FLIGHT DIRECTOR SYSTEM
AUTOMATIC FLIGHT CONTROL SYSTEM
AUTOPILOT
YAW DAMPER SYSTEM
MACH TRIM SYSTEM
CSD
FIRE DETECTION SYSTEM
ELECTRICAL
LANDING GEAR
COMPASS SYSTEM
ATTITUDE REFERENCE SYSTEM
GROUND PROXIMITY WARNING SYSTEM
AIR DATA COMPUTER
FLIGHT RECORDER SYSTEM
AIRFRAME VIBRATION CONDITION
DOORS
HYDRAULIC SYSTEM
FUEL SYSTEM TROUBLESHOOTING
AIRSTAIR SYSTEM
AURAL WARNING SYSTEMS
OXYGEN
HIGH ENERGY STOP INSPECTION
IN-FLIGHT LATERAL TRIM REQUIREMENT
TAKE OFF WARNING SYSTEM
FLIGHT DIRECTOR 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
AUTOPILOT
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.
YAW DAMPER SYSTEM
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.
MACH TRIM SYSTEM
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
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.
FIRE DETECTION SYSTEM
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.
ELECTRICAL
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.
LANDING GEAR
NOTE:- DO NOT IN ANY CASE ATTEMPT TO TOW [TC B-27 OF 1982] THE AIRCRAFT WITH SYSTEM "A" HYDRAULIC PRESSURIZED.
MAIN L/G EXT/RET TROUBLESHOOTING:-
A.ONE MAIN L/G FAILS TO OPERATE:-
1.CHK ISOLATION VALVE LOCKED OPEN. CHK FOR GRD LOCKPIN IN THE AFFECTED GEAR.
2.CHK FOR HYD PR REACHING ACTUATOR. IF OK, THEN CHANGE THE ACTUATOR.
3.IF NOT OK, CHK FOR OBSTRUCTION IN HYDRAULIC LINES TO ACTUATOR.
4.IF NO OBSTRUCTION IN HYDRAULIC LINE, CHK FOR HYD PR AT MODULAR PACKAGE. IF OK, CHANGE THE MODULAR PACKAGE.
5.IF OK, FLUSH OR REPLACE HYD LINES.
B.ONE MLG RETRACTS BUT DOES NOT EXTEND:-
1.CHK UP-LOCK MECHANISM IS UNLOCKED. IF NOT OK, REPLACE CHECK VALVE IN LINE TO MODULAR PACKAGE DAMPER ASSESMENT.
C.ONE MLG GOES TO LOCKED POSITION WITH EXCESSIVE FORCE:-
1.CHK FOR REDUCTION IN OPTG SPEED NEAR END OF ACTUATOR TRAVEL, IF OPTG SPEED RISES NEAR END OF THE TRAVEL BLEED AIR FROM ACTUATOR [BY EXERCISING 5-6 TIMES].
NOTE:- DURING FERRY FLT, WITH L/G DOWN, PINS SHOULD NOT BE INSTALLED [TC B-311983].
2.IF SPEED REMAINS UNCHANGED CHANGE ACTUATOR.
D.BOTH MLG EXTENDS/RETRACTS VERY SLOWLY:-
1.CHK RIGGING OF SELECTOR VALVE CONTROL LINKAGE.
2.CHK FOR RESTRICTION IN HYD LINE FROM SELECTOR VALVE. IF OK, CHANGE SELECTOR VALVE.
3.IF NOT OK, FLUSH OR CHANGE HYDRAULIC LINES.
E.ONE MLG EXTENDS/RETRACTS SLOWLY:-
1.CHK TRUNNION BRG AND SIDE STRUT HINGES FOR DAMAGE.
2.CHANGE MAIN GEAR ACTUATOR ON AFFECTED GEAR.
3.CHK HYD LINES TO MLG ACTUATOR FOR OBSTRUCTION OR KINKS, REPLACE OR FLUSH LINES.
F.ONE MLG FAILS TO LOCK IN THE UP POSITION:-
1.CHK FOR HYD PR AT UPLOCK ACTUATOR.IF OK, CHANGE UPLOCK ACTUATORS.
2.IF NOT OK, CHK HYD PR AT MODULAR PACKAGE.IF OK, CHK HYD LINE FOR OBSTRUCTION [TO UPLOCK ACTUATOR].
3.IF NO HYD PR AT MODULAR PACKAGE CHANGE UPLOCK ACTUATOR RESTRICTOR CHK VALVE ON MODULAR PACKAGE.
NOTE:- DURING EXTENSION/RETRACTION CHK, CLOSE BOTH FLT CONTROL AND SPOILER SOV. ADVANCE BOTH THROTTLE MORE THAN 17"
RETRACTION TIME 8.5 SECS.
EXTENSION TIME 7.5 SECS.
NOSE L/G EXT/RET TROUBLESHOOTING
G.NLG FAILS TO OPERATE:-
1.CHK FOR GROUND LOCK.
2.CHK HYD PR AT NOSE GEAR LOCK ACTUATOR. [CLOSE MLG ISOLATION VALVES, DISCONNECT HYD LINE FROM LOCK ACTUATOR ROD END. MOVE L/G LEVER UP AND NOTE FLOW. SIMILIARLY CHK FLOW AT HEAD END OF LOCK ACTUATOR WITH L/G IN DOWN POSITION]. NOT OK, CHK FOR RESTRICTION.
3.IF OK, CHK FOR HYD PR REACHING NLG ACTUATOR, IF OK, REPLACE NLG ACTUATOR.
4.IF NOT OK, CHK FOR PR AT MODULAR PACAKAGE, IF OK, REPLACE MODULAR PACKAGE.
