Boeing 777 Refresher Course
GF 777
Technical Training Manual
Revision Date : June 2004
Training Manual Revision Record
B777 General Familiarization – GF777.GF
Revised Section(s) /
ATA(s)
All Sections
Remarks
Complete
Revision
Revised
By
Date
Boeing
JUN 04
Checked
By
Date
FOPRMG 14 MAR 08
Approved
By
Date
FOPSJW
14 MAR 08
The Training Manual herein is authorized by the Technical Training Manager.
The use of unauthorized Training Manual is not allowed.
Revisions hereto will be done in accordance with TTS PPM.
David Taylor
Technical Director
Ground Engineer Training Manual Disclaimer
1. This training manual although comprehensive in detail, is
intended for use only with a course of instruction.
2. This training manual is issued to each student at the
commencement of each course; you may highlight the
manuals for study purposes.
3. When compiled it is as up to date as possible but may
require revision in light of modifications. Instructors will
indicate areas which may have changed and will issue
handouts as appropriate.
4. This training manual is not intended to replace official
manuals and cannot be used as official working data.
SECTION
TITLE
1
Introduction
2
Structures
3
Equipment Centers
4
Flight Deck
5
Airplane Information Management System
6
Communications
7
Navigation
8
Autopilot Flight Director System
9
Electrical Power
10
Fuel
11
Power Plant
12
Auxiliary Power Unit
13
Hydraulics
14
Landing Gear
15
Flight Controls
16
Environmental Systems
17
Ice and Rain Protection
18
Fire Protection
19
Cabin Systems
20
Lights
21
Cargo
Abbreviations and Acronyms
Table of Contents
Introduction
About This Book
Other features include:
•
Principal Characteristics
This book supplies an introduction to
the 777 airplane systems. This book
uses a basic airplane configuration,
but it has data on some usual
options. The description of the
systems includes:
•
•
•
•
Payload Capabilities
•
Ground Operations
•
•
•
•
•
Component location
Component installation
System operation.
To get more system data, refer to
other Boeing publications such as
the Airplane Flight Manual,
Operations Manual, Airplane
Maintenance Manual, and Detail
Specification. If the data in this book
does not agree with the data in these
publications, use the publications.
•
•
•
Fly-by-wire technology
ARINC 629 data buses
Ultrasonic fuel quantity
measurement
Six-wheel landing gear trucks
with steering
An air data inertial reference
system (ADIRS)
A cabin services system
An electrical load management
system (ELMS)
Composite structures.
This book shows the design of the
airplane as of the date of printing. It is
for training purposes only.
Features
The 777 design is for ETOPS
(extended range operation with twoengine airplanes).
The 777 has an advanced flight
compartment for two crew operation.
It has digital avionics and flat panel
liquid crystal displays.
An airplane information management
system (AIMS) supplies these
functions:
•
•
•
•
•
•
•
•
Primary display functions
Flight management computing
functions
Data conversion gateway
functions
Central maintenance functions
Communications management
Airplane condition monitoring
Flight data acquisition
Thrust management functions.
June 2004
1-1
777 - 200
777 - 200ER
777 - 200LR
777 - 300
777 - 300ER
537,000 (243,600)
535,000 (242,700)
445,000 (201,900)
420,000 (190,500)
634,500 (287,800)
632,500 (286,900)
460,000 (208,700)
430,000 (195,000)
750,000(340,194)
752,000(341,101)
487,000(221,363)
456,000(207,272)
662,000 (300,300)
660,000 (299,400)
524,000 (237,700)
495,000 (224,500)
752,000 (341,101)
750,000 (340,194)
554,000 (251,290)
524,000 (237,682)
Pratt & Whitney
74,600 - 77,200
84,600 - 90,600
N/A
98,000
N/A
General Electric
76,400 - 90,000
90,000 - 94,000
110,000
N/A
115,000
Rolls Royce
73,400 - 76,900
84,900 - 92,000
N/A
95,000
N/A
31,000 (117,300)
45,220 (171,200)
53,440(202,000)
45,220 (171,200)
47,890 (181,300)
305
375
440
305
375
440
301
375
440
368
451
550
365
451
550
5,656 (160)
5,656 (160)
5,302(150)
7,552 (214)
7,080 (200.5)
Maximum Weight, Lb (Kg)
Taxi
Takeoff
Landing
Zero Fuel
Engines Thrust, Lb
Fuel Capacity
U.S. Gal (L)
Seating
Three Class
Two Class
All Economy (10 Abreast)
Lower Hold Volume
Cubic Feet (Cubic Meters)
Maximum Operating
Speed Knots CAS (Mach)
330 (0.87)
Principal Characteristics
Principal Characteristics
Payload Capabilities
Ground Operations
The 777 is a twin-engine airplane. It
is for medium and long range
flights. The 777 size is between a
767-300 and a 747-400.
Seat combinations include:
Doors, service connections, and
access panels give easy access. It
is possible to do servicing of these
locations at the same time. This
decreases turnaround times.
Boeing has these four 777
airplanes:
•
•
•
The 777 gives better passenger
comfort and appeal with a new
entertainment system and flexible
cabin configuration.
•
•
777-200 (4000 to 5000 miles)
777-200ER (6000 to 7000
miles)
777-300 (777-200ER stretched)
777-300ER (6000 to 7000
miles).
A fifth version of the 777 will go into
service. This airplane is the:
•
•
•
Six-abreast first class
Seven or eight-abreast
business class
Nine or ten-abreast economy
class.
New overhead flight and cabin crew
rest areas increase passenger
cabin revenue capability.
The central maintenance
computing function (CMCF) of the
airplane information management
system (AIMS) collects fault data
and supplies a central location for
access to maintenance data and
system test. This decreases
turnaround times.
A power-operated cargo system
decreases load and unload times.
777-200LR (9,000 miles).
Not all data on the 777-200LR is in
this document.
1-2
June 2004
Introduction
Jakarta
Kuala Lumpur
Singapore
Bangkok
Hanoi
Hong Kong
777-200
545,000-lb (247,210-kg) MTOW
305 three-class passengers
Colombo
Delhi
Seoul
Tokyo
777-200ER
656,000-lb (297,560-kg) MTOW
301 three-class passengers
Mumbai
Karachi
Port Moresby
Dubai
Moscow
Cairo
Rome
777-200LR
750,000-lb (340,200-kg) MTOW
301 three-class passengers
Honolulu
Lagos
NEW YORK
Nadi
777-300
660,000-lb (299,370-kg) MTOW
368 three-class passengers
Luanda
Addis Ababa
Dar Es Salaam
Harare
Hannesburg
Maputo
Papeete
777-300ER
750,000-lb (340,200-kg) MTOW
365 three-class passengers
Auckland
Rio de Janeiro
Santiago
Buenos Alres
Typical Mission Rules
Standard Day
Cruise Mach = 0.83
85% Annual Winds
Airways And Traffic
Allowances Included
Cayenne
Dakar
777-200
545,000-lb (247,210-kg) MTOW
305 three-class passengers
777-200LR
750,000-lb (340,200-kg) MTOW
301 three-class passengers
777-300
660,000-lb (299,370-kg) MTOW
368 three-class passengers
New York
Madrid
Abidjan
Rome
Lagos
777-200ER
656,000-lb (297,560-kg) MTOW
301 three-class passengers
Caracas
Miami
Chicago
Lima
Mexico City
Cairo
Luanda
Addis Ababa
Los Angeles
Riyadh
Mumbai
Honolulu
Harare
TOKYO
Santiago
Manila
Singapore
777-300ER
750,000-lb (340,200-kg) MTOW
365 three-class passengers
Perth
Sydney
Auckland
Typical Mission Rules
Standard Day
Cruise Mach = 0.83
85% Annual Winds
Airways And Traffic
Allowances Included
Range Capability
June 2004
1-3
199 ft 11 in (60.9 m)
70 ft 7.5 in
(21.5 m)
Note: Wingspan for 777-300ER/200LR
is 212 ft 7 in (648 m)
36 ft
(11 m)
2 ft 11 in (0.9 m) nominal, changes
by engine manufacturer
777
61 ft 8 in (18.8 m)
7 ft 9 in (2.4 m)
84 ft 11 in (25.9 m)
209 ft 1 in (63.7 m)
777-200
Note: All airplane heights listed are nominal,
and change by airplane gross weight.
60 ft 8 in (18.5 m)
102 ft 5 in (31.2 m)
242 ft 4 in (73.8 m)
777-300
777 Dimensions
1-4
June 2004
Introduction
Hydrant Fuel
Truck (Option)
Galley Truck,
Door No. 2
Utility Tug and
LD2/LD3 Trailers
Lower Cargo Hold Loader
Utility Tug and
Pallet Trailers
Utility Tug and
Bulk Trailers
Bulk Cargo Loader
Lower Cargo
Hold Loader
Galley Truck
Potable Water
Truck
Galley Truck
Electrical
Power
Tow Tractor
Passenger
Bridge
Lavatory
Service
Truck
Air Conditioning
Truck
Cabin
Cleaning
Truck
Air Start
Truck
Hydrant
Fuel Truck
777 - 200
Utility Tug and
Pallet Trailers
Galley Truck,
Door No. 2
Hydrant Fuel
Truck (Option)
Utility Tug and
LD2/LD3 Trailers
Utility Tug and
Bulk Trailers
Lower Cargo
Hold Loader
Bulk Cargo
Loader
Galley Truck
Lower Lobe
Loader
Potable Water
Truck
Galley Truck
Electrical
Power
Tow Tractor
Passenger
Bridges
Air Conditioning
Truck
Galley Truck
Air Start
Truck
Lavatory
Service
Truck
Cabin
Cleaning
Truck
Hydrant Fuel
Truck
777 - 300
Ground Operations
June 2003
1-5
Steering
Angle
(Deg)
R1
Inner Gear
R2
Outer Gear
R3
Nose Gear
R4
Wingtip
R5
Nose
45o
Main Gear
Centerline Projection
R6
Tail
FT
M
FT
M
FT
M
FT
M
FT
M
FT
M
30
123
37.5
165
50.3
168
51.3
247
75.3
177
53.8
209
63.6
35
98
29.7
140
42.6
147
44.8
222
67.6
157
47.8
187
57.1
40
78
23.7
120
36.6
131
40.0
202
61.7
142
43.4
171
52.2
45
62
18.9
104
31.7
120
36.4
187
56.9
132
40.2
159
48.5
50
49
14.8
91
27.7
111
33.7
174
52.9
124
37.7
150
45.6
55
37
11.2
79
24.1
103
31.5
162
49.5
118
35.8
142
43.2
60
27
8.1
69
21.0
98
29.9
152
46.5
113
34.4
135
41.2
65
17
5.3
60
18.2
94
28.6
143
43.7
109
33.3
130
39.5
70 (Max)
9
2.7
51
15.6
90
27.6
135
41.2
107
32.5
125
38.1
50o
24 Inches
(0.61 mm)
55o
Turning Center
Steering Angles
(Example)
62o
70o
Notes: Actual turn radii can be more than shown.
Dimensions are to nearest foot and 0.1 meter.
R1
R4 radius inreased 6 feet (2M) for 777-200LR
Steering Angle
R2
R3
R5
R6
R4
777-200 Turning Radius
Steering
Angle
(Deg)
R1
Inner Gear
R2
Outer Gear
R3
Nose Gear
R4
Wingtip
R5
Nose
45o
Main Gear
Centerline Projection
R6
Tail
FT
M
FT
M
FT
M
FT
M
FT
M
FT
M
30
153
46.5
196
59.6
202
61.7
277
84.3
211
64.4
243
73.9
35
122
37.2
165
50.3
177
53.9
247
75.1
187
57.0
217
66.1
40
98
30.0
141
43.1
158
48.1
223
68.0
169
51.6
198
60.2
45
79
24.1
122
37.2
144
43.8
204
62.2
156
47.7
183
55.7
50
63
19.2
106
32.3
133
40.4
188
57.4
147
44.7
171
52.2
55
49
14.9
92
28.0
124
37.8
175
53.2
139
42.4
162
49.3
60
37
11.1
80
24.2
118
35.8
163
49.6
133
40.6
154
46.9
65
25
7.8
68
20.8
112
34.3
152
46.3
129
39.2
148
45.0
70 (Max)
15
4.6
58
17.7
108
33.1
142
43.3
125
38.2
142
43.3
50o
24 Inches
(0.61 mm)
55o
Turning Center
Steering Angles
(Example)
62o
70o
Notes: Actual turn radii can be more than shown.
Dimensions are to nearest foot and 0.1 meter.
R1
R4 radius inreased 6 feet (2M) for 777-300ER
Steering Angle
R3
R2
R5
R6
R4
777-300 Turning Radius
1-6
June 2004
Structures
Features
CORROSION PROTECTION
•
Fuselage
STRUCTURAL DESIGN
The corrosion protection for the 777
includes:
•
Wing
•
Composite Structure
•
Stabilizers
•
Corrosion Prevention
The design of the fail-safe structure
includes:
•
•
•
Relevant experience from the
Boeing aging fleet program
Redundant structural load paths
Fatigue tests.
A plan for scheduled structural
inspections and coordination with the
airlines completes the design
process.
•
•
•
Better drainage
Increased use of corrosion
resistant materials
Special protective coatings and
sealants.
Corrosion prevention procedures are
continuously updated for the latest
technology and in-service
experience. This helps to keep a
structurally-durable airplane.
COMPOSITE MATERIAL USAGE
The use of new composite materials
on the 777 helps:
•
•
•
Improve resistance to damage
Prevent corrosion
Reduce overall airplane weight.
June 2004
2-1
Section 41
Section 43
Section 44
(Upper Lobe)
Section 46
Section 45
(Lower Lobe)
Section 47
Aft Pressure
Bulkhead
Passenger Entry Doors (-300 has Overwing Doors)
Section 48
APU
Firewall
APU
Inlet Door
Forward
Pressure
Bulkhead
APU
Exhaust
APU Access
Doors
Forward Cargo
Door
Radome
Wing Center
Section
Keel Beam
Nose Gear
Wheel Well
Forward
Equipment
Center
Main Gear
Wheel Well
Forward Cargo
Compartment
Main Equipment
Center
Aft Cargo Bulk Cargo
Door
Door
Aft Cargo
Compartment
Stabilizer
Compartment
Bulk Cargo
Compartment
NOTE: The 777-300 has an overwing door.
Fuselage
Fuselage
The fuselage is a pressurized semimonocoque structure. It is made
with circumferential frames,
longitudinal stringers, stressed
skin, and pressure bulkheads.
The fuselage includes many
improvements that were identified
by the Boeing aging fleet program.
•
•
•
•
Nose gear wheel well
Main equipment center
Forward cargo door (right side)
Forward part of the forward
cargo compartment.
Section 47 (STA 1832 - 2150). This
section contains these items:
Section 43 (STA 655 - 1035). This
section contains the aft part of the
forward cargo compartment
Section 48 (STA 2150 - 2570). This
section contains these items:
FUSELAGE SECTIONS
Section 44/45 (STA1035 - 1434).
This is the center portion of the
fuselage. It contains these items:
These are the major fuselage
sections and their station numbers
(STA).
•
•
•
Section 41 (STA 92.5 - 655). This
section contains these items:
Section 46 (STA 1434 - 1832). This
section contains these items:
•
•
•
•
•
•
Radome
Flight deck
Forward pressure bulkhead
Forward equipment center
2-2
Wing center section
Keel beam
Main gear wheel wells.
•
•
•
•
•
•
•
Bulk cargo door (right side)
Bulk cargo compartment.
Aft pressure bulkhead
Stabilizer compartment
APU firewall
APU inlet and exhaust
APU compartment.
All sections except sections 45 and
48 contain parts of the passenger
compartment.
Aft cargo door (right side)
Aft cargo compartment.
June 2004
Structures
Side-of-Body Rib
777-300ER/
200LR
Wingbox Extension
(777-300ER/200LR)
Dry Bay
Access Panel
Leading Edge Slat (7)
Wing Center Section
Front Spar
Tank End Rib
Tank End Rib
(-300ER/200LR)
Flaperon
Landing
Gear
Beam
Spoiler (7)
Flaps
Rear Spar
Aileron
Wing Tip
Wing
Wing
WING SECONDARY STRUCTURE
WING ACCESS PANELS
The wing holds fuel, contains fuel
system components, and includes
the attachment points for the engine
strut, landing gear, and flight control
surfaces.
The wing secondary structure
includes the leading edge, trailing
edge, and aerodynamic fairings. The
leading edge slats attach to the front
spar. These items attach to the rear
spar and auxiliary structure:
Access panels are on the lower
surface of the wing. The wing center
section has one access panel.
Openings in some ribs and the center
section spanwise beams permit
movement in the tank.
•
•
•
•
CHANGES FOR 777-300ER/200LR
WING PRIMARY STRUCTURE
The wing primary structure is
aluminum alloy and includes:
•
•
•
•
Front and rear spars
Skin panels
Stringers
Ribs.
Trailing edge flaps
Aileron
Flaperon
Spoilers.
The wing tip is an aerodynamic
fairing on the end of the wing.
The 777-300ER and 777-200LR
have an extended wing and new
wingtip. Fuel tank volume increases
with a new tank end rib. Center tank
volume also increases into part of the
wing dry bay.
Tank end ribs are sealed and make
the ends of the fuel tanks. The sideof-body rib connects the outboard
wing section to the wing center
section.
The main landing gear attaches to
the wing rear spar and the landing
gear beam.
June 2004
2-3
Legend:
Carbon Fiber
Reinforced Plastic
Torque Box
Carbon Fiber
Reinforced Plastic
+ Nylon
Aileron
Rudder
Torque Box
Fiberglass
Leading and Trailing
Edge Panels
Wing Fixed Leading Edge
Outboard Flap
Elevator
Trailing Edge Panels
Strut Fairings
Wing-to-Body Fairing
Floor Panels
Inboard Flap
Floor Beams
Flaperon
Inboard and
Outboard Spoilers
Main Landing
Gear Doors
Radome
Wing Landing
Gear Doors
Nose
Gear Doors
Engine Cowling
Composite Structure
Composite
CARBON FIBER REINFORCED
PLASTIC
Some of the airplane structure is
made of composite materials to
improve resistance to corrosion and
to reduce weight.
These structural components are
made of carbon fiber reinforced
plastic:
Composite materials are layers or
plies of high strength fibers (carbon
fiber or fiberglass) in a mixture of
plastic resin. Components made of
composite materials use
laminations or combine layers of
the composite materials with a
honeycomb core to form a
sandwich construction.
•
•
•
•
•
•
•
•
•
The structural repair manual
contains the necessary
inspections, damage limits, and
repair procedures for each
component.
These structural components are
made of carbon fiber reinforced
plastic + nylon (toughened carbon
fiber reinforced plastic):
•
•
2-4
Elevators
Rudder
Ailerons
Flaperons
Flaps
Spoilers
Strut fairings
Engine cowlings
Nose gear doors.
FIBERGLASS
These structural components are
made of fiberglass:
•
•
•
•
•
Leading and trailing edge
panels
Wing-to-body fairing
Wing and main landing gear
doors
Floor panels
Radome.
Torque boxes
Floor beams.
June 2004
Structures
Tip
Rudder
Leading Edge
Torque Box
Tip
Tab
Trailing Edge Panels
Vertical Stabilizer
Leading Edge
Elevator
Horizontal Stabilizer
Torque Box
Stabilizers
Stabilizers
VERTICAL STABILIZER
Major structural parts of the
stabilizers are made of composite
materials.
These components of the vertical
stabilizer are made of toughened
carbon fiber reinforced plastic:
HORIZONTAL STABILIZER
•
•
•
•
These components of the horizontal
stabilizer are made of toughened
carbon fiber reinforced plastic:
•
•
•
•
Torque box spars
Ribs
Stringers
Skins.
The elevators are made of carbon
fiber reinforced plastic.
Torque box spars
Ribs
Stringers
Skins.
Auxiliary structure is aluminum or
titanium. The leading edge and tip
are removable. All panels are
fiberglass.
Only the panels on the left side of the
stabilizer are removable for access.
The rudder and tab structure are
made of carbon fiber reinforced
plastic.
June 2004
2-5
Two Coats
of Primer
Finishes
Titanium Seat Track
Frame
Fiberglass
Floor Panels
Stringer
Drainage
Corrosion Resistant Materials
Corrosion Prevention
Corrosion Prevention
FINISHES
The 777 includes several corrosion
prevention features.
These improve the airplane finish:
DRAINAGE
•
•
Increased use of primer
Corrosion inhibiting
compounds.
These features improve drainage:
•
•
•
•
Centerline drain path
Stringer drain holes
Drainage clearance at frames,
stringer splices and fittings
Increased number of skin
centerline drain holes.
Access for inspection is improved
to permit better corrosion
surveillance.
CORROSION RESISTANT
MATERIALS
These items are new:
•
•
•
•
Better aluminum alloys (2524T3)
Titanium seat tracks
Toughened carbon fiber
reinforced plastic floor beams
Fiberglass floor panels.
2-6
June 2004
Equipment Centers
Features
•
Antenna Locations
EASE OF ACCESS
•
Electronic Equipment Centers
Equipment racks contain most of the
electronic equipment in the airplane.
The access to the racks is from the
ground, passenger cabin, or cargo
compartments.
•
Shelf-Mounted Equipment
REMOVAL AND INSTALLATION
The equipment centers have line
replaceable units (LRUs). The LRUs
are easy to remove and replace.
PASSIVE COOLING
Forced air cooling is not necessary
for some LRUs. These LRUs use
passive cooling. Passive cooling
gives better reliability because it
permits system operation with no
equipment cooling operation.
June 2004
3-1
TV
(Option)
ATC
SATCOM
HF
(Top-Mounted)
(Dual Option)
SATCOM
(Top-Mounted)
ADF
VHF L
GPS
VOR
VHF C
TCAS
Weather Radar
ILS Glideslope
Capture
and Localizer
Telephone Antenna (L, R)
ILS Glideslope
Track
(Dual
Option)
DME R
Marker Beacon
ATC
DME L
TCAS
VHF R
SATCOM
(Side-Mounted)
RA
Antenna Locations
Antenna Locations
Shelf-Mounted Equipment
The basic communication and
navigation antenna locations show
above.
Easy to remove shelf-mounted
equipment permits easy change
and troubleshooting of electronic
equipment. The shelves contain
standard ARINC 600 line
replaceable units (LRUs). The
configuration of the LRUs is in
relation to use and ease of access.
Cooling to some LRUs is by forced
air, and some LRUs have passive
cooling.
Electronic Equipment Centers
Electronic equipment racks are in
different locations in the airplane.
The main equipment center is
below the passenger cabin floor.
Access to the main equipment
center is:
•
•
•
From the forward cargo
compartment
Through a door on the bottom of
the airplane
Through a hatch in the
passenger cabin.
3-2
June 2004
Equipment Centers
E7 Rack
E17 Rack
E11 Rack
E12 Rack
E10 Rack
E6 Rack
E5 Rack
E15 Rack
E16 Rack
Main Equipment Center
Forward
Equipment
Center
Equipment Center and Rack Locations
P210 Right Power
Management Panel
P300 Auxiliary
Power Panel
E1/E2 Rack
P110 Left Power
Management Panel
P100 Left Power Panel
P320 Ground Service/
Handling Power Panel
(Looking Aft)
P310 Standby Power
Management Panel
P110 Left Power
Management Panel
P210 Right Power
Management Panel
P200 Right Power Panel
(Looking Forward)
E3/E4 Rack
Main Equipment Center
June 2004
3-3
RIGHT
AIRPLANE INFORMATION
MANAGEMENT SYSTEM (AIMS)
CABINET
ACTUATOR
CONTROL
ELEC
(ACE)
LEFT 2
E2-1
GENERATOR
CONTROL
UNIT
(GCU)
LEFT
BUS
POWER
CONTROL
UNIT
TRANSFORMER
RECTIFIER
UNIT
(TRU)
LEFT
E1-1
CABIN
TEMPERATURE
CONTROLLER
(CTC)
RIGHT
QUICK
ACCESS
RECORDER
(QAR)
E2-2
DISTANCE
TRAFFIC ALERT MEASURING
EQUIPMENT
& COLLISION
AVOIDANCE SYS INTERROGATOR
COMPUTER
(DME)
(TCAS)
LEFT
CABIN
TEMPERATURE
CONTROLLER
(CTC)
RIGHT
AIR
VHF
SUPPLY
COMM
CABIN
XCVR
PRES CTL
(VHF)
(ASCPC)
CENTER
LEFT
INSTR
LAND
SYS
RCVR
(ILS)
LEFT
ADF LEFT
WINDOW
HEAT AND
CNTRL
UNIT
FWD AND
LEFT SIDE
GENERATOR
CONTROL
UNIT
(GCU)
RIGHT
AIR
SUPPLY
CABIN
PRESSURE
CONTROL
(ASCPC)
RIGHT
SEL CAL
DEC UNIT
TRANSFORMER
RECTIFIER
UNIT
(TRU)
RIGHT
E1-2
INSTR
LAND
SYS
RCVR
(ILS)
RIGHT
VOR
RCVR
MKR
BCN
(VOR)
RIGHT
VHF
COMM
XCVR
(VHF)
RIGHT
AIR
TRAFFIC
CONTROL
TRANS
(ATC)
RIGHT
DISTANCE
MEASURING
EQUIPMENT
INTERROGATOR
(DME)
RIGHT
INSTR
VHF
LAND
COMM
SYS
XCVR
RCVR
(VHF)
(ILS)
LEFT CENTER
APU
GENERATOR
CONTROL
UNIT
(APU-GCU)
VOR
RCVR
MARKER
BEACON
(VOR)
LEFT
AIR
TRAFFIC
CONTROL
(ATC)
LEFT
AUTOPILOT FLIGHT
DIRECTOR
COMPUTER
(AFDC)
LEFT
E1-3
E2-3
ARBRN
VIBRATION
MON
UNIT
RIGHT
AUDIO
PASSENGER
PRE-REC
ENTERINFLIGHT
ANNOUNCE- INFORMATION TAINMENT
MENT
PLAYER
COMPUTER
2
AUDIO
ENTERTAINMENT
ENTERMULTIPLEXER
TAINMENT
CONTROLLER
MULTIPLEX
(EMC)
1
AUDIO
ENTERTAINMENT
PLAYER
1
AUDIO
ENTERTAINMENT
MULTIPLEX
2
AUDIO
ENTERTAINMENT
PLAYER
3
CABIN
SYSTEM
MANAGEMENT
UNIT
(CSMU)
PASS ADDRESS
CABIN
INTERPHONE
CONT
(PACI)
AUDIO
MANAG
UNIT
GRND PROX
WARN COMP
ADF RIGHT
WINDOW
HEAT
CNTRL
UNIT LFWD
AND RSIDE
ARBRN
VIBRATION
MON
UNIT
LEFT
E1-4
E2-4
ACTUATOR
CONTROL
ELEC
(ACE)
CENTER
FCDC
BATTERY
CENTER
AUTOPILOT FLIGHT
DIRECTOR
COMPUTER
(AFDC)
RIGHT
WEIGHT
BAL
COMP
A
CALIB
MODULE
WEIGHT
A
BAL
COMP
CALIB
B
MODULE
B
E2-5
PROXIMITY
SENSOR ELECTRONICS
UNIT
(PSEU)
1
ENGINE
DATA
INTERFACE
UNIT
(EDIU)
LEFT
WARNING
ELECTRONICS
UNIT
(WEU)
LEFT
ACTUATOR
CONTROL
ELEC
(ACE)
LEFT 1
E1-5
FLIGHT CONTROL POWER
SUPPLY ASSEMBLY
(PSA)
CENTER
PRIMARY FLIGHT
COMPUTER
(PFC)
CENTER
E2-6
FLAP/SLAT
ELECTRONICS
UNIT
(FSEU)
1
SECONDARY ATTITUDE
AIR DATA REFERENCE UNIT
(SAARU)
E2-7
FLIGHT CONTROL POWER
SUPPLY ASSEMBLY
(PSA)
LEFT
FCDC
BATTERY
LEFT
PRIMARY FLIGHT
COMPUTER
(PFC)
LEFT
E1-6
E2 Rack
(Looking Aft)
E1 Rack
(Looking Aft)
Main Equipment Center Racks
PORTABLE MAINTENANCE
ACCESS TERMINAL (PMAT)
COOLING EXHAUST HOOD
COOLING EXHAUST HOOD
LEFT
AIRPLANE INFORMATION
MANAGEMENT SYSTEM (AIMS)
CABINET
PROXIMITY
SENSOR ELECTRONICS
UNIT 2
(PSEU)
E3-1
STATIC
INVERTER
AUTOPILOT
FLIGHT
DIRECTOR
COMPUTER
(AFDC)
CENTER
ENGINE
DATA
INTERFACE
UNIT
RIGHT
(EDIU)
FLAP/SLAT
ELECTRONICS
UNIT
2
(FSEU)
E4-1
STATIC
INVERTER
TOWING
(PROVISION)
MAIN
BATTERY
CHARGER
TRANSFORMER
RECTIFIER
UNIT
(TRU)
CENTER 1
TRANSFORMER
RECTIFIER
UNIT
(TRU)
CENTER 2
SERVER
INTERFACE
UNIT
E3-2
E4-2
AIR DATA
INERTIAL REFERENCE
UNIT
(ADIRU)
E3-3
WARNING
ELECTRONICS
UNIT
(WEU)
RIGHT
BACKUP
CONVERTER
(VSCF)
E4-4
MAIN
BATTERY
E4-3
E3 Rack
(Looking Forward)
E4 Rack
(Looking Forward)
Main Equipment Center Racks
3-4
June 2004
Equipment Centers
Right Primary Flight
Computer (PFC)
Right Flight Control Power
Supply Assy (PSA)
Right FCDC Battery
Right Actuator
Control Electronics
Forward Cargo Handling
Accessory Panel P35
Right Radio Altimeter
Fuel Quantity
Processor Unit
Forward Cargo System
Controller
Center Radio Altimeter
Left Radio Altimeter
E16 Rack
(Fwd Cargo Door)
(Looking Forward)
E5 Rack
(Fwd Cargo Door)
(Looking Aft)
Forward Cargo Door Racks
Left HF
Right HF
Brake System
Control Unit
Brake Temperature
Monitor Unit
Aft Cargo Handling
Accessory Panel P39
Aft Axle Steering
Control Unit
Tire Pressure
Monitor Unit
Aft Cargo System
Controller
E6 Rack
(Aft Cargo Door)
(Looking Aft)
E17 Rack
(Aft Cargo Door)
(Looking Forward)
Aft Cargo Door Racks
June 2004
3-5
Voice Recorder
Flight Data Recorder
Satellite Data Unit
Radio Frequency Unit
APU Controller
High Power Amplifier
FWD
FWD
E7 Rack
(Overhead Passenger Compartment)
(Right Side Looking Outboard)
E11 Rack (Basic SATCOM)
(Overhead Passenger Compartment)
(Left Side Looking Inboard)
Overhead Racks in the Passenger Compartment
Left Telephone
Transceiver
Disc Drive Unit
E12 rack
Right Telephone
Transceiver
Cabin
Telecommunications
Unit
Cabin File Server
E10 Rack
(APU Battery
and Charger)
Bulk Cargo
Door
Speaker Drive
Modules
FWD
FWD
E15 Rack
(Overhead Passenger Compartment)
(Left Side Looking Outboard)
E10 and E12 Racks
(Bulk Cargo Compartment)
(Looking Outboard)
E10, E12, E15 Racks
3-6
June 2004
Flight Deck
Features
FLAT PANEL LIQUID CRYSTAL
DISPLAY UNITS
OVERVIEW
The 777 has a two-pilot flight deck
and room for two observers. The
flight deck supplies airline and flight
crew needs into the 21st century.
The 777 flight deck has flat panel
liquid crystal display (LCD)
technology and the digital flight deck
technology shown successful on the
747-400, 767, and 757.
The LCDs replace cathode ray tube
(CRT) displays used in other Boeing
airplanes.
The manual operations on the 777
flight deck are made easier. Many of
the manual flight crew operations
done before are automatic in the 777.
Easier manual operations and more
automatic operations decrease the
flight crew work load.
Less power is necessary for the flat
panel liquid crystal display units
(DUs), and they have a larger display
area than the usual CRT displays.
The standby indicator is also a flat
panel LCD.
CONTROL DISPLAY UNITS
Three LCD control display units
(CDUs) in the flight deck have
multicolored displays.
MAINTENANCE ACCESS
TERMINAL
The maintenance access terminal
(MAT) in the flight deck makes it easy
for the maintenance crew to isolate
system faults and load airplane
systems software.
•
Flight Deck Panels
•
Main Instrument Panels
•
Center Forward Panel
•
Glareshield Panels
•
Control Stand
•
Aisle Stand Panels
•
Overhead Panels
•
Cursor Control Device
•
Maintenance Access Terminal
•
Crew Seats
•
Control Wheels and Visibility
•
Other Flight Deck Components
CURSOR CONTROL DEVICE
The flight crew and maintenance
crew use the cursor control devices
to request flight and other data to
show on the display units that use the
multi-function (MFD) formats. The
maintenance access terminal (MAT)
also has a cursor control device.
June 2004
4-1
P61 Overhead Maintenance Panel
P11 Overhead
Circuit Breaker Panel
P5 Overhead Panel
P2 Center
Forward Panel
P55 Glareshield Center Panel
P7 Glareshield Panel
P7 Glareshield Panel
P3 Right
Forward Panel
P1 Left Forward Panel
P14 Right Side Panel
P13 Left Side Panel
P18 Maintenance
Access Terminal
P9 Forward Aisle
Stand Panel
P8 Aft Aisle
Stand Panel
P10 Control Stand
Flight Deck Panels
Flight Deck Panels
The 777 flight deck decreases and
makes flight crew operations better.
System control location gives easy
access.
The main instrument panels of the
flight deck include six 8" X 8" flat
panel liquid crystal display (LCD)
display units (DUs) that are the
same and interchangeable. The
DUs supply a larger display area
than the usual cathode ray tube
(CRT) displays.
The left and right outboard DUs
show the primary flight display
(PFD) format.
The upper center DU shows the
EICAS display.
The lower center DU normally
shows the MFD formats. It can also
show the EICAS display or the ND.
The arrangement of the captain and
first officer main instrument panels
decreases pilot head and eye
motion and gives full visibility.
The maintenance access terminal
(MAT) is a new panel that the
maintenance technicians use to do
many maintenance related
functions.
The left and right inboard DUs
usually show the navigation display
(ND) format. They can also show
the multi-function display (MFD)
formats.
4-2
June 2004
Flight Deck
Instrument Source
Select Switches
Left Outboard
Display Unit
Right Outboard
Display Unit
Clock (2)
Left Inboard
Display Unit
Brake
Accumulator
Pressure
Indicator
Right Inboard
Display Unit
Heading Reference
Switch
P1 Left Forward Panel
Instrument Source
Select Switches
Left Inboard
Display Selector
FMC Selector
Right Inboard
Display Selector
P3 Right Forward Panel
Main Instrument Panels
Left Forward Panel
The left forward panel has these
displays:
•
•
The PFD normally on the
outboard display unit
The ND normally on the inboard
display unit.
The inboard display selector permits
different formats to show on the
inboard display unit.
Also, the left forward panel has these
components:
•
•
•
•
The instrument source select
switches make it possible to select
the primary or alternate source of the
display data for the PFD and an
alternate source of navigation data
for the ND.
Right Forward Panel
The right forward panel is almost the
same as the left forward panel,
without the brake pressure indicator
and the heading reference switch.
Also, there is an FMC selector.
Brake pressure indicator
Heading reference switch
Clock
Instrument source select
switches.
June 2004
4-3
P2 Center Forward Panel
Ground Proximity Light
and Override Switches
Landing Gear Lock
Override Switch
Landing Gear
Lever
Alternate Gear
Switch
Integrated Standby
Flight Display
Autobrake Selector
Upper Center Display Unit
Lower Center Display Unit
Control Display
Unit (2)
Center Display
Control Source Switch
EICAS Event
Record Button
Center Panel
Brightness Control
P9 Forward Aisle Stand Panel
Center Forward Panel and Forward Aisle Stand Panel
Center Forward Panel
Forward Aisle Stand Panel
These are the components on the
center forward panel:
These are the components on the
forward aisle stand panel:
•
•
•
•
•
•
•
•
•
•
•
Upper center display unit
Standby instrument for attitude,
airspeed, altitude, and heading
Ground proximity light and
override switches
Landing gear lever
Alternate gear switch
Autobrake selector
Landing gear lock override
switch.
The standby instruments use the
same flat panel liquid crystal
display (LCD) technology as the
DUs.
4-4
•
Lower center display unit
Display brightness controls
Control display units (CDUs)
Center display source switch
and brightness control
EICAS event record button.
The CDUs use the same flat panel
LCD technology as the DUs. The
CDUs have a multicolored display.
The multicolored CDUs show a
highlight for pilot inputs, flight
management command data, and
other important data.
June 2004
Flight Deck
Master Warning and Caution
Lights and Reset Switch (2)
Mode Control Panel
EFIS Control Panel (2)
Microphone
Switch (2)
Map Light
Control (2)
Clock
Switch (2)
P55 Glareshield Center Panel
P7 Glareshield
Panel
Data Uplink Accept,
Reject, and Cancel
Switches (2)
Display Select
Panel
P7 Glareshield
Panel
Glareshield Panels
Glareshield Panels
These are the components on the
glareshield panels:
•
•
•
•
•
•
•
•
Mode control panel
Left and right EFIS control panels
Display select panel
Master warning and caution
lights and reset switches
Accept, reject and cancel
switches for data uplink
information
Map light controls
Clock switches
Microphone switches.
June 2004
4-5
Speedbrake
Lever
Thrust Reverser
Flap Lever
Cursor Control
Device (2)
Stabilizer Position
Indicator (2)
Alternate Flaps Arm Switch
Alternate Pitch
Trim Levers
Alternate Flaps Selector
Parking Brake Lever
Stabilizer Cutout Switches
P10 Control Stand
Thrust Levers
Fuel Control Switches
Control Stand
Control Stand
The control stand has controls that
are easy to reach by either pilot.
These are the components on the
control stand:
•
•
•
•
•
•
•
•
•
Thrust levers
Flap lever
Stabilizer position indicators
Alternate flaps controls
Fuel control switches
Stabilizer cutout switches
Parking brake lever
Alternate pitch trim levers
Speedbrake lever.
The control stand also has two
cursor control devices. The cursor
control devices let the flight crew
make selections on some multifunction displays.
4-6
June 2004
Flight Deck
Center Control
Display Unit
Engine Fire
Panel
Radio Tuning Panel (3)
Audio Control Panel (3)
Transponder Panel
Weather
Radar
Panel
Emergency
Evacuation Panel
Aileron and Rudder
Trim Panel
Flight Deck Door
Lock Switch
Light Controls
Observer
Audio
Selector
Flight Deck Printer
Pilot Handset
Printer Paper
Aft Aisle Stand Panel
Aft Aisle Stand Panel
The aft aisle stand has easy to reach
controls and easy to see indications.
These are the components on the aft
aisle stand panel:
•
•
•
•
•
•
•
•
•
•
•
•
•
Engine fire panel
Three radio tuning panels
Three audio control panels
Transponder panel
Emergency evacuation panel
Aileron and rudder panel
Light controls
Full size 8 1/2" x 11" flight deck
printer
Pilot handset
Observer audio selector
Flight deck door lock switch
Weather radar control
A multicolored CDU.
June 2004
4-7
Standby Power
Flight Control
Hydraulic Power
APU and EEC
Maintenance Panel
Backup
Window Heat
Cargo
Temperature
Ground Test
Switch
Voice Recorder
CARD FILE
CARD FILE
P61 Overhead Maintenance Panel
Overhead Maintenance Panel
Overhead Maintenance Panel
The overhead maintenance panel
has the controls that are set before
takeoff or during ground
maintenance and do not require
adjustment during flight.
These are the functions on the
overhead maintenance panel:
•
•
•
•
•
•
•
•
Backup window heat controls
Standby power
Flight control hydraulic power
controls
APU and EEC maintenance
controls
Cargo temperature control
Ground test switch
Voice recorder
Card files.
4-8
Each card file has two interface
cards. These interface cards are
the interface between the switch
signals from the overhead panels
and two overhead panel bus
controllers. The bus controllers
convert the switch signals into
ARINC 629 data and send them on
the ARINC 629 buses to the
airplane systems.
Two panel data concentrator units
under the main instrument panels,
supply the interface between the
switch signals from the instrument
panels and the overhead panel bus
controllers.
June 2004
Flight Deck
APU BTL
DISCH
CARGO FIRE
11
ARM
FWD
AFT
ARMED
ARMED
FWD
AFT
DISCH
DISCH
FIRE/
OVHT
TEST
EQUIP
COOLING
AIR CONDITIONING
GASPER
AUTO
DISCH
ON
RECIRC FANS
UPPER LOWER
OVRD
SERV
INTPH
OFF
ON
1
EMER
LIGHTS
5
ADIRU
ON BAT
OFF
PASS
OXYGEN
ALTN
ARMED
ON
ON
PRIMARY FLIGHT
COMPUTERS
2
SIDE
DISC
7
OFF
AUTO
L
FWD
ON
INOP
3
ON
ON
OFF
OFF
6
OFF
UNLKD
9
FAULT
OFF
P
R
I
M
A
R
Y
R BUS TIE
AUTO
AUTO
SECONDARY
EXT PWR
PRIMARY
EXT PWR
ON
ON
AVAIL
L
GEN L MAIN
CTRL
ON
OFF
ISLN
L ENG
ON
ON
ON
ON
OFF
OFF
OFF
ON
ON
FAULT
4
R ENG
ON
FAULT
ON
ON
VALVE
VALVE
DECR
ARMED
INCR
INT
OFF
LOW
ON
C
ISLN
R
AUTO
AUTO
CLOSED
CLOSED
CLOSED
17
WAI
WAI
OFF
ON
FWD
PRESS
CENTER
PUMPS R
ON
ON
PRESS
PRESS
WING
AUTO
OFF
L
AUTO
ON
OFF
OFF
ENGINE
OFF
ON
OUTFLOW
VALVE
AFT
AUTO
AUTO
AFT
MAN
MAN
14
OPEN
OPEN
VALVE
L
ON
PRESSURIZATION
PRESS
AFT
PRESS
AFT
R ENG
ON
15
ANTI-ICE
SEAT BELTS
AUTO
OFF
ON
APU
AUTO
R PUMPS
FWD
VALVE
ON
D
E
M
A
N
D
10
NO SMOKING
AUTO
OFF
ON
OFF
AUTO
ON
CROSSFEED
FWD
ON
PASS SIGNS
OFF
AUTO
R
ON
FAULT
ISLN
L
ARM
FAULT
L PUMPS
FWD
FAULT
L WIPER
TRIM AIR
ON
FAULT
BLEED AIR
13
FUEL
FAULT
FAULT
R
L
L ENG
FAULT
FAULT
CAMERA
LTS
AUTO
PULL ON
P
R
I
M
A
R
Y
C1
C2
AIR
L ELEC
R ELEC
AUTO
AUTO
ON
OFF
ON OFF
D
AUTO
AUTO
OFF
ON
ON
E OFF
M
A
N
D
R
GEN
CTRL
DRIVE
DRIVE DISC
FUEL TO
REMAIN
L NOZZLE R
C2
FAULT
W
R PACK
OFF
PRESS
R MAIN
BACKUP GEN
L
R
DRIVE
L
ELEC
16
C
W
OFF
HYDRAULIC
C1
MAN
ON
12
INOP
AVAIL
R XFR
L XFR
CON
AUTOSTART
ON
CABIN
TEMP
L PACK
START
CON
START
SIDE
8
PRESS
APU GEN
C
R
NORM
START/IGNITION
FUEL JETTISON
START
ON
ISLN
INOP
RAM AIR
TURBINE
OFF
ON
L BUS TIE
R
ON
INOP
APU
ON
BATTERY
FWD
ON
ELECTRICAL
IFE/PASS CABIN/
SEATS UTILITY
ALTN
L
NORM
ON
AIR COND
RESET
WINDOW HEAT
DISC
AUTO
FLT DECK
TEMP
AUTO
R
NORM
NORM
ON
THRUST
ASYM COMP
ENGINE
EEC MODE
L
OFF
ON
R
AUTO
OFF
ON
MAX
P,11 PSI
TAKEOFF & LDG
LDG ALT
DECR
18
INCR
PULL ON
MANUAL
CLOSE
CLOSE
R WIPER
OFF
INT
4
LOW
HIGH
HIGH
OVHD/
CB
777-300
DOME
STORM
MASTER
BRIGHT
ON
OFF
GLARESHIELD
PNL/FLOOD
MIN
LANDING
LEFT
OFF
NOSE
OFF
ON
RIGHT
OFF
ON
BEACON
NAV
LOGO
WING
ON
ON
ON
ON
IND LTS
TEST
BRT
PUSH
ON/OFF
19
DIM
RUNWAY TURNOFF
L OFF R
TAXI
OFF
STROBE
OFF
ON
ON
ON
ON
P5 Overhead Panel
Overhead Panel
Overhead Panel
Because of its central location, either
pilot can reach any of the systems
controls. The two outboard columns
of the overhead panel have a fivedegree angle inward. This increases
the visibility across the panel.
The overhead panel includes
controls and indications for these
functions:
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
June 2004
1 - Air data inertial reference
system control
2 - Primary flight computer
disconnect
3 - Electrical system/APU
4 - Wiper control
5 - Emergency lighting
6 - Passenger oxygen
7 - Window heat
8 - Ram air turbine switch
9 - Hydraulic system
10 - Passenger signs
11 - APU and cargo fire control
12 - Engine start
13 - Fuel jettison
14 - Fuel management
15 - Anti-ice
16 - Air conditioning
17 - Bleed air
18 - Pressurization
19 - Lighting.
4-9
Cursor Location
Switches
Touch Pad
Hand/Palm
Support
Cursor Select Switch
Cursor Control Device
Cursor Control Device
Two cursor control devices (CCDs)
on the control stand make it
possible to access some
communication systems and get
real-time maintenance information
from the MFD.
The touch sensitive pad of the
cursor control device permits
control of the cursor position on the
active display. When the cursor is in
the desired position, push the
cursor select switch to activate the
selection.
With the CCDs on the control stand,
the flight crew or maintenance crew
uses the cursor location switches to
select the inboard displays or lower
center display for maintenance
information.
4-10
June 2004
Flight Deck
Maintenance
Access Terminal
(MAT)
MAT Display
MAT Cursor
Control Device
MAT Disk Drive
and Mass
Storage Device
Maintenance Access Terminal
Maintenance Access Terminal
The maintenance access terminal
(MAT) at the second observer
position makes it possible for the
maintenance crew to do these
functions:
•
•
•
Request system and component
fault and maintenance
information
Do ground tests of airplane
systems and components
Load software into the
components that need onboard
software loads.
June 2004
The MAT includes these
components:
•
•
•
•
•
Display
Cursor control device
Disk drive
Mass storage device
Keyboard.
There are several portable MAT
(PMAT) interfaces in various
positions on the airplane.
4-11
Second Observer
Seat
First Observer Seat
Captain and
First Officer Seats
Crew Seats
Crew Seats
Crew seats in the 777 are made for
comfort and convenience. The
captain and first officer seats
electrically adjust in the vertical and
forward/aft directions. The captain
and first officer seats have these
adjustments:
•
•
•
•
•
Recline
Vertical
Forward and aft
Thigh support
Lumbar region of the back.
The captain and first officer seats
have these features:
•
•
•
•
•
Arm rests that fold
Crotch strap
Inertia-reel shoulder harness
with manual lock
Lap belt
Headrest.
4-12
The first observer seat mounts on a
pedestal. It adjusts manually in the
vertical and forward/aft directions.
The first observer seat has these
features:
•
•
•
•
•
Arm rests that fold
Crotch strap
Inertia-reel shoulder harness
Lap belt
Headrest.
The second observer seat is not
adjustable.The second observer
seat has these features:
•
•
•
•
•
Arm rests that fold
Crotch strap
Shoulder harness
Lap belt
Headrest.
June 2004
Flight Deck
Pitch Trim Switch
Push-to-Talk
Switch (Not Visible)
Eye Reference Point
22 degrees
Autopilot
Disconnect
Switch
Clear
View
Control Wheel and Visibility
Control Wheel and Visibility
Each control wheel includes these
functions:
•
•
•
Pitch trim switches
Autopilot disconnect switch
Oxygen mask or boom
microphone push-to-talk (PTT)
switch.
When the pilots adjust their seats so
that their eyes are at the eye
reference point (ERP), the control
column design permits a clear view
of all flight instruments.
June 2004
4-13
Overhead Stowage
Spare Bulb
Stowage
Oxygen Mask
Stowage
Emergency
Equipment
Sunvisor
Stowage
Cupholder
Smoke Goggle
Stowage
Headset
Stowage
Oxygen Mask
Stowage
Cupholder
Side Display
(Option)
Stowage,
Chart Holder
Oxygen
Mask
Cupholder
Manual/
Diskette
Stowage
Quick
Reference
Handbook
Stowage
Keyboard
Stowage
Map Stowage
Fold-Down
Worktable
Crew
Closet
Flight Kit Stowage
Suitcase
Stowage
Manual Stowage
Ashtray
Fold-Down
Worktable
Left Sidewall
Sunvisor Stowage
Flight Kit
Stowage
Manual Stowage
Right Sidewall
Flight Deck Components
Other Flight Deck Components
Necessary equipment in the flight
deck includes:
•
•
•
•
•
•
•
Emergency equipment
Manual stowage
Flight kit stowage
Smoke goggles
Oxygen masks
Suitcase stowage
Cup holders.
