ULTIMA ACTUALIZACIÓN
25/11/2006 13:38
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APUNTES B732 |
ULTIMA ACTUALIZACIÓN
25/11/2006 13:38
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ESTAS SON PAUTAS GENERALES QUE DE NINGUNA MANERA SUSTITUYEN LOS PROCEDIMIENTOS CONTENIDOS EN EL FCOM.
737-200 AIRCRAFT NOTES PART 1.
Notes Prepared from B737-200/P&W JT8D MM Between 12th June 1994 to 10th October 1994.
Autor:Mr Meljoe Ferreira
IF THERE IS A CAN SHIFT IT WILL LEAD TO SLOW ACCELERATION. THE TIME TAKEN TO ACCELERATE FROM IDLE TO T/O PWR WILL BE MORE.
NORMALLY ENGINE SHOULD ACCELERATE TO IDLE RPM WITHIN 2 MINS, OTHERWISE MOVE START LEVER TO CUT-OFF.
MAINTENANCE -9A/17A
1ST HSI --- 5500 CYCLES
H.M. --- 10,400 CYCLES
2ND HSI --- 16,000 CYCLES
SUBJECT TO NOT MORE THAN 5500 CYCLES FROM H.M.
T.B.O. --- 18,000 CYCLES
LIFE DEVELOPMENT PROGRAMME
1ST HSI --- NIL
H.M. --- NIL
2ND HSI --- 16,000 CYCLES
T.B.O --- 21,000 CYCLES
NOZZLE COKE CLEARANCE:- IN-SITU CHECK EVERY ALTERNATE CHK C OR 1000 HRS.
APU LIFE:-
T.B.O --- 3000 RUNNING HRS OF A.P.U.
O/H --- 3000 / 1.8 FLT HRS.
LIFE DEVELOPMENT --- 3500 APU HRS.
PNEUMATIC STARTER DUTY CYCLE:-
NORMAL:- 30 SECS ON, 60 SECS OFF.
SLOW STARTING ENGINE:- 60 SECS ON, 60 SECS OFF. [35-45% N2 RPM].
EXTENDED DUTY CYCLE CAN BE REPEATED ONCE AND THEN COOLING PERIOD GIVEN.
FOR MOTORING:- 2 MINS ON, 5 MINS OFF.
-9A ENGINE N1 N2
OPERATING LIMIT 100.1% 100%
OVERSPEED LIMIT 104.4% 102.5%
-17/17A ENGINES
OPERATING LIMIT 102.4% 100%
OVERSPEED LIMIT 104.4% 102.5%
IF ACTUAL SPEED MORE THAN OPTG LIMIT BUT LESS THAN O/S LIMIT THEN:-
1.VISUALLY INSPECT ENGINE.
2.CHECK FOR FREEDOM OF ROTATION OF BOTH ROTORS.
3.DETERMINE CAUSE OF OVERSPEED.
CONTINUE ENGINE IN SERVICE IF EVERYTHING FOUND SATISFACTORY.
IF ACTUAL SPEED > O/S LIMITS:-
1.REMOVE ENGINE AND SEND FOR OVERHAUL.
OIL LIMITATION
IF CHIP DETECTOR IS FOUND MISSING AT OUTSTATION A/C CAN BE FLOWN TO BASE BY QC PERMISSION.
OIL CAPACITY:- 4.5 U.S.GALLONS.
MOBILE JET II OR PWA 521 SPEC.
OIL SERVICING:-WITHIN 30 MINS OF ENGINE SHUT DOWN, SERVICED TO 3 USG MARK [2.25 TO 3.25 ACCEPTABLE]
OIL FILTER:- 10 TO 15 MICRON DISPOSABLE TYPE.
OIL CONSUMPTION
NORMAL:- 1.5 TO 2 US PINTS/HR.
MAXIMUM:-
FOR #4 LABRYNTH SEAL --- 0.5 USG/HR.
FOR #4 CARBON SEAL --- 0.25 USG/HR.
INVESTIGATE IF OIL CONSUMPTION IS MORE.
BREATHER PRESSURE LIMIT:-
IT IS THE DIFFERENCE OF PRESSURE AT GEARBOX AND OUTLET OF BREATHER PORT.
BREATHER PRESSURE CHECKED AT T/O EPR.
IF B.P. IS HIGH:-IT INDICATES INEFFICIENT SEALING ie MIXING OF HOT AIR WITH OIL WHICH INCREASES SPECIFIC VELOCITY BUT DECREASES SPECIFIC DENSITY.
MAX BREATHER PRESSURE:-
1.#4 BEARING WITHOUT CARBON SEAL
-9A ENGINE --- 3.1 PSIG OR 8" OF Hg.
-17A ENGINE --- 4.2 PSIG OR 8.5" OF Hg.
2.#4 CARBON SEAL BEARING.
OIL PRESSURE
1.NORMAL:-40 TO 50 PSI.
2.IF OIL PRESSURE < 40 BUT >/ 35 PSI, INVESTIGATE AND RECTIFY THE SNAG BEFORE
RELEASING THE AIRCRAFT.
3.IF OIL PRESSURE < 35 PSI, SHUTDOWN ENGINE IMMEDIATELY [OR IN FLIGHT REDUCE THRUST TO MIN]
OIL TEMPERATURE
CONT OPTG LIMIT MAX
-9A 120øC 157øC
-17/17A 130øC 165øC
[A] IF OIL TEMP IS MORE THAN CONTINUOUS OPTG LIMIT BUT EQUAL TO MAX LIMIT FOR A PERIOD NOT MORE THAN 15 MINS:-
1.DETERMINE CAUSE AND RECTIFY.
2.CONTINUE IN SERVICE.
[B] OIL TEMP > CONTINUOUS OPTG LIMIT FOR MORE THAN 15 MINS:-
1.DRAIN OIL
2.CHK OIL FILTERS + MAG CHIP DETECTER.
3.RECTIFY SNAG AND CONTINUE IN SERVICE.
[C] OIL TEMP > MORE THAN MAX LIMIT SEND FOR OVERHAUL.
NO ACTION REQUIRED IF OIL TEMP > CONT OPTG LIMIT BUT \< MAX LIMIT FOR A PERIOD NOT EXCEEDING 15 MINS WHEN THROTTLE IS RETURNED AT THE END OF CRUISE AND START OF DESCENT.
VIBRATION LIMITS:-
TEST BED LIMITS
INLET --- 2 UNITS
TURBINE --- 1.5 UNITS
IF EXCESSIVE VIBRATION REPORTED, CHK THE FOLLOWING:-
1.QUAD RING ON CSD.
2.QUAD RING ON FCU.
3.TIGHTNESS OF ENGINE MOUNT.
4.MOUNTING OF HYDRAULIC PUMP FOR LOOSENESS.
5.INLET COWL FOR LOOSENESS.
6.THRUST REVERSER DOOR OPEN AND DAMAGE.
7.REMOVE,CLEAN VIBRATION PICKUP PLUGS.
8.INLET AND EXHAUST AREA FOR DAMAGE.
EGT LIMITATIONS:-
T/O -9A 590øC
-17/17A 650øC
MAX CONT -9A 545øC [TO BE USED ONLY
-17/17A 610øC DURING EMERGENCY]
MAX CRUISE -9A 520øC
-17A 580øC
IDLE NO LOAD 420øC
WITH LOAD 480øC
STARTING -9A [OAT < 15øC] 350øC
[OAT > 15øC] 420øC
-17 550øC
-17A 575øC
THESE TEMP ARE TIME LIMITED TO MOMENTARILY [NOT EXCEEDING 15 SEC] FOR STARTING.
IF MAX ALLOWABLE STARTING TEMP IS EXCEEDED, SHUTDOWN ENGINE AND INSPECT IN ACCORDANCE WITH CHAPTER 72 OF MM.
STARTING PERIOD ENDS WHEN N2 STABLIZES.
ACCELERATION
-9A 590øC
-17A 650øC
THESE ARE TRANSITORY EGT INDICATION. EGT MUST STABLIZE WITHIN 2 MINS.
FUEL/OIL LEAKAGE:-
CLEAN SUSPECTED AREA
FOR OIL LEAKS RUN ENGINE FOR 5 MINS AT T/O EPR.
FOR FUEL LEAKS RUN ENGINE AT T/O FOR 5 MINS, SHUTDOWN MONITOR FUEL BOOST PRESSURE TO MAIN FUEL PUMP INLET. SUSPECTED AREA MUST BE CLEANED AND INSPECTED AFTER 15 MINS.
1.STAIN 1 «" AFTER 15 MINS.
2.SEEP 4" AFTER 15 MINS.
3.HEAVY SEEP 6" AFTER 15 MINS.
4.RUNNING LEAK CONTINUOUS.
NOTE:- LEAK IS NORMALLY ALLOWED FROM
1.UPPER/LOWER WING SURFACES
2.FRONT AND REAR SPARS
3.DRY BAY
NO LEAK ALLOWED FROM WING CENTER SECTION.
PNEUMATICS SYSTEMS:-
ENGINE BLEED :- 62 PSI,450øF
APU :- 36PSI,442øF
GRD CART :- 60 PSI,450øF
EACH PACK :- 80 lbs/min
ENG STARTING :- 110 lbs/min
WING ANTI-ICING :- 120 lbs/min
APU BLEED VALVE :- MODULATING TYPE, SOLENOID CONTROLLED. MSOV WILL START CLOSING AT 65% N2 RPM AND DUCT PRESSURE 20 PSI.
EGT:-
-9A ENGINE:-ON COLD DAY,IF EGT IS 420øC REGARDLESS OF DURATION:-
1.DETERMINE CORRECT CAUSE OF OVERTEMP.
2.ENTER INTO ENG LOG.
3.VISUALLY INSPECT EXTERIOR OF ENGINE AND INTERIOR OF EXHAUST DUCT.
NOTE:-UPTO 455øC ABOVE PROCEDURE TO BE FOLLOWED.
IF 590øC PERFORM HSI.
T/O EGT 590øC.
ACCN EGT 590øC.[2 MINS].
1.UPTO 590øC NO MAINTENANCE REQUIRED AS PER MM.
2.BETWEEN 590 TO 620øC WITH DURATION OF 5 SECS OR LESS:-
A.DETERMINE CAUSE OF OVERTEMPERATURE.
B.VISUALLY CHECK EXH DUCT FOR BURNING CONDITION, METAL PARTICLES.
C.INSPECT ENG INLET FOR EVIDENCE OF BLADE OR VANE DAMAGE.
-17A ENGINES:-
START EGT:- 575øC
T/O EGT:- 650øC
ACCn:- 660øC
START EGT 575øC:- NO ACTION REQUIRED.
T/O EGT 650øC:- NO ACTION REQUIRED.
ACCn EGT 650øC:- [LESS THAN 2 MINS] NO ACTION REQUIRED.
[MORE THAN 2 MINS] PERFORM H.S.I.
THROTTLE STAGGER:-
THROTTLE STAGGER OF 1-1/2 KNOBS OR LESS MUST BE CORRECTED AT THE EARLIEST POSSIBLE TRIM OPPORTUNITY.
MORE THAN 1-1/2 KNOBS MISALIGNMENT AT T/O PWR SHOULD BE CORRECTED BEFORE RELEASING AIRCRAFT FOR FLIGHT.
F.O.D:-
1.INSPECT 1st STAGE BLADES FOR SHINGLING, IF ANY CRACKS ON THE BLADES DETECTED, REPLACE AFFECTED BLADES [BLADES COME IN SETS OF THREE].
2.NO DAMAGE ALLOWED AT OR NEAR MIDSPAN SHROUD AND ROOT AREA.
3.UNSHINGLING DONE WITH A WOODEN BLADE. SHINGLED BLADES MUST BE REPLACED WITHIN 20 FLT HRS.
4.CHECK INLET/EXHAUST AREA FOR ANY DAMAGE.
5.CHECK Pt2 PROBES,Tt2 PROBES FOR DAMAGE OR BLOCKAGE.
6.CHECK CSD OIL COOLER FOR DAMAGE, BLOCKAGE.
7.BLOW CDP LINE.
8.CARRY OUT SOFT INJECTION INSPECTION SCHEDULE.
9.CARRY OUT ENGINE GROUND RUN-UP AND MONITOR ALL PARAMETERS WITHIN LIMITS
[ESPECIALLY INLET AND TURBINE VIBRATION]
CSD IN TEMP GAGE GIVES INDICATION OF CSD OIL COOLER CONDITION.
IF ENGINE START WAS ABORTED DUE TO HUNG START:-
1.CHK TURBOFAN VALVE AND AIR PURGE VALVE [IF THEY ARE OPEN WITH PACKS OFF THE BLEED PRESSURE MAY NOT BE SUFFICIENT FOR ENGINE STARTING]
2.MANUALLY CLOSE THE TURBOFAN VALVE FOR ENGINE STARTING.
HIGH OIL PRESSURE:-SENSE LINE TO PRV MAY BE OBSTRUCTED/BLOCKED.
ENGINE STARTS NORMALLY BUT DOSE NOT ACCELERATE TO IDLE [HUNG START]:-
1.AIR ENTRAPPPED IN FCU. MOVE THROTTLE FWD.
2.CDP SENSE TO FCU BLOCKED/LEAK.
3.SURGE BLEED VALVE OPEN.
4.P & D VALVE.
5.PNEUMATIC STARTER CUTOUT.
BIRD STRIKE INSPECTION:-
1.EXAMINE WINGS, NACELLES, STRT, HORIZONTAL AND VERTICAL STABLIZER. L/E FOR DAMAGE, FASTNER HOLE ELONGATION, TEAR OUT ,CRACKS ETC. CHECK WING L/E AND T/E STRUCTURE PANELS, BOTH SIDES HONEYCOMB PANELS FOR CRACKS, DELAMINATION ETC.
2.CHECK L/E AND T/E FLAPS MECHANISM FOR DISTORTION, CRACKS, MISALIGNMENT ETC.
3.CHECK CONTROL SURFACES FOR FREE AND FULL MOVEMENT, DISTORTION, BINDINGS, PULLED FASTNERS.
4.CHK NOSE AND MAIN GEAR DOORS AND LINKAGE.
5.COCKPIT WINDOWS FOR DELAMINATION OR CRACKS.
6.CHK RADOME AND FWD BODY NOSE SECTION FOR DAMAGE.
7.EXAMINE NOSE COWL AND NOSE DOME ON THE ENGINE FOR DENTS, CRACKS, BUCKLING, PULLED OR MISSING FASTNERS, DAMAGE TO Pt2,Tt2 PROBES ETC.
8.EXAMINE ENGINE FOR BENT, CRACKED OR BROKEN FAN AND COMPRESSOR BLADES ,EGT PROBES,PT7 PROBES, OIL LEAKS, PLUGGED RAM AIR INLETS, CSD OIL COOLER, PLUGGED PS3 FILTER ETC.
9.INLET AND EXHAUST AREAS FOR GRD CONDITION. IF ENGINE APPEARS SERVICEABLE OPERATE ENGINE ENSURE THAT T/O PWR AVAILABLE AND RECORD ALL ENGINE PARAMETERS INCLUDING INLET AND TURBINE VIBRATIONS.
MOTORING ENGINE:-
REQUIREMENTS
1.UNSATISFACTORY START TO CLEAR THE ENGINE OF TRAPPED FUEL AND VAPOURS.
2.TO BLEED AND DEPRESSURISE THE ENGINE FCU.
3.TO PRESERVE THE CSD.
STARTER DUTY CYCLE:-2 MINS ON,5 MINS OFF.
IF THE STARTER SWITCH IS RETURNED TO OFF PRIOR TO END OF MOTORING RUN, IT MUST NOT BE ENGAGED UNTIL 30 SECS AFTER ENGINE AND STARTER HAVE STOPPED ROTATING.
DURING MOTORING CHECK:-
1.N1 AND N2 INDICATORS FOR CORRECT READING.
2.OIL PRESSURE INDICATORS [TOWARDS END OF MOTORING RUN, THE LOP LT SHOULD GO OFF].
BREATHER PRESSURE:-
BREATHER PRESSURE BETWEEN 5.1 TO 7.1" Hg:- CARRY OUT B.P.CHECK EVERY 500 HRS.
BREATHER PRESSURE > 7.13" OF Hg [3.5 PSI]:-REPEAT WITH BREATHER DUCT
REMOVED,IF STILL HIGH CHANGE ENGINE.
BREATHER PRESSURE CHK:- [C/O EVERY 1000 HRS]
B.P.CHECK HAVE TO BE CARRIED OUT WHENEVER A SNAG OF HIGH OIL PRESSURE/TEMPERATURE, OR EXCESSIVE OIL CONSUMPTION IS REPORTED AND CARBON SEAL FAILURE IS SUSPECTED. IT GIVES A FAIR IDEA OF INTERNAL CONDITION OF ENGINE.
1.DISCONNECT BREATHER DUCT FROM ENG GEARBOX.
2.REMOVE OIL TANK CAP AND FIT A PRESSURE GAGE 0 TO 30 PSIG.
3.START ENGINE AND STABLIZE AT IDLE FOR 5 MINS. ACCELERATE TO T/O PWR SLOWLY. RECORD B.P. READING FROM THE GAGE AFTER 2 MINS AT T/O PWR
4.COMPARE IT WITH MAXIMUM LIMIT
MAX LIMIT
JT8D-9A ENGINE 8.0 in Hg [4 psi]
[WITHOUT #4 CARBON SEAL][PRE SB 5250]
JT8D-17/17A ENGINE
[WITHOUT #4 CARBON SEAL] 8.5 in Hg [4.25 psi]
ALL JT8D ENGINES
[WITH #4 CARBON SEAL] 7.13 in Hg [3.5 psi]
DO NOT RETURN THE ENGINE TO SERVICE IF IT HAS HIGH BP WHICH IS AN INDICATION THAT HIGH TEMP, HIGH PRESSURE AIR MAY BE LEAKING INTO BEARING COMPT CREATING A POTENTIALLY DANGEROUS SITUATION. TO MINIMIZE AIRCRAFT SKIDDING WHEN ENGINES ARE OPERATING AT HIGH POWER ENSURE AIRCRAFT SATISFIES MINIMUM GROSS WT REQUIREMENTS.
THRUST CONDITION MIN GROSS WT
1.ONE ENG AT T/O PWR 79,000 lbs
OTHER AT 1.2 EPR
2.BOTH ENGS AT 80% T/O EPR 63,000 lbs
3.BOTH ENGS AT T/O PWR 79,000 lbs
COMBUSTION CHAMBER CASE RUPTURE:-
OPERATIONAL INDICATOR FOR COMBUSTION SECTION DISTRESS.
1.SLOW START [>30 SECS FROM LIGHT OFF TO IDLE]
2.SLOW ACCELERATION ABOVE IDLE.
3.EXCESSIVE AND REPETITIVE THROTTLE STAGGER.
4.LOW IDLE SPEED.
NORMAL JT8D ENGINE START TIME:-
22 SECONDS [SPOOLING FROM LIGHT OFF TO IDLE]. MAX ALLOWABLE IS 30 SECONDS.
SLOW ACCELERATION:-
WITH BOTH ENGINES PROPERLY TRIMMED, WHEN THRUST LEVER IS ADVANCED TO MID THROTTLE POSITION THEY SHOULD STABLIZE WITHIN 3 SECONDS OF EACH OTHER.
T.C. B-24/B-16 OF 1990
LOSS OF OIL FROM MAIN GEARBOX PARTING SURFACES BECAUSE OF G/B STUD GETTING LOOSE. CHECK FOR PHYSICAL PRESENCE OF ALL G/B STUDS DURNG CHK B IF STUD OBSERVED TO BE LOOSE, NO ATTEMPT TO RECTIFY OIL LEAK BY TIGHTENING G/B STUD OR EXTERNAL NUT SHOULD BE MADE [OVER-TIGHTENING MAY CAUSE DAMAGE IN MAGNESIUM PARENT MATERIAL.
A.LOW OIL PRESSURE:-
1.CHK OIL QTY.
2.CHK OIL PRESSURE INDICATOR, TRANSMITTER, ELECTRICAL CONNECTIONS. CHK FOR RESTRICTING ORIFICE PLUGGING.
3.CHK PR RELIEF VALVE. DRAIN OIL, REMOVE OIL PR RELIEF VALVE. EXAMINE FOR SEAL DAMAGE. INSPECT VALVE FOR INTERNAL BINDING.
4.DEFECTIVE MAIN OIL PUMP. REMOVE PUMP, CHK PACKING FOR DAMAGE. CHK PUMP CASING FOR SCORING. CHANGE PUMP IF DEFECTIVE.
B.HIGH OIL PRESSURE:-
1.CHK OIL PR INDICATOR, Tx, ELECT CONN AND RESTRICTION ORIFICE FOR PLUGGING.
2.CHK PR RELIEF VALVE, DRAIN OIL, REMOVE PRV, CHECK PACKINGS CHANGE VALVE IF INTERNAL BINDING OBSERVED.
3.CHK FOR OBSTRUCTION IN PR SENSE LINE [BY BLOWING WITH NITROGEN]
4.CARRY OUT BREATHER PR CHK. REPLACE ENGINE IF B.P. BEYOND LIMIT.
C.FLUCTUATING OIL PRESSURE:-
1.CHK OIL PR INDICATOR, Tx, ELECT CONN.
2.CHK FOR DEFECTIVE PRV.
3.CHK FOR MISSING RESTRICTOR ORIFICE IN PR LINE TO Tx.
4.CHK OIL QTY.
D.OIL PRESSURE FOLLOWING THROTTLE:-
1.DEFECTIVE OIL PRV.
E.OIL FILTER BYPASS LT COMES ON:-
1.DEFECTIVE INDICATION SYSTEM [LOP S/W, INDICATING AMBER LT +ELECTRICAL CONN].
2.MAIN OIL FILTER CLOGGED. IF FILTER CLOGGED, REPLACE WITH NEW FILTER CARRY OUT GRD RUN AT PP FOR SEVERAL MINS ACCELERATE SEVERAL TIMES. CHK OIL FILTER AFTER SHUTDOWN, FILTER CLEAN RELEASE THE AIRCRAFT, IF NOT CLEAN REPEAT THE PROCESS WITH NEW FILTER. IF STILL NOT CLEAN SEND ENGINE FOR INVESTIGATION.
3.CHK ALL 4 MAGNETIC CHIP DETECTORS [MCD] IF METAL PARTICLES FOUND RECHECK AFTER 25 HRS/50 HRS. IF METAL PARTICLES FOUND AGAIN SEND ENGINE FOR OVERHAUL.
4.TAKE OIL SAMPLE FOR SOAP [SPECTROMATIC OIL ANALYSIS PROGRAMME] TEST.
5.PERFORM BREATHER PRESSURE CHECK.
F.HIGH/FLUCTUATING OIL TEMPERATURE:-
1.CHK FOR LOW OIL QTY.
2.DEFECTIVE TEMP INDICATOR, TEMP BULB OR ELECT CONN, REMOVE TEMP BULB AND HOLDIN AIR, GAGE SHOULD READ AMBIENT TEMP.
3.FUEL DEICING VALVE STUCK OPEN. START ENGINE RAISE PWR TO 1.4 EPR, OPEN FUEL DEICING VALVE, CHK FOR 0.02 TO 0.03 EPR DROP AND OIL TEMP RISE IF NO EPR DROP OR OIL TEMP RISE OBSERVED CHANGE FUEL DEICING VALVE.
4.FCOC BYPASS VALVE OPEN. INSTALL PRESSURE GAGE [0 TO 1000] BEFORE FCOC.START ENGINE DIFF OIL PRESSURE READING ON COCKPIT GAGE AND GAGE ON THE ENGINE OF 34 PSI SHOWS FCOC CLOGGED, REPLACE IT.
5.CHK OIL SYSTEM FOR CONTAMINATION.
a]CHECK OIL FILTER.
b]CHK OIL MCD FOR METAL PARTICLES.
c]CHK FOR OIL DISCOLOURATION, SEND SAMPLE FOR SOAP TEST.
d]PERFORM BREATHER PRESSURE CHECK, REPLACE ENGINE IF BP ABOVE LIMITS.
G.EXCESSIVE OIL CONSUMPTION:-
1.EXTERNAL TUBING LEAKAGE,CHK OIL PR BEARINGS AND BREATHER LINES FOR OIL LEAKS.
2.OIL DISCHARGE AT OVERBOARD BREATHER PORT.CHK FOR OVERSERVICING AND DE-OILER SEAL FOR DAMAGE.
3.CHK FOR OIL LEAKAGE AT G/B PARTING SURFACE,G/B ACC DRIVE [COMPONENT] SEALS.
4.OIL WETTING IN GASPATH, INSPECT INLET AND EXHAUST AREA FOR OIL WETTING. DISASSEMBLE ADJACENT BEARING AREAS AND CHK FOR CARBON SEAL FAILURE [O/H].
5.CARRY OUT BREATHER PR CHK HIGH BP WILL CAUSE EXCESSIVE OIL CONSUMPTION. BLEED SYSTEM
H.BLEED NON OPERABLE OR OFF SCHEDULE.
1.CHK PRBC VENT SCREEN FOR CLOGGING.
2.CHK PRBC TUBES FOR LEAKS,CRACKS,TIGHTNESS[PS3,PT2 AND PS4 TUBINGS].
3.CHK PS3 FILTER FOR CONTAMINATION.
4.DEFECTIVE BLEED VALVES. DISCONNECT BV ACTUATING PR [PS4] LINE AT DIFFUSER CASE AND CONNECT TEST HOSE. BLOW AIR INTO TEST HOSE WITH MOUTH AND LISTEN FOR BLEED VALVE CLOSURE NOISE.IF NO CLOSURE NOISE HEARD BUT PRESSURE BUILDUP INDICATES PS4 LINE OK THEN REPLACE ENGINE AS BLEED VALVE INOPERABLE. SIMILIARLY CHK 13TH STAGE BLEED VALVE [SB5425].
5.INADEQUATE/EXCESSIVE PS3 SENSE PRESSURE,CONNECT 0 TO 50 PSIG GAGE TO PS3 TEST PORT,START ENGINE,ACCELERATE TO N1 JUST ABOVE BV CLOSING,PR SHOULD BE 4 TO 6 PSI.
6.DEFECTIVE PRBC,IF BV DOES NOT OPERATE OR ARE OFF SCHEDULE AND CHK 1 TO 5 SHOWS A DEFECT THEN PRBC IS FAULTY.
7.DEFECTIVE START BLEED CNTRL VALVE [POST SB 5425].DISCONNECT BOTH INLET AND OUTLET LINES, CONN NITROGEN PR BOTTLE AND RAISE PR TO 17 TO 25 PSI AND CHECK FOR RISE IN PRESSURE AT OUTLET LINE DUE OPENING OF START BLEED CNTRL VALVE, IF NOT REPLACE IT.
INDICATION SYSTEM
I.EPR INDICATION FLUCTATION:-
1.CHK FOR LOOSE PT2 LINE CONNECTIONS IN NOSE CONE AND INLET CASE STRUT CONNECTOR PACKING FOR CONDITION.
2.LOOSE CONN IN PT2,PS3 OR PS4 LINES TO PRBC.
3.BROKEN INLET CASE PT2 LINE.CHK FOR LEAKS.
J.EPR DROPS EXCESSIVELY WHEN ANTI ICE IS SELECTED.
1.LOOSE/PLUGGED PT2 PASSAGE IN NOSE DOME.
2.DEFECTIVE ANTI ICE SOV OR ACTUATOR.
K.LOW EPR-EGT REACHES REDLINE BEFORE ENGINE REACHES REQD EPR.
1.DEFECTIVE EPR INDICATING SYSTEM.
2.DEFECTIVE EGT INDICATING SYSTEM.
3.PT7 LINE LOOSE AT EXHAUST CASE.
4.OBSTRUCTED PT7 LINE TO EPR Tx.DISCONNECT LINES AND BLOW WITH NITROGEN PRESSURE.
5.OBSTRUCTED PT7 PROBES/MANIFOLD.BLOW THEM WITH 10 PSI NITROGEN PR AND FEEL FOR AIRFLOW AT PT7 PROBE.
6.LEAKING PT7 SYSTEM.
L.NO N1 OR N2 INDICATION.
1.CHK COMPRESSOR ROTOR FOR FREE ROTATION.CHK INLET AND EXHAUST AREA FOR DAMAGE FROMROTOR SEZIURE.
2.DEFECTIVE INDICATOR OR TACHOGENERATOR.
NOTE:- TO SEGREGATE INDICATION PROBLEMS FROM GENUINE ENGINE SNAGS, IT SHOULD BE KEPT IN MIND THAT ANY ABNORMAL PARAMETER SHOWING OF EITHER F/F,EPR,EGT,N1,N2 OR OIL PR AND TEMP INDICATIONS WILL HAVE AN EFFECT ON OTHER ENGINE PARAMETERS. BUT IF ANY ONE OF THE ABOVE PARAMETERS SHOWS ABNORMAL READING [WITH OTHERS NORMAL] IT IS AN INDICATION SYSTEM PROBLEM.
FUEL SYSTEM
M.NO FUEL FLOW WITH START LEVER IN IDLE POSITION.
1.CHK THAT FIRE HANDLE IS NOT PULLED.
2.CHK OPN OF FUEL SOV,APPLICABLE FUEL BOOSTER PUMP OPN.
3.DEFECTIVE FUEL PUMP,CONNECT 0 TO 300 PSIG GAGE TO PUMP OUTPUT.MOTOR ENGINE,CHK FUEL PRESSURE [> 130 PSI + PUMP INLET PR].
4.IF NO PR INDICATION,THEN CHK FOR SHEARED FUEL PUMP DRIVE SHAFT SPLINE.
5.IF PUMP OK THEN REPLACE FCU.
N.HUNG START [NO ACCELERATION TO IDLE]
1.INADEQUATE BLEED PRESSURE.
2.PREMATURE STARTER CUTOUT.
3.IMPROPER SURGE BLEED VALVE OPN.
4.DEFECTIVE FCU.CHK PS4 SENSE LINE TO FCU FOR LEAKS,DRAIN CDP,MOISTURE TRAP.BLOW CDP LINE,CHK SILICONE OIL LEVEL,TOP IT UP.IF SNAG PERSIST,CHANGE FCU.
O.IMPENDING HOT START.
1.INADEQUATE BLEED PRESSURE FOR STARTING THE ENGINE,CHK FOR APU BLEED PR WITHOUT LOAD,CHK FOR BLEED LEAKS.
2.CHK SURGE BV OPEN.BV REMAINING CLOSED MAY CAUSE HOT START.
3.CHK INLET AND EXHAUST AREAS FOR GASPATH DAMAGE.REPLACE ENGINE IF DAMAGE FOUND.
4.CHK FOR FUEL CONTROL SCHEDULE SHIFT BY COMPARING F/F OF BOTH ENGINES.REPLACE FCU IF ANY ABNORMAL DIFFERENCE IN FLT.
5.CHK FOR PREMATURE OPENING OF FUEL P & D VALVE.
P.SLOW START.
SLOW START IS EXCESIVE TIME BETWEEN LIGHT OF AND IDLE > 30 SECS.
1.INADEQUATE BLEED PRESSURE FOR STARTING,IF BOTH ENGINES HAVE A TENDENCY TO SLOW START,APU MAY NOT BE TAKING LOAD [REF APU TROUBLESHOOTING].
2.IMPROPER STARTING PROCEDURE.START LEVER MOVED TO IDLE BEFORE N2 REACHES 18 TO 20 %
3.CHK PS4 LINE FOR LEAKS,RESTRICTION.DRAIN CDP MOISTURE TRAP,TOP UP SILICON OIL.
4.CHK P & D VALVE FOR PREMATURE SECONDARY FUEL FLOW .
5.IMPROPER BV SCHEDULE.
6.PREMATURE STARTER CUTOUT.
7.COMBUSTION CHAMBER SHIFTED REARWARD ,C/O BOROSCOPE FOR MISALIGNED CC.
Q.LOW IDLE N2.
PRIMARY CAUSE OF SLOW ACC TIME HIGHER IN SECS FOR FACH % OF N2 BELOW NORMAL LIFE TRIM. EXCESSIVE IDLE TRIM SHIFT AS ABNORMAL ENGINE SENSITIVITY TO TRIM ADJUSTMENTS ARE INDICATIONS OF GAS PATH DISTRESS [HOT SECTION] OR FUEL CNTRL MALFUNCTION.
1.C/O TRIM RUN AND RESTORE IDLE RPM.
2.REPLACE FCU IF SNAG PERSISTS.
3.CHK 13TH STAGE BV STUCK IN OPEN POSITION.
4.C/O BOROSCOPIC INSP FOR CC DISTRESS [RISE IN F/F AND EGT AND DROP IN N2 RPM WILL INDICATE CC DISTRESS].
NOTE:- 36 CLICKS OF IDLE TRIM SCREW = 1 TURN.
10 CLICKS = 0.4 CHANGE IN EPR.
R.SLOW ACCELERATION.
1.LOW IDLE N2,RETRIM ENGINE.
2.BV OFF SCHEDULE [REF BLEED SYS TROUBLESHOOTING].
3.CC SHIFTED REARWARDS.C/O BOROSCOPIC INSP.
S.AUTO ACCELERATION. [PWR RISES WITHOUT THRUST LEVER MOVEMENT].
1.LOSS OF N2 SENSE TO FCU. REPLACE FUEL CONTROL UNIT.
T.EPR VARIES WITH ALTUITUDE.
1.OBSTRUCTED PT7 LINE TO EPR Tx.
2.LEAKING PT2 LINE TO EPR Tx.
3.DEFECTIVE START BLEED CONTROL VALVE. CHK BV OPEN
U.ENGINE FLAME OUT.
1.CHK CDP SENSE LINE TO FCU FOR HEAVY LEAKS, OBSTRUCTION, TOP UP SILICON OIL.
2.CHK FOR SHEARED FUEL PUMP DRIVE SHAFT BY CHKING FUEL DISCHARGE PRESSURE. [REF FUEL SYSTEM TROUBLE SHOOTING].
3.CHK CONCENTRICITY AND SQUARENESS OF FUEL PUMP DRIVE SHAFT. IF OVERLIMIT REPLACE G/B. [ENG O/H].
4.CHK OPN OF FSOV, AIRFRAME FUEL SYSTEM.
V.OFF IDLE SURGE[DURING ACC BELOW IDLE].
1.INSPECT ENGINE INLET AND EXHAUST AREAS FOR ANY DAMAGE DUE TO FOD.
2.BLEED VALVE OFF SCHEDULE,CHK PRBC VENT SCREEN [REF BLEED SYSTEM TROUBLESHOOTING].
3.P & D VALVE SETTING LOW,ADJUST IT OR REPLACE IT [CLOCKWISETO INCREASE].
4.GASPATH DETERIORATION,WATERWASH ENGINE.
5.CHANGE FCU.
6.IF SNAG PERSISTS,SEND ENGINE FOR INSPECTION.
W.HIGH PRESSURE SURGE.
1.CHK INLET OR EXHAUST AREAS FOR FOD.
2.CARRY OUT WATER WASH,IF NO DAMAGE FOUND,CHK FOR HIGH POWER SURGE DURINGGROUND RUN.
3.IF SNAG PERSISTS,SEND ENGINE FOR O/H FOR TURBINE AND EXHAUST SECTION DETAILED INSPECTION.
X.LOW FREQUENCY VIBRATION,CAUSED BY FUEL SYSTEM "RUMBLE" RUMBLE EXISTS WHEN BOTH CONDITIONS ARE MET :-
a.STEADY STATE ENGINE OPERATION.
b.VIB FREQUENCY APPROX 10 HTZ.
1.CHANGE P & D VALVE OR LOWER P & D VALVE SETTING [ANTICLOCKWISE TO
DECREASE]. 2.CHANGE FUEL CONTROL UNIT.
1.WHENEVER CLEARING MAIN AND NOSE WHEELS DURING CHK B, ENSURE THAT THEY CAN DO AT LEAST 10 LDGS. [TILL NEXT CHK B].
2.WHENEVER MAIN OR NOSE WHEEL REMOVED DUE TO ANY REASON. [WEAROUT, DEEP CUTS, SIDEWALL DAMAGE ETC]. ENSURE THAT THEY ARE DEFLATED AFTER REMOVAL.
3.IF APU DOES NOT START:-
A.CHECK BATTERY VOLTAGE
B.PUT APU START SWITCH TO START THEN ON AND CHK FOR DROP IN BATTERY VOLTAGE WHICH ENSURES STARTER CRANKING.
C.CHK FUEL SUPPLY TO APU.
USUALLY,THE PROBLEM CAN BE RECTIFIED BY CONNECTING GPU AND CHARGING THE BATTERY.[IF CHARGING RATE IS HIGH THEN BATTERY IS WEAK].ATTEMPT TO START APU AFTER BATTERY HAS ATTAINED 28 VDC.
4.IN CASE OF ANY INCIDENT,ACCIDENT,ON GROUNDOR IN FLIGHT REMOVE CVR AS WELL AS DFDR.
5.NOSE WHEEL SHUDDERING:-
A.CHK FOR TYRE PRESSURE ON BOTH NOSE WHEELS, IF DIFFERENT, EQUALISE TO CORRECT LEVEL ie 130 +0/-5 PSI.
B.CHK FOR CONDITION OF TORSION LINKS. IF ANY PLAY AT THE REAR END, IT MAY CAUSE NOSE WHEEL SHUDDERING.
6.IF AFTER PARKING/LANDING ONE OF THE MAIN WHEELS DEFLATES REMOVE THE MW + BRAKES OF CONCERNED AND ADJACENT WHEEL ALSO.
7.DURING MAINTENANCE, WITH AIRCRAFT ON GRD, USE ONLY ONE PACK TO PUT LESS LOAD ON APU.
