B737 Bridging PDF

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BOEING 737-600/700/800/900
MECHANICAL TO B1 BRIDGING
ENGINEERING TRAINING TRAINING PURPOSE ONLY

Issue 1 Rev. 0 March 2016
BOEING 737-600/700/800/900 MECHANICAL TO B1 BRIDGING
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DISCLAIMER:
THIS COURSE NOTES IS INTENDED FOR TRAINING

PURPOSES ONLY
THE INFORMATION IT CONTAINS IS AS ACCURATE AS

POSSIBLE AT THE TIME OF ISSUE BUT
IT IS NOT SUBJECT TO AMENDMENT ACTION.
WHERE THE INFORMATION CONTAINED IN THIS COURSE NOTES IS AT VARIANCE WITH

OFFICIAL DOCUMENTS THE LATTER MUST BE TAKEN AS THE OVERRIDING AUTHORITY

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TABLE OF CONTENT
1. ATA 31 - COMMON DISPLAY SYSTE,M
2. ATA 24 - ELECTRICAL POWER
3. ATA 33 - LIGHTS
4. ATA 36 - PNEUMATIC
5. ATA 21 - AIRCONDITIONING
6. ATA 38 - WATER AND WASTE
7. ATA 25 - EQUIPMENT AND FURNISHING
8. ATA 29 - HYDRAULIC POWER
9. ATA 32 - LANDING GEAR
10. ATA 28 - FUEL
11. ATA 77 - ENGINE INDICATING

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INTENTIONALLY BLANK

ATA 31 - COMMON DISPLAY SYSTEM
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ENGINEERING TRAINING TRAINING PURPOSE ONLY Page : 1

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MASTER CAUTION SYSTEM -- INTERFACES

Lights - System annunciators.
The 28v dc battery bus and the 28v dc bus 1 supply power The MASTER CAUTION ANNUNCIATOR CONT 3 circuit breaker
for the master caution lights and the system supplies power to the logic in these panels:
annunciator lights.
- Air conditioning/bleed air control panel
The 28v dc power goes through switches in the master - Engine panel.
caution lights.
The MASTER CAUTION ANNUNCIATOR CONT 4 circuit breaker
The power goes through the annunciation and dimming supplies power to the logic in these panels:
module. When you select bright (BRT) on the master
lights control on P1, the voltage is 28 volts. When you - IRS master caution unit
select DIM on the master lights control, the voltage is - Flight recorder/Mach airpseed warning panel.
16 volts.
The DC BUS INDICATION BAT circuit breaker supplies
Control power to the logic in the APU indicator panel and the
generator drive and standby power panel.
Power for the control of the master caution
annunciation goes through seperate circuit breakers on The DC BUS INDICATION BUS 1 circuit breaker supplies
P6 to the control panels on the overhead panel (P5) and power to the logic in the generator drive and standby
the aft electronic stand (P8). power panel.
The MASTER CAUTION ANNUNCIATOR CONT 1 circuit breaker The FIRE PROTECTION DETECTION MA WRN & CONT circuit
supplies power to the logic in these panels: breaker supplies power to the logic in the
overheat/fire protection panel.
- Flight control panel
- Fuel control panel.
The MASTER CAUTION ANNUNCIATOR CONT 2 circuit breaker

supplies power to the logic in these panels:
- Hydraulic panel
- Window heat panel

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28V DC
BAT. BUS
MASTER CAUTION
ANNUNCIATOR BAT
POWER POWER
28V DC POWER LEFT MASTER RIGHT MASTER
BUS 1 CAUTION LIGHT CAUTION LIGHT
MASTER CAUTION 28/16V DC
ANNUNCIATOR MASTER DIM
BUS 1 ANNUNCIATION AND
MODULE DIMMING MODULE
28V DC POWER POWER
BAT. BUS
MASTER CAUTION LEFT SYSTEM RIGHT SYSTEM
ANNUNCIATOR CONT 1 FLIGHT CONTROL ANNUNCIATOR ANNUNCIATOR
PANEL LIGHTS LIGHTS
28V DC
BAT. BUS
MASTER CAUTION FUEL CONTROL PANEL
ANNUNCIATOR CONT 2
28V DC
BAT. BUS HYDRAULIC
MASTER CAUTION PANEL
ANNUNCIATOR CONT 3 AIR COND/BLEED
28V DC AIR CONT PANEL
BAT. BUS WINDOW HEAT
MASTER CAUTION PANEL
ANNUNCIATOR CONT 4 IRS MASTER
28V DC ENGINE PANEL
CAUTION UNIT
BAT. BUS
DC BUS INDICATION BAT. SYSTEM
APU INDICATOR ANNUNCIATORS
PANEL FLT REC/MACH
28V DC
BUS 1 AIRSPEED WARN
DC BUS INDICATION
BUS 1 AC & DC GEN DRIVE &
28V DC METER PANEL STBY PWR PANEL
BAT. BUS
FIRE PROTECTION DETECTION
MA WRN & CONT OVHT/FIRE PROTECT PANEL
P6 LOAD CONTROL CENTER
MASTER CAUTION SYSTEM - INTERFACES

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MASTER CAUTION SYSTEM -- SYSTEM SUMMARY

General
This page is for reference.

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OVHT/DET
FLT CONT ELEC
OVERHEAT/FIRE APU IRS APU

PROTECTION PANEL (P8)
APU INDICATOR IRS FUEL OVHT/DET
PANEL (P5)
LEFT SYSTEM ANNUNCIATOR
FLT CONT IRS MASTER LIGHTS
CAUTION UNIT (P61)
FLIGHT CONTROL FUEL
PANEL (P5) MASTER
FUEL CONTROL
PANEL (P5) CAUTION
PUSH TO RESET
ELEC
GENERATOR DRIVE AND LEFT MASTER
STBY POWER PANEL (P5) CAUTION LIGHT
MASTER
CAUTION
AIR COND
PUSH TO RESET
AIR CONDITIONING/
BLEED AIR CONTROL
PANEL (P5) RIGHT MASTER
CAUTION LIGHT
ANTI-ICE
WINDOW HEAT & PROBE
DOORS HEAT PANELS (P5)
OVERHEAD ANTI-ICE ENG
SYSTEM
ANNUNCIATORS (P5) FLIGHT RECORDER/MACH
A/S WARNING PANEL (P5) HYD OVERHEAD
HYD
HYDRAULIC PANEL (P5) DOORS AIR COND
ENG
RIGHT SYSTEM ANNUNCIATOR
ENGINE PANEL (P5) LIGHTS
MASTER CAUTION SYSTEM - SYSTEM SUMMARY

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CDS -- POWER INTERFACES

Power faults in nonvolatile memory and to do an orderly shut
down of the processor. The DEU can use the hold up
The 28v dc standby bus supplies power to these voltage for up to 10 seconds.
components:
- Left outboard display unit

- Left inboard display unit
- Upper center display unit
- Captain EFIS control panel
- Display electronics unit (DEU) 1.
The 28v dc bus 2 supplies power to these components:
- Right outboard display unit

- Right inboard display unit
- Lower center display unit
- First Officer EFIS control panel
- DEU 2.
The 28v dc hot battery bus also supplies power to the

DEU 1 and DEU 2. This power is the hold up voltage. The
DEU uses the hold up voltage to keep operation during
power transients. The DEU can use the hold up voltage
for a loss of the primary power of up to 1 second. If
there is a loss of primary power for more than 1
second, the DEU does a shut down. After a shut down, it
takes 90 seconds to start the DEU operation.
The DEU also uses the hold up voltage to do a shut down

of the DEU processor. The DEU can have faults in random
access memory or be in execution of a command when
there is a loss of primary power. When a power loss
occurs, the DEU uses the hold up voltage to store

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28V DC 28V DC
STANDBY BUS DC BUS 2
DISPLAY CAPT DISPLAY F/O
OUTBD OUTBD
L OUTBOARD DU R OUTBOARD DU
28V DC 28V DC
STANDBY BUS DC BUS 2
DISPLAY F/O
DISPLAY CAPT INBD
INBD R INBOARD DU
L INBOARD DU
28V DC
28V DC DC BUS 2
STANDBY BUS DISPLAY CTR
DISPLAY CTR LWR
UPR LOWER CENTER DU
UPPER CENTER DU
28V DC
DC BUS 2
28V DC DISPLAY
STANDBY BUS F/O EFIS
CONT PNL F/O EFIS
DISPLAY CONTROL PANEL
CAPT EFIS 28V DC
CONT PNL CAPT EFIS DC BUS 2
CONTROL PANEL
DISPLAY
DEU 2 PRI
28V DC
28V DC HOT BAT
STANDBY BUS DISPLAY
DISPLAY DEU 2
DEU 2 HLDUP
DEU 1 PRI
DEU 1
28V DC
HOT BAT
DISPLAY
DEU 1 HLDUP
P18-2 CIRCUIT BREAKER PANEL P6-1 CIRCUIT BREAKER PANEL
CDS - POWER INTERFACES

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CDS -- DISPLAY ELECTRONICS UNIT INTERFACES

Display Electronics Unit Outputs
Each display electronics unit (DEU) has one graphics

generator circuit card assembly (GG CCA) with two
graphics generators (GGA and GGB). Each GG can make
three display formats and will send these display
formats to one of the four coax couplers.
The coax coupler is a one-to-six splitter. The six

outputs of each coax coupler connect to the six display
units (DU). This gives each DU an input from each GG.
The DUs monitor the input from each of the four GGs but
only show data from one GG at a time.
Each DU has an address that is set by program pins to

show DU location. Each GG sends image data that
includes the display and address for one, two, or three
DUs. Each DU shows the image data that includes the
address for that DU location.
ARINC 429 Status Bus
Each DU sends configuration and status data back to the

DEUs on ARINC 429 status buses. The ARINC 429 status
bus has this data:
- DU health data
- DU installation program pin data
- Remote light sensor (RLS) data
- Bezel light sensor (BLS) data
- Coax connection data.

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FROM L
OUTBD DU ARINC TO DEU 1
COAX OUTPUT 1 429
FROM L GRAPHICS STATUS TO DEU 2
INBD DU GENERATOR A
L OUTBOARD DU
FROM COAX COUPLER 1
UPR C DU ARINC 429 ARINC TO DEU 1
STATUS BUS 429
FROM STATUS TO DEU 2
LWR C DU
COAX OUTPUT 2 L INBOARD DU
FROM R
INBD DU GRAPHICS
GENERATOR B ARINC TO DEU 1
FROM R 429
OUTBD DU COAX COUPLER 2 STATUS TO DEU 2
DEU 1 UPPER C DU
FROM L ARINC TO DEU 1

OUTBD DU 429
STATUS TO DEU 2
COAX OUTPUT 2
FROM L GRAPHICS
INBD DU GENERATOR B LOWER C DU
COAX COUPLER 3 ARINC
FROM TO DEU 1
UPR C DU ARINC 429 429
STATUS TO DEU 2
STATUS BUS
FROM
LWR C DU R INBOARD DU
COAX OUTPUT 1
FROM R GRAPHICS
GENERATOR A ARINC TO DEU 1
INBD DU 429
COAX COUPLER 4 STATUS TO DEU 2
FROM R
OUTBD DU
R OUTBOARD DU
DEU 2
CDS - DISPLAY ELECTRONICS UNIT INTERFACES

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CDS -- DEU - FUNCTIONAL DESCRIPTION

General read and write operations. These processors have
independent power monitors and independent clock
The display electronics units (DEU) receive data from monitors.
other airplane systems. It changes the data to a
display signal that goes to the display units (DU). The The processor sends data to the graphics generator CCA
DEUs also route some data between different airplane using a CP bus.
systems.
Graphics Generator CCA
Each DEU has five circuit card assemblies (CCA). The
CCAs are not line replaceable units. These are the CCAs There is one graphics generators (GG) CCA with two
in each DEU: graphics generators. The GG CCA gets data from the
processor over a CP bus. The primary purpose of the GG
- Two input/output (I/O) CCAs CCA is to make the image data for the display units
- One graphics generator (GG) CCA with two GGs (DUs). The GG CCA uses the data from the processor CCA
- One processor CCA to make all the vector art. Each GG can make three
- One power supply CCA. formats at the same time.
Input/Output CCA The GG also has the ARINC 453 receivers to get weather
radar (WXR) data and enhanced ground proximity warning
The two I/O CCAs can operate independently and they system (EGPWS) data. WXR and EGPWS data are not shown
interface with the processor CCA using independent at the same time. A compression of the vector art data
communications processor (CP) buses. Each I/O CCA gives and the ARINC 453 data goes out on a coax cable to the
routing for ARINC 429, discrete, and analog signals. display units.
The transfer of data between the I/O CCA and the
processor CCA is controlled by the processor CCA. Power Supply
Processor CCA The power supply gives all the cards power. The power
supply changes 28v dc input power to the necessary
The processor CCA gets data from and sends data to the voltages.
I/O CCA using a communications processor (CP) bus.
The processor CCA contains two independent processors.

These processors compare all instructions and all data

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ARINC 429
INPUTS
ARINC 429 I/O
ARINC 429 28 VDC
OUTPUTS
POWER
DISCRETE SUPPLY
INPUTS CP CCA
DISCRETE I/O 28 VDC
DISCRETE BUS BATTERY
OUTPUTS
ANALOG
INPUTS
ANALOG ANALOG I/O
OUTPUTS
INPUT/OUTPUT #1 CCA PROCESSOR CCA
ARINC 429
INPUTS
ARINC 429 I/O
ARINC 429
OUTPUTS ARINC 453
WXR OR TERR INPUT
DISCRETE GRAPHICS
INPUTS GENERATOR A TO COAX
CP COUPLER
DISCRETE DISCRETE I/O BUS & DU(S)
OUTPUTS
ARINC 453
ANALOG WXR OR TERR INPUT
INPUTS GRAPHICS
ANALOG I/O GENERATOR B TO COAX
ANALOG COUPLER
OUTPUTS & DU(S)
INPUT/OUTPUT #2 CCA GRAPHICS GENERATOR CCA

DEU (TYP)
CDS - DEU - FUNCTIONAL DESCRIPTION

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CDS -- TRAINING INFORMATION POINT - SOFTWARE LOADING

DEU Software DEU must have data about the drive signals for each
type of DU. The DU data base has the data about the
You can load software into the DEU or download BITE drive signals.
data from the DEU.
You can do a load of the DUDB into the DEU.
These are the types of software you can put in the Approximately 5 minutes are necessary to do a load of
DEUs: the DUDB into each DEU.
- Operational software Software Loading

- Operational program configuration
- Display unit data base. To load software into the DEU, use the data loader
control panel. The engines must be off.
Operational Software (OPS)
Select the DEU position on the lower switch on the data
The operation software is the software that operates loader control panel. Select the left or right position
the DEU. on the upper switch on the data loader control panel.
A maximum of 90 minutes is necessary to do a load of the Put the diskette in the airborne data loader or in the
OPS into each DEU. portable data loader (PDL). If the PDL is used, connect
the PDL to the data transfer unit receptacle.
Operational Program Configuration (OPC)
When the data load is complete, you can verify that the
The OPCs replace most of the hardware program pins used new software part number shows on the CDS IDENT/CONFIG
in other airplanes. The OPCs set the customer page. This page shows this data:
configuration options.
- OPS part number
Approximately 5 minutes is necessary to do a load of - OPC part number
the OPC into each DEU. - DUDB part number
- DEU H/W part number
Display Unit Data Base (DUDB) - Program pins.
There are different types of display units for the

common display system. The DUs are interchangeable. The

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DATA LOAD SELECTOR

C CDS DE U X MAINT/BITE
SINGLE SYS
L R ID E N T / C O N F I G 1 / 1
CAPT F/O
UPR LWR
OP S P/N ####-HNP-###-##
SYSTEM SELECT
OP C P/N ####-BCG-###-##
NORMAL
ACMS
DFDAU
FMC
CDU DU D B P/ N ####-HNP-###-##
PFIDS ACARS/CMU
INOP INOP
DE U HW P / N #######-###
INOP INOP
APU DEU
INOP INOP
PR O G RAM P I N S ####
INOP
INOP FCC
SATCOM
1
<IN D EX
INOP
DATA LOADER CONTROL PANEL
CDS IDENT/CONFIGURATION PAGE
1 OPTIONAL SYSTEMS NOT ACTIVE

ARE LABELED INOP.
CDS - TRAINING INFORMATION POINT - SOFTWARE LOADING

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Compatibility Checks Training Information Point
The DEU finds if these are not compatible: When you set the two switches to select a DEU on the
data Loader control panel, that DEU does not operate
- OPS and DEU hardware the display units. The other DEU supplies the data for
- Program pins in DEU 1 and DEU 2 all 6 DUs, and CDS FAULT shows.
- OPS to airplane type
- OPS to OPC
- DEU 1 to DEU 2 software.
If the OPS is not compatible with the DEU, the OPS does
not do a load into the DEU. The other compatibility
checks are done at initialization. If the DEU finds
something that is not compatible, you see a CDS FAULT
maintenance message.
Operation to Download BITE Data
The DEU can do a download of BITE data to a diskette.

The diskette must have a format that accepts the
download of the data.
To do a download of BITE data, put the diskette in the

airborne data loader or PDL. Select the DEU position on
the lower switch on the data loader control panel.
Select the L or R position on the upper switch on the
data loader control panel. The DEU automatically does a
download of the data to the diskette. The airborne data
loader or the PDL shows that the load is done.

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DATA LOAD SELECTOR

C CDS DE U X MAINT/BITE
SINGLE SYS
L R ID E N T / C O N F I G 1 / 1
CAPT F/O
UPR LWR
OP S P/N ####-HNP-###-##
SYSTEM SELECT
OP C P/N ####-BCG-###-##
NORMAL
ACMS
DFDAU
FMC
CDU DU D B P/ N ####-HNP-###-##
PFIDS ACARS/CMU
INOP INOP
DE U HW P / N #######-###
INOP INOP
APU DEU
INOP INOP
PR O G RAM P I N S ####
INOP
INOP FCC
SATCOM
1
<IN D EX
INOP
DATA LOADER CONTROL PANEL
CDS IDENT/CONFIGURATION PAGE
1 OPTIONAL SYSTEMS NOT ACTIVE

ARE LABELED INOP.
CDS - TRAINING INFORMATION POINT - SOFTWARE LOADING

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CDS -- TRAINING INFORMATION POINT - CDU CDS BITE PAGES - DU OPTICAL TEST
General You do the STRIPE test the same as you do the RED test.
For the STRIPE test, the DUs show diagonal white and
To do the DU optical test, you select line select key black stripes. This test lets you easily see line
(LSK) 3L, DU OPTICAL TEST from the GROUND TEST MENU defects. The line defects can be less easy to see on a
PAGE. This shows the DU OPTICAL TEST MENU page. solid display.
You do these tests to examine the DU liquid crystal

display (LCD). The DU BITE circuits do not monitor the
LCD quality. The failures you look for are line defects
and element defects in the LCD.
DU OPTICAL TEST MENU Page
On the DU OPTICAL TEST MENU page, these are the 4 tests

that you can select:
- RED
- BLUE
- GREEN
- STRIPE.
To do the RED test, you select LSK 1L. This makes all
the DUs show red lines. From the bottom of the display,
each line shows less color intensity. The pattern shows
again until you get to the top of the display.
All of the DUs must look the same. A DU with a weak

backlight driver looks different than the other DUs.
The BLUE and GREEN tests are almost the same as the RED
test.

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CDS DEU X MA INT/BITE

G R OU N D T E S T S M E N U 1 /1
< DEU SELF -TEST
<DU LOOP TEST
< DU OPTIC AL TE ST
< WXR/TERR DISP LAY T EST
< I NDEX
DU COLOR TEST (TYP)
CDS DEU X MA I N T/B I T E

D U OP T I C A L T E ST 1 / 1
RED
<BLUE
<GREEN
<STRIPE
<INDEX
DU STRIPE TEST
CDS - TRAINING INFORMATION POINT - CDU CDS BITE PAGES - DU OPTICAL TEST

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INTENTIONALLY BLANK

ATA 24 - ELECTRICAL SYSTEM
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ELECTRICAL POWER -- DISTRIBUTION - GENERAL DESCRIPTION
General The system design makes sure that two AC power sources
can not supply power to the same transfer bus at the
These AC buses receive power directly from an AC power same time. However, one AC power source can supply
source: power to both transfer buses through the bus tie
breakers (BTBs).
- AC transfer bus 1
- AC transfer bus 2 Each transfer bus supplies power to these components or
- Ground service bus 1 buses:
- Ground service bus 2.
- Galleys (as many as 2)
System logic removes loads (load shed) to prevent an - Main Bus
overload of an AC power source. - Ground service bus
- Transformer rectifier unit (as many as 2).
These DC buses receive power directly from the
transformer rectifier units (TRUs): Ground Service Buses
- DC bus 1 Each ground service bus receives power in one of these

- DC bus 2 two ways:
- Battery bus
- The AC transfer bus on that side has power
These buses receive power directly from the main - The ground service switch on the forward attendant
battery or the main battery charger: panel is in the ON position and external power is
connected to the airplane.
- Hot battery bus
- Switched hot battery bus. The two ground service transfer relays control the
selection of the power source.
AC Transfer Buses
Main Buses and Galley Buses
These AC sources supply power to the AC transfer buses:
The main buses and the galley buses receive power from
- External power their respective AC transfer bus. Load shed relays
- APU starter-generator remove the power to these buses when their loads exceed
- Integrated drive generators (IDGs). operating limits. This protects the AC power source

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from overload. The bus power control unit (BPCU) Battery Buses
controls the load shed function.
The hot battery bus normally receives power from the
Main Buses, Galley Buses and IFE/PASS SEAT Buses main battery or main battery charger. The auxiliary
battery and auxiliary battery charger connects in
The main buses, galley buses and IFE/PASS SEAT buses parallel with the main battery during non-normal
receive power from their respective AC transfer bus. conditions to help supply power.
Load shed relays remove the power to these buses when
their loads exceed operating limits. This protects the The battery bus normally receives power from TRU 3. The
AC power source from overload. The bus power control battery bus receives power from the battery if TRU 3
unit (BPCU) controls the load shed function. has no output.
DC Buses The switched hot battery bus receives power from the
hot battery bus when the battery switch (P5 panel) is
DC bus 1 normally receives power from TRU 1. The bus in the ON position.
can receive power from TRU 2 or TRU 3 through the bus
tie relay. This relay is normally energized. External Power
DC bus 2 normally receive power from TRU 2. TRU 3 External power can supply power to these buses:
supplies power if TRU 2 fails. DC bus 2 may also
receive power from TRU 1 through the bus tie relay. - AC transfer buses
- Ground service buses.
Standby Buses
External power supplies power to each AC transfer bus
The AC standby bus normally receives power from AC through the external power contactor (EPC) and the
transfer bus 1. The static inverter may also supply necessary bus tie breaker (BTB).
power to this bus. A remote control circuit breaker
(RCCB) controls power to the static inverter. IDG Power
The DC standby bus normally receives power from DC bus The IDGs are the normal power sources for the AC
1. The hot battery bus may also supply power to the DC transfer buses. An IDG supplies power to the transfer
standby bus. bus through a generator control breaker (GCB).

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Battery Charger
Each battery charger makes sure its battery stays at

maximum charge. Each battery charger also operates as a
TRU when not in the charge mode.
The battery charger internal logic removes power to the

battery charger during an APU start or when the battery
internal temperature is more than limits.
Remote Control Circuit Breaker (RCCB)
The standby power system uses a remote controlled

circuit breaker (RCCB) to control power input to the
static inverter. This RCCB is normally closed.
The dual battery RCCB closes to put the auxiliary

battery and the auxiliary battery charger output in
parallel with the output of the main battery and its
charger. This RCCB is normally open.

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IDG APU IDG

1 GEN EXT 2
PWR
GND SVC GCB 1 APB EPC GCB 2 GND SVC
XFR RLY 1 XFR RLY 2
AC XFR BUS 1 AC XFR BUS 2
BTB 1 BTB 2
GALLEY (S) GALLEY (S)

GND SVC BUS 1 GND SVC BUS 2
MAIN BUS 1 MAIN BUS 2
IFE/PASS SEAT TR3 XFR IFE/PASS SEAT

AUX BAT RLY
CHGR
MAIN BAT
TRU 1 TRU 3 TRU 2 CHGR
RCCB
AUX
BAT BUS TIE RLY
DC BUS 1 DC BUS 2
STATIC
INVERTER STDBY
NORMAL RLY MAIN
RCCB BAT BUS BAT
AC STBY BUS NORM RLY DC STBY BUS
TO APU
START
STBY DC CIRCUIT
BAT BUS ALTN RLY
ALT RLY BAT BUS
GND SVC HOT BAT BUS

SW HOT BAT
BUS RLY BUS RLY
SW HOT BAT BUS GND SVC DC BUS
ELECTRICAL POWER - DISTRIBUTION - GENERAL DESCRIPTION

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ELECTRICAL POWER -- TRAINING INFORMATION POINT - 2
Electrical Meters, Battery, and Galley Power Module is the display test. The test takes 15 seconds. Then
Built-In Test the first maintenance message shows on the display.
Momentarily push the switch again to see the next
The fault data shows on the electrical meters, battery, message. If there are no maintenance messages, NO
and galley power module. The amber ELEC light on the FAULTS STORED shows momentarily after the display test
module comes on when the module has an electrical is done. The display then goes off. The display stays
system maintenance message. The light does not come on off until you move a selector switch.
in flight. Maintenance messages show on the LED
alphanumeric display when the airplane is on the The message HOLD BUTTON CLEAR FAULTS appears on the
ground, and you push the MAINT switch. display when you momentarily push the switch after the
last fault message. To erase all of the messages from
These are the maintenance messages that can show: memory, push and hold the switch until the FAULTS
CLEARED message shows. The HOLD UNTIL FAULTS CLEAR
- PANEL FAILURE (soft, display operates) message shows during this time. If the switch is
- INTERFACE FAILURE released before the FAULTS CLEARED message shows, the
- BAT CHGR INOP fault messages stay in memory and the display goes off.
- AUX BAT CHGR INOP The display goes back to normal when you move a
- STAT INV INOP selector switch.
- SPCU INOP.
Training Information Point
The letter I can show after the maintenance message.
This means that the fault is intermittent and that the As many as 15 seconds can be necessary for the display
fault is not set at this time. Only remove faults that test during BITE. Push the maintenance switch again
are intermittent. immediately after the display tests starts to bypass
the display test. The display goes directly to the
You do these steps to see a maintenance message: first maintenance message or the NO FAULTS STORED
message.
- Put the AC and DC meter selector switches to the
TEST position
- Momentarily push the MAINT switch.
All segments of the alpha numeric display come on, one

segment at a time, after you release the switch. This

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AIRPLANE ON GROUND
SELECTOR SWITCHES TO TEST POSITIONS
DC AMPS CPS FREQ
MOMENTARILY PUSH MAINT SWITCH 1
STAT INV
LED ALPHANUMERIC DISPLAY TEST
DISPLAY
NO FAULT DATA
INOP I 2
FIRST MESSAGE NO FAULTS
STORED
DC VOLTS / AC AMPS / AC VOLTS
MOMENTARILY PUSH MAINT SWITCH
MAINTENANCE
ELEC SWITCH
MAINT
SUBSEQUENT MESSAGES
AUX BAT APU GEN

BAT TR1 GEN1 GEN2 MOMENTARILY PUSH MAINT SWITCH
AC SELECTOR
BAT GRD
SWITCH
TR2 INV HOLD BUTTON
BUS PWR
CLEAR FAULTS
STBY TR3 STBY TEST
PWR TEST PWR
OFF PUSH/HOLD MAINT SWITCH

OFF OFF DC SELECTOR
SWITCH (3 SEC)
BAT
HOLD UNTIL
ON ON FAULTS CLEAR
ON CAB/UTIL IFE/PASS
SEAT (3 SEC)
DC AC
FAULTS
ELECTRICAL METERS, BATTERY, AND GALLEY POWER CLEARED
MODULE (P5)
RELEASE SWITCH BLANK DISPLAY
1 PUSH SWITCH 2 TIMES TO BYPASS DISPLAY TEST UNTIL YOU MOVE
2 IDENTIFIES INTERMITTENT FAULT SELECTOR SWITCH
ELECTRICAL POWER - TRAINING INFORMATION POINT - 2

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EXTERNAL POWER -- BPCU - TRAINING INFORMATION POINT

Built-In Test Equipment is a priority if the BPCU see two faults at the same
time. This is the priority for the lights:
The BPCU BITE helps you isolate faults with the
external power circuit. The BPCU BITE operates - BPCU FAULT
independently of the normal control and protective - EP DIST/BUS FAULT
circuits. The BPCU has these BITE functions: - EPC FAULT
- BPCU PASS (green).
- Detects and identifies failures in the external
power channel Monitor FAULT
- Saves fault information in its non-volatile memory
- Shows fault information on the front of the BPCU Monitor BITE compares cause and effect relationships to
(indicator lights) find out if there is a fault condition. After a
- A self-test of the BPCU circuits at power-up and protective action occurs, the monitor BITE isolates the
when the TEST switch on the front of the BPCU is fault. The monitor BITE is continuous when the BPCU has
pushed. power. Monitor BITE isolates faults to one of these:
The BPCU BITE has these three operating modes: - BPCU FAULT
- EP DIST/BUS FAULT
- Continuous monitoring - EPC FAULT.
- Protective faults
- Self-test. Protective Fault BITE
BITE Front Panel Display Protective fault BITE occurs when a fault condition
makes the ground service relays or the EPC open.
The BITE front panel display has a TEST switch and four
lights. Use the test switch to turn off any fault Protective fault BITE isolates faults to these:
lights and to do a test of the BPCU. The BPCU FAULT and
BPCU PASS lights are the only lights that come on at - External power
the end of the self-test. - The tie bus
- The transfer buses.
During continuous monitoring and protective fault
modes, only one fault light comes on at a time. There

__________________________________________________________________________________________________
EXTERNAL POWER -- BPCU - TRAINING INFORMATION POINT
Do a self-test BITE after fault isolation to make sure BPCU DIST/BUS FAULT
the fault is gone. The BPCU shows the fault by an EP
DIST/BUS FAULT (red) light. The BPCU monitors internal protective functions. The EP
DIST/BUS FAULT light comes on when the BPCU opens the
Self-Test BITE EPC, BTB1, BTB2 for any of these faults:
Self-test BITE monitors for BPCU passive circuit - Overcurrent

malfunctions. Self-test BITE isolates faults to the - Unbalanced phase current.
BPCU and shows this by a BPCU FAULT (red) light.
BPCU FAULT
Push the BPCU TEST switch to do a manual self-test.
During the test, all lights come on for three seconds. The BPCU FAULT light comes on if the BPCU fails a self-
Then all the lights go off. If there are no BPCU test BITE or the BPCU goes into fail-safe protection.
faults, the green BPCU PASS light comes on for seven
seconds. The red BPCU FAULT light comes on if it finds BPCU PASS
and internal fault. Any previous fault lights that were
on, go off at the start of this test and do not come on The BPCU PASS light (green) comes on when you push the
until the BPCU finds the fault again. TEST switch and the BPCU is good.
Self-test BITE is automatic when the BPCU receives BPCU Test Switch
power and the airplane is on the ground. No lights come
on if the test passes. If the BPCU finds faults, the Push the BPCU test switch to make the BPCU do a self-
red BPCU FAULT light comes on and previously latched test. The test turns off any fault light that is on
faults are reset. before the test. The fault light comes back on when the
conditions that made the light come on are true again.
EPC FAULT Not like the GCU, the BPCU responds to the test switch
if the associated AC power source (external power) is
The BPCU EPC fault (red) light monitors the voltage of on the airplane.
the EPC close signal and the position of the EPC. The
EPC fault light comes on if the position does not match
the commanded position.

__________________________________________________________________________________________________
INSTRUCTIONS
RECORD ANY FAULT LIGHT THAT IS ON.
PUSH AND HOLD BPCU TEST SWITCH FOR 1 SECOND.
ALL LIGHTS GO ON, THEN ALL LIGHTS GO OFF.
IF BPCU FAULT LIGHT COMES ON REFER TO FIM. BITE INSTRUCTIONS
IF BPCU PASS LIGHT COMES ON REFER TO FIM FOR
RECORDED FAULT LIGHT.
BPCU
FAULT BITE LIGHTS
EPC
FAULT
BPCU
EP DIST/
PASS BPCU TEST SWITCH
BUS FAULT
BPCU
TEST
BPCU
EXTERNAL POWER - BPCU - TRAINING INFORMATION POINT

__________________________________________________________________________________________________
AC GENERATION -- AC SYSTEMS, GENERATOR, AND APU PANEL - INDICATION

General TRANSFER BUS OFF Light
The AC systems, generator, and APU panel on the P5 The amber TRANSFER BUS OFF light comes on when the AC
overhead panel has these lights: transfer bus does not have power. There is one light
for each AC transfer bus. The generator control unit
- GRD POWER AVAILABLE (GCU) monitors the positions of the breakers and
- TRANSFER BUS OFF (1 and 2) controls the ground for the light. GCU 1 monitors
- SOURCE OFF (1 and 2) transfer bus 1. GCU 2 monitors transfer bus 2.
- GEN OFF BUS (1 and 2)
- APU GEN OFF BUS. The MASTER CAUTION lights and the ELEC annunciator
lights come on when either TRANSFER BUS OFF light comes
All lights are push-to-test. All lights also come on on.
when the master dim test switch is put to the test
position. SOURCE OFF Light
GRD POWER AVAILABLE Light The amber SOURCE OFF light supplies indication that an
AC transfer bus is not energized by the source last
The blue GRD POWER AVAILABLE light comes on when selected. The left SOURCE OFF light is related to these
external AC power is connected and the quality is good. sources:
The bus power control unit (BPCU) does a check of power
quality and supplies the ground for the light to come - IDG 1 (GEN 1 switch)
on. The light can get power from any of these three - APU (left APU GEN switch)
sources: - External power (ground power switch).
- Switched hot battery bus The right SOURCE OFF light is related to these sources:
- DC bus 1
- BPCU internal power transformer rectifier, which - IDG 2 (GEN 2 switch)
gets power from ground power source. - APU (right APU GEN switch)
- External power (ground power switch).
The light is bright blue when it is on. The light does
not go dim with the master dim test switch in the dim The BPCU monitors the auxiliary power breaker (APB)
position. position and the APU generator switch position to
supply a source-off logic input to the GCU. Logic in

__________________________________________________________________________________________________
AC GENERATION -- AC SYSTEMS, GENERATOR, AND APU PANEL - INDICATION
the GCU then supplies the ground for the SOURCE OFF
light. The MASTER CAUTION lights and the ELEC
annunciator lights come on when either SOURCE OFF light
comes on.
GEN OFF BUS Light
The blue GEN OFF BUS light comes on when the engine
generator control breaker (GCB) is open. The light gets
a ground through the auxiliary contacts of its
generator control breaker. The light goes off when the
GCB closes.
APU GEN OFF BUS Light
The APU electronic control unit (ECU) and the auxiliary

power breaker (APB) control the blue APU GEN OFF BUS
light. The APU supplies a ready to load (RTL) signal
when the ECU senses the APU above 95 percent and not in
a cool down cycle. The APB auxiliary contacts complete
the circuit to ground when the APB is in the open
position.
The light goes off when the APB closes (APU generator
power selected) or when the APU is shut down (RTL
signal goes away).

__________________________________________________________________________________________________
MASTER
SW HOT BAT CAUTION
GRD POWER
BUS POWER AVAILABLE
DC BUS 1
POWER
115V AC
EXT PWR TR
LOGIC
GND PWR CONNECTED
AND QUALITY GOOD
TRANSFER
BUS OFF
BPCU
LOGIC
24/16V DC
SOURCE
IND OFF
MASTER
DIM SEC 7 GCU 2
OPEN
GENERATOR
OFF BUS
CLOSED
GCB 2
OPEN
24/16V DC
APU GEN
IND OFF BUS
MASTER RTL CLOSED
DIM SEC 8
APB
P6 CB PANEL AC SYSTEMS, GENERATOR AND APU MODULE (P5)
APU ECU
AC GENERATION - AC SYSTEMS, GENERATOR, AND APU PANEL - INDICATION

__________________________________________________________________________________________________
AC ELECTRICAL LOAD DISTRIBUTION -- LOAD SHED RELAY
Purpose
The load shed relays control power to the main buses,

galley buses and IFE/PASS SEAT buses. This is to
protect the power source from overload.
Location
The galley and main bus load shed relays are in the aft
part of each power distribution panel (PDP). Remove
panels in the forward cargo compartment to get access
to the aft face of the PDPs. Remove panels on the PDPs
to get access to the load shed relays. The IFE/PASS
SEAT load shed relays are on part of the structure in
the P6-12 panel.
General Description
The bus power control unit (BPCU) controls the load

shed relays. The load shed relays open when the BPCU
de-energizes them.

__________________________________________________________________________________________________
5 4 3 2 1 COVER REMOVED 6 7 8 9 10
INBD
INBD
P91 POWER DISTRIBUTION PANEL 1 P92 POWER DISTRIBUTION PANEL 2
(LOOKING FORWARD, FORWARD CARGO COMPARTMENT) (LOOKING FORWARD, FORWARD CARGO COMPARTMENT)
P91 P92
- R606 GALLEY C RELAY 1 - R603 GALLEY A RELAY 6
- R605 GALLEY D RELAY 2 - R604 GALLEY B RELAY 7
- R561 MAIN BUS RELAY 3 - R562 MAIN BUS RELAY 8
- R607 GSTR 1 4 - R608 GSTR 2 9
- R9 DC BUS TIE RELAY 5 - R622 TR3 XFR RELAY 10
IFE/PASS SEAT RELAYS
- R916 IFE/PASS SEAT, OUTLET CONTROL 1
- R917 IFE/PASS SEAT, OUTLET CONTROL 2
- R918 IFE/PASS SEAT, CONTROL RELAY
P6-12 PANEL, FLIGHT COMPARTMENT
AC ELECTRICAL LOAD DISTRIBUTION - LOAD SHED RELAY

__________________________________________________________________________________________________
AC ELECTRICAL LOAD DISTRIBUTION -- GALLEY/MAIN BUS LOAD SHED - FUNCTIONAL DESCRIPTION
General Overcurrent Load Shed
The BPCU automatically removes power (load shed) to the Overcurrent load shed occurs when a generator control
galley buses, the main buses, and the IFE/PAX SEAT unit (GCU or AGCU) sees an overcurrent condition of a
buses to protect the power source from overload. There generator or the BPCU sees an overcurrent conditions of
are three types of load shed: external power. These are the overcurrent limits for a
generator or external power source to cause load shed:
- Configuration
- Command - 274 amps (nominal) for 300 seconds
- Overcurrent. - 340 amps (nominal) for 5 seconds.
Configuration Load Shed The number of galleys, main buses, and IFE/PAX SEAT
buses which lose power, and the order in which they
Configuration load shed occurs when the APU is the only lose power has a relation to the configuration of the
source of AC power in flight. The BPCU opens (de- electrical power system.
energizes) all galley and main bus load shed relays.
Air/ground inputs come from the proximity switch
electronics unit (PSEU). The BPCU gives AC power to the
PSEU for the air or ground modes.
Command Load Shed
This type of load shed occurs for the APU starter-

generator only. The command load shed occurs when the
APU electronic control unit (ECU) senses APU high EGT.
The APU ECU monitors APU performance parameters to find
a possible overload condition.
The ECU sends an APU load shed signal to the BPCU. The
galley and main bus load shed relays open first. The
IFE/PAX SEAT bus relays open if the overload condition
continues.