Optional side displays on the P13
and P14 panels show flight crew
selected data such as aeronautical
charts.
4-14
June 2004
Airplane Information Management System
Features
FLIGHT CREW INTERFACE
•
Airplane Information
Management System
INTEGRATED FUNCTIONS
These components are used with the
AIMS:
•
Data Conversion Gateway
Function
•
Primary Display System
•
Flight Management Computing
System
•
Thrust Management
Computing System
•
Central Maintenance
Computing System
•
Airplane Condition Monitoring
System
•
Flight Data Recording System
•
Ground Manuever Camera
System
•
Data Communication
Management System
The airplane information
management system (AIMS) is a
new system introduced on the
Boeing 777 airplane. Advancements
in technology, microelectronics, fault
tolerance, and software permit the
development of highly integrated,
digital avionics. The AIMS integrates
the avionics functions that require
large quantities of data collection,
processing, and calculations. On
other model airplanes, many LRUs
are necessary to handle these
avionics functions.
•
•
•
•
•
EFIS control panel (2)
Display select panel
Control display unit (CDU) (3)
Display switching panels (2)
Cursor control device (2).
The two cursor control devices
(CCDs) in the flight deck are new
features. The flight crew uses the
CCDs to:
•
•
Control menus
Select items on the multi-function
display
Manage communications.
AIMS CABINETS
•
The AIMS has two cabinets. Each
cabinet has eight line replaceable
modules (LRMs), four of these are
input/output modules (IOMs) and
four are core processor modules
(CPMs). The AIMS cabinets operate
as the main computer for several
avionics systems.
MAINTENANCE INTERFACE
The AIMS cabinet integrates the
computing functions for the avionics
systems. Software partitioning keeps
a necessary separation between
computing functions. The software
partitioning allows the integration of
multiple computing functions in a
single core processor module.
SYSTEM INTERFACES
The AIMS cabinets interface with
approximately 130 LRUs, sensors,
switches, and indicators. The large
quantity of interfaces permits the
AIMS to integrate the information
from a majority of airplane systems in
one place. It is efficient to integrate
this information for central
maintenance computing, flight data
recording, airplane condition
monitoring flight management, thrust
management and displays.
June 2004
The onboard maintenance system
uses the AIMS cabinets for the
computing function. The
maintenance crew uses a
maintenance access terminal (MAT)
to control the central maintenance
computing system and the airplane
condition monitoring system. The
MAT is a station with a display
module, disk drive module,
keyboard, and cursor control
module. The MAT is at the second
observer position.
ENGINEERING INTERFACE
Engineers use the ground based
software tool (GBST) to create airline
modifiable information (AMI). The
AMIs allow the airline to customize
information. The AMI software is
loaded into these functions:
•
•
•
•
•
•
ACMF
CMCF
DCMF
FDCF
FMCF
PDF.
5-1
CPM GG
Primary Display System
AIMS
Data Conversion
Gateway Function
Primary Display
Function
Thrust Management
Computing System
Airplane Condition
Monitoring System
CPM BASIC
AIMS
Data Conversion
Gateway Function
Flight Management
Computing System
Flight Management
Computing Function
Thrust Management
Computing Function
Airplane Condition
Monitoring Function
CPM COMM
AIMS
Data Conversion
Gateway Function
Central Maintenance
Computing System
Central Maintenance
Computing Function
Data Communication
Management System
Data Communication
Management Function
Flight Deck
Communication Function
Flight Data
Recorder System
Digital Flight Data
Acquisition Function
Airplane Condition
Monitoring System
Quick Access
Recorder Function
Airplane Information Management System
Airplane Information
Management System (AIMS)
The LRMs do the main calculation
for these seven avionic systems:
The AIMS has two cabinets in the
main equipment center. Each
cabinet has ten line replaceable
modules (LRMs.) They are the:
•
•
•
•
•
•
•
•
•
Core processing
module/communications
(CPM/Comm)
CPM/graphics generator
(CPM/GG) (2)
Input output module (IOM) (4)
CPM/basic (right AIMS cabinet
only)
CPM/airplane condition
monitoring function
(CPM/ACMF) (left AIMS cabinet
only).
Power conditioning modules (2)
•
•
•
•
Primary display system (PDS)
Flight management computer
system (FMCS)
Thrust management computer
system (TMCS)
Central maintenance computer
system (CMCS)
Airplane condition monitoring
system (ACMS)
Data communication
management system (DCMS)
Flight data recorder system
(FDRS).
These are the functions that the
LRMs in the AIMS cabinet
calculate:
•
•
•
•
•
•
•
•
•
PDF
FMCF
TMCF
CMCF
ACMF
QARF
DCMF
FDCF
DFDAF.
The LRMs also do other functions
to change data between nonARINC 629 and ARINC 629 data.
There is a backplane bus in each
AIMS cabinet. This bus controls all
data communication between the
eight LRMs in the AIMS cabinet.
5-2
June 2004
Airplane Information Management System
ARINC 717 and RS 422
(DFDR)
(QAR)
Recorders
Flight Controls ARINC 629 Bus (3)
ARINC 453
26 LRUs
VHF
Radios
Systems ARINC 629 Bus (4)
40 LRUs
Analog
ARINC 618
ARINC 429
RF
56 LRUs
Weather
Radar/
EGPWS
14LRUs
Display
Units (6)
AIMS Intercabinet
Ethernet Bus (4)
MAT
PMATS
Ethernet
Ethernet
AIMS Cabinet (2)
Airplane Information Management System Interfaces
AIMS Interfaces
The AIMS has interfaces with many
airplane systems with different types
of data formats. These are the data
formats that AIMS uses:
•
•
•
•
•
•
•
•
ARINC 629
ARINC 429
ARINC 618
ARINC 453
ARINC 717
RS 422
Analog
Radio frequency (RF).
There are different isolated ARINC
629 buses in relation to the type of
data and the redundancy
requirements. The flight controls
buses have flight critical data
necessary for the primary flight
control system and the autopilot flight
director system. The systems buses
give data to and receive data from
many other systems for system
operation and for display. The AIMS
June 2004
intercabinet buses have data that the
AIMS cabinets give to each other and
the CDUs.
The interface between the AIMS
cabinets and the MAT and the
portable MATs is with an Ethernet
connection.
The data used for downlink on the
VHF communication system is
ARINC 618.
Many systems transmit and receive
ARINC 429 data.
The weather radar system and
enhanced ground proximity warning
system use ARINC 453.
The flight data recorder and quick
access recorder use ARINC 717 and
RS 422 data.
The AIMS cabinets receive discrete
switch data and some engine sensor
data with analog interfaces.
The display units receive an RF
signal from the AIMS cabinets.
5-3
DCGF - Seven types of data transfers
1
7
Type 1: Non-ARINC 629 to FC 629 buses
Type 2: Non-ARINC 629 to Systems 629 Buses
Type 3: FC 629 Buses to Systems 629 Buses
Type 4: Systems 629 Buses to FC 629 Buses
Type 5: FC 629 Buses to Non-ARINC 629
Type 6: Systems 629 Buses to Non-ARINC 629
Type 7: Systems 629 Bus to Systems 629 Bus
Analog or to ARINC 429
ARINC 429
Analog
Analog discrete
ARINC 429
Analog
Analog discrete
Analog
ARINC 429
1
2
5
6
7
AIMS
Cabinet (2)
1
2
3
4
5
6
7
Flight Controls
ARINC 629 Bus (3)
Systems ARINC 629 Bus (4)
Data Conversion Gateway Function
Data Conversion Gateway
Function
The data conversion gateway
function (DCGF) moves data
between:
•
•
•
•
Buses and analog discrete
signals
Buses and analog signals
Buses of different formats
Buses of the same format.
The DCGF supplies seven types of
data conversions and transfers.
These are:
•
•
Type 1 - receive ARINC 429
data, analog signals, and
analog discrete signals and
transmit this data to the flight
controls (FC) ARINC 629 buses
Type 2 - receive ARINC 429
data, analog signals, and
analog discrete signals and
transmit this data to the
systems ARINC 629 buses
5-4
•
•
•
•
•
Type 3 - receive data from the
FC ARINC 629 buses and
transmit this data to the
systems ARINC 629 buses
Type 4 - receive data from the
systems ARINC 629 buses and
transmit this data to the FC
ARINC 629 buses
Type 5 - receive data from the
FC ARINC 629 buses and
transmit ARINC 429 data,
analog signals, and analog
discrete signals
Type 6 - receive data from the
systems ARINC 629 buses and
transmit ARINC 429 data,
analog signals, and analog
discrete signals
Type 7 - data transfers between
same types of buses and data
transfers between analog and
ARINC 429 buses.
DCGF supplies redundant and
isolated paths for the data.
For systems with higher levels of
importance, like engine data, the
June 2004
Airplane Information Management System
ND
PFD
Left Remote
Light Sensor
Left
Outboard
DU
Left
Inboard
DU
ND
PFD
Upper
Center
DU
Right
Inboard
DU
Right
Outboard
DU
To Inboard
& Lower
Center DUs
MFD
Systems
ARINC 629 Bus (4)
All
Airplane
Systems
EICAS
Lower
Center
DU
Flight Controls
ARINC 629 Bus (3)
Right Remote
Light Sensor
TAXI
CAMERA
INTERFACE
UNIT
C
A
M
E
R
A
L CAM
A
D
J
U
S
T
N CAM
NORMAL
L
R CAM
N
DSP
ARINC 429
Analog
Discretes
R
CAMERA SELECT
CAMERA
POWER
VIDEO OUT
75
OPAS
CDU (3)
EFIS
CP (2)
Cursor
Control
Device (2)
Taxi Camera
Interface Unit
(777-300)
Coax
Coupler
(6)
Coax
Coupler
(6)
ARINC 429
BITE Monitoring
AIMS Cabinet (2)
Primary Display System
Primary Display System
The primary display system shows
data on six flat panel liquid crystal
display (LCD) display units (DUs).
The DUs show these four types of
displays:
•
•
•
•
Primary flight display (PFD)
Navigation display (ND)
EICAS
Multi-function display (MFD) that
includes the secondary engine,
status, synoptic, maintenance
page, electronic checklist, and
flight deck communication
function (FDCF) formats.
June 2004
These are the components of the
display systems:
•
•
•
•
•
•
•
•
•
•
Primary display function in the
AIMS cabinets
LCD display units (6)
Remote light sensors (2)
Electronic flight instrument
system (EFIS) control panels (2)
Cursor control devices (2)
Display select panel
Coax couplers (4)
Center display control panel (not
shown)
Display switching panels (not
shown) (2)
Instrument source select panels
(not shown) (2).
5-5
INBOARD DSPL
HDG REF
NAV
SELCAL
NORM
AUTO
MFD
L
EICAS
PFD
INBOARD DSPL
FMC
NORM
MFD
R
NORM
NAV
PFD
EICAS
SELCAL
TRUE
Captain Display Switching Panel
BARO
IN
HPA
MINS
RADIO
BARO
FPV
First Officer Display Switching Panel
MTRS
RST
VOR L
INBD
SIDE
NAV
STD
VOR MAP
APP
PLN
40 80
20
CTR
OFF
10
160
320
TFC
DSPL
CTRL
VOR R
640
ADF L
WXR
LWR
CTR
OFF
AIR
DATA
/ATT
ADF R
STA
WPT
ARPT
DATA
POS
Instrument Source
Select Panel
Cursor Control
Device
TERR
EFIS Control Panel
L
INBD
R
INBD
LWR
CTR
CTR PNL BRIGHTNESS
DSPL
CTRL
UPR DSPL
ENG
LWR DSPL
/WXR
STAT
ELEC
HYD
FUEL
AIR
DOOR
GEAR
FCTL
CAM
CHKL
COMM
NAV
777-300
EICAS
EVENT RCD
CANC/RCL
Center Display Control Panel
Display Select Panel
Display Control Panels
Display Control Panels
The display system has these
control panels:
•
•
•
General controls
EFIS controls
EICAS controls.
The general controls include:
•
•
The captain and first officer
display switching panels to
select the display format on the
inboard display units
The cursor control device to
select and activate items on the
MFD.
The EFIS controls include:
•
•
The instrument source select
panel to select the source of
EFIS data
The EFIS control panel to
control the PFD and ND.
5-6
The EFIS control panel has these
controls for the PFD:
The EICAS controls include:
•
•
•
•
•
Barometric altitude reference in
inches of mercury or
hectopascals
Radio altitude decision height
value or barometric minimums
Flight path vector on or off
Altitude reference in feet or in
feet and meters.
For the ND, the EFIS control panel
selects these functions:
•
•
•
•
•
•
Display mode format (map,
plan, approach, or VOR)
Range
VOR and ADF pointers on or off
Weather radar on or off
TCAS on or off
Other navigation data.
•
The center display control panel
to control the display source
and event recording
The display select panel to
control the EICAS and MFD
formats.
On the EICAS display, the display
select panel does these functions:
•
•
Scrolls through message field
Shows compacted format in a
limited mode.
On the MFD format, the display
select panel does these functions:
•
•
Selects display format
Scrolls the status message
field.
June 2004
Airplane Information Management System
EFI S
EFI S CONTROL
BARO
SET
MO D E
< WXR
V OR >
< ST A
TERR
>
M AP >
<WPT
MTRS
>
PL N >
< A RP T
TFC >
CT R >
- - - - - - - - - - OPTIONS >
< DAT A
SEL
A DF / V OR
OF F
ADF
V OR
< P OS
- - - - - - - - - - - C ON T R OL >
< M INS RESET
< R A N GE
< FM C
EFI S
CT L
OF F
ON >
I N CR
1 6 0 NM
< RA NGE DE CR
FPV>
APP >
2 9 . 9 2 IN
< SEL >
RA D/ B A RO S E L
RA D < B A RO>
MI N S S E T
35 0FT
M EN U
OP T I ONS
EF I S>
DSP
CT L
OF F
ON >
DS P >
MA I N T
I NF O
DISPLAY MODES
DI SPL AY>
SEL
<L
D I SPL AY
I NB D
< R I NB D
SEL
CHK L >
< L WR C T R
Alternate Control Panel
Functions on CDUs
DISPLAY SYNOPTICS
MO D E
HY D >
< L W R CT R
NAV >
< R I NB D
CAM >
< DOOR
E I CAS
< E NG
EL EC >
< L I NB D
C OM M >
< SEL >
D I SPL AY
< ST AT
CA NC/ RCL >
- - - - - - - - - - - - - - - - - - - - - - - SYNOPTICS >
< SEL >
F UE L >
AI R >
< GE A R
F CT L >
- - - - - - - - - - - - - - - - - - - - - - - M ODE S >
777-300
Alternate Control Panels
Alternate Control Panels
The left and right CDUs operate as
alternate EFIS control panels. Any
CDU can operate as an alternate
display select panel. The flight crew
selects this alternate function from
the CDU main menu. The left CDU
operates as the left EFIS control
panel, the right CDU operates as the
right EFIS control panel. The center
CDU is a backup for the left or right
CDU.
June 2004
5-7
PFD
ND
EICAS
ND
PFD
MFD
SPD
139
200
IBFI
/130°
DME
3.3
LOC
G/S
ROLLOUT
FLARE
2000
LAND 3
180
6
800
160
0
139
8
2
1
00
0580
60
REF
120
1
400
560
100
6
RADIO
200
100
80
L
130 H
2
29.89
600
IN
MAG
Primary Flight Display
Primary Flight Display
Primary Flight Display
The captain and first officer have a
primary flight display (PFD). The
PFD normally shows on the
outboard display units. The PFD
can also show on the inboard
display units. The PFD integrates,
on a single format, the primary state
of the airplane as well as autoflight,
flight management, and thrust
management command
information.
The PFD shows this information:
•
•
•
•
•
•
•
•
•
•
Attitude
Airspeed
Barometric altitude
Vertical speed
Heading
Flight modes
Radio altitude
ILS data
TCAS resolution advisory
Time critical warning (TCW).
5-8
June 2004
Airplane Information Management System
GS 338 TAS 326
156°/15
PFD
ND
EICAS
HDG
090 MAG
VOR R 116.80
CRS 055
DME 13.5
PFD
ND
MFD
VOR Mode
GS 338 TAS 326
HDG
156°/15
090 MAG
ILS L 110.10
CRS 055
DME 13.5
GS 338 TAS 326
156°/15
TRK
140
GRH
0838.4 Z
32.5 NM
MAG
GS 338 TAS 326
N
156°/15
320
T/D
CHRIS
1230 Z
110 NM
A
KGEG
BILL
160
FRED
A
40
KMWH
W
CHRIS
KYKM
E
YKM
WX+T
+5
VAR
160
ELN
STEVE
VOR L
116.00
DME 121
APP Mode
A
A
KMAT
GRH
VOR R
ELN
DME 28.5
Map Mode
320
S
Plan Mode
Navigation Display
Navigation Display
The captain and first officer each
have a navigation display (ND). The
ND normally shows on the inboard
display units. An ND can also show
on the lower center DU. The ND
provides flight and navigation
information in one of several formats.
The ND shows these four display
modes:
•
•
•
•
VOR
APP (approach)
Map
Plan.
June 2004
5-9
GS 315 TAS 312
156° /15
HDG
090
MAG
VOR R
116.80
CRS 055
DME 13.5
GS 315
TAS 312
156° /15
VOR R
HDG
FROM
Expanded VOR Mode
090
116.80
CRS 055
DME 13.5
MAG
FROM
Centered VOR Mode
Navigation Display - VOR Mode
VOR Mode
•
The VOR mode shows in a
centered or expanded display
format.
The VOR deviation shows only
when the flight crew tunes the VOR
manually. Both displays are
heading up displays.
The centered VOR mode shows
360 degrees of the compass rose
with the airplane symbol and lateral
deviation bar in the center. The
expanded VOR mode shows 80
degrees of the compass rose with
the airplane symbol and the
deviation bar at the bottom.
Weather radar (expanded only).
Additional VOR data shows in the
lower corners of the display. Select
VOR on the EFIS control panel to
show bearing pointers on the
compass rose.
The VOR mode shows this
information:
•
•
•
•
•
•
•
•
System source annunciation
VOR deviation
TO/FROM annunciation
Station identification and
frequency
Station bearing
Selected course
DME distance
TCAS data
5-10
June 2004
Airplane Information Management System
GS 315 TAS 312
156° /15
HDG
090
ILS L
MAG
110.10
CRS 055
DME 13.5
ILS L
GS 315
TAS 312
156° /15
HDG
Expanded Approach Mode
090
110.10
CRS 055
DME 13.5
MAG
Centered Approach Mode
Navigation Display - Approach Mode
Approach Mode
The APPROACH mode shows as an
expanded or centered display. The
centered APPROACH mode shows
360 degrees of the compass rose
with the airplane symbol and lateral
deviation bar in the center. The
expanded APPROACH mode shows
80 degrees of the compass rose with
the airplane symbol and the
deviation bar at the bottom.
Glideslope deviation shows on the
side of the display. Both displays are
heading up displays.
June 2004
The approach mode show this
information:
•
•
•
•
•
•
•
•
System source annunciation
Localizer deviation
Glideslope deviation
Station identifier and frequency
Selected runway heading
DME distance
TCAS data
Weather radar (expanded only).
5-11
124
130° /7
GS
TAS
131
TRK
130
RW13R
1838.4 Z
6.3 NM
MAG
315 TAS 312
156° /15
GS
N
1230.0 Z
0110 NM
320
TRAFFIC
A
KGEG
GHI
160
A
KMWH
20
VAMPS
A
W
DEF
A
KYKM
E
KMAT
NOLLA
13R
160
ABC
NOLLA
E/D
ADF L
BF
VOR R
SEA
12.2
CF13R
320
S
VOR-DME DME
Expanded Map Mode
Plan Mode
Navigation Display - Map Mode and Plan Mode
Map Mode
The map mode shows this data:
Plan Mode
The map mode shows the part of
the flight plan in the selected range.
The range is up to 640 NM. The
map mode shows as an expanded
or centered display. The centered
MAP mode shows 360 degrees of
the compass rose with the airplane
symbol in the center. The expanded
MAP mode shows 80 degrees of
the compass rose with the airplane
symbol at the bottom. The displays
can be track up or heading up.
•
•
•
•
•
•
•
•
•
•
•
The flight crew uses the plan mode
to make, see, or change a flight
plan. The display is a north up
display. The airplane symbol shows
present position and FMC track.
5-12
FMC route
Active waypoints
Distance to go
Estimated time of arrival (ETA)
Vertical deviation
Lateral deviation
Trend vector
Tuned NAVAIDS
Weather radar
FMCS NAV data
TCAS traffic.
This plan mode shows this data:
•
•
FMCS route
TCAS data.
June 2004
Airplane Information Management System
PFD
ND
EICAS
ND
PFD
MFD
TAT +15c
+21c
TO
1.380
1.380
1.004
1.004
ENGINE FIRE L
ENGINE SHUTDOWN L
CABIN ALTITUDE AUTO
CARGO HEAT AFT
EPR
EAI
EAI
21.9
21.9
N1
WAI
WAI
394
•GROUND CALL
•COM
SEATBELTS ON
RECALL STATUS PG 1
FL 0 180-360
KTS
DOWN
394
GEAR
F
L
A
P
S
EGT
40
CAB ALT
LDG ALT
DUCT PRESS40
0
RATE
0
MAN ýP
0
0
FWD AFT
OP
M
CL
M
5
62.3
FUEL QTY
83.1
62.3
TOTAL FUEL 207.7
TEMP +10c
LBS X
1000
EICAS Display
EICAS Display
EICAS Display
The engine indication and crew
alerting system (EICAS) display
normally shows on the upper center
display unit. It can also show on the
lower center DU or the inboard DUs.
The EICAS display shows this data:
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
Engine pressure ratio (EPR)
N1 rotor speed
Exhaust gas temperature (EGT)
Total air temperature (TAT)
Thrust mode
Selected temperature for derate
ECS duct pressure
Cabin altitude and rate of change
Landing altitude
Cabin differential pressure
Crew alert messages
Status Alert
In-flight start information
Landing gear position
Flap/slat position
June 2004
•
•
Total fuel quantity (lbs or kg)
Fuel temperature.
The crew alerting part of the EICAS
monitors airplane systems. If a fault
occurs, EICAS shows a crew alerting
message on the upper center display
unit. As well as the messages, some
crew alerts have aural tones, and the
master warning or caution lights
come on.
Messages are in one of these
groups:
•
•
•
•
•
Warnings
Cautions
Advisories
Communications
Memos.
Messages show on the display in the
order of importance and occurrence.
Warnings show in red at the top of
the message field. Cautions show in
amber below warning messages.
Advisories show in amber below
caution messages. Advisories have
a one-space indent. Communication
and memo messages are white. A
bullet (•) shows before each
communication message.
Different aurals come on with
warning and caution level alerts.
Warning aurals can be a bell, a voice,
or a siren. All caution aurals are a
beeper that comes on four times in
one second and stops. Some
communication messages have a
chime. All aurals stop automatically
when the alert condition stops.
The master warning or caution lights
come on for a warning or caution
alert. The lights stay on for the time of
the warning or caution. Push one of
the switch/lights to put off and set the
two lights for future alerts.
5-13
HYDRAULIC
L
81.1
QTY
81.1
PRESS
ND
EICAS
17.6
FF
R
0.90
3000
0.72 RF
3000
APU
N2
PFD
C
0.91
3000
RPM 100.1
OIL PRESS
17.6
82 PSI
560 C
75 C OIL QTY 7.9
EGT
OIL TEMP
OXYGEN
185
MFD
OIL
PRESS
CREW PRESS 1950
185
ELEC GEN SYS L
FLAP/SLAT CONTROL #2
120
15
OIL
TEMP
120
OIL QTY
15
VIB
1.2
1.2
N2
N2
Secondary Engine Display
ATC
REVIEW
Maintenance Page
(Typical)
FLIGHT
INFORMATION
MANAGER
Status Display
Synoptic Display
(Typical)
Electronic Checklist
Ground Maneuver Camera
System Display (777-300)
COMPANY
NEW MESSAGES
Communication Display
Multi-Function Display
Multi-Function Display
The multi-function display (MFD)
format normally shows on the lower
center display unit. The format can
also show on the inboard display
units. The MFD format shows
auxiliary information to the flight crew
and maintenance crew.
These are the MFD formats:
•
•
•
•
•
•
•
Secondary engine display
Status display
Synoptic display
Maintenance page
Communication display
Electronic checklist
Ground maneuver camera
system display (777-300).
5-14
June 2004
Airplane Information Management System
HYDRAULIC
L
81.1
81.1
QTY
PRESS
C
0.91
3000
N2
17.6
R
.090 LO
3000
0.72 RF
3000
APU
FF
17.6
145
OIL
PRESS
145
150
OIL
TEMP
150
RPM 100.1
OIL PRESS
82 PSI
560
EGT
75
OIL TEMP
C
C
OIL QTY
7.9
OXYGEN
CREW PRESS
1950
ELEC GEN SYS L
FLAP/SLAT CONTROL 2
15
1.2
N2
OIL QTY
VIB
15
1.2
N2
Secondary Engine Display
Status Display
MFD Formats
Secondary Engine Display
Status Display
The secondary engine display shows
automatically at power up. The
format also shows when the flight
crew selects the ENG switch on the
display select panel.
The status display shows on the
MFD when the flight crew selects the
STAT switch on the display select
panel.
The secondary engine display shows
this information:
•
•
•
•
N2 rotor speed
Fuel flow
Oil pressure, temperature, and
quantity
Engine vibration.
June 2004
The status display shows this
information:
•
•
•
•
•
•
•
Hydraulic quantity
Hydraulic pressure
APU EGT
APU rotor speed
APU oil quantity
Crew oxygen pressure
Status messages.
5-15
FLAPS
L REV
FLT CTRL
NOSE GEAR
& STEERING
MAIN GEAR
& STEERING
ALTN/RSV
BRAKES
CANCEL
PG MENU
NORM BRKS
R REV
FLT CTRL
AC-V
FLT CTRL
FREQ
LOAD
ISLN
L
ENG
L
ELEC
SOV
P
R
I
M
A
R
Y
ELECTRICAL
L IDG
R IDG
APU GEN
PRI EXT
PWR
SEC EXT
PWR
BACKUP
CONV
115
400
0.50
115
400
0.40
0
0
00.0
115
400
0.00
115
400
0.00
0
0
0.00
MAIN
BAT
L TRU
C1 TRU
C2 TRU
R TRU
APU/
BAT
RAT
GEN
0
0
0.00
ISLN
ELEC
C1
P
R
I
M
A
R
Y
ELEC
C2
AIR
C1
AIR
C2
RAT
D
E
M
A
N
D
D
E
M
A
N
D
0.90
0.90
DC-V
DC-A
R
ENG
R
ELEC
0.68
29
45
PRESS
3010
Synoptic Display (Typical)
PRESS
29
32
L IDG
R IDG
RISE TEMP
92
10
93
12
OIL LEVEL
NORMAL
OIL FILTER
NORMAL
OUT TEMP
SOV
27
38 CHG
DC-A
SEND
PRINT
OVERTEMP IDG L
29
38
L GEN
27
2 DIS
BACKUP
R GEN
0
0
SERVICE
NORMAL
NORMAL
BLOCKED
BLOCKED
NORMAL
L
3010
29
8
0
0
RF
DC-V
2990
AUTO PAGE 1/2
28
15
ERASE
FBW
C
R PREV
28PAGE
28
15
15
RECORD NEXT
DATE 20 AUGPAGE
90 UTC
CONV
70
---PREV
MENU
MAIN
MENU
18:54:04
Maintenance Page (Typical)
MFD Formats
Synoptic Display
Maintenance Page
The synoptic display shows a picture
of systems status.These are the
systems that have synoptic displays:
Initial access to maintenance pages
is through a prompt on the CDUs.
The cursor control devices give other
controls.
•
•
•
•
•
•
•
Electrical
Fuel
Air (environmental control)
Flight control
Hydraulic
Doors
Landing gear.
5-16
The maintenance page shows
airplane system data for use by
maintenance crews. The data helps
in troubleshooting and repair of
airplane systems. A maintenance
page records automatically when an
exceedance occurs for a parameter
on that maintenance page. This data
is available to the maintenance crew
after the end of the flight to help
make an analysis of a fault.
These are the maintenance pages
available by ATA chapter:
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
21 Air Conditioning
24 Electrical
26 Fire Protection
27 Flight Controls
27 Flap/slat
28 Fuel Quantity
28 Fuel Management
29 Hydraulic
30 Ice Protection
31 Maintenance Task
32 Landing Gear Actuation/
Indication
32 Landing Gear Brakes/
Steering
36 Air Supply
49 APU
71 Performance
71 EPCS
71 Propulsion Data Limits
71 Engine Exceedance.
June 2004
Airplane Information Management System
ATC
REVIEW
FLIGHT
INFORMATION
MANAGER
COMPANY
NEW MESSAGES
Electronic Checklists
Communication Display
MFD Formats
Communication Display
Electronic Checklist
The communication display provides
the crew interface with the data
communication management system
(DCMS).
The electronic checklists are
available for all the checklists that
show in the Operations Manual.
These are the checklists available:
•
•
•
Normal checklists
Non-normal checklists
Unannunciated checklists.
Normal checklists show in order for
the current flight phase.
Non-normal checklists show in order
of critically and time of occurrence.
A white box adjacent to an EICAS
message shows that there is a
related non-normal checklist for that
message.
Unannunciated checklists are
available for non-normal conditions
that do not cause an EICAS
message.
June 2004
5-17
Ground Maneuver Camera System Display
(777-300)
MFD Formats
Ground Maneuver Camera
System Display
This display shows the video from
three cameras. This display lets the
flight crew or the ground taxi crew
see the main and nose landing gear
from the flight compartment during
ground maneuvers of the 777-300
airplane.
This display is a three-view split
screen.
5-18
June 2004
Airplane Information Management System
Master Dim &
Test Module
SDU
Navigation Radios
PA/CI
DME (2)
ILS (3)
VOR (2)
CDU
(3)
AFDC
(3)
ADF (2)
Systems
ARINC 629 Bus (4)
All
Airplane
Systems
OPAS
Flight Controls
ARINC 629 Bus (3)
ARINC 429
Analog
Discretes
SELCAL
MCP
ISSP (2) F/O Display Switching
Panel
AIMS Cabinet (2)
Displays (6)
Flight Management Computing System
Flight Management Computing
System
The flight management computing
system (FMCS) decreases flight
crew work load. To do this, it gives
vertical and lateral guidance for all
phases of flight but takeoff and
landing. The FMCS also gives
navigation data to the flight crew on
the forward displays and does an
autotune of the navigation radios.
The two AIMS cabinets have the
same flight management computing
function (FMCF). The active FMCF
sends lateral guidance commands
and vertical guidance commands to
the AFDCS with mode requests from
the MCP. The other FMCF operates
as a standby.
The primary crew interface for
the flight management computing
system are the three CDUs. The
flight crew puts data in on the left or
right CDU. The center CDU operates
June 2004
as a back-up if the left or right CDU
has a failure. If the FMCF has a
failure, the CDUs can calculate
lateral guidance commands and let
the crew manually tune on-side
radios. The two AIMS cabinets use
the data entries. The CDUs have
interfaces with other systems for
control and display.
The FMCF has these functions:
•
•
•
•
Navigation
Flight planning
Performance management
Navigation radio tuning.
The navigation function calculates
airplane position and velocity.
The FMCF memory contains a
navigation database. This database
has data for:
•
•
•
NAVAID locations
Waypoints
Departure/arrival procedures
•
Company flight plans.
The flight planning function uses
flight crew entries to make the lateral
flight plan.
The FMCF performance
management function uses the
airplane aerodynamic model and
flight crew entries to calculate the
most economical vertical flight path.
The flight crew entries are:
•
•
•
Cost index
Cruise altitude
Airplane gross weight.
The FMCF navigation radio tune
function does an autotune of the NAV
radios for position and display
update.
The GBST gives AMI for:
•
•
•
FMCF software option code
Performance factors
AMI P/N.
5-19
AFDC (3)
ASCPC (2)
ASG (2)
CTC (2)
EDIU (2)
FSEU (2)
OPBC (2)
PSEU (2)
WEU (2)
ADIRU
SAARU
PFC (3)
CDU (3)
TO/GA
Switches
A/T Disconnect
Switches
Systems
ARINC 629 Bus (4)
Flight Controls
ARINC 629 Bus (3)
RA (3)
ASM (2)
ARINC 429
N1/N2 (4)
Fuel Shutoff
Switch (2)
Master
Caution (2)
Analog
Discretes
MCP
AIMS Cabinet (2)
Displays (6)
Thrust Management Computing System
Thrust Management Computing
System
•
•
The thrust management computing
system (TMCS) moves the thrust
levers, gives the thrust limit
displays, and shows the
autothrottle modes during takeoff
and all flight phases. The TMCF
also supplies trim commands to the
engines.
The two AIMS cabinets have the
same thrust management
computing function (TMCF). The
active TMCF sends autothrottle
commands to the autothrottle servo
motors (ASMs) and trim commands
to the engine electronic controllers
(EECs). The other TMCF operates
as a standby.
These are the components in the
TMCS:
•
Thrust management computing
function (TMCF) of AIMS
5-20
•
•
Autothrottle servo motors
(ASM)
Autothrottle arm and mode
switches on the mode control
panel (MCP)
TO/GA switches
A/T disconnect switches.
The TMCF calculates and sends
engine trim commands through the
EDIUs to the EECs. To do this, the
TMCF monitors engine thrust
differences. This occurs for all
phases of flight when the engines
are at idle power or above to
decrease engine thrust differences.
The TMCF has these outputs:
•
•
•
•
Autothrottle commands for all
flight phases (1 or 2 engines)
Engine trim equalization
commands through the EDIUs
to the electronic engine
controllers (EECs)
Thrust limits for display and
control
Autothrottle modes for display.
The TMCF calculates autothrottle
commands with crew entries from
the flight deck and inputs from the
FMCF and external sensors. The
TMCF sends thrust lever position
commands to the ASMs.
The TMCF supplies autothrottle
modes and calculates thrust limits.
These outputs go to the display
system. The flight crew selects
autothrottle modes from the mode
control panel (MCP) and the TO/GA
levers. The flight crew selects the
thrust limit mode from the thrust
limit page on the CDU. Thrust limit
mode selection also occurs
automatically when the flight
management system engages in
the vertical navigation mode.
June 2004
Airplane Information Management System
Systems
ARINC 629 Bus (4)
All
Airplane
Systems
MAT (P18)
Flight Controls
ARINC 629 Bus (3)
ARINC 429
Analog
Discretes
PMAT
PMAT
Receptacle (P18 and MEC)
PMAT
(MEC)
GND
TEST
NORM
ENABLE
Ground Test Switch
AIMS Cabinet (2)
Central Maintenance Computing System
Central Maintenance Computing
System
The central maintenance computing
system (CMCS) collects, keeps, and
shows maintenance data for most of
the airplane systems. You use the
CMCS for fault isolation and test.
These are the components of the
CMCS:
•
•
•
•
•
•
Central maintenance computing
function (CMCF) in the AIMS
cabinets
Ground test switch
Side display (2) (optional)
MAT and its keyboard
PMAT receptacles (5)
PMAT.
The crew uses a maintenance
access terminal (MAT) in the flight
compartment or a portable MAT
(PMAT) in the main equipment
center to operate the central
maintenance computing system.
June 2004
There is a second PMAT receptacle
in the flight compartment on the P18
panel adjacent to the MAT.
The MAT and PMAT connect with the
CMCF in the AIMS cabinet through
Ethernet connections.
There is a CMCF in each AIMS
cabinet. Only one CMCF operates at
a time. The other CMCF is a backup.
The CMCF gets fault reports from
systems and stores this data in fault
history. When the primary display
system shows a flight deck effect, the
CMCF does a correlation of the fault
with a maintenance message. This
maintenance message shows what
LRU had a failure.
diskette in the MAT to an LRU that
must have a software load.
These are the other functions of the
CMCS:
•
•
•
•
•
•
•
LRU software load
Input monitoring
Configuration report
Access to LRU shop faults
Onboard engine balance
PSEU and air/ground rig
Report capabilities.
The CMCS also permits ground tests
on many systems from the MAT or a
PMAT. The CMCS also does the
data load gateway function that
permits software to load from a
5-21
LINE
MAINTENANCE
EXTENDED
MAINTENANCE
OTHER
FUNCTIONS
HELP
REPORT
ONBOARD MAINTENANCE
Left Central Maintenance Computing Function (CMCF)
MAT
INBOUND FLIGHT
DECK EFFECTS
PRESENT
LEG FAULTS
EXISTING FLIGHT
DECK EFFECTS
EXISTING FAULTS
GROUND TESTS
FAULT HISTORY
INPUT MONITORING
SCREEN HELP
CENTRAL MAINTENANCE
OPTIONS
GENERAL HELP
ENGINE BALANCING
SYSTEM
CONFIGURATION
EXIT MAINTENANCE
DATA LOAD
HARD DRIVE
SOFTWARE PART NUMBER MANAGEMENT
MAINTENANCE
PLANNING
MAINTENANCE
ENABLE/DISABLE
REPORT PAGE DATA
PRESENT LEG FAULTS
SUMMARY REPORT
SHOP FAULTS
FAULT HISTORY
SUMMARY REPORT
PSEU AND AIR /
GROUND RIGGING
EXISTING FAULTS
SUMMARY REPORT
ALL SYSTEMS CONFIGURATION
SUMMARY REPORT
CENTRAL MAINTENANCE
COMPUTER SWITCH CONTROL
CABIN MANAGEMENT SYSTEM ALL
SUMMARY REPORT
SPECIAL FUNCTIONS
EXIT MAINTENANCE
CABIN MANAGEMENT SYSTEM
CONFIGURATION SUMMARY REPORT
EXIT MAINTENANCE
OUTPUT STATUS
Maintenance Access Terminal
Maintenance Access Terminal
The maintenance crew uses the
maintenance access terminal (MAT)
to operate the central maintenance
computing system.
The LINE MAINTENANCE menu
supplies access to these:
•
•
•
•
•
Inbound and existing flight deck
effects, and their correlated faults
Airplane systems tests
Configuration information.
The MAT includes a:
•
•
•
•
•
Cabinet
Display module
Cursor control device
Keyboard
Disk drive module.
The crew selects items on a menu
with a cursor control device. The
maintenance crew can also use the
keyboard to key in data.
The five main menu selections are:
•
•
•
•
•
LINE MAINTENANCE
EXTENDED MAINTENANCE
OTHER FUNCTIONS
HELP
REPORT.
5-22
The EXTENDED MAINTENANCE
menu supplies access to these:
•
•
•
•
Present leg faults, existing faults,
and historical faults
Data load procedures
Maintenance memos
Maintenance enable/disable of
the flight leg and the
maintenance phase.
procedures
PSEU and air/ground rigging
procedures
Central maintenance source
switching.
The HELP menu supplies access to
help for the MAT and for each
function.
The REPORT menu supplies access
to reports. The crew can send the
report to the flight deck printer, MAT
disk drive, or a ground station.
The PMAT has the same menu
structure as the MAT.
The GBST provides AMI for:
The OTHER FUNCTIONS menu
supplies access to these:
•
•
•
•
Input monitoring
CMCF options
activation/deactivation
LRU shop faults
Engine balancing information and
•
•
•
•
Notes for specific information
Help pages for general
information
Automatic downlink table to
define data reports
Airplane identification cross
reference table.
June 2004
Airplane Information Management System
Systems
ARINC 629 Bus (4)
All
Airplane
Systems
QAR (Optional)
MAT
Flight Controls
ARINC 629 Bus (3)
Printer
ARINC 429
Analog
Discretes
SDU
AIMS Cabinet (2)
VHF
Airplane Condition Monitoring System
Airplane Condition Monitoring
System
The airplane condition monitoring
system (ACMS) monitors, records,
and give reports for selected airplane
data such as:
•
•
•
•
Maintenance data
Performance data
Troubleshooting data
Trend monitoring.
These are the components of the
ACMS:
•
•
•
Airplane condition monitoring
function (ACMF) of AIMS
Quick access recorder function
(QARF) of AIMS
Quick access recorder.
The airlines can use the ground
based software tool (GBST) to set
the report format, content, logic, and
destination. The destination of a
report can be one of these:
•
•
•
•
Quick access recorder
Printer
Diskette in disk drive
Ground station through the data
communication management
function.
The quick access recorder (QAR) is
an optional unit. The QAR records
data from the ACMF to an optical
cartridge.
The software for the quick access
recorder operates in the left AIMS
cabinet only.
The ACMF software function is in the
left AIMS cabinet only.
June 2004
5-23
Systems
ARINC 629 Bus (4)
All Airplane
Systems
Flight Controls
ARINC 629 Bus (3)
ARINC 429
Analog
Discretes
FDR
AIMS Cabinet (2)
Flight Data Recorder System
Flight Data Recorder System
The flight data recorder system
(FDRS) records mandatory and
optional flight data for the most
recent 25 hours of operation. These
are the components of the FDRS:
•
•
Digital flight data acquisition
function (DFDAF) in the AIMS
cabinet
Flight data recorder (FDR).
The DFDAF in the AIMS collects
and does a format of the data and
sends it to the FDR. The DFDAF
receives data in ARINC 429,
ARINC 629, analog, and discrete
formats. The DFDAF changes this
data into one digital format to send
to the FDR.
The FDR records these
accelerations.
The FDR records the data in a fire
and crash resistant LRU. The FDR
operates when at least one of the
engines are on, or the airplane is in
the air.
The DFDAF also monitors FDR
faults. The DFDAF sends these
faults to the central maintenance
computing function and the primary
display systems function.
There is no dedicated FDRS
accelerometer on the airplane. The
ADIRU supplies longitudinal,
lateral, and vertical accelerations.
5-24
June 2004
Airplane Information Management System
TAXI
CAMERA
INTERFACE
UNIT
Nose Landing Gear
Taxi Camera
Left Main Landing
Gear Taxi Camera
C
A
M
E
R
A
L CAM
A
D
J
U
S
T
N CAM
Left Inboard
Display Unit
NORMAL
Right Inboard
Display Unit
L
R CAM
N
Right Main Landing
Gear Taxi Camera
R
CAMERA
CAMERA SELECT POWER
VIDEO OUT
75
S3110B
CAMERA
SYSTEM
ON
OFF
Taxi Camera
Kill Switch
Lower Center
Display Unit
Camera System
Control Relay
AIMS Cabinet (2)
Taxi Camera
Interface Unit
Ground Maneuver Camera System (777-300)
Ground Maneuver Camera
System (777-300)
Because of the size of the 777-300
airplane, the ground maneuver
camera system (GMCS) helps the
flight crew or taxi crew maneuver the
airplane on the ground. The system
has these three cameras:
•
•
•
Nose landing gear taxi camera
Left main landing gear taxi
camera
Right main landing gear taxi
camera.
The main landing gear cameras are
in the leading edge of the left and
right horizontal stabilizer. They give a
view of the landing gear, engine, and
the ground on each side of the
airplane.
The taxi camera kill switch is on the
P56 main wheel well electrical
service panel on the bottom of the
airplane in the aft part of the wing-tobody fairing. This switch gives the
ground crew the capability to turn off
the camera system.
The taxi camera interface unit sends
the three-view split screen video
directly to the three display units that
can show an MFD.
The primary display function in the
AIMS gives the display unit(s) the
command to show the GMCS video
when the crew member pushes the
camera (CAM) switch on the display
select panel.
The nose landing gear camera is on
the bottom of the airplane. It gives a
view of the nose landing gear and the
ground in front of the airplane.
June 2004
5-25
Data Communication
Management System
The data communication
management system (DCMS)
supplies these three functions:
•
•
•
Printer driver control
Ethernet interface
ACARS datalink management.
ETHERNET INTERFACE
The Ethernet interface supplies
communications between the AIMS
functions and these units:
•
•
MAT
Portable maintenance access
terminals (PMATs).
ACARS DATALINK
The DCMS uses these two AIMS
functions:
•
•
Data communication
management function (DCMF)
Flight deck communication
function (FDCF).
The DCMS connects to many
components of other systems to do
its functions. These include:
•
•
•
•
•
•
•
•
•
Flight deck printer
Maintenance access terminal
(MAT)
Accept / reject / cancel buttons
Control display units (CDUs)
Cursor control devices (CCDs)
Display units (DUs)
Radio tuning panels (RTPs)
VHF radios
Satellite data unit (SDU).
PRINTER DRIVER
The DCMS controls the aircraft
communications addressing and
reporting system (ACARS) datalink
data.
The FDCF supplies the flight crew
interface for control of ACARS
operations.
The DCMF finds if the VHF or the
SDU is available for the ACARS.
The DCMF transmits the digital
data through the available system.
GROUND BASED SOFTWARE
TOOL
The airlines can use the ground
based software tool (GBST) to set
these:
•
•
•
Frequency selections
Routes for data
Message reject criteria.
The print driver function controls all
printing requests from the AIMS
functions. It sends print jobs from
AIMS functions to the flight deck
printer and sends printer job status
and errors back to the AIMS
functions.
5-26
June 2004
Airplane Information Management System
Printer Driver
Flight Deck Printer
SDU
MAT
Ethernet Interface
VHF (2)
PMAT
PMAT
Receptacle (2)
Radio Tuning
Panel (2)
PMAT
ACARS Datalink
DCMF
To AIMS Cabinet
To AIMS Cabinet
Input/Control
Accept / Reject /
Cancel Buttons (2)
CCD (2)
EICAS
Flight
Deck
Comm
Display
CDU (3)
MFD
FDCF
To DCMF
To DCMF
Systems
ARINC 629 Bus (4)
AIMS Cabinet (2)
Data Communication Management System
June 2004
5-27
Communications
Features
CABIN SERVICES SYSTEM
•
ARINC 629 Communication
System
ARINC 629
A cabin services system (CSS) puts
these functions together:
•
Flight/Service Interphone
Systems
•
Cabin Services System
•
Ground Crew Call System
•
Voice Recorder System
•
VHF/HF Communication
Systems
•
SELCAL System
•
SATCOM System
The 777 airplane uses ARINC 629
data buses. ARINC 629 data buses
permit faster transfer of data
between LRUs than ARINC 429 data
buses. ARINC 629 data buses
operate at a rate of 2 megabits per
second. The buses are bi-directional
and permit more than one transmitter
on the same bus.
•
•
•
•
The integration of these systems
permits:
•
SATELLITE COMMUNICATION
•
The 777 has a satellite
communication (SATCOM) system
as standard equipment. SATCOM
supplies reliable long range voice or
data communication. The system
can transmit and receive data that
includes:
•
•
•
•
•
Passenger address
Cabin interphone
Passenger service
Cabin lighting.
The airline to set many
passenger cabin configurations
A central location for test and
fault reports.
The CSS has a standard ARINC 628
interface that lets you add an in-flight
entertainment (IFE) system.
Flight crew voice
Passenger voice
Data communication
Telex
Facsimile services.
June 2004
6-1
LRU No. 2
Termination
Resistor
Data Bus Cable
LRU No. n
Current Mode
Coupler No. 2
Stub Cable
Current Mode
Coupler No. 1
Current Mode
Coupler No. n
(46 maximum)
Termination
Resistor
Terminal
Controller
Serial
Interface
Module
OPAS
Line Replaceable
Unit No. 1
Flight Deck Panels
ARINC 629 Communication System
ARINC 629 Communication
System
The ARINC 629 communication
system has these characteristics:
•
•
•
•
•
Two way transmission
Multiple transmitters
Broadcast type
Autonomous terminal access
Time division multiplex.
It permits data communication
between many terminals over the
same bus. There are seven ARINC
629 buses on the 777.
The primary flight control system
has three dedicated ARINC 629
flight control buses that connect
with approximately 26 line
replaceable units (LRU).
6-2
Four ARINC 629 system buses
supply the main communication
path between these systems:
•
•
•
•
•
Avionics
Electrical
Electro-mechanical
Environmental control
Propulsion.
The ARINC 629 system buses
connect with approximately 53
LRUs. These buses operate
independently from the flight control
buses.
ARINC 629 components include
terminal controllers and serial
interface modules. These
components are internal to the
LRUs. As well as the LRU ARINC
629 components and the eleven
ARINC 629 data bus cable
assemblies, the ARINC 629
communication system includes
stub cables and current mode
couplers.
The LRUs use a coupler and
terminal (terminal controller and
serial interface module) to connect
with the bus. Each terminal
monitors the bus and does not
transmit until there is a quiet period.
Only one terminal on a bus
transmits at a time. After a terminal
transmits, three different timers
make sure that it does not transmit
again until all of the other terminals
on the bus has an opportunity to
transmit.
The overhead panel ARINC 629
system (OPAS) does a multiplex of
the flight deck panel switch
positions for transmission on the
ARINC 629 system buses.
