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Illustrated technical information covering Vol 2 Over 800 multi-choice systems questions Study notes and technical information Close up photos of internal and external components A compilation of links to major 737 news stories with a downloadable archive Illustrated history and description of all variants of 737 Detailed tech specs of every series of 737 Databases and reports of all the major 737 accidents & incidents General flightdeck views of each generation of 737's Description & news reports of Advanced Blended Winglets Press reports of orders and deliveries A collection of my favourite photographs that I have taken of or from the 737 Details about 737 production methods A compilation of links to other sites with useful 737 content Get the book of the website A quick concise overview of the pages on this site

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737-200 AIRCRAFT NOTES PART 3.

 

Notes prepared From B737-200/P&W JT8D MM From 3rd May 1995 to 27th September 1995.

By Mr Meljoe Ferreira

Contents

LANDING GEAR

COMPASS SYSTEM

ATTITUDE REFERENCE SYSTEM

GROUND PROXIMITY WARNING SYSTEM

AIR DATA COMPUTER

FLIGHT RECORDER SYSTEM

AIRFRAME VIBRATION CONDITION

DOORS

HYDRAULIC SYSTEM

FUEL SYSTEM TROUBLESHOOTING

AIRSTAIR SYSTEM

AURAL WARNING SYSTEMS

OXYGEN

HIGH ENERGY STOP INSPECTION

IN-FLIGHT LATERAL TRIM REQUIREMENT

TAKE OFF WARNING SYSTEM

 

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LANDING GEAR

NOTE:- DO NOT IN ANY CASE ATTEMPT TO TOW [TC B-27 OF 1982] THE AIRCRAFT WITH SYSTEM "A" HYDRAULIC PRESSURIZED.

MAIN L/G EXT/RET TROUBLESHOOTING:-

A.ONE MAIN L/G FAILS TO OPERATE:-

1.CHK ISOLATION VALVE LOCKED OPEN. CHK FOR GRD LOCKPIN IN THE AFFECTED GEAR.

2.CHK FOR HYD PR REACHING ACTUATOR. IF OK, THEN CHANGE THE ACTUATOR.

3.IF NOT OK, CHK FOR OBSTRUCTION IN HYDRAULIC LINES TO ACTUATOR.

4.IF NO OBSTRUCTION IN HYDRAULIC LINE, CHK FOR HYD PR AT MODULAR PACKAGE. IF OK, CHANGE THE MODULAR PACKAGE.

5.IF OK, FLUSH OR REPLACE HYD LINES.

B.ONE MLG RETRACTS BUT DOES NOT EXTEND:-

1.CHK UP-LOCK MECHANISM IS UNLOCKED. IF NOT OK, REPLACE CHECK VALVE IN LINE TO MODULAR PACKAGE DAMPER ASSESMENT.

C.ONE MLG GOES TO LOCKED POSITION WITH EXCESSIVE FORCE:-

1.CHK FOR REDUCTION IN OPTG SPEED NEAR END OF ACTUATOR TRAVEL, IF OPTG SPEED RISES NEAR END OF THE TRAVEL BLEED AIR FROM ACTUATOR [BY EXERCISING 5-6 TIMES].

NOTE:- DURING FERRY FLT, WITH L/G DOWN,  PINS SHOULD NOT BE INSTALLED [TC B-311983].

2.IF SPEED REMAINS UNCHANGED CHANGE ACTUATOR.

D.BOTH MLG EXTENDS/RETRACTS VERY SLOWLY:-

1.CHK RIGGING OF SELECTOR VALVE CONTROL LINKAGE.

2.CHK FOR RESTRICTION IN HYD LINE FROM SELECTOR VALVE. IF OK, CHANGE SELECTOR VALVE.

3.IF NOT OK, FLUSH OR CHANGE HYDRAULIC LINES.

E.ONE MLG EXTENDS/RETRACTS SLOWLY:-

1.CHK TRUNNION BRG AND SIDE STRUT HINGES FOR DAMAGE.

2.CHANGE MAIN GEAR ACTUATOR ON AFFECTED GEAR.

3.CHK HYD LINES TO MLG ACTUATOR FOR OBSTRUCTION OR KINKS, REPLACE OR FLUSH LINES.

F.ONE MLG FAILS TO LOCK IN THE UP POSITION:-

1.CHK FOR HYD PR AT UPLOCK ACTUATOR.IF OK, CHANGE UPLOCK ACTUATORS.

2.IF NOT OK, CHK HYD PR AT MODULAR PACKAGE.IF OK, CHK HYD LINE FOR OBSTRUCTION [TO UPLOCK ACTUATOR].

3.IF NO HYD PR AT MODULAR PACKAGE CHANGE UPLOCK ACTUATOR RESTRICTOR CHK VALVE ON MODULAR PACKAGE.

NOTE:- DURING EXTENSION/RETRACTION CHK, CLOSE BOTH FLT CONTROL AND SPOILER SOV. ADVANCE BOTH THROTTLE MORE THAN 17"

RETRACTION TIME 8.5 SECS.

EXTENSION TIME 7.5 SECS.

NOSE L/G EXT/RET TROUBLESHOOTING

G.NLG FAILS TO OPERATE:-

1.CHK FOR GROUND LOCK.

2.CHK HYD PR AT NOSE GEAR LOCK ACTUATOR. [CLOSE MLG ISOLATION VALVES, DISCONNECT HYD LINE FROM LOCK ACTUATOR ROD END. MOVE L/G LEVER UP AND NOTE FLOW. SIMILIARLY CHK FLOW AT HEAD END OF LOCK ACTUATOR WITH L/G IN DOWN POSITION]. NOT OK, CHK FOR RESTRICTION.

3.IF OK, CHK FOR HYD PR REACHING NLG ACTUATOR, IF OK, REPLACE NLG ACTUATOR.

4.IF NOT OK, CHK FOR PR AT MODULAR PACAKAGE, IF OK, REPLACE MODULAR PACKAGE.

5.IF NOT OK, CHK FOR OBSTRUCTION IN HYD LINES, FLUSH THE SYSTEM.

H.NLG GOES TO LOCK POSITION WITH EXCESSIVE FORCE.

1.CHK FOR REDUCTION IN OPTG SPEED NEAR END OF ACTUATOR TRAVEL.IF SPEED INCREASES, BLEED AIR FROM THE SYSTEM.

2.IF NO CHANGE IN SPEED OPERATION CHANGE NLG ACTUATOR.

NOTE:- NLG EXT TIME 6 SECS.

NLG RETRACTION TIME 6 SECS.

ANTISKID SYSTEM TROUBLESHOOTING:-

A MALFUNCTION OF A/S SYSTEM IS INDICATED BY A/S INOP LT ON P2.ISOLATION OF MALFUNCTION CAN BE DONE BY USING FAILURE ISOLATION CKT ON A/S MODULE [E3 RACK].

COMPONENTS:-

1.A/S MODULE [E3 RACK].

2.A/S CONTROL VALVE [MWW].

3.TRANSDUCER [IN AXLE].

4.PARKING BRAKE SOV.

IF BOTH A/S INOP LTS ARE ON AND FAILURE CANNOT BE ISOLATED TO A SPECIFIC COMPONENT CHK PARKING BRAKE CKT. 0I.ONE OR BOTH A/S INOP LT "ON" WITH A/S S/W ON AND PARKING BRAKES RELEASED [FOR BASIC SERIES].

1.CHK RO, RI, LO, LI LT ON A/S MODULE.

2.IF ONE OR MORE LT "ON", PLACE COMPONENT TEST S/W TO VALVE POSITION. IF LIGHT REMAINS ON, A/S MODULE IS DEFECTIVE, REPLACE IT. IF LT GOES OFF, PLACE COMPONENT TEST S/W TO XDCR POSITION. IF LT COMES ON, REPLACE A/S CONTROL VALVE. BUT IF LT REMAINS OFF, ON COMPONENT TEST SWITCH IN XDCR POSITION. FIRST REPLACE TRANSDUCER AND CHK AGAIN.

