Red Triangle Productions LLC proudly provides one of the most unique methods for pilots to PREPARE for

the FAA Oral Examination and to REVIEW for any future check ride or simulator session.

This DEMO has B737, B757 and B767 data. It contains about 5% of a FULL Visual Oral. The actual Visual Oral Switch-Light Guides have photographs (retrofittin interspersed throughout the information to assist with study and trainin

These Excel files ( 1999, 2000, 2001 Red Triangle Productions) are interactive with your cursor. Within every file are DOZENS of sheets presenting cockpit panels, systems schematics, and so much On every sheet are numerous RED TRIANGLES strategically placed near every switch, light, lever, etc As your MOUSE cursor moves near a RED TRIANGLE, a dialog box will automatically appear w contain all the information you need to know about that particular item. CLICK on the Sheet Names along the bottom of this screen to see more. Use the four arrows in the lower left corner to move among the Sheets. They look like this:

Many of the Guides are already hyper linked which permits finding data in one to two clicks of the mou Thank you for your time and consideration. Todd Edwards, owner; Red Triangle Productions LLC redtriangle@home.com

To get the FULL Version of the Airbus Visual Oral Switch / Light Guide, click here.

ographs (retrofitting) study and training.

ve with your cursor. chematics, and so much more. ery switch, light, lever, etc. automatically appear which will

ee more.

to two clicks of the mouse.

k here.

VARIATION ONE
COMPASS SYSTEM DATA FLT CONTROL
A STBY RUD B STBY RUD OFF B ON
LOW QUANTITY LOW PRESSURE

COMPASS DG

SLAVED

SET HDG

FLIGHT CONTROL Hydraulics General Data Speed / Air Brakes ! T.O. Warning ! LE Devices ! FLT CTRL SW ! ALT Flaps Sw ! YOKE JAMS ! TRIMMING

STANDBY

OFF A ON

ALTERNATE FLAPS
UP OFF OFF DOWN

LOW PRESSURE

LOW PRESSURE

SPOILER
A B ARM

OFF ON

OFF ON

FEEL DIFF PRESS

YAW DAMPER
YAW DAMPER

MACH TRIM !
MACH TRIM FAIL

OFF ON TEST CAPT ON

THIRD VHF CONTROL

VHF COMM

118.00

TFR COMM

118.00

TEST

TEST ACARS VOICE OPTION ACARS

VOICE AUTO

FUEL CONTROL PANEL

!
FUEL VALVE CLOSED -20 FILTER ICING VALVE OPEN 0 FUEL TEMP FUEL VALVE CLOSED +20 FILTER ICING VALVE OPEN

-40

+40

1 HEAT
OFF ON

2 HEAT
VALVE OPEN

! CROSS

OFF

FEED

ON

LOW PRESSURE

LOW PRESSURE

FUEL PUMPS L
OFF ON

! ! ! R

CTR
LOW PRESSURE LOW PRESSURE

LOW PRESSURE

LOW PRESSURE

AFT
OFF ON

FWD FUEL PUMPS

FWD
OFF ON

AFT

VARIATION ONE

VARIATION TWO
FLT CONTROL
A STBY RUD B
LOW QUANTITY LOW PRESSURE

STANDBY

STBY RUD OFF B ON

OFF A ON

ALTERNATE FLAPS
UP OFF OFF DOWN

LOW PRESSURE

LOW PRESSURE

SPOILER
A B ARM

OFF ON

OFF ON

FEEL DIFF PRESS

YAW DAMPER
YAW DAMPER

MACH TRIM
MACH TRIM FAIL

OFF ON

TEST

NORMAL

AUX VERTICAL GYRO

CAPT ON AUX

F/O ON AUX

INOP

SEL - CAL

! Trivia
FUEL VALVE CLOSED -20 FILTER ICING VALVE OPEN 0 FUEL TEMP FUEL VALVE CLOSED +20 FILTER ICING VALVE OPEN

-40

+40

1 HEAT
OFF ON

2 HEAT
VALVE OPEN

! FEED

OFF ON

CROSS

LOW PRESSURE

LOW PRESSURE

#2 GEN BUS

POWER SOURC

FUEL PUMPS L
OFF ON

FUEL PUM R #1 TRANSFER BUS L

CTR
LOW PRESSURE LOW PRESSURE

LOW PRESSURE

LOW PRESSURE

LOW PRESSURE

LOW PRESSURE

AFT
OFF ON

FWD FUEL PUMPS

FWD
OFF ON

AFT

AFT
OFF ON

FWD

VARIATION TWO

POWER SOURCES FUEL PUMPS

OFF ON

#1 GEN BUS

#2 TRANSFER BUS

CTR
LOW PRESSURE LOW PRESSURE

FWD FUEL PUMPS

OFF ON

AFT

 1999, 2000, 2001 RED TRIANGLE PRODUCTIONS LLC

ODUCTIONS LLC

B
ENTRY DOORS

EMER DOORS

CARGO DOORS

ACCESS DOORS

IRS MODE SEL

CAPT PITOT L AUX PITOT

F O PITOT

L AOA

R AOA

N
DSPL
PPOS
TK/GS
BRT

W
SEL
WIND
HDG

R AUX PITOT

TAT

!
MACH SPD TRIM

N 2 H 5 S 8

STAB TRIM
UNSCHED STAB TRIM

SPOILERS

AUTO SPDBRK

W 4

E 6

RUDDER RATIO

ANTISKID

SYS
C L

DSPL

!
CLR

ENT

HF
L

C ALIGN ON DC DC FAIL FAULT

NAV ATT

R ALIGN
ON DC DC FAIL FAULT

IRS Data

ALIGN
ON DC DC FAIL FAULT ALIGN OFF

24.500
USB
AM

RF SENS

! !

OFF

NAV ATT

ALIGN OFF

ALIGN OFF

NAV ATT

YAW DAMPER
L R

ANTISKID

ON INOP

ON INOP

ON OFF

EEC Data ELC Data TMC Data

ELEC
L E F T
ON INOP

ENGINE

CONTROL
ON

BAT
R I G H T
D I S C H

STBY POWER

!
AUTO

INOP

ON
OFF

OFF

BAT

O F F

MAY NOT BE ON ALL AIRCRAFT

SYS PRESS

SYS PRESS

SYS PRESS

!
O F F AUTO ISLN

APU GEN EXT PWR ON

AVAIL

ON

!
AUTO ISLN

! ! !

RSVR

RSVR

RSVR

!
L C

!
R
PUMPS
1 - ELEC - 2

!
L BUS ENG ON ON PRESS
OVHT BUS OFF

UTILITY BUS
L R

HYD
ENG ON PRESS OVHT
ELEC

R BUS
BUS OFF

ON

ON OFF

ON PRESS OVHT

OFF

PRESS OVHT

L GEN CONT

GEN DRIVE DISC

R GEN CONT

!
ON

ELEC ON PRESS

O F F

ON

DRIVE

DRIVE

O F F

ON

PRESS
OVHT

APU

RAT Data PTU Data

OVHT

RUN OFF

ON
START

FAULT

TEST

ERASE

m
HEADSET
600 OHMS

COCKPIT VOICE RECORDER PANEL / FLOOD

GLARESHIELD

LT OVRD
ON

AISLE STAND

!
OFF
OFF

TAXI
OFF OFF

RUNWAY
L OFF

TURNOFF
R

DIM
ON BRIGHT ON

Cell: B1 Comment: SCROLL BOTTOM Cell: R3 Comment: ENTRY DOORS Light: Illuminated -- An Entry Door is NOT Closed and Locked. EICAS messages specify which door(s) are Not Closed and Locked.

Cell: U3 Comment: EMER DOORS Light: Illuminated -- An Emergency Exit Door is NOT Closed and Locked:

DIFFERENCES: 767; 1. Overwing Escape Hatch or 2. Overwing Slide Compartment EICAS messages specify which door(s) are Not Closed and Locked.

Cell: X3 Comment: CARGO DOORS Light: Illuminated -- A Forward or Aft Cargo Door is NOT Closed and Locked:

DIFFERENCES: 767; Forward, Aft or Bulk Cargo Door EICAS messages specify which door(s) are Not Closed and Locked.

Cell: AA3 Comment: ACCESS DOORS Light: Illuminated -- NOT CLOSED and LOCKED: Forward Equipment Bay Access Door or E & E Compartment Access Door is EICAS messages specify which door(s) are Not Closed and Locked.

Cell: AB4 Comment: TEST QUESTION: Illumination of the ACCESS DOORS Light indicates which Door is NOT Closed & Locked? ANS: Either; 1) FWD ACCESS DOOR 2) E&E ACCESS DOOR

Cell: R6 Comment: PROBE HEAT Lights: Illuminated -- Probe is NOT heated (on Ground) -- neither engine is running.

Cell: U6 Comment: PROBE HEAT Lights: Illuminated -- Probe is NOT heated (on Ground) -- neither engine is running.

Cell: X6 Comment: PROBE HEAT Lights: Illuminated -- Probe is NOT heated (on Ground) -- neither engine is running.

Cell: AA6 Comment: PROBE HEAT Lights: Illuminated -- Probe is NOT heated (on Ground) -- neither engine is running.

Cell: R8 Comment: PROBE HEAT Lights: Illuminated -- Probe is NOT heated (on Ground) -- neither engine is running.

Cell: U8 Comment: PROBE HEAT Lights: Illuminated -- Probe is NOT heated

(on Ground) -- neither engine is running.

Cell: X8 Comment: PROBE HEAT Lights: Illuminated -- Probe is NOT heated (on Ground) -- neither engine is running. A Total Air Temperature appears on EICAS above the EPR Display and is supplied by a Thrust Management or Air Data Computer. The TAT Indication is comprised of Outside Air Temperature (OAT) plus the Ram rise. TAT Indication will approximate the OAT on the ground.

DIFFERENCES: 757 TAT Probe is on exterior Right side. 767 TAT Probe is on exterior Left side.

Cell: N9 Comment: IRS DISPLAY: Displays: 1. Track 2. Ground Speed 3. Present Position 4. Wind 5. Heading

Cell: AD9 Comment: TEST QUESTION: When are the electrically heated Probes powered? ANS: When an Engine is running.

Cell: F11 Comment: IRS DISPLAY SELECTOR: Selects the data to be displayed when the Keyboard is NOT in control. TK/GS -- True Track and Ground Speed PPOS -- Present Position WIND -- Present True Wind in-flight HDG -- Present True Heading BRT -- Brightness Control

Cell: M11 Comment: IRS KEYPAD: N or S -- allows Keyboard to control display and key attitude into Display. E or W -- allows Keyboard to control display and key longitude into Display. H -- allows Keyboard to control display and key heading into Display. ENT -- Enters data that was keyed into the Display into the Inertial System. Restores Display Selector's control of Display. CLR -- Clears the data keyed into the Display. Restores Display Selector's control of display.

Cell: R11 Comment: STAB TRIM Light: Illuminated -- Stabilizer is trimming at HALF RATE as that signaled by the Electric Trim Switches (YOKE). When one of the two Stabilizer Brakes fails to release during trimming, the Stab trims at ONE HALF the normal rate. If the malfunction is unique to the Electric Trim Control, full trim rate is available by using the Trim Levers. If both Stabilizer Brakes remain engaged, no Stabilizer Trim is available.

Cell: U11 Comment: SPOILERS Light: Illuminated -- One or more Spoiler System FAULTS have been detected.

Cell: X11 Comment: AUTO SPEEDBRAKE Light:

Illuminated -- If Speedbrake Lever is ARMED or DOWN, then Speedbrakes will NOT extend automatically after landing. -- If Speedbrake Lever is ARMED, Speedbrakes may EXTEND in flight if additional FAULTS occur. The Speedbrake Lever should be returned to the DOWN position. They can always be operated manually.

Cell: AA11 Comment: MACH/SPD TRIM Light: Illuminated -- system has FAILED. NOTE: There are differences here. The 767 has a PES system.