__________________________________________________________________________________________________
28V DC
BUS 1
GEN 1
LOAD
SHED R606 GALLEY BUS C
LOAD SHED RLY
R605 GALLEY BUS D

LOAD SHED RLY
APU ECU
R561 MAIN BUS 1
LOAD SHED RLY
POWER DISTRIBUTION PANEL 1 (P91)
LOAD GCU1
28V DC SHED
BUS 2 LOGIC
GEN 2
LOAD
SHED R603 GALLEY BUS A GCU2
LOAD SHED RLY
R604 GALLEY BUS B APU GCU

LOAD SHED RLY
R562 MAIN BUS 2 AIR

LOAD SHED RLY
POWER DISTRIBUTION PANEL 2 (P92) PWR
OFF
ON PSEU (E11)
PWR
CAB/UTIL (P5) BPCU
AC ELECTRICAL LOAD DISTRIBUTION - GALLEY/MAIN BUS LOAD SHED - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
AC ELECTRICAL LOAD DISTRIBUTION -- IFE/PASS SEAT LOAD SHED - FUNCTIONAL DESCRIPTION
General These are the overcurrent limits for a generator or
external power source that cause a load shed:
The bus power control unit (BPCU) removes power (load
shed) to the IFE/PASS SEAT buses to give the power - 274 amps (nominal) for 300 seconds
source protection from overload. There are 2 types of - 340 amps (nominal) for 5 seconds.
load shed:
The configuration of the electrical power system has an
- Command effect on:
- Overcurrent.
- Number of galleys, main buses, and IFE/PAX SEAT
Command Load Shed buses for which power is removed
- Order in which power is removed.
The command load shed occurs for the APU starter-
generator only. This load shed occurs when the APU
electronic control unit (ECU) senses an APU high EGT.
The APU ECU monitors APU performance parameters to find
a possible overload condition.
The ECU sends an APU load shed signal to the BPCU. The
galley and main bus load shed relays open first. The
IFE/PASS SEAT bus relays open if the overload condition
continues.
Overcurrent Load Shed
An overcurrent load shed occurs for these conditions:
- Generator control unit (GCU or AGCU) senses an

overcurrent
- Generator or the BPCU senses an overcurrent of the
external power source.

__________________________________________________________________________________________________
115V AC
XFR BUS 1
XFR BUS 1
IFE/PASS
SEAT PWR
SECT 2
APU ECU
PDP 1 (P91)
R916 IFE/PASS
SEAT OUTLET
SW CTRL RLY
LOAD GCU1
SHED
28V DC GND LOGIC
SVCE BUS OFF
CABIN
UTILITY ON
RELAY PWR GCU2
P6 CB PANEL IFE/PASS
SEAT SW
115V AC (P5)
XFR BUS 2
APU GCU
AIR
XFR BUS 2
IFE/PASS
SEAT PWR PWR
SECT 2
PDP 2 (P92)
BPCU PSEU (E11)
R917 IFE/PASS
SEAT OUTLET
SW CTRL RLY
P6 CB PANEL
AC ELECTRICAL LOAD DISTRIBUTION - IFE/PASS SEAT LOAD SHED - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
AC ELECTRICAL LOAD DISTRIBUTION -- LOAD SHED - OPERATION
General NOTE: Galley and main bus relays are already opened due
to configuration load shed.
The BPCU removes power (load shed) to the galley and
main buses and sometimes the IFE/PAX SEAT buses to If the APU is the only source of power on the ground,
protect the power source from overload. There are three all galley and main bus relays open. The galley and
types of load shed: main bus relays close when the APU operates within
normal EGT limits, provided the CAB/UTIL switch stays
- Configuration in the ON position.
- Command
- Overcurrent. If the APU generator supplies power to an AC transfer
bus and an IDG supplies power to the opposite AC
Configuration Load Shed transfer bus, the galley and main bus relays that get
power from the APU open. The galley and main bus relays
Configuration load shed occurs when the APU is the only close when the APU operates within normal EGT limits if
source of AC power in flight. The BPCU opens (de- the CAB/UTIL switch stays in the ON position.
energizes) all galley and main bus load shed relays
within 100 milliseconds. The galley and main bus relays Overcurrent Load Shed
close (energize) if a second source of AC power is
established. After landing, move the CAB/UTIL switch to Overcurrent load shed occurs when either of these
the OFF position and back to the ON position to reset conditions are true:
the galley and main bus relays.
- A generator control unit (GCU or AGCU) senses an
Command Load Shed overcurrent condition of a generator
- The BPCU senses an overcurrent condition of
This type of load shed occurs when the APU electronic external power.
control unit (ECU) senses high exhaust gas temperature
(EGT). The APU ECU monitors APU performance parameters These are the overcurrent limits that cause load shed
to determine a possible overload condition. for a generator or external power source:
The ECU sends an APU load shed signal to the BPCU. In - 274 amps (nominal) for 300 seconds
flight, if the APU is the only source of power, both - 340 amps (nominal) for 5 seconds.
IFE/PAX SEAT bus relays open (de-energize).

__________________________________________________________________________________________________

Overcurrent Load Shed, Two Generator Operation - A second source of AC power is selected
- Power to the BPCU is removed and reapplied.
In this load shed condition, the galley and main bus
relays that get power from the affected generator open. If the overcurrent condition continues, the GCU opens
Move the CAB/UTIL switch to OFF and back to ON to reset and locks open the associated BTB. The BTB stays locked
the galley and main bus relays. open until power to the GCU that shows the DIST/BUS
FAULT is removed and reapplied.
If the overcurrent condition continues, the generator
control breaker (GCB) on the affected generator opens. If the overcurrent condition continues, the GCU opens
The associated bus tie breaker (BTB) locks in the open the associated GCB. This results in unpowered AC
position. This results in an unpowered AC transfer bus. transfer buses. Move the generator switch to the ON
position to re-excite the generator and close the GCB.
Move the generator switch to the OFF position and back
to the ON position to re-excite the generator and close Overcurrent Load Shed, APU/External Power Operation
the GCB. The BTB stays locked open until power to the
GCU or BPCU that shows the DIST/BUS FAULT is removed The BPCU opens the galley and main bus relays powered
and re-applied. by AC transfer bus 2. If the overcurrent condition
continues the BPCU opens the galley and main bus relays
Overcurrent Load Shed, Single IDG Operation that get power from AC transfer bus 1. The BPCU closes
the galley and main bus relays if another source of AC
In this overcurrent condition, the bus power control power is selected.
unit (BPCU) first opens the galley and main bus relays
that get power from AC transfer bus 2. If the If the overcurrent condition continues, the BPCU opens
overcurrent condition continues, the BPCU opens the both IFE/PAX SEAT bus relays. The IFE/PAX SEAT bus
galley and main bus relays that get power from AC relays close when either of these occurs:
transfer bus 1. Move the CAB/UTIL switch to the OFF
position and back to the ON position to reset these - Another source of AC power is selected
relays. - Power to the BPCU is removed and reapplied.
If the overcurrent condition continues, the BPCU opens If the overcurrent condition continues, the BPCU
the IFE/PAX SEAT bus relays. The IFE/PAX SEAT bus commands BTB 2 to open and lock open. If the
relays close when either of these occur: overcurrent condition continues, the BPCU commands BTB
1 to open and lock open. If this corrects the

__________________________________________________________________________________________________
overcurrent condition, the BPCU commands BTB 2 to re-
close.

__________________________________________________________________________________________________
CONFIG- OVER- OVER- OVER-

*LOAD SHED URATION COMMAND CURRENT CURRENT CURRENT
*POWER TWO ONE

SOURCE APU APU APU AND GEN GENERATORS GENERATOR APU/EPC
GALLEY AND GND APU AFFECTED XFR BUS 2 XFR BUS 2

MAIN BUS AIR
OR POWERED GENERATOR 1 1
LOAD RELAYS ONLY
AIR BUS ONLY XFR BUS 1 XFR BUS 1
IFE/PAX
SEAT LOAD AIR 1
S ONLY 1
E RELAYS
Q
U
E AFFECTED 1
GENERATOR NUMBER 2
N BTB 1
C ONLY 1 1
E NUMBER 1
AFFECTED
GCB GENERATOR 1
ONLY
APPLIED
APB/EPC SOURCE
1
1 = IF THE OVERCURRENT CONDITION CONTINUES, THEN OPEN RELAY/BREAKER
AC ELECTRICAL LOAD DISTRIBUTION - LOAD SHED - OPERATION

__________________________________________________________________________________________________
INTENTIONALLY BLANK

ATA 33-LIGHTS
__________________________________________________________________________________________________
ATA 33-LIGHTS

__________________________________________________________________________________________________
ATA 33-LIGHTS
LIGHTS -- INSTRUMENT AND PANEL LIGHTS - INTRODUCTION

Purpose
Instrument and panel lights supply light to the

switches, selectors, and indicators on panels in the
flight compartment.
These are the types of panel lights in the flight

compartment:
- Light plates
- Indicators
- Instrument lights
- Lighted push-button switches.
General Description
Light plates supply the background light for the panels

in the flight compartment.
Indicator lights show the flight or maintenance crew

the status of an airplane system.
Lighted push-button switches supply control inputs to,

or information for their associated systems.
Instrument lights supply light to the face of the

instruments.
Functional Description
Electrical power for the instrument and panel lights

comes from the 28v ac transfer buses 1 or 2.

__________________________________________________________________________________________________
ATA 33-LIGHTS
PANEL
OFF
P5 INSTRUMENT LIGHT
(TYP)
LIGHTED PUSH-BUTTON
AFDS FLOOD SWITCH (TYP)
OFF
LIGHT PLATE
(TYP)
P1
PANEL
OFF
P8
LIGHTS - INSTRUMENT AND PANEL LIGHTS - INTRODUCTION

__________________________________________________________________________________________________
ATA 33-LIGHTS
LIGHTS -- INSTRUMENT AND PANEL LIGHTS - PANEL P1/P2/P7 - FUNCTIONAL DESCRIPTION

Operation
The OFF-BRIGHT control for P1, P2, and P7 instrument

and panel lights adjusts the intensity of the lamps.
The OFF-BRIGHT control is a variable transformer. The

control knob turns to adjust the voltage available to
the fixed transformers in the captain's lighting module
(P41).
The fixed transformer supplies a maximum of 5v ac to

the circuit breakers on the P41 panel. The 0-5v ac
voltage from the circuit breakers makes the P1, P2, and
P7 instrument and panel lights come on.
Instruments that are necessary for flight safety

connect to the standby light system. When power is not
available from transfer bus 1, the lights get power
from the standby bus. When relay R1 does not energize,
the standby bus connects to the standby transformer, T2
in P42. The standby transformer supplies the 5v ac to
the lights that are connected to the system.

ATA __________________________________________________________________________________________________
33-LIGHTS
MAIN PANEL
TO OTHER
28V AC LIGHT PLATES
OFF
XFR BUS 1
PANEL &
INSTR
28V PRIM
VARIABLE
P6 CB PANEL
TRANSFORMER
P1 PANEL
TYPICAL
LIGHT PLATE
FIXED
XFMR
TYPICAL INSTRUMENT
PANEL LIGHT
TO OTHER
PANEL LIGHTS
STANDBY STANDBY INSTRUMENT

POWER LIGHTS (TYPICAL)
5V AC
R1 STANDBY
RELAY
P41 PANEL
LIGHTS - INSTRUMENT AND PANEL LIGHTS - PANEL P1/P2/P7 - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
ATA 33-LIGHTS
LIGHTS -- INSTRUMENT AND PANEL LIGHTS - LIGHTPLATES

Purpose - P23 right sidewall panel.
The lightplates supply light to these components:
- Panel decals
- Instrument lights
- Panel switches.
Physical Description
The lamps are a part of the lightplates. The back of

the lightplates have an electrical connector on a
printed circuit board. The incandescent lamps are in a
parallel circuit. The lightplate continues to supply
light if one lamp has a failure.
The front of the lightplates have etched letters and

openings for selector switches and indicator lights.
These openings let the lamps on the circuit board to
supply light to the front of the panels.
Location
There are integral panel lights in the lightplates on

these panels:
- P1 captain instrument panel

- P2 center instrument panel
- P3 first officer instrument panel
- P5 overhead panels
- P7 lightshield panel
- P8 aft electronics panel
- P21 left sidewall panel

__________________________________________________________________________________________________
ATA 33-LIGHTS
ELECTRICAL
CONNECTOR ETCHED LETTERS
LAMPS
COVER
TYPICAL LIGHTPLATE
LIGHTS - INSTRUMENT AND PANEL LIGHTS - LIGHTPLATES

__________________________________________________________________________________________________
ATA 33-LIGHTS
LIGHTS -- INSTRUMENT AND PANEL LIGHTS - INDICATOR LIGHTS

Purpose power, come on when a positive 16/28v dc is applied to
the output terminal.
The indicator lights show the flight or maintenance
crew the condition of an airplane system. Each type of indicator light assembly has a press-to-
test switch circuit. This does a test of the lamp.
Location
The lens of each indicator light assembly is colored.
Many airplane systems have indicator lights in the The lens color means:
flight compartment. Indicator lights are on these
panels: - Red - warning
- Amber - caution
- Instrument panels - Blue - position
- Overhead panels - Green - power on
- Electronics (aisle stand) panels. - White - information.
Physical Description Training Information Point
The indicator lights use incandescent lamps to supply There are two types of lamps that you can install in
light. Each indicator light has these components: the indicator lights. If you use the wrong lamp, damage
to the lens cover can occur. Make sure the replacement
- Terminal assembly lamp has the same part number as the one you remove.
- Sleeve
- Body and contact assembly NOTE: Use the Wiring Diagram Manual to find the correct
- lamps system circuit breakers for each light indicator.
- Cap assembly
- Mounting screws.
The two types of indicator light assemblies receive

either a ground or power. The indicator lamps that have
a ground come on when an electrical ground is on the
output terminal. The indicator lamps that receive

__________________________________________________________________________________________________
ATA 33-LIGHTS
TERMINAL
ASSEMBLY TO MASTER CAUTION
BODY AND
CONTACT ASSEMBLY
28/16V DC
PRESS-TO-TEST POWER
ACTUATOR SYSTEM
FAULT
SWITCH
INDICATOR
LIGHT PRESS-
(TYP) TO-
SLEEVE TEST
CAP ASSEMBLY GROUND TYPE INDICATOR
LAMP SPACERS
LAMPS
(BULLET TYPE)
INDICATOR LIGHT WITH PHILLIPS MOUNTING SCREWS
(TYPICAL) TERMINAL
ASSEMBLY
BODY AND
CONTACT ASSEMBLY
CAP ASSEMBLY
TO MASTER CAUTION
28/16V DC
POWER
SYSTEM
FAULT MD&T
SWITCH TEST
PWR INDICATOR SLEEVE
PRESS- LIGHT LAMP SPACERS
TO- (TYP)
HEX MOUNTING LAMPS
TEST SCREW
POWER TYPE INDICATOR
INDICATOR LIGHT WITH A HEX MOUNTING SCREW
(TYPICAL)
LIGHTS - INSTRUMENT AND PANEL LIGHTS - INDICATOR LIGHTS

__________________________________________________________________________________________________
ATA 33-LIGHTS
LIGHTS -- INSTRUMENT AND PANEL LIGHTS - LIGHTED PUSH-BUTTON SWITCHES

Purpose - Normally open contact
- Normally closed contact
The lighted push-button switches supply control inputs - Common wiper.
to their systems. They can also supply information on
system condition. The two types of lighted push-button switches are
momentary and alternate. The momentary switch changes
Location condition when you push the cap assembly. It changes
back to its original condition when you remove the
Many airplane systems have lighted push-button switches pressure. The alternate switch changes condition when
in the flight compartment. Lighted push-button switches you push the cap assembly. It stays in that condition
are on these panels: until you push it again. The master module in the
switch body sets the type of switch.
- Instrument panels
- Overhead panels The power to operate the lighted push-button switches
- Electronics (aisle stand) panels. may come from different sources. Use the Wiring Diagram
Manual to find the correct source of power.
The lighted push-button switches use incandescent lamps

to give light. Each lighted push-button switch has
these components:
- Lens cap
- Master module
- Diode/fuse card
- Housing
- Sleeve.
FUNCTIONAL DESCRIPTION
Each push-button switch contains four independent

switch circuits. Each switch circuit contains these
type of components:

__________________________________________________________________________________________________
ATA 33-LIGHTS
1 DIODE/FUSE
A/P A/T FMC CARD
P/RST P/RST P/RST
2
TEST MASTER
MODULE
LENS CAP
SLEEVE
HOUSING
LIGHTED PUSH-BUTTON SWITCH
LIGHTS - INSTRUMENT AND PANEL LIGHTS - LIGHTED PUSH-BUTTON SWITCHES

__________________________________________________________________________________________________
ATA 33-LIGHTS
LIGHTS -- INSTRUMENT AND PANEL LIGHTS - MASTER WARNING AND CAUTION LIGHTS
Purpose Training Information Point
The system status information is on the flight Do not leave the MASTER CAUTION lights on when they are
compartment panels. The master warning and caution not necessary. Excessive heat can distort the lenses.
lights provide a central location for information for
the crew about alarms and faults for various systems.
Location
The master warning and caution lights are on the P7

glareshield panel.
General Description
The two MASTER CAUTION lights are amber. They both come
on whenever one of the annunciator lights comes on. The
lights are push-to-reset. This makes the MASTER CAUTION
and annunciator light go out.
The annunciators are two amber blocks of six lights

each. Each light shows the system that has the fault.
Push either annunciator for a test of all annunciators
and the MASTER CAUTION lights.
If a fault is detected, the particular annunciator and

the two MASTER CAUTION lights come on. The lights go
out by a push of either of the MASTER CAUTION lights.
Push either annunciator block to recall the light for

the system that has the fault.
See the chapters and sections in AMM PART I for each

annunciator function.

__________________________________________________________________________________________________
ATA 33-LIGHTS
P7 GLARESHIELD PANEL
MASTER CAUTION SYSTEM ANNUNCIATOR

AND RESET LIGHT LIGHTS AND RECALL
FIRE MASTER FLT CONT ELEC ANTI-ICE ENG MASTER FIRE

WARN CAUTION CAUTION WARN
BELL CUTOUT PUSH TO RESET
IRS APU HYD OVERHEAD PUSH TO RESET BELL CUTOUT
FUEL OVHT/DET DOORS AIR COND
FIRE WARNING LIGHT

AND BELL CUTOUT
SWITCH (REF)
LIGHTS - INSTRUMENT AND PANEL LIGHTS - MASTER WARNING AND CAUTION LIGHTS

__________________________________________________________________________________________________
ATA 33-LIGHTS
LIGHTS -- INSTRUMENT AND PANEL LIGHTS - CAPTAIN INSTRUMENT PANEL - FUNCTIONAL DESCRIPTION
Purpose
The captain instrument panel lights provide the

illumination for the instruments and panels in front of
the captain.
You control the intensity of instrument and panel

illumination by the main panel variable transformer on
the P1 panel. Turn the transformer knob clockwise to
give brighter lights. Turn the transformer knob all the
way counterclockwise to turn the lights off.
Power from the variable transformer goes to the auto

transformer in the P41 panel. From the auto
transformer, 0 - 5v ac goes to the instrument and panel
lights on P1 and P2 panels.
Circuit breakers on the P41 panel provide protection

for the system.

__________________________________________________________________________________________________
ATA 33-LIGHTS
MAIN PANEL
28V AC
XFR BUS 1 OFF
CAPT PRIMARY
PANEL LIGHTS
P6 CB PANEL
VARIABLE
TRANSFORMER
P1 PANEL
5V AC
AUTO XFMR
TO OTHER
LIGHTS
INSTRUMENT AND
P1 PANEL LIGHTS
TO STANDBY RELAY
TO OTHER
LIGHTS
AUTO XFMR
5V AC
P41 PANEL INSTRUMENT AND

P2 PANEL LIGHTS
LIGHTS - INSTRUMENT AND PANEL LIGHTS - CAPTAIN INSTRUMENT PANEL - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
ATA 33-LIGHTS
LIGHTS -- INSTRUMENT AND PANEL LIGHTS - FIRST OFFICER INSTRUMENT PANEL - FUNCTIONAL DESCRIPTION
Purpose
The first officer instrument panel lights provide the

illumination for the instruments and panels in front of
the first officer.

illumination by the main panel variable transformer on
the P1 panel. Turn the transformer knob clockwise to
give brighter lights. Turn the transformer knob all the
way counterclockwise to turn the lights off.

transformer in the P42 panel. From the auto
transformer, 0 - 5v ac goes to the instrument and panel
lights on P3 panel.
Circuit breakers on P42 panel provide protection for

the system.

__________________________________________________________________________________________________
ATA 33-LIGHTS
MAIN PANEL
28V AC OFF
XFR BUS 2
F/O PRIMARY
PANEL LIGHTS
P6 CB PANEL VARIABLE
TRANSFORMER
P3 PANEL
5V AC
AUTO XFMR
TO OTHER
LIGHTS
P42 PANEL INSTRUMENT AND
P3 PANEL LIGHTS
LIGHTS - INSTRUMENT AND PANEL LIGHTS - FIRST OFFICER INSTRUMENT PANEL - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
ATA 33-LIGHTS
LIGHTS -- INSTRUMENT AND PANEL LIGHTS - STANDBY INSTRUMENT PANEL LIGHTS - FUNCTIONAL
Purpose
The standby instrument panel lights give lighting to

the instruments and panels when the usual power supply
is not available.
The instrument and panel lights for the captain and

first officer come from the 28v ac transfer busses.
Relays R1 in the P41 and P42 panels are energized.
The relays de-energize when 28v ac power from the

transfer bus is not there. This connects the 28v ac
standby bus to the automatic transformer in the P42
panel. From the automatic transformer, 5v ac goes to
the instrument and panel lights on P1, P2, and P3
panels.
Circuit breakers on the P41 and P42 panels provide

protection for the system.

__________________________________________________________________________________________________
ATA 33-LIGHTS
28V AC
STBY BUS
EMERG PANEL
LIGHTING AUTO XFMR
TO PANEL
28V AC LIGHTS
XFR BUS 1
R1 STANDBY
CAPT PRIMARY RELAY FROM P1
PANEL LIGHTS VAR XFR
P42 PANEL
TO PANEL
LIGHTS
AUTO XFMR
28V AC
XFR BUS 2
R1 STANDBY
F/O PRIMARY RELAY
PANEL LIGHTS
P6 CB PANEL
P41 PANEL
LIGHTS - INSTRUMENT AND PANEL LIGHTS - STANDBY INSTRUMENT PANEL LIGHTS - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
ATA 33-LIGHTS
LIGHTS -- INSTRUMENT AND PANEL LIGHTS - CONTROL STAND - FUNCTIONAL DESCRIPTION

Purpose
The control stand panel lights provide the lighting for

the flight crew instruments and panels .

lighting with the panel variable transformer on the P8
panel. Turn the transformer knob clockwise to give
brighter lights. Turn the transformer knob all the way
counterclockwise to turn the lights off.

transformer in the J19 junction box.
From the auto transformer, 0 - 5v ac goes to the

instrument and panel lights on P8 panel.
Relay R425 is normally energized. When normal 28v ac

power is not present, the relay deenergizes. This
connects the 28v ac standby bus to the instrument and
panel lights on P8 panel.
Circuit breakers on the panels provide protection for

the system.

__________________________________________________________________________________________________
ATA 33-LIGHTS
PANEL
28V AC OFF
XFR BUS 2
ELECTRONICS
PANEL
VARIABLE
TRANSFORMER
P8 PANEL
AUTO XFMR
28V AC
STBY BUS TO INSTRUMENT
EMERGENCY AND P8 PANEL LIGHTS
PANEL LIGHT
AUTO XFMR
P6 CB PANEL
5V AC
SEC PWR
CENTER
R425 STBY
PANEL LIGHT
XFR RELAY
P8 PANEL J19 JUNCTION BOX
LIGHTS - INSTRUMENT AND PANEL LIGHTS - CONTROL STAND - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
ATA 33-LIGHTS
LIGHTS -- INSTRUMENT AND PANEL LIGHTS - OVERHEAD PANEL - FUNCTIONAL DESCRIPTION

Purpose
The overhead panel lights provide the illumination for

the instruments and panels for the flight crew.

illumination by the panel variable transformer on the
P5 panel. Turn the transformer knob clockwise to give
brighter lights. Turn the transformer knob all the way
counterclockwise to turn the lights off.

transformer in the P6 circuit breaker panel. From the
auto transformer, 0 - 5v ac goes to the instrument and
panel lights on P5 panel.
Circuit breakers on P6 panel provide protection for the

system.

__________________________________________________________________________________________________
ATA 33-LIGHTS
BRIGHT
28V AC
OFF
XFR BUS 1
OVERHEAD
PANEL LIGHTS
VARIABLE
TRANSFORMER
P5 OVERHEAD PANEL P5 OVERHEAD PANEL INSTRUMENT
LIGHTS AND LIGHTPLATES
AUTO XFMR (TYPICAL)
TO OTHER
LIGHTS
5V AC
P6 CB PANEL
P5 OVERHEAD PANEL INSTRUMENT
LIGHTS AND LIGHTPLATES
(TYPICAL)
LIGHTS - INSTRUMENT AND PANEL LIGHTS - OVERHEAD PANEL - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
ATA 33-LIGHTS
LIGHTS -- INSTRUMENT AND PANEL LIGHTS - STANDBY LIGHTING - FUNCTIONAL DESCRIPTION

Purpose
Standby lights supply light to instruments that are

necessary for flight safety.
When transfer bus 2 cannot supply power to the lights,

the lights get power from the standby bus. When relay
R425 is not energized, the standby bus connects to
standby transformer T362. The standby transformer gives
5v ac to the lights for the system.

ATA __________________________________________________________________________________________________
33-LIGHTS
28V AC STANDBY
EMERG
PANEL LT
P6 PANEL 28-5V AC ADF-1

XFMR (J19)
5V AC
SEC POWER VHF-1
CAPT
PANEL
LTS
5V AC
SEC POWER
F/O
PANEL ENG AND APU CAPT AUDIO
LTS FIRE CONTROL CONTROL PANEL
MODULE
P8 PANEL
28V AC
STANDBY BUS F/O AUDIO CAPT NAVIGATION
ELECTRONIC CONTROL PANEL CONTROL PANEL
PANEL NORMAL
P6 PANEL R425 STANDBY P8 PANEL

TRANSFER RELAY
(J19)
FLIGHT COMPARTMENT INSTRUMENT AND PANEL LIGHTS - STANDBY LIGHTING

__________________________________________________________________________________________________
ATA 33-LIGHTS
LIGHTS -- INSTRUMENT AND PANEL LIGHTS - PANEL P3/P5/P8 - FUNCTIONAL DESCRIPTION

Operation
The OFF-BRIGHT control for the control stand (P8

panel), main panel (P3 panel) instrument and panel
lights (P5 panel) adjusts the intensity the lamps.
The OFF-BRIGHT control is a variable transformer. The

control knob turns to change the voltage available to
two fixed transformers. These transformers are in the
J19 junction box.
The two fixed transformers supply a maximum of 5v ac to

the circuit breakers on the P42 panel. The 0-5v ac
voltage from the circuit breakers causes the instrument
and panel lights on the P5 panel to come on.

ATA __________________________________________________________________________________________________
33-LIGHTS
MAIN PANEL
28V AC OFF
TO OTHER
XFR BUS 2 LIGHTPLATES
PANEL &
INSTR
28V PRIM
P6 PANEL VARIABLE
TRANSFORMER
P3 PANEL
TYPICAL
LIGHTPLATE
28-5V AC TYPICAL INSTRUMENT

FIXED XFMR CIRCUIT PANEL LIGHT
(TYP) BREAKER
(TYP) INSTRUMENT AND PANEL
LIGHTS P3, P5, P8
P42 PANEL
LIGHTS - INSTRUMENT AND PANEL LIGHTS - PANEL P3/P5/P8 - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
ATA 33-LIGHTS
LIGHTS -- MASTER DIM AND TEST - INTRODUCTION

Purpose
The master dim and test (MD&T) system lets you do these
tasks:
- Do a test of the flight compartment annunciators

and lighted push-button switches
- Set annunciators and lighted push-button switches
to the bright or dim mode.
location
A master dim and test switch (TEST/BRT/DIM) is on the

P1 main instrument panel. The annunciation and dimming
module is in the P6 circuit breaker panel together with
relays and modules for the master dim and test system.
Interface
The MD&T system controls the bright, dim, and test of

lights in these panels in the flight compartment:
- P1
- P2
- P3
- P5
- P7
- P8
- P9.

__________________________________________________________________________________________________
ATA 33-LIGHTS
LIGHTS
TEST
BRT
DIM
P1 PANEL
LIGHTS - MASTER DIM AND TEST - INTRODUCTION

__________________________________________________________________________________________________
ATA 33-LIGHTS
LIGHTS -- MASTER DIM AND TEST - FUNCTIONAL DESCRIPTION

Functional Description Training Information Point
The flight compartment indicating lights are on various The fire warning system has its own test switch on the
panels. The lights are one of these two types: P8 panel.
- Ground seeking
- Power seeking.
The ground seeking light has power and the ground is

connected by the action of the system the light
monitors.
The power seeking light has a ground and the power is

connected by the action of the system the light
monitors.
The indicating lights (red, amber, blue, and green) are

press-to-test. The lights can be bright or dim by the
master dim and test (MD&T) switch on the P1 panel.
When the MD&T switch is in the bright (BRT) position,

relays R33 and R34 are deenergized. Power for the
ground seeking lights and ground for the power seeking
lights goes through relay R33. When the MD&T switch is
in the DIM position, relay R34 energizes and power and
ground goes through the zener diodes.
In the TEST position, relay R33 energizes. This

supplies power and ground to make all of the indicating
lights come on bright.

__________________________________________________________________________________________________
ATA 33-LIGHTS
28V DC
BAT BUS
28V DC A A
BUS 1
MASTER DIM
DIM DIODE SYSTEM INDICATOR
28V DC LIGHT (TYPICAL)
BUS 2
BRT
DIM
BRT SYSTEM ON/OFF
M564 MASTER SWITCH (TYPICAL)
TEST
28V DC DIM MODULE
MASTER DIM AND BAT. BUS
TEST SWITCH
(P1) DIM
NORM R34 MASTER
DIM RELAY
A A
SYSTEM INDICATOR
TEST LIGHT (TYPICAL)
R33 MASTER
TEST RELAY
28V DC
P6 CB PANEL SYSTEM ON/OFF

SWITCH (TYPICAL)
LIGHTS - MASTER DIM AND TEST - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
ATA 33-LIGHTS
LIGHTS -- EMERGENCY LIGHTS - FUNCTIONAL DESCRIPTION

Operation - Attendant panel emergency exit light switch is in
the NORMAL position.
You use the emergency exit light switch on the P5
forward overhead panel, or the emergency exit switch on When the P5 switch is in the ARM position, the power
the attendant panel, to control the emergency lights. supply makes the emergency lights come on when one of
The emergency exit light switch on the P5 panel has these conditions occur:
these positions:
- Attendant panel emergency exit switch is in the ON
- ON - makes emergency lights come on position
- OFF - prevents automatic operation - 28v dc bus 1 voltage decreases below 12 volts.
- ARM - prepares system for automatic operation.
The NOT ARMED and MASTER CAUTION lights are on when the
emergency light switch on the P5 panel is in the ON or If you remove all power from the airplane, the P5
the OFF positions. The 28v dc bus 1 supplies power to emergency exit light switch must be in the OFF position
these indication lights. and the attendant switch in the NORM position. This
prevents the emergency lights operation so the
The emergency exit switch on the attendant panel has batteries do not discharge. Each power supply has a
two positions. They are ON and NORMAL. The ON position battery test switch. If you push this switch, the
makes the emergency lights come on. The NORMAL position emergency lights connected to its power supply circuit
causes automatic operation. The attendant panel switch come on for one minute.
causes the lights to come on even if the P5 switch is
OFF. Each power supply gives power to its series of
emergency lights. When a power supply voltage is low,
Functional Description the emergency lights in that circuit go off. The
emergency lights operate for more than 10 minutes. When
The power supplies use 28v dc for their charge and the 28v dc bus 1 has power, and the emergency light
control logic circuits. The charge circuits charge the switches on the P5 panel and the attendant panel are
battery packs when these conditions occur: not ON, the battery packs are on charge. The time
necessary to fully charge the battery packs has a
- P5 emergency exit light switch is in the OFF or ARM relation to the time that the emergency lights were on.
position
- 28v dc bus 1 has power

__________________________________________________________________________________________________
ATA 33-LIGHTS
28V DC
BUS 1
PASSENGER CABIN
LT EMER CHGR
P18 CB PANEL
TO OTHER TO OTHER
EMERGENCY EMERGENCY
LIGHTS POWER LIGHTS
SUPPLIES
BATTERY PACK
EMER EXIT LIGHTS MASTER CAUTION
SYSTEM (P7)
OFF
A
ARMED
NR
OM ON
EMERGENCY
TE
D
LIGHT (TYP)
BATTERY TEST SWITCH
(1 MINUTE ON)
EMERGENCY LIGHTS
EMERGENCY EXIT POWER SUPPLY
LIGHT SWITCH (P5) (TYPICAL)
EMERGENCY 28V DC LIGHT SW LIGHT SW MASTER CAUTION & BATTERY
EXIT LIGHTS BUS ATT PANEL P5 PANEL NOT ARMED LIGHTS PACKS
ON <12V NORMAL ARMED OFF DISCHARGE
ON <12V NORMAL ON ON DISCHARGE
OFF <12V NORMAL OFF ON CHARGE
EMERGENCY ON <12V ON OFF ON DISCHARGE
EXIT LIGHTS
OFF >12V NORMAL ARMED OFF CHARGE
ON >12V NORMAL ON ON DISCHARGE
OFF >12V NORMAL OFF ON CHARGE
ON >12V ON ARMED OFF DISCHARGE
EMERGENCY EXIT LIGHT SWITCH
AFT ATTENDANT PANEL (P14) ON >12V ON ON/OFF ON DISCHARGE
EMERGENCY EXIT LIGHTS OPERATION AND BATTERY PACK CHARGE LOGIC
LIGHTS - EMERGENCY LIGHTS - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
ATA 33-LIGHTS
LIGHTS -- EMERGENCY LIGHTS - OPERATION

Manual Operation
You can use the pilot or the attendant emergency exit

lights switch to manually turn on the emergency exit
lights. You use the same switch to turn the system off
that was used to turn the system on.
Automatic Operation
The lights can turn on automatically if the pilot

control switch is set to the ARMED position and the
voltage on the 28v dc bus 1 section 1 is less than 12v
dc. To make the lights turn off, set the pilot control
switch to OFF.
Indication
The emergency exit lights NOT ARMED light on the P5

forward overhead panel comes on when the pilot control
switch is set to the ON or to the OFF positions. The
master caution lights (not shown) and the OVERHEAD
light (not shown) also come on.
The light inside of the attendant control switch comes

on when you use the switch to turn on the emergency
lights.

__________________________________________________________________________________________________
ATA 33-LIGHTS
PILOT CONTROL SWITCH ATTENDANT CONTROL SWITCH

EMER EXIT LIGHTS
OFF
A
ARMED
NR EMERGENCY
OM EXIT LIGHTS
TE
ON
D
P5 FORWARD OVERHEAD PANEL P14 AFT ATTENDANT PANEL
LIGHTS - EMERGENCY LIGHTS - OPERATION

ATA 33-LIGHTS
__________________________________________________________________________________________________
INTENTIONALLY BLANK

ATA 36-PNEUMATIC
__________________________________________________________________________________________________
ATA 36-PNEUMATIC

__________________________________________________________________________________________________
ATA 36-PNEUMATIC
PNEUMATIC -- ENGINE BLEED AIR - BLEED AIR CONTROL CIRCUIT - FUNCTIONAL DESCRIPTION
General - 220 psi overpressure switch operation
- 490F (254C) overtemperature switch operation.
The engine bleed air control and indication circuits
use 28v dc. The contacts of an energized ACAU overheat relay cause
these operations:
The engine fire switch has an override in the control
circuit. If the handle is up (fire condition), the - Bleed air control signal closes the bleed air
bleed air control signal closes the bleed air regulator regulator solenoid valve
solenoid valve. If the handle is down (normal - Air conditioning/bleed air controls panel BLEED
condition), the circuit arms the engine BLEED switch on TRIP OFF light comes on
the air conditioning/bleed air controls panel. - P7 MASTER CAUTION and AIR COND annunciator lights
come on
When the engine BLEED switch is OFF, the control signal - Holding circuit connects through the air
closes the bleed air regulator solenoid valve. When the conditioning panel TRIP RESET push-button switch.
engine BLEED switch is ON, the control signal goes
through de-energized relays (normal conditions) in the To get control of the engine bleed system after a bleed
air conditioning accessory unit (ACAU). This opens the trip off, these conditions must occur:
bleed air regulator solenoid valve.
- Overpressure or overtemperature switch must go
The relays in the ACAU give the bleed air system back to its normal (open) condition
protection during these conditions: - You push the air conditioning panel TRIP RESET
push-button switch to open the holding circuit.
- Engine start operations
- Engine bleed air interstage duct overpressure The air conditioning panel engine BLEED switch has
- Engine bleed air overtemperature. multiple poles. One set of poles controls the solenoid
valve circuit. A different set of poles supplies
The start relay energizes when the engine start valve discrete signals to the flight management computer.
opens. The energized relay contacts connect a signal to
close the bleed air regulator solenoid valve. The open and close coils on the bleed air regulator
solenoid valve are constant duty coils. The solenoid
The overheat relay energizes when there is a bleed trip valve also has a mechanical latch. When there is a loss
off condition. These conditions cause a bleed trip off: of electric power, the solenoid valve stays in the last
position given by an electrical command.

