B777 Quick Reference

QUICK SUMMARY B777

QUICK REFERENCE GUIDE

B777 - 200/IGW

D esigned by H endrik M eyer

QUICK SUMMARY B777

FOR TRAINING ONLY

Table of contents - 00 - GENERAL 1

Manuals .....................................................1 B777 Features...........................................1 Flight Controls ...........................................2 Zones.........................................................2 Doors & Windows......................................3 Panels and Racks .....................................3 Electrical System .......................................5 APU ...........................................................5 Air Conditioning .........................................5 Hydraulic Control .......................................6 Electronics general ....................................6 ARINC 629 ................................................6 ASG (ARINC signal gateway)....................6 OPAS (overhead panel ARINC 629 syst)..6 OLAN (onboard local area network)..........7

- 21 - AIR CONDITIONING 8 General......................................................8 Temperature control ................................13 Distribution...............................................14 Ventilation System...................................14 Heating ....................................................15 Equipment Cooling ..................................16 Cabin Pressure Control System ..............17

- 22 - AUTOFLIGHT 19 AFDS (autopilot flight director system)....19 TMCS (thrust management comp syst) ..22

- 23 - COMMUNICATION 25 Flight Interphone......................................25 Service Interphone ..................................26 Ground Crew Call System .......................26 VHF Communication ...............................27 HF Communication..................................28 SELCAL...................................................28 CVR (Cockpit Voice Recorder)................29 CMS (cabin management system)..........30 CSCP (cabin system control panel) ........33 CACP (cabin area control panel).............33 CMS printer .............................................33 CIS (cabin interphone system) ................33 PAS (passenger address system ............34 PSS (passenger service system) ............35 PES (audio) .............................................36

- 24 - ELECTRICAL POWER 37 General....................................................37 BPT..........................................................37 NBPT.......................................................37 ELMS.......................................................37 Cockpit Panels ........................................38

External Power ........................................38 AC Generation ........................................39 Load Shedd.............................................41 DC Generation ........................................41

- 26 - FIRE PROTECTION 44 Engine .....................................................44 APU.........................................................45 Lower Cargo smoke detection ................46 Duct leak/overheat detection...................47 Wheel well fire detection .........................47 Lavatory smoke detection .......................47

- 27 - FLIGHT CONTROLS 49 General ...................................................49 PFCS (primary flight control system) ......49 ACE (actuator control electronics) ..........51 PFC (primary flight computer) .................52 Aileron .....................................................54 Spoilers ...................................................57 Auto Speedbrake ....................................57 Rudder ....................................................58 Elevator ...................................................60 Stabilizer..................................................61 HLCS (high lift control system)................63 Flaps .......................................................64 Slats ........................................................67

- 28 - FUEL 69 General ...................................................69 Storage....................................................69 Vent System............................................70 Indication.................................................70 Components............................................70 FQPU ......................................................70 Indication.................................................71 Refuel System.........................................71 Engine Fuel Feed....................................72 APU Fuel Feed........................................73 Fuel Jettison............................................74 Defueling .................................................74

- 29 - HYDRAULIC 76 General ...................................................76 HYDIM cards...........................................76 Pumps .....................................................77 ADP Assembly ........................................77 Fire Switch...............................................78 Flight Control S/O Valves........................79 Pressure and Case Drain Filter Module ..79 Return Filter Module................................79 Reservoir .................................................79 ADP control .............................................80

QUICK SUMMARY B777

ACMP control ..........................................80 RAT (ram air turbine)...............................81 Indication .................................................81 MAT tests ................................................82

- 30 - ICE & RAIN PROTECTION 83 Wing Anti Ice ...........................................83 Engine Anti Ice ........................................84 Ice Detector .............................................85 Air Data Sensor Heating..........................85 Window Heating ......................................86 Drain and Water Supply Heating.............86

- 31 - INSTRUMENTS 87 AIMS (31-41) ...........................................87 FDR (flight data recorder)........................88 PDS (primary display stystem) (31-61)....89 Clocks......................................................93 WES (warning electronic system) ...........93

- 32 - LANDING GEAR 95 General....................................................95 L/G control ...............................................95 MLG retraction / extension ......................95 MLG Truck Positioner Actuator ...............96 NLG retraction / extension.......................96 Alternate Extension System ....................97 PSS (proximity sensor system) ...............98 Proximity sensors ....................................98 Indication .................................................98 TSS (Tail Strike System) .........................99 Air / Ground System ................................99 Steering .................................................100 Wheels and Brakes ...............................101 Brake hydro-mechanical control............102 Parking Brake........................................103 ABS (Auto brake system) ......................103 Anti skid system ....................................104 Brake Temperatur Monitoring System...106 Brake Cooling Fan System....................107 Tire Pressure Indication System ...........107

- 34 - NAVIGATION 108 FMCS (flt management comp syst).......108 Pitot/Static & Standby Instruments ........111 ADIRS (air data inertial reference syst) .111 ADIRU (air data inertial reference unit) .112 SAARU (sec attitude air data ref unit) ...113 Air Data /ATT Source Switch.................113 AOA (angle of attack) ............................113 ILS (instrument landing system)............113 MBS (Marker beacon system)...............114 RA (radio altimeter) ...............................115 VOR (VHF omnidirectional ranging)......116 DME (distance measuring equipment) ..117 ADF (automatic direction finder)............117 GPS (global positioning system) ...........118 GPWS (ground proximity warming syst)119 ATC (air traffic control) ..........................120 TCAS (traffic alert & collision avoidance system)..................................................121 WXR (weather radar) ............................122

- 35 - OXYGEN 124 Crew Oxygen.........................................124 Pax Oxygen...........................................124

- 36 - PNEUMATICS 125 General .................................................125 Engine Bleed Air....................................126 Indication...............................................131

- 38 - WATER & WASTE 132 Portable Water ......................................132 Waste....................................................134

- 45 - CMCS 135 MAT (maintenance access terminal) ....135

- 49 - APU 138 General .................................................138 Control...................................................138 Air Inlet Door .........................................139 Oil system .............................................140 Fuel system...........................................140 Ignition...................................................141 Starting..................................................141 Air System.............................................142 Indication...............................................142

- 52 - DOORS 144 Passenger Door ....................................144 FWD Cargo Door ..................................145 Aft Cargo Door ......................................146 Bulk Cargo Door....................................147 Access Doors ........................................147 Indication...............................................147

- 71 - POWER PLANT 149 General .................................................149 Engine Mounts ......................................149 MAT Tests.............................................149 Inlet Cowl...............................................149 Fan Cowl Doors ....................................149 T/R Doors..............................................150 PDOS ....................................................150

- 72 - ENGINE 151 General .................................................151

- 73 - ENG FUEL & CONTROL 153 Purpose.................................................153 Fuel distribution.....................................153 Fuel control ...........................................153

- 74 - IGNITION 157 - 75 - AIR 158

Bleed Valves .........................................158 VIGV and VSV.......................................158 TIC (turbine impingement cooling)........159 ACAC (air cooled air cooler) .................159

- 76 - ENGINE CONTROLS 160 General .................................................160 Indication...............................................160 Flt Deck Controls...................................160

QUICK SUMMARY B777

- 77 - INDICATION 162 EPR (engine pressure ratio) ..................162 N1 / N2 / N3...........................................162 EGT (exhaust gas temperature)............163 AVM (airborne vibration monitor) ..........163

- 78 - EXHAUST 165 General..................................................165

- 79 - OIL 168 Components ..........................................168 Oiltank ...................................................168 Oil Pump & Filter Housing .....................168 Scavenage Oil Filter ..............................168 AOHE (Air Oil Heat Exchanger) ............169 FCOC (Fuel Cooled Oil Cooler) ............169 Indication ...............................................169

- 80 - STARTING 170 SCV (Starter Control Valve) ..................170 Engine Start...........................................170

QUICK SUMMARY B777

1

- 00 - GENERAL

Manuals

AMM Part I Sytems description part

• description of interfaces, function and operation of A/C systems AMM Part II Mantenance Practices and procedures

• to do the maintenance of the A/C SSM System schematic manual

• Component location

• Component identification

• Controls

• Displays

• Logic for system/subsystem operation

• Logic for messages FRM Fault Reporting Manual

• Simple list of fault description

• Each fault description has a fault code

• FIM Fault Isolation Manual

• Used to isolate and correct A/C faults

B777 Features

• ETOPS

• LCD Displays

• Fly by wire technology

• ARINC 629 data buses

• 6-wheel L/G trucks with steering

− load per unit on RWY is reduced

− less tires scrubbing

• Fibre optic technology

− no electrical interference

• AIMS (airplane information management system)

− most importment function � CMCF (central maintenance computing function)

• A/C has no winglets

• MTOW -200� 247'208 kg (95T Fuel)

• MTOW -200 IGW � 286’897 kg (139 T Fuel)

• 2 Refuel Stations

QUICK SUMMARY B777

2

Flight Controls

Primary Flight Controls (PFCS) (All flight controls fly by wire)

• Roll

− 2Aileron

− 2 Flaperon

− 14 Spoilers (5 outbd ,2 inbd) (Spoiler 4 and 11 are mechanical controlled)

• Pitch

− Horizontal Stabilizer (FBW by control wheel switches, mech by Alt trim switches)

− Elevator

• Yaw

− 1 Rudder (with Tab for effectivity increase) HLCS (high lift control system)

• 2 Krueger Flap (just inbd of engine strut)

• 14 L/E Slats

• 2 outbd Flap

• 2 inbd Flap

• Primary Mode � hydraulically

• Alternate Mode � electrically

Zones

Example: 543CB 5 = Major Zone 4 = Sub Zone 3 = Zone C = Sequence Letter B =Locator Letter (B=Bottom, T=Top, L=Left, R=Right,Z=Internal)

• Manufactoring Sections

− 41, 43, 44, 46, 47, 48

• Center Section

− Section 44

• Radome Tip

− STA 92.5

• FWD pressure Bulkhead

− STA 132.0

• Major Zones 8ea

− 100 lower half of fuselage

− 200 upper half of fuselage

− 300 empenage and body sect 48 (aft of bulkhead)

− 400 power plants and nacelle struts

− 500 left wing

− 600 right wing

− 700 landing gear and landing gear doors

− 800 passenger and cargo comartment doors

QUICK SUMMARY B777

3

Doors & Windows

• B777 IGW

− 8 plug type passenger doors

− No Door Pins!

− Flt Lock by el Solonoid (Speed > 80 kts)

− Witness port: Yellow Flag visible � Door NOT safe

• B777-300

− 10 plug type passenger doors

• Flt deck windows 2L/2R are sliding windows

Panels and Racks

Panels Flight Deck

• Flight Deck

− P8 AFT Aisle Stand Panel

− P10 Control Stand

− P9 FWD Aisle Stand Panel

− P1 LH FWD Panel

− P2 CTR FWD Panel

− P3 RH FWD Panel

− P7 Glareshield Panel LH /RH

− P55 Glareshield CTR Panel

− P5 Overhead Panel

− P11 Overhead CB Panel

− P61 Overhead Maint Panel

− P18 MAT (maintenance access terminal) Panels Main Equipment Center (MEC) 3 Access

• MEC LH looking AFT

− P110 LH Power Management Panel

− P310 Standby Power Management Panel

• MEC RH looking AFT

− P210 RH Power Management Panel

− P300 Auxiliary Power Panel

• MEC LH looking FWD

− P100 LH Power Panel

− P320 Ground Service/Handling Power Panel

• MEC RH looking FWD

− P200 RH Power Panel

• FWD Cargo Door FWD Doorframe

− P35 FWD Cargo Handling Accessory Panel

• AFT Cargo Door FWD Doorframe

− P39 AFT Cargo Handling Accessory Panel

QUICK SUMMARY B777

4

FWD Equipment Center

• LH / RH WXR RT Units Racks

• E1 Rack MEC LH side looking aft

• E2 Rack MEC RH side looking aft

• E3 Rack MEC LH side looking fwd

• E4 Rack MEC RH side looking fwd

• E5 Rack AFT frame of FWD cargo door

− RH PSA (power supply assembly)

− RH FCDC (flight controls dc) Battery

− RH Actuator Control Electronics

− RH Radio Altimeter

− FQPU (fuel quantity processor unit)

− CTR Radio Altimeter

− LH Radio Altimeter

• E6 Rack AFT frame of AFT cargo door

• E7 Rack Passenger compt above aft galley (STA 2100)

− Voice Recorder

− Flight Data Recorder

− APU Controller

• E10 Rack AFT of bulk cargo door

− APU Battery and Charger

• E12 Rack AFT of bulk cargo door

− Cabin Telecommunication Unit

− LH Telephone Transceiver

− RH Telephone Transceiver

• E11 Rack Cabin ceiling above door 3 cross aisle (STA 1530)

− (Basic SATCOM)

− High Power Amplifier

− Radio Frequency Unit

− Satellite Data Unit

• E15 Rack Cabin ceiling just aft of Door L1

− Cabin File Server

− Disk Drive Unit

− Speaker Drive Modules

• E16 Rack FWD frame of FWD cargo door

− RH PFC (primary flight computer)

− FWD Cargo System Controller

• E17 Rack FWD frame of AFT cargo door

− AFT Cargo System Controller System Cardfiles

• MEC FWD

− Sytem cardfiles hold interface cards for systems that use ARINC 429 Buses

− P85 LH Syst Cardfile (LSCF)

− P84 RH Syst Cardfile (RSCF)

QUICK SUMMARY B777

5

Electrical System

General

• (5) Main Power Sources

− (2) IDG (120 kVA)

− (1) APU Generator (120 kVA)

− (PEP) Primary External Power (90 kVA)

− (SEP) Secondary External Power (90 kVA)

• (2) Backup Sources

− (2) (BUG) Backup Generator (20 kVA)

• (2) Standby Sources

− RAT Generator (7 kVA)

− Battery (47 amp/hour) External Power

• P30 External Power Panel

− Primary External Power Receptecal FWD (Connect First) (supplies Ground Service Bus)

− Secondary External Power Receptecal AFT

• External PWR Quality

− Connected Lights above receptecal ON indicates good quality

• If PEP does not work Battery Switch MUST be ON to use SEP.

APU

• (2) Starters

− pneumatic (primary)

− electrical

• Auto Start

• <APU RUNNING> memo message on EICAS when APU speed > 95%

• Staus Page shows

− EGT, RPM, Oil Syst Data

• Auto Shut down protection

• 2 Modes

− Attendend, Unattendend

• Normal shut down is delayed up to 105 sec

− <APU COOLDOWN> memo message

• After emergency shutdown with APU fire shut off switch

− Reset start system by pushing fire test switch

− Reset start system by pushing fire handle in again

Air Conditioning

• 7 Zones

• Actual and target temperature shown on Air Synoptic Page

QUICK SUMMARY B777

6

Hydraulic Control

• (9) Pumps

− (4) Primary pumps always running: L Eng, R Eng, C1/C2 ELEC Pumps (ACMPs)

− (4) Demand pumps running only on demand: L ELEC, R ELEC, C1/C2 AIR (ADPs)

− (1) RAT

− R ELEC pump is used to charge Brake Accu

Electronics general

• Display Units are LCD

• STBY Instruments are LCD

• LWR CTR Display Unit Installation is reversed (top to bottom)

• Printed Circuit (PC) card removal/installation: (ESDS) wrist strap required

ARINC 629

• ARINC 629 Data Buses (ARINC Aeronautical Radio (Incorporated)

− (11) ARINC 629 Bus (3) Flight Control Bus, (4) System Bus, (4) AIMS Interconnect Bus

• Color Code is Yellow/Blue

• LRU’s can transmit one at the time

• LRU’s can receive all together

ASG (ARINC signal gateway)

• ASG (ARINC signal gateway) change data format 429 to 629 ,digital signals, discrete signals and versa visa

OPAS (overhead panel ARINC 629 syst)

• OPAS (overhead panel ARINC 629 system)

− converts and moves data between flt deck switches, lights and the ARINC 629 system bus

Components

• (2) OPCF (Overhead Card Files) for overhead panels

• (2) PDCU (Panel Data Converter Unit) for lower panels

• (2) OPBC (Overhead Panel Bus Controller)

QUICK SUMMARY B777

7

OLAN (onboard local area network)

• Controlled by AIMS (airplane information management system)

• AVLAN (avionics local area network)

− CMCS (central maintenance computing system) MAT

• CABLAN (Cabin local area network)

− CMS (cabin management system)

• Fibre Optic

− 10 times faster than ARINC 629

− Weight saving

− Color Code: light purple

• Brouter

− converts light signal to electrical signal

QUICK SUMMARY B777

8

- 21 - AIR CONDITIONING

General

• AIR COND RESET switch resets

− Recirc fans

− L/R pack control valves

− L/R trim air valves

• BULK Cargo temperature selector

− Bulk cargo Vent Fan starts if temperature selector in HIGH position

− Life stock transport

• CTC (cabin temperature controller) (2)

− 2 Channels (One channel primary, one channel redundant control)

− Channels are swapped after landing and pack off

− Channel in control see Air Conditioning Maintenance page

− Location: MEC E1/E2 rack (ajacent to ASCPC)

− Onside controlling

− ASCPC does backup control to maintain cabin pressure

− Both CTC control mix manifold temperature (R CTC is primary)

• CTC functions

− Pack flow (regulation/off)

− Pack cooling/mixing

− Manifold temperature

− Trim air (regulation/off)

− Zone temperature

− Recirculation air

• Pack shut down signal from CTC

− Pack overheat

− Compressor overheat

− Engine start

− Stall

• ASCPC functions (L ASCPC is primary, R ASCPC is backup)

− Pack flow schedule acc. to user systems � signal to CTC

− Pack flow (on/off) (both flow control shutoff valve)

− Backup pack flow (CTC failed)

− Trim air (on/off) (Trim air PRSOV)

− Pressurization

• ECSMC (ECS miscellaneous card) (2)

− Location: L/R SCF

− R ECSMC is primary, L ECSMC is backup at power up (swap every air/ground transition)

− Switch to power off card for removal/installation

− Cards are interchangeable

QUICK SUMMARY B777

9

• ECSMC controls

− L ECSMC controls aft cargo heating

− R ECSMC controls bulk cargo heating

− Equipment cooling (normal)

− Lav/Galley vent fans

− Bulk cargo vent fans

− Gasper fan

− Chiller boost fan

− Supplemental heating

• ECC (equipment cooling controller) (2)

− controls supply fans (2) and override valve

− stepover logic if ECSMC fails

• UPR / LWR Flow Control and Shutoff Valve

− One is operative at the time (to preserve life of ozone converter)

− UPR operates at low altitude (< 24’000ft)

− LWR operates at high altitude (> 24’000ft)

• L Pack supplies Flight Deck

• R Pack supplies Mix Manifold (for 6 cabin zones)

• LWR Recirc Fan (2)

− Fwd cargo compartment

• UPR Recirc Fan (2)

− Cabin ceiling

• Trim Air PRSOV (2)

− Trim air always passes through ozone converter

• Zone Air Modulating Valve (7)

• Pack LO Flow condition

− Pack internally goes into ECON cooling mode

− Ask ASCPC for more flow (Bias signal 6 psi)

Pack Flow Control and Shutoff Valve

• Electrically controlled and pneumatically operated

• Spring loaded closed

• No electrical power and pneumatic pressure � Valve open

• Electrical power and pneumatic pressure � Valve modulates to close

• ASCPC overrides CTC

• Proximity switch for position feedback to CTC (both valves must be closed to get OFF light)

• Manual lockout procedure

− turn locking crank to close

− remove locking plug

Flow sensor

• 2 differential sensors

• 1 inlet pressure sensor

• Signal to CTC for mass flow calculation and to ASCPC for backup mode manifold regulation

QUICK SUMMARY B777

10

Primary and Secondary Heat Exchanger Outlet Temperature Sensor (2)

• Used for condition monitoring

• Interchangeable with Compressor Outlet Temperature sensors

Compressor Outlet Temperature Sensor (3)

• (2) CTC

• (1) ASCPC

• At least one sensor must be valid or pack shut down occurs

Primary Heat Exchanger Inlet Temperature Sensor

• Used for mass flow calculation Flow schedules (0 - 4)

• ASCPC sets flow schedule that the CPC use to control air flow into packs

• Flow schedule 0 (zero) signal from ASCPC to CTC

− Both pack flow control and shutoff valves close (Stall warning, ground air start)

• Flow schedule 1 gives largest airflow

• Flow schedule 4 gives the minimum to pressurize A/C and to operate packs

• Flow schedules operate only when engines supply packs

• After a single engine start, pack does not operate until 2 minutes after startup (Pack OFF light will be ON)

• If flow of one pack decreases (to keep pack operation in limit), CTC sends bias signal to other pack to increase flow

• After a recirc fan failure pack flow increases

• FWD or AFT cargo fire ARM increases pack flow

• Pack takes 35 seconds to shut down

− permits condensed water to evaporate

• Pack OFF light comes ON, if both Flow Control and Shutoff Valves are closed

Backup Flow Control by ASCPC

• If CTC fails ASCPC backup controls pack flow control

• Accurate zone temperature is not available

• UPR Flow Control and Shutoff Valve is closed through CTC

• ASCPC tries to keep pack discharge temperature to 4 deg (modulating lower flow control and shut off valve)

• High compressor discharge temperature or high pack outlet temperature cause pack shutdown (reset with pack switch or AIR COND RESET switch)

• ASCPC shutdown due to stall warning or manual shutdown by pack switch

ACM (Air Cycle Machine)

QUICK SUMMARY B777

11

• One Compressor stage

• Two Turbine stages

• Air bearings Dual Heat Exchanger

• Heat exchanger is cleanable through the heat exchanger cleanout panel Economy Cooling Check Valve

• Permits airflow around ACM compressor when pack starts to operate or when pack has a ACM failure

Condensor/Reheater

• Cools air in packs before water collector

• Heats pack air to add energy for the turbine LLV (Low Limit Valve)

• Controls amount of reheater air to turbine 1

• Limits air outlet temperature (above 1 deg)

• Interchangeable with Second Stage Turbine Bypass Valve

• Electrical actuator

• Manual open/close knob

• Position indicator

• RVDT for indication feedback Second Stage Turbine Bypass Valve

• Controls amount of condenser air that goes around turbine 2

• Controls pack outlet temperature

• Interchangeable with LLV

ECV (Ecoinomy Cooling Valve)

• Opens to let air go around turbine 1 and condensor/reheater

• Opens in case of ECON cooling or standby cooling mode

• Electrically controlled and pneumatically operated

• Valve open if solenoid is de-energized

• Valve is spring loaded closed

• Manual lockout in close position for dispatch (control line vented) Conditioned Air Check Valve

• Prevents a decrease of cabin pressure, if there is an air conditioning duct failure in the ECS bay

Ram Air Inlet Door Actuator

• RVDT for position feedback to CTC

• If RVDT fails CTC moves actuator to fully open position

• Manual locking facility

• Open/close function of through MAT

QUICK SUMMARY B777

12

• Normal Pack operation mode

− Second Stage Turbine Bypass Valve controls pack discharge temperature

− LLV (Low Limit Valve) controls condensor inlet temperature >1 deg (first stage turbine outlet temperature)

− Compressor discharge temperature is controlled by ram air inlet and outlet flap

− ECON cooling check valve helps ACM to start (bypassing compressor)

• Economy Cooling mode

− At high altitude during low flow condition the pack goes into ECON cooling mode (function of altitude and TAT)

− CTC signal via ELMS commands Economy Cooling valve to open (reheater and turbine 1 are bypassed)

− No FDE (not a failure mode)

− CTC signal via ELMS

• Standby Cooling mode (Failure mode)

− Condensor inlet temperature failure (both sensors)

− Economy cooling valve failed in open position

− PACK MODE L/R status

− STBY COOLING write up appears next to pack symbol on Air Synoptic Page

− ACM failure (seized)

− Pack discharge temperature is controlled by inlet/outlet ram air doors (heatexchanger mode)

− At lower altitude pack may shutdown or cycle

All pack components are controlled by CTC

• LLV, TBV, ECV, Inlet/Exhaust door actuator

• If pack discharge temperature is increasing and pack can not manage temperature, CTC sends bias signal to ASCPC to decrease bleed air temperature to 121 deg.

• Pack shutdown (Pack OFF light on)

− Inlet differential sensor failure

− All 3 Compressor outlet temperature sensor failure

− Condensor inlet temperature failure

− Reset by cycling pack switch or by AIR COND RESET switch

Pack Cooling and Mix Manifold Temperature control

• CTC uses TVB for primary control of pack outlet temperature. LLV and Ram air door actuator operate if TVB is full open and CTC still must increase pack outlet temperature.

• RH CTC is primary controller of the mix manifold temperature. LH CTC follows as backup.

QUICK SUMMARY B777

13

Temperature control

Trim Air PRSOV (2)

• Both CTC and ASCPC can control Trim Air PRSOV

− CTC controls torque motor

− ASCPC controls shutoff solenoid (shutoff capability)

− ASCPC can override CTC to close Trim Air PRSOV

− Trim Air PRSOV is closed during flow schedule 4

− Regulates 5 psi above cabin pressure

− Manual locking facility

− No spring loaded position

• Pressure Sensor downstream of valve gives position feedback to CTC

• In case of Trim Air PRSOV or Pressure Sensor failure, Trim Air PRSOV will close and latch.

• L Trim air PRSOV failure

− L pack controls Flight Deck temperature

− R pack controls average zone temperature

• R Trim air PRSOV failure

− L pack controls average zone temperature

− R pack controls 18 deg min Flight Deck temperature

Trim Air Modulating Valve (7)

− RVDT for position feedback

− Position indicator

− Manual adjust knob

• (1) Flight Deck (manual control by Flight Deck temperature switch)

• (6) Cabin (manual control only through CSCP or CACP)

• Trim air modulating valve is a flow control valve type of valve

• RVDT for position feedback

• Cabin is supplied though mix manifold

Temperature Sensors

• Zone Duct Temperature Sensors (14)

− 2 sensors each duct

• Mix Manifold Temperature Sensors (4)

• Zone Air Temperature Sensor (9)

− Dual sensors

− Flt deck and zone „D“ have 2 sensors

− Flt deck 1ea sensor for L/R CTC

− Zone „D“ 2ea sensors for R CTC (cold soak overwing zone)

− All cabin sensors are in lh cabin (PSU grille air inlet)

− Flt Deck sensor is on rh side of Flight Deck ceiling

− If both Lav/Galley vent fans fail, CTC goes into alternate mode (no temperature control due to loss of airflow through sensor plenium)

QUICK SUMMARY B777

14

Flight Deck Temperature Control

• Temperature range 18 - 29 deg

• In AUTO mode CTC controls Flt Deck Trim Air Modulating Valve

• In MANUAL mode Flt Deck Trim Air Modulating Valve is direct controlled via ELMS

Cabin Temperature Control

• Cabin Master Temperature selected by Cabin Temperature Selector (P5) (Temperature range 18 - 29 deg)

• At CSCP or CACP +/-6 deg can be adjusted

Distribution

• Gasper fan takes air from distribution duct „E“

• Lower Recirc Fan (2)

− Location: Behind aft wall of fwd cargo compartment

− Filter installed

• Upper Recirc Fan (2)

− Location: Above R2 and R3 door

− Filter installed

• During single pack operation at high ambient temperature onside lower recirc fan is switched off

• R CTC does primary control for recirc fans (L CTC is backup)

− overheat is monitored by ECSMC

• Recirc fan reset by recirc fan switch or AIR COND RESET switch

Gasper Fan

• Location: center ceiling ajacent 3L door

• Takes air from distribution duct

• Controlled by ECSMC

• Overheat monitored by ECSMC

− Reset via MAT (Ground test), after landing, automatically after ECSMC power up

• Powered through ELMS

Ventilation System

• R ECSMC does primary control at power up (L ECSMC is backup)

− swapped after landing

QUICK SUMMARY B777

15

• Lav/Galley Vent System

− (2) Vent Fan

− RH fan is primary

− LH fan is tested during every power up

− Location: Aft of bulk cargo compartment

− Provides also cooling for aft equipment center

− If both fans fail CTC goes into alternate mode (no temperature control)

− If L4 and R4 door are open, vent air may heat up passenger seats through dado panels

• Bulk Cargo Vent Fan

− Location: Bulk cargo ceiling

− Bulk cargo heat in HIGH position turns fan on

• Chiller Boost Fan

− Location: Ceiling aft of R1 Door

− Air from chiller area is supplied to mix manifold

− Operates on ground with packs ON and TAT >7 deg

− Reset with cargo fire switch or pack switch cycle

Heating

FWD Cargo

• Exhaust from fwd equipment center cooling system is used for heating

• Controlled by ECSMC operated by ELMS

• FWD Cargo Heat Valve

− Fail safe close in case of ECSMC failure

− Interchangeable with FWD Cargo Vent Valve

• FWD Cargo Vent Valve

− Exhaust through fwd outflow valve Aft/Bulk Cargo

• No heating with cargo door open

• Pneumatic air used for heating

• Heat Valves (4)

− controlled by ECSMC

− electrically controlled pneumatically operated

− 2 valves control temperature

− 2 valves are shutoff valves for safety reason

− optical position sensors for position feedback

• Temperature Sensor (2)

− 1ea aft/bulk cargo compartment

− if both sensor failed cargo heat is switched off

Supplemental heating

• Controlled by ECSMC powered via ELMS

• Foot Heaters (Flt deck)

− In air only

• Shoulder Heaters (Flt deck)

− In air only

− Electrical heaters heat up conditioned air (packs on)

• Galley area Heaters

QUICK SUMMARY B777

16

− Electrical heaters heat up conditioned air (packs on)

• Door area Heaters

− In air only

− Electrical heaters heat up conditioned air (packs on)

− No manual control

Equipment Cooling

Aft Equipment cooling

• Controlled by ECSMC

• Aft equipment cooling system uses ventilation system

• If both Lav/Galley vent fans fail, SATCOM Backup fan (2) start to cool E11 and E13 SATCOM racks

− Backup fans are located at rack itself

• SATCOM Checkvalve (2) to prevent reverse flow

FWD Equipment Cooling

• Passive cooling

• Active cooling

• Smoke removal

• ECSMC contols equipment cooling

• ECC (Equipment Cooling Controller) controls Supply Fan (2) and Override Valve

• If ambient temperature > 43 deg, conditioned air supply is required

• Supply Fan (2)

− One filter, cleanable

− RH fan is primary (lower fan)

− LH fan is tested during power up

− interchangeable with Lav/Galley vent fan

• Override Valve

− Cooling valve is mechanical connected to smoke removal valve

− one valve close other valve open

− Smoke removal is working above 25'000 ft only (diff pressure)

• Vent Fan

− Pulls air to fwd cargo compartment via heat valve

− or via vent valve through outflow valve overboard

• Backup Converter Supplemental Fan

− Supplies air to backup converter (E4-4 rack)

• Low Flow sensor (2)

− senses low flow or high temperature

QUICK SUMMARY B777

17

• Low Flow detection On ground:

− Flight deck or MEC low flow or high temperature

− Ground Call Horn

− EICAS message EQUIP COOLING In Air:

− 60 sec delay

− Low flow override mode

• Duct pressure sensor (4)

− No EICAS message for low pressure in air

− Low pressure on ground turns EICAS message EQUIP COOLING on (no ground call horn)

• Override Mode

− L and R supply fan off

− Vent fan off

− Override valve override

− Fwd cargo heat valve close

− Bulk cargo vent fan off

• Equipment cooling switch light

− OVRD light indicates override valve position

− Switch OFF (AUTO not visible) turns off supply fan, vent fan, opens smoke/override valve, closes cargo heat valve

• Take over logic (ECC takes control from ECSMC) AC in air, autoreset after landing

− Both L and R ECSMC try to control at same time

− L ECC failed or low flow at MEC and low flow at FD and override valve in normal position

− L ECC failed or low flow at MEC and low flow at FD and override valve in override position

Smoke detection system

• 2 chamber smoke detector

− 1 chamber is connected to supply duct

− 1 chamber is connected to vent duct

• MEC smoke detector is slaved to fwd cargo smoke detector

• No built in fans

• No replacement of detector LED possible

Cabin Pressure Control System

• Outflow Valves (2)

− FWD (normal 20% open)

− AFT (normal 80% open)

− each valve has 2 DC motors controlled by L/R ASCPC

− in manual mode both motors operate

− 2 RVDTs give feedback to ASCPCs

• Max diff pressure 8.6 PSID

QUICK SUMMARY B777

18

• Max cabin altitude 8'000 ft

• L ASCPC does primary control (R ASCPC is backup)

− each ASCPC has internal sensor to monitor cabin pressure

− System is tested by BIT automatically after every landing

• Negative Pressure Relief Vent (4)

• Positive Pressure Relief Valve (2)

• Position of Outflow Valves is indicated on EICAS display

− Landing field elevation is supplied from FMCF of AIMS

− manual selection by landing field elevation knob

• Air Supply Maintenance Page shows ASCPC in control for pressurization

• Remote Cabine Pressure Sensor

− Location: MEC below P310

− verifies signal which is sensed by ASCPC

• EEC supplies ambient pressure sense if ADIRU data are invalid

QUICK SUMMARY B777

19

- 22 - AUTOFLIGHT

AFDS (autopilot flight director system)

Interfaces

• MCP (mode control panel) is primary interface between pilot and AFDC (autopilot flight director computer)

• Other inputs are the disconnect switches and the go-around switches

Sensors (Airplane-, navigation-, ADIRU data-, SAARU data sensors)

• Transducer position

• Inertial data

• Atmospheric data

• Ground reference data

• Airplane accelerations

• Velocities

• Attitudes

General function

• FMCF (flight management computing function) sends LNAV and VNAV data to the AFDCs

• TMCF (thrust management computing function) sends A/T data to the AFDCs

• PFCS (primary flight control system) receives commands from AFDCs and PFCs calculate and send surface commands to the ACE (actuator control electronics)

• ACEs receive surface position commands from the PFCs and send commands to the PCU (power control unit)

• PFCs also calculate and send backdrive commands to the AFDCs

• AFDCs receive backdrive actuator commands from the PFCs and send backdrive commands to the backdrive actuators to move the control

• Only L AFDC and R AFDC can drive backdrive actuators

− LH or RH AFDC can be master

− Master is selected at power up (first pass)

− After every disengage/engage master is swapped

• A/P button on MCP engages all 3 AFDCs

• Disengage bar disconnects all 3 AFDCs (A/P engage relay engage power is removed)

Backdrive Actuator

• (6) Backdrive Actuators

− Backdrive actuators move controls during autopilot operation and also during BAP function

− 2ea control wheel, column, pedals

− During cruise 2 backdrive actuators move control wheel/column

− During Autoland all 6 backdrive actuators move controls (Autoland engaged if: LOC and G/S captured and altitude 1500ft)

QUICK SUMMARY B777

20

• The Backdrive Actuators are variable torquemotors and contain

− (2) Tachometers

− DC motor

− Engage clutch

− Override slip clutch

• AFDC controls the motor current, this limits the force a backdrive actuator applies to the columns, wheels and rudder

− control column 50 lbs

− control wheel 27 lbs

− this override forces are necessary to disengage the autopilot

• During Autoland (all 6 backdrive actuators engaged) forces are two times the force for a single force

• If one backdrive actuator fails during autoland, the force limit of the remaining column actuator is two times as high

− if a rudder actuator fails the force does not increase

• Backdrive actuators can be tested via MAT (Autofliht system tests) AFDC (autopilot flight director computer)

• There are (3) AFDCs

− center AFDC does not connect to backdrive actuators

• Each ARINC and discrete I/O section monitors and selects input signals

− each I/O section monitors signal validity first

− if validity check is good, signal is selected by 3 methods: - mid value selection of 3 signals (RA and ILS) - priority selection for signals with 2 sources (ADIRU; SAARU) - forced selection for AIMS data (AIMS tells AFDC which signal to use)

• Each AFDC has 3 processors

− Processor A and B receive digital backdrive commands from the PFCs

− Processor C calculates the autopilot and flight director control laws

− Processor C also does this functions: - Test and data load - Engage/disengage logic - Failure detection/fault response monitor

ADFS modes

• The AFDS (autopilot flight director system) operates on the ground and in flight

− Takeoff (Flight Director mode only)

− Climb

− Cruise

− Descent

− Approach

− Autoland (captured if: LOC / GS captured and altitude 1500 fts)

− Rollout

− Go-around

• LNAV engagement 50 ft

QUICK SUMMARY B777

21

• VNAV engagement 400 ft

• A/P engagement inhibit >80 kts and RA <50 ft

• The F/D display supplies roll and pitch commands during T/O. After the airplane is off the ground, pilot can stay in F/D takeoff mode or after passing 50 ft of radio altitude engage the autopilot to takeoff mode.

MCP (mode control panel)

• The MCP contains (2) seperate microprocessor channel and (2) power supply

− If one or its interface to the AFDCs fails, a status message is displayed (CTRL PANEL LANE)

• Each switch assembly has 2 bulbs for the lettering

• The bar showed at bottom of each switch is displayed by a LED (not replaceable)

• Four LCD displays show reference values

− IAS or MACH

− HDG or TRK

− V/S or FPA

− Altitude

Warnings

• EICAS and MFD displays show messages, warnings and autoland capability for the autopilot system

• WEU (warning electronic unit) turn on master warning lights if a warning message on EICAS is displayed

• AIMS turns on master caution lights if a caution message on EICAS is displayed

Warning message

• AUTOPILOT DISC

− Flight crew disconnects all AFDCs

− All AFDC are disconnected automatically

Caution message

• AUTOPILOT

− Autopilot mode fails

• NO LAND 3

− Autoland capability degrades while in approach after LAND 3 shows (This only occurs above 200 ft radio altitude)

• NO AUTOLAND

− all autoland capability is lost during approach after LAND 2 or LAND 3 has shown

− this also occurs during approach if LAND 2 or LAND 3 is not active by 600 ft radio altitude

QUICK SUMMARY B777

22

Advisory message

• NO LAND 3

− when autoland capability degrades before LAND 3 autoland status annunciator shows

• NO AUTOLAND

− loss of all autoland capability occurs before the LAND 3 or LAND 2 autoland status annunciator shows

Status message

• AFDC L (R; C)

− when an AFDC does not operate

• AUTOPILOT BACKDRIVE L (R, C)

− when a backdrive system does not operate

• MODE CTRL PANEL LANE

− when one of two lanes in the AFDC MCP or its interface fails

• NO AUTOLAND

− when loss of all autoland capability occurs

• NO LAND 3

− when the NO LAND 3 cution or advisory message show

• NO LAND 3

− autoland capability degrades during approach when the airplane is below 200 ft radio altitude

MAT Test

• Ground Test

− System tests

− LRU replacement tests

− ATA 22 - ILS interface: ILS LOC, GS and VOR antenna switches

MEL

• One AFDC may be inop

• One autopilot backdrive system may be inop

• One MCP lane may be inop

• MCP windows, buttons, selectors: MEL relief available

• Autoland may be inop

• Both F/D may be inop

TMCS (thrust management comp syst)

• TMCF (thrust management computing function) is a function of AIMS

− L AIMS � CPM ACMF

− R AIMS � CPM BASIC Components

• (2) TMCF one in each AIMS cabinet

• (2) ASM (autothrottle servo motor)

• (2) Autothrottle Disconnect switches

• (2) TO/GA (takeoff go-around) switches

• (2) A/T arm and (2) mode switches on MCP (mode control panel)

QUICK SUMMARY B777

23

Flight Management Computing Function

• A/T (autothrottle) control law

• Thrust limit calculation

• Engine trim calculation

• BITE and fault monitoring

• TMCS annunciation

MCP A/T Arm Switch

• Enable ASM (autothrottle servo motor) excitation power for operation

• ON position (both) also supplies engine trim equalisation control from TMCFs

MCP A/T Mode Switches

• A/T mode operate under these conditions

− one or both A/T arm switch ON

− A/T mode request (VNAV, FLCH or A/T and not VNAV or FLCH active

Throttle Switches

• TO/GA (takeoff go-around) switches

− on ground: Full T/O thrust mode

− in flight (approch): first push � GA thrust mode operates with less than max GA thrust second push � Full GA thrust limit

• A/T Disconnect switches

− On left and right side of thrust levers

− First push disconnects A/T and shows AUTOTHROTTLE DISC on EICAS

− Second push clears message

A/T Modes

• A/T modes show on PFD when A/T mode engages (left annunciator)

• Normal mode annunciation and operation is with both ASM (autothrottle servo motor) in operation (L) or (R) precedes the A/T mode annunciation when only one ASM operates

− Speed (SPD / X SPD)

− Thrust (THR / X THR)

− Thrust reference (THR REF / X THR REF)

− HOLD / X HOLD

− IDLE / X IDLE

− TEST / X TEST

EICAS Display

• EICAS shows TMCF data that relates to engine/thrust performance

− Thrust limit mode

− Selected temperature

− Thrust limit

− Target EPR

− Maximum thrust limit

QUICK SUMMARY B777

24

• TMCS fault messages show on EICAS display

− AUTOTHROTTLE DISC (caution) if manual or automatic disengagement occurs

− AUTOTHROTTLE L/R (advisory) if TMCS detects ASM or arm switch failure

Autothrottle Flight Profile

• A/T modes operate in these flight phases

− TO (takeoff)

− CLB (climb)

− CRZ (cruise)

− DES (descent)

− APP (approach)

− GA (Go-around)

• A/T functions that relate to flight phases

− Flare retard during autoland

− A/T disconnect

• A/T thrust mode annunciations relate to pitch mode annunciations on the PFD (select on MCP)

MAT Test

• Ground Tests

− System test: Servo loop test LH / RH

− LRU replacement test: Disconnect and TO/GA switches

MEL

• A/T may be inop

• One A/T servo motor may be inop

• One A/T disconnect switch may be inop

QUICK SUMMARY B777

25

- 23 - COMMUNICATION

Flight Interphone

• The flight interphone system is part of the DCAS (digital control audio system)

• The flight interphone allows the crew to talk to each other and to talk to the ground crew

• (4) flight interphone jacks in the cockpit, (1) in the MEC and (1) at the P40 panel

• The flight interphone is controlled by AMU (audio management unit)

− Location: MEC E1 rack

• The (6) flight interphone jacks can be connected to the 14 service interphone jacks

− SERV INT switch at P5 panel in ON position

• Cockpit and MEC interphone jacks can be connected to the cabin interphone system

− P40 can not be connected to cabin int system Observer Audio Selector

• First Observer station card (in AMU) is switched to failed Capt- or F/O-station and ACP

− first observer can not use ACP anymore)

• Audio communication speakers are located below sideboard

− WES speakers are located in the overhead panel

• Capts ACP and Capts FLT INT speakers are powered by battery bus if Towing Power Switch is in BAT position

ACP (audio control panel)

• Any transmission with MIC switch turns on Receiver Volume Control, if not switched ON (headset use)

• CALL light (VHF, HF) signals SELCAL call

• CALL light (FLT) signals P40 ground crew calling

• CALL light (CAB) signals cabin calling

• CALL light (SAT) signals SATCOM is logged on

• Speaker volume control can be used on Capts and F/Os ACP only

• Control wheel MIC PTT switch

− push top > MIC

− push bottom > INT MAT test

• Ground test

− AMU system test (BITE)

QUICK SUMMARY B777

26

Service Interphone

• The service interphone system is part of the DCAS (digital control audio system)

• The service interphone is controlled by AMU (audio management unit)

− Location: MEC E1 rack

• The service interphone allows the ground crew to talk to each other and to talk to the flight crew

• The service interphone jacks are divided in 3 seperate groups

− Group 1: (6) jacks (fwd fuselage and left IRP)

− Group 2: (2) jacks (engines)

− Group 3: (6) jacks (aft fuselage and right IRP)

• Each group sends a signal audio input to the AMU

− AMU mixes the audio from all 3 groups and sends this mixed audio back to the headsets in all groups

• Service interphone is powered by battery bus if Towing Power Switch is in BAT position

− Normal power source is the GND HNDL BUS

MAT test

• Ground test

− AMU system test (BITE)

MEL

• May be inop

Ground Crew Call System

• The ground crew call system has 3 functions

• ADIRU alert / Equipment Cooling failure

− Indicates ground crew that the ADIRU is on battery power or that there is a Equipment Cooling failure

• Flight Deck Call

− Push FLT Deck call switch on the P40 panel

− (4) CALL lights come ON on the ACP (audio control panel)

− any PTT action cancels all lights

− a chime comes on in the flt deck

− GROUND CALL messsage appears on EICAS

− signal goes through passenger address/cabin interphone controller

• Ground Crew Call

− Selects GND CREW on the center CDU (cabin interphone menu)

− use the flt deck handset and dial *1 (handset is used for call only)

− this causes the ground crew call horn to come on for 3 seconds.

QUICK SUMMARY B777

27

VHF Communication

• The VHF Communication system permits voice and data communication over line-of-sight distances

− Frequency: 118.000 MHZ - 136.975 MHZ

• (3) VHF systems

• (3) VHF comm transceivers

− Location: MEC E1/E3 rack

• (3)VHF antennas

• (3) RTP (radio tuning panel)

− any VHF/HF transceiver can be selected

− L ACP is used for audio only

− R/C RTP can be used for ACARS (usualy C ACP)

• SELCAL comes through any of the 3 VHF

• The MIC audio and PTT discretes go to the transceiver through the AMU. Received audio goes from transceiver to the speakers and headsets through the AMU.

• L VHF is powered through CAPT FLT INSTR BUS

• CTR radio tuning panel tunes CTR VHF transceiver via L/R radio tuning panel

RTP (radio tuning panel)

• Off-side tuning light

− comes ON if a off-side radio is selected

− it also turns ON off-side tuning light on the on-side RTP of the selected radio

• The RTP does a continuous BIT

− if test fails: FAIL is displayed in both windows

− both windows show dashes if a failed radio is selected

MAT test

• Ground test

− system test

− use unused frequency (123.4)

MEL

• VHF system

− no relief

• RTP

− one may be inop (L RTP must be operative)

QUICK SUMMARY B777

28

HF Communication

• The HF system is used for communication with ground stations or other airplanes during long over-water flights (primary long range communication)

− Frequency: 2.000 MHZ - 29.999 MHZ

• (2) systems, but only one can be operated at a time

• (2) HF comm transceivers

− Location: E6 rack (aft cargo)

• (2) Antenna coupler

− Location: Vertical stabilizer fin

• (1) HF antenna

− Location: Vertical stabilizer fin

• The MIC audio and PTT discretes go to the transceiver through the AMU. Received audio goes from transceiver to the speakers and headsets through the AMU.

MAT test

• Ground test

− System test L/R HF

− unused frequency must be selected (2.000 MHZ)

MEL

• One may be inop

SELCAL

• Each airplane has a different SELCAL code. A ground station transmits this code with a signal to contact an airplane

• When the airplane receives its SELCAL code some indications come on to alert crew.

• The VHF and HF comm transceivers send received audio to the SELCAL decoder

• (1) SELCAL Decoder

− monitors for audio tones

− sends a signal to the AMU if tones are the same as the code

− Location: MEC E1 rack

• SELCAL Coding Switch

− gives each airplane its SELCAL code

− Location: behind SELCAL decoder

QUICK SUMMARY B777

29

Indication

• AMU sends a signal to the AIMS cabinets

− COMM medium message appears (SELCAL)

− Chime request to WEUs (aural warning speakers)

− CALL light for the transceiver that receives SELCAL code

− to reset indications, push CALL light or push PTT for related radio

Test

• Test can be carried out only via tower (functional test)

MEL

• May be inop

CVR (Cockpit Voice Recorder)

• When actuated manually or automatically, the voice recorder system continuously records (120 min)

− Flight crew communications (Capt, F/O, first Observer, channel sent by AMU)

− Conversation ( CVR microphone P5)

• Monitoring of recorded audio

− Cockpit voice recorder panel

− P40 panel

• An ERASE switch on the CVR panel erases the recorded audio

− Airplane on ground

− Parking brake SET

• A TEST switch on the CVR panel starts a test of the voice recorder system

− The needle on the test meter goes to green area and stays

− 620 HZ tone on plugged in headset

• An underwater locater beacon is fitted on the front of the CVR

MEL

• May be inop

QUICK SUMMARY B777

30

CMS (cabin management system)

(6) Boeing integrated systems (core functions)

• PAS (passenger address)

− MEL item

• CIS (cabin interphone system)

− MEL item

• PSS (passenger service system)

• PES (passenger entertainment system)

− audio

• CLS (cabin lightning system)

− except emergency lights

• Monitor and Control

− cabin temperature

− water and waste status

− cabin door status

BFE (buyer furnished equipment)

• PES (passenger entertainment system)

− video

− not activated

• CDN (cabin data network)

− not activated

• PTS (passenger telephon system) Core components CSCP (cabin system control panel) (1)

• 3 functions:

− core functions

− BFE functions

− maintenance functions

CACP (cabin area control panel) (1)

• core function only

CAH (cabin attendant handset) (8) FDH (flight deck handset) (1)

• use for PA and CI operation

• provide:

− 2-way audio

− dialing facility

ZMU (zone management unit) (3)

• (1) per zone

• 3 functions:

− distribute signals to each zone

− interface with 4 LRUs: OEU CAH CACP SEU

− control all MASTER CALL lights

QUICK SUMMARY B777

31

SDM (speaker drive module) (33)

• 2 functions:

− convert D/A audio signal to cabin speaker

− audio volume control

• use in PAS (passenger address system)

• (2) speakers per SDM maximum

ANS (ambient noise sensor) (12)

• contains microphone that sense area noise

• send the signal to SDM for auto volume control

PA/CI (passenger address/cabin interphone) controller (1)

• 3 functions:

− PAS operation

− CIS operation

− CHIME generation

EMC (entertainment multiplexer controller) (1)

• multiplex all audio signals into a single output

• convert parallel to serial transmission

CSMU (cabin system management unit) (1)

• 3 functions:

− provide interface with BFE

− provide interface with ARINC 629 databus

− data translator for CSCP

AMUX (audio multiplexer) (4)

• modulator with digital converter

• 2 functions:

− convert AF(audio frequency) to RF (radio frequency)

− convert RF from analog into digital

OEU (overhead electronics units)

• 3 functions:

− control reading light operation

− Attendend Call light operation

− Pax Info signs operation

SEU (seat electronics unit)

• 3 functions:

− convert A/D from pax handset

− convert D/A for pax headset

− tuner for PES-audio systems

ZPC (zone power converter) (3)

• supply power to SEU

• convert 115 VDC to 150 VDC

• power off via CSCP (this powers down SEUs and SVUs)

QUICK SUMMARY B777

32

Component location

• Entertainment center

− CSCP

− AMUX 2 (video)

− AMUX 3 (video)

• MEC E1 rack

− AMUX 4 (audio)

− AEP 3 (audio entertainment player)

− CSMU

− PA/CI controller

• MEC E2 rack

− EMC

− AMUX 1 (audio)

− AEP 1

− AEP 2

• Cabin ceiling

− ZMU

− ZPC

− SDM

− ANS

• Passenger service units

− OEU

• Underneath seats

− SEU

− SVU

Software loading

• OPS (operational data base)

− preloaded in store

− preloaded on CSCP harddrive

• CDB (configuration data base)

− must be downloaded after replaceing or swapping LRU

− downoad time up to 40 minutes

− preloaded on CSCP harddisk

• Phase 1 loading

− Software loading from Floppy drive to harddisk

• Phase 2 loading

− Software loading from harddisk to LRUs

QUICK SUMMARY B777

33

CSCP (cabin system control panel)

• Touch sensitive LCD screen

• Integrated Floppy drive

• Reset switch (to reboot computer)

• Audio jacks

• Maintenance access

• Behind CSCP are 2 harddrives (80 MB) fitted

− 1ea for core system and BFE

Monitor and Control

• Cabin temperature

− CTC signal to CSMU and CSCP/CACP

− temperature adjustment from CSCP/CACP via CSMU to CTC

• Portable water and waste status

− Water/waste status signal via OEU to CSCP/CACP

• Cabin door status

− PSEU signal to CSMU

CACP (cabin area control panel)

• Touch sensitive LCD screen

• Screen is interchangeable with CSCP screen

• No software loaded

• Core functions only, no maintenance access

CMS printer

• Location: At the bottom of entertainment center

• Printer is interchangeable with flight deck printer

CIS (cabin interphone system)

• Inputs

− Flight interphone (to PA/CI controller)

− FDH (flight deck handset) (to PA/CI controller)

− CAH (cabin attendant handset) (ZMU > PA/CI controller)

− C CDU (to PA/CI controller)

− AMU (to PA/CI controller)

• Outputs

− PA/CI controller > SDM > speaker > CHIME

− PA/CI controller > ZMU > MASTER CALL light

• On CSCP /CACP origin of call can be checked

QUICK SUMMARY B777

34

• PA/CI controller consists of (2) CI-channels (and (2) PA-channels)

− Normal and Alternate channel

− If normal channel fails pop-up window appears on CSCP/CACP asking to switch CI NORM/ALTN switch on the ASP (attendend switch panel)

− EICAS status message and maintenance message is triggered through Systems ARINC 629 Bus

• Priority of calls

− Pilot alert (dial * *)

− Conference call (dial 55 , 54)

− Station to station call

• Voice gate link connector at P30 External Power Panel connects CAH (cabin attendant handset) to local telephone net (2 lines)

CIS - Configuration Database programmed items

• Number and location of CAHs

• Dial codes

• Conference calls

• Chime types and count

• Flashing or non-flashing call lights

• CDU selection

• Priority line connections

PAS (passenger address system

• Crew announcement

• Recorded announcement

• Video system audio

• Boarding music

• Chimes (HI, HI-LO, LO)

• CSCP/CACP are used to control PA volume and to turn off ANS (ambient noise sensor)

• During PA, AEP (audio entertainment player) and VIU (video interface unit) are paused through CSMU

• During decompression or ditching setup, via Systems ARINC 629 Bus CSMU triggers PRAM (prerecorded announcement machine) to bring on prerecorded announcement

• During direct access PA, CI channel is bypassed and PA goes direct to PA controller channel

• Inputs

− Flight interphone (to PA/CI controller)

− FDH (flight deck handset) (to PA/CI controller)

− Video audio (to PA/CI controller)

− Boarding music (to PA/CI controller)

− PRAM (prerecorded announcement machine) (to AMUX)

− Audio entertainment (to AMUX)

− Video audio (to AMUX)

• Outputs

QUICK SUMMARY B777

35

− PA/CI controller > SDM > ZMU > SEU

− AMUX > EMC > ZMU > SEU/SVU > Pax headset

• PA/CI controller consists of (2) PA-channels (and (2) CI-channels)

− Normal and Alternate channel

− If normal channel fails pop-up window appears on CSCP/CACP asking to switch PA NORM/ALTN switch on the ASP (attendend switch panel)

− EICAS status message and maintenance message are triggered through Systems ARINC 629 Bus

PA priority

• Prio 1:

− Flight crew headset

• Prio 2A:

− Direct Access PA

− PA direct access switch on CAH cradle (Door 1L, 2L (R), 4L)

• Prio 2B:

− All 9 handsets (FDH and CAH)

• Prio 3A:

− PRAM (prerecorded announcement machine)

• Prio 3B:

− Safety video announcement

• Prio 3C:

− Boarding music

PAS - Configuration Database programmed items

• Number of SDMs, speakers, ANSs

• Speaker mute assignments

• PA areas

• Type of announcement for each speaker

• Volume control areas

• Volume reference level

• ANS reference level

• Chime types and count

• PA area to video area assignments

PSS (passenger service system)

• Seat call light

• Master call light

• Attendend call

− Pax handset > SEU > ZMU

− ZMU > PA/CI controller > SDM > SPEAKER

− ZMU turns on MASTER CALL light (via OEU)

• Reading light / Cabin light

− Pax handset > SEU > ZMU > OEU > READING LIGHT

QUICK SUMMARY B777

36

• Pax Info Sign

− Pax handset > SEU ZMU > OEU > INFO SIGN

• Lav smoke det / Lav call light

− OEU > ZMU > CSMU > Systems ARINC 629

• Monitor & Control

− Any attendend call and seat reading light can be monitored and disabled on CSCP/CACP

PSS - Configuration Database programmed items

• Master call light assignments

• Row call light assignments

• Lavatory call light assignments

• Reading light assignments

• Chime mute areas

• Passenger information sign control

• Panels for PSS ON/OFF control

• OEU configuration

PES (audio)

• 48 channels (24 channels stereo)

• Input

− (3) AEP (audio entertainment player) each CD player unit contsists of 4 CD players

− entertainment audio > AMUX 1/AMUX 4 > EMC

• Output

− EMC > ZMU > SEU > HEADSET

• Control & monitor

− CACP/CSCP are used to switch entertainment audio (AEPs) ON/OFF

− Audio check on CSCP (audio jack)

− SEU, SVU power can be turned off via CSCP/CACP

• Seat cable have different partnumbers (impendances)

PES - Configuration Database programmed items

• Entertainment audio channels

• Video audio channels

• AEP ON/OFF function

• SEU configuration

• Passenger handset assignments

QUICK SUMMARY B777

37

- 24 - ELECTRICAL POWER

General

• 11 Power sources

− 2 External Power requires 90 kVA each

− 2 IDG 120 kVA

− 1 APU 120 kVA

− 2 Backup Generator (BUG; VSCF) 20 kVA

− 2 Batteries (Main, APU)

• Batteries are maintenance-free and last 5-7 years

• There is no paralleling for AC or DC power system

• ELMS (electrical load management system) controls power distribution

− Power Panels for large loads > 25 amps (P100, P200, P300)

− Power Management Panels for small loads < 25 amps (P110, P210, P310)

− P320 Ground Handling/Service Panel

• L IDG and R IDG are controlled by L GCU and R GCU via EEU (ELMS electronics unit)

• APU is controlled by A GCU via EEU

• L BU GEN and R BU GEN are controlled by BUG Converter

• PEP (Primary External Power and SEP (Secondary External Power) are controlled by BPCU (bus power control unit) via EEU

• XFR (transfer) buses are importend buses

− feed Standby AC BUS, CPT FLT INST Bus, F/O FLT INST Bus

• if both IDG running both BTB (bus tie breaker) are tripped

• if APU running both BTB (bus tie breaker) are closed

• if L IDG or R IDG fails, appropriate GCB (generator circuit breaker) will be tripped

BPT

• Brake Power Transfer

− In flight and on ground

− On Gnd always, between PEP and SEP only

NBPT

• No Brake Power Transfer

− allows 2 power sources to parallel for 6 seconds

− on ground only

− between IDG, APU and Ext Pwr

ELMS

• 3 Power Panels (P100, P200, P300)

− ELCU (Electrical Load Control Unit) „contact breaker“ for large loads >25 amps

• 3 Power Management Panels (P110, P210, P310)

QUICK SUMMARY B777

38

− EEU (ELMS electronics unit) distribute small loads <25 amps via relays; interfaces to ARINC 625 (X-Talk between OPAS, ARINC 625 and EEU)

• 1 Ground Service/Handling Power Panel (P320)

• EEU (ELMS electronics unit) fitted in Power Management Panels only!