5.IF NOT OK, CHK FOR OBSTRUCTION IN HYD LINES, FLUSH THE SYSTEM.
H.NLG GOES TO LOCK POSITION WITH EXCESSIVE FORCE.
1.CHK FOR REDUCTION IN OPTG SPEED NEAR END OF ACTUATOR TRAVEL.IF SPEED INCREASES, BLEED AIR FROM THE SYSTEM.
2.IF NO CHANGE IN SPEED OPERATION CHANGE NLG ACTUATOR.
NOTE:- NLG EXT TIME 6 SECS.
NLG RETRACTION TIME 6 SECS.
ANTISKID SYSTEM TROUBLESHOOTING:-
A MALFUNCTION OF A/S SYSTEM IS INDICATED BY A/S INOP LT ON P2.ISOLATION OF MALFUNCTION CAN BE DONE BY USING FAILURE ISOLATION CKT ON A/S MODULE [E3 RACK].
COMPONENTS:-
1.A/S MODULE [E3 RACK].
2.A/S CONTROL VALVE [MWW].
3.TRANSDUCER [IN AXLE].
4.PARKING BRAKE SOV.
IF BOTH A/S INOP LTS ARE ON AND FAILURE CANNOT BE ISOLATED TO A SPECIFIC COMPONENT CHK PARKING BRAKE CKT. 0I.ONE OR BOTH A/S INOP LT "ON" WITH A/S S/W ON AND PARKING BRAKES RELEASED [FOR BASIC SERIES].
1.CHK RO, RI, LO, LI LT ON A/S MODULE.
2.IF ONE OR MORE LT "ON", PLACE COMPONENT TEST S/W TO VALVE POSITION. IF LIGHT REMAINS ON, A/S MODULE IS DEFECTIVE, REPLACE IT. IF LT GOES OFF, PLACE COMPONENT TEST S/W TO XDCR POSITION. IF LT COMES ON, REPLACE A/S CONTROL VALVE. BUT IF LT REMAINS OFF, ON COMPONENT TEST SWITCH IN XDCR POSITION. FIRST REPLACE TRANSDUCER AND CHK AGAIN.
3.IF ALL RO, RI, LO, LI LT OFF, PLACE COMPONENT TEST S/W IN XDCR POSITION. IF CORRESPONDING TRANSDUCER DEFECTIVE, LT WILL COME ON.IF LT STILL REMAINS OFF, A/S MODULE DEFECTIVE, REPLACE IT.
J.A/S INOP LT ON WITH A/S S/W ON AND PARKING BRAKE RELEASED:-
1.CHK RO, RI, LO, LI LTS ON A/S MODULE ILLUMINATED.
2.PLACE COMPONENT TEST S/W IN VALVE POSITION.IF LIGHT GOES OFF.A/S CONTROL VALVE IS DEFECTIVE. REPLACE VALVE.
3.IF LT REMAINS ON, PLACE COMPONENT TEST S/W TO XDCR POSITION, IF LT GOES OFF, TRANSDUCER IS DEFECTIVE. BUT IF LT REMAINS ON, A/S CONTROL MODULE IS DEFECTIVE.
ANTISKID MODULE FOR AIRCRAFT WITH AUTOBRAKE SYSTEM:-
PARKING BRAKE ON.
2.PLACE SYSTEM TEST LT POSITION, RO, RI LTS ON AND LO, LI LTS OFF.
RELEASE S/W, FOR AIRCRAFTS WITH AUTOBRAKES, ALL LTS WILL GO OFF.
AUTOBRAKE SYSTEM:-
CONDITIONS REQUIRED FOR SYSTEM OPERATION ARE:-
1.A/B ELECT PWR AVAILABLE.
2.A/S SYSTEM OPERATIONAL.
3.HYDRAULIC SYSTEM A AND B PRESSURIZED.
4.BOTH ENG THROTTLES IN IDLE RANGE.
5.LEFT AND RIGHT BRAKE PEDAL PRESSURE LESS THAN 200 PSI.
6.AIRCRAFT IN AIR MODE WHEN DECELLERATION RATE IS SELECTED.
NOSE WHEEL STEERING SYSTEM TROUBLESHOOTING:-
K.NO STEERING RESPONSE:-
1.VISUALLY CHECK NOSE GEAR SHOCK STRUT MUST BE COMPRESSED 2.10" TO CLEAR CENTERING CAMS.DISTANCE BETWEEN BOTTOM SURFACE OF LOWER STEERING PLATE AND TOP SURFACE MUST BE LESS THAN 21.90".IF MORE, DEFLATE SHOCK STRUT AND CHK FOR COMPRESSION.REINFLATE AND CHK STEERING OPERATION.
2.VISUALLY CHK RIGGING AND LINKAGES.
3.CHK FOR HYD PR AT STEERING METERING VALVE.IF NOT OK, CHK FOR OBSTRUCTION OR LEAK FROM HYD LINES.
4.VISUALLY CHK STEERING CYLINDER FOR LEAKS AND POSSIBLE STICKNESS OF STEERING COLLAR.IF NO LEAKS OBSERVED, CHANGE STEERING METERING VALVE.
L.NOSE STEERING VERY HARD:-
1.CHK TYRE PR LOW PRESSURE WILL CAUSE STEERING TO BE HARD.
2.CHK CABLES FOR BINDINGS.
3.CHK INTERLINKAGE OF RUDDER AND STEERING FOR BINDINGS/MALFUNCTION.THIS MAY CAUSE STIFF RUDDER PEDAL MOVEMENT ALSO.
M.NOSE GEAR VIBRATES [SHUDDERING]:-
1.CHK FOR PROPER TYRE INFLATION, FLAT SPOTS, UNEVEN TYRE WEAR.
