The document provides information about the structural design of the Boeing 757 aircraft. It discusses the basic structural design of the 757 including its low-wing monoplane design with cantilever wings and tail surfaces. It also summarizes the extensive use of composite materials like carbon fiber in the aircraft's design to provide strength and reduce weight. Finally, it compares the structural design of the 757 to the 767, noting they use similar design philosophies and materials while tailoring structures to each aircraft's unique configuration and size.
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Original Title
51695947 B 757 General Familiarisation in Maintenance
The document provides information about the structural design of the Boeing 757 aircraft. It discusses the basic structural design of the 757 including its low-wing monoplane design with cantilever wings and tail surfaces. It also summarizes the extensive use of composite materials like carbon fiber in the aircraft's design to provide strength and reduce weight. Finally, it compares the structural design of the 757 to the 767, noting they use similar design philosophies and materials while tailoring structures to each aircraft's unique configuration and size.
The document provides information about the structural design of the Boeing 757 aircraft. It discusses the basic structural design of the 757 including its low-wing monoplane design with cantilever wings and tail surfaces. It also summarizes the extensive use of composite materials like carbon fiber in the aircraft's design to provide strength and reduce weight. Finally, it compares the structural design of the 757 to the 767, noting they use similar design philosophies and materials while tailoring structures to each aircraft's unique configuration and size.
A PDF ST A PDF ST A PDF ST A PDF ST A PDF STORY ORY ORY ORY ORY DIGITAL VERSION OF BOOK PRODUCED BY LORENZO SOLBERGHE & ZDENKO SIMAC Techtraining SECTION TITLE ATA 1 Introduction 6, 9, 12 2 Structures 51, 55, 57 3 Equipment Centers 11, 20, 23, 39 4 Flight Deck 11, 25, 33, 35, 39 5 EICAS 31 6 Electrical Power 24 7 Fuel System 28 8 Auxiliary Power Unit 49 9 Power Plant Rolls-Royce 71-80 10 Power Plant Pratt&Whitney 71-80 11 Hydraulics 29 12 Landing Gear 32 13 Flight Controls 27 14 Environmental Systems 21, 36 15 Ice and Rain Protection 30 16 Fire Protection 26 17 Cabin Systems and Lighting 25, 33, 35, 38, 52, 56 18 Cargo Systems 25, 33, 52 19 Communications 23 20 Indicating and Recording 31 21 Navigation 34 22 Autoflight 22 Glossary Table of Contents Page 2 Structures Structures Structures Structures Structures Features BASIC STRUCTURAL DESCRIPTION The 757 is metal low-wing mono- plane with full cantilever wing and tail surfaces, semimonocoque fuselage, and fully retractable landing gear. Its two power plants are located on the wings on struts. DESIGN PHILOSOPHY Redundant structural load paths and scheduled aircraft inspections are part of the damage-tolerant design philosophy. Fatigue testing, monitoring of high-time airplanes, and continuing coordination be- tween Boeing and the airlines complete this design philosophy. COMPOSITE MATERIALS For high strength and stiffness with minimal weight, the 757 incorporates substantial amounts of carbon, aramid, or fiberglass composite materials. DESIGN SERVICE OBJECTIVE Structure is designed to meet service objectives in flight cycles which are typically achieved after more than 25 years of service. CORROSION PREVENTION The 757 uses the most advanced corrosion prevention methods available and meets or exceeds the International Air Transport Association guidelines. Corrosion prevention systems are continually updated to reflect the latest tech- nology and in service experience, ensuring a structurally superior airplane. 757 AND 767 COMPARISON Structures for the 757 were de- signed for ultimate strength, dam- age tolerance, ``and durability using the same design philosophy used for the 767. The certification basis for the 757 is identical to that for the 767. Differences in the actual design load levels for major structural components of the airframe are significant, reflecting the differ- ences in configuration, size, and weight. Although actual design load levels may differ between models, structural efficiency has been maintained by using similar design working stress levels. Structures for the 757 and 767 are manufactured using basically the same methods, materials, and fasteners. Exceptions are made to provide the most effective struc- ture in terms of weight, cost, and airplane performance. For ex- ample, the main landing gear beam is titanium on the 757 and aluminum on the 767. Both airplanes use advanced composites extensively in similar applications such as control sur- faces (carbon) and secondary fairings (carbon, aramid, fiberglass hybrids). Fuselage Reference Diagram Fuselage Materials Wing Wing Center Section Horizontal Stabilizer Vertical Stabilizer EAT doc 51 Issue 1 Revision 00 date 01/06 Page 3 Structures Structures Structures Structures Structures Fuselage Reference Diagram The fuselage is divided into body reference planes (see page 1-2). The fuselage is also divided into production manufacturing sections. Section 41 (STA 159 to 439), the forward fuselage, contains the radome and forward pressure bulkhead, forward access door, nose gear wheel well, and forward entry doors. Section 43 (STA 439 to 900) contains the electrical equipment bay access, forward cargo com- partment, and entry doors. Section 44 (STA 900 to 1180) includes the mid fuselage, emer- gency exits (overwing exit model), pressure deck, and main gear bulkhead. Section 46 (STA 1180 to 1720) contains the emergency exits (four door model), aft cargo compart- ment, and aft entry doors. Section 48 (STA 1720 to 2005) includes the aft pressure bulkhead; auxiliary power unit (APU); control, service, and APU doors; and horizontal and ver tical stabilizers. Fuselage The fuselage is a semimonocoque structure primarily constructed from conventional 2024 and 7075 aluminum alloys. Improved higher strength materials for forgings and extrusions are used on keel beam and major body frame structure. External clad skins are reinforced by longitudinal stringers and circumferential frames on a 20-inch (51-centimeter) spacing. A typical cross section through the fuselage consists of an upper circular lobe and a lower oval lobe that intersect at the passenger floor level. Transverse floorbeams are located at this intersection and are supported by the frames. The fuselage is designed to withstand internal pressure and externally applied loads from flight and ground operating conditions. The radome forward of the forward pressure bulkhead is hinged at the top and made of fiberglass skins and honeycomb. The flight deck has three wind- shields on each side, numbered sequentially from forward to aft. The No. 1 windshields are flat and set into forged titanium frames. The No. 2 and 3 windshields are curved and set into forged alumi- num frames. The No. 2 windshields can be opened. Passenger win- dows are made from moisture-resistant acrylic material and are mounted in one-piece aluminum forgings. Fuselage Reference Diagram EAT doc 51 Issue 1 Revision 00 date 01/06 Page 4 Structures Structures Structures Structures Structures Fuselage skins are manufactured by chemical milling or machining on the inside surface to provide reinforcement at stringer locations, cutouts, and splice areas. In the upper lobe, tear straps and cutout doublers are hot bonded to skins. Frames are used to maintain the fuselage cross section shape and to transfer loads into the skin. Primary bulkheads of the fuselage are the forward pressure nose and main gear wheelwells and the front spar and rear spar, main landing gear, aft pressure, and horizontal stabilizer pivot bulkheads. The passenger floor structure is a built-up grid system consisting of floorbeams, stabilizing straps, seat or freight tie-down tracks, and floor panels. It extends from the forward pressure bulkhead at STA. 192 to the rear pressure bulkhead at STA 1720. Seat tracks are fabricated from aluminum extrusions and designed to allow placement of seats any- where along the floor. Galleys and lavatories are attached to the floor structure using special fittings. Special tracks made from stainless steel may be used to mount gal- leys when quick removal and replacement of the galley is re- quired. Floor panels are lightweight laminations composed of fiber- glass skins with an aluminum or aramid (Nomex) honeycomb core. Cutouts in the fuselage for pas- senger and cargo doors and elec- trical/ electronics access are reinforced. The passenger and lower-lobe cargo doors are plug-type designs that are not load carrying and that act as simple pressure plugs. The main deck cargo door on the freighter model is outward opening and carries fuselage loads. All aluminum fuselage par ts are anodized or alodined and primed with corrosion-inhibiting primer in detail. In addition, detail parts located beneath the passenger floor receive a coat of white enamel. Fuselage parts in the lower lobe that are in contact with the skin or are on the exterior are sealed on contact surfaces. Water-displacing corrosion inhibi- tors are applied to the interior fuselage structure and to selected areas of the exterior after all finishing and sealing. The lower lobe uses a drainage system consisting of drain holes and paths through the structure to permit liquids to reach numerous exter- nally serviceable pressurized drain valves mounted on the bottom centerline of the fuselage. 757 Structures EAT doc 51 Issue 1 Revision 00 date 01/06 Page 5 Structures Structures Structures Structures Structures Materials COMPOSITE MATERIALS The airplane structure incorpo- rates advanced composite materi- als for their high strength-to-weight ratio. Significant weight savings have been made by substituting carbon and aramid advanced fiber com- posite materials for conventional metal and fiberglass construction. These materials also provide improved fatigue, corrosion, and sonic resistance and superior aerodynamic surfaces. Carbon fiber is used for the pri- mary movable surfaces such as the ailerons, elevators, rudder, spoilers, and aft flaps. Carbon-reinforced aramid-fiberglass hybrids are used for secondary fairing structures. Carbon is used in both the woven fabric polyform and unidirectional fiberply tape forms. Aramid and fiberglass plies are only used in the woven fabric form. High-strength 350F (177C) cure carbon-epoxy pre-impregnated (prepreg) raw material is used for the majority of the components, and 250F (121 C) cure prepreg for the majority of the secondary hybrid components. Large surface panels use honeycomb sandwich construction with solid laminate edge bands for attachment to suppor ting structure. Nonmetallic aramid honeycomb core is sur- faced with composite face skins tailored to provide minimum weight maximum stiffness components. To prevent galvanic corrosion to aluminum components in contact with carbon materials, special protective systems are used. Fiberglass or aramid plies are co-cured to the carbon contact surface. Each aluminum component is anodized, primed, and enameled individually. An isolating sealant is on all contact surfaces at assem- bly and on all fasteners. The fit- tings and attachments are fillet sealed around their peripheries. Corrosion-resistant steel or tita- nium fasteners are used exclu- sively with carbon components. TITANIUM Titanium use has greatly in- creased. Titanium alloy forgings are used in the main landing gear suppor t structure and for various fuselage and nacelle strut fittings. In addition, titanium is used for high-pressure tubing and ducting and for firewalls, door thresholds, and scuff plates. Large quantities of coated titanium fasteners (treated to prevent corrosion) are used, including some new types especially devel- oped for use in composite struc- ture. Composite Material Usage EAT doc 51 Issue 1 Revision 00 date 01/06 Page 6 Structures Structures Structures Structures Structures Wing The wing surfaces develop aerody- namic forces that support the airplane in flight. The wing stores fuel, houses the fuel system equipment, supports the engines, and contains the flaps, spoilers, and ailerons. Location references on the wing are indicated by distance, in inches, from a base point along a specific reference line. Wing sta- tions (WS) are measured perpen- dicular along the rear spar. Wing buttock lines (WBL) are measured parallel from the fuselage center- line. WING PRIMARY STRUCTURES The wing primary structures are aluminum. They are the front and rear spars, upper and lower spar chords, webs, skin panels and stringers, and ribs. The upper and lower spar chord extrusions attach to the front and rear spar webs. Chords, stiffeners, and webs make up the ribs. Conventional ribs are spaced through the entire wing. Shear tie ribs distribute specific loads to the wing frame. Fuel baffle ribs minimize fuel slosh in the fuel tanks. Tank end ribs are sealed and form the ends of the fuel tanks. Side-of-body ribs join the outboard wing sections to the center wing section. Upper and lower aluminum skin splice plates join the skin panels. Upper and lower aluminum stringers strengthen the skin panels. The landing gear is supported by the landing gear support beam and rear spar. WING SECONDARY STRUCTURES The secondary structures, which suppor t aerodynamic fairings or skins, flight control surfaces, and control mechanisms, consist of the leading edge, trailing edge, and wingtip. The leading edge is canti- levered forward from the front spar and is made of aluminum ribs and skin panels. The leading-edge slats attach to the leading edge. The trailing edge is cantilevered aft from the rear spar and sup- ports the flaps, aileron, and spoil- ers. The wingtip is an aerodynamic fairing covering the outboard ends of the wing. Navigation lights attach to each wingtip. The wing, outboard of the side-of-body rib, has access holes in the lower surface between ribs. Similarly, the wing center section has a single hole just to the right of the keel beam and one access opening in each of the three spanwise beams. The dry bay over each engine has four access panels to the wing tank, and the two ribs immediately outboard of the side-of-body splice have ac- cess openings. Wing Structure EAT doc 51 Issue 1 Revision 00 date 01/06 Page 7 Structures Structures Structures Structures Structures The access openings allow inspec- tion, maintenence, and repair of internal wing structure, fuel tanks, and system components. Trailing edge flight control surfaces have skin panels made of ad- vanced composites. The spoiler and aileron are carbon-epoxy and trailing edge flaps are aramid. Structural ribs are made of alu- minium. Wing Center Section The wing center section is en- closed within the fuselage an consists of upper and lower skin panels and front and rear spars. Other structural members are upper and lower spar chord extru- sions, stiffeners, webs, and floor beams. Throughout the wing cen- ter section the skin panels are reinforced by spanwise stringers and the spars are reinforced by vertical stiffeners. Spanwise beams are made of stiffeners and webs. Floorbeams are made of chord, stiffeners and web chords. The wings are attached to the wing center section with the front and rear splice fittings, lower side-of- body splice.. The spar splice fittings are vertically mounted tee- sections machined from the alu- minium alloy. The lower side side- of-body splice is double-shear skin splice. The splice is an aluminium chord . The left and right main sections are joined by more than 400 bolts per joint to the wing center section to form a unit. Wing Centre Section EAT doc 51 Issue 1 Revision 00 date 01/06 Page 8 Structures Structures Structures Structures Structures Horizontal Stabilizer The horizontal stabilizer has similar left and right outboard sections spliced on the airplane centerline. The main torque box front and rear spars have ma- chined aluminum chords and webs. Aluminum ribs join the front and rear spars. Upper and lower alumi- num skin panels are fastened to aluminum stringers attached to the ribs. The outboard forward torque box is between the auxiliary and front spars. The auxiliary spar has aluminum extruded chords and clad sheet webs. Aluminum ribs join the auxiliary and front spars. Upper and lower skin panels are aluminum face sheets over an aluminum honeycomb core. The fixed trailing edge is made of stiffened ribs covered with skin panels. Ribs are aluminum alloy, and the panels are carbon-aramid-fiber- glass hybrid with an aramid honeycomb core. An aerodynamic seal extends aft from each fixed trailing edge to the elevators. The removable leading edge is made of aluminum honey- comb sandwich panels attached to the auxiliary spar. Horizontal-stabilizer-to-body seal- ing doors are between the fuse- lage and inboard side of the hori- zontal stabilizer. The sealing doors are fiberglass panels supported by aluminum alloy ribs. The horizontal stabilizer is at- tached to fuselage structure by two pivot bearings mounted off the rear spar and the jackscrew at the centerline of the front spar. The jackscrew mechanism pivots the entire stabilizer up or down about the two pivot bearings at the rear spar. The elevators are made from carbon epoxy honeycomb panels, spars, and ribs. Three actuators move each elevator on eight hinges. Access to the center section torque box is through the front spar closeout panel between each rib. Each closeout panel has two inspection holes. Inspection of the outboard main torque box is through holes in the rear spar. The lower surface of the trailing edge has hinged doors and removable panels for access to elevator hinges, actuators, control linkage, hydraulic lines, and wire bundles. Behind the removable leading edge are inspection holes in the auxil- iary spar. The stabilizer tip is removable to expose the tip rib. The tip rib has inspection holes to view the outboard ends of the horizontal stabilizer. Horizontal Stabilizer Structure EAT doc 51 Issue 1 Revision 00 date 01/06 Page 9 Structures Structures Structures Structures Structures Vertical Stabilizer The main structural components of the ver tical stabilizer are the forward and main torque boxes, fixed trailing edge, removable leading edge, fin tip, dorsal fin, and rudder. The forward torque box is between the auxiliary and front spar, and the main torque box is between the front and rear spar. Auxiliary, front, and rear spars are aluminum. The spars have chord extrusions with sheet webs. Aluminum ribs fit between the spars. The main torque box is made from aluminum skin panels riveted to aluminum stringers attached to the spars and ribs. The fixed trailing edge has alumi- num ribs covered with carbon-aramid-fiberglass hybrid skin panels. A removable fin tip attaches to the top of the vertical stabilizer. The fin tip is an alumi- num frame structure with alumi- num and fiberglass-aramid skin panels. The dorsal fin has alumi- num frames covered with alumi- num skin panels. An aerodynamic seal closes the gap between rudder leading edge and vertical stabilizer trailing edge. The rudder is hinged to the ver tical stabilizer fixed trailing edge at eight places. Three hydraulic actuators move the rudder. The rudder is made of carbon-epoxy honeycomb sandwich panels attached to two carbon spars and eight ribs. The tip is aramid-fiberglass material. The ver tical stabilizer is entered from the fuselage through the body-to-stabilizer access panel. Above the body-to-stabilizer ac- cess panel the ribs have openings to allow access into the aft torque box. Access to TV or HF couplers, feedline, and TV antenna is through access panels on the forward torque box. Removing sections of the leading edge gives access to inspection holes in the auxiliary spar. Removing sections of the fin tip allows access to the VOR antenna. Removable panels in the upper rear spar allow view- ing inside the aft torque box. Removable panels access the rudder hinges. Rudder controls and actuators are accessible through doors in the trailing edge left side. The forward torque box is inspected through access panels and openings from the aft torque box. Vertical Stabilizer Structure EAT doc 51 Issue 1 Revision 00 date 01/06 Page 10 Flight Deck Flight Deck Flight Deck Flight Deck Flight Deck Features The 757 flight deck features state-of-the-art displays and digital electronic systems that allow the two-member crew to function as system managers. The 757 has one of the most advanced flight decks ever developed, with solid-state electronic instruments, cathode ray tube (CRT) displays for instant flight information, auto- matic navigation and landing systems, and improved flight crew visibility. The latest digital technology with control-display integration provides for uncluttered instrument panels, optimized crew workload, and improved operational capabilities. Displays are designed to show necessary information but also to make more information than ever available to the pilot on command. 757 AND 767 SIMILARITIES By design, the flight decks for the 757 and 767 are so similar that only the experienced eye can tell them apart. Common handling characteristics and display indica- tions, recordings, aural warnings, and nomenclature are fundamen- tally identical. Flight decks for both airplanes feature the same arrangement and location of windshields and win- dows, uncluttered instrument panels, and just the right balance of technology. SIMPLIFIED CAUTION AND WARNING SYSTEM Visual, aural, and tactile signals aler t the flight crew to conditions requiring their attention. The system was simplified by minimiz- ing the number of different aural aler ts, which are grouped accord- ing to the level of action and awareness required, and by reduc- ing nuisance alerts. LOW-NOISE WINDOWS The curved side windows on the 757 are designed to reduce aero- dynamic noise and resulting speech interference in the flight deck-another contribution from a carefully planned research and development effort focused on improving crew safety and perfor- mance. CREW SEATING COMFORT More durable crew seats with completely adjustable backs are provided to further improve crew comfort. Design Panel Arrangement Lighted Pushbutton Switches Lighting Crew Seats Windows Crew Oxygen system EAT doc 51 Issue 1 Revision 00 date 01/06 Page 11 Flight Deck Flight Deck Flight Deck Flight Deck Flight Deck Design The design of the 757/767 flight deck is the result of a long and carefully planned program of research and development. The objective was to provide a flight deck that would meet the needs of airline flight crews through the 1990s and beyond. The goals of that program were: Safety. Improved operational capa bilities. Optimized performance. Reduced workload. Reliability. Maintainability. Low operation costs. The technology used to meet these goals included: Digital computers and micropro- cessors. Color cathode ray tube (CRT) displays. Integrated flight management systems. Laser gyro iner tial reference system. Advanced systems monitoring. Built-in test equipment (BITE). The Boeing flight deck design philosophy provides enhanced safety and productivity through improved crew comfort and perfor- mance and optimized workload. Crew comfort is improved by providing more comfortable and durable seats, lower noise levels, more efficient air-conditioning, and better internal and external vision. Crew performance is improved as a result of modern-technology electronic flight instruments for orientation, a flight management system for airplane navigation and performance optimization, a cen- tralized crew alerting system, and uncluttered instrument panels. An optimum crew workload level is neither so high as to cause over- work, nor so low as to cause lapses in attention. System design uses simplification, automation, and redundancy to provide a simple man-machine interface while maintaining the proper crew emphasis on flightpath control. Flight Deck Panels EAT doc 51 Issue 1 Revision 00 date 01/06 Page 12 Flight Deck Flight Deck Flight Deck Flight Deck Flight Deck The flight deck is designed to be quiet and dark, with safety and productivity increased through a caution and warning system, improved crew comfort, and re- duced workload. The caution and warning system reduces nuisance alerts and the number of different aural alerts. Aural alerts are cat- egorized according to the level of crew action and awareness re- quired, and no immediate crew action is required after the first failure within a subsystem. Crew comfor t and reduced workload are attained by providing adjustable seats, lower noise levels, more efficient air-conditioning, better visibility, simplified procedures, accessibility of all controls to either pilot, simplified system design, and elimination of items used for maintenance only. Panel Arrangement The 757 flight deck has a common flight crew type rating with the 767. The 757 and 767 share similar handling characteristics, check- lists, and visual alerts, and have the same crew procedures; recall items; aural warnings; flight deck arrangements; windshield; panel location, arrangement, and nomen- clature; and controls. Initial and recurring training will qualify crew for both airplanes. The 757-200 Freighter flight deck includes a double crew seat, a flushing toilet, and a rigid cargo barrier. MainInstrument Panel Arrangement EAT doc 51 Issue 1 Revision 00 date 01/06 Page 13 Flight Deck Flight Deck Flight Deck Flight Deck Flight Deck Lighting Control Panel Captains and First Officers Panel Glearshield Panel Main Panel Center Main Instrument Panel EAT doc 51 Issue 1 Revision 00 date 01/06 Page 14 Flight Deck Flight Deck Flight Deck Flight Deck Flight Deck Overhaed Panel 1. Inertial reference system (IRS) control and display 2. Yaw damper 3. Hydraulics 4. Miscellaneous alert annun ciator lights 5. Stand-by power 6. Electrical 7. Auxiliary power unit (APU) ignition 8. Cockpit recorder 9. Lighting control panels 10. Emergency lights, passen ger oxygen 11. Ram air turbine, engine start 12. Fuel system 13. Fuel quantity 14. Anti-ice 15. Windshield wiper 16. Window heath 17. Selective calling (SELCAL) 18. Passenger sign 19. Cabin altitude controls 20. Cabin pressure gauges 21. Equipment cooling 22. Compartment temperature 23. Zone temperature/pack control 24. Bleed air system KEY: EAT doc 51 Issue 1 Revision 00 date 01/06 Page 15 Flight Deck Flight Deck Flight Deck Flight Deck Flight Deck Control Stand EAT doc 51 Issue 1 Revision 00 date 01/06 Page 16 Flight Deck Flight Deck Flight Deck Flight Deck Flight Deck Right Side Panel Basic Optional EAT doc 51 Issue 1 Revision 00 date 01/06 Page 17 Flight Deck Flight Deck Flight Deck Flight Deck Flight Deck Lighted Pushbutton Switches Alternate action push-button switches and lights provide control inputs and status indications. Both alternate action and momentary push-button switches and lights are used on the 757. ALTERNATE ACTION SWITCH All alternate action switches are mechanically latched to the last operated position (in or out). Each succeeding operation selects the switch to the opposite position. The switch position is indicated by the absence or presence of a mechanical flag in the switch face. The switch position display (flag) has a white legend on a black background in the latched IN position and is illuminated by 5V-ac, 400-Hz power. The legend is hidden by a mechanical shutter in the OUT position. MOMENTARY SWITCH Pressing the momentary switch transfers the switch contacts. This switch does not have switch posi- tion display; however, the lighted display can indicate the position of a relay or contactor controlled by the switch. STATUS/CAUTION DISPLAYS The status/caution display portion of the switch is a light that displays a system condition. A legend can be either a color or black on either a black or white background. Indication lights use the master dim and test system power, 26.5V-do bright and 12V-do dim. Lighted Pushbutton Switch (Mechanical) Alternate action type Momentary type EAT doc 51 Issue 1 Revision 00 date 01/06 Page 18 Flight Deck Flight Deck Flight Deck Flight Deck Flight Deck Lighting General Illumination of the flight deck is provided by ceiling- mounted dome lights. The dome lights are controlled by a rotary dimmer switch on the overhead panel (P5). Specific area illumina- tion is provided and controlled at each flight crew station by map, chart, and portable utility lights Panel illumination is provided by panel lightplates that are con- trolled by a rotary dimmer, The indicator lights incorporate a dim and test feature. An override switch is provided to illuminate the dome and floodlights in the brit mode. Circuit brakers, relays, and dim- ming cards for the flight deck lighting are located in the lighting panel (P26) Flight Deck Ligting EAT doc 51 Issue 1 Revision 00 date 01/06 Page 19 Flight Deck Flight Deck Flight Deck Flight Deck Flight Deck Crew Seats The captains and first officers seats move on curved tracks to facilitate ingress and egress. Armrests, seat backs, and thigh pads are manually adjustable for variations in personnel size. Seats have lap belts, crotch straps, and shoulder harnesses attached to iner tia reels. The first and second observers seats are bulkhead mounted and are not adjustable, and fold up when not in use. Stowage space for suitcases is under the observers seat. A coat closet is located to the right and aft of the first officers seat. Flight kits stow outboard of the pilots seats. Miscellaneous equipment and furnishings in the flight deck include crew equipment consoles, glareshield and sunvisors, ash- trays, smoke goggle stowage pockets, hand microphones, head- sets, oxygen masks, observers panels, removable wastebasket, cupholders, and a spare light bulb holder. Flight Deck Arranngement EAT doc 51 Issue 1 Revision 00 date 01/06 Page 20 Flight Deck Flight Deck Flight Deck Flight Deck Flight Deck Windows Flight deck windows consist of two fixed, flat forward windowshields; two sliding, curved side windows; and two fixed, curved side win- dows. The