− each EEU contains 2 channels (LH and RH)

− 4 AC bus on each channel

− 4 DC bus on each channel

Cockpit Panels

• P5 ELEC Panel

− 4 Momentary switches (2 EXT PWR, 2 DRIVE Disconnect)

− 8 Alternate Action Switches (BATTERY, APU GEN, (2) BUS TIE, (2) GEN CTRL, (2) BACKUP GEN

• IDG DRIVE Light

− IDG low oil pressure

• BUS TIE ISLN Light

− Switch out and BTB open or GCU opens BTB due to fault

− switch must be cycled to unlatch a triped BTB

• BACKUP GEN OFF Light

− Low Oil pressure and Engine running

− Oil temperatur high

• APU GEN OFF Light

− A GEN fault or GCB trips APU Generator

− switch must be cycled to unlatch a triped GCB

• P61 Overhead Maintenance Panel

− Standby Power switch (normally AUTO position � AIMS control)

− Towing Power switch

External Power

• PEP (Primary External Power) FWD Connector

• SEP (Secondary External Power) AFT Connector (does not power Ground Handling Bus)

• Battery Switch must be ON before SEP is switched to ON

• External Pwr Available Light ON / Primary/Secondary Power Connected Light ON

− Power good Quality (Phase rotation, voltage, frequency, interlock cirquit)

• Not in use Light ON

− Electrical power not selected ON

− Ground Service Switch (Door L1) not selected ON (PEP only)

• Ground Handling

− Refueling

− Cargo loading

− PDOS (powered door opening system)

− not powered in flight

QUICK SUMMARY B777

39

• Ground Handling Priority:

− 1st PEP

− 2nd

APU

• Ground Service

− Cabin Lights

− Cabin power outlets

− Battery charging

− powered in flight

• Ground Service Priority:

− 1st Normal R MAIN AC Bus

− 2nd

PEP and Ground Service switch (Door 1L) ON

− 3rd

APU and Ground Service switch (Door 1L) ON

AC Generation

• Priority (L MAIN AC)

− 1st L IDG

− 2nd

SEP or APU Gen (last select in cotrol)

− 3rd

PEP or R IDG (last select in control)

• Priority (R MAIN AC)

− 1st R IDG or PEP (last select in control)

− 2nd

SEP or APU Gen (last select in control)

− 3rd

L IDG

• GCU controls IDG

• Backup Generator Converter controls BUG (Backup Generator)

• A GCU controls APU Generator

• AIMS provides:

− Synoptics

− Maintenance pages

− Alert Messages

• IDG Drive

− Thermal Fuse disconnects IDG automatically due to high oil temperatur (IDG has to be replaced)

− IDG disconnect by DRIVE switch (reconnect mechanical)

− IDG oil level check via Maintenance Page or visual check

− IDG oil filter check via Maintenance Page or visual check ( diff press indicater)

− Oil level indication NORMAL, SERVICE, -- -- (10 minutes after engine shut down)

− Oil filter indication NORMAL, BLOCKED

− Oil service and visual oil level check trough service panel (Oil service at service panel currently not possible on EK aircrafts)

− IDG is fitted on backside of gearbox

− Air/Oil heat exchanger (LH Fan case)

− Oil In/Out Temperatur Sensor (LH Fan case)

• APU Generator

− 120 kVA

− APU oil system used for lubrication and cooling

QUICK SUMMARY B777

40

• Backup Generator (BUG)

− Oil level check and refill same as IDG

− Oil filter check same as IDG

− Oil overpressure dump valve reliefs oil pressure in case of high oil temperatur

− (3) PMG fitted on each BUG; (1) for BUG field power, Backup power for GCU and (2) for FCDC PSA (flight controls dc power supply assembly)

− BUG is fitted on frontside of gearbox

− Air/Oil heat exchanger (RH Fan case)

− Oil In/Out Temperatur Sensor fitted in lube tubes near BUG

• Backup Generator Converter

− only one BUG on line at one time (System split)

− Converts to constant 115V/400Hz

− provides protection to XFR buses

− provides power only to L XFR and R XFR bus

− Fitted under PMAT E4 Rack

− Converter is powered: Engine start (15 seconds BUG Control Test), Autoland request, loss of L or R XFR BUS

− controls CCB (converter circuit breaker) and TBB (transfer bus breaker) to do NBPT to the transfer buses, if one AC MAIN bus loses power

− No time limit for operation

• Backup Generator Power Transfer

− L or R IDG fails � appropriate BUG feeds XFR bus

− Both IDG fail � R BUG takes over L BUG standby

• Backup Generator Converter cooling

− normal cooling: FWD Equipment cooling fans BUG Converter Supplemental fan runs if:

− BUG Test (during engine start or via MAT)

− BUG powers both XFR buses

− high temperatur in converter

− fwd equipment fans failed

− high inlet temperatur in converter and BUG converter powers one XFR bus

• ELCU (Electrical Load Control Unit) detects:

− Overcurrent

− Differential fault

− Load rating

− Faults are latched

− Unlatching by removing power from controlled and latched signal (2 CB’s)

• RAT

− Located aft of RH MLG Door

− RAT deployment in flight by ELMS

− RAT Generator 7.5 kVA Supply to:

− Standby AC BUS

− Capt Flt Instrument Bus

− F/O Flt Instrument Bus

QUICK SUMMARY B777

41

− Battery No 2 Bus

− Battery Bus

− C FCDC PSA

• Battery power to (7 min only):

− Hot Battery Bus

− Standby AC BUS

− Battery No 2 Bus

− C FCDC PSA

− Main and APU Battery are interchangeable (Ext Power MUST be ON if Battery is removed!)

− Battery Charger is fitted in E3 rack (MEC)

− Battery is fitted between E3 and E4 Rack MEC

• Auto Land Request

− 3 seperate Power sources requested

− L IDG and R IDG are 1st and 2

nd power source

− BUG Converter selects BUG as 3rd

power source (normal R BUG)

• CMCS Tests

− BUG Test (same as Engine start test) Engine must be running

− ELMS self test to test all cirquit cards in EEU

Load Shedd

Controlled by EEU (ELMS electronics unit)

• Configuration Load Shedd

− due to loss of one major power source

− all 9 non-essential loads will be removed together

• Sequential Load Shedd

− due to overload of power source

− EEU will reduce load step by step

• Restoration Logic

− restores step by step or all loads together

− depends on shedd mode

DC Generation

• Normal Power

− 4 TRU

• Standby Power

− Statiuc Inverter (same P/N as towing static inverter!)

− RAT Generator and GCU (7.5 kVA)

• Emergency Power

− 2 Batteries and 2 Battery Charger

− Main Battery Charger can be used as TR

• Towing Power

− optional

− Towing Static Inverter is controlled by Towing Power Switch

• FCDC (flight controls dc)

− (3) PSA (power supply assembly)

QUICK SUMMARY B777

42

− (3) FCDC Battery provides Backup for PSA (same P/N as used for cabin file server system E-15)

• All components are located in MEC, exept R PSA and FCDC Battery (FWD Cargo), APU Battery and Battery Charger (E-10 bulk cargo compartment)

• Normal Condition

− L XFR bus controls L TRU and TRU C1

− R XFR bus controls R TRU and TRU C2

• Both IDG fail (Standby Power)

− Main Battery is one source

− RAT (TRU C1 and TRU C2) is one source

− AC power provided through Static Inverter

• Battery Power (47 Ah, NICD, Maintenance-free

− Main Battery and APU Battery are interchangeable

− In Flt HOT BATT, BATT, CAPT FLT INSTR and BATT NO 2 buses are powered

− On GND with Battery Switch ON HOT BATT and BATT NO 2 bus are powered

− Standby Power provides power for 7 minutes

− Hot Battery bus provides power for 10 days

• Main Battery Charger TR Mode

− In flight only

− Autoland request

− Main Battery overheat

− Loss of normal DC source

− Main charging mode (Battery low): Temperature controlled

− Topping mode (will last for 11 minutes): Time controlled

− Floating mode (switching between TR and charging mode)

− Main Battery charger is interchangeable with APU Battery charger

• TRU

− DC TIE BUS RLY closes if TRU C1/C2 or L/R Transfer bus fails

− CAPT/FO BUS TIE RLY closes if TRU C1/C2 or CAPT/FO FLT INSTR bus fails

• Standby Power Switch

− OFF position: Switches Static Inverter to OFF (on ground)

− AUTO position: Static Inverter ON if L transfer bus loss or Autoland ISLN request

− BATT position: DC Standby Power Test

QUICK SUMMARY B777

43

DC Standby Power Test

• Automatic Test

− every 72 h from previous test and AC on GRD and L and R XFER Bus powered

• Manual Test

− Standby switch to BATT (mom) and Main Battery Switch ON and L XFER Bus powered

RAT

• RAT auto deployment

− A/C in air and loss of both XFER Bus

Towing Power

• Towing Power switch in position TOWING

− ELMS controls Main TOW BUS RLY

− Position lights available

− ACP and capt speaker available

− Capt flood light

− Brake source light

− Brake pressure indicator

− Towing BATT Light

− power available up to 45 minutes

PSA (power supply assembly)

• powered through PMG, BATT bus, FLT INSTR bus and own battery

• Battery Interlock CB on FCDC PSA must be pulled if PFC is removed! (For more information see chapter 27)

Indication

• AC control and Battery information indicated on Electric Synoptic Page

• Maintenance Pages (2) provide AC, DC, Generator source PSA, and discrete datas

QUICK SUMMARY B777

44

- 26 - FIRE PROTECTION

• Engine fire / overheat detection / extinguishing

• APU fire detection / extinguishing

• Lower cargo smoke detection / extinguishing

• Duct leak / overheat detection

• Wheel well fire detection

• Lavatory smoke detection / extinguishing

• FIRE / OVHT TEST

− Engine fire

− APU fire

− Cargo smoke

− Wheel well fire

• if FIRE/OVHT test fails on one or more system

− Advisory message shows failed system

− Status message shows failed LRU

• Squib test

− at ELMS power up

− at engine shut down and A/C on ground

− MAT Ground tests <Operational tests>

− Status message shows system failure (ENG, APU or CARGO SQUIB)

Engine

• 2 loop system

• Overheat / Fire warning (AIMS, WEU)

− Overheat: Master caution, caution aural, EICAS message

− Fire: Master waring, Fire aural, Fuel control switch light, Fire handle light, EICAS message

• 2 Fire detection cards

− interchangeable with APU

− loc: MEC, L/R SCF

• 6 loop elements

− 2 ea zone 1 (gearbox)

− 1 ea zone 2 (IP compressor)

− 3 ea zone 3 ( lwr aft core, lh core, rh core)

• Deselecting of faulty loop

− short circuit always monitored

− open cirquit tested during power up, fire test, periodic

• 1 loop fire

− after 15 sec BIT on other loop

− if test ok 1st loop will be deselected

− if test negative this loop will be deselected

• Singel loop fail � STS message

• Dual loop fail � ADV and STS message

QUICK SUMMARY B777

45

Turbine overheat

• Turbine overheat test not tested with FIRE / OVHT test

• 2 sensors T44 (1ea in front and aft of IPT)

• Both sensors must sense overheat

• Turbine overheat causes Fire Warning indication in the cockpit Fire extinguishing

• 2 Bottles HALON

• Location FWD cargo compartment RH

• Both bottles can be fired on same engine

• ENG BTL DISCH light comes ON if pressure switch on bottle sense low pressure

• APU bottle is interchangeable with engine bottles

• Pressure switch test (button at switch)

− DISCH light on P8

− EICAS message

• Fire handle functions

− indicates fire

− stops engine

− controls fire extinguising system

− isolates engine from airframe systems

• Fire handle solenoid is unlocked if

− fire waring occurs

− BAT switch ON and Fuel control switches CUTOFF

− during FIRE/OVHT test

APU

• Auto shutdown in unattended mode

− Auto fire extinguishing

− OR logic: one loop causes fire warning(for more safety)

• Auto shutdown in attended mode

− Both loops for fire warning

− No extinguishing

• No overheat protection

• 1 APU fire detection card

− interchangeable with engine

− Location: MEC, R SCF

• 3 loop elements

− 1 upr fwd support

− 1 LH APU compartment

− 1 LH access door

− no loops on APU itself

• P40 Panel

− Horn only on ground

− Fire bottle armed light on ground and in flight

− APU fire shut down

− APU bottle discharge

− Bottle discharge light

• Fire bottle armed light (P40)

QUICK SUMMARY B777

46

− reset with FIRE/OVHT test

− APU REMOTE SHUTDOWN status

− No APU start possible (remember in case of unsuccessful battery start!

• Bottle can be fired even with APU and BAT OFF! (HOT BAT BUS)

• (1) Bottle in stabilizer compartment (interchangeable with engine bottles)

Lower Cargo smoke detection

• FWD and AFT cargo compartment

• Test with FIRE/OVHT test or via MAT

• BIT at power up, periodic, Fire test, MAT

• (2) smoke detectors (2 channels)

− Pin programmed for location and active ports

− FWD detector controls and powers Equipment Cooling smoke detector

− (2) fan (LRU, 1 active, 1 standby)

− interchangeable

− software loaded

− location oposite cargo door side wall

• Smoke detector fan is not running

− on ground and R ENG OFF and cargo door open

• „Mango“ - modification

− (3) water seperators

− (3) heater

− (3) controller

− all components in ceiling

• Indication

− EICAS msg

− Master warning and Fire aural (inhibit during T/O)

− Cargo Fire light

• (5) Bottles /FWD cargo compartment RH)

− (2) dump bottles

− (3) metered bottles

• A/C in flight

− If A/C on GND within 20 min 1 metered bottle is fired at tuchdown

− If A/C in Flt > 20 min all 3 metered bottles are fired (ELMS)

• A/C on ground

− both dump bottles were fired together

− after 20 min 1 bottle is fired (halon for 60 min) ELMS

• (2) In Line Pressure Switches

− turn on DISCH light

− switch stays latched (mechanical reset)

− downstream of flow valve

• Filter regulator provides continiuous slow flow

• (2) Flow valves

QUICK SUMMARY B777

47

− have squibs

− armed with Cargo Fire ARM switch

• Replacement of fired bottle:

− Flow Valve and Filter Regulator have also to be replaced

• All cargo smoke detection system data are at Fire Protection Maintenance Page available

Duct leak/overheat detection

• Body duct leak detection

− 20 loop elements

− MLG wheel well to APU

• Wing duct leak detection

− 5 loops on each side

− Wing L/E and ECS pack area

• Fan case overheat detection

− 1 at LH fan case

− detects anti ice or starter duct leaks

• Engine strut overheat detection

− 2 frame type elements in strut

− 1 loop element in wing L/E

• 3 DLODS (duct leak and overheat detection) card (L,C, R)

− control and monitor

− Location: MEC L/R SCF

− software via MAT download if card changed

• If any overheat detected appropriate duct will be isolated

− by ASCPC (air supply and cabin pressure controllers) or ACIPS (airfoil and cowl ice protection sytem)

− closed and latched valves to be reset by cycling command switch

− BLEED LOSS XX advisory msg

• EICAS and Master caution in case of overheat

• If both loops are shorted STS message occurs

• Inactive maintenance message

− overheat detected or intermittend fault

• active maintenance message

− loop fault

− see also previous flight leg

Wheel well fire detection

• 2 detector elements

− at ceiling of L/R wheel well

• L/R DLOD cards used for monitor and control

• Tested via FIRE/OVHT test

• Master warning, Fire aural, EICAS message

• one loop failure triggers maintenance message

• both loop failure triggers status message

Lavatory smoke detection

QUICK SUMMARY B777

48

• Smoke detector in each toilet

• Warning

− Smoke LED and warn horn ON at smoke detector

− LAV call light outside toilet

− Master call light

− Chime

− Smoke pop-up screen at CSCP (cabin system control panel) and CACP (cabin area control panel)

− EICAS message

• System test

− on Lavatory Smoke Detector for each toilet

− CSCP (cabin system control panel) for all toilets

•

• Reset at smoke detector interrupt switch or at call light

− Warn horn goes away

− Smoke alarm LED stays ON until smoke is gone

• Fire extinguisher container with soldered seal (melting at 77 deg)

• Temperature indicator stripe

QUICK SUMMARY B777

49

- 27 - FLIGHT CONTROLS

General

• The Primary Flight Control System uses fly-by-wire technology

• During Trouble shooting and after replacing components: Check EXISTING FAULTS if there are any FLIGHT CONTROL messages!

• PFCS (primary flight control system)

− Aileron and Flaperon

− Spoilers and Speedbrakes (14)

− Elevator

− Horizontal Stabilizer

− Rudder (Rudder Tab to increase effectiveness of rudder)

• HLCS (high lift control system)

− Trailing Edge Flaps (double sloted inbd, single sloted outbd)

− Leading Edge Flaps (14)

− Krueger Flaps (1ea just inbd of engine strut)

• Automatic protective functions (BOSTO)

− Banking angle protection

− Overspeed protection

− Stall protection

− Thrust asymmetry compensation

− Overyaw protection

• Limited standby control

− Roll control: Spoilers 4 and 11 are operated mechanically

− Pitch control: Alternate horizontal stabilizer control

PFCS (primary flight control system)

• Flight Controls ARINC 629 Buses (3)

• PFC (primary flight computer) (3)

− PFC calculates command based on control laws

− gets Airspeed and Attitude data from ADIRU and SAARU

• PFCS Modes

− Normal mode

− Secondary mode (loss of ADIRU and SAARU data)

− Direct mode (loss of all 3 PFC, ACE calculates signal)

− Auto Pilot is available in normal mode only

• ACE (actuator control electronics) (4)

QUICK SUMMARY B777

50

• AFDC (autopilot flight director computer) (3)

− PFC receive autopilot commands from all 3 AFDCs

− PFC generates digital backdrive signal

− AFDC converts digital signal in a analog signal and supplies backdrive actuators (to move the control column/wheel)

• PSA (power supply assembly) (3)

− each PFC has is own PSA

− PFC CB’s are on PSA frontplate

• ADIRU (air data inertial reference unit)

− 6 Laser Giros

− sends data to L/R Flight Control ARINC 629 bus

• SAARU (secondary attitude air data reference unit)

− 4 Fibre Optic Giros

− sends data to C Flight Control ARINC 629 bus

• ADM (air data module)

− converts pitot/static signals into digital ARINC 629 data

• Flight Control Position Transducer (20)

− Roll (6) LVDT

− Pitch (6) LVDT

− Yaw (4) LVDT

− Speedbrake lever RVDT (4)

− measure position of control wheel/column

− Mid value selection and average calculation

• Flight Control Force Transducer (3)

− (1) Aileron

− (2) Elevator

− measure total force from control wheel/column

• PFC uses on-side concept

− Receive data from all buses

− Transmit data to on-side bus

• Analog Interfaces

− Rudder Trim

− Flight Control Position Transducers

− Flight Control Force Transducers

− FSEU (flap slat electronics unit)

− PCU

− PFC disconnect switch

− STCM (stabilizer trim control module)

− Elevator Feel Actuator

− AIMS

QUICK SUMMARY B777

51

PFCS electrical power distribution

• PSA (power supply assembly)

• FCDC (flight controls dc)

• Primary power source: Backup Generator PMG (2 PMGs each BUG)

− L ENG PMG to L PSA

− R ENG PMG to R PSA

− L+R ENG PMG to C PSA

• Secondary power source L/R 28 VDC BUS and CAPT FLT INST BUS

• Backup power source HOT BAT BUS (L/C PSA only)

• R PSA has no backup power source

• On ground PSA change to secondary power

• Each PSA has own FCDC Battery to supply power during power transition (very short lifetime)

• L PSA supplies power to L PFC and L1 ACE and PCU

• R PSA supplies power to R PFC and R ACE and PCU and R STCM

• C PSA supplies power to C PFC and C ACE and PCU and C STCM

• L2 ACE is powered direct from 28 VDC BAT bus

• If A/C electrical power shutdown with PFC removed/deactivated FCDC battery will be drained

• After switching off hydraulic power PFC starts self test (hydraulic press <1000 psi), wait 3 minutes before electrical power down of A/C or FCDC batteries will be drained

• If PFC LANE or PFC Message exits, pull PFC CB’s (4ea PFC) before power down

• BAT INTLK, PFC LANE 1, LANE 2, LANE 3 CB’s located on PSA frontplate

ACE (actuator control electronics)

• ACE operate in all 3 PFC modes

• ACE Function

− in Normal Mode ACE converts analog position transducer signal into digital data and sends it to the Flight Control ARINC 629 bus, ACE converts digital PFC command data into analog signal and supplies PCU

− in Sendodary Mode ACE uses internal Pitch Rate Sensor instead of ADIRU/SAARU data

− in Direct Mode ACE processes analog input signal with internal hardware and sends analog command signal (PFC DISC or loss of data from all 3 Flight Control ARINC 629 buses)

QUICK SUMMARY B777

52

• Pinprogrammed (location and software)

• Activ cooled

• Location: L1/L2/C ACE in MEC, R ACE in E5 rack (fwd cargo)

• Primary Control

− each PCU is controlled by a seperate ACE

• STCM 2 motors controlled by all 4 ACE

• Each ACE controls one pair of symetric spoilers

• Single ACE failure will cause loss of one PCU in Aileron, Flaperon, Elevator, Rudder

PFC (primary flight computer)

• passiv cooled

• Pinprogrammed

• Software loaded (90 minutes to load software)

• No software option (AMI airline modifiable information)

• 3 lanes per PFC

• 3 PFC (L / C / R) = 3 Channel � 1 Channel = 3 Lanes

• If single channel fails no software loading possible (c/out LRU replacement test via MAT)

• Before loading software deactivate other PFC’s by pulling CB’s (prevents battery draining)

• PFC and Lane faults

− 3-3-2 (1 Lane fault) � MEMO message (Normal mode, go-item)

− 3-2-2 � PFC CONTROL LANES status (Normal mode, go-item)

− 3-3-1/0 (1 Channel failure - PFC shut down) � PFC CHANNEL status (Normal mode, go-item)

− up to 2-1/0-1/0� FLIGHT CONTROL SYS status (Normal mode, No dispatch-item)

− PFC shuts down if there are 2 or 3 lane failures at the same PFC (PFC needs at lest 2 lanes to operate)

− If all 3 PFC lost � Direct mode (Caution, advisory, status messages)

− Secondary Mode is not a PFC failure mode, it is due to a input data failure (ADIRU and SAARU)

• Each lane is produced by a different manufacturer (IBM, SUN, APPLE)

• During power up Lane Selection Logic starts

− changes lane at every landing

− selects 3 different brand lanes at power up

• PFC Functions

− Rool control

− Aileron lockout

− Spoiler 5 and 10 lockout (during flight only)

− Flaperon / Aileron droop

− Elevator feel

− Elevator offload

− Column cutout

− Stabilizer shutdown

− Yaw control

− Rudder ratio

− Wheel / Rudder cross tie

QUICK SUMMARY B777

53

− Speedbrakes

− Rudder trim

− Auto speedbrake

• Protection Functions (not available in secondary / direct mode)

− Bankangle

− Overspeed

− Stall

− TAC (thrust asymmetry compensation)

− Overyaw

• Stability Augmentation

− Speed stability

− Yaw damping

− Turn coordination

− Gust suppression

− Modal suppression

• PFC DISC light

− ON if PFC is in direct mode, regardless how mode was engaged

• PFCS operation modes

− Primary Flight Computers DISC switch lets Pilot select the direct mode of operation

− On ground SPD < 40 kts PFCS selects highest mode

− In air Pilot has to recycle Primary Flight Computers DISC switch Normal Mode:

− Primary Flight Computers DISC switch in AUTO

− Input data is available

− At least (1) PFC and (3) ACEs are in normal mode Secondary Mode: (No protection functions)

− PFCS selects secondary mode if it detects loss of both ADIRU and SAARU data

− PFCS selects secondary mode when (2) ACEs are in direct mode Direct Mode:

− If there are (3) ACEs in direct mode, the PFCS switches the last ACE to the direct mode

− Primary Flight Computers DISC switch in DISC position causes direct mode

• Isolation Valve (6)

− C system Isolation Valves can not be closed in flight

− VALVE CLOSED light comes ON if valve is not open

• Flight Control Syoptic Display

− Crossed and amber symbol � defective condition

− Scale with no pointer � position unknown

− FLT CTRL MODE � Normal mode green � Sec / direct mode amber

− Hydraulic power supply condition (during malfunction only)

− ACEs condition (during malfunction only)

QUICK SUMMARY B777

54

• Flight Control Maintenance Pages (3)

− Page 1: Position, force and pressure transducers variables (input LVDT)

− Page 2: Surface position, actuator hydraulic data (Actuator LVDT) (X = invalid, S = shutdown)

− Page 3: Analog discretes (ACE, AIMS)

• MAT tests

− 54 MAT tests

− most tests remove latched faults

− ACE Monitor Test and Actuator Confidence Test (test results on MTMP (CH 31 SMT Message)

Aileron

• 2 PCUs per Aileron and Flaperon

• 3 AFDC (autopilot flight director computer) prevent aileron trim during autopilot operation and bankangle protection operation

• Force transducers send signal to ACE. The PFCs use this function for the bankangle protection function.

• PCU fitted together with reaction link to reduce force on structure

• 2 Trim Switches (Arm Switch / Control Switch) used for aileron trim

• Aileron Trim Indicator placards on top of control column

• Aileron PCU Modes

− Normal

− Bypass

− Blocking/Damped

• Flaperon Modes

− Normal

− Bypass Aileron PCU

• Bypass Solenoid Valve (discrete input signal from ACE)

• Blocking Solenoid Valve(discrete input signal from ACE)

• EHSV (electro/hydraulic servo vcalve) (analog input signal from ACE)

• EHSV Position LVDT (analog feedback signal to ACE)

• Actuator position LVDT (analog feedback signal to ACE)

• Actuator Null LVDT (analog feedback signal to ACE)

• Actuator Null LVDT is used for rigging (remove cover to get access, MAT used for rigging)

• Manual bypass for manual extension

• Aileron PCU Normal Mode

− Below cruise speed ACE energize bypass solenoid and blocking solenoid

− Aileron Lockout: Above cruise speed PFC command through ACE aileron flair and lockout, ACE energizes bypass solenoid and de-energizes blocking solenoid

QUICK SUMMARY B777

55

• Aileron PCU Bypass Mode (Failure Mode)

− ACE de-energizes bypass solenoid and energizes blocking solenoid (single hydraulic or electrical failure) if there is a subsequent failure on the ajacent PCU its ACE de-energizes ist bypass solenoid and aileron move up approx 15 deg due to airload

• Aileron PCU Blocking/Damped Mode

− ACE de-energizes both bypass and blocking solenoid this happens if PCU has no power or PCU has a failure at cruise speed

• If both aileron PCU are in bypass mode aileron will float up at low speed flight

Flaperon PCU

• Flaperon PCU has no manual bypass

• Flaperon PCU has no blocking solenoid

• Bypass solenoid valve (controls pilot pressure to mode selector valve)

• Mode selector valve (two positions: Normal / Bypass)

• EHSV

• EHSV LVDT (position feedback to ACE)

• Differential pressure sensor (measures differential pressure across actuator piston)

• Flaperon PCU Bypass Mode

− ACE energizes bypass solenoid

• Flaperon PCU Bypass Mode (failure mode)

− ACE de-energizes bypass solenoid due to a single hydraulic or electrical failure

− If both PCUs of a flaperon are in bypass mode, in flight the airload causes the flaperon to move up to a max of 10 deg

• During T/O and speed < 85 kts flaperon is commanded to bypass mode and back to normal mode above 100 kts

• Flaperon without electrical and hydraulic power move free up and down

• aileron without electrical and hydraulic power move free down and are blocked to move up

• Aileron is rigged 2 deg TED

• No force fight equalisation if PFC goes into direct mode

• Aileron deflection is a function of

− Control wheel input

− ADIRU CAS

− FSEU (flap position)

QUICK SUMMARY B777

56

• Aileron Lockput is a function of

− ADIRU CAS

− Altitude

− Blocking valve is de-energized

• Aileron lockout is available in all 3 PFCS modes Aileron / Flaperon droop (Normal mode)

• Landing

− Aileron: 0.6 deg TED

− Flaperon: 31 deg TED

• Take Off

− Aileron: 8 deg TED

− Flaperon: 10 - 20 deg TED

Aileron / Flaperon droop (Secondary / Direct mode)

• Flaperon droop 20 deg, Aileron do not droop

• On ground flaperon move to faired position when speed brake lever moves from 17 - 55 deg; when speed brake goes back flaperon droop again as a function of flaps

BAP (Bank Angle Protection) - function

• If banking angle > 35 deg a signal to Backdrive actuator applies force to the control wheel and reduces bankangle to 30 deg

• Bankangle pointer turns amber if BAP is active

• BAP function

− does not operate speed > 75 kts

− speed between VMO - VDIVE BAP

LAM (Landing Attitude Modification) - logic

• Overspeed approach with flaps at 25-30 deg flaperon droop decreases and at 20 kts overspeed droop becomes 0 deg

Aileron / Flaperon Control in Secondary mode

• Aileron is commanded to lockout as a function of flaps discretes (UP/DN)

• Flaperon droop available only (20 deg)

• Force fight equalisation available

• No protection functions

Aileron / Flaperon Control in Direct mode

• Aileron lockout as a function of flaps

• Flaperon droop available (20 deg)

QUICK SUMMARY B777

57

Spoilers

• Spoilers 4 and 11 are mechanical controlled for roll command

• Spoilers 4 and 11 are electrical controlled for speedbrake command if speedbrake lever is at 54 deg (in normal mode only)

• Mixing: Spoilers 4 and 11 no spoiler mixing

− Spoilers 4 and 11 have speedbrake priority

• Spoiler inhibit if pitch > 2 deg

• Roll/speedbrake command in air: Inbd 20 deg outbd 45 deg

• On ground all spoilers (exept 4 and 11) extend 60 deg (4 and 11 extend 45 deg)

• Normal mode

− Spoilers 5 and 10 lockout along with aileron during cruise (speedbrake and roll)

• Secondary / Direct mode

− Spoilers 5 and 10 lockout all the time

− Spoilers 4 and 11 are not operated as speedbrake

• Spoiler PCU (exept 4 and 11)

− EHSV

− Actuator position LVDT

• Spoiler PCU (4 and 11)

− Speedbrake solenoid valve

− Actuator position valve

• Spoiler PCUs are rigged by adjusting rod of actuator (contrary to all other PCUs, which are rigged by Null-LVDT)

• Manual Bypass Lever for manual extension

• If ACE finds a failed PCU, it provides electrical ground to both PCU (pair) controlled by it (both spoiler retract)

• Spoiler / Speedbrake Control function

− Spoiler lockout logic (5 and 10)

− Spoiler roll schedule

− Spoiler mixing

− Speedbrake inhibit logic

− Mechanical speedbrake logic

Auto Speedbrake

• Available only in Normal PFCS mode

• Autospoiler operate if AC on ground and autospoiler signal to PFC

• Autospoiler signal

− Arm signal by spoiler lever transducer

− Thrust reverser operated signal by auto speedbrake T/R switch

QUICK SUMMARY B777

58

• A/C on ground signal

− Altimeter

− Truck tilt signal (PSEU)

− TRA validity (EEC) not T/O power

− Truck tilt pressure sensor (HYDIM)

− WOW

• Auto speedbrake relays location: Fitted on floorbeam bracket in FWD equipment center

• Both speedbrake relays energized by ACE through PSA � power to extend

Rudder

• Single rudder with tab

− Tab deflects double rudder deflection

− improves aerodynamic effectiveness

• Limited rudder pedal override (contol rod, oneway pogo)

• Rudder pedals are moved during rudder trim and TAC signal

• Rudder PCU modes

− Normal

− Bypass

− Damped

• On ground with no hydraulic power all PCU are in damped mode

• Rudder PCU (3)

− Pressure reducer solenoid valve (provides reduced pressure to PCU)

− Differential pressure LVDT

− Bypass LVDT

− Damped solenoid valve

− EHSV

− EHSV position LVDT

− Actuator position LVDT

− Actuator Null LVDT

• Full pressure (3000 psi ) PFC command

− failure of any PCU

− Altitude < 500 psi

− Flaps extended

• Reduced pressure 1850 psi / 1910 psi

• During normal mode of PFCS (PFC command) PCU operate with reduced pressure during cruise

• Rudder Control PFC functions in normal mode

− Rudder schedule

− Rudder ratio changer (function of CAS)

− TAC (thrust asymmetry compensation)

− Yaw damper (+/-6 deg only in air)

− Wheel - Rudder cross tie (+/-7,8 deg)

− Gust suppression (+/-6 deg)

QUICK SUMMARY B777

59

− Modal suppression

− Force fight equalisation

− Hydraulic pressure control

− Rudder trim

− Autopilot yaw commands

• Rudder control PFC functions in secondary mode

− Rudder fixed schedule

− Degraded rudder ratio

− Secondary yaw damper

− Force fight equalisation

• Rudder control PFC functions in direct mode

− Rudder fixed schedule

− Degraded rudder ratio

− Hydraulic pressure control

Rudder Trim

• Rudder trim actuator consists of RVDT to provide rudder trim scale pointer

• Rudder trim switch is a dual torque switch

− > 25 deg turn � armed

− < 25 deg turn � 0.5 unit/sec

− 40 deg turn � 2 unit/sec

• T/O configuration warning if trim >2 deg and A/C on ground and RH engine T/O power

