-1

Navigation APP

APP

HP/IN 29.92 IN 13200

240

+ 13000 220

10

20 1 0 180

40

12 7 20 10

12600

12400 160

Right AOA Sensor

Air Data Module

ATT

RST

BARO


Static Port

Static Port

Static Port

Center Pitot Probe

Right Pitot Probe

A/D

A/D Center Static ADM

Center Pitot ADM A/D

A/D

Right Pitot ADM

Right Static ADM A/D

Left Pitot Probe

A/D

Left Pitot ADM

Left Static ADM

TAT Probe Static Port

Left AOA Sensor J1

J2

J3

J4


J5

RDC

EEC (2)

J1

J2

J3

J4

Static Port

Static Port

Cabin Air Compressor (CIPS)

J5

RDC

MFD L

MINS RADIO BARO FPV

R

BARO IN HPA

MTRS

FLT # MIC XPDR SECAL

SYS

CDU

INFO

RST

TAIL #

STD

ND COMM

CHKL

ND

EICAS

PLAN MAP

123.85 VHF 1 3777 BOE1 NCC1701E DATE

28 FEB 06

100

CTR

20

10

10

39

200

7

J1

J2

J3

J4

J5

2 1

3 90 80

25 8

CCR Cabinet (2) GS

TAS

00 80 1

10

10

20

20

38

800

200

38

600

.828

29.92

220

475 --- o /---

TERR

Head Up Display

000

6

6

RDC TFC

39 A/P

20

280

01:45

240

MENU

WXR

ALT

IBF1/130 o

300 00:02 ELAPSED TIME

RANGE

CANC/RCL ENG

HDG HOLD

787FLTBOE1

UTC TIME

15:21:08z

475

2 6

IN


EFIS/DSP (2)

TRAFFIC LACRE

39

8

TFC

SEL HDG

090

MAG

Head Down Display

Air Data Reference System select the barometric correction data which is sent to the FCEs.

Features The air data reference system (ADRS) has these components: • • • •

Three pitot air data modules (ADM) Three static ADMs One total air temperature (TAT) probe Two angle of attack (AOA) sensors.

The flight control electronics (FCE) cabinets have the air data reference functions (ADRF). The pitot and static ADMs convert pitot and static air pressures to a digital signal and send them to the FCEs. Temperature data from the dual element TAT probe and AOA data is also sent to the FCEs. The electronic flight instrument system/display select panels (EFIS/DSP) allow the flight crew to Rev 1.0

Using this data, the ADRFs calculate these values: • • • • • • •

Because the TAT probe is not aspirated, the ADRF functions in the FCEs use cabin air compressor inlet temperature data if the ground speed is less than 50 knots.

Altitude Computed airspeed Mach number Air temperatures Angle of attack True airspeed Altitude rate.

The ADRF data in the FCEs uses all three pitot/static inputs, both AOA inputs and both TAT inputs to calculate voted air data. This data is used by other functions in each FCE. The data is also sent to the common computing resource (CCR) cabinets via the common data network (CDN) for use by the display crew alerting system (DCAS) and other systems.


10-2

Navigation INR

Inertial Reference Unit (Left)

Inertial Reference Unit (Right)

TEST INR STATUS CONTROL FAULT ANTENNA FAULT

APM IRU L

APM IRU R

Integrated Nav Radio

Hot Bat Bus 28V DC PRI Pwr

28V DC PRI Pwr

FCE L

FCE C2

Main Bat Capt Inst Bus

FCE C1

28V DC PRI Pwr

28V DC PRI Pwr

Gnd Crew Call Horn

FCE R

P300 Panel

IRS

OFF

LEFT ON

OFF

RIGHT ON

'ON SEC' J1

J2

J3

J4

ANNUNCIATOR

J5

J1

J2

J3

J4

J5

ON BAT

RDC

RDC Attitude Heading Ref Unit (Left)

Attitude Heading Ref Unit (Right)

PFC/IRS/HR Ctrl Panel

APM AHRU R

APM AHRU L

LOWER MFD SYS CDUINFO CHKL COMM ND 1 2 3 4 5 6 7 8 9 . 0 +/-

J1

J2

J3

J4

J5

E N T E R

A B C D E F G H I J K L M N O P Q R S T U V W X Y Z SP /

RDC

13:45:28z 13:45:28z G RW W G R TT

27 JUL JUL 05 0513:45:28z 13:45:28z 27 PE ER RFF IIN NIITT P

CR R ALLTT C ZZA

G RW W G R TT

27 JUL JUL 05 05 27 R NIITT PP EER FFIIN

C R C R ZZAALLTT

U ELL CO O N D EX X U C O N D FFU E C SSTT IIN D E FFU EELL C O SSTT IIN D EEXX .0LLBBC BC CA ALLC C C C 225500..00LLB 225500.0 AALLC W MIIN NFFU U ELLTTE EM M P W M NFFU U M ZZFFW M E P ZZFFW M IIN EE LLTTEEM PP C C --3377ooC --3377ooC .. .. R SE ER RV VE ESS C R C G R ER R ESS C R C G R EES C R ZZC G R EESSE VVE C R ZZC G 3300..00 3300..00 .. .. PEER RFF IIN NIITT STTE EPPS SIIZZE E PEER R NIITT EPPS SIIZZEE P S P FF IIN SSTTE R Q UE ESSTT R Q U ESSTT C AO O C O <> H R U M <> 770000 770000 INIT RTE DEPALTN INIT RTE DEPALTN INIT DEPALTN DEPALTN VNAV VNAV VNAV VNAV EXECINIT EXEC REF RTEARR ARR REF RTEARR ARR EXEC EXEC REF REF FMCPROG FMCPROG FMC FMC PROG PROG LEGS HOLD FIX LEGS LEGS HOLD FIX LEGS HOLD FIX HOLD COMM COMM COMM COMM NAV NAV NAV PREV NEXTNAV PREV NEXT PREV NEXT PREV NEXT RAD RAD RAD PAGE PAGERAD PAGE PAGE PAGE PAGE PAGE PAGE

LOWER MFD SYSCDUINFO CHKL COMM ND 1 2 3 4 5 6 7 8 9 . 0 +/-

EXEC

L

Other Airplane Systems

CURSOR CONTROL

R

L LWR

LWR

HDG HOLD

FLT #787FLTBOE1 MIC 123.85 VHF 1 XPDR3777 BOE1 SECAL TAIL #NCC1701E

EXEC

CURSOR CONTROL

EFB

E N T E R

A B C D E F G H I J K L M N O P Q R S T U V W X Y Z SP /

CCR Cabinet (2)

R EFB

100

00:02 UTC TIME DATE ELAPSED TIME 15:21:08z 28 FEB 06 01:45

ALT

39000

o IBF1/130

20

20

6 39200 2

280 6

1 10

10

10

10

20

20

00 39080 80

25 8 7

1

240 220

38800 2 6 38600

200

29.92 IN

.828 GS 475 TAS475 ---o /---



HUD

A/P

300

TRAFFIC

LACRE 398 TFC SEL HDG 090

MAG

Head Down Display

Earth Reference System Features The earth reference system (ERS) has these components: • • •

Two inertial reference units (IRU) Two attitude heading reference units (AHRU) Four airplane personality modules (APM).

Each IRU and AHRU has three ring laser gyros and three linear accelerometers. Using these and air data from the flight control electronics (FCE), the ERS calculates these values: • • • • • • • • •

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

Rev 1.0

• • • • •

Inertial altitude Vertical speed Ground speed Drift angle Flight path angle.

The IRUs and the AHRUs are mounted on trays in the aft electronic equipment bay. The APMs provide alignment correction data which compensates for any misalignment between the mounting trays and the airplane axes.

Before the ERS can operate in the navigation mode, the IRUs and AHRUs must be aligned. The alignment is started by selecting the IRS switches on the P5 overhead panel to the ON position. If the ERS is on the ground and the ERS is operating on battery power, the ground crew call horn operates to alert the ground crew.

The integrated navigation receivers (INR) send global positioning system (GPS) data to the IRUs and AHRUs. The IRUs and AHRUs calculate hybrid inertial/GPS data and send it to the common data network (CDN). The display crew alerting system (DCAS) uses the data for display on the primary flight displays (PFD) and navigation displays (ND).


10-3

Navigation

Integrated Navigation System - Introduction Features The integrated navigation receivers (INR) combine these systems in one line replaceable unit (LRU): • • • • •

Instrument landing system (ILS) VHF omnidirectional ranging (VOR) system Marker beacon (MB) system Global positioning system (GPS) GPS landing system (GLS).

Rev 1.0


10-4

Navigation App

Hp/in

App

29.92 In 13200

240

+ 13000

220

10

20 1 0 180

12 7 40 20

G/S Ant

12600

10

12400

160

Att

VOR Ant

LOC Ant

Baro

Rst

ISFD

INR

INR

TEST

TEST

INR STATUS

INR STATUS

CONTROL FAULT

Vhf

Hf

Sat

Cab

Gpws

Wxr

Sat Phone

ANTENNA FAULT

FCE (4)

1/2

Sat-1:ready

CONTROL FAULT

Xpdr

ANTENNA FAULT

Priority

Low>

Kzoa Ctr

Directory> Priority

Sat-2:ready

Low>

Sat Radio

1

2

3

4

5

7

8

9

.

0

Clr

>

Stby S T E P

Xfr

6

Nav Menu

Panel Off Prev Page

Next Page

Off

TCP (3)

J5

J5

J4

J4

J3

J3

J2

J2

J1

J1

RDC

Left INR Receiver

RDC

Right INR Receiver

10

10

10 01 01 01 00 11 10 10 11 10 10 01 11 01 01 11 01 00 010 00 00 1 11 10 01 0 00 1

HDG HOLD ALT 100

Audio Gateway Unit Left Aft

. . ---------------------

.

J1

J2

J3

J4

280

CCR Cabinet (2)

J5

6 25 8 7 240 220

RDC

A/P 20

6 39 200 2 1 00 3 90 80 80 1 38 800 2 6

20

10

10

10

10

20

20

.828 TAS475

MIC

MIC CALL C VHF

10 SEL HDG090

MAG

MIC CALL

MIC CALL

R VHF

MIC CALL

MIC CALL

MIC CALL

CAB

PA

MIC CALL

SAT 1 2

HF L R

Audio Gateway Unit Right Fwd

MIC CALL

FLT

SPKR

INT TRAFFIC VOR R L ADF L R

39 8

TFC

0

L VHF

LACRE 1540.9z 7.0 NM VAMPS 8000A 10 LACRE


MIC CALL

HUD

38 600 29.92 IN

200 GS475 --- o /---


39 000

IBF1/130o

300 .

1 00 01 0 11 10 00 00 1 01 00 010 01 11 01 11 01 11 10 10 10 10 00 11 01 01 01 10

V

B

R

APP L R MKR

20

Head Down Display

ACP (3)

Integrated Navigation System - Instrument Landing System Features

This data shows:

The instrument landing system (ILS) supplies precision approach guidance during instrument approaches to the display crew alerting system (DCAS) displays and the autoflight function (AFF) in the flight control electronics (FCE).

• • •

The ILS receiver is a module in each integrated navigation receiver (INR). The ILS can be tuned automatically by the flight management function (FMF) either as part of the flight plan or for position updating purposes. Alternatively, the flight crew can tune the ILS through the FMF using the control display units (CDU) on a multi function display (MFD). The DCAS displays show the ILS data. The localizer and glideslope deviation show on scales on the primary flight display (PFD). Rev 1.0

• •

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

When the airplane is on approach, the AFFs send a discrete to each integrated navigation receiver (INR). This discrete prevents ILS test and tuning. The ILS system uses the VOR antenna on the vertical stabilizer during the approach to capture the localizer. It then switches internally to the localizer radome antennas during the final phase of the approach. The ILS audio is sent to the flight deck communication/warning speakers.


10-5

Navigation

INR

INR

TEST

TEST

VOR Antenna

INR STATUS

INR STATUS

CONTROL FAULT

CONTROL FAULT

ANTENNA FAULT

ANTENNA FAULT

J5

J5

J4

J4

J3

J3

J2

J2

J1

J1

RDC

RDC

Left INR Receiver

Right INR Receiver

10 10 01 01 01 00 11 10 10 11 10 10 01 11 01 01 11 0 01 00 01 00 00 1 11 10 01 0 00 1

10

0 341 o / GS

TAS

50

TRK

0

312

J1

J2

J3

J4

.

J5

33


27

CCR Cabinet (2)

36

. . ---------------------

.


MAG

30


1 00 01 0 11 10 00 00 1 01 00 010 01 11 01 11 01 11 101010 10 00 11 01 01 01 10

MIC CALL

20

L VHF

MIC CALL C VHF

MIC CALL

MIC CALL

R VHF

MIC CALL

FLT

CAB

PA

ARPT

RDC

NOLLA 200

STA

WXR +5 CAL

DUVAL 1000

KBFI 31L

TFC TA ONLY

VOR L OLM

VOR R YKM

DME---

16

MIC

MIC CALL

DUVAL 10000

MIC CALL

MIC CALL

MIC CALL

SAT 1 2

HF L R

DME--NOLLA 2000

2 200 24 000

SPKR

INT

000

VOR R L ADF L R

8 000

V

B

R

APP L R MKR

000

0


UNWOUND

20

40

60

Head Down Display

80

ACP (3)

Integrated Navigation System - VHF Omnidirectional Ranging System Features The VHF omnidirectional ranging (VOR) system supplies bearing and deviation signals relative to ground stations to the flight management function (FMF) and the display crew alerting system (DCAS) displays. The VOR receiver is a module in each integrated navigation receiver (INR). The VOR can be tuned automatically by the flight management function (FMF) as part of the flight plan.

VOR bearing pointers show on the navigation map display when selected by the flight crew. The dual element VOR antenna is on the top of the vertical stabilizer. The VOR antenna also acts as the instrument landing system (ILS) localizer capture antenna during approach. The VOR audio is sent to the flight deck communication/warning speakers.

Alternatively, the flight crew can tune the VOR through the FMF using the control display units (CDU) on a multi function display (MFD). The FMF uses VOR data to update airplane position.

Rev 1.0


10-6

Navigation

Airport Runway

Inner Marker

Middle Marker

Outer Marker

INR

J1

J2

J3

J4

J5

TEST

RDC

INR STATUS CONTROL FAULT


10

ANTENNA FAULT

10 01 01 01 00 11 10 10 11 10 10 01 11 01 01 11 0 01 00 01 00 00 1 11 10 01 0 00 1

MB Antenna Left INR Receiver

HDG HOLD ALT 100

280

CCR Cabinet (2)

6 25 8 7 240 220


39 000

IBF1/130o

Outer

A/P

300 20

20

10

10

10

10

20

20

6 39 200 2 1 00 3 90 80 80 1 38 800 2 6

Middle

38 600 29.92 IN

200 .828 GS475 TAS475 --- o /---


TRAFFIC

LACRE

0

10 SEL HDG090

MAG

MIC

MIC CALL C VHF

MIC CALL

MIC CALL

R VHF

MIC CALL

MIC CALL

FLT

MIC CALL

MIC CALL

CAB

SAT 1 2

HF L R

PA

MIC CALL SPKR

INT VOR R L ADF L R

39 8

TFC

Inner

MIC CALL L VHF

V

B

R

APP L R MKR

20

Head Down Display

ACP (3)

Integrated Navigation System - Marker Beacon System Features The marker beacon (MB) system gives aural and visual indications when the airplane passes over a particular geographical location. The visual indications show on the primary flight display (PFD) on the display crew alerting system (DCAS) displays. The MB aural tones are sent through the communication/warning speakers. The MB receiver is a module in each integrated navigation receiver (INR). The MB function operates in the left INR only.

Rev 1.0


10-7

Navigation

INR

INR

TEST

TEST

GPS Antenna (2) INR STATUS

INR STATUS

CONTROL FAULT

CONTROL FAULT

ANTENNA FAULT

ANTENNA FAULT

Earth Reference System

J5

J5

J4

RDC

10:42:47z MO D E L 787- 8 NAV DAT A 8787012008

CCR Cabinet (2)

J4

J3

J3

J2

RDC

J2

J1

Right INR Receiver

J1

Left INR Receiver

05 DEC 05 10:42:47z I DE NT

MO D E L 787- 8 NAV DAT A 8787012008

E NGI NE S EF F 6 5 K ACT I VE F EB 0 2 MRR0 2 / 0 4

05 DEC 05 I DE NT

E NGI NE S EF F 6 5 K ACT I VE F EB 0 2 MRR0 2 / 0 4

J A N0 5 F EB0 2 / 0 4

J A N0 5 F EB0 2 / 0 4

D R A G/ F F +0. 0/ +0. 0 -------------------------------------< I N DE X P O S I N I T>

D R A G/ F F +0. 0/ +0. 0 -------------------------------------< I N DE X P O S I N I T>

INIT RTE DEP ALTN VNAV REF ARR FMC PROG FIX LEGS HOLD COMM NAV RAD

0

10

DEP INIT EXEC REF RTE ARR ALTN VNAV FMC PROG FIX LEGS HOLD COMM PREV NEXT NAV PAGE PAGE RAD

EXEC PREV NEXT PAGE PAGE

20

Head Down Display

Integrated Navigation System - Global Positioning System airplane position. It is also the source for accurate time.

Features The global positioning system (GPS) uses navigation satellites to supply accurate airplane position to the flight management function (FMF), the earth reference system (ERS) and the flight crew. The GPS calculates this data: • • • •

Airplane latitude Airplane longitude Airplane altitude Time.

The GPS receiver modules are in the integrated navigation receivers (INR). The GPS uses ERS position data to help in the satellite acquisition mode. The ERS then uses GPS data to calculate more accurate inertial data. The FMF uses GPS position as the prime source for the calculation of Rev 1.0


10-8

Navigation App

Hp/in

App

29.92 In 13200

240

+ 13000

220

10

20 1 0 180

12 7 40 20 12600

10

-

Att

GPS Antenna

12400

160

VOR Antenna

wymt-23-12-0002

Baro

Rst

ISFD

INR

INR

FCE (4)

TEST

TEST

INR STATUS

INR STATUS

CONTROL FAULT

CONTROL FAULT

ANTENNA FAULT

ANTENNA FAULT Vhf

Hf

Sat

Cab

Gpws

Wxr

Xpdr

Sat Phone

1/2

Sat-1:ready


Priority

Low>

Kzoa Ctr

Directory> Priority

Sat-2:ready

Low>

Sat Radio

1

2

3

4

5

6

7

8

9

.

0

Clr

>

Stby S T E P

Xfr

Nav Menu

Panel Off Prev Page

Next Page

Off

TCP (3)

J5

J5

J4

J4

J3

J3

J2

J2

J1

RDC

GLS Audio

J1

GLS Audio

Left INR Receiver

Right INR Receiver

RDC

10

1 00 01 0 11 10 00 00 1 01 00 01 01 11 0 01 11 01 1110101010 00 11 01 01 01 10

10

10 01 01 01 00 11 10 10 11 10 10 01 11 01 01 11 0 01 00 01 00 00 1 11 10 01 0 00 1

HDG HOLD ALT 100 .


. . ---------------------

280

J1

J2

J3

J4

6 25 8 7

CCR Cabinet (2)

J5

RDC

240 220

A/P 20

20

10

10

10

10

20

20

6 39 200 2 1 00 3 90 80 80 1 38 800 2 6

MIC CALL

HUD

38 600 29.92 IN

200 .828 GS475 TAS 475 --- o /---

0

10 SEL HDG090

MIC CALL C VHF

MIC CALL

MIC CALL

MIC CALL

MIC CALL


MIC CALL

FLT

CAB

PA

MIC CALL

SAT 1 2

HF L R

VOR R L ADF L R MAG

MIC CALL R VHF

SPKR

INT

TRAFFIC

39 8

TFC

L VHF

MIC

LACRE 1540.9z 7.0 NM VAMPS 8000A 10 LACRE

MFD, Multi Function Keypad and Cursor Control Devices


39 000

o IBF1/130

300

.

V

B

R

APP L R MKR

20

Head Down Displays

ACP (3)

Integrated Navigation System - GNSS Landing System Features The global navigation satellite system (GNSS) landing system (GLS) uses satellite and groundbased navigation stations to give lateral and vertical guidance during approach and landing. These are the primary components of the GLS: • • •

•

Integrated navigation receiver (INR) Tuning control panels (TCP) Dual element VHF omnidirectional ranging (VOR) antenna Global positioning system (GPS) antennas.

The GLS is in each integrated navigation receiver (INR). The GLS receives GPS signals through the GPS antennas. These

Rev 1.0

give position, velocity and time data for the GLS function.

the display crew alerting system (DCAS) displays.

The dual VOR antenna receives the VHF data broadcast (VDB) signals from the ground-based augmentation station (GBAS). This gives differential corrections for the calculation of the GLS guidance commands.

The GLS can be tuned automatically by the flight management function (FMF) as part of the flight plan.

The GBAS is near an airport and has a range of approximately 25 nautical miles (46 kilometers). GBAS has reference GPS receivers that compare the GPS position with the location of the GBAS facility. Corrections are calculated and transmitted to an airplane on the VDB data link. One GBAS can supply multiple landing approach data to different runways at different airports.

Alternatively, the flight crew can tune the GLS through the FMF using the control display units (CDU) on a multi function display (MFD). These systems use GLS data: • • •

Autoflight function (AFF) DCAS Integrated standby flight display (ISFD).

The GLS audio is sent to the flight deck communication/warning speakers.

An airplane uses correct position data to make deviation displays on


10-9

Navigation 13:45:28z

27 JUL 13

VHF

NAV RADIO VOR

VOR

L

11 6.80 A SEA RADIAL

--ADF

L

1 3 0 4 .5 B F O

CAB

GPWS

WXR

XPDR

x x x x xALTN x x x x xNAV xRADIO x x x x x x x 2/2 ILS-GLS x x x x x x x x x x x x S CTRL x

CRS

134 172 ADF

SAT

R

ELN M117.9

CRS

HF

109.00

R

ON

OFF >

xxxxxxxxxxxxxxxxxxxxxxxx COURSE

----.-

324

ILS-GLS

xxxxxxxxxxxxxxxxxxxx

<1 1 0 . 9 / 1 2 8 PARK

xxxxxxxxxxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxxxxxxxxxx

PRESELECT

------

------

INIT REF

RTE

DEP ARR

ALTN

VNAV

FIX

LEGS

HOLD

FMC COMM

PROG

MIC EXEC MIC CALL CALL L VHF PREV PAGE

NAV RAD

MIC CALL

C VHF NEXT PAGE

MIC

MIC CALL

R VHF

MIC CALL

MIC CALL

FLT

MIC CALL

MIC CALL

HF L R

CAB

1

2

3

4

5

6

7

8

9

.

0

CLR

PA

MIC CALL SPKR

SAT 1 2

STBY S T E P

XFR

NAV MENU

PANEL OFF PREV PAGE

NEXT PAGE

OFF


INT VOR R L ADF L R

V

B

R

APP L R MKR

Control Display Unit Audio Control Panel

Integrated Navigation System - Controls Features The integrated navigation system (INS) utilizes these controls: • • •

Control display units (CDU) Audio control [panels (ACP) Tuning control panel (TCP).

These navigation radios are normally tuned through the flight management functions (FMF) in the common computing resource (CCR) cabinets: • • • •

Automatic direction finder (ADF) system VHF omnidirectional ranging (VOR) system Instrument landing system (ILS) Global navigation satellite system (GNSS) landing system (GLS).

FMF. Manual tuning of all the navigation radios is done is using the NAV RAD selection on the CDU function of the display crew alerting system (DCAS). The ACP allows the flight crew to monitor the audio from the navigation radios over the communication warning speakers or the headsets. In the event of a loss of communication between the FMFs and the INS, the ILS or GLS can be tuned using the alternate navigation radio tuning function on the TCPs.

The FMF can automatically tune the VOR, ILS and GLS systems as part of the flight plan. However, the automatic direction finder (ADF) can only be tuned manually through the Rev 1.0


10-10

Navigation Center Static Port

Center Pitot Probe

APP A/D

APP

Pitot Air Data Module (Center)

HF

SAT

CAB

GPWS

WXR

13200

+ 13000

220

10

20 1 0

XPDR INR

2/ 2 A L TN NAV RAD I L S- G L S CTRL x --- ---ON OFF> COURSE ---

29.92 IN

240

A/D Static Air Data Module (Center)

VHF

HP/IN

TEST

180

INR STATUS CONTROL FAULT

12 7 40 20 12600

10

-

ANTENNA FAULT

12400 1

2

4

5

7

8

9

.

0

CLR

3

STBY S T E P

XFR

6

160 NAV MENU

PANEL OFF PREV PAGE

NEXT PAGE

OFF

TCP (3)

Integrated Nav Radio (Left)

ATT

BARO

RST


Flight Control Electronics (C1)


J1

J2

J3

J4

J5

RDC

FLT #

787FLTBOE1

MIC

123.85 VHF 1 3777

XPDR

HDG HOLD

100

SECAL BOE1 TAIL #

NCC1701E

UTC TIME

15:21:08z

DATE

28 FEB 06

ALT

39000

IBF1/130o

A/P

300

6

00:02 ELAPSED TIME

20

20

10

10

10

10

20

20

39200

280

01:45

7

CCR Cabinet (2)

2 1

6

25 8

00 39080 80 1

240 220

38800

2 6

38600

200

29.92

.828 GS475 TAS475

IN


--- o /---

VAMPS 8000A 10

TRAFFIC LACRE

398 TFC

SEL HDG090

MAG

HDD

Integrated Standby Flight Display Features The integrated standby flight display (ISFD) is a backup system that shows the flight crew this data: • • • • • •

Pitch attitude Roll attitude Barometric altitude Magnetic heading Indicated airspeed (IAS) Instrument landing system (ILS) localizer and glideslope deviation.

The center 1 flight control electronics (FCE) provides 28v dc power for the ISFD. The FCE also sends magnetic heading and groundspeed data. In the event of a failure of all FCEs, the ISFD sends backup airspeed and altitude data to the display crew alerting system (DCAS) via the common data network (CDN).

The ISFD uses center pitot and static data from the air data modules to calculate IAS and barometric altitude. There are internal inertial sensors that are used to calculate pitch and roll data. The left integrated navigation receiver (INR) sends ILS deviation data to the ISFD. Rev 1.0


10-11

Navigation

Altitude Above Ground Level 0-2500'

Transmit Antenna

Receive Antenna RAD ALT

Transmit Antenna

Honeywell

RAD ALT

RAD ALT STATUS

RAD ALT STATUS

RX ANT

RX ANT

TX ANT

Honeywell

TX ANT

TEST

TEST

SW MOD /

SW MOD /

RADIO ALTIMET

FCE C1

Receive Antenna

RADIO ALTIMET

Left FCE

Right FCE

Left Radio Altimeter Transceiver

FCE C2

Right Radio Altimeter Transceiver MFD L

MINS RADIO BARO FPV

R

SYS

CDU

CHKL

COMM

INFO MFD L ND

EICAS SYS

CDU

MTRS

BARO IN HPA

RST

STD

BARO IN HPA

MINS ND RADIO BARO FPVRANGE PLAN MTRS

R MAP INFO

MENU RST

CTR

STD

ND

Capt EFIS/DSP ENG

J1

J2

J3

J4

RDC

J5

CHKL COMM CANC/RCL EICAS

ND

RANGE

PLAN MAP WXR

TFC

MENU TERR

CTR

J5

CANC/RCL ENG

WXR

TFC

J4

J3

J2

J1

RDC

TERR

F/O EFIS/DSP

Rockwell Collins 13:45:28z

LOWER MFD SYS CDU INFO CHKL COMM ND 1 4 7 .

2 3 5 6 8 9 0 +/ -

A B C F G H K L M P Q R U V W Z SP /

D I N S X

27 JUL 05 GR W T

PERF I N I T

C RZ AL T

FUE L COS T I NDE X 2 5 0 . 0 L BCAL C ZFW M I N F U E L T E MP . - 37oC RESER VES CRZ CG . 30. 0 PER F IN IT STEP S I ZE < REQ UEST I CAO - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - P RE- FL T < INDEX THRUST L I M > 7 00 INIT RTE DEP ALTN VNAV REF ARR EXEC FMC PROG FIX LEGS HOLD COMM NAV PREV RAD PAGE NEXT PAGE

EN TE R E J O T Y

LOWER MFD ELEC HYD FUEL AIR DOOR SYS CDU INFO FCTL EFIS/DSP MAINT CB CHKL COMM ND MAINT INFO CAPT FO BAROSET EFIS CTRL BACKUP 1 2 3 2240 HPA EN 4 5 6 FPV MTRS TE IN 7 8 9 ND RANGE R HPA . 0 +/RST STDCURSOR CONTROL CTR A B C D E F G H I J WXR TFC TERR K L M N O FO CAPT MFD L R L R P Q R S T LOWER U V W X Y L R Z SP /

STAT GEAR

ENG

L EFB

SYS CHKL

CDU HYD

INFO ND

EICAS

R

L LWR

15:21:08z

DATE

HDG HOLD

100

ALT

39000

IBF1/130o

28 FEB 06

A/P

300

6

00:02 20

ELAPSED TIME

20

6

J2

J3

J4

10

10

10

20

20

00 390 80 80 1

240

CCR Cabinet (2)

220

2 1

10

7

J5

EFB

39200

280

01:45

25 8 J1

RDC

R

LWR W8MT- 31-61-0017

NCC1701E

UTC TIME

EXEC

CURSOR CONTROL

123.85 VHF 1

TAIL #

CANC / REL

SCRATCHPAD AUTO

787FLTBOE1

SECAL BOE1

RADIO BARO

EXEC

CURSOR CONTROL

FLT # MIC

XPDR 3777

MINS 2240 FT

38800

2 6

ISSPU (2)

38600

200

29.92

.828 GS475 TAS475

IN


---o /--VAMPS 8000A 10

TRAFFIC LACRE

398

Head Up Display

TFC

MFD, Keypad and Cursor Ctrl Device

SEL HDG090

MAG

HDD

Radio Altimeter System Features 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 system has two transceivers each with its own transmit and receive antennas. The transceivers calculate the radio altitude, which shows on the display crew alerting system (DCAS) displays. Each pilot can select a radio minimums altitude on the onside electronic flight instrument system/display select panel (EFIS/DSP).

When the radio altitude is equal to or less than the radio minimums, the radio minimums display and the radio altitude change color from white to amber. The radio minimums also momentarily flashes. The RA system data is also used by these systems: • • • •

Autoflight functions (AFF) Thrust management function (TMF) Terrain awareness and warning system (TAWS) Traffic alert and collision avoidance system (TCAS).

The radio minimums are displayed on the onside primary flight display (PFD) next to the altitude tape display.

Rev 1.0


10-12

Navigation Comm/Warning Speaker (2) MIC CALL L VHF

DME Antenna (2)

C VHF

MIC

DME STATUS CONTROL FAULT ANTENNA FAULT

ATC TCAS

10

J1

J2

J3

J4

1 00 01 0 11 10 00 00 1 01 00 010 01 11 01 11 01 11 10 10 10 10 00 11 01 01 01 10

PA

SPKR

SAT 1 2

R

L ADF R

B

V

L

R

APP R MKR

TEST

DME RECEIVER SER DFA DMF 0000000 WEIGHT:

MOD STAT

MOD STAT

Right DME Interrogator

1 00 01 0 11 10 00 00 1 01 00 010 01 11 01 11 01 11 10 10 10 10 00 11 01 01 01 10 10

J5

J1


CAB

MIC CALL

SW MOD


Left DME Interrogator

FLT

Honeywell

DME STATUS

ANTENNA FAULT

TEST

MIC CALL

MIC CALL


CONTROL FAULT

SW MOD

MIC CALL HF L

DME

Honeywell

MIC CALL

INT

COAX TEE DME

MIC CALL R VHF

MIC CALL

VOR R L

DME Ground Station

MIC CALL

Audio Gateway Unit (L Fwd)

Audio Gateway Unit (R Fwd)

J2

J3

J4

J5


FLT #

787FLTBOE1

MIC

123.85 VHF 1

HDG HOLD

100

ALT

39000

IBF1/130o

XPDR 3777 SECAL BOE1 TAIL #

NCC1701E

UTC TIME

15:21:08z J1 13:45:28z


27 JUL 05 VOR L

N AV R AD I O

11 6.80A SEA CR S

RAD I AL

---

2 3 5 6 8 9 0 +/ -

134 172

AD F L

130 4.5 B FO

EN TE R

A B C D F G H I K L M N P Q R S U V W X Z SP /

13:45:28z V OR L

V OR R

E L N M 1 1 7. 9

------

E J O T Y


P RESEL ECT

RTE DEP ARR ALTN VNAV FMC PROG LEGS HOLD COMM

NA V R AD I O

1 1 6 .8 0 A S E A CRS

CRS

---

RAD I AL

---

A DF R

1 34 172

ADF L

----.-

I L S - GL S

1 3 0 4 .5 B F O

V OR R

E L N M 1 1 7. 9

CRS

160

1 4 7 .

A DF 0

< 110 . 9/ 1 28PA RK ------

-----EXEC

PREV NEXT PAGE PAGE

PR ESE L ECT

INIT RTE DEP ALTN VNAV REF ARR FMC PROG FIX LEGS HOLD COMM NAV RAD

J3

J4

DATE

28 FEB 06

------

2 3 5 6 8 9 0 +/-

A B C D F G H I K L M N P Q R S U V W X Z SP /

EXEC PREV NEXT PAGE PAGE

EXEC

A/P

300

6

00:02 ELAPSED TIME

20

20

10

10

1

00 390 80 80

25 8 7

RDC

EN TE R E J O T Y

1

240

CCR Cabinet (2)

220

10

10

20

20

L LWR

LWR

R EFB

VAMPS 8000A 10


IN


---o /---

CURSOR CONTROL

R

6

29.92

.828 GS475 TAS475

TRAFFIC LACRE

L

38800 2

38600

200

EXEC

CURSOR CONTROL

EFB

39200 2

280

01:45

J5

LOWER MFD SYS CDU INFO CHKL COMM ND

----.-

I L S - GL S

<11 0. 9/ 128PA RK

J2

6

27 JUL 05

398

Head Up Display

TFC

SEL HDG090

MAG

HDD

Distance Measuring Equipment System DME frequencies are in the ATC and TCAS frequency range.

Features The distance measuring equipment (DME) system supplies slant range distance between the airplane and a ground station to the flight management function (FMF) and the display crew alerting system (DCAS). The FMF uses DME distance to update airplane position calculations. The primary flight display (PFD) and the navigation displays show the DME distances to either tuned instrument landing system (ILS) localizers or VHF omnidirectional ranging (VOR) stations. The DME system supplies suppression pulses to the air traffic control (ATC) function and the traffic alert and collision avoidance system (TCAS) in the integrated navigation receivers (INR). This is because

Rev 1.0


10-13

Navigation

Comm/Warning Speaker (2) MIC CALL L VHF

MIC CALL C VHF

R ADF Antenna

MIC CALL

MIC CALL

MIC CALL

R VHF

MIC CALL

MIC

L ADF Antenna

MIC CALL

FLT

HF L

MIC CALL CAB

PA

MIC CALL SPKR

SAT 1 2

R

INT VOR R L

L ADF R

V

B

R

L

APP R MKR

Audio Control Panel (3) ADF

ADF

Honeywell

ADF STATUS

ADF STATUS STATUS

CONTROL FAULT

CONTROL CONTROL FAULT

TEST

Honeywell

TEST TEST

FLT # MIC

SW MOD

SW SW MOD MOD

XPDR SECAL TAIL #

HDG HOLD

787FLTBOE1 123.85 VHF 1 3777 BOE1 NCC1701E

UTC TIME

DATE

15:21:08z

28 FEB 06

100

ALT

39 000

IBF1/130 o

A/P

300

6

00:02 ELAPSED TIME

20

20

10

10

SER DFA DMF 0000000

SER DFA DMF DMF0000000 0000000

WEIGHT:

00

240

1 10

10

20

20

38

800

200

38

600

.828

29.92

WEIGHT: WEIGHT:

MOD STAT

220

MOD MODSTAT STAT

475 TAS 475 --- o /---

J1

J2

J3

J4

VAMPS 8000A 10

13:45:28z


2 3 5 6 8 9 0 +/ -


27 JUL 05 GR W T

EN TE R D I N S X

E J O T Y

INREF IT FIX NAV RAD

PE RF I N I T

CR Z AL T

FUEL COS T I NDE X 2 5 0 . 0 L B CAL C ZFW M I N F U E L T E MP . - 37oC RESERV ES C RZ CG 30. 0 . PERF I N I T STEP S IZE < RE QU E S T I CAO - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - PR E- FLT < INDEX T HRUST L I M > 700 RTE DEP ARR ALTN VNAV EXEC FMC PROG LEGS HOLD COMM PREV NEXT PAGE PAGE

13:45:28z

27 JUL 05 GR W T

PERF I N I T

1 4 7 .

2 3 5 6 8 9 0 +/-


J4

SEL HDG

J5

090

MAG

Head Down Display

RDC

E J O T Y

CURSOR CONTROL

CURSOR CONTROL

J1

R

L LWR

Right ADF Receiver

J3

EN TE R D I N S X

EXEC

L

LACRE

J2


CRZ AL T

FUE L C O ST I N D E X 2 5 0 . 0 L BCA L C ZFW M I N F U E L T E MP . - 3 7oC RESE RVES CRZ CG 3 0. 0 . PER F IN IT STE P S I ZE < REQ UEST IC AO - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - PRE- FL T < I ND EX THR UST L I M > 7 00 INIT RTE ARR DEP ALTN VNAV REF EXEC FMC PROG FIX LEGS HOLD COMM NAV PREV NEXT RAD PAGE PAGE

EXEC

EFB

Audio Gateway Unit (4)

TRAFFIC

39 8

J1

Left ADF Receiver

6

IN

TFC

J5

RDC

2


GS

1 00 1 0 01 00 11 01 10 0 00 10 1 00 11 00 00 01 1 010100 0 11 01 01 00 01 0 11 11 010101 10 01 11 10 11 11 10 10 10 10 111110 00 10 01 010100 01 01 01 10 10 10 10

2

3 90 80 80

7 ADF ADFRECEIVER RECEIVER

200

1

6

25 8 ADF RECEIVER

39

280

01:45

LWR

R EFB

J2

J3

J4

J5

CCR Cabinet (2)

RDC


Automatic Direction Finder System Features The automatic direction finder (ADF) system receives radio signals from a ground station. It supplies bearing information to the display crew alerting system (DCAS) displays. The flight crew tune the ADF through the FMF using the control display units (CDU) on a multi function display (MFD). The ADF bearing pointers are displayed on the mini map below the primary flight displays (PFD). The ADF audio is sent to the flight deck communication/warning speakers. Some ADF stations in major terminal areas provide weather information. Each ADF system has an integral sense and loop antenna and a receiver.

Rev 1.0


10-14

Navigation

Integrated Surveillance System - Introduction Features The integrated surveillance system (ISS) combines these systems in one line replaceable unit (LRU): • • • •

Air traffic control (ATC) transponder function Traffic alert and collision avoidance system (TCAS) Weather radar system (WXR) Terrain awareness and warning system (TAWS).

Rev 1.0


10-15

Navigation

TCAS/ATC Ant (Bottom) Bot TCAS/ ATC Rly (4)

DME L DME R

TCAS/ATC Ant (Top) Top TCAS/ ATC Rly (4) Coax Tee

Coax Tee

Rockwell Collins

Rockwell Collins

LRU STATUS

LRU STATUS VHF

EXTERNAL FAULTS UPPER ANT FAIL LOWER ANT FAIL

HF

SAT

CAB

GPWS

WXR

VHF

HF

SAT

CAB

GPWS

WXR

VHF

HF

SAT

CAB

GPWS

WXR R/T FAIL

XPDR

EXTERNAL FAULTS UPPER ANT FAIL XPDR

LOWER ANT FAIL

WXR

WXR R/T FAIL

XPDR

WXR DRIVE FAIL

WXR DRIVE FAIL

TEST

TEST

PRESS THE ISS TEST PUSH BUTTON TO COMPLETE A SYSTEM TEST BEFORE ANY LRU REMOVAL IF THE ISS GREEN PASS LIGHT IS ON DURING SELFTEST DO NOT REMOVE ISS.


ISS-2100

1

2

4

5

7

8

.

R C G/S INHIBIT

Integrated Surveillance System Processor Unit (Right)

TRANSPONDER MODE ALT XPDR RPTG OFF

BELOW G/S

STBY

IDENT

AURAL CANCEL

0

4

6 9

STBY

XFR

3 1

2 5

CLR

7

8

.

0

1 4

S T E P

XFR

3

6 PREV NEXT 2PAGE 3 PAGE 9 5 6 PREV 8

9

.

0

CLR

ISS-2100

STBY MENU S T OFF PANEL E P OFF

NAV

STBY MENU S T OFF PANEL E P OFF

NEXT PAGE

PAGE

CLR

7

NAV

XFR

NAV MENU

PANEL OFF PREV PAGE

NEXT PAGE

OFF

L TCP Integrated Surveillance System Processor Unit (Left)

TA ONLY TA/RA

CANCEL

Alerting and Transponder Panel

J5

J4

J3

J2

J1

RDC

To TCAS/ATC Relays (8)

CCR Cabinet (2)

Flight Control Electronics Earth Reference System J5

J4

J3

J2

J1

RDC

RPDU

Integrated Surveillance System - Air Traffic Control System Features The air traffic control (ATC) function lets ground facilities monitor airplane movement through controlled airspace. The ATC ground stations monitor airplane location and altitude.

The ATC function gets altitude data from the flight control electronics (FCE) and uses it for the altitude reporting function. The ATC function supplies suppression pulses to the DME interrogators and TCAS.

The ATC function is in each integrated surveillance system processor unit (ISSPU). The ATC menu on the tuning control panel (TCP) lets the flight crew select the: • • •

Left or right ATC function for operation Airplane ATC identification code Initiation of the identification pulse.

The transponder mode selector on the alerting and transponder panel is used by the flight crew to select the ATC mode. Rev 1.0


10-16

Navigation

TCAS/ATC Ant (Bottom)

TCAS/ATC Ant (Top)

Bot TCAS/ ATC Rly (4)

Top TCAS/ ATC Rly (4) DME L DME R

Coax Tee

Coax Tee

Rockwell Collins

Rockwell Collins

INR

LRU STATUS

LRU STATUS

EXTERNAL FAULTS UPPER ANT FAIL



LOWER ANT FAIL

LOWER ANT FAIL

WXR R/T FAIL

WXR R/T FAIL VHF

HF

SAT

CAB

GPWS

WXR

XPDR

VHF

HF

SAT

CAB

GPWS

WXR

XPDR

VHF

HF

SAT

CAB

GPWS

WXR

WXR DRIVE FAIL

WXR DRIVE FAIL XPDR

TEST

TEST


Integrated Nav Radio Rcvr (2)

ISS-2100

R

1

2

4

5

7

8

.

0

C

1 4

6 9

2

8

.

0

XFR

3

5

CLR 1

7

4

6PREV NEXT 2 PAGE 3 PAGE 9 5 6PREV PAGE

CLR

7 .

8 0


STBY

XFR

3

S T E P

XFR

NAV STBY MENU S NAV T OFF PANEL E STBY MENU P OFF S T OFF PANEL E P OFF

CLR

ISS-2100

NAV MENU

NEXT PAGE

9

PANEL OFF PREV PAGE

NEXT PAGE

OFF

MFD

L TCP G/S INHIBIT

TRANSPONDER MODE

SYS

STBY

IDENT

CDU

INFO

COMM

ND

CHKL

STD

PLAN

J5

J4

J3

J2

J1

RANGE MENU CTR

TA/RA

CANCEL

CANC/RCL ENG

To TCAS/ATC Relays (8)

MTRS

RST

MAP

EICAS

Alerting and Transponder Panel


BARO IN HPA

ND

AURAL CANCEL


BELOW G/S

MINS RADIO BARO FPV

R

L

Radio Altimeter System Flight Control Electronics Earth Reference System

RDC

WXR

TFC

TERR

Integrated Surveillance System Processor Unit (Left)

EFIS/DSP (2)

WARNING

CAUTION J5

J4

J3

J2

J1

J5

RDC

RDC

RPDU HDG HOLD

100 13:45:28z


2 3 5 6 8 9 0 +/ -

27 JUL 05 GR W T

PE RF I N I T

CR Z A L T

F UE L COS T I NDE X 2 5 0 . 0 L B CAL C M I N F U E L T E MP Z FW . - 37 oC R ESE RV ES C RZ CG . 30 . 0 P ER F IN IT ST EP S IZ E < R EQ UES T IC AO - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - PR E- F LT < IN DEX T HRU ST L I M > 7 00 INIT RTE DEP ALTN VNAV REF ARR EXEC FMC PROG FIX LEGS HOLD COMM NAV PREV NEXT RAD PAGE PAGE

EN TE R D I N S X

E J O T Y

STAT GEAR

ELEC FCTL

HYD FUEL AIR DOOR EFIS/DSP MAINT CB MAINT INFO CAPT FO EFIS CTRL BACKUP

MINS FT 2240

IN HPA STD

CTR WXR CAPT L R

TFC


BAROSET 2240 HPA

FPV MTRS ND RANGE

RADIO BARO RST

FO

MFD

L

R

LOWER L R SYS

EXEC ENG

CHKL

CDU HYD

INFO ND

2 3 5 6 8 9 0 +/-

EICAS

6

CURSOR CONTROL

L LWR

LWR W8MT- 31-61-0017

MFD, Keypad, and CCD

20 10

J4

J3

J2

J1

CCR Cabinet (2)

220

6 2 1

10

10

20

20

o/

38 800

29.92

J2

J1

Master Warn and Caution

787FLTBOE1 123.85 VHF1 3777 BOE1 NCC1701E

UTC TIME 15:21:08z TAS 50 0

DATE 28 FEB 06

00:02 ELAPSED TIME 01:45 TRK

80

312


MAG

30

MIC CALL

VAMPS 8000A 10 LACRE 39 8 TFC SEL HDG 090

MAG

C VHF

MIC CALL

MIC CALL

R VHF

FLT

MIC CALL CAB

PA

27

20 IN

MIC

GS 475 TAS 475 --- o /---

MIC CALL

33

L VHF

2 6

38 600

200

EFB

RDC

GS 0 341

00

1

.828

R

FLT# MIC XPDR SECAL TAIL #

000

39 200

3 90 80

7

240

CANC/ REL

R

39

A/P 20 10

280

25 8 E J O T Y

J5 L EFB

ALT

IBF1/130 o

300

EN TE R D I N S X

EXEC

SCRATCHPAD AUTO

CURSOR CONTROL

1 4 7 .


TERR

J3

36


J4

LACREARPT 1540.9z 7.0 STA NM WXR +5 CAL TRAFFIC TFC TA ONLY VOR L OLM DME--2 200 24 000

NOLLA 200

MIC CALL

VOR R YKM DME--DUVAL 10000

VOR R L ADF L R

8 000 000 UNWOUND

20

40

MIC CALL SPKR

SAT 1 2

INT

16 000

0

MIC CALL

HF L R

DUVAL 1000

KBFI 31L

NOLLA 2000

MIC CALL

60

80

ACP (3)

V

B

R

L

APP R MKR


Integrated Surveillance System - Traffic Alert and Collision Avoidance System

The traffic alert and collision avoidance system (TCAS) gives alerts to the flight crew of possible collisions with other airplanes.

If an airplane is a collision threat, the TCAS function selects the best maneuver to prevent a collision. If the other airplane has TCAS, a maneuver coordination is done through the ATC data link.

The TCAS function is in each integrated surveillance system processor unit (ISSPU).

The TCAS function sends data to the display crew alerting system (DCAS) displays.

TCAS uses the ATC function to send TCAS data to other TCAS equipped 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 traffic button (TFC) on the electronic flight instrument system/display select panel (EFIS/DSP) causes the location and track of other airplanes to show on the map displays.

Features

The other type of advisory is the resolution advisory (RA). The RA gives an indication to the flight crew to change the vertical direction of the airplane or hold the present altitude to prevent a possible collision.

Rev 1.0

The primary flight displays (PFD) show the flight crew how to change or hold vertical speed. Aural alerts come on in the flight deck through the communication/warning speakers. The ATC/TCAS antennas are on the top and bottom of the airplane. The antennas are directional.


10-17

Navigation Antenna Drive Unit WXR Antenna

WXR RT Right

WXR RT Left

INR

TEST INR STATUS

Rockwell Collins

Rockwell Collins

CONTROL FAULT ANTENNA FAULT

LRU STATUS

LRU STATUS



LOWER ANT FAIL

LOWER ANT FAIL VHF

WXR R/T FAIL

HF

SAT

CAB

GPWS

WXR

VHF

HF

SAT

CAB

GPWS

WXR

VHF

HF

SAT

CAB

GPWS

WXR DRIVE FAIL

XPDR

WXR R/T FAIL

XPDR

WXR

WXR DRIVE FAIL

XPDR

TEST

TEST



1

2

4

5

7

8

.

0

ISS-2100

R

C

XFR

3 1 4

6 9

2 5

CLR

7

8

.

0

XFR

3 1 4

6 PREV NEXT 2 PAGE 3 PAGE 9 5 6 PREV PAGE

CLR

7

8

9

.

0

CLR

STBY S T E P


NAV

STBY MENU S NAV T OFF PANEL E STBY XFR MENU P OFF S NAV T OFF PANEL E NEXT MENU P OFF PAGE PANEL OFF

PREV PAGE

NEXT PAGE

ISS-2100

MFD

OFF

L

L TCP

MINS RADIO BARO FPV

R

SYS

CDU

INFO

COMM

ND

BARO IN HPA

MTRS

RST

STD

ND CHKL

PLAN

RANGE

MAP

EICAS

MENU CTR

CANC/RCL ENG


J5

J4

J3

J2

J1

Radio Altimeter System Flight Control Electronics Earth Reference Sytem

RDC

13:45:28z


2 3 5 6 8 9 0 +/ -

27 JUL 05 GR W T

EN TE R D I N S X

E J O T Y


PE RF I N I T

CR Z A L T

FUE L COS T I ND E X 2 5 0 . 0 L BCAL C ZFW M I N F U E L T E MP . - 37 oC RES ERV ES C RZ CG . 30 . 0 P E R F I N IT ST EP S I ZE < REQ UE ST IC AO - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - PR E- F LT < IN DEX THRU ST L I M > 7 00 DEP ALTN VNAV RTE ARR EXEC FMC PROG LEGS HOLD COMM PREV NEXT PAGE PAGE

STAT GEAR

IN HPA STD

CTR TFC

FO L

R

LOWER L R SYS CHKL

CDU HYD

INFO ND

2 3 5 6 8 9 0 +/-

EICAS

J1

J5

TRK

312

J4

J3

J2

J1

R EFB

RDC

J2

123.85 VHF 1 3777 BOE1 NCC1701E

HDG HOLD

100

00:02 ELAPSED TIME 01:45

39

000

20

10

10

10

10

7

3 90 80

220 DUVAL 10000

VOR R YKM DME---

20

GS 475 TAS 475 --- o /---

60

2 6

MIC

MIC CALL

MIC CALL

R VHF

MIC CALL

MIC CALL

FLT

80

VAMPS 8000A 10

MIC CALL

CAB

PA

MIC CALL SAT 1 2

SPKR

INT

TRAFFIC

HUD

VOR R L ADF L R

LACRE 39 8

TFC SEL HDG 090

MIC CALL

HF L R IN LACRE 1540.9z 7.0 NM

000 40

MIC CALL C VHF

80

38 600

29.92

8 000

20

38 800

20

200

.828

UNWOUND

L VHF

00

1

240 KBFI 31L

0

6 2

39 200

1

25 8

DUVAL 1000

MIC CALL

A/P 20

280 6

NOLLA 200

NOLLA 2000


ALT

IBF1/130 o

300

20 DATE 28 FEB 06

ARPT STA WXR +5 CAL TFC TA ONLY VOR L OLM DME--2 200 24 000

J1

33

787FLTBOE1

16 000


J3


MAG

30

CCR Cabinet (2)

J4

RDC

UTC TIME 15:21:08z

J5

LWR W8MT- 31-61-0017

J2

FLT # MIC 27 XPDR SECAL TAIL #

CURSOR CONTROL

L LWR

J3

GS 0 TAS 50 341 o / 0

E J O T Y

EXEC

R

Integrated Surveillance System Processor Unit (Left) WARNING

J4

EN TE R D I N S X

CANC/ REL

SCRATCHPAD AUTO

CURSOR CONTROL

1 4 7 .


TERR

MFD

TERR

RDC


BAROSET 2240 HPA

FPV MTRS ND RANGE

WXR CAPT L R

ENG

L


RADIO BARO RST

EXEC

EFB

ELEC FCTL

MINS FT 2240

TFC

CAUTION J5

36


WXR

EFIS/DSP (2)

ACP (3)

MAG

V

B

R

APP L R MKR


Head Down Display

Integrated Surveillance System - Weather Radar System Features The weather radar system (WXR) 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 WXR function is in each integrated surveillance system processor unit (ISSPU). These are the WXR components: • • •

Two receiver/transmitter modules (RTM) Antenna flat plate Antenna drive unit.

The RTM sends weather display data to the ISSPU through a fiber optic cable. The ISSPU then sends the WXR data to the display crew alerting Rev 1.0

system (DCAS). DCAS shows a fourcolor weather display on the navigation map display and the primary flight display (PFD) mini map. The onside electronic flight instrument system/display select panel (EFIS/DSP) selects weather returns to show on the displays and also controls the range for the weather display.

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 2300 feet during approach. Antenna attitude stabilization is done using data from the earth reference system (ERS).

The flight crew selects the operation mode, receiver gain and antenna tilt angle on the WXR menu on the tuning control panels (TCP). The map mode can show coastlines or large bodies of water. The weather radar has a predictive windshear mode that can find conditions that cause a windshear. If it finds these conditions, it makes an aural warning and shows a special windshear display on the displays.


10-18

Navigation

Rockwell Collins

Rockwell Collins

LRU STATUS

LRU STATUS



INR

LOWER ANT FAIL

LOWER ANT FAIL

WXR R/T FAIL

WXR R/T FAIL

TEST

WXR DRIVE FAIL

WXR DRIVE FAIL

INR STATUS CONTROL FAULT ANTENNA FAULT

TEST

VHF

HF

VHF


SAT

CAB

GPWS

WXR

XPDR

HF

SAT

CAB

GPWS

WXR

VHF

HF

SAT

CAB

GPWS

TEST XPDR

WXR


XPDR

ISS-2100

ISS-2100


1

2

3

4

5

6

7

8

.

0

R C

1 4

9

STBY

XFR

2 5

CLR

7

8

.

0

3 1 4

6 PREV 2PAGE 3 NEXT PAGE 9 5 6 PREV

.

8 0

NAV STBY MENU

XFR

S T OFF PANEL E P OFF

NAV

STBY MENU S PANELT OFF E P OFF

NEXT PAGE

PAGE

CLR

7

S T E P

XFR

9

NAV MENU

PANEL OFF PREV PAGE

CLR

NEXT PAGE

OFF

MFD L

L TCP


MINS RADIO BARO FPV

R

SYS

CDU

INFO

CHKL

COMM

ND

BARO IN HPA

MTRS

RST

Integrated Surveillance System Processor Unit (Left)

STD

ND PLAN MAP

EICAS

RANGE MENU CTR

CANC/RCL ENG

WXR

TFC

TERR

EFIS/DSP (2)

J5

J4

J3

J2

J1

Radio Altimeter System Flight Control Electronics Earth Reference System

RDC

WARNING

CAUTION J5

J4

J3

J2

J1


D I N S X

27 JUL 05 GR W T

P ERF I N I T

CR Z AL T

FU EL CO ST I N DEX 2 50 .0 L BC ALC ZF W M I N F U E L T E MP . - 3 7oC RE SER VES C RZ CG . 3 0. 0 PE RF I N I T S TEP S I ZE < RE QUE S T IC AO - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - PR E- FLT 7 00 INIT RTE DEP ALTN VNAV EXEC REF ARR FMC PROG FIX LEGS HOLD COMM NAV PREV NEXT RAD PAGE PAGE

EN TE R E J O T Y


BAROSET HPA 2240

FPV MTRS ND RANGE

RADIO BARO RST

IN HPA STD

CTR WXR CAPT L R

TFC

FO L

SYS CHKL

CDU HYD

INFO ND


2 3 5 6 8 9 0 + /-


TERR

MFD

R

LOWER L R

ENG

L

ELEC FCTL

MINS FT 2240

EXEC

EICAS

E J O T Y

J5

J4

J3

J2

CCR Cabinet (2)

J1

EXEC

L


D I N S X

CURSOR CONTROL

R LWR

FLT # MIC 27 XPDR SECAL TAIL #

EN TE R

CANC/ REL

SCRATCHPAD AUTO

CURSOR CONTROL

EFB

TRK

312

LWR W8MT- 31-61-0017

RDC

123.85 VHF 1 3777 BOE1 NCC1701E 20 DATE 28 FEB 06

HDG HOLD

100

39

20 10

7

3 90 80

10 220

10 VOR R YKM DME---

20

29.92

.828 GS 475 TAS 475 --- o /---

60

MIC

MIC CALL C VHF

MIC CALL

MIC CALL

R VHF

80

VAMPS 8000A 10

MIC CALL

FLT

MIC CALL

MIC CALL

HF L R

CAB

PA

MIC CALL SPKR

SAT 1 2

INT IN

TRAFFIC

VOR R L ADF L R

V

B

R

APP L R MKR

HUD

LACRE

ACP (3)

39 8 TFC SEL HDG 090

MIC CALL

2 6


000 40

80

38 600

200

DUVAL 10000

38 800

20

8 000 EFB 20

L VHF

6 2

00

1

240

UNWOUND

MIC CALL

000

39 200

1

25 8

DUVAL 1000

KBFI 31L

NOLLA 2000


A/P 20 10

280 6

NOLLA 200

0

J1

ALT

IBF1/130 o

300 00:02 ELAPSED TIME 01:45

ARPT

16 000

R

J2

33

787FLTBOE1

UTC TIME 15:21:08z

STA WXR +5 CAL TFC TA ONLY VOR L OLM DME--2 200 24 000

J3


MAG

30

STAT GEAR

36

2 3 5 6 8 9 0 +/ -

J4

RDC

RDC

GS 0 TAS 50 341 o / 0 13:45:28z


J5

MAG


Head Down Display

Integrated Surveillance System - Terrain Awareness Warning System Features The terrain awareness and warning system (TAWS) gives alerts or warnings to the flight crew of unsafe 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 TAWS function is in each integrated surveillance system processor unit (ISSPU). The TAWS uses these inputs to calculate alerts and warnings: •

• •

Common data network (CDN) includes air data, inertial data, flight management data, flap position data and landing gear position data Instrument landing system data Radio altimeter data.

Rev 1.0

TAWS alerts and warnings go to the display crew alerting system (DCAS) and the communication/warning speakers. The TAWS supplies these prioritized modes when the airplane is between 30 and 2450 feet of radio altitude: • • • •

• • • • • •

Mode 1 - excessive descent rate Mode 2 - too much terrain closure rate Mode 3 - excessive descent after takeoff or go-around Mode 4 - insufficient terrain clearance when not in the landing configuration Mode 5 - excessive deviation below glideslope Mode 6 - altitude aural callouts Mode 7 - reactive windshear Terrain awareness (TA) mode Terrain clearance floor (TCF) mode Runway field clearance floor (RFCF) mode.

The system supplies voice warnings to help the pilots identify the cause of the warning or alert. The flight crew can use the TAWS menu on the tuning control panels (TCP) to select the left or right TAWS function. They can also select these override functions: • • •

Trailing edge flaps Landing gear Terrain.

The TA mode uses a world-wide terrain data base to give early warnings of terrain proximity. The TCF mode uses data for the landing airport to provide early warnings of an unsafe approach. The RFCF mode provides warnings for runways at higher elevations compared to the terrain below the approach path.


10-19

Navigation G/S INHIBIT

TRANSPONDER MODE

AURAL CANCEL

VHF

HF

SAT

CAB

GPWS

WXR

XPDR


BELOW G/S

STBY

TA/RA IDENT

CANCEL

Alerting and Transponder Panel GPWS MENU ALERT/XPDR CTL ON ALERT/XPDR> SATCOM SYS
TRANSPONDER FLAP OVRD OVRD NORM> GEAR OVRD OVRD NORM> TERR OVRD OVRD NORM>

XPDR CODE

CAPT TCAS

2307

ABOVE>

NORM> BELOW>

XPDR SYS

GND PROX SYS

R

CAPT TCAS ALT

ABS

REL>

RADIO MISC>

GPWS Control

ALERT/XPDR G/S
Transponder Control

WEATHER RADAR AURAL CANCEL>

CAPT GAIN

--------------------------------

2/2 WXR TEST

WX>

ON

WX+T>

TA ONLY>

MAP> WXR SYS

TILT CTRL

TA/RA>

Transponder Mode Backup

OFF>

+2

WEATHER RADAR

1/2 CAPT MODE

MAN

AUTO>

WXR Control Page 1

R

WXR Control Page 2

Integrated Surveillance System - Controls Features The alerting and transponder panel (ATP) and tuning control panels (TCP) are used to control the integrated surveillance system (ISS). The ATP has these controls: • • •

Glideslope (G/S) inhibit switch Transponder mode selector Aural cancel switch.

The G/S switch BELOW G/S annunciation illuminates during approach when the airplane deviates below one of the following: • •

•

Instrument landing system (ILS) glideslope Global navigation satellite system (GNSS) landing system (GLS) glide path Flight management function (FMF) generated glide path.

Rev 1.0

The G/S switch can be pushed below 1000 feet radio altitude to inhibit the G/S alerts and extinguish the annunciation. The transponder mode selector is used to select the air traffic control (ATC) or traffic alert and collision avoidance system (TCAS) mode. The aural cancel switch is used to cancel the active aural alert even while the condition remains active. If the ATP fails, the TCPs can be used as the alternative control of the ATP functions. The TCPs have these ISS selections: • • •

Ground proximity warning system (GPWS) Weather radar (WXR) Transponder (XPDR).

The GPWS selection allows the flight crew to select: • • • •

Left or right systems Flap override Gear override Terrain override.

The WXR selection allows the flight crew to select: • • • • •

WXR gain WXR modes WXR antenna tilt control mode Left or right WXR system WXR test function.

The XPDR selection allows the flight crew to select: • • • • •

XPDR code IDENT switch Left or right systems TCAS altitude envelope ranges TCAS altitude.


10-20

Navigation 195

HDG HOLD

ALT

IBF1/130o

39000

A/P

300

6 20

20

10

10

10

10

20

20

39200

280

1

6

258 7

00 39080 80

240

1

220

---o/---

38800

2 6

38600

200

29.92

.828 GS 475 TAS

2

475

5 VAMPS

13R

+09

GS 346 TAS 345

RANGE

20

TRK

SEL HDG

090

EPM 1738.5z 92.5 NM

057 MAG

5

TFC

MENU

PLAN

MAP

TRAFFIC LACRE

398

-14


WINDSHEAR

10 -08

IN

6

3

MAG

9

TCAS Display

TERRAIN

10

TERR 077 021 TA ONLY

12.4 L

Weather Radar Display

RNP

ANP

1.00

0.03

GPS

4000 12000 8000 4000 000

0

10

20

Terrain Display

Integrated Surveillance System - Displays WXR shows in these four colors on the map displays:

Features The integrated surveillance system displays are: • • •

Traffic alert and collision avoidance system (TCAS) Weather radar (WXR) Terrain awareness and warning system (TAWS).

These TCAS symbols can appear on the navigation map display and the primary flight display (PFD) mini map display: • • • •

• • • •

Green (light moisture) Yellow (moderate moisture) Red (heavy moisture) Magenta (turbulence).

The WXR has a maximum range of 320 nautical miles (NM). When a predictive windshear (PWS) warning or caution occurs, the windshear symbol will indicate where the microburst is in relation to the airplane heading.

The TAWS data shows on the navigation map display and the PFD mini map. It has a maximum range of 320 NM. The terrain is displayed using colored dot patterns to indicate the terrain altitude relative to the airplane altitude. On the vertical situation display (VSD), the terrain can be seen relative to the airplane’s flight path.

Other traffic (white open diamond) Proximate traffic (solid white diamond) Traffic advisory (Solid amber circle) Resolution advisory (solid red box).

Rev 1.0


10-21

11 Autoflight Systems

Autoflight Systems

Autoflight Systems

11

Autoflight Features

•

Flight Management Function

FLIGHT MANAGEMENT FUNCTION

•

Autoflight Function

•

Thrust Management Function

The flight management function allows preplanned flight profile control and guidance for best performance and fuel economy. AUTOFLIGHT FUNCTION The autoflight function supplies automatic control of the airplane and flight director guidance. The function controls the airplane on the selected flight path and at the selected speed. THRUST MANAGEMENT FUNCTION The thrust management function controls the engines independently to get the best performance.

Rev 1.0


11-1

Autoflight Cruise

Climb

A/P

Descent

A/T ARM L R

IAS

TRK

250

CLB/CON

VNAV

A/T

FLCH

200

UL RL

LNAV

F/D ON

V/S

FPA

ALTITUDE

XFR HDG

200

UL

OFF

HDG

MACH XFR

IAS

10 AUTO A/P DISENGAGE

XFR V/S

200

SEL

30 BANK LIMIT

UL 12000 AUTO

DOWN

A/P

17000

+2000

1000 LOC/FAC F/D ON

HOLD

VS/FPA

APP

HOLD

UP OFF

OFF

Go-Around Approach

Flare Takeoff

FMF & TMF

Rollout

Displays

AFF

FLT #787FLTBOE1 MIC 123.85 VHF 1 XPDR 3777 SECALNICK TAIL NCC1701E #

100

280

PCM

GG

FOX ACS FOX ACS

GG


ALT

MAP

39000 GS0 TAS50 RANGE 40 341o/ 0

A/P 20

20

10

10

10

10

20

20

1

6

258 7

220

38800 2 6 38600

200

29.92 IN

.828 GS475 TAS475 ---o/---

LACRE 1540.9z 7.0NM VAMPS 8000A 10 LACRE 398

20

TRAFFIC

ARPT NOLLA 200

STA WXR + 5 CAL TFC TA ONLY VOR L OLM DME--2200 24000

DUVAL 1000

KBFI 31L VOR R YKM DME--NOLLA 2000

DUVAL 10000

16000 8000

TFC 090 SEL HDG

NOLLA 1538.8z 7.9NM 33

27

00 390 8080 1

240

MENU

PLAN TRK 312 MAG 30

6 39200 2

36

PCM

HDG HOLD IBF1/130o

300

00:02 UTC TIME DATE ELAPSED TIME 15:21:08z 28 FEB 13 01:45

MAG

000 0

UNWOUND

20

40

60

80

Autoflight Overview Autoflight Systems The autoflight system is made up of these systems: • • •

Flight management function (FMF) Autoflight function (AFF) Thrust management function (TMF).

This group of functions operate together to decrease flight crew workload and provide automatic flight control and automatic landing capability. Autoflight status information is shown on the display crew alerting system (DCAS) displays.

The FMFs calculate the lateral and vertical components of the flight path. It then sends these guidance commands to the AFF to follow the flight plan. AUTOFLIGHT FUNCTION The AFF includes the autopilot and flight director. The AFF can use commands from the FMF or the flight crew can use the mode control panel to control the airplane. THRUST MANAGEMENT FUNCTION The TMF controls the engine thrust levers. The FMF sends thrust and speed targets to the TMF for best overall flight performance.

FLIGHT MANAGEMENT FUNCTION The flight crew uses the control display units (CDU) to enter the route and performance data for the flight. Rev 1.0


11-2

Autoflight Integrated Nav Radios (2)


A/T ARM L R

DME (2) DME

IAS

MACH

HDG

FPA

ALTITUDE XFR

A/P

OFF

ANTENNA FAULT

10

TEST TEST

INR STATUS

V/S XFR

LNAV

DME STATUS CONTROL FAULT

CLB/CON

VNAV

A/T

FLCH

F/D ON

SW MOD

CONTROL FAULT ANTENNA FAULT

TRK

XFR

A/P

Honeywell

INR

AUTO A/P DISENGAGE

30 sel

AUTO

DOWN

1000 LOC/FAC

BANK LIMIT

F/D ON

HOLD

VS/FPA

HOLD

APP

UP


OFF

OFF

MOD STAT

Mode Control Panel

L Nav/V Nav Pitch and Roll Commands To Flight Control Surfaces

Flight Control Electronics (4) MFD

L

MINS RADIO BARO FPV

R

HEADING REF NORM J1

J2

J3

J4

J5

SYS

CDU

INFO

CHKL

COMM

ND

BARO IN HPA

MTRS

RST

STD

ND

TRUE J1

J2

J1

J3

J2

J4

J3

J5

J4

J5

J1

RDC

RDC

Heading Reference Switch

J2

J3

J4

RANGE

PLAN

J5

Thrust Control Module

MAP

EICAS J1

J2

J3

J4

MENU

CTR

J5

CANC/RCL

RDC

WXR

ENG

TFC

TERR

EFIS/DSP (2)

FLT # J1

J2

J3

J4

J5

MIC XPDR SECAL

RDC

TAIL #


UTC TIME

DATE

15:21:08z

28 FEB 06

HDG HOLD

100

ALT

39 000

IBF1/130 o

A/P

300

6

00:02 ELAPSED TIME

20

20

10

10

39

200

1

6

3 90 80

25 8 7

Core Network ------------------------
T

MENU

PGUP

PGDN

XFR

ENTER

BRT

TAS

50

TRK

0

312

10

10

20

20

30

33

475 --- o /--GS

A B CDE F GHI J K L MN O P QRS T U V WX Y Z SP/

27

TAS

80

38

800

38

600

29.92

.828 475

IN


20

2 6


MAG

200

PWR DSPL

DIM DSPL

36

AB CDE F GHI J K L MN O P QRS T U V WX Y Z SP/

220 0 341 o / GS

1 2 3 4 5 6 7 8 9 . 0 +/-

00

1

240

1 2 3 4 5 6 7 8 9 . 0 +/-

2

280

01:45

TRAFFIC LACRE

39 ARPT

8

TFC NOLLA 200

STA

WXR +5 CAL

DUVAL 1000

SEL HDG

090

MAG

KBFI 31L

TFC TA ONLY

VOR L OLM

Common Computing Resource Cabinet (2)

SPLIT MODE

SHOW MENU

VOR R YKM

DME---

DME--NOLLA 2000

2 200 24 000 16

EFB

DUVAL 10000

000

8 000


000

0

UNWOUND

20

40

60

80

HUD

Head Down Display

Flight Management Function Features The flight management function (FMF) provides vertical and lateral guidance for all phases of flight except the takeoff roll and final approach/touchdown. This reduces the flight crew work load and most importantly, provides improved economical benefits for the customer. The common computing resource (CCR) cabinets have three flight management functions (FMF). They are designated as: • • •

Master Hot spare Backup.

The FMF has these functions: • • •

Navigation Performance Guidance.

as the heading reference for the FMF. The performance function uses the airplane aerodynamic model and flight crew entries to calculate the most economical vertical flight path. The flight crew entries are:

The navigation function calculates airplane position, altitude, velocity and navigation performance data.

• • •

It also autotunes these navigation radios for position update and as part of the flight plan:

The guidance function calculates lateral and vertical commands and sends them to the autoflight functions (AFF) in the flight control electronics (FCE). It also sends thrust and speed commands to the thrust management function (TMF).

• •

The master FMF sends lateral guidance commands and vertical guidance commands to the autoflight functions (AFF) with mode requests from the MCP.

Rev 1.0

The primary crew interface for the FMF are the display crew alerting (DCAS) control display units (CDU).

• •

Distance measuring equipment (DME) system VHF omnidirectional ranging (VOR) system Instrument landing system (ILS) GPS landing system (GLS).

The heading reference switch is used to select either magnetic or true

Cost index Cruise altitude Airplane gross weight.

The guidance function also sends the commands and navigation map data to the display crew alerting system (DCAS) displays.


11-3

Autoflight L EFB

IDENT

R LWR

POS INIT

RTE 1


DEPARTURES

13:45:28z

27 JUL 13

INIT/REF INDEX

CHKL COMM

< PO S

1

2

3

4

5

6

8

9

0

+/-

A

B

C

D

E

F

G

H

I

J

K

L

M

N

O

MISSED APPR>

Q

R

S

T

U

V

W

X

Y

Z

SP

/ DEL CLR

NEXT PAGE

SUPP NAV DATA>

.

PREV PAGE

ALTN>

< PERF

E N T E R

7

P

ACT RTE 1

NAV DATA>

ND

PERF INIT

ENG OUT>

MAINT>

INIT REF

RTE

DEP ARR

ALTN

VNAV

FIX

LEGS

HOLD

FMC COMM

PROG

NAV RAD

EXEC

PREV PAGE

THRUST LIM

NEXT PAGE

INVALID ENTRY ZFW (ZERO FUEL WEIGHT) VALID ENTRY RANGE IS: 160.0 TO 360.0 (LBS)

EXEC

TAKEOFF REF


CURSOR CONTROL

CDU Display

ACCEPT>

Multi Function Keypad

Preflight Introduction Features The flight crew use the cursor control device (CCD) and multi function keypad (MFK) to enter the flight plan data on the control display unit (CDU) display. These are the pages: • • • • • • •

IDENT POS INIT RTE DEP/ARR PERF INIT THRUST LIM TAKEOFF REF.

The RTE pages are used to generate a flight plan or set a company route from the navigation data base. The DEP/ARR pages are used to select the departure runway and standard instrument departure (SID) data. The destination approach and runway is also selected from these pages. The PERF INIT pages are used to enter airplane and atmospheric data that is necessary for the flight management function (FMF) to calculate the flight vertical profile performance data.

The IDENT page is used to verify the FMF operational program and data base information.

The THRUST LIM page is used to select the engine thrust limits for the thrust management function (TMF).

The POS INIT page is used to set the reference airplane initial position.

The TAKEOFF REF pages are used to select takeoff flap setting, center of gravity and takeoff V speeds.

Rev 1.0


11-4

Autoflight Autopilot Disconnect Switch


Control Wheel Backdrive Actuator

Wheel Posn XDCR ERS

RAD ALT Honeywell RAD ALT STATUS RX ANT TX ANT TEST SW MOD /

Control Column Backdrive Actuator

RADIO ALTIMET

ADRS LRRA Xcvr (2)

Column Posn XDCR

INR


A/P

A/T ARM L R

IAS

MACH XFR

OFF F/D ON

CLB/CON A/T

OFF

HDG

TRK

XFR

V/S

Pedal Backdrive Actuator

Flight Control Electronics (4)

INR (2) ALTITUDE

FPA

XFR

Rudder Pedal Posn XDCR

A/P

LNAV DOWN 10 30 AUTO SEL BANK LIMIT FLCH A/P DISENGAGEHOLD UP

AUTO

VNAV

VS/FPA

1000 LOC/FAC F/D ON APP HOLD OFF

Mode Control Panel

WARNING

Primary Flight Control Surfaces

J1

J2

J3

J4

CAUTION

J5

RDC Master Warn and Caution

Autopilot Disconnect Switch FLT # MIC XPDR SECAL TAIL #

HDG HOLD


UTC TIME

DATE

15:21:08z

28 FEB 06

100

ALT

39000

IBF1/130o

A/P

300

6

00:02 ELAPSED TIME

20

20

10

10

10

10

20

20

7

J2

J3

J4

J5

MIC CALL L VHF

HEADING REF

RDC

NORM

MIC

MIC CALL

MIC CALL

C VHF

R VHF

MIC CALL

MIC CALL

FLT

MIC CALL l

TRUE

MIC CALL

MIC CALL

HF r

PA

MIC CALL SAT 1 2

SPKR

INT VOR R L ADF L R

V

B

R

00 39080 80 1

240

CAB

Comm/ Warning Speakers

220

CCR Cabinet (2)

2 1

6

25 8 J1

39200

280

01:45

38800

2 6

38600

200

29.92

.828 GS475 TAS 475

IN


---o /---

HUD

VAMPS 8000A

APP L R MKR

10

TRAFFIC LACRE

398 TFC

Heading Reference Switch


SEL HDG 090

MAG

Head Down Display

Autopilot Flight Director System Features The autopilot flight director system (AFDS) has these components: • • • •

One mode control panel (MCP) Two takeoff go around (TOGA) switches Two autothrottle disconnect switches Three backdrive actuators (BDA).

The autoflight function (AFF) is a software application in three of the flight control electronics (FCE). The AFF automatically controls airplane heading, track, speed, altitude, navigation paths and goaround. The flight director provides guidance commands for these functions plus for takeoff. The airplane can do failoperational and fail-passive approach and landings.

Rev 1.0

The AFFs send commands to the primary flight control functions (PFCF), which control the power control units (PCU) to move the control surfaces. There are two autopilot engage switches on the MCP. All available autopilot channels engage when the flight crew pushes either switch. The PFCFs process and change the autopilot commands into surface commands that go to the PCUs and backdrive commands that go to the BDAs. The BDAs 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.


11-5

Autoflight RAD ALT

Honeywell

RAD ALT STATUS RX ANT TX ANT TEST

SW MOD /

RADIO ALTIMET

Radio Altimeter (2)


Main Engine Data Concentrator (2)


EEC (2)


IAS

A/T ARM L R

MACH

HDG

TRK

V/S

XFR

A/P

FPA

ALTITUDE

XFR

XFR

A/P

LNAV OFF CLB/CON

VNAV

A/T

FLCH

10 AUTO

F/D ON J1

J2

J3

J4

A/P DISENGAGE

sel

AUTO

DOWN

30

1000 LOC/FAC

BANK LIMIT

F/D ON

HOLD

VS/FPA

HOLD

APP

UP

J5

J1

OFF

RDC

J1

J2

J3

J4

J2

J3

J4

J5

OFF

RDC

Mode Control Panel

MIC CALL

J5

L VHF

MIC CALL C VHF

MIC CALL

MIC CALL

R VHF

MIC CALL

FLT

CAB

PA

RDC MIC

MIC CALL

MIC CALL

MIC CALL

HF l r

MIC CALL SAT 1 2

SPKR

INT 13:45:28z

LOWER MFD SYS CDUINFO

27 JUL 05 13:45:28z PERF INIT

GR WT

27 JUL 05


PERF INIT CRZ ALT

GR WT

CRZ ALT

CHKLCOMMND 1

2

4

5

7

8

.

