AIRCRAFT GENERAL Vol 2 Chap 1

GENERAL

Engines are PW JT8D-17A, 16000 lbs thrust. (A designates clean burning). Twin
spool, axial flow, bypass flow engines.

A Hyd system = LE Devices (LE Kruger flaps inboard of engines, Slats outboard of
engine).
Standby Hyd in case of A Fail.

Engines systems; Gear box, Hyd Fuel FCU Gen CSD, and air bleed. Thrust rev uses
A system. (Pneumatics, Electrical, Hydraulics - Elec/Hyd off N2 gearbox). One hyd
pump, for either A or B is sufficient to power whole system.

Two fire detection loops in each engine. Two fire bottles, located in MLG wheel well,
discharge into both engines, selectable.

Fwd outflow valve on l/h side, below and aft of door 1left, usually open (when MO
Valve 3° or more open). Closed when MO Valve within 1/2° of closed.

All cockpit windows are electrically heated, except for # 3 side window.

Gnd pwr on r/h fwd side of nose.

Nose wheel steering by capt only. Steering and retraction by system A Hyd. Require
at least 4 inches of compression for rudder pedal steering. Not activated when
retracted. Steering possible from tiller when in flight with gear extended, but not
allowed as damage could result.

Oxygen system in fwd cargo compartment, for crew and pax. On r/h side of fuselage,
green warning disc to show pressure release. Thermal Discharge Port.

Cargo compartments are smother type, sealed with no airflow. If a fire develops, it
will consume the oxygen until the fire smothers.

Ram air inlets for two packs, on roots of wing.

All air ground sensing off r/h main gear squat-switch. AOA indication inhibited once
in air.

Gear extend/retract off A System Hyd, extend by manual reversion, with T handles in
cockpit, free fall extend.

 A system hyd operates inboard brakes. Accumulators power for 5-6

applications in case of A system fail. Outboard brakes off B system Hyd.

Trailing edge, flaps. Inboard and outboard of engine move in concert, no separate ops.
In cases of asymmetric extend, detected and movement stopped. (Triple slotted fowler
flaps). Operated by A sys Hyd. Standby operations on electrically system.
Spoilers o upper surface of wing. Not all work in flight, only two inboard panels work
in flight. GND Spoiler panels only on gnd!!

 Inboard FSP on A sys Hyd. Outboard FSP off B sys Hyd.

Gnd Spoilers powered by B sys Hyd. (loss of A = loss of 6 panels on GND for
Landing!!) No speed limit on operation, except for blow back.

Ailerons powered by A and B hyd Sys. Balance tab on outboard of ailerons. Failure of
a system leaves remaining system to power ailerons. Also manual reversion in case of
dual system fail. Trimable.

Main outflow valve on rear underside of fuselage. On either side of MOV 2 positive
PRV's. Operate @ 8.6 psi diff. Also location of negative pressure relief valve below
and fwd off r/h rear service door.

Horizontal Stab is trimmed by electric motor. On loss of electrical power, manual trim
available from cockpit trim wheels. Elevators operated together through torque tube.
A and B sys Hyd operates elevator. Rudder, one piece construction, no tabs. Purely
Hyd operated off A & B sys Hyd, with standby pumps for A/B system hydraulics for
rudder alone. Also completely standby Hyd system for rudder ops.

3 fuel tanks, # 1 in l/h wing, 2 in r/h wing and centre fuel tank in fuselage between
wings. Servicing on r/h wing outboard of #2 engine on leading edge. Manual fueling
receptacle is slightly inboard of limit of tank - therefore 100% full not possible with
manual fuelling. Surge tanks outboard of main tanks in wing tips.

 MG downlock indicator window under carpet on floor next to 3rd window

from overwing escape hatch. Nose gear window in cockpit.

APU GND control panel allows external shut off in R/H MG well. APU fire condition
indicators located below APU inlet. Two indicators; RED = thermal discharge,
YELLOW = manual extinguisher activation. (This principle is true for all Boeing
aircraft, and all fire extinguishing systems on aircraft).

Aux comms panels located in cabin. Contains gnd service switch which allows cabin
crew to power the basic services for lighting, power take-offs etc, fuelling of aircraft.