two sliding windows (No. 2 windows) serve as emer- gency exits and are replaceable from the inside. The No. 1 flat windshield and the No. 3 fixed, curved windows are replaceable from the outside. The windows are heated electrically to provide defogging and anti-icing. The curved windows significantly reduce the aerodynamic noise contribution to speech interference level (SIL) in the flight deck. The eye position indicator attaches to the windshield center post and has two sighting points. This enables the pilot to adjust the seat to the most advantageous position for viewing instruments and the outside. Flight Deck Windows and Noise Control EAT doc 51 Issue 1 Revision 00 date 01/06 Page 21 Flight Deck Flight Deck Flight Deck Flight Deck Flight Deck Crew Oxygen System A diluter demand oxygen system supplies the flight crew with oxy- gen and includes an oxygen mask with an integral pneumatic harness at each crew-station. The mask assembly includes system test and selection functions. Gaseous oxygen is supplied from a high-pressure cylinder located in the forward lower cargo compart- ment immediately aft of the cargo door. The high-pressure oxygen is reduced by a pressure regulator and supplied to the flight deck. The cylinder contains a shut-off valve, thermal relief, and a pressure gauge. Attached to the cylinder is a pressure regulator and a pres- sure transducer. The pressure transducer provides a signal to the EICAS, which provides a display of cylinder pressure on the status page. The oxygen is supplied to each crew-station, which contains a diluter demand mask regulator. The mask regulator is stored in a container and can be tested with- out removal of the mask. Overpressure in the oxygen bottle causes the thermal relief disk to rupture, discharging the contents of the bottle overboard. A thermal relief indicator on the right side of the fuselage shows that this has occurred. Crew Oxygen System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 22 Electrical P Electrical P Electrical P Electrical P Electrical Power ower ower ower ower Features AC POWER Primary electrical power for the 757 is generated by the integrated drive generator (IDG) mounted on each engine or from the generator driven by the auxiliary power unit. Each generator produces 90 kVA, 115/200V, 3-phase, 400-Hz power continuously and is capable of carrying all essential loads. DC POWER If primary power fails, essential loads automatically transfer to the backup power 28V DC battery and 115 V, single-phase, 400-Hz static inverter. Normal 28V-do power is supplied through the transformer/ rectifier unit. AC Power Overview DC Power Overview System Control and indication, Hydraulic Motor Generator Electrical System Panels 757 AND 767 SIMILARITIES The 757 and 767 electrical power systems were cer tified as essen- tially the same. All major equip- ment is identical or similar, as in the case of the IDGs, which have only minor engine-dependent differences. Equipment failure rates and prob- ability of loss of power sources are essentially the same for both airplanes. The bus configuration of the ac power system, main do system, standby power system, and hy- draulic motor generator system (if installed) are also essentially the same for the two airplanes. EAT doc 51 Issue 1 Revision 00 date 01/06 Page 23 Electrical P Electrical P Electrical P Electrical P Electrical Power ower ower ower ower The 757 electrical power systems are designed to supply airplane user systems with alternating current (ac) and direct current (dc) power. AC Power Overview The ac power for airplane ground operations is supplied through the external power panel or from the auxiliary power unit (APU)-driven generator. For in-flight operations, power is supplied from an inte- grated drive generator (IDG) mounted on each engine or from the APU-driven generator. Each generator can supply 90 kVA, 115/ 200V, 400 Hz, 3-phase ac power and cannot be paralleled. Major components associated with the ac system include three generator control units (GCU), a bus power control unit (BPCU), and power panels located in the main equip- ment center. An optional electrical generating system, the hydraulic motor generator (HMG), operates as a non-time-limited backup source in the event of loss of all main electrical power. DC Power Overview Normal airplane 28V-do power is produced by AC/DC conversion. Battery systems provide alternate do and standby power. Major do system components include a main battery, battery charger, two transformer/ rectifier units (TRU), and static inverter. Components used with the APU do system-APU battery, charger, and TRU-are located in the aft equipment cen- ter. System Control and Indication The electrical system control panels provide manual or auto- matic source selection. A momen- tary test switch is provided for HMG system checkout. Electrical system monitoring is provided by EICAS messages. AC POWER The main ac buses supply all of the essential ac loads in the air- plane. Each bus is divided into independent sections. An ac tie bus provides interconnection between the main buses under certain conditions. The utility buses supply nonessential loads such as passenger entertainment and reading lights. Galley power is also considered a nonessential load. Nonessential loads can shed automatically to protect power sources. The optional APU TRU energizes the APU starter motor if the right main ac bus is energized during APU star ting. The APU battery starts the APU if an APU TRU is not installed. Electrical System Overview EAT doc 51 Issue 1 Revision 00 date 01/06 Page 24 Electrical P Electrical P Electrical P Electrical P Electrical Power ower ower ower ower The ground service bus supplies both in-flight and ground loads, including interior lights, battery chargers, and cooling fans. The ground handling bus supplies loads that are used only during ground operations, such as cargo handling equipment. This bus is only powered on the ground. The center buses supply both ac and do power to the center chan- nel equipment of the autoland system. During Cat III autoland operation, the buses are supplied from alternate sources indepen- dent of the main buses. The flight instrument transfer buses supply power to selected captains and first officers flight instruments and allow automatic transfer to an alternate power source in case of normal source failure. The ac standby bus supplies single phase power to essential flight loads and automatically transfers power sources in case of primary source loss. DC POWER The left and right do buses supply power to loads requiring do power. Each main do bus is divided into independent sections. When either bus is unpowered, the do tie control unit automatically ener- gizes the do tie relay. The DC standby bus supplies power to certain essential airplane loads and transfers sources in case of primary source loss. The DC ground handling bus supplies do power for ground handling equipment and is ener- gized on the ground only. A main battery and battery charger system provides a dedicated source of power for operation of the standby and autoland systems. The separate APU battery and battery charger system provides power for APU starting. Hydraulic Motor Generator (Option) For extended-range twin opera- tions (ETOPS), the HMG system provides a non-time-limited alter- nate source of ac and do power after loss of all generator power in flight. An ac generator supplies captains flight instrument and left and right transfer buses. A recti- fied generator output powers the hot battery bus. Electrical Power EAT doc 51 Issue 1 Revision 00 date 01/06 Page 25 Electrical P Electrical P Electrical P Electrical P Electrical Power ower ower ower ower Electrical System Panels Normal operation of the electrical power system is performed at the electrical system control panel. Both momentary and alternate action push-button switches are used on the electrical panels. The alternate action switch is mechani- cally latched to the last operation position (in or out). Switch position is indicated by the absence or presence of a mechanical flag in the switch face. Indicator lights are powered by the master dim and test system. ELECTRICAL SYSTEM CONTROL PANEL (P5) The momentary external power switch controls opening and clos- ing of the external power contac- tor. A white AVAIL light indicates power is of proper quality. The white ON light illuminates when- ever the external power contactor is closed. Generator control switches provide a control signal that closes the generator control relay (GCR) and, when proper power is available, closes the generator circuit breaker (GCB). The flow bar and ON legend indicate switch position. An amber OFF light illuminates when the associated generator circuit breaker is open. The ac bus tie switches allow manual or automatic control of the bus tie breaker (BTB). In the unlatched position the associated BTB is opened, isolating the associated main ac bus from the ac tie bus. The AUTO indication is not visible and the amber ISLN light is illuminated. Operating the switch to the latched-in position (normally AUTO illuminates and ISLN extinguishes) enables auto- matic operation of the bus tie breaker. If ISLN illuminates when the bus tie switch is latched, a fault has tripped and locked the BTB open. The AC BUS OFF indicator light illuminates when the main ac bus is de-energized. The latching utility bus switches provide manual control of the power relays connecting utility and galley buses to the left and right main ac buses. The ON legend indicates switch position and is hidden when the switch is in the out position. The amber OFF light illuminates if the associated utility bus relay is open. The momentary generator drive disconnect switches cause a mechanical disconnection between the IDG and the engine. The switches are spring loaded to the out position and illuminate with low oil pressure or high oil tempera- ture. Electrical System Panels EAT doc 51 Issue 1 Revision 00 date 01/06 Page 26 Electrical P Electrical P Electrical P Electrical P Electrical Power ower ower ower ower The battery switch controls con- nection of the battery bus to the left do bus or the hot battery bus. The ON legend indicates switch position and is hidden when the switch is in the out position. Amber OFF light illuminates when the battery switch is in the out position during normal ground and flight operations. A battery discharge light illumi- nates if the battery is discharging. The standby power selector switch controls standby power mode. The standby system is turned off by pushing the switch in and turning it from the AUTO to the OFF posi- tion. An amber standby power bus off light illuminates when the ac or do standby bus is unpowered. The standby power selector switch can be turned to the BAT position to test the output of the main battery and static inverter. AUXILIARY ELECTRICAL SYSTEM CONTROL PANEL (P61) The momentary generator field manual reset switch opens or closes the generator (field) control relay (GCR) if the generator con- trol switch is unlatched. A white FIELD OFF light illuminates when the GCR is open. Built-In Test Equipment (BITE) Display EAT doc 51 Issue 1 Revision 00 date 01/06 Page 27 Auxiliar Auxiliar Auxiliar Auxiliar Auxiliary P y P y P y P y Power System ower System ower System ower System ower System Features OPERABLE ON THE GROUND OR IN FLIGHT The auxiliary power unit (APU) provides an alternate power source to support aircraft systems on the ground or in flight. It also provides pneumatic power for environmental control system and main engine start. All APU opera- tions are governed and coordi- nated by the electronic control unit (ECU), which includes extensive built-in test equipment for fault diagnosis and protective shut- down. AIRPLANE SELF-SUFFICIENCY The APU supplies pressurized air for engine star ting and for main- taining cabin air-conditioning during ground operations. AUTOMATIC SHUTDOWN FEATURE The APU shuts down automatically to prevent damage from overspeed, high oil temperature, low oil pressure, or a blocked generator oil filter. OPERABLE DURING REFUELING The APU allows air-conditioning or electrical power to be supplied during refueling. 757 AND 767 SIMILARITIES The 757 and 767 use exactly the same APU. An hour meter is basic on the 757 and optional on the 767. Basic equipment also in- cludes automatic low oil quantity discrete light and message on EICAS. The few differences between the two models include circuit breaker nomenclature, drain tube differ- ences with different drain mast locations, air intake system design and materials, exhaust duct as- sembly, and thermal insulation blanket. Ground signature pins in the APU controller provide for different reverse flow shutdown on the 757 and higher bleed air capa- bility on the 767. Auxiliary Power system Indication Lubrication System Fuel System Ignition Starting System Pneumatic System Electronic Control Unit Input and Output EAT doc 51 Issue 1 Revision 00 date 01/06 Page 28 Auxiliar Auxiliar Auxiliar Auxiliar Auxiliary P y P y P y P y Power System ower System ower System ower System ower System Auxiliary Power System The auxiliary power system sup- plies electrical and pneumatic power for the airplane. On the ground, electrical and pneumatic power makes the airplane indepen- dent of ground support equipment. The auxiliary power unit (APU) is a Garrett GTCP 331-200 controlled by an electronic control unit (ECU). The ECU is located in the E6 rack with the APU battery, battery charger, and the optional APU start transformer/ rectifier unit (TRU). The ECU coordinates the starting sequence, monitors the operation and pneumatic output of the APU, and ensures proper shutdown. The ECU features extensive built-in test equipment (BITE) that moni- tors many line-replaceable units (LRU) and initiates protective shutdowns to prevent damage to the APU. These shutdowns and failed com- ponents are identified on the face of the ECU. The auxiliary power system is controlled from the APU control panel on the P5 panel. This panel features a three-position rotary switch and fault and run annuncia- tor lights. The engine indication and crew alerting system (EICAS) shows APU exhaust gas tempera- ture (EGT), revolutions per minute (rpm) in percent speed, and oil status. An APU hour meter and optional cycle meter are located on the P49 panel. To shut down the APU normally, the control switch is turned to OFF. To shut down the APU during an emergency, the APU fire handle on the P8 panel must be pulled or the APU shut- down switch on the APU remote control panel (P62) located on the right side of the nose gear acti- vated. When the APU is shut down using the P62 APU shutdown switch, the battery switch in the flight deck must be cycled off and on before the APU can be started. The APU is warranted to start up to an altitude of 35,000 feet. It is capable of supplying 115V-ac, 3-phase electrical power up to the service ceiling of the airplane. Pneumatics is available up to an altitude of 17,500 feet. If both electrical and pneumatic demands are present, the ECU reduces the pneumatic output as necessary to prevent exceeding APU EGT limits. The ECU senses five different pneumatic modes of operation from the airplane pneumatic sys- tems. The ECU positions the inlet guide vanes (IGV) in response to these modes to ensure efficient opera- tion and load compressor surge control. Auxiliary Power System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 29 Auxiliar Auxiliar Auxiliar Auxiliar Auxiliary P y P y P y P y Power System ower System ower System ower System ower System APU Systems and Components APU Installation EAT doc 51 Issue 1 Revision 00 date 01/06 Page 30 Auxiliar Auxiliar Auxiliar Auxiliar Auxiliary P y P y P y P y Power System ower System ower System ower System ower System Indication The ECU sends analog signals to the EICAS computers for percent rpm and EGT and discrete signals for fault shutdowns and for some faulty LRUs stored in nonvolatile memory (NVM). In addition, the oil quantity transmitter sends an analog signal of oil level directly to the EICAS. APU speed in percent rpm and EGT in C are displayed on the EICAS STATUS and PERF/APU pages. The advisory message APU FAULT appears and the FAULT light illuminates to annunciate a protec- tive shutdown of the APU. The fault light is also used to show transit of the APU fuel shutoff valve. The white RUN light illuminates on the APU control panel whenever the APU is operating above 95% speed. An hour meter and optional cycle meter are located on the P49 panel in the aft equipment center to record operating hours and start cycles, respectively. The APU battery bus powers the hour meter. When APU speed is greater than 95%, the ECU provides a ground to operate the hour meter. APU Indication EAT doc 51 Issue 1 Revision 00 date 01/06 Page 31 Auxiliar Auxiliar Auxiliar Auxiliar Auxiliary P y P y P y P y Power System ower System ower System ower System ower System Lubrication System The APU lubrication system con- sists of an oil supply; a pressure system for oiling the bearings, generator, and starter clutch; a scavenge system for returning oil to the sump from the bearings; a generator oil scavenge system; a gearbox pressurization system; and an oil cooler with bypass. The APU gearbox serves as an oil reservoir. Servicing is by a pour-type fill port. Oil quantity is indicated by a sight glass and an oil quantity signal to EICAS. Mag- netic chip detectors are also installed. A gear-type oil pump in the gear- box sends pressurized oil through an oil cooler and filter to the bearings and generator. When the oil is cold, a deoil solenoid valve opens, allowing the pump to draw air from the gearbox, which de- creases the oil drag and enables easier starting. Low oil pressure switch and oil temperature sensor signal the ECU, causing protective shutdowns if limits are exceeded. Oil cooler is located between the oil pressure pump and bearings. An oil cooler bypass valve sends cold oil around the oil cooler. This valve also allows bypass of an obstructed cooler. Two check valves prevent backflow and drain down. Three scavenge pumps return oil to the reservoir. The compressor bearing scavenge pump and gen- erator scavenge pump are positive-displacement gear type. The turbine-bearing scavenge pump is a gerotor type. Scavenge oil from the generator flows through a non-bypass filter to protect the APU from oil contami- nation if the generator fails. A generator oil filter differential pressure switch signals the ECU if the generator oil filter becomes obstructed. This initiates a protec- tive shutdown. At higher altitudes (around 18,000 feet), the low ambient air pressure could cause oil foaming. The gearbox pressurization system prevents this by pressurizing the gearbox with second stage com- pressor air; Pcd2 Components include a gearbox shutoff valve, a shuttle valve, and a gearbox pres- sure-regulating valve. Operation is automatic and controlled pneu- matically. Protective shutdowns that are associated with the lubrication system are low oil pressure (LOP), high oil temperature (HOT), and blocked generator oil filter (GEN FILTER). The faulty units stored in the ECU memory with respect to the lubri- cation system are LOP SWITCH, DEOIL SOL, HOT SENSOR, and FILTER SWITCH. APU Lubrication System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 32 Auxiliar Auxiliar Auxiliar Auxiliar Auxiliary P y P y P y P y Power System ower System ower System ower System ower System Fuel System The APU fuel system receives fuel from the airplane wing tanks through a shrouded line. The system then pressurizes, filters, and meters fuel for combustion and to operate the inlet guide vane actuator (IGVA). The primary components are the fuel control unit, flow divider, primary and secondary fuel manifolds and nozzles, and IGVA. The APU is a constant-speed engine. Speed control is accomplished automati- cally by the ECU through torque motor inputs to the fuel control unit, resulting in fuel flow regula- tion. The acceleration schedule is also torque motor controlled. Air inlet pressure (P 2 ) and inlet temperature (T 2) , or load com- pressor inlet temperature (LCIT)) are sensed by the ECU to adjust fuel flow for ambient conditions. The torque motor also responds to TS (EGT limits), if necessary, to prevent an OVERTEMP protective shutdown. The fuel control unit accomplishes all pressurizing, filtering, and metering for the APU. It mounts to the front of the oil pump. Electrical connections include the torque motor and fuel shutoff valve sole- noid, which are ECU controlled. The fuel flow divider separates the metered flow into two manifolds: primary and secondary. The pri- mary manifold is used full time. The secondary manifold is used when flow demands are increased. An ECU-controlled electric sole- noid valve modifies secondary flows to accommodate APU start- ing requirements. The two fuel manifolds encircle the APU combustion chamber. Each has six fuel nozzles permanently attached. The nozzles and mani- fold are an LRU as an assembly only. APU protective shutdowns that are associated with the APU fuel system include NO FLAME, NO ACCEL, SLOW START, OVERTEMP, and OVERSPD. NO ACCEL and SLOW START are often caused by too little fuel, while OVERTEMP and OVERSPD are often caused by excessive fuel flows. Faulty LRUs that can be displayed on the face of the ECU with re- spect to the fuel system are FUEL CONTROL, FUEL SOL, and FLOW DIV SOL. APU Fuel System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 33 Auxiliar Auxiliar Auxiliar Auxiliar Auxiliary P y P y P y P y Power System ower System ower System ower System ower System Ignition/Starting System The ignition/starting system pro- vides initial APU acceleration and combustion spark. The system consists of the ignition unit, the igniter, and the starter motor. The ignition unit provides igniter spark energy. The igniter provides the spark to the combustion cham- ber. Ignition unit power is con- trolled by the ECU. The starter motor provides APU initial rotation and acceleration. It is powered by the APU battery or the optional APU TRU. AC power sense relays determine the power source used. The main battery switch must be on to start the APU. APU start is initiated by rotating the APU start switch momentarily to START and releasing it to ON. Star t initiation opens the APU air inlet door. Once the door is open, the ECU energizes the APU crank contactor or optional TRU start relay, as appropriate, to supply power to the starter motor. At 7% speed, the ECU energizes the ignition unit. At 50% speed, the ECU de-energizes the starter motor. At 95% speed, the ECU de-energizes the ignition unit. APU Ignitio/Starting System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 34 Auxiliar Auxiliar Auxiliar Auxiliar Auxiliary P y P y P y P y Power System ower System ower System ower System ower System Pneumatic System The APU is designed to provide pneumatic power to the airplane for environmental control system (ECS) and main engine start (MES). A gearbox-driven fan blows air through the oil cooler and into the APU compartment for the cooling system. All air is drawn from the inlet door and ducting into the plenum for these systems. Plenum air is drawn through vari- able IGVs to the load compressor and is discharged into the airplane pneumatic ducts. The IGVs are essentially a pneumatic valve, designed to control the volume of air available to the compressor. This improves the efficiency of the APU by unloading the load com- pressor when airplane pneumatics are not demanded. The IGVs are controlled by the ECU through a torque motor in the IGV actuator. Fuel pressure is used for actuation power. Feed- back is through a linear variable differential transformer in the actuator. The load compressor output air- flow must match the input or surges may occur, causing erratic and damaging operations. A modu- lating surge control valve is de- signed to dump excess air (not required for airplane pneumatics) to prevent this surging. The valve is modulated by the ECU as a function of air mass flow in the output ducting, and a delta-P flow sensor system is used to signal the ECU for this purpose. The flow sensor consists of a static pres- sure ring (P S ), a total pressure sensor (P T ), transducers, and a variable volume chamber. Valve modulation is by torque motor control and P cd2 power. The ECU controls the IGVs and the surge valve as a function of airplane pneumatic demand mode, signals from the ECS, sensor signals, and the settings on switches located behind a plate on the face of the ECU. These switches allow adjustments to ECU software without internal repro- gramming to accommodate vari- able external operational circum- stances. The switches are not designed for calibration or online adjustments. Air from the plenum is drawn by the gearbox-driven fan through the fan isolation valve to cool the oil and the APU compartment. The fan isolation valve is pneumatically opened during APU star t when Pcd2 reaches 7.5 psig. Air then blows continuously through the cooler and compartment. A ther- mal bypass valve prevents cold oil from flowing through the cooler. APU Pneumatic System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 35 Auxiliar Auxiliar Auxiliar Auxiliar Auxiliary P y P y P y P y Power System ower System ower System ower System ower System A REVERSE FLOW protective shutdown occurs if the compressor surges. This also protects the APU from upstream pneumatic system failures (check valves and bleed valves) that would allow main engine air to flow back through the load compressor. The INLET DOOR protective shutdown en- sures that the APU has sufficient incoming air by not allowing a start until the inlet door is open. The LCIT SENSOR, ECS CONTROL, IGV ACT, FAN VALVE, PT SEN- SOR, DELTA-P SENSOR, and SURGE VALVE are identified as faulty units when necessary. Electronic Control Unit Input and Output The ECU may be powered by turning the APU control switch to START or, when this switch is off, by activating one of the three toggle switches on the face of the controller. The controller automati- cally powers down when the APU control switch is off, APU rpm is below 7%, and BITE procedures are complete. The ECU receives analog and discrete input from the airplane and the APU. ECU output includes EGT and rpm signals to EICAS, aircraft discrete signals, and APU signals, both analog and discrete, for torque motors and solenoids. Normal operation of the APU and ECU is completely automatic when START has been selected on the APU control switch. Once the APU is on speed (over 95% rpm), the operator may elect to draw electri- cal power and pneumatics as desired. The controller automati- cally performs system monitoring and protective shutdown functions. The requirement to interrogate the ECU for fault information is annun- ciated in the flight deck by the APU FAULT light, by the APU FAULT EICAS advisory message, and by the APU BITE EICAS message on the ECS/MSG page. Some fault LRUs do not inhibit APU operation or cause a protec- tive shutdown. The APU BITE EICAS message appears for only 12 of the 24 LRU faults. In general, those faulty LRUs that manifest themselves by other indications, such as through a protective shutdown or loss of pneumatic output, do not cause the message. The instructions for accomplishing the BITE check are on a placard on the door of the E6 rack. Electronic Control Unit Input and Outpu EAT doc 51 Issue 1 Revision 00 date 01/06 Page 36 Auxiliar Auxiliar Auxiliar Auxiliar Auxiliary P y P y P y P y Power System ower System ower System ower System ower System The ECU front panel allows fault recall, reset, and display by use of two light arrays and three switches. The five-position rotary FAULT SELECT switch allows the selection of the reason for any of the last five protective shutdowns. A toggle switch under the ERASE MEMORY plate clears the fault memory. The ECU is not powered unless the APU control switch is on or is commanded by an ECU switch. Prerequisites for BITE interroga tion are: APU or main battery power. APU control switch in the flight deck off. APU rpm below 7%. LAMP TEST. Each column of lamps illuminates in a left-to-right sequence. If a lamp does not illuminate, the interrogation is not inhibited, but the fault is not dis- played if present. FAULT SELECT-FAULT DISPLAY. Place the rotary FAULT SELECT switch in position 1 and activate the FAULT DISPLAY switch (up). The most recent protective shut- down illuminates, followed by any faulty unit lamp that caused the shutdown. If no protective shut- down is stored, the TST OK lamp illuminates. Repeat this procedure for fault select switch positions 2, 3, 4, and 5 to recall the reason for previous protective shutdowns. The FAULT SELECT switch operates only in conjunction with the FAULT DISPLAY switch. FAULTY UNIT. Toggle the FAULTY UNIT switch (down) to annunciate all faulty units stored in the FAULTY UNIT lamp array. The lamps illuminate from top to bot- tom, left to right across the array. Faults are not sequenced in the order sorted. TST OK illuminates if no faults are stored. ERASE MEMORY. Clear all faults stored in the ECU by pushing up on the toggle switch located under the ERASE MEMORY cover. The WAIT lamp illuminates while the procedure is in progress, followed by TST OK. SELF-TEST. This test is identical to the pre-start BITE accomplished when the APU switch is turned to START. WAIT illuminates, followed by any faulty units discovered, the same as in FAULTY UNIT. If no faults are detected, TST OK illumi- nates. Current BTCP 331-200 APU Specifications EAT doc 51 Issue 1 Revision 00 date 01/06 Page 37 EAT doc 51 Issue 1 Revision 00 date 01/06 Page 38 EAT doc 51 Issue 1 Revision 00 date 01/06 Page 39 EAT doc 51 Issue 1 Revision 00 date 01/06 Page 40 EAT doc 51 Issue 1 Revision 00 date 01/06 Page 41 EAT doc 51 Issue 1 Revision 00 date 01/06 Page 42 EAT doc 51 Issue 1 Revision 00 date 01/06 Page 43 EAT doc 51 Issue 1 Revision 00 date 01/06 Page 44 EAT doc 51 Issue 1 Revision 00 date 01/06 Page 45 EAT doc 51 Issue 1 Revision 00 date 01/06 Page 46 EAT doc 51 Issue 1 Revision 00 date 01/06 Page 47 EAT doc 51 Issue 1 Revision 00 date 01/06 Page 48 Hydraulics Hydraulics Hydraulics Hydraulics Hydraulics Features TRIPLE REDUNDANCY Three functionally independent, fulltime, 3, 000-psi systems pro- vide hydraulic power for fully powered flight controls, landing gear, thrust reversers (Pratt & Whitney engines), high-lift, and braking systems. Hydraulic system reservoirs are pressurized with bleed air from either engine, the auxiliary power system, or ground air carts. Distribution systems for the hy- draulics are routed to maximize system physical separation. 