0 +/-

E N T E R

6 9

A B C D E F G H I K L

VOR R L ADF L R

CHKLCOMMND FUEL COST INDEX FUEL COST INDEX 250.0LBCALC 250.0LBCALC ZFW MIN FUEL TEMP ZFW MIN FUEL TEMP . - 37oC . - 37oC RESERVES CRZ CG RESERVES CRZ CG . 30. 0 . 30. 0 PERF INIT STEP SI ZE PERF INIT STEP SI ZE 700 700 INIT RTE DEP ALTNVNAV INIT DEP EXEC REF RTE ARR ALTNVNAV EXEC REF ARR FMCPROG FMCPROG FIX LEGSHOLDCOMM FIX LEGSHOLDCOMM NAV PREVNEXT NAV PREVNEXT RAD PAGEPAGE RAD PAGEPAGE

3

J

M N O

P Q R S T U V W X Y

MAP 1

2

4

5

7

8

.

0 +/-

6 9

PLAN

251 341 o / 0

TAS252 RANGE

GS

E N T E R

CF13R 1154.3z 11.6 NM

20

12

IBFI 13R E10

A B C D E F G H I K L

TAT+13c

MENU

18

NOLLA 2200

LWR


R EFB

TERR

Common Computing Resource Cabinet (2)

66. 4

EICAS

APP L R MKR

Comm/ Warning Speakers

N2

2055

L LWR


583

66. 4

10 EXEC

CURSOR CONTROL

R

R

21. 7

EGT

U V W X Y

CF13R L

B

N1

583

9

Z SP / EXEC

CURSOR CONTROL

V

102.4

21. 7

15

J

M N O

P Q R S T

Z SP /

EFB

TO

102.4

3

2. 0

A KPAE

FF

29

OIL PRESS

2. 0

WARNING

29

60

OIL TEMP

18

OIL QTY

18

0. 8

VIB

0. 8

60

GPS

2200 12000

CF13R

NOLLA 2200

RW13R 63 N1

8000

CAUTION

N1

4000 J1

J2

000

0

10

20

HDD

RDC

J3

J4

J5


Thrust Management Function •

Features The thrust management function (TMF) can control the thrust levers from takeoff to touchdown. It gives maximum fuel conservation through smooth, precise thrust control. Like other flight management subsystems, the autothrottle design gives maximum operational and cost benefits. The TMFs are in the common computing resource (CCR) cabinets. The TMF operates the thrust levers through two independent servomotors. The TMF controls the engines independently to get the best performance from each engines. These are the TMF controls in the flight compartment: •

Arm switches on the mode control panel (MCP). These arm the autothrottle

Rev 1.0

• •

Takeoff/go-around (TO/GA) switches on the thrust levers (T/L) select the takeoff or goaround modes Disconnect switches on the T/Ls disconnect the autothrottle Mode select push-buttons on the MCP select thrust or speed control.

For airspeed control, the TMF accepts mach and airspeed commands from the FMF or MCP. The TMF operates with the electronic engine control to give improved performance.

The flight crew can select the TMF mode with the mode select pushbuttons on the MCP. Usually the autoflight function (AFF) selects the correct autothrottle mode for the flight phase. The active autothrottle mode shows on the flight mode annunciation (FMA) displays. The TMF moves the thrust levers to control thrust or airspeed. For thrust control, the flight management function (FMF) calculates the correct thrust setting for the flight phase.


11-6

Autoflight A/P

A/T ARM L R

IAS

HDG

MACH

TRK

IAS UL

OFF

HDG

200

250

LNAV

CLB/CON

VNAV

A/T

FLCH

V/S

FPA

ALTITUDE

XFR

XFR

200

UL RL 10 AUTO

F/D ON

A/P DISENGAGE

XFR V/S

200

SEL

UL 12000 AUTO

DOWN

30 BANK LIMIT

A/P

17000

+2000

1000 LOC/FAC F/D ON

HOLD

VS/FPA

HOLD

APP

UP OFF

OFF

Autopilot Disconnect Switch

FLT #

787FLTBOE1

MIC

123.85 VHF 1

XPDR

3777

185

VNAV PTH

LOC

G/S

6

00:02 DATE

28 FEB 13

ELAPSED TIME

280

01:45

6

20

20

10

10

39 200

1

7

240 220

1 10

10

20

20

200

38 800

2 6

38 600

29.92 IN

.708

TOGA Switches

2

90 00 3 80 80

258

Autothrottle Disconnect Switches

39 000

A/P

300

TAIL # NCC1701E UTC TIME

LNAV

FMC

SECAL NICK

15:21:08z

SPD

IBF1/130o

LACRE 1540.9z 7.0NM

GS 475 TAS 475 ---o /--VAMPS 8000A 10

TRAFFIC LACRE

398 TFC SEL HDG 090

MAG

Autoflight Modes, Controls and Indications Features The autoflight function (AFF) and thrust management function (TMF) controls are: • • •

Mode control panel (MCP) Takeoff go around (TOGA) switches Autothrottle disconnect switches.

The MCP is the main interface between the flight crew and the AFF. The TOGA switches select takeoff and go-around modes. The autothrottle disconnect switches are used to disconnect the autothrottle. The takeoff mode is a combined flight director and autothrottle mode. The TMF sets engine thrust to the target value calculated by the flight management function (FMF). The flight director gives commands to control the rate of climb and then to

Rev 1.0

control the selected airspeed set on the MCP.

localizer and glideslope radio signals for control inputs.

Vertical navigation (VNAV) and lateral navigation (LNAV) are the normal cruise modes. When these modes are selected, the FMF sends commands to the autopilot, flight director and TMF. The airplane flies the FMF route at the airspeed and altitude for the selected performance.

In go-around, the autothrottle sets the thrust levers to go-around thrust. The flight director and, if available, the autopilot, control rate of climb, airspeed and track.

Other modes are available at the option of the crew. The crew can select modes to change and hold the airplane altitude and to fly a specific track or heading. When a specific vertical mode has been selected, the autopilot or flight director then sets the autothrottle mode that gives the best combined performance.

The engage status and mode of operation show on the display crew alerting system (DCAS) primary flight displays (PFD). The flight mode annunciator (FMA) is at the top of the PFD. Autothrottle, roll and pitch modes show in the FMA. Autopilot flight director status shows below the FMA. Selected airspeed and altitude are shown at the top of the speed and altitude tapes respectively.

The approach mode (APP) is for landing. In the approach mode, the flight director and the autopilot use


11-7

12 Fuel System

Fuel System

Fuel System

12

Fuel FUEL QUANTITY INDICATING SYSTEM

Introduction FUEL CAPACITY One center tank and two main tanks hold 237,000 pounds (107,500 kilograms) of fuel.

The FQIS uses a variable capacitance system and an advanced software application to measure fuel quantity.

UNDERWING REFUEL STATION

FUEL JETTISON SYSTEM

The refuel station is in the left wing. The maximum refuel pressure is 55 psi. The airplane can be refueled in 45 minutes.

The fuel jettison system moves fuel overboard to decrease airplane gross weight. This prevents an overweight landing.

FUEL TANK COMPONENT REPLACEMENT WITHOUT DEFUELING

In the automatic mode, the operation will stop at the maximum landing weight. Alternatively, the flight crew can manually select the quantity of fuel to jettison.

Defueling is not necessary for removal of many fuel system components that are on the front and rear spar. AUTOMATIC WATER SCAVENGE SYSTEM An automatic water scavenge system removes water from the main fuel tanks.

•

Fuel Tanks and Vent System

•

Pressure Refuel System

•

Defuel System

•

Engine and APU Fuel Feed System

•

Fuel and Water Scavenge System

•

Fuel Quantity Indicating System

•

Fuel System Control

•

Nitrogen Generation System

NITROGEN GENERATION SYSTEM The nitrogen generation system is an inert gas system that decreases the flammability of the center tank fuel.

AUTOMATIC CENTER TANK SCAVENGE SYSTEM The automatic center tank scavenge system transfers residual center tank fuel to the main tanks. This increases the quantity of usable fuel.

Rev 1.0


12-1

Fuel Surge Tank

Right Main Tank 5520 US Gallons (20,896 Liters) 36,984 pounds (16,776 kgs)

Center Tank 22,340 US Gallons (84,566 Liters) 149,678 pounds (67,893 kgs)

Left Main Tank 5520 US Gallons (20,896 Liters) 36,984 pounds (16,776 kgs)

Surge Tank

NOTE: Total Volume = 33,380 US Gallons (126,357 Liters) Total weight = 223,646 pounds (101,444 kgs)

Fuel Tanks Features 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. There is a surge tank at the outer end of the left and right main tanks. The surge tanks are part of the wing structure.

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

Fuel pumps Scavenge jet pumps Valve actuators.

Most of these components can be removed and replaced without the need to defuel the tanks.

The left and right main tanks are from rib 9 to rib 32 and the center tank is from rib 9 in the left wing to rib 9 in the right wing. The surge tanks are from rib 32 to rib 35 in each wing.

Rev 1.0


12-2

Fuel

Center Tank Access Panel

Tank Access Door

Baffle Rib Check Valves

Wing Dry Bay

Wing Dry Bay

NGS In

Main Tank Access Panel Fuel Vent Drain Valve

Center Tank Right Main Tank

Left Main Tank Center Tank Access Panel (Rear Spar) Rib 11

Surge Tank

Rib 9

Rib 9

Rib 11

Surge Tank

Rib 21

1 Rib 2

Rib 32

2 Rib 3

Sump Drains

Sump Drains

Surge Tank Drain Check Valve

Fuel Tank Components - 787-8 Features Fuel vent tubes and/or channels maintain the fuel tanks at near ambient pressure during all phases of the airplane operation. Each fuel tank vents to the surge tanks through tubes in the wings. These vent tubes also permit fuel overflow into the surge tanks if necessary. Surge tank drain valves allow fuel to migrate back to the main tanks when the fuel level drops sufficiently. There are float operated drain valves in the vent tubes to allow fuel to drain back into the tanks after refueling.

Rev 1.0

There are sump drain valves in the lowest points of the three fuel tanks and the surge tanks. These provide the means to remove water, obtain fuel samples or drain the tanks for maintenance purposes. There are baffle rib check valves at ribs 11 and 21 in each main tank that allow fuel to migrate inwards. This is to ensure that the main tank boost pump inlets are always covered in fuel. Main tank access is via tank access doors on the lower side of the wings. The center tank is accessed using the center tank access panel in the right main wheel well.


12-3

Fuel

Tank Access Door Wing Dry Bay

NGS In

Baffle Rib Check Valves

Wing Dry Bay

Main Tank Access Panel

Fuel Vent Drain Valve

Center Tank Center Tank Access Panel (Rear Spar)

Left Main Tank RIB 11

RIB 9

Right Main Tank RIB 9

21 RIB

Surge Tank RIB

RIB 11 RIB

21

32

Surge Tank Drain Check Valve Sump Drains

RIB 32

Surge Tank

Sump Drains

Fuel Tank Components - 787-9 Features Fuel vent tubes and/or channels maintain the fuel tanks at near ambient pressure during all phases of the airplane operation. Each fuel tank vents to the surge tanks through tubes in the wings. These vent tubes also permit fuel overflow into the surge tanks if necessary. Surge tank drain valves allow fuel to migrate back to the main tanks when the fuel level drops sufficiently. There are float operated drain valves in the vent tubes to allow fuel to drain back into the tanks after refueling.

Rev 1.0

There are sump drain valves in the lowest points of the three fuel tanks and the surge tanks. These provide the means to remove water, obtain fuel samples or drain the tanks for maintenance purposes. There are baffle rib check valves at ribs 11 and 21 in each main tank that allow fuel to migrate inwards. This is to ensure that the main tank boost pump inlets are always covered in fuel. Main tank access is via tank access doors on the lower side of the wings. The center tank is accessed using the center tank access panel in the right main wheel well.


12-4

Fuel BOND

BOND TAT +13c

QTY X 1000

OVERFILL

DISPLAY SELECT

QTY X 1000

QTY X 1000

TO

STAT

102.4

POWER

21. 7

GEAR

FCTL

J1

Total

J2

J3

J4

TOTAL FUEL EGT

NORMAL

Fueling Status

RDC

Center

CCR Cabinet (2)

QTY X 1000 DISPLAY SELECT

RIGHT

CENTER

LEFT

VALVES

VALVES

VALVES

TEST

LOAD SELECT QTY INCREMENT

ENABLE

SYSTEM

DECREMENT

CLOSE

OPEN RIGHT LEFT

OPEN OUTBD INBD

ALL VALVES

PANEL

OPEN CLOSE

LOAD SELECT FUELING

DOOR CB

OPEN INBD OUTBD

OPEN

OPEN

CLOSE

CLOSE

215.3

L MAIN FWD

66. 4

R MAIN FWD CROSSFEED

N2

2. 0

Right

AIR MAINT

LBS X 1000

66. 4

DEFUEL VALVES

Fueling Status Cross(X)Check

FUEL

EFIS/DSP

583

J5

Cross(X)Check

Left

HYD

N1

583

Total

ELEC

102.4

21. 7

BATTERY

QTY X 1000

FF

33.1

33.2

2. 0 AFT

OIL PRESS

29

CENTER L

29

AFT

R

149.0

OPEN

N1

CLOSE

60

OIL TEMP

18

OIL QTY

18

0. 8

VIB

0. 8

MANUAL FUELING

60

N1

TOTAL FUEL

GROSS WT

640. 0

Refuel Control Panel (RCP)

LBS X 1000

243. 4 FUEL TEMP

SAT +10c

MIN FUEL TEMP

+13c

FUEL TEMP

-37c +13c

Head Down Display

L

R

E N G

Left O/J Pump

Refuel Adapter (2)

E N G

Center Tank

Right O/J Pump

M

M

Left Main Tank

Right Main Tank

M

M

M

M

M

Surge Tank

M

Surge Tank

Refuel/Jettison Manifold

M

Refuel Valves

Refuel Valves

M

Pressure Refuel System Features The refuel station is on the leading edge of the left wing. It has two refuel adapters and a refuel control panel (RCP). The RCP has these components: • • • • • • • • • • •

Three fuel quantity indicators Two load select displays Three fueling valve switches Six fuel valve lights One ALL VALVES switch One LOAD SELECT QTY switch One TEST switch Two display select switches One POWER switch One DEFUEL switch One OVERFILL light.

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. The tanks can

Rev 1.0

be filled individually or all at the same time.

•

Tank gets to the volumetric shut off (VSO).

The FQIS is a dual redundant system with two sets of components designated channel A and channel B. This eliminates the need for fuel measuring sticks on the 787.

When you push the system test switch, the valves close and then open again automatically. The refuel valves can also be manually operated at the valve.

The fuel quantity management system (FQMS) application software is in the common computing resource (CCR) cabinets. There is a proximity sensor on the refuel door that provides the indication to remote power distribution units (RPDU) to send 28v dc to the RCP. The control switches on the RCP 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


12-5

Fuel TAT +13c

BOND

L

NOZZLE

POWER

QTY X 1000

OVERFILL

DISPLAY SELECT

QTY X 1000

QTY X 1000

BATTERY

QTY X 1000

J1

Total Cross(X)Check

NORMAL

Fueling Status

J2

J3

J4

J5

ON

VALVE

VALVE

QTY X 1000 DISPLAY SELECT

RIGHT

CENTER

LEFT

VALVES

VALVES

VALVES

L PUMPS FWD DEFUEL VALVES


Total

TEST

LOAD SELECT QTY

PANEL

INCREMENT

ENABLE

SYSTEM

DECREMENT

CLOSE

OPEN RIGHT LEFT

OPEN OUTBD INBD

ALL VALVES

Right

OPEN CLOSE

LOAD SELECT FUELING

OPEN INBD OUTBD

FUEL CROSSFEED

CLOSE

CLOSE

583

CENTER PUMPS L R ON

ON PRESS

DOOR CB

215.3

L MAIN FWD

N2

R MAIN FWD

33.1

33.2

2. 0

FF

AFT

29

OIL PRESS

ON

PRESS

AIR MAINT

LBS X 1000

66 . 4

ON

AFT

FUEL

EFIS/DSP

CROSSFEED

PRESS

PRESS

CLOSE

MANUAL FUELING

HYD

583

66 . 4

VALVE

Refuel Control Panel

FCTL

TOTAL FUEL

CCR Cabinet (2) 2. 0

ON

OPEN

ELEC

GEAR

EGT

R PUMPS FWD

ON PRESS

OPEN

OPEN

21. 7 N1

FAULT

PULL ON

RDC

Center Left

ARM ARMED

ON

STAT

102.4

21. 7

FUEL TO REMAIN

R

TO

102.4

FUEL JETTISON BOND

PRESS

AFT N1

AFT

CENTER L

29

R

149.0

60

OIL TEMP

18

OIL QTY

18

0. 8

VIB

0. 8

60

N1

BALANCE

GROSS WT

TOTAL FUEL LBS X 1000

640 . 0

ON

243 . 4 FUEL TEMP +13c

SAT +10c

MIN FUEL TEMP FUEL TEMP

-37c +13c

FAULT

Head Down Display

Fuel Control Panel Engine Fuel Feed Manifolds

L Suction Feed Check Valve

R Crossfeed Vlv

E N G Jett Isolation Chk Vlv

Defuel/Isolation Valve

E N G Jett Isolation Chk Vlv

M

LH Fwd Boost Pump

Left O/J Pump

Right O/J Pump M

RH Aft Boost Pump

LH Aft Boost Pump

M

M

Left Main Tank

Right Main Tank

Center Tank M

M

Defuel/Isolation Valve RH Fwd Boost Pump

Refuel Adapter (2) M

Suction Feed Check Valve

M

M

M

M

Surge Tank

Surge Tank Refuel/Jettison Manifold M

M

Defuel System Features The defuel system permits the removal of fuel from each tank. It also permits the transfer of fuel between tanks on the ground.

A suction feed check valve in the left main tank and right main tank allows suction defueling from those tanks. The center tank refuel valves can be used to defuel the center tank.

The airplane is usually defueled using the boost pumps and override jettison pumps. Alternatively, the airplane can be defueled using the suction method. The defuel/isolation valves are opened from the refuel control panel (RCP) on the left wing. This connects the engine fuel feed manifold to the refuel/jettison mainfold so that the fuel can be offloaded using the refuel adaptors. If the fuel can not be offloaded, the refuel valves can be used to send the fuel to other tanks on the airplane.

Rev 1.0


12-6

Fuel FUEL JETTISON L

NOZZLE

ON VALVE

FUEL TO REMAIN

R

TAT

ARM

APU DC Fuel Pump and APU Fuel SOV Cont

APU BOTTLE DISCHARGE APU FIRE J1

FUEL CROSSFEED

R PUMPS FWD

ON

ON

PRESS

PRESS

J2

J3

J4

J5

A P U

AFT

ON

CENTER PUMPS L R ON

ON

PRESS

PRESS

PRESS

FIRE/ OVHT TEST

HYD

FUEL

EFIS/DSP

FCTL

AIR MAINT

DOOR CB

FIRE BOTTLE ARMED

NWW LIGHTS

TOTAL FUEL

SERVICE INPH

NLG DOORS OFF

ARM

CLOSE

215.3

EGT LBS X 1000

66 . 4

L MAIN FWD


N2

2. 0

33.1

33.2

2. 0

FF

AFT

FLIGHT INPH

APU Fire

583

66 . 4

CCR Cabinet (2)

APUC

FLIGHT DECK CALL SW

AFT

BALANCE

ELEC

GEAR

APU

DISCH

VALVE ON PRESS

583

APU FIRE SHUTDOWN

RDC

21. 7 N1

PULL ON L PUMPS FWD

STAT

102.4

21 . 7

FAULT

VALVE

+13c TO 102.4

APU BTL DISCH

ARMED

ON

29

OIL PRESS

29

60

OIL TEMP

60

18

OIL QTY

18

0. 8

VIB

0. 8

AFT

CENTER L


R

149.0

OFF

P40

N1

N1

GROSS WT

ON

640 . 0

FAULT

Valve and Pump Control

Fuel Control Panel

SAT

J1

J2

J3

J4

+10c


243 . 4 FUEL TEMP

MIN FUEL TEMP

+13c

FUEL TEMP

-37c +13c

Head Down Display

J5

RDC

L

R

E N G

E N G

Center Tank Crossfeed Vlv Jett Isolation Chk Vlv

LH Fwd Boost Pump

Left O/J Pump

LH Aft Boost Pump

Left Main Tank

Jett Isolation Chk Vlv

M

Suction Feed Ck Vlv

APU Chk Vlv

Right O/J Pump

RH Fwd Boost Pump

Suction Feed Ck Vlv RH Aft Boost Pump

Right Main Tank

APU DC Pump M

APU SOV Surge Tank

Surge Tank

APU

APU Fuel Feed System Features The APU can receive fuel from each tank with the use of the applicable fuel pumps and crossfeed valve.

APU. However, if ac power is not available, the APU dc pump supplies fuel from the left main tank.

When the fuel pumps are not running, the APU gets fuel from the left main tank. An APU shutoff valve (SOV) lets fuel flow from the engine fuel feed manifold to the APU manifold. The APU controller (APUC) opens and closes the APU SOV during normal operation. The APU fire switch on the P5 overhead panel and the APU fire switch on the P40 service and APU shutdown panel are used to close the APU SOV if an APU fire occurs. Normally, with ac power available, the left aft boost pump comes on to provide a positive flow of fuel to the Rev 1.0


12-7

Fuel FUEL JETTISON TAT +13c

L

NOZZLE

TO

102.4

FUEL TO REMAIN

R

ON

ON

ARMED

VALVE

VALVE

FAULT

FUEL CROSSFEED

ON

583 J1

J2

J3

J4

PRESS

AFT

ENG BTL 1 DISCH

ENG BTL 2 DISCH

ENG BTL 1 DISCH

ENG BTL 2 DISCH

ON

PRESS

AIR MAINT

DOOR CB

1

DISCH

2

1

L E F T

PRESS

AFT

PRESS

R I G H T

2

J1

J2

J3

J4

J5


N2

2. 0

FF

33.1

33.2

2. 0

29

OIL PRESS

N1

RDC

60

OIL TEMP

18

OIL QTY

18

0. 8

VIB

0. 8

AFT

R

60

N1

TOTAL FUEL

GROSS WT

640. 0

LBS X 1000

SAT +10c

Eng Fire Ctrl Pnl

ON

CENTER L

29

149.0


BALANCE

FAULT

215.3

LBS X 1000 L MAIN FWD

66. 4

AFT

DISCH

ON

ON

FUEL

EFIS/DSP

583

66. 4

CCR Cabinet (2)

PRESS

CENTER PUMPS L R

HYD

FCTL

EGT

J5

RDC

R PUMPS FWD

VALVE ON

ELEC

GEAR

TOTAL FUEL

ON

PRESS

21. 7

N1

PULL ON L PUMPS FWD

STAT 102.4

21. 7

ARM

243. 4 FUEL TEMP

MIN FUEL TEMP

+13c

FUEL TEMP

-37c +13c

Head Down Display Fuel Control Panel

L E N G

R Eng Fuel SOV

M

M

Crossfeed Vlv

LH Fwd Boost Pump

Suction Feed Ck Vlv LH Aft Boost Pump



M

Left O/J Pump

Right O/J Pump

Left Main Tank

Eng Fuel SOV

E N G

RH Fwd Boost Pump

Suction Feed Ck Vlv RH Aft Boost Pump

Right Main Tank Center Tank Surge Tank

Surge Tank

Engine Fuel Feed System Features 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 engine fuel feed manifold to the engines.

The individual pumps in a fuel tank are powered from different sources for redundancy. One pump in a tank is sufficient to supply the fuel needs of the engines. If both pumps in a main tank are inoperative, the engines can suction feed.

At the start of a flight when all the tanks are full, the normal procedure is to turn on all six fuel pumps. Initially the override/jettison pumps in the center tank supply fuel to the engines. This occurs because the override/jettison pumps have a higher output pressure than the main tank boost pumps. When the fuel in the center tank decreases, the output pressure of the override/jettison pumps decreases and the main tank boost pumps automatically supply fuel to the engines.

Rev 1.0


12-8


NOZZLE

ON VALVE

TAT +13c

FUEL TO REMAIN

R

TO

583

CROSSFEED

ON

GEAR

J2

J3

J4

EGT

J5

RDC

R PUMPS FWD

CCR Cabinet (2)

AIR MAINT

DOOR CB

215.3

L MAIN FWD

66. 4


N2

2. 0

33.1

33.2

2. 0

FF

AFT

29

PRESS

OIL PRESS

CENTER L

29

AFT

R

149.0

ON

AFT

FUEL

EFIS/DSP

LBS X 1000

66. 4

VALVE

PRESS

HYD

583

ON

PRESS

FCTL

TOTAL FUEL J1

L PUMPS FWD

21. 7

N1

PULL ON

FUEL

ELEC

102.4

21. 7

FAULT

VALVE

STAT

102.4

ARM ARMED

ON

CENTER PUMPS L R ON

ON

PRESS

PRESS

ON

60

OIL TEMP

PRESS

18

OIL QTY

18

0. 8

VIB

0. 8

N1

AFT

60

N1

GROSS WT


640. 0 SAT +10c

BALANCE

243. 4 FUEL TEMP

MIN FUEL TEMP

+13c

FUEL TEMP

-37c +13c

ON

Head Down Display

FAULT

Fuel Control Panel Left Scavenge Isolation Valve

L E N G

Eng Fuel SOV

Right Scavenge Isolation Valve

R

Center Tank M

M

Crossfeed Vlv

M

M

LH Aft Boost Pump

Scav Jet Pump

Left O/J Pump

E N G

M

Scav Jet Pump

Right O/J Pump

Left Main Tank

Surge Tank

Eng Fuel SOV

RH Aft Boost Pump

Right Main Tank

Left Water Scavenge Jet Pump

Surge Tank

Right Water Scavenge Jet Pump

Fuel and Water Scavenge Systems Water scavenge system

Fuel Scavenge System

The water scavenge system removes water from the low points in each main tank to help prevent corrosion.

The fuel scavenge system removes remaining fuel in the center tank and transfers it to the left and right main tanks. This increases the usable fuel quantity in the center tank.

There is a water scavenge jet pump in the main tanks. The aft fuel boost pump provides the motive flow to operate the jet pump. Each jet pump removes fuel and water from its related tank and discharges it to the inlet of the aft fuel boost pump. The water mixes with the fuel and is vaporized during combustion.

The fuel scavenge system is capable of providing transferring sufficient fuel to the main tanks to sustain engine operation in the event that both center tank override/jettison pumps have failed.

The fuel quantity management system (FQMS) application software in the common computing resource (CCR) cabinets controls two scavenge isolation valves in the center tank. When the fuel level in the main tanks has dropped to a specific level, the FQMS will open the two scavenge isolation valves. The two scavenge jet pumps use the motive flow from the main tank boost pumps to remove the remaining fuel from the center tank and send it to the main tanks.

Rev 1.0


12-9


NOZZLE

FUEL TO REMAIN

R

TAT +13c

ON

ARMED

VALVE

VALVE

FAULT

TO

102.4

ARM

ON

STAT

102.4

21. 7

21. 7

ELEC

GEAR

FCTL

583

TOTAL FUEL EGT

R PUMPS FWD

CROSSFEED

ON

J1

J2

J3

J4

AIR

DOOR

MAINT

CB

215.3

LBS X 1000

66 . 4

CCR Cabinet (2)

J5

66 . 4

L MAIN FWD


N2

2. 0

RDC

ON

PRESS

FUEL

EFIS/DSP

583

PULL ON

FUEL

L PUMPS FWD

HYD

N1

33.1

33.2

2. 0

FF

AFT

PRESS

29

OIL PRESS

AFT

CENTER L

29

R

VALVE ON PRESS


ON

CENTER PUMPS L R ON

ON

PRESS

PRESS

AFT

PRESS

AFT

J1

J2

J3

J4

149.0

60

OIL TEMP

18

OIL QTY

18

0. 8

VIB

0. 8

60

J5

N1

N1

RDC GROSS WT

465.5 365.5

BALANCE

LBS X 1000 TO REMAIN

MLW

TOTAL FUEL

215.5 115.0

MIN FUEL TEMP -37c FUEL TEMP +13c

TO REMAIN JETT TIME

25.0 MLW 30 MIN

ON

Head Down Display

FAULT

Fuel Control Panel

L

Left Defuel Isolation Valve

R

E N G

Eng Fuel SOV

Center Tank M

M

Crossfeed Vlv

M


LH Fwd Boost Pump

Suction Feed Ck Vlv

Left O/J Pump

LH Aft Boost Pump

E N G

M


M

Eng Fuel SOV

Right O/J Pump

Left Main Tank

RH Fwd Boost Pump

Right Defuel Isolation Valve

Suction Feed Ck Vlv

RH Aft Boost Pump

Right Main Tank M

M

Surge Tank

Surge Tank

Left Jettison Isolation Valve

M

Refuel/Jettison Manifold

Left Jettison Nozzle Valve

Right Jettison Isolation Valve

M

Right Jettison Nozzle Valve

Fuel Jettison System The fuel now goes overboard through the jettison nozzle valves.

Features The fuel jettison system moves fuel overboard to decrease the landing weight. The system is inhibited on the ground and only operates in the air. Initially, the flight crew set the ARM switch to the ARM position and the nozzle valve switches to the ON position. The fuel quantity management system (FQMS) application software in the common computing resource (CCR) cabinets will open: • • •

Fuel quantity and jettison time show on EICAS and the fuel synoptic. The jettison system automatically stops at the airplane maximum landing weight (MLW). The flight crew can set the MLW up or down with the FUEL TO REMAIN switch.

Jettison isolation valves (2) Jettison nozzle valves (2) Defuel isolation valves (2).

The override/jettison pumps send center tank fuel into the fuel feed manifolds. The fuel then goes through the jettison isolation valves and into the refuel/jettison manifold.

Rev 1.0


12-10

Fuel TAT+13c

TO

102.4

STAT

102.4

21. 7

21. 7

ELEC

GEAR

HYD

FUEL

EFIS/DSP

FCTL

AIR

DOOR

MAINT

CB

N1

583

FUEL JETTISON L

NOZZLE

ON

FUEL TO REMAIN

R

2. 0

J2

J3

J4

J5

FF OIL PRESS

29

60

OIL TEMP

18

OIL QTY

N1 0. 8

FUEL CROSSFEED

R PUMPS FWD

ON

ON

PRESS

PRESS

R MAIN FWD

J1

J2

J3

J4

33.1

33.2

2. 0 AFT


RDC

PULL ON L PUMPS FWD

L MAIN FWD

66. 4

CROSSFEED

FAULT

VALVE

LBS X 1000

66. 4 N2

J1

VALVE

215.3

EGT

ARM ARMED

ON

583 TOTAL FUEL

CCR Cabinet (2)

VIB

AFT

CENTER L

29

R

149.0

60 18 0. 8 N1

J5

GROSS WT

640.0

RDC


243. 4 FUEL +13c TEMP

SAT +10c

MIN FUEL TEMP-37c FUEL TEMP +13c

EICAS and Fuel Synoptic

VALVE ON PRESS

ON

CENTER PUMPS L R

TAT+13c

TO

102.4

21. 7

AFT

583

MAINT DATA PGS

SYS MENU

102.4

PRESS

21. 7

LATCHED MSG ERASE

MAINT CTRL PGS

FUEL MANAGEMENT L

AFT

ON

ON

N1

COMMAND

ENGINE FUEL FEED: FWD MAIN PUMP AFT MAIN PUMP

PRESS

PRESS

ON OPEN

CTR OVRD PUMP

EGT

FUEL SCAV VLV

66. 4

RTN TO TANK VLV

66. 4

STATUS

CLOSED OPEN ON PRESS OFF NO PRESS

FUEL SPAR VALVE

583

PRESS CLOSED

CENTRAL MAINT

AUTO R COMMAND

STATUS

CLOSED CLOSED OFF NO PRESS ON PRESS OFF NO PRESS CLOSED OPEN

CLOSED

CLOSED

OPEN

CLOSED

OPEN OPEN

IN/TRANS CLOSED

CLOSED OPEN

IN/TRANS CLOSED

OPEN OPEN OPEN

OPEN CLOSED OPEN

OPEN OPEN CLOSED

OPEN CLOSED OPEN

CLOSED

OPEN

CLOSED

JETTISON SYSTEM: JETT NOZ VLV

N2

JETT ISOL VLV

BALANCE

2. 0

FF

2. 0

REFUEL/DEFUEL: MN INBD REFUEL VLV

29

ON

OIL PRESS

MN OUTBD REFUEL VLV

29

CTR REFUEL VLV DEFUEL VLV

60

FAULT

OIL TEMP

APU FUEL FEED STATUS COMMAND

60

CLOSED DC PUMP ON

18

OIL QTY

N 1 0. 8

VIB

18

OFF

AC PUMP

CLOSED

CROSSFEED COMMAND STATUS

OPEN PRESS

S/O VLV

VLV

CLOSED

IN/TRANS

NO PRESS PUMP TEMPERATURE

0. 8 N 1

Fuel Control Panel GROSS WT

640.0 SAT +10c


243. 4

L FWD MAIN

L AFT MAIN

L CTR OVRD

R FWD MAIN

R AFT MAIN

XXX

XXX

XXX

XXX

XXX

AUTO EVENT MESSAGE

FUEL +13c TEMP

DATE XX XXX XX

R CTR OVRD

XXX

UTC

PREV PAGE

XX:XX:XX

NEXT PAGE

EICAS and Fuel Management Maintenance Page

Fuel System Controls and Indications Controls Controls on the fuel management panel include: • • • •

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

Fuel pump and crossfeed valve switch positions go through the common data network (CDN) to the fuel quantity management system (FQMS) application software in the common computing resource (CCR) cabinets. The FQMS controls the pumps and the crossfeed valve. It also monitors the pump pressure switches and valve positions. If there is a disagreement or fault, the FQMS turns on a light on the fuel management panel and sends fault Rev 1.0

data to the common core system (CCS).

the fuel feed system. It includes this information:

Controls on the fuel jettison panel include:

• • • • •

• • •

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

The FQMS monitors fuel jettison switch positions through the CDN and calculates the maximum landing weight and time to complete jettison.

The synoptic will also show the fuel system configuration during jettison operations. There is one fuel management maintenance page which shows this information:

Indications

•

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

• • •

The fuel synoptic display shows a schematic of the fuel system. This schematic shows the configuration of

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

• • •

Engine fuel feed pump and valve status Fuel jettison valve status Refuel/defuel valve status APU fuel feed pump and valve status Crossfeed valve status Fuel pump temperatures Maintenance messages.


12-11

Fuel Center Tank

Fuel Height Temp Sensor (3) Grp B Fuel Height T Sensors

L Main Tank

R Main Tank Grp A Fuel Height Sensors TAT

+13c TO 102.4

STAT

ELEC

102.4

21 . 7

21 . 7

GEAR

FCTL

HYD

FUEL

EFIS/DSP

AIR MAINT

DOOR CB

N1

T

T

Fuel Density Sensor (FDS) (2)

583

583 TOTAL FUEL

EGT

215.3

LBS X 1000

66 . 4

L MAIN FWD

66 . 4


N2

Fuel Compensator Sensor (FCS) (4)

2. 0

33.1

33.2

2. 0

FF

AFT

29

OIL PRESS

AFT

CENTER L

29

R

149.0

N1

A

D

A

A

A

D

B

B

FQDC

D

A

A

D

A

D

B

FQDC

A

D

60

OIL TEMP

18

OIL QTY

18

0. 8

VIB

0. 8

60

N1

GROSS WT

640 . 0

A

SAT


+10c

243 . 4 FUEL TEMP

MIN FUEL TEMP

+13c

FUEL TEMP

-37c +13c

FQDC Head Down Display

BOND

BOND

POWER

QTY X 1000

OVERFILL

DISPLAY SELECT

QTY X 1000

QTY X 1000

QTY X 1000

BATTERY J1

J2

J3

J4

J5

J1

J2

J3

J4

J5

Total Cross(X)Check

NORMAL

Fueling Status Center

QTY X 1000

Left

RIGHT

DISPLAY SELECT

VALVES

CENTER VALVES

VALVES


TEST

Total

OPEN OUTBD INBD

ALL VALVES

Right

LOAD SELECT QTY

PANEL

INCREMENT

ENABLE

SYSTEM

DECREMENT

CLOSE

LOAD SELECT FUELING

OPEN RIGHT

LEFT

RDC

RDC

LEFT

INBD

DEFUEL VALVES

OPEN OUTBD

OPEN

OPEN

OPEN

CLOSE

CLOSE

CLOSE

OPEN

CLOSE

MANUAL FUELING

Refuel Control Panel CCR Cabinet (2)

Fuel Quantity Indicating System Features The fuel quantity indicating system (FQIS) measures fuel quantity, calculates fuel weight and shows fuel weight. There are two isolated sensor groups designated A and B. The use of dual redundant FQIS components eliminates the need for fuel measuring sticks on the 787. In each main tank there are: • • • •

Fuel height sensors (14) Fuel height/temperature sensors (1) Fuel compensator sensors (1) Fuel density sensors (1).

The center tank has: • • •

Fuel height sensors (9) Fuel height/temperature sensors (1) Fuel compensator sensors (2).

Rev 1.0

There are also three fuel quantity data concentrators (FQDC) that provide the interface with the common data network (CDN).

The fuel height/temperature sensors are resistive type elements that supply temperature data. The FQMS does these functions:

The signals go via the CDN to the fuel quantity management system (FQMS) application software in the common computing resource (CCR) cabinets.

• • •

Calculates total fuel weight Calculates fuel weight in each tank Monitors the fuel system for faults.

The fuel height sensors supply a capacitance signal that is equal to fuel height at a specific location in a tank. The fuel compensator sensors supply a capacitance signal that is proportional to fuel density. The fuel density sensor is a vibrating element device that measures the fuel density. It is only used during refuel operations.


12-12

Fuel BOND

BOND

TAT +13c

TO

102.4

POWER

QTY X 1000

OVERFILL

DISPLAY SELECT

QTY X 1000

QTY X 1000

QTY X 1000

STAT

102.4

21. 7

21. 7

HYD

ELEC

GEAR

FUEL

EFIS/DSP

FCTL

AIR

DOOR

MAINT

CB

BATTERY

N1 Total Cross(X)Check Fueling Status Center Left

Fueling Status Cross(X)Check Right TEST Total PANEL SYSTEM

583

NORMAL

LOAD SELECT QTY

ALL VALVES

RIGHT

CENTER

LEFT

VALVES

VALVES

VALVES

OPEN OUTBD INBD

OPEN RIGHT LEFT

INCREMENT

ENABLE

OPEN

DECREMENT

CLOSE

CLOSE

LOAD SELECT FUELING

OPEN INBD OUTBD

OPEN

OPEN

CLOSE

CLOSE

J1

DEFUEL VALVES

J2

J3

J4

J5

EGT

215.3

LBS X 1000

66. 4

L MAIN FWD

66. 4


RDC

OPEN

583 TOTAL FUEL

CCR Cabinet (2)

QTY X 1000

DISPLAY SELECT

N2

2. 0

33.1

33.2

2. 0

FF

AFT CLOSE

OIL PRESS

29

MANUAL FUELING

AFT

CENTER L

29

R

149.0

Refuel Control Panel (RCP)

60

OIL TEMP

18

OIL QTY

60 18

TOTAL FUEL

GROSS WT

LBS X 1000

640.0 SAT +10c

N1 0. 8

72. 0 FUEL TEMP

0. 8 N1

VIB

GROSS WT

+13c

340 .

FUEL QTY

0.0

380 .

LBS X 1000

640. 0 SAT +10c

FUEL TEMP

33. 0

FUEL QTY

49.5

MAINT DATA PGS

SYS MENU

LATCHED MSG ERASE

MAINT CTRL PGS

33. 0

TEMP

LBS X 1000

640. 0 +10c

380 .

72. 0 FUEL TEMP

SAT

+13c

Fuel Inbalance

3. 5 GROSS WT

234. 0 SAT +10c

XXx XXx XXx XXx XXx XXx XXx XXx XXx XXx XXx XXx XXx XXx XXx

XXXX XXXc

0.0 15 . 0 TOTAL FUEL

XXX. X XXXXX X. XXX

R MAIN

XXX. X XXXXX X. XXX

QUANTITY VOLUME DENSITY

FH CAP

14B

--

14B

FCS A

XXX. XXx XXX. XXx

FCS A

XXX. XXX. XXX. XXX. XXX. XXX. XXX. XXX. XXX. XXX. XXX. XXX. XXX. XXX. XXX.

9A 10B

--

10B

11A

--

11A

12B

--

12B

13A

--

13A

FCS B

--

XXXX XXXc

VSO SET

2B 3A 4B 5A 6B 7A 8B

VSO SET TEMP

DATE

XXx XXx XXx XXx XXx XXx XXx XXx XXx

FH CAP

XXX. XXX. XXX. XXX. XXX. XXX. XXX. XXX. XXX.

1A

AUTO EVENT MESSAGE

18.5 FUEL TEMP

VOLUME DENSITY

FCS B

--

FUEL QTY

LBS X 1000

XXX. X XXXXX X. XX

UPLIFT DENSITY CENTER QUANTITY

LATCHED MSG ERASE

MAINT CTRL PGS

FUEL QTY

CENTRAL MAINT

AUTO

PG 2 OF 2

US STANDARD UNITS

UPLIFT VOLUME

XXXc

FH CAP


TOTAL FUEL

GROSS WT

XXX. X

L MAIN

XXX. X XXXXX X. XXX

Fuel In Center Tank

0.0

MAINT DATA PGS

SYS MENU

PG 1 OF 2

UPLIFT QUANTITY TOTAL FUEL

115.0 FUEL TEMP +13c

FUEL QTY

CENTRAL MAINT

AUTO

US STANDARD UNITS

TOTAL FUEL

LBS X 1000

340 .

-37c +13c

+13c FUEL QTY

365 . 0 SAT +10c

MIN FUEL TEMP FUEL TEMP

72. 0

Normal Indication On Grd

GROSS WT

243. 4 FUEL TEMP +13c

EICAS and Fuel Synoptic

TOTAL FUEL

GROSS WT


640.0 SAT +10c

Normal Indication In Air

1A 2B 3A 4B 5A 6B 7A 8B 9A

TEMP

1 7 SEP 1 3

UTC

PREV PAGE


TOTAL FUEL TEMP LOAD SEL QTY

XXX. X XXXc XXX. X

L MAIN CROSSCHECK A XXX . X CROSSCHECK B XXX . X

L MAIN FH LOZ/S FH RES


X Xx X Xx X Xx X Xx X Xx X Xx X Xx X Xx X Xx X Xx X Xx X Xx X Xx X Xx X Xx

--

XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx --

RFL PNL DOOR RFL PNL BAT SW RFL VLV MAN POS L RFL VLV MAN POS R

CENTER FH LOZ/S FH RES

9A

XXX. XXX. XXX. XXX. XXX. XXX. XXX. XXX. XXX.

10B

--

--

10B

11A

--

--

11A 12B

1A 2B 3A 4B 5A 6B 7A 8B

--

--

13A

--

--

14B FCS A FCS B

--

--

XXX. XXx XXX. XXx

CLOSED NORM OPEN CLOSED OPEN OPEN

RFL VLV MAN POS C

10 : 10 : 19

AUTO EVENT MESSAGE

NEXT PAGE

XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx

12B

XXXX XXXc

RFL VLV ALL POS

XXx XXx XXx XXx XXx XXx XXx XXx XXx

DATE

XXXXXx XXXXXx

CENTER

R MAIN

XXX . X XXX . X XXX . X XXX . X

R MAIN FH LOZ/S FH RES

FCS A


FCS B

--

1A 2B 3A 4B 5A 6B 7A 8B 9A

13A 14B

XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx XXXXXx --

CLOSED NOT ACTIVE NOT ACTIVE ACTIVE NOT ACTIVE

DFL SW POS MAN RFL MODE BAT RFL MODE AUTO RFL MODE DFL MODE

XX XXX XX


UTC

10 : 10 :19

PREV PAGE

NEXT PAGE

+13c

Low Fuel

Fuel Quantity Maintenance Pages

Fuel Quantity Indications Features

•

The fuel quantity indications are shown at the lower right of the EICAS display on the head down displays (HDD).

These fuel indications are shown on the synoptic display:

Normally in flight, the EICAS fuel display shows: • • • •

Gross weight Total fuel Static air temperature (SAT) Fuel temperature.

The expanded fuel quantity indications are shown when: • • • • •

Airplane is on the ground with engines shut down Fuel configuration EICAS message displayed Fuel low EICAS messages displayed Fuel imbalance EICAS message displayed Crossfeed valve is open

Rev 1.0

• • • •

Balance system is in operation.

Total fuel quantity Individual tank quantities Minimum fuel temperature Fuel temperature.

The refuel control panel (RCP) shows: • • •

Total fuel quantity Load selected fuel quantity Individual tank quantities.

The fuel quantity maintenance pages show this fuel data: • • • • • • • • • • • • •

Total fuel quantity Fuel temperature Uplift fuel quantity Uplift fuel volume Uplift fuel density Individual tank quantities Individual tank volumes Individual tank densities Tank sensor capacitance values Volumetric shutoff values EICAS messages Refuel/defuel system status Sensor impedance/resistance values.


12-13

Fuel

Nitrogen Generation System - Introduction Features The nitrogen generation system (NGS) makes nitrogen enriched air (NEA) that is sent to the airplane fuel tanks. This is done to decrease the tank flammability. The NGS uses passenger cabin exhaust air to produce the NEA. There are no controls for the NGS as it is a fully automatic system. The NGS normally operates if the airplane is on the ground with the APU running, during taxi and during flight. It does not operate during main engine start or from takeoff to flaps up.

Rev 1.0


12-14

Fuel Compressor Inlet Muffler

Cabin Air

ECS Ram Air

M

CMSC (2) Control Logic

Cabin Shutoff Valve

Ground Cooling Valve M

Ram Duct Check Valve

Stator Cooling Check Valve

CCR Cabinet (2)

M

Motor Driven Compressor Air Filter

P

T

PRIMARY DISPLAY SYSTEM

S Air Separation Module Heat Exchanger

J1

J2

J3

J4

Head Down Display

T

J5

M

RDC

Ejector Ram Exhaust Muffler

NGS Pack Assembly

Control Logic ODS Controller

O2 Flow

Ram Air Exhaust Overboard

NEA Flow

Drain Valve

Spar-Mounted Check Valve

M Orifice

Isolation Valve Adapter

M Orifice

Isolation Valve

Orifice Isolation Valve

Isolation Valve

M In Line Check Valve

Piccolo Tube

Left Main Tank

Center Tank Jet Pump (Ejector)

Right Main Tank

Center Tank

Surge Tank

Piccolo Tube

Surge Tank

Nitrogen Generation System Features The nitrogen generation system (NGS) filters out oxygen and produces nitrogen enriched air (NEA). The NEA is then distributed to all three fuel tanks replacing the atmospheric air with NEA. The NGS has these components: • • • •

Control system NGS Pack Distribution system Structural thermal protection system.

The NGS control system is a software application in the right common computing resource (CCR) cabinet. The NGS pack produces the NEA. It has these components: •

Electric motor driven two stage compressor

Rev 1.0

• • •

Heat exchanger Ram air cooling system Air separation module (ASM).

Some of the air from the first stage is also routed through the motor compressor stator for cooling purposes.

The distribution system sends the NEA to the fuel tanks. Three isolation valves control the flow of the NEA in to the respective tanks. Check valves prevent fuel vapors from going back to the ASM.

The air from the second stage is now sent through a combined air filter and ozone converter before entering the ASM.

The structural thermal protection system detects any hot air leaks from the NGS pack. If there is a motor compressor overheat or a hot air leak, the NGS will shut down.

The ASM is made up of five individual units. Each unit consists of numerous hollow fibers, each with a selective membrane designed to allow nitrogen to easily pass through while other gases such as oxygen cannot.

Operation The air first goes through the NGS shutoff valve to the motor driven compressor. The output from the first stage of the compressor is cooled in the heat exchanger and sent to the second stage of the motor driven compressor.

The oxygen enriched air is vented overboard through the ram air exhaust and the NEA is sent to the distribution system. The distribution system sends the NEA through a check valve and then via three isolation valves to the fuel tanks.


12-15



13


13

Auxiliary Power Unit Introduction

DUAL OPERATING MODES

•

Auxiliary Power System

The auxiliary power unit (APU) provides electrical power for airplane systems on the ground or in flight.

The APU may operate in either the attended or unattended mode.

•

Fuel System

•

Lubrication System

•

Ignition and Starting System

•

Control and Indication

ELECTRICAL POWER There are two 225 kVA APU starter generators that can supply electrical power up to the service ceiling of the airplane. EDUCTOR COOLING SYSTEM The APU eductor air/oil cooling system replaces the more usual mechanical fan.

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. OPERATIONAL HISTORY RECORDING A data memory module records APU operation data.

AUTOSTART The APU automatically starts if the airplane is in the air and only one variable frequency starter generator is on line. 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.

Rev 1.0


13-1


ELECTRICAL


Hamilton Sundstrand A United Technologies Company

SAN DIEGO, CA US CAGE 55820

APU CONTROLLER (APUC)

ON

ON

OFF

OFF

BATTERY OFF

ON

APU GEN L R

CIC

FWD EXT PWR L R

SER 0921

START

OFF

PNR 70000035H01

MFR 55820

APU ON

ON

ON

OFF

OFF

FAULT

AFT EXT PWR

DMF

MODIFICATION PLATE

ON

ON

ON

AVAIL

AVAIL

AVAIL

OOOOOOOOOOOOOOOO OOOOOOOOOOOOOOOO


GEN CTRL R1 R2

ON

ON

ON

ON

OFF

OFF

OFF

OFF

DRIVE

DRIVE

DRIVE

DRIVE

L1

L2

R1

R2

DRIVE DISC

Auxiliary Power System Features

APU CONTROLLER

INLET SENSOR MODULE

The auxiliary power unit (APU) supplies electrical to the airplane. The APU can start at all altitudes up to 43,100 feet. Electrical power is available up to 43,100 feet.

The APU controller (APUC) controls and monitors all phases of APU operation. It also stores system and fault information. System and fault information shows on the head down displays (HDD) and maintenance laptop (ML).

An inlet sensor module (ISM) records maintenance data in a non volatile memory (NVM). The ISM stores this type of information:

The APU is a Hamilton Sundstrand APS5000A. It is located in the tailcone of the airplane. The APU has these features: • • • •

Single stage centrifugal compressor Reverse flow annular combustor Two stage axial turbine Accessory gearbox.

Rev 1.0

The APUC can also initiate an APU protective shut down to prevent damage to the APU.

• • • • • •

APU hours APU cycles Pressure data Temperature data Speed data Exhaust gas temperature data.

The APUC is in the E12 rack in the bulk cargo compartment.


13-2

Auxiliary Power Unit Primary Manifold

APU Air Inlet

Secondary Manifold Exhaust

Inlet Sensor Module Fuel Nozzles

Right APU Starter Generator

Oil Cooler

Left APU Starter Generator Oil Filter Oil Fill Port

APU Components - Left Side Features The APU has these components on the left side: • • • • • •

Left APU starter generator (ASG) Inlet sensor module Oil fill port Oil cooler Fuel nozzles Fuel manifolds.

Rev 1.0


13-3

Auxiliary Power Unit Inlet Plenum

Inlet Screen

Exhaust

Starter Generators

Oil Cooler Drain Combustor Drain

FOHE

Fuel Module

APU Components - Right Side Features The APU has these components on the right side: • • • • •

Oil cooler drain Combustor drain Fuel oil heat exchanger (FOHE) Fuel module Right starter generator.

Rev 1.0


13-4

Auxiliary Power Unit Engine Compressor

Gearbox

Air Inlet

Turbine

Exhaust

Combustor

APU Engine - Introduction Features The APU engine supplies power to operate the APU starter generators (ASG). The APU engine has these main sections: • • • •

Accessory gearbox Single stage engine compressor Reverse flow annular combustor Two stage axial flow turbine.

All the components in the engine that turn are on a common shaft. The shaft turns the accessory gearbox. The accessory gearbox turns the ASGs. An inlet screen prevents foreign object damage (FOD) to the APU compressor.

Rev 1.0


13-5

Auxiliary Power Unit STAT

ELEC

GEAR

FCTL

HYD

FUEL

EFIS/DSP

AIR

DOOR

MAINT

P5 Electrical Panel

PRESS

OIL PRESS J2

J3

J4

L

C

R

1.00 4950

1.00 4930

1.00 4950

APU

ELECTRICAL J1

EGT 420 C RPM 99.9 100 PSI OIL TEMP 76 C OIL QTY 4.25

J5

LIQUID COOLING

OXYGEN

BATTERY

RDC

ON

APU ON OFF

CCR Cabinet (2)

START

CREW PRESS 1850

QTY

L

R

0.90

0.90

STATUS MESSAGES

OFF DISCH

A P U

FIRE/ OVHT TEST

LATCHED MAINT MAINT SYS MENU DATA PGS MSG ERASE CTRL PGS

CB

HYDRAULIC QTY

APU APU APU APU APU APU APU APU

BAT BAT GEN GEN GEN GEN GEN GEN

DC-V 32 DC-A 0 L AC-V 237 L FREQ 401 L LOAD0.00 R AC-V 236 R FREQ 402 R LOAD0.00

APU FUEL FEED COMMAND STATUS OPEN S/O VLV OPEN NO PRESS DC PUMP OFF AC PUMP ON PRESS APU OPER HOURS256 62 APU STARTS

STATUS CODE BIT# 1 5 STATUS 1 [1000] [XX-X ] STATUS 2 [001X] [000- ] STATUS 3 [0000] [1111 ] STATUS 4 [1011] [0010 ] STATUS 5 [1001] [0100 ]

FAULT

DATE 17 SEP 13

Hamilton Sundstrand A United Technologies Company SAN DIEGO, CA US CAGE 55820

APU Fire Handle (P5)

CENTRAL MAINT

AUTO

APU APUC MODE RUNNING SPEED SENSOR 1 99.9 SPEED SENSOR 2 99.9 SPEED SELECT 99.9 CORRECTED SPEED99.9 EGT THERCOUPLE 1 341 EGT THERCOUPLE 2 340 EGT SELECT 341 OIL PRESS 100 OIL TEMP 56 OIL FLT DELTA P 40 OIL QTY 4.50 GEN L FLT DELTA P 74 GEN R FLT DELTA P 75 INLET PRESS 14.50 11 INLET TEMP FUEL FLT DELTA P 3.0 FUEL CTRL CMD 302 FUEL CTRL FLOW 302 APU DOOR COMMANDOPEN APU DOOR POSITION OPEN

PREV MENU

M

APU CONTROLLER (APUC)

PRINT

SEND

RECORD

UTC 10:18:09

PREV PAGE

NEXT PAGE

Head Down Display

PNR 70000035H01 CIC

MFR 55820 SER 0921 DMF

MODIFICATION PLATE OOOOOOOOOOOOOOOO OOOOOOOOOOOOOOOO

APU Controller

PMG Hot Battery Bus

Fuel Control Pump Motor Controller

S Main Fuel Manifold (Secondary)

APU Fuel/ Oil HX

Flow Divider

M S

Start Fuel Manifold (Primary) APU Fuel SOV Fuel Module

APU Fuel System bypasses the fuel when it is at the correct temperature.

Features The APU normally receives fuel from the left main tank but can receive fuel from each tank with the use of the applicable fuel pumps and crossfeed valve. These are the main components of the fuel system: • • • • •

Fuel oil heat exchanger (FOHE) Fuel module unit (FMU) Primary (start) fuel manifold Secondary (main) fuel manifold Fuel nozzles.

The APU fuel shutoff valve is controlled by the APU controller (APUC) and allows fuel to flow to the FOHE. The FOHE uses APU oil to increase the fuel temperature before it enters the FMU. The FOHE has a temperature sensing valve that

Rev 1.0

The FMU pressurizes and meters the fuel to the fuel manifolds. It has these components: • • • • • •

Fuel pump motor controller Two stage fuel pump DC electric motor Primary fuel solenoid valve Secondary fuel solenoid valve Flow divider.

The APU permanent magnet generator (PMG) supplies power to the FMU after APU start and during APU operation. For the start, the FMU uses the hot battery bus power. The APUC sends control data to the motor controller in the FMU. The motor controller controls the speed of the fuel pump which controls the APU speed.

The output of the fuel pump goes to the primary (start) fuel manifold and the flow divider. The flow divider is a spring loaded check valve. It opens when the fuel pressure is more than 87 psi to allow fuel in to the secondary (main) fuel manifold. The primary and secondary fuel valve solenoids are controlled by the APUC to open and allow fuel to the nozzles. There are six duplex nozzles and six simplex nozzles. The duplex nozzles are connected to both the primary and secondary fuel manifolds. The simplex nozzles are only connected to the secondary fuel manifold.


13-6

Auxiliary Power Unit Hamilton Sundstrand A United Technologies SAN DIEGO, CA US CAGE APU CONTROLLER (APUC)

ELECTRICAL

STAT

ELEC

GEAR

FCTL

HYD

FUEL

EFIS/DSP

AIR

DOOR

MAINT

SYS MENU

MAINT DATA

ON

OFF

APU ON

START

OFF

QTY PRESS


L

C

R

1.00 4950

1.00 4930

1.00 4950

APU OIL PRESS

MODIFICATION PLATE OOOOOOOOOOOO OOOOOOOOOOOO

J1

J2

J3

J4

J5

CCR Cabinet (2)

RPM 99.9 EGT 420 C 100 PSI OIL TEMP 76 C OIL QTY 4.25 LIQUID COOLING

OXYGEN CREW PRESS 1850

QTY

L

R

0.90

0.90

STATUS MESSAGES

FAULT

RDC

P5 Electrical Panel APUC

LATCH RESET

TEST

XXX.X XXX.X SPEED SENSOR 2 XXX.X SPEED SELECT CORRECTED SPEED XXX.X XXXX EGT THERCOUPLE 1 XXXX EGT THERCOUPLE 2 XXXX EGT SELECT OIL PRESS XXX XXX OIL TEMP XXX OIL FLT DELTA P XX.XX LO OIL QTY XXX OIL SUMP TEMP X.X GEN L FLT DELTA P X.X GEN R FLT DELTA P XX.XX INLET PRESS X.X INLET TEMP XX.X FUEL FLT DELTA P XXX FUEL PRESS XXXX FUEL CTRL CMD XXX FUEL CTRL SPEED APU DOOR COMMAND CLOSE APU DOOR POSITION CLOSED SPEED SENSOR 1

AUTO MESSAGE PREV MENU

PRINT

DATE

DATA LINK

ECB AUTO

APU APUC MODE

HYDRAULIC

CIC

MAINT CNTRL

CB

PNR 70000035H01

BATTERY

APU BAT DC-V APU BAT DC-A APU GEN L AC-Y APU GEN L FREQ APU GEN L LOAD APU GEN R AC-V APU GEN R FREQ APU GEN R LOAD

XX XXX XXX XXX X.XX XXX XXX X.XX

APU FUEL FEED COMMAND STATUS S/O VLV DC PUMP AC PUMP

CLOSED CLOSED -PRESS CLOSED CLOSED

STATUS CODE BIT# 1 5 STATUS 1 STATUS 2 STATUS 3

XXXX XXXX XXXX


XX XXX XX ERASE

UTC

PREV PAGE

XX - X XXXXXXX XXXXXX XXXXX

XX:XX:XX NEXT PAGE

Head Down Display

Starter/ Generator (2)

APU Oil Press Regulator Vlv

Cold Start Relief Vlv APU Oil Press Relief Vlv

APU Oil Pump De-prime Vlv

APU Fuel/ Oil HX

M

Oil Level Sight Gage

APU Combustor Drain Valve

APU Oil Cooler

Gearbox

APU Lubrication System Features The APU lubrication system removes heat and lubricates these components: • • •

APU starter generators (ASG) APU gearbox APU bearings.

The lubrication system has these components: • • •

Supply and scavenge pumps Oil filters Pressure, temperature and quantity sensors.

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. The dual element supply pump draw oil from the gearbox sump through an internal filter. The pressurized oil goes through the APU fuel oil heat exchanger (FOHE) to the oil cooler. The cooled and filtered pressurized oil goes through another external supply filter to the bearings, the ASGs and the accessory section gearbox.

These are the other lubrication system components:

The oil pressure valve is used to regulate system pressure.

• • •

One element in the scavenge pump draws oil from the aft bearing. The two other elements in the scavenge pump draw oil from the ASGs and filter it before it is returned to the gearbox sump.

Oil cooler Magnetic chip collector/drain plug Oil fill port and sight gage.

Rev 1.0

The APU exhaust gas operates an eductor that pulls APU compartment air through the oil cooler.


13-7

Auxiliary Power Unit STAT

ELEC

GEAR

L

P5 Electrical Panel

QTY 1.00 PRESS 4950

FUEL

EFIS/DSP

AIR

DOOR

MAINT

HYDRAULIC C

1.00 4930

OXYGEN

APU ON

BATTERY OFF

J1

START

J2

J3

J4

J5

CREW PRESS1850

CCR Cabinet (2)

RDC

1.00 4950

OFF

LIQUID COOLING L R QTY 0.90 0.90 STATUS MESSAGES

LATCHED MAINT MAINT SYS MENU DATA PGS MSG ERASE CTRL PGS

CB

R

APU RPM 99.9 EGT 420 C OIL PRESS100 PSI OIL TEMP 76 C OIL QTY 4.25

ELECTRICAL

ON

HYD

FCTL

APU Air Inlet Door Posn Sw

M

A United Technologies Co



DC-V 32 DC-A 0 L AC-V 237 L FREQ 401 L LOAD0.00 R AC-V 236 R FREQ 402 R LOAD0.00

APU FUEL FEED COMMAND STATUS OPEN S/O VLV OPEN DC PUMP OFF NO PRESS AC PUMP ON PRESS APU OPER HOURS256 62 APU STARTS

STATUS CODE BIT# 1 5 STATUS 1 [1000] [XX-X ] STATUS 2 [001X] [000- ] STATUS 3 [0000] [1111 ] STATUS 4 [1011] [0010 ] STATUS 5 [1001] [0100 ]

FAULT

Hamilton Sundstrand

CENTRAL MAINT

AUTO

APU APUC MODE RUNNING SPEED SENSOR 1 99.9 SPEED SENSOR 2 99.9 SPEED SELECT 99.9 CORRECTED SPEED 99.9 EGT THERCOUPLE 1 341 EGT THERCOUPLE 2 340 EGT SELECT 341 100 OIL PRESS 56 OIL TEMP OIL FLT DELTA P 40 OIL QTY 4.50 GEN L FLT DELTA P 74 GEN R FLT DELTA P 75 14.50 INLET PRESS 11 INLET TEMP FUEL FLT DELTA P 3.0 FUEL CTRL CMD 302 FUEL CTRL FLOW 302 APU DOOR COMMAND OPEN APU DOOR POSITION OPEN

DATE 17 SEP 13 UTC10:18:09 PREV MENU

PRINT

SEND

RECORD

PREV PAGE

NEXT PAGE

Head Down Display

SAN DIEGO, CA US CAGE 55820

APU CONTROLLER (APUC) PNR 70000035H01 CIC


Speed Control MODIFICATION PLATE OOOOOOOOOOOOOOOO OOOOOOOOOOOOOOOO

CMSC

Ignition Exciter

ASG

APU Controller

ASG

BPCU

Speed Control

APU Fuel/ Oil HX

CMSC Main Fuel Manifold (Secondary)

Combustor Drain Valve

Start Fuel Manifold (Primary) FMU

APU Ignition and Start System Features The ignition and starting system supplies the ignition source and starts the APU acceleration. These are the components of the ignition and starting system: • • •

APU starter generators (ASG) Ignition exciter Dual ignitors.

The APU is started by moving the APU selector to the START position and releasing it to the ON position. The APU will also perform an auto start if three variable frequency starter generators (VFSG) are off line at the same time and the airplane is in the air. When the start has been initiated, the APU controller (APUC) will send a start command to the bus power control unit (BPCU). The BPCU will Rev 1.0

conmmand one common motor start controller (CMSC) to go to the APU start mode.

the right ASG is the primary but when the airplane is on the ground, the BPCU will alternate between the two ASGs based on date.

The CMSC will provide the APUC commanded torque value to the ASG and the APU will start to rotate. At 3 percent rotational speed, the APUC sends power to the ignition unit. The ignitors supply the spark to the combustor. Initially only one ignitor is energized. If there is no light off after 15 seconds, both ignitors are energized. At 7 percent, the APUC commands the fuel module unit (FMU) to start fuel flow to the combustor. At 50 percent or self sustaining speed, the APUC sends a stop command to the CMSC and disables the ignition unit. Only one of the two ASGs are needed to start the APU. In the air,


13-8

Auxiliary Power Unit STAT APU BOTTLE DISCHARGE

ELEC

GEAR

HYD

EFIS/DSP EFIS/DSP

FCTL

APU FIRE

ELECTRICAL


ON

OFF

OFF

OFF

ON

APU GEN L R

FWD EXT PWR L R

ON

FIRE BOTTLE ARMED

NWW LIGHTS

CB

NLG DOORS

SERVICE INPH OFF

CLOSE

ARM

OFF


QTY PRESS

L 0.72 RF

C 0.39 LO

4950

R 1.20 OF

4950

4960

FAULT

ON

ON

ON

AVAIL

AVAIL

AVAIL

RPM

100.1

OIL PRESS 65 PSI OXYGEN

ARM

AC BUSES GEN CTRL R1 R2

ON

ON

ON

ON

OFF

OFF

OFF

OFF

DRIVE

DRIVE

DRIVE

DRIVE

L1

L2

R1

R2

FWD

AFT

ARMED

ARMED

FWD

AFT

DISCH

A P U L

FIRE/ OVHT TEST

DISCH

CREW PRESS

1950

EGT

358 C

OIL TEMP 105 C

CARGO FIRE APU BTL DISCH

GEN CTRL L1 L2

APU

P40 Service and APU Shutdown Panel

AFT EXT PWR

DRIVE DISC

MAINT

HYDRAULIC

START FLIGHT INPH

OFF

DOOR

FLIGHT DECK CALL SW

APU ON

OFF

ON

AIR

APU FIRE SHUTDOWN

BATTERY

OFF

FUEL

QTY

OIL QTY 7.6


STATUS MESSAGES

APU START SYS APU APU CONTROL

DISCH

ENGINE

R

EEC MODE ART TITLE

P5 Electrical Panel

START

NORM

NORM

ALTN

ALTN

L NORM

START START

R NORM

P5 APU and Cargo Fire Control Panel

APU Control and Indications Features

INDICATION

CONTROL

The EICAS display can show these APU messages:

The APU selector is on the P5 electrical panel. This selector is used for normal APU start and shutdown. The APU controller (APUC) controls these APU functions: • • • • • • •

Starting and ignition Fuel control Normal shutdowns Protective shutdowns APU indications Data storage Fault reporting.

The APU fire switch on the P5 overhead panel or the APU fire shutdown switch on the P40 service and APU shutdown panel are used for emergency shutdown.

Rev 1.0

• • • •

There is a fault annunciator below the APU selector which comes on when the APU does a protective shutdown.

APU LIMIT (caution level) APU SHUTDOWN (advisory) APU RUNNING (memo) APU COOLDOWN (memo).

The status page shows this APU data: • • • • •

Speed Exhaust gas temperature (EGT) Oil pressure Oil temperature Oil quantity.

These status messages can show: • • • • • •

APU APU CONTROL APU DOOR APU OIL QUANTITY APU REMOTE SHUTDOWN APU START SYSTEM.


13-9

Auxiliary Power Unit ELECTRICAL


ON

OFF

OFF

BATTERY OFF

ON

APU ON

START

100% Governed Speed

100%

OFF

FWD EXT PWR L R

Electric Power Available

95%

APU GEN L R

FAULT

ON

ON

OFF

OFF AFT EXT PWR

ON

ON

ON

AVAIL

AVAIL

AVAIL AC BUSES

GEN CTRL L1 L2

GEN CTRL R1 R2

ON

ON

ON

ON

OFF

OFF

OFF

OFF

DRIVE

DRIVE

DRIVE

DRIVE

L1

L2

R1

R2

DRIVE DISC

1. Battery Switch ON 2. APU Selector to the START position and release to ON 3. Air inlet door open 4. APU fuel shutoff valve opens 5. DC Fuel pump turns on (battery start)/left aft ac fuel pump turns on (ac power available) 6. Ignition Unit energizes 7. Starter-Generator Energizes

50%

Starter-Generator and Ignition Unit De-energize

35%

Secondary Fuel (airplane in the air)

15% 7% 3%

Secondary Fuel (airplane on ground) Primary Fuel Ignition Energizes 90 Seconds (Std Day)

APU Operation - Start Features

APU START

•

The APU can be started up to an altitude of 43,100 feet (13,137 meters).

The APU selector is moved to the START position and released. This sends a signal to the APUC. The APUC then opens the APU fuel shutoff valve and the APU air inlet door.

•

The APU controller (APUC) controls these components: • • • • •

APU inlet door APU fuel shutoff valve APU fuel Ignition APU start system.

APU SEQUENCE The APUC controls this APU start sequence:

PRESTART The battery switch must be ON before you can start and operate the APU. If AC power is available, the left aft fuel boost pump turns on automatically. If the APU is started using battery only, the APU dc pump turns on. This ensures that the APU receives pressurized fuel. Rev 1.0

When the air inlet door is fully open, the door switch sends a door fully open signal to the APUC.

•

• •

• •

•

At 15 percent speed, the fuel module meters secondary fuel to the APU if the airplane is on the ground At 35 percent speed, the fuel module meters secondary fuel to the APU if the airplane is in the air At 50 percent speed, the ASG and ignitor deenergizes At 95 percent speed, the APU can supply electrical power and air The APU accelerates to and stays at governed speed.

At 0 percent speed for start or 7 percent speed for restart, the APUC energizes the APU starter generator (ASG) At 3 percent speed, one igniter is energized At 7 percent speed, the fuel module meters primary fuel to the APU


13-10

Auxiliary Power Unit APU Selector to OFF RPM

APU Starter Generators Unloaded

Airplane In the Air Cooldown

100% Airplane On the Ground Cooldown

ELECTRICAL


ON

OFF

OFF

BATTERY OFF

ON

APU ON

Fuel Metering Valve Stops Fuel Flow (Overspeed Tests) APU Fuel Shutoff Valve Closes Fuel Pumps Shut Down If Not Necessary

START

OFF APU GEN L R

FWD EXT PWR L R

ON

ON

OFF

OFF

FAULT

AFT EXT PWR

ON

ON

ON

AVAIL

AVAIL

AVAIL AC BUSES

GEN CTRL L1 L2

GEN CTRL R1 R2

ON

ON

ON

ON

OFF

OFF

OFF

OFF

DRIVE

DRIVE

DRIVE

DRIVE

L1

L2

R1

R2

DRIVE DISC

Air Inlet Door Starts to Close 15%

20

120

Time (Sec)

APU Operation - Shutdown Features The APU controller (APUC) controls the APU shutdown. There are two types of shutdown, normal and protective. When the APU selector is set to OFF, an OFF signal is sent to the APUC. These steps occur when the APU is selected OFF: •

•

•

•

On the ground, the APU maintains governed speed for 20 seconds On the ground after 20 seconds, the APU starter generators (ASG) are unloaded and the ready to load signal is removed On the ground, the APU decelerates to approximately 80 percent The 100 second cooldown timer is started.

Rev 1.0

When the cooldown period has ended, the APUC does a test of the overspeed shutdown functions to shut down the APU. The APU fuel shutoff valve closes and the fuel module stops fuel flow to the APU. During the cooldown period, if the APU selector is put to the ON position, the APU will continue to operate. At 15 percent speed, the APU air inlet door starts to close. Three minutes after the APU selector is set to the OFF position, the APUC shuts down.


13-11


ELECTRICAL TAT


BATTERY

ON

OFF

OFF

ON

APU ON

+13c TO 102.4

583

OFF

AVAIL

J2

J3

J4

J5

OFF

AVAIL AC BUSES GEN CTRL R1 R2 ON

ON

ON

OFF

OFF

OFF

OFF

DRIVE

DRIVE

DRIVE

DRIVE

L1

L2

R1

R2

DOOR CB

2. 0

FIRE/ OVHT TEST

R MAIN FWD

33.1

33.2

2. 0

FF

AFT

29

OIL PRESS

29

60

OIL TEMP

60

18

OIL QTY

18

0. 8

VIB

0. 8

AFT

CENTER L

R


NWW LIGHTS

FLIGHT INPH

SERVICE INPH

NLG DOORS OFF

CLOSE

ARM

OFF


N1

149.0

N1

GROSS WT

APU Fire

215.3

L MAIN FWD

640 . 0

ON

AIR MAINT

CROSSFEED

DISCH

A P U

66 . 4 N2

APU FIRE SHUTDOWN

RDC

ON

GEN CTRL L1 L2

FUEL

EFIS/DSP

583

66 . 4

CCR Cabinet (2)


AFT EXT PWR

AVAIL

HYD

LBS X 1000

FAULT

ON J1

ON

FCTL

EGT

APU BTL DISCH

APU GEN L R

ON

ELEC

GEAR

TOTAL FUEL

OFF

FWD EXT PWR L R

21. 7 N1

OFF

ON

STAT

102.4

21. 7 START

P40 Service and APU Shutdown Panel

SAT

+10c


243 . 4 FUEL TEMP

MIN FUEL TEMP

+13c

FUEL TEMP

-37c +13c

Head Down Display DRIVE DISC

Protective Shutdown Conditions

P5 Electrical Panel

Attended Modes - APU Overspeed - Loss of Overspeed Protection - APU Fire - Air Inlet Fire/Overheat - APU Speed Droop - APUC Internal Failure - Loss of Power to APUC - Air Inlet Door Failure - No acceleration - No rotation - No flame

Hamilton Sundstrand

A United Technologies Company SAN DIEGO, CA US CAGE 55820

APU CONTROLLER (APUC) PNR 70000035H01 CIC


MODIFICATION PLATE OOOOOOOOOOOOOOOO OOOOOOOOOOOOOOOO

Unattended Mode All ATTENDED MODES plus: - Loss of EGT - High EGT - Loss of fire protection - Generator oil filter bypass - Oil low pressure - Oil high temperature - Fuel high temperature

APU Controller

APU Operation - Protective Shutdown Features • A protective shutdown prevents damage to the APU or the airplane. The APU controller (APUC) controls the automatic protective shutdown of the APU. If the APUC finds a fault, it does a protective shutdown. These are two modes of APU automatic shutdown protection, the attended mode and the unattended mode. The unattended mode is when the airplane is on the ground and the engines are not running. The attended mode is enabled when a main engine is started. These are the flight deck effects when a protective shutdown occurs: • •

Fault light on the P5 electrical panel EICAS message APU

Rev 1.0

SHUTDOWN displayed Status message APU displayed.

When a protective shutdown occurs, there is no cooldown period and the APUC performs these functions: • • •

Fuel module solenoid valves close APU fuel shutoff valve closes APU inlet door closes.

These conditions will cause a protective shutdown in the attended mode: • • • • • • • • • •

Overspeed Loss of overspeed protection Fire Air inlet overheat/fire Speed droop APUC power loss Air inlet door failure No acceleration during start No rotation during start No flame during start.

These conditions will cause a protective shutdown in unattended mode: • • • • • • • •

All attended mode conditions Loss of EGT signal High EGT Loss of fire protection Generator oil filter bypass Oil low pressure Oil high temperature Fuel high temperature.

In attended mode, these conditions will cause the EICAS caution message APU LIMIT to be displayed. The flight crew can manually shut down the APU in an emergency by using the APU fire switch on the P5 overhead panel. Alternatively, the APU can be shut down from the P40 service and APU shutdown panel on the nose landing gear.


13-12

Auxiliary Power Unit MINS RADIO BARO FPV

MTRS

RST

STD

L

R

SYS

CDU

INFO

CHKL

COMM

ND

ND PLAN

RANGE

MAP

MENU

EICAS

CTR

CANC/RCL TFC

WXR

TERR

ENG

EFIS/DSP


ND

1

2

3

4

5

6

7

8

9

.

0

+/-

A

B

C

D

E

F

G

H

I

J

K

L

M

N

O

P

Q

R

S

T

U

V

W

X

Y

Z

SP

/ DEL CLR

PREV PAGE

NEXT PAGE

MAINT DATA PGS

SYS MENU

MFD

BARO IN HPA

E N T E R

LATCHED MSG ERASE

APUC MODE SPEED SENSOR 1 SPEED SENSOR 2 SPEED SELECT CORRECTED SPEED EGT THERCOUPLE 1 EGT THERCOUPLE 2 EGT SELECT OIL PRESS OIL TEMP OIL FLT DELTA P OIL QTY GEN L FLT DELTA P GEN R FLT DELTA P INLET PRESS INLET TEMP FUEL FLT DELTA P FUEL CTRL CMD FUEL CTRL FLOW APU DOOR COMMAND APU DOOR POSITION

RUNNING 99.9 99.9 99.9 99.9 341 340 341 100 56 40 4.50 74 75 14.50 11 3.0 302 302 OPEN OPEN

EXEC

CURSOR CONTROL

PREV MENU

PRINT


SEND


DC-V DC-A L AC-V L FREQ L LOAD R AC-V R FREQ R LOAD

32 0 237 401 0.00 236 402 0.00

APU FUEL FEED COMMAND STATUS

OPEN OFF ON

S/O VLV DC PUMP AC PUMP


STATUS CODE BIT# 1 1 [1000] 2 [001X] 3 [0000] 4 [1011] 5 [1001] DATE

CENTRAL MAINT

AUTO

APU

STATUS STATUS STATUS STATUS STATUS

MFK

MAINT CTRL PGS

OPEN NO PRESS PRESS 256 62

5

[XX-X ] [000- ] [1111 ] [0010 ] [0100 ]

17 SEP 13 RECORD

UTC

PREV PAGE

10:18:09 NEXT PAGE

APU Maintenance Page • •

Features The APU maintenance page shows this data: • • • • • • • • • • • • • • • • • • • •

APU controller (APUC) mode Speed sensor inputs Speed select Corrected speed Exhaust gas temperature (EGT) inputs EGT select Oil pressure Oil temperature Oil filter delta pressure Oil quantity Left APU starter generator (ASG) oil filter delta pressure Right ASG oil filter delta pressure Air inlet pressure Air inlet temperature Fuel filter delta pressure Fuel control command Fuel control flow Inlet door command Inlet door position APU battery voltage

Rev 1.0

•

APU battery current Left ASG voltage, frequency and load Right ASG voltage, frequency and load.

This APU fuel feed data is shown on the APU maintenance page: • • •

APU shutoff valve status APU dc pump status APU ac pump status.

APU operating hours and starts is also displayed. The status codes show the status of some APU inputs and outputs.


13-13

14 Power Plant: General Electric

Power Plant: General Electric

Power Plant: General Electric

14

Power Plant Introduction

CONTROL

•

Engine Specifications

ENGINE

The GEnx-1B engine uses a dual channel, full authority digital electronic control (FADEC) system.