8.DELETED.
9."ANTISKID INOP" LT REMAINS ON:-
THE PROBLEM MAY BE DUE TO:-
1.A/S CONTROL VALVES.
2.WHEEL TRANSDUCERS.
3.A/S CONTROL MODULE.
4.WIRING PROBLEM.
5.PROBLEM IN PARKING BRAKE CIRCUIT.
GO TO E&E COMPT TO SEGREGATE THE PROBLEM TO A PARTICULAR COMPONENT.IF L/G MODULE REPLACED CARRY OUT RETRATCTION CHECK.PUT ON HYD "B" PUMPS,OPEN GRD INTERCONNECT AND PARKING BRAKES ON,A/S INOP LT MAY GO OFF IF THE FAULT IS IN THE PARKING BRAKE CIRCUIT.
10.DURING CHK B INSPECTION CHK THE LOCKING OF THE TIE-BOLTS WHICH HOLDS [SUPPORTS] THE REAR OF THE CORE ENGINE.
11.FOR MOTORING OF ENGINES PULL OUT THE IGNITION CB.PUT START SW TO START POSN AND DO NOT MOVE THE START LEVER OUT OF ITS CUTOFF DETENT.
12.FOR EXCESSIVE CABIN PRESSURE LEAKAGE CHECK:-
A.CLOSE AUTOMATIC FLOW CONTROL VALVE.
B.MANUALLY [AC OR DC] CLOSE AFT OUTFLOW VALVE.
C.CHK FWD OUTFLOW VALVE GONE TO CLOSED POSITION.[BLUE LIGHT].
D.PRESSURISE THE CABIN,WITH APU TO DIFF PR OF 4 PSI.
E.NOTE THE TIME OF GRADUAL CABIN PRESSURE LEAK OUT.[SHOULD NOT TAKE LESS THAN 50 SECS FOR PRTO DROP FROM 4 PSID TO 2.5 PSID]. USUALLY THE PROBLEM AREAS ARE THE DOOR SEALS[CARGO AND ENTRY DOORS],OR SLIDING WINDOWS IN COCKPIT.
13.FUEL TRANSFER/DEFUELLING:-
FUEL TRANSFER FROM #2 TANK TO #1 TANK/CENTER TANK.
A.#2 BOOSTER PUMPS ON.
B.#2 ENGINE FUEL SOV OPEN [START LEVER TO IDLE].
C.MANUALLY POSITION DEFUELLING VALVE OPEN.
D.#1 FUELLING SOV OPEN/CENTER TANK FUELLING SOV OPEN. FUEL TRASFER FROM #1 TANK TO CENTER TANK /#2 TANK.
A.#1 TANJ BOOST PUMPS ON.
B.CROSSFEED VALVE OPEN.
C.#2 ENG FSOV OPEN.
D.DEFUELLING VALVE OPEN.
E.FUELLING SOV OF CENTER/#2 TANK OPEN.
14.IF PACK TRIPS DUE TO SUPPLY DUCT OVHT THEN "DUCT OVHT" AMBER LT WILL COME ON MUCH BEFOREE "PACK TRIP OFF" LT,CHANGE CTC OR MIX VALVE.
15.FUEL TRANSFER CAN BE DONE ONLY ON GRD BECAUSE DEFUELLING VALVE HAS TO BE MANUALLY POSITIONED TO OPEN.
16.WHILE CROSSFEEDING CAN BE DONE ANYTIME BY OPERATING CROSSFEED VALVE.
16.PACK NOISY:-
A.CHK WATER SEPARATOR COALESCER BAG CONDITION, REPLACE IF DIRTY.
B.CHK FOR PNEUMATIC LEAKS FROM WATER SEPRATOR, ACM, DUCT JOINTS AND MIX CHAMBERS.
C.35 DEGF SENSING FAULT SO 35øF CONTROL VALVE HUNTS CAUSING CABIN NOISE.
17.PACK TRIPS OFF:-
PRESS RESET BUTTON AFTER ALLOWING COOLING PERIOD. IF THE SNAG IS OF REPETATIVE NATURE, INVESTIGATE FURTHER.
PACK TRIP OFF OCCURS DUE TO :-
A.COMPRESSOR DISCHARGE OVHT --- 365øF.
B.TURBINE INLET OVHT --- 210øF.
C.SUPPLY DUCT OVHT --- 250øF.
PURGE VALVE LOGIC [PWR FROM TURBOFAN CB P6 PANEL]
A.AIRCRAFT ON GRD OR FLAPS NOT FULL UP.
B.PACKS SWITCH ON.
C.APU BLEED SW OFF.
PACK TRIP OFF MAY BE DUE:-
A.SENSOR PROBLEM.
B.GENUINE OVHT PROBLEM.
TO TROUBLESHOOT THE SNAG, OPEN ALL SENSORS, CLEAN THE PLUG AND REFIT. WITH SENSOR REMOVED, ATTEMPT TO OPERATE THE PACK. IF PACK DOES NOT OPERATE THEN IT IS A SENSOR PROBLEM. IF IT OPERATES, THEN PROBLEM IS DUE TO ACTUAL OVHT.
THE TEMPERATURE IN THE ABOVE MENTIONED THREE AREAS MAY RISE DUE TO :-
1.RAM AIR DOOR SYSTEM MALFUNCTION. CHK MODULATION PANEL [RAM AIR DOOR], EXIT LOUVERS, RAM AIR ACTUATOR OPN BY SIMULATING AIRCRAFT IN AIR CONDITION [L/G MODULE]. MODULATION PANELS SHOULD BE IN FULL OPEN POSITION ON GRD AND MODULATES TOWARDS CLOSED POSITION IN AIR.
2.CHK OPN OF TURBOFAN, TURBOFAN VALVE.
IF PACKS TRIP OFF DURING T/O :-
CHK CONDITION OF HEAT EXCHANGERS.
CHK RAM DOOR OPERATION.
TURBOFAN IS OPEN WHENEVER :-
A.AIRCRAFT ON GRD OR FLAPS NOT UP.
B.PACKS ON [PACK VALVE NOT CLOSED.
3.DIRTY OR CLOGGED HEATEXCHANGERS:-
IF CDT IS HIGH, PRIMARY H.E. INEFFICIENT.
IF TIT IS HIGH, SECONDARY H.E. IS INEFFICIENT.
IF SUPPLY DUCT OVHT THEN PROBLEM MAY LIE IN MIX VALVE. THEN CHK OPN OF MIX VALVE BY OPERATING PACKS AND CONTROLLING TEMPERATURE IN MANUAL MODE.
18.TAT/EPRL INDICATOR:-
TAT FLAG:- RESET CB, CHK PWR SUPPLY TO TAT PROBE. IF FLAG DOES NOT GO OFF. GRD THE AIRCRAFT.
EPRL FLAG:-RESET CB, SNAG CAN BE C/F UNDER MEL. PLACARD U/S AND INFORM PILOT.
19.IF LE FLAPS/SLATS TRANSIT LT REMAINS "ON" OR EXTEND/FULL EXTEND LT DOES NOT COME "ON",CHANGE THE PROXIMITY SWITCH.
20.MIST IN THE CABIN:-
WATER SEPRATOR CLOGGED,IT WILL ALSO CAUSE MIST IN PSUs IF SO CLEAN THE COASELANT BAG.
21.WATER DROPS IN FEW PSUs:-
GASPER CONNECTION AT BACK OF PSUs NOT PROPER. IF WATER DROPS FROM OVERHEAD DISTRIBUTION DUCT, THE DUCT HAS GOT SEPRATED. USE TEMPORARY REPAIRS [WITH TAPE]
TO RECTIFY THE SNAG:-
CHK FOR WATER SEPERATOR DRAIN GETTING CLOGGED.[USE LOCKING WIRE].
NOTE:-
A.PACK VALVE SOLENOID A AND TURBOFAN SOV HAVE MANUAL OVERRIDE.
B.35 DEGF CONTROL VALVE OPENS WHEN 35 DEGF SENSOR PLUG IS REMOVED.
C.140 DEGF DUCT LIMIT SENSOR MODULATES MIX VALVE, THEN THE TEMP REGULATOR TO FULL COLD POSITION.
D.190 DEGF BYPASSES TEMP REGULATOR AND MOVES MIX VALVE TO FULL COLD POSITION.
E.WITH TEMP SELECTED IN AUTO IF DUCT OVHT COMES ON THEN MIX VALVE GOES TO FULL COLD POSITION BYPASSING THE TEMP REGULATOR. WAIT FOR SOMETIME THEN PRESS TRIP RESET. AGAIN IF DUCT OVHT COMES ON THE TEMP REGULATOR IS FAULTY. S/W OVER TO MANUAL MODE.
22.CABIN STARTS CLIMBING DURING DESCENT:-
A.CHK WEATHER FWD OUTFLOW VALVE CLOSED LT, COMES ON OR NOT. IF COMES ON PRESSURISATION SYSTEM IS OK.
B.C/O PRESSURISATION LEAK CHECK TO LOOK FOR LEAKS.
C.IF NO LEAK IS OBSERVED, DO A PACK COOLING PERFORMANCE TEST.
D.IF THAT IS ALSO OK, AIR BLEED TO PACK MAY BE SUSPECT.
CHK DUCT PRESSURE.
CHK 450øF THERMOSTAT FOR LEAKS.
CHK LINE FROM 450øF THERMOSTAT TO DIFF PR REGULATOR FOR LEAKS, IN CASE OF LEAK, MSOV WILL REMAIN CLOSED, WHEN IT SHOULD HAVE BEEN OPEN WITH THROTTLES RETARDED.
FOR PRESSURISATION ELECTRICAL CHECK REFER MAINTENANCE MANUAL.
23.PRESSURISATION LEAK FROM FWD/AFT ENTRY DOORS:-
A.CHECK SEAL CONDITION, CHK CLEARANCE BETWEEN DOOR AND SILL, CHK AND LOWER FLAPS, CHK DOOR HINGE FLAPS FOR DAMAGE.
24.PRESSURISATION FAILURE:-
A.C/O PRESSURISATION ELECTRICAL CHK,IF OK,PRESSURISATION SYSTEM IS OK.
B.C/O LEAK CHK OF ALL DOORS AND WINDOWS [FWD/AFT ENTRY AND SERVICE DOORS,FWD AND AFT CARGO DOORS,E&E COMPT DOOR,COCKPIT SLIDING WINDOWS OK].
C.ESPECIALLY CHK RUBBER HOSES/DUCTS JOINING HOT AND COLD DUCTS OF AIR COND BAY TO MIXING CHAMBERS.THESE ARE LOCATED AT FWD WALL OF AIR COND BAY. ATTN SHOULD BE GIVEN TO JOINTS WHERE AIR COND DUCTS PASS FROM UNPRESSURISED AREA TO PRESSURISED AREA.
25."AUTO FAIL" LT:-
A.POWER LOSS>15 SECS.
B.CABIN PRESSURE CHANGE > 1800 FT/MIN OR 1 PSI/MIN.
C.CABIN ALTITUDE EXCESS OF 13875 FT.
26.AUTO MODE:-
MAX CABIN ASCENT RATE 500 FT/MIN.
MAX CABIN DESCENT RATE 350 FT/MIN.
27.AUTOMATIC FLOW CONTROL VALVE.[E&E COMPT] CLOSES AT 2.0 TO 2.8 PSID.
DISTRIBUTION RELIEF VALVE OPENS :- 17" TO 27" OF WATER ABOVE CABIN PRESSURE.
28."OFF SCHEDULE DESCENT":-
AIRCRAFT HAS NOT REACHED WITHIN 0.25 PSI OF FLT ALT SELECTED AND GOES OFF WHEN AIRCRAFT ASCENDS AGAIN. WARNING CKT DISARMED ONCE AIRCRAFT IS WITHIN 0.25 PSIA OF SET FLT ALT AND CKT WILL NOT BECOME ACTIVE UNTIL AFTER AIRCRAFT LANDS AND GOES OUT AT TOUCHDOWN.
29.IF CABIN ALT SHOULD EXCEED 14,625 FT,A SEPRATE CKT IN CONTROLLER DRIVES OUTFLOW VALVE TO FULL CLOSE POSITION.
30.TURBOFAN SOV REMAINS OPEN WITH PACK S/W OFF.
SOL A STUCK ENERGISED,BUTTERFLY STUCK OPEN,CLOSE S/W FAULTY,CHANGE PACK VALVE.
31.FWD OUTFLOW VALVE OPEN:-
OPEN WHEN AFT OUTFLOW VALVE IS 3d eg FROM CLOSED.
CLOSES WHEN AFT OUTFLOW VALVE IS 1 deg FROM CLOSE.
PRESSURISATION SYSTEM TEST.
1.AUTOMATIC MODE TEST
A.PLACE MODE SELECTOR TO AUTO,CHK AUTO FAIL,STANDBY AND OFF SCHEDULE DESCENT AND MANUAL LTS ARE OFF.
B.PLACE FLT-GRD SW TO FLT POSITION,AND CHK OUTFLOW VALVE GOES TO FULL CLOSED POSITION,ON VALVE POSN INDICATOR[WITHIN 30 SECS].PLACE FLT-GRD S/W TO GRD AND VERIFY OUTFLOW VALVE GOES TO FULL OPEN POSN.
C.NOW PLACE MODE SELECTOR S/W TO CHECK POSN AND FLT-GRD S/W TO FLT POSN. VERIFY THAT AUTO FAIL AND STBY LTS COME ON.
D.[WITH MODE SELECTOR IN AUTO] CHK AUTO MODE BAROMETRIC CORRECTION CKT.
FLT ALT--- 35,000 FT
LAND ALT--- FIELD ALT
FT-GRD S/W--- FLT
WAIT TILL OUTFLOW VALVE GOES TO CLOSE POSITION.
a]SET CAPTS ALTIMETER TO FIELD PRESSURE.
b]OPEN L/G LT CB AND CHK OUTFLOW VALVE GOES TO FULL OPEN POSITION.
c]SET CAPTS ALTIMETER TO 0.3" OF Hg ABOVE FIELD PRESSURE AND CHK OUTFLOW VALVE GOES TO FULL CLOSED.
d]SET CAPTS ALTIMETER TO 0.3" Hg BELOW FIELD PRESSURE AND CHK OUTFLOW VALVE GOES TO FULL OPEN.
2.STANDBY MODE TEST:-
A.CAB ALT TO FIELD ALTITUDE.
CAB RATE TO PIP MARK.
SET BAROMETRIC CORRECTION ON ALTIMETER 2.
SW MODE SELECTOR TO STBY AND CHK.STANDBY LT COMES ON.
CAB ALT TO 200 FT BELOW FIELD ALT
FLT-GRD SW TO GRD POSN AND CHK OUTFLOW VALVE IS OPEN.
B.OPEN L/G LT CB AND CHK OFV GOES TO FULL CLOSED POSN.
PLACE FLT-GRD SW TO FLT
CLOSE L/G LT CB AND CHK OFV REMAINS CLOSED.
IN CASE CAB ALT SETTING TO 200 FT ABOVE FIELD ALT AND CHK OFV GOES TO
FULL OPEN POSITION.
C.CHK AIRCRAFT BAROMETRIC CORRECTION.
CAB ALT--- FIELD ALTITUDE
F/O ALTIMETER--- 0.3 " Hg ABOVE FIELD PRESSURE AND CHK OUTFLOW VALVE GOES TO CLOSE POSN.
WITH F/O ALTIMETER 0.3' OF Hg BELOW THE CORR VALVE.CHK OFV GOES TO OPN POSITION.
IF CABIN KEEPS ON CLIMBING IN AUTO MODE:-
AND ELEC CHK IN AUTO MODE FOUND OK.THE PROBLEMS MAY BE DUE TO AIR GRD SENSOR NOT CHANGING TO AIR MODE AFTER T/O.
SIMULATE AIR MODE BY OPENING L/G LT CB OR BY PRESSING AIR S/Ws ON L/G MODULE IN E & E COMPT.
L/G MODULE OK---IF ALL OTHER SYSTEM LIKE,TURBOFAN,STALL WARN ETC WORKING OK.
IF OFV STILL DOES NOT GO TO CLOSE POSN,CHANGE L/G MODULE.
IF L/G MODULE IS ON,THEN REPLACE CPC [CABIN PRESSURISATION CONTROL] ON P5,[FAULT WITHIN AUTO MODE CONTROL CARD].
HIGH PITCHED HUMMING NOISE FROM AREA ABOVE CEILING PANELS, ATTN SHOULD BE PAID TOWARDS THE DUCTS GETTING DISBONDED AND RECTIFIED ACCORDINGLY BY REPAIRING/REPLACING DISTRIBUTION DUCTS.
SMOKE/BURNING SMELL REPORTED IN CABIN/COCKPIT:-
1.WHENEVER THE ABOVE SNAG IS REPORTED, EXAMINE LEFT AND RIGHT AIR COND WATER SEPRATOR DRAIN IN A GLASS FOR PRESENCE OF OIL.
2.IF OIL NOTICED,ISOLATE THE SAME ,CHK ENG/APU BLEED VALVE OF RELEVANT PACK AND SEE IF OIL TRACES EVIDENCE ARE PRESENT THERE.
3.IF OIL NOT TRACED TO APU/ENG BLEED VALVE, REPLACE ACM AS PRECAUTIONARY MEASURE. ALSO REPLACE HEAT EXCHANGERS CLEAN AIR COND H.E. DUCTING TO REMOVE ANY TRACES OF OIL.
4.CHK FOR HYD FLUID LEAKAGE FROM LANDING GEAR DOWN LINE PASSING THRU THE EXCHANGER DUCT [T/R LINE].
5.C/O PACK COOLING PERFORMANCE CHK. WATER SEPRATOR 35øF CONTROL SYSTEM:- KEEPS WATER SEPRATOR TEMPERATURE ABOVE FREEZING TO PREVENT ICE FORMATION. BITE CHK ON 35øF CONTROL UNIT TO CHK SERVICEABILITY OF 35øF VALVE, SENSOR AND CONTROL.
TEST INSTRUCTION:-
A.PACK S/W OFF.
B.ROTATE TEST S/W TO EACH TEST POSN AND WAIT FOR STEADY LT. POSN GO [GREEN] NO GO [RED]
1. --- REPLACE 35øF CTRL VALVE.
2. VERIFY 35øF VALVE OPEN, REPLACE 35øF CTRL VALVE. IF NOT REPLACE VALVE.
3. --- REPLACE 35øF CTRL VALVE.
4. VERIFY 35øF VALVE CLOSED. REPLACE 35øF CTRL VALVE.
5. --- REPLACE 35øF SENSOR.
TEMPERATURE CONTROL SYSTEM:-
INPUTS TO TEMP REGULATOR:-
1.DUCT ANTICIPATOR SENSOR.
2.DUCT LIMIT SENSOR [140øF] [MIX VALVE GOES TO FULL CLOSED].
3.TEMP SELECTOR.
4.CABIN TEMP SENSOR.
OUTPUTS FROM TEMP REGULATOR:-
1.MIX VALVE.
SENSORS AND FUNCTIONS:-
1.DUCT LIMIT SENSOR [140øF] DRIVES MIX VALVE TO COLD POSN.
2.DUCT OVHT S/W [190øF] DUCT OVHT AMBER LT COMES ON.
3.DUCT OVHT S/W [250øF] PACK TRIP LT ON.
4.ANTICIPATOR SENSOR, ANTICIPATES RISE IN TEMPERTURE.
BITE CHECK ON CABIN TEMP CONTROLLER [E3-1].
CHKS SERVICEABILITY OF CONTROL UNIT [CTC], CABIN SENSOR, ANTICAPATOR SENSOR, DUCT LIMIT SENSOR, TEMP SELECTOR.[P5].
FOR TESTING:-
PUT ENG AND APU BLEED SWITCH OFF, OPEN AIR COND OVHT CB ON P6,PUT LH AND RH PACK SW ON, OPT TEMP SELECTOR IN MANUAL MODE [CHK MIX VALVE OK], SET TEMP SELECTOR IN MODULE OF AUTOMODE. ROTATE TEST SWITCH ON MODULE. ON SELECTION OF PACK, THE DUCT TEMPERATURE KEEPS ON RISING, WITH MIX VALVE
OPERATION NORMAL:-
FAULT LIES IN 35øF CONTROL SYSTEM,
35øF CNTRL VALVE STUCK OPEN.
35øF CONTROLLER FAULTY.
35øF SENSOR FAULTY.
[CARRY OUT BITE CHK TO TROUBLESHOOT THE SNAG].
APU TROUBLESHOOTING MAY BE DIVIDED INTO FOUR CATEGORIES:-
1.MALFUNCTION BEFORE START.
2.MALFUNCTION AFTER START.
3.MALFUNCTION DURING START.
4.MALFUNCTION RELATED TO APU SHUTDOWN.
LOW OIL PRESSURE AUTO SHUTDOWN:-
1.CHK OIL LEVEL.
2.CHK OIL FILTER. IF EXCESS METAL PARTICLES, REPLACE APU.
3.START APU AND MONITOR OIL PRESSURE.
4.IF < 50 PSI, CHK OIL PUMP PRESSURE RELIEF VALVE SETTING. IF OIL PUMP PR RELIEF SETTING OK, THEN REPLACE OIL PUMP. IF QUILL SHAFT BROKEN REPLACE APU.
5.IF > 50 PSI, REPLACE LOP S/W,IF PROBLEM PERSISTS REPLACE APU MODULE.
6.PROBLEM PERSISTS REPLACE APU. TO CHK OIL PUMP DRIVE, OIL PUMP REAR BLANKING DRIVE COVER TO BE OPENED AND SQUARE DRIVE TO BE ROTATED WITH SUITABLE TOOL, IF IT IS COMPLETELY FREE, GIVING A FEEL THAT QUILL SHAFT IS BROKEN. CHANGE APU.
LOP AMBER LT COMES ON WHENEVER OIL PR < 45+/- 3 PSI
HOT AMBER LT ON P5 PANEL COMES ON WHEN APU OIL TEMP EXCEEDS 250+/-10øF
OR 285+/-10øF.
HOT AUTO SHUTDOWN.
1.CHK ACC COOLING AIR SOV FOR FULL OPEN. LOOSE OR DISCONNECTED, OR CRACKED PNEUMATIC LINE TO COOLING AIR SOV. [PNEUMATIC ACTUATOR].
2.CHK COOLING AIR FAN SCREEN FOR BLOCKAGE, CHK FOR OPN OF COOLING AIR FAN, CLEAN SCREEN WITH VACUUM CLEANER, TO CHK OPN OF COOLING AIR FAN PLACE HAND AT EXIT OF OIL COOLER WITH APU OPERATING. IF COOLING FAN U/S THEN REPLACE APU.
3.CHK OIL QTY AND OIL FILTER CONDITION.
4.DISCONNECT OIL TEMP SW PLUG AND START ENGINE. CHK OPN OF ACC COOLING VALVE. IF ENG DOES NOT START WITH HOT SW DISCONNECTED, REPLACE APU PANEL P5-5.
5.CHK AIRFLOW FROM OIL COOLER.
6.CHK FUEL HEATER OPN. [OPN AT 60øF, FULL OPEN AT 135øF].
7.IF SNAG STILL PERSISTS CHANGE OIL TEMP SW.
8.REPLACE APU.
OVERSPEED AUTOSHUTDOWN:-
1.PUT MASTER SW OFF, PRESS O/S RESET SW ON M280 MODULE TO EXTINGUISH OVERSPEED LT.
2.CRANK APU, LISTEN FOR NOISE/VIBRATION. CHK OIL IN EXHAUST.
3.START APU, IF IT IS O/S THEN REPLACE FUEL CONTROL UNIT.
4.IF PROBLEM PERSISTS REPLACE 3 SPEED SWITCH [CENTRIFUGAL SW].
5.IF APU O/S LT PROBLEM STILL PERSISTS OR APU GIVES ABNORMAL NOISE/VIBRATION. REPLACE APU.
IF OK LT COMES ON WHEN APU IS SHUTDOWN,BY TURNING MASTER SWITCH OFF [NORMAL SHUTDOWN]:-
THIS INDICATES MALFUNCTION.
OVERSPEED AUTO PROTECTION SYSTEM.
CHK PNEUMATIC SOLENOID OR 3 SPEED SWITCH.
IF APU AUTOSHUTDOWN DUE TO OVERSPEED.
RESET O/S LT. BY O/S SW ON, APU MODULE IN E & E COMPT.
MAY BE CAUSED BY ERRATIC GOVERNOR OPN IN APU FUEL CONTROL UNIT OR BY DEFECTIVE 3 SPEED SWITCH.
WHEN OPN OF O/S LT. OCCURS AS A RESULT OF UNSUCESSFUL APU START,A TIME LT OF 2 MINUTES SHOULD ELAPSE BEFORE ATTEMPTING ANOTHER START. THE O/S LT SHOULD GO OUT DURING SUBSEQUENT START CYCLE.
APU AUTOSHUTDOWN DUE OVERSPEED ACTION:-
1.SELECT APU MASTER S/W TO OFF.
2.PRESS OVERSPEED RESET S/W ON APU MODULE IN E & E COMPT TO EXTINGUISH O/S LT.
3.START APU,IF APU STARTS AND O/S THEN REPLACE FCU OR 3 SPEED SWITCH. IF APU VIBRATES EXCESSIVELY OR GIVES UNUSUAL NOISES, SHUTDOWN AND REPLACE THE APU. IF NO INDICATION OF VIB/NOISE CONTINUE APU IN SERVICE.
IF APU NOT STARTING, THE PROBLEM MAY BE DUE:-
1.BATTERY NOT CHARGED FULLY.
2.FUEL NOT REACHING C.C.
3.NO IGNITION. SO, CONNECT A GROUND POWER UNIT [GPU] AND CHANGE THE AIRCRAFT BATTERY. IF BATTERY OK, PULL THE APU IGNITION CB, REMOVE THE FUEL NOZZLE FROM CC, AND CRANK APU BY PUTTING APU MASTER SWITCH TO START POSITION. OBSERVE FOR FUEL SPRAY FROM THE NOZZLE. IF FUEL FLOW OK, PULL FUEL CB OUT, OR BY REMOVING FUEL SOLENOID CANNON PLUG ON APU. CRANK APU, LISTEN TO CLICKING OF IGNITER PLUG.
IN CASE OF HOT SHUTDOWN:-
START APU AGAIN, AND OBSERVE COOLING AIRFLOW BY PUTTING HAND ON THE AIR EXIT FROM OIL COOLER. THIS WILL RECTIFY THE OPN OF COOLING AIR SOV, COOLING AIR FAN, PNEUMATIC ACTUATOR ETC. IF NO AIRFLOW AT EXIT OF OIL COOLER, CHK INDIVIDUAL COMPONENTS.
START SEQUENCE:-
1.BATTERY SWITCH ON.
2.APU MASTER SW TO START.
3.APUI SW TO ON.
4.APU FUEL SOV + AIR INLET DOOR FULLY OPEN.
5.STARTER MOTOR ENERGIZES.
6.10% RPM,LOP1 CLOSES AT 45ñ5 PSI, IGN SYS ENERGIZES, FUEL SOLENOID OPENS.
7.35% RPM,35% SPEED SW OPENS [OLD A/CS], STARTER DISENGAGES [OR 60 SECS CUTOUT]. 8.37%LOP2 OPEN AT 55 PSI,OIL PR LOP AMBER LT GOES OFF.
9.50% RPM,50% SW OPENS [ON NEWER A/CS], STARTER DISENGAGES.
10.95% RPM,95% SWITCH ENERGIZES, APU GEN OFF BUS LT ON, APU BLEED SW ARMED, IGNITION OFF,3 WAY PNEUMATIC SOLENOID VALVE ENERGIZED, LOP AUTOSHUTDOWN ARMED.
11.100% RPM, SPEED 42000 RPM, NORMAL RUNNING.
LOP 2:- CLOSES AT 45 PSI, RESULTS IN LOP AUTOSHUTDOWN.
HOT:- OPENS AT 140ñ6 DEGC RESULTS IN HOT AUTOSHUTDOWN.
OVERSPEED:- 110% SW RESULTS IN O/S AUTOSHUTDOWN.
IF SURGE BLEED VALVE OPEN ON GRD, REMOVE ELECT CONN, TAP BLEED VALVE, REMOVE AND MANUAL CLOSE THE VALVE FOR ENGINE START ADVISE PILOT TO SHUT OFF APU AFTER TAKE OFF.
APU SHUTDOWN:-
NORMAL:-
1.APU MASTER SW TO OFF POSN CLOSES #1 TANK FSOV, AIR INLET DOOR AND PRODUCES SIMULATED 110 % OVERSPEED, DE-ENERGIZING THE FUEL SOLENOID VALVE.
EMERGENCY:-
1.PULLING EITHER APU FIRE HANDLE CLOSES APU FSOV, FUEL SOLENOID VALVE AND AIR INLET DOOR.
AUTO:-
1.OVERSPEED 110%.
2.LOP 45 PSIG.
3.HOT 140ñ6øC [285ñ10øF].
4.APU FIRE DETECTION.
5.TURNING THE BATTERY SW TO OFF ON GRD.
ALL AUTOSHUTDOWNS CLOSE THE FUEL SOLENOID VALVE.
GENERAL SPECIFICATIONS:-
GTCP85-129.
FUEL FLOW --- 250 lbs/hr.
RATED SPEED --- 41,430 RPM.
OUTPUT SPEED AT GEN DRIVE --- 6000 RPM.
EGT SUSTAINED MAXIMUM --- 600 TO 620øC.
TRANSIENT --- 760øC
OIL TEMP [MAX] --- 140+/-6øC
--- 285+/-10øF.
ALTITUDE LIMITATIONS:-
SEA LEVEL TO 10,000 FT --- BOTH ELECTRICAL + PNEUMATIC LOADS.
10,000 FT TO 17,000 FT --- EITHER ELECTRICAL OR PNEUMATIC LOADS.
17,000 FT TO 25,000 FT --- ONLY ELECTRICAL LOADS.
APU OIL CAPACITY:- 5-1/2 QUARTS [1« GALLON].
LOW OIL QTY:-1-1/2 QTS.
OIL CONSUMPTION:-113 KGS/HR.
SPEED SW:-
35% OR 50% :- STARTER CUTOUT.
95% :- APU READY TO LOAD.
110% :- OVERSPEED AUTOSHUTDOWN.
APU CONTROL THERMOSTAT:-
WORKS AS ACCELERATION CONTROL THERMOSTAT, WHEN APU ACCELERATES TO 95% RPM. F/F CONTROLLED TO KEEP EGT WITHIN LIMITS.
LOAD CONTROL THERMOSTAT:- OVER 95% RPM CONTROLS BLEED TAKEN FROM APU TO ACCOMMODATE EGT WITHIN LIMITS.
FUEL SOL VALVE +IGN SYS DOES NOT ENERGIZE, SHORT #3 AND# 4 PINS OF LOP1 CANNON PLUG [SEQUENCING SWITCH].
APU NOT STARTING:-
1.CHK BATTERY VOLTAGE, CONNECT GPU, CHARGE BATTERY.
2.MOVE APU MASTER SW TO START.
3.CHK APU FUEL SOV OPENS.
4.CHK APU INLET DOOR OPENS.
5.CHK STARTER MOTOR ENERGIZES [DROP IN BATTERY VOLTAGE].
6.CHK FUEL SOLENOID VALVE OPENS AND IGNITION SYSTEM OPERATES [BOTH ARE INITIATED BY LOP1 S/W, SHORT PINS 3 & 4 IN LOP1 SW AND ATTEMPT START AGAIN].
7.IF ANY OF THESE TWO OPERATIONS ie EITHER FUEL SOLENOID VALVE OPENS OR IGNITION PLUGS FIRES THEN THE FAULT LIES IN THE OTHER ONE.
SURGE BLEED VALVE:- OPERATES ONLY WHEN RPM > 95% AND AIRCRAFT IN AIR PREVENTS SURGING. ON GRD IT REMAINS CLOSED. TO CHK SURGE BLEED VALVE OPN ON GRD, OPEN LDG LT CB AND CHK AIRFLOW FROM COOLING AIR PORT RISES + EGT RISES +NOISE RISES.
NOTE:-
SOMETIMES AIR INLET DOOR OPENS, BUT STARTER DOES NOT ENGAGE THE MICRO-SWITCH IN AIR INLET DOOR DOES NOT GET DEPRESSED THUS NO FURTHER SEQUENCING POSSIBLE. FOR THIS, WHILE STARTING APU, ASK TECH TO PUSH THE AIR INLET DOOR BY HAND TO ACTUATE THE MICRO-SWITCH.
BOTH ENGINES SLOW STARTING:-
THE TROUBLE MAY BE DUE TO APU NOT BEING ABLE TO TAKE BLEED LOADS.
1.START APU, PUT BLEED LOAD BY OPERATING ONE OF THE PACKS. NOTE APU EGT AND APU GEN FREQUENCY.
2.PUT ON SYSTEM B PUMPS. NOTE APU EEGT [MUST BE AROUND 600 TO 620øC] AND APU GEN FREQUENCY [400 CPS].
IF APU EGT IS LESS THAN ABOVE SAID AND GEN FREQUENCY IS MORE THAN 400 CPS. APU LOAD THERMOSTAT MAY BE ADJUSTED SO AS TO GET MORE BLEED FROM APU.
1 VERNIER SCALE CLOCKWISE ROTATION = 2 DEG RISE IN APU EGT.
ALSO IF APU GEN FRQ DROPS HEAVILY ON PUTTING BLEED LOAD THEN THE APU LOAD THERMOSTAT SHOULD BE TURNED DOWN [TO GET LESS LOAD ON APU]. IF SNAG CANNOT BE RECTIFIED, CHANGE FCU. INSPECT FUEL FILTER FOR CONTAMINATION.
BOTH ENGINES SLOW STARTING SNAG, MAY ALSO BE DUE TO HEAVY LEAKS IN APU BLEED LINES.
APU MAY REFUSE TO START AFTER PROLONGED GROUNDING DUE TO LACK OF:-
1.FUEL IN APU FEED LINE.
2.LIMITED CAPACITY OF APU FUEL PUMP TO SUCK FUEL FROM AIRCRAFT TANK.
IF INLET DOOR AND APU FSOV OPEN, STARTER NOT CRANKING AND CCB POPS OUT:- 35% OR 50% [DEPENDING ON A/C] CENTRIFUGAL SW SHORT CIRCUITED.
APU CANNOT BE STARTED AFTER PROLONGED GROUNDING IN ABSENCE OF 115V AC GPU, BOOSTER PUMPS CANNOT BE SWITCHED ON 28V DC CART CAN BE USED.
1.CONNECT FUEL BOWSER TO REFUEL POINT, CHK FUEL PR OF BOWSER DOES NOT EXCEED 25 PSI.
2.OPEN DEFUELLING VALVE.
3.OPEN #2 ENGINE FUEL SOV.
4.OPEN CROSSFEED VALVE.
5.USING 28V DC EXT POWER, START APU.
APU STARTS NORMALLY BUT LOP AUTOSHUTDOWN JUST AFTER APU GEN OFF BUS LT ILLUMINATES:-
1.CHK OIL QTY.
2.CHANGE LOP2 SWITCH.
3.IF SNAG STILL PERSISTS, CHK OILM FILTER FOR CONTAMINATION, IF SNAG PERSISTS REPLACE APU ACC MODULE [E3-3 RACK].
APU STARTER MOTOR DUTY CYCLE:-
1 MINUTE ON,4 MINUTES OFF.
FOR MAX OF FOUR ATTEMPTS, WHICH CAN BE REPEATED AFTER 30 MINUTES COOLING PERIOD.
1ST--->2ND--->5MINS--->3RD--->60 MINS.
LOAD CONTROL THERMOSTAT ADJUSTMENT:-
VARIOUS REASONS FOR PREMATURE REMOVAL OF LOAD CONTROL THERMOSTAT ARE:-
1.APU HUNTING.
2.APU NOT TAKING LOAD.
3.APU EGT SHOOTS UP WITHOUT LOAD.
4.NOT RESPONDING TO EGT ADJUSTMENT.
5.AFTER PUTTING ALL LOADS,EGT GOES TO 730 DEGC.
ADJUSTMENT:-
WITH APU RUNNING ON LOAD AND CONSTANT MONITORING OF EGT IN COCKPIT,MOVE THE ADJUSTMENT NUTOF THE THERMOSTAT IN ANTICLOCKWISE DIRECTION TO LOWER EGT.[MORE LOAD CAN BE PUT ON EGT].AND IN CLOCKWISE DIRECTION RAISE EGT. ANY TENDENCY OF APU EGT TO EXCEED 650øC CAN BE ADJUSTED BY PUTTING APU BLEEED SW TO OFF POSITION. RECHECK EGT WITH APU ON LOAD AFTER ADJUSTMENT.
UNCONTAINED APU FIRE:-
DUE TO BLOCKED SHROUD DRAIN AND PLENUM FUEL DRAIN, MAY RESULT IN DAMAGE TO ADJOINING TE FLT CONTROL SURFACES.
APU CHK AFTER OVER TEMP DURING START:-
DURING START ACCELERATION IF EGT EXCEEDS 760øC,CHK THE FOLLOWING TO PREVENT REOCCURANCE.
BAT SW OFF, APU START SW OFF, OPEN CB ON APU MODULE E3-2,OPEN APU SHROUD.
1.REMOVE COMBUSTION UNIT.
2.VISUALLY EXAMINE HOT SECTION FOR DISTRESS.
2A.TURBINE WHEEL TIP FOR EROSION, BURNING.
2B.TURBINE WHEEL BLADES FOR CORROSION, RUBBING.
2C.NOZZLE GUIDE VANES AND TORUS FOR EROSION.