757 AND 767 SIMILARITIES Hydraulic systems for the 757 and 767 are basically identical. Both have three independent hydraulic systems with similar components; only the size differs. The hydraulic systems for both airplanes are designed to operate in the same manner with full redundancy. The 757 and 767 use identical engine driven and electric-motor driven pumps to generate hydraulic power, and similar ram air turbines provide backup hydraulic power to the center system for primary flight control actuation on each airplane Hydraulic system servicing is very similar because both models have parts in common, including fill service, selector valves and ground connections. Distribution system components such as fittings check valves, and tubing materials are identical for nearly all installations. Titanium tubing is used for pressurized lines. The filtration philosophy for both air- planes is similar; with pressure and case drain filters for each pump and return filters for each system. Hydraulic system flight deck indi- cations and controls for both airplanes are nearly identical. Minor differences reflect the two distinct hydraulic power system architectures, which are based on differences in 757 and 767 control surface requirements. For ex- ample, the 757 uses only outboard ailerons, whereas the 767 uses inboard and outboard ailerons. The landing gear and high-lift devices are hydraulically powered by the left hydraulic system on the 757 and the center hydraulic system on the 767. An engine driven pump, an electric motor pump, and a power transfer unit driven from the right hydraulic system if power is lost on the left hydraulic system supplies power for the left hydraulic system on the 757. Two electric pumps and an air-driven pump provide power for the 767 center hydraulic system. Hydraulic Power Distribution, System Components Ram Air Turbine Controls. Indicators. and Cautions EAT doc 51 Issue 1 Revision 00 date 01/06 Page 49 Hydraulics Hydraulics Hydraulics Hydraulics Hydraulics Hydraulic Power Distribution The three hydraulic systems-left, right, and center-are powered by a total of seven pumps. Multiple pumps in each system ensure reliability. There are two levels of redun- dancy. Primary flight controls have three separate systems supplying power-to-power control actuators (PCA) for the control surfaces and autopilot servos. Dual power is used for the elevator feel unit, stabilizer trim, yaw damper servos, and brakes. Thrust reverser, land- ing gear, and lift device systems use a single hydraulic power source. The left and right systems are similar, with each containing one engine driven pump (EDP) and one alternating current motor pump (ACMP). A power transfer unit (PTU) connects the left and right systems mechanically. A hydraulic motor in the right system powers a hydraulic pump in the left system to provide sufficient flow to retract the landing gear and operate the flaps and slats in the event of loss of the left engine or left EDP. The ram air turbine (RAT) retract actuator is powered by the right system. For extended-range twin operations (ETOPS), an optional electric generator driven by a hydraulic motor is required to operate essential electrical equip- ment in case of loss of electrical power on both alternating current (ac) buses. The hydraulic motor generator is located in the left system and can also be driven by the PTU. The center system has two ACMPs for primary pumps and the RAT for emergency power. The components of the system are located in the wheel wells and body fairings. There is no fluid interconnection between the three systems. The three independent, full-time, 3000 psi systems use a synthetic type IV fluid (BMS 3-11). Two hydraulic pumps that are driven from independent power sources normally power each system. Distribution of pressure from the three systems is such that the failure of one system will not result in loss of any flight control functions, and the airplane can be safely operated in the event of loss of two hydraulic systems. An emergency hydraulic pump (RAT) provides flight control opera- tion in the event of dual engine failure. A central fill point facilitates fluid servicing of all three systems. Reservoir pressurization is ob- tained from the airplane pneumatic system and is available whenever the pneumatic ducts are pressur- ized. External hydraulic power can be connected to each system. Hydraulic Power Distribution EAT doc 51 Issue 1 Revision 00 date 01/06 Page 50 Hydraulics Hydraulics Hydraulics Hydraulics Hydraulics The three systems are color-coded for easy identification of tubing and components. The left system is coded red, the center system blue, and the right system green. The components powered by the left system include flight controls, landing gear, brakes, left engine thrust reverser, hydraulic motor/ generator, and nose wheel steer- ing. The left system can be pow- ered by the right hydraulic system through the PTU using reservoir reserve fluid for emergency opera- tion of the landing gear, lift de- vices, and nose wheel steering. The right system is similar to the left system. Components powered by the right system include flight controls, brakes, PTU, right engine thrust reverser, and the RAT re- tract actuator. Isolation valves can provide ACMP output to the brakes only, using reservoir reserve fluid. Hydraulic System Schematic The center system, powered by two ACMPs, is smaller than the left and right systems and powers only flight controls. The RAT pow- ers the center system to provide hydraulic power for emergency operation of the flight controls. Reservoir reserve fluid is for the RAT. Each reservoir is pressurized from the pneumatic system, and fluid is serviced through a common selector valve. Heat exchangers in the main fuel tanks cool case drain fluid returning to the reservoir. A shutoff valve in each system is used to shut off hydraulic components in the tail for ground maintenance only. EAT doc 51 Issue 1 Revision 00 date 01/06 Page 51 Hydraulics Hydraulics Hydraulics Hydraulics Hydraulics System Components The EDPs are variable displace- ment pumps, driven by the engine, with the output pressure compen- sated to a nominal 3,000 psi. At takeoff power settings, the pump can deliver approximately 37 gallons/minute (140 liters/minute). A flight deck ON-OFF switch operates a solenoid depressuriza- tion valve on the system output side of the pump. With the switch off, the pump is depressurized, but fluid flow is maintained through the case drain circuit for cooling and lubrication. A fire shutoff valve is located in the fluid supply line to the pump and closes when the engine fire switch is pulled. The ACMPs are variable displace- ment, constant- horsepower pumps that are driven by an elec- tric motor with the output pressure compensated to a nominal 3000 psi. The pump can deliver approxi- mately 6.7 gallons/minute (25 liters/minute) at 2,850 psi and 9.2 gallons/minute (35 liters/minute) at 2,000 psi. On-off control of each unit is provided in the flight deck, and the pumps are on continually during normal operations. When the pump is operating, positive case drain flow is maintained for cooling and lubrication of the hydraulic pump and electric motor. The PTU is a fixed-displacement pump driven by a fixed-displacement hydraulic motor. The pump delivers up to 22 gallons/minute (83 liters/ minute) at 2200 psi pressure. The hydraulic pump automatically powers the landing gear and flap/slats actua- tion subsystems if the left system is not operating and the right EDP is operating. Hydraulic System Component Location EAT doc 51 Issue 1 Revision 00 date 01/06 Page 52 Hydraulics Hydraulics Hydraulics Hydraulics Hydraulics Ram Air Turbine The RAT is installed in the right aft wing-to body fairing to automati- cally provide emergency hydraulic power to the center system flight controls in the event both engines become inoperable (rpm below 50% in flight). An override switch is provided on the pilots overhead panel for manual deployment at the pilots discretion. The turbine and hydraulic pump are mounted on a strut housing that pivots on airplane structure. The RAT com- partment door is opened and closed by a door actuation link as the RAT is deployed and stowed. The actuator is extended by spring force to deploy the RAT and retracted by right hydraulic system pressure to stow the RAT. Retrac- tion can only be accomplished on the ground. When the RAT is extended in flight, airflow drives the turbine, which drives the hydraulic pump. The RAT is a variable displace- ment hydraulic pump that is air driven by a variable-pitch propeller. At aircraft speeds above 130 knots, it delivers approximately 11.3 gallons/minute (43 liters/ minute) at 2,140 psi. On the ground, the RAT can be deployed and retracted with the RAT ground manual switch, located in the right wheelwell. An onboard RAT check- out module provides verification of the operating condition. Ram Air Turbine EAT doc 51 Issue 1 Revision 00 date 01/06 Page 53 Hydraulics Hydraulics Hydraulics Hydraulics Hydraulics Controls, Indicators, and Cautions The main hydraulic control panel is located on the left side of the overhead panel. The RAT control switch is in the center of the overhead panel. The panels in- clude controls and indicator status lights. On the right side panel are three switches that control each system isolation valve. On the same panel is the PTU switch, which allows PTU operation on the ground if the left system is unpow- ered. Control switches for the engine-driven and electric-motor pumps have ON indicators that are illuminated when the switches are on. Each system has low pressure and reservoir low quantity/pres- sure amber lights, and each pump has low pressure and overheat amber lights. Reservoir quantity and system pressure can be displayed on the lower screen by pressing the EICAS STATUS switch. The engine fire switches on the control stand operate the EDP supply shutoff valves and the EDP depressurization solenoids. One caution item, low system pressure that requires immediate crew awareness and action, is displayed as follows: EICAS message. Two master caution lights. Amber light illumination on hydraulic panel. Aural warning. Hydraulic Control and Indicators Advisory items such as low system quantity, low pump pressure, pump over- heat, or RAT unlocked that require crew awareness are displayed as follows: EICAS message. Amber light illumination on Hydraulic panel. On the ground, the ELEC/HYD switch on the EICAS maintenance panel can provide system pressure, reservoir pressure and quantity, and temperature on the lower display. EAT doc 51 Issue 1 Revision 00 date 01/06 Page 54 L LL LLanding Gear anding Gear anding Gear anding Gear anding Gear Features GEAR ACTUATION SYSTEM Landing gears are retracted by the left hydraulic system, which con- sists of the left engine driven pump and one electric pump. If the engine-driven pump is inoperative, the right hydraulic system oper- ates a power transfer unit to re- tract the gear. NOSEWHEEL STEERING SYSTEM The 757 nose wheel steering systems provide 7 degrees of rudder pedal steering and 65 degrees of steering via the tiller. Hydraulic control consists of the steering metering valve and steer- ing actuators. A single-loop cable system provides inputs to the steering metering valve. A broken-cable compensator is installed to prevent a sustained steering input if the cable fails. The 757 incorporates the same concept used on the 727, 737, and 74 7 to prevent rudder pedal steering when the airplane is flying (landing gear struts not com- pressed). 757 AND 767 COMPARISON Nose gear for the 757 and 767 is similar to that on the 737 but is larger. Both the 757 and 767 have two unbraked wheels for the nose gear and four braked wheels for each main gear. The 757 and 767 brakes, main wheels, nose wheels, and tires are different, but certified to the same regulatory requirements. Mainte- nance procedures for the 757 and 767 landing gear systems are nearly identical. Nose wheel steering systems differ somewhat, with the 767 using dual cable loops to provide input to the steering metering valve, a different technique to prevent pedal steer- ing with the gear retracted, and a different hydraulic source. Main Landing Gear Nose Landing Gear Landing Gear Controls and Indicators Landing Gear Alternate Extension Nose wheel Steering Proximity Switch System Brake System Wheel and Brake System Components Brake Temperature Monitoring System (Option) Antiskid System Autobrake System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 55 L LL LLanding Gear anding Gear anding Gear anding Gear anding Gear Main Landing Gear The main landing gear incorpo- rates a standard air-oil strut for shock absorption and to support the airplanes weight. Each gear is hydraulically extended and re- tracted and incorporates a hydrau- lically operated main door. The main gear truck is hydraulically tilted 9.6 degrees forward axle up to provide air/ground sensing. The main gear is held up and locked by an uplock hook engaging a roller on the shock strut. The main gear is held down and locked by overcenter locking of a downlock link. The main gear door actuator locks the main gear door closed. Alternate extension is accom- plished by an electric/ hydraulic system that unlocks the main gear and doors to allow free-fall exten- sion. Gear position indication is provided by a dual proximity switch system controlled by the proximity switch electronic unit (PSEU). Each gear has four wheels and brakes on a dual-axle truck. The bearing-mounted brakes are hy- draulically actuated with antiskid protection provided. The main landing gear structure consists of a shock strut, torsion links truck assembly, trunnion link, drag strut, side strut, and downlock assembly. The shock strut inner and outer cylinders provide standard air-oil shock absorption. The strut is serviced with dry air or nitrogen through a gas-charging valve on the top of the strut and with oil through an oil-charging valve on the aft side of the strut. Torsion links connect the shock strut inner and outer cylinders. The truck assembly consists of a truck beam, axles, brake rods, and a protective shield. The truck beam attaches to the bottom of the inner cylinder, providing the pivot point and attach point for the truck assembly. There are two fittings and jacking pads forward and aft on the truck beam. The bearing mounted brakes are connected to the inner shock strut by brake rods. A pro- tective shield on the underside of the truck protects electrical wires. The shock strut mounts to a spherical bearing on the landing gear support beam. The trunnion link provides the forward mounting and hinge point for the strut to the wing rear spar. The forward spheri- cal bearing pin connection for the trunnion link acts as a structural fuse. The drag strut is a single-piece brace mounted be- tween the trunnion link and the shock strut to provide fore and aft structural support for the gear. The side strut and downlock assembly are two-piece links that fold over center to lock the gear in the extended position and give lateral structural support. For ground safety, a pin is inserted in the apex of the downlock link. Main Landing Gear EAT doc 51 Issue 1 Revision 00 date 01/06 Page 56 L LL LLanding Gear anding Gear anding Gear anding Gear anding Gear The reaction link transmits lateral loads from the side strut to the airplane structure and is mounted between the wing rear spar and an inboard support link. Nose Landing Gear The nose landing gear incorpo- rates a standard air-oil shock strut for shock absorption and to sup- port the airplanes weight. The gear is hydraulically retracted, free-falls to extend, and incorpo- rates hydraulically actuated for- ward doors for an aerodynamic seal. The gear is locked in both the extended and retracted position by overcenter locking of the lock links, which are hydraulically actuated and aided by a pair of bungee springs. Alternate exten- sion is accomplished by an elec- tric/ hydraulic system that unlocks the nose gear doors and allows free-fall extension. Gear position indication is provided by a dual proximity switch system controlled by the PSEU. Hydraulically powered nose wheel steering for ground directional control is provided with tiller or rudder control. Friction pads break the nose wheels on retraction. The nose gear structure consists of a shock strut, torsion links, drag brace, and lock links. The shock strut inner and outer cylinders provide standard air-oil shock absorption. The strut is serviced with dry air or nitrogen through a gas-charging valve on top of the strut and with oil through an oil-charging valve on the aft side of the strut. Centering cams inside the shock strut center the gear when extended. Torsion links connect the inner and outer cylinders, preventing their free rotation and providing a path for nose wheel steering. Forward and aft tow fittings attach to lugs on the lower inner cylinder. A single-piece axle is keyed into a forging on the lower inner cylinder, providing mounting for the two nose gear wheels. The shock strut is trunnion mounted in the nose gear wheel- well and is supported by a two-piece folding drag brace. The upper drag brace is trunnion mounted to wheelwell structure. The lower brace attaches to a forging on the shock strut outer cylinder. The drag brace is held locked in both the extended and retracted positions by overcenter locking of lock links; the forward link is attached to the apex of the drag brace, and the aft link to a fitting on the aft nose wheelwell bulkhead. Bungee springs and a hydraulic actuator provide overcenter locking of the lock links, which are responsible for locking the gear in the extended and retracted positions. Nose Landing Gear EAT doc 51 Issue 1 Revision 00 date 01/06 Page 57 L LL LLanding Gear anding Gear anding Gear anding Gear anding Gear Landing Gear Controls and Indicators A three-position (UP, OFF, DN) landing gear lever, located on the P3-1 panel, is used to control landing gear extension and retrac- tion. A lock solenoid in the landing gear lever prevents moving the lever to the UP position when the airplane is on the ground. A lock override button is provided. A guarded ALTN GEAR EXTENSION switch controls an electric motor-hydraulic system that un- locks the main and nose gear doors and gear to allow free-fall extension. Position indicators above the landing gear lever include three green gear down and locked lights, an amber gear door open light, and an amber gear disagreement light. Either the captains or the first officers brake pedals operate eight hydraulic brake assemblies. A rotary selector switch on the P1 -3 panel controls the auto brake system. An amber light above the switch indicates a disarm condition in the auto brake system. A gauge on the P3-1 panel indicates brake pressure. Parking brakes are set by depressing the brake pedals and pulling a handle on the P1 0 quadrant stand. An amber light forward of the handle provides indication of parking brake operation. A reserve brakes switch on the P1 -3 panel isolates the right hydraulic system ac motor pump to the brakes. An amber BRAKE SOURCE light on the P1-3 panel indicates loss of normal and alternate hydraulic brake source. Optional thermo- couple devices on the brakes provide brake temperature sensing for display on the status page of EICAS. An amber light on the P5 panel indicates antiskid faults. All amber lights have associated EICAS messages. The rudder pedals permit nose wheel steering up to 7 degrees left or right, and this may be extended to 65 degrees left or right by use of the steering tiller on the captains auxiliary panel. Landing Gear Controls and Indicators EAT doc 51 Issue 1 Revision 00 date 01/06 Page 58 L LL LLanding Gear anding Gear anding Gear anding Gear anding Gear Landing Gear Alternate Extension An alternate extension system is provided as a backup to the nor- mal landing gear extension sys- tem. The alternate extension system also opens the landing gear door for ground maintenance. The alternate gear extension switch located below the landing gear lever is actuated to energize a dedicated power pack. The electric motor operated hydraulic pump provides pressure to actua- tors for all three gears. These actuators sequentially operate door safety valves to direct the door actuator hydraulic fluid to return and mechanically unlock door actuators and gear up locks. The doors then freely open, and the gears open by gravity to the down and locked position. The alternate extend power pack is then shut down automatically by a pressure switch. All landing gear doors remain open after an alter- nate gear extension because the door safety valves are in the unsafe position. After alternate gear extension, the landing gear doors close when the landing gear lever is moved to the UP position and the gear correctly retracts with the normal system. Ground opening of the landing gear doors is commanded by two ALL DOORS OPEN switches located on the P72 panel, acces- sible on the ground aft of the right wheelwell. Operation of both switches commands the alternate extend power pack to energize. The actuator operation described previously occurs, placing all safety valves to the safe position and opening all gear doors. A red warning light in each wheelwell illuminates to annunciate an un- safe condition of a safety valve. The red warning lights for the main gear wheel wells are tested before entering a wheelwell by operating the MLG DR UNSAFE LIGHT switch on the P72 panel. Operating the NOSE GEAR DOOR UNSAFE LIGHT PRESS TO TEST switch located on the P62 panel on the nose gear strut tests the red warning light for the nose gear wheelwell. Closing the landing gear doors on the ground requires pressure from the left hydraulic system. The main landing gear doors are com- manded closed by operating the DOOR CLOSE switch on the P72 panel. Operating the DOOR CLOSE switch on the P62 panel on the nose gear strut closes the nose landing gear doors. These switches electrically command hydraulic pressure to door release interlock actuators, which release the latching mechanisms, allowing springs to reset the system link- ages and door safety valves. Left hydraulic pressure then closes the doors. Landing Gear Alternate Extension EAT doc 51 Issue 1 Revision 00 date 01/06 Page 59 L LL LLanding Gear anding Gear anding Gear anding Gear anding Gear Nose Wheel Steering Nose wheel steering is controlled by a steering tiller located on the left side of the flight deck or by the rudder pedals. The tiller provides for turns up to 65 degrees left or right of center. The rudder pedals give 7 degrees left or right. Whether the steering command is from the tiller or rudder system (pedals or autopilot rudder rollout), the command signal is transmitted by cables to a hydraulic metering valve located on the nose gear. The metering valve directs hydrau- lic pressure from the left system to two steering actuators to steer nose gear wheels. Internal centering cams in the nose gear shock strut center the wheels when the strut is extended after takeoff, and keep the gear centered when it is retracted and unpressurized during flight. The steering components include two sets of control cables (tiller and piston position), two steering actuators, steering collar, steering metering valve, summing mecha- nism and broken cable compensa- tor, rudder pedal steering intercon- nect mechanism, torque limiter, and a steering tiller. Nose Wheel Steering EAT doc 51 Issue 1 Revision 00 date 01/06 Page 60 L LL LLanding Gear anding Gear anding Gear anding Gear anding Gear Proximity Switch System The proximity switch system provides position sensing for landing gear, doors, and thrust reversers. The system consists of sensors mounted throughout the airplane that sense the proximity of targets and provide position signals to the PSEU. The PSEU is a digital control unit located in the main equipment center. It receives signals from proximity sensors and micro switches; the signals are pro- cessed by software logic that operates relays, lights, and EICAS annunciators. The PSEU also incorporates built-in test equip- ment (BITE) to provide in-flight fault detection with storage in nonvolatile memory and on-ground testing of the system. Air/ground relays transfer various airplane system control circuits from ground to air mode and from air to ground mode. The relays are controlled by the PSEU using inputs from the main gear truck tilt proximity sensors, the nose gear compressed proximity sensors, and truck positioner shuttle valve pressure switches. Two sensors on each main gear truck provide dual system truck tilt inputs to the PSEU. Two sensors on the nose gear strut provide dual nose gear strut compression inputs to the PSEU. The sensor inputs are processed in the PSEU logic to drive air/ ground relays that control various air/ground critical systems. PSEU and air/ground relay outputs are provided to the EICAS computers for air/ground system fault detec- tion and annunciation. Proximity Switch System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 61 L LL LLanding Gear anding Gear anding Gear anding Gear anding Gear Brake System PEDALS Two sets of brake pedals provide differential braking capability. The pedal sets are mechanically inter- connected by linkage and drive the brake metering valves by left and right cable loops. PARKING BRAKES The parking brake mechanism latches all brake pedals in the depressed position. The parking brakes are set by fully depressing the brake pedals and lifting the parking brake lever to lock the pedals in the depressed position. HYDRAULIC CONTROL The normal brake system is pow- ered by the right hydraulic system. The alternate brake system is powered by the left hydraulic system and is automatically se- lected upon loss of the right hy- draulic system pressure. An accu- mulator in the right (normal) sys- tem is automatically selected when both normal and alternate system pressure are lost. Two pressure operated valves select the appro- priate brake pressure source. A reserve braking system is included in the normal brake system. The normal brake metering valves (BMV) control brake pressure through the autobrake shuttle valves to the normal antiskid valves. The alternate BMVs meter hydrau- lic system pressure directly to the alternate antiskid valves. Landing gear up line hydraulic pressure is ported to despin actua- tors on the alternate BMVs to stop wheel rotation during landing gear retraction. Hydraulic pressure from the BMVs (normal or alternate) passes through the antiskid valves, then through a shuttle valve and finally to the wheel brake assemblies. An optional brake temperature sensor is mounted in each brake housing. The brake temperature monitor collects and processes the temperature signals for display on EICAS. Brake System Diagam EAT doc 51 Issue 1 Revision 00 date 01/06 Page 62 L LL LLanding Gear anding Gear anding Gear anding Gear anding Gear Wheel and Brake System Components Brake pedal linkage and forward cable quadrants are located be- neath the flight deck floor and accessed through the access door forward of the nose wheelwell. The brake cables run below the flight deck floor, along the ceiling of the forward cargo compartment, and terminate at the BMV cable quadrants in the right and left wheel wells. The brake assemblies are located with each main landing gear wheel. The brake temperature sensors are mounted in each brake hous- ing. The brake temperature-moni- toring unit is located in the main equipment center. The brake accumulator is located on the keel beam in the right wheelwell. The accumulator servic- ing area is in the aft wing to body fairing behind the left wheelwell. The parking brake shut-off valve is located on the forward wall of the right wheelwell. The accumulator isolation valve (AIV) and the alternate brake selector valves (ABSV) are located on the forward wall of the right wheelwell. Wheel and Brake System Components EAT doc 51 Issue 1 Revision 00 date 01/06 Page 63 L LL LLanding Gear anding Gear anding Gear anding Gear anding Gear Brake Temperature Monitoring System (Option) The monitoring system indicates individual brake temperature by providing eight color coded num- bers in boxes on the EICAS status page and a white brake tempera- ture light on the P 3-1 panel. The brake temperature monitor unit provides the capability for BITE test of the system. A brake temperature sensor is installed in each of the eight brakes to supply the monitor unit with a voltage input that is propor- tional to break temperature. The monitor unit is located on the E5- rack in the main equipment center. It has eight red light emit- ting diodes (LED) to indicate sensor faults, one red LED to indicate a faulted monitor unit, and a rotary test switch, Brake Temperatuure Monitoring System (Option) EAT doc 51 Issue 1 Revision 00 date 01/06 Page 64 L LL LLanding Gear anding Gear anding Gear anding Gear anding Gear Antiskid System The antiskid system monitors wheel deceleration and provides brake release to achieve optimum braking action under varying braking conditions. The antiskid system uses wheel speed transducer input to apply and release hydraulic brake pres- sure. Four-wheel control cards within the antiskid/autobrake control unit control the antiskid function. Each card controls a fore/ aft pair of wheels through indi- vidual wheel circuits. Airplane ground speed from the inertial reference units (IRU) is provided to wheel cards for hydroplane touch- down protection. PRIMARY ANTISKID FUNCTION