June 2004
Communications
OBS AUDIO
NORM
CAPT
F/O
Service Jack Locations
SEATTLE, WASHINGTON USA
Observer
Audio
Selector
MIC
CALL
L
VHF
ON
Captain
Flight Deck
Speaker
MIC
CALL
MIC
CALL
CAB
PA
MIC
CALL
SPKR
SAT
1 2
HF
L R
INT
MIC
MIC
CALL
FLT
MIC
CALL
VOR R L ADF
L
R
Glareshield Mic
Switch
MIC
CALL
R
VHF
MIC
CALL
MIC
Control Wheel
Mic Switch
OFF
MIC
CALL
C
VHF
APP
R
LC
V B R
MKR
Captain Audio
Control Panel
HEAD
PHONE
CAUTION
THIS ASSEMBLY
CONTAINS
ELECTROSTATIC
SENSITIVE
DEVICES
AIMS Cabinet (2)
ARINC 629
System Bus (4)
Service
Interphone
Switch
Voice Recorder System
Navigation Receivers
Communication Radios
Service Interphone Jacks
MEC Jack Panel
Service and APU
Shutdown Panel
SELCAL decoder
PA System
SATCOM
Cabin Interphone
System
BOOM MIC
HEADSET
Captain Jack
Panel
Headset
SERV
INTPH
First Officer
First Observer
Second Observer
Headphone
Audio Management Unit
Oxygen Mask
Microphone
Hand
Microphone
Flight/Service Interphone Systems
Flight Interphone System
The flight interphone system permits
the flight crew members on the flight
deck to communicate with each other
and with:
•
•
Audio communication systems
Ground crew members.
There are four systems. The captain
system is shown.
Switches on the audio control panels
(ACPs) permit selection of the
following types of audio:
•
•
•
•
•
•
Communication transceiver audio
Navigation receiver audio
Cabin interphone audio
Passenger address (PA) audio
Flight interphone audio
SATCOM audio.
Hand microphones, boom
microphones, or oxygen mask
microphones can be connected
June 2004
through the audio management unit
(AMU) to the radio transceivers,
cabin interphone system, or PA
system. Functions selected on the
ACP go digitally to the AMU.
The AMU uses new technology
digital signal processing for clear
sound quality. The AMU sends the
selected audio to and from the flight
deck.
Each flight crew member station has
a jack outlet for a boom
microphone/headset and
headphones. There can be an
optional fourth ACP for the second
observer.
Service Interphone System
The service interphone permits
communication between the pilots,
ground crew, and maintenance
personnel.
Jacks for plug-in microphone and
headsets are at various locations on
the airplane. When the service
interphone switch is ON, the service
and flight interphone systems
connect together.
Mic switches are on each pilot
glareshield and control wheel for the
boom and oxygen mask
microphones. Interphone switches
are on the audio control panels.
6-3
Cabin Services System
The cabin services system (CSS)
integrates many cabin and
passenger systems. CSS controls
these systems:
•
•
•
•
Passenger address
Cabin interphone
Passenger service
Cabin lighting.
The CSS also monitors and controls
many cabin functions.
The integration of these systems
permits control, monitor, and test of
the system from a central location.
The CSS has a standard interface
(ARINC 628) that allows the addition
of an in-flight entertainment (IFE)
system. The interface to the IFE is
through a head-end interface and
through a zone interface. The IFE
controls functions of the passenger
entertainment system and of airline
applications.
Software controls the CSS. The CSS
uses a configuration database to
define the cabin interior
configuration. Interior configuration
changes are easy to do by changing
the configuration database. The
configuration database generator
(CDG) is a menu-driven database
editor that operates on a personal
computer (PC). The CDG changes
the database. After the change, the
operator loads the database into the
cabin services system through the
cabin system control panel (CSCP).
The CSCP stores many databases
and operational software in memory.
Flight attendants use the CSCP for
CSS functions and maintenance
technicians use the CSCP for test
and program functions.
Each ZMU connects to the overhead
electronics units (OEUs) and to the
IFE through an ARINC 628 zone
interface bus. Each ZMU also
connects to one cabin area control
panel (CACP) and up to five cabin
attendant handsets (CAHs). These
are the functions of the ZMU:
•
•
Each passenger seat can have any
of these IFE components:
•
•
•
•
•
Seat video display
Telephone handset
Passenger controls
Joystick
Credit card reader.
Analog to digital and digital to
analog audio conversion for the
cabin interphone system
Control the passenger service
selections from the IFE and cabin
light selections from the CACP.
The ZMUs monitor the configuration
database for the correct state of each
light. They also have interfaces with
the OEUs to control the lights.
The airlines can add any of these IFE
components and functions:
•
•
•
•
•
•
•
•
•
•
•
•
Audio entertainment to the
passengers
Interactive video for passenger
games and applications
Video entertainment to the
passengers
Video on demand
Passenger in-flight information
computer (PIIC) to show
navigation and flight data
Prerecorded announcements
and boarding music for the
passenger address system
Passenger telephone
Facsimile equipment
Cabin printer to supply paper
copies of CSS data
Keyboard/track ball/credit card
reader for airline applications
Airplane configuration
information in the airplane
configuration database
Status and control.
The passenger address/cabin
interphone (PA/CI) controller
controls the passenger address (PA)
and cabin interphone (CI) functions.
There is a zone management unit
(ZMU) in each zone.
6-4
June 2004
Communications
CAH
CSCP
Audio Entertainment
Video Entertainment
Passenger In-Flight Information
Prerecorded Announcements
Boarding Music
Telephone and FAX Equipment
Printers
Keyboard and Trackball
Credit Card Readers
Configuration Database Information
Status and Control
In-Flight Entertainment System
CDU-C
CSS
Intersystem
Bus
ZMUs
Components and Functions
ARINC 628
Head-End
Interface
Right
ARINC
629 Sys
Bus
Cabin Illum
Pass Info
Call Lts
RDG Lts
Discrete
Analog
CACP
Master
Call Lts
OEUs
ARINC 628
Zone Interface
Passenger Services Functions
Attendant Call
Reading Light Control
In-Seat Passenger Info Signs
CSMU
Passenger Entertainment
In-Flight Entertainment System
ARINC 628
Head-End
Interface
Left
ARINC
629 Sys
Bus
FDH
PA/CI
ARINC 429
SDMs
Flight
Interphone
Audio
AMU
Speakers
Zone 1
Zone 2
Zone 3
777-200
Zone 1
Zone 2
Zone 3
Zone 4
777-300
Cabin Services System
June 2004
6-5
Cabin Interphone System
Passenger Address System
The cabin interphone (CI) function
permits communication between
cabin attendants and between cabin
attendants and the flight crew.
The passenger address (PA)
function sends announcements to
the passenger cabin.
The cabin interphone function uses
these components:
The passenger address function
uses these components:
•
•
•
•
•
Passenger address/cabin
interphone (PA/CI) controller
Cabin attendant handsets (CAH)
Zone management units (ZMU)
Flight deck handset (FDH).
The cabin attendants use the CAH
for communications on the cabin
interphone.
Each CAH station has a two-number
dial code. A station can make a call
to other stations. A cabin station that
receives a call gets a chime and a
call light. The flight compartment
gets a chime, a call light on each
audio control panel (ACP), and a
message on the center control
display unit (CDU).
•
•
•
•
•
Passenger address/cabin
interphone (PA/CI) controller
Ambient noise sensors (ANS)
Speaker drive modules (SDM)
Zone management units (ZMU)
Cabin system control panel
(CSCP)
Cabin system management unit
(CSMU).
Announcements come from the flight
crew, the cabin attendants, or the IFE
system. The IFE system sends.
The attendants can also make
manual adjustments from the CSCP
or a CACP.
The PA/CI controller has two circuits
for the PA function that are the same
and two circuits for the CI function
that are the same. Each has a
primary and alternate circuit. The
attendant selects an alternate circuit
from the attendant switch panel if a
primary circuit has a failure.
Passenger Service System
The passenger service system
(PSS) controls reading lights, call
lights, and passenger information
signs.
The PSS uses these components:
Prerecorded announcements
Boarding music
Video entertainment audio.
•
•
•
The airline can make the passenger
cabin configuration in as many as six
PA areas for announcements.
•
The PA/CI controller receives all
audio inputs and selects the input
with the highest priority. It makes the
audio digital and sends it to the
SDMs. The SDMs change the digital
audio back to analog. Each SDM can
operate one or two speakers.
The in-flight entertainment (IFE)
system lets passengers control their
reading lights and passenger-toattendant call functions. The IFE
system sends status and
configuration database data to the
PSS.
The PA/CI controller does these
functions:
Chimes are put together with the
audio so passengers and crew hear
them at the same time.
The ZMU supplies an interface from
the IFE system to the OEU. The OEU
controls the light and the attendant
call function.
•
PA volume control is:
The ZMU is the interface between
the CAH and the PA/CI controller.
The flight crew uses the flight
interphone or the FDH as an
interface with the CI. The audio
management unit (AMU) uses the
flight interphone audio and sends it to
the PA/CI.
•
•
•
Receives, sets priorities and
sends out multiplexed audio and
data to and from the ZMU
Has an interface with the CDU to
send messages and get dial data
Sends and gets audio to and
from the FDH and AMU
Sends AIMS a signal to make a
flight compartment chime and
message.
The configuration database software
controls the cabin interphone
function.
6-6
•
•
•
•
•
•
From the configuration database
Automatic
Manual.
The configuration database sets the
normal reference level for each
speaker in flight.
Automatic control adjusts the normal
reference level because of flight
conditions.
•
Zone management unit (ZMU)
Cabin area control panel (CACP)
Cabin system control panel
(CSCP)
Cabin system management unit
(CSMU)
Overhead electronics unit (OEU).
The lavatories have an interface with
the OEU for these functions:
•
•
•
•
Lavatory call
Lavatory occupied
Smoke detection
Return to seat.
The cabin attendants control
passenger reading and cabin lights
and do resets of attendant calls from
the CACP or the CSCP.
June 2004
Communications
To Flight
Interphone
System
Center Control
Display Unit
To AIMS
Attendant Switch
Panel
Flight Deck
Handset
Cabin System
Management Unit
Boarding
Music
Other Zone Speaker Drive Modules
Prerecorded
Announcements
Video
Entertainment
Audio
Zone 1
Speaker Drive
Module
Cabin
Speakers
Speaker Drive
Module
Cabin
Speakers
PA Audio
PA Pause
In-Flight
Entertainment
System
Passenger Address/Cabin
Interphone Controller
Cabin Attendant
Handsets
Zone Management
Units
Cabin Area Control
Panel or Cabin System
Control Panel
To Other Zone 1
Speaker Drive
Modules
Cabin Interphone and Passenger Address Functions
System Interface
CDB Information
Status
Control
In-Flight Entertainment
Center
Cabin System
Management Unit
Passenger Address/
Cabin Interphone
Controller
No Smoking
Fasten Seat Belts
Decompression
CSS
Intersystem
Bus
ARINC 629
System Bus (2)
Master Call Lights
Cabin Area Control
Panel or Cabin System
Control Panel
Passenger Seat Functions
Attendant Call
Reading Light On/Off
In-Seat Passenger Information
Signal
In-Flight Entertainment System
Zone Management Unit
Lav (Call, Door Sw, Smoke Det)
Passenger Information Signs,
Reading Lights, Call Lights
Remaining Zone 1 OEUs
To Other
OEUs
Overhead Electronics
Unit Zone 1
Passenger Service Functions
June 2004
6-7
AIMS Cabinet (2)
EICAS
ARINC 629
System Bus (4)
ARINC 629
System Bus (4)
Aural Warning
Speaker (2)
Warning
Electronic Unit (2)
Ground Crew
Call Horn
Standby Power
Management
Panel
MIC
CALL
Flight
Deck Call
L
VHF
MIC
MIC
CALL
C
VHF
MIC
CALL
INT
VOR R L ADF
L
R
MIC
CALL
MIC
CALL
R
VHF
MIC
CALL
FLT
MIC
CALL
MIC
CALL
HF
L R
MIC
CAB
SPKR
SAT
1 2
V B R
PA
MIC
CALL
APP
R
LC
MKR
Audio Control
Panel (3)
Passenger Address/
Cabin Interphone Controller
Audio
Management
Unit
Flight Deck Call Switch
(P40 Service and APU
Shutdown Panel)
Center CDU
Ground Crew Call System
Ground Crew Call System
The flight crew and the ground crew
use the ground crew call system to
alert each other. The system
supplies aural and visual signals in
the flight deck and in the nose
wheel well area.
When the flight crew selects the
ground crew call code on the cabin
interphone menu of the center
control display unit (CDU), the
ground crew call horn sounds in the
nose wheel well.
The ground crew call horn also
comes on when the airplane is on
the ground and one of these
occurs:
•
•
There is an equipment cooling
failure
The air data inertial reference
unit (ADIRU) is on and there is
no ac power on the airplane.
There is a flight deck call switch on
the P40 Service and APU shutdown
panel. When the ground crew
operates this switch:
•
•
•
The audio control panels FLT
call lights come on
A message is shown on EICAS
A chime sounds through the
aural warning speakers.
6-8
June 2004
Communications
Captain
First Officer
First Observer
Audio
Management
Unit
Cockpit Voice
Recorder Microphone
TEST
Airplane On Ground
ERASE
HEADSET
600 OHMS
Parking Brake Set
COCKPIT VOICE RECORDER
Cockpit Voice Recorder Panel
Cockpit Voice Recorder
Voice Recorder System
Voice Recorder System
The four-channel, solid-state cockpit
voice recorder with flight deck area
microphone records the most recent
30 minutes of flight crew
communications. A cockpit voice
recorder that records for 120 minutes
is also available.
Input to the voice recorder is from the
cockpit voice recorder microphone
and from the captain, first officer, and
first observer audio hot microphone
inputs to the AMU.
There is a voice recorder jack on the
service and APU shutdown panel
that permits the ground crew to
monitor flight deck conversation.
The recorder unit is in the E7
equipment rack. It includes an
underwater locator beacon (ULB).
To do a bulk erase of the cockpit
voice recorder, the airplane must be
on the ground, and the parking brake
set.
The cockpit voice recorder panel has
test and erase buttons and is on the
maintenance panel in the flight deck.
The cockpit voice recorder
microphone is on the overhead panel
in the flight deck.
June 2004
6-9
Speakers, Headsets
MIC
CALL
Microphone/PTT Inputs
L
VHF
MIC
COLLINS
MIC
CALL
C
VHF
MIC
CALL
INT
LRU FAIL
CONTROL INPUT FAIL
Antenna
Coupler (2)
SQL/LAMP TEST
HFS-900
ACTIVE
STANDBY
VHF L
VHF C
VHF R
MIC
CALL
MIC
CALL
HF
L R
VOR R L ADF
L
R
MIC
CALL
FLT
MIC
CAB
PA
MIC
CALL
SPKR
SAT
1 2
APP
V B R
LC
R
MKR
HF L
AM
HF R
PHONE MIC
Audio
Management
Unit
Audio Control
Panel
HF Transceiver (2)
Collins
HF SENS
OFF
MIC
CALL
KEY INTERLOCK
HF Antenna
P
N
L
MIC
CALL
R
VHF
LRU
Radio Tuning Panel (3)
CONTROL
ANTENNA
PHONE
MIC
VHF-900
VHF Antenna (3)
AIMS Cabinet (2)
SELCAL
Decoder
VHF Transceiver (3)
VHF/HF Communication Systems
VHF/HF Communication
Systems
The very high frequency (VHF)
communication system supplies
line-of-sight voice and data
communication from air to ground
or air to air. The short to medium
range of VHF keeps interference
with distant stations at the same
frequency to a minimum.
Each VHF communication system
includes a transceiver and a
dedicated antenna.
The high frequency (HF)
communication system permits
voice communication over
distances much farther than line-ofsight radio systems.
Communication from aircraft to
ground stations or other aircraft is
provided during long over water
flights.
6-10
Each HF communication system
includes a transceiver, an antenna
coupler, and a common antenna.
The antenna is on the leading edge
of the vertical stabilizer. The
antenna couplers are in the vertical
stabilizer behind the antenna. The
antenna coupler matches the
impedance of the transmission line
to that of the transceiver.
Frequency selection for each
transceiver is from any of the three
radio tuning panels (RTPs). Any
RTP can provide tuning data to any
of the VHF or HF transceivers.
A radio tuning switch selects one of
the five transceivers. The frequency
selectors select the desired
frequency. This shows on the liquid
crystal display standby frequency
window. The frequency transfer
switch toggles between active and
standby frequencies.
The VHF radios interface with the
AIMS data communication
management function (DCMF). The
DCMF supplies tuning data to the
RTPs. This frequency shows on the
RTPs standby frequency window.
The flight crew selects that
frequency to tune the VHF radios.
The audio control panels supply
microphone selection, headphone
monitoring, and PTT functions.
The central maintenance
computing function (CMCF) of the
AIMS tests and monitors the VHF
and HF communication systems.
The digital flight data acquisition
function (DFDAF) of the AIMS
receives microphone keying
information. The flight data recorder
records the microphone keying
information.
June 2004
Communications
ARINC 629
System Bus (4)
ARINC 629
System Bus (4)
Aural
Warning
Speaker
(2)
COLLINS
LRU FAIL
KEY INTERLOCK
CONTROL INPUT FAIL
SQL/LAMP TEST
PHONE MIC
HFS-900
Warning Electronic
Unit (2)
Audio
Management
Unit
HF Transceiver (2)
EICAS
Collins
LRU
CONTROL
AIMS
Cabinet (2)
ANTENNA
PHONE
MIC
CALL
L
VHF
MIC
VHF-900
MIC
MIC
CALL
C
VHF
MIC
CALL
INT
SELCAL
Coding Switch
VHF Transceiver (3)
VOR R L ADF
L
R
MIC
CALL
MIC
CALL
R
VHF
MIC
CALL
FLT
MIC
CALL
MIC
CALL
MIC
CAB
SPKR
SAT
1 2
HF
L R
V B R
PA
MIC
CALL
APP
R
LC
MKR
Audio Control
Panel (3)
SELCAL
Decoder
SELCAL System
SELCAL System
The selective calling (SELCAL)
system monitors all communication
radios in the airplane. The system
alerts the flight crew when it receives
a ground call with the correct airplane
code. This removes the need for
continuous monitoring of the
communication radios by the flight
crew.
The SELCAL decoder receives audio
signals from the VHF and HF
communication systems.
The SELCAL decoder processes the
SELCAL messages and sends them
to the audio management unit. The
audio management unit sends a
signal to the ACP and to AIMS.
June 2004
The ACP turns the call light on. AIMS
makes a COMM medium message,
SELCAL, which shows on the EICAS
display. AIMS sends a signal to the
warning electronic unit (WEU) which
causes the hi/lo chime to sound.
These are the SELCAL indications:
•
•
•
A call light on the ACP
An EICAS message
A hi/lo chime.
The SELCAL supplies indications
only if the signal received has the
airplane unique SELCAL code.
The flight crew pushes the
appropriate transmit switch on the
ACP or the appropriate PTT to stop
the indications.
6-11
Satellite
Network
Aircraft Earth Station (AES)
Passenger
Telephone
System
High
Gain
Antenna
LNA/Diplexer
BSU
Combiner
AIMS
Cabinet (2)
Note: Side mount
antenna system
shown.
High
Gain
Antenna
SDU
AMU
RFU
High Power
Amplifier
High
Power
Relay
LNA/Diplexer
BSU
Ground Earth Station (GES)
SATCOM System
Satellite Communication
(SATCOM) System
The SATCOM system transmits
and receives data and voice
messages. The system uses
satellites as relay stations for long
distances. SATCOM is more
reliable than the HF communication
system because atmospheric
interference does not have an
effect on it.
The system has the satellite
network, the ground earth stations
(GES), and the aircraft earth
stations (AES).
The satellite network does a relay
of radio signals between the AES
and the GES. Each GES is a fixed
radio station that has interfaces
with communication networks
through ground links and the
aircraft earth stations through the
satellite. The AES is the SATCOM
system on the airplane that has
6-12
interfaces with different airplane
communication systems and the
ground earth stations.
AIRCRAFT EARTH STATION
DESCRIPTION
The basic SATCOM configuration
has a high-gain system that uses
side-mounted antennas.
The satellite data unit (SDU) is the
interface between all other related
airplane systems and the SATCOM
system. The radio frequency unit
(RFU) changes the signal from the
SDU to an L-band signal for the
high power amplifier (HPA). The
HPA supplies sufficient radio
frequency power to the antenna.
The low noise amplifier (LNA) and
diplexer are one unit. The diplexer
connects transmit signals from the
HPA to the antenna. It also
connects receive signals from the
antenna to the LNA. The LNA does
an amplification of the low level
L-band signal from the antenna.
The SDU sends directional control
signals to the beam steering unit
(BSU). The BSU electronically
controls the antennas to point the
beam at the necessary satellite.
The AES has interfaces with the
data communication management
system (DCMS) for transmission
and reception of data messages.
The AES also has interfaces with
the passenger telephone system
and the audio management unit
(AMU) for voice call audio and
control signals.
June 2004
Navigation
Features
COMMON COMPONENTS
•
NEW AVIONICS
The 777 uses many common
avionics LRUs that the 747-400, 767,
and 757 use. The use of common
avionics equipment decreases the
cost of maintenance and spares.
Air Data Inertial Reference
System (ADIRU, SAARU, ADM/
Pitot-Static)
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Navigation Radios (VOR,
Marker Beacon, ILS, ADF,
DME)
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Global Positioning System
•
Radio Altimeter System
•
Air Traffic Control/Mode S
System
•
Traffic Alert and Collision
Avoidance System
•
Ground Proximity Warning
System
•
Weather Radar System
•
Warning Electronic System
•
Clock System
The 777 uses some new avionics
systems such as the highly fault
tolerant, air data inertial reference
system (ADIRS). The ADIRS
combines the air data system and the
inertial reference system into two line
replaceable units (LRUs), the air
data inertial reference unit (ADIRU)
and the secondary attitude air data
reference unit (SAARU).
HIGH RELIABILITY
Because there are only two main
LRUs in this system instead of three
ADCs and three IRUs, there is less
weight. Also, the high reliability of the
air data inertial reference system
decreases the need for maintenance
and spares.
SATELLITE NAVIGATION
The 777 uses the newest in satellite
navigational systems, the global
positioning system (GPS). GPS
gives improved navigation accuracy.
This saves fuel and improves the
airline on-time performance.
June 2004
7-1
Air Data Inertial Reference System
If failures occur, all IRU functions are
available with:
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The ADIRS consists of:
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One ADIRU
One SAARU
Six air data modules (ADMs)
Two standby air data modules
(SADMs)
A standby attitude indicator
The air data sensors.
The ADIRS operates the same as a
system of three IRUs, two ADCs and
pressure, temperature, and angle of
attack sensors. The ADIRS sends
primary, secondary, and standby air
data and inertial reference
information to the flight deck
displays, flight controls, autopilot
system, and other airplane systems.
ADIRU
The ADIRU has these components:
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Six ring laser gyro sensors
Six linear accelerometer sensors
Four processors
Three power supplies
Three dual-channel ARINC 629
interfaces.
The ring laser gyros and linear
accelerometers are along six nonparallel, symmetrically skewed axes.
This orientation gives a fault-tolerant
system.
IRU Function
The ADIRU uses ring laser gyros and
accelerometers to sense angular
rates and linear accelerations. The
ADIRU calculates this data:
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Attitude (pitch, roll, and yaw)
Position (latitude and longitude)
True heading
Magnetic heading
Inertial velocity vectors
Linear accelerations
Angular rates
Track angle
Wind speed and direction
Inertial altitude
Vertical speed.
7-2
Four gyros
Four accelerometers
Two power supplies
One processor
A single ARINC 629 interface.
The ADIRU has one ON/OFF switch
on the overhead panel. When the
switch is ON, the ADIRU gets power.
When the On/Off switch is OFF, the
ADIRU goes off when the airplane is
on the ground and less than a certain
ground speed.
Three of the gyro and
accelerometers sensors are on the
pitch, roll, and yaw axes and the
fourth sensor pair is on a skewed
axis.
The SAARU calculates these
parameters:
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ADC Function
The four processors get air data from
the air data modules. The ADIRU
gives these air data outputs:
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Altitude rate
Pressure altitude
Computed airspeed
Mach number
True airspeed
Static air temperature
Total air temperature
Impact pressure
Total pressure
Static pressure
Angle-of-attack.
Secondary Attitude Air Data
Reference Unit (SAARU)
The SAARU supplies pitch and roll
attitude to the standby attitude
indicators. It is also the secondary
source of inertial navigation and air
data for the PFDs, primary flight
controls system (PFCS), autopilot
flight director system (AFDS) and
other airplane systems.
During a catastrophic failure of the
ADIRU, the SAARU gives the AFDS
reduced navigation data.
Four fiber optic rate gyros
Four analog linear
accelerometers
Two processors
Three ARINC 629 interfaces.
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Pitch and roll attitude and
heading
Angular rates about the airplane
pitch, roll, and yaw axes
Linear accelerations along the
pitch, roll, and yaw axes
Barometric inertial altitude
Vertical speed
Computed airspeed
True airspeed
Altitude
Altitude rate
Static air temperature
Total air temperature
Mach number
Angle of attack.
The SAARU sends pitch and roll
attitude information on an ARINC
429 data bus to the standby attitude
indicator.
The SAARU has no manual mode
control for operation. It begins
operation when power is applied to
the airplane.
ADIRS Interface
You enter barometric correction on
the onside EFIS control panel. If one
of the EFIS control panels fail,
barometric corrections can come
from the onside CDU.
There are two AIR DATA/ATT source
select switches on the flight deck.
IRU and Air Data Functions
The SAARU uses:
June 2004
Navigation
CDU (3)
Right AOA
Sensor
Right Pitot
Probe
Center Pitot
Probe
Center
Pitot
ADM
Pitot
SADM
Right
Pitot
ADM
To
PFDs
Static Ports
Right TAT
Probe (Option)
Left
AIMS
Cabinet
Right
AIMS
Cabinet
Flight Controls
ARINC 629
Bus (3)
AFDC
(3)
PFC (3)
SAARU
Center
Static
ADM
Left
Static
ADM
Right
Static
ADM
ADIRU
Left
Pitot
ADM
Static
SADM
Standby
Instrument
Pneumatic
Lines
Left
Left
AOA Sensor
Pitot Probe
Left TAT
Probe
Static Ports
Air Data Inertial Reference System
ADIRS Interface (Continued)
The switches control the source of
display data for the on-side PFD. The
primary source of display data is the
ADIRU, and the secondary source of
display data is the SAARU.
The ADIRU sends data on the left
and right ARINC 629 flight control
buses and gets data from all three
ARINC 629 flight controls buses.
The SAARU sends data on the
center flight controls bus and gets
data from the left, center, and right
flight controls buses.
The ADIRU and the SAARU send
inertial reference data and air data to
these units:
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AIMS
AFDS
PFCS
CDUs.
June 2004
AIMS sends the inertial reference
data and air data to many other
airplane systems and systems
components. These include:
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GPS
WES
TCAS
EEC
APU.
The ADIRU and SAARU store fault
data in their nonvolatile memory. You
use the maintenance access
terminal (MAT) to get the fault data.
Air Data Modules
Each pitot probe and static port
connects to an air data module
(ADM). The ADMs change the air
pressure into ARINC 629 digital data.
The ADIRU and SAARU get the 629
air data from the ADMs.
The center pitot probe and the center
static ports also have a standby air
data module (SADM). The standby
altimeter and airspeed indicator get
the 429 air data from the SADMs.
Three flat panel LCD standby
instruments show this data:
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Attitude from the SAARU
Indicated airspeed
Altitude.
Air Data Sensors
The AOA sensors send analog
signals to the on-side AIMS cabinet.
The TAT probe is a dual element
probe with two analog outputs. One
output goes to the right AIMS
cabinet, and the other goes to the left
AIMS cabinet.
7-3
Navigation Radios
The navigation radios supply
reference data for instrument
navigation. The flight management
computing function (FMCF) of
AIMS supplies most of the control
for the navigation radios.
VHF Omnidirectional Ranging
System
The VHF omnidirectional ranging
(VOR) system supplies bearing and
deviation signals relative to ground
stations to the FMCF and the NDs.
Automatic Direction Finder
System
The automatic direction finder
(ADF) receives radio signals from a
ground station. It supplies bearing
information to the NDs and audio to
the flight deck. Some ADF stations
in major terminal areas provide
weather information.
Each ADF system has an integral
sense and loop antenna and a
receiver. The ADF data shows on
the NDs.
Instrument Landing System
The FMCF uses VOR data to
calculate airplane position.
A dual element VOR antenna is on
the top of the vertical stabilizer.
Marker Beacon System
The marker beacon system gives
displays and aural tones in the flight
deck when the airplane passes
over a particular geographical
location. The marker beacon
receiver is a module in each VOR
receiver. The marker beacon
function operates in the left system
only.
Distance Measuring Equipment
System
The distance measuring equipment
(DME) system supplies slant range
distance between the airplane and
a ground station to the FMCF and
the NDs. The distance shows on
the NDs. The FMCF uses DME
distance to calculate airplane
position.
The DME system supplies
suppression pulses to the ATC
transponders and TCAS. This is
because DME frequencies are in
the ATC and TCAS frequency
range.
7-4
The instrument landing system
(ILS) supplies precision approach
guidance during instrument
approaches to the NDs, PFDs, and
AFDCs. The FMCF uses ILS data
to calculate airplane position.
The PFDs show localizer and
glideslope deviation. When the
EFIS control panels are in the APP
mode, the NDs show:
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Navigation Radio Tuning
The flight management computing
function (FMCF) of AIMS tunes the
VOR, ILS, DME, and ADF systems.
The onside control display units
(CDUs) supply manual tuning if
AIMS fails.
Audio Interface
Audio from the VOR, ILS, DME,
ADF, and marker beacon systems
goes to headsets and speakers in
the flight deck through the audio
management unit.
Fault Reporting And Testing
The central maintenance
computing function (CMCF) of
AIMS supplies test and fault
reporting functions for the
navigation radio systems.
ILS course pointer
ILS source annunciator
DME distance
Localizer and glideslope
deviation
Selected ILS course
ILS frequency/identifier.
When the airplane is on approach,
the AFDCs send a discrete to each
multi-mode receiver (MMR). This
discrete prevents ILS test and
tuning. The AFDCs also control the
position of the localizer and
glideslope antenna switches.
The ILS system uses the localizer
radome antennas during approach.
The system uses the VOR antenna
to help the pilot maintain a straight
track during takeoff.
The system uses the glideslope
track antennas on the leading edge
of the nose landing gear doors
when the landing gear is down and
locked.
June 2004
Navigation
Alternate
Tune
Systems
ARINC 629
Bus (3)
A
Manual Tune
CDU (3)
A
DME
Antenna (2)
Primary Flight
Display
To AMU
DME Interrogator (2)
A
ADF Antenna (2)
5
+10
+02
TFC
To AMU
AIMS
ADF Receiver (2)
+02
-10
Navigation Display
Marker Beacon
Antenna
RF
Power
Dividers
VOR Antenna
A
To AMU
VOR/MB Receiver (2)
Localizer
Antenna
Switches
A
Localizer Antenna (2)
(Radome)
Glideslope
Capture
Antenna (2)
(Radome)
Glideslope
Antenna
Switches
To AMU
MMR (3)
AFDC (3)
GPWC
Glideslope
Track Antenna (2)
(Leading Edge, Nose
Gear Doors)
Navigation Radios
June 2004
7-5
Flight Controls
ARINC 629
Bus (3)
ADIRU
Left GPS
Antenna
Left MMR
AIMS
Right GPS
Antenna
Right MMR
Global Positioning System
Global Positioning System
The global positioning system
(GPS) uses navigation satellites to
supply accurate airplane position to
the FMCF, ADIRU, and the flight
crew.
The GPS calculates this data:
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Airplane latitude
Airplane longitude
Airplane altitude
Time.
The GPS receiver is a card in the
multi-mode receivers (MMR).
The ADIRS uses GPS position data
to aid in the automatic calibration of
the inertial sensors in the ADIRU.
This reduces ADIRU position drift
as the airplane flies.
The FMCF uses GPS position as
the prime source for the calculation
of airplane position. It is also the
source for accurate time.
The GPS reports faults and test
results to the central maintenance
computing function (CMCF) of
AIMS.
The ADIRU supplies inertial
reference position and air data
parameters, through the data
conversion gateway function of
AIMS, to the GPS. The GPS uses
these parameters to find the best
satellites during system
initialization.
7-6
June 2004
Navigation
RA
Antennas
Left
AFDC
Left RA
Transceiver
GPWC
AIMS
RA
Antennas
Center
AFDC
Center RA
Transceiver
Primary Flight
Display
TCAS
Computer
RA
Antennas
Right
AFDC
Right RA
Transceiver
Radio Altimeter System
Radio Altimeter System
The radio altimeter (RA) system
supplies the pilots and airplane
systems with altitude above the
terrain. The system operates at low
altitude (0 to 2,500 feet).
The RA system also supplies radio
altitude data to these units:
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The system has three transceivers
each with its own transmit and
receive antennas. The transceivers
calculate the radio altitude, which
shows on the primary flight display
(PFD).
Autopilot flight director computers
(AFDCs)
Ground proximity warning
computer (GPWC)
Traffic alert and collision
avoidance (TCAS) computer.
The central maintenance computer
function (CMCF) of AIMS does a test
of the RA system.
Each pilot can select a radio
minimums altitude on the onside
EFIS control panel. The radio
minimums show on the onside PFD
above the radio altitude display.
When the radio altitude is equal to or
less than the radio minimums, the
radio minimums display and the
radio altitude change color and
momentarily flash.
June 2004
7-7
TCAS Directional
Antenna (Top)
TCAS Directional
Antenna (Bottom)
Transponder Panel
MODE S
BENDIX/KING
TPR
ALT
ATC Antenna
(Top)
WES
BENDIX/KING
DATA IN
TOP
BOT
TP TCAS PROCESSOR
T1 TOP ANTENNA EL1
B1 BOTTOM ANTENN
TCAS
MAINT
RESERVED
RESERVED
RA RADIO ALTIME
PT PITCH ATITUA
RL ROLL ALTIATA
HD HEADING DATA
RD RA DISY #1 & #2
PP PROGRAM PINS
OK NO FAILURE
066-50000- 8101
TCAS PROCESSOR
TPA-81A
TEST
CAUTION
SW MOD
01/01
Left, Right
Radio Altimeter
Transceivers
GPWC
ATC Antenna
(Bottom)
ATC Coaxial
Switches
TCAS Computer
ATC Mode S
Transponder (2)
MINS
RADIO
BARO
IN
FPV
BARO
HPA
MTRS
RST
STD
VOR MAP
APP
PLN
VOR L
OFF
CTR
40 80 160
20
320 VOR R
10
OFF
640
ADF R
TFC
ADF L
WXR
STA
WPT
ARPT
DME
Interrogator
(2)
AIMS
DATA
5
+10
+02
POS
TFC
EFIS Control Panel (2)
Primary Flight Display
-02
-10
Navigation Display
Air Traffic Control/Mode S System and Traffic Alert and Collision Avoidance System
ATC
TCAS
The ATC/Mode S transponder
system lets ground facilities monitor
airplane movement through
controlled airspace. The ground
facilities monitor airplane location
and altitude:
TCAS gives alerts to the flight crew of
possible collisions with other
transponder airplanes. TCAS uses
the ATC/Mode S transponder system
to send TCAS data to other TCASequipped airplanes. TCAS gives two
types of advisories to the flight crew.
One type of advisory is the traffic
advisory (TA) that gives indication of
other airplanes in the area. The other
type of advisory is the resolution
advisory (RA). The RA gives an
indication to the flight crew to change
the direction of the airplane or hold
the present course to prevent a
possible collision.
The transponder panel permits the
flight crew to select the:
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Left or right ATC/Mode S
transponder for operation
Altitude reporting mode
Airplane ATC identification code
Initiation of the identification
pulse.
The ATC/Mode S transponder gets
ADIRS altitude data from AIMS and
uses it for the altitude reporting
function.
The ATC/Mode S system supplies
suppression pulses to the DME
interrogators and TCAS.
7-8
If an airplane is a collision threat, the
TCAS computer selects the best
maneuver to prevent a collision. If the
other airplane has TCAS, a
maneuver coordination is done
through the ATC/Mode S data link.
The TCAS computer sends data to
the NDs and the PFDs through
AIMS. The traffic button on the EFIS
control panel causes the location and
track of other airplanes to show on
the NDs. The PFDs show the flight
crew how to change or hold vertical
speed. Aural alerts come on in the
flight deck through the WES.
TCAS antennas are on the top and
bottom of the airplane. The antennas
are directional.
Fault Reporting and Testing
The central maintenance computing
function (CMCF) of AIMS supplies
test and fault reporting functions for
the ATC/Mode S transponder and
TCAS systems.
June 2004
Navigation
Terrain Display Data
GS 315 TAS 312
190 o/15
HDG
131
MAG
Inertial Reference Data
VOR L 116.80
DME 82.5
12
15
9
Air Data
TERRAIN
18
GPWC
20
TERR
AIMS
Central Maint Data
General Purpose Data
PFD and ND
Faults, Results, Displays
WX RADAR
Aural
Warning
Speakers
WES
Bendix
Air Transport Avionics
R/T
ANT
IND
WARNING
WARNING
CON
WG SW
GYRO
AIR
TEST
CAUTION
CAUTION
WXR R/T
GND PROX
G/S
INHIBIT
RA
Transceiver (3)
GND a
FLAP
OVRD
GEAR
OVRD
OVRDw
OVRDw
w
w
PROX
G/S INHB a
RETRACT
270K-.82M
TCAS Computer
TERR
OVRD
OVRD
Glideslope Deviation and GPS
Ground Proximity
Warning Computer
MMR (2)
Ground Proximity
Warning Module
Ground Proximity Warning System
Ground Proximity Warning
System
The ground proximity warning
system (GPWS) gives alerts or
warnings to the flight crew of not safe
terrain clearance. Alerts and
warnings have aural and visual
indications. These indications
continue until the pilots correct the
condition that started the warning or
alert.
The GPWS uses these inputs to start
alerts and warnings:
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The GPWS supplies these prioritized
modes when the airplane is between
30 and 2450 feet of radio altitude:
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AIMS - includes air data, inertial
data, flight management data,
central maintenance data, flap
position, landing gear position,
and stall warning data
Instrument landing system
Radio altimeter.
GPWS outputs go to these functions:
•
data and failure data
GND PROX annunciator light
Warning electronic system for
audio amplification and control of
the warning lights.
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Mode 1 - too much descent rate
Mode 2 - too much terrain closure
rate
Mode 3 - too much descent after
takeoff or go-around
Mode 4 - not safe terrain
clearance when not in the landing
configuration
Mode 5 - below glideslope
deviation
Mode 6 - radio altimeter aural
callouts with gear down
Mode 7 - windshear condition
Terrain awareness mode
Terrain clearance floor mode.
The system supplies voice warnings
to help the pilots identify the cause of
the warning or alert.
The guarded FLAP OVRD and
GEAR OVRD switches prevent some
modes. The FLAP OVRD switch
gives a signal that is the same as
flaps extended. The GEAR OVRD
switch gives a signal that is the same
as landing gear down.
The GPWS sends discretes to TCAS
and to the WXR. These discretes put
a priority on the warnings that can
come from the three systems.
The terrain awareness mode uses a
world-wide terrain data base to give
warning of terrain proximity.
The terrain clearance floor mode
uses data for the landing airport to
make a safe approach.
AIMS - includes PFD and ND
June 2004
7-9
5
+10
+02
Weather Radar
Antenna Assembly
TFC
+02
-10
Navigation Display
Bendix
Air Transport Avionics
WX RADAR
ARINC 453
R/T
Inhibit
ANT
AIMS
Systems
CDU (3)
ARINC 629
Bus (3)
IND
CON
WG SW
GYRO
GPWC
AIR
MINS
RADIO
BARO
TEST
ARINC 429
General Purpose
and IRS Data
RADAR TRANSCEIVER
RTA-4A
WES
Weather Radar RT
Aural
Warning
Speakers
IN
STD
RST
VOR MAP
APP
PLN
VOR L
OFF
CTR
40 80 160
20
320 VOR R
10
OFF
640
ADF R
TFC
ADF L
WX RADAR
NORM
BARO
HPA
MTRS
FPV
WXR
STA
WPT
ARPT
DATA
POS
TEST
SYS L
SYS R
TILT
5
MID
PCIP
LEVEL
MAX
EFIS Control Panel (2)
15
UP
0
DOWN
GND RTN
TURB DET
PRECIP
DOPPLER
15
5
OFF
RA Xcvr (3)
ON
ONLY BOTH ONLY
Weather Radar Control Panel
Weather Radar System
Weather Radar System
The weather radar system shows the
flight crew weather conditions along
the flight path. This lets them change
the flight path to go around bad
weather conditions. The flight crew
also uses the weather radar system
as a navigational aid.
The weather radar
receiver/transmitter (RT) sends
weather display data to the AIMS on
a ARINC 453 data bus. AIMS then
shows a four-color weather display
on the NDs.
The on-side EFIS control panel
selects weather returns to show on
the ND and also controls the range
for the weather display.
The weather radar button on the
EFIS control panel selects weather
returns to show on the on-side ND.
The flight crew selects the operation
mode, receiver gain, and antenna tilt
angle on the weather radar panel.
When the flight crew selects the
weather mode on the weather radar
panel:
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Heavy rainfall shows in red
Moderate rainfall shows in yellow
Light rainfall shows in green
In the turbulence mode,
turbulence from heavy rainfall
shows in magenta
Windshear conditions show with
a special symbol to give a
warning to the flight crew.
The map mode can show coastlines
or large bodies of water.
conditions that cause a windshear. If
it finds these conditions, it makes an
aural warning and shows a special
display on the ND. Because a
windshear is most dangerous when
the airplane is at low altitude, the
weather radar comes on
automatically on the ground during
takeoff and when the airplane goes
below 2200 feet during approach.
Antenna attitude stabilization is done
by the ADIRS for horizontal scan.
You put the mode selector switch of
the weather radar control panel in the
TEST position to do a system test.
The CMCF of AIMS stores weather
radar system faults.
Weather returns show on the ND in
all EFIS modes but PLAN, full rose
APPROACH, and full rose VOR.
The weather radar has a predictive
windshear mode that can find
7-10
June 2004
Navigation
WARNING
ARINC 629
System Buses (3)
CAUTION
Left Master
Warning Light
Left Aural
Warning Speaker
Left Warning
Electronic Unit
TCAS Computer
Discrete
Analog
Inputs
Weather Radar
Left Stick
Shaker
Actuator
Ground Proximity
Warning Computer
AIMS
WARNING
CAUTION
Right Master
Warning Light
Right Aural
Warning Speaker
Right Warning
Electronic Unit
Right Stick
Shaker
Actuator
Warning Electronic System
Warning Electronic System
WES performs these functions:
The warning electronic system
(WES) supplies visual and aural
indications of incorrect airplane
system conditions to the flight crew.
The system also turns on the stick
shaker actuators when the airplane
is near a stall condition.
•
•
The system has two warning
electronic units (WEUs). Each WEU
has two internal channels. The
channels do the same functions. The
system receives inputs from sensors,
airframe, and avionics systems. The
ARINC 629 system buses supply
most of the data.
June 2004
•
•
•
•
•
•
Master warning lights control
Landing and takeoff configuration
warning
Altitude alert
Alert and warning aurals control
and amplification
Stall warning
Speed tape parameters
calculations
Auto-slat deployment
Stabilizer green band calculation
and selection.
Outputs go to these:
•
•
•
•
The aural warning speakers
The master warning lights
The stick shakers
The AIMS for displays and
maintenance functions.
7-11
MAN
UTC
CHR
DAY
MO/YR
DATE
MIC
MAP
TIME
CLOCK
AIMS
ET/CHR
Glareshield Panel (2)
RUN
RUN
HLD
HLDY
MM
HD
RESET
Clock (2)
Clock System
Clock System
There are two clocks in the flight
deck, one on the captain and the
other on the first officer instrument
panel.
The AIMS supplies global positioning
system (GPS) time to the clock. The
flight crew selects UTC manual input
or GPS UTC time to show on the
clock.
Each clock shows:
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•
Universal time (coordinated)
(UTC)
Date (Day, month, and year)
Elapsed time in hours and
minutes
Chronograph time in minutes
and seconds.
The airplane information
management system (AIMS)
receives clock UTC through ARINC
429 data buses.
7-12
June 2004
Autopilot Flight Director System
Features
•
System Description
SYSTEM REDUNDANCY
•
Controls
The autopilot flight director system
(AFDS) has three channels that
supply automatic control of the
airplane and flight director guidance.
When selected, the system controls
the airplane on the selected flight
path and at the selected speed.
•
Indication
SIMILARITIES
The 777 autopilot flight director
system is like the autoflight system
on Boeing 757/767 and 747-400
airplanes.There are differences in
the way the AFDS interfaces with the
flight control system.
June 2004
8-1
Autopilot Engage
Switch
Autopilot Engage
Switch
Legend:
Mechanical Connection
Mode Control Panel
(P55)
AIMS
Airplane
Sensors
Nav
Sensors
Systems ARINC
629 Bus (3)
Backdrive
Actuator (6)
Position Transducers
TO/GA
Switch (2)
PFC (3)
ACE (4)
PCU
Elevator
Aileron
Rudder
AFDC (3)
Flight Controls ARINC 629 Bus (3)
Disengage
Switch (2)
ADIRU
SAARU
AIMS
AFDS Block Diagram
System Description
The autopilot automatically controls
airplane heading, track, speed,
altitude, navigation paths, and goaround. The flight director provides
guidance commands for these
functions plus for takeoff. The
autopilot can do fail-operational and
fail-passive approach and landings.
These are the AFDS components:
•
•
•
•
•
One mode control panel (MCP)
Three autopilot flight director
computers (AFDCs)
Six backdrive actuators
Two control wheel disengage
switches
Two takeoff/go-around switches
(TO/GA).
The AFDS does not have servos to
move the primary flight control
surfaces. The primary flight
computers (PFCs), the actuator
control electronics (ACEs), and
8-2
power control units (PCUs) control
the movement of the surfaces.
There are two autopilot engage
switches on the MCP. All available
autopilot channels engage when
the flight crew pushes either switch.
The AFDS autopilot commands go
to the PFCs through the flight
controls ARINC 629 buses. The
PFCs select which signal to use by
mid-value selection.
The PFCs process and change the
autopilot commands to surface
commands that go to the ACEs and
backdrive commands that go to the
AFDCs.
The backdrive commands operate
the backdrive actuators. The
actuators move the control
columns, control wheels, and
rudder pedals to a position that
represents the autopilot command.
Autopilot commands go to the
rudder system only during
automatic approach and landings.
The AFDS does not control the
horizontal stabilizer. Pitch trim
control is from the primary flight
control system.
Controls
Mode selection and engage
switches for the autopilot, flight
director, and autothrottle are on the
MCP. The TOGA switches are on
the thrust levers.
Indication
The PFDs show the AFDS selected
values, mode annunciations, and
AFDS status annunciations.
Warning, caution, and advisory
messages show on the EICAS.
June 2004
Autopilot Flight Director System
A/T ARM
L
R
IAS
IAS
A/P
TRK
HDG
MACH
LNAV
TRK
OFF
5
F/D
ON
OFF
CLB
CON
VNAV
A/T
FLCH
FPA
V/S
ALTITUDE
.
FPA
A/P
AUTO
25
AUTO
SEL
BANK
LIMIT
LOC
HOLD
DISENGAGE
1000
DOWN
VS/FPA
APP
HOLD
UP
F/D
ON
OFF
Mode Control Panel
TO/GA Switches
P10 Control Stand
Autothrottle
Engage Status
Mode
Roll Mode
Pitch Mode
Selected
Speed
SPD
138
LNAV
VNAV
LOC
G/S
5 100
Selected
Altitude
110.90/120
DME 25.3
200
A/P
Altitude
Tape
6
180
5 000
2
1
160
Speed
Tape
14
3
2
4 800
Selected
Vertical
Speed
REF
1
120
4 600
100
2400
2
6
1000
Actual
Vertical
Speed
RADIO
150
L
135 H
MAG
29.86
IN
Selected
Heading
(or Track)
Primary Flight Display
Controls and Indications
June 2004
8-3
Electrical Power
Features
•
Electrical Power System
Components
•
Electrical Power System
Schematic
•
Electrical Power System
Control
•
Controls and Indication
NO BREAK POWER TRANSFER
Two power sources momentarily
supply power to the same bus
(parallel sources) when a bus
changes from one source to a source
on the ground. This no-break power
transfer decreases faults in
electronic equipment.
THE ELECTRICAL LOAD
MANAGEMENT SYSTEM (ELMS)
The ELMS controls the distribution of
electrical power to the airplane. It
also supplies control logic and
indications for some airplane
systems. ELMS replaces complex
relay logic, discrete wiring, and
circuit cards on other airplanes.
TWO EXTERNAL POWER
CONNECTORS
There are two external power
connectors on the 777. Each can
receive 90 kVA of electrical power
for ground operations.
BACKUP GENERATORS
Each engine has a 20 kVA generator
as a backup power source for the
transfer buses that supply essential
loads.
RAT GENERATOR
A ram air turbine (RAT) 7 kVA
generator is a standby power source
for the flight instrument buses.
SYNOPTIC DISPLAY
The electrical power synoptic display
shows a real-time picture of the
electrical power system
configuration.
June 2004
9-1
E10 Rack
RAT
IDG
E5 Rack
P30 External
Power Panel
APU Generator
Main Equipment
Center
RAT Generator
Backup Generator
Electrical Power System Components
Electrical Power System
Components
The electrical power system
supplies 115 volt ac and 28 volt dc
electrical power to the airplane.
These are the power sources:
•
•
•
•
•
•
Two integrated drive generators
(IDGs)
APU generator
Two backup generators
Ram air turbine (RAT)
generator
Main and APU batteries
External power.
There is one IDG on each engine.
They are the primary source of
ac power in flight. An additional
source of ac power is the APU
generator. Each generator supplies
up to 120 kVA.