3.IF ALL RO, RI, LO, LI LT OFF, PLACE COMPONENT TEST S/W IN XDCR POSITION. IF CORRESPONDING TRANSDUCER DEFECTIVE, LT WILL COME ON.IF LT STILL REMAINS OFF, A/S MODULE DEFECTIVE, REPLACE IT.

J.A/S INOP LT ON WITH A/S S/W ON AND PARKING BRAKE RELEASED:-

1.CHK RO, RI, LO, LI LTS ON A/S MODULE ILLUMINATED.

2.PLACE COMPONENT TEST S/W IN VALVE POSITION.IF LIGHT GOES OFF.A/S CONTROL VALVE IS DEFECTIVE. REPLACE VALVE.

3.IF LT REMAINS ON, PLACE COMPONENT TEST S/W TO XDCR POSITION, IF LT GOES OFF, TRANSDUCER IS DEFECTIVE. BUT IF LT REMAINS ON, A/S CONTROL MODULE IS DEFECTIVE.

ANTISKID MODULE FOR AIRCRAFT WITH AUTOBRAKE SYSTEM:-

PARKING BRAKE ON.

2.PLACE SYSTEM TEST LT POSITION, RO, RI LTS ON AND LO, LI LTS OFF.

RELEASE S/W, FOR AIRCRAFTS WITH AUTOBRAKES, ALL LTS WILL GO OFF.

AUTOBRAKE SYSTEM:-

CONDITIONS REQUIRED FOR SYSTEM OPERATION ARE:-

1.A/B ELECT PWR AVAILABLE.2.A/S SYSTEM OPERATIONAL.3.HYDRAULIC SYSTEM A AND B PRESSURIZED.4.BOTH ENG THROTTLES IN IDLE RANGE.5.LEFT AND RIGHT BRAKE PEDAL PRESSURE LESS THAN 200 PSI.

6.AIRCRAFT IN AIR MODE WHEN DECELLERATION RATE IS SELECTED.

NOSE WHEEL STEERING SYSTEM TROUBLESHOOTING:-

K.NO STEERING RESPONSE:-

1.VISUALLY CHECK NOSE GEAR SHOCK STRUT MUST BE COMPRESSED 2.10" TO CLEAR CENTERING CAMS.DISTANCE BETWEEN BOTTOM SURFACE OF LOWER STEERING PLATE AND TOP SURFACE MUST BE LESS THAN 21.90".IF MORE, DEFLATE SHOCK STRUT AND CHK FOR COMPRESSION.REINFLATE AND CHK STEERING OPERATION.

2.VISUALLY CHK RIGGING AND LINKAGES.

3.CHK FOR HYD PR AT STEERING METERING VALVE.IF NOT OK, CHK FOR OBSTRUCTION OR LEAK FROM HYD LINES.

4.VISUALLY CHK STEERING CYLINDER FOR LEAKS AND POSSIBLE STICKNESS OF STEERING COLLAR.IF NO LEAKS OBSERVED, CHANGE STEERING METERING VALVE.

L.NOSE STEERING VERY HARD:-

1.CHK TYRE PR LOW PRESSURE WILL CAUSE STEERING TO BE HARD.

2.CHK CABLES FOR BINDINGS.

3.CHK INTERLINKAGE OF RUDDER AND STEERING FOR BINDINGS/MALFUNCTION.THIS MAY CAUSE STIFF RUDDER PEDAL MOVEMENT ALSO.

M.NOSE GEAR VIBRATES [SHUDDERING]:-

1.CHK FOR PROPER TYRE INFLATION, FLAT SPOTS, UNEVEN TYRE WEAR.2.CHK STEERING HYD SYS FOR PROPER BLEEDING.3.CHK TORSION LINKS FOR PLAY.4.CHK STEERING COLLAR AND STEERING CYLINDER ROD END ATTACHMENT.

5.CHK NOSE GEAR SHOCK STRUT FOR PROPER SERVICING.

N.LANDING GEAR POSITION INDICATION SYSTEM:-

AIRCRAFT ON GRD, GEAR DOWN AND LOCKED.HYD SYSTEM DEPRESSURISED, THROTTLE ADVANCED, L/G LEVER OFF POSITION.

ONE L/G GREEN IND LT NOT ON:-

1.PLACE L/G LEVER IN UP POSITION.CHK ASSOCIATED L/G WX RED LT.IF RED LT IS ON, CHANGE L/G MODULE.

2.IF RED LT IS OFF, PLACE STRIP OF STEEL ACCROSS THE FACE OF SENSOR.IF BOTH RED AND GREEN LT COMES ON, ADJUST SENSOR ACTUATOR SPACING.IF RED OR GREEN LTS DO NOT COME ON, THEN REPLACE SENSOR.

O.AIRCRAFT ON GRD, GEAR DOWN AND LOCKED, THROTTLE ADVANCED, LOCKPIN INSTALLED

L/G LEVER IN UP POSITION. ONE L/G WX RED LT DOES NOT COME ON:-

1.JUMPER OR DISCONNECT UPLOCK SENSOR IF LT COMES ON, REPLACE SENSOR. IF LT REMAINS OFF, REPLACE L/G MODULE.

P.A/C ON JACKS, GEAR UP AND LOCKED, HYD DEPRESSURISED, THROTTLE ADVANCED L/G LEVER IN DOWN POSITION.

ONE L/G WX RED LT DOES NOT COME ON:-

1.JUMPER ON DISCONNECT DOWNLOCK SENSOR.IF LT COMES ON, REPLACE SENSOR, IF LT STILL REMAINS OFF, REPLACE L/G MODULE.

 

MW ASSY TORQUE 300-0-150 Ft-lbs NW ASSY TORQUE 90-0-[20-40] Ft-lbsMW TYRE PRESSURE 130 +0/-5 PSI.

NW TYRE PRESSURE 165 +0/-5 PSI.

TIRES AND WHEELS:-

MW ASSY:-FORGED ALUMINIUM, SPLIT TYPE.

MW TIRES:-40x14, TYPE VII TUBELESS TIRES, 3 THERMAL PLUGS PREVENTS EXCESSIVE PRESSURE DUE OVERHEAT.

NW ASSY:- FORGED AL, SPLIT TYPE.

NW TIRES:- 24x7.7, TYPE VII TUBELESS TIRES.

INSPECTION/CHECK ON MLG AND NLG WHEELS:-

1.EXAMINE FOR CRACKS, FLAKED PAINT AND EVIDENCE OF OVERHEATING.

2.CHK FOR MISSING, LOOSE TIE BOLTS.

3.CHK THERMAL FUSE ON MAIN GEAR WHEELS IF TYRE DEFLATED DUE OVHT, TIRE SHOULD BE DISCARDED.

4.IF TIRE ROLLED FLAT OR 2 THERMAL FUSES MELTED, TAG THE MW ASSY [WITH REASON OF REMOVAL].

CHK TIRE PRESSURE IS WITHEN SPECIFIED LIMITS.IF TIRE HAS ROLLED FLAT OR PRESSURE OF ONE OF THE TIREE MORE THAN 30% LESS THAN OTHER TIRE, BOTH TIRES ON THE AXLE SHOULD BE REMOVED FROM SERVICE.

DECREASE IN TYRE PRESSURE MAY BE DUE TO:-

1.DROP IN AMBIENT TEMPERATURE AFTER FILLING TIRE.2.FAULTY O RING BETWEEN WHEEL HALVES.3.DEFECTIVE THERMAL PLUG SEALS.4.LEAK AT TIRE BEAD SEAL.

5.LEAK THROUGH VENT HOLES IN SIDEWALL.

EXAMINE TIRES:-

1.CHK FOR AIR LEAKAGE, ABRASION, UNEVEN WEAR, CUTS AND FLAT SPOTS.