Primary antiskid control is pro- vided on an individual wheel basis for the normal brake system. In the alternate antiskid system, sepa- rate alternate antiskid valves control laterally paired wheels. These are operated by signals from the same transducers to the same control circuits as the nor- mal system but using separate drivers. Instantaneous wheel velocity is continuously compared to a velocity reference value, and this difference represents the error signal. Thus, a wheel decelerating faster than the reference would be detected as entering a skid condi- tion. SECONDARY ANTISKID FUNCTIONS The secondary antiskid functions include locked wheel protection, touchdown hydroplane protection, and gear retract braking. The purpose of the locked wheel protection is to allow brake release on an individual wheel if a paired wheel detects a significant slow- down relative to its own speed. The purpose of the touchdown hydroplane protection system is to ensure that the rear wheels have no pressure applied at touchdown and that the rear wheel brake pressure is released if hydroplan- ing occurs during ground roll. Protection for forward wheels is through the locked wheel protec- tion function. The gear retract braking function inhibits antiskid control to the alternate antiskid valves for 12.5 seconds during landing gear retraction to allow alternate brake pressure to lock the wheels. FAULT ANNUNCIATION Faults are annunciated by means of the amber ANTISKID light and the EICAS displays on advisory, status, and maintenance levels. Antiskid System (Simplifed) EAT doc 51 Issue 1 Revision 00 date 01/06 Page 65 L LL LLanding Gear anding Gear anding Gear anding Gear anding Gear Autobrake System The autobrake system automati- cally applies and controls break pressure to achieve the airplane rate of deceleration selected by the flight crew. The antiskid/autobrake control unit operates an autobrake module to provide metered pressure to the brakes through the normal antiskid valves. Brake pressure varies according to the rate of airplane deceleration selected and the actual rate of deceleration ob- tained through braking, thrust reversers, and ground speedbrake operation. The autobrake selector switch powers the autobrake micropro- cessor card in the antiskid/ autobrake control unit. It provides for the selection of desired decel- eration rate. When arming require- ments are satisfied, the selector switch receives latching power from the autobrake card. The switch panel located on P1-3 also contains an amber AUTOBRAKES light that indicates loss of autobrake function when illumi- nated. Air/ground mode is provided by relays that are positioned by main gear truck tilt. The signals are used in the arming and activation of the landing autobrake functions. The antiskid cards provide wheel speed inputs to the autobrake card. The autobrake card provides to the autobrake module the nec- essary signals to achieve the requested deceleration rate. The BITE card and display card perform self-test and fault identifi- cation. This information is stored in the nonvolatile memory of the antiskid/ autobrake control unit, results in the AUTOBRAKE amber light illuminating, and is sent to EICAS computers for display on the advisory and maintenance pages. Autobrake System (Simplified) EAT doc 51 Issue 1 Revision 00 date 01/06 Page 66 Flight Controls Flight Controls Flight Controls Flight Controls Flight Controls Features PRIMARY FLIGHT CONTROLS All primary control surfaces are hydraulically powered. The eleva- tors and rudder are powered by three hydraulic systems, and each aileron is powered by two hydraulic systems. SECONDARY FLIGHT CONTROLS Secondary flight controls include the spoilers and speedbrakes, horizontal stabilizer, leading-edge slats, and trailing edge flaps. Each spoiler is powered by a single hydraulic system and is electrically commanded. Leading edge slats and trailing edge flaps are mechanically controlled and hydraulically powered. EFFECTIVE, EFFICIENT HIGH-LIFT DEVICES The high-lift system consists of full-span leading edge slats and four trailing edge flaps that are hydraulically powered and com- manded by cables with electrical power backup. Power is transmit- ted from separate power units to the surfaces by torque tubes. Automatic flap load relief is pro- vided. STABILIZER TRIM SYSTEM A hydraulically powered movable stabilizer that is electronically commanded provides pitch trim. Roll and yaw trim are electrically powered and commanded. AUTOPILOT, FEEL FORCES, AND CONTROL SYSTEM ELECTRONIC UNIT Autopilot control is provided by three parallel hydraulic servoactuators in pitch, yaw, and roll. Feel forces are provided by hydraulic actuators and springs in pitch and by springs in roll and yaw. Control system electronic func- tions are centralized in dual con- trol system electronic units. 757 AND 767 SIMILARITIES Flight deck indications and con- trols for both airplanes are nearly identical. Differences in airplane size, aerodynamics, and mission requirements produce some differ- ences in flight controls. Pitch control-The 757 uses con- tinuous elevator actuator force-fight (out of rig) monitors, whereas the 767 relies on periodic ground test and pilot tactile detec- tion. The 757 actuators have pressure reducers, and each elevator is commanded by a single load path linkage with centering springs; the 767 uses a linkage backed up by a slave cable. Roll control-The 767 employs both inboard and outboard ailerons with boost actuators for the control cables. The outboard ailerons are locked out for high-speed flight, and the inboard ailerons are drooped to supplement the flaps. The 757 has one aileron on each wing and no cable boost. The 767 uses all 12 spoilers in flight; the inboard spoilers have an emer- gency evacuation system override actuator. On the 757, spoilers 4 and 9 are used only on the ground. Yaw control The 757 uses continuous rudder actuation force-fight (out of rig) monitors, in contrast to periodic ground test and tactile detection on the 767. High lift controls The 767 has 12 slats, compared to 10 for the 757. The 757 have double slotted inboard and out- board flaps; the 767 outboard flaps are single-slotted. Overview Flight Control Actuators, Servos and Electroncs Control System Electronic Unit Interface Autoflight Interface Aileron System Spoiler And Speed Brake System Flap Slat System Stabilizer Trim System Elevator System Stall Warning System Rudder System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 67 Flight Controls Flight Controls Flight Controls Flight Controls Flight Controls Overview The primary flight controls are the ailerons, which control around the longitudinal axis (roll); the eleva- tors, which control around the lateral axis (pitch); and the rudder, which controls around the ver tical axis (yaw). The secondary flight controls are the spoilers and speedbrakes, horizontal stabilizer, leading-edge slats, and trailing edge flaps. Flight Control Actuators, Servos, and Electronics Control cables and associated linkages convey mechanical inputs to the power control units (PCU). There is no manual reversion on any primary or secondary flight control. Ailerons have two PCUs per surface (four total), elevators have three PCUs per surface (six total), and the rudder has three PCUs total. The distribution of PCUs allows triple hydraulic system redundancy for the primary flight control surfaces. The 12 spoiler panels are operated by electrically controlled and hydraulically powered PCUs. The horizontal stabilizer is driven by a hydraulically powered ballscrew actuator, which is con- trolled electrically. Leading edge slats are mechani- cally controlled and hydraulically powered using torque tubes and rotary actuators. Alternate opera- tion is by electric control and an electric motor through the same torque tubes and rotary actuators. Trailing edge flaps are mechani- cally controlled and hydraulically powered using torque tubes and transmissions. Alternate operation is by electric control and an elec- tric motor through the same torque tubes and transmissions. Flight Control Actuators, Servos and Electronics EAT doc 51 Issue 1 Revision 00 date 01/06 Page 68 Flight Controls Flight Controls Flight Controls Flight Controls Flight Controls Control System Electronic Unit Interface The control system electronic units (CSEU) integrate the electronic flight control functions and provide a common power supply. Each CSEU contains modules that perform the functions described below. The spoiler control modules pro- cess inputs from control wheel and speedbrake lever transducers to provide control signals to spoiler actuator servo valves. The stabilizer trim and elevator asymmetry modules (SAM) provide manual trim and automatic trim during autopilot operation. They also provide Mach/speed trim computation, control of elevator asymmetry, and programmed airspeed input to the rudder ratio changer modules. The rudder ratio changer modules change the rudder authority based on airspeed. The yaw damper modules provide yaw damping, turn coordination, ride smoothing, and fin gust load reduction. Control System Electronic Unit Interface EAT doc 51 Issue 1 Revision 00 date 01/06 Page 69 Flight Controls Flight Controls Flight Controls Flight Controls Flight Controls Autoffight Interface Three flight control computers (FCC) command dedicated autopi- lot servos to control airplane movement in roll, pitch, and yaw. These autopilot servos engage directly into the aileron/spoiler, elevator, and rudder mechanical-hydraulic control systems. The FCCs also input to the stabilizer trim electrical-hydraulic control system for long-term pitch trim required to complement short-term elevator pitch inputs. Control System Electronic Unit Interface EAT doc 51 Issue 1 Revision 00 date 01/06 Page 70 Flight Controls Flight Controls Flight Controls Flight Controls Flight Controls Aileron System Airplane roll control is provided by one aileron on each wing. The ailerons are controlled by either pilots control wheel. Move- ments of the control wheels are transmitted to forward quadrants, which are interconnected by a bus force limiter rod, providing override capability. Each forward quadrant is connected by cables to quad- rants located in the left and right wheelwells. The two wheelwell quadrants are interconnected by a bus rod and an override on the lateral override quandrant in the right wheelwell. The left wheelwell quadrant in- cludes the feel and centering mechanism and the trim actuator. The trim actuator is commanded electrically by a pair of spring returned toggle switches located on the left side of the control stand. Trim operation back drives the control wheels and indicates position by index marks on top of the control column. The three autopilot servos are located in the wheelwells, two in the left and one in the right. They input by cranks and connecting rods to the wheelwell quadrants. When operating, the autopilot controls the ailerons and back drives the control wheels to com- mand the spoilers. The wheelwell quadrants are connected by cables running alongside the wing rear spar and terminated by a return pulley on the breakout quadrant located outboard on the wing. The breakout quadrant contains an override and outputs by connecting rod to the control valve of two PCUs on each aileron. Each PCU is powered by a different hydraulic system. The aileron movement rotates transmitters that provide aileron position on the lower left of the engine indication and crew alerting system (EICAS) status page. Aileron System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 71 Flight Controls Flight Controls Flight Controls Flight Controls Flight Controls Spoiler and Speedbrake System SPOILERS Six spoiler panels on each wing, four outboard and two inboard, provide for secondary roll control as well as flight and ground speedbrakes. The spoilers are commanded electrically by a fly-by-wire system. Six electronic spoiler control modules (SCM) each control a pair of spoiler panels symmetrically located about the airplane center- line. Input commands to the SCMs for roll control are from transmitters operated by the movement of the control wheels. The captains and first officers transmitters each contain three rotary variable differ- ential transformers (RVDT). Input commands for speedbrake control are from transmitters operated by the movement of the speedbrake lever located on the left side of the control stand. Three pairs of speedbrake lever linear variable differential transformers (LVDT) are located inside the control stand. In response to input commands, the SCMs output command sig- nals to operate their dedicated pair of spoiler panels. Each spoiler panel is moved by a hydraulically powered PCU con- taining an electrohydraulic servo valve and a feedback RVDT. A control wheel input results in operation of the PCUs on one wing only. A speedbrake lever input results in operation of the PCUs on both wings. The electrical command from the SCM is sent to the electrohydraulic servo valve of the PCUs, directing hydraulic pressure to the actuators. Move- ment of the actuator piston rotates a PCU RVDT, which sends an electrical feedback signal to the SCM to verify execution of the command. The spoiler control system in- cludes redundancy to allow the system to operate with an elec- tronic failure. Failures are moni- tored by the SCMs and are indi- cated by amber light annunciation on the P5 panel and EICAS advi- sory and maintenance messages. Spoiler and Speedbrake System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 72 Flight Controls Flight Controls Flight Controls Flight Controls Flight Controls AUTO SPEEDBRAKE An electrical actuator located in the control stand drives the speedbrake lever for auto speedbrake deployment and stow- age. If the speedbrake lever is moved to the ARMED position before land- ing, upon touchdown the auto speedbrake deploys when both thrust levers are at the idle posi- tion. After landing with the speedbrake lever in the DOWN detent, actuation of either thrust reverser deploys the auto speedbrake. Stowage of the auto speedbrake occurs when either thrust lever is advanced or the airplane is in the air. A failure of the auto speedbrake is indicated by an amber light illumi- nating and an advisory EICAS message. Spoiler System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 73 Flight Controls Flight Controls Flight Controls Flight Controls Flight Controls Flap/Slat System The flap/slat system consists of 10 leading edge slats and four trailing edge flaps. The left hydraulic system is the normal source of power, with electric motors as backup. CONTROL AND INDICATION Flap lever motion is mechanically transmitted to the flap power drive unit (PDU), which is mechanically slaved to the slat PDU. Alternate flap/slat control is provided by ALTN flap and slat switches and a rotary position selector switch. ALTN switches energize hydraulic bypass valves and arm electric drive motors. A flap load relief system is provided. An automatic shutdown of all high-lift devices occurs if an asym- metry condition or disagreement condition is detected. The auto- matic shutdown holds the flaps and slats at the position where the shutdown occurred. Displays for the flaps and slats on the center instrument panel in- clude a rotary position indicator with a needle for each wing. Amber lights indicate LEADING EDGE and TRAILING EDGE faults. EI- CAS messages are given for caution, advisory, status, and maintenance levels. Flap/Slat Control and Indication EAT doc 51 Issue 1 Revision 00 date 01/06 Page 74 Flight Controls Flight Controls Flight Controls Flight Controls Flight Controls DRIVE SYSTEM Flaps and slats are each driven by single hydraulic motor-powered torque tubes. Electric motors drive the torque tubes in the alternate operation. Each is driven by two ballscrew actuators. Each slat is driven by two rotary actuators. Inboard and outboard trailing-edge flaps are double slotted and con- trolled by the flap handle through seven positions. The leading-edge slats have three positions: takeoff, cruise, and landing. In takeoff position, the slats remain sealed with the lead- ing edge of the wing. In landing position the slats separate (gap) from the wing. If the flaps are commanded to the landing position (lever at 30) and the airspeed is too high, a load relief system retracts the flaps to the flaps 25 position to prevent overloading the wing rear spar. With flaps in the takeoff position, the slats automatically extend from takeoff (sealed) to landing position (gapped) when a stall is detected. The slats are automatically reset to the sealed position when the angle of attack is reduced to normal. Autoslat operation is inhibited when the airspeed is greater than 200 knots. Flep Slat Drive System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 75 Flight Controls Flight Controls Flight Controls Flight Controls Flight Controls FLAP/SLAT ELECMTRONIC UNIT Three interchangeable flap/slat electronic units (FSEU) on the E5 rack perform separate functions controlled by mode select inputs determined by rack position. The FSEU receives alternate position selector switch, air data and stall warning computer, and position transmitter input depending on FSEU function. The FSEU performs the following functions: normal control monitor- ing, alternate control, alternate control monitoring, autoslat and flap load relief operation, position indicating, flap/slat positions for other systems, and hydraulic depressurization control. The FSEU faceplate contains built-in test equipment (BITE) instructions, push-button to oper- ate interrogation, and light-emitting diode (LED) display for messages. System faults are detected by a continuous monitor BITE system and entered in memory. A ground test function is available to identify LRU components and verify main- tenance action. A connector pro- vides the capability to connect a data bus analyzer (ARINC 429) to the FSEU data bus to assist main- tenance. Flap/Slat Electronic Unit EAT doc 51 Issue 1 Revision 00 date 01/06 Page 76 Flight Controls Flight Controls Flight Controls Flight Controls Flight Controls Stabiliser Trim System The horizontal stabilizer provides for airplane pitch trim control by varying the stabilizer angle of attack. The stabilizer ballscrew actuator assembly is powered by two hy- draulic motors with two hydrauli- cally released brakes. Two stabi- lizer trim control modules (STCM) are electrically commanded to provide hydraulic power to the brakes and motors. Trim commands are from the manual electric trim switches on each pilots control wheel, autopi- lot commands from the flight control computers, Mach/speed trim augmentation commands, or the alternate electric trim switches located on the control stand. Stabilizer trim position is displayed on indicators located on the con- trol stand, outboard of the thrust levers. Two cutout switches, also located on the control stand, control hydraulic shut-off valves supplying power to the STCMs for stabilizer trim control. Moving the control column in the direction opposite the trim move- ment actuates cutoff switches to stop trim for all modes except alternate electric commands. Stabiliser Trim System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 77 Flight Controls Flight Controls Flight Controls Flight Controls Flight Controls Elevator System One elevator on each side of the aft fuselage provides for primary airplane pitch control. The elevator is controlled by either pilots control column. The system allows one pilot to operate the elevator on one side in case of a jam in the control of the other side. A stick shaker is installed on each control column to warn the pilots of an approaching airplane stall condition. The two column torque tubes are connected by a column override that provides for jam tolerance. Movements of the control columns are transmitted by cranks and connecting rods to the two forward tension regulator quadrants, which ensure that constant control cable tension is maintained. The control cables are routed separately to the aft end of the stabilizer compartment: the captains cables in the cabin ceiling and the first officers cables between the cabin floor beams. Control cables are connected to two aft quadrants each mounted on torque tubes located aft of the stabilizer. The two torque tubes are interconnected by an override for jam tolerance. An elevator asym- metry limitation device limits the amount of torque tube relative displacement as a function of airspeed in case of jam. Each torque tube is connected by cranks and linkages to the control valve on each PCU. An override on the input of each PCU valve allows input to the other PCUs in case of a valve jam. The PCUs of each elevator are supplied with a hy- draulic system pressure that is normally reduced to 2,250 pounds per square inch (psi). A feel and centering unit located in the aft stabilizer compartment provides for mechanical centering of elevator controls and for vari- able feel force at the control col- umns. A feel actuator receives variable hydraulic pressure from the feel computer to generate the feel force. The feel computer meters the variable feel pressure as a function of airspeed and stabilizer position. The stabilizer position causes the feel and cen- tering unit to shift the neutral position of the elevator to provide increased airplane nose-down trim authority. Three autopilot servos, each commanded by a flight control computer, are connected by cranks and linkages to the aft quadrant torque tubes. Elevator System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 78 Flight Controls Flight Controls Flight Controls Flight Controls Flight Controls Stall Warning System The stall warning system has two digital stall warning computers (SWC) whose function is to calcu- late when the airplane is nearing a stall condition and to provide a warning through operation of the stick shakers. Additional functions of the SWCs are to provide input to the windshear detection and guidance system for visual and aural warning annunciation and flight instrument display and to the FSEU for automatic extension of the leading-edge slats. Each SWC operates a separate stick shaker and provides input to a separate FSEU. Both SWCs input to the ground proximity warning computer and the elec- tronic flight instrument system for the windshear detection and guid- ance system and to the EICAS computers for fault annunciation. Inputs to the SWCs are flap/slat position and slat movement (FSEU), body pitch angle and rate (iner tial reference system), dual power supply modules, Mach, true airspeed, computed airspeed, indicated angle of attack (air data computer), and air/ ground sensing (air/ground relays). Each SWC has a test switch and a BITE display. Stall Warning System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 79 Flight Controls Flight Controls Flight Controls Flight Controls Flight Controls Rudder System A single rudder pivoted on the vertical stabilizer provides for primary airplane yaw control. Either set of rudder pedals inputs to a pair of cables connected to an aft quadrant located at the bottom of the vertical stabilizer rear spar. The aft quadrant is mounted on a torque tube that also receives inputs from the three directional autopilot servos and the trim actuator. Rudder trim is electrically commanded by a trim knob located at the aft end of the control stand. Rudder trim position is shown on a trim indicator located in front of the trim knob. A feel and centering unit is part of the quadrant torque tube. Output of the quadrant torque tube is by two connecting rods to the rudder ratio changer mechanism. The rudder ratio changer mecha- nism varies the output authority of the pedals, autopilot servos, or trim commands as a function of airspeed. At low airspeed, full authority is transmitted to the rudder, whereas it is gradually reduced with increased airspeed. The ratio changer actuator is electrically commanded by one of the two rudder ratio changer modules. Output of the rudder ratio changer mechanism is by a pri- mary and secondary control path to the summing mechanism. The summing mechanism adds the inputs from the rudder ratio changer mechanism, the yaw damper servos, and the thermal compensating linkage to output to the rudder PCUs. Two yaw damper servos, each commanded by a yaw damper module, provide inputs to the summing mechanism to dampen dutch roll effects and to coordinate turns. A thermal com- pensating linkage inputs to the summing mechanism to overcome the effect produced by the differ- ence in temperature during climb and descent. Output of the sum- ming mechanism is by connecting rods to the rudder PCUs. The three rudder PCUs are identical and each is powered by a different hydraulic system. Rudder movement is sensed by a transmitter to provide for rudder position indication on the lower left of the status page on EICAS. Rudder System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 80 Environmental Systems Environmental Systems Environmental Systems Environmental Systems Environmental Systems Features ENGINE BLEED AIR SUPPLY Engine bleed air and pneumatic ground carts provide pressure and temperature controlled air to user systems. BUILT-IN TEST EQUIPMENT FOR BLEED AIR SYSTEM A line replaceable unit in the main equipment center provides fault monitoring for the bleed air sys- tem. MINIMUM-DRAG RAM AIR SYSTEM Cooling air intake is automatically controlled in flight to position ram inlet doors and exit louvers for minimum airplane drag. AUTOMATIC CABIN PRESSURE CONTROL WITH MANUAL BACKUP Regulating the discharge of air from the airplane controls pressure inside the cabin. Manual and automatic controls for this system are located on the pilots overhead panel. AIR-CONDITIONING ON GROUND OR IN FLIGHT The auxiliary power unit (APU) supplies all the power needed for air-conditioning on the ground and eliminates the need to tie into ground air supplies. AUTOMATIC CABIN TEMPERATURE CONTROL Each of the three cabin zones in the airplane has a separate auto- matic temperature control. AIR DISTRIBUTION AND RECIRCULATION The mix manifold combines condi- tioned air from the left and right air conditioning packs with the recir- culated and filtered air from the two recirculation fans. Flight deck air distribution is through ducting to various floor, shoulder, and wind- shield outlets. Passenger compart- ment air is distributed from the mix manifold through sidewall risers and overhead ducts to the passen- ger areas, lavatories, and galleys. LAVATORY AND GALLEY VENTILATION Exhaust air from the lavatories and galleys is routed through a network of ducts, check valves, and fans. The system exhausts into the lower lobe next to the outflow valve and then discharges the air overboard. 