207745685 b-777-oral-study

©B777 Oral Review Page
ORALSTUDY@AOL.com FINAL REVISION Rev 03/00
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BILL’s STUDY GUIDE AND ORAL PREP
B - 777
The purpose of this study guide is to ask questions and give answers covering many areas that are typically asked by the FAA on
oral examinations. It is never possible to cover everything, and some of these questions are more in-depth than a normal oral.....
esoteric if you will. However, if this is used as a gauge of knowledge and encouragement to study (rather than being the actual
study material) it will give you a good measure of your systems knowledge.
The guide is laid out by sections generic to most aircraft systems and includes a brief performance and procedures section.
1. GENERAL: Aircraft general …………………………………………………………. 03
Emergency Equipment …………………………………………………………. 10
Fire Detection & Protection ……………………………………………………. 11
General Parameters & Limits ………………………………………………….. 14
Inhibits …………………………………………………………………………. 15
APU System ……………………………………………………………………. 16
Mx Information ………………………………………………………………… 18
2. ELECTRICAL: generators, AC/DC systems, external, standby, and backup power … 19
Mx Information ………………………………………………………………… 24
3. HYDRAULIC: supply and distribution ……………………………………………….. 26
Gear & Brakes …………………………………………………………………. 28
Mx Information ………………………………………………………………… 31
HYD Notes ……………………………………………………………………. 32
4. FUEL: supply, distribution, and fuel jettison ………………………………………….. 33
Fuel Limits ………………………………………………………………….…. 35
Mx Information …………………………………………………………….….. 35
5. AIRCONDITIONING: supply and distribution …………………………………….… 36
6. PRESSURIZATION: controls and systems …………………………………………... 40
Pressurization Limits …………………………………………………………. 41
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7. ENGINES: including ignition, fuel, and oil ………………………………………….. 42
Engine Notes …………………………………………………………………. 46
Engine Limits …………………………………………………………………. 47
Mx Information …………………………………………………………….…. 47
8. FLIGHT CONTROLS: normal, secondary, and direct controls ………………….…. 48
Flight Control Movement …………………………………………………..…. 51
High Lift Devices ……………………………………………………………… 52
Flight Control Limits …………………………………………………………. 53
9. INSTRUMENT, NAV, & COMM: indications and tests …………………………… 54
Operating Parameters ………………………………………………………… 60
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10. AUTOFLIGHT: FMS ………………………………………………………………… 61
GPS Notes ..…………………………………………………………………... 67
Single Engine …………………………………………………………………. 68
Autoflight Limits ……………………………………………………………… 68
11. ICE & RAIN: adverse weather equipment & procedures ……………………………… 69
EAI Limits …………………………………………………………………….. 70
12. PERFORMANCE, PROCEDURES, and TECHNIQUES: general procedures …… 71
Russia …………………………………………………………………………. 75
Duty Limits ……………………………………………………………………. 75
13. NOTES OF INTEREST: ……………………………………………………………… 76
Aircraft Designations ………………………………………………….………. 77
First’s ………………………………………………………………….………. 77
Alloys & Composites ………………………………………………….………. 77
Parts Designed by Others ……………………………………………….……… 78
Dates …………………………………………………………………….…….. 79
Events …………………………………………………………………….…… 79
14. ACRONYMS: ……………………………………………………………………….…. 80
DISCLAIMER and request for help: nothing here is magic or new, nor is there a guarantee that it is or will remain accurate.
That is where you come in! If you see something wrong .... please correct it and send me a copy (V-File, EWR). If you would
like to add to it …….... feel free! This is free to any CAL pilot. Copy this if you would like, or E-Mail Bill at
ORALSTUDY@AOL.com for an E-Mail copy of your own in "MSWord - 97" format. Good luck with your training!
Special note for B-777: many numbers (such as HYD pressures) are found only in the B-777 Maintenance Manuals and are
presented here only for comparison with other aircraft, and for those really interested in such things. These are NOT legitimate
Oral questions (which are limited to Flight Manual information ONLY), but maybe a help in understanding just “Why did it do
that?”. Maybe we can answer something other than “I don’t know, but I’ve seen it before!”
