CRJ 100-200 Fcom Vol 1

Vol.
1 01--00--1
AIRPLANE GENERAL
Table of Contents REV 56, Jan 31/03
CHAPTER 1 --- AIRPLANE GENERAL
Page
TABLE OF CONTENTS 01--00

Table of Contents 01--00--1
INTRODUCTION 01--10
Abbreviations 01--10--1
Conversion Factors 01--10--13
Temperature Conversion Table 01--10--14
EXTERIOR 01--20
FLIGHT COMPARTMENT 01--30

Reinforced Flight Compartment Door <0093, FAA> 01--30--22
Emergency Operation 01--30--22
LIST OF ILLUSTRATIONS
INTRODUCTION
Figure 01--10--1 Atmosphere Table 01--10--12
EXTERIOR
Figure 01--20--1 External Airplane Dimensions 01--20--1
Figure 01--20--2 Engine Hazard Areas 01--20--2
Figure 01--20--3 Taxiing and Turning Radii 01--20--3
Figure 01--20--4 Airplane Servicing Points 01--20--4
Figure 01--20--5 Airplane Parking and Mooring 01--20--5
Figure 01--20--6 Covers and Plugs 01--20--6
Figure 01--20--7 Airplane Antenna Locations 01--20--7
Figure 01--20--8 Hazard Areas -- Radar and HF 01--20--8
FLIGHT COMPARTMENT
Figure 01--30--1 Airplanes 7002 to 7451,
Flight Compartment General Arrangement 01--30--1
Figure 01--30--1 Airplanes 7452 and Subsequent,
Flight Compartment General Arrangement 01--30--2
Flight Compartment (Forward View) 01--30--3
Flight Compartment (Forward View) 01--30--4
Figure 01--30--3 Flight Compartment (AFT View) 01--30--5
Flight Crew Operating Manual MASTER

CSP A--013
Vol. 1 01--00--2
AIRPLANE GENERAL
REV 56, Jan 31/03
Table of Contents
Figure 01--30--4 Pilot’s Side Console 01--30--6

Pilot’s Side Panel 01--30--7
Figure 01--30--5 Airplanes 7673 and Subsequent
Pilot’s Side Panel 01--30--8
Figure 01--30--6 Pilot’s Instrument Panel 01--30--9
Figure 01--30--7 Center Instrument Panel 01--30--10
Figure 01--30--8 Overhead Panel 01--30--11
Figure 01--30--9 Glareshield 01--30--12
Figure 01--30--10 Center Pedestal (Upper) 01--30--13
Figure 01--30--11 Center Pedestal -- Thrust Lever and Flight Controls 01--30--14
Figure 01--30--12 Center Pedestal (Lower) 01--30--15
Figure 01--30--13 Copilot’s Instrument Panel 01--30--16
Copilot’s Side Panel 01--30--17
Copilot’s Side Panel 01--30--18
Figure 01--30--15 Copilot’s Side Console 01--30--19
Figure 01--30--16 Fwd Attendant/Observer Position 01--30--20
Figure 01--30--17 Control Wheels 01--30--21
Figure 01--30--18 Reinforced Cockpit Door 01--30--24

CSP A--013
Vol. 1 01--10--1
AIRPLANE GENERAL
Introduction REV 56, Jan 31/03
1. ABBREVIATIONS
The following abbreviations may be used by flight compartment displays, radio tuning units
and flight management system or be found throughout the manual. Some abbreviations
may also appear in lower case letters. Abbreviations having very limited usage are
explained in the systems chapters where they are used.
A
A/C . . . . . . . Air-Conditioning ALT . . . . . . Altitude, Altimeter
A/G . . . . . . . Air/Ground ALT . . . . . . Altitude Hold (PFD/FD)
A/ICE . . . . . Anti-ice ALT CAP . . Altitude Capture (PFD/FD)
A/P . . . . . . . Autopilot ALT HOLD Altitude Hold
A/S . . . . . . . Airspeed ALTN . . . . . Alternate
Selected Altitude Arm/Abort
A/SKID . . . Anti-skid ALTS . . . . .
(PFD/FD)
ABS . . . . . . Absolute AM . . . . . . . Amplitude Modulation
AC . . . . . . . Advisory Circular AMB . . . . . . Ambient
AC . . . . . . . Alternating Current AMP . . . . . . Amperes
ARINC Communications
ACARS . . . Addressing and Reporting ANNUN . . . Annunciator
System
Acceleration, accelerate(d),
ACCEL . . . ANT . . . . . . Antenna
accelerometers
ACM . . . . . . Air Cycle Machine AOA . . . . . . Angle of Attack
Alternating Current Motor Pump/
ACMP . . . . AP . . . . . . . Autopilot
Electric Hydraulic Pump
ACT . . . . . . Active APC . . . . . . Auxiliary Power Control
ACU . . . . . . Air Conditioning Unit APP . . . . . . Approach
ADC . . . . . . Air Data Computer APPROX . . Approximately
Automatic Performance
ADDR . . . . Address APR . . . . . .
Reserve
ADF . . . . . . Automatic Direction Finder APU . . . . . . Auxiliary Power Unit
ADF . . . . . . Automatic Direction Finding ARINC . . . . Aeronautical Radio Incorporated
ADG . . . . . . Air Driven Generator ARP . . . . . . Air Data Reference Panel
ADI . . . . . . . Attitude Director Indicator ASYM . . . . Asymmetrical
ADS . . . . . . Air Data System ATA . . . . . . Air Transport Association
AFCS . . . . . Automatic Flight Control System ATC . . . . . . Air Traffic Control
AFT . . . . . . Afterward ATT . . . . . . Attitude
Automatic Take-off Thrust Con-
AGL . . . . . . Above Ground Level ATTCS . . . .
trol System
AHC . . . . . . Attitude Heading Computer ATTD . . . . . Attitude
Attitude Heading Reference
AHRS . . . . ATTND . . . Attendant
System
AIL . . . . . . . Aileron AUTO . . . . Automatic
ALIGN . . . . Aligning, alignment AUTO BAL Automatic Balance
ALPHA . . . alpha AUTO XFER Automatic Transfer
AUX . . . . . . Auxiliary AVAIL . . . . . Available
AV . . . . . . . Avionics AZ . . . . . . . Azimuth

CSP A--013
Vol. 1 01--10--2
AIRPLANE GENERAL
REV 56, Jan 31/03
Introduction
B
B/AIR . . . . . Bleed Air BLD . . . . . . Bleed
B/C . . . . . . . Back Course BOOM . . . . Headset microphone
B/CRS . . . . Back Course BRG . . . . . . Bearing
B/LEAK . . . Bleed Leak BRKR(s) . . Breaker(s)
BARO . . . . Barometric BRT . . . . . . Bright
BAT . . . . . . Battery BTL . . . . . . Bottle
Brake Temperature Monitoring
BATT . . . . . Battery BTMS . . . .
System
Brake Temperature Monitoring
BDI . . . . . . . Bearing Distance Indicator BTMU . . . .
Unit
BFO . . . . . . Beat Frequency Oscillator BYPS . . . . . Bypass
BITE . . . . . . Built-In-Test Equipment
BK . . . . . . . Brake
C
C......... Center, Caution, Cabin CLK . . . . . . Clock
CAA . . . . . . Civil Aviation Authority (UK) Cm . . . . . . . Centimeters
CAL . . . . . . Calibrate CMD . . . . . Command
CAP . . . . . . Capture CMPS . . . . Compass
CAPT . . . . . Captain CMPTR . . . Computer
CAS . . . . . . Calibrated Air Speed CO2 . . . . . . . . . Carbon Dioxide
CAT . . . . . . Category COM . . . . . Communication
CAT . . . . . . Clear Air Turbulence COMM . . . . Communication
CAT I, II, III Category I, II, III COMP . . . . Compressor, Comparator
CB, C/B . . . Circuit Breaker COMPT . . . Compartment
CBP . . . . . . Circuit Breaker Panel COND . . . . Condition, Continued
CCW . . . . . Counter Clockwise CONFIG . . Configuration
CDL . . . . . . Configuration Deviation List CONN . . . . Connection
Compressor Discharge Control, Continuous, Contactor,
CDP . . . . . . CONT . . . .
Pressure Controller
CDU . . . . . . Control Display Unit COOL . . . . Cooling
CFM . . . . . . Cubic Feet Per Minute CORR . . . . Correction
Cabin Pressure Acquisition
CPAM . . . .
Module
CG . . . . . . . Center of Gravity CPLT . . . . . Copilot
CH . . . . . . . Chapter, Channel CRS . . . . . . Course
CHAN . . . . Channel CRT . . . . . . Cathode Ray Tube
CHGR . . . . Charger CRZ . . . . . . Cruise
CHR . . . . . . Chronograph CSD . . . . . . Constant Speed Drive
CHRT . . . . . Chart CTR . . . . . . Center
CK . . . . . . . Check CVR . . . . . . Cockpit Voice Recorder
CKPT . . . . . Cockpit CW . . . . . . . Clockwise
CKT . . . . . . Circuit CYL . . . . . . Cylinder
CLB . . . . . . Climb

CSP A--013
Vol. 1 01--10--3
AIRPLANE GENERAL
D
DA . . . . . . . Drift Angle DG . . . . . . . Directional Gyro
DBU . . . . . . Data Base Unit DH . . . . . . . Decision Height
DC . . . . . . . Direct Current DIFF . . . . . . Differential
DCP . . . . . . Display Control Panel DIM . . . . . . Dimming
DCU . . . . . . Data Concentrator Unit DIR . . . . . . . Direct
Distance (to way point),
DECEL . . . Decelerate(d) DIS . . . . . . .
Disconnect
DECR . . . . Decrease DISC . . . . . Disconnect
DEFL . . . . . Defuel DISCH . . . . Discharge
DEG . . . . . . Degree DISP . . . . . Dispatch, Display
DEPR . . . . Depressurize DIST . . . . . Distance
DEPT . . . . . Departure DME . . . . . . Distance Measuring Equipment
DEST . . . . . Destination DN . . . . . . . Down
Department of Transport
DET . . . . . . Detector DOT . . . . . .
(Canada)
DEV . . . . . . Deviation DR . . . . . . . Door
Digital Flight Data Acquisition
DFDAU . . .
Unit
DFDR . . . . Digital Flight Data Recorder
E
EAS . . . . . . Equivalent Airspeed EMER(G) . Emergency
ECP . . . . . . EICAS Control Panel ENG . . . . . . Engine
ECS . . . . . . Environmental Control System EPC . . . . . . External Power Contactor
ECU . . . . . . Electronic Control Unit EQUIP . . . . Equipment
ED . . . . . . . EICAS Display ERP . . . . . . Eye Reference Position Datum
Engine Driven Pump/Engine
EDP . . . . . . ESS . . . . . . Essential
Primary Hydraulic Pump
Electronic Flight Instrument
EFIS . . . . . . ET . . . . . . . Elapsed Time
System
EGT . . . . . . Exhaust Gas Temperature ETA . . . . . . Estimated Time of Arrival
Engine Indication and Crew
EICAS . . . . EVAC . . . . . Evacuation
Alerting System
EL . . . . . . . . Elevation EXH . . . . . . Exhaust
ELEC . . . . . Electrical EXTIN . . . . Extinguish(ed)
ELEV . . . . . Elevator, Elevation
ELT . . . . . . Emergency Locator Transmitter

CSP A--013
Vol. 1 01--10--4
AIRPLANE GENERAL
REV 56, Jan 31/03
Introduction
F
F/CTL . . . . Flight Controls FL CH . . . . Flight Level Change
Federal Aviation Administration
FAA . . . . . . FLD . . . . . . Field
(USA)
FAIL . . . . . . Failure FLT . . . . . . . Flight
FCC . . . . . . Flight Control Computer FLT DIR . . . Flight Director
FCU . . . . . . Fuel Control Unit FLUOR . . . Fluorescent
Flex thrust (Reduced take-off
FD, F/D . . . Flight Director FLX . . . . . .
thrust)
FDAU . . . . . Flight Data Acquisition Unit FM . . . . . . . Fan Marker
FDR . . . . . . Flight Data Recorder (Digital) FMS . . . . . . Flight Management System
FECU . . . . . Flaps Electronic Control Unit FPM . . . . . . Feet Per Minute
FEED . . . . . Feeder FREQ . . . . Frequency
FF, F/F . . . . Fuel Flow FT . . . . . . . . Feet, Foot
FIRE BTL . Fire Bottle FW . . . . . . . Fire Wall
FIREX . . . . Fire Extinguisher FWD . . . . . Forward
G
G (+/--) . . . . Receiver Gain GMT . . . . . . Greenwich Mean Time
G/S . . . . . . . Glide slope GND . . . . . . Ground
GA . . . . . . . Go-around GPM . . . . . Gallons Per Minute
Ground Proximity Warning
GAL . . . . . . Gallon GPWS . . . .
System
GALY . . . . . Galley GR . . . . . . . Gear
GCS . . . . . . Ground Clutter Suppression GRAV . . . . Gravity
GCU . . . . . . Generator Control Unit GS . . . . . . . Ground Speed
GE . . . . . . . . . General Electric Aero Engines GUIDE . . . . Guidance
GEN . . . . . . Generator GW . . . . . . . Gross Weight
GLD . . . . . . Ground Lift Dumper (ing)
H
HDG . . . . . . Heading HP . . . . . . . High Pressure
HDG HOLD Heading Hold HPA . . . . . . . . . Hecto Pascals
HDG SEL . Heading Select HSI . . . . . . . Horizontal Situation Indicator
Horizontal Stabilizer Trim
HEAT . . . . . Heater HSTA . . . . .
Actuator
HF . . . . . . . High Frequency (3 -- 30 mHz) HSTCU . . .
Control Unit
Hg . . . . . . . Mercury HTR . . . . . . Heater
HGS . . . . . . Head-up Guidance System HUD . . . . . . Heads-up Display
HI . . . . . . . . High HYD . . . . . . Hydraulic
HLDR . . . . . Holder Hz . . . . . . . . Hertz
HOR,
HORIZ . . . . Horizontal
HOT . . . . . . High Oil Temperature

CSP A--013
Vol. 1 01--10--5
AIRPLANE GENERAL
I
I/B . . . . . . . . Inboard INCR . . . . . Increase
I/C . . . . . . . Intercom, Inspection Check IND . . . . . . . Indication, Indicator
Integrated Avionics Processor
IAPS . . . . . INFLT . . . . . In Flight
System
IAS . . . . . . . Indicated Air Speed INHIB . . . . . Inhibit
International Civil Aviation
ICAO . . . . . INOP . . . . . Inoperative
Organization
ICS . . . . . . . Idle Corrected Speed INPH . . . . . Interphone
ID . . . . . . . . Identification INSP . . . . . Inspection
IDENT . . . . Identification INST(S) . . . Instrument(s)
INST,
IDG . . . . . . Integrated Drive Generator
INSTR . . . . Instrument
IFR . . . . . . . Instrument Flight Rules INT . . . . . . . Internal, Integral, Intersection
IGN . . . . . . Ignition INTEG . . . . Integral
ILS . . . . . . . Instrument Landing System IRS . . . . . . . Inertial Reference System
IM . . . . . . . . ILS Inner Marker IRU . . . . . . . Inertial Reference Unit
Instrument Meteorological International Standard
IMC . . . . . . ISA . . . . . . .
Conditions Atmosphere
International Standard
IMP . . . . . . Imperial ISO . . . . . . .
Organization
IN . . . . . . . . Inch, Inches ISOL . . . . . Isolation, Isolated
IN Hg . . . . . Inches of Mercury ITT . . . . . . . Inter Turbine Temperature
INBD . . . . . Inboard
J
JAA . . . . . . Joint Airworthiness Authority
K
K, KT, KTS Knots KIAS . . . . . Knots Indicated Airspeed
kg(s) . . . . . . Kilogram(s) kW(s) . . . . . KiloWatt(s)
kHz . . . . . . . KiloHertz

CSP A--013
Vol. 1 01--10--6
AIRPLANE GENERAL
REV 56, Jan 31/03
Introduction
L
L ......... Left, Landing LK . . . . . . . . Leak
L/T . . . . . . . Landing/Taxi LN . . . . . . . Left Nose
LAV . . . . . . Lavatory LNAV . . . . . Lateral Navigation
lb . . . . . . . . Pound(s) LOC . . . . . . ILS Localizer
LB(s) . . . . . Pound(s) LOGO . . . . Logo Graphic
Compass Locator at Outer
LCN . . . . . . Load Classification Number LOM, MM .
Marker
LCV . . . . . . Load Control Valve LOP . . . . . . Low Oil Pressure
LDA . . . . . . Localizer-Type Directional Aid LP . . . . . . . . Low Pressure
LDG . . . . . . Landing LPM . . . . . . Liter Per Minute
LDG GR . . Landing Gear LR . . . . . . . Left Rear
LDU . . . . . . Lamp Driver Unit LRC . . . . . . Long Range Cruise
LE . . . . . . . . Leading Edge LSB . . . . . . Lower Side Band
LG . . . . . . . Landing Gear LT(s) . . . . . Light(s)
LGC . . . . . . Landing Gear Controller LW . . . . . . . Left Wing
LGW . . . . . Landing Gross Weight LWD . . . . . . Left Wing Down
LH . . . . . . . Left Hand LWR . . . . . . Lower
LIM . . . . . . . Limit
M
M ........ Mach Number MIC . . . . . . Microphone
m ........ Meter MID AFT . . Middle Afterward
Maximum Authorized IFR
MAA . . . . . . MID FWD . Middle Forward
Altitude
MAC . . . . . . Mean Aerodynamic Chord MILS . . . . . .001 of an inch
MAG . . . . . Magnetic MIN . . . . . . Minimum
MAINT . . . . Maintenance MISC . . . . . Miscellaneous
MALF . . . . . Malfunction MKR . . . . . . Marker
MAN . . . . . . Manual MLG . . . . . . Main Landing Gear
MAP . . . . . . Ground Map (WXR) MLS . . . . . . Microwave Landing System
MAX . . . . . . Maximum MLW . . . . . Maximum Landing Weight
MAZ . . . . . . MLS Azimuth MM . . . . . . . ILS Middle Marker
MB . . . . . . . Millibars MMEL . . . . Master Minimum Equipment List
Maximum Operating Speed in
mbs . . . . . . Millibars MMO . . . . .
Mach Number
Minimum Obstruction Clearance
MCA . . . . . . Minimum Crossing Altitude MOCA . . . .
Altitude
MCT . . . . . . Maximum Continuous Thrust MOD . . . . . Module
MDA . . . . . . Minimum Descent Altitude MON . . . . . Monitor
MEA . . . . . . Minimum Enroute IFR Altitude MPH . . . . . . Miles Per Hour
MECH . . . . Mechanic MRA . . . . . . Minimum Reception Altitude
MED . . . . . . Medium MSG . . . . . Message
MEL . . . . . . Minimum Equipment List MSL . . . . . . Mean Sea Level
MFD . . . . . . Multifunction Display MTG . . . . . . Miles to Go
MGP . . . . . MLS Glideslope MTOW . . . . Maximum Takeoff Weight
MHz . . . . . . MegaHertz MTW . . . . . Maximum Taxi Weight
MI . . . . . . . . Miles MZFW . . . . Maximum Zero Fuel Weight

CSP A--013
Vol. 1 01--10--7
AIRPLANE GENERAL
MISC
% ........ Percent _C . . . . . . . . Degrees Centigrade
& ......... and _F . . . . . . . . Degrees Fahrenheit
N
N/A . . . . . . . Not applicable NLG . . . . . . Nose Landing Gear
N1 . . . . . . . Low Pressure Rotor NM . . . . . . . Nautical Mile(s)
N2 . . . . . . . High Pressure Rotor No. . . . . . . . Number
NAV . . . . . . Navigation NOPT . . . . No Procedure Turn Required
ND . . . . . . . Nose Down, Navigation Display NORM . . . . Normal
Nondirectional Beacon
NDB (ADF) NOSE . . . . Nose Wheel
(Automatic Direction Finder)
NEG . . . . . . Negative NR . . . . . . . Nose Right
NEUT . . . . . Neutral NTO . . . . . . Normal Take-Off
NL . . . . . . . Nose Left NU . . . . . . . Nose Up
O
OAT . . . . . . Outside Air Temperature OVBD . . . . Overboard
OB/OUTBD Outboard OVHT, OH . Overheat
OBS . . . . . . Observer OVLD . . . . . Overload
OEI . . . . . . . One Engine Inoperative OVSP . . . . Overspeed
OEW . . . . . Operating Empty Weight OVSPD . . . Overspeed
OH, OVHD Overhead OVTEMP . . Over Temperature
OK . . . . . . . Okay OXY, O2 . . . . Oxygen
OM . . . . . . . ILS Outer Marker

CSP A--013
Vol. 1 01--10--8
AIRPLANE GENERAL
REV 56, Jan 31/03
Introduction
P
P#6 . . . . . . Panel 6 PRESS . . . Pressure, Pressurization
P/S . . . . . . . Pitot/Static PRI . . . . . . . Primary
PA . . . . . . . Passenger Address PRIM . . . . . Primary
PASS . . . . . Passenger PROC . . . . Procedure
Portable Breathing Equipment
PBE . . . . . . PROT . . . . Protection
(Smoke Hood)
PCU . . . . . . Power Control Unit PROX . . . . Proximity
Proximity Sensor Electronics
PF . . . . . . . Pilot Flying PSEU . . . . .
Unit
PFD . . . . . . Primary Flight Display PSI . . . . . . . Pounds Per Square Inch
PLA . . . . . . Power Lever Angle PSIG . . . . . Pounds Per Square Inch Gauge
PLT(s) . . . . Pilot(s) PSS . . . . . . Proximity Sensor System
PNF . . . . . . Pilot Not Flying PSU . . . . . . Passenger Service Unit
PNLS(s) . . Panel(s) PT2 . . . . . . Engine Inlet Pressure
PO . . . . . . . Outside Air Pressure PTCT . . . . . Protect
POS . . . . . . Position PTT . . . . . . Push To Talk
PPH . . . . . . Pounds Per Hour PWR . . . . . Power
Q
QAR . . . . . . Quick Access Recorder QNH . . . . . . Altimeter Setting
QEC . . . . . . Quick Engine Change QTY . . . . . . Quantity
QFE . . . . . . Local Station Pressure
R
R......... Right RNAV . . . . . Area Navigation
RA . . . . . . . Radio Altitude ROT . . . . . . Rotation
Registro Aeronautico Italiano
RAI . . . . . . . RPM . . . . . . Revolutions Per Minute
(Italy)
RAT . . . . . . Ram Air Turine RT, R/T . . . Receiver-Transmitter
Remote Controlled Circuit
RCCB . . . . RTE . . . . . . Route
Breaker
RCDR . . . . Recorder RTE DATA Route Data
RCVR . . . . Receiver RTO . . . . . . Rejected Takeoff
RDR . . . . . . Radar RTU . . . . . . Radio Tuning Unit
REC . . . . . . Receiver, Recorder RUD . . . . . . Rudder
RECOG . . . Recognition RVR . . . . . . Runway Visual Range
REF(s) . . . . Reference(s) RVSR . . . . Reverser
REFL . . . . . Refuel RW . . . . . . . Right Wing
REV . . . . . . Reverse RWD . . . . . Right Wing Down
RH . . . . . . . Right Hand RWY . . . . . Runway
RMI . . . . . . Radio Magnetic Indicator

CSP A--013
Vol. 1 01--10--9
AIRPLANE GENERAL
S
S ......... Status SPKR . . . . . Speaker
SAT . . . . . . Static Air Temperature SPLR(s) . . Spoiler(s)
SCAV . . . . . Scavenge SQL . . . . . . Squelch
SDF . . . . . . Simplified Directional Facility SSB . . . . . . Single Side Band
SEC . . . . . . Second, Secondary STA . . . . . . Station
Spoiler Electronic Control
SECS . . . . . STAB . . . . . Stabilizer
System
SECU . . . . Spoiler Electronic Control Unit STAT . . . . . Status
SEL . . . . . . Select, Selector STBY . . . . . Standby
SELCAL . . Selective Call STEER . . . Steering
SENS . . . . . Sensitivity, Sensor SUPPL . . . Supply
SERV,
SW(s) . . . . Switches
SVCE . . . . . Service
SMKG . . . . Smoking SYN . . . . . . Synchronize
SOV . . . . . . Shutoff Valve SYNC . . . . Synchronous
SP, SPD . . Speed SYS, SYST System
SPC . . . . . . Stall Protection Computer
T
T/C . . . . . . . Top of Climb TGT . . . . . . Target
T/D . . . . . . . Top of Descent TO, T/O . . . Takeoff
T/R . . . . . . . Thrust Reverser TOGA . . . . . Take-off / Go-around
TACAN . . . UHF Tactical Air Navigation Aid TOL . . . . . . Tolerance
TAS . . . . . . True Airspeed TRB, TURB Turbulence
TAT . . . . . . Total Air Temperature TRK . . . . . . Track
TCAS . . . . . Traffic Alert and Collision
TRM . . . . . . Trim
Avoidance System
TE . . . . . . . Trailing Edge TRU . . . . . . Transformer Rectifier Unit
TEMP . . . . Temperature TT2 . . . . . . Engine Inlet Temperature
U
UNSCHD . Unscheduled USG . . . . . . United States Gallons
USB . . . . . . Upper Side Band UTIL . . . . . . Utility

CSP A--013
Vol. 1 01--10--10
AIRPLANE GENERAL
REV 56, Jan 31/03
Introduction
V
VS0 ............ Stalling Speed or the Minimum
V ......... Volt Steady Flight Speed in the
Landing Configuration
VS1 ............ Stalling Speed or the Minimum
VA .............. Design Maneuvering Speed Steady Flight Speed Obtained
in a Specific Configuration
V1 .............. Takeoff Decision Speed (former-
Design Speed for Maximum
VB . . . . . . . . . . . . . . ly Denoted as Critical Engine
Gust Intensity
Failure Speed)
VC ............. Design Cruising Speed V2 . . . . . . . . . . . . . . Takeoff Safety Speed
VD ............. Design Diving Speed V2 MIN . . . . . . . . . . Minimum Takeoff Safety Speed
Demonstrated flight diving
VDF /MDF ...... V/S . . . . . . . Vertical Speed
speed.
VEF . . . . . . . . . . . . Engine Failure Speed VERT . . . . . Vertical
VF . . . . . . . . . . . . . . Design Flap Speed VFR . . . . . . Visual Flight Rules
Maximum Speed for Stability
VFC /MFC ...... VG . . . . . . . Vertical Gyro
Characteristics
Very High Frequency
VFE ............ Maximum Flap Extended Speed VHF . . . . . .
(30 -- 300 mHz)
Maximum Landing Gear
VLE ............ VIB . . . . . . . Vibration
Extended Speed
Maximum Landing Gear Visual Meteorological Condi-
VLO ............ VMC . . . . . .
Operating Speed tions
VLOF ........... Lift-off Speed VNAV . . . . . Vertical Navigation
Minimum Control Speed with
VMC ............ VOL . . . . . . Volume
the Critical Engine Inoperative
Maximum Operating Limit
VMO /MMO ..... VOLT . . . . . Voltage
Speed
VHF Omnidirectional Range
VMU ............ Minimum Unstick Speed VOR . . . . . .
Station
VR ............. Rotation Speed VORTAC . . VOR and TACAN Co-located
Stalling Speed or the Minimum
VS . . . . . . . . . . . . . . Steady Flight Speed at which VSI . . . . . . . Vertical Speed Indicator
the Airplane is Controllable
W
W ........ Warning WIND . . . . . Window
W/C . . . . . . Wind Component WOW . . . . . Weight-On-Wheel
W/S . . . . . . Wind Shear WPT(s) . . . Waypoint(s)
W/W . . . . . . Wheel Well WRN . . . . . Warning
Second Segment Limited
WARN . . . . Warning WS . . . . . . .
Weight
WF . . . . . . . Runway Length Limited Weight WSHLD . . . Windshield
WGT . . . . . Weight WX . . . . . . . Weather
WHLS . . . . Wheels WXR . . . . . Weather Radar

CSP A--013
Vol. 1 01--10--11
AIRPLANE GENERAL
X
X ......... Cross Transfer XPNDR . . . Transponder
XFER, XFR Transfer XTK . . . . . . Cross Track
XFLOW . . . Cross Flow XWC . . . . . Cross Wind Component
XMIT . . . . . Transmit
Y
YD, Y/D . . . Yaw Damper
Z
ZFW . . . . . . Zero Fuel Weight

CSP A--013
Vol. 1 01--10--12
AIRPLANE GENERAL
REV 56, Jan 31/03
Introduction
ATMOSPHERE TABLE
ALTITUDE PRESSURE TEMPERATURE
Feet Meters Hg Mb PSIA ûF ûC
0 0 29.92 1013.2 14.70 59 15
1000 328.08 28.86 977.2 14.17 55.4 13

2000 656.16 27.82 942.1 13.66 51.8 11
3000 984.24 26.82 908.1 13.17 48.3 9.1
4000 1312.32 25.84 875.1 12.69 44.8 7.1
5000 1640.40 24.90 843.0 12.23 41.2 5.1
6000 1972.48 23.98 812.0 11.78 37.6 3.1
7000 2296.56 23.09 781.9 11.34 34.0 1.1
8000 2624.64 22.23 752.6 10.92 30.5 ---.9
9000 2952.72 21.39 724.3 10.51 26.9 ---2.8
10,000 3280.80 20.58 696.8 10.11 23.3 ---4.8
15,000 4921.20 16.89 571.8 8.29 5.5 ---14.7
20,000 6561.60 13.75 465.6 6.75 ---12.3 ---24.6
25,000 8202.0 11.10 376.0 5.45 ---30.1 ---34.5
30,000 9842.4 8.90 300.9 4.36 ---47.9 ---44.4
35,000 11,482.8 7.04 238.4 3.46 ---65.7 ---54.3
40,000 13,152.0 5.54 187.5 2.72 ---69.7 ---56.5
NOTE
The above table is presented for guidance

purposes only. For more information, refer to
the ICAO Standard Atmosphere Tables.
Atmosphere Table
Figure 01---10---1

CSP A--013
Vol. 1 01--10--13
AIRPLANE GENERAL
2. CONVERSION FACTORS
Multiply By To Obtain Multiply By To Obtain

0.54 knots
Centimeters 0.3937 in Km/hr
0.6214 mph
1.151 mph
Centimeters2 0.155 in2 Knots
1.852 km/hr
Centimeters3 0.061 in3 kPa 0.145 psi
0.2642 USG
Ft 0.3048 meters Liters
0.22 Imperial gal
Ft2 0.0929 meters2 Meters 3.281 ft
Ft3 0.0283 meters3 Meters2 10.76 ft2
1.201 USG
Gal, Imperial Meters3 35.3115 ft3
4.546 liters
5280 ft
3.785 liters
Gal, US Miles 1.609 km
0.8327 Imperial gal
0.869 nautical miles
1.609 km/hr
In 2.54 cm Mph
0.869 knots
1.151 miles
In2 6.452 cm2 Nautical Miles
1.852 m
In3 16.387 cm3 Pounds (lb) 0.45 kilograms
Kilograms 2.205 lb PSI 6.895 kPa
0.6214 miles
Kilometers
0.54 nautical miles

CSP A--013
Vol. 1 01--10--14
AIRPLANE GENERAL
REV 56, Jan 31/03
Introduction
3. TEMPERATURE CONVERSION TABLE
ûC a ûFbûC 'ûF ûC a ûFbûC 'ûF ûC a ûFbûC 'ûF ûC a ûFbûC 'ûF ûC a ûFbûC 'ûF ûC a ûFbûC 'ûF
-73.3 -100 -148.0 -45.6 -50 -58.0 -17.8 0 32.0 10.0 50 122.0 37.8 100 212.0 65.6 150 302.0
-72.8 -99 -146.2 -45.0 -49 -56.2 -17.2 1 33.8 10.6 51 123.8 38.3 101 213.8 66.1 151 303.8
-72.2 -98 -144.4 -44.4 -48 -54.4 -16.7 2 35.6 11.1 52 125.6 38.9 102 215.6 66.7 152 305.6
-71.7 -97 -142.6 -43.9 -47 -52.6 -16.1 3 37.4 11.7 53 127.4 39.4 103 217.4 67.2 153 307.4
-71.1 -96 -140.8 -43.3 -46 -50.8 -15.6 4 39.2 12.2 54 129.2 40.0 104 219.2 67.8 154 309.2
-70.6 -95 -139.0 -42.8 -45 -49.0 -15.0 5 41.0 12.8 55 131.0 40.6 105 221.0 68.3 155 311.0
-70.0 -94 -137.2 -42.2 -44 -47.2 -14.4 6 42.8 13.3 56 132.8 41.1 106 222.8 68.9 156 312.8
-69.4 -93 -135.4 -41.7 -43 -45.4 -13.9 7 44.6 13.9 57 134.6 41.7 107 224.6 69.4 157 314.6
-68.9 -92 -133.6 -41.1 -42 -43.6 -13.3 8 46.4 14.4 58 136.4 42.2 108 226.4 70.0 158 316.4
-68.3 -91 -131.8 -40.6 -41 -41.8 -12.8 9 48.2 15.0 59 138.2 42.8 109 228.2 70.6 159 318.2
-67.8 -90 -130.0 -40.0 -40 -40.0 -12.2 10 50.0 15.6 60 140.0 43.3 110 230.0 71.1 160 320.0
-67.2 -89 -128.2 -39.4 -39 -38.2 -11.7 11 51.8 16.1 61 141.8 43.9 111 231.8 71.7 161 321.8
-66.7 -88 -126.4 -38.9 -38 -36.4 -11.1 12 53.6 16.7 62 143.6 44.4 112 233.6 72.2 162 323.6
-66.1 -87 -124.6 -38.3 -38 -34.6 -10.6 13 55.4 17.2 63 145.4 45.0 113 235.4 72.8 163 325.4
-65.6
-86 -122.8 -37.8 -36 -32.8 -10.0 14 57.2 17.8 64 147.2 45.6 114 237.2 73.3 164 327.2
-65.0 -85 -121.0 -37.2 -35 -31.0 -9.4 15 59.0 18.3 65 149.0 46.1 115 239.0 73.9 165 329.0
-64.4 -84 -119.2 -36.7 -34 -29.0 -8.9 16 60.8 18.9 66 150.8 46.7 116 240.8 74.4 166 330.8
-63.9 -83 -117.4 -36.1 -33 -27.4 -8.3 17 62.6 19.4 67 152.6 47.2 117 242.6 75.0 167 332.6
-63.3 -82 -115.6 -35.6 -32 -25.6 -7.8 18 64.4 20.0 68 154.4 47.8 118 244.4 75.6 168 334.4
-62.8 -81 -113.8 -35.0 -31 -23.8 -7.2 19 66.2 20.6 69 156.2 48.3 119 246.2 76.1 169 336.2
-62.2 -80 -112.0 -34.4 -30 -22.0 -6.7 20 68.0 21.1 70 158.0 48.9 120 248.0 76.1 170 338.0
-61.7 -79 -110.2 -33.9 -29 -20.2 -6.1 21 69.8 21.7 71 159.8 49.4 121 249.8 77.2 171 339.8
-61.1 -78 -108.4 -33.3 -28 -18.4 -5.6 22 71.6 22.2 72 161.6 50.0 122 251.6 77.8 172 341.6
-60.6 -77 -106.6 -32.8 -27 -16.6 -5.0 23 73.4 22.8 73 163.4 50.6 123 253.4 78.3 173 343.4
-60.0 -76 -104.8 -32.2 -26 -14.8 -4.4 24 75.2 23.3 74 165.2 51.1 124 255.2 78.9 174 345.2
-59.4 -75 -103.0 -31.7 -25 -13.0 -3.9 25 77.0 23.9 75 167.0 51.7 125 257.0 79.4 175 347.0
-58.9 -74 -101.2 -31.1 -24 -11.2 -3.3 26 78.8 24.4 76 168.8 52.2 126 258.8 80.0 176 348.8
-58.3 -73 -99.4 -30.6 -23 -9.4 -2.8 27 80.6 25.0 77 170.6 52.8 127 260.6 80.6 177 350.6
-57.8 -72 -97.6 -30.0 -22 -7.6 -2.2 28 82.4 25.6 78 172.4 53.3 128 262.4 81.1 178 352.4
-57.2 -71 -95.8 -29.4 -21 -5.8 -1.7 29 84.2 26.1 79 174.2 53.9 129 264.2 81.7 179 354.2
-56.7 -70 -90.0 -28.9 -20 -4.0 -1.1 30 86.0 26.7 80 176.0 54.4 130 266.0 82.2 180 356.0
-56.1 -69 -92.2 -28.3 -19 -2.2 -0.6 31 87.8 27.2 81 177.8 55.0 131 267.8 82.8 181 357.8
-55.6 -68 -90.4 -27.8 -18 -0.4 0.0 32 89.6 27.8 82 179.6 55.6 132 269.6 83.3 182 359.6
-55.0 -67 -88.6 -27.2 -17 1.4 0.6 33 91.4 28.3 83 181.4 56.1 133 271.4 83.9 183 361.4
-54.4 -66 -86.8 -26.7 -16 3.2 1.1 34 93.2 28.9 84 183.2 56.7 134 273.2 84.4 184 363.2
-53.9 -65 -85.0 -26.1 -15 5.0 1.7 35 95.0 29.4 85 185.0 57.2 135 275.0 85.0 185 365.0
-53.3 -64 -83.2 -25.6 -14 6.8 2.2 36 96.8 30.0 86 186.8 57.8 136 276.8 85.6 186 366.8
-52.8 -63 -81.4 -25.0 -13 8.6 2.8 37 98.6 30.6 87 188.6 58.3 137 278.6 86.1 187 368.6
-52.2 -62 -79.6 -24.4 -12 10.4 3.3 38 100.4 31.1 88 190.4 58.9 138 280.4 86.7 188 370.4
-51.7 -61 -77.8 -23.9 -11 12.2 3.9 39 102.2 31.7 89 192.2 59.4 139 282.2 87.2 189 372.2
-51.1 -60 -76.0 -23.3 -10 14.0 4.4 40 104.0 32.2 90 194.0 60.0 140 284.0 87.8 190 374.0
-50.6 -59 -74.2 -22.8 -9 15.8 5.0 41 105.8 32.8 91 195.8 60.6 141 285.8 88.3 191 375.8
-50.0 -58 -72.4 -22.2 -8 17.6 5.6 42 107.6 33.3 92 197.6 61.1 142 287.6 88.9 192 377.6
-49.4 -57 -70.6 -21.7 -7 19.4 6.1 43 109.4 33.9 93 199.4 61.7 143 289.4 89.4 193 379.4
-48.9 -56 -68.8 -21.1 -6 21.2 6.7 44 111.2 34.4 94 201.2 62.2 144 291.2 90.0 194 381.2
-48.3 -55 -67.0 -20.6 -5 23.0 7.2 45 113.0 35.0 95 203.0 72.8 145 293.0 90.6 195 383.0
-47.8 -54 -65.2 -20.0 -4 24.8 7.8 46 114.8 35.6 96 204.8 63.3 146 294.8 91.1 196 384.8
-47.2 -53 -63.4 -19.4 -3 26.6 8.3 47 116.6 36.1 97 206.6 63.9 147 296.6 91.7 197 386.6
-46.7 -52 -61.6 -18.9 -2 28.4 8.9 48 118.4 36.7 98 208.4 64.4 148 298.4 92.2 198 388.4
-46.1 -51 -59.8 -18.3 -1 30.2 9.4 49 120.2 37.2 99 210.2 65.0 149 300.2 92.8 199 390.2

CSP A--013
Vol. 1 01--20--1
AIRPLANE GENERAL
Exterior REV 56, Jan 31/03
21.21 M
(69 FT 6 IN)
6.2 M
(20 FT 4 IN)
1.45 M
2.7 M (4 FT 9 IN)
(8 FT 10 IN)
2.9 M
(9 FT 6 IN)
3.74 M
3.1 M (12 FT 3 IN)
(10 FT 4 IN)
26.77 M
(87 FT 10 IN)
0.914 M
(3 FT)
6.299 M
(20 FT 8 IN)
1.5 M 1.6 M
(5 FT) (5 FT 1 IN)
11.1 M
36 FT 4 IN
24.29 M
(80 FT 4 IN)
External Airplane Dimensions

Figure 01---20---1

CSP A--013
Vol. 1 01--20--2
AIRPLANE GENERAL
REV 56, Jan 31/03
Exterior
IDLE MAXIMUM
THRUST THRUST
25 FT
12 FT
APU EXHAUST
DANGER AREA
(15 FEET)
0 0
10 136 MPH 10
544 MPH
20 20
68 MPH
30 30
40 34 MPH 272 MPH 40
50 FT 50 FT
60 136 MPH 60
70 20 MPH 70
80 80
90 90
IDLE
100 FT THRUST 100 FT
68 MPH
110 18 FT 110
120 120
130 130
140 140
150 FT 150 FT
160 MAXIMUM 160

THRUST 34 MPH
170 170
18 FT
Engine Hazard Areas

Figure 01---20---2

CSP A--013
Vol. 1 01--20--3
AIRPLANE GENERAL
16.3 M
(53 FT 6 IN)
12.57 M
(41 FT 3 IN)
14.54 M
(47 FT 7 IN) TURN
CENTER
15.7 M
(51 FT 5 IN)
Taxiing and Turning Radii

Figure 01---20---3

CSP A--013
Vol. 1 01--20--4
AIRPLANE GENERAL
REV 56, Jan 31/03
Exterior
LOW PRESSURE
AIR GROUND
NO. 3 HYDRAULIC SYSTEM CONNECTION
ACCUMULATOR CHARGING <0007>
POINT AND PRESSURE GAUGE NO. 2 HYDRAULIC
SYSTEM
DC EXTERNAL
OIL REPLENISHMENT
FUEL LEVEL POWER
TANK PANEL
INDICATOR (AFT EQUIPMENT BAY)
NO. 3 HYDRAULIC
SYSTEM
NO. 1 HYDRAULIC
OVERWING GRAVITY
SYSTEM AND REAR
FUEL FILLER (TYP)
INTERPHONE
ENGINE OIL TANK

GROUND AIR
PRESSURE REFUEL/DEFUEL CONNECTION
PANEL AND ADAPTER NO. 3 HYDRAULIC SYSTEM
RESERVOIR FILLER
OXYGEN SYSTEM CONNECTION
CHARGING VALVE
AND GAUGE
FUEL LEVEL
INDICATORS
FUEL LEVEL
FUEL TANK INDICATOR
WATER DRAIN
(TYP)
AC EXTERNAL
POWER
BRAKE ACCUMULATOR
CHARGING POINTS
AND INTERPHONE
Airplane Servicing Points <MST>

Figure 01---20---4

CSP A--013
Vol. 1 01--20--5
AIRPLANE GENERAL
AIR DRIVEN D G H
GENERATOR B E
LOCKING PIN
A
D PICKETING KIT G H
PICKETING KIT
NOSE GEAR
LOCKING PIN E
CHOCKS
B CHOCKS
MAIN GEAR
LOCKING PIN
C
F
Airplane Parking and Mooring

Figure 01--20--5

CSP A--013
Vol. 1 01--20--6
AIRPLANE GENERAL
REV 56, Jan 31/03
Exterior
A B RAM AIR INTAKE
B C ACU EXHAUST
A APU EXHAUST ENGINE

EXHAUST
D HEAT EXCHANGER
ENGINE AIR INLET
INTAKE
F
PITOT HEADS
E
(LEFT & RIGHT)
ANGLE OF ATTACK
F
TRANSDUCER VANE
G
H ICE DETECTOR
PROBE (LEFT & RIGHT) STATIC PRESSURE
G
SENSOR (LEFT & RIGHT)
Covers and Plugs

Figure 01--20--6

CSP A--013
Vol. 1 01--20--7
AIRPLANE GENERAL
GPS
VOR AND (BOTH SIDES) ATC 2
LOCALIZER
<0027, 0047> ATC 1 OTHER SIDE
(BOTH SIDES) VHF 1 TCAS
VHF 3
<0008>
DIRECTIONAL
HF <0014>
<0011, 0060> ADF
EMERGENCY
LOCATOR
TRANSMITTER
RADIO TCAS
ALTIMETER VHF 2 OMNI
UNDERWATER RADIO <0045> ATC 2 DIRECTIONAL
LOCATOR ALTIMETER DME 2
DME 1 (BOTH SIDES)
BEACONS
MARKER BEACON 1 OTHER SIDE
(CVR AND FDR)
MARKER BEACON 2
WEATHER
RADAR
GLIDE
SLOPE
Airplane Antenna Locations <MST>

Figure 01---20---7

CSP A--013
Vol. 1 01--20--8
AIRPLANE GENERAL
REV 56, Jan 31/03
Exterior
RADAR 25 WATT
60 Centimeters (2 Feet)
with radome closed.
HF ANTENNA
175 watt (peak)
50 watt (average)
<0011><0060>
Hazard Areas --- Radar and HF <MST>

Figure 01---20---8

CSP A--013
Vol. 1 01--30--1
AIRPLANE GENERAL
Flight Compartment REV 56, Jan 31/03
11
12
9
10
8
13
15 14
7
13
19
6 16
5
17
1
3 3
4
2
18
NOTE
TWO INSTRUMENTS ARE TYPICAL.
ONE UNIT ONLY FOR OPTION <0083>
WHICH IS TOP UNIT.
LEGEND <0083>
1. Flight bag storage unit. 10. Hand hold.

2. Storage pocket. 11. Crew escape hatch. 1 9
3. Circuit breaker panel (see next page). 12. Escape rope. 9
4. Check list holder. 13. Gaspers. 8
5. Chart holder (adjacent to 14. Compass calibration card. 12
pencil holder and map light). 17 15. Eye reference position datum. 1
6. Sun visor. 16. Pencil holder.
7. HGS combiner <0026> . 12 17. Cup holder.
8. Overhead speaker. 5 18. Airplane operating manual storage unit.
9. HGS overhead unit <0026> . 12 19. Integrated STD instrument <0083>
Indicates Chapter in which information on item may be found.
Effectivity:
Airplanes 7002 to 7451.
Flight Compartment General Arrangement Airplanes 7002 to 7451, <MST>

Figure 01---30---1

CSP A--013
Vol. 1 01--30--2
AIRPLANE GENERAL
REV 56, Jan 31/03
Flight Compartment
11
12
9
10
8
13
15 14
7
13
19
6 16
5
17
1
3 3
4
2
18
NOTE
TWO INSTRUMENTS ARE TYPICAL.
ONE UNIT ONLY FOR OPTION <0083>
WHICH IS TOP UNIT.
LEGEND <0083>
1. Flight bag storage unit. 10. Hand hold.

2. Storage pocket. 11. Crew escape hatch. 1 9
3. Circuit breaker panel (see next page). 12. Escape rope. 9
4. Check list holder. 13. Gaspers. 8
5. Chart holder (adjacent to 14. Compass calibration card. 12
pencil holder and map light). 17 15. Eye reference position datum. 1
6. Sun visor. 16. Pencil holder.
7. HGS combiner <0026>. 11 17. Cup holder.
8. Overhead speaker. 5 18. Airplane operating manual storage unit.
9. HGS overhead unit <0026>. 11 19. Integrated STD instrument <0083>
Effectivity:
Airplanes 7452 and subsequent.
Flight Compartment General Arrangement Airplanes 7452 and Subsequent, <MST>

Figure 01---30---1

CSP A--013
Vol. 1 01--30--3
AIRPLANE GENERAL
OVERHEAD
PANEL
<0026>
CENTER
INSTRUMENT
GLARESHIELD PANEL
<0083>
PILOT’S
INSTRUMENT
PANEL COPILOT’S
INSTRUMENT
PILOT’S PANEL
SIDE
CONSOLE
COPILOT’S
SIDE CONSOLE
PILOT’S
SEAT 1 COPILOT’S
SEAT 1
CENTER
PEDESTAL
AC essential bus circuit

breaker panel CBP--3 DC essential bus circuit
(Pilot’s side console, breaker panel CBP--4
forward foot--well area). (Copilot’s side console,
forward foot--well area).
CIRCUIT BREAKER PANELS 7
Effectivity:
Flight Compartment (Forward View) Airplanes 7002 to 7451, <MST>

Figure 01---30---2

CSP A--013
Vol. 1 01--30--4
AIRPLANE GENERAL
REV 56, Jan 31/03
Flight Compartment
OVERHEAD
PANEL <0083>
<0026> CENTER
INSTRUMENT
PANEL
GLARESHIELD
PILOT’S
INSTRUMENT
PANEL COPILOT’S
INSTRUMENT
PILOT’S PANEL
SIDE
CONSOLE
COPILOT’S
SIDE CONSOLE
PILOT’S
SEAT 1 COPILOT’S
SEAT 1
CENTER
PEDESTAL
AC essential bus circuit

breaker panel CBP--3 DC essential bus circuit
(Pilot’s side console, breaker panel CBP--4
forward foot--well area). (Copilot’s side console,
forward foot--well area).
CIRCUIT BREAKER PANELS 7
Effectivity:
Flight Compartment (Forward View) Airplanes 7452 and Subsequent, <MST>

Figure 01---30---2

CSP A--013
Vol. 1 01--30--5
AIRPLANE GENERAL
C NOTE
A
CIRCUIT Escape rope
BREAKER repositioned.
PANEL (CBP--2)
7 CIRCUIT
BREAKER
PANEL (CBP--1)
7
HAT CLIP HAT CLIP
COPILOT
HAT CLIP
PILOT HAT
AND DECAL
CLIP AND
DECAL
FLASH 9
LIGHT PORTABLE
BREATHING FLASH
EMERGENCY HALON (1211)
EQUIPMENT (PBE) LIGHT 9
AXE 9 FIRE EXTINGUISHER
(SMOKE HOOD)
9
9
MULTI--FUNCTION
LIFE VEST (2): DISPLAY
BENEATH PILOT MAINTENANCE 2
AND COPILOT SEATS MODE SWITCH
MFD 1
OFF
MFD 2
MAINT
FUEL QUANTITY PRESELECT Airplane Level
PANEL <0017> 13 B Indicators -- Used with
magnetic level indicators, to
A manually gauge fuel quantity. 13
Indicates Chapter in which information on item may be found. C
Flight Compartment (AFT View) <MST>
Figure 01---30---3

CSP A--013
Vol. 1 01--30--6
AIRPLANE GENERAL
REV 56, Jan 31/03
Flight Compartment
NOSE WHEEL MACH MACH

STEERING TILLER 16 TRANSDUCER
PITOT
TRANSDUCER
STATIC
NORMAL NORMAL
SELECTOR SELECTOR
VALVE CLOSED VALVE CLOSED
ENGINE
OIL LEVEL
PANEL SOURCE
20 SELECTOR/ISOLATION
LH STOP/START RH
VALVES 12
OXYGEN MASK
REGULATOR
STORAGE
COMPARTMENT
9
HEADPHONE (HDPH)
AIR MICROPHONE (MIC)
CONDITIONING JACKS 5
SYSTEM
OUTLET
HDPH MIC
FLIGHT BAG
COMPARTMENT
AIR CONDITIONING
SYSTEM INTAKE

Pilot’s Side Console
Figure 01---30---4

CSP A--013
Vol. 1 01--30--7
AIRPLANE GENERAL
FORMAT RANGE
NAV
SOURCE
<0040>
8 9 1
N/W STRG
ARMED
OFF
2
LIGHTING
DSPL INTEG FLOOD FLOOR FORMAT RANGE
NAV
ON SOURCE
OFF
OFF BRT OFF BRT OFF BRT
WIPER STALL SEL

DH MDA
HPA/IN
OFF PARK PTCT SET

SLOW
PUSHER SPEED REFS
BARO
ON TGT VSPDS RA TEST
3
SET
OFF
FAST
NORM
PFD 1 EICAS
5 6
LEGEND
1. Clock. 12 6. Stall protection panel. 11
2. Display control panel. 12 18 7. Lighting panel. 17
3. Air data reference panel. 12 18 8. Nose wheel steering subpanel. 16
4. Display reversionary panel. 2 9. Air conditioning system gasper. 8
5. Windshield wiper control 15
panel.

Effectivity:
Pilot’s Side Panel Airplanes 7002 to 7672,<MST>

Figure 01---30---5

CSP A--013
Vol. 1 01--30--8
AIRPLANE GENERAL
REV 56, Jan 31/03
Flight Compartment
FORMAT RANGE
NAV
SOURCE
<0040>
8 9 1
N/W STRG SEL
ARMED ET
RST
INT
CHR
OFF MODE
CHR
2
LIGHTING
DSPL INTEG FLOOD FLOOR FORMAT RANGE
NAV
ON SOURCE
OFF
OFF BRT OFF BRT OFF BRT
WIPER STALL SEL DH MDA

HPA/IN
OFF PARK PTCT SET
SLOW
PUSHER SPEED REFS
ON TGT
BARO
VSPDS RA TEST
SET
FAST
OFF
3
NORM
PFD 1 EICAS
5 6
LEGEND
1. Clock. 12 6. Stall protection panel. 11
2. Display control panel. 12 18 7. Lighting panel. 17
3. Air data reference panel. 12 18 8. Nose wheel steering subpanel. 16
4. Display reversionary panel. 2 9. Air conditioning system gasper. 8
5. Windshield wiper control 15
panel.

Effectivity:
Pilot’s Side Panel Airplanes 7673 and Subsequent, <MST>

Figure 01---30---5

CSP A--013
Vol. 1 01--30--9
AIRPLANE GENERAL
ATTITUDE MULTIFUNCTION
AIRSPEED DISPLAY 18
DIRECTOR
LIMITS HSI MODE
INDICATOR
PLACARD NAVAID SECTOR
10
(TYPICAL) MAP
FLIGHT PRESENT
DIRECTOR / AUTOPILOT 10 POSITION MAP<0024><0050>
MODE ANNUNCIATOR PLAN MAP<0024><0050>
<0015>
TCAS TRAFFIC
WEATHER
PRIMARY ALTIMETER 12 RADAR
FLIGHT
DISPLAY
AIRSPEED
INDICATOR
12
NAVIGATION
ANNUNCIATORS
18
FMS 2
<0024>
FMS
<0049, 0050>
HORIZONTAL
SITUATION
INDICATOR
12 18
COCKPIT
VOICE
RECORDER
VERTICAL SPEED
5 INDICATOR 12
AND TCAS
RESOLUTION
ADVISORY 18

Pilot’s Instrument Panel <MST>
Figure 01---30---6

CSP A--013
Vol. 1 01--30--10
AIRPLANE GENERAL
REV 56, Jan 31/03
Flight Compartment
<0083>
Standby Airspeed / <0015>
Altitude / Attitude
Indicator 12
NOTE
Placards apply only
to aircraft with engines Standby Attitude
mixed 3A1/3B1 Indicator 12
MLG BAY OVHT

DISPLAY COOL
mb/hPa In Hg
180 200 220 250
IAS KNOTS
Standby
Altimeter/Indicated
Airspeed Indicator EICAS Secondary Display
Engine Indication and Crew Alerting 12 Airplane Status Information
System (EICAS) Primary Display (Messages, surface position, APU
Engine Instruments 20 instruments) 2
Caution and Warning Annunciator 2 Environmental Control System 8
Fuel Flow and Quantity 13 Electrical System 7
Flap Position Indicator 11 Fuel System 13
Landing Gear Indicator 16 Flight Controls 11
Pressurization Indicator (Manual Mode) 8 Anti--Ice 15
Doors 6
<0039> <0006>
Menu (Flight No., N1 Bugs, Fuel
reset) 2

Center Instrument Panel <MST>
Figure 01---30---7

CSP A--013
Vol. 1 01--30--11
AIRPLANE GENERAL
2 3 4
5
L BOOST GRAVITY R BOOST
PUMP XFLOW PUMP
ON OPEN ON
F
INOP FAIL INOP
U
XFLOW
E L
1
AUTO OVERRIDE R
L
ON ON
FAIL FAIL
CARGO
BLEED AIR AIR--CONDITIONING CKPT OFF CABIN
14TH STAGE F
NORM
TEST LOOP A A
DUCT DUCT N
LOOP B FAIL OPEN FAIL
CLOSED CLOSED HOT COND. COLD
AIR
DUCT
L ISOL
10TH STAGE
R
<0013><0034><0074>
MON
DUCT FAIL DUCT
FAIL FAIL CKPT OFF CABIN
OPEN
CLOSED OPEN CLOSED
L APU LCV ISOL R
HOT FAN COLD

PUMP
FIRE DETECTION APU
FAIL
SOV
START
<0043><0053><0059>
LH APU RH TEST FAIL AVAIL
ENG JET JET ENG WARN
PWR START/ ANTI--ICE
A
BOTH
FUEL STOP WING
6
B
FAIL FAIL
FIREX MONITOR
TEST TEST TEST 1
NORM
LH WSHLD RH PROBES
7
NORM NORM TEST 2 OFF/RESET OFF/RESET LH RH
1 2 LOW LOW OFF
8
APU APU CARGO
HI HI ON
BOTTLE ENGINE BOTTLE BOTTLE BOTTLE
TEST
<0057> EXTERNAL LTS
18
WING HYDRAULIC MISC LTS MISC LTS
NAV BEACON STROBE INSP OVHD
ON ON ON DOME STBY DOME STBY
STERILE
OFF OFF OFF OFF OFF OFF OFF OFF LIGHT COMP LIGHT COMP
AUTO ON AUTO AUTO DIM DIM
ON ON ON ON OFF OFF OFF OFF OFF
1 3A 3B 2 ON ON ON ON ON
DIM BRT
<0091>
PASS OXY
ELT
17 ARM/
RESET PASS SIGNS EMER LTS 9
10
ON NO SEAT
ON SMKG BLTS
ON ON
FOR AVIATION OFF OFF
EMER USE ONLY OFF
16
AUTO ARM
STANDBY COMPASS WITH ALL RADIOS ON SWUNG BY

TO FLY N 45 E 135 S 225 W 315
STEER
15 13 12 11
ELT
ARM/
RESET
EXTERNAL LTS
15
AUTO
14
WING
NAV STROBE LOGO MAN
INSP
<0020> OFF
ON
OFF
ON
OFF
ON <0016>
EXTERNAL LTS
WING
NAV BEACON STROBE LOGO INSP
<0020,0021> OFF
ON
OFF
ON
OFF
ON
OFF
ON
LEGEND
1. Electrical Power Panel 7 10. Hydraulic Panel 14
2. Bleed Air Panel 19 11. Emergency Lights Panel 17
3. Fuel Panel 13 12. Passenger Signs Panel 1
4. Cabin Pressurization Panel 8 13. Passenger Oxygen Panel 9
5. Air--Conditioning Panel 8 14. Standby Compass 12
6. APU Panel 4 15. Emergency Locator Transmitter 9
7. Anti--Ice Panel 15 16. Landing/Taxi Lights Panel 17
8. Engine/Ignition Panel 20 17. External Lights Panel 17
9. Miscellaneous Lights Panel 17 18. Fire Detection Panel 10
Overhead Panel <MST>
Figure 01---30---8

CSP A--013
Vol. 1 01--30--12
AIRPLANE GENERAL
REV 56, Jan 31/03
Flight Compartment
1 2 3 4 5 6
<0040>
LEFT GLARESHIELD
7
CENTER GLARESHIELD
9 6 8
<0040>
2
1
RIGHT GLARESHIELD
7 7 5 4 3
LEGEND
1. Roll Select Switch/Light. 11 6. Engine Fire Warning Switch/Light. 10
2. Master Warning Switch/Light. 2 7. Firex Bottle Discharge Switch/Lights. 10
3. Master Caution Switch/Light. 2 8. Flight Control Panel. 3
4. Stall Warning Switch/Light. 11 9. APU Fire Warning Switch/Light. 10
5. GPWS and Glideslope Warning
Switch/Light. 18
PULL UP / GND PROX Glideslope
Switch/Light. <0040> 18

Glareshield <MST>
Figure 01---30---9

CSP A--013
Vol. 1 01--30--13
AIRPLANE GENERAL
MOD BRT MOD BRT
FMS FMS
1
DIR DEP PREV NEXT DIR DEP PREV NEXT
MSG FPLN HOLD MSG FPLN HOLD
INTC ARR PAGE PAGE INTC ARR PAGE PAGE
SEC MDCU SEC MDCU

INDEX FIX LEGS VNAV EXEC INDEX FIX LEGS VNAV EXEC
FPLN MENU FPLN MENU
RADIO PROG PERF

RADIO PROG PERF
A B C D E A B C D E
MFD
DATA
MFD
MENU
MFD
ADV F G H I J
1 MFD
DATA
MFD
MENU
MFD
ADV F G H I J
1 2 3 K L M N O
2 5 3
1 2 3 K L M N O
4 5 6 P Q R S T 4 5 6 P Q R S T
7 8 9 U V W X Y 7 8 9 U V W X Y
0 Z SP DEL / CLR 0 Z SP DEL / CLR
<0024, 0049, 0050> <0024>

BTMS OVHT HORN
WARN RESET
MUTED LDG GEAR
ANTI SKID UP
ARMED TEST
DN
OFF DN LCK
REL
MLG BAY OVHT TEST
OVHT WARN FAIL
OVSP FDR LAMP

TEST EVENT TEST
1 1
2 2
IND AURAL
LTS WARN TEST
BRT 1
OFF
DIM 2
MECH
CALL
PUSH
GRND PROX
6
TERRAIN FLAP MECH
LEGEND 4 7 OFF OVRD CALL
1. FMS control display unit. 12

PUSH
2. Brake temperature monitoring system subpanel. 16 <0040>

3. Landing gear control panel. 16
4. EICAS test panel. 2
5. Antiskid system control panel. 16 8
6. Main landing gear overheat test panel. 16
7. Interphone panel. 5
8. EGPWS/mechanic call panel. 5

Center Pedestal (Upper) <MST>
Figure 01---30---10

CSP A--013
Vol. 1 01--30--14
AIRPLANE GENERAL
REV 56, Jan 31/03
Flight Compartment
<0029>
1 2 3 4
9 8
6 5
LEGEND
1. Spoilers System Control Subpanel 11
2. Pitch Disconnect Control 11
3. Spoilers Lever Panel 11 <0040>
4. Roll Disconnect Control 11 Option removes
5. Flap Lever Panel 11 Ground Proximity
6. Ground Proximity Warning System/Flap Warning System/Flap
Override Switch 11 Override Switch
7. Metric Altimeter Subpanel <0029> 12
8. Thrust Lever Quadrant 20
9. Thrust Reverser Subpanel 20
<0006>
Center Pedestal --- Thrust Lever and Flight Controls <MST>

Figure 01---30---11

CSP A--013
Vol. 1 01--30--15
AIRPLANE GENERAL
1 2
<0011> <0008> <0014>

1
PA
<0008> <0008>
<0011> <0014> <0014> <0060> 3
4
3
5
PA
<0060> 6
6 <0028>
<0012> 7 20
ACT 1 2 3
H
G
STBY 4 5 6
<0026>
S
ELV
G/S
7 8
0
9
8
9
ENTER
TEST
19
FAULT CLR BRT + DIM -
CARGO FIREX
NORMAL STANDBY
CARGO BOTTLE CARGO BOTTLE
18
SMOKE ARMED SMOKE ARMED
PUSH TO PUSH TO
PUSH DISCH PUSH DISCH
10
17 3
<0025> 16
16A
15 16 14 13 12
LEGEND
5 18 7
2 7
5 18 16
11 16
17 12
18 12
11 8
5 11
2 12 5
10 12
11
Center Pedestal (Lower) <MST>

Figure 01---30---12

CSP A--013
Vol. 1 01--30--16
AIRPLANE GENERAL
REV 56, Jan 31/03
Flight Compartment
AIRSPEED 12 PRIMARY
INDICATOR FLIGHT
AIRSPEED LIMITS FLIGHT DISPLAY
PLACARD (TYPICAL) DIRECTOR / AUTOPILOT ATTITUDE
3 DIRECTOR 12
MODE ANNUNCIATOR
INDICATOR
ALTIMETER 11
10
10
<0015>
FMS 2
<0024>
FMS
<0049, 0050>
MULTIFUNCTION NAVIGATION
18
DISPLAY ANNUNCIATORS
HSI MODE VERTICAL SPEED
18 INDICATOR
NAVAID SECTOR
MAP AND TCAS
PRESENT RESOLUTION
POSITION MAP<0024><0050> HORIZONTAL ADVISORY
PLAN MAP<0024><0050> SITUATION 12 18
TCAS TRAFFIC INDICATOR
WEATHER RADAR 12 18
Copilot’s Instrument Panel <MST>

Figure 01---30---13

CSP A--013
Vol. 1 01--30--17
AIRPLANE GENERAL
FORMAT RANGE
NAV
SOURCE
<0040>
1 2
3
8 FORMAT RANGE
NAV
SOURCE
LIGHTING
DSPL INTEG FLOOD FLOOR
ON
OFF
7 SEL HPA/IN OFF BRT OFF BRT OFF BRT

DH MDA
SET
SPEED REFS
TGT VSPDS RA TEST
BARO WIPER STALL
SET
OFF PARK PTCT
SLOW
PUSHER
ON
NORM
PFD 1 EICAS OFF

FAST
4 5
LEGEND
1. Clock. 13
2. Air conditioning system gasper. 9
3. Lighting panel. 18
4. Windshield wiper control panel. 16
5. Stall protection panel. 12
6. Display reversionary panel. 8
7. Air data reference panel. 13 20
8. Display control panel. 13 20

Effectivity:
Copilot’s Side Panel Airplanes 7002 to 7672, <MST>

Figure 01---30---14

CSP A--013
Vol. 1 01--30--18
AIRPLANE GENERAL
REV 56, Jan 31/03
Flight Compartment
FORMAT RANGE
NAV
SOURCE
<0040>
1 2
3
SEL
ET
RST
INT
CHR
MODE
CHR
8 FORMAT RANGE
NAV
SOURCE
LIGHTING
DSPL INTEG FLOOD FLOOR
ON
OFF
7 SEL HPA/IN OFF BRT OFF BRT OFF BRT
DH MDA
SET
SPEED REFS
TGT VSPDS RA TEST
BARO WIPER STALL
SET
OFF PARK PTCT
SLOW
PUSHER
ON
NORM
PFD 1 EICAS OFF

FAST
4 5
LEGEND
1. Clock. 13
2. Air conditioning system gasper. 9
3. Lighting panel. 18
4. Windshield wiper control panel. 16
5. Stall protection panel. 12
6. Display reversionary panel. 8
7. Air data reference panel. 13 20
8. Display control panel. 13 20

Effectivity:
Copilot’s Side Panel Airplanes 7673 and Subsequent, <MST>

Figure 01---30---14

CSP A--013
Vol. 1 01--30--19
AIRPLANE GENERAL
MACH MACH
TRANSDUCER TRANSDUCER
PITOT STATIC
NORMAL NORMAL
SELECTOR SELECTOR
DATA
CONCENTRATOR
UNIT
AUDIO WARNING
DISABLE SWITCHES
SOURCE
SELECTOR/ISOLATION AUDIO WARNING AUDIO WARNING
VALVES
A
A
<0019>
OXYGEN MASK
REGULATOR
STORAGE
COMPARTMENT
AIR
CONDITIONING
SYSTEM
OUTLET
HEADPHONE (HDPH)
MICROPHONE (MIC)
JACKS
COPILOT
HAT HOOK
FLIGHT BAG
MIC HDPH COMPARTMENT
B
C
B
C

Copilot’s Side Console <MST>
Figure 01---30---15

CSP A--013
Vol. 1 01--30--20
AIRPLANE GENERAL
REV 56, Jan 31/03
Flight Compartment
OBSERVER’S
OXYGEN
MASK/
REGULATOR OBSERVER’S
STORAGE JACK PANEL
UNIT
OBSERVER’S
HEADSET
HOOK
OBSERVER’S
SEAT
OBSERVER’S STATION OBSERVER’S STATION

LEFT HAND SIDE RIGHT HAND SIDE
Fwd Attendant/Observer Position

Figure 01---30---16

CSP A--013
Vol. 1 01--30--21
AIRPLANE GENERAL
STABILIZER TRIM
LEVER SWITCHES
A
(BLACK)
INTERCOM/
RADIO TRANSMIT
AUTOPILOT/STICK SWITCH (BLACK)
PUSHER DISCONNECT
SWITCH (RED)
PILOT’S CONTROL WHEEL

(COPILOT’S OPPOSITE)
FLIGHT DIRECTOR
SYNC CONTROL
SWITCH (BLACK)
STABILIZER TRIM
DISCONNECT
SWITCH (RED)
A TOP VIEW
B REAR VIEW
Control Wheels
Figure 01---30---17

CSP A--013
Vol. 1 01--30--22
AIRPLANE GENERAL
REV 56, Jan 31/03
Flight Compartment
1. REINFORCED FLIGHT COMPARTMENT DOOR <0093><FAA>
The reinforced flight compartment door is made to enhance the security, protect from ballistic
threat and prevent unauthorized access to the flight compartment. The door is made from
Nomex core panels, sandwiched in the middle with a bullet proof insert.
The door consists of:
S Slide latch
S Deadbolt assembly
S Two quick--release hinge pins
S Viewer
S Decompression panel and latch
The slide latch is used to latch and unlatch the door.
The deadbolt assembly is used for added security to lock/unlock the door. A key is required
to lock/unlock the door from the passenger compartment. To lock/unlock the door from the
flight compartment, the deadbolt is manually rotated.
The two quick--release hinge pins are used to remove the door.
The viewer has two lenses (in a 1.5 “ thick plug) to increase the magnification for field of
view and to provide bullet resistance.
The decompression panel is held on the door by decompression latches. When the
pressure differential between the passenger cabin and flight compartment is more than a
preset limit, the latch releases the panel to equalize the pressure between the two
compartments.
A. Emergency Operation
The following steps are used to remove the door in an emergency if the latch has failed
or the door has jammed. From the flight compartment,
(1) Unlock and lift the lower hinge pin
(2) Unlock and pull down on the upper hinge pin
(3) Kick the hinged side of the door towards the cabin
(4) When the door is free, rotate it clockwise and stow it against the galley bulkhead.

CSP A--013
Vol. 1 01--30--23
AIRPLANE GENERAL
CAUTION
The lower hinge pin must be released before the upper

hinge pin. Failure to do so could result in the door
suddenly coming disengaged from the hinges causing
injury to persons.
NOTE
In the event that a crew member becomes trapped in

the flight compartment or becomes incapacitated, the
door can be opened using a crow bar or axe.

CSP A--013
Vol. 1 01--30--24
AIRPLANE GENERAL
REV 56, Jan 31/03
Flight Compartment
B A
HINGE ASSEMBLY
VIEWER
(PEEPHOLE
ASSEMBLY)
UPPER
DECOMPRESSION
PANEL
COCKPIT DOOR
SLIDE
LATCH
POCKET
ENCLOSURE
DEADBOLT
ASSEMBLY
HINGE ASSEMBLY
Reinforced Cockpit Door

Figure 01---30---18 Sheet 1

CSP A--013
Vol. 1 01--30--25
AIRPLANE GENERAL
UPPER HINGE
HANDLE PRESSURE
RELEASE
LATCH
RETRACTABLE
BOLTS
STRAP
HANDLE
SLIDE
LATCH
STRAP
HANDLE DEADBOLT
UPPER HINGE
HANDLE NAMEPLATE
B
Reinforced Cockpit Door

CSP A--013
Vol. 1 01--30--26
AIRPLANE GENERAL
REV 56, Jan 31/03
Flight Compartment
THIS PAGE INTENTIONALLY LEFT BLANK

CSP A--013
AURAL/VISUAL INDICATING AND Vol. 1 02--00--1
RECORDING
CHAPTER 2 --- AURAL/VISUAL INDICATING AND RECORDING
Page

INTRODUCTION 02--10
Introduction 02--10--1
ENGINE INDICATION AND CREW ALERTING SYSTEM 02--20

Engine Indicating and Crew Alerting System 02--20--1
Display Reversion 02--20--6
Aural Warning 02--20--7
Master Warning / Master Caution Annunciator Lights 02--20--9
Crew Alerting System Messages 02--20--9
EICAS Warning Messages (Red) and Aurals 02--20--13
EICAS Cautions Messages (Amber) 02--20--14
EICAS Advisory Messages (Green) 02--20--16
EICAS Status Messages (White) 02--20--17
Warnings That Are Not Inhibited <0039> 02--20--21
Cautions That Are Not Inhibited <0039> 02--20--22
Advisory and Status Information Is Not Inhibited <0039> 02--20--23
Take-Off Configuration Warning 02--20--23
Landing Configuration Warning 02--20--25
Menu Page 02--20--26
System Circuit Breakers 02--20--30
RECORDING 02--30
Recording 02--30--1
MAINTENANCE DATA COMPUTER 02--40

Maintenance Diagnostic System 02--40--1
Maintenance Menu Page Overview 02--40--3
Data Loader Unit 02--40--4
INTRODUCTION
Figure 02--10--1 Aural/Visual Indicating and Recording Schematic 02--10--2

CSP A--013
RECORDING
REV 56, Jan 31/03
Table of Contents
ENGINE INDICATION AND CREW ALERTING SYSTEM

Figure 02--20--1 Engine Indicating and Crew Alerting
System -- General 02--20--3
Figure 02--20--2 EICAS Control Panel 02--20--4
Figure 02--20--3 EICAS Miscomparison Indication 02--20--5
Figure 02--20--4 Display Reversion 02--20--6
Figure 02--20--5 Display Selector 02--20--6
Figure 02--20--6 DCU Controls and Indications 02--20--8
Figure 02--20--7 Master Warning / Master Caution Lights 02--20--9
Figure 02--20--8 EICAS Display Message Fields 02--20--12
Figure 02--20--9 Take--Off Configuration Warnings 02--20--24
Figure 02--20--10 Menu Page <0024><0039><0039><0050> 02--20--26
RECORDING
Figure 02--30--1 Recording 02--30--2
Figure 02--30--2 Recording -- EICAS Indications 02--30--3
MAINTENANCE DATA COMPUTER

Figure 02--40--1 Maintenance Diagnostic Computer System 02--40--2
Figure 02--40--2 Data Loader Unit <0018> 02--40--4

CSP A--013
RECORDING
1. INTRODUCTION
The indicating and recording systems consist of components that provide visual and aural
indications of system operation, aircraft configurations and to record aircraft information.
Data from the aircraft systems and from each engine is received and processed by two data
concentrator units (DCU’s) located in the avionics compartment. The DCU’s provide
information to the engine indication and crew alerting system (EICAS). Master warning and
caution lights on the glareshield enhance the indication system. Audio signals are
generated within the DCUs and are heard through the flight deck speakers.
Data from the aircraft systems and from each engine is received and processed by three
data concentrator units (DCU’s) located in the avionics compartment. The DCU’s provide
information to the engine indication and crew alerting system (EICAS). Master warning and
caution lights on the glareshield enhance the indication system. Audio signals are
generated within the DCUs and are heard through the flight deck speakers. <0019>
The DCU’s also provide interface with the flight data recorder system (FDR), the lamp driver
unit (LDU) and the maintenance diagnostic computer (MDC) via the integrated avionic
processor system (IAPS).

CSP A--013
RECORDING
REV 56, Jan 31/03
Introduction
EICAS
CONTROL PANEL
EICAS EICAS
MFD 1 DISPLAY 1 DISPLAY 2 MFD 2
LEFT RIGHT
FADEC FADEC
INTEGRATED
AVIONICS
PROCESSOR
(IAPS)
MDC
X TALK
<0019>
DATA DATA DATA
CONCENTRATOR CONCENTRATOR CONCENTRATOR
UNIT UNIT UNIT
(DCU 1) (DCU 2) (DCU 3)
AURAL WARNING
MASTER WARNING
MASTER CAUTION
FLIGHT DATA
RECORDER
LAMP
DRIVER UNIT
AIRPLANE
SENSORS AND SWITCHES
Aural/Visual Indicating and Recording Schematic <MST>
Figure 02---10---1

CSP A--013
RECORDING
Engine Indication and Crew Alerting System REV 56, Jan 31/03
1. ENGINE INDICATING AND CREW ALERTING SYSTEM
The engine indicating and crew alerting system (EICAS) provides the crew with two
electronic displays to monitor the engines, control surfaces and all major aircraft systems.
The EICAS system also provides the crew with alerting system messages that are posted on
the EICAS displays in the form of warning, caution, advisory and status messages. All
warning and caution messages will also illuminate the MASTER WARNING or MASTER
CAUTION lights on the glareshield. Some crew alerts are also accompanied by aural tones
and voice advisories. The EICAS system can also illuminate switchlights on specific system
control panels to provide component/system status or to prompt corrective crew action.
The EICAS system consists of the following:
S Two EICAS displays on the center instrument panel -- Used to display system information
and status.
NOTE
The EICAS displays are referred to as EICAS Display

1 (ED1) and EICAS Display 2 (ED2). ED1 is on the left
and ED2 is on the right. The information that is shown
on each display is referred to as a page. In normal
configuration, the Primary page is shown on ED1 and
the Status page is shown on ED2.
S EICAS control panel on the center pedestal -- Used to select which EICAS page, (primary
page,status page, synoptic pages or menu page) is to be shown on ED2. The panel is
also used to display additional caution and status messages on ED1 and ED2.
S Engine/Miscellaneous test panel on the center pedestal -- Used to perform tests of the
annunciator lights, set annunciator light levels, record specific flight data events and
synchronize the engines N1 or N2.
S Display reversion control panels on the pilot’s and copilot’s side panel -- PFD position --
puts the primary flight display (PFD) information on the pilot’s or copilot’s multifunctional
display (MFD). EICAS position -- makes all EICAS information available on the pilot’s or
copilot’s MFD.
S EICAS selector on the center pedestal SOURCE SELECTOR PANEL -- Used to select
where the EICAS information will be displayed. The information can be displayed on ED1
and ED2, or all the EICAS information can be displayed on either ED1 or ED2.
S MASTER WARNING and MASTER CAUTION switchlights on the glareshield. -- Illuminate

when a warning or caution is detected by the data concentrator units (DCU’s).
S Lamp driver unit, located in the avionics compartment -- Used to control and test flight
compartment annunciator lights.
S Data concentrator units located in the avionics compartment -- Used to process data and
transmit the applicable data to the EICAS displays, flight data recorder and lamp driver
units. The DCU’s are also used to control the aural warning system.

CSP A--013
RECORDING
REV 56, Jan 31/03
Engine Indication and Crew Alerting System
The EICAS Primary page displays the following information:
S Engine compressor and turbine speeds (N1 and N2 rpm)
S Engine temperature (ITT)
S Fuel flow (FF)
S Oil pressure and temperature
S Engine vibration data
S Pressurization data
S Landing gear position
S Flap position
S Fuel tank quantities and total fuel
S Crew alerting system (CAS) messages in the form of red warning and amber caution
messages.
The EICAS Status page displays the following information:
S Flight control trim indications
S Auxiliary power unit (APU) indications such as APU RPM, exhaust gas temperature
(EGT) and APU inlet door status
S Pressurization data such as cabin altitude, cabin rate of change, cabin pressure
differental, and landing field elevation
S Oxygen system pressure
S Brake system temperature readouts
S Aircraft systems synoptic pages (via the EICAS control panel) (The respective synoptic
page contents will be covered in the corresponding chapters)
S MENU page (via the EICAS control panel) allows reset of the fuel used indicator
S Crew alert system (CAS) messages in the form of green advisory and white status
messages.

CSP A--013
RECORDING
MESSAGE AREA
<0039>
Pressurization Data 8
Displayed only during
manual mode.
Engine Indications 20
Gear Status 16
Fuel Flow 13
Flap Position 11
Engine Oil 20 <0006>
N1 Vibration 20 Fuel Quantity 13

Replaced by engine oil
pressure gauges during
engine start.
Primary Page
FLIGHT NUMBER
Trim Indicators 11
Flight Compartment 9
Oxygen Pressure
<0039>
MESSAGE AREA Cabin Temperature 8

<0039>
APU Gauges 4
Displayed only when
APU is running. Pressurization Data 8
Landing Elevation 8
APU Inlet Door Status 4
Always displayed.
Brake Temperature 16
Status Page

Engine Indication and Crew Alerting System --- General <MST>
Figure 02---20---1

CSP A--013
RECORDING
REV 56, Jan 31/03
Status Page (STAT) Synoptic Pages

Used to display the (ECS, HYD, ELEC, FUEL, F/CTL,
status page on ED2. A/ICE, DOORS, MENU)
A second push will Used to display system synoptic pages.
remove status messages A second push of the ELEC button will
from view or will display replace the AC electrical synoptic page
additional status with the DC electrical synoptic page.
messages if more
messages exist.
Select (SEL)
Used to activate a
selected item on
the menu page.
Cursor symbol, letter
or number will change
color to acknowledge
selection.
Primary Page (PRI)
Used to displays the
primary page on ED2.
STEP
Used to sequentially
step through the
pages on ED2.
EICAS Control Panel
Crew Alerting System (CAS) Center Pedestal
Used when primary page is
displayed to remove caution UP and DN
messages from view or display Used to control operation
additional caution messages if of the cursor on menu page.
more messages exist. The buttons slew the value
of selected items.
Indicates controls operable

during a panel failure.
EICAS Control Panel

Figure 02---20---2

CSP A--013
RECORDING
<0039>
CAS MISCOMP status (white)
Indicates that a miscomparison
of detected warning, caution or
aural alerts exists between
DCUs. <0039>
Status Page
EICAS Miscomparison Indication <MST>

Figure 02---20---3

CSP A--013
RECORDING
REV 56, Jan 31/03
A. Display Reversion
If EICAS display 1 (ED1) fails, the primary page will be automatically displayed on ED2.
If ED2 fails, there is no automatic transfer to ED1. With either display failure, the
EICAS control panel is rendered inoperative. To regain control, the EICAS selector on
the SOURCE SELECTOR PANEL must be set to the operable display (ED1 or ED2) to
re-establish the EICAS control panel functions. The selector also makes available all
EICAS information on the selected display.
Source Selector Panel

Center Pedestal
Display Reversion
Figure 02---20---4
To ensure timely access to essential EICAS data, all EICAS pages can be made
available on either MFD by selecting the EICAS position on the respective Display
Reversionary Panel.
Pilot’s Display Reversionary Panel Copilot’s Display Reversionary Panel

Pilot’s Side Panel Copilot’s Side Panel
Display Selector
Figure 02---20---5

CSP A--013
RECORDING
B. Aural Warning
Various tones call attention to warnings. There are ten types of aural alerts:
Sound Indication Chapter Reference
Warbler Stall Chapter 11, Flight Controls

Siren Windshear Chapter 18, Navigation
Whoop -- Whoop GPWS mode 1 or 2 Chapter 18, Navigation
(excessive descent rate or
excessive closure rate)
Fire Bell Fire warnings Chapter 10, Fire Protection
Clacker 1. Excessive stabilizer trim Chapter 11, Flight Controls
movement Chapter 12, Flight Instruments
2. VMO/MMO exceedance
3 Airspeed
3. Ai d too
t high
hi h for
f
current flap setting
Cavalry Charge Autopilot disconnect Chapter 3, Automatic Flight
Control System
Horn Gear not down Chapter 16, Landing Gear
Triple chime Warning tone that precedes Chapters 2 through 20
an aircraft system voice
advisory
C-chord Altitude alert Chapter 12, Flight Instruments
Single chime Caution tone that precedes an Chapters 2 through 20
aircraft system voice advisory

CSP A--013
RECORDING
REV 56, Jan 31/03
<0019>
Audio Warning Panel Audio Warning Panel
Copilot’s Side Console Copilot’s Side Console
DCU 1, DCU 2, and DCU 3 (Guarded) <0019>
Aural Warning Test

Miscellaneous Test Panel
Switch (alternate action) <0019> NOTE
Center Pedestal
1 -- Tests all aural alerts within
To test DCU 3:
data concentrator unit 1. -- Disable DCU 1.
OFF -- Disable aural alert test. -- Set test switch
2 -- Tests all aural alerts within to DCU 1.
data concentrator unit 2.
DCU 1, 2, or 3 INOP status (white) <0019>
DCU 1 or 2 INOP status (white)
Indicates internal fault or crosstalk fault
in respective data concentrator unit.
<0019>
<0039>
DCU 1, 2, or 3 AURAL INOP status (white) <0019> <0039>

DCU 1 or 2 AURAL INOP
status (white)
Indicates internal aural fault in
respective data concentrator
unit or indicates respective
DCU aural output has been disabled.
Status Page
DCU Controls and Indications <MST>
Figure 02---20---6

CSP A--013
RECORDING
C. Master Warning / Master Caution Annunciator Lights
(1) Master Warning Annunciator Lights
The red MASTER WARNING push--button annunciator (PBA) lights are installed
on the left and right glareshield panels. Both lights will come on flashing when
any warning occurs. Pushing either MASTER WARNING PBA will extinguishes
both MASTER WARNING lights for the duration of that warning and resets the
lights for future warnings. The warning message on the EICAS primary page will
remain on as long as the warning exists.
Pushing the MASTER WARNING PBA also silences the aural warnings except for
the following cases:
S Stall warbler S Stabilizer trim clacker

S GPWS/TCAS (voices and aural) S AP Disconnect cavalry charge
S Overspeed clacker S Configuration warnings
S Flap clacker S Gear Horn
(2) Master Caution Annunciator Lights
The amber MASTER CAUTION push--button annunciator (PBA) lights are installed
on the left and right glareshield panels. Both lights will come on flashing when
any caution occurs. Pushing either MASTER CAUTION PBA will extinguishes
both MASTER CAUTION lights for the duration of that caution and resets the
lights for future cautions.
Pushing the MASTER CAUTION PBA will not silence the following:
S GPWS and TCAS voice alerts

S Altitude alert (C-chord) aural

CSP A--013
RECORDING
REV 56, Jan 31/03
MASTER WARNING
Both lights come on (red) in MASTER CAUTION
conjunction with warning Both lights come on (amber)
lights and EICAS messages. MASTER MASTER in conjunction with caution
Pushing either switch will WARNING CAUTION lights and EICAS messages.
turn both lights out and Pushing either switch will turn
reset warning system for both lights out and reset
subsequent indications. caution system for
Lights cannot be dimmed. Left and Right Glareshield subsequent indications.
Lights cannot be dimmed.
Master Warning / Master Caution Lights

Figure 02---20---7
D. Crew Alerting System Messages
Crew alerting system messages appear in the message area on both EICAS displays
(ED1 and ED2). The messages are arranged by their urgency and order of occurrence.
All crew alerting system messages are divided into one of four categories: warnings,
cautions, advisories, or status.
S Warnings messages, are the most urgent type of crew alerts and indicate
operational or aircraft system conditions that require immediate corrective action. All
warning messages are preceded by a triple chime and appear in red at the top of
the message area on ED1. For all warnings, the red MASTER WARNING lights will
flash. Some warnings also have an aural alert consisting of a unique tone and a
voice advisory. Warning messages cannot be removed from view, unless the
applicable failure has been rectified.
S Cautions messages, are less urgent than warnings and indicate operational or
aircraft system conditions that require prompt corrective action. All caution
messages are preceded by a single chime and appear in amber immediately below
the warnings in the message area on ED1. For all cautions, the amber MASTER
CAUTION lights will flash. Caution messages can be removed from view by using
the CAS button on the EICAS control panel.
S Advisories messages, are used to show that a safe condition exists. They appear in
green at the top of the message area on ED2. Advisory messages cannot be
removed from view, unless the applicable system or switch has been deactivated or
deselected.
S Status messages, indicate that an abnormal condition exists or that a low-priority

failure has occurred. They appear in white in the message area below the
advisories. Status messages can be removed from view by using the STAT button
on the EICAS control panel.

CSP A--013
RECORDING
The most recent message appears at the top of its respective group of messages. A
message is automatically removed from EICAS when the associated condition no
longer exists. In this case, messages which appeared below the deleted message,
each move up one line. When a new fault occurs, the new message will move older
messages down one line.
If the number of warnings exceeds the message area (number of lines), then only the
most recent warning messages are displayed and a red PAGE 1/2 appears at the
bottom of the message area.
When more caution messages exist than can fit in the message area, a second page of
cautions will be created. The second page of cautions will be indicated as Page 1 of 2
in the top RH corner of ED1. The CAS button on the EICAS control panel is used to
page through the caution messages.
S Caution messages can be removed from view by pressing the CAS button,
providing that both main generators are operating and on-line. A MSGS icon will
appear, advising the crew that the caution messages are out of view.
NOTE
If a new abnormal situation occurs, the corresponding

caution message will appear. To view all of the caution
messages, re-select the CAS button.
Advisory messages cannot be removed from view, unless the appropriate

system/switch, has been deactivated. If the number of advisories exceeds the
message area, a green PAGE 1/2 appears at the bottom of the message area.
When more status messages exist than can fit in the message area, a second page of
status messages will be created. The second page of status messages will be
indicated as Page 1 of 2 in the top LH corner of ED2. The STAT button on the EICAS
control panel is used to page through the status messages.
S Status messages can be removed from view, anytime the EICAS system is
powered, by pressing the STAT button on the EICAS control panel. A MSGS icon
will appear, advising the crew that status messages are out of view.

CSP A--013
RECORDING
REV 56, Jan 31/03
Warning Messages (red)

Conditions that require immediate
corrective action.
<0039> Warning messages cannot be paged.
If the number of warning messages
exceeds the available message area,
only the most recent will be displayed.
Warning messages cannot be
removed from view, without rectifying
the failure.
<0006>
Caution Messages (amber)
Conditions that require prompt
corrective action.
Caution messages can be paged.
Caution messages can be removed
from view, providing both main
generators are operating and on--line.
Primary Page
Advisory Messages (green)

System response or acknowledgement
messages (new condition).
<0039>
Advisory messages cannot be paged.
Advisory messages cannot be removed
from view, without de--selecting the <0039>
appropriate system.
Status Messages (white)

Conditions that require time
available corrective action.
Status messages can be paged.
Status messages can be removed
from view anytime.
Status Page
EICAS Display Message Fields <MST>

Figure 02---20---8

CSP A--013
RECORDING
E. EICAS Warning Messages (Red) and Aurals
Message Aural Chapter

AFCS MSG FAIL 3
ANTI-ICE DUCT Anti-Ice Duct 19
APU FIRE l 10
APU OVERSPEED APU 4
APU OVERTEMP APU 4
BRAKE OVHT Brakes 16
CABIN ALT Cabin Pressure 8
CONFIG AILERON Config Trim 2
CONFIG AP Config Autopilot 2
CONFIG FLAPS Config Flaps 2
CONFIG RUDDER Config Trim 2
CONFIG SPLRS Config Spoilers 2
CONFIG STAB Config Trim 2
DIFF PRESS Cabin Pressure 8
EMER PWR ONLY 7

ENGINE OVERSPD <0039> 20
GEAR DISAGREE Gear Disagree 16

ICE 15
ICE ICE <0022> 15
L 10TH DUCT Bleed Air Duct 19

L 14TH DUCT Bleed Air Duct 19
L ENG FIRE Firebell 10
L ENG OIL PRESS Engine Oil 20
L ENG OIL PRESS <0039> 20
L JETPIPE OVHT Jetpipe Overheat 20
MLG BAY OVHT Gear Bay Overheat 10
NOSE DOOR OPEN Nose Door 16
PARKING BRAKE Config Brakes 16
PASSENGER DOOR Door 6
R 10TH DUCT Bleed Air Duct 19
R 14TH DUCT Bleed Air Duct 19
R ENG FIRE Firebell 10
R ENG OIL PRESS Engine Oil 20
R ENG OIL PRESS <0039> 20
R JETPIPE OVHT Jetpipe Overheat 20
SMOKE CARGO Smoke 10
SMOKE TOILET 10
WING OVHT Wing Overheat 15

CSP A--013
RECORDING
REV 56, Jan 31/03
F. EICAS Caution Messages (Amber)
Message Ch. Message Ch. Message Ch. Message Ch.

A/SKID INBD 16 EFIS COMP INOP 2 L REV UNSAFE 20 WING A/I SNSR 15
A/SKID OUTBD 16 EFIS COMP MON 2 L SCAV EJECTOR 13 WOW INPUT 16
AC 1 AUTOXFER 7 EICAS COMP INOP 2 L SPOILERON 11 WOW OUTPUT 16
AC 2 AUTOXFER 7 ELT ON 5 L STATIC HEAT 15 XFLOW APU PUMP 13
AC BUS 1 7 EMERG DEPRESS 8 L WINDOW HEAT 15 YAW DAMPER 11
AC BUS 2 7 EMER LTS OFF 17 L WING A/I 15
ENG BTL 1 LO 10 L WSHLD HEAT 15
ENG BTL 2 LO 10 L XFER SOV 13
ESS TRU 1 7 L XFLOW SOV 13
ESS TRU 2 7 MACH TRIM 11
AC ESS BUS 7 FLAPS FAIL 11 MAIN BATT CHRG 7
AC SERV BUS 7 FLT SPLR DEPLOY 11 MAIN BATT OFF 7
FLT SPLRS 11 MLG OVHT FAIL 16
AP PITCH TRIM 3 FUEL CH 1/2 FAIL 13 NO STRTR CUTOUT 20
<0039>
AP TRIM IS LWD 3 FUEL IMBALANCE 13 OB BRAKE PRESS 16
AP TRIM IS ND 3 GEN 1 OFF 7 OB GND SPLRS 11
AP TRIM IS NU 3 GEN 1 OVLD 7 OVBD COOL 8
AP TRIM IS RWD 3 GEN 2 OFF 7 OXY LO PRESS 9
APR CMD SET 20 GEN 2 OVLD 7 PARK BRAKE SOV 16
APR INOP 20 GLD NOT ARMED 11 PASS OXY ON 9
APU BATT CHGR 7 GLD UNSAFE 11 PAX DR LATCH 6
APU BATT OFF 7 GND SPLR DEPLOY 11 PAX DR OUT HNDL 6
APU BLEED ON 19 HYD 1 HI TEMP 14 PAX DR STOW 6
APU BTL LO 10 HYD 1 LO PRESS 14 PITOT BASE HEAT 15
APU FAULT 4 HYD 2 HI TEMP 14 PROX SYS CHAN 16
<0039>
APU FIRE FAIL 10 HYD 2 LO PRESS 14 R AOA HEAT 15
APU GEN OFF 7 HYD 3 HI TEMP 14 R COWL A/I 15
APU GEN OVLD 7 HYD 3 LO PRESS 14 R EMER DOOR 6
APU LCV FAIL 19 HYD EDP 1A 14 R ENG MISCOMP 19
APU OIL PRESS 4 HYD EDP 2A 14 R ENG SOV CLSD 13
APU SOV FAIL 13 HYD PUMP 1B 14 R ENG SOV FAIL 13
APU SOV OPEN 13 HYD PUMP 2B 14 R ENG SOV OPEN 13
ARINC COOL 8 HYD PUMP 3A 14 R FIRE FAIL 10
AUTO PRESS 8 HYD PUMP 3B 14 R FLT SPLR 11
AV BAY DOOR 6 HYD SOV 1 OPEN 14 R FUEL FILTER 13
BATTERY BUS 7 HYD SOV 2 OPEN 14 R FUEL LO PRESS 13
BLEED MISCONFIG 19 IB BRAKE PRESS 16 R FUEL LO TEMP 13
<0039>
BULK FUEL TEMP 13 IB GND SPLRS 11 R FUEL PUMP 13
CABIN ALT 8 ICE <0039> 15 R JET OVHT FAIL 10
CARGO BTL LO 10 ICE DET FAIL 15 R MAIN EJECTOR 13
CARGO DOOR 6 IDG 1 7 R PACK HI PRESS 8

CSP A--013
RECORDING
Message Ch. Message Ch. Message Ch. Message Ch.

CARGO OVHT 8 IDG 2 7 R PACK HI TEMP 8
DC BUS 1 7 L AOA HEAT 15 R PITOT HEAT 15
DC BUS 2 7 L COWL A/I 15 R REV UNLOCKED 20
DC EMER BUS 7 L EMER DOOR 6 R REV UNSAFE 20
DC ESS BUS 7 L ENG MISCOMP 19 R SCAV EJECTOR 13
DC SERV BUS 7 L ENG SOV CLSD 13 R SPOILERON 11
DISPLAY COOL 8 L ENG SOV FAIL 13 R STATIC HEAT 15
BULK FUEL TEMP 13 L ENG SOV OPEN 13 R WINDOW HEAT 15
CABIN ALT 8 L FIRE FAIL 10 R WING A/I 15
CARGO BTL LO 10 L FLT SPLR 11 R WSHLD HEAT 15
L FUEL FILTER 13 R XFER SOV 13
DC BUS 1 7 L FUEL LO PRESS 13 R XFLOW SOV 13
DC BUS 2 7 L FUEL LO TEMP 13 SERVICE DOOR 6
DC EMER BUS 7 L FUEL PUMP 13 SMOKE TOILET 10
DC ESS BUS 7 L JET OVHT FAIL 10 SPOILERONS ROLL 11
DC SERV BUS 7 L MAIN EJECTOR 13 STAB TRIM 11
DISPLAY COOL 8 L PACK HI PRESS 8 STALL FAIL 11
EFIS COMP INOP 12 L PACK HI TEMP 8 STBY PITOT HEAT 15
EFIS COMP MON 12 L PITOT HEAT 15 STEERING INOP 16
ELEVATOR SPLIT 11 L REV UNLOCKED 20 TAT PROBE HEAT 15

CSP A--013
RECORDING
REV 56, Jan 31/03
G. EICAS Advisory Messages (Green)
Message Chapter
APR ARM 20
APR TEST 1 OK 20
APR TEST 2 OK 20
APR TEST 3 OK <0019> 20
APU SOV CLSD 13
APU SQUIB 1 10
APU SQUIB 2 10
CARGO SQUIB 1 10
CARGO SQUIB 2 10
COWL A/ICE ON <0039> 15
CPLT ROLL CMD 11
DUCT TEST OK 19
FDR EVENT 2
FLT SPLR DEPLOY 11
GLD MAN ARM 11

GND SPLR DEPLOY 11
GRAV XFLOW OPEN 13
HYD SOV 1 CLOSED 14
HYD SOV 2 CLOSED 14
ICE <0039> 15
IGNITION A/B 20
IGNITION A <0039> 20
IGNITION B <0039> 20
L COWL A/I ON <0039> 15
L ENG SOV CLSD 13
L ENG SQUIB 1 10
L ENG SQUIB 2 10
L FUEL PUMP ON 13
L REV ARMED 20
PARKING BRAKE ON 16
PLT ROLL CMD 11
R COWL A/I ON <0039> 15
R ENG SOV CLSD 13
R ENG SQUIB 1 10
R ENG SQUIB 2 10
R FUEL PUMP ON 13
R REV ARMED 20
SELCAL HF Selcal <0010><0011>5
SELCAL HF 1 Selcal <0010><0060> 5
SELCAL HF 2 Selcal <0010><0060> 5
SELCAL VHF 1 Selcal <0010> 5
SELCAL VHF 2 Selcal <0010> 5
SELCAL VHF 3 Selcal <0010>> 5
T/O CONFIG OK 2
WING A/ICE OK 15
WING A/ICE ON <0039> 15
WING/COWL A/I ON <0039> 15

CSP A--013
RECORDING
H. EICAS Status Messages (White)
Message Ch. Message Ch. Message Ch.

10TH ISOL OPEN 19 L 10TH ARM OPEN <0039> 19
14TH ISOL OPEN 19 DUCT MON LOOP A 19 L 10TH SOV CLSD 19
AC 1 AUTOXFER OFF 7 DUCT MON LOOP B 19 L 14TH ARM OPEN <0039> 19
AC 2 AUTOXFER OFF 7 EMER LTS ON 17 L 14TH SOV CLSD 19
AC ESS ALTN 7 ENG TYPE MISCOMP 20 L APR ECU FAIL <0039> 20
AC UTIL 1 OFF 7 FD 1 FAIL 3 L AUTO XFLOW ON 13
AC UTIL 2 OFF 7 FD 2 FAIL 3 L ENG ECU FAIL 19
APU BATT CHGR <0039> 7 FDR ACCEL FAIL 2 L ENGINE START 20
APU ECU FAIL 4 FDR FAIL 2 L PACK OFF 8
APU IN BITE 4 Post SB 601R---27---116 L XFLOW ON 13
FLAPS DEGRADED <0039> 11
APU LCV OPEN 19 FLAPS HALFSPEED 11 MAIN BATT CHGR <0039> 7
APU SOV OPEN 13 FLT SPLRS FAULT 11 MAN XFLOW 13
APU START 4 FLUTTER DAMP FAIL 11 NO SMOKING 17
AUTO PRESS 1 FAIL 8 FUEL CH 1 FAIL 13 OB GND SPLR FAULT 11
AUTO PRESS 2 FAIL 8 FUEL CH 2 FAIL 13 OVBD COOL FAIL 8
AUTO XFLOW INHIB 13 GLD MAN DISARM 11 PROX SYS FAULT 16
BTMU FAIL 16 GPWS FAIL 18 R 10TH ARM OPEN <0039> 8
CABIN PRESS MAN 8 GRAV XFLOW FAIL 13 R 10TH SOV CLSD 8
CABIN TEMP MAN 8 GS CANCEL 18 R 14TH ARM OPEN <0039> 8
CARGO FAN FAIL 8 HGS FAIL <0026> 18 R 14TH SOV CLSD 8
CARGO SOV FAIL 8 HORN MUTED 16 R APR ECU FAIL <0039> 20
CAS MISCOMP 2 IAPS DEGRADED 3 R AUTO XFLOW ON 13
CKPT COOL FAIL 8 IAPS OVERTEMP 3 R ENG ECU FAIL 19
CKPT TEMP MAN 8 IB GND SPLR FAULT 11 R ENGINE START 20
CONT IGNITION 20 ICE 15 R PACK OFF 8
COOL EXHAUST FAIL 8 ICE DET 1 FAIL 15 R XFLOW ON 13
CPAM FAIL 8 ICE DET 2 FAIL 15 RAM AIR OPEN 8
DC ESS TIE CLSD 7 IDG 1 DISC 7 SEAT BELTS 17
DC TIE 1 CLSD 7 IDG 2 DISC 7 SPEED REFS INDEP 3
DC TIE 2 CLSD 7 IGNITION A/B 20 SPOILERONS FAULT 11
DCU 1 APR FAIL 2 INBD COOL FAIL 8 STAB CH 1 INOP 11
DCU 2 APR FAIL 2 IRS 1 DC FAIL <0025> 12 STAB CH 2 INOP 11
DCU 3 APR FAIL <0019> 2 IRS 1 IN ATT <0025> 12 TERRAIN OFF <0039> 18

CSP A--013
RECORDING
REV 56, Jan 31/03
Message Ch. Message Ch. Message Ch.

DCU 1 AURAL INOP 2 IRS 1 ON BATT <0025> 12 TERRAIN FAIL <0039> 18
DCU 2 AURAL INOP 2 IRS 1 OVERTEMP <0025> 12 TERRAIN NOT AVAIL <0039> 18
DCU 3 AURAL INOP <0019> 2 IRS 2 DC FAIL <0025> 12 WINDSHEAR FAIL 18
DCU 1 INOP 2 IRS 2 IN ATT <0025> 12 WOW OUTPUT FAIL 7
DCU 2 INOP 2 IRS 2 ON BATT <0025> 12 YD 1 INOP 11
DCU 3 INOP <0019> 2 IRS 2 OVERTEMP <0025> 12 YD 2 INOP 11
I. Inhibits
During take-off and landing, the DCUs will process inhibit logic to minimize spurious or
distracting messages.
During take--off, the caution messages are inhibited when:
S The left and right engine N1 is greater than 79% with weight--on--wheels.
The caution message inhibit is removed when:
S Left and right engine N1 is less than 67.6%, or
S Radio altitude is greater than 400 ft AGL with the landing gear extended, or
S 30 seconds after ground to air transition.
During landing, the caution messages are inhibited when:
S Radio altitude is less than 400 ft AGL with the landing gear extended.
The caution message inhibit is removed:
S 30 seconds after air to ground transition.

CSP A--013
RECORDING
The following caution messages and their corresponding switchlights (if applicable) are
not inhibited during tale--off and/or landing.
AIRCRAFT SYSTEM CAUTION MESSAGE (Not Inhibited)
Power Plant APR INOP

L (R) REV UNLOCKED
L (R) REV UNSAFE
Automatic Flight Control System AP TRIM LWD (RWD) (ND) (NU)

AP PITCH TRIM
YAW DAMPER
Fire Protection APU BTL LO

ENG BTL 1 (2) LO
Flight Controls FLAPS FAIL

FLT SPLR DEPLOY
FLT SPLRS
L (R) FLT SPLR
IB (OB) GND SPLR
GLD NOT ARMED
GLD UNSAFE
GND SPLR DEPLOY
L (R) SPOILERON
SPOILERONS
SPOILERONS ROLL
STAB TRIM
Fuel L (R) FUEL LO PRESS
Hydraulic Power HYD 1 (2) (3) LO PRESS
Instruments EFIS COMP MON
Landing Gear A/SKID INBD (OUTBD)

IB/OB BRAKE PRESS
STEERING INOP
WOW INPUT (OUTPUT)
Miscellaneous SMOKE TOILET
J. Inhibits <0039>
During the initial take-off, final take-off and landing phases, the DCU’s will process
inhibit logic to minimize intermittent or distracting warning or caution messages.

CSP A--013
RECORDING
REV 56, Jan 31/03
(1) Initial Take-off Phase
The initial take-off inhibits are enabled when:
S Left and right engine N1 is greater than 79%,
S Weight-on-wheels, and
S Airspeed is less than 100 knots.
The initial take-off inhibit is removed when:
S Aircraft is in the final take-off phase.
(2) Final Take-off Phase
The final take-off inhibits are enabled when:
S Left and right engine N1 is greater than 79%, and
S Airspeed transitions to greater than 100 knots.
The final take-off inhibit is removed when:
S Radio altitude is greater than 400 ft AGL, or
S 30 seconds after ground to air transition.
(3) Landing Phase
Landing phase inhibits are enabled when:
S Radio altitude transitions to less than 400 ft AGL, and
S Landing gear down and locked.
The landing phase inhibit is removed when:
S 30 seconds after air to ground transition or
S Radio altitude is less than 400 ft AGL for 3 seconds.

CSP A--013
RECORDING
K. Warnings That Are Not Inhibited <0039>
The following warning messages, their corresponding switchlights and aurals are not
inhibited during initial take-off and/or landing:
Aircraft System Warning Message Aural

(NOT Inhibited) (NOT Inhibited)
Air--Conditioning and L (R) 10TH DUCT BLEED AIR DUCT

Pressurization
Aural/Visual Warning System CONFIG AILERON CONFIG TRIM

CONFIG AP CONFIG AUTOPILOT
CONFIG FLAPS CONFIG FLAPS
CONFIG RUDDER CONFIG TRIM
CONFIG SPLRS CONFIG SPOILERS
CONFIG STAB CONFIG STAB
PARKING BRAKE CONFIG BRAKES
Automatic Flight Control Autopilot Cavalry Charge

System Altitude C--Chord
Auxiliary Power Unit APU OVERTEMP APU
Fire Protection APU FIRE Firebell

L (R) ENG FIRE Firebell
SMOKE CARGO SMOKE
SMOKE TOILET <0037> SMOKE
Flight Controls Stall Warbler

Overspeed Clacker
Trim Clacker
Ice and Rain Protection 14TH DUCT BLEED AIR DUCT

ANTI--ICE DUCT (anti--ice duct inhibited)
WING OVERHEAT WING OVERHEAT
Landing Gear BRAKE OVERHEAT BRAKES

MLG BAY OVERHEAT GEAR BAY OVERHEAT
Navigation Systems TCAS Advisories
Power Plant ENGINE OVERSPD NOTE: -- no aural

L (R) JETPIPE JETPIPE OVERHEAT
OVERHEAT

CSP A--013
RECORDING
REV 56, Jan 31/03
L. Cautions That Are Not Inhibited <0039>
The following caution messages, their corresponding switchlights (if applicable) are not
inhibited during take-off and/or landing:
AIRCRAFT SYSTEM CAUTION MESSAGE (Not Inhibited)
Automatic Flight Control System AP TRIM IS LWD (RWD) (NU) (ND)

AP PITCH TRIM
YAW DAMPER
Fire Protection SMOKE TOILET
Flight Controls FLT SPLR DEPLOY

IB (OB) GND SPLRS
GLD NOT ARMED
GLD UNSAFE
GND SPLR DEPLOY
L (R) SPOILERONS
SPOILERONS ROLL
STAB TRIM
STALL FAIL
Flight Instruments EFIS COMP MON
Hydraulic Power HYD 1 (2) (3) LO PRESS
Ice and Rain protection ICE

ICE DET FAIL
L (R) WING A/ICE
Landing Gear A/SKID INBD (OUTBD)

IB/OB BRAKE PRESS
WOW INPUT (OUTPUT)
Power Plant APR INOP

L (R) REVERSER UNLOCKED
L (R) REVERSER UNSAFE

CSP A--013
RECORDING
M. Advisory and Status Information Is Not Inhibited<0039>
All advisory and status messages and their corresponding switchlights (if applicable)
are not inhibited during take-off and/or landing.
N. Take--Off Configuration Warning
Take-off configuration warnings are armed when the aircraft is on the ground and both
engines are accelerated towards take-off thrust (N1 greater than 70%).
S If the aircraft is in a safe takeoff configuration, a T/O CONFIG OK advisory (green)

message comes on. The message will go out upon aircraft rotation.
S If the aircraft is in an unsafe configuration, configuration aural and warning (red)

messages, as well as both MASTER WARNING switchlights come on.
The following systems / conditions are checked:
Condition Voice Message EICAS Message
Autopilot engaged Config Autopilot CONFIG AP

Flaps not in take-off position Config Flaps CONFIG FLAPS
All spoilers not in take-off position (down) Config Spoilers CONFIG SPLRS
Horizontal stabilizer outside of take-off Config Trim CONFIG STAB
range (“green band”)
Parking brake set (brake valve closed) Config Brakes PARKING BRAKE
Rudder trim outside of take-off range Config Trim CONFIG RUDDER
(trim > ±0.5 degrees)
Aileron trim outside of take-off range Config Trim CONFIG AILERON
(trim > ±0.5 degrees)
NOTE
All configuration warning indications are cancelled

when the configuration error is corrected.

CSP A--013
RECORDING
REV 56, Jan 31/03
CONFIG AP warning (red)

Indicates that the
autopilot is engaged CONFIG CONFIG AILERON warning (red)
with the airplane AUTOPILOT Indicates that aileron
configured for take--off. trim is outside of the CONFIG
take--off range. TRIM
CONFIG FLAPS warning (red)

Indicates that flaps
are not in a take--off
<0039> <0006> position with the CONFIG
airplane configured FLAPS
for take--off.
CONFIG RUDDER warning (red)

Indicates that rudder
trim is outside of the CONFIG
take--off range. TRIM
CONFIG SPLRS warning (red)

Indicates that flight
spoilers are not
retracted with the CONFIG
airplane configured SPOILERS
for take--off.
CONFIG STAB warning (red)

Indicates that the
horizontal stab trim CONFIG
is outside of the TRIM
take--off range.
PARKING BRAKE warning (red)

Indicates that the
Primary Page parking brake is set CONFIG
with the airplane BRAKES
configured for take--off.
Take---Off Configuration Warnings <MST>

Figure 02---20---9

CSP A--013
RECORDING
O. Landing Configuration Warning
The landing gear warning horn will sound if:
S 2 minutes after ground to air transition with any landing gear not down and locked
and
S The indicated airspeed is less than or equal to 163 knots with one or both thrust
levers selected to IDLE
or
S The indicated airspeed is less than or equal to 185 knots with the flaps at less than
5 degrees and one or both thrust levers selected to IDLE.
NOTE
The landing gear horn may be muted with one thrust

lever at IDLE and the landing gear not in the down and
locked position. Refer to Chapter 16, Landing Gear.
The “Too low gear” aural warning is heard if any landing gear is not down and locked
with the radio altitude less than 500 ft AGL and the indicated airspeed at less than 190 knots.

CSP A--013
RECORDING
REV 56, Jan 31/03
P. MENU Page
The MENU page, in conjunction with the EICAS control panel is used to set the N1
bugs on the Primary page and to zero the fuel used indication on the FUEL synoptic
page. The MENU page is divided into two sections: menu section and the confirmation
section. The menu section contains two line items N1 REFERENCE and FUEL USED
RESET. The confirmation section has ACCEPTand CANCEL lines. The UP/DN
buttons on the EICAS control panel (ECP) are used to move a cursor, on the left side of
the page, to a desired line. Th SEL button, on the ECP, is used to select the line item.
If the FMS is not available, the FLIGHT NUMBER line will also be displayed in the
menu section.
The MENU page, in conjunction with the EICAS control panel is used to set the N1
bugs on the Primary page and to zero the fuel used indication on the FUEL synoptic
page. The MENU page is divided into two sections: menu section and the confirmation
section. The menu section contains two line items N1 REFERENCE and FUEL USED
RESET. The confirmation section has ACCEPTand CANCEL lines. The UP/DN
buttons on the EICAS control panel (ECP) are used to move a cursor, on the left side of
the page, to a desired line. Th SEL button, on the ECP, is used to select the line item.
Normally, the FMS is used to program the FLIGHT NUMBER, but if the FMS is not
available, the FLIGHT NUMBER and SET IRS HDG lines will be displayed in the menu
section. The SET POS will appear after the IRS heading has been set. <0025>
The MENU page is divided into two sections: menu section and the confirmation
section. Normally, no line items are displayed in the menu section, but if the FMS is not
available the following items that are normally programmed by the FMS will be
displayed: N1 REFERENCE, FUEL USED RESET, and FLIGHT NUMBER. The MENU
page, in conjunction with the EICAS control panel is then used to select the listed
items. The confirmation section has ACCEPT/CANCEL lines used to accept or cancel
the programing inputs. A cursor on the left side of the page is controlled by the UP/DN
buttons on the EICAS control panel (ECP). The SELECT button on the ECP is used to
select an line item.
The MENU page is divided into two sections: menu section and the confirmation
section. Normally, no line items are displayed in the menu section, but if the FMS is not
available the following items that are normally programmed by the FMS will be
displayed: N1 REFERENCE, FUEL USED RESET, FLIGHT NUMBER and SET IRS
HDG. The SET POS will appear after the IRS heading has been set. The MENU page,
in conjunction with the EICAS control panel is then used to select the listed items. The
confirmation section has ACCEPT/CANCEL lines used to accept or cancel the
programing inputs. A cursor on the left side of the page is controlled by the UP/DN
buttons on the EICAS control panel (ECP). The SELECT button on the ECP is used to
select an line item. <0024><0025><0039><0025><0039><0050>

CSP A--013
RECORDING
Green -- Active and / or preset

data that may be displayed on
primary page if conditions are met.
Cyan -- Data being edited.
FLIGHT NUMBER White -- Inactive or default data.
Used to input the flight Line defaults to last entered value.
number for display on the
status page (only displayed
if the FMS is not available).
ACCEPT/CANCEL
Editing lines:
FUEL USED RESET Line Used to insert edits.
Accessed through UP/DN into system
keys on EICAS control panel. or cancel the edit.
Cursor will go to ACCEPT line Works in conjunction
and prompt message will appear. with the SEL button
SEL switch on EICAS control on the EICAS control
panel is used to confirm selection. panel.
CANCEL line used to cancel
change (not reset fuel used).
Fuel synoptics page will display
reset value.
PROMPT MESSAGE (white)
Menu Page
Menu Page <0024><0050>

Figure 02---20---10

CSP A--013
RECORDING
REV 56, Jan 31/03
FLIGHT NUMBER
Used to input the flight
Green -- Active and / or preset number for display on the
data that may be displayed on status page (only displayed
primary page if conditions are met. if the FMS is not available).
White -- Inactive or default data.
Line defaults to last entered value. SET IRS HDG
SET POS
Used to set IRS initial
position or heading
when FMS control
display units are
inoperative. SET POS
FUEL USED RESET Line appears after IRS
Accessed through UP/DN heading has been set
keys on EICAS control panel. (only displayed if FMS
Cursor will go to ACCEPT line is not available).
and prompt message will appear.
SEL switch on EICAS control ACCEPT/CANCEL
panel is used to confirm selection. Editing lines:
CANCEL line used to cancel Used to insert edits.
change (not reset fuel used). into system
Fuel synoptics page will display or cancel the edit.
reset value. Works in conjunction
with the SEL button
on the EICAS control
panel.
Menu Page
Menu Page <0025>

Figure 02---20---11

CSP A--013
RECORDING
FLIGHT NUMBER NOTE

Green -- Active and / or preset Used to input the flight The menu items are
data that may be displayed on number for display on the only displayed if the
primary page if conditions are met. status page. FMS is not available
White -- Inactive or default data.
Line defaults to last entered value. SET IRS HDG
SET POS
Used to set IRS initial
position or heading
when FMS control
display units are
inoperative. SET POS
FUEL USED RESET Line appears after IRS
Accessed through UP/DN heading has been set
keys on EICAS control panel. (only displayed if FMS
Cursor will go to ACCEPT line is not available).
and prompt message will appear.
SEL switch on EICAS control ACCEPT/CANCEL
panel is used to confirm selection. Editing lines:
CANCEL line used to cancel Used to insert edits.
change (not reset fuel used). into system
Fuel synoptics page will display or cancel the edit.
reset value. Works in conjunction
with the SEL button
on the EICAS control
panel.
Menu Page
Menu Page <0039>

Figure 02---20---12

CSP A--013
RECORDING
REV 56, Jan 31/03
Q. System Circuit Breakers
SYSTEM SUB--SYSTEM CB NAME BUS BAR CB CB NOTES

PANEL LOCATION
DC BUS 1 1 H3
Primary
PRIM DISPL BATTERY
Display 2 Q6
BUS
DC BUS 1 1 H4
Secondary
SEC DISPL BATTERY
Display 2 Q7
BUS
BATTERY
Control Panel CONT PNL 2 Q8
BUS
EICAS LDU L DC BUS 1 1 H5
Lamp Driver
Unit BATTERY
EICAS LDU R 2 Q9
BUS
BRT/DIM DC BUS 1 1 H6--8
EICAS PWR SUP
Bright / Dim
Power Supply 1, 2, 3 BATTERY
2 Q10--12
BUS
EICAS DCU 1 DC ESS 4 C10--11

DCU 1
CH--A,CH--B 2 Q2--3
EICAS DCU 2 BATTERY 6 A6
DCU 2 EICAS DCU 2 DIRECT
2 Q4--5
CH--A,CH--B
BATTERY
EICAS DCU 3 6 A6
DIRECT
DCU 3
EICAS DCU 3
DC BUS 2 2 K6--7
CH--A,CH--B

CSP A--013
RECORDING
Recording REV 56, Jan 31/03
1. RECORDING
A flight data recorder (FDR) records aircraft systems data (including altitude, airspeed,
position, heading, acceleration and radio communications events). The FDR provides a
digital record of aircraft data for the last 25 hours of aircraft operation. The FDR normally
receives data from data concentrator unit No.1 (DCU 1), records the information and sends it
back to the DCU1 for comparison. If DCU 1 fails, DCU 2 will supply the data to the FDR.
The FDR will operate when the STROBE lights switch or BEACON lights switch is selected
on, or if the aircraft is in a weight off wheels condition. The FDR has an internal clock which
is used as the time reference from which events are recorded. An event can be marked by
the pilot by operation of a FDR EVENT button on the Miscellaneous Test panel.
A cockpit voice recorder (CVR) starts recording as soon as power is applied to the aircraft. It
has a solid state non-volatile memory that records cockpit and mixed PA audio. The unit has
a recording capacity of 30 minutes (120 minutes, depending on option). The deceleration of
impact removes the power to prevent the data from being erased.
The FDR and CVR each includes an underwater locater device (ULD). The ULD is a battery
operated, underwater, pulsed acoustic beacon which has an internal switch that is activated
by water. When activated, the unit sends out a 36.5 to 38.5 kilohertz signal.

CSP A--013
RECORDING
REV 56, Jan 31/03
Recording
TEST ERASE FDR EVENT

Used to test CVR. Used to erase Pushing and holding for
Hold for 5 seconds. HEADSET previous recording, a period of 2 seconds
Test light illuminates Used to connect while on ground. records a time stamp on
to indicate successful headset to monitor the FDR.
test. recording tone
during test.
<0065>
TEST
Cockpit Voice Recorder Panel Used to
Pilot’s Instrument panel test CVR.
Miscellaneous Test Panel
Center Pedestal
ERASE
Used to erase
HEADSET previous recording,
Used to connect while on ground.
Cockpit Voice Recorder Panel headset to monitor
Pilot’s Instrument panel recording tone
during test.
Recording <MST>
Figure 02---30---1

CSP A--013
RECORDING
Recording REV 56, Jan 31/03
FDR EVENT advisory (green)

Indicates that a FDR EVENT
was selected.
FDR FAIL status (white)

Indicates a difference
between the recorded data
and the data supplied by <0039>
the DCU.
<0039>
FDR ACCEL FAIL status (white)

Indicates a FDR accelerometer
out of tolerance on the ground
with the parking brake set and
DC bus 1 on (stays latched
until FDR event button pressed
for 2 seconds).
Status Page
Recording --- EICAS Indications <MST>

Figure 02---30---2

CSP A--013
RECORDING
REV 56, Jan 31/03
Recording
A. System Circuit Breakers

PANEL LOCATION
FLIGHT REC
AC BUS 1 C9
Flight Data PWR
1
Recorder FLIGHT REC
Recording DC BUS 1 K2
CONT
Cockpit Voice CKPT VOICE DC
4 D7
Recorder REC ESSENTIAL

CSP A--013
RECORDING
Maintenance Data Computer REV 56, Jan 31/03
1. MAINTENANCE DIAGNOSTIC SYSTEM
The maintenance diagnostic system is used by maintenance personnel to view current and
historical information relating to specific aircraft systems health and operation.
The system uses a maintenance diagnostic computer (MDC) to process and record avionics
and aircraft systems data for future retrieval. A maintenance switch, located behind the
pilot’s seat, is used to enter the maintenance diagnostics mode. The multifunctional displays
(MFD’s) are used to display the maintenance data and the EICAS control panel is used to
control and select information on the MFD display. Status and function information for all
aircraft Line Replaceable Units (LRU’s) is displayed in coded words using different
numbering systems (binary, octal and hexadecimal). Maintenance personnel use a data
dictionary to decode the displayed information.
A data loader unit is used to upload or download data to or from a floppy disk.
When the maintenance switch is set to MFD1 or MFD2, the applicable MFD is configured to
display maintenance related display pages and the respective Display Control Panel (DCP)
is configured as a maintenance page control panel. The first page displayed will be the
MAINTENANCE MENU page.