__________________________________________________________________________________________________
ATA 36-PNEUMATIC
ENG START
28V DC FIRE VALVE SWITCH
BUS 1
CLOSED
AIR COND
BLEED AIR NORM NOT CLOSED
VALVES ENG
FIRE SW ENGINE 1
P8 PANEL
CUTOUT
OFF
FMCS START
ON K20 ENG START
ENG BLEED SW SENSE RLY
CLOSE
NORM
OPEN
28/16V DC SOLENOID VALVE

BAT BUS BLEED
MASTER DIM TRIP OFF 220 PSI
MASTER
SEC 1 BLEED TRIP OFF CAUTION
OVERPRESS SW
TRIP/RESET BLEED AIR REGULATOR
AIR CONDITIONING/BLEED OVHT
28V DC AIR CONTROLS PANEL (P5)
BAT BUS K9 ENG BLEED
OVHT RLY NORM
AIR COND
OVERHEAT OVHT
NOTE: LEFT CIRCUIT SHOWN, LEFT ACAU (E4-1) 490F (254C)
P6 CB PANEL RIGHT CIRCUIT EQUIVALENT OVERTEMP SW
PNEUMATIC - ENGINE BLEED AIR - BLEED AIR CONTROL CIRCUIT - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
ATA 36-PNEUMATIC
PNEUMATIC -- INDICATING - INTRODUCTION

Purpose
The indicating system gives the flight crew displays of

the pneumatic system status. The displays show this
data:
- Right and left pneumatic manifold pressures

- DUAL BLEED conditions.
General Description
Pneumatic system indications are on the air

conditioning/bleed air controls panel.
A dual needle (right and left) pressure indicator shows

the pressure in the right and left sides of the
pneumatic manifold.
A DUAL BLEED light comes on when pneumatic manifold

pressure supply comes from the APU and one or both
engine bleed systems.

__________________________________________________________________________________________________
ATA 36-PNEUMATIC
DUAL RAM DOOR RAM DOOR

BLEED FULL OPEN FULL OPEN
L RECIRC FAN R RECIRC FAN

OFF OFF
AUTO AUTO
60 80
DUCT OVHT
L R
40 PRESS
PSI
20 0
TEST
AIR CONDITIONING/BLEED
AIR CONTROLS PANEL (P5)
AIRPLANE ACCESS - AIR CONDITIONING BAYS DUCT PRESSURE TRANSMITTER (2)
PNEUMATIC - INDICATING - INTRODUCTION

__________________________________________________________________________________________________
ATA 36-PNEUMATIC
PNEUMATIC -- INDICATING - DUCT PRESSURE TRANSMITTER

Purpose
The duct pressure transmitter supplies pneumatic

pressure signals to the P5-10 air conditioning panel
pressure gage.
Location
There are two pressure transmitters. One for each side

(left and right) of the pneumatic manifold.
The pressure transmitters are on the forward bulkheads

of the air conditioning bays near the pneumatic
crossover duct.
The pressure transmitters have a pneumatic sense port

on one end and an electric connector on the other.

__________________________________________________________________________________________________
ATA 36-PNEUMATIC
AIRPLANE ACCESS - AIR CONDITIONING BAYS
ELECTRICAL
CONNECTOR
DUCT PRESSURE
SENSE PORT
DUCT PRESSURE
TRANSMITTER
CAUTION
OBSERVE PRECAUTIONS
FOR HANDLING
ELECTROSTATIC AIR CONDITIONING BAY FWD BULKHEAD
SENSITIVE
DEVICES
PNEUMATIC - INDICATING - DUCT PRESSURE TRANSMITTER

__________________________________________________________________________________________________
ATA 36-PNEUMATIC
PNEUMATIC -- INDICATING - DUAL DUCT PRESSURE INDICATOR

Purpose
The pneumatic duct pressure indicator gives indication

of these things:
- Left pneumatic duct pressure

- Right pneumatic duct pressure.
Location
The pneumatic duct pressure indicator is on the air

conditioning/bleed air controls panel.
The pressure indicator has two independent needles (L

and R), and a single scale (0-80 psi). Integral lamps
light the indicator scale. The indicator has a single
electrical connector.
The pressure indicator contains integrated circuits and

is an electro static discharge sensitive device.

__________________________________________________________________________________________________
ATA 36-PNEUMATIC
ELECTRICAL
CONNECTOR
CASE
SCALE
CAUTION
OBSERVE PRECAUTIONS
FOR HANDLING
ELECTROSTATIC NEEDLES
SENSITIVE (2)
DEVICES
PNEUMATIC DUCT PRESSURE INDICATOR
PNEUMATIC - INDICATING - DUAL DUCT PRESSURE INDICATOR

__________________________________________________________________________________________________
ATA 36-PNEUMATIC
PNEUMATIC -- INDICATING - FUNCTIONAL DESCRIPTION

Purpose
The pressure indicating system gives an indication of

the pneumatic manifold pressure.
The duct pressure transducers use 28v dc. They provide

pneumatic pressure data to the pneumatic duct pressure
indicator on the air conditioning/bleed air controls
panel. The pressure indicator uses 115v ac power.

__________________________________________________________________________________________________
ATA 36-PNEUMATIC
28V DC
BUS 1
AIR COND
BLEED AIR
TRANSDUCER
LEFT
115 AC LEFT DUCT

PRESSURE LEFT PRESSURE
XFER TRANSDUCER
BUS 2
AIR COND
BLEED AIR
PRESS IND
PNEUMATIC
DUCT PRESSURE
28V DC INDICATOR
BUS 2
AIR COND
BLEED AIR
TRANSDUCER
RIGHT
P6 CB PANEL
RIGHT DUCT
PRESSURE RIGHT PRESSURE
TRANSDUCER
PNEUMATIC - INDICATING - FUNCTIONAL DESCRIPTION

ATA 36-PNEUMATIC
__________________________________________________________________________________________________
INTENTIONALLY BLANK

ATA 21-AIR CONDITIONING
__________________________________________________________________________________________________

__________________________________________________________________________________________________
AIR CONDITIONING -- COOLING - PACK PROTECTION - FUNCTIONAL DESCRIPTION

Pack protection is a function of these three switches:
- Compressor discharge overheat switch

- Turbine inlet overheat switch
- Pack discharge duct overheat switch.
The switches are normally open. When an overheat

condition occurs, the overheat switch closes. This
energizes the pack overheat relay. When the pack
overheat relay energizes, power is supplied to the
close solenoid of the flow control and shutoff valve.
These are the indications when a pack trip occurs:
- PACK amber light

- MASTER CAUTION and AIR COND annunciator lights.
The overheat relay latches in the overheat position.

When the condition that caused the pack trip off is
corrected, push the TRIP RESET switch on the air
conditioning/bleed air control panel to de-energize the
overheat relay.
If the PACK light comes on and the pack can be reset,

the heat exchangers may be obstructed or dirty.
If the PACK light comes on and the pack can not be

reset, do a test of the compressor discharge and
turbine inlet overheat switches.

__________________________________________________________________________________________________
28V DC OFF NORM OPEN

BAT BUS
AIR CONDITIONING
VALVE PACK - L
AUTO CLOSE
HIGH
LEFT PACK
LEFT PACK SWITCH FLOW CONTROL
TO MASTER AND SHUTOFF VALVE
CAUTION
28/16V DC PACK 390F/199C

MASTER DIM
SEC 1 LEFT COMPRESSOR
1 DISCHARGE OVHT SW
250F/121C
TRIP RESET SWITCH
LEFT PACK DISCHARGE
AIR CONDITIONING/BLEED AIR DUCT OVHT SW
CONTROL PANEL (P5)
28V DC
BAT BUS
AIR CONDITION
OVERHEAT
OVHT 210F/99C
P6 CB PANEL
K8 LEFT PACK LEFT TURBINE INLET
OVHT RELAY OVERHEAT SWITCH
NOTE: LEFT PACK PROTECTION SHOWN. AIR CONDITIONING
RIGHT PACK SIMILAR. ACCESSORY UNIT
1 -800/900 SHOWN 600/700 PACK TRIP OFF
AIR CONDITIONING - COOLING - PACK PROTECTION - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
AIR CONDITIONING -- COOLING - PACK OVERHEAT SWITCHES

Purpose - Switch housing
- Probe
These temperature switches monitor the pack for an
overheat condition: Functional Description
- Compressor discharge overheat switch The overheat switches switches look similar. The
- Turbine inlet overheat switch compressor discharge overheat switch and the turbine
- -800/900 Pack discharge overheat switch. inlet overheat switch have different operation
temperatures. These are the switches and related
Location operation temperatures:
There is a compressor discharge overheat switch and a - Compressor discharge overheat switch - 390F (199C)
turbine inlet overheat switch in each air conditioning - Turbine inlet overheat switch - 210F (99C)
compartment. These are the locations: - Pack discharge overheat switch - 250F (121C).
- Compressor discharge overheat switch - in the duct Training Information Point

between the air cycle machine compressor section
and the secondary heat exchanger CAUTION: USE TWO WRENCHES WHEN YOU REMOVE/INSTALL THE
- -600/700 turbine inlet overheat switch - in the SWITCH IN/OUT OF THE BOSS. THIS WILL PREVENT
duct from the secondary heat exchanger to the air DAMAGE TO THE DUCT.
cycle machine turbine section.
- -800/900 turbine inlet overheat switch - in the
duct from the reheater to the air cycle machine
turbine section
- -800/900 Pack discharge overheat switch - in the
input duct to the mix manifold in the distribution
bay.
The overheat switches have these parts:
- Electrical connector

__________________________________________________________________________________________________
FWD
PROBE
PROBE
-600/700 AIR CONDITIONING COMPARTMENT SWITCH
HOUSING -800/900 PACK DISCHARGE
OVERHEAT SWITCHES (2)
SECONDARY HEAT ELECTRICAL
EXCHANGER (REF) CONNECTOR
OVERHEAT SWITCH
TURBINE INLET
OVERHEAT SWITCH
COMPRESSOR DISCHARGE
OVERHEAT SWITCH
ACM COMPRESSOR
(REF)
-600/700 AIR CYCLE MACHINE DUCTS FWD -800/900 AIR CONDITIONING COMPARTMENT
FWD
AIR CONDITIONING - COOLING - PACK OVERHEAT SWITCHES

__________________________________________________________________________________________________
AIR CONDITIONING -- TEMPERATURE CONTROL - GENERAL DESCRIPTION

General Description The flight crew selects the temperature setpoints for
the three airplane zones with the temperature
The temperature control system can operate when the air selectors.
conditioning packs operate. The packs operate when
there is a bleed source from the pneumatic system. Pack/Zone Temperature Controllers
The air conditioning accessory units (ACAU) monitor the There are two pack/zone temperature controllers. They
operation logic for the pneumatic and air conditioning monitor system parameters and control the air
systems. It enables the temperature control system when conditioning temperatures for the three air
the air systems are serviceable. conditioning zones.
The pack/zone temperature controllers receive control The pack/zone temperature controllers are part of a
signals from the temperature control panel. Temperature redundant, fault tolerant control system. The system
sensors send temperature data from the flight and reconfigures to give optimum performance when there are
passenger compartments. The pack/zone temperature faults.
controllers send control and operation signals through
the ACAU for temperature control. The controllers process inputs from these things:
The temperature control system has overheat switches in - Zone temperature selectors
the supply ducts. The overheat switches give indication - Zone cabin temperature sensors
and stop operation when the temperature is out of - Zone duct temperature sensors
limits. - Pack temperature sensors
- Mix manifold sensors.
Temperature bulbs in the passenger cabin and duct
monitor and send temperature data to the cabin The controllers modulate these valves in response to
temperature control panel. The temperature control temperature control requirements:
panel shows air temperatures.
- Pack temperature control valves (normal and
Temperature Control Panel standby)
- Zone trim air modulating valves.
The temperature control panel is the flight crew
interface for system control and indication.

__________________________________________________________________________________________________
AIR CONDITIONING -- TEMPERATURE CONTROL - GENERAL DESCRIPTION

Pack Temperature Control Valves (Normal and Standby) Duct Overheat Switch
The temperature control valves control the discharge The duct overheat switch provides overheat protection
temperature of the air conditioning packs. of the supply ducts. When the supply duct temperature
is 190F (88C), the switch energizes a relay in the
The temperature control valve is the normal valve for ACAU. The relay closes the trim air modulating valve.
control of pack output temperature
The standby temperature control valve does these

functions:
- Controls pack output temperature if the normal

system components fail
- Operates to prevent icing in the condenser.
Trim Air Pressure Regulating and Shutoff Valve
The trim air pressure regulating and shutoff valve does

these functions:
- Controls airflow to the zone trim air modulating

and shutoff valves
- Controls the pressure of the airflow to the zone
trim air modulating valves.
Zone Trim Air Modulating Valves
The zone trim air modulating valves control the trim

air flow to the three air conditioning zones. Hot trim
air goes to the zones that have hotter demands.

__________________________________________________________________________________________________
RIGHT PACK
RAM AIR ACTUATOR TEMP CONTROL VALVE
R PACK/ZONE RIGHT PACK STBY
CONTROLLER
TEMP CONTROL VALVE
RAM AIR
TEMP SENSOR LEFT PACK STBY
TEMP CONTROL VALVE
AFT PASSENGER ZONE
SELECTOR/ZONE TEMP
SENSOR/ZONE DUCT
TEMP SENSOR DUCT
OVERHEAT PACK
DUCT SWITCH TEMP LEFT PACK
OVERHEAT SENSOR TEMP CONTROL
SWITCH MIX VALVE
FWD PASSENGER ZONE MANIFOLD
SELECTOR/ZONE TEMP SENSORS
SENSOR/ZONE DUCT
TEMP SENSOR
DUCT
OVERHEAT
SWITCH
L PACK/ZONE
ZONE TEMP CONTROLLER
SELECTOR AFT PASSENGER ZONE
TRIM AIR MOD VALVE
ZONE TEMP SENSOR TEMPERATURE
CONTROL PANEL
FWD PASSENGER ZONE (P5)
ZONE DUCT TEMP TRIM AIR MOD VALVE
SENSORS
TRIM AIR PRESSURE
REGULATING AND SHUT
ACAU OFF VALVE
FLT DECK ZONE
TRIM AIR MOD VALVE
AIR CONDITIONING - TEMPERATURE CONTROL - GENERAL DESCRIPTION

__________________________________________________________________________________________________
AIR CONDITIONING -- TEMPERATURE CONTROL - OPERATION

General Trim Air Switch
The temperature controls panel is the air conditioning The trim air switch controls the trim air pressure
indication and control interface for the flight crew. regulating and shutoff valve. It has these two
positions:
The temperature controls panel has these features:
- ON - The trim air pressure regulating and shutoff
- Temperature selectors (3) valve opens. Zone trim air channels in pack/zone
- Duct overheat lights (3) controllers are enabled.
- Trim air switch - OFF - The trim air pressure regulating and shutoff
- Temperature indicator valve closes. Zone trim air channels in the
- Air temperature source selector. pack/zone controllers are disabled.
Temperature Selectors Temperature Indicator and Air Temperature Source

Selector
The three temperature selectors give automatic
temperature control for their related zones. The temperature indicator shows the temperature at the
location selected with the air temperature source
The selector has these temperature setpoints: selector. These are the positions:
- C (cool) sets a temperature of 65F (18C) - SUPPLY DUCT - Selects related zone supply duct
- W (warm) sets a temperature of 85F (30C) temperature
- Intermediate selector positions set proportionate - PASS CABIN - Selects FWD or AFT passenger cabin
temperature. temperature
- PACK - Selects water extractor discharge
Turn the selector to the OFF position to close the temperature (pack temperature).
related trim air modulating valve.
ZONE TEMP Light
The three ZONE TEMP lights turn on for overtemperature

or control channel failures.

__________________________________________________________________________________________________
TEMPERATURE
INDICATOR
AIR TEMP PASS

CAB
60
40 TEMP. S FWD
80 U D AFT AFT
20 F AIR TEMP
100 P U SOURCE
O
P C W R P SELECTOR
C L T D A
Y CONT L C
TRIM AIR CAB K
TRIM AIR OFF
SWITCH
ON
ZONE ZONE ZONE ZONE
TEMP TEMP TEMP TEMP
CONT CAB FWD CAB AFT CAB LIGHTS
AUTO AUTO AUTO
TEMPERATURE
SELECTORS
C W C W C W
OFF OFF OFF
TEMPERATURE CONTROLS PANEL
AIR CONDITIONING - TEMPERATURE CONTROL - OPERATION

__________________________________________________________________________________________________
AIR CONDITIONING -- TEMPERATURE CONTROL - CABIN TEMPERATURE SENSOR ASSEMBLY

Purpose Functional Description
The cabin temperature sensor assembly provides a flow The fan pulls in cabin air through the inlet grille and
of filtered air over a cabin temperature sensor and, in air filter. The cabin temperature sensor elements send
the passenger compartment, a temperature bulb. The the air temperature to the pack/zone temperature
cabin temperature sensor provides compartment controllers. The pack/zone temperature controllers use
temperature data to the pack/zone temperature this data to compare with the cabin temperature
controllers. selectors.
Location Training Information Point
The flight compartment cabin temperature sensor You must clean the cabin temperature sensor air filter
assembly is in the ceiling of the flight compartment. regularly.
There are two passenger cabin temperature sensor

assemblies in the right side of the passenger cabin.
They are in the bullnose area of the passenger service
units.
These components are part of the cabin temperature

sensor assembly:
- Cabin temperature sensor

- Inlet grille
- Air filter
- Temperature sensor fan
The cabin temperature sensor has two sensing elements.

__________________________________________________________________________________________________
TEMPERATURE
SENSOR FAN
TEMPERATURE
AIR FILTER SENSOR
INLET GRILLE
FLIGHT COMPARTMENT
FLIGHT COMPARTMENT
TEMPERATURE SENSOR ASSEMBLY
TEMPERATURE
SENSOR FAN
TEMPERATURE BULB
(REF)
AIR FILTER TEMPERATURE
SENSOR
INLET GRILLE
FWD
PASSENGER COMPARTMENT
PASSENGER COMPARTMENT - BULLNOSE AREA TEMPERATURE SENSOR ASSEMBLY
AIR CONDITIONING - TEMPERATURE CONTROL - CABIN TEMPERATURE SENSOR ASSEMBLY

__________________________________________________________________________________________________
AIR CONDITIONING -- TEMPERATURE CONTROL - DUCT TEMPERATURE SENSOR

Purpose
The duct temperature sensor gives duct temperature

feedback to the pack/zone temperature controllers.
Location
There is a flight compartment duct temperature sensor

and a backup duct temperature sensor. They are in the
EE compartment on the left side adjacent to the E2
rack.
There is a forward and an aft passenger cabin duct

temperature sensor. The forward cabin duct temperature
sensor is in the overhead duct forward of the left
forward riser. The aft passenger cabin duct temperature
sensor is in the overhead duct aft of the right riser.
The duct temperature sensor is a one element sensor.
The duct temperature sensor sends the duct temperature

to the pack/zone temperature controller. The pack/zone
temperature controller uses this data to compare with a
cabin temperature selector and cabin temperature
sensor.

__________________________________________________________________________________________________
FWD
PASSENGER CABIN DUCT

TEMPERATURE SENSOR
PASSENGER COMPARTMENT OVERHEAD

DISTRIBUTION DUCT INSTALLATION
(TYPICAL)
E2 RACK (REF) FLIGHT COMPARTMENT

DUCT TEMPERATURE SENSOR
FLIGHT COMPARTMENT BACKUP
DUCT TEMPERATURE SENSOR
FWD
EE COMPARTMENT LEFT SIDE
AIR CONDITIONING - TEMPERATURE CONTROL - DUCT TEMPERATURE SENSOR

__________________________________________________________________________________________________
AIR CONDITIONING -- TEMPERATURE CONTROL - PACK/ZONE TEMPERATURE CONTROLLER

Purpose - Standby pack temperature control channel
- Ram air actuator control channel.
The pack/zone temperature controllers do these
functions: Training Information Point
- Control their air conditioning pack The pack/zone temperature controllers are electrostatic
- Give automatic standby control to the opposite air discharge sensitive (ESDS) devices. Use ESDS safe
conditioning pack handling techniques.
- Control two zone trim air control channels
- Control their air conditioning pack ram air
actuators
- Provide built-in test equipment (BITE) that
isolates faults to the line replaceable unit
(LRU).
Location
The pack/zone temperature controllers are in the EE

compartment on the E3-3 rack.
General Description
The pack/zone temperature controllers are identical and

interchangeable. Their pin interface with the rack
identifies them to the airplane systems.
Each pack/zone temperature controller has these control

channels:
- Flight compartment zone temperature control

channel
- Passenger cabin zone temperature control channel
- Auto pack temperature control channel

__________________________________________________________________________________________________
EE COMPARTMENT
(LOOKING AFT)
FWD CABIN ZONE AFT CABIN ZONE

TEMP CONTROL TEMP CONTROL
PRIMARY FLT COMPT BACKUP FLT COMPT

ZONE TEMP CONTROL ZONE TEMP CONTROL
R AUTO L AUTO
PACK CONTROL PACK CONTROL
L STANDBY R STANDBY
PACK CONTROL PACK CONTROL
R RAM AIR L RAM AIR

CONTROL CONTROL
RIGHT PACK/ZONE LEFT PACK/ZONE

TEMPERATURE CONTROLLER TEMPERATURE CONTROLLER
AIR CONDITIONING - TEMPERATURE CONTROL - PACK/ZONE TEMPERATURE CONTROLLER

__________________________________________________________________________________________________
AIR CONDITIONING -- TEMPERATURE CONTROL - TRIM AIR CHECK VALVE

Purpose
The trim air check valve prevents reverse airflow in

the trim air supply ducts.
Location
There are two trim air check valves. They are in the
aft inboard area of the ECS bays.
The trim air check valves are split-flapper type check

valves. They have a flow direction arrow cast into
their flow bodies.
The trim air check valves are identical and

interchangeable.

__________________________________________________________________________________________________
FLOW
DIRECTION
ARROW
RIGHT AIR CONDITIONING COMPARTMENT
FLAPPER
AIR CONDITIONING - TEMPERATURE CONTROL - TRIM AIR CHECK VALVE

__________________________________________________________________________________________________
AIR CONDITIONING -- TEMPERATURE CONTROL - TRIM AIR PRESSURE REGULATING AND SHUTOFF VALVE
Purpose three zone trim air systems are mechanically and
electrically disabled.
The trim air pressure regulating and shutoff valve
controls the flow and pressure of air to the zone trim The valve is spring loaded-closed. When the control
air modulating valves. solenoid is energized, it sends upstream pressure to
the valve actuator. Pressure in the actuator opens the
Location valve. The servo regulator moves the valve to keep
pressure downstream of the valve 4.0 psi above airplane
The trim air pressure regulating and shutoff valve is cabin altitude. This prevents pressure variation due to
in the right air conditioning compartment. various flow demands of the zone trim air modulating
valves.
When the control solenoid de-energizes, it bleeds off
The trim air pressure regulating and shutoff valve is a the actuator pressure. The trim air pressure regulating
modulating and shutoff butterfly-type valve. The valve and shutoff valve spring then pushes the valve closed.
is spring-loaded to the closed position. It is
electrically controlled and pneumatically actuated. Put the TRIM AIR switch to ON to open the trim air
pressure regulating and shutoff valve. This also
The valve has these parts: enables the zone trim air channels in the pack/zone
temperature controllers.
- Solenoid valve assembly
- Actuator assembly Put the TRIM AIR switch to OFF to close the trim air
- Servo regulator assembly pressure regulating and shutoff valve. This also
- Manual override cam and position indicator disables the zone trim air system.
- Electrical connector.
There is a manual override cam and position indicator
The trim air pressure regulating and shutoff valve is on the trim air pressure regulating and shutoff valve.
the master trim air valve. It supplies trim air to the You can manually turn the valve to the MANUAL CLOSED
three zone trim air modulating valves. If the trim air position. This vents the valve actuator and the valve
pressure regulating and shutoff valve is closed, the closes.

__________________________________________________________________________________________________
ACTUATOR
ASSEMBLY
RIGHT AIR CONDITIONING COMPARTMENT SOLENOID VALVE

ASSEMBLY
MANUAL OVERRIDE
AND POSITION
INDICATOR ELECTRICAL
RELIEF VALVE CONNECTOR
SERVO REGULATOR
ASSEMBLY
AIR CONDITIONING - TEMPERATURE CONTROL - TRIM AIR PRESSURE REGULATING AND SHUTOFF VALVE

__________________________________________________________________________________________________
AIR CONDITIONING -- TEMPERATURE CONTROL - TRIM AIR PRSOV - FUNCTIONAL DESCRIPTION

Functional Description air to chamber B. When the pressure in chamber B
increases, the trim air PRSOV opens more. When pressure
The trim air pressure regulator and shutoff valve in chamber B decreases, the trim air PRSOV moves toward
(PRSOV) gets unregulated air from the flow control and closed.
shut off valves (FCSOV).
NOTE: The cabin sense port supplies cabin pressure to
The unregulated air goes to these components: the FCSOV to control flow.
- Solenoid valve When you turn the manual override cam assembly, the
- Relief valve manual override cam assembly moves the cam follower to
- Servo regulator (chamber A). close the manual override valve. This will shutoff
unregulated air to these components:
The servo regulator decreases the unregulated air to a
constant control pressure. - Solenoid valve
- Relief valve
The relief valve prevents damage to the pneumatic - Servo regulator.
actuator if the servo regulator fails.
The solenoid valve controls the flow of control air to

chamber B. Control air to chamber B opens the trim air
PRSOV. Air then flows to the downstream sense port.
The downstream sense port supplies bleed air to the

following:
- Chamber C
- Chamber D
Bleed air in chamber C helps the actuator spring

control the trim air PRSOV.
Bleed air in chamber D acts against cabin pressure and

a spring in chamber E. This action controls the control

__________________________________________________________________________________________________
RIGHT AIR CONDITIONING DISTRIBUTION
CHAMBER E SENSE LINE COMPARTMENT BAY
TO FCSOV
SERVO
REGULATOR CABIN
PRESSURE
SENSE PORT
CHAMBER D
CHAMBER B
CHAMBER A
AMBIENT
VENT OPEN
PNEUMATIC PRESSURE
RELIEF VALVE ACTUATOR BULKHEAD
CLOSED
SOLENOID VALVE
DOWNSTREAM
CHAMBER C
SENSE PORT
AIR FLOW
FROM FCSOV
CAM OPEN
FOLLOWER
MANUAL OVERRIDE
CAM ASSEMBLY
MANUAL OVERRIDE VISUAL POSITION

VALVE INDICATOR PIN
AMBIENT CLOSED
VENT
AIR CONDITIONING - TEMPERATURE CONTROL - TRIM AIR PRSOV - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
AIR CONDITIONING -- TEMPERATURE CONTROL - ZONE TRIM AIR MODULATING VALVE

There are three zone trim air modulating valves. Each The valves use 115v ac. The valve drive signals come
zone valve controls the flow of trim air to its related from the pack zone controllers. A mechanical gear train
air conditioning zone: with a slip clutch gives motor movement to the valve.
- Flight compartment zone Training Information Point

- Forward passenger compartment zone
- Aft passenger compartment zone. There is a position indicator on the zone trim air
modulating valves. The valves are normally in the
Location closed position when the trim air is off.
The flight compartment zone trim air modulating valve You can manually close the valve with the manual
is in the left air conditioning compartment. override knob if the electric motor has a failure. Turn
the knob in the direction shown on the knob placard.
The forward and aft passenger compartment zone trim air
modulating valves are in the right air conditioning
compartment.
The zone trim air modulating valves operate by an

electric motor. The motor moves single plate butterfly
valves. They are the same and interchangeable.
The valves have these parts:
- Electric motor assembly

- Position indicator
- Manual override knob

__________________________________________________________________________________________________
VALVE
POSITION
INDICATOR
ELECTRIC
MOTOR ASSEMBLY
MANUAL
OVERRIDE
KNOB
ELECTRICAL
CONNECTOR
ZONE TRIM AIR MODULATING VALVE

(TYPICAL)
AIR CONDITIONING - TEMPERATURE CONTROL - ZONE TRIM AIR MODULATING VALVE

__________________________________________________________________________________________________
INTENTIONALLY BLANK

__________________________________________________________________________________________________
AIR CONDITIONING -- TEMPERATURE CONTROL - FLIGHT COMPARTMENT - FUNCTIONAL DESCRIPTION

Normal Function energizes to the close position, and the flight deck
zone trim air modulating valve closes.
The flight compartment trim air modulating valve
connects to the right pack/zone temperature controller Non-Normal Function - Failure
when these are true:
The FAULT and INOP switches are set by these primary
- The trim air switch is in the ON position flight compartment failures:
- The flight compartment temperature selector is in
the AUTO position. - Cabin temperature sensor
- Cabin temperature sensor interface
This sends an enable signal to the two controllers to - Duct temperature sensor
start control of the flight compartment temperature. - Duct temperature sensor interface
- Cabin temperature selector
The selected zone temperature goes to the right - Cabin temperature selector interface
pack/zone temperature controller. Here it is compared - Zone trim air modulating valve
with the actual temperature in the flight compartment. - Zone trim air modulating valve driver.
The difference makes a zone duct temperature demand. It
is limited to 35F to 145F (2C to 63C). This demand is When the FAULT switch is set, K3 relaxes. This connects
compared with the actual supply duct temperature. The the backup flight compartment zone control to the
difference is used to move the flight compartment trim flight compartment zone trim air valve. The backup
air modulating valve. flight compartment zone control controls the flight
compartment trim air modulating valve with the same
The alternate power relay (K21) supplies electrical logic as the primary flight compartment zone control.
power from one of two different sources. When K21
energizes, 28v dc comes from bus 1. When K21 The backup FAULT switch is set by these backup flight
deenergizes, 28v dc comes from the battery bus. compartment failures:
Non-Normal Function - System Overheat - Cabin temperature sensor

When the temperature in the duct is 190F (88C), the - Duct temperature sensor
duct overheat switch closes. This energizes the K6 - Duct temperature sensor interface
flight deck zone overheat relay to the overheat - Cabin temperature selector
position. When K6 is in the overheat position, K4 - Cabin temperature selector interface

__________________________________________________________________________________________________
AIR CONDITIONING -- TEMPERATURE CONTROL - FLIGHT COMPARTMENT - FUNCTIONAL DESCRIPTION

- Zone trim air modulating valve
- Zone trim air modulating valve driver.
The backup INOP switch is set by these backup flight

compartment failures:

- Cabin temperature selector interface.
NOTE: Failure of the temperature selector causes a

default to a 75F (24C) set point.
When the primary and backup flight compartment zone

controls fail, the zone temperature control system goes
off. This off signal goes to the pack control section
of the pack/zone controllers. The left pack/zone
controller controls the left pack. This is to satisfy
the flight compartment zone duct demand. The right
pack/zone controller controls the right pack to satisfy
the coolest temperature requirements for the passenger
compartments.

__________________________________________________________________________________________________
115V AC
XFR BUS 2 FLT DECK ZONE
TEMP VLV CONTROL
28V DC L PACK VALVE
BAT BUS OVHT
28V DC R PACK VALVE ZONE

BUS 1 TEMP K21
L PACK VALVE ALT LIGHT ALT PWR
28V DC
BUS 2 K6 FLT DK
R PACK VALVE ALT ZONE OVHT CLOSE
P6 CB PANEL NORM
NORM
K21
ALT PWR OPEN
ON
OFF LOGIC SAME AS

TRIM AIR SW RIGHT PZC INOP INOP CLOSE
K3 FLT K3 FLT DK
AUTO BACKUP FLT DK INOP ENABLE
INOP
COMPT R ACAU (E4-1) K4 FLT DECK
ZONE CONTROL FULL CLOSE
TRIM AIR OFF
OFF LEFT PZC L ACAU (E4-1)
(E3-3) A B C
A FULL OPEN
B
FAULT =
OPEN CLOSE
VALVE C FULL CLOSE
CABIN TEMP A BITE INOP =
OPEN OPEN DRIVER
SELECTOR
P5 PANEL INDICATION
CABIN TEMP SENSOR CIRCUIT ZONE TRIM AIR
A LOGIC MODULATING
PRIMARY FLT COMPT VALVE
BACKUP DUCT ZONE CONTROL
TEMP SENSOR DUCT TEMP SENSOR RIGHT PACK/ZONE CONTROLLER (E3-3)
AIR CONDITIONING - TEMPERATURE CONTROL - FLIGHT COMPARTMENT - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
AIR CONDITIONING -- TEMPERATURE CONTROL - PASSENGER COMPARTMENT - FUNCTIONAL DESCRIPTION

Normal Function Non-Normal Function - System Failure
When the trim air switch is in the ON position and the The FAULT switch is set by these passenger compartment
passenger compartment temperature selector is in AUTO, failures:
the passenger compartment trim air modulating valve
connects to the right pack/zone temperature controller. - Cabin temperature sensor
The alternate power relay (K21) supplies electrical - Duct temperature sensor
power from one of two different sources. When K21 - Duct temperature sensor interface
energizes, 28v dc is from bus 1. When K21 deenergizes, - Cabin temperature selector
28v dc is from the battery bus. - Cabin temperature selector interface
The set zone temperature goes to the pack/zone - Zone trim air modulating valve driver.
temperature controller. The pack/zone temperature
controller compares it with the temperature in the NOTE: Failure of the temperature selector causes a
passenger compartment. The difference causes a zone default to a 75F (24C) set point.
duct temperature demand. The limits for the difference
are 35F to 160F (2C to 71C). The pack/zone temperature These failures cause K11 passenger INOP relay to relax
controller compares the demand temperature with the and command the passenger zone trim air modulating
supply duct temperature. The pack temperature valve to close.
controller uses the difference to move the passenger
compartment trim air modulating valve.
Non-Normal Function - System overheat
When the temperature in the duct is 190F (88C), the

duct overheat switch closes. This energizes K1
passenger zone overheat relay to the overheat position.
When K1 is in the overheat position, the K2 passenger
trim air off relay energizes to the close position.
This causes the passenger zone trim air modulating
valve to close.

__________________________________________________________________________________________________
115V AC
XFR BUS 2
FWD PASS ZONE
28V DC TEMP VLV CONT
BAT BUS
R PACK VALVE
28V DC OVHT
BUS 1
R PACK VALVE ALT ZONE
TEMP K21
P6 CB PANEL LIGHT ALT PWR
K1 PASS
ON ZONE OVHT CLOSE
NORM
OFF
TRIM AIR SW
AUTO ZONE CONT OPEN
ENABLE/OFF
GND = OFF
OFF
FAULT = OPEN
1 BITE INOP CLOSE
K1 PASS
INOP ENABLE
K2 PASS FULL CLOSE
CABIN TEMP TRIM AIR OFF
SELECTOR
R ACAU (E4-1)
P5 PANEL L
O FULL OPEN
G DRIVER
I
C
DUCT TEMP SENSOR FULL CLOSE
RIGHT PACK/ZONE CONTROLLER

1 (E3-3) ZONE TRIM AIR
1 BACKUP TO PACK RIGHT STBY TEMP CONTROL MODULATING
CABIN TEMP SENSOR IN THE LEFT PACK/ZONE CONTROLLER VALVE
AIR CONDITIONING - TEMPERATURE CONTROL - PASSENGER COMPARTMENT - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
AIR CONDITIONING -- TEMPERATURE CONTROL - DUCT OVERHEAT SWITCH

Purpose accessory unit to energize. The relay puts on the ZONE
TEMP light and closes the trim air modulating valve.
The duct overheat switch sends an overheat signal to
close the trim air modulating valve and put on the ZONE
TEMP light.
Location
The flight compartment duct overheat switch is in the

EE compartment on the left side adjacent to the E2
rack.
There is a forward and an aft passenger cabin duct

overheat switch. The forward cabin duct overheat switch
is in the overhead duct forward of the left forward
riser. The aft passenger cabin duct overheat switch is
in the overhead duct aft of the right aft riser.
The duct overheat switch is a vapor pressure-operated

switch. The duct overheat switch has these parts:
- Probe
When the temperature in the duct is 190F (88C), a

liquid in the probe changes to a vapor. The vapor in
the probe operates a spring that operates an electrical
switch. This causes a relay in the air conditioning

__________________________________________________________________________________________________
PASSENGER
COMPARTMENT
DUCT OVERHEAT
SWITCH
FWD
PASSENGER COMPARTMENT OVERHEAD

DISTRIBUTION DUCT INSTALLATION
(TYPICAL)
E2 RACK (REF)
FLIGHT COMPARTMENT DUCT

OVERHEAT SWITCH
FWD
EE COMPARTMENT LEFT SIDE
AIR CONDITIONING - TEMPERATURE CONTROL - DUCT OVERHEAT SWITCH

__________________________________________________________________________________________________
INTENTIONALLY BLANK

__________________________________________________________________________________________________
AIR CONDITIONING -- TEMPERATURE CONTROL - GENERAL DESCRIPTION - MECHANICAL

Purpose The pack/zone controllers modulate the trim air
modulating valves to inject hot trim air into the ducts
The temperature control system controls the temperature of the other zones. This increases the temperature of
in these three airplane air conditioning zones: the air supply to the other zones.
- Flight compartment zone Two ACAUs are the interface between the normal
- Forward passenger compartment zone temperature control system and the airplane safety
- Aft passenger compartment zone. logic. Before multiple faults or failures in the system
can cause unsafe conditions, the ACAUs reconfigure the
Physical Description system to fail-safe modes. These automatic
reconfigurations are progressive. They can limit the
The temperature control system uses these components: authority of, or shut down these systems as necessary:
- Temperature controls panel - The zone trim air systems

- Sensors and overheat switches - The air conditioning packs.
- Digital pack/zone controllers
- Pack temperature control valves (normal and Trim Air Pressure Regulation and Shutoff Control
standby)
- Trim air system valves A trim air pressure regulating and shutoff valve makes
- Air conditioning accessory units (ACAUs) sure the trim air supply is limited to 4 psi above
- Related ducting and wires. cabin pressure. This allows sufficient flow and keeps
pneumatic system noise to a minimum.
General Description
Zone Temperature Control
The temperature control system is automatic. The flight
crew makes the required selections on the temperature The pack/zone controllers use the packs to control
control panel to operate the system. cooling for the flight deck and the mix manifold.
During operation, the digital pack/zone controllers The trim air modulating valves control the quantity of
modulate the temperature control valves. They control trim air supplied to each zone. Trim air for the
pack discharge temperature to the requirements of the passenger zones mixes with the air from the mix
zone that needs the most cooling. manifold. Trim air for the flight compartment mixes
with the air from the left pack.

__________________________________________________________________________________________________
AIR CONDITIONING -- TEMPERATURE CONTROL - GENERAL DESCRIPTION - MECHANICAL

Each trim air modulating valve adjusts the amount of
trim air to control the zone temperature. Zones that
need a higher temperature get more trim air. Zones that
need a lower temperature get less trim air.
The zone temperature sensors and zone duct temperature

sensors give air temperature information to the
pack/zone temperature controllers for control and
indication.