2.REMOVE TIRE, WHEN TREAD DEPTH IS REDUCED TO 1/32" NEAR THE CENTER.

MW/NW ASSY INSTALLATION:-

1.AXLE THREAD PROTECTOR MUST BE USED DURING WHEEL OR BRAKE ASSY CHANGE.2.CLEAN AXLE NUT THREAD AS WELL AS AXLE THREAD, INSP FOR DANAGE, WEAR ETC.3.CHK SERVICEABILITY OF AXLE NUT WITH GO-NO GO GAGE BEFORE INSTALLATION.

4.CHK PRONG LENGTH OF AXLE NUT LOCK WASHER.

OVERSPEED LANDING:-

TYRE SPEED LIMITS ARE EXCEEDED DURING FLAPLESS LANDING, ALL WHEELS MUST BE REPLACED IRRESPECTIVE OF CONDITION OF TYRES.

 

Contents


COMPASS SYSTEM

SYSTEM TEST:-

CONNECT ELECT POWER, CHK COMPASS NO1 AND NO2, INST XDFMR NO1 AND 2, CAPT RMI, F/O RMI [ALT], INST TRANS CIRCUIT BREAKERS CLOSED, TX S/W ON P5 IN NORMAL POSITION. ALLOW 10 MINUTES FOR SYSTEM TO STABLIZE SYNCHRONIZE SYS NO1 BY PUSHING IN AND ROTATING CAPTS RMI SYNC KNOB IN DIRECTION INDICATED BY ANNUNCIATOR, SIMILAR SYNCHRONIZE SYS 2.

 

FAST SYNCHRONIZATION TEST:-

1.ROTATE CAPTS RMI SYNC KNOB AS FAST AS POSSIBLE.WX FLAGS SHOULD APPEAR ON CAPTS RMI AND F/O CDI. SIMILIARLY WITH NO2 SYSTEM.

2.RESYNCHRONIZE BOTH SYSTEM, ROTATE CAPTS RMI SYNC KNOB IN DIRECTION OF DOT, COMPASS CARD SHOULD ROTATE CLOCKWISE AND ANNUNCIATOR SHOULD ROTATE TOWARDS PLUS SIGN. REPEAT WITH F/O SYNC KNOB.

SLAVING TEST:-

1.USE CAPTS RMI SYNC KNOB TO SET HEADING 3-4ø AWAY FROM ITS SYNCHRONIZED READING.CHK READING RETURNS TO SYNCHRONIZED READING IN LESS THAN 5 MTS.

REPEAT OPERATION TEST.

1.USING CAPTS RMI SYNC KNOB ROTATE COMPASS CARD THRU 360ø IN 15ø INCREMENTS, CHK F/O CDI COMPASS AND FOLLOW SMOOTHLY AND REPEATS THE READING

[WITHIN ñ 1ø].

2.PLACE COMPASS TX S/W IN BOTH ON NO 1 POSITION AND REPEAT THE ABOVE CHK.

3.PLACE COMPASS TX S/W IN BOTH ON NO2 POSITION. USING F/O RMI SYNC KNOB ROTATE COMPASS CARD THRU 360ø IN 15ø INCREMENTS, AND CHK CAPTS CDI FOLLOWS SMOOTHLY AND REPEATS THE READING WITH ñ 1ø.

COMPASS SYSTEM COMPONENTS:-

1.RMI-1, RMI-2, CDI-1 AND CDI-2 [P1 AND P3].2.DG-1 AND DG-2.3.FLUX VALVE.4.COMPASS RACK 1 & 2.[E1 RACK].5.INST AMPLIFIER 1 & 2.[E1 RACK].

6.FLT INST ACC UNIT AND CONTAINS FLAG LOGICS.

COMPASS SYSTEM TROUBLESHOOTING:-

1.CAPTs CDI COMPASS CARD DOES NOT REPEAT F/Os RMI COMPASS CARD. [ROTATE F/Os RMI SYNC KNOB, CAPTs CDI COMPASS CARD DOES NOT RESPOND TO F/Os RMI COMPASS CARD]:-

RERACK/REPLACE INST AMPLIFIER #1.REPLACE CAPTs CDI.

REPLACE F/Os RMI.

2.F/Os RMI COMPASS CARD WILL NOT DRIVE OR GIVE ERRATIC READINGS. [ROTATE F/Os RMI SYNC KNOB, F/Os RMI COMPASS CARD DOES NOT RESPOND]:-

RERACK/REPLACE SERVO AMPLIFIER #1.

REPLACE F/Os RMI.

3.F/Os RMI WILL NOT SYNCHRONIZE.[ROTATE F/Os RMI SYNC KNOB TOWARDS DOT OR PLUS, F/Os RMI COMPASS CARD DOES NOT RESPOND]:-

RERACK/REPLACE SERVO AMPLIFIER #1.

REPLACE F/Os RMI [CARD ROTATE BUT DOES NOT RETURN TO SYNCHRONIZED POSITION].

4.CAPTs CDI AND F/Os RMI COMPASS CARD DOES NOT INDICATE AIRCRAFT HEADING. [PLACE COMPASS Tx SWITCH ON BOTH ON #2 POSITION IF SNAG STILL PERSISTS THEN SHOULD INDICATE HDG ON CAPT RMI:-

REPLACE SERVO AMPLIFIER #1REPLACE F/Os RMI.NOTE:- SERVO AND SLAVING AMPLIFIER ARE IN COMPASS RACK.[E1 RACK].IF CAPTs CDI AND F/Os RMI INDICATES CAPTs RMI HEADING THEN:-REPLACE SLAVING AMPLIFIER #1.REPLACE DG-1.FLUX VALVE #1.

Contents


ATTITUDE REFERENCE SYSTEM

OPERATIONAL TEST:-

1.PRESS TEST BUTTON ON CAPTs AND F/Os FDI, CHK SPHERE MOVES 10ñ5ø DOWNWARD [INDICATING CLIMB] AND, 20ñ5ø LEFT [INDICATING RIGHT ROLL].

COMPONENTS:-

1.FDI-1 AND FDI-2.2.VG-1, VG-2 AND AUX VG.

3.INSTRUMENT AMPLIFIER #1 AND #2.

TROUBLESHOOTING:-

1.ATTITUDE DISPLAY MALFUNCTION AND GYRO FLAG IN VIEW:-

VG INOP [MOVE Tx S/W TO VG ON AUX].INST AMPLIFIER DEFECTIVE [INTERCHANGE INST AMPLIFIER].

FDI DEFECTIVE.

2.ATTITUDE DISPLAY OUT OF TOLERANCE WITH GYRO FLAG REMOVED FROM VIEW:-

VG NOT ERECTING PROPERLY.

Contents


GROUND PROXIMITY WARNING SYSTEM

GPWS PROVIDES Wx OF POTENTIALLY DANGEROUS FLIGHT PATHS RELATIVE TO GROUND. GPWS PROCESSES RADIO ALTIMETER INFO FROM RA-1, ALTITUDE RATE INFO FROM CADC, G/S DEV INFO FROM VOR/ILS SYS AND L/G AND FLAP POSITION SIGNAL TO PROVIDE Wx.

TEST:- VERIFY GPW, RA-1, CADC, VHF NAV-1 CB ON P18 CLOSED AND NO FLAGS ON CAPTs AND F/Os RADIO ALTIMETER FLAGS UP.PRESS TEST S/W, PULL UP, BELOW G/S, INOP INDICATION LTS SHOULD COME ON AND AURAL Wx OF GLIDESLOPE AND WHOOP WHOOP PULL UP COMES ON.

Contents


AIR DATA COMPUTER

DADC:- SOLID STATE DEVICES USES PITOT STATIC PRESSURE AND AIR TEMPERATURE INPUTS TO COMPUTE AIR DATA INFORMATION REQUIRED BY AIRCRAFT INSTRUMENT AND SYSTEM, IT HAS TWO SWITCHES FOR SELF TEST, SELF TEST INDICATION LT.PITOT/STATIC INPUT CONNECTION.

