Documente Academic
Documente Profesional
Documente Cultură
Aircraft General..............................................................................................4
767...................................................................................................................................4
Lighting............................................................................................................................4
767...............................................................................................................................4
Oxygen.............................................................................................................................4
Passenger Signs and Lighting..........................................................................................5
Air Systems.....................................................................................................5
767...................................................................................................................................5
Equipment Cooling..........................................................................................................6
767...............................................................................................................................6
767 Cargo Heat (767, 757 is automatic)..........................................................................6
Pressurization...................................................................................................................6
Air Conditioning..............................................................................................................6
APU.................................................................................................................7
Autoflight........................................................................................................7
Autoland......................................................................................................................8
767...................................................................................................................................8
Windshear....................................................................................................................9
Electrical.......................................................................................................10
DC and Standby Busses.................................................................................................11
767 ER...........................................................................................................................12
CAT III...........................................................................................................................12
EICAS...........................................................................................................13
Engine...........................................................................................................13
EEC................................................................................................................................13
PW 2037 (757)...........................................................................................................13
GE non-FADEC (most domestic 767s)........................................................................14
PW 4000 (some ERs)................................................................................................14
GE FADEC (Some ERs)...........................................................................................14
Flight Controls..............................................................................................15
Speedbrakes...................................................................................................................15
Roll................................................................................................................................15
767.............................................................................................................................15
Pitch...............................................................................................................................15
767.............................................................................................................................15
Yaw................................................................................................................................16
Hi Lift............................................................................................................................16
767.............................................................................................................................16
Flight Instruments.........................................................................................18
IRU................................................................................................................................18
ER..............................................................................................................................18
Fuel................................................................................................................18
767.................................................................................................................................19
767ER............................................................................................................................19
GPWS............................................................................................................19
Hydraulics.....................................................................................................20
767.................................................................................................................................22
ER..................................................................................................................................23
Landing Gear.................................................................................................24
767.................................................................................................................................24
300 and ER....................................................................................................................24
Brakes............................................................................................................................24
767.............................................................................................................................25
Warnings........................................................................................................25
767 differences...............................................................................................................25
Memory Items...............................................................................................26
ABORTED ENGINE START........................................................................................26
CABIN ALTITUDE OR RAPID DEPRESSURIZATION............................................26
DUAL ENGINE FAILURE...........................................................................................26
ENGINE FIRE OR SEVERE DAMAGE OR SEPARATION......................................26
ENGINE FIRE OR SEVERE DAMAGE OR SEPERATION......................................26
ENGINE LIMIT OR SURGE OR STALL....................................................................27
ENGINE TAILPIPE FIRE.............................................................................................27
SMOKE OR FUMES AIR CONDITIONING..............................................................27
SMOKE OR FUMES OR FIRE ELECTRICAL...........................................................27
SMOKE OR FUMES REMOVAL................................................................................27
Limitations....................................................................................................28
Operational Limitations.................................................................................................28
Non-AFM Operational Information..............................................................................28
Profiles..........................................................................................................31
Takeoff Profile- Engine Failure.....................................................................................31
ILS Approach Profile One Engine Inoperative...........................................................32
Instrument Approach Using VNAV Profile One Engine Inoperative.........................33
Instrument Approach Using V/S Profile One Engine Inoperative..............................34
Circling Approach Profile One Engine Inoperative....................................................35
Visual Traffic Patter Profile One Engine Inoperative.................................................36
Missed Approach/Go-Around Profile All Approaches...............................................37
Aircraft General
Your will see a video and play with the door mockups in training.
Door lights- top is actually unlocked. Bottom unlocked light means the door is
open.
Potable water tank behind aft cargo
EMER DOOR
o light also includes fairings for over-wing slides
o All but 767-200 have four over wing exits 6 things EMER DOOR is
monitoring.
o The over-wing slides on the 757 will clear the spoilers when deployed.
767
Emergency exits- the 200 has 2 over wing exits and the 300 has 4 over wings.
The spoilers on the over-wing exits have a charge (I assume nitrogen bottle) that
blows the appropriate spoiler panels down when the over-wing slides are
activated.
Waste panel on rear FA panel
Lighting
767
Oxygen
Air Systems
Volume 2 has considerable ship differences. Dont get wrapped up in which light means
hi stage, which light means over pressure, which light means over temp, etc. Different
aircraft are wired differently. The Two bottom bleed lights: Middle one is BLEED and
the other is HI STAGE or OVHT. They indicate different things on different aircraft.