__________________________________________________________________________________________________
FLOW CONTROL
AND SHUTOFF
VALVES (2)
(REF)
RIGHT
COOLING
PACK PNEUMATIC
AFT TRIM AIR MODULATING
PASS VALVE (3) SYSTEM
ZONE
TRIM AIR PRESSURE
REGULATING VALVE
RIGHT
PACK/ZONE 60 S
AIR TEMP
FWD
PASS
CAB
CONTROLLER
40 TEMP. AFT
80 U D AFT
20 P U F
100
O
P C W R P
C L T D A
Y CONT L C
TRIM AIR CAB K
OFF
ON
FWD MIX L/R AIR COND ZONE

TEMP
ZONE
TEMP
ZONE
TEMP
PASS
CONT CAB FWD CAB AFT CAB
MANIFOLD ACCESS UNITS AUTO AUTO AUTO
ZONE (RELAY) C W C W C W
OFF OFF OFF
SWITCHING DUAL
BLEED
RAM DOOR
FULL OPEN
RAM DOOR
FULL OPEN
L RECIRC FAN R RECIRC FAN

OFF OFF
AUTO AUTO
60 80
DUCT OVHT
LEFT 40 PRESS
R
L PSI
20 0
PACK/ZONE
TEST
L PACK R PACK
ISOLATION
OFF VALVE OFF
CONTROLLER
AUTO CLOSE AUTO
HIGH HIGH
AUTO
FLT
COMPT
ZONE LEFT
COOLING
PACK
PNEUMATIC
= TEMP BULB SYSTEM
= TEMP SENSOR
= OVHT SW
AIR CONDITIONING - TEMPERATURE CONTROL - GENERAL DESCRIPTION - MECHANICAL

__________________________________________________________________________________________________
AIR CONDITIONING -- TEMPERATURE CONTROL - BALANCED MODE - FUNCTIONAL DESCRIPTION

General Description to control the trim air modulating valves. Also, it is
used in the auto pack controls to control the
The temperature control system controls the temperature temperature control valves.
in three airplane air conditioning zones:
The DUCT DEMAND signal has a 35F(2C) to 145F(63C)
- Flight compartment temperature limit for the flight compartment duct and a
- Forward passenger compartment 35F(2C) to 160F(71C) for the passenger compartment
- Aft passenger compartment. duct. It is compared with the temperature in the duct
and the result is used to control the trim air
The temperature control system is automatic. The flight modulating valves.
crew makes the necessary selections on the temperature
controls panel to operate the system. The DUCT DEMAND signal from the compartment zone
temperature controls are compared in the auto pack
During operation, the pack/zone temperature controllers controls. This is to find the coolest demand of the
control pack discharge temperature to the requirements zones. This signal is called PARTIAL PACK DEMAND.
of the zone that requires the most cooling. They
control the temperature control valves to control the The PARTIAL PACK DEMAND is shared between the two
pack discharge temperature. Both packs output the same pack/zone temperature controllers and compared to find
temperature. This is called balanced mode. the coolest signal. This signal is called PACK DEMAND
and has a 35F(2C) to 145F(63C) temperature limit. The
The pack/zone temperature controllers control the trim PACK DEMAND is used to control the temperature control
air modulating valves to inject hot trim air into the valves in each of the packs. It is also used as the
ducts of the other zones. This increases the STANDBY PACK DEMAND signal for the other pack in case
temperature of the air supply to the three zones. of a failure.
Functional Description The mix manifold temperature sensors provide feedback

to the auto pack controls. They are used to prevent ice
In the compartment zone temperature controls, the in the mix manifold.
pack/zone temperature controllers compare the
compartment temperature selections with the temperature
in the zone. The error signal from this comparison is
called DUCT DEMAND. This signal is used for two
purposes. It is used in the zone temperature controls

__________________________________________________________________________________________________
FLT COMPT
FLT COMPT TRIM AIR FLT COMPT
MOD VALVE PRI FLT COMPT DUCT
DUCT SENSOR ZONE CTRL FAIL SENSOR
DUCT DEMAND FLT COMPT
FLT COMPT 35F - 145F TEMP
LIMIT DRIVER LOGIC SAME AS
TEMP SENSOR BACKUP FLT COMPT SENSOR
ZONE CONTROL
FLT COMPT FLT COMPT
TEMP SELECTOR PRIMARY FLIGHT TEMP
BACKUP FLT COMPT ZONE CONTROL COMPT ZONE CTRL SELECTOR
AFT PASS COMPT FWD PASS
DUCT SENSOR DRIVER
FWD COMPT COMPT DUCT
TRIM AIR LOGIC SAME AS SENSOR
MOD VALVE AFT PASS
DUCT DEMAND 35F - 160F COMPT ZONE
TEMP SENSOR LIMIT COMPT TEMP
AFT COMPT SENSOR
TRIM AIR FWD PASSENGER
AFT PASS COMPT ZONE CONTROL MOD VALVE COMPT ZONE CTL FWD PASS
COMPT TEMP
AFT PASS COMPT PARTIAL PACK DEMAND SELECTOR
TEMP SELECTOR COOLEST
DEMAND
COOLEST PACK DEMAND

DEMAND 35F - 145F
LOGIC SAME AS
LEFT AUTO PACK R PACK
RIGHT DIGITAL CTL SENSOR
L PACK SENSOR R TCV
STBY PACK
DEMAND
R MIX
L MIX MANIFOLD COLDEST WARMEST DRIVER MANIFOLD
TEMP SENSOR SIGNAL SIGNAL TEMP
L TCV SENSOR
R AUTO PACK
CONTROL
L AUTO PACK CONTROL
RIGHT PACK/ZONE
LEFT PACK/ZONE TEMPERATURE CONTROLLER TEMPERATURE CONTROLLER
AIR CONDITIONING - TEMPERATURE CONTROL - BALANCED MODE - FUNCTIONAL DESCRIPTION

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AIR CONDITIONING -- TEMPERATURE CONTROL - UNBALANCED MODE - FUNCTIONAL DESCRIPTION

General Description Unbalanced Average Mode
The unbalanced mode is when the flight compartment trim The unbalanced average mode of operation is activated
air system fails or the trim air switch is OFF. if the trim air switch is OFF or if either of the
passenger compartment temperature zones fail.
There are two unbalanced modes of operation:
This mode is the same as the unbalanced mode except for
- Unbalanced the right pack. The right pack is controlled to satisfy
- Unbalanced average. the average temperature requirements of the two
passenger compartment temperature zones.
Unbalanced
The right pack is controlled to satisfy the colder

demand of the two passenger compartment temperature
zones. The left pack is controlled to satisfy only the
temperature requirements of the flight compartment.
The backup flight compartment cabin temperature sensor

and cabin temperature selector provide the pack demand
signal to the left auto pack control.
The backup flight compartment duct temperature sensor

signal is used to provide a 35F(2C) limit in the flight
compartment duct.
The primary flight compartment cabin temperature sensor

and cabin temperature selector provide the standby pack
demand signal to the right auto pack control.

__________________________________________________________________________________________________
FLT COMPT FLT COMPT

DUCT SENSOR TEMP
SENSOR
BACKUP FLIGHT COMPT PRIMARY FLT
ZONE CONTROL FAILED COMPT ZONE CTRL
FLT COMPT FAILED FLT COMPT
TEMP SENSOR TEMP
SELECTOR
FLT COMPT
TEMP SELECTOR PRIMARY FLIGHT
BACKUP FLT COMPT ZONE CONTROL COMPT ZONE CONTROL
DUCT SENSOR DRIVER
LOGIC SAME AS COMPT DUCT
DUCT AFT/FWD AFT PASS SENSOR
DEMAND ZONE FAIL COMPT ZONE
AFT PASS COMPT 35F - 160F
TEMP SENSOR LIMIT FWD PASS
A COMPT TEMP
FWD PASSENGER SENSOR
AFT PASS COMPT ZONE CONTROL COMPT ZONE CTRL
AFT PASS COMPT
TEMP SELECTOR FWD PASS
COMPT TEMP
LEFT SELECTOR
PACK DEMAND COOLEST STBY PACK
35F - 145F DEMAND AVG DEMAND
A LOGIC SAME AS
RIGHT LEFT AUTO PACK R PACK
L PACK SENSOR STBY PACK SENSOR
DIGITAL CTL
DEMAND
L MIX MANIFOLD WARMEST L TCV R TCV
TEMP SENSOR R MIX
SIGNAL DRIVER DRIVER MANIFOLD
TEMP
SENSOR
L AUTO PACK CONTROL R AUTO PACK CONTROL
LEFT PACK/ZONE TEMPERATURE CONTROLLER RIGHT PACK/ZONE TEMP CONTROLLER
AIR CONDITIONING - TEMPERATURE CONTROL - UNBALANCED MODE - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
INTENTIONALLY BLANK

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AIR CONDITIONING -- TEMPERATURE CONTROL - ZONE TEMP INDICATION - FUNCTIONAL DESCRIPTION

Purpose master caution system is recalled. This shows that a
BITE check of the controllers is necessary.
The system provides an indication of an overheat
condition in the zone supply ducts or the failure of If there is a complete loss of temperature control for
the temperature control system. the flight compartment, the ZONE TEMP light comes on
immediately and cannot be reset.
Power Interruption
The primary flight compartment INOP switch is set by
Power interruption indication is provided by two power these primary flight compartment failures:
interrupt indication relays, K1 and K2.
If there is a power interruption, the ZONE TEMP light - Cabin temperature sensor interface
on the P5 panel comes on immediately. The zone - Duct temperature sensor
temperature control system is reset after power has - Duct temperature sensor interface
been restored. - Cabin temperature selector
- Cabin temperature selector interface
Overheat Indication - Zone trim air modulating valve
Overheat protection is provided by overheat switches in
the flight compartment supply duct and in the supply The backup flight compartment INOP switch is set by
ducts for the passenger cabin. these backup flight compartment failures:
If there is an overheat condition, the ZONE TEMP light - Cabin temperature sensor and selector
on the P5 panel comes on immediately. Push the TRIP - Cabin temperature sensor interface and selector
RESET switch on the P5 panel after the duct has cooled - Cabin temperature sensor and selector interface
to reset the zone temperature control system. - Cabin temperature sensor interface and selector
interface.
Flight Compartment Temperature Control System Failure
Indication The backup flight compartment FAULT switch is set by
these backup flight compartment failures:
A failure of the primary or backup flight compartment
temperature control or a malfunction in the system - Cabin temperature sensor
causes the ZONE TEMP light to come on only when the - Cabin temperature sensor interface

__________________________________________________________________________________________________
AIR CONDITIONING -- TEMPERATURE CONTROL - ZONE TEMP INDICATION - FUNCTIONAL DESCRIPTION

- Duct temperature sensor - Standby pack-cabin loop electronics.
- Duct temperature sensor interface
Passenger Compartment Temperature Control System

Failure Indication
A failure of the passenger zone temperature control

causes the ZONE TEMP light to come on only when the
master caution system is recalled. This shows that a
BITE check of the controllers is necessary.
The passenger compartment FAULT switch is set by these

passenger compartment failures:

- Duct temperature sensor
- Duct temperature sensor interface
The backup passenger compartment FAULT switch is set by

these backup passenger compartment failures:

- Other controller backup error signal output

__________________________________________________________________________________________________
FLT DECK ZONE

DUCT OVHT
FWD PASS ZONE 190F (88C)
28V DC DUCT OVHT FLT DECK
BAT BUS ZONE DUCT
AIR COND PACK OVHT SW
CONT VALVES TRIP RESET
RIGHT SWITCH
AIR COND PACK K6 FLIGHT
CONT VALVES DECK ZONE
LEFT OVHT RELAY
LEFT ACAU
P6 CB PANEL
K1 1 MD&T ZONE TEMP
CONT CABIN ZONE
TEMP LIGHT
190F (88C)
FWD PASS
ZONE DUCT
K2 1 MD&T ZONE TEMP OVHT SW
FWD CABIN ZONE
TEMP LIGHT K1 PASS
ZONE OVHT
P5 PANEL RELAY
BACKUP FLIGHT RIGHT ACAU
COMPT FAULT
GROUND = FAULT
BACKUP FLIGHT FWD PASS COMPT FAULT
COMPT INOP OPEN = FAULT
GROUND = INOP RESET=0 RECALL=1 RECALL=1 RESET=0
BACKUP FWD PASS FLT CONT ELEC ANTI-ICE ENG PRIMARY FLIGHT COMPT INOP
COMPT FAULT FIRE
WARN
MASTER
CAUTION IRS APU HYD OVERHEAD
MASTER
CAUTION
FIRE
WARN
OPEN = INOP
GROUND = FAULT FUEL OVHT/DET DOORS AIR COND
LEFT PACK/ZONE CONTROLLER RIGHT PACK/ZONE CONTROLLER

P7 PANEL NOTE: AFT PASS ZONE SIMILAR
1 POWER INTERRUPT INDICATION RELAYS TO FWD PASS ZONE
AIR CONDITIONING - TEMPERATURE CONTROL - ZONE TEMP INDICATION - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
INTENTIONALLY BLANK

__________________________________________________________________________________________________
AIR CONDITIONING -- TEMPERATURE CONTROL - PACK LIGHT INDICATION - FUNCTIONAL DESCRIPTION

Purpose Air Conditioning Packs Temperature Control System
Failure indication
The pack light turns on to show failures or over
temperature in the air conditioning system. A single failure of the pack control system causes the
PACK light to come on only when the master caution
Power Interruption system is recalled. This shows a BITE check of the
controllers is necessary.
The power interrupt indication relays cause the power
interruption indication to show. If a complete loss of temperature control for the pack
control system occurs, the PACK light comes on and
When the relays sense a power interruption, they cause cannot be reset.
the PACK light on the P5 panel to come on. Restore
power to the system to let the pack temperature control The standby pack FAULT switch is set by these standby
system reset. pack component failures:
Over Temperature Indication - Pack temperature sensor

- Temperature control valve
Over temperature protection for the cooling pack is - Pack control.
supplied by these three thermal switches:
The pack INOP and pack FAULT switch is set by these
- Turbine inlet overheat (210F/99C) pack component failures:
- Pack discharge overheat (250F/121C)
- Compressor discharge overheat (390F/198C). - Pack temperature sensor or interface
- Temperature control valve or driver
If an overheat condition is sensed, the PACK light on - Pack control.
the P5 panel comes on. Push the TRIP RESET switch on
the P5 panel after the cooling pack has cooled to reset The pack FAULT switch is set by these pack component
the pack temperature control system. failures:
- Mix manifold temperature sensor or interface

- Mix manifold temperature sensor or interface from
opposite controller

__________________________________________________________________________________________________
AIR CONDITIONING -- TEMPERATURE CONTROL - PACK LIGHT INDICATION - FUNCTIONAL DESCRIPTION

- Zone duct demand signal or interface from opposite
controller
- Partial pack demand signal or interface from
opposite controller
- Ram air temperature sensor or interface
- Ram air door actuator or interface.

__________________________________________________________________________________________________
L PACK/ENG
28V DC BLEED AIR OVHT
BAT BUS
250F (121C)
AIR COND PACK L PACK DISCHARGE
CONT VALVES TRIP RESET OVHT SWITCH
LEFT SWITCH
P6 CB PANEL 210F (99C)
L TURBINE INLET
K1 POWER K8 PACK OVHT SWITCH
INTERRUPT OVHT
INDICATION RLY RELAY
390F (199C)
MD&T PACK L COMP DISCHARGE
LEFT OVHT SWITCH
L PACK LIGHT ACAU
BITE
STBY PACK FAULT
GROUND = FAULT
RIGHT PACK/ZONE
TEMPERATURE CONTROLLER
RESET=0 RECALL=1 RECALL=1 RESET=0 PACK INOP

OPEN = INOP
FLT CONT ELEC ANTI-ICE ENG
FIRE MASTER MASTER FIRE
WARN CAUTION IRS APU HYD OVERHEAD CAUTION WARN
FUEL OVHT/DET DOORS AIR COND
BITE
PACK FAULT
OPEN = FAULT
P7 PANEL
NOTE: LEFT PACK LIGHT INDICATION SYSTEM SHOWN LEFT PACK/ZONE

RIGHT PACK LIGHT INDICATION SYSTEM SIMILAR TEMPERATURE CONTROLLER
AIR CONDITIONING - TEMPERATURE CONTROL - PACK LIGHT INDICATION - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
INTENTIONALLY BLANK

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AIR CONDITIONING -- PACK/ZONE TEMPERATURE CONTROLLER - BITE

Purpose BITE Test Switches
The pack/zone temperature controllers have front face The pack/zone temperature controller has these
BITE that isolates system faults to the LRU interface switches:
level.
- PRESS/TEST
General Description - BIT
- PREV FLT
The BITE circuitry can detect failures of these - VERIFY
components: - RESET.
- Pack/Zone controller The PRESS/TEST switch does a test of the 25 indicator

- Ram air controller lamps. This monitors power and indication availability.
- Pack standby controller
- Zone temperature selector The BIT test switch starts a system self-test. The BIT
- Cabin temperature sensor switch shows failures that occurred during the last
- Duct temperature sensor flight.
- Zone trim air modulating valves
- Ram air control temperature sensor A flight starts when the air mode is sensed for longer
- Ram air inlet actuator than 30 seconds.
- Standby pack temperature sensor
- Standby pack temperature control valve (TCV) The PREV FLT test switch starts a system self-test. The
- Mix manifold temperature sensor PREV FLT switch shows all the failures that occurred
- Pack temperature sensor during the last nine flights.
- Pack temperature control valve (TCV).
The VERIFY test switch starts a system self-test.
The pack/zone temperature controller has one register
for last flight memory storage. WARNING: MOVE ALL PERSONS AND EQUIPMENT AWAY FROM THE
RAM AIR INLET DOOR. WHEN YOU PUSH THE VERIFY
The pack/zone temperature controller has nine registers SWITCH, THE RAM AIR COMPONENTS WILL MOVE AND
for previous flight history memory storage. CAN CAUSE INJURY TO PERSONS OR DAMAGE TO
EQUIPMENT.

__________________________________________________________________________________________________
AIR CONDITIONING -- PACK/ZONE TEMPERATURE CONTROLLER - BITE

The VERFIY switch starts a real time test of the pack
and zone temperature control components.
The RESET test switch is used to erase the fault

history. Push the RESET switch while the VERFIY and the
green GO lights are on.
BITE Indications
The pack/zone temperature controller has a red lamp for

each of the LRUs.
The pack/zone temperature controller has a green lamp

to show no faults are in the system.
The pack/zone temperature controller has four amber

lamps to show the test in progress.

__________________________________________________________________________________________________
BITE INSTRUCTION BITE INSTRUCTION

1 IF CONTROLLER FAULT LAMP ON REPLACE IF RED,REPLACE UNIT INDICATED AND PRESS 1 IF CONTROLLER FAULT LAMP ON REPLACE IF RED,REPLACE UNIT INDICATED AND PRESS
CONTROLLER VERIFY IF ANY FLT DECK OR ZONE RED LAMP ON CONTROLLER VERIFY IF ANY FLT DECK OR ZONE RED LAMP ON
2 AT FLIGHT DECK IDENTIFY AS FOLLOWS 2 AT FLIGHT DECK IDENTIFY AS FOLLOWS
Ñ ALL BLEED SWITCHES OFF ____
LAMP _______
LH CONT _______
RH CONT Ñ ALL BLEED SWITCHES OFF LAMP
____ LH
_______
CONT RH
_______
CONT
Ñ ZONE TEMP SELECTORS AUTO Ñ ZONE TEMP SELECTORS AUTO
Ñ LH AND RH PACK SWITCHES AUTO FLT DECK BACKUP PRIMARY Ñ LH AND RH PACK SWITCHES AUTO FLT DECK BACKUP PRIMARY
Ñ TRIM AIR SWITCH ON ZONE AFT ZONE FWD ZONE PRESS/ Ñ TRIM AIR SWITCH ON ZONE AFT ZONE FWD ZONE PRESS/
BKUP ZONE FWD ZONE AFT ZONE BKUP ZONE FWD ZONE AFT ZONE
3 ON BOTH CONTROLLERS TEST 3 ON BOTH CONTROLLERS TEST
Ñ LAMP TEST-PUSH PRESS/TEXT. IF ANY LAMP Ñ LAMP TEST-PUSH PRESS/TEXT. IF ANY LAMP
DOES NOT ILLUMINATE REPLACE Ñ WHEN VERIFY GREEN DOES NOT ILLUMINATE REPLACE Ñ WHEN VERIFY GREEN
CONTROLLER PRESS RESET CONTROLLER PRESS RESET
Ñ PRESS ALL 3 TEST SWITCHES IN SEQUENCE 4 AT FLIGHT DECK LH AND RH Ñ PRESS ALL 3 TEST SWITCHES IN SEQUENCE 4 AT FLIGHT DECK LH AND RH
INDICATED AT EACH POSITION WAIT FOR PACK SWITCHES OFF INDICATED AT EACH POSITION WAIT FOR PACK SWITCHES OFF
GREEN OR RED LAMP ON GREEN OR RED LAMP ON
PACK/ RAM STANDBY PACK/ RAM STANDBY

ZONE AIR PACK ZONE AIR PACK
CONTROLLER CONTROLLER
FAULT GO FAULT GO
CABIN DUCT TRIM CABIN DUCT TRIM

SELECTOR VALVE SELECTOR VALVE
SENSOR SENSOR SENSOR SENSOR
FLT FLT FLT FLT

DECK DECK DECK DECK
ZONE ZONE ZONE ZONE
BKUP BKUP
ZONE ZONE
RAM AIR STANDBY RAM AIR STANDBY
MIX MANF MIX MANF

SNSR SENSOR SNSR SENSOR
PACK PACK
SNSR SNSR
ACT ACT
PACK PACK
TCV SNSR TCV TCV SNSR TCV
OTHER PACK THIS PACK OTHER PACK THIS PACK
BIT PREV FLT VERIFY RESET BIT PREV FLT VERIFY RESET
TEST SWITCHES TEST SWITCHES
RIGHT PACK/ZONE CONTROLLER (-800/900) LEFT PACK/ZONE CONTROLLER (-800/900)

AIR CONDITIONING - PACK/ZONE TEMPERATURE CONTROLLER - BITE

__________________________________________________________________________________________________
AIR CONDITIONING -- TEMPERATURE CONTROL - TEMPERATURE BULB

Purpose - The right air conditioning pack on the right high
pressure water separator assembly
The temperature bulbs measure temperature in the - The left air conditioning pack on the left high
critical areas of the air conditioning system. The pressure water separator assembly.
temperature bulbs are for indication only and are not
part of the automatic temperature control system. Training Information Point
Physical Description Handle the temperature bulbs gently. Use approved

cleaning materials to clean the temperature bulbs.
The temperature bulb has these parts:
- Sensing element
Location
There are seven temperature bulbs in the system. They

are similar in design and operation. There are
temperature bulbs in these locations:
- The flight compartment air conditioning duct in

the EE compartment on the left hand side next to
the E2 rack
- The forward passenger cabin air conditioning
supply duct in the overhead, forward of the left
hand forward riser
- The aft passenger cabin air conditioning supply
duct in the overhead, aft of the right hand aft
riser
- The forward passenger cabin forward right side of
the passenger cabin bullnose area
- The aft passenger cabin aft right side of the
passenger cabin bullnose area

__________________________________________________________________________________________________
TEMPERATURE AIR TEMPERATURE

INDICATOR SOURCE SELECTOR
SENSING
ELEMENT
AIR TEMP PASS
CAB
60
40 TEMP. S FWD
80 U D AFT AFT
20
100
P U F
P C W R P
o
C L T D A ELECTRICAL
Y CONT L CONNECTOR
C
TRIM AIR CAB K
OFF
ON
TEMPERATURE CONTROLS PANEL
AIR CONDITIONING - TEMPERATURE CONTROL - TEMPERATURE BULB

__________________________________________________________________________________________________
AIR CONDITIONING -- EQUIPMENT COOLING SYSTEM - FUNCTIONAL DESCRIPTION - LOW FLOW DETECTOR
General The ground crew horn automatically operates when the
airplane is on the ground and these conditions are
The low flow detectors monitor the air flow and present:
temperature of the equipment cooling air. The detectors
send an alarm signal when the equipment cooling air - High alarm or the ON DC signal from either ADIRU is
flow is not within limits. active for 20 seconds or more
- Left or right ADIRU switch is in the ALIGN or NAV
Functional Description position.
The low flow detectors have an internal BIT. At power- The exhaust system does not have an inhibit for smoke
up, the detectors and alarm circuits do a test for removal.
correct operation. These are the indications of a
detector failure: Training Information Point
- Equipment cooling OFF amber light The equipment cooling system uses cabin air for
- MASTER CAUTION and OVERHEAD annunciator lights. cooling. The cabin air can contain contaminates such as
tar, nicotine, dust, and other unwanted particles. A
The supply and exhaust low flow detectors supply a low regular schedule to clean this equipment is necessary
and high alarm signals during low flow conditions. for proper operation of the cooling system and
These signals occur when the equipment cooling air flow detectors.
is not within limits.
The low alarm signal gives these indications:
- Equipment cooling OFF amber light

- MASTER CAUTION and OVERHEAD annunciator lights.
The supply system control interrupt relay (R645) causes

an inhibit of the low alarm signal. This occurs when
the equipment cooling system is in the smoke removal
mode.

__________________________________________________________________________________________________
28/16V DC OFF R29 NORM EXH

MASTER DIM FAN CTRL RLY
SECT 3 TO MASTER (P91) R30 ALT EXH
EXHAUST FAN CTRL RLY
CAUTION
P6 CB PANEL (P92)
OFF
SUPPLY R347 NORM SUP
FAN CTRL RLY R373 ALT SUP
EQ CLNG PANEL (P5) (P92) FAN CTRL RLY
(P91)
28V DC LOW ALARM R645 SUP CTRL

BUS 2 INTERRUPT RLY
EQUIP CLNG INHIBIT (J20)
LOW FLOW
DET SUPPLY
HIGH ALARM
SUPPLY LOW CREW CALL
FLOW DETECTOR
28V DC SW
HOT BAT BUS
GND CREW
LEFT ADIRU HORN
28V DC LOW ALARM 28V DC (NOSE WW)
BUS 2
RIGHT ADIRU
EQUIP CLNG 28V DC
LOW FLOW
DET EXHAUST GND
HIGH ALARM
20 S
P18 CB PANEL EXHAUST LOW LEFT ADIRU
FLOW DETECTOR ON DC
RIGHT ADIRU
ON DC INTEG FLT ACCESS PSEU
UNIT (E1-3)
AIR CONDITIONING - EQUIPMENT COOLING SYSTEM - FUNCTIONAL DESCRIPTION - LOW FLOW DETECTOR

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AIR CONDITIONING -- EQUIPMENT COOLING SYSTEM - FUNCTIONAL DESCRIPTION - OEV

General When the switches are in the normal position, R650 is
de-energized. Power connects through R650 to energize
When the airplane is on the ground, ground sense relay the valve actuator to the normal position.
R592 energizes, and smoke control relay R648 de-
energizes. Power connects through R648 and R650 to High Flow Mode
energize the valve actuator to the normal position.
When the valve actuator is in the normal position, the The high flow mode increases cabin airflow. This occurs
valve position is a function of airflow. The valve is when the valve is open. These are the switch positions
open until the airplane pressurizes. for the high flow mode of operation:
When the airplane is in the air, ground sense relay - Left or right pack switch - HIGH
R592 is de-energized. In pressurized flight, the normal - Right recirculation fan switch - AUTO.
position for the overboard exhaust valve is closed.
Pack switch and recirculation fan switch position have When the switches are in the high flow position, if
an effect on valve position. A 28v dc electromechanical time delay relay R649 is de-energized, R650 is
rotary actuator opens the valve in flight for more energized to the smoke position. Relay K1 controls
airflow or for smoke clearance. R649. The cabin pressurization system gives an
open/closed enable signal to K1.
The overboard exhaust valve has these 3 modes of
operation: When R649 gets an open enable from K1, it de-energizes,
and R650 energizes. Power goes through R650 to energize
- Normal the actuator to the smoke (open) position. A close
- High flow enable energizes R649 and de-energizes R650. Power goes
- Smoke clearance. through R650 to energize the actuator to the normal
position.
Normal Mode
Smoke Clearance Mode
These are the switch positions for the normal mode of
operation: The smoke clearance mode opens the valve to remove
smoke from the EE compartments and flight compartment.
- Left and right pack switch - AUTO/OFF These are the switch positions for the smoke clearance
- Right recirculation fan switch - AUTO. mode:

__________________________________________________________________________________________________
AIR CONDITIONING -- EQUIPMENT COOLING SYSTEM - FUNCTIONAL DESCRIPTION - OEV

- Left or right pack switch - HIGH Open/Close Enable
- Right recirculation fan switch - OFF.
The cabin pressurization system enables open and close
When the switches are in the smoke clearance position, operation of the OEV in high flow mode during flight.
smoke control relay R648 energizes. During pressurized Open enable lets the high flow mode energize the
flight, recirculation fan switch bypass relay R644 is actuator to the smoke position. Close enable keeps the
energized. This connects a circuit to forward fire actuator in the normal position.
alarm relay R945 and aft fire alarm relay R946. When
R945 and R946 are de-energized, power connects through Open enable sets when the outflow valve is more than
these relays and energizes R650. Power then connects 8.5 degrees open. Open enable stays set until the
through R650 to energize the valve actuator to the outflow valve is less than 2 degrees open.
smoke (open) position. Power also goes to the equipment
cooling supply system to put the supply cooling fan Close enable sets when the outflow valve is less than
off. 2.0 degrees open. This energizes relay K1 to the closed
position. Relay R649 then energizes so R650 does not
If there is an aft cargo compartment fire, the aft fire energize. R649 stays energized until 5 minutes after
alarm relay R946 energizes. If R648 is energized, R946 relay K1 de-energizes. The 5-minute time delay lets the
removes power from R650. The OEV actuator energizes to cabin pressure become stable.
normal through de-energized R650. If there is a forward
cargo compartment fire, the forward fire alarm relay A position switch on the OEV actuator sends a discrete
R945 energizes. If R648 is energized, power connects to the pressurization system.
through R945 to energize R650. Power also goes to the
equipment cooling exhaust system to put the exhaust
cooling fan off. Power then goes through R650 to
energize the valve actuator to the smoke position.
When the valve is open, the nitrogen generation system

receives the valve position to inhibit the system
operation.

__________________________________________________________________________________________________
28V DC
BAT BUS EQUIP COOL
NORMAL SUPPLY FAN
2 AIR CONDITIONING NORMAL NORMAL
BYPASS INTERRUPT
OVERBOARD EXHAUST
VALVE CONT RELAY
C1445
AIR CONDITIONING
OVERBOARD EXHAUST
VALVE RECONFIG CONT ALARM
ALARM
P6 CB PANEL R946 AFT
R945 FWD FIRE ALARM
NORMAL FIRE ALARM RELAY
AUTO/OFF RELAY
AUTO/OFF AIR R644 RECIRC
FAN SW BYPASS
RELAY
HIGH SMOKE
1
L PACK HIGH NORMAL
SWITCH R PACK R648 SMOKE NORMAL
SWITCH CONT RLY
GND
R592 GND
SENSING SMOKE
OFF RELAY (J22) SMOKE
R650 OEV CLOSED
COMMAND
RELAY CPC
OPEN (2)
AUTO NORMAL
NGS
RIGHT RECIRC
FAN SWITCH 2 OPEN
5
AIR CONDITIONING/BLEED AIR T MIN
CLOSED / ACTUATOR
CONTROL PANEL (P5) D
K1 CABIN PRES
1 ENERGIZES EXHAUST COOLING OUTFLOW VALVE OVERBOARD
R649 OEV OPEN EXHAUST
FAN INTERRUPT RELAY CLOSED RELAY OPEN CONTROL VALVE
2 OPEN ENABLE - OFV >8.5 DEG CABIN PRESSURE RELAY
CLOSE ENABLE - OFV <2.0 DEG SELECTOR PANEL (P5-6) J24
AIR CONDITIONING - EQUIPMENT COOLING SYSTEM - FUNCTIONAL DESCRIPTION - OEV

__________________________________________________________________________________________________
AIR CONDITIONING -- HEATING - INTRODUCTION

Purpose Supplemental Heating
The heating system supplies warm air to areas to In the passenger compartment, door area heaters supply
prevent freezing or to increase temperature for more heat around the two main entry doors. Also, heater
comfort. blankets supply more heat around the emergency escape
doors.
General
These are the parts of the heating system:
- Forward cargo compartment heating

- Supplemental heating
- Aft cargo compartment heating.
Cargo Compartments
The cargo compartments receive heat from equipment

cooling exhaust and passenger compartment air.
Warm equipment cooling exhaust air flows under the

forward cargo compartment floor and along the
sidewalls. The air mixes with passenger compartment air
in the main distribution manifold.
The aft cargo compartment air comes from the passenger

compartment through the foot level grilles. The air
goes into the sidewall area around and under the aft
cargo compartment through the outflow valve.
The warm air on all sides of the cargo compartments is

an insulator. It prevents the transfer of heat through
the skin by conduction.

__________________________________________________________________________________________________
DOOR AREA
HEATERS
OUTFLOW
VALVE
FORWARD CARGO EMERGENCY EXIT AFT CARGO (REF)
COMPARTMENT DOOR HEATERS COMPARTMENT
FOOT LEVEL
GRILLES
FORWARD CARGO AFT CARGO

COMPARTMENT COMPARTMENT
FORWARD SECTION AFT SECTION
AIR CONDITIONING - HEATING - INTRODUCTION

__________________________________________________________________________________________________
AIR CONDITIONING -- SUPPLEMENTAL HEATING - DOOR AREA HEATER

Purpose
The door area heaters supply added heat to prevent cold

zones around the doors.
Location
The forward door area heater is on the left outboard

side of the nose wheel well. Remove the aft left access
panel from inside the nose wheel well to get access to
the heater.
The aft door area heater is in the center ceiling area

in the aft passenger compartment.
The door area heaters are electrical heat elements in a

cylindrical housing. There is an electrical connector
on the housing. Flexible hoses connect conditioned air
distribution supply ducts to the door area heaters. A
flexible hose connects the outlet side of the heater to
a fitting at the base of the door.
The forward door heater uses conditioned air from the

flight compartment distribution supply.
The aft door heater uses conditioned air from the aft
passenger compartment distribution supply ducts.

__________________________________________________________________________________________________
AFT PASSENGER
DISTRIBUTION SUPPLY
DUCT (REF)
DOOR AREA HEATER

(TYPICAL)
AFT DOOR
AREA HEATER
FLIGHT COMPARTMENT
DISTRIBUTION SUPPLY
DUCT (REF)
FORWARD DOOR
AREA HEATER
FWD
LEFT AFT NOSEWHEEL

ACCESS PANEL
NOSE WHEEL WELL ACCESS AFT CENTER CEILING ACCESS
AIR CONDITIONING - SUPPLEMENTAL HEATING - DOOR AREA HEATER

__________________________________________________________________________________________________
AIR CONDITIONING -- SUPPLEMENTAL HEATING - EMERGENCY ESCAPE DOOR - HEATER BLANKETS

Purpose
Additional heating is necessary in the emergency escape

door areas. Electric heater blankets provide this
additional heating.
Location
The blankets are behind the decorative trim around each

door.
Emergency Escape Door Heater Blankets
The emergency escape doors are heated with heater

blankets. The blankets are behind the lining, door
trim, and close out panels.
There are two types of emergency escape door heater

blankets:
- 10 watts (one heater blanket)

- 50 watts (four heater blankets).
The 10 watt close-out panel heater blanket is behind

the lining below the escape door. The 50 watt heater
blankets are behind the escape door lining and door
trim.

__________________________________________________________________________________________________
HEATER
BLANKET
HEATER
BLANKET
CLOSE-OUT PANEL
ELECTRICAL HEATER BLANKET
CONNECTOR
AIR CONDITIONING - SUPPLEMENTAL HEATING - EMERGENCY ESCAPE DOOR - HEATER BLANKETS

__________________________________________________________________________________________________
AIR CONDITIONING -- SUPPLEMENTAL HEATING - FUNCTIONAL DESCRIPTION

General The close out panel heater uses 10 watts. An overheat
switch keeps the temperature to a limit. The overheat
The air conditioning system controls operation of the switch opens at 100F (38C)and closes at 80F (27C).
door area heaters.
The door lining and trim heaters use 50 watts. There
The logic for the door area heaters comes from the are internal temperature control components that keep
air/ground system and air conditioning pack valve the temperature to a limit. The temperature control
operation. switch opens at 80F (27C) and closes at 70F (21C). The
overheat switch opens at 95F (35C) and closes at 50F
Functional Description (10C).
The door area heater power relay (R560) controls power

to the heaters. When the airplane is in the air and one
of the pack flow control and shutoff valves is open,
the relay energizes. When the relay energizes, 115v ac
power from main bus 1 goes to the heaters.
Door Area Heaters
The door area heaters use phase-to-phase power. Each

heat element uses 325 watts. There are internal
temperature control components that keep the
temperature to a limit. The overheat switch opens at
230F (110C) and closes at 200F (93C). The thermal fuse
opens at 300F (148C).
Overwing Emergency Exit Door Heaters
The overwing emergency exit doors are heated with

heaters behind the lining, door trim, and close out
panels.

__________________________________________________________________________________________________
HEAT OFF
115V AC A 325 WATTS
MAIN
BUS 1 B
FWD DOOR
AREA HEATER OVERTEMP THERMAL FUSE
TO LEFT 230F(110C) 300F(148C)
TO RIGHT 200F(93C)
ESCAPE DOOR ESCAPE DOOR
HEATER HEATER FWD DOOR AREA HEATER
BLANKETS BLANKETS
115V AC A 325 WATTS
MAIN
BUS 1 B 325 WATTS
AFT DOOR
AREA HEATER
HEAT ON
R560 DOOR TO OTHER L OVRWING DOOR OVERTEMP THERMAL FUSE
AREA HEATER LINING AND TRIM HEATERS 230F(110C) 300F(148C)
POWER RELAY 200F(93C)
AFT DOOR AREA HEATER
P91 POWER DISTRIBUTION PANEL
OPEN 10 WATTS
GND ACAU
28V DC CLOSED
BUS 1 1
LEFT FLOW CONTROL L CLOSE OUT
AIR CONDITIONING AND SHUTOFF VALVE PANEL HEATER
DOOR AREA HEAT AIR
CONTROL
50 WATTS
R593 SYS 1 OPEN
P18 CB PANEL
AIR/GND RELAY
(J22) ACAU
CLOSED 2
1 OVERHEAT SWITCH OPENS AT 100F (38C) AND
CLOSES AT 80F (27C) L OVRWNG DOOR
RIGHT FLOW CONTROL LINING AND TRIM
2 CONTROL SWITCH OPENS AT 80F (27C) AND AND SHUTOFF VALVE HEATER (TYP)
CLOSES AT 70F (21C). OVERHEAT SWITCH OPENS
AT 95F (35C) AND CLOSES AT 50F (10C).
AIR CONDITIONING - SUPPLEMENTAL HEATING - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
INTENTIONALLY BLANK

ATA 38-WATER/WASTE
__________________________________________________________________________________________________
ATA 38-WATER/WASTE

__________________________________________________________________________________________________
ATA 38-WATER/WASTE
WATER/WASTE -- WATER QUANTITY INDICATION SYSTEM - WATER QUANTITY INDICATOR

Purpose
The water quantity indicator shows the level of water

in the water tank.
Location
The water quantity indicator is a part of the potable

water system module on the aft attendant panel. The aft
attendant panel is a part of the aft attendant station.
The water quantity indicator is an LED segment display.