• Rudder manual trim cancel can not cancel any TAC input

• No rudder trim cancel in direct mode

• Rudder trim passes through ACE and PFC

• If L1 ACE fails, rudder trim does not operate (no sevo command)

• No TAC function, trim cancel function and high speed trim function if R ACE fails

TAC (thrust asymmetry compensation)

• TAC is available in normal mode only

• TAC uses 60% of rudder travel

• TAC uses trim actuator to position rudder pedals

• TAC gives rudder command if differential thrust > 6000lbs and CAS > 70 kts

• TAC PFC function (normal mode) goes direct to PCU and also as signal to rudder trim actuator to move rudder pedals

QUICK SUMMARY B777

60

Elevator

• Protection functions

− Overspeed

− Stall

• To operate Elevator Force Transducer input and elevator position transducer input must be available

− Force transducers send signal to PFC that columns are not in neutral position (>2.5 lbs)

• Pitch trim switch input controls elevator, then stabilizer offloads elevator

• WOW supplies power to stick shaker Elevator PCU (4)

• Elevator PCU has a manual bypass valve

• Elevator PCU has a manual test valve

− To check compensator check valve

• Elevators do not droop down with no hydraulic pressure available (blocking mode)

• Only autopilot input moves column

• Elevator PCU modes

− Normal

− Bypass

− Blocking

• Elevator PCU

− Bypass solenoid valve

− Blocking solenoid valve (2 coils)

− EHSV

− EHSV position LVDT

− Actuator position LVDT

− Actuator Null LVDT

− Differential pressure LVDT

− Pressure reducer solenoid valve (reduces pressure)

• Reduced pressure (2140 psi) during normal operation

• High pressure (3000 psi) if ajacent PCU fails

• ACE de-energizes bypass solenoid and one coil of blocking solenoid, then elevator PCU goes into bypass mode

• Elevator PCU goes into blocking mode only (2nd

blocking solenoid de-energized) if elevator is near to fair position

• Elevator control PFC functions in normal mode

− Elevator column control

− Speed stability

− Flare compensation

− Stall protection

− Overspeed protection

− Elevator rig position

QUICK SUMMARY B777

61

− Elevator command limiting

− Force fight equalisation

− Elevator feel logic

− Elevator offload (in air only)

− Autopilot pitch commands

• Elevator control PFC functions in secondary mode

− Elevator control schedule

− Pitch rate

− Elevator command limiting

− Force fight equalisation

− Elevator feel logic

• Elevator control PFC functions in direct mode

− Elevator control schedule

− Pitch rate sensor

− Elevator feel logic

• Speed stability function

− Trim reference speed is the last speed selected by pitch trim switch or by pitch trim levers

Elevator Feel

• Elevator feel in all 3 elevator modes

• Elevator Feel Unit (2)

− Elevator feel actuator changes geometry as a function of speed

− electrical/mechanical unit

− Spring to bring back feel unit to low speed configuration (fail safe)

− If one actuator fails other actuator is doubled

− Actuator engages < 40 kts (to do feel check)

− Actuator disengages > 40 kts

− Actuator engages again 5 sec after liftoff

− RVDT in feel actuator supplies feedback signal

Stabilizer

• Ballscrew actuator is driven by 2 hydraulic motors

• Stabilizer motion speed (4 speed)

− Low rate of speed with 1 motor

− High rate of speed with 1 motor

− Low rate of speed with 2 motors

− High rate of speed with 2 motors

• Auto shutdown logic

− Column cutout: Column movement opposite to pitch trim

− Stabilizer cutout: Uncommanded movement

QUICK SUMMARY B777

62

• Components

− Stabilizer cutout switches

− Control wheel pitch trim switches (electrical control)

− Alternate pitch trim switches (mechanical control)

− Hydraulic brakes (2)

− Hydraulic motors (2)

− Stabilizer position modules (3)

− STCM stabilizer trim control module (2)

− Stabilizer position indicators

• STCM (stabilizer trim control module)

− 1 ea control / arm trim UP solenoid

− 1 ea control / arm trim DOWN solenoid

− Rate control solenoid

− Pressure switch (hydraulic brake status, signal to ACE)

− Motor operated s/o valve (automatic / manual cutout)

− Brake bypass valve

− All components are LRU

• Brake Bypass Valve

− To test operation of hyraulic brake (cutoff hydr power from brake)

• Stabilizer Ballscrew Actuator

− 2 primary brake pawls (provide friction for both directions)

− 2 hydraulic brakes

− 2 hydraulic motors (LH motor C sytem, RH motor R system)

− Safety rod internal of ballscrew

− Motor case drain oil is used to heat up brakes

• SPM (Stabilizer Module Assembly) (3)

− RVDT for indication and and position feedback to ACEs

− 2 limit switches

− Limit switches of LH SPM are not used (SPM can be swapped without rigging)

• During alternate pitch trim no auto shutdown protection available

• Auto shutdown is a function of PFC (normal or secondary mode only)

• Reset of auto shutdown relay

− Stabilizer system ground test unlatches PFC shutdown command to the ACEs when system test passes or

− PFC DISC and C and R cutout switches cycle

Control

• Stabilizer control signal passes through limit switches of SPM

• Arm signal goes direct to UP/DN solenoids

• Cutout switches control s/o valve direct

• Manual trim (ALT Trim Lever) has priority to electrical trim through Control Wheel Trim switches

• On ground both motors operate at high rate of speed

• Single Pitch Trim Switch operation is possible during single ACE failure or ARINC 629 loss

QUICK SUMMARY B777

63

• Stabilizer control in normal mode

− Elevator EHSV signal to ACE (in air only)

− Elevator offload function

− Auto shutdown relay signal to ACE

− Nose UP/DN trim signal to ACE (on ground only)

− Column cutout

− Rate control signal to ACE (function of airspeed)

− Control path logic (controls 1 or 2 STCM, function of amount and duration of movement)

− On ground 2 motor/high rate (flaps extended) or 1 motor/low rate (flaps retracted)

• Stabilizer control in secondary mode

− Column cutout

− Nose UP/DN trim signal to ACE

− Auto shutdown relay signal to ACE (single path, 1 motor/high rate of speed)

−

• Stabilizer control in direct mode

− No auto shutdown protection

− No column cutout function

− High rate of speed with 1 motor

− Capt controls C STCM by control wheel switches or alternate trim

− F/O controls R STCM by control wheel switches or alternate trim

• Stabilizer has 4 different stops

− PFC limits

− Limit switches (RH SPM and CTR SPM)

− Travel limiter limit (hammer assy)

− Structural stops

• Green band indication

− Safe T/O range

− Stabilizer Indication system is available in all 3 modes

− WEU (warning electronic unit) uses A/C weight, CG and thrust

− Disagreement between green band calculation and pressure switch causes STAB GREEN BAND EICAS message

HLCS (high lift control system)

• Slats (14 segments)

• 3 Slat positions

− Retracted

− Sealed (T/O)

− Gapped (Landing)

• Krueger flaps (1ea just inboard to engine strut)

• Outboard flaps single sloted, inboard flaps double sloted

QUICK SUMMARY B777

64

• Components

− Flap/Slat Lever Sensor (4 RVDT)

− 2 FSEU (flap slat electronics unit) (loc: E1 / E4)

− Flap Primary Control Valve

− Slat Primary Control Valve

− Flap PDU (1 hydraulic motor / 1 electric motor)

− Slat PDU (1 hydraulic motor / 1 electric motor)

− Secondary/Alternate Control Relay

Flaps

Flap Control Modes

• 3 Modes

− Primary (hydraulically)

− Secondary (electrically)

− Alternate (electrically)

• Primary Control Valve

− During secondary/alternate mode bypass solenoid is energized, to bypass hydraulic motor (backdrive)

− Low speed solenoid valve provides low speed 7 turns before selected position

− Solenoids have 2 coils (each coil is controlled by one FSEU)

• Flap Tranmission Assembly

− each transmission assy has a Torque Trip Indicator

• Inboard Flap outboard Tranmission Assembly

− Fuse pin at FWD attachment fitting of carrier beam

− Open access panel indicates failed fuse Pin, inspection required

• No Back Brake (2)

− prevents the airload to drive up flaps

• Position Sensor Gearbox (2)

− (4) flap position sensors (RVDT)

− Additional 20 unit limit switch (RH only)

− Access to manual drive

• Primary Mode

− Flap/Slat sequence

− Cruise inhibit (prevents flap extension during cruise)

− Flap load relief (1 kt above placard speed for >1 sec)

− Low speed control (7 turns before selected position)

• Secondary Mode

− Slats gapped position only

− Flaps as selected

− Secondary mode display

− FSEU energizes bypass/clutch relay

− Flap/Slat sequence

− Cruise inhibit

• Alternate Mode

QUICK SUMMARY B777

65

− Slats in sealed position

− Flaps 20 units max by limit switches

− No protection functions

− Alternate mode display with reference detend numbers

−

• Secondary Mode available in air only

− inhibited on ground

− override inhibit via MAT

• Flaps and slats are independant in primary and secondary mode

• Alternate Flap Switch in ARM cancels primary/secondary mode signal in FSEU

• Alternate mode is not a function of FSEU

− Recycling of ALTN FLAPS switch clears FSEU messages

• FSEU stops all commands if ALTN FLAPS switch armed

• Flap/Slat priority valve provides priority to flight controls

• Auto Slat priority valve provides auto slat priority over MLG

• FSEU and interfaces (exept skew sensors, ctrl relays and auto slat prio valve) are 1 lane

− ALTN FLAP switch forces lane change

− Post flt test changes line

− if FSEU fails line is changed

− FLAP/SLAT CONTROL 1/2 status message if 1 lane fails

− FLAP/SLAT CONTROL caution message if both lane fail

• Each FSEU contains 2 channels (control channel and monitor channel)

− Both channels must agree on command to permit signal to Flap/Slat relays and solenoids

• FSEU provides signal in primary and secondary mode

• FSEU selftest every 100 cycle during approach

− System goes into secondary mode and moves Flap/Slat system for 2 seconds in secondary mode, status message in case of failure

− Different maintenance messages for ground test and selftest in air due to different software

• CHIS Logic

− Flaps/Slats go to secondary mode

− if both engine continue to run for 10 sec, primary mode reengages

• Sequence of Flaps/Slats in primary mode

− Function of FSEU

− Slats extend to sealed position

− Flaps extend to 20 units

− Slats extend to gapped position

− Flaps extend to 30 units

QUICK SUMMARY B777

66

• Sequence of Flaps/Slats in secondary mode

− Slats extend to gapped position (load relief to sealed position active)

− Flaps extend

− 10 minutes for full cycle

• Flaps/Slats in alternate mode

− No sequence

− Slats extend to sealed position

− Flaps extend to 20 units

− During retraction flaps retract before slats (jumper to be installed)

• Duty cycle limits

− Primary mode: Wait 30 min after 12 min of flap operation (6 full cycles) due to No Back Drive overheat

− Secondary mode: Wait 30 min after 15 min of flap operation (1 ½ cycle) due to motor overheat

• If slats shutdown in primary/secondary mode, flaps can move

• If flap is extended and locked out slat can not be retracted fully in primary mode. Install a jumper on flap limit switch and use ALTN switch

• Flap load relief

− Available in normal mode only

− Command bar remains magenta

− LOAD RELIEF word appears next to flap indication

− Display remains in normal mode

− Flaps retract in 5 unit steps to a max extension of 5 units

• Slats load relief available in secondary mode only

• Indication

− On EICAS display

− Normal mode display (single band) disappears after 10 sec flaps up

− Secondary mode display (double band)

− Alternate mode display (double band with reference detend numbers)

• Flap / Slat Maintenance Page

− PSEU information

− Flap lever position

− Slat/Flap drive commands

− Slat/Flap position information

− Slat skew: 12 proximity sensor information

− Flap skew: 16 LVDT sensor information

QUICK SUMMARY B777

67

Flap Skew

• Detect Skew, asymmetry and to slow movement in secondary mode

• 16 skew sensors (LVDT), 2 for each screw jack (shear rivet protection in case of LVDT failure)

• No shutdown in secondary mode

• Display goes into expanded secondary mode display and will turn amber, EICAS message is shown

• Both FSEU lanes must detect skew to shutdown flaps, single FSCU operation possible

• Skew is unlatched by cycling ALTN FLAPS switch

Slats

• Two pinion gears receive power from the rotary actuators to move the two main slat tracks

• 3 Slat positions

− Retracted

− Sealed (T/O)

− Gapped (Landing)

• Krueger Flap has 2 positions

− retracted / extended

− Rotary actuator driven by slat drive torque tube

• Slat PDU is located at LH wing root area

• Slat limit switch is installed at PDU itself (used for alternate slat)

• Control components are similar to flap system

• 2 Position sensors at slat 1 and 14 rotary actuator

• Slat PDU

− Wrench flats on torque tube just outboard of PDU for manual rotation of slat system

− Torque Trip Indicator (splitted for LH / RH side)

− Stroke control mechanism in the gearbox stops PDU output if motor fails to stop (within 2 turns)

− Rig Pin and Ground Pin facilities

• No Back Brake offset gearbox has a shearout to prevent exessive loads

• Slats load relief in secondary mode only

− Slats retract from gapped position to sealed position

• Auto Slat Extension

− Available in primary mode only

− If A/C approaches stall conditions, FSEU commands autoslat priority valve solenoid to reduce hydraulic power from MLG

− Slats extend from sealed to gapped position

• Secondary mode auto test is c/out similar to flap system

QUICK SUMMARY B777

68

Slat Skew

• Slat position sensors are used to sense asymmetry

• No skew detection for slat 1 and 14

• Proximity detectors (12) for slat skew detection and slat loss detection

− Inboard slat has 4 skew sensors at each auxillary arm

− 2ea skew sensors at slat 2 and 13

• Slat 2 - 6 and 9 - 13 are connected together by a cable, this cable is attached to the proximity detectors (slat 2 and 13)

• Both FSEU monitor skew sensors, in case of skew

− EICAS message

− FSEU stop slat system

− Slat position indicator turns amber

• In case of slat drive shutdown flaps can be moved to 20 unit in case slats are not in gapped position or to 30 unit in case slats are in gapped position

• Mechanical unlatch slat skew mechanism after slat skew

• Slat skew reset by cycling ALTN FLAPS switch or Primary System Test via MAT

QUICK SUMMARY B777

69

- 28 - FUEL

General

• Fuel Indication

− EICAS

− IRP (Integrated Refueling Panel)

− Synoptics

− Maintenance pages

• IRP

− 2 Panels (LH and RH wing) LH is master (if LH IRP is powered, no power available at RH IRP)

• No overwing refueling

• LH FWD Boost Bump is dedicated to APU Feed (AC Pwr ON)

• in air APU DC Pump turns on, if LH Engine flames out and no pressure in LH engine feed line

• Jettison in flight only, built in safety provided

Storage

• B777-200

− 95'000 kg

− LH and RH Center tank are connected with interconnect tubes (min Fuel 1000kg)

• B777-200 IGW

− 138'600 kg

− Center section used for fuel storage

− Main tanks increased QTY due to new setting of high level sensors

• Wing dry bay prevents fuel spillage if engine bursts

• LH and RH surge tank collects fuel overflow through vent system. Fuel overflows normally back to main tanks. Surge tank can be drained.

• Rib 10 „Fuel dam rib“ prevents fuel to flow away from boost pumps

• Rib 18 „Baffle rib“ prevents fuel to flow outboard during banking

• Clamp type tank access doors

− inboard of rib 18 impact type access installed

• 6 Measuring sticks on each main tank

• 4 Measuring sticks on ctr tank (2 each side)

• 1 Drain valve at each main tank (Tool used)

• 1 Drain valve at surge tank (Tool used)

• 2 Drain valves at ctr tank (no Tool used) at lowest point

• Water scavenage jet pumps installed

• Ctr tank is entered through access door from bottom

• Fuel tank entry see AMM part II 28-11-00

QUICK SUMMARY B777

70

Vent System

• LH Tank is vented to left surge tank

• RH Tank is vented to right surge tank

• Ctr Tank is vented to both surge tanks

• Float actuated drain valves allow fuel to go back in tank

• Vent scoope provides positive pressure inside tank

− flame arrester installed

• Pressure relief

− valve protects tank against positive and negative pressure

− remains in open position (Handle plate not flush)

− Manual reset requested

• Center section drain

− Center section is vented (-200 only)

− Tank leak indicated and drained through lower drainmast port (-200 only)

− Upper drain hole belongs to APU fuel shroud

Indication

• FQIS (fuel quantity indicating system)

− EICAS

− Fuel Synoptic page

− IRP (integrated refuel panel)

− 2 Maintenance pages (Fuel Management page and Fuel Quantity page)

• Fuel temp indication

• Fuel pressure indication

• FQPU (fuel quantity processor unit) E5 rack fwd cargo door aft frame

• Tank units (Probes)

− 52 (-200)

− 60 (-200 IGW)

− ultrasonic type

• Fuel Synoptic Page

Components

• 3 Densitometer

• 4 (3 for IGW) Water detector

• 1 Fuel temp sensor (LH tank)

• FQIS harness are connected at rearspar for main tanks and at front spar for ctr tank

FQPU

• POWER switch on IRP ON and IRP door open

− FQPU is powered from HOT BATT BUS

• POWER switch on IRP NORM and IRP door open

− FQPU is powered from GND HDLG BUS

• 2 seperate channels, if 1 channel fails � STS message (go Item)

QUICK SUMMARY B777

71

Indication

• EICAS

− Fuel Block display: L/R inbalance > 1000 lbs, X-Feed open, Fuel pump off and fuel in ctr tank, select Fuel Synoptic page and MFD does not work)

• Maintenance Page

− Fuel QTY

− Main/Ctr Tank Water

− Pitch and Roll information for measuring stick use

− VTO (volumetric top-off) setting

− inbalance indicator self reset (>90 kg inbalance)

• Stickreading on both side of ctr tank if tank QTY below 1000kg; add reading together (-200 only)

Refuel System

• 6 Refuel Valves

− Solenoid controlled, opened with fuel pressure

− manual opened by turning override knob (do not remove back plate!)

− normal control: IRP�FQPU�ELMS�Refuel Valve

− Refuel Valve Control Switch close pos: Refuel Valve closed

− Refuel Valve Control Switch open pos: FQPU controls Refuel Valve

− each Refuel Valve Control Switch controls 2 Refuel Valves

− VTO closes both Refuel Valves

− if one Surge tank float switch (Magnetic reed switch) senses fuel in surge tank, all 6 Refuel Valves will be closed

− Refuel Valves are located at rear spar

− Control part of Refuel Valve is replacable with full tanks

• Refuel Station

− Magnetic switch senses open panel

− 2 refuel adapters

− no bonding requested at refuel adapter

− refuel/defuel handle for defuel only

− IRP is a LRU but not its components

• 2 IRP (Integrated refueling panel)

− LH is master (if LH IRP is powered, no power available at RH IRP)

− IRP does indicator test during power up

− Overfill light ON if any sourge float switch senses fuel (all fillvalves close) reset with overfill reset switch.

− Overfill reset switch to reset latched overfill indication (there is no overfill protection in RESET position!)

− Overfill test simulates fuel in surge tank (needs reset, no overfill test during refueling required)

− Indicator test: All refuel valve and defuel valve lights will be tested, Indicator will be tested (faulty indicators turn blank)

QUICK SUMMARY B777

72

− System test: A system test is done during refueling. All refueling valves are closed and opened again (two at a time). If FQIS has a failure one or more refuel valve indicator lights do not go out. They must be closed manually with switch at IRP.

− Defuel Valve switch for defueling and fuel transfering only

− Refuel Valve Control Switch controls 2 Refuel Valves (if used without load selector set � manual refueling and no preselect available

− Total/Backup Display can be used as backup for faulty main or ctr tank indication (Preselect and VTO is still available)

− Load select QTY: used for total QTY and individual QTY selection (used together with Total/Backup Indicator) Display turns blank after pushing once (manual refueling)

− During refueling, if there is a failure which prevents FQPU from making a good quantity calculation, PUSH SET is displayed and appropriare refuel valves close. Push load select set to continue, display will blank and one refuel control valve will open (no volumetric shutoff)

Engine Fuel Feed

• Controlled with

− Fuel control switches

− Fire switches

− Fuel panel switches

• Suction feed from main tanks only

• Components

− 4 Fuel Boost Pump (12 psi) for L/R main tank

− 2 Override Jettison Pump (36 psi) for center tank

− 2 Main Jettison Pumps

− 1 DC APU Pump

− 2 X-Feed valves (parallel)

− 2 Spar Valves

− all valves and pumps are located at rear spar

− 1 Spar Valve Battery (Cockpit RH stowage)

• Fuel Scavenage Jet Pump

− powered from Main Boost Pump if center tank qty is low, detected by Inlet Float operated Shutoff Valve

• Eletromotor actuated Valves (all actuators are interchangeable)

− X-Feed Valve

− Spar Valve

− Defuel Valve

− Jettison Isolation Valve

− Jettison Nozzle Valve

− APU s/o Valve

− APU Isolation Valve

QUICK SUMMARY B777

73

Main Boost Pump

• LH FWD Pump feeds APU automatically if AC power available

• L/R Main Boost Pump PRESS light will come ON if low pressure is detected (Pump ON or OFF selected)

• LH FWD pump has two power sources (GND SVC Bus and L XFR Bus)

• LH AFT pump has one power source only ( L XFR Bus)

• There is only one Main Boost Pump ON if L XFR Bus is available but normal source for FWD Pump is lost

• Priority to AFT Boost Pump in case of XFR Bus feeds both pumps

Override Jettison Pump

• Pump inhibit logic

− A/C on ground

− only one ext power: no pump operates

− if APU is only power source: only LH Pump operates

− if IDG is single source: appropriate pump operates

− � PRESS comes ON! (EICAS message inhibited)

• Both pumps working (even with one power source) if:

− A/C in flight

− Refueling Panel is open

− Fuel Jettison is armed

• PRESS lights are inhibited with pump switch in OFF position Fuel Spar Valve

• Power sources

− Hot Battery Bus

− Spar Valve Battery (if Hot Battery Bus voltage < 22VDC)

− Normal control from Engine Spar Valve Ctrl Relay

• Engine fire switch controls Spar Valve direct

• FUEL SPAR VALVE L/R status message if disgreement occurs Spar Valve Battery

• NiCd Battery with internal charger

• Additional power source if Hot Batt bus drops below 22 VDC

• powers L/R Spar Valve, APU s/o Valve

• FUEL SOV BATTERY status message if fault detected by AIMS

• Battery is located in Cockpit (RH stowage)

APU Fuel Feed

• Controlled and monitored by ELMS

• If AC power available LH FWD pump ON

• DC pump starts if

− no pressure in lh feed manifold

− APU start switch ON

• APU s/o Valve is controlled from APU start switch

• APU DC pump is displayed on Fuel Synoptic page and on Fuel Management Maintenance page

• If DC pump pressure is low and APU selector in ON position FUEL PUMP APU status message

• DC pump starts and APU Isolation Valve opens if:

− A/C in air

− no pressure in LH feed manifold

− LH engine control switch is ON

− LH engine flames out APU s/o Valve

QUICK SUMMARY B777

74

• controlled by APU start switch

• Backup power from Spar Valve Battery

• if Valve not in commanded position

− FUEL VALVE APU advisory and status message

Fuel Jettison

• Fuel Jettison is controlled by ELMS

• 2 Override/Jettison Pumps in center tank

• 2 Jettison Pumps in main tanks

• 2 Jettison Isolation Valves in center tank

• 2 Jettison Isolation Valves outboard of surge tank

• Jettison Nozzle Valves open in flight only

• Jettison pumps have a pressure switch

− PRESS is indicated in ARM switch if switch is in ARM position

• Fuel Jettison Isolation Valve opens in air

− Jettison Arm Switch in armed position

− Fuel Qty > Fuel to remain

ARM switch

• ARM on GND

− Main Jettison pumps start

− Jettison Isolation Valve opens

• ARM in Flight

− Selects MLW (maximum landing weight)

− arms Jettison system

Nozzle Valve Switch

• On GND

− no effect

• In Flight

− L/R Valve switch pressed: Both Main Jettison Pumps are turned ON, both Jettison Isolation Valves open, L/R Nozzle Valve open

− VALVE light comes ON, if Nozzle valve is not in selected position (disagreement)

Defueling

• Defuel Valve

− located at RH rear spar inbd of MLG

− controlled from IRP Defuel Valve Switch

− connects Fuel Feed manifold and Refuel/Jettison manifold together

− used to transfer between tanks and for defueling

− Defuel Valve disagreement is shown as maintenance message

QUICK SUMMARY B777

75

• Valves and pumps used for defueling

− Defueling Handle

− X-Feed Valve

− Defuel Valve

− Boost pumps and Main Jettison pumps are used for pressure defueling

• Valves and pumps used for fuel transfer

− X-Feed Valve

− Defuel Valve

− Refuel Valve

− Boost pumps

− Main Jettison pumps and Jettison Isolaton Valves (Jett syst ARM)

− Qty Indicator should be blanked by load select switch to prevent interference with FQPU

QUICK SUMMARY B777

76

- 29 - HYDRAULIC

General

• 3 independant systems

• System color code for hydraulic pipes

− Red for L system

− Blue for C system

− Green for R system

• 4 Accu’s in Stab compt absorb press change caused by Tail PCU

• Heatexchanger in L/R main fuel tanks

− Minimum fuel for continiuous operation L/R MAIN � 2200/3300 kg

• Component location

− L/R system in L/R engine strut

− C system in RH MLG wheel well and lh aft fuselage fairing

− L/R system pressure transducer are at L/R rear spar

• CHIS (center hydraulic isolation system)

− provides emergency functions in case of hydraulic failure

− ACMP C1 is only pressure source

− for reserve brake and NLG steering operation

− 2 Isolation valves in RH MLG wheel well

− Valve close if airspeed < 60 kt and system C Qty < 0.4

− Valves can be locked in open position

• Brake systems

− Primary brake � R system

− Alternate brake � C system

− Reserve brake � CHIS

HYDIM cards

• 4 HYDIM (Hydraulic interface module)

− HYDIM L (left) for L hydr system

− HYDIM R (right) for R hydr system

− HYDIM CL (center left) for C hydr system

− HYDIM CR (center right) for C hydr system

• HYDIM card monitors, indicates and processes to AIMS

− sytem fault detection (sensors )

− Flt control shut off valve position

− L/R EDP supply s/o valve position

− Truck tilt pressure (Auto speed brake)

• HYDIM card control function

− Demand pump AUTO operation (L/R ACMP, ADP C1/C2)

− L/G Auto OFF (NLG/MLG selector bypass) (via ELMS)

− CHIS (via ELMS)

− RAT auto deploy (hydraulic failure)

QUICK SUMMARY B777

77

• Location: MEC P85 / P84 system cardfiles

• X-talk over ASG cards to ARINC 629; hardwire to LRU’s (sensors etc)

• Software loaded

• All cards are interchangeable

• Faulty card (STS)

− HYDIM CR is go-item!