 Held in position by solenoid, when cockpit configuration powered,

automatically moves to Off.

 Limitations to know
o All speed limits.
o Landing gear ops speeds.
o Flap limiting speeds.
o Weights
o Max T/O and landing alts.
Equipment cooling fans run continually, two fans main and standby. When both fail,
TR amp current limited to 50 amps. Normally powered off GND Serv bus, Alternate
off Main Bus 2, both 115 VAC. When pressure in fuselage rises to 2.0 to 2.8 psi, flow
control valve closes and fan ducts air into fuselage and out normal outflow valves.
Heating unit detects lack of airflow to dissipate heat in duct, illuminating OFF light.
At high alt, cabin diff is high enough to ensure airflow without fans on.

OXYGEN

Continuous flow system.

 Nominal pressure 1850 psi. For limitations, review Scott system pages for
SAA aircraft.
 Passenger system flows continually once pin pulled out on being used.

To check that 100% O2 is being used, lever under mask must be pushed up.
Emergency selected by turning emergency selector adjacent to 100% selector. This is
also used to test the system.

Thermal discharge @ 2650 psi.

Crew: Power to pressure gauges from Batt Bus. Pressure reduced to 50-70 psi.
Pax: 2 flow control units; 1 pneumatic (manual actuation handle in cockpit floor - also
used for 14,000' pressure switch), other electro pneumatic (switch on aft overhead
panel). Pass Oxy On amber light on when pressure available downstream of electro
pneumatic unit.
Reset of pax ox to both control valves via floor handle, provided below 14,000' and
electrical switch off.

DOORS

Escape slide pressure 3000 psi.

WATER/WASTE

Pressurised by eng # 1, 13th stage air, or APU off left manifold or 3000 psi air tank.
If no water, check shutoff valves, quantity, pressure, ground service panel.
No external drain masts.

LIGHTS

No smoking - gear; Seat belts - flaps; when AUTO selected.

Loss of DC 1 & 2, ie loss of all electrical power, results in emerg exit lights
illuminating, powered of internal NiCad batteries. Can be removed and used as a
torch.

AIR SYSTEMS Vol 2 Chap 2

PNEUMATICS
Bleed valve shutoff @ 490°C or 106 psi.

Rem: Pack valve is spring loaded closed and only opens when air pressure available
(15 to 20 psi), even if pack switches are on.

 If any one of the 4 Bleed switches or Pack switches are turned off in flight,
with the Isolation switch in Auto, the isolation valve will auto open. If a Bleed
trip off occurs, do not change this switch position without ref to the QRH, as
this will ensure that the isolation valve remains closed.
 If in flight the Bleed Trip Off on a side trips, what are the options to rectify the
situation and ensure that the system is restored, considering options below and
above APU Bleed hight.
 Bleeds off Takeoff procedures and post takeoff recovery. C and Reverse C
procedures on Bleed Air Control Panel.

Dual Bleed illumination (on Start) requires that engine not be operated above idle
thrust.

AIR CONDITIONING

Pack trip off @ 121°C/250°F

Duct overheat @ 88°C/190°F
Water separator detects and prevents icing @ 2°C.

 3 instances in which mix valve will drive full cold, Pack switched off, Pack
trip off or duct overheat.
 3 things to cause pack to trip - Compressor discharge temp (185°C), Air into
Air Cycle Machine 99°C or higher (cause turbine to overspeed with possible
mechanical damage), Pack Trip Off temp sensor (121°C).

Pack will probably trip off due to high temp when demand for cold air too high, i.e.
too much hot air entering the pack. Select hotter to get the hot air to bypass the pack
in hot section from mixer valve.
Example - if hot ambient conditions, calling for a lot of effort to cool aircraft down,
on ground, with low volume of air being drawn into the pack by the turbo fan.

REM: Pack trip off = too much cold being required (too much hot air in cold side of
ACM), make warmer selection before reset. Duct OVHT = too much hot air being
required, make colder selection before reset. Only scenario with Pack trip in which
colder selection to be made will be when 121°C sensor trips packs - in this case, Duct
Overheat light also on.