The segments are from E (empty) to F (full), in
increments of 1/8 of a tank.
The water quantity transmitter sends a voltage that is

in proportion to the level of water in the water tank.
The logic in the potable water module causes a
specified number of LEDs to come on. The number of LEDs
turned on shows the level of water in the tank.
The E (empty) LED light is on when power is available.

__________________________________________________________________________________________________
ATA 38-WATER/WASTE
POTABLE WATER
3/4
1/2
1/4
P14 AFT ATTENDANT STATION WATER QUANTITY INDICATOR (P14)
WATER/WASTE - WATER QUANTITY INDICATION SYSTEM - WATER QUANTITY INDICATOR

__________________________________________________________________________________________________
ATA 38-WATER/WASTE
WATER/WASTE -- WATER QUANTITY INDICATION SYSTEM - SERVICE PANEL WATER QUANTITY INDICATOR
Purpose
The service panel water quantity indicator shows the

level of water in the water tank.
Location
The indicator is on the water service panel. The water

service panel is at the aft section of the fuselage, at
the bottom right side.
The indicator is an analog dial indicator. The gage

graduations are equally spaced in increments of 1/8 of
a tank from E (empty) to F (full). The graduations are
labeled at 1/4 tank increments.
The pointer movement is linear with inputs from 0 to -

10v dc.
The water quantity transmitter sends a voltage that is

in proportion to the level of water in the water tank.
The water quantity transmitter voltage output is 0v dc

when the water tank is empty. With an input voltage of
0v dc, the indicator shows E (empty).
The water quantity transmitter voltage output is -10v

dc when the tank is full. With an input voltage of -10v
dc, the indicator shows F (full).

__________________________________________________________________________________________________
ATA 38-WATER/WASTE
POTABLE WATER FILL/OVERFLOW

FILL FITTING VALVE HANDLE
WATER TANK
DRAIN VALVE
HANDLE
INTERFERENCE
COMPRESSOR BRACKETS
CUT-OUT
SWITCH
FWD
SERVICE PANEL
WATER QUANTITY
INDICATOR
WATER/WASTE - WATER QUANTITY INDICATION SYSTEM - SERVICE PANEL WATER QUANTITY INDICATOR

__________________________________________________________________________________________________
ATA 38-WATER/WASTE
WATER/WASTE -- WATER QUANTITY INDICATION SYSTEM - FUNCTIONAL DESCRIPTION

Functional Description NOTE: If the water tank is not correctly grounded,
intermittent operation of the water quantity
The capacitance of the water tank level sensor changes indicator can occur.
when the water level in the water tank changes.
The water quantity transmitter senses the capacitance

of the water tank level sensor and changes the
capacitance input to a 0 to -10v dc output voltage. The
output voltage of the water quantity transmitter is in
proportion to the quantity of water in the water tank.
The potable water module on the attendant panel senses

the output voltage of the water quantity transmitter.
The 0 to -10v dc input voltage is changed to a digital
signal and used to operate an LED array. The LEDs in
the array show as a continuous display on the water
quantity indicator. The water quantity indicator shows
water quantity as a percentage of full, with 1/8-tank
intervals.
A water quantity indicator on the water service panel

senses the output voltage of the water quantity
transmitter. The 0 to -10v dc voltage is used directly
to move the needle on the indicator. The indicator
shows water quantity as a percentage of full, with 1/8-
tank intervals.
NOTE: The E (tank empty) LED on the water quantity

indicator will always be on when power is
available.

__________________________________________________________________________________________________
ATA 38-WATER/WASTE
28V DC
BUS 1
POTABLE WATER
WATER
QTY IND
1/2
P91
1/4 3/4
F
E F
WATER
QTY
3/4
SERVICE PANEL WATER
QUANTITY INDICATOR
28V DC POWER 1/2
0 TO -10V DC OUTPUT
SIGNAL RETURN
1/4
WATER QUANTITY INPUT
E
WATER QUANTITY
TRANSMITTER
WATER LEVEL BONDING STUD

SENSOR POTABLE WATER MODULE
WATER TANK
WATER/WASTE - WATER QUANTITY INDICATION SYSTEM - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
ATA 38-WATER/WASTE
WATER/WASTE -- WASTE TANK QUANTITY INDICATION SYSTEM - INTRODUCTION

Purpose C - Celsius
dc - direct current
The waste tank quantity indication system measures and F - Fahrenheit
shows the quantity of waste in the waste tank.
FCU - flush control unit
General FWD - forward
LCM - logic control module
These components are in the waste tank quantity mm - millimeter
indication system: REF - reference
TYP - typical
- Waste tank point level sensor (2)
v - volts
- Waste tank continuous level sensor
- Logic control module (LCM)
- Waste quantity gage
- Sensor fouled light
- Waste quantity indicator.
The waste tank quantity indication system does these

functions:
- Monitors and shows the level of material in the

waste tank
- Stops operation of the toilets when the waste tank
is full
- Gives indication when the lavatories stop
operation for a waste tank full condition
- Gives indication when the sensors are dirty
- BIT.
Abbreviations and Acronyms
ac - alternating current
BIT - built in test

__________________________________________________________________________________________________
ATA 38-WATER/WASTE
WASTE SYSTEM
SENSOR
FOULED
LIGHT F
WASTE 3/4
QUANTITY
GAGE
1/2
LOGIC
CONTROL CLEAN/CHECK
SENSOR 1/4
MODULE
P25 WASTE SERVICE PANEL E
LAVS
INOP
PRESS TO
TEST
POINT
LEVEL CONTINUOUS
SENSORS WASTE SYSTEM MODULE (P14)
LEVEL SENSOR
WASTE TANK INSTALLATION
WATER/WASTE - WASTE TANK QUANTITY INDICATION SYSTEM - INTRODUCTION

__________________________________________________________________________________________________
ATA 38-WATER/WASTE
INTENTIONALLY BLANK

__________________________________________________________________________________________________
ATA 38-WATER/WASTE
WATER/WASTE -- WASTE TANK QUANTITY INDICATION SYSTEM - POINT LEVEL SENSOR

Purpose When the waste tank level covers 50 percent of the face
of a point level sensor, the point level sensor sends a
The point level sensor gives a signal to the logic tank full signal to the LCM.
control module (LCM) when the waste tank is full.
The point level sensors can tell the difference between
Location the build-up of waste material on a point level sensor
and a full tank. A point-level sensor sends a sensor
There are two point level sensors in the aft cargo fouled signal to the LCM when the build-up is more than
compartment. You remove the waste tank access panel to 1/8-inch (3.2 mm). If the build-up becomes more than
get access to the point level sensors. The point level 3/8-inch (9.5 mm), the point level sensor sends a tank
sensors are on the center inboard side of the waste full signal to the LCM.
tank.
When a system BIT input signal is received from the
Physical Description LCM, the point level sensor starts BIT. If the point
level sensor passes the BIT tests, a 0.0v dc signal
The point level sensor is a capacitance type sensor. It goes to the LCM. If the point level sensor fails the
has a sensor face and an electrical connector. BIT tests, a 1.83 Hz signal goes to the LCM.
Functional Description Training Information Point
The LCM supplies 15v dc power to the point level The point level sensors sense changes in the level of
sensors. The point level sensors supply these signals the waste tank by changes in capacitance. The waste
to the LCM: tank must be grounded to the airplane structure for the
point level sensors to accurately sense the waste tank
- Tank not full (0v dc) level changes.
- Tank full (15v dc)
- Sensor fouled (1.83 Hz) When a point level sensor is fouled, a sensor fouled
- BIT test results. signal goes to the LCM. The sensor fouled signal causes
these indications:
When the waste tank level is below a point level
sensor, the point level sensor sends a tank not full - Related SENSOR J1 or SENSOR J2 light on the LCM
signal to the LCM. flashes

__________________________________________________________________________________________________
ATA 38-WATER/WASTE
WATER/WASTE -- WASTE TANK QUANTITY INDICATION SYSTEM - POINT LEVEL SENSOR

- Sensor fouled light on the waste service panel
comes on
- CLEAN/CHECK SENSOR light on the attendant panel
comes on
The sensor fouled signal continues until one of these

conditions occur:
- Waste material is no longer on the point level

sensor surface
- Level of waste in the tank covers the sensor(s).
- Waste material on the sensor is greater than 3/8
inch.
If the SENSOR J1 or SENSOR J2 light continues to flash

after a rinse, it may be necessary to remove the sensor
to clean it.
CAUTION: USE EXTREME CARE TO AVOID DAMAGE TO THE FACE

OF THE POINT LEVEL SENSOR. SCRATCHES OR DAMAGE
CAN CAUSE A FAILURE OF THE POINT LEVEL SENSOR.
Use a soft bristle brush and soap to clean the face of

the point level sensor.

__________________________________________________________________________________________________
ATA 38-WATER/WASTE
ELECTRICAL
V-BAND CONNECTOR
CLAMP
VACUUM WASTE SYSTEM
GASK-O-SEAL
PACKING
SENSOR FACE
WASTE TANK
ELECTRICAL (REF)
CONNECTOR
POINT LEVEL SENSOR INSTALLATION
POINT LEVEL SENSOR
WATER/WASTE - WASTE TANK QUANTITY INDICATION SYSTEM - POINT LEVEL SENSOR

__________________________________________________________________________________________________
ATA 38-WATER/WASTE
WATER/WASTE -- WASTE TANK QUANTITY INDICATION SYSTEM - CONTINUOUS LEVEL SENSOR

The continuous level sensor measures the level of waste The sensor module measures the liquid (head) pressure
material in the waste tank. at the bottom of the waste tank. The remote diaphragm
measures the pressure of the air in the waste tank. The
Location pressure transmits through the oil-filled capillary
tube to the sensor module. The sensor module finds the
The continuous level sensor is in the aft cargo difference between the air pressure in the waste tank
compartment. You get access to the continuous level and the liquid pressure in the drain line. The sensor
sensor through the waste tank access panel on the left uses the difference to calculate the level of waste in
side of the cargo compartment. the waste tank. The output signal goes to the LCM.
The sensor module connects to the drain line at the Training Information Point
forward lower end of the waste tank. The remote
diaphragm connects to the vacuum line at the forward CAUTION: DO NOT BEND THE CAPILLARY TUBE OF THE
upper end of the waste tank. CONTINUOUS LEVEL SENSOR TO LESS THAN A 3-INCH
RADIUS. SHARP BENDS CAN CAUSE DAMAGE TO THE
Physical Description CAPILLARY TUBE.
The continuous level sensor is a capacitance-type

pressure sensor. The sensor has these parts:
- Remote diaphragm
- Sensor module
- Capillary tube.
The capillary tube connects the remote diaphragm to the

sensor module. The sensor module connects to the logic
control module (LCM).

__________________________________________________________________________________________________
ATA 38-WATER/WASTE
REMOTE
DIAPHRAGM
ELECTRICAL
CONNECTION
TO LCM LCM
(REF)
CAPILLARY
TUBE
VACUUM WASTE SYSTEM

SENSOR
MODULE
WATER/WASTE - WASTE TANK QUANTITY INDICATION SYSTEM - CONTINUOUS LEVEL SENSOR

__________________________________________________________________________________________________
ATA 38-WATER/WASTE
INTENTIONALLY BLANK

__________________________________________________________________________________________________
ATA 38-WATER/WASTE
WATER/WASTE -- WASTE TANK QUANTITY INDICATION SYSTEM - LOGIC CONTROL MODULE

Purpose level sensors are disconnected, an auto zero adjustment
of the continuous level sensor will occur.
The logic control module (LCM) measures the level of
waste in the waste tank. The LCM stops the operation of The five indicator lights are LEDs. These are the
the vacuum waste system when the waste tank is full. labels for the LEDs:
Location - SENSOR J1
- SENSOR J2
The LCM is in the aft cargo compartment. You get access - SENSOR J3
to the LCM through the waste tank access panel on the - TANK FULL
left side of the cargo compartment. - POWER ON.
The LCM is above and forward of the waste tank. The SENSOR J1 and SENSOR J2 LEDs show the status of the
two point level sensors. The SENSOR J3 LED shows the
Physical Description status of the continuous level sensor. The TANK FULL
LED shows the status of the waste tank and the LCM. The
The LCM has these features: POWER ON LED shows that system power is on.
- Electrical connectors (4) The POWER ON LED is green. The other LEDs are red.
- Test switch
- Indicator lights (5). Functional Description
Two of the electrical connectors are for the point The LCM gets data from the two point level sensors and
level sensors. One electrical connector is for the the continuous level sensor. The LCM uses the data from
continuous level sensor. One electrical connector is the continuous level sensor to calculate the level of
for the power and signal connections to the airplane. the waste in the waste tank.
The test switch is a three-position (center off) The LCM sends a waste tank level signal to the waste
momentary switch. In the UP position (TEST SENSORS), tank quantity indicator and the waste tank quantity
the LCM starts a power-up sequence which includes a gage. The waste tank quantity indicator is on the
full system BIT test. In the DOWN position (TEST attendant panel and the service panel waste tank
LAMPS), a test of the LEDs occurs. If the test switch quantity indicator is on the waste service panel.
is held down for more than 10 seconds and the point

__________________________________________________________________________________________________
ATA 38-WATER/WASTE

A tank full signal from the continuous level sensor System BIT
does not affect toilet operation.
When system power comes on, the LCM does a power-up BIT
The two point level sensors are level switches. When test. The power-up BIT test makes sure that these
the level of the waste in the waste tank covers 50 components operate correctly:
percent of the face of a point level sensor, the point
level sensor sends a tank full signal to the LCM. When - Point level sensors
both point level sensors send a tank full signal to the - Continuous level sensor
LCM, the LCM stops the operation of the toilets. - LCM.
The LCM uses a delay of 20 seconds on the point level During the power-up BIT test, the LEDs flash
sensor data before it stops the operation of the momentarily and then come on for three seconds. If all
toilets. This delay makes sure that there is a stable components pass the BIT test, all LEDs go off. If a
tank full signal and prevents the effects of momentary component did not pass the BIT test, the related LED
tank full signals due to airplane maneuvers or flashes at a two Hz rate. The results of the BIT test
turbulence. for the LCM are reported by the TANK FULL LED.
In normal circumstances, both point level sensors must To do the power-up BIT test, put the LCM test switch in
send the tank full signal to the LCM for the LCM to stop the TEST SENSORS position. You can also do the power-up
toilet operation. However, when one point level sensor BIT test by a push of the test switch on the attendant
has an error, the LCM uses a tank full signal from the panel waste quantity module.
other point level sensor to stop toilet operation. If
both point level sensors have an error, the LCM will After the LCM completes the power-up BIT test, it then
stop toilet operation. starts a continuous monitor cycle. This monitor cycle
occurs every five milliseconds. The monitor cycle makes
Lamp Test sure that the point level sensors and LCM are
functional. The continuous level sensor does not do a
You do a lamp test when you put the test switch in the test during the monitoring cycle.
TEST LAMPS position.
If the continuous level sensor fails after the power-up
During the lamp test, the four software-controlled LEDs BIT test is complete, the failure will not be sensed.
on the LCM come on. The green POWER ON LED will be on An erroneous signal from the continuous level sensor
when system power is on. will not affect toilet operation. You can detect errors

__________________________________________________________________________________________________
ATA 38-WATER/WASTE

in the continuous level sensor when you do the power-up - When you move or replace the continuous level
BIT test. sensor
- When you move or replace the waste tank.
LED Status
You use the LCM to do the auto zero adjustment. The
The four red LEDs show system status. System status auto zero adjustment calibrates the LCM for variations
updates every 250 milliseconds. between the remote diaphragm and sensor module on the
continuous level sensor.
These are the conditions necessary for LED status:
To do the auto zero adjustment, you must make sure that
the waste tank is fully drained. You must disconnect
STATUS the point level sensors. Then you put the test switch
LED in the TEST LAMPS position for more than 10 seconds.
OFF ON FLASHING
Tank full or Sensor fouled These lights will go off for three seconds to show that
Tank not
SENSOR J1 sensor or sensor the test is complete:
full.
disconnected. failed BIT.
Tank full or Sensor fouled - SENSOR J1
Tank not
SENSOR J2 sensor or sensor - SENSOR J2
full.
disconnected. failed BIT. - SENSOR J3
Tank not Tank is above Sensor failed - TANK FULL.
SENSOR J3
full. full. BIT.
Two Hz flash: The POWER ON light will stay on.
Tank not Tank full, LCM failed
TANK FULL full, FCU FCU power BIT. Eight Hz Training Information Point
powered. off. flash: fatal
error. NOTE: Make sure that you drain the waste tank fully
before you do the auto zero adjustment procedure.
Flashing rate is two Hz unless otherwise noted.
If you do not drain the waste tank fully, an
error in the waste quantity indication can occur.
Auto Zero Adjustment
You must do the auto zero adjustment when one of these

conditions occur:

__________________________________________________________________________________________________
ATA 38-WATER/WASTE

NOTE: The two point level sensor connectors are
identical. Make sure that you connect the point
level sensor connectors to the correct receptacle
on the LCM.

__________________________________________________________________________________________________
ATA 38-WATER/WASTE
LOGIC CONTROL MODULE SEE MAINTENANCE

J4 SHIPS I/O
RMT MODEL NO.1742F5 REV___ MANUAL FOR
BOEING PART NO. S4177108 PIN FUNCTION AUTO ZERO
ROSEMOUNT AEROSPACE 1 28V RELAY IN

2 28V RELAY OUT SENSOR J1
CAGE CODE 59885
BURNSVILLE, MN 3 SENSOR FOUL OUT
4 SYSTEM ERROR OUT SENSOR J2
6 28V DC POWER
SN 7 POWER RETURN SENSOR J3
8 FULL INDICATE OUT
9 SYSTEM BITE IN
VACUUM WASTE SYSTEM
TANK FULL
10 CASE GROUND
12 PRECHARGE SHUT-OFF
DATE POWER ON
13 MODE SELECT 1 IN
14 MODE SELECT 2 IN
15 MODE SELECT 3 IN
16 MODE SELECT 4 IN
TEST SENSORS
18 TANK LEVEL OUT
19 TANK EMPTY OUT
20 OPTIONAL OUTPUT
TEST LAMPS
WATER/WASTE - WASTE TANK QUANTITY INDICATION SYSTEM - LOGIC CONTROL MODULE

__________________________________________________________________________________________________
ATA 38-WATER/WASTE
WATER/WASTE -- WASTE TANK QUANTITY INDICATION SYSTEM - WASTE QUANTITY INDICATOR

Purpose - A point level sensor failed the system BIT test
- There is a sensor disagreement.
The waste quantity indicator shows the level of waste
in the waste tank. A sensor disagreement occurs when one point level
sensor sends a tank full signal and the other point
Location level sensor sends a tank not full or sensor fouled
signal.
The waste quantity indicator is a part of the waste
system module on the aft attendant panel. The aft The LAVS INOP light comes on when both point level
attendant panel is a part of the aft attendant station. sensors send a tank full signal.
Physical Description You do the system BIT test when you push the LAVS INOP
test switch. If all components pass the system BIT
The waste quantity indicator is a part of the waste test, the waste quantity indicator shows a full tank
system module. The waste system module has these and the CLEAN/CHECK SENSOR light is off.
features:
- Waste quantity indicator
- CLEAN/CHECK SENSOR light The CLEAN/CHECK SENSOR light shows problems with the
- LAVS INOP light and test switch. point level sensors. When the waste tank level is three
inches (7.6 cm) or less from the waste tank full level,
Operation the CLEAN/CHECK SENSOR light is disabled and can not
come on. The CLEAN/CHECK SENSOR light is disabled to
The waste quantity indicator shows the waste quantity prevent nuisance indications when splashes from
with a LED segment display. The LED segment display turbulence or airplane maneuvers could cause the light
shows the waste quantity from E (empty) to F (full) in to come on. The signal to disable the CLEAN/CHECK
1/8-tank increments. SENSOR light comes from the continuous level sensor,
through the logic control module.
The CLEAN/CHECK SENSOR light comes on when the waste
tank level is three inches (7.6 cm) or more below the
tank full level and one of these conditions occur:
- A point level sensor is fouled (dirty)

__________________________________________________________________________________________________
ATA 38-WATER/WASTE
WASTE SYSTEM
3/4
CLEAN/CHECK
SENSOR LIGHT
1/2
CLEAN/CHECK
SENSOR 1/4
WASTE QUANTITY
INDICATOR E
LAVS INOP
LIGHT AND
TEST SWITCH LAVS
INOP
PRESS TO
TEST
P14 AFT ATTENDANT STATION WASTE SYSTEM MODULE (P14)
WATER/WASTE - WASTE TANK QUANTITY INDICATION SYSTEM - WASTE QUANTITY INDICATOR

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ATA 38-WATER/WASTE
WATER/WASTE -- WASTE TANK QUANTITY INDICATION SYSTEM - SERVICE PANEL WASTE QUANTITY INDICATOR
Purpose
The service panel waste quantity indicator shows the

level of waste in the waste tank.
Location
The waste service panel is at the aft section of the

fuselage, at the bottom left side.
This indicator is an analog dial indicator. The

graduations are equally spaced in increments of 1/8 of
a tank from E (empty) to F (full). The graduations are
labeled at 1/4 tank increments.
The pointer movement is linear with inputs from 0v dc

to 10v dc.
The logic control module sends a voltage that is in

proportion to the level of water in the waste tank.
The logic control module voltage output will be 0v dc

when the waste tank is empty. For an input voltage of
0v dc, the waste quantity indicator shows E (empty)
The logic control module voltage output will be 10v dc

when the tank is full. For an input voltage of 10v dc,
the waste quantity indicator shows F (full).

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ATA 38-WATER/WASTE
WASTE SERVICE PANEL
SERVICE PANEL WASTE QUANTITY INDICATOR
WATER/WASTE - WASTE TANK QUANTITY INDICATION SYSTEM - SERVICE PANEL WASTE QUANTITY INDICATOR

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ATA 38-WATER/WASTE
WATER/WASTE -- WASTE TANK QUANTITY INDICATION SYSTEM - SENSOR FOULED LIGHT

Purpose
The sensor fouled light shows that a point level sensor

is fouled (dirty).
Location
The sensor fouled light is on the waste service panel.

The waste service panel is at the aft section of the
fuselage, at the bottom left side.

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ATA 38-WATER/WASTE
SENSOR
FOULED
LIGHT
WASTE SERVICE PANEL
WATER/WASTE - WASTE TANK QUANTITY INDICATION SYSTEM - SENSOR FOULED LIGHT

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ATA 38-WATER/WASTE
INTENTIONALLY BLANK

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ATA 38-WATER/WASTE
WATER/WASTE -- WASTE TANK QUANTITY INDICATION SYSTEM - FUNCTIONAL DESCRIPTION

Power The CLEAN/CHECK SENSOR light comes on when the waste
tank level is three inches (7.6 cm) or more below the
The 28v dc ground service bus supplies power to the tank full level and one of these conditions occur:
waste tank quantity indication system.
- A point level sensor is fouled (dirty)
Displays - A point level sensor has failed the power-up BIT
test or the continuous monitoring test
The continuous level sensor sends waste level data to - There is a sensor disagreement.
the logic control module (LCM). The LCM sends a waste
level signal to the waste system module. The waste A sensor disagreement occurs when one point level
system module contains logic which controls which LEDs sensor sends a tank full signal and the other point
to turn on. The waste quantity indicator shows the level sensor sends a tank not full or sensor fouled
waste level in 1/8 tank intervals. The E (empty) LED signal.
will be on when the waste quantity indication system
has power. System BIT
The waste level signal also goes to the service panel When system power comes on, the LCM does a power-up BIT
waste quantity indicator. This indicator shows the test. The power-up BIT test makes sure that these
waste level in 1/8 tank intervals. components operate correctly:
When both point level sensors send a full tank signal - Point level sensors
to the LCM, the LCM does these steps: - Continuous level sensor
- LCM.
- Stops operation of the toilets
- Sends a full tank signal to the waste system You can do the power-up BIT test at anytime when you do
module. one of these steps:
The full tank signal causes the LAVS INOP light to come - Push the LAVS INOP test switch on the waste system
on. module
- Put the test switch on the LCM in the TEST SENSORS
The SENSOR FOULED light comes on when a point level position.
sensor is fouled. You can test the SENSOR FOULED light
by pushing on the light.

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ATA 38-WATER/WASTE
WATER/WASTE -- WASTE TANK QUANTITY INDICATION SYSTEM - FUNCTIONAL DESCRIPTION

After the LCM completes the power-up BIT test, it
starts a continuous monitor cycle. This monitor cycle
makes sure that the point level sensors and the LCM are
functional. The continuous level sensor does not do a
test during the monitor cycle.

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ATA 38-WATER/WASTE
28V DC
GND SVCE
BUS F
VACUUM F
WASTE IND
7/8
P18 CB PANEL 7/8
3/4
28V DC IN 3/4
WASTE LEVEL 5/8

5/8
SYSTEM ERROR SIGNAL 1/2
1/2
DC GROUND
3/8
FULL TANK SIGNAL 3/8
TEST 1/4
1/4
SENSOR FOULED SIGNAL
1/8
CASE GROUND 1/8
A E
J1 E
WASTE QUANTITY CLEAN/CHECK
J2 INDICATOR SENSOR LIGHT 1
J3 LOGIC WASTE QUANTITY
A
INDICATOR (LED
LOGIC CONTROL MODULE SEGMENT DISPLAY)
CONTINUOUS TEST A
LEVEL SENSOR J3
SENSOR FOULED
POINT LEVEL LIGHT
SENSOR J2 WASTE SERVICE TEST
PANEL
POINT LEVEL
SENSOR J1 S1 LAVS INOP
TEST SWITCH
WASTE TANK 1 EMPTY LED - WASTE SYSTEM MODULE
POWER ON INDICATION
WATER/WASTE - WASTE TANK QUANTITY INDICATION SYSTEM - FUNCTIONAL DESCRIPTION

ATA 38-WATER/WASTE
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INTENTIONALLY BLANK

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ATA 25-EQUIPMENT/FURNISHINGS

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EQUIPMENT/FURNISHINGS -- EMERGENCY EQUIPMENT - ESCAPE SLIDE BATTERY

Purpose
The battery provides power for the escape slide light

system. The light system provides illumination of the
ground.
The escape slide battery is in a battery pocket which

attaches to the inflation cylinder bag.
The escape slide battery has these parts:
- Battery
- Lanyard
- Lanyard pin
- Battery leads
- Test connector.
The escape slide battery requires periodic inspection

and test. The inspection and test make sure the battery
and lighting system are in proper order.

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INFLATION
CYLINDER
BATTERY
INFLATION
BATTERY CYLINDER
BOTTLE BAG
TEST
ELASTIC CONNECTOR
BAND
BATTERY LANYARD
POCKET
LANYARD
PIN
ESCAPE SLIDE PACK

CONNECTORS
TAPE
ESCAPE SLIDE BATTERY
EQUIPMENT/FURNISHINGS - EMERGENCY EQUIPMENT - ESCAPE SLIDE BATTERY

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INTENTIONALLY BLANK

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ATA 29- HYDRAULIC POWER

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HYDRAULIC INDICATING SYSTEM -- INTRODUCTION

General
These hydraulic indicating systems show fluid quantity,

system pressure, pump low pressure, and fluid overheat:
- Hydraulic fluid quantity indicating system

- Hydraulic pressure indicating system
- Hydraulic pump low pressure indicating system
- Hydraulic fluid overheat warning system.

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HYDRAULIC INDICATING SYSTEMS
HYDRAULIC FLUID QUANTITY

INDICATING SYSTEM
HYDRAULIC PRESSURE
INDICATING SYSTEM
HYDRAULIC PUMP LOW

PRESSURE WARNING SYSTEM
HYDRAULIC FLUID
OVERHEAT WARNING SYSTEM
HYDRAULIC INDICATING SYSTEM - INTRODUCTION

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HYD INDICATING SYS -- GENERAL DESCRIPTION

Hydraulic Fluid Quantity Indicating System The system uses a pressure switch on the standby
hydraulic system module to send a signal to the STANDBY
The hydraulic fluid quantity indicating system gives HYD LOW PRESSURE light on the flight control panel.
indications of fluid quantity in the hydraulic system
A, B and standby reservoirs. The system uses quantity Hydraulic Fluid Overheat Warning System
transmitters at the system A and B reservoirs to send
signals to the common display system. The quantity for The hydraulic fluid overheat warning system gives
system A and system B show as a percentage of full on indications when the temperature of hydraulic system A
the systems display. or system B electric motor-driven pump (EMDP) is more
than normal. The system uses temperature switches in
The system uses a quantity switch in the standby the EMDPs and in the pump case drain lines to send
reservoir to send signals to the STANDBY HYD LOW signals to the HYD PUMP OVERHEAT lights on the
QUANTITY light on the flight control panel. hydraulic panel.
Hydraulic Pressure Indicating System
The hydraulic pressure indicating system gives

indication of system pressure in the flight
compartment. The system uses pressure transmitters on
the hydraulic system A and B pressure modules to send
signals to the common display system. The pressure for
each system shows on the systems display.
Hydraulic Pump Low Pressure Warning System
The hydraulic pump low pressure warning system gives

indications when the pressure of any hydraulic pump on
the airplane decreases to less than normal. The system
uses pressure switches on the hydraulic system A and
system B pressure modules to send signals to the HYD
PUMP LOW PRESSURE light on the hydraulic panel.

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EDP EMDP
SYSTEM A
RESERVOIR
QUANTITY HYDRAULIC SYS A SYSTEM A SYSTEM B
XMTR PRESSURE MODULE
EDP EMDP EMDP EMDP
SYSTEM B
RESERVOIR
QUANTITY HYDRAULIC SYS A OVERHEAT OVERHEAT
XMTR PRESSURE MODULE LOW

PRESSURE
LOW
PRESSURE
LOW
PRESSURE
LOW
PRESSURE
ENG 1 ELEC 2 ELEC 1 ENG 2

SYS A OFF OFF
(CASE (CASE
PRESS ON ON DRAIN) DRAIN)
A HYD PUMPS B
HYDRAULIC
XMTR
A B (SYSTEM A SHOWN, HYDRAULIC PANEL (P5)
QTY % 82 84 SYSTEM B SIMILAR)
PRESS 2800 2800
(SYSTEM A SHOWN,
SYSTEM B SIMILAR)
SYSTEMS DISPLAY OVERHEAT OVERHEAT
LOW LOW LOW LOW

EMDP PRESSURE PRESSURE PRESSURE PRESSURE
HYDRAULIC ENG 1 ELEC 2 ELEC 1 ENG 2

QUANTITY A B
OFF OFF
SWITCH QTY % 82 84
STANDBY PRESS 2800 2800 STANDBY
ON
A HYD PUMPS
ON
B
RESERVOIR SYSTEM HYDRAULIC PANEL (P5)
MODULE
SYSTEMS DISPLAY
STANDBY STANDBY
HYD HYD
LOW LOW
QUANTITY QUANTITY
LOW LOW
PRESSURE PRESSURE
FLIGHT CONTROL FLIGHT CONTROL

PANEL (P5) PANEL (P5)
HYDRAULIC FLUID QUANTITY HYDRAULIC PRESSURE HYDRAULIC PUMP LOW PRESSURE HYDRAULIC FLUID OVERHEAT
INDICATING SYSTEM INDICATING SYSTEM WARNING SYSTEM WARNING SYSTEM
HYD INDICATING SYS - GENERAL DESCRIPTION

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INTENTIONALLY BLANK

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HYD INDICATING SYS -- HYD FLUID QTY INDICATING SYS - HYD FLUID QTY TRANSMITTER/INDICATOR
Purpose transmitter. Internal calibrations are different
because of different reservoir sizes.
The hydraulic fluid quantity transmitter/indicators
show the hydraulic fluid level in the hydraulic systems Functional Description
A and B reservoirs.
The float moves up and down on the fluid in the
Location reservoir and turns on the transmitter body. The float
lever operates the transmitter and the indicator.
The hydraulic fluid quantity transmitter/indicators are
on the hydraulic systems A and B reservoirs in the main The indicator shows the fluid quantity on a mechanical
gear wheel well. indicator on the reservoir in the main landing gear
wheel well.
The transmitters send signals to the display electronic
Each hydraulic fluid quantity transmitter/indicator is units (DEU). The DEU sends a signal to the common
a float-type, level-quantity transmitter with a direct- display unit (DU). The DU shows fluid quantity on the
reading indicator. The indicator has these marks: systems display in percent of full.
- O for empty See the common display system for more information
- RFL for refill about the display electronics unit.
- F for full.
The system B quantity transmitter has a low quantity
The hydraulic fluid quantity transmitter/indicators switch. When the system B hydraulic fluid quantity is
have these components: less than 21%, the switch opens. This inhibits
alternate nose wheel steering.
- Float
- Indicator See the nose wheel steering system for more information
- Transmitter. about the alternate nose wheel steering.
The fluid quantity transmitters are not

interchangeable. The bolt hole positions on the system
A transmitter are different than on the system B

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HYD INDICATING SYS -- HYD FLUID QTY INDICATING SYS - HYD FLUID QTY TRANSMITTER/INDICATOR
CAUTION: MAKE SURE THE TRANSMITTER FLOAT DOES NOT TOUCH

THE INTERNAL STAND PIPE. IF THE TRANSMITTER
FLOAT TOUCHES THE INTERNAL STAND PIPE, DAMAGE
TO THE TRANSMITTER CAN OCCUR.
NOTE: When you fill the reservoir to the F (full)

position, the quantity indication must show 100%
on the engine display in the flight compartment.

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FWD
MAIN GEAR WHEEL WELL
(LOOKING FORWARD)
SYSTEM A RESERVOIR ELECTRICAL FWD
CONNECTOR
SYSTEM B RESERVOIR
INDICATOR
TRANSMITTER
RFL
F
0
FLOAT HYD QTY TRANSMITTER
SYSTEM A RESERVOIR QUANTITY INDICATOR SYSTEM B RESERVOIR

TRANSMITTER/INDICATOR TRANSMITTER/INDICATOR
HYD INDICATING SYS - HYD FLUID QTY INDICATING SYS - HYD FLUID QTY TRANSMITTER/INDICATOR

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HYD INDICATING SYS -- HYD FLUID QTY INDICATING SYS - STBY HYD SYS RESERVOIR LOW QTY SWITCH
Purpose
The standby hydraulic system reservoir low quantity

switch monitors low fluid level in the standby
hydraulic system reservoir.
Location
The quantity switch is on the top of the standby

hydraulic system reservoir in the main landing gear
wheel well.

switch is a magnetic reed switch.
The mechanical float moves up and down on the surface

of the fluid in the reservoir. The float operates a
magnetic reed switch.
The reed switch sends a signal when the fluid level is

less than 50 percent (1.8 gallons, 6.7 liters). The
signal goes to the standby hydraulic LOW QUANTITY amber
light on the flight control panel.

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ELECTRICAL
CONNECTOR
FWD
MAIN LANDING GEAR WHEEL WELL
STANDBY HYDRAULIC
SYSTEM RESERVOIR
FLOAT
FWD
HYD INDICATING SYS - HYD FLUID QTY INDICATING SYS - STBY HYD SYS RESERVOIR LOW QTY SWITCH

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HYD INDICATING SYS -- HYD FLUID QTY INDICATING SYS - FUNCTIONAL DESCRIPTION - MAIN HYD SYS
General When the quantity in a reservoir is less than 76
percent, a white RF message shows on the display. It is
Quantity transmitters on hydraulic system A and B adjacent to the quantity indication. The RF message can
reservoirs measure the hydraulic fluid quantity. only show when the airplane is on the ground and
Quantity Transmitters - the trailing edge flaps are retracted or

- the two engines are not in operation.
These transmitters send signals to the display
electronics units (DEUs). Push the SYS button on the System B Quantity Transmitter Low Quantity Switch
engine display control panel to show hydraulic data on
the lower center display unit. The fluid quantity then The low quantity switch in the system B transmitter
shows on the systems display. opens when the quantity is less than 21 percent. The
alternate nose wheel steering system uses this switch.
See the common display system for more information
about the display electronics unit (MTM 31-62). See the nose wheel steering system section for more
information on the alternate nose wheel steering system
The system B quantity transmitter has a low quantity (MTM 32-51).
switch that monitors for low fluid quantity in the
system B reservoir.
Hydraulic System Quantity Indication
The quantity transmitters send signals for quantities

between empty and overfill (106 percent). The two
quantity transmitters send signals to the two DEUs.
The quantity transmitters send signals for quantities

between empty and overfill (106 percent). The two
quantity transmitters send signals to the two DEUs.
The quantity shows as a percent of full on the systems

display. It is above the pressure indication for
hydraulic systems A and B.

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MFD
ENG SYS SYSTEM

BUTTON
ENGINE DISPLAY
QUANTITY QUANTITY
SYSTEM A RESERVOIR TRANSMITTER INDICATION RF MESSAGE
DEU 1 (E3-1)
HYDRAULIC
A B
QTY % 106 72 RF
PRESS 3000 3000
DEU 2 (E3-1) SYSTEMS DISPLAY
SYSTEM B RESERVOIR
NORMAL ALTERNATE NOSE
WHEEL STEERING
SYSTEM
LOW
QUANTITY
TRANSMITTER
HYD INDICATING SYS - HYD FLUID QTY INDICATING SYS - FUNCTIONAL DESCRIPTION - MAIN HYD SYS

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HYD INDICATING SYS -- HYD FLUID QTY INDICATING SYS - FUNCTIONAL DESCRIPTION - STBY HYD SYS
General
A standby hydraulic system reservoir low quantity

switch monitors the quantity of hydraulic fluid in the
standby hydraulic system reservoir. The flight control
panel in the flight compartment shows low hydraulic
fluid quantity with a standby hydraulic LOW QUANTITY
amber light.
Standby Hydraulic System Reservoir Low Quantity

Indication

switch closes and supplies a ground when the fluid
quantity in the standby hydraulic reservoir is less
than 50 percent (1.8 gallons, 6.7 liters). This lets
the STANDBY HYD LOW QUANTITY light come on.
The ground from the switch also causes the MASTER

CAUTION lights and the FLT CONT light on the system
annunciator panel to come on.
The ground from the switch also sends a signal to the

flight data acquisition unit (FDAU).
See the Flight Data Recording System (FDRS) section for

more information on the flight data acquisition unit
(ATA 31-31).