2.CHK STEERING HYD SYS FOR PROPER BLEEDING.
3.CHK TORSION LINKS FOR PLAY.
4.CHK STEERING COLLAR AND STEERING CYLINDER ROD END ATTACHMENT.
5.CHK NOSE GEAR SHOCK STRUT FOR PROPER SERVICING.
N.LANDING GEAR POSITION INDICATION SYSTEM:-
AIRCRAFT ON GRD, GEAR DOWN AND LOCKED.HYD SYSTEM DEPRESSURISED, THROTTLE ADVANCED, L/G LEVER OFF POSITION.
ONE L/G GREEN IND LT NOT ON:-
1.PLACE L/G LEVER IN UP POSITION.CHK ASSOCIATED L/G WX RED LT.IF RED LT IS ON, CHANGE L/G MODULE.
2.IF RED LT IS OFF, PLACE STRIP OF STEEL ACCROSS THE FACE OF SENSOR.IF BOTH RED AND GREEN LT COMES ON, ADJUST SENSOR ACTUATOR SPACING.IF RED OR GREEN LTS DO NOT COME ON, THEN REPLACE SENSOR.
O.AIRCRAFT ON GRD, GEAR DOWN AND LOCKED, THROTTLE ADVANCED, LOCKPIN INSTALLED
L/G LEVER IN UP POSITION. ONE L/G WX RED LT DOES NOT COME ON:-
1.JUMPER OR DISCONNECT UPLOCK SENSOR IF LT COMES ON, REPLACE SENSOR. IF LT REMAINS OFF, REPLACE L/G MODULE.
P.A/C ON JACKS, GEAR UP AND LOCKED, HYD DEPRESSURISED, THROTTLE ADVANCED L/G
LEVER IN DOWN POSITION.
ONE L/G WX RED LT DOES NOT COME ON:-
1.JUMPER ON DISCONNECT DOWNLOCK SENSOR.IF LT COMES ON, REPLACE SENSOR, IF LT STILL REMAINS OFF, REPLACE L/G MODULE.
MW ASSY TORQUE 300-0-150 Ft-lbs
NW ASSY TORQUE 90-0-[20-40] Ft-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.
COMPASS SYSTEM
SYSTEM TEST:-
CONNECT ELECT POWER, CHK COMPASS NO1 AND NO2, INST XDFMR NO1 AND 2, CAPT RMI, F/O RMI [ALT], INST TRANS CIRCUIT BREAKERS CLOSED, TX S/W ON P5 IN NORMAL POSITION. ALLOW 10 MINUTES FOR SYSTEM TO STABLIZE SYNCHRONIZE SYS NO1 BY PUSHING IN AND ROTATING CAPTS RMI SYNC KNOB IN DIRECTION INDICATED BY ANNUNCIATOR, SIMILAR SYNCHRONIZE SYS 2.
FAST SYNCHRONIZATION TEST:-
1.ROTATE CAPTS RMI SYNC KNOB AS FAST AS POSSIBLE.WX FLAGS SHOULD APPEAR ON CAPTS RMI AND F/O CDI. SIMILIARLY WITH NO2 SYSTEM.
2.RESYNCHRONIZE BOTH SYSTEM, ROTATE CAPTS RMI SYNC KNOB IN DIRECTION OF DOT, COMPASS CARD SHOULD ROTATE CLOCKWISE AND ANNUNCIATOR SHOULD ROTATE TOWARDS PLUS SIGN. REPEAT WITH F/O SYNC KNOB.
SLAVING TEST:-
1.USE CAPTS RMI SYNC KNOB TO SET HEADING 3-4ø AWAY FROM ITS SYNCHRONIZED READING.CHK READING RETURNS TO SYNCHRONIZED READING IN LESS THAN 5 MTS.
REPEAT OPERATION TEST.
1.USING CAPTS RMI SYNC KNOB ROTATE COMPASS CARD THRU 360ø IN 15ø INCREMENTS, CHK F/O CDI COMPASS AND FOLLOW SMOOTHLY AND REPEATS THE READING
[WITHIN ñ 1ø].
2.PLACE COMPASS TX S/W IN BOTH ON NO 1 POSITION AND REPEAT THE ABOVE CHK.
3.PLACE COMPASS TX S/W IN BOTH ON NO2 POSITION. USING F/O RMI SYNC KNOB ROTATE COMPASS CARD THRU 360ø IN 15ø INCREMENTS, AND CHK CAPTS CDI FOLLOWS SMOOTHLY AND REPEATS THE READING WITH ñ 1ø.
COMPASS SYSTEM COMPONENTS:-
1.RMI-1, RMI-2, CDI-1 AND CDI-2 [P1 AND P3].
2.DG-1 AND DG-2.
3.FLUX VALVE.
4.COMPASS RACK 1 & 2.[E1 RACK].
5.INST AMPLIFIER 1 & 2.[E1 RACK].
6.FLT INST ACC UNIT AND CONTAINS FLAG LOGICS.
COMPASS SYSTEM TROUBLESHOOTING:-
1.CAPTs CDI COMPASS CARD DOES NOT REPEAT F/Os RMI COMPASS CARD. [ROTATE F/Os RMI SYNC KNOB, CAPTs CDI COMPASS CARD DOES NOT RESPOND TO F/Os RMI COMPASS CARD]:-
RERACK/REPLACE INST AMPLIFIER #1.
REPLACE CAPTs CDI.
REPLACE F/Os RMI.
2.F/Os RMI COMPASS CARD WILL NOT DRIVE OR GIVE ERRATIC READINGS. [ROTATE F/Os RMI SYNC KNOB, F/Os RMI COMPASS CARD DOES NOT RESPOND]:-
RERACK/REPLACE SERVO AMPLIFIER #1.