CSP A--013
RECORDING
REV 56, Jan 31/03
Maintenance Data Computer
MAINT (Guarded)
Used to select the
appropriate MFD
for maintenance
diagnostics.
CURSOR
Maintenance Switch
Behind Pilot’s Seat
MFD MODE
INSTRUCTION
LINE Maintenance Main Menu Page
Multifunction Display
<0040>
RDR TFC
BRG POINTER 1
Display Control Panel

BRG POINTER 2 Pilot’s and Copilot’s Side Panels NAV SOURCE
X--SIDE
Maintenance Diagnostic Computer System <MST>

Figure 02---40---1

CSP A--013
RECORDING
A. Maintenance Menu Page Overview
S LRU STATUS -- Displays a list of current (MDC detected) non--functioning LRU’s and
their status.
S LRU FAULT HISTORY -- Displays a list of all stored LRU faults, in the MDC memory,
for the last 50 flight legs.
S LRU DIAGNOSTIC DATA-- Displays a list of all LRU’s and the current bit patterns of
the diagnostic words of each LRU.
S ENGINE EXCEEDANCE HISTORY-- Displays a list of all engine exceedances for

the past 50 flight legs.
S ENGINE TREND HISTORY -- During each flight leg the MDC stores in its memory a
list of selected engine parameters (called a snapshot) The MDC can store up to 50
snapshots.
S LIFE CYCLE DATA-- Displays the number of thrust reverser cycles and the engine
operating hours.
S DISK OPERATIONS -- In conjunction with the data loader, is used to upload or

download MDC files.
S CLOCK SET OPERATION -- Used to set the MDC internal clock. Normally, the
MDC uses the aircraft clocks for time reference. If the aircraft clocks fail, the MDC
internal clock is used.
S AIRCRAFT IDENT SET OPERATION-- Used to set aircraft identification for the
LRU’s.
S FCC DIAGNOSTICS -- Displays instructions to put flight control system into

diagnostic mode.
S CENTRAL STRAPPING UNIT CONFIG--Used to check the configuration of the

integrated avionics processor system (IAPS) computers.
When in the MDC mode, the Display Control Panel buttons function as follows:
S BRG1 (upper) -- used to move the cursor UP, or to scroll backward.
S BRG2 (lower) -- used to move the cursor DOWN, or to scroll forward.
S RDR -- used to select a line, or to switch the display format from binary to
hexadecimal.
S TFC -- used to return to the menu page.
S NAV SOURCE -- used to display computer word labels.

CSP A--013
RECORDING
REV 56, Jan 31/03
B. Data Loader Unit
The data loader is a portable unit that plugs into a connector on the copilots bulkhead
below circuit breaker panel No. 2. Through the download function from the MENU
page, the unit enables the transfer of data files, between DOS-compatible diskettes and
applicable aircraft systems. The data loader unit provides the capability to format disks,
read directories and read/write files.
The data loader is mounted between the galley and the aft side of the copilots
bulkhead. Through the download function from the MENU page, the unit enables the
transfer of data files, between DOS-compatible diskettes and applicable aircraft
systems. The data loader unit provides the capability to format disks, read directories
and read/write files. <0018>
Drive In--Use Indicator Disk Drive

Indicates that data are Used to upload / download
being read from or MDC / FMS data
written to diskette.
Diskette Eject
Used to eject
diskette from
disk drive.
FAIL Indicator (red)

POWER Indicator (green) Indicates disk drive failure.
Indicates that power to disk
Data Loader Unit
drive is available.
NOTE
Indicators are not dimmable.
Data Loader Unit <0018>

Figure 02---40---2

CSP A--013
RECORDING
C. System Circuit Breakers

PANEL LOCATION
IAPS LEFT
Maintenance MDC
Data MDC IAPS LEFT DC BUS 1 1 H2
Computer FMS/ MDC
<0024><0050>

CSP A--013
RECORDING
REV 56, Jan 31/03

CSP A--013
Vol. 1 03--00--1
AUTOMATIC FLIGHT CONTROL SYSTEM
CHAPTER 3 --- AUTOMATIC FLIGHT CONTROL SYSTEM
Page

INTRODUCTION 03--10
FLIGHT CONTROL AND GUIDANCE 03--20

Flight Control and Guidance 03--20--1
Flight Director 03--20--2
Synchronization 03--20--6
Flight Mode Annunciator 03--20--8
Lateral Modes of Operation 03--20--8
Vertical Modes of Operation 03--20--12
Altitude Alert System 03--20--16
AUTOPILOT 03--30
Autopilot 03--30--1
INTRODUCTION
Figure 03--10--1 Auto Flight Systems -- General 03--10--2
Figure 03--10--2 Automatic Flight Control System Modes 03--10--3
FLIGHT CONTROL AND GUIDANCE

Figure 03--20--1 Flight Control Panel Layout 03--20--1
Figure 03--20--2 Flight Director Controls and Indications 03--20--4
Figure 03--20--3 Course Pointer Control and Indication 03--20--5
Figure 03--20--4 Flight Director Synchronization 03--20--7
Figure 03--20--5 Flight Mode Annunciator 03--20--8
Figure 03--20--6 Altitude Alert System 03--20--17
Figure 03--20--7 Automatic Flight Control System
EICAS Indications 03--20--18
AUTOPILOT
Figure 03--30--1 Autopilot -- General 03--30--2
Figure 03--30--2 Autopilot -- Controls 03--30--4
Figure 03--30--3 Autopilot -- PFD Flags 03--30--5

CSP A--013
Vol. 1 03--00--2
REV 56, Jan 31/03
Table of Contents
Figure 03--30--4 Autopilot -- EICAS Messages 03--30--6

CSP A--013
Vol. 1 03--10--1
1. INTRODUCTION
The automatic flight control system (AFCS) provides integration of the autopilot and flight
director systems. The AFCS system consists of two interlinked flight control computers
(FCC 1 and FCC 2), a two axis autopilot, two yaw dampers, automatic elevator trim control
and assorted servos and actuators. The flight director commands the flight crew to follow
cues on the primary flight displays (PFD’s).
The flight control computer receives mode selections from the flight control panel and sensor
information from the air data system, navigation systems, attitude and heading reference
system, radio altimeter and surface position sensors.
The flight control computer receives mode selections from the flight control panel and sensor
information from the air data system, navigation systems, inertial reference system, radio
altimeter and surface position sensors.<0025>
The FCC’s provide flight guidance commands to the autopilot which provides the control
signals to drive the aileron and elevator servos as well as the horizontal stabilizer trim. The
flight director provides computed steering commands using a command bar on the attitude
director indicator portion of the PFD’s. The steering commands provide visual guidance for
the pilot to manually steer the aircraft as defined by the selected modes of operation.

CSP A--013
Vol. 1 03--10--2
REV 56, Jan 31/03
Introduction
AUTOFLIGHT
INTEGRATED AUTOMATIC FLIGHT CONTROL

AVIONICS FLIGHT CONTROL COMPUTER
PROCESSING SYSTEM (AFCS) (FCC) DIAGNOSTICS
SYSTEM (IAPS)
FLIGHT DIRECTOR AUTOPILOT YAW DAMPER
AUTO TRIM
Auto Flight Systems --- General

Figure 03---10---1

CSP A--013
Vol. 1 03--10--3
CRUISE MODES
ROLL PITCH
HDG ALT SEL
VOR ALT HOLD
FMS
DESCENT MODES
CLIMB MODES ROLL PITCH
ROLL PITCH HDG PITCH
VOR VS
HDG VS
LOC SPD
VOR SPD
PITCH FMS
FMS
GO--AROUND MODES
ROLL PITCH
HDG 10 DEGREES
ROLL HOLD NOSE UP
APPROACH MODES
ROLL PITCH
LOC GS
VOR
TAKEOFF MODE FMS
ROLL PITCH
WINGS 15 DEGREES
LEVEL NOSE UP
HDG
HOLD
Automatic Flight Control System Modes

Figure 03---10---2

CSP A--013
Vol. 1 03--10--4
REV 56, Jan 31/03
Introduction

CSP A--013
Vol. 1 03--20--1
Flight Control and Guidance REV 56, Jan 31/03
1. FLIGHT CONTROL AND GUIDANCE
Integration among the various avionics systems is provided by the integrated avionics
processing system (IAPS) which is a computer card cage located in the avionics
compartment. Two flight control computers (FCC’s), mounted inside the IAPS, are the main
computers for the automatic flight control system (AFCS). Control logic for the dual flight
directors, the two axes autopilot with automatic pitch trim and the dual yaw dampers is
contained within the two FCCs.
The FCC’s use altitude and heading reference system (AHRS) and air data computer (ADC)
system information to calculate flight path and control parameters for the AFCS. Other
inputs to the flight control computers include selections made on the flight control panel,
flight management computer outputs and radio system outputs.
The FCC’s use the inertial reference system (IRS) and air data computer (ADC) system
information to calculate flight path and control parameters for the AFCS. Other inputs to the
flight control computers include selections made on the flight control panel, flight
management computer outputs and radio system outputs. <0025>
The flight control panel is the mode selection panel for selecting and controlling the flight
director and autopilot functions.
Autopilot Panel
Contains switches
to couple, uncouple,
transfer control and
reduce gains on the
Flight Control Panel
autopilot. Center Glareshield
Mode Indicators
Flight Director and When a mode switch is pressed,
Course Selector Panels a mode request is sent to the
Contains switches to on--side flight control computer.
select basic pitch and roll If conditions are within limits, the
modes (when not coupled) computer acknowledges by
and set course on primary illuminating the green lights
flight display. adjacent to the mode switch.
The primary flight display
indicates the selected mode.
Flight Control Panel Layout

Figure 03---20---1

CSP A--013
Vol. 1 03--20--2
REV 56, Jan 31/03
Flight Control and Guidance
The PFD’s indicate the following AFCS information:
S Flight director modes and status
S Autopilot modes and status
S Elevator, stabilizer, and aileron trim failures
S Yaw damper disengagement
S Alternate and common source selections (attitude reference, air data reference and
display control panel selection)
S Flight director system monitor status.
Using the flight control panel, the crew can select the following functions:
S Remove flight director cues from the primary flight display and revert to basic pitch and roll
displays
S Set course and fly to the active navigation source
S Engage, disengage and transfer control of the autopilot
S Reduce autopilot gains
S Set and maintain airspeed, vertical speed, and altitude
S Set navigation, heading selection and approach modes.
A. Flight Director
The flight director provides visual guidance, by means of command bars on the attitude
director indicator (ADI), to fly the aircraft manually or to visually monitor autopilot
response to the guidance commands. The visual guidance commands (pitch and roll
control) are integrated with the AFCS modes, selected on the flight control panel, for
autopilot operation. AFCS operating modes can be selected to the flight directors with
the autopilot disengaged. Pitch (including speed control) and roll guidance cues from
the AFCS are displayed on the ADI portion of the PFD’s.
The flight director system provides commands to perform the following:
S Hold a desired attitude
S Maintain a pressure altitude
S Hold a vertical speed
S Hold a Mach number or indicated airspeed
S Capture and maintain a preselected barometric-corrected altitude

CSP A--013
Vol. 1 03--20--3
S Capture and track a preselected heading
S Capture and track a preselected radio course (VOR, LOC,GS)
S Capture and track a localizer and glideslope to establish Category 2
S Maintain a wings-level, fixed pitch-up attitude for go-around
S Provide windshear escape guidance.
NOTE
When the autopilot is in IAS or vertical speed mode

with the flight director engaged, the flight director may
command excursions beyond VMO/MMO.
Flight directors are simultaneously turned on by either selecting a vertical mode,

selecting a lateral mode, or by engaging the autopilot. Flight director selection activates
all flight control mode annunciations and presents steering commands for the selected
mode(s). When both flight directors are turned on, by engaging the autopilot, basic
modes (pitch and roll) are automatically selected. When both flight directors are turned
on, by selecting a vertical or lateral mode, basic modes are automatically selected for
the other axis.
Transfer mode controls the routing of flight guidance commands to the autopilot and
flight directors. When transfer mode is selected, the copilot’s flight guidance command
drives both flight directors. When not transferred, the pilot’s flight guidance command
drives both flight directors.

CSP A--013
Vol. 1 03--20--4
REV 56, Jan 31/03

Center Glareshield
FD
FD Flag (red) Flight Director
Indicates that either the (magenta)
pitch or roll data is invalid.
<0015>
Primary Flight Display

Pilot’s and Copilot’s Instrument Panels
Flight Director Controls and Indications <MST>

Figure 03---20---2

CSP A--013
Vol. 1 03--20--5

Center Glareshield
<0015>
Course Pointer
Indicates position on compass rose
that corresponds to selected course.
Color matches navigation source.
Selected Course Readout
Indicates selected course as set using
course knob on flight control panel.

To / From Indicator
Indicates direction to or from the
tuned station or waypoint. Color
matches navigation source.
Cross--Side Course Pointer (cyan)

Indicates position on compass rose that
corresponds to cross--side selected course.
Displayed when activated by navigation
Multifunction Display -- HSI Mode source knob on display control panel.
Course Pointer Control and Indication <MST>

Figure 03---20---3

CSP A--013
Vol. 1 03--20--6
REV 56, Jan 31/03
B. Synchronization
Flight director synchronization is selected by pushing the AP/FD SYNC switch on the
inboard side of each control wheel when in the following modes:
S Speed
S VS
S Altitude hold
S Pitch and roll.
Selecting synchronization has no effect if the autopilot is engaged.
Synchronization is annunciated with a yellow SYNC on the primary flight display. The
message will remain for 3 seconds, or until the AP/FD sync switch is released,
whichever is longer.

CSP A--013
Vol. 1 03--20--7
SYNC (yellow)
Displayed when flight
director synchronization
is selected.
<0015>
Flight Director
Synchronization
Switch (black)
Used when autopilot is
not coupled, to
synchronize vertical
and lateral references
to those currently
flown.
Control Wheel
Primary Flight Display Rear View
Flight Director Synchronization <MST>

Figure 03---20---4

CSP A--013
Vol. 1 03--20--8
REV 56, Jan 31/03
C. Flight Mode Annunciator
Located above the blue (sky) portion of the attitude director Indicator. The flight mode
annunciator presents flight mode information in two fields separated by a vertical cyan
line. To the left of the line is the active or captured field (green) and to the right of the
line is the armed field (white). The bottom line of the fields contains vertical mode
information and the upper line is lateral information.
LATERAL CAPTURE
OR ACTIVE FIELD
LATERAL ARMED
FIELD
1/2 BNK
HDG LOC1
IAS 400 ALTS GS
1/2 BANK VERTICAL ARMED

ANNUNCIATION FIELD
VERTICAL CAPTURE
OR ACTIVE FIELD

Pilot’s and Copilot’s Instrument Panels <0015>
Flight Mode Annunciator <MST>

Figure 03---20---5
D. Lateral Modes of Operation
(1) Roll Mode
Roll mode generates commands to hold the heading that exists when the mode is
initiated, unless the roll angle upon initiation is over 5 degrees (commands are
then generated to hold the roll angle). The roll mode reference is reset to the
current heading, or current roll angle, upon autopilot engagement, FD SYNC or
AP SYNC.
Roll mode is automatically selected, when no other lateral mode is active, and the
flight director is on. Roll mode is cleared by the selection of another lateral mode.

CSP A--013
Vol. 1 03--20--9
Roll mode is annunciated with a green ROLL message in the lateral capture field
on the primary flight display.
(2) Lateral Take-Off Mode
Lateral take-off mode generates a wings level command while on the ground.
After take-off, it generates a heading hold command, with a 5-degree bank limit,
using the heading which existed at take-off. Selecting a lateral take-off mode
turns on both flight directors, disengages the autopilot and clears all other lateral
modes.
Lateral take-off mode is selected by pushing one of the thrust lever-mounted

TOGA switches while on the ground. Lateral take-off mode is cleared by the
selection of FD SYNC or another lateral mode.
Lateral take-off mode is annunciated with a green TO message in the lateral

capture field on the primary flight display.
(3) Heading Select Mode
Heading select mode generates commands to capture and maintain the selected
digital heading readout and heading bug on the PFD. The selected heading can
be changed by rotating the HDG knob (up to 360 degrees) on the flight control
panel (FCP). Pushing the HDG knob will set the selected heading to the current
heading.
Heading select mode is selected by pushing the HDG switch on the FCP.
Heading select mode is cleared by pushing HDG switch or by selecting another
lateral mode.
Heading select mode is annunciated with a green HDG message in the lateral
capture field.
(4) Navigation Mode
Navigation mode generates commands to capture and track a selected

navigation source displayed on the primary flight display. Navigation mode is
armed when selected, but cannot capture if the flight control computer is not
receiving valid navigation data.
The capture point is a function of closure rate, with the capture point moving
away from the radial/beam for high closure rates. Capture will always occur if
VOR deviation is less than 5% of full scale (0.1 dot), or localizer deviation is less
than 30% (0.6 dot). Navigation capture clears the heading selected. A localizer
capture clears half bank and turbulence modes.
Dead reckoning is provided during VOR station passage. When DME data is
available, dead reckoning region is approximately where the horizontal distance
to the station is less than the altitude to the station. Without DME data, dead
reckoning is based on a high rate of VOR deviation.

CSP A--013
Vol. 1 03--20--10
REV 56, Jan 31/03
The CRS 1 knob is used to set the course pointer on the pilot’s PFD. The CRS 2
knob is used to set the course pointer on the copilot’s PFD. Pushing the button
in the course knob will select the course required to fly directly to a station.
Navigation mode is selected by pushing the NAV switch on the FCP. Navigation
mode is cleared by pushing the NAV switch again, by selecting another lateral
mode or by changing the source of the on-side navigation signal.
Navigation mode arming is annunciated with two messages on the primary flight
display, a green HDG message in the lateral capture field, and a white navigation
source identifier (VOR1/2, LOC1/2 or FMS1/2) in the lateral arm field.
Navigation mode capture/tracking is annunciated with a green message in the

lateral capture field on the primary flight display which identifies the navigation
source (VOR1/2, LOC1/2 or FMS1/2). Dead reckoning operation is annunciated
with a white DR message on the primary flight display.
(5) Approach Mode
Approach mode generates commands to capture and track the selected

navigation source displayed on the primary flight display. Tracking performance
is higher, than in navigation mode. Approach mode is armed when selected, but
cannot capture if the flight control computer is not receiving valid navigation data.
away from the radial/beam for high closure rates. Capture will always occur if
VOR deviation is less than 5% of full scale (0.1 dot), or localizer deviation is less
than 30% (0.6 dot). If the other side does not concurrently capture, it will
continue to operate in heading select until it independently captures.
Approach mode may automatically select glideslope mode. An on-side localizer

capture clears turbulence mode on both sides.
Dead reckoning is provided during VOR station passage. When DME data is
available, dead reckoning region is where DME distance to the station is less than
0.6 nautical mile (DME). Without DME data, dead reckoning is based on a high
rate of VOR deviation.
The CRS 1 knob is used to set the course pointer on the pilot’s PFD. The CRS 2
knob is used to set the course pointer on the copilot’s PFD. Pushing the button
in the course knob will select the course required to fly directly to a station.
Approach mode is selected by pushing the APPR switch on the FCP. Approach
mode is cleared by pushing the APPR switch again, by selecting another lateral
mode, or by changing the source of the on-side navigation signal.

CSP A--013
Vol. 1 03--20--11
Approach mode arming is annunciated with two messages on the primary flight
display, a green HDG message in the lateral capture field, and a white navigation
source identifier (VOR1/2, LOC1/2 or FMS1/2) in the lateral arm field. Approach
mode capture/tracking is annunciated with a green message in the lateral capture
field on the primary flight display which identifies the navigation source (VOR1/2,
LOC1/2 or FMS1/2). Dead reckoning operation is annunciated with a white DR
message on the primary flight display.
(6) Back Course Mode
Back course mode generates commands to capture and track the selected back
course displayed on the primary flight display. Back course is armed when
selected, but cannot capture if the flight control computer is not receiving valid
localizer data.
away from the radial/beam for high closure rates. Back course capture clears
turbulence, half bank and heading modes. The CRS 1 knob is used to select the
pilot’s course, the CRS 2 knob is used to for the copilot’s course, both displayed
on the PFD’s.
Back course mode is selected by pushing the B/C switch on the flight control
panel. Back course mode is cleared by pushing the B/C switch again, by
selecting another lateral mode, or by changing the source of the navigation signal
to something other than a localizer.
NOTE
In FD mode with B/C selected, the localizer deviation

is in the correct direction either on the front or on the
back course. <0026>
Back course mode arming is annunciated with two messages on the primary
flight display, a green HDG message in the lateral capture field, and a white
navigation source identifier (B/C 1/2) in the lateral arm field. Back course mode
capture/tracking is annunciated with a green message in the lateral capture field
on the primary flight display which identifies the navigation source (B/C 1/2).
Back course captures are cleared, and/or prevented, in an FCC when the flight
director on its side of the aircraft is driven by flight guidance commands from the
other FCC.
Back course steering information is invalidated when the navigation source is not
a localizer.
(7) Half Bank Mode
Half bank mode reduces the maximum commanded bank angle to 15 degrees.
The automatic mode transition will occur at 31,600 feet. Half bank mode has no
effect on roll mode operation.

CSP A--013
Vol. 1 03--20--12
REV 56, Jan 31/03
Half bank mode is selected by pushing the 1/2 BANK switch on the FCP. Half
bank mode is automatically selected when climbing through 31,600 feet (pressure
altitude) or if the aircraft is above the half bank transition altitude when the flight
director is turned on. Selection is inhibited when in the take-off mode, go-around
mode, on-side approach mode capture, or any on-side localizer capture.
Half bank mode is manually cleared by pushing the 1/2 BANK switch again, and
is automatically cleared when descending through the half bank transition
altitude.
Half bank is annunciated with a white 1/2 BNK message on the primary flight
display.
(8) Lateral Go-Around Mode
Lateral go-around mode generates a heading hold command, with a 5 degree

bank limit. Selection of lateral go-around mode turns on both flight directors,
disengages the autopilot, and clears all other lateral modes. Lateral and vertical
go-around mode selections are coincident. When lateral go-around causes an
autopilot disengage, the resultant autopilot disengage warning may be cancelled
by another push of a TOGA switch, or by pushing the AP disconnect switch.
Lateral go-around mode is selected by pushing one of the thrust lever-mounted

TOGA switches while airborne. Lateral go-around mode is cleared by selection of
FD SYNC or another lateral mode.
Lateral go-around is annunciated with a green GA message in the lateral capture

field on the primary flight display.
E. Vertical Mode of Operation
(1) Pitch Mode
When pitch mode is selected, the pitch reference (pitch command on the primary
flight display) is set to the current pitch angle. Pitch mode generates commands
to maintain the pitch reference value.
The pitch reference value can be changed using the VS pitch wheel. Rotation of
the VS pitch wheel will change the pitch reference by 1/2 degree per click. The
pitch reference is reset to the current pitch attitude upon either autopilot
engagement, transferring to pitch mode, or synchronization.
When the preselected altitude is captured, rotating the VS pitch wheel also
rearms the altitude preselect mode.
When capturing or tracking a preselected altitude, a new preselected altitude

must be chosen prior to the selection of pitch mode, to avoid an immediate
recapture of the existing preselected altitude.

CSP A--013
Vol. 1 03--20--13
Pitch mode is automatically selected when no other vertical mode is active, and
the flight director is on. Rotating the VS pitch wheel on the flight control panel will
manually select pitch mode when the flight director is on, unless in glideslope
capture or VS mode. Pitch mode is cleared by the selection of a vertical hold
mode, or by a vertical mode capture.
Pitch mode is annunciated with a green PTCH message in the vertical capture
(2) Vertical Take-Off Mode
Vertical take-off mode generates a 15 degree pitch-up command. Loss of an

engine changes the pitch-up command to 10 degrees.
Selecting vertical mode turns on both flight directors, disengages the autopilot,
clears all other vertical modes and switches the flight guidance commands to a
dual independent configuration. Lateral and vertical take-off mode selections are
coincident.
When take-off causes an autopilot disengagement, the resultant warning may be

cancelled by another push of a TOGA switch, or by pushing the AP disconnect
switch.
Vertical take-off mode is selected by pushing one of the thrust lever-mounted

TOGA switches while on the ground. Vertical take-off mode is cleared by
engaging the autopilot, by selecting , or by the selection or capture of another
active mode.
Vertical take-off mode is annunciated with a green TO message in the vertical

(3) Altitude Preselect Mode
Altitude preselect mode generates commands to capture and track preselected

altitude. The barometric preselected altitude is displayed on the primary flight
display, and controlled via the ALT knob on the flight control panel.
Altitude preselect mode is armed upon selection. The capture point is a function
of closure rate, with the capture point moving away from the preselected altitude
for high closure rates.
Capture will not occur if the preselected altitude is slewed through current
altitude. At capture, the previously active vertical mode is cleared.
If the preselect altitude is changed, or if the VS pitch wheel is rotated during

altitude capture, the autopilot or flight director continues to capture the original
preselected altitude.
If a new preselect altitude is not set, then selection of IAS, MACH, PTCH or VS
mode, will result in the current altitude being captured.

CSP A--013
Vol. 1 03--20--14
REV 56, Jan 31/03
After capturing preselected altitude (altitude track), if preselect altitude is

changed, altitude hold is automatically selected and altitude preselect rearmed.
Pushing in the ALT knob will cancel aural and visual alerts associated with the
preselected altitude.
Altitude preselect mode is automatically selected upon selection of any vertical

mode, except glideslope capture or overspeed. Altitude preselect mode is
cleared by glideslope capture or overspeed.
Altitude preselect is annunciated on the PFD with a white ALTS message in the
vertical arm field for arm; a green ALTS CAP message in the vertical capture field
for capture, and a green ALTS message in the vertical capture field for track.
Altitude captures, which are cleared without a subsequent selection of altitude
track or arm, are annunciated with a yellow ALTS message on the PFD, which will
remain for 10 seconds, or until altitude preselect is rearmed, whichever is shorter.
(4) Altitude Hold Mode
Altitude hold mode generates commands to capture and maintain the altitude
reference. When altitude hold mode is selected, the altitude reference is set to
the current pressure altitude.
When altitude hold mode is selected by the flight management system, the
altitude reference is a barometric value from the VNAV, which is converted to
pressure altitude upon completion of capture.
The altitude reference is reset to current pressure altitude by selection of

synchronization. There is no display of altitude reference value.
Altitude hold mode is selected by pushing the ALT switch on the flight control
panel, or by changing the altitude preselect setting while in altitude preselected
track. In VNAV mode, altitude hold can be selected by the flight management
system. Selection is inhibited when in glideslope capture or overspeed.
Altitude hold mode is cleared by pushing the ALT switch again, by selection of a
vertical hold mode, or by vertical mode capture.
Altitude hold mode is annunciated with a green ALT message in the vertical
(5) Speed Mode (CLB, DES, IAS)
Speed mode generates commands to maintain the airspeed reference value.

When speed mode is selected, the IAS reference (primary flight display) is set to
the current airspeed.
The airspeed reference can be manually set, using the speed knob. The airspeed
reference is reset to current airspeed by the selection of FD SYNC or AP
engagement.
Upon altitude capture, (selected altitude), speed mode is disabled.

CSP A--013
Vol. 1 03--20--15
Speed mode is displayed in either IAS or MACH. Selection of the speed readout
is accomplished by pushing the SPEED knob on the flight control panel.
(6) Vertical Speed Mode
Vertical speed mode generates commands to maintain the VS reference value.

When vertical speed mode is selected, the VS reference (primary flight display) is
set to the current vertical speed.
The VS reference value can be changed, throughout a ±12,000 feet/minute

range, using the VS pitch wheel on the flight control panel. The VS reference is
reset to the current vertical speed by the selection of FD SYNC or AP
engagement.
When capturing or tracking a preselected altitude, a new preselected altitude

must be chosen prior to selection of vertical speed mode, to avoid an immediate
recapture of existing preselected altitude.
Vertical speed mode is manually selected by pushing the VS switch on the flight
control panel. Selection is inhibited when in glideslope capture or overspeed.
Vertical speed mode is cleared by pushing the VS switch again, by selecting a
vertical hold mode, or by a vertical mode capture.
Vertical speed mode is annunciated with a green VS #.# ↑ or VS #.# ↓ in the

vertical capture field on the primary flight display. The #.# is the VS reference
value, in thousands of feet/minute (values over 10,000 feet/minute are displayed
without a decimal point). The up arrow displays a positive reference and the
down arrow displays a negative reference.
The FCC operates in the active mode. Capture will not occur if the localizer is not
captured, or if the FCC is not receiving valid glideslope data. Upon glideslope
capture, other vertical modes are automatically cleared on the captured side. If
the other side does not concurrently capture the glideslope, it will continue to
operate in the current active vertical mode, or ensuing vertical mode, until it
independently captures glideslope.
Climb or descent rate is achieved by moving the rotary wheel on the flight control
panel.
(7) Glideslope Mode
Glideslope mode will generate commands to capture and track the glideslope.
Captures can be performed from above or below the localizer beam.
away from the beam for high closure rates. Capture will always occur if deviation
is less than 10% of the full scale (under 0.2 dot).

CSP A--013
Vol. 1 03--20--16
REV 56, Jan 31/03
Glideslope mode is automatically selected when in an approach mode, inbound,

with a valid localizer as the lateral navigation source. Glideslope mode is
automatically cleared by the loss of approach mode. When armed, glideslope
mode is also cleared by turning outbound, or by the loss of a valid localizer as the
lateral navigation source. When captured, glideslope mode is cleared by
changing the source of the lateral navigation signal to an invalid localizer.
Glideslope arming is annunciated with a white GS message in the vertical arm

field on the PFD. Glideslope capture is annunciated with a green GS message in
the vertical capture field on the PFD.
(8) Vertical Go-Around Mode
Go-around mode generates a 10-degree pitch-up command.
Selection of vertical go-around mode turns on both flight directors, disengages

autopilot, clears all other vertical modes and switches the flight guidance
commands to a dual-independent configuration. Vertical and lateral modes are
coincident.
When a go-around causes the autopilot to disengage, the autopilot warning can
be cancelled by another push to the TOGA switch, or by pushing the AP
disconnect switch.
Vertical go-around mode is selected by pushing either one of the thrust

lever-mounted TOGA switches while airborne. Go-around mode is cleared by
engaging the autopilot, by selecting FD SYNC or by the selection or capture of
another active mode.
Go-around mode is annunciated with a green GA message in the vertical capture

F. Altitude Alert System
The primary flight displays (PFD’s) alert the pilots that the aircraft is approaching the
preselected altitude, or that the aircraft is deviating from a previously selected and
acquired altitude. Altitude advisories are indicated on the altimeter portion of the PFD’s
at the preselect altitude digital readouts (above the barometric tape). It is also
displayed at the preselect bugs, including the double bars (across the fine and coarse
tapes).
The altitude alert system processes data from the air data computers and is
independent of autopilot or flight director mode. The ALT knob on the flight control
panel is used to set the desired altitude.
The preselect digital readout and bugs change state and color as follows:
S At the altitude alert threshold, the readout and bugs flash magenta for approximately
four seconds, and a one-second aural tone sounds. The threshold is approximately
1,000 feet from the selected altitude.

CSP A--013
Vol. 1 03--20--17
S When within 200 feet from the selected altitude, the readout and bugs come on
steady to indicate altitude capture.
S If the aircraft subsequently deviates more than 200 feet from the selected altitude,
the readout and altitude bugs (double bars) will flash amber and a one second tone
will be heard. The readout and altitude bugs will continue to flash amber as long as
the aircraft is deviated more than 200 feet or cancelled.
S When the airplane is --200 feet below selected altitude the flashing magenta bugs
and readout will cancel.
S If the airplane subsequently continues to deviate (±1000 feet) from the selected
altitude, a one second tone will be heard.
S When the airplane is again within 200 feet of the selected altitude, the readout and
bugs will turn magenta and stop flashing.
Altitude alerts can be cancelled by pushing the ALT switch or selecting a different
altitude. Altitude alerts are inhibited if the glideslope is captured.
(FLASHING WARNING DEVIATION NOTICE

CANCELS IF NOT (SELECTED ALTITUDE BUG
PREVIOUSLY (DOUBLE BARS) FLASHES
CANCELLED MAGENTA, READOUT
BY THE PILOT.) IS MAGENTA)
+200 FT
+100 FT DEVIATION
NOTICE
PRESELECT ALT
CAPTURE
--100 FT
--200 FT
CAPTURE
AURAL TONE (SELECTED ALTITUDE DEVIATION
FOR 1 SECOND ALTITUDE BUG (DIGITAL READOUT AND BUG
AND READOUT FLASH YELLOW CAN BE
BOTH MAGENTA) CANCELLED BY PILOT.
--1000 FT
MAJOR ALT DEVIATION
AT +/-- 1000 FEET.)
ALTITUDE AQUISITION
(DIGITAL READOUT AND 1BUG AURAL TONE
FLASH MAGENTA--MAY BE FOR 1 SECOND
CANCELLED BY PILOT;
AURAL TONE SOUNDS FOR 1 SEC.)
Altitude Alert System

Figure 03---20---6

CSP A--013
Vol. 1 03--20--18
REV 56, Jan 31/03
AFCS MSG FAIL AFCS MSG FAIL

<0039> Warning (red)
Comes on to indicate
the presence of an
invalid flight control
system (FCS)
message.
<0006>
Primary Page
FD 1 or 2 FAIL status (white)

Indicates that the respective flight
director has failed.
FD 1 FAIL
FD 2 FAIL
IAPS DEGRADED status (white) IAPS DEGRADED
Indicates that an IAPS bus has failed. IAPS OVERTEMP
<0039>
SPEED REFS INDEP
IAPS OVERTEMP status (white)
Indicates that an IAPS overtemperature
condition has been detected.
<0039>
SPEED REFS INDEP
Status (white)
that the pilot’s and
copilot’s V--speed
selections are not
synchronized.
Status Page
Automatic Flight Control System EICAS Indications <MST>
Figure 03---20---7

CSP A--013
Vol. 1 03--20--19
G. System Circuit Breakers

PANEL LOCATION
Integrated IAPS LEFT

Left AFCS DC BAT 2 P7
Avionics AFCS
Processor IAPS RIGHT
System Right AFCS DC BUS 2 2 H3
AFCS

CSP A--013
Vol. 1 03--20--20
REV 56, Jan 31/03

CSP A--013
Vol. 1 03--30--1
Autopilot REV 56, Jan 31/03
1. AUTOPILOT
The automatic flight control system (AFCS) provides a two axes, digital, fail-passive autopilot
(AP). The AP system automatically controls the aircraft in the pitch, roll and yaw axis, in
response to flight director commands, by actuating the appropriate control surfaces. The
fail-passive AP system is protected against internal single hardware faults and limits any
malfunctioning commands to a response that is easily controlled by the pilot. Command
inputs to the ailerons and elevators are provided by servos controlled by the flight control
computers (FCC’s). The FCC’s input the yaw damper system to control the rudder
To engage the autopilot, the following is required.
S Both flight control computers must be operative and detecting no failures
S The AP DISC switch--bar is in the UP position
S At least one channel of the horizontal stabilizer trim is operative
S At least one yaw damper is engaged
S At least one AHRS system is operable
S At least one IRS system is operable <0025>
S At least one air data computer (ADC) is operative
S There is no significant instability of the aircraft
NOTE
Significant instability exists during the following

conditions: pitch rate over 5 degrees/second, normal
acceleration less than --.4g or over.6g, roll rate over 21
degrees/second, bank angle over 45 degrees, pitch
angle below 15 degrees nose down or above 25
degrees nose up, or when the yaw rate exceeds 9
degrees/second.
The AP is annunciated with lights at the side of the AP ENG switch on the FCP and a green
AP message on the EICAS status page. During AP synchronization, the AP annunciation
changes to amber.
A warning for AP engagement during take--off is annunciated with a red CONFIG AP

message on the EICAS pimary page and a “CONFIG AUTOPILOT” aural alert.
Turbulence mode reduces autopilot gain so that flight control computer response to turbulent
flight conditions is slowed and aircraft motion is smoother. Turbulence mode is selected by
pushing the TURB switch on the FCP Turbulence mode cannot be selected, if the on-side
localizer is captured, or if the AP is disengaged. Turbulence mode can be cleared by
pushing the TURB switch again, by an on--side localizer capture or by AP disengagement.

CSP A--013
Vol. 1 03--30--2
REV 56, Jan 31/03
Autopilot

Center Glareshield
<0015>
NOTE
Green indicator lights on either
side of switch indicate engaged. Primary Flight Display
Autopilot --- General <MST>

Figure 03---30---1

CSP A--013
Vol. 1 03--30--3
The autopilot can be disengaged manually by any of the following:
S Pushing either AP/SP DISC switch on the control wheels
S Pushing the AP ENG switch on the flight control panel
S Lowering the AP DISC switch-bar on the flight control panel (a red line becomes visible)
S Operating either stabilizer trim switch on the control wheels
S Pressing either TOGA switch on the thrust levers
S Switching to the standby FCC
S Pressing the yaw damper DISC pushbutton on the yaw damper panel.
Disengagement of the autopilot causes a cavalry charge aural alert to sound and the AP
indication on the primary flight display (PFD) turns red. The autopilot disengage warning will
automatically cancel, after approximately two repetitions of the cavalry charge, when a
disengagement is mutually induced.

CSP A--013
Vol. 1 03--30--4
REV 56, Jan 31/03
Autopilot

AP DISC Center Glareshield
Lowering bar disengages autopilot. AP / SP DISC (red)
Red line becomes visible. When pressed, disengages
autopilot and deactivates
stick pusher. When
released, stick pusher
Take--Off/ Go--Around system is immediately
(TOGA) Switches reactivated, but autopilot
Momentary pushbutton remains disengaged.
switches associated with
the take--off/ go--around
mode of the flight director.
Pilot’s Control Wheel

(Copilot’s Opposite)
CAVALRY DISC
CHARGE Used to disengage
yaw dampers.
Yaw Damper Panel

Center Pedestal
Autopilot --- Controls

Figure 03---30---2

CSP A--013
Vol. 1 03--30--5
Automatic AP disengagement occurs if:
S Both yaw dampers are disengaged or fail
S A failure condition is detected by the FCC monitoring circuits
S Stick shaker is activated
S Excessive attitude occurs (roll beyond 45 degrees or pitch beyond 25 degrees nose--up
or 17 degrees nose--down)
S Two seconds after a windshear warning (if the autopilot has not already been
disengaged). During those two seconds, the autopilot will follow the windshear
commands.
In the event that the autopilot is disengaged due to a system fault, pressing the AP/SP DISC
switch or either TOGA switch will cancel the red flashing AP indication on the PFD and
silence the aural warning.
The automatic flight control system monitors both axes of the autopilot when engaged. If a
control surface is detected to be significantly out of trim, an indication will appear on the PFD
and a caution message will be displayed on the EICAS primary page to indicate in which
direction that the control surface is out of trim.
Elevator Mistrim Indicator (yellow)

Indicates that the horizontal stabilizer
is in a mistrim condition, when the
autopilot is engaged.
Aileron Mistrim Indicator (yellow)

Iindicates that the ailerons are in a
mistrim condition, when the autopilot
is engaged.
<0015> Primary Flight Display

Autopilot --- PFD Flags <MST>

Figure 03---30---3

CSP A--013
Vol. 1 03--30--6
REV 56, Jan 31/03
Autopilot
”Config autopilot”
YAW DAMPER Caution (amber)
Comes on when both yaw damper channels
(1 & 2) are off or when all IAPS input busses
are invalid.
AP TRIM IS LWD Caution (amber)
Comes on to indicate an out--of--trim
condition in the roll axis (left wing down).
CONFIG AP AP TRIM IS ND Caution (amber)
<0039> YAW DAMPER Comes on to indicate
AP TRIM IS LWD
AP TRIM IS ND
an out--of--trim condition
AP TRIM IS NU in the pitch axis (nose down).
AP TRIM IS RWD
AP PITCH TRIM AP TRIM IS NU Caution (amber)
condition in the pitch axis (nose up).
AP TRIM IS RWD Caution (amber)
condition in the roll axis (right wing down).
<0006>
AP PITCH TRIM Caution (amber)

Comes on to indicate a failure in the
autopilot pitch trim system.
<0039>
Primary Page
YD 1 INOP
YD 2 INOP
YD 1, 2 INOP Status
(white)
that either yaw damper
channel is inoperative.
<0039>
Status Page
Autopilot --- EICAS Messages <MST>
Figure 03---30---4

CSP A--013
Vol. 1 04--00--1
AUXILIARY POWER UNIT
CHAPTER 4 ---AUXILIARY POWER UNIT
Page

INTRODUCTION 04--10
POWER PLANT 04--20

APU Power Plant 04--20--1
Engine 04--20--1
Gearbox 04--20--1
SYSTEMS 04--30
Systems 04--30--1
Lubrication 04--30--1
Fuel 04--30--1
Ignition and Starting 04--30--1
Air Intake 04--30--1
CONTROL 04--40
Control 04--40--1
Starting 04--40--1
Stopping 04--40--2
Protective Shutdown 04--40--9
INTRODUCTION
Figure 04--10--1 Auxiliary Power Unit Installation 04--10--2
Figure 04--10--2 Auxiliary Power Unit Pneumatic Flow 04--10--3
Figure 04--10--3 Auxiliary Power Unit Indication 04--10--4
SYSTEMS
Figure 04--30--1 Auxiliary Power Unit Controls and ECU Interface 04--30--2
Figure 04--30--2 Auxiliary Power Unit Door Position Chart 04--30--3
CONTROL
Figure 04--40--1 Start/Stop Run Controls 04--40--3
Figure 04--40--2 Fuel Synoptic Page 04--40--4

CSP A--013
Vol. 1 04--00--2
REV 56, Jan 31/03
Table of Contents
Figure 04--40--3 APU Door and Run Indication 04--40--5

Figure 04--40--4 APU EICAS Messages -- Primary Page 04--40--6
Figure 04--40--5 APU EICAS Messages -- Status 04--40--7
Figure 04--40--6 APU Start Sequence 04--40--8

CSP A--013
Vol. 1 04--10--1
1. INTRODUCTION
The auxiliary power unit (APU) is installed within a fireproof titanium enclosure in the aft
equipment compartment. The APU is a fully automated gas turbine power plant which
drives an electrical generator. The generator is rated at 30 kVA and produces 115 VAC
electrical power for backup to the main engine generators (refer to Chapter 7). The APU
also supplies compressed air to the pneumatic system for main engine starting and
environmental control (refer to Chapter 19).
The maximum operating altitude of the APU is 37,000 feet. The maximum altitude for APU
starting is 30,000 feet. The maximum altitude for main engine starting using APU bleed air
is 13,000 feet. ECS operation using APU bleed air is 15,000 feet.
An Electronic Control Unit (ECU), located in the aft equipment compartment, controls the
APU through all phases of operation. The ECU monitors all sensors and switches, sets up
the appropriate fuel acceleration schedules and relays specific operating data to the engine
indication and crew alerting system (EICAS). The ECU is powered through selection of a
PWR/FUEL switchlight on the APU control panel in the flight compartment.
The APU intake door position is continuously shown on the EICAS status page. APU RPM
and exhaust gas temperature (EGT) indications are shown on the EICAS status page, only
when the APU PWR/FUEL switchlight on the APU control panel is selected.

CSP A--013
Vol. 1 04--10--2
REV 56, Jan 31/03
Introduction
APU INTAKE
BLEED AIR
DUCT
APU ENCLOSURE
LOAD
CONTROL OIL
VALVE COOLER
EXHAUST
PIPE
ASSEMBLY
STARTER
COOLING
GENERATOR
AIR
EXHAUST
OIL
FUEL
MODULE
MODULE
SERVICE
DOOR
ENGINE FIRE
EXTINGUISHER
SUPPORT CUT--OFF
ECU
SKID SWITCH
COOLING
AIR INLET
Auxiliary Power Unit Installation

Figure 04---10---1

CSP A--013
Vol. 1 04--10--3
45
40
35
30 .85 M
25 .80 M
20
15
10
335 Kt
5
0
100 150 200 250 300 350
330 Kt
AIR STARTER AIR

TURBINE CONTROL TURBINE
STARTER VALVE STARTER
LEFT PACK RIGHT PACK

SHUTOFF SHUTOFF
LEFT VALVE RIGHT
VALVE
ENGINE ISOLATION ENGINE
VALVE
LEFT 10TH CHECK RIGHT 10TH

CHECK STAGE BLEED VALVE STAGE BLEED
VALVE SHUTOFF SHUTOFF
VALVE VALVE
APU
LOAD CHECK
CONTROL VALVE
APU VALVE
Auxiliary Power Unit Pneumatic Flow

Figure 04---10---2

CSP A--013
Vol. 1 04--10--4
REV 56, Jan 31/03
Introduction
<0039> <0006>
CAUTION
MESSAGES
FUEL SHUTOFF VALVE APU START/STOP

SWITCH/LIGHT SWITCH/LIGHT
APU Control Panel

Overhead Panel Primary Page
APU EGT Indicator

and Readout
Indicates exhaust gas
<0039>
temperature in degrees
celcius.
<0039>
APU RPM Indicator
and Readout
Indicates percent of
APU rpm.
APU Inlet Door

Status Indicator
Indicates DOOR OPEN
or DOOR CLOSED or
DOOR MID Position.
Status Page
Auxiliary Power Unit Indication <MST>

Figure 04---10---3

CSP A--013
Vol. 1 04--20--1
Power Plant REV 56, Jan 31/03
1. APU POWER PLANT
The APU power plant consists of a gas turbine engine and a gearbox.
A. Engine
The engine is a single-shaft, constant speed design, consisting of a compressor, a

combustor and a two-stage turbine. The compressor draws large volumes of air in
through the inlet door on top of the aft fuselage then delivers it under pressure to the
combustor. Fuel from both wing tanks is added to the high pressure air and ignited,
increasing the energy of the airflow. The high velocity, high temperature gasses are
delivered to the turbine section. The turbine converts the high velocity gasses into
mechanical energy to drive the compressor and gearbox. The exhaust gases are
ducted overboard through the exhaust pipe on the right aft fuselage.
B. Gearbox
The gearbox reduces the turbine shaft rpm to a speed suitable to operate the gearbox
mounted accessories. Accessories include the lubrication module, fuel control unit,
electric starter and generator. The gearbox has an integral oil sump. The oil level can
be checked using a sight glass on the oil filler assembly.

CSP A--013
Vol. 1 04--20--2
REV 56, Jan 31/03
Power Plant

CSP A--013
Vol. 1 04--30--1
Systems REV 56, Jan 31/03
1. SYSTEMS
The APU consists of a lubrication system, fuel system, ignition and starting systems, and an
air intake and exhaust.
A. Lubrication
The lubricating system consists of a mechanically driven lubrication module, oil filter, oil
cooler, low oil pressure switch, and an oil temperature sensor. The lube module
provides pressurized oil to the power plant, gearbox and generator for lubrication and
heat removal.
B. Fuel
Fuel is supplied to the APU fuel control unit from the left and right wing tanks by the
XFLOW/APU pump (refer to Chapter 13). The fuel shutoff valve is opened by the ECU
at 10% speed. The fuel control unit starts, stops and modulates the flow of fuel to the
APU in response to commands from the ECU.
C. Ignition and Starting
The ignition and starter systems are controlled by the ECU. The ECU commands the
DC starter motor to rotate the power plant. The starter accelerates the power plant to a
specific speed where the ECU introduces fuel to the combustor. The ignition system is
provided to ignite the fuel/air mixture in the combustor which further accelerates the
power plant. As the APU accelerates towards the onspeed condition, the starter is
disengaged. When the APU reaches normal operating speed the ignition is turned off.
At this point the engine becomes self sufficient.
D. Air Intake
The air inlet door is located in the upper rear fuselage. An actuator, controlled by the
ECU positions the door. When open, the door provides ram air for APU operation and
the oil cooling. On the ground, the air inlet door has only two positions, open and
closed (0 and 42_). In flight, during APU start above 13,000 feet, the ECU limits the
door position in response to APU engine rpm and aircraft speed. This prevents
excessive amounts of ram air which could cause the APU to flameout. For APU start
below 13,000 feet, the door is fully open.
When the APU is not operating, the door remains closed to prevent windmilling of the
compressor. The inlet door also serves as a barrier in the event of fire.

CSP A--013
APU
PWR START/
FUEL STOP
LCV POSITION COMMAND (TORQUE MOTOR)

BLEED FLOW
LCV POSITION (RVDT)
START
RUN
BLEED SOURCE INLET DOOR POSITION
BOTH ENG LOAD CONTROL
POWER INLET INLET VALVE (LCV)
TO ECU INLET DOOR ACTUATOR AIR DOOR
L R
ENG ENG
AIR/OIL COOLER
APU INLET TEMPERATURE (T2)
TO EDUCTOR AIR
LCV CLOSE INLET PRESSURE (P2)
T2 SENSOR
LCV OPEN SPEED
P2 SENSOR
EICAS GEN. OVERLOAD
STAT PAGE SPEED
GEN. LOAD LEVEL SENSOR
EGT GEARBOX
APU GENERATOR READY TO LOAD
Systems
GCU
DCU STARTER VOLTS
SPEED STARTER
DC POWER 28 VOLTS
ECU
CSP A--013
GEN
MDC AIRCRAFT AC TO AIRCRAFT
BATTERY
Figure 04---30---1
IOC
APU STARTER -- CONTACTOR
FUEL CONTROL OIL
UNIT UNIT PUMP APU EGT SENSOR
Flight Crew Operating Manual

ADC
LOP SWITCH
IGNITION FUEL
AIR DEPRIME FUEL EXCITER NOZZLE
PSEU SOV ASSEMBLY
GND OIL/GEN. FILTERS DELTA P
Auxiliary Power Unit Controls and ECU Interface

OIL TEMPERATURE SENSOR
Vol. 1
TORQUE MOTOR MET. VALVE
EXTERNAL SERVICES FUEL SOLENOID VALVE

PANEL
OIL TEMPERATURE
IGNITION ON/OFF
IGNITION BUILT--IN TEST
EXHAUST GAS TEMPERATURE (EGT)
MASTER
04--30--2
REV 56, Jan 31/03
APU COMPARTMENT P
SHUTDOWN SWITCH
Vol. 1 04--30--3
Systems REV 56, Jan 31/03
40K
OUTSIDE OF SHADED AREA

DOOR IS POSITIONED TO 28 -- MID
30K
PRESSURE
ALTITUDE 500 ft set point DOOR POSITIONED
change area TO 42 -- OPEN
20K
6 knots set point

change area
13K
10K
0
210 260
0 100 200 300 400
TRUE AIRSPEED (TAS)
Auxiliary Power Unit Door Position Chart

Figure 04---30---2

CSP A--013
Vol. 1 04--30--4
REV 56, Jan 31/03
Systems

CSP A--013
Vol. 1 04--40--1
Control REV 56, Jan 31/03
1. CONTROL
The APU electronic control unit (ECU) provides full automatic control of APU starting,
stopping, and protects the APU during all modes of operation. The control system ensures
that priority is given to electrical loads by reducing bleed airflow.
A. Starting
When the PWR FUEL switchlight, on the APU panel, is selected:
S The ECU is powered
S The air inlet door opens (position is displayed on the EICAS status page)
S The APU RPM and EGT gauges are displayed on the EICAS status page
S The fuel pump comes on.
When the START/STOP switchlight, on the APU control panel, is selected:
S The ignition is activated
S The starter motor is energized
S The fuel shutoff valve opens
S The START legend on the APU panel comes on
S The APU START status message is displayed.
The starter motor is deactivated at 50% rpm and the START legend goes out. When
the APU reaches 99% rpm, ignition is turned off and two seconds later the AVAIL
legend, in the START/STOP switchlight, illuminates to notify the crew that the APU is
ready to supply electrical power and bleed air.
(1) APU Starter Limits
SOURCE START # and TIME ON COOLING TIME

1 30 seconds No cooling required
2 30 seconds 20 minutes
Battery
External DC Power

CSP A--013
Vol. 1 04--40--2
REV 56, Jan 31/03
Control
NOTE
It is recommended that a 2 minute delay be observed

between start attempts to allow for cooling of the APU
start contactor and for fuel drainage.
Effectivity:
S Airplanes 7003 to 7100 not incorporating Service Bulletin 601R--28--008
NOTE
During normal operations, a nuisance XFLOW/APU

PUMP caution message may come on. When this occurs,
selecting the APU PWR/FUEL switchlight to on then off
will usually clear the message. If the message clears,
there is no operational restrictions and the anomaly
should be disregarded.
B. Stopping
To shutdown the APU, the crew deselects the START/STOP switchlight on the APU
panel. The APU will automatically shed its loading and shutdown. The PWR/FUEL
switch is deselected to close the fuel shutoff valve and to remove primary electrical
power to the ECU.
In the event of an emergency, the flight crew can press the APU FIRE PUSH switchlight
on the glareshield. On the ground, the APU can be shut down by pushing an APU
emergency stop button located in the aft equipment compartment or by selecting the
APU shut--off (cover--guarded) switch on the external services panel on the RH forward
fuselage. Either selection sends a signal to the ECU to carry out an immediate
shutdown.
NOTE
If overspeed or overtemperature occurs during flight,

do not restart the APU.

CSP A--013
Vol. 1 04--40--3
PWR FUEL Switch/Light APU START/STOP

When pressed in, crossflow/APU pump is Switch/Light
energized, APU IN BITE, APU gauges energized, When pressed in,
door scheduled to open and APU fuel shut--off starter motor is
valve opens. energized and START
PUMP FAIL light comes on to indicate that light (amber) comes on.
crossflow/APU pump has failed. At 50% rpm, START
SOV FAIL light comes on to indicate that the light goes out.
APU fuel feed SOV has failed. At 95% rpm, and 4
seconds later, AVAIL
light (green) comes on.
When pressed out:

FCU shut--off valve
closes.
APU shuts down,
and
AVAIL light goes out.
APU Control Panel

Overhead Panel
APU SHUT--OFF Switch

Used by maintenance personnel
to shut down the APU during
ground servicing.
External Service Panel

Right Forward Fuselage
APU EMER STOP Switch

Used by maintenance personnel APU EMER
to shut down the APU during STOP
ground servicing.
AFT Equipment Bay

(Below APU)
Start/Stop Run Controls
Figure 04--40--1

CSP A--013
Vol. 1 04--40--4
REV 56, Jan 31/03
Control
or
or
Fuel Synoptic Page
Fuel Synoptic Page <MST>

Figure 04---40---2

CSP A--013
Vol. 1 04--40--5
<0039>
<0039>
Status Page
The APU gauges go

The APU gauges come With the ECU off when the electronic NOTE
on when the electronic powered, gauge control unit is not The gauges will remain in
control unit is powered information is powered (APU PWR view for approximately
(APU PWR FUEL maintained during FUEL switch/light 60 seconds, after PWR FUEL
switch/light pressed in). shutdown. pressed out). switch/light pressed out.
APU Door and Run Indication <MST>
Figure 04---40---3

CSP A--013
Vol. 1 04--40--6
REV 56, Jan 31/03
Control
APU OVERSPEED warning (red)

APU is running greater than 107 % APU
APU OVERTEMP warning (red) rpm. APU shuts down automatically.
EGT is greater than 743 C with
APU RPM greater than 87 % or APU OIL PRESS
greater than 974 C at all times. APU APU has low oil pressure. APU shuts down
APU shuts down automatically automatically. (On ground only).
(on ground). APU OIL TEMP
APU has high oil temperature (325 C). APU
shuts down automatically. (On ground only).
<0039> <0006> APU FAULT
Loss of APU control circuits (microprocessor,
thermocouple or speed signal). APU shuts down
automatically.
APU SOV FAIL
APU Fuel Feed SOV not in a confirmed position
(either open or closed).
APU SOV OPEN
APU Fuel Feed SOV is open 10 seconds after an
APU fire condition. APU FUEL SOV light, on APU
panel, comes on (amber).
APU LCV FAIL
Load control valve has failed (either open or closed).
APU BLEED ON
Load control valve is open and barometric altitude
is greater than 15,000 feet.
X--FLOW/APU PUMP caution (amber)
Comes on to indicate that X--flow/APU pump has
failed (low pressure). Accompanied by XFER/APU
PUMP switch/light indicating FAIL.
Primary Page
APU EICAS Messages --- Primary Page <MST>

Figure 04---40---4

CSP A--013
Vol. 1 04--40--7
APU SOV CLSD advisory (green)

APU fuel feed SOV is closed during
an APU fire condition.
APU IN BITE status (white)

Electronic control unit is running
diagnostics (prior to start), for
approximately 5 seconds.
APU START status (white)

APU start in progress. <0039>
APU ECU FAIL status (white)

Electronic control unit has failed.
APU fuel feed SOV is confirmed <0039>
open.
APU LCV OPEN status (white)
APU load control valve is open.
10th stage, APU LCV OPEN
switch/light comes on.
APU SOV OPEN status (white)

APU fuel feed SOV is open with the
APU not ready and no APU fire
detected.
Status Page
APU EICAS Messages --- Status <MST>

Figure 04---40---5

CSP A--013
SWITCH / LIGHT SELECTED
<0039>
EICAS SECONDARY DISPLAY

<0039>
<0039>
<0039>
Control
CSP A--013
Figure 04---40---6
ECU POWER--UP
APU Start Sequence <MST>

DOOR TO

FULL OPEN
PRESS PRESS
PWR FUEL START/STOP
Vol. 1
FUEL SOLENOID STARTER

SW/LT SW/LT ENERGIZED CUTOUT
BATTERY IGNITION ON
LIGHT
OFF
MASTER
04--40--8
REV 56, Jan 31/03
Vol. 1 04--40--9
C. Protective Shutdown
The ECU will shut down the APU (on the ground) if any of the following faults occur:
S Overtemperature -- APU EGT exceeded schedule limits
S Low oil pressure (LOP) -- Low oil pressure exists for 15 seconds with the APU
operating
S High oil temperature -- Oil temperature exceeded 325_C (617_F) with the APU
operating
S Overspeed -- APU speed exceeded 107 percent
S DC power loss -- Battery power lost
S Loss of EGT signal -- EGT sensor failure
S Loss of speed signal -- Speed sensor failure
S Overcurrent -- Fuel torque motor failure
S Door position -- Door not in commanded position
S ECU failure -- Internal ECU failure
S Slow start -- Starter time period exceeded
S Emergency fire shutdown -- APU FIRE PUSH or one the two external stop switches
have been activated
S Starter relay -- No rotation.
All the above protective shutdowns are inhibited in flight mode by a weight--off--wheels
signal from the PSEU, except for the following 5 failures:
S Overspeed
S DC power loss
S ECU failure
S Loss of speed signal
S Emergency fire shutdown.

CSP A--013
Vol. 1 04--40--10
REV 56, Jan 31/03
Control
D. System Circuit Breakers

PANEL LOCATION
APU BAT
APU BAT DIR B2
CONT
APU Controls 5
MAIN BAT
APU ACT A3
DIR
APU
Auxiliary APU ECU DC BAT 1 N12
Electronic
Power Unit
Control Unit
Battery APU
AC UTIL 2 2 E5
Charging CHARGER
Fire DC EMERG
APU FIRE EXT 1 R5--6
Extinguishing BUS

CSP A--013
Vol. 1 05--00--1
COMMUNICATIONS
CHAPTER 5 --- COMMUNICATIONS
Page

INTRODUCTION 05--10
AUDIO INTEGRATING SYSTEM 05--20

Audio Integrating System 05--20--1
Audio Control Panels 05--20--1
Ground Crew Interphone 05--20--5
Attendant’s Handset 05--20--8
Passenger Address System 05--20--9
Intercom Control Panel 05--20--10
Passenger Service Units 05--20--11
ANNOUNCEMENT AND BOARDING MUSIC SYSTEM 05--25

Announcement and Boarding Music System <0009> 05--25--1
Passenger Address and Music System <0085> 05--25--2
Digital Announcement and Boarding Music System <0035> 05--25--42
RADIO COMMUNICATION SYSTEM 05--30

Radio Communication System 05--30--1
Radio Tuning Unit 05--30--1
Backup (Standby) Tuning Unit 05--30--4
HF RADIO COMMUNICATION SYSTEM <0011> 05--35

HF Radio Communications 05--35--1
HF Communications 05--35--1
DATA COMMUNICATION SYSTEM <0082> 05--40

Data Communications 05--40--1
Communications Management Unit (CMU) 05--40--1
Aircraft Personality Module (APM) 05--40--2
ACARS Printer 05--40--2
ACARS Messages 05--40--2

CSP A--013
Vol. 1 05--00--2
COMMUNICATIONS
REV 56, Jan 31/03
Table of Contents
SELECTIVE CALL SYSTEM (SELCAL) <0010> 05--45

Selective Call System (SELCAL) 05--45--1
INTRODUCTION
Figure 05--10--1 Communications -- Block Diagram 05--10--3
AUDIO INTEGRATING SYSTEM

Figure 05--20--1 Communications -- Block Diagram 05--20--3
Figure 05--20--2 Audio Control Panel 05--20--4
Figure 05--20--3 COMM -- Pilot’s Control Wheel (Copilot’s opposite) 05--20--5
Figure 05--20--4 Jack Panel 05--20--6
Figure 05--20--5 Interphone Control Units 05--20--7
Figure 05--20--6 Attendant’s Handset 05--20--8
Figure 05--20--7 Passenger Address System -- Block Diagram 05--20--9
Figure 05--20--8 Intercom Control Panel 05--20--11
ANNOUNCEMENT AND BOARDING MUSIC SYSTEM

Figure 05--25--1 Announcement and Boarding Music System <0009> 05--25--1
Figure 05--25--2 Passenger Address and Music System <0085> 05--25--3
Figure 05--25--3 Digital Announcement and Boarding Music System <0035> 05--25--5
RADIO COMMUNICATION SYSTEM

Figure 05--30--1 Radio Tuning Unit 05--30--3
Figure 05--30--2 Backup Tuning Unit 05--30--5
Figure 05--30--3 VHF Communication Interface 05--30--6
HF RADIO COMMUNICATION SYSTEM

Figure 05--35--1 Single HF Communication Interface Diagram 05--35--3
Figure 05--35--2 Dual HF Communication Interface Diagram 05--35--4
Figure 05--35--3 Communication RTU -- HF COM Page 05--35--5
Figure 05--35--4 Communication RTU -- HF Preset Page 05--35--6
DATA COMMUNICATION SYSTEM

Figure 05--40--1 ARINC Communications Addressing and
Reporting System (ACARS) Block Schematic 05--40--3
Figure 05--40--2 ACARS Operation 05--40--4

CSP A--013
Vol. 1 05--00--3
COMMUNICATIONS
SELECTIVE CALL SYSTEM (SELCAL)

Figure 05--45--1 Selective Call System
(SELCAL) -- Simplified Diagram 05--45--3
Figure 05--45--2 SELCAL EICAS Messages 05--45--4

CSP A--013
Vol. 1 05--00--4
COMMUNICATIONS
REV 56, Jan 31/03
Table of Contents

CSP A--013
Vol. 1 05--10--1
COMMUNICATIONS
1. INTRODUCTION
The communications system consists of the following
S Intercom System
S VHF Communication System
S Service Interphone
S Announcement and Boarding Music System <0009>
S Announcement and Boarding Music System <0009><0036>
S Digital Announcement and Boarding Music System <0035>
S Passenger Briefing System <0085>
S Passenger Briefing System <0085><0036>
S HF Communication System <0011><0060>
S Airborne Communication Addressing and Reporting System (ACARS) <0082>
S Selective Calling (SELCAL) <0010>
Two radio tuning units are used to frequency tune the radios. A back-up standby tuning unit
is provided in the event of a failure of one of the radio tuning units. The audio integrating
system receives inputs from the radios and the intercom/interphone systems. The system
then provides audio output to the flight crew speakers, headsets, passenger address
system, communication radios and recorders. All incoming, outgoing and internal
communications are recorded on the cockpit voice recorder.
The flight crew intercom system permits communications between stations within the aircraft,
selection and monitoring of audio on the communications and navigation receivers, and
selection for transmission on the communications transceivers. The flight crew can select
and monitor the audio output of one or more communications transceivers and navigation
receivers.
Individual speakers, installed above the pilot and copilot, are used to monitor audio selected
at the audio control panels. Hand microphone jacks are installed at the rear of each control
column. Headset jacks are installed below the pilot’s and copilot’s side consoles and the
right side of the observer’s station.
The service interphone system provides intercommunication between service and

maintenance areas and the flight compartment. The service interphone and passenger
address systems are interconnected. The flight attendants use their telephone-type
handsets for both systems. One handset is located on each attendant’s panel. Switches
located on the interphone control panel in the flight compartment centre pedestal, access
the external maintenance interphone stations and flight attendant’s handsets.

CSP A--013
Vol. 1 05--10--2
COMMUNICATIONS
REV 56, Jan 31/03
Introduction
The passenger address system enables the pilots and flight attendants to address
passengers through speakers located throughout the cabin and in the lavatory.
The announcement and boarding music system provides voice messages and music
through the passenger address system. <0009><0035><0036><0085>
Data communications provides a message link between the airplane computers and ground
service providers.<0082>

CSP A--013
Vol. 1 05--10--3
COMMUNICATIONS
NAVIGATION NAVIGATION
RADIO AND
WARNINGS. FLIGHT
NAV SIGNALS COMPARTMENT
RECEIVERS SPEAKERS
FLIGHT EICAS WARNING
CREW SIGNAL, DIGITAL
INTERCOM VOICE EICAS
SYSTEM DATA
VOICE RADIO PTT CONCENTRATOR
COMM UNITS
TRANSCEIVERS VOICE/DATA
GPWS
TONES,
DIGITAL GROUND
VOICE PROXIMITY
WARNING
SYSTEM
FLIGHT
FLIGHT DATA
COMPARTMENT VOICE RECORDER
MICROPHONES, FLIGHT
PTT COMPARTMENT
COCKPIT
AUDIO
VOICE
RECORDER
(AUDIO
INTEGRATING ERASE
SYSTEM ENABLE
VOICE ELECTRONIC
INTERPHONES
CONTROL
UNIT) PROXIMITY FLIGHT
(3 CHANNEL) SENSOR COMPARTMENT
ELECTRONICS AREA
AUDIO UNIT MICROPHONE
DATA
CONTROL
PANELS
PASSENGER
ADDRESS
SYSTEM
TAPE
PLAYER
Communications --- Block Diagram

Figure 5---10---1

CSP A--013
Vol. 1 05--10--4
COMMUNICATIONS
REV 56, Jan 31/03
Introduction

CSP A--013
Vol. 1 05--20--1
COMMUNICATIONS
Audio Integrating System REV 56, Jan 31/03
1. AUDIO INTEGRATING SYSTEM
The audio integrating system provides display, switching and control of all incoming and
outgoing audio signals from the aircraft navigation and communication systems. The audio
integrating system receives inputs from various radio sources and from internally generated
audio systems. The system provides audio output to the flight crew speakers, headsets,
passenger address system, communication radios and to the cockpit voice recorder.
A. Audio Control Panels
Three audio control panels, located in the centre pedestal, provide the primary interface
between flight crew and audio system. Each audio control panel provides a rotary
transmit switch for selection of communication transceivers, interphone/service and
passenger address systems.
Audio from the selected system is enabled by pressing the corresponding pushbutton
and adjusting the desired volume. A switch and a potentiometer are combined in each
pushbutton. Audio sources selected on the audio control panel can be routed to the
flight compartment speakers by pressing in the speaker switch. Speaker volume is
controlled by rotating the speaker control.
A radio transmit (R/T) and intercom (I/C) switch is used to transmit on the radios or
passenger address system. The R/T position, when pressed, allows the pilot to
transmit. When released, it returns to the OFF position, to receive. Continuous (“hot
mike”) conversation is provided in the I/C position for the intercom systems. A radio
transmit (R/T) and intercom (I/C) switch is also provided on each pilot control wheel.
NOTE
Hot--mic communications can be selected by any one

of the following switches:
S RT/IC switch on any audio control panel
S INT/SVC transmit select switch on any audio control panel with PTT
pushed
S IC/OFF/RT switch on any audio control panel.
Selecting VOICE on the VOICE/BOTH switch eliminates the station Morse code
identifier from VOR, ILS and ADF received signals. The MASK/BOOM switch gives the
flight crew a choice between headset with boom mike (or hand mike) with BOOM
selected, or the oxygen mask microphone, when MASK is selected.
During normal operation, the latching EMER/NORM switch is in the NORM position.
The EMER position is used only when the audio integrating system fails. The
EMER/NORM switch is disabled at the observer’s station.

CSP A--013
Vol. 1 05--20--2
COMMUNICATIONS
REV 56, Jan 31/03
Audio Integrating System
When the pilot’s audio control panel EMER/NORM switch is set to EMER, the pilot’s
headset is connected directly to NAV 1 navigation radio and VHF 1 communication
radio. Most of the system is bypassed making most audio control panel functions
inoperative. Cockpit speakers are disabled and all warnings and tones are heard
through the headsets. The observers station, passenger address and interphones are
disabled in emergency mode.

CSP A--013
Vol. 1 05--20--3
COMMUNICATIONS
DISABLE
MAINT
JACKS
RADIO XCVRS
HEADSETS
PILOT
COPILOT
OBSERVER
COCKPIT AREA MICROPHONE

(BEHIND ELT PANEL)
Communications --- Block Diagram

Figure 05---20---1

CSP A--013
Vol. 1 05--20--4
COMMUNICATIONS
REV 56, Jan 31/03
Transmit Selector Receive Pushbuttons

Selects desired communications system and Press to monitor respective navigation
energizes channel. Only one channel at a or communication system. Press again
time may be selected. to deselect. Switches are lit when
Audio Control Panel pressed. Any number of audio sources
Center Pedestal can be monitored at the same time.
Rotate clockwise to increase volume.
EMER / NORM (Lever--locked)
NORM -- Normal functions.
EMER -- Bypasses audio electronics
control unit.
Pilot has two--way communication on
VHF 1, audio on NAV 1 and aural warnings.
Copilot has two--way communication on
VHF 2, audio on NAV 2 and aural warnings.
Observer has aural warnings only.
NOTE
Inoperative at observer’s
audio control panel.
MASK/BOOM
MASK -- Oxygen mask microphone
VOICE/BOTH of respective station is active.
Radio Transmit (RT)
VOICE -- Station BOOM -- Boom microphone of
Intercom (IC)
identification is filtered respective station is active.
Used to transmit on radios or
passenger address system. out allowing only voice SPKR
RT -- When held, permits signals to be audible. Press to select and deselect audio on
communication using BOTH -- Station the flight compartment speakers.
headset or oxygen mask identification and voice Rotate to adjust volume.
microphones. signals are audible. NOTE
IC -- Provides hot mic talk Inoperative at observer’s
through interphone system. audio control panel.
<0011> <0008> <0014> <0060>

1 -- VHF -- 2 HF INT/SVC 1 -- VHF -- 2 VHF 3 INT/SVC
PA PA PA
<0008> <0014> <0060> <0008> <0011> <0014>
PA PA
Audio Control Panel <MST>

Figure 05---20---2

CSP A--013
Vol. 1 05--20--5
COMMUNICATIONS
Radio Transmit (RT)

Intercom (IC)
Used to transmit on radios
or passenger address
system.
RT -- When held, permits
communication using
headset or oxygen mask
microphones.
IC -- Provides hot mic talk
through interphone
system.

COMM --- Pilot’s Control Wheel (Copilot’s opposite)

Figure 05---20---3
B. Ground Crew Interphone
There are four external interphone stations in the following locations:
S External AC service panel
S Refuel/defuel panel
S Avionics compartment
S Aft equipment compartment.
The CALL switches on the interphone panel external service panel are used to call
either the pilot or maintenance. When either CALL switch is pressed and released,
both lights are illuminated for 30 seconds and a two tone chime sounds in the aircraft.

CSP A--013
Vol. 1 05--20--6
COMMUNICATIONS
REV 56, Jan 31/03
PILOT’S SIDE CONSOLE COPILOT’S SIDE CONSOLE
HDPH --Headphone Jack

MIC --Boom Microphone Jack
Hand Microphone Jack

(Attached to rear of control column)
OBSERVERS STATION
FORWARD WARDROBE UNIT
CONTROL COLUMN
TYPICAL PANEL--
AVIONICS BAY
EXTERNAL SERVICE PANEL REAR EQUIPMENT BAY
Jack Panel
Figure 05---20---4

CSP A--013
Vol. 1 05--20--7
COMMUNICATIONS
<0040> MECH CALL Switch/light

Used by flight crew to call ground crew or
answer ground crew call.
Pushed in -- Flight compartment call to ground
crew. CKPT CALL switch/light on external
service panel comes on to indicate call to
ground crew.
Lit (white) -- Ground crew to flight
compartment call.
CALL (white) -- Ground crew to flight <0040>
compartment call.
Interphone Panel
Center Pedestal COCKPIT CALL Switch/Light
Used by ground crew to call flight crew.
Pushed in -- Ground crew call to flight
compartment. MECH CALL switch/light
on flight compartment centre pedestal
comes on to indicate call from ground
crew. Two--tone chime sounds in flight
compartment.
Lit (amber) -- Flight compartment to
ground crew call.
Interphone Control Units <MST>

Figure 05---20---5

CSP A--013
Vol. 1 05--20--8
COMMUNICATIONS
REV 56, Jan 31/03
C. Attendant’s Handset
Switches on the attendant’s handset cradle and on the intercom control panel, in the
flight compartment, are used for routing communications to the crew and passengers.
On the handset cradle, the ATT button signals both attendant stations by illuminating
the ATT indicators green. To call the flight crew, the attendant removes the handset
from the hook and presses the FLT or the EMG button. This will illuminate the CALL or
EMER light on the intercom control panel and sound a high-low chime on the flight
compartment speakers. When PA is selected on the intercom control panel, and the
RT/IC switch, on the control wheel, is set to IC, two-way conversation is established.
The galley speaker is muted when a flight attendant’s handset is activated.
Press to Talk
Attendant’s Handset
Used when cabin
attendants talk on
passenger address
system.
NOTE
Handset acts as hot
microphone (for internal
communications) when EMG (amber led)
removed from handset Used to call
switch hook. flight crew.
ATT (green led)
Used to call FLT (green led) PA (green led)
other flight Used to call Used to address
attendant. flight crew. passengers.
Attendant’s Handset
Figure 05---20---6

CSP A--013
Vol. 1 05--20--9
COMMUNICATIONS
D. Passenger Address System
The passenger address system allows both pilots and flight attendants to make
announcements to the passengers.
Cabin speakers are installed in the passenger service unit above each passenger seat.
Additional speakers are installed in the lavatory and the galley. Volume of the cabin
speakers is automatically adjusted for engine background noise.
Pressing in the PA button on the handset cradle and pressing the PTT switch in the
handset allows either flight attendant to make an announcement on the PA system.
The announcement will interrupt any entertainment system that may be operating. To
ensure priority access to the system, all other PA transmissions are overridden when
the pilot pushes the PA switch on the intercom control panel.
INTERPHONES, AUDIO ELECTRONICS CABIN

HANDSET CONTROL UNIT SPEAKER
NETWORK
EICAS DATA LAVATORY

CONCENTRATOR SPEAKER
UNITS
GALLEY
SPEAKER
ENGINES
OFF, COCKPIT
VOLUME VOICE
PASSENGER RECORDER
ADDRESS
ELECTRONICS
UNIT/AMPLIFIER
TONE DC
GENERATOR BAT
(CHIMES)
Passenger Address System --- Block Diagram

Figure 05---20---7

CSP A--013
Vol. 1 05--20--10
COMMUNICATIONS
REV 56, Jan 31/03
E. Intercom Control Panel
The intercom control panel is located on the centre pedestal and is used to select one
of four communication modes. When a button is pressed the labeled mode is activated
and any previous mode is deactivated.
To make an announcement from the flight compartment:
S Set the audio control panel rotary transmit selector to PA
S Press the PA pushbutton on the intercom control panel
S Use any press to talk switch to transmit.
The PA indicator light on both flight attendant handset cradles will illuminate (green)
and the PA pushbutton on the intercom control panel will illuminate (green).
Pressing the CHIME pushbutton, only sounds a high-low chime in the passenger
compartment (there are no indicator lights for this action).
When the CALL is pressed, it illuminates green and sounds a high-low chime in the
passenger compartment. The green FLT indicator light on both flight attendant’s
handset cradles illuminate and a red light comes on in the mid-cabin overhead exit sign.
The EMER button is used to notify the flight attendants of an in--flight emergency.
When activated, the EMER indicator light on the intercom panel, flashes (amber) and a
high-low chime sounds. In the passenger compartment, the amber EMG light on both
flight attendant stations, flashes on the handset cradles and a red light flashes on the
mid-cabin overhead exit sign.

CSP A--013
Vol. 1 05--20--11
COMMUNICATIONS
CHIME Switch CALL Switch/Light

Pressed in to chime cabin Normal attendant/flight compartment calls on cabin interphone.
speakers. No visual indicators Pressed in -- Flight compartment call to flight attendant’s, lamp on
come on, either on the pedestal attendant’s handset and interphone control unit come on and
or at attendants’ handsets. single two--tone chime sounds in cabin.
Lit (green) -- Normal call to flight crew. Single two--tone chime
sounds on flight compartment speaker.
Public Address (PA) Switch/Light (green) Emergency (EMER)

Normal flight compartment/PA calls on cabin Switch/Light
interphone. Emergency call on cabin interphone system.
Pressed in -- Flight crew to cabin public Pressed in -- Emergency call to flight attendants.
address. Flashes lamp on attendant’s handset and interphone
Lit (green) -- In use. control unit and single two--tone chime sounds.
The flight crew have PA priority. Used in Flashing (amber) -- Emergency call from flight
conjunction with PA position on audio control attendants. Single two--tone chime sounds on flight
panels. compartment speaker.
Intercom Control Panel

Figure 05---20---8
F. Passenger Service Units
An attendant call button is installed in each overhead passenger service unit. When a
passenger activates the attendant call button, the cabin speakers sound a high tone
chime and an amber light on the passenger service unit illuminates, a ceiling mounted
call light comes on.
When the flight compartment NO SMKG or SEAT BLTS switch is turned on, the
passenger compartment speakers sound a low tone chime and the NO SMKG and
SEAT BLTS lights are illuminated.

CSP A--013
Vol. 1 05--20--12
COMMUNICATIONS
REV 56, Jan 31/03

PANEL LOCATION
AUDIO PILOT DC BAT Q6
AUDIO OBS DC BUS 1 1 Q8
Comm Audio System
y AUDIO C/PLT DC BAT Q7
Systems AUDIO OBS DC BUS 2 2 H4
AUDIO PILOT DC ESS 4 D1
Tape Player PASS ADDR DC BAT 1 Q5

CSP A--013
Vol. 1 05--25--1
COMMUNICATIONS
Announcement and Boarding Music System REV 56, Jan 31/03
1. ANNOUNCEMENT AND BOARDING MUSIC SYSTEM <0009>
The announcement and boarding music system includes a tape player unit to provide voice
messages and music for the passenger address system. The unit is located in the top of the
forward wardrobe and is activated by pressing the ON button.
The numeric key pad is used to enter message codes into the memory (up to 16 messages).
Tape Loading/ Power ON/OFF POWER Light Program (PGM) Light

Unloading (OPEN) Switch/Light Alternately comes on Comes on when a
Switch/Light When pressed, or goes off to indicate message code is
When pressed, with alternately powers or availability of power to entered into memory.
programmed door shuts off tape player. unit.
code, unlocks and Display Unit
opens cassette Indicates one or two
loading door. digit message codes.
LED is blank when
PLAY Switch/Light music track is playing.
When pressed, stops
boarding music (if
playing), searches for REPEAT Switch/Light
messages displayed and When pressed, repeats
then plays messages in any program or
programmed order. message (when in play
or input mode). Pressing
Numeric Key Pad Unit the REPEAT key twice
When pressed in stops playback of the
conjunction with the programmed messages
ENTER switch, enters when the current
message codes into message is finished.
memory (up to 16
pre--recorded messages). MUSIC Switch/Light
Codes indicated at When pressed, unit
display unit and PGM plays boarding music
light comes on. track.
CLEAR Switch/Light
ENTER Switch/Light When pressed, clears
When pressed, enters out message code
the displayed number memory and stops
into the next location in playback of the current
memory and blanks out message when it is
display. finished.
STOP Switch/Light PREVIEW Switch/Light VOLUME Switch

When pressed, stops When pressed, allows When pressed,
playback of music track flight/cabin crew to review controls volume of
or recorded message, a multiple message music playback.
and clears the message program for errors before
code memory. it is played back. The
ENTER key is used to step
through the programmed
sequence.
Boarding Music and Announcement System <0009>

Figure 05---25---1

CSP A--013
Vol. 1 05--25--2
COMMUNICATIONS
REV 56, Jan 31/03
Announcement and Boarding Music System
NOTE
If the cabin depressurizes, a digital signal from the

cabin pressure control module (CPAM), activates the
automatic announcement of CABIN
DEPRESSURIZATION. <0036>
2. PASSENGER ADDRESS AND MUSIC SYSTEM <0085>
The passenger address and music system is a source of voice messages and music. The
unit is located in the top of the forward wardrobe. The system is activated by pressing the
POWER button. System messages and music are contained in a memory card which is
installed in the unit. The flight crew can not access the card.
To display a list of available languages on the liquid crystal display (LCD), the LANGUAGE
button is pushed and released. The (n and o) buttons are used to scroll through the list
and the SELECT key is used to add a language to the active list. The order in which the
languages are selected is the order in which they are played for any particular briefing. In
PLAY mode, the language selection is highlighted on the LCD.
After selecting the languages, the MESSAGE button is pushed then the scroll arrows and
the SELECT button are used to select a group of messages and music. The name of the
message/music group and the name of the first message (which is cued ready to play) are
displayed on the LCD. The WAIT indicator will be displayed.
Pressing the PLAY button starts the currently displayed message/music playing. The WAIT
indicator is replaced by PLAY. Pressing PLAY again or pressing the PA switch on the
intercom control panel will mute/pause the selection. During play, the PA indicator on the
intercom control panel comes ON. Once the message is complete and only music is
playing, the PA light goes out. The next message will cue up and the WAIT indicator will
display.
Pressing the NEXT button causes the next message to cue and pressing the BACK button
causes the previous message to cue. Pressing PLAY causes the cued message to play.
During PLAY mode, normal use of the passenger address system will mute the boarding
music system, while a crew member is making an announcement.
NOTE
If the cabin depressurizes, a digital signal from the

cabin pressure control module (CPAM), activates the
automatic announcement of CABIN
DEPRESSURIZATION. <0036>

CSP A--013
Vol. 1 05--25--3
COMMUNICATIONS
(Located in the forward wardrobe)
Darkened Arrow LCD DISPLAY, displays Press the MESSAGE button, then
indicates selected titles of message groups, the UP or DOWN SELECTION
message. selected language, current arrow to select the desired
and cue message. message group.
Press the LANGUAGE button, then
the UP or DOWN SELECTION
arrow to select the desired
message language.
UP or DOWN VOLUME arrows.
UP or DOWN SELECTION
arrows, used to scroll to the
desired message group.
The PLAY / PAUSE button is used to

activate the selected briefing
message. Pressing the PLAY / PAUSE
button while a message is playing, will
cause the message to pause. Pressing
it again will cause the message to
resume (at the beginning of the
interrupted message).
Volume setting
indication. LEFT arrow, is used to PWR button, (PUSH ON / PUSH OFF)
skip backward through Upon unit power up, the selection menu
The SELECTION arrow, the available message appears on display. A darkened arrow
activates the selected group, RIGHT arrow is appears adjacent to the first message
briefing message group. used to skip forward. group or the last message group played
prior to powering down.
NOTE
A pre--recorded message will be played
on the intercom when the Oxygen
Deployment system is activated.
Passenger Briefing System <0085>

Figure 05---25---2

CSP A--013
Vol. 1 05--25--4
COMMUNICATIONS
REV 56, Jan 31/03
3. DIGITAL ANNOUNCEMENT AND BOARDING MUSIC SYSTEM <0035>
The announcement and boarding music system is a source of voice messages and music
for the passenger address system. The digital boarding music unit is located in the top of the
forward wardrobe. The unit is energized by pressing and releasing the momentary action
ON key. During power up, the system performs a self test that checks the system
components and data file integrity.
System configuration, messages and music are contained in a memory card installed in the
unit. The flight crew can not access the card.
Pressing the language/volume key, labeled L/V, activates the language selection mode. The
up and down arrows and the SEL (select) key may then be used to select up to four
languages. The order of selection is the order that the languages will play.
The liquid crystal display (LCD) lists the languages as they are selected. When in play
mode, the active (cued) language will be highlighted. If the flight attendant activates a
message, the SEL key is inhibited for the duration of the message.
After pressing the A (announcement) key, the up and down arrows and the PLAY key may
be used to scroll up and down the list of available message and music files and select a
particular group of messages to be played.
The selected message or music group name will appear on the LCD and the first cued up
message will be highlighted. Music can be selected by scrolling through the displayed titles
and pressing the SEL key. The PLAY key will cause the highlighted file, message or music,
to be broadcasted. When no music is selected for three minutes, the system defaults to
announcement mode.
In play mode, selecting the L/V key will allow the user to adjust the volume of the broadcast
by pressing the up and down arrows. The broadcast can be interrupted by pressing STOP.
A signal from the PSEU (oxygen deployment at cabin altitude greater than 10,000 feet) keys
up to three prepared messages. These messages supercede all other system outputs. The
music system is, also, muted when a crew member makes an announcement using the
passenger address system.
Control Panel Function Keys:
S ON -- Turns the system ON and OFF
S STOP -- Stops the broadcast
S PLAY -- Plays the announcement or music
S A -- Announcement, used to enter the Announcement Menu
S L/V -- Language/volume used to select the Language Menu or adjust volume
S SEL -- Selects the language or music

CSP A--013
Vol. 1 05--25--5
COMMUNICATIONS
LED (green) Language/Volume (L/V) Key

Linked to the ON key, which indicates the Pressed once to enter the language selection
status of the system (lit when system is on). menu. To enter the volume adjustment mode,
press twice, if initiated from the announcement
ON Key or music selection mode; press once if
When pressed, turns initiated from the language selection mode.
the system on. Display Unit
Pressing again will A 16--character LCD which displays the
turn the system off. selection and announcement menus or
built--in test messages or error codes. Announcement (A) Key
Used to enter the selection
STOP Key and broadcast menu of
When pressed, Key music or announcements.
stops the Used to scroll upward through
broadcast of music the displayed menu or to
or announcement. increase the volume.
Digital Boarding Music Unit

PLAY Key Entrance/ Flight Attendant Station Selection (SEL) Key
When pressed, begins Used to select or cancel
broadcast of music or an the desired language or
announcement. music.
LED (green) Key
Linked to the PLAY key, which Used to scroll downward through the
indicates (lit) that a broadcast is displayed menu or to decrease the volume.
in progress.
Boarding Music and Announcement System <0035>

Figure 05---25---3

CSP A--013
Vol. 1 05--25--6
COMMUNICATIONS
REV 56, Jan 31/03

PANEL LOCATION
Boarding
Tape Player PASS ADDR. DC BAT 1 Q5
Music System

CSP A--013
Vol. 1 05--30--1
COMMUNICATIONS
Radio Communication System REV 56, Jan 31/03
1. RADIO COMMUNICATION SYSTEM
Two VHF radio communication systems provide AM voice communication with ground
stations and other aircraft. The radios work with the audio integrating system to provide full
two way communication. The audio control panels provide selection and control of the audio
outputs. The radio communication system is energized when electrical power is applied to
the aircraft.
stations and other aircraft. A third VHF system provides a backup to VHF 1 and VHF 2. The
radios work with the audio integrating system to provide full two way communication. The
audio control panels provide selection and control of the audio outputs. The radio
communication system is energized when electrical power is applied to the aircraft.
<0008> <0014>
stations and other aircraft. A third VHF system is used as a data link only. The radios work
with the audio integrating system to provide full two way communication. The audio control
panels provide selection and control of the audio outputs. The radio communication system
is energized when electrical power is applied to the aircraft. <0081><0084>
Transceiver tuning range is 118.000 to 136.975 MHz. Frequency tuning and mode selection
is done by two primary radio tuning units (RTU). Frequency tuning can also be done by a
backup standby tuning unit or the FMS control display unit.
A. Radio Tuning Unit
The radio tuning units and radio systems have an on-side relationship. RTU 1 monitors
and controls COM 1 and RTU 2 monitors and controls COM 2. In the event of total AC
power loss or failure of both radio tuning units, the backup tuning unit provides
reversionary control of COM 1.
Radio information is presented on two levels of the radio tuning units. The top level
page displays the overall status of all radios and allows the operator to make frequency
changes. A COM main page provides the means to change frequencies, codes and
operating modes.
The active VHF COM frequency is shown on the top left hand side of the radio tuning
unit top level page, while the preset frequency is displayed on the top right hand side.
Pressing the line select key adjacent to any frequency brings the tuning window to that
frequency. It is then possible to modify that frequency with the frequency select knobs.
Pressing the line select key adjacent to the preset frequency twice, swaps the active
frequency with the preset frequency. Pressing the line select key adjacent to the active
frequency twice, brings up the COM main page.
On the main page, pressing the line select key adjacent to the SQUELCH field toggles
the squelch ON or OFF. The selected state is displayed in large cyan letters. The
inactive state is displayed in smaller white letters.
If no entry is made on the main page within 20 seconds, the radio tuning unit display
will return to the default top level page. The operator can press the line select key next
to the RETURN line to return to the top level page at any time.

CSP A--013
Vol. 1 05--30--2
COMMUNICATIONS
REV 56, Jan 31/03
Radio Communication System
If the squelch is selected OFF, a SQ OFF message is displayed on the top level page.
Since Squelch ON is considered the normal operating mode it is not displayed on the
top level page. When a COM transceiver is transmitting, a TX annunciation is displayed
in cyan letters below and to the right of the active frequency field on the top level page.
The radio tuning units continuously monitor the status of the VHF COM transceivers
and if any discrepancy is detected between the commanded frequency and the actual
tuned frequency, the frequency indication is replaced by white dashes to warn the pilot
of the inconsistency.

CSP A--013
Vol. 1 05--30--3
COMMUNICATIONS
TX Indicator ATC Identification

COM FREQUENCY
Displayed when (ID) Pushbutton
READOUT (GREEN)
<0012>
radio is transmitting. Pushed at ATC request; causes
an additional identification pattern
TUNING WINDOW on ATC ground radar screen.
COM Key
Push key once to
directly tune active
frequency with tuning
knobs. Push key twice <0012>
to select COM main
page. DME Hold (DME--H)
Pushbutton
Left Side/Right Side
SQ OFF Indicator (1/2) Pushbutton
Displayed when Push to select left
squelch is selected side (1) or right side (2)
off. radios, for displays of
<0008> tuning. Side indicated
Freq/Mode/Code
Readout adjacent to radio label.
Indicates frequency,
mode or code Radio Tuning Unit --
(as applicable) for Top Level Page TUNING KNOB
radio indicated. Center Pedestal
AUT (Auto Tune) <0024> <0050>
Indicates that automatic tuning of the NAV <0014>
radios has been selected on the FMS.
PRE or RECALL
COM FREQUENCY PRE -- Frequency was changed by tuning knobs.
READOUT (GREEN) RECALL -- Frequency was swapped with active frequency.
<0012> <0012>
SQUELCH Key
Used to select squelch
on or off.
Selected setting is
displayed in cyan.
Radio Tuning Unit -- COM Main Page

Center Pedestal
Radio Tuning Unit <MST>
Figure 05---30---1

CSP A--013
Vol. 1 05--30--4
COMMUNICATIONS
REV 56, Jan 31/03
B. Backup (Standby) Tuning Unit
Under normal conditions the backup tuning unit is in standby mode and acts as a
system monitor displaying the echoed frequencies from the radios. The backup tuning
unit provides radio control in the event of the loss of both radio tuning units and the
flight management system. The active frequencies are stored in non-volatile memory
and can be recalled after a power interruption.
When the backup tuning unit is switched on, it takes over control of the left side VHF
COM 1 and NAV 1, and overrides all other controls.
Radio tuning unit inhibit switches, on the backup tuning unit, are used to disable a failed
primary radio tuning unit. Cross-side tuning can then be accessed by using the 1/2
cross-side key on the serviceable radio tuning unit. Not all available radios can be
displayed on the radio tuning unit at once. Switching back and forth with the 1/2 key is
required to display all of the radios. When both radio tuning units fail, the displays go
blank and cross-side tuning becomes inoperative.

CSP A--013
Vol. 1 05--30--5
COMMUNICATIONS
Transponder Selector Switch

1 -- Number 1 transponder is activated;
RTU INHIBIT PUSH number 2 transponder on standby.
Used to disable a failed radio tuning STBY -- Both transponders on standby.
unit and enable cross--side tuning. 2 -- Number 2 transponder is activated;
RTU 1 or 2 INHIBIT (white) light number 1 transponder on standby.
comes on to indicate that radio
tuning unit is disabled.
Frequency Readouts
Displays frequencies set on
COM 1 and NAV 1 radios.
<0012>
Tuning Selector
FMS TUNE INHIBIT Selects COM 1 or
Used to inhibit the NAV 1 for tuning.
auto tune functions
of the FMS. TX Indicator
Indicates that
VHF 1 transceiver
is transmitting.
Backup Tuning Unit
Center Pedestal
Backup Tuning Unit <MST>

Figure 05---30---2

CSP A--013
Vol. 1 05--30--6
COMMUNICATIONS
REV 56, Jan 31/03
<0011> <0008> <0011> <0014>

1 - VHF - 2 HF INT/SVC
AUDIO CONTROL PANELS
<0060>
PA PA
<0008> <0014> <0060>

<0008> <0014>
PA
1 - VHF - 2 VHF 3 INT/SVC
PA
PA
VHF/COMM 1 VHF/COMM 2
RX/TX RX/TX
AUDIO ELECTRONIC
AUDIO AUDIO
CONTROL UNIT
PTT PTT
TO RTU 1
TO RTU 2
PTT TO
SELCAL
ANTENNA ANTENNA
PORT A
PORT A
X--TALK
PORT B PORT B
ECHO IAPS ECHO
PORT C FMS PORT C

<0024,0050>
AUDIO SELCAL AUDIO

OUT <0010> OUT
PTT FROM AECU

VHF Communication Interface <MST>
Figure 05---30---3

CSP A--013
Vol. 1 05--30--7
COMMUNICATIONS

PANEL LOCATION
VHF COM 1 DC BAT 1 Q3
VHF COM 2 DC BUS 2 2 H11
Receivers/ <0008>
Transmitters <0014>
Radio VHF COM 3 D12
DC ESS 4 <0081>
Communication
System <0084>
Radio Tuning RTU 1 D13

Unit RTU 2 DC BUS 2 2 K4
Backup EMER
DC BAT 1 Q4
Tuning Unit TUNING

CSP A--013
Vol. 1 05--30--8
COMMUNICATIONS
REV 56, Jan 31/03

CSP A--013
Vol. 1 05--35--1
COMMUNICATIONS
HF Radio Communication System REV 56, Jan 31/03
1. HF RADIO COMMUNICATIONS <0011> <0060>
A. HF Communications
The single Collins HF communications system (labeled HF on the RTU) is provided for
long--range, air--to--ground and air--to--air communications. The HF system consists of
a Receiver/transmitter, Coupler, and Antenna. The system is normally tuned and
controlled by No. 2 radio tuning unit (RTU). <0011>
The dual Collins HF communications systems (labeled HF on the RTU’s) are provided
for long--range, air--to--ground and air--to--air communications. Each HF system
consists of a Receiver/transmitter, Coupler, and Antenna. The systems are normally
tuned and controlled by the respective radio tuning units, RTU 1 for HF 1 and RTU 2 for
HF 2. <0060>
The HF system provides amplitude modulation (AM) and single sideband (SSB) voice
communications at a frequency range of 2 to 30 MHz. The system has 280,000
communication channels (tuned at 100 Hz steps), and 16 programmable preset
channels. <0011>
The HF systems provide amplitude modulation (AM) and single sideband (SSB) voice
communications at a frequency range of 2 to 30 MHz. Each system has 280,000
communication channels (tuned at 100 Hz steps), and 16 programmable preset
channels. <0060>
The HF receiver/transmitter is installed in the aft equipment compartment and contains

the receiving, transmitting and processing circuits required for operation of the system.
The unit interfaces with the antenna coupler to control the antenna tuning. It also sends
signals to the audio control unit for microphone, headphone, speaker operation and
ADF. <0011>
The HF receiver/transmitter is installed in the aft equipment compartment and contains

the receiving, transmitting and processing circuits required for operation of the system.
The unit interfaces with the antenna coupler to control the antenna tuning. It also sends
signals to the audio control unit for microphone, headphone, speaker operation, ADF
and SELCAL decoder. <0010><0011>
The HF receiver/transmitters are installed in the aft equipment compartment and

contain the receiving, transmitting and processing circuits required for operation of the
systems. Each unit interfaces with its antenna coupler to control the antenna tuning.
They also send signals to the audio control unit for microphone, headphone, speaker
operation and ADF. <0060>
The HF receiver/transmitters are installed in the aft equipment compartment and

contain the receiving, transmitting and processing circuits required for operation of the
systems. Each unit interfaces with its antenna coupler to control the antenna tuning.
They also send signals to the audio control unit for microphone, headphone, speaker
operation, ADF and SELCAL decoder. <0060><0010>
The antenna coupler is installed in the aft equipment compartment and tunes the
antenna to the selected frequencies. To reduce tuning time, the tuning data for a
frequency that was tuned previously is stored in the unit memory. <0011>

CSP A--013
Vol. 1 05--35--2
COMMUNICATIONS
REV 56, Jan 31/03
HF Radio Communication System
The antenna couplers are installed in the aft equipment compartment and tune the
antenna to the selected frequencies. To reduce tuning time, the tuning data for a
frequency that was tuned previously is stored in the unit memory. <0060>
The antenna is an integral part of the leading edge of the vertical stabilizer and is
connected to the antenna coupler. <0011>
The antenna is an integral part of the leading edge of the vertical stabilizer and is
connected to each antenna coupler. <0060>
The system operates in simplex or half--duplex modes using the following three types of
modulation: <0011>
The systems operate in simplex or half--duplex modes using the following three types of
modulation: <0060>
-- LV (Lower Voice Single Sideband)
-- UV (Upper Voice Single Sideband)
-- AM (Amplitude Modulation).
The HF frequency and modes of operation are controlled and monitored from the Top
Level page of RTU No. 2, which displays the frequency, and mode of operation. The HF
line key on the lower right side and the rotary frequency tuning knobs are used to select
the frequency and control the mode of operation. <0011>
The frequency and modes of operation for each HF system is controlled and monitored
from the Top Level page of the respective RTU, which displays the frequency, and
mode of operation. The HF line key on the lower right side and the rotary frequency
tuning knobs are used to select the frequency and control the mode of operation. <0060>
Before transmitting, the antenna must be tuned to the selected frequency through the
antenna coupler. The coupler tunes to the new frequency when the HF push-to-talk
(PTT) switch is pushed momentarily. When the coupler is tuning, a steady 1000-Hz tone
is heard in the headphone. The tone stops when the coupler is tuned. If a fault occurs,
a beeping tone is heard.
There are two main HF pages HF COM and HF PRESET for system operations. These
pages are accessed in sequence from the top-level page when the HF line key is
pushed. The main pages display the HF active frequencies, modes of operation, and
the preset frequency channels.
The HF system is also coupled to the SELCAL decoder to monitor the selected HF
frequencies for the aircraft unique SELCAL code.<0010><0011>
The HF systems are also coupled to the SELCAL decoder to monitor the selected HF
frequencies for the aircraft unique SELCAL code. <0010><0060>

CSP A--013
Vol. 1 05--35--3
COMMUNICATIONS
ANTENNA
CB2--E10 HF COUPLER
28 VDC
BUS 2
HF
RF
CONTROL IN
CONTROL OUT
HF TRANSCEIVER
CONTROL IN SELCAL
CONTROL OUT DECODER
RF
SELCAL AUDIO
RX AUDIO
INHIBIT ARINC 429
SWITCHES MIC AUDIO AUDIO
INTEGRATING
CB2--E8 PTT SYSTEM
HF
28 VDC ADF 1
BUS 2 CB2--E9
ADF 2
HF
SELCAL
<0010>
Single HF Communication Interface Diagram <MST>

Figure 05---35---1

CSP A--013
Vol. 1 05--35--4
COMMUNICATIONS
REV 56, Jan 31/03
CB1--E10 HF COUPLER 1
28 VDC
BUS 1
HF 1
RF
CONTROL IN
CONTROL OUT
CONTROL IN
CONTROL OUT
RF
ARINC 429
ANTENNA
CB1--E8 HF
RECEIVER/
TRANSMITTER
HF 1 1
28 VDC
BUS 1 CB1--E9
HF 1
SELCAL
DECODER
SELCAL AUDIO
INHIBIT RX AUDIO
SWITCHES HF AUDIO
MIC AUDIO
RECEIVER/ INTEGRATING
ARINC 429 PTT SYSTEM
TRANSMITTER
2
CB2--E8
ADF 1
HF 2
28 VDC ADF 2
BUS 2 CB2--E9
CONTROL IN
CONTROL OUT SELCAL
HF 2
RF <0010>
CB2--E10 HF COUPLER 2
28 VDC
BUS 2
HF 2
RF
CONTROL IN
CONTROL OUT
Dual HF Communication Interface Diagram <MST>

Figure 05---35---2

CSP A--013
Vol. 1 05--35--5
COMMUNICATIONS
ACT LINE KEY

Select and use large
tuning knob to window
either squelch level, HF1 COM ACTIVE
active frequency or DISPLAY <0060>
operating mode.
HF COM PRESET
DISPLAY
HF COM ACTIVE
PRE LINK KEY
DISPLAY <0011>
Used to window
the preset HF COM
frequency.
SIMPLEX / DUPLEX
LINE KEY AND
ANNUNCIATOR
Used to alternately
select SIMPLEX or
DUPLEX tuning
modes. Larger TUNE/ ITU LINE
annunciator indicates KEY AND
the tuning mode ANNUNCIATOR
selection. Used to alternately
select EMER
PRESET PAGE channel tuning,
LINE KEY FREQ tuning,
Used to select PRESET tuning, or
PRESET ITU channel
page. tuning.
RETURN LINE KEY POWER LINE KEY

Used to return to the Used to alternately
main display page. select LO, MED, or
HI transmit power
levels.
Communication RTU --- HF COM Page <MST>

Figure 05---35---3

CSP A--013
Vol. 1 05--35--6
COMMUNICATIONS
REV 56, Jan 31/03
SQUELCH LEVEL PRESET FREQ

ACT LINE KEY DISPLAY NUMBER
Used to window the Use the small tuning Number (1 to 16) of
squelch annunciator. knob to change the the HF preset data
Turn the large tuning squelch level. block.
PRESET LINE KEY
knob to move the
Push once to move
window to either the
<0060> the tuning window to
frequency or operating
the desired HF
mode annunciator.
preset data block.
<0011> Push twice to transfer
the preset data block
to the ACT display.
SIMPLEX FREQ
DISPLAY
Shows the preset
frequency when
operating in
SIMPLEX mode.
NEXT PAGE LINE KEY

Used to display the next
four preset HF data DUPLEX RECEIVE DUPLEX TRANSMIT PRESET OPERATING
blocks (up to 16). FREQ DISPLAY FREQ DISPLAY MODE
Shows the preset Shows the preset LV, UV, or AM
receive--frequency when transmit--frequency
operating in DUPLEX when operating in
mode. DUPLEX mode.
Communication RTU --- HF Preset Page <MST>

Figure 05---35---4

CSP A--013
Vol. 1 05--35--7
COMMUNICATIONS
B. System Circuit Breakers

PANEL LOCATION
Single HF Receiver/ E8
R di
Radio HF
Transmitter DC BUS 2 2 E9
Communication
System <0011> Coupler HF CPLR E10
Receiver/ E8
HF 1
Dual HF Radio Coupler HF CPLR 1 E10
Communication
System <0060> Receiver/ E8
HF 2
Coupler HF CPLR 2 E10

CSP A--013
Vol. 1 05--35--8
COMMUNICATIONS
REV 56, Jan 31/03

CSP A--013
Vol. 1 05--40--1
COMMUNICATIONS
Data Communication System REV 56, Jan 31/03
1. DATA COMMUNICATIONS <0082>
Data communications consists of the Airborne Communications Addressing and Reporting

System (ACARS) The ACARS provides the capability to route messages between the
aircraft and the ground--based data link service providers. The ACARS enables the aircraft
to function as an airborne communications terminal and performs airline operational
communications and limited air traffic service functions.
The ACARS operates with the flight management system to transmit downlink messages
and receive uplink messages using VHF 3. VHF 3 is used for data only, and not for
communications. Control of the ACARS functions is provided via the MENU pages on the
FMS CDU.
The ACARS consists of a Communications Management Unit (CMU) and an Aircraft

Personality Module (APM).
A. Communications Management Unit (CMU)
The CMU functions as the central processing and routing computer. The CMU gathers
aircraft data from the various systems such as: aircraft tail number, flight number,
departure station, etc. for use in the downlink messages and for event detection. The
system allows the aircraft to locate and acquire a ground station for communications.
The CMU interfaces with other avionics systems to provide ACARS function and
operation. These systems/components include:
S The FMS CDU, which provides the crew with a means for data entry into the
ACARS, ability to receive and display uplink messages and a visual indication that
the data communication link is operating properly.
S VHF 3 configured for data link. The CMU tunes VHF 3 to the ACARS data
frequency (Canada: 131.475 Mhz) (United States: 131.55 Mhz) (Europe: 131.725
Mhz). When the aircraft moves from one network coverage to another, the ACARS
will automatically search for the appropriate frequency. While searching for a usable
frequency, a NO COMM advisory is displayed on the CDU. The advisory will be
removed when the ACARS is communicating with a VHF ground station.
S The CMU, which uses ARINC buses for incoming data from the Data concentrator
units (DCU’s).
S The CMU also uses the Integrated Avionics Processor System ARINC buses for
incoming data.
S The transponder, which provides the aircrafts unique ICAO address (Mode S).
Transmitted information can include:
S Requests for air traffic control (ATC) data
S Flight plans and weather data
S Operational and maintenance data

CSP A--013
Vol. 1 05--40--2
COMMUNICATIONS
REV 56, Jan 31/03
Data Communication System
Received information can include:
S Text weather data
S ATC messages and clearances
S Operational messages
B. Aircraft Personality Module (APM)
The aircraft personality module (APM) is a memory unit which stores information unique
to the aircraft, such as tail number, ICAO address, aircraft type and configuration.
C. ACARS Printer
The printer is installed in the copilot’s side console. It is used for preflight and inflight
activities to print pilot selection of messages and weather data sent to it from the CMU.
The printer is also used by maintenance to download information.
D. ACARS Messages
(1) Downlink Messages:
Downlink messages originate onboard the aircraft and are transmitted to the
ground station automatically (appropriated system event detected) or by the crew.
The CMU encodes the downlink message and stores it in a downlink queue until
successfully transmitted.
(2) Queued Messages:
Queued messages are transmitted in sequence or by priority. Once a message is

transmitted, the CMU waits for the ground station to acknowledge (ACK) positive
receipt of the message. If ACK is not received within a specific time frame, the
message is transmitted again. Any downlink messages that are generated during
a NOCOMM state (link to ground station is not established) will be stored in the
queue buffer until the link to the ground station is established.
(3) Uplink Messages:
Uplink messages originate on the ground and are transmitted to the CMU. When
the message is received, the CMU validates the data content and compares the
aircraft ICAO address within the messages to the ICAO address programmed in
the APM. If the addresses match, the ACARS then transmits an ACK or negative
acknowledgement (NACK) of receipt to the ground station. The ground station
will re---transmit the message if an ACK is not received within a specific time
frame. When an uplink message has been processed, a MESSAGE prompt is
displayed on the CDU (if the ACARS application is running). The message can
be viewed by selecting the message prompt. An EICAS advisory message
SELCAL VHF 3 and a SELCAL SELCAL aural is triggered whenever there is
reception of an uplink message.

CSP A--013
Vol. 1 05--40--3
COMMUNICATIONS
AUDIO IN
AUDIO OUT
DATA
Cockpit Printer
DATA
VHF 3
TUNE
DATA KEY
<0081><0084>
ARINC FMS CDU

CB2--C11
ARINC
AC BUS 2
ACARS
ACARS CMU
Transponder COMM LINK
DATA
IAPS ARINC
DATA
APM
DCU ARINC
POWER
POWER
ARINC Communications Addressing and Reporting System (ACARS) Block Schematic <MST>
Figure 05---40---1

CSP A--013
Vol. 1 05--40--4
COMMUNICATIONS
REV 56, Jan 31/03
AUDIO IN
AUDIO OUT
DATA
Cockpit Printer
DATA
VHF 3
TUNE
DATA KEY
ARINC FMS CDU

CB2--C11
ARINC
AC BUS 2
ACARS
ACARS CMU
Transponder COMM LINK
DATA
IAPS ARINC
DATA
APM
DCU ARINC
POWER
POWER
ARINC Communications Addressing and Reporting System (ACARS) Block Schematic <0082>
Figure 05---40---2

CSP A--013
Vol. 1 05--40--5
COMMUNICATIONS
ACARS
Access to ACARS is via the MCDU MENU function key on the FMS CDU.
Line Select Keys Line Select Keys
MCDU
MENU
Function Keys
Function Keys
Data Entry Keys
FMS Control Display Unit (CDU)

The CDU displays the following prompts:
Prompt Description
Selection executes a function
Selection changes the page
Selection steps through a select list
The following conventions are used in this section to indicate actions, results and sequences:
Push a Function Key or Line Key

The finger indicates to push a function or line key. Keys shown under finger,
are keys to push.
Sequence of Actions
Circled numbers show sequences for graphic images and their relationship
to written steps of text. Must be followed in sequence to achieve desired results.
Result of Action
Points to expected result of an action. Unexpected results may indicate
incorrect key inputs.
ACARS Operation

CSP A--013
Vol. 1 05--40--6
COMMUNICATIONS
REV 56, Jan 31/03
To access the ACARS menu page select the MCDU MENU function key on the FMS CDU.
MCDU MENU
<
<
<
NOTE
ACARS Operation

CSP A--013
Vol. 1 05--40--7
COMMUNICATIONS
No communications with ground.
Uplink message has been processed.

NOTE
ACARS Operation

CSP A--013
Vol. 1 05--40--8
COMMUNICATIONS
REV 56, Jan 31/03
E. System Circuit Breakers
CB CB
SYSTEM SUB--SYSTEM CB NAME BUS BAR NOTES
PANEL LOCATION
Data
Communication ACARS ACARS CMU AC BUS 2 2 C11
System

CSP A--013
Vol. 1 05--45--1
COMMUNICATIONS
Selective Call System (SELCAL) REV 56, Jan 31/03
1. SELECTIVE CALL SYSTEM (SELCAL) <0010>
The SELCAL system permits ground stations equipped with SELCAL tone transmitting
equipment to call individual aircraft selectively by means of a coded RF signal on the VHF
communication systems. When the SELCAL system receives the code, it sends a visual
and oral message to alert the flight crew. This eliminates the necessity of continuous
monitoring of routine radio signals.
The SELCAL system permits ground stations equipped with SELCAL tone transmitting
equipment to call individual aircraft selectively by means of a coded RF signal on the VHF or
HF communication systems. When the SELCAL system receives the code, it sends a visual
and oral message to alert the flight crew. This eliminates the necessity of continuous
monitoring of routine radio signals. <0011><0060>
The SELCAL system consists of a:
S SELCAL decoder
S Strapping connector.
The decoder is a 5-channel, 16-tone decoder located in the forward avionics compartment
and receives VHF communication systems inputs. The decoder has independent inputs for
up to five radio sources to drive five decoder channels. Any of the available VHF
communication systems can be used for SELCAL monitoring. The SELCAL code is a
four--letter code assigned to each aircraft and is represented by a combination of audio tone
signals.
The decoder is a 5-channel, 16-tone decoder located in the forward avionics compartment
and receives VHF or HF communication systems inputs. The decoder has independent
inputs for up to five radio sources to drive five decoder channels. Any of the available VHF
and HF communication systems can be used for SELCAL monitoring. The SELCAL code is
a four--letter code assigned to each aircraft and is represented by a combination of audio
tone signals. <0011><0060>
Each aircraft is assigned its own SELCAL code when the decoder is installed in the aircraft.
The strapping connector is located next to the decoder in the avionics compartment and
provides the means of programming the decoder with the aircraft SELCAL code.
For SELCAL operation, the crew will normally tune one of the VHF radios to a pre-assigned
SELCAL frequency. When ATC contacts the flight crew, the ground communication
equipment sends a SELCAL code on this frequency. When the SELCAL signal is received
by the VHFcommunications system, it is redirected to the decoder. The decoder then sends
a signal to the EICAS and Audio Integrating System. A green SELCAL VHF advisory
message will be displayed on the EICAS status page and a “SELCAL” oral message will be
heard through the speakers and headsets. Pressing the PTT button for the VHF radio that
received the call will reset the channel decoder and EICAS advisory.

CSP A--013
Vol. 1 05--45--2
COMMUNICATIONS
REV 56, Jan 31/03
Selective Call System (SELCAL)
For SELCAL operation, the crew will normally tune one of the VHF or HF radios to a
pre-assigned SELCAL frequency. When ATC contacts the flight crew, the ground
communication equipment sends a SELCAL code on this frequency. When the SELCAL
signal is received by the VHF or HF communications system, it is redirected to the decoder.
The decoder then sends a signal to the EICAS and Audio Integrating System. A green
SELCAL VHF/HF advisory message will be displayed on the EICAS status page and a
“SELCAL” oral message will be heard through the speakers and headsets. Pressing the
PTT button for the VHF or HF radio that received the call will reset the channel decoder and
EICAS advisory. <0011><0060>

CSP A--013
Vol. 1 05--45--3
COMMUNICATIONS
RTU 2 RTU 1
CBP1--H9
28 VDC
ANTENNA ANTENNA BUS 1
ANTENNA ANTENNA
SELCAL
HF/COMM HF/COMM VHF/COMM 3 VHF/COMM 2 VHF/COMM 1

<0060> <0011> <0008>
AUDIO <0014> AUDIO AUDIO AUDIO
<0082>
<0084>
CH 4 CH 3 CH 2 CH 1 28 VDC
SELCAL
DECODER
SELCAL
CODE
SELCAL EICAS
RESET MESSAGES
STRAPPING CONNECTOR
RESET
(MIC PITT) AECU DCUs
SELCAL
AURAL MSG
EICAS
Selective Call System (SELCAL) --- Simplified Diagram <MST>

Figure 05---45---1

CSP A--013
Vol. 1 05--45--4
COMMUNICATIONS
REV 56, Jan 31/03
<0039>
SELCAL VHF (1, 2) advisory (green)<TYP><0010>

SELCAL VHF (1, 2, 3) advisory (green) <0008><0010><0014>
SELCAL VHF 3 advisory (green) <0082, 0084>
SELCAL HF advisory (green) <0010><0011>
SELCAL HF (1, 2) advisory (green) <0010><0060>
Indicates that SELCAL has been
received.
Alerts inhibited by pushing PTT
button.
SELCAL, SELCAL
<0039>
Status Page
SELCAL EICAS Messages <MST>

Figure 05---45---2

CSP A--013
Vol. 1 05--45--5
COMMUNICATIONS

PANEL LOCATION
Selective Call
Decoder SELCAL DC BUS 1 1 H9
System

CSP A--013
Vol. 1 05--45--6
COMMUNICATIONS
REV 56, Jan 31/03

CSP A--013
Vol. 1 06--00--1
DOORS
CHAPTER 6 --- DOORS
Page

INTRODUCTION 06--10
PASSENGER DOOR 06--20

Passenger Door 06--20--1
Opening the Door from Inside 06--20--1
Aircraft 7001---7067, 7069---7389, 7391---7395, 7397---7411,
7413---7415, 7417---7422, 7424---7431, 7433---7443, 7445---7451,
7453, 7454, 7456
Closing and Latching the Door from Inside 06--20--5
Aircraft 7390, 7396, 7409, 7412, 7416, 7423, 7432,
7444, 7452, 7455, 7457 and subsequent
Closing and Latching the Door from Inside 06--20--7
Aircraft 7001---7067, 7069---7389, 7391---7395, 7397---7411,
7413---7415, 7417---7422, 7424---7431, 7433---7443, 7445---7451,
7453, 7454, 7456
Opening the Door from Outside 06--20--9
Aircraft 7390, 7396, 7409, 7412, 7416, 7423, 7432,
7444, 7452, 7455, 7457 and subsequent
Opening the Door from Outside 06--20--11
Aircraft 7001---7067, 7069---7389, 7391---7395, 7397---7411,
7413---7415, 7417---7422, 7424---7431, 7433---7443, 7445---7451,
7453, 7454, 7456
Closing and Latching the Door from Outside 06--20--13
Aircraft 7390, 7396, 7409, 7412, 7416, 7423, 7432,
7444, 7452, 7455, 7457 and subsequent
Closing and Latching the Door from Outside 06--20--14
Lowering the Stair Handrails 06--20--14
Lifting the Stair Handrails 06--20--15
GALLEY/SERVICE DOOR 06--30

Galley Service Door 06--30--1
Opening the Galley Service Door from Inside 06--30--5
Closing and Latching the Galley Service Door from Inside 06--30--5
Opening the Galley Service Door from Outside 06--30--5
Closing and Latching the Galley Service Door from Outside 06--30--5
AVIONICS BAY DOOR 06--40

Avionics Bay Door 06--40--1
Opening the Avionics Bay Door 06--40--3

CSP A--013
Vol. 1 06--00--2
DOORS
REV 56, Jan 31/03
Table of Contents
Closing the Avionics Bay Door 06--40--3
CARGO BAY DOORS 06--50

Cargo Compartment Door 06--50--1
Opening the Cargo Door 06--50--1
Closing and Latching the Cargo Door 06--50--1
AFT EQUIPMENT BAY DOOR 06--60

Aft Equipment Compartment Door 06--60--1
Opening the Aft Equipment Compartment Door 06--60--1
Closing and Latching the Aft Equipment Compartment Door 06--60--1
EMERGENCY EXITS 06--70

Emergency Exits 06--70--1
Cockpit Escape Hatch 06--70--1
Opening the Crew Escape Hatch from Inside 06--70--3
Closing and Latching the Crew Escape Hatch from Inside 06--70--3
Opening the Crew Escape Hatch from Outside 06--70--3
Closing and Latching the Crew Escape Hatch from Outside 06--70--3
Overwing Emergency Exits 06--70--4
Opening the Overwing Emergency Exits from Inside 06--70--6
Closing the Overwing Emergency Exits from Inside 06--70--6
Opening the Overwing Emergency Exits from Outside 06--70--6
PASSENGER DOOR
Figure 06--10--1 Doors -- General 06--10--2
PASSENGER DOOR
Figure 06--20--1 Aircraft 7001---7067, 7069---7389, 7391---7395,
7397---7411, 7413---7415, 7417---7422, 7424---7431,
7433---7443, 7445---7451, 7453, 7454, 7456
Figure 06--20--1 Aircraft 7390, 7396, 7409, 7412, 7416, 7423, 7432, 7444,
7452, 7455, 7457 and subsequent
Figure 06--20--2 Aircraft 7001---7067, 7069---7389, 7391---7395,
7397---7411, 7413---7415, 7417---7422, 7424---7431,
7433---7443, 7445---7451, 7453, 7454, 7456
Interior Passenger Door Placards 06--20--6
Figure 06--20--2 Aircraft 7390, 7396, 7409, 7412, 7416, 7423, 7432, 7444,
Interior Passenger Door Placards 06--20--8

CSP A--013
Vol. 1 06--00--3
DOORS
Figure 06--20--3 Aircraft 7001---7067, 7069---7389, 7391---7395,

7397---7411, 7413---7415, 7417---7422, 7424---7431,
7433---7443, 7445---7451, 7453, 7454, 7456
Exterior Passenger Door Placards 06--20--10
Figure 06--20--3 Aircraft 7390, 7396, 7409, 7412, 7416, 7423, 7432, 7444,
Exterior Passenger Door Placards 06--20--12
Figure 06--20--4 Passenger Door -- Handrails 06--20--16
Figure 06--20--5 Aircraft 7001---7067, 7069---7389, 7391---7395,
7397---7411, 7413---7415, 7417---7422, 7424---7431,
7433---7443, 7445---7451, 7453, 7454, 7456
Passenger Door -- EICAS Indications 06--20--17
Figure 06--20--5 Aircraft 7390, 7396, 7409, 7412, 7416, 7423, 7432, 7444,
Passenger Door -- EICAS Indications 06--20--18
GALLEY/SERVICE DOOR
Figure 06--30--1 Airplanes 7002 to 7125
Interior Galley/Service Door 06--30--2
Figure 06--30--1 Airplanes 7126, 7128 and subsequent
Interior Galley/Service Door 06--30--3
Figure 06--30--2 Exterior Galley/Service Door 06--30--4
Figure 06--30--3 Service Door -- EICAS Indications 06--30--7
AVIONICS BAY DOOR

Figure 06--40--1 Avionic Bay Door 06--40--2
Figure 06--40--2 Avionic Bay Door -- EICAS Indications 06--40--4
CARGO BAY DOORS

Figure 06--50--1 Aft Cargo Bay Door 06--50--2
Figure 06--50--2 Cargo Compartment Door
AFT EQUIPMENT BAY DOOR

Figure 06--60--1 Aft Equipment Compartment Door 06--60--2
EMERGENCY EXITS
Figure 06--70--1 Cockpit Escape Hatch 06--70--2
Figure 06--70--2 Overwing Emergency Exits 06--70--5
Figure 06--70--3 Emergency Doors EICAS Indications 06--70--7

CSP A--013
Vol. 1 06--00--4
DOORS
REV 56, Jan 31/03
Table of Contents

CSP A--013
Vol. 1 06--10--1
DOORS
1. INTRODUCTION
The aircraft has the following fuselage doors:
S Passenger door (type I exit)
S Galley service door (type I exit)
S Two overwing emergency exits (type III exit)
S Flight compartment overhead escape hatch
S Cargo door
S Avionics compartment door
S Aft equipment compartment door.
The passenger door and the galley service door can be operated from inside or outside of
the aircraft and can also be used for emergency evacuation. The flight compartment escape
hatch and the overwing emergency exits can also be operated from inside or outside of the
aircraft. The cargo door, aft equipment compartment door and the avionics compartment
door can only be operated from outside the aircraft. All doors, except the aft equipment
compartment door and the cockpit overhead escape hatch are monitored by the proximity
sensing electronic unit (PSEU).
The PSEU provides door status information for display on the EICAS.
The doors aural and visual indication system is triggered by signals received from position
sensors and switches. Inputs from the position sensors and switches are processed by the
proximity sensing electronic unit (PSEU) and transmitted to the EICAS. Door warning and
caution messages are displayed on the EICAS primary page and door status is displayed on
the DOORS synoptic page.