•

Engine Power Door Operating System

•

Engine Indication

•

Engine Control System

•

Engine Fuel System

•

Engine Oil System

•

Engine Start and Ignition

•

Engine Exhaust System

•

Maintenance Pages

The GEnx-1B series is a high bypass turbofan engine with a 111 inch (2.8 meter) fan diameter. COMPOSITE FAN BLADES

The main component of the FADEC system is the electronic engine control (EEC).

There are eighteen fan blades made from carbon fiber reinforced plastic. The leading and trailing edges of the fan blades are titanium to protect the blades from damage.

The EEC controls:

POWERED DOOR OPENING SYSTEM (PDOS)

The EEC also supplies fault monitoring data to the central maintenance computing function (CMCF).

The two thrust reverser assemblies and fan cowls have a powered door opening system.

• • •

Engine systems Starting Thrust reverser operation.

INDICATION Most engine parameters go to the display crew alerting system in the common computing resource (CCR) cabinets from the electronic engine controller (EEC). EICAS pages show engine parameters and dispatch data. Maintenance pages show engine maintenance data.

Rev 1.0


14-1

Power Plant

Engine Mounts

Left Engine (Right Engine Opposite)

Cowlings

Engine Characteristics have hinges on the strut and latches on the bottom.

Features The GEnx-1B is a high bypass ratio, two spool turbofan engine. The bypass ratio is approximately 9:1. The GEnx-1B has these takeoff thrust ratings: • • • • • •

53,200 lbf 58,000 lbf 63,800 lbf 67,000 lbf 69,800 lbf 74,100 lbf.

Most of the engine line replaceable units (LRU) are located on the core of the engine and the thrust reverser (T/R) cowls must be opened to gain access to these LRUs. The fan cowls and thrust reverser assemblies open hydraulically with the powered door opening system (PDOS).

Fixed and hinged cowls are the parts of the engine nacelle. The cowls permit smooth airflow through and around the engine. The fixed cowls include the inlet cowl and exhaust plug. Hinged cowls include the fan cowl and thrust reverser assembly. They

Rev 1.0


14-2

Power Plant Electronic Engine Control (EEC)

HP and LP Turbine Active Clearance Control Valves Ignition Exciter

Variable Frequency Starter Generator (VFSG) Engine Monitoring Unit (EMU)

Oil Pump Filter

Permanent Magnet Alternator (PMA)

Engine Component Location - Left Side Features The engine has these components on the left side: • • • • • •

•

•

Electronic engine control (EEC) Ignition exciter Permanent magnet alternator (PMA) Oil pump filter Variable frequency starter generator (VFSG) High pressure turbine active clearance control valve (HPTACC) Low pressure turbine active clearance control valve (LPTACC) Engine monitoring unit (EMU)

Rev 1.0


14-3

Power Plant

Debris Monitoring System (DMS) Conditioner Transient Bleed Port

Transient Bleed Valve (TBV)

Fuel Metering Unit (FMU) Main Fuel Pump Filter

Oil Tank

Engine Component Location - Right Side Features The engine has these components on the right side: • • • • • •

Fuel metering unit (FMU) Transient bleed port Main fuel pump filter Transient bleed valve (TBV) Oil tank Debris monitoring system (DMS) conditioner

Rev 1.0


14-4

Power Plant CCR Cabinet (2)

Left MEDC J1

J2

J3

J4

J5

Vent Drain

RDC 28V DC RPDU 75

115V AC Reservoir

Fan Cowl PDOS Switch

C-Duct PDOS Switch Control Switches

Power Rack To Right Fan Cowl Opening And T/R Actuators

FWD

Power Door Opening System Features The power door opening system (PDOS) is used to open the engine fan and thrust reverser (T/R) cowls. It uses gravity to close the cowls. The PDOS has these components: • • • • •

One power pack Two fan cowl control switches Two fan cowl hydraulic actuators Two T/R control switches Two T/R hydraulic actuators.

The power pack supplies hydraulic power to the cowl actuators. It has a reservoir and an electric motor pump. The PDOS is serviced with engine oil.

When one of the control switches is pushed and held, current is sensed by the main engine data concentrator (MEDC). The MEDC sends this signal via the common data network to the common core system (CCS). The CCS commands the RPDU 75 to supply 115v ac power to operate the electric motor pump to supply hydraulic power to the specific actuator. The actuators have an internal lock when fully extended but care should be taken when opening and closing the engine cowls. The cowls may be opened manually using a hand pump if necessary.

The remote power distribution unit (RPDU) 75 supplies 28v dc to the solenoids in the power pack and the control switches.

Rev 1.0


14-5

Power Plant Fan

Station Numbers

Four Stage Low Pressure Compressor

12

Ten Stage High Pressure Compressor

25

Combustion Section

3

Two Stage Seven Stage High Pressure Low Pressure Turbine Turbine

48

5

Engine - General Description Features The low pressure shaft (N1) has these components: • • •

Fan section comprising eighteen 111 inch (2.8 m) fan blades Four stage low pressure compressor (LPC) Seven stage low pressure turbine (LPT).

The fan supplies approximately 80 percent of the thrust during takeoff.

The combustor mixes air from the compressors and fuel from the fuel nozzles. This mixture burns in the combustor producing hot gases. The hot gases go to the HPT. The HPT converts the energy of the hot gases into mechanical energy. The HPT turns the HP shaft. The LPT turns the LP shaft and the fan. The engine has station numbers to identify locations along its axis.

The high pressure shaft (N2) turns the external accessory gearbox and has these components: • •

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

The HPC increases the pressure of the air from the LPC and sends it to the combustor. Rev 1.0


14-6

Power Plant

J1

J2

J3

J4

J1

J5

RDC

J2

J3

J4

J5

J1

RDC

28V DC

J2

J3

J4

CCR Cabinet (2)

J5

RDC ENGINE

ENG BTL 1 DISCH

L

ENG BTL 2 DISCH

MEDC DISCH 1

2

L E F T

Engine Sensors

DISCH 1

R I G H T

2

START

R

EEC MODE

NORM

NORM

ALTN

ALTN

L NORM

START START

R NORM

STAT

ELEC

DOOR

GEAR

L

Engine Control Module

HYD

FUEL

AIR

FCTL

MAINT

CB

HYDRAULIC C

TAT +13c

TO

102.4

102.4

21. 7

21. 7

N1

R

QTY

X.XX OF

X.XX LO

X.XX RF

PRESS

XXXX

XXXX

XXXX

583

583

EGT

APU RPM OIL PRESS

XX

XXX.X PSI

EGT

XXX C

OIL TEMP

66. 4

XXXX C OIL QTY

66. 4

X.X N2

OXYGEN CREW PRESS

2. 0

XXXX

STATUS MESSAGES

29


CHAN B CHAN A

N1

2. 0

FF

OIL PRESS

29

60

OIL TEMP

18

OIL QTY

18

0. 8

VIB

0. 8

60

Control Processing

N1

TOTAL FUEL

GROSS WT

640. 0 PG 1 of 1

NEXT PG SAT +10c

LBS X 1000

243. 4 FUEL TEMP

+13c

Head Down Display EEC

PRSOV

To Fuel Nozzles

FMV

L

HMU Fuel Pump

Spar Valve

FUEL CONTROL R RUN

Eng Fuel Control Relay P300

CUTOFF

THRUST CONTROL MODULE

From Fuel System

Fuel Control Module Thrust Control Module

Engine Control System Features The main component in the engine control system is the thrust control module (TCM). The TCM has these components: • • • • • •

Thrust levers (T/L) Thrust lever angle (TLA) resolvers Autothrottle servo motors (ASM) Thrust reverser lockout solenoid Autothrottle disengage switches Takeoff go around (TOGA) switches.

The T/Ls are mechanically linked to the TLA resolvers. Each T/L has two TLA resolvers designated channel A and channel B. Each channel in the electronic engine control (EEC) provides the TLA resolver excitation signal. When a T/L moves, the corresponding TLA resolver moves Rev 1.0

and sends a thrust resolver angle (TRA) position signal to both the EEC channels. The fuel control module (FCM) sends fuel switch position data to the EECs and the common core system (CCS) via the common data network (CDN). The EEC uses these signals to initiate engine start. The CCS uses the signals for EICAS displays and messages.

The engine has three modes of operation: • • •

Normal Soft alternate Hard alternate.

A loss of air data from the CDN will cause the engines to go to the soft alternate mode. In the soft alternate mode, both the NORM and ALTN annunciators will be on and the EICAS message ENG EEC MODE L/R will be displayed.

The fuel switches also control the fuel control relays in the P300 and P400 panels. These relays open and close the engine fuel spar valves.

The flight crew can now select hard alternate for both engines using the guarded switches.

In the event of an engine fire, the fire switches supply 28v dc directly to the spar valve to close it.

The engines can also be controlled by the thrust management function (TMF) using the ASMs.

The engine control panel has two guarded switches with NORM and ALTN annunciators.


14-7

Power Plant VSV

Fuel Control Switch Air Flow Control

Thrust Resolver Air Data Auto Thrust Data

TBV

Servo Fuel In

Status Reporting Maint Reporting Engine Reporting

Main Fuel In

Alt Electric Power

VBV

Airplane Interface

Turbine Clearance Control

HPTACC

Core Cooling

CCC

Metered Fuel

Fuel Nozzles

LPTACC

FMU

Engine Rating Plug

Ignition Exciters

Channel B

Channel A Configuration Type Box Electronic Engine Control (EEC) Actuator and Valve Feedback

Permanent Magnet Alternator

Engine RPM (N1,N2)

Engine Pressures

Engine Temperatures

Fuel Flow

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

Thrust management Engine systems control Engine fault monitoring 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 and can control the engine. The EEC controls these engine systems: • • • • •

Fuel Starting Ignition Compressor airflow Turbine case cooling.

Rev 1.0

Only one channel controls the engine at a given time. If one channel cannot maintain control, the EEC switches to the other channel.

The engine configuration type box supplies engine serial number and hardware configuration data to the EEC.

The EEC uses thrust lever position, engine data and airplane data to calculate the engine fuel flow and air system configuration.

The EEC has these modes of operation:

The EEC controls valves, servos and actuators to achieve the commanded thrusts. The engine driven permanent magnet alternator (PMA) supplies power to the EEC. The airplane electrical system supplies alternate power to the EEC. Most engine control inputs come from airplane sources. Engine sensors supply engine status data to the EEC. The engine rating plug supplies N1 thrust data to the EEC.

• • •

Normal Soft alternate Hard alternate.

If the air reference data is not available, the EEC goes to the soft alternate mode. The hard alternate mode can be selected using the EEC mode switches on the P5 panel or the EEC automatically goes to the hard alternate mode after it has been in soft alternate mode for ten minutes. With both engines in hard alternate mode, the flight crew must be careful not to exceed the maximum engine rating.


14-8

Power Plant FMU Servo RTN

CCC VLV

SOL

Fuel Supply BPV

Engine Gearbox Dual VFSG Fuel/Oil Heat Exchanger

Main Fuel Pump

SV

TBV

SV

VSV

SV

VBV

SV

LPT ACC

SV

HPT ACC

L V D T

Main Fuel/Oil Heat Exchanger & Servo Fuel Heat

FMV HPSOV

FMVSV

RTN

RTN

Engine Rating Plug

SOSV

Configuration Type Box

ELEC

STAT DOOR

GEAR

HYD

FUEL

FCTL

MAINT

AIR

TAT +13c

TO

102.4

CB

HYDRAULIC C

L

102.4

21. 7

21. 7

N1

R

QTY

X.XX OF

X.XX LO

X.XX RF

PRESS

XXXX

XXXX

XXXX

583

583

EGT

APU RPM OIL PRESS

XX

XXX.X PSI

EGT

XXX C

OIL TEMP

XXXX

Fuel Filter Assy

CREW PRESS

X.X N2

2. 0

XXXX

STATUS MESSAGES


LVDT

SVSV

Split Valve

RTN

Engine Control Meters Fuel For Combustion TCMA Protection OVSPD Protection

N1

FF

2. 0

29

OIL PRESS

29

60

OIL TEMP

60

18

OIL QTY

18

0. 8

VIB

0. 8

MSVSV

N1

TOTAL FUEL

GROSS WT

640. 0

STAGING Valve LVDT

Channel A


66. 4

66. 4

C

OIL QTY

OXYGEN

PG 1 of 1

NEXT PG

LBS X 1000

243. 4 FUEL TEMP

SAT +10c

+13c

Head Down Display

Flow Split Valve

Channel B (Same as Channel A) L

ENG BTL ENG BTL 1 DISCH 1 DISCH

FUEL CONTROL R

EEC

ENG BTL ENG BTL 2 DISCH 2 DISCH

RUN

Air Data

DISCH 1

DISCH 2

DISCH 1

FCE

CUTOFF

L EL E F TF T

2

1

2

R RI 2 I G G H H T T

DISCH 1

(18) (4) Fuel Nozzles

Engine Fire Panel

Fuel Control Module

J1

J2

RDC

J3

J4

N1 Speed Sensor T12

T25

CCR Cabinet (2)

T3

J5

PMA

Engine Fuel System Features 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 main fuel pump (MFP). The pump has one low pressure (LP) centrifugal pump assembly and one high pressure (HP) geared pump assembly. Low pressure fuel flows from the LP pump and goes through the fuel metering unit (FMU) where a jet pump using fuel bypass flow increases the fuel pressure. The fuel now goes through the dual variable frequency starter generator (VFSG) fuel oil heat exchanger (FOHE) to the main FOHE and then back to the MFP.

Rev 1.0

The HP pump increases the fuel pressure and sends it through the fuel filter assembly to the FMU. In the fuel filter assembly, a small amount of fuel is sent through a servo wash filter to a servo fuel heat exchanger and then is used for operation of the servo valves in the FMU. 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 MFP. The EEC controls the fuel metering valve servo valve (FMVSV) which moves the FMV. Either channel of the EEC can control the FMVSV. The EEC uses thrust lever angle (TLA) position data from the thrust control module (TCM), air data from the flight control electronics (FCE) and data

from the engine sensors to determine FMV position. The metered fuel goes from the FMV through the high pressure shutoff valve (HPSOV) 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 to the flow split valve (FSV). The FSV controls the amount of fuel that goes to the pilot primary main (PPM) and pilot secondary (PSEC) manifolds. There are 22 nozzles, 18 main nozzles (staged) and 4 enrichment nozzles (unstaged).


14-9

Power Plant STAT

HYD

ELEC

GEAR

FCTL

X.XX OF

QTY

XXXX

PRESS

TAT +13c TO 102.4

DOOR

MAINT

HYDRAULIC C

L

Chan B

AIR

FUEL

EFIS/DSP

Chan A

102.4

21. 7

CB

21. 7 N1

R

X.XX LO

X.XX RF

XXXX

XXXX

583

583

EGT

J1

J2

J3

J4

CCR Cabinet (2)

Control Processing

J5

APU

66 . 4

EGT XXXX C XXX.X OIL TEMP XXX C OIL QTY X.X XX PSI

RPM OIL PRESS

N2 OXYGEN CREW PRESS

2. 0

XXXX

STATUS MESSAGES

MEDC

RDC

66 . 4

29


60

EEC

18

PG 1 of 1

29

OIL TEMP

60

OIL QTY 18

N1 0. 8

Oil Eductor Valve

2. 0

FF OIL PRESS

0. 8 N1

VIB

GROSS WT TOTAL FUEL LBS X 243 . 4 640 . 0 1000 FUEL +13c SAT +10c TEMP

NEXT PG

Head Down Display

7th Stage Bleed

DMS Cond

588

Fan Air

588

EGT

66. 4

29 N2

21. 5 2. 0

N3

FF

129

PRESS

106

LO

Main Fuel

66OIL .4

PRESS

OIL TEMP

28

OIL TEMP

106

4

20 OIL

OIL QTY

3

21. 5 2. 0

QTY

60 18

Oil Indications

M

M

M

M

RELIEF VALVE Servo Fuel

M

Lube And Scavenge Pump

Engine Oil System Engine Oil System 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 Indication.

PRESSURE The pressure sub-system supplies oil to the engine bearings and gearboxes. Oil flows from the oil tank to the lube pump. Pressurized oil then goes through a filter. Next, oil flows through a servo fuel heat exchanger and the main fuel oil heat exchanger (FOHE). Lastly it goes through the air cooled oil cooler (ACOC). Rev 1.0

The cooled oil goes to the bearing compartments, gearboxes and drive shafts.

The EEC commands an oil eductor valve to open at low engine speeds to provide more airflow.

SCAVENGE

INDICATION

The scavenge sub-system removes oil and contaminants from the bearing compartments and gearboxes.

The indication sub-system supplies oil pressure and temperature data through the EEC to the display crew alerting system (DCAS) in the common core system (CCS). Oil quantity data is sent to the DCAS through the main engine data concentrator (MEDC).

There are five scavenge pump elements. Each pump removes oil from its related bearing compartment or gearbox and sends it through the magnetic chip detectors which remove ferrous particles from the scavenge oil. The scavenge oil then goes to the oil tank through the debris monitoring air/oil separator. The air/oil separator removes air from the scavenge oil and this air is vented overboard through the center tube extension in the engine exhaust plug.

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.


14-10

Power Plant CCR CABINET (2) TURBINE CLEARANCE CONTROL COMPRESSOR AIRFLOW CONTROL

CHANNEL A STAT

ELEC

HYD

FUEL

AIR

DOOR

GEAR

FCTL

MAINT

CB

HYDRAULIC C

L

X.XX OF

QTY

XXXX

PRESS

TAT +13c

X.XX RF

XXXX

XXXX

CCC CONTROL

102.4

21. 7

21. 7

EEC

N1

R

X.XX LO

CHANNEL B

TO

102.4

583

583

EGT

APU

66. 4

EGT XXXX C XXX.X OIL TEMP XXX C OIL QTY X.X XX PSI

RPM OIL PRESS

66. 4

N2

OXYGEN CREW PRESS

2. 0

XXXX

STATUS MESSAGES

29


N1

FF

OIL PRESS

2. 0 29

60

OIL TEMP

18

OIL QTY

18

0. 8

VIB

0. 8

FROM SERVO FUEL/OIL HX N1

GROSS WT

640. 0 PG 1 of 1

LPTACC VALVE

60

NEXT PG SAT +10c


243. 4 FUEL TEMP

+13c

FUEL FROM FUEL FILTER ASSEMBLY

HEAD DOWN DISPLAY

HPTACC VALVE

EHSV (6) FROM EAI SYSTEM

FMU

TO COMBUSTOR

VBV ACT (2)

BOOSTER ANTI-ICE VALVE

TBV

CCC VLV VSV ACT (2)

FAN AND 4 STAGE LPC (BOOSTER)

10 STAGE HPC

COMBUSTOR

2 STAGE HPT

7 STAGE LPT

Engine Air Systems Features

Air Flow Control

Engine Cooling

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

Air flow control increases compressor stability during start, transient and reverse thrust operations.

The engine air cooling system increases engine efficiency and extends engine life.

The EEC controls these air system components:

The VSVs control the flow of air through the HP compressor. There is one stage of inlet guide vanes and four stages of VSVs. Two actuators operate the VSVs.

• • • •

•

•

Variable stator vanes (VSV) Variable bleed valves (VBV) Transient bleed valve (TBV) Low pressure turbine active clearance control (LPTACC) valve High pressure turbine active clearance control (HPTACC) valve Core compartment cooling (CCC) valve.

The EEC controls the valve actuators using electro hydraulic servo valves in the fuel metering unit (FMU) that send servo fuel to extend or retract the actuators. Rev 1.0

The VBVs prevent compressor stalls by discharging LP compressor air into the fan air flow to unload the LP compressor. There are ten VBVs operated by two actuators. The TBV unloads the HP compressor during engine acceleration or engine start. When the TBV is open, it sends 10th stage HPC air to the fan air bypass duct.

The LPTACC system reduces LP turbine blade tip clearances. When the LPTACC valve is open, it sends fan air to the LPT case and shroud support. The HPTACC valve acts in a similar manner to the LPTACC valve. The CCC valve sends fan air under the engine cowl to cool components and the compartment environment. Core Engine Anti Ice The booster anti ice valve sends HP7 air to the LP compressor inlet to prevent ice build up.


14-11

Power Plant

J1

J2

J3

J4

J5

RDC CCR Cabinet (2)

Chan A Chan B MEDC Control Processing

EMU STAT

ELEC

HYD

FUEL

AIR

DOOR

GEAR

FCTL

MAINT

CB

TAT +13c

EEC

TO

102.4

102.4

21. 7

21. 7

AUTO

EMU

NO. 1 Bearing Accelerometer

N1

LEFT ENGINE

XXX. X XXX. X XXX. X XXX. X XXX. X XXX. X XXX XXX XXX. X XXX. X XXX. X XXX. X XXX. X X. XX X. XX X. XX X. XX

583

RIGHT ENGINE N1 PROBE-1 N1 PROBE-2 N1 TURBINE N2 PROBE-1 N2 PROBE-2 N3 T50A T50B P26 P42 P44 P50 P160 ACCELAVM-A ACCELAVM-B ACCELTBH ACCELSAGB

XXX. X XXX. X XXX. X XXX. X XXX. X XXX. X XXX XXX XXX. X XXX. X XXX. X XXX. X XXX. X X. XX X. XX X. XX X. XX

N2 TAC

NO. 1 Bearing Back-Up Accelerometer (If Connected)

EGT

66. 4

66. 4

N2

2. 0

0 1001 4 0101 8 1010 12 1001 EMU STAT0 1001 4 0101 81010 12 1001

XXX. X

583

XXX. X

N1

FF

29

OIL PRESS

60

OIL TEMP

18

OIL QTY

18

0. 8

VIB

0. 8

29

60

N1

TOTAL FUEL

GROSS WT

640. 0

AUTO EVENT MESSAGEDATEXX XXX XX

UTC XX:

Turbine Center Frame Accelerometer

2. 0

XX: XX

SAT +10c

LBS X 1000

243. 4 FUEL TEMP

+13c

Head Down Display

N1 Sensor

T48 Probe (8) N2 Sensor

Engine Indications Features The engine indication system supplies engine performance data to the display crew alerting system (DCAS) in the common core system (CCS). These are the primary engine parameters: • • •

Low pressure (LP) shaft speed (N1) Exhaust gas temperature (EGT) High pressure (HP) shaft speed (N2).

These are the secondary engine parameters: • • • • •

Fuel flow Oil pressure Oil temperature Oil quantity Engine vibration.

The electronic engine control (EEC) sends the engine data to the DCAS via the common data network (CDN).

processes four thermocouple input signals. The EICAS display shows the EGT.

Shaft Speed

AVM

The engine shaft speed system supplies N1and N2 speed signals to the EEC. The N2 speed signal is also sent to the engine monitoring unit (EMU).

The airborne vibration monitoring (AVM) system monitors engine vibration. Three accelerometers on each engine supply vibration signals to the EMU.

The permanent magnet alternator (PMA) provides a backup N2 signal to the EEC. The EICAS display shows N1 and N2.

The EMU uses the signals and rotor speed signals to calculate vibration levels.The vibration shows on the secondary engine display.

EGT The engine gas temperature (EGT) sub-system measures the temperature at the inlet to the LP turbine (engine station T48). There are eight thermocouple probes. Each EEC channel

Rev 1.0


14-12

Power Plant

Chan B J1

J2

J3

J4

Engine Ignition Relay

28V DC Capt/FO Inst Bus

J5

STAT

ELEC

DOOR

GEAR

CCR Cabinet (2)

Chan A

HYD

FUEL

FCTL

MAINT

HYDRAULIC C

L

X.XX LO

X.XX OF

QTY

TAT +13c

TO

102.4

CB

102.4

21. 7

21. 7

N1

X.XX RF

XXXX

XXXX

PRESS

AIR

R

583

583

XXXX EGT

APU

RDC

RPM

Control Processing

OIL PRESS

XXX.X

XX PSI

EGT

XXX C

OIL TEMP

66. 4

XXXX C OIL QTY

66. 4

X.X N2

OXYGEN

P300/P400

CREW PRESS

2. 0

XXXX

STATUS MESSAGES

29


EEC

N1

FF

OIL PRESS

2. 0 29

60

OIL TEMP

18

OIL QTY

18

0. 8

VIB

0. 8

60

N1

GROSS WT

640. 0 PG 1 of 1

NEXT PG SAT +10c



Head Down Display ENGINE L

R

EEC MODE

NORM

NORM

ALTN

START

L NORM

ALTN

START START

R NORM

Engine Control Panel Exciter - 1 L

FUEL CONTROL

R

RUN

CUTOFF

Cooling Air From LP Bypass Duct

Exciter - 2

Engine Fuel Control Module Fuel Control

Fuel Nozzle

FMU

Engine Ignition System Features 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 igniter exciters and igniters. Relays in the power distribution panels (P300 and P400) connect power to the electronic engine control (EEC). Relays in the EEC send the power to the two igniter units.

The EEC alternates between the two ignition systems for engine ground starts. The EEC will also turn on the ignition systems automatically for engine relight procedures or for rain/hail ingestion protection. The igniter leads and plugs are cooled using fan air.

The captain’s instrument bus supplies 28v dc power to one igniter unit and the first officer’s instrument bus supplies 28v dc power to the other igniter unit. The electronic engine control (EEC) controls the operation of the igniter units.

Rev 1.0


14-13

Power Plant L

FUEL CONTROL R RUN

ELEC

STAT DOOR

GEAR

HYD

FUEL

AIR

FCTL

MAINT

TO

102.4

CB

HYDRAULIC C

L

TAT +13c

102.4

21. 7

21. 7

J1

X.XX OF

X.XX LO

X.XX RF

PRESS

XXXX

XXXX

XXXX

583

XXX.X PSI

EGT

XXX C

OIL TEMP

XXXX

66. 4

C

OIL QTY

J5

66. 4

X.X N2

Control Processing

OXYGEN CREW PRESS

J4

Fuel Control Switches

Chan A

EGT

XX

J3

RDC

Chan B

CCR Cabinet (2)

583

APU RPM OIL PRESS

J2

CUTOFF

N1

R

QTY

2. 0

XXXX

STATUS MESSAGES


FF

29

OIL PRESS

2. 0 29

60

OIL TEMP

18

OIL QTY

18

0. 8

VIB

0. 8

START

60

START

R NORM

EEC N1

N1

TOTAL FUEL

GROSS WT

640. 0 PG 1 of 1

NEXT PG SAT +10c

LBS X 1000

243. 4 FUEL TEMP

Exciter (2)

+13c

Fuel Control

Head Down Display

Flow Split Valve

Fuel Metering

Engine Control Panel

Fuel

ATRU

FMU

+ 270V DC

SC 235V AC

GNR Igniter (2)

CMSC Fuel Nozzles (22)

P700/800

VFSG L2 P100/ 200

GCU

ATRU

P100/200

BPCU P300/400

+ 270V DC

SC 235V AC

GNR

CMSC P700/800

VFSG L1 P100/ 200

BPCU

GCU P100/200

P300/400

Engine Start System Features The engine start system supplies the initial engine movement (N2) to permit fuel combustion.

The engine start switch in the START position causes these actions to take place: •

These are the electrical sources for engine starting: • • • •

Two auxiliary starter generators (ASG) 115v ac external power (minimum of two) Ram air turbine (RAT). Offside engine.

The engine start system is an autostart system only. There is no manual start mode. Both variable frequency starter generators (VFSG) are normally used for engine starts. To initiate an engine start, the engine start switch is set to the START position and the fuel control switch is set to the RUN position.

Rev 1.0

•

•

The bus power control units (BPCU) now send a signal to the common start controllers (CMSC) to configure for main engine start The CMSC commands the variable frequency starter generator (VFSG) to apply torque to the engine The electronic engine controller (EEC) gets 115v ac power.

The fuel control switch in the RUN position causes these actions to take place: •

The high pressure shutoff valve (HPSOV) in the fuel metering unit (FMU) is enabled and power is sent to the igniter exciters after a time delay.

start sequence and makes corrections for fault conditions. On the first start, the EEC will command ignition and fuel on 18 seconds after the engine has reached 33% N2. At 50% N2, the EEC commands the ignition system off. At 65% N2, the power to the VFSGs is removed and the start switch will also return to the normal position. The EEC will make three attempts on the ground if any of these occur: • • •

Hot start Hung start No light off.

The EEC will limit the engine to three start attempts.

The EEC controls fuel and ignition during start and also monitors the


14-14

Power Plant

Stowed

Deployed Drag Link

Drag Link Fan Air

Blocker Door (16) Translating Sleeve

Fan Air

Translating Sleeve Blocker Door (16)

Cascades

Reverse Thrust

Thrust Reverser Operation Features The thrust reversers (T/R) use electrical control and hydraulic power to operate on the ground only. The T/Rs only reverse the fan stream air. When the reverse thrust levers are operated after landing, the two translating sleeves move aft. This causes the sixteen blocker doors to close the fan duct and the fan air goes out radially and forward. When the translating sleeves extend, these events occur: • • • •

Cascades uncover Blocker doors deploy Blocked fan air goes out through the cascades Cascades direct the fan air forward.

Rev 1.0


14-15

Power Plant STAT

ELEC

HYD

FUEL

AIR

DOOR

GEAR

FCTL

MAINT

CB

HYDRAULIC C

L QTY PRESS

X.XX

X.XX

OF

XXXX

TAT

+13c

TO REV

XXXX

NORMAL

21. 7 N1

R

X.XX

LO

ENG REVERSER L

REV

21. 7

583

RF

583

EGT

OIL PRESS

XX

XXX.X PSI

XXXX

EGT

XXX

OIL TEMP

C

66 . 4

C

OIL QTY

Test Enable Switch

66 . 4

X.X

RPDU

N2

OXYGEN CREW PRESS

TEST

CCR Cabinet (2)

XXXX

APU RPM

XXXX

2. 0

STATUS MESSAGES

ENG REVERSER SNSR L ENG REVERSER R

N1

2. 0

FF

29

OIL PRESS

29

60

OIL TEMP

60

18

OIL QTY

18

0. 8

VIB

0. 8

J1

Thrust Control Module RPDU

Channel A Channel B

P300

J2

J3

J4

J5

RDC

NORM 28V DC

N1

EEC GROSS WT

640 . 0 SAT

+10c

FIRE


Eng Fire Switch

243 . 4 FUEL TEMP

+13c

DCV Head-Down Display

S

MEDC

ICV

S Isolation Valve Stow

Right Hyd System T-Piece

Manual Bypass Valve

Deploy

Dir Cont Valve

L L VO DC T K

T-Piece

Right Thrust Reverser (Left Similar)

Hyd Fuse

L O C K

Hydraulic Control Unit Inhibit Lever

MDU

L L OV CD K T

MDU

L O C K

Track Lock S Mechanism (RH Sleeve)

L O C K

Thrust Reverser Actuation System Features

Operation

The thrust reverser actuation system (TRAS) controls the operation of the thrust reversers (T/R).

The electronic engine control (EEC) controls the operation of the T/R. When you lift the reverse thrust lever, a microswitch in the TCM sends a signal via the common data network (CDN) to a remote power distribution unit (RPDU). The RPDU energizes the track lock (T/L) solenoid.

The hydraulic actuators extend the T/R. When the reverser extends, linear variable differential transformers (LVDT) send position signals to the EEC. The EEC now energizes the interlock actuator. This permits more movement of the reverse thrust lever to increase reverse power. It also sends T/R position data to the EICAS display.

A second microswitch sends a signal to the power distribution panel (P300/P400). Relays in the panels energize the directional control valve (DCV) solenoid in the HCU.

When you put the reverse thrust lever in the down position, the T/R retracts. The locking actuators and the T/L keep the reverser in the stowed position.

The thrust lever angle (TLA) resolver sends a signal to the EEC which energizes the isolation valve (IV) in the HCU.

LVDTs, pressure switches and proximity sensors monitor the T/R system for fault conditions. The LVDTs also supply signals for T/R control and flight deck indications.

The T/R system is electrically controlled and hydraulically operated. There are two T/R halves on each engine. Each half includes: • • • •

Two hydraulic actuators Synchronizing (sync) shaft Track lock Proximity sensors.

The hydraulic control unit (HCU) supplies hydraulic pressure to the T/R actuators to deploy and stow the T/Rs. It is located in the pylon fairing. System components in the flight deck include reverse thrust levers and interlock actuators in the thrust control module (TCM). Rev 1.0

The IV sends hydraulic pressure to the track lock mechanism which unlocks the T/Rs. Hydraulic pressure also goes through the DCV to the deploy side of the T/R actuators.


14-16

Power Plant SYS MENU

MAINT DATA PGS

DISPLAY SELECTION

LATCHED MSG ERASE

PRINT SELECTION

MAINT CTRL PGS

DATALINK SELECTION

CENTRAL MAINT

PERFORMANCE

AUTO

EPCS

A

18.9 66.0 34.0 0.0 14.49 49.2 14 19.2 221 100 6 32 0

GROSS WT ATA SYSTEM

REAL

MANUAL

AUTO

49 APU

DISPLAY

DISPLAY

SHOW LIST

51 LANDING CONDITIONS

DISPLAY

71 PERFORMANCE

DISPLAY

71 EPCS

DISPLAY

71 EMU

DISPLAY

71

GS

SHOW LIST

0.19 0.19 0.55 0.59

1

CAS

TAT

MACH

ALT

VIB

L

SHOW LIST

0.94 0.94 0.12 0.66

N1 FAN N1 LPT N2 BB

SHOW LIST

RIGHT ENGINE EXCEEDANCE

SHOW LIST

ENG GEN

2

L1

L2

0.19

0.06

LOAD

+14.2 380

L

R

SHOW LIST

EXCEEDANCE

71 LEFT ENGINE

+14.2 5.7

SAT

R1

R2

0.17

0.25

96.3 18.9 18.9 571 66.0 1.388 49 28 88 19

R N 1 MAX N 1 CMD N1 EGT N2 FF PS3 OIL PRESS OIL TEMP OIL QTY

96.3 96.3 96.3 930 111.3 21.642 620 58 75 17

3

AUTO EVENT MESSAGE

LEFT ENGINE

XXX.X XXX.X XXX.X XXX.X XXX.X XXX.X XXX.X XXX.X XXX.X XXX.X sXXX.X sXXX.X sXXX.X sXXX.X sXXX.X

TCF VIB FAN/REVACCEL AMP TCF VIB FAN/REVACCEL PHASE TCF VIB CORE/REVACCEL AMP BBACCEL TCF BBACCEL 3 BBACCEL 4 1 2 3 1

PSENSOR 2

XXX.X XXX.X XXX.X XXX.X XXX.X XXX.X XXX.X XXX.X XXX.X XXX.X sXXX.X sXXX.X sXXX.X sXXX.X sXXX.X

EMU STAT 0 10014 01018 1010 12 1001

WD 1

0 10014 01018 1010 12 1001

0 10014 01018 1010 12 1001

WD 2

0 10014 01018 1010 12 1001

XXX.X

N2 TAC

XXX.X

AUTO EVENT MESSAGE

17 SEP 13

UTC 08:15:26 RIGHT ENGINE EXCEEDANCE

RIGHT ENGINE N1 N2 N1 VIBACCEL AMP N1 VIBACCEL PHASE

TSENSOR TSENSOR TSENSOR PSENSOR

DATE

AUTO

EMU

ERASE ALL

DATE 17

SEP 13

UTC

08: 15: 26

B

A

18.9 66.01: STATUS 34.0 LA 0.0 LB 14.49 49.2 RA 14 RB 19.2 2212: STATUS 100 LA 6 LB 32 0 RA RB

0.0 0 0 0 88 28 15 5 0 0 569 567 573 575 0.0

AUTO

PG 1 OF 2

EPCSENGINE RIGHT

LEFT ENGINE

ERASE SELECTION

0.0 STATUS 03:

0 LA 0 LB 88 28 RA 15 RB 5 STATUS 04: 0 LA 570 LB 568 572 RA 574 RB 0.0

AUTO PG 2 OF 2

B

N1 N2

96.3 96.3 BIT NUMBERS 4 8 111.3 12 16111.3 20 24 28 32 TRA 84.7XXXX 84.7 XXXX XXXX XXXX XXXX XXXX XXXX XXXX T/R 0.0 0.0 XXXX XXXX XXXX XXXX XXXX XXXX XXXX XXXXPAMB 14.49 14.49

XXXX XXXX XXXX XXXX PXXXX S3 620.5XXXX620.5 XXXX14XXXX XXXX XXXX TXXXX 12 14 XXXX T25 93.3 93.3 T 637 16 63720 4 3 8 12 24 VBV 0 XXXX XXXX XXXX 0XXXX XXXX XXXX VSV 90 90 XXXX XXXX XXXX XXXX XXXX XXXX FMV 93 93 XXXX XXXX 0XXXX XXXX XXXX TBV 0 XXXX XXXX XXXX XXXX XXXX XXXX XXXX TFUEL 0.0 0.0 HPT ACC 020 4 8 12 0 16 24 LPT ACC 0 XXXX XXXX XXXX XXXX 0XXXX XXXX CCC 0 XXXX XXXX 0XXXX XXXX XXXX XXXXOIL T 75 75 XXXX58XXXX XXXX XXXX XXXXOIL P 58 XXXX XXXX15XXXX XXXX XXXXOILXXXX FLT 15 XXXX FUEL FLT 5 5 PF NOZZLE 020 4 81 12 0 16 24 PF NOZZLE 2 0 0 XXXX XXXX XXXX XXXX XXXX XXXX EGT 1 928 929 XXXX XXXX XXXX XXXX XXXX XXXX EGT 2 926 927 XXXX XXXX XXXXEGT 3 932XXXX XXXX 931 XXXX XXXX XXXX XXXXEGT 4 934XXXX XXXX 933 XXXX BAI 0.0 0.0 DATE 17 SEP 13 UTC 08:15:26

AUTO EVENT MESSAGE

DATE

17 SEP 13

XXXX XXXX XXXX XXXX 28

32

XXXX XXXX XXXX XXXX

XXXX XXXX XXXX XXXX

28

32

XXXX XXXX XXXX XXXX

XXXX XXXX XXXX XXXX

28

32

XXXX XXXX XXXX XXXX

XXXX XXXX XXXX XXXX

UTC 08:15:26

DATE:XX XXX XX DATE:XX XXX XX DATE:XX XXX XX DATE:XX XXX XX TIME: XX:XX:XX TIME: XX:XX:XX TIME: XX:XX:XX TIME: XX:XX:XX N1 AMBER N1 REDLINE N2 AMBER N2 REDLINE

XXX.X XXX.X XXX.X XXX.X XX:XX.X XXX.X XX:XX.X XXX.X XX:XX.X XXX.X XXX.X XX:XX.X XXX.X XX:XX.X XXX.X XX:XX.X XXX.X XX:XX.X

DATE:XX XXX XX DATE:XX XXX XX DATE:XX XXX XX DATE:XX XXX XX TIME: XX:XX:XX TIME: XX:XX:XX TIME: XX:XX:XX TIME: XX:XX:XX EGT AMBER EGT AMBER EGT REDLINE EGT START

XXX.X XXX.X XX:XX.X XXX.X XX:XX.X XXX.X XX:XX.X XXX.X XX:XX.X XXX.X XX:XX.X XXX.X XX:XX.X XXX.X XX:XX.X XXX.X XX:XX.X XXX.X XX:XX.X XXX.X XX:XX.X XXX.X XX:XX.X XXX.X XX:XX.X


AUTO EVENT MESSAGE


DATE

17 SEP 13


UTC 08:15:26

Engine Maintenance Pages Features These are the engine maintenance pages: • • • •

Performance Electronic propulsion control system (EPCS) Engine monitoring unit (EMU) Engine exceedances.

Performance Page The top part of the performance maintenance page shows this data: • • • • • •

Static air temperature (SAT) Groundspeed (GS) Computed air speed (CAS) Mach number Total air temperature (TAT) Altitude.

The variable frequency starter generator loads are shown on the left side. Engine Propulsion Control System Pages The EPCS maintenance page 1 shows engine parameters from many engine sensors. The parameters show for channels A and B of the electronic engine control (EEC).

Engine Exceedances Page The engine exceedance maintenance pages show the redline for the low pressure (LP) and high pressure (HP) rotors. Exhaust gas temperature (EGT) exceedances are also displayed for engine run redline and engine start redline.

There is a box around the channel identifier that is controlling the engine. EPCS maintenance page 2 shows status codes which correspond to EEC condition. Engine Monitoring Unit Page

There is also the primary and secondary engine display data including specific vibration level data. Rev 1.0

The EMU maintenance page shows engine vibration data and engine health monitoring codes.


14-17

15 Hydraulic System

Hydraulic System

Hydraulic System

15

Hydraulic Systems Introduction

HYDRAULIC PUMPS

•

General Description

GENERAL DESCRIPTION

There are seven hydraulic pumps on the 787. The left and right hydraulic systems each have an engine driven pump (EDP) and an electric motor pump (EMP).

•

Locations

•

Control and Indications

•

Indications

The center hydraulic system has two EMPs. The center hydraulic system also has a ram air turbine (RAT).

•

Maintenance Pages

•

Power Generation

•

Ram Air Turbine

•

Servicing

There are three independent hydraulic systems on the 787 airplane. There are the left, center and right systems. The hydraulic systems operate these systems: • • • • • • • •

Primary flight controls Landing gear Nose wheel steering Leading edge slats Leading edge flaps Trailing edge flaps Spoilers Engine thrust reversers.

LOCATIONS The components for the left and right systems are in the two engine pylons.

RAM AIR TURBINE The RAT is used for non-normal conditions. The RAT is an air driven turbine that operates both a hydraulic pump and an electric generator. The RAT hydraulic pump gives pressure for the center hydraulic system. The RAT can deploy both manually or automatically. SERVICING

The components for the center system are in the aft equipment center.

The reservoirs can be filled using a pressure servicing cart or a hand operated pump.

CONTROLS AND INDICATIONS Primary control of the hydraulic systems come from a hosted application, called the hydraulic interface function (HYDIF). Hydraulic pump controls and indicator lights are on the P5 panel. Reservoir quantities and system pressures show on the hydraulic synoptic and status pages. MAINTENANCE PAGES The maintenance pages show detailed data about the three hydraulic systems and the pumps.

Rev 1.0


15-1

Hydraulics Center System

Left System

Right System

Left Engine EngineDriven Pump (EDP)

Right Engine Electric Motor Pump (EMP)

Electric Motor Pump (EMP)



Ram Air Turbine (RAT)

Aileron

Left Wing

Left Wing Right Wing

Right Wing

Spoilers

Left Wing 3 Right Wing 12

Left Wing 1, 7 Right Wing 8, 14

Left Wing 2, 6 Right Wing 9, 13

Elevator

Left

Left & Right

Right

Rudder

Left

Center

Right

Flaperon

Left & Right

Right

Left

Thrust Reverser

Left

EngineDriven Pump (EDP)

Right

LE Slats & Flaps TE Flaps

Leading Edge Trailing Edge

Nose Landing Gear & Steering

Nose Landing Gear & Steering

Main Landing Gear

Left & Right

General Description General There are three hydraulic systems designated left, center and right. The systems do not share fluid and can operate up to 5000 pounds per square inch. Six hydraulic pumps create pressure for three independent airplane hydraulic systems The primary pumps for the left and right systems are engine driven pumps (EDP). The demand pumps are the EMPs. The primary pump for the center system is one of the EMPs based on calendar days. The other EMP acts as the demand pump. The center system can also receive ram air turbine (RAT) hydraulic pressure in non-normal situations.

Rev 1.0

The left system supplies hydraulic power for these components and systems:

The center system supplies hydraulic power for these components and systems:

• • • • • •

• •

Left wing aileron Spoilers left wing 3, right wing 12 Left elevator Left rudder actuator Left & right wing flaperons Left thrust reverser.

• • •

Left & right wing ailerons Spoilers left wing 1, 7 right wing 8, 14. Center rudder actuator Right flaperon Leading edge slats, flaps & trailing edge flaps Nose landing gear and steering Left and right main landing gear.

The right system supplies hydraulic power for these components and systems:

• •

• •

The RAT deploys automatically during flight and gives backup hydraulic power for flight control surfaces:

• • • •

Right wing aileron Spoilers left wing 2, 6 right wing 9, 13 Right elevator Right rudder actuator Left wing flaperon Right thrust reverser.

• • • •

Left & right wing ailerons Spoilers left wing 1, 7 right wing 8, 14. Center rudder actuator Right wing flaperon.


15-2

Hydraulics

EDP

RESV

EMP HE HE RAT

EMP RESV EMP HE HE

EMP

EDP

RESV

Left System Center System Right System

Hydraulic Component Locations General Three isolated hydraulic systems give power to airplane systems. Hydraulic system components and lines are routed as far away from each other as possible. This system separation minimizes damage or failures to more than one of the three hydraulic systems. The hydraulic system lines have a blue, yellow and white colored tape band to show that they are hydraulic lines. Location The two engine driven pumps (EDP) mount directly on the engine accessory gearbox. The left and right system electric motor pumps (EMP) are in their engine strut aft fairings. Rev 1.0

The two center system EMPs are in the left, aft wing-to-body fairing and are designated C1 and C2. The left and right system reservoirs are in their engine aft strut fairings. The center system reservoir is in the left, aft wing-to-body fairing. There are four heat exchangers, two for the center system and one each for the left and right systems. The heat exchangers are in the airplane’s fuel tanks. One of the center system heat exchangers and the left heat exchanger are in the left fuel tank and the other center and the right heat exchanger are in the right fuel tank.

maintain pressurization of the bootstrap reservoirs. These accumulators are located next to their respective reservoirs. The center system’s NLG pressure circuit has an additional accumulator to reduce operational pressure spikes. This accumulator is located in the nose wheel well. A ram air turbine (RAT) pump converts mechanical input power into hydraulic power for the center system flight controls. The RAT is in the right, aft wing-to-body fairing.

There are four accumulators for the hydraulic system. The accumulators are pre-charged with nitrogen. The left, center and right systems each have an accumulator to


15-3

Hydraulics RAM AIR TURBINE PRESS UNLKD

P R I M A R Y

L ENG ON

C1 -

ENG BTL 2 DISCH

DISCH 1

ELEC -

ON

C2

FAULT

FAULT OFF

ENG BTL 1 DISCH

R ENG

HYDRAULIC


AUTO

FAULT

ON

OFF

AUTO

FAULT

P R I M A R Y

ON

D R ELEC E M AUTO OFF ON A N D

DISCH

2

L E F T

1

R I G H T

Engine Fire Control Panel

2

FAULT

FAULT

P5 Hydraulic Control Panel

Hydraulic Controls and Indications General The hydraulic controls and indications provide the interface for the flight and maintenance crews to operate the three hydraulic power systems. The hydraulic system control panel is in the flight deck P5 overhead panel. The engine fire control panel is in the P8 aisle stand. Hydraulic Control Panel The hydraulic control panel gives manual control of: • • •

The four electric motor pumps (EMP) The two engine driven pumps (EDP) The ram air turbine (RAT).

The RAT deploy switch is a guarded switch with indication lights. An Rev 1.0

amber light indicates the RAT is unlocked and a white light gives indication that the RAT is producing pressure. Two switches control the EDPs. White ON indications show that the switch is in the ON position. The EDP switches normally remain ON all the time. Four EMP rotary switches give control to set the pumps to the OFF, AUTO and ON positions. The EMPs are usually in the AUTO position. Amber FAULT lights give indication for each hydraulic pump. Engine Fire Control Panel There are two engine fire handles on the control panel. When a fire handle is pulled, the EDP depressurizes, and the EDP shutoff valve closes for the applicable engine.

Functional Description The hydraulic interface function (HYDIF) controls the flight deck indication, fault monitoring and automatic control of the hydraulic system. Normal hydraulic pressure comes from the two EDPs and one center EMP that operate continuously. The two EMPs (C1 and C2) alternate as the primary pump. The left and right system EMPs are demand pumps. The hydraulic interface functions (HYDIF) in the common core system (CCS) control the hydraulic system automatically and no crew action is necessary after the pumps have been set before engine start.


15-4

Hydraulics STAT

ELEC

GEAR

HYD

FUEL

AIR

EFIS/DSP

FCTL

DOOR

MAINT

ELEC

STAT

CB

GEAR

HYD

FCTL

FUEL

EFIS/DSP

AIR

DOOR

MAINT

CB

HYDRAULIC QTY PRESS

L

C

R

1.00 4950

1.00 4930

1.00 4950

APU RPM

99.9

100 PSI

OIL PRESS

EGT

OIL TEMP

OIL QTY

4.25

L REV

FLAPS

FLT CTRL

NOSE GEAR & STEERING

LIQUID COOLING

OXYGEN CREW PRESS

420 C

76 C

1850

QTY

L

R

0.90

0.90

ISLN P R I M A R Y

STATUS MESSAGES

D E M A N D

R REV MAIN GEAR

FLT CTRL

ISLN

RAT

L ENG

L ELEC

FLT CTRL

C1 ELEC

C2 ELEC

SOV

P R I M A R Y

R ENG

D E M A N D

R ELEC

SOV

1.15

0.72

0.40

RF

LO

w8mt-29-00-0002

4650

Status Page

PRESS

5010

PRESS

4850

Synoptic Display

Hydraulic Indications General

Synoptic Display

Display of hydraulic operating parameters and conditions are shown on the status page and on the hydraulic synoptic displays on the multifunction displays (MFD).

The synoptic display is a real time diagram of hydraulic system operational status. The display shows: •

Status Page

•

The hydraulic interface function (HYDIF) receives data from the quantity sensor on each hydraulic reservoir and transmits the values to the display crew alerting system (DCAS). Data is also received from system pressure transducers.

• • • • •

The status page shows the reservoir quantities and system pressures. Full is indicated by 1.00 and empty is 0.00. A LO message shows when the reservoir quantity is less than 0.40. If no data is received, the readout will be blank. Rev 1.0

Engine driven pump (EDP) symbols Electric motor pump (EMP) symbols Ram air turbine (RAT) symbol Valve symbols Fluid flow lines Reservoir quantity and status System pressure.

The primary and demand pump symbols change to show status. Examples of pump status are: • • • • • •

ON = thick green box OFF = thick white box Failed = amber box Invalid = thin white box Load shed = white box with text Overheat = amber overheat text.

The synoptic page shows location and status of valves. Examples of valve status are: • • • • •

Open = thick green circle Closed = thick white circle Failed closed = amber circle, with two lines and X in the circle Failed open = amber circle, with a X in the circle Invalid = thin white circle.

Pressurized fluid flow paths are shown as wide lines and colored green. Non pressurized flow is shown as narrow lines and colored white. The reservoir and system pressure indications are white and change to amber when the level is low. Additional information adjacent to the reservoir quantity shows: • • •

LO in amber for low OF in white for overfill RF in white for refill.


15-5

Hydraulics AUTO

HYDRAULIC L

C

R

5070

4960

3850

0.89 80 40 OFF OFF LEFT

1.2 OF 65 43 BLD BLD CENTER

0.72RF 74 46 OFF BLD RIGHT

5000 65 ON 11985 129

------

4970 71 OFF 14342 487

SYSTEM PRESS: RESERVOIRS:

QTY PRESS TEMP BLD CMD BLD STATUS FILL SEL VLV

ENG PUMPS:

PRESS CD TEMP SEL CYCLES HOURS

ELEC PUMP:

80 85 AUTO RUN 5500 128 248

PRESS CD TEMP SEL STATUS CMD SPD CYCLES HOURS

RAT PUMP:

C1

C2

5020 102 AUTO RUN 3300 645 2409

80 43 OFF OFF 0 2562 2467

----

PRESS RPM POS

AUTO MESSAGE

PG 1/2

DATE

5000 4950 UNLKD

XX XXX XX

4990 67 ON RUN 6800 156 23

AUTO

HYDRAULIC L MTR CNTRLRS:

NORM 85 260 260 260 89 89 89

ACTIVE TEMP VOLTS A VOLTS B VOLTS C AMPS A AMPS B AMPS C

VALVES:

OPEN ---CLOSED

SUPPLY S/O NG ISOL RSV STRG ALT EXT T/R ISOL

CD FILTERS:

ENG PUMP DP ELECT PUMP DP

48 34

PG 2/2

C

R

C1

C2

ALT 91 270 270 270 94 94 94

NORM 73 0 0 0 0 0 0

NORM 54 240 240 240 67 67 67

-OPEN OPEN CLOSED --

CLOSED ---OPEN

--

39 127

0

47

----

UTC

XX: XX: XX

AUTO MESSAGE

DATE

XX XXX XX

UTC

XX: XX: XX

Hydraulic Maintenance Pages General

Page 2 Information

There are two hydraulic system maintenance data pages. The information on these pages help maintenance personnel troubleshoot and repair the system.

Page 2 shows this information: • • •

Motor controller data Valve position data Case drain filter dada.

The maintenance data pages show: • • •

Real time data Manual snapshot data Automatic snapshot data.

Information for the left, center and right hydraulic systems are shown in three columns. Page 1 Information Page 1 shows this information: • • • • •

System pressures Reservoir data Engine pump data Electrical pump data Ram air turbine (RAT) data.

Rev 1.0


15-6

Hydraulics Flaps

Thrust Rev

Nose Gear & Steering

Main Gear

Flt Ctrl

Thrust Rev

Flt Ctrl Reserve Steering Isln Vlv

High Lift Priority Vlv

Flt Ctrl

MLG Priority Valve

Center Sys Return

NLG Isln Valve

Right Sys Return

Left Sys Return

Press Filter

Press Filter

Press Filter

RAT Case Drain Filter

Case Drain Filter

EDP-L

Case Drain Filter

EDP-R

EMP C2

EMP-L

EMP-R

EMP C1

M

M

Drain

Drain LVDT

LVDT LVDT

Oversize Altn Ext Isln Vlv To Altn Tube Gear Ext

MLG Replenish

Ground Servicing

Main Hydraulic Power Generation Features The left, center and right hydraulic systems are similar. They do not share fluid and ensure the airplane has the redundancy and reliability needed to achieve sufficient integrity. Each system gets power from two pumps, which are driven from different power sources. The left and right systems use engine driven pumps (EDP) and electric motor pumps (EMP) from different engines. The center system uses EMPs from different electrical power buses. The hydraulic systems are controlled by the hydraulics interface function (HYDIF) in the common core system (CCS). There are three HYDIFs, left, right and standby. The standby can replace the left or right, but not both at the same time.

Rev 1.0

Each hydraulic system has a reservoir and filters. The left and right systems contain 20 g (76 l) of fluid each, while the center system contains 45 g (170 l). When filling the reservoir the fluid is filtered through the reservoir fill filter. Each system also has filters to remove contamination from the fluid when the systems are in use. One filter is in the case drain circuit of each pump, one in the pressure circuit of each pump, and one in the return circuit of the system. The center system has an additional filter in the pressure circuit of the ram air turbine (RAT) pump. Each reservoir has: • • • • • • •

One temperature transducer One pressure transducer One high pressure relief valve One low pressure relief valve One auto bleed valve One manual bleed/fluid valve One drain valve

• • • • •

One fluid quantity sensor One pressurization actuator One stand-pipe suction shutoff valve One visual quantity indicator One manual depressurization valve.

The reservoirs are pressurized by a piston that is forced upon the liquid by a smaller piston that is pressurized from the system’s pressure lines and accumulator. This in known as a bootstrap reservoir. The hydraulic system uses flow control devices such as fuses, isolation valves, and priority valves to prevent, stop, and prioritize fluid flow. Heat exchangers, in the fuel tanks reduce the fluid temperature before it returns to the reservoirs. A single point servicing center is available to service all three systems.


15-7

Hydraulics

RAT Unlock Light

Pressure Light

RAT Switch

RAT Stow Switch (Door in Open Position)

Hydraulic/RAT Panel (P5)

Ram Air Turbine - Introduction The electrical generator gives power to critical electrical loads.

General The ram air turbine (RAT) automatically deploys under emergency conditions and uses the airstream flowing past the airplane’s fuselage to generate power. The RAT gives the required hydraulic power for all in-flight conditions and required electrical power. The RAT can also be deployed manually by pressing the guarded RAM AIR TURBINE switch on the flight compartment overhead P5 panel.

The hydraulic pump gives power to the center system flight controls. The RAT can only get retracted on the ground by moving the stow switch to the ON position. The stow switch is on the P57 panel aft of the left main gear wheel well. Center hydraulic system power is required to stow the RAT.

The RAT is in the right aft wing to body fairing, aft of the wheel well. The RAT system is powered by a two-blade turbine, which drives an electrical generator and a hydraulic pump through a gear box.

Rev 1.0


15-8

Hydraulics STAT GEAR

ELEC

HYD

FCTL

FUEL

EFIS/DSP

AIR

DOOR

MAINT

CB

RDC L REV FLT CTRL

FLAPS NOSE GEAR & STEERING

ISLN P R I M A R Y D E M A N D

MAIN GEAR

FLT CTRL

CCR Cabinet (2)

ISLN

RAT

L ENG

L ELEC

R REV FLT CTRL

C2 ELEC

C1 ELEC

R ENG

0.45

RF

J3

J4

J5

J1

J2

J3

J4

J5

J1

J2

RDC

J3

J4

J5

RDC RAM AIR TURBINE

BPCU

PRESS UNLKD

SOV

0.72

J2

D E M A N D

R ELEC

SOV

1.15

J1

P R I M A R Y

J1

J2

J3

J4

J5

RDC

P R I M A R Y

LO

w8mt-29-00-0002

0

PRESS

0

PRESS

0

L ENG

C1 -


RPDU RAT Stow Cont Panel (P57)

RPDU RAT Control Module Press XDCR

RAT Compt Door

RAT Pump

ON

C2

FAULT AUTO

ON OFF

FAULT

AUTO

P R I M A R Y

ON

D R ELEC E M AUTO ON A N D

OFF

FAULT

FAULT

FAULT

Filter Screen

Press Filter

ELEC -

FAULT OFF

Hydraulic Synoptic Display

R ENG

HYDRAULIC

ON

Hydraulic Panel (P5)

Bypass Fuse Deployment Actuator Position Switch

Solenoids (Locking Pawls) Actuator

Press Switch

Stow Solenoid

RAT Generator

Power Control Units (PCUs)

Control Module

(Ctr Sys)

Aileron

Control Valve

EMP

Flaperon

RAT Deployment Actuator

Inbd Spoilers

RAT GCU

ROB #7 & #8

Outbd Spoilers #1 & #14

Center Hyd Sys Reservoir

Ram Air Turbine (RAT) Assembly

LIB & RIB

Elevator Rudder

LIB & RIB Upper PCU

RPDU

Ram Air Turbine System General The ram air turbine (RAT) generates hydraulic and electrical power when deployed into the airstream in flight. The power produced by the RAT’s 50 inch diameter turbine blade gives hydraulic power to the center system flight controls and an AC generator for continuous electrical power.

These are some of the conditions that will cause the RAT to automatically deploy:

The RAT control module monitors and controls the flow of fluid. The control module has a:

• • •

• • • • • •

Loss of the two engines Loss of all hydraulic power Loss of essential electrical power.

The deployment signal goes to the two solenoids on the deployment actuator.

Pressure relief valve Flow restrictor Quantity fuse Pressure transducer Filter Check valve.

Rat Retraction RAT Deployment The RAT gets deployed into the airstream by a spring loaded actuator. The RAT can be deployed manually with the flight compartment switch or automatically when commanded by the hydraulic interface function (HYDIF) or the bus power control units (BPCU).

Rev 1.0

The solenoid releases a set locking pawls, this lets the spring extend and force the turbine into the airstream. The RAT deploys and supplies full rated hydraulic and electrical power in 10 seconds.

The RAT is retracted on the ground using the RAT stow switch and center system hydraulic power supplied by the airplane’s pumps or a ground cart. The switch energizes the stow solenoid, fluid gets ported to the rodend of the control valve. This deactivates the down locks and retracts the actuator which stows the RAT.


15-9

Hydraulics Suction Hose

Reservoir Fill Manual Pump

Reservoir Fill Filter Reservoir Fill Connection

Hydraulic Selector Valve

Hydraulic Reservoir (3)

STAT

PRESS

4925

HYD

ELEC

HYDRAULIC C 0.78

L 0.90

QTY

STAT

FUEL

EFIS/DSP

FCTL

Hydraulic Service Center Left Center

HYD

ELEC

GEAR

AIR

AIR

CB

R 1.00

LO

4925

FUEL

DOOR

MAINT

4925

DOOR

APU

GEAR

FCTL

EFIS/DSP RPM 100.1

MAINT EGT 1160 CB C 30 PSI OIL TEMP 125 C OIL

OIL PRESS

Right Off

CREW PRESS 1950 L REV

QTY 7.6

LIQUID COOLING L R QTY 0.37 LO 1.00

OXYGEN

STATUS MESSAGES FLAPS R REV FLIGHT CONTROL SYS

NOSE GEAR MAIN FLT CONTROLGEAR L & STEERING CTRL RAM FAN

FLT CTRL

FLT CTRL

CONTROL WHEEL XDCR ISLN

J1

J2

RDC .8

J4

J5

P R I M A R Y D E M A N D

F 1.2

.6

J3

RAT

L ENG

L ELEC

C1 ELEC

.2

J1

J2

J3

J4

J5

RDC

CCR Cabinet (2)

C2 ELEC

P R I M A R Y

R ENG

D E M NEXT PG A N D

R ELEC

PG 1 OF 3 SOV

SOV

1.15

HYD QTY

.4

ISLN

4650

0.72 PRESS

5010

0.45

RF PRESS

LO

4850

Head Down Display Quantity Indicator Gauge

Hydraulic Servicing indication. The fourth position is for OFF.

General A system fill station is used to fill each hydraulic system. The system fill station is in the right main gear wheel well.

Service the desired reservoir with the correct fluid until the quantity indicator gauge reaches F (full).

The system fill station has: • • • • •

Hand pump with hose Reservoir fill connection Fill selector valve Quantity indicator gauge Fill filter.

A manually operated selector valve routes fluid to the desired reservoir. The selector valve is electrically connected to the hydraulic interface function (HYDIF), which sends a signal to the quantity indicator gauge and the head down displays for indication. The selector valve has four positions. One for each left, center, and right reservoir fluid routing and quantity Rev 1.0


15-10

16 Landing Gear

Landing Gear

Landing Gear

16

Landing Gear Introduction

PROXIMITY SENSING

•

General Description

GENERAL DESCRIPTION

•

Main Landing Gear Components

The 787 has the standard tricycle type landing gear. There is a nose landing gear and two main landing gears.

Proximity sensors are used by the hosted applications to control the landing gear retract and extend sequence. The sensors also provide indication of the landing gear struts and doors positions.

•

Main Landing Gear Retract and Extend

•

MAIN LANDING GEAR COMPONENTS

LANDING GEAR AND BRAKE CONTROLS

Nose Landing Gear Components

•

Nose Landing Gear Retract and Extend

•

Alternate Extend

•

Proximity Sensing

•

Landing Gear and Brake Indication

•

Landing Gear and Brake Controls

•

Maintenance Pages

•

Brakes General Description

•

Wheels and Brakes

•

Brake Control System

•

Antiskid and Autobrake

•

Nose Wheel Steering

The components for the main landing gear do these functions: • • • •

Raise and lower the gear Control the tilt angle of the wheel truck Support and lock the gear in both the extend and retract positions Shock absorption to the airframe.

MAIN LANDING GEAR RETRACT AND EXTEND Control of the main landing gear retract and extend is from hosted applications in the common core system. The center hydraulic system retracts the main landing gear.

The pilots use controls in the flight compartment to control the landing gear retract and extend, and brake operations. MAINTENANCE PAGES EICAS synoptic and maintenance pages show detailed information about the landing gear and brakes. BRAKES GENERAL DESCRIPTION There are brake system control units and electric brake actuators that operate the electro-mechanical wheel brakes. WHEELS AND BRAKES

NOSE LANDING GEAR COMPONENTS The components for the nose landing gear do these functions:

There are two nose landing gear wheels. There are four wheels and brakes on each main landing gear. BRAKE CONTROL SYSTEM

• • • •

Raise and lower the gear Support and lock the gear in both the extend and retract positions Shock absorption of the airframe Airplane guidance on the ground.

NOSE LANDING GEAR RETRACT AND EXTEND Control of the nose landing gear retract and extend is also from hosted applications in the common core system. ALTERNATE EXTEND

Wheel brake operation uses electrical, not hydraulic power. ANTISKID AND AUTOBRAKE Antiskid and autobrake help the pilots keep control of the airplane on the ground. NOSE WHEEL STEERING Nose wheel steering controls airplane direction on the ground during taxi, initial takeoff roll and landing rollout.

The landing gear can extend without normal control available.

Rev 1.0


16-1

Landing Gear Retract Actuator

Trunnion

Shock Strut Door Trunnion Door Side Brace Assembly

Drag Brace Door

Body Door

Drag Brace Assembly

Lower Shock Strut Door

Shock Strut Truck Assembly

Truck Positioner Actuator

Wheel-Tire Assembly

Torsion Links Tow Fitting

FWD

Main Landing Gear and Doors General Each main landing gear is supported by these components: • • •

Shock strut Side brace assembly Drag brace assembly.

The shock strut is in two parts, an inner and outer shock strut. The torsion links keep the inner and outer shock struts together. The outer shock strut has the trunnion assembly. The trunnion assembly connects to wing structure. The inner shock strut connects to the truck assembly. The truck assembly with the four wheels and tires connect to the inner shock strut. These assemblies support most of the weight of the airplane on the ground. The truck assemblies have tow fittings at each end.

Rev 1.0

There are five doors for each landing gear:

also provides one of the main landing gear down lock functions.

• • • • •

The drag brace assembly transfers forward and aft landing gear movement to the airplane structure during taxi. The drag brace also provides a main landing gear down lock function.

Body door Shock strut door Lower shock strut door Drag brace door Trunnion door.

Description The trunnion provides the pivot point for the landing gear retract and extend movements. The landing gear actuator also connects the landing gear outer shock strut to wing structure.

The truck positioner actuator puts the truck to the correct position, for gear retraction or gear extension. These doors provide an aerodynamic fairing with the landing gear retracted:

The shock strut absorbs the shock of contact with the runway when landing.

• • • •

Shock strut door Lower shock strut door Drag brace door Trunnion door.

The side brace transfers inboard landing gear loads to the airplane structure during taxi. The side brace

The body doors protect the wheels and give an aerodynamic fairing with the gear extended and retracted.


16-2

Landing Gear MLG Bypass/Auto Off Vlv Module 28V DC

Hyd Rtn

LG Cont MLG

Hyd Press/Off

RPDU

Dn

MLG Cont Vlv Module

Stow

MLG Truck Tilt Cmd

Hyd Rtn

Up

LG Cont MLG

LG Cont MLG

LG Cont MLG

Hydraulic Pressure/Return

MLG Truck Positioner Actuator (L, R)

Hyd Rtn

Close

Open

MLG Door Cont Vlv Module

Hydraulic Pressure/Return Lock STAT

ELEC

GEAR

Lock

Lock

MLG Drag Brace Dnlock Actuator (L, R)

MLG Uplock Actuator (L, R)

RETRACT 270K-.82M UP

ALTN GEAR

LOCK OVRD

Prox Sensor Prox Sensor (Control) (Truck Tilt)

NORM

Prox Sensing Data Concentrator

3 4 MAX AUTO

OFF

RTO

Landing Gear Control Lever Module

J1

J2

J3

RDC

J4

AIR MAINT

2.2

160

160

160

160

160

CLOSED

BRAKE

1.7

3.1

2.8

3.3

MLG Press Operated Vlv Module

DOOR CB

ASKID

Hyd Rtn

Hyd Press/Return

FUEL

EFIS/DSP

160

DOOR

MLG Retract Actuator (L, R)

160

160

160

160

0.0

3.4

DOOR

Close

Alt Ext Safety

Normal

AUTOBRAKE DISARM

Down

Hyd Press/Return

Not Inhibited DOWN

2

MLG Side Brace Dnlock Actuator (L, R)

HYD

FCTL

MLG Door Uplock Actuator (L, R)

7.1

EXTEND 270K-.82M

1

Hyd Rtn Lock

Alt Ext Actuation

Inhibited

MLG Dr Close Relay

Slow

Close Cmd

MLG Door Safety Vlv Module (L, R)

Head-Down Display

Hyd Press/Return

J5

CCR Cabinet (2)

28V DC

RPDU Open

J1

J2

J3

J4

J5

RDC

MLG Door Actuator (L, R)

Main Landing Gear Retraction and Extension General

Description

Control of the landing gear retract and extend operation comes from hosted applications in the common core system (CCS).

The CCS hosted applications use proximity sensors to control the retract and extend sequences. These proximity sensors are used for control only. For redundancy, there are two proximity sensor channels. Only one channel is necessary for landing gear control. The CCS uses the sensors to determine the status of these components:

The center hydraulic system provides the pressure to operate these components to retract the landing gear: • • •

Landing gear body doors Landing gear downlock actuators Landing gear retract actuator.

The center hydraulic system provides pressure to operate these components when extending the landing gear: • • •

Landing gear body doors Landing gear uplock actuators Landing gear downlock actuators.

Rev 1.0

• • •

Landing gear position Landing gear body door position Landing gear truck position.

The CCS controls solenoid operated control valves to control hydraulic pressure for body door operation, downlock and uplock actuator operation, truck tilt position, gear retract and extend. The 787-9 has the early door feature. Just before takeoff, the body gear doors open, with the landing gear

lever still down. This helps to decrease landing gear retract time. Operation With the landing gear lever down, the landing gear control is in the inhibit up mode. At takeoff, the landing gear lever unlocks. With the landing gear lever up, the CCS starts the retract sequence. The truck must be in the stow position and the body doors open before the down lock actuators release. The retract actuator moves the gear to the retract position. With the gear nearly up, the CCS closes the body gear door. The CCS goes to auto-off 10 seconds after the gear are up and locked. With the landing gear lever down the CCS uses hydraulics to operate the body door and release the uplock. Air loads and gravity extend the gear.


16-3

Landing Gear Drag Brace Trunnion

Upper Drag Brace

Retract Actuator Lock Link

Shock Strut Trunnion Forward Door

Lower Drag Brace

Aft Door

Steering Mechanism

Nose Gear Shock Strut

Nose Wheel Steering Collar Torque Links

Tow Fitting

Wheel-Tire Assembly FWD

Nose Landing Gear Components General The nose landing gear (NLG) is supported by these components:

The tow fitting is on the inner shock strut. This tow fitting is used for most of the airplane towing operations.

The upper drag brace trunnion provides a pivot point for the upper drag brace during NLG retract and extend.

There are four doors for the NLG: • • •

Shock strut Upper drag brace Lower drag brace.

The shock strut is in two parts, an inner shock strut and an outer shock strut. The torsion links keep the inner and outer shock struts together. The upper torque link connects to the nose wheel steering collar, around the outer shock strut. the lower torque link connects to the inner shock strut. One end of a lock link connects at the pivot point of the upper and lower drag braces. The other end of the lock link connects to aft bulkhead structure of the nose wheel well. The lock link goes over-center to lock the landing gear, both up and down. Rev 1.0

• • • •

Right forward door Left forward door Right aft door Left aft door.

There are two sets of trunnion fittings for the NLG. One set is for the upper drag brace. The other set is for the shock strut. Description The shock strut absorbs the shock of contact with the runway during taxi and landing. The inner shock strut, operated by nose wheel steering, provides directional control during taxi, takeoff and landing.

The shock strut trunnion provides a pivot point for the shock strut during NLG retract and extend. The upper and lower drag braces help to keep the NLG locked in both the extend and retract positions. The drag braces also transfer NLG longitudinal forces during landing and taxi to the airplane structure. The two forward doors provide aerodynamic fairing with the NLG extended and retracted. The two aft doors provide aerodynamic fairing with the NLG retracted. The lock link holds the upper and lower drag braces to lock the NLG in the extend position. The lock link holds the upper drag brace up to lock the NLG in the retract position.


16-4

Landing Gear NLG Bypass/ Auto Off Vlv Module Hyd Press/Off Hyd Rtn

Up

LG Cont NLG

Dn

NLG Cont Vlv Module

LG Cont NLG

LG Cont NLG

Hyd Rtn

Close

NLG Door Cont Vlv Module

Open

LG Cont NLG

Hyd Press/ Return STAT

Hyd Press/ Return

Not Inhibited

Down Lock

FUEL

EFIS/DSP

Close

Down

160

Alt Ext Safety

Hyd Rtn

DOOR

AIR MAINT

DOOR CB

NLG Retract Actuator

Alt Ext Actuation

Inhibited

NLG Dr Close Relay

7.1

J1

RDC

J2

J3

J4

J5

RDC

3.3

160

160

160

0.0

3.4

CCR Cabinet (2)

28V DC

EXTEND 270K-.82M

2.8

160

NLG Door Actuator

NORM J5

BRAKE 3.1

1.7

Head-Down Display

Open J4

160

Hyd Press/Return

ALTN GEAR J3

160

160

DOOR

NLG Door Safety Vlv Module

RETRACT 270K-.82M

J2

160

Slow

UP

J1

160

CLOSED

ASKID 2.2

Normal

LOCK OVRD

FCTL

Hyd Press/Return Hyd Rtn

NLG Lock Actuator

HYD

ELEC

GEAR

Hydraulic Pressure/Return

RPDU

DOWN

AUTOBRAKE 1

2

DISARM OFF

3 4 MAX AUTO

RTO

Prox Sensor (Control) Prox Sensing Data Concentrator


Nose Landing Gear Retraction and Extension General

Description

Control of the nose landing gear (NLG) retract and extend operation comes from hosted applications in the common core system (CCS).

The CCS hosted applications use proximity sensors to control the retract and extend sequences. These proximity sensors are used for control only. For redundancy, there are two proximity sensor channels. Only one channel is necessary for nose landing gear control.

The center hydraulic system provides the pressure to operate these components to retract the NLG: • • •

Forward NLG doors actuator NLG lock link actuator NLG retract actuator.

The center hydraulic system provides pressure to the forward doors actuator and the lock link actuator.

The CCS uses these sensors to determine the status of these components: • • •

Landing gear lever position NLG position NLG forward door position.

Operation Like the main landing gear (MLG), center hydraulic pressure only retracts the NLG.

Rev 1.0

lever up, the CCS starts the retract sequence. The NLG forward doors open and the NLG lock actuator releases the lock link. The NLG retract actuator move the gear to the retract position. With the NLG nearing the full retract position, the forward doors are commanded to close. The CCS goes to auto-off 10 seconds after landing gear are up, locked, and the forward doors are closed. The 787-9 early door feature only affects the MLG body doors. This feature does not have an effect on the operation of the NLG forward doors.

With the landing gear lever down, the landing gear control is in the inhibit up mode. At takeoff the landing gear lever unlocks. With the landing gear


16-5

Landing Gear Close Not Armed Cmd


Close Cmd

Alt Ext Safety

NLG Extend/ Normal Retract

APU FIRE SHUTDOWN

FIRE BOTTLE ARMED

NWW LIGHTS

RPDU FLIGHT INPH

Slow

+28V DC

FLIGHT DECK CALL SW

SERVICE INPH

NLG DOORS OFF

CLOSE

ARM


Armed Cmd

NLG Arm Doors Sw

OFF

P40

Not Close Cmd


NLG Bypass/ Auto Off Vlv Module

NLG Doors Close Sw

NLG Door Cont Vlv Mod MLG Extend/ Normal Retract

NLG Dr Slow Close Cmd

Close

STAT

Alt Ext Safety

MLG Dr Slow Close Cmd

HYD

ELEC

GEAR

FCTL

FUEL

EFIS/DSP

AIR MAINT

DOOR CB

Slow

MLG Bypass/ Auto Off Vlv Module

Not Armed Cmd Close Cmd

+28V DC


Center Hyd Sys

Altn Extend Hyd Oversize Tube

M

160

DOOR

P

ASKID 2.2

MLG Door Cont Vlv Mod

RPDU Armed Cmd

Hot Batt

ALTN GEAR

MLG Arm Doors Sw

NORM

7.1

Alt Ext Relay A

Norm

Motor Off Cmd B

Altn Ext NLG Door Release Act

J1

J2

J3

J4

Altn Gear Sw

Motor On Cmd B

Alt Ext Relay B

J5

160

BRAKE

1.7

3.1

2.8

3.3

160

160

160

160

0.0

3.4

Head-Down Display

Altn Ext MLG Door Release Act (L, R)

CCR Cabinet (2)

Down

Hot Batt

160

Alt Extend Power Pack

Motor Off Cmd A

Motor On Cmd A

DOWN

160

160

DOOR

Open Cmd

All Doors Open/MLG Doors Close Sw

160

CLOSED

RDC

Altn Ext NLG Gear Release Act

Altn Ext MLG Gear Release Act (L, R)

Alternate Extension General An alternate extend system gives an independent secondary means to extend the gear if the normal system is not available to extend the landing gear. The landing gear can extend without active pressure from the center hydraulic system. Hydraulic pressure is only necessary to unlock the landing gear doors and release the landing gear up locks. The landing gear use gravity and air loads to free fall to the down and locked position.

• • •

The hydraulic oversized tube holds sufficient center system hydraulic fluid to operate these components during alternate extend: • • •

Description

•

These are the components for the landing gear alternate extension system: • • •

ALTN GEAR selector switch Alternate extend power pack Alternate extend hydraulic

Rev 1.0

oversized tube Alternate extend relays (2) Alternate extend door release actuators (3) Alternate extend landing gear release actuators (3).

Alternate extend nose landing gear (NLG) release actuator Alternate extend main landing gear (MLG) release actuator Alternate extend NLG door release actuator Alternate extend MLG door release actuator.

Inhibit relays are used to prevent the landing gear from retracting and doors closing after alternate extension. The relays are reset with the center hydraulic system

pressurized, and cycling the landing gear lever. Operation With alternate extension activated the alternate extend power pack gets 28 VDC power direct from the battery. The power pack pressurizes hydraulic fluid from the oversized tube. The hydraulic pressure operates the NLG and MLG door release actuators. When the release actuators have the doors nearly full open, the hydraulic pressure goes to the alternate NLG and MLG release actuators. The NLG and MLG come out of their wheel wells by gravity force. The MLG trucks are mechanically moved out of the stow position as they come out of the wheel well. Gravity and air loads move the gear down. Springs on the landing gear locks help keep the locks engaged, with the gear down, without hydraulic pressure.