Pumps

• Primary

− 2 EDP (engine driven pump) (L/R)

− 2 ACMP (alternating current motor pump) (C1/C2)

− Pumps are always running

• Demand

− 2 ACMP (L/R)

− 2 ADP (air driven pump) (C1/C2)

− demand pums are continiuous running in ON position

− demand pumps are HYDIM controlled in AUTO position

• Pump FAULT

− high temperature (all pumps)

− Pump low pressure (primary and demand in ON position)

− Demand pump in AUTO and pump low pressure, light comes on if control signal from HYDIM to operate pump

• RAT

− Auto operation

− for emergency flight controls

• ADP and EDP are interchangeable

• All 4 ACMP are interchangeable

• ACMP motor and pump are cooled by case drain oil

• EDP: If windmiling with <HYDR OFF> (Fire switch) inspect EDP filter

• EDP L/R depressurizing solenoid energized with control switch in OFF position

ADP Assembly

• Location: lh aft fuselage fairing

• Access door fully open or close when operating flaps

• Lwr pump C1, upr pump C2

TGA (Turbine Gearbox Assembly)

• Heatexchanger

− case drain oil used for cooling

• Oil lubrication system

− AEROSHELL 560

− Filter assy

− Sightglas and filler port

QUICK SUMMARY B777

78

• ADU Heater

− controlled by HYDIM CL

− ELMS EEU provides power for heaters

− 4 heaters

− Test via MAT (ADP and RAT heaters)

− STS message if fault occurs

ADP Modulating Shut Off Valve

• Normal open or close

• If required valve can modulate

• Position indicator

• Solenoid operated butterfly type

• spring loaded close

VIGV (variable integral guide vane)

• Controls turbine RPM by controlling VIGV

• Position indicator

LSCU (Logic Speed Control Unit)

• 1 for each ADP

• provides overspeed protection

• controls ADP operation ADP control

• AUTO position by HYDIM cards

• ON position direct by LSCU

• In case of overspeed reset via MAT (ADP operational test)

• Primary speed control

− Speed control: VIGV by LSCU (shut off valve open)

− 4315 RPM

• Secondary speed control

− Speed control: MSOV (modulating shut off valve) by secondary speed control

− 5000 RPM

• Overspeed protection

− Speed control: LSCU shut down

− 6590 RPM

− latched in LSCU reset by MAT (ADP operational test)

• Reserve control

− Speed control: VIGV (LSCU resets primary)

− used for auto slat control (one ADP fault)

− 5160 RPM for 8 sec

Fire Switch

• close EDP supply shut off valve

− windmiling requires filter check

• EDP depressurizing solenoid is energized

QUICK SUMMARY B777

79

Flight Control S/O Valves

• 6 valves

• Switches on panel P-61

• normal open

• used to isolate flight controls

Pressure and Case Drain Filter Module

• One module for each pump

• Module consists off:

− Pressure transducer (FAULT light)

− Temperature transducer

− 2 Case drain filters

− 2 Differential pressure indicator (Pop out)

• Location: L/R system modules in aft struts; C system ACMP modules in RH MLG wheel well, ADP modules lh aft fuselage fairing

Ground Service Pressure Connectors

• L/R EDP pressure and case drain filter module (L/R strut)

• C ADP C2 pressure and case drain filter module (lh aft fuselage fairing) Ground Service Return Connectors

• L/R EDP return filter module (L/R strut)

• lh aft fuselage fairing (remote)

Return Filter Module

• Filter differential pressure pop-out (48-62 psi)

• Bypass relief valve pop-out (165 psi)

• Return filter

• L/R are interchangeable

• one module for each pump

• Location: L/R system in aft struts: C system in RH MLG wheel well

Reservoir

• L/R system in appropriate strut

• C system in RH MLG wheel well

• Temperature transducer

• Qty transmitter

• Sightglas

− Normal level top RED / bottom BLACK

− Overfill both BLACK

− low both RED

• Reservoir pressure module

− pressure s/o valve

− manual bleed valve

QUICK SUMMARY B777

80

• Reservoir pressure switch

− STS message for low pressure

− STS message for bad sensor

− hydraulic maintenance page for switch status

ADP control

• HYDIM CR controls ADP C1 in demand mode

• HYDIM CL controls ADP C2 in demand mode

• In ON position, the HYDIM are bypassed (demand pumps)

• HYDIM card prevent or stop demand mode ADP operation during engine start on ground

• ADP selector in ON position sends a signal directly to related LSCU, LSCU opens MSOV to operate the ADP continously

• ADP C1 and ADP C2 switched ON

− ADP C1 is operating only

− If ADP C2 should work ADP C1 must be in AUTO or OFF position

• Dual pump operation

− Auto slat operation

− L/G retraction

− T/O roll

• Single pump operation

− L/G extension

− Flap/Slat operation

− System low pressure (<2400 psi)

− Touch down

• Reserve mode

− Auto slat operation and one ADP OFF or not operating

ACMP control

• ACMP AUTO operation

− HYDIM cards controls pump operation

• L ACMP AUTO control

− L ENG not running

− Touch down (Auto speed brake)

− L EDP pressure <2400 psi

• R ACMP AUTO control

− R ENG not running

− Altitude <30 ft (Wheel brake and auto speed brake operation)

− R EDP pressure <2400 psi

• ACMP in ON position

− direct control through ELMS (EEU)

• On single 120 kVA source ELMS may shed ACMP C2 during jettison

• On single 90 kVA source ELMS may shed ACMP C2 during engine start

QUICK SUMMARY B777

81

RAT (ram air turbine)

• Speed input by ADIRU (115 kts for rated output)

• Location RH aft wing/fuselage fairing

• Extension solenoids (2) control gravity extension, supported by spring loaded actuator

• Retraction with C system pressure by moving stow lever on RAT checkout module to stow position (RH MLG wheel well)

• Internal governor to maintain 4510 RPM

• Heater

− controlled by HYDIM CL

− power supplied through ELMS

− prevent iceing between generator rotor and stator

− 2 heaters (1 active)

− RAT generator heater switch to select 2nd

heater E6-2 (aft cargo)

− STS message if heater bad

− Heater test via MAT

• RAT manual switch

− manual extension (on ground and in flight)

− green PRESS light ON if pressure > 1500 psi

− UNLKD light ON if RAT unlocked

• Auto extension HYDIM CL/CR controlled due to hydraulic failure:

− A/C in FLT and C system pressure low and both engine below idle

− A/C in FLT and L/R/C system low pressure ELMS controlled due to electrical failure:

− A/C in FLT and loss of both XFR bus (15 sec time delay)

• RAT checkout module

− RAT stow valve lever (STOW - STOP - FLT)

− Advisory message if RAT stow lever not in FLT position

− RAT motoring lever

− RAT pressure transducer (PRESS light)

− 1 ea pressure and case drain filter

Indication

• Sensors send signals to HYDIM cards and through ARINC 629 to AIMS and OPAS

• EICAS messages, HYDR synoptic page, Status page, Hydraulic Maintenance page

• Status messages only if failure ocurs, advisory message do not appear if caution message appears

• Low pressure message for EDP not idicated, if eng speed less than idle

• Reservoir pressure NORM/LO indication on Hydraulic Maintenance page

• Reset of HYD PUMP XX status message

− if fault occured due to high temperature or temperature transducer fault, pump has to be operated for a certain time after rectification

QUICK SUMMARY B777

82

• QTY indication (STS page, HYDR Synoptic page, Hydraulic Maintenance page)

− full (1.00)

− OF overfill (1.20)

− RF refill (0.70)

− LO low (0.40)

− OF and RF are displayed on GND only

− 0.00 indicated if oil level at the top of standpipe

MAT tests

• ADP C1/C2 Operational Test

• CHIS System

• Heaters (ADP and RAT)

• L/G Auto Off Relays

• LRU Tests for HYDIM Cards

• L/G Alternate Extension Power Pack

QUICK SUMMARY B777

83

- 30 - ICE & RAIN

PROTECTION

Wing Anti Ice

• Controlled by WAI - ACIPS control card (center ACIPS card)

• Wing anti ice is available in air only

• Slats 3, 4, 5, 10, 11, 12 are anti iced

• ACIPS (airfoil and cowl ice protection sytem) card

− Location: R SCF

− Power up test and periodic test every 24 hours (WAI selector must be in AUTO position)

• WAI (wing anti-ice) - ACIPS (Center ACIPS) receives ice detector data from systems ARINC 629 bus. The data comes from the left and right EAI (engine anti-ice) - ACIPS control cards.

• With WAI selector in AUTO position and no inhibits the WAI - ACIPS card sends a signal to OPEN both WAI Valves when either detector finds ice

− A single WAI valve fault closes both WAI valves

• WAI valve closes 3 minutes after no ice detected

• WAI pressure sensor (2) supply feedback information to the WAI - ACIPS card for WAI valve control and position indication

− A single pressure sensor fault closes both WAI valves

• Anti Ice Inhibit Condition

− A/C on ground (Exept during test or periodic BIT)

− TAT > 10deg and time since T/O < 5 min

− T/O mode and in air < 10 min

− Auto slat ops

− ADP ops

− Engine start

− Bleed air temp < 93 deg

Wing Anti Ice Valve (2)

• Location: Just outboard of engine strut

• Electrically controlled and pneumatically operated valve

− Valve is failsafe closed (pneumatic pressure)

• Manual lockout facility to lock valve in CLOSE position

• Pressure Sensor

− Location near WAI valve

QUICK SUMMARY B777

84

Indication

• EICAS advisory message ICING WING

− Ice detected and switch in OFF position

• EICAS advisory message ANTI ICE ON

− Switch in ON position

• WAI (green) write up appears next to EGT gauge on EICAS display

• WAI valve symbol is indicated on Air Synoptic Page

• WAI data available at Ice and Rain Maintenance Page

• MAT test is available with pneumatic power on or off

Engine Anti Ice

• HP3 air is used for EAI (engine anti-ice)

• EAI is available on ground and in air

− on ground with switch in ON position only

• Power up test and periodic test every 24 hours (EAI selector must be in AUTO position)

• L/R ACIPS - EAI card (airfoil and cowl ice protection sytem) card

− L/R SCF

• Fan case overheat detector monitor the EAI duct for leaks (DLODS)

• EAI valve controller

− Muscle pressure HP3 air

− Cooled by controller air cooler (Fan air)

− Location: Engine RH side under fan hub

• Engine Anti Ice Valve

− Fail safe open (pneumatic pressure)

− Manual lockout facility (normal or locked closed position)

− Lockout in close position: Move crank to close and install locking screw

− Lockout in open position: Remove electrical plug from related EAI valve controller (Valve opens pneumatically)

• EAI pressure sensor (2)

− ACIPS control cards use information to control EAI system

− Sensors are redundant

− cooled with fan air

• The ice detectors supply signal to the onside EAI - ACIPS cards. The ACIPS control cards use torque motors in the related EAI valve controller to control the position of the EAI valve. The controller causes the valve to full open if it has no power to the TM. The card sets the valve to these positions: Regulating or full open

QUICK SUMMARY B777

85

• EAI Inhibit conditions

− Engine start

− Fan case overheat (ACIPS closes and latches EAI valve, cycle EAI selector to OFF and back to AUTO or ON to unlatch)

− EAI selector set to OFF

− EAI selector set to AUTO with no ice detected

Indication

• EICAS caution message ICING ENG

− Ice detected and selector in OFF position

• EICAS advisory message ANTI ICE ON

− selector in ON position

• EAI (green) write up appears in EPR gauge on EICAS display

• EAI valve symbol is indicated on Air Synoptic Page

• EAI data available Ice and Rain Maintenance Page

• MAT test is available with or without running engine

Ice Detector

• 2 Ice Detectors are located at L/R Nose section

− Interface to L/R ACIPS card

• ENG ICING signal to EAI - ACIPS card after 2 counts

• WING ICING signal to WAI - ACIPS card via EAI - ACIPS card after 10 counts

Air Data Sensor Heating

• PFC provides Air/Ground signal

• No heating provided to static sensors

• ADM (air data module) controls heating for AOA (angle of attack) and Pitot Probes via ELMS

• AOA Sensor (2)

− Case and vane are heated

− Same heating level on ground and in air (115 VAC)

− Heaters turn ON if one or both engine running

• Pitot Probe (3) (Static ports are not used)

− Low level heating on ground (115 VAC)

− High level heating in air (200 VAC)

− Heaters turn ON if one or both engine running

• TAT Probe

− Electrical heated (115 VAC)

− Pneumatic air used to have better ambient sense (venting action)

− Heated in air only

QUICK SUMMARY B777

86

• P20/T20 Probe (2)

− Controlled by EEC via PCU

− Heater turns ON if N1>5% or in air

− Heating power 115 VAC

Window Heating

• WHCU (window heat control unit) (2)

− Location MEC E1/E2 rack

− L WHCU controls right Nr 1 and left Nr 2/3 window

− R WHCU controls left Nr 1 and right Nr 2/3 window

• L/R Window Nr 1 have a primary and a spare sensor for anti ice system

• L/R Window Nr 2/3 have a primary and a spare sensor for anti fog system

• Brundy Block Assy (blue) at E1/E2 rack (sidewards) provide spare sensor wiring

• Window Nr 1 have 2 layers

− Anti Ice layer

− Anti Fog layer

• Window Nr 2/3 have only anti fog layer

• WINDOW HEAT switches (P5) in NORMAL position

− Winddow Nr 1 anti ice ON

− Winddow Nr 2/3 anti fog ON

• Backup Switches (2) (P61)

− Control anti fog system for window Nr 1

− Anti ace is turned ON if anti ice fails or is in OFF position

• L FWD WINDOW HEAT switch controls landscape camera window heating

• No test switch available

− BIT automatically tests the system

− MAT is used to initiate BIT Wiper System

• No Rain Repellant

• Windows Nr 1 L/R are Hydrophobic coated

• Windshield wiper motor/converter can be removed from outside

Drain and Water Supply Heating

• Gray water drain line hose heater (fwd only)

• Drain mast heater

• Water supply line heaters

• Water drain line heaters

• Water drain hose heaters

• Waste tank rinse fitting heaters

• No indication if a heater fails

• There are integral and remote temperature sensors used

QUICK SUMMARY B777

87

- 31 - INSTRUMENTS

AIMS (31-41)

General

• Very fast (100 MB / sec Data transfer by ARINC 629)

• weight saving (less computers) Components

• (2) AIMS Cabinet (L AIMS, R AIMS)

− L AIMS Cabinet located at E3 Rack

− R AIMS Cabinet located at E1 Rack

• each AIMS Cabinet contains:

− (1) CPM/COMM

− (1) CPM/ACMF (L AIMS only)

− (1) CPM/BASIC (R AIMS only)

− (4) IOM (input/output module) (3) are active , (1) is backup

− (2) CPM/GG (graphics generator)

• CPM (core processor module) is used to compute functions

− each CPM contains several computer boards

• CPM/ACMF and CPM/BASIC are NOT interchangeable!

• DO NOT RESET both AIMS systems simultaneously!

• All CPM and IOM have insertion switches (no sparking)

Purpose

• controls ARINC 629

• controls CMCS (central maintenance computing system)

• controls PDS (primary display stystem)

• controls DCMS (data communication management system)

• controls FDRS (flight data recorder system)

• controls TMCS (thrust management computing system)

• controls ACMS (airplane condition monitoring system)

• DCGF (data conversion gateway function)

• UTCF (supplied by GPS)

CPM Functions

• All 4 CPM (core processor module) have following function:

− DCGF (data conversion gateway function)

− UTCF (universal time coordinated function)

• CPM/COMM Functions:

− Central Maintenance Computing function (CMCS)

− Data Communication Management function (DCMS)

− Flt Deck Comm Function (DCMS)

− QAR function (ACMS)

− Digital Flight Data Aquisition function (FDRS)

QUICK SUMMARY B777

88

• CPM/ACMF functions (L AIMS only)

− Flight Management Computing function (FMCS)

− Thrust Management Computing function (TMCS)

− Airplane Condition Monitoring function (ACMS)

• CPM/BASIC functions (R AIMS only)

− Flight Management Computing function (FMCS)

− Thrust Management Computing function (TMCS)

• CPM/GG

− Primary Display Stystem function (PDS)

− tx video signal to 6 DU AIMS controlled Systems

• PDS (primary display stystem) 31-61

− DU (display unit) 6ea

− DSP (display select panel)

− CCD (cursor control device) 2ea

− Display switching panel

− Ctr display control panel

− ISSP (1 Btn used to select alt CPM/GG)

− EFIS Control panel 2ea

− WX Radar TXCVR

• CMCS (central maintenance computing system) 45-10

− MAT (maintenance access terminal)

− PMAT (portable maintenance access terminal)

• ACMS (airplane condition monitoring system) 31-35

− QAR (quick access recorder)

• FDRS (flight data recorder system) 31-31

− FDR (flight data recorder)

• DCMS (data communication management system) 23-27

− Accept/Cancel/Reject panel switches

• FMCS (flight management computing system) 22-31

− ASM (autothrottle servo motor) 2ea

− TO/GA (takeoff go-around) 2ea

− AT DISC 2ea

FDR (flight data recorder)

Location: E7 Rack Aft cabine

QUICK SUMMARY B777

89

PDS (primary display stystem) (31-61)

Thumb Rule 1. WHERE YOU WANT (working with displays) 2. WHAT YOU WANT

• AIMS PDS provides information to Flt and Grd Crew

• PDS also provides Crew Interface with other AVIONICS system Components

• DU (6)

− interchangeable

− LCD

− Video signal from CPM/GG (4) 2 are active 1 is backup

− Lh and RH have RLS

− others have Bezel light sensors

• EFIS CP (2)

− upr part controls PFD

− mid part controls ND

− lwr part controls MAP switching

• DSP (display select panel)

− to select any Synoptic to LH or RH INBD or LWR CTR DU

− to show Checklist, NAV, or COMM display on MFD

− If DSP fails use any CDU (control display unit) as alternate

− CANC/RCL Btn to cancel or recal EICAS Caution or Advisory Msg

• CCD (cursor control device) (2)

− NOT interchangeable

− 4 hot spots for quick access

− Select key

• Display Select Panel

− to force switch DU

• Display Control Source Switch (3)

− to force alternate source (CPM/GG) Inputs

• System ARINC 629 Bus (4)

• Flt Control ARINC 629 Bus (3)

• CDU (3)

• DSP

• Display Switch Panel

• CDD (2)

• EFIS CP (2)

• Ctr Display control Panel Outputs

• Fault Reporting

QUICK SUMMARY B777

90

DU Display Modes

• LH and RH outbd DU can show PFD only

− Airspeed

− Altitude

− Attitude

− Vertical Speed

− Heading Information

− Flight Modes

−

• LH and RH inbd shows ND normaly (7 Modes)

− APPR mode (ctr / expanded)

− MAP mode (ctr / expanded)

− VOR mode (ctr / expanded)

− PLAN mode

− can also show PFD, EICAS, MFD

• UPR CTR shows EICAS only

− 5 sections

− primary ENG parameters (EPR, N1, EGT)

− Alert Messages

− Memo or Call Messages

− Gear / FLAP / FUEL Indication

− ECS Indication

− ATC Uplink Msg Field (IGW only)

• LWR CTR shows MFD

− can also show EICAS, ND

− Secondary Engine Display mode

− Synoptic Page (7) (AIR, ELEC, HYD, DOOR, GEAR, CTL, FUEL)

− Maintenance Page (19)

− Checklist

− Communication Display

EICAS Modes

• Normal Mode

• Limited Mode

− with only 1 CTR DU available EICAS goes into compacted display format

− push ENG switch on DSP to change format to EICAS Display and versa visa

− push FUEL switch on DSP to show Fuel data block in compacted format

− push AIR switch on DSP to show ESC data block in compacted format

DU switching

• Sequence when switching DU

− 1. Select mode on Display Switching Panel

− 2. Select source on DSP

− 3. Select any Synoptic or mode

• PFD (outbd DU) fails

− appropriate Display Switching Panel has no effect

− ND (inbd DU) becomes PFD

QUICK SUMMARY B777

91

• UPR CTR DU fails

− LWR CTR DU shows compacted EICAS Display

• PFD can be force transferred to Inbd DU

− Display Switching Panel Switch to <PFD>

− Outbd DU blanks

• EICAS can be force transferred to Inbd DU

− Display Switching Panel Switch to <EICAS>

− Upr DU blanks

− Both Inbd DU can show EICAS

• If NAV is selected on LWR CTR DU display is side orientated

• If both INBD DU are on <NAV> selected by Display Switching Panel Switch CTR DU can only show Capt’s ND

Messages

• Warnings

− Red

− Firebell, Siren, Wailor

− Master Warning (can not cancel)

• Cautions

− Amber

− Owl sound

− Master Caution (can cancel)

• Advisory

− Amber

− Indented

• Status

− Status Cue Message appears when any new STS Message becomes current and STS page is not available

− Cyan

− 15 sec time delay

• Comm medium

− White

− preceded by a dot

− HI/LO chime

• Comm low

− White

− Indented

− preceded by a dot

• Memo

− White

• Inflt Start Envelope

− in flt with one engine off

• EICAS Messages

− EICAS inhibits, removes Messages and also removes caution visuals and aural during maintenance and certain airplane and flight conditions

QUICK SUMMARY B777

92

STATUS Messages

• Are related to critical Dispatch Items!

• Shown on Status page

• 11 messages each page

• press <STAT> on DSP to scroll

• Erease function inhibited in air

• Latched Messages

− same prio as non latched messages

− most recent on top

− 3 types (Grd only, Air only, Grd and Air)

− AIMS stores messages in memory

− Msg goes to CMCF for FDE correlation

− some are cleared by replacing LRU and ERASE function in MTMP

− some are cleared by replacing LRU and Grd Test via MAT

• Non Latched Messages

− most recent on top

− shows malfunction in system monitored by AIMS

− if fault goes away (repair LRU, Test etc) Message goes away

• Status Cue inhibit

− Between first engine start + A/C on Grd and 30 minutes after liftoff

− between ALT < 800 fts and GS < 95 kts

• CANC/RCL button on DSP cancels or recalls EICAS , CAUTION or ADVISORY Messages

• To cancel a COMM message use Accept switch on Glare Shield panel

Maintenance Pages

• Access only on Grd or ALT > 10'000 ft

• selected via any CDU

− Menu <MAINT Info Display>

• REAL � Realtime Display

• MANUAL � Manual snapshot by pressing <Manual Event> on Ctr Display Control Panel

• AUTO � Auto snapshot will be initiated by LRU that senses a fault via AIMS

• Print Selection to print (Real, Maual or Auto)

• Datalink Selection to send ACARS (Real, Manual or Auto)

• Erase Selection to erase (Manual or Auto)

QUICK SUMMARY B777

93

Clocks

• (2) Clocks

− Capts and F/Os clock

• (2) Clock switch

− P7 Glareshield panel

• Clocks have own timebase

− synchronizes with UTCF of AIMS

− GPS time is supplied by GPSSU (global positioning system sensor unit) via AIMS

MEL

• One clock may be inop

WES (warning electronic system)

• (2) WEU (warning electronic unit)

− Software loadable via MAT

− Each WEU has 2 channels

− Location: MEC E1/E4 rack

• WEU receives ARINC 629 and some discrete analog inputs

• WEU functions (internal generated warnings)

− Master warning light control

− Alert aurals control

− Landing and takeoff configuration warning

− Speed brake alert

− Stabilizer green band

− Altitude alert

− Stall warning

− Auto slat anable

− Speed tape parameter calculation

• WEU generates warning lights and aural warning from GPWS and TCAS computer

− external generated warnings

• WEU outputs to

− Master warning lights

− Aural warning speaker

− Stick shaker actuator

− AIMS for display, maintenance functions and data conversation

• Aural warning signals and priority:

− Siren

− Fire bell

− Caution

− Chime

− GWPS and TCAS computer aurals are mixed with all other aurals

QUICK SUMMARY B777

94

• L/R WEU supply onside speaker

• Automatic gain level

− for 5 different flight profiles

• 2 out oif 4 WEU channels trigger all warnings except stall warning

• Both channels from the same WEU must sense stall signal to operate stick shaker

• L WEU is powered by BAT BUS

• R WEU is powered by R DC BUS

Gear Down Dispatch Switch

• Switch has 2 positions

− Normal: VMO is 330 kts, MMO is .87

− VMO: WEU channels use switch signal to lower max speed limit to 270 kts and MMO to .73

− Memo message displayed on EICAS if switch in VMO position (VMO GEAR DOWN)

− Location: MEC above lower access door

Takeoff warning inhibit

• Cabin pressure

• Fire warning

• Altitude alert

• Overspeed

• Takeoff configuration warning

• Inhibit starts at V1 or if pitch angle >5 deg

• Inhibit is active for 25 seconds or airplane goes above 400 ft

Altitude Alert Function

• WEUs signal pilots when airplane approaches or deviates from the MCP selected altitude

− Altitude alert warning is the only caution warning generated by the WEUs

PLI (Pitch Limit Indication)

• WEUs calculate and show the maximum pitch limit (max pitch up before stick shaker commes on)

− Yellow PLI - Indication (eyebrows) on the PFD attitude indication

− Airplane on ground: Pitch limit shows 15 deg pitch up attitude

− Max pitch is 30 deg minus airplane pitch up attitude MAT test

• Ground test (31 WES)

− System tests: Land config, Takeoff config, WES system

• Ground test (27 Stall warning)

− System test of stall warning (Hydraulic power OFF)

MEL

• One Master/Caution warning light may be inop

• One aural warning speaker may be inop

• One WES channel may be inop

QUICK SUMMARY B777

95

- 32 - LANDING GEAR

General

• Hydraulic sytem C used for gear operation

• L/G DOOR ground operation

− open: power source: alternate extend power pack (HOT BAT bus), C system, all doors together from sevice access at ctr body P56

− close: C system pressure, MLG and NLG doors separate (P56 and P40)

− ALTN GEAR extension switch can be used to open all doors

• NLG up/down lock made by NLG lock link assembly

• NLG door uplock is internal of NLG door actuator

• NLG centering cam permits steering with strut extended (low cut)

• NLG air shut off valve permits replacing of Pressure Switch (green band calculation) without releasing strut pressure

• MLG down lock is made by drag brace and side brace lock link

• MLG up lock is made by MLG uplock hook assembly

• MLG door uplock is made by MLG door uplock hook assembly

• All locks are locked mechanically (assisted hydraulically)

• All locks are broken by hydraulic unlock actuators

• MLG retract actuators get no down pressure (gravity extension at normal and alternate mode)

L/G control

• Gear up signal via ELMS to NLG/MLG selector/bypass valve

• Gear down signal direct to NLG/MLG selector/bypass valve

• L/G control lever module contains 7 electrical switches:

− 4 NLG/MLG selector/bypass valve - DOWN solenoid

− 2 NLG/MLG selector/bypass valve - UP solenoid

− 1 NLG/MLG door release/safety valve module

− Lever lock override switch

MLG retraction / extension

L/G Selector/Bypass Valve

• 2 solenoid to control UP/DOWN

− Both solenoids de-energized � UP an DOWN lines are connected to return (AUTO OFF)

− during alternate extension, up lines will be connected to return

QUICK SUMMARY B777

96

• AUTO OFF function

− Gear up lines are connected to return

− Gear up and locked + 10 sec

• PSEU signals gear up to HYDIM L/R and AUTO OFF relay A/B de-energize UP solenoid (internal L/G selector/bypass valve)

• GEAR CONTROL (STS) if disagreement between L/G contol signal and selector valve

• Door operated sequence valve controls

− MLG uplock assembly and actuator

− MLG retract actuator

• MLG drag brace operated and MLG uplock operated sequence valve control

− MLG truck positioner

− MLG door actuator

− MLG door uplock hook and door lock actuator

− MLG side brace downlock actuator

− MLG drag brace downlock actuator

MLG Truck Positioner Actuator

• Tilt position

− actuator is retracted

− FWD axle 13 deg up

• Stow position

− actuator partly extended

− FWD axle 5 deg down

• 19 deg down position

− during high rate of sink landing or jacking aft axle

• MLG truck positioner fuses (2)

− auto reset at 5 psi differential pressure

− Location: MLG beam fwd side

• No L/G lever lock if gear is not in stow position (A/C in FLT)

• Truck tilt pressure sensor

− for auto speed brake operation

• Truck proximity sensor can sense tilt or not tilt

− NOT tilt and pressure switch senses pressure � A/C on ground

− Auto speed brake and auto brake operation

NLG retraction / extension

• NLG operated sequence valve

− 3 position (up, down, transit)

− transit to keep door open

• NLG retract actuator

− no down pressure (gravity)

QUICK SUMMARY B777

97

• NLG door actuator

− 1 actuator for both doors

− internal lock

• NLG lock mechanism and lock actuator

− used for up and down lock

Alternate Extension System

• Alternate Extension Power Pack

− powered by HOT BAT bus

− C hydraulic system (oversized pipe)

− breaks all uplocks (separated actuators)

− location: LH MLG wheel well

− switched off through Alternate Extend Hydraulic Pressure Switch (NLG wheel well ceiling)

• L/G doors stay open after alternate extension

− GEAR DOOR advisory message till doors are closed

• ALTN GEAR EXTEND status

− Alternate extend control relay A/B energized > 60 sec

− reset CB <LDG GR ALTN CONTROL> P11

• Door Release/Safety Valve Module (3)

− (2) for MLG doors, (1) for NLG doors

− door release actuator

− safety valve module

− provision for door safety pin

• Door Release/Safety Valve function

− provides safety to keep doors open with C hydraulic system pressurized

− reset through ARM DOOR and DOOR CLOSE switches at P56 and P40

− reset also by moving L/G lever to UP position (7th micro switch)

− If door open and safety valve latch is not in safe position RED DOOR UNSAFE light commes on

− Press to test switch for door unsafe light at P56 and P40 (complete circuit is tested)

• Gear Alternate Uplock Release Actuator

− powered through door release safety valve module

• Alternate Extend Hydraulic Pressure Switch

− Cuts off power to alternate power pack after extend cycle is completed (NLG wheel well ceiling)

• Gear door open safety pin

− provision for pin in door release/safety valve module

− MLG location: in door uplock structure

− NLG location: FWD NLG wheel well bulkhead

QUICK SUMMARY B777

98

PSS (proximity sensor system)

• Provides information and indication

• Dual redundance system

• 2 PSEU (proximity sensor electronics unit)

− contains individual cards

− cards are LRU’s

− some cards are interchangeable

− PSEU-1 contains 13 cards

− PSEU-2 contains 11 cards

− one channel fault on each PSEU (but not the same) is a go-item

• Location: MEC E1-5 and E4-1

• PSEU-1 and PSEU-2 are not interchangeable

• Landing gear indication and tail strike is processed in both PSEU

• PSEU’s get position data from proximity sensors on these components:

− Landing gear

− Passenger entry doors

− Cargo doors and access doors

− Thrust reversers

− some discrete hardwire inputs from tail strike system and others

• PSEU’s supply position data through ARINC 629 to several airplane systems

• MAT tests

− System test for PSEU-1 and PSEU-2

− Operational test for individual card

Proximity sensors

• (4) MLG uplock proximity sensors

• (8) MLG downlock proximity sensors

• (4) MLG door uplock proximity sensors

• (2) NLG locked proximity sensors (up and downlock)

• (2) NLG up and (2) NLG down proximity sensors (at drag brace trunnion)

• (2) NLG door closed proximity sensors

• (4) MLG truck tilt sensors

• (2) NLG not compressed proximity sensors (A/C on ground signal to ECS system)

Indication

• L/G single-symbol display

− indication for gear only

− UP indication blanks after 10 sec

− white hatched for transit

− green DOWN box � down and locked

− empty box � indication invalid

QUICK SUMMARY B777

99

• L/G multi-symbol display (expanded display)

− Indication for landing gear and doors

− disagreement between L/G lever and gear position for > 40 sec or alternate extension of L/G or ground door operation

• Gear Synoptic Page

− shows L/G door information

− white box CLOSE

− hatched box � not closed

− empty white box � indication not valid

• L/G proximity sensor status (NEAR/FAR) showed at Landing Gear ACTN/INDN Maintenance page

• EICAS messages

− some sensor failures (downlock) can turn on GEAR INDICATION SYS message (no go-item)

TSS (Tail Strike System)

• TSA (tail strike assembly)

• Two wires connected to PSEU-1 and PSEU-2

− monitored for short and open circuit

− if both wires are short or open circuit EICAS message

− if one channel is bad, status message appears

• Landing Gear ACTN/INDN Maintenance page shows status of inputs

− 28V � channel OK

− GND/OPEN � faulty channel or tail strike

Air / Ground System

• 2 independant systems

• 4 Load Sensors

− 2 at each MLG beam

− Calibration through MAT (null / weight set point)

− Auto calibration to take care of sensor drift (every T/O)

• 2 WOW (weight on wheels) cards

− location: MEC L/R SCF

− Output to airplane systems via ASG and ARINC 629

− Driver output signal to ELMS (air/ground relays)

− Software loadable

− Cards are interchangeable

− If only 1 card has been replaced, no calibration necessary (memory permits x-talk and is able to store data)

• Air/Ground simulation through MAT

− AMM 22-09-00 p 201

• Air Mode Relays

− energized in air

− called also fail to ground relays

− fail condition is safe condition (de-energized)

• Ground Mode Relays

QUICK SUMMARY B777

100

− energized on ground

− called also fail to air relays

− fail condition is safe condition (de-energized)

• Landing Gear ACTN/INDN Maintenance Page

− Air /Ground information

− L/R WOW card

− AIR/GND SIM indication (MAT air/ground simulation)

• STS message in case of failure

• MAT Test

− L/R Air / Ground System Test (complete system)

− Air / Ground Simulation (<Other function> <Special function>)

− LH / RH Stop Simulation, to stop simulation function

• MAT calibration of load sensor

− <Other function> <PSEU and Air/Ground rigging>

− „Ground / Air calibration range“ after WOW card replacement or for sensor check

− „Ground / Air rigging limits“ after load sensor replacement

Steering

• Nose Wheel steering tiller input

− Nose +/-70 deg

• Rudder pedal input

− Nose +/-7 deg

− Tiller turns during pedal input

• MLG steering +/-8 deg, if nose steering > 13 deg

NLG Steering

• NLG steering broken cable compensator

− Centers steering if upper cable breaks

− Location: MEC fwd of main battery

• NLG steering summing mechanism

− Adds NLG tiller input and nose gear position feed back

• NLG steering tiller position transducer (2)

− provides input signal to MGSCU

− steering position to Landing Gear Maintenace Page

• NLG steering centering mechanism

− locks steering system in the centered position during gear retraction

• NLG steering metering valve

− Towing lever

− Compensator provides shimmy damping

QUICK SUMMARY B777

101

MLG steering

• MGSCU (main gear steering control unit)

− provides input signal to MLG steering/locking PCA

− unlocks MLG steering/locking PCA if NLG steering > 13 deg

− provides EICAS messages

− location: E6-3 shelf (aft cargo)