IF ANY EVIDENCE OF DISTRESS, REMOVE APU OTHERWISE C/O FOLLOWING STEPS AND RETURN APU TO SERVICE.
3A.REPLACE COMBUSTION UNIT.
3B.REPLACE FUEL CONTROL UNIT.
3C.REPLACE CONTROL THERMOSTAT.
3D.CHK FUEL DRAINS FOR CLOGGING.
3E.CHK BATTERY VOLTAGE.
3F.CLLOSE CB ON APU MODULE E3-3.
3G.START APU AND OBSERVE EGT WITHIN LIMITS.
ENGINE TROUBLESHOOTING:-
I.LUBRICATION SYSTEM:-
A.LOW OIL PRESSURE.
1.LOW OIL QTY.
2.DEFECTIVE INDICATING SYSTEM.
3.DEFECTIVE OIL PR RELIEF VALVE.
4.DEFECTIVE MAIN OIL PUMP.
B.HIGH OIL PRESSURE.
1.DEFECTIVE INDICATION SYSTEM.
2.DEFECTTIVE OIL PRESSURE RELIEF VALVE.
3.OBSTRUCTED OIL PRESSURE SENSE TO PRESSURE RELIEF VALVE.
4.HIGH BREATHER PRESSURE.
C.OIL PRESSURE FOLLING THROTTLE:-
1.DEFECTIVE OIL PRESSURE RELIEF VALVE.
D.OIL STRAINER DIFF PR SIGNAL DOES NOT GO OUT:-
1.DEFECTIVE INDICATION SYSTEM.
2.CLOGGED MAIN OIL STRAINER.
E.HIGH OIL TEMP:-
1.LOW OIL QTY.
2.DEFECTIVE INDICATING SYSTEM.
3.FUEL DEICING VALVE STUCK OPEN.
4.FUEL/OIL COOLER BYPASS VALVE OPEN.
5.HOT AIR LEAKAGE INTO #4 & #5 BEARING COMPARTMENT.
6.OIL SYSTEM CONTAMINATION.
F.EXCESSIVE OIL CONSUMPTION:-
1.EXTERNAL TUBING LEAKAGE.
2.OIL DISCHARGE AT OVERBOARD BREATHER.
3.OIL WETTING IN GAS PATH.
4.OIL LEAKAGE AT GEARBOX.
II.BLEED SYSTEM
A.BLEED OFF SCHEDULE.
1.PRBC VENT SCREEN CONTAMINATION.
2.DEFECTIVE PT2,PS3,OR PS4 TUBES.
3.PS3 CONTAMINATION.
4.PS4/BLEED VALVE DEFECT.
5.DEFECTIVE PRBC.
6.DEFECTIVE START BLEED CONTROL VALVE [SB 5425].
7.DEFECTIVE START BLEED VALVES.
TO AVOID POSSIBILITY OF UNCONTAINED APU FIRE DUE TO BLOCKED SHROUD AND FUEL DRAIN:-
1.OPT APU AT NO LOAD IDLE FOR 1 MINUTE PRIOR TO SHUTDOWN.
2.OBS STARTER DUTY CYCLE,1 MT ON,4 MINS OFF.
SERVICEABILITY TEST FOR FUEL HEATER:-
CHK FUEL TEMP ON THE GAGE ON P5PANEL.IF > 64øF [18øC],CHK THERE IS NO AIRFLOW THRU THE HEATER EXIT. IF < 64 DEGF, AIRFLOW SHOULD BE THRU HEATER EXIT PORT.
SERVICEABILITY OF SURGE BLEED VALVE:-
WITH APU OPERATING, OPEN L/G LTS CB ON P6 PANEL, SURGE BLEED VALVE WILL OPEN CAUSING INCREASED AIRFLOW THRU COOLING AIRFLOW EXHAUST PORT WITH INCREASED NOISE LEVEL.
SERVICEABILITY OF FCU:-
WITH APU OPERATING, CHK APU GEN FREQ, PUT ISOLATION VALVE OPEN, PUT BOTH PACKS ON, NOTE DROP IN APU GEN FREQUENCY, IF DROP > 12 HTZ, REPLACE FCU.
SERVICEABILITY OF COOLING AIR SOV:-
REMOVE PR LINE FROM PNEUMATIC ACTUATOR AND ATTACH A HOSE, APPLY 7 TO 8 PSI PR, COOLING AIR SOV SHOULD OPEN.
SERVICEABILITY OF AIR INLET DOOR:-
SHOULD OPEN WITHIN 20 SECS. IF NOT, REMOVE ELECTRICAL CONNECTION TO INLET DOOR ACTUATOR. OPT INLET DOOR BY PULLING [PUSHING],AT ACTUATOR ARMS.CHK FOR BINDINGS.
TWO ADJUSTMENTS ON DOOR ACTUATOR TO INCREASE/DECREASE STROKE:-
C.W. :- FOR DOOR IN OPEN POSITION.
C.C.W:- FOR DOOR IN CLOSED POSITION.
ADJUSTMENT ON B.V.[APU]:-
OPENING RATE,TO INCREASE OPENING TIME ,ROTATE CLOCKWISE.
OIL FUMES IN APU BLEED AIR:-
CHK FOR PLUGGED OIL TANK VENT AT EXHAUST FLANGE.
APU CONTROL MODULE CB POPPING OUT:-
THIS IS A SHORT CIRCUIT PROBLEM, THE POINT AT WHICH CB POPS OUT IN START SEQUENCE IS AN INDICATION AS TO WHICH COMPONENT HAS SHORTED.
CB POPS BEFORE STARTER MOTOR ENGAGES:-
1.CHK FOR SHORT CKT IN APU FSOV, INLET DOOR ACTUATOR OR STARTER LEADS.
CB OPENS AFTER STARTER MOTOR ENGAGES:-
1.CHK FOR SHORT CKT IN 35%,95%,110% CENTRIFUGAL SW.
2.LOP1 SW.
3.FUEL SOLENOID VALVE.
4.IGNITION UNIT, IGNITION LEADS.
5.APU WIRE HARNESS.
6.CHANGE APU CNTRL MODULE.
IF CB OPENS JUST BEFORE APU REACHES 95% RPM:-
CHK FOR SHORT CKTIN CENTRIFUGAL SW,3 WAY PNEUMATIC SOLENOID VALVE [WHICH CHANGES CONTROL THERMOSTAT FROM ACCELERATION MODE TO LOAD CONTROL MODE].
STARTER SPINS BUT DOES NOT CRANK:-
1.CHK APU FUEL DRAINS FOR FUEL DRAINAGE AFTER ATTEMPTED START, IF FUEL DRAINAGE NOT PRESENT, ACCESSORY GEAR DRIVESHAFT FAILURE, REPLACE STARTER.
2.IF NOT FUEL SHRD, CHANGE STARTER.
STARTER MOTOR CRANKS BUT NO EGT RISE:-
1.CHK FOR FIRING OF IGNITER PLUG.
2.OPN OF LOP1 SW, SHORT TERMINAL 3 & 4,IF LOP1 SW DEFECTIVE AND ATTEMPT TO START APU.
3.CHK FOR FUEL SUPPLY TO FUEL ATOMIZER. [REMOVE FUEL ATOMIZER, MOTOR APU, AND CHK FOR FUEL FLOW], IF NO FUEL FLOW, CHK APU FSOV, FUEL SOLENOID VALVE, FCU.
4.CHK FOR ACC LIMIT CRACK PR, ADJUST IF REQD.
TRIM RUN PROCEDURE:-
POWERPLANT TRIMMING IS REQUIRED TO ADJUST IDLE TPM, CHK THRUST LEVER CUSHION AND MINIMIZE THRUST LEVER STAGGER.
ENGINE TRIMMING IS PERFORMED AT PART POWER SETTING.
AIRCRAFT HEAD INTO THE WIND [WIND VELOCITY NOT > 10 MPH], AND NO ICING CONDITION PREVALING
NOTE AMBIENT TEMPERATURE AND PRESSURE. USING TRIM TABLES, GET TARGET VALUES OF:-
1.IDLE TARGET IN % N2 RPM.
2.PART POWER EPR AND PT7.
3.TAKE OFF EPR.
4.DATA PLATE CORRECTION. [FOR CONDITION RUN AT 1.65 EPR].
IF TARGET RIGHT OF STAGGERED LINE USE "C" STOP, OTHERWISE USE "S" [STD] STOP.
1.START ENGINE.
2.ALLOW 5 MINUTES FOR ENGINE TO STABLIZE.
3.NO LOAD, NO BLEED CONDITION.
4.ADJUST IDLE TRIM SCREW TO GET IDLE N2 TARGET.
TOLERANCE -9A [+2.0/-1.0% N2] -17/17A [+0.0/-1.0% N2].
NOTE:-TURN IDLE AND MIL TRIM SCREW CLOCKWISE TO REDUCE RPM.
5.ADVANCE THRUST LEVER TO PP, CHK OPN OF SURGE BLEED VALVE, RECORD N1 [N1 8% RISE & EPR 0.06 RISE ON CLOSING].
6.ADJUST MIL TRIM TO GET TARGET EPR
7.RETARD TO IDLE AND ADJUST IDLE IF REQD.
8.ADVANCE TO PP EPR AND RECORD ALL ENGINE PARAMETERS.
9.RECORD IDLE POWER ENGINE PARAMETERS.
10.DEACTIVATE PP TRIM STOP.
11.INCREASE TO T/O EPR AND CHK THROTTLE CUSHION.
12.CARRY OUT ACCELERATION CHK [5 TO 6 SECS].
13.RECORD T/O EPR ENGINE PARAMETERS.
14.IDLE ENGINE FOR 5 MINUTES AND THEN SHUT DOWN ENGINE. CHK REVERSE THRUST DETENT, IF REQD.
AMB TEMP =
AMB PRESSURE =
TARGET IDLE N2 = %
TARGET PP EPR = PP PT7 = % N2
TARGET T/O EPR = STOP:- S OR C
DATA PLATE CORR =
DATA PLATE RPM = [FROM DATA PLATE ON ENGINE]
CORR DATA PLATE RPM
N1 OIL PR N2 EGT EPR OIL TEMP F/F
IDLE
PP EPR
1.65 EPR
T/O EPR
ACCELERATION [IDLE TO 95% T/O EPR].
MAX TIME 6 SECONDS.
THRUST LEVER CUSHION:-
BLEED VALVE:-CLOSING:-
OPENING:-
EXPLOSIVE 'BANG' OR FLAME OUT OF TAIL PIPE AT START:-
1.CHK OIL SCREEN FOR METAL PARTICLES, IF FOUND, CHANGE FILTER, RUN APU FOR 1 MINUTE AND RECHECK. REPLACE APU IF METAL PARTICLES FOUND AGAIN.
2.CHK LOP1 S/W.
3.CHK FUEL SOLENOID VALVE AS WELL AS IGNITION SYSTEM FOR OPERATION.
4.CHK FOR CLOGGING OF COMBUSTER FUEL DRAIN, TURBINE FUEL DRAIN + DRAIN FROM APU LOWER SHROUD TO DRAIN MAST.
INDICATED NO LOAD FREQUENCY NOT WITHIN 405 TO 410 HZ.
ADJUST GOVERNOR ON FCU.
BLEED LOAD CONTROL CAN BE APPLIED AT 100 % RPM:-
1.ADJUST LOAD CONTROL VALVE.
2.CHK AIR REGULATOR FILTER [APU BV]
3.REPLACE APU BV.
APU EGT KEEPS ON CLIMBING DURING START:-
THE TROUBLE MAY EITHER BE DUE TO FAULTY LOAD CONTROL THERMOSTAT,3 WAY PNEUMATIC SOLENOID VALVE OR APU FCU.
737-200 AIRCRAFT NOTES PART 2.
Notes Prepared From B737-200/P&W JT8D MM From 27th October 1994 to 2nd April 1995.
Contents
AUTOMATIC FLIGHT CONTROL SYSTEM
EACH SYSTEM COMPRISES OF:
FLIGHT DIRECTOR INDICATOR,
COURSE DEVIATION INDICATOR,
A ROLL COMPUTER,
A PITCH COMPUTER,
AN INSTRUMENT AMPLIFIER,
CONTROL PANEL
AND
A MODE ANNUNCIATOR.
THE SYSTEM RECEIVES ATTITUDE AND RADIO INFORMATION FROM ASSOCIATED SYSTEMS WHICH ARE DISPLAYED ON THE FLIGHT DIRECTOR INDICATORS.
ROLL AND PITCH CHANNEL COMBINE SOME OF THESE INPUTS AND COMPUTE THE STEERING COMMAND NECESSARY TO MAINTAIN A SELECTED MODE FLIGHT PATTERN.
FD SYSTEM COMPONENTS:-
1. FDI [ADI]:-
PROVIDES SYMBOLIC PICTURE OF AIRCRAFT ROLL AND PITCH ATTITUDE AND FLIGHT DIRECTOR COMMAND DISPLAY.
STEERING COMMANDS ARE DISPLAYED BY V-POINTERS [2 TAPERED BARS],
A TRIANGULAR POINTER ON LEFT SIDE OF FDI DISPLAYS AIRCRAFT DEVIATION FROM GS BEAM
WHILE POINTER REPRESENTING RUNWAY INDICATES DEVIATION FROM VOR/LOC BEAM.
FLAGS:- GYRO,COMPUTER,GS AND RUNWAY FLAGS.
2. CDI [RMI]:-
DISPLAYS MAGNETIC HEADING,
RADIO COURSE DEVIATION,
TO-FROM THE STN INDICATOR,
GS DEVIATION
AND
PROVIDES FOR HEADING AND COURSE SELECTION.
FLAGS:-
COMPASS,
GS,
VOR/LOC FLAGS.
3.CHANNEL COMPUTERS:-
ROLL AND PITCH CHANNEL COMPUTERS GENERATE ROLL AND PITCH COMMAND SIGNALS TO PROVIDE PILOTS WITH REQUIRED MANUVERES TO FLY A SELECTED FLIGHT PATH WITH OPTIMUM RESPONSE AND MINIMUM OVERSHOOT.
4.FD CONTROL PANEL:-
MODE SELECTION ROTARY SWITCH:-
FOR SELECTION OF GA, OFF, HDG, VOR/LOC, AUTO APP, MAN GS OR BACKBEAM MODE.
PITCH COMMAND KNOB:-
PLACES PITCH CHANNEL IN MANUAL PITCH CONTROL PROVIDED GS OR GA MODES ARE NOT SELECTED.
5.APD ANNUNCIATOR.
6.TRANSFER SWITCHES [P5]:-
SELECT ALTERNATE SOURCE FROM VG, COMPASS AND VHF NAV RECEIVERS.
7.INST AMPLIFIER:-
PROVIDES SERVO-AMPLIFIER TO DRIVE CDI AND FDI MOTORS FOR ROLL, PITCH, RADIO ALTIMETER, COMPASS HEADING AND COURSE SELECT.
8.FLT INST ACC UNIT:-
CONTAINS FLAG MONITORING CKT.
SYS TEST:-
CHK THAT FDI GIVES THE TEST PATTERN, NOSE UP AND 10 DEG ROLL WHENEVER TEST BUTTON IS PRESSED IN ALL MODE SELECTION.
OPERATION:-
FLIGHT DIRECTOR MODES.
1.OFF MODE:-
V-BAR IS BIASED OUT OF VIEW AND FDI WORKS AS ARTIFICIAL HORIZON.
2.GA [GO AROUND] MODE:-
SELECT BY EITHER MANUALLY SETTING MODE SELECT SWITCH TO GA OR BY PUSHING EITHER GO-AROUND THRUST LEVER SWITCHES.
AUTO APP,MAN GS OR BACKBEAM SETTING WILL SPRING BACK TO GA IN THIS CASE.FLIGHT DIRECTOR WILL GIVE A 14 DEG PITCH UP,WING LEVEL COMMAND.
3.HEADING MODE:-
ENGAGED WHEN MODE SEL SW IS PUT TO HDG OR MODE SEL SW SET TO VOR/LOC,AUTO APP,MAN GS OR BB PRIOR TO BEAM CAPTURE.[APD-AMBER LT].
HEADING MODE USED TO MANTAIN SELECTED DIRECTION DURING T/O OR PRIOR TO BEAM CAPTURE,ALSO USED TO PERFORM CO-ORDINATED TURNS WHEN CHANGING FROM ONE HEADING TO ANOTHER BY FOLLOWING THE V-BAR COMMAND.
4.MANUAL PITCH COMMAND:-
OFF WHEN EITHER HDG OR BB MODE IS SELECTED. ALLOWS PILOT TO MANTAIN SELECTED
PITCH ATTITUDE. CONTROL RANGE -10 TO +15 DEG.
MANUAL PITCH CONTROL OUTPUT INHIBITED WHEN ALT HOLD MODE IS SELECTED.
5.ALTITUDE HOLD MODE:-
ENGAGED WITH MODE SELECTOR:-HDG, VOR/LOC OR BB AND ALT MODE S/W IN 'ON'
POSITION.
6.VOR/LOC MODE:-
MODE SEL IN AUTO APP AND ALT HOLD SW ON.
THE ROLL CHANNEL WILL REMAIN IN HEADING MODE AND PITCH CHANNEL IN ALT HOLD MODE UNTIL VOR/LOC BEAM IS CAPTURED. SUBSEQUENTLY FLT DIRECTOR WILL FOLLOW RADIO COMMAND. VOR/LOC LT ON APD IS AMBER.WHEN VOR/LOC SEL AND GREEN WHEN VOR/LOC BEAM IS CAPTURED.
7.AUTO APP MODE:-
SELECTED AFTER VOR/LOC CAPTURED BY PUTTING SELECTOR S/W TO AUTO APP.AUTO APP LT ON APD TURN AMBER AFTER GS CAPTURE ALT HOLD S/W SPRINGS TO OFF AND GS LT TURNS GREEN.PITCH CHANNEL IS CONTROLLED BY GS BEAM SIGNAL.
8.BACK BEAM MODE:-
ONLY USED TO INTERCEPT LOC BEAM IN REVERSE DIRECTION BY INVERTING BOTH BANK ATTITUDE SIGNAL AND COMMAND OUTPUT TO V-BAR.
FDI = ADI [ATTITUDE DIRECTION INDICATION]
CDI = HSI [HORIZONTAL SITUATION INDICATOR]
TROUBLESHOOTING:-
1.FDI COMPUTER FLAG IN VIEW AND V-BARS OUT OF VIEW:-
INTERCHANGE OR REPLACE
PITCH COMPUTER,
ROLL COMPUTER,
FDI.
2.FDI COMPUTER FLAG IN VIEW AND V-BARS ALSO IN VIEW:-
INTERCHANGE FDI,
REPLACE FAULTY FDI.
3.FDI V-BARS DO NOT ROTATE IN ROLL OR DO NOT FOLLOW HDG CONTROL KNOB PROPERLY:-
FDI,
ROLL COMPUTER,
CDI.
4.V-BARS DO NOT MOVE IN PITCH OR DO NOT FOLLOW PITCH CONTROL KNOB:-
CDI
PITCH COMPUTER
F/D CONTROL PANEL.
5.SYSTEM DOES NOT TRACK OR CAPTURE LOC SIGNAL IN VOR/LOC,AUTO APP OR BB MODES:-
ROLL COMPUTER,
CDI,
F/D CONTROL PANEL.
6.SYSTEM DOES NOT TRACK OR CAPTURE GS SIGNAL:-
PITCH COMPUTER,
F/D CONTROL PANEL.
7.SYSTEM DOES NOT HOLD ALT, OR DOES NOT TRACK ALT CHANGE WHWN IN ALT HOLD MODE:-
PITCH COMPUTER,
F/D CONTROL PANEL,
FLT INST ACC UNIT.
8.FDI V-BAR DO NOT SHOW PITCH UP COMMAND WHEN GA MODE SELECTED:-
F/D PITCH COMPUTER,
F/D CONTROL PANEL.
9.F/D PROGRESS DISPLAY ANNUNCIATOR [APD] MODE LT DOES NOT COME ON WHEN MODE SELECTED:-
LT, BULB,
F/D PITCH OR ROLL COMPUTER,
F/D MODE SELECT ORT PANEL,
APD.[FOR GS OR GA, INTERCHANGE PITCH COMPUTER, FOR ALL OTHER MODES, REPLACE ROLL COMPUTER].
10.VOR/LOC AND GS FLAGS ON FDI AND CDI:-
MOVE VHF NAV S/W TO ALTERNATOR POSITION AND CHK FLAGS DISAPPEAR, IF NOT, IT IS A F/D SYSTEM TROUBLE. CHK ELECTRONIC MASTER SW ON. RERACK FLT INST ACC UNIT.
11.GYRO FLAG ON FDI-1:-
MOVE VG TX SW TO VG ON AUX.CHK IF FLAG DISAPPEARS [THEN, IT IS A VG PROBLEM]. IF NOT, THEN REPLACE/RERACK FD PITCH COMPUTER, FLT INST ACC UNIT AND
F/D CONTROL PANEL.
12.COMPASS FLAG ON CDI-1,COMPUTER FLAG ON FDI:-
MOVE COMPASS TRANSFER SW TO BOTH ON 2.IF FLAG DISAPPEARS, IT IS A DG PROBLEM.IF NOT RERACK FLT INST ACC UNIT,ROLL AND PITCH COMPUTER.
13.GYRO FLAG OF FDI:-
TRANSFER GYRO BY SW IN P5.IF FLAG STILL PERSISTS RERACK/INTERCHANGE F/D ACC
UNIT.
14.FLIGHT DIRECTOR/COMPASS SYSTEM FLAGS:-
COMPUTER FLAG ON FD,COMMAND BARS OUT OF VIEW:-
POWER FAILURE
COMPASS FAILURE
15.COMPASS FLAG ON CM1,RMI,CM2,CDI,COMPUTER FLAG ON FDI:-
COMPASS SYSTEM 1 FAILURE, CLEAN PLUG, EXERCISE TRANSFER S/W TX COMPASS SYSTEM TO BOTH ON 2.
16.RUNWAY FLAG ON FD AFTER LOC TUNED IN:-
LOC FAILURE OR BELOW 200FT RA FAILURE.
17.RUNWAY VOR/LOC AND COMPUTER FLAG:-
LOC SIGNAL FAILURE.
18.FD G/S, CDI G/S, FD COMPUTER FLAG:-
G/S SIGNAL FAILURE.
19.ALTIMETER FLAG, ALT ALERT FLAG, GPWS, MACH TRIM TEST FAILURE, PRESSURISATION SYSTEM [AUTO MODE] SNAG :-
AIR DATA COMPUTER.
20.RADIO ALTIMETER FLAG:-
IF P1 SIDE FAULTY, INTERCHANGE WITH P2 SIDE EXERCISE CB FOR 4-5 TIMES, RERACK RADIO ALTIMETER MODULE [E3-4].
NOTE :- GPWS INOP IF SNAG IN RADIO ALTIMETER MODULE.
21.FORCE TRANSDUCER [ROLL AND PITCH]:-
PROVIDES CONTROL WHEEL STEERING SIGNAL TO AUTOPILOT WHEN IT IS ENGAGED.
22.FLAP POSITION SWITCHES:-
2 FLAP POSITION SW ARE USED IN A/P CONTROL SYSTEM. WHEN FLAPS NOT UP, FLAPS UP SW WILL ENABLE THE STAB TRIM SERVO MOTOR TO CHANGE FROM LOW SPEED TO HIGH SPEED.
23.A/P SOLENOID VALVE:-
WHENEVER A/P IS ENGAGED, OPENING THE VALVE.HYD PR IS PORTED THRU THE VALVE TO ENGAGE MECHANISM AND SELECTOR VALVE.
24.TRANSFER VALVE:-
AUTOPILOT COMMAND SIGNALS ARE APPLIED TO THE TRANSFER VALVE, WHICH CAUSES A JET PIPE TO DEFLECT DEVELOPING DIFF PR ACROSS A VALVE WHICH FURTHER DIRECT HYD PR TO THE PCU TO THE PCU ACTUATOR.
25.POSITION OR LINEAR TRANSDUCER:-
SUPPLIES A FEEDBACK SIGNAL TO A/P CONTROL SYSTEM WHEN THE ACTUATOR MOVES.
NOTE:- WHENEVER RERACKING ANY MODULE, REMOVE POWER FROM THE SYSTEM FOR A FEW MTS [3-4] BEFORE PROCEEDING WITH RERACKING/REPLACEMENT
AUTOMATIC FLIGHT CONTROL SYSTEM
1.PITCH CHANNEL.
2.ROLL CHANNEL.
PITCH CHANNEL ENGAGEMENT LOGIC:-
ELEX-1 ENERGISED.
BATTERY BUS ENERGISED.
ADC AIRSPEED SIGNAL GOOD.
30V DC MONITOR GOOD.
CORRECT PITCH CALIBRATION INSTALLED.
CWS NOT OUT OF DETENT.
NO HOT SHORT STAB TRIM SIGNAL.
FLAPS SYNCHRONIZED.
A/P STAB TRIM CUTOUT SWITCH - NORMAL.
MAIN ELECTRIC STAB TRIM MOTOR NOT ENGAGED.
VG FLAG OUT OF VIEW.
VG TRANSFER RELAY GOOD.
A/P CONTROL PANEL GOOD.
A/P ACC. BOX GOOD.
FLT CNTRL B SYSTEM ON.
CONTROL WHEEL DISENGAGE SW NOT OPEN.
ROLL CHANNEL ENGAGEMENT LOGIC:-
ELEX-1 ENERGISED.
BATTERY BUS ENERGISED [NOT ON STANDBY].
ADC AIRSPEED SIGNAL GOOD.
30V DC MONITOR GOOD.
CORRECT ROLL CALIBRATOR INSTALLED.
CWS NOT OUT OF DETENT.
AILERON FORCE LIMITER CLUTCH ENGAGED.
VG FLAG OUT OF VIEW.
DG FLAG OUT OF VIEW.
VG & DG TRANSFER RELAYS GOOD.
A/P CONTROL PANEL GOOD.
A/P ACC BOX GOOD.
FLT CNTRL 'B' SW ON.
CONTROL WHEEL A/P DISENGAGE S/W NOT OPEN.
CAUTION:- DO NOT REMOVE PITCH OR ROLL CHANNELS FOR AT LEAST 3 MINUTES AFTER REMOVING POWER FROM THE SYSTEM, RATE GYRO MAY BE DAMAGED IF COUPLER IS MOVED BEFORE GYRO IS ALLOWED TO SPIN DOWN.
INTERLOCKS:-
FOLLOWING IS A LIST OF INTERLOCKS REQUIRED TO KEEP EACH MODE SELECT S/W COIL ENERGISED.
I.NAV MODE SELECT S/W:-
POSITION INTERLOCKS
1. MANUAL NONE
2. VOR/LOC ROLL ENGAGE
VOR/LOC SELECTED
NO ILS/VOR CNTRL PANEL TEST
NO NAV TRANSFER
3. AUTO APP OR MAN G/S ROLL ENGAGE
PITCH ENGAGE
AUTO APP MAN GS SELECTED
TURB NOT SELECTED
ILS FLAG SELECTED
ADC ALTITUDE GOOD
NO VOR/ILS CONTROL PANEL TEST
NO NAV TRANSFER
II.HEADING MODE SELECT S/W:-
1. CENTERED NONE
2. HDG SEL ROLL ENGAGED
HDG SEL SELECTED
VOR/LOC NOT SELECTED
ROLL CWS NOT OUT OF DETENT
PITCH CHANNEL SIGNAL BLOCK DIAGRAM:-
INPUTS OUTPUTS
CWS TRANSDUCER -------> ³ ³-----> ELEVATOR PCU
ALTITUDE REF SYS -----> ³ ³ <--------Ù
C.A.D.C. -------------> ³ ³-----> A/P STAB SERVO MOTOR
VHF NAV SYS-----------> ³ ³ <--------Ù
LOW RANGE RADIO ALT---> ³ ³
AUTOPILOT CNTRL PANEL-> ³ ³----->AUTO PILOT WX LT
A/P DISENGAGE SW------> ³ ³
³ ³----->STAB OUT OF TRIM [P2]
PITCH CNTRL CHANNEL
E-1
NOTE:- MOST OF THE AUTOPILOT SNAGS CAN BE RECTIFIED BY RERACKING/REPLACEMENT
OF A/P ROLL AND PITCH CHANNEL,
A/P ACC BOX,
A/P CONTROL PANEL.
A/P MAY BE INOPERATIVE UNDER M.E.L.
STAB OUT OF TRIM LT, MAY BE U/S IF A/P NOT USED.
AUTOPILOT TROUBLESHOOTING:-
1.PITCH CHANNEL DOES NOT ENGAGE [ADC, VG, A/P CUTOUT S/W, MAIN ELECTRIC STAB AND POWER OK]:-
PITCH CHANNEL
A/P ACC BOX
A/P CONTROL PANEL
FLAP UP LIMIT SWITCH
MT FLAP S/W OR A/P STAB TRIM SERVO
PITCH CWS FORCE TRANSDUCER
2.PITCH CHANNEL INOP:-
PITCH CHANNEL
A/P ACC BOX
A/P CONTROL PANEL
3.PITCH CHANNEL DOES NOT RESPOND TO CWS INPUTS:-
PITCH CHANNEL
CADC
CW FORCE TRANSDUCER
4.A/P DOES NOT CAPTURE GLIDE SLOPE WHEN ON APPROACH:-
PITCH CHANNEL
NAV RADAR
5.ROLL CHANNEL DOES NOT ENGAGE[ADC,VG,DG AND PWR OK]:-
ROLL CHANNEL
AILERON FORCE LIMITER
A/P ACC BOX
A/P CONTROL PANEL
ROLL CWS FORCE TRANSDUCER
5A.A/P ENGAGE S/W NOT LIFTING FROM DISENGAGED POSITION:-
CHK CB
RECYCLE STAB TRIM
CUTOUT SWITCHES
CHK SYSTEM SELECTION ON HYD SYS B [A/P CONTROL PANEL]
FAULTY FORCE TRANSDUCER
6.AILERON KICK SHARPLY ON ENGAGEMENT:-
ROLL CHANNEL
A/P ACC BOX
7.ROLL CHANNEL INOP:-
ROLL CHANNEL
A/P ACC BOX
A/P CONTROL MODULE
8.ROLL CHANNEL DOES NOT RESPOND TO CWS INPUTS:-
ROLL CHANNEL.
9.AIRCRAFT DOES NOT RETURN TO WINGS LEVEL WHEN BACK ANGLE < 5ø AND IN HDG HOLD MODE:-
ROLL CHANNEL.
10.A/P DOES NOT CAPTURE VOR RADIAL OR LOC BEAM:-
ROLL CHANNEL
NAV RECEVIER
AUTOPILOT MODE SELECT TROUBLESHOOTING:-
11.NAV MODE SWITCH DOES NOT REMAIN IN VOR/LOC,AUTO APP OR MAN G/S.:-
A/P ACC BOX
ROLL CHANNEL
A/P CONTROL PANEL
12.NAV MODE SW DOES NOT REMAIN IN VOR/LOC ONLY [AUTO APP,MAN G/S OK]:-
ROLL CHANNEL
13.NAV MODE SW DOES NOT REMAIN IN AUTO APP AND MAN GS[VOR/LOC OK]:-
ROLL OR PITCH CHANNEL
AUTOPILOT HYDRAULIC POWERPACK TROUBLESHOOTING:-
14.ROLL OR PITCH CHANNEL INOP:-
ROLL OR PITCH CHANNEL
SOLENOID VALVE [AIL OR ELEV PCU]
15.ROLL OR PITCH CHANNEL INTERMITTENT:-
A/P ACC BOX
A/P CNTRL PANEL
16.AILERONS OR ELEVATORS MOVES TO LIMITS ON ENGAGEMENT [ROLL OR PITCH CHANNEL KNOWN OK]:-
POSN TRANSDUCERS
TRANSFER VALVE [ON 'B' PCU]
17.STAB OUT OF TRIM LT COMES ON WITH A/P SELECTED OR EXCESSIVE CWS FORCE IN PITCH WITH A/P SELECTED:-
PITCH CHANNEL
A/P ACC UNIT
ELEV FORCE TRANSDUCER
FAILURES WHICH OCCUR DUE TO FAULTY OUTPUTS FROM THE GYROS, NAVIGATION RECIEVER, AIR DATA COMPUTER OR RADIO ALTIMETER WILL USUALLY SHOW UP AS FLAG INDICATOR OR ON BLACK BOX DUE TO SELF MONITORING CKTS AND ASSOCIATED FLAG VOLTAGES WITH THE COMPONENTS.
PROBLEMS DUE TO SIGNALS FROM ASSOCIATED SYSTEM ARE DEALT WITH IN NAVIGATION CHAPTER.
TEST ROLL ENGAGE INTERLOCKS:-
1.A/P SELECT SWITCH IN 'B' POSN.
2.WITH CNTRL WHEEL AND COLUMN IN DETENT,ENGAGE AIL ENGAGE SW ON A/P PANEL.
3.DEPRESS A/P DISENGAGE BUTTON ON CAPTS OR F/OS CONTROL WHEEL,CHK AIL CHANNEL DISENGAGES WITH A/P DISENGAGE WX LT ON MOMENTARLY.
4.ENGAGE AIL CHANNEL,OPEN A/P ENGAGE INTERLOCK CB.OBSERVE A/P AIL CHANNEL DISENGAGES + A/P WX LT ILLUMINATES AND FLASHES.
5.DEPRESS CAPTS WX LT ON LH INST PANEL,OBS WX LT EXTINGUISH AND AIL ENGAGE SW CANNOT BE ENGAGED.
6.CLOSE A/P ENGAGE INTERLOCK CB,ENGAGE AIL CHANNEL SW.
7.REPEAT STEPS 4 TO 6 WITH ROLL CHANNEL AC & DC,DERIVED RATE AC CB ON P6,COMPASS #1 VG AND ADC-1,115VAC CB ON P18 LOAD CONTROL CENTER.
8.ENGAGE AIL CHANNEL,OPEN COMPASS #2 CB,[P6] AND AUX VG [P18] CB.OBS AIL CHANNEL DOES NOT TRIP,CLOSE CBS.
9.PLACE VG SELECT SW IN CAPT ON AUX POSN OBS AIL ENGAGE SEW DISENGAGE + WX LT FLASHES.
10.ENGAGWE AIL CHANNEL,PLACE COMPASS SW TO BOTH ON COMP-2.OBS AIL CHANNEL TRIPS.
11.WITH CONTROL WHEEL OUT OF DETENT,TRY TO ENGAGE AIL CHANNEL,IT WIL NOT ENGAGE.
12.WITH AIL CHANNEL ENGAGED MOVE STBY PWR SW TO OFF POSN,A/P CHANNEL WILL TRIP.
13.POSN FLT CONTROL A SW TO OFF,ENGAGE AIL CHANNEL,MOVE CONTROL WHEEL AND OBS AILERON RESPOND TO CONTROL WHEEL STEERING.
YD SYSTEM MAY BE INOP:- POSN YD SW TO OFF + RESTRICTS A/P OPN TO 30,000 FT OR BELOW.
YD SYSTEM CONTROLS THE RUDDER TO DAMPEN OUT OSCILLATIONS ABOUT YAW AXIS WITHOUT AFFECTING THE TURNING OF THE AIRCRAFT.
YD SYSTEM COMPONENTS AND LOCATIONS:-
1.Y/D ON/OFF SW + YD AMBER LT --> P5.
2.YD TEST SW + INDICATOR ---> P-2.
3.YD COUPLER ---> E1-2.
4.A/P ACC UNIT ---> E1-3.
5.RUDDER PCU ---> VERTICAL STABLIZER.
³ON/OFF S/W ³------------>³A/P ³
³FAIL LT ³<------------³ACC ³
<-----³UNIT ³
³ E1-3
³TEST S/W ³----->³YAW ³------------>³Rÿ ³
³INDICATOR ³<-----³DAMPER ³ ³U P ³
COUPLER³ ³D C ³
P2 ----->RUDDER.
E1-1 ³E ³
Ú-------->³R ³
HYD SYS ÀÄÄÄÄÄÙ
'B' PR
SYSTEM TEST:-
ELECT PWR + SYSTEM 'B' POWER AVAILABLE Y/D S/W ON. MOVE TEST SW TO LEFT. THE CENTER BAR ON INDICATOR MOVES TO LEFT AND FINALLY TO CENTER. MOVE TEST S/W TO RIGHT, INDICATOR MOVES RIGHT TO CENTER.
RATE GYRO
Y/D COUPLER
> Y/D COUPLER
OPERATION:- Y/D RATE GYRO [COMPLEX] IS THE SENSING ELEMENT, WHICH PROVIDES AC OUTPUT WHOSE PHASE REPRESENTS DIRECTION AND AMPLITUDE REPRESENTS RATE OF MOVEMENT.
THE SIGNAL PASSES THRU AN AIRSPEED POTENTIOMETER IN CADC WHICH REDUCES SIGNAL AS AIRSPEED INCREASES.
THE SIGNAL IS THEN AMPLIFIED BY VALVE AMPLIFIER IN Y/D COUPLER AND APPLIED TO TRANSFER VALVE OF SYS 'B' RUDDER PCU. HYD PR MOVES Y/D PISTON WHICH MOVES THE CONTROL VALVE [THUS MOVING THE MAIN ACTUATOR + RUDDER], LVDT PROVIDES FEEDBACK TO Y/D COUPLER.
YAW DAMPER MOVEMENT OF RUDDER:-
SELF TEST COUPLER:-
NEEDLE SHOULD BE IN RED P/N 2583880 [SELF TEST 1,2,3,4 FAILS. IF TEST 5 FAILS, EITHER COUPLER OR SOLENOID VALVE FAULTY].