TEST SELECT S/W HAS THE FOLLOWING SELECTION:-

FUNCTION

SLEW:- SETS ALT.RATE 600 FPM.

FAIL:- ACTIVATES FAILURE Wx FLAGS.

HOLD:- ACTIVATES HOLD CKT.

PUSH TO TEST S/W INITIATES BUILT IN TEST AND TEST VALID WHEN LT INDICATOR LT COMES ON WITHEN 2 SECONDS AFTER MANUALLY ACTIVATED TEST IS SUCESSFULLY COMPLETED AND REMAINS ON IF THERE IS NO FAILURE.

Contents


FLIGHT RECORDER SYSTEM

COMPONENTS:-

1.FDAU E1-2 RACK.2.DFDR CEILING PANEL NEAR AFT END OFPAX CABIN.3.FLIGHT DATA ENTRY PANEL.4.GAR E1-2.PARAMETERS RECORDED ON DFDR [PDC, PDD]:-1.COMPUTED AIRSPEED.2 AXIS ACCELERPMETER.3.DIRECTIONAL HEADING.4.ANGLE OF ATTACK.5.ROLL AND PITCH ATTITUDE.6.CONTROL COLUMN POSITION - PITCH.7.STABILIZER POSITION.8.CONTROL WHEEEL POSITION, ROLL.9.RUDDER PEDAL POSITION.10.EPR.11.T/E FLAP POSITION.12.L/E DEVICE POSITION.13.TAT.14.THRUST REVERSER POSN/OPN.15.MACH NO.16.RADIO ALTIMETER.17.TOTAL FUEL.18.AIR/GRD INDICATION.19.THRUST LEVER POSITION.20.PRESSURE ALTITUDE.21.LOC/GS DEV.22.GMT.

Contents


AIRFRAME VIBRATION CONDITION

WHENEVER A SNAG OF INFLIGHT AIRFRAME VIBRATION IS REPORTED IS REPORTED, FOLLOWING ITEMS MUST BE INSPECTED TO REDUCED/ELIMINATE VIBRATIONS. [CAPT MUST BE ASKED ABOUT THE CONFIGURATION OF CONTROLS WHEN A/F VIB IS MAXIMUM AS WELL AS PHASE OF FLT ie T/O, CLIMB, CRUISE OR DESCENT AND POSITION OF FLAPS, SPOILERS ETC].

WHEN VIB OCCURS WITH T/E FLAPS UP AND IS MOST NOTICEABLE IN AFT AND FWD FUSELAGE. CHK THE FOLLOWING:-

1.CHK FOR EXCESSIVE PLAY IN THE ELEVATOR TAB PUSHROD, TAB LOCKOUT MECHANISM OR TAB HINGES.

2.CHK FOR LOOSE ELEVATOR HINGE FITTING BOLTS.

3.CHK FOR ELEVATOR BALANCE PANEL HINGE BOLTS.

4.LOOSE/WORN OUT ELEVATOR TORQUE TUBE BOLTS.

5.CHK ALL DOORS, PANELS AND FAIRINGS ARE IN FAIR AND ATTACHED SECURELY.

6.CHK NLG AND MLG DOORS FAIRED AND ALL SEALS INTACT.

7.CHK NLG DOORS FOR PROPER ADJUSTMENT.

8.CHK FOR DAMAGE/LOOSE AFT BODY VORTEX GENERATORS.

9.ABNORMAL VIB IN APU COMPARTMENT LOOSE/WORN OUT APU INLET DOOR. VIBRATION SIMILAR TO MACH BUFFETING FELT IN FWD CAB CAN BE INDUCED BY TRAILING EDGE FLAPS AND USUALLY OCCURS AT HIGH SPEED. SIMILAR TYPE VIBRATION, AT LOWER SPEEDS ON CLIMB AND IN CRUISE MAY BE CREATED BY GROOVED SPOILERS FLOAT, EXCESSIVE SLOP IN OUTBOARD AILERON/TAB OR LOOSE DOORS AND FAIRINGS.

Contents


DOORS

FOLLOWING ARE THE SIX ADJUSTMENTS POSSIBLE ON ENTRY AND SERVICE DOORS:-

1.A GUIDE ARM ADJUSTMENT AT UPPER HINGE TO MOVE THE DOOR PARALLEL TO OPENING DURING LAST 1" OF TRAVEL.

2.A HORIZONTAL CONTROL ROD ADJUSTMENT TO MOVE THE DOOR TOWARD THE OPENING SO THAT LATCHES WILL PICK UP EHEN THEY START TO TURN.

3.VERTICAL ADJUSTMENT OF DOOR AT VERTICAL TORQUE TUBE TO FIT THE DOOR TO OPENING FOR CLEARANCE AT THE TOP AND BOTTOM AND CENTER STOPS ON PADS, CENTERING GUIDE MUST BE MOVED TO AGREE.

4.ADJUSTMENT OF LATCH CAMS ON FRAME TO FAIR THE DOOR FOR FLUSHNESS.

5.UPPER AND LOWER GATE ADJUSTMENTS FOR FLUSHNESS.

6.ADJUSTMENT OF STOP PINS FOR CLEARANCE SO THAT DOOR WILL CLOSE, YET CARRY CABIN PRESSURE.

TROUBLESHOOTING:-

1.DOOR ANNUNCIATOR LT COMES ON DURING DESCENT OR REMAINS ON THROUGHOUT THE FLIGHT:-

1.PRESSURIZE AIRCRAFT AND CHK FOR MOVEMENT OF HANDLE IF NOTICED, ADJUST THE STOP PINS. [MOVE OUTWARDS].

2.IF DOOR ANNUNCIATOR LT STILL DOES NOT GO OFF ON CLOSING OF DOOR, ADJUSTMENT SENSOR.

3.PRESSURIZE AIRCRAFT AND CHECK FOR LEAKS WHENEVER DOOR ADJUSTMENT CARRIED OUT.

Contents


 

HYDRAULIC SYSTEM

HYDRAULIC FLUID BMS 3-11, SKYDROL 500B, CHEVRON HYJET IV.

FLUSHING HYDRAULIC SYSTEM A AFTER REPLACEMENT OF FAILED ENGINE DRIVEN PUMP.

1.DEPRESSURIZE HYD SYS A.

2.REPLACE APPLICABLE SYS A PR.FILTER.

3.REPLACE SYS A RETURN FILTER.

4.PRESSURIZE HYD SYS A USING EDP.

5.CYCLE ALL HYD SUBSYS [EXCEPT LANDING GEAR] AT LEAST 6 TIMES AT MAX RATE.

6.REPLACE CASE DRAIN FILTER, SYSTEM A PRESSURE AND RETURN FILTERS.

ALTERNATELY:- 

FLUSH HYD LINES FROM EDP TO CSD FILTER AND EDP TO SYS A PR FILTER.

CHK FILTER CONDITION AFTER 50 HRS/100 HRS OF ENGINE OPERATION.

DRY EDP RUNNING

NOTE:- WHEN ENG 1 OR 2 FIRE S/Ws ARE POSITIONED TO FIRE WITH CORRESPONDING ENGINE DRIVEN PUMP OPERATING:-

1.SUPPLY SOV CLOSED FOR < 5 MINUTES, NO MAINTENANCE REQD.

2.SUPPLY SOV CLOSED FOR > 5 MINUTES.

A.CHK CASE DRAIN FILTER FOR METAL.

B.CHK PR.FILTER FOR METAL CONTAMINATION.

C.IF NO METAL PARTICLES FOUND IN EITHER OF THE FILTERS, CHANGE BOTH FILTERS, RECHK FILTER AFTER 200 HRS.

3.IF METAL IN FILTER, FLUSH SYS A HYD.

