ENGINE

Accessor gear box is connected with shaft 2 and powers:

IDG, OIL PUMPS, FUEL PUMPS, HYD PUMPS.

 

FF/FU switch: after 10’’ go back to used, if is kept for more than 30’’ inhibits the system for the rest of the flight.

 

ENG FAIL displayed when N2 goes below 50% or rapid decrease of N2 and ENG start lever is to idle, indication is removed when N2 stabilize above 50% or start lever is moved to CUT OFF or FIRE Warning is pulled.

 

OIL PRESS amber band is proportional to N2, it increase from 65% of N2 (when there’s no amber band) the maximum certified N2, OIL TEMP in amber band allow 45’ operation while red band require immediate shut down.

 

Auto THR in white is displayed if  FMC thrust calculation become invalid, in this case degraded value are used to prevent excedance.

 

EEC supply N1 and N2 protection but no EGT.

EEC has 2 modes of alternate operation SOFT (ON and ALTN light illuminated togheter) and HARD (only ALTN light ill.), if one EEC is operationg in HARD also other engine must be in HARD.

EEC has flameout protection in flight and on ground:

In flight energize igniters when N2 drop below 57%;

On ground

HOT START	EGT EXCEDANCE	WET START
Quick increase EGT	EGT above start limits	No EGT increase in 15’’
Box flashes, Box normal when: N2 at IDLE or Start lever CUT OFF.	Red indications EEC shut off fuel, Deenergize igniters, White indications when below limits, Box turn red after shutdown.	EEC shut off fuel, Deenergize igniters.

N.B. Inflight start has no EEC protection

 

Five condition to abort engine start:

• no N1 rotation by max motoring;
• no EGT increase within 10’’ of start lever to idle;
• little or no N1 or N2 increase after EGT increase;
• EGT quickly approaching the start limit;
• no OIL PRESS indication.

 

APU

Apu is controlled by the ECU which automatically shut down in event of fault detected.

Battery must be ON to start the Apu and to keep the Apu running.

 

60’’ cool down period is automatically observed by the system when Apu is turned OFF.

To shut down Apu immediately: fire handle on pedestal, Apu fire control in Main wheel well or turn off the battery switch.

 

In flight with Apu as the only electrical source load shedding will occur (see elect.).

 

At shut down allow 20’’ perion after Apu Gen Off Bus light extinguish before switch off the battery in order to let the inlet door to close. (Company procedure 2’).

 

Use required	Altitude
Start and operate	41000ft.
Electrical power	41000ft.
Bleed air	17000ft.
Bleed air + electrical	10000ft.

 

FUEL

Center thank	3915 Kg
Wing main	13066 Kg
Total	20896 Kg

 

Max fuel temp 49°C; min fuel temp -45°C or fuel freeze temp plus 3°C (higher of)

 

Max fuel in center thank with wing main thank not full 453 Kg.

 

Max imbalance 453 Kg, cation on until 91 Kg.

 

Low fuel msg when in main thank <907 kg, caution on until 1134Kg.

 

Confing msg when in center thank >726 Kg and both pump produces or low press and either engine running (caution inhibited if <326Kg).

Note: imbalance is inhibited on ground.

 

Engine shutoff valve are fuel actuated, electrically controlled by solenoid powered by hot battery bus.

 

Remaining fuel in center thank transfer start when main thank n°1 is ½ full at 80kg/hr rate.

AUTOFLIGHT

Autopilot disengage light illuminated RED:

• Flashes and tone when A/P disengaged
• Staeady for: stab trim out of trim below 800ft on dual ch. app., ALT ACQ inhibited during a go around if stabilizer not trimmed for single A/P ops, disengage light test switch held in position 2 and automatic ground system test fail.

Autopilot disengage light illuminated AMBER:

• Steady for disengage test light switch held in position 1.

 

Autothrottle disengage light illuminated RED:

• Flashes when A/T disengaged
• Steady for disengage light test switch hold in position 2

Autothrottle disengage light illuminated AMBER:

• Steady for disengage test light switch held in position 1.

 

A/P will automatically disengage under this condition:

• Pushing either A/P disengage switch;
• Pushing either TO/GA switch with single A/P engaged with alt <2000ft.;
• Pushing either TO/GA switch on ground with dual A/P engaged;
• Pushing an illuminated A/P engage switch;
• Pushing the A/P disengage bar down;
• Activating either pilot’s control wheel trim switch;
• Moving the Stab Trim A/P cutout switches to Cutout;
• Either L or R IRS sys failure or fault light illuminated;
• Loss of elect pwr or a sensor input which prevents proper ops of the eng. A/P;
• Loss of respective Hyd sys pressure.

(Note: during a dual A/P approach if FLARE is not armedby 350/380 ft. RA A/P will disengage).

 

F/D operate in the same mode of A/P except:

• T/O mode is FD only;
• Dual F/D ops is available during single eng. Operation;
• F/D hal no landing flare capability, at approx 50ft RA F/D retract from view on ILS approach.