REPLACE F/Os RMI.
3.F/Os RMI WILL NOT SYNCHRONIZE.[ROTATE F/Os RMI SYNC KNOB TOWARDS DOT OR PLUS, F/Os RMI COMPASS CARD DOES NOT RESPOND]:-
RERACK/REPLACE SERVO AMPLIFIER #1.
REPLACE F/Os RMI [CARD ROTATE BUT DOES NOT RETURN TO SYNCHRONIZED POSITION].
4.CAPTs CDI AND F/Os RMI COMPASS CARD DOES NOT INDICATE AIRCRAFT HEADING. [PLACE COMPASS Tx SWITCH ON BOTH ON #2 POSITION IF SNAG STILL PERSISTS THEN SHOULD INDICATE HDG ON CAPT RMI:-
REPLACE SERVO AMPLIFIER #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.
ATTITUDE REFERENCE SYSTEM
OPERATIONAL TEST:-
1.PRESS TEST BUTTON ON CAPTs AND F/Os FDI, CHK SPHERE MOVES 10ñ5ø DOWNWARD [INDICATING CLIMB] AND, 20ñ5ø LEFT [INDICATING RIGHT ROLL].
COMPONENTS:-
1.FDI-1 AND FDI-2.
2.VG-1, VG-2 AND AUX VG.
3.INSTRUMENT AMPLIFIER #1 AND #2.
TROUBLESHOOTING:-
1.ATTITUDE DISPLAY MALFUNCTION AND GYRO FLAG IN VIEW:-
VG INOP [MOVE Tx S/W TO VG ON AUX].
INST AMPLIFIER DEFECTIVE [INTERCHANGE INST AMPLIFIER].
FDI DEFECTIVE.
2.ATTITUDE DISPLAY OUT OF TOLERANCE WITH GYRO FLAG REMOVED FROM VIEW:-
VG NOT ERECTING PROPERLY.
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.
AIR DATA COMPUTER
DADC:- SOLID STATE DEVICES USES PITOT STATIC PRESSURE AND AIR TEMPERATURE INPUTS TO COMPUTE AIR DATA INFORMATION REQUIRED BY AIRCRAFT INSTRUMENT AND SYSTEM, IT HAS TWO SWITCHES FOR SELF TEST, SELF TEST INDICATION LT.PITOT/STATIC INPUT CONNECTION.
TEST SELECT S/W HAS THE FOLLOWING SELECTION:-
FUNCTION
SLEW:- SETS ALT.RATE 600 FPM.
FAIL:- ACTIVATES FAILURE Wx FLAGS.
HOLD:- ACTIVATES HOLD CKT.
PUSH TO TEST S/W INITIATES BUILT IN TEST AND TEST VALID WHEN LT INDICATOR LT COMES ON WITHEN 2 SECONDS AFTER MANUALLY ACTIVATED TEST IS SUCESSFULLY COMPLETED AND REMAINS ON IF THERE IS NO FAILURE.
FLIGHT RECORDER SYSTEM
COMPONENTS:-
1.FDAU E1-2 RACK.
2.DFDR CEILING PANEL NEAR AFT END OFPAX CABIN.
3.FLIGHT DATA ENTRY PANEL.
4.GAR E1-2.
PARAMETERS RECORDED ON DFDR [PDC, PDD]:-
1.COMPUTED AIRSPEED.
2 AXIS ACCELERPMETER.
3.DIRECTIONAL HEADING.
4.ANGLE OF ATTACK.
5.ROLL AND PITCH ATTITUDE.
6.CONTROL COLUMN POSITION - PITCH.
7.STABILIZER POSITION.
8.CONTROL WHEEEL POSITION, ROLL.
9.RUDDER PEDAL POSITION.
10.EPR.
11.T/E FLAP POSITION.
12.L/E DEVICE POSITION.
13.TAT.
14.THRUST REVERSER POSN/OPN.
15.MACH NO.
16.RADIO ALTIMETER.
17.TOTAL FUEL.
18.AIR/GRD INDICATION.
19.THRUST LEVER POSITION.
20.PRESSURE ALTITUDE.
21.LOC/GS DEV.
22.GMT.
AIRFRAME VIBRATION CONDITION
WHENEVER A SNAG OF INFLIGHT AIRFRAME VIBRATION IS REPORTED IS REPORTED, FOLLOWING ITEMS MUST BE INSPECTED TO REDUCED/ELIMINATE VIBRATIONS. [CAPT MUST BE ASKED ABOUT THE CONFIGURATION OF CONTROLS WHEN A/F VIB IS MAXIMUM AS WELL AS PHASE OF FLT ie T/O, CLIMB, CRUISE OR DESCENT AND POSITION OF FLAPS, SPOILERS ETC].
WHEN VIB OCCURS WITH T/E FLAPS UP AND IS MOST NOTICEABLE IN AFT AND FWD FUSELAGE. CHK THE FOLLOWING:-
1.CHK FOR EXCESSIVE PLAY IN THE ELEVATOR TAB PUSHROD, TAB LOCKOUT MECHANISM OR TAB HINGES.
2.CHK FOR LOOSE ELEVATOR HINGE FITTING BOLTS.
3.CHK FOR ELEVATOR BALANCE PANEL HINGE BOLTS.
4.LOOSE/WORN OUT ELEVATOR TORQUE TUBE BOLTS.
5.CHK ALL DOORS, PANELS AND FAIRINGS ARE IN FAIR AND ATTACHED SECURELY.
6.CHK NLG AND MLG DOORS FAIRED AND ALL SEALS INTACT.
7.CHK NLG DOORS FOR PROPER ADJUSTMENT.