Cell: R13 Comment: UNSCHEDULED STAB TRIM Light: Illuminated -- Uncommanded Stabilizer movement. 1. Manual Trim Levers were used while the Autopilot was engaged. 2. Stabilizer moving opposite to signal by: A) Autopilot Elevator input B) Mach/Speed Trim System 2. Alternate Electric Stab Trim Switches were used while the Autopilot was engaged.

Cell: U13 Comment: RUDDER RATIO Light: Illuminated -- Rudder Ratio System has FAILED. Indicates that control inputs to the Rudder are not being correctly modified. Pilot inputs to the Rudder may be increased or decreased in sensitivity. Rudder structural protection is provided by automatic DEPRESSURIZATION of the LEFT Hydraulic System Rudder Actuator which limits Rudder displacement at high air speeds. At low airspeeds the two remaining Rudder actuators provide sufficient control for full rudder displacement. If the Left Hydraulic System is providing normal pressure to the Ratio Changer, a FAULT may result in limited displacement of the Rudder at all airspeeds. This requires that Crosswind and Autoland limitations be observed.

Cell: X13 Comment: ANTISKID Light: Illuminated -- Anti-skid FAULT detected in the Active Brake System (whether the Normal or the Alternate Brake System). Anti-skid protection is provided for BOTH Normal and Alternate Brakes by the same Anti-skid Controller. The Anti-skid Switch controls power to the Anti-skid Controller. Eight Wheel Speed Transducers provide input to the Controller. NORMAL Brakes: Pushing a Brake Pedal opens the respective Brake Metering Valve. Pressure passes through the Anti-skid Valves for each Wheel. ALTERNATE Brakes: The Anti-skid Controller regulates the pressure through each Alternate Anti-skid Valve to a set of laterally paired wheels. When a skid is sensed the signal is sent to reduce the pressure -- pressure is reduced to two wheels. In addition, protection also covers locked wheel, touchdown, and hydroplane situations.

Cell: AD13 Comment: TEST QUESTION: A RUDDER RATIO Light illuminates and a RUDDER RATIO Advisory message appears on the EICAS to indicate control inputs to the Rudder are NOT being correctly modified. How is Rudder Structural Protection provided in this situation?

ANS: Automatic DEPRESSURIZATION of the LEFT Hyd System Rudder Actuator.

Cell: F16 Comment: IRS SYS DSPL SELECTOR: Selects the system to display when the keyboard is NOT in control.

Cell: AD16 Comment: TEST QUESTION: During initial IRS Alignment, what is the preferred position that should be entered? ANS: The most accurate Lat/Long position available.

Cell: P19 Comment: DANGER: DO NOT TRANSMIT ON HF RADIOS WHILE THE AIRCRAFT IS BEING FUELED.

Cell: X19 Comment: FREQUENCY INDICATOR: Indicates the selected frequency.

Cell: AA19 Comment: RF SENSITIVITY CONTROL: ROTATE -- Varies the Receiver Input Signal level.

Cell: L20 Comment: IRS ALIGN Light: Illuminated (steady) -- IRS is operating normally in: 1. Align Mode 2. Initial Attitude Mode Selection 3. Powering down Illuminated (flashing) -- IRS error detected during alignment due to: A. Aircraft movement B. Position entry error C. Position more than 1 Degree (one degree) from present location. Extinguished -- IRS NOT in Align Mode NOTE: The Alignment must be complete BEFORE the RDMI, ADI HSI, and VSI checks, and TCAS Test.

Cell: AD20 Comment: TEST QUESTION: What three conditions make the ALIGN Lights flash during the alignment? ANS: 1) Airplane movement during alignment 2) Position entry error 3) No position entered during the 10 min alignment phase

Cell: A21 Comment: INERTIAL REFERENCE SYSTEM: Three IRSs are installed. The aircraft should NOT be moved during Alignment -- otherwise the Alignment will have to be repeated. Normally the IRSs operate on AC power from the Left and Right Electrical Systems. The Main Battery is used as an alternate source. Emergency Checklist may instruct APU Start. The System can operate on AC or DC power. NOTE: IRS DC power will NOT be removed if the electrical System is isolated when 3 Autopilots are Armed for Approach. DIFFERENCES: 757: If power is lost on Left AC and Left DC: then the LEFT and CENTER IRS last for 5 minutes. After 5 minutes only the RIGHT IRS is available. 767: If power is lost on the Right AC, then the RIGHT IRS continues for 5 minutes on DC power. After 5 minutes the LEFT and CENTER IRS remain powered. [ ETOPS ]

Cell: L21 Comment: IRS ON DC Light:

Illuminated -- IRS operating on aircraft DC power. Also illuminates during initial alignment power test for a few seconds. If on the ground and AC power fails then Horn sounds in Nose Wheel Well.

Cell: AD21 Comment: TEST QUESTION: When in the ALTITUDE Mode of the IRS, what must be done to obtain accurate magnetic heading information? ANS: The IRS Mode Selector must be cycled through the OFF position to reenter ALIGN Mode or NAV Mode.

Cell: L22 Comment: IRS DC FAIL Light: Illuminated -- IRS is using only AC power. System prefers AC power. IRS DC power Voltage level is below normal.

Cell: S22 Comment: MODE SELECTORS: OFF -- Power removed from the Unit. USB -- Receives Single-side Band Signals. AM -- Receives double-sideband, AM signals.

Cell: L23 Comment: IRS FAULT Light: Illuminated -- System has detected a FAULT requiring Maintenance.

Cell: Z24 Comment: FREQUENCY SELECTORS: Selects the HF frequency and displays it in the Indicator.

Cell: M25 Comment: IRS MODE SELECTOR: PULL OUT to move from NAV positions. OFF -- Alignment lost. -- ALIGN illuminates for 30 seconds as system goes through shutdown. NOTE: Re-alignment requires 10 minutes ground stop (parked) and Present Position (Lat-Long). ALIGN -- Begins alignment when parked. -- Begins quick alignment when system is in NAV Mode. NAV -- Permits system to enter NAV Mode after completing an alignment. -- Begins 10 minute alignment is selected from OFF. ATT -- Begins Attitude Mode operation. Present Position and True Heading lost until system is realigned on ground. Switch must be cycled through OFF position to re-enter align or NAV Mode. Magnetic Heading is required to initialize heading output.

Cell: H31 Comment: YAW DAMPER Switch: ON -- Yaw Damper signaled ON YAW DAMPER INOP Light: Illuminated -1. Yaw Damper Switch OFF (The display message always appears when the Switch is OFF). or 2. Yaw Damper is inoperative. NOTE: When the Yaw Damper System is electrically powered a SELF TEST occurs. the entire Yaw Damper may be TESTED on the ground with the YAW DMPR Test Switch. This Test requires one aligned IRS and hydraulic power. Momentary moving the Test Switch to L or R begins the 10 second Test. During the Test all IRS panel lights illuminate, YAW DAMPER INOP Lights and EICAS messages appear. The INOP Light for the Yaw Damper being tested remains illuminated after the test if a FAULT is detected. Anytime a FAULT is detected the INOP Light and EICAS message appear and hydraulic power to that system is automatically removed. Pushing the Yaw damper Switch OFF is a redundant means of removing the hydraulic power to it.

Failure of a single Yaw Damper results in reducing the Total Yaw Damper Authority by ONE HALF.

Cell: M31 Comment: ANTISKID Light: ON -- Anti-skid is signaled ON OFF -- Anti-skid Switch is OFF NOTE: on some aircraft only

Cell: A35 (DIFFERENCE: ELC -- Overspeed Protection) Comment: Electronic Engine Control (EEC): OVERBOOST PROTECTION Each engine has a Hydromechanical Engine Fuel Control unit with an Electronic Engine Control (EEC) unit. The engine may be operated conventionally without the EEC. Each EEC has its own dedicated generator. Depending upon what engine the airline has installed on the aircraft, [e.g..; General Electric use N1, Rolls Royce's use EPR, etc.], EICAS EPR or N1 displays are created by the EEC or the Thrust Management Computer (TMC). Turning off the EEC does NOT disable the parameter display. The EEC continuously computes the maximum limits for thrust. During normal operation the EEC computes the Maximum Thrust as a percentage of Thrust Lever position so that Full Forward Thrust Lever Position will equate to Maximum Thrust. This prevents possible overboosting. It provides a trim input to the Hydromechanical Fuel Controller (by a trim motor) to operate the engine at the EEC computed thrust level. NOTE: Thrust Lever(s) should be retarded to a mid position before turning OFF the EEC(s). It is recommended that the EEC be turned OFF at or near IDLE since a rapid decrease in engine RPM may occur at higher power settings. Immediate replacement of the Thrust Lever to restore power is acceptable. When a failure occurs, the EEC Trim Motor will hold the last computed Trim Level until the Unit is turned OFF. NOTE: When the EEC is OFF and the Thrust Levers are moved full forward you will get the following EICAS CAUTION: L or R EEC OFF

Cell: A36 ( DIFFERENCE: EEC --Overboost Protection) Comment: Electronic Limiter Control (ELC): OVERSPEED PROTECTION Each engine has a Hydromechanical Engine Fuel Control unit with an Electronic Limiter Control (ELC) unit. The engine may be operated conventionally without the ELC. Each ELC has its own dedicated generator. The ELC continuously computes the maximum limits for N1 RPM overspeed protection. It provides a Trim Input to the Hydromechanical Fuel Controller (by a Trim Motor). NOTE: Thrust Lever(s) should be retarded to a mid position before turning OFF the ELC(s). When a failure occurs, the EEC Trim Motor will hold the last computed Trim Level until the Unit is turned OFF. DIFFERENCE: 767 does not have ELC.

Cell: C36 Comment: ELECTRONIC ENGINE CONTROL (EEC): The Thrust System consists of a Hydromechanical Engine Fuel Control (HFC) with an Electronic Engine Control (EEC) Unit on each engine. The engines can be operated without the EEC function. Each EEC has its own dedicated generator. EICAS displays are generated by the EEC or Thrust Management Computer (TMC). Turning off the EEC does NOT disable the display. EEC continuously computes the Maximum Thrust Limits (MTL). These are displayed as the Amber Radial on the display. If the EEC is turned off the TMC computes these values. If the TMC fails the values are blank. The EEC provides a Trim Input to its HFC to command the engine to produce the computed thrust level. The EEC computes this EPR as a percentage of its MTL. The percentage is varied with Thrust Lever Position, so that 100% equals Full Throttle. During low power operations the HFC governs engine performance. During accelerations the transition to EEC control is unnoticeable. CAUTION: The appropriate thrust Lever should be retarded to a mid position before turning the EEC to OFF to prevent engine overboost.

Cell: L36 Comment: ELECTRONIC ENGINE CONTROL (EEC) Switches (alternate action, guarded): ON (in view) -- Electronic Engine Control trims fuel flow for limiting EPR RPM when engine is accelerating at or near any Thrust Mode Limit. OFF (blank) -- Hydromechanical Fuel Control is scheduling the fuel flow.

EEC INOP Light: Illuminated -- Either: 1. EEC is inoperative 2. EEC is selected OFF INHIBITED with Switch ON and the engine is shutdown. NOTE: When a failure is detected the EEC will hold the current Trim Level until the Unit is turned OFF. When the EEC is turned OFF and the Thrust Levers are moved to Full Forward, a L or R EEC OFF Caution Message is displayed.

Cell: P36 Comment: BATTERY DISCHARGE Light: Illuminated -- Battery is discharging.

Cell: T36 Comment: BATTERY Switch: (alternate action, guarded) ON -- HOT BATTERY BUS provides backup power to 1. BATTERY BUS 2. STANDBY BUSES OFF -- (blank) BATTERY BUS is DISCONNECTED from the HOT BATTERY BUS. BATTERY SWITCH OFF Light: Illuminated -- Battery Switch is OFF

Cell: Y36 Comment: STANDBY POWER SELECTOR: BAT -- Battery powers Standby Busses if the BAT Switch is ON AUTO -- MAIN AC BUS and MAIN DC BUS power the Standby Buses. -- With the BAT Switch ON this provides for the Battery as a backup power source. PUSH In to move the Selector from Auto to OFF -Standby Buses are DISCONNECTED from all power sources.