NOTE:- BEFORE CHK FILTER, RUN EDP FOR AT LEAST I MINUTES [MOTOR ENGINE] SO THAT METAL WITHIN THE LINE REACHES THE FILTER.

TROUBLESHOOTING:-

SYSTEM A HYDRAULIC PRESSURE ABOVE NORMAL [3100 PSI]:-

1.CHK FOR CLOGGED CASE DRAIN FILTER.

2.OPT #1 EDP CHK PR, IF OK THEN #2 EDP IS DEFECTIVE.IF PRESSURE HIGH WITH BOTH

#1 & #2 EDP, THEN BOTH PUMPS MAY BE DEFECTIVE OR IND/Tx PROBLEM.

3.CHK FOR RESTRICTION IN LINE OR BENT LINES.

4.SHUT DOWN ENGINE [OR DEPRESSURIZE PUMP A] AND OPEN GRD INTERCONNECT. COMPARE SYS A & B INDICATION.IF SYS A INDICATION READS HIGHER, THEN SYS A IND/Tx DEFECTIVE.

5.IF SYSTEM A & B INDICATION BOTH READ NORMAL, THE CHANGE BOTH SYSTEM A EDP PUMPS.

SYSTEM A HYDRAULIC PRESSURE BELOW NORMAL[2800PSI]:-

1.CHK A PR Tx/IND BY PRESSURIZE SYS A USING SYS B PUMPS [GRD INTERCONNECT OPEN] AND CHK INDICATION EQUAL.IF NOT, IND/Tx DEFECTIVE.

2.SYS A PR. RELIEF VALVE [PR MODULE] ADJUSTMENT IMPROPER. CHK WITH SYS B PASSED [NORMAL PR], OPEN GRD INTERCONNECT. CHK IF SYS B PR INDICATION COMES DOWN BELOW NORMAL, THEN PR RELIEF VALVE DEFECTIVE.

3.BOTH SYS A EDP DEFECTIVE.

4.HYDRAULIC LEAK [MONITOR HYD FLUID QTY WITH BOTH SYS A & SYS B PRESSURIZED. NOTE:- SYS B PR ABOVE OR BELOW NORMAL TROUBLESHOOTING SIMILAR TO ABOVE

TROUBLESHOOTING.

SYS B PUMP OVHT Wx LT ILLUMINATES [ò220øF]:-

1.CHK APPLICABLE PUMP CASE DRAIN AND PRESSURE FILTER FOR CONTAMINATION.

SYS B LOW HYD QTY Wx LT COMES ON:-

1.CHK SYS A HYD QTY, SERVICE HYD SYS.IF SYS B LOW QTY Wx LT STILL COMES ON WITH SYS A FULL , THEN REPLACE QTY S/W ON SYS B RESERVOIR AS FOR SHORT CIRCUIT.

SYSTEM A USES:-

1.PRIMARY FLIGHT CONTROLS [LID][LEFT, INBOARD, DOWN]2.T/E FLAPS.3.L/E FLAPS AND SLATS.4.INBOARD FLIGHT SPOILERS.5.GROUND SPOILERS.6.L/G EXTENSION AND RETRACTION.7.THRUST REVERSER.8.NOSE WHEEL STEERING.

9.BRAKES [INBOARD].

SYSTEM B USES:-

1.PRIMARY FLIGHT CONTROLS.2.OUTBOARD FLT SPOILERS.

3.OUTBOARD BRAKES.

STANDBY SYSTEM USES:-

1.STANDBY RUDDER.2.L/E DEVICES [FLAP + SLAT] EXTENSION OMLY.

3.THRUST REVERSERS.

STANDBY PUMP CAN BE PUT TO ON BY:-

1.MOVING FLT CONTROL A S/W TO STBY RUDDER.2.MOVING FLT CONTROL B S/W TO STBY RUDDER.

3.MOVING ALT FLAP S/W TO ARM POSITION.

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FUEL SYSTEM TROUBLESHOOTING

ALLOW PRESSURE Wx LT ILLUMINATING WITH BOOST PUMP S/W ON.

1.CHK FUEL QTY IN THE TANK [>350 KGS].

2.REMOVE ELECTRICAL CONNECTION FROM LOW PR S/W AND CHK LP LT EXTINGUISHES. IF LP LT OFF REPLACE LP S/W.IF NOT, REPLACE FUEL MODULE ON P5 PANEL.

3.CHK OPERATION OF BOOSTER PUMP BY MANUALLY FEELING + NOISE OF THE PUMP. IF GENUINE LOW PR, THEN REPLACE BOOST PUMP.

A.IF NO PWR AT BP ELECT CONN, REPLACE BP RELAY ON P6 OR BP CONTROL S/W.

B.IF PWR AVAILABLE, REPLACE BOOST PUMP.

ENGINE FSOV DOES NOT OPERATE:-

[ON PLACING START LEVER FROM CUT OFF TO IDLE].

1.CHK 28VDC PWR AT ELECT CONN.IF PWR AVAIULABLE, REPLACE FSOV.

2.IF NOT, 28VDC AT PIN 23 OF FIRE S/W.PUSH FIRMLY ON FIRE S/W IS IN NORMAL POSITION.

PR FUELLING SYS TROUBLESHOOTING:-

IF ELECTRICAL POWER NOT AVAILABLEAT FUELLING STATION, PUT STBY S/W TO BATT POSITION FOR FUEL QTY GAUGE INDICATOR PWR AND REFUEL WITH MANUAL FUELLING BUTTON [PRESS ONE BUTTON AT A TIME]. CROSSCHECK FUEL INDICATION WITH DRIPSTICKS.

CAUTION:- IN CASE OF GAUGE [FUEL] FAILURE.COMPUTE THE NO OF LTS UPLIFT REQD [CHK THE UPLIFT FROM BOWZER READING], CROSS CHK FUEL QTY WITH DRIPSTICK.FOR UPLIFT OF FUEL IN CENTER TANK WITH QTY GAUGES U/S.FILL LH AND RH TANK. DETERMINE FUEL UPLIFT REQD IN CENTER TANK. DETERMINE FUEL UPLIFT REQD IN CENTER TANK [IN LTS AND ASK REFUELLING PERSONNEL TO UPLIFT REQD FUEL WITH BOWZER GAUGES.

DEFUELLING [FROM #1 TANK]:-

1.#1 TANK BOOSTER PUMPS ON.

2.CROSSFEED VALVE OPEN.

3.ENG #2 FSOV OPEN [START LEVER ENG 2 IDLE].

4.DEFUELLING VALVE OPEN.

FUEL TRANSFER [FROM #1 TO #2 TANK]:-

1.#1 TANK BP ON.2.CROSSFEED VALVE OPEN.3.ENG #2 FSOV OPEN [START LEVER IDLE].4.DEFUELLING VALVE OPEN.5.#2 TANK FUELLING VALVE OPEN.

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AIRSTAIR SYSTEM

MODES OF OPERATION:-

1.NORMAL [115VAC].2.STANDBY [24VDC].

OPERATION

NORMAL EXTENSION

1.PLACE INTERIOR CONTROL TO EXTEND OR EXTERIOR CONTROL TO NORMAL EXTEND.

2.INITIAL MOVEMENT OF DOOR CLOSE DOOR CLOSE S/W, ILLUMINATING STAIRS OPTG" LT" WHEN DOOR REACHES ITS FULL OPEN POSITION, DOOR OPEN S/W ACTUATES REMAINING POWER FROM THE MOTOR.

3.WHEN EXTEND CYCLE IS COMPLETED, PUT CONTROL TO NEUTRAL POSITION.

4.DISENGAGE HANDRAIL EXTENSION FROM STOWED POSITION BY SLIDING HAND AND LATCH RELEASE, LIFT HANDRAIL EXTENSION.ATTACH TO SUPPORT BRACKETS.

NOTE:- AIRSTAIRS CANNOT BE RETRACTED UNTIL HANDRAIL EXTENSIONS ARE STOWED IN PROPER POSITION.