TROUBLESHOOTING:-
1.Y/D SYSTEM FAILS COCKPIT TEST:-
COUPLER FAULTY
SOLENOID VALVE ON PCU FAULTY
2.Y/D INDICATOR BAR AND RUDDER LOCK IN EXTREME POSITION WITH YAW DAMPER ENGAGED:-
COUPLER
TRANSFER VALVE
3.RUDDER LOCKED IN EXTREME POSITION WITH INDICATOR BAR CENTERED, Y/D ENGAGED:-
COUPLER
POSITION TRANSDUCER
4.Y/D INDICATOR BAR DOES NOT MOVE WHEN SYSTEM TESTED, RUDDER MOVES OK:-
INDICATOR
5.RUDDER OSCILLATES OR AIRCRAFT DUTCH ROLLS WITH Y/D ENGAGED:-
COUPLER
RUDDER HYD SYS FAULT
6.Y/D SYSTEM OPTS INTERMITTENTLY:-
A/P ACC UNIT
7.HIGH RUDDER PEDAL FORCES OR RUDDER PEDAL KICKS BACK OR ERRATIC RUDDER PEDAL STEERING ON GRD:-
BINDING WITHIN STANDBY RUDDER ACTUATOR. [HYD PWR 'OFF', DISCONNECT INPUT ROD FROM STANDBY ACTUATOR INPUT LEVER .MOVE INPUT LEVER, FORCE SHOULD NOT BE MORE THAN 1 lb.
MT SYSTEM MAY BE INOP IF AIRCRAFT SPEED DOES NOT EXCEED 0.74 MACH.
MT SYSTEM PROVIDES AUTOMATIC DISPLACEMENT OF ELEVATORS AS A FUNCTION OF MACH
NO IN THE MACH TUCK [NOSE DOWN] REASON.
1.TEST S/W AND FAIL LT --->P5
2.MACH TRIM COUPLER---->E1-2
3.MACH TRIM ACTUATOR--->TAIL CONE AREA
4.MT FLAP S/W ---> FLAP CONTROL UNIT
SYSTEM TEST:-
WITH BOTH ELECTRICAL PWR AND HYD SYS B PR, AVAILABLE, PRESS MACH TRIM TEST BUTTON [FLAP IN FULL UP POSITION].
1.CONTROL STICK MOVES AFT.
2.MT FAIL LT COMES ON.
ON RELEASE OF MT TEST S/W CONTROL STICK RETURNS TO NEUTRAL POSITION + MT FAIL LT GOES OFF.
NOTE:- FAIL LT WILL NOT COME ON IF FLAPS ARE NOT UP.
OPERATION:- MACH INFORMATION,RECIEVED FROM ADC IS USED BY MT COUPLER TO GENERATOR A MACH TRIM SERVO POSITION COMMAND SIGNAL WHICH IS ROUTED TO MT ACTUATOR [SIGNAL MODIFIED/CANCELLED IF FLAP NOT FULL UP].THE ACTUATOR CHANGES ELEVATOR POSITION THRU ELEVATOR FEEL AND CENTERING UNIT AND ELEVATOR PCU IN ORDER TO MANTAIN CORRECT PITCH ATTITUDE.
TROUBLESHOOTING:-
1.SYS FAILS COCKPIT TEST:-
MT COUPLER [PRESS TEST S/W FOR 15 SEC,IF NO LT CHANGE COUPLER,IF LT
ILLUMINATES AND DOES NOT GO OFF CHANGE TEST S/W].
TEST S/W
2.MT FAIL LT,COMES ON WITH FLAPS DOWN:-
MT FLAP S/W [ADJUST]
MT COUPLER
CSD + GEN MAY BE U/S PROVIDED APU GEN OK + APU FUEL HEATER OK.[MAINT APU
BLEED LOAD + ELECT LOAD ALTITUDE LIMITS].
REASON FOR CSD REMOVAL:-
1.LOW OIL PRESSURE.AMBER LT 120 TO 160 PSI RANGE.
2.HIGH OIL TEMP.AMBER LT > 157øC.
3.METAL IN THE CHIP DETECTORS.
4.CSD FILTER POP OUT BUTTON POPS OUT.
5.OIL DISCOLOURATION.
6.FLUCTUATING FREQUENCY AND LOAD SNAG.
7.REPEATED OIL SERVICING > 5 TIMES BETWEEN CHK C INSPECTION`
LOP LT COMES ON WHEN PR DROPS TO 120-160 PSI.NORMAL PRESSURE DEVELOPED BY CHARGE PUMP IS 200 PSI.
HOT LT COMES ON WHEN OIL TEMP ò 157øC.
NORMAL "OIL IN" TEMP = 55øC [APPROX].
NORMAL "RISE" TEMP = 10øC [APPROX].
IF OIL "IN TEMP" HIGH CHK CSD OIL COOLER.
IF LOP LT FLICKERS IN FLT AND CSD DE-ACTIVATED THEN :-
1.RESET CSD DISCONNECT HANDLE.
2.CLEAN OIL PRESSURE PLUG.
3.REMOVE CSD PANEL AND CLEAN PLUG.
4.OPERATE ENGINE AND CHECK IF OIL PRESSURE LT COMES ON OR FLICKERS.IF SO, REPLACE CSD.
NOTE:- WHENEVER CSD REPLACED, IN-LINE CSD FILTER SHOULD BE REMOVED, PLACED IN A BAG AND ATTACHED TO CSD.
NO OF ELECTRICAL CONNECTION ON CSD:-
1.CHARGE PR SENSOR FOR LOP LT.
2.DISCONNECT SOLENOID.
3.OIL TEMP OUT [TO OIL COOLER].
4.OIL TEMP IN [FROM OIL COOLER].
5.157øC THERMOSTAT [FOR HOT LT].
NORMAL OIL CAPACITY IN CSD = 1¬ US GALLONS.
CAUTION:- OVERFILLING MAY CAUSE OVERHEATING.
IF CSD DEACTIVIATED IN FLT:-
IT CAN ONLY BE RESET AFTER LANDING LANDING BY PULLING THE RESET HANDLE ON CSD WITH ENGINE NOT ROTATING.
CSD HAS A GOVERNOR ADJUSTMENT FOR ADJUSTING FREQUENCY IN THE AIRCRAFT [CLOCKWISE TO INCREASE FREQUENCY,1 TURN = 2 HZ].
CSD OIL COOLER:-
HAS BOTH THERMAL AND PR DIFFERENTIAL BYPASS.
THERMAL BYPASS:-FULL OPEN BELOW 150øF.
FULL CLOSED AT OR ABOVE 170øF.
PR DIFF BYPASS CRACKS OPEN AT 50 PSID AND IS FULLY OPEN AT 90 PSID.
RESIDUAL VOLTAGE OF GEN :- 15-20 VOLTS [CHK WITH ENGINE ROTATING].
TO DISCONNECT CSD N2 MUST BE ROTATING AT 20% RPM.
LOP LT COMES ON,IT MAY BE DUE :-
1.DEFECTIVE CSD PANEL [THERE IS A SENSE CARD FOR LOP IN THE PANEL].
2.DEFECTIVE PR SENSOR, CHANGE CSD.
3.DEFECTIVE CHARGE PUMP, CHANGE CSD.
CAUTION:-
BEFORE RECONNECTING A DISCONNECTED CSD TO PERFORM TROUBLE SHOOTING, CHK CSD OIL FILTER PRESSURE DIFFERENTIAL INDICATOR, CHK CSD OIL LEVEL AND CONDITION ,AND CSD MAGNETIC CHIP DETECTORS.
RECONNECTING CSD WITH FAULTS IN THESE AREAS MAY RESULT IN SEVERE DAMAGE TO CSD.
CSD INSPECTION/CHECKS:-
INTERNAL WEAR OF CSD IS DETERMINED BY OBSERVING MAGNETIC CHIP DETECTOR.
1A.REMOVE MCD BY REMOVING ONLY INNER PLUG WITH 9/16 INCH HEX.DO NOT REMOVE DRAIN PLUG.
B.CHK MATERIAL COLLECTED BY MCD.
C.SMALL AMOUNT OF MATERIAL FUZZ IS NORMAL.
D.HEAVY DEPOSITS INDICATE EXCESSIVE WEAR, CLEAN AND REPLACE MCD.RECHECK AFTER ENGINE RUN,IF HEAVY DEPOSITS FOUND, REPLACE CSD, CSD COOLER AND ASSOCIATED TUBINGS.
E.BRIGHT METAL DEPOSITS OF CHIPS OR FLAKES, REPLACE CSD, CSD COOLER AND ASSOCIATED TUBINGS.
INSTALL MCD TORQUE 15-20 lbin.
2.CHK OIL LEVEL AT SIGHT GAGE.
3.CHK LINE OIL FILTER PR DIFFERENTIAL INDICATOR,CHANGE CSD IF OIL PR DIFFERENTIAL INDICATOR HAS POPPED OUT.
4.EXAMINE OIL FOR DISCOLOURATION DUE TO CONTAMINATION,COKING,EXCESSIVE TEMPERATURE,REPLACE CSD AND FLUSH OIL COOLER.
CHECK CSD AND GENERATOR OPERATION AFTER CSD CHANGE WITH EENGINE OPERATING:-
1.START ENGINE AND RUN AT IDLE.
2.CLOSE GCR BY MOMENTARILY MOVING GEN S/W TO ON.VOLTAGE READING 115V AND FREQUENCY 400ñ1 HZ.IF NOT SHUTDOWN ENGINE.[FREQ CAN BE ADJUSTED].
3.CHK NEWLY INSTALLED GEN OUTPUT VOLTAGE AND FOR PHASE REVERSAL.
4.SHUTDOWN ENGINE AND CHK OIL LEVEL.
5.CHK CSD FOR OIL LEAKS.
TROUBLESHOOTING:-
CAUTION:-
BEFORE RECONNECTING A DISCONNECTED CSD TO PERFORM TROUBLESHOOTING CSD TO PERFORM TROUBLESHOOTING, CHK CSD OIL FILTER, PR DIFFERENTIAL INDICATORS. CSD OIL LEVEL AND CONDITION AND CSD MAGNETIC CHIP DETECTOR.
CSD LOP LT REMAINS 'ON' AFTER STARTING ENGINE:-
STARTING ENGINE.
MOVE GEN S/W TO ON ----------------Â-----------------------------------Â
CHK VOLTAGE ³ ³
³ UNSTABLE VOLTAGE VOLTAGE +FRE-
NO VOLTAGE,CHK RESIDUAL + FREQUENCY QUENCY OK.
VOLTAGE. -------------------------³ ³
³ ³ CHK OIL PR
³ NO RESIDUAL VOLTAGE SENSOR
RESIDUAL VOLTAGE OK, INPUT SHAFT SHEARED, ³
THEN CHK CSD RESET HANDLE REPLACE CSD. CHK CSD
³ PANEL ON
IF CONNECTED CHK -------------------Â P5.
OIL LEVEL. ³
³ OIL OK
OIL LEVEL LOW CHK OIL PR SCREENS
³ ³
CHK CSD OIL FILTER Â----Á-------Â
AND MCD. IF DEFECTIVE IF NOT,CHK CSD PANEL ON P5,REPLACE
REPLACE IT IF DEFECTIVE
Â--------------------------------Â
³ ³
NORMAL,FILL CSD EXCESSIVE,REPLACE CSD,
WITH OIL,OPT SYS & CHK COOLER,FILTER AND TUBING.
FOR OIL LEAKS.
CSD OIL TEMPERATURE RISE ò 20øC:-
³
STOP ENGINE CHK FOR
CORRECT OIL LEVEL
IF LOW CHK CSD OIL IF OK,CHK OIL DISTRIBUTION SYSTEM FILTER,MCD FOR CONDITION. FOR CLOGGING, COOLER, LINES, FILTER
³ ETC. ³
³ CHK OIL COOLER FOR IF CLOGGED CLEAN
³ BLOCKED AIR PASSAGE AND RECHK AFTER
³ ENGINE GRD RUN.
³ EXCESSIVE,REPLACE CSD,
NORMAL,FILL CSD TO COOLER,FILTER & LINES.
CORRECT LEVEL AND CHK FOR OIL LEAKS.
TRANSMISSION CASE IF LEAKS FROM EXTERNAL PARTS LIKE COOLER,
INPUT & OUTPUT FILTER, TUBING ETC, THEN REPLACE DEFECTIVE LEAKS, REPLACE CSD. PARTS.
CSD OIL TEMPERATURE GAUGE INDICATES FULL SCALE:-
STOP ENGINE
CHK RESISTANCE OF EACH
SENSOR [97-100ê]
IF OK, REPLACE THE IF NOT OK, REPLACE THE TEMPERATURE INDICATOR. SENSOR.
1.ENGINE DETECTION/EXT SYSTEM [FIRE/OVHT]
2.APU FIRE DETECTION/EXTINGUISHING SYSTEM.
3.WING BODY OVHT DETECTION SYSTEM.
4.WHEEL WELL FIRE DETECTION SYSTEM.
5.CARGO SMOKE DETECTION SYSTEM.
6.LAVATORY FIRE EXTINGUISHING SYSTEM.
WHEEL WELL FIRE DETECTION SYSTEM MAY BE INOPERATIVE IF BRAKES ARE CHECKED JUST BEFORE ENGINE START UP [NOT HOT] + L/G KEPT DOWN AFTER T/O FOR 10 MTS FOR BRAKE COOLING.
RH WING BODY OVHT DETECTION SYSTEM MAY BE U/S IF LH PACK AND LH ENGINE USED FOR AIRCRAFT PRESSURISATION.
LH WING BODY OVHT DETECTION SYSTEM MAY BE U/S IF RH PACK AND RH ENGINE USED FOR AIRCRAFT PRESSURISATION AND APU USED ONLY FOR ENGINE START.
OVHT = 400øC
FIRE = 600øC
FIRE TEST:-
DURING TEST,IF ANY OF P8 AMBER LTS REMAINS OFF,THAT MEANS THERE IS EITHER OPEN OR SHORT CKT.
TO CHK FOR OPEN/SHORT CKT,OPEN E&E COMPT AND CHK FOR LTS ON ENGINE & APU FIRE DETECTION ACC.MODULE [E3-3 RACK].IF RESPECTIVE ENGINE OVHT/FIRE LT IS ON MEANS A SHORT CKT.
IF ALL LTS ARE OFF,THEN PRESS TEST SWITCH ON THE MODULE.IF ALL OTHER LTS EXCEPT THE CONCERNED LT COMES ON THERE IS AN OPEN CKT.
APU FIRE BOTTLE DISCHARGE INDICATOR:-
RED:- THERMAL DISCHARGE AT 266øF.
YELLOW:- NORMAL DISCHARGE DUE ACTUATION OF APU FIRE HANDLE.
APU DISCHARGED LT ON P8 COMES ON AT 250 PSI.DISCHARGE DISC MAY BE MISSING PROVIDED APU FIRE BOTTLE PRESSURE CHECKED OK + DISCHARGE LT ON P8 OFF.
WING BODY OVHT:-IF LT COMES ON PUT APU/ENGINE BLEED OFF. IF THE WARNING GOES OFF, GENUNINE WARNING [BLEED AIR LEAKAGE CAUSING OVHT].
LH WING BODY OVHT:-ENG STRUT,LH L/E,LH AIR COND BAY,FWD KEEL BEAM,AFT CARGO,SECTION 46 & 48[APU BLEED].
FOR TESTING WING BODY OVHT,PRESS TEST SWITCH ON P5 AIR COND PANEL,BOTH WING BODY OVHT LTS + AIR COND ANNUNCIATOR LT ON P7 COMES ON.THIS CHKS CIRCUIT CONTINUITY.
IF THERE IS ANY SHORTING WING BODY OVHT WILL REMAIN ON,OVHT LT WILL REMAIN ON OVHT LT ON THE OVHT MODULE IN E&E COMPT [E3-2] WILL ALSO COME ON.
TO ISOLATE THE FAULT,START TESTING WITH SWITCH 1,2&3.UP POSN IS GRD FAULT.IN THIS POSITION IF THE LT GOES OFF THE CKT BEING TESTED IS OK.IF OVHT LT ON MEANS CKT IS SHORT CKT.
IN CASE OF OPEN CKT,START WITH SW 1,2&3,DOWN POSITION OF SWITCH IS FOR TESTING CONTINUITY.
IN THIS POSITION,THE OVHT LT SHOULD COME ON [CONTINUITY OK]. IF THE LT REMAINS OFF THERE IS AN OPEN CKT.
S/W 1,2&3 USED FOR ISOLATING FAULT IN LH OVHT CKT ONLY.
RH WING BODY OVHT:-RH ENGINE STRUT, RH WING L/E, RH AIR COND BAY.
FOR RH WING BODY OVHT CHK THE SENSOR PHYSICALLY.
EITHER LH OR RH WING BODY OVHT CAN BE U/S UNDER M.E.L. PROVIDED ITS OPEN CKT OR GROUNDED [SHORTED] ie THERE IS A FAULT IN DETECTION SYSTEM AND NOT A GENUINE OVHT SNAG.
SQUIB TEST:-
FOR FIRE EXTINGUISHING SYSTEM CHK THE CONTINUITY FROM FIRE HANDLE TO THE FIRE EXTINGUISHING BOTTLE SQUIB [FIRING SURFACE].IF BOTTLE DISCHARGED SQUIB TEST WILL NOT COME ON.
FAILURE OF ANY OF THE 3 GREEN LTS TO COME 'ON' DURING SQUIB TEST:-
CHK THE LT BULBS [IF FOUND FUSED REPLACEIT]. CLEAN THE PLUG ON THE FIRE EXTINGUISHING BOTTLE AND PLUG UNDER THE FIRE MODULE ON P8 PANEL WITH CONTACT CLEANER. IF THE FAULT DETECTED IN INDICATOR LT CKT,AIRCRAFT CAN BE RELEASED UNDER M.E.L. IF NOT, GROUND THE AIRCRAFT AT OUTSTATION, AS SQUIB TEST FAILURE INDICATES EXTINGUISHING SYSTEM U/S.
E3-3 RACK FIRE ACC MODULE:-
UP POSITION:- SHORT CKT TESTED.
LTS OFF, CKT OK
ON, SHORT CKT
DOWN POSITION:- OPEN CKT TESTED.
LT ON, CKT OK.
LT OFF, OPN CKT.
TO RECTIFY THE SNAG REPLACE THE FIRE EXTINGUISHER BOTTLE OR CHK CONTINUITY FROM FIRE PROTECTION MODULE [P8] TO EXTINGUISHER BOTTLE.
OVHT/FIRE TEST:- IF ANY OF THE ENGINE FIRE HANDLE RED LT REMAINS OFF DURING THE FIRE TEST,CHK THE CONDITION OF THE CKT ON FIRE DETECTION MODULE ON E3-3 RACK.IF THE RESPECTIVE ENG FIRE/OVHT LT ON :- SHORT CKT.
IF ALL THE LTS ON ON MODULE E3-3 AND ON TEST THE RESPECTIVE ENGINE FIRE/OVHT LT REMAINS OFF THEN THERE IS AN OPEN CKT.
FIRE HANDLE PULLED:-
1.FUEL SOV CLOSES.
2.HYD SOV CLOSES.
3.LOP OF SYS A HYD INHIBITED [DEACTIVATED].
4.GCR TRIPS.
5.BLEED VALVE CLOSES.
6.T/R ISOLATION VALVE DEENERGIZES.
7.FIRE BOTTLE ARMED.
FIRE EXTINGUISHING SYSTEM TROUBLESHOOTING:-
A.RH,LH OR APU BOTTLE DISCHARGE LT ON:-
1.CHK BOTTLE PRESSURE,IF LOW REPLACE BOTTLE.
2.IF OK, DISCONNECT ELECT CONN AND CHK CONTINUITY, THEN REPLACE PRESSURE SWITCH.
3.IF NOT,CHK WIRING FOR GROUNDS.
B.EXTINGUISHER TEST LT REMAINS OFF ON TEST:-
1.CHK BULB.
2.DISCONNECT ELECTRICAL CONNECTION TO SQUIB AND CHK FOR CONTINUITY WITH
OHMMETER ACROSS 1 & 2 PINS OF DISCHARGE SQUIB,NO CONTINUITY,REPLACE DISCHARGE SQUIB OR BOTTLE.
3.CONTINUITY OK,THEN DISCONNECT ELEC CONNECTION OF SELECTOR VALVE AND CHK CONTINUITY BETWEEN PINS 1 & 2 OF THE VALVE IF NO CONTINUITY REPLACE SELECTOR VALVE.
4.IF OK,CHK CONTINUITY OF WIRING FROM MODULE TO THE SELECTOR VALVE. NOTE:- STEP 3 NOT NEEDED IN CASE OF APU EXT AS THERE IS NO SELECTOR VALVE.
OVERHEAT DETECTION TROUBLESHOOTING:-
1.TEST SW TO OVHT POSITION.IF ENG OVHT LT FAILS TO ILLUMINATE,CHK OVHT INOP LT ON ENG AND APU FIRE DETECTION ACCESSORY UNIT.
2.IF OVHT LT NOT ILLUMINATING,REPLACE ACC.UNIT AND TEST SYSTEM.IF OVHT LT STILL NOT ILLUMINATED CHK CONDITION OF CONNECTOR,CHK SENSORS FOR OPEN [ON MULTIMETER TO CENTER CONDUCTER OF ELEMENT CONNECTER.IF RESISTANCE MORE THAN THE MAX VALUE,REPLACE SENSOR,IF OK.CHK WIRING FOR OPEN].CONNECTER RESISTANCE IS 1 ê/FTý APPROX.
3.IF OVHT INOP LT ILLUMINATED [E3 RACK].CHK SENSOR FOR SHORT CKT CONN.MEGER ACROSS CENTER CONDUCTER AND OUTER SHELL OF ELEMENT CONNECTOR.IF OK,CHK WIRING FOR SHORT CKT.
NOTE:- IF OVHT/FIRE INOP LT ON APU AND FIRE DET, ACC UNIT [E3] IS:-
ON:- CHK FOR SHORT CKT.
OFF:- CHK FOR OPEN CKT [OFF DURING TEST].
APU FIRE DETECTION/EXTINGUISHING SYSTEM MAY BE INOPERATIVE PROVIDE APU IS NOT USED.
ENGINE FIRE DETECTION TROUBLESHOOTING:-
1.TEST S/W TO FIRE POSN,IF FIRE Wx LT + ALARM FAILS TO OPERATE,THEN POSN OVHT DET S/W TO ON P8 MODULE TO FIRE AND HOLD TEST S/W TO FIRE.
2.IF FIRE Wx LT FAILS TO ILLUMINATE,CHANGE ENG FIRE DET.ACC UNIT [E3 RACK].
3.IF FIRE Wx LT + ALARM WORK THEN POSN OVHT DET S/W TO NORM AND CHK FIRE INOP LTS ON E3 RACK ACC UNIT.
4.IF FIRE INOP LT,NOT ILLUMINATING,REPLACE ACC UNIT AND TEST SYS,IF STILL NOT OK CHK CONDITION OF CONNECTER,SENSOR FOR OPEN CKT.
5.IF FIRE INOP LT ILLUMINATING,CHK SENSOR AND WIRE FOR SHORT CKT. APU FIRE DETECTION TROUBLESHOOTING:-
NOTE:- OPEN ENG #1 & #2,WING BODY OVHT AND WHEEL WELL CB.
1.HOLD TEST S/W TO FIRE.IF NO Wx,CHK APU DETECTOR INOP LT ON FIRE PROTECTION MODULE [P8].
2.NO INOP LT,REPLACE FIRE PROTECTION MODULE AND TEST AGAIN.IF STILL NO LT,THEN CHK SENSOR FOR OPEN CKT AND THEN WIRING FOR OPEN CKT.
3.IF INOP LT ON FIRE PROTECTION PANEL COMES ON ,THEN CHK SENSOR FOR SHORT CKT AND THEN WIRING FOR SHORT CKT.
LEFT WING BODY OVHT TROUBLESHOOTING:-
1.PRESS OVHT TEST S/W ON AIR COND PANEL ON P5.CHK LEFT WING BODY OVHT LT COMES ON.
IF LT DOES NOT COME ON:-
1.CHK BULB.[PTT].
2.CHK RESISTANCE VALUES BETWEEN PINS ON CONN OF WING BODY OVHT MODULE ON E3-2.
3.IF > 40 OHMS,DISCONNECT AND CLEAN CONNECTORS OF LOOPS.
4.IF < 40 OHMS,CHANGE WING BODY OVHT MODULE.
IF LT COMES ON AND DOES NOT GO OFF AFTER RELEASE OF OVHT TEST S/W:-
1.PUT OFF ENG/APU BLEED VALVE,CHK Wx LT.
2.IF LT GOES OFF,IT IS A GENUINE SNAG DUE TO LEAKING DUCT OR DETECTOR ELEMENT IS TOO CLOSE TO HOT DUCT.
3.IF IT DOES NOT GO OFF,HOLD S3 S/W ON MODULE IN UP POSITION ,IF THERE IS A SHORT CKT IN AFT LOOP,LT WILL REMAIN ON .
4.HOLD S2 S/W ON,IF THERE IS A SHORT CKT IN KEEL BEAM LOOP,THE LT WILL REMAIN ON.
5.HOLD S1 TEST SW ON MODULE,IF THERE IS A SHORT CKT IN AC PACK LOOP,LT WILL COME ON.
6.IF NO,CHK RESISTANCE WITH PIN 12,4 AND GRD,IF RESISTANCE < 10 OHMS THERE IS A SHORT CKT IN LHSTRUT + WING L/E LOOP.
7.CHANGE WING BODY OVHT MODULE ON E3-2 RACK.
3 BASIC PRINCIPLES OF B737 ELECTRICAL POWER SYSTEM.
1.NO PARALLELING OF AC PWR SOURCE.
2.AC PWR SOURCE SWITCHED/ENTERING THE SYSTEM TAKES PRIORITY AND WILL TRIP OFF EXISTING SYSTEM.
3.SOURCE OF PWR DOES NOT ENTER THE SYSTEM AUTOMATICALLY.IT MUST BE MANUALLY S/WED ON WITH A S/W.
FOUR SOURCES OF AC POWER:-
GEN1,GEN2,APU GEN AND EXTERNAL POWER [GPU].THESE AC POWER SOURCES ARE CONNECTED TO BUSES BY INTERLOCKING SYSTEM OF SIX 3 PHASE BREAKERS.GB-1,GB-2,BTB-1,BTB-2,APU GB AND EPC.
INTERCHANGEABLE:-GB-1,GB-2,BTB-1,BTB-2 AND APU GB.[ALL EXCEPT EPC].
SYSTEM 1:- GEN 1 CONNECTED TO GEN BUS 1,MAIN BUS 1 AND TRANSFER BUS 1 THEN GB-1.
SIMILIARLY SYSTEM 2.
TO CHK RESIDUAL VOLTAGE OF GENERATOR,START ENGINE,RUN AT IDLE AND PUSH RESIDUAL VOLTAGE BUTTON.[NO RESIDUAL VOLTAGE INDICATOR ON MOTORING RUN].
ON GRD,WITH EXT PWR AVAILABLE,IF GRD PWR S/W ON P5 IS PUT ON:-
BOTH GB1 & GB2 TRIPS,BOTH BTB1 & BTB2 CLOSES,EPC CLOSES.
IF APU GEN S/W 1 PLACED ON:-
GB1 TRIPS,BTB1 CLOSES,APU GB CLOSES.
ON GROUND APU GEN CAN POWER BOTH SYSTEM 1 & 2 BUT IN FLT APU GEN CAN POWER ANY ONE OF THE SYSTEM.
TRANSFER RELAYS:-
P6 PANEL 3 POSTION.
NORMAL:- EITHER OF GB OR BTB CLOSED. ie GEN BUS 1 POWERS TRANSFER BUS 1.
ALTERNATE:- BOTH GB 1 & BTB 1 OPEN AND EITHER OF GB 2 OR BTB 2
CLOSED.ALTERNATE COIL ENERGISED,ie GEN BUS 2 POWERS TRANSFER BUS 1 THRU Tx RELAY 1.
OFF:- TRANSFER BUS NOT POWERED. ie BOTH GB AND BTB OPEN.
ELECTRICAL POWER SUB PANEL P5:-
GEN1 S/W CLOSES GB1.
GEN2 S/W CLOSES GB2.
L APU GEN S/W CLOSES APU GB AND BTB 1.
R APU GEN S/W CLOSES APU GB AND BTB 2.
GRD PWR S/W CLOSES EPC AND BOTH BTB1 & BTB2.
TRANSFER BUS OFF [AMBER]:- BOTH GB AND BTB OPEN.
BUS OFF [AMBER]:- BOTH BTB1 AND GB1 OPEN.
BUS OFF [AMBER]:- BOTH BTB1 & GB1 OPEN.
GEN OFF BUS [BLUE]:- GB1 OPEN.
APU GEN OFF BUS [BLUE]:- APU OVER 95% RPM BUT APU GEN NOT SELECTED.
DC POWER DISTRIBUTION:-
COMPONENTS :-
1.THREE 50 AMP TRANSFORMER RECTIFIER [TR] UNIT.
2.A SINGLE 20 CELL,24V,22 AMP-HR Ni-Cd BATTERY.
3.A SINGLE 35 AMP,PULSE TYPE BATTERY CHARGER.
IF ANY OF TR1 OR TR2 FAILS,TR3 WILL SUPPLY TO DC BUS1 [THRU A DIODE + RELAY] OR DC BUS2 [THRU A DIODE] SO,LOSS OF TR WILL NOT LEAD TO LOSS OF DC BUS.
IF TR3 FAILS,BATTERY BUS IS CONNECTED TO HOT BATTERY BUS,PROVIDEED BATTERY S/W IS ON.
NOTE:- DURING APU START, TO PREVENT ELECTRIC START MOTOR FROM DRAWING PART OF ITS HEAVY CURRENT THRU BATTERY CHARGER, AC INPUT TO BATTERY CHARGER IS INTERRUPTED BY APU START INTERLOCK RELAY R39.
HOT BATTERY BUS:-
POWERS ONLY FIRE EXTINGUISHER BOTTLES,ENG FSOV AND BACK UP FOR GCU. NORMALLY POWERED BY BATTERY CHARGER AND ALTERNATELY BY BATTERY.
BATTERY BUS:-
POWERS MOST OF INDICATING LIGHTS IN COCKPIT,MASTER CAUTION SYSTEM,FIRE DETECTION SYSTEM,PAX ADDRESS AMPLIFIER AND STANDBY POWER SYSTEM.BATTERY BUS IS NORMALLY POWERED FROM TR3 [MAIN BUS 2] AND ALTERNATELY [IFTR3 FAILS] BY HOT BATTERY BUS IF BATT S/W IS ON.
STATIC INVERTER RATING = 500VA.
STANDBY POWER DISTRIBUTION:-
2 STANDBY BUSES [1-AC AND 1-DC].NORMALLY ALWAYS POWERED.
STANDBY AC BUS:- 1í 115V AC, POWERED BY PHASE A OF TRANSFER BUS 1,IF TX BUS 1 FAILS, BATTERY WILL SUPPLY TO STANDBY AC BUS THRU STATIC INVERTER [PROVIDED STANDBY PWR S/W IN AUTO POSITION].
STANDBY DC BUS:- 28VDC POWERED BY DC BUS1,IF DC BUS 1 FAILS,BATTERY WILL DIRECTLY SUPPLY STANDBY DC BUS.
STANDBY POWER S/W:- 3 POSITION BATT-OFF-AUTO, NORMALLY IN AUTO POSITION.
IN FLT LOSS OF NO 1 TRANSFER BUS WILL RESULT IN STATIC INVERTER TURNING ON AND SUPPLY STANDBY AC BUS.ON GRD THIS WILL NOT HAPPEN, AS ALTERNATE SUPPLIES TO STANDBY BUSES ARE LOCKED OUT BY AIR GRD SENSOR TO AVOID STANDBY PWR DRAINING AIRCRAFT BATTERY. IF STANDBY S/W IS IN OFF POSITION STANDBY PWR OFF AMBER LIGHT WILL COME ON.
IF STANDBY S/W IS PLACED TO BATT POSITION, THEN BATTERY WILL SUPPLY TO DC STANDBY BUS AND STATIC INVERTER WILL SUPPLY TO AC STANDBY BUS. THIS POSITION IS NECESSARY FOR SERVICEABILITY OF STATIC INVERTER ON GRD AS WELL AS FUEL INDICATION DURING REFUELLING WITH NO ELECTRIC POWER AVAILABLE.
BATTERY CHARGER:- 35 AMP, PULSE TYPE.
AC CONTROL AND PROTECTION:-
GENERATOR CONTROL UNIT [GCU] CONTAINS FOLLOWING ITEMS:-
FIELD PWR SUPPLY [TR UNIT] WHICH CONVERTS 3í AC PWR FROM GEN TO RIPPLED DC FOR GENERATOR EXICITER.
CONTROL DC PWR SUPPLY [TR OUT] FOR PROTECTION CKT.
VOLTAGE REGULATOR.
GCR WHICH CONNECT OUTPUT OF FIELD PWR SUPPLY TO GEN EXICITER.
TRANSISTORIZED PROTECTION CKT FOR:-
OVERVOLTAGE [OV]
UNDERVOLTAGE [UV]
OVERFREQUENCY [OF]
UNDERFREQUENCY [UF]
OVERCURRENT [OC]
DIFFERENTIAL CURRENT PROTECTION [DP]
GCR OPN:- PRIMARY FUNCTION OF GCR IS TO CONNECT FIELD SUPPLY TO GEN EXICITER.
7 WAYS TO TRIP GCR:-
MANUAL:-
GEN S/W TO OFF
FIRE HANDLE PULLED [7 SECS T/D]
CSD DISCONNECT S/W
AUTOMATIC:-
OVERVOLTAGE 130ñ3V
UNDERVOLTAGE 100ñ3V
OVERCURRENT 170 AMPS
DIFFERENTIAL CURRENT PROTECTION 20 AMPS
POWER READY RELAY
GENERATOR BREAKERS:-
GB CAN BE CLOSED BY;-
PLACING GEN S/W TO ON, ENERGISING POWER READY RELAY AND TRIPPING NECESSARY BREAKERS TO PREVENT PARALLELING.
GB CAN BE TRIPPED BY:-
TRIPPING GCR [3 MANUAL WAYS + 4 AUTOMATIC WAYS]
OVERFREQUENCY 430ñ5 cps
UNDERFREQUENCY 370ñ5 cps
NOTE:-OVERFREQUENCY OR UNDERFREQUENCY DOES NOT TRIP GCR.
BTB:-
BTB CAN BE TRIPPED BY:-
ENG GEN S/W TO ON
APU GEN S/W TO OFF
ANY ACTION WHICH TRIPS APU GB AND EPC LIKE GRD POWER S/W TO OFF,APU GEN FAULTS,EXT POWER FAULTS ETC.
PRIORITY OF FAULTS TRIPPING GB OR GCR:-
OVERCURRENT > UNDERFREQUENCY > UNDERVOLTAGE
ANNUNCIATOR SIGNALED TROUBLESHOOTING:-
1.HV LIGHT COMES ON:-
DEFECTIVE GCU.
2.LV LIGHT COMES ON:-
DEFECTIVE GENERATOR.
DAMAGED CSD SHAFT OR SPLINE.
DEFECTIVE GCU.
3.FF [FEEDER FAULT] LT COMES ON FOLLOWED BY GCR,GB TRIPPING:-
DEFECTIVE CT.
DEFECTIVE GCU.
OVERCURRENT CONDITION CHK LINES FOR FAULT.
4.MT [MANUAL TRIP] SIGNAL COMES ON:-
DEFECTIVE CKT TO MANUAL TRIP OR GCR FROM GEN S/W.
737-200 AIRCRAFT NOTES PART 3.
Notes prepared From B737-200/P&W JT8D MM From 3rd May 1995 to 27th September 1995.
Contents
GROUND PROXIMITY WARNING SYSTEM
IN-FLIGHT LATERAL TRIM REQUIREMENT
NOTE:- DO NOT IN ANY CASE ATTEMPT TO TOW [TC B-27 OF 1982] THE AIRCRAFT WITH SYSTEM "A" HYDRAULIC PRESSURIZED.
MAIN L/G EXT/RET TROUBLESHOOTING:-
A.ONE MAIN L/G FAILS TO OPERATE:-
1.CHK ISOLATION VALVE LOCKED OPEN. CHK FOR GRD LOCKPIN IN THE AFFECTED GEAR.
2.CHK FOR HYD PR REACHING ACTUATOR. IF OK, THEN CHANGE THE ACTUATOR.
3.IF NOT OK, CHK FOR OBSTRUCTION IN HYDRAULIC LINES TO ACTUATOR.
4.IF NO OBSTRUCTION IN HYDRAULIC LINE, CHK FOR HYD PR AT MODULAR PACKAGE. IF OK, CHANGE THE MODULAR PACKAGE.
5.IF OK, FLUSH OR REPLACE HYD LINES.
B.ONE MLG RETRACTS BUT DOES NOT EXTEND:-
1.CHK UP-LOCK MECHANISM IS UNLOCKED. IF NOT OK, REPLACE CHECK VALVE IN LINE TO MODULAR PACKAGE DAMPER ASSESMENT.
C.ONE MLG GOES TO LOCKED POSITION WITH EXCESSIVE FORCE:-
1.CHK FOR REDUCTION IN OPTG SPEED NEAR END OF ACTUATOR TRAVEL, IF OPTG SPEED RISES NEAR END OF THE TRAVEL BLEED AIR FROM ACTUATOR [BY EXERCISING 5-6 TIMES].