- Bill Baddorf, EWR
(B-777ORAL.99)
NOTE: REAL ORAL QUESTIONS ARE HIGHLIGHTED IN BOLD AND PRECEDED BY AN ASTERISK. Other
questions are for informational/training purposes only. These other questions are either NOT found in the Flight
Manual, or are more in-depth than a normal Oral. Consider these as extra Bonus Questions.
3

GENERAL
B777-200:
Length 209' 1"
Width - wing 199' 11" (4628 sq. ft) Note: Wright Brothers 1st flight was only 120’!!!
Width – fuselage ext 20' 4"
Width – fuselage int 19' 3"
Height 60' 9"
Turning Radius 156'
CAL Configuration 283 Pax (48/235). Note: Certified to 419 Pax.
1. * What are the Immediate Action items in the checklists? (Check current Flight Manual).
• Dual Eng Fail: Fuel Control Switches (both) – CUTOFF, then RUN.
Ram Air Turbine Switch – PUSH.
• Cabin Alt: Oxygen Masks – ON, 100%.
Crew Communications – Establish.
2. *You are walking up to an aircraft for flight. What will you be looking for?
• control surfaces clear & position of those surfaces.
• chocks in place.
• mx personnel &/or stands. (potential injury or FOD threats).
• gear doors are UP.
• mx log (often on the jetway). (what systems should NOT be touched).
3. *Now you are entering a cold cockpit (no power). What actions will you take?
• Cockpit Safety check: Battery switch – ON.
HYD panel – set (switches OFF except eng driven pumps).
Windshield Wipers – OFF.
Landing Gear lever – DOWN.
Alt Flap Arm switch – OFF. (BLANK).
Alt Flaps selector – OFF.
• Establish power: select primary external power, then secondary power if available.
• Start the APU: Packs – AUTO; APU bleed – AUTO; verify APU Gen switch – ON.
4. *On a cold A/C; does the Battery switch have to be ON for an APU start?
• yes: it provides power to APU fuel pump, fuel valve, and inlet door.
5. *How does the MEL work? (i.e. look up a specific item)
• index by FRM codes. (Manual organized by systems, alphabetically).
• red are RVSM issues. (NATS reduced traffic separation altitudes).
• the words “Dispatch Notification Required” are in green.
• the words “MX Control Notification Required” are in cyan.
• magenta are Cat III & autoland items.
• ER = ETOPS operational items.
• (M) = mx steps to be taken for dispatch.
• (O) = ops (pilot’s) steps to be taken for dispatch.
6. When are the pax doors inhibited from operating?
• 80kts: “Flt Lock” prevents handle from moving enough to activate doors (but the ext vent will open).
Note: This is why the evac checklist depowers the plane – to disable Flight Lock.
7. What is unique about the cabin door window?
• incorporates a wide-angled lens to view the outside prior to opening.
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8. How can you get into the cockpit if it is locked?
• FA key. Located in compartment # 117 (small compartment in center aisle between doors L1 & R1).
• depower A/C: the lock fails to the open position.
• force the door open – latch mechanically allows forced entry into the cockpit without permanent damage to the lock.
Note: Forcing the door outward will result in permanent damage.
9. *What type of cabin doors are on the B-777?
• “translating plug type”: first moves inward & upward; then translates outward & forward.
Note: The door vent is to prevent A/C pressurization if not fully closed & locked.
Note: If pressurized: a mechanical lock prevents the door from opening fully until the psid is reduced.
10. *How can you tell if a cabin door is armed?
• yellow tab showing at girt bar windows (also arms the Emer Power Assist).
• lever in ARMED position.
• "A" on Door page indication in the cockpit for ARMED.
11. Where are the Cabin Door Safety Straps located?
• in each door sill, ½ way up the left side. (Pull the metal handle).
12. Can the cabin override the Cockpit Emer Light switch?
• yes: FA @ door 1L (the FSM) switch in ON overrides all cockpit positions (including OFF).
13. If the Seatbelt Sign switch is left in AUTO, when will the seatbelt lights come ON?
• gear down; or flaps deployed; or 10,000’ cabin alt; or pax O2 deployed.
Note: Since this provides a backup to the Checklist; consideration should be given to leaving it in AUTO instead of
OFF during flight.
14. Where/how many ELT does the 777 have?
• 2: in the slides/life rafts @ doors 1L & 4R.