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NORMAL
(>50%)
28V DC
BUS 2 LOW
QUANTITY
MASTER DIM
BUS 2 LOW
P6 CB PANEL STANDBY HYDRAULIC

FLIGHT CONTROL
PANEL (P5) SYSTEM RESERVOIR
LOW QUANTITY SWITCH
TO MASTER CAUTION
AND FLT CONT
ANNUNCIATOR
FDAU
STANDBY HYDRAULIC
SYSTEM RESERVOIR
HYD INDICATING SYS - HYD FLUID QTY INDICATING SYS - FUNCTIONAL DESCRIPTION - STBY HYD SYS

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HYD INDICATING SYS -- HYD PRESSURE INDICATING SYS - MAIN HYD SYS PRESSURE TRANSMITTER
General
System pressure transmitters for hydraulic systems A

and B send pressure data to the flight compartment.
location
The hydraulic systems A and B pressure transmitters are

on the hydraulic systems A and B pressure modules in
the main landing gear wheel well forward bulkhead.
Each hydraulic system pressure transmitter is a sealed

assembly with a piston, disc spring, and electrical
switch.
The system pressure transmitters are interchangeable.
The system transmitters send pressure data to the lower

center common display unit systems display between 0
and 4000 psi.
The pressure settings of the pressure transmitters are

not adjustable.

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(LOOKING FORWARD)
SYSTEM A
PRESSURE
TRANSMITTER
SYSTEM B
PRESSURE
TRANSMITTER
FWD
FWD
SYSTEM A PRESSURE MODULE SYSTEM B PRESSURE MODULE
HYD INDICATING SYS - HYD PRESSURE INDICATING SYS - MAIN HYD SYS PRESSURE TRANSMITTER

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HYD INDICATING SYS -- HYD PRESSURE INDICATING SYS - FUNCTIONAL DESCRIPTION

General systems display. These indications do not change color
when the pressure or the quantity changes.
Pressure transmitters monitor the pressure of hydraulic
systems A and B. These transmitters send signals to the See the common display system for more information
display electronics unit (DEU). The DEU sends signals about the display electronics unit. (SMTM 31-62
to the lower center display unit and shows on the
systems display in the flight compartment. Training Information Point
System Pressure Transmitters To see the systems display:
Pressure transmitters on each hydraulic systems A and B - move the lower DU selector on the display select
pressure modules measure system pressure. System panel (P1 or P3) to the NORM position and
pressure is the output from the engine-driven pump - push the system (SYS) switch on the engine display
(EDP) and the output from the electric motor-driven control panel (P2).
pump (EMDP).
Hydraulic System Pressure Indication
The pressure transmitters send signals for pressures

between 0 and 4000 psi. The system A transmitter sends
a signal to the display electronics unit 1. The system
B transmitter sends a signal to the display electronics
unit 2.
Each display electronics unit receives the signal from

the pressure transmitters and sends this data to the
systems display. The pressure is shown in psi units.
The pressure indications are white digital numbers.

These numbers are in a cyan rectangular outline label
(HYDRAULIC). System, quantity and pressure labels (A,
B, QTY%, RF, and PRESS) also show in cyan on the

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EDP EMDP
SYSTEM PRESSURE
TRANSMITTER
HYDRAULIC
SYSTEM A
PRESSURE DISPLAY ELECTRONICS
MODULE UNIT 1 (E3-1)
HYDRAULIC
EDP EMDP
A B
QTY % 106 72 RF
PRESS 2800 2800
SYSTEM PRESSURE
TRANSMITTER
PRESSURE
INDICATIONS
SYSTEMS DISPLAY
HYDRAULIC
SYSTEM B
PRESSURE DISPLAY ELECTRONICS
MODULE UNIT 2 (E3-1)
HYD INDICATING SYS - HYD PRESSURE INDICATING SYS - FUNCTIONAL DESCRIPTION

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HYD INDICATING SYS -- HYD PUMP LOW PRESSURE WARNING SYS - HYD PUMP LOW PRESSURE SWITCHES
General lights go off when the hydraulic pressure is more than
1600 psi.
Hydraulic system A and system B pump low pressure
switches send pressure data to the flight compartment The standby hydraulic LOW PRESSURE amber light comes on
when pump pressure is less than normal. when the EMDP pressure is less than 1300 psi and goes
off when the hydraulic pressure is more than 1600 psi.
The standby hydraulic system pump low pressure switch
sends pressure data to the flight compartment when the Training Information Point
pump pressure is less than normal.
WARNING: MAKE SURE THAT PERSONS AND EQUIPMENT ARE CLEAR
location OF ALL CONTROL SURFACES BEFORE YOU SUPPLY
HYDRAULIC POWER. AILERONS, RUDDER, ELEVATORS,
The hydraulic system A and B EDP and EMDP pump low FLAPS, SPOILERS, SLATS, AND THRUST REVERSERS
pressure switches are on the hydraulic system A and B CAN MOVE QUICKLY WHEN YOU SUPPLY HYDRAULIC
pressure modules in the main landing gear wheel well POWER. THIS CAN CAUSE INJURY TO PERSONS AND
forward bulkhead. DAMAGE TO EQUIPMENT.
The standby hydraulic pump pressure switch is on the System A and system B pump low pressure switches are
standby hydraulic system module in the main landing interchangeable.
gear wheel well aft bulkhead.
The pressure settings of the pump low pressure switches
Physical Description are not adjustable.
Each hydraulic pump low pressure switch is a sealed

assembly with a piston, disc spring, and electrical
switch.
Hydraulic system A and system B engine-driven pump

(EDPs) and electric motor-driven pump (EMDPs) pump LOW
PRESSURE amber lights come on when the hydraulic pump
pressure is less than 1300 psi. The LOW PRESSURE amber

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EDP LOW
PRESSURE SW
EMDP LOW
PRESSURE SW
FWD
(LOOKING FORWARD)
SYSTEM A PRESSURE MODULE

(SYSTEM B ALMOST THE SAME)
STANDBY HYDRAULIC
EMDP LOW PRESS SW
FWD
FWD
MAIN LANDING GEAR WHEEL WELL STANDBY HYDRAULIC SYSTEM MODULE
HYD INDICATING SYS - HYD PUMP LOW PRESSURE WARNING SYS - HYD PUMP LOW PRESSURE SWITCHES

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HYD INDICATING SYS -- HYD PUMP LOW PRESSURE WARNING SYS - FUNCTIONAL DESCRIPTION - MAIN HYD SYS
General the flight data recording system (FDRS) section for
more information on the flight data acquistion unit
Pressure switches monitor the pressure of these (MTM 31-31).
components in hydraulic systems A and B:
Engine Fire Switches
- The engine-driven pumps (EDPs)
- The electric motor-driven pumps (EMDPs). When the engine fire handle is pulled, the engine fire
switch isolates the engine. This will stop the
These switches send a signal to the LOW PRESSURE lights hydraulic fluid supply to the related EDP. This switch
when the pump pressure is less than normal. The amber will also disarm the related pump amber LOW PRESSURE
LOW PRESSURE lights are on the hydraulic panel. light.
Pump Pressure Switches Training Information Point
One pressure switch for each pump on the pressure NOTE: If you stop the related EDP when the EMDP is on,
module monitors the pressure output of the pump. it is possible the LOW PRESSURE light for the EDP
will not come on for two minutes or more. This is
Hydraulic Pump Pressure Indication because of hydraulic pressure in the line between
the EDP and the pressure module.
When the pump pressure decreases to less than 1300 psi,
the pressure switch closes. This supplies a ground that CAUTION: DO NOT TURN THE FIRE HANDLE. IF YOU TURN THE
causes the amber LOW PRESSURE light to come on. FIRE HANDLE, THE FIRE BOTTLE WILL RELEASE ITS
CONTENTS.
The ground from the pressure switch also causes the
MASTER CAUTION and the HYD lights to come on. These The supply of hydraulic fluid to the pump stops when
lights come on when one of the amber lights on the you pull the engine fire handle up. Case drain fluid
hydraulic panel comes on. does not flow through the EDP at this time.
The lights go off when the hydraulic pressure increases The engine can continue to turn (windmill) with the
to more than 1600 psi. valve in the closed position. Damage to the EDP can
occur. You must do an inspection of the EDP pressure
The ground from the pressure switches also sends a and case drain filters.
signal to the flight data acquisition unit (FDAU). See

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EMDP EDP
<1300 PSI <1300 PSI
P P
EMDP EDP
LOW PRESS LOW PRESS
SWITCH SWITCH
HYDRAULIC
SYSTEM A
PRESSURE
MODULE
28V DC TO MASTER CAUTION

BUS 2 LOW AND HYD ANNUNCIATOR
MASTER DIM PRESSURE
SEC 2
P6 CB PANEL FIRE
LOW FDAU
PRESSURE
NORM
HYDRAULIC PANEL (P5) ENG 1 FIRE SW
NOTE: SYSTEM A SHOWN,

SYSTEM B IS THE SAME.
HYD INDICATING SYS - HYD PUMP LOW PRESSURE WARNING SYS - FUNCTIONAL DESCRIPTION - MAIN HYD SYS

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HYD INDICATING SYS -- HYD PUMP LOW PRESSURE WARNING SYS - FUNCTIONAL DESCRIPTION - STBY HYD SYS
General The STANDBY HYD LOW PRESSURE light, the MASTER CAUTION
light, and the FLT CONT light go off when the EMDP
A pressure switch monitors the pressure of the electric pressure increases to more than 1600 psi.
motor-driven pump (EMDP) in the standby hydraulic
system. This switch sends a signal to the STANDBY HYD The ground from the pressure switch also sends a signal
LOW PRESSURE light on the flight control panel. to the flight data acquisition unit (FDAU).
Pump Pressure Switch See the Flight Data Recording System (FDRS) section for
more information on the flight data acquisition unit
The pump pressure switch on the standby module monitors (ATA 31-31).
the pressure of the EMDP.
Hydraulic Pump Pressure Indication
The pump pressure switch closes and supplies a ground

when the EMDP pressure decreases to less than 1300 psi.
The STANDBY HYD LOW PRESSURE amber light comes on when

pressure decreases, and one of these conditions occur:
- A FLT CONTROL switch is in the STBY RUD position

- Auto standby system relay energizes
- ALTERNATE FLAPS Master switch is in the ARM
position.
The ground from the pressure switch also causes the

MASTER CAUTION light and FLT CONT light on the system
annunciator panel to come on. These lights come on when
one of the amber lights on the flight control panel
come on.

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EMDP
STBY RUD
OFF
ON
SYSTEM A FLIGHT
CONTROL SWITCH P
EMDP
STBY RUD LOW PRESS
OFF SWITCH
ON STANDBY
LOW SYSTEM
28/16V DC MODULE
PRESSURE
MASTER DIM
BUS 2 SYSTEM B FLIGHT
CONTROL SWITCH
P6 CB PANEL TO MASTER CAUTION
AUTO AND FLT CONT
ANNUNCIATOR
K1 AUTO STANDBY
SYSTEM RELAY
FDAU
ARM
ALTERNATE FLAPS
MASTER SWITCH
FLIGHT CONTROL PANEL (P5)
HYD INDICATING SYS - HYD PUMP LOW PRESSURE WARNING SYS - FUNCTIONAL DESCRIPTION - STBY HYD SYS

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HYD INDICATING SYS -- STANDBY RUDDER ON LIGHT - FUNCTIONAL DESCRIPTION

General
The STBY RUD ON light comes on when the standby rudder

PCU gets a command to operate.
Standby Rudder On light
The STBY RUD ON light comes on when one or more of these

conditions occur:
- One or the other flight control switch is in the

STBY RUD position
- Auto standby relay (K1) energizes (see ATA 29-22
for more information about the automatic operation
logic of the auto standby relay)
- Standby rudder annunciation relay (K21) energizes.

__________________________________________________________________________________________________
AUTO
K1 AUTO STANDBY
SYSTEM RELAY
28/16V DC STBY TO MASTER CAUTION

RUD ON AND FLT CONT
MASTER DIM ANNUNCIATOR
BUS 2
P6 CB PANEL
ON
K21 STANDBY RUDDER
ANNUNCIATOR RELAY
FLIGHT CONTROL PANEL (P5)
HYD INDICATING SYS - STANDBY RUDDER ON LIGHT - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
HYD INDICATING SYS -- HYD FLUID OVERHEAT WARNING SYS - HYD FLUID OVERHEAT WARNING SWITCH
Purpose
The hydraulic fluid overheat warning switch monitors

the temperature of the electric motor-driven pumps
(EMDPs) in the hydraulic systems A and B.
Location
The hydraulic fluid overheat warning switch is in the

case drain line between the related EMDP and case drain
filter module in the main landing gear wheel well.
The hydraulic fluid overheat warning switch is a

temperature-operated electrical switch.
When the hydraulic fluid temperature in the case drain

line from the EMDP increases to 225F or more, the
switch sends a signal to the hydraulic panel. This puts
on the HYD PUMP OVERHEAT amber light. When the
hydraulic temperature in the case drain line decreases
to less than 185F (85C), the hydraulic pump OVERHEAT
amber light goes off.
CAUTION: DO NOT REMOVE OR INSTALL THE OVERHEAT SWITCH

WITH THE ELECTRICAL CONNECTOR ATTACHED TO THE
OVERHEAT SWITCH. YOU CAN CAUSE DAMAGE TO THE
OVERHEAT SWITCH OR THE CONNECTOR.

__________________________________________________________________________________________________
SYSTEM A EMDP
MAIN GEAR WHEEL WELL

(LOOKING FORWARD)
FWD
SYSTEM A HYDRAULIC
EMDP CASE FLUID OVERHEAT
DRAIN FILTER WARNING SWITCH
MODULE
HYD INDICATING SYS - HYD FLUID OVERHEAT WARNING SYS - HYD FLUID OVERHEAT WARNING SWITCH

__________________________________________________________________________________________________
INTENTIONALLY BLANK

__________________________________________________________________________________________________
HYD INDICATING SYS -- HYD FLUID OVERHEAT WARNING SYS - FUNCTIONAL DESCRIPTION
General The lights go off when the temperature of the pump case
drain hydraulic fluid decreases to less than 185F
Hydraulic case drain fluid overheat warning switches (85C).
monitor the temperature of the hydraulic fluid in
hydraulic systems A and B. These switches monitor the Hydraulic Pump Temperature Switches
hydraulic fluid temperature of the electric motor
driven pump (EMDP) case drain fluid. They send signals On airplanes with the Parker EMDP a temperature switch
to the amber OVERHEAT lights on the hydraulic control closes and supplies a ground for the amber OVERHEAT
panel when the temperature is more than normal. light. It does this when the hydraulic fluid
temperature in the pump electric motor housing
On airplanes with a Parker hydraulic pump there is a increases to more than normal. This lets 28v dc from
temperature switch in each EMDP. This switch monitors bus 2 go through the master dim and test system to the
the temperature of the hydraulic fluid used to keep the hydraulic panel. The power causes the amber OVERHEAT
electric motor cool. This switch sends signals to the light to come on.
amber OVERHEAT lights on the hydraulic control panel
when the temperature of the EMDP increases to more than The ground from the Parker EMDP temperature switch also
normal. causes the MASTER CAUTION lights and HYD light on the
system annunciator panel to come on. These lights come
Case Drain Hydraulic Fluid Overheat Warning Switches on when one of the amber lights on the hydraulic panel
comes on.
The case drain hydraulic fluid overheat warning
switches supply a ground for the amber OVERHEAT light. The amber OVERHEAT light, the MASTER CAUTION lights,
It supplies the ground when the pump case drain and the HYD light go off when:
hydraulic fluid temperature increases to more than
normal. This lets 28v dc from bus 2 go through the - the pump temperature decreases to less than 215F
master dim and test system to the hydraulic panel. The (102C) and
voltage causes the amber OVERHEAT light to come on. - the temperature switch opens.
This same ground also causes the MASTER CAUTION lights On airplanes with a Vickers EMDP, the temperature
and HYD light on the system annunciator panel to come switch supplies a ground for the HYD PUMP relay. It
on. These lights come on when one of the amber lights supplies this ground when the hydraulic fluid
on the hydraulic panel comes on. temperature in the pump electric motor housing is
normal. When the temperature increases to more than

__________________________________________________________________________________________________
HYD INDICATING SYS -- HYD FLUID OVERHEAT WARNING SYS - FUNCTIONAL DESCRIPTION
normal, the temperature switch opens and removes power
from the HYD PUMP relay. This stops the EMDP.
When the hydraulic fluid temperature decreases to less

than 160F (60C), the pump temperature switch closes and
the EMDP comes on. This also causes the amber LOW
PRESSURE light, the MASTER CAUTION lights, and the HYD
light to go off.

__________________________________________________________________________________________________
HYDRAULIC SYSTEM
A RESERVOIR
28V DC >225F
BUS 2 OVERHEAT (107C)
MASTER DIM
BUS 2 HYD FLUID
OVERHEAT ELECTRIC MOTOR-
P6 CB PANEL WARNING SW DRIVEN PUMP
HYDRAULIC PANEL (P5)
TO MASTER CAUTION
AND HYD ANNUNCIATOR
NOTE: >235F
PARKER STYLE PUMP, (113C)
SYSTEM A SHOWN,
EMDP TEMP SW
SYSTEM B SAME.
HYDRAULIC SYSTEM
A RESERVOIR
28V DC >225F >210F

BUS 2 OVERHEAT (107C) (99C)
MASTER DIM
BUS 2 HYD FLUID
OVERHEAT ELECTRIC MOTOR-
P6 CB PANEL WARNING SW DRIVEN PUMP
HYDRAULIC PANEL (P5)
EMDP
TEMP
SWITCH
TO MASTER CAUTION
AND HYD ANNUNCIATOR
NOTE:
VICKERS STYLE PUMP, TO HYD PUMP RELAY
SYSTEM A SHOWN,
SYSTEM B SAME.
HYD INDICATING SYS - HYD FLUID OVERHEAT WARNING SYS - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
INTENTIONALLY BLANK

ATA 32- LANDING GEAR
__________________________________________________________________________________________________
ATA 32 - LANDING GEAR

__________________________________________________________________________________________________
AIR/GROUND SYSTEM -- GENERAL DESCRIPTION

Purpose The amber PSEU light comes on when either air/ground
system is in override mode. The light is also used for
The air/ground system supplies air mode and ground mode fault indication.
signals to airplane systems.
Components
These are the air/ground system components:
- Nose landing gear proximity sensors

- Left main landing gear proximity sensors
- Right main landing gear proximity sensors
- Proximity switch electronics unit (PSEU)
- Air/ground relays
- PSEU fault light.
General Description
Two air/ground systems monitor the compression of the

landing gear shock struts.
Two proximity sensors are on each landing gear. One

sensor sends inputs to air/ground system 1 and the
other sensor sends inputs to air/ground system 2.
Sensor signals go to the PSEU. The two air/ground

systems in the PSEU monitor signals from the sensors in
their air/ground system. The PSEU then sends air/ground
discrete signals and signals to operate air/ground
relays. Airplane systems use the air/ground discrete
signals and relays for airplane air/ground inputs.

__________________________________________________________________________________________________
SYSTEM 1 PROXIMITY SENSORS

SYSTEM 1
NOSE LANDING GEAR AIR/GROUND RELAYS
LEFT MAIN LANDING GEAR
RIGHT MAIN LANDING GEAR
SYSTEM 1 AIR/GROUND
DISCRETE SIGNALS
SYSTEM 2
AIR/GROUND RELAYS
SYSTEM 2 PROXIMITY SENSORS SYSTEM 2 AIR/GROUND

DISCRETE SIGNALS
NOSE LANDING GEAR
LEFT MAIN LANDING GEAR PROXIMITY SWITCH
RIGHT MAIN LANDING GEAR ELECTRONICS UNIT
PSEU
PSEU LIGHT (P5)
AIR/GROUND SYSTEM - GENERAL DESCRIPTION

__________________________________________________________________________________________________
AIR/GROUND SYSTEM -- FUNCTIONAL DESCRIPTION - PSEU FAULT LIGHT LOGIC

General Non - Dispatchable Fault
The proximity switch electronics unit (PSEU) always If the PSEU senses a non-dispatchable fault, the amber
monitors system 1 and system 2 for internal and PSEU light on the P5 panel comes on 30 seconds after
external faults. landing if the thrust levers are less than 53 degrees.
A signal also goes to the MASTER CAUTION and OVHD amber
Functional Description annunciator lights.
Power from the PSEU priority (PRI) and PSEU alternate The PSEU fault light goes off when the fault is
(ALT) circuit breakers go to system 1 and system 2. If corrected.
the systems have 28v dc power, they monitor for faults.
These are the internal fault types: Whenever the PSEU is in the override condition, the
amber PSEU light is on.
- Software/hardware faults
- Inter-system communication Dispatchable Fault
- Power supply A/B faults
- Sensor drive 1/2. If the PSEU senses a dispatchable fault, the amber PSEU
light on the P5 panel comes on 30 seconds after
These are the external type faults: landing. This sets the latch.
- Proximity sensor wiring A signal is also sent to the MASTER CAUTION and OVHD
- LE flaps external wiring faults amber annunciator lights.
- External input configuration faults
- External input monitor faults. The amber PSEU fault light goes off when the fault is
corrected, or the parking brake is set, or both engines
The autothrottle switch packs sense thrust lever are shut down.
position. A ground goes to the PSEU when the
autothrottle switch packs are less than 53 degrees.
The six air/ground sensors sense landing gear on ground

(target near) inputs.

__________________________________________________________________________________________________
28V DC
BUS 1 OVERRIDE
MASTER PSEU
BOTH THROTTLES <53 DEGREES
DIM AIRPLANE ON GROUND >30 SECONDS
28V DC
BUS 1 INTERNAL FAULTS OVERHEAD PANEL (P5)
PSEU PRI - SOFT/HARDWARE FAULTS
- INTERSYSTEM COMMUNICATION
28V DC - POWER SUPPLY A/B FAULTS
HOT BAT BUS - SENSOR DRIVE 1/2
PSEU ALTN TO MASTER
EXTERNAL FAULTS CAUTION
P6 CB PANEL
- PROXIMITY SENSOR WIRING
<53 DEG - LE FLAPS EXT WIRING FAULTS
- EXTERNAL INPUT CONFIG
FAULTS
- EXTERNAL INPUT MONITORING
FAULTS
LEFT
AUTOTHROTTLE
NON-DISPATCHABLE FAULTS
SWITCH PACK
CORRECTED FAULT
OR PARK BRK SET
<53 DEG OR 2 ENG OFF
- AIRPLANE ON GROUND RESET
>30 SECONDS OUT
EXTERNAL FAULTS SET
RIGHT - EXTERNAL INPUT
AUTOTHROTTLE MONITORING FAULTS
SWITCH PACK DISPATCHABLE FAULTS
SYSTEM 1
(SAME AS SYSTEM 1)
TARGET NEAR
SYSTEM 2
AIR/GROUND
SENSORS (6) PROXIMITY SWITCH ELECTRONICS UNIT
AIR/GROUND SYSTEM - FUNCTIONAL DESCRIPTION - PSEU FAULT LIGHT LOGIC

__________________________________________________________________________________________________
LG POSITION INDICATING AND WARNING SYSTEM -- FUNCTIONAL DESCRIPTION - MLG INDICATION

General Down And Locked Indication
The landing gear position indicating and warning system The landing gear position green lights come on when
operates lights in the flight compartment. They come on targets move near the downlock sensors. System 1
for these MLG conditions: operates the primary position green light. System 2
operates the auxiliary position green light.
- Down and locked
- Lever/gear position disagree Only system 1 sends MLG landing gear down and locked
- Gear not down warning. signals to the flight data acquisition unit (FDAU).
Inputs See the Flight Data Recorder System (FDRS) section for
more information about the FDAU. (MTM 31-31)
The landing gear position indicating and warning system
gets inputs from eight sensors on the main landing Only system 1 sends left MLG landing gear down and
gear. Four sensors are for the down and locked locked signals to the flight control computer (FCC) A.
indication. Four sensors are for the up and locked
indication. See the Digital Flight Control System (DFCS) section
for more information about the FCC. (MTM 22-11)
The control lever position switch supplies lever
position data. Only system 1 sends left MLG landing gear down and
locked signals to the stall management yaw damper
The autothrottle switch packs supply thrust lever (SMYD) 1.
position for the gear not down warning.
See the Stall Warning System section for more
Both flight control computers supply a ground when the information about the SMYD. (MTM 27-32)
airplane altitude is less than 800 feet.
Only system 2 sends left MLG landing gear down and
Inputs from the system 1 sensors go to system 1 in the locked signals to the flight control computer (FCC) B.
PSEU and inputs from system 2 sensors go to system 2 in
the PSEU. Both systems in the PSEU share information See the Digital Flight Control System (DFCS) section
through a common bus. for more information about the FCC. (MTM 22-11)

__________________________________________________________________________________________________
LG POSITION INDICATING AND WARNING SYSTEM -- FUNCTIONAL DESCRIPTION - MLG INDICATION

Only system 2 sends left MLG landing gear down and See the Flight Data Recorder System (FDRS) section for
locked signals to the stall management yaw damper more information about the FDAU. (MTM 31-31)
(SMYD) 2.
See the Stall Warning System section for more

information about the SMYD. (MTM 27-32)
Disagree And Warning Indications
Two red landing gear position lights, one for each MLG,
come on for one of these conditions:
- Control lever/landing gear position disagree:

lever not down and gear not up and locked (gear
retraction)
- Control lever/landing gear position disagree:
lever down and gear not down and locked (gear
extension)
- Gear not down warning.
The red light comes on for the gear not down warning
when the landing gear is not down and locked and either
of these conditions is true:
- Control lever down

- Left or right thrust lever is less than 44 degrees
TRA and the altitude is less than 800 feet.
System 1 and system 2 operate the red position lights.
Only system 1 sends landing gear down and lock or

landing gear disagree and warning signals to the flight
data acquisition unit (FDAU).

__________________________________________________________________________________________________
28V DC NOTE: LEFT MLG LEFT

BUS 1 SHOWN, RIGHT SYSTEM 2 (SAME AS SYSTEM 1) GEAR
SECT 2 PSEU PRI
MLG SIMILAR GREEN
LIGHT
28V DC AUXILIARY
HOT BAT BUS S72 (SYS 1) LG POSITION
SECT 2 SYS 1 OR 2 LEFT
MLG SENSORS NOT LIGHT (P5)
PSEU ALTN
UP & LOCKED RETRACTION
P6 CB PANEL S1016 (SYS 2) LEFT
LEVER NOT DOWN GEAR
LEFT MAIN GEAR (UP OR OFF) RED
UP & LOCK SENSORS LIGHT
UP SYS 1 OR 2 LEFT
MLG SENSORS NOT 1
DOWN & LOCKED EXTENSION
>44 DEG
DOWN 2
LEVER DOWN LEFT
CONTROL LEVER GEAR
POSITION SWITCH GREEN
LEFT AUTOTHROTTLE LEVER DOWN LIGHT
SWITCH PACK
<800 FT
ALTITUDE PRIMARY LG
<800 FT POSITION
FLIGHT CONTROL LIGHTS (P2)
>44 DEG COMPUTERS (2) ONE THRUST
LEVER <44
DEGREES
FDAU
RIGHT AUTOTHROTTLE SYS 1 OR 2 LEFT GEAR NOT
SWITCH PACK MLG SENSORS NOT DOWN WARN
DOWN & LOCKED
1 ONLY SYSTEM 1
SENDS MLG SIGNALS FCC
TO THE FDAU, AND S71 (SYS 1) SYS 1
LEFT MLG SIGNALS TO LEFT MLG SENSORS
FCC A AND SMYD 1. DOWN & LOCKED
2 ONLY SYSTEM 2 S302 (SYS 2) SMYD
SENDS RIGHT MLG SYSTEM 1
SIGNALS TO LEFT MAIN GEAR
FCC B AND SMYD 2. DOWNLOCK SENSORS PROXIMITY SWITCH ELECTRONICS UNIT (E11)
LG POSITION INDICATING AND WARNING SYSTEM - FUNCTIONAL DESCRIPTION - MLG INDICATION

__________________________________________________________________________________________________
INTENTIONALLY BLANK

__________________________________________________________________________________________________
LG POSITION INDICATING AND WARNING SYSTEM -- FUNCTIONAL DESCRIPTION - NLG INDICATION

General Down And Locked Indication
The landing gear position indicating and warning system The landing gear position green lights come on when
operates lights in the flight compartment to show targets move near the down sensors and near the lock
indications for these NLG conditions: sensors. System 1 operates the primary position green
light. System 2 operates the auxiliary position green
- Down and locked light.
- Lever/gear position disagree
- Gear not down warning. Only system 1 sends NLG landing gear down and locked
signals to the flight data acquisition unit (FDAU).
Inputs
See the Flight Data Recorder System (FDRS) section for
The landing gear position indicating and warning system more information about the FDAU. (AMM PART I 31-31)
gets inputs from four sensors on the nose landing gear.
Two sensors are for the down indication and two sensors Disagree And Warning Indications
are for the locked indication.
A red landing gear position light comes on for these
The control lever position switch supplies lever conditions:
position data.
- Control lever/landing gear position disagree -
The autothrottle switch packs supply thrust lever lever not down and gear not up and locked (gear
position for the gear not down warning. retraction)
- Control lever/landing gear position disagree -
Both flight control computers supply a ground when the lever down and gear not down and locked (gear
airplane altitude is less than 800 feet. extension)
- Gear not down warning.
Inputs from the system 1 sensors go to system 1 in the
PSEU. Inputs from system 2 sensors go to system 2 in The red light comes on for the gear not down warning
the PSEU. Both systems in the PSEU share information when the nose landing gear is not down and locked and
through the same bus. either of these conditions is true:
- Control lever down

__________________________________________________________________________________________________
LG POSITION INDICATING AND WARNING SYSTEM -- FUNCTIONAL DESCRIPTION - NLG INDICATION

- Left or right thrust lever less than 44 degree
position if the altitude is less than 800 feet.
System 1 and system 2 operate the red position light.
Only system 1 sends NLG landing gear disagree and

warning signals to the flight data acquisition unit
(FDAU).
See the Flight Data Recorder System (FDRS) section for

more information about the FDAU. (AMM PART I 31-31)

__________________________________________________________________________________________________
28V DC NOSE
BUS 1 SYSTEM 2 (SAME AS SYSTEM 1) GEAR
SECT 2 PSEU PRI
GREEN
LIGHT
28V DC SYS 1 OR 2 DOWN
SENSORS DOWN AUXILIARY
HOT BAT BUS S845 DOWN LG POSITION
SECT 2 SYS 1 SYS 1 OR 2 LOCK RETRACT LIGHT (P5)
PSEU ALTN SENSORS NOT LOCKED
P6 CB PANEL LEVER NOT DOWN NOSE
GEAR
S853 DOWN (UP OR OFF)
RED
SYS 2 LIGHT
SYS 1 OR 2 DOWN
NOSE GEAR SENSORS
SENSORS NOT DOWN
UP EXTEND 1
SYS 1 OR 2 LOCK
SENSORS NOT LOCKED
DOWN NOSE
>44 DEG LEVER DOWN GEAR
CONTROL LEVER GREEN
POSITION SWITCH LEVER DOWN LIGHT
LEFT AUTOTHROTTLE ALTITUDE PRIMARY LG
<800 FT <800 FT
SWITCH PACK POSITION
ONE THRUST LIGHTS (P2)
FLIGHT CONTROL
>44 DEG COMPUTERS (2) LEVER <44
DEGREES
GEAR NOT FDAU
NOSE LANDING GEAR DOWN WARN
NOT DOWN & LOCKED
RIGHT AUTOTHROTTLE
SWITCH PACK
S846 LOCK SYS 1 DOWN
SYS 1 SENSORS DOWN
SYS 1 LOCK
SENSORS LOCKED
S854 LOCK
1 ONLY SYSTEM 1 SYS 2 SYSTEM 1
SENDS NLG SIGNALS
TO THE FDAU. NOSE GEAR SENSORS PROXIMITY SWITCH ELECTRONICS UNIT (E11)
LG POSITION INDICATING AND WARNING SYSTEM - FUNCTIONAL DESCRIPTION - NLG INDICATION

__________________________________________________________________________________________________
PARKING BRAKE SYSTEM -- FUNCTIONAL DESCRIPTION - ELECTRICAL

General See the takeoff warning system section for more
information about the aural warning system (ATA 31-53).
When you set the parking brake lever, the parking brake
switch sends 28v dc from the hot battery bus through See the air/ground system section for more information
the parking brake switch to close the parking brake about the PSEU (ATA 32-09).
shutoff valve. Limit switches in the parking brake
shutoff valve remove power from the valve motor when Fault Monitoring
the valve gets to the commanded position. A position
switch in the valve sends valve position signals to the When the parking brake shutoff valve moves to the
parking brake light and the antiskid system. closed position, a limit switch in the valve sends 28v
dc from the parking brake switch to energize the
Indication parking brake close sense relay. The parking brake
close sense relay sends position switch signals to the
When the parking brake shutoff valve moves from the antiskid/autobrake control unit (AACU) BITE card. The
open to the closed position, the position switch in the AACU BITE card monitors the parking brake shutoff valve
valve sends a ground to the parking brake light. This for failure. If the parking brake shutoff valve does
makes the parking brake light come on. not open, the AACU BITE card sends a parking brake
disagree signal to energize the inboard or outboard
You can push-to-test the parking brake light. antiskid sense relays (not shown). One or the other of
these relays make the ANTI SKID INOP light come on.
When the parking brake switch moves to the set
position, it sends 28v dc to the parking brake repeater See the antiskid/autobrake system section for more
light on the external power panel. This makes the information about the AACU and the antiskid system (ATA
parking brake repeater light come on. 32-42).
The parking brake switch sends lever set and lever not
set signals to the proximity switch electronics unit
(PSEU). The PSEU operates the takeoff warning system
when the parking brake is set during a takeoff. The
PSEU also sends a parking brake set and airplane on
ground signal to other airplane systems.

__________________________________________________________________________________________________
28V DC LEVER RELEASED

HOT BAT
BUS NOT SET PARK AND GROUND
LANDING GEAR SET TAKEOFF WARNING
PARKING BRAKE
PROXIMITY SWITCH
ELECTRONICS UNIT OPEN
NOT OPEN
LEVER SET OPEN
PARKING
BRAKE SWITCH
28V DC NOT
BAT BUS CLOSED CLOSE
MASTER DIM R
SECTION 2
CLOSED
PARKING BRAKE
REPEATER LIGHT (P19) LIMIT
SWITCHES
R
PARKING 5 SEC PARKING BRAKE LIGHT

BRAKE (CONTROL STAND)
VALVE
DISAGREE OPEN
BITE CARD
NOT
ANTISKID/AUTOBRAKE OPEN
CONTROL UNIT (E1-3)
POSITION
ANTISKID SWITCH
INOP
a R613 PARKING BRAKE PARKING BRAKE
ANTISKID INOP CLOSE SENSE RELAY SHUTOFF VALVE (MLG WW)
LIGHT (J24)
PARKING BRAKE SYSTEM - FUNCTIONAL DESCRIPTION - ELECTRICAL

__________________________________________________________________________________________________
ANTISKID/AUTOBRAKE SYSTEM -- ANTISKID FUNCTIONAL DESCRIPTION - FAULT INDICATION

General See the spoilers and speedbrakes system section for
more information about the auto speedbrake module (ATA
The BITE card in the antiskid/autobrake control unit 27-62).
(AACU) sends fault signals through relays to the flight
compartment. The alternate brake pressure switch also sends signals
to the flight data aquisition unit (FDAU).
Fault Indication
See the flight data recording system (FDRS) section for
The amber ANTISKID INOP light comes on if there is a more information about the FDAU (ATA 31-31).
fault. The light can get a ground from one of these
components: The amber ANTISKID INOP light comes on for these
conditions:
- Inboard antiskid sense relay
- Outboard antiskid sense relay - Inboard or outboard antiskid card fault
- Alternate brake pressure switch. - Inboard or outboard antiskid power fault
- One or more normal antiskid valve faults
When the BITE card in the AACU finds a fault in the - Speed switch fault (high wheel speed in air)
inboard, outboard, or alternate antiskid cards, it - One or more transducer faults
removes the ground from the related sense relay. When - Parking brake lever and parking brake shutoff
the inboard or outboard antiskid sense relays valve disagree
deenergize, a ground goes to make the amber ANTI SKID - Display test active.
INOP light come on. When the alternate antiskid sense
relay deenergizes, it sends a signal to the alternate The amber ANTI SKID INOP light also comes on for these
brake pressure switch. If alternate brake pressure is conditions if the alternate brake selector valve is
sensed above 1900 psi, a ground goes to make the ANTI pressurized:
SKID INOP light come on.
- Inboard or outboard antiskid card fault
The inboard and outboard sense relays also send signals - Inboard or outboard antiskid power fault
to the auto speedbrake module. This makes the - Alternate antiskid valve fault
SPEEDBRAKE DO NOT ARM light come on when the airplane - One or more transducer faults.
is on the ground, and the two relays sense a fault.

__________________________________________________________________________________________________
ANTISKID/AUTOBRAKE SYSTEM -- ANTISKID FUNCTIONAL DESCRIPTION - FAULT INDICATION

Parking Brake Fault Indication
When the parking brake shutoff valve is not in its

commanded position, the parking brake close sense relay
does not send a ground to the AACU. This causes a fault
in the BITE card and makes the amber ANTI SKID INOP
light come on.
When there is a fault in the antiskid system, the

autobrake system does not operate.