8.CHK FOR DAMAGE/LOOSE AFT BODY VORTEX GENERATORS.
9.ABNORMAL VIB IN APU COMPARTMENT LOOSE/WORN OUT APU INLET DOOR. VIBRATION SIMILAR TO MACH BUFFETING FELT IN FWD CAB CAN BE INDUCED BY TRAILING EDGE FLAPS AND USUALLY OCCURS AT HIGH SPEED. SIMILAR TYPE VIBRATION, AT LOWER SPEEDS ON CLIMB AND IN CRUISE MAY BE CREATED BY GROOVED SPOILERS FLOAT, EXCESSIVE SLOP IN OUTBOARD AILERON/TAB OR LOOSE DOORS AND FAIRINGS.
DOORS
FOLLOWING ARE THE SIX ADJUSTMENTS POSSIBLE ON ENTRY AND SERVICE DOORS:-
1.A GUIDE ARM ADJUSTMENT AT UPPER HINGE TO MOVE THE DOOR PARALLEL TO OPENING DURING LAST 1" OF TRAVEL.
2.A HORIZONTAL CONTROL ROD ADJUSTMENT TO MOVE THE DOOR TOWARD THE OPENING SO THAT LATCHES WILL PICK UP EHEN THEY START TO TURN.
3.VERTICAL ADJUSTMENT OF DOOR AT VERTICAL TORQUE TUBE TO FIT THE DOOR TO OPENING FOR CLEARANCE AT THE TOP AND BOTTOM AND CENTER STOPS ON PADS, CENTERING GUIDE MUST BE MOVED TO AGREE.
4.ADJUSTMENT OF LATCH CAMS ON FRAME TO FAIR THE DOOR FOR FLUSHNESS.
5.UPPER AND LOWER GATE ADJUSTMENTS FOR FLUSHNESS.
6.ADJUSTMENT OF STOP PINS FOR CLEARANCE SO THAT DOOR WILL CLOSE, YET CARRY CABIN PRESSURE.
TROUBLESHOOTING:-
1.DOOR ANNUNCIATOR LT COMES ON DURING DESCENT OR REMAINS ON THROUGHOUT THE FLIGHT:-
1.PRESSURIZE AIRCRAFT AND CHK FOR MOVEMENT OF HANDLE IF NOTICED, ADJUST THE STOP PINS. [MOVE OUTWARDS].
2.IF DOOR ANNUNCIATOR LT STILL DOES NOT GO OFF ON CLOSING OF DOOR, ADJUSTMENT SENSOR.
3.PRESSURIZE AIRCRAFT AND CHECK FOR LEAKS WHENEVER DOOR ADJUSTMENT CARRIED OUT.
HYDRAULIC SYSTEM
HYDRAULIC FLUID BMS 3-11, SKYDROL 500B, CHEVRON HYJET IV.
FLUSHING HYDRAULIC SYSTEM A AFTER REPLACEMENT OF FAILED ENGINE DRIVEN PUMP.
1.DEPRESSURIZE HYD SYS A.
2.REPLACE APPLICABLE SYS A PR.FILTER.
3.REPLACE SYS A RETURN FILTER.
4.PRESSURIZE HYD SYS A USING EDP.
5.CYCLE ALL HYD SUBSYS [EXCEPT LANDING GEAR] AT LEAST 6 TIMES AT MAX RATE.
6.REPLACE CASE DRAIN FILTER, SYSTEM A PRESSURE AND RETURN FILTERS.
ALTERNATELY:-
FLUSH HYD LINES FROM EDP TO CSD FILTER AND EDP TO SYS A PR FILTER.
CHK FILTER CONDITION AFTER 50 HRS/100 HRS OF ENGINE OPERATION.
DRY EDP RUNNING
NOTE:- WHEN ENG 1 OR 2 FIRE S/Ws ARE POSITIONED TO FIRE WITH CORRESPONDING ENGINE DRIVEN PUMP OPERATING:-
1.SUPPLY SOV CLOSED FOR < 5 MINUTES, NO MAINTENANCE REQD.
2.SUPPLY SOV CLOSED FOR > 5 MINUTES.
A.CHK CASE DRAIN FILTER FOR METAL.
B.CHK PR.FILTER FOR METAL CONTAMINATION.
C.IF NO METAL PARTICLES FOUND IN EITHER OF THE FILTERS, CHANGE BOTH FILTERS, RECHK FILTER AFTER 200 HRS.
3.IF METAL IN FILTER, FLUSH SYS A HYD.
NOTE:- BEFORE CHK FILTER, RUN EDP FOR AT LEAST I MINUTES [MOTOR ENGINE] SO THAT METAL WITHIN THE LINE REACHES THE FILTER.
TROUBLESHOOTING:-
SYSTEM A HYDRAULIC PRESSURE ABOVE NORMAL [3100 PSI]:-
1.CHK FOR CLOGGED CASE DRAIN FILTER.
2.OPT #1 EDP CHK PR, IF OK THEN #2 EDP IS DEFECTIVE.IF PRESSURE HIGH WITH BOTH
#1 & #2 EDP, THEN BOTH PUMPS MAY BE DEFECTIVE OR IND/Tx PROBLEM.
3.CHK FOR RESTRICTION IN LINE OR BENT LINES.
4.SHUT DOWN ENGINE [OR DEPRESSURIZE PUMP A] AND OPEN GRD INTERCONNECT. COMPARE SYS A & B INDICATION.IF SYS A INDICATION READS HIGHER, THEN SYS A IND/Tx DEFECTIVE.
5.IF SYSTEM A & B INDICATION BOTH READ NORMAL, THE CHANGE BOTH SYSTEM A EDP PUMPS.