757 AND 767 SIMILARITIES The 757 and 767 use basically the same heating, cooling, pressuriza- tion, and air-conditioning packs. Components for the cabin pressure control system are identical. Be- cause of airplane performance differences, the climb schedules for the two airplanes vary and are pin selectable for each model. The 757 and 767 electrical/elec- tronic cooling systems are function- ally and operationally similar. Both systems use similar fans, ducting, valves, and avionics installations, and both have similar warning and indication systems. The 757 air distribution and recir- culation systems are similar to those on the 767 with a few differ- ences. Lavatory and galley ventila- tion systems are essentially identi- cal. The 757 freighter has an additional pair of supply fans devoted to cooling flight deck electrical/elec- tronic equipment. This system, which was designed to prevent upper deck cargo air from entering the flight deck, incorporates the same type of control and indication system as the 757 main supply fans. Pneumatics Environmental Control System Air-Conditioning Cargo Heating and Lavatory and Galley Venting Cabin Pressurization Electrical Electronic Equipment Cooling EAT doc 51 Issue 1 Revision 00 date 01/06 Page 81 Environmental Systems Environmental Systems Environmental Systems Environmental Systems Environmental Systems Pneumatics PNEUMATIC SYSTEM OPERATION The pneumatic system supplies compressed air for air-conditioning, engine starting, hydraulic reservoir pressurization, wing and engine cowl anti-icing, and potable water tank pressuriza- tion. The system automatically controls the temperature and pressure of the air supply with associated indications on the overhead panel. Low- or intermediate-pressure air is automatically supplied as re- quired from a port on the engine. The air flows through a check valve, which prevents reverse flow during high-pressure operation, to a precooler. This air is used during climb, cruise, and cer tain holding conditions. High-pressure air is automatically supplied as required from ports on the engine. The high-pressure controller senses engine case pressure and supplies servo pressure to control the high-pressure shut-off valve. The high-pressure shut-off valve pneumatically modulates to supply air at 55 5 pounds per square inch (psi) or to shut off the high-pressure supply of air. High-pressure air is used during descent, low power settings, and certain holding conditions. The temperature of the bleed air is regulated to 3800 20 F (1930 11 C via a precooler that func- tions as a crossflow-type heat exchanger. The precooler uses engine fan air as a heat sink. A fan air modulating valve regulates the amount of cooling air that is sup- plied to the precooler. The valve is pneumatically controlled by a fan air temperature sensor that senses the bleed air temperature down- stream of the pressure regulating and shut-off valve (PRSOV) and supplies a servo pressure signal to the fan air modulating valve. Flow control is regulated via the PRSOV and controller. The PRSOV controller is solenoid controlled by 28V-DC signal from an alternate action switchlight on the overhead panel. The PRSOV is a pneumati- cally actuated valve that regulates the bleed air pressure to 45 1 psi. The PRSOV controller and system include a temperature- I limiting function. A reverse flow controller prevents reverse flow in the engine air supply system from the air distribution system. An overtemperature switch pro- vides a signal to the bleed light on the P5 overhead panel whenever a temperature of approximately 490F (254 C) is sensed. The engine bleed system is com- manded off automatically without crew action. Engine Bleed Air System Control EAT doc 51 Issue 1 Revision 00 date 01/06 Page 82 Environmental Systems Environmental Systems Environmental Systems Environmental Systems Environmental Systems Pneumatic Systems EAT doc 51 Issue 1 Revision 00 date 01/06 Page 83 Environmental Systems Environmental Systems Environmental Systems Environmental Systems Environmental Systems The engine air supply system is monitored and controlled from the pilots overhead panel. Alternate action switchlights labeled L ENG and R ENG control the PRSOV and high-pressure controllers. Amber lights, in conjunction with the caution and warning system, indicate overtemperature condi- tions (BLEED), PRSOV closed (OFF), and high-pressure valve/ controller malfunctions (HI STAGE). PNEUMATIC DISTRIBUTION An isolation valve isolates air from the pneumatic sources. Normal air supply to each air-conditioning pack is from each respective engine. During ground operation, the auxiliary power unit (APU) can be used to supply the left pack with the valve closed or both packs with it open. The isolation valve is motor driven and is controlled from the pneumatic control panel. For normal flight operation, the isolation valve is closed. In the event of one bleed source out condition, the isolation valve can be opened to supply both wing thermal anti-ice (TAI) systems and an air-conditioning pack from the remaining bleed air source. Duct pressure indicating is provided in the flight deck to display the pneu- matic duct pressure on each side of the isolation valve. The system provides air for water and hydraulic reservoir pressurization. With the APU operation at 95% or above, the APU can be used as an air supply source. The APU isola- tion valve is controlled by an alternate action switchlight. The switchlight includes an amber disagreement light that, along with the caution and warning system, indicates valve malfunction. A check valve prevents flow to the APU. An overheat detection system is provided to detect leakage from the bleed air duct system and to prevent overheating the structure. The overheat detection system consists of two independent, continuous sensors installed adjacent to the pneumatic duct system. In the event of hot air leaks, impingement on the sensors activates the caution light located on the pilots overhead panel and warns the crew of the overheat situation. Detection is divided into left and right systems. The left system detects the left wing leading-edge cavity, left air-conditioning pack, and APU supply duct area, and the right system detects the right wing leading-edge cavity and right air- conditioning pack. The air pressure in the ducts on each side of the pneumatic mani- fold is displayed on a dual indica- tor pressure gauge located on the P5 overhead panel. Duct pressure is also available on the ECS mes- sage page of the engine indication and crew aler ting system (EICAS). Pneumatic Distribution System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 84 Environmental Systems Environmental Systems Environmental Systems Environmental Systems Environmental Systems Environmental Control System OVERVIEW An energy-efficient air-conditioning system provides passengers and crew members with conditioned air. Energy efficiency is accomplished by only requiring that about 50% of the total conditioned air volume be derived from engine bleed. The remainder is provided by filtered, recirculated air. A three-zone automatic temperature control system is provided for two main cabin zones and the flight deck. The environmental control system (ECS) incorporates system test and line replaceable unit (LRU) fault-isolation capability. The lavatory and galley ventilation system provides positive ventila- tion of smoke and odors from the lavatories and galleys. The forward cargo compartment is heated by conduction through the cargo lining and air recirculation. The aft cargo compartment has an electric heating system. A cooling system is provided for the forward and aft electrical/ electronic (E/E) equipment cooling systems to meet FAA and CAA requirements. Filtered air is forced through the forward system by a fan. The warm air is removed by the left air-conditioning recircula- tion fan in the forward E/E equip- ment cooling system and by the lavatory and galley ventilation system in the aft E/E equipment cooling system. Environmental Control System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 85 Environmental Systems Environmental Systems Environmental Systems Environmental Systems Environmental Systems ECS CONTROL The air-conditioning system is controlled from the pilots overhead panel, and each pack has separate automatic controls. In the auto mode, each pack temperature controller automatically positions the temperature control valve and ram air inlet and exit doors. By proper scheduling, the pack tem- perature controller minimizes ram air drag without exceeding equip- ment maximum temperature limita- tions. Each pack has independent standby control (N for normal, C for cold, and W for warm). During normal operation, the water extrac- tor temperature is controlled by the low limit valve to 40 F (40C). In warm operation, the tempera- ture is equal to primary heat exchanger outlet temperature, bypassing the air cycle machine. In cold operation the temperature is maximum cold, and all air passes through the air cycle machine. Alternate action switchlights with INOP/OFF lights control operation of the two recirculation fans and supply power to the trim air pres- sure regulating and shut-off valve. Each zone has an automatic temperature control provided by the zone controller, and no manual control is provided. A trim valve will close when its respective temperature selector is placed to the OFF position. In the event that the zone control- ler malfunctions or if the master trim air switch is placed in the OFF position, the system automatically transfers temperature control to the pack controllers. The left pack controls the flight deck to a fixed 75F (24 C) and the right pack controls the passenger cabin to a fixed 75 F (24 C). Indicators allow monitoring of pack operations and compartment temperatures. Amber lights, in conjunction with EICAS, allow system fault monitoring. ECS Control EAT doc 51 Issue 1 Revision 00 date 01/06 Page 86 Environmental Systems Environmental Systems Environmental Systems Environmental Systems Environmental Systems The doors are driven by actuators that are controlled by the respec- tive auto pack temperature control- ler. This system cools the bleed air using crossflow heat exchangers with ram air as the heat sink. A series arrangement of the heat exchangers has the ram air pass- ing through the secondary heat exchanger before the primary. Airflow is induced through the ram air system on the ground or during low flow conditions by a fan that is part of the air cycle machine (ACM). Cold air is provided by the ACM turbine. The ACM has three rotat- ing impellers consisting of a com- pressor, a turbine, and a fan, which are mounted on a common shaft. The expansion of the air through the turbine cools the air and generates power to drive the compressor and fan. Compressor overheat protection is by thermal sensors and a thermal switch. A high-pressure water separation system, consisting of a condensor, water extractor, and reheater, removes moisture from the air. The condensor uses crossflow of turbine outlet air to cool the air, which allows the moisture to condense into droplets. The water extractor uses helical swirl vanes to spin the air and allow centrifugal force to remove the droplets. The water is ducted and sprayed into the ram air upstream of the heat exchangers, increasing the effi- ciency of the ram air cooling system. The reheater increases the temperature of the air before flow into the turbine, increasing the efficiency of the ACM. Elimi- nating a collector bag makes scheduled maintenance unneces- sary. The mix manifold mixes the condi- tioned air supply from the air-conditioning packs, which makes up about 50% of the total volume, with the recirculated, filtered air supplied by the two recirculation fans, which makes up the remaining 50%. Air-Conditioning CONDITIONED AIR SUPPLY Bleed air is provided to each air- conditioning pack by the pack flow control valve. The valve is a venturi type, solenoid controlled and pneumaticaliy actuated, and has three flow schedules. The flow control valve maintains a predeter- mined airflow schedule as a func- tion of airplane altitude. The high flow schedule automatically in- creases airflow through the valve by 65% above normal airflow in the event of failure of the other pack or of the recirculation tan on the same side, or when operating the system with the APU or pneumatic ground car ts. When operating in the standby mode the high flow schedule is limited to an increase of 45% above the normal airflow schedule. Ram air is regulated through two heat exchangers by the ram air inlet and exit doors. Cconditioned Air Supply EAT doc 51 Issue 1 Revision 00 date 01/06 Page 87 Environmental Systems Environmental Systems Environmental Systems Environmental Systems Environmental Systems The two separate and identical pack temperature controllers control the temperature of their respective air-conditioning packs using the temperature demand signal generated by the zone controller. The controllers control the pack to the high-pressure water separator temperature, the mix manifold temperature, and the ACM compressor discharge tem- perature. Using the temperature control valve and the ram air actuators, the pack temperature is regulated based on the systems temperature demand. A pneumaticaliy actuated differen- tial pressure low-limit valve pro- vides protection against icing of the condenser. The valve allows hot air to bypass the ACM during STBY N operation. The compressor overheat switch provides shut-off of the flow con- trol valve whenever an overheat of 490F (254C) is sensed at the compressor discharge. A pack outlet temperature of 190F (88C) configures the pack to full cold. The zone control system gener- ates a temperature demand signal based on the zone that requires the most cooling and provides this signal to each pack controller. The pack controllers then direct the pack temperature control valve and ram air actuators to produce the demanded temperature. The zone controller, by way of the various trim air valves, adds heat to those remaining zones that require heat. The zone controller limits the zone duct temperature to between 350 and 160F (21 and 71 C Each zone duct is provided with over- heat protection by a 190F (88C) thermal switch. CONDITIONED AIR DISTRIBUTION Conditioned air from the left pack is mixed with trim air and supplied to the flight deck through ducts. Air is supplied in the flight deck through sidewall, windshield, and individual crew outlets. Air sup- plied to the shoulder outlets can be heated by electrical heaters controlled from the captains and first officers consoles. Conditioned air from the mix manifold is mixed with trim air and supplied to the forward and aft passenger zones through four riser ducts (two per side) to the over- head distribution duct. The over- head distribution duct provides the conditioned air to an outlet in the center of the ceiling and to sidewall outlets on both sides of the passenger compartment. Conditioned Air Distribution EAT doc 51 Issue 1 Revision 00 date 01/06 Page 88 Environmental Systems Environmental Systems Environmental Systems Environmental Systems Environmental Systems Cargo Heating and Lavatory and Galley Venting Smoke and odors are vented from the lavatory and galley areas through overhead ducting. Forced ventilation is induced by the vent fans. The forward and aft cargo compartments have separate closed-loop heating systems. Air from the forward cargo compart- ment is drawn through the inlet grille at the aft end of the compart- ment by the cargo compartment fan. The air is warmed by heat transfer from the cargo com- partment fan motor heat. The warmed air is then distributed throughout the compartment. A temperature sensor located near the inlet of the cargo heating distribution duct automatically controls the compartment fan operation. The aft cargo compartment heat- ing system works in a similar manner except that the heating is provided by both the fan motor heat and an electric heater in the distribution duct. Cargo Heating and Lavatory and Galley Vent Systems EAT doc 51 Issue 1 Revision 00 date 01/06 Page 89 Environmental Systems Environmental Systems Environmental Systems Environmental Systems Environmental Systems Cabin Pressurization CABIN PRESSURIZATION SYSTEM Control is from the pilots overhead panel with both automatic and manual modes. Two separate and independent controllers located in the main equipment center provide automatic pressurization control. The controllers have separate power sources and send output to separate ac motors on the outflow low valve. Both air data computers provide the actual airplane altitude infor- mation to both controllers. When the engine throttles are advanced more than 10.5, mi- croswitches in the throttle quad- rant signal the appropriate control- ler to select the pre-takeoff mode. Air/ground system 1 is dedicated for Auto 1, and system 2 is dedi- cated for Auto 2. Each system provides air/ ground status information to the controller, which uses the information to determine mode of operation. The cabin pressure is controlled by regulating the discharge of air from the airplane via the outflow valve. The valve is driven by either of two separate alternating current (ac) motors during auto mode or by a direct current (dc) motor during manual mode of operation. Two positive pressure relief valves provide airplane over-pressuriza- tion protection. Two negative pressure relief doors provide protection against airplane nega- tive pressurization, such as may be encountered during rapid de- scents. The cabin altitude warning switch signals a horn to alert the crew of excessive cabin altitude. Cabin Pressurization System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 90 Environmental Systems Environmental Systems Environmental Systems Environmental Systems Environmental Systems CABIN PRESSURIZATION CON- TROL Automatic pressurization control is provided in two identical modes by two separate controllers. In the automatic mode, the system responds to preflight crew input from the selector panel, from the air/ ground systems and actual airplane altitude provided over the ARINC data bus, and from a pneumatic signal indicating actual cabin pressure. The only crew action is the preflight selection of mode of operation, landing field altitude, and the desired maximum limit for rate of cabin pressure change. Automatic controller switchover occurs when the controller senses excessive cabin pressure change rate, excessive differential pres- sure (more than 8.8 psi), ac power loss, or self-test fault. If both auto modes fail, the manual mode serves as a backup. In the manual mode of operation, the outflow valve is directly driven and held in position through input from the control panel to the dc motor. Annunciator lights, in conjunction with the EICAS, alert the flightcrew of auto controller failure, excessive cabin altitude (greater than 10,000 feet (3000 meters)), and, as an option, low air flow condition. Indicators monitor the cabin altitude, cabin rate of change, and cabin-to-ambient differential pressure. A valve position indicator shows relative position (open or closed). During auto control, the cabin pressure auto controller automati- cally operates in different modes and schedules. In the powerup mode, the system goes into a self-test. The ground mode opens the outflow valve. In the takeoff mode the outflow valve begins to close and the controller automatically modulates the out- flow valve to prevent a pressure bump. During climb, cruise, and descent, the system operates in the proper mode according to programmed schedules and takeoff and landing altitudes. In the land- ing mode, the system depressur- izes the airplane. Excessive cabin altitude (greater than 11,000 feet (3400 meters)) automatically closes the outflow valve regardless of input. Cabin Pressurisation Control Panel EAT doc 51 Issue 1 Revision 00 date 01/06 Page 91 Environmental Systems Environmental Systems Environmental Systems Environmental Systems Environmental Systems Electrical/Electronic Equipment Cooling The E/E equipment cooling system provides a supply of cooling air to various pieces of E/E equipment and evacuates the hot exhaust air from this equipment. The equipment cooling system is divided into a forward and an aft system. Each system has either blow-through or drawthrough cooling that is controlled automati- cally, with alternate control as a backup. Indications are provided for potential overheats, actual smoke within the systems, and insufficient flow rate. The forward equipment cooling system incorporates an air clean- ing system, a blow-through cooling system (supply fans), a draw-through cooling system (left recirculation fan), smoke detection and indicating circuit, low flow detection and indicating circuits, and overheat detection and indi- cating circuits. The aft equipment cooling system incorporates a drawthrough cooling system (lava- tory and galley vent fans). The forward system also has a smoke clearance and differential cooling circuit. The systems normally operate automatically through the use of airplane circuitry. Some components are tested automati- cally for proper operation every time both engines are shut down. The system may be tested manu- ally using the EQUIP COOL test switch on the P61 panel. The EICAS computers monitor the equipment cooling system for proper operation and provide messages to indicate malfunction or normal operation. Indications are also provided on the equip- ment cooling control panel or the air-conditioning control panel, and through the ground crew call system. Electric/Electronic Equipment Cooling System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 92 Ice and R Ice and R Ice and R Ice and R Ice and Rain P ain P ain P ain P ain Protection rotection rotection rotection rotection Features WING THERMAL ANTI-ICING Directing engine bleed air to three of the four outboard leading-edge slats on each wing provides in- flight ice protection. ENGINE INLET THERMAL ANTIICING Engine bleed air is directed to the engine cowl inlet lip to prevent ice formation. WINDOW HEAT Flight deck windshields are electri- cally heated to prevent ice and fog buildup. The flight deck side win- dows are electrically heated for anti-fogging only. PROBE HEAT Electric heat is provided for the four pitot static probes, two angle-of-attack probes, and one total air temperature probe. WATER AND WASTE HEAT Electric heating is automatically supplied to the water and waste systems to prevent freezing. WINDSHIELD WIPERS AND RAIN REPELLENT Rain repellent is used with the windshield wipers to Improve visibility during heavy precipita- tion. 757 AND 767 SIMILARITIES The ice and rain protection sys- tems on the 757 and 767 are operationally the same and differ only in size. Engine bleed air is used to heat the inside of the leading edges of the engine inlet cowl and leading edge slats. The pitot probes on the 757 and the pitot-static probes on the 767 are electrically heated. When the 757 passenger -and freighter airplanes are equipped with identical engine models, the anti-ice and rain removal systems are identical. As an option, the 767 offers pri- mary automatic ice protection control for the wing and engine inlet ice protection systems. The system uses dual redundant airframe-mounted ice detectors. The same Boeing rain repellent is used on all Boeing aircraft. Engine Cowl Thermal Anti-Icing Wing Thermal Anti-Icing Electrical Ice and Rain Protection EAT doc 51 Issue 1 Revision 00 date 01/06 Page 93 Ice and R Ice and R Ice and R Ice and R Ice and Rain P ain P ain P ain P ain Protection rotection rotection rotection rotection Engine Cowl Thermal Anti-icing The engine air inlet cowl is anti-iced by engine bleed air. A circular integral spray duct inside the cowl distributes the bleed air circumferentially through rows of holes that direct jets of hot air against the inside of the inlet cowl. The thermal anti-ice (TAI) air exhausts through a slot in the bottom of the engine inlet (P&W) or into the engine inlet (R-R). A cowl TAI valve is provided for each engine. This valve, a pres- sure regulating and shut-off valve (PRSOV), controls bleed air to a regulated pressure in normal operation. Control of each engine cowl TAI valve is through an alternate action switch located in the flight deck overhead panel. Integral to each switch are lights for indicat- ing system status. A high-pressure switch is provided to indicate valve failure to regulate for Rolls-Royce engines. For Pratt & Whitney engines, position switches on the valve monitor proper valve opera- tion. The failure message is dis- played on the status page of the engine indication and crew alerting system (EICAS) display. Engine Cowl Anti-ice Protection EAT doc 51 Issue 1 Revision 00 date 01/06 Page 94 Ice and R Ice and R Ice and R Ice and R Ice and Rain P ain P ain P ain P ain Protection rotection rotection rotection rotection Wing Thermal Anti-icing Regulated precooled engine bleed air provides ice protection for three of the four outboard slats (2, 3, and 4 on the left side and 7, 6, and 9 on the right side) on each wing. The engine bleed air system supplies pressure- and temperature-controlled air to the wing TAI systems. In normal opera- tion, each wing is an independent system extracting bleed air from the engine on that side. Crossfeed capability is provided to anti-ice both wings from a single bleed source. The wing TAI PRSOV controls the system pressure. Downstream of the wing TAI PRSOV, a telescoping duct trans- ports the TAI air from the supply duct to the TAI spray ducts. The hot air is then distributed spanwise along the entire length of the three slats. The TAI air exhausts through exit slots located in the lower skin of each slat. Control of both wing TAI valves is through a single alternate action switch located in the overhead panel. An amber valve light for each wing is provided to indicate the systems response to pilot action. The VALVE lights are on only if there is disagreement from the commanded position. A ground test function is also incorporated. A failed valve can be manually locked in the closed position. Wing Anti-Ice Protection EAT doc 51 Issue 1 Revision 00 date 01/06 Page 95 Ice and R Ice and R Ice and R Ice and R Ice and Rain P ain P ain P ain P ain Protection rotection rotection rotection rotection Electrical Ice and Rain Protection WINDOW HEAT PROTECTION Two separate and identical three channel window heat control units provide electrical heating to anti-ice the forward windshields and to anti-fog the side wind- shields. The control units cross control the windshields to prevent loss of protection for one side. Fail-safe protection is provided to shut down a controller for any of the following conditions: input power not present, shorted sensor, open sensor, overheat, demand without heat, heat without demand, or asymmetrical output. The sys- tem is controlled from the pilots overhead panel and can be reset by recycling the respective alter- nate action switch light. A system test feature is incorporated. Amber lights in conjunction with the caution and warning system indi- cate system malfunctions. The controllers incorporate built-in test to identify faulty LRU (line-replaceable units). A pneu- matic backup anti-fogging system is provided for the No. 1 wind- shields. The pneumatic system consists of two nozzles that blow air continuously over the inside surface of the No. 1 windshields whenever the air-conditioning system is operating. PROBE HEAT PROTECTION Electric heater protection is pro- vided for the pitot, angle-of -at- tack, and total air temperature probes. Heating is controlled automatically in flight and on the ground. The pitot probes switch from a high to a low heat condition when the airplane lands. No heat is applied when the airplane is on the ground with all engines shut down. RAIN PROTECTION Dual-speed electrically operated windshield wipers are provided for the two forward windshields. A rain repellent solution from a single supply is available to indepen- dently apply fluid to each of the two forward windshields. The system is controlled from the pilots overhead panel. WATER AND WASTE HEATING Electrical heating is automatically supplied to the water and waste systems when airplane power is on, decreasing the necessity of draining the system for overnight stopovers. The drain masts auto- matically switch from a high to a low heat condition when the air- plane is on the ground. The waste drains are heated via a heated gasket. Waterlines are heated with heater tape, and the water tank is covered with an insulating blanket. Electrical Ice and Rain Protection EAT doc 51 Issue 1 Revision 00 date 01/06 Page 96 F FF FFire P ire P ire P ire P ire Protection rotection rotection rotection rotection Features ENGINE Each engine has dual-loop over- heat and dual-loop fire detectors. Two fire extinguisher bottles can be directed to either engine. AUXILIARY POWER UNIT The auxiliary power unit (APU) has a dual loop fire detector above near the air inlet and below on the right access door. A single-bottle extinguishing system is provided. LOWER CARGO COMPART- MENTS The lower cargo compartments have dual smoke detectors that activate the fire warning system if smoke is detected. There are two extinguishing bottles located forward of the aft cargo compart- ment, and either one or both can be discharged into either compart- ment. WING AND BODY DUCT LEAK DETECTION The pneumatic duct leak detection system is divided into right and left zones and is designed to notify the crew of a duct rupture. There is no extinguishing system. 