CSP A--013
Vol. 1 06--10--2
DOORS
REV 56, Jan 31/03
Introduction
RH OVERWING
EMERGENCY EXIT
GALLEY
SERVICE AFT EQUIPMENT
DOOR BAY DOOR
CARGO
COCKPIT BAY DOOR
ESCAPE
HATCH
LH OVERWING
PASSENGER EMERGENCY EXIT
DOOR
AVIONICS
BAY DOOR
Doors --- General

Figure 06---10---1

CSP A--013
Vol. 1 06--10--3
DOORS

PANEL LOCATION
Proximity DC
Doors DOOR IND 4 B12
Sensing ESSENTIAL

CSP A--013
Vol. 1 06--10--4
DOORS
REV 56, Jan 31/03
Introduction

CSP A--013
Vol. 1 06--20--1
DOORS
Passenger Door REV 56, Jan 31/03
1. PASSENGER DOOR
The passenger door is located at the forward left side of the fuselage and is the main
entrance and exit to the cabin area.
The passenger door incorporates integral stairs with a retractable lower step and folding
handrails. The door is hinged at the cabin floor level and opens outward. A
counter--balance mechanism with gas springs is used to take the weight of the door and to
dampen the door movement At the fully open position, the door rests on a support wheel.
Handrails are provided to assist passengers in boarding and disembarking. Mechanical

linkages raise the handrails when the door is opened and collapse them when the door is
closed. When a jetway is used, the handrails must be collapsed. Collapsing of the handrails
is done by removing the forward and aft handrail quick--release pins (Refer to Lowering the
Stair Handrails).
Closing the passenger door from inside the aircraft is normally accomplished using the
power assist system which is controlled from a DOOR ASSIST switchlight on the forward
fight attendants panel.
CAUTION
Do not operate the Door Assist system when switching

aircraft power from the APU generator to external
power.
The passenger door status is displayed on the EICAS primary page in the form of warning
and caution messages and on the DOOR synoptic page. The DOOR synoptic page is
displayed when selected from the EICAS control panel.
A. Opening the Door from Inside
To open the door from inside:
(1) Lift the inner handle out of its cam recess.
S The outer handle ejects from its recess
S The latch mechanism unlocks
S The pressurization flap on the passenger door’s exterior surface opens.
(2) Continue the upward movement of the handle to the OPEN position.
S The latch cams and latch pins disengage from the door frame fittings
S Fwd and aft pull--out levers open the door to the near vertical (balanced)
position.
(3) Firmly push the door outward.

CSP A--013
Vol. 1 06--20--2
DOORS
REV 56, Jan 31/03
Passenger Door
S The door descends in a gradual downward movement (dampened by the

counterbalance mechanism gas springs)
S The retractable lower step and folding handrails deploy
S The door support wheel extends and locks in place before reaching the
ground.
NOTE
Maximum load capacity of the door is 454 kgs (1000

lbs) or a maximum of four passengers on the stairway
at any time.
CAUTION
Door support straps must be used when moving the

aircraft with the door open or when placing the aircraft
on jacks.

CSP A--013
Vol. 1 06--20--3
DOORS
LATCH CAM
SPIGOTS
Outer Handle Stow Knob

(part of the external handle
DOOR ASSIST pull--in mechanism)
Used to close the
passenger door. Used to stow
outer (exterior) handle.
Forward
Attendant’s
Station
COVER
GUARD
LOWER
LATCH PIN
DOOR
PULL--IN
GRIP
LATCH CAMS
MIDDLE
LATCH PIN
Inner Handle
Used to lock and unlock latch pins
and upper rotary locks. Opens and closes SUPPORT
pressurization flap on door exterior. UPPER WHEEL
LATCH PIN
PULL--IN
LEVER
Passenger Door
Figure 06---20---1

CSP A--013
Vol. 1 06--20--4
DOORS
REV 56, Jan 31/03
Passenger Door
LATCH CAM
SPIGOTS
LATCH CAM
LOCK LEVER
STRIKER PLATE
DOOR ASSIST
Used to close the
passenger door.
Forward
Attendant’s
Station
LOWER
LATCH PIN
DOOR
PULL--IN
GRIP
LATCH CAMS
MIDDLE
LATCH PIN
Inner Handle
Used to lock and unlock latch pins
and upper rotary locks. Opens and closes SUPPORT
pressurization flap on door exterior. UPPER WHEEL
LATCH PIN
LATCH CAM
PULL--IN LOCK LEVER
LEVER
Passenger Door
Figure 06---20---1

CSP A--013
Vol. 1 06--20--5
DOORS
B. Closing and Latching the Door from Inside
Effectivity:
S Aircraft 7001---7067, 7069---7389, 7391---7395, 7397---7411, 7413---7415, 7417---7422,

7424---7431, 7433---7443, 7445---7451, 7453, 7454, 7456.
To close and latch the door from inside:
(1) Press and hold the DOOR ASSIST switchlight on the forward attendant’s panel.
(2) The electrical motor pulls the door up and stops automatically when the door
reaches the near vertical position.
(3) Grasp the handle in the second step riser and pull the door fully closed.
S The fwd and aft pull-in/push-out levers engage in respective cams to hold the
door in this position.
(4) Push the inner handle down to the CLOSED position.
S The latch cams and latch pins engage in the door frame fittings.
(5) Pull the stow handle to the latch position.
S The outer handle and the door vent flap close simultaneously.
(6) Make sure the visual indications of door latches are as follows:
S Green marks on latch cams must align with green marks on the upper door
structure (2 locations)
S Green marks on latch pins must align with green marks on indicator windows
(6 locations)
S The latch mechanism lower lock indicator flag changes from a red UNLOCKED
to a green LOCKED indication.

CSP A--013
Vol. 1 06--20--6
DOORS
REV 56, Jan 31/03
Passenger Door
NON--RADIOACTIVE
LUMINESCENT
MARKER STRIP
LOCKED/UNLOCKED INDICATOR
NOTE
Green locked indicator must be visible.
Effectivity:
Airplanes 7001--7067, 7069--7389, 7391--7395, 7397--7411
7413--7415, 7417--7422, 7424--7431, 7433--7443,
7445--7451, 7453, 7454, ,7456.
Interior Passenger Door Placards

Figure 06---20---2

CSP A--013
Vol. 1 06--20--7
DOORS
B. Closing and Latching the Door from Inside
Effectivity:
S Aircraft 7390, 7396, 7409, 7412, 7416, 7423, 7432, 7444, 7452, 7455, 7457 and subsequent.
To close and latch the door from inside:
(1) Press and hold the DOOR ASSIST switchlight on the forward attendant’s panel.
(2) The electrical motor pulls the door up and stops automatically when the door
reaches the near vertical position.
NOTE
An interlock on the cam mechanism under the lower step

prevents the inner handle from moving to the close
position, until the door is fully pulled into the fuselage
structure.
(3) Grasp the handle in the second step riser and pull the door fully closed.
S The fwd and aft pull-in/push-out levers engage in respective cams to hold the
door in this position.
(4) Push the inner handle down to the CLOSED position.
S The latch cams and latch pins engage in the door frame fittings
S The inner handle, the outer handle and the door vent flap close simultaneously.
(5) Make sure the visual indications of door latches are as follows:
S Green marks on latch cams must align with green marks on door structure (2
locations)
S Green marks on latch pins must align with green marks on indicator windows
(4 locations)
S The latch mechanism lower lock indicator flag changes from a red UNLOCKED
to a green LOCKED indication.

CSP A--013
Vol. 1 06--20--8
DOORS
REV 56, Jan 31/03
Passenger Door
NON--RADIOACTIVE
LUMINESCENT
MARKER STRIP
LOCKED/UNLOCKED INDICATOR
NOTE
Green locked indicator must be visible.
Effectivity:
Airplanes 7390, 7396, 7409, 7412, 7416, 7423,
7432, 7444, 7452, 7455, 7457 and subsequent.
Interior Passenger Door Placards

Figure 06---20---2

CSP A--013
Vol. 1 06--20--9
DOORS
C. Opening the Door from Outside
Effectivity:
S Aircraft 7001---7067, 7069---7389, 7391---7395, 7397---7411, 7413---7415, 7417---7422,

7424---7431, 7433---7443, 7445---7451, 7453, 7454, 7456.
To open the door from outside:
(1) Push-in the outer handle trigger plate.
S The outer handle ejects from the door recess
S The pressurization flap opens.
(2) Rotate the outer handle counterclockwise to the OPEN position.
S The door latch mechanism unlocks
S The fwd and aft pull-in levers open the door to near vertical position

S The two folding handrails deploy
S The support wheel extends and locks in place before reaching the ground.

CSP A--013
Vol. 1 06--20--10
DOORS
REV 56, Jan 31/03
Passenger Door
Hinged
Pressurization Flap
Closes when
exterior handle
stowed. Position
indicator on interior of
door
Opens immediately
when either exterior
or interior handle is
operated.
NOTE
Stand clear of door during opening.
Effectivity:
Airplanes 7001--7067, 7069--7389, 7391--7395, 7397--7411
7413--7415, 7417--7422, 7424--7431, 7433--7443,
7445--7451, 7453, 7454, ,7456.
Exterior Passenger Door Placards

Figure 06---20---3

CSP A--013
Vol. 1 06--20--11
DOORS
C. Opening the Door from Outside
Effectivity:
To open the door from outside:
(1) Push-in the outer handle push plate, grab the handle grip and pull outward then
downward.
S The door latch mechanism unlocks
S The pressurization flap opens
S The fwd and aft pull-in levers open the door to near vertical position

S The two folding handrails deploy
S The support wheel extends and locks in place before reaching the ground.

CSP A--013
Vol. 1 06--20--12
DOORS
REV 56, Jan 31/03
Passenger Door
Door Vent Flap

Closes when either
exterior or interior
handle is stowed.
Opens immediately
when either exterior
or interior handle is
operated.
DOOR HANDLE
NOTE
Effectivity:
Stand clear of door during opening.
Airplanes 7390, 7396, 7409, 7412, 7416, 7423,
7432, 7444, 7452, 7455, 7457 and subsequent.
Exterior Passenger Door Placards

Figure 06---20---3

CSP A--013
Vol. 1 06--20--13
DOORS
D. Closing and Latching the Door from Outside
Effectivity:
S Aircraft 7001---7067, 7069---7389, 7391---7395, 7397---7411, 7413---7415, 7417---7422,

7424---7431, 7433---7443, 7445---7451, 7453, 7454, 7456.
To close and latch the door from outside:
(1) Manually raise the door up and push it fully closed.
NOTE
The gas springs will assist in retracting the door up to

near vertical position.
S The fwd and aft pull-in levers engage in respective cams to hold door in this
position.
(2) Rotate the outer handle clockwise to the CLOSED position.
S The latch cams and latch pins engage in the door frame fittings.
(3) Push the outer handle to stow it in the door recess.
S The door vent flap closes simultaneously.

CSP A--013
Vol. 1 06--20--14
DOORS
REV 56, Jan 31/03
Passenger Door
D. Closing and Latching the Door from Outside
Effectivity:
To close and latch the door from outside:
(1) Manually raise the door up and push it fully closed.
NOTE
The gas springs will assist in retracting the door up to

near vertical position.
S The fwd and aft pull-in levers engage in respective cams to hold door in this
position.
(2) Push outer handle down fully in its recess.
S The latch cams and latch pins engage in the door frame fittings
S The inner handle, the outer handle and the door vent flap close simultaneously.
E. Lowering the Stair Handrails
When the door is closed,
(1) Remove the two quick--release pins from the holes of the stair handrails.
(2) Stow the quick--release pins in the storage holes of the brackets.
(3) Open the passenger door.
When the door is open,
(4) Hold the stair handrails and remove the two quick release pins from the holes of
the stair handrails.
(5) Stow the quick--release pins in the storage holes of the brackets.
CAUTION
Do not use force to lift/lower the stair handrails.

Ensure that the bottom step is free to unfold/fold as the
stair handrails are gradually lifted/lowered.

CSP A--013
Vol. 1 06--20--15
DOORS
(6) Lower the stair handrails and ensure that the clips on the stair handrails attach to
the quick release pins.
F. Lifting the Stair Handrails
When the door is open,
CAUTION
Do not close the door without the quick release pins in

the storage holes of the brackets or in the holes of the
stair handrails.
(1) Remove the quick release pins from the storage holes of the brackets.
(2) Lift the handrails into position.
WARNING
The quick--release pins must be installed in the holes

of the stair handrails before the aircraft is moved. This
ensures that the stair handrail are in the upper position
in case of an emergency evacuation.
(3) Install the two quick--release pins in the holes of the stair handrails.
When the door is closed,
(4) Remove the two the quick--release pins from the storage holes of the brackets.
(5) Insert the quick--release pins into the holes of the stair handrails.

CSP A--013
Vol. 1 06--20--16
DOORS
REV 56, Jan 31/03
Passenger Door
A HANDRAILS LOWERED
HANDRAIL
(REF)
QUICK
RELEASE PIN BRACKET
(REF)
C STORAGE
HOLE
AFT HANDRAIL SHOWN

B
FORWARD SIDE OPPOSITE
HANDRAIL
HOLE
C HANDRAILS UNCLIPPED C HANDRAILS CLIPPED
Passenger Door --- Handrails

Figure 06---20---4

CSP A--013
Vol. 1 06--20--17
DOORS
<0039>
PASSENGER DOOR warning (red)
Indicates that the passenger door
is unsafe when two or more door
sensors indicate that the door is open.
DOOR
(when engines are running)
PAX DR LATCH caution (amber)

is not latched (one or more of the
pins / cams are unsafe).
PAX DR OUT HNDL caution (amber)

<0006> Indicates that the passenger door
outer handle is not stowed.
PAX DR STOW caution (amber)
outer handle stow knob is not stowed.
Primary Page
PASSENGER (red)
Displayed when two or more sensors
indicate the door is open. (Corresponds to
PASENGER DOOR warning message.)
STOW HNDL (amber)

Indicates that the outer handle stow
knob is not stowed. (Corresponds to
PAX DR STOW caution message.)
OUTER HNDL (amber)
Indicates that the outer handle is
not stowed. (Corresponds to
PAX DR OUT HNDL caution message.)
LATCH (amber)
is not latched (one or more latch
pins / cams are unsafe). (Corresponds to
PAX DR LATCH caution message.)
Effectivity:
Airplanes 7001--7067, 7069--7389, 7391--7395, 7397--7411 Doors Page
7413--7415, 7417--7422, 7424--7431, 7433--7443,
7445--7451, 7453, 7454, ,7456.
Passenger Door --- EICAS Indications <MST>

Figure 06---20---5

CSP A--013
Vol. 1 06--20--18
DOORS
REV 56, Jan 31/03
Passenger Door
<0039>
PASSENGER DOOR warning (red)
is unsafe when two or more door
sensors indicate that the door is open.
DOOR
(when engines are running)
PAX DR LATCH caution (amber)

is not latched (one or more of the
pins / cams are unsafe).
PAX DR OUT HNDL caution (amber)

<0006> Indicates that the passenger door
outer handle is not stowed.
Primary Page
PASSENGER (red)
Displayed when two or more sensors
indicate the door is open. (Corresponds to
PASENGER DOOR warning message.)
OUTER HNDL (amber)
not stowed. (Corresponds to
PAX DR OUT HNDL caution message.)
LATCH (amber)
is not latched (one or more latch
pins / cams are unsafe). (Corresponds to
PAX DR LATCH caution message.)
Effectivity:
Airplanes 7390, 7396, 7409, 7412, 7416, 7423, Doors Page
7432, 7444, 7452, 7455, 7457 and subsequent.
Passenger Door --- EICAS Indications <MST>

Figure 06---20---5

CSP A--013
Vol. 1 06--20--19
DOORS

PANEL LOCATION
PASS
Passenger
Actuator DOOR DC BUS 1 1 L2
Door
ACT

CSP A--013
Vol. 1 06--20--20
DOORS
REV 56, Jan 31/03
Passenger Door

CSP A--013
Vol. 1 06--30--1
DOORS
Galley/Service Door REV 56, Jan 31/03
1. GALLEY SERVICE DOOR
The galley service door is used for servicing the galley, and can also be used for emergency
evacuation of the cabin area. It is located on the right forward fuselage, adjacent to the
galley. The outer structure of the door has a window and outer handle. The door initially
moves upward to clear stops on the fuselage structure, then swings outward and fully
forward to the lock open position, parallel to the fuselage.
The inner door handle rotates counterclockwise to unlatch and clockwise to latch. The outer
door handle rotates clockwise to unlatch and counter-clockwise to latch.

CSP A--013
Vol. 1 06--30--2
DOORS
REV 56, Jan 31/03
Galley/Service Door
NON--RADIOACTIVE
LUMINESCENT
MARKER STRIP
Door Latch Knob

Releases latches
when door opened
and latched adjacent
to fuselage
Effectivity:
Airplanes 7002 thru 7125.
Interior Galley/Service Door

Figure 06---30---1

CSP A--013
Vol. 1 06--30--3
DOORS
NON--RADIOACTIVE
LUMINESCENT
MARKER STRIP
Door Latch Knob

Releases latches
when door opened
and latched adjacent
to fuselage
Effectivity:
Airplanes 7126 ,7128 and subsequent.
Interior Galley/Service Door

Figure 06---30---1

CSP A--013
Vol. 1 06--30--4
DOORS
REV 56, Jan 31/03
Galley/Service Door
ARTICULATED
HINGE
PUSH
PLATE
(TRIGGER)
KEY
LOCK
EXTERNAL
HANDLE
Exterior Galley/Service Door

Figure 06---30---2

CSP A--013
Vol. 1 06--30--5
DOORS
A. Opening the Galley Service Door from Inside
To open the galley service door from inside:
(1) Rotate the inner handle clockwise to the OPEN position.
S The door moves up, to clear the door stop fittings (guided by door rollers)
S The two downlock rollers disengage from the door frame roller guide fittings.
(2) Push the door outward and forward until it locks in open position.
B. Closing and Latching the Galley Service Door from Inside
To close and latch the galley service door from inside:
(1) Pull the door latch, to release the door from the locked open position.
S The door moves aft, in front of the door opening.
(2) Pull the door in to engage the rollers in the door track fittings, then rotate the
inner handle counter--clockwise to the CLOSED position.
S The door slides down, behind the door stop fittings (guided by door rollers)
S The two downlock rollers fully engage in the door frame roller guide fittings.
(3) Verify the correct indication of door latch through the indicator window located at
the lower aft corner of the door.
S The green mark on the indicator sector aligns with the green mark on the
indicator window.
C. Opening the Galley Service Door from Outside
To open the galley service door fron outside:
(1) Push the trigger plate to release the outer handle from the door recess.
(2) Rotate the outer handle fully counter--clockwise to the OPEN position.
S The door moves up, to clear the door stop fittings (guided by door rollers)
S The two downlock rollers disengage from the door frame fittings.
(3) Pull the door outward and move it forward until it locks in position.
D. Closing and Latching the Galley Service Door from Outside
To close and latch the galley service door from outside:
(1) Pull the door latch, to release the door from the locked open position.

CSP A--013
Vol. 1 06--30--6
DOORS
REV 56, Jan 31/03
Galley/Service Door
S The door moves aft into the door opening.
(2) Push the door in to engage the door rollers in the track fittings, then rotate the
outer handle clockwise to the CLOSED position until it lines up with its recess.
S The door slides down, behind the door stop fittings (guided by door rollers)
S The two downlock rollers engage in the door frame fittings.
(3) Push the outer handle until it engages in the door recess.

CSP A--013
Vol. 1 06--30--7
DOORS
SERVICE DOOR Caution (amber)

Indicates that galley/service door
is unlocked / unsafe.
<0039>
<0006>
Primary Page
SERVICE DOOR
Message:
OUTER HNDL (amber)
not stowed.
UNLOCKED (amber)
Indicates that the service door
is not fully latched.
Doors Page
Service Door --- EICAS Indications <MST>
Figure 06---30---3

CSP A--013
Vol. 1 06--30--8
DOORS
REV 56, Jan 31/03
Galley/Service Door

CSP A--013
Vol. 1 06--40--1
DOORS
Avionics Bay Door REV 56, Jan 31/03
1. AVIONICS BAY DOOR
The avionics compartment door is used to gain access to the equipment in the avionics
compartment. It is located on the centerline of the lower forward fuselage. The door opens
inward and moves up on four spring--loaded roller arms. The roller arms engage a set of
tracks that allows the door to be moved forward or aft in the avionics compartment. The
door does not open from the inside.
The door outer handle is rotated to the OPEN position to unlatch and to the CLOSED
position to latch.

CSP A--013
Vol. 1 06--40--2
DOORS
REV 56, Jan 31/03
Avionics Bay Door
COUNTER
BALANCED
DOOR
DOOR ROLLER
(TYPICAL)
AFT LATCH PIN
DOOR TRACK
PROXIMITY
SENSOR
EXTERNAL
HANDLE
TRIGGER
PLATE
KEY
LOCK
FORWARD LATCH FITTING
PROXIMITY
SENSOR
Avionic Bay Door

Figure 06---40---1

CSP A--013
Vol. 1 06--40--3
DOORS
Avionics Bay Door REV 56, Jan 31/03
A. Opening the Avionics Bay Door
To open the avionics bay door:
(1) Press the outer handle trigger plate.
S The handle ejects from the door recess.
(2) Rotate the handle 90 degrees counterclockwise to the OPEN position.
S The fwd and aft latch pins disengage from the door frame latch fittings.
(3) Push the door up
S A latch on the roller arms locks the door in the up position.
(4) Rotate the the outer handle to the CLOSED position and push the handle into the
door recess
(5) Slide the door fwd or aft as required.
B. Closing the Avionics Bay Door
To close the avionics bay door:
(1) Slide the door above its opening.
(2) Press the handle trigger plate.
S The handle ejects from the door recess.
(3) Rotate the handle to the OPEN position to release the hold--open latch.
(4) Pull the door fully down to compress the door seal, and rotate the handle to the
CLOSED position.
S The fwd and aft latch pins engage in the door frame latch fittings.
(5) Push the handle into the door recess.
S The door handle locks in the stowed position.

CSP A--013
Vol. 1 06--40--4
DOORS
REV 56, Jan 31/03
Avionics Bay Door
AV BAY DOOR Caution (amber)

Indicates that avionics bay door is unsafe.
<0039>
<0006>
Primary Page
AVIONICS BAY
Door outline color matches message.
Amber -- Indicates door not latched
or outer handle is not stowed.
Green -- Indicates door is safe.
Half itensity magenta -- Indicates
door status is unknown.
Doors Page
Avionic Bay Door --- EICAS Indications <MST>
Figure 06---40---2

CSP A--013
Vol. 1 06--50--1
DOORS
Cargo Bay Doors REV 56, Jan 31/03
1. CARGO COMPARTMENT DOOR
The cargo compartment door is located aft of the cabin area on the left side of the fuselage.
The cargo door handle is operated from the outside only and is rotated to the OPEN position
to unlatch and to the CLOSED position to latch.
The cargo door opens inward, and up inside the upper fuselage guided by roller and track
assemblies on each side of the door. The door movement is assisted by two balance
springs and cables.
A. Opening the Cargo Door
To open the cargo door:
(1) Press the external handle trigger plate.
S The handle ejects.
(2) Rotate the handle counter--clockwise to the OPEN position.
S The door mechanism unlatches
S The door moves inward, within the guide tracks.
(3) Manually push the door fully up.
S The door moves up, guided by track rollers, and remains in the full open
position.
B. Closing and Latching the Cargo Door
To close the cargo door:
(1) Manually pull the door down.
S The door moves down, guided by track rollers.
(2) Pull the door outward against the stops, and rotate the external handle clockwise
to the CLOSED position.
S The door mechanism latches as the handle reaches the end of its rotation.
(3) Correctly align the control handle with the door recess and push it fully in.
S The handle locks in position.

CSP A--013
Vol. 1 06--50--2
DOORS
REV 56, Jan 31/03
Cargo Bay Doors
BALANCE
SPRING
UPPER
STOP
FITTINGS
DOOR
TRACK
A DOOR
TRACK
CABLE
SEAL
TRACK
ROLLER
LATCH
PIN
A
STOP
PROXIMITY
SENSOR
LATCH
PIN
KEYLOCK
CONTROL
HANDLE TRIGGER
PLATE
B
Aft Cargo Bay Door
Figure 06---50---1

CSP A--013
Vol. 1 06--50--3
DOORS
Cargo Bay Doors REV 56, Jan 31/03
CARGO DOOR Caution (amber)

Indicates that cargo bay door is unsafe.
<0039>
<0006>
Primary Page
CARGO
Amber -- Indicates door is unsafe.
Green -- Indicates door is safe.
Doors Page
Cargo Compartment Door EICAS Indications <MST>
Figure 06---50---2

CSP A--013
Vol. 1 06--50--4
DOORS
REV 56, Jan 31/03
Cargo Bay Doors

CSP A--013
Vol. 1 06--60--1
DOORS
Aft Equipment Bay Door REV 56, Jan 31/03
1. AFT EQUIPMENT COMPARTMENT DOOR
The aft equipment compartment door is located on the lower aft fuselage. It provides
access to the equipment located in the unpressurized aft equipment compartment. The door
is hinged at the front and opens downwards. The door is also removeable through quick
release hinge pins.
NOTE
The aft equipment compartment door is not monitored

by the PSEU, therefore there is no cockpit indication
of door position.
A. Opening the Aft Equipment Compartment Door
To open the aft equipment compartment door:
(1) Press the trigger plate on the handle.
S The door handle ejects.
(2) Rotate the handle clockwise.
S The door mechanism unlatches.
(3) Manually lower the door to the full down position.
B. Closing and Latching the Aft Equipment Compartment Door
To close the aft equipment compartment door:
(1) Manually move the door up into its opening.
(2) Rotate the handle counter--clockwise until the handle reaches the end of its
travel.
S The door mechanism latches.
(3) Push the handle in to latch it in the door recess.

CSP A--013
Vol. 1 06--60--2
DOORS
REV 56, Jan 31/03
Aft Equipment Bay Door
PUSH
PLATE
TRIGGER VENTILATION
LOUVERS
KEY
LOCK
QUICK--RELEASE PINS
EXTERIOR HANDLE
LATCH PLATE
LATCH
PIN
Aft Equipment Compartment Door

Figure 06---60---1

CSP A--013
Vol. 1 06--70--1
DOORS
Emergency Exits REV 56, Jan 31/03
1. EMERGENCY EXITS
Emergency evacuation of the cabin area is accomplished through the passenger door, the
galley service door, the two overwing emergency exits, and the cockpit overhead escape
hatch. All emergency exits can be opened from the inside or outside of the aircraft.
PASSENGER DOOR 36 X 70 Inches 91 X 178 cm Type I Exit
CREW ESCAPE HATCH 19 X 20 Inches 48 X 51 cm
GALLEY SERVICE DOOR(S) 24 X 48 Inches 61 X 122 cm Type I Exit
OVERWING EMERGENCY EXIT 20 X 38 Inches 51 X 97 cm Type III Exit
2. Cockpit Escape Hatch
The cockpit overhead escape hatch provides an emergency exit for the pilots in case of
emergency evacuation. The hatch opens inwards and is removeable at the hinge support
hooks.
The hatch inner and outer handles are rotated to the OPEN position to unlatch and rotated
to the CLOSED position to latch.
NOTE
The cockpit overhead escape hatch is note monitored by the

PSEU, therefore there is no cockpit indication for the escape
hatch position.

CSP A--013
Vol. 1 06--70--2
DOORS
REV 56, Jan 31/03
Emergency Exits
TRIGGER PLATE
SKIN
OUTER HANDLE LOCK

PIN HINGE ARM
ASSEMBLY
INNER
LOCK HANDLE
PLATE
RETENTION
BUTTON
Cockpit Escape Hatch

Figure 06---70---1

CSP A--013
Vol. 1 06--70--3
DOORS
A. Opening the Crew Escape Hatch from Inside
To open the crew escape hatch from inside:
(1) Press the hatch inner handle retention button.
S The inner handle ejects.
(2) Rotate the inner handle (left) to the OPEN position.
S The hatch mechanism unlatches.
(3) Manually lower the hatch to the full down position.
B. Closing and Latching the Crew Escape Hatch from Inside
To close and latch the crew escape hatch from inside:
(1) Manually lift the hatch into its opening.
(2) Push the aft part of the hatch up to squeeze the seal.
(3) Rotate the inner handle (right) to the CLOSED position.
S The door mechanism latches as the inner handle reaches the end of its
rotation.
(4) Correctly align the inner handle with the door recess.
(5) Push the handle in until its latched by the retention button.
C. Opening the Crew Escape Hatch from Outside
To open the crew escape hatch from outside:
(1) Press the outer handle trigger plate.
S The outer handle ejects.
(2) Rotate the outer handle (right) to the OPEN position
S Carefully lower the hatch fully down, (to avoid injuries to the crew).
D. Closing and Latching the Crew Escape Hatch from Outside
To close and latch the crew escape hatch from outside:
(1) Using the door outer handle, manually lift the hatch into its opening.
(2) Pull up on the outer handle to squeeze the seal
(3) Rotate the handle (left) to the CLOSED position.

CSP A--013
Vol. 1 06--70--4
DOORS
REV 56, Jan 31/03
Emergency Exits
S The door mechanism latches as the outer handle reaches the end of its
rotation.
(4) Correctly align the outer handle with the door recess and push it fully in.
S The outer handle locks in the stowed position.
3. Overwing Emergency Exits
The two overwing exits are located on either side of the passenger compartment, above the
wings. The overwing emergency exits are provided for passenger evacuation of the cabin
area. The overwing emergency exits can be opened from the inside or outside the aircraft.
The left and right overwing emergency exits can be quickly opened, using the single action
inner or outer handles located at the upper part of the door. They open inward and lift out off
hinge supports. Once opened, the door can be moved to a suitable location, using the two
inner handles.

CSP A--013
Vol. 1 06--70--5
DOORS
PROXIMITY
LOCKING SENSOR
PINS
QUICK LOCK PLATE

RELEASE
HANDLE
(INTERIOR)
ESCAPE ROPE
(NOT
PLACARDED)
EMERGENCY EXIT
TO OPEN DOOR
HINGE
SUPPORTS
HAND GRIP
HINGE
FITTINGS
OUTER
PUSH
PLATE
Overwing Emergency Exits

Figure 06---70---2

CSP A--013
Vol. 1 06--70--6
DOORS
REV 56, Jan 31/03
Emergency Exits
A. Opening the Overwing Emergency Exits from Inside
To open the overwing emergency exits from inside:
(1) Grab the hatch inner handle and pull inward and down.
S The latch pins retract and the hatch opens inward.
(2) Grab the lower handle and move the hatch to a suitable location.
B. Closing the Overwing Emergency Exits from Inside
To close and latch the overwing emergency exits from inside:
(1) Manually lift the overwing emergency exit hatch in front of its opening, and set it
on its hinge supports.
(2) Push the upper part of the hatch fully outward to squeeze the seal.
S The door mechanism latches automatically.
(3) Push the hatch inner handle fully outward to confirm it is fully latched.
C. Opening the Overwing Emergency Exits from Outside
To open the overwing emergency exits from outside:
(1) Push-in the red outer handle push plate.
S The latch pins retract and the hatch opens inward.
(2) Move the hatch to a suitable location.

CSP A--013
Vol. 1 06--70--7
DOORS
L (R) EMER DOOR Caution (amber)

Indicates that applicable emergency
exit is unsafe.
<0039>
<0006>
Primary Page
EMER
Amber -- Indicates exit is unsafe.
Green -- Indicates exit is safe.
Doors Page
Emergency Doors EICAS Indications <MST>
Figure 06---70---3

CSP A--013
Vol. 1 06--70--8
DOORS
REV 56, Jan 31/03
Emergency Exits

CSP A--013
Vol. 1 07--00--1
ELECTRICAL
CHAPTER 7 --- ELECTRICAL
Page

INTRODUCTION 07--10
AC ELECTRICAL SYSTEM 07--20

AC Electrical System 07--20--1
Integrated Drive Generator (IDG) 07--20--1
APU Generator 07--20--1
AC Distribution 07--20--1
AC Loads Distribution 07--20--11
Air Driven Generator (ADG) 07--20--12
Systems Circuit Breakers 07--20--14
DC ELECTRICAL SYSTEM 07--30

DC Electrical System 07--30--1
Transformer Rectifier Units (TRU) 07--30--1
Batteries 07--30--1
External DC Power 07--30--5
DC Distribution 07--30--5
DC Loads Distribution 07--30--9
Systems Circuit Breakers 07--30--12
CIRCUIT BREAKER PANELS 07--40

Circuit Breaker Panels 07--40--1
INTRODUCTION
Figure 07--10--1 Electrical Power Layout 07--10--3
Figure 07--10--2 Control Panels 07--10--4
AC ELECTRICAL SYSTEM
Figure 07--20--1 AC System Distribution 07--20--3
Figure 07--20--2 AC Electrical System 07--20--4
Figure 07--20--3 AC Electrical System Synoptic Page 07--20--5
Figure 07--20--4 AC Electrical System EICAS
Indications (Generators) 07--20--8

CSP A--013
Vol. 1 07--00--2
ELECTRICAL
REV 56, Jan 31/03
Table of Contents
Figure 07--20--5 AC Electrical System EICAS

Indications (Busses) 07--20--9
Figure 07--20--6 Transformer Rectifier Units 07--20--10
Figure 07--20--7 Air Driven Generator (ADG) 07--20--13
DC ELECTRICAL SYSTEM
Figure 07--30--1 DC Distribution System 07--30--3
Figure 07--30--2 DC Electrical System 07--30--4
Figure 07--30--3 DC Electrical System EICAS Indications 07--30--6
Figure 07--30--4 DC Emergency Bus 07--30--7
Figure 07--30--5 External DC Flow Line 07--30--8
CIRCUIT BREAKER PANELS

Figure 07--40--1 Circuit Breaker Panel 1 07--40--2
Figure 07--40--2 Circuit Breaker Panel 1 (Sub--Panel) 07--40--4
Figure 07--40--4 Circuit Breaker Panel 2 (Sub--Panel) 07--40--7
Figure 07--40--8 Miscellaneous Panels 07--40--13

CSP A--013
Vol. 1 07--10--1
ELECTRICAL
1. INTRODUCTION
The aircraft uses both 115 Volts AC and 28 volts DC power. AC electrical power is provided
by two engine-driven generation systems. Each system includes an integrated drive
generator (IDG) and a generator control unit (GCU). An auxiliary power unit (APU)
generator is also available as a back AC power source to replace either or both IDGs.
In the event of total AC power loss, emergency AC power is available from an in-flight
air-driven generator (ADG). The ADG assembly is stowed in a compartment on the right
side of the nose section.
DC power is supplied by five transformer rectifier units (TRU) which rectifies AC input power
into DC output power. Another source of DC power is from a main battery and APU battery.
The main and APU batteries are connected into the aircraft DC electrical power system and
are charged by their respective battery chargers. Power for starting the APU is provided by
the APU battery.
Electrical contactors, switches and relays located throughout 13 junction boxes in the
aircraft, are used for connecting AC and DC power to the appropriate buses and
components. Power connection is dependent on system configuration and health. The
following is a list of all the aircraft electrical system buses:
AC BUSSES DC BUSSES
DC BUS 1
DC BUS 2
AC BUS 1
DC ESSENTIAL BUS
AC BUS 2
DC SERVICE BUS
AC ESSENTIAL BUS
LEFT AND RIGHT BATTERY BUS
AC SERVICE BUS
DC EMERGENCY BUS
ADG BUS
DC UTILITY BUS 1
AC UTILITY BUS 1
DC UTILITY BUS 2
AC UTILITY BUS 2
MAIN BATTERY DIRECT BUS
APU BATTERY DIRECT BUS
On the ground, the aircraft can receive external AC power through a receptacle located on
the forward right side of the fuselage. The aircraft can also receive external DC through a
receptacle located on the aft right side of the fuselage.
The electrical power services panel (EPSP) in the flight compartment, and the external
service panel on the right forward fuselage, contain the AC and DC system control switches.
The switches are used for manual and automatic control of the electrical power generating
system and external power operation.

CSP A--013
Vol. 1 07--10--2
ELECTRICAL
REV 56, Jan 31/03
Introduction
Electrical system warnings and cautions are displayed on the EICAS primary page. Status
and advisory messages are displayed on the EICAS status page. General views of the
electrical systems are displayed on the EICAS, AC and DC synoptic pages. The AC and DC
synoptic pages are accessed through the EICAS control panel (ECP). One push of the
ELEC key on the ECP will display the AC synoptic page. Pushing the ELEC key a second
time will display the DC synoptic page.

CSP A--013
Vol. 1 07--10--3
ELECTRICAL
MAIN BATTERY
APU BATTERY
IDG 1
APU GENERATOR
IDG 2
EXTERNAL DC TRANSFORMER
CONNECTION RECTIFIER
UNITS
EXTERNAL AC
CONNECTION AIR DRIVEN
GENERATOR
Electrical Power Layout

Figure 07---10---1

CSP A--013
Vol. 1 07--10--4
ELECTRICAL
REV 56, Jan 31/03
Introduction

Right Forward Fuselage
Electrical Power Panel

Overhead Panel
Flight Attendant Panel
Control Panels
Figure 07---10---2

CSP A--013
Vol. 1 07--20--1
ELECTRICAL
AC Electrical System REV 56, Jan 31/03
1. AC ELECTRICAL SYSTEM
AC power for the aircraft electrical systems is provided by two engine-driven, integrated
drive generators (IDGs) which supply power to all AC buses during normal operations. An
APU generator provides a backup AC power source in flight if an IDG is inoperative or when
the aircraft is on the ground with the engines off. If all AC power is lost in flight, emergency
AC power is provided automatically by a deployable air-driven generator (ADG). The AC
distribution system is controlled by the respective IDG and APU generator control units
(GCUs). Each generator is monitored by the GCU’s for voltage, frequency and kilovolt amps
(KVA) to provide system fault protective shutdowns. An AC power distribution schematic
and system parameters are displayed on the EICAS AC synoptic page.
A. Integrated Drive Generator (IDG)
Each IDG consists of a constant speed drive (CSD) and a generator. The CSD uses an
internal oil system to hydro--mechanically change the variable input speed from the
engine accessory gearbox to a constant output speed to the generator to produce
115--volts AC and to maintain a constant frequency of 400 Hz. Each generator is rated
at 30 kilovoltamperes (KVA) up to an altitude of 35,000 ft., then 25 KVA to 41,000 ft.
An oil cooler cools the oil used by the IDG. Each IDG is monitored for low oil pressure
or high oil temperature. In the event of low oil pressure or high oil temperature, an
(amber) FAULT light (cover--guarded) on the EPSP will illuminate. Lifting the
cover--guard and pushing the switchlight will manually disconnect the IDG from the
engine gearbox.
The IDG will automatically disconnect if a severe oil overtemperature or overtorque

condition occurs. Once disconnected, either manually or automatically, the IDG cannot
be reconnected in flight. If the IDG was disconnected manually, it can only be reset on
the ground, with the engine shutdown. If the IDG was disconnected automatically, it
must be replaced.
Each generator control unit (GCU) controls and monitors the related AC generator
system and provides voltage and frequency regulation and fault protection for its
respective generator. The GCU also protects the electrical system from overcurrent
and differential current faults. In the event of a malfunction, the GCU will automatically
disconnect the faulty generator from the respective AC buses. The generator may be
reset when the malfunction is corrected or no longer exists, by selecting the generator
switch to the OFF/RESET position then back to ON.
B. APU Generator
The APU generator is driven, directly by the APU gearbox, at a constant speed to
maintain a constant frequency output. The generator provides 115--volts, 400 Hz AC
power and is rated at 30 KVA from sea level to 37,000 ft. A GCU, identical to the IDG
GCU, provides the same regulation and protection functions as the IDG GCUs.
C. AC Distribution
Two different configurations of AC power distribution are available, Full configuration

and Service configuration.

CSP A--013
Vol. 1 07--20--2
ELECTRICAL
REV 56, Jan 31/03
AC Electrical System
In Full configuration, all the AC buses are powered using either IDG 1, IDG 2, the APU
generator or external AC. For normal AC distribution, AC power from IDG 1 and IDG 2
is distributed to all the AC buses via GCU controlled contactors in junction box 1 (JB1).
There is a priority control of AC power distribution. During normal operation, IDG 1
powers AC bus 1 and IDG 2 powers AC bus 2. The failure of a generator, for any
reason other than a fault on its associated bus, will automatically transfer the load from
the failed IDG to the remaining operative IDG. When the APU generator is available, it
can then be used to replace the failed IDG to power the respective AC bus. On the
ground, if the aircraft is being powered with external AC power and either the APU or
an IDG is brought on line, the external power will be automatically disconnected and the
respective APU or IDG generator will power all the AC buses. When external power is
not available, the APU generator provides electrical power to all the AC buses. If an
IDG is powering its respective AC bus and the APU generator is powering the other AC
bus, when the remaining IDG is brought on line the APU generator will be automatically
taken off line.
In service configuration, either external AC power or the APU generator is used to

power specific buses for general servicing of the aircraft on the ground. Only AC Utility
bus 1, AC Utility bus 2, the AC service bus and the DC service bus are powered.
IDG 1 APU GENERATOR IDG 2

Both AC Bus 1 and
Failed Not available
AC Bus 2
Failed AC Bus 1 AC Bus 2
Both AC Bus 1 and
Not available Failed
AC Bus 2
AC Bus 1 AC Bus 2 Failed
Both AC Bus 1 and
Failed Failed
AC Bus 2

CSP A--013
Vol. 1 07--20--3
ELECTRICAL
LEFT RIGHT
ENGINE ENGINE APU
GCU
APU
CSD CSD GCU ADG
GEN
GCU GEN GCU GEN

1 2
EXTERNAL
EXTERNAL ADG BUS
POWER
AC
MONITOR
AC BUS 1 AC ESS BUS AC BUS 2
AC UTIL AC UTIL AC SERV

BUS 1 BUS 2 BUS
AC System Distribution
Figure 07---20---1

CSP A--013
Vol. 1 07--20--4
ELECTRICAL
REV 56, Jan 31/03
AC ESS XFER
Used to switch essential bus feed
from AC bus 1 to AC bus 2.
ALTN (white) light indicates
essential bus is fed from AC bus 2.
Transfer is automatic during an AC
bus 1 failure.
IDG 1 and 2 DISC

(Guarded)
Used to disconnect AC
IDG from engine. ON
Used to select external
DISC (white) light AC power.
indicates selected AVAIL (green) light
disconnect is successful. indicates external
FAULT (amber) light power is connected
indicates a fault within and is ready to use.
IDG (low oil pressure or IN USE (white) light
high oil temperature). indicates that the
external AC power unit
IDG will automatically is supplying the
disconnect, when an electrical system.
overtemperature or
overtorque condition GEN 1, 2 and APU GEN
occurs. AUTO -- Connects
Once disconnected, the generator to
IDG cannot be reset with associated bus.
the engines running. OFF/RESET --
Electrical Power Panel Disconnects generator
Overhead Panel from associated bus
AUTO XFER and/or resets the
Used to disable automatic generator control
transfer of associated IDG. circuit.
OFF (white) light indicates
autotransfer is selected off.
FAIL (amber) light indicates a
fault preventing autotransfer.
EXT AC PUSH
Used to select
external AC power.
AVAIL (green) light
indicates external
power is connected
and is ready to use.
IN USE (white) light
indicates that the
external AC power
unit is supplying the External Service Panel
electrical system. Right Forward Fuselage
Figure 07---20---2

CSP A--013
Vol. 1 07--20--5
ELECTRICAL
Flow Lines
Green -- Bus energized.
Blank -- Bus not energized.
Generator Load
Displays the load on
the generator.
Generator Voltage
Displays the generator
voltage level.
Generator Frequency
Displays the generator
frequency level.
AC Electrical Page
EICAS DIGITAL HALF INTENSITY
GREEN AMBER WHITE AMBER DASHES
READOUT MAGENTA
Generator Generator Generator not Invalid data _
XX KVA loaded overload loaded
XXX V Voltage _ Voltage not _ Invalid data
100--125 VAC in range
Frequency _ Frequency _ Invalid data
XXX HZ not in range
375--425 Hz
EICAS HALF INTENSITY HALF INTENSITY

OUTLINE GREEN AMBER WHITE MAGENTA CYAN
Generator off Both generator

GEN Generator on with engine / and engine / _
Invalid data
APU running APU are off
Low oil pressure Engine is off or
IDG Constant or high oil _
speed drive on IDG has Invalid data
temperature disconnected
Engine / APU
_ _ Engine / APU off Invalid data running and
APU
ready to load
Bus powered
BUS 1 (generator line Bus not powered _ Invalid data
contactor 1)
Bus powered
BUS 2 (generator line Bus not powered _ Invalid data
contactor 2)
Bus inoperative
ESS BUS Bus powered (essential bus _ Invalid data
fail)
Bus inoperative
SERV BUS Bus powered (AC service bus _ Invalid data
fail)
_ Bus not powered
UTIL BUS 1 Bus powered (shed) Invalid data
_ Bus not powered Invalid data
UTIL BUS 2 Bus powered (shed)
AC Electrical System Synoptic Page

CSP A--013
Vol. 1 07--20--6
ELECTRICAL
REV 56, Jan 31/03
ADG Features
Displayed when ADG voltage is more than 10 volts
and frequency is more than 300 Hz.
SHED (white)
Indicates that the respective AC utility
bus has been automatically shed.
AUTO XFER OFF (white)

Indicates that corresponding automatic
transfer has been selected off.
AUTO XFER FAIL (amber)

Indicates that corresponding automatic
transfer has failed.
AC Electrical Page
DISC (white)
Indicates that IDG has been disconnected.
EICAS DIGITAL
GREEN WHITE AMBER DASHES
READOUT
Between 108 and Less than 108 volts or
XXX V Invalid data
130 volts more than 130 volts
Between 360 and Less than 360 Hz or
XXX HZ Invalid data
440 Hz more than 440 Hz
EICAS
GREEN WHITE
OUTLINE
ADG BUS ADG outline green ADG outline white
Voltage and frequency Voltage or frequency

ADG
digital readouts green digital readouts white


CSP A--013
Vol. 1 07--20--7
ELECTRICAL
SERVICE CONFIGURATION (green)

The message is displayed:
When external AC power is available and the
AVAIL switchlight on the external service panel
has been selected, or
When APU power is available and the APU
SERV BUS switchlight on the forward F/A
panel has been selected.
For either selection, only the AC service bus, AC
utility bus 1, AC utility bus 2, and the DC service
bus will be powered.
External AC Power Features

Displayed when external AC voltage is more
than 10 volts and frequency is more than 50 Hz.
AC Electrical Page
EICAS DIGITAL HALF INTENSITY AMBER DASHES

GREEN AMBER WHITE
READOUT MAGENTA
XX KVA Loaded Overload Not loaded Insufficient data Invalid data
Between 106 _ Less than 106 volts or _
XXX V Invalid data
and 124 volts more than 124 volts
Between 370 _ Less than 370 Hz or _
XXX HZ Invalid data
and 430 Hz more than 430 Hz
EICAS GREEN WHITE HALF INTENSITY

OUTLINE MAGENTA
External AC available External AC not available Invalid data

or in use and not in use


CSP A--013
Vol. 1 07--20--8
ELECTRICAL
REV 56, Jan 31/03
<0039> <0006>
IDG 1 or 2 caution (amber)

Indicates that IDG has low oil pressure
or high oil temperature.
GEN 1 or 2 OFF caution (amber)
Indicates that generator is off.
(Indications are inhibited during start)
GEN 1 or 2 OVLD caution (amber)
Indicates that generator control unit has
detected a load of greater than 40 kVA.
APU GEN OFF caution (amber)

Indicates that APU generator is off and
APU is ready to load.
APU GEN OVLD caution (amber)

Indicates that generator control unit has
detected a load of greater than 40 kVA.
Primary Page
IDG 1 or 2 DISC status (white) <0039>

Indicates that IDG has been disconnected,
either automatically or manually.
<0039>
Status Page
AC Electrical System EICAS Indication (Generators) <MST

Figure 07---20---4

CSP A--013
Vol. 1 07--20--9
ELECTRICAL
<0039> <0006>
EMER PWR ONLY warning (red)

Indicates that the ADG has deployed.
AC BUS 1 or 2 caution (amber)

Indicates that the associated bus is not
powered.
AC ESS BUS caution (amber)
Indicates that AC essential bus is
less than 90 Volts.
AC SERV BUS caution (amber)
Indicates that AC bus 2 is powered and
AC service bus is less than 90 Volts.
AC 1 or 2 AUTOXFER caution (amber)
Indicates that the corresponding automatic
bus transfer has failed.
Primary Page
AC 1 or 2 AUTOXFER OFF status (white)

Indicates that the corresponding automatic <0039>
bus transfer has been selected off.
AC ESS ALTN status (white) <0039>

Indicates that AC essential bus is
being fed from AC bus 2.
AC UTIL 1 or 2 OFF status (white)

Indicates that corresponding AC
utility bus is not powered.
Status Page
AC Electrical System EICAS Indications (Busses) <MST>

Figure 07---20---5

CSP A--013
Vol. 1 07--20--10
ELECTRICAL
REV 56, Jan 31/03
AC BUS to TRU Flow

Lines
Green -- Respective
AC bus is powering
TRU Voltage Readouts TRU.
Displays, in increments
of 1 VDC, the rectifier’s
voltage level.
TRU Output Flow

Lines
Green -- Respective
TRU is on--line and
output is 18 VDC or
TRU Load Readouts greater.
Displays, in increments
of 1 amp, the load on
the rectifier.
DC ELEC Page
EICAS Secondary Display
Center Instrument Panel
EICAS DIGITAL
GREEN WHITE AMBER DASHES
READOUT
Less than 22 VDC or
xx V Between 22 and 29 VDC more than 29 VDC Invalid data
Between 3 and 99 amp Less than 3 amp or Invalid data

xx A more than 99 amp
EICAS HALF--INTENSITY
GREEN WHITE AMBER
OUTLINE MAGENTA
TRU 1
V TRU Less than 18 VDC _
18 VDC or greater Invalid data
A 1
TRU 2
V
TRU 2 18 VDC or greater Less than 18 VDC _ Invalid data
A
SERV 18 VDC or greater Less than 18 VDC

TRU 2 Service Load more than _
V Load less than Invalid data
A TRU 2 amp 2 amp
Ess
Essential 18 VDC or greater Less than 18 VDC
TRU 2
Load more than Load less than TRU failure Invalid data
V
TRU 2
A
3 amp 3 amp
Ess
Essential 18 VDC or greater Less than 18 VDC
TRU 1
V Load more than Load less than TRU failure Invalid data
A TRU 1 3 amp 3 amp
Transformer Rectifier Units
Figure 07---20---6

CSP A--013
Vol. 1 07--20--11
ELECTRICAL
The AC essential bus is normally powered by AC bus 1. If a fault exists on AC bus 1,

the GCU will automatically transfer the power supplied to the AC essential bus, from AC
bus 1 to AC bus 2. The crew can also manually transfer the AC essential bus supply
power, from AC bus 1 to AC bus 2, using the AC ESS XFER switchlight on the electrical
panel. In flight, the AC service bus is normally powered from AC bus 2. On the ground,
it can be powered from the APU generator or from external AC power.
The AC service bus supplies power to those circuits necessary for ground--servicing
operations, without having to power the entire electrical system.
The AC utility buses are normally powered (in full configuration) by their respective AC
bus. In flight, the AC utility buses are automatically SHED if only one generator is
operational. In service configuration, the AC utility buses are powered from either the
APU generator or from external AC power.
D. AC Loads Distribution
AC BUS 1 AC BUS 2 AC ESSENTIAL

Hydraulic Pumps 2B and 3B HSTA (Ch--1) HSTA (Ch--2)
Left Windshield Heater Hydraulic Pumps 3A and 1B Bleed Leak Controllers (L / R)
Probe Heaters (R) (AOA and Right Windshield Heaters Left Window Heater
Pitot) and TAT Right Window Heater Probe Heaters (L) (AOA and
Left --Navigation, Landing and Ice Detector 2 Pitot)
Taxi Lights Ice Detector 1
Instrument Lights (copilot and
Ground Proximity Warning overhead), Landing and Taxi Engine Ignition A
System (GPWS) Lights (R) Instrument Lights (Pilot’s and
Enhanced Ground Proximity Inertial Reference System (2) Center)
Warning System (EGPWS) <0025> CB Panel Integral Lights
<0040>
ARINC Display Fan, Galley Inertial Reference System (1)
Flight Recorder Power and Cabin Fan <0025>
Hydraulic System Fan Flap Power Drive Unit (2) Head--up Guidance System
Display Cooling Fan (R) ADG Deploy Sensor <0026>
Exhaust and Cockpit Fan TRU 2, DC Essential bus Traffic Alert and Collision
Flap Power Drive Unit (1) Avoidance (TCAS)
Engine Vibration Monitor ARINC Chassis and Display
ADG Deploy Sensor Cooling Fans (L)
TRU 1, DC essential bus Essential TRU 1
AC UTILITY BUS AC UTILITY BUS AC SERVICE ADG Bus

1 2 BUS
Galley (1) and Galley (2) and Service TRU Hydraulic Pump 3B
Co ee Maker
Coffee a e ate Syste
Water System Vacuum Cleaner Flaps
Main Battery APU Battery Toilet
g
Charger g
Charger Motor/pump
Power Sensing Power Sensing
Relay Relay

CSP A--013
Vol. 1 07--20--12
ELECTRICAL
REV 56, Jan 31/03
E. Air Driven Generator (ADG)
In the event of a complete AC power failure in flight, the ADG will automatically deploy
and supply 115--volts, 400 Hz AC emergency power to the ADG bus. The ADG
generator is rated at 15 KVA. The ADG bus will then supply emergency power to the
AC essential bus and the 3B hydraulic pump. The AC essential bus will then power
essential TRU 1, which will power the DC essential bus.
If the automatic deploy function fails, the ADG can be deployed manually by pulling the
ADG manual release handle on the ADG CONTROL control panel at the rear of the
center console.
If either main generator is restored, the crew can override the ADG by pressing the
PWR TXFR OVERRIDE button on the ADG control panel. This will reconnect the
restored IDG to power AC bus 1, AC bus 2 and the AC essential bus. The ADG will
continue to power the critical flight controls and the ADG bus. The flaps will move at
half speed when powered from the ADG bus.
The ADG generator, voltage, frequency and ADG bus indications on the EICAS, AC
ELECTRICAL synoptic page are only displayed when the ADG bus is powered.
The ADG will continue to operate and supply power to the ADG bus until the airspeed
decreases below approximately100 kts. At that point, if the APU generator or IDG has
not been restored, the only power available will be from the batteries.
The ADG cannot be restowed in flight. It is restowed manually, on the ground, by

maintenance personnel.
NOTE
After ADG deployment or APU generator switching,

intermittent failure of the pilot’s and copilot’s air data
systems may occur. These failures may result in
uncommanded changes to the pilot’s or copilot’s flight
instruments. The barometric altimeter setting, altitude
preselector, V--speeds and speed bug settings should
be checked and reset as required.
Automatic deployment of the ADG is inhibited, on the ground, when the parking brake
is set.
The ADG system circuits can be checked through a LAMP/UNIT test switch on the ADG
control panel. When the switch is set to LAMP, a ground is supplied to check that the
green TEST light illuminates. The UNIT test has two modes, Pre--takeoff and Inflight:
S Pre--takeoff,
When the test switch is set to UNIT the ADG system circuits are checked and the
TEST light will illuminate within 1 second and remain ON for 2 seconds.
S Inflight,
When the test switch is set to UNIT the ADG system circuits are checked and the
TEST light will illuminate after 5 seconds and remain ON for 2 seconds.

CSP A--013
Vol. 1 07--20--13
ELECTRICAL
TEST Light (green) PWR TXFR OVERRIDE

LAMP/UNIT Switch Comes on after successful Used to transfer AC
Used to test auto--deploy system. completion of auto--deploy essential bus power source
Test can only be accomplished with system test. from the ADG bus back to
two generators selected ON and the main AC bus.
both main AC busses powered.
ADG Manual Deploy Handle

and Auto--Deploy Panel
ADG Manual Deploy Handle Center Pedestal
Used to manually deploy the ADG.
Air Driven Generator (ADG)

Figure 07---20---7

CSP A--013
Vol. 1 07--20--14
ELECTRICAL
REV 56, Jan 31/03
F. System Circuit Breakers
SYSTEM SUB--SYST CB NAME BUS BAR CB CB NOTES

EM PANEL LOCATION
IDG 1 DISC P9
Generators
IDG 2 DISC P10
GCU 1 DC BATTERY Q10
1
Generator
G t BUS
GCU 2 Q11
Control
GCU 3 Q12
ADG AUTO APU BATTERY B10
AC 5
ADG MAN DIRECT BUS B11
Electrical
Power ADG DEPLOY
2 N6
ADG AUTO DC BATTERY
D l
Deploy ADG DEPLOY BUS
2 N7
MAN
ADG DEPLOY
AC BUS 1 1 C10
SENS
STBY PWR MAIN BATTERY
5 A7
CONT DIRECT BUS
AC ESS FEED ADG BUS 3 A8
AC ESS FEED AC BUS 1 1 C2
AC
Essential APU BATTERY
ESS PWR CONT 5 B13
Bus DIRECT BUS
ESS AC XFR DC BATTERY
Q9
CONT BUS
AC UTLY BUS
E2
FEED AC UTILITY 1 1
AC Utility
Utilit PWR SENS E7
AC Bus 1
Distribution AC UTLY BUS
DC BUS 2 J4
CONT
AC UTLY BUS
E2
FEED
AC Utility AC UTLY BUS
AC UTILITY 2 E7
Bus 2 SENS
2
AC UTLY BUS
DC BUS 1 J4
CONT
AC Service AC SERV BUS
AC SERV R2
Bus FEED

CSP A--013
Vol. 1 07--30--1
ELECTRICAL
DC Electrical System REV 56, Jan 31/03
1. DC ELECTRICAL SYSTEM
Five transformer rectifier units (TRU’s) and two batteries (Main and APU) provide the aircraft
with DC electrical power. DC power is also available through an external DC receptacle on
the right aft fuselage.
A. Transformer Rectifier Units (TRU)
There are five TRU’s located in the nose avionics compartment. Each TRU converts
115 VAC input power to 28 VDC output power for powering the aircraft DC buses. The
TRU’s are rated at 100 amps. Normal distribution of the TRU outputs is shown in the
following table:
INPUT BUS TRU OUTPUT BUS
DC Bus 1 and
AC Bus 1 TRU 1
DC Utility Bus 1
DC Bus 2 and
TRU 2
DC Utility Bus 2
AC B
Bus 2
DC Essential Bus and
Essential TRU 2
Battery Bus
AC Service Bus Service TRU DC Service Bus
DC Essential Bus and

AC Essential Bus Essential TRU 1
Battery Bus
B. Batteries
The main and APU nickel-cadmium batteries and their battery chargers are located in
the aft equipment compartment. The batteries provide DC power to their respective DC
battery direct buses.
The 17 AMP./HR, 24, volt main battery provides backup power to the attitude heading
reference system (AHRS), proximity sensing electronic unit (PSEU), data concentrator
units (DCU’s), aircraft clocks, and the APU electronic control unit (ECU). The main
battery also provides power to the flight compartment lighting system.
The 17 AMP./HR, 24 volt, main battery provides backup power to the inertial reference
system (IRS), proximity sensing electronic unit (PSEU), data concentrator units
(DCU’s), aircraft clocks, and the APU electronic control unit (ECU). The main battery
also provides power to the flight compartment lighting system. <0025>
The 43 AMP./HR, 24 volt, APU battery provides the cranking power for starting the
APU.

CSP A--013
Vol. 1 07--30--2
ELECTRICAL
REV 56, Jan 31/03
DC Electrical System
Battery chargers maintain the batteries at full charge. The main battery charger is
powered from AC Utility bus 1 and the APU battery charger is powered from the AC
Utility bus 2. Battery charging is controlled automatically. Each charger monitors the
battery voltage and temperature to control the battery charge rate. If a battery reaches
the overtemperature set point (as sensed by the charger), the charging will stop to
prevent overheating (thermal runaway).
Effectivity:
S Airplanes 7001 to 7220
NOTE
In flight, both chargers will be shed during single

generator operations. On the ground, both chargers are
shed if external AC power is connected and the flaps are
out of the 0 detent, and the passenger door is closed.
Effectivity:
S Aircraft 7221 and subsequent
NOTE
In flight, both chargers will be shed during single

generator operations. On the ground, both chargers are
shed if external AC power is connected, the flaps are out
of the 0 detent, and the passenger and service doors are
closed.

CSP A--013
Vol. 1 07--30--3
ELECTRICAL
DC Distribution System
Figure 07---30---1

CSP A--013
Vol. 1 07--30--4
ELECTRICAL
REV 56, Jan 31/03
BATTERY MASTER
Used to connect the APU
DC SERVICE and main battery direct
Used to connect the DC busses to the battery bus.
service bus to the APU
battery direct bus. NOTE
Battery master should
always be in the ON
position in flight.
BUS TIE 1 or 2
Switch/Lights
CLOSED -- Come on
white to indicate that
the corresponding DC
bus has been
automatically tied to Essential Bus Tie
the service TRU during Switch/Light
an abnormal CLOSED -- When
condition, or has been pressed in, comes
pressed in, to manually on white to indicate
tie corresponding bus that ESS Bus has
to the service TRU. been manually tied
to the service TRU
CLOSED light (white) during a DC
comes on. essential TRU failure.
Corresponding utility ESS TIE switch/light
bus is shed when can only be selected
switch/light indicates manually.
CLOSED.
Electrical Power Panel
Overhead Panel
Figure 07---30---2

CSP A--013
Vol. 1 07--30--5
ELECTRICAL
C. External DC Power
The aircraft can be connected to 28 volts DC from an external receptacle located on the
right aft fuselage below No. 2 engine. External DC is used for ground operations to
save battery power and can be used to start the APU. When external DC is connected
to the aircraft, an external DC contactor is energized to provide power to the APU start
contactor. At the same time, the AVAIL lamp in the DC switchlight illuminates. Pressing
the switchlight closes two contactors to connect the external DC to the Main and APU
battery direct buses and the IN USE lamp in the switchlight illuminates.
D. DC Distribution
DC power is distributed to the DC system by five TRU’s. DC bus 1 and DC Utility bus 1
are powered from TRU 1. DC bus 2 and DC Utility bus 2 are powered from TRU 2.
The DC essential bus and battery buses are normally powered from the essential
TRUs. The emergency bus is powered from the battery bus and the APU battery direct
bus. The service TRU powers the DC service bus. In the event that an essential TRU
fails, the DC essential bus and battery bus will remain powered from the operating
essential TRU. If both essential TRU’s fail, the essential DC bus and battery bus may
still be powered from the service TRU by selecting the ESS TIE switchlight on the
electrical panel. In the event that a main TRU fails, the respective DC tie will close to
maintain power to the respective DC bus 1/2 from the service TRU. At the same time
the corresponding utility bus will be SHED.
The Main battery direct bus, APU battery direct bus, and the emergency bus are all hot
buses (they are continuously powered at all times from the batteries). When the
BATTERY MASTER switch is selected ON, an input signal is supplied to the two power
controllers (PC). The power controllers monitor for AC power, and if AC power is not
available then the controllers will connect their respective batteries to the battery bus.
When AC power is available, for the TRU’s to power the DC system, the power
controllers will disconnect the batteries from the battery bus. Each battery direct bus
can power the DC battery bus. Both the battery bus and the APU battery direct bus
power the DC emergency bus. The DC service bus is normally powered from the
service TRU. If the DC SERVICE switch on the electrical panel is selected ON, the DC
service bus will be powered from the APU battery direct bus.
NOTE
Although there is only one battery bus, it is split

between circuit breaker panel 1 and 2 and is referred
to as the left and right battery bus.
In flight, if the power controllers sense a complete loss of AC power, they will reconnect
the batteries to the battery bus and at the same time the DC emergency ties will close
to connect the battery bus to the DC essential bus. Once the ADG bus is online to
power essential TRU 1 and the DC essential bus, the batteries will act as a backup
power source to the DC essential bus.

CSP A--013
Vol. 1 07--30--6
ELECTRICAL
REV 56, Jan 31/03
<0039> <0006>
Primary Page
<0039>
<0039>
Status Page
DC Electrical System EICAS Indications <MST>
Figure 07---30---3

CSP A--013
Vol. 1 07--30--7
ELECTRICAL
DC Emergency Bus Flow

Lines
Green -- DC emergency
bus is powered through
the respective flow line
only, or the respective
CHARGER (White) <0039> feeder bus is available
CHARGER (Amber) to feed the failed DC
Indicates that the emergency bus.
corresponding charger White -- DC emergency
is not charging. bus is not powered
through the respective
flow line.
NOTE
DC Emergency Bus
During normal operation, Outline
when the DC emergency Green -- DC emergency
bus is powered by both the bus is powered by only
battery bus and the APU one of the following:
battery direct bus, the DC Battery bus or,
emergency bus outline and DC ELEC Page APU battery direct bus.
respective flow lines are not EICAS Display Amber -- DC emergency
displayed. Center Instrument Panel bus is not powered
EICAS BUS BAR HALF--INTENSITY

GREEN AMBER WHITE
OUTLINE MAGENTA
BUS 1 _
Bus powered Bus not powered Invalid data
BUS 2
UTIL BUS 1 _
Bus powered Bus not powered Invalid data
UTIL BUS 2
ESS BUS
_ Invalid data
Bus powered Bus not powered
BATT BUS _ Invalid data
Bus powered Bus not powered
SERV BUS Bus powered Bus not powered _ Invalid data
APU BATT Battery 18 VDC Battery less _

DIR BUS or greater Invalid data
than 18 VDC
MAIN BATT Battery 18 VDC Battery less _

DIR BUS or greater than 18 VDC Invalid data
EICAS BUS BAR WHITE AMBER HALF--INTENSITY

GREEN
OUTLINE MAGENTA
APU MAIN Battery 18 VDC Battery less
External dc in use Invalid data
BATT BATT or greater than 18 VDC
V Always displayed Less that 18V or _ _

A between 18V & 32V. greater than 32V.
DC Emergency Bus <MST>

Figure 07---30---4

CSP A--013
Vol. 1 07--30--8
ELECTRICAL
REV 56, Jan 31/03
SERVICE CONFIGURATION (Amber)

Indicates that the DC SERVICE switch
has been selected ON. Only the DC
service bus will be powered.
SERVICE BUS
(Service Configuration)
Displayed when the
External DC Flow Line DC Service switch
Displayed when external is selected ON.
DC power is connected.
Corresponds to DC NOTE
AVAIL/IN USE Either the battery master
switch/light. switch or external DC must
be selected ON.
DC ELEC Page
EICAS Secondary Display
External DC Flow Line

Figure 07---30---5

CSP A--013
Vol. 1 07--30--9
ELECTRICAL
E. DC Loads Distribution
DC BUS 1 (CBP--1)
Spoiler Electronic Unit Maintenance Diagnostic DC Tie Control

Spoiler Electronic Control Computer Bus 1 Feed Utility
System (PWR 1) DME 1 Bus 1 Feed
Heaters, Static (R) and ADS Radio Altimeter DC 1 power Sensing
Controller (R) Flight Data Recorder Control TRU 1 Power Sensing
Cockpit Temperature Control Weather Radar (receiver, AC Utility Bus Control
Left Windshield Heat Controller transmitter and control) Left Air Conditioning Unit
14th--Stage Bleed Air Isolation EICAS Primary Display DME (1)
and Shutoff Valve (L) EICAS Secondary Display Smoke detector
10th--Stage Bleed Air Isolation Left Lamp Driver Unit Passenger signs
and Shutoff Valve (L) Bright/dim Power supply unit Overboard shutoff Valve
Anti--ice Automatic NORM (1) Data Loader Pilots Wiper (motor and control)
Proximity Sensor (Landing Gear Flap Control (CH 1) Anti-Skid
Control/Door 1) Nose Landing Lights
(Weight--on--wheels 1) GPS (1) <0027><0047>
Brake Temperature Monitor Hydraulic System (AC pump
Lights (cockpit floor, rear
FMS (CDU 1) <0024><0050> control 2 and 3B, fan control,
anti--collision, wing inspection)
Indicator 2)
DC BUS 2 (CBP--2)
Horizontal Stabilizer Trim Control Avionics Cooling (controller 2, Brake Pressure Indicator
Unit (CH 1) cockpit shutoff valve, overboard Anti-Skid
Spoiler Electronic Unit (2A) shutoff valve Copilots Wiper (motor and
Spoiler Electronic Control IAPS (AFCS) (right fan) control)
System (PWR 2) EFIS Control Panel 2 Hydraulic System (AC pump
Clock 2 DCU 3 (CH A,B) <0019>. control 1 and 3A, Indicator 1)
Cabin Temperature Controller Audio Control Panel (observers) DC Tie Control
and Manual Controller ADF 2 Bus 2 Feed Tie and Utility
Right Windshield and Window DME 2 DC 2 power Sensing
Heater Controller VHF Nav radio 2 TRU 1 Power Sensing
14th--Stage Bleed Air Isolation VHF Comm radio 2 AC Utility Bus Control
and Shutoff Valve (R) PFD 2 Right Air Conditioning Unit
10th--Stage Bleed Air Isolation MFD 2 Flap Control (CH 2)
and Shutoff Valve (R)
RTU 2 Nose Wheel Steering
Anti--ice Automatic NORM (2)
Air Data Computer (2) Clock 2
Fuel Pump Control (R)
ATC Transponder 2 Lights (copilot map and wing
Proximity Sensor (Landing Gear anti--collision)
GPS 2 <0027>
Control/Door 2)
(Weight--on--wheels 2)

CSP A--013
Vol. 1 07--30--10
ELECTRICAL
REV 56, Jan 31/03
DC ESSENTIAL BUS (CBP--4)

Horizontal Stabilizer Trim Control Thrust Reverser (Auto, stow, 1 EFIS Panel 1
Unit (CH--2) and 2) Audio Control Panel (copilot’s)
Spoiler Electronic Unit (1A, 2B) Fuel (Transfer shutoff valve and ADC 1
Spoiler Electronic Control control) ADF 1
System 1--2 (PWR 3) Oil Pressure (R) VHF Nav Radio (1)
Heater, Static and ADS Heater Passenger Door Control Cockpit Voice Recorder
Control (L) Proximity Sensor (Landing Gear PFD 1
Cabin Pressure Controllers (1 Control) MFD 1
and 2) and Control Panel Pilot’s Floodlights RTU 1
Left Window Heater Control Emergency Lights Clock 1
10th--stage Bleed air Isolation EFIS, CRT, Dimming Panel 1 ATC Transponder 1
Valve Avionic Cooling Controller (1) Head--up Guidance System
Bleed Air Leak Test Stall Protection (CH--R) <0026>
Anti--ice Manual (L) STBY DCU 1 (CH A, B) IAPS (AFCS) (left fan)
BATTERY BUS (CBP--1) BATTERY BUS (CBP--2)
Passenger Oxygen (manual deploy and left Clock 1

passengers) Ram Air Shutoff Valve
Fuel System Control CPAM
Left Fuel Pump (Control and Power) Crew Oxygen Monitor
Fuel X--Feed Control Passenger Oxygen (auto deploy and right
Left Engine oil Pressure passengers)
Passenger Address Anti--ice Valves (L and R manual 2)
Lights (Standby instrument and compass, map Proximity Sensor (Landing Gear Control/Door 1
dome,chart holder,overhead and copilot flood) and 2) (Weight--on--wheels 1 and 2)
Fire Detector (A, B, Test) EICAS Control Panel
Passenger Signs DCU 1 and 2 (CH A and B)
EICAS/RTU Dimming Standby Horizon Indicator
Stall Protection (stick pusher CH 1) EICAS Display 1 (ED1)
Audio Control Panel (pilot’s) EICAS Display 2 (ED2)
Air Data Computer(1 and 2) Alternate power Lamp Driver Unit
supply Bright/Dim Power Supply Unit
VHF Comm Radio 1 Hyd System 3 (Gauges)
Emergency Tuning Unit ADG Controller (auto and manual)
IDG Disconnect (1 and 2) Essential TRU (power 1 and 2 sensing)
Essential AC Transfer Control Feed 1 (battery and DC essential)
GCU (1, 2 and 3) Feed 2 (battery and DC essential)
DC Emergency bus Feed Battery Bus (power sensing)
Engine Ignition (A & B) Control RCCB Control (Main and APU battery)
Engine Start (L and R) FMS (CDU 2) <0024>
Transfer/APU (manual x--flow, fuel pump, Overheat Detector (Main landing gear bay)
controller, ECU)

CSP A--013
Vol. 1 07--30--11
ELECTRICAL
MAIN BATTERY DIRECT BUS APU BATTERY DIRECT BUS BATTERY BUS (CBP--5)
(CBP--5) (CBP--5)
Main Battery Contactor APU Battery Contactor Engine Ignition System (B)
APU ECU Service Bus Feed
DCU’s 1 and 2 Oil Bypass Indicator
Standby Power Controller Engine Oil Replenishment
Attitude Heading System
Clocks 1 and 2 ADG (auto and manual deploy)
PSEU External DC Power
Lights (service, boarding and Essential Power Control
maintenance) Refuel/Defuel Panel
Emergency Refuel
DC UTILITY BUS 1 (CBP--1) DC UTILITY BUS 2 (CBP--2) DC SERVICE BUS (CBP--2)

Left Cabin Reading Lights Right Cabin Reading Lights Lights (navigation, toilet and
Power sensing Power sensing galley dome)
Cabin Lighting, Upward and
Downward (L and R)
Service Bus Feed from CBP--5
Power Sensing (service bus and
TRU)

CSP A--013
Vol. 1 07--30--12
ELECTRICAL
REV 56, Jan 31/03

PANEL LOCATION
TRU 1 AC BUS 1 B2
FEED E12
DC Bus 1 DC 1 PWR DC BUS 1 1 E14
SENS
TRU 1 PWR
E15
SENS
TRU 2 AC BUS 2 B2
FEED E12
DC Bus 2 DC 2 PWR 2 E14
SENS
DC BUS 2
TRU 2 PWR
E15
SENS
DC Power DC TIE
DC TIE DC BUS 1 1 E11
Distribution CONTROL
CONTACTS
TIE AND UTLY DC BUS 2 2 E11--E13
ESS TRU 1 AC ESS 3 A2
FEED 1 DC
ESS M6
DC BAT
FEED 2 DC 2
M8
ESS
DC Essential
Bus ESS TRU 1
M3
PWR SENS
ESS TRU 2 DC 2 M4
PWR SENS ESSENTIAL
28 VDC ESS
4 B3
SENS

CSP A--013
Vol. 1 07--30--13
ELECTRICAL

PANEL LOCATION
FEED 1 BATT
M5
BUS
DC BAT
FEED 2 BATT
Battery Bus 2 M7
BUS
BAT BUS PWR
M9--M10
SENS
UTLY BUS 1
DC Utility DC BUS 1 E13
FEED 1
B 1
Bus PWR SENS DC UTIL 1 L10
UTLY BUS 2
DC Utility DC BUS 2 E13
FEED 2
B 2
Bus
PWR SENS DC UTIL 2 L10
DC Power SERVICE BUS APU BATT
5 B3
Distribution FEED DIRECT BUS
DC SERVICE
BUS FEED T5
BUS
1
AC SERVICE
SERVICE TRU R5
DC Service BUS
Bus PWR
SENS/SERV T6
BUS DC SERVICE 2
PWR BUS
SENS/SERV T7
TRU
DC
APU BATT DC EMER
Emergency 1 S6
DIRECT FEED BUS
Bus
APU BATT
B2
CONT
APU BAT DIR 5
EMER BUS
B4
FEED
Main and
APU Battery RCCB BATT &
APU Batteries
CONT/APU 28VDC ESS M12
BATT CONT 2
APU
AC UTIL 2 E5
CHARGER

CSP A--013
Vol. 1 07--30--14
ELECTRICAL
REV 56, Jan 31/03

PANEL LOCATION
MAIN
MAIN BATT
BATTERY 5 C5
CONT
DIRECT BUS
Main and RCCB BATT &
Main Battery 2 M11
APU Batteries CONT/MAIN 28VDC ESS
BATT CONT
MAIN BATT
AC UTIL 1 1 E5
CHARGER

CSP A--013
Vol. 1 07--40--1
ELECTRICAL
Circuit Breaker Panels REV 56, Jan 31/03
1. CIRCUIT BREAKER PANELS
There are six circuit breaker panels (CBP’s) located in the aircraft. Four CBP’s (numbered 1
to 4) are located in the flight compartment. One CBP is located in the aft equipment
compartment (number 5) and one CBP is located on the galley control panel.
The circuit breakers are clearly identified. For circuit breaker referencing, each circuit
breaker panel is laid out in an alphanumeric grid with letters running down the side of the
panel and numbers running across each row. For example, the location of a circuit breaker
on circuit breaker panel 1, in the 3rd row, column 2, would be identified as CBP1--C2. In this
instance, C2 is the circuit breaker for the AC ESS FEED.

CSP A--013
CIRCUIT BREAKER PANEL 1 NOTE
(Behind Pilot’s Seat)
For single HF installation <0011>,
circuit breakers E--8 to E--10 are <0008> -- M 9
deactivated (collared) and labeled <0010> -- H 9
as inoperative. <0011> -- E 8, E 9, E 10
<0014> -- M 9
POWER MUST BE OFF BEFORE OPENING PANEL CBP--1
<0027> -- H 13
<0031> -- H 1
115 VAC BUS 1
HYD PUMP HEATERS GND
HYD SYST LEFT AOA PITOT PROX <0047> -- H 13
3B 2 FAN WSHLD TAT R R WARN
1 <0055> -- G 10
A 25 25 3 20 20 3 3 7 2 3
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 <0060> -- E 8, E 9, E 10
115VAC BUS 1 28 VDC BUS 1
BAGG L AIR CKPT TEMP AC UTLY
TRU FLAPS COMPT COND MAN BUS
1 FDU 1 HEATER UNIT CONT CONT CONT
B 10 15 5 5 5 5 3 J
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 1 2 3 4

AVIONICS COOLING ENG FLIGHT ADG LDG/TAXI LTG FLIGHT
AC ESS EXHAUST VIB CKPT REC DEPLOY NAV L L SMOKE REC WEATHER RDR RAD
FEED FAN MON FAN PWR SENS LTS NOSE WING DET CONT R/T CONT 1 CONT 2 ALT
1 1 1
C 20 7 2 3 7 2 3 3 3 5 5 3 3 7 2 3 3 3 K
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 1 2 3 4 5 6 7
115 VAC BUS 1 115 VAC UTILITY BUS 1 28 VDC BUS 1 28 VDC UTILITY BUS 1
AVIONICS COOLING BAGG PASS BAGG
LEFT CABIN READING LTS
ELECTRICAL
DISPLAY COMPT OVEN COFFEE PASS DOOR COMP O/B PWR

FAN 2 FAN 1 MAKER SIGNS ACT CONT SOV FWD MIDFWD MIDAFT AFT SENS
CSP A--013
D 3 3 15 10 5 5 3 3 5 5 5 5 3 L
Circuit Breaker Panels
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 1 2 3 4 5 6 7 8 9 10
115 VAC UTILITY BUS 1 28 VDC BUS 1 28 VDC BUS 1 CONTROL 28 VDC BATTERY BUS
AC HF 1 UTLY DC 1 TRU 1 L L FUEL VHF EMER FUEL
UTLY BUS MAIN BATT PWR DC TIE BUS 1 PWR PWR L ENG ENG IGN ENG START FUEL PUMP X/FLOW COMM BUS PASS SYST
FEED CHARGER SENS RX/TX CPLR CONTROL FEED FEED SENS SENS OIL PRESS A B R L PUMP CONT SOV 3 FEED SIGNS CONT

1 1 1 1 1
E 25 7 2 3 10 10 3 3 20 20 3 3 3 3 3 7 2 7 2 20 3 7 2 7 2 20 5 3 M
Circuit Breaker Panel 1 <MST>

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 1 2 3 4 5 6 7 8 9 10 11 12
28 VDC BUS 1 28 VDC BATTERY BUS

14 ST
FLAPS PITCH 10 ST HTR HEATERS ENG XFER/APU
DOOR PROX SENS B/AIR
SECS CONT FEEL NOSE B/AIR CONT L ADS STATIC FIRE DET OIL SECU XFER FUEL APU
ACT IND PWR 1 CH 1 CH 1 LGC/DI WOW 1 STEER ISOL SOV L SOV L WSHLD CONT 2 R LOOP A LOOP B TEST LEVEL 1 SOV PUMP CONT ECU
1 1 1
F 15 3 7 2 3 3 7 2 3 3 3 3 3 3 3 3 5 5 3 3 7 2 5 20 3 10 N
1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 2 3 4 5 6 7 8 9 10 11 12

CARGO A/ICE BRAKE WIPER LIGHTS HYD SYST CARGO STBY LIGHTS PASS OXYGEN
FIREX AUTO TEMP ANTI CKPT REAR WING AC PUMP FAN IND AC PUMP FIREX INSTR PLT C/PLT OBS O/H EICAS / RTU ADC IDG 1 IDG 2 MANUAL LEFT
Vol. 1
2 1 MON SKID MOTOR CONT FLOOR A / COLL INSP MAINT CONT 3B CONT 2 CONT 2 1 LT/VIB MAP MAP DOME PNL DIMMING STBY DISC DISC DEPLOY PASS
G 3 3 3 3 15 5 3 5 5 5 3 3 3 3 5 3 3 3 3 3 3 3 5 5 3 5 P
1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 2 3 4 5 6 7 8 9 10 11 12

IAPS EICAS STALL PROT VHF ESS AC
PULSE LEFT PRIM SEC LDU BRT / DIM PWR SUP SEL DME DATA CDU GPS STICK LH COMM EMER PASS AUDIO XFR GCU
LTS FMS/MDC DISPL DISPL L 1 2 3 CAL 1 LOAD 1 1 PUSHER CHAN 1 TUNING ADDR PILOT C / PLT OBS CONT 1 2 3
1 1 1 1 1 1 1 1 1 1
H 3 3 10 10 3 7 2 7 2 7 2 3 3 3 3 3 7 2 7 2 7 2 3 7 2 5 5 5 3 7 2 7 2 7 2 Q
1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 2 3 4 5 6 7 8 9 10 11 11
MASTER
07--40--2
REV 56, Jan 31/03
Effectivity:
CIRCUIT BREAKER PANEL 1 Airplanes 7452 and subsequent,
(Behind Pilot’s Seat) Circuit Breaker Guard Installation.
C 13 -- Effectivity:
Airplanes 7300 and subsequent, C 13 is 2 AMPS.
F 1, F 2 -- Effectivity:
Airplanes 7390 and subsequent, equipped
with Phase III or Phase IV Passenger Door.
L 2 -- Effectivity:
Airplanes 70722 and subsequent,
115 VAC BUS 1
HYD PUMP HEATERS GND and Airplanes incorporating
HYD SYST LEFT AOA PITOT PROX
3B 2 FAN WSHLD TAT R R WARN
the following Service Bulletin:
1
A 25 25 3 20 20 3 3 7 2 3 SB 601R--28--022.
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

BAGG L AIR CKPT TEMP AC UTLY
TRU FLAPS COMPT COND MAN BUS
1 FDU 1 HEATER UNIT CONT CONT CONT
B 10 15 5 5 5 5 3 J
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 1 2 3 4

AVIONICS COOLING ENG FLIGHT ADG LDG/TAXI LTG FLIGHT
AC ESS EXHAUST VIB CKPT REC DEPLOY NAV L L SMOKE REC WEATHER RDR RAD
FEED FAN MON FAN PWR SENS LTS NOSE WING DET CONT R/T CONT 1 CONT 2 ALT
1 1 1
C 20 7 2 3 7 2 3 3 2 5 5 3 3 7 2 3 3 3 K
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 1 2 3 4 5 6 7
115 VAC BUS 1 115 VAC UTILITY BUS 1 28 VDC BUS 1 28 VDC UTILITY BUS 1
AVIONICS COOLING BAGG PASS BAGG
LEFT CABIN READING LTS
ELECTRICAL
DISPLAY COMPT OVEN COFFEE PASS DOOR COMP O/B PWR
CSP A--013
FAN 2 FAN 1 MAKER SIGNS ACT CONT SOV FWD MIDFWD MIDAFT AFT SENS
D 3 3 15 10 5 5 3 3 5 5 5 5 3 L
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 1 2 3 4 5 6 7 8 9 10
115 VAC UTILITY BUS 1 28 VDC BUS 1 28 VDC BUS 1 CONTROL 28 VDC BATTERY BUS
AC HF 1 UTLY DC 1 TRU 1 L L FUEL EMER FUEL
UTLY BUS MAIN BATT PWR DC TIE BUS 1 PWR PWR L ENG ENG IGN ENG START FUEL PUMP X/FLOW BUS PASS SYST
FEED CHARGER SENS RX/TX CPLR CONTROL FEED FEED SENS SENS OIL PRESS A B R L PUMP CONT SOV FEED SIGNS CONT

1 1 1 1
E 25 7 2 3 3 20 20 3 3 3 3 3 7 2 7 2 20 3 7 2 20 5 3 M
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 1 2 3 4 5 6 7 8 9 10 11 12
28 VDC BUS 1 28 VDC BATTERY BUS XFER/APU

14 ST
FLAPS PITCH 10 ST HTR HEATERS ENG LEFT
DOOR PROX SENS B/AIR
SECS CONT FEEL NOSE B/AIR CONT L ADS STATIC FIRE DET OIL SECU FUEL FUEL APU
ACT IND PWR 1 CH 1 CH 1 LGC/DI WOW 1 STEER ISOL SOV L SOV L WSHLD CONT 2 R LOOP A LOOP B TEST LEVEL 1 SOV PUMP CONT ECU
1 1 1
F 15 3 7 2 3 3 7 2 3 3 3 3 3 3 3 3 5 5 3 3 7 2 5 20 3 10 N
1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 2 3 4 5 6 7 8 9 10 11 12

CARGO A/ICE BRAKE WIPER LIGHTS HYD SYST CARGO STBY LIGHTS PASS OXYGEN
FIREX AUTO TEMP ANTI CKPT REAR WING AC PUMP FAN IND AC PUMP FIREX INSTR PLT C/PLT OBS O/H EICAS / RTU ADC IDG 1 IDG 2 MANUAL LEFT
Vol. 1
2 1 MON SKID MOTOR CONT FLOOR A / COLL INSP CONT 3B CONT 2 CONT 2 1 LT/VIB MAP MAP DOME PNL DIMMING STBY DISC DISC DEPLOY PASS
G 3 3 3 3 15 5 3 5 5 3 3 3 3 5 3 3 3 3 3 3 3 5 5 3 5 P
1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 2 3 4 5 6 7 8 9 10 11 12

IAPS EICAS STALL PROT VHF ESS AC
LEFT PRIM SEC LDU BRT / DIM PWR SUP DME DATA CDU STICK LH COMM EMER PASS AUDIO XFR GCU
FMS/MDC DISPL DISPL L 1 2 3 1 LOAD 1 PUSHER CHAN 1 TUNING ADDR PILOT C / PLT OBS CONT 1 2 3
1 1 1 1 1 1 1 1 1 1
MASTER
H 3 10 10 3 7 2 7 2 7 2 3 3 3 7 2 7 2 7 2 3 7 2 5 5 5 3 7 2 7 2 7 2 Q
1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 2 3 4 5 6 7 8 9 10 11 11
07--40--3
REV 56, Jan 31/03
GUARD
Circuit Breaker Panel 1 <7072 & subs, SB601R--28--022><7300 & subs><7390 & subs><7452 & subs>
Vol. 1 07--40--4
ELECTRICAL
REV 56, Jan 31/03
Effectivity:
CIRCUIT BREAKER PANEL 1
Airplanes 7003 to 7067, 7069 and
(Sub--Panel) subsequent, incorporating
SB 601R--21--039.
Circuit Breaker Panel 1 (Sub---Panel) <Aircraft 7003 to 7067, 7069 & subs,SB601R--21--039>
Figure 07---40---2

CSP A--013
CIRCUIT BREAKER PANEL 2 NOTE
(Behind Copilot’s Seat)
For single HF installation <0011>,
circuit breakers E--8 to E--10 are
deactivated (collared) and labeled
as inoperative.
<0011> -- E 8, E 9, E 10
<0019> -- K 6, K 7
<0027> -- H 13
115 VAC BUS 2
<0045> -- L 1 HYD PUMP ESS HEATERS
TRU RIGHT RIGHT
3A 1 2 WSHLD WING
<0047> -- H 13
25 25 10 20 20 15 A
<0060> -- E 8, E 9, E 10
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
<0082> -- C 11 28 VDC BUS 2 115VAC BUS 2

R AIR CABIN TEMP AC UTLY
COND CONT BUS TRU FLAPS STAB CH 1 GALLEY IRU
UNIT CONT MAN CONT 2 FDU 2 HEATER HTRS 1
1 1
J 5 5 5 3 10 15 7 2 7 2 3 B
1 2 3 4 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
28 VDC BUS 2 115VAC BUS 2

EFIS ADG INST LTG L/T LTS
PFD MFD CONT RTU EICAS DCU 3 AC ESS ICE CABIN DEPLOY C/PLT O/H R R
2 2 PNL 2 2 CH A CH B FEED DET 2 FAN SENS ACARS PNL PNL NOSE WING
K 10 10 3 3 3 3 20 3 3 3 3 3 3 5 5 C
1 2 3 4 5 6 7 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
28 VDC BUS 2 28 VDC UTILITY BUS 2 115 VAC BUS 2 115 VAC UTILITY BUS 2 WATER SYSTEM
AVIONIC COOLING AVIONICS COOLING
RIGHT CABIN READING LTS LINES HTRS
ELECTRICAL
RAD CONT CKPT I/B PWR ARINC OVEN COFFEE TANKS
CSP A--013
ALT 2 2 SOV SOV FWD MIDFWD MIDAFT AFT SENS FAN 2 2 MAKER 2 GALLEY LAV HTRS
L 3 3 3 3 5 5 5 5 3 3 15 10 10 10 10 D
1 2 3 4 5 6 7 8 9 10 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
BATT & 28 VDC ESS CONTROL 115 VAC UTILITY BUS 2 28 VDC BUS 2 28 VDC BUS 2 CONTROL
ESS TRU 2 ESS TRU FEED 1 FEED 2 BAT BUS RCCB CONT AC HF 1 DC 2 TRU 2
SHUNT FUSES PWR 1 PWR 2 BATT DC BATT DC PWR PWR MAIN APU UTLY BUS APU PWR DC TIE TIE & PWR PWR
F5PA F6PA SENS SENS BUS ESS BUS ESS SENS SENS BATT BATT FEED CHARGER SENS RX/TX CPL CONTROL FEED UTLY SENS SENS

1 1 1
M 3 3 50 50 50 50 3 3 7 2 7 2 25 7 2 3 10 10 3 3 20 20 3 3 E

1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
28 VDC BATTERY BUS 28 VDC BUS 2

HTR CONT
ESS TRU 1 A/ICE ADG DEPLOY MLG BAY HYD FLAPS PROX 14 ST 10 ST PITCH IAPS
SHUNT FUSES VALVE VALVE MAN CONT SECU OVHT STBY CLOCK SYST SECS CONT STAB CH 1 RUDDER AIL NOSE SENS B/AIR B/AIR R R FEEL RIGHT
F7PA F8PA L END R END 2 AUTO MAN 2 DET INSTR 1 IND 3 PWD 2 CH2 HSTCU TRIM TRIM STEER WOW 2 SOV R SOV R WSHLD WIND CH 2 FAN
1 1 1
N 3 3 3 7 2 3 7 2 3 3 3 3 7 2 3 3 3 3 3 3 3 3 3 3 3 10 F
1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

PROX SENS RAM CABIN IAPS IAPS CREW PASS OXYGEN A/ICE BRAKE WIPER 2 LIGHTS R R FUEL GALLEY HYD SYST
LGC/D2 AIR PRESS LEFT LEFT OXYGEN AUTO RIGHT AUTO PRESS ANTI C/PLT WING FUEL PUMP HTRS IND AC PUMP PUMP
Vol. 1
LGC/DI WOW 1 + 2 SOV MOD AFCS FAN MONITOR DEPLOY PASS 2 IND SKID MOTOR CONT MAP A / COLL PUMP CONT CONT 1 CONT 1 CONT 3A
1 1
P 7 2 5 3 3 7 2 10 3 3 5 3 3 3 15 3 3 5 20 3 3 3 3 3 G
1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

EICAS IAPS IAPS VHF VHF AHRS
DCU 1 DCU 2 PRIM SEC CONT LDU BRT / DIM PWD SUP RIGHT RIGHT AUDIO CLOCK ADC ADF XPDR NAV DME COMM CDU GPS AHRS FAN
3 CH A CH B CH A CH B DISPL DISPL PNL R 1 2 3 FMS AFCS OBS 2 2 2 2 2 2 2 2 2 2 2
1 1 1 1 1
MASTER
Q 3 3 3 3 10 10 3 3 7 2 7 2 7 2 7 2 10 5 3 3 3 3 3 3 7 2 3 3 3 3 H
1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
07--40--5
REV 56, Jan 31/03
Effectivity: C 5 -- Effectivity:
Airplanes 7452 and subsequent, Airplanes 7002, 7076 and subsequent,
(Behind Copilot’s Seat) Circuit Breaker Guard Installation. and Airplanes incorporating
A 13 -- Effectivity: the following Service Bulletin:
Airplanes 7676, 7686, 7784 and 7807, SB 601R--24--036.
incorporating P 9 -- Effectivity:
the following Customer Request: Airplanes 7072 and subsequent,
CR 601R--23--372. and Airplanes incorporating
SB 601R--28--022.
115 VAC BUS 2

HYD PUMP ESS HEATERS
TRU RIGHT RIGHT ACARS
3A 1 2 WSHLD WING PRINTER
25 25 10 20 20 15 3 A
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

R AIR CABIN TEMP AC UTLY
COND CONT BUS TRU FLAPS STAB CH 1 GALLEY IRU
UNIT CONT MAN CONT 2 FDU 2 HEATER HTRS 1
1 1
J 5 5 5 3 10 15 7 2 7 2 3 B
1 2 3 4 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

EFIS GALLEY & ADG INST LTG L/T LTS
PFD MFD CONT RTU AC ESS LAVATORY ICE CABIN DEPLOY C/PLT O/H R R
2 2 PNL 2 2 FEED FAN DET 2 FAN SENS PNL PNL NOSE WING
K 10 10 3 3 20 3 3 3 3 3 3 5 5 C
1 2 3 4 5 6 7 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
ELECTRICAL
28 VDC BUS 2 28 VDC UTILITY BUS 2 115 VAC BUS 2 115 VAC UTILITY BUS 2 WATER SYSTEM
AVIONIC COOLING AVIONICS COOLING
RIGHT CABIN READING LTS LINES HTRS
CONT CKPT I/B PWR ARINC OVEN COFFEE TANKS
CSP A--013
2 SOV SOV FWD MIDFWD MIDAFT AFT SENS FAN 2 2 MAKER 2 GALLEY LAV HTRS
L 3 3 3 5 5 5 5 3 3 15 10 10 10 10 D
1 2 3 4 5 6 7 8 9 10 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
BATT & 28 VDC ESS CONTROL 115 VAC UTILITY BUS 2 28 VDC BUS 2 28 VDC BUS 2 CONTROL
ESS TRU 2 ESS TRU FEED 1 FEED 2 BAT BUS RCCB CONT AC HF 1 DC 2 TRU 2
SHUNT FUSES PWR 1 PWR 2 BATT DC BATT DC PWR PWR MAIN APU UTLY BUS APU PWR DC TIE TIE & PWR PWR

F5PA F6PA SENS SENS BUS ESS BUS ESS SENS SENS BATT BATT FEED CHARGER SENS RX/TX CPL CONTROL FEED UTLY SENS SENS
subs><7676, 7686, 7784 and 7807>

1 1 1
M 3 3 50 50 50 50 3 3 7 2 7 2 25 7 2 3 3 20 20 3 3 E
1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

HTR CONT
ESS TRU 1 A/ICE ADG DEPLOY MLG BAY HYD FLAPS PROX 14 ST 10 ST PITCH IAPS
SHUNT FUSES VALVE VALVE MAN CONT SECU OVHT STBY CLOCK SYST SECS CONT STAB CH 1 RUDDER AIL NOSE SENS B/AIR B/AIR R R FEEL RIGHT
F7PA F8PA L END R END 2 AUTO MAN 2 DET INSTR 1 IND 3 PWD 2 CH2 HSTCU TRIM TRIM STEER WOW 2 SOV R SOV R WSHLD WIND CH 2 FAN
1 1 1
N 3 3 3 7 2 3 7 2 3 3 3 3 7 2 3 3 3 3 3 3 3 3 3 3 3 10 F
1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Vol. 1
28 VDC BATTERY BUS RIGHT 28 VDC BUS 2

PROX SENS RAM CABIN IAPS IAPS FUEL CREW PASS OXYGEN A/ICE BRAKE WIPER 2 LIGHTS R R FUEL GALLEY HYD SYST
LGC/D2 AIR PRESS LEFT LEFT XFER OXYGEN AUTO RIGHT AUTO PRESS ANTI C/PLT WING FUEL PUMP HTRS IND AC PUMP PUMP
LGC/DI WOW 1 + 2 SOV MOD AFCS FAN SOV MONITOR DEPLOY PASS 2 IND SKID MOTOR CONT MAP A / COLL PUMP CONT CONT 1 CONT 1 CONT 3A
1 1
P 7 2 5 3 3 7 2 10 5 3 3 5 3 3 3 15 3 3 5 20 3 3 3 3 3 G
1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

EICAS IAPS IAPS VHF VHF AHRS
DCU 1 DCU 2 PRIM SEC CONT LDU BRT / DIM PWD SUP RIGHT RIGHT AUDIO CLOCK ADC ADF XPDR NAV DME COMM CDU AHRS FAN
3 CH A CH B CH A CH B DISPL DISPL PNL R 1 2 3 FMS AFCS OBS 2 2 2 2 2 2 2 2 2 2
1 1 1 1 1
3 3 3 3 10 10 3 3 7 2 7 2 7 2 7 2 10 5 3 3 3 3 3 3 7 2 3 3 3
MASTER
Q H
07--40--6
1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
REV 56, Jan 31/03
Circuit Breaker Panel 2 <7002, 7076 & subs, SB601R--24--036><7072 & subs, SB601R--28--022><7452 &
GUARD
Vol. 1 07--40--7
ELECTRICAL
CIRCUIT BREAKER PANEL 2 <0009> -- S 6

(Sub--Panel) <0020> -- R 7
<0035> -- T 2
Circuit Breaker Panel 2 (Sub---Panel) <MST>


CSP A--013
Vol. 1 07--40--8
ELECTRICAL
REV 56, Jan 31/03
CIRCUIT BREAKER PANEL 2 Effectivity:

(Sub--Panel) Airplanes 7036 and subsequent,
incorporating the following
Service Bulletin:
SB 601R--24--017.
SPARE FUSES
Circuit Breaker Panel 2 (Sub---Panel) <7036 & subs, SB601R--24--017>


CSP A--013
Vol. 1 07--40--9
ELECTRICAL
CIRCUIT BREAKER PANEL 3 <0026> -- C 4

Figure 07---40---5

CSP A--013
Vol. 1 07--40--10
ELECTRICAL
REV 56, Jan 31/03

Figure 07---40---6

CSP A--013
Vol. 1 07--40--11
ELECTRICAL

(AFT side of JB--5 in
AFT Compartment)
A CB--5 B
ENG
APU
ECU
IGN
2
BATT
20
1
B
7
BUS
1 1
CONT
CONT
BATT
MAIN
BATT
APU
2
1
5
7
2 2
FEED FEED
EMER SERV
BUS
20
3 3
BUS
20
4 4
EICAS
28 VDC MAIN BATTERY DIRECT BUS
5 5
DCU
2/3

5
6 6
CONT
STBY
PWR
3
7 7
BYPS
IND
OIL
3
8 8
PWR
ENG
OIL
9 10
9
AUTO
CLK
1
3
3
ADG
10 10
MAN
CLK
2
3
3
11 11
PWR
EXT
2
1
7
12 12
CONT
PWR
ESS
13 13
FUEL
DEFL
14 14
EMRG
REFL
15 15
Circuit Breaker Panel 5


CSP A--013
Vol. 1 07--40--12
ELECTRICAL
REV 56, Jan 31/03
CIRCUIT BREAKER PANEL 5 A 8, A 9 -- Effectivity:

(AFT side of JB--5 in Airplanes 7002, 7068 and
AFT Compartment) subsequent, incorporating
B 6, B 7 SB 601R--34--045.
B14, B15 -- Effectivity:
Airplanes 7072, 7068, 7295 and
subsequent, and Airplanes incorporating
A CB--5 B
SB 601R--24--090.
Effectivity:
ENG
APU
ECU
IGN
2
BATT
20
1
B
7
1 1
BUS Airplanes 7036 and subsequent,
CONT
CONT
and Airplanes incorporating
BATT
MAIN
BATT
APU
2
1
5
7
2 2 the following Service Bulletin:
SB 601R--24--017.
FEED FEED
EMER SERV
BUS
20
3 3
BUS
20
4 4
EICAS
28 VDC MAIN BATTERY DIRECT BUS
5 5
FUEL
DEFL
DCU
2/3

3
5
6 6
BYPS EMRG
REFL
CONT
STBY
PWR
5
3
7 7
SPARE
IND
OIL
HDG HDG
ATT
3
3
1
8 8
FUSES
PWR
ENG
ATT
OIL
10
2
9 9
AUTO
CLK
1
3
3
ADG
10 10
MAN
CLK
2
3
3
11 11
PWR
EXT
2
1
7
12 12
CONT
PWR
ESS
13 13
CHGR CHGR
APU MAIN
BATT BATT
O/P
50
14 14
O/P
50
15 15
Circuit Breaker Panel 5 <7072, 7068 & subs, SB601R--34--045><7072, 7068, 7295 & subs,
SB601R--24--090><7036 & subs, SB601R--24--017>

CSP A--013
Vol. 1 07--40--13
ELECTRICAL
Water System Circuit

Breakers
Used to protect the
following:
Control logic circuits.
Galley and lavatory pumps.
Galley and lavatory line
heaters, waste valve, and
drain mast heaters.
15
15 10
5 5
Water System Control Panel (1)

Galley Area
Galley System Circuit

Breakers
Used to protect ovens
and coffee maker.
Miscellaneous Panels
Figure 07---40---8

CSP A--013
Vol. 1 07--40--14
ELECTRICAL
REV 56, Jan 31/03

CSP A--013
Vol. 1 08--00--1
ENVIRONMENTAL CONTROL SYSTEM
CHAPTER 8 --- ENVIRONMENTAL CONTROL SYSTEM
Page

INTRODUCTION 08--10
AIR-CONDITIONING SYSTEM 08--20

Air--Conditioning System 08--20--1
Packs 08--20--4
Temperature Control 08--20--9
Ram Air Ventilation 08--20--9
Conditioned Air Distribution 08--20--9
AVIONICS COOLING SYSTEM 08--30

Avionics Cooling System 08--30--1
AFT CARGO BAY VENTILATION SYSTEM 08--40

Cargo Compartment Air System 08--40--1
LAVATORY AND GALLEY VENTILATION SYSTEM 08--50

Galley Heating System 08--50--1
PRESSURIZATION SYSTEM 08--60

Pressurization System 08--60--1
Outflow Valves 08--60--7
Cabin Pressure Controllers 08--60--7
Automatic Pressurization Modes 08--60--7
Manual Pressurization Modes 08--60--8
Differential Pressure Control 08--60--9
Cabin Altitude Limitation 08--60--9
Emergency Depressurization 08--60--9
Cabin Pressure Monitoring 08--60--9

CSP A--013
Vol. 1 08--00--2
REV 56, Jan 31/03
Table of Contents
INTRODUCTION
Figure 08--10--1 Simplified Block Diagram 08--10--2
AIR-CONDITIONING SYSTEM
Figure 08--20--1 Air Conditioning System 08--20--2
Figure 08--20--2 Air Conditioning Pack 08--20--5
Figure 08--20--3 Air Conditioning System -- Controls 08--20--6
Figure 08--20--4 Air Conditioning -- EICAS Messages 08--20--7
Figure 08--20--5 Air Conditioning System -- Synoptic
Page Indications 08--20--8
AVIONICS COOLING SYSTEM

Figure 08--30--1 Avionics Cooling -- CRT Display Supply 08--30--2
Figure 08--30--2 Avionics Cooling -- ARINC Supply 08--30--3
Figure 08--30--3 Avionics Cooling -- Controls 08--30--4
Figure 08--30--4 Avionics Cooling -- Exhaust System 08--30--5
Figure 08--30--5 Avionics Cooling -- EICAS Indications 08--30--6
Figure 08--30--6 Display Overtemperature Indications 08--30--7
AFT CARGO BAY VENTILATION SYSTEM

Figure 08--40--1 Cargo Compartment Air System with Air
Conditioning -- Schematic <0013><0034>< 0074> 08--40--2
Figure 08--40--2 Cargo Compartment Ventilation
System -- Schematic <0043><0053><0059> 08--40--3
Figure 08--40--3 Cargo Compartment Air/Ventilation System 08--40--4
LAVATORY AND GALLEY VENTILATION SYSTEM

Figure 08--50--1 Galley heating System 08--50--2
Figure 08--50--2 Galley heating System -- Control Switches 08--50--3
PRESSURIZATION SYSTEM
Figure 08--60--1 Pressurization Control System -- Schematic 08--60--2
Figure 08--60--2 Pressurization Control Panel 08--60--3
Figure 08--60--3 Pressurization -- EICAS Messages 08--60--4
Figure 08--60--4 Pressurization Synoptic Page Indications 08--60--6

CSP A--013
Vol. 1 08--10--1
1. INTRODUCTION
The environmental control system (ECS) provides temperature and pressure regulated air
for heating, ventilating and pressurizing the flight and passenger compartments. Exhaust
air, from the compartments, is used to ventilate the avionics and cargo compartments,
before being dumped overboard through two outflow valves.
For ground operations, pneumatic air to operate the ECS can be obtained from:
S A ground air supply cart connected to the aircraft
S The auxiliary power unit (APU)
S Either or both engines.
During flight, the engines normally supply bleed air for operating the air-conditioning,
pressurization, and avionics cooling systems.
ECS warnings and cautions are displayed on the engine indication and crew alerting system
(EICAS) primary page. ECS advisory and status messages are displayed on the EICAS
status page. Views of the aircraft ECS temperature, pressure, valve positions and system
status indications are displayed on the EICAS ECS synoptic page.

CSP A--013
Vol. 1 08--10--2
REV 56, Jan 31/03
Introduction
AFT PRESSURE RAM AIR

FLIGHT PASSENGER CABIN BULKHEAD INLET
COMPARTMENT
GASPER
SYSTEM
OUTFLOW
VALVES (2)
DUAL
POSITION LEGEND
VALVE Pressurized and
conditioned by air
conditioning
system.
Pressurized by air
SOV DISTRIBUTION MANIFOLD exhausted from
RAM cockpit/cabin
AIR no temperature
LP GROUND control.
LEFT CONDITIONED RIGHT Heated by exhaust
PACK AIR PACK air from
CONNECTION electronics
chassis.
PACK
PRSOV’s Unpressurized
10 TH 10 TH
STAGE STAGE
L/H ISOL R/H
SOV SOV
AUXILIARY GROUND
POWER POWER
UNIT UNIT
(HIGH PRESSURE
PNEUMATIC SUPPLY)
Simplified Block Diagram

Figure 08---10---1

CSP A--013
Vol. 1 08--20--1
Air--Conditioning System REV 56, Jan 31/03
1. AIR--CONDITIONING SYSTEM
There are two air-conditioning systems, which can be operated separately or in parallel, to
supply conditioned air to the flight and passenger compartments. Each system consists of
an air-conditioning unit or package (PACK), a temperature controller and ducting. Ram air is
provided for pack cooling and ventilation. The temperature controllers also control the
engine 10th stage bleed air supply to the system (see Chapter 19).

CSP A--013
Vol. 1 08--20--2
REV 56, Jan 31/03
Air--Conditioning System
Air Conditioning System


CSP A--013
Vol. 1 08--20--3
Air Conditioning System


CSP A--013
Vol. 1 08--20--4
REV 56, Jan 31/03
A. Packs
The packs are located in the aft equipment compartment. They provide cooling of the
engine or APU bleed air supplies for distribution to the flight and passenger
compartments. 10th stage bleed air to each pack is regulated to a constant 30 psi by
respective pressure regulator and shutoff valves (PRSOV). For single pack operation,
the PRSOV will regulate the pressure to 41 psi. Each pack consists of an air cycle
machine and heat exchanger which are used to decrease the temperature and water
content of the bleed air used in the conditioning process. Normally, the right pack
supplies the passenger compartment and the left pack supplies the flight compartment.
If a pack fails, the remaining pack can supply conditioned air to both compartments.

CSP A--013
Vol. 1 08--20--5
Air Conditioning Pack

Figure 08---20---2

CSP A--013
Vol. 1 08--20--6
REV 56, Jan 31/03
Left and Right PACK RAM AIR Ventilation

Switch/Lights Switch/Light
Used to control operation of air conditioning (Guarded)
packs. Used when both packs fail. Provides ambient air to
When pressed in, associated pack left conditioned air (cockpit) supply duct.
pressure regulating/shut--off valve opens, When pressed in, ram air vent valve opens and
permitting airflow into pack. OFF (white) supplies air into cockpit supply duct. OPEN (white)
light goes out. light comes on. EICAS displays RAM AIR OPEN
When pressed out, associated pack status message and ECS page indicates valve
pressure regulating/shut--off valve closes, position.
shutting down airflow into pack. OFF (white) When pressed out, ram air valve closes and
light comes on and EICAS displays L/R OPEN light goes out. EICAS ECS page indicates
PACK OFF status message. valve at closed position.
Amber FAULT light comes on:
When overpressure occurs between
primary heat exchanger and compressor
section of pack.
<0013>
<0034>
<0074>
<0043>
<0053>
<0059> Manual Mode -- Temperature
Control Switch/Light
Used to select manual
mode temperature control.
When pressed in, selects
Air--Conditioning Panel manual control and light
Overhead Panel comes on green and
EICAS indicates CKPT/
CABIN TEMP MAN.
When pressed out, selects
automatic control and light
goes out.
Air Conditioning System --- Controls <MST>

Figure 08---20---3

CSP A--013
Vol. 1 08--20--7
<0039>
PACK HI PRESS L/R

caution (amber)
Comes on when a high pressure
(51 psi) is sensed in respective
air conditioning pack’s outlet duct.
Corresponds to PACK L/R switch/lights
indicating FAULT (amber).
<0006>
Primary Page
PACK OFF L/R

status (white)
Comes on to indicate that respective <0039>
air conditioning pack has been shut
down. Corresponds to PACK L/R
switch/lights indicating OFF (white).
<0039>
RAM AIR OPEN
status (white)
Comes on to indicate that ram air
valve has been selected open.
Corresponds to RAM AIR switch/light
indicating OPEN (white).
Status Page
Air Conditioning --- EICAS Messages <MST>

Figure 08---20---4

CSP A--013
Vol. 1 08--20--8
REV 56, Jan 31/03
MANUAL message
(white)
that the respective
CKPT/CABIN MAN
switch/light is selected.
<0039>
Overtemperature
Caution message (amber)
Indicates high temperature
sensed in respective air
Overpressure conditioning pack’s outlet
Caution message (amber) corresponds to
Indicates high pressure PACK HI TEMP L, R caution
sensed in respective on primary page, and PACK
packs outlet, corresponds switch/light indicating FAULT.
to PACK HI PRESS L, R
caution on primary page
and PACK switch/light
indicating FAULT.
10th Stage Bleed
Pressure (white)
Environmental Control
System Page
Air Conditioning System --- Synoptic Page Indications <MST>

Figure 08---20---5

CSP A--013
Vol. 1 08--20--9
B. Temperature Control
The flight compartment and the passenger compartments have identical but
independently-operated temperature control systems. Each controller subsystem is
dedicated to an air-conditioning pack. Temperature control, in automatic mode, is
provided by CKPT and CABIN selector knobs on the air conditioning panel. Control in
manual mode is provided by left and right pack MAN switchlights and HOT/COLD
switches on the same panel. The individual packs can be manually turned OFF by
selecting the respective L or R PACK switchlight on the air conditioning panel.
AUTOMATIC MODE -- Operating Range MANUAL MODE -- Operating Range
14.5_C to 28_C (58_F to 82_F) 1.7_C to 71_C (35_F to 160_F)
NOTE
Manual mode temperature below 3_C (37_F) may

result in icing of the pack water separator and
subsequent cycling of the pack output.
C. Ram Air Ventilation
The cooling air for the left and right heat exchangers is supplied from a ram air intake,
located on the upper aft fuselage. During normal operation, the ram air is exhausted
through an exhaust duct in the lower aft fuselage, after passing over the heat
exchangers. The ram air intake duct also provides cooling air to the hydraulic systems
heat exchanger to cool the hydraulic fluid. (Refer to Chapter 14).
Ram air ventilation is used only when the air conditioning packs fail (unpressurized).
Operating the (guarded) RAM AIR, switchlight on the air--conditioning panel, opens the
normally closed ram air valve. Ram air then enters the left (flight compartment) supply
system. Ram air also flows through the distribution manifold to the passenger
compartment.
D. Conditioned Air Distribution
Conditioned air, from the left and right air-conditioning packs, is routed through
separate ducting systems through a distribution manifold to the flight compartment and
the passenger compartments.
Conditioned air, to the passenger compartment, is distributed from ducts along each
side of the aircraft. Passenger compartment exhaust air is routed underfloor to the
outflow valves on the aft pressure bulkhead.
Conditioned air, to the flight compartment, is distributed to the side console panels,
gaspers and vents, and avionics units within the instrument panel. Dedicated fans and
ducts direct conditioned air over the flight compartment display units. Flight
compartment exhaust air is routed underfloor through the avionics compartment to the
outflow valve at the aft pressure bulkhead.

CSP A--013
Vol. 1 08--20--10
REV 56, Jan 31/03
E. Low Pressure Ground Air Connection <0007>
An external ground air connector, located on the right aft fuselage, is provided for
ground air-conditioning. Low pressure compressed air from a ground air conditioning
cart can be supplied directly into flight and passenger compartment distribution
systems.

PANEL LOCATION
L AIR COND
Left Pack J1
UNIT
CKPT
J2
Air TEMP/CONT DC BUS 1
C diti i
Conditioning Cockpit
C k it 1
CKPT
-- Flight Temperature TEMP/CONT J3
Compartment Control MAN
CKPT FAN AC BUS 1 C8
Ram Air RAM AIR SOV DC BAT P5
R AIR COND
Right Pack J1
UNIT
CABIN
J2
TEMP/CONT DC BUS 2
Air 2
Conditioning Cabin CABIN
-- Cabin Temperature TEMP/CONT J3
Control MAN
GALLEY FAN C5
AC BUS 2
CABIN FAN C8

CSP A--013
Vol. 1 08--30--1
Avionics Cooling System REV 56, Jan 31/03
1. AVIONICS COOLING SYSTEM
The electronic flight instruments in the flight compartment instrument panel, control panels
and display units in the center pedestal, and electronic units in the left and right portions of
the underfloor avionics bay are cooled during on-ground and flight operations.
The cockpit displays are cooled with air from two display fans located under the flight
compartment floor. Fan control is provided by a DSPLY FAN selector knob on the avionics
cooling panel. Normally, only one fan operates at a time (controlled by WOW). In flight, only
fan 1 is powered and on the ground, only fan 2 is powered. When powered, the respective
fan draws in recirculated air from the flight compartment and mixes it with conditioned air
then supplies the air to the backs of each display. In the event of a fan failure, the alternate
fan can be powered by selecting the FLT ALTN or GND ALTN position. If both fans fail,
selecting STDBY permits conditioned air to ventilate the displays. A low flow sensor
monitors the air flow to ensure adequate cooling. Check valves prevent loss of cooling air or
reverse flow.
Two ARINC cooling fans are installed under the flight compartment floor. The fans are used
to provide recirculated cabin air to the left and right avionics equipment racks. Fan control is
provided by an ARINC FAN selector knob on the avionics cooling panel. In the NORM
position, only one fan operates at a time (controlled by WOW). In flight, only fan 1 is
powered and on the ground, only fan 2 is powered. In the event of a fan failure, the
alternate fan can be powered by selecting the FLT ALTN or GND ALTN position.
The avionics exhaust system consists of an exhaust fan, an inboard exhaust valve and an
outboard exhaust valve. The exhaust fan is installed in the avionics compartment and
operates whenever AC BUS 1 is powered. The fan is used to remove warm air from the
CRT displays, pedestal panels and the left and right avionics equipment racks, then direct it
to the exhaust valves. When either the passenger door or service door is open, the inboard
valve is closed and the outboard valve is open to exhaust the air to the wing root area.
When the passenger and service doors are closed, the outboard valve is closed and the
inboard valve is open to exhaust the air to the rear lower fuselage where it is dumped
overboard through the outflow valves.