SYSTEM A HYDRAULIC PRESSURE BELOW NORMAL[2800PSI]:-
1.CHK A PR Tx/IND BY PRESSURIZE SYS A USING SYS B PUMPS [GRD INTERCONNECT OPEN] AND CHK INDICATION EQUAL.IF NOT, IND/Tx DEFECTIVE.
2.SYS A PR. RELIEF VALVE [PR MODULE] ADJUSTMENT IMPROPER. CHK WITH SYS B PASSED [NORMAL PR], OPEN GRD INTERCONNECT. CHK IF SYS B PR INDICATION COMES DOWN BELOW NORMAL, THEN PR RELIEF VALVE DEFECTIVE.
3.BOTH SYS A EDP DEFECTIVE.
4.HYDRAULIC LEAK [MONITOR HYD FLUID QTY WITH BOTH SYS A & SYS B PRESSURIZED. NOTE:- SYS B PR ABOVE OR BELOW NORMAL TROUBLESHOOTING SIMILAR TO ABOVE
TROUBLESHOOTING.
SYS B PUMP OVHT Wx LT ILLUMINATES [ò220øF]:-
1.CHK APPLICABLE PUMP CASE DRAIN AND PRESSURE FILTER FOR CONTAMINATION.
SYS B LOW HYD QTY Wx LT COMES ON:-
1.CHK SYS A HYD QTY, SERVICE HYD SYS.IF SYS B LOW QTY Wx LT STILL COMES ON WITH SYS A FULL , THEN REPLACE QTY S/W ON SYS B RESERVOIR AS FOR SHORT CIRCUIT.
SYSTEM A USES:-
1.PRIMARY FLIGHT CONTROLS [LID][LEFT, INBOARD, DOWN]
2.T/E FLAPS.
3.L/E FLAPS AND SLATS.
4.INBOARD FLIGHT SPOILERS.
5.GROUND SPOILERS.
6.L/G EXTENSION AND RETRACTION.
7.THRUST REVERSER.
8.NOSE WHEEL STEERING.
9.BRAKES [INBOARD].
SYSTEM B USES:-
1.PRIMARY FLIGHT CONTROLS.
2.OUTBOARD FLT SPOILERS.
3.OUTBOARD BRAKES.
STANDBY SYSTEM USES:-
1.STANDBY RUDDER.
2.L/E DEVICES [FLAP + SLAT] EXTENSION OMLY.
3.THRUST REVERSERS.
STANDBY PUMP CAN BE PUT TO ON BY:-
1.MOVING FLT CONTROL A S/W TO STBY RUDDER.
2.MOVING FLT CONTROL B S/W TO STBY RUDDER.
3.MOVING ALT FLAP S/W TO ARM POSITION.
FUEL SYSTEM TROUBLESHOOTING
ALLOW PRESSURE Wx LT ILLUMINATING WITH BOOST PUMP S/W ON.
1.CHK FUEL QTY IN THE TANK [>350 KGS].
2.REMOVE ELECTRICAL CONNECTION FROM LOW PR S/W AND CHK LP LT EXTINGUISHES. IF LP LT OFF REPLACE LP S/W.IF NOT, REPLACE FUEL MODULE ON P5 PANEL.
3.CHK OPERATION OF BOOSTER PUMP BY MANUALLY FEELING + NOISE OF THE PUMP. IF GENUINE LOW PR, THEN REPLACE BOOST PUMP.
A.IF NO PWR AT BP ELECT CONN, REPLACE BP RELAY ON P6 OR BP CONTROL S/W.
B.IF PWR AVAILABLE, REPLACE BOOST PUMP.
ENGINE FSOV DOES NOT OPERATE:-
[ON PLACING START LEVER FROM CUT OFF TO IDLE].
1.CHK 28VDC PWR AT ELECT CONN.IF PWR AVAIULABLE, REPLACE FSOV.
2.IF NOT, 28VDC AT PIN 23 OF FIRE S/W.PUSH FIRMLY ON FIRE S/W IS IN NORMAL POSITION.
PR FUELLING SYS TROUBLESHOOTING:-
IF ELECTRICAL POWER NOT AVAILABLEAT FUELLING STATION, PUT STBY S/W TO BATT POSITION FOR FUEL QTY GAUGE INDICATOR PWR AND REFUEL WITH MANUAL FUELLING BUTTON [PRESS ONE BUTTON AT A TIME]. CROSSCHECK FUEL INDICATION WITH DRIPSTICKS.
CAUTION:- IN CASE OF GAUGE [FUEL] FAILURE.COMPUTE THE NO OF LTS UPLIFT REQD [CHK THE UPLIFT FROM BOWZER READING], CROSS CHK FUEL QTY WITH DRIPSTICK.FOR UPLIFT OF FUEL IN CENTER TANK WITH QTY GAUGES U/S.FILL LH AND RH TANK. DETERMINE FUEL UPLIFT REQD IN CENTER TANK. DETERMINE FUEL UPLIFT REQD IN CENTER TANK [IN LTS AND ASK REFUELLING PERSONNEL TO UPLIFT REQD FUEL WITH BOWZER GAUGES.
DEFUELLING [FROM #1 TANK]:-
1.#1 TANK BOOSTER PUMPS ON.
2.CROSSFEED VALVE OPEN.
3.ENG #2 FSOV OPEN [START LEVER ENG 2 IDLE].
4.DEFUELLING VALVE OPEN.
FUEL TRANSFER [FROM #1 TO #2 TANK]:-
1.#1 TANK BP ON.
2.CROSSFEED VALVE OPEN.
3.ENG #2 FSOV OPEN [START LEVER IDLE].
4.DEFUELLING VALVE OPEN.
5.#2 TANK FUELLING VALVE OPEN.