757 AND 767 SIMILARITIES The 757 and 767 engine and APU fire detection and extinguishing systems are very similar in indica- tion and operation. Wheelwell detectors and engine fire protec- tion systems differ only in the routing and positioning of sensing elements. Although three different manufacturers supply fire protec- tion systems for these aircraft, all operate in the same manner and trigger the same indicators on the flight deck. Cargo compartments for both airplanes are equipped with smoke detection and fire extinguishing systems. The smoke detection and fire extinguishing systems on the 757 and 767 passenger airplanes are essentially identical in func- tion. In addition, the cargo com- partment warning alarms are identical on both airplanes. The use of Halon is universal. It is the extinguisher of choice for its ability to smother fires without damaging sensitive components. FREIGHTER The main deck cargo compartment on the freighter has a continuous air sampling system for smoke detection, and the lower cargo compartments have the same systems as the passenger air- plane. There are no fire extinguish- ers for either main deck or lower deck cargo. Fire is extinguished by depressurizing the airplanes, which reduces the oxygen avail- able for combustion. Overview Engine Fire and Overheat Detection and Warning Engine Fire Extinguishing APU Fire Detection and Warning APU Fire Extinguishing Cargo Compartment Fire Detection and Warning Cargo Compartment Fire Extinguishing Wheelwell Fire and Duct Leak Detection Freighter Fire Detection EAT doc 51 Issue 1 Revision 00 date 01/06 Page 97 F FF FFire P ire P ire P ire P ire Protection rotection rotection rotection rotection Overview The fire protection system consists of detection systems and extin- guishing systems. A number of indicators on the flight deck assist in fire and smoke detection and warning, and several methods are available for extinguishing fires. Each lavatory has a smoke detec- tor alarm in the ceiling and a fire extinguisher above the waste container that is automatically discharged when the heat-fusible plugs melt. There is no indicator for this on the flight deck. Fire Protection Capabilities k c e D t h g i l F n o i t a i c n u n n A r e t s a M d n a n o i t u a C g n i n r a W S A C I E l a r u A m r a l A e t e r c s i D e r i F g n i n r a W e t e r c s i D n o i t a c i f i t n e d I e r i F g n i h s i u g n i t x E s n o i t p O d n a e n i g n E t u r t S s e Y s e Y s e Y s e Y s e Y l a u n a M U P A s e Y s e Y s e Y s e Y s e Y - o t u A / l a u n a M c i t a m a o g r a C - t n e m t r a p m o C s s e Y s e Y s e Y s e Y s e Y l a u n a M b l l e w l e e h W s e Y s e Y s e Y s e Y s e Y r a e G d n e t x E s k a e L t c u D o N s e Y o N o N s e Y e n o N s e i r o t a v a L o N o N o N c o N o N c i t a m o t u A a Automatic if on ground with both engines shut down b The freighter has no extinguishers for cargo areas c Smoke detector alarm in each lavatory EAT doc 51 Issue 1 Revision 00 date 01/06 Page 98 F FF FFire P ire P ire P ire P ire Protection rotection rotection rotection rotection Engine Fire and Overheat Detection and Warning Engine fire and overheat detection is provided by two independent dual loop detector systems on each engine. Several temperature limits are integrated into the sys- tem, depending on the sensor location on the engine. The logic that controls the system normally requires both loops to provide a warning signal before a fire or overheat alarm is triggered. A single-loop signal is indicated on the engine indication and crew alerting system (EICAS). The second loop signal, if initiated, causes fire or overheat alarm activation. A fire is indicated by a fire bell; illumination of the master warning lights, fire discrete warn- ing light, fire handle and fuel control switch lights; and a level A warning display on the EICAS. Pressing either master WARNING/ CAUTION light switch or pulling the fire switch silences the fire bell and resets the master warning lights. An engine overheat is indicated by a caution aural tone and illumina- tion of the master caution lights. The corresponding engine over- heat light and a caution display on EICAS also illuminate. The complete engine fire and overheat detection system can be tested before and during flight by simulating fire and overheat condi- tions. Operation of the two switches on the FIRE/ OVHT TEST module, located on the pilots control stand (P8), actuates a simulated fire and overheat condi- tion If the element loop and control unit are operating properly, the alarm devices will be energized. APU Fire Detection and Warning EAT doc 51 Issue 1 Revision 00 date 01/06 Page 99 F FF FFire P ire P ire P ire P ire Protection rotection rotection rotection rotection Engine Fire Extinguishing The engine fire extinguisher dis- charge switches are incorporated in the fire switch handles on the control stand (P8). A two-step process arms and activates the extinguishing system. Pulling either fire switch handle does the following: Closes the engine fuel supply valves. Closes the engine bleed valve and isolation valve. Trips the generator. Closes the hydraulic supply valve. Arms the extinguishing system. Silences the bell and resets the master warning lights. Closes the thrust reverser isola tion valve. Closes the APU bleed valve (from left fire switch handle only). Turning the fire switch handle clockwise or counterclockwise discharges one fire extinguisher bottle and, if turned the opposite direction, discharges the second bottle. The bottles are installed in the forward portion of the aft cargo compartment. The engine bottle discharges light on the pilots control stand illuminates when the pressure switch on the fire bottle indicates that the extinguishing agent has been discharged. The extinguisher bottle explosive squibs are tested using the test switch on the right side panel (P61). Illumination of the squib lights indicates operational squibs. The bottle pressure switch can be tested with a switch actuator on the bottle. Engine Fire Extinguishing EAT doc 51 Issue 1 Revision 00 date 01/06 Page 100 F FF FFire P ire P ire P ire P ire Protection rotection rotection rotection rotection APU Fire Detection and Warning A dual-loop fire detection system, consisting of upper and lower detector elements mounted in the APU compartment, provides a fire warning through the central warn- ing system. An APU fire-warning signal initiates an APU auto shut- down. Fire detection and warning elec- tronics cards process the detector signals that generate warnings. APU fire detection indication in the flight deck consists of a red an- nunciator light in the APU fire handle, master warning lights, bells, and EICAS display. A red APU firelight and a horn are also externally mounted in the APU remote control panel (P62) on the nose landing gear. Pressing the master WARNING/ CAUTION switch lights or pulling the fire handle turns off the bell. The complete APU fire detection system can be tested before and during flight by simulating fire conditions. Operating the ENG/ APU/ CARGO switch on the FIRE/ OVHT TEST module located on the control stand (P8) actuates a simulated fire condition. If the element loop or the control unit is inoperative, the EICAS system will indicate the faulty loop. APU Fire Detection and Warning EAT doc 51 Issue 1 Revision 00 date 01/06 Page 101 F FF FFire P ire P ire P ire P ire Protection rotection rotection rotection rotection APU Fire Extinguishing The APU fire extinguishing system consists of a single fire bottle located forward of the firewall bulkhead. The controls for releas- ing the extinguishing agent are located on the control stand (P8) and the APU remote control panel (P62) on the nose landing gear. Actuating either the APU fire switch or external fire switch does the following: Closes the APU fuel valve. Closes the APU bleed valve. Trips the APU generator. Arms the extinguishing system. Silences the bell and resets the master warning lights. Turning the APU fire handle (P8) in either direction or pressing the APU fire extinguisher bottle dis- charge switch on the lights/APU/ interphone panel (P62) discharges the fire extinguisher bottle into the APU compartment. Bottle dis- charge indication appears on the P8 panel. The extinguisher bottle squib is tested using the test switch on the right side panel (P61). Illumination of the squib light indicates a functioning squib. APU Fire Extinguishing EAT doc 51 Issue 1 Revision 00 date 01/06 Page 102 F FF FFire P ire P ire P ire P ire Protection rotection rotection rotection rotection Cargo Compartment Fire Detection and Warning Cargo compartment fire detection is essentially accomplished with a smoke detection system that uses air sampling tubes and vacuum blowers to draw air through smoke detectors to activate warning signals. The forward cargo compartment is equipped with four 0.5 inch (1.3 centimeter) diameter air-sampling tubes that extend from a main tube running along the left outboard side of the compartment. Two smoke detectors connect to the forward end of the main tube and are attached to a vacuum chamber and blower assembly. With either vacuum blower operating, air is drawn from the cargo compartment through the smoke detector and into the chamber, where it is exhausted through the blower. If smoke is present in the cargo compartment, it will be drawn through the sampling tube to the detector and activate the alarm. The aft cargo compar tment is identical to the forward in opera- tion with the, exception of addi- tional tubes to accommodate the larger size of the aft compartment. The detectors are located in the right side of the compartment, just forward of the aft cargo door. If both detectors in either compart- ment are activated, a fire alarm is initiated. A fire in the cargo com- partment is indicated in the flight deck by a fire bell; illumination of the master warning lights, discrete fire warning light, and forward or aft cargo fire light; and a level A warning on the EICAS display. The complete cargo smoke detec- tion system can be tested before and during flight operation. Operat- ing the ENG/APU/CARGO test switch activates the appropriate detector and initiates the warn- ings. Cargo Compar tment Fire Detection and Warning EAT doc 51 Issue 1 Revision 00 date 01/06 Page 103 F FF FFire P ire P ire P ire P ire Protection rotection rotection rotection rotection Cargo Compartment Fire Extinguishing There are two fire extinguisher bottles located in front of the aft cargo compartment. Each bottle has two outlet fittings with explo- sive squib cartridges for releasing the extinguishing agent. Actuation of the appropriate cargo fire switch, located on the control stand (P8), arms the extinguishing system to direct the extinguishing agent into that compartment. Pressing the bottle discharge switch fires the selected squib and sends the agent into the compart- ment. The indicator light in the switch illuminates when the bottle is discharged, which takes approxi- mately 30 minutes. Pressing either cargo compart- ment-arming switch does the following: Arms both bottle discharge switches. Resets the fire bell and the master warning lights. Turns off the forward or aft cargo heat fans. Turns off one or both recirculat ing fans. Opens the overboard exhaust valve (forward switch). Turns off electric cargo com partment heater (aft switch). Disables squib test function. The extinguisher bottle squibs are tested via the SQUIB TEST switch on the test panel P61 A pressure switch on each extinguisher bottle illuminates the DISCH light if the bottle is discharged or leaks below a set pressure. The pressure switch can be checked manually. Cargo Compartment Fire Extinguishing EAT doc 51 Issue 1 Revision 00 date 01/06 Page 104 F FF FFire P ire P ire P ire P ire Protection rotection rotection rotection rotection Wheelwell Fire and Duct Look Detection The wheelwell fire warning is initiated by a single sensor loop mounted on the ceiling of the main wheel wells. Duct leak warning is initiated by dual sensor loops mounted along the pneumatic ducts. The alarm indications are initiated when the wheelwell or duct tem- perature sensor reaches a prede- termined level. A wheelwell fire activates the fire bell, the master warning lights, the discrete fire- light, and the discrete wheelwell firelight. A duct leak turns on the master caution lights and the discrete duct leak lights on the P5 pneumatic control panel and sounds the caution aural tone. The EICAS provides caution and warning messages on overheat and fire conditions. Because there is no fire-extinguishing bottle for the wheelwell, the landing gear is lowered to put out a fire and cool parts such as brakes. A duct leak can damage adjacent parts, so closing the appropriate valve should stop the airflow to that duct. The wheelwell fire detection and duct leak overheat detection systems can be tested for continuity before and during flight. Operation of the DUCT LEAK test switch located on the right side panel (P61) causes the DUCT LEAK lights on the overhead panel (P5) to illuminate if the series detection elements and detector card circuitry are continuous. Wheelwell Fire and Duct Look Detection If the system is operating correctly, operation of the wheelwell test switch on the fire/ overheat test module causes the WHL WELL FIRE light on the first officers panel (P3-1) to illuminate. The discrete fire light and the master warning lights illuminate and the fire bell sounds. The EICAS also displays caution and warning messages. EAT doc 51 Issue 1 Revision 00 date 01/06 Page 105 F FF FFire P ire P ire P ire P ire Protection rotection rotection rotection rotection Freighter Fire Detection Cargo compartment fire detection is accomplished with a smoke detection system that uses air sampling tubes and vacuum blow- ers to draw air through smoke detectors to activate warning signals. The main deck cargo compartment air is continuously sampled from 18 pickup locations that flow through six smoke detector pairs to form two loops. If both loops sense smoke, the fire warning system is activated. Because there are no extinguish- ers in the main deck or lower cargo area, a single switch is used to depressurize all cargo compart- ments, which reduces the oxygen available for combustion. However, the flight deck continues to receive fresh, unpressurized air. Main Deck Cargo Compartment Smoke Detection EAT doc 51 Issue 1 Revision 00 date 01/06 Page 106 Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Features EQUIPMENT AND FURNISHINGS Cabin systems provide for the comfor t and convenience of pas- sengers and crew members, for handling and stowing cargo, and for ensuring passenger and crew safety in an emergency. These systems include furnishings, lighting, oxygen, and lavatories. WINDOWS Fuselage windows are located in three distinct areas on the 757: the flight deck; the passenger com- partment; and entry, service, and emergency doors. DOORS Access to various compartments and service areas is through entry, service, emergency, cargo, and access doors. STOWAGE BINS Each stowage bin suppor ts a maximum of 180 pounds (82 kilograms). GALLEYS The type of galley installed on each airplane varies according to customer requirements. Galleys are usually customer-furnished equipment. EMERGENCY ESCAPE SYSTEM The overwing exits are similar to those used on the 707, 727, 737, and 767 airplanes. 757 AND 767 SIMILARITIES Interior and exterior lighting ele- ments are almost identical on the 757 and 767. The overhead stor- age bins for the two aircraft differ only in size. On the 757, the doors open on hinges in the usual way; on the 767, the doors slide into the ceiling. Windows for the two mod- els are very similar. The 757 and 767 passenger ac- commodations and cargo systems are essentially the same except that the 767 have vacuum lavato- ries. Minor system differences, such as plumbing and compart- ment quantities, are required to accommodate differences in fuse- lage size (single versus double aisles) and passenger counts. Overview Interior Arrangement Passenger Compartment Equipment and Furnishings Lighting Oxygen Systems Potable Water Lavatories and Galleys Doors Emergency Escape Systems EAT doc 51 Issue 1 Revision 00 date 01/06 Page 107 Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Overview The cabin systems provide both the necessities that make airplane travel safe and the extras that help make it a pleasant experience. Cabin systems include the cabin furnishings, interior and exterior lighting, oxygen, water and waste, and lavatory systems. A description of the doors, emer- gency evacuation equipment, and fire protection equipment is in- cluded in this section. The 757-200 interior uses indirect lighting and overhead stowage compartments to obtain a spacious and convenient arrangement. The interior is adaptable to four-, five-, or six-abreast seating and can accommodate a wide range of seat pitches. The overhead stowage bins pro- vide space for blankets, pillows, and most carry-on luggage. The interior volume of the 60-inch long (150 centimeter) bins is 9.63 cubic feet (0.27 cubic meters). The bins reduce the amount of luggage that must be placed under the seats, providing a less cluttered interior with more foot space for the pas- sengers. Passenger service units (PSU) are located under the stowage bins. Each unit has a reading light and an emergency oxygen mask for each seat and an attendant call switch. For the freighter, all the passenger service wiring, door indicator circuits, lighting, galleys, lavato- ries, PSUs, and oxygen systems are deleted. Cabin Systems Overview EAT doc 51 Issue 1 Revision 00 date 01/06 Page 108 Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Interior Arrangement In the basic airplane with four overwing emergency exits, seats are arranged four abreast with a center aisle in the first class section and six abreast with a center aisle in the economy sec- tion. Seating can range from 186 passengers in a basic con- figuration to 224 passengers in a high-density configuration. An option designated as the four-door configuration replaces the four overwing exits with two emergency doors. The seating ranges from 178 to 239 passen- gers. Seats are provided for five atten- dants throughout the cabin in the basic configuration. High-density configurations can have seven attendant seats. One lavatory is forward on the left side for first class passenger use. The economy class lavatories are located in the aft cabin area. All have toilets, mirrors, washbasin, and other conveniences. Additional or different locations for the lavato- ries may be selected. The first class galley is located forward of the forward service door, and the economy galleys are located forward of the aft service door and across the full airplane width aft of the aft doors in a basic configuration. Additional or differ- ent locations for the galleys may be selected. Two closets are provided in the basic airplanes. One is located aft of the forward service door and one aft of the No. 1 passenger door. A class divider is provided to separate first and economy classes. Additional or different locations for the closets and class dividers may be selected. Typical Overwin Exit Configuratio Interior Arrangement EAT doc 51 Issue 1 Revision 00 date 01/06 Page 109 Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Passanger Compartment Equipment and Furnishings Sidewall panels are made of Nomex, Tedlar, and fiberglass sandwich construction. The win- dow reveal assemblies contain sliding shades that are easily removed without removing the panels. Stowage bins are located along both sidewalls. The large doors swing up to provide access. Emer- gency equipment is normally not stowed in the bins. Each bin sup- ports a maximum of 180 pounds (84 kilograms). Above each seat is a PSU that may contain individual air outlets, oxygen masks and chemical oxy- gen generator, reading lights, attendant call button, speaker, and information signs. As an option, life vests or additional oxygen generators and masks can be stowed in the PSU. Passanger Compartment Equipment and Furnishings EAT doc 51 Issue 1 Revision 00 date 01/06 Page 110 Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Lighting PASSENGER COMPARTMENT LIGHTING General illumination is provided by direct and indirect ceiling and sidewall fluorescent lighting and by incandescent wash lights adjacent to the lavatories and galleys. Low- level incandescent lights are provided for night-lights. Entry area lighting is provided by incan- descent threshold lights at each entry and service door and by fluorescent lighting for the forward left entry door. General illumina- tion lighting is controlled at the forward left attendant station. Lighting adjacent to the flight deck door is dimmed when the door is opened to prevent glare. Threshold lights are located at doors 1, 2, and 4. Individual reading lights, located in the PSU module, are provided for each passenger. Incandescent work lights at each attendants station and fluorescent galley work lights provide specific area illumi- nation. Incandescent dome lights that are illuminated when power is on in the airplane, and fluorescent mirror lights that illuminate when the lavatory door is locked provide lavatory lighting. A call button is provided in each lavatory to allow the occupant to notify the attendants that assis- tance is needed. NO SMOKING, FASTEN SEAT BELT, and RETURN TO SEAT signs, which are visible at each seat and lavatory, are controlled from the pilots overhead panel. The auto mode allows the NO SMOKING sign to illuminate when the gear is lowered and the FAS- TEN SEAT BELT and RETURN TO SEAT signs to illuminate when the flaps are lowered. A pressure switch causes the NO SMOKING and FASTEN SEAT BELT signs to automatically illuminate at I 10,000 foot cabin altitude. Passander Comparment Lighting EAT doc 51 Issue 1 Revision 00 date 01/06 Page 111 Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting SERVICE LIGHTING Service lighting and associated controls are located in the nose and main wheel wells; forward and aft cargo compartments, including door and ceiling lights controllable from switches adjacent to each door; air-conditioning bays; auxil- iary power unit (APU) compart- ment; tail cone compartment; main equipment center; and ground fueling station. Service Lights EAT doc 51 Issue 1 Revision 00 date 01/06 Page 112 Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting EXTERIOR LIGHTING Wing illumination lights are mounted on each side of the fuselage to light the leading edge of the wing and the engine nacelle. Four landing lights are installed: two in the wing roots and two on the nose landing gear. The wing root lights shine horizontally, and the nose gear lights are aimed downward on a typical glideslope angle. Two runway turnoff lights are mounted on the nose landing gear and illuminate the area to either side of the aircraft. Optional taxi lights can be installed on either the fixed or movable portion of the nose landing gear. Strobe anticollision lights are mounted on the top and bottom of the fuselage and on each wingtip. The fuselage lights are covered with a red lens, and the wing lights are covered with a clear lens. Two position lights are mounted on each wingtip facing forward and aft. The aft facing lights are cov- ered with a clear lens, and the forward facing lights have a red lens on the left wing and a green lens on the right wing. Four logo lights are installed in the horizontal stabilizer and are posi- tioned to illuminate the vertical stabilizer and rudder. Exterior Lighting EAT doc 51 Issue 1 Revision 00 date 01/06 Page 113 Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting EMERGENCY LIGHTING The emergency lights provide illumination of the passenger cabin and escape slide routes using battery packs, mounted in the cabin ceiling, as the power source. The lights can be switched manu- ally or set to come on automati- cally in the event of failure of the normal airplane lighting power. The lights consists of EXIT sign modules over each door, exit indicators near the floor at each exit and over the main aisle be- tween doors, area lights on ceiling and floor in the cross aisles be- tween doors, main aisle lights evenly spaced along the main aisle, floor-mounted lights at 20-inch (50-centimeter) intervals on the left side of the aisle, and slide lights externally mounted aft of each door and directed to illuminate the slide path. Switches on the forward flight attendants or pilots panel control all the emergency lights. Opening a door with the slide armed illumi- nates that exterior slide light. Emergency Lighting EAT doc 51 Issue 1 Revision 00 date 01/06 Page 114 Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Oxygen Systems The source of oxygen for the flight crew is a single bottle of gaseous oxygen (see section 2, Flight Deck), and the sources for the passengers and flight attendants are multiple chemical generators. The systems are separate and independent. Passenger oxygen is provided by chemical oxygen generators in the PSUs above the passenger and attendant seats and in lavatories. Oxygen mask deployment is initi- ated by an aneroid switch that actuates when a cabin pressure altitude of approximately 14,000 feet or greater exists, or by manu- ally actuating a guarded switch installed on the pilots overhead panel or manually opening each mask stowage box. Activation of the deployment circuit by the flight crew or by the aneroid switch illuminates an indicator light on the pilots overhead panel and displays a caution message on the engine indication and crew alerting system (EICAS). Automatic or manual initiation of mask deployment is sustained through a timing circuit for 5 sec- onds to ensure release of all PSU doors. Power application is re- moved after 5 seconds to eliminate unnecessary battery loading. Pulling on any of the associated oxygen masks activates oxygen generation within each PSU. Each chemical oxygen generator re- leases oxygen for a period of 12 minutes (22 minute generators are available as an option). Por table oxygen bottles are in- stalled throughout the passenger cabin for therapeutic use. Passanger Oxygen System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 115 Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Potable Water Potable water is supplied to the lavatory and galley areas from a water tank located aft of the aft cargo compartment. The basic water tank contains 50 gallons (190 liters), but an optional 60-gal- lon (227-liter) tank is available. The water system is pressurized from a compressor receiving power through a pressure switch. The pneumatic system serves as a backup pressurization system. Heated drain masts drain the water from the lavatory and galley areas. Electrical heaters in the lavatory and galley water lines provide hot water. Self-venting faucets are used to assist in draining the water system. Water service panels and a quantity indication system are incorpo- rated. Portable Water System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 116 Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Lavatories and Galleys The basic configuration is equipped with four lavatories: one adjacent to the forward passenger door and three in the aft cabin. Each lavatory contains a toilet, washbasin, mirror, and all the necessary vanity items and dis- posal units. Other optional lavatory locations are available. The lavatories are equipped with audible smoke detectors in the ceiling and automatic fire extin- guishers and fire containment safeguards in the waste recep- tacles. Ventilation is provided for each lavatory through a blower located adjacent to the airplane outflow valves. The toilet in each lavatory includes a waste tank and flushing equip- ment. The tanks are serviced externally through service panels. The forward service panel is on the bottom left side of the fuse- lage. Mid-cabin lavatories are serviced from a panel on the body centerline, a short distance aft of the wing-body intersection. The aft lavatories are serviced from a panel located on the centerline just aft of the main wheel wells. Galleys are usually customer furnished equipment and vary in accordance with customer require- ments. A typical galley unit in- cludes complete food storage, hot meal service, and coffee-making equipment. The galley installation includes privacy curtains to en- close the galley working area. The forward galley area control panel includes controls for both galley and passenger cabin lighting systems. Cabin attendant panels, along with the passenger address and flight interphone systems, are located in the vicinity of the cabin attendant seats. Lavatory Waste System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 117 Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Doors GENERAL The external door and hatch arrangement is shown. (Doors and hatches are plug type.) All doors that can be used as emergency exits are operable from both inside and outside the airplane. Door seal installations are attached by me- chanical means for quick and easy replacement. Each passenger and cargo door has a replaceable wear-resistant titanium threshold scuff plate. Each passenger door is equipped with a pressurized gas powered assist system for emergency door opening. Three plug-type passenger doors are provided on each side of the passenger compar tment. The doors are manually operated and move inward and then outward when opened. These doors are classified as Type I emergency exits, in accordance with FAR 25. For the overwing exit configuration two Type III inward-opening, re- movable overwing emergency exits are provided on each side of the passenger compartment. An op- tional arrangement installs Type I emergency doors at STA 1335 in lieu of the overwing exits. These doors are the outward-opening, fall-away type. Each cargo compartment has an upward outward-opening door. The doors are opened and closed by electrical drive units and latched and unlatched by mechanical means. Door controls are operable from either inside or outside the cargo compartment. Access doors on the bottom of the fuselage allow entry to the lower section 41, main electrical/elec- tronic center, aft body, and APU. The door warning system, in conjunction with EICAS and the caution and warning system, alerts the flight crew whenever any door is not closed and locked. The freighter has a single plug-type crew door on the left side that swings inward on hinges. The outward opening cargo door is hydraulically operated and can be raised to a ver tical position. Doors EAT doc 51 Issue 1 Revision 00 date 01/06 Page 118 Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting ENTRY AND EMERGENCY DOORS Six entry and two emergency doors or six entry and four over- wing hatches are provided for the passenger compartment. The three doors on the left side are for entry and -exit and the three opposite are normally for servicing. All are plug-type-hinged doors. These doors feature a rotary snubber that provides snubbing on door opening or closing. Normal opening or closing of the doors is assisted by springs mounted on the fuselage torque tube. An actuator and a pressurized gas reservoir provide powered assistance for door opening and slide deployment upon door opening in the emer- gency mode. Opening from the outside disarms the emergency slide deployment and powered door opening assist system. The optional door aft of the wings on each side is for emergency use only. It is hinged from the lower doorsill to open out and down, at which time the slide mounted on the door deploys. If overwing hatches are selected, the airplane is fitted with off wing escape slides that deploy auto- matically when a hatch is removed from inside the airplane. Entry and Emergency Doors EAT doc 51 Issue 1 Revision 00 date 01/06 Page 119 Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Emergency Escape Systems An escape slide is housed on each exit door and covered by a con- toured lining (bustle). Except for the optional No. 3 right and left doors, all slides will inflate when the door is opened in the armed emergency mode. No. 3 doors are armed at all times and are used only for emergency exit. These doors are plug types that open by first moving up, then out and down, rotating around the bottom hinge, and finally hanging upside down. The slide is inflated as the door falls. When the emergency arming mechanism is placed in the dis- armed position, or when the door is opened from the outside, the slide is prevented from deploying. For over water operations slide-rafts and rafts may be or- dered as options. The overwing exits are inward removable hatches (located on each side) that are similar to those used on the 707, 727, 737, and 767 airplanes. An off wing escape slide is stored in the wheelwell area and is deployed automatically when an overwing exit hatch is removed from inside the passen- ger cabin. The slide system is disarmed if the hatch is removed from the exterior. A secondary triggering control is available for deploying the slide. There is no need for a ground spoiler blow-down system since the slide and spoiler do not over- lap. A variety of detachable emergency equipment is located near exits in the passenger cabin for easy access to handle different situa- tions. Because the freighter has no passenger doors or windows, the only escape exits are through the crew entry door (left side of flight deck) and both No. 2 sliding win- dows in the flight deck, by means of escape straps. External emer- gency operating handles are provided on the crew entry door and the right side sliding window. Emergency Escape System, Four-Door Configuration EAT doc 51 Issue 1 Revision 00 date 01/06 Page 120 Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Cabin Systems and Lighting Typical Emergency Equipment Locations Emergency Escape System, Overwing Exit Arrangement EAT doc 51 Issue 1 Revision 00 date 01/06 Page 121 Cargo Systems Cargo Systems Cargo Systems Cargo Systems Cargo Systems Features CARGO CAPACITY The passenger airplane has two lower cargo compartments with a combined maximum weight capac- ity of 26,600 pounds (12 050 kilograms) in 1, 790 cubic feet (50.7 cubic meters) of space. CARGO DOORS The main deck cargo door and the forward and aft lower lobe cargo doors are hinged at the top and open outward. All cargo doors can be operated manually if electric or hydraulic power is not available, and all are fitted with a continuous pressure seal to prevent the leak- age of pressurized air. OPTIONAL TELESCOPING BULK CARGO SYSTEM The bulk baggage loading system with telescoping modular bins is available as an option. The system offers easier loading and unloading of the forward and aft cargo com- partments. 