16-6

Landing Gear MLG Door Unsafe Light (L, R)

ELEC

GEAR

DOOR

DOWN

MLG Drag Brace Dn Ind Prox Sensor (L2, R2) LOCKED

CB

160

NLG Control Prox Sensors

MLG Uplocked Ind Prox Sensor (L2, R2)

160

CLOSED

CLOSED

DOOR

ASKID 2.2

7.1

160

160

160

160

CLOSED

BRAKE 3.1

1.7

2.8

3.3

160

160

160

160

DOOR

0.0

3.4

CLOSED

Airplane Door Sensors

MLG Door Clsd Ind Prox Sensor (L2, R2)

Air/Ground Sensors

Strut Comp Prox Sensor (L2, R2)

Head-Down Display J1

J2

J3

J4

J5

RDC Prox Sensing Data Concentrator

CCR Cabinet (2)

COMPRESSED

NLG Door Unsafe Light

NOT COMPRESSED

NLG Door Closed Micro Sw

AIR MAINT

TILT

NLG Door Clsd Ind Prox Sensor (2)

FUEL

EFIS/DSP

NOT TILT


HYD

FCTL

NOT DOWN

DOWN STAT

CLOSED

NOT CLOSED

NLG Dn Ind Prox Sensor (2)

MLG Side Brace Dn Ind Prox Sensor (L2, R2)

NOT LOCKED

Proximity Sensors (Example)

DOWN

NOT DOWN

NLG Locked Ind Prox Sensor (2)

NOT DOWN

MLG Indication Sensors

LOCKED

NOT LOCKED

NLG Indication Sensors

MLG Door Closed Micro Sw (L, R)

NOT CLOSED


Truck Tilt Prox Sensor (L2, R2) MLG Control Prox Sensors

Tail Strike Module

Proximity Sensor System General The proximity sensor system uses proximity sensors for these indications: • • • • • • • • •

Nose landing gear (NLG) up and locked NLG down and locked NLG door position Main landing gear (MLG) up and locked MLG down and locked MLG body door position Airplane in air mode Airplane fast on ground Airplane slow on ground.

The proximity sensor system uses micro switches, lights show whether the NLG and MLG doors are safe or unsafe. The system also monitors two electrical circuit wires in the tail strike module. The proximity sensor system uses the module to alert the Rev 1.0

flight crew if the airplane tail has come too close to the ground during takeoff or landing. Hosted functions in the common core system (CCS) send the proximity data to the display crew alerting system (DCAS). DCAS shows this data on these head down displays (HDD): • • •

EICAS display Landing gear synoptic display Landing gear maintenance pages.

Description

• •

NLG strut down sensors NLG door closed sensors.

These are the indication proximity sensors for the left and right MLG indications: • • • •

MLG side brace down sensors MLG drag brace down sensors MLG uplock indication sensors MLG body door closed sensors.

The CCS uses these sensors for airplane on ground sensing: • •

Landing gear truck tilt sensor, not tilt - fast on ground Strut compressed sensors, not compressed - slow on ground.

For redundancy, there are two proximity sensor channels for the NLG and MLG indication. These are the indication proximity sensors for the NLG indication: •

NLG locked indication sensors


16-7

Landing Gear

Brake System Control Unit (BSCU) Brake ON (Red)

Brake SET (Amber)

Parking Brake Lever

Brake OFF (Blue) Nose Wheel Brake Lights

EICAS Brake Temperature Sensor

Landing Gear Synoptic

Brake Normal (White) - 0.0 to 2.1 Hottest Brake (White) - 1.5 to 2.1 only one brake on each truck at a time Tire Pressure Sensor

Brake Overheat (Amber) - 2.2 to 9.9

Axle RDC

Landing Gear and Brake Indication General

•

The landing gear indication system shows data for these different landing gear components:

• • • •

• • • • • • •

Nose landing gear (NLG) position Main landing gear (MLG) position NLG and MLG door position Parking brake off or on and set NLG and MLG tire pressures MLG brake temperatures Autobrake and antiskid faults.

Hosted functions in the common core system (CCS) send this data for display to the display crew alerting system (DCAS). Indications and messages show on the head down displays (HDD). Description These components send landing gear indication data to the CCS:

Rev 1.0

• • •

Landing gear lever position switches Proximity sensors Tire pressure sensors Brake temperature sensors Proximity sensor data concentrators (PSDC) Axle data concentrators Brake system control units (BSCU) Remote data concentrators.

For redundancy, there are two channels of proximity sensors for the landing gear and door positions. The NLG shows down and locked with the drag braces over-center, the sensors show target near, the lock link over center with the sensors showing target near. The NLG shows up and locked when drag brace sensors show target far, the lock link over-center and the sensors show target near.

The MLG shows down and locked with the side braces and drag braces down and over-center, and the sensors show target near. The MLG shows up and locked with the uplock engaged and the sensors show target near. Separate proximity sensors show when the landing gear doors are closed, or not closed (open). Parking brake indications show on the HDD and on the NLG strut panel. A blue light on the panel shows when the parking brakes are off. Amber and red lights show with the parking brake set and on. Tire pressure sensors transmit wireless pressure data to the NLG and MLG axle RDCs. Thermocouples send brake temperature data to the MLG axle RDCs. The axle RDCs send the this data to BSCUs. The BSCUs send the data to the CCS through RDCs.


16-8

Landing Gear Landing Gear Lever Lock Override Landing Gear Alternate Gear Lever Release Switch

Towing Power Switch/ Brake Battery Indicator

RETRACT 270K-.82M UP

Landing Gear Lever Thrust Levers

ALTN GEAR

LOCK OVRD

NORM

Speedbrake Lever

PARKING BRAKE PULL

EXTEND 270K-.82M

ALTN PITCH TRIM

DOWN

NOSE DN

AUTOBRAKE 1

2

DISARM OFF NOSE UP

3 4 MAX AUTO

RTO

Parking Brake Lever


Brake Pedals

Autobrake Selector Switch

Brake Pedals

Landing Gear and Brake Controls General

Description

Operation

The landing gear and brake controls in the flight compartment are in positions where both pilots can use them.

The towing power switch controls battery power to the electric brake system during towing operations.

To set the parking brakes, the pilots push the brake pedals full travel. The pilots can then pull aft on the parking brake lever. With the lever aft and brake pedals released, the parking brake is set.

These are the controls in the flight compartment: • • • • • • •

•

Towing power switch on the P5 overhead panel Parking brake lever on the P9 forward aisle stand Landing gear lever on the P2 center instrument panel Landing gear lever lock override switch on the P2 panel Alternate landing gear release switch on the P2 panel Autobrake switch on the P2 panel Captain’s rudder/brake pedals below the P1 main instrument panel First officer’s rudder/brake pedals below the P3 main instrument panel.

Rev 1.0

The parking brake lever lets the pilots set and release the parking brake. The landing gear lever lets the pilots raise and lower the landing gear. The landing gear lever lock override switch lets the pilots raise the landing gear lever. The switch lets the pilots move the lever if the lever lock does not release after takeoff. The alternate landing gear release switch lets the pilots extend the landing gear with center hydraulic system pressure not available. The autobrake switch lets the pilots arm the autobrake function for both takeoff and landing.

The pilots raise the landing gear lever to raise the landing gear. This also activates the landing gear retract braking function. The pilots pull and turn the autobrake switch to RTO on the ground before takeoff. The pilots turn the switch from 1 to MAX AUTO in the air before landing. For autobrake to work the airplane must be on the ground, with high wheel speed. The switch is not in OFF or DISARM, and both thrust levers are at IDLE. The pilots can disarm the autobrake by pushing on the brake pedals, stow the speedbrake lever, or turn the autobrake switch to OFF.


16-9

Landing Gear

Landing Gear Indication & Steering Maintenance Page

Landing Gear Control Maintenance Page 1 of 2

Landing Gear Control Maintenance Page 2 of 2

Landing Gear Brakes Maintenance Page

Maintenance Pages General

•

These are the maintenance pages for the landing gear and brake systems:

The landing gear control 1 and 2 maintenance pages show this data:

• • •

Landing gear indication and steering maintenance page Landing gear control maintenance pages 1 and 2 Landing gear brakes maintenance page.

The landing gear indication and steering maintenance page shows this data:

• •

Tail strike module status Nose landing gear (NLG) indication proximity sensor data Main landing gear (MLG) indication proximity sensor data Center, NLG, and MLG hydraulic pressures

Rev 1.0

• • •

Description

• •

• •

• • • • • • • • •

Air/ground proximity sensor status.

Alternate extension status Landing gear lever position switches status Landing gear lever command status NLG and door control proximity sensor status MLG and door control proximity sensor status Landing gear auto-off status Land gear priority command status Landing gear reset relay status Landing gear inhibit relay status Bypass/auto-off valve module status Gear control valve module status Door control valve module status Door safety valve module status Truck actuator status.

The landing gear brakes maintenance page shows this data: • • • • • • •

Captain and first officer brake pedal position Parking brake status NLG tire pressures MLG brake temperatures in scaler reference for each brake MLG tire pressures for each tire MLG brake service life in percent for each brake Electric brake actuator (EBA) applied force in percent for each brake.


16-10

Landing Gear Tire Pressure Function

Tire Press Sensor (2)

NLG Axle RDC (2) Tire Pressure Brake Temp Antiskid Function

R MLG Axle RDC (4)

Tire Press Sensor (4) Wheel Speed Magnetic Ring (4)

R MLG Brake (4)

R Elect Brake Act (16)

R Brake Temp Sensor (4)

NLG Axle RDC (2) 180

180

9

10

CLOSED

Nose Wheel Spin Brake

R Elec Brake Act Cont (2)

R Brake Sys Cont Unit

STAT

Tire Press Sensor (4) Tire Pressure Brake Temp Antiskid Function

Wheel Speed Magnetic Ring (4)

160

1.7

2

3

4

2.2

J4

220

220

1.7

1.7

220

220

160

160

160

160

DOOR CB

160

CLOSED

BRAKE 3.1

1.7

2.8

3.3

160

160

160

160

0.0

3.4

1.7 DOOR

L Brake Temp Sensor (4) 1.7

J3

AIR MAINT

ASKID

1

L Elec Brake Act Cont (2)

J2

FUEL

EFIS/DSP

DOOR

7.1

J1

HYD

FCTL

L Elect Brake Act (16)

L MLG Axle RDC (4)

L Brake Sys Cont Unit

ELEC

GEAR

MLG Axle RDC (8)

220

220

5

6

1.7

1.7

CLOSED

J5

220

220

7

8

1.7

CLOSED

RDC

Head-Down Display

CCR Cabinet (2)

L MLG Brake (4)

Wheels and Brakes General Description General The brake system is a electric brake system that uses electronic and computer technology. The main gear wheels have electrically actuated, multiple-disc carbon brakes. The brake system has two major sub-systems: • •

Brake control and monitoring system (BCSM) Electro-mechanical brake system (EMBS).

Brake Control and Monitoring System (BCSM) The BCSM consists of: • • •

Left brake system control unit (BSCU) Right BSCU Two nose gear axle remote data concentrators (ARDC)

Rev 1.0

• • •

Eight main gear ARDCs Ten tire pressure sensors (TPS) Eight brake temperature sensors (BTS).

The BSCUs control and monitor: • • • • • • •

Pedal brake control Parking brake control Autobrake Hydroplane/touchdown protection Lock wheel protection Brake temperature indication Tire pressure indication.

Each BSCU has two channels. The left BSCU control the left inboard and outboard brakes, and the right BSCU controls the right inboard and outboard brakes. Each BSCU transmits brake commands to one of the four electric brake actuator controllers (EBAC).

The main gear ARDCs interface with: • • •

TPSs BTSs Measure wheel speed and perform antiskid control.

The BSCUs connect by data buses to the ARDCs and provide power. Electro-Mechanical Brake System (EMBS) The EMBS consists of four EBACs and thirty two electric brake actuators (EBA), four per main wheel brake. The EBAs give braking force to the carbon discs and are controlled by the EBACs. The EBA are a brushless DC motor.

The nose gear ARDCs interface with the TPS on the nose gear.


16-11

Landing Gear Wear Pins

Electric Brake Actuator (4)

Brake Temperature Sensor Brake Assembly (Messier-Bugatti) Wear Pins

Magnet Ring/ Flux Link Axle Remote Data Concentrator

Main Landing Gear Assembly

Electric Brake Actuator (4) Brake Assembly (Goodrich)

Brake Temperature Sensor

Wheels and Brakes Wheels, Tires, Axles The airplane has ten wheels and tires. Two on the nose landing gear (NLG) and eight on the main landing gear (MLG). The wheels have two halves that bolt together.

The MLG includes a magnet ring. The MLG ARDC uses the magnet ring to measure wheel speed. The MLG ARDCs also monitor the MLGs brake temperature sensor.

The EBAs only use power when they change position.

Electro Mechanical Brakes Each wheel has: • • •

A tire fill valve An over pressure valve A tire pressure sensor (TPS).

Each of the eight MLG brakes are electrically actuated, multiple disc carbon brakes. Each brake has:

The nose and main gear have axle remote data concentrators (ARDC) that attach to the mounting adapter that is installed onto each axle. Power and CAN bus signals go to the ARDC through a connector on the units back side. The ARDCs have an antenna in their outer rim that communicates with the TPS.

Rev 1.0

• • • •

Four electric brake actuators (EBA) Wear pins Brake temperature sensor Rotors and stators.

The four EBAs incorporate a DC motor and mount to the brake assembly actuator housing. When energized, the EBAs create a clamping force against the brake assembly.


16-12

Landing Gear TRUs

Set

Not Set Not Release

MLG Axle RDC (4)

Pedal Brake Control (R MLG) Parking Brake Control Functions

Release Unlk Sol

4

8

3

7

Right BSCU R Outbd EBPSU

Pk Brake and Alt Pitch Trim Module

R Inbd EBPSU

R Outbd EBAC

STAT

ELEC

GEAR

HYD

FUEL

EFIS/DSP

FCTL

AIR

DOOR

MAINT

CB

R Inbd EBAC

N o s e

160

DOOR

160

CLOSED

W h l B r k

ASKID 2.2

L t s

7.1

L Inbd EBPSU L Outbd EBPSU

F/O Bk Ped Sensor (2)

L Inbd EBAC

160

160

160

160

BRAKE

1.7

3.1

2.8

3.3

160

160

160

160

0.0

3.4

DOOR

2

6

1

5

L Outbd EBAC

Pedal Brake Control (L MLG) Parking Brake Control

Head-Down Display

MLG Axle RDC (4)

Functions

Left BSCU

Capt Bk Ped Sensor (2)

TRUs

J1

J2

J3

J4

J5

J1

RDC

J2

J3

J4

J5

CCR Cabinet (2)

RDC

Brake Control System Brake Actuation The airplane is divided into four, independent control channels. There are two brake system control units (BSCU). One for the left side control and one for the right. The BSCUs contain an inboard and outboard channel. Each channel gives braking actuation and control for forward and aft brakes. The brakes are controlled by the captain and first officer pedals. The pedals operate sensors that give electrical signals relative to the pedal position. The captain and first officer brake pedals are mechanically linked. The brake pedal’s signals go to the BSCUs. The captain’s and first officer’s right pedal signal goes to the right BSCU. The right BSCU controls the right inboard and outboard brakes (3,7 & 4,8). The left side is opposite. Rev 1.0

Each channel of the BSCU’s gives brake position commands to the electric brake actuator controllers (EBAC) via a CAN BUS. There are four EBACs, one for each BSCU channel. Each EBAC controls eight electronic brake actuators (EBA). Four on each wheel. Each EBAC also has a separate CAN BUS that goes to the common data network (CND) through remote data concentrators (RDC). This monitors the brakes for faults, and system health information. Power supply to operate the brakes comes from transformer rectifier units (TRU). The TRUs send power to the BSCUs and electric brake power supply units (EBPSU). There is one EBPSU for each BSCU channel. When the BSCUs receive a brake actuation input, they supply a power enable signal to the related EBPSUs.

This causes each EBPSU to supply power to the related EBAC. The EBACs send electrical motor commands to operates the EBAs. Parking Brakes The parking brake is provided to maintain the position of the airplane on the ground. The parking brakes are set by fully depressing the brake pedals and pulling the parking brake lever fully aft, and then releasing the pedals. The BSCUs will then command the EBACs to apply clamping force. The BSCUs keep braking power ON for 60 minutes. This lets the EBACs adjust the EBAs for thermal changes in the brakes. If airplane power goes OFF, the BSCUs and EBPSUs use power from the main battery for the remaining part of the 60 minute period.


16-13

Landing Gear AUTOBRAKE 1

2

3

DISARM

4 MAX AUTO

OFF

TRUs

MLG Axle RDC (4)

RTO

UP

Autobrake Selector Sw

LOCK OVRD

Antiskid

Gear Retract Brake Control Antiskid (Lk Wheel & Hydroplane) Functions

4

8

3

7

Right BSCU Landing Gear Lever

R Outbd EBPSU R Inbd EBPSU

R Outbd EBAC

STAT

ELEC

GEAR

HYD

160

DOOR

B r k DOWN

7.1

L Inbd EBPSU

L Inbd EBAC

UP

Speedbrake Lever

L Outbd EBPSU

Autobrake Control (Outbd Chan) Gear Retract Brake Control Antiskid (Lk Wheel & Hydroplane) Functions

Left BSCU TRUs

Prox Sense Data Concentrator (4) EEC L J5

RDC

2

6

1

5

J2

J3

J4

160

160

160

BRAKE

1.7

3.1

2.8

3.3

160

160

160

160

0.0

3.4

Head-Down Display

Antiskid

MLG Axle RDC (4)

EEC R J1

160

L Outbd EBAC

Truck Tilt Sensors

J4

160

CLOSED

DOOR

STAB

J3

CB

ASKID 2.2

L t s

ARMED

J2

DOOR

W h l

Earth Ref System

J1

AIR MAINT

R Inbd EBAC

N o s e

FCE (4)

FUEL

EFIS/DSP

FCTL

J5

J1

J2

J3

J4

J5

CCR Cabinet (2)

RDC

RDC

Antiskid and Autobrake • •

Antiskid Stopping an airplane with the brake system depends on tire/runway friction. A skidding wheel has negative effects on the tire and safety. The antiskid system requires no flight crew interface and uses information from each axle remote data concentrator (ARDC) for control. The ARDCs calculate the wheels speed, temperature, and pressure. The ARDCs use this information to determine the clamping force backoff, and sends the data to the brake system control units (BSCU) via the CAN BUS. The BSCUs modify the control signal sent to the electric brake actuator controllers (EBAC). This prevents the wheels from skidding. The BSCUs also have these antiskid secondary functions: Rev 1.0

Locked wheel protection Hydroplane/touchdown protection.

When the landing gear is retracted after takeoff, hydoplane/touchdown protection is inhibited. The brakes are applied to stop the wheels from spinning before they are stowed. Autobrake The BSCUs preform the autobrake function with signals to the EBACs. There are two modes of operation for the autobrake system, landing and rejected takeoff (RTO) autobrake. Both give automatic braking when the system is set by the flight crew. This is based on the thrust levers position. The landing autobrake mode commands the brakes to maintain a pre defined stopping level.

The RTO autobrake commands full braking to obtain maximum stopping. Before landing, the autobrake selector switch lets the crew choose the stopping level. With the selector switch set, the autobrake system commands the brake force on touchdown and controls the brake force to maintain the airplanes deceleration at the pre defined level. The airplanes ground speed is provided by the earth reference system (ERS) that is transmitted by the flight control module (FCM). The RTO autobrake is usually selected prior to takeoff, by moving the autobrake selector switch to RTO. When armed the autobrake system commands full clamping force to the brakes in order to stop the airplane when the flight crew initiates an RTO at speeds above 85 knots.


16-14

Landing Gear APU BOTTLE DISCHARGE APU FIRE

Center Hyd Sys

APU FIRE SHUTDOWN

Rudder Pedal Disconnect Switch

FLIGHT DECK CALL SW

FLIGHT INPH

Hyd Rtn

FIRE BOTTLE ARMED

NWW LIGHTS

SERVICE INPH

NLG DOORS OFF

ARM

NLG DOORS UNSAFE LIGHT CLOSE PRESS TO TEST

Chk Vlv Movement

OFF

P40 Panel Compensator

Channel A +28V DC

RPDU 71 (3)

Function: - Servo Control - BITE

NWS Tiller Module (Capt, F/O)

Towing Disconnect Lever

Electro-Hyd Servo Valve STAT

Solenoid Valve

+28V DC

Channel B

RPDU 72

NWS Valve Module

NWS Actuator

NWS Position Transducer Module

J2

J3

J4

FUEL

EFIS/DSP

160

Dynamic Load Damper

NWS Commutator Valve

J1

HYD

FCTL

AIR MAINT

DOOR CB

Bypass/ Relief Vlv

NWS Remote Electronic Unit

FCE

ELEC

GEAR

DOOR

NWS Actuator

160

CLOSED

ASKID 2.2

NWS Commutator Valve

7.1

160

160

160

160

BRAKE

1.7

3.1

2.8

3.3

160

160

160

160

0.0

3.4

DOOR

NWS Position Transducer Module

Head-Down Display

J5

RDC

CCR Cabinet (2)

Nose Wheel Steering General

Description

The nose wheel steering system (NWS) provides directional control for these conditions:

Hydraulic pressure to operate NWS comes from the center hydraulic system.

• • •

Tiller steering commands come from position potentiometers inside the NWS tiller modules. Rudder pedal steering commands come from rudder position sensors that go to the flight control electronics (FCE) system. A rudder pedal disconnect switch on each tiller inhibits NWS operation on the ground when testing rudder travel with the rudder pedals.

Ground taxi Initial takeoff roll Final landing rollout.

Nose wheel steering control comes from these components: • • •

Captain’s steering tiller First officer’s steering tiller Both sets of rudder pedals.

The nose wheel steering system can move the nose wheels up to 70 degrees left or right of center using the steering tillers. The system can move the nose wheels up to 8 degrees left or right of center, with full deflection of a rudder pedal. Without any steering inputs, the nose wheels automatically center. Rev 1.0

The tiller, rudder pedal, and rudder pedal disconnect switch inputs go to the common core system (CCS). The dual-channel NWS remote electronic unit (REU) is in the P40 panel on the back of the nose landing gear (NLG) strut. The REU gets NWS commands from hosted functions in the CCS. The REU

sends control power to the NWS valve module with the airplane on the ground. A towing disconnect lever inhibits steering control commands when set for towing. The NWS REU uses a solenoid valve and an electro hydraulic servo valve (EHSV) to control center hydraulic pressure to NWS commutator swivel valves. The commutator valves direct the hydraulic pressure to two NWS actuators, regardless of nose wheel position. The actuators move the nose wheel to a commanded position. The REU uses two position transducer modules to compare actual nose wheel position with commanded position for feedback. A compensator holds the nose wheel at a commanded position without additional steering command inputs. A dynamic load damper helps to dampen out nose wheel shimmy at high speeds. A bypass valve lets the nose wheel turn without hydraulics.


16-15

17 Flight Controls

Flight Controls

Flight Controls

17

Flight Controls Introduction

ADDITIONAL PFCS FUNCTIONS

•

Flight Control Systems

FLIGHT CONTROL SYSTEM

Other functions of the PFCF are:

•

PFCF Operational Overview

The integrated flight control system (IFCS) controls the flight of the airplane. The IFCS has these functions:

• • • • • • • • • • •

•

PFCF Operational Modes

•

Roll Control

•

Yaw Control

•

Pitch Control - Elevator

•

Pitch Control - Stabilizer

•

PFCS Mechanical Control

•

PFCS Controls and Indications

•

High Lift Function

•

HLF Operational Overview

•

HLF Functions

•

HLF Maintenance Page

• • •

Primary flight control function PFCF) High lift function (HLF) Autoflight function (AFF).

PRIMARY FLIGHT CONTROL FUNCTION The PFCF is an electronic fly-by-wire system. The PFCF supplies pitch, roll and yaw control with these control surfaces: • • • • • •

Ailerons Flaperons Spoilers Elevators Rudder Horizontal stabilizer.

HIGH LIFT FUNCTION The HLF is an electronic fly-by-wire system. It has these control surfaces: • • •

Inboard and outboard trailing edge flaps Leading edge slats Krueger flaps.

AUTOFLIGHT FUNCTION

Aileron lockout Aileron and flaperon droop Yaw damping Gust suppression Vertical gust suppression Flare compensation Backdrive actuator control Thrust asymmetry compensation Auto drag Autospeedbrake Wheel well cooling.

HLF PROTECTION FUNCTIONS The HLF has these protection functions: • • • •

Flap and slat load relief Automatic slat extension Flap/slat sequencing Skew or asymmetry shutdown.

ALTERNATE CONTROL Two spoilers and the horizontal stabilizer receive independent electrical control signals from the pilots. EMPENNAGE DOOR ACTUATION SYSTEM The empennage door actuation system (EDAS) is part of the laminar flow control system for the horizontal and vertical stabilizers.

The autoflight function supplies automatic control of the airplane and flight director guidance. The function controls the airplane on the selected flight path and at the selected speed. FLIGHT ENVELOPE PROTECTION The PFCF has these flight envelope protection modes: • • • •

Bank angle protection (BAP) Tail strike protection Overspeed protection Stall protection.

The pilots can always override the protection modes if necessary. Rev 1.0


17-1

Flight Controls Rudder Ailerons

Outboard Leading Edge Slats (5 per wing)

Outboard Flaps Elevator Flaperons Krueger Flap (1 per wing)

Inboard Flaps

Horizontal Stabilizer

Inboard Leading Edge Slats (1 per wing) Inboard Spoilers (3 per Wing)

Outboard Spoilers (4 per Wing)

Flight Control Systems Features PRIMARY FLIGHT CONTROL FUNCTION The primary flight control function (PFCF) 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, smaller vertical fin and smaller horizontal stabilizer.

The PFCF calculates commands to move the control surfaces with sensor inputs from these components: • • • • • •

Control wheels Control column Rudder pedals Speedbrake lever Pitch trim switches Rudder trim selector.

HIGH LIFT FUNCTION The high lift control system (HLF) 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 six leading edge slats and one Krueger flap on each wing.

These are the control surfaces for roll control:

This technology lets the airplane meet strict safety requirements with decreased weight and supplies improved control and protection.

• • •

The PFCF supplies manual and automatic airplane control and envelope protection in all three axes.

For pitch control, there are two elevators and a moveable horizontal stabilizer.

Two ailerons Two flaperons Fourteen spoilers.

There is a single piece rudder for yaw control.

Rev 1.0


17-2

Flight Controls

REUs

PCUs

SREUs

PCUs

Primary Flight Control Function

EFB

L R

LWR

LWR

DOWN ARMED

L R

ALTN PITCH TRIM PULLNOSE DN

UP STAB L2 NORMR2

FUEL L CONTROL R RUN

EMCUs

Electric Motor Actuators

EDAS Controller

Actuators

Empennage Doors

PDUs

Actuators

High Lift (Flaps & Slats)

Autoflight Function

EFB

ARM ALTN

High Lift Function

OFFEXT RET

NOSE UP

STAT

ELEC

GEAR

FCTL

CUTOFF

HYD

FUEL

EFIS/DSP

AIR

Electric Spoilers

Actuators

UP

CUTOUT

Hydraulic Spoilers

EMCUs

1 5 10 15 17 18 20 25 30

Rudder Elevators Ailerons Flaperons

Stabilizer

DOOR

MAINT

CB

FCE Cabinets Sensor Inputs

SPOILERS

L FLPRN

L AIL

R FLPRN

R AIL

ND

8.50 NU

S T A B

0.0 RUDDER TRIM

L ELEV

CCR CABINET (2)

R ELEV RUDDER

FLT CTRL MODE

NORMAL

Flight Control Functions Features MANUAL OPERATION Position transducers change the flight crew commands of the control wheels, the control columns, the rudder pedals, rudder trim switch, pitch trim switches and the speedbrake lever to electrical signals. These signals go to the primary flight control function (PFCF) in the flight control electronics (FCE) cabinets. The PFCFs communicate with the airplane systems through the common data network (CDN). In addition to command signals from the position transducers, the PFCFs also receive these sensor inputs: • • •

Air data Inertial reference data Navigation receiver data.

Rev 1.0

The PFCFs calculate the flight control commands based on control laws, stability augmentation, ride quality, envelope protection and load alleviation. The digital command signals from the PFCFs go to these components:

The horizontal stabilizer is also controlled by two separate EMCUs.

• • •

The high lift function (HLF) operates the PDUs to control the leading edge flaps/slats and the trailing edge flaps.

• •

Remote electronic units (REU) Spoiler REUs Electric motor control units (EMCU) Empennage door actuation system (EDAS) controller (787-9) Power drive units (PDU) for flaps and slats.

The REUs are integrated with hydraulic power control units (PCU) to operate the rudder, elevators, ailerons and flaperons. The spoiler REUs control five pairs of hydraulically operated spoilers. Two pairs of spoilers are controlled by EMCUs.

On the 787-9, the EDAS controller operates electric actuators for the laminar flow function on the vertical and horizontal stabilizers.

AUTOPILOT OPERATION The PFCFs receive autopilot commands from the autoflight function (AFF) in the FCE cabinets. The PFCFs calculate the flight control commands in the same manner as for manual operation. In addition, the PFCFs supply the backdrive signals to the backdrive actuators. The movement of the flight deck controls supplies visual feedback of autopilot control to the flight crews.


17-3

Flight Controls

Data In

Data In

FCE L

FCE C1

Data In

PCM

GG

FOX ACS FOX ACS

GG


PCM

Data In

FCE C2

FCE R CCR Cabinets

Flight Control Electronics Cabinets The C2 cabinet does not have a FCM.

Features There are four flight control electronics (FCE) cabinets. Three are located in the forward electronic equipment (EE) bay and one is located in the aft EE bay.

The PCM supplies power to the other components in the cabinet. The PCMs receive primary power from these sources:

The cabinets are designated:

•

In the direct mode, the ACEs execute the pilot command inputs internally and send them to the control surface actuation components. The FCM has these functions: •

• • • •

Left (L) Center 1 (C1) Center 2 (C2) Right (R).

• • •

Variable frequency starter generator (VFSG) permanent magnet generator (PMG) Left and right DC buses Captain’s instrument bus First officer’s instrument bus.

Each cabinet has three equipment slots used for these line replaceable modules (LRM):

There are two FCE batteries that provide backup power for the left and right FCE cabinets.

•

The hot battery bus provides backup power for FCE cabinets C1 and C2.

• •

Power conditioning module (PCM) Actuator control electronics (ACE) Flight control module (FCM).

Rev 1.0

In the normal and secondary modes, the ACEs take commands from the FCMs and send them to the control surface actuation components.

• •

Primary flight control function (PFCF) High lift function (HLF) Autoflight function (AFF).

The FCMs receive position and force signals and using other airplane sensor data calculate control surface commands. The FCEs communicate with the other FCEs using intermodule buses. The cabinets receive navigation data directly from the source LRUs and other airplane data from the common data network (CDN).


17-4

Flight Controls PRIMARY FLIGHT COMPUTERS DISC DISC AUTO

PFC Disconnect Switch Automatic or Manual Switching to the Highest Mode Available

Normal Automatic or Manual Switching

Automatic Selection

Secondary Automatic or Manual Switching Direct Automatic or Manual Switching

Flight Control Operational Modes Features

SECONDARY MODE

The primary flight control function (PFCF) has three modes of operation:

The PFCF changes to the secondary mode if there is a loss of air data, earth reference data, angle of attack data or flap/slat data.

• • •

Normal Secondary Direct.

All control laws and protection functions are active in the normal mode.The control laws calculate commands for pitch, roll and yaw control. The protection functions include stall, overspeed, overyaw and bank angle. The autopilot operates only in the normal mode. It cannot be engaged in the secondary or direct mode.

Rev 1.0

FLIGHT DECK CONTROLS

DIRECT MODE

The PFC disconnect switch, on the P5 overhead panel has two positions: AUTO and DISC. In the AUTO position, the PFCF mode selection is automatic. When the switch is in the DISC position, the PFCF changes to the direct mode.

The PFCF changes to the direct mode if sensor data degrades further or if there are flight control electronics (FCE) failures that make the normal and secondary modes unreliable.

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 PFCF goes from the direct mode to the highest mode available.

In the direct mode, pilot command signals go directly to the actuator control electronics (ACE) in the FCE cabinets and then directly to the control surfaces. The PFCFs are not operational in this mode.

An amber light adjacent to the switch shows when the PFCF is in the direct mode.

The secondary mode operates the same as the normal mode except that the protection functions and the autopilot are not available.

NORMAL MODE

The PFCF protection functions and the autopilot are not available in the direct mode.


17-5

Flight Controls

Flight Controls Electronics (4)

Remote Electronic Unit (2)

Flaperon Surface Panel

Power Control Unit (2) STAT

ELEC

GEAR

FCTL

HYD

FUEL

EFIS/DSP

AIR

DOOR

MAINT

CB

SPOILERS

CCR Cabinet (2) L FLPRN

L AIL

R FLPRN

Power Control Unit (2)

R AIL

ND

Backdrive Actuator A/T ARM L R

A/P

8.50 NU

IAS

HDG

MACH

TRK

V/S

FPA

0.0

T A B

RUDDER TRIM

ALTITUDE

XFR

XFR

S

XFR

A/P L ELEV

R ELEV RUDDER

LNAV OFF CLB/CON

VNAV

A/T

FLCH

F/D ON

10 AUTO A/P DISENGAGE

30 sel

AUTO

DOWN

1000 FLT CTRL MODE

LOC/FAC

BANK LIMIT

F/D ON

HOLD

VS/FPA

HOLD

NORMAL

APP

UP OFF

Remote Electrical Unit (REU) (2)

OFF

Mode Control Panel

Head Down Display

Roll Control System Features The ailerons, flaperons and the spoilers control the roll attitude of the airplane. They also provide these functions: • • •

Maneuver load alleviation Enhanced ride quality Improved high lift performance.

The spoilers also function as speedbrakes. FLIGHT DECK CONTROLS The control wheel movement is transmitted through a linkage to a shaft at the bottom of the control column. A mechanical feel and centering mechanism supplies some of the feel forces to the control wheels. Each control wheel moves a position transducer. The position transducer signals go to the actuator control Rev 1.0

electronics (ACE) and then to the primary flight control functions (PFCF) in the flight control electronics (FCE) cabinets. The PFCF calculates the control surface command and sends it to the remote electronic units (REU) via the ACEs and the FCE intermodule buses. The REUs control the power control units (PCU) to hydraulically move the control surfaces. Two actuators operate each aileron and flaperon. The aileron and flaperon PCUs operate in these modes: • • •

Active Damped Damped/blocked.

The PFCF automatically calculates aileron trim without the need for pilot input.

OTHER FUNCTIONS When the flaps extend, the ailerons and flaperons and spoilers move down (droop) to increase lift. When drooped, the ailerons and flaperons continue to supply roll control. During high speed flight, the PFCFs lock out the aileron operation. At low speed, the PFCFs unlock the ailerons and command their operation. Ailerons and flaperons are used symmetrically to provide maneuver load alleviation for the wing. The autodrag function deflects the ailerons downwards and the outboard spoiler upwards during some approaches. On the ground, the ailerons and flaperons are deflected up to assist the speedbrake function.


17-6

Flight Controls Electric Motor Actuator Electric Motor Control Unit Flight Control Electronics (4)

DOWN ARMED

UP

Inboard PCU

STAB

Speedbrake Lever STAT

ELEC

GEAR

FCTL

Outboard PCU

HYD

FUEL

EFIS/DSP

AIR

DOOR

MAINT

CB

CCR Cabinet (2) SPOILERS

Backdrive Actuator

L AIL

L FLPRN ND

A/T ARM L R

A/P

IAS

HDG

MACH

TRK

V/S

FPA

NU

ALTITUDE

XFR

XFR

XFR

R FLPRN

R AIL

S

0. 0

T A B

Inboard Surface Panel

RUDDER TRIM

A/P

Outboard Surface Panel

LNAV OFF CLB/CON

VNAV

A/T

FLCH

F/D ON

10

30 SEL

AUTO A/P DISENGAGE

AUTO

DOWN

1000 F/D ON

VS/FPA

HOLD

RUDDER ACES

FLT CTRL MODE

APP

UP OFF

R ELEV

L ELEV

LOC/FAC

BANK LIMIT

HOLD

NORMAL

L

C1 C2 R

OFF

Mode Control Panel

Head Down Display

Spoiler Remote Electrical Unit

Spoiler System Features There are four outboard and three inboard spoilers on each wing. The spoilers have these three primary functions: • • •

Roll control in conjunction with the ailerons and flaperons Speedbrakes to increase drag and decrease lift Spoiler droop.

The speedbrake lever and the control wheels control the amount that the spoilers move. Ten of the spoilers are hydraulically actuated and four spoilers are electrically actuated. The speedbrake lever, on the control stand, moves four speedbrake position transducers.

Rev 1.0

The speedbrake transducer signals go to the actuator control electronics (ACE) and then to the primary flight control functions (PFCF) in the flight control electronics (FCE) cabinets. The PFCF commands are sent to the spoiler remote electronic units (SREU) and the electric motor control units (EMCU). The SREUs send the signals to the spoiler power control units (PCU) and the EMCUs send the signals to the electric motor actuators (EMA). The PCUs and the EMAs move the spoiler panels. In flight, the PFCFs command the speedbrakes to extend as a function of the speedbrake lever and control wheel movement. When the airplane lands, the auto speedbrake motor automatically

moves the speedbrake lever to cause the spoilers to deploy. Spoilers 6 and 9 are also used to provide wheel well cooling. The wheel well fire detection system sends a signal to the PFCF to raise spoilers 6 and 9 a small amount if the temperature is above a specific value. Raising these spoilers draws cooling air into the wheel well. The PFCF will command the spoilers to droop based on airplane weight, center of gravity, altitude and computed airspeed. This improves low speed performance of the airplane. The spoilers are also used with the ailerons and flaperons by the high lift function (HLF) to vary the wing camber. This provides increased lift, decreases loads and reduces drag in cruise.


17-7

Flight Controls RUDDER NOSE L

NOSE R

R U D D E R


Rudder Trim Module

Power Control Unit (3) Rudder Pedal Adjustment Crank (L, R) A/T ARM L R

A/P

IAS

HDG

MACH

TRK

XFR

V/S

FPA

ALTITUDE

XFR

XFR

Gust Suppression Pressure Transducer (2)

A/P

LNAV OFF CLB/CON

10

VNAV

A/T

FLCH

A/P DISENGAGE

DOWN

30

AUTO

F/D ON

SEL

AUTO

1000 LOC/FAC

BANK LIMIT

F/D ON

HOLD

VS/FPA

HOLD

APP

UP OFF

OFF

Mode Control Panel

STAT

ELEC

GEAR

FCTL

HYD

FUEL

EFIS/DSP

AIR

DOOR

MAINT

CB

CCR Cabinet (2)

RVDT Cluster (2)

SPOILERS

L AIL

L FLPRN ND

NU

R FLPRN

R AIL

S

0. 0

T A B

RUDDER TRIM

L ELEV

R ELEV RUDDER

Backdrive Actuator

ACES

FLT CTRL MODE

NORMAL

L

C1 C2 R

Modal Accelerometer

Head Down Display

Yaw Control System with each PCU supplied from a different hydraulic source.

Features The rudder controls the yaw attitude of the airplane.

The rudder PCUs operate in these modes:

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 position transducers that send their signals to the actuator control electronics (ACE) and then the primary flight control functions (PFCF) in the flight control electronics (FCE) cabinets. The PFCF calculates the rudder command and sends it to the remote electronic units (REU) via the ACEs and the FCE intermodule buses. The REUs control the power control units (PCU) to hydraulically move the rudder. There are three rudder PCUs Rev 1.0

• • •

Active (no failures) Bypass (one PCU failed) Damped (two PCU failed).

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. The rudder trim indication can be seen on the EICAS display and the flight controls synoptic display.

OTHER FUNCTIONS The PFCFs calculate the rudder ratio based on airspeed. The rudder ratio gradually reduces the maximum movement of the rudder as the airspeed increases. In flight, the PFCFs send commands to move the rudder for Dutch roll damping and turn coordination. The gust and modal suppression functions increase passenger comfort. The PFCFs adjust the rudder position to dampen the effects of side gusts and other causes of lateral motion of the vertical fin. The inertial thrust asymmetry compensation (TAC) function helps the pilots during asymmetrical engine thrust on the ground. The PFCFs send commands to the ACEs to move the rudder.


17-8

Flight Controls


Backdrive Actuator Power Control Unit (4)

A/T ARM L R

A/P

IAS

HDG

MACH

TRK

V/S

FPA

ALTITUDE

XFR

XFR

XFR

A/P

LNAV OFF CLB/CON

10

VNAV

AUTO

F/D ON A/T

FLCH

A/P DISENGAGE

DOWN

30 SEL

AUTO

1000 LOC/FAC

BANK LIMIT

F/D ON

HOLD

VS/FPA

HOLD

APP

UP OFF

OFF

Mode Control Panel

STAT

ELEC

GEAR

FCTL

HYD

FUEL

EFIS/DSP

AIR

DOOR

MAINT

CB

SPOILERS

L AIL

R FLPRN

L FLPRN

R AIL

ND S

0. 0

T A NU

CCR Cabinet (2)

B

RUDDER TRIM

L ELEV

R ELEV RUDDER ACES

FLT CTRL MODE

NORMAL

L

C1 C2 R

Head Down Display

Pitch Control System - Elevator signal is zero, the PFCFs use a zero input position command.

Features The elevators supply short term correction of the pitch attitude of the airplane. FLIGHT DECK CONTROLS The two control columns connect through a torque tube assembly to an elevator feel and centering mechanism. The two control columns are connected together with a breakout mechanism. Each control column moves a position transducer. The position transducer signals go to the actuator control electronics (ACE) and then the primary flight control functions (PFCF) in the flight control electronics (FCE) cabinets. The force transducers measure the force that the pilot applies to the columns. When the force transducer Rev 1.0

Two elevator feel units supply limited feel and set the column centers. The PFCFs control two electric actuators to change the feel forces supplied by each feel unit. The feel forces are controlled as a function of airspeed. The elevators have hinges on the rear spar of the horizontal stabilizer. Each elevator has two power control units (PCU) powered from different hydraulic power sources. The elevator PCUs operate in these modes: • • •

Active (no failures) Damped (one PCU failed). Blocked mode (two PCUs failed).

OTHER FUNCTIONS When the airplane gets near a stall condition, the PFCF increases the elevator feel force in the control column aft direction. During an overspeed condition, the PFCF causes the elevator to move for an airplane pitch up. The PFCFs control the elevators to provide pitch compensation for engine thrust changes, configuration changes or airplane bank angles. During flare, the PFCF generate a pitch down command for the natural attitude of the airplane in ground effect. During takeoff and landing, the PFCF puts a limit on the pitch and pitch rate to prevent tail strikes.

The PFCFs provide force fight equalization for each elevator’s PCUs.


17-9

Flight Controls

Control Wheel Pitch Trim Switches

PARKING BRAKE PULL


ALTN PITCH TRIM NOSE DN


NOSE UP

EMCU L2

TAT +14c

TO

FUEL INBALANCE

102.4

102.4

21. 6 STAT GEAR

21. 6

HYD

ELEC FCTL

FUEL

TPR EFIS/DSP

21. 5

AIR

DOOR

MAINT

EMCU R2

CB

21. 5

N1

589

589

DOWN GEAR

SPOILERS

EGT

21. 5

ND 10.25

10.25

F L A P S

21.5

N2 L AIL

S T A B

L FLPRN ND S

10.25

10.25

21. 5

T A

20 .

R FLPRN

21. 5

N3

20 .

FF

B

20

R AIL ND

L

S T A B

0. 0 10. 25

0. 0

RUDDER TRIM

J5

J4

J3

J2

J1

RUDDERNU TRIM

NU

28

L ELEV

103

NU

20

OIL PRESS

OIL TEMP

28

103

0. 8

R ELEV

20

VIB

0. 8 NORMAL

FUEL QTY

34. 0

RUDDER

OIL QTY

0. 0

LBS X

N1

38. 0

RDC

NLG Pressure Transducer (2)

TOTAL FUEL

GROSS WT

FLT CTRL MODE

N1

CCR Cabinet (2) 640. 0ACES 1000 SAT+10c L C1 C2 R

72. 0 FUEL TEMP+13c

Stabilizer Indication

Horizontal Stabilizer Trim Actuator (HSTA)

Head Down Display

Pitch Control System - Stabilizer Features The horizontal stabilizer supplies long term correction of the pitch attitude of the airplane. FLIGHT DECK CONTROLS

There are different pitch trim rates based on computed airspeed.

common computing resource (CCR) cabinets.

There are two cutout switches on the control stand. These can be used to remove electrical power from the stabilizer in non normal conditions.

OTHER FUNCTIONS

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 actuator control electronics (ACE) and the primary flight control functions (PFCF) in the flight control electronics (FCE) cabinets.

The pilots can also use two alternate pitch trim switches on the left of the control stand for pitch trim.

The PFCFs send the stabilizer commands to two electric motor control units (EMCU). The EMCUs control two electric motors and brakes on the horizontal stabilizer trim actuator (HSTA).The two electric motors rotate the shaft causing the lower gimbal assembly to move vertically.

The horizontal stabilizer is a one piece airfoil. It pivots at its rear spar.

Rev 1.0

Stabilizer position is displayed on the EICAS display and the flight controls synoptic display. A green band on the indications shows the range of correct stabilizer position for takeoff.

There are three position sensors that send stabilizer position data through the FCE cabinets. The FCE cabinets send the data to the display and crew alerting system (DCAS) in the

In the normal mode of operation, the PFCFs command pitch trim when the elevator is not faired to the stabilizer for more than a set time. When the pilot moves the control column in the opposite direction of the pitch trim direction or there is an uncommanded pitch trim, the PFCFs disable any pitch trim commands to the EMCUs. The nose landing gear pressure transducers send signals to the DCAS which calculates a green band value. The DCAS also calculates a green band value based on data from the flight management functions (FMF). The DCAS compares the two values and generates an EICAS message if they are not within limits.


17-10

Flight Controls

A A

A

Electric Motor Control Unit (4)

A

Electric Motor Actuator (4) A

RVDT Cluster (2)

EMCU L2

PARKING BRAKE PULL


EMCU R2 NOSE UP

Alternate Pitch Trim Switches


Horizontal Stabilizer Trim Actuator (HSTA)

Backup Control System Features The flight control electronics (FCE) cabinets are normally the source of commands for the flight controls. In the event of a failure of the cabinet components or communication within the flight control system, one spoiler pair and the horizontal stabilizer have alternate control paths. For roll control, there is a fourth roll position transducer that sends a signal directly to the electric motor control units (EMCU). The EMCUs control their respective electric motor actuators to move spoilers 4 and 11. For pitch control, the alternate pitch trim switches have a direct input to the horizontal stabilizer EMCUs. In this way, pitch control is provided to the flight crew.

Rev 1.0


17-11

Flight Controls FLIGHT CONTROL SURFACES TAIL

WINGS

NORM

NORM

LOCK

UP

LOCK

FAIL

1

5 10 15 17 18

20 25


30

DISC DISC AUTO

787-9

DOWN ARMED UP

1

RUDDER

PARKING BRAKE PULL


UP STAB L2 NORM R2

NOSE L

R U D D E R

5

NOSE R

15

ALTN FLAPS ARM

20

ALTN

25 30

RET

OFF

EXT

NOSE UP CUTOUT

Flight Controls and Indications electronics (FCE) cabinets to change the airplane trim reference speed.

Features These are the flight controls: • • • • • • • • • • • •

Two control columns Two control wheels Two sets of rudder pedals Control wheel pitch trim switches Alternate pitch trim switches Rudder trim selector Flap lever Alternate flap switches Speedbrake lever Horizontal stabilizer cutout switches. Flight control lock switches Primary flight control (PFC) disconnect switch.

The alternate pitch trim switches provide a different control path for the horizontal stabilizer. The rudder trim selector is used to change the rudder neutral position. The flap lever is used to position the leading edge and trailing edge devices. It has gates at the 1 and 20 positions.

The PFC disconnect switch is used to select the flight control direct mode. It is also used to restore normal or secondary mode operation in flight. There is an annunciator to indicate when the flight control system is in the direct mode.

The alternate flap switches provide a different method of operating the leading edge and trailing edge devices.

The control columns, control wheels and rudder pedals provide mechanical inputs to electrical position transducers.

The speedbrake lever arms and/or operates the spoilers in the air or on the ground.

The control wheel pitch trim switches send signals to the flight control

The horizontal stabilizer cutout switches remove power from the stabilizer electric motors.

Rev 1.0

The flight control lock switches are used to lock out the controls on the wing and tail of the airplane on the ground.


17-12

Flight Controls TAT

+13c TO 102.4

21.7

FLIGHT CONTROLS 102.4

21.7

N1

583

583

EGT

66.4

66.4

DOWN GEAR

N2

2.0 29

FF

OIL PRESS

F L A P S

2.0

Flaps Indication 20

29 ND

10.25

60 18

OIL TEMP OIL QTY

60

10.25

S T A B

L

0.0

Rudder Trim Indication

RUDDER TRIM

NU

18 Stabilizer Indication

N1 0.8

VIB

0.8 N1 GROSS WT

640.0 SAT +10c


243.4 FUEL TEMP

+13c

Flight Controls EICAS Indications Features These are the flight control indications on the EICAS display: • • •

Horizontal stabilizer Flaps Rudder trim.

The horizontal stabilizer indication shows a digital readout and analog pointer for stabilizer trim. The digital readout and pointer are green in color if the trim is within the green band range. They will be white in color if not in the green band range.

The flap indication is a white vertical tape with flap position data on the right side of the tape.

The rudder trim indication shows a digital readout and pointer. An L or R indicates left or right rudder trim.

When the flaps are in the commanded position, the bar and number are green in color. If the flaps are in transit, the bar and number are magenta.

If rudder trim is inoperative, an amber X is shown inside the box.

When the flaps are fully retracted and ten seconds have elapsed, the flap indication is blanked.

The rudder trim and the stabilizer trim indications are blanked when the landing gear is retracted and ten seconds have elapsed or the airplane has been in the air for sixty seconds.

The flight management function (FMF) calculated stabilizer setting is displayed above the digital readout in magenta.

Rev 1.0


17-13

Flight Controls STAT

ELEC

GEAR

FCTL

HYD

FUEL

EFIS/DSP

AIR

DOOR

MAINT

STAT

CB

ELEC

GEAR

HYD

EFIS/DSP

FCTL

SPOILERS

L AIL

R AIL

ND

9.75

9.75 NU

AIR

DOOR

MAINT

CB

SPOILERS

R FLPRN

L FLPRN

FUEL

L AIL

0.0

S T A B

RUDDER TRIM

NU

R ELEV

L ELEV

R FLPRN

L FLPRN ND

R AIL

S

0.0

T A B

RUDDER TRIM

R ELEV

L ELEV

RUDDER

RUDDER

FLT CTRL MODE

NORMAL

HYDRAULICS

ELECTRICL

FLT CTRL MODE

ACES

L

L2 R2

SECONDARY

L C1 C2 R

C

R

Non-Normal Indications

Normal Indications

Flight Controls Synoptic Display Features The flight control synoptic display shows the status of the flight control surfaces on an airplane outline.

The spoiler positions show as a white vertical tape.

normal, the hydraulic status blocks are removed from the display.

The flaperon, aileron and elevator positions show as a pointer on a vertical scale.

The electrical status blocks show when either the L2 or R2 235v ac buses are unpowered. The unpowered bus shows in amber and the powered bus shows in green. When both buses are powered, the electrical status blocks are removed.

The synoptic shows this information: • • • • • • • • • • •

Spoiler position Flaperon position Aileron position Elevator position Horizontal stabilizer position Rudder trim position Rudder position Flight control mode Hydraulic system status Electrical buses L2 and R2 status Actuator control electronics (ACE) status.

Normal indications are in white or green. If that data is not available, the indications are blank and if the data is invalid, an amber X is displayed.

Rev 1.0

The horizontal stabilizer position shows as a digital readout and a pointer on a vertical scale. The rudder trim position shows as a pointer on a horizontal scale. The flight control mode shows these indications: • • •

Normal (green) Secondary (amber) Direct (amber).

The ACE status blocks show when there is a failure. The failed ACE shows in amber and the normal ACEs show in green. When all the ACEs are normal, the ACE status blocks are removed.

The hydraulic system status blocks shows when there is low pressure in any of the three systems. The system with low pressure shows in amber and the normal systems show in green. When all three systems are


17-14

Flight Controls MAINT DATA PGS

SYS MENU

LATCHED MSG ERASE

MAINT CTRL PGS

FLIGHT CONTROL

ROLL ANGLE ALTITUDE

CENTRAL MAINT PAGE 1 OF 4

ANGLE OF ATTACK

SYS CAS MENU

380

MAINT DATA PGS

CAPT WHEEL

MAINT CTRL PGS

FLIGHT CONTROL

ACE IRU/AHRU PITCH RATE ROLL RATE YAW RATE

LATCHED MSG ERASE

L

C1

C2

0.0 0.0 0.0

0.0 0.0 0.0

0.0 0.0 SPOILER POSN PCU POSN 0.0 PNL 0.0 0.0 243.2 0.0 1 -1.55s -1.35s 253.5 F/O 263.5 3 -1.35s


R HYD PRESS L C R

74 52 74

SPOILER SYS MENU PNL POSN PCU POSN

250.6 272.3

8

MAINT DATA PGS

-2.20s -1.88s

LATCHED MSG ERASE FLIGHT CONTROL

10 ANALOG DISCRETE: L 0.0 POSITION 1 0.0 0.0 0.0 0.0 0.0 5 230 VAC 263.5 12 -1.35s PFC DISCONNECT SWITCH AUTO 2 0.0 0.0 0.0 0.0 0.0 272.3 0.0-1.88s L1 L2 R1 R2 263.5 -1.35s ACE MODE NORM 3 0.0 0.0 0.0 0.0 0.0 7 -2.20s ON ON ON ON 250.7 0.0 243.2 14 -1.55s RUD TRIM RATE --0.0 --0.0 L OUTBD -4 RUD TRIM DIRECTION -L INBD R INBD R OUTBD FLAPERON FORCE --1.5 ---1 -0.6 RUD TRIM ARMED -+4.54 POSITION +4.54s +4.54 2 -0.6 0.0 +4.54 -1.5 --+0.5 RUD TRIM BRK RELEASED --119 -119 -90 -119 DELTA FORCE 0 0 FDR 0 -1 -2 0 RUD TRIM ENGAGE 1 -AILERON RUD TRIM ENGAGE 2 -SPD BRK ELEVATOR MODAL SUPPR -0.01s ACCEL -0.01s POSITION -0.01s CAPT -0.01s PITCH TRIM ARM NO HANDLE RUD TRIM FEEL L R 0 0 DELTA PRESS 0 CAPT PITCH 0 TRIM CTRL -POSITION 1 -6.7 0.0 0.0 0.00 L +0.73 LAT AFT F/O PITCH TRIM ARM -RUDDER SPLR EMCU TEMP SPLR EMCU TEMP 2 -6.7 0.0 0.0 0.00 R +0.73 LAT FWD DELTA DRIVE MOTOR DRIVE POSITION TRIM CTRL -PRESS MOTOR F/O PITCH -3 -6.7 NORM FWD +1.0 +1.0 0.00 L210STAB BRK RELEASE NO UPR 0.00s 0 4 --4 -6.7 R2 STAB BRK RELEASE -5 0.00s MID 0 11 L2 STAB AUTO SHUTDOWN NO 0.00s LWR 0 PFCF MODE: PROT MODE ACT TEST GUST SUPPR PRESS R2 STAB AUTO SHUTDOWN -SECONDARY NO ACTIVITY STAB ELEVTEMP FEEL ACT L ENGAGE YES UPR 0.0 AUTOPILOT LOAD SNSR POSITION EMCU MODE EMCU STATUS: ELEV FEEL ACT L STATUS ENGD LWR 0.0 DISENGAGED 1 -42.05 0.000 MOTOR DRIVE UPR ACT R ENGAGE -LWR L 0.081 2 -42.02 L2 ALT 93.0 ELEV L2 FEEL 65.2 ACT R STATUS -DATE 22 SEP 10 UTCLWR 16:55:24 93.0 ELEV 65.2 R2 ALT R 0.081 3 -42.02 R2 FEEL SPDBRK SOL UNLOCK -PREV PREV NEXT ELEVATOR PRINT SEND RECORD SPDBRK ACT CTRL UP -MENU PAGE PAGE 0.00s 0.00s 0.00s 0.00s POSITION SPDBRK ACT CTRL DOWN -0 0 0 DELTA PRESS SPDBRK 0ACT ARM -EMCU 4 MOTOR DISABLE -DATE 22 SEP 10 UTC SPLR 16:56:53 SPLR EMCU 5 MOTOR DISABLE YES PREV PREV SPLRNEXT EMCU 10 MOTOR DISABLE YES PRINT SEND RECORD MENU PAGE SPLRPAGE EMCU 11 MOTOR DISABLE -COLUMN

PEDAL

COLUMN

WHEEL

PEDAL

DATE

PREV MENU

MAINT CTRL PGS

PRINT

SEND


ACE C1

AUTO NORM LOW NO NO NO NO --NO ----------NO --------

C2 SYS MENUR

MAINT DATA PGS

LATCHED MSG ERASE

MAINT CTRL PGS

CENTRAL MAINT

AUTO AUTO NORM NORM FLIGHT CONTROL PAGE 4 OF 4 --------EMCU L2 EMCU R2 -- PITCH TRIM SWITCH ARM -ALTN NO NO NO -- PITCH TRIM SWITCH CTRL ALTN NO NO --- SW CUTOUT NORMAL NORMAL --NO -FC DC POWER C1 C2 L R NO ---PMG SELECTED -CONVERTOR NO -- SELECTED SELECTED -- BUS -28V (SECONDARY) --AVAILABLE AVAILABLE SELECTED AVAILABLE NO ---AVAILABLE AVAILABLE -HOT BATTERY ----AVAILABLE FC BATTERY --AVAILABLE YES -ENGD 28V DC BUS -- 31.6 -31.6 29.4 31.7 VOLTS NO -230V AC BUS VOLTS NO FC BATTERIES -L R L1 235 SLATS NO -28.0 VOLTS L2 235 SPLR 5,10, STAB L2 YES -- 27.9 0.3 CHG AMPS-0.3 R1 235 FLAPS -0.0 DISCHG AMPS R2 235 SPLR 4,11, STAB R2 -- 0.0 -25.5 TEMP YES -- 25.4 EDAS

CMD L VERT 22 SEP 10 UTCVERT 16:57:57 0.00 0.00 PREVHORZ NEXT CMD L HORZ RECORD PAGE PAGE 0.00 0.00

POSN

R

0.00 POSN

R

0.00 DATE

PREV MENU

PRINT

SEND

17 JAN 13 UTC 23:06:00 PREV NEXT RECORD PAGE PAGE

Flight Controls Maintenance Pages Features

Page 2 Information

There are four flight control system maintenance pages.

Page 2 shows: •

Page 1 Information Page 1 shows: • • •

• • • • • • • •

Inertial reference data Air data Position signals for control columns, control wheels and rudder pedals Force signals for control columns, control wheels and rudder pedals Position signals for speedbrake and rudder trim Elevator feel signals Modal suppression accelerometer signals Primary flight control function (PFCF) mode Autopilot mode Protection mode activity Test in progress and status.

Rev 1.0

• • •

•

Spoiler panel and power control unit (PCU) position Hydraulic system pressure status 235v ac electrical bus status Position and delta force for the flaperons, ailerons, elevator and rudder PCUs Electric motor control unit (EMCU) data.

• • •

Page 4 Information Page 4 shows: • • • •

Page 3 Information

Elevator feel status Speedbrake status Spoiler EMCU status.

Alternate pitch trim status Horizontal stabilizer cutout switch status Flight control electrical power status Empennage door actuation system (EDAS) commands and position status.

Page 3 shows: • • • • •

Flight control electronics (FCE) mode Actuator control electronics (ACE) mode Rudder trim status Pitch trim status Horizontal stabilizer brake and shutdown status


17-15

Flight Controls Slats Krueger Flap

Slat PDU

Torque Tubes Geared Rotary Actuator Slat Rotary Actuators Flap PDU

Inboard Flap Variable Camber Trim Unit Outboard Flap

High Lift Devices Features The high lift function (HLF) uses the leading edge flaps and slats in conjunction with the trailing edge flaps to increase lift at lower speeds, decrease structural loads during climb and increase efficiency during cruise. TRAILING EDGE FLAPS The trailing edge flaps have an inboard single slotted flap and an outboard single slotted flap on each wing. Hydraulic or electric motors on the flap power drive unit (PDU) turn the flap torque tubes. The torque tubes operate the geared rotary actuators (GRA). The GRAs extend or retract the flaps through drive arms.

Rev 1.0

There are two inboard and two outboard position sensors on each wing. These sensors supply the flap position to the high lift function (HLF) in the flight control electronics (FCE) cabinets C2 and R. The FCEs use these inputs for control and monitoring.

The slats have these three positions:

The FCEs also receive inputs from four flap skew sensor assemblies on each wing. These sensors are on the flap skew linkages and monitor for flap misalignment.

Hydraulic or electric motors on the slat PDU turn the slat torque tubes. The torque tubes drive the slat GRAs.

The variable camber trim units (VCTU) are part of the trailing edge variable camber (TEVC) system. LEADING EDGE SLATS The leading edge slat system has six slats and one Krueger flap on each wing. The Krueger flap seals the gap between the engine strut and the inboard slat.

• • •

Cruise (retracted) Takeoff (middle) Landing (extended).

The Krueger flap has only two positions: retracted and deployed.

The GRAs retract the slats with a rack and pinion drive. There are two position sensors at each end of the slat torque tubes. These sensors supply the slat position to the FCEs for control and for monitoring. The FCEs also receive inputs from three slat skew sensors on each wing. These sensors monitor for slat misalignment.


17-16

Flight Controls L

R

L

EFB

LWR

R

LWR

EFB

DOWN

Normal Flaps

ARMED UP

1 5 15 PARKING BRAKE PULL


UP

ALTN

25

L FUEL CONTROLR

30

RUN

NOSE UP

Alternate Flaps

ALTN FLAPS ARM

20

STAB L2 NORM R2

RET

OFF

EXT

TAT

Slat & Flap Electric Motor Control Units

CUTOFF


CUTOUT

+13c TO 102.4

102.4

21. 7

21. 7

CCR Cabinet (2) Electric Motor

N1

583

583

Hydraulic Motor

EGT

66 . 4

66 . 4

Power Drive Unit

DOWN GEAR

N2

2. 0 29

2. 0

FF

OIL PRESS

F L A P S

29

20

Hydaulic Control Module

ND

60

OIL TEMP

18

OIL QTY

18

0. 8

VIB

0. 8

10. 25

60

L

S T A B

0. 0

RUDDER TRIM

NU

N1

N1

TOTAL FUEL

GROSS WT

640 . 0 SAT

LBS X 1000

+10c

Head Down Display

243 . 4 FUEL TEMP

F L A P S

F L A P S

20

5 15

20

F L A P S

Center Hydraulic

5 20

+13c

Primary Mode

Secondary Mode

Alternate Mode

High Lift Function Operational Overview operate the flap and slat torque tubes.

Features The high lift function (HLF) operates in three modes: • • •

Primary Secondary Alternate.

PRIMARY MODE The primary mode operates the slats and flaps hydraulically and has closed loop control. The pilot controls the HLF with the flap lever on the control stand. Four sensors transmit the flap lever position to the flight control electronics (FCE) cabinets C2 and R. The FCEs control solenoids in the hydraulic control module (HCM). These solenoids control the hydraulic power to the hydraulic motors on the flap and slat power drive units (PDU). These motors

Rev 1.0

SECONDARY MODE If the FCEs find a fault in primary mode, they switch to the secondary mode. The secondary mode operates the slats and flaps hydraulically or electrically and has closed loop control. The pilot control is the same as in the primary mode. In the secondary electrical mode, the FCEs control solenoids in the HCM to disable the hydraulic operation and send commands to the slat and/or flap electric motor control units (EMCU). The EMCUs supply electrical power to electric motors on the flap and slat PDUs. The electric motors operate the slat and flap torque tubes.

ALTERNATE MODE The alternate mode is independent of the FCEs. It operates the slats and flaps electrically and has open loop control. The pilot selects the alternate mode with the alternate flaps arm switch and selector. The signals go to the FCEs and the FCEs send command data to the EMCUs which supply electrical power to electric motors on the flap and slat PDUs. INDICATIONS When either the slats or the flaps are in secondary mode, the position display on EICAS changes to a four segment display showing left and right slat and flap positions. In alternate mode, the display is the same as secondary without the command bars.


17-17

Flight Controls Flap Lever Settings

Flap Lever Settings 0

UP

Cruise

1-30 1 0

UP

Cruise

LE Flaps 5

1-30 1 UP

LE Slat Extend

LE Flaps

10

5 15

LE Slat Extend

Takeoff

15

Takeoff 17

20 LE Slat Full Extend

18 25 20 30

Landing

LE Slat Full Extend

25

30

787-8 High Lift Devices Range of Position

Landing

787-9 High Lift Devices Range of Position

Flap and Slat Sequencing Features

Flap and Slat Sequencing

The high lift function (HLF) controls the sequence of the flaps and slats extension and retraction.

In the primary mode, the slats extend to the middle position before the flaps extend. When the flap lever is moved to the 25 position, the slats move to the extended position and the flaps remain at 20.

The HLF also supplies other functions such as automatic slat extension (autogap), load relief and skew or asymmetry protection. The flap positions for the 787-8 are 0, 1, 5, 15, 20, 25 and 30. Takeoff settings are 5, 15 and 20 units. Landing settings are 25 and 30 units. The flap positions for the 787-9 are 0, 1, 5, 10, 15, 17, 18, 20, 25 and 30. Takeoff settings are 5, 10, 15, 17, 18 and 20 units. Landing settings are 25 and 30 units. The flaps and slats extend and retract in sequence. This sequence is different in the three modes of operation. In all three modes, the flaps retract before the slats retract. Rev 1.0

When the flap lever is moved to 30, the slats remain at the extended position and the flaps move to the 30 position. In secondary mode, the slats and flaps are independent of each other and each can be operated either hydraulically or electrically. If the slats are in secondary mode and the flaps are in primary mode, the slats move to either the middle or extended position based on airspeed and the flaps move to their commanded position.

If the slats are in primary mode and the flaps are in secondary mode, when the flap lever is moved to 30 units, the slats move to the middle position and the flaps move to the 20 position. When the flaps reach 20, the slats move to the extended position and the flaps will then move to the 30 position. If both the slats and the flaps are in secondary mode, the airspeed is below 225 knots and the flap lever is moved to 30 units, the slats move to the extended position and the flaps move to the 30 position. If the airspeed is above 225 knots, the slats move to the middle position and the flaps move to the 20 position. In the alternate mode, the slats extend to the middle position and the flaps to a maximum of 20 units. The slats and flaps extend at the same time.


17-18

Flight Controls L

R

L

EFB

LWR

R

LWR

EFB

Normal Flaps DOWN ARMED UP

Alternate Flaps

1 5

PARKING BRAKE PULL


UP STAB L2 NORM R2

ALTN FLAPS ARM

20

ALTN

25

L FUEL CONTROLR

30

RUN

NOSE UP

15

RET

OFF

EXT

CUTOFF CUTOUT


TAT

+13c TO 102.4

Spoiler REUs & EMCUs

102.4

21. 7

21. 7 N1

583

Position Sensors (L & R)

583 CCR Cabinet (2)

EGT

66 . 4

66 . 4

DOWN

Kruegar Flap

GEAR

N2

2. 0 29

2. 0

FF

OIL PRESS

F L A P S

29

PDU

20

Slat 1

Slat 2

Slat 3

Slat 4

Slat 5

Slat 6

ND

60

OIL TEMP

10. 25

60

L

S T A B

0. 0

RUDDER TRIM

NU

N1

18

OIL QTY

18

0. 8

VIB

0. 8

Hyd Motor

Power Drive Unit Gearbox

Elec Motor

N1

TOTAL FUEL

GROSS WT

640 . 0 SAT

+10c

LBS X 1000

C Hydraulic System

243 . 4 FUEL TEMP

Slat Elec Motor Control Unit

+13c

Head Down Display Hydraulic Control Module

Leading Edge Flaps and Slats System Features

LOAD RELIEF

The leading edge flaps and slats system has these functions:

The slat load relief function protects the slats from air load damage. The slat load relief function is available only in the secondary mode due to the slower speed of the electric motor.

• • • • •

Autogap Load Relief Skew Asymmetry Uncommanded motion.

AUTOGAP The autogap function improves the airplane stall performance near stall conditions. The autogap function is available only in the primary mode. When the airplane is near a stall condition, the high lift function (HLF) sends a command to extend the slats from the takeoff (middle) position to the landing (extended) position. The slats return to the takeoff position when the airplane is no longer near a stall condition.

Rev 1.0

When the airspeed is more than set levels, the slats retract to the middle position. When the airspeed is less than the reset value, the slats extend to the commanded 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 HLF detects a skew, asymmetry or uncommanded motion, the flight control electronics (FCE) cabinets shut down the slat drive system.


17-19

Flight Controls L

R

L

EFB

LWR

R

LWR

EFB

Normal Flaps

DOWN ARMED UP

1

Alternate Flaps

5

PARKING BRAKE PULL


UP STAB L2 NORM R2

ALTN FLAPS ARM

20

ALTN

25

L FUEL CONTROLR

30

RUN

NOSE UP

15

RET

OFF

EXT

CUTOFF CUTOUT


RESOLVER TAT

+13c TO 102.4

Actuator (8)

102.4

21. 7

CCR Cabinet (2)

N1

583

583

FCEs (4)

RVDT

EGT

66 . 4

66 . 4

DOWN

To F (4)

GEAR

2. 0

FF

29

OIL PRESS

29

60

OIL TEMP

60

FCEs (4)

RVDT

Hydraulic Motor

RVDT

N2

2. 0

Flap PDU

VCTU (2)

21. 7

F L A P S

RVDT

20

CEs

rd boa Out

Power Drive Unit Gearbox

Electric Motor

Inboard Flap Flap

ND

L

S T A B

10. 25

0. 0

RUDDER TRIM

Flap Elec Motor Controller

NU

N1

18

OIL QTY

18

0. 8

VIB

0. 8

N1

TOTAL FUEL

GROSS WT

640 . 0 SAT

+10c

LBS X 1000

C Hydraulic System

243 . 4 FUEL TEMP

+13c

Head Down Display

Hydraulic Control Module

Trailing Edge Flap System Features The trailing edge flap system has these protective functions: • • • •

Load relief Skew Asymmetry Uncommanded motion.

LOAD RELIEF The flap load relief function protects the flaps from air load damage. The flap load relief function is available only in the primary mode. When the airspeed limit is exceeded with the flaps in the 15, 20, 25 or 30 unit positions, the high lift function (HLF) sends a command to retract the flaps to a position specific to the current airspeed. On the 787-9, these flap positions are 10, 15, 17, 18, 20, 25 and 30.

Rev 1.0

This new position depends on airspeed. When the airspeed is less than the exceedance value, the flaps extend again to the commanded position.

The variable camber trim units VCTU) disconnect the outboard flaps and allow the PDU to position only the inboard flaps.

When load relief is active, the EICAS display shows a LOAD RELIEF message adjacent to the flap/slat indication. SKEW OR ASYMMETRY When the HLF detects a skew, asymmetry or uncommanded motion, the flight control electronics (FCE) cabinets shut down the flap drive system. TRAILING EDGE VARIABLE CAMBER SYSTEM The trailing edge variable camber (TEVC) system reduces wing loads during climb and reduces airplane drag during cruise.


17-20

Flight Controls LATCHED MSG ERASE

MAINT DATA PGS

SYS MENU

MAINT CTRL PGS

CENTRAL MAINT

FLAP/SLAT

FLAP LEVER A B C D

SYSTEM

0.00 0.00 0.00 0.00

AIRSPEED C SYS PRESS AUTOSLAT LOAD RELIEF AIR/GND

VARIABLE CAMBER

52 NOT CMD NOT CMD

ALTERNATE SWITCH ALT ALT ALT ALT ALT ALT

ARM ARM ARM ARM CMD CMD

SLATS

NOT ARMED NOT ARMED NOT ARMED NOT ARMED OFF OFF

1 2 3 4 A B

DRIVE CMD MODE S/O VLV CMD

NEAR

OUTBD FLAP L1 L2

OUTBD FLAP POS L

R A B

8.88

NEAR

INBD FLAP POS

L BRAKE LO SPD 25.16 CLOSED 25.16

R A B

SLAT 8

-30.0 INBD -30.0 -30.0 OUTBD -30.0

FLAPS DRIVE CMD MODE S/O VLV CMD

SLAT POS

BRAKE L LO SPD 8.90 CLOSED 8.90

SLAT SKEW SLAT 6 SLAT 7

SLAT 5

ON 380 25.18 25.18 SET SET

STATUS ALTITUDE INBD CMD OUTBD CMD BRAKE L BRAKE R

R

25.22 25.16

FLAP SKEW INBD FLAP INBD FLAP L3 L4 R5 R6

A B

25.22 25.22

OUTBD FLAP R7 R8

-30.2 -30.2 A -30.2 -30.0 A -30.0 -30.2 A -30.2 -30.2 B -30.2 B -30.0 B -30.2 -30.2 DATE

PREV MENU

PRINT

SEND


High Lift Function Maintenance Page Features The high lift function (HLF) maintenance page shows: • • • • • • • • • • •

Flap lever position signals System data Variable camber data Alternate flap arm switch status Alternate flap command switch status Slat drive command status Slat position data Slat skew status Flap drive command status Flap position data Flap skew status.

Rev 1.0


17-21

18 Environmental Systems



18

Environmental Systems Introduction AIR CONDITIONING Air for the air conditioning system is from cabin air compressors (CACs). The CACs are electric motor driven axial flow compressors. The CACs have air bearings. These bearings require no regular servicing. The air conditioning system is a dual air cycle pack design. The ram air system produces minimum drag. The ram air system can control air temperature if an air cycle machine (ACM) fails. The pack ACMs have air bearings. These bearings require no regular servicing. Pack temperature control is automatic. Automatic overtemperature protection reduces flight crew and cabin crew workload. The alternate ventilation system (AVS) provides ventilation through the airplane when both packs are off in flight. The upper and lower cabin air recirculation systems reduce fuel consumption. The systems also help to control moisture and contaminant levels in the cabin. The lavatory and galley vent system increases ventilation through the flight deck, passenger cabin, and the optional crew rest areas of the airplane. This system also helps with smoke removal from the airplane interior. EQUIPMENT COOLING The airplane uses two equipment cooling systems. Both systems have backup fans. The equipment cooling systems automatically configure for ground and flight operations.

Rev 1.0

The equipment cooling systems also automatically configure for smoke removal.

•

Air Conditioning

•

Lower Recirculation

The power electronics cooling system (PECS) cools hot electrical components with fluid.

•

Overheat Detection

•

Conditioned Air Distribution

The integrated cooling system (ICS) sends fluid to the galley cooling system.

•

Alternate Ventilation

•

Humidification

•

Upper Recirculation

•

Supplemental Heating

The forward cargo compartment heating is by exhaust air from the forward equipment cooling system. Additional heating control comes from an inline heater and a heating exhaust fan.

•

Moisture / Air Contaminant Control

•

Lavatory / Galley Vent

•

Equipment Cooling

The optional forward cargo air conditioning (FCAC) system gives more temperature control to forward cargo.

•

Power Electronics Cooling

•

Integrated Cooling

•

Cargo Compartment Heating

•

Forward Cargo Air Conditioning

•

Cargo Compartment Heating Control Panel

•

Air Conditioning Control Panel

•

Cabin Pressure Control

•

Cabin Pressure Control Panels

CARGO COMPARTMENT HEATING

The aft cargo compartment heating is exhaust air from the aft equipment cooling system. The bulk cargo compartment heating is from aft cargo compartment exhaust air, an inline electric heater and boost fan. PRESSURIZATION The cabin pressure control system uses dual, automatic, digital pressure controllers. The controllers are named valve control units (VCU). This increases reliability and reduces crew workload. Each VCU controls an outflow valve. There is a manual backup pressure control system. Independent, mechanical safety relief valves protect the airplane structure in any mode of pressure control. The VCUs have BITE and are connected to the common core system (CCS).


18-1


FWD

Pack Control Unit

Pack Control Unit Pack Control Unit • Each air conditioning pack gets control from a pack control unit (PCU). Each PCU has two control channels. Each PCU channel gets control power from a different remote power distribution unit (RPDU). One PCU channel is in control, the other channel is standby. PCU control channel change occurs with each new flight. The PCUs communicate with each other over a controller area network (CAN) bus. The PCUs are air cooled. Cooling air comes from the two lower recirculation system heat exchangers. The PCUs control these components in each pack: •

Cabin air compressors (CAC) (2) (through a common motor start

Rev 1.0

• • • • • • • • • •

controller (CMSC) CAC variable diffuser actuators (VDA) (2) CAC add heat valves (AHV) (2) CAC inlet deflector door actuator Ram air inlet door actuator Ram air outlet door actuator Air cycle machine (ACM) low limit valve ACM economy cooling valve (ECV) ACM bypass valve (ABV) Trim air pressure regulating valve (PRV) Trim air valves (3) Lower recirculation system fan.

The PCUs get data from these sources for control: • • • • • •

Common core system (CCS) CACs (through CMSCs) CAC VDAs CAC AHVs CAC inlet pressure sensor (2) CAC discharge pressure sensor (2)

• • • • • • • • • • • • • • • • • •

CAC discharge temp sensor (4) CAC discharge flow sensor CAC inlet deflector door actuator Ram air inlet door actuator Ram air outlet door actuator ACM speed sensor Pack condenser inlet temperature (2) Trim air PRV Trim air valves (3) Secondary heat exchanger (HX) outlet temp sensor (2) ACM compressor discharge temp sensor (2) Condenser low limit valve ACM ECV ACM ABV Pack outlet temp sensor (2) Flight deck air supply temp sensor (2) Lower recirculation system fan. Overheat detector system (ODS) through CCS.


18-2


CMSC

M

Add Heat Valve

Aft E/E Bay CAC

M

Power

To Trim Air System

Variable Diffuser Actuator

CAC Inlet Deflector Door

Flow Sensor

Wing/Body Fairing

Ozone Converter

Variable Diffuser Actuator

M PCU

M

Add Heat Valve

Power

To Pack Primary HX

CAC

CMSC Aft E/E Bay J1

J2

J3

J4

J5

RDC J1

J2

J3

J4

J5

RDC Pack Bay (Typ)

STAT

AIR CONDITIONING EQUIP COOLING FWD AFT AUTO

AUTO

OVRD

OVRD

RECIRC FANS UPPER LOWER ON

HYD

ELEC

GEAR

FCTL

OFF

ON FAULT

B

75 2

40

AUTO OFF

C

75

75

75

CB

D

75 3

50

AFT

CCR Cabinet (2)

W R PACK

TRIM AIR L R ON FAULT

A 75

FWD

C

W

AUTO

DOOR

75 F

FLT DECK 75 74 1

AIR COND RESET

C

AIR MAINT

MASTER TEMP

201

CABIN TEMP

L PACK

FUEL

EFIS/DSP

ON

CABIN OCCUPANTS

FLT DECK TEMP

75

70

75 4

BULK

FLT DECK PASSENGER CABIN

UPPER RECIRC LOAD SHED

LOWER RECIRC LOAD SHED

AIR DISTRIBUTION

VENTILATION J1

J2

J3

J4


J5

TRIM HEAT FLT DECK + A + C

NORM ALTN

L PACK STRY COOLING

RDC

L

L


TRIM AIR

R

R PACK

R CABIN AIR COMPRESSOR PACK INLET ANTI-ICE VENTILATION MODE NORMAL

HDD

Cabin Air Compressors Cabin Air Compressor Each air conditioning pack and trim air system gets pressurized air from one or two cabin air compressors (CAC). Each CAC has these components: • • • • • • •

Variable speed ac electric motor Variable diffuser actuator (VDA) Axial flow compressor Add heat valve (AHV) Inlet pressure sensor Outlet pressure sensor Outlet temperature sensor (2)

The CACs have air bearings, and the CAC motors are air cooled. Each CAC gets control power from a common motor start controller (CMSC). The CMSCs get +/- 270v dc power from an automatic transformer rectifier unit through a 270v dc bus. Control commands for the CMSCs to control the CACs comes from a pack Rev 1.0

control unit (PCU). There is one PCU for each pack. Each PCU can control two CACs through the CMSCs.