9-2
There is one backup generator on
each engine. They are variable
speed variable frequency
generators. Each supplies up to 20
kVA of ac power. A backup
converter changes the variable
frequency power to constant
frequency power. Each backup
generator also contains two
permanent magnet generators
(PMGs) that supply power to three
flight control dc (FCDC) power
supply assemblies.
These electrical system
components are in the main
equipment center:
A RAT generator is another source
of backup ac power. It supplies up
to 7 kVA.
•
•
For ground operations, there are
two external power connectors.
These are on the forward, right side
of the fuselage. Each external
power connector is rated for 90 kVA
of
ac power.
•
•
•
•
•
•
Generator control units (GCU)
(4)
Bus power control unit (BPCU)
Backup converter
Electrical load management
system (ELMS) panels (7)
FCDC power supply assemblies
(PSA) (2)
Transformer rectifier units
(TRU) (5)
Battery charger
FCDC batteries (2).
One FCDC PSA and its related
battery are in the E5 rack.
The main battery is in the main
equipment center. The APU battery
and charger are in the E10 rack.
Both batteries supply 28 volt dc
power.
June 2004
Electrical Power
L IDG
BU
Gen
PMG
APU
Gen
L Main AC Bus
L UB
ELCU
Backup
Converter
Main Bat
Charger
GH AC Bus
R TBB
R UB
ELCU
R Xfr Bus
GH TRU
Gnd Svc
Xfr Rly
TRU C2
R TRU
Rly
GH DC Bus
Gnd Svc
Sel Rly
TRU C2
R DC Bus
L DC Bus
Gnd Svc Bus
Main
Bat Rly
AC Stby
Pwr Rly
Main
Battery
L FCDC PSA
Capt- F/O
Bus Tie Rly
Bat - Capt
Iso Rly
Cpt Flt Inst Bus
Bat Bus
Hot Bat Bus
PMG
(L1)
Bat
R Util Bus
TRU C1
Rly
DC Bus
Tie Rly TRU C1
L TRU
Gnd
Hdlg
Rly
R GCB
R CCB
L CCB
R IDG
R Main AC Bus
R BTB
L Util Bus
BU
Gen
PEPC
L BTB
L TBB
PMG
Rat
Gen
SEPC
APB
L GCB
L Xfr Bus
SEC
EP
Standby Bus
APU Bat
Charger
F/O Flt Inst Bus
APU Bat Bus
Gnd Pwr
Bat Rly
Static
Inverter
APU
Battery
Bat Bus #2
C FCDC PSA
Bat
PMG
(L2,R2)
Bat
PMG
(R1)
R FCDC PSA
Electrical Power System Schematic
Electrical Power System
The electrical power system normally
operates as two independent left and
right power channels. Each channel
has a main ac bus. The twoft main ac
buses get power from the onside
IDG. Either main bus gets power
from the APU generator or external
power connections.
The right main ac bus supplies power
to the ground service bus. When the
right bus does not have power, the
APU generator or primary external
connector can supply power to the
ground service bus.
On the ground, the APU generator or
primary external power source
supply power to the ground handling
bus.
Five TRUs make 28 volt dc power
from the ac power.
June 2004
The hot battery bus and APU battery
bus receive power from the ground
service bus through the main and
APU battery chargers.
The standby bus normally receives
power from the left main transfer bus.
If no ac power is available, the
standby inverter supplies power to
the standby bus.
Backup generators operate when the
engines are running. They supply
power to the backup converter. If a
main ac bus looses power, the
converter supplies power to the
related transfer bus. If the backup
generators are not available, the
RAT generator supplies power to the
flight instrument buses.
Three FCDC PSAs receive power
from the dc buses, hot battery bus,
and PMGs in the backup generator.
Small batteries prevent power
interruptions during power transfers.
These are the acronyms for the
components on this page:
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
APB - auxiliary power breaker
BTB - bus tie breaker
BU - backup
CCB - converter circuit breaker
ELCU - electrical load control unit
FCDC - flight control dc
GCB - generator circuit breaker
IDG - integrated drive generator
PEPC - primary external power
contactor
PMG - permanent magnet
generator
PSA - power supply assembly
RAT - ram air turbine
SEPC - secondary external
power contactor
TBB - transfer bus breaker
TRU - transformer rectifier unit
UBR - utility bus relay
XFR - transfer.
9-3
L IDG
APU
Gen
L GCU
R IDG
APU
GCU
BU
Conv
Sec
EP
Pri
EP
R GCU
BPCU
P100
Left Power
Panel
Large
Loads
P300
Auxiliary Power
Panel
P200
Right Power
Panel
Large
Loads
Large
Loads
P320
Ground Hdlg/Svc
Distribution Panel
P110
Left Power Mgmt
Panel
CCU/SIUs
Small
Loads
Small
Loads
P310
Stby Power Mgmt
Panel
CCU/SIUs
P210
Right Power Mgmt
Panel
CCU/SIUs
Small
Loads
ELMS
Small
Loads
Airplane
Systems
Legend:
Control and Communication
Power
Main
Battery
RAT Generator
RAT
GCU
ARINC 629
System Bus (3)
Electrical Power System Control
Electrical Power System Control
BACKUP CONVERTER CONTROL
GCU AND BPCU CONTROL
The backup converter monitors,
gives protection, and controls the
backup generators and power
switching for the transfer buses. The
backup converter controls the
backup generator voltage, the TBBs,
and the CCBs.
The generator control units (GCUs)
and bus power control unit (BPCU)
monitor, give protection, and control
switching for the main ac buses. The
left and right GCUs control:
•
•
•
•
•
Generator control relays (GCR)
GCBs
BTBs
IDG voltage
IDG frequency.
The APU GCU controls the APB and
the APU voltage and frequency.
The bus power control unit controls:
•
•
•
•
EPCs
Ground handling relay
Ground service select relay
Ground service transfer relay.
9-4
ELECTRICAL LOAD
MANAGEMENT SYSTEM (ELMS)
The ELMS has seven panels for
distribution, monitor, and protection
of electrical power. The ELMS
computers replace complex relay
logic and circuit cards used on other
airplanes. ELMS components are in
the power panels and the power
management panels.
POWER PANELS
breakers and contactors are in the
power panels. The GCUs and BPCU
control these breakers and
contactors.
POWER MANAGEMENT PANELS
The three power management
panels send power to loads that use
less than 20 amps. They have a
computing and communications unit
(CCU) and signal interface units
(SIUs) that monitor loads and control
many switching components in the
seven ELMS panels.
GROUND SERVICE/HANDLING
DISTRIBUTION PANEL
The ground service/handling
distribution panel sends power to the
ground handling and ground service
buses. They do not have processors.
The three power panels receive
power and send power to loads that
use 20 amps or more. The main
June 2004
Electrical Power
BACKUP
WINDOW HEAT
ELECTRICAL
APU
ON
BATTERY
IFE/PASS CABIN/
SEATS UTILITY
ON
LEFT
OFF
RIGHT
START
OFF
ON
w
OFF a
ON
w
OFF
a
ON
AUTO
w
OFF
APU GEN
OFF a
L BUS TIE
ON
w
OFF
a
FAULT
ON
L MAIN
ON
w
a
w
OFF
a
w
a
R XFR
R
GEN
CTRL
R MAIN
BACKUP GEN
L
R
ON
ON
OFF a
w
OFF
a
ON
w
w
OFF a
w
DRIVE
ISLN a
AVAIL
L XFR
ON
Backup Window Heat Panel (P61)
a
AUTOw
PRIMARY
EXT PWR
SECONDARY
EXT PWR
AVAIL
L
GEN
CTRL
BAT
R BUS TIE
AUTOw
ISLN a
STANDBY
POWER
w
DRIVE
a
a
L
DRIVE DISC
R
Electrical Panel (P5)
Controls and Indications
Controls and Indications
SYNOPTIC DISPLAY
MAINTENANCE PAGE
CONTROLS
The electrical power synoptic display
shows a real time summary of the
electrical power system
configuration. This synoptic has
indications for these functions:
The maintenance page shows
electrical system data. This page
includes these indications:
The electrical power system control
panel is on the P5 overhead panel. It
includes controls and indications for
these electrical system functions:
•
•
•
•
•
•
•
•
•
Main battery
IFE/passenger seats
Cabin/utility
APU generator
Left and right bus tie
Primary and secondary external
power
Left and right backup generator
Left and right generator
Left and right generator drive
disconnect.
•
•
•
•
•
•
•
•
IDGs
APU generator
Backup generators
External power
Bus tie breakers
Main ac buses
Transfer buses
Main and APU batteries.
•
•
•
•
•
•
•
•
AC and dc voltages
AC frequencies
AC loads
DC currents
Generator oil temperatures
Oil level status
Oil filter status
Fly-by-wire (FBW) voltage and
current.
The panel also has the APU start
selector.
A guarded, standby power switch is
on the P61 overhead maintenance
panel.
June 2004
9-5
APU
GEN
ISLN
R BUS TIE
L BUS TIE
PRI
EXT PWR
SEC
EXT PWR
R MAIN
R UTIL
L XFR
R XFR
L GEN
CTRL
R GEN
CTRL
L
DRIVE
R
BACKUP
GEN
R DRIVE
MAIN BAT
28
12 CHG
VOLTS
AMPS
VOLTS
AMPS
27
10 DISCH
Electrical Power Synoptic Display
Synoptic Display
PAGE 1/2
ELECTRICAL
L IDG
R IDG
APU GEN
PRI EXT
PWR
SEC EXT
PWR
BACKUP
CONV
RAT
GEN
AC-V
0
115
115
0
0
115
FREQ
0
400
400
0
0
400
0
LOAD
00.0
0.50
00.0
0.00
0.00
0.00
0.00
L TRU
C1 TRU
C2 TRU
R TRU
MAIN
BAT
0
APU/
BAT
DC-V
28
28
28
28
28
27
DC-A
12 CHG
25
12
11
30
10 DIS
BACKUP
R GEN
L IDG
R IDG
OUT TEMP
27
57
25
62
33
RISE TEMP
3
12
1
14
--
OIL LEVEL
SERVICE
NORMAL
NORMAL
NORMAL
--
OIL FILTER
NORMAL
NORMAL
NORMAL
BLOCKED
--
L GEN
L
FBW
C
R
DC-V
28
28
28
DC-A
14
15
15
DATE
20 AUG 96
UTC
CONV
18:54:04
Electrical Power Maintenance Page
Maintenance Page
9-6
June 2004
Fuel
Features
AUTOMATIC FUEL JETTISON
SYSTEM
FUEL CAPACITY
One center tank and two main tanks
hold 306,000 pounds (139,000 kg) in
the 777-200ER and the 777-300.
The 777-200 has a smaller center
tank, so the airplane holds 209,000
pounds (94,700 kg). The 777-300ER
holds 323,700 pounds (147,00 kg)
with larger main and center tanks.
The 777-200LR holds 361,250
pounds (164,200 kg) with auxiliary
tanks.
The fuel jettison system moves fuel
overboard to decrease airplane
gross weight. This prevents an
overweight landing. The pilots start
the jettison system operation.
Operation stops at the maximum
landing weight. The pilots can also
manually select the quantity of fuel
for jettison.
The FQIS uses an ultrasonic system
and an advanced microprocessor to
measure fuel quantity.
Many fuel system components are
removable from the rear spar without
removal of fuel.
WATER DETECTION
When the fuel in the center tank gets
low, the main tanks supply the
engines. The remaining fuel in the
center tank moves to the main tanks.
WATER SCAVENGE
Fuel Tanks and Vent System
•
Fuel Quantity Indicating
System
•
Pressure Refuel System
•
Engine and APU Fuel Feed
Systems
•
Jettison and Defuel Systems
•
Controls and Indications
ULTRASONIC FUEL QUANTITY
INDICATING SYSTEM (FQIS)
FUEL TANK COMPONENT
REPLACEMENT WITHOUT
DEFUEL
AUTOMATIC CENTER TANK
SCAVENGE
•
Ultrasonic sensors find water in the
bottom of a tank. The primary display
system shows a maintenance page
message as an alert to the ground
crew of water in a tank.
FUEL SYSTEM SYNOPTIC
DISPLAY
This synoptic display shows a
schematic of the fuel feed system.
Each tank has water scavenge
pumps that operate continuously.
June 2004
10-1
Right Main
Tank
10,300 gallons
(39,000 liters)
Center Tank
27,290 gallons
(103,300 liters)
Right Main
Tank
9300 gallons
(35,200 liters)
Vent Surge
Tank
Center Tank
12,400 gallons
(46,940 liters)
Right Main
Tank
9,560 gallons
(36,200 liters)
Dry Bay
Left Main
Tank
9,300 gallons
(35,200 liters)
Center Tank
26,100 gallons
(98,800 liters)
Dry Bay
Left Main
Tank
9,560 gallons
(36,200 liters)
Vent Surge
Tank
Left Main
Tank
10,300 gallons
(39,000 liters)
777-300ER
47,890 gallons
(181,300 liters)
777-200
31,000 gallons
(117,340 liters)
777-200ER/300
45,220 gallons
(171,200 liters)
Fuel Tanks and Vent System
Fuel Tanks
Fuel Vent System
The fuel system has three fuel
tanks, two main tanks and one
center tank. The tanks are part of
the wing structure and the center
wing section.
The fuel vent system keeps the fuel
tanks near ambient pressure during
all flight phases, airplane attitudes,
and refuel/defuel operations. Each
fuel tank has a vent to its surge tank
through channels in the wing.
Most fuel system components are
in the tanks. These are the
components on the rear spar:
•
•
•
The vent channels also let a fuel
overflow go into the surge tank if
necessary.
Fuel pumps
Scavenge jet pumps
Valve actuators.
You can remove most of these
components on the rear spar
without the removal of fuel.
10-2
June 2004
Fuel
TOTAL FUEL 155.8
TEMP + 15C
155.8
62.7
30.4
62.7
FQIS
Processor Unit
LBS X
1000
EICAS Display
AIMS
P28 Integrated Refuel Panel
ARINC 629
System Buses (3)
Temperature
Sensor
Densitometer (3)
Water
Detector (3)
Tank
Unit
Fuel Quantity Indicating System
Fuel Quantity Indicating System
(FQIS)
COMPONENTS
The fuel quantity indicating system
(FQIS) does these functions:
•
•
•
•
Measures the fuel quantity
Calculates the fuel weight
Controls fueling operations
Shows when there is water in the
tanks.
These are the FQIS components:
•
•
•
•
•
Tank units
Densitometers
Wiring harnesses
Water detectors
FQIS processor unit.
The 777-200 has 52 tank units in the
three tanks. The 777-200ER and 300 have 60 tank units. The 777300ER has 76 tank units. Each tank
unit is an ultrasonic
June 2004
transmitter/receiver that measures
fuel height. The densitometers
measure the fuel density in each
tank. The wiring harnesses go from
the tank units and densitometers to
electrical connectors on the front and
rear spars. Wiring from the
connectors go to the processor.
The processor sends fuel quantity
data to the AIMS and the integrated
refuel panel.
OPERATION
BITE
The processor sends a signal to each
tank unit to find the fuel height. The
tank unit transmitter sends a sound
pulse from the bottom of the tank to
the fuel surface. The processor
measures the fuel height by the time
for the pulse to give a reflection back
to the bottom. The processor uses
fuel height to calculate the fuel
volume and then multiplies fuel
volume and density to calculate the
fuel weight.
The processor has a different
channel for each tank so that one
fault does not cause loss of indication
in more than one tank. Built-in test
equipment (BITE) finds the FQIS
faults and sends the data
to the AIMS.
There is an ultrasonic water sensor
at the bottom of each tank. They
send a signal to the processor if there
is water in the tank.
10-3
Controls and Indications
FUEL JETTISON CONTROL
FUEL MANTENANCE PAGE
CONTROLS
Controls on the fuel jettison panel
include:
There is one fuel maintenance page
for the left and right tanks, and one
page for the center tank. The
maintenance pages show this
information:
Controls on the fuel management
panel include:
•
•
•
Forward and aft boost pump
switches for each main tank
Forward and aft crossfeed valve
switches
Left and right override/jettison
pump switches for the center
tank.
Fuel pump and crossfeed valve
switch positions go through the
ARINC 629 system buses to the
ELMS. When the fuel pump switches
are on, the ELMS supplies power to
the pumps. When a valve switch is
on, the ELMS supplies power to open
the valve.
•
•
•
Left and right nozzle valve
switches
Fuel to remain selector
ARM switch.
The ELMS monitors fuel jettison
switch positions through the ARINC
629 system buses. When the jettison
system is armed and at least one
jettison nozzle valve is commanded
open, the ELMS supplies power to
the main tank jettison pumps and the
jettison isolation valves.
FUEL QUANTITY INDICATION
REFUEL SYSTEM CONTROL
FUEL SYNOPTIC DISPLAY
Both the FQIS processor and the
ELMS control refueling and
defueling. The integrated refuel
panel sends load select quantity,
load select control, and valve switch
positions to the FQIS processor. The
processor stores the load select fuel
quantity in memory. The processor
sends valve switch positions to the
ELMS through the ARINC 629
system buses. The ELMS supplies
power to open and close the refuel or
defuel valves.
The fuel synoptic display shows a
schematic of the fuel system. This
schematic shows the configuration of
the fuel feed system. It includes this
information:
Surge tank overfill sensors send a
signal through the IRP to the ELMS.
If too much fuel is in the surge tank
the ELMS removes power from the
refuel valves to close the valves.
10-4
Fuel quantity
Fuel density
Maintenance messages
Fuel height at each tank unit
Velocity of sound at each tank
unit.
The ELMS also calculates the
maximum landing weight and time to
complete jettison and sends them to
the AIMS.
The ELMS monitors the pump
pressure switches and valve
positions. If there is a disagreement
or fault, the ELMS turns on a light on
the fuel management panel and
sends fault data to the AIMS.
ELMS monitors valve positions and
sends them on ARINC 629 to the
FQIS processor. The processor
sends the valve position signal to the
refuel panel for indication.
•
•
•
•
•
The EICAS display shows total fuel
quantity. When the jettison system is
operating, the EICAS display shows
fuel to remain.
•
•
•
•
•
Fuel tank quantities
Fuel pump on/off indication
Fuel flow path
Crossfeed valve positions
Fuel valve positions.
When the jettison system is in
operation, the fuel synoptic display
shows this information:
•
•
•
•
•
Jettison pump on indication
Isolation valve positions
Jettison nozzle valve position
Fuel to remain
Jettison time.
June 2004
Fuel
FUEL JETTISON
FUEL TO
REMAIN
L NOZZLE R
ON
ON
VALVE
VALVE
DECR
Valves
Pumps
ARM
INCR
ARMED
Overfill
Sensors
FAULT
PULL ON
FUEL
CROSSFEED
FWD
L PUMPS
FWD
ON
ELMS
R PUMPS
FWD
OPAS
ON
VALVE
155.8
PRESS
PRESS
AFT
ON
62.7
30.4
62.7
ON
PRESS
PRESS
VALVE
AFT
L
AFT
CENTER
PUMPS R
ON
ON
PRESS
PRESS
Integrated Refuel Panel
Fuel Panel
AIMS
To
EICAS
Displays
FQIS
Processor Unit
ARINC 629
System Bus (3)
155.8
+15C
From
AIMS
EICAS Display
155.8
62.7
62.7
30.4
-37C
+15C
75.4
10
Fuel Synoptic Display
Fuel Maintenance Pages (2)
Controls and Indications
June 2004
10-5
OVERFILL
POWER
DEFUEL VALVE
RESET
TEST
LOAD SELECT QTY
BATT
OPEN
TEST
IND
0
SYSTEM
0
0
0
OPEN
NORMAL
CLOSE
IND
QTY X1000
NORMAL
TOTAL/BACKUP
FUEL QTY
RIGHT MAIN
155.8
CENTER
62.7
LEFT MAIN
30.4
62.7
FUEL QTY
LOAD SEL
LOAD SEL
LB
TF
QTY X1000
LB
QTY X1000
LB
QTY X1000
QTY X1000
LOAD SELECT
SET
TOTAL LOAD SELECT
SET
OUTBD
OPEN
INBD
RIGHT
LEFT
INBD
OPEN
OPEN
TOTAL/BACKUP DISPLAY
TANK SELECT
OUTBD
Center Tank
OPEN
CLOSE
REFUEL VALVE CONTROL
CLOSE
Refuel/Jettison
Manifold
P28 Integrated Refuel Panel
Refuel
Station
Surge Tank (2)
Refuel
Valve (6)
Left Main Tank
Right Main Tank
Pressure Refuel System
Pressure Refuel System
The refuel station is on the leading
edge of the left wing. It has two refuel
adapters and an integrated refuel
panel (IRP). A refuel station on the
right wing is optional.
The integrated refuel panel has
these components:
•
•
•
•
•
•
•
•
•
•
•
•
Overfill test and reset switches
Overfill indication light
Indication and system test
switches
Load select quantity switches
Defuel valve control switch
Defuel valve position light
Battery power switch
LCD fuel quantity and load select
indicators
Load select set switches
Display transfer switch
Refuel valve position lights
Refuel valve control switches.
10-6
There are six refuel valves, two for
each main tank and two for the
center tank. The fuel/jettison
manifold supplies fuel from the refuel
station to the valves. You can fill the
tanks individually or all at the same
time.
Power for the refuel system comes
from the ground handling bus or the
main battery. If electrical power is not
available, you can not operate the
valves manually.
Fuel measuring sticks permit manual
fuel quantity measurement.
The control switches on the
integrated refuel panel open and
close the refuel valves. The valves
also close automatically when one of
these occur:
•
•
•
•
Tank weight gets to a level set on
the refuel control panel
Tank gets to the volumetric shut
off (VSO)
Fuel flows into the surge tank
You push the system test switch.
When you push the system test
switch, the valves close and then
open again automatically.
June 2004
Fuel
Crossfeed Valves
APU
Isolation
Valve
Engine Feed Manifold
Bypass Valve
Fuel Spar
Valve
To Engine
To Engine
APU Shutoff
Valve
To APU
APU DC
Pump
Override/
Jettison
Pumps
Boost
Pumps
Boost
Pumps
Engine and APU Fuel Feed Systems
Engine Fuel Feed System
There are two boost pumps for each
main tank and two override/jettison
pumps in the center tank to supply
fuel to the engines. The fuel flows
through the crossfeed manifold to the
engines. Redundant crossfeed
valves isolate the left and right sides
of the manifold.
When the override/jettison pump
output pressure decreases because
of low fuel quantity in the center tank,
the boost pumps automatically
supply fuel to the two engines from
the main tanks. The pilot puts off the
override/jettison pumps. A scavenge
jet pump moves the remaining center
tank fuel to the main tanks.
APU Fuel Feed System
The APU can receive fuel from each
tank. A dc pump supplies fuel from
the left main tank if no ac power is
available. When ground service ac
power is available, the left forward
boost pump automatically operates
during an APU start.
At the start of a flight, when all the
tanks are full, the normal procedure
is to put on all the fuel pumps. The
override/jettison pumps supply
center tank fuel to the two engines.
This occurs because the
override/jettison pumps have a
higher output pressure than the main
tank boost pumps.
June 2004
10-7
FUEL JETTISON
L NOZZLE R
ON
ON
VALVE
VALVE
FUEL TO
REMAIN
DECR
ARM
INCR
ARMED
FAULT
PULL ON
Fuel Panel (P5)
Crossfeed
Valve (2)
Refuel/Jettison
Manifold
Fuel Feed
Manifold
Defuel
Valve
Bypass
Valve (2)
Fuel Spar
Valve (2)
Override/Jettison
Pump (2)
Jettison Nozzle
Valve (2)
Jettison Nozzle (2)
Jettison
Pump (2)
Isolation
Valve (2)
Boost
Pump (4)
Refuel
Valve (6)
Jettison and Defuel Systems
Jettison System
The fuel jettison system moves fuel
overboard to decrease the landing
weight. The system only operates in
the air.
To operate the system, you set the
ARM switch to ARM and the nozzle
switches to ON. This opens the
isolation valves, puts on the jettison
pumps, and opens the jettison
nozzles.
10-8
The jettison pumps put main tank fuel
into the refuel/jettison manifold. The
override/jettison pumps put center
tank fuel into the fuel feed manifolds,
through the isolation valve, and into
the refuel/jettison manifold. The fuel
goes overboard through the jettison
nozzles.
Fuel quantity and jettison time show
on EICAS and the fuel synoptic. The
jettison system automatically goes
off at the maximum landing weight
(MLW). You can set the MLW up or
down with the FUEL TO REMAIN
switch.
Defuel System
The override/jettison and boost
pumps put fuel into the engine feed
manifold. You open the defuel valve
from the refuel panel. Fuel goes
through the defuel valve, the
refuel/jettison manifold, and the
refuel panel adapters into a ground
container.
FUEL TRANSFER
You use the boost pumps and the
defuel, crossfeed, and refuel valves
for a tank-to-tank transfer on the
ground.
June 2004
Power Plant - GE
Features
EGT PYROMETER (-90 SERIES)
•
Engine Specifications
ENGINE
An EGT pyrometer uses an infrared
sensor to measure turbine blade
metal temperature.
•
Engine Cowling
•
Engine Indication
DUAL ANNULAR COMBUSTOR
AND DUAL TIP SPRAY NOZZLES
•
Engine Control System
•
Engine Fuel System
•
Engine Air System
•
Engine Start and Ignition
•
Engine Oil System
DEBRIS MONITORING SYSTEM
•
Engine Exhaust System
An electronic chip detector monitors
the engine oil system for ferrous
contamination.
•
Maintenance Pages
The GE90 - 90 series is a high
bypass turbofan engine with a 123inch (3.12-meter) fan diameter. The
GE90 - 100 series is a growth version
of the - 90 series with a 128-inch
(3.25-meter) fan diameter.
POWERED DOOR OPENING
SYSTEM
The fan cowls and thrust reverser
assemblies have a powered door
opening system for easy operation.
June 2004
Each fuel nozzle assembly has two
spray nozzles on it for the dual
annular combustor. This combustor
design gives efficient combustion
with decreased emissions.
11B-1
Station Numbers
12
13
25
3
HPC
Fan
49
HPT
5
LPT
LPC
Engine Specifications
GE90
The GE90 engine is a high bypass
ratio, two-spool turbofan engine.
The low pressure shaft (N1) has
these components:
•
•
•
123-inch (3.12m) fan
Three-stage low pressure
compressor (LPC or booster)
Six-stage low pressure turbine
(LPT).
The high pressure shaft (N2) has
these components:
•
•
The GE90 engines have different
takeoff thrust ratings. Software pin
programming in the electronic
engine control (EEC) changes the
ratings.
Most of the engine line replaceable
units (LRUs) attach to the core of
the engine or the gearbox. You
open the thrust reverser assembly
to get access to these components.
Some LRUs attach to the fan case
and you open the fan cowls to get to
them.
Ten-stage high pressure
compressor (HPC)
Two-stage high pressure
turbine (HPT).
11B-2
June 2004
Power Plant - GE
Station Numbers
12
13
25
3
HPC
Fan
49
HPT
5
LPT
LPC
Engine Specifications
GE90-100 Series
The GE90-115/110 engine is a
growth version of the GE90-90 series
engine for the 777-300ER/200LR.
The low pressure shaft (N1) has
these components:
•
•
•
128-inch (3.25 m) fan
Four-stage low pressure
compressor (LPC or booster)
Six-stage low pressure turbine
(LPT).
The high pressure shaft (N2) has
these components:
•
•
Nine-stage high pressure
compressor (HPC)
Two-stage high pressure turbine
(HPT).
June 2004
The GE90-115 engines have a
different takeoff thrust rating for the
777-200LR. Software pin
programming in the electronic engine
control (EEC) changes the ratings.
Most of the engine line replaceable
units (LRUs) attach to the core of the
engine or the gearbox. You open the
thrust reverser assembly to get
access to these components. Some
LRUs attach to the fan case, and you
open the fan cowls to get to them.
Most engine systems have design or
parts commonality with the GE90-90
series engines.
11B-3
Hydraulic Pump
IDG/VSCF Air/Oil
Heat Exchanger
Oil Tank
IDG F/O
Heat Exchanger
Drain Mast
Backup
Generator
Drive Shaft
Control Alternator
Oil Pump
Engine Left Side and Forward Gearbox Components
EEC
VSV Actuator
ICC Ducts
Hydraulic Pump
Pyrometer
(- 90 series)
Starter Valve
Main F/O
Heat Exchanger
Drain Mast
Fuel Pump
IDG
Starter
HMU
Engine Right Side and Aft Gearbox Components
11B-4
June 2004
Power Plant - GE
PDOS Pump/Power Pack
Plug
Inlet Cowl
Thrust Reverser
Assembly
Fan Cowl
PDOS Switches
Thrust Reverser
PDOS Switches
Fan Cowl
Engine Cowling
Engine Cowling
Fixed and hinged cowls are the parts
of the engine nacelle. The cowls
permit smooth airflow through and
around the engine. They also give
protection to the engine components.
The fixed cowls include the inlet cowl
and exhaust plug. The fixed cowls
attach to engine flanges.
Hinged cowls include the fan cowl
and thrust reverser assembly. They
have hinges on the strut and latches
on the bottom. There is no core cowl
on this engine as was on earlier GE
engines.
June 2004
You open the hinged cowls to get
access to engine components. The
fan cowls and thrust reverser
assemblies open hydraulically with
the powered door opening system
(PDOS). The PDOS includes these
components:
•
•
•
•
Fan cowl opening actuators (2)
Thrust reverser assembly
opening actuators (2)
Strut-mounted pump/power pack
Control switches (one set per
side).
The PDOS is a self-contained
system. If there is no electrical
power, you can operate the PDOS
manually to open the hinged cowls.
11B-5
EDIU
EEC
EICAS &
Maintenance
Pages
AIMS
RCC
Vibration
AVM
SCU
Primary Display
System
ARINC 629
System Buses
N1
N2
Accelerometer
EGT
N1
N2
MAT
Accelerometer
Thermocouples
N1 Speed
Sensor
Pyrometer
(-90 series)
N2 Speed
Sensor
Engine Indication
Engine Indication System
The engine indication system
supplies engine performance data to
the AIMS and has these subsystems:
•
•
•
Tachometer (N1 & N2)
Exhaust gas temperature (EGT)
Airborne vibration monitoring
(AVM).
The EEC uses ARINC 429. An
engine data interface unit (EDIU)
changes ARINC 429 to ARINC 629.
The engine tachometer system
supplies N1 and N2 signals to:
•
•
•
•
EEC
AIMS
EDIU
AVM signal conditioning unit
(SCU).
The N1 speed sensor on the fan hub
frame measures fan shaft speed and
is the main thrust indication. The N2
11B-6
speed sensor is on the gearbox. The
EICAS display shows N1 and the
secondary engine display shows N2.
The EGT subsystem measures
temperatures at the low pressure
turbine (T49). The -90 series engines
use two measurement techniques. At
low temperatures, two thermocouple
probes supply temperature signals to
the EEC. During normal operation
above 600C, a pyrometer (infrared
sensor) measures the LPT first stage
turbine blade temperature and
supplies the signal to the EEC. The
EEC uses the signals and sends
them to the AIMS. EGT shows on the
EICAS display. On the -100 series
engines 8 thermocouple probes
measure T49. The EEC does an
average of the inputs for display.
amplification of the signals and
sends them to the AVM signal
conditioning unit (SCU). The SCU
uses the accelerometer signals and
N1 and N2 speed signals to calculate
vibration levels. The secondary
engine display shows the vibration
data. Engine vibration and phase
angle data is also stored for use by
the onboard engine balancing
function of the SCU.
The maintenance pages show many
engine parameters that go to the
AIMS from the EEC.
The AIMS central maintenance
function stores fault data that comes
from the EEC. You use a
maintenance access terminal (MAT)
to see the fault data.
The AVM system monitors engine
vibration. Two accelerometers on
each engine send vibration signals to
the remote charge converter (RCC)
in the strut. The RCC does an
June 2004
Power Plant - GE
Prog Plug
HMU
TLA Resolvers
T/R Isln Valve
Fuel Ctrl Switch
Ch A
Fire Switch
Start Valve
EEC Mode Sw
Start/Ignition Sel
Exciters
Autostart Switch
T/R Interlock Act
Maintenance Sw
Ch B
Engine Sensors
CCC Valve
Control Alt
AIMS
EDIU
LPT ACC Valve
OPAS
ARINC 629
System Buses
EEC
Engine Control System
Engine Control System
The full authority digital electronic
control (FADEC) system controls
these engine functions:
•
•
•
•
Thrust management
Engine systems control
Engine fault detection, storage,
and recall
Engine communication with other
airplane systems.
The heart of the system is the
electronic engine control (EEC).
The EEC is a two-channel digital
electronic control. Each channel
receives the necessary control
inputs. Each channel also divides
functionally so that if it is not able to
do a specified control function. It
uses that part of the other channel to
do it.
June 2004
Most engine control inputs come
from airplane sources. Engine
sensors supply engine status data to
the EEC.
The engine-driven control alternator
supplies power to the EEC. The flight
deck maintenance switch connects
airplane power to the EEC for
maintenance.
The EEC controls these engine
systems:
•
•
•
•
•
•
•
•
Fuel
Thrust reverser
Starting
Ignition
Fuel and oil cooling
Compressor airflow
Nacelle ventilation
Turbine cooling.
The EEC has two modes of
operation, normal and alternate. If
the normal mode does not operate,
the EEC automatically changes to
the alternate mode. You can also
select the alternate mode with the
EEC mode switches.
11B-7
EICAS
Displays
Thrust Levers
Fuel Control
Switch
EDIU
Airplane Fuel
Supply
ELMS
ARINC 629
System Buses
Off
EEC
Fire Switch
AIMS
Fuel Flow
Transmitter
Fuel
Pump
Fuel
Filter
HMU
Servo
F/O HX
Main
F/O HX
Servo
Functions
IDG
F/O HX
Fuel
Nozzles
(30)
Legend:
Main Fuel
Servo Fuel
Bypass Fuel
Engine Fuel System
Engine Fuel System
The engine fuel system does these
functions:
•
•
•
Supplies fuel to the engine for
combustion
Removes heat from the engine
and IDG oil
Supplies servo fuel to the
hydromechanical unit (HMU) and
engine system actuators and
valves.
The main gearbox turns a two-stage
fuel pump. The fuel pump supplies
high pressure fuel to the HMU. The
fuel filter is part of the fuel pump
housing.
11B-8
The main and servo fuel/oil heat
exchangers are in a single unit. They
add heat to the fuel to prevent icing.
The HMU supplies metered fuel to
the engine for combustion in relation
to thrust lever position and the
engine operation condition. Fuel not
used (bypass fuel) goes back to the
fuel pump.
The fuel flow transmitter sends a
signal to the EEC for indication on
the engine primary format. The fuel
filter differential pressure switch on
the fuel pump housing also supplies
an input to the EEC for indication.
Fuel flows from the fuel flow
transmitter to two fuel manifolds. The
fuel manifolds connect to 30 dual
spray fuel nozzles.
The EEC controls the HMU fuel
metering valve. The fuel control
switch and fire switch supply a direct
command to the fuel shutoff valve in
the HMU through the ELMS.
June 2004
Power Plant - GE
VSV
Actuators
t/m
Booster
Inlet
Anti-Ice
EEC
t/m
PS 3
Core
Compartment
Cooling
BAI
Valve
(-100 series)
7th Stage Air
LPT Active
Clearance
Control
CCC
Valve
LPT ACC
Valve
HPT Active
Clearance
Control
HPT ACC
Valve
t/m t/m
HMU
Fan
Air
VBV
Actuators
Engine Air System
Engine Air System
ENGINE COOLING
The engine air system controls
airflow through the compressors. It
also supplies cooling air to engine
systems and components. The EEC
controls the air system components.
The engine air cooling system
increases engine efficiency and
extends engine life. Engine air
removes heat from these parts of the
engine:
AIRFLOW CONTROL
•
•
Airflow control increases compressor
stability during start, transient, and
reverse thrust operations. The
airflow control components include:
•
•
Variable stator vanes (VSV)
Variable bypass valves (VBV).
The stator vanes and bypass valves
operate with servo fuel by torque
motors in the HMU. The EEC
controls the torque motors.
Feedback comes from the actuators.
June 2004
BOOSTER INLET ANTI-ICE (-100
SERIES ENGINES)
The booster anti-ice (BAI) system
gives warm seventh stage air to the
booster inlet flow divider. The BAI
valve operates with servo fuel
pressure.
Engine core compartment
Turbine cases.
The core compartment cooling
(CCC) system supplies fan air to
remove heat from the engine core
area. The CCC valve operates with
HPC discharge pressure (PS 3).
The HPT and LPT active clearance
control (ACC) systems supply fan air
to remove heat from the HPT and
LPT cases. The HPT ACC air valve
operates with servo fuel pressure.
The LPT ACC valve operates with
PS 3.
11B-9
OPAS
EDIU
Ground Air Connections
AIMS
Autostart
Switch
Airplane Power
Start/Ignition Switch
Fuel Control Switch
ELMS
ARINC 629
System Buses
EEC
Isolation Valves
Precooler
APU
Air Valve
PRSOV
Starter Control
Valve
ENGINE
L
R
EEC MODE
NORM
NORM
ALTN
ALTN
L
START
START/IGNITION
NORM
START
CON
R
Ignition
Exciters (2)
APU
NORM
CON
AUTOSTART
ON
OFF
Engine Control Panel (P5)
Igniters (2)
Starter
Engine Start and Ignition
Engine Start and Ignition Systems
START
The engine start system supplies the
initial engine movement (N2) to
permit fuel combustion. These are
the components in the system:
•
•
•
Starter control valve and solenoid
Starter
Flight deck controls.
Pneumatic sources for engine starts
include:
•
•
•
APU
Ground air
Engine crossbleed.
The isolation valves operate
automatically to permit different
pneumatic configurations.
11B-10
The flight deck controls permit
automatic or manual starts. During
an autostart, the autostart switch is
ON, and the fuel control switch is in
the RUN position at the start of the
start. The EEC controls fuel and
ignition. The EEC also monitors the
start sequence and makes
corrections for fault conditions.
During a manual start, the autostart
switch is OFF, and the fuel control
switch is put to the RUN position at
maximum motor. The EEC controls
fuel and ignition, but the pilot must
monitor the start sequence and make
corrections for fault conditions.
IGNITION
Each engine has two ignition
systems that operate independently.
They supply the spark to start or
keep combustion in operation. These
are the main components in the
system:
•
•
•
Ignition exciters
Igniters
Flight deck controls.
The flight deck controls permit
continuous or automatic selection of
ignition. The EEC controls ignition.
The EEC controls the starter
operation with the starter control
valve.
June 2004
Power Plant - GE
BU Generator O/O
Heat Exchanger
Oil Temperature
Sensor
AIMS
DMS
SCM
EEC
ARINC 629
System Buses
Oil Quantity
Sensor
DMS
72
OIL
PRESS
73
60
OIL
TEMP
61
23
OIL QTY
Oil Pressure
Sensor
Magnetic
Chip Detectors
Oil Tank
Lube & Scavenge
Pump
Boost Supply
23
Accessory
Gearbox
Secondary Engine Display
Oil Filter
Legend:
Supply Oil
Pressure Oil
Scavenge Oil
Main F/O
Heat Exchanger
Engine Oil System
Engine Oil System
The engine oil system supplies oil to
lubricate, remove heat, and clean
engine bearings and gearboxes. The
system also adds heat to engine fuel
to prevent ice formation in the fuel.
The oil system has no regulation, so
oil pressure changes with engine
speed. The oil system has these subsystems:
•
•
•
Pressure
Scavenge
Indication.
PRESSURE
The pressure sub-system supplies
oil to engine bearings and
gearboxes. Oil flows from the oil tank
to the pressure stage of the lube and
scavenge pump. Pressurized oil then
goes through a filter. The filter does a
bypass of the oil if it has a blockage.
June 2004
Oil then flows through the main
fuel/oil heat exchanger. The oil adds
heat to the fuel as it decreases
temperature. A small amount of
boost supply oil goes back to the lube
and scavenge pump before it goes to
two of the engine main bearings. Oil
flows through the backup generator
oil/oil heat exchanger before it goes
to the bearings and gearboxes.
INDICATION
The indication sub-system supplies
oil system data through the EEC to
the AIMS. The secondary engine
display shows oil pressure,
temperature, and quantity. The
EICAS display and status display
show fault messages. Oil data also
shows on the maintenance pages.
SCAVENGE
The scavenge sub-system removes
oil and contaminants from the
bearing compartments and
gearboxes. The lube and scavenge
pump assembly has five scavenge
pumps. Each pump removes oil from
its bearing compartment or gearbox
and sends it to the oil tank. A debris
monitoring sensor (DMS) is on the oil
tank. It collects metal particles in the
return oil and counts their landing on
the probe.
11B-11
Cascade
Segments
Drag Links
SLV
DCV
IV
ELMS
Interlock Actuator
Directional
Control
Isolation
Valve
Valve
ELMS
TLA
Blocker Doors
T/R Sleeve
Sync Lock
Valve
Thrust Lever
Assembly
Hydraulic Supply
T/R Test
Enable Switch
RVDT
EEC
EDIU
AIMS
Proximity
Sensor
System
Non-Locking
Actuator
EICAS
Sync Shaft
Locking
Actuators
ARINC 629
Systems Buses
Sync Lock
Engine Exhaust System
Engine Exhaust System
•
•
The engine exhaust system
controls the direction of exhaust
gases to supply forward and
reverse thrust.
•
The thrust reverser (T/R) system
supplies reverse thrust to decrease
the speed of the airplane on the
ground. Fan exhaust turns forward
during reverse thrust.
•
•
•
The T/R system is electrically
controlled and hydraulically
operated. You can operate it
manually for maintenance.
Hydraulic actuators
Synchronizing (sync) shaft and
lock
Proximity sensors.
These other T/R components are in
the strut:
Isolation valve (IV)
Directional control valve (DCV)
Sync lock valve (SLV).
System components include
reverse thrust levers in the flight
deck and interlock actuators below
the control stand.
OPERATION
COMPONENTS
There are two T/R halves on each
engine. Each half includes:
•
•
•
•
T/R sleeve
Blocker doors
Drag links
Cascade segments
11B-12
When you lift the reverse thrust
lever, these three things occur to
extend the translating cowl:
•
•
•
SLV releases the sync lock
DCV moves to the deploy
position
EEC energizes the IV.
The EEC controls the operation of
the T/R. The IV supplies hydraulic
pressure to the T/R system. The
hydraulic actuators extend the T/R.
When the reverser extends, the
EEC energizes the interlock
actuators. This permits more
movement of the reverse thrust
levers to increase reverse power.
When you put the reverse thrust
lever to the down position, the T/R
retracts. The locking actuators and
sync shaft lock to keep the reverser
in the stowed position.
RVDTs and proximity sensors
monitor the T/R system for fault
conditions. The RVDTs also supply
signals for T/R control and flight
deck indications.
A maintenance switch on the fan
case permits a bypass of the EEC
engine run logic to let the T/R
deploy during maintenance.
June 2004
Power Plant - GE
EPCS PG 1/2
LEFT ENGINE
A
B
RIGHT ENGINE
A
TACH
97.2
103.7
97.2 97.2
103.7 103.7
72.0 72.0
0.0
0.0
0.0
0.0
4.7
4.7
276
276
-17
-17
39
39
528
528
0
0
81
81
0
0
B
TACH
STB
97.2 97.2
103.7 103.7
72.0 72.0
0.0
0.0
0.0
0.0
4.7
4.7
276
276
-17
-17
39
39
528
528
0
0
81
81
0
0
DATE02
SEP 94
N1
N2
TRA
T/R L
T/R R
PAMB
PS3
T12
T25
T3
VBV
VSV
97.2
103.7
UTC18:54:04
EPCS PG 2/2
RIGHT ENGINE
LEFT ENGINE
A
B
52
52
0
0
100
100
30
30
OPEN OPEN
CLOSED CLOSED
60
60
73
73
4
4
3
3
0000
0000
0000
0000
0000
0000
0000
0000
A
FMV
BSV
MSV
HPT ACC
LPT ACC
CCC
OIL T
OIL P
OIL FLT
FUEL FLT
STATUS 1
STATUS 2
STATUS 3
STATUS 4
DATE02
B
52
52
0
0
100
100
30
30
OPEN OPEN
CLOSED CLOSED
61
61
72
72
4
4
3
3
0000
0000
0000
0000
SEP 94
0000
0000
0000
0000
UTC18:54:04
Maintenance Pages
June 2004
11B-13
Power Plant - RR
Features
CONTROL
•
Engine Specifications
ENGINE
The Trent engine uses a dual
channel, full authority digital
electronic control (FADEC) system.
The main component of the FADEC
system is the electronic engine
controller (EEC). The EEC controls:
•
Engine Cowling
•
Engine Indication
•
Engine Control System
•
Engine Fuel System
•
•
•
Engine systems
Starts and autostarts
Thrust reverser operation.
•
Engine Air System
•
Engine Start and Ignition
The EEC also supplies fault
monitoring data to the central
maintenance computing system
(CMCS).
•
Engine Oil System
•
Engine Exhaust System
•
Maintenance Pages
The Rolls-Royce Trent 800 engine is
a growth version of the RB211
engines. It has advanced wide-chord
fan blades.
POWERED DOOR OPENING
SYSTEM (PDOS)
The two thrust reverser assemblies
and fan cowls have a powered door
opening system.
INDICATION
Most engine parameters go to the
AIMS from the electronic engine
controller (EEC). EICAS pages show
engine parameters and dispatch
data. Four primary display system
maintenance pages show engine
maintenance data.
June 2004
11C-1
160
Station Number 20
30
44
50
LPT
HPC
IPT
HPT
FAN
IPC
Engine Specifications
RB211 Trent 800
The Rolls-Royce RB211 Trent 800
engine is a high bypass ratio, threespool turbofan engine. The low
pressure shaft (N1) has these
components:
•
•
110 inch (2.8 m) fan
Five-stage low pressure turbine
(LPT).
The intermediate pressure shaft
(N2) has these components:
•
•
Eight-stage intermediate
pressure compressor (IPC)
Single stage intermediate
pressure turbine (IPT).
11C-2
The high pressure shaft (N3) turns
the external gearbox and has these
components:
•
•
Six-stage high pressure
compressor (HPC)
Single stage high pressure
turbine (HPT).
The Trent 800 engines have
different takeoff thrust ratings. An
external data entry plug selects
different software in the EEC to set
the ratings.
Most of the engine line replaceable
units (LRUs) are on the fan case of
the engine or the gearbox. You
open the fan cowl to get access to
these components. Some LRUs are
on the core of the engine and you
open the thrust reverser assembly
to get to them.
June 2004
Power Plant - RR
Electronic Engine
Controller (EEC)
Electrical
Power Controller
Unit (PCU)
Overspeed Protection
Unit (OPU)
Precooler
Data Entry
Plug
Ignition Units
EGT Probe
Starter
Control
Valve
HP Bleed Valve
P50 Manifold
Tube
IDG Air/Oil Heat Exchanger
Starter
IDG
Engine Left Side
Fuel Cooled
Oil Cooler
HP Bleed Valve (2)
LP Fuel
Filter
Oil Tank
Scavenge Oil
Filter
Igniter Plug (2)
Engine Air/Oil Heat Exchanger
BU Generator
Drain Mast
Engine Right Side
June 2004
11C-3
PDOS Pump/Power Pack
Inlet Cowl
Turbine Exhaust
Plug
Turbine Exhaust
Nozzle
Fan Cowl
PDOS Switches
Fan Cowl
Thrust Reverser
Assembly
Thrust Reverser
PDOS Switches
Engine Cowling
Engine Cowling
Fixed and hinged cowls make up
the engine nacelle. The cowls
permit smooth airflow through and
around the engine. They also
protect the components installed on
the engine.
These are the fixed cowls:
•
•
•
Inlet cowl
Turbine exhaust nozzle
Turbine exhaust plug.
The fixed cowls attach to engine
flanges.
Hinged cowls include the fan cowl
and thrust reverser assembly. They
hinge to the fan cowl support beam
and the strut. The cowl latches are
on the bottom. There is no core
cowl on the engine.
11C-4
You open hinged cowls to get
access to engine components. The
fan cowls and thrust reverser
assemblies open hydraulically with
the powered door opening system
(PDOS).
The PDOS has these components:
•
•
•
•
Fan cowl actuators (2)
Thrust reverser assembly
actuators (2)
Strut-mounted pump/power
pack
Control switches (one set per
side).
The PDOS is a self-contained
system. You can override it and
open the hinged cowls
mechanically.
June 2004
Power Plant - RR
ARINC 629
System Buses
EEC
EDIU
EICAS &
Maintenance
Pages
AIMS
N2
AVM
SCU
N3
OPU
Primary Display
System
N1
PCU
RCC
Vibration
N3
EPR
P20/T20
MAT
Accelerometer (3)
P50
EPR
EGT
OPR Probe
N1
N2
T44
N1 Probe (3)
N2 Probe (3)
N3 and Power
Dedicated
Alternator
Engine Indication
Engine Indication System
SHAFT SPEED
AVM
The engine indication system
supplies engine performance data to
the AIMS. The system has these
subsystems:
The engine shaft speed system
supplies N1, N2, and N3 speed
signals to the EEC, AIMS, the EDIU,
and the AVM signal conditioning unit
(SCU). Speed probes supply the N1
and N2 signals through the
overspeed protection unit (OPU).