Cell: AD36 Comment: TEST QUESTION: What does the Standby Power Bus OFF Light indicate? ANS: Either is NOT powered; -- Standby AC Bus -- Standby DC Bus

Cell: A37 Comment: Thrust Management Computer: The TMC computes a reference EPR based upon existing pressure altitude and ambient temperature. The Air Data Computer provides the inputs. Various modes can be selected on the Thrust Mode Select Panel. The TMC calculates the reference EPR for the "assumed temperature reduced thrust takeoff." It is displayed above the Thrust Reference Mode. Assumed Temperature Takeoff Thrust is limited to a 25% reduction from Maximum Takeoff Thrust or Selected Climb Thrust, whichever is the greater thrust value. There are two levels of: A) Reduced Takeoff Thrust, (some aircraft): TO 1 = 88% thrust // TO 2 = 80% thrust (see below) B) Reduced Climb Thrust, CLB 1 = 94% thrust // CLB 2 = 88% thrust (reduce 6% and then another 6%) C) Idle RPMs: 1. Minimum Idle for all ground operations 2. Approach Idle for faster acceleration for Go Around or Reverse Thrust (5 sec delay): -- Gear is DOWN or -- Flap = 25 or 30 NOTE: Some airlines may prohibit the use of TO 1 or TO 2.

Cell: AA37 Comment: STANDBY POWER BUS OFF Light: Illuminated -- NOT powered: 1. Standby AC BUS OR 2. Standby DC BUS

Cell: M38 Comment: TEST QUESTION: When turning OFF an EEC, what is the precaution to observe to prevent an overboost of the Engine? ANS: Retard the Thrust Lever to mid-position.

Cell: M42 Comment: L/C/R SYSTEM LOW PRESSURE LIGHT: Illuminated -- Hydraulic System Pressure is LOW.

Cell: P42 Comment: ELECTRICAL SCHEMATIC Cell: AD42 Comment: TEST QUESTION: What does the External Power AVAIL Light signify? ANS: External Power is connected AND meets quality standards.

Cell: U43 Comment: APU GEN CONTROL Switch (alternate action): ON -- (bar in view) 1. APU Generator Field CLOSED 2. APU Generator Breaker ARMED to Close automatically OFF -- (blank) 1. APU Generator Field is OPEN 2. Fault Trip Circuit -- RESET APU GEN OFF Light: Illuminated -1. FAULT -- APU Generator Breaker is OPEN with APU running 2. APU Generator Control Switch is OFF

Cell: X43 Comment: EXTERNAL POWER Switch (momentary action): PUSH -- If the AVAIL Light is ON, then this Switch will: OPEN or CLOSE the External Power Contactor ON -- External power Contactor is CLOSED EXTERNAL POWER AVAIL Light: Illuminated -- External Power is plugged in and of acceptable quality.

Cell: Z43 Comment: LOAD SHEDDING: A) Engine Starting Load Shedding: FIRST Engine -- Both Utilities Buses lost SECOND Engine -- associated Utility lost FIX: stop the Engine Start process B) Overload Load Shed: Associated Utility Bus lost FIX-- correct the overload condition C) Single Power Source Load Shedding: Both Utility Buses dropped off-line FIX: get a second power source (APU?) What might cause an unintentional single power source load shed? At the gate, only APU supplying power; someone pushes up a Throttle: the Electrical System thinks take-off is intended, sees only one power source and so it load sheds.

Cell: AD43 Comment: LOAD SHEDDING: The THREE conditions for Load Shedding are: 1. Generator Loss G 2. Overload O 3. Engine Start ES Suggested acronym " GOES "

TEST QUESTIONS: In-flight, how can a Generator Loss Load Shed be RESET? ANS: Only by establishing a second Generator.

What power sources can power the Ground Handling Bus when on the ground? ANS: APU or External Power

If a Flight Attendant reports there is NO Galley power, yet the UTILITY BUS OFF Lights are NOT illuminated, what is the probable cause and solution? ANS: The Galley Buses have TRIPPED. Recycle the Utility Buses (push OFF, then ON)

Cell: M44 Comment: L/C/R RESERVOIR Light: Illuminated -- EITHER: 1. Reservoir Quantity is LOW 2. Reservoir Air Pressure is LOW (Pressurized by Bleed Air System) The Left Reservoir has a Stand Pipe to provide fluid for the Power Transfer Unit (PTU) in the event of a LEAK in the Left Hydraulic System. (See PTU Data below and Hydraulic System sheets). The Right Reservoir has a Stand Pipe to provide fluid for Reserve Brakes acting through the Normal Brakes.

Cell: AD44 Comment: TEST QUESTION: If either AC BUS TIE Switch is OFF, can the DC Bus Tie Breaker CLOSE if there is a loss of DC power on one of the two DC Buses? ANS: NO

Cell: AA45 Comment: AC BUS TIE Switch (alternate action): AUTO -- Arms the automatic AC and DC Bus Tie Closure System OFF -- (blank) 1. Bus Tie Breaker -- OPEN 2. DC Bus Tie Breaker -- OPEN 3. associated Flight Instrument Bus Transfer INHIBITED to alternate power source 4. Fault Trip Circuit -- RESET NOTE: Suggested acronym: FIBB 1. Reset Faults Circuits 2. No Flight Instrument Transfer 3. AC BTB -- OPEN 4. DC BTB -- OPEN AC BUS ISOLATION Light: Illuminated -- Bus Tie Breaker is LOCKED OPEN due to: 1. Switch is OFF 2. FAULT

Cell: D47 Comment: LEFT HYD SYSTEM Cell: I47 Comment: CENTER HYDRAULIC SYSTEM Cell: N47 Comment: RIGHT HYD SYSTEM Cell: W48 Comment: UTILITY BUS Switch: (alternate action) ON -- (bar in view) If no Load Shedding signal is present, then CONNECTS to Main Bus: 1. Utility Bus 2. Galley Buses

OFF -- (blank) 1. Utility Buses -- DISCONNECT 2. Galley Buses -- DISCONNECT 3. Overload Load Shed Circuits -- RESET UTILITY BUS OFF Light: Illuminated -- Utility and Galley Buses are UNPOWERED NOTE: If a Flight Attendant complains that there is NO Galley Power, yet the Utility BUS OFF Lights are NOT illuminated, then maybe the Galley Buses have Tripped -- therefore try RECYCLING the Utility Buses.

Cell: K50 Comment: CENTER ELEC PUMP Switch: ON -- Pump is ON NOTE: When only one electrical generator is operating and BOTH Electric Pump Switches are ON, the No. 2 Electric Pump operation is INHIBITED to reduce electrical loads. (Same on 767) DIFFERENCES: The 767 has a Note concerning the operation of the Hydraulic Driven Generator as well as supplementing large demand Systems with an Air Demand Pump. C ELEC PUMP LOW PRESSURE Light: Illuminated -- Center Electric Pump Pressure is LOW.

Cell: N50 Comment: L/R ENG PUMP Switch: ON -- Engine Hydraulic Pump is ON and pressurizes the system when the engine rotates. L/R ENG PUMP LOW PRESSURE Light: Illuminated -- Engine Pump Pressure is LOW.

Cell: AA50 Comment: AC BUS OFF Light: Illuminated -- Bus is UNPOWERED

Cell: K53 Comment: C ELEC PUMP OVERHEAT Light: Illuminated -- Center Electric Pump is OVERHEATED.

Cell: N53 Comment: L/R ENG PUMP OVERHEAT Light: Illuminated -- Engine Pump is OVERHEATED.

Cell: AD53 Comment: TEST QUESTION: Once an IDG has been disconnected, how can it be reconnected? ANS: Only on the ground and by Maintenance.

Cell: X54 Comment: GENERATOR DRIVE DISCONNECT Switch: (momentary action, guarded) PUSH -- Generator and Drive are DISCONNECTED from the engine. NOTE: This can only be reconnected by Maintenance. GENERATOR DRIVE Light: Illuminated -1. Generator Drive Oil Temperature is HIGH 2. Generator Drive Oil Pressure is LOW

Cell: AA54 Comment: GENERATOR CONTACTOR Switch (alternate action): ON -- (bar in view) 1. Generator Field -- CLOSED 2. Generator Breaker -- ARMED to close when acceptable power is available. OFF -- (blank) 1. Generator Breaker -- OPEN

2. Fault Trip Circuits -- RESET GENERATOR OFF Light: Illuminated -- Generator Breaker is OPEN

Cell: AD55 Comment: TEST QUESTION: What does the Generator DRIVE Light indicate? ANS: High Oil Temperature Low Oil Pressure

Cell: N56 Comment: L/R ELEC PUMP SWITCH: ON -- Electric Pump is ON. (Blank) -- EICAS: L/R HYD ELEC PUMP NOTE: On some aircraft the LEFT Electrical Pump is shed during Engine START. This occurs if the APU is supplying when the first Engine Start Selector is selected to GND. The Pump is automatically RESET and does NOT SHED during second Engine START. NOTE: Activating the Reserve Brakes Switch will signal the RIGHT Electric Pump to OPERATE regardless of the Electric Pump Switch position. The Reserve Brake Switch also controls the Shutoff Valves which allow the use of the Reserve Hydraulic Fluid and ISOLATE the Electric Pump to power the Normal Brakes. NOTE: The 767 has a Note concerning the operation of the Left Demand Pump during engine starts and one generator operation. L/R ELEC PUMP LOW PRESSURE Light: Illuminated -- Electric Pump Pressure is LOW.

Cell: F57 Comment: HYDRAULIC SCHEMATIC Cell: H57 Comment: DIFFERENCES: The 767 has a Hydraulic Driven Generator (HDG). The 757 does not. The 767 has a Pitch Enhancement System (PES). The 757 does not. The 757 has a Power Transfer Unit (PTU). The 767 does not.

Cell: J57 Comment: TEST QUESTION: When using the Extended Ground Delay Procedure, (both Engines are shut down), which Hydraulic Pump is left ON? ANS: The Right ELEC Pump.

Cell: N59 Comment: L/R ELEC PUMP OVERHEAT Light: Illuminated -- Electric Pump is OVERHEATED.

Cell: S59 Comment: APU RUN Light: Illuminated -- APU is running at operating speed.

Cell: Z59 Comment: APU SELECTOR: OFF -- APU Bleed Valve is CLOSED, if Opened After Bleed Valve is Closed the Shutdown Cycle is initiated. Shutdown occurs when the cycle is complete. -- Fault Circuit RESET ON -- APU operating position. 1. APU Fuel Valve OPEN 2. APU Door OPEN 3. APU Bleed Valve ARMED

4. Fuel Pump is Energized START -- Initiates automatic Start Sequence. This is a momentary position; Selector is spring-loaded to the ON position.

Cell: I60 Comment: RAT INFORMATION: If BOTH engines fail, the Ram Air Turbine will automatically deploy and pressurize the CENTER SYSTEM.

Cell: I61 Comment: HYDRAULIC SYSTEM INFORMATION: The 757 has a Power Transfer Unit (PTU). This is a hydraulic motor pump and it transfers hydraulic power from the RIGHT Hydraulic System to the LEFT Hydraulic System. The PTU is automatically activated when the Left Engine FAILS or the Left Hydraulic Pressure is LOW. The PTU assists the LEFT HYDRAULIC ELECTRIC PUMP to operate the 1. Landing Gear 2. Flaps / Slats 3. Nose Wheel Steering EICAS Status will display System pressure when the PTU is running. NOTE: The PTU is INHIBITED when the Right Engine is NOT operating. DIFFERENCES: There is no PTU on the 767. The 767 does have a Hydraulic Driven Generator.