757 AND 767 COMPARISON The cargo capacity and systems of the 757 and 767 differ significantly because of the large difference in passenger capacity. Cargo Compartments Lower Lobe Cargo Doors Optional Telescoping Bulk Cargo System Main Deck Cargo Door Cargo Compartment Lights EAT doc 51 Issue 1 Revision 00 date 01/06 Page 122 Cargo Systems Cargo Systems Cargo Systems Cargo Systems Cargo Systems Cargo Compartments PASSENGER AIRPLANE A total of 1,790 cubic feet (50.7 cubic meters) is available in the two lower compartments: 700 cubic feet (19.8 cubic meters) in the forward compartment and 1,090 cubic feet (30.9 cubic meters) in the aft compartment. The weight limits are 10,300 pounds (4650 kilograms) and 16,300 pounds (7400 kilograms) in the forward and aft compartments, respectively. Two 55-inch-wide (140 centimeter) outward-opening doors are standard on the air- plane. Both cargo compar tments are classified as Class C compart- ments, having both smoke detec- tion and fire extinguishing sys- tems. An optional air cargo equipment (ACE) powered loading system is available for both cargo compart- ments. Reduced baggage and cargo damage and a reduction in ramp personnel are advantages of this system. A powered belt load- ing system is also available. FREIGHTER AIRPLANE The freighter main cargo deck has a volume of 6,600 cubic feet (187 cubic meters) with a cargo door size of 134 by 86 inches (340 by 218 centimeters). The main cargo door control panel is located above the crew entry door and also contains the light switches for the entryway and cargo area. Manual operation of the door is by a pump located in the left main wheelwell. The lower cargo compartments are the same as in the passenger airplane except that the aft com- partment is 40 cubic feet larger because of relocation of the aft electronic center to the aft end of the compartment. All cargo compartments are classi- fied as Class E, with smoke detec- tion systems but no fire extinguish- ing systems. Cargo Compar tments EAT doc 51 Issue 1 Revision 00 date 01/06 Page 123 Cargo Systems Cargo Systems Cargo Systems Cargo Systems Cargo Systems Lower Lobe Cargo Doors The forward and aft lower lobe cargo doors are located on the lower right side of the fuselage. They are outward-opening doors, 55 inches wide by 42.5 inches and 44 inches high (140 centimeters by 108 centimeters and 112 centime- ters), and weigh about 250 pounds (113 kilograms) each. Cabin pressure loads on the doors are carried by stop fittings on each side of the door. A pressure seal is installed around the door to pre- vent air leakage when the door is closed. The doors are normally locked and unlocked manually and operated electrically from controls inside or outside the cargo compartments. A manual drive permits door opera- tion without electrical power. Lower Lobe Cargo Doors EAT doc 51 Issue 1 Revision 00 date 01/06 Page 124 Cargo Systems Cargo Systems Cargo Systems Cargo Systems Cargo Systems Optional Telescoping Bulk Cargo System The bulk baggage loading systems are located in the forward and aft cargo compartments of the air- plane. The systems use powered telescoping modules (bins) to facilitate cargo loading and unload- ing. There are three modules in the forward cargo compartment and two in the aft. Module I in the forward compartment is the largest of the three, and modules 11 and III telescope into module 1. The three modules in the forward compartment are located in the area aft of the forward cargo door, and the two modules in the aft compartment are located forward of the aft cargo door. Optional Telescoping Bulk Cargo System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 125 Cargo Systems Cargo Systems Cargo Systems Cargo Systems Cargo Systems Main Deck Cargo Door The main cargo door is on the upper left side of the forward fuselage. It is hinged at the top and opens outward and upward to provide a fuselage opening 86 inches high by 134 inches wide (340 by 218 centimeters). The door structure consists of a pressure web forming the exterior surface, reinforced by frames. A continuous pressure seal around the periphery of the door prevents outward leakage of cabin pressure air and inward leakage of rain. Pressurization loads are transmit- ted to the fuselage structure by the door hinge along the upper edge and by eight mechanical latches along the lower edge. The main cargo door is operated with hydraulic power from the left hydraulic system. The door is controlled from the main cargo door control panel above the crew entry door. The panel consists of one guarded push-button switch used to arm the door control system and one momentary toggle switch that controls door opening and closing. With electric and hydraulic power available and the door control system armed, mov- ing the door control switch to OPEN moves the door open until the switch is released or the door reaches wide-open position. With the switch moved to CLOSE, the door closes until the switch is released or the door goes fully closed and latched. In addition, two EICAS messages are associ- ated with door operation. A red DOOR OPEN light on the control panel illuminates when the cargo door is unlocked and is extinguished when the door is closed and locked. The control panel also contains cargo com- partment and entryway lighting and ground service switches. The door opening or closing cycle can be stopped and reversed at any point in the cycle. The door is locked closed through a hydrauli- cally operated mechanical lock pin system. The door can be operated in winds up to 40 knots and can stand in the open position in winds up to 60 knots. The main cargo door can be opened manually if electric or hydraulic power is not available. The manual hydraulic hand pump is a two-stroke pump used to manually open and close the cargo door. The door is opened by manu- ally positioning the door control valve lever to DOOR OPEN in the left wheelwell and operating the hand pump until the door is raised to the desired position. If battery power is available, the DOOR NOT LOCKED indicator at the hand pump illuminates when the door is unlocked. The door is closed manually by placing the door control valve lever to DOOR CLOSE and operating the hand pump until the door is closed and latched. Cargo Compartment Lights Main Deck Cargo Door EAT doc 51 Issue 1 Revision 00 date 01/06 Page 126 Cargo Systems Cargo Systems Cargo Systems Cargo Systems Cargo Systems Main deck cargo compartment ceiling lights are provided for the interior of the main deck cargo area. Threshold lights and exterior lights are located adjacent to the main cargo door. Forward and aft cargo compartment lights are provided for the interior and exte- rior of each compartment. Cargo Compartment Lights EAT doc 51 Issue 1 Revision 00 date 01/06 Page 127 Communications Communications Communications Communications Communications Features INTERPHONE SYSTEM The communication systems provide communications between the ground and the airplane. Com- munications are also provided between the crew and the passen- gers. Cabin crew and ground crew communications are available as well. VOICE RECORDER A voice recorder records the last 30 minutes of flight crew communi- cations and conversations, to be retrieved in the event of an acci- dent. 757 AND 767 SIMILARITIES Communication systems on the 757 and 767 are virtually the same, with both using the same line-replaceable units and commu- nication controls. Both the 757 and 767 have dual VHF radios as basic equipment. The 757 and 767 add dual HF radios for the extended range models. Single HF, dual HF, or HF provisions in combination are frequently ordered options. Cus- tomers ordering the ARINC com- munications addressing and re- porting system (ACARS) fre- quently order a third VHF radio dedicated to supporting the ACARS equipment. Flight Interphone System Cabin/Service Interphone System Ground Crew Call System Passenger Address System VHF Communication System HF Communication System ACARS SELCAL System Voice Recorder System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 128 Communications Communications Communications Communications Communications Flight Interphone System The flight interphone system provides a means of communica- tion between flight crew positions. The system also provides an interface for the communication and navigation systems via the audio selector panels (ASP). Hand microphones, boom micro- phones, or oxygen mask micro- phones can be connected through the ASPs to the voice recorder, passenger address system, com- munication transceivers, and cabin and service interphone systems. The boom microphone or oxygen mask microphone is input to the voice recorder if selected on the ASP. Jack outlets are provided at each flight crewmembers station for microphones and headset. Pushes to talk (M) switches are located on each ASP and on each control wheel. Flight Interphone System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 129 Communications Communications Communications Communications Communications Cabin/Service Interphone System The airplane communication systems provide internal communi- cations, as well as external com- munications to and from ground stations to facilitate ground servic- ing. Interphone systems operate using audio selector panels, hand micro- phones or boom microphones, handsets, and service interphone jacks for communication between ongoing maintenance functions. Passenger address (PA) system voice announcements are made using cabin handsets or audio selector panels. Nine service interphone jacks are located at key service locations. The cabin interphone provides communications among the cabin attendants and between the cabin attendants and the flight crew. This system also provides a means of interfacing with the service interphone and PA sys- tems. Single-digit, touch-tone dialing from each handset and the pilots call panel is provided to address calls to specific stations. Handsets are located at all cabin attendant stations and the pilots aft aisle stand (optional). When a cabin location is dialed from one of the cabin interphone handsets or the pilots call panel, a pink call light is activated at the called station and a high/low chime is activated through the warning electronic unit (WEU). When the flight deck is dialed from a cabin handset, a blue location indicator light is activated on the pilots call panel and a high chime is generated through the (WEU). When an alert call is made from any handset, the pink lights at all attendants stations flash continu- ously at 1-second intervals until the handsets are taken off the hook. At the same time, the high/ low chimes are repeated three times through the PA amplifier. The pink lights at each station cease flashing as the stations handset is taken off the hook. In the flight deck, an alert call lights a blue ALERT call light and sounds a high chime. The handsets may communicate with service interphone jacks, but flight deck personnel must select the SERV INTPH switch to ON for communication through the service interphone jacks. Cabin/Service Interphone System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 130 Communications Communications Communications Communications Communications The interior service jacks are located in three equipment areas. The exterior service jacks are located near the servicing areas of the airplane. The SERV INTPH switch, located on the right side panel, must be switched on to hear microphone input signals from the service interphone jacks. The audio selector panels provide microphone input and headphone output. Ground Crew Call System The ground crew call system provides both aural and visual signals for use by the flight crew to alert the ground crew and for use by the ground crew to alert the flight crew. A ground crew call switch is lo- cated on the pilots call panel. Operation of the ground crew call switch sounds a horn in the nose wheelwell. A pilots call switch is installed on the nose gear panel. Operation of this switch sounds a single stroke chime and illuminates a light in the flight deck. Ground Crew Call System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 131 Communications Communications Communications Communications Communications Passenger Address System The PA system provides flight crew communications to the passen- gers. It also provides audio tones (chimes) to alert attendants and passengers. PA inputs are prioritized. Flight crew announcements have the highest priority and are made using audio selector panels with any flight deck microphone. Atten- dants have priority 2 and use the cabin handsets to make announce- ments. Priority 3 is prerecorded music or announcements. Priority 4 is boarding music from the boarding music/prerecorded announcement tape reproducer. Chimes are superimposed over any audio and are interpreted as follows: Single low chime: No smoking, fasten seat belts. Single high/low chime: Atten dant-to-attendant call. Three high/low chimes: Atten dant alert. Single high chime: Passenger-to-attendant call. The PA audio output level is auto- matically increased when the engines are running or oxygen masks are deployed to compen- sate for the increased cabin noise. Passanger Address System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 132 Communications Communications Communications Communications Communications VHF Communication System The very high frequency (VHF) communication system provides short-range (line of sight) air-to ground and air-to air voice and data communications. Frequency range is 118 to 136 megahertz. A dual VHF communication system is basic. A third VHF transceiver is available as an option on basic models and is required on ex- tended range models. Frequency selection for the VHF communication transceivers is made from the respective VHF control panel. Microphone selec- tion, headphone monitoring, and PTT functions are performed at the audio control panels. The center VHF communication system (optional) can be controlled by the ARINC communications address- ing and reporting system (ACARS). When installed, ACARS uses the VHF system to receive and trans- mit digital data to and from a ground station. VHF Communication System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 133 Communications Communications Communications Communications Communications HF Communication System The high-frequency (HF) communi- cation system is used for long-range communications. Single HF, dual HF or HF provisions are frequently ordered options. Each HF communication system con- sists of a transceiver, a control panel, an antenna coupler, and a common antenna. The antenna and the antenna couplers are installed in the ver ti- cal fin leading edge. The antenna coupler matches the variable impedance of the antenna to the impedance of the transceiver over the HF frequency range of 2.8 to 30 megahertz in 1-kilohertz incre- ments. Receiver sections of the HF trans- ceivers are protected for dual HF installations. When one HF trans- ceiver is transmitting, the other is prevented from receiving or trans- mitting. System mode operation and fre- quency and sensitivity can be selected from the control panel. Audio connections to headset/ speaker and microphone are made through the audio selector panels. Antenna tuning is automatic. HF Communication System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 134 Communications Communications Communications Communications Communications ACARS (Optional) ACARS provides a high-speed digital data link between the air- plane and ground facilities. By transmitting and receiving data automatically without the flight crew intervening, ACARS reduces flight crew workload. The system is used for exchange of airline opera- tions information such as flight and airplane identification; out of the gate, off the ground, on the ground, into the gate reports (0001); delays, fuel, weather, airplane operating data, and so on. ACARS is also capable of provid- ing voice telephone patch commu- nication between the airplane and ground telephone circuits using VHF radio, airline landlines, ARINC lines, and telephone sys- tems. The main ACARS component is the ACARS management unit (MU). The MU uses program pins to determine airplane and airline identification and 0001 times. The MU uses a VHF transceiver (nor- mally the center VHF transceiver) to receive and transmit data. Data from the VHF transceiver are tone encoded (1200 and 2400 hertz). The frequency used for data transmission is 131.55 megahertz. Any frequency can be used for voice communications. The flight crew can provide some control of the system by using an interactive display unit (IDU). However, control can also come from a multipurpose control dis- play unit, (MCDU) or a dedicated ACARS control unit, depending on the selected configuration. The multipurpose printer is used by the flight crew to print ACARS repor ts stored in the MU. A call light illuminates on the pilots call panel and a single chime is generated by the WEU when ACARS receives a voice call. The MU automatically tunes the VHF transceiver to the voice frequency selected by the ground station. When the call ends, the flight crew uses the IDU to revert ACARS to the data mode. The flight crew can also initiate a voice call to the ground by using the IDU to provide a frequency to the VHF trans- ceiver. ACARS (Optional) EAT doc 51 Issue 1 Revision 00 date 01/06 Page 135 Communications Communications Communications Communications Communications SELCAL System The selective calling (SELCAL) system alerts the flight crew that a ground station wishes to communi- cate with them. The alert is by means of a call light on the pilots call panel and a single high chime. The light can be turned off and the system reset by pressing the corresponding alert lamp/switch on the pilots call panel or by keying the microphone PTT for that par- ticular receiver. The SELCAL decoder accepts inputs from the three VHF and two HF communication systems. The SELCAL decoder responds to the ground station signal only if the signal is coded with the airplanes unique SELCAL code. SELCAL System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 136 Communications Communications Communications Communications Communications Voice Recorder System The voice recorder provides a continuous record of the last 30 minutes of flight crew conversation and communication. It makes a continuous 30-minute recording of four audio channels. The four channels are the captains, first officers, first observers, and the area microphone on the voice recorder control panel. A bulk ERASE switch on the control panel can be used on the ground with the parking brake engaged. An underwater locator beacon is installed on the front of the voice recorder. Voice Recorder System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 137 Indicating and R Indicating and R Indicating and R Indicating and R Indicating and Recording ecording ecording ecording ecording Features FLIGHT DATA RECORDER The flight data recorder system records the last 25 hours of air- plane data (flight control surface position, engine status, etc.) on a magnetic tape. These data help determine the cause of an acci- dent. WARNING AND ALERTING SYSTEM The warning and alerting system provides the flight crew with visual, aural, and tactile indications of abnormal airplane conditions. ELECTRONIC CLOCKS The clocks provide the flight crew with a display of time, elapsed time, and chronograph function. Digital Flight Data Recorder System Warning and Alerting System Electronic Clocks EAT doc 51 Issue 1 Revision 00 date 01/06 Page 138 Indicating and R Indicating and R Indicating and R Indicating and R Indicating and Recording ecording ecording ecording ecording Digital Flight Data Recorder System The digital flight data recorder system (DFDRS) provides the capability to record the most recent 25 hours of flight param- eters on magnetic tape housed in a crash-proof container. The flight parameters include FAA manda- tory flight parameters and airline optional flight parameters. FAA mandatory flight parameters include: Elapsed time Pressure altitude Computed airspeed Vertical acceleration Magnetic heading Lateral acceleration Pitch attitude Roll attitude Horizontal stabi lizer position (pitch trim) Thrust and power on each engine Trailing-edge flap positions (left, right) Leading-edge devices position (left, right) VHF (radio transmitter) keying Thrust reverser position Speedbrake handle position Marker beacon passage Autopilot engagement Longitudinal acceleration Surface position primary con trols (pitch, roll, yaw) Glideslope deviation Localizer deviation Autoflight control system mode and engagement status Radio altitude Master warning Main gear squat switch status Angle of attack Outside air temperature or Total air temperature Hydraulics, each system, low pressure Groundspeed The required digital and analog data from airplane flight systems are supplied to the digital flight data acquisition unit (DFDAU) for processing and format conversion. The digital output of the DFDAU is recorded in the digital flight data recorder (DFDR) on magnetic tape. An underwater locator beacon is installed on the front of the DFDR. A connector near the DFDR allows connection of a copy recorder for onboard readout of stored data. Digital Flight Data Recorder EAT doc 51 Issue 1 Revision 00 date 01/06 Page 139 Indicating and R Indicating and R Indicating and R Indicating and R Indicating and Recording ecording ecording ecording ecording Warning and Alerting System The warning and alerting system provides aural and visual warning and caution indications. Airplane system signals are routed to the EICAS computer or the warning electronic unit (WEU). When a non-normal condition is sensed, appropriate visual and aural warnings are generated. The system conditions that require immediate action are referred to as level A warnings. The system conditions that require immediate crew awareness and future action are referred to as level B cautions. The system conditions that require only crew awareness are referred to as level C advisories. The WEU is a card file. Electro- static discharge-sensitive (ESDS) device precautions should be taken to prevent damage to the electronics on each WEU module. A wrist strap should always be used when removing and replacing WEU modules. Warning and Alerting Systems EAT doc 51 Issue 1 Revision 00 date 01/06 Page 140 Indicating and R Indicating and R Indicating and R Indicating and R Indicating and Recording ecording ecording ecording ecording Electronic Clocks Two clocks are installed in the flight deck, one each on the captains and first officers instru- ment panels. Each clock provides readout of Greenwich Mean Time (GMT) and provides a GMT digital data signal or time reference to the flight recorder and flight management system. Each clock also provides an elapsed time and a chronograph function. Electronic Clocks EAT doc 51 Issue 1 Revision 00 date 01/06 Page 141 Navigation Navigation Navigation Navigation Navigation Features ELECTRONIC FLIGHT INSTRUMENT SYSTEM A primary flight display and navi- gation display for each pilot present all flight and navigation systems information. AIR DATA SYSTEM Air data computers provide flight conditions to flight deck displays and airplane systems. WEATHER RADAR A four-color presentation of weather patterns that may include turbulence is displayed on the electronic horizontal situation indicator (EHSI). GROUND PROXIMITY WARNING SYSTEM Terrain clearance and windshear annunciations warn the crew of unsafe conditions. INERTIAL REFERENCE SYSTEM Ring laser gyro inertial reference units provide iner tial movement and attitude information. FLIGHT MANAGEMENT COMPUTER SYSTEM Flight planning, position computa- tion, guidance, and performance optimization are suppor ted by a worldwide database capability. 757 AND 767 SIMILARITIES Navigation systems for the 757 and 76 7 are nearly identical. The flight management system and iner tial reference system are the same. Cer tified options available for these systems allow configurations to be tailored to each customers needs. For example, a customer-unique navigation data- base can be loaded into the flight management computer. The data- base covers the geographic oper- ating area without altering the basic functions and operations of the flight management computer control display unit, which is the pilots interface device. Flight Instrument System EFIS Displays Pitot-Static System Air Data Computer System Altitude Alert System Air Traffic Control System Traffic Alert and Collision Avoidance System Inertia] Reference System Weather Radar System Automatic Direction Finder System VHF Omnidirectional Range System Marker Beacon System Instrument Landing System Distance-Measuring Equipment Radio Altimeter System Ground Proximity Warning System Flight Management Computer System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 142 Navigation Navigation Navigation Navigation Navigation Flight Instrument System The flight instrument system provides airplane attitude, head- ing, vertical speed, distance-measuring equipment (DME) range, VHF Omnidirectional range (VOR) and automatic direc- tion finder (ADF) bearings, flight director and instrument landing system (ILS) commands, flight management computer (FMC) displays, weather radar displays, radio altitude, and flight mode annunciations. The electronic flight instrument system (EFIS) uses cathode ray tubes (CRT) for the primary flight instruments. The electronic atti- tude director indicator (EADI) and the electronic horizontal situation indicator (EHSI) are controlled by separate symbol generators and dual control panels. Each pilot can independently select an EHSI display mode. The EFIS operates with the flight management system (FMS) to provide the EADIs with attitude and navigation information The EHSIs display ILS, VOR, MAP, or PLAN modes in a form suitable for accurate and rapid reading by both pilots. The EFIS also provides visual indications of failure. Selection of either the left or center symbol generator as a data source for the captains EADI and EHSI is accomplished at the captains instrument source select switch. Similar control for the first officers EHSI and EADI using the right or center symbol generator is also provided. With the other switches on the instrument source select panels, both pilots can select to alternate navigation sources in case of source failure. The vertical speed indicators (VSI) receive inertial vertical speed from the inertial reference system (IRS). The radio distance magnetic indicator (RDMI) heading data are supplied by the IRS, distance by the DME systems, and bearing from either the VOR or ADF sys- tems. Flight Instrument System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 143 Navigation Navigation Navigation Navigation Navigation EFIS Displays EADI MODES The EADI has only one display mode, in which airplane attitude and flight director commands are shown. Speed tape (shown above) is an option. EHSI MODES The EHSI display depends on the position of the mode select switch on the EFIS control panel. The PLAN mode is generally used before flight to review the route. The display is oriented north-up. The MAP mode is used during flight to monitor airplane position along the route stored in memory. The VOR modes are used while flying a VOR radial. The ILS modes display localizer and glideslope deviations during approach and landing. The two expanded modes display only the horizontal situa- tion forward of the airplane. The two FULL modes, which are op- tional on a basic airplane, display a full compass rose. Weather data can be displayed in EXP VOR, EXP ILS, and MAP modes. EFIS Displays (Typical) EAT doc 51 Issue 1 Revision 00 date 01/06 Page 144 Navigation Navigation Navigation Navigation Navigation Pitot-Static System The pitot-static system senses total and static air pressures and supplies these pressures to the left and right air data computers (ADC), the standby instruments, and other airplane systems as required. The pitot probes and static por ts sense both total air pressure and ambient static air pressure. These pressures are used by the ADC to determine the airplanes altitude, airspeed, and other related parameters. The pressures are also sent to the standby pneumatic airspeed and altitude indicators to provide backup indications. Pitot-Static System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 145 Navigation Navigation Navigation Navigation Navigation Air Data Computer System The ADC system monitors the environment around the airplane, processes the inputs, and sends the data to various airplane sys- tems. The system consists of two digital ADCs and the air data sensors. The air data sensors include one total air temperature (TAT) probe, four pitot probes, two angle-of attack (AOA) sensors, and two pairs of flush static ports. Inputs to the ADCs are total and ambient air pressure from the pitot static system, barometric correc- tion from the altimeters, total air temperature from the TAT probe, and angle of attack from the AOA sensors. The ADCs convert these analog inputs to digital output air data parameters. The computer output signals are transmitted on data buses that supply data to the air data instru- ments, engine and flight