Topping control, available only in AUTO, stops temperature increase at 60°C. Leave
system in AUTO at all times if possible. Sensor in cold side of ACM.

Need in the order of at least 20 psi for conditioning to occur, below this the aircraft is
merely ventilated.

When APU supplying air to packs, can have two packs on if heating required. APU
cannot supply adequate air for cooling both packs, i.e. cooling can only supply 1 pack.
When on the ground, or with flaps extended, RAM Air Door full open. RAM DOOR
FULL OPEN light illuminated. Also has a temp sensor in cold side of ACM, which
will manage door position depending on the operating temp in the ACM. Deflector
also always open on ground for FOD protection.

If operating 1 Pack on ground, in cooling range, booster fan for equipment cooling
supplies additional air for cooling. Switches off once second Pack is switched on.

Before switching packs on, ensure that mixing valves are full cold.

PRESSURISATION

Negative relief valve can operate if system left in flight, with all doors closed, and
equipment-cooling fan on discharging air overboard. Negative relief valve operates to
prevent lower fuselage pressure than ambient @ - 1 psi.

Fwd outflow valve on l/h side below and aft of door 1left, usually open (when MO
Valve 3° or more open). Closed when MO Valve within 1/2° of closed. MOV in AC
mode, takes 4 sec to traverse open to closed, DC takes 8 sec. For T/O & Land, the
outflow valves must be open. Consideration for manual operation.

Equipment cooling fans run continually, two fans main and standby. When both fail,
TR amp current limited to 50 amps. Normally powered off GND Serv bus, Alternate
off Main Bus 2, both 115 VAC. When pressure in fuselage rises to 2.0 to 2.8 psi, flow
control valve closes and fan ducts air into fuselage and out normal outflow valves.

Auto system makes use of Captains altimeter for regulation. Stby systems makes use
of FO altimeter.

Once on ground, if GND selected and in AUTO system, cabin will descend at rate
defined in AUTO controller system. In manual mode, rate is defined by cabin rate
switch. Similarly becoming airborne reverses this process with the same rates.

Aircraft is pre-pressurised to ensure that ram effect of airflow due to angle of attack,
does not increase the pressure in the cabin. This increase will be fast and
uncomfortable. On landing, the cabin diff is pressurised to 300' below airfield alt
which ensures that ground effect does not do the same thing.

Standard index on Standby Mode cabin rate is 300'/min (range is 50'/min to

2000'/min). Auto pressure controller climbs aircraft @ 500'/min (from sea level, this
rate increases with an increase in altitude). Descent is conducted at 350'/min.

Auto system problems - AUTO FAIL indicated in 3 cases: Loss of; AC power (auto
tx to STANDBY controller), Cabin Alt ROC > 1800'/min (auto tx to STANDBY
controller), At cabin alt of about 14000' (auto tx to STANDBY controller).

REM: If in manual AC/DC, thrust changes will affect cabin altitude, and will require
adjustment of the outflow valve. This is also a reason why the MOV must be open for
T/O and Land in manual mode.
If flying to a destination for which the altitude is higher than the schedule cabin
altitude, the diff will be maintained at the destination altitude less 200', ie the diff will
be less than the schedule diff.

ANTI-ICE, RAIN Vol 2 Chap 3

Window Heat Panel

"Overheat" (amber) illuminated when overheat or power interrupted.
"On" (Green) illuminated when heat applied to window. Off when; switch off,
overheat, system failure, window @ correct heat.
Window heat switches, "ON" heat applied to selected window through controller,
except for eyebrow windows which have a thermal switch.

"OVHT/PWR TEST" switch - "OVHT" simulates overheat condition, PWR TEST

provides a confidence test.
1. OVHT Test; Window heat switches "ON", "OVHT" selected, "ON" lights
extinguish (after 1 min), MC light on, "ANTI-ICE" annunciator light on, WINDOW
HEAT switches reset.
2. Power Test; Only accomplished when any window heat "ON" light extinguished
with Window Heat switch selected on. Do no test with all "ON" lights illuminated.
Test Switch to PWR, Window Heat light illuminates ON. If light remains off, heat
system inop. "Overheat" light on, "ON" light extinguishes. Reset by selecting "Off"
then "ON".