The dedicated alternator gives the
N3 signal through the electrical
power controller unit (PCU). The
EICAS display shows N1 and the
secondary engine display shows N2
and N3.
The AVM system monitors engine
vibration. Three accelerometers on
each engine supply vibration signals
to the remote charge converter
(RCC) in the strut. The RCC
amplifies the signals and sends them
to the AVM SCU. The SCU uses the
signals and rotor speed signals to
calculate vibration levels.The
secondary engine display shows the
vibration.
A once-per-rev (OPR) speed probe
supplies a signal for fan balancing.
EGT
MAINTENANCE
The EGT subsystem measures
intermediate pressure turbine
exhaust temperature (T44). Eleven
temperature probes supply a signal
to the EEC. The EEC processes the
signal and sends it to the AIMS. The
EICAS display shows the EGT.
The maintenance pages show many
engine parameters. You use a CDU
to see the maintenance pages. The
CMCS stores fault data that comes
from the EEC. You use a
maintenance access terminal (MAT)
to get the fault data.
•
•
•
•
Engine pressure ratio (EPR)
Shaft speed (N1, N2, and N3)
Exhaust gas temperature (EGT)
Airborne vibration monitoring
(AVM).
The EEC uses ARINC 429. To
communicate with the airplane
ARINC 629, an engine data interface
unit (EDIU) changes ARINC 429 to
ARINC 629.
EPR
EPR is the main thrust indication.
It is the ratio of low pressure turbine
exhaust pressure (P50) over fan
inlet pressure (P20). The EEC
calculates EPR. EPR shows on
the EICAS display.
June 2004
11C-5
Data Entry Plug
FMU
TLA Resolvers
T/R Isln Valve
Fuel Ctrl Switch
T/R Interlock Act
Fire Switch
Ch A
PCU
Ignition Units
Start Selector
Eng AOHE Valve
Probe Heat
Autostart Switch
VIGV/VSV
Maintenance Sw
HP/IP Bleed Vlvs
EEC Mode Sw
Engine Sensors
IP/LP TIC
Ded Alternator
N1,N2
PCU
Ch B
Start Valve
A
B
OPU
AIMS
EDIU
EEC
OPAS
Engine Control System
Engine Control System
The full authority digital electronic
control (FADEC) system controls
these engine functions:
•
•
•
•
Thrust management
Engine systems control
Engine fault detection, storage,
and recall
Engine communication with
other airplane systems.
The heart of the system is the
electronic engine controller (EEC).
The EEC is a two-channel digital
electronic control. Each channel
receives the necessary control
inputs and can control the engine.
The EEC controls these engine
systems:
•
•
•
•
•
•
•
•
Fuel
Thrust reverser
Starting
Ignition
Probe heat
Oil cooling
Compressor airflow
Turbine impingement cooling.
The EEC has two modes of
operation, normal and alternate. If
the normal mode does not operate,
the EEC automatically changes to
the alternate mode. You can also
select the alternate mode with the
EEC mode switches.
The engine-driven dedicated
alternator supplies power to the
power controller unit (PCU) and the
overspeed protection unit (OPU).
The PCU supplies power to the
EEC, ignition units, and probe heat.
The OPU receives N1 and N2
signals to independently give
overspeed protection to the engine.
The flight deck maintenance switch
connects airplane power to the
EEC for maintenance.
Most engine control inputs come
from airplane sources. Engine
sensors supply engine status data
to the EEC.
11C-6
June 2004
Power Plant - RR
EICAS
Displays
Thrust Levers
EDIU
Airplane Fuel
Supply
Fuel Control
Switch
Off
ELMS
EEC
AIMS
ARINC 629
System Buses
Fire Switch
Main Fuel
Fuel
Manifolds
Bypass Fuel
HP Fuel
Filter
Fuel Pump
FMU
Servo Fuel
Fuel Flow
Transmitter
Fuel Spray
Nozzles
Fuel Cooled
Oil Cooler
Drains Tank
Legend:
LP Fuel
Filter
Main Fuel
Servo Fuel
Ejector Pump
Engine Fuel System
Engine Fuel System
The engine fuel system supplies fuel
to the engine for combustion and
cools the engine oil. It also supplies
servo fuel to engine system control
actuators.
The airplane fuel system supplies
fuel to the engine fuel pump. The
external gearbox turns the two-stage
fuel pump. Low pressure fuel flows
from the fuel pump, through the fuel
cooled oil cooler and LP fuel filter,
and back to the fuel pump.The pump
then supplies high pressure fuel to
the fuel metering unit (FMU) and
servo fuel to the engine system
control actuators.
June 2004
The FMU supplies metered fuel to
the engine for combustion based
upon thrust lever position and the
engine’s operating condition. Fuel
not used for combustion (bypass
fuel) goes back to the fuel pump.
The EEC controls the FMU and
supplies fuel on/off commands. The
fuel control switch and fire switch can
supply a direct fuel off command to
the FMU through the ELMS.
Metered fuel flows from the FMU to
the fuel flow transmitter. The fuel flow
transmitter sends a signal to the EEC
for flight deck indication.
Fuel flows from the fuel flow
transmitter through the high pressure
fuel filter to the fuel spray nozzles.
11C-7
Air Flow Control
Servo
Fuel
VIGV/VSV
Actuators (2)
IP 8 Bleed
Valves (3)
HP 3 Bleed
Valves (3)
VSV Actuator
Control Valve
IP Bleed
Valve
Solenoid
HP Bleed
Valve
Solenoid
Fuel
Pump
Servo Air
(HP3)
Cooling Air
(IP8)
TIC Solenoid
Valve
EEC
Fan Air
TIC
Valve
TIC
Internal Gearbox
Bearing
Compartment
Engine Air System
Engine Air System
The engine air system controls air
flow through the compressors. It also
supplies cooling air to engine
systems and components. The EEC
controls the air system components.
AIR FLOW CONTROL
Air flow control increases
compressor stability during start,
transient, and reverse thrust
operations. The EEC controls these
air flow control components:
•
•
•
•
Variable stator vanes (VSV)
Variable inlet guide vanes (VIGV)
IP 8 bleed valves
HP 3 bleed valves.
The EEC controls the pneumaticallyoperated bleed valves with solenoids
to ensure engine operating stability.
IP compressor air (IP8) cools the
internal gearbox bearing
compartment.
ENGINE COOLING
The engine air cooling system
increases engine efficiency and
extends engine life. Engine air cools
the turbine cases and the internal
gearbox bearing compartment.
The turbine impingement cooling
(TIC) valve supplies fan air to cool
the IPT and LPT cases. The TIC
solenoid valve pneumatically opens
the TIC valve. The EEC controls the
TIC valve.
The VSVs mechanically lock to the
VIGVs under normal conditions.
When the VSV actuator control valve
moves the VSVs with the VSV
actuators, it also moves the VIGVs.
11C-8
June 2004
Power Plant - RR
AIMS
EDIU
Autostart Switch
Start Selector
Ground Air Connections
Fuel Control Switch
Airplane Power
ARINC 629
System Buses
ELMS
Isolation Valves
EEC
PCU
Starter
Control
Valve
APU
Air Valve
Precooler
PRSOV
L
START
ENGINE
CONTROL
R
NORM
NORM
ALTN
ALTN
L
NORM
START
START
Ignition
Units
R
NORM
AUTOSTART
APU
ON
OFF
Engine Control Panel (P5)
Igniter Plugs (2)
Starter
Engine Start and Ignition
Engine Start and Ignition Systems
START
The engine start system supplies the
initial engine movement (N3) to
permit fuel combustion. The system
has these components:
•
•
•
Starter control valve
Starter
Flight deck controls.
Pneumatic sources for engine starts
include these:
•
•
•
APU
Ground air
Engine crossbleed.
The isolation valves operate
automatically to permit different
pneumatic configurations.
June 2004
The flight deck controls permit
automatic or manual starts. During
an autostart, the autostart switch is
ON, and the fuel control switch is in
the RUN position at the start of the
start. The EEC controls fuel and
ignition. The EEC also monitors the
start sequence and makes
corrections for fault conditions.
During a manual start, the autostart
switch is OFF, and the fuel control
switch is put to the RUN position at
maximum motor. The EEC controls
fuel and ignition, but the pilot must
monitor the start sequence and make
corrections for fault conditions.
IGNITION
Each engine has two ignition
systems that operate independently.
They supply the spark to start or
keep combustion in operation. The
main components in the system are
the ignition units and igniter plugs.
The EEC completely controls
ignition. There is no continuous
ignition selection in the flight deck.
Relays in the power controller unit
(PCU) connect power to one or the
two exciters.
The EEC controls the starter
operation with the starter control
valve.
11C-9
Master Chip Detector
Fuel Cooled
Oil cooler
Oil Tank
Oil Quantity
Transmitter
Servo Fuel
Fan Air
Oil Temperature
Thermocouples
Air/Oil Heat
Exchanger
Scavenge
Oil Filter
EEC
Oil Pressure
Transmitters
Oil Pump
90
260
15
OIL
PRESS
OIL
TEMP
OIL QTY
90
External
Gearbox
Pressure Oil
Filter
260
15
Legend:
Supply Oil
Pressure Oil
Scavenge Oil
Breather
Magnetic
Chip Detectors
(Provisions)
Secondary Engine Display
Engine Oil System
Engine Oil System
The engine oil system supplies oil to
lubricate, cool, and clean engine
bearings and gearboxes. The system
also heats engine fuel to prevent ice
formation in the fuel. The oil system
is unregulated so that oil pressure
changes with engine speed. The oil
system has these subsystems:
•
•
•
•
Pressure
Scavenge
Breather
Indication.
PRESSURE
The pressure subsystem supplies oil
to the engine bearings and
gearboxes. Oil flows from the oil tank
to the pressure stage of the oil pump.
Pressurized oil then goes through a
filter. Next, oil flows through the
engine air/oil heat exchanger and
the fuel cooled oil cooler.
11C-10
The fuel cooled oil cooler is the
primary source of cooling for engine
oil. When additional cooling is
necessary, the EEC sends a signal to
open the air/oil heat exchanger
valve. This lets fan air cool the oil.
The valve is a modulating valve.
SCAVENGE
The scavenge subsystem removes
oil and contaminants from the
bearing compartments and
gearboxes. The oil pump has a row
of scavenge pumps. Each pump
removes oil from its related bearing
compartment or gearbox and sends
it to the oil tank through the scavenge
filter. Magnetic chip detectors
remove ferrous particles from the
scavenge oil.
BREATHER
The breather subsystem vents
bearing seal pressurization air from
the bearing compartments and oil
tank. The engine breather in the
external gearbox separates air from
the oil. The air vents overboard while
oil remains in the system.
INDICATION
The indication subsystem supplies
oil pressure and temperature data
through the EEC to the AIMS. The oil
quantity transmitter has a direct
analog connection to the AIMS. The
secondary engine display shows oil
pressure, temperature, and quantity.
The EICAS display and the status
display show fault messages. Oil
data also shows on the maintenance
pages.
June 2004
Power Plant - RR
Cascade Vanes
Drag Links
ELMS
SLV
DCV
IV
Interlock Actuator
Directional
Control
Valve
ELMS
TLA
Isolation
Valve
Blocker Doors
Sync Lock
Valve
S
Thrust Lever
Assembly
T/R Sleeve
S S
Hydraulic Supply
T/R Test Enable
Switch
RVDT
EEC
EDIU
AIMS
Proximity
Sensor
System
Non-Locking
Actuator
Sync Shaft
Locking
Actuators
EICAS
ARINC 629
System Buses
Sync Lock
Engine Exhaust System
Engine Exhaust System
•
The engine exhaust system controls
the direction of exhaust gases to
supply forward and reverse thrust.
•
The thrust reverser (T/R) system
supplies reverse thrust to decrease
the speed of the airplane on the
ground. Fan exhaust turns forward
during reverse thrust.
The T/R system is electrically
controlled and hydraulically
operated. You can operate it
manually for maintenance.
Synchronizing (sync) shaft and
lock
Proximity sensors.
These T/R system components are
in the strut:
•
•
•
Isolation valve (IV)
Directional control valve (DCV)
Sync lock valve (SLV).
System components in the flight
deck include reverse thrust levers
and interlock actuators below the
control stand.
OPERATION
COMPONENTS
There are two T/R halves on each
engine. Each half includes:
•
•
•
•
•
T/R sleeve
Blocker doors
Drag links
Cascade segments
Hydraulic actuators
June 2004
When you lift the reverse thrust lever,
these three things occur:
•
•
•
SLV releases the synch shaft lock
DCV moves to the deploy
position
EEC commands reverse thrust.
The EEC controls the operation of
the T/R. The IV supplies hydraulic
pressure to the T/R system. The
hydraulic actuators extend the T/R.
When the reverser extends, the EEC
energizes the interlock actuator. This
permits more movement of the
reverse thrust lever to increase
reverse power.
When you put the reverse thrust
lever in the down position, the T/R
retracts. The locking actuators and
synch shaft lock to keep the reverser
in the stowed position.
A maintenance switch on the fan
case permits a bypass of the EEC
engine run logic to let the T/R deploy
during maintenance.
RVDTs and proximity sensors
monitor the T/R system for fault
conditions. The RVDTs also supply
signals for T/R control and flight deck
indications.
11C-11
SHOW
PG MENU
EPCS
LEFT ENGINE
A
B
19.5
46.3
60.3
33.9
0.0
0.0
14.7
52
14.7
10
37.1
11
101
59
32.7
19.5
46.3
60.3
33.9
0.0
0.0
14.7
52
14.7
10
36.9
11
101
61
32.7
RIGHT ENGINE
A
TACH
19.5
0.0
60.3
N1
N2
N3
TRA
T/R L
T/R R
PAMB
P30
P20
T 20
VSV
T24
OIL T
OIL P
FMV
ENG OIL TEMP L
SHOW
PG MENU
PG 1/2
DATE
EPCS
LEFT ENGINE
A
B
347
15
15
347
15
15
3060
0E00
0008
4200
00A0
0010
0020
BA28
3040
0E00
0008
4200
00A0
0010
0020
BA28
ENG OIL TEMP L
B
19.4
46.1
60.4
34.0
0.0
0.0
14.7
52
14.7
12
37.0
12
101
62
32.2
TACH
19.4
46.1
60.4
34.0
0.0
0.0
14.7
52
14.7
12
36.2
12
100
61
32.2
16 SEP 980
19.4
0.0
60.4
UTC
18:54:04
PG 2/2
RIGHT ENGINE
A
B
344
15
15
344
15
15
3060
0E00
0008
4400
00A0
0010
0020
BA28
3040
0E00
0008
4400
00A0
0010
0020
BA28
EGT
EEC TEMP
P50
STATUS 1
STATUS 2
STATUS 3
STATUS 4
STATUS 5
STATUS 6
STATUS 7
STATUS 8
DATE
16 SEP 98
UTC
18:54:04
Maintenance Pages
11C-12
June 2004
Auxiliary Power Unit
Features
DUAL OPERATING MODES
•
Auxiliary Power System
OPERATES ON THE GROUND OR
IN FLIGHT
•
Control and Indication
•
Fuel System
The auxiliary power unit (APU) is an
electrical and pneumatic power
source for aircraft systems on the
ground or in flight.
The APU may operate in either the
attended or unattended mode. In the
attended mode, only safety related
faults cause automatic protective
shutdowns. In the unattended mode,
all faults that may damage the APU
cause protective shutdowns.
•
Pneumatic System
•
Ignition and Starting System
PNEUMATIC POWER SOURCE
OPERABLE DURING REFUELING
•
Lubrication System
The APU load compressor supplies
pneumatic power up to an altitude of
22,000 feet (6700 m).
The APU operates normally during
refueling operations.
CLUSTER COMPONENT DESIGN
ELECTRICAL POWER SOURCE
A 120 kVA APU generator supplies
electrical power up to the service
ceiling of the airplane.
DUAL STARTING SYSTEM
The APU has an electric and an air
turbine starter. The air turbine starter
starts the APU when there is
pressure in the pneumatic system.
EDUCTOR COOLING SYSTEM
The APU eductor air/oil cooling
system replaces the more usual
mechanical fan.
For easier line maintenance, these
subsystem components are in
functional clusters:
•
•
•
•
Fuel
Lubrication
Ignition
Pneumatic.
The clusters are line replaceable
units.
OPERATIONAL HISTORY
RECORDING
A data memory module records
APU operation data.
AUTOSTART
OPTIONAL EXHAUST MUFFLER
The APU automatically starts if the
airplane is in the air and both the left
and right transfer buses lose power.
An optional exhaust muffler in the
exhaust duct decreases exhaust
noise.
FULL AUTHORITY DIGITAL
ELECTRONIC CONTROL
The APU control system uses
microprocessor electronics to supply
automatic, full-authority digital
electronic control for all APU
operating conditions.
June 2004
12-1
Air Inlet
Exhaust
APUC
APU Access
Doors
Auxiliary Power System
Auxiliary Power System
The auxiliary power system
supplies electrical and pneumatic
power to the airplane. This permits
independent ground operation. The
auxiliary power system is also
available for use in flight.
The auxiliary power unit (APU) is an
AlliedSignal Engines 331-500. The
APU is in the tail cone of the
aircraft.
The APU can start at all altitudes up
to the service ceiling of the airplane
(43,100 feet / 13,100m). Electrical
power is available up to the service
ceiling and pneumatic power is
available up to 22,000 feet
(6700m).
A data memory module (DMM)
attaches to the left side of the APU
inlet plenum. The DMM makes a
record of this APU operation data:
To make maintenance easier,
some subsystem components are
in removable clusters.
•
•
•
•
•
Number of starts
Type of start (electric or
pneumatic)
Operating hours
Time in the different operating
modes
Average generator load.
The APU controller (APUC)
controls and monitors the APU
starting sequence, normal
operation, and shutdown. The
APUC does protective shutdowns,
if necessary, to prevent damage to
the APU.
12-2
June 2004
Auxiliary Power Unit
Air Turbine Starter
Control Valve
Air Inlet Plenum
Bleed Air
Check Valve
Air Turbine
Starter
Oil Cooler
Fuel Manifolds
APU Generator
Data Memory Module
Electric Starter
Fuel Cluster
Lube Cluster
APU Components - Left Side
Exhaust Eductor
Air Turbine Starter
Electric Starter Motor
Fuel Cluster
Surge Control Valve
Bleed Air Check Valve
APU
Generator
Oil Filler Port
APU Components - Right Side
June 2004
12-3
ELECTRICAL
ON
APU BTL
DISCH a
APU
ON
BATTERY
OFF
APU FIRE
WARNING
HORN
START
w
OFF a
DISCH
APU GEN
ON
w
OFF
a
FAULT
a
r
APU FIRE
FIRE BOTTLE
ARMED
APU Selector (P5)
APU Fire Switch (P5)
BOTTLE
DISCHARGE
APU Fire Shutdown Switch
APU FIRE
SHUTDOWN
APU BOTTLE
DISCHARGE
Starting and Ignition
Fuel Control
APU MAINT
Surge Control
FLIGHT DECK
CALL
FLIGHT
INPH
NLG DOORS
CLOSE
OFF
IGV Control
APU
POWER
NORM
Data Storage
ARM
OFF
Protective Shutdown
Normal Shutdown
COCKPIT
VOICE
SERVICE
INPH
EMER EXIT
LT TEST
WHEELWELL
LIGHTS
BITE
TEST
ON
APU Indications
NORM
OFF
APUC
TEST
APU Maintenance
Switch (P61)
P40 Service and APU Shutdown Panel
APU Control and Indication
Control and Indication
CONTROL
The APUC controls these APU
functions:
•
•
•
•
•
•
•
•
•
Starting and ignition
Fuel control
Surge control
Inlet guide vane (IGV) control
Data storage
Protective shutdowns
Normal shutdowns
Bite/Fault reporting
APU indications.
The APU selector is on the
electrical panel on the P5 overhead
panel. You use this selector for
normal APU start and shutdown.
The APU fire switch on the P5
overhead panel or the APU fire
shutdown switch on the P40 service
and APU shutdown panel are for
emergency shutdown.
The APU maintenance switch on
the P61 overhead maintenance
panel lets you supply power to the
APUC when the APU selector is
OFF.
A fault light below the APU selector
comes on when the APU does a
protective shutdown. The fault light
also flashes during APU start and
shutdown to show the APUC selftest BITE.
INDICATION
The EICAS display shows an APU
RUNNING memo message when
the APU is on.
The status display normally shows
this APU data:
•
•
•
12-4
The APU maintenance page shows
the output of the APU sensors and
other APU data.
Exhaust gas temperature
Speed
Lubrication system status.
June 2004
Auxiliary Power Unit
HYDRAULIC
L
C
R
QTY
0.91
0.98
0.90
PRESS
3000
3050
3010
APU
RPM
OIL PRESS
100.6
70 PSI
EGT
OIL TEMP
520
C
98 C
OIL QTY
7.9
OXYGEN
CREW PRESS
1850
Status Display
Primary Display System Indications
APU
DUCTPRESS
ONSPEED
SPEED SENSOR 1
100.6
SPEED SENSOR 2
100.8
EGT CORRECTED
388
EGT THERMOCOUPLE 1
387
EGT THERMOCOUPLE 2
388
OIL PRESS
70
OIL TEMP
98
OIL QTY
7.90
INLET STATIC PRESS
14.5
LOAD COMP TOTAL PRESS
30.3
LOAD COMP DIFF PRESS
15.3
COMP INLET TEMP
105
OIL SUMP TEMP
49
SURGE CONTROL VLV POSN 63.7
IGV ACTUATOR POS
60.0
FMU FUEL TEMP
80
FUEL CLUSTER FMV POS
100.0
INLET DOOR CMD
OPEN
INLET DOOR POS
OPEN
240
240
28.0
DIS 120
0
0
0.00
PNEU MODE
BLD CORRECTED FLOW
APUC MODE
BLD CORRECTED FLOW SET
APU BAT DC-V
APU BAT DC-A
APU GEN AC-V
APU GEN FREQ
APU GEN LOAD
APU FUEL FEED
COMMAND STATUS
S/O VLV
DC PUMP
AC PUMP
OPEN CLOSED
ON
PRESS
OFF
STATUS CODE
STATUS 1
STATUS 2
STATUS 3
0000
0000
0000
APU OPER HOURS
APU STARTS
DATE
23 JUN 97
00 -0
000 0000
250517
29891
UTC18:51:04
APU Maintenance Page
Primary Display System Indications
June 2004
12-5
APU
Fuel Feed
APUC
Fuel Cluster
Fuel Manifolds
APU Fuel System
Fuel System
The APU fuel system gets fuel from
the left main tank and supplies it to
the APU for combustion. These are
the main components of the fuel
system:
•
•
Fuel cluster
Fuel manifolds.
To make maintenance easier,
many of the fuel system
components are in a cluster. The
fuel cluster has these components:
•
•
•
•
•
•
•
•
Boost and pressure pumps
Fuel filter
Pressure regulator
Pressure relief valve
Fuel metering section
Flow divider
Fuel shutoff valve
Fuel temperature sensor.
12-6
The APUC sends fuel control
signals to the fuel cluster for normal
operation. The APUC also controls
fuel flow during start and shutdown
(both normal and protective), and
adjusts APU generator speed for
no-break electrical power transfers.
The APU fuel cluster pressurizes,
filters, and meters the fuel flow. The
fuel flow divider separates the
metered fuel into the primary and
secondary fuel manifolds for supply
to the combustion chamber. The
secondary fuel manifold operates
after the APU speed increases to
more than 50 percent RPM to
supply more fuel flow.
Regulated (servo) fuel pressure
operates the inlet guide vane
actuator and the surge control valve
actuator.
Overspeed causes fuel system
protective shutdowns. No light-off
and no acceleration cause
protective shutdowns in the
unattended mode only.
June 2004
Auxiliary Power Unit
Pneumatic
Cluster
Air Inlet Door
Air Inlet
Door Actuator
Surge Control
Valve
FWD
ELMS
Inlet Plenum
Surge Control
Valve
Bleed Air
Check Valve
IGVs
IGV Actuator
FWD
To Exhaust
Duct
Load
Compressor
Surge Control
Valve Actuator
IGV Actuator
APUC
APU Pneumatic System
Pneumatic System
The APU supplies pressurized air for
these pneumatic system functions:
•
•
•
•
Environmental control system
(ECS)
Air driven hydraulic pumps
(ADPs)
Main engine start (MES)
Wing anti-ice.
The electrical load management
system (ELMS) controls the
operation of the air inlet door. Air
comes into the APU inlet air plenum
from the air inlet door. The load
compressor gets air from the plenum
through variable inlet guide vanes
(IGVs). The IGVs control the volume
of air available to the load
compressor. The load compressor
sends pressurized air into the
pneumatic ducts.
June 2004
The APUC controls the IGVs as a
function of how the airplane systems
use pressurized air. High pressure
fuel supplies the force that operates
the IGVs.
To make maintenance easier, some
pneumatic components are in a
cluster. The cluster includes three
pneumatic pressure sensors and the
surge control valve that mounts on a
section of the bleed air duct.
A surge control valve sends any
unneeded pressurized air into the
APU exhaust. The APUC controls
the surge control valve. High
pressure fuel supplies the force that
operates the surge control valve. A
bleed air check valve prevents
reverse pressurized air flow from
the airplane system.
12-7
ELECTRICAL
APU
ON
BATTERY
ON
OFF
START
w
OFF a
APU GEN
ON
w
OFF
a
ATS Control Valve
FAULT
a
APU Selector (P5)
Air Turbine Starter
Ignition
Unit
APUC
Electric Starter
Ignitors
Ignition Cluster
APU Ignition and Starting System
Ignition and Starting System
The ignition and starting system
supplies the combustion spark and
starts the APU acceleration. These
are the components of the ignition
and starting system:
•
•
•
•
•
Air turbine starter (ATS) control
valve
Air turbine starter
Electric starter
Ignition unit
Dual ignitors.
The ignition components are in a
cluster.
The ignition unit supplies energy to
the two ignitors. The APUC controls
the power to the ignition unit. The
ignitors supply the spark to the
combustion chamber.
Automatic starting of the APU
occurs when transfer bus power is
lost in the air.
One of the two starters starts the
APU. The pneumatic starter
operates when pressurized air is
available. If pressurized air is not
available, the electric starter starts
the APU.
12-8
June 2004
Auxiliary Power Unit
ATS
APU
Gen
Gearbox Load
Comp
Midframe
Bearing
Compt
Gas
Gen
Turbine
Bearing
Compt
Exhaust
Lube
Cluster
Oil Cooler
Magnetic Chip
Collectors
Legend:
Pressure
Scavenge
Oil Fill Port and Sight Gage
Lube Cluster
Supply
APU Lubrication System
Lubrication System
The APU lubrication system removes
heat and lubricates these
components:
•
•
•
•
APU generator
Air turbine starter
APU gearbox
APU bearings.
These lubrication system
components are in the lube cluster:
•
•
•
Pressure and scavenge pumps
Oil filters
Pressure and temperature
sensors.
These are the other lubrication
system components:
•
•
•
Oil cooler
Magnetic chip collectors
Oil heater assembly.
June 2004
The APU oil supply is in the gearbox
sump. Oil servicing is through a pourtype fill port. A sight glass shows oil
quantity. A transmitter sends oil
quantity data to the APUC.
Cooled and filtered pressurized oil
goes to the bearings, the generator,
and the accessory section gearbox.
Scavenge pumps send oil back to the
reservoir from the turbine and load
compressor bearings. Scavenge
pumps also send back filtered oil
from the generator to the reservoir.
The APU exhaust gas operates an
eductor that pulls APU compartment
air through the oil cooler.
Five magnetic chip collectors collect
metallic particles in the APU
lubrication system.
12-9
Hydraulics
Features
TRIPLE REDUNDANCY
There are three independent
hydraulic systems. Each system has
two or more pumps that operate from
different pneumatic, mechanical, or
electrical power sources.
Each hydraulic system can
independently operate the flight
controls for safe flight and landing.
PUMP OPERATION ON DEMAND
Normally, one or two pumps in each
hydraulic system operate
continuously. The other pumps
operate only when there is a
hydraulic demand. This increases
pump life, system efficiency, and
reliability.
AUTOMATIC SYSTEM CONTROLS
The flight crew sets the pump
switches for flight before engine
start. Normally no further action is
necessary. The demand pumps
operate automatically.
Each hydraulic system uses
hydraulic interface module electronic
cards for automatic control, fault
detection, and indications.
Left and right system tubes are on
opposite sides of the body. In the
wheel wells, there is maximum
separation of tubes. In the wings, one
system is forward of the rear spar
and two systems are aft of the rear
spar.
CENTER HYDRAULIC ISOLATION
SYSTEM
•
Hydraulic Systems
•
Controls and Indications
•
Automatic Control
•
Reservoir Servicing Station
•
Maintenance Panel
A center hydraulic isolation system
(CHIS) supplies a reserve brake and
steering function if there is a loss of
center hydraulic system fluid.
HYDRAULIC FUSES
Hydraulic fuses in some of the
hydraulic lines to these systems
protect against fluid loss:
•
•
•
•
Main Gear Steering
Brakes
Main Gear Actuation
Flight Controls.
COMPONENTS GROUPING
Hydraulic reservoirs are near the
pumps they supply. Pump filter
modules are close to each pump.
Return filter modules are close to
each reservoir.
COMMONALITY OF
COMPONENTS
RAM AIR TURBINE
If all usual pressure sources become
unavailable during flight, the ram air
turbine is an emergency source of
hydraulic power for the primary flight
controls.
TUBE SEPARATION
The location of the hydraulic system
tubes decreases the risk of multiple
system losses from a single failure
source. Only one hydraulic system
has tubes in an engine strut and
nacelle. Only two systems go to the
end of the wings.
June 2004
All electric pumps are
interchangeable. The air-driven
pumps and engine-driven pumps are
also interchangeable. The pressure
and case drain filter modules are the
same for the engine-driven pumps
and the air-driven pumps. The
pressure and case drain filter
modules are the same for all electric
pumps.
SINGLE-POINT RESERVOIR
SERVICING
A hydraulic reservoir servicing
station in the right aft body fairing
makes it possible to fill all three
reservoirs from one location.
13-1
Center System
Left System
APU
Engine Bleed
AC
Motor
Pump
(ACMP)
Right System
APU
Air
Engine Bleed
Left
Engine
AirDriven
Pump
(ADP)
AirDriven
Pump
(ADP)
Right
Engine
EngineDriven
Pump
(EDP)
AC
Motor
Pump
(ACMP)
AC
Motor
Pump
(ACMP)
EngineDriven
Pump
(EDP)
AC
Motor
Pump
(ACMP)
Ram
Air
Turbine
(RAT)
Spoilers
2, 4, 11, 13
1, 5, 7, 8,10,14
Ailerons
LOB and ROB
LIB and RIB
3, 6, 9, 12
Flaperons
LOB
ROB
LIB and RIB
Elevators
LOB and ROB
LIB
RIB
Middle PCU
Upper PCU
Lower PCU
Center
Right
Rudder
Pitch Trim
Thrust
Reverser
Left
Right
Main Gear
Brakes
Alternate
Reserve
Nose Gear
Steering
Normal
Reserve
Landing Gear
Actuation
Nose Gear
Main Gear
Normal
Legend:
Main Hydraulic Connection
Main Gear
Steering
Normal
Connections for Alternate
and Emergency Supply
Trailing
Edge Flaps
Primary
Leading
Edge Slats
Primary
LOB
ROB
LIB
RIB
- Left Outboard PCU
- Right Outboard PCU
- Left Inboard PCU
- Right Inboard PCU
Hydraulic System Block Diagram
13-2
June 2004
Hydraulics
Right System
Color Code: Green
One EDP
One ACMP
Main Components in
the Right Engine Strut
Center System
Color Code: Blue
Two ACMPs
Two ADPs, One RAT
Main Components in/near
the Wheel Wells
Left System
Color Code: Red
One EDP
One ACMP
Main Components in
the Left Engine Strut
Hydraulic Systems Component Locations
Hydraulic Systems
The three hydraulic systems operate
independently at 3,000 psi nominal
pressure. The three systems are
named left (L), center (C) and right
(R) for the location of their main
components. Each system has its
own reservoir, pumps, and filters.
ram air turbine (RAT) pump. The left
and right AC buses supply power to
the ACMPs. Pneumatic power from
the two engines or the auxiliary
power unit (APU) operates the
ADPs.
•
All three hydraulic system
pressures are low.
Ram air then turns the turbine. Only
the flight controls use hydraulic
power from the RAT. The RAT can
be retracted only on the ground.
The center system supplies power
for these functions:
PRIMARY AND DEMAND PUMPS
The left system has an engine-driven
pump (EDP) and an alternatingcurrent motor pump (ACMP). The
right AC bus supplies power to the
ACMP. The left system supplies
power to the flight controls and the
left thrust reverser.
•
•
•
•
The primary pumps are the EDPs in
the left and right systems and the
ACMPs in the center system. These
pumps operate continuously.
The right system also has an EDP
and an ACMP. The left AC bus
supplies power to the ACMP. The
right system supplies power to the
flight controls, the normal main gear
brakes, and the right thrust reverser.
•
•
The center system has two ACMPs,
two air-driven pumps (ADPs) and a
•
•
June 2004
•
Flight controls
Leading edge slats
Trailing edge flaps
Alternate and reserve main gear
brakes
Normal and reserve nose gear
steering and nose gear
extension-retraction
Main gear extension-retraction
Main gear steering.
The demand pumps are the ACMPs
for the left and right systems and the
ADPs for the center system. These
pumps normally operate only during
heavy system demands.
The RAT deploys automatically
during flight when any of these
conditions occur:
Both engines are shut down
Both AC buses are not powered
13-3
RAT Deploy
Switch
RAM AIR
TURBINE
PRESS
UNLKD
ACMP Primary
Pump Switch
HYDRAULIC
P
R
I
M
A
R
Y
C1
ELEC
C2
L ENG
ON
ON
ON
FAULT
FAULT
R ENG
ON
FAULT
FAULT
C1
AUTO
L ELEC
AUTO
OFF
D
E
M
A
N
D
OFF
AIR
C2
AUTO
ON OFF
ON
ON
R ELEC
AUTO
ON
OFF
FAULT
FAULT
FAULT
P
R
I
M
A
R
Y
D
E
M
A
N
D
EDP Primary
Pump Switch
ADP Demand
Pump Selector
ACMP Demand
Pump Selector
FAULT
Fault Light
Hydraulic/RAT Panel (P5)
ENG BTL
1 DISCH
ENG BTL
2 DISCH
DISCH
1
DISCH
2
L
E
F
T
1
R
I
G
H
T
2
Engine Fire Switches (P8)
Controls and Indications
Controls and Indications
INDICATING LIGHTS
The hydraulic pump controls and
indication lights are on the P5
overhead panel.
Each pump has an amber fault light
which shows a pump overheat or low
pressure condition. The RAT switch
has a green light which shows high
RAT output pressure and an amber
light which shows the RAT is
unlocked.
PUMP MANUAL CONTROLS
Pump controls on the Hydraulic/RAT
panel permit manual control of the
hydraulic systems.
The primary pump switches have ON
and OFF positions. Primary pumps
are normally ON.
Demand pump selectors may be set
to OFF, AUTO, or ON. To permit
automatic pump control, demand
pumps are normally set to AUTO.
RAT MANUAL CONTROL
The RAT deploy switch, on the upper
part of the hydraulic /RAT panel,
permits the flight crew to manually
deploy the ram air turbine.
13-4
ENGINE FIRE SWITCHES
The engine fire switches shut off
hydraulic fluid supply to the EDPs.
The engine fire switches are on the
P8 aft control stand.
PRIMARY DISPLAY SYSTEM
INDICATIONS
These conditions cause alert level
EICAS indications:
•
•
•
•
•
•
•
RAT unlocked
Low system pressure
Low pump pressure
Pump overheat
Reservoir low quantity
Reserve brake and steering
failure
HYDIM card failure.
The status display shows reservoir
quantity and system pressure for
each system.
The hydraulic synoptic display is a
real-time diagram of the operational
status of the hydraulic system.
The hydraulic maintenance page
shows hydraulic data for
maintenance personnel.
June 2004
Hydraulics
HYDRAULIC
QTY
PRESS
L
C
1.20
2990
0.72
3010
R
0.39
3010
RF
LO
APU
RPM
OIL PRESS
EGT
PSI
OIL TEMP
C
C
OIL QTY
OXYGEN
CREW PRESS
1850
Status Display
Hydraulic Status Page
HYDRAULIC
NORM BRKS
FLAPS
NOSE GEAR ALTN/RSV MAIN GEAR
BRAKES & STEERING FLT CTRL
FLT CTRL & STEERING
R REV
SYSTEM PRESS:
2990
PRIMARY PUMP: PRESS
TEMP
SEL
RUN
S/O VLV
DEMAND PUMP: PRESS
TEMP
SEL
RUN
RAT PUMP:
PRESS
RPM
POS
RESERVOIR:
QTY
PRESS
TEMP
F/C S/O VLV:
TAIL
WING
RESERVE ISLN: VALVE POS
NOSE GR ISLN: VALVE POS
3050
103
ON
-OPEN
50
20
AUTO
NO
---1.20 OF
NORM
90
NORM
NORM
---
L
ENG
FLT CTRL
ISLN
ELEC
C1
P
R
I
M
A
R
Y
ELEC
C2
AIR
C1
L
ELEC
AIR
C2
RAT
D
E
M
A
N
D
D
E
M
A
N
D
SOV
1.20
P
R
I
M
A
R
Y
0.72
OF
2990
PRESS
Hydraulic Synoptic Display
3010
R
ENG
R
ELEC
SOV
0.39 LO
RF
PRESS
3010
3010
1
ISLN
R
C
L
L REV
2980
75
ON
YES
-50
20
AUTO
NO
2
2980
75
ON
YES
-40
20
AUTO
NO
2950
4550
NOT STOWED
0.72 RF
NORM
55
NORM
NORM
NORM
NORM
50
55
ON
-CLOSED
3020
45
AUTO
YES
---0.39 LO
LOW
30
CLOSED
NORM
---
3010
Hydraulic Maintenance Page
Hydraulic Synoptic and Maintenance Pages
June 2004
13-5
Hydraulic
System
Sensors
Hydraulic/
RAT Panel
Switches
Other
Airplane
Systems
HYDIM L
Demand Pump
AUTO Operation
HYDIM CL
RAT
Deployment
HYDIM CR
Landing Gear
Auto-Off
HYDIM R
Center System
Isolation
Systems Card Files
EICAS
MFD
AIMS
MAT
Hydraulic Control Interfaces
Automatic Control
HYDIM FUNCTIONS
HYDIM CARDS
The HYDIM cards control these
functions:
Hydraulic interface module (HYDIM)
cards control the hydraulic system
operation and indication. These
cards are in the systems card files in
the main equipment center. There is
one card for the left system (HYDIM
L), two for the center system (HYDIM
CL and CR) and one for the right
system (HYDIM R).
The HYDIM cards send data to the
airplane information management
system (AIMS) through ARINC 629
buses.
13-6
•
•
•
•
Demand pump AUTO operation
Rat deployment
Landing gear Auto-Off operation
Center hydraulic system
isolation.
MAINTENANCE ACCESS
TERMINAL
Maintenance personnel can use the
maintenance access terminal (MAT)
to do tests on the hydraulic systems.
The ON position of the demand
pump switches cancels the HYDIM
demand pump control.
The HYDIM cards also control these
hydraulic system indications:
•
•
•
•
•
•
System pressure
Pump pressure
Pump temperature
Reservoir quantity
Reservoir temperature
Reservoir pressure.
June 2004
Hydraulics
Instruction Placard
Suction Hose
FLT CONTROL HYD VALVE POWER
L
C
TAIL
Selector Handle
NORM
Remote Quantity
Indicator
Inlet
Filter
NORM
SHUT
OFF
Pressure Fill
Connection
Manual Pump
VALVE
CLOSED
R
SHUT
OFF
VALVE
CLOSED
VALVE
CLOSED
WING
NORM
NORM
SHUT
OFF
FWD
VALVE
CLOSED
SHUT
OFF
VALVE
CLOSED
VALVE
CLOSED
Flight Control Hydraulic Power
Panel (P61)
Reservoir Servicing and Maintenance Power
Reservoir Servicing Station
Maintenance Panel
A reservoir servicing station in the
right aft body fairing lets
maintenance personnel fill the three
hydraulic system reservoirs.
The flight control hydraulic power
panel is on the P61 overhead
maintenance panel. Guarded
switches control six hydraulic shutoff
valves to the wing and tail flight
controls. An amber light, below each
switch, shows that its shutoff valve is
not fully open. An EICAS message
also shows.
A selector handle selects the
reservoir to fill. The remote quantity
indicator shows the fluid quantity in
the reservoir selected.
To fill the selected hydraulic
reservoir, maintenance personnel
use either a ground cart that
connects to the pressure fill
connection, or the manual pump and
suction hose.
Maintenance personnel use these
switches to isolate hydraulic
pressure for system checks.
Replacement hydraulic fluid goes
through an inlet filter in the service
station.
June 2004
13-7
Landing Gear
Features
MAIN GEAR STEERING
•
Main Landing Gear
TRICYCLE LANDING GEAR
The aft axles of the main gear trucks
pivot to help the nose gear steer the
airplane. This helps to decrease the
turn radius and tire scrub.
•
Nose Landing Gear
•
Landing Gear Controls and
Indications
CARBON BRAKES
•
Proximity Sensor System
All wheels of the main landing gear
trucks have carbon brakes for
reduced weight and longer life.
•
Air/Ground System
•
Airplane Ground Steering
•
Brakes
•
Antiskid and Autobrake
•
Brake Temperature Monitor
System
•
Tire Pressure Indication
System
The tricycle landing gear has two
main landing gear under the wings
and one nose landing gear.
HYDRAULIC ACTUATION
The landing gear operates with
center hydraulic system pressure.
During normal operation, valves
control the sequence of operation.
An alternate gear extension system
extends the landing gear without
center hydraulic system pressure.
When the landing gear is fully
retracted in flight, valves
automatically remove hydraulic
pressure from the landing gear.
ELECTRICAL CONTROL OF
LANDING GEAR
The landing gear control lever has
two positions and electrically controls
the landing gear selector valves for
landing gear operation.
PROXIMITY SENSOR SYSTEM
BRAKE SYSTEM CONTROL UNIT
A brake system control unit (BSCU)
controls antiskid and autobrake
operation and other brake system
functions.
TAXI BRAKE RELEASE
During low taxi speed, the BSCU
releases two brakes on each truck.
This decreases brake and tire wear.
BRAKE INDICATIONS
Lights on the nose gear show if the
brakes and the parking brake are
applied.
TAIL STRIKE INDICATION
The proximity sensor system
monitors the position of the proximity
sensors and supplies signals to show
the position of the landing gear and
other aircraft systems.
A tail strike assembly (TSA) on the
bottom of the aft part of the fuselage
sends signals to the PSEUs if a tail
strike occurs.
AIR/GROUND SYSTEM
OTHER FEATURES
Load sensors monitor the weight of
the aircraft on the landing gear and
supply signals for air/ground
detection. Many aircraft systems use
these air/ground signals. Nose gear
and main truck proximity sensors
also supply air/ground signals for
some limited functions.
Other features include a brake
temperature monitor system, a tire
pressure indicating system, and an
optional brake cooling system.
SIX WHEELS ON THE MAIN
TRUCKS
Each main landing gear truck has
six wheels.
June 2004
14-1
Uplock Hook
Retract Actuator
Door Actuator
Side Brace
Main Gear Trunnion
Door
Uplock
Lock
Link
Downlock
Actuator
Drag Brace
Landing Gear Door
Tail Skid
(777-300)
Main Gear Strut
Torsion Links
Main Gear Steering
Components
Wheel-Tire
Assembly
777-300ER Semi-lever
Main Landing Gear
FWD
Truck
Truck Position Actuator
Main Landing Gear and Tail Skid
Main Landing Gear
NORMAL OPERATION
ALTERNATE EXTENSION
The main landing gear strut includes
an air-oil shock absorber. A drag
brace and a side brace transmit
loads from the strut to the airplane
structure. Over-center mechanisms
lock the two braces when the landing
gear fully extends.
The main landing gear uses
hydraulic pressure from the center
system to retract and extend.
Sequence valves control the door
and gear movement.
The alternate extension system
permits landing gear extension if the
center hydraulic system has no
pressure. An alternate extend power
pack supplies hydraulic pressure to
release the landing gear doors and
the landing gear. The doors open,
and the gear extends by their own
weight. The gear doors stay open
after an alternate extension.
A landing gear door on each main
gear wheel well opens and closes
during gear retraction and extension.
Drag brace and side brace downlock
actuators lock the gear in the
extended position. Uplock hooks lock
the landing gear in the retracted
position.
GROUND DOOR OPERATION
Each truck has three axles. A brake
and a wheel-tire assembly are at the
end of each axle for a total of six
wheels on each main landing gear.
The aft axle turns for main gear
steering.
The main landing gear trucks do a tilt
of approximately 13 degrees forward
wheels up with the gear extended in
flight. The gear trucks do a tilt of
approximately 5 degrees forward
wheels down when the gear is up
and locked, or the gear is in transit.
The alternate extension system lets
you open the doors when the
airplane is on the ground. The doors
open by their own weight. Center
system hydraulic pressure closes the
doors.
The 777-300ER has a semi-lever
gear for an increased takeoff lift and
tail clearance. The truck position
actuator locks during takeoff, and
airplane rotation is around the rear
axle.
14-2
June 2004
Landing Gear
Retract Actuator
Nose Gear Operated
Sequence Valve
Drag Brace
Lock Link
Nose Gear Trunnion
Door Actuator
Nose Gear Strut
Aft Door
Torsion LInks
Steering
Mechanism
Forward Door
Wheel-Tire
Assembly
FWD
Note:
Left doors not shown for clarity.
Nose Landing Gear
Nose Landing Gear
NORMAL OPERATION
GROUND DOOR OPERATION
The nose landing gear strut includes
an air-oil shock absorber. A drag
brace transmits loads from the strut
to the airplane structure. The drag
brace folds. At full extension or
retraction of the nose gear, the overcenter mechanism of the lock link
locks the drag brace.
The nose landing gear uses center
system hydraulic pressure to retract
and extend. Sequence valves control
forward door and landing gear
movement.
The alternate extension system
permits you to open the forward
doors when the airplane is on the
ground. The forward doors open by
their own weight. The doors close
with hydraulic pressure from the
center system.
The forward doors of the nose gear
wheel well operate hydraulically
during gear retraction and extension.
The aft doors operate by mechanical
linkages that connect to the nose
gear. The aft doors close only when
the gear retracts.
June 2004
ALTERNATE EXTENSION
Nose gear alternate extension uses
hydraulic pressure from the alternate
extend power pack. The forward
doors open and the landing gear
extends by its own weight. The
forward doors stay open after an
alternate extension.
14-3
BRAKE
SOURCE
4
Parking Brake
Set Light
a
G/S
BRAKE
ACCUM
3
GND PROX
GEAR
FLAP
Brake-On
Light
0
GND
PROX
PSI X 1000
2
1
Brake Accumulator
Pressure Indicator (P1)
OVRD
RETRACT
270K-.82M
UP
OVRD
ALTN
GEAR
NORM
LOCK
OVRD
Brake-Off
Light
Lever Lock
Override Switch
Alternate Gear
Switch
Landing Gear
Lever
DOWN
DN
Parking Brake
Lever
Autobrake
Selector
EXTEND
270K-.82M
AUTOBRAKE
DISARM
OFF
MAX
AUTO
RTO
P10 Control Stand
Landing Gear Panel (P2)
Nose Gear
Landing Gear Controls and Indications
Landing Gear Controls and
Indications
alternate extend power pack. This
permits the gear to extend by gravity.
FLIGHT DECK CONTROLS
The autobrake selector is below the
landing gear lever. This selector
arms the autobrake system for
landing autobrakes or for rejected
takeoff (RTO).
These landing gear controls are on
the flight deck:
•
•
•
•
Landing gear lever
Alternate gear switch
Autobrake selector
Parking brake lever.
You set the parking brakes with the
parking brake lever on the P10
control stand.
There are warning, caution, and
advisory messages for the landing
gear. The status, maintenance, and
synoptic displays show additional
landing gear information.
A brake accumulator gage shows
brake accumulator pressure.
Brake status lights on the nose gear
show the condition of the brakes.
DOOR GROUND CONTROL
The landing gear lever has two
positions, down (DN) and UP.The
lever electrically controls the landing
gear selector valves to control the
hydraulic operation of the landing
gear. An automatic lever lock
prevents the lever from being moved
up on the ground. A lever lock
override switch permits the lever to
be unlocked manually.
A guarded switch next to the lever
lock override switch turns on the
14-4
LANDING GEAR INDICATION
The EICAS display shows the
position of the landing gear. The
DOWN indication shows
continuously when the landing gear
is down and locked. The UP
indication goes out of view 10
seconds after the landing gear is up
and locked. During an alternate
landing gear extension or a nonnormal condition, an expanded
indication shows the position of each
gear.
Two switches on the main wheel well
electrical service panel open all the
landing gear doors. These switches
also close the main landing gear
doors. Two switches on the service
and APU shutdown panel close the
nose gear doors.