•

• The common core system (CCS) sends enable or inhibit commands to the CMSCs through the common data network (CDN). The enable and inhibit commands come from the configuration of the airplane The enable and inhibit commands come from these inputs: • • • •

Airplane electrical system configuration Airplane in air or on ground Outside air temperature Pack control switch position on the P5 panel.

CAC Operation With both pack switches selected to AUTO on the P5 panel, this is the CAC operation sequence:

•

One CAC of the left pack operates with three ground power units connected One CAC of each pack operates with both APU starter generators (ASGs) connected Both CACs of each pack operate with all four engine driven variable frequency starter generators (VFSGs) connected.

The PCUs use components to protect the CACs from compressor surge and over temperature: • • • •

Inlet and outlet pressure sensors Outlet temperature sensors Variable diffuser actuator Add heat valve.

Air for the CACs comes from an inlet duct in the lower left and right sides of the fuselage. Two CACs share one inlet duct. Each CAC inlet is protected by an inlet deflector door on the ground.


18-3

Environmental Systems Zonal Dryers (2) Crown

CMSC IFE Fwd EE Bay

Ram Fan Motor Controller

A B

J1

Water Extractor

J1

J2

J3

J4

J5

M

Misc EE Clg

RDC

Switch

Air Cycle Machine Bypass Valve

J1

Lower Recirc HX

Lower Recirc Fan (Typ) From ICS

J4

J5

J2

J3

J4

J5

RDC T2

T1

To ICS

To PAX Cabin

J3

Aft EE Bay

M HFSOV

J2

RDC

Power Panel

M Low Limit Valve

From CAC Ram Fan

Plenum Manifold

M

Compact Mixer Ram Air Outlet Door

Mix Bay From F/D Trim Valve

To F/D

Condenser

ACM

M Economy Cooling Vlv FCAC PECS

To NGS (Right Pack only)

PCU Ram Air Inlet Door J1

J2

J3

J4

J5

RDC STAT

ELEC

HYD

FUEL

AIR

DOOR

STAT STAT AIR CONDITIONING EQUIP COOLING FWD AFT AUTO

AUTO

OVRD

OVRD

GEAR


FLT DECK TEMP

C

ON

CCR Cabinet (2)

CABIN TEMP

C

W

AUTO OFF

ON

ON

FAULT

EFIS/DSP

MAINT

CB

MASTER TEMP MASTER 75 F TEMP CABIN MASTER 75 F 201 OCCUPANTS FLT DECK TEMP A B C D F 75 2 75 75 75 75 3 75 75 4 201 75 74 1 7575 FLT DECK A B C D 40 70 4 BULK 75 2 75 75 75AFT75 3 5075 75 75 74 1 75 FWD FLT DECK A B C D 40 70 4 BULK 75 2 75 75 75AFT75 3 5075 75 75 74 1 75 FWD FWD

40

AFT

50

FLT BULK DECK 70

FLT DECK PASSENGER CABIN FLT DECK PASSENGER CABIN

W PASSENGER CABIN UPPER LOWER RECIRC RECIRC UPPER LOAD SHEDLOWERLOAD SHED RECIRC RECIRC UPPER LOAD SHEDLOWER AIR LOAD DISTRIBUTION SHED RECIRC RECIRC

R PACK TRIM AIR L R

FCTL

CABIN OCCUPANTS CABIN 201 OCCUPANTS

AIR COND RESET

L PACK

ELEC HYD FUEL AIR DOOR GEAR EFIS/DSP MAINT FCTL CB ELEC HYD FUEL AIR DOOR GEAR EFIS/DSP MAINT FCTL CB

AUTO OFF

J1

J2

J3

J4

LOAD SHED AIRLOAD DISTRIBUTION SHED TRIM HEAT TRIM HEAT FLT DECK + B + D FLT DECK + A + C AIR DISTRIBUTION TRIM HEAT TRIM HEAT FLT DECK + B + D FLT DECK + A + C TRIM HEAT HEAT AIR L PACK R PACK L TRIM R FLT DECK + B + D FLT DECK +TRIM A+ C STRY L PACK COOLING R PACK L TRIM AIR R STRY L PACK COOLING R PACK L TRIM AIR R L CABIN AIR COMPRESSOR R STRY PACK INLET ANTI-ICE COOLING CABIN AIR COMPRESSOR L R PACK INLET ANTI-ICE MODE VENTILATION L R CABIN AIR COMPRESSOR NORMAL PACK INLET ANTI-ICE VENTILATION MODE NORMAL VENTILATION MODE NORMAL

J5

FAULT

VENTILATION NORM ALTN

RDC


Head-Down Display

Air Conditioning Pack Air Conditioning There are two air conditioning packs. The packs are below the center fuel tank. The pack control unit (PCU) controls most components in the pack. Pressurized, hot air from the cabin air compressors (CAC) go to both the air cycle machine (ACM) and trim air system in the pack. Hot air for the ACM goes through the primary heat exchanger, which cools the air that goes to the ACM and ACM bypass valve (ABV). Hot, high pressure ACM compressor discharge air goes through the secondary heat exchanger (HX). From the secondary HX, cooler air goes to the condenser, with the economy cooling valve (ECV) closed. The condenser uses cold ACM T1 turbine discharge air to cool the air enough for moisture in the air Rev 1.0

to form as water. This air goes to the water extractor, then to the ACM T1 turbine. Water from the extractor goes to a nozzle in the ram air duct. The warmer air goes to the ACM T2 turbine. Very cold T2 turbine discharge air goes to the compact mixer. The PCU uses the ABV to add warmer air to the T2 turbine discharge air. This air temperature represents that which is set as an average for all four passenger cabin zones, and separately for the flight deck, by the flight crew. This is ACM discharge air. This air goes to the compact mixer. Lower recirculation system air that goes through the lower recirculation HX mixes with the ACM discharge air. This air goes to the to the plenum in the mix bay, aft of forward cargo, and then to the four passenger cabin zones. ACM discharge air also bypasses the compact mixer and mixes with hot air from the flight deck

trim air valve. This air goes directly to the flight deck. The PCU opens the low limit valve (LLV) when ACM T1 turbine discharge air temperature is below freezing. Above 29,000 feet altitude, the PCU opens the ECV. This causes the ACM compressor discharge air to bypass the condenser, water extractor and T1 turbine. This lowers air load demand on the CACs. Above 29,000 feet the moisture content in the ambient air is already very low. The PCU opens the ABV, the low limit valve and the ECV when it detects an ACM failure. This is the non-normal HX only mode. The PCU controls the ram air inlet and outlet doors to adjust pack discharge temperature. The common core system (CCS) controls the ram air system fan.


18-4


RPDU 82

Keel Beam Web

ODS Detector Elements ODS Controller

FWD

FWD

E10

Cargo Door - Aft

Overheat Detection System Overheat Detection System

Detector Elements

The overheat detection system (ODS) monitors both air conditioning packs and the nitrogen generating system (NGS) for hot air leaks. The ODS has a controller and five dualelement detector loops. Two detector loops are in each air conditioning pack bay. One detector loop is in the NGS compartment. The detector elements are the thermistor type.

The dual-channel detector elements are in the top of each air conditioning pack bay. Detector elements are also on both sides of the keel beam web in the pack bays. The detector elements on the keel beam web are not shown.

ODS Controller The ODS controller has two control channels which monitor the five detector elements. The controller normally operates with "and" logic. Both ODS controller channels must detect an overheat condition before an overheat alarm can be set. The ODS controller sends alarm data to the common core system (CCS).

Rev 1.0

ODS Operation The ODS controller monitors for continuity between two wires in the elements of the two loops. An insulating thermistor material insulates the two wires in the element. Heat from a hot air leak makes the insulating properties of the thermistor material decrease. This decreases the resistance between the two wires, increasing the continuity to the circuit. An increase in circuit continuity will make the controller set an alarm to the CCS.

The two ODS controller channels do a periodic test of all of the loop elements. If one of the loops fails the test, the controller sets a fault for that loop. The controller will electronically isolate the failed loop. The ODS controller continues to use the functional loop for overheat monitoring. The controller sends a fault message to the CCS. When the ODS controller sends a air conditioning pack overheat alarm to the CCS, the CCS sends a shutdown command to the respective pack control unit (PCU). The PCU will shut down the pack. When the ODS controller sends a NGS overheat alarm to the CCS, the CCS sends a shutdown command to the NGS hosted application in the CCRs. The hosted application shuts down the NGS operation.


18-5

Environmental Systems OUTBD

FWD

Ram Air Inlet

Condenser

PECS Heat Exchanger

Ozone Converter

Cabin Air Compressors

FCAC Heat Exchanger Secondary Heat Exchanger Primary Heat Exchanger

Lower Recirc Fan

Ram Air Outlet Duct

Air Supply Muffler

ICS HX

Ground Cond Air Connector

ACM Compact Mixer

Left Pack Shown (Below Looking Up)

Ram Air Fan

Water Extractor

Left Air Conditioning Pack Component Location Air Conditioning Pack Component Location The two air conditioning packs are modular. The packs are installed in the pack bays fully assembled. This causes the two packs to be installed inverted from each other. The components that are more visible from the ground for one pack, are less visible from the ground for the other pack. The pack shown is the left air conditioning pack. The view is from below the airplane, looking up at the pack The major components are called out in the graphic. Smaller components are not called out. Component Insulation

temperature air in them during pack operation. Because of the hot air, these components have insulated blankets on them. The insulation blankets are orange in color. These are the components that have insulation blankets on them: • • • •

CACs ACM Ozone converter All pneumatic ducts with hot air in them.

The insulation blankets help to prevent the surrounding composite structure from heat damage. The views of the two air conditioning packs show the components without the insulation blankets. This makes it possible to see the actual components.

Many of the components in the air conditioning packs have high Rev 1.0


18-6

Environmental Systems Air Supply Mufflers

Compact Mixer

Water Extractor

ACM

Ram Air Fan

Condenser

Ram Air Outlet Duct

Primary Heat Exchanger Lower Recirc Fan

Cabin Air Compressors

Secondary Heat Exchanger

Ozone Converter

FCAC Heat Exchanger Ram Air Inlet

PECS Heat Exchanger

FWD

Right Pack Shown (Below Looking Up) OUTBD

Right Air Conditioning Pack Component Location Air Conditioning Pack Component Location The two air conditioning packs are modular. The packs are installed in the pack bays fully assembled. This causes the two packs to be installed inverted from each other. The components that are more visible from the ground for one pack, are less visible from the ground for the other pack. The pack shown is the right air conditioning pack. The view is from below the airplane, looking up at the pack The major components are called out in the graphic. The smaller components are not called out. Component Insulation

temperature air in them during pack operation. Because of the hot air, these components have insulated blankets on them. The insulation blankets are orange in color. These are the components that have insulation blankets on them: • • • •

CACs ACM Ozone converter All pneumatic ducts with hot air in them.

The insulation blankets help to prevent the surrounding composite structure from heat damage. The views of the two air conditioning packs show the components without the insulation blankets. This makes it possible to see the actual components.

Many of the components in the air conditioning packs have high Rev 1.0


18-7

Environmental Systems Cabin J1

J2

J3

J4

J5

To Zone A1

RDC

To Zone B1 J1

A1 Supp Heat J1

J2

J3

J4

B1 Supp Heat

To Zone C

To Zone D

J2

J3

J4

J5

RDC

To Zone B2

J5

RDC To Zone A2 J1

M Discharge to Flight Deck

FD Supply Boost Fan

J2

J3

J4

J5

RDC

M

FD Supply Boost Fan Isol Vlv

Fwd Cargo Compartment

M

M

Trim Vlv

Trim Vlv

M

CACs

CACs Compact Mixer

M

Trim Air Press Reg Vlv

Trim Vlv

Trim Vlv

Trim Vlv

Compact Mixer

Plenum/ Manifold

Left Pack

M

Right Pack


M

M

Trim Vlv

M

Mix Bay Fuselage Surface

Ground Connection

Right Pack Bay

Left Pack Bay J1

J2

J3

J4

J5

RDC AIR CONDITION


AUTO

OVRD

OVRD

PACK:

ON

FLT DECK TEMP

ZONE TEMP

AUTO OFF

DUCT TEMP HEAT GEAR CTRL CHFCTL

201

C

W

TEMP STAT TRGTELEC

CCR Cabinet (2)

AIR COND RESET

C

F ODS: PACK75BAY L CABIN AIR SUPPLY L1 L2 R1 1A FAILR2 LWRB PANEL OFF C ON ON ON FLTCABIN DECK AIR COMP A D 1B NORM 2 75 XX XX . X 75 COMP 75 74 1SPEED 75KRPM 75 . X 75 XX 75 . X3 75 XX2A.75X 4 NORM KEEL/FRONT SPAR COMP XXX XXX 40 KW NORM 2B FWDPOWER AFT XXX 50 XXX70 BULK

W

COMP MOTOR CLG XXX XXX SCHEDULE 1 2 FLT DECK PRESS IN XX . X XX . X PRESS OUT XX . X XX . X SURGE MARGIN PASSENGER X . XXCABIN X . XX COMP OUT XXX XXX X . XX AH/SC VLV X . XX XXX AH/SC FLOW-MASS XXX LOWER UPPER RECIRC VARIABLE DIFFUSER X . XX X . XX RECIRC LOAD SHED LOAD SHED L INLET ANTI-ICE AIR DISTRIBUTION ON

R PACK TRIM AIR L R ON

ON

FAULT

R1

ACMTEMP COMP OUT XX MASTER SEC F/D HX OUT A1

ON

CABIN TEMP

L PACK

R1

CTRL CH L2 R1 FLOW-MASS AIR CONDITIONXXXAUTO XXX PG 1/2 XXXX XXXX FLOW-VOLUME XXXX XXX XXXX OCC SEATS XXXX XXXX A2 B1 B2 COND XXXX XXXX XX IN XX XX XX XX XXXX XXXX MIX OUT XX XX TEMPFUEL XX XX HYD AIRXXX TRIM AIR . XX DOOR X . XX XXX XXXPRESSXXX XXX XXX XXX TRIM PRESS VLV . XX OFF X . XX X . XX X . XX X . XX ON X . XXX EFIS/DSP CB-L1 R1 L2 --MAINT R1 A B LIQUID LOOPS: PECS TEMP XXX XXX PECS DIVERTER VLV X . XX X . XX UPR FAN ON XXXXX OFF ALTITUDE LWR RIGHT FAN LWR LEFT FAN CABIN MASTER AIRSPEED X . XX OCCUPANTS TEMP


AUTO

J1

J2

J3

J4

J5

OFF

FAULT

RDC

XXX 3 XX . X XX . X X . XX XXX X . XX XXX X . XX

AUTO PG 2/2 L LOW LIM VLV X . XX ACM BYP VLV X . XX OPEN ECON COOL VLV RAM X . XX XXX IN DOOR RAM EXIT X . XX C DOOR D COMP XX IN DOOR OPEN XX X . XX ACM SPEED KRPM XX XX RAM SPEED KRPM XXXFANXXX XXX XXX X . XX RAM FAN MOTOR CLG XXX

X . XX R2

X . XX L1

RECIRC HX VLV RECIRC HX INLET TEMP FLIGHT OFF PHASE SAT

R

X . XX X . XX CLSD X . XX X . XX CLSD X . XX X . XX XXX

X . XX XXX

CRUISE XXX

R

OVHT OVHT NORM NORM

XXX 4 XX . X XX . X X . XX XXX X . XX XXX X . XX

R

OFF




Cabin Zone Unit

TRIM HEAT FLT DECK + B + D L PACK STRY COOLING

Cabin Attnd Panel

L

L

TRIM HEAT FLT DECK + A + C TRIM AIR

CABIN AIR COMPRESSOR PACK INLET ANTI-ICE

R PACK

R

R

VENTILATION MODE NORMAL

HDD

Trim Air Systems •

General Each air conditioning pack has a trim air system. The pack control unit (PCU) for that pack controls that trim air system. Each PCU controls a trim valve for the flight deck. Each PCU controls two trim valves for two of the four passenger cabin zones. Two trim air control switches are on the air conditioning panel in the flight deck.

• • • •

Cabin attendant panel (CAP) temperature selection from the passenger cabin Flight deck zone temperature sensors Passenger cabin zone temperature sensors Flight deck zone duct temperature sensors Passenger cabin zone duct temperature sensors

The PCU uses a pressure regulating valve (PRV) to keep trim air pressure more than cabin pressure. The PCU uses a pressure sensor downstream of the PRV for control of the PRV to the correct differential pressure.

These are the components for a pack trim air system:

These are the sources of data that the PCU uses to control the trim air system:

•

•

Application software in the common core system (CCS) temperature selection from the flight deck

Rev 1.0

• •

Trim air pressure regulating valve (PRV) Passenger cabin zone trim valves (2) Trim air pressure sensor

A PCU shuts down its trim air system for high zone duct temperature faults.

Operation The PCU gets flight deck and passenger cabin selected temperature data from the air conditioning panel in the flight deck through the CCS. The PCU also gets passenger cabin zone temperature data from the CAP through the CCS. Each PCU controls trim air temperature for two of the four passenger cabin zones. The PCUs control the trim valves to add hot cabin air compressor (CAC) discharge air to the cooler pack discharge air. Hot trim air for the flight deck is added to the pack discharge air downstream of the compact mixer. Hot trim air for the passenger cabin zones is added to the pack discharge air, downstream of the plenum manifold in the mix bay.


18-8

Environmental Systems Zone A1

Door 2 Galley

Zone A2

Zone Supply

Zone B1

Zone B2

Zone Supply

Zone C

Zone Supply

Door 3 Galley

Zone Supply

Zone D

Zone Supply

Door 1 Galley

Door 4 Galley

PAO (Typ)

PAO (Typ)

Zone Supply

PAO (Typ)

PAO (Typ) PAO (Typ)

PAO (Typ)

Upper Recirc Fan

Floor Line (2 ea)

(2 ea)

(2 ea)

Door Floor Panel Heater (Typ)

Cabin From ECS Mix Bay

(2 ea)

From ECS Mix Bay

RPDU RPDU

Fwd E/E Bay RH J1

J2

J3

J4

J5

HEATERS SHOULDER

FOOT

RDC

CHART

Book Storage Outlet

HIGH

LOW

LOW

HIGH


INBD DSPL/ CONTRAST

WORK TABLE

PNL/ FLOOD

Captain (F/O)


Cabin Zone Unit

Cabin Attendant Panel STAT

ELEC

GEAR

Flight Deck

J1

J2

J3

J4

HYD

FCTL

A 75

B

75 2

C

75

75

40

FWD

CCR Cabinet (2)

CABIN TEMP

DOOR CB

75 F

FLT DECK 75 74 1

FLT DECK TEMP

AIR MAINT

MASTER TEMP

201

RDC

FUEL

EFIS/DSP

CABIN OCCUPANTS

J5

75

D

75 3

50

AFT

75

70

75 4

BULK

FLT DECK PASSENGER CABIN

UPPER RECIRC LOAD SHED

LOWER RECIRC LOAD SHED

AIR DISTRIBUTION

AIR COND RESET

C

From Pack Discharge

Fwd E/E Bay LH

AUTO OFF


C

W

L PACK

L PACK STRY COOLING

W

TRIM AIR L R ON

ON

FAULT

FAULT

L

L

R PACK


TRIM AIR

R

R PACK

R CABIN AIR COMPRESSOR PACK INLET ANTI-ICE VENTILATION MODE NORMAL

AUTO OFF

HDD

Supplemental Heating General

Operation

The supplemental heating system uses electrically powered heaters. The common core system (CCS) hosted applications control the supplemental heating system.

The pilots have control of the inline shoulder heaters and foot rest surface heaters through control panels in the flight deck. Each heater type has a different control knob. The CCS takes the control knob position and controls the amount of power going to the heaters. The CCS does not operate the heaters for these conditions:

The CCS uses inline electric heaters and radiant electric heaters for supplemental heating. These are the inline electric heaters: • •

Pilots shoulder heaters Galley area heaters

These are the radiant electric heaters: • •

Flight deck foot rest surface heaters Floor panel heaters, next to each of the eight passenger entry doors (PED).

Rev 1.0

• • • •

Airplane on the ground Air conditioning packs off Recirculation fans off Shoulder heater overheat fault.

The cabin flight attendants have control of the galley area heaters. Control of the heaters is through the galley heater control function of a cabin attendant panel (CAP). Each galley area heater has an individual selection. All galley area heaters can be controlled from one CAP. The galley area heaters are in the cabin

air distribution ducts. The CCS takes the CAP control selection and controls the amount of power going to the heaters. The CCS does not operate the heaters for these conditions: • • • •

Airplane on the ground Air conditioning packs off Recirculation fans off Heater overheat fault.

The CCS controls the PED floor panel heaters automatically. The CCS operate the floor panel heaters with the airplane in the air, or on the ground with ambient temperature less than 45F (7C). The CCS does not operate the heaters for these conditions: •

• •

Airplane on ground and ambient temperature more than 55F (13C) Air conditioning packs off Recirculation fans off.


18-9

Environmental Systems Fwd Zonal Dryer Crown

Aft Zonal Dryer Crown To Pass Cabin Zones A & D

IFE

To Pass Cabin Zones B & C

Fwd EE Bay Miscellaneous Equipment Cooling Exhaust

Plenum/ Manifold

Forward Zonal Dryer Regeneration Air

To F/D

Aft Zonal Dryer Regeneration Air

Lower Recirc APF (3)

Mix Bay

HFSOV

From ICS

Compact Mixer

HFSOV

M

M Lower Recirc Fan (Typ)

From ICS

Lower Recirc Fan (Typ)

Lower Recirc HX

From F/D Trim Valve

J1

J2

J3

J4

J5

RDC

J5

J4

J3

J2

J1

R Pack Discharge

RDC STAT

OVRD


GEAR

CABIN OCCUPANTS CABIN OCCUPANTS

FLT DECK

C

C

W

L PACK AUTO

OFF

75

CCR Cabinet (2)

W R PACK

TRIM AIR L R ON

ON

FAULT

FAULT

AUTO

AIR

DOOR

CB

MASTER TEMP MASTER TEMP

201

75 F

MASTER 75 F TEMP A FLT DECK B C 75 75 74 1 75 75F 75 2 75 75 75 3 FLT DECK A B C D 75 75 AFT 75 3 50 75 74 1 75 FWD 75 2 40 75 75 7570 A C D B 1 75 FWD 75 AFT 75 3 50 75 75 2 40 75 75 7570 4 BULK 40 50 70FLT DECK AFT BULK

201

201

AIR COND RESET

FUEL

MAINT

CABIN OCCUPANTS

CABIN TEMP

FLT DECK TEMP

EFIS/DSP

FCTL

ON

HYD

HYD FUEL AIR DOOR EFIS/DSP FCTL MAINT CB FUEL AIR DOOR EFIS/DSP MAINT CB

ELEC GEAR ELEC HYD GEAR FCTL

STAT

OVRD

ELEC

STAT

AIR CONDITIONING

AUTO

From F/D Trim Valve

To ICS

L Pack Discharge

AUTO

Compact Mixer

Lower Recirc HX

To ICS


To F/D

Lower Recirc APF (3)

74

D

75

75

4

4 BULK

FWD

FLT DECK PASSENGER CABIN FLT DECK PASSENGER CABIN PASSENGER CABIN UPPER RECIRC UPPER LOAD SHED RECIRC UPPER RECIRC

OFF

LOAD SHED

LOWER RECIRC LOWER RECIRC

LOAD SHED

LOWER LOAD SHED AIR DISTRIBUTION RECIRC

LOAD SHED J1

J2

J3

J4

LOAD SHED AIR DISTRIBUTION TRIM HEAT TRIM HEAT FLT DECK + B + D FLT DECK + A + C AIR DISTRIBUTION TRIM HEAT TRIM HEAT FLT DECK + B + D FLT DECK + A + C

J5

VENTILATION L PACK

NORM ALTN

RDC

L PACK

TRIM HEAT L PACK FLT DECK + B + D STRY COOLING L

STRY COOLING

L

STRY COOLING

L

TRIM HEAT TRIM AIR L DECK FLT +A+C TRIM AIR

R PACK

R R PACK

R

TRIM AIR R L CABIN AIR COMPRESSOR PACK INLET ANTI-ICE L R CABIN AIR COMPRESSOR PACK INLET ANTI-ICE VENTILATION MODE R CABIN AIR COMPRESSOR NORMAL PACK INLET ANTI-ICE VENTILATION MODE

R PACK R

NORMAL VENTILATION MODE NORMAL


Head-Down Display

Lower Recirculation System General

Description

The two lower recirculation systems help to keep the passenger cabin conditioned air supply flow at the required amount. This is done while the air conditioning system flow demand does not increase. This helps to reduce the amount of load demand to the electrical system.

Each recirculation system has these components:

The lower recirculation systems also help to control the amount of humidity in the cabin conditioned air supply.

•

The two recirculation systems are controlled by hosted applications in the common core system (CCS). The pilots have one selector switch on the P5 air conditioning panel. The one switch controls both lower recirculation fans. Air for the recirculation systems comes from the mix bay, aft of forward cargo. Rev 1.0

• • • •

Air purification filters (APF) High flow shutoff valve (HFSOV) Lower recirculation fan motor controller (MC) Lower recirculation fan and check valve Lower recirculation heat exchanger (HX).

Operation The pilots select the lower recirculation fan switch to ON. The CCS determines the flow rate of the lower recirculation system. The CCS uses the total air conditioning flow, minus the upper recirculation system flow rate. The CCS uses this data to control the lower recirculation system fan speed.

Moist air in the mix bay comes from the fuselage crown through zonal dryers, and the miscellaneous equipment cooling system. The fan pulls air from the mix bay through the APF and HFSOV. The fan sends the air through the lower recirculation HX. The air mixes with cold coolant from the integrated cooling system (ICS). This cools the air before it mixes with pack discharge air in the compact mixer. This reduces load demands for the air conditioning system. The mixed air goes to cabin through the plenum manifold in the mix bay. The normally open HFSOV will close if an air conditioning duct in the pack bay fails or has a leak. This helps to decrease the rate of cabin depressurization. To prevent damage, select the lower RECIRC FAN switch on P5 off with external air conditioning connected.


18-10

Environmental Systems Crown Zone A1

Zone A2

Zone Supply

Door 2 Galley

Zone Supply

Zone B1

Zone Supply

Zone B2

Zone C

Zone Supply

PAO (Typ)

Zonal Duct Heater

PAO (Typ)

Zonal Duct Heater

Crown Area Air

M

Door 4 Galley

PAO (Typ)

PAO (Typ)

PAO (Typ)

Zone D

Zone Supply

Zone Supply

Door 1 Galley PAO (Typ)

Door 3 Galley

Discharge

Discharge

To OFCR

To OFCR

Upper Recirc Fan

Cabin

Plenum/ Manifold

Mix Bay

To Lav/Galley Vent System

To Flight Deck Distribution

AVS RAM Air J1

J2

J3

J4

J5

RDC

AVS Inlet Door

Left Wing/Body Fairing

Left Pack Bay

Right Pack Bay

STAT

FCTL

HYD

ELEC

HYD

ELEC

GEAR

STAT

FUEL

EFIS/DSP

AIR MAINT

DOOR CB

FUEL AIR AIR CONDITION AUTO PG DOOR 2/2

R1 R1 L PACK: EFIS/DSP FCTL MAINT LOW LIM CB CTRL CH L2 VLV X. XX R1 FLOW-MASS ACM BYP VLV X. XX XXX XXX XXXX XXXX OPEN FLOW-VOLUME ECON COOL VLV XXXX XXXX ACM COMP OUT RAM IN DOOR X. XX X. XX SEC HX OUT RAM EXIT DOOR XXXX XXXX HYD COND FUEL AIR DOOR ELEC AIR IN CONDITION AUTO PG 1/2 COMP IN DOOR OPEN XXXX XXXX X. XX MIX TEMP OUT ACM SPEED KRPM XXXX XXXX XXPRESSSEATSXXX MASTER TEMP TRIM AIR X. XX XOCC . XX XXX RAM FAN SPEED KRPM X. XX VLV A2 X. XXB1 X. CB XX B2 RAM CLG XXX EFIS/DSP FCTL MAINT F/DTRIM PRESSA1 C FAN MOTOR D ZONE TEMP XX XX XX XX XX XX XX XXLIQUID LOOPS: XX XX AXX B XX XX XX TRGT TEMP TEMP VLVXXX X. XX DUCT TEMP XXX PECS XXX XXX XXX XXX XXX XXX XXX XXXRECIRC XXX HX XXX PECS DIVERTER VLV X. XX X. XX RECIRC HX INLET TEMP XXX HEAT

GEAR

STAT GEAR

AIR CONDITIONING EQUIP COOLING FWD AFT

J1

J2

J3

J4

AUTO

AUTO

OVRD

OVRD


ON

C

C

W

L PACK AUTO OFF

ON --

X. XX R1

XX. X

XX. X

XX. X

OFF X. XX -L2 XXXXX

X. XX R2

X. XX L1

CTRL CH ALTITUDE FLIGHT PHASE AIRSPEED SAT X. XX MASTER TEMP PACK BAY ODS: L R UPR FAN ON 75 F OFF 1A RIGHT FAILFANOVHT LWR LEFT FAN LWR OFF LWR PANEL 1B NORM OVHT 2A NORM NORM SPAR D FLT DECK A B KEEL/FRONT C 2B NORM NORM CABIN AIR SUPPLY L1 L2 R1 R2 75 74 1 75 75 2 75 75 75 75 3 75 75 4 OFF ON ON ON CABIN AIR COMP 40 SPEED KRPM . X XX. X FWD COMP AFT XX. X50 XX. X70 XX BULK XXX XXX XXX XXX COMP POWER KW XXX XXX XXX XXX COMP MOTOR CLG 3 4 SCHEDULE 1 2 FLT DECK PRESS IN

CABIN OCCUPANTS

CABIN TEMP

CCR Cabinet (2)

AIR COND RESET

RDC

X. XX R1

R

X. XX X. XX CLSD X. XX X. XX CLSD X. XX X. XX XXX

CRUISE XXX

201

FLT DECK TEMP

J5

X. XX L1

W

PRESS OUT XX. X XX. X XX. X SURGE MARGIN X. XX X. XX X. XX PASSENGER CABIN COMP OUT XXX XXX XXX AH/SC VLV X. XX X. XX X. XX AH/SC FLOW-MASS XXX XXX XXX VARIABLE DIFFUSER X. XX LOWER X. XX X. XX UPPER RECIRC L R RECIRC ON INLET ANTI-ICE LOAD SHED LOAD SHEDOFF


ON

FAULT

FAULT

AUTO OFF




XX. X XX. X X. XX XXX X. XX XXX X. XX

AIR DISTRIBUTION


Cabin Zone Unit


L PACK

L


TRIM AIR

R

R PACK

STRY COOLING

L

CABIN AIR COMPRESSOR R PACK INLET ANTI-ICE VENTILATION MODE NORMAL

HDD

Upper Recirculation System - 787-8 General The upper recirculation system helps to keep the passenger cabin conditioned air supply flow at the required amount. This is done while the air conditioning system flow demand to the cabin air compressors (CAC) does not increase. This helps to reduce the amount of load demand to the electrical system. The upper recirculation system takes air from the crown area of the fuselage. The fan discharge air mixes with the temperature controlled air that comes from the plenum/manifold in the mix bay. The air goes back into the six passenger cabin zones. Description With the upper recirculation fan switch selected on, control of the fan is automatic. Control comes from a Rev 1.0

hosted application in the common core system (CCS). The upper recirculation fan switch is on the P5 air conditioning panel. The switch is next to the lower recirculation fans switch. The upper recirculation system has these components: • • • • •

High Efficiency Particulate Air (HEPA) filter Fan motor and fan Fan motor controller Fan check valve Upper recirculation fan switch.

Operation The pilots select the upper recirculation fan switch to ON. The CCS determines the flow rate of the upper recirculation system. The CCS uses the current cabin pressure and airplane electrical system power

sources to determine the upper recirculation system flow rate. The CCS hosted application uses a motor controller (MC) to control the speed of the upper recirculation fan motor. The motor controller is part of the recirculation fan and motor assembly. The upper recirculation fan normally operates with ac electrical power on the airplane and the control switch selected to ON. The upper recirculation fan turns off for one of these conditions: • •

Control switch selected to OFF Alternate ventilation system (AVS) operation.


18-11


Door 2 Galley

Zone A2

Zone Supply

Zone B1

Zone B2

PAO (Typ)

Zone Supply

Zone Supply

Zone C

Zonal Duct Heater

Door 3 Galley

Zone D Zone Supply

Zone Supply

Zone Supply

Door 4 Galley

PAO (Typ)

Door 1 Galley PAO (Typ) PAO (Typ)

PAO (Typ)

PAO (Typ)

ICS

Zonal Duct Heater

Crown Area Air

M

Discharge To OFCR

Discharge To OFAR

Upper Recirc Fan

Cabin

Plenum/ Manifold


Mix Bay

J1

J2

J3

J4

J5

Right Left Pack Bay Pack Bay

RDC

STAT

FCTL

HYD

ELEC

HYD

ELEC

GEAR

STAT

FUEL

EFIS/DSP

AIR MAINT

DOOR CB


R1 R1 L PACK: EFIS/DSP FCTL MAINT LOW LIM CB CTRL CH L2 VLV X. XX R1 FLOW-MASS ACM BYP VLV X. XX XXX XXX XXXX XXXX OPEN FLOW-VOLUME ECON COOL VLV XXXX XXXX ACM COMP OUT RAM IN DOOR X. XX X. XX SEC HX OUT RAM EXIT DOOR XXXX XXXX HYD COND FUEL AIR DOOR ELEC AIR IN CONDITION AUTO PG 1/2 COMP IN DOOR OPEN XXXX XXXX X. XX MIX TEMP OUT ACM SPEED KRPM XXXX XXXX XXPRESSSEATSX XXX MASTER TEMP TRIM AIR . XX XOCC . XX XXX RAM FAN SPEED KRPM X. XX VLV A2 X. XXB1 X. CB XXB2 RAM CLG XXX EFIS/DSP FCTL MAINT F/DTRIM PRESSA1 C FAN MOTOR D ZONE TEMP XX XX XX XX XX XX XX XXLIQUID LOOPS: XX XX A XX B XX XX XX TRGT TEMP VLVXXX X. XX DUCT TEMP XXX PECS XXXTEMP XXX XXX XXX XXX XXX XXX XXXRECIRC XXX HX XXX PECS DIVERTER VLV X. XX X. XX RECIRC HX INLET TEMP XXX HEAT

GEAR

STAT GEAR


J1

J2

J3

J4

AUTO

AUTO

OVRD

OVRD


ON

C

C

W

L PACK AUTO OFF

ON --

X. XX R1

OFF X. XX -L2 XXXXX

XX. X

XX. X

XX. X

XX. X XX. X X. XX

X. XX R2

X. XX L1

CTRL CH ALTITUDE FLIGHT PHASE AIRSPEED SAT X. XX MASTER TEMP PACK L R UPR FAN ONBAY ODS: 75 F OFF 1A RIGHT FAIL FANOVHT LWR LEFT FAN LWR OFF LWR PANEL 1B NORM OVHT 2A NORM NORM SPAR D FLT DECK A B KEEL/FRONT C 2B NORM NORM CABIN AIR SUPPLY L1 L2 R1 R2 75 74 1 75 75 2 75 75 75 75 3 75 75 4 OFF ON ON ON CABIN AIR COMP 40 SPEED KRPM . X XX. X FWDCOMP AFT XX. X50 XX. X70 XX BULK XXX XXX XXX XXX COMP POWER KW XXX XXX XXX XXX COMP MOTOR CLG 3 4 SCHEDULE 1 2 FLT DECK PRESS IN

CABIN OCCUPANTS

CABIN TEMP

CCR Cabinet (2)

AIR COND RESET

RDC

X. XX R1

R


CRUISE XXX

201

FLT DECK TEMP

J5

X. XX L1

W

PRESS OUT XX. X XX. X XX. X SURGE MARGIN X. XXCABIN X. XX X. XX PASSENGER COMP OUT XXX XXX XXX AH/SC VLV X. XX X. XX X. XX AH/SC FLOW-MASS XXX XXX XXX VARIABLE DIFFUSER X. XX LOWER X. XX X. XX UPPER RECIRC L R RECIRC ON INLET ANTI-ICE LOAD SHED LOAD SHEDOFF


ON

FAULT

FAULT

AUTO OFF




XXX X. XX XXX X. XX

AIR DISTRIBUTION


Cabin Zone Unit


L PACK

L


TRIM AIR

R

R PACK

STRY COOLING

L


HDD

Upper Recirculation System - 787-9 General

Description

The upper recirculation system helps to keep the passenger cabin conditioned air supply flow at the required amount. This is done while the air conditioning system flow demand to the cabin air compressors (CAC) does not increase. This helps to reduce the amount of load demand to the electrical system.

With the upper recirculation fan switch selected on, control of the fan is automatic. Control comes from a hosted application in the common core system (CCS). The upper recirculation fan switch is on the P5 air conditioning panel. The switch is next to the lower recirculation fans switch.

The upper recirculation system takes air from the crown area of the fuselage. The fan discharge air is routed through a upper recirculation heat exchanger which transfers heat to the integrated cooling system (ICS).

The upper recirculation system has these components:

This cooler air is now mixed with the temperature controlled air that comes from the plenum/manifold in the mix bay. The air goes back into the six passenger cabin zones.

Rev 1.0

• • • • •

High Efficiency Particulate Air (HEPA) filter Fan motor and fan Fan motor controller Fan check valve Upper recirculation fan switch.

Operation The pilots select the upper recirculation fan switch to ON. The

CCS determines the flow rate of the upper recirculation system. The CCS uses the current cabin pressure and airplane electrical system power sources to determine the upper recirculation system flow rate. The CCS hosted application uses a motor controller (MC) to control the speed of the upper recirculation fan motor. The motor controller is part of the recirculation fan and motor assembly. The upper recirculation fan normally operates with ac electrical power on the airplane and the control switch selected to ON. The upper recirculation fan turns off for one of these conditions: • •

Control switch selected to OFF Alternate ventilation system (AVS) operation.


18-12

Environmental Systems Diffuser Vents

Diffuser Vents Aft Zonal Dryer

Air Return Grills (Typ)

Zone Air Supply Ducts

Upper Recirc Fan Filter Forward Zonal Dryer

Plenum/ Manifold

Zone Air Supply Ducts Mix Bay

Lower Recirc Fan Filters

Upper Recirc Fan

Mix Bay

Zone B Risers

Zone A Risers

FWD

Conditioned Air Distribution General The conditioned air distribution system sends air into and takes air out of these sections of the airplane: • • •

Flight deck Passenger cabin zones A, B, C, and D Forward and aft electronic equipment (EE) compartments.

Air for cargo compartment heating comes from the forward and aft EE compartments. Air for the optional forward cargo air conditioning (FCAC) system comes from the forward EE compartment. All air goes out of the airplane through the forward and aft outflow valves (OFV). Description Air comes from theses sources: Rev 1.0

• • •

Air conditioning packs Alternate vent system (AVS) External air conditioning source on the ground.

The AVS is a non-normal source of air for ventilation. The airplane cannot be pressurized with the AVS. Air from the air conditioning packs goes directly to the flight deck. The air also goes to the plenum/manifold in the mix bay. This air mixes with trim air and goes to the four passenger cabin zones. The air goes to the cabin through risers in both sides of the fuselage. The air comes out of diffusers in the overhead of the cabin, and above the windows. The air makes a swirling motion in the cabin. Some of the air goes back to the mix bay through air return grills at the bottom of sidewalls. Air in the crown area goes through the two zonal dryers and the upper recirculation

fan. The upper recirculation fan air goes back to the passenger cabin zone distribution system. Air in the crown that goes through the zonal dryers goes in two different directions. Most of the air goes back into the crown area. The rest of the air is heated. Moisture is added, and it goes back to the mix bay through ducts in the sides of the fuselage. Some of the crown air goes back to the mix bay through the miscellaneous equipment cooling system. Air in the mix bay gets pulled through the filters of the lower recirculation system. This air goes through the lower recirculation fans, the integrated cooling system (ICS) heat exchangers (HX) and into the compact mixers in the pack bays. In the compact mixers, the air mixes with pack discharge air and goes back to the plenum/manifold.


18-13


Zone A2

Zone Supply

Door 2 Galley

Zone Supply

Zone B1

Zone Supply

Zone B2

Zone C

Zone Supply

PAO (Typ)

PAO (Typ)

PAO (Typ)

Zonal Duct Heater

Crown Area Air

M

Door 4 Galley

PAO (Typ)

PAO (Typ)

PAO (Typ)

Zone D

Zone Supply

Zone Supply

Door 1 Galley Zonal Duct Heater

Door 3 Galley

Discharge

Discharge

To OFCR

To OFCR

Upper Recirc Fan

Cabin

Plenum/ Manifold

Mix Bay


To Flight Deck Distribution AIR CONDITIONING EQUIP COOLING FWD AFT AUTO

AUTO

OVRD

OVRD


AVS RAM Air

ON

J1

FLT DECK TEMP

CABIN TEMP

J2

J3

J4

J5

RDC

AVS Inlet Door

Left Wing/Body Fairing

Left Pack Bay

Right Pack Bay

STAT

AIR COND RESET

FCTL

HYD

ELEC

HYD

ELEC

GEAR

STAT

FUEL

EFIS/DSP

AIR MAINT

DOOR CB


R1 R1 L PACK: EFIS/DSP FCTL MAINT LOW LIM CB CTRL CH L2 VLV X. XX R1 FLOW-MASS ACM BYP VLV X. XX XXX XXX XXXX XXXX OPEN FLOW-VOLUME ECON COOL VLV XXXX XXXX ACM COMP OUT RAM IN DOOR X. XX X. XX SEC HX OUT RAM EXIT DOOR XXXX XXXX HYD COND FUEL AIR DOOR ELEC AIR IN CONDITION AUTO PG 1/2 COMP IN DOOR OPEN XXXX XXXX X. XX MIX TEMP OUT ACM SPEED KRPM XXXX XXXX XXPRESSSEATSX XXX MASTER TEMP TRIM AIR . XX XOCC . XX XXX RAM FAN SPEED KRPM X. XX VLV A2 X. XXB1 X. CB XXB2 RAM CLG XXX EFIS/DSP FCTL MAINT F/DTRIM PRESSA1 C FAN MOTOR D ZONE TEMP XX XX XX XX XX XX XX XXLIQUID LOOPS: XX XX A XX B XX XX XX TRGT TEMP VLVXXX X. XX DUCT TEMP XXX PECS XXXTEMP XXX XXX XXX XXXXXX XXX XXXRECIRC XXX HX XXX PECS DIVERTER VLV X. XX X. XX RECIRC HX INLET TEMP XXX HEAT

GEAR

C

C

W

L PACK AUTO OFF

W STAT


ON

FAULT

FAULT

GEAR

AUTO

X. XX L1

ON --

X. XX R1

XX. X

XX. X

XX. X

OFF X. XX -L2 XXXXX

X. XX R2

X. XX L1

CTRL CH ALTITUDE FLIGHT PHASE AIRSPEED SAT X. XX MASTER TEMP PACK L R UPR FAN ONBAY ODS: 75 F OFF 1A RIGHT FAILFANOVHT LWR LEFT FAN LWR OFF LWR PANEL 1B NORM OVHT 2A NORM NORM SPAR D FLT DECK A B KEEL/FRONT C 2B NORM NORM CABIN AIR SUPPLY L1 L2 R1 R2 75 74 1 75 75 2 75 75 75 75 3 75 75 4 OFF ON ON ON CABIN AIR COMP 40 SPEED KRPM . X XX. X FWD COMP AFTXX. X50 XX. X70 XX BULK XXX XXX XXX XXX COMP POWER KW XXX XXX XXX XXX COMP MOTOR CLG 3 4 SCHEDULE 1 2 FLT DECK PRESS IN

CABIN OCCUPANTS

OFF

R


CRUISE XXX

201

J1

VENTILATION

X. XX R1

J2

J3

J4

CCR Cabinet (2)

J5

RDC

PRESS OUT XX. X XX. X XX. X SURGE MARGIN X. XXCABIN X. XX X. XX PASSENGER COMP OUT XXX XXX XXX AH/SC VLV X. XX X. XX X. XX AH/SC FLOW-MASS XXX XXX XXX VARIABLE DIFFUSER X. XX LOWER X. XX X. XX UPPER RECIRC L R RECIRC ON INLET ANTI-ICE LOAD SHED LOAD SHEDOFF

NORM

XX. X XX. X X. XX

XXX X. XX XXX X. XX

AIR DISTRIBUTION

ALTN




Cabin Zone Unit


L PACK

L


TRIM AIR

R

R PACK

STRY COOLING

L


HDD

Alternate Ventilation System - 787-8 General The alternate ventilation system (AVS) helps to keep air moving through the airplane with the air conditioning system not on. The AVS takes ambient air from outside the airplane and sends it the flight deck and passenger cabin. The airplane cannot be pressurized with AVS on. Description Control of the AVS is automatic with the AVS control switch in NORM. The control switch is labeled VENTILATION. Control comes from hosted applications in the common core system (CCS). The control switch is guarded and at the bottom of the P5 air conditioning panel. The AVS has these components:

Rev 1.0

• • • • •

AVS inlet door AVS inlet door actuator Flight deck supply check valve Passenger cabin supply check valve VENTILATION switch.

On the 787-8, the AVS inlet door is on the lower left side of the fuselage. The inlet door is near the left cabin air compressor (CAC) inlet and left ram air inlet door. A dc motor actuator retracts the inlet door inward to open. The airflow goes through the open inlet door and through the flight deck and passenger cabin check valves. The air goes directly to the flight deck, and into the plenum/manifold in the mix bay. This air then goes to the passenger cabin distribution system. Operation With the AVS control switch in NORMAL the CCS controls AVS.

The inlet door opens automatically for a loss of conditioned inflow (LOCI). LOCI is a non-normal condition. It occurs when the airplane electrical system must load shed the power supply to the CACs in the air conditioning system. The pilots can also select the AVS to operate by selecting the AVS control switch out of NORMAL. When the AVS operates, an amber ALTN shows in the bottom of the control switch. With AVS on, these systems do not operate: • • •

Air conditioning systems Upper and lower recirculation systems Supplemental heating systems

The cabin pressure outflow valves, lavatory/galley vent system, forward and aft equipment cooling help to move the air out of the airplane.


18-14

Environmental Systems Upper Recirculation Fan

Forward EE Cooling

Flight Deck Boost Fan

Lower Recirculation Fans

Aft Outflow Valve Lav/Galley Exhaust Fan

Forward Outflow Valve VENTILATION

EE Exhaust Duct

NORM

Ventilation Switch (P5)

Ground Gate Flat Flap

Modified Curved Rim

Modified Curved Rim

Control Gate

Fuselage

Leading Opening

Lav/Gally Vent Exhaust Duct

ALTN

AFT

Trailing Opening

Fuselage

Ground Gate

Control Gate

Trailing Opening

Leading Opening

Fwd OFV Position

Flat Flap

AFT

Aft OFV Position

Alternate Ventilation System - 787-9 The AVS uses these components for operation:

General The alternate ventilation system (AVS) helps to keep air moving through the airplane with the air conditioning system not on. The AVS takes ambient air from outside the airplane and sends it to the flight deck and passenger cabin.

• • • • •

Aft outflow valve (OFV) Forward OFV Lower recirculation fans Flight deck boost valve and fan VENTILATION switch.

The airplane cannot be pressurized with AVS on. All airplane operation must be below 10,000 feet mean sea level (MSL) during AVS operation.

When AVS operates, boundary layer air goes into the airplane through the aft OFV. The air flows forward through the airplane and goes out through the forward OFV.

Description

Operation

Control of the AVS is automatic with the AVS control switch in NORM. The control switch is labeled VENTILATION. Control comes from hosted applications in the common core system (CCS). The control switch is guarded, at the bottom of the P5 air conditioning panel.

With the VENTILATION switch in NORMAL, the CCS automatically controls AVS.This happens for a loss of conditioned inflow (LOCI). LOCI is a non-normal condition. LOCI can occur when the airplane electrical system must load shed the power supply to the cabin air compressors (CAC).

Rev 1.0

LOCI can also happen if the packs trip for over temperature faults.The flight crew can command the CCS to operate the AVS. To do this the flight crew selects the VENTILATION switch to ALTN. When the AVS operates the forward OFV becomes a venturi vent valve, with the aft flap going to the 10:00 position. The aft OFV becomes an air scoop supply valve with the ground gate moving over-center to the 1:00 position. The air flows forward to the lower recirculation fan inlet filters in the mix bay. The air then goes through the distribution system and through air return grills to forward cargo and into the forward electronic equipment (EEC) compartment. The forward EEC cooling fans move the air out of the airplane through the venturi function of the forward OFV. The upper recirculation fan, lavatory/galley vent exhaust fans do not operate during AVS operation.


18-15

Environmental Systems J1

J2

J3

J4

J5

RDC To Lavatory/Galley Ventilation System Fwd E/E Bay RH

Flight Deck Plenum/ Manifold

To Zone A Dist

M

M

Fwd E/E Bay LH J1

J2

J3

J4

J5

J1

J2

J3

J4

J5

Forward Cargo Compartment

RDC

Mix Bay

RDC

P300 Power Panel

Left Pack Bay

Right Pack Bay

RPDU STAT

FLT DECK TEMP AIR COND RESET

C

AUTO OFF

C

W

W

J1

J2

J3

J4

CCR Cabinet (2)

J5


ON

FAULT

FAULT

AUTO

RDC

FUEL

EFIS/DSP

AIR MAINT

DOOR CB


PACK: R1 R1 L GEAR EFIS/DSP FCTL MAINT LOW LIM CB CTRL CH L2 R1 VLV X. XX XXX XXX X. XX FLOW-MASS ACM BYP VLV XXXX XXXX OPEN FLOW-VOLUME ECON COOL VLV ACM COMP OUT XXXX XXXX RAM IN DOOR X. XX X. XX SEC HX OUT RAM EXIT DOOR XXXX XXXX STAT HYD COND FUEL AIR DOOR OPEN XXXX XXXX ELEC AIR IN CONDITION AUTO PG 1/2 COMP IN DOOR X. XX XXXX XXXX MIX TEMP OUT ACM SPEED KRPM . XX XXX RAM FAN SPEED KRPM X. XX XXPRESSSEATSX XXX MASTER TEMP TRIM AIR . XX XOCC XXB2 VLV A2 X. XXB1 X. CB RAM CLG XXX GEAR EFIS/DSP FCTL MAINT C FAN MOTOR D F/DTRIM PRESSA1 ZONE TEMP XX XX XX XX XX XX XX A B LIQUID LOOPS: XX XX TRGT TEMP XX XX XX XX XX X. XX VLVXXX XXXTEMP XXX DUCT TEMP XXX PECS XXX XXX XXX XXX XXX XXX XXXRECIRC XXX HX . XX VLV . XX HX INLET TEMP XXX X. XX PECS X. XXDIVERTER XRECIRC X. XX HEAT ON X. XXX OFFX X. XX . XX L1 R1 R1 L2 R2 L1 CTRL CH --ALTITUDE XXXXX FLIGHT PHASE CRUISE X. XX XXX AIRSPEED SAT CABIN MASTER OCCUPANTS TEMP PACK L R UPR FAN ONBAY ODS: 201 75 F OFF 1A RIGHT FAIL FANOVHT LWR LEFT FAN LWR OFF LWR PANEL NORM OVHT 1B NORM NORM 2A SPAR D B KEEL/FRONT C FLT DECK A NORM NORM 2B CABIN AIR SUPPLY L1 L2 R1 R2 75 74 1 75 75 2 75 75 75 75 3 75 75 4 OFF ON ON ON CABIN AIR COMP 40 SPEED KRPM . X XX. X FWD COMP AFT XX. X50 XX. X70 XX BULK XXX XXX XXX XXX COMP POWER KW XXX XXX XXX XXX COMP MOTOR CLG 3 4 SCHEDULE 1 2 FLT DECK PRESS IN

CABIN TEMP

L PACK

FCTL

HYD

ELEC

HYD

ELEC

GEAR

STAT

XX. X

XX. X

XX. X

XX. X XX. X XX. X PRESS OUT X. XXCABIN X. XX X. XX SURGE MARGIN PASSENGER XXX XXX XXX COMP OUT AH/SC VLV X. XX X. XX X. XX XXX XXX XXX AH/SC FLOW-MASS X. XX X. XX VARIABLE DIFFUSER X. XX LOWER UPPER RECIRC L R RECIRC ON INLET ANTI-ICE LOAD SHED LOAD SHEDOFF

OFF

R



AIR DISTRIBUTION TRIM HEAT FLT DECK + B + D

L PACK

L


TRIM AIR

R

R PACK

STRY COOLING

L

PCUs

NOTE: The Flight Deck Duct Temperature Sensors and the Flight Deck Trim Valves are not shown.


HDD

Flight Deck Temperature Control and Distribution General

•

Control of the flight deck temperature and distribution system comes from hosted applications in the common core system (CCS). Control also comes from the two pack control units (PCU).

The inline electrical heaters for shoulder heat are controlled by the CCS. Control is from a different panel in the flight deck.

The pilots select the flight deck temperature demand using a control knob. The control knob is on the P5 air conditioning control panel. The temperature selection range is 65F85F (18C-29C). Description These are the components for the flight deck temperature control and distribution system: • • •

Zone temperature sensors (2) Air conditioning trim air valves (2) and duct temp sensors (2) Flight deck boost fan

Rev 1.0

Flight boost fan isolation valve.

Operation The pilots make a temperature selection. This goes to the CCS. The CCS monitors the flight deck temperature using the two zone temperature sensors. The CCS sends all of the temperature data to the PCUs, which also monitor duct temperature. The PCUs calculate the difference between the selected temperature and zone temperature. The difference is the temperature demand. The PCUs use this data as part of the control for their air conditioning pack discharge temperature. The PCUs also use the temperature data to

control their trim air valves. The trim air valves add warmer air to the pack discharge air in the mix bay. The CCS continues to send zone temperature data to the PCUs. The PCUs use this temperature data to control the trim valves. This helps to keep the flight deck temperature stable. The flight deck air supply normally comes directly from the discharge of the two air conditioning pack and trim air system. The air supply can come from the zone A passenger cabin air distribution. The air comes through the flight deck boost fan and isolation valve: These are the conditions for air to come from the zone A passenger cabin air distribution: • • •

Flight deck smoke detection External air conditioning Forward equipment cooling in the override mode.


18-16


J2

J3

J4

To Zone A1

J5

RDC

J1

J2

Cabin

A1 Supp Heat J3

J4

J5

RDC

To Zone A2

Humidifier From SOV Potable Water Supply

Zonal Dryer Controller Discharge To Flight Deck

Humidifier

Forward Zonal Dryer

M

FD Supply Boost Fan

M

FD Supply Boost Fan Isol Valve

Fwd Cargo Compartment

M Trim Valve

CACs

M

M Compact Mixer Trim Air Press Reg Vlv

CACs Plenum/ Manifold

Left Pack

Compact Mixer

Right Pack

Mix Bay Fuselage Surface

Trim Valve

M


Ground Connection

ELT HUMID RESET ON ARMED

PCU

ON

Left Pack Bay

Right Pack Bay


AUTO

OVRD

OVRD

J1


J2

J3

J4

PCU

J5

STAT

RDC

ON

FCTL

HYD

ELEC

HYD

ELEC

GEAR

STAT

FLT DECK TEMP

CABIN TEMP AIR COND RESET

C

C

W

L PACK AUTO OFF

W R PACK

TRIM AIR L R ON

ON

FAULT

FAULT

OFF J1

VENTILATION

CCR Cabinet (2)

AUTO

J2

J3

J4

J5

FUEL

EFIS/DSP

AIR MAINT

DOOR CB


PACK: R1 R1 L EFIS/DSP FCTL MAINT LOW LIM CB L2 R1 X. XX CTRL CH VLV XXX XXX X. XX FLOW-MASS ACM BYP VLV XXXX XXXX OPEN FLOW-VOLUME ECON COOL VLV XXXX XXXX ACM COMP OUT RAM IN DOOR X. XX SEC HX OUT RAM EXIT DOOR XXXX XXXX X. XX STAT HYD COND FUEL AIR DOOR XXXX XXXX ELEC AIR IN CONDITION AUTO PG 1/2 COMP IN DOOR OPEN XXXX XXXX MIX TEMP OUT ACM SPEED KRPM X. XX XXPRESSSEATSXXX MASTER TRIM TEMP AIR X. XX XOCC . XX XXX RAM FAN SPEED KRPM X. XX VLV A2 X. XX B1 X. CB XX B2 RAM CLG XXX GEAR EFIS/DSP FCTL MAINT C FAN MOTOR D F/DTRIM PRESSA1 XX XX XX ZONE TEMP XX XX XX XX XXLIQUID LOOPS: XX TRGT TEMP XX A XX B XX XX XX X. XX TEMP VLVXXX XXX XXX DUCT TEMP XXX PECS XXX XXX XXX XXX XXX XXX XXXRECIRC XXX HX PECS DIVERTER VLV X. XX X. XX RECIRC HX INLET TEMP XXX X. XX X. XX X. XX X. XX HEAT ON X. XX OFF X. XX L1 R1 R1 L2 R2 L1 CTRL CH --XXXXX CRUISE ALTITUDE FLIGHT PHASE XXX AIRSPEED SAT X. XX CABIN MASTER OCCUPANTS TEMP PACK BAY ODS: L R UPR FAN ON 201 75 F OFF 1A RIGHT FAILFANOVHT LWR OFF LWR LEFT FAN LWR PANEL NORM OVHT 1B NORM NORM 2A SPAR D FLT DECK A B KEEL/FRONT C NORM NORM 2B CABIN AIR SUPPLY L1 L2 R1 R2 75 74 1 75 75 2 75 75 75 75 3 75 75 4 ON ON ON CABIN AIR COMP OFF 40 SPEED KRPM . X XX. X FWD COMP AFT XX. X50 XX. X70 XX BULK XXX XXX XXX XXX COMP POWER KW COMP MOTOR CLG XXX XXX XXX XXX SCHEDULE 1 2 3 4 FLT DECK PRESS IN

GEAR

XX. X

XX. X

XX. X

XX. X XX. X XX. X PRESS OUT SURGE MARGIN X. XX X. XX X. XX PASSENGER CABIN XXX XXX XXX COMP OUT AH/SC VLV X. XX X. XX X. XX AH/SC FLOW-MASS XXX XXX XXX VARIABLE DIFFUSER X. XX LOWER X. XX X. XX UPPER RECIRC L R RECIRC ON INLET ANTI-ICE LOAD SHED LOAD SHEDOFF

RDC

R



AIR DISTRIBUTION TRIM HEAT FLT DECK + B + D


NORM L PACK

ALTN

L

TRIM AIR

R

R PACK

STRY COOLING

L



HDD

Flight Deck Humidifier System General

•

The flight deck humidifier or humidification system is optional. When installed the flight deck humidifier adds a measured amount of potable water to the flight deck conditioned air supply.

•

Potable water added to the flight deck air supply increases the humidity content in the flight deck. This increases flight crew comfort and effectiveness, especially on long distance flights. Description With the HUMID switch on, the humidifier system control is automatic. Direct control of the flight deck humidifier comes from the forward zonal dryer controller, and to a humidifier interface unit (HIU). A hosted application in the common core system (CCS) uses this data: Rev 1.0

HUMID switch position on the P5 cargo temp control panel Airplane altitude.

The HIU monitors a water level sensor in the humidifier unit. The components for the flight deck humidifier are on the left outboard side of forward cargo. The components are downstream of the flight deck boost fan and valve assembly. Operation With the airplane in cruise flight, the CCS hosted application sends commands to the forward zonal dryer controller. The zonal dryer controller opens a shutoff valve and sends commands to the humidifier interface unit. The humidifier interface unit energizes a solenoid operated, spring-loaded closed pulse valve. When energized, the pulse valve

opens to let a small amount of potable water go onto an absorbent pad. The flight deck air supply goes through this pad and collects the water. The moist air goes to the flight deck. The HIU monitors the water level and when the level shows full, the HIU keeps the pulse valve closed. Excess water drains to the bilge area of the fuselage. The water goes out of poppet valves in the bilge when the airplane is on the ground unpressurized. The CCS sends shut down commands to the forward zonal dryer controller for either of these conditions: • •

HUMID switch selected off by the flight crew The airplane descending from cruise flight.

The HIU shuts down operation of the pulse valve control.


18-17


J2

J3

J4

J5

RDC Crown Zone A2

Door 2 Galley

Zone A1

Zone Supply

Zone B1

Zone C

Zone Supply

Zone Supply

Zonal Duct Heater

Zone D Zone Supply Door 4 Galley

PAO (Typ)

PAO (Typ)

PAO (Typ)

PAO (Typ)

Door 3 Galley

Zone Supply

Zonal Duct Heater

Door 1 Galley PAO (Typ)

Zone B2 Zone Supply

PAO (Typ)

Crown Area Air

M Upper Recirc Fan

Cabin

Plenum/ Manifold

Mix Bay

To Lav/ Galley Vent System

To Flight Deck Distribution

J1

J2

J3

J4

J5

J1

RDC

J2

J3

J4

J5

J1

RDC

J2

J3

J4

J5

J1

RDC

Left Pack Bay

Right Pack Bay

J2

J3

J4

RDC

J5

J1

J2

J3

RDC

J4

J5

J1

J2

J3

J4

J5

RDC STAT

ELEC

GEAR

STAT

ELEC

HYD

FCTL

HYD

FLT DECK TEMP


J1

J2

J3

J4

C

RDC

CCR Cabinet (2)

J5

C

W

L PACK AUTO OFF

W R PACK

TRIM AIR L R ON

ON

FUEL

EFIS/DSP

AIR MAINT

DOOR CB


R1 R1 L PACK: EFIS/DSP MAINT LOW LIM CB FCTL R1 X. XX L2 CTRL CH VLV XXX XXX X. XX FLOW-MASS ACM BYP VLV OPEN FLOW-VOLUME ECON COOL VLV XXXX XXXX X. XX XXXX XXXX ACM COMP OUT RAM IN DOOR X. XX SEC HX OUT RAM EXIT DOOR XXXX XXXX OPEN STAT ELEC HYD COND FUEL IN CONDITION AIR DOOR COMP IN DOOR XXXX XXXX AIR AUTO PG 1/2 X. XX MIX TEMP OUT ACM SPEED KRPM XXXX XXXX XXPRESSSEATSXXX MASTER TEMP . XX XXX RAM FAN SPEED KRPM X. XX TRIM AIR X. XX XOCC VLV A2 X. XXB1 X. CB XX B2 RAM CLG XXX GEAR EFIS/DSP MAINT FCTL C FAN MOTOR D F/DTRIM PRESSA1 ZONE TEMP XX XX XX XX XX XX XX XXLIQUID LOOPS: XX TRGT TEMP XX A XX B XX XX XX TEMP VLV X. XX XXX XXX DUCT TEMP XXX XXX PECS XXX XXX XXX XXX XXX XXX XXXRECIRC XXX HX . XX VLV . XX HX INLET TEMP XXX X. XX PECS X. XXDIVERTER XRECIRC X. XX HEAT ON X. XXX OFFX X. XX . XX L1 R1 R1 L2 R2 L1 CTRL CH --XXXXX CRUISE ALTITUDE FLIGHT PHASE AIRSPEED SAT XXX X. XX CABIN MASTER OCCUPANTS TEMP PACK BAY ODS: L R UPR FAN ON 201 75 F OFF 1A RIGHT FAILFANOVHT LWR LEFT FAN LWR OFF LWR PANEL NORM OVHT 1B NORM NORM 2A SPAR D FLT DECK A B KEEL/FRONT C NORM NORM 2B CABIN AIR SUPPLY L1 L2 R1 R2 75 74 1 75 75 2 75 75 75 75 3 75 75 4 OFF ON ON ON CABIN AIR COMP 40 SPEED KRPM . X XX. X FWD COMP AFT XX. X50 XX. X70 XX BULK XXX XXX XXX XXX COMP POWER KW COMP MOTOR CLG XXX XXX XXX XXX 3 4 SCHEDULE 1 2 FLT DECK PRESS IN

GEAR

XX. X

XX. X

XX. X

PRESS OUT XX. X XX. X XX. X SURGE MARGIN X. XX X. XX X. XX PASSENGER CABIN COMP OUT XXX XXX XXX AH/SC VLV X. XX X. XX X. XX AH/SC FLOW-MASS XXX XXX XXX VARIABLE DIFFUSER X. XX X. XX X. XX UPPER LOWER L R RECIRC RECIRC ON INLET ANTI-ICE LOAD SHED LOAD SHEDOFF

AUTO OFF

R



AIR DISTRIBUTION

FAULT

FAULT TRIM HEAT FLT DECK + B + D



Cabin Zone Unit


L PACK

L


TRIM AIR

R

R PACK

STRY COOLING

L


HDD

Cabin Temperature Control and Distribution General Control for the cabin temperature and distribution system comes from hosted applications in the common core system (CCS). Control also comes from the pack control units (PCU). The PCUs control the temperature coming from the packs. The PCUs also control the temperature coming from the trim air system. The CCS controls the operation of zonal duct heaters in passenger cabin zones A1 and B1. The pilots select an average temperature demand for all four cabin zones using a control knob. The control knob is on the P5 air conditioning control panel. The temperature selection range is 65F85F (18C-29C). Flight attendants can adjust the temperature in the four cabin zones +/- 5F (+/-3C) different from the selected average temperature set by Rev 1.0

the pilots. The flight attendants set this temperature difference at the cabin attendant panels (CAP). Description These are the components for the cabin temperature control and distribution system: • • • •

Zone temperature sensors (6) Zone duct temp sensors (10) Zonal duct heaters (2) Trim valves (4)

The trim air valves do not show. These valves are represented by the air supply from the left and right pack bays. Operation

PCUs. The PCUs set the pack discharge temperature for the coolest zone demand. The PCUs also control the trim valves to increase the temperature in those zones that need warmer air. Through the CCS, the PCUs continue to monitor zone temperatures and zone duct temperatures for rate of temperature change. The PCUs control the pack discharge temp and trim air discharge temp to make the selected zone temperatures stable at their target. The CCS monitors the selected temperatures for zones A and B, the zones A and B temperatures, and the zone duct temperatures of the zones A1 and B1. The CCS controls power to inline duct electric heaters. The heaters help keep the A1 and B1 zone temperatures stable.

Temperature selection from the P5 panel and the CAPs goes to the CCS. The CCS sends this along with zone temp and duct temp data to the


18-18


Crown Area

From Forward Right Cheek Area IFE Equipment

M J1

J2

J3

J4

J5

Floor RDC

Miscellaneous EE Cooling Exhaust Fan Forward Cargo Compartment

Forward EE Bay

Mix Bay

Airplane Fuselage

EQUIPMENT COOLING

AUTO

PG 1 OF 3

F/D EQUIP COOLING: AFT EQUIP COOLING: ALARM SMOKE DET STATE STBY SMOKE DET 1 STATE XXX RH FLOW TOT FLOW XXX XXX XXX MN PNL FLOW LH FLOW XXX XXX RH TEMP TOT TEMP XXX XXX MN PNL TEMP LH TEMP 21. 6 21. 6 ON OFF SUPPLY FAN 1 SUPPLY FAN OFF XX.X SUPPLY FAN KRPM SUPPLY FAN 2 SMOKE EQUIP CLG FWD XX.X XXX ISLN VLV % OPEN SUPPLY FAN 1 KRPM TPR EQUIP CLG OVRD FWD XX.X SUPPLY FAN 2 KRPM EQUIP COOLING FWD FWD EQUIP COOLING: NOT OVRD OVERRIDE VLV STAT ELEC HYD 21. 5 FUEL SMOKE 21AIR . 5 DETDOOR STBY 1 STATE XXX TOT FLOW AFT EQUIP EXHAUST: GEAR FCTL EFIS/DSP MAINT CB ALARM XXX RH FLOW SMOKE DET 2 STATE N1 ON XXX EXHAUST FAN TOT TEMP XX.X XXX RH TEMP EXHAUST FAN KRPM 588 588 XXX ON SUPPLY FAN 1 OVBD VLV % OPEN HYDRAULIC OPEN OFF SUPPLY FAN 2 AFT CGO HEAT VLV L C R XX.X EGT0.78 SUPPLY FAN 1 KRPM QTY 0.90 LO 1.00 XX.X MISC EQUIP COOLING: SUPPLY FAN 2 KRPM PRESS 4925 4925 4925 ALARM SMOKE DET STATE OVRD OVERRIDE VLV 66 . 4 66 . 4 OFF COOLING FAN APU XX.X COOLING FAN KRPM FWD EQUIP VENT: N 2 EGT 1160 C RPM 100.1 SMOKE DET 2 STATE ALARM OVRD AFT OVERRIDE SW OIL PRESS 30 PSI OIL TEMP 125 EE C OIL ON VENT QTY FAN 7.6 21 . 5 21EE . 5VENT FAN KRPM N3 XX.X AFT CGO SMOKE ARM ARMED XXX OXYGEN LIQUID COOLING OPEN AFT CGO TEMP INBD VENT VLV FF L 2. 0 2OVBD . 0 VENT RUNNING R CLSD ENG RUNNING L VLV CREW PRESS 1950 QTY 0.37 LO 1.00 NOT RUNNING ENG RUNNING R OIL GND AUTO FLIGHT PHASE 28 28FWD OVERRIDE SW STATUSPRESS MESSAGES XXXXX FWD CGO SMOKE ARM NORM ALTITUDE FLIGHT CONTROL SYS XXX FWD CGO TEMP RAM FAN CONTROL L OIL CONTROL WHEEL XDCR 106 106AUTO EVENT MESSAGE DATE XX XXX XX TEMP UTC XX: XXX: XX

TAT+14c 102.4

CCR Cabinet (2)

20 N 1 0. 8

TO1

102.4

OIL QTY VIB

20 0. 8 N1

GROSS WT 640 . 0 SAT+10c

PG 1 OF 3



NEXT PG

Head Down Display

Miscellaneous Equipment Cooling General The miscellaneous equipment system helps with fuselage crown ventilation. The system also cools the inflight entertainment system (IFE) equipment. Hosted applications in the common core system (CCS) control the operation of the miscellaneous equipment cooling system. The control is automatic. Description The miscellaneous equipment cooling system is only on the 787-8 airplane. The forward EE cooling system directly cools the IFE components in the 787-9 airplane.

The miscellaneous equipment cooling system has these components: • • • • •

The miscellaneous equipment cooling fan and smoke detector are in the left side of the mix bay. The fan motor is a three phase 235v ac, variable speed. Operation The CCS automatically controls the fan using this data: • • •

Rev 1.0

Crown inlet filters (2) Fan motor controller Fan motor Exhaust fan Smoke detector

Smoke detector data Cabin pressure control system (CPCS) data Cabin/Utility switch position on the P5 panel in the flight deck.

When the miscellaneous equipment cooling fan operates it pulls warm crown area air through two filters. The fan also pulls air from the left cheek area, outboard the left side of forward cargo. The air from the left cheek area goes through the inflight entertainment equipment (IFE) components in the forward electronic equipment (EE) compartment cooling.The air from both areas goes through the fan to the mix bay. This air will then go through the HEPA filters and into the lower recirculation systems. The lower recirculation air mixes with air conditioning discharge air. The air goes back into the cabin distribution system. The CCS uses the smoke detector for these functions: • • •

Smoke or dust detection Low airflow condition Overheated air at 212F (100C).


18-19

Environmental Systems Right Side

J1

J2

J3

J4

J5

Zonal Dryer Control Feedback

Zonal Dryer Control Feedback

RDC

J1

J2

J3

J4

J5

RDC

Forward Crown Area Air

Passenger Cabin Crown Area

Forward Zonal Dryer

Aft Zonal Dryer

Aft Crown Area Air

Left Side

Regeneration Air Discharge

Zonal Dryer Controller

Mix Bay

Dry Air Outlet

Filter

Regeneration Air Outlet Fan

Heater

STAT

ELEC

GEAR

FCTL

(Desiccant Wheel)

HYD

FUEL

EFIS/DSP

AIR

DOOR

MAINT

CB

HYDRAULIC L QTY PRESS

C

X.XX OF XXXX

X.XX RF XXXX

R

X.XX LO XXXX

APU

OIL PRESS

EGTXXXXC RPMXXX.X OIL QTY X.XX XX PSI OIL TEMP XXXC

OXYGEN

CCR Cabinet (2)

LIQUID COOLING L

CREW PRESS XXXX

QTY

X.XX LO

R

X.XX RF

STATUS MESSAGES

HDD

Crown Dehumidification System General The crown dehumidification system helps to reduce the amount of moisture accumulation in the colder crown area of the fuselage. The system also reduce the amount of particles in the air in the crown area. Description There are two zonal dryers that make up the dehumidification system. One zonal dryer is in the forward crown area, the other is in the aft area. Each zonal dryer has a controller and these other components: • • • • • • •

Inlet air filter Fan and motor controller Internal heater Desiccant wheel and rotor motor Zonal dryer controller Dry air outlet Regeneration air outlet.

Rev 1.0

The desiccant wheel is made of a silica gel material that absorbs the moisture in the air. The rotor turns the wheel at 2 RPM. Moisture goes towards the bottom of the wheel.

directly through the upper section of the desiccant wheel and out the dry air outlet. This drier air is 80% of the air that goes out of the zonal dryer. This air goes directly back into the crown area through piccolo tubes.

Operation

The remaining air goes through the internal heater before going through the lower part of the desiccant wheel. This is 20% of the air that goes out of the zonal dryer. This air is called regeneration air.

Control of the zonal dryers is automatic. Control comes from a hosted application in the common core system (CCS). Commands go to the two zonal dryer controllers. The CCS operates the zonal dryers when there is enough electric power on the airplane. The recirculation system or air conditioning system must be on when the zonal dryers operate. This prevents overheating of the zonal dryers. Air in the crown area gets pulled through a filter by the internal fan. Inside the dryer the air goes in two paths. The air in one path passes

The regeneration air goes through ducts, down the sidewalls of the passenger cabin. The air goes to the mix bay behind forward cargo. The regeneration air goes through the lower recirculation system. The lower recirculation system mixes this warm, moist regeneration air with the the colder and dryer air conditioning system pack discharge air. This air goes to the passenger cabin distribution system.


18-20

Environmental Systems PAO Smoke Detector

From Potable Water System Humidifier

J1

J2

J3

J4

J5

RDC

Duct Heater

M Supply SOV

Conditioned Air From Zone D Supply

Overhead Flight Attendant Rest

Exhaust SOV


TEMPERATURE SELECTOR

oF

M o o C/ F

RPDU

To LAV/Galley Vent System

J1

J2

J3

J4

J5

J1

RDC

J2

J3

J4

J5

RDC

STAT

ELEC

GEAR

FCTL

HYD

FUEL

EFIS/DSP

AIR

DOOR

MAINT

CB

Aft Zonal Dryer Controller

HYDRAULIC QTY

L 0.90

PRESS

4925

C 0.78

LO

4925

R 1.00 4925

APU OIL PRESS

RPM 100.1 EGT 1160 C 30 PSI OIL TEMP 125 C OIL


CCR Cabinet (2)

QTY 7.6


STATUS MESSAGES ATTEND CREW REST VALVES FLIGHT CREW REST VALVES

PG 1 OF 3

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Head Down Display

Overhead Flight Attendant Rest Distribution General The overhead flight attendant rest (OFAR) is optional. When installed, the OFAR is in the overhead of the passenger cabin zone D. The OFAR is forward and above the aft galley, in the centerline of the fuselage. The OFAR can accommodate up to six cabin crew, in two bunk modules. The air supply for the OFAR distribution is from the passenger cabin zone D distribution system. The OFAR air distribution system does these functions: • • •

Control temperature Control humidity Remove smoke

The OFAR air distribution system has these components: • •

Inline supply duct heater Humidifier

Rev 1.0

• • • • • •

Air supply shutoff valve (SOV) Air exhaust SOV Temperature selector Supply duct temperature sensor Zone temperature sensor Personal air outlets (PAO).

Control of the OFAR distribution is from a hosted application in the common core system (CCS). Operation The CCS controls the air supply to the OFAR only while the airplane is in cruise flight. At all other times the air supply SOV to the OFAR closes and there is no ventilation to the area. The CCS uses this data to close the supply SOV to the OFAR: • • •

Airplane on ground Less than 10 minutes after takeoff More than 15 minutes after top-

•

of-descent OFAR smoke detection.

During normal operation the exhaust SOV is closed. The compartment zone temperature is selected on a control panel in the OFAR entrance. The CCS monitors the OFAR zone temp sensor and controls power to the inline heater. Air from zone D goes through the inline heater, and past the duct temperature sensor. The CCS uses the data from the two temperature sensors to control electrical power to the inline heater. The zone temp sensor is in the galley and lavatory vent line. This line also provides a ventilation path for air out of the OFAR. The CCS adds potable water to the air supply through the humidifier. If CCS detects smoke it turns off the heater, turns off the humidifier, closes the supply SOV, opens the exhaust SOV, and sets a smoke alarm.