RETRACTION:-

1.STOW HAND RAIL EXTENSION.

2.POSITION CONTROL TO RETURN AND HOLD.

3.WHEN AIRSTAIR GOES TO FULL RETRACT POSITION POWER WILL CONTINOUSLY BE REMOVED FROM MOTOR UNTIL AIRSTAIRS REACH STOWED POSITION.

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AURAL WARNING SYSTEMS

CONTROL CABIN AURAL Wx SYSTEMS PROVIDE CHARACTERISTICS AUDIO SIGNALS TO DETECT THE PILOTS TO:-

ABNORMAL TAKE OFF CONDITIONS, LANDING CONDITION, PRESSURIZATION CONDITION, MACH AIRSPEED CONDITION, AN ENGINE APU OR WHEEL WELL FIRE, CREW CALL SYSTEM, 

SELCAL SYSTEMS.

PRIORITY SOUND

1 INTERMITTENT HORN

2 STEADY HORN

3 WAILER

4 BUZZER

SOUNDS OF LOWER PRIORITY WILL BE TURNED OFF BY CONTROL CKTS OF SOUNDS IN A HIGHER PRIORITY.

LANDING GEAR WARNING SYSTEM:-

A Wx HORN SOUNDS WHEN L/G POSITION IS INCORRECT FOR CURRENT OPERATING CONDITIONS, SWITCHES, OPERATED BY MOVEMENT OF THE ENGINE THRUST LEVER OR FLAP FOLLOW UP DRUM, CONTROL THE Wx HORN. SECONDARY CONTROL PROVIDED THRU THE L/G MODULE TO ENSURE HORN WILL NOT SOUND WHEN L/G POSITION IS RIGHT FOR CURRENT CONDITION.

ALL L/G MUST BE DOWN AND LOCKED WHEN FLAPS ARE IN LANDING RANGE OR ALL LDG GEAR DOWN AND LOCKED WHEN FLAPS LESS THAN FULL UP.

A STEADY HORN WILL SOUND IF GEARS ARE NOT DOWN AND LOCKED WHEN:-

A.FLAPS ARE DOWN AND EITHER ENGINE IDLE.

B.FLAPS IN LDG RANGE.

SIGNALS:-

1.LANDING GEAR UPLOCK AND DOWNLOCK SENSORS.2.THRUST LEVER ACTUATED L/G Wx S/Ws.

3.FLAP OPTD L/G S/W.

WARNING HORN RESET:-

HORN CUTOUT S/W ON AISLE STAND OR AUTOMATIC RESET BY ADVANCING THRUST LEVER.

TAKE OFF WARNING SYSTEM:-

IF EITHER THRUST LEVER IS ADVANCED TO T/O PWR, AN INTERMITTENT Wx HORN IN CONTROL CABIN WILL SOUND IF EITHER FLAPS OR STABLIZER ARE NOT IN T;O RANGE OR SPEED BRAKES ARE NOT DOWN.

AIR GRD SENSOR DEACTIVATES T/O Wx SYSTEM WHEN AIRCRAFT IN AIR.

SIGNALS:-

1.THRUST LEVER ACTUATED T/O Wx S/Ws, OR

2.EPR ACTUATED T/O Wx S/Ws.[EPRò1.4].

3.FLAP T/O Wx S/W.[FLAP CONTROL UNIT].

4.#1 & #4 L/E FLAP [FLAP/SLAT IND.MODULE E3-2].

5.STABLIZER T/O S/Ws.

6.SPEED BRAKE T/O Wx S/W. [UPPER FWD PORTION OF CONTROL SHROUD]. INTERMITTENT HORN CAN BE SILENCED ONLY BY CORRECTING THE T/O CONFIGURATION.

CABIN ALTITUDE Wx SYSTEM:-

PROVIDES AUDIBLE SIGNAL WHEN CABIN PR, APPROACHES AN ALTITUDE [10, 000 FT] DETRIMENTAL TO PAX COMFORT. SYSTEM CONSISTS OF PR S/W, A CUTOUT S/W AND A CUTOUT RELAY.

INTERMITTENT HORN WILL SOUND WHEN CABIN ALTITUDE ò 10, 000 FT.

CUTOUT SWITCH AND RELAY:- P5 PRESSURIZATION PANEL.

PRESSURE S/W:- 

ANEROID TYPE, UNDERSIDE OF COCKPIT FLOOR AHEAD OF CONTROL STAND.

FIRE DETECTION SYSTEM:-

PROVIDES VISUAL [RED LT] AND AURAL Wx [ALARM BELL] FROM SENSORS IN EACH ENGINE, APU AND WHEEL WELL AREAS.

MACH AIRSPEED Wx SYSTEM:-

PROVIDES A Wx TO CREW WHEN AIRCRAFT APPROACHES A CRITICAL SPEED.

SYSTEM CONSISTS OF MACH AIRSPEED Wx S/W IN E & E COMPT ADJACENT TO VG SHELF, MACH AIRSPEED Wx TEST S/W ON P5 AFT OVERHEAD PANEEL AND Wx CLACKER IN AURAL Wx AND CALL DEVICE BOX.

SIGNALS:-

Wx S/W IS CONTROLLED BY PITOT STATIC PR INPUT.

CLACKER REMAINS ON TILL CORRECTIVE ACTION IS TAKEN [AIRCRAFT SPEED IS REDUCED].

CREW CALL:-

HIGH CHIME WILL SOUND ANY TIME A CAPT CALL BUTTON IS PRESSED AT EXT PWR PANEL, FWD OR AFT ATTENDENT PANEL.

SELCAL:-

A TWO TONE HIGH LOW OR A SINGLE TONE CHIME WILL SOUND WHENEVER A CALL HAS BEEN RECIEVED BY HF/VHF COMM SYSTEM AND DECODED BY SELCAL DECODER, CHIME CAN BE STOPPED BY PRESSING RESET BUTTON.

Wx SYSTEM SOUND

1.L/G Wx SYSTEM STEADY HORN2.T/O Wx SYSTEM INTERMITTENT HORN3.CABIN ATTITUDE Wx SYSTEM. INTERMITTENT HORN4.HIGH MACH AIRSPEED Wx SYSTEM. CLACKER5.FIRE Wx SYSTEM. ALARM BELL6.CAPT CALL. HI CHIME7.SELCAL. HI CHIME

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OXYGEN

1.FLIGHT CREW O2 SYSTEM.2.PAX O2 SYSTEM.

3.PORTABLE O2 CYLINDER.

FLIGHT CREW OXYGEN SYSTEM:-

CONSISTS OF HIGH PR O2 CYLINDER PR REDUCING REGULATOR, SOV, O2 DISTRIBUTION LINES AND DILUTER DEMAND REGULATOR.

NOTE:-CREW AND PAX O2 PR 1600 TO 1800 PSI.

O2 CYLINDER CAPACITY 39 CU FT, 1850 PSI AT 70øF, LOCATION FWD CARGO COMPARTMENT

CYLINDER ASSY INCLUDE SLOW OPENING SOV, PR GAUGE, SAFETY RELIEF VALVE TO DISCHARGE CYLINDER OVERBOARD IF PRESSURE EXCEEDS SAFE LIMITS.

CREW O2 SOV, MANUALLY OPTG, LOCATION CONTROL CABIN, BEHIND F/O, ON P6 PANEL.

CREW O2 PR REDUCING REGULATOR LOCATION, ABOVE CREW O2 BOTTLE INLET PR 150-180 PSIG, OUTLET PRESSURE 50-75 PSIG.

DILUTER DEMAND REGULATOR HAS 3 MANUAL CONTROL LEVERS, SUPPLY ON OFF, EMERGENCY ON OFF, O2-100% NORM

OPERATION:-

1.SUPPLY:- ON, O2- NORMAL EMERGENCY-OFF, O2 ENTERS REGULATOR, AIR MIXED WITH O2 FED TO MASK.