 Pitot Static Heat Panel, Amber lights illuminate when related probe not
heated, or "HEAT" switch selected to "ON" and system fault present.

ELECTRICAL Vol 2 Chap 6

 If lose a gen, must look in Vol 1/2 & QRH to check on lost equipment, mostly
Vol 2 Chap 6.
 Batt switch off, Batt Bus will not be powered, only Hot Batt Bus powered.
 If aircraft becomes airborne with APU powering both busses, it will remain
with APU powering both busses. Normal condition does not allow APU to
power both busses in flight, only on ground.

AC 115 VAC / 400 hz } 111 amps (Eng in air), 125 amps (APU on gnd).

DC 28 VDC system. Voltage limitations 26 +/-4 VDC

TR's with cooling 65A
TR's without cooling 50A
TR voltage range 24 to 30 VDC

Batt is 24 VDC batt, 22 to 30 VDC

Power sources avail to aircraft:

Eng Gen x 2
APU x 1
GPU (1 x AC, 1 x DC)
 Batt

Residual volts from PMG (ALT excitation unit) should be in the order of 14 V.

Rem: Boeing power principle is that incoming power source takes priority, ie if
external AC bus is powered by GPU, then this will be dropped when APU power etc
is selected on.

 When internal power supplied and GPU removed, GND service bus solenoid
will auto switch off and accept internal power as preferential power supplier.
 Normal source of electrical power to each bus is the direct upline
bus/generator.
 If lose Gen Bus, be sure of how and where systems lost are ascertained and
what they are, i.e. Vol 2 Chap 6.
 Aircraft must takeoff to allow system to power both busses from APU, with
APU already powering both. Then status will remain, otherwise there is no
way in the air to power both busses from the APU Gen.
 Understand the indications which will be available to show that a GEN is off
line.
 There are 2 reasons for existence of TR 3, Back up for DC 1 and NSP for Batt
Bus.
 With Transfer switch off, APU powering, Gen 1/2 selected on, the indications
available when Gen 1 (Fire/Fail etc) goes off line are; "Gen Off Bus", "Bus
Off", "Transfer Bus Off", and "Standby PWR Off" when on ground.
 Ext Power is the only system which can power the whole aircraft by the
selection of only one switch.
 TR fail will be visible by reading 0 amps on appropriate TR selection on
metering panel.
 Voltage & Amperage read in all positions on AC/DC metering panel selector
switch, but amps not available with selector at Bat Bus & Stby PWR positions.

When external power is on line and powering the aircraft, all four blue lights will be
on.

IF TR Fails, amps will be 0, but due to alt power supply source, there will be a
voltage value as this is read down line of the TR. However if TR 3 fails, both will be
0, as there is no alt power supply to this TR. This lack of amps reading will indicate
the TR failure.

Hot Batt Bus is always powered, even with Batt off when AC power avail. In this case
it is powered through the Batt charger.

Rem: Once CSD disconnected, can only be reconnected on the ground. Disconnect
above Idle to ensure that cogs disconnected fast to prevent damage.

When Gen trips off after fire handle pulled, delay of 5 to 8 sec, allows other services
to shut off that require power in case this was the only power avail to aircraft.
APU Vol 2 Chap 7

Trouble shooting for lack of operation: Fuel, Electrics (Batt/voltage/CB), Fire Handle
or starter motor.

 Electrical/Pneumatic operating altitudes as per Vol 1, Limitations.

 3 start attempts, separated by 5 min's, then 1 hr after 3rd attempt.
 Whenever APU is shut down, use is made of 110% switch (false overspeed
input) to switch APU off via fuel solenoid valve.
 @ 95% Ignition cut out, 45psi light armed (LOP auto shut-down system), blue
APU Gen Off Bus light on.
 Overspeed light Illuminates when APU shut down via APU fuel shut off
valve, i.e. fault in system.

Oil quantity 2 gal, low light on @ 1 gal.

Oil pressure @ 4 psi, fuel ignition authorised. @ 55 psi, Low Oil Pres light out. @ 95
sec (50%), if no oil press, starter cycle cuts.
@ 95% Ignition cut out, 45psi light armed (LOP auto shut-down system), blue APU
Gen Off Bus light on.
At operating rpm, oil press less than 45 psi & decreasing, APU will auto shut down.