• 1: in the fuselage
• auto activated when the slide is in the water.
Note: Check for red flashing light on the ELT. If not flashing: ensure the lanyard is pulled, touch the contacts at the
base of the antenna with a damp finger, and straighten the antenna.
Note: ELT transmits for approx. 50 hours.
15. *What does the Master Bright knob do?
• push ON/OFF.
• sets the target level (each knob has some control).
• effects all lights that have knobs with white dots above the knob.
16. *What does the Storm light switch do?
• turns dome, floods, & indicator lights full bright regardless of other switch positions.
17. What lights are on the Standby Cockpit lighting system?
• CA/FO/CTR main panel floods, glareshield flood, aisle stand flood, and dome lights.
18. *Where do we carry live animals?
• Bulk Cargo only.
Note: Cargo vent fan provides 300 CFM airflow when cargo temp is selected to HIGH (inhibited in LOW). Run the
fan in HIGH with live animals onboard. (CAL std is HIGH always)
19. Does the MAS system have to be closed out after each flight?
• yes; in order to reset itself prior to the next flight.
Note: Allow the MAS system 10 minutes to fully connect to all seats after T/O prior to trouble-shooting.
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20. What is the WES system?
• Warning Electronic System which controls: M-Warning lights, all aural annunciations, & stick shaker.
Note: It does NOT control the M-Caution system, which is a part of the EICAS.
21. *What is the EICAS system?
• Engine Indication & Crew Alerting System which controls:
- M-Caution, warning alerts, caution alerts, advisory alerts, comm alerts, memo msg's, & status msg's.
22. What messages will NOT cancel with the CANC/RCL button?
• warning level messages, comm, or memo.
23. What are the system alert levels?
• Time critical - aural warnings (windshear, pull up, eng failure: 65kts – just below V1).
• Warning-red msg & M-Warning.
• Caution- amber msg & M-Caution.
• Advisory- amber msg indented 1 space on EICAS.
• Comm- High: disabled (for future use).
Med: aural chime, white text, bullet.
Low: indented white text, bullet,(no chime).
• Memo- white text (no bullet, no chime).
24. What are the 5 types of Aural Alerts?
• siren - continuous master warning alert (push master warning to silence).
• beeper - master caution alerts (4 beeps in 1 sec, then stops automatically).
• fire bell - sounds until crew action taken (push master warning to silence).
• Wailer- associated with autopilot disconnect (optional).
• chime - high/low sounds once for each mid-level comm alert.
• voice - time critical warning alerts.
25. *How may the following Aural Warnings be silenced?
• A/P disconnect - push A/P yoke disconnect button to silence.
• overspeed - can NOT be silenced (fix the situation).
• T/O configuration warning - fix the situation or retard the throttles below T/O thrust.
• cabin altitude - push M-Warning to silence.
26. *What is the EICAS Event RCD button?
• records all parameters for up to 5 suspect conditions into EICAS memory for MX to examine after flight.
Note: Important to use this when a fuel gauge malfunctions.
Note: System may also be checked with “Mx Info Display”, & printed for insertion in Logbook.
27. When will the Stat page show messages during preflight?
• during ADIRU alignment (autopilot, TAC, autothrottles, others).
• recheck the Stat page again after ADIRU alignment is completed to insure the messages are gone.
Note: STAT msg (inflight) can be checked by referring to FRM for description of fault (write it up).
28. *How can the second page (or more) of multi-page Status Messages be read?
• press STAT again to page through.
• pressing STAT after the last page will clear the screen.
29. *What is the AIMS system?
• Airplane Information and Management System, manages 7 computer systems:
• primary, thrust mgmt sys, data comm, central mx, airplane condition, flt data recorder, & flt management computing.
Note: Utilizes the 629 data buses to transfer data between systems.
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30. *What colors are used for "Conditional" Checklist steps/actions?
• "true": green
• "false": cyan (also used for an "overridden" step).
31. What does an amber key of NORMAL or NON-NORMAL mean on the CHKL page of the EICAS?
• there is a partially completed checklist in the system.
32. How may a Checklist be reset in order to start it again?
• select top of CHKL page: RESETS, then Reset All = will reset all checklists. (or Reset Normal or Non-Normal).