June 2004
Landing Gear
TAT +13c
1.83
LANDING GEAR ACTN/INDN
D-TO 1 +15c
1.83
1.624
PSEU 1
1.624
TAILSTRIKE
ALTN EXT CMD
NOSE GEAR:
75.6
DOWN
MAIN GEAR:
NOT DN
DOWN GND
NOT DN
NOT DN
FAR
FAR
NEAR
NEAR
GEAR DOWN
FAR
FAR
DOOR
FAR
NOT COMP
FAR
GEAR
F
L
A
P
S
777-300
20
L
R
NEAR
NEAR
FAR
FAR
SIDE BRACE
FAR
NEAR
NEAR
NEAR
DRAG BRACE
NEAR
NEAR
NEAR
NEAR
DOOR
FAR
FAR
NEAR
NEAR
TRUCK TILT
NEAR
NEAR
NEAR
NEAR
FLAP PRIORITY CMD
HYDIM R
182.6
TEMP+15c
EICAS Display
FSEU 1
ENGAGED NOT ENGA
LBS X
1000
FSEU 2
CMD
NOT CMD
TAIL SKID
PSEU 2
HYD PRESS
C SYS
3000
TOTAL FUEL
FAR
R
AUTO-OFF
HYDIM L
FAR
L
UP LOCK
EGT
UP
NOT DN
GEAR UP
587
NORM
UP
DOWN PWR
LOCK
N1
587
GND/OPEN
NORM
UP
GEAR LEVER:
EPR
75.6
PSEU 2
28V
AIR/GND
L WOW
L TILT
3000
UP
FAR
L MLG
GND
R TILT
3000
DOWN
NEAR
R MLG
GND
DATE 02 SEPT 95
R WOW
AIR SIM
AIR SIM
UTC 19:23:09
Landing Gear Actuation/Indication Maintenance Page
APU FIRE
WARNING
HORN
OFF
S3
MLG DOORS
CLOSE
05
OFF
S32018
APU FIRE
FIRE BOTTLE
ARMED
RESET FIRE/OVHT
TEST SW (P5)
ARM
DOORS
ALL DOORS
OPEN
D23009
SERVICE
INTERPHONE
D23024
P.M.A.T.
BOTTLE
DISCHARGE
APU FIRE
SHUTDOWN
FLIGHT DECK
CALL
APU BOTTLE
DISCHARGE
NLG DOORS
UNSAFE LIGHT
PRESS TO TEST
FLIGHT
INPH
NLG DOORS
CLOSE
OFF
ARM
COCKPIT
VOICE
SERVICE
INPH
EMER EXIT
LT TEST
MAIN WHEEL
WELL INSP
LIGHT SW
ON
MLG DOOR
UNSAFE LT
PRESS TO TEST
OFF
WHEELWELL
LIGHTS
TEST
ON
NORM
OFF
P40 Service and APU Shutdown Panel
S32017
OPEN
MAIN WHEEL WELL
ELECTRICAL
SERVICE PANEL
OFF
S33002
P56 Main Wheel Well Electrical Service Panel
Landing Gear Controls and Indications
June 2004
14-5
Landing Gear
Prox Sensors
Doors
Prox Sensors
Left and Right
Main Gear Load
Sensors
Left Weight
on Wheels
Card
PSEU 1
Left Card File
ARINC 629
System Buses (3)
Right System
Air/Ground
Relays
Thrust Reverser
Prox Sensors
Tail Strike
Assembly
Left System
Air/Ground
Relays
Left and Right
Main Gear Load
Sensors
PSEU 2
Other
Inputs
Right Weight
on Wheels
Card
Standby System
Air/Ground Relays
Right Card File
ELMS
AIMS
ARINC 629
Flight Controls
Buses (3)
Proximity Sensor and Air/Ground System Block Diagram
Proximity Sensor System
The proximity sensor system (PSS)
monitors the position of some
airplane components.
The proximity sensor system has two
proximity sensor electronic units
(PSEUs) which get input from
proximity sensors on these systems:
•
•
•
•
Landing gear
Landing gear doors
Passenger entry, cargo and
access doors
Thrust reversers.
The tail strike assembly is on the
bottom of the airplane in the tail strike
area. The TSA has two electrical
wires that go to the PSEUs. If a tail
strike occurs, the wires will open or
short. This tells the PSEUs that there
has been a tail strike.
The PSEUs supply data to the AIMS
through the ARINC 629 system
buses. The PSEUs also supply
signals for other airplane systems
through hard wires.
Air/Ground System (AGS)
Two load sensors on each main
landing gear support beam send
airplane weight on wheels data to
two weight on wheels (WOW) cards.
The WOW cards supply signals to
airplane systems and control
air/ground relays in the ELMS. These
air/ground relays control electrical
circuits for many of the systems.
The WOW cards supply data to the
AIMS for indication on EICAS and to
the ARINC 629 flight control buses.
The PSEUs also get signals from the
tail strike assembly (TSA) and other
airplane systems.
14-6
June 2004
Landing Gear
Tiller
Rudder Pedal
Interconnect
Mechanism
Upper
Cable Loop
Tiller
Lower
Cable
Loop
Steering Metering
Valve Module
Position
Transducers
MGSCU
Torsion
Links
Towing Lever
Steering/
Locking
Actuator
Steering Actuators
FWD
Nose Wheel Steering
FWD
Aft Axle
Left Truck
(Looking Forward)
Nose Wheel and Main Gear Steering
Airplane Ground Steering
MAIN GEAR STEERING
NOSE GEAR STEERING
Main gear steering operates when
nose wheel steering commands are
more than 13 degrees. The main
gear steering control unit (MGSCU)
receives tiller position and controls
the aft axles to steer up to 8 degrees
left or right. Main gear steering also
uses center hydraulic system
pressure.
Two tillers control the nose wheel
movement to a maximum of 70
degrees in each direction. The
rudder pedals control the nose wheel
movement to a maximum of 7
degrees in each direction.
An upper cable loop gets inputs from
the tillers or from the rudder pedals
through the rudder pedal
interconnect mechanism. The upper
cable loop drives a lower cable loop.
The lower cable loop supplies inputs
to the steering metering valve
module to supply center hydraulic
pressure to the two actuators. The
steering metering valve module has
a dynamic load damper for shimmy
protection. It also has a towing lever
to depressurize the nose wheel
steering during towing. A pin holds
the towing lever in the tow position.
June 2004
When not steered, the
steering/locking actuators align the
aft wheels with the forward wheels of
the main landing gear and lock the aft
axles.
The MGSCU monitors the aft axle
steering system for faults. Faults
stop the operation of the main gear
steering system and an EICAS
message shows.
14-7
Main Gear
Retract
Actuator
Pressure
Center
Hydraulic
System
Right
Hydraulic
System
ASSV
Brake
Accumulator
AIV
Altn
BMV
Norm
BMV
Norm
BMV
A/B
Valve
F
Hydraulic Fuse
S
Shuttle Valve
Altn
BMV
AIV
S
S
Normal Antiskid
Normal Antiskid
ASSV
Altn Antiskid
F
F
F
F
F
F
F
F
F
F
F
Shuttle Valve
Module
F
F
F
F
Altn Antiskid
F
F
Shuttle Valve
Module
F
F
F
Accumulator
Isolation Valve
Alternate Source
Selection Valve
BMV
Brake Metering
Valve
A/B
Autobrake
ALTN
Alternate
1
2
3
4
Normal Brake
Pressure
5
6
7
8
Alternate Brake
Pressure
9
10
11
12
Brake System Diagram
Brakes
A multiple disc carbon brake is on
each main landing gear wheel. There
are no brakes on the nose wheels.
BRAKE SYSTEM
Two sets of brake pedals control the
brakes. The pedals connect by
cables to the left and right brake
metering valves. The metering
valves supply hydraulic pressure to
the brakes in proportion to the pedal
movement.
Normal braking uses right system
hydraulic pressure and alternate
braking uses center system hydraulic
pressure. The accumulator isolation
valve (AIV) and alternate source
selection valve (ASSV) make an
automatic selection of normal or
alternate braking based on the
hydraulic pressure source available.
When there is no available hydraulic
pressure for normal or alternate
14-8
braking, a BRAKE SOURCE light
and an EICAS message alert the
flight crew. The brake accumulator
then supplies brake pressure for
about six full brake applications.
Separate brake metering valves,
antiskid valves, and hydraulic fuses
control the normal and alternate
hydraulic pressure to the brakes. The
normal and alternate brake lines
connect at the shuttle valve modules.
GEAR RETRACT BRAKING
During landing gear retraction,
center system hydraulic pressure
operates actuators on the alternate
brake metering valves. The metered
pressure stops wheel spin before the
wheels enter the wheel wells.
The nose gear tires rub against spin
brakes in the nose gear wheel well to
stop wheel spin as they enter the
nose wheel well.
PARKING BRAKE
The brake accumulator in the right
hydraulic system supplies brake
pressure to the brakes when there is
no hydraulic power on the airplane.
June 2004
Landing Gear
Center
Hyd Sys
Right Hyd Sys/
Accumulator
AUTOBRAKE
1 2 3
DISARM
4
MAX
AUTO
OFF
Altn Brake
Metering
Valve
Autobrake
Valve
Module
Norm Brake
Metering
Valve
RTO
Thrust Levers
Speedbrake Lever
Position
Autobrake
Shuttle
Valve
Altn
Antiskid
Valve Mod
Brake Pedal Pressure
Norm
Antiskid
Valve Mod
Return
Antiskid Surge
Accumulator
(Left Only)
Other Airplane
Systems Inputs
BSCU
Antiskid
Shuttle
Valve
Module
Transducers (6)
Left Main Landing Gear
(Right Similar)
Antiskid and Autobrake Diagram
Antiskid and Autobrake
The brake system control unit
(BSCU) in the aft cargo compartment
controls the antiskid and the
autobrake systems.
These are the BSCU secondary
functions:
•
•
ANTISKID
The primary function of the antiskid
system is to control brake pressure to
prevent tire skid.
The normal antiskid valve modules
contain six antiskid valves. In normal
braking, each valve controls
hydraulic pressure to one brake. The
alternate antiskid valve modules
contain four valves. In alternate
braking, each valve controls
pressure to one or two brakes.
•
Control brake pressure for locked
wheel and
hydroplane/touchdown protection
Release, in sequence, one third
of the brakes during low speed
and low effort braking to reduce
brake wear
Make sure the antiskid system
does not operate during gear
retract braking.
AUTOBRAKE
Before landing, the pilot arms the
autobrake and selects one of five
deceleration rates with the autobrake
selector. At touchdown with the
thrust levers at idle, the BSCU
controls the autobrake valve module
to meter brake pressure for the
selected deceleration rate. On the
ground, the autobrake disarms with
these pilot inputs.
•
•
•
Thrust lever movement forward
Speedbrake lever movement
forward
Brake pedal application.
The RTO function applies full
hydraulic system pressure to the
brakes if a takeoff is rejected.
Each wheel has a wheel speed
transducer which supplies signals to
the BSCU. When a tire skids, the
BSCU decreases the brake pressure
to keep wheel skid to a minimum.
June 2004
14-9
LANDING GEAR BRKS/STRNG
200
200
NOSE GEAR
TIRE PRESS
DOOR
200
CLOSED
STEERED ANGLE
70 L
70 L
L TILLER
R TILLER
200
MAIN GEAR
LEFT
200
200
7.1
200
6.2
200
200
3.3
200
3.1
0.0
200
3.1
BRAKE
200
3.3
3.1
Brake
Symbol
BRAKE TEMP
RIGHT
7.1
6.2
3.1
0.0
200
200
200
200
3.3
3.1
3.3
3.1
200
200
200
200
3.1
3.3
3.1
3.4
200
200
200
200
FANS ON
TIRE PRESS
AFT AXLE
200
200
3.1
200
3.3
8.0
200
3.1
3.4
AFT AXLE
8.0
R
R
UNLOCKED
UNLOCKED
BRAKE METERED PRESS
CLOSED
CLOSED
DOOR
NORM 3000
ALTN
0
AUTOBRAKE 50
DATE 02 SEP 93
Landing Gear Synoptic Display
NORM 3000
ALTN
0
UTC 18:54:04
Brake and Steering Maintenance Page
Brake Temperature and Tire Pressure Indications
Brake Temperature Monitor
System
A thermocouple in each wheel brake
measures the brake temperature and
sends signals to the brake
temperature monitor unit (BTMU).
The BTMU shows the temperature
for each brake on the landing gear
synoptic display and the brake and
steering maintenance page. A two
digit number that goes from 0.0 (cold)
to 9.9 (hot) shows temperature. A
brake symbol next to the tire outline
on the landing gear synoptic display
changes color to show brake
temperature conditions.
When a brake temperature is more
than the value of 5.0, EICAS shows a
BRAKE TEMP advisory message.
The color of the number and the
brake symbol on the synoptic display
changes from white to amber to show
this condition.
14-10
The BTMU contains BITE
capabilities to find and show faults.
Tire Pressure Indication System
A tire pressure transducer, on each
nose and main wheel, measures the
tire pressure and sends signals to the
tire pressure monitor unit (TPMU).
The TPMU processes the signals
and shows the tire pressure for each
wheel on the landing gear synoptic
display and the brake and steering
maintenance page. Each tire
pressure is in psi.
EICAS shows a TIRE PRESSURE
advisory message when a tire
pressure is not normal. The color of
the number on the synoptic page
changes to amber to show which tire
pressure is non-normal.
Brake Cooling System
An optional brake cooling system
operates automatically when the
temperature of any of the brakes gets
warm.
The system includes a brake cooling
fan motor in each of the axles of the
main landing gear wheels. The motor
turns a fan impeller which causes air
to flow around the main gear brake
assemblies. The BTMU supplies a
signal to start and stop the fan
motors.
The brake and steering maintenance
page shows a FANS ON indication
when the system operates.
The TPMU contains BITE to find and
show faults.
June 2004
Flight Controls
Features
ADDITIONAL PFCS FUNCTIONS
•
Flight Control Systems
FLIGHT CONTROL SYSTEMS
Other functions of the PFCS are:
•
PFCS Operational Overview
Two separate systems control the
flight of the airplane, the primary
flight control system (PFCS) and the
high lift control system (HLCS).
•
•
•
•
•
•
•
•
•
•
•
PFCS Operational Modes
•
Roll Control
•
Yaw Control
•
Pitch Control - Elevator
•
Pitch Control - Stabilizer
•
PFCS Mechanical Control
•
PFCS Indications
•
High Lift Surfaces
•
HLCS Operational Overview
•
Flap and Slat Indications
•
HLCS Functions
•
HLCS Maintenance Page
PRIMARY FLIGHT CONTROL
SYSTEM (PFCS)
The PFCS is an electronic fly-by-wire
system. The PFCS supplies roll,
pitch, and yaw control with these
control surfaces:
•
•
•
•
•
•
Ailerons
Flaperons
Spoilers
Elevators
Rudder
Horizontal stabilizer.
HIGH LIFT CONTROL SYSTEM
(HLCS)
Aileron lockout
Aileron and flaperon droop
Yaw damping
Gust suppression
Modal suppression
Rudder ratio control
Elevator off-load
Flare compensation
Backdrive actuator control
Thrust asymmetry
compensation.
HLCS PROTECTION FUNCTIONS
The HLCS has these protection
functions:
•
•
•
•
Flap and slat load relief
Autoslat extension
Flap/slat sequencing
Skew or asymmetry shutdown.
SHIELDING
The HLCS is an electronic fly-by-wire
system. It has these control surfaces:
•
•
•
Inboard and outboard trailing
edge flaps
Leading edge slats
Krueger flaps.
ARINC 629 DIGITAL DATA BUSES
The PFCS and the HLCS use ARINC
629 digital data buses to
communicate with other systems.
Provisions, such as shielding, have
been made to protect PFCS wiring
from the effects of lightning and high
intensity radiated fields (HIRF).
MECHANICAL CONTROL
Two spoilers and the horizontal
stabilizer receive mechanical control
signals from the pilots.
FLIGHT ENVELOPE PROTECTION
The PFCS has these flight envelope
protection modes:
•
•
•
•
Bank angle protection (BAP)
Overyaw protection
Overspeed protection
Stall protection.
The pilots can always override the
protection modes if necessary.
June 2004
15-1
Single Tabbed Rudder
Spoilers
(7 Per Wing)
Leading Edge Slats
(7 Per Wing)
Elevator
Flaperon
(1 Per Wing)
Horizontal
Stabilizer
Inboard Flap
(1 Per Wing)
Outboard Flap
(1 Per Wing)
Aileron
(1 Per Wing)
Krueger Flap
(1 Under
Each Wing)
Flight Control Systems
Flight Control Systems
PRIMARY FLIGHT CONTROL
SYSTEM
The PFCS calculates commands to
move the control surfaces with
sensor inputs from these
components:
The primary flight control system
(PFCS) is a modern, three-axis, flyby-wire system. The fly-by-wire
design permits a more efficient
structural design. Some benefits of
this design are increased fuel
economy, and smaller vertical fin
and horizontal stabilizer. This
technology lets the airplane meet
strict safety requirements with
decreased weight and supplies
improved control and protection.
•
•
•
•
•
The PFCS supplies manual and
automatic airplane control and
envelope protection in all three
axes. There is stability
augmentation in the roll, pitch. and
yaw axes.
For pitch control, there are two
elevators and a moveable
horizontal stabilizer.
15-2
Control wheels
Control column
Rudder pedals
Speedbrake lever
Pitch trim switches.
HIGH LIFT CONTROL SYSTEM
The high lift control system (HLCS)
supplies increased lift at lower
speeds for takeoff and landing.
High lift surfaces include one
inboard and one outboard trailing
edge flap on each wing. There are
seven leading edge slats and one
Krueger flap on each wing.
These are the control surfaces for
roll control:
•
•
•
Two ailerons
Two flaperons
Fourteen spoilers.
There is a tabbed rudder for yaw
control.
June 2004
Flight Controls
Pitch Rate
Sensors (4)
(777-300)
Speedbrake
Lever
Analog
Analog
PCU
(Typical)
Position
Transducers
Control
Surfaces
ACE (4)
Backdrive
Actuators
PFC (3)
Flight Controls
ARINC 629 Bus (3)
Analog
Legend:
Mechanical
Connection
AIMS
ADIRU
SAARU
AFDC (3)
PFCS Operational Overview
PFCS Operational Overview
MANUAL OPERATION
Position transducers change the
flight crew commands of the control
wheels, the control columns, the
rudder pedals, and the speedbrake
lever to analog electrical signals.
These signals go to the actuator
control electronics (ACEs). The
ACEs change the signals to digital
format and send them to the primary
flight computers (PFCs).
The PFCs communicate with the
airplane systems through the three
flight controls ARINC 629 buses. The
PFCs use mid-value selection on the
input command signals. In addition to
command signals from the ACEs, the
PFCs also receive data from the
AIMS, ADIRU and SAARU. These
signals are airspeed, attitude and
inertial reference data. The PFCs
calculate the flight control commands
based on control laws, augmentation
June 2004
and envelope protections. The digital
command signals from the PFCs go
to the ACEs.
The ACEs change these command
signals to analog format and send
them to the power control units
(PCUs). One, two or three PCUs
operate each control surface. The
PCUs contain a hydraulic actuator,
an electro-hydraulic servo-valve, and
position feedback transducers.
The servo-valve causes the
hydraulic actuator to move the
control surface. The actuator position
transducer sends a position
feedback signal to the ACEs. After
conversion to digital format, the
ACEs send the signal to the PFCs.
The ACEs stop the PCU command
when the position feedback signal
equals the commanded position.
Some of the PCUs have differential
pressure transducers to measure the
force from the PCU. The PFC uses
this pressure data to equalize the
force of all PCUs of a control surface.
AUTOPILOT OPERATION
The PFCs receive autopilot
commands from the three autopilot
flight director computers (AFDCs).
The PFCs calculate the flight control
commands in the same manner as
for manual operation. In addition, the
PFCs supply the backdrive signals to
the backdrive actuators through the
AFDCs. The backdrive actuators
move the control wheels, control
columns and rudder pedals in
synchronization with the autopilot
commands. The movement of the
flight deck controls supplies visual
feedback of autopilot control to the
flight crews.
15-3
PRIMARY FLIGHT
COMPUTERS
DISC
DISC
a
AUTO
Normal
Automatic or Manual Switching
to the Highest Mode Available
PFC Disconnect
Switch (P5)
Automatic
or Manual
Switching
PFC
ACE
Secondary
Automatic
Selection
Automatic
or Manual
Switching
PFC
Direct
ACE
Automatic or Manual Switching
ACE
PFCS Operational Modes
PFCS Operational Modes
SECONDARY MODE
The PFCS has three modes of
operation:
The PFCS changes to the
secondary mode if the PFCS finds
a loss of important sensor data.
•
•
•
Normal
Secondary
Direct.
NORMAL MODE
The secondary mode operates the
same as the normal mode except
that the protection functions and the
autopilot are not available.
All control laws and protection
functions are active in the normal
mode.The control laws calculate
commands for roll, yaw, and pitch
control. The protection functions
include stall warning, overspeed,
overyaw, and bank angle.
DIRECT MODE
The autopilot operates only in the
normal mode. It cannot be engaged
in the secondary or direct mode.
In the direct mode, position
transducer signals (pilot
commands) go directly to the ACEs
and to the PCUs. The PFCs do not
operate in this mode.
15-4
The PFCS changes to the direct
mode if sensor data degrades
further or if there are failures that
make the normal and secondary
modes unreliable.
The PFCS protection functions and
the autopilot are not available in the
direct mode.
FLIGHT DECK CONTROLS
The PFC disconnect switch, on the
P5 overhead panel, has two
positions: AUTO and DISC. In the
AUTO position, the PFCS mode
selection is automatic. When the
switch is in the DISC position, the
PFCS changes to the direct mode.
The PFC disconnect switch permits
the pilots to select the direct mode
of operation. If the switch is cycled
or moved again to AUTO, the PFCS
goes from the direct mode to the
highest mode available.
An amber light adjacent to the
switch shows when the PFCS is in
the direct mode.
June 2004
Flight Controls
AILERON
PCU (2)
LEFT
WING
DOWN
Spoilers 4
and 11
RIGHT
WING
DOWN
Aileron
Trim
Switches
(P8)
PCU (2)
R Flaperon
PCU (2)
L Flaperon
Aileron Trim
Actuator
Control Wheel
Breakout
Mechanism
PCU (2)
Feel and
Centering
Mechanism
R Aileron
Position
Transducers (6)
PCU (2)
Force
Transducer
L Aileron
ACE (4)
Speedbrake
Lever
Transducers (4)
Speedbrake
Lever
Flight Controls
ARINC 629
Bus (3)
PCU (12)
Spoilers
Typical of All Spoilers
Except 4 and 11
Legend:
Mechanical
Connection
Backdrive
Actuator (2)
AFDC (3)
PFC (3)
PFCS Roll Control
Roll Control
The ailerons, the flaperons, and the
spoilers control the roll attitude of the
airplane. The spoilers also function
as speedbrakes.
FLIGHT DECK CONTROLS
A cable system connects the two
control wheels through a breakout
mechanism. A mechanical feel and
centering mechanism supplies feel
forces to the control wheels.
Each control wheel moves three
independent position transducers.
The position transducer signals go to
the ACEs and then to the PFCs.
There is a force transducer to detect
a pilot override of the bank angle
protection.
Two trim switches supply power to
the aileron trim actuator to move the
control wheels. A decal, on the top of
June 2004
the control wheel, shows the position
of the aileron trim.
CONTROL SURFACES
The ailerons move a maximum of 33
degrees up and 19 degrees down.
Counterweights balance the
ailerons. The flaperons move a
maximum of 11 degrees up and 34
degrees down. Two PCUs operate
each aileron and flaperon.
The inboard and outboard spoilers
move a maximum of 60 degrees up
except for spoilers 4 and 11, which
move a maximum of 45 degrees.
One PCU operates each spoiler.
AILERON AND FLAPERON
DROOP
When the flaps extend, the ailerons
and flaperons move down (droop) to
increase lift. When drooped, the
ailerons and flaperons continue to
supply roll control.
AILERON LOCKOUT
During high speed flight, the PFCs
fair the ailerons to the wing and lock
out their operation. At low speed, the
PFCs unlock the ailerons and
command their operation.
SPEEDBRAKE
The speedbrake lever, on the control
stand, moves a multiple channel
speedbrake transducer. The
speedbrake transducer signals go to
the ACEs and then to the PFCs. In
flight, the PFCs command the
speedbrakes to extend as a function
of the speedbrake lever movement.
At high speed, the PFCs prevent the
operation of some spoilers. When
the airplane lands, the auto
speedbrake actuator automatically
moves the speedbrake lever to
cause the spoilers to deploy. Some
spoilers are delayed until the pitch
attitude is less than 2 degrees.
15-5
Manual Trim
Cancel Switch
THRUST
ASYM COMP
Rudder Trim
Selector
AUTOw
OFF a
P8 Aft
Aisle
Stand
P5 Overhead Panel
Modal
Accelerometers
(2)
Rudder Trim
Actuator
Gust Suppression
Pressure
Transducers (2)
Feel and
Centering
Mechanism
Rudder
Pedal Position
Transducers (4)
PCU (3)
ACE (4)
Flight Controls
ARINC 629 Bus (3)
AIMS
Cabinet (2)
Legend:
Mechanical
Connection
Backdrive
Actuator (2)
AFDC (3)
PFC (3)
Rudder Trim
Indicator (P8)
PFCS Yaw Control
Yaw Control
The rudder controls the yaw attitude
of the airplane.
FLIGHT DECK CONTROLS
Linkages connect the two pairs of
rudder pedals. A feel and centering
mechanism supplies feel forces to
the rudder pedals. The pedals move
two independent position
transducers that send their signals to
the ACEs and the PFCs.
A crank, in front of each pilot, permits
the adjustment of the pedals.
A rudder trim selector, on the aisle
stand, supplies trim signals to the
ACEs. The rudder trim actuator
moves the rudder pedals when
commanded by the ACEs. Two
rudder trim rates are available. A
rudder trim indicator, also on the
aisle stand, shows the rudder trim
position.
15-6
A manual trim cancel switch, on the
aisle stand, sends a signal to the
ACEs to command the trim to zero.
gradually reduces the maximum
movement of the rudder as the
airspeed increases.
A switch on the P5 overhead panel
permits the pilots to disable the thrust
asymmetry compensation function.
YAW DAMPING
CONTROL SURFACE
The rudder moves a maximum of 27
degrees in either direction. Three
PCUs, which get power from
different hydraulic power sources,
operate the rudder. The rudder
PCUs have a pressure valve to
increase the PCU pressure when
another PCU is not operating.
A rudder tab hinges on the rudder.
The tab moves mechanically with the
rudder to increase its effect.
RUDDER RATIO
The PFCs calculate the rudder ratio
based on airspeed. The rudder ratio
In flight, the PFCs send commands
to move the rudder for Dutch roll
damping and turn coordination.
GUST AND MODAL
SUPPRESSION
The gust and modal suppression
functions increase passenger
comfort. The PFCs adjust the rudder
position to dampen the effects of side
gusts and other causes of lateral
motion of the vertical fin.
THRUST ASYMMETRY
COMPENSATION (TAC)
The TAC function helps the pilots
during asymmetrical engine thrust.
The PFCs send commands to the
ACEs to move the rudder.
June 2003
Flight Controls
Elevator Feel
Actuators (2)
Control
Columns
PCU (2)
R Elevator
PCU (2)
L Elevator
Elevator
Feel
Units (2)
Force
Transducers (2)
Position
Transducers (6)
Column
Breakout
Mechanism
Legend:
ACE (4)
Backdrive
Actuator (2)
Flight Controls
ARINC 629 Buses (3)
AIMS Cabinet (2)
AFDC (3)
PFC (3)
ADIRU
Mechanical
Connection
PFCS Pitch Control - Elevator
Pitch Control - Elevator
The elevators supply short-term
correction of the pitch attitude of the
airplane.
FLIGHT DECK CONTROLS
The torque tubes of the two control
columns connect with a breakout
mechanism. Each control column
moves three independent position
transducers. The position transducer
signals go to the ACEs and then to
the PFCs.
The force transducers measure the
force that the pilot applies to the
columns. When the force transducer
signal is zero, the PFC uses a zero
input position command.
June 2003
Two elevator feel units, one forward
of each torque tube, supply limited
feel and center the columns. Two
electric actuators, commanded by
the PFCs through the ACEs,
increase the feel forces supplied by
each feel unit. The PFCs command
the feel forces as a function of
airspeed.
CONTROL SURFACES
The elevators hinge on the rear spar
of the horizontal stabilizer. The
elevators move a maximum of 33
degrees up and 27 degrees down.
Two PCUs, which get power from
different hydraulic power sources,
operate each elevator.
The elevator PCUs have a pressure
reducing valve operated by a
solenoid and controlled by an ACE.
When a PCU is not operating, the
ACEs increase the pressure on the
other PCU to maintain elevator
movement.
STALL PROTECTION
When the airplane approaches a
stall condition, the PFC causes the
elevator to move for airplane pitch
down.
OVERSPEED PROTECTION
During an overspeed condition, the
PFC causes the elevator to move for
airplane pitch up.
SPEED STABILITY AND FLARE
COMPENSATION
The PFC commands the elevator in
pitch up or pitch down based on
airspeed changes for speed stability.
During flare, the PFC commands a
pitch down to simulate the natural
attitude of the airplane in ground
effect.
15-7
Hydraulic
Brakes (2)
ALTN
Alternate
Pitch Trim
Levers (P10)
Stabilizer
Position
Modules (3)
STCM (2)
Control Wheel Pitch
Trim Switches (4)
C STAB R
NORM
CUTOUT
ACE (4)
Stabilizer
Cutout
Switches
(P10)
Flight Controls
ARINC 629 Bus (3)
Hydraulic
Motors (2)
Stabilizer
Ballscrew
Actuator
AIMS
Legend:
Mechanical
Connection
Hydraulic
Connection
PFC (3)
Stabilizer
Position
Indicator (2)
(P10)
PFCS Pitch Control - Stabilizer
Pitch Control - Stabilizer
CONTROL SURFACE
The horizontal stabilizer supplies
long-term correction of the pitch
attitude of the airplane.
The horizontal stabilizer is a one
piece airfoil. It pivots at its rear spar.
A ballscrew actuator, attached to the
front spar, moves the stabilizer
leading edge to a maximum of 4
degrees up and 11 degrees down.
FLIGHT DECK CONTROLS
The pilots use two pitch trim switches
for manual pitch trim control. The
switches, on the outboard of each
control wheel, send electrical pitch
trim signals to the ACEs. The pilots
also use two alternate pitch trim
levers on the left of the control stand.
Two guarded cut-out switches, on
the control stand, control hydraulic
shutoff valves to stop hydraulic
pressure to the stabilizer.
Two stabilizer position indicators, on
the control stand, show the position
of the stabilizer. A green band on the
indicator shows the range of correct
stabilizer position for takeoff.
15-8
Two hydraulic motors, which get
power from different hydraulic power
sources, cause the ballscrew
actuator to rotate. Two hydraulic
brakes prevent the ballscrew
actuator from moving. Two stabilizer
trim control modules (STCMs)
receive commands from the ACEs to
control the hydraulic pressure to the
motors and brakes. A shutoff valve,
on each STCM, stops hydraulic
power when the applicable cutout
switch is in the CUTOUT position.
Cables transmit the stabilizer
movement to three stabilizer position
modules (SPMs) in the stabilizer
compartment. The SPMs supply
stabilizer position data to the ACEs.
ELEVATOR OFFLOAD
In the normal mode of operation, the
PFCs command pitch trim when the
elevator is not faired to the stabilizer
for more than a set time.
COLUMN CUTOUT
When the pilot moves the control
column in the opposite direction of
the pitch trim direction, the PFCs cut
out the pitch command to the
STCMs. This stops the stabilizer
ballscrew.
STABILIZER AUTO SHUTDOWN
If there is an uncommanded pitch
trim, the PFCs command the STCM
hydraulic shutoff valves to close.
June 2003
Flight Controls
PCU
Spoiler 11
PCU
Spoiler 4
Mechanical Cables
Stabilizer
Mechanical Cables
Right
STCM
R Hyd Sys
Alternate Pitch
Trim Levers
M/B Ballscrew
Actuator
M/B
Left
STCM
Legend:
C Hyd Sys
Mechanical Connection
Hydraulic Connection
PFCS Mechanical Control
PFCS Mechanical Control
HORIZONTAL STABILIZER
A cable-driven system controls two
spoilers and the stabilizer.
The pilots use two alternate pitch trim
levers and a set of cables to send
mechanical control signals to the
horizontal stabilizer. Two alternate
pitch trim levers on the control stand
connect to valves on each stabilizer
trim control module (STCM).If the
pilots move both levers in the same
direction, this moves the valves in the
STCMs. This sends hydraulic fluid to
the hydraulic motors and brakes to
move the horizontal stabilizer.
SPOILERS
The pilots use the control wheels and
cables to mechanically control
signals to spoilers 4 and 11. The
captain’s or first officer’s control
wheel controls the position of a
hydraulic control valve on the spoiler
PCUs. This causes the hydraulic
PCUs to move the spoilers.
In normal mode only, the PFCs
calculate commands to electrically
control spoilers 4 and 11 as speed
brakes.
Spoilers 4 and 11 deploy to a
maximum of 45 degrees.
June 2003
15-9
SPOILERS
L AIL
L FLPRN
R FLPRN
R AIL
STAB
RUDDER TRIM
6.50
L
L ELEV
10.5
R ELEV
RUDDER
FLT CTRL MODE
SECONDARY
PFCS Synoptic Display
PFCS Indications
PFCS Indications
Trim position of the stabilizer and
rudder shows in degrees.
SYSTEM MONITORING
The PFCs do a self-test and a test of
the ACEs each time the system gets
power. A failure of a test may cause
an EICAS status message.
SYNOPTIC DISPLAY
The synoptic display helps the flight
crew understand the impact of flight
control system failures.
It is not necessary to use the synoptic
display to do any normal or nonnormal crew procedures.
MAINTENANCE PAGES
There are three maintenance pages.
Maintenance personnel use the
maintenance pages to do
maintenance functions, such as
rigging, and to do checks of the
discrete outputs from the PFCS
components.
The flight controls synoptic display
gives the flight crew a graphical
overview of the flight control system.
The display has this information:
•
•
•
Primary flight control surface
positions
Failures
Current flight control mode.
15-10
June 2003
Flight Controls
FLIGHT CONTROL
ROLL RATE
ROLL ANGLE
-0.70
-0.18
+2.39
ALT
ANGLE OF ATTACK +5.23
CAS
YAW RATE
PITCH RATE:
ADIRU +0.15
L1
ACE INT XDCR +0.15
EXT XDCR
COLUMN
+5.36
2 +5.36
3 +5.36
FORCE 1 +0.05
2 +0.05
FDR +0.062
POS 1
SPD BRK
HANDLE
CAPT
WHEEL
+0.15
PEDAL
+3.57
+3.57
+3.57
+0.05
-0.42
-0.42
+15.3
+18.7
RUD
TRIM
FLIGHT CONTROL
AUTO PG 1/3
L2
2000
257
C
+0.15
+0.15
R
+0.15
+0.15
COLUMN
+5.36
+5.36
+5.36
+0.05
+0.05
+0.062
+0.15
+0.15
F/O
WHEEL
+3.57
+3.57
+3.57
+0.05
PEDAL
-0.42
-0.42
+18.7
POS 1
+0.00
+0.05
+0.05
UPR
+1.2
L
+1.2
2
+0.00
+0.00
+0.05
+0.05
LWR
+1.2
R
+1.2
3
4
+0.00
HYD PRESS
3000
3000
R 3000
L
C
AUTOPILOT:
PROT MODE ACTIVITY:
NORMAL
ENGAGED
OVERSPEED PROT
FLAPERON
POSITION
PCU FORCE
+3.36
+10
+3.36
+10
+0.75
+0.75
AILERON
POSITION
+0.75 S
+0.75
RUDDER
POSITION
DELTA PRESS
UPR
MID
LWR
+2.20
+2.20 S
+2.20
+2.35
+2.35 S
+20
-20
STAB
POSITION
1
2
3
STABILIZER
DATE 17 JAN 91
1.20
1.20
10
1.20 S
1.23
12
1.20
1.23
14
1.20 S
+3.36 S
-10
ELEVATOR
POSITION
DELTA PRESS
PFC MODE:
8
+3.36
-10
SUPPRESS
GUST
MODAL
ELEVATOR
FEEL
SPOILER
POSITION
1.23 S
1.20
5 1.23 S
1.23
3 1.20
1.23
1 1.23 S
7
AUTO PG 2/3
UTC 18:44:33
STABILIZER
PFCS Maintenance Page – Controls
+20
+20
-20
ELEVATOR
POSITION
DELTA PRESS
-2.06
+2.35
+10
SR
-2.06
+2.35 S
+10
SC
-2.06
DATE 17 JAN 91
UTC 18:44:33
PFCS Maintenance Page – Surfaces
PFCS Indications
FLIGHT CONTROL
ACE ANALOG DISCRETES:
FSEU 1 TE & LE RETRACTED
FSEU 2 TE & LE RETRACTED
PFC DISCONNECT SWITCH
ACE MODE
RUD MTC SWITCH PUSHED
RUD TRIM ARMED
RUD TRIM RATE
RUD TRIM DIRECTION
RUD TRIM BRK RELEASED
CAPT PITCH TRIM ARM
CAPT PITCH TRIM/CTRL
F/O PITCH TRIM ARM
F/O PITCH TRIM CTRL
STCM BRK RELEASE PRESS
STCM HYD SO RLY POWER
ELEV FEEL ENGAGED
SPDBRK ACTR RETRACTED
TAC SWITCH POSITION
L1
AUTO PG 3/3
L2
YES
NO
AUTO
DIRECT
YES
--LEFT
-UP
------YES
--
C
YES
NO
AUTO
NORM
-------NO
---YES
---
L
AIMS ANALOG DISCRETES:
ALTN PITCH TRIM LEVER ARM
ALTN PITCH TRIM LEVER CTRL
STABILIZER
R
YES
NO
AUTO
NORM
------UP
--YES
YES
YES
-AUTO
YES
NO
AUTO
NORM
-YES
FAST
-YES
---NO
YES
YES
----
R
ACTIVE
DIRECTION
ACTIVE
DIRECTION
YES
YES
UP
UP
YES
YES
UP
UP
DATE
17 JAN 91
UTC
18:44:33
PFCS Maintenance Page – Discretes
PFCS Indications
June 2003
15-11
FSEUs
Slats
Flap and Slat
Primary Control Valves
Krueger Flap
Flap and Slat
Position Sensors
Slat PDU
Flap Position
Sensors
Torque Tubes
Flap Transmission
Assembly
Slat Rotary
Actuators
Flap PDU
Inboard Flap
Outboard Flap
Slat Position
Sensors
High Lift Surfaces
High Lift Surfaces
TRAILING EDGE FLAPS
The trailing edge flaps have an
inboard double slotted flap and an
outboard single slotted flap on each
wing.
The flaps have six positions: up, 5,
15, 20, 25, and 30. The takeoff
setting is at 5, 15, or 20. The landing
setting is at 25 or 30. The flaps
retract at settings 1 and up.
Hydraulic or electric motors on the
flap PDU turn the flap torque tubes.
The torque tubes operate the flap
transmission assemblies. The
transmission assemblies use a
ballscrew and gimbal to extend and
retract the flaps.
LEADING EDGE SLATS
The leading edge slat system has
seven slats and one Krueger flap on
15-12
each wing. The Krueger flap seals
the gap between the engine strut and
the inboard slat.
The slats have these three positions:
•
•
•
Cruise (retracted)
Takeoff (sealed)
Landing (gapped).
The Krueger flap has only two
positions: retracted and deployed.
Hydraulic or electric motors on the
slat power drive unit (PDU) turn the
slat torque tubes. The torque tubes
drive the slat rotary actuators. The
rotary actuators extend and retract
the slats with a rack and pinion drive.
FLAP/SLAT ELECTRONIC UNITS
Two identical and interchangeable
flap/slat electronic units (FSEUs), in
the main equipment center, process
the high lift commands.
FLAP POSITION SENSING
There are two position sensors on
each side of the flap PDU. These
sensors supply the flap position to
the FSEUs for control and
monitoring. The FSEUs also receive
inputs from 16 flap skew sensors.
These sensors are on the flap
linkages and monitor for flap
misalignment.
SLAT POSITION SENSING
There are two position sensors at
each end of the slat torque tubes.
These sensors supply the slat
position to the FSEUs for closed
loop control and for monitoring. The
FSEUs also receive inputs from 12
slat skew/loss proximity sensors.
These sensors monitor for slat
misalignment and for a lost slat.
June 2003
Flight Controls
ALTN FLAPS
ARM
ALTN
w
Sec/Altn
Control
Relays
w
OFF
RET
EXT
Center Hydraulic
System
Limit
Switches
Autoslat
Priority
Valve
Alternate Flaps
Panel (P10)
PDU
(Typical)
Flap/Slat
Priority Valve
FLAP
1
Flap Lever
Position
Sensors
Hydraulic
Motor
5
15
FSEU (2)
20
Primary Control Valve
(Typical)
Electric
Motor
25
Flap and Slat
Position Sensors
30
Flap Lever (P10)
Legend:
Mechanical Connection
Hydraulic Connection
Systems
ARINC 629
Bus (4)
Flap and Slat
Skew Sensors
TE Flaps and
LE Slats
HLCS Operational Overview
HLCS Operational Overview
The high lift control system (HLCS)
extends and retracts the trailing edge
and leading edge devices.
The HLCS operates in three modes:
•
•
•
Primary
Secondary
Alternate.
PRIMARY MODE
The primary mode has a fly-by-wire
closed loop control and operates
hydraulically. The pilot controls the
HLCS with the flap lever on the
control stand. The lever has seven
detents with gates at detents 1 and
20. Four sensors transmit the flap
lever position to the two FSEUs.
The FSEUs receive and transmit
data on the systems ARINC 629
buses. Other airplane systems
supply airspeed and hydraulic data
June 2003
through these buses for the high lift
protection functions.
The FSEUs control solenoids in the
primary control valves. These valves
control the hydraulic power to the
hydraulic motors on the flap and slat
PDUs. These motors operate the flap
and slat mechanisms.
The FSEUs also operate the autoslat
priority valve for autoslat extension
when the airplane is near a stall
condition.
SECONDARY MODE
If the FSEUs find a fault in primary
mode, they switch to the secondary
mode. The secondary mode
operates electrically, but the pilot
control is the same as in the primary
mode.
The FSEUs control the
secondary/alternate control relays.
These relays engage clutches and
supply electrical power to electric
motors on the flap and slat PDUs.
The electric motors move the flap
and slat mechanisms.
ALTERNATE MODE
The alternate mode is independent
of the FSEUs and uses electrical
power to move the flaps and slats.
The pilot selects the alternate mode
with the alternate flaps arm switch.
The pilot then selects extend or
retract using the alternate flaps
selector. These switches are on the
control stand, outboard of the flap
lever. These switches control the
secondary/alternate control relays
for the flaps and slats in the same
way as the secondary mode.
The alternate mode uses flap and
slat limit switches to limit the flaps to
20 degrees and the slats to the
sealed position.
15-13
Flap/Slat Indication
EICAS
Tape
Left Wing
Slats
Left Wing
Flaps
F
L
A
P
S
Command Bar
Command
Bar
20
Detent
Number
Primary Mode Display
F
L
A
P
S
15
Detent
Number
Secondary Mode Display
5
20
F
L
A
P
S
5
20
Alternate Mode Display
Flap and Slat Indications
Flap and Slat Indications
SECONDARY MODE DISPLAY
ALTERNATE MODE DISPLAY
The EICAS display shows all HLCS
indications. The FSEUs supply
surface positions to the primary
display system which shows the
indications in the three modes of
operation.
When the system changes to the
secondary mode, the flap/slat
indication expands to show position
tapes for both the slats and flaps on
each wing. A magenta command bar
and detent number shows the flap
setting. The command bar and
detent number change to green
when the surface position agrees
with the flap lever command. The
tape, command bar, and detent
number change to amber to show
faults in the secondary mode.
The alternate mode display shows
when the alternate system is armed.
This display is similar to the
secondary mode display, except the
command bars do not show and tick
marks show flap lever detent
positions. The alternate mode uses
X’s on the tapes to show faults.
PRIMARY MODE DISPLAY
The primary mode display is a single
white tape that moves down as the
flaps and slats extend. A magenta
command bar and detent number
shows the flap setting. The
command bar and detent number
change to green when the surface
position agrees with the flap lever
command.
The secondary mode display goes
out of view 10 seconds after the flaps
and slats fully retract and the flap
lever is in the UP position.
The primary mode display goes out
of view 10 seconds after the flaps
and slats fully retract and the flap
lever is in the UP position.
15-14
June 2003
Flight Controls
Slats
Flaps
Cruise
Sealed Position
Takeoff
Gapped Position
Landing
HLCS Functions
HLCS Functions
The FSEUs control the sequence of
the flaps and slats extension and
retraction. The FSEUs also supply
protection functions such as autoslat
extension, load relief and skew or
asymmetry.
FLAP AND SLAT SEQUENCE
The flaps and slats extend and
retract in sequence. This sequence
is different in the three modes of
operation.
In the primary mode, the slats extend
to the sealed position before the flaps
extend. When the flap lever is at 25
or 30, the slats extend to the gapped
position before the flaps extend from
the 20 position.
In the secondary mode, the slats
extend to the gapped position before
the flaps extend.
June 2003
In the alternate mode, the slats and
flaps extend at the same time.
In all three modes, the flaps retract
before the slats retract.
AUTOSLAT
The autoslat function improves the
airplane stall performance near stall
conditions. The autoslat function is
available only in the primary
(hydraulic) mode.
When the airplane is near a stall
condition, the FSEUs send a
command to extend the slats from
the takeoff (sealed) position to the
landing (gapped) position. The slats
return to the takeoff position when
the airplane is no longer near a stall
condition.
LOAD RELIEF
The flap and slat load relief functions
protect the flaps and slats from
airload damage. The flap load relief
function is available only in the
primary (hydraulic) mode. The slat
load relief function is available only in
the secondary (electric) mode.
When the airspeed is more than set
levels, the flaps retract to a new
position. This new position depends
on airspeed. The slats retract from
the gapped to the sealed position.
When the airspeed is less than the
reset value, the flaps extend to the
commanded position. The slats
extend to the gapped position.
When load relief is active, the EICAS
display shows a LOAD RELIEF
message adjacent to the flap/slat
indication.
SKEW OR ASYMMETRY
When the FSEUs detect a skew or
asymmetry, they shut down the flap
or slat drive.
15-15
FLAP/SLAT
STATUS
FLAP LEVER
AIRSPEED
1A
1B
2A
2B
C SYS PRESS
9.00
8.47
8.91
9.05
AUTOSLAT
LOAD RELIEF
PRIORITY VLV
AIR/GND
FSEU 1
FSEU 2
STANDBY
200
3000
CMD
NOT CMD
OPEN
AIR
IN CONTROL
200
3000
NOT CMD
CMD
CLOSED
AIR
SLATS
DRIVE CMD
MODE
S/O VLV CMD
SLAT 2
SLAT POS
PRI EXT
LO SPD
CLOSED
SLAT 7
A FAR
B NEAR
L
1 200.40
2 198.80
SLAT 8
INBD
OUTBD
FAR
A FAR
B NEAR NEAR
OUTBD FLAP
L1
A 3.50
B 3.49
L2
3.50
3.49
FLAP POS
PRI EXT
LO SPD
CLOSED
INBD FLAP
L3
A 3.50
B 3.49
SLATS DRIVE
SLAT 13
A FAIL
B NEAR
OUTBD
INBD
FAR
A FAIL
B NEAR NEAR
FLAPS
DRIVE CMD
MODE
S/O VLV CMD
R
200.40
198.80
L4
3.50
3.49
L
1 200.40
2 198.80
INBD FLAP
R5
A 3.50
B 3.49
R6
3.50
3.49
DATE 23 JUN 90
R
200.40
198.80
OUTBD FLAP
R7
A 3.50
B 3.49
R8
3.50
3.49
UTC 18:54:04
HLCS Maintenance Page
HLCS Maintenance Page
HLCS Maintenance Page
There is one maintenance page for
the HLCS. Maintenance personnel
use the maintenance page to do
maintenance functions, such as
rigging, and to do checks of the
discrete outputs from the HLCS
components.
15-16
June 2003
Environmental Systems
Features
PNEUMATIC
Two controllers supply these
functions:
•
•
•
•
Pneumatic system control
Pressurization system control
Air conditioning pack flow
schedule control
Air conditioning pack backup
control.
The only crew action is to select auto
operations or off.
The system automatically removes
pneumatic loads if the airplane stalls.
The controller BITE monitors and
tests components to the LRU level.
AIR CONDITIONING
The airplane has seven temperature
control zones. The system can have
as many as sixteen zones to permit
options, without adding more
controllers.
Two controllers control the air
conditioning system. They both do
zone and pack control. Each
controller has two control channels.
The controller BITE monitors and
tests components to the LRU level.
Air bearings in the air cycle machine,
and a mechanical water collector
reduce service needs.
An optional gasper system gives
additional air circulation at each
passenger seat.
CREW REST AREA AIR
DISTRIBUTION (-200 IGW AND 300)
•
Pneumatic
•
Air Conditioning Pack
Air is provided to an optional lower
lobe attendants rest (LLAR) from the
air conditioning packs. Electric
heaters in the LLAR give additional
heat to the module.
•
Air Distribution
•
Temperature Control and
Recirculation
•
Gasper
EQUIPMENT COOLING
•
Flight Deck, Door, and Galley
Heating
•
Equipment Cooling, and
Lavatory and Galley Ventilation
•
Cargo Compartment Heating
and Bulk Cargo Compartment
Ventilation
The aft system uses the lavatory and
galley ventilation system. It pulls air
through aft electrical equipment.