Cell: J61 Comment: TEST QUESTIONS: The PTU provides Hydraulic Power to what Systems? ANS: 1. Flaps 2. Slats 3. Landing Gear 4. Nose Wheel Steering (NWS) TEST QUESTIONS: With the Left Hydraulic System inoperative, how can you tell if the PTU is providing power? ANS: L HYD PRESS indication the EICAS Status Display.

Cell: K61 Comment: TEST QUESTIONS: When is the PTU automatically activated? ANS: LEFT Engine FAILURE or LEFT Engine PUMP Pressure is LOW

Cell: S61 Comment: APU FAULT Light: Illuminated -- APU Shutdown due to 1. FAULT 2. FIRE 3. APU Fuel Valve NOT in the commanded position.

Cell: S63 Comment: TEST QUESTION: During APU Start the FAULT Light comes ON momentarily -what does this indicate? ANS: Temporary disagreement as the Fuel Valve OPENS.

Cell: AA63 Comment: Difference: 767 has a question concerning when an APU in-flight Start is required.

Cell: AB63 Comment: TEST QUESTION: What is the Duty Cycle on the APU Starter? ANS: Maximum of 3 consecutive Starts or

attempts within a 60 minute period.

Cell: R66 Comment: MICROPHONE: Detects conversation for Input into one of 4 Voice Recorder Channels.

Cell: V66 Comment: MONITOR INDICATOR: During TEST, Needle displaces to Green Band if all four Channels are operating.

Cell: Y66 Comment: TEST Switch: PUSH (4 seconds) -- Tests all 4 Channels of the Voice Recording operation.

Cell: AB66 Comment: ERASE Switch: PUSH (9 SECONDS) -- Erases all four Channels if; 1. On the ground, 2. Parking Brake -- SET

Cell: AA70 Comment: HEADSET JACK: Accepts headset plug to monitor playback voice audio or tone transmission during TEST.

Cell: AA75 Comment: LIGHT OVERRIDE Switch: ON -- Overrides normal controls for the pilots': 1. Instrument Floodlights 2. Forward Dome Lights 3. Aft Dome Lights They come on at maximum brightness.

Cell: W76 Comment: AISLE STAND LIGHT CONTROL: ROTATE Inner Knob -- Controls Aisle Stand Floodlights. ROTATE Outer Knob -- Controls Aisle Stand Instrument Panels. GLARESHIELD LIGHT CONTROL: ROTATE Inner Knob -- Controls Right and Left Glareshield Floodlights. ROTATE Outer Knob -- Controls Glareshield Instrument Panels.

Cell: X77 Comment: TEST QUESTION: If normal Dome Light power is lost, which Dome Lights are powered by the Battery Bus? ANS: The two (2) Forward Dome Lights DIFFERENCE: No similar question for the 767.

Cell: AA80 Comment: TAXI LIGHT Switch (as installed): ON -- Illuminates the dual (2) Taxi Lights. They are mounted on the fixed portion of the Nose Gear. Inhibited when Nose Gear is retracted. RUNWAY TURNOFF LIGHTS Switch: ON -- Illuminates the corresponding Left or Right Turnoff Light. Inhibited when Nose Gear is retracted. Mounted on the fixed portion of the Nose Gear. DIFFERENCES, see 767 Visual Oral file.

B
ENTRY DOORS CARGO DOORS ACCESS DOORS

EMER DOORS

IRS MODE SEL

CAPT PITOT L AUX PITOT

F O PITOT R AUX PITOT

L AOA

R AOA

N
DSPL
PPOS TK/GS
BRT

W
SEL
WIND

TAT

----------

1 W 4

N 2 H 5 S 8

STAB TRIM
UNSCHED STAB TRIM

SPOILERS

AUTO SPDBRK

---------

HDG

E 6

RUDDER RATIO

ANTISKID

AIL LOCK

SYS
C L

DSPL

ENT

CLR

HF
L C ALIGN ON DC DC FAIL FAULT NAV ATT R ALIGN ON DC DC FAIL FAULT ALIGN OFF NAV ATT OFF USB AM

IRS Data

ALIGN ON DC DC FAIL FAULT ALIGN OFF NAV ATT ALIGN OFF

24.500

RF SENS

YAW DAMPER
L R

ANTISKID

ON INOP

ON INOP

ON OFF

ELEC

ENGINE

CONTROL
ON INOP R I G H T D I S C H

EEC Data INFO TMC Data

BAT
ON OFF

STBY POWER
AUTO OFF BAT

L E F T

ON INOP

O F F

SYS PRESS

SYS PRESS

SYS PRESS

!
O F F AUTO

APU GEN EXT PWR ON AVAIL

ON

QTY

QTY

QTY

AUTO ISLN UTILITY BUS

!
L ENG P R I ON PRESS

HYD PUMPS
C 1 - ELEC - 2 ON PRESS ON PRESS

!
R ENG ON PRESS

!
L BUS

ISLN

R BUS BUS OFF R

P R I

BUS OFF L

ON OFF

ON OFF

R I M A R Y

PRESS OVHT

PRESS OVHT

PRESS OVHT

PRESS OVHT

R I M A R Y

L GEN CONT

GEN DRIVE DISC

R GEN CONT

ELEC PRESS

AIR PRESS

ELEC PRESS

O F F

ON DRIVE DRIVE

O F F

ON

D E M A N D

OVHT

OVHT

OVHT

! !
AUTO OFF ON OFF AUTO ON OFF AUTO ON

D E M A N D

APU
RUN OFF FAULT ON START

TEST

ERASE

HEADSET

COCKPIT VOICE RECORDER PANEL / FLOOD

GLARESHIELD AISLE STAND

600 OHMS

LT OVRD
ON

OFF

OFF

TAXI
OFF OFF DIM ON BRIGHT

RUNWAY
L OFF

TURNOFF
R

ON

ACCESS DOORS

R AOA

!
----------

---------

!
LOCK

!
RF SENS

! !

!
O F F

! ! ! !

! !

START

ERASE

LT OVRD

TURNOFF

B SCROLL TO ENGINE ANTI-ICE AND WING ANTI-ICE

EMER LIGHTS

PASS OXY

! !

OFF

UNARMED ARMED

ON

ON

SOME AIRCRAFT MAY HAVE ONLY ONE CROSSFEED VALVE AND THE PANEL LOOKS LIKE THIS.

RAM AIR TURB

!
PRESS UNLOCK AFT ON PRESS

FUEL
L PUMPS CROSSFEED R PUMPS ON VALVE PRESS

ENGINE START
BOTH

VALVE
AUTO GND

VALVE
OFF CONT FLT AUTO GND OFF CONT

FWD

ON PRESS

FUEL CONFIG

ON PRESS

C PUMPS

+
L ON
P R E S P R E S

ON

FLT

FUEL
L PUMPS ON PRESS VALVE CROSSFEED R PUMPS ON PRESS AFT

AFT

! ! ! !

CENTER LEFT

FWD

ON PRESS VALVE C PUMPS

ON PRESS

FWD

! <<
P R E S

FUEL QUANTITY PROCESSOR

+
L ON
P R E S

ON

FUEL CONFIG

L L C R

40.7 15
FUEL TEMP C

55.7
FUEL QTY X 1000

40.7 137.1
TOTAL

40.7 15
FUEL TEMP C

55.7
FUEL QTY X 1000

WING

ANTI-ICE
ENGINE

! !
TO BLEED AIR MANIFOLD

ENGINE
ON L R

TO BLEED AIR MANIFOLD

R ON VALVE

L ON VALVE

ANTI-ICE VALVE

VALVE

VALVE

PRV
RAIN REPELLENT
L R OFF LOW HIGH

WIPER

LP

+
HP (SOV)
WING

ANTI
POSITION

COLLISION
RED ON ON WHITE ON ON

OUTER THREE SLATS ARE HEATED

LANDING
WING
L R

NOSE GEAR

OFF ON

OFF ON

VE ONLY ONE

R PUMPS AFT PRESS

FWD PRESS

CENTER RIGHT

FUEL QUANTITY PROCESSOR

FMC

55.7
FUEL QTY X 1000

40.7 137.1
TOTAL

WING ANTI-ICE

ICE VALVE

WING

ON L R

VALVE

VALVE

AIR / GND LOGIC

FROM SOURCE

WING ANTI-ICE VALVE TEMP

CARGO HEAT
FWD AFT BULK

ON OVHT

ON OVHT

ON OVHT

WINDOW HEAT
L
SIDE FWD FWD

!
R
SIDE

COMPT TEMP

75

75

75

ON INOP

ON INOP

ON INOP

ON INOP

!
USB OFF AM

HF

RF SENS

INOP FLT DK

INOP FWD CAB

INOP AFT CAB

24.500
C

W OFF

C OFF

C OFF

!
VHF
L C

SECAL
R

HF
L R

PA IN USE
CABIN FWD MID CALL AFT ALERT GRN CALL FLT INT

TRIM AIR
ON OFF

RECIRC FAN L R
ON INOP ON INOP

ALERT

L PACK RESET

R PACK RESET

PASS SIGNS
NO SMOKING AUTO OFF ON OFF SEATBELTS AUTO ON

INOP PACK OFF AUTO OFF N C

S T B Y

INOP PACK OFF AUTO OFF N C W

S T B Y

!
VALVE
OP

CABIN ALTITUDE CONTROL

CLIMB

W AUTO RATE

MANUAL

CL

MIN
DESCEND

MAX
80

LDG ALT

60

AUTO INOP
DUCT

0749

AUTO INOP

0749

! !
AUTO 1

DUCT PRESS

MODE SELECT AUTO 2 MAN DUCT LEAK

PSI 0

PUSH TO SET BELOW SL

DUCT LEAK

CABIN
OFF OFF 0 10 0 2 4 4 8 6 25 15 8 6 6

BLEED ISOLATION HI STAGE VALVE

BLEED

HI STAGE

DIFF

PSI

ALT

x1000

RATE

FPM

L ENG

APU
V A L V E

R ENG

!
EQUIP COOLING

!
CABIN ALTITUDE

O F F

O F F

ALTN SMOKE OVHT

PRESS DIFF LIMIT TO/LND .125 PSI

CKT BKR

OVHD PANEL

DOME

OFF LOGO ON

OFF FLT DK DOOR

UNLOCK

OFF

UNLOCK

IND LTS
DIM BRT

TEST

!
H F

24.500
USB OFF AM

RF SENS

ON SOME AIRCRAFT

! ! ! !

LEFT PACK GROUND PNEUMATIC

80 60 DUCT

RIGHT PACK

DUCT PRESS PSI 0

GROUND PNEUMATIC

GROUND PNEUMATIC

! ! ! !

! !

DUCT LEAK

DUCT LEAK ( TEMPERATURE )

BLEED ISOLATION HI STAGE VALVE

BLEED ( PRESSURE )

HI STAGE

RIGHT WING ANTI

HYDRAULIC RES

LEFT WING ANTI-ICE

L ENG
O F F

APU
V A L V E

O F F

R ENG

HYDRAULIC RESERVOIRS
ENG A / I

STARTER

LEFT ENGINE MIRRORS THE RIGHT'S PNEUMATIC PLUMBING, ETC.