controls, navigation, warning, flight manage- ment, and Autoflight systems. Air Data Computer System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 146 Navigation Navigation Navigation Navigation Navigation Altitude Alert System The altitude aler t system is in- stalled to alert the pilots to the approach to or deviation from the altitude selected on the autopilot mode control panel. When the airplane approaches the selected altitude, the advisory light on each electric altimeter lights. On deviation from the selected altitude, a level B warning is gen- erated, consisting of a level B message on the engine indication and crew aler ting system (EICAS), an aler t tone from the speakers, and illumination of the master caution lights and ALT ALERT caution light. The altitude alert module receives barometric alti- tude from both ADCs and is se- lectable with the captains ADC instrument source select switch. Altitude Alert System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 147 Navigation Navigation Navigation Navigation Navigation Air Traffic Control System The dual air traffic control (ATC) transponder system (left and right) contains the airborne components required to enable ground facilities to track airplane movement through the ground facility sectors. The ground facilities can monitor the location, direction of travel, and altitude. In response to interrogation pulses received from a ground station, the transponder replies with a pulse train providing identity information (selected code and identification pulse if activated, mode A), and altitude information (mode C) obtained from the ADC. The con- trol panel is used to set the as- signed code, select the left or right system, and initiate an identifica- tion pulse. Each transponder is connected to both ADCs. The selected transponder normally uses its onside attitude source unless the onside ADC instrument source select switch switches it to the alternate ADC. The mode S address for the air- plane in which the transponder is installed is provided by the Dis- crete Addressable Beacon System (DABS) shorting receptacle. The selective calling (mode S) transponder equipped airplanes and ground stations enhance the operation of the ATC system by adding a discrete interrogation capability and a data link feature, as well as performance improve- ments. The mode S transponder can also function as part of an airborne separation assurance (ASA) system when interfaced with a traffic alert and collision avoid- ance system (TCAS). Air Traffic Control System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 148 Navigation Navigation Navigation Navigation Navigation Traffic Alert and Collision Avoidance System The TCAS is designed to alert the flight crew to the potential of conflicts with other airplanes flying in the same area. TCAS makes use of existing ATC radar beacon systems and the capabilities of mode S transponders to coordi- nate with other TCAS equipped airplanes. The system installed on current commercial airplanes is called TCAS 11. TCAS I provide two types of advisories to the pilots. One type is the traffic advisory (TA), which is displayed on the EHSI and informs the pilots that there are other airplanes in the area. The other type is the resolution advisory (RA), which is displayed on the EADI and advises the pilots that a corrective or preventive action is required to avoid an intruder airplane. TCAS 11 also provides aural alerts to the pilots. The dedicated components of a TCAS 11 system are a receiver/ transmitter, a top directional antenna, and a bottom antenna, which may be either directional or omnidirectional. TCAS II interfaces with the ATC system and requires the use of mode S transponders, top and bottom ATC antennas, and a mode S/TCAS control panel. TCAS 11 interfaces with the EFIS and warning electronic unit (WEU) to provide visual advisories and aural alerts. Traffic Aler t and Collision Avoidance System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 149 Navigation Navigation Navigation Navigation Navigation Inertial Reference System The IRS is one of the airplanes primary sensing systems. As a basic sensor it provides airplane pitch and roll attitude, vertical speed, body angular rates, and linear acceleration. When it is in the navigation mode it also pro- vides true and magnetic heading, present position, ground track direction and speed, and wind direction and speed. The IRS consists of three inertial reference units (IRU) and an inertial reference mode panel (IRMP). The IRMP provides mode selection, control, and display; display of navigational parameters; and a means of initializing the IRUs. The IRUs sense angular rates around the pitch, roll, and yaw axes using ring laser gyros and linear accelerations along the same three axes using accelerom- eters. Before the IRUs can operate in the navigation mode, they must go through a 1 10 minute alignment period. During the alignment period the airplane must not be moved. The IRUs must be initial- ized with the airplanes accurate present position (latitude and longitude) during this time. Initial- ization is normally done from the FMS control display units (CDU). Alternately, initialization can be done using the IRMP. Besides mode control and initial- ization, the only inputs required are air data parameters. The left or right ADCs are selectable for input. IRS data are displayed on the electronic flight instruments, the RDMI, and the VSI. Navigation, Autoflight, and other airplane systems also use the data. Inertial Reference System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 150 Navigation Navigation Navigation Navigation Navigation Weather Radar System The weather radar system pro- vides the pilots with an indication of weather conditions along their flight path, allowing them to diver t their flight around severe condi- tions. The pilots can also use the weather radar as a navigational aid by selecting the MAP mode and displaying prominent ground fea- tures such as coastlines, hilly or mountainous regions, cities, or even large structures. The transceiver generates radio frequency pulses that are radiated by the antenna. The same antenna receives the radiated energy that is reflected back by moisture-bearing clouds or by prominent terrain features. The reflected radio frequency (RF) energy is processed by the trans- ceiver, displayed in color on the EHSI, and overlaid and scaled with the navigation displays. On-off control of the transceivers, as well as range selection and brightness control, is accom- plished by the independent EFIS control panels for the captain and first officer. Different ranges can be selected and displayed on the two display units. The weather radar control panel includes a mode selector (TEST, WX, WX+T (optional), and MAP), an antenna tilt control knob, and a manual gain control knob for use in MAP mode. The antenna scan pattern is stabi- lized using attitude signals from the left IRU. When ALTN is se- lected on the captains IRS instru- ment source select switch, the attitude signals come from the center IRU. Areas of light rainfall appear green, moderate rainfall appears yellow, heavy rainfall appears red, and, as an option, the most turbu- lent areas of rainfall appear ma- genta. A single system is shown above, but a dual system is optional. Weather Radar System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 151 Navigation Navigation Navigation Navigation Navigation Automatic Direction Finder System The ADF system serves as a navigational aid to determine relative bearing to a selected ground station with respect to the airplane centerline. It also provides audio to the flight crew. The ADF receiver can be tuned to receive and compute a bearing to any radio transmitter with a fre- quency between 190.0 kilohertz and 1750.0 kilohertz. The receiver sends the audio to the flight inter- phone system and the bearing information to the RDMIs and to the EFIS for display on the EHSI. One ADF system is installed on basic airplanes with two as an option, and two ADF systems are installed on extended range air- planes. Automatic Direction Finder System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 152 Navigation Navigation Navigation Navigation Navigation VHF Omnidirectional Range System The airplanes VOR system pro- vides navigation data for the flight crew and the FMS. The VOR system consists of two VOR con- trol panels and two VOR navigation receivers. The flight crew selects a VOR navigation ground station by tuning in a VOR frequency and the desired course to the VOR station on the VOR control panel. The VOR station constantly trans- mits magnetic bearing information in an omnidirectional (all direc- tions) pattern. The VOR receiver in the airplane receives and decodes the signal to determine the mag- netic bearing of the airplane to the VOR station. The VOR receivers send magnetic bearing data to RDMIs and to the airplane EFIS for display. On the RDMIs, a needle points to the magnetic bearing of the VOR station. VOR deviation is displayed on the EFIS EHSIs. VOR deviation is the difference between the course that has been selected on the control panel and the airplanes magnetic bearing to the VOR station. During the ILS and VOR EFIS modes, the VOR is manually tuned and an indicator light on the con- trol panel shows MAN. When MAP or PLAN is selected on the EFIS control panel, the indicator light shows AUTO and the FMC auto- matically tunes (auto tunes) the VOR receivers. The FMCs can use the bearing data from the VOR receivers in conjunction with the distance information from a DME interrogator for position updating in flight. VHF Omnidirectional Range System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 153 Navigation Navigation Navigation Navigation Navigation Marker Beacon System The marker beacon system indi- cates to the flight crew that the airplane is passing over a particu- lar geographical location such as a point along an instrument landing path. The marker beacon receiver is a module within the VOR re- ceiver that is enabled only in the left system. Marker beacon transmitters lo- cated in standard flight paths transmit a narrow vertical beam of tone-modulated 75 Megahertz RF As the airplane flies over a beam, the receiver detects the RIF and lights the appropriate panel light. During runway approaches, three types of markers can be used with panel lights illuminating and tones supplied to the pilots. Marker Beacon System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 154 Navigation Navigation Navigation Navigation Navigation Instrument Landing System The ILS provides precision ap- proach guidance during instrument approaches by giving position data relative to the glidepath and run- way centerline. Three complete systems are installed, left, center, and right, all controlled by a single control panel used for frequency and front course selection. Position-sensitive radio signals are received from the glideslope and localizer transmitters. The ILS receiver, which computes devia- tion, either up or down, right or left decodes the signals. Deviation data are sent in digital format to the FMC, autopilot, and ground proximity warning system (GPWS). Deviation is also sent to the EFIS and displayed on the EADI and EHSI displays. The center system sends data to the standby ILS display. Audio is sent to the flight interphone system for station identification. Instrument Landing System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 155 Navigation Navigation Navigation Navigation Navigation Distance-Measuring Equipment A dual (left and right) DME system is installed to provide the pilots with the slant range distance between the airplane and a ground station. The distance is displayed in digital format on both the RDMI and EHSI. Continuous distance information is also provided to the FMC for position updating in flight. The DME interrogator transmits a pulse pair to a selected ground station, which then retransmits the pulse pair to the airplane. The time taken for the round-trip signal is measured, and distance is then computed. The DME station is selected using the VOR control panel in VOR mode and the ILS control panel in the ILS mode for manual tuning. In the MAP or PLAN modes the FMC automati- cally tunes both DMEs. DME frequencies are paired with the VOR and ILS frequencies. Distance-Measuring Equipment EAT doc 51 Issue 1 Revision 00 date 01/06 Page 156 Navigation Navigation Navigation Navigation Navigation Radio Altimeter System The radio altimeter system pro- vides the pilots with an indication of the terrain clearance altitude. The system is used at low altitude (0 to 2,500 feet), primarily during approach, landing, and takeoff. The system consists of three receiver/transmitter units, each with its own transmit antenna and receive antenna. The receiver/ transmitter unit computes the altitude, which is then displayed on the EADIs. Each pilot can select a decision height (DH) altitude from the onside EFIS control panel for display on the EADI above the radio altitude display. When the radio altitude is equal to or less than the DH, the DH display changes color and size and mo- mentarily flashes DH. Radio alti- tude is used by the autopilot flight director system, GPWS, warning system, and EICAS. Radio Altimeter System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 157 Navigation Navigation Navigation Navigation Navigation Ground Proximity Warning System The GPWS provides visual and aural alerts whenever the airplane is in danger of contacting the terrain. When the airplane is below 2,500-foot radio altitude the GPWS continuously monitors terrain clearance altitude, descent rate, terrain closure rates, glideslope deviation, and flap and gear con- figuration so that caution and warning alerts can be generated if the airplane is unsafe because of closeness of terrain. The GPWS includes a ground proximity warning computer (GPWC), flap and gear override panel switches, a flight deck test switch, and WINDSHEAR, PULL UP, and GND PROX panel lights. The GPWC processes inputs from the radio altimeter, air data, iner- tial reference and instrument landing systems, as well as flap, slat, and gear configuration, to provide alerts in GPWS modes 1 through 6. It receives additional input from the stall warning com- puters for the generation of mode 7 (windshear) warning. Flap and gear override switches allow the pilots to inhibit or cancel aler ts that are generated while the flaps or landing gear are intention- ally out of normal configuration. The GND PROX light is also a switch that can be pushed to inhibit or cancel the mode 5 glide- slope aler t. The GPWC sends outputs, de- pending on the GPWC mode, to its panel lights and to the WEU, which controls the master warning lights. It sends a signal to the EFIS for windshear warnings, which display the red word WINDSHEAR on the EADI. The aural alerts, which are generated inside the GPWC, are also sent to the WEU for amplifica- tion and fur ther routing to the aural warning speakers. Ground Proximity Warning System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 158 Navigation Navigation Navigation Navigation Navigation Flight Management Computer System The flight management computer system (FMCS) consists of two FMCs and two CDUs. The FMCS uses inputs from navigation, engine, fuel system, and flight environment sensors along with stored and entered data to perform flight crew selectable operations. Flight Management Computer System The flight crew can enter, modify, or retrieve data and select modes from the CDU. The FMC has the capability to store any desired lateral and vertical flight plan and to compute guidance, navigation, and performance commands relative to the flight plan. The FMC can be used to provide advisory data to the flight crew, enabling them to fly a selected course or profile. The FMC can also be coupled to the automatic flight control systems to automatically follow a planned flight profile. The FMCS provides a map display and selected navigation informa- tion for display on EFIS displays. The FMCS also provides thrust target cursor control to the EICAS. EAT doc 51 Issue 1 Revision 00 date 01/06 Page 159 Autoflight Autoflight Autoflight Autoflight Autoflight Features AUTOPILOT FLIGHT DIRECTOR SYSTEM The autopilot flight director system Provides flight director commands or automatic control of the aircraft in all phases of flight. It generates stabilizer trim commands when the autopilot command is engaged. THRUST MANAGEMENT SYSTEM The thrust management system provides full flight regime control of throttles, including takeoff. YAWDAMPERSYSTEM The yaw damper system elimi- nates yaw rates associated with Dutch roll. STABILIZER TRIM SYSTEM The stabilizer trim system provides speed or Mach trim control when the autopilot is not engaged. It accepts autopilot trim requests during command engagement. MAINTENANCE MONITOR SYSTEM The maintenance monitor system provides a single point for deter- mining automatic flight control system faults. 757 AND 767 SIMILARITIES Autoflight systems on the 757 and 767 are fundamentally identical; both use the same flight manage- ment computer with software specifically tailored for each con- figuration. Both airplanes feature the same Cat III b autoland sys- tem as basic equipment. This advanced function allows landing in low-visibility conditions (150 feet (50 meters)) with zero decision height. Autopilot Flight Director System Thrust Management System Yaw Damper System Stabilizer Trim System Maintenance Monitor System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 160 Autoflight Autoflight Autoflight Autoflight Autoflight Autopilot Flight Director System The autopilot flight director system (AFDS) provides flight crew-selectable modes for flight path control. System operation is controlled from the mode control panel, with armed and operating modes displayed on the electronic airborne data indicators (EADI). Three flight control computers (FCC) are installed, each control- ling dedicated pitch, roll, and directional control servos (autopi- lot controls the yaw directional control servos only during multi- channel approach). All functions for three-axis control of the aircraft are contained in each FCC. Each computer provides automatic stabilizer trim commands to a stabilizer trim and elevator asym- metry module (SAM). Autopilot operating modes are selected on the Autoflight control system (AFCS) mode control panel. The FCCs use selected mode, navigation sensor inputs, and flight management computer (FMC) inputs to generate output signals. These signals can be used for flight director display only, or may be used to actively control the aircraft. Flight director commands are displayed on the EADIs. The active AFDS mode is also dis- played on the EADIs. Autoland status annunciators provide indications of autopilot system status including degrada- tion from Cat III landing capability. Autopilot disengagement gener- ates a visual and aural annuncia- tion (EICAS level A warning). Reduced system capability results in an autopilot caution (EICAS level B caution). The maintenance control and display panels (MCDP) record all flight faults for post flight maintenance review and can be used to ground-test the flight control computers and interfacing systems. Autopilot Flight Director System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 161 Autoflight Autoflight Autoflight Autoflight Autoflight Thrust Management System The thrust management system performs thrust limit calculations and auto throttle functions. It controls the throttles through the full flight regime of operation. One thrust management computer (TMC) is installed in the aircraft to perform both operations, Thrust limits are established manually from the thrust mode select panel or automatically on power-up from the FMC in VNAV mode. The AFCS mode control panel is used to select the appro- priate auto throttle modes. The auto throttle functions depend on the mode selected and can control thrust, Mach, airspeed, rate of altitude change, or throttle retard rate. Thrust limit protection is active in all modes to prevent overboost, overspeed, or minimum speed exceedances. Auto throttle modes are displayed on the EADIs. Thrust limit modes are displayed on EICAS upper display units. Disengagement of the auto throttle causes visual and aural indications. The system sends flight fault information to the MCDP for post flight analysis. Thrust Management System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 162 Autoflight Autoflight Autoflight Autoflight Autoflight Yaw Damper System The yaw damper system generates rudder commands to dampen undesired yaw based on input from air data computers and the inertial reference system. Modal suppres- sion accelerometers provide an additional input that is used to improve passenger comfort. The yaw damper control panel provides on off control and system status indications. Inoperative status is also annunciated on the EICAS upper display unit with a level C message L YAW DAMPER or R YAW DAMPER indicating the inoperative system. The yaw damper modules use data input from air data computers, iner tial reference units, and modal suppression accelerometers to compute rudder commands appro- priate to existing flight conditions. These commands go to the yaw damper servos. The module also monitors system operation and performs both manually initiated and automatic system testing. A 12-character LED display on each yaw damper module is used to display preflight test results and existing and last flight leg yaw damper system faults. The yaw damper servos use elec- trical commands from the yaw damper modules to control hydrau- lic flow to an actuator piston. This mechanical servo output is summed with any manual or auto- pilot rudder commands. Maximum rudder authority is 3 degrees left or right for each yaw damper. The outputs of the left and right sys- tems are mechanically summed for a total deflection of 6 degrees with both systems active. The yaw dampers are independently tested using a yaw damper test switch located on the test panel. Testing the yaw damper causes the rudder to move 3 degrees. Yaw Damper System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 163 Autoflight Autoflight Autoflight Autoflight Autoflight Stabilizer Trim System Aircraft longitudinal trim control is maintained by the stabilizer trim system. The horizontal stabilizer is a movable airfoil that is normally controlled by the SAM. As the airplane center of gravity changes during flight, the angle of attack of the stabilizer is varied to control airplane longitudinal attitude. Airplane pitch axis trim is main- tained during flight by several trim modes. In the alternate electric manual trim and manual electric trim modes the flight crew controls trim. In the speed trim mode the stabi- lizer is automatically trimmed at lower airspeeds when flaps are not retracted. In the Mach trim mode the stabi- lizer is automatically trimmed as Mach increases when the flaps are retracted. Mach input is received from the air data computer. In the auto trim mode the stabilizer is trimmed by commands from the engaged FCC. Stabilizer position indicators on the aisle stand provide visual trim indications to the flight crew. Automatic stabilizer trim, Mach trim, speed trim, and manual trim modes all use common system components. The electric alternate manual trim is sent directly to the stabilizer trim control modules. All other trim commands are sent through the SAM. Hydraulic power is used to move the stabilizer, and cutout switches allow system shutdown in the event of uncommanded stabilizer motion. Stabilizer Trim System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 164 Autoflight Autoflight Autoflight Autoflight Autoflight Maintenance monitor System The maintenance monitor system combines flight fault storage and ground test functions for the AFDS and thrust management systems. The system also provides flight fault storage for the FMC. One maintenance control and display panel (MCDP) is installed. It is connected to the FCCs, TMCs, and FMCs. Flight fault data can be displayed for all six computers. The MCDP is also used to perform ground testing of the FCCs and TMC. Avionics systems that interface with these comput- ers are also checked during inter- face tests. The MCDP is normally off. It turns on automatically at the end of a flight, and all the connected com- puters transmit messages detailing any failures that occurred during the flight. The MCDP automatically shuts down after all flight fault information has been stored or 3 minutes have elapsed. Mainte- nance personnel can use the MCDP to review flight faults and also to perform ground tests for fault isolation or system verifica- tion. The MCDP can be operated from the main equipment center using front panel controls. Wiring provi- sions are installed to connect a remote control panel in the flight deck to the MCDP for control, with all messages displayed on the EICAS lower display. Maintenance monitor System EAT doc 51 Issue 1 Revision 00 date 01/06 Page 165 Glossar Glossar Glossar Glossar Glossary yy yy A ABSV alternate brake selector valve ac alternating current ACARS ARINC communications addressing and reporting system ACC active clearance control ACE air cargo equipment ACM air cycle machine ACMP alternating current motor ADC air data computer ADF automatic direction finder ADI attitude direction indicator AFCS autoflight control system AFDS autopilot flight director system AIV accumulator isolation valve APU auxiliary power unit ARINC Aeronautical Radio, Inc. ASAS airborne separation assurance system ASP audio selector panel ATC air traffic control AVM airborne vibration monitor B BITE built-in test equipment BL buttock line BMV brake metering valve BPCU bus power control unit BTB bus tie breaker BVCU bleed valve control unit C C center CAA Civil Aviation Authority (UK) CDU control display unit CRT cathode ray tube CSEU control system electronic D DABS discrete addressable beacon system DADC digital air data computer dB decibel DC direct current deg degree DFDAU digital flight data DFDR digital flight data recorder DFDRS digital flight data recorder system DH decision height DME distance measuring ring DSP display select panel E EADI electronic attitude director ECU electronic control unit EDP engine-driven pump E/E electrical/electronic EEC electronic engine control EFIS electronic flight instrument system EGT exhaust gas temperature EHSI electronic horizontal situation indicator EHSV electrohydraulic servo valve EICAS engine indication and crew alerting system EPCS electronic propulsion control system EPR engine pressure ratio ESDS electrostatic discharge sensitive ETOPS extended-range twin operations F FAA Federal Aviation Administration FADEC full-authority digital electronic control FAR Federal Aviation Regulation FCC flight control computer FFG fuel flow governor FIS flight instrument system FMC flight management computer FMCS flight management computer system FMS flight management system FQIS fuel quantity indicating system FSEU flap/slat electronic unit ft foot Fwd forward G gal gallon GCB generator circuit breaker GCR generator control relay GCU generator control unit GMT Greenwich mean time GPWC ground proximity warning computer GPWS ground proximity warning system H HF high Frequency HMG hydraulic motor generator HOT high oil temperature HP high pressure HPC high pressure controller HPT high pressure turbine h hour HSI horizontal situation indicator Hz hertz I IDG integrated drive generator IDU interactive display unit IGV inlet guide vane IGVA inlet guide vane actuator ILS instrument landing system in inch inbd inboard IP intermediate pressure IRMP inertial reference mode panel IRS inertial reference system IRU inertial reference unit K keas knots equivalent airspeed kHz kilohertz kt, kn knot kVA kilovoltampere L L left, liter lb pound LCD liquid crystal display LCIT load compressor inlet temperature LE leading edge LED light-emitting diode LOP low oil pressure LP low pressure LPT low-pressure turbine LRU line-replaceable unit LVDT linear variable differential EAT doc 51 Issue 1 Revision 00 date 01/06 Page 166 Glossar Glossar Glossar Glossar Glossary yy yy M MCDP maintenance control and MCDU multipurpose control MCP mode control panel MEC main equipment center MES main engine start mHz megahertz min minute mph miles per hour MU management unit N N 1 , N 2 , N 3 rotor assembly number NM, nmi nautical mile NVM nonvolatile memory O OOOI out of the gate, of the ground operations, on the ground, into the gate Outbd outboard P P&W Pratt & Whitney PA passenger address PCA power control actuator PCU passenger control unit, power control unit PDIU propulsion discrete interface unit PDU power drive unit PMA permanent magnet alternator PRSOV power regulating and shut-off valve PSEU proximity switch electronic unit psi pounds per square inch psig pounds per square inch gauge PSM power supply module PSU passenger service unit PSUD passenger service unit display PTT push to talk PTU power transfer unit R R right RA resolution advisory RAT ram air turbine RBS radar beacon system RCM ratio changer module RDMI radio distance magnetic indica tor RF radio frequency rpm revolutions per minute R-R Rolls-Royce RVDT rotary variable differential S SAM stabilizer trim and elevator assymetry module SCM spoiler control module SEB seat electronics box sec second SEI standby engine indicator SELCAL selective calling SG symbol generator SIL speech interference level SPM stabilizer position module STA station STCM stabilizer trim control module SWC stall warning computer T TA traffic advisory TAI thermal anti-ice TAT total air temperature TCAS traffic alert and collision TLA thrust lever angle TMC thrust management TRU transformer/rectifier unit typ typical V V volt VHF very high frequency VOR VHF omnidirectional VSI vertical situation indicator VSV variable stator vane W W waft WBL wing buttock line WEU warning electronic unit WL water line WS wing station WXR weather radar Y YDM yaw damper module EAT doc 51 Issue 1 Revision 00 date 01/06 Page 167