NOTE:- DURING FERRY FLT, WITH L/G DOWN, PINS SHOULD NOT BE INSTALLED [TC B-311983].
2.IF SPEED REMAINS UNCHANGED CHANGE ACTUATOR.
D.BOTH MLG EXTENDS/RETRACTS VERY SLOWLY:-
1.CHK RIGGING OF SELECTOR VALVE CONTROL LINKAGE.
2.CHK FOR RESTRICTION IN HYD LINE FROM SELECTOR VALVE. IF OK, CHANGE SELECTOR VALVE.
3.IF NOT OK, FLUSH OR CHANGE HYDRAULIC LINES.
E.ONE MLG EXTENDS/RETRACTS SLOWLY:-
1.CHK TRUNNION BRG AND SIDE STRUT HINGES FOR DAMAGE.
2.CHANGE MAIN GEAR ACTUATOR ON AFFECTED GEAR.
3.CHK HYD LINES TO MLG ACTUATOR FOR OBSTRUCTION OR KINKS, REPLACE OR FLUSH LINES.
F.ONE MLG FAILS TO LOCK IN THE UP POSITION:-
1.CHK FOR HYD PR AT UPLOCK ACTUATOR.IF OK, CHANGE UPLOCK ACTUATORS.
2.IF NOT OK, CHK HYD PR AT MODULAR PACKAGE.IF OK, CHK HYD LINE FOR OBSTRUCTION [TO UPLOCK ACTUATOR].
3.IF NO HYD PR AT MODULAR PACKAGE CHANGE UPLOCK ACTUATOR RESTRICTOR CHK VALVE ON MODULAR PACKAGE.
NOTE:- DURING EXTENSION/RETRACTION CHK, CLOSE BOTH FLT CONTROL AND SPOILER SOV. ADVANCE BOTH THROTTLE MORE THAN 17"
RETRACTION TIME 8.5 SECS.
EXTENSION TIME 7.5 SECS.
NOSE L/G EXT/RET TROUBLESHOOTING
G.NLG FAILS TO OPERATE:-
1.CHK FOR GROUND LOCK.
2.CHK HYD PR AT NOSE GEAR LOCK ACTUATOR. [CLOSE MLG ISOLATION VALVES, DISCONNECT HYD LINE FROM LOCK ACTUATOR ROD END. MOVE L/G LEVER UP AND NOTE FLOW. SIMILIARLY CHK FLOW AT HEAD END OF LOCK ACTUATOR WITH L/G IN DOWN POSITION]. NOT OK, CHK FOR RESTRICTION.
3.IF OK, CHK FOR HYD PR REACHING NLG ACTUATOR, IF OK, REPLACE NLG ACTUATOR.
4.IF NOT OK, CHK FOR PR AT MODULAR PACAKAGE, IF OK, REPLACE MODULAR PACKAGE.
5.IF NOT OK, CHK FOR OBSTRUCTION IN HYD LINES, FLUSH THE SYSTEM.
H.NLG GOES TO LOCK POSITION WITH EXCESSIVE FORCE.
1.CHK FOR REDUCTION IN OPTG SPEED NEAR END OF ACTUATOR TRAVEL.IF SPEED INCREASES, BLEED AIR FROM THE SYSTEM.
2.IF NO CHANGE IN SPEED OPERATION CHANGE NLG ACTUATOR.
NOTE:- NLG EXT TIME 6 SECS.
NLG RETRACTION TIME 6 SECS.
ANTISKID SYSTEM TROUBLESHOOTING:-
A MALFUNCTION OF A/S SYSTEM IS INDICATED BY A/S INOP LT ON P2.ISOLATION OF MALFUNCTION CAN BE DONE BY USING FAILURE ISOLATION CKT ON A/S MODULE [E3 RACK].
COMPONENTS:-
1.A/S MODULE [E3 RACK].
2.A/S CONTROL VALVE [MWW].
3.TRANSDUCER [IN AXLE].
4.PARKING BRAKE SOV.
IF BOTH A/S INOP LTS ARE ON AND FAILURE CANNOT BE ISOLATED TO A SPECIFIC COMPONENT CHK PARKING BRAKE CKT. 0I.ONE OR BOTH A/S INOP LT "ON" WITH A/S S/W ON AND PARKING BRAKES RELEASED [FOR BASIC SERIES].
1.CHK RO, RI, LO, LI LT ON A/S MODULE.
2.IF ONE OR MORE LT "ON", PLACE COMPONENT TEST S/W TO VALVE POSITION. IF LIGHT REMAINS ON, A/S MODULE IS DEFECTIVE, REPLACE IT. IF LT GOES OFF, PLACE COMPONENT TEST S/W TO XDCR POSITION. IF LT COMES ON, REPLACE A/S CONTROL VALVE. BUT IF LT REMAINS OFF, ON COMPONENT TEST SWITCH IN XDCR POSITION. FIRST REPLACE TRANSDUCER AND CHK AGAIN.
3.IF ALL RO, RI, LO, LI LT OFF, PLACE COMPONENT TEST S/W IN XDCR POSITION. IF CORRESPONDING TRANSDUCER DEFECTIVE, LT WILL COME ON.IF LT STILL REMAINS OFF, A/S MODULE DEFECTIVE, REPLACE IT.
J.A/S INOP LT ON WITH A/S S/W ON AND PARKING BRAKE RELEASED:-
1.CHK RO, RI, LO, LI LTS ON A/S MODULE ILLUMINATED.
2.PLACE COMPONENT TEST S/W IN VALVE POSITION.IF LIGHT GOES OFF.A/S CONTROL VALVE IS DEFECTIVE. REPLACE VALVE.
3.IF LT REMAINS ON, PLACE COMPONENT TEST S/W TO XDCR POSITION, IF LT GOES OFF, TRANSDUCER IS DEFECTIVE. BUT IF LT REMAINS ON, A/S CONTROL MODULE IS DEFECTIVE.
ANTISKID MODULE FOR AIRCRAFT WITH AUTOBRAKE SYSTEM:-
PARKING BRAKE ON.
2.PLACE SYSTEM TEST LT POSITION, RO, RI LTS ON AND LO, LI LTS OFF.
RELEASE S/W, FOR AIRCRAFTS WITH AUTOBRAKES, ALL LTS WILL GO OFF.
AUTOBRAKE SYSTEM:-
CONDITIONS REQUIRED FOR SYSTEM OPERATION ARE:-
1.A/B ELECT PWR AVAILABLE.
2.A/S SYSTEM OPERATIONAL.
3.HYDRAULIC SYSTEM A AND B PRESSURIZED.
4.BOTH ENG THROTTLES IN IDLE RANGE.
5.LEFT AND RIGHT BRAKE PEDAL PRESSURE LESS THAN 200 PSI.
6.AIRCRAFT IN AIR MODE WHEN DECELLERATION RATE IS SELECTED.
NOSE WHEEL STEERING SYSTEM TROUBLESHOOTING:-
K.NO STEERING RESPONSE:-
1.VISUALLY CHECK NOSE GEAR SHOCK STRUT MUST BE COMPRESSED 2.10" TO CLEAR CENTERING CAMS.DISTANCE BETWEEN BOTTOM SURFACE OF LOWER STEERING PLATE AND TOP SURFACE MUST BE LESS THAN 21.90".IF MORE, DEFLATE SHOCK STRUT AND CHK FOR COMPRESSION.REINFLATE AND CHK STEERING OPERATION.
2.VISUALLY CHK RIGGING AND LINKAGES.
3.CHK FOR HYD PR AT STEERING METERING VALVE.IF NOT OK, CHK FOR OBSTRUCTION OR LEAK FROM HYD LINES.
4.VISUALLY CHK STEERING CYLINDER FOR LEAKS AND POSSIBLE STICKNESS OF STEERING COLLAR.IF NO LEAKS OBSERVED, CHANGE STEERING METERING VALVE.
L.NOSE STEERING VERY HARD:-
1.CHK TYRE PR LOW PRESSURE WILL CAUSE STEERING TO BE HARD.
2.CHK CABLES FOR BINDINGS.
3.CHK INTERLINKAGE OF RUDDER AND STEERING FOR BINDINGS/MALFUNCTION.THIS MAY CAUSE STIFF RUDDER PEDAL MOVEMENT ALSO.
M.NOSE GEAR VIBRATES [SHUDDERING]:-
1.CHK FOR PROPER TYRE INFLATION, FLAT SPOTS, UNEVEN TYRE WEAR.
2.CHK STEERING HYD SYS FOR PROPER BLEEDING.
3.CHK TORSION LINKS FOR PLAY.
4.CHK STEERING COLLAR AND STEERING CYLINDER ROD END ATTACHMENT.
5.CHK NOSE GEAR SHOCK STRUT FOR PROPER SERVICING.
N.LANDING GEAR POSITION INDICATION SYSTEM:-
AIRCRAFT ON GRD, GEAR DOWN AND LOCKED.HYD SYSTEM DEPRESSURISED, THROTTLE ADVANCED, L/G LEVER OFF POSITION.
ONE L/G GREEN IND LT NOT ON:-
1.PLACE L/G LEVER IN UP POSITION.CHK ASSOCIATED L/G WX RED LT.IF RED LT IS ON, CHANGE L/G MODULE.
2.IF RED LT IS OFF, PLACE STRIP OF STEEL ACCROSS THE FACE OF SENSOR.IF BOTH RED AND GREEN LT COMES ON, ADJUST SENSOR ACTUATOR SPACING.IF RED OR GREEN LTS DO NOT COME ON, THEN REPLACE SENSOR.
O.AIRCRAFT ON GRD, GEAR DOWN AND LOCKED, THROTTLE ADVANCED, LOCKPIN INSTALLED
L/G LEVER IN UP POSITION. ONE L/G WX RED LT DOES NOT COME ON:-
1.JUMPER OR DISCONNECT UPLOCK SENSOR IF LT COMES ON, REPLACE SENSOR. IF LT REMAINS OFF, REPLACE L/G MODULE.
P.A/C ON JACKS, GEAR UP AND LOCKED, HYD DEPRESSURISED, THROTTLE ADVANCED L/G
LEVER IN DOWN POSITION.
ONE L/G WX RED LT DOES NOT COME ON:-
1.JUMPER ON DISCONNECT DOWNLOCK SENSOR.IF LT COMES ON, REPLACE SENSOR, IF LT STILL REMAINS OFF, REPLACE L/G MODULE.
MW ASSY TORQUE 300-0-150 Ft-lbs
NW ASSY TORQUE 90-0-[20-40] Ft-lbs
MW TYRE PRESSURE 130 +0/-5 PSI.
NW TYRE PRESSURE 165 +0/-5 PSI.
TIRES AND WHEELS:-
MW ASSY:-FORGED ALUMINIUM, SPLIT TYPE.
MW TIRES:-40x14, TYPE VII TUBELESS TIRES, 3 THERMAL PLUGS PREVENTS EXCESSIVE PRESSURE DUE OVERHEAT.
NW ASSY:- FORGED AL, SPLIT TYPE.
NW TIRES:- 24x7.7, TYPE VII TUBELESS TIRES.
INSPECTION/CHECK ON MLG AND NLG WHEELS:-
1.EXAMINE FOR CRACKS, FLAKED PAINT AND EVIDENCE OF OVERHEATING.
2.CHK FOR MISSING, LOOSE TIE BOLTS.
3.CHK THERMAL FUSE ON MAIN GEAR WHEELS IF TYRE DEFLATED DUE OVHT, TIRE SHOULD BE DISCARDED.
4.IF TIRE ROLLED FLAT OR 2 THERMAL FUSES MELTED, TAG THE MW ASSY [WITH REASON OF REMOVAL].
CHK TIRE PRESSURE IS WITHEN SPECIFIED LIMITS.IF TIRE HAS ROLLED FLAT OR PRESSURE OF ONE OF THE TIREE MORE THAN 30% LESS THAN OTHER TIRE, BOTH TIRES ON THE AXLE SHOULD BE REMOVED FROM SERVICE.
DECREASE IN TYRE PRESSURE MAY BE DUE TO:-
1.DROP IN AMBIENT TEMPERATURE AFTER FILLING TIRE.
2.FAULTY O RING BETWEEN WHEEL HALVES.
3.DEFECTIVE THERMAL PLUG SEALS.
4.LEAK AT TIRE BEAD SEAL.
5.LEAK THROUGH VENT HOLES IN SIDEWALL.
EXAMINE TIRES:-
1.CHK FOR AIR LEAKAGE, ABRASION, UNEVEN WEAR, CUTS AND FLAT SPOTS.
2.REMOVE TIRE, WHEN TREAD DEPTH IS REDUCED TO 1/32" NEAR THE CENTER.
MW/NW ASSY INSTALLATION:-
1.AXLE THREAD PROTECTOR MUST BE USED DURING WHEEL OR BRAKE ASSY CHANGE.
2.CLEAN AXLE NUT THREAD AS WELL AS AXLE THREAD, INSP FOR DANAGE, WEAR ETC.
3.CHK SERVICEABILITY OF AXLE NUT WITH GO-NO GO GAGE BEFORE INSTALLATION.
4.CHK PRONG LENGTH OF AXLE NUT LOCK WASHER.
OVERSPEED LANDING:-
TYRE SPEED LIMITS ARE EXCEEDED DURING FLAPLESS LANDING, ALL WHEELS MUST BE REPLACED IRRESPECTIVE OF CONDITION OF TYRES.
SYSTEM TEST:-
CONNECT ELECT POWER, CHK COMPASS NO1 AND NO2, INST XDFMR NO1 AND 2, CAPT RMI, F/O RMI [ALT], INST TRANS CIRCUIT BREAKERS CLOSED, TX S/W ON P5 IN NORMAL POSITION. ALLOW 10 MINUTES FOR SYSTEM TO STABLIZE SYNCHRONIZE SYS NO1 BY PUSHING IN AND ROTATING CAPTS RMI SYNC KNOB IN DIRECTION INDICATED BY ANNUNCIATOR, SIMILAR SYNCHRONIZE SYS 2.
FAST SYNCHRONIZATION TEST:-
1.ROTATE CAPTS RMI SYNC KNOB AS FAST AS POSSIBLE.WX FLAGS SHOULD APPEAR ON CAPTS RMI AND F/O CDI. SIMILIARLY WITH NO2 SYSTEM.
2.RESYNCHRONIZE BOTH SYSTEM, ROTATE CAPTS RMI SYNC KNOB IN DIRECTION OF DOT, COMPASS CARD SHOULD ROTATE CLOCKWISE AND ANNUNCIATOR SHOULD ROTATE TOWARDS PLUS SIGN. REPEAT WITH F/O SYNC KNOB.
SLAVING TEST:-
1.USE CAPTS RMI SYNC KNOB TO SET HEADING 3-4ø AWAY FROM ITS SYNCHRONIZED READING.CHK READING RETURNS TO SYNCHRONIZED READING IN LESS THAN 5 MTS.
REPEAT OPERATION TEST.
1.USING CAPTS RMI SYNC KNOB ROTATE COMPASS CARD THRU 360ø IN 15ø INCREMENTS, CHK F/O CDI COMPASS AND FOLLOW SMOOTHLY AND REPEATS THE READING
[WITHIN ñ 1ø].
2.PLACE COMPASS TX S/W IN BOTH ON NO 1 POSITION AND REPEAT THE ABOVE CHK.
3.PLACE COMPASS TX S/W IN BOTH ON NO2 POSITION. USING F/O RMI SYNC KNOB ROTATE COMPASS CARD THRU 360ø IN 15ø INCREMENTS, AND CHK CAPTS CDI FOLLOWS SMOOTHLY AND REPEATS THE READING WITH ñ 1ø.
COMPASS SYSTEM COMPONENTS:-
1.RMI-1, RMI-2, CDI-1 AND CDI-2 [P1 AND P3].
2.DG-1 AND DG-2.
3.FLUX VALVE.
4.COMPASS RACK 1 & 2.[E1 RACK].
5.INST AMPLIFIER 1 & 2.[E1 RACK].
6.FLT INST ACC UNIT AND CONTAINS FLAG LOGICS.
COMPASS SYSTEM TROUBLESHOOTING:-
1.CAPTs CDI COMPASS CARD DOES NOT REPEAT F/Os RMI COMPASS CARD. [ROTATE F/Os RMI SYNC KNOB, CAPTs CDI COMPASS CARD DOES NOT RESPOND TO F/Os RMI COMPASS CARD]:-
RERACK/REPLACE INST AMPLIFIER #1.
REPLACE CAPTs CDI.
REPLACE F/Os RMI.
2.F/Os RMI COMPASS CARD WILL NOT DRIVE OR GIVE ERRATIC READINGS. [ROTATE F/Os RMI SYNC KNOB, F/Os RMI COMPASS CARD DOES NOT RESPOND]:-
RERACK/REPLACE SERVO AMPLIFIER #1.
REPLACE F/Os RMI.
3.F/Os RMI WILL NOT SYNCHRONIZE.[ROTATE F/Os RMI SYNC KNOB TOWARDS DOT OR PLUS, F/Os RMI COMPASS CARD DOES NOT RESPOND]:-
RERACK/REPLACE SERVO AMPLIFIER #1.
REPLACE F/Os RMI [CARD ROTATE BUT DOES NOT RETURN TO SYNCHRONIZED POSITION].
4.CAPTs CDI AND F/Os RMI COMPASS CARD DOES NOT INDICATE AIRCRAFT HEADING. [PLACE COMPASS Tx SWITCH ON BOTH ON #2 POSITION IF SNAG STILL PERSISTS THEN SHOULD INDICATE HDG ON CAPT RMI:-
REPLACE SERVO AMPLIFIER #1
REPLACE F/Os RMI.
NOTE:- SERVO AND SLAVING AMPLIFIER ARE IN COMPASS RACK.[E1 RACK].
IF CAPTs CDI AND F/Os RMI INDICATES CAPTs RMI HEADING THEN:-
REPLACE SLAVING AMPLIFIER #1.
REPLACE DG-1.
FLUX VALVE #1.
OPERATIONAL TEST:-
1.PRESS TEST BUTTON ON CAPTs AND F/Os FDI, CHK SPHERE MOVES 10ñ5ø DOWNWARD [INDICATING CLIMB] AND, 20ñ5ø LEFT [INDICATING RIGHT ROLL].
COMPONENTS:-
1.FDI-1 AND FDI-2.
2.VG-1, VG-2 AND AUX VG.
3.INSTRUMENT AMPLIFIER #1 AND #2.
TROUBLESHOOTING:-
1.ATTITUDE DISPLAY MALFUNCTION AND GYRO FLAG IN VIEW:-
VG INOP [MOVE Tx S/W TO VG ON AUX].
INST AMPLIFIER DEFECTIVE [INTERCHANGE INST AMPLIFIER].
FDI DEFECTIVE.
2.ATTITUDE DISPLAY OUT OF TOLERANCE WITH GYRO FLAG REMOVED FROM VIEW:-
VG NOT ERECTING PROPERLY.
GROUND PROXIMITY WARNING SYSTEM
GPWS PROVIDES Wx OF POTENTIALLY DANGEROUS FLIGHT PATHS RELATIVE TO GROUND. GPWS PROCESSES RADIO ALTIMETER INFO FROM RA-1, ALTITUDE RATE INFO FROM CADC, G/S DEV INFO FROM VOR/ILS SYS AND L/G AND FLAP POSITION SIGNAL TO PROVIDE Wx.
TEST:- VERIFY GPW, RA-1, CADC, VHF NAV-1 CB ON P18 CLOSED AND NO FLAGS ON CAPTs AND F/Os RADIO ALTIMETER FLAGS UP.PRESS TEST S/W, PULL UP, BELOW G/S, INOP INDICATION LTS SHOULD COME ON AND AURAL Wx OF GLIDESLOPE AND WHOOP WHOOP PULL UP COMES ON.
DADC:- SOLID STATE DEVICES USES PITOT STATIC PRESSURE AND AIR TEMPERATURE INPUTS TO COMPUTE AIR DATA INFORMATION REQUIRED BY AIRCRAFT INSTRUMENT AND SYSTEM, IT HAS TWO SWITCHES FOR SELF TEST, SELF TEST INDICATION LT.PITOT/STATIC INPUT CONNECTION.
TEST SELECT S/W HAS THE FOLLOWING SELECTION:-
FUNCTION
SLEW:- SETS ALT.RATE 600 FPM.
FAIL:- ACTIVATES FAILURE Wx FLAGS.
HOLD:- ACTIVATES HOLD CKT.
PUSH TO TEST S/W INITIATES BUILT IN TEST AND TEST VALID WHEN LT INDICATOR LT COMES ON WITHEN 2 SECONDS AFTER MANUALLY ACTIVATED TEST IS SUCESSFULLY COMPLETED AND REMAINS ON IF THERE IS NO FAILURE.
COMPONENTS:-
1.FDAU E1-2 RACK.
2.DFDR CEILING PANEL NEAR AFT END OFPAX CABIN.
3.FLIGHT DATA ENTRY PANEL.
4.GAR E1-2.
PARAMETERS RECORDED ON DFDR [PDC, PDD]:-
1.COMPUTED AIRSPEED.
2 AXIS ACCELERPMETER.
3.DIRECTIONAL HEADING.
4.ANGLE OF ATTACK.
5.ROLL AND PITCH ATTITUDE.
6.CONTROL COLUMN POSITION - PITCH.
7.STABILIZER POSITION.
8.CONTROL WHEEEL POSITION, ROLL.
9.RUDDER PEDAL POSITION.
10.EPR.
11.T/E FLAP POSITION.
12.L/E DEVICE POSITION.
13.TAT.
14.THRUST REVERSER POSN/OPN.
15.MACH NO.
16.RADIO ALTIMETER.
17.TOTAL FUEL.
18.AIR/GRD INDICATION.
19.THRUST LEVER POSITION.
20.PRESSURE ALTITUDE.
21.LOC/GS DEV.
22.GMT.
WHENEVER A SNAG OF INFLIGHT AIRFRAME VIBRATION IS REPORTED IS REPORTED, FOLLOWING ITEMS MUST BE INSPECTED TO REDUCED/ELIMINATE VIBRATIONS. [CAPT MUST BE ASKED ABOUT THE CONFIGURATION OF CONTROLS WHEN A/F VIB IS MAXIMUM AS WELL AS PHASE OF FLT ie T/O, CLIMB, CRUISE OR DESCENT AND POSITION OF FLAPS, SPOILERS ETC].
WHEN VIB OCCURS WITH T/E FLAPS UP AND IS MOST NOTICEABLE IN AFT AND FWD FUSELAGE. CHK THE FOLLOWING:-
1.CHK FOR EXCESSIVE PLAY IN THE ELEVATOR TAB PUSHROD, TAB LOCKOUT MECHANISM OR TAB HINGES.
2.CHK FOR LOOSE ELEVATOR HINGE FITTING BOLTS.
3.CHK FOR ELEVATOR BALANCE PANEL HINGE BOLTS.
4.LOOSE/WORN OUT ELEVATOR TORQUE TUBE BOLTS.
5.CHK ALL DOORS, PANELS AND FAIRINGS ARE IN FAIR AND ATTACHED SECURELY.
6.CHK NLG AND MLG DOORS FAIRED AND ALL SEALS INTACT.
7.CHK NLG DOORS FOR PROPER ADJUSTMENT.
8.CHK FOR DAMAGE/LOOSE AFT BODY VORTEX GENERATORS.
9.ABNORMAL VIB IN APU COMPARTMENT LOOSE/WORN OUT APU INLET DOOR. VIBRATION SIMILAR TO MACH BUFFETING FELT IN FWD CAB CAN BE INDUCED BY TRAILING EDGE FLAPS AND USUALLY OCCURS AT HIGH SPEED. SIMILAR TYPE VIBRATION, AT LOWER SPEEDS ON CLIMB AND IN CRUISE MAY BE CREATED BY GROOVED SPOILERS FLOAT, EXCESSIVE SLOP IN OUTBOARD AILERON/TAB OR LOOSE DOORS AND FAIRINGS.
FOLLOWING ARE THE SIX ADJUSTMENTS POSSIBLE ON ENTRY AND SERVICE DOORS:-
1.A GUIDE ARM ADJUSTMENT AT UPPER HINGE TO MOVE THE DOOR PARALLEL TO OPENING DURING LAST 1" OF TRAVEL.
2.A HORIZONTAL CONTROL ROD ADJUSTMENT TO MOVE THE DOOR TOWARD THE OPENING SO THAT LATCHES WILL PICK UP EHEN THEY START TO TURN.
3.VERTICAL ADJUSTMENT OF DOOR AT VERTICAL TORQUE TUBE TO FIT THE DOOR TO OPENING FOR CLEARANCE AT THE TOP AND BOTTOM AND CENTER STOPS ON PADS, CENTERING GUIDE MUST BE MOVED TO AGREE.
4.ADJUSTMENT OF LATCH CAMS ON FRAME TO FAIR THE DOOR FOR FLUSHNESS.
5.UPPER AND LOWER GATE ADJUSTMENTS FOR FLUSHNESS.
6.ADJUSTMENT OF STOP PINS FOR CLEARANCE SO THAT DOOR WILL CLOSE, YET CARRY CABIN PRESSURE.
TROUBLESHOOTING:-
1.DOOR ANNUNCIATOR LT COMES ON DURING DESCENT OR REMAINS ON THROUGHOUT THE FLIGHT:-
1.PRESSURIZE AIRCRAFT AND CHK FOR MOVEMENT OF HANDLE IF NOTICED, ADJUST THE STOP PINS. [MOVE OUTWARDS].
2.IF DOOR ANNUNCIATOR LT STILL DOES NOT GO OFF ON CLOSING OF DOOR, ADJUSTMENT SENSOR.
3.PRESSURIZE AIRCRAFT AND CHECK FOR LEAKS WHENEVER DOOR ADJUSTMENT CARRIED OUT.
HYDRAULIC FLUID BMS 3-11, SKYDROL 500B, CHEVRON HYJET IV.
FLUSHING HYDRAULIC SYSTEM A AFTER REPLACEMENT OF FAILED ENGINE DRIVEN PUMP.
1.DEPRESSURIZE HYD SYS A.
2.REPLACE APPLICABLE SYS A PR.FILTER.
3.REPLACE SYS A RETURN FILTER.
4.PRESSURIZE HYD SYS A USING EDP.
5.CYCLE ALL HYD SUBSYS [EXCEPT LANDING GEAR] AT LEAST 6 TIMES AT MAX RATE.
6.REPLACE CASE DRAIN FILTER, SYSTEM A PRESSURE AND RETURN FILTERS.
ALTERNATELY:-
FLUSH HYD LINES FROM EDP TO CSD FILTER AND EDP TO SYS A PR FILTER.
CHK FILTER CONDITION AFTER 50 HRS/100 HRS OF ENGINE OPERATION.
DRY EDP RUNNING
NOTE:- WHEN ENG 1 OR 2 FIRE S/Ws ARE POSITIONED TO FIRE WITH CORRESPONDING ENGINE DRIVEN PUMP OPERATING:-
1.SUPPLY SOV CLOSED FOR < 5 MINUTES, NO MAINTENANCE REQD.
2.SUPPLY SOV CLOSED FOR > 5 MINUTES.
A.CHK CASE DRAIN FILTER FOR METAL.
B.CHK PR.FILTER FOR METAL CONTAMINATION.
C.IF NO METAL PARTICLES FOUND IN EITHER OF THE FILTERS, CHANGE BOTH FILTERS, RECHK FILTER AFTER 200 HRS.
3.IF METAL IN FILTER, FLUSH SYS A HYD.
NOTE:- BEFORE CHK FILTER, RUN EDP FOR AT LEAST I MINUTES [MOTOR ENGINE] SO THAT METAL WITHIN THE LINE REACHES THE FILTER.
TROUBLESHOOTING:-
SYSTEM A HYDRAULIC PRESSURE ABOVE NORMAL [3100 PSI]:-
1.CHK FOR CLOGGED CASE DRAIN FILTER.
2.OPT #1 EDP CHK PR, IF OK THEN #2 EDP IS DEFECTIVE.IF PRESSURE HIGH WITH BOTH
#1 & #2 EDP, THEN BOTH PUMPS MAY BE DEFECTIVE OR IND/Tx PROBLEM.
3.CHK FOR RESTRICTION IN LINE OR BENT LINES.
4.SHUT DOWN ENGINE [OR DEPRESSURIZE PUMP A] AND OPEN GRD INTERCONNECT. COMPARE SYS A & B INDICATION.IF SYS A INDICATION READS HIGHER, THEN SYS A IND/Tx DEFECTIVE.
5.IF SYSTEM A & B INDICATION BOTH READ NORMAL, THE CHANGE BOTH SYSTEM A EDP PUMPS.
SYSTEM A HYDRAULIC PRESSURE BELOW NORMAL[2800PSI]:-
1.CHK A PR Tx/IND BY PRESSURIZE SYS A USING SYS B PUMPS [GRD INTERCONNECT OPEN] AND CHK INDICATION EQUAL.IF NOT, IND/Tx DEFECTIVE.
2.SYS A PR. RELIEF VALVE [PR MODULE] ADJUSTMENT IMPROPER. CHK WITH SYS B PASSED [NORMAL PR], OPEN GRD INTERCONNECT. CHK IF SYS B PR INDICATION COMES DOWN BELOW NORMAL, THEN PR RELIEF VALVE DEFECTIVE.
3.BOTH SYS A EDP DEFECTIVE.
4.HYDRAULIC LEAK [MONITOR HYD FLUID QTY WITH BOTH SYS A & SYS B PRESSURIZED. NOTE:- SYS B PR ABOVE OR BELOW NORMAL TROUBLESHOOTING SIMILAR TO ABOVE
TROUBLESHOOTING.
SYS B PUMP OVHT Wx LT ILLUMINATES [ò220øF]:-
1.CHK APPLICABLE PUMP CASE DRAIN AND PRESSURE FILTER FOR CONTAMINATION.
SYS B LOW HYD QTY Wx LT COMES ON:-
1.CHK SYS A HYD QTY, SERVICE HYD SYS.IF SYS B LOW QTY Wx LT STILL COMES ON WITH SYS A FULL , THEN REPLACE QTY S/W ON SYS B RESERVOIR AS FOR SHORT CIRCUIT.
SYSTEM A USES:-
1.PRIMARY FLIGHT CONTROLS [LID][LEFT, INBOARD, DOWN]
2.T/E FLAPS.
3.L/E FLAPS AND SLATS.
4.INBOARD FLIGHT SPOILERS.
5.GROUND SPOILERS.
6.L/G EXTENSION AND RETRACTION.
7.THRUST REVERSER.
8.NOSE WHEEL STEERING.
9.BRAKES [INBOARD].
SYSTEM B USES:-
1.PRIMARY FLIGHT CONTROLS.
2.OUTBOARD FLT SPOILERS.
3.OUTBOARD BRAKES.
STANDBY SYSTEM USES:-
1.STANDBY RUDDER.
2.L/E DEVICES [FLAP + SLAT] EXTENSION OMLY.
3.THRUST REVERSERS.
STANDBY PUMP CAN BE PUT TO ON BY:-
1.MOVING FLT CONTROL A S/W TO STBY RUDDER.
2.MOVING FLT CONTROL B S/W TO STBY RUDDER.
3.MOVING ALT FLAP S/W TO ARM POSITION.
ALLOW PRESSURE Wx LT ILLUMINATING WITH BOOST PUMP S/W ON.
1.CHK FUEL QTY IN THE TANK [>350 KGS].
2.REMOVE ELECTRICAL CONNECTION FROM LOW PR S/W AND CHK LP LT EXTINGUISHES. IF LP LT OFF REPLACE LP S/W.IF NOT, REPLACE FUEL MODULE ON P5 PANEL.
3.CHK OPERATION OF BOOSTER PUMP BY MANUALLY FEELING + NOISE OF THE PUMP. IF GENUINE LOW PR, THEN REPLACE BOOST PUMP.
A.IF NO PWR AT BP ELECT CONN, REPLACE BP RELAY ON P6 OR BP CONTROL S/W.
B.IF PWR AVAILABLE, REPLACE BOOST PUMP.
ENGINE FSOV DOES NOT OPERATE:-
[ON PLACING START LEVER FROM CUT OFF TO IDLE].
1.CHK 28VDC PWR AT ELECT CONN.IF PWR AVAIULABLE, REPLACE FSOV.
2.IF NOT, 28VDC AT PIN 23 OF FIRE S/W.PUSH FIRMLY ON FIRE S/W IS IN NORMAL POSITION.
PR FUELLING SYS TROUBLESHOOTING:-
IF ELECTRICAL POWER NOT AVAILABLEAT FUELLING STATION, PUT STBY S/W TO BATT POSITION FOR FUEL QTY GAUGE INDICATOR PWR AND REFUEL WITH MANUAL FUELLING BUTTON [PRESS ONE BUTTON AT A TIME]. CROSSCHECK FUEL INDICATION WITH DRIPSTICKS.
CAUTION:- IN CASE OF GAUGE [FUEL] FAILURE.COMPUTE THE NO OF LTS UPLIFT REQD [CHK THE UPLIFT FROM BOWZER READING], CROSS CHK FUEL QTY WITH DRIPSTICK.FOR UPLIFT OF FUEL IN CENTER TANK WITH QTY GAUGES U/S.FILL LH AND RH TANK. DETERMINE FUEL UPLIFT REQD IN CENTER TANK. DETERMINE FUEL UPLIFT REQD IN CENTER TANK [IN LTS AND ASK REFUELLING PERSONNEL TO UPLIFT REQD FUEL WITH BOWZER GAUGES.
DEFUELLING [FROM #1 TANK]:-
1.#1 TANK BOOSTER PUMPS ON.
2.CROSSFEED VALVE OPEN.
3.ENG #2 FSOV OPEN [START LEVER ENG 2 IDLE].
4.DEFUELLING VALVE OPEN.
FUEL TRANSFER [FROM #1 TO #2 TANK]:-
1.#1 TANK BP ON.
2.CROSSFEED VALVE OPEN.
3.ENG #2 FSOV OPEN [START LEVER IDLE].
4.DEFUELLING VALVE OPEN.
5.#2 TANK FUELLING VALVE OPEN.
MODES OF OPERATION:-
1.NORMAL [115VAC].
2.STANDBY [24VDC].
OPERATION
NORMAL EXTENSION
1.PLACE INTERIOR CONTROL TO EXTEND OR EXTERIOR CONTROL TO NORMAL EXTEND.
2.INITIAL MOVEMENT OF DOOR CLOSE DOOR CLOSE S/W, ILLUMINATING STAIRS OPTG" LT" WHEN DOOR REACHES ITS FULL OPEN POSITION, DOOR OPEN S/W ACTUATES REMAINING POWER FROM THE MOTOR.
3.WHEN EXTEND CYCLE IS COMPLETED, PUT CONTROL TO NEUTRAL POSITION.
4.DISENGAGE HANDRAIL EXTENSION FROM STOWED POSITION BY SLIDING HAND AND LATCH RELEASE, LIFT HANDRAIL EXTENSION.ATTACH TO SUPPORT BRACKETS.
NOTE:- AIRSTAIRS CANNOT BE RETRACTED UNTIL HANDRAIL EXTENSIONS ARE STOWED IN PROPER POSITION.
RETRACTION:-
1.STOW HAND RAIL EXTENSION.
2.POSITION CONTROL TO RETURN AND HOLD.
3.WHEN AIRSTAIR GOES TO FULL RETRACT POSITION POWER WILL CONTINOUSLY BE REMOVED FROM MOTOR UNTIL AIRSTAIRS REACH STOWED POSITION.
CONTROL CABIN AURAL Wx SYSTEMS PROVIDE CHARACTERISTICS AUDIO SIGNALS TO DETECT THE PILOTS TO:-
ABNORMAL TAKE OFF CONDITIONS,
LANDING CONDITION,
PRESSURIZATION CONDITION,
MACH AIRSPEED CONDITION,
AN ENGINE APU OR WHEEL WELL FIRE,
CREW CALL SYSTEM,
SELCAL SYSTEMS.
PRIORITY SOUND
1 INTERMITTENT HORN
2 STEADY HORN
3 WAILER
4 BUZZER
SOUNDS OF LOWER PRIORITY WILL BE TURNED OFF BY CONTROL CKTS OF SOUNDS IN A HIGHER PRIORITY.
LANDING GEAR WARNING SYSTEM:-
A Wx HORN SOUNDS WHEN L/G POSITION IS INCORRECT FOR CURRENT OPERATING CONDITIONS, SWITCHES, OPERATED BY MOVEMENT OF THE ENGINE THRUST LEVER OR FLAP FOLLOW UP DRUM, CONTROL THE Wx HORN. SECONDARY CONTROL PROVIDED THRU THE L/G MODULE TO ENSURE HORN WILL NOT SOUND WHEN L/G POSITION IS RIGHT FOR CURRENT CONDITION.
ALL L/G MUST BE DOWN AND LOCKED WHEN FLAPS ARE IN LANDING RANGE OR ALL LDG GEAR DOWN AND LOCKED WHEN FLAPS LESS THAN FULL UP.
A STEADY HORN WILL SOUND IF GEARS ARE NOT DOWN AND LOCKED WHEN:-
A.FLAPS ARE DOWN AND EITHER ENGINE IDLE.
B.FLAPS IN LDG RANGE.
SIGNALS:-
1.LANDING GEAR UPLOCK AND DOWNLOCK SENSORS.
2.THRUST LEVER ACTUATED L/G Wx S/Ws.
3.FLAP OPTD L/G S/W.
WARNING HORN RESET:-
HORN CUTOUT S/W ON AISLE STAND OR AUTOMATIC RESET BY ADVANCING THRUST LEVER.