AIRSTAIR SYSTEM
MODES OF OPERATION:-
1.NORMAL [115VAC].
2.STANDBY [24VDC].
OPERATION
NORMAL EXTENSION
1.PLACE INTERIOR CONTROL TO EXTEND OR EXTERIOR CONTROL TO NORMAL EXTEND.
2.INITIAL MOVEMENT OF DOOR CLOSE DOOR CLOSE S/W, ILLUMINATING STAIRS OPTG" LT" WHEN DOOR REACHES ITS FULL OPEN POSITION, DOOR OPEN S/W ACTUATES REMAINING POWER FROM THE MOTOR.
3.WHEN EXTEND CYCLE IS COMPLETED, PUT CONTROL TO NEUTRAL POSITION.
4.DISENGAGE HANDRAIL EXTENSION FROM STOWED POSITION BY SLIDING HAND AND LATCH RELEASE, LIFT HANDRAIL EXTENSION.ATTACH TO SUPPORT BRACKETS.
NOTE:- AIRSTAIRS CANNOT BE RETRACTED UNTIL HANDRAIL EXTENSIONS ARE STOWED IN PROPER POSITION.
RETRACTION:-
1.STOW HAND RAIL EXTENSION.
2.POSITION CONTROL TO RETURN AND HOLD.
3.WHEN AIRSTAIR GOES TO FULL RETRACT POSITION POWER WILL CONTINOUSLY BE REMOVED FROM MOTOR UNTIL AIRSTAIRS REACH STOWED POSITION.
AURAL WARNING SYSTEMS
CONTROL CABIN AURAL Wx SYSTEMS PROVIDE CHARACTERISTICS AUDIO SIGNALS TO DETECT THE PILOTS TO:-
ABNORMAL TAKE OFF CONDITIONS,
LANDING CONDITION,
PRESSURIZATION CONDITION,
MACH AIRSPEED CONDITION,
AN ENGINE APU OR WHEEL WELL FIRE,
CREW CALL SYSTEM,
SELCAL SYSTEMS.
PRIORITY SOUND
1 INTERMITTENT HORN
2 STEADY HORN
3 WAILER
4 BUZZER
SOUNDS OF LOWER PRIORITY WILL BE TURNED OFF BY CONTROL CKTS OF SOUNDS IN A HIGHER PRIORITY.
LANDING GEAR WARNING SYSTEM:-
A Wx HORN SOUNDS WHEN L/G POSITION IS INCORRECT FOR CURRENT OPERATING CONDITIONS, SWITCHES, OPERATED BY MOVEMENT OF THE ENGINE THRUST LEVER OR FLAP FOLLOW UP DRUM, CONTROL THE Wx HORN. SECONDARY CONTROL PROVIDED THRU THE L/G MODULE TO ENSURE HORN WILL NOT SOUND WHEN L/G POSITION IS RIGHT FOR CURRENT CONDITION.
ALL L/G MUST BE DOWN AND LOCKED WHEN FLAPS ARE IN LANDING RANGE OR ALL LDG GEAR DOWN AND LOCKED WHEN FLAPS LESS THAN FULL UP.
A STEADY HORN WILL SOUND IF GEARS ARE NOT DOWN AND LOCKED WHEN:-
A.FLAPS ARE DOWN AND EITHER ENGINE IDLE.
B.FLAPS IN LDG RANGE.
SIGNALS:-
1.LANDING GEAR UPLOCK AND DOWNLOCK SENSORS.
2.THRUST LEVER ACTUATED L/G Wx S/Ws.
3.FLAP OPTD L/G S/W.
WARNING HORN RESET:-
HORN CUTOUT S/W ON AISLE STAND OR AUTOMATIC RESET BY ADVANCING THRUST LEVER.
TAKE OFF WARNING SYSTEM:-
IF EITHER THRUST LEVER IS ADVANCED TO T/O PWR, AN INTERMITTENT Wx HORN IN CONTROL CABIN WILL SOUND IF EITHER FLAPS OR STABLIZER ARE NOT IN T;O RANGE OR SPEED BRAKES ARE NOT DOWN.
AIR GRD SENSOR DEACTIVATES T/O Wx SYSTEM WHEN AIRCRAFT IN AIR.
SIGNALS:-
1.THRUST LEVER ACTUATED T/O Wx S/Ws, OR
2.EPR ACTUATED T/O Wx S/Ws.[EPRò1.4].
3.FLAP T/O Wx S/W.[FLAP CONTROL UNIT].
4.#1 & #4 L/E FLAP [FLAP/SLAT IND.MODULE E3-2].
5.STABLIZER T/O S/Ws.
6.SPEED BRAKE T/O Wx S/W. [UPPER FWD PORTION OF CONTROL SHROUD]. INTERMITTENT HORN CAN BE SILENCED ONLY BY CORRECTING THE T/O CONFIGURATION.
CABIN ALTITUDE Wx SYSTEM:-
PROVIDES AUDIBLE SIGNAL WHEN CABIN PR, APPROACHES AN ALTITUDE [10, 000 FT] DETRIMENTAL TO PAX COMFORT. SYSTEM CONSISTS OF PR S/W, A CUTOUT S/W AND A CUTOUT RELAY.
INTERMITTENT HORN WILL SOUND WHEN CABIN ALTITUDE ò 10, 000 FT.
CUTOUT SWITCH AND RELAY:- P5 PRESSURIZATION PANEL.
PRESSURE S/W:-
ANEROID TYPE, UNDERSIDE OF COCKPIT FLOOR AHEAD OF CONTROL STAND.
FIRE DETECTION SYSTEM:-
PROVIDES VISUAL [RED LT] AND AURAL Wx [ALARM BELL] FROM SENSORS IN EACH ENGINE, APU AND WHEEL WELL AREAS.