• System can be deactivated by manual handle

− locking function must be verified

• MLG Steering/Locking PCU

− Manual shut off valve switch (cuts off hydraulic system for deactivation)

− Lock indication window (visible � unlocked)

− Actuator position LVDT (for feedback)

− Lock/unlock LVDT

− Locking is made mechanically

− Unlocking is made hydraulically

Indication

• BRKS / STRG Maintenance page

− Steering angle

− locked / unlocked status

− Actuator disabled information

• EICAS and Status messages

Wheels and Brakes

• Wheel numbering

− MLG � LH to RH No 1 to No 12

− NLG � No 13 and No 14

• NLG / MLG wheels: 1 ea tie bolt missing per wheel is accepted as per DDG

− Wheel has to be removed and wheel and brake checked for damage

• (1) Brake assembly on each gear may be deactivated either by

− install Flight Dispatch Disconnect

− disconnecting brake hose (quick disconnect)

− removal of brake

• Normal brake system

− R hydraulic system

• Alternate brake system

− C hydraulic system

• Reserve brake system

− CHIS using C hydraulic system

• Landing gear retract pressure

− Gear retract braking actuator at brake metering valve (using C hydraulic system)

QUICK SUMMARY B777

102

Brake hydro-mechanical control

• Brake Source Selection System automatically controls different pressure sources to supply brake functions

− Normal brake

− Alternate brake

− Reserve brake

− Accumulator brake

− Gear retract braking

• Normal brake

− R hydraulic system � Normal brake metering valve � Autobrake shuttle valve � Normal antiskid module � Antiskid shuttle valve module � Brake

• Alternate brake

− C hydraulic system � Alternate source selector valve � Alternate brake metering valve � Alternate antiskid module � Antiskid shuttle valve module � Brake

• Auto brake

− R hydraulic system � Autobrake valve module � Autobrake shuttle valve � Normal antiskid module � Antiskid shuttle valve module � Brake

• MLG retract pressure

− R hydraulic system � Alternate brake metering valve � Alternate antiskid module � Antiskid shuttle valve module � Brake

• Brake Accumulator

− RH MLG wheel well

• Anti Skid Surge Accumulator

− outboard of LH MLG

• 2 BMV (brake metering valve)

− 2 metering valve spools (mormal /alternate)

− LH/RH MLG wheel well

• Brake Source Selection System

− Alternate source selection valve (LH MLG wheel well)

− Accumulator isolation valve (RH MLG wheel well)

• Normal Brake Hydraulic System Pressure Switch

− Autobrake system (Arm logic)

− Antiskid system

− RH MLG wheel well near brake accu

• Alternate brake hydraulic system pressure switch

− Antiskid system

− fitted in Alternate source selection valve (LH MLG wheel well)

QUICK SUMMARY B777

103

• BRAKE SOURCE Light

− ON if R and C hydraulic system not available

− input to AIMS and EICAS

• Brake accumulator pressure indicator

− powered by BAT bus TOW DC bus

Parking Brake

• Brake lights on NLG (A/C on ground)

− Brake ON � RED

− Parking brake set � AMBER

− Brake OFF � BLUE

• Pedal Position Switch (2)

− if not pressed � Brake off light ON (blue)

• Parking Brake Latch Switch (2)

− close Parking Brake Valve

− if Parking Brake Valve is closed: Parking Brake Set light ON (amber)

− Input to AIMS and BSCU for system monitoring

• Brake Metered Pressure Switch (2)

− Brake ON light (red) on if both switches > 1900 psi

• Brake pressure can be checked on Landing gear BRKS/STRG Maintenance page

• Parking Brake Valve

− location: outboard of RH MLG strut

− 28 VDC motor operated

− powered from HOT BAT bus

− internal switch for position indication to BSCU and AIMS

− manual override lever

− EICAS ansd Status message if valve not fully open with parking brake lever released

ABS (Auto brake system)

• Available with R hydraulic system only

• BSCU (brake system control unit)

− location: E6-2 shelf (aft cargo)

− Signal to Normal and Alternate Antiskid Valves

− Feedback from antiskid transducers

− 4 cards for antiskid (each card has primary and secondary control for 3 wheels)

− 2 cards for Autobrake control (R BITE/COMM only), BITE function and communication to ARINC 629

− Cards are not LRU

QUICK SUMMARY B777

104

• Normal Brake Metered Pressure Transducer (2)

− Autobrake (disarm logic)

− Antiskid (Taxi brake release function)

− fittet on Autobrake shuttle valve

− signal to BRHS/STRG Maintenance page

− signal to flight data recorder

− LH / RH MLG wheel well near autobrake shuttle valve

• Alternate Brake Metered Pressure Transducer (2)

− signal to BRKS/STRG Maintenance page

− signal to flight data recorder

− LH / RH MLG beam

• Autobrake Shuttle Valve

− LH / RH MLG wheel well

• Autobrake Valve Module

− metered pressure as per signal from BSCU

− RH MLG wheel well

• Autobrake Selector

− permits arming/selection of deacceleration rate during landing

− latch solenoid release to OFF only if A/C goes in air and selector is at RTO

− in any other position selector goes to ARM position in case a failure occurs (EICAS message)

Anti skid system

• Skid control

• Locked wheel protection (one wheel after the other)

• Hydroplane / Touchdown protection

• Gear retract inhibit

• Taxi brake release (brake will be applied to 4 wheels only)

• Normal Anti Skid Module (2)

− 6 valves (LRU) provide hydraulic pressure to each wheel

− R hydraulic system

− 6 hydraulic fuses (LRU) (bypass lever for reset)

• Alternate Anti Skid Module (2)

− 4 valves (LRU) provide hydraulic pressure to FWD/CTR wheel and AFT wheel

− C hydraulic system

− 4 hydraulic fuses (LRU) (bypass lever for reset)

• (1) Normal Anti Skid Module Valve may be inoperative

− Brake has to be deactivated

− EICAS message (ANTI SKID advisory) has to be disabled through MAT (to obtain Autobrake function)

QUICK SUMMARY B777

105

• Antiskid Shuttle Valve Module (2)

− location: just outboard of MLG strut

− one Flight Dispatch Disconnect for barke deactivation is mounted at module itself

− deactivates Normal Brake only, gear retract pressure is still available

− ANTISKID message (EICAS) has to be disabled via MAT (special functions)

− BRAKE and BRAKE DEACT displayed on BRKS/STRG Maintenance pages

− (1) brake per MLG may be deactivated as per MEL

• Autobrake Valve Module

− location: RH MLG wheel well

− controls pressure as per signal from BSCU

• Autobrake Shuttle Valve (2)

− location: FWD wall L/R MLG wheel well

− Normal Brake Metered Pressure Transducer is fitted at valve

Skid Control

• During Normal Antiskid operation, skid control operates for each wheel

• During Alternate Antiskid operation, skid control operates an aft wheel and a fwd-mid pair of wheels

• Skid control is on when speed > 8 kts

Locked Wheel Protection

• Locked wheel protection compares the wheel speed of a fwd-mid-aft group of wheels

• Locked wheel protection does not operate below 25 kts

Hydroplane/Touchdown Protection

• Hydroplane/Touchdown Protection operates only on the aft wheels

• Hydroplane/Touchdown Protection indirectly protects the fwd-mid wheel through locked wheel protection

Gear Retract Inhibit

• To permit gear retract braking, the antiskid system stops alternate antiskid operation for 12.5 sec. After gear lever moved out of down position

Taxi Brake Release

• This function releases 2 brakes on each truck during taxi brake operation

• Average wheelspeed is < 45 kts

• Brake metered pressure is 250 - 1800 psi

• Operates on Normal antiskid system only

• Selected axle changes for each brake application (metered brake pressure < 150 psi)

QUICK SUMMARY B777

106

Autobrake Latch solenoid

• Latch solenoid holds if:

− ADIRU data is available and

− Autobrake selector to 1, 2, 3, 4, MAX AUTO and

− Air mode or 2 thrust lever idle or gnd mode for < 3 sec and

− LH and RH normal brake metered pressure < 1500 psi and

− AUTOBRAKE / AUTOBRAKE SOL VALVE (sts) not show and

− ANTISKID (adv) not show and

− Normal brake hydraulic system pressure available

− when disarmed latch solenoid releases autobrake selector, selector goes back to DISARM � AUTOBRAKE (adv)

− Advisory message clears if selector is set back to OFF

• RTO arm logic

− Selector at RTO and

− Gnd mode and

− No AUTOBRAKE (sts)

− if any of this conditions do not occur autobrake selector moves to OFF

− Autobrake selector remains in RTO until A/C goes in air

Indication

• EICAS and status messages

• Gear Synoptic Page

• Landing Gear BRKS/STRG Maintenance Page

MAT

• System Tests

• LRU Tests

• Other functions (Special functions)

Brake Temperatur Monitoring System

• BTMU (brake temperature monitor unit)

− location: E6-2 shelf (aft cargo)

− provides monitoring and indication of system

− controls brake cooling fans

• Brake temperature is indicated in 2 digits with decimal point

• Brake Temperature Sensor (12)

• Brake Temperature Compensator (2)

• (BRAKE TEMP) EICAS message if brake temperature > 5.0

− Number and brake symbol turn amber

• solid white brake symbol for hottest brake if temperature is 3.0 - 4.9

QUICK SUMMARY B777

107

Brake Cooling Fan System

• Contolled by BTMU via ELMS

• All fans start if any brake temperature > 121deg and A/C on ground

• Fans stop if all brakes are below 77 deg

• FAN ON indication at Landing Gear BRKS/STRG Maintenance page

− indicates command only, fans have to be checked physically

• MAT Brake Cooling Fan Test

− Other Functions (Special Function)

Tire Pressure Indication System

• TPMU (tire pressure monitor unit)

− location: E6-3 shelf (aft cargo)

− monitors system and provides EICAS messages and indication

• TIRE PRESS advisory and status for non-normal conditions

• TIRE PRESS SYS status for faulty system

• On Gear Synoptic Page indication turns amber for non-normal conditions and blank for loss of data or invalid data

QUICK SUMMARY B777

108

- 34 - NAVIGATION

FMCS (flt management comp syst)

• FMCF (flight management computing function) is a function of AIMS

− L AIMS � CPM ACMF

− R AIMS � CPM BASIC

− Random selection at power up Components

• FMCF (2) one in each AIMS cabinet

• CDU (3)

• FMC selector

• ISSP (2)

Flight Management Computing Function

• Each FMCF has two software partitions

− Flight Management Function (FMF) partition

− Navigation function partition

• FMF partition supplies

− Flight planning

− LNAV (Lateral navigation) guidance commands

− VNAV (Vertical navigation) guidance commands

− Thrust guidance commands

− Performance data

− Display control

− ND MAP display

− Manual, route and procedure selection of navigation radios

− BITE and fault monitoring

• Navigation function supplies

− Position calculation

− Navaid selection for radio position calculation

− Navigation radio tuning command outputs

CDU (control display unit)

• LCD display

• Insertion switch

• Primary control and display interface unit for FMCF

• L/R CDU are used to enter data and interface with the FMCF

• Ctr CDU is backup if LH or RH CDU fails

• All CDU can select a maintenance page format on a MFD

• All CDU can control satellite communication radio system

• Ctr CDU is interface for CI (cabin interphone) and PA (passenger address) controller

• L/R CDU are backup if L/R EFIS control panel fails

• Any of the CDUs can be used as backup if the DSP (display select panel) fails

• CDU supplies functions when the FMCFs fail

QUICK SUMMARY B777

109

− Backup navigation radio tuning

− Calculates LNAV guidance commands

− Backup map data

• Box prompt � mandatory entry

• Dash prompt � optional entry

• Scratch pad is used to enter data (transfer data, using LSK)

• Mode Key (12)

• Swapping database

− INIT/REF � <IDENT � LSK 3R/2R

• Position page (ADIRU alignment)

− INIT/REF � <POS or

− INIT/REF � <IDENT � <POS INIT>

− Box prompt shows ADIRU not aligned

− Dash prompt during alignment

− Blank if ADIRU is aligned

− REF AIRPORT, LAST POS or GPS POS is used to enter position

• Take off ref page

− INIT/REF � <THRUST LIM � <TAKE OFF

− FLAPS, CG, V1, VR and V2 entry are mandatory

• NAV radio page

− NAV/RAD mode key

− for NAV radio tuning

FMC selector and ISSP

• FMC Selector determines active FMCF

− L - AUTO - R

• NAV ISSP switch determines source of navigation display data

− FMCF or CDU

MCP (mode control panel)

• LNAV and VNAV switches couple autopilot to FMCS

FMCF Interfaces

• Three types of procedures to tune navigation radio

− Automatic

− Manual

− Alternate

• Automatic procedure

− FMCFs send tune data to ILS, VOR and DME navigation radios (LH and RH) automatically. ADF radios are not tuned automatically

• Manual procedure

− LH or RH CDU is used to manually tune all navigation radios through the FMCFs

− Ctr CDU is used if LH or RH CDU fails

QUICK SUMMARY B777

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• Alternate procedure

− When both FMCFs fail, CDUs and alternate procedure are used to tune all navigation radios

− Tune data goes from on-side CDU directly to on-side navigation radio (ctr ILS receiver from LH CDU)

• RH AIMS FMCF radio tune sub-function normally tunes the navigation radios

− R AIMS cabinet has radio tune relays

− Energized if right radio tune sub-function and IOM (input/output module) are valid

− De-energized if left radio tune sub-function fails (this allows LH AIMS radio tune sub-function to tune the radios through relaxed position of the relays in the RH AIMS cabinet)

VNAV speed and ALTITUDE intervention

• The active FMCF sends speed and altitude targets to AFDS (autopilot flight director system) and TMCS (thrust management computing system) in cruise

• The crew can change speed (speed intervention) and altitude (altitude intervention) targets

• Speed intervention

− Guidance sub-function sends speed commands to AFDS to control speed

− MCP (mode control panel) IAS/mach window blanks when VNAV SPD engages

− Push IAS/mach selector on MCP, window shows FMCF target speed and target airspeed can be changed, push selector again to make window go blank (active FMCF uses FMCF target speed)

• Altitude intervention

− Active FMCF sends altitude commands to AFDS

− FMCF uses the altitude window and altitude selector for these functions: Enter a target altitude at a waypoint (CDU leg page)

Delete altitude contraints Change FMCFs cruise altitude Capture the MCP altitude

− Altitude intervention in cruise occurs with a push of the altitude selector on the MCP

MAT Test

• Ground test

− CDU system test

• Special test

− CDU LCD test

MEL One FMCS may be inoperative Center CDU may be inoperative

QUICK SUMMARY B777

111

Pitot/Static & Standby Instruments

• (3) Pitot probes

− Supply pitot pressure to ADM (air data module)

− Static port is not used (capped)

− Probes are heated (115 VAC on ground and 200 VAC in flight) controlled by ADM

− PFC provides air/ground signal

• (6) Static probes

− Supply static signal to ADM

• (3) Pitot ADM and (3) Static ADM

− Convert pitot/static signal into ARINC 629 signal

− All 6 pitot/static ADM are interchangeable

− Software loaded

− ADM control pitot heating

− Send pitot/static signal to ADIRU and SAARU via Flight Controls ARINC 629 Bus (3)

• Center pitot- and static-probes send also signal to SADM (Standby ADM) (2)

− Convert pitot/static signal into ARINC 429 signal

− SADM are not interchangeable with ADM

− Send pitot/static ARINC 429 signal to Standby Altimeter and Standby Airspeed Indicator

− No software loaded

Standby Instruments

• Standby Altimeter and Standby Airspeed Indicator

− LCD displays

− interchangeable

− pinprogrammed

− powered through PSA (power supply assembly)

ADIRS (air data inertial reference syst)

Inputs

• Pitot

• Static

• TAT

• AOA Outputs

• A/S

• Altimeter

• VSI

• MACH

• ATT

• HDG

QUICK SUMMARY B777

112

ADIRU (air data inertial reference unit)

• Contains (3) air data channels and (6) laser gyros

• Alignment through LH or RH CDU

− SAARU is aligned through ADIRU

− SAARU is backup for ADIRU and provides air data signal for Stby Attitude Indicator

• ADIRU is powered by LH and RH DC Bus as well as from HOT BAT Bus

Reliability and fault tolerance

• ADIRU has fault containment areas (FCA). The FCA have fault containment modules (FCM)

• There are (7) FCA in the ADIRU, each contains FCM

− Gyro: (6) gyro FCM

− Accelerometer: (6) accelerometer FCM

− Power supply: (3) power supply FCM

− Processor: (4) processor FCM

− L/R/Ctr ARINC 629 interface: (2) ARINC 629 I/O modules in each

• Single failure in a FCA

− Single FCM fails in one FCA or if there are single FCM failures in more than one FCA, ADIRU sends data to AIMS to make memo message (no flight deck effect)

• Multiple failures in the same FCA

− Two or more FCM failures in the same FCA, ADIRU sends data to AIMS to make a maintenance message on the MAT and a status message is displayed on EICAS

• More failures (ADIRU must have at least these components in order to supply inertial reference data)

− 4 gyros

− 4 accelerometer

− 1 power supply

− 2 processors

− 1 ARINC 629 I/O module in LH and RH FCA

− If there are more failures the ADIRU does not supply inertial reference data and the caution message NAV ADIRU INERTIAL shows

• ADIRU on BATT light illuminates if:

− A/C on ground and HOT BATT BUS only power source available

ADIRU power-up test and status

• The ADIRU does a 30 second test after the ADIRU on/off switch is in the ON position

• The results of the test go to CMCF of AIMS

• The test is automatic and there are no indication for the test

• The ADIRU continously supplies BITE status to AIMS

QUICK SUMMARY B777

113

SAARU (sec attitude air data ref unit)

• SAARU contains (3) air data channels and (4) fibre optic gyros

− 1 ea gyro is used for roll/pitch/yaw axis (every gyro could sense all 3 axis)

− 1 gyro is used for monitoring

• SAARU is powered through PSA (power supply assembly)

• Provides ARINC 429 data to Standby Attitude Indicator

− Standby Airspeed Indicator or Standby Altimeter can be used as Standby Attitude Indicator (pinprogrammed - knob has no function)

• Provides backup navigation (inertial) data for 3 minutes if ADIRU fails

− TAS >80 kts

• SAARU is aligned through ADIRU

Air Data /ATT Source Switch

• Switch unlatched

− Capt and F/O get signal from ADIRU

• Switch latched (ALTN)

− CAPT: SAARU single channel air data and SAARU attitude. ADIRU left bus input to AIMS remains the source for HDG and TRK for the Capts display

− F/O: ADIRU right bus single channel air data and SAARU attitude. ADIRU right bus input to AIMS remains the source for HDG and TRK for the F/Os PFD and ND

AOA (angle of attack)

• There are (2) resolvers in each AOA sensor

− L AOA resolvers supply L AIMS

− R AOA resolvers supply R AIMS

• Case and vane are heated

− In flight and on ground 115 VAC with one or both engines running

ILS (instrument landing system)

• ILS provides localizer (lateral) and glideslope (vertical) guidance to the runway on approach

• (3) ILS receivers have these inputs

− (1) VOR antenna (starts tuning 200 nm away from airport)

− (2) Localizer antennas (dual) 3 antennas used 1 spare

− (2) Glideslope capture antennas (dual) 3 antennas used 1 spare

− (2) Glideslope track antennas (dual) 3 antennas used 1 spare

QUICK SUMMARY B777

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• ILS deviations go to both AIMS to show ILS data on PFDs and NDs

− ND mode selector on EFIS control panel in APP position

• ILS deviation go to AFDCs for autoland calculation

• LH ILS receiver sends glideslope deviation to the GPWC for mode 5 alerts

• ILS receivers send station audio ident signal to AMU

− Approach receiver selector in L, C, R position

• GS, LOC antenna switch

− At approx 500 ft switching controlled by AFDCs

− switching from VOR antenna to localizer antenna

− switching from GS capture and GS track antenna

− Fail safe to the more accurate antenna (LOC and GS track)

Tuning

• Auto tuning

− Trough AIMS (FMCF) to all 3 ILS receivers

• Manual tuning

− Trough L or R CDU via AIMS (ctr CDU used if L or R CDU fails

• Alternate tuning

− On-side CDU is used to tune L/R ILS receiver direct (L CDU tunes L and C ILS receiver, R CDU tunes R ILS receivers)

• Display source priority

− Capts PFD L, C, R

− F/Os PFD R, C, L

MAT test

• Ground test

− Operational test all 3 ILS systems

− ATA 22 - ILS interface: ILS LOC, GS and VOR antenna switches

MEL

• Two ILS systems may be inop

• LOC/GS antenna switching may be inop

MBS (Marker beacon system)

• The marker beacon system supplies visual and aural indications when the airplane flies over marker beacon transmitters

• (1) VOR/MB receiver

− MB function only operates in the LH VOR/MB receiver

− Location: MEC E1 rack

• (1) Antenna

− Location: Lower fuselage

QUICK SUMMARY B777

115

• The receiver sends marker beacon data to AIMS to show on PFD

− Audio station ident signal to AMU

MAT test

• Ground test

− Operational test LH VOR/MB system

MEL

• May be inop

RA (radio altimeter)

• (3) independant systems

• (3) RA tranceivers

− Location: E5 rack fwd cargo compartment

• (3) Receive antennas

• (3) Transmit antennas

• RA sends signal via ARINC 629 Data Bus to:

− AIMS

− AFDC

− TCAS computer

− GPWS

• RA is available up to 2500 ft

• RA transceiver can store flight leg history

• RA is displayed on the PFDs

− at bottom of attitude indication

• DH (decision height) is set on EFIS control panels (MINS)

− L/R CDU is used as backup if EFIS control panel fails

− Minimums call out reset by pressing DH selector

• AIMS priority selection of PFD RA display

− Capt’s PFD L, C, R

− F/O’s PFD R, C, L

MAT test

• Ground test

− Operational test L/C/R RA system

• Test inhibit if IAS >80 kts or airplane in flight

• Selftest on RA tranceiver is not used on B777

MEL

• One RA system may be inop (no autoland)

QUICK SUMMARY B777

116

VOR (VHF omnidirectional ranging)

• The VOR ground stations transmit an omnidirectional signal and directional signal. Together the signals give magnetic radial information from 000 deg to 360 deg. All VOR stations reference the 000 deg to magnetic north

• RF signals from the VOR antenna go through power dividers, then to VOR receivers. The VOR receivers use RF signals to calculate station bearing and to decode the morse code station ident signal

• The receivers send VOR bearing data to the AIMS to show on the NDs

• The VOR/MB receivers send audio and ident audio to the AMU

• (2) VOR/MB receiver (VOR/marker beacon)

− Location: MEC E1/E2 rack

• (1) VOR Antenna on the vertical stabilizer (dual antenna)

• Marker beacon system in RH VOR/MB receiver is not used

• Tuning signals

− CDU NAV/RAD page

− Manual or Auto tune from L/R CDU via Systems ARINC 629 Bus and AIMS

− Alternate tuning from L/R CDU direct to VOR/MB receivers

• Automatic tuning

− FMCFs send tune data to VOR navigation radios (LH and RH) automatically

• Manual tuning

− LH or RH CDU is used to manually tune VOR navigation radios through the FMCFs

− Ctr CDU is used if LH or RH CDU fails

• Alternate tuning

− When both FMCFs fail, CDUs and alternate procedure are used to tune VOR navigation radios

− Tune data goes from on-side CDU directly to on-side navigation radio

Outputs

• Signal to AIMS for onside ND display

• Signal to AMU (audio management unit)

− connects signal to headset (VOR station morse code ident) MAT test

• Ground test

− Operational test L VOR/MB system and R VOR system

− ATA 22 - ILS interface: ILS LOC, GS and VOR antenna switches MEL

• One VOR navigation system may be inop

QUICK SUMMARY B777

117

DME (distance measuring equipment)

• The DME system supplies line of sight distance between airplane and ground station

• Most DME stations are correlated with VOR or ILS station

• Near the station the DME distance is not reliable

• DME and ATC share the same frequency band

• (2) DME interogater

− Location: MEC E1/E2 rack

• (2) Antenna

− Location: Lower fuselage

− DME and ATC antennas are interchangeable

• DME sends data to AIMS to show on PFD and ND display

• DME sends suppression signal to ATC

MAT test

• Ground test

− Operational test L/R DME system

MEL

• One DME may be inop

ADF (automatic direction finder)

• ADF receivers uses AM signal from ground station to calculate the bearing to the station from the airplane longitudinal axis and to receive standard AM radio broadcast

• (2) ADF receivers

− Location: MEC E1/E2 rack

• (2) Antennas

− Loop and sense antenna in same case

• ADF receivers calculate the bearing to the station, sends it to the AIMS cabinet and show on ND

− Audio signal to AMU

• No auto tuning through AIMS

• Manual tuning through L or R CDU via AIMS

• Alternate tuning via L/R CDU (on-side)

QUICK SUMMARY B777

118

MAT test

• Ground test

− Operational test L/R ADF system

MEL

• Both ADF may be inop

GPS (global positioning system)

• GPS uses navigation satellites to supply accurate airplane position to airplane systems and flight crew

• GPS supplies the primary navigation data on most B777

− ADIRU is the secondary navigation data source

• (24) GPS satellites in (6) different orbits

− 21 satellites used and 3 are spare

− 4 satellites per orbit

• There are always (4) satellites used for navigation

• (1) Master station at Colorado Springs USA and (5) control stations wordwide

• GPS calculates

− Latitude

− Longitude

− Altitude

− Accurate time

− True heading

− Ground speed

• (2) GPSSU (global positioning system sensor unit)

− supply data to L/R AIMS cabinets

− FMCF (flight management computing function) combines GPS and internal reference data to calculate airplane position

− send GPS time signal to the clocks through AIMS

− AIMS sends GPS data to the ADIRU for calibration of internal sensors (to decrease drift)

− Location: 2nd

cabin ceiling panel fwd of door 2 L/R

• (2) GPS antennas

− Location: Cabin ceiling fwd of door 2 L/R

− Fwd antenna belongs to L GPS system

Data loading

• GPSSU software is loaded through onside AIMS cabinet via MAT

− AIMS selection via MAT special functions

QUICK SUMMARY B777

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GPS modes

• Acquisition mode

− GPS looks for and locks on to satellite signals

− must find 4 satellites to start calculate GPS data

• Navigation mode

− 4 satellites must be available

− GPS data are computed

• Altitude aided mode

− 3 satellites available only

− altitude is determined by math. calculations

• Aided mode

− 30 seconds only, during bad satellite coverage

MAT test

• Ground test of L/R GPS system

MEL

• One GPS may be inop

GPWS (ground proximity warming syst)

• GPWS alerts the crew of an unsafe condition when near the terrain. It also supplies a warning for windshear condition.

• GPWS uses aural messages, lights and displays to give alerts and warnings in the flight deck

− PULLUP, WINDSHEAR, ENG FAIL on PFD

• GPWC (ground proximity warning computer) shares 2 aurals which are not related to the GPWC

− Engine fail

− V1

GPWS Modes

• Mode 1

− excessive descent rate

• Mode 2

− too much of a closure rate when approaching terrain is raising

− 2A (Flaps <15), 2B (Flaps >15)

• Mode 3

− too much altitude loss during climbout, when not in landing configuration

− 3A, 3B

• Mode 4

− not enough terrain clearance when the airplane is not in landing configuration

• Mode 5

− too much deviation below glideslope centerline

− below 1000 ft

• Mode 6

− aural callouts when decending through selected altitude (DH)

QUICK SUMMARY B777

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• Mode 7

− warning for windshear conditions

− wakes up A/T (full power)

GPWC (ground proximity warning computer)

• GPWC

− Location: E1 shelf

− status/history switch (present-/last 10 faults)

• Inputs

− L/R/C RA

− AIMS

− L ILS

− shorting plug (special airport information, callout selection)

− Gnd proximity override switches

− Glideslope inhibit switch

• Outputs

− PFDs (Windshear and Pullup message)

− TCAS (GPWS has priority over TCAS)

− WEU (17 voice aurals, master warning for windshear/pullup)

• Flap / Gear Override switches

− simulates Flaps / Gear down

• Ground Proximity Light / Glideslope Inhibit Switch

− Ground proximity light for modes 1-5

− Cancels mode 5 warning only (below glideslope)

MAT test

• Ground test

− Operational test

ATC (air traffic control)

• When a ground station or a TCAS computer from another airplane interogates the ATC / Mode S transponder system, the transponder transmits a pulse-coded reply signal. The reply signal identifies and shows the altitude of the airplane

• The ATC / Mode S transponders have interface with the TCAS computer

• The AIMS supply altitude and CMCF data to the ATC / Mode S transponders

Modes

• Mode A

− Ident reporting

• Mode C

− Altitude reporting

QUICK SUMMARY B777

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• Mode S

− TCAS (24 BIT ident)

− Program switch module is used to connect program pins for airplane identification

− Source destination indicator (SDI)

− Max true-air program pin

− Airplane mode S address program pin Components

• Top antenna

• Bottom antenna

• ATC coaxial relay top

• ATC coaxial relay bottom

• Transponder panel

• (2) ATC / Mode S transponder

− only one operates at a time (selected by transponder selector)

− receives signals from both antennas

− Location: E1/E2 rack

• Transponder Altitude Source Selector

− NORM: Selects the normal (ADIRU) altitude source for transponder altitude reporting

− ALTN: Selects the alternate (SAARU) altitude source for transponder altitude reporting

MAT test

• Ground test

− System test L/R ATC MEL

• One may be inop

TCAS (traffic alert & collision avoidance system)

• The TCAS interogates other airplanes to get altitude, range and bearing dates.

• TCAS uses replies and inputs from other onboard airplane system to calculate traddic avoidance data.

• TCAS computer

− Software loaded (from L CMCS only)

− Location: MEC E1 rack

• (2) TCAS antenna (top / bottom)

− directional antennas

− Gear down: bottom antenna is switched to omnidirectional mode

− colorcode for BNC connectors (different impendances)

• TCAS data are displayed

− NDs (traffic data)

− PFDs (preventive advisory)

− controlled with TFC switch on EFIS control panel)

QUICK SUMMARY B777

122

• Aural advisory messages

− corrective avtion

− system test results Operational surveilance area

• Other traffic

− CPA (closest point of approach) >40 seconds, relative altitude +/- 2700 ft

• Proximate traffic

− CPA >40 seconds, relative altitude +/- 1200 ft

• Intruder traffic (TA - traffic advisory)

− CPA 25-40 seconds, relative altitude +/- 1200 ft

• Threat traffic (RA - resolution advisory)

− CPA <25 seconds, relative altitude +/- 900 ft

MAT test

• Ground test

− TCAS system test

MEL

• May be inop for outstation

WXR (weather radar)

• The weather radar system supplies visual indications of weather conditions and land contours.

• The weather radar system pulses in a 180 deg sector fwd of the airplane path. Precipitation or terrain contours reflect the pulses back to the airplane.