Either of these bottom bleed lights means there is a bleed fault and you may get a bleed
trip or may not good enough.
Pack switch -- INOP/PACK OFF. Either the pack is overheated or the controller
has failed. Could be the compressor discharge or ACM discharge dont know.
Whether or not pack trips is dependent on the type and degree of over-temp.
Packs automatically increased for high pack demands such as inop recirculation
fan and decreased for high bleed demands such as single engine. (smart packs)
Dual ground air connection one on each side
One ground air source per pack
Two ground air sources for engine start
DUCT LEAK
o No automatic valve closing
o Will extinguish when duct overheat loops cool
Auto temperature is 65 to 85F
50% of air is re-circulated
Left re-circulation fan is guarded because it provides equipment cooling.
767
Additional duct leak detection for the center duct. A duct leak in this section will
be evident by the inability to isolate the leak. The area that the center duct is in is
shrouded and vented. The only limitation is 6 hours for the ER (note in NNC).
Equipment Cooling
Supply switches control the two fans that blow into cooled areas. Left
recirculation fan sucks flow out from behind, this is why it has a guard.
OVHT indicates airflow. Switch is backup for automatic switching. Flight not
recommended beyond 90 minutes with OVHT condition.
SMOKE turns off left recirculation and both supply fans, one or more packs go to
high flow, opens overboard exhaust. Automatic reset.
767
OVHT light is cooling system failure, temperature or flow. On ground it will also
result in NO COOLING light and ground call horn.
NO COOLING light and FWD EQUIPMENT COOLING EICAS is when no
flow detected in OVRD mode. It is only active in OVRD mode.
Cargo heat controls to 45 and overheats at 90. OVHT closes shutoff until temp
below 90.
Bulk vent raises heated temperature to 65.
Pressurization
The pressurization works the same on the 757 and 767.
Landing altitude must be set, including return to field.
AUTO INOP is indicated for failure of both controllers or selection of manual
mode.
Index rate is 500 fpm climb, 300 fpm descent.
In cruise mode cabin will climb at half rate to reach landing altitude if it is higher
than cruise cabin altitude.
Inactive controller is tested on landing.
Pressurization failure:
o 10,000 feet cabin altitude warning and siren (resets at 8,500 ft.), fasten
seatbelt lights illuminate automatically.
o 11,000 feet a signal (AC or DC depending on mode) is sent to close
outflow valve.
o 14,000 signal sent to drop masks and RETURN TO SEAT lights in lavs
inhibit.
Air Conditioning
I think that either Volume 2 description would cover the air conditioning system.
Basically, the only way to make one zone a different temperature from the other is to add
hot air this is what the trim system does. Thus, the packs are set to control to the lowest
temperature requested and the trim air will add heat to warm the zones which require
more heat.
There is no manual mix valve control. Just three settings of Normal, Hot, and Cold
where the pack valves are modulated to give a fixed output temperature.
APU
Autoflight
Autoland
JB Comments: Beyond just knowledge for the Category 3 approaches, there is some
more useful information here. I like to straighten the aircraft in a crosswind, just before
the flare...just personal habit. If you are landing from an ILS to a 29 knot crosswind such
as in one simulator scenario, remember that the slip will already be initiated by the
autopilot at 500 feet.
With the exception of a 757 round trip to satisfy OE requirements, I have flown only the
300, mostly ER on the line. Thus, take this advice with a little caution. You might
consider the differences between the various aircraft in the point at which the auto-pilot
reduces the throttles to idle as an indication of the landing characteristics of each aircraft
and as to when you can reduce the thrust during the flare.
1500 feet
o All three autopilots engage (LAND3).
o Center A/P switches from left buses to standby buses
o Should get (LAND2 and NO LAND3) or LAND3
o Parallel rudder
o FLARE armed and ROLLOUT armed.
500 feet: runway alignment up
330 RA: trim bias (only for LAND 2)
Below 200
o Bus isolation (LAND3)
o Upper window of ASA is inhibited and lower window will change only for
NO AUTOLAND
o Runway symbol rises.
45 feet: FLARE capture IDLE armed
6
767
-200 autoland idle at 45 RA, trim bias at 330 RA. (LAND 2 only)
-300 autoland idle at 15 RA, trim bias at 100 RA. (LAND 2 only)
Windshear
Electrical
Figure 1 767 ER
Volume 2 of the 767 describes both airplanes well. I cant think of any significant
differences between the 757 and the 767 domestic. I would read the 767 Volume 2 rather
than the 757 Volume 2 because it covers both the basic configuration and the ER
configuration.