2.O2-100%, ADDITION OF AIR WILL BE CUTOFF.

3.EMERGENCY-ON, POSITIVE PRESSURE OF OXYGEN AT OUTLET OF REGULATOR [2.4" OF WATER].

PAX O2 SYSTEM:-

CONSISTS OF O2 CYLINDER, 2 CONTINOUS FLOW CONTROL UNIT, SOV DISTRIBUTION LINES, PR LATCH VALVE MANIFOLD ASSY, AND O2 MASK IN PSU. SYSTEM OPERATION CAN BE INITIATED BY 3 METHODS:-

1.AUTOMATIC [14, 000 FT CABIN ALTITUDE] ACTUATION OF ANEROID OPTG DEVICE IN EITHER OR BOTH OF CONTINOUS FLOW CONTROL UNIT.

2.ELECTRICALLY, BY S/W ON P5 AFT OVERHEAD PANEL.

3.MANUALLY BY PULLING HANDLE CONTROLLING PNEUMATIC CONTINOUS FLOW CONTROL UNIT [CABIN FLOOR].

PORTABLE O2 BOTTLES:-

6 IN ALL1-COCKPIT, 1-FWD ATTENDANT CLOSET, 4-PAX CABIN [IN SET OF 2].

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INFORMATION REQUIRED FROM PILOT FOR HIGH ENERGY STOP INSPECTION:-

1.GROSS WT WHEN BRAKES APPLIED.2.SPEED OF THE AIRCRAFT.3.ALTITUDE OF LDG.4.O.A.T.5.HEADING/WIND VELOCITY.

6.THRUST REVERSER USED OR NOT [IF USED, DISTANCE COVERED TO STOP THE AIRCRAFT].

NOTE:-IF ONLY ONE HYDRAULIC PR USED/ONE BRAKE INOP DUE DEFLATED TYRE OR SO, THE ENERGY ABSORBED BY BRAKE SHALL BE DOUBLED.

 

ACTION:-

1.ENERGY OBSERVED UP TO 8 MILLION ft-lbs:- ALLOW FOR COOLING TIME, NO OTHER ACTION REQUIRED.

2.8-16 MILLION ft-lbs CHK OIL LEAKS, ALLOW COOLING TIME.

3.16-20 MILLION ft-lbs, CHANGE BRAKE ASSY BUT NOT WHEELS.

4.ABOVE 20 MILLION ft-lbs, CHANGE BRAKE + WHEELS, THOROUGH INSPECTION OF STRUCTURE.

 

HARD LDG:-

LDG AT EXCESSIVE RATE OF SINK.

OVER-WT LDG:-

EXCESSIVE WT LANDING.

AIR-GRD SENSING PROTECTION:-

1.VOICE RECORDER:- PERMITS ERASURE OF TAPE AFTER PARKING BRAKE IS SET.

2.L/G CONTROL LEVER LOCK:- PREVENTS CONTROL LEVER FROM BEING PLACED IN UP POSITION, WHEN AIRCRAFT IS ON GRD.

3.ANTISKID:- PREVENTS APPLICATION OF BRAKES BEFORE TOUCHDOWN AND LOSS OF BRAKES AT LOW SPEEDS.

4.WING ANTI ICE:- PREVENTS HOT AIR FROM ENTERING THE ANTI ICING DUCTS ON GRD.

5.STALL WARNING:- ACTIVATES THE SYSTEM IN AIR.

6.FLIGHT RECORDER:- STARTS RECORDING AFTER ENGINE START UP.

7.AIRCONDITIONING TURBOFAN:- OPENS TURBOFAN VALVE ON GRD.

8.HYDRAULIC SYSTEM INTERCONNECT VALVE:- PERMITS VALVE OPENING ON GRD WITH PARKING BRAKE SET.

9.ELECTRICAL POWER:- PREVENTS APU GEN BEING SWITCHED FROM 2 BUSES TO 1 BUS.

10.T/O WARNING:- DEACTIVATES SYSTEM IN AIR.

11.CABIN PRESSURE CONTROL:- MANTAINS CABIN PRESSURE IN AIR.

12.ELECTRIC SYSTEM STATIC INVERTER:- PREVENTS STATIC INVERTER DRAINING BATTERY ON GROUND.

13.APU FIRE HORN [MWW]:- PREVENTS APU FIRE HORN FROM SOUNDING IN AIR.

14.DRAIN MAST HEATER.

15.THRUST REVERSER DEPLOYMENT.

16.APU SURGE BLEED VALVE OPEN, OPENS ONLY WHEN APU RUNNING > 95% RPM + AIRCRAFT IN AIR.ON GRD, SURGE BLEED VALVE REMAINS CLOSED.

NOTE:- AIR SENSING TEST S/W AND GRD SENSING TEST S/W ON L/G MODULE ARE USED TO SIMULATE AIRCRAFT IN AIR CONDITION. AIR SENSING TEST S/W ENERGIZES AIR SENSING RELAYS AND GROUND SENSING TEST S/W DE-ENERGIZES GROUND SENSING RELAYS. BOTH S/Ws MUST BE PRESSED AND HELD DOWN TO SIMULATE AIRCRAFT IN AIR CONDITION.

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HYDRAULIC SYSTEM ALLOWABLE EXTERNAL LEAKAGE:-

SEAL ALLOWABLE LEAKAGE ALLOWABLE LEAKAGE FOR FOR NORMAL OPS DISPATCH OPEN TO AVOID DELAY

1.TUBE CONNECTION NO VISIBLE LEAKAGE NO VISIBLE LEAKAGE

2.STATIC SEALS 1 DROP/10 MINS

3.DYNAMIC SEALS

a] EDP INLINE PUMPS 30 DROPS/10 MINS 60 DROPS/10 MINS

b] ELECTRIC PUMPS 10 DROPS/MIN 20 DROPS/MIN

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IN-FLIGHT LATERAL TRIM REQUIREMENT

3 ITEMS MAY HAVE SIGNIFICANT EFFECT ON LATERAL TRIM REQUIREMENT BUT MAY NOT BE DETECTABLE DURING GRD INOP.

1.UNSEQUENCED OUTBOARD FOREFLAP.

2.ASYMETTRIC INBD AFT FLAP EXT/RET.

3.L/E OUTBOARD SLATS SKEWED.

LIMITS FOR CUMULATIVE EFFECT OF TRIM ON LATERAL CONTROL SYSTEM IS ONE TRIM

UNIT [6ø ON CONTROL WHEEL] FROM DELIVERED CONDITIONS.

FLAPS UP 3/4 UNIT.FLAPS 15 1 UNIT.

FLAPS 40 1 UNIT.

1.UNSEQUENCED OUTBD FORE-FLAP:-

CHK FOREFLAP FOR ADEQUATE OPERATING CLEARANCE BY SHAKING FOREFLAP IN FLAP RETRACTED POSITION WITH SPOILERS DEPLOYED TO OBTAIN ACCESS.A SMALL MOVEMENT OF FOREFLAP IS PREDICTABLE.IF NO MOVEMENT OBSERVED, CHECK FOR INTERNAL AND EXTERNAL INTERFERANCE.

2.ASYMETTRIC INBD AFT FLAP EXT/RET:-

VISUALLY CHK FOR CONTAMINATION SUCH AS ICE, SNOW, MUD ETC WHICH COULD CAUSE BINDING.ALSO CHK FOR DAMAGED COMPONENT, STRUCTURAL INTERFERANCE AND MISRIGGED CABLES.CHK THE OPN OF INBD AFT FLAP CLUTCH, REPLACE/ADJUST IF REQUIRED.

3.L/E OUTBOARD SLAT SKEWED:-

SLAT #1 & 6 ARE LOCATED CHORDWISE IN T/O POSITION BY SYSTEM OF SPRING LOADED DETENTS. IF THESE DETENTS ARE IMPROPERLY ADJUSTED OR HAVE FAILED, SLAT POSITION SKEWED RELATIVE TO L/E OF THE WING.