•
Cabin Pressure Control
•
Synoptic Displays
CARGO COMPARTMENT HEATING
AND VENTILATION
•
Maintenance Pages
There are forward and aft equipment
cooling systems.
The forward system uses supply and
exhaust fans to cool equipment in the
MEC, forward equipment center, and
flight deck.
Waste heat from the exhaust part of
the forward equipment cooling
system heats the forward cargo
compartment.
Hot air from the pneumatic system
heats the aft and bulk cargo
compartments.
Ventilation permits the transport of
animals in the bulk cargo
compartment.
CABIN PRESSURE CONTROL
Two controllers control the
pressurization system. They also
control the pneumatic system.
The system has two outflow valves.
Electric heaters give additional heat
in the flight deck, galleys, and door
areas for crew and passenger
comfort.
June 2004
System operation is automatic. The
flight management computing
function (FMCF) of AIMS supplies
the necessary flight plan data. A
backup mode controls cabin
pressurization if the flight crew does
not use the FMCF for the flight.
Manual outflow valve control is also
available.
16-1
Pneumatic
Air from the pneumatic system does
these functions:
•
•
•
•
•
•
•
•
•
Starts the APU
Starts the engines
Ventilates the cabin
Pressurizes the cabin
Prevents ice formation on the
wing slats
Causes air flow across the total
air temperature probes
Pressurizes hydraulic reservoirs
and potable water tanks
Supplies power to the air driven
hydraulic pumps
Supplies aft, and bulk cargo heat.
These are the sources of air for the
pneumatic system:
•
•
•
Ground air compressors
APU load compressor
Engine bleed air system.
There are two air supply cabin
pressure controllers (ASCPCs) in the
main equipment center. They use
data about the air sources and air
users to select the valve positions.
The data for automatic operation
comes from these:
•
•
•
•
•
•
•
•
•
•
•
•
•
Airfoil and cowl ice protection
system (ACIPS)
Autopilot flight director system
(AFDS)
Airplane information
management system (AIMS)
Air supply cabin pressure
controllers (ASCPC)
Auxiliary power unit controller
(APUC)
Cabin temperature controller
(CTC)
Duct leak and overheat detection
(DLODS)
ECS miscellaneous card
(ECSMC)
Electronic engine control (EEC)
Electrical load management
system (ELMS)
Flap slat electronics unit (FSEU)
Hydraulic interface module
(HYDIM) cards
Overhead panel ARINC 629
16-2
•
•
system (OPAS)
Warning electronic unit (WEU)
Weight on wheels (WOW) cards.
The engine bleed part of the system
has these three control levels:
•
•
•
Digital
Analog
Pneumatic.
Digital is the primary mode. Analog
and pneumatic are backup modes.
The ASCPCs give digital and analog
control. Valves give pneumatic
control.
Air from the engine fan section cools
engine bleed air in the precooler. If
the bleed air does not cool
sufficiently, the PRSOV reduces the
air flow to keep the temperature to a
limit.
Over-pressure and over-temperature
bleed air and duct leak conditions
causes a system protective
shutdown.
The ASCPCs monitor system
operation to the level of the line
replaceable unit (LRU). The central
maintenance computing system
(CMCS) gives fault information.
The ASCPCs control the:
•
•
•
Engine bleed air supply
Isolation valves
APU shutoff valves.
Sensors (not shown) in the system
give the controllers pressure,
temperature, valve position, and flow
data.
Engine bleed air comes from either
an intermediate stage or the high
stage of the engine high pressure
compressor. The controllers use
engine pressure and airplane altitude
to make the stage selection.
The high pressure shutoff valve
(HPSOV) controls system pressure
when the high stage supplies the
bleed air. A check valve prevents
reverse flow through the
intermediate pressure port. The
pressure regulating and shutoff valve
(PRSOV) controls system pressure
when the intermediate stage
supplies the bleed air.
June 2004
Environmental Systems
BLEED AIR
L
ISLN
C
ISLN
AFDS
ACIPS
R
AUTO w
AUTO w
AUTO w
CLOSEDa
CLOSED
a
CLOSEDa
WAI
WAI
CTC
(2)
APUC
L ENG
ON
A
APU
w
OFF
a
AIMS
FSEU
DLODS
R ENG
AUTO w
ON
OFF
OFF
a
w
a
ECSMC
(2)
Bleed Air/Pressurization
Panel (P5)
EEC
(2)
ELMS
OPAS
(2)
ARINC 629
System Buses (3)
HYDIM
(4)
WEU
WOW
Left
ASCPC
Right
ASCPC
A
AC
Pack
Manifold
Flow
Sensor
AC
Pack
To Hydraulic
Reservoir
Air-Driven
Pump (C2)
To Wing Anti-Ice
Ground Air
Supply
Manifold Dual
Temperature Sensor
Ground Air Connection
To TAT Probe
Right
Engine
Bleed
Air
Supply
Isolation Valve
(3)
To Hydraulic Reservoir
To Engine Starter
Fan Air
Modulating Valve
Aft
Cargo
Heat
Precooler
High Pressure and
Fan Air Controller
Intermediate
Pressure Check Valve
Bulk
Cargo
Heat
To Potable Water
Air-Driven
Pump (C1)
APU Shutoff
Valve
Pressure Regulating
and Shutoff Valve
Duct
Vent
Valve
Engine
Anti-Ice
Valve
Controller
Air Cooler
High Pressure
Shutoff Valve
Pressure Regulating
and Shutoff Valve
Controller
Intermediate
Pressure
Sensor
APU Starter
Control Valve
To APU
Start
Supply
From
APU Air
Pneumatic System
June 2004
16-3
Ram Air
Inlet
To Trim
Air System
From
Pneumatic
System
Reheater
Temperature
Sensors
(Typical)
Economy Cooling
Check Valve
Water
Spray
Low Limit
Valve
Condenser Inlet
Temperature Sensors
Condenser
Economy
Cooling
Valve
Sec Hx
Water
Collector
Pri Hx
Flow
Sensor
Ozone
Converter
Flow Control
Shutoff Valves
To Flight Deck
(Left Pack Only)
C
T1
To Mix
Manifold
T2
Ram Air
Exhaust
Turbine
Bypass
Valve
ACM:
Fan
ACM:
Compressor
Turbines
To LLAR
(200 IGW -300)
(Left Pack Only)
Gnd Air
Connection
Pack Airflow
Pack Air Flow
Two flow control and shutoff valves
control air flow from the pneumatic
system to each pack. One valve is
open at a time.The upper valve is
open at altitudes up to 26,000 feet
(7930m). Above 26,000 feet the
lower valve opens to let air go
through the ozone converter. When
the airplane goes below 24,000 feet
(7315m), the upper valve opens and
the lower valve closes.
Heat exchangers use ambient ram
air to remove heat from the
pneumatic system and the air cycle
machine (ACM) compressor. The air
cools more in the condenser. The
water collector removes water that
has condensed and sends it to the
ram air for evaporative cooling. Air
from the collector warms in the
reheater to remove any ice
particles.Air expands in the turbines
of the ACM to give cooling.
16-4
The cabin temperature controller
(CTC) controls the turbine bypass
valve, low limit valve, and ram air
doors to adjust the air temperature
from the packs. The controllers use
data from sensors for control and
indication.
valve. It does not go through the
ACM. The CTC modulates only the
ram air doors to control cooling air
flow through the heat exchangers.
When less cooling is necessary, the
pack goes to the economy cooling
mode. The economy cooling valve
opens to decrease the air flow
through the compressor and turbine.
This decreases the pneumatic
pressure needed for pack air
flow.The CTCs modulate the turbine
bypass valve and ram air doors to
control pack outlet temperature.
Connections for ground conditioned
air are in the ECS bays in the ducts
that come from the packs. Normally
air from the left side goes to the flight
deck and the mix manifold and air
from the right side goes only to the
mix manifold.
If there is a failure of the ACM, or the
condenser inlet temperature
sensors, or if the economy cooling
valve fails open, the pack can
operate in the standby cooling mode.
Air goes through the economy
cooling check valve, the economy
cooling valve, and the turbine bypass
Distribution Air Flow
Air from the left pack also goes to the
optional LLAR (-200ER and -300).
The mix manifold is in the aft end of
the forward cargo compartment.
Ducts and risers for each zone
connect the mix manifold to
conditioned air distribution ducts
above both passenger compartment
aisles. The ducts have outlets that let
air go into the passenger
compartment.
June 2004
Environmental Systems
Conditioned Air
Overhead
Distribution
Duct
(Typical)
Aft
Upper
Recirculation
Fan
Mix Manifold
Fwd
Upper
Recirculation
Fan
Risers (8)
(Typical)
Conditioned Air
Outlet Ducts
Pack Locations
(In Underwing
Fuselage Area)
Lower
Recirculation
Fans
Flight Deck Conditioned Air
Distribution Duct
Ram Air
Exhaust
Ground Conditioned
Air Connector (2)
FWD
ECS Bay Doors
(Access to Packs)
Ram Air
Inlet Doors
Underwing Fuselage Area
Distribution Airflow
June 2004
16-5
Air Conditioning Control
There are two cabin temperature
controllers (CTCs) that give normal
air conditioning control. Each CTC
has two channels for redundancy.
There are two air supply cabin
pressure controllers (ASCPCs) that
give backup control.
The left controllers control these left
components:
•
•
•
Flow control and shutoff valves
Air conditioning pack
Trim air system.
The right controllers control the
right side.
There are two control panels. The
flight crew uses the air conditioning
panel on the P5 to do these
functions:
•
•
•
•
Operate the air conditioning
packs
Operate the recirculation fans
Set the flight deck temperature
Set the cabin temperature.
Sensors in the flight deck and
passenger zones give temperature
information to the controllers. The
controllers control the pack to get
air temperature for the zone that is
set the lowest. The controllers use
information from the temperature
sensors in the mix manifold to
adjust the pack temperature
because of the temperature of
recirculation air.
The controllers control the trim air
system to warm the air that goes to
zones that are set higher than the
lowest set temperature. There are
temperature sensors in the ducts
that carry air to the zones. The
controllers use their information to
control the packs and trim air
systems.
Recirculation
Air from the passenger cabin goes
through return air grilles to the area
between the fuselage skin and
sealed cargo compartments. Some
of this air goes out of the airplane
through the pressurization outflow
valves.
The lower recirculation fans get air
from the area between the fuselage
skin and sealed cargo
compartments. The upper
recirculation fans get air from above
the passenger compartment ceiling
near passenger doors two and
three. They move the air through
filters into the distribution system.
About one-half of the air in the
distribution system comes from the
recirculation fans. This decreases
the quantity of bleed air from the
engines.
The CTCs control the operation of
the fans.The environmental control
system miscellaneous control cards
(ECSMC) monitor their operation.
The cabin crew can use the cabin
temperature screen on cabin
services system (CSS) control
panels to adjust the temperature of
each cabin zone 10F (6C) above or
below the set temperature.
16-6
June 2004
Environmental Systems
EQUIP
COOLING
AIR CONDITIONING
GASPER
AUTO
MAIN
MENU
Optional
CABIN TEMPERATURE
ON
RECIRC FANS
UPPER LOWER
OVRD
ON
FLT DECK
TEMP
AUTO
AREA DESCRIPTION
ON
CABIN
TEMP
ACTUAL
AIR COND
RESET
TARGET
21
C
C
MAN W
C
L PACK
F
R PACK
AUTO
OFF
70
W
L TRIM AIR R
AUTO
ON
OFF
ON
70
AREA
RESET
F
FAULT FAULT
Cabin Services
System Panel
AIMS
Air Conditioning Panel (P5)
ELMS
ARINC 629 System Buses (2)
APUC
Right
ASCPC
Left
ASCPC
Left Cabin
Temperature
Controller
Passenger Cabin Zones
Flight Deck
Zone
Forward
Upper
Recirculation
Fan (Ref)
Right Cabin
Temperature
Controller
A
B
C
D
E
ECSMC (2)
Zone Air Temp
Sensor (9)
F
Aft Upper
Recirculation
Fan (Ref)
Filter
(Typical)
Trim Air Pressure
Regulating and
Shutoff Valve (2)
Zone Duct
Temp Sensor (14)
Gasper Fan (Optional)
Trim Air
Pressure
Sensor (2)
Pneumatic
System
Zone Trim Air
Modulating Valves (7)
Flow Control
and Shutoff
Valves
Mix Manifold
Left
A/C
Pack
Right
A/C
Pack
Pneumatic
System
Lower
Recirculation
Fans
Ozone
Converter
To LLAR
Temperature Control and Recirculation
June 2004
16-7
AIR CONDITIONING
EQUIP
COOLING
GASPER
AUTO
ON
Gasper Fan Switch
RECIRC FANS
UPPER LOWER
OVRD
ON
FLT DECK
TEMP
AUTO
ON
Gasper Fan
Conditioned
Air Overhead
Distribution Ducts
CABIN
TEMP
AIR COND
RESET
C
MAN
W
C
L PACK
AUTO
OFF
W
R PACK
L TRIM AIR R
ON
ON
FAULT
FAULT
AUTO
OFF
Gasper Air
Distribution Ducts
Air Conditioning Panel (P5)
Adjustable
Outlets
Air Flow
Air Flow
Passenger Service
Units (PSUs)
Gasper
Gasper (Optional)
The gasper system increases air
flow in the passenger cabin through
outlets in the passenger service
units (PSUs). The system has
these components:
•
•
•
•
Gasper fan above the ceiling in
the passenger cabin
Switch on the air conditioning
control panel in the flight deck
Air outlets on the passenger
service units
Ducts that connect the gasper
fan to the air supply and the air
outlets.
16-8
A switch on the control panel and
the two environmental control
system miscellaneous card
(ECSMC) control the fan. The left
card gives backup control.
The fan takes air from the
distribution system. It sends it to
individual outlets on the PSUs.
Passengers can adjust the outlets.
June 2004
Environmental Systems
Warm Air
Flow
Warm Air
Flow
Warm Air
Flow
Warm Air
Flow
Foot Heaters
Air Flow Heater
Warm Air
Flow
Heaters
Flight Deck, Door, and Galley
Heaters
Electric heaters give additional heat
to these areas:
•
•
•
Flight deck
Galleys
Passenger entry doors.
The ELMS and the ECSMCs control
the heaters.
There are two different types of
heaters in the flight deck. One type
heats the air going to the left
shoulder of the captain and right
shoulder of the first officer. The other
type heats the foot area for the
captain and first officer. Each of the
crew has individual heater controls.
The heaters can operate only in the
air.
June 2004
The galley heaters heat the air that
goes to the floor area. There is a
control switch in each galley. The
heater will operate only if a pack is
on.
The door heaters heat the air that
goes to the bottom of each
passenger entry door opening. There
are no control switches. Operation is
automatic during these conditions:
•
•
•
Airplane is in the air
Outside air temperature is less
than 35F (2C)
Pack or recirculation fan is on.
16-9
Main Equipment Center
Flight Deck
O/H
Panel
Inst
Equipment
Cooling Switch
Aisle
Stand
E2
E1
MAT
E3
MEC
Supply
Duct
Fwd Cargo
Heat Duct
Vent
Valve
E4-1 E4-4
-2
-3
Smoke
Det
AIR CONDITIONING
EQUIP
COOLING
Fwd Cargo
Heat Valve
Vent Fan
A
GASPER
AUTO
ON
RECIRC FANS
UPPER LOWER
OVRD
ON
FLT DECK
TEMP
AUTO
ON
Pressure
Sensor (4)
CABIN
TEMP
Conv Supp
Cooling Fan
WXR
Supply
Fans
Air
Filter
AIR COND
RESET
C
MAN
W
C
L PACK
AUTO
OFF
W
R PACK
L TRIM AIR R
ON
ON
FAULT
FAULT
Fwd Equipment
Center
AUTO
OFF
F/D Supply Duct
A
Fwd
Outflow
Valve
(Ref)
E16
E5
Override
Valve
Flow Detector (2)
Forward Equipment Cooling System
Air Conditioning Panel (P5)
Pass Cabin
Temp Sensors
E11 Equip
Rack
Airplane Skin
Fwd Cargo
Compartment
Lav and
Galleys
Lavatory and Galley
Ventilation Fans
Bulk Cargo
Temp Sensors
Aft Electrical
Equipment
Aft Cargo
Temp Sensors
Aft Equipment Cooling System
Equipment Cooling and Lavatory and Galley Ventilation Systems
Equipment Cooling and Lavatory
and Galley Ventilation
The forward equipment cooling
system has two supply fans. The
lower fan operates. The upper gives
automatic backup. They send air
from around the cargo compartment
to the override valve. When one disc
of this valve is open, the other is
closed. Normally the upper disc is
open. When the lower disc is open,
the valve is in the override position.In
the normal position supply fan air
goes to this equipment:
•
•
•
•
Main equipment center
E5 and E16 racks near the
forward cargo compartment door
Forward equipment center
Flight deck.
The vent fan pulls the air from these
areas except the E5 and E16 racks.
It sends the air to the vent valve and
the forward cargo heat valve. When
one of these valves is open, the other
16-10
is closed. The cargo heat valve is
part of the cargo heat system. It is
open when the outside temperature
is less than 45F (7C). At a
temperature more than 45F (7C), the
vent valve is open. The outlet from
the vent valve is near the forward
pressurization outflow valve. When
the vent valve is open, air goes
overboard through the outflow valve.
There is a smoke detector. The
supply fans and vent fan push air
through the smoke detector. The
detector uses LED photoelectric cells
to find if there is smoke in the air.
There are also flow detectors.
Smoke or low flow will cause the
system to go to the override mode.
Also, the flight crew can use the
equipment cooling switch for the
override mode. In this mode, the:
•
•
•
Supply fans stop
Vent fan stops
Override valve goes to the
override position
•
Pressurization pushes air
through the equipment and
overboard.
The converter supplemental cooling
fan operates when the supply fans
are off, to supply cooling air to the
backup electrical power system.
There are two lavatory and galley
ventilation fans. The right fan
operates. The left fan gives
automatic backup.The fans pull air:
•
•
•
•
Through temperature sensors
Through equipment on racks
From lavatories
From galleys.
The air goes overboard through the
aft pressurization outflow valve.
The two ECSMCs control the forward
system, and the lavatory and galley
vent fans. They use controllers to
control the forward system supply
fans and the override valve.
June 2004
Environmental Systems
Temperature
Sensor (777-300)
Door
Floor
Forward Cargo
Heat Valve
Equipment Cooling
Ventilation Fan
Forward Cargo Compartment Heating System
Forward Cargo
Heater (777-300)
Aft
Cargo
Compt
Vent Valve
Door
Bulk Cargo
Bulk Ventilation Fan
Cargo
Compt
Door
Cabin
Air
Floor
CARGO TEMP SELECT
AFT
LOW
OFF
BULK
LOW
HIGH
OFF
Temperature
Sensors
HIGH
Pneumatic System
Distribution Duct
Cargo Heat Panel (P61)
Temperature
Control Valves
Shutoff Valves
Aft and Bulk Cargo Compartment Heating System
Cargo Compartment Heating and Bulk Cargo Compartment Ventilation
Cargo Compartment Heating and
Bulk Cargo Compartment
Ventilation
The forward, aft, and bulk cargo
compartments each have heating
systems. The bulk cargo
compartment also has a ventilation
system.
The forward cargo compartment
heating system uses vent air from the
forward equipment cooling system.
The two ECSMCs give control. There
is no control switch.
The AIMS tells the ECSMC when the
total air temperature (TAT) is less
than 50F (10C). The card tells ELMS
to close the vent valve and open the
forward cargo heat valve. The warm
air flows into the forward cargo
compartment.
June 2004
The aft and bulk cargo compartment
heating systems are independent of
each other. The ECSMCs control the
systems. Air from the pneumatic
system is the heat source. Each
compartment has these
components:
•
•
•
•
Shutoff valve
Temperature control valve
Temperature sensor
Control switch on P61.
The valve operation for both
compartments is the same.The crew
sets HIGH or LOW on the control
switch. The ECSMC tells the ELMS
to open the shutoff valve.
The ELMS also opens and closes the
temperature control valve. When the
switch is set to LOW, the control
valve opens at a compartment
temperature of 40F (4C) and closes
at 50F (10C). When the switch is set
to HIGH, the valve opens at a
compartment temperature of 65F
(18C) and closes at 75F (24C).
The crew uses HIGH for the bulk
cargo compartment when animals
are in the cargo.This turns on the
bulk cargo ventilation fan. The fan
takes cabin air from around the
compartment and blows it into the
compartment.
Smoke in the compartments causes
the heating and ventilation systems
to stop operation.
16-11
Negative Pressure
Relief Vent (4)
Positive Pressure
Relief Valve (2)
PRESSURIZATION
FWD
OUTFLOW
VALVE
AFT
AUTOw
AUTOw
MAN a
MAN a
OPEN
OPEN
MAX
P .11 PSI
TAKEOFF & LDG
LDG ALT
DECR
INCR
PULL ON
MANUAL
Manual Control
Manual Control
Bleed Air/Pressurization Panel (P5)
CLOSE
CLOSE
Remote
Sensor
28v dc
ELMS
Right ASCPC
Controllers
Outflow Valves:
Forward
Aft
AIMS
Left ASCPC
Card
Files
ARINC 629
Systems Buses (3)
Cabin Pressure Control
Pressurization
The pressurization system controls
the air pressure inside the airplane
for the comfort and safety of the
passengers and crew.
The pressurization system has these
components:
•
•
•
•
•
•
Control panel on the P5
overhead panel
Two air supply cabin pressure
controllers (ASCPC), in the main
equipment center
Two outflow valve assemblies,
one each below the left forward
and left aft passenger doors
Remote cabin pressure sensor in
the main equipment center
Two positive pressure relief
valves in the forward cargo
compartment, opposite the cargo
door
Four negative pressure relief
vents in the forward cargo
compartment, two on each side.
16-12
The left ASCPC controls cabin
pressure automatically. The right
ASCPC gives automatic backup
control. Control data comes from the:
•
•
•
•
•
AIMS
Landing altitude select switch on
the control panel
Cabin pressure sensors on the
controllers
Remote cabin pressure sensor
Weight on wheels card.
The air conditioning packs put air into
the airplane. The outflow valves
control the rate at which the air goes
out of the airplane.
There are two motors on each
outflow valve assembly. Each
ASCPC uses one motor on each
valve assembly to control the valve
position. A controller on each valve
controls motor operation.
For manual control of the outflow
valves, the crew uses the switches
on the panel. They use the pushbutton switch to turn off the auto
control for a valve. They use the
toggle switch to open or close the
valve.
These indications show on the
primary display system:
•
•
•
•
•
•
Cabin altitude
Cabin altitude rate of change
Differential pressure
Selected landing altitude
Outflow valve positions
System problems.
Differential pressure is the difference
in pressure between the inside and
outside of the airplane. The
maximum pressure is 8.6 psi. The
positive pressure relief valves open if
the pressure inside the airplane is too
high.
If the pressure outside the airplane is
higher than the pressure inside, the
negative pressure vents open.
June 2004
Environmental Systems
F/D
74
75
MASTER
72 F
B
C
A
76
73 72
71 72
D
72 72
FWD
F/D TRIM
W
L
28
L
TRIM
AIR
R
65
R PACK
STBY COOLING
ISLN
C
ISLN
AIR 1
HYD
WAI
74
1
L PACK
DUCT PRESS
44 70
45
F
74 72
BULK
AFT
44
C
E
74 72
DUCT PRESS
R
44
AIR 2
HYD
WAI
APU
EAI
EAI
GND
AIR
START
L ENG
1
START
APU
R ENG
START
This information shows only
if the forward cargo A/C
option is installed.
Air Synoptic Display
Synoptic Display
For the pneumatics system, the air
synoptic display shows this
information:
•
•
•
•
•
Ground air in use
Duct pressures
Engine bleed air pressure
regulating and shutoff valve
position
Isolation valve position
APU shutoff valve position.
An X on an isolation valve symbol or
the APU shutoff valve symbol shows
the valve has failed or the switch on
the bleed air/pressurization panel for
the valve is in the non-normal
position.
June 2004
For the air conditioning system, the
air synoptic display shows this
information:
•
•
•
•
•
•
•
Normal air conditioning pack
operation
Standby air conditioning pack
operation
Trim air pressure regulating and
shutoff valve position
Master air conditioning
temperature for the whole
airplane
Target and actual temperature for
each air conditioning zone
Flight deck trim air modulating
valve position
Target and actual temperature in
the cargo compartments.
The air synoptic display shows
position data for these valves:
•
•
•
•
APU start valve
Engine start valves
Engine thermal anti-ice valves
Wing thermal anti-ice valves.
16-13
AIR SUPPLY
L
HIGH PRESS S/O VLV
PRESS REG S/O VLV
FAN AIR VLV
STARTER VLV
ENG HIGH STAGE PRESS
INTERIM DUCT PRESS
MANIFOLD DUCT PRESS
PRECOOLER OUT TEMP
BLEED FLOW RATE
ENG N1 FAN SPEED
AIR CONDITIONING
MASTER TEMP
R
F/D
OPEN
OPEN
CLOSED
CLOSED
120
38
38
400
120
90
OPEN
CLOSED
OPEN
CLOSED
CRUISE
OPEN
OPEN
CLOSED
CLOSED
120
38
38
400
120
90
LEFT ISO VLV
CENTER ISO VLV
RIGHT ISO VLV
APU ISO VLV
FLIGHT PHASE
ZONE TEMP
TRGT TEMP
DUCT TEMP
TRIM VLV
CTRL CH
CAB ALT
LDG ALT
5000
3000
RIGHT LOWER RECIR FAN
ASCPC IN CONTROL
AC TEMP ZONE
AUTO
+125
P 7.0
0.45
L
PACK FLOW-VOLUME
PACK FLOW-MASS
PACK OUT TEMP
PRI HX IN TEMP
L
CONDENSER IN TEMP
STG 2 TURB IN TEMP
MAN
DATE
17 JAN 91
TRIM AIR PRESS
UTC
Air Supply Maintenance Page
1
SEC HX OUT TEMP
0.45
18:44:33
E
2700
200.0
40
385
350
400
300
9
77
5.0
1
426
SEATS
D
F
FWD
AFT
77
77
77
50
50
----
1
FWD UPPER RECIR FAN
AFT UPPER RECIR FAN
77
MIX MANIFOLD TEMP
OUTFLOW VALVES
FWD
AFT
72
C
ON
ON
LEFT LOWER RECIR FAN
CPRSR OUT TEMP
RATE
B
70
75
72
72
70
71
70
70
76
72
72
70
71
70
80
87
87
97
97
57
50
0.35 0.25 0.31 0.35 0.35 0.02 0.00
1
1
2
1
2
1
2
PRI HX OUT TEMP
CABIN PRESSURE SYSTEM:
A
FLOW SCHEDULE
R
2700
200.0
40
385
350
400
300
59
77
5.0
A/C TEMP ZONE
BULK
70
70
----
ON
ON
1
L
PACK CTRL CH
PACK IN PRESS
LOW LIM VLV POS
TURB BYP VLV
RAM AIR INLET
RAM AIR EXIT
ECON COOL VLV
LOWER FLOW CTRL VLV
UPPER FLOW CTRL VLV
DATE 23 JUN 90
1
55.0
0.00
0.15
0.35
0.35
CLSD
OPEN
CLSD
R
2
55.0
0.00
0.15
0.35
0.35
CLSD
OPEN
CLSD
UTC 18:54:04
Air Conditioning Maintenance Page
This information shows only if the forward cargo A/C option is installed.
Air Supply and Air Conditioning Maintenance Pages
Maintenance Pages
Environmental control system data
is on two maintenance pages. The
air supply maintenance page
shows this information:
•
•
•
•
•
•
Pneumatic system valve
positions
Pneumatic system pressures
Pneumatic system
temperatures
Flight phase
Cabin pressure system data
Outflow valve position.
16-14
The air conditioning maintenance
page shows this information:
•
•
•
•
•
•
•
•
Zone temperatures
Trim valve positions
Recirculation fan conditions
Pack data
Pack flow schedule
Pack flow
Temperatures at points
throughout the pack
Pack valve positions.
June 2004
Ice and Rain Protection
Features
•
Anti-Ice
ICE DETECTION
•
Ice Detection
Ice detectors are on the side of the
forward fuselage. When the airplane
is in the air and the detectors sense
ice, they operate the engine and wing
anti-ice systems.
•
Wing Anti-Ice
•
Engine Anti-Ice
•
Air Data Probe Heat
•
Window Heat
•
Windshield Rain Removal
•
Water and Waste Heat
WING ANTI-ICE
When the airplane is in the air, bleed
air prevents ice on three of the five
outboard leading-edge slats.
ENGINE ANTI-ICE
Bleed air from the engine prevents
ice on the forward edge of the engine
inlet cowl.
AIR DATA PROBE HEAT
Electric heaters heat these air data
sensors:
•
•
•
•
Three pitot probes
Two angle-of-attack sensors
One total air temperature probe
Two engine inlet probes (P&W
and R-R).
WINDOW HEAT
Electric heaters in the flight deck
windows prevent fog and ice on the
windows.
WINDSHIELD RAIN REMOVAL
A permanent coating on the forward
flight deck windows repels water.
Windshield wipers remove water.
WATER AND WASTE HEAT
Electric heaters prevent freezing in
the water and waste systems.
June 2004
17-1
Portable Water Tank
(Typical)
Waste Tank
(Typical)
Water and Waste Heat
Windshield Rain
Removal
Window Heat
Wing Anti-Ice
Ice Detection
Engine Anti-Ice
Air Data Probe Heat
Anti-Ice Systems
Anti-Ice
The wings and engine inlet cowls
have anti-ice systems that use
bleed air. The ice detection system
automatically operates these
systems during icing conditions.
The flight deck windows, air data
sensors, drain masts, and potable
water lines have electric anti-icing
systems.
17-2
June 2004
Ice and Rain Protection
ANTI-ICE
WING
L
AUTO
OFF
ENGINE
AUTO
ON OFF
R
AUTO
ON OFF
ON
AIMS
Anti-Ice/Lighting Panel (P5)
Systems
ARINC 629
Buses
Right Fuselage
Ice Detector
ACIPS Control
Card – WNG
ACIPS Control
Card – ENG
R Card File
ACIPS Control
Card – ENG
L Card File
Ice Detector
Left Fuselage
Ice Detection System
Ice Detection
The ice detection system has an ice
detector on each side of the forward
fuselage. When ice collects on either
detector, a signal goes to the engine
airfoil and cowl ice protection system
(ACIPS) card.
Also, an EICAS message shows for
these conditions:
•
•
A switch is in the OFF position
and ice is detected
A switch is in the ON position and
no ice is detected.
The engine ACIPS cards share the
information with the wing ACIPS
card. The cards operates the wing
and engine anti-ice systems
automatically when the engine and
wing switches are in auto and the
airplane is in the air.
June 2004
17-3
ANTI-ICE
WING
L
AUTO
OFF
ENGINE
AUTO
ON OFF
ON OFF
ON
OPAS
ADIRU
WOW
AIMS
Anti-Ice/Lighting Panel (P5)
Ice
Detector
(Left)
ACIPS Control
Card - EAI
Engine
Bleed Air
(Left)
ASCPC
ECSMC
WES
R
AUTO
Systems
ARINC 629
Buses
ACIPS Control
Card - WAI
Ice
Detector
ACIPS Control
Card - EAI
Engine
Bleed Air
(Right)
(Right)
WAI Valve
WAI Valve
WAI Pressure Sensor
WAI Pressure Sensor
Perforated Duct
Perforated Duct
Heated Slats
Heated Slats
APU
Bleed Air
Wing Anti-Ice System
Wing Anti-Ice
The wing anti-ice (WAI) system
prevents ice on slats three, four,
five, ten, eleven, and twelve. It uses
air from the pneumatic system.
The ice detection system turns on
the WAI system when all of these
conditions occur:
•
•
•
The airplane is in the air
The selector is in auto
Ice is detected.
The flight crew can also use the
selector to turn the system on in the
air.
17-4
The system has a wing anti-ice
(WAI) valve and a pressure sensor
inside the leading edge of each
wing. The valve regulates pressure.
A spray tube takes the hot air into
the slats. The air goes through
perforations in the tube to heat the
slats. Then it goes overboard
through vents in the bottom of the
slats.
There are no test switches for the
WAI system. The central
maintenance computing system
(CMCS) can do a test of the system
with the airplane on the ground.
June 2004
Ice and Rain Protection
ANTI-ICE
WING
L
AUTO
AUTO
OFF
ON OFF
ENGINE
R
AUTO
ON OFF
ON
AIMS
Anti-Ice/Lighting Panel (P5)
Systems
ARINC 629
Buses
Fan Case
Duct Leak
Detector
(Ref)
Nozzle
Ice
Detector
(Left)
ACIPS Control
Card - EAI
(Left)
Duct Leak
and
Overheat
Detection
System
ACIPS Control
Card - EAI
(Right)
Ice
Detector
(Right)
Nozzle
Fan Case
Duct Leak
Detector
(Ref)
Pressure Sensors
Pressure Sensors
High Stage
Bleed Port
High Stage
Bleed Port
EAI Valve
EAI Valve
EAI Valve Controller
EAI Valve Controller
Engine Anti-Ice System
Engine Anti-Ice
The engine anti-ice (EAI) system
uses air from a dedicated bleed port
on the engine to prevent engine inlet
cowl ice.
The ice detection system turns on the
EAI system when all of these
conditions occur:
•
•
•
The airplane is in the air
The selector is in auto
Ice is detected.
The flight crew can also use the
selector to turn on the system on the
ground or in the air.
June 2004
Hot bleed air flows from the EAI
valve, through a duct, and into the
inside of the engine inlet cowl. The
bleed air leaves the cowl through an
overboard vent on the bottom of the
cowl.
Two pressure sensors are in the EAI
duct for each engine. The sensors
give pressure information to the EAI
ACIPS card to control the valve
position.
There is an overheat detector
adjacent to the EAI duct. When the
detector senses a leak, the duct leak
and overheat detection system
(DLODS) sends a signal to the
applicable ACIPS card. It closes the
EAI valve.
17-5
Center Pitot Probe
Left Pitot Probe
Right Pitot Probe
Left AOA Sensor
Right AOA Sensor
TAT Probe
Engine Inlet Probe
(P&W and R-R only)
ELMS
ELMS
Left
Pitot
ADM
Right
Pitot
ADM
TAT Probe
(Optional)
Engine Inlet Probe
(P&W and R-R only)
Systems
ARINC 629
Buses
Left Engine
ELMS
Electronics
Unit
WOW
ERU
ELMS
Right Engine
Flight Controls
ARINC 629
Buses
ERU
EEC
EEC
PFC
ADIRU
SAARU
ELMS
AIMS
EDIU
EDIU
Air Data Probe Heat System
Air Data Probe Heat
The air data probes have electric
heaters. The air data modules and
the electrical load management
system (ELMS) control the heaters.
These are the conditions on the
ground with an engine on:
•
•
•
Pitot probes are on low heat
AOA sensors are heated
The engine inlet probes on each
operating engine is heated.
The pitot probes have two levels of
heat. The angle of attack (AOA),
total air temperature (TAT), and
engine inlet probes have one level.
These are the conditions during
flight:
On the ground with both engines
off, the heaters do not operate.
•
•
•
•
17-6
Pitot probes are on high heat
AOA sensors are heated
TAT probes are heated
The engine inlet probes are
heated.
June 2004
Ice and Rain Protection
Left
Number 3
Window
Right
Number 1
Window
Number 2
Window
Number 1
Window
Number 2
Window
Number 3
Window
BACKUP
WINDOW HEAT
LEFT
RIGHT
ON
AIMS
Systems
ARINC 629
Buses
OFF
Backup Window Heat Panel
(P61)
Window Heat
Control Unit (2)
WINDOW HEAT
SIDE
L
R
FWD
FWD
ON
ON
ON
ON
SIDE
INOP
INOP
INOP
INOP
Window Heat/Emergency Lights Panel (P5)
Window Heat System
Window Heat
The window heat system prevents
ice and fog on the flight deck
windows.
Electrically resistive material in the
window lamination heats the
windows. The heat layer for the
number two and three windows is
near the inside surface. It is for antifog. The number one window has two
heat layers. The one near the inside
surface is for anti-fog. The one near
the outside surface is for anti-ice.
Two window heat control units
(WHCUs) in the main equipment
center control the system. One
controls the power for the left number
one window and the right number two
and three windows. The other
controls the power for the right
number one window and the left
number two and three windows. A
backup heat circuit in the controllers
June 2004
gives power to the number one
window anti-fog circuit.
The window heat switches are on the
P5 overhead panel. The switches for
the backup window heat system are
on the P61 overhead maintenance
panel. When the window heat
switches are on, the controllers send
power to the number one window
anti-ice layer and the number two
and three window anti-fog layer.
The WHCUs reduce their power
output to the number one windows
during the first four minutes of
operation. This reduces the thermal
stress on the number one windows.
The WHCUs contain an automatic
shutoff circuit to protect the windows
from overheat conditions.
A controller sends power to the
number one window anti-fog layer if
the anti-ice heat fails or if the window
heat switch is off. The backup
window heat switch on the P61 lets
maintenance personnel remove
backup heat power.
17-7
L WIPER
R WIPER
OFF
OFF
INT
LOW
HIGH
OBS
AUDIO
ENT
INT
OFF
LOW
HIGH
Coating
ON
Coating
Right No. 1 Window
Left No. 1 Window
Wiper Assembly
Wiper Assembly
Windowshield Rain Removal System
Windshield Rain Removal
A coating on both number one
windows repels rain. The window
manufacturer applies the coating.
The airplane operator can renew it.
Electrically powered windshield
wipers remove water from the left
and right number one windows.
There is a selector on the P5
overhead panel for each wiper.
17-8
June 2004
Ice and Rain Protection
Water Supply
Line Heat
(Typical)
Gray Water
Drain Mast Heat
Waste Drain Heat
(Typical)
Water Supply Line, Gray Water Drain Mast, and Waste Drain Heat
Water and Waste Heat
Electrical heat sources prevent ice in
the water and waste systems.
These components heat the water
supply lines:
•
•
•
Heater tape
Inline heaters
Heated hoses.
Heaters in the gray water drain masts
give high heat in flight and low heat
on the ground.
Heated gaskets protect the waste
drains. Heater blankets heat the
waste tank drain lines.
June 2004
17-9
Fire Protection
Features
FIRE EXTINGUISHING SYSTEMS
•
Engine Fire and Overheat
Detection
FIRE AND OVERHEAT
DETECTION SYSTEMS
An APU fire on the ground when both
engines are off automatically
discharges the APU fire extinguisher.
•
Engine Turbine Overheat
Detection - Rolls-Royce
•
Engine Fire Extinguishing
•
APU Fire Detection
•
APU Fire Extinguishing
•
Cargo Compartment Smoke
Detection
•
Cargo Compartment Fire
Extinguishing
•
Wheel Well Fire Detection
•
Duct Leak and Overheat
Detection
•
Lavatory Smoke Detection and
Fire Extinguishing
•
LLAR Smoke Detection (-200
ER and -300)
•
LLAR Fire Extinguishing (-200
ER and -300)
Dual loop systems protect these
areas:
•
•
•
•
Engines
APU
Pneumatic ducts
Wheel wells.
Detection circuits monitor these
areas and cause flight deck
indications.
Detectors on the engines monitor
both fire and overheat conditions,
they also supply temperature data to
the airplane conditioning monitoring
system.
Detection systems are automatically
tested. They can also be manually
tested.
Pneumatic and anti-ice system
valves close automatically to isolate
a leaking duct segment.
The cargo fire extinguishing system
uses flow valves to send the fire
extinguishing agent to the forward or
aft compartment. There are no
multiple-bottle discharge outlets.
The fire extinguishing system in the
LLAR sends the fire extinguishing
agent to the common area inside the
module (-200ER and -300).
The ELMS does an automatic squib
test during each flight leg.
SMOKE DETECTION SYSTEMS
Cargo smoke detectors use light
emitting diodes for high reliability.
The smoke detectors can tell the
difference between smoke and other
aerosols.
A smoke detector in the optional
lower lobe attendants rest (LLAR)
operates similar to the cargo smoke
detectors to monitor for smoke in the
module (-200ER and -300).
June 2004
18-1
AIMS
CAUTION
Master Caution
Light (2)
Engine Fire
Detectors
Speaker
(2)
L&R
Systems
ARINC 629
Buses
Loop 1
Loop 2
Fire
Detection
Card – Eng
WARNING
Master Warning
Light (2)
WEU (2)
FUEL CONTROL
R
L
RUN
CUTOFF
P10 Control Stand
FIRE/
OVHT
TEST
ENG BTL ENG BTL
1 DISCH 2 DISCH
DISCH
2
1
P5 Cargo Fire/
Engine Control
Panel
L
E
F
T
DISCH
2
1
R
I
G
H
T
P8 Engine Fire Panel
Engine Fire and Overheat Protection
Engine Fire And Overheat
Detection
These are the engine overheat
indications:
Each engine has three fire
detectors in a dual loop system.
The detectors monitor the engine
for fire and overheat conditions.
They also supply nacelle
temperature data to the airplane
condition monitoring system.
Detector signals go to a fire
detection card. The card sends
signals for flight deck indications.
•
•
•
These are the engine fire
indications:
There are also periodic automatic
tests. There are no indications from
these tests unless there are faults.
•
•
•
•
•
EICAS caution message
Master caution lights
Caution aural.
You use the fire/overheat test
switch on the P5 to manually test
the system. The test includes the
engine fire indications. Test results
show on the primary display
system.
EICAS warning message
Fire warning aural
Master warning lights
Fuel control switch fire warning
light
Engine fire warning light.
18-2
June 2004
Fire Protection
IP Turbine
Fire
Detection
Card –
Engine
Engine Turbine Ovht
Thermocouple – Front
To Engine Fire
Warning Circuits
AIMS
Engine Turbine Ovht
Thermocouple – Rear
EDIU
Electronic Engine Controller
L & R Systems
ARINC 629 Buses
Engine Turbine Overheat Protection — Rolls-Royce
Engine Turbine Overheat
Detection - Rolls-Royce
The engine turbine overheat
detection system monitors the
temperature of the cooling air at the
front and rear of the intermediate
pressure (IP) turbine. Engine fire
warnings occur in the flight deck if the
front or rear temperature is more
than limits.
Two thermocouples give IP cooling
air temperature information to the
electronic engine controller (EEC).
The EEC makes an analysis of the
temperature information. If the EEC
finds an overheat condition, it sends
a signal to the engine fire detection
card. The fire detection card turns on
the engine fire warning indications in
the flight deck.
June 2004
BITE does a check of the condition of
the system. Status and maintenance
messages give information about
system failures. The fire detection
card monitors its interface with the
EEC for failures and sends
information about the failure to the
AIMS. The EEC monitors the
thermocouple circuits for failures.
The EEC sends information about
the failure through the engine data
interface unit (EDIU) to the AIMS.
The FIRE/OVHT TEST switch in the
flight deck does not do a test of this
system.
18-3
Engine Bottle
Discharge Lights
Engine Fire
Switches
Engine Fire
Extinguishing
Bottles
Bottle 1
Engine Fire Switches (P8)
Squibs
Left Engine
Right Engine
To Discharge
Nozzles
Bottle 2
Check Valve
Pressure
Switch
Discharge
Manifold
Engine Fire Extinguishing
Engine Fire Extinguishing
The two engine fire extinguishing
bottles are in the forward cargo
compartment. They are aft of the
cargo compartment door and
outboard of the liner. They contain
Halon. Each bottle has two
discharge squibs. The squib is an
electrically operated explosive
device which breaks the seal on the
discharge port. Pipes connect both
bottles to discharge nozzles in each
engine compartment.
18-4
These things happen when you pull
a fire switch:
•
•
•
•
•
•
The squib arms
Fuel supply to the engine stops
Engine generators electrically
disconnect
Hydraulic fluid supply to the
engine-driven pump stops
Engine bleed air valves close
Engine thrust reverser is
deactivated.
When you turn a fire switch, the
squib on one bottle fires and breaks
the bottle seal. Halon discharges
and flows to the selected engine.
When you turn the switch in the
other direction, the other bottle
discharges to the same engine.
Discharge lights and the primary
display system give indications of
fire bottle discharge.
The ELMS does an automatic squib
test during each flight leg. You can
also use the MAT to do a squib test.
Status messages show inoperative
squib circuits.
June 2004
Fire Protection
Fire Detectors
Fire Extinguishing
Bottle
APU Compartment
P40 Service and APU
Shutdown Panel
APU BTL
DISCH
CARGO FIRE
FWD ARM
ARMED
FWD
AFT
DISCH
A
P
U
AFT
ARMED
FIRE/
OVHT
TEST
DISCH
DISCH
Cargo Fire/Engine Control Panel (P5)
APU Fire Detection and Extinguishing System
APU Fire Detection
There are three, dual loop fire
detectors in the APU compartment.
These are the flight deck
indications:
•
•
•
•
•
APU shut down
Master warning lights
Fire warning aural
EICAS warning message
APU fire warning light.
These are the P40 service and APU
shutdown panel indications:
•
•
Red APU fire warning light
Fire warning horn.
You use the fire/overheat test
switch on the P5 to do a manual test
of the system. The test includes the
APU fire indications. Test results
show on the primary display
system.
June 2004
There are also periodic automatic
tests. There are no indications from
these tests unless there are faults.
APU Fire Extinguishing
•
•
•
The APU fuel shutoff valve
closes
The APU air shutoff valve
closes
The fire warning horn stops.
The APU fire extinguishing bottle is
on the forward side of the APU
compartment firewall. It contains
Halon.
When you turn the APU fire switch
on the P5 or push the bottle
discharge switch on the P40 panel,
the squib fires. Halon flows into the
APU compartment.
The system has automatic and
manual bottle discharge. Automatic
discharge occurs when:
These are the discharge
indications:
•
•
•
The airplane is on the ground
The engines are off
An APU fire is detected.
These things occur when you pull the
APU fire switch (P5) or push the APU
shutdown switch (P40):
•
•
The bottle squib arms
The APU generator electrically
disconnects
•
•
•
Discharge light on the cargo
fire/engine control panel
Primary display system
messages
Discharge light on the P40.
The ELMS does an automatic squib
test during each flight leg. You can
also use the MAT to do a squib test.
Status messages show inoperative
squib circuits.
18-5
AIMS
Speaker
LLAR Smoke Detector
(Optional)
WARNING
Master Warning
Lights
Warning Electronic Unit
Aft Cargo Smoke Detector
CARGO FIRE
OPAS
FWD
ARINC 629
Systems Buses
ARM
AFT
ARMED
ARMED
FWD
AFT
DISCH
FIRE/
OVHT
TEST
Fwd Cargo Smoke Detector
Equipment
Cooling
System
Systems Card File
(P84/P85)
DISCH
Cargo Fire/Engine Control Panel (P5)
MEC Cooling Smoke Detector
Cargo Compartment Smoke Detection
Cargo Compartment Smoke
Detection
These components make up the
cargo smoke detection system:
The cargo smoke detection system
(CSDS) monitors air in these areas
for smoke:
•
•
•
•
Forward cargo compartment
Aft cargo compartment
Bulk cargo compartment.
The forward cargo compartment
smoke detector processes signals
from the main equipment center
(MEC) cooling smoke detector.
The aft cargo compartment smoke
detector processes signals from the
smoke detector in the optional LLAR
(-200ER and -300).
18-6
•
•
Light emitting diode smoke
detectors
Smoke detector fans
Air sampling ducts.
The smoke detector fans bring air
from the cargo compartments
through the sampling ducts and into
the smoke detectors. The smoke
detectors analyze the air for smoke.
Cargo compartment smoke detection
signals go to the ASG cards in the
system card files. It sends signals to:
•
•
•
OPAS
WES
AIMS.
These are the indications:
•
•
•
•
EICAS warning message
Fire warning aural
Master warning lights
Fwd or aft cargo fire warning
light.
You use the fire/overheat test switch
on the P5 to manually test the
system. The test includes the cargo
compartment fire indications. Test
results show on the primary display
system.
There are also periodic automatic
tests. There are no indications from
these tests unless there are system
faults.
June 2004
Fire Protection
CARGO FIRE
APU BTL
DISCH
FWD
ARM
AFT
ARMED
ARMED
FWD
AFT
DISCH
A
P
U
Pressure
Switches
FIRE/
OVHT
TEST
DISCH
DISCH
Cargo Fire/Engine Control Panel (P5)
Fwd Cargo
Compartment
Fwd Flow
Valve
Aft Flow
Valve
Aft and Bulk Cargo
Compartments
Dump Bottles (2)
(Larger capacity
on 777-300)
Metered Bottles (3)
R
Discharge
Squib (5)
Filter/
Regulator
Cargo Compartment Fire Extinguishing System
Cargo Compartment Fire
Extinguishing System
The cargo compartment fire
extinguishing bottles are in the
forward cargo compartment. They
are aft of the cargo compartment
door and outboard of the liner. The
bottles are filled with Halon and
pressurized with nitrogen. Tubes and
flow valves connect the bottles to the
forward, aft and bulk cargo
compartments.
Each bottle has one discharge squib.
Each flow valve has two squibs. The
squib is an electrically-operated
explosive device which breaks a seal
in the bottle and in the flow valve.
Halon flows from the bottle through
the flow valve to the selected cargo
compartment.