CSP A--013
Vol. 1 08--30--2
REV 56, Jan 31/03
Avionics Cooling System
COCKPIT
GASPERS INLET FROM FLIGHT
COMPARTMENT
CRT FROM
DISPLAYS ACU
NO.1
6 WAY DUCT (REF)

EXHAUST
FROM CRT
TO AVIONICS
EXHAUST FAN
RECIRCULATED
AIR FROM FLIGHT
COMPARTMENT
COCKPIT DISPLAY COOLING
SHUT--OFF VALVE
CONDITIONED AIR
FROM ACU NO.1
CRT--DISPLAY
LOW--FLOW FAN 1
DETECTOR (UPPER)
STANDBY FAN
DISPLAY SUPPLY
FAN AND CHECK
CRT COOLING FAN 2 VALVE
SYSTEM (LOWER)
Avionics Cooling Fan Selector Panel

Center Pedestal
Avionics Cooling --- CRT Display Supply
Figure 08---30---1

CSP A--013
Vol. 1 08--30--3
ARINC CHASSIS (RACK)
ARINC LOW RECIRCULATED

FLOW DETECTOR ARINC CABIN AIR
SUPPLY
FAN 2
(FLT ALTN)
ARINC
SUPPLY
AIR
FILTER
ARINC CHASSIS (RACK)
CHECK
VALVE
ARINC SUPPLY
FAN 1 (GND ALTN)
Avionics Cooling --- ARINC Supply

Figure 08---30---2

CSP A--013
Vol. 1 08--30--4
REV 56, Jan 31/03
AVIONICS
COOLING AVIONICS
DISPLAY FAN 1 COOLING
AC ESS BUS ARINC FAN 1
AC ESS BUS
AVIONICS
COOLING
DISPLAY FAN 2 AVIONICS
AC BUS 1 COOLING
ARINC FAN 2
AVIONICS Avionics Cooling Fan AC BUS 2
COOLING Selector Panel
DISPLAY FAN Center Pedestal
STBY
AC ESS BUS
DISPLAY FAN SELECTOR ARINC FAN SELECTOR

NORM -- Fans in EFIS/EICAS display duct NORM -- Fans in ARINC chassis
operate in automatic mode providing airflow supply duct operate in automatic mode
through flight compartment displays: providing airflow through ARINC chassis:
Fan 1 during flight, and Fan 1 during flight,
Fan 2 during ground operations. Fan 2 during ground operations.
FLT ALTN -- Selects flight alternate (fan 2) as FLT ALTN -- Selects flight alternate (fan 2) as
the reversionary fan. the reversionary fan.
GND ALTN -- Selects ground alternate (fan 1) GND ALTN -- Selects ground alternate (fan 1)
as the reversionary fan. as the reversionary fan.
STBY -- Select standby fan as the Reversionary mode selected when ARINC
reversionary fan. COOL caution (amber) indicated on EICAS.
Reversionary mode selected when DISPLAY
COOL caution (amber) indicated on EICAS.
Avionics Cooling --- Controls

Figure 08---30---3

CSP A--013
Vol. 1 08--30--5
AVIONIC AVIONICS OVERBOARD

EXHAUST EXHAUST EXHAUST
LOW--FLOW FAN VALVE
DETECTOR
ARINC TO WING
ROOT AREA
TO REAR
LOWER
INBOARD FUSELAGE
EXHAUST
VALVE
ARINC
CRT
DISPLAY AVIONICS
EXHAUST EQUIPMENT
RACKS
Avionics Cooling --- Exhaust System

Figure 08---30---4

CSP A--013
Vol. 1 08--30--6
REV 56, Jan 31/03
<0039> <0006>
OVBD COOL caution (amber)
Overboard avionics cooling SOV not closed with
the passenger door and service door closed
(10 secs. time delay).
NOTE
The avionics cooling overboard shut--off valve
(OVBD COOL SOV) is used during ground
operations to flush cool the avionics system and
dump hot air overboard. The valve is normally
open on the ground and closed during flight. The
airplane will not pressurize to normal levels if the
overboard cooling shut--off valve is failed open.
DISPLAY COOL caution (amber)

Low airflow is detected in cockpit display cooling
duct (due to duct disconnection, duct blockage)
or display fan 1 or 2, or standby fan has failed
(10 secs. time delay).
ARINC COOL caution (amber)
Low airflow is detected in ARINC unit cooling
duct (due to duct disconnection, duct blockage)
or avionics cooling fan 1 or 2 has failed (10 secs.
time delay).
Primary Page
OVBD COOL FAIL status (white)

Comes on during ground operations, if
the overboard avionics cooling SOV
has failed closed with passenger door
unlatched (10 secs. time delay).
INBD COOL FAIL status (white)
<0039>
Inboard avionics cooling SOV not open
with the passenger door closed (10 secs.
time delay).
NOTE
The inboard cooling shut--off valve (INBD <0039>
COOL SOV) is used during flight to flush
cool the avionics system equipment. The
valve is normally closed on the ground
and open during flight.
CKPT COOL FAIL status (white)

Avionics cooling SOV not in correct
position (closed on ground or open
during flight).
COOL EXHAUST FAIL status (white)
Exhaust fan failed or low flow from cooling
exhaust (10 secs. time delay). Status Page
Avionics Cooling --- EICAS Indications <MST>
Figure 08---30---5

CSP A--013
Vol. 1 08--30--7
Display Overtemperature
warning (red)
Indicates an approaching thermal
shutdown of PFD.
Sky and ground raster is
removed (to delay thermal
shutdown).

Display Overtemperature
warning (red)
Indicates an approaching thermal
shutdown of MFD.
Display Overtemperature Indications

Figure 08---30---6

CSP A--013
Vol. 1 08--30--8
REV 56, Jan 31/03

PANEL LOCATION
DISPLAY
AC ESS 3 C9
FAN 1
DISPLAY
AC BUS 1 1 D2
FAN 2
Display Fans
DISPLAY
AC ESS 3 C6
FAN STBY
EXHAUST
AC BUS 1 1 C5
Avionics FAN
Cooling
g ARINC ARINC FAN 1 AC ESS 3 C12
S t
System Chassis Fans ARINC FAN 2 AC BUS 2 D2
CONT2 L2
2
CKPT SOV DC BUS 2 L3
Controller and I/B SOV L4
Sh ff Valves
Shutoff V l O/B SOV DC BUS 1 1 L4
AVIONICS
DC ESS 4 C4
CONT 1

CSP A--013
Vol. 1 08--40--1
Aft Cargo Bay Ventilation System REV 56, Jan 31/03
1. CARGO COMPARTMENT AIR SYSTEM
The cargo compartment air system allows the flight crew to control the ventilation air within
the cargo compartment. The system consists of a recirculation air shut--off valve,
recirculation fan and an exhaust air shut--off valve. <0043><0059>
The cargo compartment conditioned air system allows the flight crew to control the
ventilation air and temperature within the cargo compartment. The system consists of a
recirculation air shut--off valve, recirculation fan, heater and an exhaust air shut--off valve.
<0013><0034>
The system is controlled by a 2--position CARGO, OFF/FAN switch on the air-conditioning

panel. In the OFF position, both shut--off valves are closed and the system is disabled. In
the FAN position, both shut--off valves open and the fan is powered to blow recirculated
cabin air into the cargo compartment to maintain the compartment temperature above
freezing. <0043><0059>
The system is controlled by a CARGO, 3--position, OFF/FAN/AIR COND switch on the

air-conditioning panel. In the OFF position, both shut--off valves are closed and the system
is disabled. In the FAN position, both shut--off valves open and the recirculation fan is
powered to blow recirculated cabin air into the cargo compartment to maintain the
compartment temperature above freezing. In the COND AIR position, both shut--off valves
are open, the heater is enabled and the recirculation fan is powered to blow heated air into
the cargo compartment. The heater is controlled by a temperature control switch in the
exhaust duct which will cycle the heater ON and OFF as necessary to maintain the cargo
compartment temperature between 21_C and 27_C (70_F and 80_F). <0013><0034>
An overheat switch in the exhaust duct provides overtemperature protection by removing

power to the heater when the exhaust duct temperature exceeds 49_C (120_F). A signal is
also sent to the EICAS to display a CARGO OVHT caution message. The switch will reset
when the temperature decreases below 29_C (85_F). <0013><0034>
A duct overheat switch is installed in the heater outlet. If the heater discharge temperature
exceeds 49_C (120_F) power is removed from the heater. The switch will reset when the
temperature decreases below 38_C (104_F). <0013><0034>
The system interacts with the cargo bay smoke detectors and fire extinguishing system (See
Chapter 10, Fire Protection). When smoke is detected, the shut-off valves automatically
close to isolate the cargo compartment. <0043><0059>
The system interacts with the cargo bay smoke detectors and fire extinguishing system (See
Chapter 10, Fire Protection). When smoke is detected, the heater power is removed and the
shut-off valves automatically close to isolate the cargo compartment. <0013><0034>
NOTE
For ground operations with the cargo compartment

door open, the CARGO switch may be set to COND
AIR. For ambient temperatures above 30_C (86_F),
this may result in a cargo overheat caution message.
The cargo switch must be reset to the FAN position
after the cargo door has been closed. <0013><0034>

CSP A--013
Vol. 1 08--40--2
REV 56, Jan 31/03
Aft Cargo Bay Ventilation System
TEMPERATURE
CONTROL
CARGO SWITCH
COMPARTMENT
OVERHEAT
EXHAUST
SWITCH
INTAKE
EXHAUST AIR
SHUT--OFF
VALVE
EXHAUST AIR
TO AFT ECS
COMPARTMENT
RECIRCULATED
CABIN AIR
RECIRCULATED--AIR
SHUT--OFF VALVE
RECIRCULATION FAN
HEATER
ASSEMBLY
CONDITIONED
AIR
DUCT CARGO
DISTRIBUTION CONDITIONED--AIR OVERHEAT COMPARTMENT
MANIFOLD SHUT--OFF VALVE SWITCH SUPPLY
Cargo Compartment Air System with Air Conditioning --- Schematic <0013><0034>
Figure 08---40---1

CSP A--013
Vol. 1 08--40--3
EXHAUST
INTAKE
EXHAUST AIR
SHUT--OFF
VALVE
EXHAUST AIR
TO AFT ECS
COMPARTMENT
RECIRCULATED
CABIN AIR
RECIRCULATED--AIR
SHUT--OFF VALVE
RECIRCULATION FAN
CARGO
COMPARTMENT
SUPPLY
Cargo Compartment VentilationSystem --- Schematic <0043><0059>

Figure 08---40---2

CSP A--013
Vol. 1 08--40--4
REV 56, Jan 31/03
BAGG Cargo Bay Air Conditioning

COMPT Switch <0013><0034><0074>
CONT Used to select to system mode.
DC BUS 1 COND AIR -- Temperature
controlled airflow provided
BAGG to cargo bay area.
COMPT FAN -- Recirculated cabin
FAN exhaust air provided to cargo
AC BUS 1 bay area.
BAGG OFF -- Shuts off airflow to the
COMPT cargo bay area.
SOV <0043>
DC ESS <0053>
Cargo Bay Mode Switch <0059>
Air--Conditioning Panel Used to select to system mode.
Overhead Panel FAN -- Recirculated cabin
<0013> <0043>
<0034> <0053>
exhaust air provided to cargo
<0074> <0059> bay area.
OFF -- Shuts off airflow to the
cargo bay area.
CARGO FAN FAIL status (white)
Comes on to indicate low air flow at cargo
bay recirculation fan.
CARGO SOV FAIL status (white)
Comes on to indicate that air supply shut--off
valve has failed (either open or closed).
<0039> <0006>
<0039>
<0039>
Status Page
<0013><0034><0074>
Primary Page
Cargo Compartment Air/ventilation System <MST>
Figure 08---40---3

CSP A--013
Vol. 1 08--40--5

PANEL LOCATION
BAGG COMPT
Controller DC BUS 1 1 L3
CONT
<0013>
Cargo Bay BAGG COMPT
Heater AC BUS 1 1 B8 <0034>
Conditioned HEATER
<0074>
Air System
BAGG COMPT
Fan AC BUS 1 1 D5
FAN
BAGG COMPT
Shutoff Valve DC ESS 4 A12
SOV

CSP A--013
Vol. 1 08--40--6
REV 56, Jan 31/03

CSP A--013
Vol. 1 08--50--1
Lavatory and Galley Ventilation System REV 56, Jan 31/03
Effectivity:
S Aircraft 7002, 7050 and subsequent.
S Aircraft 7003 to 7010, 7015,7016, 7019 to 7021, 7023 to 7025, 7032, 7033, 7036, 7039,
7040 incorporating SB 601R--25--012.
1. GALLEY HEATING SYSTEM
The galley is heated with two 500 watt heaters to provide supplementary heat to the galley and
service door area. One heater uses the air from the right exhaust riser duct and the second
heater warms conditioned air from the right gasper supply duct. The heaters are controlled by
switchlights on the Flight Attendants panel. There is no EICAS display for the galley heating
system.
Each heater incorporates an internal overtemperature switch that removes power to the heater
when the heater outlet temperature becomes excessive. The heater also incorporates an
internal, overheat protection switch which disables the heater when the internal temperature
exceeds a preset limit. Heater #1 has a fan which can be used in conjunction with or separate
from the heaters.
System test is accomplished using the SYSTEM 1 & 2 TEST switchlight on the Flight
Attendants panel as follows:
Latch the FAN and HTR 1 and 2 switchlights and check that:
S The FAN and HRT 1 and 2 lights illuminate green.
Press the TEST switchlight and hold; check that:
S The FAN FAIL and HTR 1 and 2 INOP lights illuminate (amber), and
S The FAN and HRT 1 and 2 green lights go out.
Release the TEST switchlight and check that:
S The HTR 2 INOP light goes out, and
S The FAN FAIL and HTR 1 INOP lights remain ON.
Unlatch the FAN and HTR 1 and 2 switchlights and check that:
S All galley heating panel lights are off.

CSP A--013
FLIGHT
COMPT
BULKHEAD
HEATER
GALLEY AIR No. 2 RIGHT GASPER
OUTLET
DUCT
RH
GALLEY RH FWD
CEILING GALLEY WINDSCREEN CABIN
GALLEY EXHAUST WARM EXHAUST
GASPER INLET DUCT
AIR OUTLET
SERVICE IN
DOOR SIDEWALL
CSP A--013
Figure 08---50---1
FWD CABIN AIR
Galley Heating System

OUTLET (AISLE) CABIN
FLOOR

LINE
Lavatory and Galley Ventilation System
GALLEY EXHAUST FAN

Vol. 1
GALLEY GALLEY
HEATER HEATING
No. 1 FAN
MASTER
08--50--2
REV 56, Jan 31/03
Vol. 1 08--50--3
Lavatory and Galley Ventilation System REV 56, Jan 31/03
HTR 2 (green)
HTR 1 (green) INOP (amber)
INOP (amber) Activates the bin
Activates the underfloor heater.
heater and fan. (RH PACK on)
Forward Attendant’s Panel

FAN (green) TEST
FAIL (amber) Tests HTR 1 and
Activates the fan only. HTR 2 systems.
Galley Heating System --- Control Switches

Figure 08---50---2

CSP A--013
Vol. 1 08--50--4
REV 56, Jan 31/03
Lavatory and Galley Ventilation System

PANEL LOCATION
Heater #1,
Galley
Heater #2 and GALLEY HTRS AC BUS 2 2 B11
Heating
Fan

CSP A--013
Vol. 1 08--60--1
Pressurization System REV 56, Jan 31/03
1. PRESSURIZATION SYSTEM
The aircraft is pressurized by bleed air supplied by the air-conditioning system. Cabin
pressure is normally controlled by regulating cabin air overboard through two outflow valves
located on the rear pressure bulkhead. The outflow valves are automatically controlled by
either of two independent cabin pressure controllers. The pressurization is almost totally
automatic, the crew only has to set the landing field elevation, on the CABIN PRESS control
panel, to program the system for flight. If the normal automatic mode fails, the outflow
valves can be controlled manually by controls on the CABIN PRESS control panel. Both
valves also operate as safety valves to provide overpressure and negative pressure relief. If
cabin altitude exceeds 14,000 feet, a signal is sent to the passenger oxygen system to
deploy the oxygen masks. A cabin pressure acquisition module (CPAM) is used in the
system to supply signals to the EICAS.

CSP A--013
Vol. 1 08--60--2
REV 56, Jan 31/03
Pressurization System
Pressurization Control System --- Schematic

Figure 08---60---1

CSP A--013
Vol. 1 08--60--3
Pressurization Control Switch/Light

Selects either manual or automatic control of pressurization system.
When pressed in, manual mode selected. Removes electrical supply
from both outflow valves, locks them in their existing position and
permits their manual (pneumatic) operation. MAN (white) light comes
on and EICAS displays pressurization system data on EICAS primary
display.
When pressed out, automatic mode is selected and MAN light goes
out. Automatic mode pressurization data is displayed on EICAS
secondary display.
When pressed twice, the redundant controller gains control.
FAULT (amber) light comes on when system detects failure of both
cabin pressure controllers. EICAS displays AUTO PRESS caution
message.
Manual Cabin
Altitude Regulators
Used to control
pressurization system
in manual (pneumatic)
mode.
MAN ALT selector is
used to change cabin
altitude manually:
Cabin Pressurization UP -- causes outflow
Selector Panel valves to open and
Overhead Panel increases cabin
altitude. When selected
cabin altitude is
RATE Control (Needle acquired, select
Valve) (Manual Mode) middle/centre position.
Pneumatically adjusts DOWN -- causes
outflow valve rate outflow valves to close
during manual mode. and decreases cabin
Ascent from 50 fpm altitude. When selected
cabin altitude is
Descent from 50 acquired, select
middle/centre position.
fpm. Middle/Centre
Ascent and descent position--Disables all
rates indicated on ECS previous manual
page of EICAS. selections.
Pressurization Control Panel

Figure 08---60---2

CSP A--013
Vol. 1 08--60--4
REV 56, Jan 31/03
CABIN ALT warning (red)

Comes on when cabin altitude CABIN
is greater than 10,000 feet. PRESSURE
Accompanied by aural warning:
DIFF PRESS warning (red)

Comes on when differential CABIN
pressure is greater than 8.6 psi. PRESSURE
Accompanied by aural warning:
NOTE
<0039> <0006> There may be an EICAS time
delay/ instrument lag between
the display of a red P readout
and a subsequent DIFF PRESS
warning message and CABIN
PRESSURE aural coming on.
AUTO PRESS caution (amber)

Comes on at a failure of both automatic pressurization
controllers.
CABIN ALT caution (amber)
Comes on when cabin altitude is greater than
8,500 feet but not greater than 10,000 feet.
EMER DEPRESS caution (amber)
C ALT RATE P
Comes on when EMER DEPR switch/light has been
500 500 4.0 selected on.
Pressurization Readouts (manual mode)
Comes on when PRESS CONTROL switch/light
operated to MAN:
C ALT -- Indicates current cabin altitude.
RATE -- Indicates rate of change in feet per minute
(increments of 100 fpm) and direction via arrow
symbol.
P -- Indicates cabin and cockpit to ambient
differential pressure.
Landing Elevation readout is not displayed.
NOTE
Primary Page Readouts removed from primary
page when automatic mode selected.
Pressurization --- EICAS Messages <MST>


CSP A--013
Vol. 1 08--60--5
AUTO PRESS 1, 2 FAIL status (white)

Comes on to indicate failure of respective
automatic pressurization controller module.
<0039>
CABIN PRESS MAN status (white)
Comes on to indicate that PRESS CONTROL
switch/light is operated to MAN.
CPAM FAIL status (white)

Comes on to indicate failure of cabin pressure
acquisition module (CPAM).
-- Oxygen system will not auto--deploy at 14,000 feet.
-- Seatbelt / No smoking signs will not automatically
come on when cabin altitude exceeds 10,000 feet.
<0039>
Pressurization Readouts (automatic mode)

Comes on when pressurization system is operated
in automatic mode; PRESS CONTROL switch/light
pressed out.
C ALT -- Indicates current cabin altitude. Readout
will turn to amber, if cabin altitude is greater than
8,500 feet but less than 10,000 feet. Readout will
turn to red when cabin altitude is 10,000 feet or
above.
RATE -- Indicates rate of change in feet per minute
(increments of 100 fpm) and direction via arrow
symbol.
P -- Indicates cabin to ambient differential
pressure. Readout will turn red when Status Page
differential pressure exceeds 8.65 psid.
LANDING FIELD ELEVATION readout

Displays elevation (20 foot increments) as set at LDG
ELEV selector.
-- Amber dashes are displayed if input value is invalid or
greater than 14,000 ft or less than --1,000 ft.
-- Elevation readout not displayed on status page when
manual mode selected.
Pressurization --- EICAS Messages <MST>


CSP A--013
Vol. 1 08--60--6
REV 56, Jan 31/03
EMER DEPRESS Environmental Control System Page

caution (amber)
Comes on when EMER
DEPRESS switch/light operated. AUTO PRESS 1, 2
CPAM FAIL status FAIL status (white)
(white) Comes on to indicate
Comes on to indicate failure of respective
failure of cabin pressure controller.
acquisition module (CPAM). Corresponds to AUTO
Corresponds to CPAM FAIL PRESS 1, 2 message
message on status page. on status page.
Cabin/Cockpit
Altitude Readout SOURCE INDICATOR --
Displays current cabin/ ACTIVE CONTROLLER
cockpit altitude (in automatic Comes on (white) to
or manual mode). indicate pressurization
controller:
Cabin/Cockpit Rate of PRESS CONT 1, or
Change Readout PRESS CONT 2, or
Displays rate of change in PRESS MAN
feet per minute and direction
via arrow symbol.
Delta Pressure Readout
Displays cabin and cockpit to
ambient differential pressure. Active Controller’s Data
Excursions above 8.65 psi Displayed on ECS
SOURCE INDICATOR -- page only.
indicated on EICAS as DIFF Monitoring / Reference
PRESS warning and CABIN Comes on (white) to
PRESSURE warning is heard. indicate monitoring source: Monitored Data
CPAM, or Displayed on EICAS
Landing Field Elevation Readout PRESS CONT 1, or Primary page (MAN)
Displays elevation (in feet) as set PRESS CONT 2 Status page (AUTO)
at LDG ELEV selector. Scale set in If all sources failed, comes
20--foot increments. on as dashes (amber).
MONITORED DATA (LH) ACTIVE DATA (RH)
ITEM GREEN AMBER RED AMBER WHITE AMBER

(------) (------)
More than
Less than More than Invalid Data Increments
C ALT 8,500 but less Invalid Data
8,500 feet of 100 feet
than 10,000 feet 10,000 feet
Positive/ Positive/
RATE negative rates Invalid Data negative rates Invalid Data
at 100 fpm at 100 fpm
Less than More than Increments
P Invalid Data of 0.1 psi Invalid Data
8.65 psi 8.65 psi
Increments
LDG ELEV of 20 feet Invalid Data
(cyan)
Data measured by the monitoring source Data measured by the active
(CPAM, PRESS CONT 1, PRESS CONT 2) controller (PRESS CONT 1,
PRESS CONT 2)
Pressurization Synoptic Page Indications
Figure 08---60---4

CSP A--013
Vol. 1 08--60--7
2. OUTFLOW VALVES
The dual, redundant, electro--pneumatic outflow valves are installed on the rear pressure
bulkhead, below floor level, and are designated as the primary and secondary valves. Both
valves are slaved together through a pneumatic line and are electrically controlled. The
valves will respond to either electrical signals in automatic mode, or to pneumatic input
signals from the manual regulators on the CABIN PRESS control panel.
3. CABIN PRESSURE CONTROLLERS
The aircraft is equipped with dual, redundant pressure controllers, which operate only in
automatic mode. All controller outputs are sent to the outflow valves. While one controller is
in use, the other updates automatically. The active cabin pressure controller commands the
outflow valve to a nominal differential pressure of 8.33 psid. Inputs to the pressure
controllers are received from air data computer (ADC 1) normally. ADC 2 is the backup to
ADC 1. If a controller fails, the system will automatically switch over to the other controller.
If automatic switch--over fails, select the PRESS CONTROL switch twice. This will enable
the redundant controller. If both pressure controllers fail, both outflow valves will go to an
isobaric hold mode.When the airplane is on the ground for 3 minutes, automatic pressure
controller switch--over will occur.
The pressurization system automatically maintains cabin pressure through all phases of
flight. Typical values used in the cabin/flight altitude schedule during manual mode are as
follows:
CABIN PRESSURE ALTITUDE (feet) AC FLIGHT ALTITUDE

(feet)
DECENT CLIMB
--600 --600 0
--600 0 5,000
--350 575 10,000
740 1,240 15,000
1,260 1,630 17,500
1,770 2,020 20,000
4,270 4,330 30,000
5,990 5,990 35,000
6,880 6,880 37,500
7,990 7,990 41,000
A. Automatic Pressurization Modes
S Ground mode,
Both outflow valves are driven full open.
S Pre-Pressure mode,
When thrust levers are advanced to take-off, the cabin is pressurized to --150 feet at
approximately 300 ft/min.

CSP A--013
Vol. 1 08--60--8
REV 56, Jan 31/03
S Take-Off abort mode,

When the thrust levers are retarded to idle, the cabin ascends at approximately 500
ft/min for 20 seconds, then the outflow valves are driven full open.
S Climb mode,
Cabin climb is in accordance with a fixed schedule, cabin altitude vs aircraft altitude
at a rate of approximately 500 ft/min. The controller compares selected landing
elevation to the climb schedule, then selects the highest pressure schedule.
S Flight abort mode,

When the aircraft has maintained 6,000 feet altitude or lower altitude for 10 minutes,
and then has initiated a descent of 1,000 ft/min, the system will then assume the
elevation for the departing airport, regardless of the pre-selected landing elevation.
S The cabin descent schedule occurs when the aircraft altitude is maintained at
0±200 feet for 10 minutes. The system pre--sets a decent rate of approximately
300 ft/min.
S The cabin full descent schedule occurs when the aircraft is in descent. Cabin
altitude decreases at approximately 300 ft/min, to either landing elevation, or
maximum differential, whichever is highest. When the landing elevation exceeds
8,000 feet, cabin altitude will be maintained at maximum differential, until the aircraft
descends, then the cabin altitude will rate up to the pre-selected landing elevation.
S Landing mode,
The cabin altitude is driven below field elevation or the aircraft is unpressurized.
When the cabin is below field elevation, then the cabin is rated up at approximately
500 ft/min for 60 seconds, then the outflow valve is driven full open.
S Touch and Go mode,

On aircraft touchdown, the system will assume landing mode; as the thrust levers
are advanced, the system will schedule pre-pressure mode.
B. Manual Pressurization Modes
S UP selection,
Cabin ascends at selected rate of 50 fpm to 3,000 ±1000 fpm. When the desired
cabin altitude is reached, select MAN ALT to mid position.
S DN selection,
Cabin descends at selected rate of 50 fpm to 3,000 ±1000 fpm. When the desired
cabin altitude is reached, select MAN ALT to mid position.
S Mid selection,
Disables all previous MAN ALT selections.
Automatic mode schedules the pressurization controllers to automatically regulate the

rate of change of cabin altitude:
S Ascent from 500 ±75 fpm.

CSP A--013
Vol. 1 08--60--9
S Decent from 300 ±75 fpm.
Manual mode rate controls are provided to manually regulate the rate of change to
cabin altitude:
S Ascent from 150 ±150 fpm to 3,000 ±500 fpm and
S Decent from 100 ±100 fpm to 2,500 ±500 fpm..
C. Differential Pressure Control
Each outflow valve has positive and negative pressure relief. The pressure controllers
normally control the cabin--to--outside pressure to 8.33 psid. The valves are preset to
open at a maximum positive differential pressure of 8.6 ±0.1 psid and at a negative
differential pressure of −0.5 psid.
D. Cabin Altitude Limitation
Altitude limit controllers within each outflow valve, operate to prevent the cabin altitude
from increasing above 14,250 ±750 feet.
E. Emergency Depressurization
Electrical signals from the EMER DEPRESS switch commands both outflow valves to
open. If the aircraft is at a cruise altitude (above 15,000 feet), the altitude limiters
operate to prevent cabin altitude from exceeding 14,250 ±750 feet.
F. Cabin Pressure Monitoring
The system uses measurements from the two cabin pressure controllers and the cabin
pressure acquisition module (CPAM) to control and monitor the system. The CPAM
supplies signals to the EICAS to display the following information:
S Cabin altitude (z)
S Cabin altitude rate of change (dz/dt)
S Cabin to ambient differential pressure (delta P)
S CPAM failure -- If a CPAM fails, the redundant controller will assume the function of
the failed CPAM (indications only)
S If the PASS SIGNS switches are selected to AUTO, the CPAM will cause the NO
SMKG and SEAT BLTS signs to come on when the cabin altitude reaches 10,000
feet
S The CPAM will automatically trigger the passenger oxygen auto deploy system
when the cabin altitude reaches 14,000 feet.

CSP A--013
Vol. 1 08--60--10
REV 56, Jan 31/03
A “CABIN PRESSURE” voice alert is also provided during the following EICAS
warnings:
S DIFF PRESS warning message
S CABIN ALT warning message (cabin altitude above 10,000 feet).

PANEL LOCATION
Flight
Compartment CONT PNL A10
Control Panel DC ESS 4
CONT 1 A8
Cabin Controller
Pressurization CONT 2 A9
Control Cabin
Pressure
CABIN PRESS
Acquisition DC BAT 2 P6
MOD
Module
(CPAM)

CSP A--013
Vol. 1 09--00--1
EMERGENCY EQUIPMENT
CHAPTER 9 --- EMERGENCY EQUIPMENT
Page
INTRODUCTION 09--10
OXYGEN 09--20
Oxygen 09--20--1
Crew Oxygen System 09--20--1
Crew Oxygen Bottle 09--20--4
Pressure Sensor/Regulator Unit 09--20--4
Crew Oxygen Mask 09--20--4
Ground Servicing Panel 09--20--9
Minimum Flight Crew Oxygen Pressure 09--20--9
Crew Oxygen Consumption Data (As per FAR 121.333) 09--20--9
Passenger Oxygen System 09--20--11
Portable Oxygen System 09--20--15
EVACUATION DEVICES 09--30
Evacuation Devices 09--30--1
Emergency Locator Transmitter 09--30--1
FIRE FIGHTING EQUIPMENT 09--40
Fire Fighting Equipment 09--40--1
Portable Halon Fire Extinguishers 09--40--1
Portable Water Fire Extinguishers <0067> 09--40--3
Fire Protection Gloves 09--40--5
Protective Breathing Equipment 09--40--5
OVER WATER EMERGENCY EQUIPMENT 09--50
Over Water Emergency Equipment 09--50--1
INTRODUCTION
Figure 09--10--1 Placards 09--10--2
OXYGEN
Figure 09--20--1 Crew Oxygen System -- Schematic 09--20--2
Figure 09--20--2 Crew Oxygen System 09--20--3
Figure 09--20--3 Crew Oxygen Mask 09--20--6
Figure 09--20--4 Smoke Goggles/Full Face Mask 09--20--7

CSP A--013
Vol. 1 09--00--2
EMERGENCY EQUIPMENT
REV 56, Jan 31/03
Table of Contents
Figure 09--20--5 Crew Oxygen System --

Figure 09--20--6 Passenger Oxygen System 09--20--13
Figure 09--20--7 Passenger Oxygen --
Control and EICAS Indication 09--20--14
Figure 09--20--8 Portable Oxygen System 09--20--16
EVACUATION DEVICES
Figure 09--30--1 Emergency Locator Transmitter 09--30--2
FIRE FIGHTING EQUIPMENT

Figure 09--40--1 Portable Halon Fire Extinguisher 09--40--2
Figure 09--40--2 Portable Water Fire Extinguisher <0067> 09--40--4
Figure 09--40--3 Protective Breathing Equipment <0061> 09--40--6
OVER WATER EMERGENCY EQUIPMENT

Figure 09--50--1 Life Vest 09--50--2
Figure 09--50--2 Life Vest Operation 09--50--3

CSP A--013
Vol. 1 09--10--1
EMERGENCY EQUIPMENT
1. INTRODUCTION
This chapter describes the systems and equipment which are essential to the safety of the
passengers and crew during a fire, rapid decompression, ditching and emergency
evacuation. The emergency equipment consists of the following:
-- Oxygen equipment (portable and fixed)
-- Evacuation devices (crash axe, escape rope and escape path markings)
-- Emergency locator transmitter (ELT)
-- Fire fighting equipment (portable and fixed)
-- Over water emergency equipment (life vests)
-- First aid equipment.
Placards containing symbols are used to indicate the location of the emergency equipment.
Data on the emergency exits is contained in Chapter 6. Data on emergency lighting is
contained in Chapter 17.

CSP A--013
Vol. 1 09--10--2
EMERGENCY EQUIPMENT
REV 56, Jan 31/03
Introduction
O2
HALON FIRE MEGAPHONE OXYGEN CYLINDER

EXTINGUISHER
LIFE VEST
CREW MEMBER
LIFE--VEST UNDER
SEAT, ON BULKHEAD
FIRST AID KIT SMOKE HOOD

(PROTECTIVE BREATHING
EQUIPMENT)
DOOR
1L
CREW MEMBER PBE
DOOR
1L
FIRE GLOVES FIRE EXTINGUISHER CREW MEMBER PBE

INSIDE INSIDE INSIDE
Placards
Figure 09---10---1

CSP A--013
Vol. 1 09--20--1
EMERGENCY EQUIPMENT
Oxygen REV 56, Jan 31/03
1. OXYGEN
The aircraft oxygen systems consists of two independent systems that supply oxygen to the
flight crew and passengers in an emergency such as depressurization, decompression,
smoke, fumes, first aid or during certain aircraft operations. One system supplies stored
oxygen to the flight compartment crew and the other system supplies generated oxygen to
the passengers and flight attendants.
The aircraft oxygen systems consists of one independent system that supplies stored
oxygen to the flight compartment crew in an emergency such as depressurization,
decompression, smoke, fumes, first aid or during certain aircraft operations. <0056>
In addition, portable oxygen bottles are provided in specific areas in the passenger
compartment.
A. Crew Oxygen System
The crew oxygen system consists of:
S Oxygen bottle
S Pressure sensor/regulator unit
S Three oxygen masks
S Ground servicing panel

CSP A--013
Vol. 1 09--20--2
EMERGENCY EQUIPMENT
REV 56, Jan 31/03
Oxygen
RELIEF
PRESSURE
GAUGE
PRESSURE CYLINDER
SENSOR VALVE OXYGEN CYLINDER
FILLER REGULATOR ASSEMBLY
VALVE
OXYGEN GROUND
SERVICE PANEL
OVERBOARD
DISCHARGE
EICAS DCU INDICATOR
PILOTS OBSERVERS COPILOTS

OXYGEN OXYGEN OXYGEN
MASK MASK MASK
COMMUNICATIONS
SYSTEM
OXYGEN
ELECTRICAL
Crew Oxygen System --- Schematic

Figure 09---20---1

CSP A--013
Vol. 1 09--20--3
EMERGENCY EQUIPMENT
GREEN DISC OBSERVERS OXYGEN MASK LOW PRESSURE OXYGEN

STOWAGE BOX SUPPLY LINE
(See fig.3)
XY. H.
P
R COPILOTS OXYGEN MASK
ELIEF
STOWAGE BOX
(See fig.3) A
A OVERBOARD DISCHARGE
INDICATOR HIGH PRESSURE C
REFILL LINE
OXY. CYL. SERVICING
CHARGE CYL. AT RATE B

NOT TO EXCEED
0.5 1
200 PSI/MIN 0 1.5
TO ”FULL” PRESSURE
FULL AMBIENT HP
2
PILOTS OXYGEN MASK
PRESS. PSI
1990
TEMP. C
38
o
STOWAGE BOX
1900
1805
27
16
(See fig.3)
1710
1620
5
-7 PRESSURE GAUGE
1530 - 18
1435 - 29
1340 - 40 FILLER VALVE
CYLINDER
B GROUND SERVICE PANEL TIE--DOWN
PRESSURE STRAPS
GAUGE
RELIEF VALVE
PRESSURE LOW PRESSURE
SENSOR MODULE
MODULE
CONNECTION
TO CYLINDER
CREW OXYGEN CYLINDER

CYLINDER C
AND VALVE ASSEMBLY
OPEN/CLOSE
VALVE PRESSURE
RELIEF
VALVE
D PRESSURE SENSOR / REGULATOR
Crew Oxygen System
Figure 09--20--2

CSP A--013
Vol. 1 09--20--4
EMERGENCY EQUIPMENT
REV 56, Jan 31/03
Oxygen
B. Crew Oxygen Bottle
The crew oxygen bottle is a high pressure Kevlar cylinder and is located in the forward
fuselage underfloor area. The bottle assembly consists of a manual shut-off valve,
pressure gauge, and a pressure relief valve. The bottle contains 50.0 cubic feet (1.415
cubic meters) of oxygen pressured to 1850 psi at 70_F (12.76 MPa at 21_C). If the
internal bottle pressure exceeds 2800 psi (193 bars), the pressure relief valve opens
and the bottle pressure is vented overboard through a high pressure discharge line.
When the contents of the oxygen bottle is vented overboard, a green snap frangible
disc ( located on the right forward fuselage) blows out, presenting a visual indication
that the oxygen bottle contents have been vented.
C. Pressure Sensor/Regulator Unit
The pressure sensor/regulator unit controls the flow of oxygen from the bottle to the
masks. The unit is connected to the oxygen cylinder, crew masks and the ground
servicing panel and consists of a pressure sensor, pressure regulator and pressure
relief valve.
The pressure regulator receives oxygen pressure from the bottle at 1850 psi (12.76
MPa) and decreases the outlet pressure flow to the crew masks to 78 psi (538 kPa).
The pressure sensor monitors the supply pressure from the cylinder and supplies
pressure indications to the servicing panel and EICAS. If the supply pressure from the
bottle decreases below1410 psig (9.721 MPa), the sensor will send a signal to the
EICAS to display an OXY LO PRESS caution message on the primary page.
If the regulator outlet pressure exceeds 109 psi (752 kPa), the relief valve opens to vent
the excess pressure. The valve will reset when the pressure decreases.
D. Crew Oxygen Mask
The crew oxygen masks are located in stowage boxes. One for the pilot, one for the
copilot and one for the 3rd flight crew position. The crew mask includes an oxygen
regulator, a pneumatically controlled inflatable harness, a flow-control knob, a
mixture-control lever and a microphone. To release the mask from the stowage box,
the operator squeezes the red release levers and holds them. This action opens the
quick-release doors, frees the mask and inflates the harness. The operator then dons
the mask. The red levers are then released, which deflates the harness, causing the
mask to install correctly on the operator’s head. The smoke goggles are separate from
the mask and are stowed in a pouch in the bottom of each stowage box. The smoke
goggles can be donned over the mask and eye glasses and are used by crew members
when smoke or toxic fumes are present in the cockpit. With the mask in the positive
pressure mode, the user activates the purge valve, located on the top of the mask face
piece to pressurize the goggles. This prevents smoke or fumes from entering the
goggles and irritating the eyes.

CSP A--013
Vol. 1 09--20--5
EMERGENCY EQUIPMENT
The crew oxygen masks are located in stowage boxes. One for the pilot, one for the
copilot and one for the 3rd flight crew position. The crew mask is a full face mask and
includes an oxygen regulator, a pneumatically controlled inflatable harness, a
flow-control knob, a mixture-control lever and a microphone. To release the mask from
the stowage box, the operator squeezes the red release levers and holds them. This
action opens the quick-release doors, frees the mask and inflates the harness. The
operator then dons the mask. The red levers are then released, which deflates the
harness, causing the mask to install correctly on the operator’s head. <0033>
Oxygen is supplied to the mask regulator at 78 psig (538 kPa). The regulator control
(N/100% positions) allows the user to select a mixture of oxygen and ambient air or
pure oxygen.
When the regulator control is set to the N position, a mixture of ambient air and
pressurized oxygen is supplied to the mask on demand.
With the control set to the 100% position, pure oxygen is supplied to the mask on
demand.
The flow control knob is used to adjust the oxygen flow. If the knob is turned clockwise
to the EMERGENCY position, the mask is supplied a constant flow of 100% oxygen at
a positive pressure. To test the oxygen flow, press the flow control knob, which
momentarily supplies oxygen to the mask.
When cabin altitude is more than 30,000 feet (9,144 meters), the mask supplies pure
oxygen regardless of the N/100% switch position.
To remove the mask, the red release levers on the mask are squeezed, which inflates
the harness to allow the mask to be removed from the operators head.

CSP A--013
Vol. 1 09--20--6
EMERGENCY EQUIPMENT
REV 56, Jan 31/03
Oxygen
Oxygen On Flag (white)

Blinker In view when mask is out,
Shows yellow cross indicates that oxygen Release Levers (red)
when oxygen is shut--off valve is open. Flag Squeeze to unlock
flowing or when will disappear when shut--off container doors, grasp
harness is inflated. valve is closed. Reset position levers and hose and
shuts off supply to mask pull to withdraw mask.
Black, indicates no
oxygen flow. regulator and blinker unit.
Emergency Flow
Test/Reset Lever Control
(spring--loaded to Rotate in direction
RESET) N
of arrow to supply a
Press to test oxygen 100%
PUSH
OXYGEN
MASK
continuous 100%
flow (momentarily) PRESS
TO
oxygen flow.
through the regulator
TEST
AND
RESET
Rotate to adjust the
(microphone test without supply pressure.
pulling the mask out). Press to check
whether a continuous
flow will be available.
Normal/100% Lever NOTE
N -- Provides a mixture of Oxygen Operating the TEST / RESET LEVER
ambient air with oxygen Supply Hose to RESET will stop the flow of oxygen to
on demand. the masks. Closing the doors on the mask
100% -- Provides 100% storage compartments will also stop the
oxygen on demand. flow of oxygen to the masks.
Crew Oxygen Mask

Figure 09---20---3

CSP A--013
Vol. 1 09--20--7
EMERGENCY EQUIPMENT
<0033>
Smoke Goggles
Mates to mask cavity to
receive continuous venting
and can be worn over
standard glasses.
Pneumatic
Harness
Full Face Mask
Mask, goggles and pneumatic
harness can be donned with one
hand and functioning in 5 seconds.
N/100 Regulator Control

N -- Provides a mixture of
ambient air with oxygen.
100 -- Provides 100
Flow Control Knob
oxygen.
Used to adjust supply
pressure.
Smoke Goggles/Full Face Mask <MST>

Figure 09---20---4

CSP A--013
Vol. 1 09--20--8
EMERGENCY EQUIPMENT
REV 56, Jan 31/03
Oxygen
OXY LO PRESS
OXY LO PRESS Caution (amber)
<0039> Comes on to indicate
that crew oxygen
bottle has less than
1410 psi.
Check dispatch
requirements.
<0006>
Primary Page
Crew Oxygen System

Pressure Readout
Indicates oxygen <0039>
system pressure in
increments of 10 psi.
Colors are:
Amber -- < 1410 psi. <0039>
Green -- > 1410 psi.
Status Page
Crew Oxygen System --- EICAS Indications <MST>

Figure 09---20---5

CSP A--013
Vol. 1 09--20--9
EMERGENCY EQUIPMENT
E. Ground Servicing Panel
The oxygen ground servicing panel is located on the right side of the forward fuselage.
The service panel contains a fill port, a pressure servicing chart and a pressure gauge.
F. Minimum Flight Crew Oxygen Pressure
Table 1 defines the minimum oxygen system pressure required before departure which
corresponds to the quantity of oxygen necessary to perform an emergency decent from
41,000 feet to 10,000 feet in 10 minutes, followed by 110 minutes of cruise at 10,000
feet, with normal (N) mask setting (FAR 121.333).
TABLE 1
OAT _C --40 --30 --20 --10 0 10 20 30 40 50
_F --40 --22 --4 14 32 50 68 86 104 122
Min. 2 Crew 889 938 987 1035 1084 1133 1182 1230 1279 1328
Press 2 Crew + 1208 1282 1357 1431 1505 1579 1654 1728 1802 1877
(psi) Obs
Table 2 defines the minimum oxygen system pressure required before departure which
corresponds to the quantity of oxygen necessary to perform an unpressurized
continuous cruise at 10,000 feet for 15 minutes with normal (N) mask setting (JAR OPS
1.780).
TABLE 2
OAT _C --40 --30 --20 --10 0 10 20 30 40 50
_F --40 --22 --4 14 32 50 68 86 104 122
Min. 2 Crew 326 330 334 337 341 345 349 352 356 360
Press 2 Crew + 1 372 379 387 394 402 409 417 424 432 439
(psi) OBS
NOTE
If the oxygen pressure is between the values listed in

table 1 and 2, then there is sufficient oxygen to 10,000
feet for 15 minutes in an unpressurized cabin. If the
oxygen pressure is lower than the values given in table
2, then the oxygen bottle must be filled.
G. Crew Oxygen Consumption Data (As per FAR 121.333)
The following tables show the total time (in hours and minutes) that oxygen will be
available at various mask settings, during various flight conditions, at initial bottle
pressures of 1410 psi (pressure threshold that triggers OXY LOW PRESS message on
the EICAS) and 1850 psi (max. crew oxygen bottle pressure). A margin of safety of
10% was subtracted from the full charge of 1850 psi in all cases.

CSP A--013
Vol. 1 09--20--10
EMERGENCY EQUIPMENT
REV 56, Jan 31/03
Oxygen
LEVEL FLIGHT AT CABIN PRESSURE ALTITUDE OF 8,000 FEET

Crew members 2 3
Initial Bottle Pressure 1400 psi 1850 psi 1400 psi 1850 psi
Normal Mask Setting 2h 27’ 3h 21’ 1h 37’ 2h 12’
100% Mask Setting 0h 33’ 0h 45’ 0h 21’ 0h 30’
Emergency Mask Setting 0h 30’ 0h 42’ 0h 20’ 0h 27’
DESCENT (10 Min.) FROM 41,000 feet TO LEVEL FLIGHT AT SAFE ALTITUDE
(NORMAL MASK SETTING FOR BOTH DESCENT AND LEVEL FLIGHT)
Crew members 2 3
10,000 Feet 2h 46’ 3h 52’ 1h 44’ 2h 28’
Cabin
Cabi
Pressure
14,000 Feet 2h 39’ 3h 42’ 1h 41’ 2h 22’
Altitude 18,000 Feet 2h 17’ 3h 10’ 1h 27’ 2h 02’
21,000 Feet 1h 53’ 2h 37’ 1h 12’ 1h 42’
(100% MASK SETTING FOR DESCENT AND NORMAL MASK SETTING FOR LEVEL FLIGHT)
Crew members 2 3
10,000 Feet 2h 35’ 3h 41’ 1h 33’ 2h 17’
Cabin
Cabi
Pressure
14,000 Feet 2h 33’ 3h 36’ 1h 34’ 2h 16’
21,000 Feet 1h 52’ 2h 36’ 1h 11’ 1h 40’
(100% MASK SETTING FOR BOTH DESCENT AND LEVEL FLIGHT)
Crew members 2 3
10,000 Feet 0h 31’ 0h 45’ 0h 19’ 0h 28’
Cabin
Cabi
Pressure
14,000 Feet 0h 38’ 0h 54’ 0h 24’ 0h 34’
21,000 Feet 0h 57’ 1h 19’ 0h 36’ 0h 51’

CSP A--013
Vol. 1 09--20--11
EMERGENCY EQUIPMENT
H. Passenger Oxygen System
NOTE
The passenger oxygen system is not applicable to the

Special Edition and CUA aircraft.
The passenger oxygen system provides chemically generated oxygen for all cabin
occupants in the event of cabin depressurization.
The oxygen generators and oxygen masks are installed as part of the passenger
service unit panel and are available at all passenger seats, in the lavatory and at the
flight attendant station.
All oxygen compartment doors will open to present the oxygen masks automatically if
the cabin altitude reaches approximately 14,000 feet.
If the automatic system fails to open the doors, or if it is necessary to override the
automatic system, the flight crew can operate the (guarded) PASS OXY switchlight on
the overhead panel to open the oxygen doors in the passenger service units. As a
back-up to electrically opening the doors, each individual oxygen compartment door
can be opened manually through a release hole in the door.
When the oxygen compartment doors are open, the passengers will pull the oxygen
mask to their face, which pulls a lanyard connected to the firing pin of the chemical
oxygen generator. This initiates the flow of oxygen to the passenger’s oxygen mask. A
flow indicator in the supply tube will show green when oxygen is flowing. The reservoir
bags on the passenger oxygen masks begins to fill with oxygen. The chemical oxygen
generator supplies approximately 13 minutes of oxygen to each mask.
When the oxygen compartment doors are open, the passengers will pull the oxygen
mask to their face, which pulls a lanyard connected to the firing pin of the chemical
oxygen generator. This initiates the flow of oxygen to the passenger’s oxygen mask. A
flow indicator in the supply tube will show green when oxygen is flowing. The reservoir
bags on the passenger oxygen masks begins to fill with oxygen. The chemical oxygen
generator supplies approximately 22 minutes of oxygen to each mask. <0071>
WARNING
When activated, the oxygen generator surface

temperature may reach 260 _C (500 _F). Do not
touch or attempt to remove generator. Burn injury can
result. If an active generator is inadvertently removed
from the compartment, the generator must be placed
in a metal container such as a lavatory or galley sink.
The generator’s heat will scorch other materials or
fabrics.

CSP A--013
Vol. 1 09--20--12
EMERGENCY EQUIPMENT
REV 56, Jan 31/03
Oxygen
NOTE
Odor similar to scorched cloth may be created by

activation of a generator. The odor does not affect the
purity of the oxygen supply and there is no fire hazard.

CSP A--013
Vol. 1 09--20--13
EMERGENCY EQUIPMENT
TO OPEN OXYGEN
COMPARTMENT MANUALLY
Insert latch release tool
in latch release slot to DOOR
release latch.
LATCH
RELEASE
LATCH TOOL
RELEASE
MAINTENANCE TAB (RED) SLOT
INDICATES DOOR DISABLED FLOW
INDICATOR
LANYARD 3 MASK UNIT

(APPROX. 5 INCH) (RIGHT SIDE
PASSENGER
ROWS)
MASKS
NOTE
Oxygen compartment door
latches electrically. Opened
by CPAM (Cabin alt at 14000 FT.)
or pilot operation of PASS OXY
switch/light. RESERVOIR
BAG
POTASSIUM FLOW
SUPEROXIDE (KO2) INDICATOR
GENERATOR
(13 MINUTES)
(22 MINUTES) <0071>
2 MASK UNIT
(LEFT SIDE
PASSENGER
ROWS, LAVATORY,
AND BOTH FLIGHT
ATTENDANT
LANYARD STATIONS).
(APPROX. 5 INCH)
RESERVOIR
MASKS
BAG
Passenger Oxygen System <MST>

Figure 09---20---6

CSP A--013
Vol. 1 09--20--14
EMERGENCY EQUIPMENT
REV 56, Jan 31/03
Oxygen
PASS OXY
ON

TO FLY N 45 E 135 S 225 W 315
STEER
Overhead Panel
PASS OXY ON
Caution (amber)
that oxygen system has
deployed. Accompanied
by an aural alert.
PASS OXY ON
<0039>
<0006>
Primary Page
Passenger Oxygen --- Control and EICAS Indication <MST>

Figure 09---20---7

CSP A--013
Vol. 1 09--20--15
EMERGENCY EQUIPMENT
I. Portable Oxygen System
There are two portable oxygen bottles, with disposable masks, installed in the aircraft.
One bottle is located near the flight attendant station and the other bottle is located in
the right aft overhead bin. The portable oxygen bottles and masks are provided to
supply oxygen to the crew or passengers during an emergency. The portable oxygen
bottles can be used for protection against smoke and harmful gases or as therapeutic
oxygen for first aid purposes.
The portable oxygen bottles allow the flight attendant to move about the passenger
compartment during an emergency. Each cylinder has two regulator outlets which are
color coded and pre-set to provide appropriate flow rates. An instruction decal located
on the cylinder provides clear, easy to read operating instructions. The needle in the
red band on the contents gauge, indicates that the bottle is fully charged.
WARNING
Take precautions to ensure that oxygen bottles do not

come into contact with oil, grease, or other
contaminants during handling. An explosion could
result if this happens.
SHUT--OFF
VALVE
CONTINUOUS FLOW OUTLET
100% OXYGEN AT 2 LITERS PER MINUTE)
CONTINUOUS FLOW OUTLET

(100% OXYGEN AT
4 LITERS PER MINUTE)
BOTTLE PRESSURE
GAUGE OPERATING
INSTRUCTIONS
PLACARD
PORTABLE OXYGEN
BOTTLE (11 CUBIC FEET)
CONSTANT FLOW MASKS

(DISPOSABLE)
CARRYING STRAP
(IN TOTE BAGS AT
BOTTLE LOCATIONS)
Portable Oxygen System

Figure 09---20---8

CSP A--013
Vol. 1 09--20--16
EMERGENCY EQUIPMENT
REV 56, Jan 31/03
Oxygen
J. System Circuit Breakers
SYSTEM SUB--SYSTEM CB NAME BUS BAR CB CB NOTE

PANEL LOCATION
CREW
Crew Oxygen Oxygen
OXYGEN P10
System Indication
MONITOR
PASS 2
OXYGEN /
CPAM Deploy P11
AUTO
DEPLOY
PASS
Pass Oxy On OXYGEN / DC BAT
Passenger 1 P11
Switch Deploy MANUAL
Oxygen DEPLOY
System
PASS
Latch Relay
OXYGEN / 2 P12
(RH)
RIGHT PASS
PASS
Latch Relay
OXYGEN / 1 P12
(LH)
LEFT PASS

CSP A--013
Vol. 1 09--30--1
EMERGENCY EQUIPMENT
Evacuation Devices REV 56, Jan 31/03
1. EVACUATION DEVICES
A portable megaphone, flashlights, crash axe and escape ropes are provided to assist in
emergency escape and aid in rescue operations. The megaphone is located in the right aft
overhead bin. A flashlight is located behind each pilot seat, one in the wardrobe, one next
to the flight attendant and one in the right aft overhead bin. The crash axe is located behind
the copilot’s seat. A flight compartment escape rope is located in the ceiling above the
copilot. Cabin escape ropes are located just aft of each overwing emergency exit. An area
on the top of the fuselage at the wing root is clearly marked as a break-in area for rescue
crew emergency access to the cabin.
A. Emergency Locator Transmitter
The emergency locator transmitter (ELT) is located in the aft equipment compartment
and is automatically activated during an aircraft crash. The ELT transmits a standard
swept tone on 121.5, and 243.0 MHz. The two position ELT switch is located in the
flight compartment on the overhead panel and is labeled ARM/RESET and ON. The
switch is used to test, arm and reset the unit. During normal flight operations, the ELT
switch is in the ARM/RESET position. The ELT can be manually activated by selecting
the ELT switch to ON. To reset the unit after it has been activated automatically, the
switch is selected to the ON position, then back to the ARM/RESET position.
The satellite capable emergency locator transmitter (ELT) is located in the aft
equipment compartment and is automatically activated during an aircraft crash. The
ELT transmits a standard swept tone on 121.5, 243.0 and 406.0 MHz for satellites. The
two position ELT switch is located in the flight compartment on the overhead panel and
is labeled ARM/RESET and ON. The switch is used to test, arm and reset the unit.
During normal flight operations, the ELT switch is in the ARM/RESET position. The ELT
can be manually activated by selecting the ELT switch to ON. To reset the unit after it
has been activated automatically, the switch is selected to the ON position, then back to
the ARM/RESET position. <0092>
The satellite capable emergency locator transmitter (ELT) is located in the aft
equipment compartment and is automatically activated during an aircraft crash. The
ELT transmits a standard swept tone on 121.5, 243.0 and 406.0 MHz for satellites. The
ELT switch is located in the flight compartment on the overhead panel and is labeled
ARM/RESET, AUTO and MANUAL. The switch is spring--loaded from the ARM/REST
position to the AUTO position. During normal flight operations, the ELT switch is in the
AUTO position which arms the unit. The ELT can be manually activated by selecting
the ELT switch to MANUAL. The ARM/RESET position is used to turn the unit “off”
once it has been activated either automatically or manually. <0016>

CSP A--013
Vol. 1 09--30--2
EMERGENCY EQUIPMENT
REV 56, Jan 31/03
Evacuation Devices
ELT ON caution (amber)

Indicates that ELT has been activated.
ELT
Used to test, arm
<0039> and reset transmitter.
<0006>
<0016>
Overhead Panel Overhead Panel
Primary Page
Emergency Locator Transmitter <MST>

Figure 09---30---1

CSP A--013
Vol. 1 09--40--1
EMERGENCY EQUIPMENT
Fire Fighting Equipment REV 56, Jan 31/03
1. FIRE FIGHTING EQUIPMENT
Portable fire extinguishers and protective breathing equipment is provided for fighting fires
which may occur in the flight or passenger compartment.
Portable fire extinguishers, fire protective gloves and protective breathing equipment is
provided for fighting fires which may occur in the flight or passenger compartment.
A. Portable Halon Fire Extinguishers
A hand-operated fire extinguisher containing Halon 1211 is installed in the flight

compartment. Halon 1211 is effective on electrical, oil and fuel fires, and is suitable for
use in cold weather. <0056>
There are three hand-operated fire extinguishers containing Halon 1211 installed in the
aircraft. One extinguisher is located in the cockpit, one in the entrance storage
compartment, and one on the right aft cabin bulkhead. Halon 1211 is effective on
electrical, oil and fuel fires, and is suitable for use in cold weather.
There are four hand-operated fire extinguishers containing Halon 1211 installed in the
aircraft. One extinguisher is located in the cockpit, one in the entrance storage
compartment, one on the right fwd cabin bulkhead and one on the right aft cabin
bulkhead. Halon 1211 is effective on electrical, oil and fuel fires, and is suitable for use
in cold weather. <Tyrolean>
There are three hand-operated fire extinguishers installed in the aircraft. One Halon
extinguisher is located in the cockpit and one Halon extinguisher is in the entrance
storage compartment. A water fire extinguisher is located on the right aft passenger
compartment bulkhead. Halon 1211 is effective on electrical, oil and fuel fires, and is
suitable for use in cold weather. Water extinguishers are effective on wood, paper and
fabric fires. <0067>
Operating instructions are on the bottle placard. Effective discharge time of a 2--1/2
pound Halon bottle is 8 to 15 seconds. After using a Halon extinguisher, promptly
ventilate the compartment (after successfully extinguishing the fire) to reduce gasses
produced by the fire and Halon.
WARNING
Crew exposure to high levels of Halon vapors may

result in dizziness, impaired coordination, and
reduced mental sharpness. If a fire extinguisher is to
be discharged in the flight compartment, all flight crew
must wear oxygen masks with EMERGENCY
selected (100% oxygen).

CSP A--013
Vol. 1 09--40--2
EMERGENCY EQUIPMENT
REV 56, Jan 31/03
Fire Fighting Equipment
NOZZLE
TRIGGER
HALON 1211
BOTTLE
OPERATING PLACARD
Portable Halon Fire Extinguisher

Figure 09---40---1

CSP A--013
Vol. 1 09--40--3
EMERGENCY EQUIPMENT
B. Portable Water Fire Extinguisher <0067>
A portable water fire extinguisher is located at the aft bulkhead. Water is useful for
extinguishing fires fueled by wood, paper and fabric. It does not have Halon’s
hazardous effect on people.

CSP A--013
Vol. 1 09--40--4
EMERGENCY EQUIPMENT
REV 56, Jan 31/03
DISCHARGE LEVER
TURN
HANDLE
FIRE EXTINGUISHER
LIQUID TYPE
TYPE II CATEGORY A
SAE SPEC. NO. XXXXX
F.A.A -- TSO -- XXXX
FOR USE ON CLASS ”A” FIRES
SUCH AS PAPER, CLOTH,
WOOD AND THE LIKE
TO OPERATE
TURN HANDLE TO RIGHT
1 AS FAR AS POSSIBLE
2 HOLD ERECT
PRESS LEVER TO
3 DISCHARGE
DIRECT STREAM AT BASE

4 OF FLAME
Portable Water Fire Extinguisher <0067>

Figure 09---40---2

CSP A--013
Vol. 1 09--40--5
EMERGENCY EQUIPMENT
C. Fire Protection Gloves
Fire protection gloves are located in the forward storage compartment.
D. Protective Breathing Equipment
The protective breathing equipment consists of three protective breathing units (PBUs).
The PBUs are self--contained smoke hoods with on--demand oxygen regeneration
systems. The PBU’S prevent injury to crew members from smoke inhalation. Each PBU
is in a vacuum--sealed bag, and is kept in a storage container with a tamper--proof seal.
One PBU is installed in the flight compartment, one is in the wardrobe and one is on the
right aft passenger compartment bulkhead. <0061><0062><0064>
The protective breathing equipment consists of three protective breathing units (PBUs).
The PBUs are self--contained smoke hoods with on--demand oxygen cylinders. The
PBU’S prevent injury to crew members from smoke inhalation. Each PBU is in a
vacuum--sealed bag, and is kept in a storage container with a tamper--proof seal. One
PBU is installed in the flight compartment, one is in the wardrobe and one is on the right
aft passenger compartment bulkhead. <0063>

CSP A--013
Vol. 1 09--40--6
EMERGENCY EQUIPMENT
REV 56, Jan 31/03
1 2 3
4 5 6
HOOD
(POSITIVE ANTI--SUFFOCATION
VENTILATION) VALVE
VACUUM--SEALED
FOIL POUCH AND
SPEAKER DIAPHRAGM SERVICABILITY
(INTERCOM, MICROPHONE, INDICATOR
MEGAPHONE, OR VOICE INSIDE BOX
TO PASSENGERS --
4 METERS)
TAMPER--PROOF
SEAL
STARTER
POTASSIUM SUPEROXIDE LANYARD
(KO2) CARTRIDGE
20 MINUTES DURATION
Protective Breathing Equipment <0061>

Figure 09---40---3

CSP A--013
Vol. 1 09--40--7
EMERGENCY EQUIPMENT
POTASSIUM SUPEROXIDE
(KO2) CANISTER AND
STARTER LANYARD
15 MINUTE DURATION
HOOD (POSITIVE
VENTILATION)
TENSION
OPERATING INSTRUCTIONS SPEAKER STRAP
INSIDE CONTAINER DIAPHRAGM
(INTERCOM,
PBE WITHIN VACUUM MICROPHONE,
SEALED FOIL POUCH MEGAPHONE)
TAMPER PROOF
SEAL ON LID

Figure 09---40---4

CSP A--013
Vol. 1 09--40--8
EMERGENCY EQUIPMENT
REV 56, Jan 31/03
TAMPER EVIDENT SEALS

VACUUM--SEALED POUCH
OPERATING
INSTRUCTIONS
2 Remove PBE
Open equipment
1
container
ACTIVATED HOOD
OXYGEN CYLINDERS
Remove from pouch

3 Activate oxygen flow
by snapping the two 4 Don hood
cylinders apart. (Approximately 15 minutes
of respiration protection)

Figure 09---40---5

CSP A--013
Vol. 1 09--40--9
EMERGENCY EQUIPMENT
1. Remove device from storage case. 2. Tear off red pull strip and remove device
from protective cover.
3. Pull activation ring, on the life support 4. With the life support pack away from user,
pack, in the direction indicated. grasp hole in neck seal with thumbs, insert
chin into hole and pull hood across face
and over head.
5. Pull hood down until headband firmly

engages forehead (approximately
15 minutes of respiration protection).
Figure 09---40---6

CSP A--013
Vol. 1 09--40--10
EMERGENCY EQUIPMENT
REV 56, Jan 31/03

CSP A--013
Vol. 1 09--50--1
EMERGENCY EQUIPMENT
Over Water Emergency Equipment REV 56, Jan 31/03
1. OVER WATER EMERGENCY EQUIPMENT
A life vest is provided for each member of the flight crew. One life vest is stowed under each
pilot seat, one life vest is stowed adjacent to the 3rd crew seat and one is adjacent to each
flight attendants seat.
Each life vest includes a manual and an oral inflation system, a locator light, and a system
for automatic battery plug removal during life vest deployment.
Each passenger seat cushion serves as a floatation device.

CSP A--013
Vol. 1 09--50--2
EMERGENCY EQUIPMENT
REV 56, Jan 31/03
Over Water Emergency Equipment
Oral Inflation Tube (red)

Used to manually inflate
half life vest if cartridge
inflation does not work.
Locator Light (clear)
Waist Strap and Clip

(Waist strap -- pull to
tighten).
Inflation Tab (red)

Pulling tab automatically
inflates life vest using
CO2 cartridge.
Automatic
Sea--water Signal Light Tab (yellow)
Battery (Pull to light).
Life Vest
Figure 09---50---1

CSP A--013
Vol. 1 09--50--3
EMERGENCY EQUIPMENT
Over Water Emergency Equipment REV 56, Jan 31/03
1. Locate and remove 2. Put the life vest 3. ...with the back piece
the life vest. over head... behind.
4. Fasten rings to catch. 5. Pull straps tight. 6. Jerk down on red

inflation tabs.
CAUTION
Inflate life vest just before leaving the airplane!

If using overwing emergency exit inflate life vest
when on the wing.
7. Should it become
necessary, life vest
can be orally inflated
by blowing into red
oral inflation tubes.
Life Vest Operation

Figure 09---50---2

CSP A--013
Vol. 1 09--50--4
EMERGENCY EQUIPMENT
REV 56, Jan 31/03
Over Water Emergency Equipment

CSP A--013
Vol. 1 10--00--1
FIRE PROTECTION
CHAPTER 10 --- FIRE PROTECTION
Page

INTRODUCTION 10--10
FIRE DETECTION AND EXTINGUISHING (FIDEEX) 10--20

Fire Detection and Extinguishing 10--20--1
Engine 10--20--1
Control Unit Failure Detection 10--20--7
Testing 10--20--10
APU 10--20--11
Cargo Compartment 10--20--16
Testing 10--20--21
LAVATORY 10--30
Lavatory Fire Protection 10--30--1
Detection 10--30--1
Extinguishing 10--30--3
MAIN LANDING GEAR OVERHEAT DETECTION 10--40

Main Landing Gear Overheat Detection 10--40--1
INTRODUCTION
Figure 10--10--1 Detection System Block Diagram 10--10--2
Figure 10--10--2 Extinguishing System Block Diagram 10--10--3
FIRE DETECTION AND EXTINGUISHING (FIDEEX)

Figure 10--20--1 Engine Fire/Overheat Detection System -- Schematic 10--20--2
Figure 10--20--2 Fire Detection/Firex Monitor Panel 10--20--3
Figure 10--20--3 Engine Fire Indications 10--20--4
Figure 10--20--4 Fire Protection Warnings and
Caution Messages 10--20--5
Figure 10--20--5 Engine Firex Monitoring System 10--20--6

CSP A--013
Vol. 1 10--00--2
FIRE PROTECTION
REV 56, Jan 31/03
Table of Contents
Figure 10--20--6 APU Fire Detection System -- Schematic 10--20--12

Figure 10--20--7 Fire Detection and Extinguishing -- APU Pushbuttons 10--20--13
Figure 10--20--8 APU Fire Extinguishing System 10--20--14
Figure 10--20--9 APU EICAS Indications 10--20--15
Figure 10--20--10 Cargo Compartment Fire Protection 10--20--18
Figure 10--20--11 Cargo Compartment Firex Monitor -- Schematic 10--20--19
Figure 10--20--12 Cargo Compartment Smoke --
Figure 10--20--13 Cargo Compartment Firex Test 10--20--21
LAVATORY
Figure 10--30--1 Lavatory Smoke --
Figure 10--30--2 Lavatory Waste Compartment Extinguisher 10--30--3
MAIN LANDING GEAR OVERHEAT DETECTION

Figure 10--40--1 Main Landing Gear Overheat --
Figure 10--40--2 Main Landing Gear Overheat -- System Test 10--40--3

CSP A--013
Vol. 1 10--10--1
FIRE PROTECTION
1. INTRODUCTION
The aircraft fire protection system consists of the following separate subsystems:
S Fire and overheat detection
S Fire extinguishing.
The fire protection system provides detection and extinguishing of a fire in the engine
nacelles, the auxiliary power unit (APU) compartment and the cargo compartment. An
independent system is provided for fire detection and extinguishing in the lavatory. A
detection system is also provided for the main landing gear wheel wells.
The fire protection system provides detection and extinguishing of a fire in the engine
nacelles and the auxiliary power unit (APU) compartment. The main landing gear wheel
wells are provided with fire detection only. An independent system is provided for fire
detection and extinguishing in the lavatory. <0057>
Indications to alert the crew to fire, smoke and overheat conditions as well as fire protection
system health are provided by the EICAS displays and panel lights.

CSP A--013
Vol. 1 10--10--2
FIRE PROTECTION
REV 56, Jan 31/03
Introduction
LH ENGINE AND
FIRE DETECTION/ JET PIPE DUAL
FIREX MONITOR LOOP SENSING
PANEL ELEMENTS
FIRE AND RH ENGINE AND

LH ENG OVERHEAT
FIRE PUSH JET PIPE DUAL
CONTROL LOOP SENSING
SWITCH/LIGHT UNIT ELEMENTS
RH ENG APU DUAL

FIRE PUSH LOOP SENSING
SWITCH/LIGHT ELEMENTS
<PRE 0057> CARGO

APU COMPARTMENT
FIRE PUSH
SWITCH/LIGHT
SMOKE
DETECTOR
1
<PRE 0057>
NORMAL
CARGO SMOKE
SMOKE
PUSH <PRE 0057>
DETECTOR
SWITCH/LIGHT
2
<PRE 0057>
STANDBY <PRE 0057>
CARGO SMOKE LAVATORY
PUSH
SMOKE
SWITCH/LIGHT
DETECTOR
RH MLG MLG BAY

WHEEL WELL OVHT TEST
SENSING PANEL
OVERHEAT
ELEMENT
DETECTION
CONTROL
UNIT
LH MLG
WHEEL WELL
DCU’S
SENSING
ELEMENT
Detection System Block Diagram <MST>

Figure 10---10---1

CSP A--013
CARGO
SMOKE NORMAL STANDBY
DETECTORS CARGO SMOKE CARGO SMOKE
PUSH PUSH
<PRE 0057>
LH ENG RH ENG NORMAL STANDBY

FIRE PUSH FIRE PUSH BOTTLE ARMED BOTTLE ARMED CARGO
SWITCH/LIGHT SWITCH/LIGHT PUSH TO DISCH PUSH TO DISCH COMPARTMENT
BOTTLE ARMED BOTTLE ARMED

PUSH TO DISCH PUSH TO DISCH FIRE DETECTION
SWITCH/LIGHT SWITCH/LIGHT CONTROL UNIT CARGO FIRE CARGO FIRE
EXTINGUISHER EXTINGUISHER
CONTAINER CONTAINER
ENGINE FIRE ENGINE FIRE APU

EXTINGUISHER EXTINGUISHER FIRE PUSH
Introduction
CSP A--013
CONTAINER CONTAINER SWITCH/LIGHT
LAVATORY
FIRE PROTECTION
TRASH BIN
Figure 10---10---2
AUTOMATIC MODE LAVATORY

LH ENGINE RH ENGINE BOTTLE ARMED 5 SECOND DELAY FIRE
NACELLE NACELLE PUSH TO DISCH AND WEIGHT ON EXTINGUISHER
SWITCH/LIGHT WHEELS RELAY
Extinguishing System Block Diagram <MST>

FLIGHT COMPARTMENT
Vol. 1
FIRE DETECTION/ APU FIRE

APU PORTABLE FIRE
MONITOR EXTINGUISHER HORN
ENCLOSURE EXTINGUISHER
PANEL CONTAINER
CABIN
MASTER
10--10--3
REV 56, Jan 31/03
DUC’S PORTABLE FIRE

EXTINGUISHER
Vol. 1 10--10--4
FIRE PROTECTION
REV 56, Jan 31/03
Introduction

CSP A--013
Vol. 1 10--20--1
FIRE PROTECTION
Fire Detection and Extinguishing (FIDEEX) REV 56, Jan 31/03
1. FIRE DETECTION AND EXTINGUISHING
A. Engine
Each engine detection system is divided into two zones (A and B):
S Zone A covers the core section of the engine and is provided with fire detection and
extinguishing
S Zone B covers the exhaust pipe and pylon area which contains the 10th and 14th
stage bleed air ducting. No fire extinguishing protection is provided for this zone.
Engine fire detection is provided by dual heat sensitive detection loops (designated
loop A and B) arranged in parallel around the engine, exhaust pipe and pylon areas.
Each loop is connected to the control unit and is monitored continuously for fire or
overheat conditions. In normal operation, both detection loops must detect a fire or
overheat condition before a fire warning is generated.
Control unit loop detection is controlled through LH/RH, ENG and JET switches on the
FIRE DETECTION panel. The switch is used to select A, BOTH or B loop detection.
If one loop detects a fire, when both loops are selected, this is considered a False Fire
and a L/R FIRE FAIL caution message will be displayed on the EICAS primary page.
During normal operations with both loops selected, the tables in this section lists the
indications that are displayed if a fire, failure, or power loss is detected:

CSP A--013
Vol. 1 10--20--2
FIRE PROTECTION
REV 56, Jan 31/03
Fire Detection and Extinguishing (FIDEEX)
ENGINE FIRE MASTER CAUTION

MASTER CAUTION
PUSH SWITCH/LIGHT SWITCH/LIGHT
SWITCH/LIGHT
MASTER WARNING MASTER WARNING
PILOT’S CO--PILOT’S
GLARESHIELD GLARESHIELD
XXXXXXX XXXXX
EICAS
PRIMARY
PAGE
DCU’S
CONTROL UNIT
LHS ENGINE RHS ENGINE
ENGINE LOOPS ENGINE LOOPS
FIXED CORE
COWL LOOPS
PYLON LOOPS
JETPIPE LOOPS
Engine Fire/Overheat Detection System --- Schematic

Figure 10---20---1

CSP A--013
Vol. 1 10--20--3
FIRE PROTECTION
TEST Toggle Switch

(spring loaded to
center)
WARN -- Simulates
JET LH, RH Toggle
Switches a fire or overheat
Selects jetpipe and condition on the
pylon overheat engines
detection loop A, loop with the following
B or both (for normal indications:
ENG LH, RH Toggle operation).
Switches Firebell rings,
Selects engine fire
detection loop A, loop L (R) ENG FIRE, and
B or both (for normal L (R) JETPIPE
operation). OVHT warning
messages come on,
”JETPIPE
OVERHEAT”
aural warning
comes on,
HYD SOV 1 (2)
OPEN, L (R) ENG
SOV OPEN,
caution messages
come on,
LH (RH) ENG FIRE
PUSH, BOTTLE 1
and 2 ARMED
PUSH TO DISCH
switch/lights come
on.
FAIL -- Simulates a
<PRE 0057> short on the selected
loops (A or B) with
ENGINE BOTTLE 1, 2 Toggle the following
Switches (spring loaded to indications:
NORM)
TEST -- Applicable Firex L (R) FIRE FAIL,
bottle squib circuit APU FIRE FAIL,
continuity are checked. and L (R) JET
L/R ENG SQUIB 1 (2) OVHT FAIL caution
advisory (green) message messages come on.
displayed if test
successful.
NORM -- Selects normal
operation.
Fire Detection/Firex Monitor Panel <MST>

Figure 10---20---2

CSP A--013
Vol. 1 10--20--4
FIRE PROTECTION
REV 56, Jan 31/03
Pilot’s Glareshield Panel Copilot’s Glareshield Panel
LH/RH ENG FIRE

PUSH Switch/Light
(guarded) BOTTLE 1/2 ARMED
Comes on (red) when PUSH TO DISCH
fire is detected in Switch/Lights
respective engine. Comes on (green) to
indicate that:
Pressed in -- Affected: Applicable firex
Squibs on both firex bottle squib
bottles are armed. armed.
Fuel feed SOV During FIRE WARN
closes. TEST:
Applicable squib
Bleed air SOV confirmed
closes. operational.
Hydraulic SOV Pressed in --
closes. Fires squib to
discharge applicable
Engine--driven engine bottle.
generator shuts L ENG FIRE
down. <0039> R ENG FIRE
Pressed out -- L/R ENG FIRE

Warning (red)
Affected: Comes on to indicate
Squibs of both firex that a fire exists in the
bottles are disarmed. respective engine.
Fuel feed SOV -- Firebell --
open.
Bleed air SOV opens .
Hydraulic SOV opens. <0006>
Engine--driven
generator becomes
available.
During FIRE WARN

TEST:
Comes on (red) during
test of respective
engine fire detector
loop. Primary Page
Engine Fire Indications <MST>

Figure 10---20---3

CSP A--013
Vol. 1 10--20--5
FIRE PROTECTION
L/R ENG FIRE Warning (red) L, R JETPIPE OVHT Warning (red)

Comes on to indicate Comes on to indicate that an overheat
that a fire exists in the condition exists in the respective
respective engine. engine jetpipe/engine pylon.
-- Firebell --
L, R FIRE FAIL Caution (amber)
Comes on to indicate that a failure
exists in the respective engine fire
sensing loops (A & B).
L ENG FIRE
<0039> R ENG FIRE L, R JET OVHT FAIL Caution
L JETPIPE OVHT (amber)
R JETPIPE OVHT
L FIRE FAIL
Comes on to indicate that a failure
R FIRE FAIL exists in the respective jetpipe
L JET OVHT FAIL overheat sensing loops (A & B).
R JET OVHT FAIL
ENG BTL 1 LO
ENG BTL 2 LO
ENG BTL 1, 2 LO Caution (amber)
Comes on to indicate that the
respective firex bottle is discharged.
<0006>
JETPIPE OVERHEAT
Primary Page
L ENG SQUIB 1
R ENG SQUIB 1
L ENG SQUIB 2
L, R ENG SQUIB 1 Advisory message R ENG SQUIB 2 <0039>
(green)
Comes on to indicate that the respective
squib of firex bottle 1 is operative.
<0039>
L, R ENG SQUIB 2 Advisory message

(green)
squib of firex bottle 2 is operative.
Status Page
Fire Protection Warnings and Caution Messages <MST>
Figure 10---20---4

CSP A--013
Vol. 1 10--20--6
FIRE PROTECTION
REV 56, Jan 31/03
NO. 1 AFT EQUIPMENT BAY NO. 2

ENGINE ENGINE
FIREX FIREX
BOTTLE BOTTLE
ZONE A ZONE A
LH ENGINE RH ENGINE
TO
EICAS
VISUAL
BOTTLE 1 BOTTLE 2
ARMED ARMED
PUSH TO PUSH TO
DISCH DISCH
LH ENG RH ENG
FIRE FIRE
PUSH PUSH
EICAS FIRE
WARNING LOGIC
<PRE 0057>
Engine Firex Monitoring System <MST>

Figure 10---20---5

CSP A--013
Vol. 1 10--20--7
FIRE PROTECTION
B. Control Unit Failure Detection
When the control unit detects a failure in one loop, due to a short or power loss, there is
no indication of the failure until the WARN test is performed. The control unit will
automatically switch to single loop detection. Single loop operation can also be
selected by placing the defective loop switch on the FIRE DETECTION panel from
BOTH to the good loop (A or B). During normal operations with one loop selected, the
following table lists the indications that are displayed if a fire, failure, or power loss is
detected:
LOOP CONDITION (Dual Loops) INDICATIONS

LOOP A LOOP B FAIL MESSAGE FIRE WARNINGS
(Caution)
Normal Normal
Detecting Fire Detecting Fire ON
Short or Power Short or Power ON
Failure Failure
Normal Detecting False Fire ON
Normal Short or Power
Failure
Detecting Fire Short or Power ON
Failure
Detecting False Fire Normal ON
Open Normal
Short or Power Open
Failure
Open Open
Open detecting fire Detecting Fire ON
NOTE: 1. Normal, means a serviceable loop with no fire or short
detected.
2. False Fire, means one loop detects a fire and the other loop is
normal.
3. When a jet pipe overheat is detected, the ENG FIRE switchlight
does not illuminate with the EICAS and aural warnings.

CSP A--013
Vol. 1 10--20--8
FIRE PROTECTION
REV 56, Jan 31/03
LOOP CONDITION INDICATIONS

(single loop)
LOOP A or LOOP B FAIL MESSAGE FIRE WARNINGS
Normal
Detecting Fire ON
Short or Power Failure ON
Open
Open with fire ON
C. Testing
The control unit provides a means of testing the detection system by selectively
simulating fire/overheat and fail conditions on the selected loops (A or B). The following
table lists the possible loop conditions when the WARN test is performed:

(Both Loops selected)
LOOP A LOOP B FAIL MESSAGE FIRE WARNINGS
(Caution)
Normal Normal ON
Open loop Open loop
Short or Power Short or Power ON
Failure Failure
Normal Open loop
Normal Short or Power ON ON
Failure
Short or Power Open loop ON
Failure
Open loop Normal
Short or Power Normal ON ON
Failure
Open loop Short or Power ON
Failure

CSP A--013
Vol. 1 10--20--9
FIRE PROTECTION

(Single loop selected)
LOOP A or LOOP B FAIL MESSAGE FIRE WARNINGS
Normal ON
Detecting Fire ON
Open loop
Short or Power Failure ON
The following table lists the possible loop conditions when the fail test is performed:
LOOP A LOOP B FAIL MESSAGE (Caution)

Normal Normal ON
LOOP A or LOOP B (Single Loop) FAIL MESSAGE (Caution)

Loop A Selected ON
Loop B Selected ON
The engine fire extinguishing system provides a means to extinguish fires in the left and
right engines. The system consists of two FIREX bottles, located in the aft equipment
compartment, a low pressure switch, a bottle pressure gauge and discharge lines. The
bottles contain Halon and are pressurized to 600 psi. Each bottle has two firing
cartridges (squibs) to permit discharge of the fire extinguishing agent into either engine
nacelle. The pressure switches are connected to the FIDEEX, and if the bottle
pressure decrease to a preset point, an ENG BTL 1 (2) LO caution message will be
displayed on the EICAS primary page.
ENGINE FIRE EXTINGUISHING

EVENT GLARESHIELD INDICATIONS
(Left engine
fire
procedure is
described, RESULT LH BOTTLE 1 BOTTLE 2
the right ENG ARMED ARMED MASTER
engine fire FIRE PUSH TO PUSH TO WARNING
procedure is PUSH DISCH DISCH
similar)
1 Fire condi- -- Firebell sounds.
tion occurs -- MASTER WARNING and LH
in the left FIRE PUSH switchlights ON OUT OUT ON
engine fire come on.
zone.

CSP A--013
Vol. 1 10--20--10
FIRE PROTECTION
REV 56, Jan 31/03

2 MASTER -- Firebell is silenced.
WARNING -- MASTER WARNING
switchlight switchlight goes out and the ON OUT OUT OUT
is pressed system is reset.
in.
3 Left thrust -- LH ENG FIRE PUSH
lever is set switchlight remains on.
to the ON OUT OUT OUT
SHUTOFF
position.
4 LH ENG -- BOTTLE 1 ARMED PUSH
FIRE TO DISCH switchlight com-
PUSH es on.
switchlight -- BOTTLE 2 ARMED PUSH
is pressed TO DISCH switchlight com-
in. es on.
-- Left squibs of bottles 1 and 2 ON ON ON OUT
are armed.
-- Left engine fuel SOV closes.
-- Left bleed air SOV closes.
-- Left hydraulic SOV closes.
-- Left IDG shuts down.
5 BOTTLE 1 -- Left squib on bottle 1 fires.
ARMED -- FIREX agent from bottle 1
PUSH TO discharges into left power
DISCH plant fire zone A. ON ON ON OUT
switchlight
is pressed
in.
6 Bottle 1 -- The pressure switch on
fully bottle 1 opens as pressure
discharges drops below 225 to 275 psi. ON OUT ON OUT
. -- ENG BTL 1 LO is displayed
on the EICAS.
7 If fire -- LH ENG FIRE PUSH
condition switchlight remains on.
in left ON OUT ON OUT
engine
persists.

CSP A--013
Vol. 1 10--20--11
FIRE PROTECTION

8 BOTTLE 2 -- Left squib on bottle 2 fires.
ARMED -- FIREX agent from bottle 2
PUSH TO discharges into left engine
DISCH engine fire zone A. ON OUT ON OUT
switchlight
is pressed
in.
9 Bottle 2 -- The pressure switch on
fully bottle 2 opens as pressure
discharges drops below 225 to 275 psi. OUT OUT OUT OUT
. -- ENG BTL 2 LO is displayed
on EICAS.
D. APU
The APU fire detection system is used to detect a fire or overheat condition in the APU
enclosure. The detection system consists of dual heat sensitive detection loops
arranged in parallel around the inside of the APU enclosure. Each loop is connected to
the control unit and is monitored continuously for fire or overheat conditions. In normal
operation, both detection loops must detect a fire or overheat condition before a fire
warning alarm is issued. If a short or open circuit fault is detected in one loop, the
control unit will automatically switch to single loop detection and the EICAS will display
an APU FIRE FAIL caution message on the primary page.
APU fire protection has two modes of operation:
S Ground Mode -- When a fire is detected, the control unit closes the fuel and bleed
air shutoff valves and the APU shuts down. Five seconds later the fire bottle
automatically discharges and the external horn sounds.
S Flight Mode -- When a fire is detected, the control unit closes the fuel and bleed air
shutoff valves and the APU shuts down, but the fire bottle must be discharged
manually using the APU BOTTLE ARMED PUSH TO DISCH switchlight on the
copilots glareshield.

CSP A--013
Vol. 1 10--20--12
FIRE PROTECTION
REV 56, Jan 31/03
APU TOGGLE
FIRE DETECTION/ SWITCH
/FIREX MONITOR PANEL WARN/FAIL
TEST SWITCH
MASTER
CAUTION MASTER
APU FIRE CAUTION
MASTER PUSH MASTER
WARNING WARNING
GLARESHIELD GLARESHIELD
XXXXXXX XXXXX
CONTROL UNIT
PRIMARY PAGE
APU
ENCLOSURE
SENSOR
ELEMENTS
APU Fire Detection System --- Schematic

Figure 10---20---6

CSP A--013
Vol. 1 10--20--13
FIRE PROTECTION
APU FIRE PUSH

Used to arm the APU bottle squib.
Closes the APU bleed air load control
valve and turns off the APU fuel pump.
APU FIRE PUSH (red) light
indicates that a fire is detected
in the APU enclosure.
BOTTLE
ARMED BOTTLE ARMED PUSH TO DISCH
PUSH TO
DISCH Used to discharge the APU bottle.
BOTTLE ARMED PUSH TO DISCH
(green) light indicates that the bottle
Right Glareshield squib is armed and the bottles
is charged.
Fire Detection and Extinguishing --- APU PushButtons

Figure 10---20---7

CSP A--013
Vol. 1 10--20--14
FIRE PROTECTION
REV 56, Jan 31/03
DCU APU ENCLOSURE
FIREX MONITOR
PANEL
APU BOTTLE
TEST
CARTRIDGE
TUBE AND
NOZZLE
ASSEMBLY
APU
FIRE
HORN
5 SEC WEIGHT ON
DELAY WHEELS
RELAY RELAY
THERMAL DISCHARGE LINE APU FIRE

EXTINGUISHER
CONTAINER
FIRE
DETECTION
CONTROL FILL AND
UNIT SAFETY FITTING
APU
FIRE
LOOPS
APU Fire Extinguishing System

Figure 10--20--8

CSP A--013
Vol. 1 10--20--15
FIRE PROTECTION
APU FIRE Warning (red)

that a fire exists in the
APU.
APU FIRE FAIL Caution (amber)

APU FIRE Comes on to indicate that a failure
<0039> APU FIRE FAIL exists in the APU fire sensing loops
APU BTL LO (A&B).
APU BTL LO Caution (amber)

Comes on to indicate that the APU
firex bottle discharged.
<0006>
- Firebell
- Exterior Horn
(Sounds on ground
and system will
automatically
discharge after 5
seconds).
Primary Page
APU SQUIB 1
APU SQUIB 2
<0039>
APU SQUIB 1, 2 Advisory message

(green)
element on the squib is operative. <0039>
Status Page
APU EICAS Indications <MST>
Figure 10---20---9

CSP A--013
Vol. 1 10--20--16
FIRE PROTECTION
REV 56, Jan 31/03
APU FIRE EXTINGUISHING

GLARESHIELD INDICATIONS
BOTTLE
EVENT RESULT MASTER
APU FIRE ARMED
WARN-
PUSH PUSH TO
ING
DISCH
1 Fire condition occurs in -- Firebell sounds.
APU fire zone. -- MASTER WARNING and APU
FIRE PUSH lights come on.
-- APU shuts down automatically. ON OUT ON
If the aircraft is on the ground:
-- The APU bottle automatically
discharges after 5 seconds.
2 MASTER WARNING is -- Firebell is silenced.
pressed in. -- MASTER WARNING light goes ON OUT OUT
out and system is reset.
3 APU FIRE PUSH -- BOTTLE ARMED PUSH TO
switchlight is pressed in. DISCH light comes on.
-- If airborne, the APU fire shutoff
relay is energized to shut down
the APU. ON ON OUT
-- APU squibs are armed.
-- APU fuel SOV closes.
-- APU bleed air LCV closes.
4 BOTTLE ARMED PUSH -- APU squib fires.
TO DISCH is pressed in. -- FIREX agent discharges into ON ON OUT
the APU enclosure.
5 APU bottle fully -- Pressure switch on bottle
discharges. opens as pressure drops below
225 to 275 psi. OUT OUT OUT
-- APU BTL LO is displayed on
EICAS.
E. Cargo Compartment
The cargo smoke detection system consists of two optical type smoke detectors
(NORMAL and STANDBY) located in the ceiling of the cargo compartment. Both
smoke detectors are protected from damage by a steel cage. Each detector is capable
of producing an alarm signal within an established time frame and smoke concentration
level. The detectors are positioned to avoid false alarms with overlapping coverage to
guard against the failure of one detector. When smoke is detected by one or both
detectors, air flow into and out of the cargo compartment is shut off to isolate the
compartment. A SMOKE CARGO warning message is displayed on the EICAS primary
page, a SMOKE aural warning is generated and both CARGO SMOKE PUSH
(cover--guarded) switchlights illuminate on the CARGO FIREX panel.

CSP A--013
Vol. 1 10--20--17
FIRE PROTECTION
NOTE
Operation of mobile transceivers in close proximity to

the smoke detectors or exhaust fumes from ground
handling equipment may cause a false alarm.
Fire extinguishing for the cargo compartment is provided by two FIREX bottles, a high
rate discharge bottle and a low rate discharge bottle. Both bottles are located in the aft
equipment compartment, and are pressurized with extinguishing agent (Halon). Each
bottle has a firing cartridge with two squibs, used to discharge the Halon into the cargo
compartment. Each bottle has a low pressure switch and a pressure gauge. When
either BOTTLE ARMED PUSH TO DISCHARGE DISCH switchlight is pushed, both
bottles will discharge simultaneously. The high rate discharge bottle is designed to
quickly deliver extinguishing agent into the cargo compartment for initial fire
suppression. The low rate discharge bottle discharges slowly, maintaining a flow of
extinguishing agent into the cargo compartment (over a 30 minute period) to prevent
re-ignition and allow for aircraft diversion. If either bottle pressure decrease to a preset
point, the pressure switch opens, and a CARGO BTL LO caution message will be

CSP A--013
Vol. 1 10--20--18
FIRE PROTECTION
REV 56, Jan 31/03
NORMAL (STANDBY)
CARGO SMOKE
(coverguard)
PUSH Switch/Lights
Come on (red) when
a smoke condition is
detected in the cargo
compartment.
Pressed in --
Respective squib of
cargo compartment
firex bottle is armed.
Pressed out --
CARGO FIREX Respective squib of
cargo compartment
NORMAL STANDBY firex bottle is
disarmed.
CARGO BOTTLE CARGO BOTTLE

ARMED ARMED
SMOKE SMOKE
PUSH TO PUSH TO
PUSH DISCH PUSH DISCH
NORMAL (STANDBY),
BOTTLE ARMED PUSH TO DISCH Switch/Lights
Come on (green) when the respective CARGO SMOKE PUSH switch/light
is pressed in, to indicate that the cargo compartment firex bottle is charged
and the respective squib is armed.
Pressed in --Squibs in both bottles fire.
NOTE
BOTTLE ARMED -- PUSH TO DISCH
Green light goes out once the firex
bottle is discharged (goes out when
CARGO BTL LO caution message
comes on).
Cargo Compartment Fire Protection

Figure 10---20---10

CSP A--013
Vol. 1 10--20--19
FIRE PROTECTION
TO TO
EICAS EICAS
LOW
BOTTLE #1 PRESSURE
SWITCH
BOTTLE #2
PRESSURE
GAUGE
SMOKE DETECTOR 1
ALARM OUTPUT
BOTTLE
WITHIN TEST INPUT
RUPTURE METERING
A BOTTLE DISC ORIFICE
METERING SQUIB 1
ORIFICE
SQUIB 2 SQUIB 2
TO DISCHARGE SMOKE DETECTOR 2

NOZZLE TO EICAS
ALARM OUTPUT
TEST INPUT
TO
EICAS
BOTTLE BOTTLE
CARGO ARMED CARGO ARMED
SMOKE SMOKE
PUSH TO PUSH TO
PUSH PUSH
DISCH DISCH
NORMAL STANDBY
Cargo Compartment Firex Monitor --- Schematic

Figure 10---20---11

CSP A--013
Vol. 1 10--20--20
FIRE PROTECTION
REV 56, Jan 31/03
SMOKE CARGO
Warning (red)
that a smoke condition
exists in the cargo
compartment.
SMOKE CARGO
CARGO BTL LO SMOKE
<0039>
CARGO BTL LO
Caution (amber)
that the cargo
compartment bottle is
<0006>
discharged. The
message may take up
to 20 minutes before it
comes on, as the
cargo firex bottle
gradually discharges.
Primary Page
CARGO SQUIB 1
CARGO SQUIB 2
<0039>
CARGO SQUIB 1 (2)

Advisory (green)
Comes on to indicate,
when the cargo firex <0039>
bottle test is performed,
that the elements on
the squibs are
operative.
Status Page
Cargo Compartment Smoke --- EICAS Indications <MST>
Figure 10---20---12

CSP A--013
Vol. 1 10--20--21
FIRE PROTECTION
Fire Detection/Firex Monitor Panel
CARGO BOTTLE TEST 2 -- Simulates

Toggle Switch a smoke condition
(spring loaded to on detector 2.
center)
The following come
NOTE TEST 1 -- Simulates on:
If a CARGO BOTTLE a smoke condition
test is conducted with on detector 1.
the CARGO switch
selected to FAN or The following come
COND AIR, a CARGO on: SMOKE CARGO
FAN FAIL status warning message
message will come on. comes on,
CARGO SQUIB 2
SMOKE CARGO advisory message
warning message comes on (continuity
comes on, check of squib 2),
CARGO SQUIB 1 CARGO FIREX

advisory message panel:
comes on (continuity NORMAL CARGO
check of squib 1), SMOKE PUSH, (red)
CARGO FIREX STANDBY CARGO

panel: SMOKE PUSH (red),
NORMAL CARGO and
SMOKE PUSH (red) STANDBY BOTTLE
ARMED PUSH TO
NORMAL BOTTLE DISCH (green) lights
ARMED PUSH TO on.
DISCH (green), and
NORMAL --
STANDBY CARGO
Selected for
SMOKE PUSH
normal operation.
(green) lights
on.
Cargo Compartment Firex Test

Figure 10---20---13

CSP A--013
Vol. 1 10--20--22
FIRE PROTECTION
REV 56, Jan 31/03
F. Testing
Testing is initiated using the TEST 1 / NORM / TEST 2 switch located on the FIRE
DETECTION/ FIREX Monitor Panel. TEST 1 tests the NORMAL smoke detector and
the bottle 1 squibs. TEST 2 tests the STANDBY smoke detector and the bottle 2
squibs. Test results are displayed on the EICAS.
CARGO COMPARTMENT FIRE EXTINGUISHING

INDICATIONS
EVENT BOTTLE
RESULT CARGO MASTER
ARMED
SMOKE WARN-
PUSH TO
PUSH ING
DISCH
1 Smoke condition occurs -- “Smoke” aural warning is an-
in the cargo nunciated.
compartment. -- MASTER WARNING and
SMOKE CARGO warning ON OUT ON
messages comes on.
-- SMOKE CARGO PUSH
switchlights come on.
2 MASTER WARNING -- “Smoke” aural warning is
switchlight is pressed in. silenced.
ON OUT OUT
-- MASTER WARNING light goes
out and the system is reset.
3 SMOKE CARGO PUSH -- BOTTLE ARMED PUSH TO
is pressed in. DISCH light comes on. ON ON OUT
-- Cargo bottle squibs are armed.
4 BOTTLE ARMED PUSH -- Squibs of both bottles fire.
TO DISCH is pressed in. -- Extinguishing agent discharges ON ON OUT
into the cargo compartment.
5 One bottle fully -- Pressure switch on one bottle
discharges. opens as pressure drops below
set level.
-- CARGO BTL LO caution
message is displayed on the OUT OUT OUT
EICAS primary page.
-- Remaining bottle continues to
discharge for a minimum of 30
minutes.

CSP A--013
Vol. 1 10--20--23
FIRE PROTECTION

PANEL LOCATION
FIRE DET
N1
LOOP A
Fire Detector FIRE DET
DC BATT N2
p
loops LOOP B
FIRE DET
N3
TEST
FIRE EXT 1 R
R1
ENG
FIRE EXT 1 L
R2
ENG
Fire Engine Bottles
FIRE EXT 2 R
Protection 1 R3
ENG
Systems DC EMER
FIRE EXT 2 L
R4
ENG
APU FIRE EXT
R5
A
APU Bottle
APU FIRE EXT
R6
B
CARGO DC BATT
P1
Cargo Smoke FIREX 1 BUS
Detection CARGO
DC BUS 1 G1
FIREX 2

CSP A--013
Vol. 1 10--20--24
FIRE PROTECTION
REV 56, Jan 31/03

CSP A--013
Vol. 1 10--30--1
FIRE PROTECTION
Lavatory REV 56, Jan 31/03
1. LAVATORY FIRE PROTECTION
Lavatory fire detection and protection consists of a ceiling mounted smoke detector and a
waste compartment fire extinguisher.
A. Detection
The smoke detector monitors the lavatory for the presence of smoke. When the smoke
density exceeds a preset level, the detector sounds an aural alarm and a SMOKE
TOILET caution message is displayed on the EICAS primary page.
The smoke detector monitors the lavatory for the presence of smoke. When the smoke
density exceeds a preset level, the detector sounds an aural alarm and a SMOKE
TOILET warning message is displayed on the EICAS primary page. <0037>
The smoke detector can be tested by pressing the test button on the detector. During
the test, an aural alarm sounds in the lavatory, the red alarm light on the detector
comes on and a SMOKE TOILET caution message is displayed on the EICAS primary
page. The system is reset by pressing the interrupt button on the detector.
The smoke detector can be tested by pressing the test button on the detector. During
the test, an aural alarm sounds in the lavatory, the red alarm light on the detector
comes on and a SMOKE TOILET warning message is displayed on the EICAS primary
page. The system is reset by pressing the interrupt button on the detector. <0037>
NOTE
Operation of mobile transceivers in close proximity to

the smoke detectors or exhaust fumes from ground
equipment may cause a false alarm.

CSP A--013
Vol. 1 10--30--2
FIRE PROTECTION
REV 56, Jan 31/03
Lavatory
Alarm Light (red) Power Light (green)

Comes on with the Comes on to indicate Interrupt Pushbutton
aural alarm to indicate that the unit is powered. Used to reset smoke detector.
exists in the lavatory.
Test Pushbutton
Used to test smoke detector.
When pressed in:
Aural alarm comes on.
Alarm light comes on.
EICAS warning message
is displayed.
700 and 2000 Hz tone
Smoke Detector
Lavatory Ceiling
SMOKE TOILET
Caution (amber)
Comes on with the
aural alarm to indicate
SMOKE TOILET
<0039> exists in the lavatory.
SMOKE TOILET <0037>

Warning (red)
Comes on with the
aural alarm to indicate
exists in the lavatory.
<0006>
Primary Page
Lavatory Smoke --- EICAS Indications <MST>
Figure 10---30---1

CSP A--013
Vol. 1 10--30--3
FIRE PROTECTION
Lavatory REV 56, Jan 31/03
B. Extinguishing
Fire extinguishing in the lavatory waste paper towel container is initiated automatically.
The system consists of a disposable Halon fire extinguisher bottle with dual discharge
nozzles. The bottle is mounted near the waste container with the nozzles extending
into the waste container. The end of each discharge nozzle is sealed with a heat
sensitive capsule which, when subjected to heat, melts to release the extinguishing
agent into the waste container. A temperature indicating strip sensor is located on the
inside of the waste compartment door. The sensor is used to provide an indication that
high temperature has been sensed in the compartment and that the bottle may have
discharged.
WASTE COMPARTMENT
FIRE EXTINGUISHER
Lavatory Waste Compartment Extinguisher

Figure 10---30---2

PANEL LOCATION
Smoke
Lavatory SMOKE DET DC BUS 1 1 K1
Detection

CSP A--013
Vol. 1 10--30--4
FIRE PROTECTION
REV 56, Jan 31/03
Lavatory

CSP A--013
Vol. 1 10--40--1
FIRE PROTECTION
Main Landing Gear Overheat Detection REV 56, Jan 31/03
1. MAIN LANDING GEAR OVERHEAT DETECTION
The main landing gear overheat detection system provides indication of an overheat
condition in the main landing gear wheel well bins. An overheat contion can be caused by
overheated brakes or brake fires. The system consists of two overheat detection sensor
loops and an overheat detection unit.
The sensor loops are installed around the top inner surface of each main wheel well bin and
are connected to the detection unit which is installed in the forward avionics compartment.
The overheat detection unit continuously monitors the loops for overtemperature conditions
and system faults (short circuits). If an overheat condition is detected by the unit, in either
wheel well bin, a signal is sent to the EICAS to display a MLG BAY OVHT warning message
on the primary page. If a system fault is detected by the unit, a signal is sent to the EICAS
to display a MLG OVHT FAIL caution message on the primary page.
The warning of an overheat condition, alerts the pilot to immediately lower the landing gear
to reduce the landing gear temperature. The warning message will persist until the
temperature in the wheel well bin returns to normal limits.
The main landing gear overheat detection system may be tested, from the landing gear
control panel, by simulating an overheat condition or a system fault condition. The EICAS
will display the applicable warning or caution message during the test.

CSP A--013
Vol. 1 10--40--2
FIRE PROTECTION
REV 56, Jan 31/03
Main Landing Gear Overheat Detection
SENSOR LOOPS
MAIN WHEEL WELL
MLG BAY OVHT Warning (red)

Indicates that an overheat condition exists in
one or both of the main landing gear bays.
MLG BAY OVHT
<0039> MLG OVHT FAIL
GEAR BAY OVERHEAT
MLG OVHT FAIL Caution (amber)

Indicates that a fault exists in the main landing
gear bay overheat detection system.
<0006>
Primary Page
Main Landing Gear Overheat --- EICAS Indications <MST>

Figure 10---40---1

CSP A--013
Vol. 1 10--40--3
FIRE PROTECTION
Main Landing Gear Overheat Detection REV 56, Jan 31/03
BTMS OVHT HORN

MAIN LANDING GEAR WARN RESET MAIN LANDING GEAR
BAY OVERHEAT TEST BAY OVERHEAT
Switch MUTED
WARNING FAIL TEST
(Spring--loaded to Switch
normal position) ANTI SKID (Spring--loaded to
OVHT--Simulates ARMED TEST normal position)
an overheat condition WARN FAIL--
in the main landing Simulates a failure in
gear bay. OFF the main landing gear
An aural and visual bay overheat detection
message is MLG BAY
OVHT
OVHT TEST
WARN FAIL system.
annunciated on EICAS. Message is
annunciated on EICAS.
Landing Gear Control Panel

28 VDC
BATTERY BUS
GEAR BAY OVERHEAT
MLG BAY OVHT OVERHEAT DETECTION UNIT
DETECTION
CB2--N9
OVERHEAT 10 ms
DETECTOR DELAY
DCU’S
SHORT
CIRCUIT
DETECTOR INHIBIT
OVERHEAT
TEST
RESISTOR
EICAS DISPLAY
MLG BAY OVHT (RED)

RIGHT TEMP LEFT TEMP OVHT
SENSOR SENSOR
MLG BAY FAIL (AMBER)
WARN
FAIL
MLG BAY
OVHT TEST
PANEL
Main Landing Gear Overheat --- System Test

Figure 10---40---2

CSP A--013
Vol. 1 10--40--4
FIRE PROTECTION
REV 56, Jan 31/03
Main Landing Gear Overheat Detection

PANEL LOCATION
Main Landing Overheat MLG BAY
DC BATT 2 N9
Gear Detection OVHT DET

CSP A--013
Vol. 1 11--00--1
FLIGHT CONTROLS
CHAPTER 11 --- FLIGHT CONTROLS
Page

INTRODUCTION 11--10
AILERONS 11--20
Ailerons 11--20--1
Aileron Trim 11--20--2
RUDDER 11--30
Rudder 11--30--1
ELEVATORS 11--40
Elevators 11--40--1
HORIZONTAL STABILIZER TRIM 11--50

Horizontal Stabilizer Trim 11--50--1
FLAPS AND SLATS 11--60

Flaps 11--60--1
SPOILERS 11--70
Spoilers 11--70--1
GLD Arming 11--70--4
GLD Deploy 11--70--8
GLD Deployment Disarming 11--70--8
STALL PROTECTION SYSTEM 11--80

Stall Protection System 11--80--1
INTRODUCTION
Figure 11--10--1 Flight Controls -- General Arrangements 11--10--2

CSP A--013
Vol. 1 11--00--2
FLIGHT CONTROLS
REV 56, Jan 31/03
Table of Contents
Figure 11--10--2 Flight Control Systems -- Hydraulic Supply 11--10--4
AILERONS
Figure 11--20--1 Ailerons -- Emergency Control 11--20--2
Figure 11--20--2 Ailerons -- Glareshield Emergency Control 11--20--2
Figure 11--20--3 Ailerons -- Trim Control 11--20--3
Figure 11--20--4 Aileron Mistrim Flag 11--20--3
Figure 11--20--5 Aileron System -- EICAS Messages 11--20--4
Figure 11--20--6 Flight Control Synoptic Page 11--20--5
RUDDER
Figure 11--30--1 Rudder System 11--30--2
Figure 11--30--2 Rudder Trim Control Panel and
Rudder Mistrim Indicator 11--30--4
Figure 11--30--3 Yaw Damper Controls and PFD Flag 11--30--6
Figure 11--30--4 Rudder System -- EICAS Messages 11--30--7
Figure 11--30--5 Rudder System -- Synoptic Page Indications 11--30--8
ELEVATORS
Figure 11--40--1 Elevator System 11--40--2
Figure 11--40--2 Elevator System -- Synoptic Page
Indications and Pitch Disconnect Handle 11--40--3
Figure 11--40--3 Elevator System -- EICAS Messages 11--40--4
HORIZONTAL STABILIZER TRIM

Figure 11--50--1 Horizontal Stabilizer System 11--50--
Figure 11--50--2 Stabilizer/ Mach Trim Control Panel 11--50--
Figure 11--50--3 Stabilizer Trim -- Pilot’s Control Wheel 11--50--
Figure 11--50--4 Elevator Mistrim Flag -- PFD 11--50--
Figure 11--50--5 Horizontal Stabilizer Trim --
EICAS Messages 11--50--
Figure 11--50--6 Horizontal Stabilizer Trim -- EICAS Indications 11--50--7
FLAPS AND SLATS

Figure 11--60--1 Flap System 11--60--2
Figure 11--60--2 Flap Controls 11--60--3
Figure 11--60-- Flap System -- EICAS Messages 11--60--
Figure 11--60--4 Flight Controls Synoptic Page -- Flap Indications 11--60--5
SPOILERS
Figure 11--70--1 Spoiler System 11--70--2
Figure 11--70--2 Spoiler System Controls 11--70--3
Figure 11--70--3 Spoiler System Synoptic Page Indications 11--70--5

CSP A--013
Vol. 1 11--00--3
FLIGHT CONTROLS
Figure 11--70--4 Spoileron and Flight Spoiler --

EICAS Messages 11--70--6
Figure 11--70--5 Ground Spoilers -- EICAS Messages 11--70--7
STALL PROTECTION SYSTEM

Figure 11--80--1 Stall Protection System Schematic 11--80--2
Figure 11--80--2 Stall Protection Controls 11--80--4
Figure 11--80--3 Stall Protection System

CSP A--013
Vol. 1 11--00--4
FLIGHT CONTROLS
REV 56, Jan 31/03
Table of Contents

CSP A--013
Vol. 1 11--10--1
FLIGHT CONTROLS
1. INTRODUCTION
Flight controls are operated conventionally with control wheels, control columns and rudder
pedals for the pilot and copilot. The control surfaces are actuated either hydraulically or
electrically. The flight control systems include major control surfaces, components and
subsystems that control the attitude of the aircraft during flight. The flight controls are
divided into primary and secondary flight controls.
The primary flight controls consist of:
S Ailerons (roll control)
S Spoilerons (roll assist)
S Elevators (pitch control)
S Rudder (yaw control)
S Multifunctional spoilers.
The secondary flight controls consist of:
S Flaps (inboard and outboard)
S Aileron trim
S Rudder trim
S Horizontal stabilizer trim
S Flight spoilers
S Ground spoilers (inboard and outboard).
Lateral (roll) control of the aircraft is provided by the ailerons, assisted by the spoilerons.
Directional (yaw) control of the aircraft is provided by the rudder, assisted by yaw dampers.
Longitudinal (pitch) control of the aircraft is provided by the elevators, assisted by a

moveable horizontal stabilizer.

CSP A--013
Vol. 1 11--10--2
FLIGHT CONTROLS
REV 56, Jan 31/03
Introduction
ELEVATOR
HORIZONTAL STABILIZER
FLIGHT AUTOPILOT
SPOILER RUDDER
AILERON SERVO
ACTUATOR
GROUND
SPOILERS
SPOILERON
INBOARD
FLAP
OUTBOARD
FLAP
COPILOT
CONTROL
A WHEEL
COPILOT
CONTROL
COLUMN PILOT
CONTROL
WHEEL
COPILOT
RUDDER
PEDALS PILOT
CONTROL
COLUMN
PILOT
CENTER RUDDER
PEDESTAL PEDALS
A
Flight Controls --- General Arrangements

Figure 11---10---1

CSP A--013
Vol. 1 11--10--3
FLIGHT CONTROLS
The primary flight controls are controlled by a network of cables, pulleys, push/pull rods and
levers that transmit control and pedal inputs to hydraulic power control units. Each aileron
and spoileron is powered by two hydraulic systems. The rudder and elevators are power
from all three hydraulic systems.
The aileron and elevator controls are equipped with control disconnects which permit the
pilot or the copilot to maintain sufficient lateral and longitudinal control in the event of a
control jam. The rudder control is equipped with two anti-jam mechanisms that permit both
pilots to maintain sufficient directional control, however, additional force is required to obtain
surface travel.
In the event of a total electrical power failure, the primary flight controls will remain powered
from AC motor pump (ACMP) 3B which will be powered by the ADG in an emergency.
The flight spoilers provides the aircraft with lift dumping and speed control as commanded
from the spoiler control lever in the flight compartment.
The ground spoilers only deploy on the ground as part of the ground lift dumping function to
slow the aircraft during landing. The spoilerons and flight spoilers also deploy on the ground
to assist in the ground lift dumping function.
Flight control status and surface positions are displayed on the EICAS primary page, status
page and FLT CONTROL synoptic page.
A stall protection system is provided to warn the flight crew of an impending stall when the
aircraft attitude approaches a high angle--of--attack (AOA) and to prevent a stall penetration
when the aircraft nears the computed stall angle.
Hydraulic power distribution to the flight controls is as follows:
HYDRAULIC SYSTEM 1 HYDRAULIC SYSTEM 3 HYDRAULIC SYSTEM 2
Left Aileron Left and Right Aileron Right Aileron
Rudder Rudder Rudder
Left Elevator Left and Right Elevator Right Elevator
Left and Right Flight Spoilers Left and Right Spoilerons Left and Right Flight Spoilers
Left Spoileron Right Spoileron
Left and Right Outboard Left and Right Inboard

Ground Spoilers Ground Spoilers

CSP A--013
Vol. 1 11--10--4
FLIGHT CONTROLS
REV 56, Jan 31/03
Introduction
3 1 1
OUTBD
SPOILERON GROUND
SPOILER
LEGEND
NO.1 HYDRAULIC SYSTEM
Flight Control Systems --- Hydraulic Supply
Figure 11---10---2

CSP A--013
Vol. 1 11--20--1
FLIGHT CONTROLS
Ailerons REV 56, Jan 31/03
1. AILERONS
Lateral control of the aircraft is provided by the ailerons with assist from the spoilerons.
The aileron control systems consist of two control circuits and both systems are similar in
operation. The pilot operates the left aileron system and the copilot operates the right
aileron system. Normally, the two systems are interconnected and there is simultaneous
movement of both aileron surfaces. In the event of a jam in either circuit, the system can be
separated through a roll disconnect mechanism. The autopilot is connected to the copilots
control system only.
Each aileron is hydraulically powered by two power control units (PCUs) and mechanically
controlled by rotation of either control wheel. The left aileron PCUs are powered by
hydraulic systems 1 and 3 and the right aileron PCUs are powered by hydraulic systems 2
and 3. Control wheel movement also signals the spoiler electronic control unit (SECU) to
input the spoileron actuators (on the down--going wing) for roll assist.
Control wheel centering and artificial feel is provided by mechanical feel units. A flutter
damper is attached to each aileron to prevent surface flutter in the event of hydraulic fluid
loss at the PCUs during flight. On the ground, the flutter dampers provide gust lock function.
In the event of an aileron control jam, the left and right systems can be mechanically
separated by pulling a roll disconnect handle. The roll disconnect allows limited lateral
control using the unaffected aileron control system and the opposite side spoileron. Twenty
seconds after pulling the roll disconnect handle, the ROLL SEL (amber) switchlights on the
left and right glareshield illuminate and a SPOILERON ROLL caution message is displayed
on the EICAS primary page. The flight crew then selects the roll priority by pressing the
ROLL SEL switchlight on the operable side which allows use of both spoilerons. The ROLL
SEL light and PLT/CPLT ROLL light will then turn green and the caution message will be
replaced by a PLT/CPLT ROLL CMD advisory message on the EICAS status page.
NOTE
It is not recommended to operate the automatic flight

control system (AFCS) autopilot, if a jammed aileron
control circuit condition exists.
If uncommanded movement of a PCU occurs, the SECU’s command both spoilerons to

respond to control wheel inputs. The green ROLL SEL light illuminates and the PLT or
CPLT ROLL CMD advisory message is displayed on the EICAS status page. The roll
disconnect handle should then be pulled.

CSP A--013
Vol. 1 11--20--2
FLIGHT CONTROLS
REV 56, Jan 31/03
Ailerons
PULL &
TURN
ROLL DISC
Roll Disconnect Handle

Center Pedestal
Ailerons --- Emergency Control

Figure 11---20---1
ROLL SEL
ROLL SEL (amber) light
comes on to indicate that roll
priority selection is required.
PLT ROLL or CPLT ROLL

Left Glareshield Used to select roll priority. Right Glareshield
PLT ROLL or CPLT ROLL (green) light
indicates which side has been selected
manually or automatically, for spoileron
control.
Ailerons --- Glareshield Emergency Control

Figure 11---20---2
A. Aileron Trim
Aileron trim is electrically operated and manually controlled using the trim selector on
the center pedestal. Operation of the aileron trim will input the aileron trim actuator to
reposition the aileron control cables which will cause deflection (rotation) of the control
wheels. Aileron trim is displayed on the EICAS Status page and FLT CONTROL
synoptic page.

CSP A--013
Vol. 1 11--20--3
FLIGHT CONTROLS
AIL TRIM
Used to control aileron trim.
Spring loaded to center position.
LWD -- Trims left wing down.
RWD -- Trims right wing down.
Aileron / Rudder Trim Panel

Center Pedestal
Ailerons -- Trim Control

Figure 11--20--3
Aileron Mistrim Indicator (yellow)

Indicates that the ailerons are in a
mistrim condition, when the autopilot
is engaged.

Aileron Mistrim Flag <MST>

Figure 11---20---4

CSP A--013
Vol. 1 11--20--4
FLIGHT CONTROLS
REV 56, Jan 31/03
Ailerons
<0039> <0006>
CONFIG
TRIM
L, R SPOILERON caution (amber)

Comes on when the respective spoileron is
inoperative.
SPOILERONS caution (amber)
Comes on to indicate that the spoilerons are
inoperative.
<0039>
Primary Page
PLT ROLL CMD advisory (green)

Comes on to indicate that spoileron control has
been selected to the pilot’s aileron circuit.
CPLT ROLL CMD advisory (green)
Comes on to indicate that spoileron control has
been selected to the copilot’s aileron circuit.
SPOILERONS FAULT status (white) <0039>

Comes on to indicate loss of redundancy in
the spoileron control.
Status Page
Aileron System --- EICAS Messages <MST>
Figure 11---20---5

CSP A--013
Vol. 1 11--20--5
FLIGHT CONTROLS
Spoileron Position Aileron Position Scale (white) Maximum Spoileron

Indicator (white) Top tick mark represents 24 degrees Deployment Mark (white)
Indicates relative position of up, center tick mark represents 0 Indicates full deployment
respective spoiler. Indicator degrees and bottom tick mark point of respective spoileron.
is not displayed when represents 20 degres down. <0039>
respective spoiler is retracted <0039> <0039>
or input data is invalid.
Spoiler Deployment
Readout (white)
Aileron Position Indicates angle of deployment,
Indicator (white) <0039> in degrees, of respective
Indicates relative position spoiler. Two amber dashes
of respective aileron. are displayed when input
data is invalid.
Aileron Position Spoileron Outlines
Readout (white) Green -- Both respective
Numeric value represents spoiler electronic control
position of respective units (SECU) and both
aileron in degrees. respective power control
<0039> units (PCU) are operative.
White -- One of the SECU
Flutter Damper Icons
or one of the PCU is
(aileron)
inoperative.
If displayed (white),
Amber -- Both respective
indicates respective flutter
SECUs and/or both
damper(s) has failed, or has
respective PCUs are
low hydraulic fluid level.
inoperative.
Half--Intensity Magenta --
Input data invalid.
Aileron Outlines (blue)

FLT Control <0039>
25 RUDDER 25 <0039>
Synoptic Page
An amber X is displayed when
input data is invalid, and
position indicator (arrow) is
removed.
A spoileron with an amber X
indication may still operate
normally.
Flight Control Synoptic Page <MST>

Figure 11---20---6

CSP A--013
Vol. 1 11--20--6
FLIGHT CONTROLS
REV 56, Jan 31/03
Ailerons

PANEL LOCATION
AILERON
Ailerons Trim DC BUS 2 2 F7
TRIM

CSP A--013
Vol. 1 11--30--1
FLIGHT CONTROLS
Rudder REV 56, Jan 31/03
1. RUDDER
Directional control about the yaw axis is provided by the rudder control system and assisted
by yaw dampers.
The rudder is hydraulically powered by three power control units (PCU’s) located in the
vertical stabilizer. The PCUs receive mechanical inputs from the rudder pedals via cable
runs and quadrants. Each hydraulic system powers one of the three PCU’s. Both sets of
pedals move simultaneously when operated from either the pilot or the copilot station. Two
yaw dampers (controlled by the flight control computers) are connected to the rudder control
system and are used to improve the aircraft lateral stability.
Rudder pedal centering and artificial feel is provided by a primary feel unit, located on the
copilots rudder pedal pivot assembly. A secondary feel unit, located in the aft fuselage,
ensures that the rudder remains centered in the event of a control disconnect.
In the event of a control jam, the pilots and copilot’s pedals will remain operable through
anti-jam mechanisms, however additional pedal force will be required to obtain rudder
deflection.
Two rudder load limiter assemblies, installed in the vertical stabilizer, give overload (stress)
protection to the rudder control system mechanical components. A rudder load limiter,
installed in the PCU input assembly, allows continued control input movement to the
remaining PCU’s if one PCU becomes jammed.

CSP A--013
Vol. 1 11--30--2
FLIGHT CONTROLS
REV 56, Jan 31/03
Rudder
FORWARD
COPILOT QUADRANT
PEDALS & ANTI--JAM
MECHANISM PCU INPUT
LOAD
LIMITER
PILOT
PEDALS
RUDDER POWER
CONTROL UNITS
PRIMARY
FEEL UNIT YAW
DAMPERS
LOAD
RUDDER TRIM
LIMITERS
ACTUATOR
AFT
QUADRANT
SUMMING
MECHANISM
SECONDARY
FEEL
MECHANISM
Rudder System
Figure 11---30---1

CSP A--013
Vol. 1 11--30--3
FLIGHT CONTROLS
The rudder trim is electrically operated and manually controlled using the trim selector on the
center pedestal. Operating the trim selector to the NL/NR (nose left/nose right) repositions
the rudder control cables to move the rudder. Hydraulic pressure from at least one of the
hydraulic system is required to move the rudder. Actuation of the rudder trim will not cause
rudder pedal deflection.
Rudder trim indications are displayed on the EICAS Status page and FLT CONTROL
synoptic page. On the ground, with the rudder trim in the neutral position, the trim indication
is green. In flight, the indication is white regardless of trim position.

CSP A--013
Vol. 1 11--30--4
FLIGHT CONTROLS
REV 56, Jan 31/03
Rudder
RUD TRIM
NL NR
Used to control rudder trim.
L R Spring loaded to centre position.
W W
D D
NL -- Increases rudder trim to nose left.
NR -- Increases rudder trim to nose right.
AIL TRIM RUD TRIM
Aileron/ Rudder Trim Control Panel NOTE

Center Perdestal Switch must be rotated fully left
or fully right to activate trim.
Rudder Mistrim Indicator (yellow)

Indicates that the rudder is in a mistrim
condition, when the autopilot is engaged.
<0015>
YD
10
10

Rudder Trim Control Panel and Rudder Mistrim Indicator <MST>

Figure 11---30---2

CSP A--013
Vol. 1 11--30--5
FLIGHT CONTROLS
Two independent yaw damper systems operate continuously in flight to improve the aircraft
directional stability and turn coordination by damping out oscillations in yaw. The yaw
dampers are engaged by pushing the YD1 and YD2 switchlights on the YAW DAMPER
panel. Each yaw damper actuator automatically respond to inputs received from one flight
control computer (FCC). If a yaw damper failure occurs, it will be disconnected from the
FCC’s control. One yaw damper system must be engaged to engage the autopilot.
NOTE
During ground operations, power switching of the APU

generator to IDG 2, and vice versa, will cause a
momentary power loss on DC Bus 2, which will
disengage Yaw Damper #2. To re--engage Yaw
Damper #2, wait 30 seconds (with the aircraft
stationary) before pressing the YD 2 switchlight.