18-21

Environmental Systems PAO J1

J2

J3

J4

Smoke Detector

J5


From Potable Water System Humidifier

RDC

Duct Heater

Supply M SOV


TEMPERATURE SELECTOR

oF

Exhaust SOV

M

Conditioned Air From Zone D Supply

o o C/ F

RPDU

To LAV/Galley Vent System

J1J1

J2J2

J3J3

J4J4

J5J5

RDC

J1

J2

J3

J4

J5

J1

RDC

J2

J3

RDC

STAT

ELEC

GEAR

FCTL

HYD

FUEL

EFIS/DSP

AIR

J4

J5

Aft Zonal Dryer Controller

DOOR

MAINT

CB

HYDRAULIC QTY PRESS

L 0.90 4925

C 0.78 4925

LO

R 1.00 4925

APU OIL PRESS



CCR Cabinet (2)

QTY 7.6



PG 1 OF 3

NEXT PG

Head Down Display

Overhead Flight Crew Rest Distribution General The overhead flight crew rest (OFCR) is optional. When installed, the OFCR is in the overhead of the passenger cabin zone A1. The OFCR is forward and above the forward galley, in the centerline of the fuselage. The OFCR can accommodate up to two flight crew in one bunk module. A third flight crew member can sit in the seat above the OFCR entry. The air supply for the OFCR distribution is from the passenger cabin zone D distribution system. The OFCR air distribution system does these functions: • • •

Control temperature Control humidity Remove smoke

The OFCR air distribution system has these components: Rev 1.0

• • • • • • • •

Inline supply duct heater Humidifier Air supply shutoff valve (SOV) Air exhaust SOV Temperature selector Supply duct temperature sensor Zone temperature sensor Personal air outlets (PAO).

Control of the OFCR distribution is from a hosted application in the common core system (CCS). Operation The CCS controls the air supply to the OFCR for these conditions: • • •

Airplane has electrical power Lower recirculation fans operate Air conditioning packs operate.

During normal operation the exhaust SOV is closed. The compartment zone temperature is selected on a control panel in the OFCR. The CCS

monitors the OFCR zone temp sensor and controls power to the inline heater. Air from zone D goes through the inline heater, and past the duct temperature sensor. The CCS uses the data from the two temperature sensors to control electrical power to the inline heater. The zone temp sensor is in the galley and lavatory vent line. This line also provides a ventilation path for air out of the OFCR. The CCS adds potable water to the air supply through the humidifier. If CCS detects smoke, it commands these functions: • • • •

Closes the supply SOV Turns off the humidifier Opens the exhaust SOV Sets an aural and visual smoke alarm.

An aural alarm can only be cancelled at the attendant switch panel (ASP), next to the OFCR entry door.


18-22

Environmental Systems Passenger Cabin Zone D Conditioned Air From Supply Shutoff Valves M

M Exhaust Shutoff Valve (2)

Flight Crew Rest

Relief Spud

Flight Attendant Rest

Relief Spud

Crown

All Cabin Zones (6 Zones)

All Lavs

All Galleys

Passenger Cabin

Flight Deck

Relief Spud

Filter Right Pecs Loops Left

J1

RDC

J2

J3

J4

J5

J1

J2

J3

J4

J5

RDC

J1

J2

J3

J4

J5

J1

J2

J3

J4

Lav/Galley Ventilation Pecs Liquid HX

J5

RDC

RDC

STAT

ELEC

GEAR

FCTL

HYD

FUEL

EFIS/DSP

AIR

DOOR

MAINT

M

CB

M

HYDRAULIC QTY

L 0.90

PRESS

4925

C 0.78

LO

4925

R 1.00

Lav/Galley Ventilation Fans (2)

4925

APU OIL PRESS


OXYGEN

CCR Cabinet (2)

CREW PRESS 1950

QTY 7.6



Bulk Cargo Compartment PG 1 OF 3

NEXT PG

Aft Outflow Valve (OFV)

Head Down Display

Lavatory and Galley Vent System General

Description

The lavatory and galley vent (LGV) system moves air out of these areas in the airplane:

Air from the LGV goes out of the airplane through the aft outflow valve.

• • •

The LGV has two fans and a combined air flow and air temperature sensor.

•

All lavatories All galleys Optional overhead flight crew rest (OFCR) Optional overhead flight attendant rest (OFAR).

The LGV pulls air past temperature sensors from these areas: • • • • • •

Flight deck zone temp sensor All six passenger cabin zone temp sensors OFCR zone temp sensor OFAR zone temp sensor Crown temp sensors Bulk cargo zone temp sensors

The LGV pulls air through additional heat exchangers (HX) for the power electronics cooling system (PECS). Rev 1.0

The LGV can remove smoke from the OFCR and OFAR when exhaust shutoff valves (SOV) are open. Operation The LGV control is automatic. Control comes from a hosted application in the common core system (CCS).

temperature that comes from the PECS HX. The CCS monitors airflow and air temperature while the LGV operates. If airflow is too low, the CCS shuts down the operating fan and turns on the other fan. The CCS turns both fans off for an aft cargo fire alarm or both LGV fans have a malfunction. The CCS operates both fans when the alternate ventilation system (AVS) operates. The AVS operates automatically at takeoff if a condition causes both air conditioning systems to shut down. The LGV helps the AVS to maintain sufficient ventilation through the airplane.

The LGV operates automatically with power on the airplane. The CCS normally operates one fan for the LGV. The CCS monitors the amount of airflow, and air


18-23

Environmental Systems PECS Liquid TCV M RAM Air M MC

PECS HX

J1

J2

J3

J4

O/J Pump MC

R2 CAC CMSC

R1 EMP CMSC

R2 EMP CMSC

R1 R RAM CAC Fan CMSC MC

LGV Duct Air

MC M Lav/Galley Ventilation PECS Liquid HX

Pump Pkg

R1 ATRU

R2 ATRU

J5

RDC

E6 Rack

Right PECS PECS Liquid ICS/SCU M Supply SOV

J1

J2

J3

J4

J5

RDC

PECS Liquid TCV

Lav/Galley Ventilation Fan (2)

M RAM Air M MC

PECS HX

J1

J2

J3

J4

O/J Pump MC

L2 CAC CMSC

L1 L RAM CAC Fan CMSC MC

L1 EMP CMSC

L2 EMP CMSC

L1 ATRU

MC M

Pump Pkg

L2 ATRU

MC 1

SCU 1

J5

RDC

E5 Rack

Left PECS J1

J2

J3

J4

MC 2

SCU 2

PECS Liquid ICS/SCU M Supply SOV

J5

RDC MLG Wheel Well

Pack Bays

Aft E/E Bay

STAT

ELEC

GEAR

FCTL

HYD

FUEL

EFIS/DSP

AIR

Bulk Cargo Bay

DOOR

MAINT

CB

HYDRAULIC QTY

L 0.90

PRESS

4925

C 0.78

LO

4925

R 1.00 4925

APU OIL PRESS


OXYGEN

CCR Cabinet (2)

CREW PRESS 1950

QTY 7.6



PG 1 OF 3

NEXT PG

HDD

Power Electronics Cooling System • •

General The power electronics cooling system (PECS) uses liquid coolant to cool high power, high temperature equipment in the aft electronics equipment (EE) compartment. PECS also cools the motor controllers (MC) and supplemental cooling unit (SCU) components of the integrated cooling system (ICS). The PECS uses a 60/40% mix of propylene-glycol and de-ionized water for the coolant. Description There are a left and a right loop in the PECS. Each of the loops has these components • • • •

Pump package Liquid temp control valve (TCV) PECS heat exchanger (HX) Liquid temp sensors (2)

Rev 1.0

•

Pressure sensor Liquid ICS/SCU supply shutoff valve (SOV) Lavatory/galley vent (LGV) HX.

The pump packages and TCVs are in the two main landing gear wheel wells. The PECS HXs are in the air conditioning pack bays. The ICS/SCU SOVs are in the aft EE compartment. The LGV HXs are in bulk cargo.

primary pump becomes the backup pump with each new flight. The CCS uses the liquid TCVs to control the coolant temperature to 85F (29C). The CCS uses the two temp sensors to monitor coolant temperature. At PECS power-up the CCS uses level sensors in the pump package reservoirs for fluid level indication.

Operation

The ICS/SCU SOVs are normally open. The CCS closes the SOVs for these conditions:

Control of PECS comes from hosted applications in the common core system (CCS). The PECS operate when the airplane has electrical power on.

• • •

Each pump package has two pumps. One pump operates while the other pump is backup. The pump packages get cooling air from the aft equipment cooling system. The

Coolant leak Aft cargo fire detection Main engine start (MES).

The CCS measures reservoir coolant level at power-up. During PECS operation the CCS monitors for coolant pressure. If pressure decreases, the coolant level is low. The ICS/SCU SOV closes.


18-24

Environmental Systems M Liquid Diverter Vavle

J1

J2

J3

J4

Galley air Supply

J5

Galley Air Return

RDC Galley Cooling Unit J1

J2

J3

J4

J5

RDC

GCU

GCU

GCU

GCU

GCU

GCU

GCU

Galley (Typ)

Galley (Typ)

Galley (Typ)

Galley (Typ)

Galley (Typ)

Galley (Typ)

Galley (Typ)

Passenger Crown Area J1

J2

J3

J4

J5

RDC Right Pack Bay M ICS Liquid Diverter Valve Lower Recirc Air HX SCU

J1

J2

J3

J4

M MC MC M

J5

RDC

J1

J2

Flash Tank

J3

J4

ICS Liquid Cooling Pump Pkg

J5

RDC

J2

Comp

J3

J4

Motor Controller

To/From Right PECS

Mix Bay J1

Evaporator

Condenser

Lower Recirc Air HX

J5

SCU

SCU Evaporator Flash Tank

SCU Evaporator

Comp

Flash Tank

Condenser

Motor Controller

To/From Left PECS

Motor Controller

To/From Right PECS

Right Wheel Well

Left Pack Bay

Evaporator Comp

Condenser

Flash Tank

Comp Condenser

Motor Controller

J1

To/From Left PECS

J2

J3

J4

J5

RDC

Bulk Cargo Bay

J1

J2

J3

J4

J5

RDC

RDC

STAT

ELEC

GEAR

HYD

FUEL

EFIS/DSP

FCTL

EQUIPMENT COOLING

STAT

J1

J2

J3

J4

J5

RDC

FAULT

WAIT J1

J2

J3

J4

CCR Cabinet (2)

J5

ON

Galley Control Panel


Cabin Zone Unit

RDC


ELEC

F/D EQUIP COOLING: HYD FUEL SMOKE DET STATE

AIR

AIR MAINT

DOOR CB

AUTO

AFT EQUIP COOLING: DOOR

STBY SMOKE DET 1 STATE ALARM XXX TOT FLOW RH FLOW XXX GEAR FCTL MNEFIS/DSP MAINT CB XXX PNL FLOW LH FLOW XXX XXX TOT TEMP RH TEMP XXX XXX MN PNL TEMP LH TEMP EQUIPMENT COOLING AUTO XXX ON SUPPLY FAN SUPPLY FAN 1 OFF F/D EQUIP COOLING: AFT EQUIP COOLING: SUPPLY FAN 2 OFF SUPPLY FAN KRPM XX.X STBY ALARM SMOKE DET STATE SMOKE DET 1 STATE SUPPLY FAN 1 KRPM XX.X ISLN VLV % OPEN XXX XXX TOT FLOW RH FLOW XXX XX.X SUPPLY FAN 2 KRPM LH FLOW XXX MN PNL FLOW XXX FWD EQUIP COOLING: OVERRIDE VLV NOT OVRD XXX TOT TEMP RH TEMP XXX SMOKE DET 1 STATE STBY XXX MN PNL TEMP LH TEMP XXX TOT FLOW AFT EQUIP EXHAUST: XXX ON SUPPLY FAN SUPPLY FAN 1 OFF RH FLOW SMOKE DET 2 STATE XXX ALARM SUPPLY FAN 2 OFF SUPPLY FAN KRPM XX.X XXX TOT TEMP EXHAUST FAN ON XX.X ISLN VLV % OPEN SUPPLY FAN 1 KRPM XXX RH TEMP EXHAUST FAN KRPM XXX XX.X XX.X SUPPLY FAN 2 KRPM XXX SUPPLY FAN 1 OVBD VLV % OPEN ON FWD EQUIP COOLING: OVERRIDE VLV NOT OVRD SUPPLY FAN 2 OFF OPEN AFT CGO HEAT VLV SMOKE DET 1 STATE STBY XX.X SUPPLY FAN 1 KRPM TOT FLOW XXX AFT EQUIP EXHAUST: MISC EQUIP COOLING: XX.X SUPPLY FAN 2 KRPM XXX RH FLOW SMOKE DET 2 STATE ALARM SMOKE DET STATE ALARM OVERRIDE VLV OVRD XXX TOT TEMP EXHAUST FAN ON COOLING FAN OFF XXX RH TEMP EXHAUST FAN KRPM XX.X FWD EQUIP VENT: XX.X COOLING FAN KRPM SUPPLY FAN 1 OVBD VLV % OPEN XXX ON SMOKE DET 2 STATE ALARM OFF OPEN SUPPLY FAN 2 AFT CGO HEAT VLV OVRD AFT OVERRIDE SW EE VENT FAN ON XX.X SUPPLY FAN 1 KRPM ARMED AFT CGO SMOKE ARM EE VENT FAN KRPM XX.X MISC EQUIP COOLING: XX.X SUPPLY FAN 2 KRPM XXX AFT CGO TEMP INBD VENT VLV OPEN ALARM SMOKE DET STATE OVRD OVERRIDE VLV RUNNING ENG RUNNING L OVBD VENT VLV CLSD COOLING FAN OFF NOT RUNNING ENG RUNNING R FWD EQUIP VENT: XX.X COOLING FAN KRPM GND FLIGHT PHASE FWD OVERRIDE SW AUTO SMOKE DET 2 STATE ALARM FWD CGO SMOKE ARM XXXXX NORM OVRD ALTITUDE AFT OVERRIDE SW EE VENT FAN ON FWD CGO TEMP XXX ARMED AFT CGO SMOKE ARM EE VENT FAN KRPM XX.X XXX AFT CGO TEMP OPEN INBD VENT VLV AUTO EVENT MESSAGE DATE XX XXX XX UTC XX:XXX:XX RUNNING ENG RUNNING L CLSD OVBD VENT VLV NOT RUNNING ENG RUNNING R GND FLIGHT PHASE AUTO FWD OVERRIDE SW XXXXX NORM ALTITUDE FWD CGO SMOKE ARM XXX FWD CGO TEMP AUTO EVENT MESSAGE

DATE

XX XXX XX

UTC XX:XXX:XX

Head Down Display

Integrated Cooling System - 787-8 General The integrated cooling system (ICS) provides galley cooling units with cold fluid. The ICS can also lower the temperature of the air for the lower recirculation systems.

the bulk cargo compartment. The GCUs are above the galleys that have cooling carts. The ICS pump package has a reservoir and two motor controlled pumps. While one pump is on, the other pump is standby.

The ICS has these components: • • • • •

ICS pump package ICS liquid diverter valve Temperature sensors (6) Supplemental cooling units (SCU) Galley cooling units (GCU).

The number of SCUs are a customer option. The maximum number of SCUs on the 787 is 4. The ICS pump package is in the right main landing gear wheel well. The liquid diverter valve is in the right air conditioning pack bay. The temperature sensors are in the ICS liquid coolant line. The SCUs are in Rev 1.0

The ICS coolant is made of a mixture of propylene glycol and deionized water. Operation The ICS control is automatic. Hosted applications in the common core system (CCS) operate the ICS. The ICS operates anytime the airplane has electrical power. The CCS sets the temperature of the ICS coolant. The ICS pump sends coolant through the SCUs in series. The SCUs are closed-circuit, vapor cycle refrigeration units. The SCUs

progressively cool the coolant to make it cold for the GCUs. As the ICS pump moves the fluid from the SCUs it goes to the GCUs. The CCS controls diverter valves in each GCU. The diverter valve controls coolant flow through the GCU heat exchanger (HX). A fan moves air through the HX where the coolant makes the air cold. This cold air goes through the carts in the galley, keeping the carts cool. The size of the galley determines the size of the GCU. After going through the last galley, the coolant goes back towards the ICS pump package. The CCS monitors the temperature of the coolant after the last galley. If the coolant temperature is too high, the CCS controls a diverter valve to send the coolant through the lower recirculation system heat exchangers.


18-25

Environmental Systems M Liquid Diverter Vavle

Galley Air Supply J1

J2

J3

J4

RDC

J1

Galley Air Return

J5

J2

J3

J4

GCU

GCU

GCU

Galley (Typ)

Galley (Typ)

Galley (Typ)

GCU

GCU

GCU

GCU

Galley (Typ)

Galley (Typ)

Galley (Typ)

Galley (Typ)

Galley Cooling Unit

J5

M

RDC

J1

Passenger Crown Area

J2

J3

J4

M

J5

Upper Recirc Air Heat Exchanger

RDC

Right Pack Bay

M ICS Liquid Diverter Valve

Lower Recirc Air HX SCU

J1

J2

J3

J4

M MC MC M

J5

RDC

J2

J3

J4

ICS Liquid Cooling Pump Pkg

J5

RDC Mix Bay J1

J2

Flash Tank

J3

J4

J5

SCU Evaporator

Comp Condenser

Lower Recirc Air HX J1

SCU Evaporator Flash Tank

SCU Evaporator

Comp

Flash Tank

Condenser

Evaporator Comp

Condenser

Flash Tank

Comp Condenser

Motor Controller

Motor Controller

Motor Controller

Motor Controller

To/From Right PECS

To/From Left PECS

To/From Right PECS

To/From Left PECS

Right Wheel Well

Left Pack Bay

J1

J2

J3

J4

J5

RDC

Bulk Cargo Bay

J1

J2

J3

J4

J5

RDC

RDC

STAT

ELEC

GEAR

HYD

FUEL

EFIS/DSP

FCTL

EQUIPMENT COOLING

STAT

J1

J2

J3

J4

J5

RDC

FAULT

WAIT J1

J2

J3

J4

CCR Cabinet (2)

J5

ON

Galley Control Panel


RDC

Cabin Zone Unit


ELEC

F/D EQUIP COOLING: HYD FUEL SMOKE DET STATE

AIR

AIR

DOOR

MAINT

CB

AUTO

AFT EQUIP COOLING: DOOR

STBY SMOKE DET 1 STATE ALARM XXX TOT FLOW RH FLOW XXX GEAR FCTL MNEFIS/DSP MAINT CB PNL FLOW LH FLOW XXX XXX TOT TEMP RH TEMP XXX XXX XXX MN PNL TEMP LH TEMP EQUIPMENT COOLING AUTO XXX ON SUPPLY FAN SUPPLY FAN 1 OFF F/D EQUIP COOLING: AFT EQUIP COOLING: SUPPLY FAN 2 OFF SUPPLY FAN KRPM XX.X STBY ALARM SMOKE DET STATE SMOKE DET 1 STATE XX.X ISLN VLV % OPEN SUPPLY FAN 1 KRPM XXX RH FLOW TOT FLOW XXX XXX XX.X SUPPLY FAN 2 KRPM XXX MN PNL FLOW LH FLOW XXX FWD EQUIP COOLING: OVERRIDE VLV NOT OVRD XXX TOT TEMP RH TEMP XXX SMOKE DET 1 STATE STBY XXX MN PNL TEMP LH TEMP XXX TOT FLOW AFT EQUIP EXHAUST: XXX ON SUPPLY FAN SUPPLY FAN 1 OFF RH FLOW XXX SMOKE DET 2 STATE ALARM SUPPLY FAN 2 OFF SUPPLY FAN KRPM XX.X TOT TEMP XXX EXHAUST FAN ON XX.X ISLN VLV % OPEN SUPPLY FAN 1 KRPM XXX RH TEMP EXHAUST FAN KRPM XXX XX.X SUPPLY FAN 2 KRPM XX.X XXX SUPPLY FAN 1 ON OVBD VLV % OPEN FWD EQUIP COOLING: NOT OVRD OVERRIDE VLV SUPPLY FAN 2 OFF OPEN AFT CGO HEAT VLV SMOKE DET 1 STATE STBY XX.X SUPPLY FAN 1 KRPM TOT FLOW XXX AFT EQUIP EXHAUST: MISC EQUIP COOLING: XX.X SUPPLY FAN 2 KRPM XXX RH FLOW SMOKE DET 2 STATE ALARM SMOKE DET STATE ALARM OVERRIDE VLV OVRD XXX TOT TEMP EXHAUST FAN ON COOLING FAN OFF XXX RH TEMP XX.X EXHAUST FAN KRPM FWD EQUIP VENT: XX.X COOLING FAN KRPM SUPPLY FAN 1 OVBD VLV % OPEN XXX ON SMOKE DET 2 STATE ALARM SUPPLY FAN 2 OPEN AFT CGO HEAT VLV OFF OVRD AFT OVERRIDE SW EE VENT FAN ON XX.X SUPPLY FAN 1 KRPM ARMED AFT CGO SMOKE ARM XX.X EE VENT FAN KRPM MISC EQUIP COOLING: XX.X SUPPLY FAN 2 KRPM XXX AFT CGO TEMP INBD VENT VLV OPEN ALARM SMOKE DET STATE OVERRIDE VLV OVRD RUNNING ENG RUNNING L OVBD VENT VLV CLSD COOLING FAN OFF NOT RUNNING ENG RUNNING R FWD EQUIP VENT: COOLING FAN KRPM XX.X GND FLIGHT PHASE FWD OVERRIDE SW AUTO SMOKE DET 2 STATE ALARM XXXXX NORM OVRD ALTITUDE FWD CGO SMOKE ARM AFT OVERRIDE SW EE VENT FAN ON FWD CGO TEMP XXX AFT CGO SMOKE ARM ARMED EE VENT FAN KRPM XX.X AFT CGO TEMP XXX INBD VENT VLV OPEN AUTO EVENT MESSAGE DATE XX XXX XX UTC XX:XXX:XX ENG RUNNING L RUNNING OVBD VENT VLV CLSD ENG RUNNING R NOT RUNNING GND FLIGHT PHASE AUTO FWD OVERRIDE SW XXXXX NORM ALTITUDE FWD CGO SMOKE ARM XXX FWD CGO TEMP AUTO EVENT MESSAGE

DATE

XX XXX XX

UTC XX:XXX:XX

Head Down Display

Integrated Cooling System - 787-9 General The integrated cooling system (ICS) provides galley cooling units with cold fluid. The ICS can also lower the temperature of the air for the lower recirculation systems.

the bulk cargo compartment. The GCUs are above the galleys that have cooling carts. The ICS pump package has a reservoir and two motor controlled pumps. While one pump is on, the other pump is standby.

The ICS has these components: • • • • •

ICS pump package ICS liquid diverter valve Temperature sensors (6) Supplemental cooling units (SCU) Galley cooling units (GCU).

The number of SCUs are a customer option. The maximum number of SCUs on the 787 is 4. The ICS pump package is in the right main landing gear wheel well. The liquid diverter valve is in the right air conditioning pack bay. The temperature sensors are in the ICS liquid coolant line. The SCUs are in Rev 1.0

The ICS coolant is made of a mixture of propylene glycol and deionized water. Operation The ICS control is automatic. Hosted applications in the common core system (CCS) operate the ICS. The ICS operates anytime the airplane has electrical power. The CCS sets the temperature of the ICS coolant. The ICS pump sends coolant through the SCUs in series. The SCUs are closed-circuit, vapor cycle refrigeration units. The SCUs

progressively cool the coolant to make it cold for the GCUs. As the ICS pump moves the fluid from the SCUs it goes to the GCUs. The CCS controls diverter valves in each GCU. The diverter valve controls coolant flow through the GCU heat exchanger (HX). A fan moves air through the HX where the coolant makes the air cold. This cold air goes through the carts in the galley, keeping the carts cool. The size of the galley determines the size of the GCU. After going through the GCUs, the coolant goes back to the ICS pump package. The CCS monitors the temperature of the coolant from the GCUs. If the coolant temperature is too high, the CCS controls two diverter valves to send the coolant through the upper and lower recirculation system HXs.


18-26

Environmental Systems FLIGHTCONTROLSURFACES TAIL NORM LOCK

HEADING REF NORM TRUE

FAIL

IRS

LEFT OFF ON

WINGS NORM LOCK

TEST

BATTERY HIGH MEDIUM LOW FDPOWER DOOR ON OFF

TOWI NG POWER ON ONBAT

FWD L EXT PWRR ON ON AVAIL AVAIL L1 GEN CTRLL2 ON ON OFF OFF

BATTERY APU OFF ON START ON OFF L APUGEN R FAULT ON ON OFF OFF AFTEXTPWR ON AVAIL ACBUSES R1GEN CTRLR2 ON ON OFF OFF

DRIVE DRIVE DRIVE DRIVE L1 L2 DRIVE DISC R1 R2 L WIOFPFER L HUDBRT INT LOW HIGH P ULL - MANUAL L WASHER LOWER DSPL/ CONTRAST

DISCH

RAMAINRE TURBI PRESS UNLKD

ENGIMODE NE EEC

R NOrm altn

START

R START NORM

FUEL JETTISON FUEL REMAITON

ON PRESS ON PRESS

ON PRESS

STORM ON LANDING NOSE

ANTI- ICE WING L ENGINE R OFF AUTO ON OFF AUTO ON OFF AUTO ON MASTER BRIGHT

BEACON NAV LOGO WING

PUSH ON/OFF RIGHT

ON

ON

ON

INDTESTLTS

ON

BRT RUNWAY L OFFTURNOFF R

TAXIOFF

STROBE OFF

ON

ON

ON

ON ON

RECIRC FANS LOWER UPPER ON ON CABI TEMPN

AIR COND RESET

W

C

W RPACK AUTO of

TRI L M AIR R ON ON FAULT FAULT VENTILATION NOrm altn

FCE-C1

PRESSURIZATIO N MAX P .11 PSI FWD OUTFLOW VALVE AFT TAKEOFF LDG ALT& LDG AUTO AUTO MAN MAN OPEN OPEN PULL ON MANUAL CLOSE CLOSE R WIOFFPER R HUD BRT INT LOW PULL - MANUAL HIGH R WASHER

AFT

ON FAULT

PASS SIGNS

ON

C L PACK AUTO OFF

ON PRESS ON PRESS

ON PRESS

BALANCE

SEATBELT SIGNS OFF AUTO ON DOME

LEFT

ARM

R PUMPS FWD

VALVE

CENTER L PUMPSR

AFT

AIR CONDITIO NING

EQUIP FWD COOLIAFNTG AUTO AUTO OVRD OVRD FLTTEMP DECK

ARMED FAULT

PULL ON FUEL CROSSFEED

L PUMPS FWD

FAULT

Forward EE Cooling Exhaust Fan

CARGO TEMP FWD BULK AUTO AUTO OFF OFF

DISCH Art ittle

L NOZZLE R

FAULT

CABIMEN CHI

M

ERASE

FOVHT IRE/ TEST

L NOrm altn

ON ON VALVE VALVE

R ENG PRIMA HYDRAULIC ON C1 - ELEC - C2 FAULT RY OFF AUTO ON OFF AUTO ON DE L ELEC RAUTO ELEC EMD MAN OFF AUTO ONO FAULT FAULT OFF ON AND D

OVHD PANEL

CVR

A P U

L START NORM

ON

PR L ENG IMA ON RY FAULT

GLARESHI PNL/FLOODELD

TEST

CARGOFIRE FWD ARM AFT ARMED ARMED FWD AFT DISCH

APUDISBTL CH

PASS OXYGEN

WINDOWHEAT BACKUP L FWD RFWD ON ON PRIMARY R SIDE L FWD FWD SIDE ON ON ON ON INOP INOP INOP INOP

ELECTRICAL IFE/SEATS PASS UTICABILITNY/ ON ON OFF OFF

GND TEST DATALOADLOAD/ NORM ENABLE

LCCR RESETR

EMER LIGHTS SERVINTPH OFF OFF ARMED ON ON RIGHT OFF ON

ONBAT PRIMCOMPUTERS ARYFLIGHT DISC DISC AUTO

P600

P400

E8 Smoke Detector

M To Fwd Cargo Heat

AUTO

Fwd Cargo Heat Supply Valve

Forward EE Cooling Exhaust Overboard Exhaust Valve

FCE-C2

+ RETRACT UP 270K-.82M AIRDATA/ AUTOATTALTN

AIRDATA/ATT ALTN AUTO

ALTNR GEA LOCK NORM OVRD

PFD/MFD OUTBD NORM INBD

NORM OUTBD INBDPFD/MFD

EXTEND 270K-.82M DOWN AUTOBRAKE 2 3 4MAX DISARM 1 OFF AUTO RTO

FLAP 15 ---LIM25IT0K 15 22135K0K 223500 --- 1218170K0K0K

FLA15 PLIMI --- 25T0K 15 22135K0K 223500 --- 1218170K0K0K

LOWERMFD SYS CDU INFO CHKL COMM ND 1 2 3 4 5 6 ENT 7 8 9 ER . 0 +/A B C D E F G H I J K L M N O P Q R S T U V W X Y Z SP / EXEC

LOWERMFD SYS CDU INFO CHKL COMM ND 1 2 3 4 5 6 ENT 7 8 9 ER . 0 +/ A B C D E F G H I J K L M N O P Q R S T U V W X Y Z SP / EXEC

CURSORCONTROL EFB

L

CCR-R CCR - L

CURSORCONTROL

R

LWR

LW R

DOWN ARMED

PARKING BRAKE PULL

PITCHALTNTRIM NOSEDN

L

R

EFB

E2

STAB R2 L2 NORM

L FUEL CONTROL R RUN

NOSEUP

J1

1 2 3 4 5 6 7 8 9 . 0

XF R

STESTBY NAV P PANELOFF OFF

XFR

FDDOORACCESS UNLKD AUTO DENY

POWER FAI L

PAPER

1 2 3 4 5 6 7 8 9 . 0

STESTBY NAV P PANEL OFF OFF NOLSE

RUDDER NOSRE RUD DER

SLEW

J3

J4

J5

J3

J4

J5

M

GH T

TRANSPONDER AUNCEL RAL G/S INHIBIT MODE CA BEG/LOW S CANCEL

1 2 3 4 5 6 7 8 9 . 0

J5

ALTN

1DISCRI H2

FT

J4

RET OF F EXT

GBTL E1NDISCH GBTL E2NDISCH 1DISCH LE 2

J3

Fwd Cargo Heat Exh Valve

ALTNARM FLAPS

CUTOFF

CUTOUT

J2

RDC

Core Net

E1

UP 1 5 15 20 25 30

UP

M

TEST

EICASRCD EVENT

ON ARM OFF

EVAC COMMAND

XFR

STESTBY NA V P PANEL OFF OFF

J1

From Fwd Cargo Heat

FLOOR LIGHTS OFF BRT DIM OBSAUDIO CAPT NORM F/O AISLE STAND PNL/FLOOD

J2

RDC

J1

J2

RDC FCE-L

P500

P300

Flow/Temp Sensor

OFV

AUTO

AUTO

OVRD

OVRD


FLT DECK TEMP

L/H Cheek Air

M

Fwd E/E Bay


M

Smoke Detector

Flow/Temp Sensor

Flight Deck

M M

Fwd Cargo Compt

Fwd EE Cooling Supply Ovrd Valve

Barrier Filter

Forward EE Cooling Supply Fans

Airplane Fuselage

ON

EQUIPMENT COOLING

CABIN TEMP

C

AUTO OFF

W R PACK

TRIM AIR L R ON

ON

FAULT

FAULT

PG 1 OF 3

TO1

21 . 6

C

W

L PACK

AUTO

F/D EQUIP COOLING: AFT EQUIP COOLING: SMOKE DET STATE STBY ALARM SMOKE DET 1 STATE TOT FLOW XXX RH FLOW XXX MN PNL FLOW LH FLOW XXX XXX TOT TEMP RH TEMP XXX XXX 102.4 MN PNL TEMP LH TEMP XXX XXX 21 . 6 ON SUPPLY FAN SUPPLY FAN 1 OFF SUPPLY FAN KRPM OFF SUPPLY FAN 2 XX.X SMOKE EQUIP CLG FWD SUPPLY FAN 1 KRPM ISLN VLV % OPEN XX.X XXX TPR EQUIP CLG OVRD FWD SUPPLY FAN 2 KRPM XX.X EQUIP COOLING FWD FWD EQUIP COOLING: NOT OVRD OVERRIDE VLV STAT ELEC HYD AIR DOOR 21 . 5 FUEL 21 . 5 SMOKE DET 1 STATE STBY TOT FLOW AFT EQUIP EXHAUST: XXX GEAR FCTL EFIS/DSP MAINT CB RH FLOW ALARM SMOKE DET 2 STATE XXX N 1 TOT TEMP EXHAUST FAN ON XXX RH TEMP EXHAUST FAN KRPM XX.X XXX 588 588 SUPPLY FAN 1 ON OVBD VLV % OPEN XXX HYDRAULIC OFF OPEN SUPPLY FAN 2 AFT CGO HEAT VLV L C R XX.X EGT SUPPLY FAN 1 KRPM QTY 0.90 0.78 LO 1.00 MISC EQUIP COOLING: XX.X SUPPLY FAN 2 KRPM PRESS 4925 4925 4925 ALARM SMOKE DET STATE OVRD OVERRIDE 66 . 4 66 . 4 VLV COOLING FAN OFF APU XX.X FWD EQUIP VENT: COOLING FAN KRPM N 2 EGT 1160 C RPM 100.1 SMOKE DET 2 STATE ALARM OVRD AFT OVERRIDE SW OIL PRESS 30 PSI OIL TEMP 125 CEE OIL QTY 7.6 VENT FAN ON ARMED AFT CGO SMOKE ARM 21 . 5 N 3 21 EE . 5VENT FAN KRPM XX.X XXX AFT CGO TEMP OXYGEN LIQUID COOLING OPEN INBD VENT VLV FF L 2. 0 2OVBD . 0 VENT RUNNING ENG RUNNING L R VLV CLSD CREW PRESS 1950 QTY 0.37 LO 1.00 NOT RUNNING ENG RUNNING R OIL FLIGHT PHASE GND AUTO 28 28 FWD OVERRIDE SW STATUS PRESS MESSAGES NORM XXXXX ALTITUDE FWD CGO SMOKE ARM FLIGHT CONTROL SYS XXX FWD CGO TEMP RAM FAN CONTROL L OIL CONTROL WHEEL XDCR 106 106 AUTO EVENT MESSAGE DATE X X X X X X X TEMP UTC X X : X X X : X X TAT +14c 102.4

AIR COND RESET

AUTO OFF

J1

J2

J3

J4

CCR Cabinet (2)

J5

RDC

VENTILATION NORM

20 N 1 0. 8

ALTN

OIL QTY VIB

20 0. 8 N 1

GROSS WT 640 . 0 SAT +10c

A/C Control Panel

PG 1 OF 3

NEXT PG


243

. 4

FUEL TEMP +13c

Head Down Display

Forward Equipment Cooling General The forward equipment cooling sends air to cool equipment in these areas of the airplane: • • •

Flight deck Forward electronics equipment (EE) compartment E8 equipment rack (aft of forward cargo door).

Description The forward equipment cooling system has two supply fans, and one exhaust fan. The number 2 supply fan is primary and the number 1 fan is backup.The supply fans get air through a filter from the left cheek area of forward cargo. The supply fans send air to the equipment through the forward equipment cooling supply override valve, in the normal position.

Rev 1.0

The exhaust fan collects supply air from the equipment and send the air in these two directions:

•

•

•

•

Forward equipment cooling overboard exhaust valve Forward cargo heat supply valve.

The supply sub-system has one smoke detector and two combined flow and temperature sensors. The exhaust sub-system has a smoke detector. Operation Control of forward equipment cooling comes from hosted applications in the common core system (CCS). The CCS controls the forward equipment cooling system using this data: •

FWD EQUIP COOLING switch position on the P5 panel

•

Forward equipment cooling smoke detector data Forward equipment cooling flow and temperature sensing data Cabin pressure control system (CPCS) data.

The two normal modes of forward equipment cooling operation are overboard and partial cargo. The forward equipment cooling has these six non-normal modes: • • • • • •

Off Loss of conditioned inflow (LOCI) Override/overboard Override Supply All cargo.

The non-normal override mode can occur with smoke detection. The airplane is pressurized in flight. All equipment cooling fans are off, overboard exhaust valve closes and the override valve is in override.


18-27

Environmental Systems Aft Cargo Heat Valve M PECS Pump Package Aft EE Cooling Exhaust Fan

Aft EE Cooling Smoke Detector R

To Aft Cargo Heat

M

Right W/W P200

J1

E4

FCE-R

P150 & WIPC

J2

J3

J4

J5

RDC E3

J1

J2

J3

J4

J5

RDC

Aft EE Cooling Flow and Temperature Sensors M

M

L/H Cheek Air

M

J1

PECS Pump Package

P100

Aft EE Cooling Smoke Detector L

E7

Override Valve

Left W/W

Aft E/E Bay

J2

J3

J4

J5

RDC M Aft EE Cooling Supply Fans

Barrier Filter

Aft EE Cooling Exhaust Overboard Exhaust Valve

M

Aft Cargo Compartment Airplane Fuselage


AUTO

OVRD

OVRD


EQUIPMENT COOLING

AUTO

PG 1 OF 3

F/D EQUIP COOLING: AFT EQUIP COOLING: SMOKE DET STATE STBY SMOKE DET 1 STATE ALARM XXX TOT FLOW RH FLOW XXX XXX MN PNL FLOW LH FLOW XXX TOT TEMP XXX RH TEMP XXX 102.4 MN PNL TEMP XXX LH TEMP XXX 21 .6 SUPPLY FAN OFF SUPPLY FAN 1 ON SUPPLY FAN KRPM XX.X SUPPLY FAN 2 OFF SMOKE EQUIP CLG FWD ISLN VLV % OPEN XXX SUPPLY FAN 1 KRPM XX.X TPR EQUIP CLG OVRD FWD SUPPLY FAN 2 KRPM XX.X EQUIP COOLING FWD FWD EQUIP COOLING: OVERRIDE VLV NOT OVRD STAT ELEC HYD AIR DOOR 21 . 5 FUEL 21 . 5 SMOKE DET 1 STATE STBY XXX TOT FLOW AFT EQUIP EXHAUST: GEAR FCTL EFIS/DSP MAINT CB RH FLOW XXX SMOKE DET 2 STATE ALARM N1 TOT TEMP XXX EXHAUST FAN ON RH TEMP XXX EXHAUST FAN KRPM XX.X 588 588 SUPPLY FAN 1 OVBD VLV % OPEN ON XXX HYDRAULIC SUPPLY FAN 2 AFT CGO HEAT VLV OFF OPEN L C R EGT SUPPLY FAN 1 KRPM XX.X QTY 0.90 0.78 LO 1.00 SUPPLY FAN 2 KRPM XX.X MISC EQUIP COOLING: PRESS 4925 4925 4925 SMOKE DET STATE ALARM OVERRIDE VLV OVRD 66 . 4 66 .4 COOLING FAN OFF APU FWD EQUIP VENT: COOLING FAN KRPM XX.X N 2 EGT 1160 C RPM 100.1 SMOKE DET 2 STATE ALARM AFT OVERRIDE SW OVRD OIL PRESS 30 PSI OIL TEMP 125 EE C OIL VENT QTY FAN 7.6 ON 21. 5 21EE . 5VENT FAN KRPM N3 XX.X AFT CGO SMOKE ARM ARMED XXX OXYGEN LIQUID COOLING INBD VENT VLV OPEN AFT CGO TEMP 2. 0 2OVBD . 0 VENT FFL RUNNING R VLV CLSD ENG RUNNING L CREW PRESS 1950 QTY 0.37 LO 1.00 ENG RUNNING R NOT RUNNING OIL AUTO FLIGHT PHASE GND 28 28FWD OVERRIDE SW STATUSPRESS MESSAGES FWD CGO SMOKE ARM NORM ALTITUDE XXXXX FLIGHT CONTROL SYS FWD CGO TEMP XXX RAM FAN CONTROL L OIL CONTROL WHEEL XDCR 106 106 TEMP AUTO EVENT MESSAGE DATEXX XXX XX UTC XX: XXX: XX

ON

TAT+14c 102.4

TO1

21 . 6

FLT DECK TEMP

CABIN TEMP J1

AIR COND RESET

C

C

W

L PACK AUTO OFF

J2

J3

J4

CCR Cabinet (2)

J5

RDC W R PACK

TRIM AIR L R ON

ON

FAULT

FAULT

AUTO OFF

VENTILATION 20 N 1 0. 8

NORM

OIL QTY VIB

20 0. 8 N1

GROSS WT 640 . 0


SAT+10c


ALTN PG 1 OF 3

A/C Control Panel

NEXT PG

Head Down Display

Aft Equipment Cooling General The aft equipment cooling sends air to cool equipment in the aft electronics equipment (EE) compartment. The system also sends cool air to the power electronics cooling system (PECS) pump packages in the left and right wheel wells. The aft equipment cooling system has two supply fans, and one exhaust fan. The supply fans get air from the left cheek area of aft cargo. The exhaust fan sends air in these two directions: • •

Aft EE cooling overboard exhaust valve Aft cargo heat valve.

The number 1 supply fan is primary. The number 2 fan is the backup fan. Hosted applications in the common core system (CCS) control the aft equipment cooling automatically. Rev 1.0

The supply fans send air through the override valve when it is in its normal position. Operation The CCS controls aft equipment cooling using this data: • • • •

Aft equipment cooling switch position on P5 panel in flight deck Aft equipment cooling flow and temperature sensor data Cabin pressure control system (CPCS) data Aft equipment cooling smoke detector data.

The aft equipment cooling has these two normal modes: • •

Overboard Partial cargo.

The aft equipment cooling has these five non-normal modes:

• • • • •

Off Loss of conditioned inflow (LOCI) Override/overboard Override Supply.

The normal overboard mode operates with the ambient air temperature more than 45F (7C). The airplane must be on the ground. The cargo mode operates normally in flight. In this mode the overboard exhaust valve closes and the aft cargo heat valve opens. The cargo mode can also operate on the ground, ambient temperature less than 45F (7C). Override is one of the non-normal modes. In this mode the airplane is pressurized, in the air. A fault, such as smoke detection shuts down the supply and exhaust fans. The override valve goes to the override position.


18-28


J1

J2

J3

J4

J5

RDC

J1

Cargo Floor Line

J2

J3

J4

J5

RDC Fwd Cargo Heat Elec Heater

M From Fwd EE Cooling Exhaust Fwd Cargo Heat Supply Valve

3O

3O J1

J2

J3

J4

J5

RDC Fwd EE Cooling Exhaust Overboard Exhaust Valve

M M

Fwd Cargo Heat Exh SOV

3O

M

RPDU Fwd Cargo Heat Exhaust Fan

RPDU

Airplane Fuselage

Outflow Valve

STAT

J1J2 J3 J4 J5 RDC

J1 J2 J3J4 J5

ELEC

GEAR

RDC

FCTL

RPDU

HYD

FUEL

EFIS/DSP

AIR

DOOR

MAINT

CB

HYDRAULIC QTY PRESS

L 0.90 4925

C 0.78 4925

LO

R 1.00 4925

APU OIL PRESS



QTY 7.6


STATUS MESSAGES FLIGHT CONTROL SYS RAM FAN CONTROL L CONTROL WHEEL XDCR

CARGO TEMP FWD

BULK

AUTO

AUTO

OFF

OFF

CCR Cabinet (2)

PG 1 OF 3

NEXT PG

Head Down Display

Cargo Temperature Control Panel

Forward Cargo Heating General The forward cargo heating system is standard for the 787. The air supply for the forward cargo heat comes from the forward equipment cooling exhaust fan. The forward cargo heat system gets control from a hosted function in the common core system (CCS). The pilots have a selector switch on the P5 cargo temperature control panel in the flight deck. The CCS controls the forward cargo temperature to a target of 70F (21C). Description The forward cargo heat system has these components: • • •

Supply shutoff valve (SOV) Inline heater Exhaust fan

Rev 1.0

• • •

Exhaust SOV Duct temperature sensor Zone temp sensors (2).

Operation The forward cargo heating system operates in the air and on the ground. The forward cargo door must be closed. Forward equipment cooling must be in one of the normal modes. The airplane electrical power is coming from an onboard source. With external power connected, the forward cargo heating system does not operate. The pilots must also select the forward cargo heat switch on P5 to AUTO. For operation the CCS opens the supply and exhaust SOVs. CCS also operates the exhaust fan and the inline heater. The CCS monitors a duct temperature sensor, downstream of the heater. It also

monitors two zone temp sensors, above the forward cargo floor. Air from the forward equipment cooling exhaust goes through the supply SOV. Some of the air goes directly under the cargo floor. The rest of the air goes through the heater. This air goes under the cargo floor, and out through vents above the cargo floor. The exhaust fan takes air from under the floor and send it through the open exhaust SOV. This exhaust air mixes with the forward equipment cooling exhaust air. The exhaust air from both systems goes out through the forward outflow valve. The exhaust fan also provides the negative pressure suction to pull forward cargo air past the two zone temperature sensors.


18-29

Environmental Systems Duct Break (6)

FCAC Boost Fan

J1

CONTROLLER

FCAC Evaporator Barrier Filter

J2

J3

J4

J5

RDC

Cargo Compartment Distribution

M Evaporator Compressor (2)

M Condensor

From Below Cargo Floor

Compressor Motor Controller (2)

M Flash Tank

Cargo Refrigeration Unit

Forward Cargo Compartment

Power Converter

Ram Air

Service Port

M FCAC Heat Exchanger (P/O Pack HX Assembly)

HX Bypass Valve

Right ECS Bay

Filter

M

J1

J2

J3

J4

J5

RDC

Pump

Controller

J1

FCAC Pump

J2

J3

J4

J5

RDC

Ram Air J1

J2

J3

J4

J5

J1

RDC

Left ECS Bay

FCAC Heat Exchanger (P/O Pack HX Assembly)

J2

J3

J4

J5

RDC

CARGO HEAT FWD CARGO HEAT:

AFT CARGO HEAT:

XXX XXX XXX

AREA TEMP 1 AREA TEMP 2 HEATER TEMP 1

STAT

ELEC

HEATER 2 HYD TEMPFUEL SUPPLY VLV

CARGO TEMP

GEAR

FCTL

HEATER EFIS/DSP EXH FAN EXH FAN KRPM EXH VLV

J1

J2

J3

J4

J5


SUPPLY VLV

CCR Cabinet (2)

201

75 F EE VENT FAN KRPM

FLT DECK 75 74 1 FWD

A

INBD VENT S/O VLV B C OVBD VENT S/O VLV 75 75 75 75

75 2

75

40

NIGS

50

AFT

FLT DECK FLIGHT PHASE FWD OVERRIDE SWITCH PASSENGER CABIN AFT OVERRIDE SWITCH FWD CARGO SMOKE DET

OFF

75

W

ALT SUPPLY INTAKE VLV BYPASS/RECIRC VLV OVERBOARD VLV

OFF

70ON BULK

XXX GND AUTO AUTO STBY

XXX XXX XXX

AREA TEMP 1

HEATER TEMP 1

XXX ON XX.X OPEN ON

HEATER TEMP 2 SUPPLY FAN SUPPLY FAN KRPM SUPPLY VLV HEATER TEMP 2 LAV GAL VENT:

ON XXX ON XXX

LAV GAL FAN 1 LAV GAL FAN 1 RPM



LAV GAL FAN 2 LAV GAL FAN 2 RPM

AUTO MESSAGE L TRIM AIR

L PACK

R

STRY COOLING

RDC

L

CABIN AIR COMPRESSOR R PACK INLET ANTI-ICE

OPEN ON XX.X OPEN CLSD OPEN CLSD

75 4 BULK CARGO HEAT:

AFT CARGO SMOKE DET STBY UPPER LOWER RECIRC RECIRCNORM FWD CARGO SMOKE ARM

AIR DISTRIBUTION

J5

EXHAUST FAN

ON XX.X OPEN D CLSD 3

LOAD SHEDSMOKELOAD AFT CARGO ARM SHED NORM

J4

SUPPLY INTAKE VLV

AREA TEMP 2 TAT

OFF

J3

BILGE VLV

CB

EXHAUST VLV

FWD EQUIP MASTER VENT: EE VENTTEMP FAN

CABIN OCCUPANTS

BULK AUTO

C J2

XXX OPEN

SUPPLY TEMP DOOR

AFT EQUIP COOLING:

EXHAUST FAN KRPM

FWD CARGO A/C

RDC

J1

XXX XXX OPEN

AREA TEMP 1 AREA TEMP 2

XXX AIR OPEN ON MAINT ON XX.X CLSD

DATE XX R PACK XXX

XX

UTC

XX: XXX: XX

HDD

VENTILATION MODE NORMAL

Forward Cargo Air Conditioing General

Description

The forward cargo air conditioning (FCAC) is an optional system. The FCAC system works with the forward cargo heating system. The forward cargo heating system keeps the forward cargo temperature at 70F (21C). The FCAC increases the temperature control range from 40F (4C) to 80F (26C). FCAC reduces forward cargo humidity up to 70%.

The FCAC has a cargo refrigeration unit (CRU) under the forward cargo floor. The FCAC also has a barrier filter, boost fan, inline heater and two compressor motor controllers under the forward cargo floor.

Hosted applications in the common core system (CCS) control the FCAC operation. The CCS uses temperature selection from the flight crew. It also uses a forward cargo duct temp sensor and two zone temp sensors. Pilots send control and temperature commands to the CCS from the P5 panel in the flight deck. All airplanes have the provisions for the FCAC system installation. Rev 1.0

There is a FCAC liquid cooling system pump package in the right pack bay, and ram air heat exchangers (HX) in both the left and right ram air ducts. Operation The FCAC boost fan takes forward equipment cooling exhaust air from under the forward cargo floor. The air goes through the filter, the boost fan and into the CRU. The CRU is a closed circuit vapor cycle refrigeration system. Cool liquid refrigerant, under pressure rapidly expands to lose pressure. Rapid

expansion and pressure drop makes the refrigerant very cold. The CRU uses R134 refrigerant in an evaporator to cool the air from the boost fan. The CCS uses one, or both compressors to control the CRU refrigerant temperature. The compressors pressurize the refrigerant, changing it from a gas to a liquid. Each compressor is controlled by a motor controller. A condenser in the CRU uses the FCAC liquid coolant system to cool the pressurized refrigerant. The liquid coolant system also cools the compressor motor controllers. The FCAC liquid coolant system has a coolant made from propylene glycol and de-ionized water. A pump package on the aft bulkhead sends the coolant to the two ram air heat exchangers (HX) through a bypass valve. This cools the fluid.


18-30

Environmental Systems Smoke Detectors (Typical)

Ceiling Line

Right Cheek Air

Bulk Cargo Compartment

To Bulk Cargo Compartment Heating Cargo Barrier

To Lav/Galley Vent Exhaust Cargo Floor Line

Aft Cargo Heating

M

From Aft EE Cooling Exhaust

To Bulk Cargo Bilge Area

Aft Cargo Heat Valve

Bilge Fire Stop Bulk Cargo Compartment

Aft Cargo Compartment

STAT

ELEC

GEAR

J1

J2

J3

J4

J5

J2

J3

J4

HYD

AIR

FUEL

EFIS/DSP

DOOR

MAINT

CB

HYDRAULIC

RPDU

RDC J1

FCTL

QTY

L 0.90

PRESS

4925

C 0.78

LO

4925

R 1.00 4925

J5

APU

RDC

OIL PRESS



CARGO TEMP FWD CARGO FLOW LOW HIGH

FWD CARGO A/C


BULK

CCR Cabinet (2)

AUTO OFF C

OFF

QTY 7.6


W

OFF PG 1 OF 3

NEXT PG

Head Down Display

Aft Cargo Heating General

Description

The aft cargo heating system helps to maintain a warmer temperature in the aft cargo compartment.

The aft cargo heat system has these components:

The air supply for the aft cargo heat comes from the aft equipment cooling system. The aft equipment cooling air comes into the aft cargo compartment through the open aft cargo heat valve. The aft cargo heat system is controlled by hosted applications in the common core system (CCS). The control is automatic. The CCS monitors the aft cargo temperature using smoke detectors.

• • •

Aft cargo heat valve Distribution piccolo ducts Cargo smoke detectors.

• • • • •

Aft cargo smoke detection Bulk cargo smoke detection Airplane on the ground Engines not running Ambient temperature more than 45F (7C).

Air from the aft cargo heating goes to to the bulk cargo heating system. Some of the air goes directly into the bulk cargo bilge area. The air then goes out of bulk cargo through the lavatory/galley vent (LGV) system. Operation The aft cargo heating system normally operates in the air only. The CCS opens the aft cargo heat valve when outside ambient temperature is less than 45F (7C). The CCS closes the aft cargo heat valve for these conditions:

Rev 1.0


18-31

Environmental Systems Smoke Detectors (Typical) J1

J2

J3

J4

J5

RDC Power/ Control

Ceiling Line Supply Fan FOD Screen Right Cheek Air

Supply Duct Temp Sensor

3O

M

Htr

Supply Fan

M

J1

Heat Supply SOV Cargo Barrier Htr Overtemp

Bulk Cargo Heating

J1

Aft Cargo Heat Valve

Aft Cargo Compartment

J1

J1

J2

J3

J4

J5

J2

J3

J2

J3

J4

J5

J1

RDC To Bulk Cargo Bilge Area

J4

J4

J5

To Lav/Galley Vent Exhaust

Cargo Floor Line

M

J3

Zone Temp Sensor

Aft Cargo Heating

From Aft EE Cooling Exhaust

J2

RDC

J2

J3

J4

J5

RDC

Bilge Fire Stop Bulk Cargo Compartment

J5

RPDU

RDC

RDC

STAT

HYD

ELEC

GEAR

FCTL


PRESS

CCR Cabinet (2)

BULK AUTO

L 0.90

C 0.78

4925

OFF OFF

LO

CB

4925

R 1.00 4925

APU RPM OIL PRESS

100.1 30 PSI

EGT 1160 C OIL TEMP 125 C OIL

OXYGEN

C

DOOR

MAINT

HYDRAULIC QTY

FWD CARGO A/C

AIR

FUEL

EFIS/DSP

CARGO TEMP

CREW PRESS 1950

QTY

QTY 7.6



W

OFF

PG 1 OF 3

NEXT PG

Head Down Display

Bulk Cargo Heating

The bulk cargo heating system helps to maintain ventilation and a stable, warm temperature in the bulk cargo compartment.

• • • • • •

The air supply for the bulk cargo heat comes from the aft cargo heating system. The aft cargo air comes from the right sidewall area of aft cargo.

The bulk cargo heat exhaust air goes to the lavatory/galley vent (LGV) system. The exhaust air goes past the two zone temperature sensors.

The bulk cargo heat system is controlled by hosted applications in the common core system (CCS). The pilots have a selector switch on the P5 cargo temperature control panel in the flight deck. The CCS controls the bulk cargo temperature to a target of 70F (21C).

Most of the bulk cargo heating components are in the right sidewall area of the bulk cargo compartment.

General

Description The bulk cargo heat system has these components:

Rev 1.0

Supply fan FOD/inlet screen Supply fan Inline heater Supply duct temperature sensor Heat supply shutoff valve (SOV) Zone temp sensors (2).

Operation The bulk cargo heating system operates in the air and on the ground. The aft cargo and bulk cargo doors must be closed. When the pilots select bulk cargo heat on, the supply fan comes on and the supply SOV opens. The CCS

measures the temperature in bulk cargo with the zone temp sensors. With the temperature less than 70F (21C), the CCS turns on the inline heater. CCS measures the temperature of the air downstream from the heater with the duct temperature sensor. The warm air comes out from a vent above the bulk cargo floor.The CCS controls the amount of electrical power that goes to the heater. This helps to keep the temperature stable at the target temperature. The bulk cargo heat does not operate for these conditions: • • • • •

Alternate vent system (AVS) on Aft or bulk cargo smoke detection Bulk cargo zone temperature more than 141F (61C) Bulk cargo or aft cargo doors open Fault with the bulk cargo heat system components.


18-32

Environmental Systems AIR CONDITIONING EQUIP COOLING FWD AFT


ART TITLE

-

AUTO

AUTO

OVRD

OVRD

ON

ON

-

FLT DECK TEMP

L


R

C

C

W

L PACK AUTO

TRIM L

AIR R

OFF

ON

ON

FAULT

FAULT

W R PACK AUTO OFF


Air Conditioning Control Panel indications. The trim air switches have ON and FAULT indications.

General The air conditioning control panel is on the right side of the P5 panel. These are the switches on the air conditioning panel: • • • • • • •

FWD and AFT EQUIP COOLING switches UPPER and LOWER RECIRC FANS switches FLT DECK TEMP and CABIN TEMP control switches AIR COND RESET switch L PACK and R PACK control switches L and R TRIM AIR switches VENTILATION switch (guarded).

The ventilation switch gives pilots manual or automatic control of the alternate ventilation system (AVS). The ventilation switch has a NORM and a ALTN indication. This switch has a guard over it to protect against accidental AVS activation. The air conditioning and pressurization systems cannot operate during AVS operation.

•

Ventilation (AVS).

The air conditioning reset switch is a single pulse push type switch. The flight deck and cabin temperature control switches are the rotary type. Operation Cycle the trim air switches to reset the trim air system if it has tripped off.

Normal indications on the switches are white. Non-normal and fault or caution indications are amber. These switches have a latching in/out, on/off function:

Description • The equipment cooling switches have AUTO and OVRD indications. The recirculation fan switches have ON and OFF indications. The two pack switches have AUTO and OFF Rev 1.0

• • •

Forward and aft equipment cooling Upper and lower recirculation fans Left and right pack Left and right trim air


18-33


STAT

ELEC

GEAR

HYD

FUEL

EFIS/DSP EFIS/DSP

FCTL

AIR

DOOR

MAINT

CB

GEAR

CABIN OCCUPANTS

MASTER TEMP

CABIN OCCUPANTS

201

75 F

201

FLT DECK

75

75

A

75

1

FWD

75

C

B

75

2

75

75

ALTERNATE VENT

75

75

D

75

50

AFT

75

3

70

ELEC

STAT

HYD

75

4

75

BULK

B

75

1

FWD

75

70

C

75

75

ALTERNATE VENT

LOAD SHED

75

3

70

UPPER RECIRC

LOWER RECIRC

LOAD SHED

LOAD SHED

AIR DISTRIBUTION


R PACK

R

L PACK

L

TRIM AIR

R PACK

R

STBY COOLING

CABIN AIR COMPRESSOR L2

4


STBY COOLING

L1

75

BULK

AIR DISTRIBUTION


TRIM AIR

CB

D

75

50

AFT

PASSENGER CABIN

LOAD SHED

L

75

PASSENGER CABIN


L PACK

2

FLIGHT DECK

LOWER RECIRC

DOOR

75 F A

FLIGHT DECK

UPPER RECIRC

AIR MAINT

MASTER TEMP

FLT DECK

75

FUEL

EFIS/DSP EFIS/DSP

FCTL

VENTILATION MODE

CABIN AIR COMPRESSOR R1 LOAD SHED

R2 LOAD SHED

L1

L2

VENTILATION MODE

NORMAL

R1 R2 LOAD SHED LOAD SHED

NORMAL

Air Synoptic with FCAC

Air Synoptic without FCAC

Air Conditioning Control Synoptic The master temperature is set by the pilots in the flight deck

General The air conditioning synoptic shows on the heads down display (HDD). Select the SYS key on the EICAS display select panel (DSP). Use the cursor to select AIR at the top of the page to see the synoptic.

The cabin occupants can be set these different ways: •

• Description The airplane symbol shows at the top of the display. The CABIN OCCUPANTS and MASTER TEMP windows show above the airplane. The cabin occupants shows for all crew and passengers in the airplane. The master temperature is the passenger cabin temperature. All temperatures that show in magenta are selected. All temperatures that show in white are actual.

•

Programmed default based upon the number of seats in the airplane Entered from a cabin attendant panel (CAP) Entered from the data link system.

shows with a thin white line. The message LOAD SHED shows in white near the component icon. These are the valve symbols for the synoptic: • • • • •

Green: valve open White: valve closed Amber X: valve failed open Amber X with flow bar: valve failed closed Thin white line: valve data invalid.

Air flow shows as a thick green line. Operating components show green. Components not operating show with a thin white line. Components shown not operating because of a fault, show amber. The STBY COOLING message shows if a pack has a fault, and the airplane altitude is more than 29,000 feet. A component that is not operating because of a load shed condition

Rev 1.0


18-34

Environmental Systems LATCHED MAINT MAINT DATA PGS MSG ERASE CTRL PGS

SYS MENU

CENTRAL MAINT

AIR CONDITIONING

PG 1 OF 2

METRIC UNITS MASTER TEMP

24

SEATS

F/D ZONE TEMP TRGT TEMP DUCT TEMP L R HEAT L R UPR FAN:

24 -24 -20 20 0. 10 0. 00

A 1 2 1 2 1 2 1 2

21 21 21 21 16 16 OFF 0. 00

ON

CABIN AIR SUPPLY: CABIN AIR COMP COMP SPD KRPM COMP POWER KW SCHEDULE PRESS IN PRESS OUT SURGE MARGIN COMP OUT AH/SC VLV AH/SC FLOW-MASS VARIABLE DIFFUSER

23 23 24 24 28 28 ON 0. 15 L

LWR FAN:

C

F A

24 -25 -32 32 0. 20 --

ON

R

250

F A

R1

R2

ON 31. 2 90 1 14. 5 40. 5 0. 37 131 0. 00 0 0. 20

OFF 0. 0 82 1 14. 5 14. 5 0. 00 14 0. 00 0 0. 00

ON 31. 1 89 1 14. 5 40. 1 0. 34 131 0. 00 0 0. 24

OFF 0. 0 83 0 14. 5 14. 5 0. 00 14 0. 00 0 0. 00

SEND

OFF

R

MAINT CTRL PGS


AIR DISTRIBUTION METRIC UNITS RECIRC FAN: UPR FAN UPR FAN SWITCH UPR FAN KRPM LWR FAN SWITCH LWR RIGHT FAN LWR R FAN KRPM LWR LEFT FAN LWR L FAN KRPM

GALLEY HEATERS: DR 1 FWD DR 3 DR 4 L DR 4 R

ON ON 9.7 ON ON 7.3 ON 7.3

OFF OFF OFF OFF

ON

L2

L

MAINT LATCHED DATA PGS MSG ERASE

SYS MENU

D

25 -27 -39 40 0. 29 --

L1

DATE

PRINT

OCC

B 1 2 1 2 1 2 1 2

INLET ANTI ICE:

PREV MENU

250

DOOR HEATERS L

OFF OFF OFF OFF

VENTILATION SWITCH CROWN TEMPERATURE F/D BOOST VALVE

DEHUMIDIFIERS R

FWD

OFF OFF OFF OFF

OFF 24 24 OFF OFF 0.0 OFF

NORM 75 CLSD

MISC HEATERS CAPT

ON OFF

OFF

11 JAN 10 UTC 15:46:58 PREV NEXT PAGE PAGE

DOOR 1 DOOR 2 DOOR 3 DOOR 4

FOOT SHOULDER

FLIGHT PHASE ALT

AFT

OFF 24 24 OFF OFF 0.0 OFF

ZONAL DRYER OUTLET TEMP HEATER TEMP HEATER FAN FAN SPEED MOTOR

CARGO SMOKE F/O

FWD

ON OFF

STBY NORM

ON GROUND 400

AFT DETECTOR ARM

TAT SAT

STBY NORM

+14.1 +14.1

MAINT MAINT LATCHED DATA PGS MSG ERASE CTRL PGS

SYS MENU

AIR DISTRIBUTION

CENTRAL MAINT

AUTO PG 2 OF 2

METRIC UNITS FLIGHT CREW REST: SUPPLY VALVE HEATER SUPPLY TEMP HEATER HEATER OUTLET TEMP SELECTED TEMP CREW REST TEMP SMOKE DET BUNK 1 SMOKE DET BUNK 2 SMOKE DET AREA 1 SMOKE DET AREA 2 EXHAUST VLV HUMIDIFIER HUMID S/O VLV HUMID PULSE VLV HUMID WATER LEVEL

FLIGHT DECK HUMIDIFIER: HUMIDIFIER HUMID S/O VLV HUMID PULSE VLV HUMID WATER LEVEL

CLSD 24 OFF 24 26 28 STBY ALARM ALARM ALARM OPEN ON OPEN PULSE NORM

LAV GAL VENT: LAV/GAL FLOW LAV/GAL TEMP LAV GAL FAN 1 LAV GAL FAN 2 LAV GAL FAN 1 KRPM LAV GAL FAN 2 KRPM PECS SUPPLY TEMP L LOOP PECS SUPPLY TEMP R LOOP

ON CLSD OFF NORM

32 28 ON OFF 9. 4 0. 0 79 79

RECORD

Air Conditioning Maintenance Page 1 of 2

DATE

PREV MENU

PRINT

SEND


RECORD

Air Distribution Maintenance Page 1 of 2

DATE

PREV MENU

PRINT

SEND


RECORD

Air Distribution Maintenance Page 2 of 2

Air Conditioning Maintenance Pages General The three maintenance pages shown are examples of the maintenance pages for the air conditioning system. The maintenance pages can show on these head down displays (HDD): • • •

Captain inboard HDD First officer HDD Lower HDD.

The data shown on the pages shows in real time. Air Conditioning Maintenance Pages Description The air conditioning maintenance pages show this type of data for the flight deck and four passenger cabin zones: • •

Current temperature Target or commanded

Rev 1.0

• •

temperature Supply duct temperature Status of supplemental inline duct heaters.

The air conditioning maintenance page also shows status for these components: • • • •

Upper recirculation fan Lower recirculation fans The four cabin air compressors (CAC) CAC inlet anti-ice.

More data shows on the second page. Air Distribution Maintenance Pages Description

• • • • • •

Door heaters status Crown dehumidifier status Flight deck heater status Cargo smoke detector status Lav/galley vent system status Flight deck humidifier status.

The air distribution maintenance page 2 of 2 also shows the status of these components for the optional overhead crew rest compartments: • • • • • • •

Air supply valve status Inline supply heater status Compartment selected temperature Actual compartment temperature Bunk smoke detector status Exhaust valve status Compartment humidifier status.

The two air distribution maintenance pages show this type of data: • •

Recirculation fan status Galley heaters status


18-35


J2

J3

J4

J5

J3

J4

J5

M

RDC

M J1

J2

RDC

M

Outflow Valve (Fwd)

Remote Sensor Unit (Fwd)

J1

J2

J1

J3

J4

PRESSURIZATION

Valve Control Unit (Fwd) VCU to VCU Bus

J5

RDC

AFT


AUTO

LDG ALT

MAN

MAN

FWD

J2

J3

J4

J2

J3

J4

J5

RDC

P300

OPEN

OPEN

PULL ON

Manual Drive Power Aft

MANUAL CLOSE

J1

OUTFLOW VALVE

AUTO

Manual Drive Power Fwd

CLOSE

J5

RDC

P400

M

Remote Sensor Unit (Aft)

M J1

J2

J3

J4

J5

J3

J4

J5

M

RDC

J1

J2

J1

RDC

Valve Control Unit (Aft)

J2

J3

J4

Positive Press Relief Valve (Ref)

Outflow Valve (Fwd)

J5

J1

J2

J3

J4

J5

RDC

RDC

TAT +14c

TO

FUEL IMBALANCE

102.4

102.4

21. 6

21. 6

CABIN ALTITUDE CABIN ALTITUDE AUTO LANDING ALTITUDE OUTFLOW VALVE FWD OUTFLOW VALVE AFT

TPR

21. 5 STAT

ELEC

HYD

Negative Press Relief Valve (Ref)

21. 5 AIR

FUEL

DOOR

N1

GEAR

FCTL

EFIS/DSP

MAINT

589 QTY PRESS

CCR Cabinet (2)

HYDRAULIC EGT C 0.78 4925

L 0.90 4925

21. 5

CB

589

21. 5

OXYGEN

20 .QTY

CREW PRESS1950

DOWN GEAR

R 1.00

LO

F L A P S

21. 49255

APU N2 RPM 100.1 EGT 1160 C OIL PRESS 30 PSI OIL TEMP 125 C OIL N3

QTY 7.6

LIQUID COOLING LFF R 0.37 LO 1.00

S T A B

10. 25

2. 0

OIL STATUS 28 MESSAGES PRESS OUTFLOW VALVE FWD

20

ND

21. 5

L

0. 0

RUDDER TRIM

NU

28

OUTFLOW VALVE AFT CPCS REMOTE SENSOR CPCS CONTROLS CPCS COMM BUS

103

OIL TEMP

103 34. 0

20

OIL QTY

20

VIB

0. 8

PG 1 OF 3

FUEL QTY

0. 0

N1

SAT +10c

38. 0

TOTAL FUEL

GROSS WT

640. 0 N1 0. 8

LBS X 1000


NEXT PG

Head Down Display

Cabin Pressure Control System General The cabin pressure control system (CPCS) controls how much air can go out of the airplane. This helps to keep the airplane cabin altitude at 6,000 feet (1829 meters) mean sea level (MSL) in cruise flight. Description The CPCS has these components: • • •

Valve control unit (VCU) (2) Outflow valve (OFV) (2) Remote sensing unit (RSU) (2).

The forward VCU is in the forward electronic equipment (EE) compartment. The aft VCU is in bulk cargo. Each VCU has two control channels, and two internal cabin pressure sense transducers. Each VCU also has a RSU located near them. The RSUs are a back-up cabin pressure sensor. The forward OFV is Rev 1.0

on the left side, outboard of forward cargo. The aft OFV is on the right side, aft of bulk cargo. Each OFV has three electric motor actuators. Two actuators are controlled by the two VCU channels. One actuator gets control from the pilots in manual mode. The VCUs get this data from hosted functions in the common core system (CCS): • •

•

Ambient air data from flight control electronics (FCE) Flight and landing altitude from flight management function (FMF) Alternate landing altitude, and AUTO/MAN modes from the P5 pressurization panel.

The VCUs send this data to the CCS: • •

Cabin altitude and differential pressure Cabin altitude rate change

• • •

Flight mode Landing altitude advisory System and component status.

Operation In automatic mode the VCUs control their OFVs to pre-pressurize for flight. This helps to prevent pressure bump in the cabin for takeoff and landing. In climb and descent, the VCUs control the OFVs to maintain a comfortable cabin altitude rate change compared to airplane altitude rate change. In cruise flight, the VCUs control the OFVs to maintain a stable cabin altitude. The VCUs share status and data over an isolated data bus. In manual mode, the VCUs electronically disconnect the OFVs. The pilots control cabin altitude, climb and descent rate changes using a toggle switch for each OFV.


18-36


Negative Pressure Relief Valve (4)

Static Port

Forward Outflow Valve Note: Aft Outflow Valve not shown

Positive Pressure Relief Valve (2)

Cabin Pressure Control Valves General The cabin pressure control system uses three different types of valves. These are the valve types: • • •

Outflow valves (OFV) (2) Positive pressure relief valves (PPRV) (2) Negative pressure relief valves (NPRV) (4).

The OFVs control how much air leaves the airplane. This keeps the cabin altitude at a maximum of 6000 feet / 9.43 PSID in cruise flight. The PPRVs relieve excess air pressure in the airplane. The NPRVs equalize a lower pressure in the airplane with a higher ambient pressure outside the airplane. Description One OFV is forward, on the left side of forward cargo. The other OFV is Rev 1.0

on the right side aft, in bulk cargo. Access to the valves is from the outside of the fuselage. Each OFV has three electric motors. Two motors in each valve get control from the two channels in a valve control unit (VCU). The pilots use the third motor in each OFV for manual control. The forward VCU controls the forward OFV. The aft VCU controls the aft OFV. The VCUs do not give backup control to the opposite OFV. The two PPRVs are on the left side of forward cargo. One PPRV is above the other in the fuselage. Each PPRV has two internal servos, an internal poppet valve and two flapper doors. The flapper doors are normally closed. Two NPRVs are on each side of the airplane. They are in forward cargo. The valves are hinged, and springloaded closed position. The PPRVs open inward to equalized pressure.

Operation In automatic control a VCU channel controls a normal motor in a OFV. If the channel cannot control the motor, the other VCU channel controls the other normal motor. If the VCU channels cannot control their motors the pilots must select and operate the manual motor for pressure control. The two PPRV primary servos measure ambient pressure from a static port on the left side of the fuselage. Each PPRV secondary servo measures ambient pressure from a port on the outer face of the valve. The primary servo opens the valve at 9.78 PSID. The secondary servo opens the valve at 10.23 PSID.When a valve opens, the two flapper doors open outward to show the valve has opened. The NPRVs open inward at less than -1 PSID. The valves close again with pressure equalized.


18-37

Environmental Systems FLIGHT CONTROL SURFACES TAIL

BATTERY WINGS

DATA LOAD/ LOAD

ON MEDIUM

GND TEST NORM

TEST

ERASE

PRESSURIZATION

ENABLE

ON BAT

LOCK

FAIL

CVR

TOWING POWER

HIGH

TEST

NORM

NORM LOCK

LOW

CCR RESET

FD DOOR POWER

L

R

ON OFF

ARM

APU BTL DISCH

FWD

AFT

ARMED PASS OXYGEN

EMER LIGHTS SERV INTPH OFF

OFF

ON

RIGHT ON

OFF

L FWD

R FWD

ON

ON

L NOrm

FWD

R

FWD

SIDE

ON

ON

ON

ON

INOP

INOP

INOP

INOP

DISC AUTO

L NORM

START


R NORM

START START

AUTO

AUTO

OVRD

OVRD

OFF

ON

NOZZLE L

APU ON

BATTERY

FUEL TO REMAIN

R

ARM

C

ON

ON

VALVE

VALVE

ARMED

L PACK

FAULT

AUTO

ON

ON AVAIL

R

OFF

OFF

FAULT

AFT EXT PWR

P R I M A R Y

L ENG

R ENG

HYDRAULIC

ON

-

C1

-

ELEC

ON

C2

FAULT

FAULT OFF

ON

AUTO

ON

AUTO

OFF

P R I M A R Y

OFF

FUEL

L PUMPS FWD

R PUMPS FWD

CROSSFEED

ON

ON

ON

ON

OFF

OFF

OFF

OFF

FAULT

FAULT

OFF

R ELEC AUTO

D E M ON A N D

PRESS

L2

DRIVE DRIVE DISC

OPEN

OPEN

altn

AFT

PRESS

FAULT

OUTFLOW VALVE

AFT


AUTO

AUTO

LDG ALT

MAN

MAN

FWD

ON

OPEN

OPEN

MANUAL

PULL ON

MANUAL

ANTI-ICE

PASS SIGNS

R2 L WIPER OFF


CABIN CHIME

INT

OFF

WING AUTO

ON

OFF

L AUTO

CLOSE R AUTO

ENGINE ON

OFF

R WIPER OFF

ON

CLOSE R HUD BRT INT LOW

LOW

HIGH

HIGH L WASHER

OVHD PANEL

LOWER DSPL/ CONTRAST


DOME

MASTER BRIGHT

STORM

CLOSE

PULL - MANUAL

R WASHER

ON

BEACON

NAV

LOGO

ON

ON

ON

IND LTS TEST

WING

CLOSE

ON

AUTO

PUSH ON/OFF

BRT LANDING LEFT

RIGHT


NOSE

ON

TAXI OFF

STROBE OFF

ON

ON

ON

ON ON

CAB ALT TAT +13c

PULL ON

PRESS

ON

PRESS

DRIVE

R1

L HUD BRT

P ULL - MANUAL

off

PRESSURIZATION ON

AFT

FAULT DRIVE

L1

MAN

AUTO

NOrm

ON

CENTER PUMPS L R

PRESS

BALANCE FAULT

DRIVE

ON FAULT

VALVE ON


GEN CTRL R1 R2

ON

ON FAULT

VENTILATION

ON

PRESS

ON

AVAIL


MAN W

R PACK TRIM AIR L R

UNLKD

PULL ON

FWD EXT PWR L R

C

W

PRESS

START

OFF

ON

ON

CABIN TEMP

FUEL JETTISON RAM AIR TURBINE

AVAIL

ON

AIR COND RESET

APU GEN L ON

LDG ALT


FLT DECK TEMP

ELECTRICAL

ON

AUTO

AIR CONDITIONING

NOrm altn

PRIMARY L

SIDE DISC

OFF

OFF

R

EEC MODE Art title

altn


CABIN/ UTILITY

BULK AUTO

OFF

ENGINE

ON BAT

ON

AUTO

CARGO TEMP FWD AUTO

DISCH

BACKUP

NORM

OFF


FWD

DISCH

WINDOW HEAT

TRUE

IFE/PASS SEATS

AFT

AFT

FIRE/ OVHT TEST

A P U

ON

ON

LEFT ON

OFF

ARMED

FWD DISCH

ARMED

IRS

HEADING REF

OUTFLOW VALVE

CARGO FIRE

TO

102.4

102.4

21. 7

21. 7

RATE

583

LDG ALT

P

N1

583

5000 +200 86 . 200

FWD

AFT

CAB ALT

OP

RATE P

CL

AUTO

LDG ALT

8600 0 96 . 300

FWD

AFT OP M

M

CL

MAN

EGT

66. 4

66. 4

787-8

N2

2. 0

FF

29

OIL PRESS

29

60

OIL TEMP

60

18

OIL QTY

2. 0

CAB ALT 18

RATE CAB ALT RATE P

N1

0. 8

VIB

0. 8 N 1

LDG ALT

7500 +200 56 . 200

FWD

AUTO

GROSS WT

640. 0 SAT

+10c

AFT

P

OP

CL

LDG ALT

5000 +200 86 . 200

FWD

AUTO

OP

10000 RATE 0 101 P . 300 LDG ALT

AFT

FWD

CAB ALT

CL

OP

M MAN

AFT M

CL

TOTAL FUEL

LBS X 1000

243. 4 FUEL TEMP

+13c

787-9

Cabin Pressurization Control Panel - GE General The air conditioning control panel is on the P5 panel, above the first officer’s panel. These are the switches on the cabin pressurization control panel: • • • •

FWD OUTFLOW VALVE (OFV) mode control switch AFT OUTFLOW VALVE mode control switch Forward and aft OFV manual control toggle switches LDG ALT manual selector switch.

The switch position digital data goes to a remote data concentrator (RDC). The RDC sends digital data to hosted applications in the common core system (CCS). The CCS sends status data to indicator lights in the switches through the RDC. The OFV manual control switches are spring-loaded to the center position. The LDG ALT switch has two positions. In is automatic, out is manual control of landing altitude.

Description

Operation

With the forward and aft OFV mode select switches in AUTO, AUTO shows in the switch. With the mode select switches in MAN, the amber MAN shows. The white AUTO does not show.

With the forward and aft OFV mode select switches in AUTO, the valve control units (VCU) automatically control their OFVs. The VCUs use flight management function (FMF) data, and air data reference function (ADRF) from the CCS. The VCUs also use internal cabin pressure

Rev 1.0

transducer data, or remote sensing unit (RSU) data for control of the cabin pressure control system (CPCS). Put the mode select switches in MAN. The VCUs electronically disconnect from their OFVs. The flight crew use the toggle switches to manually control the OFVs. In manual, the EICAS OFV shows an amber M for that indicator. With the LDG ALT switch pushed in, the VCUs use FMF navigation data base information to set the landing altitude. The EICAS landing altitude shows white with a white AUTO. With the switch pulled out, the flight crew manually select landing altitude by turning the switch know clockwise or counter-clockwise. In manual, an amber MAN shows next to the landing altitude.