LP

HP

ROUND PNEUMATIC

RIGHT WING ANTI-ICE HYDRAULIC RESERVOIRS

STARTER

AS INSTALLED, SEE TO THE RIGHT INSTRUMENT COMPARATOR

GPWS
BELOW G/S P / INHIBIT PUSH TO DIM F/D ON WINDSHEAR

MON PWR

HDG

PITCH

ROLL

GS

LOC

ALT

DH
20 60 400 350 300 250 240 220 80 100 120 10 20 10

ALT ALERT

! ! !
8 9

.40 220
200 180

140 160

7 10 10
TEST

009
DME 1
33 30 27 24 12 21 15 18 0 3 6 9

TEST

SET TEST G/S IAS

DME 2
DME

!
1 2 4 6 .5 .5

33 30

0 3 6

VOR ADF

VOR ADF

27 24 21
VOR 1 (2) ILS 1 (2)

9 12 15 18
NAV 1(2) FMC 1 (2)

4 2

PULL UP
GPWS TEST

AS INSTALLED VHF NAV

NORMAL BOTH ON 1 BOTH ON 2 BOTH ON 1

COMPASS

PANEL

BACKGROUND

INST COMP

TEST OFF OFF

OFF

OFF

AFD COMPUTER CHANNEL A

AFD COMPUTER CHANNEL B WEATHER RADAR

AFD COMPUTER CHANNEL A

AUTOTHROTTLE SPEED COMMAND COMPUTER

FLIGHT RECORDER VERTICAL GYRO #1 VERTICAL GYRO NORMAL

CAPT ON AUX F/O ON AUX

AUTOTHROTTLE SPEED COMMAND COMPUTER

VERTICAL GYRO #2

VERTICAL GYRO #1

AUX VERTICAL GYRO

DME 1

DME 2

DME 1

DME 2

HSI

CAPT RDMI

F/O RDMI

HSI

HSI

FLIGHT RECORDER VHF NAV #1 VHF NAV #1

VHF NAV #1 FCC Channel A

VHF NAV #2 FCC Channel B

VHF NAV #1 FCC Channel A

COMPASS CONTROLLER #1

COMPASS CONTROLLER #2

COMPASS CONTROLLER

COMPASS #1
BOTH ON 1

COMPASS NORMAL
BOTH ON 2

COMPASS #2

COMPASS #1

CAPT

F/O

CAPT

CAPT

F/O

CAPT

HSI

HSI

HSI

FLIGHT CONTROL COMPUTER A

FLIGHT CONTROL COMPUTER B FLIGHT RECORDER VHF NAV NORMAL

BOTH ON 1 BOTH ON 2 DME 1 DME 2

FLIGHT CONTROL COMPUTER A

VHF NAV 1

VHF NAV 2

VHF NAV 1

DME 1

DME 2

DME 1

DME 2

CAPT

F/O

CAPT

F/ D & A / P
L NAV VOR LOC G/S FLARE V NAV ALT ACQ V/S PDC SPD

-A/TARM ------SPEED THR HOLD

- PDC CON HOLD DES GA

CWS ROLL

CWS PITCH

A/P P / RST

A/T P / RST

TEST 1 2

A / P STATUS

!
9 0 1 2 8 3 6 5 7 4 6 4 5 2 835 3 0 9 29.86 543__ IN. 2 1

AIRWAYS

STAB OUT OF TRIM SPEEDBRAKE DO NOT ARM SPEEDBRAKES ARMED

MIDDLE

!
9 8 7 MB 1013 6 0 1 2 3 4 INCHES 29.92

OUTER

! !

MARKER
HIGH LOW

MARKER
HIGH

ALT
5

AS INSTALLED
LOW

TEST

COMPASS
NORMAL BOTH ON 2

VERTICAL GYRO
NORMAL CAPT ON AUX F/O ON AUX BARO

220
IAS

250

300
KNOTS

AS INSTALLED AFCS FLOOD

GROUND PROXIMITY WARNING FLAP / GEAR INHIBIT - NORMAL
W / S FAIL PUSH TO TEST

OFF

AS INSTALLED

GPWS MONITOR

GLIDESLOPE INHIBIT

GLIDESLOPE WARN

AFD COMPUTER CHANNEL B WEATHER RADAR

AFD COMPUTER CHANNEL A

FLIGHT RECORDER VERTICAL GYRO VERTICAL GYRO

NORMAL

AUTOTHROTTLE SPEED COMMAND COMPUTER

VERTICAL GYRO #2

VERTICAL GYRO #1 VERTICAL GYRO

NORMAL CAPT ON AUX

CAPT ON AUX

F/O ON AUX

AUX VERTICAL GYRO R

AUX VERTICAL GYRO

DME 1

DME 2

DME 1

DME 2

DME 1

DME 2

CAPT RDMI

F/O RDMI

HSI

HSI

CAPT RDMI

FLIGHT RECORDER VHF NAV #1 VHF NAV #1

VHF NAV #1 FCC Channel A

VHF NAV #2 FCC Channel B

VHF NAV #1 FCC Channel A

COMPASS CONTROLLER #1 COMPASS CONTROLLER #2 COMPASS COMPASS

NORMAL

COMPASS CONTROLLER #1 COMPASS #1

BOTH ON 1

COMPASS #2
BOTH ON 2

COMPASS
NORMAL

BOTH ON 1

R R

F/O

CAPT

F/O

CAPT

HSI

HSI

COMPUTER A

FLIGHT CONTROL COMPUTER B FLIGHT RECORDER VHF NAV

NORMAL

FLIGHT CONTROL COMPUTER A

VHF NAV 1

VHF NAV 2
BOTH ON 2 DME 1 DME 2 DME 1

VHF NAV 1

VHF NAV
NORMAL BOTH ON 1

BOTH ON 1

DME 2

F/O R

CAPT

ALTERNATE DISPLAY EXAMPLES F/ D & A / P

HDG SEL VOR LOC G/S FLARE SPEED ALT HOLD V/S TO / GA

-A/T-------PDC SPD EPR RETARD

- PDC TURB CRZ CLB TO

SINGLE CH

A / P OFF

A/P P / RST

A/T P / RST

TEST 1 2

A / P STATUS

PROGRESS DISPLAYS
F/D
PRESS CAP TO TEST AMBER

A/P
VOR / LOC GLIDE SLOPE
PRESS CAP TO TEST GREEN PRESS CAP TO TEST AMBER

F/D
VOR / LOC GLIDE SLOPE

A/P
VOR / LOC GLIDE SLOPE
PRESS CAP TO TEST GREEN

VOR / LOC GLIDE SLOPE

PMS
GO AROUND REV COURSE

PMS
ALT SELECT AUTO THTL

PMS
GO AROUND REV COURSE

PMS
ALT SELECT AUTO THTL

PULL TAB TO RELAMP

PULL TAB TO RELAMP

PULL TAB TO RELAMP

PULL TAB TO RELAMP

Typical Amber Displays

Typical Green Displays

ALTERNATE DISPLAY EXAMPLE INSTRUMENT COMPARATOR

PUSH TO DIM

MON PWR

HDG

VG

GS

LOC

AS INSTALLED

AFD COMPUTER CHANNEL B WEATHER RADAR

FLIGHT RECORDER VERTICAL GYRO #2 VERTICAL GYRO F/O ON AUX

VERTICAL GYRO

DME 1

DME 2

CAPT HSI

DME 1

DME 2

F/O RDMI

HSI

F/O RDMI

FLIGHT RECORDER

COMPASS #1

VHF NAV #2 FCC Channel B FLUX VALVE

COMPASS #1
COMPASS AMPLIFIERS DIRECTIONAL GYROS

COMPASS CONTROLLER #2

COMPASS
NORMAL

COMPASS #2

AUTOPILOT SYSTEM

NAV UNIT # 1 FLT DIR # 1 ROLL COMPUTER

BOTH ON 2

F/O

F/O

HSI

FLIGHT CONTROL COMPUTER B FLIGHT RECORDER VHF NAV

NORMAL

VHF NAV 2 BOTH ON 2

DME 1 DME 2

F/O

DME 1

DME 2

CAPT RDMI

F/O HSI

COMPASS #2

COMPASS #2
COMPASS AMPLIFIERS FLUX VALVE DIRECTIONAL GYROS

FLIGHT RECORDER

NAV UNIT # 2 FLT DIR # 2 ROLL COMPUTER

 1999, 2000, 2001 RED TRIANGLE PRODUCTIONS LLC

RIANGLE PRODUCTIONS LLC

B SCROLL TO BOTTOM OF ELECTRICAL SCHEMATIC B/C !

STBY POWER HOT BAT BUS

STBY DC BUS

CENTER DC BUS

B A T T E R Y

D I S C H

ON OFF

AUTO OFF

BAT

O F F

S/I !
CENTER AC BUS

BATTERY BUS

STBY AC BUS

! !
LEFT DC BUS

BTB

RIGHT DC BUS G R O U N D S E R V I C E

!
GROUND HANDLING

T/R
O F F AUTO ISLN

APU GEN EXT PWR ON AVAIL AUTO ISLN UTILITY BUS L BUS L E F T M A I N A C B U S CAPT FLT INST XFER BUS OFF L GEN CONT
L R

T/R

ON

R BUS BUS OFF R GEN CONT R I G H T

ON OFF

ON OFF

GEN DRIVE DISC

O F F

ON DRIVE DRIVE

O F F

! !
ON

M A I N A C

F/O FLT INST XFER

B U S

!
LEFT XFER AC BUS

! HYDRAULIC DRIVEN GENERATOR

B/C BATTERY
HOT BAT BUS D I S C H

BAT
ON OFF

STBY POWER
AUTO BAT

OFF

O F F

STANDBY SWITCH is at OFF

B/C BATTERY
HOT BAT BUS D I S C H

BAT
ON OFF

STBY POWER AUTO

BAT OFF

O F F

STANDBY SWITCH is at AUTO

LEFT DC BUS LEFT MAIN AC BUS

STANDBY SWITCH is at BAT

B/C BATTERY
HOT BAT BUS D I S C H

BAT
ON OFF

STBY POWER
AUTO OFF

BAT

O F F

BATTERY BUS LEFT DC BUS

LEFT MAIN AC BUS

HYDRAULIC DRIVEN GENERATOR ENGAGED

B/C

HYDRAULIC DRIVEN GENERATOR ENGAGED

B/C BATTERY
D I S C H

BAT
ON OFF

STBY POWER AUTO

BAT OFF

HOT BAT BUS

O F F

BATTERY BUS LEFT DC BUS LEFT MAIN AC BUS

LEFT XFER AC BUS

HYDRAULIC DRIVEN GENERATOR

RIGHT XFER AC BUS

CAPT FLT INST XFER

LEGEND: ! AUTO AC AUTO DC STBY AC STBY DC HDG AC HDG DC HDG GND SERV GND HANDLING OTHER B B B B STBY SW IN OFF STBY SW AT AUTO STBY SW AT BAT HDG OPERATING

STBY AC BUS

RIGHT DC BUS

T/R

! ! ! !

R I G H T M A I N A C B U S

B/C

APU BATTERY

!
RIGHT XFER AC BUS

STBY DC BUS

S/I
STBY AC BUS

STBY DC BUS

S/I
STBY AC BUS

STBY DC BUS

S/I
STBY AC BUS

STBY DC BUS

S/I
STBY AC BUS

9 10 11

CHOOSE A NUMBER AND SITUATION APU GEN TIE BUS BUS XFER SW #2 GEN

#1 GEN #1 MAIN BUS #1 GEN BUS

#2 GEN BUS

#1 TRANSFER BUS AUTO AC STBY BUS TR #1 TR #2

#2 TRANSFER BUS WITH DC STANDBY BUS The BAT Switch has no effect on TR3 operation.

DC STBY BUS

#1 DC BUS

#2 DC BUS

STATIC INVERTER STANDBY POWER SWITCH

BATTERY BUS

HOT BATT BUS

GND SERV BUS

#1 GEN #1 MAIN BUS #1 GEN BUS

APU GEN TIE BUS BUS XFER SW

#2 GEN

#2 GEN BUS

#1 TRANSFER BUS AUTO AC STBY BUS WITHOUT DC STBY BUS TR #1 TR #2

#2 TRANSFER BUS WITHOUT DC STBY BUS The BAT Switch must be ON to operate the TR #3

#1 DC BUS NOT in OFF

#2 DC BUS

STATIC INVERTER STANDBY POWER

BATTERY BUS

POWER SWITCH GND SERV BUS

HOT BATT BUS

#1 GEN #1 MAIN BUS #1 GEN BUS

EXTERNAL AC

APU GEN TIE BUS BUS XFER SW

#2 GEN

#2 GEN BUS

#1 TRANSFER BUS AUTO AC STBY BUS TR #1 TR #2

#2 TRANSFER BUS WITH DC STANDBY BUS The BAT Switch has no effect on TR3 operation.