OFF being off in the APU OFF light means that the generator breaker is closed if.
Thus, even though the APU isnt powering anything. Looking at the panel think
of it as powering the tie bus.
ISLN in bus tie switch is because the bus tie breaker is locked open because of a
bus fault or manual selection of switch.
Bus priority
1. Respective engine generator
2. APU (if operating)
3. Opposite Engine Generator
Switching is automatic except that selecting ground power will trip other sources.
Load shedding of one or both utility buses occurs for:
1. Engine start
2. Single generator ops
3. Generator overload (must be manually reset)
Throttle is advanced on the ground with single power source.
Other busses
o Captains flight instrument transfer bus
o First officers flight instrument transfer bus
o Standby AC bus
Essential flight instruments
navigation
communications
lighting system
o Ground handling bus
can only be powered on the ground from APU or external and
operates cargo handling equipment and fuel servicing. It is
powered with the EXT PWR AVAIL on or APU is operating.
o Ground service bus. It is powered by the right main bus anytime that the
right main is powered. However, it can be powered from the ground
handling bus using the button on the forward flight attendant panel.
main battery charger
APU battery charger
Left forward boost pump
equipment cooling fan
Miscellaneous cabin and system loads
Cycling generator switches resets fault trip circuitry.
Busses will automatically tie to other side with both BUS TIE switches in AUTO.
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767 ER
Volume 2 describes the system, but here is my summary: In addition to standby power,
the ER adds another layer of electrical backup above standby power using a generator
driven by a hydraulic motor in the center hydraulic system. The HDG (hydraulic driven
generator) operates when both AC busses fail. With both AC busses gone, the center
hydraulic AC pumps will be inoperative, but the ADP (Air Driven Pump) will still
provide hydraulic pressure to the center system.
In the event of a go-around using the HMG, gear retraction will interrupt HMG
functioning.
This is a highly degraded mode, but it will at least provide the captain (switchable to F/O)
with flight instruments instead of just the standby instruments.
This is somewhat Rube Goldberg. I think that you need to go back to the history of
ETOPS (Extended Twin engine Operating Procedures or something close). The HMG
was a mod developed to add a little more redundancy when TWA pioneered using the 767
for international ops.
CAT III
Normally left and center FCCs are powered by the left AC and DC busses.
During Cat III the center reverts to standby inverter and hot battery bus. This
happens when approach mode is selected. Above 200 feet RA, the center will
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revert back to the left side in the event of a left generator failure. This results in
LAND2/NO LAND 3.
EICAS
Cancel removes existing warning and caution and moves to the next page if
applicable. Warnings cannot be cancelled.
Caution and beeper inhibited on the ground with both fuel levers off and during
takeoff above 80 kts.
At rotation master warning and fire bell are inhibited for 20 seconds or 400 ft.
Its not necessarily a procedure, but it is good habit to cancel messages at the end
of a procedure so any new messages will be apparent.
Engine
EEC
Note that Pratt and Whitney use EPR as the primary engine parameter and GE uses N1.
The big thing is to know what the switches on the panel for each EEC do.
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PW 2037 (757)
Switch is power switch -- NORM/ALTN note: For Ground Use only. EEC is
powered by its own permanent magnetic generator, PMG. If the permanent
magnetic generator of the EEC fails, the engine shuts down. The ALTN mode
powers the EEC from ships power. Although the ALT switch could be used to
start the engine again, it is not procedural. The explanation seems to be that
further damage might be done by restarting the engine in ALT. For example, if
failure was due to the shaft for the PMG breaking and dropping into the engine, a
restart could do more damage.
The throttles are fly by wire no cable, just electronic signals. Also referred to
as FADEC (Full Authority Digital Engine Control).
EEC has dual channels and will progressively degrade to N1 and N2 mode. N1 is
no overboost, N2 is no overboost or overspeed.
If N2 get to 105% engine is downtrimmed to fixed 87% N2. This can only be
reset with engine shutdown.
These are on the domestic aircraft, both 200 and 300 with the exception of four
domestic 300s.
Switch is an on/off switch ON/INOP
This is actually a cable to a hydromechancal fuel controller. The EEC works by
downtimming fuel. Throttle should be retarded to 70%N1 before retarding.
When switch is selected to off the downtrim will be removed and engine will
speed up with no overspeed protection.