TAKE OFF WARNING SYSTEM:-
IF EITHER THRUST LEVER IS ADVANCED TO T/O PWR, AN INTERMITTENT Wx HORN IN CONTROL CABIN WILL SOUND IF EITHER FLAPS OR STABLIZER ARE NOT IN T;O RANGE OR SPEED BRAKES ARE NOT DOWN.
AIR GRD SENSOR DEACTIVATES T/O Wx SYSTEM WHEN AIRCRAFT IN AIR.
SIGNALS:-
1.THRUST LEVER ACTUATED T/O Wx S/Ws, OR
2.EPR ACTUATED T/O Wx S/Ws.[EPRò1.4].
3.FLAP T/O Wx S/W.[FLAP CONTROL UNIT].
4.#1 & #4 L/E FLAP [FLAP/SLAT IND.MODULE E3-2].
5.STABLIZER T/O S/Ws.
6.SPEED BRAKE T/O Wx S/W. [UPPER FWD PORTION OF CONTROL SHROUD]. INTERMITTENT HORN CAN BE SILENCED ONLY BY CORRECTING THE T/O CONFIGURATION.
CABIN ALTITUDE Wx SYSTEM:-
PROVIDES AUDIBLE SIGNAL WHEN CABIN PR, APPROACHES AN ALTITUDE [10, 000 FT] DETRIMENTAL TO PAX COMFORT. SYSTEM CONSISTS OF PR S/W, A CUTOUT S/W AND A CUTOUT RELAY.
INTERMITTENT HORN WILL SOUND WHEN CABIN ALTITUDE ò 10, 000 FT.
CUTOUT SWITCH AND RELAY:- P5 PRESSURIZATION PANEL.
PRESSURE S/W:-
ANEROID TYPE, UNDERSIDE OF COCKPIT FLOOR AHEAD OF CONTROL STAND.
FIRE DETECTION SYSTEM:-
PROVIDES VISUAL [RED LT] AND AURAL Wx [ALARM BELL] FROM SENSORS IN EACH ENGINE, APU AND WHEEL WELL AREAS.
MACH AIRSPEED Wx SYSTEM:-
PROVIDES A Wx TO CREW WHEN AIRCRAFT APPROACHES A CRITICAL SPEED.
SYSTEM CONSISTS OF MACH AIRSPEED Wx S/W IN E & E COMPT ADJACENT TO VG SHELF, MACH AIRSPEED Wx TEST S/W ON P5 AFT OVERHEAD PANEEL AND Wx CLACKER IN AURAL Wx AND CALL DEVICE BOX.
SIGNALS:-
Wx S/W IS CONTROLLED BY PITOT STATIC PR INPUT.
CLACKER REMAINS ON TILL CORRECTIVE ACTION IS TAKEN [AIRCRAFT SPEED IS REDUCED].
CREW CALL:-
HIGH CHIME WILL SOUND ANY TIME A CAPT CALL BUTTON IS PRESSED AT EXT PWR PANEL, FWD OR AFT ATTENDENT PANEL.
SELCAL:-
A TWO TONE HIGH LOW OR A SINGLE TONE CHIME WILL SOUND WHENEVER A CALL HAS BEEN RECIEVED BY HF/VHF COMM SYSTEM AND DECODED BY SELCAL DECODER, CHIME CAN BE STOPPED BY PRESSING RESET BUTTON.
Wx SYSTEM SOUND
1.L/G Wx SYSTEM STEADY HORN
2.T/O Wx SYSTEM INTERMITTENT HORN
3.CABIN ATTITUDE Wx SYSTEM. INTERMITTENT HORN
4.HIGH MACH AIRSPEED Wx SYSTEM. CLACKER
5.FIRE Wx SYSTEM. ALARM BELL
6.CAPT CALL. HI CHIME
7.SELCAL. HI CHIME
1.FLIGHT CREW O2 SYSTEM.
2.PAX O2 SYSTEM.
3.PORTABLE O2 CYLINDER.
FLIGHT CREW OXYGEN SYSTEM:-
CONSISTS OF HIGH PR O2 CYLINDER PR REDUCING REGULATOR, SOV, O2 DISTRIBUTION LINES AND DILUTER DEMAND REGULATOR.
NOTE:-CREW AND PAX O2 PR 1600 TO 1800 PSI.
O2 CYLINDER CAPACITY 39 CU FT, 1850 PSI AT 70øF, LOCATION FWD CARGO COMPARTMENT
CYLINDER ASSY INCLUDE SLOW OPENING SOV, PR GAUGE, SAFETY RELIEF VALVE TO DISCHARGE CYLINDER OVERBOARD IF PRESSURE EXCEEDS SAFE LIMITS.
CREW O2 SOV, MANUALLY OPTG, LOCATION CONTROL CABIN, BEHIND F/O, ON P6 PANEL.
CREW O2 PR REDUCING REGULATOR LOCATION, ABOVE CREW O2 BOTTLE INLET PR 150-180 PSIG, OUTLET PRESSURE 50-75 PSIG.
DILUTER DEMAND REGULATOR HAS 3 MANUAL CONTROL LEVERS, SUPPLY ON OFF, EMERGENCY ON OFF, O2-100% NORM
OPERATION:-
1.SUPPLY:- ON, O2- NORMAL EMERGENCY-OFF, O2 ENTERS REGULATOR, AIR MIXED WITH O2 FED TO MASK.
2.O2-100%, ADDITION OF AIR WILL BE CUTOFF.
3.EMERGENCY-ON, POSITIVE PRESSURE OF OXYGEN AT OUTLET OF REGULATOR [2.4" OF WATER].
PAX O2 SYSTEM:-
CONSISTS OF O2 CYLINDER, 2 CONTINOUS FLOW CONTROL UNIT, SOV DISTRIBUTION LINES, PR LATCH VALVE MANIFOLD ASSY, AND O2 MASK IN PSU. SYSTEM OPERATION CAN BE INITIATED BY 3 METHODS:-
1.AUTOMATIC [14, 000 FT CABIN ALTITUDE] ACTUATION OF ANEROID OPTG DEVICE IN EITHER OR BOTH OF CONTINOUS FLOW CONTROL UNIT.
2.ELECTRICALLY, BY S/W ON P5 AFT OVERHEAD PANEL.
3.MANUALLY BY PULLING HANDLE CONTROLLING PNEUMATIC CONTINOUS FLOW CONTROL UNIT [CABIN FLOOR].
PORTABLE O2 BOTTLES:-
6 IN ALL
1-COCKPIT, 1-FWD ATTENDANT CLOSET, 4-PAX CABIN [IN SET OF 2].
INFORMATION REQUIRED FROM PILOT FOR HIGH ENERGY STOP INSPECTION:-
1.GROSS WT WHEN BRAKES APPLIED.
2.SPEED OF THE AIRCRAFT.
3.ALTITUDE OF LDG.
4.O.A.T.
5.HEADING/WIND VELOCITY.
6.THRUST REVERSER USED OR NOT [IF USED, DISTANCE COVERED TO STOP THE AIRCRAFT].
NOTE:-IF ONLY ONE HYDRAULIC PR USED/ONE BRAKE INOP DUE DEFLATED TYRE OR SO, THE ENERGY ABSORBED BY BRAKE SHALL BE DOUBLED.
ACTION:-
1.ENERGY OBSERVED UP TO 8 MILLION ft-lbs:- ALLOW FOR COOLING TIME, NO OTHER ACTION REQUIRED.
2.8-16 MILLION ft-lbs CHK OIL LEAKS, ALLOW COOLING TIME.
3.16-20 MILLION ft-lbs, CHANGE BRAKE ASSY BUT NOT WHEELS.
4.ABOVE 20 MILLION ft-lbs, CHANGE BRAKE + WHEELS, THOROUGH INSPECTION OF STRUCTURE.
HARD LDG:-
LDG AT EXCESSIVE RATE OF SINK.
OVER-WT LDG:-
EXCESSIVE WT LANDING.
AIR-GRD SENSING PROTECTION:-
1.VOICE RECORDER:- PERMITS ERASURE OF TAPE AFTER PARKING BRAKE IS SET.
2.L/G CONTROL LEVER LOCK:- PREVENTS CONTROL LEVER FROM BEING PLACED IN UP POSITION, WHEN AIRCRAFT IS ON GRD.
3.ANTISKID:- PREVENTS APPLICATION OF BRAKES BEFORE TOUCHDOWN AND LOSS OF BRAKES AT LOW SPEEDS.
4.WING ANTI ICE:- PREVENTS HOT AIR FROM ENTERING THE ANTI ICING DUCTS ON GRD.
5.STALL WARNING:- ACTIVATES THE SYSTEM IN AIR.
6.FLIGHT RECORDER:- STARTS RECORDING AFTER ENGINE START UP.
7.AIRCONDITIONING TURBOFAN:- OPENS TURBOFAN VALVE ON GRD.
8.HYDRAULIC SYSTEM INTERCONNECT VALVE:- PERMITS VALVE OPENING ON GRD WITH PARKING BRAKE SET.
9.ELECTRICAL POWER:- PREVENTS APU GEN BEING SWITCHED FROM 2 BUSES TO 1 BUS.
10.T/O WARNING:- DEACTIVATES SYSTEM IN AIR.
11.CABIN PRESSURE CONTROL:- MANTAINS CABIN PRESSURE IN AIR.
12.ELECTRIC SYSTEM STATIC INVERTER:- PREVENTS STATIC INVERTER DRAINING BATTERY ON GROUND.
13.APU FIRE HORN [MWW]:- PREVENTS APU FIRE HORN FROM SOUNDING IN AIR.
14.DRAIN MAST HEATER.
15.THRUST REVERSER DEPLOYMENT.
16.APU SURGE BLEED VALVE OPEN, OPENS ONLY WHEN APU RUNNING > 95% RPM + AIRCRAFT IN AIR.ON GRD, SURGE BLEED VALVE REMAINS CLOSED.
NOTE:- AIR SENSING TEST S/W AND GRD SENSING TEST S/W ON L/G MODULE ARE USED TO SIMULATE AIRCRAFT IN AIR CONDITION. AIR SENSING TEST S/W ENERGIZES AIR SENSING RELAYS AND GROUND SENSING TEST S/W DE-ENERGIZES GROUND SENSING RELAYS. BOTH S/Ws MUST BE PRESSED AND HELD DOWN TO SIMULATE AIRCRAFT IN AIR CONDITION.
HYDRAULIC SYSTEM ALLOWABLE EXTERNAL LEAKAGE:-
SEAL ALLOWABLE LEAKAGE ALLOWABLE LEAKAGE FOR FOR NORMAL OPS DISPATCH OPEN TO AVOID DELAY
1.TUBE CONNECTION NO VISIBLE LEAKAGE NO VISIBLE LEAKAGE
2.STATIC SEALS 1 DROP/10 MINS
3.DYNAMIC SEALS
a] EDP INLINE PUMPS 30 DROPS/10 MINS 60 DROPS/10 MINS
b] ELECTRIC PUMPS 10 DROPS/MIN 20 DROPS/MIN
IN-FLIGHT LATERAL TRIM REQUIREMENT
3 ITEMS MAY HAVE SIGNIFICANT EFFECT ON LATERAL TRIM REQUIREMENT BUT MAY NOT BE DETECTABLE DURING GRD INOP.
1.UNSEQUENCED OUTBOARD FOREFLAP.
2.ASYMETTRIC INBD AFT FLAP EXT/RET.
3.L/E OUTBOARD SLATS SKEWED.
LIMITS FOR CUMULATIVE EFFECT OF TRIM ON LATERAL CONTROL SYSTEM IS ONE TRIM
UNIT [6ø ON CONTROL WHEEL] FROM DELIVERED CONDITIONS.
FLAPS UP 3/4 UNIT.
FLAPS 15 1 UNIT.
FLAPS 40 1 UNIT.
1.UNSEQUENCED OUTBD FORE-FLAP:-
CHK FOREFLAP FOR ADEQUATE OPERATING CLEARANCE BY SHAKING FOREFLAP IN FLAP RETRACTED POSITION WITH SPOILERS DEPLOYED TO OBTAIN ACCESS.A SMALL MOVEMENT OF FOREFLAP IS PREDICTABLE.IF NO MOVEMENT OBSERVED, CHECK FOR INTERNAL AND EXTERNAL INTERFERANCE.
2.ASYMETTRIC INBD AFT FLAP EXT/RET:-
VISUALLY CHK FOR CONTAMINATION SUCH AS ICE, SNOW, MUD ETC WHICH COULD CAUSE BINDING.ALSO CHK FOR DAMAGED COMPONENT, STRUCTURAL INTERFERANCE AND MISRIGGED CABLES.CHK THE OPN OF INBD AFT FLAP CLUTCH, REPLACE/ADJUST IF REQUIRED.
3.L/E OUTBOARD SLAT SKEWED:-
SLAT #1 & 6 ARE LOCATED CHORDWISE IN T/O POSITION BY SYSTEM OF SPRING LOADED DETENTS. IF THESE DETENTS ARE IMPROPERLY ADJUSTED OR HAVE FAILED, SLAT POSITION SKEWED RELATIVE TO L/E OF THE WING.
A LOAD > 90 lbs APPLIED AT EITHER END SHOULD BE REQUIRED TO DISPLACE THE SLAT FROM THE DETENTS. IF SLAT RELEASE AT LOWER LOADS. THE DETENT TORSION TUBE SHOULD BE CHKD FOR CORRECT PRELOAD AND STRUCTURAL INTEGRITY.
SPEED BRAKE DO NOT ARM AMBER LT COMES "ON" OR SPEED BRAKE LEVER AND SYSTEM DO
NOT ACTUATE:-
1.SPEED BRAKE LEVER BRAKE MACH DEFECTIVE.
2.SPEED BRAKE ARMING S/W DEFECTIVE.
3.SPEED BRAKE ELECTRIC ACTUATOR DEFECTIVE.
TEST ON GRD:-
PUT SPEED BRAKE LEVER TO ARM SEE "SPEED BRAKE ARMED" GREEN LT COMES ON. PRESS S/W 1, 2 & 3 ON P2 PANEL, "SPEED BRAKE DO NOT ARM" AMBER LT COMES ON + GREEN LT GOES OFF.
FUNCTIONAL CHK:-ON GRD WITH SB LEVER IN ARM, HYD PWR AVAILABLE, PRESS AIR SENSING S/W ON L/G MODULE AND RELEASE. SB SHOULD BE DEPLOYED [SIMULATING LANDING CONDITION] PRESS TEST S/W 3 TO RESET ACTUATOR.
STICK SHAKER:- PROVIDES Wx TO THE PILOT OF IMPENDING STALL BY VIBRATIONS TO THE CONTROL COLUMN.
STALL WARNING SYSTEM:-
SYSTEM CONSISTS OF ANGLE OF AIRFLOW SENSOR, FLAP POSITION Tx, STALL Wx MODULE [TEST] AND CONTROL COLUMN SHAKER.
SYSTEM TEST:- TOGGLE S/W ON STALL Wx SYSTEM TO TEST POSITION, CONTROL COLUMN STICK SHAKER ACTIVATED + TEST INDICATOR ROTATES, + HEATER OFF LT GOES OFF.
OPERATION:- ANGLE OF ATTACK SENSOR PROVIDES A SIGNAL CORRESPONDING TO THE ANGLE OF ATTACK OF THE AIRCRAFT, WHICH IS MODIFIED AS PER THE EXISTING POSITION OF T/E FLAPS AND A SIGNAL IS APPLIED TO STALL Wx MODULE [P5].STALL WARNING MODULE EITHER CONTROLS THE OPN OF STICK SHAKER.L/G MODULE AIR/GRD SENSOR INHIBITS STALL Wx SYSTEM WHEN AIRCRAFT IS ON GRD.
COMPONENT LOCATION:-
ANGLE OF AIRFLOW SENSOR:- BELOW CAPTs SIDE WINDOW.
POSN TRANSMITTER:- RH SIDE FLAP DRIVE TORQUE TUBE.
Wx MODULE:- P5 PANEL [AFT].
STICK SHAKER:- FWD FACE OF CAPTs CONTROL COLUMN.
WARNS THE PILOT IF FLAPS, STBLIZERS AND SPEED BRAKES ARE NOT IN THEIR RESPECTIVE T/O POSITIONS PRIOR TO TAKE OFF.IF EITHER THRUST LEVER ISADVANCED TO TAKE OFF POWER, AN INTERRMITTENT WARNING HORN WILL SOUND.IF EITHER FLAPS, OR STABLIZER OR SPEED BRAKES ARE NOT IN T/O CONFIGURATION.
LOCATION:-
THRUST LEVER ACTUATED T/O Wx SWITCH:- ON THROTTLE CLUTCH ASSY IN CEILING OF E & E COMPARTMENT.
FLAP T/O Wx S/W:- FLAP CONTROL UNIT.
STABLIZER T/O Wx S/Ws:- STAB ACTUATOR COMPARTMENT.
SPEED BRAKE T/O WARNING S/Ws:- SPEED BRAKE FWD DRUM MECHANISM IN THE LOWER NOSE COMPARTMENT/FWD UPPER PORTION OF CONTROL STAND. AIR/GRD SENSOR DEACTIVATES THE T/O Wx CKT WHEN THE AIRCRAFT IS AIRBORNE. FOR T/O Wx SYSTEM TEST, OPEN EPR CBs, MOVE STABLIZER, SPEED BRAKES OR FLAPS OUT OF T/O CONFIGURATION ANDCHK FOR SOUNDING OF T/O Wx SYSTEM.
THRUST REVERSER INOP:-
C/F UNDER MEL.
1.VERIFY T/R LOCKED IN FWD POSITION BY VISUALLY INSPECTING THE OVERCENTER LINKS AND GUIDE CARRIAGE AND DETERMINING THAT THEY ARE LOCKED OVERCENTER. [CAN BE VIEWED FROM AFT INBD SIDE OF EACH ACTUATOR FAIRING].
2.LOCKWIRE T/R HANDLE TO FWD THRUST LEVER.
3.INSTALL GRD LOCK ON ISOLATION VALVE IN AIR.
4.OPEN T/R CB.
5.DISPLAY "REVERSER INOP" PLACARD ON T/R HANDLE + ON REVERSER UNLOCKED AMBER LT ON P2 PANEL.
FOR PRACTICAL PURPOSES, #3 MAY NOT BE CARRIED OUT, WHILE RELEASING AIRCRAFT WITH T/R U/S UNDER MEL.
INCIDENTS REQUIRING REMOVAL OF CVR.
1.DAMAGE TO AIRCRAFT NECESSITATING REPAIRS BEFORE FURTHER FLIGHT.
2.INJURY TO PERSONS FROM CHOCKS ON TO CHOCKS OFF.
3.IMPAIRMENT DURING FLIGHT OF CAPACITY OF FLIGHT CREW MEMBER TO UNDERTAKE THE FUNCTION TO WHICH HIS LICENCE RELATES.
4.DECLARATION OF EMERGENCY SITUATION.
5.FIRE/SMOKE Wx.
6.EMERGENCY EVACUATION OF AIRCRAFT.
7.ENGINE INFLIGHT SHUTDOWN/FAILURE.
8.INABILITY TO ACHIEVE INTENDED AIRCRAFT CONFIGURATION [WITH PRIMARY + SECONDARY CONTROL + L/G.
9.PRESSURIZATION SYSTEM MALFUNCTION RESULTING IN CHANGED FLIGHT PLAN OR USE OF EMERGENCY OR STANDBY OXYGEN SYSTEM.
10.ABANDONED T/O EXCLUDING THOSE DUE TO OBSTRUCTIONS ON RUNWAY, BIRD HIT AND ATC INSTRUCTIONS.
11.DEVIATION FROM PREDETERMINED ROUTE CARRIED BY PROCEDURAL SYSTEM OR EQUIPMENT DEFECT.
12.PRECAUTIONARY OR FORCED LANDING.
13.OCCURANCE OF STALL OR STICK SHAKER.
14.REVERSION TO MANUAL CONTROL OF POWERED PRIMARY CONTROLS.
15.SEPERATION BETWEEN AIRCRAFT HAS BEEN LESS THAN PRESCRIBED.
16.LESS THAN PRESCRIBED TERRAIN CLEARANCE PROVIDED.
17.ANY OCCURRENCE IN WHICH AIRCRAFT LEAVES THE PAVED SURFACE.
ALTIMETER ACCURACY [ALLOWABLE DIFFERENCE] IN P1 AND P2 ALTIMETER.
ALTITUDE ELEC/PNEU DIFFERENCE.
SEA LEVEL 50 ft
5000 ft 80 ft
10, 000 ft 120 ft
20, 000 ft 220 ft
30, 000 ft 280 ft
737-200 AIRCRAFT NOTES PART 4.
Notes Prepared from B737-200/P&W JT8D MM from 30th October 1995 to 25th April 1996.
Contents
ATA CHAPTER 21 [AIR CONDITIONING/PRESSURIZATION]
ATA CHAPTER 24 [ELECTRICAL POWER]
ATA CHAPTER 26 [FIRE PROTECTION]
ATA CHAPTER 27 [FLIGHT CONTROLS]
ATA CHAPTER 30 [ICE AND RAIN PROTECTION]
ATA CHAPTER 32 [LANDING GEARS]
ATA CHAPTER 35 [OXYGEN SYSTEM]
ATA CHAPTER 49 [AUXILIARY POWER UNIT]
ATA CHAPTER 21 [AIR CONDITIONING/PRESSURIZATION]
DUCT OVERHEAT LT:-
190øF,250øF WITH PACK TRIP OFF LT.
PACK TRIP OFF LT:-
210øF,365øF,250øF WITH DUCT OVHT LT.
450 Deg F CONTROL THERMOSTAT:-
MODULATES 13TH STAGE VALVE.
PURGE VALVE OPENS:-
A/C ON GRD,
FLAPS NOT UP,
APU BLEED SW OFF,
PACK Sw On.
OPERATING 28VDC.
ACM CAPACITY:-
300cc.
RAM AIR ACTUATOR:-
115VAC
TURBOFAN VALVE:-
28VDC.
RAM AIR ACTUATOR POSITION:-
S1:- A/C ON GRD.
S2:-FLAPS DOWN,A/C IN AIR,DEFLECTOR DOOR CLOSED.
S3:- AFTER S3 CONTROLLER RELEASED,FLAPS UP,230øF SENSOR TAKES OVER.
S4:- INLET MODULATION PANEL AND EXHAUST LOUVERS ALMOST CLOSED.
CONTROL CABIN INLINE FAN ON:- [115VAC][RELAY 28VDC]
A/C ON GRD
ONE PACK ON.
MAIN DISTRIBUTION MANIFOLD RELIEF VALVE OPENS:-
17" WATER [0.66 PSI ABOVE CABIN PRESSURE] LIMITS TILL 27" WATER[1 PSI ABOVE CABIN PRESSURE].
190øF THERMAL SWITCH:-
DRIVES MIX VALVE FULL CLOSED.
250øF THERMAL SWITCH:-
CLOSES PACK VALVE,
PACK TRIP OFF LT ON.
AIR MIX VALVE:-
115VAC
GASPER FAN:-
115VAC 3 PHASE.
EQUIPMENT BLOWERS:-
115VAC.
AUTOMATIC FLOW CONTROL VALVE CLOSES:-
2.0 TO 2.8 PSI DIFF PRESSURE.
AIRFLOW DETECTOR [BLOWERS]:-
HAS 380øF THERMAL SWITCH.
NORMAL PRESSURE:-
7.8 PSI MAX.
SAFETY RELIEF:-
8.5 PSI MAX.[9.1 PSI VALVE FULLY OPEN].
NEGATIVE RELIEF:-
-0.2 TO -0.3 [-1 PSI FULLY OPEN].
CABIN ALT WARNING:-
HORN HEARD WHEN CAB ALT > 10,000 FT.
FWD OUTFLOW VALVE:-
115VAC,1 PHASE.
AFT OUTFLOW VALVE:-
115VAC,28VDC.
AUTO MODE:-
CABIN PREPRESSURIZED TO 189 FT BELOW RUNWAY ELEVATION [0.1 PSI] FOR T/O AND 300 FT BELOW RUNWAY ELEVATION FOR LANDING.
CHANGE FROM ASCENT TO ISOBARIC SCHEDULE:-
WHEN A/C CABIN PRESSURE IS 0.25 PSI FROM AMBIENT PRESSURE.
AUTO MODE:-
MAX CABIN ASCENT RATE:-
500 FT/MIN.
MAX CABIN DESCENT RATE:-
300 FT/MIN.
AUTO FAIL LT ON:-
1.AC POWER FAILURE > 15 SECS.
2.>1 PSI/MIN RATE OF PRESSURE CHANGE [1800 FT/MIN].
3.CAB ALT > 13875 FT.
SYBY MODE:- CABIN PREPRESSURIZED TO 200 FT BELOW RUNWAY ELEVATION.
CABIN ALT [AUTO AND STBY MODES]:- > 14,625 FT,OUTFLOW VALVE CLOSES.
MANUAL AC:- 85ø IN 4 SECS [115VAC TX BUS 2].
MANUAL DC:- 85ø IN 8 SECS [28VDC STBY BUS].
VALVE POSITION INDICATOR:- 115VAC.
DECR:- 50 FT/MIN.
INCR:- 2000 FT/MIN.
PIP MARK:- 300 FT/MIN.
OUTFLOW VALVE ACTUATOR BRAKE:- 20 TO 29 VDC.
AC ACTUATOR CLUTCH:- NORMALLY ENGAGED, DISENGAGED WITH 28VDC.
DC ACTUATOR CLUTCH:- NORMALLY DISENGAGED, ENGAGED WITH 28VDC.
SWITCH CLOSES CONTACTS WHEN VALVE GATE IS 1/2ø FROM CLOSE.
OUTFLOW VALVE:-1/2ø FROM CLOSE [CLOSING] FWD VALVE CLOSED.
GALLEY POWER:-
115VAC/200VAC 400HZ.
FORWARD GALLEY:-
115VAC GEN BUS 1.
AFT GALLEY:-
115VAC GEN BUS 2.
CARGO COMPT VOLUME FWD:-
370 CU FT.
CARGO COMPT VOLUME AFT:-
505 CU FT.
CLASS D COMPARTMENT.
IN CASE OF CABIN CLIMBING ON DESCENT [THROTTLE BACK]:-
CHECK FOR DUCT LEAKS.
3ø FROM CLOSE [OPENING], FWD OUTFLOW VALVE OPEN.
ATA CHAPTER 22 [AUTO FLIGHT]
ATA CHAPTER 23 [COMMUNICATIONS]
ATA CHAPTER 24 [ELECTRICAL POWER]
P5 PANEL:-
P5-2 :-
LE DEVICES.
P5-30:-
THRUST REVERSERS.
P5-14:-
OXYGEN
P5-17:-
TEMPERATURE CONTROL.
P5-19:-
FLIGHT RECORDER.
P5-18:-
STALL WARNING.
P5-3 :-
FLIGHT CONTROLS.
P5-2 :-
FUEL.
P5-10:-
PNEUMATICS.
P5-13:-
AC&DC METERING.
P5-5 :-
CSD & STBY.
P5-4 :-
BUS SWITCHING & GEN AMMS/APU.
P5-9 :-
ANTIICE/WINDOW HEAT.
P5-11:-
ANTIICE.
P5-8 :-
HYDRAULICS.
P5-20:-
DOOR WARNING.
P5-16/P5-6:-
PRESSURIZATION.
115V PHASE TO NEUTRAL.
200V PHASE TO PHASE
AC GENERATOR RATED 40 KVA EACH, APU GENERATOR RATED 40 KVA ON GRD, 45 KVA IN FLT AS BETTER COOLING.
GENERATORS ARE INTERCHANGABLE.
BATTERY:-
22 AMP HR NICAD,24V,20 CELLS.
ENGINE FEEDER LINES:-
6 GAUGE CU THEN 4 GAUGE AL.
APU FEEDER LINES:-
4 GAUGE CU THEN 2 GAUGE AL.
TR UNITS:-
50 AMPERES.
BATTERY CHARGER:-
35 AMPS.
TRANSISTORED INVERTER:-
500VA.
CSD OIL COOLER HAS THERMAL BYPASS FULL OPENS BELOW 150øF [NO OIL THROUGH EXCHANGER].
DIFF PRESSURE BYPASS OPENS AT 50 PSI,AND FULL OPEN AT 90 PSID.
CSD CHARGED 35 PSI.
EXTERNAL FILTER METAL SCREEN, CLEANABLE TYPE, NO BYPASS ONLY INDICATOR [RED].
GOVERNOR ADJUSTMENT ON CSD FOR FREQUENCY ADJUSTMENT [DONE IN SHOP].
RISE [NORMAL]:-
10øC.
IN TEMP:-
55øC.
HIGH OIL TEMP:-
157øC.
CHARGE FILTER [INTEGRAL FILTER] INDICATOR POPS OUT AT 40 TO 55 PSI.
LOW OIL PRESSURE :-
120 TO 160 PSI.
CSD SCHEMATIC:-
FILL PORT--->EXTERNAL FILTER--->COOLER--->CSD--->FILL PORT.
CSD OUTPUT:-
6000 RPM.
CSD CAPACITY:-
1-1/4 US GALLONS.
WET SPLINE CAPACITY:-
1-1/2 US PINTS.
CSD MOUNTED ITEMS:-
CHARGE PRESSURE SENSOR [FOR LOP LT].
DISCONNECT SOLENOID
OIL TEMP OUT [TO OIL COOLER].
OIL TEMP IN [FROM OIL COLLER].
157øC THERMOSWITCH [FOR HOT SWITCH].
MANUALLY TRIPPED CSD ALSO TRIPS ENGINE GCR OR FIELD RELAY.
IN SCALE [LOWER]:-
40 TO 160 SCALE.
RISE SCALE [UPPER]:-
0 TO 30 SCALE.
OIL OUT RISES = OIL OUT-OIL IN = AMT OF WORK DONE BY CSD.
RISE AROUND 10ø TO 15øC.IF RISE IS MORE MEANS CSD IS WORKING HARDER THAN NORMAL.
IF IN TEMP IS HIGH IT MEANS THE CSD COOLER IS CLOGGED.
LOP GOES OFF AT 35 TO 40% N2.
GENERATORS 40 KVA,0.95 LEADING TO 0.75 LAGGING,POWER FACTOR 120/208 VOLTS,400HZ AC.
GENERATOR CONSISTS OF AC EXICTER GENERATOR,A ROTATING RECTIFIER AND MAIN GENERATOR.
AC EXICTER CONSISTS OF 6 POLE STATIONARY DC FIELD AND ROTATING ARMATURE. EXICTER FIELD SUPPLIES DC POWER FROM VOLTAGE REGULATOR, THIS CAUSES 3 PHASE VOLTAGE TO BE DEVELOPED IN THE EXICTER ARMATURE. THE VOLTAGE IS RECTIFIED AND FED INTO THE AC GENERATOR ROTATING FIELD. THIS FIELD GENERATES THE USEFUL AC OUTPUT VOLTAGE IN THE AC STATOR. PERMANENT MAGNETS MOUNTED ON EXICTER FRAME BETWEEN 6 STATOR POLES ELIMINATES FLASHING OF FIELD AS RESIDUAL VOLTAGE PROVIDED
GENERATOR TERMINALS:-
T1,T4 PHASE A [RED]
T2,T5 PHASE B [BLUE]
T3,T6 PHASE C [YELLOW]
GROUND DIFFERENTIAL PROTECTION TRANSFORMER MOUNTED ON APU GENERATOR ARE INTERCHANGABLE WITH ENGINE GROUND DIFFERENTIAL PROTECTION TRANSFORMERS.
PRINCIPLES:-
1.THERE IS NO PARALLELING OF AC SOURCE OF POWER.
2.THE SOURCE OF POWER SWITCHED ONTO OR ENTERING THE SYSTEM TAKES PRIORITY AND WILL TRIP OFF, OR DISCONNECT THE EXISTING SOURCE.
3.A SOURCE OF POWER DOES NOT ENTER THE SYSTEM AUTOMATICALLY IT HAS TO BE SWITCHED ON WHEN VOLTAGE AND FREQUENCY IS RIGHT.
GENERATOR BREAKERS :-
GBs OF ENGINE [2],APU GB & BTBs [2] ARE INTERCHANGABLE AS MAGNETIC LATCH TYPE.
EPC IS NOT INTERCHANGABLE.
APU CAN BE SWITCHED TO ONLY ONE SIDE IN FLIGHT.
TX RELAY IN P6-4 PANEL, AFT R3,R4.
NORMAL:-
GB OR BTB CLOSED, TX BUS POWERED BY GEN BUS 1.
OFF :-
NO COIL ENERGIZED BOTH GBs & BTBs OPEN, TX BUSES NOT POWERED.
ALT :-ONE SIDE GB OR BTB OPEN, BOTH TX BUSES POWERED BY ALT SIDE.
GEN SW ON CLOSES RESPECTIVE GB
APU SW CLOSES APU GB & BTBs [IN FLT ONLY 1 BTB].
GRD PWR SW CLOSES EPC & BTBs
TX BUS OFF LT :-
BUS TX RELAY IN CENTER OFF OR NEUTRAL.
BUS OFF LT :-
RESPECTIVE GB & BTB OPEN.
GEN OFF BUS LT :-
RESPECTIVE GB OPEN.
APU GEN BUS OFF LT :-
APU > 95% RPM, APU GB OPEN.
GRD PWR AVAILABLE LT :-
AC PWR RECEPTACLE PLUGGED IN.
PAX CABIN LTS:-
115VAC GRD SERVICE BUS.
SERVICE COMPARTMENT LTS:-
28VAC.
NON ESSENTIAL LTS [PAX READING]:-
28VAC VIA 115VAC MAIN BUS AND TRANSFORMERS
T38,T52 IN J4 AND J5.
T3,T6,T8,T36,T38 LOCATED ON J4.
T37,T52 LOCATED ON J5.
R6:-GRD SERVICE RELAY P6-3.
R9:-TR3 DISCONNECT RELAY.
R89:-BATTERY CHARGER TX RELAY [OPENS WHEN START RELAY R5 ON].
R39:-APU START INTERLOCK RELAY [RELAXES AT STARTER CUTOUT RPM 35/50% RPM].
R1 [EMERGENCY] CONNECTS BATTERY TO HOT BATTERY BUS. [PROVIDED BAT SW ON].
R2 [NORMAL] CONNECTS TR3 TO BATTERY BUS [PROVIDED BAT SW ON].
BATTERY CHARGER:-SOURCE GRD SERVICE BUS 115VAC.
ALT SOURCE:-115VAC MAIN BUS 2.
HOT BATTTERY BUS:-POWERS THE FIRE EXTINGUISHER BOTTLES, THE ENGINE FUEL SOV, BACK UP FOR GCUs.
BATTERY BUS OPERATED BY BATTERY SWITCH.
LOSS OF TR3 CAUSES HOT BATTERY BUS TO SUPPLY BATTERY BUS.
FIRE IN CONTROL CABIN ABNORMAL OR EMERGENCY PROCEDURES:-BOTH GEN SWs TO OFF, PLACE #1 GEN SW ON, IF OK THEN OTHER SIDE ON, CLOSE BUS TX SWITCH GUARD.
ALL FLIGHT INSTRUMENTS AND RADIOS HAVE 8 ELECTRONICS BUSES IN P6 PANEL, 4 115VAC, 4 28VDC, ALL POWERED BY AC TX BUSES.
POWER TO STBY AC BUS FROM 115VAC #1 TX BUS PHASE A.
NORMAL:-
STBY DC BUS FROM #1 DC BUS.
ALTERNATE:-
STBY AC BUS FROM STATIC INVERTER.
STBY DC BUS FROM BATTERY BUS.
R36:-ALTERNATE RELAY.
R37:-NORMAL RELAY [RELAXES IF < 100VAC FROM TX BUS #1 IN FLT, ENERGIZES R36 PROVIDED BATTERY SWITCH IS ON]
AUTO POSITION CAUSES AUTO TRANSFER ONLY IN FLIGHT.
BATTERY POSITION USED FOR:-
1.TESTING INVERTER ON GRD OR IN FLT
2.OVERIDING THE AIR/GRD SYSTEM IN FLT IF NECESSARY.
3.TURNING ON THE INVERTER ON GRD TO PWR THE FUEL QTY GAGES FOR GRD REFUELLING
IN CASE OF LACK OF APU OR EXTERNAL POWER.
HIGH MODE CHARGING [BATTERY CHARGER] PROVIDES RAPID CHANGE FOLLOWED BY PULSING CHARGE > 16 AMPS, CHARGER ACTS AS TR UNIT.
BATTERY CHARGER PUT IN LOW MODE:-
1. BATTERY THERMAL SWITCH OPENS AT 115øF.
2. R1 BATTERY RELAY ENERGIZES BECAUSE OF LOSS OF TR3 INPUT.
3. FUELLING POWER SELECT RELAY R10 ENERGIZED.
CIRCUIT BREAKER PANEL:-
P18-1:-ADF,DME,MARKER BEACON, WEATHER RADAR.
P18-2:-CAPT INSTRUMENTS, VHF1, HF1.
P18-3:-ANTI-ICE & RAIN, PITOT HEATERS, WINDOW HEAT CONTROL.
P18-4:-OXYGEN SYSTEM, AVATORIES, SHAVER & VACCUM CLEANER OUTLETS.
P6-1 :-COMM, AIR DATA, F/O INST, F/O NAV, #2 ELECT,#1 ELECT.
P6-2 :-AUTOPILOT, ENGINE, FLT CONT, HYDRAULIC, INPH PWR, LDG GEAR, FIRE PROTECTION.
P6-3 :-MICS, FUEL SYSTEM, COCKPIT LTS.