Push the forward or aft cargo fire arm
switch to arm the system. Push the
discharge switch to:
The filter/regulator causes the
metered bottles to discharge slowly
for long-term fire suppression.
•
•
It takes 180 minutes for all three
bottles to completely discharge (240
minutes is an option).
•
This is how the metered bottles
discharge:
•
•
•
The cargo fire/engine control panel
has forward and aft cargo fire arm
switches and a discharge switch.
June 2004
Open the flow valve
Release halon from the dump
bottles
Start a timer in ELMS for the
discharge of the metered bottles.
If the airplane is on the ground
when the discharge switch is set,
one metered bottle will discharge
20 minutes after the dump
bottles.
If the airplane is in the air but
lands less than 20 minutes after
the switch is set, one metered
bottle will discharge at landing.
If the airplane is in the air 20
minutes after the switch is set, all
of the metered bottles will
discharge.
A pressure switch in the discharge
line turns on the light in the discharge
switch. A pressure switch in each
bottle shows bottle discharge on the
primary display system. The primary
display system also shows the
condition of the squibs.
The ELMS does an automatic squib
test during each flight leg. You can
also use the MAT to do a squib test.
Status messages show inoperative
squib circuits.
18-7
Duct Leak and
Overheat Detectors
Wheel Well
Fire Detector
Wheel Well, Duct Leak, and Overheat Detection Systems
Wheel Well Fire Detection
Duct Leak and Overheat Detection
Dual loop fire detectors monitor the
main wheel wells for brake and tire
fires. There is a detector in each
wheel well. These are the fire
indications:
The duct leak and overheat detection
system (DLODS) is a dual loop
system. The detectors parallel the
high pressure ducts. These are the
detectors:
•
•
•
•
EICAS warning message
Master warning lights
Fire warning aural.
You use the fire/overheat test switch
on the P5 to do a manual test of the
system. The test includes the wheel
well fire indications. Test results
show on the primary display system.
There are also periodic automatic
tests. There are no indications from
these tests unless there are system
faults.
18-10
•
•
Two detectors in each engine
strut
Five detectors on the wing ducts
Twelve detectors on the body
ducts.
Lavatory Smoke Detection and
Fire Extinguishing
Each lavatory has a smoke detector.
Visual and aural indications occur in
the lavatory and at attendant
stations.
A Halon fire extinguisher is in the sink
cabinet of each lavatory. Heat from a
waste compartment fire causes the
extinguisher to discharge.
Some duct leaks are automatically
isolated. A fan case overheat causes
the engine anti-ice valve to close.
Strut, wing, or body duct leaks cause
pneumatic system valves to close.
There is continuous monitoring of the
system. The fire/overheat test switch
on the P5 does not test the system.
June 2004
Cabin Systems
Features
LAVATORIES
PASSENGER COMPARTMENT
EQUIPMENT AND FURNISHINGS
The ability to change the
configuration of the vacuum waste
system gives more cabin interior
flexibility. The vacuum toilets reduce
odors and improve resistance to
structural corrosion.
The passenger compartment
equipment and furnishings give
comfort, convenience, and safety to
the passengers and crew.
DOORS
Interior design and flexibility let the
airline select and rearrange the
configuration to meet their needs.
LOWER LOBE ATTENDANTS
REST
An optional lower lobe attendants
rest (LLAR) is in the forward end of
the aft cargo compartment. The
LLAR contains equipment and
furnishings for attendants. There is
an entrance enclosure in the
passenger compartment for access
to the LLAR (-200ER and -300).
Passenger entry door openings are
wide enough for two people.
A large cargo door is standard on the
forward cargo compartment and
optional on the aft.
The large door permits the loading of
pallet size cargo.
•
Passenger Compartment
Equipment and Furnishings
•
Lower Lobe Attendants Rest
•
Overhead Flight Crew and
Attendant Rest
•
Overhead Stowage Bins
•
Flight Crew Oxygen
•
Passenger Oxygen
•
Potable and Gray Water
•
Lavatory Waste System
•
Doors
•
Windows
OVERHEAD FLIGHT CREW AND
ATTENDANT REST
An optional overhead flight crew and
attendants rest are in the overhead of
the main cabin. The crew rests
contain equipment and furnishings
for the flight crews and attendants.
OXYGEN SYSTEMS
The flight deck crew gets oxygen
from cylinder(s).
All passenger seats, attendant seats,
and lavatories get oxygen from
chemical generators.
Passenger oxygen from cylinders is
an option.
POTABLE WATER
There are two potable water storage
tanks on the 777-200. There are
three tanks on the 777-200ER and
the 777-300. Each tank has a
capacity of 109 gallons.
June 2004
19-1
Galley Flexibility Zone (-300)
Galley Flexibility Zone (-200)
Lavatory Flexibility Zone (-300)
Lavatory Flexibility Zone (-200)
Interior Flexibility
Passenger Compartment
Equipment and Furnishings
These functions also have flexibility
zones:
INTERIOR CONFIGURATION
•
•
•
•
•
•
•
•
•
The airline specifies the airplane
interior configuration.
INTERIOR FLEXIBILITY
Interior flexibility zones are the
areas in the airplane for the location
of movable lavatories and galleys.
The airline can move the lavatories
and galleys to any position within
these areas. Additional
connections for plumbing, wiring,
and air ducts are already installed.
Stowage bins
Closet
Class dividers/partitions
LCD monitors
Projection screens
Video projectors
Passenger service units
Passenger entertainment
Purser stations.
The flexibility allows for changes in
passenger loads and route
structures.
19-2
June 2004
Cabin Systems
FWD
FWD
FWD
777-300 Overhead Flight Crew and Attendant Rest
777-300 Overhead Flight Crew
and Attendant Rest
and climb the stairs to the seat area.
The bunks are aft of the seats.
OVERHEAD FLIGHT CREW REST
OVERHEAD FLIGHT ATTENDANT
REST
The overhead flight crew rest
(OFCR) contains two seats and two
bunks for two crew members and a
storage compartment for their
belongings. The OFCR module has
these functions:
•
•
•
•
•
•
•
•
Ventilation and heating
Fire detection
Aural and visual fire/smoke
indication
Cabin interphone
Passenger address
Lighting
Attendant call
Supplemental oxygen.
Access to the overhead flight crew
rest (OFCR) module is in the main
cabin area by door 1 left. You must
open the entrance enclosure door
June 2004
the stairs into the common area. The
bunks are forward of the common
area.
The overhead flight attendant rest
(OFAR) contains a common area
and four modules with two bunks in
each module and two storage areas
for attendant belongings. The OFAR
module has these functions:
•
•
•
•
•
•
•
•
Ventilation and heating
Fire detection
Aural and visual fire/smoke
indication
Cabin interphone
Passenger address
Lighting
Attendant call
Supplemental oxygen.
Access to the flight attendant rest
module is in the main cabin area by
door 5 left side. You must open the
entrance enclosure door and go up
19-5
First Class Seats
Economy Class Seats
Overhead Stowage Bins
Overhead Stowage Bins
There are overhead stowage bins
for carry-on items. They are above
the outboard and center seats.
The center stowage bins move
downward for easier use by the
passengers. In higher density
seating areas, they also move
outboard toward the aisle.
19-6
June 2004
Cabin Systems
AIMS
Transducer
Fill Panel
(Optional)
Pressure
Regulators
Indicator
Relief
Valve
Oxygen Cylinder
Crew Masks
Shutoff
Valve
Thermal Relief
(Overboard Discharge)
Mask
Pressure
Regulator
Bleed
Valve
Regulator
ELMS
Mask in Storage
Flight Crew Oxygen System
Flight Crew Oxygen System
A high pressure oxygen cylinder
supplies oxygen to the fight crew.
The cylinder is on the left side of the
main equipment center.
A pressure regulator on the oxygen
cylinder decreases the pressure to
the flight deck to 60 to 85 psig. A
second pressure regulator on the
crew mask also makes sure the
pressure is not more than 60 to 85
psig.
CONTROL AND INDICATIONS
There is a pressure gage on the
cylinder. There is a pressure
transducer on the supply line that
goes to the flight deck. The pressure
transducer sends a signal to the
optional fill panel and to the AIMS for
the primary display system.
June 2004
The bleed valve opens for 15
seconds when the first engine starts.
If the cylinder shutoff valve is not
open, oxygen does not pressurize
the supply line. The flight crew will
see the low pressure on the status
display.
The user holds the control and puts
on the mask with the harness
inflated. The user releases the lever
and the harness deflates. Elastic in
the harness holds the mask to the
users face.
REGULATOR CONTROLS
CREW OXYGEN MASK STOWAGE
The oxygen mask and regulator are
in a stowage box at each crew
position. A valve in the box controls
the oxygen flow to the mask. The box
door opens the valve when the door
is opened. You use a reset control on
the box to close the valve after you
close the door.
Oxygen flows into the mask when the
user breathes. Controls on the mask
lets the user set the oxygen to normal
(diluted oxygen on demand), 100
percent (100 percent oxygen on
demand), or emergency flow
(continuous oxygen). The flow
indicator on the stowage box shows
the flow to the mask.
PNEUMATIC HARNESS
A pneumatic harness holds the mask
to the user’s face. A lever on the
mask controls the inflation of the
mask harness.
19-7
Cabin Systems
THERAPEUTIC
OXYGEN
RESET NORM ON
Therapeutic Oxygen Panel (P5)
Cylinders
Thermal
Compensator
Pressure Transducer
Pressure Regulator
From
Additional
Cylinders
EMER
LIGHTS
OFF
SERV
INTPH
PASS
OXYGEN
OFF
ARMED
ON
From
Additional
Cylinders
ON
ON
Window Heat/Emergency Lights Panel (P5)
Pressure
Gage
Overboard
Discharge
Port
From Service
Panel (Optional)
Shutoff
Valve
Check
Valve
Medium
Pressure
Manifold
PSU Oxygen
Module (Typical)
Bleed Valve
(Typical)
Flow
Control
Unit
Flow
Control
Unit
Therapeutic Oxygen
Connection
Vent Valve
To Other
Oxygen Modules
Gaseous Oxygen System (Optional)
Gaseous Oxygen System
(Optional)
Gas cylinders supply oxygen in the
optional system. The cylinders are
on the right side of the aft cargo
compartment.
There can be as many as 23
cylinders. The airline selects the
number of cylinders (-200).
A pressure regulator on the oxygen
cylinders keep the pressure to the
flow control unit at 600 - 700 psi.
INDICATIONS
These things happen by a switch on
the P5 overhead panel or if the
cabin altitude is 13,500 feet or
more:
•
•
There can be as many as 25
cylinders. The airline selects the
number of cylinders (-200ER and 300).
Cylinder pressure and gage
transducers measure the cylinder
pressures. The transducer sends a
signal to the voltage averaging unit
(VAU). The VAU sends a signal to
the fill panel gage (optional) and to
the primary display system.
June 2004
connects a mask to the fitting for a
passengers use.
A light on the switch and on an
EICAS message show when the
masks are released.
Starts flow through both flow
control units to the PSUs
Releases the masks from the
PSU.
Each mask has a shutoff valve (not
shown) in the PSU. When a
passenger or attendant pulls on a
mask, it opens the valve for that
mask.
There is an option for therapeutic
oxygen mask fittings on the
outboard PSUs. The therapeutic
oxygen switch on the P5 starts flow
through one flow control unit to the
PSUs but does not cause the
masks to drop. An attendant
19-9
Isolation
Valve
Isolation/
Drain Valve
Lavatory
Water
Supply
Shutoff
Valve
LAV
(TYP)
GALLEY
(TYP)
LAV
(TYP)
DOOR
2
GALLEY
(TYP)
DOOR
3
LAV
(TYP)
LAV
(TYP)
DOOR
4
LAV
(TYP)
GALLEY
(TYP)
Fill
Overflow
Valve
Water Tank
Pressurization
(Ref)
Distribution
Drain
Shutoff
Valve
Gray Water Drain
Restrictor Valve
(2) (Ref)
Overhead
Distribution
Line
P
M
P
M
Forward
System
Drain
Valve
Left
Water
Tank
1
Aft
System
Drain
Valve
T
T
Water
Quantity
Transmitter
(3) (Ref)
T
Right
Water
Tank
Center
Water Tank
Q
1
Additional Water Tank
on -200ER & -300
Forward System
Drain Panel
Drain Mast
(Ref)
Aft Potable
Water Service Panel
Tank Fill
Valve Handle
Tank Drain Valve
Potable and Gray Water Systems
Potable Water System
There are two potable water tanks aft
of the bulk cargo compartment. The
usable quantity of each tank is 109
gallons (413 liters).
There is an additional water tank aft
of the bulk cargo compartment. It can
also contain 109 gallons (-200ER
and -300).
Air pressure inside the tanks pushes
the potable water through the
distribution system to the lavatories
and galleys. The pressure comes
from the pneumatic system or a
compressor. A pressure switch on
the tank starts the compressor when
tank pressure is low. The
compressor does not operate when
you open the fill overflow valve.
19-10
The tank quantity sensors and
transmitters give information to:
•
•
•
The cabin services system
Service panel gages
Optional quantity preselect
systems (not shown).
The standard system configuration
has an aft potable water service
panel and a forward potable water
system drain panel. The aft service
panel is below the aft end of the aft
cargo compartment. The drain panel
is forward of and below the right
wing.
You use the aft panel to fill. You can
use the gage to monitor the quantity,
or fill the tanks until water comes out
of the tank overflow and drain.You
use both the forward and aft panels
to drain the system.
There is a quantity preselect option
(not shown). The controls and fill
connections can be on a dedicated
forward potable water service panel
below the number one left passenger
door, or on the aft potable water
service panel. You use a switch to
select the quantity. The fill valves
open. They close when the selected
quantity is in the tanks.
Gray Water System
The gray water system drains water
from the galley and lavatory sinks
through two drain masts on the
bottom of the fuselage. There are
restrictor valves in the system to
reduce air noise. Water pressure in
the lines opens the valves. They are
fail safe to the open position and are
open on the ground.
June 2004
Cabin Systems
Flush Control Unit
Flush Switch
Toilet
CSS
Potable
Water
Bypass Check Valve
Vacuum Blower
Logic Control
Module
Barometric Switch
Water Separator
Point Level Sensors
Waste Tank
Continuous Level Sensor
Legend:
Electrical
Tank Drain Valve
Flush Valve
Tank Drain
Connection
Tank Flush
Connection
Rinse Valve
Lavatory Waste System
Lavatory Waste System
Each lavatory has a vacuum toilet.
Three waste tanks outboard of the
left wall of the bulk cargo
compartment hold the waste. The
total waste capacity is 189 gallons for
the 777-200 and -200ER. The total
waste capacity is 229 gallons for the
777-300. The waste tank service
panel is on the bottom aft fuselage.
Waste lines connect the lavatories to
the waste tanks. Each tank gets
waste from a specified group of
lavatories.
A vacuum in the tank pulls the waste
from the toilet into the tank. Below
16,000 feet, a vacuum blower
causes the vacuum. Above 16,000
feet, the ambient atmosphere causes
the vacuum.
Each toilet has a flush switch that
connects to a flush control unit
(FCU). When a person pushes the
flush switch, the FCU starts the flush
cycle. During the flush cycle:
•
•
The waste moves from the toilet
into the waste tank
Potable water flushes the toilet.
There are two tank full sensors and a
logic control module (LCM) for each
tank. If a tank is full, the LCM:
•
•
Prevents operation of the
lavatories that connect to that
tank
Shows a tank full message on
the CSS.
There is a continuous level sensor
and two point level sensors on each
tank. Sensor information goes to an
LCM on each tank. Continuous level
sensor information shows on the
CSS. The point level sensor
information is used to stop toilet
operation when a tank is full.
The waste tank service panel has
one drain connection. It has a drain
handle and a rinse connection for
each of the three tanks. This lets the
ground crew do servicing of each
tank independently from the other
tanks.
There are two vacuum blowers. One
is for the forward tank, and the other
is for the mid and aft tanks.
June 2004
19-11
MAIN
MENU
PREVIOUS
MENU
LAVATORY/WASTE TANK STATUS
LAVATORIES
FWD DR 1L VACANT
AFT DR 1R OCCUPIED
FWD DR 2L VACANT
FWD DR 3R INOP
WASTE TANK 1
E 1/8
1/4
E 1/8
1/4
E 1/8
1/4
LAVATORIES
CSS Control
Panel
FWD DR 1R OCCUPIED
AFT DR 2R VACANT
DR 3 CTR L VACANT
FWD DR 4R VACANT
MAIN
MENU
PREVIOUS
MENU
E
1/8
1/2
5/8
3/4
7/8
F
7/8
F
7/8
F
WASTE TANK 2
LAVATORIES
DR 3 CTR R INOP
FWD DR 4L INOP
AFT DR 4L INOP
DR 4 CTR INOP
3/8
3/8
1/2
5/8
3/4
WASTE TANK 3
3/8
1/2
5/8
3/4
POTABLE WATER STATUS
1/4
3/8
1/2
5/8
3/4
7/8
82
GALLONS REMAINING
65
GALLONS REQUIRED FOR TAKEOFF
F
CSS Waste System Page
CSS Potable Water System Page
Water and Waste Systems Display
Water and Waste Systems
Displays
The potable water system and the
lavatory waste system each have a
CSS page. The potable water
system page shows the quantity of
potable water in both tanks.
The lavatory waste system page
shows the waste level in each waste
tank. It also shows which lavatories:
•
•
•
Are in use
Are not in use
Have been locked by an
attendant because they are
inoperative.
19-12
June 2004
Cabin Systems
Equipment Center
Access Doors
Cargo Door (3)
Fueling Control
Panel (Optional)
Passenger
Entry Door
1
Nose Landing
Gear Door
Environmental Control
System (ECS) Low Pressure
Connection Access Door (2)
External Ground
Power Supply Door
Forward Potable Water
System Drain Panel Door
ECS High Pressure
Connection Access Door
ECS Access Door (2)
Hydraulic
Service
Door
Auxiliary Power
Unit (APU)
Access Doors
Potable Water
Service Panel
Door
Main Landing
Gear Door (2)
Fueling Control
Panel
Forward Potable
Water Service
Panel (Optional)
ADP Filter
Access Door
ADP Pressure
Relief Door
1
Air-Driven Pump (ADP)
Exhaust Access Door
8 on -200, 10 on -300
Control Bay
Access Door
Service
Access Door
Waste Tank Service
Access Door
Doors
Doors
Doors give access to these areas:
•
•
•
•
Passenger and flight
compartments
Cargo compartments
Equipment centers
Service areas.
June 2004
19-13
Mode Select Lever
Mode Select
Mechanism
Window
Vent Door
Mechanism
Door Hinge
Programming
Chain Mechanism
Hold-Open
Mechanism
EPAS Reservoir
EPAS Battery
Hold Open
Release Handle
Slide Pack (With
Stored Gas Bottle
and Pressure Gauge)
Interior Door
Handle
FWD
Girt Bar
Mechanism (2)
Internal View of
Door Mechanisms
Passenger and Service Entry Doors
Entry Doors
There are four passenger entry
doors on each side of the airplane
(-200).
There are five passenger entry doors
on each side of the airplane (-300).
The overwing doors are for
emergency use only.
The door openings have sufficient
width to let two people go through the
door at the same time.
The doors are plug type that open
outward. There are stops on the door
and on the door frame. The door
stops put the pressurization load on
the frame stops.
19-14
All of the doors operate manually
from inside and outside of the
airplane. A single hinge arm attaches
the middle of the door to the door
frame. The mechanism that connects
the door to the hinge permits this
door movement:
•
•
Move up and down
Turn in relation to the hinge arm.
As the door opens, it first moves up
so the door stops can move over the
frame stops. The door then moves
outward and forward. The
programming mechanism chain
keeps the inboard side of the door
toward the airplane. The door does
not turn in relation to the airplane.
The inboard side of the door always
faces inboard.
A hold-open mechanism holds the
door in the open position.
The mode select lever lets the cabin
attendants arm the emergency
power assist system (EPAS) and the
escape slides. The EPAS uses
compressed gas from a reservoir to
help open the doors in an
emergency. The gas goes from the
reservoir to an actuator (not shown).
The actuator connects to the
programming chain. It uses the chain
to open the door.
Each door has a flight lock assembly
that locks the door when airspeed is
more than 80 knots.
June 2004
Cabin Systems
Emergency Escape System (-200)
Emergency Escape System
There is an escape slide/raft at each
passenger entry door. A bustle
covers each slide/raft.
Each slide/raft has two passenger
lanes. Lights on the end of the slides
come on when the slides are inflated.
They are safe for use in winds up to
25 knots, and with the collapse of
one or more of the landing gear.
As the door opens, the slide/raft
releases from the door. This starts
the slide/raft inflation sequence.
When you use the external door
handle, the EPAS and escape slide
automatically disarm.
The mode select lever on the door
lets the cabin attendants arm the
emergency power assist system
(EPAS) and the escape slides. The
EPAS opens the door when it is
armed and you move the interior
door handle to the open position.
June 2004
19-15
Over-Wing Door
Slide Compartment
Off-Wing Slide
Off-Wing Escape System (777-300)
Off-Wing Escape System
The off-wing escape system lets
passengers and crew get off the wing
after they go out of the airplane
through the number three passenger
entry (over-wing) door.
There is an off-wing slide for each
wing. The slide is stowed in a
compartment aft of the wing in the
wing-to-body fairing. The inflation
bottle is in a compartment in the
wing-to-body fairing below the wing.
Operation of the over-wing door is
the same as the other passenger
entry doors. The off-wing slide
inflates when you open the door in
the armed mode.
19-16
June 2004
Cabin Systems and Lighting
Door
28V DC
L BUS
Chime
Module
Deadbolt
Handles And
Door Lock
Handle
(RED)
(AMBER)
(GREEN)
Pressure Sensor
Strike Assembly
(In Door Post)
Strike Assembly
FWD
Flight Compartment
(Looking Aft)
NORM/OFF
Switch
Keypad
FLT DECK DOOR
Door
Chime Module Program Mode
- Programs Access Code for Keypad
- Programs Time Delays
AUTO
UNLKD
LOCK
FAIL
AUTO
UNLK
DENY
w
w
Chime
Module
Keypad
Control Panel (P8)
Deadbolt
Key Lock
And Door
Handle
Lock Pin
Strike
(Catch Position)
Door Post
Door Lock Bolt
(Connects to Forward
Door Lock Handle Only)
Decompression
Panel (2)
FWD
Chime Module Operational Mode
- Controls Strike Assembly
- Controls Indications
Door
Door Post Area
(Top View)
Passenger Compartment
(Looking Forward)
FWD
Flight Compartment Door
Flight Compartment Door
The flight compartment door divides
the flight compartment from the
passenger cabin. The door and the
structure around the door gives
ballistic and intruder protection to the
flight compartment. The door opens
forward into the flight compartment.
The mechanical part of the door has
these main components:
•
•
•
Decompression panel (2)
Door lock assembly
Deadbolt assembly.
The decompression panels open aft
if the passenger cabin has a loss of
pressurization.
The door lock assembly has one
handle on the flight compartment
side of the door that operates the
door lock bolt. The handle on the
passenger side of the door lets you
June 2004
move the door but does not connect
to the door lock bolt.
The deadbolt assembly has handles
on the forward side of the door and a
key lock on the aft side of the door.
The handles let you extend or retract
a deadbolt and let you enable or
disable key operation.
The electrical part of the flight
compartment door is the flight deck
access system (FDAS). This system
has these components:
•
•
•
•
•
Chime module
Door strike assembly
Pressure sensor
Control panel
Keypad.
The chime module is a computer that
controls the system. It controls the
strike assembly and system
indications. It also lets you set the
access code and system time
delays.
The strike assembly has a solenoid
that extends or retracts a pin to lock
or release the strike.
The pressure sensor finds a loss of
pressurization in the flight
compartment. If there is a loss of
pressurization, the sensor opens the
circuit to the solenoid in the strike
assembly. This releases the strike
and lets the door open to make the
pressure equal.
The pilots can control the strike
assembly with a switch on the control
panel. Lights on the control panel
show system status.
A keypad lets authorized people go
into the flight compartment after they
put in the correct access code.
Power to lock the strike comes from
28v dc left bus. If power is lost, the
door strike releases. This safety
feature releases the door strike in an
emergency.
19-17
Bulk Cargo Door
Small Cargo Door
Large Cargo Door
Cargo Doors
Cargo Doors
SMALL CARGO DOOR
LARGE CARGO DOOR
BULK CARGO DOOR
The small cargo door is standard on
the aft cargo compartment. The door
opening lets you load cargo in
containers and one-half size pallets.
The large cargo door is standard on
the forward cargo compartment, and
optional on the aft. The size of the
door opening is sufficient for cargo
on pallets.
The bulk cargo door opening lets you
load items that are not in containers
or on pallets.
The door is a plug type that opens
inward and upward. Two hinge arms
attach the top of the door to the
airplane. There are exterior and
interior handles. The door operates
manually. A counterbalance helps
you open the door.
The door opens outward. Two hinge
arms attach the top of the door to the
airplane. Electric actuators open and
close the door.
The door is a plug type. There are
stops on the door and door frame. As
the door closes, it lowers to a position
where the door stops are inboard of
the frame stops. When the airplane is
pressurized, the door stops put the
pressurization load on the frame
stops. This holds the door closed.
A continuous hinge along the top of
the door attaches it to the airplane.
The door opens outward.
The door is not a plug type door.
Latches and locks hold the door
closed. Electric actuators lock and
unlock, and open and close the door.
There are control panels inside and
outside of the compartment.
There are control panels inside and
outside of the compartment.
19-18
June 2004
Cabin Systems
FWD ACCESS
FWD ACCESS
E/E ACCESS
ENTRY 1L
M
E/E ACCESS
ENTRY 1R
ENTRY 1L
FWD CARGO
ENTRY 2L
M
ENTRY 2R
ENTRY 2L
ENTRY 3L
ENTRY 3L
A
A
ENTRY 4L
ENTRY 3R
AFT CARGO
A
A
777-200
ENTRY 2R
ENTRY 3R
ENTRY 4R
AFT CARGO
BULK CARGO
ENTRY 4L
ENTRY 1R
FWD CARGO
BULK CARGO
ENTRY 5L
ENTRY 4R
ENTRY 5R
777-300
Door Synoptic Display
Door Synoptic Display
The door synoptic display shows the
doors. An amber box shows an open
door. The box goes away when the
door is closed.
There is an option to show if a door is
in the manual (disarmed) or
automatic (armed) mode. The
symbol M identifies a door in the
manual mode. The symbol A
identifies a door in the automatic
mode.
June 2004
19-19
Door-Mounted
Flight Deck Windows 1
Windows
1
Passenger
Compartment
Windows
Overwing Passenger Entry Door on -300 Not Shown.
Windows
Windows
The flight deck has three windows on
each side. Number one window is in
the front. Number three window is in
the back. The number two window
opens from inside the flight deck.
There is a window in each passenger
entry door.
Passenger compartment windows
are along both sides of the
passenger compartment.
19-20
June 2004
Lights
Features
SERVICE AND CARGO LIGHTS
•
Flight Deck Lights
FLIGHT DECK LIGHTING
•
Flight Deck Light Controls
Panel lights give light to the
instruments for the flight crew. Each
flight crew position has a map light,
chart light, and a work table light.
Dome lights are in the ceiling of the
flight deck.
There are lights in all of the service
and cargo compartments for the
ground crew. Cargo loading lights
give light during cargo loading.The
cargo loading lights are on the
outside of the fuselage and on the
inside of the forward, aft, and bulk
cargo doors.
•
Exterior Lights
•
Exterior Light Controls
•
Lighting Control Displays
•
Service and Cargo Lights
EXTERIOR LIGHTS
EMERGENCY LIGHTS
•
Emergency Lights
Landing lights on the wings and nose
landing gear show the runway to the
flight crew. Anti-collision lights and
position lights show the airplane to
the flight crews in other airplanes.
Logo lights on the horizontal
stabilizers give light to the airline logo
on the vertical stabilizer.
Emergency lights show the
emergency escape routing to the
passengers and crew.
CABIN LIGHTING
The cabin services system (CSS)
controls the passenger cabin
lighting.
June 2004
20-1
Observer Map Lights
Dome Light
Dome Light
First Officer Chart Light
Center Aisle
Stand Flood Light
Captain Chart Light
First Officer Work
Table Light
Flight Crew
Map Lights
Captain Work
Table Light
Glareshield and Forward
Instrument Panel Floodlights
Floor Lights
Glareshield and Forward
Instrument Panel Floodlights
Flight Deck Lights
Flight Deck Lights
The flight deck has these lights:
•
•
•
•
•
•
•
•
Integral panel lights for all of the
instrument and circuit breaker
panels
Flood lights for all of the panels
except the overhead panel
Dome lights
Map lights for the flight crew
and observers
Chart lights for the captain and
first officer
Work table lights for the captain
and first officer
Floor lights
Utility lights for the observers.
20-2
June 2004
Lights
PASS SIGNS
SEAT BELTS
AUTO
ON
NO SMOKING
AUTO
OFF
ON
OVHD/
CB
OFF
MASTER
BRIGHT
STORM
DOME
ON
OFF
MIN
GLARESHIELD
PNL/FLOOD
PUSH
ON/OFF
LANDING
LEFT
OFF
NOSE
OFF
RIGHT
OFF
ON
ON
ON
Lighting Panel (P5)
AISLE STAND
PNL/FLOOD
HEATERS
SHOULDER
OFF
OFF
OFF
HIGH
SHOULDER
HIGH
HIGH
OFF
INBD DSPL/
WXR
HIGH
FWD PANEL BRIGHTNESS
FWD PANEL BRIGHTNESS
OUTBD
DSPL
HEATERS
FOOT
LOW
FOOT
LOW
PNL/
FLOOD
PNL/
FLOOD
INBD DSPL/
WXR
OUTBD
DSPL
P8 Aft Aisle Stand
P13 Left Sidewall Panel
P14 Right Sidewall Panel
Flight Deck Light Controls
Flight Deck Light Controls
The P5 overhead panel has controls
for these lights:
•
•
•
•
•
Panel and flood lights for the
glareshield instrument panel
Panel lights for the overhead
circuit breaker panel
Dome lights
Storm lighting
Master brightness control.
The storm lighting control lets you
turn on these lights to the full bright
level:
•
•
•
•
A master bright control on the P5
overhead panel lets you control all
of the panel and instrument lights
together. You can also use individual
controls for the panel lights.
The individual panel and flood light
controls for the forward instrument
panels are on the left and right
sidewall panels.
The individual panel and flood light
control for the aisle stand instrument
panel is on the aft end of the aisle
stand.
Dome
Flood
Lighted switches
System annunciator lights that
are on.
June 2004
20-3
White Anti-Collision
Light
Green Position
Light
White Position
Light
White Anti-Collision Light
Red Anti-Collision Lights
Logo Lights
White Position
Light
Landing Lights,
Taxi Lights
Wing
Illumination
Light
Runway
Turnoff
Light
Wing Landing
Light
Red Position Light
White
Anti-Collision
Light
Exterior Lights
Exterior Lights
The empennage has these lights:
The wings have these lights:
•
•
•
•
•
•
One white anti-collision light on
each wing tip
One red and one white position
light on the left wing tip
One green and one white
position light on the right wing
tip
One main landing gear (MLG)
ground maneuver camera light
on the outboard flap outboard
support fairing on each wing
(777-300).
One white anti-collision light on
the aft end
Two logo lights on the top of
each horizontal stabilizer.
The nose gear strut has these
lights:
•
•
•
Two landing lights
Two taxi lights
One nose landing gear (NLG)
ground maneuver camera light
(777-300).
The fuselage has these lights:
•
•
•
•
One red anti-collision light on
the top and one on the bottom
One landing light at the inboard
forward edge of each wing
One runway turnoff light located
with the landing light
One wing illumination light on
each side, forward of the wing.
20-4
June 2004
Lights
ANTI-ICE
PASS SIGNS
NO SMOKING
AUTO
ON
OVHD/
CB
WING
AUTO
SEAT BELTS
AUTO
ON
OFF
OFF
OFF
DOME
OFF
ENGINE
ON
LOGO
WING
ON w
ON w
ON w
ON w
w
w
w
w
w
MIN
BEACON
NAV
R
AUTO
OFF
ON w
STORM
OFF
GLARESHIELD
PNL/FLOOD
MASTER
BRIGHT
L
AUTO
ON
ON
IND LTS
TEST
BRT
PUSH
ON/OFF
DIM
LANDING
LEFT
OFF
NOSE
OFF
ON
RIGHT
OFF
RUNWAY TURNOFF
L
OFF R
ON
ON
TAXI
OFF
STROBE
OFF
ON
ON
ON
Anti-Ice/ Lighting Panel (P5)
Red Anti-Collision Lights
Wing Position Lights
Wing Illumination
Lights
White Anti-Collision
Lights
Exterior Light Controls
Exterior Light Controls
The P5 overhead panel has controls
for these exterior lights:
•
•
•
•
•
•
•
•
Landing lights
Red anti-collision lights (beacon)
Wing position lights (nav)
Logo lights
Wing illumination lights
White anti-collision lights (strobe)
Taxi lights
Runway turnoff lights.
June 2004
20-5
Ceiling and
Night Lights
MAIN
MENU
Reading Lights
LIGHTING MENU
CABIN LIGHTING
ENTRY WAY LIGHTS
READING LIGHTS
Sidewall Lights
CSS Panel
(Typical)
Passenger Cabin Lights
Passenger Cabin Lights
Ceiling lights are fluorescent tubes
above the outboard stowage bins.
The light reflects off of the ceiling
panels to light the passenger
compartment.
The cabin attendants use the cabin
services system (CSS) to control
the lights. They select the:
•
•
Night lights are incandescent bulbs
that are with some ceiling lights in
the cabin. They give a dim light
when the ceiling lights are off.
Reading lights are incandescent
bulbs in the passenger service units
above the passenger seats. There
is a light for each passenger.
20-6
•
Cabin lighting screen to set the
intensity of the ceiling lights or
set the night lights on or off
Entry lights screen to set the
entry on or off
Reading light screen to give
control of the lights to the
passengers, or to set the
reading lights on or off.
When the passengers have control,
they use individual controls at their
seats to control the reading lights.
June 2004
Lights
Nose Wheel Well
Forward Cargo
Compartment
Forward Cargo
Loading Light
Equipment
Centers
ECS
Compartments
Aft Cargo
Loading Light
Refuel Station
APU
Compartment
Aft Cargo
Compartment
Main
Wheel Wells
Bulk Cargo
Loading Light
Stabilizer
Compartment
Service and Cargo Lights
Service and Cargo Lights
The ground crew uses lights in these
locations:
•
•
•
•
•
•
•
Nose and main gear wheel wells
Equipment centers
ECS compartments
Refuel station
Cargo compartments
Stabilizer compartment
APU compartment.
There are cargo loading lights on the
fuselage aft of the cargo doors and
on the inside of the door.
June 2004
20-7
Aisle
Illumination
Light
EMER
LIGHTS
Exit
Signs
OFF
ARMED
ON
Emergency Lights (P5)
EMER
LIGHTS
Slide
Illumination
Lights
EMER
LIGHTS TEST
Attendants
Switch Panel
Floor Proximity Lights
P40 Service and APU Shutdown Panel
Emergency Lights
Emergency Lights
An EICAS advisory message
shows when:
All of the emergency lights come on
if one of the these occurs:
The passenger compartment has
these emergency lights:
•
•
•
•
•
•
Floor proximity lights on the
sides of the aisle seats
Aisle illumination lights in the
ceiling with the air conditioning
outlets
Exit signs above and adjacent
to
the doors.
There are emergency escape slide
lights on the outside of the
fuselage, aft of the doors.
The emergency power supplies for
the lights are above each door.
The P5 emergency lights switch
is not set to the armed position
The attendant’s emergency light
switch is set to the on position.
•
The emergency lights switch on
the P5 is set to armed and the
electrical power fails
The emergency lights switch on
the P5 is set to on
The emergency lights switch on
the attendant’s panel is set to
on.
These are the locations for the
three emergency light test
switches:
•
•
•
The emergency lights in the area
near a passenger entry door will
come on if the door is opened in the
armed mode.
•
P40 on the nose gear
Attendants switch panel at the
left number one or two
passenger door
Attendants switch panel at the
left or right number four
passenger door.
The emergency light switch for the
flight crew is on the P5 overhead
panel. There is one emergency light
switch on the attendants panel. The
panel can be at the left number one
or two passenger door.
20-8
June 2004
Cargo
Features
•
Overview
CARGO HANDLING
•
Cargo Handling System
Forward and aft cargo compartments
hold certified and uncertified
containers. Bulk cargo compartment
holds loose baggage. Forward and
aft cargo handing systems let a
single operator load or unload
containers and pallets.
Two cargo handling system
controllers control the operation of
the cargo handling system
components.
FIRE RESISTANCE
Compartment sidewalls, ceilings,
and walkways are made of fire
resistant materials.
The compartments meet these classC requirements:
•
•
•
Sidewalls and ceilings contain
fire
Smoke detection system gives
warning to the flight compartment
Fire extinguishing system lets the
operator put fires out.
June 2004
21-1
Fwd Cargo
Compartment
LD-3
Aft Cargo
Compartment
Bulk Cargo
Compartment
LD-2
LD-3 (18) (777-200)
LD-3 (14) (777-200)
(20) (777-300)
(24) (777-300)
All LD-3 Containers
LD-1
LD-6
LD-3 (14) (777-200)
(20) (777-300)
Size M
Pallets (6) (777-200)
(8) (777-300)
Pallets And Containers
LD-5
LD-10
LD-11
Size M
Pallets (4) (777-200)
(6) (777-300)
Size M
Pallets (6) (777-200)
(8) (777-300)
Pallets:
Size A – 125 in x 88 in
Size M – 125 in x 96 in
1/2 Size – 60.4 in x 61.5 in
1/2 Size – 60.4 in x 125 in
1/2 Size – 96 in x 61.5 in
All Pallets*
Note:
* Requires Optional 104-Inch Wide Aft Cargo Door
Compartment Features and Capacities
Cargo Compartments
These are the three cargo
compartments in the lower deck:
•
•
•
Forward cargo compartment
Aft cargo compartment
Bulk cargo compartment.
The forward and aft cargo
compartments hold certified and
non-certified unit load devices (ULD).
The forward cargo compartment
holds these ULDs:
•
•
•
•
•
•
•
•
•
•
LD-1
LD-2
LD-3
LD-5
LD-6
LD-7
LD-9
LD-10
LD-11
Pallets (size A, M, and 1/2 size).
21-2
The aft cargo compartment holds
these ULDs:
•
•
•
•
•
•
•
•
LD-1
LD-2
LD-3
LD-5
LD-6
LD-10
LD-11
1/2 size pallets.
Optional equipment let both
compartments hold these ULDs:
•
•
LD-4
LD-8.
The aft cargo compartment holds the
larger ULDs if the airplane has the
optional aft large cargo door.
The forward and aft cargo
compartments have a cargo
handling system.
A divider net separates the bulk
cargo compartment from the aft
cargo compartment.
The cargo compartments have a
lining of fire resistant material.
Cargo Capacities
The capacity of the forward cargo
compartment of the 777-200 is 2,844
cubic feet (80.5 cubic meters). The
capacity of the forward cargo
compartment of the 777-300 is 3,792
cubic feet (107.4 cubic meters).
The capacity of the aft cargo
compartment of the 777-200 is 2,212
cubic feet (62.6 cubic meters). The
capacity of the aft cargo
compartment of the 777-300 is 3,160
cubic feet (89.5 cubic meters).
The capacity of the bulk cargo
compartment is 600 cubic feet (17
cubic meters).
June 2004
Cargo
Aft Cargo Handling
System
Forward Cargo Handling
System
Secondary Joystick
Cargo Handling
Accessory Panel
Cargo System
Controller
Center Stop/Lock
Cargo
Control
Joystick
Lateral Guide
*Auxiliary Stop/Lock
*Auxiliary Guide
Cargo Handling
Control Panel
Powered Drive Unit
Rollout Stop/Lock
Retractable Guide
Roller/Lock
Note:
* Option for LD-4 / LD-8 containers
Cargo Handling System
Cargo Handling System
A cargo handling system is in the
forward and the aft cargo
compartments. The operator uses an
external joystick and control panel to
set the configuration and operate the
system. The operator may also use a
secondary joystick in the ceiling of
the compartment to operate the
system.
The LD-4/LD-8 option adds these:
•
•
Auxiliary Guides
Auxiliary Lock/Stops.
Auxiliary guides and stop/locks give
lateral and longitudinal restraint for
LD-4/LD-8 containers.
Center lock/stops give separation
and vertical restraint for LD-3
containers.
The lateral guides give these
functions:
•
•
•
•
•
A joystick above the cargo handling
control panel operates the PDUs for
lateral and longitudinal movement of
cargo.
Powered drive units (PDUs) move
the ULDs laterally and longitudinally.
Rollout stop/locks give lateral and
vertical restraint.
The retractable guide roller/lock
guides containers through the
doorway and gives vertical restraint
for pallets and containers.
There are switches on the cargo
handling control panel and a switch
near the cargo handling accessory
panel. The switches let the operator
set the configuration of the system
for these functions:
•
•
June 2004
Lateral guidance for container
Longitudinal restraint for all ULDs
Vertical restraint for pallets.
Type of ULD
PDU operation.
The secondary joystick lets the
operator move ULDs longitudinally
from inside the cargo compartment.
The cargo handling system also has
these components:
•
•
•
•
Guides
Rollers
Stops/Locks
Restraints.
The operator moves the ULDs
manually if the PDUs do not operate.
System power on/off
Lock, load or unload
21-3
Abbreviations and Acronyms
A
AIV
accumulator isolation
valve
A/B
autobrake
AMI
airline modifiable
information
ac
alternating current
AMU
audio management unit
ACAC
air cooled air cooler
ANS
ambient noise sensor
AOA
angle of attack
AOC
air/oil cooler
AOHE
air/oil heat exchanger
APB
auxiliary power breaker
APP
approach
APU
auxiliary power unit
APUC
auxiliary power unit
controller
ARINC
Aeronautical Radio,
Incorporated
ACARS
aircraft communications
addressing and
reporting system
ACC
active clearance control
acclrm
accelerometer
ACE
actuator control
electronics
ACIPS
airfoil and cowl ice
protection system
ACM
air cycle machine
ACMF
airplane condition
monitoring function
ACMS
airplane condition
monitoring system
ACMP
ASCPC
air supply and cabin
pressure controllers
ASG
ARINC signal gateway
ASM
autothrottle servo motor
ASSV
alternate source
selection valve
ATC
air traffic control
ATS
air turbine starter
air data inertial
reference system
ATT
attitude
A/T
autothrottle
air data inertial
reference unit
AVLAN
avionics local area
network
AVM
airborne vibration
monitor
alternating current
motor pump
ACP
audio control panel
ADC
air data computer
ADF
ADIRS
ADIRU
automatic direction
finder
ADM
air data module
ADP
air driven pump
AES
aircraft earth station
AWS
attendant work station
AFDC
autopilot flight director
computer
A/P
autopilot
AFDS
autopilot flight director
system
B
AGS
air/ground system
BAP
bank angle protection
AIL
aileron
BITE
built-in test equipment
AIMS
airplane information
management system
BMM
boarding music
machine
June 2004
BMV
brake metering valve
BPCU
bus power control unit
BSCU
brake system control
unit
BSU
beam steering unit
BSU
bypass switch unit
BTB
bus tie breaker
BTMU
brake temperature
monitor unit
BU
back up
C
CACP
cabin area control panel
CAH
cabin attendant handset
CAPT
captain
CCB
converter circuit breaker
CCD
cursor control device
CCR
credit card reader
CDG
configuration database
generator
CDU
control display unit
CFS
cabin file server
CHG
charge
CHIS
center hydraulic
isolation system
CI
cabin interphone
CLB
climb
CMCF
central maintenance
computing function
CMCS
central maintenance
computing system
CMD
command Comm
communication
COMP
compressor
CON
continuous
CPC
cabin pressure
controller
CPM
core processor module
1
Abbreviations and Acronyms
cprsr
compressor
DMM
data memory module
EPC
CPS
cabin pressure sensor
DMS
CRT
cathode ray tube
debris monitoring
sensor
external power
contactor
EPCS
electronic propulsion
control system
CSC
cargo system controller
EPR
engine pressure ratio
ERP
eye reference point
ERU
engine relay unit
ETOPS
extended range
operation with twoengine airplanes
CSCP
CSDS
cabin system control
panel
cargo smoke detection
system
CSS
cabin services system
CSMU
cabin system
management unit
CTAI
cowl thermal anti-icing
CTC
cabin temperature
controller
CTU
cabin
telecommunications unit
DSF
display system function
DSP
display select panel
DU
display unit
E
EAI
engine anti-ice
ECS
environmental control
system
F
ECSL
left environmental
control system card
FADEC
full authority digital
electronic control
ECSMC
ECS miscellaneous
card
FBW
fly-by-wire
ECSR
right environmental
control system card
FCDC
flight controls dc
FDAF
flight data acquisition
function
FDH
flight deck handset
FDR
flight data recorder
D
EDI
engine data interface
EDIF
engine data interface
function
dc
direct current
DCGF
data conversion
gateway function
EDIU
FDRS
data communication
management function
engine data interface
unit
flight data recorder
system
EDP
engine driven pump
FLCH
flight level change
FLPRN
flaperon
DCMF
DCMS
data communication
management system
EEC
electronic engine
control (PW, GE)
flt ctrl
flight control
DCV
directional control valve
EEC
flt inst
flight instrument
ded
dedicated
electronic engine
controller (RR)
digital flight data
acquisition function
EEU
ELMS electronics unit
FMCF
DFDAF
flight management
computing function
EFIS
electronic flight
instrument system
FMCS
flight management
computing system
EFIS CP
EFIS control panel
FMU
fuel metering unit
F/O
first officer
DFDR
digital flight data
recorder
DH
decision height disch
discharge
EGT
exhaust gas
temperature
DLGF
data load gateway
function
EICAS
engine indication and
crew alerting system
F/O
fuel/oil (cooler)
FOC
fuel/oil cooler
DLODS
duct leak and overheat
detection
ELMS
electrical load
management system
FPA
flight path angle
DLS
data load system
EMC
FPV
flight path vector
DME
distance measuring
equipment
entertainment
multiplexer controller
FQIS
fuel quantity indicating
system
2
EP
external power
June 2004
Abbreviations and Acronyms
FQPU
fuel quantity processor
unit
HYDIM
hydraulic interface
module
L
FREQ
frequency
HX
heat exchanger
LCD
liquid crystal display
FSEU
flap slat electronics unit
LIB
left inboard
F/D
flight director
LNA
low noise amplifier
LOB
left outboard
LOC
localizer
LPC
low pressure
compressor
LPT
low pressure turbine
LRM
line replaceable module
LRU
line replaceable unit
G
GBST
GCB
ground based software
tool
generator circuit
breaker
I
IC
intercabinet
IDG
integrated drive
generator
IDS
ice detection system
IFE
in-flight entertainment
IGV
inlet guide vane
IGW
increased gross weight
ILS
instrument landing
system
GCU
generator control unit
GES
ground earth station
GG
graphics generator
H
ground handling
ind
indicator
GND
ground
INPH
interphone
GPS
global positioning
system
IOM
GPSSU
global positioning
system sensor unit
GPWC
GPWS
MAT
maintenance access
terminal
input/output module
MCP
mode control panel
IP
intermediate pressure
MEC
main equipment center
IPC
intermediate pressure
compressor
MES
main engine start
ground proximity
warning computer
MFD
multi-function display
IPT
intermediate pressure
turbine
MGSCU
ground proximity
warning system
main gear steering
control unit
IRP
integrated refuel panel
MLW
IRS
inertial reference
system
maximum landing
weight
MMR
multi-mode receiver
IRU
inertial reference unit
H
HDG
heading
ISLN
isolation
HIRF
high intensity radiated
field
ISO
isolation IV isolation
valve
HLCS
high lift control system
IVD
HF
high frequency
HP
high pressure
HPA
high power amplifier
HPC
high pressure
compressor
K
high pressure shutoff
valve
KB
keyboard
high pressure turbine
kVA
kilovolt-ampere
HPSOV
HPT
June 2004
M
interactive video
downloader
N
NAVAID
navigational aid
ND
navigation display
O
J
OAT
outside air temperature
OEU
overhead electronics
units
OPAS
overhead panel ARINC
629 system
3
Abbreviations and Acronyms
OPBC
overhead panel bus
controller
OVRD
override
OPR
once per revolution
W
OPU
overspeed protection
unit
WAI
wing anti-ice
oxygen
WES
warning electronic
system
WEU
warning electronic unit
WHCU
window heat control unit
oxy
P
VSV
variable stator vane
VTO
volumetric top-off
PA
passenger address
WOW
weight on wheels
PA/CI
passenger address/
cabin interphone
WPT
waypoint
PC
personal computer
WTAI
wing thermal anti-icing
PCU
passenger control unit
WXR
weather radar
PCU
power control unit
U
X
xdcr
transducer
ULD
unit load device
xfr
transfer
UTC
universal time
(coordinated)
xmt
transmit
xmtr
transmitter
V
Y
VAU
voltage averaging unit
VBV
variable bypass valve
Z
VEP
video entertainment
player
ZMU
VHF
very high frequency
VIGV
variable integral guide
vane
VLV
valve
VOR
VHF omnidirectional
ranging
VOR/MB
VOR/ marker beacon
VOS
velocity of sound
V/S
vertical speed
VSCF
variable speed constant
frequency
4
zone management unit
June 2004