DC STBY BUS

#1 DC BUS

#2 DC BUS

STATIC INVERTER STANDBY POWER SWITCH

BATTERY BUS BAT Position

EXTERNAL DC

HOT BATT BUS

GND SERV BUS

#1 GEN #1 MAIN BUS #1 GEN BUS

APU GEN TIE BUS BUS XFER SW

#2 GEN

#2 GEN BUS

#1 TRANSFER BUS AUTO AC STBY BUS TR #1 TR #2

#2 TRANSFER BUS WITH DC STANDBY BUS The BAT Switch has no effect on TR3 operation.

DC STBY BUS

#1 DC BUS

#2 DC BUS

DC STBY BUS

#1 DC BUS

#2 DC BUS

STATIC INVERTER STANDBY POWER SWITCH GND SERV BUS

BATTERY BUS

HOT BATT BUS

#1 GEN #1 MAIN BUS #1 GEN BUS

APU GEN TIE BUS BUS XFER SW

#2 GEN

#2 GEN BUS

#1 TRANSFER BUS AUTO AC STBY BUS TR #1 TR #2

#2 TRANSFER BUS

DC STBY BUS

#1 DC BUS

#2 DC BUS

STATIC INVERTER STANDBY POWER SWITCH GND SERV BUS

BATTERY BUS

HOT BATT BUS

#1 GEN #1 MAIN BUS #1 GEN BUS

APU GEN TIE BUS BUS XFER SW

#2 GEN

#2 GEN BUS

#1 TRANSFER BUS

#2 TRANSFER BUS

BUS XFER SW #1 TRANSFER BUS AUTO AC STBY BUS TR #1 TR #2 #2 TRANSFER BUS

DC STBY BUS

#1 DC BUS

#2 DC BUS

STATIC INVERTER STANDBY POWER SWITCH GND SERV BUS

BATTERY BUS

HOT BATT BUS

#1 GEN #1 MAIN BUS #1 GEN BUS

APU GEN TIE BUS BUS XFER SW

#2 GEN

#2 GEN BUS

#1 TRANSFER BUS AUTO AC STBY BUS TR #1 TR #2

#2 TRANSFER BUS

DC STBY BUS

#1 DC BUS

#2 DC BUS

STATIC INVERTER STANDBY POWER SWITCH GND SERV BUS

BATTERY BUS

HOT BATT BUS

#1 GEN #1 MAIN BUS #1 GEN BUS

APU GEN TIE BUS BUS XFER SW

#2 GEN

#2 GEN BUS

#1 TRANSFER BUS AUTO AC STBY BUS TR #1 TR #2

#2 TRANSFER BUS

DC STBY BUS

#1 DC BUS

#2 DC BUS

STATIC INVERTER STANDBY POWER SWITCH GND SERV BUS

BATTERY BUS

HOT BATT BUS

#1 GEN #1 MAIN BUS #1 GEN BUS

APU GEN TIE BUS BUS XFER SW

#2 GEN

#2 GEN BUS

#1 TRANSFER BUS

OFF TR #2

#2 TRANSFER BUS

AC STBY BUS

TR #1

DC STBY BUS

#1 DC BUS

#2 DC BUS

STATIC INVERTER STANDBY POWER SWITCH

BATTERY BUS

POWER SWITCH GND SERV BUS

HOT BATT BUS

#1 GEN #1 MAIN BUS #1 GEN BUS

APU GEN TIE BUS BUS XFER SW

#2 GEN

#2 GEN BUS

#1 TRANSFER BUS AUTO AC STBY BUS WITHOUT DC STBY BUS EITHER LOST TR #2

#2 TRANSFER BUS WITHOUT DC STBY BUS The BAT Switch must be ON to operate the TR #3

#1 DC BUS AUTO or BAT

#2 DC BUS

STATIC INVERTER STANDBY POWER SWITCH

BATTERY BUS

HOT BATT BUS

GND SERV BUS

#1 GEN #1 MAIN BUS #1 GEN BUS

APU GEN TIE BUS BUS XFER SW

#2 GEN

#2 GEN BUS

#1 TRANSFER BUS AUTO AC STBY BUS EITHER LOST TR #2

#2 TRANSFER BUS WITH DC STANDBY BUS The BAT Switch has no effect on TR3 operation.

effect on TR3 operation. DC STBY BUS #1 DC BUS AUTO or BAT STATIC INVERTER STANDBY POWER SWITCH GND SERV BUS BATTERY BUS #2 DC BUS

HOT BATT BUS

#2 GEN BUS

#2 MAIN BUS

AIRCRAFT NORMAL IN-FLIGHT 1. AC POWER 2. DC POWER APU is running. WITH DC STBY BUS

RANSFER BUS TR #3 BAT SW

TH DC STANDBY BUS e BAT Switch has no ect on TR3 operation.

DATA TEXT BOXES for: Battery, Battery Charger, Hot Battery Bus, Battery Bus are in this section, NOT reproduced in every depiction below.

VOLTAGE SENSOR

BATTERY

BAT CHRG

#2 GEN BUS

#2 MAIN BUS

AIRCRAFT NORMAL IN-FLIGHT 1. AC POWER 2. DC POWER APU is running. WITHOUT DC STBY BUS

RANSFER BUS ON TR #3 BAT SW

OUT DC STBY BUS BAT Switch must be operate the TR #3

DATA TEXT BOXES for: Battery, Battery Charger, Hot Battery Bus, Battery Bus are in this section, NOT reproduced in every depiction below.

VOLTAGE SENSOR

BATTERY

BAT CHRG

ON THE GROUND APU POWER 1. AC POWER 2. DC POWER APU is running.

#2 GEN BUS

#2 MAIN BUS

RANSFER BUS TR #3 BAT SW

TH DC STANDBY BUS e BAT Switch has no ect on TR3 operation.

DATA TEXT BOXES for: Battery, Battery Charger, Hot Battery Bus, Battery Bus are in this section, NOT reproduced in every depiction below.

VOLTAGE SENSOR

BATTERY

BAT CHRG

#2 GEN BUS

#2 MAIN BUS

IN-FLIGHT LOSS OF #1 GEN APU SUPPLIES LEFT 1. AC POWER 2. DC POWER

TRANSFER BUS TR #3 BAT SW NOTE: The LEFT side has the Ground Service Bus. It continues to supply the Battery Charger.

ITH DC STANDBY BUS he BAT Switch has no fect on TR3 operation.

SW

the Battery Charger.

VOLTAGE SENSOR

BATTERY

BAT CHRG

#2 GEN BUS

#2 MAIN BUS

TRANSFER BUS TR #3 BAT SW

IN-FLIGHT SINGLE GENERATOR LEFT GEN LOST NO APU AVAIL LOST: One GEN BUS One MAIN BUS Loss of GEN 1 BUS: also loses the GND SERVICE BUS Loss of GND SERV BUS: BATTERY CHARGER will get power from the #2 MAIN BUS

VOLTAGE SENSOR

BATTERY

BAT CHRG

#2 GEN BUS

#2 MAIN BUS

TRANSFER BUS

IN-FLIGHT SINGLE GENERATOR RIGHT GEN LOST NO APU AVAIL LOST: One GEN BUS

TRANSFER BUS TR #3 BAT SW

LOST: One GEN BUS One MAIN BUS

VOLTAGE SENSOR

BATTERY

BAT CHRG

#2 GEN

IN-FLIGHT FAILURE OF TR 1 #2 MAIN BUS TR 3 supplies power to #1 DC BUS

#2 GEN BUS

TRANSFER BUS TR #3

BAT SW

VOLTAGE SENSOR

BATTERY

BAT CHRG

#2 GEN IN-FLIGHT FAILURE OF TR 2 #2 MAIN BUS TR 3 supplies power to #1 DC BUS

#2 GEN BUS

TRANSFER BUS TR #3

BAT SW
VOLTAGE SENSOR

BATTERY

BAT CHRG

#2 GEN

IN-FLIGHT POWER IS IN ISOLATION BUS TRANSFER SW is in OFF #2 MAIN BUS PREVENTS: 1) TRANSFER BUSES from transferring. 2) DC BUS #1 from TR 3 3) BATTERY CHARGER from #2 MAIN BUS BAT SW 4) STBY HYD PUMP 5) B HYD PUMP (opposite Pump Sw must be OFF)

#2 GEN BUS

TRANSFER BUS TR #3

VOLTAGE SENSOR

BATTERY

BAT CHRG

#2 GEN BUS

#2 MAIN BUS

IN-FLIGHT AC POWER IN STANDBY Either was LOST: #1 TRANSFER BUS #1 DC BUS APU is running. ON BAT SW WITHOUT DC STBY BUS

RANSFER BUS TR #3

OUT DC STBY BUS BAT Switch must be operate the TR #3

VOLTAGE SENSOR

BATTERY

BAT CHRG

#2 GEN

#2 GEN BUS

#2 MAIN BUS

IN-FLIGHT AC POWER IN STANDBY Either was LOST: #1 TRANSFER BUS #1 DC BUS APU is running. WITH DC STBY BUS

TRANSFER BUS TR #3

ITH DC STANDBY BUS he BAT Switch has no fect on TR3 operation.

fect on TR3 operation. BAT SW

VOLTAGE SENSOR

BATTERY

BAT CHRG

1999, 2000, 2001 RED TRIANGLE PRODUCTIONS LLC

ACCESSORY PANEL
RESERVE BRAKES & STRG
RESET / DISABLE C HYD SYS

RESERVE
ON

B SCROLL TO NORMAL HYDRAULIC B SCROLL TO RESERVE CENTER H B SCROLL TO HDG OPERATING

NORM

ISLN

BRAKE SOURCE BLEED AIR

FILL

SYS PRESS

RESERVE
STAND PIPE

QTY

HYD PUMPS
C 1 - ELEC - 2 ON PRESS OVHT ON PRESS

2 ELEC 1
ELEC - 2 ON PRESS OVHT

RAT

OVHT

AIR PRESS

OVHT

BRAKES & STEERING

AIR

AUTO OFF ON

BLEED AIR
PRESS OVHT

ADP

BLEED AIR

RETURN FLUID

NORMAL OPERATIONS

When only one electrical generator is operati are ON, the #2 Electric Pump operation is INH

ADP ELEC 2

CENTER PNEUM. BLEED AIR

PNEUM. BLEED AIR

ELEC 1

ALTN BRAKES , NOSE GEAR & NW STEERING

MAIN LANDING GEAR

RESTRICTION

FLAPS and SLATS

`
BLEED AIR

RETURN FLUID

RESERVE CENTER HYDRAU LEAK IN CENTER HYDRAULIC #1 ELECTRIC Pump is ISOLA Uses fluid below the Stand P

ELEC 2

CENTER PNEUM. BLEED AIR

ADP

ELEC 1

ALTN BRAKES , NOSE GEAR & NW STEERING

MAIN LANDING GEAR

RESTRICTION

FLAPS and SLATS

BLEED AIR

RETURN FLUID

HYDRAULIC DRIVEN GENERATO LOSS OF BOTH MAIN AC CENTER AIR DEMAND PUMP CONTINUOUSLY

CENTER AIR DEMAND PUMP CONTINUOUSLY Requires fluid above the S

ELEC 2

CENTER PNEUM. BLEED AIR

ADP

ELEC 1

ALTN BRAKES , NOSE GEAR & NW STEERING

MAIN LANDING GEAR

RESTRICTION

FLAPS and SLATS

LL TO NORMAL HYDRAULIC OPERATIONS LL TO RESERVE CENTER HYDRAULICS LL TO HDG OPERATING

!
RAM AIR TURB

PRESS UNLOCK

RAT
FLIGHT CONTROLS
SYS PRESS

LANDING GEAR & FLAPS and SLATS

HDG

ERATIONS

ectrical generator is operating and both ELEC Pump Switches ctric Pump operation is INHIBITED to reduce electrical loads.