__________________________________________________________________________________________________
28V/16V DC
SECT 2
MD&T
AUTO
28V DC BUS 1 SPEEDBRAKE
SECT 2 MODULE
OUTBOARD OUTBOARD ANTISKID
28V DC BAT BUS ANTISKID
FAULT ANTI SKID
SECT 2 INBOARD ANTISKID INOP
INBOARD a
28V DC BUS 1 ANTISKID ANTISKID
SECT 2 OUTBOARD INOP LIGHT
AUTOBRAKE/ OUTBD A/S CARD ANTISKID (P2-2)
BITE CONT OUTBD A/S POWER NO FAULT
28V DC BUS 2 LO VALVE
SECT 2 RO VALVE NO FAULT FDAU
AUTOBRAKE/ LO XDCR
BITE CONT RO XDCR R626 OUTBD
LO OR RO SPEED SW ANTISKID
28V DC HOT PARK BRAKE DISAGREE SENSE
BAT BUS P
DISPLAY TEST ACTIVE RLY (J24)
PARKING BRK INBOARD
INBD A/S CARD ANTISKID FAULT
P6 CB PANEL INBD A/S POWER NO FAULT
LI VALVE
RELEASED RI VALVE
OPEN
LI XDCR ALT
RI XDCR BRK PRESS
LI OR RI SPEED SW SW (MLG WW)
SET PARK BRAKE DISAGREE
DISPLAY TEST ACTIVE ALTERNATE NO FAULT
PARKING ANTISKID
CLOSED BRAKE SWITCH OUTBD OR INBD A/S CARD NO FAULT R628 INBD FAULT
OUTBD OR INBD A/S POWER ANTISKID
OPEN LEFT ALTN VALVE SENSE RLY
NOT OPEN RIGHT ALTN VALVE (J22)
LO OR LI XDCR
RO OR RI XDCR
PARKING BRK VALVE CLOSED BITE CARD R627 ALTN
VALVE (MLG WW) ANTISKID
R613 PARKING ANTISKID/AUTOBRAKE SENSE RLY
BRK CLOSE CONTROL UNIT (E1-3) (J22)
SENSE RLY (J24)
ANTISKID/AUTOBRAKE SYSTEM - ANTISKID FUNCTIONAL DESCRIPTION - FAULT INDICATION

__________________________________________________________________________________________________
INTENTIONALLY BLANK

__________________________________________________________________________________________________
ATA 28 - FUEL SYSTEM

__________________________________________________________________________________________________
FQIS -- GENERAL DESCRIPTION

General quantity and the preselect value are in agreement, the
indicator stops the refueling operation for that tank.
The fuel quantity indicating system (FQIS) receives
information from the fuel quantity processor unit The fuel quantity processor unit sends excitation to
(FQPU), to be displayed on the engine display. The FQPU and receives signals from the tank units, compensators,
calculates the total fuel weight and supplies this and densitometers. The fuel quantity processor unit
value to the FMCS. uses these signals to calculate the fuel quantity in
each tank.
The fuel quantity processor unit (FQPU) calculates the
fuel weight in the main tanks and the center tank. Each Each refueling indicator has an overfill indication.
processor uses a set of tank units and compensators to The fuel quantity indication flashes at a 1-second rate
calculate fuel weight. when the fuel in the tank is at more than the maximum
capacity rating.
The FQPU supplies a total airplane fuel quantity to the
flight management computer system (FMCS). The fuel
quantity of the main tanks and center tanks shows on
the common display system (CDS).
The fuel quantity in each tank shows on the refueling

indicators. The left and right indicators show the main
tank quantity. The center tank indicator shows the
center fuel tank quantity.
General Description
The fuel quantity indicators on the refueling panel

have a preselect function. The fuel quantity for a tank
shows in the top part of the display. A preselect fuel
quantity value can be entered in the bottom part of the
indicator display. The indicators receive fuel quantity
data from the FQPU. A comparator circuit card in the
indicator compares the fuel quantity of a tank with the
preselect value for the same tank. When the tank

__________________________________________________________________________________________________
FUEL QTY KGS X 1000

8.54 12.95 7.31 28.8
TOTAL
ENGINE DISPLAY
BUSING
PLUG (3) VALVE POSITION LIGHTS
OPEN OPEN OPEN

TEST
GAUGES
OFF CLOSED CLOSED CLOSED
FUEL FUEL QTY FUEL QTY FUEL QTY

DOOR
SWITCH
TANK UNIT (32) BYPASS LB LB LB
#2 CENTER TANK #1
P15 REFUEL PANEL

FQPU
FLIGHT MANAGEMENT
COMPENSATOR (3) COMPUTER SYSTEM
FUEL TANKS
FQIS - GENERAL DESCRIPTION

__________________________________________________________________________________________________
FQIS -- TANK UNITS AND COMPENSATORS

General
There are 32 tank units in the fuel tanks. There are 12

tank units in main tank 1, and 12 tank units in main
tank 2. There are 8 tank units in the center tank.
There is one compensator in each tank.
Tank Units
The tank units measure fuel volume. The fuel quantity

processor sends a low impedance excitation signal to
the tank units. The tank units send back a one high
impedance signal to the processor. This high impedance
return signal is in proportion to fuel volume for the
tank.
Compensators
The compensators correct for differences in fuel

properties. The fuel quantity processor sends a low
impedance signal to each compensator. The compensators
send back a high impedance signal to the processor.
This high impedance return signal is in proportion to
the dielectric of the fuel. The dielectric of fuel is
proportional to fuel density.
Each compensator is in the low point of its fuel tank.

For most operations, the compensator is below the fuel
level. The high impedance return signal from each
compensator changes only for differences in fuel
dielectric.

__________________________________________________________________________________________________
TANK UNIT (32)
TANK UNITS (32)

(TYPICAL)
COMPENSATOR (3)
FQIS - TANK UNITS AND COMPENSATORS

__________________________________________________________________________________________________
FQIS -- WIRE HARNESSES

General
There is one wire harness in each tank. Each wire

harness connects to the fuel tank units and the
compensator in each tank. Each wire harness connects to
a feed through connector inside the fuel tank. Outside
the tank, each spar connector attaches to a busing
plug. Each busing plug connects to the fuel quantity
processor unit.

__________________________________________________________________________________________________
TO FUEL QUANTITY TO FUEL QUANTITY

PROCESSOR PROCESSOR
BUSING PLUG FEED THROUGH

(TYP) CONNECTOR (TYP)
TO FUEL QUANTITY
PROCESSOR
TANK UNIT
COMPENSATOR
FQIS - WIRE HARNESSES

__________________________________________________________________________________________________
FQIS -- FUEL QUANTITY PROCESSOR UNIT

Purpose
The fuel quantity processor unit does these functions:
- Calculates fuel weight in each tank

- Calculates the total fuel weight
- Sends fuel weight to the common display system
- Sends fuel weight to the fueling panel (P15)
- Sends fuel weight to the flight management
computer
- Monitors the fuel system for faults
- Stores faults in non-volatile memory
- Sends fault data to the control display units.
Location
The fuel quantity processor unit is on the aft

bulkhead of the forward equipment center.

__________________________________________________________________________________________________
FWD
FORWARD EQUIPMENT CENTER
FQIS - FUEL QUANTITY PROCESSOR UNIT

__________________________________________________________________________________________________
FQIS -- FUEL QUANTITY PROCESSOR UNIT - POWER

General in the ON position for the battery to supply power to
this bus.
The fuel quantity processor unit (FQPU) connects to two
isolated 28v dc power sources at a time. The fuel When the fueling indication test switch is in the FUEL
quantity processor unit operates when one or two of the DOOR BYPASS SWITCH position, processor unit power comes
sources have power. from the 28v dc hot battery bus.
Power Sources
The FQPU can receive power from one of these three

sources:
- 28v dc bus 1
- 28v dc hot battery bus
- 28v dc battery bus.
The power source normally available is the 28v dc

battery bus. Transformer rectifier 3 (TRU 3) is the
normal power source for this bus. The battery or
battery charger can also supply power to this bus if
TRU 3 power is not available, and the battery switch is
in the ON position.
When the fueling station door is in the closed

position, processor unit power can come from dc bus 1.
AC power must be on the airplane to supply power to
this bus.
When the fueling station door is open, and ground power

is available, processor unit power can come from the
28v dc hot battery bus. The battery supplies power to
this bus. It is not necessary to put the battery switch

__________________________________________________________________________________________________
28V DC
BUS 1
FUEL QTY 1
EXTERNAL
28V DC HOT POWER
BAT BUS SOURCE
FUELING
IND
P6 CB PANEL
R11 REFUELING
T
R PWR CNTRL
RELAY (P6)
28V DC
BUS 1
BUS PWR
CONT UNIT TO FUEL
QUANTITY
P91 INDICATORS
BPCU (E4-2)
SW HOT
BAT BUS DOOR CLOSED
BUS PWR
CONT UNIT
DOOR OPEN FUEL DOOR
BYPASS
SWITCH
FUELING PWR
DOOR SW FUEL IND
28V DC TEST SW (P15)
BAT BUS
FUEL QTY 2
P6 CB PANEL FUEL QUANTITY

PROCESSOR UNIT
FQIS - FUEL QUANTITY PROCESSOR UNIT - POWER

__________________________________________________________________________________________________
FQIS -- FUEL QUANITIY PROCESSOR UNIT - FUNCTIONAL DESCRIPTION

General - Keeps fault data in non-volatile memory
- Sends a signal to each SCCC to start a real-time
The fuel quantity processor unit (FQPU) has 4 signal test for fault isolation
conditioner circuit cards (SCCC) and a BITE display - Sends and receives fault data with the flight
card (BDC). The FQPU calculates the weight of the fuel management computer for fault isolation.
for the main tanks and the center tank.
Fuel quantity for the main tanks and the center tank
shows on the primary engine display of the common
display system (CDS).
Signal Conditioner Circuit Cards
There is 1 SCCC for each fuel tank. The main tank and
center tank SCCCs do these functions:
- Send a low Z signal to the tank units and

compensator
- Receive the high Z return signal from the tank
units and compensators
- Calculates fuel density to improve system accuracy
(if installed)
- Calculate total fuel weight for its tank
- Change analog signals to ARINC 429 signals
- Send tank fuel weight data to the DEUs
- Send fault data to the BDC.
The tank 2 SCCC also sends total fuel tank weight to

the FMC.
BITE Display Card
The BDC does these functions:

__________________________________________________________________________________________________
TANK UNITS
CENTER
TANK SCCC
COMPENSATOR
CENTER TANK
DEU 1 & 2
TANK UNITS REFUEL PANEL

TANK 1 (P15)
SCCC
COMPENSATOR
MAIN TANK 1
BDC
TANK UNITS
TANK 2
SCCC
COMPENSATOR
FMC
MAIN TANK 2
FQPU
FQIS - FUEL QUANITIY PROCESSOR UNIT - FUNCTIONAL DESCRIPTION

__________________________________________________________________________________________________
FQIS -- FUEL QUANTITY INDICATIONS

General The fuel quantity display shows in a digital format. A
totalizer display shows the total quantity of all 3
Main fuel tank and center tank quantity show on the airplane fuel tanks.
primary engine display and the refuel panel.
Fuel quantity shows in pounds or kilograms.
Fuel Configuration Messages
Fuel configuration messages show on the CDS. These

messages show a problem with the configuration of the
fuel system.
The LOW message shows that main tank 1 or main tank 2

has less than 2000 lb (907 kg) of fuel. This message
goes away when there is more than 2500 lb (1133 kg) of
fuel in that tank. There must be a low fuel condition
for 30 seconds before the LOW message shows.
The IMBAL message shows when there is a difference of

1000 lb (453 kg) between main tank 1 and main tank 2.
The message goes away when the difference between tanks
is 200 lb (90 kg) or less. The IMBAL message only shows
when the airplane is in the air. The IMBAL message does
not show when the LOW message shows. There must be an
imbalance condition for 60 seconds before the IMBAL
message shows.
The CONFIG message shows for these conditions:
- 1600 lb (725 kg) or more of fuel in the center tank

- 2 center tank boost pumps are off
- One or the other engine is in operation.

__________________________________________________________________________________________________
TAT +19c R-TO +22c ENG 1 ENG 2

START VALVE START VALVE
REV 75.0 OPEN OPEN
10 21.0 10 65.0 OIL FILTER

BYPASS
OIL FILTER
BYPASS
0 0
8 8 LOW OIL LOW OIL
2 2 PRESSURE PRESSURE
6 6
4 4
N1
TAI TAI FUEL QTY KGS X 1000
100 500
3.45 10.85 0.36
EGT LOW
TOTAL 14.66
LOW MESSAGE
FUEL QTY KGS X 1000
3.45 10.85 3.45

TOTAL 17.75
FUEL QTY KGS X 1000

FUEL QTY KGS X 1000
3.45 10.85 2.67
3.45 10.85 3.45 CONFIG IMBAL
TOTAL 17.75 TOTAL 16.97
CONFIG AND
NORMAL IMBAL MESSAGE
FQIS - FUEL QUANTITY INDICATIONS

__________________________________________________________________________________________________
FQIS -- TRAINING INFORMATION POINTS - FQIS BITE TEST MAIN MENU PAGES
General Ground Test Pages
Use the control display units (CDUs) to do The ground test pages let you do a test of the FQIS
troubleshooting for the fuel quantity indicating processor.
system. The CDU shows real time and recorded system
fault data. The fuel quantity processor monitors and IDENT/CONFIG Pages
stores the data that shows on the CDU. Use the CDU to
see the FQIS BITE test pages only when the airplane is The IDENT/CONFIG pages show data from the configuration
on the ground. of the fuel quantity processor unit.
Main Menu Pages Input Monitoring Pages
The FQIS BITE test main menu pages allow selection of The input monitoring pages show real time fuel quantity
other FQIS BITE test pages. These are the FQIS BITE data for each fuel tank.
test pages:
Erase Fault History Pages
- Current status
- Inflight faults/fault history The erase fault history pages provide for erasing
- Ground test recorded fault data from the fuel quantity processor
- Ident/config memory.
- Input monitoring
- Erase fault history.
Current Status Pages
The current status pages show fuel indication system

faults that currently show on the airplane.
Inflight Faults/Fault History Pages
The inflight faults/fault history pages show recorded

FQIS faults from flight legs before.

__________________________________________________________________________________________________
FQIS BITE TEST

MAIN MENU 1 / 2
<CURRENT STATUS
<INFLIGHT FAULTS/
FAULT HISTORY
<GROUND TEST
<IDENT/CONFIG
<INPUT MONITORING
MAINT BITE INDEX 1 / 1 <INDEX
<FMCS ENGINES>
<DFCS APU>
<A/T FQIS> NEXT PREV

PAGE PAGE
<ADIRS
<CDS
FQIS BITE TEST
<INDEX FMC DOWN LO A D > MAIN MENU 2 / 2
<ERASE FAULT HISTORY
<INDEX
FQIS - TRAINING INFORMATION POINTS - FQIS BITE TEST MAIN MENU PAGES

__________________________________________________________________________________________________
FQIS -- TRAINING INFORMATION POINTS - FQIS BITE TEST CURRENT STATUS PAGE
Current Status Page
The current status page shows faults that are currently

active. As the number of active faults increases, the
number of current status pages increase. You can get
access to all current status pages to see all current
faults. A number shows which current status page you
are on as well as the total number of current status
pages you can access. For each fault, this data shows:
- Maintenance message
- Fault number
- Brief description of the fault.

__________________________________________________________________________________________________
FQIS BITE TEST FQIS BITE TEST

MAIN MENU 1 / 2 CURRENT STATUS 1 / 1
<CURRENT STATUS
TANK 1 QTY BLANK
<INFLIGHT FAULTS/ ATA 28-41101
FAULT HISTORY 1 OR MORE TANK UNIT OPEN
<GROUND TEST
<IDENT/CONFIG CENTER DEGRAD ACC

ATA 28-41309
<INPUT MONITORING PROCESSOR FAIL
<INDEX <INDEX
FQIS - TRAINING INFORMATION POINTS - FQIS BITE TEST CURRENT STATUS PAGE

__________________________________________________________________________________________________
FQIS -- TRAINING INFORMATION POINTS - FQIS BITE TEST INFLIGHT FAULT PAGES
General Inflight is that time from when the airspeed is more
than 100 knots to the next time the airspeed decreases
The inflight fault pages displays fault data from the to less than 100 knots.
fuel quantity processor memory. There is access to
inflight fault pages sorted by fault or sorted by leg. Inflight Faults Page - Sorted By Leg
Inflight Fault Page - Sorted By Fault The inflight faults (sorted by leg) page shows fault
data for a specific flight leg. A number shows which
This inflight faults page shows the faults, in order, inflight faults page is displayed as well as the total
from the most recent fault to the oldest fault. A number of inflight faults pages that can be accessed.
number shows to tell indicate which inflight faults This fault data shows:
page is displayed and the total number of inflight
faults pages available for access. This fault data - Date the flight leg occurred
shows: - Time the flight leg began
- Maintenance message
- Maintenance message - Fault number
- Fault number - Brief description of the fault
- Brief description of the fault - Number of times the fault occurred during this
- Number of times the fault occurred. flight leg
- Time of the first occurrence of the fault.
Inflight Faults Menu Page - Sorted By Leg
The inflight faults menu page allows selection of

flight legs in which a fault occurred. Only those
flight legs that had a fault out of the past 25 flight
legs show.
A new flight leg starts when the airspeed is more than

100 knots. The flight leg stops when the airspeed
decreases to less than 100 knots and then becomes more
than 100 knots.

__________________________________________________________________________________________________
FQIS BITE TEST FQIS BITE TEST FQIS BITE TEST

MAIN MENU 1 / 2 INFLIGHT FAULTS 1 / 1 INFLIGHT FAULTS 1 / N
<CURRENT STATUS <S O R T E D B Y F A U L T
TANK 1 QTY BLANK LEG 01
<INFLIGHT FAULTS/ <SORTED BY LEG ATA 28-41101 COUNT: 07
FAULT HISTORY 1OR MORE TANK UNIT OPEN
<GROUND TEST
CENTER DEGRAD ACCLEG 02
<IDENT/CONFIG ATA 28-41310 COUNT: 01
PROCESSOR FAULT
<INPUT MONITORING
<INDEX <INDEX <INDEX
FQIS BITE TEST FQIS BITE TEST FQIS BITE TEST

INFLIGHT FAULTS 1 / 1 INFLIGHT FAULTS MENU 1 / 1 INFLIGHT FAULTS 1 / N
<LEG 01 LEG 13> LEG 14 SEP 27 18:51Z
02 FAULTS 02 FAULTS
<LEG 03 LEG 14> TANK 1 QTY BLANK 19:21Z
01 FAULTS 02 FAULTS ATA 28-41101 COUNT 03
<LEG 04 LEG 19> 1 OR MORE TANK UNIT OPEN
NO INFLIGHT FAULTS 01 FAULTS 01 FAULTS
<LEG 07 LEG 20> CENTER DEGRAD ACC 21:32Z
01 FAULTS 01 FAULTS ATA 28-41309 COUNT 15
<LEG 09 LEG 22> PROCESSOR FAIL
02 FAULTS 01 FAULTS
<INDEX <INDEX <INDEX NEXT LEG>
FQIS - TRAINING INFORMATION POINTS - FQIS BITE TEST INFLIGHT FAULT PAGES

__________________________________________________________________________________________________
FQIS -- TRAINING INFORMATION POINTS - FQIS BITE TEST GROUND TEST PAGES
Ground Test Pages
The ground test pages allow a test of the FQIS

processor to be performed. This test is similar to the
power on self-test.
Do not do the ground test while refueling the airplane.

The incorrect quantity of fuel might be put on the
airplane because fuel quantity indication is part of
the ground test.

__________________________________________________________________________________________________
FQIS BITE TEST FQ IS BITE TEST

FQIS BITE TEST
MAIN MENU 1 / 2 GROUND TEST 1 / 1
GROUND T EST 1 / 1
<CURRENT STATUS
CAUTION
<INFLIGHT FAULTS/ DO NOT RUN TEST
GROUND T EST
FAULT HISTORY WHILE REFUELING
IN PROGRESS
<GROUND TEST AIRPLANE.
<IDENT/CONFIG RUN GROUND TEST?
<INPUT MONITORING
<INDEX <NO YES>
FQ IS BITE TEST FQIS BITE TEST

GROUND T EST 1 / 1 GROUND T EST 1 / 1
GROUND T EST GROUND T EST

COMPLETE. COMPLETE.
PASS FAIL
DISPLAY FAULTS>
<INDEX <INDEX
FQIS BITE TEST

GROUND T EST 1 / N
TANK 2 QTY BLANK

ATA 28-41109
PROCESSOR FAILED
<INDEX
FQIS - TRAINING INFORMATION POINTS - FQIS BITE TEST GROUND TEST PAGES

__________________________________________________________________________________________________
FQIS -- TRAINING INFORMATION POINTS - FQIS BITE TEST IDENT/CONFIG PAGES

IDENT/CONFIG Pages
The IDENT/CONFIG pages show data from the FQIS

processor configuration. The IDENT/CONFIG pages show
this data for each fuel tank:
- Individual fuel tank software version and revision

number
- Fuel quantity display (pounds or kilograms)
- Densitometer installation (if installed)
- Aircraft Configuration
- Aux fuel software version and revision number(if
installed)
- Aux fuel number of tank cells (if installed)
- BITE software version and revision number.

__________________________________________________________________________________________________
FQIS BITE TEST F Q I S BITE T E ST

MAIN MENU 1 / 2 I D E NT / C O NFIGUR A T I ON 1/ 2
<CURRENT STATUS
1 CTR 2
<INFLIGHT FAULTS/ S O F TWARE I D E NT
FAULT HISTORY 001 A 001 A 0 01 A
<GROUND TEST LB/K G
LB LB LB
<IDENT/CONFIG
D E NSITOM E T E R
<INPUT MONITORING ABSENT ABSE N T ABS E N T
<INDEX <INDEX
NEXT PREV
PAGE PAGE
FQIS B IT E T ES T
IDE N T /C O N F IG 2 / 2
AIRC R A FT C O N F I G UR ATIO N
800
BITE
SOFT W A RE I D EN T
001 A
<IND E X
FQIS - TRAINING INFORMATION POINTS - FQIS BITE TEST IDENT/CONFIG PAGES

__________________________________________________________________________________________________
FQIS -- TRAINING INFORMATION POINTS - FQIS BITE TEST INPUT MONITORING PAGES
Input Monitoring Pages
The input monitoring pages show fuel quantity data for

each fuel tank. The input monitoring pages show this
data:
- Fuel mass
- Fuel volume
- Fuel density
- Compensator capacitance
- Total tank unit capacitance.

__________________________________________________________________________________________________
FQIS BITE TEST

INPUT MONITORING 1 / 2
1 CTR 2
C ALIBRATION M ASS - LB
8741 28944 8741
V O L U M E - US GAL 1
1295 4288 1295
D E N S I T Y - L B / GAL 2
6.762 6. 7 6 5 6.761
FQIS BITE TEST

MAIN MENU 1 / 2
<CURRENT STATUS
<INFLIGHT FAULTS/ NEXT PREV

FAULT HISTORY PAGE PAGE
<GROUND TEST
<IDENT/CONFIG
<INPUT MONITORING FQIS BITE TEST

INPUT MONITORING 2 / 2
<INDEX
1 CTR 2
COMPENSATOR CAP - PF
105.86 105.86 105.86
TANK UNIT CAP - PF 3

304.7 627.3 304.7
1 VOLUME SHOWS IN GAL OR L

<INDEX
2 DENSITY SHOWS IN LB/GAL OR KG/L
3 CAPACITOR - PF (PICO FARAD)

FQIS - TRAINING INFORMATION POINTS - FQIS BITE TEST INPUT MONITORING PAGES

__________________________________________________________________________________________________
FQIS -- TRAINING INFORMATION POINTS - FQIS BITE TEST ERASE FAULT HISTORY PAGES
Erase Fault History Pages
The erase fault history page lets you erase recorded

fault history data from the inflight faults pages.

__________________________________________________________________________________________________

MAIN MENU 2 / 2 ERASE FAULT HISTORY 1 / 1
<ERASE FAULT HISTORY
DO YOU REALLY
WANT TO DO THIS?
<INDEX <NO YES>
NEXT PREV
PAGE PAGE

MAIN MENU 1 / 2 ERASE FAULT HISTORY 1 / 1
<CURRENT STATUS
<INFLIGHT FAULTS/
FAULT HISTORY ERASE INITIATED
<GROUND TEST
PRESS INDEX
<IDENT/CONFIG TO CONTINUE
<INPUT MONITORING
<INDEX <INDEX
FQIS - TRAINING INFORMATION POINTS - FQIS BITE TEST ERASE FAULT HISTORY PAGES

__________________________________________________________________________________________________
FUEL TEMPERATURE INDICATING SYSTEM -- INTRODUCTION

Purpose Training Information Point
The fuel temperature indicating system shows fuel When there is no electrical power, the pointer goes off
temperature in main tank 1. scale at the negative side of the indicator.
Location
The fuel temperature bulb is on the rear spar on main

tank 1.
The fuel temperature indicator is on the fuel system

panel on P5.
Components
The fuel temperature indicator is a resistance

ratiometer instrument.
The fuel temperature bulb is a resistance unit. The

resistance of the fuel temperature bulb changes with
fuel temperature.
It is not necessary to remove fuel from main tank 1 to

remove the fuel temperature bulb.
Operation
The fuel temperature indicator receives 28v ac. The

fuel temperature indicator sends a dc signal to the
fuel temperature bulb. The fuel temperature bulb
resistance changes this signal before it goes back to
the fuel temperature indicator.

__________________________________________________________________________________________________
FUEL TEMPERATURE BULB
FWD REAR SPAR LEFT WING
ENG VALVE ENG VALVE

CLOSED CLOSED
0
FUEL
28V AC SPAR VALVE -20 TEMP
20 SPAR VALVE
TRANSFER CLOSED CLOSED
BUS 2 -40 40
FUEL TEMP
IND C
P6 CB PANEL
FILTER VALVE FILTER FUEL TEMPERATURE BULB
BYPASS OPEN BYPASS
FUEL CONTROL PANEL (P5)

FUEL TEMPERATURE INDICATING SYSTEM - INTRODUCTION

__________________________________________________________________________________________________
ATA 77 - ENGINE INDICATING

%2(,1*&)0%
ATA 77
ATA 77 -- ENGINE
ENGINEINDICATING
INDICATING
__________________________________________________________________________________________________
ENGINE INDICATING -- INTRODUCTION

Purpose FDAU - flight data acquisition unit
FDR - flight data recorder
The engine indicating system continuously supplies FFCCV - fan frame compressor case vertical
engine data to the common display system (CDS). The (sensor)
engine indicating system has these subsystems:
FMCS - flight management computer system
- Low pressure rotor tachometer (N1) FMV - fuel metering valve
- High pressure rotor tachometer (N2) HPC - high pressure compressor
- Exhaust gas temperature (EGT) HPT - high pressure turbine
- Airborne vibration monitoring (AVM). HPTACC - high pressure turbine active clearance
control
The CDS usually shows engine data on two display units LPC - low pressure compressor
(DUs). One DU shows the primary engine display and the
LPT - low pressure turbine
other shows the secondary engine display. The primary
engine display usually shows on the upper center DU. LPTACC - low pressure turbine active clearance
The secondary engine display usually shows on the lower control
center DU. Engine data can also show on the inboard REV - thrust reverser sleeve position
DUs. tach - tachometer
TBV - transient bleed valve
Abbreviations and Acronyms TRA - thrust resolver angle
TRF - turbine rear frame
altn - alternate
UTC - universal time coordinate
AEVM - advanced Engine Vibration Monitoring
VBV - variable bleed valve
BITE - built-in test equipment
VSV - variable stator vane
CAS - calibrated air speed
vib - vibration
CDS - common display system
CDU - control display unit
chap - chapter
DEU - display electronics unit
DU - display unit
EEC - electronic engine control
EGT - exhaust gas temperature
__________________________________________________________________________________________________
Engineering Training Department For Training Purposes Only 33
ENGINEERING TRAINING
,VVXH5HY6HSW
TRAINING PURPOSES ONLY 1
%2(,1*&)0%
ATA 77
ATA 77 -- ENGINE
ENGINEINDICATING
INDICATING
__________________________________________________________________________________________________
N1 ROTOR N2 ROTOR
SPEED SPEED
TAT +19c ENG 1 ENG 2
75.0 75.0
START VALVE
OPEN
START VALVE
OPEN 61.0 61.0
10 21.0 10 21.0 OIL FILTER
BYPASS
OIL FILTER
BYPASS
0 0
8 8 LOW OIL LOW OIL N2
2 2 PRESSURE PRESSURE
6 4 6 4
N1
EXHAUST GAS 5.90 FF 5.99
500 500 TEMPERATURE
(EGT)
OIL
EGT
36 PRESS 36
OIL
129 TEMP 130
19 OIL QTY 19
CTR
14890 AIRBORNE VIBRATION
MONITORING (AVM) 1.6 VIB 1.6
FUEL
1 LB 2
8760 8760
COMMON DISPLAY SYSTEM COMMON DISPLAY SYSTEM

(PRIMARY ENGINE DISPLAY) (SECONDARY ENGINE DISPLAY)
ENGINE INDICATING - INTRODUCTION
__________________________________________________________________________________________________
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%2(,1*&)0%
ATA 77
ATA 77 -- ENGINE
ENGINEINDICATING
INDICATING
__________________________________________________________________________________________________
ENGINE INDICATING -- GENERAL DESCRIPTION

General - N1 speed sensor
- N2 speed sensor
The engine indicating system shows these parameters for - Number 1 bearing vibration sensor
each engine: - Fan frame compressor case vertical vibration
(FFCCV) sensor.
- Low pressure rotor speed (N1)
- High pressure rotor speed (N2) The DEUs and the flight data acquisition unit (FDAU)
- Exhaust gas temperature (EGT) receive AVM information through an ARINC 429 data bus.
- Engine vibration.
DEUs
Electronic Engine Control
The DEUs use digital input from the EEC to show these
The electronic engine control (EEC) receives an analog engine parameters on the common display system (CDS):
input from these engine sensors:
- N1
- N1 speed sensor - N2
- N2 speed sensor - EGT.
- EGT probes (T49.5).
The DEUs use their analog N1 and N2 signals as
The EEC changes the analog signals to digital signals. alternate inputs when the EEC does not have electrical
The EEC sends the digital signals on an ARINC 429 data power. EGT shows only when the EEC has electrical
bus to the display electronics units (DEU)s. The EEC is power.
attached to the right side of the engine fan case.
Airborne Vibration Monitoring Signal Conditioner
The airborne vibration monitoring (AVM) signal

conditioner calculates and monitors vibration levels of
each engine.
The AVM signal conditioner receives analog input from

these engine sensors:
__________________________________________________________________________________________________
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%2(,1*&)0%
ATA 77
ATA 77 -- ENGINE
ENGINEINDICATING
INDICATING
__________________________________________________________________________________________________
EEC
T49.5
NO. 1 BEARING (EGT)
VIB SENSOR
N2 SPEED
SENSOR FFCCV
SENSOR
N1 SPEED
SENSOR
DEU 1 DEU 2 AVM SIGNAL FDAU

CONDITIONER
ENGINE INDICATING - GENERAL DESCRIPTION
__________________________________________________________________________________________________
,VVXH5HY6HSW
%2(,1*&)0%
ATA 77
ATA 77 -- ENGINE
ENGINEINDICATING
INDICATING
__________________________________________________________________________________________________
ENGINE TACHOMETER SYSTEM -- N1 SPEED SENSOR

Purpose is compressed. The spring pressure on the speed sensor
dampens speed sensor vibration.
The N1 speed sensor supplies a low pressure rotor speed
signal to these components: In addition two dampers are on the speed sensor shaft
to prevent sensor vibration.
- Electronic engine control (EEC)
- Display electronics units (DEUs) Training Information Point
- Airborne vibration monitoring (AVM) signal
conditioner. Measure the clearance between the sensor flange and the
fan frame sleeve before tightening the two installation
Component Location bolts.
Open the right fan cowl to access to the N1 speed CAUTION: MAKE SURE THE N1 SPEED SENSOR CLEARANCE IS IN
sensor. The N1 speed sensor is on the right side of the LIMITS BEFORE TIGHTENING THE TWO INSTALLATION
engine, just aft of the oil tank. The housing with the BOLTS. IF THE CLEARANCE IS NOT IN LIMITS,
electrical connectors is visible when the sensor is DAMAGE TO THE SENSOR CAN OCCUR.
installed in the engine.
The N1 speed sensor has three independent sensing

elements at its tip. Each sensing element has a pole
piece and an electrical winding around a magnet.
The N1 speed sensor has three electrical connectors.

One connector is for the DEUs and AVM, one is for EEC
channel A, and one is for EEC channel B.
The shoulder of the speed sensor tip contacts the

bottom of the guide tube when it is installed. When the
installation bolts are tightened which secure the speed
sensor into place, a spring in the speed sensor housing
__________________________________________________________________________________________________
,VVXH5HY6HSW
%2(,1*&)0%
ATA 77
ATA 77 -- ENGINE
ENGINEINDICATING
INDICATING
__________________________________________________________________________________________________
GUIDE
FAN FRAME TUBE
FAN FRAME CLEARANCE

SLEEVE MEASUREMENT
GASKET
SENSING SENSOR
GUIDE TUBE ELEMENTS FLANGE
(3)
N1 SPEED SENSOR
OIL TANK CLEARANCE MEASUREMENT
(REF)
DAMPERS
SENSOR
FWD HOUSING
FAN CASE - LOWER RIGHT SIDE BOLT

(2)
EEC
DEU, AVM CONNECTIONS
CONNECTION
N1 SPEED SENSOR
ENGINE TACHOMETER SYSTEM - N1 SPEED SENSOR
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ENGINE TACHOMETER SYSTEM -- N2 SPEED SENSOR

Purpose
The N2 speed sensor supplies the high pressure rotor

speed signal to these components:
- Electronic engine control (EEC)

- Display electronics units (DEUs)
- Airborne vibration monitoring (AVM) signal
conditioner.
Component Location
Open the left fan cowl to get access to the N2 sensor.

The N2 speed sensor is on the forward face of the
engine accessory gearbox (AGB) above the engine
starter.
The N2 sensor has three independent sensing elements at

its tip. Each element has a pole piece and an
electrical winding around a magnet.
The N2 sensor has three electrical connectors. One

connector is for the DEUs and AVM, one is for EEC
channel A, and one is for EEC channel B.
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AGB
(REF)
EEC
ALTERNATOR
(REF)
DEU, AVM
CONNECTOR
BOLT
(2)
FWD
EEC CONNECTORS
N2 SPEED SENSOR
STARTER
(REF)
ENGINE TACHOMETER SYSTEM - N2 SPEED SENSOR
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ENGINE TACHOMETER SYSTEM -- FUNCTIONAL DESCRIPTION

General - Shaded area.
The speed of the engine low pressure rotor shows in When N1 speed goes below the redline limit, the
percent N1. indication goes back to normal color.
The speed of the engine high pressure rotor shows in At engine shutdown, the box around the digital display
percent N2. changes to red if there was an N1 exceedance during
engine operation.
Usually, the display electronics units (DEUs) use
inputs from the electronic engine control (EEC) to show N1 Redline
N1 and N2. The DEUs use the signals directly from the
speed sensors if the EEC does not have electrical The N1 redline shows the maximum certified engine low
power. pressure rotor speed for the CFM56-7 engine. The
redline shows in red. The EEC supplies the redline
N1 Digital Readout and Pointer value.
The N1 digital readout shows the engine low pressure N1 Command Sector
rotor speed. The DEUs use input from the EEC or the N1
speed sensor to show this value. The command sector displays when their is a difference
between current N1 speed and the commanded N1 speed.
The digital display and the box around the digital The thrust lever position sets the commanded N1.
display are white when N1 is less than the N1 redline.
The commanded N1 shows at the top edge of the command
A pointer on a round dial also shows N1 speed. A shaded sector when thrust lever position is greater than the
area follows this pointer. The pointer is usually current engine speed. It shows at the lower edge of the
white. The shaded area is usually gray. command sector when thrust lever position is less than
the current engine speed.
These indications change to red when N1 is more than
the N1 redline: The command sector and N1 command are white.
- N1 digital display
- Box around N1 digital display
- N1 pointer
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N1 Reference Bug - Shaded area.
The N1 reference bug shows the N1 thrust target When N2 speed goes below the redline limit, the
manually set by the pilot. The bug normally indication goes back to normal color.
automatically set by the flight management computer
system (FMCS). The N1 reference bug is green. At engine shutdown, the box around the digital display
changes to red if there was an N2 exceedance during
The N1 reference digital display shows the manually set engine operation.
N1 target. The display is green. This display does not
show for an FMCS set target. N2 Redline
See the FMCS section for more information about the N1 The N2 redline shows the maximum certified engine high
target. pressure rotor speed for the CFM56-7 engine. The EEC
supplies this value. The redline shows in red.
N2 Digital Readout and Pointer
N1 and N2 Exceedances
The N2 digital display shows the engine high pressure
rotor speed. The DEUs use input from the EEC or the N2 The display electronic units (DEUs) store N1 and N2
speed sensor to show this value. exceedance data. Use the control display units (CDUs)
to see this data.
The digital display and box are white with N2 below the
N2 redline. Defective Speed Sensors
A pointer on a round dial also shows N2 speed. A shaded During engine BITE the CDU will show any speed sensor
area follows this pointer. The pointer is normally failures detected by the EEC.
white. The shaded area is normally gray.
Engine Failure Annunciation
These indications change to red when N2 is above the N2
redline: The ENG FAIL message shows on the EGT display if these
conditions occur in this order:
- N2 digital readout
- Box around N2 digital readout - Both engines speeds are at or above idle
- N2 pointer - Both engine fire handles are stowed
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- Both start levers are in the idle position, then
- The N2 speed goes below idle.
The ENG FAIL message shows in amber.
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N1 REFERENCE
N1 REDLINE DIGITAL DISPLAY
N1 REFERENCE
96.0
BUG
10
8
96.0
87.0
0
N1 COMMAND
10 87.0
6 4
2 0 N1 DIGITAL
N1
N1 COMMAND 8 DISPLAY AND
785 SECTOR 2 BOX
ENG FAIL N1 POINTER 6
EGT
4 SHADED AREA
ENG FAIL N1 INDICATION
ENGINE FAIL MESSAGE
PRIMARY ENGINE DISPLAY
N2 DIGITAL DISPLAY
N2 REDLINE
93.0 AND BOX
N2 POINTER
93.0
SHADED AREA
N2
N2 INDICATION
SECONDARY ENGINE DISPLAY
ENGINE TACHOMETER SYSTEM - FUNCTIONAL DESCRIPTION
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EXHAUST GAS TEMPERATURE (EGT) INDICATING SYSTEM -- GENERAL DESCRIPTION

Purpose
The exhaust gas temperature (EGT) indication system

monitors the exhaust gas temperature at the second
stage low pressure turbine nozzles.
General Description
The EGT system has eight thermocouples and four T49.5

thermocouple harness assemblies. Each assembly has two
thermocouples and supplies input to the electronic
engine control (EEC).
The EEC uses EGT signals for these functions:
- Show EGT on the common display system (CDS)

- Engine hot start and wet start (no ignition) logic
- Low pressure turbine (LPT) cooling logic.
The EEC sends the EGT data to the display electronics

units (DEUs) on an ARINC 429 bus.
The DEUs are part of the CDS. The DEUs usually show EGT
on the upper center display unit. EGT can also show on
the lower center and inboard display units.
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DEU 1
EGT HARNESSES
DEU 2
T49.5 THERMOCOUPLE HARNESS