CSP A--013
Vol. 1 11--30--6
FLIGHT CONTROLS
REV 56, Jan 31/03
Rudder
YAW DAMPER
DISC YD 1 YD 2
ENGAGE
Used to disengage
Used to engage respective
yaw dampers DISC ENGAGE yaw damper channel.
Yaw Damper Panel

Center Pedestal
YD (amber)
Indicates that both yaw dampers
have been disengaged.
YD
<0015>
AP
YD
10
10

Yaw Damper Controls and PFD Flag <MST>

Figure 11---30---3

CSP A--013
Vol. 1 11--30--7
FLIGHT CONTROLS
<0039> <0006>
CONFIG
TRIM
YAW DAMPER caution (amber)

Comes on to indicate that channel YD 1
and channel YD 2 are disengaged.
<0039>
Primary Page
YD 1 INOP status (white)

Comes on to indicate that channel YD 1 is
disengaged with channel YD 2 engaged.
YD 2 INOP status (white)
Comes on to indicate that channel YD 2 is
disengaged with channel YD 1 engaged.
<0039>
Status Page
Rudder System --- EICAS Messages <MST>
Figure 11---30---4

CSP A--013
Vol. 1 11--30--8
FLIGHT CONTROLS
REV 56, Jan 31/03
Rudder
Rudder Position Scale (white) <0005><0073>

Left tick mark represents 25 degrees, center tick mark
represents 0 degrees and right tick mark represents 25
degrees.
Rudder Position Scale (white)
Left tick mark represents 33 degrees, center tick mark
represents 0 degrees and right tick mark represents 33
degrees.
<0039>
Rudder Position Indicator (white) <0039> <0039>
Indicates relative position of rudder. 0
Rudder Position Readout (white)

Numeric value represents position of
rudder in degrees. <0039>
<0039> 14 14
RUDDER
0
<0039>
FLT Control
Synoptic Page
YAW DAMPER caution (amber)

Comes on to indicate that both
yaw dampers have failed.
YAW DAMPER 1/2 INOP
status (white)
respective yaw damper has failed.
Rudder System --- Synoptic Page Indications <MST>

Figure 11---30---5

CSP A--013
Vol. 1 11--30--9
FLIGHT CONTROLS

PANEL LOCATION
RUDDER
Rudder Trim DC BUS 2 2 F6
TRIM

CSP A--013
Vol. 1 11--30--10
FLIGHT CONTROLS
REV 56, Jan 31/03
Rudder

CSP A--013
Vol. 1 11--40--1
FLIGHT CONTROLS
Elevators REV 56, Jan 31/03
1. ELEVATORS
Longitudinal (pitch) control is provided by the elevators and supplemented by a moveable

horizontal stabilizer (see section 50 of this chapter).
Two separate elevator control systems are provided. The left elevator system is controlled
by the pilot and the right system is controlled by the copilot. Under normal conditions, the
two systems are interconnected through a pitch disconnect mechanism. Forward and aft
movement of either control column inputs simultaneous movement of both elevator surfaces.
Both systems are similar, with the exceptions that the autopilot servo is connected to the left
elevator system and the stall protection stick pusher system is connected to the right
elevator system. A pitch feel simulator unit provides artificial feel to the control columns.
Each elevator system is hydraulically powered by three power control units (PCU’s) located
in the left and right horizontal stabilizers. The PCU’s receive mechanical inputs from the
control columns via cable runs and quadrants. Each hydraulic system powers one of the
three PCU’s of each elevator.
Two flutter dampers are installed outboard of the PCU’s on each elevator. The flutter
dampers are double acting shock absorbers which prevent elevator control surface flutter in
flight if all hydraulic pressure is lost to the PCU’s. On the ground, the flutter dampers provide
a gust lock function.
In the event of an elevator control jam, the left and right elevator systems can be
mechanically separated by pulling a PITCH DISC handle and turning it 90_ to lock the
handle in place. The operable side can then be used to maintain pitch control.
Elevator position indications are displayed on the EICAS FLT CONTROL synoptic page.
NOTE
A difference of up to 3 degrees between the left and

right elevator indications on the FLT CONTROL
synoptic page is allowed. When the elevator is in the
neutral position (0_ ± 0.5_), a tolerance of ± 1.0_ in
the indication is allowed.

CSP A--013
Vol. 1 11--40--2
FLIGHT CONTROLS
REV 56, Jan 31/03
Elevators
ELEVATORS
ELEVATOR
PCUs
PITCH FEEL
SIMULATOR
LOAD
UNIT
LIMITER
FLUTTER
AFT DAMPERS
QUADRANT
ELEVATOR
AUTO PILOT
CONTROL PITCH SERVO
COLUMN DISCONNECT
& STICK HANDLE
SHAKER
STICK
PUSHER
FORWARD QUADRANT /
TENSION REGULATOR
Elevator System
Figure 11---40---1

CSP A--013
Vol. 1 11--40--3
FLIGHT CONTROLS
Elevators REV 56, Jan 31/03
Elevator Flutter Damper Outlines (white)

Comes on to indicate that respective
elevator flutter damper has failed.
Elevator Outlines (blue)

Elevator Position Scale (white)
Top tick mark represents 23.6 degrees,
center tick mark represents 0 degrees
and bottom tick mark represents --18.4 <0039>
<0039>
degrees.
0 0
Elevator Position Indicator (white) <0039>
Indicates relative position of respective
elevator.
<0039> <0039>
14
Elevator Position Readout (white)

Numeric value represents position of <0039>
respective elevator in degrees.
FLT Control Synoptic Page
PULL &
TURN
Pitch Disconnect Handle

Center Pedestal
Elevator System --- Synoptic Page Indications and Pitch Disconnect Handle <MST>
Figure 11---40---2

CSP A--013
Vol. 1 11--40--4
FLIGHT CONTROLS
REV 56, Jan 31/03
Elevators
<0039>
<0039>
<0039>
Status Page
Elevator System --- EICAS Messages <MST>

Figure 11---40---3

CSP A--013
Vol. 1 11--50--1
FLIGHT CONTROLS
Horizontal Stabilizer Trim REV 56, Jan 31/03
1. HORIZONTAL STABILIZER TRIM
The horizontal stabilizer trim system supplements the elevators in providing pitch control.
The horizontal stabilizer trim system provides pitch trim by varying the angle of incidence of
the horizontal stabilizer. The horizontal stabilizer is positioned by a screw jack driven by two
electric motors controlled by the horizontal stabilizer trim control unit (HSTCU) through a
motor control unit (MCU). Each motor has a magnetic brake to prevent trim runaway. Trim
range is from +2_ (leading edge up) to --13_ (leading edge down).
The HSTCU has two channels that are engaged by selection of the STAB TRIM, CH1 and
CH2 engage switches on the center pedestal. The horizontal stabilizer is positioned, by
manual operation of the control wheel trim switches or automatically by the autopilot trim or
Mach trim systems. During AFCS operation, the trim rate is influenced by flap movement.
Trim disconnect switches are provided on each control wheel to disengage the stabilizer
trim.
The Mach trim system is selected by engaging the Mach TRIM switchlight on the center
pedestal. The Mach trim function of the HSTCU repositions the horizontal stabilizer to make
allowances for the rearward shift of the aerodynamic center of pressure as the airspeed
increases above Mach 0.4. At least one STAB channel must be engaged for the Mach trim
to function.
The HSTCU operates in one of four modes in the following order of priority:
S Manual trim -- Nose--up or nose--down trim commands (from the control wheel switches)
are sent to the HSTCU which moves the screw jack at a rate that is dependent on Mach
airspeed.
S Autopilot -- When the AP is engaged, the horizontal stabilizer is trimmed at two rates.
High rate (0.5_ per second) occurs when the flaps are extending and retracting and low
rate (0.1_ per second) occurs when the flap are stationary.
S AUTO trim -- Auto trim occurs when the flaps are moving between 0 -- 20_ in either
direction. In this condition the horizontal stabilizer is automatically trimmed to
compensate for aircraft pitching caused by flap configuration changes.
S Mach trim -- When the Mach trim is engaged, the horizontal stabilizer trim is adjusted (at a
rate of 0.03_ to 0.06_per second) to compensate for the aircraft tendency to pitch down
at increasing Mach numbers. The Mach TRIM function is disabled when the autopilot is
engaged.
NOTE
If the horizontal stabilizer is in motion at the high or

slow rate for more than 3 seconds, a clacker is
activated to alert the crew of a possible horizontal
stabilizer trim runaway condition.
Horizontal stabilizer trim position indication is displayed on the EICAS Status page and on
the FLT CONTROL synoptic page.

CSP A--013
Vol. 1 11--50--2
FLIGHT CONTROLS
REV 56, Jan 31/03
NOTE
The T/O CONFIG OK advisory message will come on

when the horizontal stabilizer trim indication is within
the green band on the stabilizer trim scale. <0039>

CSP A--013
Vol. 1 11--50--3
FLIGHT CONTROLS
PILOT
CONTROL
WHEEL
A HORIZONTAL
STABILIZER
ACTUATOR
HORIZONTAL
COPILOT
STABILIZER
CONTROL
WHEEL
AC ESSENTIAL
BUS
AC BUS 2
AC ESS
BUS
AC BUS 2
DC ESS BUS
DC BUS 2
Horizontal Stabilizer System

Figure 11---50---1

CSP A--013
Vol. 1 11--50--4
FLIGHT CONTROLS
REV 56, Jan 31/03
MACH TRIM
Used to engage Mach trim
function.
STAB TRIM To disengage the Mach
Used to engage trim function, press the
respective MACH TRIM switch/light;
stabilizer trim INOP light (amber)
channel. comes on.
Stabilizer/ Mach Trim Panel

Center Pedestal
Stabilizer/ Mach Trim Control Panel

Figure 11---50---2
STAB TRIM DISC (red)

Used to disengage
stabilizer trim control.
NOSE UP / NOSE DN (black)

Used to manually operate
stabilizer trim.

TOP VIEW
Stabilizer Trim --- Pilot’s Control Wheel
Figure 11---50---3

CSP A--013
Vol. 1 11--50--5
FLIGHT CONTROLS
<0015>

Elevator Mistrim Flag --- PFD <MST>

Figure 11---50---4

CSP A--013
Vol. 1 11--50--6
FLIGHT CONTROLS
REV 56, Jan 31/03
<0039> <0006>
CONFIG
TRIM
STAB TRIM caution (amber)

Comes on to indicate that both channels of
the HSTCU have failed or are disengaged.
MACH TRIM caution (amber)

Comes on to indicate that the Mach trim
function has failed or is disengaged.
Primary Page
Horizontal Stabilizer Trim --- EICAS Messages <MST>

Figure 11---50---5

CSP A--013
Vol. 1 11--50--7
FLIGHT CONTROLS
STAB CH (1, 2) INOP status (white)

channel is not engaged with the other
channel engaged.
<0039>
Stabilizer Trim Pointer

<0039> Moves up and down along the
trim scale to indicate trim position.
Green -- Stabilizer position is in
take--off configuration.
White -- Stabilizer position is not
in take--off configuration.
Stabilizer Trim Readout
STAB Displays stabilizer trim position.
NU Green -- Stabilizer position is in
Status Page take--off configuration.
White -- Stabilizer position is not
in take--off configuration.
<0039>
ND Stabilizer Trim Scale (white)

Green band -- Stabilizer trim
take--off range.
<0039> <0039> ND mark -- Stabilizer at
maximum nose down trim limit.
NU mark -- Stabilizer at
maximum nose up trim limit.
Intermediate marks -- 5 trim
<0039> <0039> units and 10 trim units.
14
<0039>
STAB TRIM caution (amber)

Comes on to indicate that both channels
of the HSTCU have failed.
STAB TRIM CH 1/2 INOP status (white)

channel of the stab trim has failed.
FLT Control Synoptic Page
Horizontal Stabilizer Trim --- EICAS Indications <MST>
Figure 11---50---6

CSP A--013
Vol. 1 11--50--8
FLIGHT CONTROLS
REV 56, Jan 31/03

PANEL LOCATION
Horizontal STAB CH 1
DC BUS 2 2 F5
Stabilizer HSTCU
Trim Control STAB CH 2
Unit DC ESS 4 A1
Horizontal HSTCU
Stabilizer Trim STAB CH 1
Horizontal AC BUS 2 2 B8
HSTA
Stabilizer Trim
Actuator STAB CH 2
AC ESS 3 A5
HSTA

CSP A--013
Vol. 1 11--60--1
FLIGHT CONTROLS
Flaps REV 56, Jan 31/03
1. FLAPS
The flap system provides lift augmentation during take-off and landing. The flap system
consists of externally hinged inboard and outboard flap panels mounted on the trailing edge
of each wing. Flap settings (to a maximum of 45 degrees) are selected from a single flap
control lever, located on the center pedestal. The flap system is controlled and monitored by
a flap electronic control unit (FECU). During extension, the flaps move slightly aft and down
around hinge pivots.
The flap system is driven by a dual motor power drive unit. The power drive unit drives the
flaps through a series of drive shafts, gearboxes and actuators. Brake and position sensor
units, mounted at the outboard ends of each drive system, provide braking for asymmetric
protection and provide surface position feedback to the FECU.
The flap selector has the following selectable flap detent positions:
S 0 degrees, 20 degrees, 30 degrees, and 45 degrees.
S 0 degrees, 8 degrees, 20 degrees, 30 degrees, and 45 degrees. <0006>
The lever quadrant feature a gate at the 20 degree setting. The gate prevents inadvertent
flap selection to 0 degrees during a missed approach and precludes VFE (flaps 30) from
being exceeded. To move the lever through the gate, it must be pushed down (against a
spring) an then moved forward or aft.
The lever quadrant features two gates, one at the 8 degree setting and one at the 20 degree
setting. The gate at the 8 degree setting prevents inadvertent flap selection to 0 degrees
during a missed approach (go--around) and the gate at 20 degrees, precludes VFE (flaps 30)
from being exceeded. To move the lever through a gate, it must be pushed down (against a
spring) an then moved forward or aft. <0006>
When a flap selection is made, the FECU releases the system brakes and commands the
power drive unit to deploy or retract the flaps to the selected position.
NOTE
1. An overspeed clacker will sound if the airspeed is too high for
the selected flap setting.
2. To ensure that the correct flap position is selected for
go--around, make sure that the back face of the flap lever is
pushed without any downward pressure.
If one of the two power drive unit motors fails, the system will remain functional, but will
operate at half speed and a FLAPS HALF SPEED status message will be displayed on the
EICAS status page and on the FLT CONTROLS synoptic page.
The EICAS primary page will display flap position in relation to landing gear position when
either the landing gear or flaps are extended. At all other times, the gear and flap
information is removed from the primary page, but flap position is always displayed on the
FLT CONTROLS synoptic page.

CSP A--013
Vol. 1 11--60--2
FLIGHT CONTROLS
REV 56, Jan 31/03
Flaps
FLAP LEVER
DC BUS 1
DC BUS 2
AC AC
BUS 1 M M BUS 2
FLEX DRIVE SHAFT

BRAKE AND POSITION
SENSOR UNIT
BALL SCREW ACTUATOR
INBOARD TE INBOARD TE
FLAP 45 FLAP
OUTBOARD TRAILING OUTBOARD TE
EDGE (TE) FLAP 40 FLAP
Flap System
Figure 11---60---1

CSP A--013
Vol. 1 11--60--3
FLIGHT CONTROLS
GPWS FLAP OVRD Guarded

Toggle Switch
GPWS FLAP OVRD -- Mutes flap
<0006> <0006>
aural warning when entering the
landing configuration with flaps not 8 8
in the landing configuration.
NORM (guarded) -- Normal operation.
Flaps Selector
To deploy flaps, move
flaps selector aft to the
detent position that
corresponds to the
required flap angle.
GPWS / Mechanic Call Panel Flap Selection Lever

Centre Pedestal Centre Pedestal
GRND PROX FLAP (guarded Switch) <0040>

When pressed:
Mutes TOO LOW FLAPS or
TOO LOW TERRAIN under
certain conditions.
OVRD (white) comes on.
Flap Controls <MST>

Figure 11---60---2

CSP A--013
Vol. 1 11--60--4
FLIGHT CONTROLS
REV 56, Jan 31/03
Flaps
<0039> <0006>
CONFIG
FLAPS
CONFIG FLAPS
FLAPS FAIL
<0006>
<0006>
<0039>
<0039>
Flap System --- EICAS Messages <MST>

Figure 11---60---3

CSP A--013
Vol. 1 11--60--5
FLIGHT CONTROLS
Flaps Position Readout

Indicates, in degrees, the position of LH and
RH flaps.
<0039> FLIGHT CONTROLS
Green -- LH and RH flaps positions do not
0 0 <0039> differ by 5 degrees.
White -- LH and RH flaps positions differ by
AIL
0
0 0
0
AIL greater than 5 degrees.
20 20
FLAPS HALF SPEED
Amber dashes will be displayed if input value
<0039> <0039> is invalid.
14 RUDDER 14
ELEV 0 ELEV
AIL
--TRIM-- Flaps Outlines
NU STAB Green -- Both channels of the flap electronic
8
control unit (FECU) are operative.
ND White -- One of the channels of the FECU is
LWD RWD inoperative.
NL NR Half--Intensity Magenta -- Input value is invalid.
Amber -- Both channels of the FECU are
RUDDER inoperative.
FLAPS HALF SPEED status (white)
Comes on to indicate that one of the channels
of the FECU is inoperative, resulting in a
FLT Control Synoptic Page reduced flaps deployment and retraction rate.
<0039>
25 RUDDER 25
Flight Controls Synoptic Page --- Flap Indications <MST>

Figure 11---60---4

CSP A--013
Vol. 1 11--60--6
FLIGHT CONTROLS
REV 56, Jan 31/03
Flaps

PANEL LOCATION
Power Drive FLAPS PDU 1 AC BUS 1 1 B5

Units FLAPS PDU 2 AC BUS 2 2 B5
Flaps FLAPS CONT
DC BUS 1 1 F4
Flap CH 1
Controllers FLAPS CONT
DC BUS 2 2 F4
CH 2

CSP A--013
Vol. 1 11--70--1
FLIGHT CONTROLS
Spoilers REV 56, Jan 31/03
1. SPOILERS
There are four spoiler panels located on the upper surface of each wing consisting of:
S One spoileron (outer panel)
S One flight spoiler
S Two ground spoilers (inner two panels).
Each spoiler is actuated by a single electro--hydraulic power control unit and provides roll
assist and proportional lift dumping functions. Spoiler operation is controlled by two, dual
module, spoiler electronic control units (SECUs).
Roll assist is provided by asymmetric deployment of the spoilerons. Deployment is relative

to control wheel inputs, Mach number and flap position. Roll assist is used to improve lateral
control of the aircraft at low airspeeds.
Proportional lift dumping is provided in flight by symmetric deployment of the flight spoilers.
Deployment is relative to the position of the flight spoiler control lever. Proportional lift
dumping is used for speed control and to stabilize the aircraft on the glide path or during
rapid descents.
The ground spoilers provide ground lift dumping function only. Ground lift dumping is used
to assist in aircraft braking on the ground by full deployment of the spoilerons, flight spoilers
and the ground spoilers Ground lift dumping is normally automatic but can be manually
controlled by the GND/LIFT DUMPING switch on the center pedestal. Automatic
deployment is triggered on the basis of:
S Thrust lever position
S Engine N1 signals
S Radio altitude
S Wheel speed from the anti--skid control unit (ASCU)
S PSEU weight-on-wheels conditions.
Effectivity:
S Airplanes 7002, 7003 to 7066 and subsequent.
NOTE
On the ground, the IB, OB GND SPLR FAULT

status message(s) can be cleared by
deploying/retracting the ground spoilers with all
hydraulic systems powered.

CSP A--013
Vol. 1 11--70--2
FLIGHT CONTROLS
REV 56, Jan 31/03
Spoilers
DC ESS
BUS
DC
BUS 2
DC
BUS 1
OUTBD
GROUND
SPOILER
FLIGHT INBOARD LIFT DUMPING
SPOILER GROUND WHEN AIRPLANE
SPOILERON SPOILER IS ON GROUND SPOILERON
Spoiler System
Figure 11---70---1

CSP A--013
Vol. 1 11--70--3
FLIGHT CONTROLS
Ground Lift Dumping Toggle Switch

AUTO -- Arms the ground lift dumping
system automatically when airplane is
in the landing configuration.
MAN ARM -- Manually arms the ground
lift dumping system if automatic arming
fails.
MAN DISARM -- Disarms the ground lift
dumping system in the event of an
inadvertent deployment or failure of
automatic system.
Spoiler System Controls

Figure 11---70---2

CSP A--013
Vol. 1 11--70--4
FLIGHT CONTROLS
REV 56, Jan 31/03
Spoilers
The spoiler ground lift dumping (GLD) circuits must be armed before deployment can take
place. The GLD system is armed either automatically or manually. After landing or a
rejected takeoff, the GLD spoilers automatically retract. During a touch--and--go, the GLD
spoilers will deploy when all deployment parameters are met. Advancing the thrust levers
for takeoff retracts the spoilers and rearms the system.
A. GLD Arming
(1) Automatic arming
S Spoiler control switch in the AUTO position, and
S L or R engine > 79% N1 or thrust levers > takeoff power, and
S Wheel speed >45 kts.
(2) Manual arming
S Spoiler control switch in the MAN ARM position.

CSP A--013
Vol. 1 11--70--5
FLIGHT CONTROLS
Ground Spoiler Outline

Green --Respective hydraulic manifold and
respective SECU are operative.
White -- Loss of redundancy in respective
ground spoiler.
Maximum Spoiler Deployment Mark (white) Amber -- Respective hydraulic manifold or
Indicates full deployment point of respective respective SECU is inoperative.
spoiler. Half--Intensity Magenta -- Input data invalid.
Ground Spoiler Position Indicators (white)
Are either shown fully extended to the full
travel mark, when ground spoilers are deployed,
or not shown at all, when ground spoilers are
retracted.
<0039> FLIGHT CONTROLS <0039>
Spoiler Outlines
0 0 Green --Both respective spoiler electronic
control units (SECU) and both respective
AIL 0 0 AIL power control units (PCU) are operative.
0 0
20 20 White -- One of the SECU or one of the PCU
<0039> <0039> is inoperative.
Amber -- Both respective SECUs and/or both
14 14 respective PCUs are inoperative.
ELEV 0 ELEV Half--Intensity Magenta -- Input data invalid.
--TRIM--
AIL
NU STAB Spoiler Position Indicator (white)
8 Indicates relative position of respective
ND spoiler. Indicator is not displayed when
LWD RWD respective spoiler is retracted or input
NL NR
data is invalid.
Spoiler Deployment Readout (white)
RUDDER
Indicates angle of deployment, in degrees,
of respective spoiler. Two amber dashes are
displayed when input data is invalid.
NOTE <0039>
FLT Control Synoptic Page <0039>
25 RUDDER 25 An amber X is displayed when input data is
invalid, and position indicator (arrow) is
removed.
A spoiler with an amber X indication may
still operate normally.
Spoiler System Synoptic Page Indications <MST>

Figure 11---70---3

CSP A--013
Vol. 1 11--70--6
FLIGHT CONTROLS
REV 56, Jan 31/03
Spoilers
CONFIG
SPOILERS
<0039>
FLT SPLR DEPLOY caution (amber)
Comes on to indicate that the flight spoilers have
been deployed at an unsafe altitude.
L, R SPOILERON caution (amber)
Comes on when the respective spoileron is
inoperative.
L, R FLT SPLR caution (amber)
Comes on when the respective flight spoiler is
inoperative.
FLT SPLRS caution (amber)
Comes on to indicate that flight spoilers are
inoperative.
SPOILERONS ROLL caution (amber)
Comes on to indicate that spoiler control should
be transferred to the operative aileron circuit.
<0006>
Primary Page
<0039>
FLT SPLRS FAULT status (white)

Comes on to indicate loss of redundancy
in the flight spoilers control.
<0039>
SPOILERONS FAULT status (white)
in the spoileron control.
Status Page
Spoileron and Flight Spoiler --- EICAS Messages <MST>

Figure 11---70---4

CSP A--013
Vol. 1 11--70--7
FLIGHT CONTROLS
<0039> <0006>
OB GND SPLRS caution (amber)

Comes on to indicate that the outboard ground
spoilers are inoperative.
IB GND SPLRS caution (amber)
Comes on to indicate that the inboard ground
spoilers are inoperative.
GLD UNSAFE caution (amber)

Comes on to indicate that the ground lift
dumping system is in an unsafe condition,
which may lead to an inadvertent deployment
(upon subsequent failure), with manual disarm
not selected.
<0039>
Primary Page
GLD MAN ARM advisory (green)

dumping system has been armed manually.
OB GND SPLR FAULT status (white)
in the outboard ground spoiler control, or
ground spoiler test inhibit. <0039>
IB GND SPLR FAULT status (white)
in the inboard ground spoiler control, or
ground spoiler test inhibit.
GLD MAN DISARM status (white)
dumping system has been manually disarmed.
Status Page
Ground Spoilers --- EICAS Messages <MST>
Figure 11---70---5

CSP A--013
Vol. 1 11--70--8
FLIGHT CONTROLS
REV 56, Jan 31/03
Spoilers
B. GLD Deploy
(1) For the ground and flight spoilers:
S L and R thrust levers at idle or L and R N1 <40%, and with 2 of the following 3
parameters:
-- L or R MLG WOW
-- Wheel speed >16 kts
-- Rad Alt < 5 ft.
NOTE
1. The FLT SPLR DEPLOY caution message comes on when the
flight spoilers have been deployed at an unsafe altitude, lower
than 800 feet AGL. <JAA>
2. The FLT SPLR DEPLOY caution message comes on when the
flight spoilers have been deployed at an unsafe altitude, lower
than 300 feet AGL. <FAA><TC>
(2) For the spoilerons:
S L and R thrust levers at idle or L and R N1 <40%, and
S L or R MLG WOW, and with 1 of the following 2 parameters:
-- Wheel speed >16 kts
-- Rad Alt < 5 ft.
C. GLD Deployment Disarming
(1) Automatic Retract for Go--around
S L or R thrust setting IDLE.
(2) Automatic Retract
S L or R engine < MIN TAKEOFF setting, and
S INBD and OUTBD wheel speed < 45 kts (for at least 10 seconds), and
S Aircraft on the ground for at least 40 seconds.
(3) Manual Retract
S MAN DISARM switch position selected.

CSP A--013
Vol. 1 11--70--9
FLIGHT CONTROLS

PANEL LOCATION
SECU 1A DC ESS 4 A2
SECU 1A & 1B 1 N8
DC BAT
SECU 2A & 2B 2 N8
SECU 2B DC ESS 4 A3
Spoiler
Spoilers Electronic SECS PWR 1 DC BUS 1 1 F3
Control Unit SECS PWR 2 DC BUS 2 2 F3
SECS 1 PWR
A4
3
DC ESS 4
SECS 2 PWR
A5
3

CSP A--013
Vol. 1 11--70--10
FLIGHT CONTROLS
REV 56, Jan 31/03
Spoilers

CSP A--013
Vol. 1 11--80--1
FLIGHT CONTROLS
Stall Protection System REV 56, Jan 31/03
1. STALL PROTECTION SYSTEM
The purpose of the stall protection system is to provide warning of an impending stall when
the aircraft attitude approaches a high angle--of--attack (AOA) and to prevent stall
penetration when the aircraft nears the computed stall angle. The system alerts the flight
crew by means of visual, aural, and feel (stick shaker) indications. If no corrective action is
taken, the system activates the stick pusher mechanism to prevent the aircraft from entering
a stall.
The stick pusher mechanism is armed by selecting the pilot’s and copilot’s STALL PTCT
pusher switches.
NOTE
Both the pilot and copilot STALL PTCT switches must

be selected ON to arm the stick pusher system.
Selecting either switch OFF disables the system.
Angle of attack vanes located on each side of the forward fuselage measure the aircraft
attitude in relation to the ambient airstream. The stall protection computer (SPC) uses the
AOA information and airspeed to compute the stall angle trip points.
When the aircraft approaches a high AOA, the stall protection computer will activate the
engines auto-ignition system. If the AOA continues to increase, the stick shaker is activated
and the autopilot is disengaged.
If the angle of attack still continues to approach the critical stall point, the stick pusher is
activated, the STALL switchlights flash red, and the warbler sounds. The stick pusher then
pushes the control column forward to give the aircraft a pitch down attitude. In the event of
an AOA rate increase greater than 1 degree per second, the SPC lowers the AOA trip point
to prevent the aircraft pitching momentum from carrying it through the stall warning/stick
pusher sequence into the stall.
The stick pusher can be stopped by pressing and holding the AP/SP DISC switch on the
pilot’s and copilot’s control wheel.

CSP A--013
Vol. 1 11--80--2
FLIGHT CONTROLS
REV 56, Jan 31/03
Stall Protection System
STICK PUSHER ASSEMBLY
Stall Protection System Schematic <MST>

Figure 11---80---1

CSP A--013
Vol. 1 11--80--3
FLIGHT CONTROLS
Testing of the stall protection system is initiated by momentarily pressing one of the STALL
switchlights, and verifying that:
S Auto--ignition is activated (CONT ON and CONT IGNITION status messages come on)
S Pilot’s and copilot’s stick shakers activate
S STALL switchlights flash
S Stick pusher is activated.
While in stick pusher mode:
S Pilots control column bounces back to neutral position when the AP/SP DISC button is
momentarily pressed
S Pilot’s control column will take several seconds to go back to the neutral position. Copilot
should pull (override) the control column and note diminished feel force loads while
momentarily pressing AP/SP DISC button
S Stick pusher is de--activated
S STALL switchlights go out
S Pilot’s and copilot’s stick shakers stop
S CONT ON and CONT IGNITION status messages go out.
NOTE
Pressing the pilot’s or copilot’s STALL switchlight a

second time during the test, will interrupt the test
sequence.

CSP A--013
Vol. 1 11--80--4
FLIGHT CONTROLS
REV 56, Jan 31/03
STALL PROTECTION PUSHER

Lever Switch (locked at ON) (2)
ON -- Stick pusher is armed (both pilot’s
and copilot’s PUSHER switches must be
at ON position).
OFF -- Stick pusher is disabled.
AP/SP DISC (red)

Used to disengage autopilot and momentarily
de--activate stall protection system.
Press to disengage autopilot and
momentarily disable stick pusher.
Release to re--activate stick pusher.
NOTE
When pressed for 4 seconds or longer,
STALL FAIL caution message will come on.
Caution message will go out approximately
1 second after switch is released.
Pilot and Copilot Control Wheels
STALL Switch/Lights (2)

Flash red when: Warbler comes on
AOA reaches stick pusher trip point. to indicate a stall
Stick pusher is disabled. condition.
Stall Protection Controls

Figure 11---80---2

CSP A--013
Vol. 1 11--80--5
FLIGHT CONTROLS
<0039>
STALL FAIL caution (amber)

Comes on to indicate that one or both
channels of the stall protection system
have failed resulting with stick pusher
system inoperative.
<0006>
Primary Page
<0039>
WINDSHEAR FAIL status (white)

Comes on to indicate that windshear
guidance is inoperative on both sides. <0039>
Status Page
Stall Protection System EICAS Messages <MST>
Figure 11---80---3

CSP A--013
Vol. 1 11--80--6
FLIGHT CONTROLS
REV 56, Jan 31/03

PANEL LOCATION
STALL PROT
DC ESS 4 C7
R CH
Computer
Stall STALL PROT
Q2
Protection L CH
System STALL PROT DC BAT 1
Stick Pusher STICK Q1
PUSHER

CSP A--013
Vol. 1 12--00--1
FLIGHT INSTRUMENTS
CHAPTER 12 --- FLIGHT INSTRUMENTS
Page

INTRODUCTION 12--10
ELECTRONIC FLIGHT INSTRUMENT SYSTEM 12--20

Electronic Flight Instrument System 12--20--1
Display Control 12--20--6
Comparator Function 12--20--11
AIR DATA SYSTEM 12--30

Air Data System 12--30--1
Pitot Static System 12--30--1
Air Data 12--30--3
Air Data Reference Panels 12--30--4
Altitude Alerts 12--30--11
Acquisition Mode 12--30--13
Cross Side Tracking 12--30--13
Deviation Mode 12--30--13
Air Data Reversion 12--30--13
RADIO ALTIMETER SYSTEM 12--40

Radio Altimeter System 12--40--1
ATTITUDE AND HEADING REFERENCE SYSTEM 12--50

Attitude and Heading Reference System 12--50--1
Initialization and Alignment 12--50--11
STANDBY INSTRUMENTS AND CLOCKS 12--60

Standby Instruments and Clocks 12--60--1
Standby Attitude Indicator 12--60--1
Standby Altitude/Airspeed Indicator 12--60--1
Integrated Standby Instrument 12--60--1
Standby Magnetic Compass 12--60--7
Clocks 12--60--9

CSP A--013
Vol. 1 12--00--2
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Table of Contents
HEAD--UP GUIDANCE SYSTEM 12--70

Head--Up Guidance System 12--70--1
Combiner Symbology 12--70--2
Output to PFD’s 12--70--18
Audio Callouts 12--70--18
Output to FDR 12--70--18
Output to MDC 12--70--18
Approach Monitor for Category II Operations 12--70--19
Approach Monitor for Category III Operations 12--70--19
System Test/Fault Codes 12--70--19
HGS Mode Selections/Indications 12--70--19
ELECTRONIC FLIGHT INSTRUMENT SYSTEM

Figure 12--20--1 Electronic Flight Instrument System (EFIS) 12--20--2
Figure 12--20--2 EFIS Interface -- Block Schematic 12--20--3
Figure 12--20--3 Display Selection 12--20--4
Figure 12--20--4 Primary Flight Display and Multifunction Display 12--20--5
Figure 12--20--5 Display Control and Source Selector Panels 12--20--7
Figure 12--20--6 Display Control Source Indications 12--20--8
Figure 12--20--7 Display Control Source Flags 12--20--9
Figure 12--20--8 EFIS Abnormal Indications 12--20--10
AIR DATA SYSTEM

Figure 12--30--1 Pitot Static System -- General 12--30--2
Figure 12--30--2 Air Data System 12--30--5
Figure 12--30--3 Pitot Static System 12--30--6
Figure 12--30--4 Air Data Reference Control Panel 12--30--7
Figure 12--30--5 Indicated Airspeed and Mach Indications 12--30--8
Figure 12--30--6 Indicated Airspeed Flag -- Primary Flight Director 12--30--9
Figure 12--30--7 Altitude Indications 12--30--10
Figure 12--30--8 Altitude Alerts 12--30--12
Figure 12--30--9 Minimum Descent Altitude Indications 12--30--14
Figure 12--30--10 Vertical Speed Indication and Flag 12--30--15
Figure 12--30--11 Source Selector -- Air Data Panel 12--30--16
Figure 12--30--12 Air Data Flags -- Primary Flight Display 12--30--17
RADIO ALTIMETER SYSTEM

Figure 12--40--1 Radio Altimeter System 12--40--2

CSP A--013
Vol. 1 12--00--3
FLIGHT INSTRUMENTS
Figure 12--40--2 Air Data Reference Control Panel 12--40--3

Figure 12--40--3 Radio Altimeter Indication 12--40--4
INERTIAL REFERENCE SYSTEM

Figure 12--50--1 Attitude Heading Reference Sysytem/Inertial
Refence System Interface 12--50--3
Figure 12--50--2 Compass Control Panel/Inertial Reference
System Mode Select Unit 12--50--4
Figure 12--50--3 Attitude Director Indications 12--50--5
Figure 12--50--4 Selected Heading Readout 12--50--6
Figure 12--50--5 Source Selector Panel 12--50--8
Figure 12--50--6 Attitude and Heading Source Selection 12--50--9
Figure 12--50--7 Attitude/Heading Source Failure Indications 12--50--10
Figure 12--50--8 Attitude/Heading Source
Alignment Indications 12--50--12
STANDBY INSTRUMENTS AND CLOCKS

Figure 12--60--1 Standby Attitude Indicator 12--60--2
Figure 12--60--2 Standby Altitude/Airspeed Indicator 12--60--3
Figure 12--60--3 Integrated Standby Instrument 12--60--4
Figure 12--60--4 Integrated Standby Instrument Scales 12--60--5
Figure 12--60--5 Integrated Standby Instrument Flags 12--60--6
Figure 12--60--6 Standby Magnetic Compass 12--60--8
Clock Display 12--60--10
Clock Display 12--60--11
HEAD--UP GUIDANCE SYSTEM

Figure 12--70--1 HGS System 12--70--6
Figure 12--70--2 Head--Up Guidance System Sunvisor 12--70--7
Figure 12--70--3 Head--Up Guidance System 12--70--8
Figure 12--70--4 HGS Control Panel 12--70--10
Figure 12--70--5 Airplanes equipped with the (--503) HGS Computer
HGS Control Panel 12--70--11
Figure 12--70--6 Head--Up Guidance System -- Test Mode Selections 12--70--12
Figure 12--70--7 HGS System -- EICAS Messages 12--70--20
Figure 12--70--8 Primary Mode -- Radio Altitude Indications 12--70--21
Figure 12--70--9 HGS /AFCS Modes 12--70--22
Figure 12--70--10 HGS Combiner -- General 12--70--24
Figure 12--70--11 Primary Mode -- Airspeed Indications 12--70--25
Figure 12--70--12 Primary Mode -- On Ground 12--70--28

CSP A--013
Vol. 1 12--00--4
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Table of Contents
Figure 12--70--13 Visual Meteorolical Conditions (VMC)

Model -- Approach and Landing 12--70--31
Figure 12--70--14 Flight Director (F/D) Model -- Approach and Landing 12--70--33
Figure 12--70--15 Category I or II (AI or AII) Model Approach and Landing 12--70--35
Figure 12--70--16 Category IIIa (AIII) Model Approach and Landing 12--70--37
Figure 12--70--17 Rollout Mode 12--70--41
Figure 12--70--18 Primary Mode -- Attitude Indications 12--70--42
Figure 12--70--19 Primary Mode -- Heading Indications 12--70--45
Figure 12--70--20 Primary Mode -- Course Indications 12--70--47
Figure 12--70--21 Primary Mode -- Barometric Altitude Indications 12--70--49
Figure 12--70--22 Primary Mode -- Radio Altitude Indications 12--70--51
Figure 12--70--23 Primary Mode -- Vertical Speed Indications 12--70--52
Figure 12--70--24 Primary Mode -- Navigation/Position Indications 12--70--53
Figure 12--70--25 Primary Mode -- Flight Path Indications 12--70--58
Figure 12--70--26 Primary Mode -- Environmental Indications 12--70--60
Figure 12--70--27 Unusal Attitude Display 12--70--61
Figure 12--70--28 Primary Mode -- Autopilot/Flight Director 12--70--62

CSP A--013
Vol. 1 12--10--1
FLIGHT INSTRUMENTS
1. INTRODUCTION
Flight instruments include the electronic flight instrument systems, standby instruments and
clocks. Data for the flight instruments is provided by an air data system, radio altimeter and
attitude and heading reference system (AHRS). Flight instruments provide the following
basic information to the flight crew:
Flight instruments include the electronic flight instrument systems, standby instruments and
clocks. Data for the flight instruments is provided by an air data system, radio altimeter and
inertial reference system (IRS). Flight instruments provide the following basic information to
the flight crew: <0025>
S Altitude (barometric/radio)
S True Airspeed
S Airspeed (MACH/KIAS)
S Temperature Data
S Airspeed Trend
S Airplane Attitude
S Vertical Speed
S Heading Information
S Overspeed Warning
S Navigation Information.
Electronic flight instruments consists of a primary flight display (PFD) and a multifunctional
display (MFD) for each pilot. A standby attitude indicator and standby altitude/airspeed
indicator are provided. An independent standby compass provides aircraft heading in
relation to magnetic north. An electronic clock provides the time source for the aircraft
avionics equipment.
Electronic flight instruments consists of a primary flight display (PFD) and a multifunctional
display (MFD) for each pilot. An integrated standby instrument (ISI) provides standby
attitude, altitude and airspeed information to the flight crew. An independent standby
compass provides aircraft heading in relation to magnetic north. An electronic clock
provides the time source for the aircraft avionics equipment. <0083>
Air data provided by a pitot-static system and a temperature probe provide the flight
instruments with speed, altitude and temperature data. The radio altimeter provides an
accurate measurement of height above terrain at low altitudes. The attitude and heading
reference system (AHRS) provides attitude, heading, position, angular rate and linear
acceleration information.

CSP A--013
Vol. 1 12--10--2
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Introduction
Air data provided by a pitot-static system and a temperature probe provide the flight
instruments with speed, altitude and temperature data. The radio altimeter provides an
accurate measurement of height above terrain at low altitudes. The inertial reference
system (IRS) provides attitude, heading, position, angular rate and linear acceleration
information. <0025>

CSP A--013
Vol. 1 12--20--1
FLIGHT INSTRUMENTS
Electronic Flight Instrument System REV 56, Jan 31/03
1. ELECTRONIC FLIGHT INSTRUMENT SYSTEM
All basic flight information is presented to the flight crew on Electronic Flight Instrument
System (EFIS) displays. Each pilot instrument panel contains a primary flight display (PFD)
and a multifunctional display (MFD). All four displays are electronically identical to permit
transfer of display data.
Each PFD is a digital CRT and has the primary function of pictorially showing aircraft
attitude, altitude, airspeed, flight director commands and flight mode annunciations. Inputs
to the PFD’s are from the selected AHRS and ADC’s. Commands are set on the flight
control panel, air data reference panel and display control panels.
Each PFD is a digital CRT and has the primary function of pictorially showing aircraft
attitude, altitude, airspeed, flight director commands and flight mode annunciations. Inputs
to the PFD’s are from the selected IRS and ADC’s. Commands are set on the flight control
panel, air data reference panel and display control panels.<0025>
The PFD’s function as the following instruments:
S Attitude heading indicator (ADI)
S Horizontal situation indicator (HSI)
S Radio magnetic indicator (RMI)
S Radio altimeter indicator
S Airspeed indicator (Mach and IAS)
S Vertical speed indicator (VSI).
Each of the MFDs acts as a navigation system display and has a primary function of
showing current heading (compass) and course information. The MFDs can also display
moving map navigation pictorials, navigation sensor data, weather radar targets, and TCAS
traffic (see Chapter 18). Cross side compass information and backup navigation information
can be superimposed on either display. EICAS information can also be displayed on either
MFD.
Two display reversionary panels are installed in the flight compartment. One panel is
installed on the pilot’s side panel and the other panel is installed on the copilot’s side
panel. In the event of a PFD failure, all data normally displayed on it can be transferred
to the adjacent MFD by turning the display selector knob on the respective
reversionary panel to the PFD position. The MFD information cannot be transferred to
the PFD. Selecting the EICAS position will initially display the EICAS status page on
the respective MFD. All the other EICAS pages are available for display on the MFD,
through selections on the EICAS control panel.

CSP A--013
Vol. 1 12--20--2
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Electronic Flight Instrument System
Standby Airspeed/
Altitude/Attitude
Indicator
<0015>
MLG BAY OVHT

DISPLAY COOL
Standby Attitude
Indicator Standby
Altimeter/Indicated
Airspeed Indicator
<0083>
<0015> <0015>
MLG BAY OVHT
DISPLAY COOL
EICAS Displays
Multifunction Display (MFD) Multifunction Display (MFD)
Primary Flight Display (PFD) Primary Flight Display (PFD)
Electronic Flight Instrument System (EFIS) <MST>

Figure 12--20--1

CSP A--013
Vol. 1 12--20--3
FLIGHT INSTRUMENTS
PFD 1 MFD 1 MFD 2 PFD 2
CRSI AP AP XFR SPEED APPR HDG NAV ALT VS DOWN CRS2
<0040> <0040>
<0025> <0025>
MACH,
AIRSPEED,
VERTICAL
SPEED.
EFIS Interface --- Block Schematic <MST>

Figure 12---20---2

CSP A--013
Vol. 1 12--20--4
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Used to change the pilot or copilot MFD display.

PFD 1 or 2 -- MFD changes to a PFD
display and PFD display goes blank.
Pilot’s Display Reversionary Panel Copilot’s Display Reversionary Panel

Pilot’s Side Panel Copilot’s Side Panel
Display Selection
Figure 12---20---3

CSP A--013
Vol. 1 12--20--5
FLIGHT INSTRUMENTS
Attitude Director
Indicator (ADI)
Flight Director / Autopilot

Mode Annunciator Barometric Altitude
Airspeed Indicator (IAS) <0015>
Navigation Source
/ Course Display
Horizontal Situation Vertical Speed Indicator

Indicator (HSI)
Bearing Pointer Source

Radar Mode Line
Time / Temperature /
Performance Line Cross--Side Course Display
Onside Course Display

Bearing Pointer
Selected Heading Display
Course Pointer
Lateral Deviation Scale
Lateral Deviation Bar
Vertical Deviation Scale
Airplane Symbol
Bearing Pointer Source
Multifunction Display -- HSI Mode

Primary Flight Display and Multifunction Display <MST>
Figure 12---20---4

CSP A--013
Vol. 1 12--20--6
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
B. Display Control
Two display control panels are installed in the flight compartment. One panel is installed
on the pilot’s side panel and the other panel is installed on the copilot’s side panel.
Each panel provides the pilot and copilot control of their respective PFD and MFD.
The control selections are as follows:
S MFD format selection
S Bearing pointer selection
S Navigation source selection
S Cross side navigation data and course display.
The rotary FORMAT knob can be used to select one of the following navigation formats:
S HSI compass
S Navaid sector map
S TCAS
S FMS present position map
S FMS plan map
S Weather radar.
If one display control panel fails, the other panel can be used to control all four
electronic flight displays. This is done by selecting the DSPL CONT knob, on the
Source Selector Panel, to the 1 or 2 position as required.

CSP A--013
Vol. 1 12--20--7
FLIGHT INSTRUMENTS
FORMAT -- Outer Selector RANGE -- Inner Selector

Used to select MFD format. NAV SOURCE
Used to select range displayed
Format selections are Used to select navigation source.
on MFD. Range selections are:
HSI compass, navaid sector, Clockwise rotation will be FMS1,
5, 10, 20, 40, 80, 160, 320 and VOR/LOC1, OFF, VOR/LOC2 and
present position map (PPSN), 640 NM.
plan map, TCAS and weather FMS2.
radar.
BRG PUSH X--SIDE
Used to select next Used to display
waypoint that opposite side
bearing pointer will navigational
indicate direction to. source on MFD.
RDR Display Control Panel

Used to select weather Pilot’s and Copilot’s Side Panels
radar display. TFC (TCAS)
Used to directly select
<0040> TCAS traffic display on
MFD. Range selections
RDR / TERR are 5, 10, 20 and 40 NM.
Used to select weather
radar display, terrain
display or both.

Center Pedestal
Display Control and Source Selector Panels <MST>

Figure 12---20---5

CSP A--013
Vol. 1 12--20--8
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
<0015>


Display Control Source Indications <MST>
Figure 12---20---6

CSP A--013
Vol. 1 12--20--9
FLIGHT INSTRUMENTS
<0015>
DCP, DCP 1 or DCP 2 Flag (red)

Indicates that selected display control
panel has failed.


Display Control Source Flags <MST>
Figure 12---20---7

CSP A--013
Vol. 1 12--20--10
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
EFIS COMP INOP caution (amber)

Indicates that comparator information
for one or both PFDs is not available.
EFIS COMP INOP

EFIS COMP MON
<0039>
EFIS COMP MON caution (amber)

Indicates that a comparator
miscompare has been detected.
<0006>
Primary Page
Comparator Warnings (amber)

Indicate that a comparator
miscompare has been detected.
<0015>

EFIS Abnormal Indications <MST>

Figure 12---20---8

CSP A--013
Vol. 1 12--20--11
FLIGHT INSTRUMENTS
C. Comparator Function
A comparison of displayed data is performed by each PFD to ensure that the same
data is shown on both PFDs. Comparison of roll, pitch, heading, altitude and airspeed
information is performed continuously. Comparison for radio altitude, flight director
pitch, ILS localizer and ILS glide slope are performed during precision landing. When a
miscompare condition is detected, the miscompare indicator on both PFDs will flash
amber for 5 seconds then come on steady, as long as the miscompare exists. An EFIS
COMP MON caution message is also displayed on the EICAS primary page.

PANEL LOCATION
Pilot’s Flight PFD 1 D10
Instruments
MFD 1 D11
DC ESS 4
EFIS CONT C9
Electronic Control Panel
g
Flight PNL 1
I t
Instrumentst
Copilot s Flight PFD 2
Copilot’s K1
Instruments MFD 2 K2
DC BUS 2 2
EFIS CONT
Control Panel K3
PNL 2

CSP A--013
Vol. 1 12--20--12
FLIGHT INSTRUMENTS
REV 56, Jan 31/03

CSP A--013
Vol. 1 12--30--1
FLIGHT INSTRUMENTS
Air Data System REV 56, Jan 31/03
1. AIR DATA SYSTEM
Two air data computers (ADC 1 and ADC 2) provide the primary flight displays (PFD) with air
data consisting of airspeed, altitude and vertical speed. The ADCs also provide computed
air data (speed, altitude and temperature data) to various aircraft avionics systems. The
ADCs convert pitot and static air pressure to electrical signals. The ADCs use static
pressure to produce the altitude data and combine static and pitot pressure to produce the
airspeed data. Resistance changes from a total air temperature (TAT) probe provide the
ADCs with temperature data. The system is controlled by the air data reference panels and
has warning and alert capabilities integrated with the EICAS. Selected speeds and altitude
are set using the flight control panel (refer to Chapter 3).
A. Pitot Static System
The pitot static system supplies pitot and static air pressures to the ADCs, the standby
altitude/attitude/airspeed indicator and the cabin pressure control panel (CPCP). The
system consists of two pitot/static probes, an alternate pitot probe, alternate static ports
and a total air temperature probe (TAT).
The pitot static system supplies pitot and static air pressures to the ADCs, the
integrated standby instrument (ISI) and the cabin pressure control panel (CPCP). The
system consists of two pitot/static probes, an alternate pitot probe, alternate static ports
and a total air temperature probe (TAT).<0083>
The pilots and copilots pitot static probes each consist of a pitot mast (P1 and P2) and
two static ports (S1 and S2). Pitot pressure from each probe is supplied to the same
side ADC. Static pressure from each probe is supplied to each ADC.
The alternate pitot probe (P3) supplies pressure inputs to the standby
altitude/attitude/airspeed indicator.
The alternate pitot probe (P3) supplies pressure inputs to the integrated standby
instrument (ISI).<0083>
Electric heating elements protect the pitot-static and TAT probes from icing (refer to
Chapter 15, Ice and Rain Protection).
NOTE
TAT probe readings are inaccurate when the aircraft

is on the ground, due to probe heating to protect it from
icing. TAT probe readings cannot be used to obtain
the ambient static temperature before take-off.
Two Mach transducers supply primary Mach compensation data to the stall protection
computer. The transducers are connected to the left and right pitot static system and
provide a means of isolating a leaky transducer from the rest of the pitot static system.
via the static source selectors. The selectors are controlled by mechanical selectors on
the pilot’s and copilot’s side consoles.

CSP A--013
Vol. 1 12--30--2
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Air Data System
ALTERNATE STATIC PORT

ALTERNATE PITOT TUBE
LEFT PITOT--STATIC PROBE
RIGHT PITOT--STATIC PROBE
TOTAL AIR TEMPERATURE PROBE

ALTERNATE STATIC PORT
Pitot Static System --- General

Figure 12---30---1

CSP A--013
Vol. 1 12--30--3
FLIGHT INSTRUMENTS
B. Air Data
The air data system provides computed air data (speed, altitude and temperature)
information to the following systems:
S Integrated avionics preocessor system (IAPS)
S Attitude and heading reference system (AHRS)
S Inertial reference system (IRS) <0025>
S Stall protection computer and flap ECU
S Air traffic control transponders and TCAS
S Flight control computers and flight director
S Electronic flight instrument system (EFIS) and engine indication and crew alerting
system (EICAS) displays.
The air data system provides the following air data parameters:
S Pressure altitude and barometric--corrected altitude
S Vertical speed, indicated airspeed, Mach number and true airspeed (TAS)
S IAS reference (automatically through the AP control or manually through the air data
reference panel)
S Static air temperature (SAT)
S Calibrated and indicated airspeed (CAS / IAS)
S Overspeed warning (present airspeed and Vmo)
S Total air temperature (TAT)
S Temperature variations from international standard atmosphere (ISA).
In addition to the above parameters, the air data system computes and controls the
following reference values and parameters:
S Preselect altitude
S Airspeed trend vector
S Maximum allowable speed (VMO)
S Maximum allowable Mach (MMO)
S Vertical speed references.

CSP A--013
Vol. 1 12--30--4
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Air Data System
C. Air Data Reference Panels
The air data reference panels (ARP) are located on the pilot’s and copilot’s side panels.
Each ARP is used to enable selection of airspeed reference pointers and barometric
correction for altitude.
Each ARP functions with the same-side ADC, display control panel, primary flight
display and multifunctional display. The ARP is divided into three sections:
S The speed references section is used to select and input changes to the various
target and speed settings (V1, VR, V2 and VT). Both PFDs will display the same
values.
S The altitude references section is used to set minimum descent altitude (MDA) and
decision height (DH) values and to initiate radio altimeter self test.
S The barometric references section is used to select and input changes to the ADC
barometric pressure, to select indicating units (hPa or inHg) and to set standard
barometric pressure. Each PFD can have a different barometric pressure setting.
The last value selected is retained in the ADC memory for the next power up.

CSP A--013
Vol. 1 12--30--5
FLIGHT INSTRUMENTS
PILOT’S AIR DATA COPILOT’S AIR DATA

REFERENCE PANEL FLIGHT CONTROL PANEL REFERENCE PANEL
AIR TRAFFIC AIR TRAFFIC

CONTROL CONTROL
TRANSPONDER TRANSPONDER
1 2
ATTITUDE/ ATTITUDE/
ACCELERATION ACCELERATION
PITOT PITOT
INTEGRATED
STATIC AVIONICS STATIC
PROCESSOR
SYSTEM
AIR DATA AIR DATA
COMPUTER COMPUTER
TOTAL TOTAL
1 2
AIR HEAD--UP AIR
TEMPERATURE GUIDANCE TEMPERATURE
SYSTEM
<0026>
ATTITUDE ATTITUDE
AND HEADING ALTITUDE; AND HEADING
MACH/AIRSPEED;
AHRS 1 / IRS 1 VERTICAL SPEED AHRS 2 / IRS 2
(AHRS ONLY).
<0025> <0025>
Air Data System <MST>

Figure 12---30---2

CSP A--013
Vol. 1 12--30--6
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Air Data System
Mach Transducer 1 (Pilot’s Side) Standby Mach Transducer 2 (Copilot’s Side)

(Mach data to SPS Channel 1) Instrument (Mach Data to SPS Channel 2)
Pilot’s Mach Transducer Copilot’s Mach Transducer

Source Selector / Source Selector /
Isolation Valve Isolation Valve
MACH MACH
TRANSDUCER TRANSDUCER
PITOT STATIC
STATIC
MACH MACH
TRANS MACH
TRANSDUCER
PITOT
MACH
TRANSDUCER
STATIC SELECTOR SELECTOR
TRANS
1 2
SELECTOR SELECTOR
Water
Drains
Pitot Static System

Figure 12---30---3

CSP A--013
Vol. 1 12--30--7
FLIGHT INSTRUMENTS
PUSH / SET / OFF

Used to adjust selected altitude readout.
DH / MDA When pushed, the selected altitude readout
Used to select decision height or
(DH or MDA) is displayed on the PFD.
minimum descent altitude.
When rotated, the selected altitude readout
DH -- Decision height readout is
is adjusted (DH in 1--ft. increments, MDA in
selected to be adjusted.
10--ft. increments).
MDA -- Minimum descent altitude When pushed again, the selected altitude
readout is selected to be adjusted. readout is removed.
SEL RA TEST
Used to alternately Used to initiate
select V1, VR or V2 radio altitude test.
to the edit field
when VSPDS is HPA / IN
SEL HPA / IN
selected. DH MDA Used to alternately
select the barometric
pressure to be
SPEED REFS
BARO displayed in
TGT VSPDS RA TEST hectoPascals or
inches of mercury.
Air Data Reference Panel

Pilot’s and Copilot’s BARO
Used to adjust
Side Panels
TGT / VSPDS barometric pressure.
Used to select target or V speeds. PUSH / SET / OFF When pushed, the
TGT -- VT speed is selected to Used to adjusts the selected speed barometric pressure
be displayed on the edit field. readout displayed on the edit field. is set to the standard
VSPDS -- V1, VR and V2 When pushed, the selected speed value of 29.92 inHg
speeds are selected to be readout is displayed. or 1013 hPa.
displayed on the edit field. When rotated, the selected speed When rotated, the
Alternate selection of V1, VR readout is adjusted. barometric pressure
and V2 is made using SEL. When pushed again, the selected setting is adjusted.
speed readout is removed.
Air Data Reference Control Panel

Figure 12---30---4

CSP A--013
Vol. 1 12--30--8
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Air Data System
Mach Readout (white)

Indicates Mach speed.
Displayed when Mach is
above 0.45 and is removed
when Mach is below 0.40.
Airspeed Indicator
IAS /Mach Reference (magenta)

Indicates airspeed as selected
using the speed knob on flight
control panel.
Speed Reference (cyan)

Indicates reference speed as set
by pilot using the speed reference
knob on air data reference panel.
Overspeed Cue (red/black checkerboard)
Assends from Vmo/Mmo to top of tape
window to indicate maximum speed allowable.
If speed is more than 3 kts greater than Vmo Primary Flight Display
or equivalent Mmo, overspeed clacker sounds. Pilot’s and Copilot’s Instrument Panels
Warning continues until speed is 3 kts below
Vmo/Mmo. AP
10
CLACKER
TONE
180
10
Indicated Airspeed Tape (white)
Moving tape that indicates current airspeed. T
Tape range is 40 to 400 knots with a display <0015>
of 80 knots.
Marks at 5 knot increments. 160 Trend Vector (magenta)
Digits at 20 knot increments. Indicates predicated airspeed
within next 10 seconds.
IAS Bug (magenta)
Indicates airspeed reference marker as set 2
by pilot using the speed knob on flight 140 Indicated Airspeed Pointer (white)
Indicates current airspeed.
control panel. R
Speed Reference Bugs (cyan)
Stall Speed Indicator (green line)
1 Removed 7.5 seconds after speed
Indicates 1.25 times the computed stall speed. is exceeded (except target speed).
Displayed in flight only. <FAA> 120 1 Takeoff decision speed (V1)
R Rotate airspeed (VR)
Low Speed Cue (red/black checkerboard) 2 Take--off safety speed (V2)
Descends from stick shaker speed to edge of T Target speed (VT)
tape window and acts as cue to impending
stall speed. Displayed 3 seconds after lift--off. Airspeed Indicator
If AOA data fails, checkerboard stops at 100 kts.
and is replaced by a yellow line up to 120 kts.
Indicated Airspeed and Mach Indications <MST>
Figure 12---30---5

CSP A--013
Vol. 1 12--30--9
FLIGHT INSTRUMENTS
BRT
5 000
TO
TO
2 200
IAS Flag (red) 10 1 100
Indicates that airspeed
data has failed. Appears 0 000
in place of airspeed tape. IAS
100
10
200
140 0 FT 29.92 IN
V2 142 24 W
10 12 4
FMS
21
30
CRS 239
4.2 NM
S
YUL 0.0
33
15
10 ADF1
N
1 24
12
ADF2
<0015>
80 Primary Flight Display

60
40
VT 170 Speed Reference Table (cyan)
Displayed on ground only.
V2 142 Indicates reference speeds as set
using speed reference knob on the
VR 136 air data reference panel.
V1 131
Airspeed Indicator
Indicated Airspeed Flag --- Primary Flight Director <MST>

Figure 12---30---6

CSP A--013
Vol. 1 12--30--10
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Air Data System
Preselected Altitude Readout (magenta)

Indicates preselected altitude to nearest 100 feet,
as set using altitude knob on flight control panel.
Metric Preselected Altitude Readout (magenta)

Indicates preselected altitude in meters.
Displayed when metric altimeter is selected on.
Altitude Indicator
Barometric Pressure Setting Readout (cyan)
Indicates selected barometric pressure expressed
in inches of mercury or hectoPascals, as set using
barometric knob and on air data reference panel.
<0023> Barometric pressure setting readout flashes when:
Airplane climbs through 17,800 ft and barometric
pressure setting is not set to standard value.
Airplane descends through 18,500 ft and
barometric pressure setting is set to standard value.
Metric Altitude Readout (white)

Indicates airplane altitude in meters.
Displayed when metric altimeter is selected on.
<0029>
AP
METRIC METRIC ALT
10
ALT ON -- Metric altitude readout and metric
ON preselected altitude readout are displayed
on PFDs.
OFF -- Metric altitude readout and metric
10 OFF preselected altitude readout go out.
Metric Altimeter Switch

<0015> Center Pedestal
Barometric Altitude Tape (white)
200 Moving tape with fixed window
Preselect Altitude Bug (magenta) (digital readout) that indicates
Lines at coarse and fine tape barometric altitude from --1,000 to
indicate preselected altitude as set 100 50,000 feet with a display of
using altitude knob on flight control 450 feet.
panel.
2 000 Fine Tape
Marks at 20 foot increments.
Digits at 100 foot increments.
Altitude Readout (white) 900
Indicates airplane barometric altitude. Coarse Tape
Small rectangles at 500 foot
800 increments.
Large rectangles at 1000 foot
Altitude Indicator increments.
Altitude Indications <MST>
Figure 12---30---7

CSP A--013
Vol. 1 12--30--11
FLIGHT INSTRUMENTS
D. Altitude Alerts
The altitude alert system alerts the flight crew that a preselected altitude has been
reached or a deviation from a preselected altitude has occurred. When the aircraft is
cleared to change altitude, the preselected altitude is set on the PFD through the flight
control panel (FCP). There are three types of alerts that can occur:
S Acquisition mode
S Cross side tracking
S Deviation mode.
Pending Rectification
NOTE
An anomaly has been discovered in the ADC

software which causes the aural altitude alerter
(C--Chord) not to cancel if an AFCS transfer is
made while the aural alert relay is energized. If the
altitude alerter does not cancel automatically after
1 second because the AFCS transfer was
operated while the aural alert relay was energized,
briefly switch the AFCS transfer back to the
previous setting. Once the aural altitude alerter
cancels the AFCS transfer may be reselected as
required.

CSP A--013
Vol. 1 12--30--12
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Air Data System
Altitude Flag (red)

Indicates altitude data has failed.
Appears in place of altitude tape.
100
000
N
<0015> E 900
G
Negative Altitude
Flag (yellow) 800
Appears at altitudes
less than 0 feet.
700
Altitude Indicator
Altitude Alerts <MST>

Figure 12---30---8

CSP A--013
Vol. 1 12--30--13
FLIGHT INSTRUMENTS
E. Acquisition Mode
Altitude alerts are inhibited in approach mode, when glideslope is captured and there
are valid autopilot steering commands. The ADC will set a one second acquisition alert
warning (altitude C-cord warning aural) and flash the preselected altitude readout when
the present altitude is within ±1,000 feet of capturing the preselected altitude. The
readout will stop flashing when the altitude is within ±200 feet of the preselected
altitude. The alert can be cancelled by pressing the altitude knob on the flight control
panel.
F. Cross Side Tracking
Each ADC compares the preselect altitude value from both computers for equality. If
the values are not equal, the preselect altitude digits on the display change from
magenta to cyan.
G. Deviation Mode
After the preselected altitude is captured, if the altitude deviates from the preselected
altitude by more than ±200 feet, a deviation alert warning (aural “C” chord) will be set
and the preselected altitude readout and bug will change from magenta to amber and
begin to flash. The readout and bug will return to normal once the altitude is back
within deviation limits. A deviation alert will also be made if the airplane has gone within
the acquisition limits on an altitude capture but then deviates by more than 100 feet
from the preselected altitude.
H. Air Data Reversion
Normally, each ADC provides data to the same side PFD. If one ADC should fail, the
other computer may be used to supply data to both PFDs. This is done by selecting the
AIR DATA knob, to the 1 or 2 position, on the Source Selector Panel.

CSP A--013
Vol. 1 12--30--14
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Air Data System
Minimum Descent Altitude Readout (cyan)

Indicates MDA as set on the air data
reference panel.
Minimum Descent Altitude Alert (amber)

Indicates that airplane has arrived at
minimum descent altitude.
Minimum Descent Altitude Pointer (cyan)

Indicates MDA, as set on the air data
reference panel.
Disappears when out of range.
Flashes during MDA alert.
<0015>
Minimum Descent Altitude Indications <MST>

Figure 12---30---9

CSP A--013
Vol. 1 12--30--15
FLIGHT INSTRUMENTS
Vertical Speed Scale (white)

Non--linear scale of vertical speed between
4,000 feet per minute.
Small ticks at 250 FPM.
Large ticks at 500 FPM.
Digits at 1,000, 2,000 and 4,000 FPM.
Vertical Speed Pointer (green)

Indicates vertical speed in feet per minute.
Vertical Speed Readout (green)

Indicates current vertical speed
from 0 to 15,000 FPM.
From 0 to 9,950 FPM, display is at 100 FPM.
Above 9,950 FPM, display is at 1,000 FPM.
If rate is greater than 10,000 FPM, decimal
point disappears.
NOTE
Vertical speed pointer and readout turn
red when a TCAS resolution advisory
is issued and speed is not within
corrective limits (refer to Chapter 18).
<0015>
Vertical Speed Flag (red)

Indicates that vertical speed
data has failed. Appears in
place of vertical speed scale,
pointer and readout.
Vertical Speed Indication and Flag <MST>

Figure 12---30---10

CSP A--013
Vol. 1 12--30--16
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Air Data System
AIR DATA
NORM -- Each air data computer
supplies data to the same side display.
1 -- Air data computer 1 supplies data
to both pilot and copilot displays.
An amber source message is
displayed on both PFDs.
2 -- Air data computer 2 supplies data
to both pilot and copilot displays.
An amber source message is
Center Pedestal
Source Selector --- Air Data Panel

Figure 12---30---11

CSP A--013
Vol. 1 12--30--17
FLIGHT INSTRUMENTS
<0015> ADC 2
ADC 1 or 2 (amber)
Indicates that single air data computer
source has been selected.
ADC 1 -- Air data computer 1 selected.
ADC 2 -- Air data computer 2 selected.
Air Data Flags --- Primary Flight Display <MST>

Figure 12---30---12

CSP A--013
Vol. 1 12--30--18
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Air Data System
I. System Circuit Breakers

PANEL LOCATION
Air Data ADC 1 DC ESS 4 D3

Flight
g Data Computer ADC STBY DC BAT 1 P8
ADC 2 DC BUS 2 2 H6

CSP A--013
Vol. 1 12--40--1
FLIGHT INSTRUMENTS
Radio Altimeter System REV 56, Jan 31/03
1. RADIO ALTIMETER SYSTEM
The radio altimeter (RADALT) system provides an accurate measurement of absolute

altitude (height above terrain) from 0 to 2500 feet AGL. Radio altitude information is
supplied to the following:
There are two radio altimeter (RADALT) systems installed on the aircraft. Each system
provides an accurate measurement of absolute altitude (height above terrain) from 0 to 2500
feet AGL. Radio altitude information is supplied from both radio altimeters to the following:
<0045>
S PFD’s
S Flight control systems
S Ground proximity warning system (GPWS)
S Enhanced ground proximity warning system (EGPWS) <0040>
S Traffic alert and collision avoidance (TCAS).
The radio altimeter provides the pilot’s and copilot’s PFDs with the following:
S Radio altitude readout
S Decision height readout
S Decision height alerts and radio altimeter fail flags.
When a failure is detected during flight, a red warning flag is displayed on the PFD’s.
The radio altitude display is displayed as both a digital and a moving tape readout. The
digital readout appears as the aircraft descends through 2,500 feet. The tape is an analog
scale that is displayed when the airplane is below an altitude of 1,225 feet.
Decision height is set (from 0 to 999 feet) using either pilot’s air data reference panel. A test
button is provided on the air data reference panel to verify the operation of the radio
altimeter system.

CSP A--013
Vol. 1 12--40--2
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Radio Altimeter System
<0040> <0040>
Radio Altimeter System <MST>

Figure 12---40---1

CSP A--013
Vol. 1 12--40--3
FLIGHT INSTRUMENTS
PUSH / SET / OFF

DH / MDA Used to adjust selected altitude readout.
Used to select decision height or When pushed, the selected altitude readout
minimum descent altitude. (DH or MDA) is displayed on the PFD.
DH -- Decision height readout is When rotated, the selected altitude readout
selected to be adjusted. is adjusted (DH in 1 ft increments, MDA in
MDA -- Minimum descent altitude 10 ft increments).
readout is selected to be adjusted. When pushed again, the selected altitude
readout is removed.
SEL HPA / IN
DH MDA
SPEED REFS
BARO
TGT VSPDS RA TEST
Air Data Reference Panel

RA TEST Pilot’s and Copilot’s Side Panels
Used to initiate
radio altitude test.
Air Data Reference Control Panel
Figure 12---40---2

CSP A--013
Vol. 1 12--40--4
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Decision Height Readout (cyan)

Indicates selected decision height as set on the
air data reference panel (range is 0 to 999 feet).
Red dashes indicate failed input.
Radio Altimeter
Indicates current radio altitude.
Displayed upon descent below 1,225 feet RA.
Decision Height Alert (amber)
Indicates that airplane has arrived at decision height.
During go--around, alert is disabled
at decision height +100 feet.
Alerts inhibited below 5 feet.
DECISION
HEIGHT
Radio Altitude Readout (green)

Indicates radio altitude from 0 to 2,500 feet.
At decision height, readout turns amber.
Displayed upon descent below 2,500 feet RA.

Pilot’s and Copilot’s Instrument Panels 3
Decision Height Pointer (cyan)
Indicates selected decision height as
2 set on the air data reference panel.
Disappears when out of range.
not included in <JAA>
Ground Bar (amber)

Indicates terrain.
Radio Altimeter
RA Flag (red)
Indicates that radio altitude data has failed.
Appears in place of radio altitude readout.
<0015>

Radio Altimeter Indication <MST>

Figure 12---40---3

CSP A--013
Vol. 1 12--40--5
FLIGHT INSTRUMENTS

PANEL LOCATION
Radio RAD ALT 1 DC BUS 1 1 K7

Altimeter
Altimeter RAD ALT 2 DC BUS 2 2 L1 <0045>

CSP A--013
Vol. 1 12--40--6
FLIGHT INSTRUMENTS
REV 56, Jan 31/03

CSP A--013
Vol. 1 12--50--1
FLIGHT INSTRUMENTS
Attitude and Heading Reference System REV 56, Jan 31/03
1. ATTITUDE AND HEADING REFERENCE SYSTEM
The attitude and heading reference system (AHRS) is a gyro reference system that
generates angular rate and linear acceleration information about the aircraft axis.
The AHRS is a dual system with two independent attitude and heading computers. Each
computer receives corrected heading information from an individual flux detector which
sense the earth’s magnetic field. Each computer also receives information from the same
side air data system. This information, together with accelerometer sensor data, is
processed and sent to the integrated avionics processor system which interfaces with the
flight control computers and flight management computers.
These signals are also routed to the TCAS, GPWS, weather radar, fuel system, stall
protection system, flight data recorder and data concentrator units.
These signals are also routed to the TCAS, EGPWS, weather radar, fuel system, stall
protection system, flight data recorder and data concentrator units. <0040>
AHRS provides attitude and heading information to the electronic flight instruments. The
PFD’s display AHRS alignment flags during initialization (30 to 70 seconds). If aircraft
primary power is lost, the AHRS will continue to operate on battery bus power for 11
minutes. Attitude is displayed on the attitude direction indicator (ADI) of the primary flight
displays and heading is displayed on the horizontal situation indicator (HSI) portions of the
displays.
AHRS mode selections are made using the pilot or copilot compass control panel. The
AHRS normally operates in magnetic (MAG) mode. Directional gyro (DG) mode is intended
to operate as a heading reference, only for a short period of time, near areas where
magnetic disruptions exist and does not use data from the flux detector.
A slew switch is provided to change heading direction. The switch is operational in both
MAG and DG modes. In DG mode it is used periodically to correct for drift. In MAG mode, it
also causes the heading to slew in the selected direction. When the switch is released in
MAG mode, the heading will slowly slave back to the heading defined by the flux detector.
2. INERTIAL REFERENCE SYSTEM <0025>
The inertial reference system (IRS) provides inertial outputs of attitude, heading, angular
rates, linear acceleration and present position to be displayed on the flight displays and to
be used by other avionics systems.
The IRS is a dual system with two inertial reference units (IRU) and a dual mode select unit
(MSU). Each IRU receives information from the same side air data system. The IRU
measures inertial motion sensed by the inertial instruments and computes attitude and
heading data. This information is processed and sent to the integrated avionics processor
system which interfaces with the flight control computers and flight management computers.
These signals are also routed to the TCAS, EGPWS, weather radar, fuel system, stall
protection system, flight data recorder and data concentrator units. The MSU provides pilot
selection of the IRS modes.

CSP A--013
Vol. 1 12--50--2
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Attitude and Heading Reference System
The IRS provides attitude and heading information to the electronic flight instruments.
Attitude is displayed on the attitude direction indicator (ADI) of the primary flight displays and
heading is displayed on the horizontal situation indicator (HSI) portions of the displays.
Heading is selected to magnetic or true using the flight management system (refer to
Chapter 18).
The IRS normally operates in navigation mode. In navigation mode, it is not possible to
update the IRS position, however, it is possible to perform a rapid realignment while on the
ground.
Attitude mode is a reversionary mode, used when the IRU has detected an inertial failure or
inaccuracies of the navigation operation in flight. Attitude mode does not provide position
data. In attitude mode, the heading may drift and must be corrected using the flight
management system (FMS). If the FMS is not available, the EICAS control panel can be
used to make heading corrections. Attitude mode is annunciated on the EICAS status page.

CSP A--013
Vol. 1 12--50--3
FLIGHT INSTRUMENTS
ATTITUDE ATTITUDE
HEADING HEADING
COMPUTER COMPUTER
1 2
INERTIAL INERTIAL
REFERENCE REFERENCE
<PRE0025> SYSTEM SYSTEM
1 <0025> 2 <0025> <PRE0025>
<0025>
<PRE0025>
<0025> <PRE0025>
OFF NAV ATT OFF NAV ATT
<0025>
1 IR S 2
<0025> <PRE0025>
DCU 1 & 2
<PRE0025> DCU 1, 2 & 3
<0019>
HEAD--UP
GUIDANCE
SYSTEM
<0026>
PITCH/ROLL/HEADING ANGLES
PITCH/ROLL/YAW RATES
LONG./LAT./NORMAL/CROSS
HEADING ACCELERATIONS
ALONG HEADING/VERTICAL
ACCELERATIONS
<PRE0025> ERROR COMPENSATION AND
FLUX DETECTOR MISALIGNMENT
COMPENSATOR (COMP)
Attitude and Heading Reference System/Inertial Reference System <MST>

Figure 12---50---1

CSP A--013
Vol. 1 12--50--4
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
DG / MAG SLEW 1 -- IRS -- 2

Used to set AHRS mode Used to periodically correct heading Used to select IRS mode.
DG -- HSI performs like a when in DG mode. Will move reading OFF -- Removes power
directional gyro and does in MAG mode, but returns to previous from IRS.
not use data from the heading when switch is released. NAV -- IRS operates in
flux detectors. -- Slews HSI graphic reading to the right. navigation mode.
MAG -- HSI is continuously -- Slews HSI graphic reading to the left. ATT -- IRS operates in
adjusted using data from attitude mode.
the flux detectors.
<0025>
COMPASS NAV NAV

OFF ATT OFF ATT
DG
+ --
MAG SLEW 1 IRS 2
Pilot’s and Copilot’s Compass Control Panel IRS Mode Select Unit
Center Pedestal Center Pedestal
Compass Control Panel/Inertial Reference System Mode Select Unit <MST>
Figure 12---50---2

CSP A--013
Vol. 1 12--50--5
FLIGHT INSTRUMENTS
Attitude Director Indicator

Pilot’s and Copilot’s Instrument Panels Slip / Skid Indicator (white)
Indicates lateral acceleration.
Roll Pointer (white) Moves with roll pointer.
Indicates roll angle Lateral displacement from
Pointer rotates along center of roll pointer indicates
fixed roll scale. airplane is slipping or skidding.
Roll Scale (white) 10

Fixed scale that indicates
roll attitude.
Small marks at 10 and 20
10
Large marks at 30 and 60
Small triangle at 45
Attitude Director
Indicator
Horizon Line (white)
Indicates roll and pitch attitude
relative to airplane symbol.
Horizon bar rotates to display roll
attitude and moves vertically to Airplane Symbol (black)
display pitch attitude. Indicates position of airplane
The boxes at ends of horizon bar in relation to horizon index.
represent airplane wing tips.
<0015>
Attitude Director Indications <MST>

Figure 12---50---3

CSP A--013
Vol. 1 12--50--6
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
<0015>
Selected Heading Readout (magenta)

Indicates selected heading as set using
heading knob on flight control panel.
Removed 5 seconds after heading is
selected.
Horizontal Situation Indicator

Selected Heading Bug (magenta)

Indicates selected heading as set Lubber Line (white)
using heading knob on flight control Fixed reference for reading
panel. When bug is off scale, a current airplane heading.
dashed line is displayed from center Fixed index marks are located
of compass to selected heading. around compass rose at
45 degree increments.
Compass Rose (white) Airplane Symbol (white)

Rotating card indicates airplane Indicates center of compass
current magnetic heading under rose.
fixed lubber line.
Small marks at 5 degree increments. Horizontal Situation
Larger marks at 10 degree increments. Indicator
Digits and cardinal points at 30 degree
increments.
Selected Heading Readout <MST>

Figure 12---50---4

CSP A--013
Vol. 1 12--50--7
FLIGHT INSTRUMENTS
Display capability is maintained when sensor data failure occurs. Either PFD (or MFD
when in PFD format) can be configured to display data from either attitude and heading
reference system by operation of a reversionary switch on the source selector panel.
Selection of alternate data sources is indicated to the flight crew by yellow single source
flag on the PFD and MFD.
Display capability is maintained when sensor data failure occurs. Either PFD (or MFD
when in PFD format) can be configured to display data from either inertial reference
system by operation of a reversionary switch on the source selector panel. Selection of
alternate data sources is indicated to the flight crew by yellow single source flag on the
PFD and MFD. <0025>

CSP A--013
Vol. 1 12--50--8
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
ATTD HDG
Used to revert attitude and heading
reference systems.
NORM -- Each attitude and heading
computer supplies data to the same
side display.
1 -- Attitude and heading computer 1
supplies data to both pilot and copilot
displays. An amber source message is
2 -- Attitude and heading computer 2
supplies data to both pilot and copilot Source Selector Panel
displays. An amber source message Center Pedestal
is displayed on both PFDs.
ATTD HDG
Used to revert inertial reference systems.
NORM -- Each inertial reference unit
supplies data to the same side display.
1 -- Inertial reference unit 1 supplies
data to both pilot and copilot displays.
An amber source message is displayed
on both PFDs.
2 -- Inertial reference unit 2 supplies
data to both pilot and copilot displays.
An amber source message is displayed
<0025> Source Selector Panel
on both PFDs. Center Pedestal
Source Selector Panel <MST>

Figure 12---50---5

CSP A--013
Vol. 1 12--50--9
FLIGHT INSTRUMENTS
<0025> ATT 1 or 2 (amber)

Indicates that single inertial reference source
has been selected.
ATT 1 -- Inertial reference unit 1 selected.
ATT 2 -- Inertial reference unit 2 selected

MAG 1, MAG 2, DG 1 or DG 2 (amber)

Indicates heading selection when a single
attitude and heading source has been
selected.
<0025> MAG 1, MAG 2, TRU 1 or TRU 2 (amber)

Indicates heading selection when a single
Inertial reference source has been selected.
<0015>

Attitude and Heading Source Selection <MST>
Figure 12---50---6

CSP A--013
Vol. 1 12--50--10
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
ATT
<0015>
ATT Flag (red)

Indicates that onside or both attitude
ATT
and heading systems have failed.
<0025> ATT Flag (red)

MAG
Indicates that onside or both inertial
reference systems have failed.

MAG 1 or DG Flag (red)

Indicates that onside or both attitude
BRT
WX and heading systems are faulty or out

UTC 16:13
FMS 2 CRS 243
TAS 0 GS 0 SAT 12C TAT 15C
of tolerance.
YUL 13.0 NM
TTG
<0025> MAG or TRU Flag (red)
MAG Indicates that onside or both inertial
reference systems are faulty or out
of tolerance.

Attitude/Heading Source Failure Indications <MST>
Figure 12---50---7

CSP A--013
Vol. 1 12--50--11
FLIGHT INSTRUMENTS
B. Initialization and Alignment
AHRS initialization and operation occurs automatically when electrical power is

established and the aircraft is stationary. Initialization in MAG mode takes about 70
seconds. DG mode requires a much longer time to initialize. In flight, initialization
requires straight, unaccelerated level flight. The primary flight displays (PFD’s) present
a flashing initialization alignment message during initialization.
IRS initialization takes about 7 minutes at normal temperature. The IRS requires that
the initial position be entered using the flight management system (FMS). The primary
flight displays (PFD’s) present a flashing initialization alignment message during
initialization. Upon successful alignment, the IRS will automatically sequence into
navigation mode. Attitude alignment takes 1 minute or 34 seconds when switching
from navigation to attitude mode, provided the aircraft is stationary on the ground or in
straight and level flight. <0025>
The magnetic flux detectors used to originate heading information are sensitive to
localized magnetic fields and magnetic anomalies. The effects and the procedural
responses to these conditions are presented in the Collins AHS-85 / 85E Attitude
Heading System Pilot’s Guide.

CSP A--013
Vol. 1 12--50--12
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Alignment Annunciator (white)

Indicates attitude and heading
alignment in process.
DO NOT TAXI is also displayed
when airplane is on the ground.
<0025> Alignment Annunciator (white)
ATT / HDG ALIGNING Indicates inertial reference
DO NOT TAXI
alignment in process.

ATT / HDG ALIGNING

DO NOT TAXI
IRS 1 OVERTEMP
<0015> IRS 2 OVERTEMP
IRS 1 IN ATT
IRS 2 IN ATT
<0039>
<0039>
<0025>
IRS 1 (2) OVERTEMP status (white)
Indicates that an overtemperature
condition exists.
<0025>
IRS 1 (2) IN ATT status (white)
Indicates that IRS is operating in Status Page
attitude mode.
Attitude/Heading Source Alignment Indications <MST>

Figure 12---50---8

CSP A--013
Vol. 1 12--50--13
FLIGHT INSTRUMENTS
AHRS ALIGNMENT
Mode Time to Align

70 seconds
MAG
(No adverse motion sensed by the aircraft;
(normal or on the ground)
Normal passenger movement is acceptable.)
DG 10 minutes
10 to 35 seconds
Airborne (The aircraft must remain in straight and level,
unaccelerated flight.

CSP A--013
Vol. 1 12--50--14
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
IRS 1/2 OVERTEMP Status

(white)
Comes on to indicate that an
IRS 1 OVERTEMP
overtemperature condition exists. IRS 2 OVERTEMP
IRS 1 ON BATT
IRS 2 ON BATT
IRS 1/2 ON BATT Status IRS 1 DC FAIL
<0039>
(white) IRS 2 DC FAIL
Comes on to indicate that IRS is IRS 1 IN ATT
operating on back--up power. IRS 2 IN ATT
<0039>
IRS 1/2 DC FAIL Status
(white)
Comes on to indicate that IRS
back--up power has failed.
IRS 1/2 IN ATT Status (white)

Comes on to indicate that IRS
is operating in attitude mode.
Status Page
IRS --- EICAS Messages <MST>

Figure 12---50---9

CSP A--013
Vol. 1 12--50--15
FLIGHT INSTRUMENTS

PANEL LOCATION
AHRS FAN 1 DC ESS 4 D9
AHRS 1 DC ESS 4 D8
Pilots System
Attitude and MAIN BAT
ATT/HDG 1 5 A8
Heading DIR
Systems AHRS FAN 2 H15
(AHRS) DC BUS 2 2
Copilots
p AHRS 2 H14
S
System MAIN BAT
ATT/HDG 2 5 A9
DIR
MAIN BAT
ATT/HDG 1 5 A8
Pilots System DIR
Inertial
Reference IRU 1 AC ESS 3 C2
System (IRS) IRU 2 AC BUS 2 2 B14
<0025>
0025 Copilots
System MAIN BAT
ATT/HDG 2 5 A9
DIR

CSP A--013
Vol. 1 12--50--16
FLIGHT INSTRUMENTS
REV 56, Jan 31/03

CSP A--013
Vol. 1 12--60--1
FLIGHT INSTRUMENTS
Standby Instruments and Clocks REV 56, Jan 31/03
1. STANDBY INSTRUMENTS AND CLOCKS
A standby attitude indicator and a standby altimeter/airspeed indicator is located between

the EICAS displays on the center instrument panel. A standby compass is located below
the center of the overhead instrument panel. A clock is installed on both the pilot and copilot
side panels.
An integrated standby instrument is located between the EICAS displays on the center
instrument panel. A standby compass is located below the center of the overhead
instrument panel. A clock is installed on both the pilot and copilot side panels. <0083>
A. Standby Attitude Indicator
The standby attitude indicator displays aircraft pitch and bank angles. It is a 28 VDC
driven gyro that provides pitch and roll information for at least nine minutes after a
power failure. It also serves as a standby ILS indicator to provide localizer and
glideslope indications.
B. Standby Altitude/Airspeed Indicator
The standby altimeter/airspeed indicator displays barometric altitude from --1000 to

+50,000 feet (±20). A BARO set knob is provided. The standby airspeed portion of
the indicator displays non--corrected indicated airspeed from 60 to 450 knots
(±3 knots).
C. Integrated Standby Instrument <0083>
The integrated standby instrument (ISI) provides standby attitude, altitude and airspeed
information to the flight crew. To retain full operational capability under emergency
conditions the ISI is powered by the battery bus. The ISI uses inputs from the alternate
pitot probe and static ports.
The ISI displays the following information:
S Attitude display
S ILS deviation
S Altitude display (corrected)
S VMO display
S Airspeed display
S Static source error correction (SSEC)
S Mach number
S Barometric pressure
S Slip-skid indication

CSP A--013
Vol. 1 12--60--2
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Standby Instruments and Clocks
Roll Scale and Index

Markings at 10, 20,
30, 45 and 90
Roll/Sky Pointer degrees.
Indicates bank angles
referenced against roll Sphere
index. Indicates airplane
movement in pitch. Power OFF Flag
Marked at 5--degree Appears when power
Glideslope Flag increments. to indicator is lost or
When in view, indicates during gyro failure.
selected signal is not Gyro will continue to
reliable or not present. run for approximately
9 minutes after power
is lost.
Glideslope Pointer
Indicates position in
relation to the Fixed Airplane
glideslope path. Symbol
Indicates roll and pitch
attitude relative to the
Horizon Line horizon.
Localizer Pointer
Indicates position in
relation to localizer TO
beam.
Standby Attitude Indicator (1)

Center Instrument Panel Slip/Skid Indicator
Localizer Fail Flag (inclinometer)
When in view, indicates
selected signal is
unreliable or not
present.
Standby Attitude Indicator

Figure 12---60---1

CSP A--013
Vol. 1 12--60--3
FLIGHT INSTRUMENTS
Altitude Pointer and

Scale
Altitude Readout Pointer indicates
Indicates barometric altitude in 100--foot
altitude from --1000 to increments as read
50 000 feet, in from scale. Full circle
1,000--foot and 100 foot for each 1,000 feet of
increments. altitude
0
9 1
00 . 300 2
7 3
ALT
6 4
1021 5 3015
HPA/IN HG Readouts
Indicates selected barometric
120 150 pressure as expressed in
Hectopascals and inches of
BARO mercury.
Barometric Set Knob Standby Altimeter/

Used to change Airspeed Indicator
barometric pressure
values as read at Indicated Airspeed Indicator
HPA/IN HG readouts. Indicates speed in knots, from
Range for this standby 0 to 450 KIAS.
instrument is as follows:
from 952 to 1049 Hpa
and
from 28.2 to 30.99 in. Hg.
NOTE
Normal operation of standby altimeter/
indicated airspeed indicators is vibrator
on. (circuit breaker CBP 1--1P2 closed).
Standby Altitude/Airspeed Indicator

Figure 12---60---2

CSP A--013
Vol. 1 12--60--4
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
STD
Used to select either
standard pressure
STD reference, 1013 hPa
(29.92 inHg), or baro--correction
M.47 ILS 1013 hPa
pressure reference.
240
900
20
220
800
Brightness 10
Controls 200 12 700
180 600
10
500
29.92 in
CAGE
Used to reset horizon CAGE BARO
line.Use only during BARO
stabilized level flight. Used to adjust baro--correction
Integrated Standby Instrument pressure reference.
Will not operate during Center Instrument Panel
power up. Setting stored in non--volatile
memory to prevent loss during
power failure.
Integrated Standby Instrument <0083>

Figure 12---60---3

CSP A--013
Vol. 1 12--60--5
FLIGHT INSTRUMENTS
MACH Number Selected Standard

Displayed when or Baro--corrected
above 0.45 and Pressure
removed when Pressure displayed
drops below 0.40. Roll Scale above (hPa) and
Graduations every 5 degrees. below (inHg) altitude
tape.
VMO Band (red) STD

From Vmo value
upwards. Roll/Sky Pointer
M.47 ILS 1013 hPa
240
Slip/Skid Indicator
900
20 White trapezoid
Fixed Cross--Pointer 220 slides left or right
10
800 depending on lateral
acceleration.
200 12 700
Altitude Tape
IAS Tape 180 600
Tape reads hundreds
Range 40 -- 520 Kts. 10 with graduations
500
Graduations every 5 Kt. every 20 feet. Box
29.92 in
contains thousands.
CAGE BARO
Horizon Line
Integrated Standby Instrument
Center Instrument Panel ILS Symbols
Pitch Scale Localizer
Graduations every 2.5 degrees. Green diamond with
vertical line on
horizontal scale with
square deviation dots.
Glideslope
NOTE Displays green diamond
ILS information is removed on vertical scale with
when the ILS receiver is not square deviation dots.
tuned to an ILS frequency.
Integrated Standby Instrument Scales <0083>

Figure 12---60---4

CSP A--013
Vol. 1 12--60--6
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
STD
ALIGNING Flag
+
Displayed during
ALIGNING power--up and
initialization.
CAGE BARO
Standby Instrument
ILS Flag (red)

Displayed when both localizer
and glideslope functions fail.
Localizer and glideslope
scales and pointers are
removed.
ATT Flag (red)

SSEC Flag (yellow) Displayed when an attitude
Displayed when static source STD failure is detected.
error correction cannot be SSEC ILS
Blue and brown background,
computed. ATT pitch and roll scales and
roll/sky pointer are removed.
+
IAS Flag (red)
Displayed when airspeed IAS ALT
cannot be computed or
displayed. Airspeed tape and
_
pointer are removed. ALT Flag (red)
Displayed when a
LOC computation or display
G/S Flag (red) G/S
malfunction is detected.
or CAGE BARO
Altitude scale is removed.
LOC Flag (red)
Displayed when a glideslope Standby Instrument
or localizer failure is detected. Center Instrument Panel
Corresponding glideslope or
localizer scale and pointer are
removed.
Integrated Standby Instrument Flags <0083>

Figure 12---60---5

CSP A--013
Vol. 1 12--60--7
FLIGHT INSTRUMENTS
D. Standby Magnetic Compass
The standby compass is independent and does not interface with other systems. It is a
self contained dry compass which uses eddy current damping to prevent overshooting.
A miniature aircraft pointer indicates aircraft heading in relation to magnetic north on a
rotating vertical compass card. The compass can be illuminated by operating the
standby compass switch on the miscellaneous lights panel.
A compass correction card, mounted above the instrument, is used to record the values
that must be added to, or subtracted from the compass indications to correct for the
influence of magnetic materials contained in the aircraft and magnetic fields from the
avionics systems near the compass.

CSP A--013
Vol. 1 12--60--8
FLIGHT INSTRUMENTS
REV 56, Jan 31/03

TO FLY N 45 E 135 S 225 W 315
STEER
Compass Correction Card Magnetic Compass

Used to record compass Indicates heading of
instrument errors at the airplane in relation to
headings indicated. The magnetic north.
errors are noted during a
compass ”swing” operation.
Standby Magnetic Compass

Windshield Center Post
Standy Magnetic Compass

Figure 12---60---6

CSP A--013
Vol. 1 12--60--9
FLIGHT INSTRUMENTS
E. Clocks
Effectivity:
S Airplanes 7002 to7672
A digital electronic clock is installed on the pilot and copilot side panels. Each clock
contains its own time base and each has GMT, CHR, local and ET functions. The clocks
are the time base source for the aircraft avionics equipment. The clocks receive
air/ground information from the PSEU to control the elapsed time function (flight time).
The Pilots clock is powered from the DC battery bus and the copilots clock is powered
from DC bus 2. In the event of a power failure, both clocks will be powered by the main
battery direct bus. Current time is also displayed on the multifunctional displays.
Effectivity:
S Airplanes 7673 and subsequent
A digital electronic clock is installed on the pilot and copilot side panels. Each clock is
capable of displaying date (GPS or internal UTC), current time (GPS, internal UTC, or
local), chronometer (CHR), as well as elapsed time (ET) functions. The clocks are
synchronized to the GPS input as soon as valid GPS information is received. In the case
of invalid GPS data or signal loss, the clocks will operate in internal (INT) mode using the
integrated time base of each clock. If there is a valid GPS signal, the clocks do not need
to be set, as this will be done automatically at power up. The flight crew can disable the
the GPS signal by entering the time setting mode. The clocks will then ignore the GPS
signal until the next primary power reset. The MODE, ET SEL and ET RST buttons are
used to set the time and date. To set the clock, push the MODE button for two seconds,
then push the MODE button again to toggle between UTC hours and minutes (when the
INT is lit), year, month, and day, (when the DT is lit), and local time hours and minutes
(when the LT is lit). In any of these modes, the ET SEL button is used to decrease the
data and the ET RST button is used to increase the data. Data changes are in
increments of one digit for each press of the ET SEL or ET RST button. At any time
during the time setting process, pressing the MODE button for a minimum of two seconds
will exit the time setting mode and restart the clock operation.

CSP A--013
Vol. 1 12--60--10
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
CHR
Used to start, stop and
reset the CHR display
and second hand.
Time/Date Display Overrides existing
Displays Greenwich elapsed time display.
mean time, local time or First push starts
date. chronometer
GMT is displayed in Second push holds
hours and minutes. chronometer readout
LOC is displayed in and second hand
hours and minutes. Third push resets
Date; alternately indicates second hand to zero
month/day on and returns display to
the GMT display (for elapsed time
first second) and year During time setting,
(for next second). CHR button is used to
DATE alternately increment applicable
displays month/day value.
(for first second) and
year (for next second). Second Hand
ET/CHR Display
Displays elapsed time
or chronometer time.
ET time is displayed
Time Setting/Display Selector in hours and minutes.
Used in conjunction with CHR time is displayed
ET/CHR buttons to set ET in minutes.
Controls elapsed time
applicable readouts.
readout and during time
SET cycles through GMT, NOTE
setting, selects the
LOC and day/month/year. ET time corresponds to
parameter to be set.
GMT/LOC/DATE displays time airplane flight time and
Flashing parameter can
or date at upper readout. starts when the airplane
be incremented by
pressing CHR. takes off and stops at
Effectivity: touch down. ET can
Airplanes 7002 to 7672. only be reset on ground.
Clock Display <Airplanes 7002 to 7672>

Figure 12---60---7

CSP A--013
Vol. 1 12--60--11
FLIGHT INSTRUMENTS
ET SEL
Used to select the
elapsed time function
Time/Date Display when the chronometer
Displays GPS time, function is active.
internal UTC time, local Also used to decrease the
time or date. data in one digit
Time is displayed in increments during
hours, minutes, and manual setting of the
seconds (HH:MMss) clock.
DATE is displayed as
Day/Month/Year.
ET RST
Used to reset the
elapsed time function
when the airplane is on
the ground.
Also used to increase the
SEL data in one digit
ET increments during
manual setting of the
RST clock.
Mode annunciator
INT Indicates the present
mode of operation.
CHR DT -- date
MODE
GPS -- GPS synchro--
nization enabled
INT -- internal time/
date operation (GPS
CHR
disabled).
MODE LT -- local time
Used in conjunction with ET SEL
and ET RST buttons to set UTC
time, date, and local time.
ET/CHR Display
CHR Displays elapsed time
Used to start, stop and or chronometer time.
reset the chronometer
display. Overrides NOTE
existing elapsed time ET time corresponds to
display. airplane flight time and
starts when the airplane
takes off and stops at
touch down. ET can
only be reset on ground.
Effectivity:
Clock Display <Airplanes 7673 and Subsequent>

Figure 12---60---8

CSP A--013
Vol. 1 12--60--12
FLIGHT INSTRUMENTS
REV 56, Jan 31/03

PANEL LOCATION
Standby
Attitude STBY HORIZ
Indicator
Standby
Airspeed,
Altitude, STBY INSTR
Attitude DC BAT 2 N10
Indicator
Integrated
Standby INT STBY
Instrument INST
Standby <0083>
Instruments MAIN BAT

CLK 1 5 A10
DIR
Clocks (A/C CLOCK 1 DC BAT 2 N11
7002 to 7672) MAIN BAT
CLK 2 5 A11
DIR
CLOCK 2 DC BUS 2 2 H5
DC BAT 2 N11
Clocks (A/C CLOCK 1
MAIN BAT B7
7673 and 6
subsequent) DIR B8
CLOCK 2
DC BUS 2 2 H5

CSP A--013
Vol. 1 12--70--1
FLIGHT INSTRUMENTS
Head-- Up Guidance System REV 56, Jan 31/03
1. HEAD--UP GUIDANCE SYSTEM <0026>
The head--up guidance system (HGS) projects instrument and airplane systems data
holographically between the pilot and the pilot’s windshield. Attitude, airspeed, flight path
guidance and other information are displayed in symbolic format. HGS allows the pilot to fly
the airplane during Category IIIa instrument approaches in a head--up position. A combiner
optically diffracts (reflects) flight symbology to infinity and allows the pilot to look through the
display without eye movement or shift in eye focus.
HGS consists of the following:
S Combiner,
The combiner is mounted on the pilot’s windshield frame and can be used during ground
and flight operations. The combiner is deployed and stowed by actuating a lever on the
RH side. An infrared transmitter and alignment detector automatically check if the optical
element/combiner is out of position. The combiner also incorporates a manual/automatic
brightness control.
S Control Panel,
The control panel is used to set system references, flight and system test modes.
S Overhead Unit,
The overhead unit contains a CRT to generate symbology and a lens to project the
symbology on the combiner.
S Drive Electronics Unit,

The drive electronics unit contains the CRT drive circuitry and power supplies.
S Computer Unit,
The computer unit creates the flight symbology from airplane sensor data. HGS combines
airplane situational information (speed, heading, pitch, roll, attitude), inertially sensed
flight path and flight path acceleration information and guidance directed control inputs.
Integration of airplane systems information and inputs, combined with flight data, allows
the pilot to maneuver the airplane along the flight path with precise straight--in and glide
path tracking.
If guidance data is being provided by AFCS, the combiner will echo AFCS data. During a
HGS--guided approach, once the localizer and glideslope have been captured and the
airplane has descended below 2,000 feet, the HGS can be selected to provide the desired
type of approach guidance.
HGS modes are as follows:
S Primary (PRI) Mode,

PRI mode can be used for take--off, cruise and landing.
S Flight Director (F/D) Mode,

F/D mode can be used to fly F/D--generated approach guidance or to monitor a coupled
approach.
S Visual Meteorological Conditions (VMC) Mode,

VMC mode is used for visual approaches and landings without guidance.

CSP A--013
Vol. 1 12--70--2
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Head-- Up Guidance System
S Modes AI and AII,

These modes are used to manually fly precision approaches.
S Mode AIII,
This mode is used for approach and landings to category IIIa minima.
NOTE
The provision of data for Low Visibility Take--offs, or

Category II Operations or Category IIIa Operations
does not constitute operational approval to conduct
such operations.
S Clear (CLR) Mode,

Clear mode is typically used during taxi to clear all symbology from the combiner.
S Test (TEST) Mode,

Test mode is used by maintenance staff to diagnose faults, checkout and troubleshoot
the system.
A. Combiner Symbology
Dependent upon HGS mode (see “DISPLAY CRITERIA” table) the combiner will display
the following:
(1) Align HGS Message,

An ALIGN HUD message is displayed to indicate a combiner alignment problem.
(2) Boresight Symbol,

Pitch and roll data are referenced to the boresight symbol.
(3) Attitude Data,

Standard symbology is used for pitch and roll scales, pitch and roll indicator, slip /
skid indicators. Pitch bars may be compressed. Extreme pitch attitude symbols
(up / down pointing chevrons) are also used. Flags are used to indicate IRS
source failures and IRS data miscompare.
(4) Heading Data,

A horizon line with a heading scale, index and heading readout and selected
course data is provided. A 200--degree compass card is displayed during primary
mode. Flags are used to indicate IRS source failures and heading data
miscompare.
(5) Flight Path Data,

A flight path symbol indicates the airplane’s lateral and vertical flight path. The
flight path symbol will mask (blank) other data. An acceleration symbol is also
provided.

CSP A--013
Vol. 1 12--70--3
FLIGHT INSTRUMENTS
(6) Airspeed Data,

Standard symbology is provided for the airspeed indications; airspeed scale and
tape, speed bugs, trend vectors and for the setting of V--speeds. An airspeed
error symbol is provided that indicates a deviation (+/-- 15 KIAS) from the
selected airspeed. Checkerboard symbols are used as overspeed / low speed
cues. The Mach readout comes on when Mach is greater than 0.45. Flags are
used to indicate IAS and ADC failures and miscompares.
(7) Baro Altimeter Data,

Standard symbology is provided for the barometric altitude indications; altitude
tape, altitude readout and altitude preselect. Barometric prerssure setting
indications are not provided. MDA alert and readout data are provided. Display
of metric altimeter data or preselects is not provided. Flags are used to indicate
ALT failures.
(8) Radio Altimeter Data,

The selected decision height readout is displayed and decision height alerting is
provided. Flags are used to indicate RA failures and miscompares are detected
below 1,000 feet AGL. Radio altitude readouts are as follows:
S 2,500 feet to 1,000 feet -- 50 foot increments
S 1,000 feet to 50 feet -- 10 foot increments
S 50 feet to 10 feet -- 5 foot increments
S Below 10 feet -- 1 foot increments.
(9) Vertical Speed Data,

Vertical speed readouts are in 100 fpm or 1,000 fpm increments. A VS flag is
used to indicate loss of vertical speed data from IRS 1.
(10) Navigation Data,

Standard symbology is used to depict navigation systems data:
S Lateral Deviation,
Localizer deviation and excessive deviation are displayed. LOC flags are used
to indicate a localizer failure or miscompare
S DME distance readouts are in 1 nm or 0.1 nm increments
S Selected VOR or LOC indications are provided. Navigation source failure

flags are provided
S Marker beacon indications (OM, MM, IM) are provided
S Vertical Deviation,
Glideslope deviation and excessive deviation indications are provided. GS
angle readouts are provided. GS flags are used to indicate a glideslope
failure or miscompare.

CSP A--013
Vol. 1 12--70--4
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Effectivity:
S Airplanes equipped with the --503 HGS computer
NOTE
When the navigation source is the FMS, the bearing

pointer will not be displayed on the HUD. The bearing
pointer will only be displayed when the navigation source
is provided by the ADF or VOR.
(11) Symbolic Runway,

During a Category IIIa approach, a runway symbol is displayed from 300 to 60
feet AGL. The runway is scaled (200 feet wide and 10,000 feet long) with tic
marks representing the runway aim point (1,050 feet from the threshold).
(12) Windspeed and Direction,

A windspeed readout (up to 256 knots) and a direction arrow are provided.
(13) Windshear Indications and Guidance,

Windshear indications and guidance data are provided. Primary mode will
automatically pop--up to provide guidance data.
(14) Groundspeed Readout,

Groundspeed indications are provided.
(15) Flare Cue,

The Flare Cue symbol comes on at 60 feet AGL and flashes until removed at 30
feet AGL. Indicates that the flare should be initiated but does not provide any
guidance as to how the flare should be performed. The symbol is provided during
all approaches except IIIa mode.
(16) Flare Command,

The Flare command symbol comes on during a Category IIIa approach and
landing and provides guidance in performing the flare maneuver.
(17) Idle Message,

An IDLE message is provided indicating to the pilot to reduce the airplane’s thrust
to idle for touchdown. The message is displayed when the airspeed exceeds the
correct airspeed (plus a wind factor) based upon the present altitude. If the
airspeed is less than the desired, the message is delayed. The IDLE message,
however, is forced to come on at 5 feet AGL regardless of airspeed.
(18) Approach Warning Message,

During a Category II or IIIa approach, below 500 feet AGL, an approach warning
message is provided if the approach conditions exceed present tolerances or if
any HGS failures are detected.

CSP A--013
Vol. 1 12--70--5
FLIGHT INSTRUMENTS
(19) Angle of Attack Limit,

Airplane angle of attack relative to stick shaker is indicated by distance between
the AOA symbol and flight path symbol.
S If AOA and flight path symbol are aligned, then airplane is at stick shaker
S AOA symbol comes on below 1,500 feet if a windshear has been detected
S AOA symbol comes on when the airplane is within 2 degrees of stick shaker.
(20) Flight Director Guidance Cue,

The guidance cue represents lateral and vertical attitude commands required for
the selected low visibility approach and landing:
S During Category I or II operations, displayed until 80 feet AGL, and
S During Category IIIa operations, displayed until touchdown
S An F/D flag is used to indicate flight director failure.
(21) Flight Mode Annunciations,

Lateral armed / captured and vertical mode annunciations are provided. Autopilot
status indications and mistrim indications (aileron, elevator and rudder) are
provided.
(22) Autopilot, Yaw Damper & Mistrim Indications,

A yaw damper message is provided to indicate that the yaw damper is
disengaged. Mistrim flags (elevator, aileron and rudder trims) are provided to
indicate out--of--trim conditions.
NOTE
HGS entry of landing runway elevation is to be made

prior to any type of landing using the HGS.

CSP A--013
Vol. 1 12--70--6
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
OVERHEAD
PANEL
ACT
1 2 3
H STBY 4 5 6
G HGS
ELV
S 7 8 9
G/S
ENTER
0 TEST
FAULT CLR BRT + DIM --
Combiner Brightness Control

Used to adjust brightness
of holographic image.
Push in for automatic
control.
Pull out and rotate
clockwise for manual
control.
HGS System
Figure 12---70---1

CSP A--013
Vol. 1 12--70--7
FLIGHT INSTRUMENTS
TURB
LEGEND
1. Ultrasuede material 3 HGS SUNVISOR
2. Sunvisor holder
3. Velcro strip
4
4. Decal
2
5. Velcro strip 5
6. Sunvisor GLARESHIELD
FCC
CONTROL
1 PANEL
Sunvisor Stowed
Head---up Guidance System Sunvisor

Figure 12---70---2

CSP A--013
Vol. 1 12--70--8
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
ELV and G/S

mode select keys
(momentary action) LED Display
Used in conjunction Indicates mode
with numeric keypad selected for display on
and + /-- keys to input HGS combiner unit
runway elevation and ACT and STBY
glideslope angle data mode select keys Numeric Keypad
into HGS. (momentary action) Used to input
Used to select numeric data
CRT line cursor (runway elevation and
comes on to applicable HGS mode.
glideslope angle
indicate entry area. into HGS.
FAULT lamp
(amber)
Comes on to indicate ACT
1 2 3
communications fault H STBY 4 5 6
between computer unit G ELV
and control panel. S 7 8 9
G/S
ENTER 0 TEST
HGS Control Panel (1)

Center Pedestal
CLR key
(momentary action)
When pressed:
clears active mode
displayed HGS TEST key
combiner. (momentary action)
Used by maintenance
ENTER key staff to initiate system
(momentary action) test.
BRT+ and DIM -- keys Used to enter keypad
(momentary action): data into HGS. When pressed,
BRT/DIM: Used to active mode display
o Key annunciator line indicates TEST
adjust brightness of lamp that comes on
CRT. when the applicable Test mode has
+ / -- : Used with 0 to 9 mode / function has priority over all modes.
number keys to input been selected. To start test mode:
numerical data into Press TEST &
HGS. ENTER.
To halt test mode:
Press TEST again.
Head---up Guidance System


CSP A--013
Vol. 1 12--70--9
FLIGHT INSTRUMENTS
Active HGS Mode

PRI Primary
AIII Approach Category III
AII Approach Category II
AI Approach Category I
F/D Flight Director
Selectable HGS Mode
VMC Visual Meteorological
PRI Primary Conditions
AII Approach Category II NO AIII Loss of Approach Category III
AI Approach Category I NO AII Loss of Approach Category II
F/D Flight Director NO AI Loss of Approach Category I
VMC Visual Meteorological CLR Combiner Clear Mode Selected.
Conditions TEST HGS Test Mode Selected
Approach Capability
AII Approach Category II
AI Approach Category I
Active Mode
Select Key
Elevation
Readout
Indicates
Standby Mode runway
Select Key elevation as
ACT Active Mode entered on
numeric
keypad.
Runway Elevation
STBY Selectable Capability default is
Select Key last entry.
ELV
Elevation
Glideslope
Glideslope Angle G/S Readout
Select Key Glideslope
Indicates
glideslope
angle as
FAULT lamp entered on
numeric
keypad.
default is
--3.00
Clear Key CRT Brightness Control
Used to obtain a clear view and +/--Keys
through the HGS combiner.
Clears display without having
to stow the combiner. Key annunciator
lamp that comes on
To disengage clear mode, when the applicable
press CLR or ACT key. mode / function has
been selected.
Head---up Guidance System


CSP A--013
Vol. 1 12--70--10
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Indicates
glideslope angle
selection
Glideslope (G/S) Mode Select (0.00 to --9.99).
Key
Press G/S to enter glideslope “” ” used to indicate
data. Arrow and CRT line cursor degrees. Decimal
prompt to indicate entry. Use position is
keypad to enter 3--digit ACT
automatic.
glideslope angle. Use ENTER
key to select value for use. STBY
ELV
Use CLR key to correct entries.
G/S Glideslope
During G/S data entry,
BRT+ and DIM keys FAULT CLR BRT + DIM --
do not function.
Center Pedestal
Glideslope Angle Readout
Glideslope Reference Line
--3.00 --3.00
ELEV Mode Select HGS Combiner

Key
Press ELEV to enter Indicates
runway elevation runway elevation
data. CRT line cursor selection in feet
prompts to indicate (--9999 to 99999).
entry. Use DIM-- key Default is last
to enter negative entry.
value. Use keypad to ACT
enter number. Use STBY

ENTER key to select
value for use. ELV Elevation
Use CLR key to

G/S
Runway Symbol
correct entries. Displayed from 300
FAULT CLR BRT + DIM -- to 60 feet AGL.
Position depends
HGS Control Panel (1) upon airplane
course, airplane
Center Pedestal heading, and radio
altitude.
Tic marks indicate
runway aim point.
HGS Combiner
HGS Control Panel

Figure 12---70---4

CSP A--013
Vol. 1 12--70--11
FLIGHT INSTRUMENTS
OutofRng displayed if the

entry is not within the range.
Glideslope (G/S) Mode Select
Key NOTE
Press G/S to enter glideslope The reference glideslope
data. Arrow and CRT line cursor
prompt to indicate entry. Use ACT
entry is limited to a range
keypad to enter 3--digit of --2.00 thru to --6.00.
STBY
glideslope angle. Use ENTER
key to select value for use. ELV Indicates
glideslope angle
Use CLR key to correct entries. G/S Glideslope
selection
During G/S data entry, FAULT CLR BRT + DIM --
(0.00 to --9.99).
BRT+ and DIM keys
do not function. “” ” used to indicate
HGS Control Panel (1) degrees. Decimal
Center Pedestal position is
automatic.
Glideslope Angle Readout

--3.00 --3.00
ELEV Mode Select HGS Combiner

Key
Press ELEV to enter Indicates
runway elevation runway elevation
data. CRT line cursor selection in feet
prompts to indicate (--9999 to 99999).
entry. Use DIM-- key Default is last
to enter negative entry.
value. Use keypad to ACT
enter number. Use STBY

ENTER key to select
value for use. ELV Elevation
Use CLR key to

G/S
Runway Symbol
correct entries. Displayed from 300
FAULT CLR BRT + DIM -- to 60 feet AGL.
Position depends
HGS Control Panel (1) upon airplane
course, airplane
Center Pedestal heading, and radio
altitude.
Tic marks indicate
runway aim point.
HGS Combiner
HGS Control Panel <Airplanes equipped with the (--503) HGS Computer>
Figure 12---70---5

CSP A--013
Vol. 1 12--70--12
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
ACT
1 2 3
H STBY 4 5 6
G
S
ELV
7 8 9
G/S
ENTER 0 TEST

Center Pedestal
Test mode:
Engaged by pressing TEST
key when airplane on the
ground or in flight above 500
feet AGL. HGS Test Menu Page
Disengaged by pressing
TEST key again.
Test mode is automatically
disengaged on descent
through 500 feet AGL. HGS TEST MENU
A/C ID #7002
1 2
4 5
7 8 > RECORDED FAULTS
ENTER 0 EXISTING FAULTS
SENSOR DATA
CLR BRT + DIM --
AIRCRAFT IDENTIFICATION
HGS SW P/N
Test sub--modes:
The BRT + and DIM -- keys are
used to scroll through data.
Selections made by pressing
BRT+ key to move cursor up,
then pressing ENTER key to
activate selection.
Selections made by pressing
DIM -- key to move cursor down,
then pressing ENTER key to
activate selection. HGS Combiner
The CLR key used to back out Pilot’s Windscreen Area
of sub--modes.
Head---up Guidance System --- Test Mode Selections


CSP A--013
Vol. 1 12--70--13
FLIGHT INSTRUMENTS
Recorded Faults Page

Used to gain access to
recorded fault data for current
flight leg or one of the
preceding legs (max 127 legs
Leg Number stored in memory)
Indicator Table format used to display
Range is from #1 fault information.
hru #127, Applicable
progressing from Airplane
current leg (#1) Recorded Faults Column
Tail Number Identifies failure and
backwards thru
failed unit.
previous legs.
LEG #1 A/C ID #7002

Enter Leg
Number Prompt ENTER LEG #
/ Readout
Used along with
HGS control Panel
to enter a specific
leg number.
EFFECT FAULT
Scroll ADC1 SELCT ALT INVALID

Indicators HGS HCP/90 INAC
NO AIII CAP APM NO AIII CAP
ADC2 REF MACH INVALID
APPCH WARN APM APCH WARN
25 FAULTS
Fault Effects Column

Indicates effect of
corresponding recorded fault
(located on adjacent line). Total Number Faults for this Leg
(Max 126 faults per leg)
Indication can be blank (no
effect), or a loss of category IIIa Scrolling / Clear :
capability (NO AIII CAP) or BRT+ key used to move
fault resulted in an approach
warning (APPCH WARN) cursor up,
DIM -- key used to move
cursor down,
CLR key used to back out of
sub--modes.


CSP A--013
Vol. 1 12--70--14
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Scrolling / Clear :
BRT+ key used to move
Existing Faults Page cursor up,
Indicates faults detected DIM -- key used to move
within the last 2 seconds. Recorded Faults Column cursor down,
Table format used to display Identifies failure and failed unit. CLR key used to back out of
fault information. sub--modes.
EXISTING FAULTS
ACTIVE FAULT
Scroll HGS REF G/S FAIL

Indicators HGS RUNWAY/ELEV FAIL
GPW1 W/S VALID FAIL
HGS OHU/60 INAC
APM MARKERS FAIL
8 FAULTS
Total Number Faults Detected

(last 2 seconds) Fault Code / Messages
(Max 256 faults) LED panel indicates
corresponding fault code /
system message:
HC 10 thru HC 57 (Computer)
ACT OHU 60 thru OHU 68
Fault Lamp (Overhead Unit)
STBY
(amber) DEU 70 thru DEU 78 (Display
ELV Electronics Unit)
G/S HC 88 (System in Test Mode)
HC89 (Vector Generator in
FAULT CLR BRT + DIM -- Test Mode)
HCP 90 thru HCP 98 (Control
HGS Control Panel (1) Panel Fault)
Combiner B1 (Combiner not
Center Pedestal aligned)
Head --- up Guidance System --- Test Mode Selections


CSP A--013
Vol. 1 12--70--15
FLIGHT INSTRUMENTS
Sensor Menu Page

Used to gain access to HGS
data for corresponding airplane Radio Altimeter
system or equipment. Units
Inertial Reference
System Units
HGS Control Panel
Data Entry Readout
Runway elevation,
Air Data Glideslope angle.
Computer Units
SENSOR MENU
Integrated
Avionics Analog
Processor > IRU/AHRS RAA
Equipment
System ADC HGS
IAPS ANA
DME GPWS
VHF SWITCH
TCAS
DME 1
Transceiver Ground
Proximity
Warning
System
VHF
Navigation Thrust Lever
Receivers Take--off /
Go--around
Switches
Traffic Alert &
Collision Avoidance
System
Menu Page Selections:

BRT+ key used to move
cursor up, then ENTER key used
to activate selection.
DIM -- key used to move
cursor down, then ENTER key
used to activate selection.
sub--modes.


CSP A--013
Vol. 1 12--70--16
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Airplane Identification Page

Used to tag HGS computer
and all fault records with
airplane tail / ident number.
Current Airplane
Tail or Identification
Number
Readout
AIRCRAFT IDENTIFICATION
CURRENT ID: 7002
> ENTER NEW ID:
New Airplane
Tail or Ident
Number Field
When ENTER NEW ID Scrolling / Clear :
is selected, ELEV readout on BRT+ key used to move
HGS control panel will indicate
ID. Keypad is then used to cursor up,
input 5--digit number. ENTER DIM -- key used to move
is then used to store number in cursor down,
memory. CLR key used to back out of
sub--modes.


CSP A--013
Vol. 1 12--70--17
FLIGHT INSTRUMENTS
Software Part Number Page

Circuit Cards within Used for software
Computer Unit:
CLP -- Control Law configuration control, test and
validation purposes.
Processor Card,
SM -- System Monitor
Card,
IOS 1/2 -- Input / Output
System Cards, Corresponding
VG -- Vector Generator Software Part Number
Card.
HGS SW P/N
CLP 9801--1300--xxx
SM 9801--1310--xxx
IOS1 9801--1320--xxx
IOS2 9801--1330--xxx
VG 9801--1340--xxx
HCP 9801--1350--xxx
HGS
Control Panel
Clear:
sub--modes.
NOTE
Only the computer unit and the
HGS control panel contain software.


CSP A--013
Vol. 1 12--70--18
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
B. Output to PFD’s
HGS provides information via IAPS to enable the copilot to monitor the airplane’s
approach to the runway, check the performance of the HGS, and monitor the pilot’s
response to HGS commands. The PFDs will display the following:
(1) Excessive Lateral Deviation

Excessive localizer deviation is displayed.
(2) Excessive Vertical Deviation

Excessive glideslope deviation is displayed.
(3) Approach Status

The flight mode annunciator area will indicate the following:
S Selectable HGS mode (AIII, AII, or AI) displayed as a white message
S Captured HGS Mode (AIII, AII, or AI) displayed as a green message
S Loss of HGS Mode (AIII, AII, or AI) displayed as a red line through the green
message
S HGS approach warning (APCH WARN) and HGS failure (HGS FAIL) displayed
as red flags. EICAS will echo HGS FAIL as a status message (white)
S FLARE (amber) message (mode IIIa only) in the ADI area.
C. Audio Callouts
Ground proximity warning system mode 6 audio callouts are provided for ground
closure awareness. Callouts are as follows:
S 500, approaching minimums, 100, minimums, and then
S 50 (if DH was not 50 feet), 40, 30, 20, 10.
D. Output to FDR
The HGS transmits the following data to the flight data recorder:
S HGS in use
S HGS fail message
S Approach warning.
E. Output to MDC
The HGS transmits the following data to the maintenance diagnostic computer:

CSP A--013
Vol. 1 12--70--19
FLIGHT INSTRUMENTS
S HGS unit failures; combiner, control panel, overhead unit, drive electronics unit or
computer unit (when they occur)
S Input failures; RA 1 and RA 2, DME 1, VHF 1 and VHF 2, ADC 1 and ADC 2, IRS 1
and IRS 2, IAPS and TCAS (when they occur).
F. Approach Monitor for Category II Operations
The HGS monitors approach parameters during Category II operations (500 feet to 100
feet AGL) as follows:
S Tracking Monitor -- This function evaluates the airplane’s approach relative to

localizer and glideslope deviation.
G. Approach Monitor for Category III Operations
The HGS monitors approach parameters during Category III operations (from 500 feet
AGL). The following are checked:
S The autopilot has been disengaged
S The airplane’s approach relative to airspeed, localizer and glideslope deviation and
crosstrack rate, vertical speed, lateral and longitudinal position
S For possible unsafe landings by evaluating the sink rate, lateral displacement from
runway centerline, airspeed relative to selected airspeed, crosstrack rate, roll angle,
and distance traveled along the runway.
H. System Test/Fault Codes
The HGS continuously checks its operational status and if a fault is detected the system
will blank the CRT and the combiner. EICAS and the PFDs will display applicable HGS
failure / approach warning messages. The HGS control panel FAULT lamp will come
on, the HGS control panel LED unit will display an applicable fault code.
I. HGS Mode Selections/Indications
The HGS control panel is used to enter runway and glideslope data, to accomplish
testing troubleshooting, to select HGS modes and to display the mode in use. Modes
are indicated on the control panel as follows:
S The CRT line adjacent to the ACT key indicates the current active mode
S The CRT line adjacent to the STBY key indicates the next available / next selectable
mode
S The CRT line to the far right side of the STBY key indicates HGS capability (AIII,
AII, AI).
The flight mode annunciator area of the HGS combiner and the PFDs will echo the
corresponding HGS mode.