RAT

FLIGHT CONTROLS

HDG

E CENTER HYDRAULICS NTER HYDRAULIC SYSTEM TRIC Pump is ISOLATED. id below the Stand Pipe.

RAT

FLIGHT CONTROLS

HDG

DRIVEN GENERATOR OPERATION: S OF BOTH MAIN AC BUSES. AIR DEMAND PUMP OPERATES CONTINUOUSLY.

AIR DEMAND PUMP OPERATES CONTINUOUSLY. es fluid above the Stand Pipe.

RAT

FLIGHT CONTROLS

HDG

DC OUTPUT AC OUTPUT

AIR CONDITIONED AIRFLOW FOR COOLING

AIR CONDITIONING MANIFOLD VALVE

NORMAL GROUND OPERATION -- Configuration ONE

CABIN ALTITUDE PRESS DIFF LIMIT T/O & LND .125 PSI

EQUIP COOLING
AUTO

NO COOLING

SMOKE OVERRIDE VALVE

CHECK VALVE EXHAUST FAN

NOTE: Both Fans operate on the ground.

SUPPLY FAN

HEAT EXCHANGER SHUTOFF VALVE

SMOKE SENSOR

INBOARD SUPPLY VALVE

CONDITIONS: 1. ENGINES ARE AND 2. AIRCRAFT SKIN T IS: ABOVE

SKIN HEAT EXCHANGER

OVERBOARD EXHAUST VALVE

NOTE: The Skin Heat Exchanger is located It spans across the belly of the hull laterally The Overboard Exhaust Valve is depicted h purposes only. It is actually located as dep

AIR CONDITIONED AIRFLOW FOR COOLING

AIR CONDITIONING MANIFOLD VALVE

NORMAL GROUND OPERATION -- Configuration TWO

CABIN ALTITUDE PRESS DIFF LIMIT T/O & LND .125 PSI

EQUIP COOLING
AUTO

NO COOLING

SMOKE OVERRIDE VALVE

CHECK VALVE EXHAUST FAN

NOTE: Both Fans operate on the ground.

SUPPLY FAN

HEAT EXCHANGER SHUTOFF VALVE

SMOKE SENSOR

CONDITIONS: 1. ENGINES ARE RU OR 2. AIRCRAFT SKIN T

SENSOR INBOARD SUPPLY VALVE

OR 2. AIRCRAFT SKIN T IS: BELOW

SKIN HEAT EXCHANGER

OVERBOARD EXHAUST VALVE

AIR CONDITIONED AIRFLOW FOR COOLING

AIR CONDITIONING MANIFOLD VALVE

NORMAL FLIGHT OPERATION

CABIN ALTITUDE PRESS DIFF LIMIT T/O & LND .125 PSI

EQUIP COOLING
AUTO

NO COOLING

SMOKE OVERRIDE VALVE

CHECK VALVE EXHAUST FAN

NOTE: The Supply Fan will come ON automatically if the Exhaust Fan fails.

SUPPLY FAN

FAN IS NOT OPER

HEAT EXCHANGER SHUTOFF VALVE SMOKE SENSOR

INBOARD SUPPLY VALVE

SKIN HEAT EXCHANGER

OVERBOARD EXHAUST VALVE

AIR CONDITIONED AIRFLOW FOR COOLING

AIR CONDITIONING MANIFOLD VALVE

OVERRIDE OPERATION
CABIN ALTITUDE

EQUIP COOLING

CABIN ALTITUDE PRESS DIFF LIMIT T/O & LND .125 PSI

EQUIP COOLING
AUTO

NO COOLING

SMOKE OVERRIDE VALVE

CHECK VALVE EXHAUST FAN

NOTE: This is when th NO COOLING Light is

SUPPLY FAN

HEAT EXCHANGER SHUTOFF VALVE

SMOKE SENSOR

INBOARD SUPPLY VALVE

SKIN HEAT EXCHANGER

OVERBOARD EXHAUST VALVE

ROUND OPERATION figuration ONE

SCROLL DOWN FOR OTHER CONFIGURATIONS

VALVE

EQUIP COOLING
AUTO STBY OVRD OVHT

B GROUND OPS BELOW 45 C B NORMAL FLIGHT OPERATION B OVERRIDE OPERATION

SMOKE

ans operate on the ground.

TIONS: GINES ARE NOT RUNNING AND CRAFT SKIN TEMPERATURE ABOVE 45 F

kin Heat Exchanger is located just forward of the Forward Cargo Door. s the belly of the hull laterally and runs longitudinally for three spar ribs. d Exhaust Valve is depicted here displaced to the right for illustration It is actually located as depicted in the Aircraft Manual.

ROUND OPERATION nfiguration TWO

SCROLL UP / DOWN FOR OTHER CONFIGURATIONS

VALVE

EQUIP COOLING
AUTO STBY OVRD OVHT

SMOKE

ans operate on the ground.

TIONS: GINES ARE RUNNING OR CRAFT SKIN TEMPERATURE

OR CRAFT SKIN TEMPERATURE BELOW 45 F

LIGHT OPERATION

SCROLL UP / DOWN FOR OTHER CONFIGURATIONS

VALVE

EQUIP COOLING
AUTO STBY OVRD OVHT

SMOKE

upply Fan will come ON f the Exhaust Fan fails.

FAN IS NOT OPERATING

OVERRIDE OPERATION
VALVE

LAST DEPICTION-SCROLL UP FOR OTHER CONFIGURATIONS

EQUIP COOLING

VALVE

EQUIP COOLING
AUTO STBY OVHT

OVRD

SMOKE

This is when the OLING Light is used.

FANS ARE NOT OPERATING

! GOES TO HOW IT WORKS

BLEED AIR
SYS PRESS FILL FILL

OFF
POWER TRANSFER UNIT

RSVR

RESERVE DN

L HYD
ENG ON PRESS OVHT ELEC ON PRESS OVHT

STAND PIPE

ENG PUMP

ELEC PUMP

PTU Automatically Operates: 1. Left Engine FAILURE

(N3 < 50%)

2. Left Hyd Press LOW

HOW IT WORKS: LOSS OF THE HEAVY (LEFT) HYDRAULIC SYSTEM SCENARIO FLT CONTROLS The following is NOT to replace checklists or actions in the Quick Reference Handbook THIS IS JUST A SCENARIO. LEFT HYD SYS L HYD SYS PRESS with SYS PRESS Light received by the Crew FAIL NOTE: There are L & C, and L & R HYD SYS PRESS checklists as well. LEFT A/P is INOP but it wasn't being used (SOP -- use Center A/P) AUTOPILOT Captain may continue to use the Left FCC; there is nothing wrong with it. Considerations: FLT DIR CMD Left Autopilot INOP Do NOT use Autobrakes Autospeedbrake may be INOP: LEFT FCC -- Ensure Speedbrakes extend before using Right Thrust Reverser Left Thrust Reverser is INOP -- use differential braking Nose Wheel Steering (NWS) may be INOP Gear, Flaps & Slats may be INOP (Right Hyd System through PTU may function). -- You may have to use Alternate Extension with TE Flap Disagree and Gear Disagree procedures. If all hydraulic fluid is lost the PTU may NOT be available.

-- You may have to use Alternate Extension with TE Flap Disagree and Gear Disagree procedures. If all hydraulic fluid is lost the PTU may NOT be available.

HOW IT WORKS: STABILIZER TRIM, SCENARIO CONTINUED Stab Trim system is powered by Right and Center Hyd Systems. Stab Trim System is commanded by both A/P and Mach/Speed Trim System. DIFFERENCES: 767 Stab Trim is commanded only by A/P. NOTE: 767 has a Mach Trim System but no indications of it in the cockpit. DIFFERENCES: 767 power to the Stab Trim is from Center and Left Hyd Systems. Loss of the Left Hydraulic System should not affect the operation of the Stab Trim. NOW, the Crew begins a descent toward the nearest suitable airfield and declares an Emergency, squawk 7700, 7600, call ATC, Company, FA's, Pax
STAB TRIM SYS
UNSCHED STAB TRIM

STAB TRIM
UNSCHED STAB TRIM

FLT CONTROLS LEFT HYD SYS FAIL AUTOPILOT CMD FLT DIR

FLT CONTROLS CTR HYD SYS

FLT CONTROLS RIGHT HYD SYS AUTOPILOT CMD FLT DIR

STAB TRIM REVIEW: Hydraulic power is supplied by Righ Autopilot trims at 1/2 Rate because: L FCC uses L TRIM Module, R FCC uses R TRIM Module, C FCC uses L TRIM Module STAB TRIM Light is inhibited when STAB TRIM Light means a brake is So the STAB TRIM Light indicates w Control Column Switches command

AUTOPILOT CMD FLT DIR

LEFT FCC

CENTER FCC

RIGHT FCC

HOW IT WORKS: AUTO-SPEEDBRAKE INOP, SCENARIO CONTINUED NOTE: The Left Hydraulic System powers the Gear and Truck Tilt Actuators. Remember that on the 757 the Gear Trucks tilt Nose UP. DIFFERENCE: 767's tilt DOWN. Six Spoilers on each Wing, forward of the TE Flaps act as ground Speedbrakes. Spoilers are powered by all three Hydraulic Systems. Requirements for ARMED Auto-Deployment are: 1) Hydraulic power to both Gear and Truck Tilt Actuators 2) Both Truck Tilt Sensor detect NO TILT condition 3) Both Thrust Levers are at IDLE If any of these conditions are NOT met the Speedbrake Lever moves to DOWN. 4) NOT ARMED -- they will Auto-Deploy if: A. the previous three conditions are met (except the Lever is NOT Armed) B. either Reverser Lever is raised. On a normal approach, with the Auto-Speedbrakes ARMED, it is the Gear's Truck being forced level (no tilt), along with the Thrust Levers going to IDLE, that will cause the Speedbrakes to Auto-Deploy. Because Hydraulic power to the Gear Truck Tilt Actuators is lost, there is no way to know if and when the Truck will sense a NO TILT condition which would cause an Auto-Deployment -- and that would compromise safety when in-flight.

SPOILERS

AUTO SPDBRK

RUDDER RATIO

ANTISKID

LEFT OVERHEAD PANEL

to know if and when the Truck will sense a NO TILT condition which would cause an Auto-Deployment -- and that would compromise safety when in-flight. LIGHT REVIEW: SPOILERS AUTO SPDBRK SPEED BRAKES

HOW IT WORKS: FLAP and SLAT EXTENSION, SCENARIO CONTINUED Normal Flaps are Hydraulically actuated through a Gearbox that drives torque tubes. Alternate Flaps use an Electric Motor that operates through the same Gearbox. The Electric Motor can operate only at 1/4 the speed of the Hydraulic System. Normal Protections are lost: 1. Flap Asymmetry Protection DIFFERENCES: 767 - NO Flap or Slat Asym. Prot. 2. Flap Load Relief Protection 3. Auto-Slat Protection DIFFERENCES: 767 does NOT have Auto-slats. Slat Asymmetry Protection is retained. Asymmetry is usually a problem with Flight Control Surface travel across the Wings. Disagreements are usually a conflict between the Actuators and the Flap Handle. Extension may take 2 minutes from UP to Flaps 20. DIFFERENCE: 767 takes 3 minutes. The reason for Flaps 20 is the slow RETRACTION in case of a Go Around. FLAP OVRD Switch inhibits the alarms that otherwise warn the crew during normal landings.