Overspeed switch operates @ 110%, overspeed light illuminates and shuts down APU
via fuel solenoid valve. Overspeed switch used to shut down APU via false overspeed
signal. However signal also sent to APU fuel shutoff valve. This will also shut down
the APU once fuel in lines consumed.

Whenever start is aborted before APU is stabilised at operating conditions, Overspeed

light will illuminate.

Check starter cut-out (about 50%), Bat voltage low (and amperage high once services
connected) - manual abort/cut off required if starter has not cut out automatically.

Allow 20 sec for APU inlet door to close before switching Bat off.

Fuel supply from # 1 fuel tank.

ENGINES Vol 2 Chap 7

 4 signals that go to FCU to ensure required thrust; thrust lever (PLA), Tt2
temperature, N2 RPM, PS4 13th stage exit pressure (diffuser case pressure).
 Fan Air used for; CSD Oil Cooler, Generator cooling, Air conditioning pre-
cooler.
 8th Stage Air used for; Air conditioning and wing anti-ice, Inlet vane & nose
dome anti-ice.
 13th Stage Air used for; Air conditioning and wing anti-ice, Nose cowl anti-
ice, Fuel heaters, Hydraulic Sys A tank pressure (regulated to 45 psi), Water
tank pressure (Eng 1 only, 2 as well if isolation valve open).
 Ensure understanding of Fuel Heater function logic.
Due to dihedral of wings, eng oil quantities result in # 2 eng oil quantity being higher
than # 1.
Oil pressure nominal value of 50 psi, but varies with engine rpm value. Normal
Differential pressure <35 psi. Above 35 psi, filter is starting to block and Bypass light
will illuminate. Retarding the throttle will help to extinguish light. Once light is out,
operate engine at that thrust. If it does not go out, carry out QR checklist. Low oil
pressure light illuminates when pressure drops below 35 psi.
In bypass conditions, with Bypass light on, contaminated oil is entering the engine. At
70 psi, the oil is completely bypassing the filter with associated problems for bearing
integrity.

Start
1. Positive indication of starter cut out during Batt Start will be given by APU EGT
returning to normal indication. COPCO duct pressures returning to normal after
decreasing will also give positive indication of starter cut out.
2. Duct pressures; Max 48 psi, Min 30 psi, less 1/2 psi/1000' AMSL.
3. During Start, through 35 to 40% Start switch cut off occurs, closing pneumatic
starter air supply.
4. Rem: during an In-Flight starts, require timing to ensure that ignitor limits are
adhered to as the pneumatics cut-off will not occur to auto cut the system.

Thrust Reverser
1. Indication of Thrust reverser isolation valve malfunction given by Thrust Reverser
"Isolation Valve" amber light illuminating on rear overhead panel. The selection of
the appropriate override switch will only bypass the Eng Oil Press & Air/Ground
sensor switches. If these are not th problem, the Reverser isolation valve will still not
operate - possible valve failure. Rem: Check "Low Oil Pressure" light illuminated
after engine shut down to ensure that inadvertent thrust reverser operation does not
occur.

 As reverser unlocks, "Unlock" light will illuminate. This does not indicate that
full reverser deployment has occurred. (Full application of RT levers is
however not possible until buckets have fully deployed).
 Engine limitations as per Vol 1, Limitations.

FIRE PROTECTION Vol 2 Chap 8

 Detection power sources:

o Eng ovht and fire detection, 2 loops, off the Batt Bus
o APU fire detection, 1 loop, Batt Bus
o Wheel well fire detection, # 1 transfer bus 115 VAC, will always be
powered in flight. No test if only Batt power avail on gnd.
 Protection power sources:
o Engine fire ext, Hot Batt Bus
o APU fire ext, Hot Batt Bus

Eng fire ext bottles in l/h main wheel well - two of them.
APU fire ext bottles in bay ahead of APU unit, there is only one.

Engine Overheat lights on @ 410° F , Fire lights @ 600° F.

8th stage air, 508° F, 13th stage air 717° F, OVHT detect @ 410° F, FIRE detect @
600° F. If fire indicated and throttle retarded, with associated lights out, bleed air
rupture can be suspected.