Display

• The WXR returns show in 4 different colors on the NDs. The colors of the indications depend on the intensity of the returns. The data from WXR RT goes through AIMS to the NDs.

WXR Antenna

• WXR antenna radiates the RF impulses and receives the RF returns. The RT gets ADIRS pitch and roll data from AIMS for antenna stabilisation

WXR RT unit (2)

• The system uses 2 RT (receiver-transmitter)

− only 1 RT operates at a time

− produces RF pulses

− transmits RF pulses

− Location: Fwd Equipment Center

− (2) power supply powered from LH and RH RT unit

QUICK SUMMARY B777

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• (2) Motors

− Elevation motor and scan motor

− Elevation and scan disable switches are used for maintenace (disable motors only, no message if activated)

WXR Control Panel

• Divided into 2 sections (LH and RH)

− Center section is used for L/R selection and test

• EFIS control panel is used to show WXR display on ND

− APP, VOR or MAP mode

− L/R CDU provide backup if EFIS control panel fails

Wave guide Switch

• Switches WXR antenna between LH and RH WXR RTs

Alert Messages

• When WXR RT processes data that is not satisfactory alert messages show on the NDs and the WXR display continues to show.

• When a failure occurs, a WXR FAIL message shows and the WXR display does not show.

• The CPM-GGs in L/R AIMS do a comparsion of the ranges from EFIS CP, WXR RT, FMCF

− A difference between any of these ranges causes a range disagreement message

Test

• Test from WXR panel

− shows test display (color pattern) and test result on NDs

• MAT test

− System test

− LRU replacement test

− No WXR test display on ND during test

MEL

• One may be inop

QUICK SUMMARY B777

124

- 35 - OXYGEN

Crew Oxygen

• 115 cu/ft cylinder

− stored in MEC

− Shutoff valve is safetied in open position

• Oxygen pressure is indicated at STATUS page

− Direct reading at bottle pressure gauge

• (4) Oxygen mask and storage box are available in cockpit

• Bleedvalve opens every 1st engine start and bleeds 3-4 ltr oxygen

− Location: MEC

− To confirm positive oxygen pressure

• Blowout Disc (green)

− Location: Nose section LH side

• No oxygen refill facility

• Advisory message if bottle pressure < 500 psi

Pax Oxygen

• Chemical oxygen generators used

• Expanded indicator band turns dark if generator has been fired

• Automatic mask deployment if cabin altitude > 14'650 ft

− Manual deployment through PASS OXYGEN switch (P5)

• 2 minutes after landing PASS OXYGEN ON light and EICAS message are reset

QUICK SUMMARY B777

125

- 36 - PNEUMATICS

General

• Pneumatic system is pressure, temperature and flow controlled Components

• ASCPC (air supply and cabin pressure controllers) (2)

− located at MEC E1/E2 rack

− each ASCPC controls onside as far as engine bleed air is concerned

− Software loadable

− 3 modes (digital, analog, pneumatic)

• HPSOV (high pressure shutoff valve)

− interchangeable with PRSOV

− controlled by ASCPC through HPFAC

− modulates at high power

• PRSOV (pressure regulating an shutoff valve)

− controlled by ASCPC through PRSOVC

− modulates at low power

• Precooler

• FAMV (fan air modulating valve)

• PRSOVC (pressure regulating an shutoff valve controller)

• HPFAC (high pressure fan air controller)

• Manifold Dual Temperature Sensor

− 1ea coil to each digital/analog part of ASCPC

• Manifold Flow Sensor

• Manifold Pressure Sensor

• Intermediate Pressure Sensor

• Isolation Valve (3)

− Interchangeable with APU S/O Valve

• APU Shut Off Valve Interfaces

• ACIPS (airfoil and cowl ice protection sytem)

• AFDC (autopilot flight director computer)

• AGS (air/ground system)

• AIMS (airplane information management system)

• APUC (auxiliary power unit controller)

• CTC (cabin temperature controller)

• DLODS (duct leak and overheat detection)

• ECSMC (ECS miscellaneous card)

• EEC (electronic engine controller)

• ELMS (electrical load management system)

• FSEU (flap slat electronics unit)

• HYDIM (hydraulic interface module)

• OPAS (overhead panel ARINC 629 system)

• WES (warning electronic system)

QUICK SUMMARY B777

126

Distribution

• L AC Pack

• R AC Pack

• ADP C1/C2

• Aft Cargo Heat

• Bulk Cargo Heat

• TAT Probe

• Hydraulic Reservoir

• Portable Water

• Wing Anti Ice

• Engine Starter

Bleed Air Panel

• Engine Bleed Switches

− ON � Engine bleed valves open when eng bleed available

− OFF � (ON not visible) Valve is manually cmd closed

− OFF � amber (Non normal contitions) Wing or strut duct overheat Bleed air overtemperatur Bleed air overpressure Engine fire switch pulled

• APU Bleed Switch

− AUTO � APU s/o valve is automatically controlled

− OFF � (AUTO not visible) APU s/o valve commanded close

− OFF � amber (Non normal contitions) Duct overheat Switch selected OFF APU s/o valve failing closed APU fire switch pulled

• Bleed Isolation Switches

− AUTO � Isolation valve is automatically controlled

− CLOSED � (AUTO not visible) Manually closes isolation valve

− CLOSED � amber (Non normal contitions) valve closed due to duct leak or bleed loss Switch selected to close Valve fails closed

Engine Bleed Air

• Engine air supply system supplies low pressure bleed air from 8th

stage IPC and high pressure bleed air from 6

th stage HPC

• DVV (Duct Vent Valve)

− Prevents a nuisance EICAS message (overpressure)

− causes high nacelle temperature in case of stucked valve

• RVDTs monitor valve position

− LH, CTR, RH Isolation valve

− APU s/o valve

− LH and RH FAMV (fan air modulating valve)

QUICK SUMMARY B777

127

• ASCPCs control the following valves

− 3 Isolation valves

− APU s/o valve

− 2 PRSOVC (pressure regulating and shutoff valve controller)

− 2 HPFAC (high pressure fan air controller) Digital mode control description

• Digital Mode (primary control)

− ASCPC controlled

− Primary and backup mode work together

− Bleed port select

− Pressure control

− Temperature control

− Flow control (10 lbs/sec)

• HPSOV 40 psi (32.5 psi above 27'000 fts)

• PRSOV 50 psi

• Intermediate Sensor is used to control HPSOV

• At high power HPSOV is closed, PRSOV modulates to 50 psi

• At low power HPSOV modulates to 40 psi

• ASCPC controls supply pressure. Manifold pressure sensor and intermediate pressure sensor monitor duct pressure. ASCPC controls HPSOV and PRSOV through HPFAC and PRSOVC to control pressure.

• ASCPC controls temperature. The Manifold Dual Temperature Sensor monitor the temperature. ASCPC controls FAMV through HPFAC to maintain 193 deg

• If temperature > 254 deg PRSOV closes and latches (PRSOV starts to close at 232 deg)

• Inputs to ASCPC to monitor engine bleed airflow

− Manifold Flow Sensor (FS)

− Engine Anti Ice (EAI) system

− Wing Anti Ice (WAI) system

• ASCPC keeps the amount of bleed air to a limit

• Flow rate is achieved by modulating PRSOV

• CPC gives bias signal to ASCPC to increase the setpoint 6 psi (ECS pack lo flow condition)

• EEC gives bias signal to ASCPC to increase the setpoint 9 psi (Engine cross bleed start)

• Whenever downstream pressure > 40 psi HPSOV closes and PRSOV modulates 50 psi

QUICK SUMMARY B777

128

Analog mode control description

• Analog Mode (backup control)

− ASCPC controlled

− Primary mode failed

− Backup mode and pneumatic mode work together

− No indication on Air Synoptic Page

− Limited control and indication

− No flow limit function

• HPSOV 55 +/-15 psi (pneumatically)

• PRSOV 60 +/- 15 psi (pneumatically)

• Digital mode failed

• Pressure control available

• ASCPC can not command HPSOV and FAMV

• FAMV is fully open

• HPSOV maintains 55 +/-15 psi pneumatically controlled

• If intermediate pressure sensor senses 70 psi HPSOV closes and PRSOV regulates 60 +/-15 psi pneumatically

• Temperature limiting function available only

• Flow limiting function is lost

Pneumatic mode control description

• Pneumatic Mode

− Primary and backup mode failed

− Fail safe mode

− No protections and indications

− HPFAC and PRSOVC are set to let the system operate without ASCPC (design of valves define pressure)

• ASCPC failed in digital and analog mode

• Pressure control still available, same as in analog mode

• No temperature control and limiting function available

• No low control function available

• No pneumatic ON/OFF switching possible

Overpressure protection

• At 242 psi intermediate pressure PRSOV is commanded to close

• Available in digital and analog mode only

• Duct rupture detection (Digital mode only)

• EEC sends HP pressure P30 signal to ASCPC to detect duct rupture (compare with intermediate pressure)

HPSOV / PRSOV

• Pneumatic controlled and operated valve

• Springloaded close

• Manual lockout in close position possible

− Hex cam locks position indicator and vents control line

• Position indicator

QUICK SUMMARY B777

129

FAMV

• FAMV L/R status after engine start

− Action: Cycle ENG BLEED switch

• Pneumatic controlled and operated valve

• Spring loaded open

− Failsafe open

• Manual lockout in open position possible

− Locking plunger vents control line (springloaded out)

− (1) FAMV may be locked in open position as per MEL

− EK RH FAMV is permanent locked out in open position

− Valve has to be locked close for removal and installation

• Position indicator

• RVDT for position feedback PRSOVC

• Controlled by ASCPC

• Fail safe ON

− pneumatic muscle pressure opens PRSOV in case of electrical failure

• Inlet filter is LRU

HPFAC

• Controlled by ASCPC

• 2 torque motors (HPSOV and FAMV)

• Heated

• FAMV torque motor failsafe OFF (spring loaded open)

• HPSOV torque motor failsafe ON (pneumatic muscle pressure opens HPSOV in case of failure)

ASCPC

• Location: E1 / E2 Rack

• Digital control

− Control

− Indication

− Protection

− BIT

• Analog control

− ON/OFF control through engine bleed switch (PRSOV only)

− OFF Indications

− Temperature limiting through PRSOV

− NO flow limiting

• Controls onside engine bleed air supply system

• L ASCPC primary control for pressurization and pack flow schedule

• R ASCPC backup control for pressurization and pack flow schedule

• ASCPC backup to CPC for pack flow control

• Software loadable (ADIRU must be powered)

• If no software available or no power supply ASCPC operates in analog mode

QUICK SUMMARY B777

130

• FMCF of AIMS (flight management computing function) supplies landing field elevation information to ASCPC

• Status message is shown if the primary mode fails

− ASCPC PRI MODE L/R

− Both ASCPC analog modes to be verified operative (Engine ground run)

− Only one ASCPC may be u/s in primary mode (dispatch as per MEL)

• No FDEs shown if backup or pneumatic mode fails

Outflow Valves

• (2) Outflow valves

• (2) motors each valve

• L ASCPC controls 1ea motor FWD/AFT outflow valve

− R ASCPC backup control for remaining motors

− during manual operation both motors operate

• ASCPC does pre flight BIT after first engine start for 20 seconds

High Pressure Ground Connections (3)

• (2) must be available for engine start

• Switch off ECS packs before removing ground cart

− Pneumatic power cut off before switching off packs will cause a non normal pack shut down

Isolation Valves

• (3) Isolation Valves and APUSOV are interchangeable

• RVDTs for position feedback

• Electrically controlled and pneumatically operated by both ASCPC

• Spring loaded closed

• Fail safe open

• Manual override to lockout in open or close position

• Position indicator

• Access for isolation valves just in front of MLG doors

• LH and CTR isolation valve RVDT (indication feedback) controlled by L ASCPC

− Backup control (analog part of ASCPC) gives limited control to bleed air control and engine OFF indication in case of failure

• RH isolation valve and APUSOV RVDT (indication feedback) controlled by R ASCPC

− Backup control (analog part of ASCPC) gives limited control to bleed air control and engine OFF indication in case of failure

• Source loss logic

− Not enough air for ADP operation for gear retraction after T/O (<180 sec)

• Pressure loss logic

− Starter duct failure

• Valve latched close logic

− To reset cycle isolation valve switch

• APUSOV is closed if ground air source is ON

QUICK SUMMARY B777

131

• With both engine running, APU ON or OFF and ground air OFF

− CTR isolation valve and APUSOV CLOSED

− LH and RH isolation valves OPEN

Indication

• RVDTs (FAMV ISLN valves and APUSOV) give position feedback to ASCPC (they are not part of indication system)

• ASCPC is calculating the valve positions on several parameters

• If primary mode fails all indications exept OFF light are lost

• Bleed air pressure is available at

− EICAS

− Air Synoptic Page

− Secondary Engine Page

− Air Supply Maintenance Page

− Ice and Rain Protection Maintenance Page

− Performance Maintenance Page

• Duct pressure turns amber <11psi

• Open or close position of PRSOV has to be checked at position indicator on valve itself

• ASCPC in control for cabin pressure system is showed at Air Supply Maintenance page

• ASCPC digital information is displayed at at Air Supply Maintenance page

QUICK SUMMARY B777

132

- 38 - WATER & WASTE

Portable Water

• B777-200 has 2 watertanks (120 galons each)

• B777-200 IGW has 3 watertanks

− Location: Bulk cargo compartment behind aft wall

− Upper support contains a shear pin

• GND HNDL BUS must be powered for Qty indication and preselection

• Tank pressurization by pneumatic system or dedicated compressor

• 1st Isolation valve above L4 door

− 2-position valve (OPEN-CLOSE)

− Aft Galley/Lavatory have still water

− remote operation by push/pull cable

• 2nd

Isolation Valve above L2 door

− 3-position valve (OPEN-ISLN-DRAIN)

− remote operation by push/pull cable

• Each Lavatory has a water shutoff valve

− Location: Behind mirror

• Each Lavatory has a water Distribution Drain Shutoff Valve

− Location: Below sink

• Each Galley has a water shutoff valve

Water Heater

• Water heaters are fitted below lavatory sink

− Temperature selector (LO-MID-HI) remove bottom cover

− Reset after overheat (top cover)

− Power switch and power indication light (Light is OFF if heater is switched to off or if overheat occured)

Lavatory Faucet

• Mechanical time delay

− 5-15 seconds

− Water outlet holds screw for bottom cover

− Time delay adjustment screws accessable after removing bottom cover (2 screws for hot/cold)

Tank Qty Transmitter

• Capacitance type Qty transmitter at each tank

− Signal to Summation Unit (Location: Attached to beam above water tank)

− Signal goes from Summation Unit to CSCP/CACP via OEU (overhead electronics units) and ZMU (zone management unit)

− Signal also interfaces with preselection system

QUICK SUMMARY B777

133

• Tank Level Sensor

− Fittet at transmitter mounting pad

− 2 qty sensor teminals available

− Terminal is selected by terminal screw (swap in case of qty problems)

− Qty is adjustable (full tank first) Air Compressor

• Location: Just behind bulk cargo door behind side wall

• Overheat and overcurrent protected

• Inlet filter

− Clean/relace if compressor has bad performance

• Pneumatic Drain Valve

− Check for leak if compressor has bad performance

• Unloader Check Valve

• Pressure Switch

− Controls air compressor (35-45 psi)

• Compressor Interlock switch

− Switches off compressor during sevicing

− Part of Preselect/Overflow valve (Not a LRU)

Aft Water Service Panel

• Location: Aft fuselage RH

• Tank Fill Handle

− Connected to motorized Preselect/Overflow Valve

• Tank Sytem Drain Handle

− Connected to Tank Drain Valve and System Drain Valve (mechanical operated)

− Tank and aft system drain through seperate outlets

• Fill port (heated)

• Water Qty Gauge

• Qty Preselector Selector

• After water service, Qty preselector must be in OFF/RESET position, otherwise watertank preselect/overflow valve will open when qty drops and water system depressurizes.

FWD Water Drain Panel

• FWD System Drain Handle

− opens fwd system drain valve

− mechanical operated valve

Gray Water System

• Gray water is drained through fwd and aft drainmast

− Drainmasts are heated

• Gray Water Drain Restrictor Valve (2)

− Electrically operated valve

− Failsafe open

− Fully open on ground

− Restricted position in flight to reduce noise

− 3 ft water sensed by pressure switch opens valve in flight

QUICK SUMMARY B777

134

Waste

• 3 Waste Tanks

− Location: Bulk cargo compartment behind left side wall

− Max 4 toilets to be connected at each tank

• Point Level Sensor (2 each tank)

− Cut off power from toilet if both sensors are wet

• Continous Level Sensor

− 2 sensors are connected together with a capillary tube

− Sensor is used for level indication

Vacuum Blower

• (2) Blower are fitted behind left bulk cargo compartment sidewall

• Blowers operate up to 16'000 ft

− Controlled by (2) barometric switches (Location: Aft of pressure bulkhead in stabilizer compartment)

Service Panel

• Location: Aft fuselage

• (3) T-Handles connected to waste drain ball valve

− Proximity sensor at drain ball valves stop vacuum blower operation during service

• (1) Waste Drain Assembly

• (3) Tank Rinse Fittings

− Heated

Vacuum Toilet

• Motor operated Drain Valve

• Solenoid operated Rinse Valve

• Manual Shutoff Valve (Pull/push to close/open)

Flush Control Unit (FCU)

• Maintenace switch operation

− Press once to open drain valve

− Press again and hold for 2 seconds, to run blower for 10 seconds

− Press normal FLUSH switch to close drain valve and reset system

Logic Control Module (LCM) (3)

• Test can be carried out at control module itself or via CSCP

− All level sensors are tested

QUICK SUMMARY B777

135

- 45 - CMCS

Purpose

• To guide maintenance people by rectification and referring faults

• Helps to make decisions

• Primary functions

− Fault Isolatuon

− Ground tests

− Data loading Signal Flow

• R AIMS (CPM/COMM) � BSU 2 � MAT

• L AIMS (CPM/COMM) � BSU 1 � Brouter � PMAT

CMCF in control

• Make these selections on the MAT to see which CMCF is in control:

− 1) ONBOARD MAINTENANCE

− 2) OTHER FUNCTIONS

− 3) CENTRAL MAINTENANCE COMPUTER SWITCH CONTROL

MAT (maintenance access terminal)

• MAT is located at P18

• PMAT is located in MEC above E4 Rack MAT

• Connected with Fibre Optics Interface to AVLAN (avionics local area network)

− Color Code: light purple

• A/C must be fully powered

• LCD Screen

• Trackball and Keyboard

• Data loading

− Floppy disk

− Harddrive

• Ground Tests

− System Test

− Operatinal Test

− LRU Replacement Test

• Diamond shaped cursor � Exclusive selection

• Square shaped cursor � Non-Exclusive selection

QUICK SUMMARY B777

136

Flight Phases

• 15 Flight Phases

• Flt Leg Transision

− First engine start

− or both engines running and last door goes from open to close

• Flt Leg Inhibit

− T/O Roll

• Flt Leg Enable

− Manual enable flt leg by MAT or CMCS detect Engine T/O thrust and A/S more than 80 kts after park brake release

Message Types

• Flight Deck Effects (FDE)

− EICAS Messages

− PFD and ND Flags

• Correlated Message

− FDE and Maintenance Message

− For Line Maintenace

− Affect dispatch!

• Non-Correlated Message

− All Faults without FDE

− Base Maintenance

• Latched Message

− Fault occured and still remains but not monitored by system

• Active Message

− Fault is present and monitored by system

• Maintenance Memo

− Fault 1 step below dispatch

− For Maintenance planing

• Scheduled Maintenance Task Message

− Airline specified task (AMI airline modifiable information)

− Time monitored tasks

− Maintenance planing MAT Menus Line Maintenance

• Inbound FDE

− Correlated Maintenance Message

− Last Leg

− active, not active, latched

• Existing FDE

− Correlated Maintenance Message

− still active and latched

• Ground Test

− Sytem Test

− Operatinal Test

− LRU Replacement Test

• System Configuration

− to cross check LRU partnumber and software partnumber

QUICK SUMMARY B777

137

Extended Maintenance

• Present Leg Fault

− Maintenance Messages correlated and not correlated

− intermittend Faults

• Existing Faults

− All Faults: latched, active, correlated and uncorrelated

• Fault History

− All Faults

− up to 100 Flt Legs can be stored

• Data Load

• Maintenance Planing

• Maintenance Enable/Disable PMAT

• A/C must be fully powered and Grd Test Switch at P61 <ENABLE>

• 4 additional recepticals

− Cockpit P18

− NLG P40

− Ctr body at hydraulic sevice panel

− Aft Stabilizer compartment access

QUICK SUMMARY B777

138

- 49 - APU

General

• Made by Allied Signals, model GTCP 331-500

• APU operation: constant speed

• APUC (auxiliary power unit controller) located at E7 rack (aft galley)

− controls all APU functions, contains fault detection and isolation

− stores up to 256 faults

• Pneumatic power (53 PSI) up to 22'000 ft

• Electric power 120 kVA up to 43'000 ft

• 2 Starters

− APU can be started at any altitude

− ATS (air turbine starter) Primary

− Electrical starter

• Auto start

• Modes

− Unattended (on GND with engine OFF)

− Attended (in FLT or on GND with one engine running) (certain protection is not available)

• DMM (data memory module)

− keeps certain data in memory (operating hours etc)

• Dedicated battery

• Functional cluster to make maintenace work easier

− Lube cluster

− Fuel cluster

− Pneumatic cluster

− Ignition cluster

Control

• APU selector ON

− APCU (APU controller unit) gets power

− Inlet door opens

− Fuel is supplied

• APU selector START

− initiates start sequence

• APU selector OFF

− initiates shut down sequence

− resets auto shut down logic

− closes APU bleed air shut off valve

• APU Fault Light

− momentarily ON when power up test on APUC

− ON if APU shut down due to fault

QUICK SUMMARY B777

139

• Fire switches

− P5 panel Flt Deck

− P 40 panel NLG (reset via FIRE/OVHT TEST)

• APU Maintenace switch

− powers APUC

• APUC modes

− Test (power up 8,5 sec)

− APUC idle (powered but APU start not initiated)

− Start air (ATS)

− Start electrical

− On speed (100%)

− Cooldown (after normal shut down)

− Shutdown (inlet door close RPM < 15%)

− Auto shut down (protective shut down)

• For APU start, BATT Switch must be ON

• If APU is running, BATT Switch can be selected to OFF (APU does not stop)

• APU Battery feeds

− APUC

− APU starter

− RAT deployment

− interchangeable with Main Battery

• 2 Speed Sensors (phonic type)

− APUC selects higher input for display and control

− one sensor fault � APU CTRL status

− both sensor fail � auto shut down

• Inlet Temperatur Sensor

− Fuel control

− IGV control

− SCV (surge control valve)

− TIT (turbine inlet temperatur

− if faulty, APU uses air data source � APU status message

Air Inlet Door

• APU will not start, if air inlet door position switch senses door not fully open

• ELMS controls inlet door

• APUC monitors inlet door

• Manual override drive

− turn transfer cover to select manual mode (disconnects actuator electricaly)

− use manual drive socket

− dispatch with door open (performance penalty)

− dispatch with door close (APU inoperative)

• APU DOOR status for any door disagreement

• Air inlet door failure causes auto shut down in unattended mode or APU in attended mode DOOR status message only

QUICK SUMMARY B777

140

Oil system

• APU bearings and gearbox, Generator and ATS are lubricated and cooled with oil system

• Mobil Jet II

• Eductor cooling system for oil cooling

• Gearbox is used as tank

• 5 magnetic chip detectors installed

− 3 in gearbox for APU bearings

− 1 at lube cluster for Generator

− 1 at ATS (air turbine starter)

• Heaterpacks

− (1) midframe heater probe (midframe bearing chamber heater)

− (3) gearbox heaterpad

− no test provided (look for maintenace messages)

− monitored by APUC � APU CONTROL status

− powered by GND SVC Bus

− pads are selfregulated and can be as hot as 232 deg

• Thermostatic Valve

− controls oil flow to oil cooler

− bypass cooler if clogged

• In attendend mode no auto shut down if low oil pressure

• In attendend mode no auto shut down if oil temp is high

• Lube cluster contains

− 3 lube pump elements

− 5 scavenage elements

− oil temperature sensor (HOT)

− oil pressure sensor

− oil pressure transducer

− low oil pressure switch (LOP)

− thermostatic bypass valve

− filters

− filter bypass valve and differential switch

− Generator magnetic chip detector

• Indication system

− APU OIL QTY status if oil qty < 3.8 qts

− or failure of QTY / sump temperatur probe

− go item if qty ok

Fuel system

• Provides metered fuel for 100% governed speed (96,25% - 104,5% Freq Trim) and sevo fuel for IGV and SCV actuators

• Fuel cluster

− provides metered fuel

− fitted together with oil cluster

− supplies servo fuel to IGV actuator, SCV actuator

− controlled by APUC

• Fuel cluster contains

QUICK SUMMARY B777

141

− LP fuel filter (LRU)

− Fuel temperature sensor (LRU)

− Fuel shut off solenoid (energized � valve open; 7% RPM)

− Fuel differential pressure switch (LRU)

Ignition

• Ignition Cluster

− 1 ignition unit (2 channels)

− 2 igniter plugs

− 2 igniter leads

• Maintenance Message if BITE in ignition unit finds one faulty channel

• Ignition is ON

− Normal both ignition systems used

− 7% RPM (OFF at 50%)

− RPM < 95% RPM (RPM drop function)

Starting

• Electrical starter

− 28 VDC motor

− APUC controlled

− de-energized at 49% below 22'000 ft

− de-energized at 55% above 22'000 ft

− brush wear sensor � APU CONTROL (STS)

− hand cranking access

− duty time limit: 3 attempts in 1 hour

• ATS (air turbine starter)

− no duty time limit

− oil lubricated (APU oil system)

− APUC uses ATS primary, if pneum system pressure > 15 psi

− ATS Control Valve closes at 55%

− Magnetic chip detector

− ATS does not start if RPM > 12%

− if ATS is not able to maintain acceleration (1%/sec) APUC commands el starter if RPM < 12%

• ATS CV (ATS control valve)

− solenoid controlled (APUC)

− pneumatically operated (modulating 22 psi)

− solenoid does not get energized if RPM > 12%

− APUC opens ATS CV only if duct pressure > 15psi

• Auto Start

− Aircraft in flight and both XFR Bus lost

• Start Failure

− No ignition at light up

− no acceleration for 7 sec

− Fault light ON and maintenance message

− APU SHUTDOWN (advisory)

• APU Start selector ON

− Air Inlet Door opens (ELMS)

QUICK SUMMARY B777

142

− APU Fuel Isolation Valve opens (ELMS)

− APU fuel DC pump ON (if L AC MAIN Bus powered: LH FWD Boost pump)

− APUC gets power

Air System

• Cooling air system

− Eductor system for oil cooling

• Air supply system

− load compressor for pneumatic supply

− IGV

• Check valve

− prevents reverse flow to load compressor

− spring loaded close

• No pneumatic available above 22'000 ft

• during APU start IGV close (can open above 95% only)

SCV (Surge control valve)

• provides surge protection to load compressor

• spring loaded open

• sevo fuel to open

• pressure sensor pallet

− inlet pressure sensor

− total pressure sensor

− differential pressure sensor

• SCV open if RPM <95% then starts to modulate

− LVDT for position feedback (APU Maintenance page)

• Malfunction of SCV system

− APU BLEED AIR (status)

− closes IGV

− opens SCV

• normal operation

− ECS mode (SCV close)

− other modes (SCV partly open)

− APU shut (SCV open)

• If surge occurs

− shut APU bleed s/o valve

− or operate both ECS packs

Indication

• EGT (exhaust gas temperature)

− available on Status page and APU Maintenance page

− 2 thermocouple rake, each contains 2 probes (2 channels each probe)

− Auto shutdown if both both EGT rake lost

− Maintenance Memo message if 1 EGT lost

• High EGT

− In unattended mode Auto shutdown occurs

QUICK SUMMARY B777

143

− In attended mode APU LIMIT (caution) and APU (status)

• All APU data available at APU Maintenance page some data available at Status page (APU maintenance switch TEST)

DMM (data memory module)

• stores data for

− statistic

− health monitoring

− life usage (read only by DDM reader)

• Do not remove APUC and DMM at the same time (Data will be lost) Shutdown

APU shutdown signal effects

− IGV close

− SCV open

− APU bleed shut off close via ASCPC (air supply and cabin pressure controllers)

− Generator deload

• Cooldown period (approx 100 sec) at 100% above 22’000ft

• Cooldown period (approx 100 sec) at 70% below 22’000ft

• APU COOLDOWN (memo)

• Auto shutdown

• Unattended mode

− bad acceleration

− no light up during start

− Overspeed

− loss of overspeed protection

− APU compartment fire

− Air inlet fire

− APU speed drop (<88%)

− APUC failure

− Air inlet door failure

− Low oil pressure

− loss of oil press signal

− high EGT

− loss of EGT signal

− high oil temperature

• Attended mode

− Overspeed

− loss of overspeed protection

− APU speed drop (<88%)

− APUC failure

− Air inlet fire

− APU compartment fire

QUICK SUMMARY B777

144

- 52 - DOORS

• B777-200 has 8 passenger doors

• B777-200 IGW has 10 passenger

• 3 Cargo doors

− FWD - AFT - BULK

− Aft cargo door is available in two sizes (small / large)

• All doors are plug type doors exept FWD cargo door

• All doors can be opened from outside and inside

Passenger Door

• No indication if door is opened in armed position

− Yellow Flag is visible at girt bar windows if door is armed

• Outside handle does not stow if door is opened from outside

• Safety switch at EPAS battery to disarm EPAS (Emergency power assist) system

• Door Warning proximity sensor (2)

− Latch Crank position sensor indicates door closed and latched position (Loc: aft door surrunding)

− Door Locked sensor indicates door locked (Loc: aft vent door hinge)

• Mode Select switch

− operated by mode selector mechanism

− Letter A/M (Door armed/manual) appears at Door Synoptic Page

− In serie with door open switch to control EPAS

− Location: upr fwd door corner

• Door open switch

− In serie with mode select switch to control EPAS

− operated by door handle mechanism

− Location below latch shaft at door center

• Flight Lock mechanism

− Prevents door opening during flight (speed > 80 kts, data from ADIRU and SAARU))

− PSEU energizes flight lock solenoid

• Flight Lock proximity sensor (2)

− Disengaged and engaged position (status message)

• Door pressure seal (2 parts)

− lower part at door

− side and uper part at door surrunding

QUICK SUMMARY B777

145

• Programming chain

− moves door outwards and fwd parallel to fuselage

− lets EPAS open the door

• If there is ecessive residual pressurization door can not be opened

• If vent door rod fails door can be opened (even if thre is ecessive residual pressurization)

− After opening door can not be latched again

• EPAS (Emergency power assist) system

− 3000 psi N2 cylinder

− Squib to fire N2 cylinder

− EPAS actuator

− EPAS battery

− Assosiated emergency lights turn ON if door is opened by EPAS

− All components are fitted in door hinge assy

• EPAS Battery

− Safety switch (disarms EPAS system)

− Test switch (Battery test)

− Indicator LED (Battery OK)

• Door closeing procedure with slideraft removed

− Manually release crank interlock and guide latch crank roller in latch crank track by rotating door handle

Cargo Doors

• FWD cargo door is not a plug type door

• PSEU controls cargo door operation

• Cargo door can be closed and latched but not locked from inside

− Inside control switch has priority over outside control switch

FWD Cargo Door

• Large door

• Witness ports (8) to verify door closed and latched

• Latch Actuator Manual socket drive

− inside door lock handle

• Lift Actuator Manual socket drive

− Fwd upper corner of door

− inside at fwd edge of door

• Latch Power Unit

− Main latches (8)

− Mid span latches (2)

− Pull in hooks (2)

• Lift Power Unit

− drives fwd and aft rotary actuators

• Duty cycle limit

− do not operate 2 full cycles within 5 minutes

QUICK SUMMARY B777

146

• Door UP light (amber)

− ON if door is fully open

• Door Closed and Latched light (green)

− ON if door is closed and latched

− OFF if door is closed and locked (Lock handle stowed)

• All door sensors are proximity sensors

• Control sensors

− Door up sensor

− Latch range sensor

− Handle unlock sensor

− Door unlatched sensor

− Door latched sensor

• Sensors for status indication

− Door close sensor

− Door latched sensor

− Door locked sensor

Aft Cargo Door

• Door can be opened and closed from inside

• No lock handle

• Plug type door

• Pressure hooks (2)

• Pressure stops (20)

• Ditching stops (10)

• Lift/Latch power drive unit

− Unlatches and lifts door from pressure hooks and pressure stops

• Hinge Power drive unit

− Lifts door up/down via rotary actuators

• Lift/Latch Manual drive socket

− Below vent door

− Perform only full cycle before driving hinge PDU

• Hinge Manual drive socket

− Fwd of cargo service panel

• All door sensors are proximity sensors

• Door control sensors

− Door latched sensor

− Door lifted sensor

− Door down sensor

− Door up sensor

QUICK SUMMARY B777

147

• Sensors for status indication

− Door closed sensor

− Door latched and locked sensor

• Door Latched light (green)

− ON if door closed and latched

− light goes OFF after T/O (ground handling not powered)

• Door UP light (amber)

− ON if door is fully open

Bulk Cargo Door

• Door is operated manually

• Counter balance mechanism

• Snubber actuator

• Hold open strap

• Door close switch for door indication

Access Doors

• FWD equipment center door and main equipment center door are monitored for position by proximitiy sensors

Indication

• Door indication is displayed

− ECAS

− Door Synoptic Page

− Status

− MAT

• EICAS

− Configuration warning

− Caution

− Advisory

− Memo

• The large cargo door has a caution message, the other doors have a advisory message.