Left Wing

SLATS ASYMMETRICAL PROTECTION FLAPS ASYMMETRY = MECHANICAL PROBLEM CLEAN

Right Wing

DISAGREEMENT PDU REVIEW: Normally the Left Hydra Power Drive Units (PDU 1. Slats 2. Flaps DIFFERENCES: 767 h

AUTOSLAT OPERATION: the AutoSlats will EXTEND AUTOSLATS

TAKEOFF

SLATS 0 and FLAPS 0

SLATS for FLAPS 1 - 20

HOW IT WORKS: LANDING GEAR EXTENSION, SCENARIO CONTINUED When the Gear is UP, and the Gear Handle is OFF, the Gear are in an unpressurized condition. Left Hydraulic System fluid is dedicated to the alternate Gear Extension System in a Stand Pipe. DIFFERENCE: 767 requires electric AC power to unlock Gear Doors to gravity drop the Gear. GEAR OVRD Switch is used when landing with less than three Gear. The Gear system requires the L END HYD Pump. As long as the Left Engine is windmilling and delivering pressure, the normal Gear Down System will function. If the Left Hydraulic System is completely lost, Left Hydraulic fluid, preserved in the Reservoir by a Stand Pipe, will permit the PTU to transfer power to actuate the Gear down System.
RESERVE BRAKES
ON VALVE

BRAKE

preserved in the Reservoir by a Stand Pipe, will permit the PTU to transfer power to actuate the Gear down System. If, there is a TOTAL LOSS of AC power, and a TOTAL LOSS of Left Hyd System, then, the Alternate Gear Extension is available as long as the Hot Battery Bus has power. (see QRH) So, consideration should be given to Gear Extension before Battery depletion. The PTU may provide NWS but count on using differential braking. DIFFERENCES: 767 has a Reserve Brakes and Steering Switch and System.

BRAKE SOURCE

STAND PIPE

ALTN GEAR EXTEND OFF

PTU

DN

FLAPS & SLATS

SMALL ELECTRIC HYDRAULIC PUMP

The PTU may power NWS, Altn Flaps, Altn Gear extension; BUT it is a temporary use power source primarily designed to get the Gear and Flaps UP for an Engine loss during takeoff (TOGA) or provide NWS for aircraft control after a RTO.

LANDING GEAR NWS

GEAR OVRD Switch is used when la HOW IT WORKS: THRUST REVERSER and AUTOBRAKES, SCENARIO CONTINUED THRUST REVERSER: The Thrust Reverser System requires hydraulic power from the associated System. With a loss of Left Hydraulics, the Left Thrust Reverser is INOP. DIFFERENCES: 767 uses Pneumatic power Reversers. Thrust Reversers can only be deployed on the ground. Thrust Reverser Lever can only be raised when the associated Thrust Lever is at IDLE. Raising either Thrust Reverser Lever will 1. disengage the Autothrottle 2. deploy the Autospeedbrakes ( -- if the Speedbrake Lever is in the DOWN position) As the Thrust Reverser Lever is raised to an interlock, an Isolation Valve will OPEN to permit pressure to it. NOTE: REV in amber appears above the EPR display. When the interlock is released, 1. Thrust Reverser Levers may be fully raised 2. REV changes to green. Without Left Hydraulic Pressure there is NO Left Engine Reverser available. LEFT HYD SYS

DEPICTED WITH NORMA LEFT HYDRAULIC SY

FUEL CONTROL UNIT

DEPLOY

STOW AUTOBRAKES: The QRH warns against using the Autobrakes. Because there may be NO Nose Wheel Steering, you are prohibited form using the Autobrakes. Although the PTU may have Left System fluid, and may provide NWS, it is unsafe to rely on it. Use differential braking to control the aircraft. DIFFERENCES: 767 can recover NWS.

REV 1.64 1.64

+43 C D - TO

EPR

ALTN GEAR EXTEND OFF

DN
FLAPS & SLATS LANDING GEAR NOSE WHEEL STEERING

SMALL ELECTRIC HYDRAULIC PUMP

USING COMPONENTS including

ALTERNATE BRAKES

SYS PRESS

FLT CONTROLS LEFT HYD SYS FAIL AUTOPILOT FLT DIR LEFT FCC

FLT CONTROLS CTR HYD SYS

FLT CONTROLS RIGHT HYD SYS AUTOPILOT CMD FLT DIR

AUTOPILOT CMD FLT DIR

CENTER FCC

RIGHT FCC

SPOILERS

AUTO SPDBRK

MACH SPD TRIM

RUDDER RATIO

ANTISKID

TRIM REVIEW: ulic power is supplied by Right or Center Hydraulics Systems. ot trims at 1/2 Rate because:: C uses L TRIM Module, C uses R TRIM Module, C uses L TRIM Module but can transfer to R TRIM Module. Light is inhibited when using A/P. Light means a brake is stuck ON. STAB TRIM Light indicates we want Full Rate but are not getting it. l Column Switches command both Modules thus commanding Full Rate.

CAPTAIN FORWARD INST PANEL

AUTO SPDBRK

ANTISKID

WIND SHEAR SPEED BRAKES

PULL UP CABIN ALT

EFT OVERHEAD PANEL

ALT ALERT

AUTO PILOT

LIGHT REVIEW: SPOILERS -- There is a floating Spoiler SPDBRK -- There is a FAULT in the System SPEED BRAKES -- Aircraft senses you're landing with the Speedbrakes extended

LANDING GEAR & FLAPS and SLATS DISAGREEMENT = HYDRAULIC PROBLEM PDU REVIEW: Normally the Left Hydraulic System operates TWO Power Drive Units (PDU): 1. Slats 2. Flaps DIFFERENCES: 767 has 3 PDU's - off the Center Hyd Sys

OPERATION: In case of stall during Takeoff/TOGA, the AutoSlats will EXTEND to the Landing configuration. LANDING SLATS for FLAPS 25 - 30

UP

RETRACT 270 K

OFF

EXTEND OR EXTENDED 270K - .82M

DN ALTN GEAR EXTEND 250K - .75M OFF

LOCK OVRD

?
DN GND PROX FLAP OVRD GND PROX / CONFIG GEAR OVRD

OVRD

OVRD

Switch is used when landing with less than three Gear. DEPICTED WITH NORMAL AND FUNCTIONAL LEFT HYDRAULIC SYSTEM PRESSURE

FUEL CONTROL UNIT THRUST LEVERS FORWARD, REVERSER RETRACTION LINKAGE v

+43 C D - TO

REV REV 1.64 .44

FULL REVERSE THRUST is limited to 1.5 EPR

 1999, 2000, 2001 Red Triangle Productions LLC

 1999, 2000, 2001 Red Triangle Productions LLC

01 Red Triangle Productions LLC

01 Red Triangle Productions LLC

B SCROLL RESERVE BRAKES B SCROLL ALTN BRAKES

3

RETURN
4
BRAKE PRESS

AUTO BRAKES
0

L HYD SYS, ALTERNATE SOURCE

2 1

P B

ACCUMULATOR ISOLATION VALVE

PARKING BRAKE VALVE

R HYD SYS, NO

ACCUMULATOR

METERING VALVE

AUTO BRAKE VALVE

ANTISKID

ANTI-SKID CONTROLLER

ANTI-SKID VALVES

CAPT L R L R BRAKE PEDALS

F/O

BRAKE PEDALS

LEFT HYDRAULIC SYSTEM, ALTERNATE SOURCE; then RESERVE Source is Right Elec Pump
BRAKE SOURCE

ALTERNATE SOURCE SELECTOR VALVE

R HYD SYS, NORMAL, ETC

ANTI-SKID CONTROLLER

ACCUMULATOR

RETURN
ANTISKID METERING VALVE

ANTI-SKID VALVES

CAPT L BRAKE PEDALS R L BRAKE PEDALS R

F/O

BLEED AIR

FILL

R
RESERVE BRAKES

RESERVE
STAND PIPE ON ENG PUMP

BRAKE SOURCE

RESERVE SUPPLY VALVE

USING COMPONENTS

ISOLATION VALVE ELEC PUMP

TO THE NORMAL BRAKES TO PROVIDE

BRAKE SYSTEMS PRIORITIES: 1. Normal Brakes RIGHT HYD SYS 2. Alternate Brakes LEFT HYD SYS 3. Reserve Brakes RIGHT HYD SYS 4. Accumulator RIGHT HYD SYS NOTE: Between Alternate Brakes and Reserve Brakes the Brake

IF THIS IS LOST, THEN ONLY THE TO PRESSURIZE ANY BRAKES.

NOTE: Between Alternate Brakes and Reserve Brakes the Brake System will be waiting in the Accumulator position signified by the BRAKE SOURCE Light being illuminated (located below the Reserve Brakes Switch.

1
DISARM OFF RTO

3 4
MAX AUTO

NORMAL BRAKES

R HYD SYS, NORMAL and RESERVE SOURCES

METERING VALVE

ANTI-SKID VALVES

F/O

RESERVE BRAKES

ALTERNATE BRAKES

ON

BRAKE SOURCE

METERING VALVE

ANTI-SKID VALVES

F/O

RESERVE BRAKES

USING COMPONENTS

E NORMAL BRAKES TO PROVIDE RESERVE BRAKING.

S IS LOST, THEN ONLY THE ACCUMULATOR REMAINS ESSURIZE ANY BRAKES.

B SCROLL TO APU FUEL SYSTEM -- LEFT WING

FUEL
L PUMPS ON PRESS VALVE

AFT

CROSSFEED
FWD ON PRESS VALVE C PUMPS

Engine Valve

!
L ON
P R E S

Spar Valve

SEE BELOW FOR APU FUEL FEED

if installed

CENTER TANK
ON VALVE PRESS FWD

P R E S S

C PUMPS
ON FUEL CONFIG

Defuel Valve

RIGHT

Fueling Valves TO OTHER SIDE

FUEL
L PUMPS ON PRESS VALVE CROSSFEED

APU FUEL FEED

AFT

CROSSFEED

FWD

ON PRESS VALVE C PUMPS

P R E S

ON

LEFT FWD FUEL PUMP

DC PUMP

APU

APU Fuel Valve

LEFT MAIN TANK

FUEL
CROSSFEED

R PUMPS
ON

AFT

VALVE

PRESS

ON VALVE C PUMPS PRESS

FWD

LEFT WING

RIGHT MAIN TANK

REFUELING

SCROLL DOWN

CENTER TANK

B B

MIX MANIFOLD

RAM DOOR FULL OPEN

RAM AIR

WATER SEPARATOR

WATER SPRAY

AIR CYCLE MACHINE

RAM AIR ACTUATOR SENSOR

SECONDARY HEAT EXCHANGER

PRIMARY HEAT EXCHANGER TURBOFAN

PACK

RAM AIR ACTUATOR

PACK VALVE

TURBOFAN VALVE

TURBOFAN and LOUVERS

ENGINE 2

DEFLECTOR is EXTENDED
RAM DOOR FULL OPEN RAM DOOR FULL OPEN

DEFLECTOR is RETRACTED

RAM DOOR is OPEN (Light IS illuminated)

RAM DOOR is OPEN (Light IS illuminated)

BEFORE TAKE-OFF FLAPS are

TAKE-OFF & CLIMB

FLAPS are UP or DOWN

CLIMB FLAPS are DOWN

TURBOFAN VALVE is OPEN

TURBOFAN VALVE is OPEN

SAME CONFIGURATION

DEFLECTOR is RETRACTED
RAM DOOR FULL OPEN RAM DOOR FULL OPEN

DEFLECTOR is RETRACTED

RAM DOOR is CLOSED (Light IS NOT illuminated)

RAM DOOR is OPEN (Light IS illuminated)

CRUISE FLAPS are UP

BEFORE LANDING FLAPS are DOWN

TURBOFAN VALVE is CLOSED

TURBOFAN VALVE is OPEN

USE THE QUICK LINKS IN THE UPPER LEFT CORNER OR SCROLL DOWN TO SEE OTHER RAM AIR CONFIGURATIONS.

DEFLECTOR is RETRACTED
RAM DOOR FULL OPEN RAM DOOR FULL OPEN

RAM DOOR is OPEN or CLOSED (Light IS or IS NOT illuminated)

CLIMB FLAPS are UP

FLAPS are UP

TURBOFAN VALVE is CLOSED

DEFLECTOR is EXTENDED
RAM DOOR FULL OPEN

RAM DOOR is OPEN (Light IS illuminated)

LANDED FLAPS are DOWN

TURBOFAN VALVE is OPEN

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