Wheel well fire detection system has only 1 loop, on @ 400° F. Treat as a fire, not
only as possible brake overheat.

 Wing Body overheat light illuminates due to overheat in two possible circuits,
as listed in Vol 2.
 If an OVHT circuit does not test, do not change OVHT DET switch from
NORM position as this will then put u/s circuit onto FIRE warning.

OVHT/FIRE Protection Panel.

Fire warning switches 28 VDC.
Wheel well fire warning light off 115 VAC, ie can't check unless 115 VAC available.
Bottle Discharge lights off Batt Bus 28 VDC.
Overheat = Master Caution
Note: no Master Caution if a "Bottle Discharge" light illuminated.
Fuel shut off valves (activated by fire handles) located about one meter from engine
on wing fwd spar.

FLIGHT CONTROLS Vol 2 Chap 9

 Control power sources:

1. LE Devices, (Slats/Flaps) - System A.
2. Flaps - System A (Back-up from electric).
3. Inner FSP and GS - System A.
4. Outer FS - System B.
5. Aileron - System A + B (Has a balance tab when hydraulics available).
6. Elevator - System A + B.
7. H/Stab - Electric trim (manual wheels).
8. Elevators (linked by torque tube) - System A + B. Tab only operates
when hydraulics lost. Loss of A System, l/h tab operates, loss of B
system, r/h tab operates.
9. Rudder - A + B and Standby. (Rem: loss of electrics results in loss of
standby system if A + B lost)

REM: No trim tabs on this aircraft, only balance tabs. Trim is achieved by offset of
control surface.

 T/O Config Warning: Trim position in green band, TE Flaps from 1 to 25,
Speed brake stowed, LE Flaps 1 & 4 not extended. (Power for test is 1.4 EPR).

In the event of possible jamming, Capt has control of ailerons, FO has control of
spoilers, via lost motion and override system at base of FO Control Column.

Aileron control available from control column and trim via same Aileron Power
Control unit. Trim merely changes spring loading on aileron feel and centring
mechanism. Autopilot acts through same mechanism as trim unit - via feel and
centring mechanism.

Speed brake system.

Flight detent, spoiler panels only deflect to 24°. On ground to 40°. Ground spoiler
panels go to 60°. There is not limit to going past flight detent to UP position, however
this is not allowed. Armed position is merely out of the down position. 25 to 30° of
lever movement is a dead zone in which no deflection of the spoilers occurs.
Thereafter movement of the spoilers is proportional to the lever movement.
On landing, set armed position for automatic deployment on touch down. But will
only deploy once gear is down and air/ground sensor made. If Speed Brake Do Not
Arm illuminates, speed brake is to be stowed and is not available for landing. Require
that green Speed Brake Armed light to illuminate once handle placed into armed
position.
For auto ops, handle in armed position, R/H gear on ground, anti-skid systems
working, either anti-skid system - 2 wheels therefore must also be turning above 60
kts, if after 4 sec no speed on wheels spoilers will be deployed and lastly thrust at idle.
If on l/h gear, 2 wheels turning above 60 kts, anti-skid working and throttle at idle,
flight spoilers will operate.
On activation of thrust reverser, if speed brake not armed, spoilers will activate
(landing and RTO). If reverser not deployed and throttles advanced, spoilers will be
lowered and disarmed.

Elevator
Mach trim activated with flaps up and M0.715.
Failure of pitot system, will result in loss of hydraulic power of that sides system to
the feel and centring system, which will result in diff of two outputs (A & B) and light
the Feel Diff Press warning light. Obviously will not light if both hydraulics systems
lost.
Mach trim fail limits speed to M0.74. Mach Trim test requires power to one hydraulic
system.
Horizontal Stab is trimmed to reduce elevator deflection through Neutral Shift device,
which in turn allows full deflection of the elevator once trim position is stabilised.
Stabiliser
2 Trim switches, one for motor, other for clutches (Brakes).
Whenever main trim electric motor powered, Trim light illuminates.