CSP A--013
Vol. 1 12--70--20
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
HGS FAIL
<0039>
HGS FAIL
Status (White)
Comes on to indicate <0039>
head up guidance
system failure.
Status Page
HGS System --- EICAS Messages <MST>

Figure 12---70---7

CSP A--013
Vol. 1 12--70--21
FLIGHT INSTRUMENTS
Selected Decision
Decision Height Alert APPROACHING MINIMUMS Height Readout
Example: DH 100 MINIMUMS (Example: DH 100)
FIVE HUNDRED Indicates decision height, in
Flashing characters DECISION HEIGHT
indicate that the 1--foot increments as set at
FIFTY DH knob on altitude
airplane has arrived at FORTY
the selected decision reference panel (range is 0 to
THIRTY 999 feet).
height. TWENTY
During go--around, TEN
alert is disabled at
DH +100 feet. 10
Alerts inhibited MDA 740
below 5 feet. DH 100
32 000
SYNC
PRI
HDG LOC 1
ALT GS 10
AP
2 000
M .545
240 100
220 000
200 21 1 900
800
180 1700
160
0.0 VS 00
190 GS
VOR 1 21
10.0 NM
ADF1
30
ADF2
Radio Altitude Readout

Indicates radio altitude RA Failure Flag RA
from 0 to 2,500 feet.
Below 2,500 feet AGL, a radio altimeter failure is
50--foot increments from indicated by the above failure flag and the radio
2,500 to 1,000 feet; altitude readout is removed.
10--foot increments from A comparison between the two radio altitude
1,000 to 50 feet; sources is only performed below 1,000 feet
AGL. A miscompare is indicated by the same
5--foot increments from failure flag but the radio altitude readout is
50 to10 feet; retained. The flag flashes for 5 seconds when
1--foot increments from the miscompare is first detected and thereafter
10 to 0 feet; remains displayed until the condition is
corrected.
Negative radio altitude
is displayed as 0 feet.
Primary Mode --- Radio Altitude Indications

Figure 12---70---8

CSP A--013
Vol. 1 12--70--22
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Autopilot Mode
1/2 BNK Half Bank Selected
DR Dead Reckonning
SYNC Sync Mode
Active Mode Autopilot Mode
(HGS) TEST Diagnostics Mode
Annunciator
Selectable Approach Mode
Captured Lateral Mode (HGS)
(AFCS) HGS/ AFCS Mode Annunciator
Armed Lateral Mode
(AFCS)
Captured Vertical Mode
(AFCS)
Armed Vertical Mode
Autopilot Engagement (AFCS)
AP Pilot’s Side
AP Copilot’s Side
SYNC
PRI A
HDG LOC 1 10 10
ALT GS
AP
2 000
M .545
240 100
5 5
220 000
200 24 1 900
Active HGS Mode Selectable Approach HGS Mode

PRI Primary PRI Primary
AIII Approach Category III AIII Approach Category III
AII Approach Category II AII Approach Category II
AI Approach Category I AI Approach Category I
F/D Flight Director
VMC Visual Meteorological
Conditions
NOTE
Loss of Approach Capability 1. On the ground, the PRI mode
is the system default.
AIII AII AI 2. Annunciators flash to indicate a
A boxed and flashing active AIII, or AII or AI mode change.
annunciator indicates a loss of the indicated approach
capability.
HGS control panel will echo NO AIII, NO AII or NO AI,
as applicable.
HGS /AFCS Modes


CSP A--013
Vol. 1 12--70--23
FLIGHT INSTRUMENTS
Selectable Approach Mode

Active Mode HGS Mode Annunciator (HGS)
(HGS)
Armed Lateral Mode
Captured Lateral Mode (AFCS)
(AFCS) Armed Vertical Mode
Captured Vertical Mode (AFCS)
(AFCS)
SYNC
PRI A
HDG LOC 1 10 10
ALT GS
AP
2 000
M .545
240 100
5 5
220 000
200
24 1 900
Captured Lateral Mode Armed Lateral Mode

ROLL Roll Hold LOC 1(2) LOC Armed
GA Go around B/C1(2) Back Course LOC Armed
TO Lateral Take--off VOR1(2) VOR Armed
LOC 1(2) LOC Captured FMS1(2) FMS Armed
B/C1(2) Back Course LOC Captured
VOR1(2) VOR Captured
HDG Heading Mode
FMS1(2) FMS Captured
Captured Vertical Mode Armed Vertical Mode
GA/WS Escape Guidance During WS GS ILS GS Armed
IAS IAS Hold (ovsp if flashing) ALTS Selected Altitude Armed
MACH Mach Hold (ovsp if flashing) ALTS Selected Altitude Abort
VS Vertical Speed Hold (if Flashing)
GS Glideslope Captured
ALT Altitude Hold
ALTSCAP Selected Altitude Captured
Descent NOTE
DES Descent 1. On the ground, the PRI mode
GA Go--around Go--around
is the system default.
TO/WS Take--off Escape Guidance
During Windshear 2. Annunciators flash to indicate a
Vertical Take--off change.
TO
PTCH Pitch Hold 3. PRI mode will automatically
ALTS Selected Altitude Track pop--up during windshear.
HGS /AFCS Modes


CSP A--013
Vol. 1 12--70--24
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Roll Indicator Pitch Indicator
Autopilot Mode
Annunciator Slip/Skid Indicator
HGS AFCS Mode

Annunciator Guidance Cue
Driven by flight director
or HGS computer.
Autopilot Engagement Heading Tick
Annunciator SYNC Mark
PRI A
HDG LOC 1
ALT 15 15
Airspeed Indicator
AP
10 10
180 300
Horizon Line
160
5 5 200
24
140 100
ALIGN HUD
120 000
Boresight Symbol 900

100
Represents the
airplane’s longitudinal
axis (boresight). Barometric
Middle peak in the Altitude
symbol is the Indicator
boresight position.
Heading Readout Selected

Course Mark
Flight Path Symbol

ALIGN HUD Message
Displayed when the combiner is
Compass Rose not properly aligned mechanically
(not in the correct operating
Centre of symbol position).
indicates actual airplane
flight path (lateral and
vertical).
HGS Combiner --- General

Figure 12---70---10

CSP A--013
Vol. 1 12--70--25
FLIGHT INSTRUMENTS
Indicated Indicated
Airspeed Airspeed Bug Indicated Mach
Scale / Tape Readout
240 M .545
Indicates airspeed
as selected at Indicates Mach to the
SPEED knob on nearest hundredth.
220 flight control panel
Displayed at and above
1--knot increments 0.45 Mach.
200
180
SYNC Speed Index
PRI
HDG LOC 1 10 10
160 ALT GS 10
AP
Moving scale 2 000
with fixed pointer M .545
(speed index) 240 100
that indicates 5 5
current airspeed.
220 000
Range is 40 to
400 knots with
80 knots in view. 200 21 1 900
Displayed only
when the HGS is 800
in the primary
180
1700
mode. 0.0 VS 00
160
250
190 GS
--5 --5
VOR 1 21
10.0 NM
ADF1
ADF2
30
Selected Airspeed 250

Readout Angle of Attack Limit
Displays selected airspeed Symbol
when the airspeed value is
out of range of the currently
displayed airspeed scale
(only during flight). Indicates airplane’s
In the approach mode (AIII, angle of attack relative
AII, AI, F/D and VMC), the to stick shaker point.
readout is displayed at all Displayed if windshear
times. has been detected by
1--knot increments GPWS or when within
Primary Mode --- Airspeed Indications


CSP A--013
Vol. 1 12--70--26
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Overspeed
VMO / MMO Cue
(Checkerboard) Overspeed
Low Speed Cue Clacker
(Checkerboard) Cue for
350 maximum speed
Cue for allowable.
impending stall
speed
140
SYNC
PRI
HDG LOC 1 10 10
120 ALT GS 10
AP
2 000
100
120 100
5 5
100 000
80 21 1 900
800
60
1700
40
0.0 VS 00
--5 --5
VT 170
V2 142
VR 133 21
V1 125
180
30
V1 125
Speed Reference
Table
Displayed below Target Speed Bug
40 KIAS, in 1--knot Reference Speed Displayed and stays on
increments. Readout above 40 KIAS.
Corresponds to 180 Set to indicate VT.
selected take--off Displayed (in 1--knot) T
reference speeds. increments) during
selection of reference Reference Speed Bugs
The reference Displayed above 40 KIAS.
table disappears speed. Prefix depends 160
as the speed upon which reference
speed is being Disappear after take--off:
marks (bugs) on changed or entered. 1 -- take--off decision speed (V1).
the airspeed scale 140 2 R -- rotate airspeed (VR)
appear. Range is Value stays on for 5
seconds when a R 2 -- take--off safety speed (V2).
from 40 to 400 1
knots. take--off reference
speed is changed.
120


CSP A--013
Vol. 1 12--70--27
FLIGHT INSTRUMENTS
I Air Data Source

IAS Failure Flag A Default source is ADC 1 and is not annunciated.
S Common source is displayed as ADC 1 or ADC 2,
depending upon the air data source selected.
An IAS failure is indicated by the above
failure flag and all airspeed data are Air Data Failure
removed. An ADC failure is indicated by displaying both the
A miscompare is indicated by the same IAS and ALT failure flags, and all ADC--driven data
failure flag but airspeed data is are removed.
retained. The flag flashes for 5 seconds A miscompare is indicated by the same failure
when the miscompare is first detected flags but all ADC--driven data are retained. The
and thereafter remains displayed until flags flash for 5 seconds when the miscompare is
the condition is corrected. first detected and thereafter remain displayed until
the condition is corrected.
SYNC
PRI
HDG LOC 1 10 10 ALT Failure Flag
ALT GS 10 A
AP L
2 000 T
M .545
240 100
5 5
220 000
200 21 1 900
800
180
1700
0.0 VS 00
160
200
190 GS --5 --5
Airspeed Trend VOR 1
Vector 21
Predicted speed 10.0 NM
value, in the next ADF1
10 seconds, from ADF2 30
current airspeed.
5 knots = 1 degree
Airspeed Error Symbol

160 Vector travelling Indicates airplane’s Faster than selected
below the speed deviation (max 15 KIAS) airspeed --
index indicates from selected airspeed. approx 5 KIAS
airplane The symbol has a
140 deceleration. masking window which
obscures most other
symbols that it overlays Slower than selected
except the guidance airspeed --
160 Vector travelling cue, runway lines,
above the speed approx 15 KIAS
approach status
index indicates message, TCAS box and
airplane windshear messsage.
140 acceleration.
-- Masking window


CSP A--013
Vol. 1 12--70--28
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Autopilot Mode
Active Mode Annunciator
(HGS) Selectable Approach Mode
(HGS)
HGS/AFCS Mode Annunciator
Captured Lateral Mode PRI Armed Lateral Mode
(AFCS) (AFCS)
TO
(AFCS) TO
Armed Vertical Mode
(AFCS)
PRI 10 10
TO
TO
80 300
5 5
21
60 200
40 100
VT 177
V2 141
VR 134 0.0 VS 000
V1 130
900
--5 --5
200
LOC 1 HDG 210
V1 130 CRS 210
5.1 NM
Lateral Deviation Line

(On Ground)
24 Provides a reference for
take--off and roll out, of the
Horizon Line & airplane’s lateral deviation from
Heading Scale the selected course.
Airplane is on track when the
lateral deviation line is aligned
Selected Course Bug Lateral Deviation with the selected course mark
Line (on the horizon line).
Displayed during HGS
the horizon line, and the
navigation source is LOC 1
or LOC 2.
Primary Mode --- On Ground


CSP A--013
Vol. 1 12--70--29
FLIGHT INSTRUMENTS
Roll Indicator Slip/Skid Indicator
Roll Scale
Pitch Scale / Bars
Flight Path Boresight Symbol

Acceleration Symbol
PRI
10 10
TO
TO
Barometric
80 Altitude
300 Indicator
5 21 5
60 200
Airspeed
Indicator 40 100
(Tape) VT 177
V2 141
VR 134 000 Heading Bug
V1 130 and Index
900
--5 --5
Speed 200
Reference LOC 1 HDG 210
Table V1 130 CRS 210
5.1 NM
Selected Heading
Readout
Selected
Airspeed Bug Vertical
DME Distance Speed
Readout Readout
Reference Speed Navigation

Readout Course Readout Source
Indicator


CSP A--013
Vol. 1 12--70--30
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
PRI 10 10
TO
TO
80 300
5 5
21
60 200
40 100
VT 177
V2 141
VR 134 000
V1 130
--5 --5 900
200
LOC 1 HDG 210
V1 130 CRS 210
5.1 NM
The following symbols / readouts are not available when on the ground:
1820 B Baro Altitude

Readout 10
Windspeed and
Wind Vector
Airspeed readout, radio altitude Guidance Cue

readout and ground speed readout.
Compass rose and its associated Airspeed Error Symbol

symbols.
Flight Path Symbol 0.0 VS Vertical Speed Symbol


CSP A--013
Vol. 1 12--70--31
FLIGHT INSTRUMENTS
Autopilot Mode
Active Mode Annunciator
(HGS) Selectable Approach Mode
(HGS)
Captured Lateral Mode PRI Armed Lateral Mode
(AFCS) (AFCS)
TO
(AFCS) TO
Armed Vertical Mode
(AFCS)
PRI 10 10
TO
TO
80 300
5 5
21
60 200
40 100
VT 177
V2 141
VR 134 0.0 VS 000
V1 130
900
--5 --5
200
LOC 1 HDG 210
V1 130 CRS 210
5.1 NM

(On Ground)
24 Provides a reference for
take--off and roll out, of the
Horizon Line & airplane’s lateral deviation from
Heading Scale the selected course.
Airplane is on track when the
lateral deviation line is aligned
Selected Course Bug Lateral Deviation with the selected course mark
Line (on the horizon line).
Displayed during HGS
the horizon line, and the
navigation source is LOC 1
or LOC 2.
Visual Meteorological Conditions (VMC) Model --- Approach and Landing


CSP A--013
Vol. 1 12--70--32
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Roll Indicator
Pitch Scale / Bars
Roll Scale
5 5 Slip/Skid Indicator
VMC
5 5 10
Selected
Course Heading Bug
Bug 23 24 and Index
Flight Path --3.00 --3.00

Acceleration
Symbol 140 --5 --5 1820 B
1700 --0.7 VS Boresight Symbol
--10 --10
Flight Path 130 GS
Symbol
5.7 NM Vertical Speed

Readout
Flare Cue
Radio
Altitude Comes on at 60 feet AGL,
Readout + + and flashes until 30 feet AGL,
to indicate that the flare
(Double cross symbol)
maneuver should be initiated.
The following symbols / readouts are not available when in VMC mode:
Compass rose, Airspeed Tape, Marker Beacon (IM, MM, OM) flags.
Altitude Tape and their
associated symbols.
Guidance Cue
Airspeed Error Symbol

and Glideslope Line
Flare Command
+
(Single cross symbol)
Visual Meteorological Conditions (VMC) Model --- Approach and Landing


CSP A--013
Vol. 1 12--70--33
FLIGHT INSTRUMENTS
Autopilot Mode
Active Mode Annunciator Selectable Approach Mode
(HGS) (HGS)
Captured Lateral Mode
F/D
(AFCS) Armed Lateral Mode
LOC 1 (AFCS)
(AFCS) GS
Armed Vertical Mode
(AFCS)
Roll Scale Marker Beacon

Flags
(IM, MM, OM)
Autopilot Engagement Displayed when
Annunciator airplane passes over
the applicable marker
F/D beacon transmitter.
LOC 1 5 5
GS
10
Heading Scale AP
23 24 Wind Speed
and Direction
Boresight Symbol
--3.00 --3.00 Horizon Line

140 --5 --5 1820 B
Indicated 1700 --0.7 VS
Airspeed
Readout Barometric
--10 --10 Altitude
130 GS Readout
LOC 1
Groundspeed
Readout 5.7 NM
Vertical Speed
Readout
Navigation Source
Indicator Radio
Altitude
Readout
DME Distance
Readout
Pitch Scale / Bars
--10 --10
Flight Director (F/D) Model --- Approach and Landing


CSP A--013
Vol. 1 12--70--34
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Flight Path Roll Indicator

Acceleration Symbol
Slip/Skid Indicator
F/D
LOC 1 5 5
GS 10
AP Heading Bug
and Index
Glideslope 23 24
Reference
Line
--3.00 --3.00
Selected
Glideslope 140 --5 --5 1820 B Course

Bug
Readout
1700 --0.7 VS
F/D Guidance
--10 --10
130GS Cue
LOC 1
Removed from
Flight Path 5.7 NM the display at
Symbol 80 feet AGL.
Lateral
Deviation
Line and
Airspeed Error Symbol Flare Cue Glideslope
Line
+ +
Indicates current airspeed
deviation from selected Comes on at 60 feet AGL,
airspeed. and flashes until 30 feet AGL, The glideslope line is
to indicate that the flare removed from the
maneuver should be initiated. display at 70 feet AGL.
The following symbols / readouts are not available when in F/D mode:
Compass rose, Airspeed Tape, Flare Command

Altitude Tape and their +
associated symbols. (Single cross symbol)
Flight Director (F/D) Model --- Approach and Landing


CSP A--013
Vol. 1 12--70--35
FLIGHT INSTRUMENTS
Autopilot Mode
(HGS) (HGS)
Captured Lateral Mode
AI or AII
(AFCS) Armed Lateral Mode
(AFCS)
(AFCS)
Armed Vertical Mode
(AFCS)
A I or A II
Roll Scale
Autopilot Engagement Marker Beacon
Annunciator Flags
Arrow indicates which (IM, MM, OM)
FCC will drive the
autopilot when engaged.
AI
-- FCC 1 5 5
-- FCC 2 10
23 24 Wind Speed
and Direction
Heading Scale
Boresight
Symbol --3.00 --3.00
Horizon Line
140 --5 --5 1820 B
1700 --0.7 VS
Indicated Barometric
Airspeed Altitude
--10 --10
Readout 130 GS Readout
LOC 1
Groundspeed
Readout 5.7 NM Vertical Speed
Readout
Navigation Source
Indicator Radio
Altitude
Readout
DME Distance
Readout
Pitch Scale / Bars
--10 --10
Category I or II (AI or AII) Model Approach and Landing


CSP A--013
Vol. 1 12--70--36
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Loss of Approach Capability Flags Approach Warning Message (Category II)

AI or A II
(500 ft to 100 ft AGL)
Indicates that HGS Category II limits have
A loss of the applicable approach capability is been exceeded.
indicated by boxing and flashing the active AI Copilot’s PFD will display APCH WARN (red
or AII mode annunciator. and boxed) message.
HGS control panel will annunciate ‘NO AI’ or
’NO AII’. Roll Indicator
Copilot’s PFD will display AI , AII (red)
message.
Flight Path Slip/Skid Indicator
Acceleration
Symbol AI
5 5
10
AP APCH WARN Heading Bug
and Index
Glideslope 23 24
Reference
Line
--3.00 --3.00
Selected
140 --5 --5 1820 B Course
Bug
1700 --0.7 VS
Glideslope HGS Guidance
Readout 130 GS --10 --10 Cue
Flight Path LOC 1 Removed from
Symbol
5.7 NM the display at
80 feet AGL.
Lateral
Flare Cue Deviation
Airspeed Error Symbol Line and
+ + Glideslope
Line
Comes on at 60 feet AGL,

and flashes until 30 feet AGL, The glideslope line is
to indicate that the flare removed from the
maneuver should be initiated. display at 70 feet AGL.
The following symbols / readouts are not available when in AI or AII mode:
Compass rose, Airspeed Tape, Flare Command

Altitude Tape and their +
associated symbols. (Single cross symbol)
Category I or II (AI or AII) Model Approach and Landing


CSP A--013
Vol. 1 12--70--37
FLIGHT INSTRUMENTS
Autopilot Mode
(HGS) (HGS)
Captured Lateral Mode HGS/AFCS Mode Annunciator

(AFCS) AIII Armed Lateral Mode
(AFCS)
(AFCS)
Armed Vertical Mode

(AFCS)
Roll Scale
Marker Beacon
Flags
Autopilot Engagement (IM, MM, OM)
Annunciator
A III
5 5
10
Heading Scale AP
23 24 Wind Speed
and Direction
Boresight Symbol
--3.00 --3.00
140 --5 --5 1820 B Horizon Line
1700 --0.7 VS
Indicated
Airspeed
Readout Barometric
--10 --10 Altitude
130 GS Readout
LOC 1
Groundspeed
Readout 5.7 NM
Vertical Speed
Readout
Navigation Source
Indicator
Radio
Altitude
Readout
DME Distance
Readout
Pitch Scale / Bars
--10 --10
Category IIIa (AIII) Model Approach and Landing


CSP A--013
Vol. 1 12--70--38
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Loss of Approach Capability Flag Approach Warning Message

A III (Category IIIa at 500 feet)
A loss of the applicable approach capability is Indicates that HGS Category IIIa limits have
indicated by boxing and flashing the active AIII been exceeded, or the autopilot is still
mode annunciator. engaged at 500 feet.
HGS control panel will annunciate ‘NO AIII’. Copilot’s PFD will display APCH WARN (red
Copilot’s PFD will display a red AIII message. and boxed) message.
Roll Indicator
Flight Path
Acceleration Slip/Skid Indicator
Symbol A III
5 5
10
AP APCH WARN
Heading Bug
Glideslope
23 24 and Index
Reference
Line
--3.00 --3.00
Selected
Glideslope 140 --5 --5 1820 B Course
Readout Bug
1700 --0.7 VS
--10 --10
Flight Path 130 GS
Symbol LOC 1
5.7 NM HGS Guidance
Cue
Removed from
the display at
touchdown.
Lateral
Airspeed Error Symbol Deviation
Line and
Glideslope
Line
The glideslope line is

removed from the
display at 70 feet AGL.


CSP A--013
Vol. 1 12--70--39
FLIGHT INSTRUMENTS
Runway Symbol
Represents the airplane’s orientation relative to the runway.
Displayed from 300 feet to 60 feet AGL. Position depends upon
runway elevation, airplane heading, altitude, course setting,
localizer deviation, and system resolution.
Tick marks indicate runway aim point, which
represents 1,050 feet from the runway threshold.
Lines represent outline of runway threshold,
scaled to a width of 200 feet.
Autopilot Disconnect
Message The symbol cues the pilot as to where to expect the real runway
when adequate visibility is achieved and is used as an additional
During a Category III altitude awareness cue.
approach, message
comes on at 1,000 feet
and at 650 feet AGL,
flashes for 10 seconds,
to indicate that the A III
autopilot must be 5 5
disconnected. An 10
approach warning DISC AP MM
message comes on if
the autopilot is not 23 24
disengaged by 500
feet AGL.
--3.00 --3.00
140 --5 --5 280 B
--0.7
160 VS
--10 --10
130 GS
LOC 1
5.7 NM
--3.00 --3.00
IDLE Command
Displayed during 138 --5 --5 150 B
Category IIIa
--0.6
operations, when
the HGS has 30 VS
determined that
the thrust levers IDLE
--10 --10
must be selected 125 GS
to IDLE. LOC 1
1.1 NM


CSP A--013
Vol. 1 12--70--40
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Autopilot Mode
Annunciator NOTE
If pitch compression
Active Mode occurs in AIII mode,
(HGS) HGS/AFCS Mode Annunciator a “NO AIII” message
AIII is annunciated on the
HCP and the HGS
mode is removed
from the combiner.
A III
5 5
10
IM
23 24
--3.00 + --3.00
135 --5 --5 125 B
5 --0.4 VS
--10 --10
123 GS
LOC 1
0.9 NM
Flare Command Flare Cue
+ + +
(Single cross symbol) (Double cross symbol)

Displayed only during a Category IIIa Comes on if a flare command is not available.
approach. Provides guidance on how Indicates that the flare maneuver should be
to perform the correct flare maneuver. initiated but not how to perform the maneuver.
The following symbols / readouts are not available when in AIII mode:
Flare cue, when flare command is available;

Compass rose, Airspeed Tape, Altitude Tape
and their associated symbols.


CSP A--013
Vol. 1 12--70--41
FLIGHT INSTRUMENTS
Roll Scale
Roll Indicator
Active Mode
(HGS)
Slip/Skid Indicator
Boresight Symbol AIII
Heading Bug
23 24
Heading Scale
80
0.0 VS Horizon Line
Airspeed
Readout Selected
Course
Bug
Flight Path LOC 1

Acceleration
Symbol 0.7 NM
Vertical Speed
Readout
Navigation Source DME Distance Lateral

Indicator Readout Deviation Line
Rollout Indications on EFIS

Pilot’s and copilot’s PFDs will
display a ‘ROLLOUT’ message
upon airplane touchdown.
Rollout Mode
Figure 12---70---17

CSP A--013
Vol. 1 12--70--42
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Roll Scale Roll Pointer
Roll angle is displayed

by pointer read against
fixed roll scale .
Slip/Skid Indicator
Markings indicate bank angle (degrees of roll).
If displaced from
centre, the airplane is
either slipping or
skidding.
SYNC
tick marks are PRI
only displayed HDG
ALT
LOC 1 10 10
GS
when the roll 10
pointer gets to AP Boresight
2 000 Symbol
these tick marks M .545
or beyond. . 240 100
5 5
A fixed symbol
220 000
centre of the
200 21 1 900 display),
wherein the
airplane
180 800 attitude (pitch
and roll) is
0.0 VS 00
referenced to.
160
--5 --5
190 GS
VOR 1 21
10.0 NM
ADF1
30
ADF2
Slip/Skid Indicator
Pitch Scale (single engine)
Pitch Scale During one--engine
(Take--Off / Go--Around Mode) inoperative conditions,
5 5 the slip/skid indicator
is repeated below the
Used with the 15 15 the flight path symbol
boresight symbol to to reduce pilot
indicate current When the airplane is in the take--off scanning.
airplane pitch attitude. mode or the go--around mode (TO,
Vertical tick marks GA, TO/WS or GA/WS), either the
point to the direction
of the horizon line. is displayed without a gap in the
middle (drawn solid) to be used as
a pitch reference during take--off or
go--around.
Primary Mode --- Attitude Indications


CSP A--013
Vol. 1 12--70--43
FLIGHT INSTRUMENTS
Pitch Compression
Unusual attitudes / Unusual AOAs 20 20

An unusual attitude or unusual AOA would result in
either the horizon line or the flight path symbol
exceeding the limits of their display areas. The affected
symbol will then be ghosted (displayed in dashed lines). 15 15
In this event, the vertical components of the attitude
display will be compressed to provide a consistent
display which is relatively correct to each other,
although no longer conformal to the outside scene. 10 10
5 5
SYNC
PRI
HDG LOC 1 10 10
ALT GS 10
AP
2 000
M .545
240 100
5 5
220 000
200 21 1 900
Extreme Pitch
Chevron 180 800
Points to the
direction of level
flight during 160 0.0 VS 00
extreme pitch --5 --5
190 GS
VOR 1 21
10.0 NM
ADF1
30
ADF2
The point of a downward

pointing chevron represents Horizon Line
The horizon line represents
the airplane’s zero degrees of
pitch attitude (an artificial
horizon which is not adjusted
for the curvature of the earth).
The point of an upward

pointing chevron represents


CSP A--013
Vol. 1 12--70--44
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Attitude Source
Default source is ATT 1 and is
NOTE not annunciated.
The HGS does not display IRS Common source is displayed
alignment messages, whether as ATT 1 or ATT 2, depending
on the ground or during flight. upon the attitude source
selected.
The flight path symbol ,
is not displayed when the
off--side IRS is selected.
SYNC
Pitch Attitude Failure
Flag
PRI
HDG LOC 1
ALT GS PIT
10
AP The pitch scale is
2 000 removed if valid
M .545 pitch data from the
240 100 selected attitude
source is lost.
220 000
200 21 1 900
800
180
1700
0.0 VS 00
160
190 GS
VOR 1 21
10.0 NM
ADF1
Vertical Speed
30
ADF2
Roll Attitude Failure Flag
Failure Flag
V/S
ROL
Attitude Failure Flags The vertical speed
The roll scale is scale is removed if
removed if valid roll ROL and/or PIT and/or V/S
data from the valid vertical speed
An IRS failure is indicated by the above data from the
selected attitude selected attitude
source is lost. failure flags and the affected attitude data is
removed from the display. source is lost.
A miscompare is indicated by the same
failure flags but affected attitude data is
retained. The flags flash for 5 seconds
when the miscompare is first detected and
thereafter remain displayed until the
condition is corrected.


CSP A--013
Vol. 1 12--70--45
FLIGHT INSTRUMENTS
Heading Scale (Artificial Horizon) Selected Heading Bug

(Compass Rose)
21
its corresponding value, in tens of degrees. Indicates heading

selected at HDG knob on
flight control panel.
on the horizon line.
When selected heading
Cardinal headings are labeled with the is off--scale, bug is
characters N, S, E and W. removed and a line is
displayed from the
centre of the compass
rose to selected
SYNC heading.
PRI
HDG LOC 1 10 10
ALT GS 10
AP
2 000
M .545
240 100
5 5
220 000
200 21 1 900
800
180
1700
0.0 VS 00
160
--5 --5
Heading Index
190 GS HDG 210
VOR 1 21
CRS 240
Indicates current 10.0 NM
magnetic (or true) ADF1
30
heading when read ADF2 Selected Heading

against heading scale. Readout
Indicates heading
selected at HDG knob
Heading Scale (Compass Rose) on flight control panel.
Displayed as a 200--degree Displayed and
compass rose at the bottom centre remains on for 5
of the field.
21 Indicates current magnetic (or true) seconds, anytime
heading, similar to the PFD. the heading value is
changed or when
Labeled with corresponding value is off--scale.
30
of degrees.
Cardinal headings are labeled
with the characters N, S, E and W.
The compass rose is displayed only
during flight, when the HGS is in the
primary mode.
Primary Mode --- Heading Indications


CSP A--013
Vol. 1 12--70--46
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Heading Source
Heading Scale (Compass Rose) Heading source is annunciated only when
common source is selected.
MAG 2 Heading source characters (TRU) displayed
when true heading is selected from on--side IRS.
21 Heading source characters (TRU 1 and TRU 2)
displayed when true heading is selected from a
common source.
The flight path symbol is not displayed when the
30 #2 IRS is selected as the common source.
SYNC
PRI
HDG LOC 1 10 10
ALT GS 10
AP
2 000
M .545
240 100
5 5
220 000
200 21 1 900
800
180
1780
0.0 VS 00
160
--5 --5
190 GS
VOR 1 21
CRS 240
10.0 NM
ADF1
30
ADF2
Heading Failure Flag HDG

A heading failure is indicated by the above
failure flag and heading information
(heading scale on horizon line and heading
scale on compass rose) is removed from
the display.
A miscompare is indicated by the same
failure flag but heading data is retained. The
flag flashes for 5 seconds when the
miscompare is first detected and thereafter
remains displayed until the condition is
corrected.
Primary Mode --- Heading Indications


CSP A--013
Vol. 1 12--70--47
FLIGHT INSTRUMENTS
Bearing Pointers Heading Scale (Compass Rose) Selected Course Bug

Indicate airplane position
relative to the selected
bearing source. The head of
the pointers extend away 21
from the bearing value, while TAIL HEAD
the tails point toward the Indicates course as set at CRS knob
reciprocal value. At least the on flight control panel. The head of
head or the tail will be the bug points to the selected course
30
displayed at all times, value while the tail points to the
indicating the current bearing reciprocal value. At least the head or
values. the tail will be displayed on the
heading scale at all times, indicating
the currently selected course.
BEARING POINTER
No. 1
HEAD TAIL
BEARING POINTER SYNC
No. 2 PRI
HDG LOC 1 10 10
ALT GS 10
AP
2 000
M .545
240 100
5 5
220 000
200 21 1 900
180
1700 0.0 VS 800
00
160
--5 --5
190 GS
VOR 1 21
CRS 240
10.0 NM
ADF1
30
ADF2
Heading Scale (Artificial Horizon)
21
Heading Index
Indicates current magnetic (or true)
heading when read against heading
scale.
Selected Course Bug
Travels along the horizon line if the
selected course is within the displayed Selected Heading Bug
portion of the heading scale. The (Artificial Horizon)
selected course bug is limited at the Indicates heading selected at HDG
edges of the heading scale and is knob on flight control panel.
ghosted (drawn with dashed lines) if When selected heading is off--scale,
the value is off--scale. bug is removed.
Primary Mode --- Course Indications


CSP A--013
Vol. 1 12--70--48
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Lateral Deviation Bar Heading Scale (Compass Rose) Course Deviation Scale
Also known as the course Marks representing --2, --1,
deviation indicator (CDI), 0, +1 and +2 dots of
indicates airplane deviation localizer or VOR deviation.
from the selected course ( left 21
or right of VOR or localizer To/From Indicator
radial) relative to the course
deviation scale. The To/From pointer is
added to the course
30
An excessive localizer deviation scale whenever a
deviation (more than 2 dots) VOR deviation exists. Points
at an altitude of less than 600 in the same direction as the
feet AGL, is annunciated by selected course bug to
a continuous flashing of the represent a ‘To’ indication
CDI. and in the opposite
direction to represent a
‘From’ indication.
SYNC
PRI
HDG LOC 1 10 10
ALT GS 10 NOTE
AP The CDI is limited to
2 000 the edge of the
M .545 course deviation
240 100 scale in view. When
5 5 the localizer deviation
220
is 2 dots or less but is
000 outside of the course
deviation scale’s field
200 24 1 900 of view, the CDI is
ghosted (drawn with
dashed lines).
800
180
1700
160
0.0 VS 00
--5 --5
190 GS
VOR 1 21
CRS 240
10.0 NM
ADF1 ADF1
30
ADF2
ADF2
Bearing Source Indicators Bearing Source Failure Flags Selected Course
Indicates the current bearing ADF1 , ADF2 , Readout
information sources. The Indicates course as
indications consist of the selected at CRS knob
VOR1 , VOR2 . on flight control panel.
characters VOR 1, ADF1, VOR
2 and ADF 2 (1 is on--side; 2 is A bearing source failure is Displayed and
off--side), depending upon the indicated by boxing the affected remains on for 5
bearing sources selected. The bearing source characters and seconds, anytime
characters are followed by a the corresponding bearing the course value is
replica of the corresponding information removed from the changed or when
bearing pointer head. display. value is off--scale.
An FMS bearing source is not
annunciated.
Primary Mode --- Course Indications


CSP A--013
Vol. 1 12--70--49
FLIGHT INSTRUMENTS
Barometric Altitude Indicator

SYNC
(Tape)
PRI Analog indication of the
HDG LOC 1 10 10 airplane’s barometric corrected
ALT GS 10 altitude. Displayed only during
AP the primary mode.
2 000 Moving vertical scale with fixed
M .545
240 index (digital readout window)
100
5 5 that indicates barometric
corrected altitude, ranging
220 000 from --200 to 50,000 feet, with
440 feet always in view.
200 21 1 900 The scale is similar in format
and operation to the altitude
tape in the PFDs.
800 Small tick marks every
180
1700 20 feet.
0.0 VS Large tick marks every 100
00
160 feet with their corresponding
--5 --5 numerical values in
190 GS HDG 210 ELV 200 hundreds.
VOR 1 21 The thousands numerical
values are contained within
10.0 NM the altitude index (window).
ADF1
30
ADF2
Altitude Select Bug

Double lines indicate
selected altitude as set at Runway Elevation Readout
ALT knob on flight control (Example: ELV 200)
panel. Displayed only when 3 200 Digital indication of the
selected altitude is within 200
runway’s elevation, in 1--foot
the scale in view. increments.
100 Displayed and remains on
for 5 seconds, anytime the
3 000 runway elevation value is
changed at the HGS control
900 panel..
800
Altitude Index
Altitude readout
window which indicates NOTE
the airplane’s current Ensure that the landing field
barometric corrected elevation is correctly set at the
altitude. HGS control panel and the cabin
pressurization selector panel.
Cross--check barometric pressure
setting on PFDs and standby
altimeter.
Primary Mode --- Barometric Altitude Indications


CSP A--013
Vol. 1 12--70--50
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
NOTE Selected MDA Readout

1. The HGS does not display (Example: MDA 740)
Digital indication of the 10
barometric pressure indications. MDA 740
Cross--check barometric pressure selected MDA, in 10--foot
DH 100
setting on PFDs and standby increments.
altimeter. Displayed and remains on 32 000
2. The HGS does not display for 5 seconds, anytime the
barometric altitude in meters. MDA value is selected on the
air data reference panel.
Selected Altitude Readout

Indicates the selected
SYNC altitude value, with double
PRI
lines drawn over and under
HDG LOC 1 10 10 the hundreds digits.
ALT GS 10 Displayed in 100--foot
AP increments (rounded--off to
2 000 the nearest 100 feet).
M .545 Flashes for 5 seconds
240 100 when1,000 feet away from
5 5 target (selected) altitude.
220 000
Negative Altitude
200 21 1 900 Indicator
Annunciates altitudes
less than 0 feet.
800
180
1700
000
0.0 VS 00
160 900
--5 --5
190 GS ELV 200 800
VOR 1 21
700
10.0 NM
ADF1 600
30
ADF2
Minimum Descent Altitude

(MDA) Alert
A
Consists of the characters ‘MDA’ L
which indicates the airplane’s Altitude Failure Flag T
passage of the selected minimum
descent altitude. The MDA An altitude failure is indicated by the
message comes on at the MDA above failure flag and all altitude
and flashes for 2 seconds and information is removed from the display.
thereafter remains displayed until A miscompare between the altitude
touchdown or until the airplane sources is indicated by the same failure
climbs above the selected MDA flag but altitude data is retained. The
plus 100 feet. flag flashes for 5 seconds when the
miscompare is first detected and
thereafter remains displayed until the
condition is corrected.
MDA 740 B
Primary Mode --- Barometric Altitude Indications


CSP A--013
Vol. 1 12--70--51
FLIGHT INSTRUMENTS
Selected Decision
Decision Height Alert APPROACHING MINIMUMS Height Readout
Example: DH 100 MINIMUMS (Example: DH 100)
FIVE HUNDRED Indicates decision height, in
Flashing characters DECISION HEIGHT
indicate that the 1--foot increments as set at
FIFTY DH knob on altitude
airplane has arrived at FORTY
the selected decision reference panel (range is 0 to
THIRTY 999 feet).
height. TWENTY
During go--around, TEN
alert is disabled at
DH +100 feet. 10
Alerts inhibited MDA 740
below 5 feet. DH 100
32 000
SYNC
PRI
HDG LOC 1
ALT GS 10
AP
2 000
M .545
240 100
220 000
200 21 1 900
800
180 1700
160
0.0 VS 00
190 GS
VOR 1 21
10.0 NM
ADF1
30
ADF2
Radio Altitude Readout

Indicates radio altitude RA Failure Flag RA
from 0 to 2,500 feet.
Below 2,500 feet AGL, a radio altimeter failure is
50--foot increments from indicated by the above failure flag and the radio
2,500 to 1,000 feet; altitude readout is removed.
10--foot increments from A comparison between the two radio altitude
1,000 to 50 feet; sources is only performed below 1,000 feet
AGL. A miscompare is indicated by the same
5--foot increments from failure flag but the radio altitude readout is
50 to10 feet; retained. The flag flashes for 5 seconds when
1--foot increments from the miscompare is first detected and thereafter
10 to 0 feet; remains displayed until the condition is
corrected.
Negative radio altitude
is displayed as 0 feet.
Primary Mode --- Radio Altitude Indications

Figure 12---70---22

CSP A--013
Vol. 1 12--70--52
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
SYNC
PRI
HDG LOC 1 10 10
ALT GS 10
AP
2 000
M .545
240 100
5 5
220 000
200 21 1 900
800
180
1700
0.0 VS 00
160
--5 --5
190 GS ELV 200
VOR 1 21
10.0 NM
ADF1
30
ADF2
Vertical Speed Readout

Indicates current vertical speed in feet
per minute (fpm). Range is from
--15,000 fpm to +15,000 fpm.
Vertical Speed Failure Flag Displayed in increments of 100 fpm
when the vertical speed is less than
V/S 10,000 fpm (e.g. 2,500 fpm is
Indicates loss of displayed as 2.5).
vertical speed data Displayed in increments of 1,000 fpm
from pilot’s IRS. when the vertical speed is equal to
Flag appears in place or greater than 10,000 fpm (e.g.
of vertical speed 10,000 fpm is displayed as 10).
readout.
Primary Mode --- Vertical Speed Indications

Figure 12---70---23

CSP A--013
Vol. 1 12--70--53
FLIGHT INSTRUMENTS
Ground Speed Readout

Airplane’s ground speed Marker Beacon Flags
displayed in 1--knot Indicates airplane passage
increments during flight. over the applicable marker
Dashes (------ GS) replace beacon transmitter.
readout if ground speed
data is invalid; IM -- Inner marker
If ground speed information MM -- Middle marker
is lost (loss of signal), OM -- Outer marker
readout is removed.
SYNC
PRI
HDG LOC 1 10 10
ALT GS 10
AP
2 000
M .545
240 100
5 5
220 000
21
200 1 900
800
180
1700
160
0.0 VS 00
--5 --5
190 GS ELV 200
VOR 1 21
CRS 240
10.0 NM
ADF1
30
ADF2
DME Distance Readout DME Hold (H) Symbol

Indicates DME distance (slant ( Example: 10.0 H ) Navigation Source
range) to tuned navigation aid: Indicator
From 0 to 99.9 nautical miles When DME hold is Indicates navigation source
(nm), displayed in 0.1--nm selected, ‘H’ replaces as set at NAV SOURCE knob
increments; ‘NM’ characters on on display control panel.
Above 100 nm, displayed in DME distance readout. The selected navigation
1.0--nm increments; source is displayed using
Dashes (------ NM) replace the characters:
readout if DME data is invalid; VOR 1 or VOR 2,
If DME information is lost LOC 1 or LOC 2.
(loss of signal), readout is (1 is on--side; 2 is off--side)
removed.
An FMS navigation source is
not annunciated.
Primary Mode --- Navigation/Position Indications


CSP A--013
Vol. 1 12--70--54
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Glideslope Failure Flag GS

A glideslope failure is indicated by the above failure flag
and all glideslope information is removed from the display.
A miscompare between the glideslope deviation sources
is indicated by the same failure flag but glideslope data is
retained. The flag flashes for 5 seconds when the
miscompare is first detected and thereafter remains
displayed until the condition is corrected.
SYNC
PRI
LOC 1 VOR 1
GS 10
AP
2 000
M .545
240 100
220 000
200 21 1 900
800
180
1700
0.0 VS 00
160
190 GS
LOC 1 21
CRS 240
10.0 NM
ADF1
30
ADF2
Glideslope Scale Glideslope Index

+2 dots
Indicates the airplane’s vertical Vertical deviation pointer which
deviation relative to the ILS retains its full diamond shape
glideslope beam. Displayed in when travelling within the scale.
the following conditions: +1 dot
The pointer changes to a
Navigatioin source is LOC; half--diamond shape when
Armed or captured vertical the vertical deviation
AFCS mode is GS; 0 dot exceeds 2 dots.
Altitude is above 50 feet AGL. At altitudes below 600 feet
AGL, the pointer will flash, for
as long as the excessive
--1 dot
glideslope deviation exists.
--2 dots
+2 dots


CSP A--013
Vol. 1 12--70--55
FLIGHT INSTRUMENTS
Lateral Deviation Line Glideslope Line

(In Flight)
Provides an accurate
indication of the airplane’s
lateral deviation from the Provides an accurate indication of the
selected course. airplane’s glideslope deviation.
Airplane is on track when Glideslope deviation is 0 when the
the lateral deviation line is glideslope line is aligned with the
aligned with the selected glideslope reference line.
course mark (on the Display criteria are:
horizon line). Displayed during approach and landing
Displayed during HGS (AI, AII, AIII and F/D modes);
approach and F/D Removed from the display 70 feet AGL.
modes.
SYNC
PRI A
LOC 1 VOR 1
GS 10
AP
21 2 000
M .545
240 100
220 000
--3.00 --3.00
200 1 900
180
1800 --0.7 VS 800
00
160
190 GS
LOC 1 21
CRS 240
10.0 NM
ADF1
30
ADF2

Glideslope Readout
--3.00 --3.00
Digital indication of the selected
Provides a visual reference of the desired glide path to be reference glideslope value.
flown, as entered through the HGS control panel (HCP). Displayed in conjunction with
The glideslope reference line also represents 0 glideslope the glideslope reference line.
deviation when it overlays the glideslope line.
Display criteria are:
Always displayed during approach and landing, at any
mode, except Rollout;
In flight, other than during the approach and landing
modes, the reference line is displayed for five seconds
whenever the selected glideslope value is changed
through the HCP.


CSP A--013
Vol. 1 12--70--56
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
0.0 VS 800
1700
00
190 GS
VOR 1
21
10.0 NM
ADF1
ADF2
NOTE
30
When both ADFs are
tuned to the same
Bearing Source Indicators station, the tails of the
Indicates navigation source bearing pointers tend
selected to obtain bearings. to appear merged.
Bearing Pointers #1 Bearing Pointer
#1 -- Pilot’s side
To/From Indicator
To--points to head side of
Selected Course Bug selected course bug
#2 -- Copilot’s side From--points to tail side of
selected course bug.
Navigation Source
Indicator
33 N #2 Bearing Pointer
VOR 1 30
CRS 310
3
Course Deviation
Scale 10.0 NM
W
6
24
VOR mode: Lateral Deviation Bar

(Course Deviation Indicator)
Indicates left or right deviation from VOR or LOC
LOC mode (depending beam.
upon runway length): The CDI is limited to the edge of the course
deviation scale in view. When the lateral
deviation is outside of the field of view, the
CDI is ghosted (drawn with dashed lines).


CSP A--013
Vol. 1 12--70--57
FLIGHT INSTRUMENTS
NOTE
The HGS does not display a
back course annunciation.
SYNC
PRI
HDG LOC 1
ALT GS 10
AP
2 000
M .545
240 100
220 000
200 21 1 900
800
180
1700
160 0.0 VS 00
190 GS
21
10.0 NM
ADF1
ADF2
30
Navigation Source Failure Flags Localizer Failure FLag

LOC 1 LOC 2 LOC
VOR 1 VOR 2 A loss of valid localizer information from
A loss of valid information from the selected navigation source will cause
the selected navigation source the CDI to be removed and a failure flag,
will cause the corresponding as shown above is displayed.
navigation data to be removed A miscompare between the two sources of
and the displayed navigation localizer deviaiton is indicated by the same
source indicator is boxed, as failure flag but the CDI is retained. The
shown above. flag flashes for 5 seconds when the
miscompare is first detected and thereafter
remains displayed until the condition is
corrected.


CSP A--013
Vol. 1 12--70--58
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Flight Path Symbol

5
Centre of symbol indicates actual airplane flight path
(lateral and vertical). 5
The flight path symbol is limited laterally and vertically
so as not to overlay the indications at the edges of the
display (i.e. airspeed and altitude scales). 24
The flight path symbol has a masking window which
obscures most other symbols it overlays except:
Guidance cue; TCAS box; and
Runway lines; Windshear message. Indicates bank relative to horizon.
Approach status message;
The flight path symbol is removed when an off--side
attitude or heading source is selected.
SYNC
PRI
HDG LOC 1 10 10
ALT GS 10
AP
-- Masking 2 000
window M .545
240 100
5 5
220 000
24
200 1 900
800
180
1700
160
0.0 VS 00
--5 --5
190 GS
VOR 1 21
10.0 NM
ADF1
ADF2
30
Guidance Cue
Display conditions:
Provides lateral and vertical attitude guidance with During an approach, the F/D guidance
command inputs from either the flight director (F/D) or cue is removed at 80 feet AGL unless:
the HGS computer. a windshear condition exists; or
Echos F/D commands during Primary (Flight) mode or during take--off or go--around, when
F/D approach and landing mode. the TO or GA mode is engaged.
Displays HGS commands during Category I, II or III During an AI or an AII approach, the
approach and landing modes. HGS guidance cue is removed at 80
To track F/D or HGS commands, overlay the flight path feet AGL.
symbol on the guidance cue, using normal pitch, roll and During an AIII approach, the HGS
yaw control inputs. guidance cue is removed at touchdown.
Primary Mode --- Flight Path Indications


CSP A--013
Vol. 1 12--70--59
FLIGHT INSTRUMENTS
Flare Cue
+ + (Double cross symbol) Flare Command
Provides an indication of when the flare maneuver should

+ (Single cross symbol)
be initiated, but not how to perform the flare maneuver. Displayed only during a
Display criteria: Category III approach. Provides
Displayed in flight during Primary (Flight) mode and guidance on how to perform the
F/D, VMC, AI and AII approach and landing modes. correct flare maneuver.
Comes on at 60 feet AGL, and flashes until 30
feet AGL.
SYNC
PRI
HDG LOC 1 10 10
ALT GS 10
AP
2 000
M .545
240 100
5 5
220 000
200 24 1 900
800
180
1700
0.0 VS 00
160
--5 --5
190 GS
VOR 1 21
10.0 NM
ADF1
30
ADF2
Flight Path Acceleration Symbol

Displays the inertial acceleration of the airplane along the
flight path.
If displayed above the flight path symbol, the airplane is
accelerating. If displayed below the flight path symbol, the
airplane is decelerating. Acceleration Deceleration
On the ground, the flight path acceleration symbol is
displayed off the left wing of the boresight symbol.
During windshear conditions, below 400 feet AGL, the flight
path acceleration symbol is removed.
The symbol has a masking window which obscures most On the ground
other symbols that it overlays except the guidance cue,
runway lines, approach status message, TCAS box and
windshear messsage. -- Masking
window
Primary Mode --- Flight Path Indications


CSP A--013
Vol. 1 12--70--60
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Wind Speed and

NOTE F/D Guidance Cue Direction
If the HGS is operating during (Windshear) Displayed only in flight
a windshear, the HGS primary and when wind speed
mode (PRI) will automatically The F/D guidance cue becomes
solid and flashes for 3 seconds, is more than 3 knots.
pop--up to provide guidance. Digital readout
then remains solid for as long
as windshear escape guidance indicates wind speed
(TO/WS or GA/WS mode) is from 0 to 256 knots at
active. 1--knot increments.
Wind vector (arrow)
indicates relative
direction.
SYNC
PRI
GA 10 10
GA/WS
30
2 000
M .545
240 100
5 5
220 000
200 24 1 900
800
180
1700
--0.9 VS 00
160
--5 --5
170 GS
21
VOR 1
10.0 NM
30
Windshear Warning
Message
WINDSHEAR Pitch Limit Marker
Windshear Caution (alpha--margin indicator)
The windshear warning Message
message is driven by the WINDSHEAR
airplane’s GPWS. The CAUTION
message flashes initially Displayed during a windshear
for 3 seconds, then The windshear caution
message is driven by the warning or caution, when below
comes on steady to 1,500 feet radio altitude, and / or
indicate that a severe airplane’s GPWS. The
message indicates that an when airplane is 25 from stick
decreasing performance shaker point.
windshear condition has increasing performance
windshear condition has Displays amount of pitch
been encountered. attitude change that can be
been encountered.
made before airplane reaches
(siren) stick shaker angle--of--attack.
“WINDSHEAR”
“WINDSHEAR”
“WINDSHEAR”
Primary Mode --- Environmental Indications

Figure 12---70---26

CSP A--013
Vol. 1 12--70--61
FLIGHT INSTRUMENTS
Unusual Attitude Up Arrow

This symbol provides an
indication of which way is up
during unusual attitudes.The
symbol is centered on the Flight
Path symbol that points towards
the Roll Pointer.
5
--
240
100
21
15
220 000
10
200 10 900
15
800
180
700
10
160
220 GS
--1.5 VS
Note
The unusual attitude up arrow
comes on and asssociated
display declutter when:
Unusual Attitude Display

Figure 12---70---27

CSP A--013
Vol. 1 12--70--62
FLIGHT INSTRUMENTS
REV 56, Jan 31/03
Autopilot Engagement Annunciator

Autopilot Mode Annunciator Indicates engagement/ disengagement / side
Indicates the following autopilot transfer:
modes; Blank -- Indicates autopilot is not
1/2 BNK -- Half bank selected selected.
DR -- Dead reckoning AP -- Indicates autopilot has been
TEST -- Diagnostics engaged (horizontal arrow points to coupled
SYNC -- Synchronize. side).
An autopilot disengagement is
Autopilot Disconnect indicated by the AP characters flashing
Message (flashing) for 2 seconds before being removed from
the display. An EICAS aural warning (clacker)
During a Category III comes on.
approach, message
comes on at 1,000 Flight Director
feet and at 650 feet Guidance Cue
AGL to indicate that Echos FD
the autopilot must be commands.
disconnected. An 1/2BNK
approach warning
message comes on if A
the autopilot is not
disengaged by 500 DISC AP
feet AGL.
FD2
180 300
160 200
140 E 100
Yaw Damper A
Failure Flag YD R 1700
Displayed when 120 000
yaw damper is
disengaged.
900
100
MAG2
Mistrim Flags
Displayed when autopilot
monitoring system detects
failure in trim systems: Flight Director Fail Flag
Flight Director Source
E -- elevator The on--side source is FD1 or FD2
mistrimmed. considered the normal source
and is not annunciated. Boxed flag indicates that selected
A -- aileron source is invalid or flight director
mistrimmed. FD2 indicates that the has failed.
copilot’s (cross--side) flight Guidance cue is simultaneously
R -- rudder director has been selected as removed.
mistrimmed. the source.
Primary Mode --- Autopilot/Flight Director

Figure 12---70---28

CSP A--013
Vol. 1 12--70--63
FLIGHT INSTRUMENTS
J. System Circuit Breakers

PANEL LOCATION
Head--up AC ESS 3 C4
Guidance HGS
System DC ESS 4 C5

CSP A--013
Vol. 1 12--70--64
FLIGHT INSTRUMENTS
REV 56, Jan 31/03

CSP A--013
Vol. 1 13--00--1
FUEL SYSTEM
CHAPTER 13 --- FUEL SYSTEM
Page

INTRODUCTION 13--10
FUEL STORAGE 13--20

Fuel Storage 13--20--1
Collector Tanks 13--20--1
Venting 13--20--1
FUEL MANAGEMENT 13--30

Fuel Management 13--30--1
Fuel Transfer 13--30--1
Fuel Crossflow 13--30--1
FUEL DISTRIBUTION 13--40

Fuel Distribution 13--40--1
REFUELING AND DEFUELING 13--50

Refueling and Defueling 13--50--1
Control Panel 13--50--4
FUEL QUANTITY GAUGING 13--60

Fuel Quantity Gauging System 13--60--1
Magnetic Level Indicators 13--60--5
INTRODUCTION
Figure 13--10--1 Fuel System -- General 13--10--2
FUEL STORAGE
Figure 13--20--1 Collector Tank and Vent System -- General 13--20--2
FUEL MANAGEMENT
Figure 13--30--1 Fuel System Schematic -- General 13--30--3

CSP A--013
Vol. 1 13--00--2
FUEL SYSTEM
REV 56, Jan 31/03
Table of Contents
Figure 13--30--2 Fuel Control Panel -- General 13--30--4

Figure 13--30--3 Fuel System EICAS Indications 13--30--5
Figure 13--30--4 Fuel System Controls -- Synoptic Page Indications 13--30--6
FUEL DISTRIBUTION
Figure 13--40--1 Standby Fuel Feed System 13--40--2
Figure 13--40--2 Standby Fuel Feed System --
Figure 13--40--3 Standby Fuel Feed System -- Fuel
Synoptic Page Indications 13--40--4
REFUELING AND DEFUELING

Figure 13--50--1 Refuel/Defuel System 13--50--2
Figure 13--50--2 Fuel System Computer 13--50--3
Figure 13--50--3 Refuel/Defuel Control Panel 13--50--5
FUEL QUANTITY GAUGING

Figure 13--60--1 Refuel/Defuel -- EICAS Messages 13--60--2
Figure 13--60--2 Refuel/Defuel System -- Fuel Synoptic
Page Indications 13--60--3
Figure 13--60--3 Fuel System -- Menu Page 13--60--4
Figure 13--60--4 Magnetic Level Indicators 13--60--6
Figure 13--60--5 Pitch and Roll Inclinometers 13--60--7

CSP A--013
Vol. 1 13--10--1
FUEL SYSTEM
1. INTRODUCTION
The fuel system consists of three integral tanks within the wing box structure. Ejector pumps
and electrical boost pumps supply fuel to each engine. The fuel system also provides
facilities for pressure refueling/defueling and gravity refueling/defueling. Power and gravity
crossflow systems allow fuel transfer between wing tanks and also provides fuel to the
auxiliary power unit (APU).
A fuel system computer (FSC) automatically controls refueling, powered fuel crossflow and
fuel transfer. The FSC also measures the fuel quantity and temperature for display on the
engine indication and crew alerting system (EICAS).
The EICAS FUEL synoptic page shows a diagram of the fuel distribution system. Operation
of the ejectors, pumps and shutoff valves are graphically displayed. Any fault detected by
the FSC is annunciated in the form of visual and/or aural messages. Faults are also
displayed on the refuel/defuel panel in the form of fault codes.

CSP A--013
Vol. 1 13--10--2
FUEL SYSTEM
REV 56, Jan 31/03
Introduction
CENTER TANK
FILL CAP RH MAIN TANK
SINGLE POINT
REFUEL/DEFUEL
ADAPTER
RH MAIN
REFUEL/DEFUEL FILL CAP
CONTROL PANEL
<0017>
REFUEL/DEFUEL
CONTROL PANEL
COLLECTOR CENTER TANK
TANKS LH MAIN TANK
LH MAIN
FILL CAP
Fuel System --- General <MST>

Figure 13---10---1

CSP A--013
Vol. 1 13--20--1
FUEL SYSTEM
Fuel Storage REV 56, Jan 31/03
1. FUEL STORAGE
Fuel is stored in two main wing tanks and one center wing tank. In flight, as the wing tank
fuel quantity decreases, the FSC will automatically transfer fuel from the center tank to the
wing tanks to maintain lateral balance.
A. Collector Tanks
Two collector tanks are located in the forward section of the center wing tank. Fuel
from each wing tank is fed under pressure to its respective collector tank by scavenge
ejectors. The collector tank capacity is 10 gallons (38 liters) and when the tank is full,
excess fuel is vented back to the respective wing tank. Fuel can also be fed from the
wing tanks to the associated collector tank by gravity. There is no migration of fuel from
the center tank into the collector tanks. A main fuel ejector in each collector tank is
immersed in fuel and is used to ensure a positive supply of fuel to the engines. The
boost pumps normally supply fuel to the engines for start.
B. Venting
The tanks are vented through interconnecting vent lines to NACA scoops located on
the lower surface of each wing.
In flight, the NACA scoops supply ram air to slightly pressurize the wing tanks.
On the ground, the tanks are vented to atmosphere through the NACA scoops to
prevent pressure buildup within the tanks caused by the refueling process or from
thermal expansion of the fuel.
NOTE
During climb, fuel could enter the center tank from the
vent system. This fuel can cause erroneous center
tank quantity indications as high as 300 lbs (135kg).
Fuel tank capacities for pressure fueling operation:
TANK USABLE FUEL UNUSABLE FUEL TOTAL FUEL

Left Wing 4760 lb (2159 kg) 20.4 lb (9.2 kg) 4780.4 lb (2168.2 kg)
Right Wing 4760 lb (2159 kg) 20.4 lb (9.2 kg) 4780.4 lb (2168.2 kg)
Center 4998 lb (2267 kg) 6.8 lb (3 kg) 5004.8 lb (2270 kg)
Total 14518 lb (6585.2 kg) 47.6 lb (21.6 kg) 14565 lb (6606.8 kg)
Fuel tank capacities for gravity fueling operation:
TANK USABLE FUEL UNUSABLE FUEL TOTAL FUEL

Left Wing 4488 lb (2036 kg) 20.4 lb (9.2 kg) 4508.4 lb (2145.2 kg)
Right Wing 4488 lb (2036 kg) 20.4 lb (9.2 kg) 4508.4 lb (2145.2 kg)
Center 4930 lb (2236 kg) 6.8 lb (3 kg) 4936.8 lb (2239 kg)
Total 13906 lb (6308 kg) 47.6 lb (21.6 kg) 13953.6 lb (6329 kg)

CSP A--013
Vol. 1 13--20--2
FUEL SYSTEM
REV 56, Jan 31/03
Fuel Storage
VENT LINE TUBING
BOOST
PUMPS MAIN
EJECTOR
COLLECTOR
TANK
CENTER TANK
RELIEF VALVE
MAIN TANK MAIN TANK
RELIEF RELIEF
VALVE VENT VENT VALVE
LINE LINE
PURGE PURGE
SCAVENGE SCAVENGE
CHECK CHECK
EJECTOR EJECTOR
VALVE VALVE
NACA NACA
SCOOP SCOOP
MOTIVE TO ENGINES MOTIVE
FLOW FLOW
Collector Tank and Vent System --- General

Figure 13---20---1

CSP A--013
Vol. 1 13--30--1
FUEL SYSTEM
Fuel Management REV 56, Jan 31/03
1. FUEL MANAGEMENT
Fuel management is accomplished by fuel transfer from the center tank to the wing tanks
and by fuel crossflow from one wing tank to the other wing tank.
A. Fuel Transfer
Fuel transfer from the centre tank to the wing tanks is provided by transfer ejector
pumps to maintain the wing tanks at full capacity as long as possible. This is an
automatic function with no manual control. The ejectors are powered by fuel pressure
tapped from the engine supply lines via the fuel transfer shutoff valves which are
automatically controlled by the fuel system computer (FSC). The FSC commands the
respective transfer shutoff valve to open when the associated wing tank fuel quantity
falls below 94% of full, and commands it to close when the tank quantity reaches 97%.
The FSC will cycle the transfer system on and off until the center tank is empty.
If the fuel imbalance between the wing tanks exceeds 400 lbs (181 kg), a FUEL
IMBALANCE caution message is displayed on the EICAS primary page. If the total fuel
quantity is less than 900 lbs (408 kg) the fuel quantity indication on the primary page
turns amber.
Effectivity:
S Airplanes 7002, 7042 and subsequent. Aircraft 7003 to 7081 incorporating SB 601R--28--015
IMBALANCE caution message is displayed on the EICAS primary page. If the total fuel
quantity is less than 900 lbs (408 kg) the fuel quantity indication on the primary page turns
amber.
IMBALANCE caution message is displayed on the EICAS primary page and both wing
tank quantity indicators turn amber. If one wings fuel quantity is less than 450 lbs (204
kg), then that wings fuel quantity indicator will turn amber.<0039>
In the event of wing tank gauging failure, the FSC will use the high level sensors,
located at the top of each tank, to control the fuel transfer operations.
B. Fuel Crossflow
To correct fuel imbalance and to maintain aircraft lateral stability, the FSC automatically
initiates fuel crossflow upon detecting a fuel imbalance between wing tanks. The
crossflow/APU pump located within the center tank provides powered crossflow in
either automatic or manual mode.
In automatic mode, the FSC controls the crossflow operation. If the computer detects a
fuel imbalance between the wing tanks of 200 lbs (90 kg), the crossflow/APU pump is
activated automatically and the required crossflow shutoff valve is opened to correct the
fuel imbalance. Crossflow operations continue until 50 lb (23kg) imbalance is reached.

CSP A--013
Vol. 1 13--30--2
FUEL SYSTEM
REV 56, Jan 31/03
Fuel Management
The flight crew can override the automatic function by selecting the XFLOW, AUTO
OVERRIDE switchlight and the required (L or R) XFLOW valve switchlight on the Fuel
Control Panel.
If the powered crossflow system fails, the flight crew can select the GRAVITY XFLOW
switchlight on the Fuel Control Panel. This will open the gravity shutoff valve to allow
fuel transfer by gravity between wing tanks. Gravity crossflow can also be enhanced by
using a sideslip maneuver.

CSP A--013
Vol. 1 13--30--3
FUEL SYSTEM
REFUEL/ REFUEL/
DEFUEL DEFUEL
TRANSFER SHUTOFF
EJECTOR ADAPTER REFUEL/
VALVES
PUMP DEFUEL
SHUTOFF
VALVE
MAIN
EJECTOR COLLECTOR
PUMP TANK
LEFT
BOOST
PUMP
TRANSFER
SOV
GRAVITY
X--FLOW P
VALVE SWITCH
X--FLOW
SOV
TO
ENGINE
XFLOW/APU
PUMP
LH ENGINE NEGATIVE ”G” FUEL
MOTIVE FUEL FEED RELIEF FILTER
FLOW SOV VALVE
APU
Fuel System Schematic --- General

Figure 13---30---1

CSP A--013
Vol. 1 13--30--4
FUEL SYSTEM
REV 56, Jan 31/03
Fuel Management
GRAVITY/XFLOW X
switch/light
Pressed in -- Opens the balance
line SOV, OPEN light comes on.
Pressed out -- Closes the balance
line SOV, OPEN light goes out.
FAIL light comes on to indicate
that the balance line SOV is not AUTO OVERRIDE switch/light
in the commanded position. Pressed in -- Crossflow/APU pump
is armed for manual crossflow,
automatic crossflow is disabled.
MANUAL light goes on.
Pressed out -- Crossflow/APU pump
is disarmed for manual crossflow,
automatic crossflow is enabled.
MANUAL light goes out.
L/R XFLOW switch/lights

(With AUTO OVERRIDE switch/light
pressed in, manual mode.)
Pressed in -- Respective crossflow SOV
opens and crossflow/APU pump goes on,
Fuel Control Panel ON light comes on.
Overhead Panel Pressed out -- Respective crossflow SOV
closes and crossflow/APU pump goes off,
ON light goes out.
(With AUTO OVERRIDE switch/light
pressed out, automatic mode.)
ON light comes on to indicate that the
respective SOV is open and the
crossflow/APU pump is on.
FAIL light comes on to indicate that
the respective crossflow SOV is not
in the commanded position or the
crossflow/APU pump fails to go
on with the left or right crossflow SOV
selected open either manually
or automatically.
Fuel Control Panel --- General

Figure 13---30---2

CSP A--013
Vol. 1 13--30--5
FUEL SYSTEM
<0006>
L, R XFER SOV
XFLOW/APU PUMP
caution (amber)
caution (amber)
that respective power
that the crossflow/APU
transfer SOV has failed.
pump has failed. <0039>
L, R XFLOW SOV
caution (amber)
L, R MAIN EJECTOR that respective crossflow
caution (amber) SOV has failed.
low fuel pressure at
respective main ejector
with respective engine
running.
L, R AUTO XFLOW ON
status (white) Primary Page
Comes on to indicate GRAV XFLOW OPEN
that the automatic fuel advisory (green)
crossflow is operating Comes on to indicate
to the respective side. that the gravity
crossflow SOV is open
MAN XFLOW
status (white)
that manual crossflow <0039>
has been selected.
AUTO XFLOW INHB
L, R XFLOW ON
status (white)
status (white)
that autobalance fuel
that the respective
crossflow is inhibited.
crossflow SOV is
manually selected
open. <0039>
GRAV XFLOW FAIL
status (white)
that the gravity
crossflow SOV has
failed.
Status Page
Fuel System EICAS Indications <MST>
Figure 13---30---3

CSP A--013
Vol. 1 13--30--6
FUEL SYSTEM
REV 56, Jan 31/03
Fuel Management
LH, RH Scavenge
Ejectors
Green -- Respective
scavenge ejector
operating at normal
pressure.
LH, RH Transfer White -- Respective
Ejectors engine not running.
Green -- Respective Amber -- Respective
transfer ejector
P
scavenge ejector
operating at normal operating at low
pressure with fuel in pressure with
centre tank. respective engine
White -- Centre tank is running.
empty or respective Half Intensity Magenta
transfer SOV is closed -- Invalid data.
or respective engine
not running. LH, RH Main Ejectors
Amber -- Low pressure Green -- Respective
at respective transfer main ejector operating
ejector with respective at normal pressure.
engine running, White -- Respective
respective transfer engine not running.
SOV opened and Amber -- Low pressure
centre tank not empty. at respective main
Half Intensity Magenta ejector with respective
-- Invalid data. engine running.
FUEL Page Half Intensity Magenta
-- Invalid data.
Fuel Lines
Green -- Indicates normal fuel
flow through respective fuel
line.
Amber -- Fuel flow in
respective fuel line is restricted
by failure of respective fuel feed
SOV and/or fuel pump and/or
ejector and/or fuel filter.
Red -- Indicates a fire in the
respective engine or APU with
respective fuel feed SOV failed
at open or at mid position
(applicable only to the fuel lines
downstream of the engine and
APU fuel feed SOVs).
Fuel System Controls --- Synoptic Page Indications <MST>


CSP A--013
Vol. 1 13--30--7
FUEL SYSTEM
AUTO BAL INHIB status (white)

Gravity XFLOW SOV automatic fuel crossflow has been
Controlled by the inhibited with MANUAL XFLOW
gravity xflow not selected.
switch/light. MANUAL XFLOW status (white)
Comes on (same location as
AUTO BAL INHIB status message)
Fuel XFLOW SOV to indicate that the manual
Controlled either, crossflow has been selected.
automatically or
manually by the
XFLOW system. Transfer Valves
Green -- Indicates
P
normal fuel flow
through the respective
LH/RH Engine Fuel transfer shut--off valve.
Feed SOV Amber -- Fuel
Controlled by the pressure drop exists
respective FIRE across the respective
PUSH switch/light. transfer shut--off valve.
Half Intensity Magenta
-- Invalid data.
Fuel transfer from

centre tank is
automatically
controlled by the fuel
system computer, with
engine(s) operating.
Fuel Page Fuel transfer

commences when the
left or right tank fuel
level drops below 94%
and stops when the
level reaches 100%.
Fuel System Controls --- Synoptic Page Indications <MST>


CSP A--013
Vol. 1 13--30--8
FUEL SYSTEM
REV 56, Jan 31/03
Fuel Management

PANEL LOCATION
XFER/APU
N9
XFER SOV
XFER/APU
N10
APU/Transfer FUEL PUMP
Fuel Pump XFER/APU DC BAT 1
Fuel System N11
CONT
XFER/APU
N12
APU ECU
XFLOW SOV M8
Fuel Control
GRAV XFLOW DC ESS 4 B9

CSP A--013
Vol. 1 13--40--1
FUEL SYSTEM
Fuel Distribution REV 56, Jan 31/03
1. FUEL DISTRIBUTION
Fuel is distributed to each engine from a respective side collector tank which is an integral
part of the center wing tank. Two scavenge ejectors, located at the lowest part of each wing
tank, supplies fuel to each collector tank to keep it in a full condition. The collector tank is
designed to maintain engine fuel feed under all normal and transient flight maneuvering. A
main ejector, within each collector tank, supplies fuel to the respective side engine. The
main and scavenge ejectors are powered by pressurized fuel tapped from the motive flow
line of the respective engine fuel pump.
For engine start, a boost pump connected to each collector tank, is selected ON from the
fuel control panel. The boost pumps supply fuel to their respective engines. The control
panel is used to control and monitor boost pump operation.
The fuel output pressure from the main ejector is monitored by a pressure switch and when
the output pressure is sufficient to supply the engines, the boost pumps are automatically
turned off. The boost pumps will remain in standby mode with the engines running, as a
back up to the main ejectors in the event of a failure. Each boost pump is capable of
feeding both engines.
The XFLOW/APU pump supplies fuel to the APU when the PWR FUEL switch on the APU
control panel is selected. In the event of a XFLOW/APU pump failure, the APU can be
supplied fuel from the right engine fuel feed manifold.
In the event of a fire, fuel flow to the engine or APU is terminated by the closure of a fuel
shut-off valve when the associated fire push switchlight is selected.

CSP A--013
Vol. 1 13--40--2
FUEL SYSTEM
REV 56, Jan 31/03
Fuel Distribution
L/R BOOST PUMP PWR FUEL

switch/lights Used to control APU fuel pump.
Pressed in -- For engine start, both PUMP FAIL (amber) light Indicates
boost pumps are activated. With both that APU fuel pump has failed.
engines running, the pumps remain armed, SOV FAIL (amber) light Indicates
but will automatically come on, when low that the APU fuel shut--off
fuel pressure is detected in any engine valve has failed.
feed line. The switch/lights show ON
when the pumps are operating.
Pressed out -- The boost pump is
disarmed on the respective side.
INOP light comes on to indicate that a
low pump pressure has been detected,
the respective boost pump has not been
armed, or has failed.
APU Control Panel
Overhead Panel
PRESSURE
SWITCH
Fuel Control Panel MAIN
Overhead Panel EJECTOR
FROM THE FROM THE

SCAVENGE SCAVENGE
EJECTORS EJECTORS
COLLECTOR COLLECTOR
TANK TANK PRESSURE
SWITCH
BOOST
PUMP
XFLOW/APU
PUMP
TO LEFT TO TO RIGHT
ENGINE APU ENGINE
Standby Fuel Feed System
Figure 13--40--1

CSP A--013
Vol. 1 13--40--3
FUEL SYSTEM
L,R ENG SOV CLSD caution (amber)

<0039> <0006> engine fuel feed SOV is closed with
no engine--fire condition.
L,R ENG SOV FAIL caution (amber)
engine fuel feed SOV has failed.
L,R ENG SOV OPEN caution (amber)
engine fuel feed SOV is not closed 10
seconds after an engine--fire condition.
L,R FUEL PUMP caution (amber)
engine boost pump has failed.
L,R FUEL LO PRESS caution (amber)
Comes on at 5 psig to indicate that
a low fuel pressure condition (at the
engine inlet) has been detected.
L,R SCAV EJECTOR caution (amber)
Comes on to indicate low fuel pressure
at respective scavenge ejector with
respective engine running.
L,R FUEL FILTER caution (amber)
Comes on to indicate that a fuel
pressure drop exists across respective
fuel filter.
Primary Page
L,R ENG SOV CLSD advisory (green)

engine fuel feed SOV is closed with
<0039>
no engine--fire condition.
L,R FUEL PUMP ON advisory (green)
fuel boost pump is operating.
<0039>
Status Page
Standby Fuel Feed System -- EICAS Messages <MST>

Figure 13--40--2

CSP A--013
Vol. 1 13--40--4
FUEL SYSTEM
REV 56, Jan 31/03
Fuel Distribution
XFLOW/APU PUMP
White -- Pump is off.
Green -- Pump is
operating.
Amber -- Pump has
P
failed.
Half Intensity Magenta
-- Invalid data.
LH/RH Engine Fuel Feed
SOV BOOST PUMPS
Controlled by the respective White -- Respective
FIRE PUSH switch/light. pump is off.
Green -- Respective
APU Fuel Feed SOV pump is operating
Controlled by the PWR Amber -- Respective
FUEL switch/light. pump has failed or has
Controlled by the APU FIRE no power.
PUSH switch/light. Half intensity Magenta
-- Invalid data.
Both pumps come on
by selecting either pump
switch/light to in.
Both pumps are in
Fuel Filter FUEL Page standby mode when
Green -- Indicates
both engines are
normal fuel flow
operating.
through respective fuel
filter.
Amber -- Fuel NOTE
pressure drop exists During single engine
across respective fuel operations, both pumps
filter. will come on automatically,
Half Intensity Magenta provided both boost
-- Invalid data. pump switch/lights are
pressed in.
Standby Fuel Feed System --- Fuel Synoptic Page Indications <MST>
Figure 13--40--3

CSP A--013
Vol. 1 13--40--5
FUEL SYSTEM

PANEL LOCATION
L FUEL PUMP M6
L FUEL PUMP DC BAT 1
M7
Fuel Pumps CONT
and Control R FUEL PUMP G10
R FUEL PUMP DC BUS 2 2
G11
CONT
Fuel System
FUEL SOV L
S2
ENG
FUEL SOV R DC
Fuel Control 1 S1
ENG EMERGENCY
FUEL SOV
S3
APU

CSP A--013
Vol. 1 13--40--6
FUEL SYSTEM
REV 56, Jan 31/03
Fuel Distribution

CSP A--013
Vol. 1 13--50--1
FUEL SYSTEM
Refueling and Defueling REV 56, Jan 31/03
1. REFUELING AND DEFUELING
The refuel/defuel system is controlled by the Fuel System Computer (FSC) through selection
on a refuel/defuel control panel. Pressure refueling and suction defueling of the aircraft are
accomplished using a refuel/defuel adapter located in the right wing, leading edge, root
fairing.
Gravity refueling is carried out through filler caps installed on the upper wing surface. The
fuel quantity can be monitored using magnetic level indicators installed in the tanks. Water
drain valves, installed at various low points, permit testing of fuel for contamination and
provide the means of draining any accumulated water.
WARNING
The gravity filler caps are located below the maximum

pressure refueling level. Never remove the gravity
filler caps if the wing tanks are full or if the fuel quantity
is unknown.

CSP A--013
Vol. 1 13--50--2
FUEL SYSTEM
REV 56, Jan 31/03
Refueling and Defueling
Refuel/Defuel <0017>
Control Panel
Refuel/Defuel Adapter
Bayonet type pressure
fueling adapter. Remove
protective cap to connect
refuel/defuel hose adapter.
NOTE
Right side is shown.
Left side is opposite.
Refuel/Defuel
Control Panel
Gravity Filler Cap (3)
Lift latch and turn
counterclockwise
to unlock.
Right Wing Top View
WATER DRAIN VALVE (16)

Push and rotate water drain
valve core with fuel sampler
to drain fuel into fuel sampler.
TANK FUEL DRAIN
VALVE (3) NOTE
Lift latch and turn Left side is shown.
counterclockwise to PUSH TO
remove plug. UNLOCK Right side is opposite.

Insert gravity defueler
adapter to start gravity
defueling.
Bottom View of Left Wing
Refuel/Defuel System <MST>

Figure 13---50---1

CSP A--013
Vol. 1 13--50--3
FUEL SYSTEM
CENTRE TANK
LEFT MAIN TANK RIGHT MAIN TANK
HIGH LEVEL
SENSOR
QTY SENSORS
FUEL SYSTEM
COMPUTER
28 VDC CHANNEL 1
BATT BUS
PSEU
REFUEL/DEFUEL TO
<0025> IRS SOV’S EICAS
FUEL TRANSFER
SOV’S
AHRS
X--FLOW/APU
RIGHT/LEFT PUMP
COMPENSATORS FUEL X--FLOW
SOV’S
FUEL TEMP FAULT
SENSOR ANNUNCIATION
HIGH LEVEL FUEL
SENSORS QTY
QUANTITY
SENSORS
REFUEL/DEFUEL
PANEL
Refuel/Defuel
CHANNEL 2 Control Panel
SAME AS 1
28 VDC
ESS BUS
Fuel System Computer <MST>

Figure 13---50---2

CSP A--013
Vol. 1 13--50--4
FUEL SYSTEM
REV 56, Jan 31/03
A. Control Panel
The aircraft is fitted with a refuel/defuel control panel installed on the right fuselage, just
forward of the wing. Fuel quantity indications on the panel are displayed in pounds
(Imperial).
The aircraft is fitted with a refuel/defuel control panel installed on the right fuselage, just
forward of the wing. Fuel quantity indications on the panel are displayed in kilograms
(kg). <0001>
The aircraft is fitted with two identical refuel/defuel control panels. One panel is
installed adjacent to the refuel/defuel adapter on the right wing--to--fuselage fairing and
the other panel is located in the flight compartment on the bulkhead behind the copilot.
Fuel quantity indications on the panels are displayed in pounds (Imperial). When both
panels are powered, the flight compartment panel has priority over the external panel.
<0017>
The aircraft is fitted with two identical refuel/defuel control panels. One panel is
installed adjacent to the refuel/defuel adapter on the right wing--to--fuselage fairing and
the other panel is located in the flight compartment on the bulkhead behind the copilot.
Fuel quantity indications on the panel are displayed in kilograms (kg). When both
panels are powered, the flight compartment panel has priority over the external panel.
<0001><0017>
The refueling operation can be initiated in automatic or manual mode. Automatic mode
allows the required total aircraft fuel quantity to be preselected. In automatic mode, the
fuel system computer (FSC) controls the distribution of the fuel by filling the wing tanks
before allowing any fuel to be loaded into the center tank. High level detectors located
at the top of each tank prevent fuel tank overfilling during refueling operations by
closing the refuel shut-off valves.
Refueling of individual tanks is possible in manual mode by manually opening and

closing the refuel shut-off valves from the control panel.
The defuel mode is similar to the manual mode except that defueling is selected.
The test mode checks that the FSC, high level detectors and refuel/defuel shutoff
valves are operating properly.

CSP A--013
Vol. 1 13--50--5
FUEL SYSTEM
LAMP TEST
ON (green) Used to test all lights Mode Selector
Indicates that battery and LED displays on TEST -- Verifies operation of
bus power has been the panel. refuel/defuel shut--off valves
applied to the panel. and high level detectors.
LAMP
CL OP SOV CL OP SOV CL OP
ON ON DEFUEL TEST
TEST
POWER (Guarded) FUEL
OFF OFF OFF
Supplies power ON MANUAL
H.LEVEL DETECTOR
directly from the RIGHT LEFT
FUEL AUTO
battery bus to the

control panel. POWER
PRES. TOTAL QTY
INC. ON
FUEL QTY
FAULT BITE
ANNUNC. INITIA. DEC. OFF
BITE INITIA.
Used to display fault
Refuel/Defuel Control Panel
codes on the fuel
FAULT ANNUNC. (amber)
quantity displays.
Indicates that a fault exists Refer to the Airplane
in the refuel/defuel system. Maintenance Manual for
code descriptions.

Figure 13--50--3 Sheet 1

CSP A--013
Vol. 1 13--50--6
FUEL SYSTEM
REV 56, Jan 31/03
SOV CL (green) (3)

Mode Selector
Indicates that the
FUEL AUTO -- Configures
respective refuel/defuel
refuel/defuel system for
shut--off valves (SOV)
automatic refueling.
are closed.
FUEL MANUAL -- Configures
SOV OP (amber) (3)
SOV switches (3) Indicates that the
manual pressure refueling.
ON -- Opens respective respective refuel/defuel
DEFUEL -- Configures
shut--off valve shut--off valves (SOV)
(SOV OP light comes on). are open.
suction defueling.
OFF -- Closes respective
OFF -- Shuts off refuel/defuel
shut--off valve
system.
(SOV CL light comes on).
LAMP
CL OP SOV CL OP SOV CL OP
ON ON DEFUEL TEST
TEST
OFF OFF FUEL OFF

ON MANUAL
H.LEVEL DETECTOR FUEL AUTO
HIGH LEVEL RIGHT LEFT
DETECTOR POWER
(amber) (3) PRES. TOTAL QTY
Indicates that the INC. ON
FUEL QTY
fuel level in the FAULT BITE
respective tank ANNUNC. INITIA. DEC. OFF
has reached the

full capacity.
PRES. TOTAL QTY
Fuel Quantity Displays (3) Displays the fuel
Displays the fuel quantity of quantity target for
the respective tank. automatic refueling.
ON / OFF
Unit of Measure Label Used to start and stop
Indicates the unit of automatic refueling.
measure for the fuel INC. / DEC.
quantity displays. (spring loaded to center)
Used to increase and decrease
the preselected total fuel
quantity for automatic refueling.


CSP A--013
Vol. 1 13--50--7
FUEL SYSTEM

PANEL LOCATION
Refuel and EMERG REFL B15

Fuel System APU BAT DIR 5
Defuel Panel FUEL/DEFUEL B14

CSP A--013
Vol. 1 13--50--8
FUEL SYSTEM
REV 56, Jan 31/03

CSP A--013
Vol. 1 13--60--1
FUEL SYSTEM
Fuel Quantity Gauging REV 56, Jan 31/03
1. FUEL QUANTITY GAUGING SYSTEM
The fuel system computer (FSC) monitors information from fuel probes in each tank to
calculate the fuel quantity.
Fuel quantity is measured using fuel probes, which provide signals directly proportional to
fuel level to the FSC. There are 6 probes in each wing tank and 3 in the centre tank. A
compensator probe in each wing tank supplies data to the FSC to compute fuel density
corrections.
Fuel quantity gauging is calibrated for both ground and flight operations by the the computer
which receives weight-on-wheel signals from the proximity sensing electronic unit (PSEU).
In flight, the computer takes into account the effects of wing deflection and aircraft attitude
on the fuel quantity measurement.
Corrected individual tank quantities, total fuel quantity, fuel used quantity and fuel
temperature are displayed on the Engine Indication and Crew Alerting System (EICAS) as
well as any fault detected in the fuel quantity gauging computer.
The FUEL USED indication on the FUEL synoptic page can be reset to zero through the
EICAS menu page.
The FUEL USED indication on the FUEL synoptic page can be reset to zero through the
FMS, ACT PERF INIT page. If the FMS is failed or not available, the FUEL USED indication
can be reset to zero through the EICAS menu page.<0039>
The temperature of the fuel is continuously monitored by a fuel temperature sensor installed
in the left wing tank. The sensor supplies a fuel temperature signal to the EICAS for display
on the FUEL synoptic page.

CSP A--013
Vol. 1 13--60--2
FUEL SYSTEM
REV 56, Jan 31/03
Fuel Quantity Gauging
<0039> <0006>
Primary Page
<0039>
FUEL CH 1, 2 FAIL
status (white)
that the respective
channel of the fuel
system computer has
failed.
<0039>
Status Page
Refuel/Defuel --- EICAS Messages <MST>

Figure 13---60---1

CSP A--013
Vol. 1 13--60--3
FUEL SYSTEM
FUEL USED Quantity

Readout
Indicates the amount of
fuel used, i.e. , in lb or in
kg <0001>.
Five amber dashes are
displayed if input data is
invalid.
FUEL CH 1/2 FAIL status (white) Fuel Page

channel of the fuel system computer has failed.
FUEL CH 1/2 FAIL caution (amber)
of the fuel system computer has failed.
FUEL CH (1,2) FAIL status (white)
channel of the fuel system computer has failed.
Refuel/Defuel System --- Fuel Synoptic Page Indications <MST>

Figure 13---60---2

CSP A--013
Vol. 1 13--60--4
FUEL SYSTEM
REV 56, Jan 31/03
Data Entry Message

Comes on when the
cursor goes to the
ACCEPT line after
selection of the FUEL
USED RESET line.
Menu Page
Fuel System --- Menu Page

Figure 13---60---3

CSP A--013
Vol. 1 13--60--5
FUEL SYSTEM
A. Magnetic Level Indicators
Two magnetic level indicators (MLI’s) are installed in each wing tank and one is installed
in the center tank. The MLIs are located under the wing and are used to manually
check the fuel level in each tank.
To make sure that the MLI readings are accurate, the aircraft must be level. Pitch and
roll inclinometers are provided on the right flight compartment bulkhead to verify that
the airplane is level. After the MLI readings are taken, they are then converted to units
of fuel quantity using tabulated charts contained in FCOM Volume 2, Supplementary
Procedures.

CSP A--013
Vol. 1 13--60--6
FUEL SYSTEM
REV 56, Jan 31/03
WING TANK INBOARD MLI WING TANK OUTBOARD MLI

LEFT AND RIGHT LEFT AND RIGHT
CENTER TANK MLI

LEFT SIDE ONLY
Magnetic Level Indicators ROD

(MLI) (5) FLOAT MAGNET FLOAT
Push and rotate MLI core with MAGNET MAGNET
a screwdriver to the unlocked
position to deploy. ROD FUEL
MAGNET LEVEL
LOCKED
POSITION
READ
HERE
STOWED IN USE
UNLOCKED
POSITION
NOTE
VIEW LOOKING UP WITH
THE MLI LOCKED IN For MLI readings conversion, refer to
THE CLOSED POSITION FCOM Vol. 2, SUPPLEMENTARY
PROCEDURES, FUEL SYSTEM.
Magnetic Level Indicators

Figure 13---60---4

CSP A--013
Vol. 1 13--60--7
FUEL SYSTEM
ROLL INCLINOMETER
PITCH INCLINOMETER
Pitch and Roll Inclinometers

Figure 13---60---5

CSP A--013
Vol. 1 13--60--8
FUEL SYSTEM
REV 56, Jan 31/03

PANEL LOCATION
FUEL SYST
DC BAT 4 B10
CONT
Fuel System Fuel Control
FUEL SYST
DC ESS 1 M12
CONT

CSP A--013
Vol. 1 14--00--1
HYDRAULIC POWER
CHAPTER 14 --- HYDRAULIC POWER
Page

INTRODUCTION 14--10
SYSTEMS 1 AND 2 14--20

Hydraulic Systems No.1 and No.2 14--20--1
Engine Driven Pumps 14--20--4
AC Motor Pumps (ACMP) 14--20--4
Hydraulic Shutoff Valves 14--20--5
Reservoir 14--20--5
Accumulator 14--20--5
SYSTEM 3 14--30
Hydraulic System No.3 14--30--1
AC Motor Pumps 14--30--3
INTRODUCTION
Figure 14--10--1 Hydraulic Systems Diagram 14--10--2
Figure 14--10--2 Hydraulic Systems Overview 14--10--3
SYSTEMS 1 AND 2
Figure 14--20--1 Hydraulic Systems 1 and 2 Schematic 14--20--2
Figure 14--20--2 Hydraulic Control Panel 14--20--4
Figure 14--20--3 Systems 1 and 2 -- Synoptic Page 14--20--6
Figure 14--20--4 Systems 1 and 2 -- EICAS Indications 14--20--7
SYSTEM 3
Figure 14--30--1 Hydraulic System 3 -- Schematic 14--30--2
Figure 14--30--2 Hydraulic Control Panel 14--30--3
Figure 14--30--3 System 3 -- Synoptic Page 14--30--4
Figure 14--30--4 System 3 -- EICAS Indications 14--30--5

CSP A--013
Vol. 1 14--00--2
HYDRAULIC POWER
REV 56, Jan 31/03
Table of Contents

CSP A--013
Vol. 1 14--10--1
HYDRAULIC POWER
1. INTRODUCTION
Hydraulic power is provided by three independent systems designated No.1, No.2 and No.3.
All systems operate at a nominal pressure of 3000 psi (20,685 kPa) and use synthetic
hydraulic fluid “Skydrol”.
WARNING
Skydrol is highly corrosive and can produce severe

skin and eye irritation.
Systems 1 and 2 are serviced by ground service panels located in the aft equipment
compartment. System 3 is serviced by a ground service panel located on the right side of
the fuselage, aft of the wing root.
Each system has two hydraulic pumps; a main pump (A) for normal power and a backup
pump (B) for supplementary power. System No.1 and 2 main pumps are engine driven
pumps (EDP’s). System 1 EDP (1A) is driven by the left engine and system 2 EDP (2A) is
driven by the right engine. System 1 and 2 backup pumps (1B and 2B) are electrical AC
motor pumps (ACMP’s). Both hydraulic pumps for system No.3 are ACMP’s. In system
No.3, the main pump (3A) normally runs continuously, while the backup pump (3B) is
available during periods of high flow requirements.
The hydraulic systems supply power to operate the rudder, elevators, ailerons, spoilerons,
flight spoilers, ground spoilers, wheel brakes, nosewheel steering and landing gear
extension and retraction. The rudder, elevators and ailerons are powered by more than one
hydraulic system to prevent loss of critical flight controls.
During a total AC power failure in flight, pump 3B will be automatically powered by the air
driven generator (ADG) when it is deployed. This will provide hydraulic pressure to the
landing gear, brakes and nosewheel steering and also provides backup hydraulic pressure
to the primary flight controls.

CSP A--013
Vol. 1 14--10--2
HYDRAULIC POWER
REV 56, Jan 31/03
Introduction
NO. 1 SYSTEM NO. 3 SYSTEM NO. 2 SYSTEM

ENGINE AC MOTOR AC MOTOR AC MOTOR ENGINE AC MOTOR
DRIVEN PUMP (1B) PUMP (3A) PUMP (3B) DRIVEN PUMP (2B)
PUMP (1A) PUMP (2A)
RUDDER RUDDER RUDDER
LEFT AND RIGHT LEFT AND RIGHT LEFT AND RIGHT

ELEVATORS ELEVATORS ELEVATORS
LEFT AILERON LEFT AND RIGHT RIGHT AILERON

AILERON
LEFT SPOILERON MLG DOWNLOCK
MAIN AND NOSE ASSIST
LANDING GEAR ACTUATORS
LEFT AND RIGHT
FLIGHT SPOILERS
LEFT AND RIGHT LEFT AND RIGHT
INBOARD BRAKES OUTBOARD BRAKES
LEFT AND RIGHT
OUTBOARD LEFT AND RIGHT
GROUND SPOILERS LEFT AND RIGHT
SPOILERONS FLIGHT
SPOILERS
NOSEWHEEL
STEERING LEFT AND RIGHT
INBOARD GROUND
SPOILERS
RIGHT SPOILERON
Hydraulic Systems Diagram

Figure 14---10---1

CSP A--013
Vol. 1 14--10--3
HYDRAULIC POWER
NOSE LANDING
GEAR & STEERING
AND BRAKE CONTROL
INBD OUTBD
GROUND BRAKES
SPOILER
MAIN LANDING
GEAR & INBD
BRAKES
SPOILERON
AILERON
No. 3B
No. 3A AC MOTOR
AC MOTOR PUMP No. 2
PUMP ENGINE
DRIVEN
FLIGHT OUTBD PUMP
SPOILER GROUND
SPOILER
No. 1 No. 2B
ENGINE AC MOTOR
DRIVEN PUMP
PUMP
No. 1B
AC MOTOR
PUMP
RUDDER
LEGEND
SYSTEM 1
SYSTEM 2
SYSTEM 3
Hydraulic Systems Overview

Figure 14--10--2

CSP A--013
Vol. 1 14--10--4
HYDRAULIC POWER
REV 56, Jan 31/03
Introduction
THIS PAGE IS INTENTIONALLY LEFT BLANK

CSP A--013
Vol. 1 14--20--1
HYDRAULIC POWER
Systems 1 and 2 REV 56, Jan 31/03
1. HYDRAULIC SYSTEMS NO.1 AND NO.2
Each hydraulic system consists of the following components:
S Engine driven pump (EDP)
S AC motor pump (ACMP)
S Shutoff valve
S Reservoir
S Accumulator
S Pressure and return manifolds
S Filters
S Ground servicing panel.
Both No.1 and No.2 systems share a ram air heat exchanger for fluid cooling. Fluid from
each system is not mixed with the other system as it passes through the heat exchanger. A
fan within the heat exchanger assists in cooling the hydraulic fluid when the aircraft is on the
ground.

CSP A--013
Vol. 1 14--20--2
HYDRAULIC POWER
REV 56, Jan 31/03
Systems 1 and 2
HEAT
PRESSURE EXCHANGER RESERVOIR
RELIEF/BLEED AND FAN CASE DRAIN
VALVE FILTER
ACMP 1B
GROUND
SUCTION
RETURN
MANIFOLD
BYPASS
VALVE
CASE
DRAIN
FILTER
P P
PRESSURE MANIFOLD
EDP 1A
RETURN
FIREWALL S S FILTER
SOV GROUND
SERVICE
FILLING
GROUND PRESSURE
PRESSURE T GAUGE
PRESSURE
SWITCH FILTER
PRESSURE
RELIEF
PRESSURE GROUND
VALVE
TRANSDUCER SERVICE
NITROGEN
PRESSURE
LEGEND TO HYDRAULIC SWITCH
Pressure (Red). SERVICES ACCUMULATOR
Return (Green).
Case drain (Yellow).
SYSTEM 1
Pump case
filter drain.
Hydraulic Systems 1 and 2 Schematic


CSP A--013
Vol. 1 14--20--3
HYDRAULIC POWER
FROM
OUTBOARD
PRESSURE BRAKE
RELIEF/BLEED TO HEAT RESERVOIR
VALVE EXCHANGER
AT SYSTEM 1 CASE DRAIN
FILTER
ACMP 2B GROUND
SUCTION
RETURN
MANIFOLD
BYPASS
VALVE
CASE
DRAIN
FILTER
P P
PRESSURE MANIFOLD
EDP 2A
RETURN
FIREWALL S S FILTER
SOV GROUND
SERVICE
FILLING
GROUND PRESSURE
T GAUGE
PRESSURE
PRESSURE
SWITCH FILTER
PRESSURE
RELIEF
PRESSURE VALVE GROUND
TRANSDUCER SERVICE
PRESSURE NITROGEN
LEGEND TO HYDRAULIC SWITCH
Pressure (Red). SERVICES ACCUMULATOR
Return (Green).
Case drain (Yellow).
SYSTEM 2
Pump case
filter drain.
Hydraulic Systems 1 and 2 Schematic


CSP A--013
Vol. 1 14--20--4
HYDRAULIC POWER
REV 56, Jan 31/03
Systems 1 and 2
A. Engine Driven Pumps
EDP’s 1A and 2A draw fluid from their respective reservoirs through firewall shutoff
valves. Fluid is pumped at 3000 psi to the applicable pressure manifold, filtered and
distributed to the aircraft hydraulically actuated components.
B. AC Motor Pumps (ACMP)
Each ACMP provides a nominal outlet pressure of 3000 psi. AC motor pump 1B is
powered from AC bus 2 and AC motor pump 2B is powered from AC bus 1. Each AC
motor pump is controlled by a separate switch on the HYDRAULIC pump control panel
located on the overhead panel in the flight compartment. When a pump switch is set to
AUTO, the pump will automatically start under the following conditions:
S IDG 2 must be operating for hydraulic pump IB operation
S IDG 1 must be operating for hydraulic pump 2B operation
S IDG 1 or IDG 2 must be operating for ACMP 3B operation
S Flaps are out of the 0_ position.
NOTE
AC motor pumps 1B and 2B do not automatically start during

or after an engine failure.
Hydraulic Control Panel

Overhead Panel

Figure 14---20---2

CSP A--013
Vol. 1 14--20--5
HYDRAULIC POWER
C. Hydraulic Shutoff Valves
Electrically operated, normally open, hydraulic shutoff valves are installed in the suction
lines of the engine driven pumps (1A and 2A). During an engine fire condition, the
corresponding shutoff valve is motored closed when the ENG FIRE PUSH switchlight is
pressed. (See Chapter 10, Fire Protection).
Valve position is indicated on the EICAS, HYD synoptic page.
D. Reservoir
System 1 and 2 reservoirs are storage tanks that hold a reserve supply of hydraulic
fluid for their respective systems. The reservoirs are also partially pressurized with
system pressure to maintain a positive flow of fluid to the EDP and/or ACMP
E. Accumulator
An accumulator installed in each system stores hydraulic pressure. The accumulator is

charged with nitrogen and is used to dampen pressure surges and to maintain system
pressure during momentary system demand increases.

CSP A--013
Vol. 1 14--20--6
HYDRAULIC POWER
REV 56, Jan 31/03
Systems 1 and 2
Systems 1 and 2 --- Synoptic Page

Figure 14---20---3

CSP A--013
Vol. 1 14--20--7
HYDRAULIC POWER
<0039>
<0006>
HYD SOV 1 or 2 OPEN caution (amber)

Indicates that the respective shut--off valve is
open with an associated engine fire.
Primary Page
<0039>
HYD SOV 1 or 2 CLOSED advisory (green)

Indicates that corresponding shut--off valve has
<0039>
been closed.
Status Page
Systems 1 and 2 --- EICAS Indications <MST>
Figure 14---20---4

CSP A--013
Vol. 1 14--20--8
HYDRAULIC POWER
REV 56, Jan 31/03
Systems 1 and 2

PANEL LOCATION
HYD PUMP 1 AC BUS 2 A5
AC PUMP
System 1 2 G14
CONT 1 DC BUS 2
IND 1 G13
HYD PUMP 2 AC BUS 1 A5
AC PUMP 1
System 2 G14
CONT 2 DC BUS 1
Hydraulic
Systems IND 2 G13
HYD SYST
AC BUS 1 A8
Fans FAN
FAN CONT DC BUS 1 G12
HYD SOV 1
S4
R ENG
Shutoff Valves DC EMER
HYD SOV
S5
L ENG

CSP A--013
Vol. 1 14--30--1
HYDRAULIC POWER
System 3 REV 56, Jan 31/03
1. HYDRAULIC SYSTEM NO.3
Hydraulic system No.3 has the same components as systems No.1 and No.2, with the
exception that No. 3 system has two AC motor pumps (identified as 3A and 3B) and no
engine driven pump (EDP). Hydraulic system No.3 provides a nominal 3000 psi pressure to
the ailerons, elevators, rudder, spoilerons, landing gear actuators, inboard brakes and the
nosewheel steering system. System No.3 hydraulic lines pass through the wings and are
cooled by fuel.

CSP A--013
Vol. 1 14--30--2
HYDRAULIC POWER
REV 56, Jan 31/03
System 3
PRESSURE
RESERVOIR
RELIEF/BLEED CASE DRAIN
VALVE FILTER
ACMP 3B
GROUND
SUCTION
RETURN
MANIFOLD
BYPASS
CASE VALVE
DRAIN FILTER
FIREWALL SOV
P P
ACMP 3A
PRESSURE MANIFOLD
RETURN
ACOUSTIC S S FILTER
FILTER GROUND
SERVICE
FILLING
ACOUSTIC
GROUND T FILTER
PRESSURE
PRESSURE
PRESSURE PRESSURE GAUGE
SWITCH FILTER SWITCH
PRESSURE GROUND
PRESSURE SERVICE
TRANSDUCER RELIEF
VALVE NITROGEN
LEGEND TO HYDRAULIC ACCUMULATOR
Pressure (Red). SERVICES
HYDRAULIC
Return (Green). THROUGH
Case drain (Yellow). TANKS
SYSTEM 3
Pump case
filter drain.
Hydraulic System 3 --- Schematic

Figure 14---30---1

CSP A--013
Vol. 1 14--30--3
HYDRAULIC POWER
A. AC Motor Pumps
The No. 3 hydraulic system ACMP’s are controlled by switches on the HYDRAULIC
control panel. System pressure is normally maintained by pump 3A, which runs
continuously when selected ON. In normal operations, with the 3B pump switch in
AUTO, pump 3B operates during takeoffs and landings. Pump 3B is also automatically
powered from the ADG bus when the ADG has been deployed (independent of the
flight compartment 3B switch setting).

Overhead Panel

Figure 14---30---2

CSP A--013
Vol. 1 14--30--4
HYDRAULIC POWER
REV 56, Jan 31/03
System 3
System 3 --- Synoptic Page

Figure 14---30---3

CSP A--013
Vol. 1 14--30--5
HYDRAULIC POWER
<0039>
HYD PUMP 3A or 3B caution (amber)

Indicates that corresponding AC motor pump
has a low pressure output ( 1800 psi).
BRT
HYD 3 HI TEMP caution (amber)

Indicates that corresponding system has a
fluid temperature of 96 C (205 F) or greater.
HYD 3 LO PRESS caution (amber)

Indicates that corresponding system
pumps (both AC motor pumps) have a low
pressure output ( 1800 psi).
<0006>
Primary Page
System 3 --- EICAS Indications <MST>

Figure 14---30---4

CSP A--013
Vol. 1 14--30--6
HYDRAULIC POWER
REV 56, Jan 31/03
System 3

PANEL LOCATION
HYD PUMP 3A AC BUS 2 A2
PUMP CONT 2
DC BUS 2 G15
3A
Pumps HYD PUMP 3B AC BUS 1 A2
PUMP CONT 1
Hydraulic DC BUS 1 G11
3B
System 3
ESS HYD
PUMP ADG BUS 3 A11
SUPPLY
Indication HYD SYST DC BATTERY
2 N12
IND 3 BUS

CSP A--013
Vol. 1 15--00--1
ICE AND RAIN PROTECTION SYSTEM
CHAPTER 15 --- ICE AND RAIN PROTECTION SYSTEM
Page

INTRODUCTION 15--10
ICE DETECTION SYSTEM 15--20

Ice Detection System 15--20--1
WING ANTI-ICE SYSTEM 15--30

Wing Anti--Ice System 15--30--1
ENGINE COWL ANTI-ICE SYSTEM 15--40

Engine Cowl Anti--Ice System 15--40--1
AIR DATA SENSOR ANTI-ICE SYSTEM 15--50

Air Data Anti--Ice System 15--50--1
WINDSHIELD AND SIDE WINDOW ANTI-ICE SYSTEM 15--60

Windshield and Side Window Ant--Ice and De--Fogging System 15--60--1
WINDSHIELD WIPER SYSTEM 15--70

Windshield Wiper System 15--70--1
INTRODUCTION
Figure 15--10--1 Anti--Iced Areas 15--10--2
ICE DETECTION SYSTEM

Figure 15--20--1 Ice Detection Functional Schematic 15--20--2
Figure 15--20--2 Ice -- EICAS Messages and

CSP A--013
Vol. 1 15--00--2
REV 56, Jan 31/03
Table of Contents
WING ANTI-ICE SYSTEM

Figure 15--30--1 Wing Anti--Ice System 15--30--2
Figure 15--30--2 Wing Anti--Ice Controls 15--30--3
Figure 15--30--3 Wing Anti--Ice EICAS Messages 15--30--4
Figure 15--30--4 Wing Anti--Ice Synoptic Page Indications 15--30--5
ENGINE COWL ANTI-ICE SYSTEM

Figure 15--40--1 Cowl Anti--Ice Controls and Primary
Page Instructions 15--40--2
Figure 15--40--2 Cowl Anti--Ice Status Page Indications 15--40--3
Figure 15--40--3 Cowl Anti--Ice Synoptic Page Indications 15--40--4
AIR DATA SENSOR ANTI-ICE SYSTEM

Figure 15--50--1 Air Data Anti--Ice System and Control 15--50--2
Figure 15--50--1 Airplanes not Incorporating SB 601R--24--082,
Air Data Anti--Ice System and Control 15--50--3
Figure 15--50--2 Air Data Anti--Ice EICAS Messages 15--50--4
WINDSHIELD AND SIDE WINDOW ANTI-ICE SYSTEM

Figure 15--60--1 Windshield and Side Window
Anti--Ice and De--Fogging 15--60--2
Figure 15--60--2 Windshield and Side Window Anti--Ice and
De--Fogging -- Control and
Primary Page Instructions 15--60--3
WINDSHIELD WIPER SYSTEM

Figure 15--70--1 Windshield Wiper -- Control Panel 15--70--2

CSP A--013
Vol. 1 15--10--1
1. INTRODUCTION
Ice and rain protection is provided for the wing leading edges, engines cowls, windshields,
side windows and air data probes and sensors. An ice detection system alerts the flight
crew of impending icing conditions.
Hot,14th stage engine bleed air is used for anti-icing the:
S Wing leading edges
S Engine cowlings.
Electrical power is used to provide anti-icing of the:
S Windshields
S Side windows
S Pitot static probes
S Static ports
S Ice detectors
S Total air temperature probe
S AOA sensors.
Electric windshield wipers provide rain removal for the pilot and copilot’s windshields.
Independent ice detection probes sense the formation of ice and supply indications to the
flight crew when the formation is greater than 0.020 inch.
A bleed air leak detection system monitors the pneumatic ducting (refer to Chapter 19).
Ice and rain protection system warnings and cautions are displayed on the EICAS primary
page. Status and advisory messages are displayed on the EICAS status page. A general
view of the pneumatic anti-icing system is presented as a diagram on the EICAS A--ICE
synoptic page.

CSP A--013
Vol. 1 15--10--2
REV 56, Jan 31/03
Introduction
NOTE
Left side shown.
STANDBY PITOT TUBE Right side is equivalent
(LEFT SIDE ONLY) except as specified.
TAT PROBE
(RIGHT SIDE ONLY)
PITOT
STATIC
PROBES
ICE AOA Pneumatically

STATIC anti--iced.
DETECTORS VANES PORTS
Electrically
anti--iced.
ENGINE
NOSE--COWL
INTAKE AREA
WINDSHIELDS
SIDE
WINDOWS
WING
LEADING
EDGES
Anti---Iced Areas
Figure 15---10---1

CSP A--013
Vol. 1 15--20--1
Ice Detection System REV 56, Jan 31/03
1. ICE DETECTION SYSTEM
The aircraft is equipped with an ice detection system to alert the flight crew of impending
icing conditions. The ice detection system consists of two independent ice detector probes
located on each side of the forward fuselage and extending into the airstream. The ice
detection system operates continuously when AC power is available. During icing
conditions, each detector is electrically deiced (for 5 seconds every 60 seconds) to clear the
probe of ice build--up to allow continuous detection of ice formation.
The ice detectors interface with the data concentrator units (DCU) to provide visual
indications of icing conditions.
The ice detectors interface with the data concentrator units (DCU) to provide aural and
visual indications of icing conditions. <0022>

CSP A--013
Vol. 1 15--20--2
REV 56, Jan 31/03
Ice Detection System
40 KHZ 40 KHZ
Self Self
heating heating
for 5 ICE SIGNAL ICE SIGNAL for 5
seconds seconds
on 60 on 60
second TEST TEST second
cycle. cycle.
AC AC
ESS BUS 2
BUS
Anti--Ice Panel
Overhead Panel
EICAS
ICE Detector Switch/light <0022> ICE Detector Switch/light
ICE -- Lamp comes on red to indicate ICE -- Lamp comes on amber to indicate
airplane entry into icing conditions with airplane entry into icing conditions with
both anti--icing systems not selected on. both anti--icing systems not selected on.
(Both wing and cowl anti--ice must be on (Both wing and cowl anti--ice must be on
to cancel alert.) to cancel alert.)
TEST -- When switch is pressed, system
is tested simulating an accumulation of
ice on the ice detectors. This test also
checks the probes heater system.
Ice Detection Functional Schematic <MST>

Figure 15---20---1

CSP A--013
Vol. 1 15--20--3
ICE caution (amber)

Comes on to indicate that ice has been
detected and the wing/cowl anti--ice systems
are not on. (Both wing and cowl anti--ice must
be on to cancel alert.)
<0039>
ICE warning (red) <0022>
Comes on to indicate that ice has
been detected and wing/cowl are ICE
not selected on. (Both wing and
cowl anti--ice must be on to cancel
alert.)
ICE DETECT FAIL caution (amber)

of the ice detector unit are failed.
<0006>
Primary Page
ICE status (white)

detected and the wing/cowl anti--ice
systems are on. Message will go off if
probe no longer detects ice during its
heating/detection cycle.
ICE advisory (green) <0039> <0039>
detected and the wing/cowl anti--ice
systems are on. Message will go off if
probe no longer detects ice during its <0039>
heating/detection cycle.
ICE DET 1, 2 FAIL status (white)

Comes on to indicate failure of
corresponding ice detector unit.
ICE DET 1, 2 FAIL advisory (green) <0039>
Comes on to indicate failure of
Status Page
Ice --- EICAS Messages and Synoptic Page Indications <MST>


CSP A--013
Vol. 1 15--20--4
REV 56, Jan 31/03
ICE 1, 2 warning (red) <0022>

detected (by respective detector) and that
wing/cowl anti--ice systems not selected on.
ICE 1, 2 caution (amber)

wing/cowl anti--ice systems not selected on.
ICE 1, 2 status (white)
wing/cowl anti--ice systems are on.
ICE 1, 2 advisory (green) <0039>
wing/cowl anti--ice systems are on.
ICE DET 1, 2 FAIL status (white)

Comes on to indicate single failure of
Anti--Ice Page ICE DET 1, 2 FAIL advisory (green) <0039>
Comes on to indicate single failure of
Ice --- EICAS Messages and Synoptic Page Indications <MST>


CSP A--013
Vol. 1 15--20--5

PANEL LOCATION
Ice Detection ICE DET 1 AC ESS 3 B8

Ice Detectors
System ICE DET 2 AC BUS 2 2 C7

CSP A--013
Vol. 1 15--20--6
REV 56, Jan 31/03

CSP A--013
Vol. 1 15--30--1
Wing Anti--Ice System REV 56, Jan 31/03
1. WING ANTI--ICE SYSTEM
The wing anti-ice system prevents ice formation on the wing leading edges by heating the
surfaces with hot 14th stage engine bleed air. The hot bleed air is supplied through
insulated ducting and released through piccolo tubes to the inner surface of the wing leading
edges. When normal anti--icing is selected, the wing leading edges are maintained at a
constant temperature to shed ice and to prevent further ice accumulation.
The wing anti-ice system is divided into identical left and right systems. In normal operation,
each engine supplies hot bleed air to its respective wing anti-ice system. The systems are
connected by a, normally closed, 14 stage isolation valve. In the event one system fails, the
isolation valve is opened to permit cross bleeding between systems. This ensures that wing
anti--icing is maintained to both systems.
The system is manually activated and is automatically controlled by an anti-ice temperature

controller located in the aft equipment compartment. The anti-ice temperature controller
controls the wing anti-ice system by using inputs, received from temperature sensors located
on each wing leading edge, to modulate the wing anti-ice valves to provide sufficient hot air
to the leading edges to prevent ice formation.

CSP A--013
Vol. 1 15--30--2
REV 56, Jan 31/03
Wing Anti--Ice System
LEADING EDGE
TEMPERATURE
SENSORS
TO ENGINE RELIEF VALVE

T2 SENSOR 14 th STAGE ENGINE
BLEED AIR
PRESSURE
SWITCH
EICAS
CONTROLLER
ISOLATION SHUTOFF
VALVE VALVE
L WING ANTI--ICE VALVE
COWL
ANTI--ICE
VALVE
NOTE
System schematic is shown for the right side,
the left side is equivalent.
Wing Anti---Ice System

Figure 15---30---1

CSP A--013
Vol. 1 15--30--3
WING Anti--Ice Switch

Controls operation of left and right wing (modulating and shutoff) valves.
Wing Overheat/Duct
Failure Switch/Light
Used to test bleed air leak detection
system and to indicate failures/
overtemperature conditions.
OVHT (red) -- OVHT light comes on
when overheat condition exists in
wing leading edge.
DUCT FAIL (red) -- Light comes on
when bleed air leak is detected in
wing left or right anti--ice ducts.
Light goes out when the failed duct
is isolated and temperature sensor
cools.
TEST -- When switch is pressed,
the normal mode of the overheat
system is tested. WING OVHT
warning message, ”Wing overheat”
Anti--Ice Panel aural, OVHT light and WING A/ICE
Overhead Panel OK status message will come on.
The position of the wing switch
(either STBY, OFF or NORM) does
14TH STAGE L/R Switch/Lights not alter the test.
When pressed in, associated bleed air shutoff valve opens and
CLOSED (white) goes out. When pressed out, valve closes and
CLOSED (white) comes on.
DUCT FAIL (red) -- Comes on if sensors detect a failure in
associated duct section. DUCT FAIL goes out when the failed
duct is isolated and temperature sensor cools.
14TH STAGE Isolation Valve Switch/Light

When pressed in, bleed air isolation valve
opens and OPEN (white) comes on.
When pressed out, isolation valve closes
and OPEN light goes out.
Bleed Air Panel
Overhead Panel
Wing Anti---Ice Controls
Figure 15---30---2

CSP A--013
Vol. 1 15--30--4
REV 56, Jan 31/03
WING OVHT warning (red)

Comes on when overheat WING
condition exists in wing leading OVERHEAT
edge. Accompanied by voice alert:
WING OVHT ANTI--ICE DUCT warning (red)
ANTI--ICE DUCT Comes on when bleed air leak is ANTI--ICE
L WING A/ICE
R WING A/ICE detected in left and/or right fuselage DUCT
WING A/ICE SNSR or wing anti--ice ducts. Accompanied
by voice alert:
L/R WING A/ICE caution (amber)
Comes on when failure is detected in wing
anti--ice system (left or right).
WING A/ICE SNSR caution (amber)
Comes on to indicate that a fault is detected
in the wing anti--ice sensor.
<0006> <0039>
Primary Page
WING A/ICE OK advisory (green)
Comes on to indicate sufficient heat available
for use of anti--ice and both overheat detectors
are operational.
DUCT TEST O.K. advisory (green)
Comes on to indicate that corresponding
WING A/ICE OK
loop test is successful. DUCT TEST OK
WING A/ICE ON advisory (green) <0039> WING A/ICE ON
WING/COWL A/I ON
Comes on to indicate that the wing anti--ice 14TH ISOL OPEN
<0039>
system has been selected on and is operating DUCT MON LOOP
14TH ARM CLSD L
normally. 14TH ARM CLSD R
WING / COWL A/I ON advisory (green) <0039>
Comes on to indicate that the wing and
<0039>
cowl anti--ice systems have been selected
on and are operating normally.
14 TH ISOL OPEN status (white)
Comes on when the 14th stage bleed air
isolation valve is open.
DUCT MON LOOP A, B status (white)
loop is under test.
14 TH ARM CLSD (L, R) status (white) <0039>
Comes on to indicate that the applicable 14th
stage bleed air switch is selected closed but
the SOV is open. Status Page
Wing Anti---Ice EICAS Messages <MST>
Figure 15---30---3

CSP A--013
Vol. 1 15--30--5
WING A/ICE OK Message (green)

Successful test of wing anti--ice system.
OVHT warning (red)

overheat condition in
respective wing anti--ice
system.
Wing Anti--Ice Flow Line

(green) <0039>
Valve Position Indicator Comes on (with applicable
Indicates open EICAS advisory message)
or to indicate that wing
anti--ice system has been
selected on and is
Indicates closed operating normally.
or
Right 14th Stage
Indicates invalid data Shutoff Valve
or (no tube)
Right Wing Anti--Icing
Valve
Left 14th Stage Shutoff 14th Stage Isolation
Valve Valve
Anti--Ice Page WING A/ICE SNSR
Left Wing Anti--Icing Valve Comes on to indicate
wing anti--ice sensor
failure.
Wing Anti---Ice Synoptic Page Indications <MST>

Figure 15---30---4

CSP A--013
Vol. 1 15--30--6
REV 56, Jan 31/03

PANEL LOCATION
MAN 1 DC ESS 4 B4
Anti ice
Anti--ice MAN 2 DC BAT 2 N5
Controller A/ICE AUTO 1 DC BUS 1 1 G2
Wi and
Wing d
A/ICE AUTO 2 DC BUS 2 2 G2
Cowl Anti-Ice
B/AIR ISOL F9
14th St
Stage DC BUS 1 1
B/AIR ISOL L F10
Bleed Air
B/AIR ISOL R DC BUS 2 2 F10

CSP A--013
Vol. 1 15--40--1
Engine Cowl Anti--Ice System REV 56, Jan 31/03
1. ENGINE COWL ANTI--ICE SYSTEM
The engine cowl anti-ice system prevents ice formation on the engine intake leading edges
and the engine T2 sensors by heating the surfaces with hot 14th stage engine bleed air.
The hot bleed air is supplied to the intake leading edges through respective L/R cowl
anti--ice valves. (Refer to figure 1, section 30 of this chapter)
The left and right cowl anti-ice pressure regulating and shutoff valves are manually
controlled by the respective LH and RH COWL switches on the ANTI--ICE control panel.
The valves are electrically controlled and pneumatically operated and are failed--safe to the
open position. When power is applied to the aircraft, the valves go to close. Crew activation
of each system, opens the respective cowl anti-ice valve.
Each cowl anti-ice system also contains an overpressure relief valve mounted downstream
of the cowl anti-ice valves. When an overpressure condition occurs, the relief valve opens to
dump the excess pressure overboard and an indicator extends out the nose cowl to indicate
that the relief valve is open. After an overpressure, the relief valve remains open and the
indicator is visable during a walkaround. Maintenance should be advised before resetting
the relief valve.
Valve status is displayed on the EICAS, ANTI--ICE synoptic page.

