BOEING 757 TECHNICAL MANUAL

BOEING 757 BOEING 757
BOEING 757 BOEING 757 BOEING 757

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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
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Revision 00 date 01/06
Page 3
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.
includes the mid fuselage, emer-
gency exits (overwing exit model),
pressure deck, and main gear
bulkhead.
contains the emergency exits (four
door model), aft cargo compart-
ment, and aft entry doors.
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.
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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
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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
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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
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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
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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
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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
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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
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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
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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
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Lighting Control Panel
Captains and First Officers Panel
Glearshield Panel
Main Panel Center
Main Instrument Panel
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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:
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Control Stand
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Right Side Panel
Basic
Optional
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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
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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
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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
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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
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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
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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
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
Page 23
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
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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
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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.
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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
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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.
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
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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
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APU Systems and Components
APU Installation
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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
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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
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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
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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
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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
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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
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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
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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.
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
Page 49
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
Page 50
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
Page 51
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
Page 52
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
Page 53
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
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).
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
Page 55
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
Page 56
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
Page 57
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
Page 58
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
Page 59
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
Page 60
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.
EAT doc 51 Issue 1
Page 61
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
Page 62
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
Page 63
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
Page 64
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
Page 65
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
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.
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
Page 67
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
Page 68
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
Page 69
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
Page 70
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
Page 71
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
Page 72
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
Page 73
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
Page 74
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
Page 75
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
Page 76
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
Page 77
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
Page 78
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.
EAT doc 51 Issue 1
Page 79
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
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.
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
Page 81
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
Page 82
Pneumatic Systems
EAT doc 51 Issue 1
Page 83
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
Page 84
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.
EAT doc 51 Issue 1
Page 85
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
Page 86
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
Page 87
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
Page 88
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
Page 89
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
Page 90
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
Page 91
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
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.
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
Page 93
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
system (EICAS) display.
Engine Cowl Anti-ice Protection
EAT doc 51 Issue 1
Page 94
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
Page 95
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
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.
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
Extinguishing
Wheelwell Fire and Duct Leak
Detection
Freighter Fire Detection
EAT doc 51 Issue 1
Page 97
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
Page 98
Engine Fire and Overheat
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.
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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.
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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.
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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
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.
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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
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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
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
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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.
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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
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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.
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
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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
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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
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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
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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
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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
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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
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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
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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
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
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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
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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
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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
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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
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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
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Typical Emergency Equipment Locations
Emergency Escape System, Overwing Exit Arrangement
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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.
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
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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
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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.
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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
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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.
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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.
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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.
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
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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.
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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
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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.
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.
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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
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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.
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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.
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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)
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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
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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.
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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
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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.
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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
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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
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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.
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
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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.
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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)
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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
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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.
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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.
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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).
EAT doc 51 Issue 1
Page 148
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
Page 149
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
Page 150
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.
EAT doc 51 Issue 1
Page 151
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
Page 152
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
Page 153
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.
EAT doc 51 Issue 1
Page 154
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.
EAT doc 51 Issue 1
Page 155
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.
EAT doc 51 Issue 1
Page 156
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.
EAT doc 51 Issue 1
Page 157
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
Page 158
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
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.
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
Maintenance Monitor System
EAT doc 51 Issue 1
Page 160
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.
EAT doc 51 Issue 1
Page 161
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.
EAT doc 51 Issue 1
Page 162
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
Page 163
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.
EAT doc 51 Issue 1
Page 164
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
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
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
Page 167

BOEING 757 TECHNICAL MANUAL

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