Rudder
PCU is a tandem unit, as apposed to other surfaces being parallel.
Rudder operation in Main(A/B) or Standby, is the same.
Trim merely changes bias(offset) of the Feel and Centring device. Similarly, trim is
the same irrespective of the Hyd system in use.
If one has a B Sys fail, with Yaw Damper on, will have no Yaw Damper function,
however Yaw Damper will be engaged and light will be out.
REM: Yaw damper authority is 2° either side of neutral.
If B Sys fail, Low Press, MC, Hyd, and B Low Pressure and Feel Diff Press on FC
Panel.

Flaps
Sensor for stall warning computer is on r/h wing.
Flap Power unit is in MG Well.
Whenever flaps are operated, monitor flap indicator, to ensure that cut-off valve
operates to stop flap travel at desired selection. This is especially important in
alternate mode as there is no protection in this mode.
Comparator in Indicator stops flap travel and activates by-pass mode. Main Hyd press
is cut-off by TE Flap Bypass Valve.
LE Flaps only have 2 positions, extend and retract. Amber lights indicate
travel/transit. Green lights (4) once extended.
LE Slats have transit amber indicator. Once Slat in position, green light on, amber
light out. LE Extend indicated.
LE Flaps Out only illuminates once LE Slats in position.
Once flap lever selected past 5, LE Slats move to Full Extend position. LE Extend
green lights extinguish.
Speed brakes not intended for use with flaps extended. Creates an extra load on flap
tracks, which can eventually break.
Alt Flap Operation
First selection of Alt TE Flap switch, will drive all LE Devices to full extent.
Once normal flap lever placed in same position as selected, Transit amber light will
extinguish.

Protection
Normal Hyd. Flap 40 has a blow back protection at limiting speed to blow back to 30
at 160 kts.
Normal Hyd. Asymmetry protection to stop further movement.
Alt mode, no protection against blow-back (Load Relief) or asymmetry. Electrically
driven.

FUEL Vol 2 Chap 12

Lubricating qualities of fuel employed in high pressure environment of FCU.

Fuel freeze points:

1. JP4 -40°C
2. Jet A1 -47°C
Min temp in tank of FFP + 3°C.
Max temp in tank of 49°C.

Make use of fuel heat only if fuel temp equal to or below 0°C at takeoff. Thereafter
only if icing light illuminates.
Fuel heat only applied for 1 minute to ensure that max temp not exceeded. This
ensures lubricating performance in FCU is not degraded, prevents failure.
Fuel heat must be off for takeoff as the high demand environment and higher temps
from higher thrust settings could result in amplified probability of FCU failure.

 Fuel heat switch automatically moves to off after 1 minute.

Fuel drain mast (under fuselage between MLG) is employed for APU fuel feed line
drainage, which indicates damage to this line.
  All fuel temp gauge does is give temp of # 1 fuel in tank and gives no
indication of action or performance of fuel heat system.
 Blue light in fuelling panel indicates fuel is flowing into tank.
 If no electrical power on aircraft, make use of solenoid override to continue
pressure refuelling.
 If Fuelling Power Control Switch fails, make use of Aux Fuelling Power
Control switch.
 To Crossfeed, open valve, check light, switch off pumps on low tank (lights &
MC Light illuminate) and watch fuel flow for possible failure of crossfeed
valve.
 Fuel Filter icing detected by differential pressure across fuel filter due to icing.

Pump Pressures
1. 1&2 6 psi
2. Centre 15 psi
3. Normal 25 psi

Rem: When no fuel in centre tanks, once pumps selected off, Pump Low Pressure
lights extinguish.

Check valves in centre tank open at a lower pressure than wing tanks to ensure that
centre tank feeds first when fuel in tank.

HYDRAULICS Vol 2 Chap 13

Air pressure into Hyd reservoirs at 45 psi ensures fluid supply to pumps and prevents
cavitation.