MACH AIRSPEED Wx SYSTEM:-
PROVIDES A Wx TO CREW WHEN AIRCRAFT APPROACHES A CRITICAL SPEED.
SYSTEM CONSISTS OF MACH AIRSPEED Wx S/W IN E & E COMPT ADJACENT TO VG SHELF, MACH AIRSPEED Wx TEST S/W ON P5 AFT OVERHEAD PANEEL AND Wx CLACKER IN AURAL Wx AND CALL DEVICE BOX.
SIGNALS:-
Wx S/W IS CONTROLLED BY PITOT STATIC PR INPUT.
CLACKER REMAINS ON TILL CORRECTIVE ACTION IS TAKEN [AIRCRAFT SPEED IS REDUCED].
CREW CALL:-
HIGH CHIME WILL SOUND ANY TIME A CAPT CALL BUTTON IS PRESSED AT EXT PWR PANEL, FWD OR AFT ATTENDENT PANEL.
SELCAL:-
A TWO TONE HIGH LOW OR A SINGLE TONE CHIME WILL SOUND WHENEVER A CALL HAS BEEN RECIEVED BY HF/VHF COMM SYSTEM AND DECODED BY SELCAL DECODER, CHIME CAN BE STOPPED BY PRESSING RESET BUTTON.
Wx SYSTEM SOUND
1.L/G Wx SYSTEM STEADY 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
OXYGEN
1.FLIGHT CREW O2 SYSTEM.
2.PAX O2 SYSTEM.
3.PORTABLE O2 CYLINDER.
FLIGHT CREW OXYGEN SYSTEM:-
CONSISTS OF HIGH PR O2 CYLINDER PR REDUCING REGULATOR, SOV, O2 DISTRIBUTION LINES AND DILUTER DEMAND REGULATOR.
NOTE:-CREW AND PAX O2 PR 1600 TO 1800 PSI.
O2 CYLINDER CAPACITY 39 CU FT, 1850 PSI AT 70øF, LOCATION FWD CARGO COMPARTMENT
CYLINDER ASSY INCLUDE SLOW OPENING SOV, PR GAUGE, SAFETY RELIEF VALVE TO DISCHARGE CYLINDER OVERBOARD IF PRESSURE EXCEEDS SAFE LIMITS.
CREW O2 SOV, MANUALLY OPTG, LOCATION CONTROL CABIN, BEHIND F/O, ON P6 PANEL.
CREW O2 PR REDUCING REGULATOR LOCATION, ABOVE CREW O2 BOTTLE INLET PR 150-180 PSIG, OUTLET PRESSURE 50-75 PSIG.
DILUTER DEMAND REGULATOR HAS 3 MANUAL CONTROL LEVERS, SUPPLY ON OFF, EMERGENCY ON OFF, O2-100% NORM
OPERATION:-
1.SUPPLY:- ON, O2- NORMAL EMERGENCY-OFF, O2 ENTERS REGULATOR, AIR MIXED WITH O2 FED TO MASK.
2.O2-100%, ADDITION OF AIR WILL BE CUTOFF.
3.EMERGENCY-ON, POSITIVE PRESSURE OF OXYGEN AT OUTLET OF REGULATOR [2.4" OF WATER].
PAX O2 SYSTEM:-
CONSISTS OF O2 CYLINDER, 2 CONTINOUS FLOW CONTROL UNIT, SOV DISTRIBUTION LINES, PR LATCH VALVE MANIFOLD ASSY, AND O2 MASK IN PSU. SYSTEM OPERATION CAN BE INITIATED BY 3 METHODS:-
1.AUTOMATIC [14, 000 FT CABIN ALTITUDE] ACTUATION OF ANEROID OPTG DEVICE IN EITHER OR BOTH OF CONTINOUS FLOW CONTROL UNIT.
2.ELECTRICALLY, BY S/W ON P5 AFT OVERHEAD PANEL.
3.MANUALLY BY PULLING HANDLE CONTROLLING PNEUMATIC CONTINOUS FLOW CONTROL UNIT [CABIN FLOOR].
PORTABLE O2 BOTTLES:-
6 IN 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.
TAKE OFF WARNING SYSTEM
WARNS THE PILOT IF FLAPS, STBLIZERS AND SPEED BRAKES ARE NOT IN THEIR RESPECTIVE T/O POSITIONS PRIOR TO TAKE OFF.IF EITHER THRUST LEVER ISADVANCED TO TAKE OFF POWER, AN INTERRMITTENT WARNING HORN WILL SOUND.IF EITHER FLAPS, OR STABLIZER OR SPEED BRAKES ARE NOT IN T/O CONFIGURATION.
LOCATION:-
THRUST LEVER ACTUATED T/O Wx SWITCH:- ON THROTTLE CLUTCH ASSY IN CEILING OF E & E COMPARTMENT.
FLAP T/O Wx S/W:- FLAP CONTROL UNIT.
STABLIZER T/O Wx S/Ws:- STAB ACTUATOR COMPARTMENT.
SPEED BRAKE T/O WARNING S/Ws:- SPEED BRAKE FWD DRUM MECHANISM IN THE LOWER NOSE COMPARTMENT/FWD UPPER PORTION OF CONTROL STAND. AIR/GRD SENSOR DEACTIVATES THE T/O Wx CKT WHEN THE AIRCRAFT IS AIRBORNE. FOR T/O Wx SYSTEM TEST, OPEN EPR CBs, MOVE STABLIZER, SPEED BRAKES OR FLAPS OUT OF T/O CONFIGURATION ANDCHK FOR SOUNDING OF T/O Wx SYSTEM.
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