CSP A--013
Vol. 1 15--40--2
REV 56, Jan 31/03
Engine Cowl Anti--Ice System
COWL Anti--Ice LH/RH Switches

Controls operation of cowl anti--ice
shut--off valves.
ON -- Opens applicable cowl
anti--ice shut--off valve, to provide
14th stage bleed air to the cowl
and T2 probe at the engine inlet.
OFF -- Closes applicable cowl
anti--ice shutoff valve.
Anti--Ice Panel
<0039> <0006>
L COWL A/ICE
R COWL A/ICE
L, R COWL A/ICE caution (amber)

Comes on to indicate failure of cowl
anti--ice valve.
If applicable cowl anti--ice valve is
switched on then the message
indicates insufficient pressure.
If applicable cowl anti--ice valve is
switched off, the message indicates
pressure is in the system (i.e., valve
failed open).
Primary Page
Cowl Anti---Ice Control and Primary Page Instructions <MST>

Figure 15---40---1

CSP A--013
Vol. 1 15--40--3
WING / COWL A/I ON advisory (green)

Comes on to indicate that the wing and
cowl anti--ice systems have been selected
on and are operating normally. <0039>
COWL A/I ON (L, R) advisory (green)

Comes on to indicate that the applicable
cowl anti--ice system has been selected
<0039>
on and is operating normally.
COWL A/I ON advisory (green)

Comes on to indicate that both cowl
anti--ice systems have been selected
on and are operating normally.
Status Page
Cowl Anti---Ice Status Page Indications <MST>

Figure 15---40---2

CSP A--013
Vol. 1 15--40--4
REV 56, Jan 31/03
Wing Anti--Ice Flow Line

(green) <0039>
Comes on (with applicable
EICAS advisory message)
to indicate that wing anti--ice
system has been selected
on and is operating normally.
CMD (cyan)
Reflects the position of the
valve as selected on the
anti--icepanel.
Left Cowl Anti--Ice Valve
Right Cowl Anti--Ice Valve
Indicates open (white) Right Cowl Piccolo
Tube and Duct
Green -- Operational
Indicates closed (white) Amber -- Cowl anti--ice
failure.
Indicates invalid data Cowl Anti--Ice Flow Line

(half--intensity magenta) (green) <0039>
Comes on (with applicable
NOTE EICAS advisory message)
Failure of an anti--ice valve is to indicate that applicable
indicated by valve outline cowl anti--ice system has
turning amber. Anti--Ice Page been selected on and is
operating normally.
Cowl Anti---Ice Synoptic Page Indications <MST>

Figure 15---40---3

CSP A--013
Vol. 1 15--40--5

PANEL LOCATION
A/ICE VALVE
N3
Engine Cowl Cowl Anti
Anti-Ice
Ice L ENG
DC BAT 2
Anti-Ice Valves A/ICE VALVE
N4
R ENG

CSP A--013
Vol. 1 15--40--6
REV 56, Jan 31/03

CSP A--013
Vol. 1 15--50--1
Air Data Sensor Anti--Ice System REV 56, Jan 31/03
1. AIR DATA ANTI--ICE SYSTEM
Air data probes and sensors are located on the left and right sides of the forward fuselage
and extend into the airstream. The air data probes and sensors are monitored and
controlled by three independent and identical air data sensor heater controllers (ADSHC’s).
Controller 1 monitors the heater elements for the left pitot, left and right base heaters, left
angle of attack (AOA) vane and left static port. Controller 2 monitors the right pitot, right
AOA vane, total air temperature (TAT) probe and right static port. Controller 3 monitors the
standby pitot probe. The ADSHC’s electronically control the heating elements to prevent ice
formation that may cause erroneous air data information. The air data sensor heating
system is activated automatically on the ground and in flight.
The ground mode has two operational heating modes, automatic and manual When either
engine generator is on and the LH and RH PROBES switches, on the ANTI--ICE control
panel, are OFF, the LH and RH pitot probes and the standby pitot probe are heated at half
power (The APU does not control this function). The static ports, base heaters, TAT probe,
and the AOA vanes are not powered automatically in the ground mode. However, they can
be heated by selecting the LH and RH PROBES switches to ON.
NOTE
During ground operations, when AC power is on--line

and the air--bridge is being used, the probes will be
powered and the ground crew should be advised of
the hazard areas.
In the flight mode, the automatic control function is completely independent of the control
switches. The controllers automatically supply full power to all the air data probes and
sensors, regardless of PROBES switch position.
NOTE
Following an ADG deployment, if the power

interruption lasts longer than 5 seconds, the PITOT
BASE HEAT caution message will remain latched.
After landing, the heater ADS CONT 1 circuit breaker
(CB4--A7) may be pulled and reset to remove the
caution message.
Effectivity:
S Airplanes 7003 to 7189 incorporating SB 601R--24--082 and aircraft 7190 and subsequent.
NOTE
After engine start,with the engine generators off, the L,

R and STBY PITOT HEAT caution messages will remain
displayed until an engine generator is brought on line.

CSP A--013
Vol. 1 15--50--2
REV 56, Jan 31/03
Air Data Sensor Anti--Ice System
LEFT PITOT-- RIGHT PITOT--

STATIC HEAD STATIC HEAD
HEATER HEATER
STATIC PROBE STATIC PROBE

STATIC BASE STATIC BASE
HEATER HEATER
STANDBY
TOTAL AIR
PITOT PROBE
TEMP PROBE
LEFT ANGLE OF RIGHT ANGLE OF
ATTACK VANE ATTACK VANE
LEFT STATIC RIGHT STATIC
PORT PORT
EICAS
ICE DET TEST Switch/Light

Used to test probe heater system.
PROBES, Anti--Ice LH/RH Switches
Ground Operations:
OFF -- All probe heaters are off,
when there is no AC power on--line
or when the APU GEN is on.
ON -- With AC power on--line, probe
heat is as follows:
TAT -- OFF,
Static and AOA -- ON, and
Pitot and Base -- Half power heat.
ON -- With external power connected
(no generators on--line), probe heat
is as follows:
TAT -- OFF,
Anti--Ice Panel
Air Data Anti---Ice System and Control

Figure 15---50---1

CSP A--013
Vol. 1 15--50--3

STATIC HEAD STATIC HEAD
HEATER HEATER
STATIC PROBE STATIC PROBE

STATIC BASE STATIC BASE
HEATER HEATER
STANDBY
TOTAL AIR
PITOT PROBE
TEMP PROBE
LEFT ANGLE OF RIGHT ANGLE OF
ATTACK VANE ATTACK VANE
LEFT STATIC RIGHT STATIC
PORT PORT
EICAS
ICE DET TEST Switch/Light

Used to test probe heater system.
PROBES, Anti--Ice LH/RH Switches

Ground Operations:
OFF -- All probe heaters are off,
when there is no AC power on--line.
ON -- With AC power on--line, probe
heat is as follows:
TAT -- OFF,
ON -- With external power connected
(no generators on--line), probe heat
is as follows:
TAT -- OFF,
Anti--Ice Panel
Air Data Anti---Ice System and Control

Figure 15---50---1

CSP A--013
Vol. 1 15--50--4
REV 56, Jan 31/03
<0039> <0006> TAT PROBE HEAT caution (amber)

Comes on to indicate failure of total air temperature
probe heater.
STBY PITOT HEAT caution (amber)
Comes on to indicate failure of the standby pitot
heater.
PITOT BASE HEAT caution (amber)
Comes on to indicate failure of the pitot base heat.
L, R PITOT HEAT caution (amber)
Comes on to indicate no current to corresponding
pitot--static heater (or PROBES switch not at ON).
L, R STATIC HEAT caution (amber)
Comes on to indicate failure of corresponding static
port heater.
L, R AOA HEAT caution (amber)
Comes on to indicate failure of corresponding angle
of attack vane heater.
Primary Page
Air Data Anti---Ice EICAS Messages <MST>

Figure 15---50---2

CSP A--013
Vol. 1 15--50--5

PANEL LOCATION
PITOT L AC ESS 3 B4
Pitot PITOT R AC BUS 1 1 A14
PITOT STBY AC ESS 3 B6
STATIC L DC ESS 4 A6
Air Data Static
STATIC R DC BUS 1 1 F14
Sensor
Anti-Ice
Anti Ice AOA L AC ESS 3 B5
AOA
AOA R A13
AC BUS 1 1
TAT TAT A12
ADS ADS CONT 1 DC ESS 4 A7
Controllers ADS CONT 2 DC BUS 1 1 F13

CSP A--013
Vol. 1 15--50--6
REV 56, Jan 31/03

CSP A--013
Vol. 1 15--60--1
Windshield Wiper System REV 56, Jan 31/03
1. WINDSHIELD AND SIDE WINDOW ANTI--ICE AND DE--FOGGING SYSTEM
Anti-icing and defogging of the windshields and side windows is achieved by electrically
heating the windshields and side windows. Each windshield and side window incorporates
an electrical heating element and three temperature sensors. One sensor is used for normal
temperature control and another is used for overheat detection. The third sensor is a spare,
and is used if one of the other sensors fail.
The amount of heat supplied to the windshields and side windows is controlled by four
identical temperature controllers, one for each window. The controllers automatically
regulate power to the heating elements as selected by the LOW/HI WSHLD switches on the
ANTI--ICE control panel. When the switches are set to HI, the windshields are heated at a
high temperature, but the side window temperatures are maintained at the LOW setting.
When an overheat condition is detected, the associated controller removes the power to the
heater element and posts a caution message on the EICAS primary page.
NOTE
If a windshield or side window heater fails, the related

windshield or side window may fog up during high
humidity conditions.

CSP A--013
Vol. 1 15--60--2
REV 56, Jan 31/03
Windshield Wiper System
Anti--Ice Panel
Windshield and Side Window Anti---Ice and De---Fogging

Figure 15---60---1

CSP A--013
Vol. 1 15--60--3
Windshield Anti--Ice TEST Switch

Used to test windshield anti--ice
system; simulates a no--heat
condition.
Anti--Ice Panel
L, R WSHLD HEAT caution (amber)

Comes on to indicate actual failure of
corresponding windshield anti--ice system,
or during a test.
<0039>
L, R WINDOW HEAT caution (amber)

Comes on to indicate actual failure of
corresponding window heating system,
or during a test.
<0006>
Primary Page
Windshield and Side Window Anti---Icing and De---Fogging ---
Control and Primary Page Instructions <MST>
Figure 15---60---2

CSP A--013
Vol. 1 15--60--4
REV 56, Jan 31/03

PANEL LOCATION
HEATER
AC BUS 1 A10--A11
LEFT WSHLD
HEATER 1
CONT L DC BUS 1 F12
WSHLD
Windshields HEATER
RIGHT AC BUS 2 A10--A11
WSHLD
Windshield 2
HEATER
and Side CONT R DC BUS 2 F12
Window WSHLD
Anti-Ice
HEATER
AC ESS 3 B3
WIND L
HTR CONT
DC ESS 4 A11
WIND L
Side windows
HEATER
AC BUS 2 A12
WIND R
2
HTER CONT
DC BUS 2 F13
WIND R

CSP A--013
Vol. 1 15--70--1
1. WINDSHIELD WIPER SYSTEM
The windshield wiper system is designed to remove rain and/or snow from the pilot and
co-pilot’s windshields.
The windshield wiper system consists of independent pilot and copilot systems. Each
system consists of a windshield wiper and motor. Each pilot has a selector, located on the
WIPER control panel that actuates both wipers. Under normal operations, both wipers will
operate in the same mode when selected from either panel. If each selector is set to a
different mode, the last selection made overrides the previous selection. If one wiper system
fails, the remaining system will still be functional.
With either switch selected to the SLOW position, the wipers operate at approximately 80
cycles per minute. At FAST position the wipers operate at approximately 125 cycles per
minute.

CSP A--013
Vol. 1 15--70--2
REV 56, Jan 31/03
Wiper Selector
OFF--PARK -- Stows the wiperblades and
stops the motors.
SLOW/FAST -- Wiper speed selections.
Wiper Control Panel
Windshield Wiper --- Control Panel

Figure 15---70---1

CSP A--013
Vol. 1 15--70--3

PANEL LOCATION
WIPER 1
G5
MOTOR
DC BUS 1 1
Windshield WIPER 1
G6
Rain and CONTROL
Wipers
Snow WIPER 2
Removal G5
MOTOR
DC BUS 2 2
WIPER 2
G6
CONTROL

CSP A--013
Vol. 1 15--70--4
REV 56, Jan 31/03

CSP A--013
Vol. 1 16--00--1
LANDING GEAR
CHAPTER 16 --- LANDING GEAR
Page

INTRODUCTION 16--10
NOSE AND MAIN LANDING GEAR 16--20

Nose and Main Landing Gear 16--20--1
Landing Configuration Warning 16--20--11
Alternate Landing Gear Extension 16--20--11
Wheels and Tires 16--20--11
PROXIMITY SENSING SYSTEM 16--30

Proximity Sensing System 16--30--1
BRAKE SYSTEM 16--40

Brake System 16--40--1
Parking Brake 16--40--8
Brake Temperature Monitoring System 16--40--8
Anti-Skid System 16--40--8
NOSE WHEEL STEERING SYSTEM 16--50

Nose Wheel Steering System 16--50--1
INTRODUCTION
Figure 16--10--1 Landing Gear and Landing Gear Doors 16--10--2
NOSE AND MAIN LANDING GEAR

Figure 16--20--1 Main Landing Gear 16--20--2
Figure 16--20--2 Nose Landing Gear 16--20--3
Figure 16--20--3 Nose Landing Gear Doors -- Ground Operation 16--20--4
Figure 16--20--4 Landing Gear Controls 16--20--6
Figure 16--20--5 Landing Gear Manual Release 16--20--7
Figure 16--20--6 Landing Gear Retraction and Extension -- Schematic 16--20--8
Figure 16--20--7 Landing Gear EICAS Messages 16--20--9

CSP A--013
Vol. 1 16--00--2
LANDING GEAR
REV 56, Jan 31/03
Table of Contents
Figure 16--20--8 Landing Gear -- Primary Page Gear Indications 16--20--10
PROXIMITY SENSING SYSTEM

Figure 16--30--1 Landing Gear Functional Schematic 16--30--2
Figure 16--30--2 PSEU -- EICAS Messages 16--30--3
BRAKE SYSTEM
Figure 16--40--1 Brake System -- Schematic 16--40--2
Figure 16--40--2 Brake Wear Indication 16--40--3
Figure 16--40--3 Brake System -- EICAS Messages and
Figure 16--40--4 Parking Brake System 16--40--5
Figure 16--40--5 Parking Brake -- EICAS Messages 16--40--6
Figure 16--40--6 Brake Temperature Monitoring System 16--40--7
Figure 16--40--7 Anti Skid System 16--40--10
NOSE WHEEL STEERING SYSTEM

Figure 16--50--1 Nose Wheel Steering System Schematic 16--50--2
Figure 16--50--2 Nose Wheel Steering System 16--50--3

CSP A--013
Vol. 1 16--10--1
LANDING GEAR
1. INTRODUCTION
The landing gear is a retractable tricycle type consisting of two, wing root mounted, main
landing gear assemblies and a forward, fuselage mounted, steerable, nose landing gear
assembly. The main landing gear assemblies retract inboard and the nose landing gear
assembly retracts forward. Each landing gear has a nitrogen filled shock strut to absorb and
dissipate the shock loads encountered when the aircraft lands.
The landing gear subsystems are as follows:
S Landing gear extension and retraction
S Landing gear doors
S Alternate landing gear extension
S Landing gear overheat detection
S Brake system
S Brake temperature monitoring system (BTMS)
S Antiskid
S Nose wheel steering
S Proximity sensing electronic unit (PSEU).
Landing gear extension and retraction is electrically activated by the landing gear selector
lever and controlled by the proximity sensing electronic unit (PSEU). Sensors for the PSEU
are mounted on the landing gear and landing gear doors. The PSEU also provides landing
gear position indication for display on the EICAS. In normal operation, the landing gear is
hydraulically actuated by number 3 hydraulic system. An alternate independent means of
extending the landing gear is available should the normal extension system fail.
Each gear assembly has two wheels and each of the four main wheels is fitted with a,
hydraulically operated, steel multi-disc brake assembly.

CSP A--013
Vol. 1 16--10--2
LANDING GEAR
REV 56, Jan 31/03
Introduction
NOSE
LANDING
GEAR NOSE LANDING
GEAR AFT DOOR LEFT MAIN LANDING
GEAR DOOR
NOSE LANDING
GEAR FORWARD
DOORS RIGHT MAIN LEFT MAIN
MAIN LANDING
LANDING GEAR LANDING GEAR
GEAR BAYS
Landing Gear and Landing Gear Doors

Figure 16---10---1

CSP A--013
Vol. 1 16--20--1
LANDING GEAR
Nose and Main Landing Gear REV 56, Jan 31/03
1. NOSE AND MAIN LANDING GEAR
Normal extension or retraction of the landing gear is initiated by landing gear control lever
selection. The retraction or extension signal is sent to the proximity sensing electronic unit
(PSEU) which monitors various landing gear proximity sensing inputs and weight-on-wheels
inputs. If the correct parameters are met, the PSEU energizes a selector valve to retract or
extend the landing gear using No. 3 hydraulic system.
The landing gear control lever is equipped with a solenoid lock which prevents an up
selection of the landing gear control lever with the aircraft on the ground. In the event of a
solenoid lock malfunction, a downlock release (DN LCK REL) on the landing gear control
panel, permits up selection of the landing gear control lever by overriding the solenoid lock.
Retraction and extension of each landing gear is driven by a retract/extend actuator.

Tension springs assisted by a downlock actuator ensure that the main gear locks in the
down position. The lock is released at the start of the retraction cycle. An uplock assembly
locks the main gear in the retracted position. An uplock release actuator releases the uplock
assembly at the start of the extension cycle.
The nose landing gear (NLG) is hydraulically extended in the aft direction and mechanically
locked in the down position. The NLG is hydraulically retracted in the forward direction and
mechanically locked in the up position.
The main landing gear doors and the nose landing gear aft door are mechanically linked to
the respective landing gears, and therefore, retract and extend with the landing gears. The
nose landing gear forward doors are actuated hydraulically from No. 3 hydraulic system.
The nose landing gear forward doors open before extension and retraction and then close
after extension and retraction.

CSP A--013
Vol. 1 16--20--2
LANDING GEAR
REV 56, Jan 31/03
Nose and Main Landing Gear
DOWNLOCK
ACTUATOR
MLG
SHOCK STRUT
MLG
RETRACTION
ACTUATOR
MLG
MAIN BEAM
<0044>
MLG DOOR
ASSEMBLY
DOOR
BRUSH
Main Landing Gear <MST>

Figure 16---20---1

CSP A--013
Vol. 1 16--20--3
LANDING GEAR
DOOR DOOR
MECHANISM SELECTOR
VALVE
DRAG DOOR
DOOR BRACE MECHANISM
ACTUATOR
ACTUATOR
DOWNLOCK
ASSIST SPRINGS
AFT
DOOR
MANUAL
DISCONNECT
DOOR
SPRING
TORQUE
LINK
FORWARD
DOORS
STEERING
ACTUATORS SHOCK UPLOCK
STRUT
PIN
NOSE GEAR
LOCKING PIN
Nose Landing Gear

Figure 16---20---2

CSP A--013
Vol. 1 16--20--4
LANDING GEAR
REV 56, Jan 31/03
NOSE DOOR toggle

switch
OPEN -- opens nose landing
EXT AC CKPT CALL
gear doors and disables the PUSH PUSH
nose landing gear door selector NOSE
HDPH
valve. The nose landing gear DOOR AVAIL

OPEN CALL
doors will remain open with or IN USE
without hydraulic power, as FLT/
NORM
long as the switch is in
this position. APU BATT PKG BRK LAMP MIC
FLT/NORM -- closes nose SHUT--OFF ON ON TEST
landing gear doors and
enables the nose landing
gear door selector valve,
provided there is hydraulic
power.
CAUTION
Ensure that the nose landing gear bay area is clear

before selecting the nose door switch to FLT/NORM.
Nose Landing Gear Doors --- Ground Operation

Figure 16---20---3

CSP A--013
Vol. 1 16--20--5
LANDING GEAR
For landing gear retraction,

Once the aircraft is airborne, with no weight-on-wheels signal, the PSEU commands and
monitors the following events:
S The landing gear control lever solenoid downlock is released to permit UP selection of the
landing gear control lever
S The nose landing gear doors selector valve is energized, to open the forward nose
landing gear doors
S The nose landing gear and main landing gear selector valves are energized to release
the downlocks and the main and nose landing gears retract. Hydraulic pressure from the
nose landing gear up-line is routed to activate the brake control valves to stop main wheel
rotation
S Uplocks of the nose landing gear and main landing gear are engaged to secure the
landing gears in the retracted position
S The nose landing gear doors selector valve is energized, to close the forward nose
landing gear doors.
NOTE
The nose landing gear wheel well area can be

inspected by opening the forward nose landing gear
doors, through selection of the NOSE DOOR switch
on the External Service Panel.
For landing gear extension,

The PSEU commands and monitors the following events:
S The landing gear control lever is manually selected to the DN position
S The nose landing gear doors selector valve is energized, to open the forward nose
landing gear doors
S The nose landing gear and main landing gear selector valves are energized to release
the downlocks and extend main and nose landing gears
S Downlocks of the nose landing gear and main landing gear are engaged to secure the
landing gears in the extended position
S The nose landing gear doors selector valve is energized, to close the forward nose
landing gear doors.
Ground lock pins are inserted by ground crew to prevent inadvertent retraction of the landing
gear when the aircraft is on the ground.

CSP A--013
Vol. 1 16--20--6
LANDING GEAR
REV 56, Jan 31/03
Landing Gear Mute Horn

Control Lever Switch/Light
Down Lock Mutes landing gear
(lever solenoid) warning horn. White
Used to prevent light will come on to
inadvertent landing indicate that landing
gear up selection gear warning horn
when on ground. has been mute.
When airborne, a
WOW signal
completes a circuit
which disengages
the lock and permits
gear up selection.
BTMS OVHT HORN
WARN RESET
MUTED
LDG GEAR
UP
ANTI SKID
ARMED TEST
DN
OFF DN LCK
REL
MLG BAY OVHT TEST
OVHT WARN FAIL

Centre Instrument Panel
Landing Gear
Control Lever Down Landing Gear Lever
Lock Release Lever Controls retraction and
Used if there is a extension of the landing
fault in the solenoid gear. Lever must be
release circuit. pulled out to be moved
Move switch down to alternate position.
and hold down to UP -- Retracts landing gear.
manually override the DN -- Extends landing gear.
LDG GEAR control
lever solenoid lock.
Landing Gear Controls

Figure 16---20---4

CSP A--013
Vol. 1 16--20--7
LANDING GEAR
LANDING GEAR MANUAL RELEASE

handle (red)
Used to manually lower the landing gear:
Pull handle and hold handle in the fully
extended position until EICAS indicates the
MANUAL nose and main landing gear are in the
LANDING down and locked position.
RELEASE GEAR
NOTE
Considerable force is required to
N
operate the landing gear manual release
system.
Landing Gear Manual Release Handle

Center Pedestal
PUSH FULLY TO STOW button (red)

Used to reset the manual release system
(stow the LG PULL handle):
Hold handle, press button and then slowly
return handle to the stowed position.
Landing Gear Manual Release

Figure 16---20---5

CSP A--013
Vol. 1 16--20--8
LANDING GEAR
REV 56, Jan 31/03
EXT AC CKPT CALL

PUSH PUSH
NOSE HDPH NO.3 HYDRAULIC NO.2 HYDRAULIC
DOOR AVAIL
OPEN
IN USE
CALL
SYSTEM SYSTEM
FLT/
NORM
APU BATT PKG BRK LAMP MIC

SHUT-- OFF ON ON TEST
ACCUMULATOR ACCUMULATOR
TE LDG GEAR
RN
UP
DN
NLG DOORS NOSE LANDING BRAKE CONTROL

DN LCK
SELECTOR GEAR SELECTOR VALVES REL
VALVE VALVE
NOSE LANDING
NLG DOORS NOSE WHEEL
GEAR DUMP
DUMP VALVE
VALVE STEERING LANDING
GEAR
CONTROL
NLG DOORS
CENTRE
CAM LOCK
INSTRUMENT
PANEL
NLG NOSE LANDING NLG

UPLOCK GEAR ACTUATOR DOWNLOCK
MAIN GEAR
SELECTOR PSEU
VALVE
MAIN GEAR
#3 HYDRAULIC DUMP VALVE
#2 HYDRAULIC
SYSTEM
SYSTEM
RH MAIN GEAR MAIN GEAR

LH MAIN GEAR
ACTUATOR DOWNLOCK
ACTUATOR
ASSIST
RH MAIN GEAR SELECTOR
LH MAIN GEAR
UPLOCK VALVE
UPLOCK
LANDING GEAR
LH MAIN GEAR RH MAIN GEAR MANUAL
DOWNLOCK DOWNLOCK RELEASE
ASSIST ASSIST LG PULL HANDLE
ACTUATOR ACTUATOR CENTRE
PEDESTAL
Landing Gear Retraction and Extension --- Schematic

Figure 16---20---6

CSP A--013
Vol. 1 16--20--9
LANDING GEAR
NOSE DOOR OPEN Warning (red)

Indicates that nose landing gear bay doors are
open for more than 10 seconds after gear has
locked or with airspeed greater than 250 kt.
NOSE DOOR OPEN
<0039> GEAR DISAGREE
NOSE DOOR
GEAR DISAGREE Warning (red)

Indicates that landing gear position does not
agree with landing gear selector lever position.
<0006> GEAR DISAGREE
Primary Page
HORN MUTED
<0039>
HORN MUTED
Status (white) <0039>
Indicates that landing
gear warning horn
has been manually
muted.
Status Page
Landing Gear EICAS Messages <MST>
Figure 16---20---7

CSP A--013
Vol. 1 16--20--10
LANDING GEAR
REV 56, Jan 31/03
”Landing Gear Warning Horn”

Comes on to warn that the landing gear
are unsafe if:
Airplane is below 1,000 AGL, and
Rate of descent is 400 fpm, and
Landing gear are not down and locked.
NOTE <0039>
The gear symbols and flap position indicators
come on whenever the landing gear warning
horn is active.
TOO LOW GEAR (Aural warning)

Is heard if any landing gear is not down
and locked with the radio altitude less
then 500 ft AGL and the indicated
airspeed is less than 190 knots.
Landing Gear Position Indicator
UP (white) -- Indicates that respective
landing gear is in the up and locked position.
DN (green) -- Indicates that respective landing
gear is in the down and locked position.
(amber) -- Indicates that respective
landing gear is in transition.
(red) -- Indicates that respective
landing gear is not safe.
(amber dashes) -- Indicates that
respective landing gear is in
<0039> unknown position.
NOTE <0039>
The amber gear symbols will flash if the
landing gear warning horn is on for more
than 10 seconds.
<0006>
Primary Page
Landing Gear --- Primary Page Gear Indications <MST>

Figure 16---20---8

CSP A--013
Vol. 1 16--20--11
LANDING GEAR
The PSEU monitors the position of the landing gears, nose landing gear doors and the
uplocks and downlocks. Landing gear position is displayed on the EICAS primary page.
The gear position information is removed from the primary page 30 seconds after the gear is
up and locked.
A. Landing Configuration Warning
The landing gear warning horn will sound if:
S 2 minutes after ground to air transition, any landing gear is not down and locked,
and
S The indicated airspeed is less than 163 knots with one or both thrust levers selected
to IDLE, or
S The indicated airspeed is less than 185 knots with the flaps at less than 5_ and one
or both thrust levers selected to IDLE.
NOTE
1. The landing gear warning horn may be muted with one thrust
lever at IDLE and the landing gear not in the down and locked
position.
2. The landing gear warning horn cannot be muted when the flaps
are selected to greater than 30_, or both thrust levers are set
to IDLE.
3. The landing gear warning horn is inhibited during take--off
windshear conditions.
4. The landing gear warning horn will not sound during a radio
altimeter test in flight and the horn is inhibited during take--off
windshear conditions. <0039>
B. Alternate Landing Gear Extension
Should a failure occur in the landing gear control system or in hydraulic system 3,
landing gear extension is still possible by pulling the landing gear manual release
handle.
When the handle is pulled, the nose landing gear forward door camlock and the three
landing gear uplocks are released by mechanical means. At the same time the
associated dump valves are opened to route No.3 hydraulic system pressure to return
which permits the landing gear to extend under its own weight.
The main landing gear is assisted to the down-and-locked position by the main gear
down lock assist actuators which are powered by No.2 hydraulic system. The nose
landing gear is assisted to the down-and-locked position by two tension springs and by
airflow.
C. Wheels and Tires
Each wheel has a pressure relief plug (overpressure valve) and an inflation valve.
Refer to the Aircraft Maintenance Manual for tire pressure adjustment.

CSP A--013
Vol. 1 16--20--12
LANDING GEAR
REV 56, Jan 31/03
Four heat sensitive fusible plugs are installed in each main wheel to release excessive
air pressure caused by heat build--up. The fusible plugs protect the main wheel tires
from bursting, that could occur under heavy braking activity.
Wheel mounted tire pressure gauges, installed on all six wheels, directly measure the
pressure of the tire. <0044>

CSP A--013
Vol. 1 16--30--1
LANDING GEAR
Proximity Sensing System REV 56, Jan 31/03
1. PROXIMITY SENSING SYSTEM
The proximity sensor system (PSS) includes the proximity sensor electronics unit (PSEU)
and associated proximity sensors, proximity switches and microswitches installed throughout
the aircraft. The PSS provides five basic functions:
S Normal landing gear positioning control,

The PSS provides the signals that command the landing gear to extend and retract and
the nose gear doors to open and close.
S Landing gear position indication,

The PSS monitors landing gear position and provides indication and position status to the
EICAS.
S Weight-on-wheels indication,
The PSS monitors landing gear strut compression and provides indication of air or ground
status to the aircraft systems that require the information.
S Fuselage door indication,

The PSS monitors the fuselage door positions and provides inputs to the EICAS for
indication on the primary page, status page and door synoptic page. (refer to Chapter 6).
S Thrust reverser indication,

The PSS monitors and reports to EICAS the (stowed/unstowed) status of the left and
right thrust reversers (refer to Chapter 20).
The PSEU, after processing sensor inputs, generates outputs that are used to control the
landing gear position. The PSEU also reports system status and provides control data to
other aircraft systems.
Continuous and periodic tests are performed by the PSEU to monitor specific aircraft
systems health and status. Landing gear position and status are displayed on the engine
indication and crew alerting system (EICAS) primary page. The landing gear position
indication is removed 30 seconds after the landing gear is in the up and locked position with
the flaps at 0 degrees.

CSP A--013
Vol. 1 16--30--2
LANDING GEAR
REV 56, Jan 31/03
Proximity Sensing System
STALL WARNING
SYS/AOA
PROXIMITY DATA HORIZ STAB TRIM

SENSORS CONTROL UNIT 1,2
FLAPS >0,
>30 NOSE WHEEL
INBD GROUND FLAP ELECTRONIC STEERING:
SPOILER STOWED CONTROL UNIT 1,2
. DOWN LOCK
CABIN PRESSURE
. WOW 1,2
>10,000 P HYDRAULIC MOTOR
OUTBD GROUND PUMP 1,2
SPOILER STOWED
R
CABIN PRESSURE
PARK BRAKE O CONTROLLER
ANTI SKID
SOV ON X INBD/OUTBD
PARK BRAKE
SOV CLOSED I AVIONICS
THRUST LEVERS M STALL PROTECTION COOLING SYS
MAIN LANDING
4 DEGREES I SYSTEM
GEAR: T AIR DATA SYS--
CLOCK
. WOW 1,2 COMMANDS: Y PROBE HEATERS
. DOWNLOCK 1,2 EXTEND GEAR HANDLE
. UPLOCK RETRACT S FUEL SYSTEM DOWNLINK
E COMPUTER UNIT
NOSE GEAR: NOSE GEAR N SIGNS:
AUXILIARY POWER
. WOW 1,2 DOOR OPENED S UNIT (ECU, FIRE)
. NO SMOKING
. DOWLOCK 1,2 O . FASTEN
SEAT BELT
. UPLOCK HORN MUTE R THRUST REVERSER
. OLEO EXTEND ON 1,2
E NOSE GEAR
NOSE DOOR: L AIR DRIVEN SOLENOIDS:
GENERATOR . EXTEND
. L/R CLOSED E AUTO DEPLOY . RETRACT
. UPLOCK C
T UTILITY BUS
MAIN LANDING
PAX DOOR: R SHED
GEAR
PIN 1,2 LOCKED O SOLENOIDS:
CAM 1,2 LOCKED N IRS SYS . EXTEND
<0025>
I . RETRACT
HANDLE LOCKED:
DOOR CLOSED: C ATTITUDE HEADING
. COCKPIT EMERG . PAX DOOR
INNER/OUTER
S REFERENCE SYS
DOOR SELECT
HATCH
. SERVICE/EMERG VALVE:
. AFT EQPT U AIR TRAFFIC CONTROL . OPEN
BAY DOOR INNER/OUTER
N TRANSPONDERS 1,2 . CLOSED
. OVERWING . BAGGAGE
COMPARTMENT
I
DOORS LH/RH
. AVIONICS BAY . AVIONICS BAY T TRAFFIC ALERT COMMUNICATIONS:
COLLISION
. SERVICE/EMERG AVOIDANCE SYS COCKPIT
. BAGGAGE VOICE
COMPARTMENT GROUND PROXIMITY RECORDER
WARNING SYSTEM
INTERCOM
<0039> <0006>
FLIGHT DATA
RECORDER
DC BAT
WOW1
DC BUS 1
DATA
DC BAT CONCENTRATOR
WOW2 UNITS
DC BUS 2
DC BAT SPOILER ELECTRONIC

LGC/
DC BUS 1 CONTROL UNITS
DOOR
(1A--1C, 2A--2C)
DC BAT
LGC/
DC ESS BUS DOOR
Messages:
NOSE DOOR OPEN
GEAR DISAGREE
AURAL/VISUAL WARNING MESSAGES PARKING BRAKE
PARK BRAKE SOV
HORN MUTED
PROX SYS FAULT
Primary Page
Landing Gear Functional Schematic <MST>
Figure 16---30---1

CSP A--013
Vol. 1 16--30--3
LANDING GEAR
Proximity Sensing System REV 56, Jan 31/03
WOW OUTPUT <0039> WOW INPUT Caution

Caution (amber) (amber)
Comes on to indicate Comes on to indicate
that WOW outputs, that a WOW sensing
channel 1 and circuit has failed or is
channel 2 do not in disagreement with
agree. WOW INPUT the other sensing
WOW OUTPUT circuits.
NOTE PROX SYS CHAN
NOTE
The WOW OUTPUT
One or more of the
caution message may
WOW sensors
be accompanied by
disagree with each
the following:
other which may affect
PFD, speed trend air and ground modes
vector inoperative, of operation.
PFD low speed cue Expect that inadvertent
comes on, operations of WOW
PFD displays TA only, dependant systems
RTU indicates TCAS may occur.
STANDBY and
ATC 1(2) STANDBY, PROX SYS CHAN <0039>
Inadverent takeoff Caution (amber)
configuration warnings, Comes on to indicate
Fuel quantity fluctuates that the normal landing
during pitch and bank gear extension/retraction
maneuvers. system is inoperative.
<0006>
Primary Page
NOTE
If landing gear extension/
retraction is abnormal,
GEAR DISAGREE warning
WOW OUTPUT FAIL message will not come on.
Status (white)
Comes on to indicate WOW OUTPUT FAIL
that a WOW output PROX SYS FAULT
fault is detected in a
non--critical system. <0039>
PROX SYS FAULT

Status (white)
Comes on to indicate <0039>
a failure in the PSEU
system.
PROX SYS FAULT <0039>

Status (white)
that the PSEU has
detected:
a sensor/internal
failure, or
a loss of redundency
Status Page
PSEU --- EICAS Messages <MST>
Figure 16---30---2

CSP A--013
Vol. 1 16--30--4
LANDING GEAR
REV 56, Jan 31/03
Proximity Sensing System

PANEL LOCATION
PROX SENS
DC ESS 4 B13
LGC /D2
PROX SENS
LGC /D2 WOW P3
1&2 DC BAT 2
PROX SENS
Proximity Landing Gear P2
LGC /D1
Sensing Control
PROX SENS
F6
LGC /D1
DC BUS 1 1
PROX SENS
F7
WOW 1
PROX SENS
DC BUS 2 2 F9
WOW 2

CSP A--013
Vol. 1 16--40--1
LANDING GEAR
Brake System REV 56, Jan 31/03
1. BRAKE SYSTEM
Each wheel of the main landing gear is equipped with self-adjusting multi-disc brakes. The
brakes of the inboard wheels are powered by No. 3 hydraulic system and the brakes of the
outboard wheels are powered by No. 2 hydraulic system.
Brake application is initiated by pressing the rudder pedals which are mechanically linked to
the associated brake control valves. The brake control valves meter hydraulic pressure,
proportional to the pedal pressure, to the four main wheel brake units, through four
independent anti-skid control valves and four hydraulic fuses.
If a leak occurs in a brake line, the associated hydraulic fuse will close off the hydraulic line,
preventing loss of the entire system fluid.
With the loss of one hydraulic system, the aircraft has 50% symmetric braking capability with
full anti-skid control to the working brakes. In the event of a failure of both No. 2 and No. 3
hydraulic systems, accumulators in each hydraulic system will provide reserve pressure for
six braking applications (providing the anti--skid is selected OFF).
Available inboard and outboard brake pressure is continuously monitored and displayed on
EICAS on the hydraulic synoptic page, and any abnormal brake pressure detected is
displayed on the EICAS in the form of a visual and/or aural message.
NOTE
A brake overheat condition may trigger a MLG BAY

OVHT warning message (refer to chapter 10,
section 40).
During landing gear retraction, hydraulic pressure is applied to the main wheel brake control
valves to stop main wheel spin.
Two brake wear indicator pins, installed on each brake assembly, provide a visual indication
of brake wear. If the indicator pin is flush with the top of the indicator housing, maintenance
should be informed.
NOTE
The brake wear indicator pins must be checked with

the brakes applied and No. 2 and No. 3 hydraulic
systems on.

CSP A--013
Vol. 1 16--40--2
LANDING GEAR
REV 56, Jan 31/03
Brake System
PARKING
BRAKE
HANDLE
PARKING BRAKE
BRAKE PEDALS BRAKE PEDALS
L R L R
NO.2 FROM NOSE NO.3

HYDRAULIC ACCUMULATOR LANDING ACCUMULATOR HYDRAULIC
SYSTEM GEAR UPLINE SYSTEM
LEFT RIGHT LEFT RIGHT

INBOARD INBOARD INBOARD INBOARD
BRAKE BRAKE BRAKE BRAKE
CONTROL CONTROL CONTROL CONTROL
VALVE VALVE VALVE VALVE
ANTI--SKID
CONTROL
UNIT
LEFT RIGHT LEFT RIGHT

INBOARD INBOARD INBOARD INBOARD PARKING
BRAKE BRAKE ANTI--SKID ANTI--SKID BRAKE
CONTROL CONTROL CONTROL CONTROL SOV
VALVE VALVE VALVE VALVE
LEFT LEFT RIGHT RIGHT

INBOARD OUTBOARD INBOARD OUTBOARD
BRAKE BRAKE BRAKE BRAKE
NO. 2 HYDRAULIC SYSTEM
NO. 3 HYDRAULIC SYSTEM
RETURN
Brake System --- Schematic

Figure 16---40---1

CSP A--013
Vol. 1 16--40--3
LANDING GEAR
BRAKE WEAR
INDICATOR
(2 PER BRAKE
ASSEMBLY)
BRAKE ASSEMBLY (4)
Brake Wear Indication

Figure 16---40---2

CSP A--013
Vol. 1 16--40--4
LANDING GEAR
REV 56, Jan 31/03
Brake System
IB, OB BRAKE PRESS

Caution (amber)
IB BRAKE PRESS Indicates that brake
OB BRAKE PRESS
<0039> pressure of the
BRAKE OVHT
respective system is
less than1030 psi.
BRAKE OVHT
Warning (red)
Indicates an overheat
<0006> condition (temperature
greater than 360 C)
exists in any one
of the brakes.
”BRAKES”
Primary Page
INBOARD, OUTBOARD
BRAKE PRESSURE
Readout
Indicates brake pressure of the
respective system.
GREEN -- Brake pressure is 1000 psi
to 3200 psi.
WHITE -- Brake pressure is greater than
to 3200 psi.
AMBER -- Breke pressure is less than
1000 psi.
EICAS Secondary Display -- Hydraulic Page

Brake System --- EICAS Messages and Synoptic Page Indications <MST>
Figure 16---40---3

CSP A--013
Vol. 1 16--40--5
LANDING GEAR
EXTERNAL SERVICE PANEL

EXT AC CKPT CALL
PUSH PUSH
NOSE HDPH
DOOR AVAIL
OPEN CALL PARKING BRAKE
FLT/
IN USE
NOTE Handle (black)
NORM
Do not apply torque to the parking To engage parking brake:
APU BATT
SHUT--OFF ON
PKG BRK
ON
LAMP
TEST
MIC
brake handle until the parking brake While fully depressing
handle is in the full pulled position. both brake pedals on
Do not rotate the parking brake the pilot’s or copilot’s
handle more than 90 degrees to lock. side, pull parking brake
handle and rotate it 90
degrees to the locked
position.
PARKING BRAKE ON PARKING BRAKE To disengage parking
Light brake:
Comes on to indicate that While fully depressing
the parking brake is set. Parking Brake Handle both brake pedals on
Pilot’s Instrument Panel the pilot’s or copilot’s
side, rotate the parking
brake handle to the
unlocked position and
push it in.
Parking Brake System

Figure 16---40---4

CSP A--013
Vol. 1 16--40--6
LANDING GEAR
REV 56, Jan 31/03
Brake System
CONFIG
BRAKES
PARKING BRAKE
<0039> PARK BRAKE SOV
<0006>
PARK BRAKE SOV
Caution (amber)
Indicates that the
parking brake SOV has
failed or the parking
brake SOV is in the
closed position with
the parking brake
handle off.
Primary Page
PARKING BRAKE ON
<0039>
PARKING BRAKE ON <0039> <0039>

Advisory (green)
Comes on to indicate that
the parking brake is set.
Conditions are:
Status Page
Parking Brake --- EICAS Messages <MST>
Figure 16---40---5

CSP A--013
Vol. 1 16--40--7
LANDING GEAR
BTMS OVHT WARN RESET Switch

Press to reset the BTMS. The BTMS can only
be reset if the brake overheat condition or the
brake temperature difference has discontinued. BTMU FAIL Status (white)
Comes on to indicate that the BTMS
unit has failed.
<0039>
BTMS OVHT HORN
WARN RESET <0039>
MUTED
ANTI SKID
ARMED TEST BTMU FAIL

Brake Temperature Readout

Indicates temperature value of respective brake.
Status Page
NOTE
When a brake overheat condition is detected, the brake

temperature outline and readout will remain red, regardless
of temperature value, until the system is reset by the BTMS
OVHT WARN RESET switch.
Brake Temperature Monitoring System <MST>
Figure 16---40---6

CSP A--013
Vol. 1 16--40--8
LANDING GEAR
REV 56, Jan 31/03
Brake System
A. Parking Brake
Inboard brake control valves and the parking shutoff valve are used to provide braking
when the aircraft is parked. Pulling the parking brake handle while fully depressing
both rudder pedals and turning the handle 90 degrees in either direction, locks both
brake control valves in the applied position.
When the hydraulic systems are shut down, hydraulic pressure slowly leaks away via
the anti-skid return lines. The parking brake shutoff valve closes when the parking
brake is applied, ensuring that hydraulic system 3 accumulator pressure is maintained
on the inboard brakes for a prolonged period of time.
NOTE
With the parking brake applied, only the inboard

brakes will hold for a prolonged period of time if No. 2
and No. 3 hydraulic systems are not available.
Parking brake configuration and operational condition are continuously monitored and
any detected fault is displayed on EICAS in the form of a visual and/or aural message.
Effectivity:
S Airplanes 7003 to 7128 and 7002, 7129 and subsequent incorporating SB601R--24--055
NOTE
On the ground, with the parking brake applied, the ADG automatic
deployment is inhibited.
B. Brake Temperature Monitoring System
The brake temperature monitoring system (BTMS) provides an indication to the crew of
the main wheel brake temperatures. Individual brake temperatures are displayed as a
color coded numerical readout on the EICAS Status page. The brake temperature
readout will be displayed when the value of one of the four readouts is six or greater, or
when the landing gear and flap positions are displayed on the EICAS.
A BTMS overheat warning reset switch, on the landing gear control panel, is used to
reset the system when the brake overheat condition no longer exists.
C. Anti--Skid System
The anti-skid system controls hydraulic pressure to the four main wheel brakes to
provide anti-skid protection. The anti-skid system consists of a dual channel (inboard
and outboard) anti-skid control unit (ASCU), four (axle mounted) wheel speed
transducers and two dual anti-skid control valves.

CSP A--013
Vol. 1 16--40--9
LANDING GEAR
The anti-skid system performs the following functions:
S Individual wheel anti-skid control: -- Prevents skids from developing
S Touchdown protection: -- Prevents landing with locked wheels in the event that the
pilot(s) are depressing the brake pedals during touchdown
S Locked wheel protection: -- Allows a wheel to recover from a deep skid.
Selecting the anti--skid switch, on the landing gear control panel, to the ARMED
position enables the ASCU (provided the parking brake is not set and both main
landing gear are down and locked).
By monitoring each wheel speed individually, the ASCU can detect tire skidding. The
ASCU independently reduces the braking pressure at the skidding wheel by modulating
the pressure outputs of the appropriate anti-skid control valve. This modulation is
controlled by the individual wheel speed and deceleration monitored through the wheel
speed transducers.
In the air, with no weight-on-wheels signal, the anti-skid control valves dump pressure
to prevent wheel lock-up on touchdown. On the ground, the system becomes
operational once a 35 knots wheel spin-up signal is present or a weight-on-wheels
signal is present after a 5 second delay. The anti--skid function is operational to a
minimum wheel speed of 10 knots.
NOTE
In the event of a failure that causes loss of braking,

manual braking is restored by selecting the anti-skid
system off.
The ASCU continuously monitors the anti-skid system and any detected faults are

CSP A--013
Vol. 1 16--40--10
LANDING GEAR
REV 56, Jan 31/03
Brake System
BTMS OVHT HORN

WARN RESET Anti skid Test Switch (Spring--loaded to normal position)
TEST -- simulates a failure (alternately) in the outboard and
MUTED
inboard channels of the anti skid system.
Results are displayed on EICAS.
ANTI SKID
ARMED TEST
NOTE
Anti skid test must be performed with the anti skid system
armed and landing gear down and locked.
OFF
MLG BAY OVHT TEST Anti skid Armed Switch

OVHT WARN FAIL
ARMED -- Anti skid system is armed. System is activated
with wheel spin--up (35 kt).
OFF -- Anti skid system is disabled.

A/SKID INBD Caution (amber)

Indicates that the inboard channel
of the anti skid system has failed.
A/SKID OUTBD Caution (amber)

A/SKID INBD Indicates that the Outboard channel
<0039> A/SKID OUTBD of the anti skid system has failed.
NOTE
Both the A/SKID INBD and A/SKID
OUTBD caution messages will come on
if one of the main landing gear fails to
downlock.
<0006>
Primary Page
Anti Skid System <MST>

Figure 16---40---7

CSP A--013
Vol. 1 16--40--11
LANDING GEAR

PANEL LOCATION
BRAKE
DC BUS 2 2 G3
PRESS IND
Brakes
BRAKE TEMP
Landing Gear DC BUS 1 G3
MON 1
ANTI SKID DC BUS 1 G4
Anti Skid
Anti-Skid
ANTI SKID DC BUS 2 2 G4

CSP A--013
Vol. 1 16--40--12
LANDING GEAR
REV 56, Jan 31/03
Brake System

CSP A--013
Vol. 1 16--50--1
LANDING GEAR
Nose Wheel Steering System REV 56, Jan 31/03
1. NOSE WHEEL STEERING SYSTEM
The nose wheel steering system is a steer--by--wire system which is electrically controlled
and hydraulically actuated through dual steering actuators on the nose landing gear. The
system is controlled by a steering electronic control unit (ECU) and powered by No. 3
hydraulic system.
The steering ECU is armed through a N/W STRG ARMED switch, located on the pilots left
side panel, and activated by a weigh--on--wheels and nose gear down--and--locked signal
from the proximity sensing electronic unit (PSEU).
The steering ECU controls the nose wheel position based on inputs from either the steering
tiller on the pilot’s side console or the rudder pedals. Steering commands are processed by
the the ECU which electrically controls an electrohydraulic servo valve to modulate hydraulic
pressure to the steering actuators. The steering tiller turns the nose wheel up to 70 degrees
either side of center, and is intended for low speed taxiing. Steering with the rudder pedals
is limited to 7 degrees either side of center and is intended for high speed taxi and take-off
and landing rolls. Nose wheel position feedback is sent to the ECU from two position
transducers mounted on the steering actuators.
After take-off, the ECU generates a signal to center the nose wheel prior to landing gear
retraction. Also, centering cams in the shock strut mechanically center the nose wheel as
the strut extends under its own weight.
If a failure is detected by the steering control unit, the system reverts to free castoring mode.
The pilot then maintains ground directional control through rudder control and differential
braking.
In the event of failure of No. 3 hydraulic system, the nose wheel is centered by the centering
cams. Rudder, differential braking and differential thrust will be used for directional control.
Reverse thrust and the ground spoilers will decelerate the aircraft, if the brakes are
degraded or fail completely.
The steering control unit continuously monitors the nose wheel steering system, and any
detected fault is display on the EICAS primary page. Detection of a fault, will result in
steering system shutdown. The system will then revert to free castoring mode.

CSP A--013
Vol. 1 16--50--2
LANDING GEAR
REV 56, Jan 31/03
Nose Wheel Steering System
NOSE
WHEEL
STEERING
ACTUATORS
28 VDC
BUS 1
NO.3 HYDRAULIC
ELECTROHYDRAULIC SYSTEM
WOW
SERVO VALVE (FROM NOSE LANDING
GEAR DOWN LINE)
NOSE LANDING ELECTRONIC TO EICAS

GEAR DOWN CONTROL
AND LOCKED UNIT
PSEU RUDDER
PEDALS
28VDC
Heading Indicator and
BUS 2
Index Marks (white)
Indicates tiller selected
N/W STRG to center, 70 LH or RH.
ARMED Tiller is spring--loaded to
center.
OFF
Nose Wheel Steering
Tiller (black)
Nose Wheel Steering Tiller Used to maneuver the
Pilot’s Side Console airplane on the ground.
The nose wheel steering
Nose Wheel Steering
system is armed in flight
Switch
and enabled when the
ARMED -- Nose wheel steering airplane is on the ground
is armed. Nose wheel steering (gear down and locked
is activated with WOW. and WOW).
OFF -- Nose wheel is set in the
free castoring mode.
Nose Wheel Steering System Schematic

Figure 16---50---1

CSP A--013
Vol. 1 16--50--3
LANDING GEAR
Nose Wheel Steering System REV 56, Jan 31/03
STEERING INOP
Caution (amber)
Indicates that the
steering system has
failed and reverted to
STEERING INOP
free castoring mode.
<0039>
NOTE
If the STEERING INOP
message is displayed
with the system selected off,
this indicates that the
steering SOV has failed
(stuck) open. The N/W
<0006> STRG must be selected
on to enable centering
of the nosewheel.
Primary Page
Nose Wheel Steering System <MST>

Figure 16---50---2

CSP A--013
Vol. 1 16--50--4
LANDING GEAR
REV 56, Jan 31/03
Nose Wheel Steering System

PANEL LOCATION
Nose Wheel NOSE STEER DC BUS 1 1 F8

Control Unit
Steering NOSE STEER DC BUS 2 2 F8

CSP A--013
Vol. 1 17--00--1
LIGHTING
CHAPTER 17 --- LIGHTING
Page

INTRODUCTION 17--10
FLIGHT COMPARTMENT LIGHTING 17--20

Flight Compartment Lighting 17--20--1
CRT Lighting Adjustment 17--20--4
PASSENGER COMPARTMENT LIGHTING 17--30

Passenger Compartment Lighting 17--30--1
SERVICE AND MAINTENANCE LIGHTING 17--40

Service and Maintenance Lighting 17--40--1
Service Lighting 17--40--1
Maintenance Lighting 17--40--1
EXTERNAL LIGHTING 17--50

External Lighting 17--50--1
Landing and Taxi Lighting 17--50--3
Navigation Lighting 17--50--6
Beacon Lights <0021> 17--50--6
Anti-Collision Strobe Lights 17--50--6
Logo Lighting <0020> 17--50--6
Wing Inspection Lighting 17--50--6
EMERGENCY LIGHTING 17--60

Emergency Lighting 17--60--1
INTRODUCTION
Figure 17--10--1 General Lighting Systems 17--10--2

CSP A--013
Vol. 1 17--00--2
LIGHTING
REV 56, Jan 31/03
Table of Contents
FLIGHT COMPARTMENT LIGHTING

Figure 17--20--1 Flight Compartment Lighting 17--20--2
Figure 17--20--2 CRT, RTU, and FMS Lighting 17--20--5
Figure 17--20--3 Flight Compartment Area Lighting 17--20--6
Figure 17--20--4 Indicator Intensity and Test 17--20--7
PASSENGER COMPARTMENT LIGHTING

Figure 17--30--1 Cabin Compartment Lighting -- Controls 17--30--2
Figure 17--30--2 Passenger Signs 17--30--4
SERVICE AND MAINTENANCE LIGHTING

Figure 17--40--1 Service Compartment Lighting 17--40--2
EXTERNAL LIGHTING
Figure 17--50--1 External Lighting 17--50--2
Figure 17--50--2 Landing/ Taxi Lights 17--50--4
Figure 17--50--3 External Lights Panel 17--50--5
EMERGENCY LIGHTING
Figure 17--60--1 Emergency Lighting Controls 17--60--2
Figure 17--60--2 Emergency Lighting 17--60--3
Figure 17--60--3 Emergency Lighting EICAS Messages 17--60--4

CSP A--013
Vol. 1 17--10--1
LIGHTING
1. INTRODUCTION
The lighting system provides interior and exterior illumination of the aircraft and consists of:
S Flight Compartment Lighting
S Passenger Compartment Lighting
S Service and Maintenance Lighting
S External Lighting
S Emergency Lighting.
Lighting control panels for the flight compartment, passenger signs and external lighting are
located in the cockpit where they are clearly visible and readily accessible to the pilot and
copilot. Passenger compartment lights are controlled from the flight attendant’s panel in the
forward cabin.
Emergency lighting is controlled from the cockpit and may also be controlled from the flight
attendant’s panel. When armed, the emergency lighting systems come on automatically if
essential electrical power is lost.
Service and maintenance lighting is provided for the avionics compartment, baggage
compartment, aft equipment compartment and in the landing gear wheel wells. Controls for
the lights are located in the area that they illuminate.
Lighting system messages are displayed on the engine indication and crew alerting system
(EICAS) displays.

CSP A--013
Vol. 1 17--10--2
LIGHTING
REV 56, Jan 31/03
Introduction
LIGHTS
FLIGHT PASSENGER SERVICE AND

EXTERIOR EMERGENCY
COMPARTMENT COMPARTMENT MAINTENANCE
PANEL CEILING AND NOSE GEAR TAXI INTERIOR

FLOODLIGHTS SIDEWALL WHEEL WELL LIGHTS AND EXTERIOR
LIGHTS
INTEGRAL AVIONICS LANDING

DOME LIGHTS
LIGHTING COMPARTMENT LIGHTS
MISCELLANEOUS BOARDING AFT NAVIGATION

LIGHTING LIGHTS EQUIPMENT POSITION
BAY LIGHTS
GALLEY WING
FLOOR LIGHTS INSPECTION
MAP READING LIGHTS LIGHTS
LIGHTS
CHART HOLDER LIGHTS
STANDBY COMPASS LIGHT
DOME LIGHT
LAVATORY ANTI
LIGHTS COLLISION
LIGHTS
READING BEACON
LIGHTS <0021> LIGHTS
ORDINANCE LOGO
LIGHTS <0020> LIGHTS
General Lighting Systems <MST>

Figure 17---10---1

CSP A--013
Vol. 1 17--20--1
LIGHTING
Flight Compartment Lighting REV 56, Jan 31/03
1. FLIGHT COMPARTMENT LIGHTING
General illumination of the flight compartment area is provided by dome lights and floor
lights. Instrument and control panel lighting is provided by flood lights and integral lighting.
Map and reading lights are provided for miscellaneous lighting requirements.
Control panels for the flight compartment lights are located on the overhead panel, on the
pilot and copilot side panels and on the center pedestal. Each panel controls the lighting
adjacent to the panels location. The controls provide dimming for electronic displays,
integral panel lighting and panel flood lighting. Dimming is not provided for floor lighting.
A cockpit dome light is located in the flight compartment overhead entrance area and is
controlled by a DOME LIGHT switch on the MISC LTS panel.
Effectivity:
S Airplanes 7003 to 7990 incorporating SB 601R--33--018
Two cockpit dome lights are located in the flight compartment overhead entrance area and are
selected on by a DOME LIGHT switch on the MISC LTS panel.
Floor lighting illuminates the floor area between the rudder pedals and the seat of each pilot.
Floor lighting is controlled by a switch on the pilot and copilot side panels.
Panel integral lighting with dimming controls supply all the edge lighting for the instrument
panels and control panels. The integral lights illuminate the panel names and switch
positions to make them more visible for the flight crew.
Cockpit flood lights are operated by dimmer knobs on the pilot and copilot side panels and
on the center pedestal lighting panel. The pilots dimmer knob controls the flood lights on the
left side of the flight compartment. The copilots dimmer knob controls the flood lights on the
right side of the flight compartment. The dimmer knob on the center pedestal controls the
flood lights for the center instrument panel.
A map light is mounted on each side window post to light the pilot and copilot lap areas. An
observers map light, mounted at the cockpit entrance, pivots and swivels for use by any
crew member. Light intensity is controlled by a button at the top of the light head and the
circular illumination area is controlled by a lever at the bottom of the light head.
When AC power is not available the following will be illuminated by the battery bus:
S Fuel control panel

S Bleed air control panel
S APU control panel
S Electrical power panel
S Fire detection panel
S Engine start and ignition control panel
S Integral lighting and Floor lighting.

CSP A--013
Vol. 1 17--20--2
LIGHTING
REV 56, Jan 31/03
Flight Compartment Lighting
ELT SWITCH PASSENGER

FLOODLIGHTS POST LIGHT OXYGEN SWITCH
FLOODLIGHTS
INSTRUMENT POST LIGHT
INSTRUMENT
PANEL PANEL
PILOT’S MAP C
COPILOT’S MAP
READING LIGHT READING LIGHT
FLOODLIGHT
FLOODLIGHT
COPILOT’S
PILOT’S
SIDE PANEL
SIDE PANEL
FLOOR
LIGHT FLOOR
A LIGHT
FLOODLIGHTS B A FLOODLIGHTS
PILOT’S SIDE COPILOT’S SIDE
CONSOLE CONSOLE
<0083>
Flight Compartment Lighting <MST>


CSP A--013
Vol. 1 17--20--3
LIGHTING
FLOOR
Used to control
operation of floor lights.
DISPL
Used to control
intensity of
electronic A Pilot and Copilot Side Panels FLOOD
displays. INTEG Used to control
Used to control intensity of panel
intensity of panel flood lights.
integral lighting.
CB PNL
Used to control intensity
of circuit breaker panel
integral lighting.
B Center Pedestal
OVHD
DOME LIGHT STBY COMP Used to control
Used to control the Used to control intensity of
dome light. operation of standby overhead panel
compass lighting. integral lighting.
C Overhead Panel
C Overhead Panel <0091>
Flight Compartment Lighting <MST>


CSP A--013
Vol. 1 17--20--4
LIGHTING
REV 56, Jan 31/03
2. CRT LIGHTING ADJUSTMENT
Two separate control selections are used to adjust CRT display lighting intensity. In the
upper left corner of each display unit, a BRT (recessed) adjustment knob is used to set the
minimum lighting intensity for the associated screen. After adjusting the BRT knob to a
minimum level, the pilot can select the desirable level of lighting for the EFIS and EICAS
displays by using the DSPL knob located on the associated lighting panel. The RTU’s also
have brightness adjusting knobs in the upper right corner.

CSP A--013
Vol. 1 17--20--5
LIGHTING
CRT BRIGHTNESS
Used to adjust
brightness of affected
CRT.
BRT
PFDs AND MFDs

BRT
IDENT
DME-- H
RTUs 1/2
Collins
<0024, 0050>
Combiner Brightness Control

Used to adjust brightness
of holographic image.
Push in for automatic
control.
Pull out and rotate
clockwise for manual
control.
<0026>
BRT+ and DIM -- Keys

(momentary action)
Used to adjust
brightness of CRT.
<0026>
CRT, RTU, and FMS Lighting <MST>

Figure 17---20---2

CSP A--013
Vol. 1 17--20--6
LIGHTING
REV 56, Jan 31/03
Effectivity:
Airplanes 7003 thru 7990 incorporating
SB 601R--33--018, Installation of New Cockpit Dome Lights.
A
CREW ESCAPE
HATCH
DOME
DIMMING DOME
LIGHT
SWITCH LIGHT
Flight Compartment Area Lighting

Figure 17---20---3

CSP A--013
Vol. 1 17--20--7
LIGHTING
Lamp Test Toggle Switch

(maintenance function)
Used by maintenance personnel to test
flight compartment indicator lamps in
overhead and center pedestal panels.
1. Tests all lamps on lamp driver
unit channel 1.
2. Tests all lamps on lamp driver
unit channel 2.
BRT
Indicator Lights Toggle Switch

Used to set indicator lamp intensity.
DIM -- Selects intermediate brightness level for NOTE
indicator lights (night operation). Switch has
no effect on EFIS and EICAS displays. Lamps come on at
BRT -- Selects maximum brightness level for intensity selected by
indicator lights (day operation). IND LTS selector switch.
Center Pedestal
1 1
2 LAMP DRIVER UNIT 2
3 CHANNEL A CHANNEL B 3
EICAS
BRT/DIM EICAS
PWR SUPPLY The following switch/lights are not controlled by the BRT/DIM
BATT BUS lamp driver unit: PWR SUPPLY
MASTER WARNING and MASTER CAUTION DC BUS 1
GPWS and G/S, (LDU used to test lamps only)
ENG FIRE / APU FIRE, CARGO SMOKE PUSH
and associated bottles.
PA, CHIME, CALL, and EMER, and
ADG AUTO DEPLOY CONTROL TEST lamp.
Indicator Intensity and Test

Figure 17---20---4

CSP A--013
Vol. 1 17--20--8
LIGHTING
REV 56, Jan 31/03

PANEL LOCATION
INST FLOOD
Floods DC ESS 4 C1
LTG
INTEG LTS
AC ESS 3 B12
PLT PNLS
INTEG LTS
AC BUS 2 2 C12
Integral C/PLT PNLS
Lighting INTEG LTS
B13
CTR PNLS
AC ESS 3
CB PNL INT
B11
LTS
Flight Overhead INST LTS O/H DC BAT 1 P6
C
Compartment
t t Panel PNL AC BUS 2 2 C13
Lighting
Floor CKPT FLOOR DC BUS 1 1 G7
Standby STBY INSTR
DC BAT 1 P2
Instruments LT/VIB
Chart Holder CHRT HLDR DC SERV 2 U6
PLT MAP DC BAT 1 P3

Map Lights
C/PLT MAP DC BUS 2 2 G7
OBS MAP DC BAT 1 P4
Dome Light DOME DC SERV 2 T4

CSP A--013
Vol. 1 17--30--1
LIGHTING
Passenger Compartment Lighting REV 56, Jan 31/03
1. PASSENGER COMPARTMENT LIGHTING
Passenger compartment lighting is supplied by ceiling and sidewall fluorescent lights.

Entrance lighting consists of fluorescent lights in the entrance ceiling panels and three
incandescent lights in the stairs of the passenger door. Ceiling, sidewall and entrance
lighting is controlled from the forward flight attendant’s panel.
Two fluorescent dome lights are installed in the cabin ceiling next to the wardrobe. The
lights are controlled by a DOME rocker switch on the forward flight attendants panel.
Two reading lights are installed in each passenger service unit (PSU). They supply personal
lighting for passenger use and can be controlled independently. The passenger reading
lights can be tested and reset using switches on the forward flight attendants panel.
Lighted NO SMOKING and FASTEN SEAT BELTS ordinance signs are installed in each
PSU, in the lavatories, and in the main entrance. The lavatories also have return to seat
symbols. Control of the ordinance signs is provided on the PASS SIGNS overhead panel in
the flight compartment.
The lavatory is illuminated by a dome light and four fluorescent vanity lights that come on
dim when aircraft power is applied. With the lavatory door locked, the lights will come on
bright.
Galley lighting is provided by fluorescent lights in the galley ceiling panel. The lights are
controlled by a rocker switch on the flight attendants panel.
Lights in the wardrobe and stowage compartments are controlled by micro-switches in the
doors, so that the lights come on when the door is opened.
A sterile light, on the forward attendant’s panel, is controlled by a switch on the MISC LTS
panel in the flight compartment. The light comes on to inform the Flight Attendant that the
pilot’s do not want to be disturbed. <0091>

CSP A--013
Vol. 1 17--30--2
LIGHTING
REV 56, Jan 31/03
Passenger Compartment Lighting
PASSENGER
SERVICE
UNIT (PSU)
BOARDING LIGHTS READING LIGHTS

Switch TEST Switch
Used to test operation READING
Controls operation of
boarding lights. of light at passenger LIGHT
locations SWITCH
(see PSU below).
READING
LIGHTS
CABIN LIGHTING
Switches
Control operation and
intensity of lighting
units at the respective
areas.
Forward Attendant’s
Panel
<0091>
Cabin Compartment Lighting --- Controls <MST>


CSP A--013
Vol. 1 17--30--3
LIGHTING
DOME
BRT
OFF
DIM
ATT FLT PA EMG
A AFT ATTENDANT’S PANEL
Cabin Compartment Lighting --- Controls


CSP A--013
Vol. 1 17--30--4
LIGHTING
REV 56, Jan 31/03
Seat Belts Switch

NO SMOKING Switch AUTO -- The
AUTO -- The corresponding signs
corresponding signs throughout the cabin
located throughout come on when cabin
the cabin come on altitude is greater than
when the landing gear 10,000 feet, when
is extended or cabin landing gear is extended
altitude is greater than or when flaps are greater
10,000 feet. than 0 degrees.
OFF -- Turns off all NO OFF -- Turns off the
SMOKING signs. SEAT BELTS sign and
ON -- Turns on all NO RETURN TO SEAT sign
SMOKING signs. in the lavatory.
ON -- Turns on the
SEAT BELTS sign and
RETURN TO SEAT
sign in the lavatory.
PAX SIGNS
ELECTRONIC
CHIME
(Typical) Passenger Compartment Ordinance Sign
SEAT BELTS
Status (white) SEAT BELTS
Indicates that the NO SMOKING
SEAT BELTS sign
has been selected <0039>
ON, automatically
or manually.
<0039>
NO SMOKING
Status (white)
Indicates that the NO
SMOKING sign has
been selected ON,
automatically or
manually.
Status Page
Passenger Signs <MST>

Figure 17---30---2

CSP A--013
Vol. 1 17--30--5
LIGHTING

PANEL LOCATION
CABIN T1 Left
LIGHTING
UPWASH T2 Right
Cabin Lighting DC SERVICE 2
CABIN T3 Left
LIGHTING
DOWNWASH T4 Right
Passenger DC BAT M11

PASS SIGNS
Signs DC BUS 1 L1
L5 Fwd
1
L CABIN L6 Mid Fwd
DC UTIL 1
READING LTS L7 Mid Aft
Passenger L8 Aft
Passenger Reading
Compartment
p Lights L5 Fwd
Lighting L6 Mid Fwd
R CABIN
DC BUS 2
READING LTS L7 Mid Aft
2
L8 Aft
GALLEY
Galley Lights DC SERVICE U3
DOME
MAIN BAT
Boarding 5 A14
BOARD DIR
Lights/Stairs
T4 <0055>
DC SERVICE
Lavatory 2 U2
TOILET
Lights AC SERVICE S2
CAB UTILITY
Sterile Light DC BAT 1 P5 <0091>
LIGHTS

CSP A--013
Vol. 1 17--30--6
LIGHTING
REV 56, Jan 31/03

CSP A--013
Vol. 1 17--40--1
LIGHTING
Service and Maintenance Lighting REV 56, Jan 31/03
1. SERVICE AND MAINTENANCE LIGHTING
Service lighting is provided for the cargo compartment and external cargo loading area.
Maintenance lighting is provided for the landing gear bays, APU compartment, aft equipment
compartment and the underfloor avionics compartment.<0046>
A. Service Lighting
The cargo compartment loading area light is installed under the left engine pylon and is
angled to illuminate the loading area and the ground immediately below the cargo door.
The light is controlled by the same switch as the cargo compartment lights.<0046>
Two service lights illuminate the cargo compartment. The aft cargo compartment lights
are controlled by a switch mounted in the cargo compartment just to the left of the
cargo door. Illumination of the lights requires a weight-on-wheels signal to ensure that
the lights remain off when the aircraft is in flight.
B. Maintenance Lighting
Two maintenance lights are installed in the underfloor avionics compartment. The lights
are controlled by a switch located in the compartment just to the left of the avionics
door.
Three maintenance lights are installed in the aft equipment compartment. The lights
are controlled by a switch located in the compartment just to the left of the compartment
door.
A single maintenance light is installed in the nose wheel well with the control switch
beside it.

CSP A--013
Vol. 1 17--40--2
LIGHTING
REV 56, Jan 31/03
Service and Maintenance Lighting
UNDERFLOOR AVIONICS AFT EQUIPMENT

B BAY MAINTENANCE A BAY MAINTENANCE
LIGHTS LIGHTS
D
NLG WHEEL WELL
A MAINTENANCE
LIGHT
CAGED DOME MAINTENANCE

A MAINTENANCE B MAINTENANCE C D
LIGHT SWITCH
LIGHT LIGHT
CARGO BAY DOOR

G FLOODLIGHT
BAGGAGE <0046>
E COMPARTMENT
SERVICE LIGHTS
CARGO DOOR
E SERVICE LIGHT SERVICE LIGHT G
F LIGHT
SWITCH
Service Compartment Lighting <MST>

Figure 17---40---1

CSP A--013
Vol. 1 17--40--3
LIGHTING
Service and Maintenance Lighting REV 56, Jan 31/03

PANEL LOCATION
Baggage 5 A13
Service Compartment SERV LIGHTS
Lighting 2 T3 <0055>
Avionics Bay MAIN BAT

A15
NLG Wheel MAINT DIR
Maintenance 5 (G10
Well LIGHTS (DC BUS 1
<0055>)
Aft Equip Bay <0055>)

CSP A--013
Vol. 1 17--40--4
LIGHTING
REV 56, Jan 31/03
Service and Maintenance Lighting

CSP A--013
Vol. 1 17--50--1
LIGHTING
External Lighting REV 56, Jan 31/03
1. EXTERNAL LIGHTING
External lighting consists of landing, taxi, navigation, anti-collision strobe and wing
inspection lights. Control of the landing and taxi lights is provided by switches on the
LANDING LTS panel located on the overhead panel. All other external lighting is controlled
by switches on the EXTERNAL LTS panel, also located on the overhead panel.
External lighting consists of landing, taxi, navigation, anti-collision strobe, logo, and wing
by switches on the EXTERNAL LTS panel, also located on the overhead panel. <0020>
External lighting consists of landing, taxi, navigation, beacon, anti-collision strobe and wing
by switches on the EXTERNAL LTS panel, also located on the overhead panel. <0021>
External lighting consists of landing, taxi, navigation, beacon, anti-collision strobe, logo and
wing inspection lights. Control of the landing and taxi lights is provided by switches on the
by switches on the EXTERNAL LTS panel, also located on the overhead panel. <0020><0021>

CSP A--013
Vol. 1 17--50--2
LIGHTING
REV 56, Jan 31/03
External Lighting
ANTICOLLISION LIGHT
(WHITE)
NAVIGATION
LIGHTS
ANTICOLLISION LOGO LIGHTS
(GREEN)
BEACON LIGHT (WHITE)
(RED) <0020>
<0021>
LANDING
LIGHTS
(WHITE)
NAVIGATION ANTICOLLISION
LIGHTS LIGHT
(WHITE) NAVIGATION
(RED)
LIGHT (WHITE)
ANTICOLLISION/NAVIGATION
STAIR LIGHTS LIGHT (WHITE)
(WHITE) WING INSPECTION
LIGHT (WHITE)
ANTICOLLISION (TWO PLACES)
BEACON LIGHT
(RED)
<0021>
TAXI--RECOGNITION
LIGHT RIGHT TAXI--RECOGNITION
LIGHT LEFT
WING LANDING
LIGHT RIGHT NOSE WING LANDING
LANDING LIGHT LEFT
LIGHT (2)
External Lighting <MST>

Figure 17---50---1

CSP A--013
Vol. 1 17--50--3
LIGHTING
A. Landing and Taxi Lighting
One landing light is installed in the leading edge of each wing and two landing lights are
installed on the nose radome. The taxi lights are installed outboard of the wing landing
lights, in the same wing compartments. The taxi lights also serve as recognition lights.
The nose landing lights are designed to illuminate the ground during landing and
take-off. Activation requires a gear downlock signal to prevent the lights from being on
when the landing gear is retracted.
The wing landing lights and taxi lights are high intensity discharge lamps. The landing
lights are controlled by the LEFT, RIGHT and NOSE landing light switches on the
LANDING LTS panel. The taxi lights are controlled, separately from the landing lights,
by the RECOG/TAXI LTS switch on the same panel.
The landing/taxi lights pulsing system is used to enhance the aircraft flight path
recognition quality. By pulsing alternately the intensity of the landing/taxi lights, and
illusion of exaggerated motion is created, which can be readily recognized, increasing
collision avoidance. <0031>

CSP A--013
Vol. 1 17--50--4
LIGHTING
REV 56, Jan 31/03
External Lighting
Landing Lights
Switches
ON -- Turns on
corresponding
landing light.
OFF -- Turns off Recognition/Taxi
corresponding Lights Switch
landing light. ON -- Turns on
recognition/taxi lights.
OFF -- Turns off
recognition/taxi lights.
LANDING / TAXI LIGHTS
WITH PULSING SYSTEM
<0031>
Landing/Taxi Lights Panel (1)
Landing Lights Switches Overhead Panel
PLS -- Turns on corresponding Recognition/Taxi Lights
landing and taxi lights Switch
in pulsing mode. ON -- Turns on
OFF -- Turns off corresponding recognition/taxi lights.
landing and taxi lights. OFF -- Turns off
STDY -- Turns on corresponding recognition/taxi lights.
landing and taxi lights in
steady mode.
Landing/ Taxi Lights <MST>

Figure 17---50---2

CSP A--013
Vol. 1 17--50--5
LIGHTING
Navigation Lights Switch Strobe Lights Switch

ON -- Turns on red ON -- Turns on white
green and white anti--collision lights.
position lights. OFF -- Turns off
OFF -- Turns off anti--collision lights.
position lights.
Wing Inspection Switch
ON -- Turns on wing
inspection lights.
OFF -- Turns off
External Lights Panel wing inspection lights.
Overhead Panel
BEACON Lights Switch <0021>
ON -- Turns on red beacon lights on Vertical Stabilizer
upper and lower fuselage and starts LOGO Light Switch <0020>
flight data recorder. ON -- Turns on airline logo light.
OFF -- Turns off beacon lights. OFF -- Turns off logo light.
External Lights Panel <MST>

Figure 17---50---3

CSP A--013
Vol. 1 17--50--6
LIGHTING
REV 56, Jan 31/03
External Lighting
B. Navigation Lighting
A dual navigation light system is installed in the aircraft for additional dispatch reliability.
The navigation lights consists of two red lights in the left wing tip, two green lights in the
right wing tip, one white light on the aft end of the vertical stabilizer and one white light
on the aft end of the tail cone. The lights provide visual tracking and orientation of the
aircraft in relation to an observer. The navigation lights are controlled by a NAV switch
on the EXTERNAL LTS panel.
C. Beacon Lights <0021>
Two red beacon lights are installed on the aircraft to permit the aircraft to be seen from
a distance. One light is installed on the top of the fuselage and one light is installed on
the bottom of the fuselage. The lights are controlled by a BEACON switch on the
EXTERNAL LTS panel. The lights are also used during ground operations to provide
indication that the aircraft is powered and may have engines running.
D. Anti--Collision Strobe Lights
There are three white anti-collision strobe lights on the aircraft. One light is installed in
each wing tip and one is installed on the aft end of the tail cone next to the navigation
light. They are synchronous lights that flash continuously. The light are controlled by a
STROBE switch on the EXTERNAL LTS panel.
E. Logo Lighting <0020>
A white logo light is installed on the upper surface of each engine pylon to illuminate the
airline logo on each side of the vertical stabilizer. The lights are controlled by a LOGO
switch on the EXTERNAL LTS panel.
F. Wing Inspection Lighting
A white wing inspection light is installed on each side of the fuselage just forward of the
wing. The lights are controlled by a WING switch on the EXTERNAL LTS panel. The
light allows the pilots to monitor the wing leading edges for ice accumulation.

CSP A--013
Vol. 1 17--50--7
LIGHTING

PANEL LOCATION
LDG/TAXI LTS
AC BUS 2 2 C15
R WING
Landing/Taxi LDG/TAXI LTS
AC BUS 1 C15
g
Lights L WING
1
PULSE LTS
<0031>
LDG/TAXI LTS
AC BUS 2 2 C14
Nose Landing R NOSE
Lights LDG/TAXI LTS
AC BUS 1 1 C14
L NOSE
External DC SERV
Lighting Navigation NAV 2 U1
BUS
Lights
NAV LTS AC BUS 1 1 C13
Anti Collision
Anti-Collision REAR A/COLL DC BUS 1 1
G8
Lights WING A/COLL DC BUS 2
Beacon Lights DC SERV
BEACON LTS U7
<0021> BUS 2
Logo Lights AC SERV
LOGO LTS S5
<0020> BUS
Wing
WING INSP DC BUS 1 1 G9
Inspection

CSP A--013
Vol. 1 17--50--8
LIGHTING
REV 56, Jan 31/03
External Lighting

CSP A--013
Vol. 1 17--60--1
LIGHTING
Emergency Lighting REV 56, Jan 31/03
1. EMERGENCY LIGHTING
Emergency lighting consists of internal and external lighting that is provided for the
passengers and crew in the event of an emergency evacuation from the aircraft.
External emergency lights provides illumination of the overwing evacuation exit paths and
exterior areas around the passenger door and the service door.
Internal emergency lighting provides emergency lighting to the passenger cabin, emergency
exits and interior exit paths. The internal emergency lights include lighted exit signs near the
emergency exits at floor level, at eye level and on the ceiling. There are ceiling flood lights
installed along the length of the passenger compartment and floor-level flood lights at the
passenger and service doors. Electroluminescent green lights, installed along the floor next
to the right side passenger seats, provide illuminated escape path routing to the emergency
exits. The electroluminescent lights have orange overlays at the emergency exits.
Electrical power for all emergency lighting is supplied by four self-contained battery packs.
Each battery pack contains 6 nickel-cadmium batteries (providing 7.2 volts DC) that are
designed to illuminate all emergency light systems for approximately 15 minutes. The
battery packs are supplied with a trickle charge from the DC essential bus.
Emergency lighting is controlled by a cockpit switch on the EMERG LTS panel (located on
the overhead panel) or by a guarded EMERG LIGHTS switch on the forward flight
attendant’s panel. The emergency lights can be manually turned on using either switch.
With the cockpit switch in the ARM position, the emergency lights will come on automatically
whenever DC essential power is lost.

CSP A--013
Vol. 1 17--60--2
LIGHTING
REV 56, Jan 31/03
Emergency Lighting
Emergency Lights
OFF Light (amber) Emergency Lights Switch
Comes on to indicate that Controls operation of
the emergency lighting emergency lighting
system has been selected off. system. Attendants
Battery pack is off switches have priority.
Lights are off. ON -- Turns on all
emergency lights.
OFF -- Prevents
actuation of
emergency lights
system when airplane
electrical power is lost
or is turned off.
ARM -- All interior and
exterior emergency
Emergency Lights Panel (1) lights come on
Overhead Panel automatically if DC ESS
power fails or is turned off.
Emergency Lights Switch

<0091> (guarded)
Controls operation of
emergency lighting
ON -- Turns on all emergency
Forward Attendant’s lights, overrides flight
Panel compartment OFF selection.
OFF -- Prevents actuation of
emergency lights system when
airplane electrical power is lost
or is turned off.
Emergency Lighting Controls <MST>

Figure 17---60---1

CSP A--013
Vol. 1 17--60--3
LIGHTING
FLOOR LEVEL FLOOR LEVEL

FLOOD LIGHT FLOOD LIGHT
FLOOR LEVEL FLOOR LEVEL
TRACK EXIT SIGN TRACK EXIT SIGN
EXTERIOR EMERG EXTERIOR EMERG

LIGHT FORWARD LIGHT FORWARD
PAX EXIT SERVICE DOOR
EMERG EXIT SIGN

EMERG EXIT
FORWARD CABIN
SIGN -- CABIN
SERVICE DOOR
FWD WINDSCREEN
CABIN EMERG
EMERG EXIT SIGN LIGHT #1 / #2
LOCATOR
EXTERIOR EMERG
EXTERIOR EMERG LIGHTS
LIGHTS OVERWING EXIT
OVERWING EXIT
FLOOR LEVEL
FLOOR LEVEL TRACK EXIT SIGN
TRACK EXIT SIGN
EMERG EXIT SIGN EMERG EXIT SIGN

MID--CABIN MID--CABIN
ESCAPE PATH MARKING TRACK CABIN EMERG

(ELECTRO LUMINESCENT) LIGHT #3 / #4
FLOOR TRACK LIGHTING
DIRECTIONAL TYPICAL EXIT

INDICATOR IDENTIFIER
OPTIONAL TYPICAL EXIT

DIRECTION AREA LOCATOR
Emergency Lighting
Figure 17---60---2

CSP A--013
Vol. 1 17--60--4
LIGHTING
REV 56, Jan 31/03
Emergency Lighting
EMER LTS OFF

EMER LTS OFF
Caution (amber)
<0039> Comes on to indicate that
the emergency lighting
system has been selected off.
Battery pack is off
Lights are off.
<0006>
Primary Page
EMER LTS OFF
EMER LTS OFF <0039>

Status (white)
the emergency lighting
system is operational and
battery pack voltage is <0039>
greater than 4.5 volts.
Status Page
Emergency Lighting EICAS Messages <MST>

Figure 17---60---3

CSP A--013
Vol. 1 17--60--5
LIGHTING

PANEL LOCATION
Emergency Emergency
EMERG LTS DC ESS BUS 4 C2
Lighting Lights

CSP A--013
Vol. 1 17--60--6
LIGHTING
REV 56, Jan 31/03
Emergency Lighting

CSP A--013
Vol. 1 18--00--1
NAVIGATION SYSTEMS
CHAPTER 18 --- AIRPLANE GENERAL
TABLE OF CONTENTS
Page

INTRODUCTION 18--10
FLIGHT MANAGEMENT SYSTEM 18--20

Flight Management System 18--20--1
GLOBAL POSITIONING SYSTEM 18--25

Global Positioning System 18--25--1
VHF NAVIGATION 18--30

VHF Navigation 18--30--1
AUTOMATIC DIRECTION FINDER 18--40

Automatic Direction Finder 18--40--1
DISTANCE MEASURING EQUIPMENT 18--50

Distance Measuring Equipment 18--50--1
AIR TRAFFIC CONTROL TRANSPONDER SYSTEM 18--60

Air Traffic Control Transponder System 18--60--1
Mode S Transponder (Flight ID) <0094> 18--60--6
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM 18--70

Traffic Alert and Collision Avoidance System 18--70--1
Traffic Advisory 18--70--5
Resolution Advisory 18--70--5
Aural Warning 18--70--8
GROUND PROXIMITY WARNING SYSTEM 18--80

Ground Proximity Warning System 18--80--1
or

CSP A--013
Vol. 1 18--00--2
NAVIGATION SYSTEMS
REV 56, Jan 31/03
Table of Contents
Enhanced Ground Proximity Warning System <0040> 18--80--1

Mode 1 -- Excessive Descent Rate 18--80--1
Mode 2 -- Excessive Terrain Closure Rate 18--80--2
Mode 3 -- Altitude Loss After Take-off 18--80--3
Mode 4 -- Unsafe Terrain Clearance 18--80--3
Mode 5 -- Below Glideslope Alert 18--80--4
Mode 6 -- Callouts 18--80--5
Mode 7 -- Windshear Detection and Alerting 18--80--6
WEATHER RADAR SYSTEM 18--90

Weather Radar System 18--90--1
FLIGHT MANAGEMENT SYSTEM

Figure 18--20--1 FMS -- Block Diagram 18--20--3
Figure 18--20--2 FMS CDU -- Front Panel Layout <0024><0050> 18--20--4
GLOBAL POSITIONING SYSTEM

Figure 18--25--1 Global Positioning System 18--25--2
Figure 18--25--2 Multifunction Display (2) Pilot’s
and Copilot’s Instrument Panels 18--25--3
VHF NAVIGATION
Figure 18--30--1 VHF Navigation System -- Block Diagram 18--30--2
Figure 18--30--2 VHF Navigation -- Radio Tuning Unit 18--30--3
Figure 18--30--3 VHF Navigation 18--30--4
Figure 18--30--4 VHF Navigation -- Bearing Source 18--30--5
Figure 18--30--5 VHF Navigation -- Deviation/Source Indicator 18--30--6
Figure 18--30--6 VHF Navigation Vertical Deviation Flag 18--30--7
AUTOMATIC DIRECTION FINDER

Figure 18--40--1 Automatic Direction Finder System Interface 18--40--2
Figure 18--40--2 Automatic Direction Finder ADF Key 18--40--3
Figure 18--40--3 Automatic Direction Finder 18--40--4
Figure 18--40--4 Automatic Direction Finder --- Bearing Source 18--40--5
DISTANCE MEASURING EQUIPMENT

Figure 18--50--1 Distance Measuring Equipment System Interface 18--50--2
Figure 18--50--2 Distance Measuring Equipment Radio Tuning Unit 18--50--3

CSP A--013
Vol. 1 18--00--3
NAVIGATION SYSTEMS
Figure 18--50--3 Distance Measuring Equipment --

Audio Control Panel and Indications 18--50--4
Figure 18--50--4 Distance Measuring Equipment -- Multifunction Display 18--50--5
AIR TRAFFIC CONTROL TRANSPONDER SYSTEM

Figure 18--60--1 Air Traffic Control Transponder System -- Controls 18--60--1
Figure 18--60--2 Air Traffic Control Transponder System --
Figure 18--60--3 ATC Transponder Interface 18--60--3
Figure 18--60--4 Radio Tuning Unit -- Top Level Page 18--60--4
Figure 18--60--5 Air Traffic Control Transponder System --
Radio Tuning Unit -- ATC Main Page 18--60--4
Figure 18--60--7 Flight Identification -- RTU 18--60--7
Figure 18--60--9 Flight Identification --FMS 18--60--9
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM

Figure 18--70--1 Traffic Collision Avoidance System --
Threat Level and Data Tags 18--70--1
Figure 18--70--2 Traffic Collision Avoidance System Interface 18--70--2
Figure 18--70--3 Traffic Collision Avoidance System -- Controls 18--70--3
Figure 18--70--4 Traffic Collision Avoidance System --
Figure 18--70--5 Traffic Collision Avoidance System -- PFD Indications 18--70--6
Figure 18--70--6 Traffic Alert and Collision Avoidance System --
MFD Indications 18--70--7
GROUND PROXIMITY WARNING SYSTEM

Figure 18--80--1 Ground Proximity Warning System
Interface Diagram 18--80--7
Figure 18--80--2 Ground Proximity Warning System -- Controls 18--80--8
Figure 18--80--3 Ground Proximity Warning System --
Windshear Detection and Alerting 18--80--9
Figure 18--80-- Ground Proximity Warning
System Status Page 18--80--12
WEATHER RADAR SYSTEM

Figure 18--90--1 Weather Radar System 18--90--2
Figure 18--90--2 Weather Radar System Control Panel 18--90--3
Figure 18--90--3 Weather Radar System -- MFD Indications 18--90--4
Figure 18--90--4 Weather Radar System -- MFD Indications 18--90--6

CSP A--013
Vol. 1 18--00--4
NAVIGATION SYSTEMS
REV 56, Jan 31/03
Table of Contents

CSP A--013
Vol. 1 18--10--1
NAVIGATION SYSTEMS
1. INTRODUCTION
The aircraft is equipped with the following navigation systems:
S Flight Management System (FMS)
S VHF Navigation
S Automatic Direction Finder (ADF)
S Distance Measuring Equipment (DME)
S Air Traffic Control (ATC) Transponder System
S Traffic Alert and Collision Avoidance System (TCAS)
S Ground Proximity Warning System (GPWS)
S Enhanced Ground Proximity Warning System (EGPWS) <0040>
S Weather Radar System
Two separate VHF systems are provided for radio navigation and are designed and installed
so that the failure of one system does not prevent the operation of the other. Both systems
are connected to the onside and cross-side flight compartment displays and controls.
The navigation receivers are tuned by two radio tuning units and navigation data is
displayed on the primary flight displays (PFD’s) and multifunctional displays (MFD’s).
Frequency selection is accomplished through the two radio tuning units. In the event of a
failure of one or both radio tuning units, radio communication and navigation can be
controlled by the backup tuning unit.
Display control panels permit control over the multifunctional display formats, navigation
source and bearing source display.
Audio monitoring is provided by three audio control panels.

CSP A--013
Vol. 1 18--10--2
NAVIGATION SYSTEMS
REV 56, Jan 31/03
Introduction

CSP A--013
Vol. 1 18--20--1
NAVIGATION SYSTEMS
Flight Management System REV 56, Jan 31/03
1. FLIGHT MANAGEMENT SYSTEM
The flight management system (FMS) is an integrated navigation system that provides
worldwide point--to--point and great circle navigation. The FMS can be used for:
S NAV Sensor Control (VOR/DME, AHRS)
S NAV Sensor Control (VOR/DME, AHRS and GPS) <0027><0047>
S NAV Sensor Control (VOR/DME, IRS and GPS) <0025><0027><0047>
S NAV Sensor Control (VOR/DME, and IRS) <0025>
S Dead Reckoning (DR)
S N1 Thrust Settings and Computation
S Secondary Radio Tuning
S MFD Control Menus
S Lateral Flight Plan Point--to--Point Navigation
S Flight Parameter Computations
S Fuel and Time Predictions
S Lateral Steering Command Outputs (flight control systems)
S Vertical Steering advisories
S Non-precision approaches
The FMS consists of a flight management computer, located in the avionics compartment,
and a control display unit located in the center console. The flight management computer
collects information from the navigation sensors and performs all computations, control and
command functions. The control display unit provides the pilot interface for data input and
control functions, and provides display of functions, modes and flight data. Pictorial data is
displayed on the multifunctional displays. <0050>
The FMS consists of two flight management computers, located in the avionics
compartment, and two control display units located in the center console. The flight
management computers collect information from the navigation sensors and perform all
computations, control and command functions. The control display units provides the pilot
interface for data input and control functions, and provides display of functions, modes and
flight data. Pictorial data is displayed on the multifunctional displays. <0024>
A portable data loader is used to transfer data to and from the FMS and maintenance
diagnostic computer (MDC).

CSP A--013
Vol. 1 18--20--2
NAVIGATION SYSTEMS
REV 56, Jan 31/03
Flight Management System
A data loader, installed on the forward bulkhead behind the galley, is used to transfer data to
and from the FMS and maintenance diagnostic computer (MDC). <0018>
The system uses all available sensors and provides the pilot with control of which sensors
are used in the position computation. If no sensor data is available, the system continues to
estimate a dead reckoning position using heading and true airspeed.
NOTE
For complete FMS operating instructions, refer to the

FMS-4200 Pilot’s Guide

CSP A--013
Vol. 1 18--20--3
NAVIGATION SYSTEMS
<0050> <0024>
CDU 1 CDU 2
EFIS
(MFD)
FMC 1 FMC 2
<0050> <0024>
IAPS
MCD
DATA
EXTERNAL
LOADER
SYSTEMS
FMS --- Block Diagram <MST>

Figure 18---20---1

CSP A--013
Vol. 1 18--20--4
NAVIGATION SYSTEMS
REV 56, Jan 31/03
VERTICAL
BRIGHTNESS INDICATES FIRST
POSITION PAGE TITLE
CONTROL OF THREE PAGES
ADJUST
(Blank if only
one page exist)
LINE SELECT
KEYS
(12 PLACES)
SIX
LABEL--DATA
LINE PAIRS
SCRATCHPAD
ANNUNCIATION
LINE PAIRS
FUNCTION
KEYS
DATE
ENTRY
KEYS
PLUS--MINUS CLEAR
SPACE DELETE KEY
KEY KEY Control Display Unit KEY
Center Pedestal (Upper)
FMS CDU --- Front Panel Layout <0024><0050>

Figure 18---20---2

CSP A--013
Vol. 1 18--20--5
NAVIGATION SYSTEMS

PANEL LOCATION
Flight
CDU 1 DC BUS 1 1 H12
Management Control
System Display Unit
CDU 2 DC BUS 2 2 H12 <0024>
(FMS)

CSP A--013
Vol. 1 18--20--6
NAVIGATION SYSTEMS
REV 56, Jan 31/03

CSP A--013
Vol. 1 18--25--1
NAVIGATION SYSTEMS
Global Positioning System REV 56, Jan 31/03
1. GLOBAL POSITIONING SYSTEM <0027><0047>
The Global Positioning System (GPS) is a satellite navigation system that computes the
position of the aircraft relative to orbiting satellites. The GPS provides highly accurate
three-dimensional position, velocity and time information to the integrated avionics processor
system (IAPS). The FMS control display units provides the pilots with access to GPS data
and control settings. GPS information is displayed on the multifunctional displays.
The GPS consists of a receiver and antenna. The antenna supplies signals to the receiver
which processes the signals and supplies continuous navigation updates to the attitude
heading reference system (AHRS) and to the flight management system (FMS) The FMS
uses the GPS and other available navigation and position sensors to provide navigation,
position information and guidance.<0047>
The GPS consists of a receiver and antenna. The antenna supplies signals to the receiver
which processes the signals and supplies continuous navigation updates to the inertial
reference system (IRS) and to the flight management system (FMS) The FMS uses the
GPS and other available navigation and position sensors to provide navigation, position
information and guidance.<0025><0047>
The GPS consists of two receivers and two antennas. The antennas supply signals to their
respective receivers which process the signals and supply continuous navigation updates to
the attitude heading reference system (AHRS) and to the flight management system (FMS)
The FMS uses the GPS and other available navigation and position sensors to provide
navigation, position information and guidance.<0027>
The GPS consists of two receivers and two antennas. The antennas supply signals to their
respective receivers which process the signals and supply continuous navigation updates to
the inertial reference system (IRS) and to the flight management system (FMS) The FMS
uses the GPS and other available navigation and position sensors to provide navigation,
position information and guidance.<0025><0027>
The GPS employs 24 satellites, with each satellite transmitting time and orbital position
signals. The receiver decodes the signals and computes time, range, and position of the
aircraft and other navigation parameters. The GPS satellites are controlled by a master
control station in Colorado Springs, Colorado, USA. The receiver is a fifteen--channel unit
that is capable of tracking up to twelve satellites but must track at least four satellites to
measure the corresponding ranges.
The FMS control display unit provides the pilots with access to GPS data and control
settings. GPS information is displayed on the multifunctional displays.
NOTE
Refer to the FMS--4200 Pilot’s Guide for further

information.

CSP A--013
Vol. 1 18--25--2
NAVIGATION SYSTEMS
REV 56, Jan 31/03
Global Positioning System
ANTENNA ANTENNA
CBP--1 CBP--3
G--11 H--13
GPS GPS
<0027> <0027>
1 2
28 VDC 28 VDC
BUS 1 BUS 1
MOD BRT
TITLE LINE 1/3

GPS 1 GPS 2 LABEL 1L LABEL 1R
RECEIVER RECEIVER DATA1L
LABEL 2L
DATA1R
LABEL 2R
DATA2L DATA2R
<0027> LABEL 3L LABEL 3R
DATA3L DATA3R
G--11 LABEL 4L
DATA4L
LABEL 4R
DATA4R
LABEL 5L LABEL 5R
GPS DATA5L DATA5R
LABEL 6L LABEL 6R
1 DATA6L DATA6R
28 VDC [ SCRATCHPAD ]
MSG EXEC
BUS 1
DIR DEP PREV NEXT
MSG FPLN HOLD
INTC ARR PAGE PAGE
SEC MDCU
INDEX FIX LEGS VNAV EXEC
FPLN MENU
RADIO PROG PERF

A B C D E
MFD MFD MFD
DATA MENU ADV F G H I J
1 2 3 K L M N O
4 5 6 P Q R S T
<0025>
7 8 9 U V W X Y
· 0 +/-- Z SP DEL / CLR
IRS
<0027>
AHRS
IAPS FMS
ALT AID
ADC 1
Global Positioning System <MST>

Figure 18---25---1

CSP A--013
Vol. 1 18--25--3
NAVIGATION SYSTEMS
Global Positioning System REV 56, Jan 31/03
<0025>
Status of other LRN equipment:
Dual IRS installation shown. Data displayed
is dependent upon current mode of the
navigation equipment.
<0025>
<0027>
GPS Status
<0047> GPS Position (LAT/LONG).
Track and speed (TRK/SPD).
<0027> Mode of operation and number of satellites
tracked.
RAIM accuracy limit (also known as
Horizontal Integrity Limit (HIL).
Measured accuracy limit (also known as
Horizontal Uncertainty Limit (HUL).
<0024>
<0050>
This page displays the position difference between

each sensor (including GPS) and the FMS position
estimate.
<0027> <0025>
<0047>
GPS Status <0027>
The position difference (POS DIFF) is in the format
of radial / distance.
GPS use / availability (USE) by the FMS is indicated
by either a YES, NO or DIS. YES indicates that the
FMS is using that GPS information in the
computation of its present position. NO indicates
that the error between the calculated FMS position
and the GPS source is too great and the FMS has
chosen to disregard the input. DIS indicates that the Multifunction Display
crew has chosen to disable the inputs from the GPS.
Multifunction Display (2) Pilot’s and Copilot’s Instrument Panels <MST>

Figure 18---25---2

CSP A--013
Vol. 1 18--25--4
NAVIGATION SYSTEMS
REV 56, Jan 31/03
Global Positioning System

PANEL LOCATION
Global GPS 1 DC BUS 1 1 G11 <0047>
Positioning Receiver
System GPS 2 DC BUS 2 3 H13 <0027>

CSP A--013
Vol. 1 18--30--1
NAVIGATION SYSTEMS
VHF Navigation REV 56, Jan 31/03
1. VHF NAVIGATION
There are two VHF navigation systems installed on the aircraft. The systems are identified
as VHF/NAV 1 and VHF/NAV 2. The systems provide the following functions:
S VHF omnidirectional range (VOR)
S Localizer/glideslope (LOC/GS)
S Marker beacon (MB).
Frequency tuning and mode selection can be done by two radio tuning units, a single
backup tuning unit or by the FMS control display unit. The radio tuning units (RTU’s) are the
primary radio communication system radio tuning source. (Refer to Chapter 5,
Communications, for information on the radios and backup tuning unit).
The VOR/LOC receivers operate in the following frequency ranges:
S VOR frequencies -- All even frequencies from 108.00 to 111.90 MHz and all frequencies
from 112.00 to 117.95
S LOC frequencies -- All odd frequencies from 108.10 to 111.95 MHz.
The NAV receivers monitor the selected VOR stations and provide enroute and terminal
area navigation. The VOR data is displayed on the pilots and copilots PFD and MFD.
In LOC and GS modes, the NAV receivers supply final approach guidance data. Localizer
signals are monitored for horizontal deviation and glideslope signals are monitored for
vertical deviation. When the navigation receiver is tuned to a localizer frequency, the paired
glideslope frequency is automatically tuned. The LOC/GS data is displayed on the pilots
and copilots PFD and MFD.
The Marker Beacon (MB) system provides information on distance to the runway. The MB
antennas receive signals from the outer, middle and inner MB ground transmitters. The
signals are then supplied to the receivers. MB information is displayed on the pilots and
copilots PFD. MB sensitivity can be adjusted at the radio tuning units.
The VHF/NAV system also supplies VOR/LOC and MB station identification to the audio
integrating system.

CSP A--013
Vol. 1 18--30--2
NAVIGATION SYSTEMS
REV 56, Jan 31/03
VHF Navigation
G/S
MKR MKR
VOR/LOC
COUPLER
CH A
CH B
RTU 1
CONT
VHF 1
ONLY
CONT
VHF NAV VHF NAV

No.1 CONT No.2
RCVR RCVR
CH A
RTU 2
CH B
INTEGRATED
AVIONICS
PROCESSOR
SYSTEM
GROUND PROXIMITY
WARNING SYSTEM
STANDBY ATTITUDE
DIRECTOR (GS/LOC)
INDICATOR
HEAD--UP GUIDANCE
SYSTEM <0026>
MKR MKR
VOR/LOC AUDIO SYSTEM VOR/LOC
DC DC
ESS BUS 2
D6 H9
FMS
<0024><0050>
VHF Navigation System --- Block Diagram <MST>
Figure 18---30---1

CSP A--013
Vol. 1 18--30--3
NAVIGATION SYSTEMS
NAV Frequency Readout (green) <0024><0050>
<0012> <0012>
NAV Key
Push key once to directly Tuning Window
tune active frequency
with tuning knobs.
Push key twice to select
NAV main page. Tuning Knob
MK--HI Indicator
Displayed when marker
sensitivity is selected
Radio Tuning Unit -- Top Level Page
high.
Center Pedestal
NAV Frequency Readout (green)
<0024><0050>
AUT Indicator
Displayed when
automatic tuning of the
navigation radios is
selected on the FMS.
MKR SENS Key

Used to select marker
sensitivity high or low.
Selected setting is
displayed in cyan. Radio Tuning Unit -- NAV Main Page
Center Pedestal
VHF Navigation --- Radio Tuning Unit <MST>

Figure 18---30---2

CSP A--013
Vol. 1 18--30--4
NAVIGATION SYSTEMS
REV 56, Jan 31/03
VHF Navigation
1 -- NAV -- 2
Press to monitor 1 -- MKR -- 2
navigation receiver. Press to monitor
When lit, rotate to marker beacon signals.
increase volume. When lit, rotate to
Press again to increase volume.
deselect navigation Press again to deselect
receiver audio. marker beacon signals.
Audio Control Panel

Center Pedestal
<0011> <0008> <0014> <0060>

PA PA PA
<0008> <0014> <0060> <0008> <0011> <0014>
PA PA NAV SOURCE
<0040> Used to select
navigation source.
Clockwise rotation
will be FMS1,
VOR/LOC1, OFF,
VOR/LOC2 and
BRG
FMS2.
Used to select next
waypoint that
bearing pointer will
indicate direction to.
Display Control Panel PUSH X--SIDE

Pilot’s and Copilot’s Side Panels Used to display
opposite side
navigational
source on MFD.
VHF Navigation <MST>

Figure 18---30---3

CSP A--013
Vol. 1 18--30--5
NAVIGATION SYSTEMS
<0015>
Bearing Source
Indicates navigation source Primary Flight Display Bearing Pointers
selected to obtain bearings. Pilot’s and Copilot’s Instrument Panels Indicates direction of
Single lined (bearing No. 1) selected bearing.
is magenta. Double lined Single lined (bearing No. 1)
(bearing No. 2) is cyan. is magenta. Double lined
(bearing No. 2) is cyan.

VHF Navigation --- Bearing Source <MST>
Figure 18---30---4

CSP A--013
Vol. 1 18--30--6
NAVIGATION SYSTEMS
REV 56, Jan 31/03
VHF Navigation
<0015>
Navigation Source
Indicator
Indicates navigation
source setting of
navigation source knob
on display control panel.
Lateral Deviation Bar

Indicates lateral
deviation from selected
course. Color matches
navigation source.
Vertical Deviation Indicator

Indicates vertical deviation
pointer from selected course.
Color matches navigation
source. Flashes during
excessive deviation.

VHF Navigation --- Deviation/Source Indicator <MST>
Figure 18---30---5

CSP A--013
Vol. 1 18--30--7
NAVIGATION SYSTEMS
<0015>
GS
LOC
Vertical Deviation Flag (red)

Indicates a glideslope failure
when ILS is the navigation
source. Vertical deviation scale
and pointer 6 are removed.
Lateral Deviation Flag (red) GS
Indicates a localizer failure

when LOC is the navigation LOC
source.
Navigation Source Flag (red)

Indicates failure of the selected
navigation source.
Lateral deviation scale, lateral
deviation bar and to/from
indicator are removed.

VHF Navigation Vertical Deviation Flag <MST>

Figure 18---30---6

CSP A--013
Vol. 1 18--30--8
NAVIGATION SYSTEMS
REV 56, Jan 31/03
VHF Navigation

PANEL LOCATION
VHF VHF NAV 1 DC ESS 4 D6

Receivers
Navigation VHF NAV 2 DC BUS 2 2 H9

CSP A--013
Vol. 1 18--40--1
NAVIGATION SYSTEMS
Automatic Direction Finder REV 56, Jan 31/03
1. AUTOMATIC DIRECTION FINDER
The automatic direction finder (ADF) system is a dual, low frequency radio system
designated as ADF 1 and ADF 2. The ADF system is used to indicate relative bearing from
the aircraft to a selected ground station.
The transmitting stations can be non-directional beacons (NDBs) or standard amplitude

modulation (AM) broadcast stations in the frequency range of 190.0 to 1799.0 Khz. The
receivers operate in the following modes:
S Antenna (ANT) mode -- Functions as an aural receiver
S ADF mode -- Functions as a direction finder indicating bearing to station and outputs
an aural tone
S Tone mode -- Allows identification of keyed continuous wave (CW) signals by using
a 1000--Hz aural output circuit.
Frequency tuning and ADF mode selections is made through the radio tuning units. Station
audio is controlled through the audio control panels.
Frequency tuning can also be made on the FMS control display unit. <0024><0050>
NOTE
When the microphone is keyed during HF

transmissions, the ADF pointers will freeze.
Bearing selection is made on the pilot and copilot display control panels and the
bearing--to--station data is displayed on the HSI portion of the pilots and copilots primary
flight display (PFD) and on the multifunctional display (MFD), in HSI, navaid sector and
present position map formats.

CSP A--013
Vol. 1 18--40--2
NAVIGATION SYSTEMS
REV 56, Jan 31/03
Automatic Direction Finder
AUDIO CONTROL PANELS

<0060> <0011> <0008> <0014>
<0008> <0014> <0060> <0008> <0011> <0014>
RX AUDIO AUDIO ELECTRONIC RX AUDIO

CONTROL UNIT
ANTENNA ANTENNA
PTT
<0011>
HF
<0060>
PORT A
PORT A
X--TALK
ADF PORT B PORT B ADF
1 2
DC DC
ESS BUS 2
CBP4--D4 CBP2--H7
DATA IAPS DATA

OUTPUT OUTPUT
PORT C FMS PORT C
ADF 1 <0024><0050> ADF 2

RECEIVER RECEIVER
<0015> <0015>
Automatic Direction Finder System Interface <MST>

Figure 18---40---1

CSP A--013
Vol. 1 18--40--3
NAVIGATION SYSTEMS
<0012> <0012>
ADF Key
Push key once to directly <0024><0050>
tune active frequency
with tuning knobs. Tuning Window
Push key twice to select
ADF main page. Tuning Knob
ADF Frequency
Readout (green)

Center Pedestal
ADF Frequency
Readout (green)
ADF Tone Key

Used to select tone circuit on or off.
When selected on, an aural signal is
superimposed on the unmodulated carrier
wave to aid in precise frequency selection.
Selected setting is displayed in cyan. Radio Tuning Unit -- ADF Main Page
Center Pedestal
Automatic Direction Finder ADF Key <MST>

Figure 18---40---2

CSP A--013
Vol. 1 18--40--4
NAVIGATION SYSTEMS
REV 56, Jan 31/03
1 -- ADF -- 2
Press to monitor selected
ADF receiver. When lit,
rotate to increase volume.
Press again to deselect
ADF receiver audio.
Audio Control Panel

Center Pedestal
<0011> <0008> <0014> <0060>

PA PA PA
<0008> < 0014> <0060> <0008> <0011> <0014>
PA PA
<0040>
BRG
Used to select next
waypoint that
bearing pointer will
indicate direction to.

Pilot’s and Copilot’s Side Panels
Automatic Direction Finder <MST>

Figure 18---40---3

CSP A--013
Vol. 1 18--40--5
NAVIGATION SYSTEMS
<0015>
Bearing Source
Indicates navigation source Primary Flight Display Bearing Pointers
selected to obtain bearings. Pilot’s and Copilot’s Instrument Panels Indicates direction of
Single lined (bearing No. 1) selected bearing.
is magenta. Double lined Single lined (bearing No. 1)
(bearing No. 2) is cyan. is magenta. Double lined
(bearing No. 2) is cyan.

Automatic Direction Finder --- Bearing Source <MST>
Figure 18---40---4

CSP A--013
Vol. 1 18--40--6
NAVIGATION SYSTEMS
REV 56, Jan 31/03

PANEL LOCATION
Automatic ADF 1 DC ESS 4 D4
Direction Receiver
Finder ADF 2 DC BUS 2 2 H7

CSP A--013
Vol. 1 18--50--1
NAVIGATION SYSTEMS
Distance Measuring Equipment REV 56, Jan 31/03
1. DISTANCE MEASURING EQUIPMENT
There are two identical distance measuring equipment (DME) systems installed in the
aircraft. The DME system computes and displays the straight line distance between the
aircraft and a selected DME ground station. The DME system also provides ground speed,
time to station and station identification.
There are two DME transceivers installed in the avionics compartment that operate in the
frequency range of 962 to 1213 MHz with a range of 300 nautical miles at 30,000 feet. Each
transceiver has three channels and can track up to three stations simultaneously. Channel 1
of each DME is paired with the onside VOR and can be manually tuned by either the radio
tuning units, or backup tuning unit.
The DME transceiver is also tuned automatically by the FMS through the RTU. If Autotune
is selected on the control display unit, the FMS will automatically tune VOR/DME channel 1.
<0024><0050>
The DME transceivers interrogate the ground station at regular intervals. The ground station
sends replies with a signal that is above or below the airborne DME frequency by 63 MHz.
When a reply is received by the DME, it measures the elapsed time between the transmitted
signal and the reply, then computes the slant distance, ground speed and time--to--go to the
ground station.
The DME hold function splits the paired tuning between DME and VHF navigation systems
to enable independent operation. The DME hold function holds the DME transceiver to the
current VHF navigation frequency and permits the VHF navigation receiver to be
independently tuned. The DME frequency can also be tuned independently while the VHF
navigation receiver is kept at the current frequency.
Frequency tuning and DME hold selections are through the radio tuning units. The DME
frequency channels are paired with the VHF navigation channels. The frequency selection
is done with the pilot’s or copilot’s RTUs in the frequency range of 108.00 to 117.95 MHz.
Station audio is monitored through the audio control panels. Visual indications of tuned
stations, distance readouts and DME hold indications are provided on the primary flight
displays and multifunctional displays.

CSP A--013
Vol. 1 18--50--2
NAVIGATION SYSTEMS
REV 56, Jan 31/03
Distance Measuring Equipment
<0060> AUDIO CONTROL PANELS <0011> <0008> <0014>
<0008> <0014> <0060> <0008> <0011> <0014>
DME 1 DME 2
TRANSCEIVER TRANSCEIVER
RX AUDIO AUDIO ELECTRONIC RX AUDIO

CONTROL UNIT
ANTENNA SUPPRESSION INPUT/OUTPUT ANTENNA
TCAS
ATC 1
ATC 2
PORT A
PORT A
DME DME
1 X--TALK 2
DC PORT B PORT B DC
BUSS 1 BUS 2
CBP1--H10 CBP2--H10
DATA IAPS DATA

OUTPUT OUTPUT
PORT C FMS PORT C
<0024><0050>
<0015> <0015>
Distance Measuring Equipment System Interface <MST>

Figure 18---50---1

CSP A--013
Vol. 1 18--50--3
NAVIGATION SYSTEMS
<0012> <0012>
DME--H
Holds DME to current NAV
frequency and allows NAV
receiver to be independently
re--tuned.
DME hold Indicator (yellow)

Displayed when DME hold
<0024><0050> has been selected.
Tuning Knob
NAV Key
Push key twice Radio Tuning Unit -- Top Level Page
to select NAV Center Pedestal
main page.
<0024><0050>
Frequency Change Key
Push key once to directly tune
DME transceiver with tuning knob.
DME Frequency Readout (green)
DME hold Indicator (yellow)

Displayed when DME hold has
been selected.
Radio Tuning Unit -- NAV Main Page

Center Pedestal
Distance Measuring Equipment Radio Tuning Unit <MST>

Figure 18---50---2

CSP A--013
Vol. 1 18--50--4
NAVIGATION SYSTEMS
REV 56, Jan 31/03
<0011> <0008> <0014> <0060>
PA
1 -- DME -- 2
<0008> <0011> <0014>
Press to monitor selected
DME transceiver. When lit,
rotate to increase volume.
Press again to deselect
DME station identification
audio.
<0008> <0014> <0060>
PA
Audio Control Panel

Center Pedestal
<0015>
Distance Readout
Indicates distance to tuned
navaid or next waypoint, in
nautical miles. Color matches
navigation source.
DME Hold (H) Symbol (yellow)

When DME hold is selected,
H replaces NM legend on distance
readout. Not displayed if FMS is Primary Flight Display
navigation source. Pilot’s and Copilot’s Instrument Panels
Distance Measuring Equipment --- Audio Control Panel and Indications <MST>
Figure 18---50---3

CSP A--013
Vol. 1 18--50--5
NAVIGATION SYSTEMS
Distance Readout Ground Speed Readout (white)

Indicates distance to tuned navaid Color of GS prefix matches
or next waypoint, in nautical miles. navigation source.
BRT
DME Hold (H) Symbol (yellow)

Time To Go
When DME hold is selected, H
Indicates time to tuned
replaces NM legend on
navaid or next waypoint.
distance readout. Not displayed
Color matches navigation
if FMS is navigation source.
source.
Multifunction Display -- Navaid Sector Mode

Distance Measuring Equipment --- Multifunction Display

Figure 18---50---4

CSP A--013
Vol. 1 18--50--6
NAVIGATION SYSTEMS
REV 56, Jan 31/03

PANEL LOCATION
Distance DME 1 DC BUS 1 1 H10
Measuring Transceiver
Equipment DME 2 DC BUS 2 2 H10

CSP A--013
Vol. 1 18--60--1
NAVIGATION SYSTEMS
Air Traffic Control Transponder System REV 56, Jan 31/03
1. AIR TRAFFIC CONTROL TRANSPONDER SYSTEM
The two air traffic control transponders (ATC 1 and ATC 2) provide ground radar beacon
systems with coded identification responses in the following modes:
S Mode A -- Aircraft identify reporting
S Mode C -- Altitude reporting
S Mode Select (S) -- Data link with other mode S transponders for the traffic alert and
collision avoidance system (TCAS).
Mode S data link includes air-to-air, ground-to-air (data uplink or comm A), air-to-ground
(data downlink or comm B), and multisite (ground station to ground station) messages. The
transponder code range is from 0000 to 7777, selectable through the RTU’s.
<0012>
1 RTU 2
C
O
ATC SEL RTU 1
INHIB
RTU 2
INHIB
M
Used to select ATC transponders. N

A
1 -- ATC 1 transponder is activated INHIBIT PUSH V
and ATC 2 transponder is on standby. STBY SQ COM/NAV

STBY -- Both transponders are on ON OFF
standby. 1 2 SBY
2 -- ATC 2 transponder is activated OFF
and ATC 1 transponder is on standby. FREQ

FMS TUNE
INHIBIT ATC SEL
Backup Tuning Unit

Center Pedestal
Air Traffic Control Transponder System --- Controls <MST>

Figure 18---60---1
Transponder codes are set on the top level page of the radio tuning units and can also be
set using the FMS control display unit. ATC identification is selected using the IDENT button
on the RTU.
Altitude reporting selection is made on the ATC main page of the radio tuning unit.

CSP A--013
Vol. 1 18--60--2
NAVIGATION SYSTEMS
REV 56, Jan 31/03
Air Traffic Control Transponder System
<0012> <0012>
Tuning Window (white)

IDENT
Pushed at ATC request; causes an
additional identification pattern on ATC
ground radar screen.
Transponder Code (green)

Turns white when selected to standby.
ATC Key
Push key once to tune frequency
with tuning knob. Push key twice to
select ATC main page.
Mode Messages (cyan)
STBY -- Both transponders are in
standby mode. Code turns white.
ALT OFF -- Mode C selected off.
ID -- Identification has been selected.
Radio Tuning Unit -- Top Level Page R -- Transponder is responding to an
Center Pedestal interrogation.
TUNING KNOB
Air Traffic Control Transponder System --- Radio Tuning Unit <MST>
Figure 18---60---2

CSP A--013
Vol. 1 18--60--3
NAVIGATION SYSTEMS
ATC 1 ATC 2
COORDINATION COORDINATION
UPPER & CONTROL & CONTROL UPPER
TCAS
SUPPRESSION IN/OUT
DME 1/2
24 PIN SOURCE SOURCE 24 PIN

STRAP SELECT SELECT STRAP
CBP4--D5 CBP2--H8
DC DC
ATC ATC BUS
ESS SELECT SELECT
XPDR 1 XPDR 2 2
ALT
ADC 1
ADC 2 ALT
PORT A
PORT A
X--TALK
PORT B PORT B
RTU 1 RTU 2
LOWER OUTPUT IAPS OUTPUT LOWER
DATA DATA
PORT C FMS PORT C
<0024><0050>
ATC Transponder Interface <MST>

Figure 18---60---3

CSP A--013
Vol. 1 18--60--4
NAVIGATION SYSTEMS
REV 56, Jan 31/03
<0012> <0012>
Tuning Window (white)
IDENT
Pushed at ATC request; causes an
additional identification pattern on ATC
ground radar screen.
<0024><0050>
Transponder Code (green)
Turns white when selected to standby.
ATC Key
Push key once to tune frequency
with tuning knob. Push key twice to
select ATC main page.
Mode Messages (cyan)
STBY -- Both transponders are in
standby mode. Code turns white.
ALT OFF -- Mode C selected off.
ID -- Identification has been selected.
Radio Tuning Unit -- Top Level Page R -- Transponder is responding to an
Center Pedestal interrogation.
TUNING KNOB
Radio Tuning Unit --- Top Level Page <MST>

Figure 18---60---4
Altitude Reporting
Used to turn altitude reporting
feature on and off. Selected
setting is displayed in cyan.
Reported Altitude
<0094>
<0094>
Radio Tuning Unit -- ATC Main Page

Center Pedestal
Air Traffic Control Transponder System ---
Radio Tuning Unit --- ATC Main Page <MST>
Figure 18---60---5

CSP A--013
Vol. 1 18--60--5
NAVIGATION SYSTEMS
2. MODE S TRANSPONDER (FLIGHT ID) <0094>
Mode S also has the capability to display either a 4--digit squawk code or the flight
identification (FLT ID) on line 4 of the RTU Top Level Page. Selection of either the squawk
code or the FLT ID for display on the Top Level Page is made on the ATC Main Page.
To access the ATC Main Page from the Top Level Page, the ATC Line Select Key is pressed
twice. Once the Main Page is displayed, the DISPLAY Line Select Key is pressed to select
either the SQUAWK or FLT ID (the selected function will be displayed larger). The selected
function is then displayed on line 3 of the Main Page, line 4 of the Top Level Page and on
the FLT ID Page. To modify the squawk code or the FLT ID on the Top Level Page, the ATC
Line Select Key is pressed, which will cause a tune window to surround the left character.
The small Tuning Knob is then used to change the character displayed in the tune window.
The RTU then waits 2 seconds after knob rotation stops before locking in the new character.
Rotating the large tune knob cycles the tune window from character to character.
To access the FLIGHT ID Main Page from the ATC Main Page, the FLT ID key is pressed
twice. On the FLIGHT ID Main Page, the RTU displays an Active and Preset Flight ID. By
pressing the top right line--select key the ACTIVE and Preset FLT ID will swap when the tune
window is on a Preset Flight ID character.
The FMS can also display the FLIGHT ID on the ”RADIO TUNING PAGE” page 2 of 2,
adjacent to the top right line select key on the CDU. To input the FLIGHT ID data:
S Press the top right line select key on the CDU so that the selection box highlights the
FLIGHT ID information field.
S Input the FLT ID data, via the CDU keypad, where it will appear on the bottom left corner
of the page (in brackets).
S After the FLT ID has been inputted, press the top right line select key and check that the
proper FLT ID appears adjacent to the top right line select key.