F/D direct control from onside FCC under following condition:

• APP mode engaged with LOC and GS captured;
• GA mode engaged and <400ft. RA;
• TO mode engaged and <400ft. RA;

All other phases the master FCC control both F/D; during direct control both MA lighted.

If a GEN is lost below 800 ft. RA the unaffected FCC will control both F/D.

 

During a automatic G/A single press of TOGA button will causa the A/T to mantain a VSI of 2000/1000ft. per minute climb, a second press will cause to go full GA thrust.

 

CWS return to wing level with less than 6° of bank is inhibited under this condition:

• Alt <1500ft. RA with L/G down;
• F/D VOR capture with TAS <250 kts;
• F/D LOC capture in APP mode.

 

To exit APP mode one of following action must be done:

• Push TOGA button;
• Disengage A/P and turn F/D off;
• Retune VHF Nav receiver.

 

COMMUNICATIONS

Degraded mode (ALT selected) allow to transmit and receive at a preselected volume on following basis:

POSITION	OPERABLE RADIO
Capt.	VHF 1
Cop.	VHF 2
Obs.	VHF 1

 

To erase Cockpit Voice Recorder following conditions must be met: A/C on ground, P/B set, AC power available and hold the switch for 9’’.

 

ELECTRICAL

AC power:            115 +/- 5 Volts, freq. 400 +/- 10 Cps, each GEN 90Kv/A

DC power:             26+/- 4 Volts

Battery:                 24 Volts

TRU:                      28 Volts

 

There’s no paralleling of the AC sources of power and a new source being connected to a Transfer bus will automatically disconnect an existing source.

 

The Main battery energize the HOT BATTERY BUS and the SWITCHED BATTERY BUS when AC POWER is not available, it can also supply emergency power for the BATTERY BUS and the AC & DC STBY BUSSES.

 

The Aux battery is used only for the stand-by sys.

 

The Main Batt Chgr mantain the battery charged and, in normal condition, is the power source for the HOT BATTERY and the SWITCHED BATTREY BUS.

 

The AUTOMATIC GENERATOR ON LINE feature is available:

• Only in flight;
• Only 1 time per flight;
• If IDG’s are not connected to AC Transf. Busses; and
• If APU fails or has been shutdown after T/O.

 

Load Shedding sequence:

• Galley busses
• Main AC busses, one at the time.

 

The DRIVE amber light is illuminated when:

• Low oil pressure is sensed in the IDG,
• The IDG is disconnected automatically due to high oil temp;
• The IDG is disconnected manually with the drive disconnet switch;
• The engine is not running.

 

On ground the amber ELECT light comes on to indicate that DC system or standby system has failed. The light is inhibited in flight.

 

In flight amber TR UNIT light illuminate if TR1 or TR2 and TR3 has failed, on ground any TR failure causes the light to illuminate.

 

In case of ALL generators inoperative following items will be powered by the main and aux battery through the stanby system:

A/C GENERAL	AIR SYSTEM	ENGINE, APU	FIRE PRO
·    Stby compass light ·    White dome light ·    Emer instr flood light ·    Flight crew oxy ·    Pax oxy	·   A/C pack valves ·   BLEED Trip Off lights ·   Manual press cntrl ·   Altitude warning horn ·  PACK lights	·    Upper DU ·    Thr reverser ·    Starter valves ·    Right igniters ·    Apu ops (racc<250FL)	·   Apu fire detection sys ·   Apu fire exting bottle ·   Eng fire detection sys ·   Eng fire exting bottles ·  Cargo fire exting bottle
FLIGHT INSTRUM	NAV, FLT MNGMT	FUEL	LANDING GEAR
·    Capt. Oubd DU ·    Clocks ·    Left EFIS cntrl panel ·    Standby instrument ·    FPV available	·   FMC, left CDU ·   HDG, TRK indications ·   VHF NAV, ILS n°1 ·   Left IRS, GPS ·  ADF n°1, MKR BCN	·    Xfeed valve ·    Eng fuel shutoff valves ·    Spar fuel shutoff valve ·    Fuel Valve Clsd light ·    Fuel quantity indic	·   Inbd antiskid sys ·   ANTISKID INOP light ·   Parking brake ·  Air/ground sys
COMM	A/I, ELECT	HYD	WARNINGS
·    Flt interphone sys ·    P / A ·    VHF n°1	·      Capt. Pitot probe heat ·      STBY PWR OFF light	·    Eng hyd shutoff valves ·    Stby rudder shutoff valve	·    Stall warnings sys ·    Aural waring ·    Master Caution light

 

Note: during dual gen failure manualentry of Ref , Wt and N1

HYDRAULIC

The engine-driven pump supplies approximately 4 times the fluid volume of  the related electric motor-driven pump.

Loss of the sys A engine-driven pump in cobination with high demand on that sys, may result in intermittent LOW PRESS light on the remaining electric pump.

 

Minimum fuel for ground ops of electric pump is 760 Kg in the related main thank.