18-38

19 Fire Protection

Fire Protection

Fire Protection

19

Fire Protection Introduction

CARGO FIRE PROTECTION

•

Engine Fire Protection

ENGINE FIRE PROTECTION

The cargo fire protection system detects smoke and fire conditions in these cargo compartments:

•

Duct Leak and Overheat Detection

•

Engine Fire Extinguishing

•

APU Fire Protection

•

APU Fire Extinguishing

•

Cargo Fire Protection

•

Cargo Fire Extinguishing

•

Wheel Well Fire Detection

•

Lavatory and Crew Rest Smoke Detection

•

Lavatory, Crew Rest and Passenger Cabin Fire Extinguishing

The engine fire protection system detects fire conditions. Each engine has a dual-loop protection system. The loops are the thermal inverseresistance type. A fire warning gives both aural and visual alarms.

• • •

Forward cargo Aft cargo Bulk cargo.

CARGO FIRE EXTINGUISHING DUCT LEAK AND OVERHEAT DETECTION The duct leak and overheat detection system detects overheat conditions due to hot air leaks. Each engine has a dual-loop detection system.The loops are the thermal inverseresistance type. An overheat caution gives both aural and visual alarms.

The cargo fire extinguishing system puts out fires in the three cargo compartments. The fire extinguisher bottles are in the forward cargo compartment. The fire extinguishers can be manually or automatically discharged in flight. They are manually discharged on the ground.

ENGINE FIRE EXTINGUISHING WHEEL WELL FIRE DETECTION The engine fire extinguishing system is used to extinguish fires inside the engine nacelles. There are two fire extinguisher bottles in the fuselage for engine fire extinguishing. The two fire extinguisher bottles can be used for either engine. The engine fire extinguishing system cannot be used to put out internal engine fires.

The wheel well fire detection system detects overheat and fire conditions in the two main wheel wells. A wheel well fire warning gives both an aural and a visual alarm. The wheel well and cargo fire protection systems operate also using thermal-inverse resistance function. There are no fire extinguishers for wheel well fires.

APU FIRE PROTECTION The APU fire protection system detects fire conditions within the APU compartment. The APU fire protection system is a dual-loop system. The loops are the thermal resistive type. An APU fire warning gives both aural and visual alarms. A fire warning also causes the APU to automatically shut down. APU FIRE EXTINGUISHING The APU fire extinguisher bottle extinguishes fires in the APU compartment.There is one APU fire extinguisher bottle. The fire extinguisher can be operated on the ground or in the flight compartment. The APU fire extinguisher bottle can be discharged manually or automatically. Rev 1.0

LAVATORY AND CREW REST SMOKE DETECTION The lavatories and the optional overhead flight crew rest (OFCR), and overhead flight attendant rest (OFAR) compartments have smoke detectors. Each lavatory has one smoke detector. The optional OFCR and OFAR compartments have a smoke detector above each bunk. There are hand-held fire extinguishers in different locations around the passenger cabin. There are also hand-held fire extinguishers in the optional OFCR and OFAR compartments.


19-1

Fire Protection Thermistor Core

Detector Element

Grommet

Dual Clamp Inconel Sheath

WARNING CAUTION

Conductors

Master Caution/Warning ENG BTL 1 DISCH

Detector Element Construction

MEDC (Eng Strut)

ENG BTL 2 DISCH

DISCH 1

Weld

DISCH

2

1

L E F T

R I G H T

2

TAT

+13c TO 102.4

WARNING CAUTION1 CAUTION2 ADVISORY1 ADVISORY2 ADVISORY3 ADVISORY4 COMM HIGH COMM MEDIUM COMM LOW MEMO

102.4

21. 7

21 . 7 N1

583

583

RECALL STATUS

EGT

FL

66 . 4

Engine Fire Control Panel (P8)

2. 0

2. 0

FF

OIL PRESS

PG1 KTS

GEAR

F L A P S

5

29

29

20

5 20

ND

60

OIL TEMP

18

OIL QTY

18

0. 8

VIB

0. 8

0.0

S T A B

800 .

60

10 . 00

RUDDER TRIM

NU CAB ALT RATE

N1

L

0-340 DOWN

G/A

N2

28V DC Hot Battery Bus

250

66 . 4

N1

FUEL CONTROL R

P LDG ALT

8100 0 00 . 4000

FWD

GROSS WT

RUN

640 . 0 SAT

AFT OP

CL

MAN


+10c

243 . 4 FUEL TEMP

+13c

Head-Down Display

CUTOFF

Engine Fuel Control Module (P8)

MIC CALL L VHF

MIC

MIC CALL C VHF

MIC CALL

MIC

R VHF

MIC CALL

MIC CALL FLT

MIC CALL

MIC CALL

HF l r

CAB

PA

MIC CALL

SAT 1 2

SPKR

INT VOR R L ADF L R

V

B

R

Engine Fire Detector Element

Comm/ Warning Speaker

CCR Cabinet (2)

APP L R MKR J1

J2

J1

Audio Control Panel

J3

J2

J1

J4

J3

J2

J5

J4

J3

J5

J4

J5

RDC

Engine Fire Protection General The engine fire protection systems detects both overheat and fire conditions. These conditions are detected inside of the engine cowling and nacelle. The system does not detect internal engine fire conditions. Description The engine fire protection system has two detector loops. In normal configuration the loops operate on AND logic. If one loop fails, the other loop continues to provide protection. The loops can detect both overheat and fire conditions in the core section of the engine. Hosted applications in the common core system sets either an overheat or fire alarm dependent upon temperature. The overheat alarm temperature is lower than a fire alarm temperature. The detectors in the cooler low pressure section of the Rev 1.0

engine give an alarm at temperatures lower than the detectors in the hotter high pressure or core section of the engine. The interface between the detector elements on the engine and the hosted application is through a main engine data concentrator (MEDC). The fire protection system uses thermal inverse resistance to detect a high temperature condition. The detectors are a tube with two filament sized wires inside. An insulating thermistor material prevents a complete circuit between the two small internal wires. The thermistor insulation decreases proportionate to the temperature rise. At a high temperature, the insulation decreases enough for a circuit to be completed. The hosted application will set either a fire or overheat alarm, proportionate to the temperature present.

An instant loss of all resistance due to a short circuit to ground, or an open circuit will be identified as a fault by the hosted application. Operation These are the fire warning indications for either engine: • • • • •

Fire warning bell aural alarm Master warning lights on the glareshield EICAS warning message Red lights on the fire switch handle and fuel control switch Fire switch handle unlocks.

These are the overheat warning indications: • • •

Master caution aural alert Master caution lights on the glareshield EICAS caution message.


19-2

Fire Protection Detector Element Thermistor Core

Grommet Dual Clamp

MEDC (Eng Strut)

Conductors

Inconel Sheath Detector Element Construction

Weld

TAT +13c TO 102.4


102.4

21. 7

21. 7 N1

583

583

RECALL STATUS PG1

EGT

FL 250

66 . 4

66 . 4

2. 0

0-340 KTS DOWN GEAR

G/A

N2

F L A P S

2. 0

FF

5

29

OIL PRESS

29

60

OIL TEMP

60

20 ND

18

WARNING

N1

0. 8

OIL QTY

VIB

800 .

10 .00

18 0. 8

N1

CAUTION

SAT +10c

MIC CALL L VHF

MIC

MIC CALL

MIC CALL

C VHF

MIC CALL

R VHF

MIC CALL

MIC CALL

CAB

PA

SPKR

INT VOR R L ADF L R

V

B

0 .0

LBS X 1000

TOTAL FUEL


Head-Down Display

MIC CALL

SAT 1 2

HF r

20

RUDDER TRIM

MIC CALL

FLT

MIC CALL l

5

NU CAB ALT 8100 FWD AFT OP RATE 0 P 00 . LDG ALT 4000 MAN CL GROSS WT 640 . 0

Master Caution/Warning

S T A B

R


CCR Cabinet (2)

APP L R MKR J1

J2

J1

Audio Control Panel

J3

J2

J1

J4

J3

J2

J5

J4

J3

J5

J4

J5

RDC

Duct Leak and Overheat Detection General The duct leak overheat detector system (DLODS) monitors the engine anti-ice (EAI) supply duct for leaks. The hot air supply for EAI comes from the seventh stage of the high pressure compressor (HPC). If DLODS detects a hot air leak, the EAI automatically shuts down. The flight crew will also receive messages in the flight compartment.

The DLODS detectors are similar to the engine and APU detectors. The detectors use thermal inverse resistance to detect a high temperature alarm condition. The DLODS detector loops are monitored by the main engine data concentrator (MEDC). One of the MEDC functions controls the EAI operation.

Closing the EAI valve controller causes the EAI pressure regulating shutoff valve (PRSOV) to close. Once the EAI PRSOV closes, the EAI message near the EICAS N1 indication goes off. The EICAS caution message changes to an advisory message.

Operation Description The DLODS has two detector loops. In normal configuration the loops operate on AND logic. If one loop fails, the other loop continues to provide protection.

If DLODS detects an increase in temperature because of an EAI supply duct leak, these conditions to occur: • •

Each loop has one detector sensor on the fan case, near the EAI supply duct.

Rev 1.0

•

Master caution lights on the glareshield come on An EICAS caution message shows until the EAI valve closes The MEDC closes the EAI valve controller


19-3

Fire Protection

WARNING CAUTION

Squib XDCR


MEDC (Eng Strut)

SMCU (Fwd Cargo) ENG BTL 1 DISCH


ENG BTL 2 DISCH

TAT +13c TO 102.4

21. 7

DISCH

2

1

L E F T

R I G H T

2

N1

583

583

RECALL STATUS PG1

EGT

FL 250

66 . 4

Engine Fire Control Panel (P8)

0-340 KTS

66 . 4

2. 0

FF

29

OIL PRESS

60

OIL TEMP

18

OIL QTY

0. 8

VIB

DOWN GEAR

G/A

N2

L


102.4

21 . 7 DISCH 1

F L A P S

2. 0 5 20

29 ND

60 18

FUEL CONTROL R N1

0. 8 N 1

RUN

800 . 10 . 00 NU CAB ALT 8100 RATE 0 P 00 . LDG ALT 4000 GROSS WT 640 . 0 SAT +10c

S T A B

5 20

0 .0 RUDDER TRIM FWD AFT OP CL

MAN

LBS X 1000

TOTAL FUEL


CUTOFF

Head-Down Display

Engine Fuel Control Module (P8) MIC CALL L VHF

MIC

MIC CALL C VHF

MIC CALL R VHF

MIC CALL

Forward Cargo Door

MIC CALL

MIC CALL

FLT

MIC CALL

MIC CALL

HF l r

CAB

PA

MIC CALL

SAT 1 2

SPKR

INT VOR R L ADF L R

V

B

R


CCR Cabinet (2)

APP L R MKR J1

J2

J1

Audio Control Panel

Discharge Head Squib

J3

J2

J1

Engine Fire Extinguishing Bottles (Right Cheek Area, Aft of Fwd Cargo Door)

J4

J3

J2

J5

J4

J3

J5

J4

J5

RDC

Engine Fire Extinguishing General The fire extinguishing system puts out fires in the core or high pressure section of the engine. The core section of the engine contains all the liquids that could catch fire due to a leak. The engine fan or low pressure section of the airplane does not require fire extinguishing protection. Description There are two stainless steel fire extinguisher bottles in the left sidewall of forward cargo. The bottles contain Halon extinguishing agent, and are pressurized with nitrogen. Each bottle has these components: • • •

Squibs (2) Safety relief and fill port Pressure transducer.

Rev 1.0

The bottles are labeled 1 and 2. Bottle 2 is forward of bottle 1. In each bottle, one squib is labeled LEFT the other RIGHT. When discharged, the halon from both bottles can go to either engine. The squibs are controlled by hosted applications in the common core system (CCS). The CCS discharges a squib when a fire switch handle is first pulled up, then turned. The fire switch handles are locked in the down position. A fire alarm, or fuel control switch to CUTOFF unlocks the handle. The handle can also be unlocked manually. Amber bottle discharge lights come on with the loss of nitrogen pressure in a bottle. A frangible disc in the safety and relief fill port ruptures if the temperature of the bottle increases the nitrogen pressure too high.

Operation When a fire switch handle is pulled and turned, 28v dc power discharges a squib. The squib discharge ruptures a frangible seal. Halon under pressure goes to the engine. With the LEFT fire switch handle pulled, and turned to position 2, the left squib in bottle 2 discharges. Halon goes to the left engine. Turn the LEFT handle to position 1. The left squib in bottle 1 discharges. Halon from the second bottle also goes to the left engine. The amber bottle discharge light comes on, and an EICAS message shows when the is bottle empty. Check valves prevent halon going to an empty bottle when the other bottle is discharged.


19-4

Fire Protection

APU BOTTLE DISCHARGE


APU FIRE

APU FIRE SHUTDOWN

FLIGHT DECK CALL SW

Nose Landing Gear (Looking Forward)

FIRE BOTTLE ARMED

NWW LIGHTS

FLIGHT INPH

SERVICE INPH

NLG DOORS OFF


ARM

Vertical Aft Strut Mount

OFF

Service and APU Shutdown Panel (P40)

WARNING

Left APS Door J1

J2

J3

J4

J5

CAUTION

RDC Master Caution/Warning 28V DC Hot Battery Bus

APU

CARGO FIRE ARM

APU BTL DISCH

FWD

AFT

ARMED

ARMED

FWD

AFT

DISCH

FIRE/ OVHT TEST

A P U

DISCH

DISCH

APU and Cargo Fire Control Panel (P5) MIC CALL L VHF

MIC CALL

MIC CALL

C VHF

MIC

MIC CALL

R VHF

MIC CALL

FLT

MIC CALL l

MIC CALL

HF r

SAT 1 2

V

B

R

Detector Element

Grommet

TAT

+16c G/A 8 5. 0 8 0. 0

Dual Clamp

MIC CALL

+24c 8 5 .0 1 0 5 .0

755

100

4 5 .0

8 5 .0

WARNING CAUTION1 CAUTION2 ADVISORY1 ADVISORY2 ADVISORY3 ADVISORY4 COMM HIGH COMM MEDIUM COMM LOW MEMO RECALL

CAB

Weld

PA

MIC CALL SPKR

INT VOR R L ADF L R

Thermistor Core

APP L R MKR


Inconel Conductors Sheath

PG1

STATUS

0-340

Fwd (Looking Up)

APU Compartment With APU Removed

KTS

DOWN GEAR

Detector Element Construction

EICAS

1 3. 5

FF

1 3. 5

F L A P S

5 20

45

OIL PRESS

5 20

82 ND

10 . 00

J1

J2

J1

J3

J2

J4

J3

CCR Cabinet (2)

J5

J4

OIL TEMP

100

0. 0

S T A B

800 .

225

Audio Control Panel

250

FL

RUDDER TRIM

NU CAB ALT RATE

LO

41

OIL QTY

42

LO

BB

05.

VIB

40.

N1

P LDG ALT

8100 0 00 . 4000

FWD

AFT OP

CL

MAN

J5

FUEL QTY J1

J2

J3

J4

J5

681. GROSS WT

RDC

753.

4600.

LBS X 1000

3446.

TO REMAIN MLW

720. TOTAL FUEL

2154. 1000.

Head-Down Display

APU Compt, Fwd Firewall

APU Fire Protection General The APU fire protection system detects fires in the APU compartment. The system does not detect APU internal fires. APU fire protection is part of the propulsion fire protection system (PFPS). Only fire alarms can show for the APU. The APU fire protection system does not detect overheat conditions. Description The APU fire protection system has two loops. The loops are labeled 1 and 2. Each loop has three detector elements in the APU compartment. The APU fire protection system normally operates in AND logic. With one loop failed, the other loop can still provide fire detection protection. Hosted applications in the common core system (CCS) sets an alarm Rev 1.0

when a fire causes a high temperature in the APU compartment.

open circuit will be identified as a fault by the hosted application.

The interface between the detector elements and the CCS hosted applications goes through remote data concentrators (RDC)s.

Operation

The fire protection system uses thermal inverse resistance to detect a high temperature condition. The detectors are a tube with two filament sized wires inside. An insulating thermistor material prevents a complete circuit between the two small internal wires.

• •

The thermistor insulation decreases proportionate to the temperature rise. At a high temperature, the insulation decreases enough for a circuit to be completed. The hosted application will set a fire alarm. An instant loss of all resistance due to a short circuit to ground, or an

These are the fire warning indications for the APU:

• • • •

Fire warning bell aural alarm Master warning lights on the glareshield EICAS warning message Red lights in the APU fire switch handle on the P5 panel come on The fire switch handle unlocks The APU automatically shuts down.

An APU fire warning on the ground with both engines off will cause these additional indications: • •

Red warning light on the nose landing gear (NLG) P40 panel A warning horn sounds in the NLG wheel well.


19-5

Fire Protection



APU FIRE SHUTDOWN


NWW LIGHTS

Nose Landing Gear (Looking Forward)

FLIGHT INPH

SERVICE INPH

NLG DOORS OFF

ARM


OFF

Service and APU Shutdown Panel (P40)

WARNING CAUTION

Master Caution/Warning 28V DC Hot Battery Bus

FWD APU Compartment APU APU Fire Extinguishing Bottle

CARGO FIRE ARM

APU BTL DISCH

FWD

AFT

ARMED

ARMED

FWD

AFT

APU Fire Bottle (Fwd of APU Firewall) APU Fire Extinguishing Bottle Squib

DISCH

FIRE/ OVHT TEST

A P U

DISCH

DISCH TAT

APU and Cargo Fire Control anel (P5)

+16c G/A 8 5. 0 8 0. 0

+24c 8 5.0 1 0 5 .0

755

100

4 5 .0

8 5 .0


MIC CALL L VHF

MIC CALL

MIC CALL

C VHF

MIC CALL

MIC CALL

FLT

MIC CALL l

CAB

PA

MIC CALL

EICAS

HF r

SAT 1 2

MIC CALL SPKR

INT VOR R L ADF L R

PG1

STATUS

0-340

KTS

DOWN GEAR

R VHF

1 3. 5 MIC

250

FL

MIC CALL

V

B

R

APP L R MKR

FF

1 3. 5

OIL PRESS

82

F L A P S

5 20


45

5 20

ND 800 . J1

J2

J1

J3

J2

J1

J4

10 . 00

J5

J3

J4

J2

J3

J5

J4

J5

CCR Cabinet (2)

RDC

Audio Control Panel

225

OIL TEMP

LO

41

OIL QTY

42

LO

BB

05.

VIB

40.

N1

100

0. 0

S T A B

RUDDER TRIM

NU CAB ALT RATE P LDG ALT

8100 0 00 . 4000

FWD

AFT OP

CL

MAN

FUEL QTY

681. GROSS WT

753.

720. TOTAL FUEL

4600.

LBS X 1000

3446.

TO REMAIN MLW

2154. 1000.

View From Right Side of APU Compt Looking Outboard

Head-Down Display

APU Fire Extinguishing •

General The APU fire extinguishing system put fires in the APU compartment. Operation of the fire extinguishing system is either automatic or manual. The 787 has one fire extinguisher. The bottle can be discharged three different ways.

Manual Operation If an APU fire alarm occurs, the crew does these functions in the flight compartment: •

• Description • The APU stainless steel fire extinguisher bottle installs in the 48 section in the tail. The bottle is on the forward side of the APU compartment forward bulkhead or firewall. The fire extinguisher bottle has these components: • •

A squib Safety relief and fill port

Rev 1.0

Pressure transducer.

Push the master warning light to cancel the light and the aural warning Pull and turn the APU fire switch handle Verify the amber APU BTL DISCH light comes on.

When the APU fire is out, the lights in the fire switch handle go out. The EICAS warning message also cancels. If an APU fire alarm occurs on the ground in an unattended mode the ground crew can do these functions: •

Push the APU FIRE

• •

SHUTDOWN switch on the P40 panel Verify the amber FIRE BOTTLE ARMED light comes on Push the APU BOTTLE DISCHARGE switch.

When the APU fire is out, the red APU FIRE light on the P40 panel goes out. Automatic Operation The APU fire extinguisher can also discharge automatically. Automatic discharge can occur both on the ground in flight. If an APU fire alarm occurs, hosted applications in the common core system (CCS) start a timer function. If an alarm still exists after 15 seconds, with the fire extinguished not discharged, the fire extinguisher automatically discharges.


19-6

Fire Protection TAT

+16c

8 0. 0

G/A

+24c 8 5 .0 1 0 5 .0

755

100

4 5 .0

8 5 .0

8 5. 0

WARNING


CAUTION

RECALL FL


STATUS

0-340

PG1

KTS

DOWN GEAR

EICAS

1 3. 5

27V DC Hot Bat Bus

250

Smoke Detectors

CARGO FIRE

Smoke Detectors

FWD

AFT

ARMED

ARMED

FWD

AFT

1 3. 5 82

F L A P S

5

Aft/Bulk Cargo Compt

225

OIL TEMP

20

LO

41

OIL QTY

42

LO

BB

05.

VIB

40.

N1

0. 0

S T A B

800 .

10 . 00

Fwd Cargo Compt

5

ND

ARM

APU BTL DISCH

FF

OIL PRESS

20

45

100

RUDDER TRIM


8100 0 00 . 4000

FWD

AFT OP

CL

MAN

FUEL QTY

DISCH

FIRE/ OVHT TEST

A P U

DISCH

681. GROSS WT

Cargo Smoke Detector (Side View)

DISCH

753.

4600.

LBS X 1000

3446.

TO REMAIN MLW

720. TOTAL FUEL

2154. 1000.

Head-Down Display

APU and Cargo Fire Control Panel (P4)

CCR Cabinet (2)

Detection (Forward Cargo Area)

C MIC CALL L VHF

MIC

MIC CALL

MIC CALL

MIC CALL

R VHF

VHF

MIC CALL

MIC

l

MIC CALL

FLT

MIC CALL

CAB

MIC CALL

SAT 1 2

HF r

SPKR

INT VOR R L ADF L R

V

B

R

Detection (Aft Cargo Area)

PA

APP L R MKR


J1

J2

J1

Audio Control Panel

J3

J2

J1

J4

J3

J2

J5

J4

J3

J5

J4

J5

RDC

Cargo Fire Protection General The 787 cargo compartments meet the Class C requirements for fire containment. The cargo fire protection system does these functions: • • •

Detect smoke conditions Detect fire conditions Monitor aft cargo compartment temperature.

There are two cargo compartments monitored on the 787. The forward cargo compartment is monitored. The aft cargo compartment and bulk cargo compartment are monitored together as one compartment. Description The 787-8 has 14 smoke detectors in forward cargo. The 787-9 has 18 smoke detectors in forward cargo. Rev 1.0

The 787-8 has 8 smoke detectors in the combined aft and bulk cargo compartments. The 787-9 has 11 smoke detectors in the same two compartments. The detectors connect to two channels, A and B. The smoke detectors install in service trays, which are overhead in the cargo compartments. The smoke detectors are monitored by hosted applications in the common core system (CCS).

Operation If high temperature or smoke causes a fire warning alarm, these functions occur: • • • •

• The smoke detectors have two different color light emitting diodes (LED) and photo cell sensors. This lets the smoke detectors identify the difference between dust and smoke particles. The smoke detectors have thermal resistive temperature sensors. The CCS detects fire conditions with the sensors when there is a high temperature in a cargo compartment.

•

Glareshield master warning lights come on An EICAS warning message shows An aural alarm bell sounds Either a FWD or AFT CARGO FIRE red switch light on the P5 panel comes on Airplane airflow control systems either shut down or go to an override mode The nitrogen generating system (NGS) shuts down.

The flight crew pushes a master warning light switch to cancel both the red warning light and aural fire alarm bell. With the fire out, the red EICAS warning message cancels. The P5 red cargo fire switch light also goes off.


19-7

Fire Protection Filter/ Regulator Flow Vlv/Squib

WARNING CAUTION

Squib XDCR

+16c

TAT

8 0. 0

G/A

+24c 8 5 .0 1 0 5 .0

755

100

4 5 .0

8 5 .0

8 5. 0

Flow Vlv/Squib


HRD

LRD

FL

250

STATUS

0-340

PG1

KTS

DOWN GEAR

(OPT) (OPT)

EICAS


1 3. 5

FF

1 3. 5

OIL PRESS

82

F L A P S

5 20

45

5 20

ND

10 . 00 OIL TEMP

225

100 RATE

SMCU (Fwd Cargo)

LO

41

OIL QTY

42

LO

BB

05.

VIB

40.

N1

P LDG ALT

Fwd Cargo Compt

Aft/Bulk Cargo Compt

RUDDER TRIM

NU CAB ALT

Cargo Smoke Detector

0. 0

S T A B

800 .

8100 0 00 . 4000

FWD

AFT OP

CL

MAN

FUEL QTY

681. GROSS WT

753.

4600.

LBS X 1000

3446.

TO REMAIN MLW

720. TOTAL FUEL

2154. 1000.

Head-Down Display

CCR Cabinet (2)

Fire Extinguishing Discharge Nozzle 28V DC Hot Bat Bus

CARGO FIRE ARM

APU BTL DISCH

FWD

AFT

ARMED

ARMED

FWD

AFT

DISCH

FIRE/ OVHT TEST

A P U

Flow Valve Squib

Flow Valve (1 Each for Aft & Fwd Cargo Compt)

DISCH

DISCH

APU and Cargo Fire Control Panel (P5) MIC CALL L VHF

MIC

MIC CALL

MIC CALL

C VHF

MIC CALL

R VHF

MIC CALL l

MIC CALL

FLT

MIC CALL

MIC CALL

HF r

CAB

PA

MIC CALL

SAT 1 2

SPKR

INT VOR R L ADF L R

V

B

R

APP L R MKR

Cargo Compt Fire Extinguishing Bottles Comm/ (Right Cheek Area, Aft of Forward Cargo Door) Warning Speaker

J1

J2

J1

Audio Control Panel

J3

J2

J1

J4

J3

J2

J5

J4

J3

J5

J4

J5

RDC

Filter/Regulator

Cargo Fire Extinguishing General The cargo fire extinguishing system uses Halon to put out fires in the cargo compartments. The system maintains a 5% concentration. This keeps fires from restarting while the airplane remains in flight. The fire extinguishing system supports fire suppression for these ETOPS configurations: • • •

180 minutes 240 minutes 330 minutes.

The fire extinguishing system can be controlled manually or automatically. Description The 180 minute fire extinguishing system has two high-rate discharge (HRD) and three low-rate discharge (LRD) fire extinguisher bottles. The Rev 1.0

240 minute system adds a fourth LRD bottle. The 330 minute system adds a fifth LRD bottle. Each bottle has an explosive cartridge or squib.

Manual Operation

All of the cargo fire extinguishing bottles are in the right sidewall of forward cargo. A filter/regulator near the fire bottles controls the rate that Halon leaves the LRD bottles.

•

There are two flow valves, one for forward cargo, and one for combined aft and bulk cargo compartments. Each flow valve has a squib. The squib for the selected cargo compartment flow valve will break a seal which sends Halon to that compartment. The other flow valve prevents Halon from going to the other cargo compartment.

•

A squib monitor and control unit (SMCU) monitors squib condition. The SMCU also operates the necessary squibs for fire bottle discharge and flow valve control.

For a cargo fire alarm the crew does these steps:

•

•

Cancel the master warning light and alarm bell Push the cargo fire switch that has either FWD or AFT with red lights on to arm the fire extinguisher system Push the DISCH switch and verify the amber DISCH light comes on Verify the red FWD or AFT light goes out to indicate the fire out.

Automatic Operation Hosted applications in the common core system (CCS) can automatically discharge the fire extinguishers. This happens for a cargo fire alarm with the airplane in the air, and at least one engine running. The flight crew then follows with manual operation.


19-8

Fire Protection WARNING

STAT

CAUTION

ELEC

GEAR

HYD

FCTL

FUEL

EFIS/DSP

AIR

DOOR

MAINT

WHEEL WELL FIRE DETECTION

CB MAN

LEFT WW


SENSOR CHANNEL WW DET L1 A B

Right W/W Left W/W

WW DET L2

A B A B

WW DET L3

STATUS TEMP(F)

SENSOR CHANNEL WW DET L4 A B

XXX XXX XXX XXX XXX XXX

NORM FAULT NORM FAULT NORM FAULT

WW DET L5 WW DET L6

TEMP(F)

DESCRIPTION BRAKE-FWD LO BRAKE-AFT LO

A B A B

DESCRIPTION BRAKE-FWD LI BRAKE-AFT LI

XXX XXX PRESSURE

TEMP(F)


TEMP(F)

XXX XXX PRESSURE

XXX XXX

TIRE-FWD LO TIRE-AFT LO

STATUS

FAULT NORM FAULT NORM FAULT NORM

TIRE-FWD LI TIRE-AFT LI

Main Wheel Well

XXX XXX

RIGHT WW SENSOR CHANNEL WW DET R1 A B A WW DET R2 B A WW DET R3 B

STATUS TEMP(F)

SENSOR CHANNEL WW DET R4 A B A WW DET R5 B A WW DET R6 B


NORM FAULT NORM FAULT NORM FAULT TEMP(F)

DESCRIPTION BRAKE-FWD RI

DESCRIPTION BRAKE-FWD RO

XXX XXX

BRAKE-AFT RI

BRAKE-AFT RO

PRESSURE

TEMP(F)


TEMP(F)

XXX XXX PRESSURE

XXX XXX

TIRE-FWD RI TIRE-AFT RI

STATUS

FAULT NORM FAULT NORM FAULT NORM

TIRE-FWD RO TIRE-AFT RO

AUTO EVENT MESSAGE

DATE

XX XXX XX

XXX XXX UTC

XX:XXX:XX

Head-Down Display Dual-Element Wheel Well Fire Detector

Main Landing Gear Wheel Well

CCR Cabinet (2)

Spoiler #6 MIC CALL L VHF

MIC

MIC CALL C VHF

MIC CALL

MIC CALL

R VHF

MIC CALL

MIC CALL

FLT

MIC CALL

MIC CALL

HF l r

CAB

SPKR

INT VOR R L ADF L R

V

B

R


PA

MIC CALL

SAT 1 2

APP L R MKR


Detection (Main Landing Gear Wheel Wells)

J1

J2

J1

Audio Control Panel

J3

J2

J1

J4

J3

J2

J5

J4

J3

J5

J4

J5

RDC

Wheel Well Fire Detection General The wheel well fire detection system detects both overheat and fire conditions in the two main landing gear wheel wells. Depending on the temperature sensed in a wheelwell, the flight crew can get a fire warning or overheat caution message. The normal cause of overheat and fire conditions is from very hot brakes and wheels. Description The wheel well fire detection system has six sensors in each wheel well. The sensors are installed in the wheel wells to be close to the landing gear wheels and axles, with the landing gear retracted.

Rev 1.0

Each sensor has two detector elements, labeled A and B. The detector elements operate using the thermal inverse resistance function. Each detector in a sensor sends a difference in resistance, based upon higher temperatures to a different remote data concentrator (RDC). The six sensors in a wheel well connect to four different RDCs. For either an overheat or fire condition to be detected, at least two different elements connected to two different RDCs must sense the high temperature. The RDCs send high temperature data to hosted applications in the common core system (CCS). The flight control electronics (FCE) will slightly raise, or "gap" spoilers 6 and 9. Air can now flow through the wheel wells. The cooler air helps to lower brake and wheel well temperatures.

There are no fire extinguishers for wheel well fire protection. Operation The FCE gaps spoilers 6 and 9 at takeoff, and for the first five minutes of flight. This helps to cool the brakes and the wheel wells. The FCE will also gap spoilers 6 and 9 for these three conditions: • • •

Wheel well temperature >140F/60C Wheel well overheat caution Wheel well fire warning.

If the flight crew gets a wheel well overheat caution message, they extend the landing gear. When the caution clears the landing gear can be retracted. For a wheel well fire warning the flight crew extends the landing gear.


19-9

Fire Protection Call Light/ Reset Switch WARNING CAUTION

Master Call Light

Master Caution/Warning MIC CALL L VHF

MIC

MIC CALL C VHF

MIC CALL

MIC CALL

R VHF

MIC CALL l

FLT

MIC CALL

MIC CALL

HF r

MIC CALL

Status LED

CAB

MIC CALL SPKR

SAT 1 2

INT VOR R L ADF L R

V

B

R

Horn Cancel Button

PA


APP L R MKR

Audio Control Panel

Lavatory Ceiling, Looking Up

Smoke Detector Lavatory

Self Test Button TAT

+16c G/A 8 5. 0 8 0. 0

+24c 8 5 .0 1 0 5 .0

755

100

4 5 .0

8 5 .0

WARNING CAUTION1 CAUTION2 ADVISORY1 ADVISORY2 ADVISORY3 ADVISORY4 COMM HIGH COMM MEDIUM COMM LOW MEMO RECALL FL

250

PG1

STATUS

0-340

KTS

DOWN GEAR

Flight Crew Rest

EICAS

1 3. 5

Flight Attendant Rest

FF

1 3. 5

OIL PRESS

82

F L A P S

5 20

45

5 20

ND

10 . 00 225

OIL TEMP

LO

41

OIL QTY

42

LO

BB

05.

VIB

40.

N1

0. 0

S T A B

800 .

100

RUDDER TRIM


8100 0 00 . 4000

FWD

AFT OP

CL

MAN

FUEL QTY

681. GROSS WT

OFCR (Optional)

Lav (Typ)

OFAR (Optional)

Attnd Sw Pnl

CAP Indication

753.

4600.

LBS X 1000

3446.

TO REMAIN MLW

720. TOTAL FUEL

2154. 1000.

Head-Down Display

Lav (Typ)

J1

J2

J1

J3

J2

J1

J4

J3

J2

J5

J4

J3

J5

J4

J5

CCR Cabinet (2)

RDC

Lavatory and Crew Rest Smoke Detection The smoke detectors have these features:

General The lavatory and crew rest smoke detectors detect only smoke conditions. The detectors will cause an aural alarm in the cabin or crew rest areas. The flight crew will get a aural and visual EICAS alarm. Control of the alarms is from hosted applications in the common core system (CCS). When necessary, fire extinguishing is done manually by the crew. The crew uses hand-held fire extinguishers. Description The lavatory and crew rest smoke detectors are almost the same. Each lavatory has one smoke detector. The crew rest areas has smoke detectors in the entry areas; and above each bunk. Rev 1.0

• •

• • • •

Light emitting diode (LED) status light Smoke detector horn Horn cancel switch Self-test switch.

The smoke detectors have both red and blue LEDs in them. A photo diode sensor detects the light reflected in a mirror by particles in the detector. The detector uses the color of the light reflected by the particles. Smoke particles reflect one color light, dust particles reflect a different color light. This helps to prevent a false or nuisance alarm. The smoke detector status light shows these conditions: • •

Steady green light indicates the detector operates correctly Flashing green light indicates the detector requires maintenance

Steady red indicates either a test or an alarm Flashing red indicates the detector has failed.

The horn cancel button turns off the alarm if no smoke is detected for 30 seconds. Operation The alarm indications for lavatory and crew rest are almost the same. These are the indications for a lavatory smoke alarm: • • • • • • •

Smoke detector horn Red status LED Lavatory call light flashes Flight attendant call light comes on, chime sounds Cabin attendant panel (CAP) message shows EICAS message shows A call light above a crew rest door comes on for crew rest smoke.


19-10



20


20

Ice and Rain Protection The CIPS uses only a de-ice function for ice protection of the CAP inlets.

Introduction PRIMARY ICE DETECTION SYSTEM The primary ice detection system (PIDS) automatically detects icing conditions. The system uses two probes icing detection. With icing present, a message shows on the EICAS displays. PIDS data also goes to other ice and rain protection systems. Many of these systems automatically activate when icing conditions exist. ENGINE ANTI-ICE SYSTEM The engine anti-ice (EAI) system is a thermal system. It uses hot high pressure compressor (HPC) air to heat the lip of the engine inlet cowl. Control of the EAI system is both automatic and manual. EAI messages show on the EICAS and maintenance pages displays. WING ICE PROTECTION SYSTEM The wing ice protection system (WIPS) prevents ice buildup on four leading edge slats on each wing. It uses both anti-ice, and de-ice for ice protection. The WIPS uses electrical power for heat. Control of the WIPS is both automatic and manual. WIPS data shows on the EICAS and maintenance pages displays. CABIN AIR COMPRESSOR INLET ICE PROTECTION The cabin air compressor inlet ice protection system (CIPS) prevents ice buildup on the cabin air compressor (CAP) inlet. Control of CIPS is usually automatic.Control comes from a hosted application in the common core system (CCS).

Rev 1.0

•

Primary Ice Detection System

•

Engine Anti-Ice System

•

Wing Ice Protection System

•

Cabin Air Compressor Inlet Ice Protection

•

Air Data Sensor Heat

•

Window Heat System

•

Windshield Wash System

•

Water and Waste Systems Heat

AIR DATA SENSOR HEAT The air data sensor heat prevents ice buildup on air data probes, on the left and right side of the airplane nose. The air data sensor heat is automatic. The control comes from hosted applications in the CCS. Control reference comes from the air data reference function (ADRF) in the flight control electronics (FCE). WINDOW HEAT SYSTEM The window heat system prevents ice and fog buildup on the flight deck windshields. Control of the window heat system comes from hosted applications in the CCS. The CCS uses switch positions on the P5 panel to control the window heat. There are both primary and backup control switches for the window heat system. WINDSHIELD WIPER AND WASH SYSTEM The windshield wiper and wash system keeps the two forward flight deck windows clean, and clear of water on the ground. The windshield wash system has two windshield wipers and pressure wash nozzles. Control of the windshield wiper and wash system comes from switches on the P5 panel. WATER AND WASTE SYSTEMS HEAT The water and waste systems heat prevents ice buildup in the potable water lines. Water and waste systems heat also prevents ice buildup in the lavatory drain fittings. Control is automatic from hosted applications in the CCS.


20-1

Ice and Rain Systems TAT +14c

TO

102.4

102.4

21. 6

21. 6

TPR

STAT

ELEC

GEAR

FUEL 21. 5

HYD

EFIS/DSP

FCTL

21DOOR .5

AIR

MAINT

CB

N1

STAT

HYD

ELEC

GEAR

FCTL

FUEL

589

L 0.90 CB 4925

QTY MAINT

EFIS/DSP

PRESS ICE & RAIN PROTECTION

C 0.78 4925

AUTO PG 1 OF 2

APU US STANDARD UNITS

OIL PRESS L

ICE DETECTION ICE DETECTOR

EGT LO

R 1.00 4925

21. 5

RPM 100.1 EGT N 1160 C 2 30 PSI OIL TEMP 125 C OIL

21. 5

R

FAILED

589

DOOR HYDRAULIC

AIR

N

21. 5 QTY 7.6

21. 5

3 LIQUID COOLING L R QTY 0.37 LO 1.00 FF

OXYGEN ICING

20 .

CREW PRESS 1950

20 .

ENGING ANTI-ICE

VALVE COMMAND POS VALVE SENSED POS MUSCLE AIR TEMP

MUSCLE AIR PRESSURE P1 PRESSURE P1 PRESSURE STATUS P2 PRESSURE P2 PRESSURE STATUS

DUCT AIR PRESSURE ENG DISCHARGE PRESS ENG DISCHANGE TEMP

FAN CASE OVERHEAT ENG FIRE/OVERHEAT VALVE CTRL HEATER

OIL OPEN CLOSE STATUS MESSAGES 28 PRESS 28 EQUIP COOLING FWD FAN 1 CLOSE OPEN XXXEQUIP COOLING XXXFWD FAN 2 FAN FWD XXXEQUIP VENTXXX OIL XXXEQUIP FLOWXXX DET F/D 103 103 TEMP NORMAL FAILED DET SMOKE FWD E/E 1 XXX XXXF/D ISLN VALVE 20 OIL QTY 20 NORMAL FAILED XXX XXX VIB N1 0. 8 XXX XXX 0. 8 N1 XXX XXX XXX XXX XXX XXX ON OFF

PG 1 OF 3 ALTITUDE AIRSPEED

XXXXX XXX

FLIGHT PHASE TAT

ENG TYPE

AUTO EVENT MESSAGE

DATE

XX XXX XX

34.0

FUEL QTY

0.0

640. 0 SAT +10c

38.0

TOTAL FUEL

GROSS WT LBS X 1000

72. 0 FUEL TEMP

+13c

NEXT PG

INIT XXX RR

UTC

XX: XXX: XX

Head Down Display J1

Ice Det

J2

J3

J4

RDC

J5

J1

J2

J3

J4

J5

Ice Det

RDC

CCR Cabinet (2) Flight Control Electronics (4)

RPDU

RPDU

Primary Ice Detection System General The primary ice detection system (PIDS) identifies icing conditions. The PIDS sends icing data to hosted functions and applications in the common core system (CCS). These ice and rain systems use the ice detection system data for automatic operation: • • •

Engine anti-ice (EAI) Wing ice protections system (WIPS) Cabin air compressor inlet ice protection system (CIPS).

Description The PIDS has two probe assemblies, one on the left side, and one on the right side of the airplane nose. Each PIDS probe has these internal components: Rev 1.0

• • • •

Heater Wet temperature sensor Dry temperature sensor Control and fault monitoring circuit cards.

The PIDS detectors also get air data from the flight control electronics (FCE) air data reference function (ADRF). The PIDS uses this data to detect icing conditions: • • • • • • • •

Moisture Ground speed Air/ground data Angle of airflow (AOA) Ambient air temperature Total air temperature (TAT) Total air pressure (Pt) Static pressure (P0).

The two PIDS detectors are independent and redundant. The PIDS can operate with one detector inoperative.

The PIDS detector heater keeps ice from building up on the detector body. Operation The PIDS dry temperature sensor measures total air temperature. The PIDS uses the wet temperature sensor to measure the difference of the temperature of the air necessary to evaporate liquid moisture from the air, and ambient air temperature. The PIDS detector circuit card uses these two temperature references to detect current icing conditions. The PIDS sends icing data to the systems that use ice detection for automatic operation. Ice detection messages and PIDS fault messages can show on the EICAS and maintenance pages.


20-2

Ice and Rain Systems

Fan VLV (PRV)

Core VLV (PRSOV)

Booster Anti-Ice

MEDC 7th Stage HP Port

M Temp Sensor

Fan Air Controller Air Cooler (CAC)

J1

J2

J3

J4

J5

RDC ANTI-ICE WING AUTO OFF

L AUTO ON

OFF

ENGINE ON

OFF

Primary Ice Detection System (PIDS)

R AUTO ON

TAT +13c

TO

102.4

102.4

21. 7 STAT

Anti-Ice Panel (P5)

ELEC

GEAR

FCTL

HYD

FUEL

EFIS/DSP

21. 7

AIR MAINT

DOOR

N1

CB

583

STAT

ELEC

GEAR

583

HYD

FCTL

FUEL

EFIS/DSP

AIR

L 0.90 4925

QTY PRESS

EGT

C 0.78 4925

66. 4

DOWN

ICE DETECTION

GEAR

ICE DETECTOR

OXYGEN

2. 0

OIL LIQUID COOLING 29 PRESS L R QTY 0.37 LO 1.00

STATUS MESSAGES EQUIP COOLING FWD FAN 1 60

OIL TEMP

J1

J2

J3

J4

F L A P S

2. 0

VALVE COMMAND POS

20

VALVE SENSED POS MUSCLE AIR TEMP MUSCLE AIR PRESSURE

ND

60

L

S T A B

10. 25

0. 0

P1 PRESSURE P1 PRESSURE STATUS

P2 PRESSURE RUDDER TRIM P2 PRESSURE STATUS

NU

DUCT AIR PRESSURE

EQUIP VENT FAN FWD

18

OIL QTY

18

0. 8

VIB

0. 8

ENG DISCHARGE PRESS

EQUIP FLOW DET F/D

ENG DISCHANGE TEMP FAN CASE OVERHEAT

DET SMOKE FWD E/E 1

N1

F/D ISLN VALVE

N1

ENG FIRE/OVERHEAT

34. 0

J5

FUEL QTY

0. 0

640. 0 SAT +10c PG 1 OF 3

VALVE CTRL HEATER

CLOSE OPEN XXX XXX XXX NORMAL XXX FAILED XXX XXX XXX XXX XXX OFF

38. 0

TOTAL FUEL

GROSS WT

RDC

R

ICING

OPEN CLOSE XXX XXX XXX FAILED XXX NORMAL XXX XXX XXX XXX XXX ON

ENGING ANTI-ICE

29

EQUIP COOLING FWD FAN 2

CCR Cabinet (2)

L

FAILED

N2

RPM 100.1 EGT 1160 C FF 30 PSI OIL TEMP 125 C OIL QTY 7.6

CREW PRESS 1950

CB

AUTO PG 1 OF 2

US STANDARD UNITS

R 1.00 4925

66. 4

LO

APU OIL PRESS

DOOR

MAINT

ICE & RAIN PROTECTION

HYDRAULIC

LBS X 1000

ALTITUDE

72.AIRSPEED 0 FUEL TEMP

XXXXX XXX

+13c

FLIGHT PHASE TAT ENG TYPE

INIT XXX RR

NEXT PG

AUTO EVENT MESSAGE

DATE

XX XXX XX

UTC

XX: XXX: XX

Head-Down Display

Engine Inlet Anti-Ice System • •

General The engine anti-ice (EAI) uses hot engine bleed air to keep ice from forming on the inlet cowl. EAI also keeps ice from forming in the low pressure booster compressor. Each engine has an EAI system. Both systems are independent in their operation. EAI operation is both automatic and manual.

The control of the EAI comes from a main engine data concentrator (MEDC). The EAI has these components: • • • • •

EAI valve Controller air cooler (CAC) Core valve (PRSOV) Temperature sensor Fan valve inlet pressure sensor

Rev 1.0

Air for the EAI control and thermal heating comes from the 7th stage of the high pressure compressor (HPC). There are control switches on the P5 panel for EAI. These are the positions of the switches: • • •

Description

Fan valve (PRV) Fan valve outlet pressure sensor.

OFF AUTO ON.

Operation With the control switch to ON, the MEDC operates the EAI valve on the engine. Air from the core valve body goes through the CAC to the EAI valve. The MEDC controls the EAI valve to regulate the air pressure to the core valve. The core valve opens to send 7th stage HPC bleed air to

the fan valve and booster anti-ice. The core valve is used as a pressure regulating shutoff valve (PRSOV). The MEDC monitors the fan valve inlet and outlet pressure sensors. The MEDC uses this pressure to control the core valve to regulate the air pressure that goes to the inlet cowl. The MEDC uses the temperature sensor to detect hot air leaks in the system. The fan valve is a back up PRSOV to the core valve. If the air pressure from the core valve goes above 50 psi. the fan valve begins to modulate closed. This keeps the air pressure in the inlet cowl lip from going more than the maximum pressure. With the control switch in AUTO, primary ice detection system (PIDS) ice data goes to the common core system (CCS). The CCS sends this ice data through a RDC to the MEDC. The MEDC automatically controls the EAI to operate.


20-3

Ice and Rain Systems Zone A

Zone B

Zone C

Outboard Heater Mat

Zone D

Zone E

Center Heater Mat

Zone F

Slat 6

Inboard Heater Mat

Slat 7

Note: Center Heater Mat includes Temperature Sensor.

Typical Slat Slat 5

Slat 8

Slat 4

Slat 9 Slat 10

Slat 3 Slat 2

Slat 11

Wing Ice Protection Controller

Slat 1

Slat 12

STAT

ANTI-ICE

ELEC

GEAR

OFF

WING AUTO

ON

OFF

L AUTO

ENGINE ON

OFF

R AUTO

FCTL

HYD

FUEL

EFIS/DSP

AIR

DOOR

MAINT

STAT

TAT

QTY PRESS

ON J1

J2

J3

J4

C

X.XX OF XXXX

R

X.XX RF XXXX

ELEC

GEAR

CB

HYDRAULIC

L

HYD

102.4

21.6

21.6

X.XX LO XXXX

FUEL

EFIS/DSP

FCTL

+14c TO1 102.4

AIR MAINT

DOOR CB

TPR

J5

APU

RPDU

RDC

OIL PRESS

RPMXXX.X EGTXXXXC X.XX XX PSI OIL TEMP XXXCSTAT OIL QTYELEC LIQUIDGEAR COOLING

OXYGEN

L

Anti-Ice/Lighting Panel (P5)

CREW PRESS XXXX

QTY

HYD

AIR

MAINT

R

X.XX LO

X.XX RF WING ICE PROTECTION

P150

L

STATUS MESSAGES

P200

ICE DETECTION ALTITUDE AIRSPEED

XXXXX X.XX

FLIGHT PHASE

WAI #1 ELCF STATUS WAI #1 ELCF CURRENT 28VDC VOLTAGE

J4


J5

588

PG 3 OF 3

CCR Cabinet (2)

R1 230 VAC BUS VOLTAGE WAI #2 ELCF COMMAND WAI #2 ELCF STATUS WAI #2 ELCF CURRENT 28VDC VOLTAGE R3 230 VAC BUS VOLTAGE

Head Down Display

RDC

WAI #3 ELCF COMMAND WAI #3 ELCF STATUS WAI #3 ELCF CURRENT 28VDC VOLTAGE L1 230 VAC BUS VOLTAGE WAI #4 ELCF COMMAND WAI #4 ELCF STATUS WAI #4 ELCF CURRENT 28VDC VOLTAGE

AUTO MESSAGE

66.4

N2

TAT

21.5 PH B 2.0

ENG TYPE PH A

WAI #1 ELCF COMMAND

J3

AUTO

CB

R

NO ICING 66.4

ICING

L3 230 VAC BUS VOLTAGE

J2

DOOR

N1

588

EGT

P100

J1

21.5

21.5

FUEL

EFIS/DSP

FCTL

XXX ON ON XXX XXX XXX OFF OFF X XXX XXX OFF FAILED X w8mt-29-00-0003 XXX XXX ON ON XXX XXX DATE

N3 FF

CRUISE XXX GE-68K

21.5 2.0

PH C

XXX XXX OIL -28-- PRESS 28 --XXX XXX XXX OIL XXX 106 XXX TEMP 106 XXX --20-- OIL QTY 20 -X N1 0.8 X VIB 0.8 N1 XXX XXX XXX XXX ----X X XXX XXX XXX XXX ----XXX XXX XXX XXX

XX XXX XX

UTC

GROSS WT

640.0 SAT

+10c


243.4 FUEL TEMP

+13c

XX: XXX: XX

Wing Ice Protection System General The wing ice protection system (WIPS) prevents ice buildup on four slats of each wing. The WIPS can also remove ice buildup on the same four slats on each wing. Description The WIPS uses electrical power to heat the eight slats for anti-ice and de-ice operation Each of the four slats on each wing have three heater mats. The mats are bonded to the inner surface of each slat. Each heater mat gets 235v ac power from three different power panels: • • •

P100 P150 P200.

Control of the ac electrical power to each of the heater mats comes from one of 24 control cards. The control cards are in the wing ice protection controller (WIPC). Each card controls the heater mats for the same slat position on both wings. Control of WIPS is either manual or automatic. The control switch has an AUTO and ON positions. In AUTO, WIPS operates when the primary ice detection system (PIDS) sends icing data to the common core system. Operation

There are a total of 48 heater mats. Rev 1.0

The center heater mat in each slat has a temperature sensor. The sensors are used to control the amount of electrical power going to heater mats.

With the WING control switch in AUTO, WIPS operation begins at takeoff, with ice detected.

There are three operation modes for WIPS: • • •

Anti-ice Limited anti-ice De-ice.

In anti-ice mode, continuous electrical power goes to the heater mats on all eight slats. WIPS operates in this mode from takeoff to an altitude of 20,300 feet. In the limited anti-ice mode the outboard heated slat on each wing does not get electrical power. The limited anti-ice mode operates from 20,300 to 30,500 feet. The three inboard slats of each wing continue to be heated in the anti-ice mode. For altitudes above 30,500 feet WIPS operates in a deice mode. In the deice mode each slat has a heating cycle from between 1 - 4 minutes. Built up ice is loosened, and airflow takes the ice off the slat.


20-4


J5

J4

J3

J2

J1

RDC

STAT

ELEC

GEAR

Temperature Sensors

STAT

ELEC

GEAR

HYD

FUEL

EFIS/DSP

FCTL

AIR MAINT

J4

J3

J2

J1

QTY

L 0.90

C 0.78

PRESS

4925

4925

LO

FUEL

EFIS/DSP

ANTI-ICE

L

R

115 VAC BUS VOLTAGE

XXX ON XXX XXX XXX XXX XXX XXX XXX XXX ON

XXX OFF XXX XXX XXX XXX XXX XXX XXX XXX OFF

FLIGHT PHASE

INIT XXX RR

HEATER COMMAND

HEATER COMMAND B

HEATER COMMAND A

HEATER VOLTAGE A


HEATER VOLTAGE B HEATER VOLTAGE C QTY 7.6 HEATER TEMPERATURE A

OFF

ON

OFF

ENGINE ON

R AUTO

OFF

OXYGEN


CREW PRESS 1950

ON


CB

CAC INLET ICE PROTECTION

R 1.00 4925

APU

RDC OIL PRESS

L AUTO

DOOR

AUTO PG 2 OF 2

CB

HEATER COMMAND C

WING AUTO

AIR MAINT

ICE & RAIN PROTECTION

US STANDARD UNITS

HYDRAULIC J5

HYD

FCTL

DOOR

HEATER TEMPERATURE B PACKS STATUS

ALTITUDE AIRSPEED

XXXXX XXX

TAT ENG TYPE

Anti-Ice Panel (P5) AUTO EVENT MESSAGE PG 1 OF 3

CAC Inlet

DATE

XX XXX XX

UTC

XX: XXX: XX

NEXT PG

Head Down Display

J1

J2

J3

J4

J5

CCR Cabinet (2)

RPDU RDC


Cabin Air Compressor Inlet Ice Protection General The cabin air compressor inlet ice protection system (CIPS) removes ice build-up on the inlet for the cabin air compressors (CAC). The CIPS uses electrical power for the de-ice function. Description There are two CAC inlets. One inlet on each side of the airplane. One inlet sends air to two CACs. Control of CIPS comes from hosted applications in the common core system (CCS). CIPS operate automatically with the engine anti-ice (EAI) system selected on manually or automatically. One or both CACs connected to the inlet must be on to arm the CIPS to operate. Rev 1.0

Each CIPS has two temperature sensors. The CCS uses the temperature sensor in flight to control electrical power to the CIPS heating elements. On the ground, the CCS sends the temperature data through the CCS to the electronic engine controls (EEC) and flight management functions (FMF). The EECs and FMFs use this data to calculate total air temperature (TAT) on the ground. The EECs and FMFs use TAT for thrust management calculations. CIPS does not operate with the airplane on the ground. CIPS does not operate in the air with the CAC inlet deflector not retracted. Operation In the air, CIPS operates for one of these conditions:

• •

On-side EAI control switch selected to ON On-side EAI control switch selected to AUTO and primary ice detection system (PIDS) ice detected.

With CIPS on, 115v ac power goes from a remote power distribution unit (RPDU) goes to the heating elements. The power is cycled to the heating element. The de-ice cycle time is: • •

One minute on 15 minutes off.

The CCS hosted application uses the temperature sensor to control the CAC inlet temperature to 285F (141C). Each CIPS has two thermal fuses for overheat protection. The thermal fuses are set to open at 363F (184C).


20-5


Left Pitot

Right Pitot TAT +14c

TO

102.4

102.4

21. 6

21. 6

TPR

STAT

ELEC

GEAR

Center Pitot

TAT RPDU

RPDU

21. 5 FUEL

HYD

FCTL

EFIS/DSP

HYDRAULIC QTY

L 0.90

PRESS

4925

21 .5 DOOR

AIR

MAINT

CB

N1

589

C 0.78

EGT LO

4925

21. 5

589 R 1.00 4925

21. 5

APU N2 C RPM 100.1 EGT 1160 OIL PRESS 30 PSI OIL TEMP 125 C OIL


Right AOA

Left AOA

21. 5

N3

QTY 7.6

21. 5

LIQUID COOLING L R QTY 0.37 LOFF 1.00

2. 0

OIL STATUS MESSAGES 28 PRESS EQUIP COOLING FWD FAN 1 EQUIP COOLING FWD FAN 2 EQUIP VENT FAN FWD OIL EQUIP FLOW DET F/D 103 TEMP DET SMOKE FWD E/E 1 F/D ISLN VALVE

20

20 .

28

103 34. 0

OIL QTY

20

VIB

0. 8

PG 1 OF 3

Off On

HI

HI

LO

235v ac Backup Bus

HI

S S P C

LO

Eng Rng

S S P C

N1

SAT +10c

0. 0

38. 0


72. 0 FUEL TEMP

+13c

NEXT PG

Head Down Display

LO

CAS <50 Kts

P400 Panel

P300 Panel Gateway RPDU

FUEL QTY

GROSS WT

640. 0 N1 0. 8

CCR Cabinet (2)

Flight Control Electronics

Air Data Sensor Heat General The air data sensor heat system prevents ice build up on external sensor probes. The air data sensor heat system uses electrical power to heat these probes: • • •

Pitot probes (3) Angle-of-attack (AOA) probes (2) Total air temperature (TAT) probe.

Description Control of air data sensor heat is automatic. There are no control switches in the flight deck for sensor heat. Indications show on EICAS and maintenance pages of the head down displays (HDD). Control of the air data sensor heat comes from hosted applications in the common core system (CCS). The Rev 1.0

hosted applications use data from the air data reference functions (ADRF) to operate the sensor heat system. Electrical power for the sensor heat comes from remote power distribution units (RPDU)s. Operation Left and right pitot heat have two power levels, 115v ac and 200v ac. There must be power on the airplane, and an engine running for pitot heat to operate. With airspeed less than 50 knots, 115v ac goes to the sensor probes heat elements. With airspeed more than 50 knots, 200v ac goes to the same probes heat elements, to increase the temperature.

single phase power goes to the probe. With airspeed greater than 50 knots, two phases of power goes to the probe, to increase the temperature. The AOA probes get 115v ac power for heat elements in both the sensor vanes and the sensor case. Power goes to the elements with electrical power on the airplane, at least one engine running, and airspeed more than 50 knots. The TAT probe gets 115v ac power for the heat element. The TAT probe heat comes on with electrical power on the airplane, one engine running, and airspeed more than 50 knots.

The center pitot heat gets one or two phases of 115v ac power. With power on the airplane, and an engine running, airspeed less than 50 knots,


20-6

Ice and Rain Systems WINDOW HEAT

PROTECTION UNIT

Anti-Ice

Spare Temp Sensor

PROTECTION UNIT

WINDOW HEAT

Anti-Ice

TAT +14c

TO

102.4

102.4

21. 6

Window Heat Protection Unit - B

Window Heat Protection Unit - B Spare Sensor

L Side

L Fwd

R Fwd

21. 5 STAT

Spare Sensor

R Side

ELEC

GEAR

HYD

FUEL

J3

J4

21. 5 AIR

DOOR

EFIS/DSP

EGT

21. 5

J1

J5

J2

J3

J4

J5

OIL PRESS

RDC

RDC

21. 5

HYDRAULIC C 0.78 LO N2 4925

L 0.90 4925

21 APU. 5 J2

N1

589MAINT 589 CB

FCTL

QTY PRESS

J1

21. 6

TPR

R 1.00 4925

21. 5

N3

RPM 100.1 EGT 1160 C FF C OIL 30 PSI OIL TEMP 125

20 .

20 . 7.6 QTY

OIL

28LIQUID 28 COOLING PRESS L R QTY 0.37 LO 1.00


STATUS MESSAGES OIL TEMP EQUIPM COOLING FWD FAN 1103

103 34. 0

EQUIP COOLING FWD FAN 2 EQUIP VENT FAN FWD

20

OIL QTY

20

0. 8

VIB

0. 8

N1

PDP (P300)

RPDU

AC-1 SSPC

AC-1 SSPC

AC-2 SSPC

AC-2 SSPC

AC-1 SSPC

AC-1 SSPC

PG 1 OF 3

FUEL QTY

0. 0

N1

SAT +10c

38. 0

TOTAL FUEL

GROSS WT

640. 0

EQUIP FLOW DET F/D F/D ISLN VALVE

LBS X 1000

72. 0 FUEL TEMP

+13c

NEXT PG

Head Down Display

PDP (P400)

RPDU

CCR Cabinet (2)

WINDOW HEAT BACKUP L FWD R FWD ON

ON J1

SIDE

L

J2

J3

J4

J5

RDC

PRIMARY R

FWD

FWD

ON

ON

ON

SIDE ON

INOP

INOP

INOP

INOP

Window Heat/Emergency Lights Module (P5)

Window Heat System General The window heat system prevents the buildup of ice and fog on the four flight deck windows. By keeping the windows warmer, the window heat system also helps to prevent the flight deck windows from shattering due to a bird strike. The two forward windows have both primary and backup heat systems. The two side windows have a primary system only. Description The control of the window heat system comes from hosted applications in the common core system (CCS). Control of the window heat system is automatic. The control switches on the P5 panel are for the flight crew to de-select or reset window heat. Rev 1.0

The two forward windows have both anti-fog, and anti-ice protection. The two side windows have anti-fog protection only. The backup heat system for the forward windows is anti-fog protection only. The CCS uses remote power distribution units (RPDU) to turn on and off the window heat system. When on, the PRDUs send 115v ac bus power to solid state power controllers (SSPC) in two power distribution panels (PDP).The SSPCs control power to the windows Electrical power goes through conductive transparent layers. The conductive layers are between the glass and acrylic layers of each window. Each window also has primary and spare temperature sensors. The CCS uses the temperature sensors to control the amount of power that goes to heat the windows, and to protect the windows from overheating.

The interface to the windows for power, protection, and electrical grounds are the two window heat protection units (WHPU). This is because the carbon reinforced plastic composite structure does not conduct electricity. Window heat indications show on the control switches, and the heads down display (HDD) EICAS and maintenance pages. Operation With power on the airplane, the CCS sends 33% of total power to the windows for a short time. This prevents thermal shock to a cold window. After the time interval, 100% of available power goes to the windows, until the target temperature is reached. When necessary, the CCS will cycle the power on and off to the windows to maintain target temperature without overheating.


20-7

Ice and Rain Systems L WIPER OFF INT

R WIPER OFF INT

LOW

LOW

HIGH

HIGH

L WASHER

R WASHER

RPDU

Wiper Electronic Control Unit (WECU)

M

Wiper Electronic Control Unit (WECU)

M

F i l t e r

M RPDU J1

J2

J3

J4

Tank Assy

J5

RDC

RPDU

P r o t

M Pump Module

J1

STAT

ELEC

GEAR

CCR Cabinet (2)

J2

J3

J4

J5

RDC

Windshield Washer Pump/Tank

FCTL

HYD

AIR

FUEL

EFIS/DSP

QTY

L 0.90

HYDRAULIC C 0.78

PRESS

4925

4925

DOOR

MAINT

LO

CB

R 1.00 4925

APU RPM 100.1 EGT 1160 C OIL PRESS 30 PSI OIL TEMP 125 C OIL QTY OXYGEN CREW PRESS 1950


STATUS MESSAGES EQUIPM COOLING FWD FAN 1 7.6 EQUIP COOLING FWD FAN 2 EQUIP VENT FAN FWD EQUIP FLOW DET F/D F/D ISLN VALVE

PG 1 OF 3

NEXT PG

Head Down Display

Windshield Wiper and Wash System General The windshield wiper and wash system keeps the two forward flight deck windows clean and clear of water. The system is used on the ground only. Control of the windshield wiper and wash system is manual. There is a wiper control switch and a washer control switch for each of the two forward windows. Description Each windshield wiper gets control power from a wiper electronic control unit (WECU). The WECUs get electrical power from a remote power distribution unit (RPDU). The WECUs send wiper control data to the common core system through remote data concentrators (RDC). Wiper data shows on heads-down displays (HDD) maintenance pages. Rev 1.0

The WECUs are in the forward upper part of the forward electronics equipment (EE) compartment. They are directly below, and forward of the windows. Each wiper has an electric motor, also below, and forward of the window. The windshield wash system has a pump tank assembly in the flight deck. The assembly is in a closet, on the left side of the flight deck, behind the captain. The assembly has a solution tank and two electric motor operate pumps, one for each window spray nozzle. The solution tank is made of a translucent plastic; which makes it easy to see the level of the solution remaining in the tank. The tank must be serviced again periodically. The tank can be easily serviced without having to be removed from the pump tank assembly.

Operation The wiper control switches are the four position rotary type. The switch has an intermittent (INT) position. In this position, the wiper cycles every seven seconds. In LOW, the wiper cycles 80 times per minute. In HIGH the wiper cycles 120 times per minute. With the switches selected to OFF, the wipers automatically move to the park position. The windshield wash system sprays a cleaning solution onto the two forward windows. The wash control switches are the push button type. A RPDU sends 28v dc power to the two washer switches. When pushed, the switch sends the 28v dc power to one of two pump motors in the windshield washer pump tank assembly. The pump will operate as long as the spray switch is pushed.


20-8


STAT

ELEC

GEAR

HYD

FCTL

FUEL

EFIS/DSP

AIR

DOOR

MAINT

CB

HYDRAULIC L 0.90 4925

QTY PRESS

J1

J2

J3

J4

P U M P

J5

P U M P

C 0.78 4925

LO

R 1.00 4925

APU OIL PRESS


OXYGEN

RDC

CREW PRESS 1950

QTY 7.6


STATUS MESSAGES EQUIP COOLING FWD FAN 1 EQUIP COOLING FWD FAN 2 EQUIP VENT FAN FWD EQUIP FLOW DET F/D DET SMOKE FWD E/E 1 F/D ISLN VALVE

PG 1 OF 3

NEXT PG

Head Down Display

RPDU

RPDU CCR Cabinet (2)

Lavatory Service Panel J1

J2

J3

J4

J5

RDC

Water and Waste Systems Heat General The water and waste systems heat does these functions: •

•

Prevent ice on the two drain fittings and flapper valves in the lavatory service panel Prevents ice in the potable water supply lines.

Description Control of the water and waste systems heat is automatic. The control comes from hosted applications in the common core system (CCS). There are two types of heaters for the water lines. One type has heating elements integrated in the water line. The other type are heating elements in manifolds. These heating elements are molded to the form of the water lines. Rev 1.0

There are heater and water temperature sensors in these areas of the airplane: • • • • •

Bulk cargo compartment Aft cargo compartment Wing box Forward cargo compartment Lavatory waste tank drain fittings.

There are a total of eleven potable water hoses that are heated. There are a total of six water temperature sensors. The CCS monitors the drain fitting and water temperature sensors through remote data concentrators. The CCS controls the electrical power to the heater elements through remote power distribution units (RPDU).

Operation With electrical power on the airplane, the CCS hosted application looks at the temperature of the water in the supply lines. With the water temperature at, or near freezing the CCS controls the RPDUs to send 115v ac power to the heater elements. The water and waste systems heat operates on the ground and in flight. Water and waste systems heat data show on maintenance pages of the heads down displays (HDD).


20-9

Cabin Systems

Cabin Systems

21

Cabin Systems

21

Cabin Systems Introduction FLIGHT CREW OXYGEN Flight crew oxygen is gaseous and comes from one bottle. Two flight crew oxygen bottles are optional. There are four masks that connect to the flight crew oxygen system. The masks are for the pilot, first officer, first observer and second observer. The oxygen bottle or bottles can be refilled from an optional service panel. CABIN CREW/PASSENGER OXYGEN The cabin crew/passenger oxygen system is gaseous. There are oxygen bottles in each passenger service unit, flight attendant service unit, and lavatory service unit. There are gaseous oxygen bottles in service units above the bunks for the optional overhead crew rest areas.

The potable water system has two tanks and two pumps. The two tanks send water through one or both pumps to a common manifold system. During servicing of the water system, water is treated for possible bacteria, viruses and other harmful organisms with ultraviolet light. The potable water tanks are aft of bulk cargo. The tanks are outboard the two waste tanks. VACUUM WASTE SYSTEM There are two waste systems, left and right. There is one waste tank for each system. The waste tanks use a vacuum system.

The cabin crew/passenger oxygen system is for use in emergencies.

LAVATORY WASTE SYSTEM

The walkaround bottles are for use in an emergency. POTABLE WATER SYSTEM The potable water system sends water to the galleys and lavatories. The potable water system can also send water to the optional humidifiers for the flight deck and overhead crew rest areas.

Rev 1.0

•

Cabin Crew/Passenger Oxygen

•

Cabin Crew/Passenger Oxygen - Walkaround

•

Potable Water System

•

Vacuum Waste System

•

Galley Waste Systems

•

Lavatory Waste System

•

Overhead Flight Crew Rest

•


GALLEY WASTE SYSTEM There are two separate galley waste systems. Water, gray water, and waste from optional waste disposal units drain to their respective waste tank.

The cabin crew/walkaround bottles are gaseous. The walkaround bottles are in different locations through the passenger cabin.

Flight Crew Oxygen

The waste tanks are aft of bulk cargo. The tanks are in the center of the fuselage, between the two potable water tanks.

There are different sizes of oxygen bottles. The number of oxygen masks supported, determines the size of the oxygen bottle.

CABIN CREW/PASSENGER WALK AROUND OXYGEN

•

There are two separate vacuum lavatory waste systems. Water, gray water, and waste from toilets and optional bidets drain to their respective waste tanks. OVERHEAD FLIGHT CREW REST The overhead flight crew rest area is optional. The crew rest area has two bunks and one seat for rotating-duty flight crew. OVERHEAD FLIGHT ATTENDANT REST The overhead flight attendant rest area is optional. The crew rest area has six bunks for rotating-duty cabin crew. This rest area can only be used in cruise flight.


21-1

Cabin Systems TAT +14c

TO1

102.4

102.4

21.6

21.6 CREW OXYGEN LOW

EPR

STAT

ELEC

DOOR

GEAR

HYD 21 .5

FUEL 21.5

AIR

FCTL

MAINT

CB

N1

HYDRAULIC C

588

L QTY

0.90

PRESS

4925

0.78

OF

588R 1.00

LO

EGT 4925

100.1

RPM OIL PRESS

30

PSI

OXYGEN CREW PRESS

1950

N2 OIL TEMP

21.5 2 . 0QTY

66.4

106

1160

EGT

125

C

C

OIL QTY

7.6

21.5 2.0

N 3LIQUID COOLING L R FF 0.37 LO 1.00

OIL STATUS MESSAGES 28 PRESS

FLIGHT CONTROL SYS RAM FAN CONTROL L CONTROL WHEEL XDCR

RF

4925

.4 66 APU

OIL TEMP

20

OIL QTY

20

0.8

VIB

0.8

TOTAL FUEL

GROSS WT LBS X 1000

640. 0 N1

F/O Oxygen

Captain Oxygen

28

106

N1

PG 1 of 3

243. 4 FUEL TEMP

SAT +10c

CCR Cabinet (2)

+13c

1st Observer Oxygen

NEXT PG

2nd Observer Oxygen

Head Down Display

CREW OXYGEN

C

CAUTION

Remote Fill Panel (Optional)

RPDU

J1

J2

J3

J4

J5

RDC

Flight Crew Oxygen An oxygen bottle has these components:

General The 787 airplane normally comes with one gaseous oxygen bottle for the flight crew. Two bottles are installed as an option. The oxygen bottle is on the right tunnel area of the forward electronic equipment (EE) bay. The bottle(s) attach to the right outboard side of the nose landing gear wheel well. The bottle is normally removed for servicing. An optional remote fill panel can be installed. When installed the remote fill panel is on the forward bulkhead of the nose landing gear wheel well. Description The bottle is made of graphite composite material. It weighs 19 lbs. (9 kg.) empty and 29 lbs. (13 kg) when fully serviced. Rev 1.0

• • • • • •

Shutoff valve Pressure regulator Frangible disc Pressure gage Pressure transducer Fill fitting.

The bottle has a capacity of 115 cu. ft. (3030 liters). The normal full pressure of the bottle is 1850 psi. (1850 kPag) at 70F (21C). The pressure shows on the bottle direct reading pressure gage. The bottle pressure also shows on the EICAS status page of the heads down display (HDD). A low pressure caution message can show on EICAS.

The frangible disc for a bottle ruptures at 2700-3000 psi, at a temperature of 70F/21C. The oxygen leaves the O2 bottle through a vent manifold. The oxygen pressure forces a green disc out of the fuselage, on the right side of the nose. The oxygen bottle connects to a manifold with three circuits. The three circuits connect to these masks: • • •

Captain’s mask First officer’s mask First and second observer.

Three volumetric fuses are in the manifold. The fuses prevent a complete loss of oxygen if part of the manifold leaks.

The manifold has a pressure sensor. The pressure regulator decreases the bottle pressure to a usable 60-85 psi.

Each oxygen mask stows in a box. With the mask stowed, and the box door closed, an internal valve shuts of the flow of oxygen.


21-2

Cabin Systems

N 100% PUSH

EMERGENCY PRESS TO TEST

Flight Crew Oxygen Masks donning tabs on the front of the mask to inflate the harness.

General There are four masks for these flight crew members: • • • •

Captain First officer First observer Second observer.

The masks stow in boxes next to each of the four seats. Doors on the box keep the mask stowed. Description The masks are the full-face type with smoke goggles. The goggles can be removed from the mask when not required. The masks have a harness that inflates with oxygen pressure. The inflated harness lets the crew member put the mask over their face fast. The crewmember pushes on Rev 1.0

When the mask gets removed from the storage box, a microphone inside the mask automatically connects to the flight interphone. The mask has two controls. The first control is a lever that sets the mask for either 100% oxygen, or oxygen diluted with ambient air. The second control is a knob that can turn, or be pushed. This knob controls the positive flow emergency setting when turned. The knob tests the flow of oxygen through the mask when pushed. This knob also gets pushed when the TEST AND RESET lever on the stowage box door gets pushed to TEST with the mask stowed. A blinker device shows a yellow colored cross with the flow of oxygen present. The cross no longer shows when the flow stops.

The mask has an automatic pressure breathing mode. This mode operates when cabin altitude is between 34,000 and 45,000 feet. In this mode, positive oxygen pressure in the mask helps to prevent a hypoxia condition. Operation Push the lever on the left door of the stowage box. This tests the flow of oxygen. You can hear the oxygen flow, and see a yellow cross in the blinker. To use the mask, pull it out of the stowage box. The shutoff valve (SOV) in the box automatically opens and a flag shows. Push the donning tab to inflate the harness. In diluted or 100%, inhale to start the flow of oxygen. Emergency is a constant flow. Stow the mask, close the doors, and push RESET to close the SOV. The OXY ON flag goes out of view.


21-3

Cabin Systems 28v dc

28v dc

PASS OXYGEN

Local Electronics

ON

Low Pressure Manifold Control Valve (Typ)

Control Valve (Typ)

Breath Sensor

J1

J2

J3

J4

Breath Sensor

J5

RDC

(Attendant/Lavatory/Crew Rest Similar)

PSU (Typ) Pulse Flow Indicator LED

TAT +14c

Bite Indicator LED

TO1

102.4

102.4

21. 6

21. 6

PASS OXYGEN ON TPR

21. 5

21. 5 N1

CCR Cabinet (2)

588

Cabin Pressure Control System

588

EICAS EGT

66. 4

66. 4

N2

21. 5 2. 0 28

106

N1

N3 FF OIL PRESS

OIL TEMP

21. 5 2. 0 28

106

20

OIL QTY

20

0. 8

VIB

0. 8

TOTAL FUEL

GROSS WT N1

640. 0 SAT

+10c

LBS X 1000

243. 4 FUEL TEMP

+13c

Head Down Display

Cabin Crew and Passenger Oxygen General The cabin crew and passenger oxygen system uses gaseous bottles. The bottles are in these service units: • • • •

Passenger service units (PSU) Attendant service units (ASU) Lavatory service units (LSU) The optional overhead flight crew rest (OFCR) and overhead flight attendant rest (OFAR) compartments.

the door, bottle, and flow of oxygen to the masks. Each controller also tests its components during ground tests. Each oxygen bottle has these components: • • • •

Pyrotechnic disc cutter Low-pressure manifold Frangible burst disc Constant output pressure regulator set to 16 psi.

The masks are the oral nasal type, without a reservoir bag. The masks dilute oxygen with cabin air.

Description The bottles are of three different sizes. The number of masks determines the size of the bottle. The minimum number masks is one, the maximum number is six. The bottle is made of aluminum and the pressure of a fully charged bottle is 3000 psi. Each service unit has a controller. The controller controls the opening of Rev 1.0

Operation Operation to open the doors for the masks comes from a hosted application in the common core system (CCS). The CCS opens the service unit doors automatically when cabin altitude is more than 15,000 feet. The CCS also opens the

doors when pilots select the passenger oxygen switch on the P5 panel to ON. An amber ON indication shows on the switch with the oxygen system on. Each controller has an interface with these components: • • •

Individual mask control valves Breath sensors Pyrotechnic disc cutter.

To start oxygen flow, put a mask on and inhale. A breath sensor sends a signal to the controller. The controller activates the disc cutter to break the frangible disc. Oxygen goes through the regulator to the low pressure manifold. The controller gets cabin altitude data from the CCS. The controllers use the data to calculate how much oxygen to pulse to the masks with each inhaled breath. The amount of oxygen is determined by blood saturation requirements between 10,000 and 43,100 feet.


21-4

Cabin Systems Battery Pack Cover

AA Batteries (3)

Conventional Portable Bottle

Electronic Portable Bottle

Cabin Crew and Passenger Portable Oxygen General The cabin crew and passenger oxygen system can be used for these emergencies: • •

Loss of cabin pressure Medical emergencies.

The portable oxygen bottles are stowed in different locations in the passenger cabin. Description There are two different types of bottles used in the 787. One bottle is the conventional type with a valve, regulator, pressure gage, and mask. The other bottle has electronic control, similar to the attendant and passenger oxygen system. The conventional portable oxygen bottle has these components: •

Oxygen cylinder

Rev 1.0

• • • • • •

Shutoff valve (SOV) Regulator assembly Pressure gage Mask Mask stowage pouch Carrying strap or handle.

The electronic portable oxygen system has these components: • • • • • • • • •

Oxygen cylinder Manifold assembly Battery pack On/Off switch lever Pressure gage Battery power indicator and test switch Mask Mask stowage pouch Carrying strap or handle.

regulator will allow the flow of oxygen at a comfortable pressure based upon the current cabin altitude. For the electronic bottle, move the lever to on. Place the mask over the nose and mouth. When inhaling, a differential pressure sensor detects a decrease in pressure. Electrical power will pulse a solenoid valve. With each pulse of the valve, a measured amount of oxygen flows based upon current cabin altitude. With a fully charged battery pack, the electronic bottle has 180 minutes of control power.