(TYPICAL) 663 663
EGT
CDS DISPLAY UNIT
EXHAUST GAS TEMPERATURE (EGT) INDICATING SYSTEM - GENERAL DESCRIPTION
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EXHAUST GAS TEMPERATURE (EGT) INDICATING SYSTEM -- EGT THERMOCOUPLES AND HARNESSES
General Training Information Point
There are eight thermocouples and four T49.5 Replace the T49.5 thermocouple harness as a unit.
thermocouple harnesses on each engine. The T49.5
thermocouple harness includes these parts:
- Thermocouple (2)
- Tube (2)
- Junction box.
Purpose
The EGT thermocouples supply analog signals which are

proportional to the exhaust gas temperature.
The T49.5 thermocouple harnesses send the thermocouple

signals to the EEC. The EEC uses these signals for
engine control and indication.
Component Locations
The thermocouples are inside the second stage nozzles

of the low pressure turbine (LPT). Wires from the
thermocouples go to the nearest junction box. The wires
are inside a tube.
There are two T49.5 thermocouple harnesses on each side

of the turbine case. A wire harness connects the EEC to
the junction box near the thermocouples. The two engine
right side thermocouple harnesses are for EEC channel
A. The two engine left side thermocouple harnesses are
for channel B.
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TUBE (2)
THERMOCOUPLE
JUNCTION
BOX
WIRE
HARNESS
THERMOCOUPLE
T49.5 THERMOCOUPLE HARNESS (4)
ENGINE TURBINE CASE ENGINE TURBINE CASE

(LEFT SIDE) (RIGHT SIDE)
EXHAUST GAS TEMPERATURE (EGT) INDICATING SYSTEM - EGT THERMOCOUPLES AND HARNESSES
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THIS PAGE INTENTIONALLY LEFT BLANK
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EXHAUST GAS TEMPERATURE (EGT) INDICATING SYSTEM -- FUNCTIONAL DESCRIPTION

General When EGT goes back to the normal range, the digital
readout and the highlight box are white.
The electronic engine control (EEC) supplies the data
to the DEUs to display exhaust gas temperature (EGT) on When the EEC is de-energizes, the digital readout,
the common display system (CDS). The temperature that pointer, and shaded area go blank.
is displayed is an average from the eight thermocouples
on the engine. The EEC is energized for any of the following:
EGT Digital Readout and Pointer - N2 speed is >15%

- Engine start lever set to idle position
The digital readout shows EGT in degrees celsius. The - Engine start switch set to ground (GRD)
digital readout and the highlight box are normally - Engine start switch set to continuous (CONT)
white. - Control Display Unit (CDU) is set to engine
maintenance pages.
A pointer on a round dial also displays EGT. The dial
shows a linear proportional display starting at 0C and EGT Start Redline
ending at 950C. The pointer is normally white and the
area behind the pointer is shaded gray. The EGT start redline (725C) is the maximum limit for
the EGT during an engine start. The EGT start redline
The EGT indication will change when the temperature is shows as a red radial line on the EGT indication during
above one of these limits: engine pre-start and goes away when the engine reaches
idle.
- EGT Start Redline 725C
- EGT Max Continuous 925C During engine start when the airplane is on the ground,
- EGT RedLine 950C. if the EEC senses a possible hot start, the white
highlight box around the digital readout will flash on
These EGT indications change color when the temperature and off 2 times per second. It will continue to flash
is above one of the limits: until the start lever is moved to the cutoff position.
- EGT digital readout If there has been an EGT start redline exceedance
- Box around the digital readout (>725C), the highlight box around the digital readout
- Pointer will be red when the airplane is on the ground and both
- Shaded area.
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EXHAUST GAS TEMPERATURE (EGT) INDICATING SYSTEM -- FUNCTIONAL DESCRIPTION

EECs de-energized. It will remain red until reset with de-energized. It will remain red until reset with the
the CDU. CDU.
EGT Maximum Continuous Limit and Amber Band
The EGT maximum continuous limit (925C) is the start of

the EGT caution range. Continuous operation of an
engine with EGT more than this value could cause damage
to the engine. The EEC supplies the EGT maximum
continuous limit value. The limit shows in amber.
The EGT caution range shows as an amber colored arc

between the maximum continuous limit and the EGT
redline. This is an advisory message and not an
exceedance. When the EGT goes below 925C the EGT
indications return to normal.
During take-off, the amber band color change is

inhibited for five minutes or until completion of take-
off, whichever comes first. If one engine fails within
the first five minutes of the amber band inhibit, the
amber band color change inhibit will be extended to ten
minutes for the operating engine.
EGT Redline
EGT redline (950C) is the certified engine operating

limit for EGT. The EGT redline shows as a red radial
line on the EGT indication.
If there has been an EGT redline exceedance (>950C),

the highlight box around the digital readout will be
red when the airplane is on the ground and both EECs
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96.0
10 87.0
0
8
6 2
4
N1
785
EGT REDLINE
EGT
EGT AMBER BAND

EGT DIGITAL
EGT MAXIMUM
CONTINUOUS LIMIT
785 READOUT AND
BOX
PRIMARY ENGINE DISPLAY

EGT START REDLINE
SHADED AREA
POINTER
EGT INDICATION
EXHAUST GAS TEMPERATURE (EGT) INDICATING SYSTEM - FUNCTIONAL DESCRIPTION
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ENGINE INDICATING -- TRAINING INFORMATION POINTS - ENGINE EXCEEDANCES

General ENGINE/EXCEED BITE Page
The engine indicating system shows exceedance data for Use the ENGINE/EXCEED BITE page to select engine BITE
these engine parameters: or EXCEEDANCES.
- N1 EXCEEDANCE MENU
- N2
- EGT RED LIMIT Use the EXCEEDANCE MENU page to select exceedance data
- EGT HOT START. for ENGINE 1 or ENGINE 2.
After an exceedance event, the recorded exceedance data Training Information Point
is used to determine the required maintenance action.
The information for selection of the corrective The DEUs keep exceedance data in non-volatile memory.
maintenance action is: These circuit breakers must be closed to make sure the
data stored in each DEU is the same:
- Highest value (peak) of the parameter during the
exceedance - DISPLAY, DEU 1 HOLDUP (P6 panel)
- Time above redline limit. - DISPLAY, DEU 2 HOLDUP (P6 panel)
- DISPLAY, DEU 2 PRI (P6 Panel)
If there is an exceedance stored in memory for the - DISPLAY, DEU 1 PRI (P18 panel).
current flight leg, the box around the digital readout
shows red when these conditions occur:
- Both start levers in the CUTOFF position

- Both engine start switches in the OFF position
- EEC BITE not in use
- N2 for both engines less than 10%.
The engine indicating system starts a new flight leg

for exceedances when the airplane speed is more than 80
knots.
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MAINT BITE INDEX 1/1

<FMCS ENGINES>
<DFCS APU>
<A/T FQIS>
<ADIRS
<CDS
<INDEX FMC DOWN LOAD>
ENGINE/EXCEED BITE INDEX

<ENGINE 1
<ENGINE 2
<ENGINE 1 CH A ONLY
<ENGINE 2 CH A ONLY
<INDEX EXCEEDANCES>
ENGINE EXCEEDANCE
E X C E E D A N C E M E N U 1 / 1
<ENGINE 1 EXCEEDANCES
<ENGINE 2 EXCEEDANCES
<INDEX
ENGINE INDICATING - TRAINING INFORMATION POINTS - ENGINE EXCEEDANCES
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ENGINE INDICATING -- TRAINING INFORMATION POINTS - CURRENT EXCEEDANCES
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General CURRENT EXCEEDANCES Page
The EXCEEDANCE MENU gives access to ENGINE 1 and ENGINE The CURRENT EXCEEDANCES page gives more data about the
2 exceedance data. If there are current exceedances for exceedances stored in DEU memory. The DEUs hold up to
engine 1, the Control Display Unit (CDU) shows the 10 exceedances per flight leg.
ENGINE 1 CURRENT EXCEEDANCES SUMMARY page, when ENGINE
1 EXCEEDANCES is selected. A current exceedance is an The CURRENT EXCEEDANCES page gives this data for each
exceedance that occurs during the current flight leg exceedance stored in DEU memory:
and was not reset.
- Exceedance type (N1, N2, EGT RED, or EGT HOT START)
The Display Electronics Units (DEUs) start a new flight - Highest parameter value (PEAK)
leg for exceedances, when the airplane speed is more - Parameter redline limit (RED) and total time over
than 80 knots. the redline limit
- Flight number (FLT)
If their were no exceedances during the last flight - Flight date and time in universal coordinated time
leg, or the exceedances were reset, then the CDU shows (UTC)
the message, NO EXCEEDANCES. - Altitude (ALT)
- Air speed (A/S) at the time of exceedance.
The engine indicating system shows engine 2 data the
same as engine 1. Only engine 1 exceedance CDU pages The CDU shows one exceedance on each page. The page
show on this page. number and total number of pages are on the second line
of the CDU display.
ENGINE 1 CURRENT EXCEEDS SUMMARY Page
Select the line select key next to RESET to reset the
The CURRENT EXCEEDS SUMMARY page shows this data for exceedance. When the exceedance is reset, the DEU does
the current exceedances: not show the data for this exceedance on the CURRENT
EXCEEDANCE page.
- Exceedance type (N1 RED, N2 RED, EGT RED, EGT HOT
START) Training Information Point
- TIME (total time of exceedances in the current leg
for each type of exceedance) Follow the maintenance action in Part II of the
- PEAK (highest peak value) Airplane Maintenance Manual (AMM) and reset all current
- QTY (number of exceedances).
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exceedances to reset the red box on the primary engine
display.
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NO EXCEEDANCES
EXCEEDANCES DURING LAST
DURING LAST FLIGHT OR
FLIGHT EXCEEDANCES
(NOT RESET) RESET
ENGINE EXCEEDANCES ENGINE EXCEEDANCES ENGINE EXCEEDANCES

E X C E E D A N C E M E N U 1 / 1 E N G I N E 1 1 / 1 E N G I N E 1 1 / 1
<ENGINE 1 EXCEEDANCES CURRENT EXCEEDS SUMMARY CURRENT EXCEEDANCES
T I M E P E A K Q T Y
<ENGINE 2 EXCEEDANCES N 1 R E D
N 2 R E D NO EXCEEDANCES
E G T R E D 0 : 0 0 : 5 3 9 6 8 1
E G T H O T
S T A R T
<INDEX <INDEX EVENTS> <INDEX
ENGINE EXCEEDANCES ENGINE EXCEEDANCES

E N G I N E 1 1 / 1 E N G I N E 1 1 / 1
CURRENT EXCEEDANCES CURRENT EXCEEDANCES
EGT RED LIMIT EGT RED LIMIT
P E A K : 9 6 8 . 5
R E D : 9 5 0 . 0 0 : 5 3 . 2
F L T T B C 1 2 3
2 2 M A R 9 7 1 5 : 3 4 UTC
A L T 1 5 3 6 3 A/ S 2 3 5
<INDEX RESET> <INDEX RESET
ENGINE INDICATING - TRAINING INFORMATION POINTS - CURRENT EXCEEDANCES
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ENGINE INDICATING -- TRAINING INFORMATION POINTS - FLIGHT LEG EXCEEDANCES

GENERAL ENG 1 EXCEEDS Page
Select FLIGHT LEG EXCEEDANCES and the ENG 1 EXCEEDS The ENG 1 EXCEEDS page gives this data for each reset
MENU shows a list of legs that had exceedances. The exceedance stored in DEU memory:
DEUs store up to 9 legs with exceedances. The DEUs
store up to 10 exceedances per leg. - Legs old
- Exceedance type (N1, N2, EGT RED or EGT HOT START)
When FLIGHT LEG EXCEEDANCES is selected and the DEUs - Highest parameter value (PEAK)
have no recorded exceedances, the CDU shows the NO - Parameter redline limit (RED) and total time over
EXCEEDENCES message. redline limit
- Flight number (FLT)
The page number and the total number of pages are on - Flight date and time in universal coordinated time
the second line of the CDU display. (UTC)
- Altitude (ALT)
ENG 1 EXCEEDS MENU Page - Air speed (A/S) at the time of exceedance.
The ENG 1 EXCEEDS MENU lists the legs with exceedances. The CDU shows one exceedance on each page.
The newest leg shows first. The ENG 1 EXCEEDS MENU also
gives the number of exceedances stored for each leg.
The ENG 1 EXCEEDS MENU shows up to 5 legs on the first

page. If there are more than 5 legs with exceedances
the other exceedances are shown on the second page.
If the exceedances occurred more than 99 legs ago, the

CDU will show the exceedances occurred on leg 99. The
DEU erases the oldest exceedance only when a tenth leg
with exceedances occurs.
Select BULK ERASE to erase all exceedance data for

engine 1.
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EXCEEDANCES NO EXCEEDANCES
STORED IN STORED IN
MEMORY MEMORY
ENGINE EXCEEDANCES ENGINE EXCEEDANCES ENGINE EXCEEDANCES

E N G I N E 1 1 / 1 E N G 1 E X C E E D S M E N U 1 / 1 E N G 1 E X C E E D S M E N U 1 / 1
<CURRENT EXCEEDANCES < LEG 1 1 E X C E E D S
<FLIGHT LEG EXCEEDANCES < LEG 2 1 E X C E E D S
NO EXCEEDANCES
<INDEX <INDEX BULK ERASE> <INDEX BULK ERASE
ENGINE EXCEEDANCES ENGINE EXCEEDANCES

E N G 1 E X C E E D S 1 / 1 E R A SE E X C E E D A N C E S 1 / 1
L E G 1
*** CAUTION ***
EGT RED LIMIT
E R A SE C A N T A K E U P T O 1
P E A K : 9 6 8 . 5 S E C O N D & W I L L E R A S E
R E D : 9 5 0 . 0 0 : 5 3 . 2 A L L E N G 1 E X C E E D A N C E S .
D O N O T R E M O V E P O W E R
F L T T B C 1 2 3 W H I L E E R A S I N G E X C E E D S .
2 2 M A R 9 7 1 5 : 3 4 UTZ
A L T 1 5 3 6 3 A/S 2 3 5 ERASE EXCEEDANCES?
<INDEX <YES NO>
ENGINE INDICATING - TRAINING INFORMATION POINTS - FLIGHT LEG EXCEEDANCES
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ADVANCED ENGINE VIBRATION MONITORING (AEVM) SYSTEM -- GENERAL DESCRIPTION

Purpose
The advanced engine vibration monitoring (AEVM) system

continuously supplies engine vibration levels to the
CDS. The AEVM provides enhanced engine condition
monitoring capability to access #4 bearing health.
General Description
The AEVM signal conditioner uses the signals from these

sensors to calculate the engine vibration levels:
- No. 1 bearing vibration sensor

- Fan frame compressor case vertical (FFCCV)
vibration sensor
- N1 speed sensor
- N2 speed sensor.
The signal conditioner supplies the vibration data to

the display electronics units (DEUs) and the flight
data acquisition unit (FDAU). The engine vibration
normally shows on the secondary engine display. The
secondary engine display usually shows on the center
lower display unit (P2).
The signal conditioner has built-in test equipment

(BITE) to do these tasks:
- Troubleshooting system faults

- See and erase vibration data in AEVM signal
conditioner non-volatile memory
- Calculate a balance solution for engine vibration
- Monitor #4 bearing health.
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CDS DISPLAY UNIT (P2)
N1 SPEED SENSOR
NO. 1 BEARING
VIBRATION SENSOR YES NO
ENGINE VIBRATOR MONITOR DEU (2)

Type: EVM 280
P/N: 241-280-001-011
S/N: 0007
2000-01
BO no S362A001-1R
FSCM No: S3960
SWITZERLAND
MOD
RECORD
1 6 11 16
2 7 12 17
3 8 13 18
4 9 14 19
5 10 15 20
FDAU
AEVM SIGNAL
CONDITIONER
FFCCV VIBRATION
SENSOR
N2 SPEED SENSOR
ADVANCED ENGINE VIBRATION MONITORING (AEVM) SYSTEM - GENERAL DESCRIPTION
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AEVM SYSTEM -- COMPONENT LOCATION

General

has two vibration sensors (accelerometers) on the
engine and one signal conditioner in the EE
compartment.
Vibration Sensors
The number 1 bearing vibration sensor is deep inside

the engine and is not an LRU. Maintenance on the number
1 bearing sensor is performed at engine overhaul. An
electrical connector attaches to the sensor wiring at
the fan case. The connection is aft of the engine oil
tank, just above the engine nameplate.
The fan frame compressor case vertical (FFCCV)

vibration sensor is on the rear fan frame at the 3:00
position. Open the right fan cowl and the right thrust
reverser cowl to get access to this sensor.
AEVM Signal Conditioner
The AEVM signal conditioner is on the E3-2 shelf.
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EE COMPARTMENT
(LOOKING AFT)
FFCCV
VIBRATION YES NO
SENSOR
VARIABLE STATOR
VANE ACTUATION ENGINE VIBRATOR MONITOR
Type: EVM 280
RINGS (REF) P/N:

S/N:
241-280-001-011
0007
2000-01
BO no S362A001-1R
FSCM No: S3960
SWITZERLAND
MOD
RECORD
1 6 11 16
FWD
2 7 12 17
3 8 13 18
4 9 14 19
5 10 15 20
ENGINE 3:00 STRUT AREA AEVM SIGNAL

CONDITIONER
AEVM SYSTEM - COMPONENT LOCATION

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AEVM SYSTEM -- AEVM SIGNAL CONDITIONER
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Purpose AEVM System BITE
The advanced engine vibration monitoring (AEVM) signal The LED display shows up to 3 lines of data, 8
conditioner has these functions: characters per line.
- Supplies a vibration signal to the common display To access engine vibration data, use the BITE switches
system (CDS) and the front panel display. The display is activated
- Records AEVM system faults when one of the four BITE switches is pushed.
- Records engine vibration data
- Calculates balance solutions for engine vibration A test occurs each time the AEVM signal conditioner
- Early detection of an impending #4 bearing gets initial electrical power or when SELF TEST is
failure. selected.
Vibration Calculations AEVM System Fault History
The AEVM signal conditioner uses inputs from these The AEVM signal conditioner monitors the following for
components to calculate vibration levels: faults:
- No. 1 bearing vibration sensor - Internal circuits

- Fan frame compressor case vertical (FFCCV) - N1 signal from engine 1 and engine 2
vibration sensor - N2 signal from engine 1 and engine 2.
- N1 speed sensor
- N2 speed sensor. The AEVM signal conditioner holds up to 32 fault
(maintenance) messages in non-volatile memory.
The AEVM signal conditioner continuously calculates
vibration for these engine areas: Engine Vibration History
- Fan/low pressure compressor (LPC) The AEVM signal conditioner holds engine vibration data
- High pressure compressor (HPC) information for the last 32 flights (cycles) of each
- High pressure turbine (HPT) engine. A new flight starts when one engine speed is
- Low pressure turbine (LPT). more than 45 percent N2. The flight stops when both
engines go less than 45 percent N2.
The highest vibration for each engine shows on the CDS.
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Balance Function
The AEVM signal conditioner uses engine vibration data

from flight history to calculate one-plane (fan) and
two-plane (fan and LPT) balance solutions. Use the LED
display and BITE switches to access the balance
function and to see the balance solutions.
AEVM MENU
The AEVM can detect signs of distress in the #4 bearing

by analyzing the frequency signatures sent from the #1
bearing vibration sensor. AEVM BITE or the aircraft
condition and reporting system (ACARS) is used to
monitor #4 bearing condition.
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LED DISPLAY
BITE SWITCHES (4)

YES NO
ENGINE VIBRATOR MONITOR

Type: EVM 280
P/N: 241-280-001-011
S/N: 0007
2000-01
BO no S362A001-1R
FSCM No: S3960
SWITZERLAND
MOD
RECORD
1 6 11 16
2 7 12 17
3 8 13 18
4 9 14 19
5 10 15 20
AEVM SYSTEM - AEVM SIGNAL CONDITIONER
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AEVM SYSTEM -- FUNCTIONAL DESCRIPTION
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General The program pins identify the engine model and the
customer options.
uses these inputs to calculate engine vibration levels: The AEVM signal conditioner uses the speed sensor
inputs and the vibration signals to calculate vibration
- N1 speed sensor levels for these engine components:
- N2 speed sensor
- No. 1 bearing vibration sensor - Low pressure compressor (LPC)
- Fan frame compressor case vertical (FFCCV) - High pressure compressor (HPC)
vibration sensor. - Low pressure turbine (LPT)
- High pressure turbine (HPT).
The highest engine vibration level for each engine
continuously shows on the common display system (CDS). The highest vibration signal continuously goes to the
DEUs on an ARINC 429 databus to show on the CDS. This
Vibration Sensors information also goes to the flight data acquisition
unit (FDAU). The FDAU sends the data to the flight data
The vibration sensors are self-exciting piezoelectric recorder.
crystals. The sensors supply a small electrical signal
output. The output level changes when the engine The signal conditioner holds vibration data for the
structure moves in a radial direction. The output last 32 flights in its non-volatile memory. A new
difference is proportional to the vibration level of flight starts when both engines are less than 45
the engine. percent N2 and one engine goes to more than 45 percent
N2. A flight ends when both engines are less than 45
A failed #1 bearing vibration sensor is removed and percent N2.
replaced during engine overhaul.
The signal conditioner contains #4 bearing vibration
AEVM Signal Conditioner algorithms developed by CFM. The algorithms are used to
monitor the #4 bearing for degradation.
The signal conditioner gets electrical power from the
115v ac transfer bus 2. An internal power supply The signal conditioner keeps AEVM system fault codes in
changes the input to 24v dc. its non-volatile memory.
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Use the BITE switches and the LED display on the signal
conditioner to navigate through its BITE menus. In-
flight vibration data can be viewed and it can be
erased. Use the AEVM signal conditioner to calculate an
engine balance solution.
An ARINC 429 data bus analyzer can also be used to

access and erase data.
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115V AC
TRANSFER DEU 1
BUS 2 POWER PROGRAM
ENG VIB SUPPLY PINS
MONITOR
P6-2 CONTROL CENTER
ARINC 429 DEU 2

VIBRATION
FFCCV VIBRATION CALCULATIONS
SENSOR
- N1 VIB BALANCE
WEIGHT
DATA
NO. 1 BEARING - N2 VIB FDAU
VIBRATION SENSOR
BALANCE
CALCULATION
- HIGH VIB
YES NO
RECORD
IN-FLIGHT
VIB DATA
MONITOR FOR
SYSTEM FAULTS
N1 SPEED SENSOR
RECORD AEVM SYSTEM

FAULT DATA
N2 SPEED SENSOR
AEVM SIGNAL CONDITIONER
AEVM SYSTEM - FUNCTIONAL DESCRIPTION
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AEVM SYSTEM -- AEVM SIGNAL CONDITIONER BITE - MAIN MENU
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General SELF TEST?
The LED display is normally off. The display comes on The SELF TEST? menu selection causes the AEVM signal
when any of the four BITE switches are pushed and both conditioner to do an internal self test.
engines are off. The display goes blank if one of these
happens: FAULT HISTORY?
- No action on the push-buttons for 5 minutes The FAULT HISTORY? menu selection shows the fault
- One or both engines start (maintenance) messages that are in non-volatile memory.
- YES switch is pushed at the TURN OFF DISPLAY? menu.
FLIGHT HISTORY?
The BITE main menu has these six items:
The FLIGHT HISTORY? menu selection shows the vibration
- SELF TEST? data for the last 32 flights (cycles) for each engine.
- FAULT HISTORY?
- FLIGHT HISTORY? BALANCE?
- BALANCE?
- AEVM Menu? The BALANCE? menu selection lets you do these tasks:
- TURN OFF DISPLAY?.
- See fan and LPT imbalance data for the last 6
The SELF TEST menu shows when the display first comes flights (cycles)
on. Push the YES push-button and the self-test starts. - See and modify balance weight information in AEVM
Push the NO switch and the next menu item shows. The non-volatile memory
BITE switches with the up arrow and down arrow are - Make the AEVM signal conditioner calculate the
inactive at this level of the BITE menu. balance solution for 1 plane (fan only)
- Make the AEVM signal conditioner calculate the
Always follow the fault isolation manual (FIM) balance solution for 2 planes (fan and low
procedure and any necessary AMM procedures during pressure turbine).
advanced engine vibration monitoring (AEVM) BITE.
AEVM MENU?
The AEVM MENU? gives access to the #4 bearing condition

monitoring data. CFM recommends checking this data
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after the first 30 flights of an engine and then every
150 hours of engine operation. The AEVM gives 4
reported levels of bearing health:
- Level 0, no message the system is operating

properly
- Level 3, inspect magnetic chip detectors (MCDs)
within 50-75 hours and repeat every 50-75 hours
- Level 2, schedule engine removal within 5 flights
or 25 hours
- Level 1, remove engine.
When level 3,2, or 1 are reported CFM recommends

inspection of the MCDs and a data download of the AEVM.
The results should be sent to CFM for evaluation.
The #4 bearing condition monitoring program is based on

recommendations from CFM and is not mandatory. An
operator following this program will be able to
identify an impending #4 bearing failure. This will
normally allow an engine change to be scheduled, rather
than having an engine failure disrupt an operators
flight schedule.
TURN OFF DISPLAY?
Push the YES switch to exit the BITE menu and then the
display goes blank. Push the NO switch to return to the
SELF TEST menu.
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ANY S E L F
YES NO
ONE YES
T E S T
?
NO
LED DISPLAY
FAULT
YES
HISTORY
BITE SWITCH (4) ?
YES NO
NO
FLIGHT
ENGINE VIBRATiOn MONITOR
YES
Type: EVM 280 HISTORY
241-280-001-011
P/N:
S/N: 0007
?
2000-01
BO no S362A001-1R
FSCM No: S3960 NO
SWITZERLAND
BALANCE
MOD
RECORD
YES
1 6 11 16
2
3
7
8
12
13
17
18
?
4 9 14 19
5 10 15 20 NO
NO
TURNOFF AEVM
FRONT PANEL
DISPLAY YES DISPLAY NO MENU YES
TURNS OFF ? ?
AEVM SIGNAL CONDITIONER
AEVM SYSTEM - AEVM SIGNAL CONDITIONER BITE - MAIN MENU
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AEVM SYSTEM -- AEVM SIGNAL CONDITIONER BITE - BALANCE MENU

General interior audible and tactile vibration or noise
reported during flight.
When the YES switch is pushed at the BALANCE? display
the first display is BALANCE ENGINE 1?. Push the YES
switch to get the balance menu for engine 1. Push the
No switch at this display to show the balance
information for engine 2.
Push the YES switch, from the BALANCE ENGINE 1? display

to go to the IMBAL. DATA READ? option. This option lets
you see vibration data for the last six flights. The
advanced engine vibration monitor (AEVM) signal
conditioner uses the data from one of these flights for
the balance calculations.
Use the WEIGHTS CONFIG.? option to review or change

engine balance weight data in AEVM non-volatile memory.
Use the BALANCE 1 PLANE COMPUTE? option to have the

AEVM supply a balance solution for the engine fan.
Use the BALANCE 2 PLANES COMPUTE? option to have the

AEVM supply balance solutions for the fan and the low
pressure turbine (LPT).
The purpose of this procedure is to reduce the

vibration level of the turbine rear frame (TRF). Most
engines are correctly balanced with the fan trim
balance procedure only. After the fan trim balance
procedure, it is optional and anticipated extremely
rare that this procedure is tried to reduce airplane
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S E L F
B A LA N C E B A LA N C E TU R N
T E S T
?
E N GI N E 1 NO E N GI N E 2 NO OF F
NO ? ? DI S P L A Y?
FAULT YES YES

HISTORY
?
NO YES
FLIGHT
HISTORY
?
NO
BALANCE I M B A L . W E I G HT S B A L A NC E B A L A NC E
D A T A NO C O N F I G . NO 1 P L AN E NO 2 P L AN E S
?
R E A D ? ? C O M P UT E ? C O M P UT E ?
NO
YES YES YES YES

AEVM NO
MENU
? YES
AEVM SYSTEM - AEVM SIGNAL CONDITIONER BITE - BALANCE MENU
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General functional. See the ALTER. ACCEL. WIRING - TIP page

that follows this section for more information on this
The AEVM menu is the specific menu for the Advanced part of the BITE menu.
Function of the unit. The AEVM divides itself into sub-
menus that follows:
- #4 BRG.
- CONFIG.
- DATA.
- ALTERN. ACCEL WIRING.
Push the YES switch at the AEVM? display in the main

menu to get access to the AEVM menu. Push the NO switch
to go to the next main menu, TURN DISPLAY OFF.
Use the #4 BRG? menu selection to display all #4

bearing maintenance messages for both engines in the
non-volatile memory.
Use the CONFIG? menu selection to review or change the

AEVM software and configuration table in the AEVM non-
volatile memory. See the CONFIG - TIP page that follows
this section for more information on this part of the
BITE menu.
Use the DATA? menu selection to review the flight

number and total duration for each engine. See the DATA
- TIP page that follows this section for more
information on this part of the BITE menu.
Use the ALTERN. ACCEL. WIRING? menu selection to

activate or deactivate the AEVM function which depends
on the number 1 bearing vibration sensor being
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S E L F
NO FRONT
T E S T TURN PANEL
? OFF YES
AVM PROGRAM DISPLAY
PINS DETECT DISPLAY? OFF
NO AN INCOMPATIBLE
AIRPLANE OR
ENGINE MODEL
FAULT
HISTORY
?
NO
NO
#4 BRG CONFIG DATA ALTERN.

FLIGHT ACCEL.
NO NO NO
HISTORY WIRING
? ? ? ? ?
NO
BALANCE YES
YES YES YES
NO
NO SEE #4 BRG SEE CONFIG SEE DATA SEE ALTERNATE
AEVM MENU PG IN MENU PG IN MENU PG IN ACCEL. WIRING
MENU YES THIS SECTION THIS SECTION THIS SECTION MENU IN THIS
? SECTION
AEVM SYSTEM - AVM SIGNAL CONDITIONER BITE - AEVM MENU - TRAINING INFORMATION POINT
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AEVM SYSTEM -
--AVM
AVMSIGNAL
SIGNALCONDITIONER
CONDITIONERBITE
BITE--#4
#4BRG
BRG--TRAINING
TRAININGINFORMATION
INFORMATIONPOINT
POINT
General
The Advanced Engine Vibration Monitor (AEVM) #4 bearing

menu will display all maintenance messages stored
inside non-volatile memory. Each maintenance message
provides the name of the algorithm that detected the
defect, the engine number, and the alarm level of the
defect.
Push and release the YES switch to view the #4 BRG

messages. If there are no #4 messages, the display will
show NO MSG. #4 BRG refers to the algorithm detecting
the fault, EX refers to the engine number where as E1
is engine number 1 and E2 is engine number 2. Y is the
bearing message level of 1, 2, or 3. Where level 1 is
the most critical and level 3 is the least critical.
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AEVM #4 BRG
MENU YES YES
?
?
#4 BRG #4 BRG
EX EX
NO NO MSG LEVEL 2
CONFIG
NO
? MSG 2/X
EX
LEVEL Y
NO
DATA
MSG X/X
? EX
LEVEL Y
NO
ALTERN.
ACCEL.
WIRING REPEAT
NO MESSAGES YES
?
?
AEVM SYSTEM - AVM SIGNAL CONDITIONER BITE - #4 BRG - TRAINING INFORMATION POINT
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AEVM SYSTEM -- AEVM

AVM SIGNAL
SYSTEMCONDITIONER
- AVM SIGNAL
BITE
CONDITIONER
- CONFIG BITE
- TRAINING
- CONFIG
INFORMATION
- TRAINING
POINT
INFORMATION POINT
General
The config menu will display the part numbers of the

AEVM software and configuration table.
Push and release the YES button at the CONFIG? to show

the config menu on the front display of the AVM signal
conditioner. Push the NO button to go to the next menu.
MAIN SW 249-109-000-SSS is the part number of the main
software, where SSS gives the software version. DPS SW
249-110-000-SSS is the part number of the DPS software,
where SSS gives the software version. CONIG TBL 249-
113-000-SSS is the part number of the DSP configuration
table, where SSS gives the configuration table version.
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AEVM #4 BRG
MENU YES
?
?
NO
CONFIG MAIN SW
YES 249-109-
000-SSS
? NO
NO
DSP SW
DATA
249-110-
NO 000-SSS
?
NO
CONF TBL
ALTERN. NO 249-113-
ACCEL. 000-SSS
WIRING
?
AEVM SYSTEM - AVM SIGNAL CONDITIONER BITE - CONFIG - TRAINING INFORMATION POINT
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AEVM SYSTEM -
--AVM
AVMSIGNAL
SIGNALCONDITIONER
CONDITIONERBITE
BITE--DATA
DATA--TRAINING
TRAININGINFORMATION
INFORMATIONPOINT
POINT
General
Push the YES switch at the DATA? display in the AEVM

MENU to get access to the DATA menu. Push the NO switch
to go to the next menu.
The DATA menu displays the flight number and the total
flight duration for each engine. E1 is engine number 1
and E2 is engine number 2, NBXXXXXX corresponds to the
total number of flights done since last History Erase.
In the duration menu, hhhhh:mm corresponds to the
cumulated duration of all flights done since the last
History Erase, where hhhhh represents the hours and mm
represents the minutes.
NOTE: Use the Ground Support Software (GSS) to Erase

the History of the AAVM. See the AMM II 71-31 for
more information on the Ground Support System
(GSS).
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AEVM #4 BRG
YES
? E1
? FLIGHT
NBXXXXXX
NO
NO
CONFIG
E2
NO FLIGHT
? NBXXXXXX
NO
DATA
E1
YES DURATION
NO
? HHHHH:MM
NO
ALTERN. E2
ACCEL. DURATION
WIRING HHHHH:MM
NO
?
AEVM SYSTEM - AVM SIGNAL CONDITIONER BITE - DATA - TRAINING INFORMATION POINT
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AEVM SYSTEM --
- AVM
AVMSIGNAL
SIGNALCONDITIONER
CONDITIONERBITE
BITE--ALTERN
ALTERNACCEL
ACCELWIRING
WIRING--TRAINING
TRAININGINFORMATION
INFORMATIONPOINT
POINT
General
The Alternate Accelerometer Selection Menu allows you

to select between Standard or the Alternate
Accelerometer.
EX is the engine number, E1 is engine number 1 and E2 is

engine number 2. The standard accelerometer is the
number 1 bearing vibration sensor, the Alternate
accelerometer is not an option for this airplane. If
the number 1 bearing sensor on the engine is
disconnected, use the Accel discon. Selected. The AEVM
is active only if the number 1 bearing vibration sensor
is connected.
NOTE: This menu is used to activate or deactivate the

AEVM function which depends on the number 1
bearing sensor being functional. The selection
options are Standard, Alternate or Disconnected.
Select Yes for the menu option that matches the
existing sensor condition. The default
configuration is Standard Accelerometer
Selected.
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ENGINE 1 ENGINE 2
AEVM #4 BRG ACCEL. NO ACCEL. NO
MENU CONFIG. ? CONFIG. ?
YES
?
? YES YES
EQUIVALENT TO
NO
ENGINE 1 MENU
E1 ACCEL
CONFIG STANDARD E1 ACCEL
SELECT ? YES STANDARD NO
SELECTED
?
NO
NO E1 ACCEL
ALTERN. E1 ACCEL
DATA SELECT ? YES ALTERN. NO
SELECTED
NO
?
E1 ACCEL
NO DISCON. E1 ACCEL
SELECT ? YES DISCON. NO
ALTERN. SELECTED
ACCEL. NO
WIRING YES
?
GO TO DISPLAY
OF SELECTED
ACCELEROMETER
AEVM SYSTEM - AVM SIGNAL CONDITIONER BITE - ALTERN ACCEL WIRING - TRAINING INFORMATION POINT
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ENGINEERING TRAINING TRAINING PURPOSE ONLY

THIS COURSE NOTES IS INTENDED FOR TRAINING

THE INFORMATION IT CONTAINS IS AS ACCURATE AS

WHERE THE INFORMATION CONTAINED IN THIS COURSE NOTES IS AT VARIANCE WITH

ENGINEERING TRAINING TRAINING PURPOSE ONLY

ENGINEERING TRAINING TRAINING PURPOSE ONLY

ENGINEERING TRAINING TRAINING PURPOSE ONLY

ATA 31 - COMMON DISPLAY SYSTEM

ENGINEERING TRAINING TRAINING PURPOSE ONLY Page : 1

MASTER CAUTION SYSTEM -- INTERFACES

The MASTER CAUTION ANNUNCIATOR CONT 2 circuit breaker

ENGINEERING TRAINING TRAINING PURPOSE ONLY Page : 2

ENGINEERING TRAINING TRAINING PURPOSE ONLY Page : 3

MASTER CAUTION SYSTEM -- SYSTEM SUMMARY

This page is for reference.

ENGINEERING TRAINING TRAINING PURPOSE ONLY Page : 4

OVERHEAT/FIRE APU IRS APU

MASTER CAUTION SYSTEM - SYSTEM SUMMARY

ENGINEERING TRAINING TRAINING PURPOSE ONLY Page : 5

CDS -- POWER INTERFACES

- Left outboard display unit

The 28v dc bus 2 supplies power to these components:

- Right outboard display unit

The 28v dc hot battery bus also supplies power to the

The DEU also uses the hold up voltage to do a shut down

ENGINEERING TRAINING TRAINING PURPOSE ONLY Page : 6

ENGINEERING TRAINING TRAINING PURPOSE ONLY Page : 7

CDS -- DISPLAY ELECTRONICS UNIT INTERFACES

Each display electronics unit (DEU) has one graphics

The coax coupler is a one-to-six splitter. The six

Each DU has an address that is set by program pins to

ARINC 429 Status Bus

Each DU sends configuration and status data back to the

ENGINEERING TRAINING TRAINING PURPOSE ONLY Page : 8

FROM L ARINC TO DEU 1

CDS - DISPLAY ELECTRONICS UNIT INTERFACES

ENGINEERING TRAINING TRAINING PURPOSE ONLY Page : 9

CDS -- DEU - FUNCTIONAL DESCRIPTION

The processor CCA contains two independent processors.

ENGINEERING TRAINING TRAINING PURPOSE ONLY Page : 10

INPUT/OUTPUT #1 CCA PROCESSOR CCA

INPUT/OUTPUT #2 CCA GRAPHICS GENERATOR CCA

CDS - DEU - FUNCTIONAL DESCRIPTION

ENGINEERING TRAINING TRAINING PURPOSE ONLY Page : 11

CDS -- TRAINING INFORMATION POINT - SOFTWARE LOADING

- Operational software Software Loading

There are different types of display units for the

ENGINEERING TRAINING TRAINING PURPOSE ONLY Page : 12

DATA LOAD SELECTOR

DATA LOADER CONTROL PANEL

CDS IDENT/CONFIGURATION PAGE

1 OPTIONAL SYSTEMS NOT ACTIVE

ENGINEERING TRAINING TRAINING PURPOSE ONLY Page : 13

Compatibility Checks Training Information Point

Operation to Download BITE Data

The DEU can do a download of BITE data to a diskette.

To do a download of BITE data, put the diskette in the

ENGINEERING TRAINING TRAINING PURPOSE ONLY Page : 14

DATA LOAD SELECTOR

DATA LOADER CONTROL PANEL

CDS IDENT/CONFIGURATION PAGE