P6-4 :-TEMP CONTROL, AIR CONDITIONING, PRESSURIZATION, AC BUS INDICATION.
P6-11:-GEN BUS 1.
P6-12:-GEN BUS 2.
G7 :-BPP.
G5 :-APU GCU.
G4 :- #2 GCU.
G3 :- #1 GCU.
TO CLOSE GCR--->CLOSE GEN SW TO ON MOMENTARILY.
7 WAYS TO TRIP GCR:-
MANUAL:-
1.GEN SW MOMENTARILY TO OFF.
2.FIRE HANDLE PULLED.
3.CSD DISCONNECT SWITCH ACTIVATED MOMENTARILY.
AUTOMATIC:-
1.OVER VOLTAGE.
2.UNDER VOLTAGE.
3.OVERCURRENT.
4.DIFFERENTIAL CURRENT PROTECTION.
FF:-DIFFERENTIAL FAULT, A DIFFERENCE BETWEEN CURRENT LEAVING THE GENERATOR AND CURRENT ARRIVING AT P6 PANEL CALLED FEEDER FAULT.
FF [FEEDER FAULT]:-BY GCR TRIP FROM CURRENT FAULT, OVERCURRENT OR DIFFERENTIAL
CURRENT FAULT.
HV [HIGH VOLTAGE]:-
>130 +/-3 VOLTS.
LV [LOW VOLTAGE] :-
<100 +/-3 VOLTS, FIRE HANDLE PULLED [7 +/- 2SEC TIME DELAY].
MT [MANUAL TRIP] :-
MANUAL TRIP, GEN SWITCH TO OFF, CSD DISCONNECT.
ERASE BUTTON:-
ERASES FF, HV, LV LTS.
MT LTS ERASED BY MOVING GEN SW TO ON MOMENTARILY.
EXTERNAL POWER RECEPTACLE:-
RED NEON LT [EXTERNAL PWR CONNECTED].
WHITE LT [NOT INUSE].
NOT IN USE LT OFF WHEN GRD PWR SW ON AND EPC CLOSES, GRD SERVICE SW ON & GRD SERVICE RELAY ENERGIZES,REFUELING DOOR OPEN REFUEL PWR CONTROL RELAY ENERGIZES.
POWER TEST MODULE M400 USED TO TEST SYSTEM.
AC VOLTMETER SCALE [UPPER] :- 100 TO 130 VOLTS.
LOWER SCALE :- 0 TO 30 VOLTS.
IF GENERATOR IS TURNING WITH GCR OPEN AND RESIDUAL BUTTON PRESSED. VOLTMETER READS 15 TO 20 VOLTS.
ATA CHAPTER 25 [EQUIPMENT & FURNISHING]
ATA CHAPTER 26 [FIRE PROTECTION]
ENGINE AND APU FIRE DETECTION UNIT:- M279.
COMPARTMENT OVHT UNIT:- M237.
P28 APU REMOTE FIRE PANEL.
ENGINE OVHT:- 400øF.
ENGINE FIRE:- 600øF.
CARD FAULTY:- IF TEST SW ON MODULE DOES NOT ILLUMINATE LIGHT.
PULLING FIRE HANDLE:-
BLEED VALVE CLOSES,
HYDRAULIC SOV CLOSES,
LOP LT DISARMED,
FUEL SOV CLOSES,
TR ISOLATION VALVE DISARMED,
GCR IN GCU TRIPS [7 +/- SEC],
GB TRIPS.
APU FIRE DETECTOR:- 400øF.
TAILPIPE FIRE DETECTOR:- 750øF.
EXHAUST DUCT OVHT DETECTOR:- 360øF.
OVHT/INOP TEST:- TEST ENGINES 1 AND 2 OVHT DETECTOR CONTINUITY AND APU FIRE DETECTOR SHORT CIRCUITARY DRISCRIMINATION.
THE FIRE TEST SWITCH POSITIONS TESTS ENGINE 1 AND 2,APU AND WHEEL WELL FIRE DETECTOR CONTINUITY.
APU FIRE HANDLE:- FUEL SOV CLOSES,
INLET DOOR CLOSES,
GCR IN GCU TRIPS [7 +/- 2 SECS],
APU GB TRIPS
ARMS EXTINGUISHER SWITCH.
FIRE BOTTLE THERMAL DISCHARGE:- 266øF.
WHEEL WELL FIRE WARNING:- 400øF.
WING BODY OVHT LTS:- 250øF,AUTORESET.
M237 SW UP :- LT GOES OUT [SHORTS].
SW DOWN:- LT ON [OPEN].
LAVATORY FIRE EXTINGUISHER [FREON 1301 400 GMS]:- 180øF.
ATA CHAPTER 27 [FLIGHT CONTROLS]
AILERON TRAVEL LIMITS -- 4.01" UP & DOWN FROM NEUTRAL .
AILERON TAB TRAVEL LIMITS --
AILERON UP, TAB 1.25"DOWN.
AILERON NEUTRAL, TAB 0.07"UP.
AILERON DOWN, TAB 1.25"UP.
AILERON HAS FOUR HINGES.
AILERON TRIM WHEEL TRAVEL 3.55 TURNS L/R.
FLIGHT CONTROL MODULE PRESSURE SWITCH ILLUMINATES AMBER LOW PRESSURE LIGHT ON
FLIGHT CONTROL PANEL P5 < 1200 PSI LIGHT ON,>1500 PSI LIGHT OUT.
COMPENSATOR IN MODULE KEEPS RETURN FLUID PRESSURIZED FOR WIND GUST PROTECTION WHEN THE FLIGHT CONTROL SWITCH IS PLACED IN STBY RUDDER POSITION, THE LOW PRESSURE LIGHT IS A VALVE POSITION INDICATION AND NOT A HYDRAULIC PRESSURE INDICATION.
BYPASS VALVE OF PCU WILL CLOSE WHEN HYDRAULIC PRESSURE < 645+/-75 PSI, OPEN > 645+/-75 PSI. WHEN BYPASS VALVE IS CLOSE BOTH SIDES OF ACTUATOR CHAMBERS ARE INTERCONNECTED
EXTRA COMPONENTS ON SYSTEM B PCU ARE --
AUTOPILOT SHUTOFF VALVE
TRANSFER VALVE
SELECTOR VALVE
FILTER ASSEMBLY
ENGAGE MECHANISM
LINER TRANSDUCER
SPOILERS NO 1,4,5,8--GROUND SPOILERS 'A'
NO 2,7 --FLIGHT SPOILERS 'B'
NO 3,6 --FLIGHT SPOILERS 'A'
GROUND SPOILERS DEPLOYED-- 60ø.
FLIGHT SPOILERS DEPLOYED-- 40ø.
SPEED BRAKE LEVER 0 TO 23ø.--- SPOILER DOWN PRESSURE PORTED FROM GROUND SPOILER CONTROL VALVE TO GROUND SPOILER BYPASS VALVE.
SPEED BRAKE LEVER 31ø + -- PORTS UP PRESSURE GROUND SPOILER BYPASS VALVE OPEN WHEN RH MLG ON GROUND.
FLIGHT SPOILER HEX HEAD ADJUSTMENT PROVIDES FOR 9ø CONTROL WHEEL TRAVEL BEFORE SPOILER PICKUP.
NO INPUT TO FLIGHT SPOILER ACTUATORS, DOWN PRESSURE PORTED VIA HOLD-DOWN AND THERMAL CHECK VALVE.
SPOILER TRAVEL LIMITED BY STROKE OF ACTUATOR, NO MECHANICAL STOPS.
FOUR ELECTRICAL SWITCHES ARE CONTROLED BY THE SPEED BRAKE SYSTEM --
-- TAKE OFF WARNING.
-- AUTO SPEED BRAKE ARMING
-- AUTO BRAKE OFF RAMP
-- AUTO BRAKE ARMING
MAXIMUM SPOILER RESPONCE OCCURS WITH THE SPEED BRAKES DOWN.
GROUND SPOILERS HAVE MECHANICAL LOCKS IN ACTUATOR
OUTBOARD LOCKS WHEN PISTON RETRACTED
INBOARD LOCKS WHEN PISTON EXTENDED
"SPEED BRAKE DO NOT ARM" AMBER LIGHTS -- INDICATES PROBLEM IN THE CONTROL SYS.
"SPEED BRAKE ARMED" GREEN LIGHT----INDICATES NO PROBLEM SENSED IN THE CONTROL SYS
TEST SWITCHES-- TESTS SPEED BRAKE FAILURE AND MONITORING CIRCUITS.
AUTOMATIC GROUND SPEED BRAKE SYSTEM IS CONTAINED IN M338 MODULE.
THE CONTROL CIRCUIT OPERATION IS A FUNCTION OF
--ANTISKID [WHEELSPEED] [4 SECONDS]
-- AIR/GRD
-- THROTTLE POSITION
-- THRUST REVERSER OPERATION
-- SPEED BRAKE LEVER POSITION
WHEEL SPEED > 60 MPH T/R SELECTED, SPEED BRAKE ACTUATOR CAUSES ALL SPOILER PANELS TO DEPLOY
SYSTEM MALFUNCTION TURNS ON AMBER LIGHT AND TURNS OFF GREEN LIGHT [SPEED BRAKE]
MALFUNCTIONS ARE
-- ELECTRICAL POWER IN DISTRIBUTION SYSTEM DUE TO FAILED WHEEL SPEED RELAY
-- SHORT CIRCUIT IN DISTRIBUTION SYSTEM
-- SPEED BRAKE ACTUATOR NOT IN FULL DOWN POSITION
-- GO AROUND RELAY ENERGIZED
-- BOTH ANTISKID CHANNELS INOP
TEST SWITCHES SIMULATE FAILURES CANNOT BE USED FOR TROUBLESHOOTING
TEST SWITCH NO1- SIMULATES IMPROPER ELECTRICAL POWER IN THE DISTRIBUTION SYSTEM
TEST SWITCH NO2- SIMULATES A SHORT CIRCUIT IN THE DISTRIBUTION SYSTEM
TEST SWITCH NO3- SIMULATES AN ADVANCED THROTTLE AND SUPPLIES ELECTRICAL POWER TO THE DISTRIBUTION SYSTEM. THE TEST SWITCHES SHOULD BE USED AFTER SPEED BRAKE IS ARMED [GREEN LIGHT], PRESSING SWITCH CAUSES AMBER LIGHT ON & GREEN LIGHT OFF
GREEN SPEED BRAKE LIGHT ON IF SPEED BRAKE LEVER IN ARMED POSITION AND--
1. NO SPEED BRAKE TEST BUTTONS PUSHED
2. AT LEAST ONE INBD OR OUTBD ANTISKID SYSTEM ON AND OPERATABLE
3. SPEED BRAKE HANDLE ACTUATOR IN SPEED BRAKE DOWN POSITION
4. SPEED BRAKE ELECTRICAL CIRCUITARY READY TO OPERATE
AMBER LIGHT ON IF SPEED BRAKE LEVER PLACED IN ARMED POSITION AND --
1. ANY SPEED BRAKE TEST BUTTON PUSHED OR
2. TOTAL ANTISKID [INBD & OUTBD] INOP OR OFF OR
3. SPEED BRAKE HANDLE ACTUATOR NOT IN CORRECT POSITION TO OPERATE TO 'SPOILERS UP'
OR
4. A DETECTED SPEED BRAKE ELECTRICAL CIRCUIT MALFUNCTION
THE LOAD LIMITER SYSTEM AND ASYMETTRIC SYSTEM DO NOT FUNCTION DURING
ALTERNATE OPERATION.
'A' PRESSURE--->FLOW LIMITER--->CONTROL VALVE--->BYPASS VALVE--->FLAP POWER
UNIT--->MOVES FLAPS
SWITCHES ON FLAP CONTROL UNIT
--LEADING EDGE INDICATION [FLAPS 10 UNITS]
--MACH TRIM
--LANDING WARNING
--TAKEOFF WARNING
--FLAPS DOWN LIMIT
--FLAPS UP LIMIT
FLAP LOAD LIMITER TEST
SWITCH TEST--FLAPS NOT >30ø,TEST LIGHT [GREEN] ON, CONTINUITY CHECK
SYSTEM TEST--FLAPS>30 UNITS, FLAPS GO TO 30 UNITS FROM 40 UNITS, WHEN SWITCH RELEASED, FLAPS GO BACK TO 40 UNITS POSITION.
FLAP POSITION IS INDICATED IN UNITS
INBD AFT FLAP DECLUTCHING FORCE IS 300lbs
FLAP TRANSMITTER--28VAC INDICATION SYSTEM
[LEFT] --FLAP INDICATION
[RIGHT]--FLAP INDICATION, STALL WARNING
INDICATOR USED IN ASYMMETRY PROTECTION SYSTEM 8ø TO 20ø DEVIATION BETWEEN NEEDLES
ASYMMETRY TEST--FLAPS ANY POSITION BUT 1 UNIT, ONE NEEDLE GOES TO 1 UNIT, FLAP BYPASS VALVE CLOSES [BYPASSES][GREEN LIGHT ON WHEN VALVE CLOSED] OR FLAPS MOVING, MOVE SWITCH TO ON, FLAPS STOP UNTIL SWITCH RELEASED
LE FLAPS RETRACT PRESSURE TO ACTUATOR IS DIRECT WHILE RETURN IS VIA CONTROL VALVE
TE FLAPS 1 TO 5 UNITS--FLAPS EXTEND, SLATS EXTEND
TE FLAPS 5 TO 10 UNITS--FLAPS EXTEND, SLATS FULL EXTEND
FLAPS LE ACTUATOR HAS NO MECHANICAL STOPS
LE SLAT ACTUATOR HAS MECHANICAL LOCK IN RETRACTED POSITION
EACH SLAT HAS 1 ACTUATOR/3 POSITION
EACH FLAP HAS 1 ACTUATOR/2 POSITION
EACH SLAT HAS 2 MAIN TRACKS, SLAT 2,3,4,5 HAVE 2 AUXILARY TRACKS
SLAT 1,6 HAVE 3 AUXILARY TRACKS
AUXILARY TRACKS ARE USED AS STABLIZING DEVICE FOR LE SLAT IN THE EXTEND POSITION, THE DETENT ARM WILL HOLD THE EXTENSION ARM ROLLER AND PRELOAD THE TORSION BAR THIS HELPS TO STABLIZE THE SLAT ASSEMBLY
THE EXTENSION AEM ROLLER DO NOT BOTTOM IN TRACKS
REED SWITCHES GIVES FULL UP INDICATION
PROXIMINY SWITCHES [2] GIVE EXTEND, FULL EXTEND INDICATION
UPSTOP ON MAIN TRACKS FWD END OF SLAT
DOWN STOP ON AFT TRACK OF SLAT EACH END, STRIKER PLATES ON SLATS
UPSTOP CONTACTS DOWN STOPS NEVER CONTACT NORMALLY
M229 MODULE LE FLAP AND SLATB INDICATING MODULE E3-2
STALL WARNING SYSTEM AMBER 'OFF' LIGHT ON STALL WARNING MODULE INDICATES---
1.LOSS OF AC PWR TO RESPECTIVE MODULE
2.LOSS OF DC PWR TO RESPECTIVE MODULE
3.LOSS OF HEATER CURRENT TO RESPECTIVE AIRFLOW SENSOR
STALL WARNING SWITCH--
NORMAL--SYSTEM IS OPERATIONAL WITH OFF LT EXTINGUISHED AND L/G SAFETY SENSOR IN AIR MODE,OR RESPECTIVE ENGINE RUNNING
TEST--[MOMENTARY]--WITH ENGINE NOT RUNNING, OFF LIGHT EXTINGUISHES, INDICATOR SPINS, CONTROL COLUMN SHAKES AND STICK NUDGER OPERATES WITH ENGINE RUNNING, OFF LT REMAINS EXTINGUISHED, INDICATOR SPINS, CONTROL COLUMN SHAKES AND STICK NUDGER OPERATES.
HTR OFF-REMOVES VANE HEATER POWER AND PROVIDES AIR MODE SIGNAL FOR MAINTENANCE CHECKS
STABLIZER MAX TRAVEL LIMIT 17 UNITS
GREEN BAND[T/O RANGE]--2.8 TO 9.0 UNITS
A/P ACTUATOR TRAVEL--2.3 TO 12.5 UNITS
ELECTRIC ACTUATOR--2.8 TO 12.5 UNITS
TAKEOFF--9 UNITS, NORMALLY 5 UNITS
PHASE SEQUENCE RELAY R63--PREVENTS OPERATION OF THE MAIN ELECTRIC SYSTEM IF 3 PHASE POWER TO THE MOTOR IS NOT IN THE PROPER PHASE RELATION
SAFETY RELAY PREVENTS MOTOR DRIVE WHENEVER CONTROL POWER IS REMOVED OR LOST R66.
TRIM CONTROL RELAY R64
MAX ELEVATOR TRAVEL LIMITED BY ACTUATOR STROKE, NO MECHANICAL STOPS. HYDRAULIC DAMPING PROVIDES WINDGUST LOCKS
ELEVATOR TRAVEL UP 14.6" DOWN 10.55"
TAB TRAVEL [ONLY WITH NO HYDRAULICS]
WITH ELEVATOR UP 0.92" DOWN
WITH ELEVATOR NEUTRAL 0.22" UP
WITH ELEVATOR DOWN 1.03" UP
ELEVATOR FEEL FORCES VARY AS PER AIRSPEED AND STABILIZER TRIM
DIFF PRESS >25% DIFFERENTIAL PRESSURE LIGHT ON PROVIDED FLAPS ARE FULL UP
T/O WARNING TEST--PUSH EITHER EPR TEST SWITCH ON THE M528 ENGINE ACCESSORY MODULE WHILE THE CORRESPONDING THROTTLE IS ADVANCED, THE RED LIGHT WILL ILLUMINATE ON THE 528 MODULE
IN CASE OF T/O WARNING HORN ON
TO SILENCE HORN--
1.REDUCE BOTH ENGINE EPRs TO LESS THAN 1.4,OR
2.POSITION SPEED BRAKE LEVER IN DOWN DETENT AND PLACE TRAILING EDGE FLAPS AND STABLIZER IN PROPER T/O RANGE
HORN OFF IN FLIGHT
RUDDER DOES NOT HAVE MANUAL REVERSION CAPABILITY, RUDDER HAS NO MECHANICAL STOPS
BUS ROD CONNECTS CAPT & F/O RUDDER PEDALS
RUDDER TRAVEL 21.82" L/R [26DEG]
TRIM--10.22" FROM NEUTRAL[NEW]
MODULE-->ISOLATION VALVE-->PCU-->
STBY PUMP-->STBY MODULE-->STBY RUDDER PCU
YAW DAMPER CONTROL IS LIMITED TO 2ø L/R OF RUDDER CONTROL POSITION
CAPACITY--TANK#1&2---1430 US GALLONS/5413 LTS/4222 KGS EACH
CTR---2300 US GALLONS/8717 LTS/6800 KGS EACH [VARIES PER A/C]
TOTAL--15244 KGS
TOTAL 12 ACCESS PANELS BELOW WING
SURGE TANK CAPACITY---30 US GALLONS
FUELLING VALVES--28VDC,BLUE LT INDICATES FUEL SOLENIED ENERGIZED DO NOT OPEN OVERWING FILLER CAP IF PRESSURS FUELLING HAS CAUSED TANK TO BE FILLED DUE TO LOCATION OF PORT, FUEL WILLSPILL OUT.
MAIN TANK--11 TANK UNITS,1 COMPENSATOR UNIT.
CTR TANK--2 TANK UNITS,1 COMPENSATOR UNIT.
WHEN SUCTION DEFUELLING ONE TANK, THE OTHER TANK BYPASS VALVE SHOULD BE CLOSED. BOOST PUMPS 3 PHASE,115VAC,400HZ.
WHEN REPLACING CTR TANK BOOST PUMP, CLOSE OPPOSITE SIDE CTR TANK BOOST PUMP VALVE TO PREVENT FUEL FLOW BACK THROUGH REPRIME LINE.
MAIN TANK AFT BOOST PUMP POWERED BY TRANSFER BUS [AS EMERGENCY SOURCE] OTHER PUMPS POWERED BY MAIN BUS.
BOTH LOW PRESSURE LTS ON IN ONE TANK ILLUMINATES MASTER CAUTION LTS.
WHEN REPLACING ENGINE SOV THAT SIDE BYPASS VALVE PLUNGER SHOULD BE PULLED ,IN CASE OF CROSSFEED VALVE BOTH PLUNGERS SHOULD BE PULLED.
SOV [ENGINE/CROSSFEED]---24V/28VDC
FUEL TEMPERATURE GAGE SUPPLY---28VAC THEN RECTIFIED
HYDRAULICS---
SYSTEM'A'.
SYSTEM'B'.
STANDBY SYSTEM.
FLUID SPECIFICATION---BMS 3-11.
FLUSHING SYSTEM REQUIRES 100 US GALLONS.
NORMAL CAPACITY IS 23.6 US GALLONS.
'A' 'B' 'STBY'
RESERVOIR
[US GALLONS] 3.6 1.3 1.9
PUMP [PSI] 3000 3000 2950
[GALLONS/MIN] 22.5 6 3
FILTERS
[PRESSURE] 2 2 1
[RATING][MICRON] 5-15 5-15 5-15
CASE DRAIN 2 2 1
[RATING][MICRON] 10-25 10-25 10-25
RETURN 1 1 1
[RATING][MICRON] 15 10-25
GRD PWR MODULE 5-15
HYDRAULIC SERVICE FILTER 0.4-3
[RATING][MICRON]
VENT FILTER[MICRON] 10
[UNCLEANABLE]
AIR PRESSURE FILTER 200
[MICRON][CLEANABLE]
LOW PR WARNING
[PSI] 1100-1500 1100-1500 1100-1500
LOW PR LTS 2 2 1
OVHT LTS -
220øF[ON] -
235øF[ON]
265øF[OFF]
275øF[OFF]
PR RELIEF VALVE 1 1 1
[PSI] 3500+/-400 3500+/-50 3500+/-50
3100 3400 3400
NO EXTERNAL LEAK PROVIDED FROM B NUT
NORMALLY 13TH STAGE AIR USED FROM ENGINE FOR HYDRAULIC PRESSURISATION OF RESERVOIRS
NORMAL OPERATIONS
[DESPATCH OPERATIONS]
TUBE CONNECTIONS:-
NO VISIBLE EVIDENCE OF LEAKAGE
[NO VISIBLE EVIDENCE OF LEAKAGE]
STATIC SEALS:-
1 DROP/10MINS
[DETERMINED BY OPERATOR]
DYNAMIC SEALS:-
EDP INLINE VIKERS/ABEX---
30 DROPS/MIN
[60 DROPS/MIN]
YOKE TYPE [VICKERS]---
7 DROPS/MIN
[10 DROPS/MIN'CORRECT AT 1ST OPP]
EMDP TASK/ABEX---
10 DROPS/MIN
[20 DROPS/MIN]
VICKERS---
20 DROPS/MIN
[30 DROPS/MIN,CORRECT AT 1ST OPP]
OTHER DYNAMIC SEALS UNDER STATIC CONDITIONS OF FULL OR PARTIAL PRESSURE---
1 DROP/10 MINS---NO REPAIR REQUIRED,
1 DROP/10 MINS TO 1 DROP/MIN---CORRECT AT INTERMEDIATE CHECK
[1 DROP/ MIN UPTO 30 DROPS/MIN CORRECT AT 1ST OPP]
OTHER DYNAMIC SEALS UNDER DYNAMIC CONDITIONS---
1 DROP/CYCLE
[1 DROP/CYCLE]
ATA CHAPTER 30 [ICE AND RAIN PROTECTION]
115VAC POWERED ANTIICE VALVE,
NO1&NO2 WINDOWS HEATED TO 110øF,145øF OVHT
NO4&NO5 WINDOWS HEATED TO 90ø TO 110øF
PWR 'ON' LT WILL ILLUMINATE WHEN POWER IS FLOWING THROUGH THE
AUTOTRANSFORMER, AND THE WINDOW IS DRAWING 5 WATTS OF POWER OR MORE.
'OVHT' LIGHT WILL ILLUMINATE IF AN OVHT CONDITION EXISTS [>145øF],
TOILET DRAIN CONNECTION [FORE & AFT]---115VAC ALWAYS
WASTE WATER MAST DRAIN---115VAC IN FLIGHT
---28VAC ON GRD
---28VAC ON JACKS WITH EXTERNAL PWR
ACCESS TO REGISTER BOX STA 259.8 RH SIDE THROUGH NOSE WHEEL WELL ACCESS PANEL
WIPER LOW SPEED:-130 STROKES/MIN
WIPER HIGH SPEED:- 160 STROKES/MIN
MOTOR THERMAL SWITCH ON AT 300 Deg F OR IF FIELD CURRENT > 8 TO 10
AMPS, AUTORESET.
CADC INPUTS:- PITOT,STATIC,TEMPERATURE.
CADC OUTPUTS:- AIRSPEED [PITOT + STATIC]
ALTITUDE [STATIC]
MACH [ALTITUDE + AIRSPEED]
TRUE AIRSPEED [TEMP + ALT + AIRSPEED]
ALTITUDE RATE
PITOT PRESSURE + STATIC PRESSURE = INDICATED AIRSPEED [IAS]
PITOT PRESSURE + STATIC PRESSURE + STATIC SOURCE ERROR CORRECTION = COMPUTED
AIRSPEED [CAS]
CAS + TRANSDUCER NON LINEARILY CORRECTION = CALIBRATED AIRSPEED.
MACH ALTITUDE + CAS FOR COMPRESSABILITY COMPENSATION = EQUIVALENT AIRSPEED
[EAS]
EAS + TAT STATIC PRESSURE + AIR DENSITY COMPENSATION = TRUE AIR SPEED [TAS]
CADC TAKES INPUT FROM PITOT AND STATIC PRESSURE AND DEVELOPS AIRSPEED, ALTITUDE AND MACH.
TAT PROBE CONNECTION TO CADC, STATIC AIR TEMPERATURE IS DEVELOPED.
ELECTRIC ALTIMETER :- -1000 TO 50,000ft,WARNING FLAG APPEARS OVER READOUT IF ALTIMETER OR ADC PROBLEM.
MACH/ASI:- RANGE 60 TO 450 KNOTS, MACH RANGE 0.4 TO 0.999.
MACH AIRSPEED AURAL WARNING ON WHEN MAX AIRSPEED POINTER COINCIDES WITH AIRSPEED POINTER.
KNOB IN:- PDCS SETS DESIRED AIRSPEED, PULL TO MANUALLY SET IN APPROX AT 12 O'CLOCK POSITION.
AIRSPEED CURSOR INOP:- PDCS PROBLEM.
FAILURE BARS:- MACH BELOW 0.4 OR PROBLEM, A/S < 60 KNOTS OR PROBLEM.
VMO/MMO CIRCUITARY PROBLEM:- VMO FLAG APPEARS.
FUNCTION SELECTED ON CADC PUSH TEST FOR 35 SECS TEST LT ILLUMINATES
ALTITUDE FINE1= 10,000+/-20ft [30+/-5secs]
ALTITUDE RATE 1,2,3+200+/-100 FPM.
MACH1 = 0.785 +/-0.010 [30+/- 5 SECS].
CAS1 = 420+/-6 KTS [35 SECS].
MASTER FAILURE WARNING = VALID.
ALTITUDE ALERT:-
CADC---> BARO CORRECTED ALTITUDE--->ALT ALERT CONTROLLER--->AURAL ALERTING
[ELECTRIC ALT] VISUAL ALERTING
AT 1000 FT FROM SELECTED ALTTITUDE:- 2 SECS TONE AND LT.
AT 375 FT FROM SELECTED ALTITUDE:- LT OFF.
FLAPS > 10 UNITS:- NO ALERT [A/C READY FOR LANDING].
------------------------------------------------------------------------------
AIR DATA INSTRUMENTS [PNEUMATIC]:-
VSI:- 0 TO 6000 FT/MIN,SCREW [LEFT] FOR ZERO ADJUSTMENT.
MACH/ASI:- 0 TO 160 [LINEAR SCALE 2 KNOTS INCREMENT].160 TO 420 KNOTS [LOG SCALE 10 KNOTS INCREMENTS].
MACH:- 0.01 INCREMENTS 0.5 TO 1 MACH.
ALTIMETER:- -1000 FT TO 50,000 FT,BARORANGE 28.1 TO 31.0 IN HG OR 951 TO 1050 mb
TAT:- -70 TO 50 DEGC IN 5 DEG INCREMENTS.
RIGHT PROBE:- CADC 1,PDCS.
LEFT PROBE:- TAT INDICATOR.
RMI:- PROVIDES MAGNETIC HEADING AND RADIO BEARING INFORMATION. RMI SYNCHROS SENDS INFORMATION TO HSI AND FLIGHT RECORDER AND NAVIGATION SYSTEM.
SYNCHRONIZING ANNUNCIATOR INDICATES COMPASS CARD IS SYNCHRONIZED WITH FLUX VALVE HEADING OUTPUT.
OFF FLAG:- DG PROBLEM/COMPASS PROBLEM.
HSI:- DISPLAYS DATA FROM THE RADIO OR INS SYSTEMS TO INDICATE THE AIRCRAFT POSITION IN HORIZONTAL PLANE.
ALERT LIGHT:- [OFF IN VOR/ILS MODE] INS WAYPOINT TO APPROACH MODE, A/C REACHES
TO WAY POINT.
:- DESIRE TASK PRESET COURSE ARROW.
:- TO/FROM POINTER.
:- DIAMOND SHAPE POINTER [DRIFT ANGLE AND TRACK INDICATOR.
MILES:- MILES TO GO FROM INS OR DME DISTANCE.
GRD SPEED:- A/C GROUND SPEED FROM INS.
1/2/3:- WHICH INS OR VHF NAV SYSTEM FEEDING HSI.
------------------------------------------------------------------------------
GROUND PROXIMITY WARNING SYSTEM [GPWS]
INPUTS TO GP COMPUTER :-
1.GLIDESLOPE DEVIEATION.
2.BAROMETRIC ALT RATE.
3.IAS.
4.RADIO ALTITUDE.
5.DH TRIP POINT.
6.FLAP POSITION.
7.GEAR UP/DOWN.
8.SELF TEST.
OUTPUTS FROM GP COMPUTER:-
1.AUDIO WARNING.
2.VISUAL WARNING.
GP INOP LT ON:-
1.SELF TEST ON.
2.PROBLEM [CADC,PDCS,LRRA] WITH COMPUTER.
PULLUP LT:- MODE 1,2,3,4.
BELOW G/S:-MODE 5 WARNING,PUSH TO INHIBIT.
GPWS:-115VAC 400HZ.
PRIORITY MESSAGE MODE
1 WHOOP WHOOP - PULL UP 1 & 2
2 TERRAIN 2
3 TOO LOW - TERRAIN 4
4 TOO LOW - GEAR 4A
5 TOO LOW - FLAPS 4B
6 MINIMUMS 6
7 SINK RATE 1
8 DONT SINK 3
9 GLIDESLOPE 5
MODE 1:- EXCESSIVE DESCENT RATE, PULL UP LIGHT, SINK RATE [AUDIO] EVERY 1.5 SECS, STILL FURTHER DESCENT [EXCESSIVE] PULL UP LT, WHOOP WHOOP PULL UP [AUDIO] EVERY 1.5 SECS. SHOULD BE < 2450 FT TO GET WARNING. NO WARNING < 50 FT.
MODE 2:- EXCESSIVE CLOSURE RATE, PULL UP LTS ON, "TERRAIN TERRAIN" AUDIO, A/C STILL REMAINS, THEN PULLUP LTS ON "WHOOP WHOOP PULL UP" EVERY 1.5 SECS. > 300 FT BARO ALT FROM WHERE PULLUP STOPPED PULL UP LTS OFF, HIGHER SPEED LESS WARNING TIME INTERVAL.
FLAPS DOWN L/G POSITION DOWN < 700 FT NO WARNING ONLY "TERRAIN TERRAIN" FIRST THEN "TERRAIN".
MODE 3:-DESCENT AFTER T/O "DONT SINK" WARNING EVERY 1.5 SECS. AT 100 FT 15 FT LOSS CAUSES WARNING. AT 700 FT LOSS OF > 70 FT CAUSES WARNING.
ON TAKE OFF:- T/O WARNING ARMED, TERRAIN CLEARANCE DISARMED. ON 700 FT DISARMS T/O WARNING ARMS TERRAIN CLEARANCE.
MODE 4A:- WARNING ENABLED IF GEAR UP A/C ASCENDED > 700 FT PROXIMITY TO TERRAIN GEAR UP > 0.35 MACH.
TOO LOW TERRAIN AUDIO EVERY 1.5 SECS GREATER SPEED TILL 1000 FT, THEN NO WARNING.
TOO LOW GEAR AUDIO EVERY 1.5 SECS A/C < 500 FT L/G UP SPEED < 0.35 MACH.
MODE 4B:- PROXIMITY TO TERRAIN GEAR DOWN, FLAPS UP, "TOO LOW FLAPS" AUDIO, FLAPS
NOT IN LDG POSITION, AIRSPEED < 0.28 MACH, SPEED > 0.29 MACH, TOO LOW TERRAIN
EVERY 1.5 SECS TILL 1000 FT WARNING ENABLED IF GEAR DOWN, FLAPS NOT IN LDG
CONFIGURATION PROVIDED A/C HAS FIRST ASCENDED TO 700 FT. IF GEAR IS
RAISED, BOTH "TOO LOW GEAR" AND "TOO LOW FLAPS" AUDIO.
MODE 5:- BELOW GLIDESLOPE HEIGHT < 1000 FT L/G DOWN, GLIDESLOPE DEVIEATION > 1.3 DOTS "GLIDESLOPE" AUDIO EVERY 0.65 SECS INHIBIT BUTTON PRESSED TO SILENCE. TO HEAR AUDIO A/C ASCENDS > 1000 FT. HARD WARNING :- SAME LEVEL AS PULL UP WARNING, SOFT WARNING :- 6db < HARD WARNING.
MODE 6:- DESCENT BELOW MINIMUMS, AT 1000 TO 500 FT "MINIMUMS MINIMUMS" AUDIO ONCE HEARD MDA OR DH INDEX LTS ON.
LRRA PROBLEM:- INOP LT ON, LRRA CANNOT BE TESTED WITH AUTO PILOT ANGAGED.
VERTICAL GYRO:-
ADI,
FLIGHT DIRECTOR,
AUTOPILOT,
WEATHER RADAR.
ADI DISPLAYS INFORMATION FROM ATTITUDE REFERENCE SOURCES, FLIGHT DIRECTOR, VHF NAVIGATION, LRRA, AUTO THROTTLE OR SPEED COMMAND SYSTEM.
TEST:- 10ø PITCH UP,20ø ROLL RIGHT, ATT FLAG.
LRRA ALTITUDE :- 200 FT TO TOUCHDOWN ON RUNWAY SCALE.
RUNWAY FLAG:- APPROACH ALTITUDE AND ILS UNRELIABLE.
DH ILLUMINATES:-A/C ALT < DH SET ON LRRA INDICATOR.
GS FLAG:- VERTICAL DEVIATION DISPLAY UNRELIABLE.
SPEED POINTER:- SPEED FROM SELECTED SPEED.
SPEED FLAG:- UNRELIABLE.
RATE OF TURN POINTER BIASED OUT OF VIEW:- UNRELIABLE.
CMPTR FLAG:-FLIGHT DIRECTOR SYSTEM UNRELIABLE.
VG:- ROLL 180ø,PITCH =/-85ø.
------------------------------------------------------------------------------
PERFORMANCE DATA COMPUTER SYSTEM [PDCS]
STBY:- USED FOR DATA ENTRY AND AUTOMATIC SYSTEM CHECKOUT.
T/O:- T/O DISPLAYS T/O EPR LIMITS FOR TEMPERATURE ENTERED.
CLB:- CLB EPR LIMIT AND SPEEDS FOR THE DESIRED CLIMB PROFILE, BEST ECONOMY, MAX RATE OR CREW SELECTED SPEEDS.
CRZ:- CRUISE EPR LIMIT AND SPEEDS FOR THE DESIRED CRUISE SCHEDULE, BEST ECONOMY, LRC OR CREW SELECTED SPEEDS.
DES:- DESCENT SPEED, TIME, DISTANCE FOR BEST ECONOMY.
HOLD:- HOLDING EPR SPEED AND ENDURANCE.
CON:- MAX CONT THRUST EPR LIMIT FOR EXISTING ALT, TEMP & SPEED.
GA:- GA EPR LIMIT FOR EXISTING ALT, TEMP & SPEED.
TURB:- TURBULENT AIR PENETRATION SPEED, PITCH ALTITUDE AND N1 FOR FLIGHT LEVEL.
------------------------------------------------------------------------------
FLIGHT RECORDER INPUTS:-
1.FLT RECORDER WARN/CONTROL MODULE
2.TRIP AND DATE ENCODER.
3.AIR DATA COMPUTER.
4.ACCELEROMETER.
5.AIRPLANE COMPASS SYSTEM.
6.AUDIO ACCESSORY UNIT.
ACCELEROMETER DETECTS VERTICAL FORCES :- -3G TO + 6G SUPPLY 26VAC 400 HZ
FLIGHT RECORDER MODULE OFF LT:- AMBER ON :- RECORDER NOT WORKING, LOSS OF POWER, TAPE NOT ADVANCING.
SW IN TEST ON GRD, ENGINES NOT RUNNING, LT ILLUMINATES.
INSTRUMENT COMPARATOR LTS:-
MON PWR:- POWER SUPPLY PROBLEM.
HDG:- CAPT AND F/O COMPASS CARDS FOR HSI DIFFERENT.