 

Sys A standpipe trap approximately 20% of  fluid for the electric motor driven pump.

Sys B standpipe is for PTU ops only.

 

PTU operate automatically when following condition exist:

• Sys B eng-driven pump press drop below limits.
• Airborne.
• Flaps are less than 15° but not up.

 

LGTU operate automatically when following condition exist:

• Airborne.
• No. 1 engine RPM drops below a limit value (eng fails).
• Landing gear is positioned UP.
• Either main landing gear is not up and locked.

 

Automatic operation of stby electric motor-driven pump and shut off valve occur when:

• Loss of sys A or B.
• Airborne or wheel speed greater than 60 Kts.
• Flaps extended.

 

Stby LOW QUANTITY light illuminates when the stby reservoir is approx. half empty, and sys B reservoir stabilize approx 72% full.

 

Air system / pressurization

Engine bleed valve are DC activated and pressure operated, the isolation valve is AC operated.

Automatic switching to high bleed with pack in auto is inhibited on ground or inflight with flaps exended.

 

Temperature selector range is approx. 18°C to 30°C, if all temp selector are positioned OFF the left pack will mantain approx. 24°C the right 18°C.

 

If the trim air fails or is switched OFF the left pack temp output is regolated by the flight deck while the right pack is regolated by the average of the 2 cabin zone.

 

Flight >30’ with SUPPLY OFF (capt. & upper DU) or EXHAUST OFF (F/O & lower DU) may result in display failure.

 

Outflow valve are DC operated.

Max diff press is 8.65 psi (9.1 psi activate press relief).

In manual mode full range valve movement will take up to 20’’.

 

DUAL BLEED light illuminated: close the Apu bleed or limit thrust at idle.

 

Flight controls

Mach trim operateat airspeed above M 0.615.

Trim authority (electric trim) is limited to 3.95 to 14.5 units with flaps retracted.

 

Speed Trim System (STS) operate under this condition:

·    IAS between 100 Kts and M.0.68.

·    10’’ after takeoff.

·    5’’ after releasing trim switches.

·     N1 >60%

·     A/P not engaged.

·     Sensing of trim requirement.

 

Automatic speed brake operate when this condition occur:

·    Speed brake in the armed position.

·    Speed brake ARMED light illuminted.

·    RA <10ft.

·     Both thrust lever in idle.

·     Main gear spin up (>60 Kts).

·     Landing gear strut compressed.*

*Compression of any landing gear strut enable the flight spoilers to deploy, while the right main gear strut enable the ground spoilers to deploy.

Automatic speed brake operation occur also with the speed brake lever in the down detent under these condition:

• Main gear spin up (>60 Kts).
• Both thrust lever in idle.
• Reverse thrust lever are positioned for reverse thrust.

Speed brake are automatically retracted if either thrust lever is advanced.

 

Flaps maximum altitude for operation: 20000ft.

Autoslats operate with flaps selected 1 through 5 and high angle of attack.

Altenate flap extension use stdby hyd sys for th LE (may not be retracted) and electric motor for the TE. (approx. time 2’ 1°ð15°) .

Alternate flaps extension max airspeed: 230 Kt.

 

Flap load relief valve operation criteria:

FLAPS SETTING8	40°	30°
Spd excedance cause retraction to lower setting	163	176
Spd at or below allow to extend again to sel position	158	171

 

Anti ice and rain

Window heat inop or OFF max speed <10000ft. 250Kts.

If an engine A/I valve fail open limit as praticable onside engine thrust when TAT >10°C.

 

Landing gear

Speed limitation: Extend        .82/270

                               Extended  .82/320

                               Retract 235

 

Rudder pedal authority +/- 7°

Control wheel steering authority +/- 78°

Landing gear horn operation with all gear not down:

Flap	THR lever 2 eng	THR lever 1 eng	Silence	Altitude
1°-10°	idle < thr <20°	thr < 34°	X*	<800ft.
15°-25°	idle < thr <20°	thr < 34°	No	Any
> 25°	Any	Any	No	Any

*cannot be silenced below 200ft.

 

To arm the RTO mode prior to takeoff following consitions must exist:

• A/C on the ground.
• Antiskid & autobtake sys operational.
• Selector on RTO.
• Wheel speed <60 Kts.
• Thrust lever at idle.

Activation during takeoff occur whit thrust lever at idle and speed >90Kts.

After landing the selected autobraking level will activate when:

• Both thrust lever at idle.
• Main wheel spin-up.

The system will disarm under one of these condition:

• Speed brake lever moved to down detent
• Advancing either thrust lever (except 3’’ after touchdown on landing).
• Applying manual brakes.

 

PSEU light is inhibited:

• In flight
• Thrust levers advanced toward take off power
• 30’’ after landing

 

Airplane general

WEIGHTS	KILOGRAMS
Max taxi weight	78900 Kg.
Max take off weight	78900 Kg.
Max landing weight	65300 Kg.
Max zero fuel weight	61600 Kg.