Operation For the conventional bottle, open the valve and place the mask over the nose and mouth. When inhaling, the


21-5

Cabin Systems Toilet Assy (Typ)

Washbasin (Typ)

Discharge To Lavatory/Galley/ Humidifier (Typ)

To Vacuum Waste Cabin Air To Vacuum Waste

Lavatory (Typ) Discharge To Lavatory/Galley/ Humidifier (Typ)

Fill Line Vent Valve

M

M Fill/ Supply Valve

M Mid Drain Valve

M Vent/ Overflow Valve

M Fill Drain Valve

Fwd Drain Valve

RPDU 21

UV Treatment Unit

115v ac

Water Tank (L)

RPDU 42

Water Tank (R)

115v ac

115v ac

M P Fwd

P

1

RPDU 41

M Aft

M Aft Drain Valve

POTABLE WATER QUANTITY FILL

1020

270

FILL TO

870

230

760

220

FILL TO FILL TO

640 DRAIN

530 420 340 230

FLIGHT

J1

J2

J3

J4

170

FILL TO

140

FILL TO

110

FILL TO

90

FILL TO

60

110

30

0 LITERS

0 GALLONS

UV DELAY

MAINT

SELECT

LAMP TEST

J1

J2

J3

J4

J5

J1

J2

J3

J4

J5

J5

Service Panel Quantity Indication Module

RDC

RDC

RDC

AIRLINE LOGO

MENU MAIN

CCR Cabinet (2)

POTABLE WATER STATUS

POTABLE WATER LEVEL

FILL TO QUANTITY

LIGHTING CALLSERVICE

FULL (=270 GAL)

CONTROL CHIME TEMPERATURE STATUS WASTE TANK WATER/

WINDOW CONTROL

WASTE TANK POTABLE WATER

DOOR STATUS GALLEY CHIGALLEY LLERS CHILLER CONTROL GALLEY HEATERS PASSENGER COUNT PASSENGER INFORMATION PANEL OFCR OCCUPANTS

75%

194 GAL 270

50%

GALLONS

25%

EMPTY PANEL OVERRIDE

Cabin Zone Unit 1

Note: Potable Water Tanks Aft Of Bulk Cargo



Potable Water System General The potable water system provides fresh water to these components in the airplane: • • • •

Galleys Lavatories Flight deck humidifier (optional) Overhead crew rest humidifiers (optional).

Description The potable water system has these components: • • • • • • • • •

145 gallon (551 liter) tanks (2) Water pumps (2) An ultraviolet (UV) treatment unit A fill/drain valve A fill/supply valve Vent/overflow valve A forward drain valve A mid drain valve An aft drain valve

Rev 1.0

• • • •

A pressure sensor Tank water level sensors (2) Service panel quantity indication module Select water fill quantity from cabin attendant panel (CAP) (optional).

Operation The tanks are not pressurized. Both tanks supply water to one or both pumps. The pumps are controlled by a hosted function in the common core system (CCS). The hosted function monitors a pressure sensor in the supply manifold. Normally one pump operates continuously. This keeps a constant pressure on the supply manifold. The hosted function, monitoring manifold pressure can operate both pumps to maintain enough pressure. Because a pump is always running, water must flow through the pump for

cooling. When water is not used, the water from the pump goes back into the tanks through a flow restrictor. The water pumps do not operate when both tanks are empty. The pumps are used to drain the tanks for maintenance. During servicing, both tanks get water at the same time. The water goes through the UV treatment unit. The UV treatment helps to keep any organisms in the water from getting into the tanks and the potable water system. Water servicing cannot begin until the UV system is operating. For servicing, the water quantity can be either be selected by the service panel, or optionally from a CAP. Servicing stops automatically with quantity at preselect value. The tanks can also be filled to full. With the tanks full, the water will go through the vent/overflow valve and out the aft drain fitting in the fuselage.


21-6

Cabin Systems From Potable Water System

Bidet (Option)

Cover Switch

Vent

1

Flush Switch

2

Bidet Ctrl Panel

Vent

Galley Clog Removal Vlv

M Flush Switch (Typ)

FCA

FCU

Gray Water Intfc Valve


M

(Option) Lavatory (Typ)

Galley Waste Disposal Unit

Galley (Typ)

Inlet and Diverter

Vacuum Blower

J1

J2

J3

J4

Liquid Separator

To Right System

Point Level Sensor

To Right Waste Tank

J5

Waste Tank

RDC

Cont Lvl Snsr

P100 Panel

Fuselage

Vent

Clsd Open From Right Waste System

Left System Shown (Right Similar) Waste Service Panel

MAIN MENU

LAVATORY/SINK/WASTE TANK STATUS

LAVATORIES LIGHTING FWD DOOR 1L VACANT AFT DOOR 1R OCCUPIED SERVICE CALL FWD DOOR 2L VACANT FWD DOOR 2R VACANT CHIME CONTROL AFT DOOR 2R OCCUPIED AFT DOOR 2L VACANT TEMPERATURE FWD DOOR 3R OCCUPIED WATER/WASTE GALLEY SINKS TANK STATUS WINDOW DOOR 1 FORWARD CONTROL DOOR 1 AFT DOOR 2 CTR FWD DOOR STATUS

CCR Cabinet (2)

LAVATORIES GALLEY CHILLER CONTROL FWD DOOR 3L OCCUPIED AFT DOOR 3R OCCUPIED GALLEY HEATER CONTROL CTR DOOR 3L VACANT FWD DOOR 4R VACANT PASSENGER INFO. SIGNS CABIN GALLEY SINKS OCCUPANTS DOOR 2 CTR AFT DISPLAY CONTROLSDOOR 3 CTR

LEFT WASTE TANK FULL 75% 50% 25% EMPTY RIGHT WASTE TANK FULL 75% 50% 25% EMPTY

Cabin Zone Unit 1

Toilet Lid Switch

2

Toilet Seat Switch



Vacuum Waste System General

•

The vacuum waste system provides drainage for the lavatories and galleys in the airplane.

Each tank has these components:

There are no gray water drain masts on the 787 airplane. There are two separate vacuum waste systems, one on the left side, and one on the right side of the airplane. Each waste system separate from the other. A hosted function in the common core system (CCS) controls the vacuum waste system operation. Description Each vacuum waste system has these components: • • •

A 269 gallon (1018 liter) tank A vacuum blower A ball type drain valve

Rev 1.0

• • • • •

A drain valve position switch.

A liquid separator A continuous level sensor system A point level sensor Rinse nozzles (3) An inlet and diverter.

The tanks are aft of bulk cargo. Both tanks drain through a common flapper valve fitting, in the lavatory service panel. Operation Vacuum created low pressure takes contents from the galleys and lavatories and sends it to a waste tank. The vacuum sources are: • •

Vacuum blower from sea level to 16,000 feet Cabin differential pressure from 16,000 feet to service ceiling.

The tank interior is connected to ambient air through a vent line. The pressure inside the tank is equal to outside ambient pressure. A flush or drain valve must open for low pressure to start the drain operation. The liquid separator makes sure only air goes from the tank to the line. The CCS monitors the point level sensor to determine when a tank is full. With a full tank, the drain function for that vacuum waste system stops. The CCS monitors the continuous level sensor system for tank quantity. The tank quantity data can show on the cabin attendant panels (CAP). During tank servicing the rinse nozzles direct high pressure water clean the point level sensor and inside of the tank. The inlet and diverter direct waste contents away from the point level sensor and other interior tank components.


21-7

Cabin Systems Vent Galley Clog Removal Vlv

M Flush Switch


FCU

To Lavatories

M

To Lavatories

From Potable Water System

(Option) Galley (Typ)

Galley (Typical)



From Lavatories


MAIN MENU

LIGHTING

SERVICE CALL CHIME CONTROL TEMPERATURE WATER/WASTE TANK STATUS WINDOW CONTROL

Inlet and Diverter

Vacuum Blower

J1

J2

J3

J4

235v ac

J5

RDC

Liquid Separator

Fuselage

GALLEY SINKS DOOR 1 FORWARD DOOR 1 AFT DOOR 2 CTR FWD

LEFT WASTE TANK FULL 75% 50% 25% EMPTY

DOOR STATUS

To Right System

Point Level Sensor

GALLEY CHILLER CONTROL GALLEY HEATER CONTROL PASSENGER INFO. SIGNS CABIN OCCUPANTS DISPLAY CONTROLS

LAVATORIES OCCUPIED FWD DOOR 3L AFT DOOR 3R OCCUPIED CTR DOOR 3L VACANT FWD DOOR 4R VACANT GALLEY SINKS DOOR 2 CTR AFT DOOR 3 CTR

RIGHT WASTE TANK FULL 75% 50% 25% EMPTY

To Right Tank

Waste Tank

LEFT SYSTEM SHOWN (RIGHT SIMILAR)

P100 Panel

LAVATORIES VACANT FWD DOOR 1L OCCUPIED AFT DOOR 1R VACANT FWD DOOR 2L VACANT FWD DOOR 2R OCCUPIED AFT DOOR 2R VACANT AFT DOOR 2L OCCUPIED FWD DOOR 3R

Cont Lvl Snsr

Clsd Open

Cabin Attendant Panel From Right Sytem

Vent

Waste Service Panel

CCR Cabinet (2) Cabin Zone Unit Cabin Services System Controller

Galley Waste System General The gray water from the galley sinks and drains go to the vacuum waste tanks. The galleys on the left and right sides of the airplane drain to their respective vacuum waste tank. There are no gray water drain masts on the 787 airplane. The galleys equipped with the optional waste disposal unit also drain to their respective waste tank. Description Each galley sink and drain system has these components: • • • • • •

Reservoir (24 oz/710 cc capacity) Gray water interface valve Galley clog removal valve Flush switch Pressure switch Clog removal valve.

Rev 1.0

The galleys equipped with the optional waste disposal unit have these additional components: • • • • •

Rinse valve Drain valve Flush control unit (FCU) Rinse switch Waste disposal unit cover switch.

Operation A hosted function in the common core system (CCS) controls the automatic operation of the gray water interface valve. Gray water from galley drains and sinks goes to a reservoir in the galley. The gray water interface valve keeps the water in the reservoir until full. A pressure switch detects when the reservoir is full. The CCS will open the interface valve and start a flush cycle to drain the reservoir. This helps to decrease the number of

flush cycles for the vacuum waste system. The gray water interface valve can also be opened through the use of a flush switch in the galley. This allows the reservoir to drain when not completely full. On airplanes with the optional galley waste disposal unit, small amounts of food waste can be sent to the respective waste tank. The waste disposal units do not grind the food waste. With food waste in the disposal unit, the FCU opens the rinse valve and the drain valve. For both valves to open, the FCU must see the cover switch showing the cover is down. The rinse switch must also be pushed. Potable water rinses the food waste out of the bowl to the drain valve. The drain valve opens and a waste system flush cycle is started. The food waste goes to the respective waste tank. The flush cycle does not occur for insufficient vacuum, or a full waste tank.


21-8

Cabin Systems From Potable Water System

Bidet (Option)

Bidet Ctrl Panel

Vent

Flush Switch FCA

Lavatory With Bidet


Lavatory No Bidet

From Galleys

To Galley Waste Disposal Unit (Option)

From Galleys

Lavatory (Typ)


MAIN MENU

LIGHTING

SERVICE CALL CHIME CONTROL TEMPERATURE WATER/WASTE TANK STATUS

Inlet and Diverter

Vacuum Blower

J1

J2

J3

J4

J5

RDC

Liquid Separator

235v ac

Fuselage

Point Level Sensor

Vent

GALLEY SINKS DOOR 1 FORWARD DOOR 1 AFT DOOR 2 CTR FWD

GALLEY HEATER CONTROL PASSENGER INFO. SIGNS

DISPLAY CONTROLS

LAVATORIES OCCUPIED FWD DOOR 3L AFT DOOR 3R OCCUPIED VACANT CTR DOOR 3L VACANT FWD DOOR 4R GALLEY SINKS DOOR 2 CTR AFT DOOR 3 CTR

To Right Tank Cont Lvl Snsr

LEFT WASTE TANK FULL 75% 50% 25% EMPTY

DOOR STATUS GALLEY CHILLER CONTROL

CABIN OCCUPANTS

Waste Tank

P100 Panel

WINDOW CONTROL

To Right System

LAVATORIES VACANT FWD DOOR 1L OCCUPIED AFT DOOR 1R VACANT FWD DOOR 2L VACANT FWD DOOR 2R OCCUPIED AFT DOOR 2R AFT DOOR 2L VACANT FWD DOOR 3R OCCUPIED

Clsd Open

RIGHT WASTE TANK FULL 75% 50% 25% EMPTY

Cabin Attendant Panel From Right System

Left System Shown (Right Similar) Waste Service Panel

CCR Cabinet (2) Cabin Zone Unit Cabin Services System Controller

Lavatory Waste System General The lavatories come with the standard vacuum toilet. The lavatories can also have toilets with an optional bidet. The sinks have a reservoir and gray water interface valve. The lavatories and toilets can be modified for passengers with disabilities. The lavatories on the left and right sides of the airplane drain to their respective waste tanks. The lavatory flush system gets control from hosted functions in the common core system (CCS). Description The toilets have these components: • •

Flush control assembly (FCA) Flush valve

Rev 1.0

• • • • •

Rinse valve Lid closer Lid switch Seat Switch Flush switch.

For lavatories equipped for disabled passengers, there is a flush switch in two different locations. Lavatories with the optional bidet have these additional components: • • • • • •

Main unit (control) Water tank and heater Infrared sensor Pump and spray nozzle Control panel Emergency shutoff valve.

The bidet is a module that sits on top of the toilet. Passengers can control these functions through a control panel: • •

Water spray temperature Water spray pressure

•

Spray nozzle angle.

Operation To flush a toilet, push the flush switch. The FCA must see both the seat and the lid down through position switches to start the flush cycle. On toilets configured for disabled passengers, the FCA only looks for the seat to be down. With the flush switch pushed, the FCA will activate a lid closer to close the lid and seat if necessary. Once both are closed the flush cycle begins. During the flush cycle, the rinse valve uses potable water to clean the bowl. The flush valve opens for four seconds, then closes. The flush cycle lasts 15 seconds. The main unit uses the infrared sensor to make sure the seat is occupied before starting the bidet.


21-9

Cabin Systems

OFCR Entrance

Emergency Exit

Overhead Flight Crew Rest (OFCR)

Bunk Module

OFCR Entrance

FWD

Overhead Flight Crew Rest General

•

The overhead flight crew rest (OFCR) compartment is optional. The OFCR can safely have up to three flight crew members in it at a time.

• • • •

When installed, the OFCR is above the forward center section of passenger cabin zone A1. No center overhead stow bins can be installed in the area of the OFCR. Description The OFCR has two bunks in a bunk module, and a seat at the top of the entry ladder. Each bunk has a safety restraint belt. The seat has a lap belt and should harness. The seat bottom is retractable. The OFCR has these additional components: Rev 1.0

• • •

Compartment temperature control panel Light switches Warning horn Smoke detector Gaseous oxygen bottles and masks Personal air outlets (PAO) Reading lights, compartment lights and emergency exit lights Emergency exit under the right bunk.

The OFCR entry door faces forward, towards the flight deck access door. The entry door has a cipher lock, and a lock override lever at the top of the door.

Operation When a smoke or decompression alarm sounds, the flight crew members must go out of the OFCR to turn off the OFCR alarm. The alarm cancel switch is on the attendant switch panel (ASP) closest to the OFCR entry door. To use the emergency exit, lift the right bunk and open the exit door. The exit is above the right center seat row, next to the right aisle in the forward passenger cabin. The OFCR can be safely used on the ground, and in flight.

Decorator pillows in the bunk module are a customer preference, and customer furnished. The OFCR can be occupied on the ground and in flight.


21-10

Cabin Systems Aft Bunk Module

Fwd Bunk Module Fwd Bunk Module

OFAR Entrance Emergency Exit

FWD

Emergency Exit

Overhead Flight Attendant Rest (OFAR)

Overhead Flight Attendant Rest The OFAR has these additional components:

General The overhead flight attendant rest (OFAR) compartment is optional. The OFAR can safely have up to six cabin crew members in it at a time.

• • •

The OFAR installs in the aft end of passenger cabin zone D. Part of the OFAR is above the aft galley. No overhead stowbins can be installed in the aft center section of zone D with the OFAR installed. The optional drop-down stowage bin, above the aft galley cannot be installed with the OFAR installed. Description The OFAR has a total of six bunks, three in each of two bunk modules. There is a forward, and an aft bunk module with three bunks each. Each bunk has a safety restraint belt.

• • • • • •

Smoke detector Compartment temperature control panel Gaseous oxygen bottle for each bunk Personal air outlet (PAO) for each bunk Reading and compartment lights Warning horn Reading lights One emergency exit in the forward bunk module One emergency exit in the aft bunk module.

The OFAR entry door is on the left side of the cabin. The door faces passenger entry door (PED) 4L. The entry door has a cipher lock, and a lock override lever at the top of the door.

Operation When a smoke or decompression alarm sounds, the cabin crew members most go out of the OFAR to turn off the alarm. The alarm cancel switch is on the attendant switch panel (ASP) closest to the OFAR entry door. Because of passenger safety requirements, the OFAR must not be occupied during some flight phases. The flight attendants must be in the passenger cabin for these phases. The OFAR ventilation system does not operate for these critical flight phases: • • •

Airplane on ground Airplane in the air, less than 15 minutes after takeoff Airplane in the air, more than 15 minutes after top-of-descent (TOD).

Decorator pillows are a customer preference, and customer furnished. Rev 1.0


21-11

Cabin Systems

RPDU

RPDU

Decompression Warning Horn (OFAR)

Decompression Warning Horn (OFCR)

HORN SHUT OFF

EVAC COMMAND

EVAC COMMAND

ON

EVAC

ARM Speaker (Overdoor) (Typical)

OFF

OBS Audio Ovrd Control Panel (P8)

J1

J2

J3

J4

J1

Speaker Drive Module

J2

J3

J4

J5

RDC

WORK LIGHT 1

WORK LIGHT 2

J5

RDC

Attendant Switch Panel (Typ) Cabin Services System Controller

Cabin Aural Alarms All three aural alarms are a highpitched steady sound from horns.

General The cabin aural alarms are used for these three types of emergencies: • • •

Smoke Decompression Evacuation.

Description Control of the smoke and decompression alarms are automatic. Control comes from hosted applications in the common core system (CCS). Control of the evacuation alarms are manual. General control comes from a switch on the P8 panel in the flight deck. Local control comes from a switch on the attendant switch panels (ASP) at the passenger entry doors (PED). The evacuation alarm horns cannot be activated with the airplane in the air. Rev 1.0

The horns for the decompression and smoke alarms are in the optional overhead flight crew rest (OFCR) and overhead flight attendant rest (OFAR) compartments. The OFCR and OFAR have smoke detectors in the entries, and above each bunk. The smoke detectors send alarm data to the CCS. Evacuation alarm horns are customer configured. When installed, the evacuation horns will be over designated PEDs. Operation When a smoke detector sends an alarm to the CCS, the CCS use a remote power distribution unit (RPDU) to activate the applicable horns for a smoke alarm in the OFCR

or OFAR. The alarm can only be canceled by pushing the HORN SHUTOFF switch on the ASP that is closest to the compartment entrance. The CCS monitors cabin altitude. With a loss of cabin pressure, the cabin altitude increases. When cabin altitude goes above 10,000 feet the CCS activates the same horns in the OFCR and OFAR. The alarms are canceled for decompression the same way they are canceled for smoke. The flight crew can activate all evacuation horns by selecting the EVAC COMMAND switch to ON. With the switch in ARM, local evacuation alarms can be activated by the flight attendants. With the EVAC COMMAND switch on an ASP pushed, the horn above that door sounds, and the EVAC light comes on. Cancelling the alarm is the same as for smoke and decompression alarms.


21-12

22 Lights

Lights

Lights

22

Lights Introduction

•

Flight Compartment Control

FLIGHT COMPARTMENT CONTROL

•

Flight Compartment Lights

•

Exterior Lights

•

Passenger Cabin Lights

•

Emergency Lights

•

Crew Rest Lights

•

Cargo Compartment Lights

•

Servicing Lights

Switches in the flight compartment give the crew convenient control of interior and exterior lights. FLIGHT COMPARTMENT LIGHTS Flight compartment lights illuminate instruments and work stations for crew and maintenance operations. EXTERIOR LIGHTS External lights give visual indication of the airplane’s position, direction and altitude. PASSENGER CABIN LIGHTS Software controlled light emitting diodes (LED) add ambience to the passenger cabin. The LEDs can gradually change through the color spectrum. EMERGENCY LIGHTS The wireless emergency lighting system (WELS) illuminates exits and exit paths in the cabin interior. CARGO COMPARTMENT LIGHTS The cargo compartment lights give lighting to load and unload cargo. SERVICING LIGHTS Service lights illuminate access areas and compartments for ground personnel.

Rev 1.0


22-1

Lights TOWING POWER

ON BAT

MIC

MIC

MAP

MAP

CLOCK

CLOCK

HEATERS SHOULDER

LOW

HEATERS FOOT

HIGH

LOW

FOOT

INBD DSPL/ CONTRAST

CHART

WORK TABLE

WORK TABLE

HIGH


CHART

LOW

PNL/ FLOOD

SHOULDER

HIGH

LOW

HIGH

FWD PANEL BRIGHTNESS PNL/ FLOOD

INBD DSPL/ CONTRAST

OUTBD DSPL/ CONTRAST


OVHD PANEL

DOME

STORM

MASTER BRIGHT

ON

BEACON

NAV

LOGO

WING

ON

ON

ON

ON

IND LTS TEST

LEFT

LANDING

BRT RIGHT

NOSE

ON

AISLE STAND PNL/FLOOD

AUTO

PUSH ON/OFF GLARESHIELD PNL/FLOOD

DIM


TAXI OFF

STROBE OFF

ON

ON

ON

ON ON

Flight Deck Lighting Control General Switches in the flight deck give control of the lights in the flight deck and the exterior of the airplane. Description These are the different switches in the flight deck: • • •

Toggle switches Rotary switches Push button switches.

The P5 overhead panel has these flight deck lighting controls: • • • • • •

Overhead panel lights Dome lights Storm lights Master brightness control Master dim and test control Glareshield lights.

The overhead panel lights control changes the intensity of the panel background lighting. The dome lights control changes the intensity of the dome lights. A storm light switch increases the flight compartment light intensity to help reduce the mismatch between bright lighting and a dark flight compartment. The master brightness control switch controls the intensity of all the panel lights and displays.

heater control panel. These panels control the intensity of: • • • •

Instrument panel flood lights Chart lights Work table lights Map lights.

There are lighting controls on the P8 aisle stand. These provide control of: • •

Aisle stand and flood lights Floor lights.

A towing power switch sets necessary lights ON to support night towing operations.

A three position master dim and test switch does a test of the indication lights and can set them to bright. The captain and first officer each have panels to control their individual lights. Each pilot has a clock /miscellaneous control panel and a

Rev 1.0


22-2

Lights Observer Map Light

Dome Lights

Observer Map Light Aislestand Floodlight

Ceiling Wash Light

Ceiling Wash Light

Captain Map Light

First Officer Map Light

Captain Task Lights

First Officer Task Lights

Glareshield Floodlights

Captain Oxygen Box Light Forward Panel Floodlights First Officer Oxygen Box Light

Footwell Lights

Outboard Floor Light

Aislestand Floor Lights

Outboard Floor Light

Flight Deck Lights Location reading light and one shared utility light.

General The flight deck lighting system illuminates the entire flight deck for pilot activities and for maintenance or security activities. Description The flight compartment lights are adjustable intensity light emitting diodes (LED). Dome lights in the overhead give general flight deck area illumination. Floor lighting can be set ON to help locate dropped objects and to assist in getting in and out of seats. Map lights shining on the control column are available for use by each pilot. Each pilot and the observers working surface is illuminated. The observer position includes one

Rev 1.0

Other lighting is used to illuminate the aisle stand, glareshield and forward instrument panels. Oxygen box illumination allows pilots to locate and don their masks in dark ambient light conditions. Operation The flight deck lighting software is a hosted application in the common core system (CCS). The system monitors flight crew light level setting from the flight compartment switches and controls the lights through power control units (PCU).


22-3

Lights PASS SIGNS

OVHD PANEL

ANTI-ICE


CABIN CHIME

DOME

STORM

OFF

WING AUTO

ON

OFF

L AUTO

ENGINE ON

OFF

R AUTO

ON

MASTER BRIGHT

ON

BEACON

NAV

LOGO

WING

ON

ON

ON

ON

IND LTS TEST AUTO

PUSH ON/OFF


BRT LANDING LEFT

Upper Body AntiCollision Light

Tailcone Anti-Collision Light/Position Light

Rear Position Light

RIGHT NOSE

ON


TAXI OFF

STROBE OFF

ON

ON

ON

ON ON

P5 Overhead Panel

Lower Body AntiCollision Light Nose Landing Lights

Wing Illumination Light

Runway Turnoff Lights

Forward Position Light

Anti-Collision Light

Exterior Lights The wing anti-collision lights are white.

General The airplane has these exterior lights for identification and navigation: • • • • • • • • •

Body anti-collision lights (beacon lights) Wing anti-collision lights Wing forward and rear position lights Tail position/anti-collision lights Logo lights Wing illumination lights Taxi lights Landing lights Runway turnoff lights.

Description The body, wing and tail anti-collision lights are light emitting diodes (LED). The upper and lower anti-collision lights are red.

Rev 1.0

The red and green wing position LED lights are on the leading edge of the wing tips. The white wing rear position lights are on the trailing edge of the wing tips. The two white tail position/anticollision lights are LED and on the left and right side of the tailcone. The two white logo lights are high intensity discharge (HID) and are on top of each horizontal stabilizer.

Operation The exterior lights are controlled by switches on the P5 overhead panel. The BEACON switch controls the body anti-collision lights. The STROBE switch controls the wing and tail anti-collision lights. The NAV switch controls the wing forward, rear position and tail position anti-collision lights. The LOGO switch controls the logo illumination lights.

Two white HID wing illumination lights are on the fuselage forward of both wing leading edges.

The WING switch controls wing illumination lights.

The nose gear has two taxi and two landing lights. Two landing lights and one runway turnoff light are in each wing root leading edge.

The TAXI, LEFT, RIGHT, NOSE landing and two RUNWAY TURNOFF switches on the P5 control their lights.


22-4

Lights Cabin Zone Unit (Typ)

Passenger Service Module (Typ)

Lav/ Galley Crown Temp Sensor

ECS

- Architecture Archways and Bin Surface Lights - Entry Area Lights - Sidewall Lights - Ceiling Lights - Ceiling Cross-Bin Lights - Overaisle Lights - Attendant Work Lights

Passenger Service Unit (Typ)

CABIN/ UTILITY HORN SHUT OFF

EVAC COMMAND

EVAC


CSS Controller

WORK LIGHT 1

OFF

WORK LIGHT 2

Electrical

Attendant Switch Panel

Cabin Equipment Center (CEC)

Valve Control Unit

MENU

PASS OXYGEN


X Y CH

TV ON/OFF

SELECT

PASS SIGNS

A

ON

B

Passenger Signs

PCU

Core Network

CCR Cabinet (2)

J1

J2

J3

J4

J5

Passenger Oxygen System

Flight Mode Airplane Status

RDC

Flight Control Electronics

Passenger Cabin Lights General The passenger cabin lighting is software controlled. It provides illumination in the main cabin and door areas. Passenger information signs give notifications to the passengers. Description A lighting scene data base within the cabin service system (CSS) controls and configures the passenger cabin lights. Scene selection is done from the cabin attendants panel (CAP). Airplane systems and control switches interface with the CSS through the common core system (CCS) for lighting scene and information sign control. Remote power distribution units supply AC and DC power for the cabin lights. All passenger cabin lights are LEDs. Rev 1.0

The passenger cabin lights have power supplies with multiple LED segments. The LEDs show full color. The different LED modules are: • • • • • •

Bin surface lights Entry area lights Sidewall lights Ceiling lights Ceiling cross-bin lights Overaisle lights.

modules. The power supplies control the LEDs intensity (power) and scene (color) for their modules. The CSS controls information signs using airplane signals from the CCS. They are controlled ON/OFF by the CSS through passenger service modules (PSM).

Passenger information lights are LED backlit signs with fixed graphic overlays. They consist of:

Passenger reading lights are set ON/OFF at passenger service units as part of the in-flight entertainment system. They can also get set ON/OFF by an attendant at the CAP.

• • •

Attendant switch panels control work lights in the galleys and door areas through the CCS and CSS.

Fasten seat belt signs Return to seat signs Lavatory occupied signs.

Operation Cabin zone units (CZU) divide the cabin into zones. The CSS sends lighting scenes to each CZU and CZUs send signals to its LED

A thermal sensor in the airplane’s crown monitors the cabin temperature. The CSS dims the lights if a high temperature condition exists.


22-5

Lights

- Floor Proximity Lights - General Illumination Lights - Exit Locator

Exit Identifier/Exit Marking Sign WCU WCU

WCU

WCU

WCU

WCU

WCU

Exit Locator Sign

Master Attendant Switch Panel EMER LIGHTS TEST

Flight Deck Escape Hatch

EMER LIGHTS

Wireless Control Unit Prime (4)

AUTO

EMER LIGHTS

ALL DOORS GROUND SERVICE

ARMED

J2

J3

J4

J5

CCR Cabinet (2)

RDC

MANUAL

OFF

28v dc Hot Batt Bus

J1

GROUND SERVICE ON

115v ac Battery Charge Power

ON

Flight Deck Switch

Wireless Control Unit Remote

Emergency Lights General The emergency lighting system consists of exit signs and interior and exterior emergency lights. These lights give illumination during emergency evacuation.

•

•

lights illuminate the ground outside of each exit Wireless control units (WCU) consist of rechargeable lithium ion batteries and a wireless battery unit (WBU) A flight compartment switch and attendant switch.

Description The emergency lights are light emitting diodes (LED). The lighting system has: • • • •

• •

Exit locator signs to direct passengers to each exit. Exit marking signs to designate each exit Exit identifiers identify each exit when there is smoke overhead General illumination lights give the required illumination in the aisles and exit areas Seat floor proximity lights illuminate the floor Exterior passenger door viewing

Rev 1.0

Operation

units (RPDU) for 115 VAC charge power and to the airplane for control logic. The prime WCUs also have hard wire interfaces with the common core system (CCS) and remote data concentrators (RDC) via CAN buses. This is for BITE, health management and EICAS messages. Remote WCUs communicate via wireless to the prime WCUs for these functions.

The emergency lighting system is a wireless emergency lighting system (WELS). The system has a network of WCUs that control the illumination of the emergency lights. Each WCU gives DC power to the lights that connect to it. The lights remain on for 15 minutes.

Three variable voltage settings are controlled with the flight compartment or attendant switch. The emergency lights are set to:

There are two types of WCUs. Prime WCUs (4) that control and maintain the communication network and remote WCUs (25) to respond to the primary units. All WCUs are hard wired to remote power distribution

When ARMED, a loss of charging power sets the lights ON.

• • •

ON ARMED OFF


22-6

Lights

Cabin Zone Unit

Passenger Service Module - OFCR Reading Light - OFCR LED Area Light - OFAR Entry Enclosure Light

Master Call Module

Information Sign

READING LIGHT


AREA LIGHT

READING LIGHT ON/OFF

HANDSET

READING LIGHT

Switch Panel

Valve Control Unit

PASS SIGNS

PASS OXYGEN


ON

CSS Controller

Passenger Signs

CCR Cabinet (2)

J1

J2

RDC

J3

J4

J5

Passenger Oxygen System

Landing Gear Lever, Flap Lever Environmental Control System

Crew Rest Compartment Lights General

Operation

The crew rest compartments have direct and indirect lighting. Passenger information signs are also in the crew rest compartments.

The operation of the lights in the crew rest compartment is similar to the cabin lights and emergency lights.

Description The crew rest compartment lights gives convenience and safety. All of the lights in the crew rest are light emitting diodes (LED). The crew lights are: • • • • • • •

Area lights Reading lights Night lights Lavatory occupied signs Fasten seat belt signs Emergency exit signs Emergency/backup lights

Rev 1.0

Switches on the attendant switch panel control the area lights and reading lights in and around the crew bunks. Panel switch signals go to remote data concentrators (RDC), the common core system (CCS) and then to the cabin service system (CSS) for operation. Passenger information signs in the crew rests get the same information as the cabin. Lavatory occupied information comes from passenger service modules (PSM) near the crew rests. The emergency lights are part of the airplane’s wireless emergency lighting system (WELS). These lights illuminate when the airplane’s AC power is lost.


22-7

Lights

MAIN CARGO DOOR CONTROL FULL OPEN

READY TO LOCK

OPEN OFF

LOADING LIGHTS OFF

ALTERNATE CARGO DOOR CONTROL

CLOSED & LOCKED

MAIN CARGO DOOR CONTROL

TO OPEN

PRESS and HOLDthen rotate drive, release the button when the door is fully opened and stopped

ONLY

FULL OPEN

READY TO LOCK

ENGAGE/PUSH ROTATE at 1500-3000 RPM

CLOSE OFF

ON

INTERNAL

TO CLOSE

Begin Rotating drive. Press and Hold for 5 second then Press and hold until door is fully closed and latched

LOADING LIGHTS

OPEN

ON

EXTERNAL

LAMP TEST

OFF

OFF

ONLY

ENGAGE/PUSH ROTATE at 1500-3000 RPM

CLOSE

CLOSED & LOCKED

OFF

ON

INTERNAL

P44 Panel (Aft Cargo Door)

ALTERNATE CARGO DOOR CONTROL TO OPEN

PRESS and HOLDthen rotate drive, release the button when the door is fully opened and stopped

ON

EXTERNAL

LAMP TEST

MANUAL PUMP DRIVE

TO CLOSE


MANUAL PUMP DRIVE

P43 Panel (Fwd Cargo Door) Fwd Cheek Panel

Cargo Loading Light (Door-Mounted Lamp)

ON J1

OFF

J2

J3

J4

CCR Cabinet (2)

J5

RDC

RPDU

- Cargo Loading Light (Door-Mounted Lamp) - Exterior Aft Cargo Light - Exterior Bulk Cargo Light - Exterior Fwd Cargo Light - Interior Aft Cargo Compt Light - Interior Fwd Cargo Compt Light

Light Sws

Cargo Compartment Lights General Cargo lights in and around the cargo compartments provide general illumination to load and unload cargo.

The interior cargo compartment lights illuminate the interior areas of the forward, aft, and bulk cargo compartments. The lights are light emitting diodes (LED). Operation

Description Switches in the exterior control panels (P43) and in the cargo compartments adjacent to the doors operate the lights. Exterior cargo compartment lights illuminate the areas around the cargo doors. There are four high intensity discharge (HID) lights. The lights are adjacent to each cargo door. Cargo loading lights illuminate the cargo door sill and loading area. There are four halogen lights, two on the interior side of each cargo door.

Rev 1.0

The exterior lighting hosted application in the common core system (CCS) controls the cargo compartment lights. Maintenance and crew personnel use switches to set lights on and off. The switch inputs go to remote data concentrators (RDC). The RDCs send a signal to the exterior lights hosted application in the common core system (CCS). The hosted application then sends a signal to remote power distribution units (RPDU) which supply the DC power needed to set the lights on.


22-8

Lights

APU Compartment Forward Electronic Equipment Bay

Aft Electronic Equipment Bay


APU FIRE SHUTDOWN


NWW LIGHTS

FLIGHT INPH

SERVICE INPH

NLG DOORS OFF

CLOSE

ARM

OFF


P40 Panel Tailcone Compartment

Nose Gear Wheel Well ECS Compartment

ON CCR Cabinet (2) OFF

RDC RPDU

Light Sws

- Aft EE Bay Service Lights - Nose Landing Gear Wheel Well Service Lights - Main Landing Gear Wheel Well Service Lights - Air Conditioning Compartment Service Lights - APU and Tail Cone Compartment Service Lights - Forward EE Bay Service Lights

Main Gear Wheel Well

Servicing Lights off. The toggle switch inputs go to remote data concentrators (RDC).

General Servicing lights give general and direct lighting to equipment centers and compartments. Toggle switches set the lights on and off. Description The servicing light assemblies have a plastic housing with a halogen bulb. A heat resistant lens and grill protect components adjacent to them. A quarter turn fastener on the lens gives access to the bulb.

The RDCs send a signal to the exterior lights hosted application in the common core system (CCS). The hosted application sends a signal to remote power distribution units (RPDU) which supply the DC power needed to set the lights on.

Operation The exterior lighting hosted application in the common core system (CCS) controls the cargo compartment lights. Maintenance and crew personal use toggle switches to set lights on and Rev 1.0


22-9

23 Airplane Doors and Windows



23

Airplane Doors and Windows Introduction

DOOR WARNING SYSTEM

•

Doors

DOORS

The door warning system monitors the passenger and cargo door status. The door status can be monitored by crew members.

•

Passenger Entry Doors

•

Emergency Escape Slides

•

Cargo Doors

•

Cargo Doors Operation

•

Bulk Cargo Door

•

Door Warning System

•

Flight Compartment Access Door

•

Flight Compartment Windows

•

Passenger Cabin Windows

Light weight doors secure and provide access to various compartments and components on the airplane. The doors create an aerodynamic surface with the exterior skin when closed. PASSENGER ENTRY DOORS There are eight passenger entry doors (PED). The doors provide entry and allow servicing of the passenger compartment. Each door has an emergency power assist system (EPAS) and a slide/raft.

FLIGHT DECK ACCESS SYSTEM The flight deck access system (FDAS) controls entry into the flight deck. FLIGHT DECK WINDOWS The flight deck windows are composite, three layer, light weight construction windshields that resist moisture and airplane pressure loads.

EMERGENCY ESCAPE SLIDES PASSENGER CABIN WINDOWS An emergency escape slide is at each PED. The slide/raft extends from the door threshold to the ground or water. The slide/rafts can detach from the airplane in the water. CARGO DOOR Two similar hydraulically operated cargo doors are on the right side of the airplane. The doors allow for loading and unloading of cargo from the airplane. Each cargo door has an independent hydraulic system and can open in winds to 40 knots.

The passenger cabin windows and passenger entry door (PED) windows are almost the same. The windows are electronically dimmable windows (EDW). The windows increase the flying experience and give increased control to the passengers and crew.

CARGO DOORS OPERATION An exterior control panel controls the door operation. Hydraulically actuated mechanisms are mechanically and hydraulically sequenced to control door motion. The door can open and close with or without power. BULK CARGO DOOR The bulk cargo door is on the left side of the airplane. This manually operated door opens into the fuselage and gives access into the bulk cargo compartment.

Rev 1.0


23-1

Airplane Doors and Windows Flight Deck Overhead (Crew Escape) Door Fwd EE Access Door Forward Access Door

Forward Cargo Door

Aft EE Access Door

Plug Type Door (Typical)

Main Landing Gear Doors

APU Access Doors

Waste Service

Aft Cargo Door

Aft External Power

Refueling Access Door

Controls Access Door Service Access Door Bulk Cargo Door

Forward External Power Latch Type Door (Typical)

Nose Landing Gear Doors

Potable Water Service ECS

Doors handles and latch pins that keep them secure.

General The airplane doors provide general access to compartments, servicing panels and components. There is a flight deck overhead door that provides an emergency exit to flight crew members when normal exits are not available.

The door warning system supplies date to the common core system (CCS) for indication. Door status is shown on the door synoptic page.

Description The doors are made of a light weight material and are flush with the exterior skin when stowed. Generally, servicing doors and component access doors hinge on the forward side of the panel and have quick release latches that give easy access into the door. Compartment access doors are usually plug type doors that have

Rev 1.0


23-2

Airplane Doors and Windows Passenger Entry Doors

Passenger Entry Doors

Vent Flap Door Stop (12)

Mode Select Handle

EPAS Module

Latch Mechanism

Hold Open Release Handle

Hinge Mechanism

Internal Handle

Internal Handle

Girt Bar

Flight Lock Mechanism Passenger Entry Door (Interior View)

Internal View of Door Mechanisms

Passenger Entry Doors These are the major components of the PEDs:

General The passenger entry doors (PED) provide access to the airplane. There are eight entry doors, four on each side of the airplane. The doors can operate in winds up to a maximum of 40 knots. Description The eight PEDs are similar in size, shape and construction. They are plug type doors that are made of carbon fiber reinforced plastic. The door opening is 42 in (107 cm) wide and 72 in (183 cm) high.

• • • • • • • • • • •

Internal and external handles Door stops and roller guides Liners, panels, covers Latch mechanism Vent flap Hinge mechanism Hold open mechanism Mode select handle Girt bar EPAS module Flight lock mechanism.

Operation

Each PED has an emergency power assist system (EPAS) and is equipped with a slide/raft.

The eight PEDs operate in the same way. The doors are operated from the interior or exterior using the handles. The doors open outward.

An EPAS safety switch deactivates the system during maintenance (not shown).

When the door is closed, the door stops on the door and door frame hold the pressurization load.

Rev 1.0

When the handle is turned, the vent flap opens and the latch mechanism unlocks the door. The hinge mechanism holds the door parallel with the fuselage. The hinge permits the movement up and down and lets the door turn outward. A hold open mechanism on the hinge arm engages on the fuselage and holds the door open. A mode select handle controls the EPAS and slide deployment. When the two position handle moves to arm, two things happen. An electrical signal goes to the EPAS module and the girt bar gets mechanically moved into position. A flight lock mechanism on each door prevents handle movement in flight.


23-3


Pressure Gauge View Port Passenger Entry Door (Typical)

Aspirator (2 Locations) (Not Shown)

Manual Inflation Handle

Bustle Packboard Girt Bar Floor Fitting

Inflation Bottle Pack Cut Away for Clarity

Emergency Escape Slides bustle. A girt bar attaches the slide/rafts to the airplane floor.

General Each passenger entry door (PED) has a slide/raft that provides the crew and passengers a fast evacuation path out of the airplane in an emergency. Description There are two different types of slide/rafts installed on the airplane, one lane or/and two lanes. The type of slide/rafts depends on the total passenger configuration. The two different slide/rafts are similar in description and operation. The slide/rafts are inflatable structures made of nylon fabric. Each slide/raft can hold fifty seven people and inflate in less than six seconds. The slide/raft packs attach to the inner side of each PED, behind a

Rev 1.0

The slide/rafts pack has: • • • • • •

Inflation bottle Aspirator Packboard Girt bar Manual inflation handle Pressure gauge.

Operation When the doors emergency power assist system (EPAS) is armed, the slide/rafts girt bar attaches to the airplanes floor. As the door opens, the slide/raft releases from the door.

When deployed and inflated, the escape slide/rafts extend from the door threshold to the ground or water. The slide/rafts can be used as a flotation life rafts by detachment of the girt bar from the floor brackets. If the slide/rafts do not inflate automatically, a manual handle in the door threshold can be pulled to start the inflation. When using the external door handle, the EPAS and slide/rafts are automatically disarmed.

This starts the slide/rafts inflation. High pressure air releases into an aspirator, creating a jet pump effect. The high pressure air and ambient air fill the slide/rafts to their limit.


23-4


Lift Actuator (2) Lock Handle (Exterior Only)

Vent Door Push Pull Rods

Pull-In Actuator (2) Handle Push Pull Rod

Reservoir Control Panel

Latch Shaft and Cams

Latch Actuator

Lock Shaft

Electric Motor MAIN CARGO DOOR CONTROL FULL OPEN

READY TO LOCK

OPEN OFF

LOADING LIGHTS OFF

ALTERNATE CARGO DOOR CONTROL TO OPEN PRESS and HOLD then rotate drive, release the button when the door is fully opened and stopped

CLOSED & LOCKED

ONLY

Control Valve

ON

EXTERNAL ENGAGE/PUSH ROTATE at 1500-3000 RPM

LAMP TEST CLOSE OFF

ON

INTERNAL

TO CLOSE Begin Rotating drive. Press and Hold for 5 second then Press and hold until door is fully closed and latched

MANUAL PUMP DRIVE

Manual Drive Power Pack

PSDC

Control Panel

STAT

ELEC

HYD

FUEL

AIR

DOOR

TAT +13c

TO

102.4

GEAR

J1

J2

J3

J4

FCTL

EFIS/DSP

MAINT

102.4

21. 7

CB

J5

21. 7

N1

LAV VACANT

FWD ACCESS

583

F/D OVHD

583

FWD E/E ACCESS

RDC

ENTRY 1L

A

M

ENTRY 2L

A

M

EGT

ENTRY 1R

EICAS N2

ENTRY 2R

2. 0 REFUEL

AFT E/E ACCESS ENTRY 3L

A

M

A

M

ENTRY 3R AFT CARGO

CCR Cabinet (2)

66. 4

66. 4

FWD CARGO

N1

FF

2. 0

29

OIL PRESS

29

60

OIL TEMP

60

18

OIL QTY

18

0. 8

VIB

0. 8

N1

BULK CARGO

ENTRY 4L

ENTRY 4R

Witness Ports

Head Down Display

Cargo Doors General There are two hydraulically operated cargo doors on the right side of the airplane. One forward of the wing and one aft. The cargo doors provide access to the forward and aft cargo compartments to load and unload cargo. The door status shows on the door synoptic display. Both cargo doors operate in a similar manner. Description Each cargo door is 106 inches (269 cm) wide and 67 inches (170 cm) high. They are carbon fiber reinforced plastic with aluminum skin. The doors are a non-plug type door. They hinge along the top edge and open outward away from the fuselage. Five cam latches along the bottom edge hold the doors locked

Rev 1.0

and closed against airplane pressure loads.

when the airplane is on the ground with the two engines not in operation.

The major door components are in the cargo compartments, on the doors or adjacent to the doors. Each door has a:

The control panel controls the normal and manual back-up operation. The panel includes indicator lights for annunciation.

• • • • • • • •

The power pack is made-up of a reservoir, electric motor and manual drive input. The power pack holds and pressurizes the fluid for door operation.

Control panel Power pack Control valve Lock handle Lift actuator (2) Pull-in actuator (2) Latch actuator Proximity sensor (6).

Each door can open and close electrically or manually. Each door has a stand-alone hydraulic system that is independent of the airplane’s hydraulic system. Pressurized fluid operates the door. The control panel, power pack and control valve get electrical power

The lock handle gets manually operated from the exterior of the airplane only. The handle manually controls the lock sectors and vent door. The lift, pull-in, and latch actuators move the door from the fully closed and latched condition to the fully open position. Proximity sensors on the doors monitor the door positions.


23-5

Airplane Doors and Windows MAIN CARGO DOOR CONTROL

LOADING LIGHTS

FULL OPEN

OPEN READY TO LOCK

OFF

OFF

ALTERNATE CARGO DOOR CONTROL TO OPEN PRESS and HOLD then rotate drive, release the button when the door is fully opened and stopped

ONLY

ON

EXTERNAL ENGAGE/PUSH ROTATE at 1500-3000 RPM

LAMP TEST CLOSE

CLOSED & LOCKED

OFF

ON

INTERNAL

TO CLOSE

MANUAL PUMP DRIVE


Swivel Valve Overboard

Drain/ Fill Port

Manual Drive

Lift Actuator

Lift Actuator

Close

Close

Open

Open

M Door Open Sensor

Door Open Sensor

Door Open In

Door Open

Door Close

DHC

Reservoir

DHO

UL

Control Valve Power Pack

Pull-In Actuator

Pull-In Actuator

Door Closed In

Latch Sequence Control Valve

OP

OP

Mech Latch Input

Mech Unlatch Input

CL

115v ac J1

J2

J3

J4

CL

28v dc

J5

Handle Open Sensor

RPDU

RDC

Target

PSDC

STAT

ELEC

HYD

FUEL

AIR

DOOR

TAT +13c

FCTL

EFIS/DSP

MAINT

Pull-In Sequence Control Valve

OP

102.4

21. 7

CB

CL

TO

102.4

GEAR

Latch Actuator

21. 7

Target

Lock Shaft

N1 FWD ACCESS

LAV VACANT

583

F/D OVHD

Door Locked Sensor

583

FWD E/E ACCESS ENTRY 1L

A

M

ENTRY 2L

A

M

EGT

ENTRY 1R

66. 4

FWD CARGO

Door Synoptic Key Pressure Return Door Open Door Close

Latch Operated Sequence Valve

DHO - Door Hold Open Check Valve UL -

Overboard

EICAS

2. 0

DHC - Door Hold Closed Check Valve

REFUEL

CCR Cabinet (2)


A

M

A

M

ENTRY 3R AFT CARGO

BULK CARGO

Unlatch Check Valve

ENTRY 4L

ENTRY 4R

66. 4

N2

ENTRY 2R

N1

FF

2. 0

29

OIL PRESS

29

60

OIL TEMP

60

18

OIL QTY

18

0. 8

VIB

0. 8

N1

Target

Latch Shaft

Door Latched Sensor

Door Closed Sensor

Door Open Alt Drain/Fill Port

Cargo Door

Head Down Display

Cargo Doors Operation General The forward and aft cargo doors are similar. Both doors operate in a similar manner and can open in winds up to 40 knots. The electric hydraulic powered doors have manually operated locks sectors. The doors can be opened electrically (normal) or manually. Proximity sensors provide cargo door indication and sequencing.

The lock handle on the exterior door is rotated down to manually unlock the door. This opens the vent door and the five lock sectors. When the toggle switch is set to OPEN, a signal goes to the remote data concentrator (RDC) and the remote power distribution unit (RPDU). The RPDU sends 28 VDC to the control valve and 115 VAC to the power pack motor.

Two pull-in actuators rotate and start to open the door. The two lift actuators drive the door to the full open position. Uplocks in the two lift actuators hold the door fully open and two prox sensors engage. A white FULL OPEN light illuminates, signaling the release of the switch. Manual operation is available if electrical power is not. A tool with a 3/8 drive connects to the control panel.

Operation The hydraulic power and the door control valve are electrically powered when: • • •

The airplane is on the ground The two engines are OFF Ground power is available.

The cargo door control is a software application in the common core system (CCS). Rev 1.0

This sends fluid to extend the latch actuator. The extended actuator: • • •

Rotates the latch torque tube and unlocks the five cam locks Opens the door latched sensor Mechanically actuates the latch sequence valve.

Manual operation of the rocker switch and the electric pump is necessary to create and port fluid pressure to open and close the door manually. The door close operation is a similar reverse sequence.

The latch sequence valve ports fluid to the lift and pull-in actuators.


23-6

Airplane Doors and Windows Gas Spring Damper Hinge Arms (2)

Door Stop Pins (10)

Latch Mechanism (2) Inboard Latch Handle

PSDC

Door Latch Sensor (Not Shown) Latch Pins (2)

STAT

ELEC

HYD

FUEL

AIR

DOOR

TAT +13c

TO

102.4

GEAR

FCTL

EFIS/DSP

MAINT

CB

102.4

21. 7

21. 7

N1 FWD ACCESS

LAV VACANT

583

F/D OVHD

583

FWD E/E ACCESS

J1

J2

J3

J4

ENTRY 1L

A

M

ENTRY 2L

A

M

J5

FWD CARGO

RDC

CCR Cabinet (2)

EGT

ENTRY 1R

66. 4

66. 4

EICAS N2

ENTRY 2R

2. 0

FF

2. 0

REFUEL


A

M

ENTRY 3R AFT CARGO

BULK CARGO ENTRY 4L

A

M

29

OIL PRESS

29

60

OIL TEMP

60

18

OIL QTY

18

VIB

0. 8

N1 0. 8

N1

ENTRY 4R

Head Down Display

Bulk Cargo Door General The bulk cargo door provides access into the bulk cargo compartment to load and unload cargo. The door is on the left side of the airplane.

• • • •

Hinge arm (2) Gas spring Damper Latch mechanism.

Operation Description The bulk cargo door is a manually operated plug type door. The door opening is 40 inches (102 cm) wide and 46 inches (117 cm) high. The door opens inward and upward into the fuselage. Differential pressure holds the door closed in flight. The bulk cargo door components are: • • • •

Interior and exterior latch handles Latch pins (2) Latch pin sensor (not shown) Door stop pins and pads (10)

Rev 1.0

An interior or an exterior latch handle rotates to open the bulk cargo door. The exterior handle sits in a recess and is flush with the door. Movement of the one of the two handles rotates a bell crank, this moves the latch mechanism and pins to unlock the door.

The door is pulled down to bring it flush with the fuselage and close the door. A damper connected to a hinge arm limits the rate of the closing door. When the door is closed and locked, door stop pins and pads evenly distribute pressure loads around the door frame.

A latch sensor connects to the door frame and provides flight deck indication. The door rotates upward on two hinge arms. A gas spring connected to one hinge arm assists in the door upward movement.


23-7

Far

Near


PED Warning Proximity Sensor (7)

EPAS Data Concentrator

STAT

ELEC

GEAR

FCTL

HYD

FUEL

EFIS/DSP

LAV VACANT

AIR MAINT

DOOR CB

FWD ACCESS F/D OVHD

FWD E/E ACCESS EMER LIGHTS TEST

EMER LIGHTS

ENTRY 1L

M

A

ENTRY 2L

A

A

ENTRY 2R

A

A

ENTRY 3R

ENTRY 1R

FWD CARGO AUTO MANUAL ALL DOORS GROUND SERVICE

J1

GROUND SERVICE ON

J2

J3

J4

J5

RDC

REFUEL

PSDC (6)

Master Asp Passenger Entry Door


AFT CARGO

Cabin System Services

BULK CARGO

CCR Cabinet (2)

ENTRY 4L

A

ENTRY 4R

Head Down Display CAP

Door Warning System General The door warning system provides visual and aural indications to flight crew. Proximity sensors monitor the doors positions. Description Visual information is shown for: • • • •

Passenger entry doors (PED) Cargo doors Access doors Flight deck overhead door.

When any door is not closed, latched and locked three visual indications are shown. The three indications are: • • •

Messages Synoptic display Lights.

Rev 1.0

The proximity sensor system (PSS), is a hosted application in the common core system (CCS) and monitors door status.

Door warnings can be seen on:

Proximity sensor data concentrators (PSDC) and emergency power assist system (EPAS) modules monitor proximity sensors. This data goes to the CCS.

•

Operation There is one EPAS module on each PED. The modules primary function is emergency egress. The module also interfaces with the door and flight lock position sensors. This reduces the number of wires that cross the door hinge. The PSDC excites and reads up to sixteen proximity sensors that are close to it. It transmits the sensors near/far status and BITE information.

• •

Cabin attendant panels (CAP) Master attendant switch panels (ASP) Door synoptic on a heads down display.

The master ASP gives indication (blue AUTO light) when all eight PEDs mode select switches are armed. A white MANUAL light shows when all eight doors are not armed. The CAP gives indication when the PEDs are LOCKED or UNLOCKED. The door synoptic shows the status of all doors. Specific symbols are used to identify the different doors. The PEDs receive a letter in their symbol when the doors EPAS changes from armed to not armed (manual) or invalid.


23-8


FD DOOR POWER ON OFF

Flight Deck Door (Cabin Side)

F/D Door Power Switch

Flight Deck Door (Flight Deck Side)

MAIN CTRL PGS

1

2

3

4

5

ENT

FLIGHT DECK ACCESS SYSTEM (FDAS) SYSTEM STATUS

J1

J2

J3

J4

J5

ONLINE

RPDU

F/D DOOR STATUS POWER SWITCH

OFF

POSITION

LOCK

CLOSED

FAILED

RDC

ACTIVE EICAS MESSAGES F/D DOOR OPEN F/D DOOR OPEN - MSG INHIBITED

Keypad

F/D DOOR LOCK FAILED F/D DOOR AUTO UNLOCK F/D DOOR CALL

FD DOOR ACCESS AUTO DENY

F/D DOOR SETTINGS DELAY TIME

000

SECONDS

DENY TIME

000

MINUTES

DOOR CHIME

OFF

CHANGE DOOR SETTINGS

UNLKD

CCR Cabinet (2)

CHANGE ENTRY CODE

F/D Door Module Head Down Display

Flight Compartment Access Door General The flight compartment door provides access into the flight compartment. The flight deck access system (FDAS) is the primary means of locking the flight compartment door. The system gives authorized personal entry and enhanced security against intrusion. Description The FDAS is a hosted application in the common core system (CCS). The FDAS has these major components: • • • •

Keypad Door strike Switch module Power switch.

Rev 1.0

The FDAS maintenance control page can be used to program the settings of the FDAS and see the current status of the system. Operation There is a keypad is on the cabin side of the flight deck adjacent to the door. The keypad is used by authorized personnel for entry into the flight compartment. The keypad has five numeric buttons and three lights.

switch that is spring loaded to the center position. The three switch positions are: • • •

UNLKD AUTO DENY.

The crew controls entry into the flight deck with the F/D switch module. The F/D door power switch is on the P5 overhead panel on the window heat control module. The switch keeps the door unlocked for maintenance.

The door strike is on the inside right hand flight compartment door post. The door strike has a solenoid operated lock pin the extends and retracts to lock and unlock the door. There is a flight deck (F/D) switch module is on the P8 aisle stand. The switch module is a three position


23-9


Outside Acrylic

Glass Conductive Layer

Acrylic

No. 1 Window Right No. 2 Window Frame

No. 1 Window Frame

No. 1 Window Left

No. 2 Window Right

Retainer Aerosmoother Fuselage Skin

No. 1 Window Right

Flight Compartment Windows aerodynamic seal and weather seal to keep out moisture.

General There are four flight deck windows. The windows are designated left 1 and 2 and right 1 and 2.

No. 1 Windows Description

The corresponding left and right windows are identically opposite assemblies.

The left No. 1 window is the pilot’s windshield. The right No. 1 window is the co-pilot’s windshield.

The flight deck windows are composite and have a three layer laminated construction. The three layers are:

The windshields are installed externally to the airplane.

• • •

Glass Outer acrylic Inner acrylic.

An inner rubber gasket attached to the edge of the windows makes a pressure seal. A seal (aerosmoother) fills the space between the window frame and the fuselage skin to keep out moisture. The sill retainers have an additional function as an

Rev 1.0

The design of the No. 1 windows is to carry pressure loads and to withstand bird impact.

No. 2 Window Description The left No. 2 window is the pilot’s side window. The right No. 2 is copilot’s side window. The side windows installed externally to the airplane. The design of the No. 2 side windows is to carry pressure loads. The side windows use one conductive heat layer for anti-fog. Each window weighs 90lbs (40.8 kg).

The windows use two conductive heat layers for primary heat (anti-ice) and anti-fog. Each windows weighs 118 lbs (53.5 kg).


23-10


Plastic Outer Pane

Seal

Window Surface Electronically Dimmable Window (Typ)

Passenger Compartment Window (Typ)

Cabin Zone Unit (Typ)

EDW Pane Glass

Plastic Inner Pane

Includes Electrochromic Core

Electronically Dimmable Window (Typ)

RPDU

EDW Switch Controller (Typ)

Passenger Door Window (Typ)

EDW Switch Controller (Typ)

CCR Cabinet (2) Cabin Services System Controller

Cabin Attendant Panel (Typ)

Passenger Cabin Windows General The passenger compartment windows and the passenger entry door (PED) windows are electronically dimmable windows (EDW). This technology is used instead of traditional mechanical windows shades. The EDW technology enhances the flying experience, improves the comfort for the passengers, and increases the control of operation for the flight attendants. Description The passenger compartment windows and the PED windows are almost the same. The difference is the size and selectable levels of transparency. The EDWs are a laminate plastic pressure pane with a composite window frame. Nut plates and Rev 1.0

retention clips hold the EDWs in position. The EDWs are plug type and install from the interior of the airplane. Each EDW has three panes. The three panes are: • • •

Plastic outer pane EDW glass pane Plastic inner pane.

The EDW glass pane consists of two layers of glass with a gel material between them. The glass layers are bonded together. This seals the gel material inside. Two leads embedded between the glass layers give power. Operation The passenger compartment EDWs are operated from the cabin services system (CSS) or the switch/controller below the window on the reveal. The

PED EDWs can only operate from the switch/controller. The CSS provides automatic or manual control of the passenger compartment EDWs. Crew members control the EDW function from the cabin attendant panel (CAP) and the passengers near the window itself. The automatic control is done by the CSS with the use of different airplane flight phases. The status of a EDW can also be checked at the CAP. When power goes to the EDWs, the visible light transmittance changes. The PED EDWs have two selectable transparencies, transparent and opaque. The passenger EDWs have three additional intermediate settings. The passenger EDWs return to the original transparent state whenever normal airplane power is removed or airplane power is lost.


23-11

24 Cargo Handling System



24

Cargo Handling System Introduction

•

Cargo Handling System Capacities

CARGO HANDLING SYSTEM CAPACITIES

•


Forward and aft cargo compartments hold certified and non-certified containers. A bulk cargo compartment holds loose baggage. CARGO HANDLING SYSTEM The forward and aft cargo compartments have a similar cargo handling system that allows a single operator to load and unload cargo.

Rev 1.0


24-1


64" 88"

125"

5 Pallets (88 in x 125 in)



3 Pallets (96 in x 125 in) + 2 Loading Device 3

16 Loading Device 3

12 Loading Device 3

64" 96"

125"

79"

64"

61.5"

60.4"

Cargo Handling System Capacities General

Capacities

Cargo compartments are forward and aft of the wings below the passenger cabin.

The forward and aft cargo compartment dimensions are designed to carry certified unit load devices (ULD) and can accommodate non-certified ULDs.

These are the three cargo compartments in the lower deck:

An example of forward cargo is: • • •

Forward cargo compartment Aft cargo compartment Bulk cargo compartment.

The forward and aft cargo compartments have a cargo handling system for movement, transfer and storage of cargo. The bulk cargo is restrained by cargo nets and loads and unloads manually. A divider or curtain divides the bulk cargo compartment and the aft cargo compartment.

Rev 1.0

• • •

5 88 in. x 125 in. size A pallets Or 5 96 in. x 125 in. size M pallets Or 16 LD-3 containers.

An example of aft cargo is: • • •

4 88 in. x 125 in. size A pallets Or 3 96 in. x 125 in. size M pallets + 2 LD-3 containers Or 12 LD-3 containers.

The bulk cargo compartment has 402 cubic feet of cargo space.


24-2


Side Guide & Roller Tray (Example)

Pallet Lock (Example) End Lock

Fwd Cargo Compartment (Aft Similar)

OUT AFT

FWD

POWER LEFT

ON

BOTH OFF DRIVE SYSTEM STOP

CAUTION Move the joystick to RIGHT "OUT" after loading a pair of containers. Container separation POWER DRIVE UNITS will provide proper guidance and restraint. AFT

FWD

CARGO HANDLING SYSTEM WARNING LIFT ROLLOUT STOPS WHEN LOADER/BRIDGE IS NOT IN POSITION AT THE DOOR SILL CARGO CAN FALL AND CAUSE BAD INJURIES OR DEATH.

Main Control Panel (MCP)

DRIVE SYSTEM STOP

Center Lock

Cargo Compartment Area

CARGO MAINTENANCE DISPLAY UNIT

To Power Drive Units (PDUs) HOME

CARGO DRIVE

AFT

SELECT

CCR Cabinet (2)

FWD J1

Cargo Maintenance Display Unit (CMDU)

J2

J3

J4

J5

RDC

RPDU

Power Drive Unit (PDU) (Example)

Cargo Handling System Power drive units (PDU) move the cargo into position.

General The cargo handling system is a semi automatic loading system. It electrically moves containerized cargo. The cargo must be restrained manually into their final positions.

The transfer elements provide a roller surface to move cargo easily and in any direction. Guidance hardware directs the cargo into position.

Description The forward and aft cargo handling system are similar. The cargo handling system has:

Restrain hardware secures the cargo. Operation

• • • •

A power drive system Transfer elements Guidance hardware Restraint hardware

The power drive system has two panels for each compartment. There is an external main control panel (MCP) and joystick. There is also an interior cargo maintenance display unit (CMDU) with secondary control.

Rev 1.0

The cargo handling system lets a single operator load or unload cargo. The CMDU acts as a controller by interfacing with the MCP, joystick and PDUs. The CMDU also interfaces with the common core system (CCS). Remote power distribution units (RPDU) provide power to the system.

Operators use the MCP and joystick to control the cargo. A green ON/OFF light shows the system has power. The cargo door must be OPEN to operate the cargo handling system. A five position joystick is used to move the cargo in, out, forward and aft. Joystick inputs go to the CMDU. The CMDU controls the PDUs through a remote data concentrator (RCD) and RPDUs. The CMDU monitors each PDUs functionality and status on a CAN bus. A screen on the CMDU shows system status of selections, activities, PDU operation and maintenance information. The CMDU also communicates with the CCS for BITE information and software updates.


24-3




Abbreviations and Acronyms A AC, ac

alternating current

ACARS

aircraft communication and reporting system

ACE

actuator control electronics

ACM

AOA

angle of attack

BB

broadband

AOC

airline operational control

BBL

body buttock line

AOHE

Air/oil heat exchanger

BC

battery charger

A/P

autopilot

BCD

bulk cargo door

AOV

aft outflow valve

BCU

brake control unit

APB

auxiliary power unit breaker

BDA

backdrive actuator

BET

Boeing equivalent thrust

APM

airplane personality module

BIT

built in test

APP

approach

BITE

built-in test equipment

APU

auxiliary power unit

BL

buttock line

APUC

APU controller

BPCU

bus protection control unit

ARINC

aeronautical radio, incorporated

BSB

bus source breaker

ARS

ARINC 664 remote network switch

BSCU

brake system control unit

BTB

bus tie breaker

ASG

APU starter generator

BTMS

ASM

air separation module

brake temperature monitor system

ASP

attendant switch [panel

ASSY

assembly

A/T

autothrottle

C

celsius

ATC

air traffic control

CAC

cabin air compressor

CACTCS

cabin air conditioning and temperature control system

air cycle machine

ACMF

airplane condition monitoring function

ACOC

air cooled oil cooler

ACP

audio control panel

ACPT

accept

ACS

ARINC 664 network cabinet switch

ACU

antenna control unit

ADF

automatic direction finder

ADL

allowable damage limit

ADM

air data module

ADRF

air data reference function

ADS

automatic dependent surveillance

C

ADU

antenna drive unit

ATP

alert transponder panel

AEIV

alternate extension isolation valve

ATRU

auto transformer rectifier unit

AFDS

autopilot flight director system

ATRUC

auto transformer rectifier unit contactor

CAH

cabin attendant handset

CAN

controller area network

AFF

autoflight function

ATS

air traffic services

CAP

cabin attendant panel

AGB

accessory gearbox

ATU

auto transformer unit

CAPT

captain

AGCU

auxiliary generator control unit

ATUC

auto transformer unit contactor

CBIC

circuit breaker indication and control

AGU

audio gateway unit

AVM

CCC

AHRU

attitude heading reference unit

airborne vibration monitor

core compartment cooling

AVS

alternate ventilation system

CCD

cursor control device

CCR

common computing resource

CCS

common core system

CDB

configuration data base

AHV

add heat valve

AMI

airline modifiable information

B

airplane maintenance manual

BAP

AMM

Rev 1.0

bank angle protection

1

Abbreviations and Acronyms CDN

common data network

CRN

current return network

CDU

control display unit

CSM

controller server module

CEC

cabin equipment center

CSS

cabin services system

CED

crew escape door

CSSC

CFIT

controlled flight into terrain

cabin services system controller

CFR CFRP

code of federal regulations carbon fiber reinforced plastic

CFSS

cargo fire suppression system

CHKL

checklist

CHS CIC

CVR

cockpit voice recorder

CWLU

crew wireless LAN unit

CZU

cabin zone unit

D D/A

digital to analog

db

decibel

DB

data base

DC,dc

direct current

cargo handling system corrosion-inhibiting compound

CIPS

CAC inlet ice protection system

DCAF

display crew alerting function

CIS

crew information system

DCAS

display crew alerting system

CIS-MS

crew information system - maintenance system

CIT

DCMF

data communication management function

DCP

display control panel

DCV

directional control valve

DDG

dispatch deviation guide

captain’s instrument tie

CLS

cargo loading system

CMCF

central maintenance computing function

CMF

communication management function

DGA

data gathering application

CMSC

common motor start controller

DH

decision height

DLDB

data link data block

DLNA

diplexer low noise amplifier

DLODS

duct leak overheat detection system

DME

distance measuring equipment

CNCL

cancel

COMM

communication

CONV

converter

CP

control panel

CPCS

cabin pressure control system DMM

data memory module

CPL

continuous parameter login

DMS

debris monitoring system

CPM

crash protected memory

DPCT

differential protection current transformer

CRC

cyclic redundancy check DU

display unit

CRES

corrosion resistant steel

2

E EAI

engine anti ice

EBA

electric brake actuator

EBAC

electric brake actuator controller

EBCU

electric brake control unit

EBPSU

electric brake power supply unit

ECB

electronic circuit breaker

ECS

environmental control system

ECU

electronic control unit

ECV

economy cooling valve

EDP

engine driven pump

EDW

electronically dimmable window

EE

electronic equipment

EEC

electronic engine control

EFB

electronic flight bag

EFIS

electronic flight instrument system

EFIS/DSP electronic flight instrument system/ display control panel EGM

ethernet gateway module

EGT

exhaust gas temperature

EHSV

electro-hydraulic servo valve

EHU

engine health monitoring

EICAS

engine indicating and crew alerting system

ELB

electronic log book

ELCC

electrical load control contactor

ELCF

electrical load control function

ELCU

electrical load control unit

Rev 1.0

Abbreviations and Acronyms FRIV

fuel return isolation valve

FRTT

fuel return to tank

FRTV

fuel return to tank valve

FSM

file server module

FTE

fixed trailing edge

flight controls electronics

ft

feet

FCM

flight control module

FWD

forward

FCOM

flight crew operations manual

G

ELT

emergency locator beacon

FAR

Federal Aviation Regulation

EMDP

electric motor-driven pump

FBW

fly by wire

FC

flight controls

FCAC

forward cargo air conditioning

FCE

EMER

emergency

EMI

electromagnetic interference

EMP

electric motor pump

EMU

engine monitoring unit

ENG

engine

EP

external power

FCP

fuel control panel

EPAS

emergency power door assist system

FCV

flow control valve

FDAS

flight deck access system

GAL

gallon

GATU

galley auto transformer unit

GBAS

ground based augmentation system

GBST

ground based software tool

EPC

external power contactor

EPCS

electronic propulsion control system

FDEVSS

flight deck entry video surveillance system

EPGSS

electrical power generation and start system

FDH

flight deck handset

FDR

flight data recorder

GCB

generator control breaker

EPR

engine pressure ratio

FDS

fuel density sensor

GCU

generator control unit

ERS

earth reference system

FFM

force fight monitor

GFI

ground fault interrupter

ESIC

electrical system indication and control

FHS

fuel height sensor

GG

graphics generator

FIT

first officer instrument tie

GLS

GNLS landing system

ETA

estimated time of arrival

FLCH

flight level change

GNR

generator neutral relay

ETOPS

extended twin engine operations

FMF

flight management function

GNSS

global navigation satellite system

EU

electronic unit

FMU

fuel metering unit

GPM

EVS

enhanced vision system

FMV

fuel metering valve

general processing module

FO

first officer

GPS

global positioning system

FOD

foreign object debris

GPWS

ground proximity warning system

fahrenheit

FOHE

fuel oil heat exchanger

GRD

ground

flight director

FOX

fiber optic translator

GRS

Federal Aviation Administration

FPA

flight path angle

galley refrigeration system

FQDC

fuel quantity data concentrator

G/S

glide slope

GSE

fuel quantity indicating system

ground support equipment

GWDU

galley waste disposal unit

F F F/D FAA FAC

final approach course

FAD

forward access door

FQIS

FADEC

full authority digital engine control

FQMS

fuel quantity management system

FR

flight recorder

Rev 1.0

3

Abbreviations and Acronyms H

IGV

inlet guide vane

LOCI

ILS

instrument landing system

loss of conditioned air inflow

LPC

low pressure compressor

HA

hosted application

HBB

hot battery bus

in

inches

LPT

low pressure turbine

HCM

hydraulic control module

Inst

instruments

LPTACC

HDD

head down display

INV

inverter

low pressure turbine active clearance control

intermediate pressure compressor

line replaceable module

high efficiency particulate air

IPC

LRM

HEPA

LRRA

low range radio altimeter

HF

high frequency

IRS

inertial reference system

LRU

line replaceable unit

HIRF

high intensity radiated field

IRU

inertial reference unit

LSAP

ISFD

integrated standby flight display

loadable software airplane part

LTB

left tie bus

LVDT

linear variable differential transformer

HLF

high lift function

HMU

hydromechanical unit

HP

high pressure

HPA

hectopascal

HPC

high pressure compressor

IV

HPSOV

high pressure shutoff valve

J

HPT

high pressure turbine

HPTACC

high pressure turbine active clearance control

K

HPU

HUD projector unit

KCAS

knots calibrated airspeed

hr

hours

kg

kilogram

HUD

head up display

kVA

kilovolt-ampere

HVDC

high voltage direct current

L

HYDIF

hydraulic interface function

ICAO ICS

integrated surveillance system

ISSPU

integrated surveillance system processor unit

left

lb

pounds

LAN

local area network

integrated approach navigation

LCD

liquid crystal display

LE

leading edge

International Civil Aviation Organization

LED

light emitting diode

LGA

landing gear actuation

Li-Ion

Lithium Ion

integrated cooling system

IDN

isolated data network

LNAV

lateral navigation

IGB

intermediate gearbox

LOC

localizer

Rev 1.0

M

isolation valve

L

I IAN

ISS

m

meters

MAC

mean aerodynamic chord

MB

marker beacon

MBR

main battery relay

MC

motor controller

MCD

magnetic chip detector

MCDF

maintenance control display function

MCP

mode control panel

MD&T

master dim and test

MEDC

main engine data concentrator

MES

main engine start

MFD

multi function display

MFK

multi function keypad

MFP

main fuel pump

MG

main gear

MIC

microphone

ML

maintenance laptop

MLA

maneuver load alleviation 4

Abbreviations and Acronyms PECS

power electronics cooling system

PFCF

primary flight control function

PFD

primary flight display

PFPS

propulsion fire protection system

PIDS

primary ice detection system

overheat detection system

PMA

permanent magnet alternator

OEA

oxygen enriched air

PMG

OFAR

overhead flight attendant rest

permanent magnet generator

POR

point of regulation

PPDS

primary power distribution system

PPRV

positive pressure relief valve

PRSOV

pressure regulating and shutoff valve

PRV

pressure regulating valve

PSI

pounds per square inch

PSU

passenger service unit

PTT

push to talk

PWS

predictive windshear system

OBEDS

onboard Boeing electronic distribution system

OBS

observer

ODLF

onboard data load function

maintenance terminal function

ODMS

oil debris monitoring system

MTOW

maximum takeoff weight

ODN

open data network

MTW

maximum taxi weight

ODS

MLG

main landing gear

MLW

maximum landing weight

MMEL

master minimum equipment list

MSD

mass storage device

MTF

N N1

fan and low pressure compressor reference OFCR

overhead flight crew rest

N2

high pressure compressor reference

OFV

outflow valve

NBPT

no break power transfer

OHMF

onboard health management function

ND

navigation display OJMC

override jettison motor controller

OSM

onboard storage management

NEA

nitrogen enriched air

NG

nose gear

NGS

nitrogen generation system

NGV

OSMF

onboard storage management function

OVHT

overheat

nozzle guide vane

NIM

network interface module

NLG

nose landing gear

NM

nautical miles

No.

number

PA

passenger address

NPRV

negative pressure relief valve

PACI

passenger address and crew interphone

NVM

non volatile memory

PAS

NWS

nose wheel steering

passenger address system

R

NWW

nose wheel well

personal breathing equipment

R

right

O O/J

override/jettison

O2

oxygen

OAT

outside air temperature

Rev 1.0

P Q

PBE

QRH

quick reference handbook

PCM

power conditioning module

R/T-I/C

receive/transmit intercomm

pcu

power control unit

RA

radio altimeter

PDHA

power distribution hosted application

RA

resolution advisory

RAF

ram air fan

PDOS

power door opening system

RAT

ram air turbine 5

Abbreviations and Acronyms RCP

refuel control panel

SSR

solid state relay

TPR

turbofan power ratio

RCVR

receiver

STA

station

TR

thrust reverser

RDC

remote data concentrator

Stdby

standby

TRA

thrust resolver angle

REV

revision

TRAS

RFMC

ram fan motor controller

T

thrust reverser actuation system

RGCU

RAT generator control unit

TRU

transformer rectifier unit

T/R

thrust reverser

TTP/C

TA

traffic advisory

time triggered protocol/ critical

TAC

thrust asymmetry compensation

TWLU

terminal wireless LAN unit

RIPS

recorder independent power supply

RJCT

reject

RPDS

remote power distribution system

TAI

thermal anti ice

TAT

total air temperature

RPDU

remote power distribution unit

TAWS

terrain awareness warning system

RPM

revolutions per minute

TB

transient bleed

RTB

right tie bus

TBV

transient bleed valve

RTO

refused takeoff

TCAS

RVDT

rotary variable differential transformer

traffic collision avoidance system

TCB

thermal circuit breaker

TCM

thrust control module

V

volts

TCMA

thrust control malfunction accommodation

VAC

volts alternating current

VBV

variable bleed valve

TCP

tuning control panel

VCD

vortex control device

TCS

temperature control system

VDC

volts direct current

TCV

temperature control valve

VDL

VHF data link

VF

variable frequency

VFSG

variable frequency starter generator

RWS

reactive windshear system

S

U UL

uplink

ULD

underwater locating device

UV

ultraviolet

V

SAGB

step aside gearbox

SATCOM

satellite communication

SDM

speaker drive module

SELCAL

selective call

TE

trailing edge

SMT

software maintenance tool

TERR

terrain

TEVC

trailing edge variable camber

VHF

very high frequency

VIGV

variable inlet guide vane

TFC

traffic

VNAV

vertical navigation

VOR

VHF omnidirectional range

SOV

shutoff valve

SPDS

secondary power distribution system

TGT

turbine gas temperature

SPDU

secondary power distribution unit

Ti

titanium track lock

voltage regulator

start power unit

TL

VR

SPU

thrust lever angle

vertical speed

start power unit breaker

TLA

VS

SPUB

thrust management function

variable stator vanes

start power unit contactor

TMF

VSV

SPUC

VSVA

SSPC

solid state power controller

variable stator vane actuator

Rev 1.0

TOGA

takeoff / go-around

6

Abbreviations and Acronyms W WBL

wing buttock line

WELS

wireless emergency lighting system

WIPCU

wing ice protection control unit

WIPS

wing ice protection system

WL

water line

WWFDS

wheel well fire detection system

WXR

weather radar

X Y Z ZCU

zonal control unit

ZMU

zone management unit

Rev 1.0

7

787 GenFam Book GE - CD Rev 3.0 (1)

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