CSP A--013
Vol. 1 18--60--6
NAVIGATION SYSTEMS
REV 56, Jan 31/03
<0012> <0012>
<0024><0050>
ATC LINE
SELECT KEY
FLT ID KEY
DISPLAY TIME
SELECT KEY
<0094>
<0094>
Radio Tuning Unit -- ATC Main Page

TUNING KNOB
<0094> <0094>
Radio Tuning Unit -- Flight ID Main Page
Flight Identification --- RTU <MST>

Figure 18---60---6

CSP A--013
Vol. 1 18--60--7
NAVIGATION SYSTEMS
<0012> <0012>
<0012> <0012>
<0008><0012><0014> <0094>
<0008><0014>
CONTROL DISPLAY UNITS

WITH FLIGHT ID ACTIVATED
Flight Identification --- FMS <MST>
Figure 18---60---7

CSP A--013
Vol. 1 18--60--8
NAVIGATION SYSTEMS
REV 56, Jan 31/03
<0012> <0012>
<0012> <0012>
<0008><0012><0014> <0094>
<0008><0014>
CONTROL DISPLAY UNITS

WITH FLIGHT ID ACTIVATED
Flight Identification --- FMS <MST>
Figure 18---60---8

CSP A--013
Vol. 1 18--60--9
NAVIGATION SYSTEMS

PANEL LOCATION
Air Traffic XPDR 1 DC ESS 4 D5

Transponder
Control XPDR 2 DC BUS 2 2 H8

CSP A--013
Vol. 1 18--60--10
NAVIGATION SYSTEMS
REV 56, Jan 31/03

CSP A--013
NAVIGATION SYSTEMS Vol. 1 18--70--1
Traffic Alert and Collision Avoidance
System REV 56, Jan 31/03
1. TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM
The traffic alert and collision avoidance system (TCAS) is an airborne system that
interrogates the air traffic control transponders of nearby aircraft to identify and display
potential and predicted collision threats. TCAS surveillance range is up to 40 nautical miles
and can detect and track up to 30 aircraft simultaneously. The system computes range,
bearing and closure rates of other transponder equipped aircraft.
A mode “S” Transponder provides air-to-air communications for coordinating the resolution
maneuvers between TCAS equipped aircraft. The TCAS system provides no indication of
traffic conflicts if the intruder aircraft is without an operative transponder.
TCAS provides symbology that depicts surrounding aircraft in terms of relative altitude,
range, clock position, and vertical rate. The flight compartment displays also provide data
on closure rates. The system displays four types of traffic.
The display control panels are used to activate TCAS and to set range display. Weather
radar data can be overlaid on the multifunctional display, in TCAS mode.
TCAS mode and altitude format are displayed on the top level page of the radio tuning units.
Testing and setting changes are made on the TCAS main page.
TCAS DISPLAY THREAT LEVELS AND DATA TAGS

THREAT THREAT LEVEL
SYMBOL COLOR CAUSE
LEVEL DEFINITION
+01 RED Resolution Intruding aircraft 25 Intruding aircraft is above by
Advisory (RA) seconds from closest 100 feet and descending at
point of approach least 500 feet per minute
+00 AMBER Traffic Intruding aircraft 40 Intruding aircraft level
Advisory (TA) seconds from closest with and not climbing or
point of approach descending
CYAN Proximate Traffic below 1,200 feet and
Traffic climbing at least 500 feet
--12
per minute
+27 CYAN Other Traffic Any traffic within TCAS Traffic above 2,700 feet and
range limit descending at least 500 feet
per minute
Traffic Collision Avoidance System --- Threat Level and Data Tags
Figure 18---70---1

CSP A--013
REV 56, Jan 31/03
System
<0026>
HEAD--UP
BRT GUIDANCE BRT
BRT SYSTEM
DIR
ANT
TCAS
TA/RA TA/RA
AIR/GROUND
PSEU LOGIC AURAL
WARNINGS EICAS
AURAL TA/RA (FDR)
GPWS PRIORITY
RAD ALT 1/2 TA ONLY

AECU
AHRS 2 HDG
IAPS
(MDC)
<0025> IRS 2 HDG

OMNI
AC CB3--C1 ANT
ESS
BUS
TCAS
<0094> <0094>
MODE S COORDINATION MODE S
XPNDR & CONTROL XPNDR
ATC 1 ATC 2
IAPS
ADC 1
ALT ALT
ADC 2
RTU 1 RTU 2
Traffic Collision Avoidance System Interface <MST>

Figure 18---70---2

CSP A--013
RANGE -- Inner Selector

Used to select range displayed
on MFD. Range selections are:
5, 10, 20 and 40 NM.
TFC (TCAS)
Used to directly select TCAS
traffic display on MFD.
<0040>

Traffic Collision Avoidance System --- Controls <MST>

Figure 18---70---3

CSP A--013
REV 56, Jan 31/03
System
<0012> <0012>
Altitude Format (cyan)

Displays the selected altitude format.
(relative or absolute)
<0024><0050>
TCAS Key
Used to select TCAS main page.
TCAS Mode (cyan)

Displays the selected TCAS mode.

Center Pedestal
Mode Selection
Used to select TCAS mode. Selected mode is displayed in cyan.
AUTO -- All advisories are displayed.
STBY -- All interrogations are inhibited.
TA ONLY -- Only traffic advisories are displayed.
Traffic Selection
Used to select traffic display
mode. Selected setting is
displayed in cyan.
ON -- Displays all
transponder traffic
(advisory, proximate and
others).
OFF -- Displays advisory
traffic only.
Altitude Range
Used to select surveillance
airspace relative to own air
plane altitude. Selected
setting is displayed in cyan.
ABOVE -- 9,900 feet above
and 2,700 feet below.
NORM -- 2,700 feet above
Radio Tuning Unit -- TCAS Main Page and below.
Center Pedestal BELOW -- 2,700 feet above
Altitude Format and 9,900 feet below.
Used to select altitude format.
REL -- Relative to own airplane altitude.
ABS -- Absolute with respect to barometric altitude.
Traffic Collision Avoidance System --- Radio Tuning Unit <MST>
Figure 18---70---4

CSP A--013
A. Traffic Advisory
The traffic advisory (TA) is issued to indicate the relative positions of intruding aircraft
that are about 40 seconds from the closest point of approach.
Traffic advisories are displayed on the MFD (in TCAS mode) and shows the relative
position of nearby ATC transponder equipped aircraft.
The traffic advisory allows the flight crew an opportunity to visually locate the intruding
aircraft. The advisory is always displayed on the PFDs or can be displayed on the
TCAS page of the MFD if selected from the display control panel.
TA ONLY (Traffic advisory only) will be displayed automatically when the aircraft is 1000
feet or below, and will revert to pre-selected mode automatically when the aircraft is
above 1000 feet.
B. Resolution Advisory
Resolution advisories (RA) will direct the flight crew to resolve a threat by executing an
aircraft maneuver that will increase separation. This occurs when the TCAS computer
predicts that the intruding aircraft is within about 25 seconds from the closest point of
approach.
Resolution advisories are displayed on the vertical speed indicator (VSI) portion of the
PFD. The VSI shows the appropriate vertical maneuver to avoid the threat. The VSI
provides vertical guidance to maintain safe vertical separation as follows:
S Corrective RAs -- Fly from the red zone to the green zone
S Preventive RAs -- Do not fly into the red zone.
The vertical maneuver is also accompanied by TCAS voice warnings.
NOTE
The TCAS resolution advisory programs are based on

the pilot initiating the RA maneuver within
approximately 5 seconds. If an additional corrective
resolution advisory is issued (e.g. a reversal), the
maneuver must be initiated within 2.5 seconds.

CSP A--013
REV 56, Jan 31/03
System
TCAS Message Area

TRAFFIC (red) -- Indicates TCAS resolution
advisory (flashes for first 10 seconds).
TRAFFIC (amber) -- Indicates TCAS traffic
advisory (flashes for first 10 seconds).
TCAS FAIL (amber) -- Indicates TCAS
system failure.
TCAS RA FAIL (amber) -- Indicates PFD is
unable to display TCAS resolution advisory.
TA ONLY (white) -- Indicates that TCAS has
been selected to traffic advisory only mode,
or has been automatically selected when the
aircraft is below 1,000 feet. Flashes amber
when traffic advisory is present.
TCAS OFF (white) -- Indicates that TCAS
has been selected to standby mode.
TCAS TEST (white) -- Indicates that TCAS
system is in test.

1 2 4
Resolution Advisory
Arc on vertical speed scale displays
0.0 collision avoidance instructions.
Red band -- Range to be avoided.
Green band -- Target range or
range to be maintained.
1 2 4
NOTE:
Vertical speed pointer and readout
turn red when a TCAS resolution
advisory is issued and speed is not
within corrective limits.
Traffic Collision Avoidance System --- PFD Indications <MST>

Figure 18---70---5

CSP A--013
TCAS Mode (white)

Displays mode selected
on radio tuning unit.
TCAS OFF -- Mode
selected to standby.
TA ONLY -- Mode
selected to traffic
advisory only.
Altitude Range (white)

Displays altitude range
Range Readout (white) selected on radio tuning
Indicates range selected at unit.
the display control panel.
TCAS TEST (white) Current Altitude (white)
Indicates TCAS Displays current altitude in
system is in test. thousands of feet, when
altitude format is selected
TCAS FAIL (amber) to absolute.
Indicates TCAS system Traffic Selection (white)
failure. Displayed when other
TCAS DISPLAY FAIL (amber) traffic is selected off.
Indicates TCAS display mode Range Rings (white)
is not available. Outer ring indicates range
selected at the display
TCAS No Bearing Table
control panel. Inner ring
Displayed when intruder
indicates half range (not
bearing information can not
available at 5 NM range
be detected or calculated.
selection). Inner markings
Indicates intruder type, range
indicate 3 mile range (not
and altitude. Traffic advisory
Multifunction Display -- TCAS Mode available at 40 NM range
displayed in amber and
Pilot’s and Copilot’s Instrument Panels selection).
resolution advisory displayed
in red. Only two nearest
intruders are displayed. RADAR NOT AT TCAS RANGE (cyan)
Weather radar control has been
transferred and range disagrees with
TCAS range.
NOTES
1. Weather radar can be displayed on the MFD when in
TCAS mode (range: 5,10, 20 and 40 nm).
2. TCAS can be overlaid on any map display mode.
3. During an electrical transient, TCAS display range
may default to 10 nm.
Traffic Alert and Collision Avoidance System --- MFD Indications

Figure 18---70---6

CSP A--013
REV 56, Jan 31/03
System
C. Aural Warning
The system provides appropriate aural warnings to the flight crew when the TCAS
computer analysis of an aircraft signal predicts a penetration of TCAS protected
airspace. The voice warnings cannot be cancelled or reduced in volume.
TA voice warning is TRAFFIC -- TRAFFIC
RA voice warnings are:
S CLIMB, CLIMB, CLIMB
S DESCEND, DESCEND, DESCEND
S MONITOR VERTICAL SPEED, MONITOR VERTICAL SPEED
S CLIMB -- CROSSING CLIMB, CLIMB -- CROSSING CLIMB
S DESCEND -- CROSSING DESCEND, DESCEND -- CROSSING DESCEND
S INCREASE CLIMB, INCREASE CLIMB
S INCREASE DESCENT, INCREASE DESCENT
S CLIMB -- CLIMB NOW, CLIMB -- CLIMB NOW
S DESCEND -- DESCEND NOW, DESCEND -- DESCEND NOW
S REDUCE CLIMB, REDUCE CLIMB
S REDUCE DESCENT, REDUCE DESCENT
RA voice warnings are:<0042>
S CLIMB, CLIMB, CLIMB
S DESCEND, DESCEND
S MONITOR VERTICAL SPEED
S CLIMB -- CROSSING CLIMB, CLIMB -- CROSSING CLIMB
S DESCEND -- CROSSING DESCEND, DESCEND -- CROSSING DESCEND
S INCREASE CLIMB, INCREASE CLIMB
S INCREASE DESCENT, INCREASE DESCENT
S CLIMB -- CLIMB NOW, CLIMB -- CLIMB NOW
S DESCEND -- DESCEND NOW, DESCEND -- DESCEND NOW

CSP A--013
S MAINTAIN VERTICAL SPEED, MAINTAIN
S MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN
S ADJUST VERTICAL SPEED, ADJUST
The clear advisory is “CLEAR OF CONFLICT”.

CSP A--013
REV 56, Jan 31/03
System

PANEL LOCATION
Traffic Alert
and Collision Transmitter /
TCAS AC ESS 3 C1
Avoidance Receiver
System

CSP A--013
Vol. 1 18--80--1
NAVIGATION SYSTEMS
Ground Proximity Warning System REV 56, Jan 31/03
1. GROUND PROXIMITY WARNING SYSTEM
OR
2. ENHANCED GROUND PROXIMITY WARNING SYSTEM <0040>
The ground proximity warning system (GPWS) is used to help prevent accidents caused by
unsafe flight maneuvers in proximity of terrain or severe windshear. GPWS provides the
flight crew with aural alerts, messages and visual annunciations in the event that the
boundaries of the following alerting envelopes are exceeded:
The enhanced ground proximity warning system (EGPWS) is used to help prevent accidents
caused by unsafe flight maneuvers in proximity of terrain or severe windshear. EGPWS
provides the flight crew with aural alerts, messages and visual annunciations in the event
that the boundaries of the following alerting envelopes are exceeded: <0040>
S Mode 1 Excessive descent rate
S Mode 2 Excessive terrain closure rate
S Mode 3 Altitude loss after take-off
S Mode 4 Unsafe terrain clearance
S Mode 5 Below glideslope alert
S Mode 6 Callouts (descent below minimums, altitude callouts and bank angle alert)
S Mode 7 Windshear detection and alerting
S TAAD Terrain / obstacle awareness alerting and display <0040>
S TCF Terrain clearance floor <0040>
Radar information is displayed on the multifunctional displays by pressing the RDR button
on the display control panel.
Radar or terrain information is displayed on the multifunctional displays by pressing the RDR
/ TERR button on the display control panel. <0040>
A. Mode 1 -- Excessive Descent Rate
Mode 1 alerts are generated when the aircraft has an excessive descent rate close to
the terrain. Mode 1 has two boundaries. Penetration of outer boundary activates the
flashing GPWS lights and generates a SINKRATE, SINKRATE aural alert. Penetrating
the inner boundary activates the flashing GPWS lights and the repeated WHOOP,
WHOOP, PULL UP aural, until the inner warning boundary has been exited.

CSP A--013
Vol. 1 18--80--2
NAVIGATION SYSTEMS
REV 56, Jan 31/03
Ground Proximity Warning System
Mode 1 is used for the approach phase of flight and is independent of the aircraft
configuration. Mode 1 alerts are generated when the aircraft has an excessive descent
rate close to the terrain. Mode 1 has two boundaries. Penetration of the outer
boundary activates the flashing GND PROX lights and generates a SINKRATE,
SINKRATE aural alert. Penetrating the inner boundary activates the flashing PULL UP
lights and the repeated WHOOP, WHOOP, PULL UP aural, until the inner warning
boundary has been exited. <0040>
B. Mode 2 -- Excessive Terrain Closure Rate
Mode 2 alerts are generated when the aircraft is closing with terrain at an excessive
rate. Mode 2 has two sub-modes referred to as Mode 2A and Mode 2B. Mode 2A is
active during climbout, cruise, and initial approach (flaps not in landing configuration
and the aircraft is not on glideslope centerline). Penetrating the outer boundary
activates the GPWS lights and generates the TERRAIN, TERRAIN aural. Continued
penetration of the envelope will activate the GPWS lights and generate a repeated
WHOOP, WHOOP PULL UP aural.
Mode 2 alerts are generated when the aircraft is closing with terrain at an excessive
rate. Mode 2 has two sub-modes referred to as Mode 2A and Mode 2B. Mode 2A is
active during climbout, cruise, and initial approach (flaps not in landing configuration
and the aircraft is not on glideslope centerline). Penetrating the outer boundary
activates the GND PROX lights and generates the TERRAIN, TERRAIN aural.
Continued penetration of the envelope will activate the PULL UP lights and generate a
repeated WHOOP, WHOOP PULL UP aural.<0040>
Upon leaving the PULL UP warning area, if terrain clearance continues to decrease, the
TERRAIN aural will be generated until terrain clearance stops decreasing. The GPWS
lights will remain on until 300 feet of barometric altitude has been achieved, or 45
seconds has elapsed, or the GPWS FLAP OVRD has been selected, or the flaps are in
a landing configuration.
Upon leaving the PULL UP warning area, if terrain clearance continues to decrease, the
TERRAIN aural will be generated until terrain clearance stops decreasing. The GND
PROX lights will remain on until 300 feet of barometric altitude has been achieved, or
45 seconds has elapsed, or the GND PROX FLAP OVRD has been selected, or the
flaps are in a landing configuration. <0040>
Mode 2B is activated when flaps are in landing configuration, when making an ILS
approach with glideslope and localizer deviation less than 2 dots, and for the first 60
seconds after take-off. Penetration of the Mode 2B boundary with either gear or flaps
not in a landing configuration, activates the GPWS lights and generates a TERRAIN,
TERRAIN aural. If the aircraft continues to penetrate the boundary the GPWS lights
are activated and a WHOOP, WHOOP PULL UP aural is repeated until the warning
envelope is exited.

CSP A--013
Vol. 1 18--80--3
NAVIGATION SYSTEMS
Mode 2B is activated when flaps are in landing configuration, when making an ILS
approach with glideslope and localizer deviation less than 2 dots, and for the first 60
seconds after take-off. Penetration of the Mode 2B boundary with either gear or flaps
not in a landing configuration, activates the GND PROX lights and generates a
TERRAIN, TERRAIN aural. If the aircraft continues to penetrate the boundary the
PULL UP lights are activated and a WHOOP, WHOOP PULL UP aural is repeated until
the warning envelope is exited. <0040>
If the aircraft penetrates the Mode 2B boundary with both gear and flaps in a landing
configuration, the GPWS lights are activated and a TERRAIN aural is repeated until the
envelope is exited.
If the aircraft penetrates the Mode 2B boundary with both gear and flaps in a landing
configuration, the GND PROX lights are activated and a TERRAIN aural is repeated
until the envelope is exited.<0040>
C. Mode 3 -- Altitude Loss After Take--off
Mode 3 provides alerts when the aircraft loses a significant amount of altitude after
take-off, or low altitude go-around with gear or flaps not in a landing configuration. The
amount of altitude loss permitted before an alert is generated depends on the height of
the aircraft above the terrain.
The alert activates the GPWS lights and generates a DON’T SINK, DON’T SINK aural.
The DON’T SINK, DON’T SINK aural is only repeated if the altitude loss continues. The
GPWS lights will go out once a positive rate of climb is achieved.
The alert activates the GND PROX lights and generates a DON’T SINK, DON’T SINK
aural. The DON’T SINK, DON’T SINK aural is only repeated if the altitude loss
continues. The GND PROX lights will go out once a positive rate of climb is achieved.
<0040>
D. Mode 4 -- Unsafe Terrain Clearance
Mode 4 provides alerts for insufficient terrain clearance with respect to phase of flight,
configuration and speed. Mode 4 has three sub-modes referred to as Mode 4A, Mode
4B and Mode 4C.
Mode 4A is active during cruise and approach with the gear and flaps not in the landing
configuration. The boundary for Mode 4A is 500 feet radio altitude and increases
linearly with airspeed, to a maximum of 1000 feet radio altitude. If the envelope is
penetrated at less than 190 knots, the GPWS lights flash and the TOO LOW GEAR
aural alert is generated. If the envelope is penetrated at more than 190 knots, the
GPWS lights flash and a TOO LOW TERRAIN aural alert is generated.
Mode 4A is active during cruise and approach with the gear and flaps not in the landing
configuration. The boundary for Mode 4A is 500 feet radio altitude and increases
linearly with airspeed, to a maximum of 1000 feet radio altitude. If the envelope is
penetrated at less than 190 knots, the GND PROX lights flash and the TOO LOW
GEAR aural alert is generated. If the envelope is penetrated at more than 190 knots,
the GND PROX lights flash and a TOO LOW TERRAIN aural alert is generated. <0040>

CSP A--013
Vol. 1 18--80--4
NAVIGATION SYSTEMS
REV 56, Jan 31/03
Mode 4B is active during cruise and approach, with gear down and flaps not in the
landing configuration. The boundary for Mode 4B is 245 feet radio altitude and
increases linearly with airspeed, to a maximum of 1000 feet radio altitude. If the
envelope is penetrated at less than 159 knots, the GPWS lights flash and the TOO
LOW FLAPS aural is generated. The flight crew may override the TOO LOW FLAPS
alert by selecting the GPWS FLAP OVRD. If the envelope is penetrated at more than
159 knots, the GND PROX lights flash and the TOO LOW TERRAIN aural alert is
generated.
Mode 4B is active during cruise and approach, with gear down and flaps not in the
landing configuration. The boundary for Mode 4B is 245 feet radio altitude and
increases linearly with airspeed, to a maximum of 1000 feet radio altitude. If the
envelope is penetrated at less than 159 knots, the GND PROX lights flash and the TOO
LOW FLAPS aural is generated. The flight crew may override the TOO LOW FLAPS
alert by selecting the GND PROX FLAP OVRD. If the envelope is penetrated at more
than 159 knots, the GND PROX lights flash and the TOO LOW TERRAIN aural alert is
generated. <0040>
Mode 4C is active during the take-off phase with either gear or flaps not in the landing
configuration. Mode 4C alerts the pilot when the terrain is rising more steeply than the
aircraft is climbing. Mode 4C is based upon a minimum terrain clearance floor, that
increases with radio altitude. If the aircraft radio altitude decreases to the value of the
minimum terrain clearance floor, the GPWS lights flash and the TOO LOW TERRAIN
aural is generated.
Mode 4C is active during the take-off phase with either gear or flaps not in the landing
configuration. Mode 4C alerts the pilot when the terrain is rising more steeply than the
aircraft is climbing. Mode 4C is based upon a minimum terrain clearance floor, that
increases with radio altitude. If the aircraft radio altitude decreases to the value of the
minimum terrain clearance floor, the GND PROX lights flash and the TOO LOW
TERRAIN aural is generated. <0040>
The GPWS lights will continue to flash until the alert envelope is exited. Subsequent
alerts will only occur if the envelope penetration increases by 20%.
The GND PROX lights will continue to flash until the alert envelope is exited.
Subsequent alerts will only occur if the envelope penetration increases by 20%. <0040>
E. Mode 5 -- Below Glideslope Alert
Mode 5 provides two levels of alerting during airplane descents below the glideslope on
front course ILS approaches.
The first alert level occurs when the aircraft is more than 1.3 dots below the glideslope
and is called a “soft” alert. The GPWS lights flash and the GLIDESLOPE aural is
generated at approximately one half the volume of other aurals.
The first alert level occurs when the aircraft is more than 1.3 dots below the glideslope
and is called a “soft” alert. The GND PROX lights flash and the GLIDESLOPE aural is
generated at approximately one half the volume of other aurals. <0040>

CSP A--013
Vol. 1 18--80--5
NAVIGATION SYSTEMS
The second alert level occurs when the aircraft is below 300 feet radio altitude and is
more than 2 dots below the glideslope and is called a “hard” alert. The GPWS lights
flash and the GLIDESLOPE aural is generated at the normal aural volume.
The second alert level occurs when the aircraft is below 300 feet radio altitude and is
more than 2 dots below the glideslope and is called a “hard” alert. The GND PROX
lights flash and the GLIDESLOPE aural is generated at the normal aural volume. <0040>
The GPWS lights will go out once the glideslope deviation is less than 1.3 dots.
The GND PROX lights will go out once the glideslope deviation is less than 1.3 dots.
<0040>
Mode 5 can be inhibited by pushing either GPWS / G/S light while the aircraft is below
1000 feet radio altitude. Modes 1 through 4 aurals have priority over Mode 5 aurals.
Mode 5 can be inhibited by pushing either PULL UP / GND PROX light while the aircraft
is below 2000 feet radio altitude. Modes 1 through 4 aurals have priority over Mode 5
aurals. <0040>
F. Mode 6 -- Callouts
Mode 6 provides different combinations of programmable advisory callouts covering the

following:
(1) Transition through DH
Radio altitude transition through the highest DH selected for display on either
PFD prompts a minimums---type aural. The function is enabled between 1000
and 10 feet AGL. The landing gear must be down to activate the callouts.
Radio altitude transition through the highest DH selected for display on either
PFD prompts a minimums---type aural. The function is enabled between 1000
and 10 feet AGL. Barometric altitude transition through the highest MDA selected
for display on either PFD also prompts a minimums---type aural. MDA callout
generation is enabled once the corrected altitude exceeds the MDA value by 200
feet. If both DH and MDA have been selected, the callout will be generated
based on DH. The landing gear must be down to activate the callouts. <0040>
(2) Altitude Callouts
The altitude callout function generates aurals for descent below predetermined
altitudes. Altitude callouts are generated only once and are reset by ascending to
1000 feet, or in the event that a transition from approach mode to take-off mode
occurs.
(3) Excessive Bank Angle Alerting <0040>
Excessive bank angle alerting is a function of roll angle with respect to altitude
above ground level. Upon penetration of the alert envelope boundaries, the
BANK ANGLE, BANK ANGLE aural is generated. The aural is issued once, and
only repeated if the roll angle increases by 20%. <0040>

CSP A--013
Vol. 1 18--80--6
NAVIGATION SYSTEMS
REV 56, Jan 31/03
G. Mode 7 -- Windshear Detection and Alerting
Mode 7 monitors for windshear conditions during take-off and final approach between
radio altitudes of 10 to 1500 feet.
Windshear cautions and warnings are triggered for tail wind and down draft conditions.
Windshear warnings generate a siren, a WINDSHEAR, WINDSHEAR, WINDSHEAR
aural and a red WINDSHEAR warning on the primary flight displays (PFDs).
Windshear alerts are triggered for headwind and updraft conditions. Windshear alerts
generate an amber WINDSHEAR alert on the PFDs.
Flight director command bars provide escape guidance automatically when a windshear
warning occurs or when the TOGA (take-off/go-around) switch(s) on the thrust levers
are pressed. Pitch limit indicators (alpha-margin indicators) will appear on both primary
flight displays for a windshear warning or alert.
The autopilot is automatically disengaged two seconds after windshear warning (if the
autopilot is not already disengaged). During those two seconds, the autopilot will follow
the windshear escape guidance.
Windshear warnings take priority over all other aural alerts and warnings, except a stall
warning.

CSP A--013
Vol. 1 18--80--7
NAVIGATION SYSTEMS
<0040>
TEST/GS CANCEL
PULL UP PULL UP
GND GND
PROX PROX
WARNINGS
WINDSHEAR DISCRETES &
ALERTS
WINDSHEAR
ADC 2 TAS/VS/ALT DISCRETES
LAT/LONG
IAPS
GND TRK/SPEED
<0015>
FLAP POS
SPS AOA
VHF NAVs GS DEV
RAD ALTs
AHRS 2 ACC/ATT
<0015> <0025> IRS 2 ACC/ATT

AURAL
MESSAGES
PSEU AECU
STATUS
MESSAGES
FECU EICAS
AUDIO
PRIORITY TCAS
<0040>
CB1--A15
TERRAIN INHIBIT AC BUS 1
GPWS
GND PROX
WARN
Ground Proximity Warning System Interface Diagram <MST>

Figure 18---80---1

CSP A--013
Vol. 1 18--80--8
NAVIGATION SYSTEMS
REV 56, Jan 31/03
GPWS FLAP OVRD (Guarded) GPWS / GS

Used to mute TOO LOW FLAPS GPWS -- Flashes (red) during ground
or TERRAIN aurals (Mode 4), proximity warnings. Will stop flashing
when a landing with less than when airplane has recovered from
full flaps is desired. warning envelope.
G/S (Glideslope) -- Flashes (amber)
at airplane descent below glideslope.
Will cancel alert when pressed in.
Switch is also used to initiate GPWS
system test, on the ground, or to
provide the glideslope cancel
function, when airborne (Mode 5).
Left and Right
Glareshield
Adjacent to Slat/Flap Lever

Ground Proximity Warning Panel
Center Pedestal
Centre Pedestal <0040>
NOTE <0040>
The GRND PROX TERRAIN
switch should be selected OFF
when within 15nm of an airport
that has no approved instrument
approach procedures or an airport
that is not in the GPWS database.
GRND PROX TERRAIN (Guarded) <0040> <0040>

Used to inhibit the terrain map display
(terrain clearance floor and terrain /
obstacle awareness alerting and display
functions). Basic GPWS modes (1--6)
and windshear mode (7) remain active. PULL UP / GND PROX <0040>
OFF light indicates inhibit is selected. PULL UP -- Flashes (red) during ground proximity
warnings. Will stop flashing when airplane has
recovered from warning envelope.
GND PROX -- Flashes (amber) during ground
<0040> proximity cautionary alerts. Will stop flashing when
airplane has recovered from the caution envelope.
Switch is also used to initiate GPWS system test
(on ground), or to provide the glideslope cancel
function (when airborne).
Left and Right Glareshield
RDR / TERR <0040> BRG FORMAT RANGE
Used to select NAV
weather radar SOURCE
display, terrain
display or both. RDR/TERR TFC
<0040> Display Control Panel

Ground Proximity Warning System --- Controls <MST>
Figure 18---80---2

CSP A--013
Vol. 1 18--80--9
NAVIGATION SYSTEMS
Pitch Limit Marker (amber)

(alpha--margin indicator)
Displayed during windshear warning or alert.
Comes on for a minimum of 60 seconds.
Displays amount of pitch attitude change that can
be made before airplane reaches stall angle of attack.
Flight Director Command Bars (magenta)
Provide escape guidance during a windshear
warning or when TOGA is selected on thrust levers.
Windshear Message
Flashes (amber) then comes on steady to
indicate that the airplane is entering an increasing
performance windshear condition.
Flashes (red) then comes on steady to indicate that a
severe decreasing performance windshear condition has
been encountered. Accompanied by aural warning.
(SIREN)
WINDSHEAR
WINDSHEAR
WINDSHEAR
<0015>
Ground Proximity Warning System --- Windshear Detection and Alerting <MST>
Figure 18---80---3
H. Terrain / Obstacle Awareness Alerting and Display <0040>
The terrain awareness alerting function uses airplane geographical position, aircraft
altitude, and a terrain database to predict potential conflicts between the aircraft flight
path and the terrain.
The terrain awareness alerting continuously computes terrain clearance envelopes

ahead of the aircraft. Two envelopes are computed, one corresponding to a terrain
caution alert level and one corresponding to a terrain warning alert level.
Terrain data is displayed on the multifunctional displays by pressing RDR / TERR on the
display control panel. The terrain display can be overlaid on the multifunctional display
in navaid sector and present position map formats. The terrain display is depicted as
variable density dot patterns in green, yellow or red. The density and colour are a
function of how close the terrain is relative to airplane altitude. When the conditions for
either a terrain awareness caution or warning are detected, the terrain display
automatically “pops-up” on both multifunctional displays and the range defaults to
10nm. Terrain more than 2000 feet below the airplane, or within 400 feet (vertical) of
the nearest runway elevation is not displayed.
When the airplane penetrates the caution envelope boundary, the GND PROX lights
flash and the CAUTION TERRAIN, CAUTION TERRAIN aural is generated. Terrain
caution areas are shown in solid yellow on the terrain display.

CSP A--013
Vol. 1 18--80--10
NAVIGATION SYSTEMS
REV 56, Jan 31/03
When the aircraft penetrates the warning envelope boundary, the PULL UP lights flash
and the TERRAIN, TERRAIN, PULL UP aural is generated. Terrain warning areas are
shown in solid red on the terrain display.
An obstacle database is included within the terrain database. When an obstacle

caution threat is detected the GND PROX lights flash and a CAUTION OBSTACLE,
CAUTION OBSTACLE aural is generated. Obstacle cautions are shown in solid yellow
on the terrain display. When an obstacle warning threat is detected the PULL UP lights
flash and an OBSTACLE, OBSTACLE, PULL UP aural is generated. Obstacle
warnings are shown in solid red on the terrain display.
I. Peaks Display Mode <0040>
Peaks display mode is a customer option as an enhancement to the EGPWS terrain

display and is enabled via a program pin on system installation.
Peaks mode allows terrain below the aircraft to be viewed on the terrain display during
cruise flight. At altitudes safely above all terrain for the display range chosen, the
terrain is displayed, independent of aircraft altitude, emphasizing the highest and lowest
elevations to provide increased situational awareness in the event of unplanned decent
or enroute deviation and for previewing terrain prior to decent.
Two elevation numbers indicating the highest and lowest terrain currently being
displayed are overlaid on the display. The elevation numbers indicate terrain in
hundreds of feet above sea level (MSL).
J. Terrain Clearance Floor <0040>
Terrain clearance floor is an increasing terrain clearance envelope around the nearest
runway directly related to the distance from that runway. Terrain clearance floor alerts
are based upon current airplane position, nearest runway centre point position, radio
altitude, and a database of hard-surfaced runways whose length is greater than 3500
feet. Terrain clearance floor compliments Mode 4 alerts by covering insufficient terrain
clearance even when in a landing configuration.
Penetration of the alert envelope activates the GND PROX lights and generates a TOO
LOW TERRAIN aural. The aural will occur once upon initial envelope penetration and
one time thereafter for each 20% degradation in altitude. The GND PROX lights remain
on until the aircraft exits the alert envelope.

CSP A--013
Vol. 1 18--80--11
NAVIGATION SYSTEMS
TERRAIN TGT
UTC 11:42 TAS 250 GS 254 SAT 12 C TAT --15 C
VOR1 CRS 350 FMS1 DTK 030
CID 30.0NM YUL 9999 NM
TTG 1:59 TTG :13
340
270\30 33 N
30
3
ALO
200 CID
DBQ
100
TERRAIN DISPLAY FAIL (amber)

Terrain has been selected for display
ADF 1
and the required data is either failed,
ADF 2 TERRAIN DISPLAY FAIL
missing, or invalid.
TERRAIN RANGE XXX NM (amber)
Terrain range disagrees with display
control panel range.
Ground Proximity Warning System Terrain Display <0040>

Figure 18---80---4

CSP A--013
Vol. 1 18--80--12
NAVIGATION SYSTEMS
REV 56, Jan 31/03
WINDSHEAR FAIL status (white) <0040>

Indicates a failure in the windshear
detection system.
GPWS FAIL status (white)
Indicates a failure in the basic
ground proximity warning modes.
GS CANCEL status (white)

Indicates that glideslope Mode 5 <0039>
alerts have been inhibited.
TERRAIN FAIL status (white) <0040>
Indicates a failure in the terrain
map display. <0039>
TERRAIN OFF status (white) <0040>

Indicates that the terrain map display
has been selected and the terrain
functions have been inhibited.
TERRAIN NOT AVAIL status (white) <0040>
Indicates that the terrain map display is
not available due to position inaccuracy.
WINDSHEAR FAIL status (white)
Comes on to indicate a failure in the windshear
detection system.
Status Page
Ground Proximity Warning System Status Page <MST>

Figure 18---80---5

CSP A--013
Vol. 1 18--80--13
NAVIGATION SYSTEMS
K. System Circuit Breakers

PANEL LOCATION
Ground
Proximity GND PROX
Computer AC BUS 1 1 A15
Warning WARN
System

CSP A--013
Vol. 1 18--80--14
NAVIGATION SYSTEMS
REV 56, Jan 31/03

CSP A--013
Vol. 1 18--90--1
NAVIGATION SYSTEMS
Weather Radar System REV 56, Jan 31/03
1. WEATHER RADAR SYSTEM
The weather radar system provides the flight crew with X--band color display of radar
detectable precipitation and ground mapping along the aircraft’s flight path. System range is
up to 320 nautical miles and up to 60 degrees on either side of the aircraft’s flight path. The
weather radar control panel provides control of the following:
S System modes -- Weather, ground map and hold
S Receiver gain control (±18 dB) and gain calibration
S Antenna azimuth scan angle (either ±60_ or ±30_)
S Antenna elevation control (±15_) in either automatic tilt or manual tilt (0.25_
increments)
S Antenna pitch and roll stabilization.
The display control panel is used to select the weather radar format on the multifunctional
displays (MFDs). The weather radar data can also be overlaid in navaid sector, present
position map and TCAS modes.
Split scan operation enables both pilots to control the radar display on their respective
MFDs. Each side will operate independently, except that either pilot can control the sector
scan of both displays. In split scan operation, the clockwise sweep of the antenna updates
the pilot’s display and the counterclockwise sweep updates the copilot”s display. If one side
is turned off, the system reverts to single scan operation. <0028>

CSP A--013
Vol. 1 18--90--2
NAVIGATION SYSTEMS
REV 56, Jan 31/03
Weather Radar System
<0028>
RADAR CONTROL PANEL 1 RADAR CONTROL PANEL 2
REMOTE REMOTE
ON/OFF ON/OFF
MODES MODES
CB1--K4 CB1--K5
DC BUS DC BUS
1 1
DISPLAY WEATHER RADAR DISPLAY WEATHER RADAR
CONTROL PANEL 1 CONT 1 CONTROL PANEL 2 CONT 2
MODES
<0040> <0040>
RANGE
FORMAT
MULTI-- MULTI--
FUNCTION FUNCTION
DISPLAY 1 DISPLAY 2
BRT BRT
RTA UNIT
RADAR
VIDEO
IAPS
CB1--K3
MODES DC BUS
RANGE 1
FORMAT WEATHER
RADAR R/T
IRS 1 AHRS 1 AHRS 2 IRS 2

ATT
<0025> <0025>
Weather Radar System <MST>

Figure 18---90---1

CSP A--013
Vol. 1 18--90--3
NAVIGATION SYSTEMS
XFR
Used to transfer control of display range to
opposite side display control panel. STAB
Controlling side range values are displayed Used to deselect radar stabilization
in white and non--controlling side values are by disconnecting attitude reference
displayed in yellow. signal in the event of an attitude
<0028> Used to transfer control to opposite side system failure.
radar control panel and display control
SEC panel. Controlling side range values are
TILT
Used to select 30 displayed in white and non--controlling side
Used to change antenna tilt
sector scan instead of values are displayed in yellow.
up or down angle for desired
the normal 60 sector
radar scanning. Tilt limits are
scan. Display refresh
15 .
or update rate doubles.
SEC XFR STAB AUTO

GAIN
NORM
When pushed in, tilt is
--1 +1
TILT
automatically adjusted for
--2 +2 TEST MAP changes made in altitude
--3 +3 OFF WX
or range.
GAIN Radar Control Panel Mode Select

Used to control receiver Center Pedestal Used to select radar mode of
gain. operation.
NORM -- Display OFF -- Removes power from
colors accurately the transmitter and places
GCS radar in standby mode.
present detected When pressed in during
rainfall levels. TEST -- Starts radar self--test.
WX mode, ground cluster Test pattern displayed on MFD.
--1, --2, --3 Positions: suppression (GCS)
Reduces sensitivity MAP -- Ground targets are
reduces the intensity of displayed on MFD in cyan,
to eliminate weaker ground returns and
weather targets. green, yellow or magenta
permits clearer definition (depending on strength).
+1, +2, +3 Positions: of precipitation.
Increases sensitivity WX -- Detectable weather
Suppression lasts displayed in green, yellow, red
to enable crew to approximately 12 seconds.
differentiate between or magenta (depending on
Any mode or range estimated rainfall rate).
rainfall levels. change cancels GCS.
Weather Radar System Control Panel <MST>

Figure 18---90---2

CSP A--013
Vol. 1 18--90--4
NAVIGATION SYSTEMS
REV 56, Jan 31/03
Receiver Gain
Readout (cyan)
Indicates gain selected
at GAIN switch:
G--1, G--2, G--3 --
Indicates progressive
decreased gain as USTB (amber)
GAIN knob is rotated Turns (cyan) when Weather
counterclockwise. radar stabilization deselected.
G+1, G+2, G+3 --
Indicates progressive The readout is prefixed
increased gain as GAIN by a ”T”. Suffixed by an
knob is rotated “”A” if auto--tilt is selected.
clockwise.
Azimuth Tick Mark
(cyan)
(at 30--degree intervals)
Dynamic Sweep Mark

(cyan)
Represents position of
weather radar antenna.
Range Readout
(cyan)
Indicates range
selected on display
control panel.
Range arcs (white)

4 Arcs displayed on weather
radar display, marking range
increments. Multifunction Display(2)
Range from 5NM to 320NM. Pilot’s and Copilot’s Instrument Panels
Range arcs (white) <0024><0050>
2 Arcs displayed (full range and half scale
range) when weather radar is superimposed
on the following MFD formats:
Navaid sector mode,
VOR map mode
FMS mode
Present position map mode (FMS only)
TCAS mode -- Arc color changes to white
in ground mapping mode.
PAC (path attenuation correction)
alert, yellow arc displayed.
Arc indicates heavy precipitation and has
attenuated radar beam (cut visibility).
Additional targets may be masked.
Weather Radar System --- MFD Indications <MST>

Figure 18---90---3

CSP A--013
Vol. 1 18--90--5
NAVIGATION SYSTEMS
The colors used on the radar display to represent rainfall intensity are as follows:
VIDEO INTEGRATED PROCESSOR (VIP)

RAINFALL RATE CATEGORIZATIONS
DISPLAY
INCHES/HR RAINFALL RATE
COLOR STORM
(MM/HR) VIP LEVEL INCHES/HR
CATEGORY
(MM/HR)
> 5.0
EXTREME 6
> 2.1 ( > 125 )
MAGENTA
( > 52 ) 2.0 --- 5.0
INTENSE 5
(50 --- 125)
1 --- 2
VERY STRONG 4
0.5 --- 2.1 (25 --- 50)
RED
(12 --- 52) 0.5 --- 1
STRONG 3
(12 --- 25)
0.17 --- 0.5 0.1 --- 0.5
YELLOW MODERATE 2
(4 --- 12) (2.5 --- 12)
0.04 --- 0.17 0.01 --- 0.1
GREEN WEAK 1
(1 --- 4) (0.25 --- 2.5)
< 0.04
BLACK
(< 1 )

CSP A--013
Vol. 1 18--90--6
NAVIGATION SYSTEMS
REV 56, Jan 31/03
Radar Mode (cyan)

RADAR OFF -- Loss of weather radar input.
STBY -- Weather radar in standby mode.
WX -- Weather radar mode. USTB (amber)
MAP -- Ground mapping mode. Indicates an attitude
TEST -- Radar test mode. system failure. Turns cyan
+GCS (cyan) when radar stabilization
Indicates that ground has been deselected.
clutter suppression
has been selected.
Radar Status Line

NOTE <0028>
BRT
WX+GCS G+3 USTB T+10.7 TGT

UTC 11:42 TAS 250 GS 254 SAT 12 C TAT --15 C
TGT
Indicates target alert.
Range (white)
Indicates range as
selected on display 160
Range Arcs (white)
control panel. Indicates range increments.
Marks placed at 30 intervals.
Radar Returns 80
Indicates rainfall
intensity or ground DCP 2
targets. A yellow arc is Dynamic Sweep Mark (cyan)
displayed when the Represents position of weather
radar cannot accurately RADAR FAULT RADAR CONTROL FAULT
RADAR NOT AT THIS RANGE radar antenna.
determine rainfall
levels.
RADAR FAULT (cyan)
Internal fault detected.
Multifunction Display -- Weather Radar Mode
RADAR NOT AT THIS RANGE (cyan) RADAR CONTROL FAULT (amber)

Radar control has been transferred and Radar range disagrees with display
range disagrees with display control control panel range.
panel range.
Weather Radar System --- MFD Indications <MST>

Figure 18---90---4

CSP A--013
Vol. 1 18--90--7
NAVIGATION SYSTEMS

PANEL LOCATION
Receiver / WEATHER
K3
Transmitter RDR R/T
Weather WEATHER
DC BUS 1 1 K4
Radar RDR CONT 1
Control Panel
WEATHER
K5 <0028>
RDR CONT 2

CSP A--013
Vol. 1 18--90--8
NAVIGATION SYSTEMS
REV 56, Jan 31/03

CSP A--013
Vol. 1 19--00--1
PNEUMATIC
CHAPTER 19 --- PNEUMATIC
Page

INTRODUCTION 19--10
BLEED AIR SYSTEM 19--20

Bleed Air System 19--20--1
Engine Bleed Air 19--20--1
APU Bleed Air 19--20--1
High Pressure Ground Air Connection 19--20--6
BLEED AIR LEAK DETECTION 19--30

Bleed Air Leak Detection 19--30--1
INTRODUCTION
Figure 19--10--1 Bleed Air Distribution 19--10--2
BLEED AIR SYSTEM

Figure 19--20--1 Bleed Air System Schematic 19--20--2
Figure 19--20--2 Bleed Air System Controls 19--20--3
Figure 19--20--3 ECS Page 19--20--4
Figure 19--20--4 Bleed Air System EICAS Indications 19--20--5
BLEED AIR LEAK DETECTION

Figure 19--30--1 Bleed Air Leak Detection and Warning System 19--30--2
Figure 19--30--2 Bleed Air System Control Panel 19--30--3
Figure 19--30--3 Bleed Air Leak Detection --
Loop EICAS Indications 19--30--4

CSP A--013
Vol. 1 19--00--2
PNEUMATIC
REV 56, Jan 31/03
Table of Contents

CSP A--013
Vol. 1 19--10--1
PNEUMATIC
1. INTRODUCTION
The pneumatic system consists of two separate bleed air systems.
S Low pressure (10th stage) bleed air system
S High pressure (14th stage) bleed air system.
The low pressure system is supplied bleed air from the 10th stage of both engine
compressors. The 10th stage air is used to supply air for the left and right environmental
control systems, for pressurization and for engine starting. The APU bleed air system or
high pressure air from a ground air source can also be used to meet these requirements.
Normally, each engine supplies the user system on the respective side but, if the 10th stage
bleed air supply is lost from one side, a bleed isolation valve is provided for cross--bleeding
from the operable side.
The environmental control system can also receive conditioned air from a ground air cart.
<0007>
The high pressure system is supplied hot bleed air from the 14th stage of both engine
compressors. The 14th stage bleed air is used to supply the requirements of the wing and
cowl anti--ice systems and for thrust reverser operations. Normally, each engine supplies
the user system on the respective side but, if the 14th stage bleed air supply is lost from one
side, a wing isolation valve is provided for cross--bleeding from the operable side.
The bleed air leak detection system monitors the pneumatic ducting for high temperature
bleed air leaks. When the system detects a leak, visual warnings are displayed and aural
warnings sound to alert the crew to turn off the affected system.

CSP A--013
Vol. 1 19--10--2
PNEUMATIC
REV 56, Jan 31/03
Introduction
BLEED AIR SOURCES
APU
AIR CONDITIONING
LEFT AND RIGHT

ENGINE STARTING 10 TH STAGE
BLEED AIR
CABIN PRESSURE
GROUND
SOURCE
THRUST REVERSERS
LEFT AND RIGHT

WING ANTI--ICE 14 TH STAGE
BLEED AIR
ENGINE COWL
ANTI--ICE
Bleed Air Distribution

Figure 19---10---1

CSP A--013
Vol. 1 19--20--1
PNEUMATIC
Bleed Air System REV 56, Jan 31/03
1. BLEED AIR SYSTEM
A. Engine Bleed Air
The engine supplies both low (10th stage) and high (14th stage) pressure bleed air
from the compressors to the low and high pressure manifolds.
(1) Low Pressure (10th stage)
The low pressure bleed air manifold receives pressurized air from:
S The engine compressors 10th stage or,
S The APU compressor or,
S From an external ground air source.
Low pressure operated aircraft systems include engine starting, air-conditioning

and pressurization. Bleed air to the low pressure manifold is controlled by 10TH
STAGE bleed air switchlights on the BLEED AIR control panel. The switchlights
operate the respective L/R 10th stage bleed air shutoff valves. The left and right
systems normally operate independently but can be connected by opening the
bleed isolation valve. The bleed isolation valve is controlled by the 10TH STAGE
ISOL switchlight on the BLEED AIR control panel.
(2) High Pressure (14th stage)
The high pressure bleed air manifold receives pressurized air from the engine
compressors 14th stage.
High pressure operated aircraft systems include the wing anti---ice, cowl anti---ice
and thrust reverser systems. Bleed air to the high pressure manifold is through
the respective L/R 14th stage bleed air shutoff valves. The shutoff valves are
normally open but can be closed by selecting the 14TH STAGE bleed air
switchlights on the BLEED AIR control panel. The left and right wing anti---ice
systems normally operate independently but can be connected by a wing
isolation shutoff valve which is controlled by the 14TH STAGE ISOL switchlight on
the BLEED AIR control panel.
B. APU Bleed Air
The APU can be used on the ground to supply the low pressure manifold with bleed air
for air-conditioning or engine starting. The APU can also be used in flight, to supply
bleed air for engine starting (double engine failure) to a maximum altitude of 13,000 ft.
and to supply the air--conditioning system to a maximum of 15,000 ft. When the APU is
selected as the bleed air source, the bleed air is supplied through the APU load control
valve (LCV) to the left bleed air manifold. The APU LCV is controlled by a switchlight
on the BLEED AIR control panel. The 10TH STAGE bleed isolation valve must be
opened to pressurize the right manifold. The APU ECU modulates the LCV to limit APU
exhaust gas temperature and to prevent compressor surges.

CSP A--013
Vol. 1 19--20--2
PNEUMATIC
REV 56, Jan 31/03
Bleed Air System
LEFT RIGHT
WING ANTI--ICE WING ANTI--ICE
LEFT RIGHT
FUSELAGE FUSELAGE
LEFT PACK RIGHT PACK

LEFT WING ISOL
RIGHT WING
ANTI--ICE ANTI--ICE
VALVE VALVE
PRSOV
LEFT RIGHT RIGHT

LEFT COWL COWL
THRUST THRUST
ANTI--ICE ANTI--ICE REVERSE
REVERSE
POWER ISOL POWER
10 TH STAGE 10 TH STAGE DRIVE
DRIVE
UNIT UNIT
LEFT AIR 14 TH STAGE 14 TH STAGE

RIGHT AIR
TURBINE
TURBINE
STARTER
STARTER
LEFT
14 TH RIGHT
SOV LCV 14 TH
APU SOV
LEFT RIGHT
10 TH 10 TH
SOV SOV
EXTERNAL AIR
SOURCE
Bleed Air System Schematic

Figure 19---20---1

CSP A--013
Vol. 1 19--20--3
PNEUMATIC
L/R 14th Stage Bleed Air Switchlights

Controls the 14th--stage bleed air shutoff
10th Stage Isolation Valve Switch/Light valves.
When pressed in, bleed air isolation valve DUCT FAIL -- Indicates bleed air leak in
opens and OPEN (white) comes on. applicable duct. Illuminates during duct
When pressed out, isolation valve closes monitor test.
and OPEN light goes out. CLOSED -- Indicates shutoff valves fully
closed.
APU LCV Switchlight

OPEN -- APU LCV selected
open.
FAIL -- APU LCV open when
commanded by the interlock
protection circuit.
14th Stage ISOL

Switchlight
OPEN -- Indicates
isolation valve has
Bleed Air Panel been selected
Overhead Panel open.
10th Stage Left and Right Bleed Air

Switch/Lights
When pressed in, associated bleed air
shutoff valve opens and CLOSED (white)
goes out.
When pressed out, associated bleed air
valve closes and CLOSED (white) comes on.
DUCT FAIL (red) -- Comes on if bleed leak
detector sensors detect a failure in associated
duct section. DUCT FAIL goes out when the
failed duct is isolated and temperature sensor
cools.
Bleed Air System Controls

Figure 19---20---2

CSP A--013
Vol. 1 19--20--4
PNEUMATIC
REV 56, Jan 31/03
Bleed Air System
10th--Stage Bleed Air

Isolation Valve
Position Indicator
Left Bleed Air Shutoff

Valve Position Indicator Right Bleed Air
Shutoff Valve
Position Indicator
Left 10th--Stage Manifold

Pressure Readout Right 10th--Stage Manifold
Pressure Readout
Indicates the pneumatic
APU Load Control supply pressure available
Valve Position Indicator for operation of air
conditioning system.
Environmental Control System Page
ECS Page
Figure 19---20---3

CSP A--013
Vol. 1 19--20--5
PNEUMATIC
APU LCV FAIL caution (amber)

Load control valve has failed (either
open or closed).
<0039>
BLEED MISCONFIG caution (amber) <0039>
Comes on to indicate that the 10th and
14th stage bleeds are misconfigured for
take--off and landing.
(i.e., the wing/cowl anti--ice are in use and
the 10th stage bleeds are not closed for
take--off or landing).
<0006>
APU LCV OPEN status (white)

APU load control valve is open. 10th stage,
APU LCV OPEN switch/light comes on.
L/R 10TH SOV CLSD
status (white)
Primary Page corresponding SOV is closed.
Corresponds to 10th stage
10TH ISOL OPEN status (white) switch/lights indicating
Comes on to indicate that 10th stage isolation CLOSED (white). <0039>
valve is open. Corresponds to 10th stage ISOL
switch/light indicating OPEN (white).
14TH ISOL OPEN status (white)
Comes on when 14th stage bleed air
isolation valve is open. APU LCV OPEN
10TH SOV CLSD
14TH SOV CLSD status (white) 10TH ISOL OPEN
L/R 14th stage bleed air SOV open when 14TH ISOL OPEN
14TH SOV CLSD
switch/light unlatched (CLSD position). 10TH ARM OPEN
10TH ARM CLSD
L/R 10TH ARM OPEN status (white) <0039> 14TH ARM OPEN
14TH ARM CLSD
10th--stage switch is selected open but the
SOV is closed.
L/R 10TH ARM CLSD status (white) <0039>
10th stage bleed air switch is selected
closed but the SOV is open.
L/R 14TH ARM OPEN status (white) <0039>
14th stage switch is selected open but the <0039>
SOV is closed.
L/R 14TH ARM CLSD status (white) <0039>
Comes on to indicate that the applicable 14th stage
bleed air switch is selected closed but the SOV is open.
Status Page
Bleed Air System EICAS Indications <MST>
Figure 19---20---4

CSP A--013
Vol. 1 19--20--6
PNEUMATIC
REV 56, Jan 31/03
Bleed Air System
C. High Pressure Ground Air Connection
The high pressure ground connection is located on the aft left side of the fuselage
below No.1 engine. External high pressure air from a ground power cart can be used to
pressurize the 10th stage bleed air manifold with compressed air for engine starting.
The external air pressure is indicated on the EICAS, ECS synoptic page.
NOTE
When the aircraft is only operating on DC power, the

pressure readout on the ECS synoptic page is not
displayed.

CSP A--013
Vol. 1 19--20--7
PNEUMATIC

PANEL LOCATION
10 ST B/AIR DC
4 B1
ISOL ESSENTIAL
10th Stage 10 ST B/AIR
DC BUS 1 1 F11
Bleed Air SOV L
10 ST B/AIR
DC BUS 2 2 F11
Bleed Air SOV R
system 14 ST B/AIR
F9
ISOL
DC BUS 1 1
14th Stage 14 ST B/AIR
F10
Bleed Air SOV L
14 ST B/AIR
DC BUS 2 2 F10
SOV L

CSP A--013
Vol. 1 19--20--8
PNEUMATIC
REV 56, Jan 31/03
Bleed Air System

CSP A--013
Vol. 1 19--30--1
PNEUMATIC
Bleed Air Leak Detection REV 56, Jan 31/03
1. BLEED AIR LEAK DETECTION
The bleed air leak detection system monitors the 10th and 14th stage pneumatic and
anti-ice ducting for high temperatures associated with bleed air leakage. EICAS messages
and system control is provided by two bleed leak detection control units, one for the left
bleed system and one for the right bleed system. A test switch on the BLEED AIR control
panel is used to check for continuity in the leak detection system.
Overheat sensing elements are installed along the entire length of the 10th and 14th stage
ducting in the fuselage and pylon areas. The 10th stage bleed air system is monitored by
dual--loop overheat detectors and the 14th stage is monitored by a single--loop overheat
detection system. The wing anti--ice system uses single--loop detectors in the fuselage and
thermal switches in the wing leading edges. The dual sensing loops are used to ensure
dispatch reliability and to minimize system false warnings. To prevent false indications, both
loops must detect a leak before an EICAS message is posted. The supply ducting is
encased in a protective cover. If a leak occurs, holes in the protective cover will direct the
hot bleed air towards the sensing loops.
For normal wing anti--icing, hot bleed air from the 14th stage supply ducting is released
through piccolo tubes to heat the wing leading edges. Thermal switches in the leading edge
of each wing are used to detect leaks in the wing leading edge anti-ice ducting.

CSP A--013
Vol. 1 19--30--2
PNEUMATIC
REV 56, Jan 31/03
Bleed Air Leak Detection
SENSING
ELEMENT
SENSING
ELEMENT
BLEED AIR LEAK

CONTROL UNIT
SENSING
ELEMENT
DUCT
SENSOR ELEMENTS
RIGHT 14TH
STAGE MANIFOLD
SENSING ELEMENTS
RIGHT 10TH
STAGE MANIFOLD
SENSING ELEMENT
SENSING ELEMENTS
LEFT 10TH FWD
STAGE MANIFOLD
SENSING ELEMENTS
LEFT 10TH
STAGE MANIFOLD
SENSING ELEMENT
LEFT 14TH SENSING ELEMENT
STAGE MANIFOLD RIGHT FUSELAGE
SENSING ELEMENT
LEFT FUSELAGE NOTE
Duct removed for clarity
Bleed Air Leak Detection and Warning System

Figure 19---30---1

CSP A--013
Vol. 1 19--30--3
PNEUMATIC
Monitor Selector Switch

Used to check serviceability of detector loops in left and right sections of 10th and 14th stage systems.
TEST -- Tests 10th/14th stage loops by grounding loop to simulate a duct failure.
LOOP A -- Tests Loop A of 10th stage for continuity, to ensure that loop is not shorted to ground.
LOOP B -- Tests Loop B of 10th stage for continuity, to ensure that loop is not shorted to ground.
NORM -- Normal switch position. Leak detection on Loops A and B is provided.
Bleed Air Panel

Overhead Panel
Bleed Air System Control Panel

Figure 19---30---2

CSP A--013
Vol. 1 19--30--4
PNEUMATIC
REV 56, Jan 31/03
<0039> <0006>
L/R 10TH DUCT warning (red)

Comes on if temperature sensors BLEED
detect failure in 10th stage duct AIR
L 10TH DUCT segment. Corresponds to DUCT DUCT
R 10TH DUCT
L 14TH DUCT
FAIL L/R switch/light (red) on
R 14TH DUCT BLEED AIR panel.
ANTI--ICE DUCT
L/R 14TH DUCT warning (red)

Comes on if temperature sensors BLEED
detect failure in 14th stage duct AIR
segment. Corresponds to DUCT DUCT
FAIL L/R switch/light (red) on
BLEED AIR panel.
ANTI--ICE DUCT warning (red)

Comes on when bleed air leak is ANTI--ICE
detected in left and/or right DUCT
fuselage or wing anti--ice ducts.
Accompanied by voice alest:
<0039>
Primary Page
DUCT TEST OK
DUCT MON LOOP A
DUCT MON LOOP B
DUCT TEST O.K. advisory (green)
loop test is successful (all 5 duct warnings
will be displayed).
DUCT MON LOOP A/B status (white)

loop is under test.
<0039>
Status Page
Bleed Air Leak Detection --- Loop EICAS Indications <MST>

Figure 19---30---3

CSP A--013
Vol. 1 19--30--5
PNEUMATIC
A. SYSTEM CIRCUIT BREAKERS
SYSTEM SUB--SYST CB NAME BUS BAR CB PANEL LOCATION NOTES
BLEED DC ESS 4 B2
Bleed Air Bleed Leak LEAK TEST
System Detection
CONT L AC ESS 3 B1
CONT R B2

CSP A--013
Vol. 1 19--30--6
PNEUMATIC
REV 56, Jan 31/03

CSP A--013
Vol. 1 20--00--1
POWER PLANT
CHAPTER 20 --- POWER PLANT
Page

INTRODUCTION 20--10
THRUST CONTROL 20--20

Thrust Control 20--20--1
STARTING AND IGNITION SYSTEMS 20--30

Starting and Ignition Systems 20--30--1
Starting System 20--30--1
Ignition System 20--30--1
Start Sequence 20--30--2
Starter Limitations 20--30--2
OIL SYSTEM 20--40

Oil System 20--40--1
Engine Oil Level Indication System 20--40--4
Oil Replenishing System 20--40--6
Refilling Sequence 20--40--6
Engine Oil Filter Impending Bypass and Chip Detector Panel 20--40--8
FUEL SYSTEM 20--50

Fuel System 20--50--1
Engine Overspeed 20--50--4
Automatic Performance Reserve 20--50--4
N1 Thrust Settings <0039> 20--50--5
INTERTURBINE TEMPERATURE (ITT) MONITORING 20--55

Interturbine Temperature (ITT) Monitoring 20--55--1
VIBRATION MONITORING 20--60

Vibration Monitoring 20--60--1
REVERSE THRUST 20--70

Thrust Reverser System 20--70--1

CSP A--013
Vol. 1 20--00--2
POWER PLANT
REV 56, Jan 31/03
Table of Contents
INTRODUCTION
Figure 20--10--1 Power Plant -- Cross Section 20--10--3
THRUST CONTROL
Figure 20--20--1 Thrust Control -- Thrust Levers 20--20--2
STARTING AND IGNITION SYSTEMS

Figure 20--30--1 Starting and Ignition Systems -- Block Schematic 20--30--3
Figure 20--30--2 Starting and Ignition Systems -- Control Panel 20--30--4
OIL SYSTEM
Figure 20--40--1 Oil Distribution System -- Schematic 20--40--2
Figure 20--40--2 Oil System -- Oil Temp and Pressure
Figure 20--40--3 Engine Oil Level Indication System 20--40--5
Figure 20--40--4 Oil Replenishment System 20--40--7
Figure 20--40--5 Airplanes 7002 to 7158
Engine Oil Impending Bypass and Chip Detector Panel 20--40--9
Engine Oil Impending Bypass and Chip Detector Panel 20--40--10
FUEL SYSTEM
Figure 20--50--1 Fuel Distribution System Schematic 20--50--3
Figure 20--50--2 Engine Speed Control 20--50--5
Figure 20--50--3 Engine Indication (Fuel) 20--50--7
Figure 20--50--4 Engine Indication (N1) 20--50--8
Figure 20--50--5 Engine Indication (N2) 20--50--9
Figure 20--50--6 Automatic Performance Reserve (APR) 20--50--10
Figure 20--50--7 Engine Indication (N1 Bug) 20--50--11
Figure 20--50--8 Flight Management System Thrust Limit 20--50--12
INTERTURBINE TEMPERATURE (ITT) MONITORING
VIBRATION MONITORING
Figure 20--60--1 Engine Vibration Monitoring 20--60--2
REVERSE THRUST
Figure 20--70--1 Thrust Reverser Operation 20--70--3
Figure 20--70--2 Thrust Reverser 20--70--4
Figure 20--70--3 Reverse Thrust -- EICAS Indications 20--70--5

CSP A--013
Vol. 1 20--10--1
POWER PLANT
1. INTRODUCTION
The aircraft is equipped with two General Electric CF34--3A1 high bypass ratio turbofan
engines which have a normal take-off thrust rating of 8,729 pounds flat rated at 21_C (70_F).
In the event of an engine failure during takeoff, an automatic power reserve (APR) system,
will increase the thrust on the remaining engine to 9,220 pounds.
The aircraft is equipped with two General Electric CF34--3B1 high bypass ratio turbofan
engines which have a normal take-off thrust rating of 8,729 pounds flat rated at 30_C (86_F).
In the event of an engine failure during takeoff, an automatic power reserve (APR) system,
will increase the thrust on the remaining engine to 9,220 pounds.<0005>
The engine is a dual rotor assembly consisting of a fan rotor (N1) and a compressor rotor
(N2). The N1 rotor consists of a single-stage fan connected through a shaft to a 4-stage low
pressure turbine. The N2 rotor is a 14-stage axial flow compressor connected through a
shaft to a 2-stage high pressure turbine.
For normal engine function, intake airflow is accelerated through the single-stage N1 fan and
is divided into two airflow paths:
S Bypass air -- Air that is ducted around the engine to produce approximately 85% of the
engine thrust. On landing, thrust reversers are used to direct the bypass air forward to
assist in braking.
S Core air -- Air that enters the engine core section is compressed, mixed with fuel and
ignited. The expanding hot gases pass through the high pressure turbine which drives
the compressor. Air from the high pressure turbine passes through the low pressure
turbine which drives the N1 fan. The exhaust gases are then accelerated through the
exhaust nozzle to produce a portion of engine thrust.
A variable geometry (VG) system regulates airflow through the compressor by changing the
position of the compressor inlet guide vane and the variable geometry stator vanes on the
first five stages of the compressor. This is done to prevent compressor stall and surge by
optimizing the angle of attack of the vanes. The VG system is controlled by the fuel control
unit (FCU) which uses high pressure fuel to hydraulically move two actuators which are
mechanically linked to the VG system.
The engine fuel control system consists of a hydromechanical core engine speed (N2)
governing system and an electrical fan speed (N1) governing system. The engine is on N2
governing at low power settings and on N1 governing at high power settings.
An accessory gearbox, mounted on the engine, is driven by the N2 rotor. The following
components are mounted on and driven by accessory gearbox:
S Engine lubrication pump and integral oil reservoir
S Alternator (provides N2 speed indication and powers the fuel electronic control unit)
S Hydraulic pump
S Engine fuel pump assembly

CSP A--013
Vol. 1 20--10--2
POWER PLANT
REV 56, Jan 31/03
Introduction
S Integrated drive AC generator (IDG)
S Air turbine starter.

CSP A--013
CONCENTRIC
TRANS SHAFT
COWL
CORE
FAN AIR 4th--STAGE 6th--STAGE
NOSE COWL BLEED BLEED
INLET COWL BYPASS
AIR
FORWARD
CORE COWL
PRIMARY
AFT CORE EXHAUST
COWL NOZZLE
CENTERBODY
Introduction
CSP A--013
POWER PLANT
Figure 20---10---1

Power Plant --- Cross Section
LP TURBINE
SECTION (N1)
HP TURBINE
SECTION (N2)
Vol. 1
COMPRESSOR
FAN POWER SECTION (N2)
SECTION TAKEOFF
N1 ACCESSORY COMBUSTOR
GEARBOX SECTION
FAN
MASTER
COMPARTMENT
20--10--3
REV 56, Jan 31/03
REVERSER
ASSEMBLY
Vol. 1 20--10--4
POWER PLANT
REV 56, Jan 31/03
Introduction

CSP A--013
Vol. 1 20--20--1
POWER PLANT
Thrust Control REV 56, Jan 31/03
1. THRUST CONTROL
The thrust control system supplies the control signals for engine operation. The flight
compartment quadrant assembly consists of two thrust levers, two thrust reverser levers,
friction knob and internal locks and stops to control the engines in the forward and reverse
thrust ranges. (see section 20--70 of this chapter for the thrust reverser system).
The thrust levers control the application of power in the forward thrust range and have lever
settings of SHUTOFF, IDLE AND MAX POWER. Release latches (painted red) are located
behind each thrust lever. The release latches are used to remove the mechanical locks that
guard against inadvertent movement of the thrust levers to SHUTOFF.
A mechanical interlock built into the thrust levers, prevents reverse selection by the thrust
reverser levers until the throttles are at the idle position.
The thrust levers are connected by cable systems to the associated engine fuel control unit.
The thrust levers mechanically control power from idle to takeoff and reverse.
For electronic fuel contol, the thrust lever positions are monitored by transformers that are
housed in the quadrant. The thrust lever position information is provided to an N1 amplifier.
The amplifier uses the information to supply inputs to the fuel control unit to adjust the fuel
schedule relative to throttle position and ambient conditions. Electronic fuel control is only
effective at engine speeds greater than 79% N1, such as on takeoff, climb or in cruise.
An auto--retarding thrust mechanism ensures that the throttle lever is at IDLE whenever the
thrust reverser is in transit. In flight, if a thrust reverser is inadvertently deployed, the
affected throttle lever is automatically retarded to IDLE to minimize asymmetric thrust.
A switching unit, located below the quadrant, contains four switches for each thrust lever:
S Takeoff configuration switch -- provides a warning when the thrust levers are
advanced for takeoff and the spoilers are not in the takeoff configuration.
S Pressurization control switch -- On the ground, when the thrust levers are
advanced to approximately 80% N1, the pressurization system begins cabin
pre--pressurization.
S Landing configuration switch -- In flight, when the thrust levers are retarded
towards IDLE, a warning is initiated if the landing gear is not extended.
S Thrust reverser deploy switch -- Allows the thrust reversers to deploy through
signals from the thrust levers at idle and wheel spin--up.
A take--off go--around (TOGA) button, located on each forward thrust lever, can be used by
the flight crew to reset the flight director for go--around.

CSP A--013
Vol. 1 20--20--2
POWER PLANT
REV 56, Jan 31/03
Thrust Control
Take--Off / Go--Around
Thrust Levers (TOGA) Switches
Controls forward thrust and acts Momentary pushbutton
as the engine fuel shut--off. Remains switches associated with
locked at IDLE position during thrust the take--off / go--around
reverser operation. mode of the flight director.
THRUST
REVERSER
LEVERS
Idle / Shutoff Release Latches

Lift to advance thrust levers Thrust Settings
from SHUTOFF to IDLE SHUTOFF -- Shuts off
MAX fuel to engine at the
positions or to retard throttle
POWER FCU. Located at rear
levers from IDLE to SHUTOFF thrust lever stop.
positions. IDLE -- Lowest forward
IDLE
thrust setting. Located
SHUT--OFF at idle thrust lever stop.
MAX POWER --
Thrust Lever Friction Adjustment knob Nominal forward thrust
Adjusts friction on the hrust levers. Rotate setting. Located at
clockwise to increase friction. forward thrust lever
stop.
Thrust Control --- Thrust Levers

Figure 20---20---1

CSP A--013
Vol. 1 20--30--1
POWER PLANT
Starting and Ignition Systems REV 56, Jan 31/03
1. STARTING AND IGNITION SYSTEMS
A. Starting System
Pressurized air and DC electrical power are required for starter operation. The engines
can be started using air from the auxiliary power unit (APU) or from a ground air source.
A minimum supply pressure of 40 psi is required for engine start. The engines can also
be started using 10th stage cross bleed air from a running engine. For cross bleed
starting, the running engine N2 must be above 85%. Pneumatic pressure indications
are displayed on the EICAS ECS synoptic page.
Engine starting is initiated by the respective START switchlight on the Start/Ignition

panel, located on the overhead panel. The start sequence may be terminated at any
time by pressing the engine STOP switchlight.
When the engine START switchlight is pressed, the start control valve opens and allows
pressure from the 10th stage manifold to rotate the air turbine starter. The starter
drives the engine accessory gearbox, which in turn drives the engine N2 core section.
When the engine has accelerated to 20% N2 rpm, the thrust levers are advanced to the
IDLE position to turn on the fuel, resulting in engine light--off. As the engine
accelerates to the on speed condition, the starter will cut-out at 55% N2 rpm.
B. Ignition System
The engine ignition system provides high--energy electrical sparking to ignite the fuel/air
mixture in the combustion chamber during engine start. The system also provides
continuous ignition during icing conditions, in-flight restarts and/or when the aircraft
approaches a high angle of attack (stall).
Each engine has two independently controlled AC ignition systems. Each system (A
and B) consists of two ignition exciters and two igniter plugs. Ignition system A is
powered form the AC essential bus and ignition system B is powered from the battery
bus through a static inverter. Each system supplies electrical power to fire a dedicated
igniter in both engines. The engines are normally started using only one of the systems
as selected by the flight crew (A on even days and B on odd days). The ignitors may
be selected on one at a time (either IGN--A or IGN--B) or as a pair.
Continuous ignition can be activated manually by selecting the CONT switchlight on the
Start/Ignition panel which will activate both ignition systems on both engines.
Continuous ignition is used for the following flight conditions:
S Takeoff and landing on contaminated runways
S Takeoff with high cross wind components
S Flight through moderate to heavy intensity rain
S Flight through moderate to heavy intensity turbulence
S Flight in the vicinity of thunderstorms.

CSP A--013
Vol. 1 20--30--2
POWER PLANT
REV 56, Jan 31/03
Starting and Ignition Systems
Continuous ignition is also activated automatically by the stall protection computer,

when an impending stall is detected.
2. START SEQUENCE
When the engine START switchlight is pushed:
S The 10th--stage bleed isolation valve and the left and right bleed shutoff valves
open.
S The start valve on the associated engine opens to allow air pressure to the starter.
S When the start valve opens, the white START switchlight illuminates and the L or R
ENGINE START status message is displayed on the EICAS status page.
S At 55% N2, power is removed from the start valve and the starter disengages. The
white START switchlight goes out and the status message is removed.
A. Starter Limitations
START # TIME ON TIME OFF
1 60 seconds 10 seconds
2 60 seconds 10 seconds
3 and subsequent 60 seconds 5 minutes
Dry Motoring TIME ON TIME OFF
2 and subsequent 30 seconds 5 minutes

CSP A--013
Vol. 1 20--30--3
POWER PLANT
115 VAC
28 VDC
28 VDC
Starting and Ignition Systems --- Block Schematic

Figure 20---30---1

CSP A--013
Vol. 1 20--30--4
POWER PLANT
REV 56, Jan 31/03
L ENG and R ENG START

Used to initiate engine start sequence.
START (white) light indicates start
is selected.
IGNITION CONT
Used to select
continuous ignition of
both ignitors on both
engines.
ON (white) light
indicates continuous
ignition is selected on.
Engine Start/Ignition Panel

Overhead Panel
L ENG and R ENG STOP IGNITION
Used to stop engine start ARM (green) -- Arms respective
sequence. ignition system on both engines.
STOP (white) light indicates stop ON (white) -- Indicates that the
is selected. ignition system is activated.
Starting and Ignition Systems --- Control Panel

Figure 20---30---2

CSP A--013
Vol. 1 20--30--5
POWER PLANT
NO STRTR CUTOUT
caution (amber) <0039>
Indicates that the starter valve is not
BRT
closed when engine running.

<0039>
<0006>
Primary Page
IGNITION A,B advisory (green)

Comes on to indicate that one
ignitor is inoperative on one or
both engines.
IGNITION A
IGNITION A,B advisory (white) <0039> IGNITION B
IGNITION A/B
Comes on to indicate that at least CONT IGNITION
one ignitor is in use on L ENGINE START <0039>
each engine. R ENGINE START
IGNITION A/B advisory (green)

Comes on to indicate that both <0039>
ignitors are inoperative on
one engine.
CONT IGNITION status (white)
Indicates that all ignitors have been
selected on.
L or R ENGINE START status (white)
Indicates that engine start has been
selected.
Status Page
Starting and Ignition Systems --- L or R Start Abort Caution <MST>

Figure 20---30---3

CSP A--013
Vol. 1 20--30--6
POWER PLANT
REV 56, Jan 31/03

PANEL LOCATION
AC ESS BUS 3 B7
ENG IGN A
Ignition M2
1
System M3
Power Plant ENG IGN B BATT BUS
5 B1
Starter ENG START L M5
1
System ENG START R M4

CSP A--013
Vol. 1 20--40--1
POWER PLANT
Oil System REV 56, Jan 31/03
1. OIL SYSTEM
Each engine has an independent lubrication supply system consisting of an oil pump and an
oil reservoir which is integral to the accessory gearbox. The pressure pump draws oil from
the reservoir and supplies it to the various engine components for cooling and lubrication.
The usable oil quantity is 7 U.S. quarts (6.6 liters).
The lubrication system is pressurized by the main lube pump. Oil flows from the main pump,
passes through an oil filter and the oil/fuel heat exchanger. The oil then continues through
the engine, for cooling and lubricating, then to the engine sumps. Scavenge pumps return
the oil to the reservoir after passing through a chip detector and de-aerator.
Sensors for oil pressure and temperature indications are located on the forward side of the
oil tank. A chip detector is also mounted on the accessory gearbox in the scavenge oil
return line.
The engine oil system is monitored for oil temperature and oil pressure. The oil system
indications include analog pressure gauges, temperature and pressure digital readouts and
low oil pressure warning messages that are displayed on the EICAS primary page. Oil filter
impending bypass and chip detector indications are provided on the engine fault panel in the
aft equipment compartment.
During engine start, the oil pressure indications on the EICAS primary page are displayed
with an analog gauge and a digital readout. When both engines are started and oil pressure
is normal, the oil pressure gauges revert to N1 vibration gauges. The digital oil pressure
indication remains.
NOTE
The ENGINE OIL aural is inhibited when the engine is

shutdown on the ground. <0039>
Filling of the engine oil tanks is provided by a remote oil replenishment tank located in the aft
equipment compartment.

CSP A--013
TEMPERATURE
SENSOR
OIL LEVEL GRAVITY
EICAS DCUs SENSOR FILLER
LOW RELIEF REMOTE OIL
PRESSURE VALVE
REPLENISHMENT SYSTEM
SWITCH
REPLENISHMENT
PRESSURE TANK
TRANSDUCER CONTROL
PUMP SCAVENGE PANEL
RELIEF DEAERATOR P
P VALVE
PUMP
IMPENDING MASTER
BYPASS SWITCH CHIP
FILTER DETECTOR (AFT EQUIPMENT BAY)
ENGINE FUEL OIL HEAT
IN
OIL FUEL EXCHANGER SEAL AIR
FAULT OUT
PANEL
(AFT
EQUIPMENT
BAY)
Oil System
POWER PLANT
CSP A--013
P
Figure 20---40---1
P
B SUMP C SUMP
P
A SUMP GRAVITY

SCAVENGE SCAVENGE SCAVENGE
P
Oil Distribution System --- Schematic

P
LUBE AND SCAVENGE SEAL

PUMP ASSEMBLY DRAIN
Vol. 1
AIR/ OIL
SEPARATOR
AIR OVERBOARD
VIA DRAIN MAST
AGB LEGEND
MASTER
20--40--2
REV 56, Jan 31/03
PRESSURE
SCAVANGE
Vol. 1 20--40--3
POWER PLANT
L or G ENG OIL PRES

warning (red)
Indicates oil pressure is ENGINE OIL
less than 25 psi.
<0039>
<0006>
Primary Page
Oil Pressure Gauges

Indicates engine oil pressure.
Replaced by FAN VIB gauges
when both engines are
running and oil pressure is
above 24 psi.
Oil System --- Oil Temp and Pressure EICAS Indications <MST>
Figure 20---40---2

CSP A--013
Vol. 1 20--40--4
POWER PLANT
REV 56, Jan 31/03
Oil System
A. Engine Oil Level Indication System
The engine oil level indication system provides a means of checking (from the flight
compartment) if the engine oil tanks are full at engine shutdown after flight. The level
indication system is operated on the ground as a post--shutdown checklist item. The
engine oil level panel is located on the pilots side console and consists of:
S Two, split legend, FAIL/REFILL lights
S START/STOP, split legend, switchlight.
NOTE
1. The engine oil tank level is verified within three minutes and 2
hours after shutdown.
2. For aircraft operations in excess of 16 operating hours (without
engine oil tank servicing), the engine oil level must be checked
from the flight compartment ENGINE OIL LEVEL panel.

CSP A--013
Vol. 1 20--40--5
POWER PLANT
START/STOP Switch/Light START Light (green)

Pressed--in -- Engine oil LH,RH FAIL Light (amber)
Comes on to indicate Comes on to indicate
level indication system self that the engine oil level
test and panel lamp test is that, during the engine
indication system self oil level indication
activated. test is initialized. START
START light comes system self check, the
light remains on until the respective engine oil
on for 2 seconds. engine oil level check is level sensor has failed.
All lights go out for 1 complete.
second.
All lights come on for
4 seconds.
START light remains
on.
Upon successful completion
of the self test, engine oil
level check is automatically
activated.
Pressed--out -- Engine oil
level indication system is
de--energized. STOP Light (white)
Engine Oil Level Indicator Panel
Pilot’s Side Console Comes on, after 5
LH,RH REFILL Light seconds, to indicate that
(amber) the engine oil level check
Comes on to indicate that is complete and both
the respective engine oil engine oil levels are
level is low, 4543 cc (4.8 normal.
quarts US) or less.
Engine Oil Level Indicaton System

Figure 20---40---3

CSP A--013
Vol. 1 20--40--6
POWER PLANT
REV 56, Jan 31/03
Oil System
B. Oil Replenishing System
The engine oil replenishment system is located in the aft equipment bay. The system
enables the engine oil tanks to be filled remotely. The system includes a storage tank
with sight glass level indicator, an electric pump, a control panel and an engine
(manual) selector valve. The engine oil tank can also be refilled through a oil filler cap
on the oil tank.
NOTE
1. The maximum refill allowable is 1890 cubic centiliters (2 U.S.
quarts) without dry motoring the engine.
2. If the oil system has been replenished to maximum capacity
and the replenishment period has been exceeded, the
engine(s) must be dry motored.
3. The instruction placard for filling the engine oil tanks is located
below the replenishment oil tank.
C. Refilling Sequence
S Open the cover panel and select the power switch to ON (Check that the green ON
light illuminates)
S If the engine tanks are full, the respective FULL lights will illuminate
S If an engine FULL light does not come on, turn the selector valve to the engine that
requires oil until the FULL light illuminates
S Turn the power switch off.
NOTE
A bar installed on the cover panel will prevent the

panel from closing if the power switch is left on.

CSP A--013
Vol. 1 20--40--7
POWER PLANT
FILLER CAP
ENGINE OIL
REPLENISHMENT
TANK
ELECTRIC PUMP
OIL
QUANTITY
INDICATOR
COVER
PANEL MANUAL
SELECTOR
VALVE
Aft Equipment Bay
POWER
CONTROL
SWITCH
ON light (green)
Illuminates when the power LH FULL / RH FULL lights
switch is switched ON and Illuminates when the respective
the APU battery direct bus oil tank is full.
is powered.
Oil Level
Control Panel
Oil Replenishment System

Figure 20---40---4

CSP A--013
Vol. 1 20--40--8
POWER PLANT
REV 56, Jan 31/03
Oil System
D. Engine Oil Filter Impending Bypass and Chip Detector Panel
The panel is located in the aft equipment compartment on the left side. The panels OIL
FILTER and CHIP DETECT indicators provide warnings of impending filter bypass and
engine deterioration.
NOTE
Do not reset an OIL FILTER or CHIP DETECT

indicator unless instructed to by maintenance or when
conducting maintenance functional checks.

CSP A--013
Vol. 1 20--40--9
POWER PLANT
Engine Oil Impending Bypass and Chip Detector Panel

Airplanes 7002 to 7158
Figure 20---40---5

CSP A--013
Vol. 1 20--40--10
POWER PLANT
REV 56, Jan 31/03
Oil System
NOTE
If a fault is detected, the respective indicator light comes
ON red and remains ON until the RESET switch is pressed.
TEST switch
RESET switch Press--in, TEST OK:
Resets the OIL FILTER indicator light comes ON
and CHIP DETECT green, indicating that the
indicator lights. system is operational.
LH/RH CHIP DETECT

indicators lights
Lights OFF:
Oil systems operating LH/RH OIL FILTER
normally. indicators lights
Red light: Lights OFF:
Chip detection is Oil filters operating
indicated on respective normally.
side. Red light:
Impending oil filter
bypass is indicated on
respective side.
TEST OK
indicator light
Green light:
Indicates systems
operational.
Engine Oil Filter Impending Bypass

Effectivity: and Chip Detector Panel
Engine Oil Impending Bypass and Chip Detector Panel

Airplanes 7159 and Subsequent
Figure 20---40---5

CSP A--013
Vol. 1 20--40--11
POWER PLANT
E. System Circuit Breakers

PANEL LOCATION
L ENG OIL BATTERY
1 M1
PRESS BUS
R ENG OIL DC
Oil Pressure 4 B11
Oil System PRESS ESSENTIAL
Indications
OIL BYPS IND APU B8
ENG OIL BATTERY 5
DIRECT B9
PWR

CSP A--013
Vol. 1 20--40--12
POWER PLANT
REV 56, Jan 31/03
Oil System

CSP A--013
Vol. 1 20--50--1
POWER PLANT
Fuel System REV 56, Jan 31/03
1. FUEL SYSTEM
Fuel from the collector tanks is supplied to the respective engine fuel pump unit by a main
ejector or an electrical booster pump, through the engine fuel feed shutoff valve.
Engine fuel distribution is controlled by a gearbox-driven fuel pump unit and a mechanical
fuel control unit (FCU). Pressurized fuel from the centrifugal pump goes through the heat
exchanger and a filter then back to the fuel pump unit. The fuel/oil heat exchanger uses hot
engine oil to heat the combustion fuel and cold fuel to cool the engine oil.
The supply fuel pressure is then increased by the primary pump and then sent to the FCU
metering circuit and variable geometry (VG) actuator circuit. Fuel metered by the FCU is
then supplied to the combustion chamber via the fuel flow transmitter.
The FCU is a hydromechanical metering unit that supplies fuel in response to mechanical
commands from the thrust levers. During engine start and at low power settings the FCU
hydromechanically schedules the fuel to control N2 speed. At high power settings, the N1
amplifier trims the MFC fuel schedule. The FCU has two metering schedules, N2 speed
control and N1 speed control:
S N2 speed control -- At low power settings, the FCU hydromechanically controls N2 speed
relative to thrust lever position
S N1 speed control -- At takeoff, climb and cruise power, (with the speed switches selected
ON) the MFC electronically controls N1 above 79%.
NOTE
If N2 speed control is used to set takeoff thrust (engine

speed switches OFF), APR thrust will be inhibited.
Takeoff thrust will be obtained at a lower power lever
angle than if N1 speed control is used. The thrust
levers will not always be aligned when fans speeds are
matched.
CAUTION
Do not set the speed switches on the engine control

panel to the OFF position when the thrust lever is
above 79% N1. This will cause a rapid increase of N2
speed and may cause the engine RPM and
temperature to exceed normal limits.
Eighteen dual-orifice (primary and secondary) fuel injectors are installed on each engine.
The primary orifice is used to spray fuel into the combustor at low power settings. At power
settings above idle, the secondary orifice is opened and both the primary and secondary
orifices spray fuel into the combustor.

CSP A--013
Vol. 1 20--50--2
POWER PLANT
REV 56, Jan 31/03
Fuel System
Combustion fuel can be shut off by moving the thrust lever to the shutoff position or by
selecting the related engine fire push switchlight. Moving the thrust lever to the shutoff
position closes the FCU shutoff valve. The engine fire push switchlight closes the engine
fuel feed shutoff valve.
Fuel pressure is used to control and actuate the operability bleed valve and variable
geometry linkages for engine compressor surge and stall protection.
The operability bleed valve vents excess air overboard and the VG system varies the
position of the compressor inlet guide vanes and the first five stages of the stator vanes to
regulate air through the engine. Fuel metered by the FCU drives the VG actuators which
position the vanes open as engine speed increases and toward close as engine speed
decreases.
Fuel is also used to actuate and lubricate components within the fuel system.
Fuel that is not used for combustion is returned to the fuel system to provide motive flow
(venturi pressure) for the main and scavenge ejectors in the fuel tanks.

CSP A--013
Vol. 1 20--50--3
POWER PLANT
TRUST
LEVERS FUEL FLOW
TRANSMITTER
FUEL METERING UNIT

METERED
FUEL OUT
POP OUT FUEL

BUTTON IMPENDING SHUT--OFF
BYPASS N2
VALVE
SENSOR OVERSPEED
N2 GOVERNOR
GOVERNOR FUEL
INJECTORS
(QTY 18)
N1
FILTER METERING
VALVE
VG
SCHEDULE
T
DCUs
EICAS
OIL IN
N1
AMPLIFIER M
S
(ECU) A
FUEL/ OIL L
S
HEAT A
T
EXCHANGER V
E
E
R
PRIMARY
PUMP
CENTRIFUGAL
PUMP
COLLECTOR
TANK
BOOST
P PUMP MAIN
VG ACTUATORS
EJECTOR
FUEL FEED
SOV
SECONDARY MOTIVE FLOW

PUMP
FUEL PUMP UNIT
Fuel Distribution System Schematic

Figure 20---50---1

CSP A--013
Vol. 1 20--50--4
POWER PLANT
REV 56, Jan 31/03
Fuel System
A. Engine Overspeed
An N2 overspeed governor in the MFC trims the fuel flow if the N2 speed exceeds
103%.
N1 speed is normally limited by the N1 amplifier. A red overspeed tick mark is on the
analog scale at 98.6%. If the N1 exceeds 98.6%, the digital readout and pointer turn
red and flash for 4 seconds.
2. Automatic Performance Reserve
The automatic performance reserve (APR) system (which is part of the DCU logic) provides
automatic engine failure detection and subsequent thrust increase on the good engine
during takeoff and climb. The APR feature is armed when:
S The APR ARM switch, on the ENGINE CONTROL panel, is set to ARM
S Both ENG SPEED switches (on the ENGINE CONTROL panel) are set to ON
S Aircraft has weight--on--wheels (WOW)
S Both engines N1 is greater than 79%
S Two DCU’s must be serviceable.
When all the above conditions are met, a green APR ARM advisory message is posted on
the EICAS status page.
During takeoff or climb, if the N1 on either engine decreases below 67.6% for any reason,
the DCU’s will supply a signal to the N1 amplifier which will then signal the FCU to increase
the N1 speed 2.3% on the good engine for 5 minutes. The engine with the N1 drop will
revert to N2 mechanical control and will not follow N1 commands An APR icon will also
appear in the center of the N1 gauge of the good engine and the advisory message APR
ARM will be removed. The EICAS will also reset the ITT scale red line on the good engine
from 900 _C to 928_C.
NOTE
The APR does not affect or override thrust lever inputs

to the FCU. It is possible to advance the thrust levers
and obtain power settings higher than normal takeoff
thrust. With higher than normal takeoff thrust settings,
followed by a thrust loss on one engine, the good
engine will respond to the APR commands to increase
thrust which may result in the ITT limits being
exceeded.

CSP A--013
Vol. 1 20--50--5
POWER PLANT
APR Selector switches

Engine Speed L/R
Used to arm, test
Control Switches
and/or disable APR
Two--position switches
system.
used to set engine
ARM -- Arms APR
system if both (L/R) speed control via
electronic or
ENG SPEED switches
mechanical modes:
are at ON (both engines
ON -- Engine speed
in N1 speed control
control is in N1 mode
mode).
when N1 rpm exceeds
OFF -- Disables APR
system (APR will not 79.1 per cent.
OFF -- Engine
trigger if one engine <0019>
speed control is in N2
is throttled back).
Engine Control Panel mode regardless of N1
TEST 1, 2 -- Tests
Centre Pedestal rpm.
APR circuits.
TEST 1, 2, 3 -- Tests <0019>
APR circuits.
Engine Speed Control <MST>

Figure 20---50---2
3. N1 THRUST SETTINGS <0039>
The FMS is capable of calculating the N1 thrust limits and displaying them on the EICAS
primary page. The calculations are based on pressure altitude, static air temperature and
indicated airspeed. Calculated N1 thrust limits are provided for:
S Takeoff (TO)
S Go--around (GA)
S Climb (CLB)
S Cruise (CRZ)
S Maximum continuous thrust (MTC)
S Flex thrust (FLX).
The FMS calculated N1 value is selected on the THRUST LIMIT page of the FMS CDU. and
displayed on the primary page as:
S Digital reference
S Thrust mode annunciation
S Caret or doughnut.

CSP A--013
Vol. 1 20--50--6
POWER PLANT
REV 56, Jan 31/03
Fuel System
The thrust mode annunciation defines the thrust limit that has been selected while the digital
reference provides the value of the setting. Calculated TO, GA and MCT limits are displayed
as a cyan caret. When CRZ is set, the N1 caret is replaced with a white doughnut to
indicate that the setting does not represent the maximum N1 value.
On the ground, the FMS does not calculate the thrust settings until the OAT is entered on
the THRUST LIMITS page. The OAT entered must be followed by a degrees C or F.
Flex power for TO is selected by entering an assumed temperature on the THRUST LIMITS
page. Reduction in takeoff thrust is limited to ensure adequate aircraft performance in the
event of an engine failure. If entering an assumed temperature results in the calculated N1
FLX value being less than the maximum N1 reduction allowed, a LOW TAKEOFF N1 is
displayed on the THRUST LIMITS page and the FLX line remains blank. All FLX power
indications are displayed in magenta to differentiate them from other thrust settings.
The N1 values are influenced by the amount of 10th and 14th bleed air that is used by their
respective systems. The FMS monitors four different bleed air parameters to calculate the
thrust limit:
S OFF: All engine bleed valves are CLOSED
S 10TH: The engines are supplying the 10th--stage manifold
S COWL: The cowl anti--ice is selected ON
S WG+COWL: The wing and cowl anti--ice is selected ON.
The ENG BLEED line key can be used to observe changes in N1 values for different bleed
configurations. When the ENG BLEED line key selection does not agree with the BLEED
AIR panel switch positions, the active bleed status value is displayed in amber and the N1
limit is not displayed on the primary page.
The EICAS transmits the displayed N1 value to the FMS. If the calculated FMS N1
reference value and the received N1 differs, the N1 reference is removed from the primary
page and a FMS--EFD N1 DISAGREE message is displayed on the CDU.
The temperature from both ADC’s is also compared by the FMS. If the temperature
difference is more than 3 degrees, the N1 reference is removed from the primary page and a
ADC TEMP DISAGREE message is displayed on the CDU.
Through cross--talk capability, the two FMS compare calculated N1 values, If the N1
reference values differ, the N1 reference is removed from the primary page and a FMS--FMS
N1 DISAGREE message is displayed on the CDU. The EICAS also monitors the values
from the two FMS, and if there is a difference, the N1 reference is removed from the primary
page and a FMS--EFD N1 DISAGREE message is displayed on the CDU. <0024>

CSP A--013
Vol. 1 20--50--7
POWER PLANT
FUEL FILTER (L, R)

Caution (amber)
filter bypass when
pressure drop is
detected across
associated main fuel
filter.
<0039> FUEL LO PRESS

(L, R) Caution (amber)
Comes on at 5 psig
FUEL FLOW L/R to indicate that a low
Readout fuel pressure condition
Indicates rate of fuel (at the engine inlet) has
flow: been detected.
Green -- 0 to 5000 lb/hr.
(0 to 2270 kilograms
per hour.) <0001>
<0006>
Amber Dashes -- flow
greater than 5000 lb/hr.
(2270 kilograms
per hour.) <0001>
Primary Page
Engine Indication (Fuel) <MST>

Figure 20---50---3

CSP A--013
Vol. 1 20--50--8
POWER PLANT
REV 56, Jan 31/03
Fuel System
ENGINE OVERSPD
Warning (red) <0039>
Comes on to indicate that an
N1 / N2 limitation is being
exceeded.
<0039> <0006>
Takeoff N1 Readout
(cyan) ENG OVERSPD N1 Bug Readout <0039>
L ENG MISCOMP
Indicates value set at R ENG MISCOMP Indicates value set by the
MENU page (N1 FMS (THRUST LIMIT page).
REFERENCE Line), when
airplane is in a If the pilot--entered altitude
take--off/configuration. and temperature values are
out of range, then N1 bug
readout will be blanked.
Displayed on ground and If FMS failed -- readout

removed automatically then indicates value set on
when airplane is at cruise EICAS MENU page
altitude. (N1 reference line).
NOTE NOTE <0039>
N1 bug must be manually If a data comparator
reset for go--around. error is detected, the
N1 bug comes on during FMS CDU will display a
flap or gear extension. FMS -- EFD N1 DISAGREE
message and N1 bug
Primary Page information will be blanked.
<0039> If a temperature error has
N1 Bug -- for been detected, the FMS
N1 Bug <0039> N1 READER/POINTER CDU will display an ADC
CRZ (cyan) TO -- Take--off
(magenta -- FLEX) TEMP DISAGREE message
(cyan -- all other phases). GA -- Go--around and N1 bug information will
Takeoff N1 Bug (cyan) be blanked.
<0039>
N1 REFERENCE
TO -- Take--off
GA -- Go--around
FLEX -- Reduced
thrust take--off.
CLB -- Climb
CRZ -- Cruise
MCT -- Maximum N1 REFERENCE
continuous thrust L/R APR (green)
TGT -- Manual entry L/R REV (green)
of target N1. L/R REV (amber)
Engine Indication (N1) <MST>

Figure 20---50---4

CSP A--013
Vol. 1 20--50--9
POWER PLANT
<0039>
<0006>
Primary Page
Red Tick Mark

Red
(99.3%)
(99.3%)
Green
(78 to 99.2%)
Green
(0 to 99.2%)
Amber
N2 Core Vibration (0 to 77.9%)
(Wing anti--ice off) (Wing anti--ice on)
Message (Icon)
Displayed when N2
vibration > 1.7 MILS.
Engine Indication (N2) <MST>

Figure 20---50---5

CSP A--013
Vol. 1 20--50--10
POWER PLANT
REV 56, Jan 31/03
Fuel System
<0039> <0006> APR INOP Caution

(amber) <0039>
APR icon (L, R one of the following:
engine) (green) APR has failed,
Comes on when engine or
is in an APR condition. APR switch is
selected off.
APR INOP Caution
(amber)
one of the following:
APR has failed
system tests, or
APR has failed
during flight, or
APR is not armed
during take--off or
Engine speed
switches are not on.
APR TEST (1, 2) OK
Advisory (green) APR CMD SET
Comes on to indicate Caution (amber)
successful test of DCU Comes on to indicate
and APR circuits. that both engines are
inadvertently at APR
APR TEST (1, 2, 3) OK power. Both N1
Advisory (green) <0019> Primary Page
gauges indicate APR
Comes on to indicate icon and
successful test of DCU corresponding N1
and APR circuits. increase.
APR ECU FAIL (L, R)
that APR relay has
energized but APR <0039>
circuit is not triggered.
DCU APR (1, 2)
FAIL Status (white)
that APR relay has not
energized during test. ENG ECU (L, R) FAIL
DCU APR (1, 2, 3) Status (white)
FAIL Status (white) <0019> Comes on to indicate
Comes on to indicate that APR relay has
that APR relay has not energized but APR
energized during test. circuit is not triggered.
ENG TYPE MISCOMP <0039>
that there is a DCU
miscompare. Status Page
Automatic Performance Reserve (APR) <MST>
Figure 20---50---6

CSP A--013
Vol. 1 20--50--11
POWER PLANT
NOTE <0039>
The N1 reference bugs
<0039> and digital readout values
TAKEOFF N1
are normally set by the
POINTER AND
FMS. If the FMS fails, the
READOUT (cyan)
N1 reference bugs and
Comes on when the
digital readout values are
airplane is on the
set using the MENU page.
ground in a takeoff or
landing configuration.
Removed from the
display when the <0006>
airplane is at cruise
altitude or when the
airplane lands.
Pointer and readout <PRE0039>
values set at EICAS
MENU page.
NOTE
N1 bug must be manually EICAS MENU PAGE
reset for go--around. Primary Page Displayed when MENU
key on EICAS control
N1 bug comes on during panel is pressed.
flap or gear extension.
N1 REFERENCE Line
N1 REFERENCE
Accessed through
READOUT
UP/DN keys on
Green -- Active
EICAS control panel.
and/or preset data
Values set by slewing
that may be
through digits (using
displayed on primary
UP/DN) and
page.
confirming each digit
Cyan -- Data being
with SEL switch.
edited.
Cursor will go to
White -- Inactive/
ACCEPT line and
default data.
prompt message will
Readout defaults to
appear if entry is not
last entered data.
within 76 to 98.5.
SEL switch used to
confirm entry.
CANCEL line used to
cancel edit.
Values entered will
be displayed on
primary page when
conditions are met. Menu Page
Engine Indication (N1 Bug) <MST>

Figure 20---50---7

CSP A--013
Vol. 1 20--50--12
POWER PLANT
REV 56, Jan 31/03
Fuel System
CRZ selected on the FMS

and displayed as a doughnut
on the primary page.
To make the <ACT> cursor move,

press line select key opposite the
desired thrust value.
When selected, the white

<ACT> changes to cyan, along
with the thrust value. The value
is now displayed on the primary
page.
To display the FLX value on the

FMS, first a FLX TEMP must be
entered.
When FLX is selected, the

white <ACT> changes to magenta,
along with the thrust value. The
thrust value is now displayed on
the primary page.
FLX selected on the FMS

and displayed on the primary
page. Once airborne FLX is
removed from the FMS.
Flight Management System Thrust Limit <0039>

Figure 20---50---8

CSP A--013
Vol. 1 20--55--1
POWER PLANT
Interturbine Temperature Monitoring REV 56, Jan 31/03
1. INTERTURBINE TEMPERATURE (ITT) MONITORING
The engine ITT is measured by ten probes mounted around the engine turbine section. The
probes measure the average gas path temperature at the high pressure turbine (HPT) exit
Each probe generates a millivolt signal which is sent to an engine mounted junction box
where the signals are averaged and then sent to the DCU’s for ITT indication on the EICAS
primary page.

CSP A--013
Vol. 1 20--55--2
POWER PLANT
REV 56, Jan 31/03
Interturbine Temperature Monitoring
<0039> <0006>
<0039>
<0039>
Primary Page
(APR activated)
Green <0039>
(0 to 884 C) (APR not activated)
(Maximum Continuous Thrust)
(0 to 900 C)
(MCT)
Engine Indication (ITT) for CF34---3A1 <MST>
Figure 20---55---1

CSP A--013
Vol. 1 20--55--3
POWER PLANT
Interturbine Temperature Monitoring REV 56, Jan 31/03
<0039> <0006>
Primary Page
(APR activated)
(APR not activated) (Maximum Continuous Thrust)

(MCT)
Engine Indication (ITT) for CF34---3B1 <MST>

Figure 20---55---2

CSP A--013
Vol. 1 20--55--4
POWER PLANT
REV 56, Jan 31/03
Interturbine Temperature Monitoring

CSP A--013
Vol. 1 20--60--1
POWER PLANT
Vibration Monitoring REV 56, Jan 31/03
1. VIBRATION MONITORING
The N1 fan and the N2 core section are continuously monitored for vibration. A signal
conditioner unit, mounted in the avionics compartment, monitors the vibration levels in each
engine that it receives from N1 fan and N2 core speed sensors. The unit processes the
signals and provides output signals to the DCU’s for display on the EICAS primary page.
The system can be tested using the VIB test switch on the ENGINE CONTROL panel.
The N2 vibration level is only indicated as a VIB icon on the respective N2 gauge when the
vibration level exceeds 1.7 mils.
The N1 fan vibration gauges are only displayed after engine start when both engines are at
idle and the engine oil pressure is normal. When the N1 vibration level exceeds 2.7 mils, the
gauge and pointer color change to amber. When either engine is shutdown or oil pressure is
low, the N1 vibration gauges revert to oil pressure gauges.

CSP A--013
Vol. 1 20--60--2
POWER PLANT
REV 56, Jan 31/03
Vibration Monitoring
<0019>
Engine Control Panel
Center Pedestal
<0039>
N2 Fan Vibration
Gauges
Displayed when N2
vibration > 1.7 MILS.
<0006>
Primary Page
Amber Arc
4.0 MILS (2.7 to 4.0 MILS)
N1 Vibration Readout
Green 0 to 2.6 MILS
Amber w 2.7 MILS
2.6 MILS 0 MILS Green

(0 to 2.6 MILS)
Engine Vibration Monitoring <MST>

Figure 20---60---1

CSP A--013
Vol. 1 20--60--3
POWER PLANT
Vibration Monitoring REV 56, Jan 31/03

PANEL LOCATION
Power Vibration ENG VIB
DC BAT 1 C7
Plant Monitor MON

CSP A--013
Vol. 1 20--60--4
POWER PLANT
REV 56, Jan 31/03
Vibration Monitoring

CSP A--013
Vol. 1 20--70--1
POWER PLANT
Reverse Thrust REV 56, Jan 31/03
1. THRUST REVERSER SYSTEM
The thrust reverser (TR) system is used to assist in stopping the aircraft during landing
rollout or during a rejected/aborted take-off.
The TR system is installed at the discharge end of the fan duct and provides reverse thrust
by redirecting fan bypass air in the forward direction through a series of blocker doors and
cascade vanes. The TR actuating system uses pneumatic pressure from the 14th--stage
bleed air system to deploy and stow the thrust reverser.
The TR system is armed using the thrust reverser LH and RH ARMED switches on the
THRUST REVERSER panel on the center console. The TR system is controlled using the
thrust reverser levers on the thrust lever quadrant.
Each thrust reverser lever is held down in the stow position by a lever lock which is released
by pressing on the release trigger under the reverser handle. Raising the thrust reverser
levers is only possible when the thrust levers are at IDLE. This action simultaneously locks
the forward thrust levers in the IDLE position.
The thrust reverser levers can initially be raised approximately 20_, where they contact a
solenoid stop. The solenoid stop prevents TR lever movement beyond deploy or reverse
idle positions until the reverser assemblies are fully deployed.
NOTE
An autoretarding thrust lever mechanism makes sure

that the thrust levers are at idle whenever the thrust
reverser assemblies are in transit. In flight, should a
thrust reverser inadvertently deploy, the autoretarding
mechanism will automatically retard the affected
engine thrust lever to IDLE to minimize asymmetric
thrust.
Once the TR is fully deployed, the TR levers control reverse thrust from idle to maximum
reverse power. Reverse operation shuts off the 14th--stage bleed air. Returning the TR
levers to idle (full down) opens the 14th--stage bleed air and stows the reversers. Once the
reversers are stowed, the thrust levers can be moved forward to increase engine thrust.
NOTE
Reverser deployment does not prevent the thrust

levers from being selected to shutoff.
Emergency stow switches are provided on the TR panel to drive the thrust reverser to the
stow position should the automatic stow system fail.

CSP A--013
Vol. 1 20--70--2
POWER PLANT
REV 56, Jan 31/03
Reverse Thrust
WARNING
< For aircraft not incorporating SB 601R-- 27-- 012 Effectivity AC 7003, 7007
to 7030, 7033, 7035, 7038, 7078, 7081 to 7126>,
Inadvertent actuation of the thrust reverser triggers,
may result in thrust reverser lock at idle. If this occurs,
stow the thrust reverser levers in the full forward
position.
The 14th--stage bleed air does not supply sufficient air pressure to operate the anti--ice
system and the TR system at the same time. Therefore, the anti--icing system is
automatically disabled upon thrust reverser deployment and remains disabled until the TR
has been stowed for 5 seconds.
CAUTION
Wing overheat (WING OVHT) may occur if only one

thrust reverser is deployed with both engines
operating and the wing anti--ice selected on.

CSP A--013
Vol. 1 20--70--3
POWER PLANT
Normal Operation
CORE
AIR FLOW
With Reverser Deployed
THRUST REVERSER
ARM SWITCH
EMER STOW
Switch Light
Used to stow thrust
reverser during an
emergency.
Thrust Reverser Operation
Figure 20---70---1

CSP A--013
Vol. 1 20--70--4
POWER PLANT
REV 56, Jan 31/03
Reverse Thrust
LEFT ENGINE RIGHT ENGINE

Thrust Reverser (TR) THRUST REVERSER THRUST REVERSER
Levers LEVER LEVER
With thrust levers at
IDLE, pulling on TR
levers deploys thrust
reversers if the following
conditions are met:
Thrust reverser system NOTE
is armed (THRUST
REVERSER switch at When reverse thrust has
ARMED and EICAS been selected, forward
acknowledgment thrust is locked out.
messages L REV
ARMED and R REV
ARMED).
Aircraft is on ground or
wheel spin--up exceed
16 kt.
THURST
REVERSER
KNOBS (white)
RELEASE
TRIGGER
GUARDS
Thrust Reverser
Figure 20---70---2

CSP A--013
Vol. 1 20--70--5
POWER PLANT
REV Icon REV UNSAFE L/R

Amber -- Thrust Caution (amber)
reverser unlocked. Comes on to indicate
Green -- Thrust system is unsafe to arm
reverser deployed. in flight.
<0039>
REV UNSAFE L/R
Caution (amber)
that reverser has been
inadvertently moved
from fully stowed
position and remains
on until reverser has
been fully stowed.
<0006>
Primary Page
REV UNSAFE L/R

Caution (amber)
<0039>
that both left and right
reversers have armed.
<0039>
Status Page
Reverse Thrust --- EICAS Indications <MST>

Figure 20---70---3

CSP A--013
Vol. 1 20--70--6
POWER PLANT
REV 56, Jan 31/03
Reverse Thrust

PANEL LOCATION
THRUST
REV AUTO B5
STOW 1
THRUST
Thrust REV AUTO DC B6
Power Plant STOW 2 4
Reversers ESSENTIAL
THRUST
B7
REV 1
THRUST
B8
REV 2

CSP A--013
Vol. 1 21--00--1
WATER AND WASTE SYSTEMS
CHAPTER 21 --- WATER AND WASTE SYSTEMS
Page

INTRODUCTION 21--10
POTABLE WATER SYSTEM 21--20

Potable Water System 21--20--1
Servicing 21--20--2
LAVATORY WASTE SYSTEM 21--30

Lavatory Waste System 21--30--1
INTRODUCTION
Figure 21--10--1 Potable Water and Waste
Systems -- General Arrangement 21--10--2
POTABLE WATER SYSTEM

Figure 21--20--1 Galley Potable Water System 21--20--3
Figure 21--20--2 Lavatory Water System 21--20--4
Figure 21--20--3 Galley Control Panel 21--20--5
LAVATORY WASTE SYSTEM

Figure 21--30--1 Waste Disposal System 21--30--2

CSP A--013
Vol. 1 21--00--2
REV 56, Jan 31/03
Table of Contents

CSP A--013
Vol. 1 21--10--1
1. INTRODUCTION
The water and waste systems include potable water, lavatory waste equipment and system
controls.
Two potable water systems store and supply potable water to the galley and lavatory. The
forward water system supplies potable water to the water dispenser and coffee maker in the
galley. The aft water system supplies wash water to the lavatory sink. Both water systems
are controlled from a single control panel located in the galley. Each water system has a
servicing panel located on the right forward and aft external fuselage. Each servicing panel
has controls for filling or draining of the related potable water system.
The lavatory waste system consists of a waste holding tank containing flushing fluid and a
servicing panel. The servicing panel is located on the right aft external fuselage. System
controls are provided to drain, rinse, prime and flush the toilet.

CSP A--013
Vol. 1 21--10--2
REV 56, Jan 31/03
Introduction
AFT WATER
AFT TANK (CARGO BAY)
WATER
TANK
DRAIN WASHBASIN
LINE SUPPLY LINE
WASHBASIN
FAUCET
WASHBASIN
DRAIN LINE
SERVICE
DOOR (REF)
AFT
DRAIN GALLEY WATER
MAST SUPPLY LINE
AFT GALLEY
WATER DRAIN
TANK LINE
SERVICE
PANEL
TOILET
DRAIN/SERVICE FORWARD
PANEL WATER TANK
SERVICE PANEL
FORWARD
DRAIN MAST
FORWARD
WATER TANK
(UNDER FLOOR)
Potable Water and Waste Systems ---General Arrangement

Figure 21---10---1

CSP A--013
Vol. 1 21--20--1
Potable Water System REV 56, Jan 31/03
1. POTABLE WATER SYSTEM
The potable water system stores, supplies and controls the flow of water to the galley and
lavatory. Potable water for the coffee maker, water dispenser and galley wash basin is
stored in the forward water tank. Potable water for the lavatory wash basin is stored in the
aft water tank. Each tank has a water level/temperature probe and a heater. System power
on/off switches, water tank level lights and system circuit breakers are located on the galley
control panel in the galley. The forward and aft water systems are independent, but are
controlled by a single potable water system electronic control unit (ECU) located in the
avionics compartment. The ECU controls the tank heaters, pumps and provides water level
indications to the control panel.
Potable water is supplied to the galley from a single 5 USG (19 LTR) water tank located
under the galley floor. Potable water is supplied to the galley by an ECU controlled pump,
which maintains the water supply line pressure to the galley. The ECU controls the galley
tank heater to maintain the water temperature between 10 to 20_C (50 -- 68_F). Each tank
heater contains a thermal fuse for overheat protection, which removes power to the heater
when it exceeds a preset point and turns on the OVHT light on the galley control panel.
Potable water is supplied to the galley from a single 8 USG (30 LTR) water tank located
under the galley floor. Potable water is supplied to the galley by an ECU controlled pump,
which maintains the water supply line pressure to the galley. The ECU controls the galley
tank heater to maintain the water temperature between 10 to 20_C (50 -- 68_F). Each tank
heater contains a thermal fuse for overheat protection which removes power to the heater
when it exceeds a preset point and turns on the OVHT light on the galley control panel.
<0080>
Potable water is supplied to the lavatory sink from a single 5 USG (19 LTR) water tank
located in the baggage compartment. Potable water is supplied to the lavatory by a pump
which is controlled by the sink faucet selection. Wash basin water is heated to 25 ±5_C
(77 9_F).
A water level/temperature probe is installed in each tank and supplies level and temperature
information to the ECU. The ECU then uses the information to control the tank heaters and
to illuminate the respective empty, 1/4, 1/2, 3/4 or full level indicator on the galley control
panel.
Electrical power for the ECU, tank heaters and line heaters is controlled by the respective
galley and lavatory ON/OFF switches on the galley control panel.
Effectivity:
S Airplanes Pre SB 601R-- 38-- 19 thru 22
Each system provides drainage of used water overboard through drain masts on the bottom of
the fuselage. All components that could possibly freeze are heated and/or insulated to
maintain the component temperature above the freezing point.

CSP A--013
Vol. 1 21--20--2
REV 56, Jan 31/03
Potable Water System
CAUTION
In flight, if the galley or lavatory ON/OFF switch is

inadvertently selected OFF, power will be removed
from the corresponding mast heater. Continued use
of the respective drain system may cause ice
accumulation on the drain mast which may detach and
cause damage to the aircraft. <Pre SB 601R--38--19 thru 22>
Effectivity:
S Airplanes Post SB 601R-- 38-- 19 thru 22
Each system provides drainage of used water overboard through drain masts on the bottom of
the fuselage. All components that are likely to freeze are heated and/or insulated to maintain
the component temperature abovethe freezing point. The drain mast heaters are continuously
powered from AC utility bus 2. This is done to prevent ice build--up on the drain masts, in
flight, if the galley or lavatory ON/OFF switch is inadvertently selected OFF. Power can be
removed from the drain masts by opening the LINE HTR circuit breakers on the potable water
system control panel or by removing power from AC utility bus 2.
2. SERVICING
Each potable water system has a service panel located on the right side of the external
fuselage. The galley service panel is forward and the lavatory service panel aft. Each
service panel has a water fill port and a control handle.
When the control handle is positioned to the FILL position, water can be pumped into the
system using the fill adapter. When the tank is full, water flows out through the overboard
drain mast. When the control handle is placed in the DRAIN position and pulled, the potable
water is drained from the tank through the drain mast.
Effectivity:
S Airplanes Post SB 601R-- 38-- 19 thru 22
When the control handle is positioned to the FILL position, water can be pumped into the
system using the fill adapter. When the tank is full, water flows out through the overboard drain
mast. When the control handle is placed in the DRAIN position and pulled, the potable water is
drained from the tank through the drain mast. The control handle must be returned to the
vertical (closed) position or the serving door will not close.

CSP A--013
Vol. 1 21--20--3
LEGEND COFFEE MAKER

Electrical connection. AND WATER GALLEY
Mechanical connection. DISPENSER VENT
Fill line. WITH DRAIN PAN
Overflow line.
Drain line.
Pressure supply line. GALLEY
CONTROL
PANNEL
OVERFLOW GALLEY
PORT
SINK
CABIN FLOOR (REF) FILL
VALVE
ELECTRONIC
CONTROL TANK
UNIT VENT
GALLEY
WATER TANK
ASSEMBLY
FILTER
PX SW
PRESSURE
MANIFOLD
DRAIN VALVE HEATED DRAIN
MAST (FWD)
WATER FILL PORT
DUSTCAP
FILL AND DRAIN
HANDLE
Potable Water Service and Drain Panel

Galley Potable Water System
Figure 21--20--1

CSP A--013
Vol. 1 21--20--4
REV 56, Jan 31/03
FILL
VALVE
LAVATORY
ECU
PRESSURE
RELIEF
VENT
MANIFOLD
FAUCET LAVATORY
SWITCH WATER
TANK
ASSEMBLY
DRAIN
MANIFOLD
WASHBASIN
FILTER
SHUTOFF
VALVE LEGEND
Electrical connection.
Mechanical connection.
Fill line.
Overflow line.
Drain line.
Pressure supply line.
HEATED DRAIN
MAST (AFT)
WATER FILL PORT
DUSTCAP
FILL AND DRAIN
HANDLE
Potable Water Service and Drain Panel

Lavatory Water System
Figure 21--20--2

CSP A--013
Vol. 1 21--20--5
GALLEY POWER Switch (green) LAVATORY POWER Switch (green)

ON: ON:
Activates heater system, Activates heater system,
Turns on level control system Turns on level control system
OFF: OFF:
De--activates heater system, De--activates heater system,
Turns off level sensing. Turns off level sensing.
NOTE
15 minute total warm--up sequence.
WATER LEVEL Indicators (green)

Come on to indicate water level in
corresponding tanks. Tank heaters EMPTY Indicators (green)
will not come on if E (empty) Go off to indicate corresponding
indicator is off. Will flash to indicate tanks empty. Tank heaters and
control failure. pumps, automatically deactivated.
Will flash during warm--up sequence.
OVERHEAT Indicators (amber) Water System Circuit Breakers

Steady -- Comes on to indicate an overheat. Used to protect the following:
The heaters are automatically de--activated. Galley and lavatory pumps control
Flashing -- Comes on to indicate a heater system.
control malfunction. The heaters are Galley and lavatory tank heaters.
automatically de--activated. Galley and lavatory heating system.
Galley Control Panel

Figure 21--20--3

CSP A--013
Vol. 1 21--20--6
REV 56, Jan 31/03

PANEL LOCATION
Potable Waste WASTE
U4
System SYSTEM DC SERVICE
Water System BUS
WATER CONT U5
Control Logic
2
Lavatory Tank WATER HTRS
D13--D14
Heaters LINES AC UTIL BUS
Lavatory Line WATER HTRS 2
D15
Heaters TANKS
GALLEY
DC SERVICE
Potable Water CONT & IND
System Galley GALLEY TANK Ci i
Circuit
HTR Breakers
AC UTIL BUS are
GALLEY LINE 2 located on
HTRS the Galley
LAVATORY Control
DC SERVICE
CONT & IND Panel
LAVATORY
Lavatory
TANK HTR AC UTIL BUS
LAVATORY 2
LINE HTRS

CSP A--013
Vol. 1 21--30--1
Lavatory Waste System REV 56, Jan 31/03
1. LAVATORY WASTE SYSTEM
The lavatory waste system stores waste material from the lavatory toilet and provides a
means of flushing the toilet bowl. The toilet assembly is self-contained and consists of a
integral seat and bowl assembly, holding tank, electric pump, timer, filter, flush handle and
service panel.
The holding tank holds the deodorant flushing solution and waste material until removed by
ground servicing personnel.
When the toilet flush handle is pushed, a timer energizes the electric pump for 10 seconds.
The pump draws the flushing fluid from the tank, through a filter, and sends it out through the
bowl assembly flush ring.
The system is serviced by means of a lavatory service panel, located on the right side of the
aft fuselage. When the service vehicle drain line is connected to the drain port, the T-handle
is pulled then rotated to the left. This opens the holding tank drain valve, on the bottom of
the tank, allowing the tank to empty through the drain line.
Once the holding tank is emptied, rinsing agent and flushing fluid are sent through the
charging port, flushing and cleaning the tank and lines. The T-handle is then turned to the
right and pushed in to close the drain valve. The tank is then filled with precharge flushing
fluid until the fluid level light on the service panel illuminates.
The toilet requires a precharge of 2.3 US gallons (8.7 liters) of flushing fluid.

CSP A--013
Vol. 1 21--30--2
REV 56, Jan 31/03
Lavatory Waste System
LAVATORY
FLUSH LEGEND
BOWL
HANDLE Mechanical connection
ASSEMBLY
Ground rinse inlet tubing
Lavatory waste duct assembly
CHECK
VALVE
HOLDING
TANK
DRAIN VALVE
TIMER
MOTOR
VENT
FILTER
AND PUMP
DRAIN WASTE DUMP
CONNECTION RINSE CABLE T--HANDLE
CONNECTION
T Handle
Waste Valve Used to open drain valve.
Used to drain tank.
Precharge Port
Used to flush tank and
precharge system.
Vent
Precharge Lamp
Indicates system is at
NOTE precharge level.
Push light to test lamp.
Access panel can not be closed
unless waste valve and precharge
port covers are closed and locked
Lavatory Service Panel
and drain valve T handle is locked.
Waste Disposal System
Figure 21---30---1

CSP A--013
Vol. 1 21--30--3
Lavatory Waste System REV 56, Jan 31/03

PANEL LOCATION
Toilet TOILET AC SERVICE S2
Lavatory
Waste WASTE SYST 2 U4
S t
System Waste DC SERVICE
WATER CONT U5

CSP A--013
Vol. 1 21--30--4
REV 56, Jan 31/03
Lavatory Waste System

CSP A--013

CRJ 100-200 Fcom Vol 1

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

CRJ 100-200 Fcom Vol 1

Uploaded by

Copyright:

Available Formats

Vol.

CHAPTER 1 --- AIRPLANE GENERAL

TABLE OF CONTENTS 01--00

FLIGHT COMPARTMENT 01--30

Flight Crew Operating Manual MASTER

Figure 01--30--4 Pilot’s Side Console 01--30--6

Flight Crew Operating Manual MASTER

Flight Crew Operating Manual MASTER

Flight Crew Operating Manual MASTER

Flight Crew Operating Manual MASTER

Flight Crew Operating Manual MASTER

Flight Crew Operating Manual MASTER

Flight Crew Operating Manual MASTER

Flight Crew Operating Manual MASTER

Flight Crew Operating Manual MASTER

Flight Crew Operating Manual MASTER

Flight Crew Operating Manual MASTER

Flight Crew Operating Manual MASTER

ALTITUDE PRESSURE TEMPERATURE

Feet Meters Hg Mb PSIA ûF ûC

0 0 29.92 1013.2 14.70 59 15

1000 328.08 28.86 977.2 14.17 55.4 13

The above table is presented for guidance

Flight Crew Operating Manual MASTER

Multiply By To Obtain Multiply By To Obtain

Flight Crew Operating Manual MASTER

3. TEMPERATURE CONVERSION TABLE

Flight Crew Operating Manual MASTER

External Airplane Dimensions

Flight Crew Operating Manual MASTER

40 34 MPH 272 MPH 40

160 MAXIMUM 160

Engine Hazard Areas

Flight Crew Operating Manual MASTER

Taxiing and Turning Radii

Flight Crew Operating Manual MASTER

ENGINE OIL TANK

Airplane Servicing Points <MST>

Flight Crew Operating Manual MASTER

Airplane Parking and Mooring

Flight Crew Operating Manual MASTER

A B RAM AIR INTAKE

A APU EXHAUST ENGINE

Covers and Plugs

Flight Crew Operating Manual MASTER

Airplane Antenna Locations <MST>

Flight Crew Operating Manual MASTER

Hazard Areas --- Radar and HF <MST>

Flight Crew Operating Manual MASTER

1. Flight bag storage unit. 10. Hand hold.

Indicates Chapter in which information on item may be found.

Flight Compartment General Arrangement Airplanes 7002 to 7451, <MST>

Flight Crew Operating Manual MASTER

1. Flight bag storage unit. 10. Hand hold.

Indicates Chapter in which information on item may be found.

Flight Compartment General Arrangement Airplanes 7452 and Subsequent, <MST>

Flight Crew Operating Manual MASTER

AC essential bus circuit

Indicates Chapter in which information on item may be found.

Flight Compartment (Forward View) Airplanes 7002 to 7451, <MST>

Flight Crew Operating Manual MASTER

AC essential bus circuit