If switch is NORM/ALT, this is the FADEC version. ALT illuminates when
alternate is selected manually or automatically. Auto throttles work in both
modes.
FADEC
EEC has SCU (supplemental control unit) for backup power supply.
Switch is mode selector: NORM/ALT
ALT mode is an N1 instead of EPR mode. Autothrottles and thrust limit
protection not available in ALT, overspeed protection is.
If 105% N2 is reached, engine will most likely shutdown. It actually goes to
fixed fuel flow which is probably insufficient to keep the engine running.
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you go to hard mode for the procedure to illuminate thrust lever stagger, the
engine speed may increase speed similar to the non-FADEC GE. Thus, you must
retard the thrust lever first.
Flight Controls
Speedbrakes
Roll
Ailerons are backwards order. Left aileron is powered by R and C hydraulics and
right is by C and L.
767
The 767 has both inboard and outboard ailerons. The outboards are locked out at
high speed. AILERON LOCKOUT means that lockout is in incorrect
configuration.
Pitch
767
Yaw
Hi Lift
767
Two power drive units for slats: one for inboard and one for outboard
Flaps 1 is really flaps 0 and mid range slats.
ER load relief causes retraction to 20 instead of 25.
Does not have auto-slats, but has control column nudger which only works clean.
No alternate slat asymmetry protection.
Engine fire, engine overheat, and APU fire loops are continuously and
automatically tested. A loop failure results in EICAS message and single loop
sensing. A dual loop failure results in FIRE/OVHT SYS and system fail light.
Status page will show which system failed.
Engines
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APU
Cargo
Wheel wells
single loop
767
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767-300
Flight Instruments
IRU
ER
Left and center run till aircraft battery dies and the right one runs for five minutes.
HDG operates these IRUs. The logic is that these will run indefinitely on HDG
power. In the event of standby power, the F/O can select the IRU using the
instrument transfer to get the center IRU to drive the captains RDMI.
Fuel
APU fuel is from left manifold. LEFT FWD AC pump normally provides fuel
during start regardless of switch position. DC pump will provide if AC is not
available. There is no indication of this DC pump operation.
Capacity 14.5+46.0+14.5=75.0
Fuel temp is from right tank
Center tank pumps are pressure override type.
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Center tank pumps inhibited below 50%N2. Turning off pumps inhibit the low
pressure lights. In other words, low pressure lights mean that you are asking for
the pumps to provide fuel and they are not.
FUEL CONFIG light
o Imbalance of 1800 lbs
o Center has more than 1200 lbs with center pumps off
o Low fuel of 2200 lbs in a main tank
Total fuel quantity is a separate set of probes from individual tank readings.
767
767ER
GPWS
Warns for:
o Excessive Descent Rate
o Excessive Terrain Closure Rate
o Unsafe Terrain Clearance
o Altitude Loss after Takeoff or Go-Around
o Descent Below Glideslope
Can be inhibited below 1000 ft. Alert resets below 50 or climbing above
1000.
o Descent Below Decision Height
o Windshear Warning
Active from takeoff to 1500 RA.
17
Hydraulics
Volume 2 (757) pretty much describes the hydraulic system. A PTU (Power Transfer
Unit) is just a hydraulic motor in one system that drives a hydraulic pump in another
system. Thus, the system pressure in one system can be used to provide pressure to
another system with no fluid exchange.
The left, right, and center reservoirs of the 757 and the center reservoir of the 767 have
reserve fluid. Normally, the hydraulic system does not feed from the very bottom of the
reservoir, but from a standpipe. If the system leaks, it will leak down to the standpipe but
there will be some fluid at the bottom of the reservoir below the standpipe this is
reserve fluid.
Left system is similar to A system on the 737 except that each hydraulic system
controls its own thrust reverser. Here is what is on it:
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o Flight Controls
o Left thrust reverser.
o Flaps and Slats
o Landing Gear
o Nose Wheel steering
o Alternate brakes
PTU can provide pressure from right system to Flaps and Slats, Landing Gear,
and Nose Wheel Steering. (Flaps, slats, steer, and gear) on the left side. During
PTU operation, only these items are powered by the PTU and are isolated.
Center is for flight controls
Right system is:
o Flight Controls
o Right TR
o Normal Brakes
o Reserve Brakes (only from electrical pump)
C2 is load shed pump for single generator
Reserve fluid is used for: left/PTU, center/RAT, right/reserve brakes
PTU is automatic whenever left engine is shut down or left engine pump pressure
is low and right engine is running. It is inhibited if right engine is shut down.