• A single message is shown for doors thet have a advisory message if:

− On ground

− Both engine are off

− More than one of the doors are not closed, latched and locked

QUICK SUMMARY B777

148

• Memo messages show PAX entry door mode info

− AUTO

− MANUAL

− AUTO/MANUAL

• Door synoptic page

− Name of door

− Door not closed, latched and closed � amber door symbol

− Door closed, latched and closed � door symbol not shown

− Invalid signal � white door symbol outline

− Door closed, latched and closed � A (green) for armed mode or M (white) for manual mode (sensed by mode select switch)

QUICK SUMMARY B777

149

- 71 - POWER PLANT

General

• B777-200 RR Trent 877-17

• B777-200 IGW RR Trent 892-17 (can be reverted to 877-17 by DEP (Data entry plug)

• 3-Spool high bypass ducted fan FADEC engine

• Removing/Installing only by „boot strap“

Engine Mounts

• 3 points

− FWD 4 bolts at fan case

− AFT 8 bolts at LPT module

− 2 Thrust Links

MAT Tests

• Ignition test (including audible test)

• VSV actuation system

• P20/T20 probe heater

Inlet Cowl

• Inlet cowl

− Leading edge is anti ice protected

− L/R inlet cowl interchangeable

− P20/T20 Probe access at 11:30 pos

− PDOS control switches for fancowl doors and T/R doors

Fan Cowl Doors

• Oil service door (RH)

• MCD service door (RH)

• IDG service doors (6:00 pos)

• Access to starter manual override device (LH)

• Chain fitted on inbd door (not interchangeable)

• Hold open rods are locked if yellow stripe visible

• 4 latches (adjustment star) (open from aft to fwd)

QUICK SUMMARY B777

150

T/R Doors

• 1 V-band latch (T-Bolt)

• 5 latches (adjustment wheel on last 4, 1st is adjustable by allen key)

• Opening sequence:

− latches aft � fwd, V-Band latch last

• Closing sequence:

− V-Band latch first, latches fwd � aft

• T/R can be operated with doors in open position

PDOS

• powered from 28VDC GND HNLG Bus (solenoids) and 115VAC GND HNLG Bus (pump)

• selfcontaining hydraulic system

• Pump power pack

− No 2 pylon fairing for access

− pump

− reservoir (engine oil spec)

− 5 solenoids

− manual drive lug

• actuators have restrictors to slow down closing speed

• Manual operation

− manual drive to turn pump (3/8 inch)

− turn/push solenoids as per placcard

QUICK SUMMARY B777

151

- 72 - ENGINE

General

• Data plate located at LH fan case

− „Hardware control“ shows thrust configuration

• RR Trent 877 76'900 lbs thrust

• RR Trent 890 90’000 lbs thrust

• programmed by DEP (Data Entry Plug)

− remains always with engine

− No intermix permitted

• Engine is EPR controlled in normal mode

• Engine is N1 controlled in alternate mode

• 8 modules, 3 rotors, 8 bearings (4 housing); all bearings are roller bearings except location bearings in IP case housing (3 ball bearings)

• N1 (LP rotor) 1 fan stage + 5 turbine stages

• N2 (IP rotor) 8 compressor stages + 1 turbine stage

• N3 (HP rotor) 6 compressor stages + 1 turbine stage

− Internal, step aside, and bevel gearbox fransfer energy from N3 shaft to external gearbox and drive engine accessories

• Air flow components

− VIGV (variable inlet guide vane) IP compressor

− VSV (variable stator vane) 2 stages IP compressor

− 6 Bleed Valves (3 IP8 and 3 HP3)

• Stations

− STA 0 ambient

− STA 20 Inlet cowl (P20/T20) (EPR)

− STA 30 end of compressor

− STA 44 end of IPT (EGT probes)

− STA 50 end of turbine (P50) (EPR)

• Fanblades (26) wide chord, hallow titanium

• Fan and Spinner are balanced with balance correction screws

• Fan blade No 1 is behind red mark on spinner (counting CCW FLA)

• Fan blade is held in position by shear key and slider assembly

• Special requirement for blade moment weight, if blade has to be replaced! (ref AMM 72-31-11)

• Fan Blade limits ref AMM 72-31-00

• Most boroscope access ports are on RH side

− VIGV and VSV to be opened with special tool for boroscope check

• N2 is turned trough fan with special tool

• N3 is turned using tool at oil breather manual cranking device (remove backplate)

QUICK SUMMARY B777

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• External Gearbox Accessories AFT:

− Engine driven hydr pump

− Fuel pump and FMU (fuel metering unit)

− IDG

− Oil pump and pressure filter housing FWD:

− BUG

− Oil breather

− Starter

− Dedicated alternator (EEC power source)

QUICK SUMMARY B777

153

- 73 - ENG FUEL & CONTROL

Purpose

• provides metered fuel

• cooling engine lube oil

• provide sevo fuel for

− VIGV and VSV actuators

− AOHE (air/oil heat exchanger) valve

• EEC (electronic engine controller) controls and monitors all functions

− Engine components interaction by hardwire

− Airframe components interaction by ARINC 629

Fuel distribution

• Fuel flow path

− Fuel system � Fuel pump LP stage � Fuel cooled Oil Cooler � LP Fuel Filter � Fuel Pump HP stage � FMU (fuel metering unit) � Fuel Temp Thermo couples � FF Tx � HP Fuel Filter � Fuel Manifold � Fuel Spray Nozzle (24)

• 2 Fuel spray nozzle p/n(odd and even numbers are not interchangeable)

• LP Fuel Filter and differential pressure switch (10:00 Fan case)

− Pressure switch is fitted at filter housing

− Filter not cleanable

− ENGINE FUEL FILTER L/R status

• HP Fuel Filter

− no bypass, no differential pressure switch

− cleanable

Fuel control

• Components

− PCU (electrical power controller unit)

− EEC (electronic engine controller)

− Dedicated alternator

− OPU (overspeed protection unit)

− EDIU (engine data interface unit)

− FMU (fuel metering unit)

− P20/T20 probe

− Fuel temp thermocouples (2) (in fuel line between FMU and FF TX

− EEC, PCU, OPU and dedicated alternator replacement require engine ground run

QUICK SUMMARY B777

154

PCU (electrical power controller unit)

• supplies power to

− EEC

− Ignition units

− T20/P20 probe heaters

• powered from dedicated alternator

• powered from ELMS if

− Fuel control switches RUN

− Start selector START

− EEC maintenance switch TEST

• EEC controls PCU to supply ELMS power to Ignition units and probe heaters

• PCU and OPU are fitted together

EEC (electronic engine controller)

• Two channel computer

• EEC selects channel at power up

• EEC selects more healthy channel

• The processor of each channel has a control channel and a monitor channel, if they disagree EEC changes channels

• Cycling Fuel Control Switch RUN - OFF resets EEC and sets initial conditions (writing all fault data in memory)

• EEC gets power from the dedicated alternator or from ELMS

• Dedicated alternator has seperated powerwinding for each EEC channel

− supplies at approx. 8% N3

− priority over ELMS power

• ELMS supplies power if:

− Fuel Control Switch RUN

− Start selector START

− EEC Maintenance Switch TEST

• Data Entry Plug makes EEC interchangeable

• Messages

− ENG EEC C1/2 L/R status (operation with reduced redundancy � go-item)

− ENG CONTROL L/R status (advisory if A/C on gnd and spd < 80 kts) no dispatch item

• Probe heater test via MAT

− Throttle stagger problems are correlated with probe heater/sense line leak problems

EEC Functions

• Controls

− Fuel Flow

− Engine starting

− Ignition

− Compressor airflow ( VIGV, VSV, Bleed Valves)

− LP/IP turbine case cooling (TIC)

− Heat management system (AOHE)

− P20/T20 probe heat

− Thrust reverse deployment

QUICK SUMMARY B777

155

• Provides settings (Normal Mode)

− EPR is thrust setting parameter for fwd thrust

− N1 is thrust setting parameter for R/T

• Provides settings (Alternate Mode)

− N1 is thrust setting parameter for fwd and reverse thrust

• Schedules Idle conditions

− Minimum or Approch Idle

• Provides protection for N1, N2, N3

• Provides limitation on engine power in response to thrust reverser throttle position while thrust reverser is in transit

• Processes engine health parameters P25, P160, T25, T30

• Processes engine parameter indication signals for data transmission to aircraft

• Auto-relight selection of ignition in case of engine flame out

• Continiuous ignition (T30)

• Provides shaft break protection

• Surge recovery

− sensed by P30

− some bleed valves open for 3 sec

− Fuel flow reduces and then recovers

• Flight or approach idle (pull all 3 Altimeter CB’s and set Flap to 25 units)

• Caution: Other starting than auto start, EEC may not take action due to EGT exceedance!

EEC Protection Box

• EEC protection box contains EEC, PCU, OPU

• inlet air cooled

• Maintenance message if temperature > 134 deg

Dedicated Alternator

• provides power to PCU and OPU

• provides analog N3 signal to AVM signal conditioner unit and AIMS

• power available if N3 > 8%

• has one spare sensor for OPU

• Rotor and stator are LRU

• engine oil cooled

OPU (overspeed protection unit)

• prevents severe LP or IP shaft overspeed

• 2 channels are operating independant of EEC

• LP and IP shaft speed supply analog N1 and N2 signals (3ea LP- and IP- speed probes)

• HPSOV (high pressure shutoff valve) will be closed if speed is 10% above redline

− ENGINE FAIL L/R

− engine shutdown occurs

− reset on GND only by cycling Fuel Control switch RUN - OFF

• sends analog N1 signal via EEC to

− AVM signal conditioner unit

− EDIU

− AIMS

• sends analog N2 signal via EEC to AVM signal conditioner unit

• to be removed together with PCU

QUICK SUMMARY B777

156

EDIU (engine data interface unit)

• changes data format from EEC ARINC 429 to ARINC 629 format and from ARINC 629 to ARINC 429

• analog N1 input from EEC for TAC (thrust asymmetry compensation)

• Location: MEC (E1-5 and E4-1 shelf)

FMU (fuel metering unit)

• provides metered fuel to combuster chamber

• HPSOV is controlled by EEC

− ENG FUEL L/R status if one channel faulty (go-item, Spar Valve function must be verfied)

• Fire switch bypasses EEC for CUTOFF signal to HPSOV

• OPU signal direct to HPSOV (reset on gnd only)

• receives signals from:

− EEC

− Fuel control switches (cutoff only)

− Fire switch (fire pos only)

Indication

• Fuel Flow data available at Secondary Engine page and Performance Maintenance page

• Fuel Used data available at CDU (Progress page 2) (FMC function of AIMS)

QUICK SUMMARY B777

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- 74 - IGNITION

• EEC is demanding ignition power to ignition units via PCU (Fuel control switches must be ON)

• powered by L/R AC Bus or L/R STBY Bus (IGN XFER relay)

• 2 seperate independant systems

• during auto start

− 1st attempt one system in use

− 2nd

attempt both systems in use

• Air start

− always both systems in use

• in bad weather conditions

− both system continiuous ignition (T30)

• Auto relight

− EEC monitors actual and commanded idle RPM

− EEC monitors above idle N3, P3, Altitude

− both system continiuous ignition

• Ignition ON in Flt

− Fuel control switch RUN and N3 < 50%

• Ignition ON on ground

− Start selector START and Fuel control switch RUN and N3 < 50%

QUICK SUMMARY B777

158

- 75 - AIR

General

• Accessory zone cooling

• Engine cooling and sealing

• Compressor Control Zone Cooling

• Zone 1 cooling

− ambient air

− area around fan case and fan cowl

• Zone 2 cooling

− ambient air

− area around IPC case and gas generator fairing

• Zone 3 cooling

− Fan air exhaust and air from turbine cooling air

− area between HPC and Fan reverser doors

Bleed Valves

• controlled by EEC

• 3 ea IP8 bleed valves (2 ea RH and 1 ea LH)

• 3 ea HP3 bleed valves (2 ea RH and 1 ea LH)

• Bleed valves are solenoid controlled and operated with sevo air

− HP3 and RH IP8 bleed valves are controlled by bleed valve controller

− LH IP8 bleed valve is controlled by IP bleed valve solenoid

− all bleed valves are closed just above idle

• Fail safe condition

− low speed condition

− Bleed valve open (solenoid de-energized)

− Bleed valve is spring loaded open if engine is off

VIGV and VSV

• IP compressor

• 3 stages controlled by EEC

− VIGV (variable inlet guide vane)

− 2 stages VSV (variable stator vane)

− 2 (LH/RH) Actuators (actuators extend to close VSV)

− LVDT feedback to EEC

• VSV Actuator Control Valve

• no adjustment or rigging requested if actuator is changed

• Fail safe condition

− loss of electrical power to torque motor

− actuator extends VSV close

− low speed condition

− Fail safe close

QUICK SUMMARY B777

159

TIC (turbine impingement cooling)

• controlled by EEC as a function of EPR, Mach Number, N1

• operation is controlled through TIC solenoid valve and operated with servo air

• IP and LP turbine outer case are cooled

• Valve open in cruise

• Fail safe condition

− valve close if solenoid de-energized

− valve springloaded close

− if any fault occurs solenoid will be de-energized and valve closes (no cooling)

ACAC (air cooled air cooler)

• not operative on EK A/C (not installed on most engines)

• controlled by EEC

• internal gearbox cooling

• HP3 air used as muscle air

• Fan air and heat exchanger to cooled HP3 air

QUICK SUMMARY B777

160

- 76 - ENGINE CONTROLS

General

• (2) TLA Resolvers provide throttle command to EEC to set thrust (Idle = 34 deg TRA)

• TRA indiovation on EPCS (electronic propulsion control system) Maintenance page

• Auto throttle servo motor gets signal from TMCF (thrust management computing function) of AIMS

• T/R interlock actuator (Reverse Levers are locked at reverse idle pos until sleeves moved min 60%)

• Thrust lever switches

− TO/GA

− AT disconnect

− T/R sync lock control valve

− T/R directional control valve

− Auto Brake inhibit

Indication

• Resolver position is shown at EPCS (electronic propulsion control system) Maintenance page

• EICAS Display, Secondary Engine Display

• various maintenance pages (see chapter 77)

Flt Deck Controls

• EEC Maintenance Switch

− in TEST position switch connects airframe power to EEC without starting any EEC logic

• Fire Switch pulled OUT

− HPSOV in FMU closes

− Spar valve closes

− cuts off engine from airframe

• Fuel Control Switch RUN

− 115 VAC supply to PCU to power EEC and to power ignition as per signal from EEC

− authorizes EEC to turn on ignition and to turn on fuel

− opens Spar Valve CUTOFF

− closes HPSOV and Spar Valve

− resets EEC

QUICK SUMMARY B777

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• Autostart Switch ON

− permits EEC to control engine start automatically OFF

− OFF light illuminated (amber)

− ENGINE AUTOSTART OFF (advisory)

− Autostart system is disabled (EEC)

• EEC Mode Switch Normal Mode:

− EPR is thrust setting parameter for fwd thrust and N1 is thrust setting parameter for R/T

− EEC uses following parameters for thrust setting: TLA,T20, Altitude, Mach number, Bleed status

Alternate Mode:

− N1 is thrust setting parameter

− EEC uses TLA, Altitude, T20 as thrust setting parameters

• Engine Start Selector NORM:

− SCV (Starter control valve) is deactivated START:

− signals EEC to open SCV as per logic

− signals ASCPC (air supply and cabin pressure controllers) to control pneumatic supply for starting

− signals ELMS for 28VDC power for SCV through EEC and for 115VAC power supply to PCU for EEC

− signals AIMS to provide ground for latch solenoid

− Note: SCV solenoid is de-energized at N3 50%, latch solenoid de-energized at N3 63%

QUICK SUMMARY B777

162

- 77 - INDICATION

• Supplies engine performance data to AIMS

EPR (engine pressure ratio)

• EEC calculates EPR (P50 / P20)

• Normal Mode

− EPR max

− EPR ref / target (FMCF flight management computing function)

− actual EPR

− EPR commanded (TRA - EEC)

• Alternate Mode (N1 - automatic)

− some faults (loss of pressure signals) make EEC switch to N1 mode automatically

− soft reversion

− EICAS shows no EPR indication

− EICAS shows normal N1 indication

• Alternate Mode (N1 - manual)

− Mode switch selected to ALTN

− hard reversion

− EICAS shows no EPR indication EICAS shows:

− N1 max

− N1 ref / target (FMCF)

− actual N1

− N1 commanded (TRA - EEC)

N1 / N2 / N3

• N1 / N2 signals through OPU to EEC

• (3) N1 speed probes in IP case, (3) N2 speed probes in IP case (phonic wheels)

− speed probes are internal and not a LRU

• (3) N1 speed probes in LP turbine case (phonic wheel)

− used to detect shaft break (compare with LP compressor shaft)

− speed probes are internal and not a LRU

• OPU monitors 2 out of 3 signals for compressor speed 3rd

signal is a spare signal which automatically replaces a faulty signal

• Dedicated alternator supplies 3 phases ac power to EEC. EEC uses 1 phase to get analog N3 signal

• Indication

− EICAS and Secondary Engine display shows N1, N2, N3

− also showed on Performance Maintenance page

QUICK SUMMARY B777

163

EGT (exhaust gas temperature)

• 11 Thermocouple probes at T44 (between IPT and LPT)

• EICAS shows

− Actual EGT

− redline (900 deg)

− amber band (850 deg - max cont)

− start limit (700 deg - shown at start only)

• If EGT goes above redline or start limit, display changes to red

• If EGT goes back below limit display changes to white, box stays red

• Box changes red/white if CANCEL/RCL button is pressed

• For permanent erase of red box go to Engine Exceedance Maintenance page

• Value of temperature limits on Propulsion Data Limit Maintenance page

AVM (airborne vibration monitor)

• Components

− 1 dual channel transducer on IP case, 1 single channel transducer on LP turbine case

− vibration junction box

− RCC (remote charge converter)

− AVM signal condition unit

• For flight deck indication / health monitoring both signals from IP case dual transducer are used

• One signal from dual transducer on IP case is used for trim balancing of the LP compressor (fan)

• The single transducer signal on LP turbine case is used for trim balancing of the LP turbine

• Vibration transducer signal goes to RCC for amplification and conversion and to AVM signal condition unit

AVM signal condition unit

• compares N1, N2, N3 vibrations to find highest

• calculates engine balance solutions

• Sends vibration data to AIMS

• keeps last 6 legs vibration data for EBS (Engine balancing system)

• access through MAT

• self test

• BB (Broadband) vibration is total engine vibration

− indicated if sensor fails

• AVM signal condition unit uses signals to find vibration level for each rotor

− vibration transducer signal

− N1, N2, N3 shaft speed signal

− N1 OPR probe signal (once per revolution)

QUICK SUMMARY B777

164

Turbine Overheat Detection

• IPT disk cooling air is measured by 2 dual loop thermocouples (T44)

− EEC gives an overheat signal if: BIT finds no loop failure and loop1 and loop 2 have an overheat condition

− with a single loop failure, the EEC gives an overheat signal if the serviceable loop has an overheat condition

• Overheat Indication

− Master caution light

− Caution aural operates

− Engine overheat caution message

− Overheat warning clears if Fuel Control Switch is moved to OFF

• Engine overheat is not testet by FIRE/OVHT test

Engine Condition Monitoring

• P160, P25, T30 and T25 are used for engine condition monitoring

Maintenance Pages

• Performance Maintenance Page

− shows general airplane and eviroment data

− shows all engine data

• Exceedance Page

− shows exceedance profiles for rotor speeds and EGT

• EPCS Maintenance Page

− shows engine parameters for both EEC channels

• Propulsion Data Limit Page

− Limits for Engine and APU operation

QUICK SUMMARY B777

165

- 78 - EXHAUST

General

• TRAS (thrust reverser actuation system) is electrically controlled and hydraulically operated by dedicated hydraulic system

• 6 blocker doors on each half

− one may be missing as per CDL without locking out T/R

• 8 deflector cascades on each half

− some vanes may be missing as per CDL, T/R to be locked out

• Control stand SL switches (sync lock) energize SL Solenoid Valve and the Directional Control Solenoid

• SLV (sync lock valve) supplies hydr power to release the sync lock / manual drive unit

• IV (isolation valve) and DCV (directional control valve) supply hydraulic power to the actuators

Sync Lock Switch

• sends signal that causes the SL solenoid valve to energize

• switch is inside thrust lever

SLV (sync lock valve)

• supplies hydr control pressure to release sync lock / manual drive unit SL Solenoid Valve

• attached to SLV

• energized if reverse command and hydraulic pressure goes to control pressure port

• control pressure from SLV goes to Sync Lock/Manual Drive Unit and releases the unit

• if no reverse command control pressure goes to return port

Sync Lock/Manual Drive Unit

• has mechanical functions

− locks sync shafts

− used for manual operation

• Lock release lever and lockout pin

− manual sync lock release

− pin holds lever in not locked position

• SL proximity sensor

− send lock position data to indication and fault detection system IV (isolation valve)

• controlled by EEC

• isolates airplane hydraulic system from TRAS

• Pressure Switch

− sends IV position data to indication and fault detection system

• Bypass Valve

− for ground maintenance

− prevents hydraulic lock if TRAS is moved manually

• Isolation Shutoff Valve

− isolation shutoff valve lockout for deactivation procedure

QUICK SUMMARY B777

166

DCV (directional control valve)

• supplies hydraulic power to extend or retract side of actuators

• control pressure available

− hydraulic pressure to extend and retract side of actuators

− T/R extends

• no control pressure available

− pressure to retract side of actuators only

− T/R retracts

• DCV proximity sensors send position data to indication and fault detection system

Hydraulic Actuator, Sync shaft

• Two actuator types

− Locking and non locking actuators

− actuators are connected through sync shafts

− sync shaft is internal in extend hydraulic tubing

• Function

− Extend and retract reverser sleeves

− lock reverser sleeve in retracted position

• Locking actuators (CTR and LWR)

− sync lock /manual drive unit (lwr actuator only)

− lock release lever and lever lock pin

− Actuator lock proximity sensor

• Non locking actuators (UPR)

− have RVDT to send position data to EEC for control and indication function

− non locking actuators are interchangeable

Deploy

• Lever to reverse idle

− SL micro switch <extend>

− DCV micro switch <extend>

− SLV solenoid energized

− DCV solenoid energized

• SL released and Fire switch NORMAL and AC on GND (3 Altimeters) and Idle N2 (engine running signal) and reverser TRA < 31 deg

− IV solenoid energized

− pressure available to actuators

• T/R to deploy (all 3 solenoids are energized)

Stow

• Move lever to stow

− DCV solenoid de-energize

− 10 sec delay for SL

− 20 sec delay for IV

• T/R stows

− SL solenoid de-energize sync lock is made

− IV solenoid de-energize lock act is made

T/R Lever Interlock Actuator

QUICK SUMMARY B777

167

• Clear interlock

− both sleeves > 60% extend

− TRA < 31 deg

• Set interlock

− both sleeves < 40% extend

− TRA > 30 deg

Ground operation

• Deploy

− pull T/R lever

− EEC maintenance switch TEST

− hydraulic power ON

− T/R enable switch to TEST

− T/R moves to extend

• Stow (2 persons req)

− hold enable switch to TEST

− T/R lever to STOW

− T/R moves to stow

− do not hold test switch > 20 sec after T/R stowed or T/R status or advisory messages occur

T/R deactivation

• ref AMM 78-00-00/900

• Hydraulic deactivation

− Locking pin in isolation valve spool

• Machanical deactivation

− Locking pin in both T/R outer sleeves

• Electrical deactivation

− Pull CB ENG TR L/R (P110, 210)

Manual operation

• install locking pin in isolation valve spool

• install locking pin at bypass valve

• release locks at ctr and lwr T/R actuators and sync lock at lwr T/R actuator

• use 3/8 inch square drive on SL manual drive

Indication

• EICAS display REV is displayed above EPR gauge

− position indication

− amber (any sleeve >10% extend)

− green (both sleeves > 90% extend)

• On each engine are 7 proximity sensors

− (1) at DCV (directional control valve)

− (6) at lwr, ctr actuators and sync locks

• EICAS messages for any fault

− ENG REV LIMITED L/R if some failures are detected and crew should not use T/R

• ENG REV SENSR L/R status if sensor faulty (only 1 per engine)

QUICK SUMMARY B777

168

- 79 - OIL

Components

• Oil tank

• Oil pump & pressure filter housing

• FCOC (Fuel cooled oil cooler)

• AOHE (Air oil heat exchanger)

• Breather (exhaust through drainmast)

Oiltank

• Oil QTY check at sightglas and sevice if 1 Qt required

• Aeroshell 560 used

− exept EK-EMI, EK-EMJ (MobilJet-II)

• Usable oil qty 25,4 qts

• full indication in cockpit 20 qts

• (1) oil Qty transducer and 2 oil temperature probes are fitted on tank

• Oil consumption limit = 0,2 Qt / hr

Oil Pump & Filter Housing

• Oil lube pump

− unit has provision for 6 MCD and inlet screen (port is covered by blanking plate)

• 7 scavenage pumps

• pressure filter (cleanable)

• differential switch (ENG HP OIL FILT L/R) status

• 2 oil pressure transducer

Scavenage Oil Filter

• Filter is not cleanable

• differential pressure switch (ENG SCAV OIL FILT L/R) status

• 2 oil temperature probe (ENG OIL TEMP L/R) advisory

• MCD (Magnetic chip detector)

− screw type upstream of scavenage filter

− no leak check if one MCD was touched only

QUICK SUMMARY B777

169

AOHE (Air Oil Heat Exchanger)

• controlled by EEC

• air valve

− servo fuel used to operate

− spring loaded closed

− open if fuel temperature is >120 deg or oil temperature is >170 deg

− can be locked in open position

− (2) LVDT send position feedback signal to EEC

• pressure relief valve opens to bypass oil cooler

• if EEC fails to control, valve is commanded to full open (ENG AIR OIL L/R) status

FCOC (Fuel Cooled Oil Cooler)

• decreases oil temperatur

• Increases fuel temperature to prevent ice in fuel temperature

• relief valve opens to bypass part of oil cooler if heat exchanger is clogged or oil is too cold

Indication

• all indication signals through EEC exept Oil QTY

• Oil QTY signal direct to AIMS

• oil pressure

− low amber

− low red line

− Caution warning if pressure is low

− no EICAS message with engine off

• oil temperature

− high redline (185 deg)

− low amber (30 deg)

− low red line (-40 deg)

− ENG OIL TEMP L/R (advisory)

QUICK SUMMARY B777

170

- 80 - STARTING

SCV (Starter Control Valve)

• SCV logic

− remove 28VDC at 50 % N3

− does not allow energize engine SCV solenoid if N3 > starter engagement limit (10% N3)

• Latch solenoid is de-energized if

− Engine idle or

− EEC aborts auto start or

− Fuel control switches to OFF at N3 > 50%

• if AIMS digital start signal is not available or not valid

− AIMS uses N3 signal from dedicated alternator

− N3 <50% latch solenoid energized

− N3 >50% + 2 sec solenoid de-energized

• ELMS provides EEC power through PCU

• ELMS provides SCV solenoid power to EEC

• Valve position switches for feedback

• dedicated alternator supplies N3 signal to AIMS if AIMS fails to cutout start selector to NORM (63% + 2 sec)

• Valve is springloaded closed

• Manual override (3/8 inch)

• if SCV solenoid does not de-energize at 50% N3

− ENG START VALVE L/R status, advisory

• if SCV solenoid does not de-energize at 63% N3

− ENG STARTER CUTOUT L/R caution message

Engine Start

• Starter valve opens

• 10% N3

− starter max re-engagement (EEC control)

• 25% N3 or max motoring speed

− Fuel ON and Ignition ON

• 50% N3

− SCV close, Ignition OFF

• 63 %

− Idle, start selector to normal

• Autostart

− 2 attempts on ground (exept locked rotors or starter shaft break)

− continiuous attempts in FLT until engine in idle or Fuel Control switch in OFF position

• Autostart: All engine datas exept oil pressure are monitored by EEC