 A System standpipe level is 1.84 US Gallons. First indication of leak will be a

system A hyd quantity low indicator. If leak in B or Stby, monitor these
indicators to gauge the actual site of the leak.
 Know which system supplies which services. Rem: consider systems lost if
lose A sys on finals with aircraft configured, lose reversers, spoilers and
eventually inboard brakes - if inside safety window, leave it first and prepare!!
 GND Interconnect switch for ground test operations only.
 Brake Pressure Ind, indicates pressure of air in accumulator (nominal pre-
charge of 800 - 1000 psi).
 System pressure indicator indicates hyd pressure with pumps supplying
pressure and normal pressure will indicate 0 psi with everything off. With
pumps on, Sys Press will indicate 3000 psi, Brake Press will indicate 3000 psi
as well.
 Brake pressure system can be from 800 to 3500 psi. If leak in air side of brake
accumulator, pressure indication will read zero. IE, no brake applications if no
system pressure, (off or pumps lost).

B System, electrically operated, requires high current supply and high torque creates
high temperatures.
  Do not use B sys pumps with fuel in # 2 fuel tank level below 760 kgs. Less
than this will not allow hyd fluid cooling and will result in pump overheat and
eventually burn out – resulting in fire.
 Loss of a particular engine generator will result in the associated B sys hyd
pump automatically being shed. If it is the only pump operating however, the
remaining generator will power this pump.
 First ind in cockpit of hyd leak given by A Sys.
 Functional test of flaps on GND as per Supplementary Procedures in Vol 1.
 Normal condition with pumps off, pressures and indications will be 800-3500
& 0.

LANDING GEAR Vol 2 Chap 14

Gear warning horn: Silenced with F1°-10°, F15°-25° with 1 T/L @ idle to 10°, other
> 30°, can't be silenced with flaps lower than 30°.
Antiskid transducer is located on hub cap inner surface on both inner wheels.
On selection of gear up, brakes automatically braked. This ensures that centrifugally
caused tyre size increase does not do damage as well as prevent gyroscopically
induced damage on rotation.
Brakes not to be applied in flight.
LG up-lock solenoid does not have an air function. If LG can not be retracted in
flight, make use of override trigger.
Anti-skid system armed by placing lever in down position (with MG sensor on
ground).
During manual extension of landing gear, red gear transit warning lights will
illuminate until gear lever placed in down position.
With throttles at idle, 3 u/c red lights will illuminate as gear is not down and locked.
Lights only extinguished by increasing throttle or lowering u/c. On first flap selection,
gear warning horn will sound. Can be silenced until flap 15 - lights remain
illuminated.

Nose Gear Extension

During 1st 4" of nose gear compression, allows nose gear steering from rudder pedals.
Only allows 7° of movement.
Tiller steering allowed to 78° either side.
Nose wheel steering only available through sys A pressure and with landing gear
lever in the down position.

Brakes
Brakes to be replaced when brake wear indicator is flush with assembly. Can only be
checked with brake set, B sys on with GND Interconnect selected. 2 pins per
assembly.
Lock wheel protection available from paired wheel on opposite gear assembly.
Inadvertent in-flight brakes application protection available from inboard brakes
which will not allow application, while outboard wheels protected by anti-skid system
which will release once skid detected on the instant of touch down.

Auto Brakes
Auto brakes make use of B sys Hyd for both inboard and outboard brakes.
Hydraulic fuse prevents B sys pressure fluid from being lost in the event of A sys
rupture in brake line. Keeps line open if fluid flow rate normal. With increased flow
rate, fuse will close.
Auto brake deceleration rates.
 Min 4 fps
 Med 6 fps
 Max 10 fps

These rates are constant irrespective of thrust reverse selection, i.e. if reverse thrust is
use, auto brake will reduce action on brakes so as to maintain the deceleration rate.
RTO gives full application to stop.

 For Auto Brakes to work, both anti-skid systems must be operative.

RTO results in maximum braking being applied (once 90 kts achieved) to full stop,
once thrust lever reduced to idle. Auto brakes system armed at 60 kts, however
between 60 to 90, autobraking not initiated.
If throttle applied, or speed brake lever stowed, or brakes applied manually, will
disarm auto brake system.
Antiskid will not operate with speed below 30 kts.

WARNING SYSTEMS Vol 2 Chap 15

Red = Warning; Amber = Caution

Any amber light illuminating on centre pedestal or overhead panels will illuminate on
master caution panel. Convention on which amber light will illuminate on MCP is
area related. If any MCP amber light illuminates, MCW light will also illuminate.