A LOAD > 90 lbs APPLIED AT EITHER END SHOULD BE REQUIRED TO DISPLACE THE SLAT FROM THE DETENTS. IF SLAT RELEASE AT LOWER LOADS. THE DETENT TORSION TUBE SHOULD BE CHKD FOR CORRECT PRELOAD AND STRUCTURAL INTEGRITY.

SPEED BRAKE DO NOT ARM AMBER LT COMES "ON" OR SPEED BRAKE LEVER AND SYSTEM DO

NOT ACTUATE:-

1.SPEED BRAKE LEVER BRAKE MACH DEFECTIVE.2.SPEED BRAKE ARMING S/W DEFECTIVE.

3.SPEED BRAKE ELECTRIC ACTUATOR DEFECTIVE.

TEST ON GRD:-

PUT SPEED BRAKE LEVER TO ARM SEE "SPEED BRAKE ARMED" GREEN LT COMES ON. PRESS S/W 1, 2 & 3 ON P2 PANEL, "SPEED BRAKE DO NOT ARM" AMBER LT COMES ON + GREEN LT GOES OFF.

FUNCTIONAL CHK:-ON GRD WITH SB LEVER IN ARM, HYD PWR AVAILABLE, PRESS AIR SENSING S/W ON L/G MODULE AND RELEASE. SB SHOULD BE DEPLOYED [SIMULATING LANDING CONDITION] PRESS TEST S/W 3 TO RESET ACTUATOR.

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STICK SHAKER:- PROVIDES Wx TO THE PILOT OF IMPENDING STALL BY VIBRATIONS TO THE CONTROL COLUMN.

STALL WARNING SYSTEM:-

SYSTEM CONSISTS OF ANGLE OF AIRFLOW SENSOR, FLAP POSITION Tx, STALL Wx MODULE [TEST] AND CONTROL COLUMN SHAKER.

SYSTEM TEST:- TOGGLE S/W ON STALL Wx SYSTEM TO TEST POSITION, CONTROL COLUMN STICK SHAKER ACTIVATED + TEST INDICATOR ROTATES, + HEATER OFF LT GOES OFF.

OPERATION:- ANGLE OF ATTACK SENSOR PROVIDES A SIGNAL CORRESPONDING TO THE ANGLE OF ATTACK OF THE AIRCRAFT, WHICH IS MODIFIED AS PER THE EXISTING POSITION OF T/E FLAPS AND A SIGNAL IS APPLIED TO STALL Wx MODULE [P5].STALL WARNING MODULE EITHER CONTROLS THE OPN OF STICK SHAKER.L/G MODULE AIR/GRD SENSOR INHIBITS STALL Wx SYSTEM WHEN AIRCRAFT IS ON GRD.

COMPONENT LOCATION:-

ANGLE OF AIRFLOW SENSOR:- BELOW CAPTs SIDE WINDOW.

POSN TRANSMITTER:- RH SIDE FLAP DRIVE TORQUE TUBE.

Wx MODULE:- P5 PANEL [AFT].

STICK SHAKER:- FWD FACE OF CAPTs CONTROL COLUMN.

Contents


TAKE OFF WARNING SYSTEM

WARNS THE PILOT IF FLAPS, STBLIZERS AND SPEED BRAKES ARE NOT IN THEIR RESPECTIVE T/O POSITIONS PRIOR TO TAKE OFF.IF EITHER THRUST LEVER ISADVANCED TO TAKE OFF POWER, AN INTERRMITTENT WARNING HORN WILL SOUND.IF EITHER FLAPS, OR STABLIZER OR SPEED BRAKES ARE NOT IN T/O CONFIGURATION.

LOCATION:-

THRUST LEVER ACTUATED T/O Wx SWITCH:- ON THROTTLE CLUTCH ASSY IN CEILING OF E & E COMPARTMENT.

FLAP T/O Wx S/W:- FLAP CONTROL UNIT.

STABLIZER T/O Wx S/Ws:- STAB ACTUATOR COMPARTMENT.

SPEED BRAKE T/O WARNING S/Ws:- SPEED BRAKE FWD DRUM MECHANISM IN THE LOWER NOSE COMPARTMENT/FWD UPPER PORTION OF CONTROL STAND. AIR/GRD SENSOR DEACTIVATES THE T/O Wx CKT WHEN THE AIRCRAFT IS AIRBORNE. FOR T/O Wx SYSTEM TEST, OPEN EPR CBs, MOVE STABLIZER, SPEED BRAKES OR FLAPS OUT OF T/O CONFIGURATION ANDCHK FOR SOUNDING OF T/O Wx SYSTEM.

Contents


THRUST REVERSER INOP:-

C/F UNDER MEL.

1.VERIFY T/R LOCKED IN FWD POSITION BY VISUALLY INSPECTING THE OVERCENTER LINKS AND GUIDE CARRIAGE AND DETERMINING THAT THEY ARE LOCKED OVERCENTER. [CAN BE VIEWED FROM AFT INBD SIDE OF EACH ACTUATOR FAIRING].

2.LOCKWIRE T/R HANDLE TO FWD THRUST LEVER.

3.INSTALL GRD LOCK ON ISOLATION VALVE IN AIR.

4.OPEN T/R CB.

5.DISPLAY "REVERSER INOP" PLACARD ON T/R HANDLE + ON REVERSER UNLOCKED AMBER LT ON P2 PANEL.

FOR PRACTICAL PURPOSES, #3 MAY NOT BE CARRIED OUT, WHILE RELEASING AIRCRAFT WITH T/R U/S UNDER MEL.

Contents


INCIDENTS REQUIRING REMOVAL OF CVR.

1.DAMAGE TO AIRCRAFT NECESSITATING REPAIRS BEFORE FURTHER FLIGHT.

2.INJURY TO PERSONS FROM CHOCKS ON TO CHOCKS OFF.

3.IMPAIRMENT DURING FLIGHT OF CAPACITY OF FLIGHT CREW MEMBER TO UNDERTAKE THE FUNCTION TO WHICH HIS LICENCE RELATES.

4.DECLARATION OF EMERGENCY SITUATION.

5.FIRE/SMOKE Wx.

6.EMERGENCY EVACUATION OF AIRCRAFT.

7.ENGINE INFLIGHT SHUTDOWN/FAILURE.

8.INABILITY TO ACHIEVE INTENDED AIRCRAFT CONFIGURATION [WITH PRIMARY + SECONDARY CONTROL + L/G.

9.PRESSURIZATION SYSTEM MALFUNCTION RESULTING IN CHANGED FLIGHT PLAN OR USE OF EMERGENCY OR STANDBY OXYGEN SYSTEM.

10.ABANDONED T/O EXCLUDING THOSE DUE TO OBSTRUCTIONS ON RUNWAY, BIRD HIT AND ATC INSTRUCTIONS.

11.DEVIATION FROM PREDETERMINED ROUTE CARRIED BY PROCEDURAL SYSTEM OR EQUIPMENT DEFECT.

12.PRECAUTIONARY OR FORCED LANDING.

13.OCCURANCE OF STALL OR STICK SHAKER.

14.REVERSION TO MANUAL CONTROL OF POWERED PRIMARY CONTROLS.

15.SEPERATION BETWEEN AIRCRAFT HAS BEEN LESS THAN PRESCRIBED.

16.LESS THAN PRESCRIBED TERRAIN CLEARANCE PROVIDED.

17.ANY OCCURRENCE IN WHICH AIRCRAFT LEAVES THE PAVED SURFACE.

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ALTIMETER ACCURACY [ALLOWABLE DIFFERENCE] IN P1 AND P2 ALTIMETER. ALTITUDE ELEC/PNEU DIFFERENCE.SEA LEVEL 50 ft 5000 ft 80 ft10, 000 ft 120 ft20, 000 ft 220 ft30, 000 ft 280 ft

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