PTU only powers flaps, slats, steer, and gear. It is from the standby part of left
reservoir.
RAT is automatic with loss of both engines. It provides pressure to the center
system for flight controls. Green PRESS light in switch indicates RAT is
providing minimum pressure. At least130 knots is required.
19
767
Figure 3 767 ER
The 767 is almost an entirely different hydraulic system. There are three separate
schematics in Volume 2. These schematics are basically, ER (which is a 300), domestic -300, and 200. The systems are essentially the same. The 767-200 does not have a
tailskid. The ER has an HDG (Hydraulic Driven Generator). If you look at the
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Center system
o Flaps and Slats
o Landing Gear
o Nose Wheel Steering
o Alternate Brakes
o Reserve Brakes (note that this is different from 757 left system)
Only center system has standpipe and reserve hydraulic fluid for reserve breaks
and nose wheel steering
Left and right electric pumps are demand pumps.
Center system adds an ADP air driven pump. The ADP needs DC electricity to
open the valve. If the battery were to die, such as after 30 minutes of standby
power, the ADP would not work even though there is pneumatic power because
the valve would not open. Thus, after the battery dies you lose flaps and gear
even tough you might have the pneumatics to run the ADP.
The ADP normally comes on for system pressure, but it also anticipates the need
and runs for:
o flap operation
o gear retraction
o ground spoiler deployment
o low system pressure
o
no reservoir head pressure monitor logic in RESEVOIR lights.
ER
There is an HDG- Hydraulic Driven Generator. The HDG is discussed under the
Electrical section. In the event of loss of all AC, the HDG will run via the ADP.
Flaps and Slats will operate slower due to flow reducer. HDG operation will be
interrupted if gear is retracted due to the increased load of retraction.
21
767
Engine heat is downstream of bleed valve. No way to anti-ice from opposite side.
(note: I have heard that this has been a problem out over the N. Atlantic with one
shut down. Thus, this is a potentially significant fact.)
Wing anti-ice valves close after landing but no VALVE light.
ER has two ice sensors
ER has automatic anti-ice. ICING light will not illuminate when auto anti-ice is
taking place. ICING will illuminate if icing is detected and either an engine or
wing is not being de-iced because of manual selection or automatic failure.
Automatic anti-ice inhibited on ground.
Landing Gear
767
Center hydraulics
Only doors have uplocks on main gear. Main gear is held by the doors.
Alternate extension uses DC motor for direct mechanical linkage to release door
uplocks. Nose gear doors are mechanically linked and will close when gear
extended. Mains will remain open.
300 and ER
Brakes
767
Warnings
767 differences
23
Memory Items
From QRH 01-31-05
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25
Limitations
From Vol1 1/31/05
Operational Limitations
# Runway slope
# Maximum Operating Altitude
# Maximum Takeoff and Landing Altitude
# Maximum Takeoff and Landing Tailwind
Component
+/ 2%
(757) 42,000 feet pressure altitude
(767) 43,000 feet pressure altitude
8,400 feet pressure altitude
10 knots or as permitted by Delta
10-0 special pages
Air Conditioning/Pressurization
# The maximum differential pressure is 8.6 psi.
# The maximum differential pressure for takeoff and landing is 0.125 psi.
26
Auto Flight
Autopilot
# After takeoff, the autopilot must not be engaged below 200 feet AGL.
# Use of aileron trim with the autopilot engaged is prohibited.
Automatic Landing
Headwind 25 knots
Crosswind 25 knots
Tailwind
10 knots
# Maximum allowable wind speeds when landing weather minima are predicated
on autoland operations:
# Autoland authorized for flaps 25 or 30 landing only.
Note: Do not autoland A/C when ground speed exceeds 165 kn
Engine
Ignition
# Continuous ignition must be on (engine start selector in the CONT position)
while operating in severe turbulence.
Note: Continuous ignition is automatically provided with flaps out of the "UP" position
or in icing conditions when engine antiice is on.
Oil Quantity
# Minimum oil quantity, prior to engine start, is 17 quarts.
Engine Indicating
# The flight crew shall not blank engine vibration display during
takeoff.
27
Reverse Thrust
# Reverse thrust is for ground use only.
# Backing of the airplane with the use of reverse thrust is prohibited.
Flight Controls
# The maximum altitude for flap extension is 20,000 ft.
28
Profiles
QRH 1/31/05
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