PITCH,ROLL:- ADI DISPLAYS DIFFERENT.
HDG,PITCH,ROLL:- LOSS OF EXICTER VOLTAGE FROM COMPARATOR UNIT.
GS,LOC LTS:- COMPARE CAPT,F/O VHF NAV RECIEVERS SIGNALS.
ALT LT:- ALTITUDE SIGNALS FROM #1 AND #2 LRRA RECORDER/TRANSMITTERS ALTITUDE SIGNALS.
ATA CHAPTER 32 [LANDING GEARS]
SELECTOR LEVER SHOULD BE IN OFF FOR MANUAL EXTENSION
STEERING WHEEL 78ø L/R
RUDDER PEDALS 7ø L/R
ON COMPRESSION STROKE SNUBBER VALVE MOVES AWAY FROM UPPER BEARING SO FREEFLOW
ON EXTENSION STROKE SNUBBER VALVE MOVES TOWARDS UPPER BEARING SO RESTRICTED FLOW
MAIN GEAR HYDRAULIC MODLE HAS 2 PRIORITY VALVES [3500 PSI] 2 FLOW RESTRICTORS, 4 FLOW LIMITERS.
TRANSFER CLINDER FUNCTION ;-
1. MOMENTARILY EQUALIZES PRESSURE IN THE MAIN ACTUATOR.
2. DAMPING ACTION ON LANDING IMPACT.
3. PREVENTS PRESSURE FLUCTUATION FROM COACHING THE LOCK ACTUATOR AND POSSIBLE UNLOCKING THE GEAR.
MIL-H-5606,MIL-H-6083 FLUID USED IN LANDING GEARS
CONTROL LEVER POSITION SWITCH S78
LANDING GEAR LEVER LOCK SOLENOID ENERGIZED IN AIR TO ENABLE LEVER MOVEMENT TO UP POSITION.
HYDRAULIC PRESSURE FROM UP LINE IS SENT TO BOTH BRAKE METERING VALVES TO STOP WHEEL ROTATION DURING GEAR RETRACTION.
HYDRAULIC PRESSURE FROM THE DOWN LINE ALSO SUPPLIES THE THRUST REVERSER AND THE NOSE WHEEL STEERING SYSTEM .
SELECTOR VALVE RETURN LINE IS SUPPLY TO SHIMMY DAMPER.
MANUAL RELEASE OF GEAR LANDING GEAR LEVER SHOULD BE IN OFF POSITION
MAIN GEAR CABLE PULL OUT 17.30 INCHES
NOSE GEAR CABLE PULL OUT 8 INCHES
DOWN LOCK VIEWER LOCATED IN THE AISLEWAY OF THE MAIN CABIN AREA [LH SIDE],3RD WINDOW AFT OF EMERGENCY EXIT.
TELEFLEX CABLE [RH MLG] RIGGED WITH A/C ON JACKS,SENDS AIR/GRD SIGNAL TO L/G ACESSORY MODULE,FOR GRD SIGNAL STRUT SHOULD BE COMPRESSED AT LEAST 5".
L/G MODULE M338 LIGHTS ARE ON IN FLIGHT,OFF ON GROUND.
PUSHING BOTH SWITCHES ON M338 SIMULATE AIRPLANE IN AIR CONDITION WITH EXCEPTION OF L/G LEVER LOCK CIRCUIT IN THE AIR-SENSING CIRCUIT.
ENGINE DRUM & BRAKE ASSY LOCATED ON E&E COMPARTMENT CEILING.
ENGINE DRUM & BRAKE ASSY:-
OUTBD:-L/G WARNING HORN SWITCHES[S139,S140]
INBD:- THRUST LEVER ADVANCED SWITCHES[S283,S133]
ON M338:-TO ACTIVATE GRD CRITICAL SYSTEMS ONLY GRD SENSING TEST SWITCH PUSHED, TO ACTIVATE AIR CRITICAL SYSTEMS ONLY THE AIR SENSING SWITCH PUSHED.
RED LT ON WHENEVER:-
1.THE LEVER IS NOT DOWN AND GEAR NOT UP.
2.THE LEVER IS DOWN AND GEAR NOT DOWN AND LOCKED.
3.ENGINE #1 OR ENGINE #2 THROTTLE IS IN IDLE RANGE AND ANY GEAR IS NOT DOWN AND LOCKED.
GREEN LT ON WHENEVER:-
1.THE GEAR IS DOWN AND LOCKED.
LANDING GEAR WARNING HORN SOUNDS WHENEVER:-
1.FLAPS ARE NOT UP AND 10 UNITS OR LESS, ENGINE #1 OR #2 THROTTLES IS IN IDLE RANGE AND GEAR NOT DOWN AND LOCKED [CAN BE RESET WITH L/G WARNING HORN CUTOUT BUTTON]
2.FLAPS 15 UNITS, BOTH ENGINES EPR<1.6 AND GEAR NOT DOWN AND LOCKED, CANNOT BE RESET.
3.FLAPS MORE THAN 25 UNITS AND GEAR NOT DOWN AND LOCKED, CANNOT BE RESET.
NOSEWHEEL STEERING USES "A" SYSTEM PRESSURE.
STEERING ACTUATORS TURNS < 33ø BOTH WORK IN PUSHPULL FASHION, TURNS > 33ø TO 78ø NO PRESSURE TO PULL ACTION ONLY PUSH ACTION ACTUATOR GETS PRESSURE.
TOW PIN INSTALLED IN COVER OF STEERING VALVE TO ENABLE TOWING WITH "A" PRESSURISIED.
78ø L/R STEERING WHEEL TURN CAUSES 95ø NOSEWHEEL TURN.
THE PISTON POSITIONING SYSTEM FUNCTIONS TO ENGAGE OR DISENGAGE RUDDER PEDAL STEERING CAPABILITY.
RUDDER PEDAL STEERING MECHANISM ALSO SUPPLIES STEERING WHEEL FEEL.
A 70 TO 130 PSI SNUBBER COMPENSATOR IS IN THE STEERING METERING VALVE ACTS AS A SHIMMY DAMPER BY PROVIDING PRESSURE TO BOTH SIDES OF THE STEERING ACTUATORS.
PARKING BRAKE SWITCH S100 OPENS PARKING BRAKE SOV.
RETRACT BRAKING PROVIDED BY "A" SYSTEM L/G UPLINE.
BRAKE HAS 5 ROTORS & 6 STATORS.
BRAKE INDICATOR PIN CAN BE 0.6 TO 1.36" LENGTH MINIMUM [1/8"]
WHEEL THERMAL PLUGS :- 350øF.
SAFETY RELIEF VALVE :- 230 PSI.
ANTISKID MODULE M162
ANTISKID VALVES HAVE 1ST STAGE ELECTRICALLY CONTROLLED,2ND STAGE HYDRAULICALLY CONTROLLED.
L/G LEVER UP SWITCHES:-S304 INTERRUPTS PWR TO THE ANTISKID MODULE.
S303 OPENS THE CIRCUIT TO THE ANTISKID INOP LTS ON P2.
PARKING BRAKE VALVE MUST BE OPEN FOR ANTISKID VAlVE TO OPERATE.
BRAKES CAN BE BENDIX, GOODRICH.
ANTISKID "INOP" LT ON WHENEVER :-
1.A VALVE IS OPEN CIRCUITED.
2.A TRANSDUCER IS OPEN CIRCUITED.
3.A FAILURE IN THE CONTROL BOX.
4.THE PARKING BRAKE POSITION IS IN DISAGREEMENT WITH PARKING BRAKE SET SWITCH.
5.POWER FAILURE OR SWITCH OFF.
PARKING BRAKE SHOULD NOT BE SET FOLLOWING A HIGH ENERGY STOP TO PREVENT FUSING OF BRAKES, ALLOW 40 TO 60 MTS COOLING TIME. IF PARKING BRAKE SET LONGER THAN 8 HRS, RESET AFTER PRESSURISATION OF SYSTEM.
ANTISKID SW ON-->PARKING BRAKE OFF--->PILOTS "INOP" LT ON--->PARKING BRAKE ON OR OFF--->CONTROL BOX LT ON--->COMPONENT TEST SWITCH TO VALVE/XDCR---->CHECK LT INDICATION [LT ON, CNTRL BOX FAILURE].
ANTISKID HAS PRIORITY OVER AUTOBRAKE FOR SKID AND LOCKED WHEEL PROTECTION.
THREE DECELERATION RATES IN AUTOBRAKE MODE ARE:-
MIN 4 FT/SEC2
MED 7 FT/SEC2,6 FT/SEC2
MAX 10 FT/SEC2
ANTISKID INOP AUTOBRAKES CANNOT BE USED.
AUTOBRAKE HAS 3 MODES:-
ON RAMP:-INITIAL START OF AUTOMATIC BRAKING.
OFF RAMP:-THE TRANSFER OF AUTOMATIC TO MANUAL BRAKING.
DROP OUT:-THE ABRUPT TERMINATION OF AUTOMATIC BRAKING.
AUTOBRAKE MODULE:- M577.
TIRE REMOVAL:-
1.CUTS OR WEATHER CHECKS IN GROOVES,TREAD OR SIDEWALLS WHICH REACH CORD BODY.
2.BLISTERS,BULGES OR OTHER EVIDENCE OF PLY SEPRATION IN TREAD OR SIDEWALL AREA.
3.ANY TIRE WITH A FLAT SPOT THROUGH THE REINFORCING CHORDS AT THE TREADS-UNDER TREAD INTERFACE.
4.OTHER DAMAGE OR COMBINATION OF ITEMS WHICH MIGHT RESULT IN TIRE PROBLEMS. AVERAGE TREAD DEPTH <1/32" ON CENTER GROOVE TIRE MEASURE AT CENTER GROOVE. ON CENTER RIB TIRE, MEASURE AT GROOVES NEAREST CENTER.
TRANSVERSE CUTS:-CUTS DEEPER THAN TREAD GROOVES AND EXTENDING ACROSS A RIB FROM GROOVE TO GROOVE.
CIRCUMFRINTUAL CUTS:-CUTS DEEPER THAN TREAD GROOVE, BUT NOT INTO THE CARCASS PLIES, WITH ENDS NOT MORE THAN «" APART MEASURED TRANSVERSAL AND 2" IN LENGTH MAY CONTINUE IN SERVICE.
DIAGONAL CUTS:-ONE RIB INVOLVED, A CUT LESS THAN GROOVE DEPTH UPTO 12" LENGTH MAY BE LEFT IN SERVICE IF THE ENDS OF CUT IS NOT MORE THAN «" APART, MEASURED TRANSVERSLY.
OPENTREAD SPLICE:-MAY CONTINUE IN SERVICE IF GAP DOES NOT EXTEND COMPLETELY ACROSS RIB. REMOVE FROM SERVICE IF SEPRATION EXISTS.
SKID BURNS,ICE BURNS,FLATS SPOTS:-AN OVAL SHAPED FLAT SPOT CAUSED BY A SKID. MAY BE LEFT IN SERVICE UNLESS THE DEFORMATION EXTENDS TO OR INTO THE CARCASS PLIES OR BALANCE IS AFFECTED.
BLISTER OR BULGE:-SEPARATION OF THE TIRE STRUCTURE IN THE TREAD OR SIDEWALL. REMOVE FROM SERVICE.
CHEVRON CUTTING:-IF DAMAGE EXTENDS ANY SINGLE CUT LIMIT.
GROOVE CRACKING:-A CIRCUMFRINTIAL CRACK AT THE BASE OF A TREAD GROOVE.
RIB UNDERCUTTING:-IF CRACK EXTENDS UNDER A TREAD RIB.
TREAD FLAKING,CHIPPING OR CHUNKING:-IF DAMAGE EXTENDS ACROSS A RIB OR TO THE BASE OF GROOVE. THROWN TREAD, PEELED RIB.
CIRCUMFRINTIAL CRACKS, RADIAL CRACKS, CRACKS IN SIDEWALL OR SHOULDER AREA, IF CRACKS EXPOSE CARCASS PLIES.
OZONE AND WEATHER CHECKING:-SIDEWALL CRACKS CAUSED BY AGE/WEATHER DETERIORATION IF CRACKS EXPOSE CARCASS PLIES.
PUNCTURE:-IF HOLE IS GREATER THAN 0.125" DIAMETER OR EXTENDS INTO CARCASS PLIES.
ITEM LEAK ALLOWABLE
GEARBOX STARTER DRIVE OVERBOARD DRAIN. 10cc/hr
GEARBOX HYDRAULIC PUMP DRIVE OVERBOARD DRAIN 10cc/hr
No4 BEARING DRAIN TUBE [#4 CARBON SEAL] OIL LEAKAGE FROM DRAIN TUBE AT IDLE POWER IS NORMAL
FUEL PUMP DRIVE OVERBOARD DRAIN 10cc/hr
FUEL PUMP DRAIN 60cc/hr [ENGINE RUNNING OR SHUT DOWN]
FUEL CONTROL DRAIN NONE
P&D VALVE DRAIN NO LEAK FROM PLUGGED P&D VALVE DRAIN SB 3757
COMBUSTION CHAMBER NO LEAK WITH ENGINE RUNNING,
9cc MAX ONE TIME ON SHUTDOWN,
60cc/hr MAX AFTER SHUTDOWN,
ON ENGINES WITH P&W DRAIN AS PER SB.
EXHAUST CASE No6 BEARING SUMP OIL WETNESS NOT RESULTING IN OIL PUDDLING WITHIN 20 mins AFTER ENGINE SHUTDOWN.
M577:-
DS1:-INBD SOLENOID VALVE OPEN CIRCUIT
DS2:-OUTBD SOLENOID VALVE OPEN CIRCUIT
DS3:-AUTOMATIC BRAKE NOT SET [IN AIR INDICATION ONLY]
DS4:-BOTH ANTISKID CHANNELS INOP OR PWR LOSS
IF ONLY ONE ANTISKID CHANNEL FAILS, THE AUTOBRAKE "INOP" LT WILL NOT ILLUMINATE. OPERATING PROCEDURE REQUIRES THE AUTOBRAKE SYSTEM TO BE SHUT OFF WHENEVER ONE ANTISKID IS INOP.
BRAKE PEDAL SWITCHES LOCATED ON THE F/O BRAKE PEDAL ASSY UNDERNEATH THE CONTROL CABIN. THESE SWITCHES CONTROL THE OFF RAMP AND DROP OUT FUNCTION OF THE AUTOBRAKE MODE. TRANSFER FROM MANUAL [OFF RAMP] GRADUALLY BY DEPRESSING PEDALS [>1ø <7.5ø] AND HOLDING THEM, IMMEDIEATLY THEN DEPRESS PEDALS >7.5ø [DROP OUT].
CONDITIONS MET FOR AUTOBRAKE MODULE GENERATING ON RAMP SIGNAL:-
1.AUTOBRAKE SELECTED
2.ANTISKID ON AND OPERATIONAL
3.BOTH BRAKE PEDALS OFF
4.BOTH THROTTLES RETARTED
5.SPEED BRAKE HANDLE "ARMED"
6.AT LEAST ONE WHEEL ON EACH GEAR UPTO SPEED
7.PARKING BRAKE VALVE OPEN
TO OVERRIDE AUTOBRAKE THROUGH MANUAL INPUT:-PRESS BRAKE PEDALS, MOVE SPEED BRAKE HANDLE FROM DEPLOYED TO FWD OF VERTICAL BUT NOT DOWN.
AUTOBRAKE CAN BE TERMINATED BY:-
1.ONE OR BOTH PEDALS DEPRESSED AND THEN RELEASED.
2.ONE OR BOTH THROTTLES ADVANCED [IN THE T/O RANGE].
3.SPEED BRAKE HANDLE MOVED TO THE DOWN POSITION.
4.ONE OR BOTH BRAKE PEDALS FULLY DEFLECTED.
5.TURNING THE AUTOBRAKE SYSTEM OFF.
IN ADDITION
LOSS OF PWR, FAILURE OF ANY AUTOBRAKE COMPONENTS, FAILURE IN THE ANTISKID, OR CLOSING OF THE PARKING BRAKE WILL CAUSE ABRUPT DROP OUT OF AUTOBRAKE.
AUTOBRAKE PRESSURE CONTROL MODULE:-V122.
FUSE STOPS FLOW OVER 160cuin TO "A" BRAKES.
AUTOBRAKE MODULE REQUIRES "B" SYSTEM PRESSURE.
PRESSURE SWITCH BETWEEN METERING VALVE & SHUTTLE VALVE CAUSES AUTOBRAKE
SYSTEM TO DISARM IF METERED PRESSURE >200PSI.
PRESSURE SWITCH DOWNSTREAM OF FUSE WILL DEACTIVATE <200PSI DISARMING
AUTOBRAKE SYSTEM.
AUTOBRAKE SYSTEM ARMED WHEN:-
1.DECELERATION RATE SELECTED P2-2.
2.AUTOBRAKE PWR AVAILABLE.
3.TURN ON SELF CHECK [TOSC] SUCCESSFUL.
TOSC COMPLEATED IN 200 MILLISECONDS, NO DISARM LT.
ON LANDING AUTOBRAKE INITIATES WHEN:-
1.WHEEL SPEED >60 KTS [ONE WHEEL ON EACH MLG].
2.BOTH THROTTLES RETARDED.
3.AVERAGE WHEEL SPEED >70 KTS.
DISARM LT ON IF SELECTOR SWITCH OFF--->SOLENOID PR SW >1000PSI WITH NO AUTOBRAKE INPUT.
AUTOBRAKE CONTROL CB MUST BE RESET WHEN FAULT WAS SOLENOID VALVE PR SWITCH HIGH LOGIC,OTHER LANDING MODES SELECTOR SWITCH TO OFF.
AUTOBRAKE SELECTED "INOP" LT ON WHENEVER:-
1.BOTH ANTISKID SWITCHES ARE OFF.
2.BOTH ANTISKID "INOP" LTS ARE ON.
3.L/G LEVER IN UP POSITION.
4.PARKING BRAKE IS SET.
5.AUTOBRAKE MODULE POWER LOSS.
6.HARD PEDAL PRESSURE [OVERRIDE]
7.COMPARATOR MONITORING VOLTAGE INPROPER.
8.EITHER SOLENOID VALVE OPEN CIRCUITED.
9.AUTOBRAKE NOT RESET [AIR].
BACKGROUND LIGHTS:- 115VAC TX BUS1 [FLUORESCENT LAMPS]
28VAC TX BUS 2 [INCANDESCENT LAMPS]
28VDC BATT BUS [EMERGENCY LIGHTS]
CB PANEL LIGHTS:- 28VAC TX BUS 2.
CAPT SYSTEM ANNUNCIATER:- 28VDC BATT BUS OR DC BUS 1.
FLT CONT:- 7
FUEL:- 3
ELEC:- 9
APU:- 3
OVHT DET:- 3
F/O SYSTEM ANNUNCIATOR:-
ANTIICE:- 11
HYD:- 6
DOORS:- 8
OVHD:- 6
AIR COND:- 11
OVHD:-
EMERGENCY EXIT LTS NOT ARMED,
FLT REC OFF,
NO EQUIP COOLING,
PAX OXY ON,
STALL WARN OFF.
ENTRY SW OFF:- ALL LTS OFF.
ENTRY SW OFF,GPU ON:- ENTRY LTS ON DIM.
ENTRY SW BRIGHT:- FLOURESCENT LAMPS AND THRESHOLD LTS ON.
ENTRY SW DIM:- 2 DIM LTS ON.
ENTRY SW BRIGHT,GPU ON:- BOTH DIM & BRIGHT LTS ON.
PAX SIGNS:- 28VAC BUSES.
2 LAMPS FOR "NO SMOKING SIGNS",3 LAMPS FOR "FASTEN SEAT BELT SIGNS".
SW IN AUTO :-
IF FLAPS ARE LOWERED,SEAT BELT SIGN ON.
IF L/G LOWERED NO SMOKING AND FASTEN SEAT BELTS SIGN ON.
PAX READING LTS:- 28VAC
BALLAST FOR WINDOW LTS BEHIND PSU PANELS.
EXTERNAL BLUE LAVATORY OCCUPIED LT ON WHEN CLOSED.
LAVATORY DOOR OPEN ON GRD,GPU ON:- MIRROR LTS ON.
LAVATORY DOOR OPEN ON GRD:- DOME LTS ON.
LAVATORY DOOR CLOSED ON GRD:- MIRROR LTS ON.
LAVATORY DOOR OPEN IN AIR:- NO LTS.
LAVATORY DOOR CLOSED IN AIR:- MIRROR LTS ON.
ATTENDENT CALL LTS [WITH HIGH TONE]
AMBER LTS:- LAVATORY SWITCHES.
BLUE LTS:- PSU PANEL
PINK LT:- FLIGHT CREW DECK/ATTENDENT.
BEAM:- LDG LTS [OUTBD]:- 15ø.
[INBD] :- 11ø.
RUNWAY TURNOFF LTS:- 50ø.
CARGO AND SERVICE COMPT LTS:- 28VAC.
L/G LTS--->PILOTS SW [MASTER], WHEEL WELL SW--->CAN BE TURNED ON, NORMAL IS OFF POSITION.
DUTY CYCLE:-5 MTS ON/5 MTS OFF IF A/C IS STATIONARY.
STEADY:-28VDC LIGHTS [POSITION]
OFF:- ALL LTS OFF.
STEADY/STROBE:- 115VAC TX BUS 1 FLASHING STROBE LTS & POSITION LTS [28 VDC STATIONARY].
POSITION LTS:-
LEFT:- RED.
RIGHT:- GREEN.
TAIL:- WHITE.
STROBE FLASH RATE:- 60+/-3 per min.
ANTICOLLISION LTS:-115VAC 1 FLASH/SECOND.
WING ILLUMINATION LTS:- 49ø FROM A/C CENTER LINE BEAM WIDTH 13ø [28VAC].
EMERGENCY LTS:-EXIT LTS, AISLE LTS, ESCAPE SLIDE LTS, OVERWING EXIT LIGHTS.
ESCAPE SLIDES FWD BATTERY PACK:- FWD LH FWD CARGO.
ESCAPE SLIDES AFT BATTERY PACK:- AFT RH AFT CARGO.
OVERWING LTS LH & RH AFT CARGO [2 PLACES].
ATA CHAPTER 35 [OXYGEN SYSTEM]
OXYGEN CYLINDERS:-37-1/2,76,114 cu ft
CYLINDERS ARE COMPRESSED TO 1850 PSI AT 70 Deg F [21.1øC]
SAFETY RELIEF VALVE [CYLINDER]:-2800+/-150 PSI. NORMALLY 500 PSI IN DISCHARGE LINE.
THERMAL COMPENSATORS[HEAT SINKS]:- WHITE BAND MARK.
CREW O2 SYSTEM:- BOTTLE-->TDCR-->REGULATOR-->SOV-->DILUTER DEMAND REGS-->MASKS.
RELIEF VALVE ON REGULATOR RELIEVES AT 100 TO 110 PSI TO DISCHARGE IN CYLINDER SHROUD.
CABIN ALTITUDE > 14000 FT OXYGEN AUTOMATICALLY SUPPLIED TO EACH PSU.
ELECTROPNEUMATIC FCU:- CAN BE OPERATED BY
1.CABIN ALT > 14000 FT
2.SW IN ON
PNEUMATIC FCU CAN BE OPERATED BY
1.MANUAL HANDLE
20 PSI CAUSES PSU MASKS TO DROP.
ENGINE BLEED RELIEF VALVE:- 106 PSI.
APU BLEED RELIEF VALVE:- 80 PSI
APU BLEED TEMP 450øF [MAX],PRESSURE 38 PSI[MIN],APU-->90 lbs per pack/min
AIR VOLUME OUTPUT:-AIR CONDITIONING -->160 lbs/min 2 PACKS.
ENGINE START:- 110 lbs/min [BOTH SIDES].
WING ANTI ICE:-120 lbs/min [BOTH SIDES]
GRD CART:- TEMP 450øF [MAX], PRESSURE 60 PSI [MAX].
450øF THERMOSTAT:- BLEEDS OFF, CONTROL PRESSURE TO CLOSE 13TH STAGE MOD VALVE.
490øF OVERHEAT:-CLOSES BLEED VALVE,OPEN < 20 TO 30øF,HAS TO BE RESET [SWITCH].
HEAT EXCHANGER AND PRECOOLER VALVE MANTAINS 365øF.>365øF VALVE OPENS.
ENGINE BLEED VALVES 115VAC,FIRE HANDLES CLOSES BLEED VALVE.
BEFORE JET START:- ENSURE BATTERY SWITCH ON,PACKS OFF.
FOR PACK USE [NO ENGINES] AC PWR REQUIRED.
AIR CLEANER PURGE VALVE:- OPEN ON GRD, IN FLT [FLAPS DOWN].
TURBOFAN VALVE OPENS:-PURGE VALVE OPENS, APU BLEED SW OFF.
ISOLATION VALVE:-AUTO-->2 BLEED SWITCHES,2 PACK SWITCHES ON, VALVE CLOSED.
APU BLEED VALVE ON:- SW ON, APU >95% RPM.
DUAL BLEED LT ON:- #1ENG BLEED, APU BLEED ON. OR #2ENG BLEED, ISOLATION VALVE, APU BLEED ON.
TANK PRESSURE REG:- 25 PSIG
PRESSURE RELIEF VALVE:- 50 PSIG.
HEATER :- 1«qt CAPACITY.
WATER TANK VOLUME :- 34 US GALLONS
CAPACITY:- 30 US GALLONS.
HEATER :- 420 WATTS,3 PROBES,115VAC.
THERMAL SWITCH:-UPTO 125øF.
OVERHEAT SWITCH:-190øF,STOPS PWR TO HEATER ,TURNS ONOVHT LT,HAS TO BE RESET.
ATA CHAPTER 49 [AUXILIARY POWER UNIT]
AIRESEARCH GTCP 85-129,45 KVA,115V 3 PHASE 400 HZ AC.
WEIGHT 313 lbs, FUEL FLOW MAX LOAD STD DAY:-250 PPH.
RATED SPEED:-6000 RPM AT GENERATOR DRIVE.
EGT:-MAX 649øC.
START 760øC.
OFF LOADED 360øC.
OIL:-MAX 124øC.
TEMPERATURE RISES, AIRFLOW DROPS, BLEED PRESSURE DROPS.
APU LOADED PRESSURE RISES, AIRFLOW DROPS.
SEA LEVEL TO 10,000 FT:- BOTH ELECTRICAL AND PNEUMATIC POWER CAN BE USED.
10,000 TO 17,000 FT:- EITHER ELECTRICAL POWER OR PNEUMATIC POWER CAN BE USED.
17,000 FT TO 35,000 FT:-ONLY ELECTRICAL POWER CAN BE USED.
APU SHROUD HAS 10 LATCHES.
APU FUEL HEATER CONTROL VALVE 42øF TO 56øF.
LOW OIL QTY LT:-1« qt.
LOW OIL PRESSURE LT:-OFF AT 55 PSIG, ON AT 45 PSIG, APU SHUTS DOWN.
HIGH OIL TEMPERATURE:-255øF [124øC],APU SHUTS DOWN.
OVERSPEED:-110% RPM,APU SHUTS DOWN.
APU GEN OFF BUS LT:-95% rpm.
SURGE BLEED VALVE OPENS IN FLIGHT WITH APU BLEED VALVE CLOSED.
APU START, BATT SW ON, MASTER SW TO START AND ON, APU FUEL SOV AND AIR INLET DOOR OPENS, STARTER MOTOR ENERGIZES
AT 10% RPM LOP1 CLOSES AT 4 PSIG, IGNITION SYSTEM ENERGIZES, FUEL SOLENOID OPENS
37% LOP2 OPENS AT 55 PSIG LOP LT OFF
50%:- 50% SW CLOSES, STARTER MOTOR DE-ENERGIZES OR WITHIN 90 SECONDS [OLD SW 35%].
95%:- 95% SW ENERGIZED, APU GEN OFF BUS LT ON, HOUR METER STARTS, APU BLEED SW ARMED, IGNITION OFF,3 WAY SOLENOID VALVE ENERGIZED, LOP AUTOSHUTDOWN
SYSTEM ARMED, PNEUMATIC SOLENOID VALVE ARMING RELAY ENERGIZED.
APU SHUTDOWN:-
1.MASTER SW TO OFF, CLOSES #1 TANK APU SOV, AIR INLET DOOR AND DE-ENERGIZES FUEL SOLENOID VALVE.
2.PULLING FIRE HANDLE, CLOSES #1 TANK APU SOV, FUEL SOLENOID VALVE AND AIR INLET DOOR.
APU AUTO SHUTDOWN:-
1.OVERSPEED:- 110% RPM [45,000 RPM].
2.LOP:- 45 PSIG.
3.HOT:- 255øF [124øC].
4.APU FIRE DETECTION:- ALSO CLOSES FUEL SOV.
5.TURNING BATTERY SWITCH OFF ON GROUND.
APU OIL TANK 1« US GALLONS CAPACITY.
CENTRIFUGAL SWITCH:-
35%:- STARTER CUT OUT [OLD].
50%:- STARTER CUT OUT [NEW].
95%:- READY TO LOAD.
110%:- OVERSPEED.
THERMOSTAT [650øF] MODULATES BLEED VALVE
IMMERSION THERMOCOUPLE [695øF,NOT USED] CLOSES APU BLEED VALVE.
S1:- RESET SWITCH.
K1:- START-STOP RELAY.
K2:- OVERSPEED SHUTDOWN RELAY.
K3:- OVERSPEED ANTICYCLE RELAY.
K4:- FIRE SHUTDOWN RELAY.
K5:- LOW OIL PRESSURE SHUTDOWN RELAY
K6:- STARTER LOCKOUT RELAY.
K7:- START STOP AUXILIARY RELAY.
M280:- APU CONTROL MODULE.
OVERSPEED LT ON AFTER SHUTDOWN -->K1 DOES NOT ENERGIZE.
6 STAGE LPC DRIVEN BY 3 STAGE LPT.
7 STAGE HPC DRIVEN BY 1 STAGE HPT.
SURGE BLEED VALVE LOCATED ON DIFFUSER FAN DUCT AT :-
8TH STAGE BLEED VALVE AT 6 O'CLOCK POSITION.
13TH STAGE AT 4 O'CLOCK AND 8 O'CLOCK POSITIONS
CAN ANNULAR COMBUSTION CHAMBER.
ENGINE DRY WEIGHT:- 3155 TO 3330 lbs.
LENGTH:- 120".
WEIGHT:- 42.5".
PARAMETER -9 -15
TAKE OFF EPR [5mts] 2.03 2.13
N1 94.4 97.4
N2 93.1 94.6
MAX CONTINOUS EPR 1.88 1.96
N1 89.2 91.7
N2 90.7 91.9
PP TRIM STOP EPR 1.84 1.97
N1 88.0 92.0
N2 90.2 92.1
MAX CRUISE EPR 1.75 1.83
N1 85.1 87.6
N2 88.8 90.0
DATA PLATE EPR 1.65 1.65
N1 81.9 81.9
N2 87.3 87.3
IDLE EPR [B.O] 1.03 1.04
[N.B] 1.03 1.04
N2 [B.O] 55.2 56.2
[N.B] 57.2 58.7
EGT T/O LIMIT [øC] 580 620
NORMAL 511 543
MAX CONT LIMIT 540 580
NORMAL 474 508
PP TRIM STOP LIMIT - -
NORMAL 466 510
MAX CRUISE EGT LIMIT 510 550
NORMAL 448 483
DATA PLATE EGT NORMAL 426 446
EGT IDLE LIMIT B/O 480 480
LIMIT N/B 420 420
NORMAL B/O 340 360
EPR:- 115VAC TX BUS
TACOMETER:- SELF POWERED
EGT [OLD]:- SELF POWERED [LINEAR SCALE]
EGT [NEW]:- 115VAC STBY BUS [EXPANDED SCALE]
CONTROL VBI:-28VDC BUS 1
AMPLIFIER:- 115VAC BUS 2
FUEL QTY:- 115VAC STBY BUS
OIL QTY:-115VAC TX BUS
OIL TEMP:- 28VAC TX BUS
OIL PRESSURE:-28VAC TX BUS
INSTRUMENT LIGHTING:-28VDC BUS
FUELFLOW MOTOR:- 28VDC BUS
F/F INDICATOR:- 115VAC TX BUS
LINEAR SCALE EGT USES CHROMEL/ALUMEL AND AFTER FIREWALL USES COPPER/CONSTANTAN.
EXPANDED SCALE ONLY USES CHROMEL/ALUMEL.
SCALE 0 TO 850 DEGC,500 TO 700 DEGC EXPANDED.
VIBRATION PICKUPS FRONT 2 O'CLOCK, REAR 6 O'CLOCK.
VIBRATION MONITORING UNIT:- M420 E3-2.
GAGE IN MILS, WHEN TESTED INDICATOR READS 2.3 TO 4.1 MILS.
PRE P&W SB 5425 :- ONE 8TH STAGE, TWO 13 STAGES SURGE BLEED VALVES.
POST P&W SB 5425:- THREE 8TH STAGES, ONE 13TH STAGE SURGE BLEED VALVE, ONE START BLEED CONTROL VALVE.
DURING ACCELERATION, SURGE BLEED VALVES CLOSES,N1 RISES BY 8%,EPR RISES BY 0.06.
DURING DECELERATION, SURGE BLEED VALVES OPENES,N1 DROPS BY 8%,EPR DROPS BY 0.07.
BEARINGS:-
#1 ROLLER LABRYNTH
#2 DUPLEX BALL LABRYNTH
#3 BALL LABRYNTH
#4 DUPLEX BALL LABRYNTH/CARBON AS PER SB
#4« ROLLER LABRYNTH
#5 ROLLER CARBON
#6 ROLLER CARBON
HPC SUPPORTED BY 3,4,5.
LPC SUPPORTED BY 1,2,4-1/2,6.
CHIP DETECTORS ON #4,#4-1/2,#5,#6 SCAVENGE LINES. OIL TANK, GEARBOX, #1 SCAVENGE LINE.
TOTAL 4 SCAVENGE PUMPS,3 NEAR BEARINGS, ONE NEAR GEARBOX
FUEL HEAT DUTY CYCLE :- VALVE [< 0øC] 1 MIN ON/30 MTS OFF.
FUEL HEAT ON, NO RISE IN OIL TEMP:-PUMP PRIMARY STAGE BYPASS VALVE OPEN, FUEL HEATER BLOCKED.
FILTER ICING:-4.4 TO 5.8 DIFF PRESSURE ON,4.0 TO 2.0 DIFF PRESSURE.
HEATER USES 13TH STAGE AIR,28VDC.
FCU SENSES CDP,CIT,N2 RPM, THROTTLE POSITION.
FUEL FLOW METER POWER SUPPLY MODULE M 316 LOCATED ON E3-3 RACK.
P&D VALVE HAS 200 MESH FUEL INLET SCREEN 150 PSI OPEN SECONDARY PORT.
DATA PLATE SPEED COMPARES N2 WITH EPR.
DATA PLATE SPEED TOLERANCE +1.2% AND -0.8% N2,N2 WITHIN TOLERANCE CAN BE TRIMMED,N2 ABOVE TOLERANCE HAS COMPRESSOR DISTRESS,N2 BELOW TOLERANCE HAS TURBINE DISTRESS.
ENGINE TRIMMING DONE AT PART POWER SETTING WITH ENGINE OPERATING UNDER "NO BLEED, NO LOAD" CONDITIONS.
OAT=_____Deg F,BAR PRESS=______inhg,DATA PLATE RPM=_______%N2,DATA PLATE
CORRECTION=_______%N2,ADJUSTED DATA PLATE=______%N2
TOLERANCE +1.2-0.8.
AFTER RUNUP N2 SHOULD READ ADJUSTABLE +/- TOLERANCE IF SO THEN ENGINE CAN BE
TRIMMED,ADJUST AS PER CHART.IDLE RPM=______%N2,P.P.Pt7=_____inHg,PP
EPR=_____,T/O EPR=_____.
POSITION OF SPACER NORMALLY "S".
INSTRUMENTS USED N2 GAGE AND Pt7 GAGE, FINAL ADJUSTMENTS IN DIRECTION, STOW SPACER, CHECK T/O CONDITIONS, IDLE SCREW ADJUSTMENT :- 16 CLICKS=1%N2,1 REV=32 CLICKS, MIL SCREW 10 CLICKS =Pt7 inHg.
CROSS BLEED START REQUIRES :- 80%N2 RPM.
#7 LOW ENERGY IGNITION/HIGH ENERGY IGNITION.
#4 HIGH ENERGY IGNITION.
LOW ENERGY:- 115VAC 1 SPK/2 SECS 4 JOULES.
HIGH ENERGY:- 28VDC 5 SPK/10 SECS 20 JOULES.
16% TO 17% N2 START LEVER ABDVANCED TO IDLE, START VALVE SHOULD CLOSE 35 TO 40% N2.
LOW IGNITION SPARK GAP IS REPLACEABLE ON EXICTER BOX.
ISOLATION VALVE ENERGIZED LT ON:- LOW PRESSURE.
ISOLATION VALVE DEENERGIZED LT ON:- HIGH PRESSURE 28 VDC.
BEFORE MAINTENANCE ON T/R, PULL CBs, DISCONNECT ELECTRICAL PLUG, PLACE T/R GROUND LOCK ASSY.
A/C ISOLATION VALVE PRESSURE ISOLATION VALVE LT
GROUND ENERGIZED HIGH OFF
GROUND ENERGIZED LOW ON
AIR DEENERGIZED LOW OFF
AIR DEENERGIZED HIGH ON
AIR DEENERGIZED HIGH OFF
ANTI ICE VALVES 115VAC.
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