• reselecting a specific NORMAL checklist that had been completed or overridden will reset it.
33. *When may a Non-Normal (or any) Checklist be called “Complete”?
• when “Checklist Complete” icon appears at the bottom of the last page.
34. *When does the Sterile Cockpit Light come ON?
• automatically: ON when pk brake is released & OFF at 10,000’ MSL.
35. What does the “LAV” light above the cockpit door tell you? (also: LAV light in Bunk Area).
• all 4 lavs at doors 2 L/R are occupied.
36. What are the only two purely analog instruments in the cockpit?
• brake pressure gauge & whiskey compass (& it’s not even whiskey anymore!).
37. What are the EGPWS modes of operation?
• Mode 1 = excessive baro sink rate (A/C is sinking).
• Mode 2 = excessive RA sink rate (terrain closure rate or rising terrain).
• Mode 3 = descent after T/O.
• Mode 4 = inadvertent proximity to terrain: (gear @ 500’ AGL, flaps @ 245’ AGL).
gear or flaps may be inhibited by pressing their individual button.
• Mode 5 = < 1000RA and off G/S.
may be inhibited by pressing the button.
• Mode 6 = “Bank Angle” when at 35, 40, & 45 degrees.
“100, 50, 30, 20, 10” foot altitude calls.
• Mode 7 = Windshear.
38. *What triggers a Configuration Warning in T/O or LND?
• Predeparture: (inhibited at V1) (Either thrust lever > 60% N1).
door (entry or cargo) open main gear steering unlocked pk brake set
flaps Vs FMS rudder trim > 2 degrees spoilers not forward
stab outside green band 1 or 2 warning lights inop 1 or 2 loud speakers inop
tiller not centered
• In-flight:
gear S/B extended
1 or 2 warning lights inop 1 or 2 loud speakers inop
39. *When is the PWS (Predictive Wind Shear) system activated?
• on the ground with radar selected on the EFIS panel.
• automatically on the ground with T/O thrust set.
• automatically airborne < 2300’ RA (alerts @ < 1200’ RA).
Note: New caution alerts are inhibited between 80 KIAS & 400’ RA.
Note: New warning alerts are inhibited between 100 KIAS & 50’ RA.
40. *Describe the Emergency Lighting system.
• powered by remote batteries.
• interior lts, aisle lts, cross aisle lts, floor proximity lts, exit lts, escape slide lts.
• controlled by FA panel or cockpit:
7

OFF - OFF.
ARMED - ON if main DC is lost (good for 15 min).
ON - ON manually (cockpit or FA panel).
41. When does the EICAS "Emer Lights" msg come ON?
• selector OFF, selector ON by pilots (i.e. the switch is out of ARM), selector ON by FA.
42. *Can the Cockpit windows be opened in-flight?
• yes: unpressurized & preferably < 250 KIAS (Vref + 80 max). (> +80: the force to close the window greatly increases).
43. Can you get into the E&E compartment inflight?
• yes: through a trap door in the floor at 1L.
44. What powers the Cargo Doors?
• fwd & aft cargo are elec doors powered by the ground handling bus (manual backup drive).
• bulk cargo is a manual plug type door (counter balanced for ease of operation).
45. *What is the quickest way to contact the FSM (short of the PA)?
• press the CAB (cabin) mic selector 2X in < 1 sec, places a priority call to the FSM station at 1L.
46. What does the SPKR knob on the Observers Audio Control Panel do?
• nothing. (at CAL).
Note: The 2 speakers on the overhead panel are not active either at CAL.
47. What are Oxygen Generators?
• PAX O2 @ 500F chemical generators.
• located in ceiling PSUs.
• deployed automatically @ 13,500 cabin alt (or manual release in cockpit).
• chemical generator starts when lanyard (attached to masks) is pulled out; and cannot be stopped.
Note: Chemical generators last approx. 22 minutes.
Note: There is one extra (for a lap child) mask in the ceiling of each seat grouping & in each lav.
48. What is the location & quantity of the Crew O2 bottle(s)?
• 2 cylinders located in the equipment bay (115 cu ft each).
• check: normally 800+ lbs. on preflight – Stat page (or if lower, see section 1 for chart).
Note: Some B777 (not CAL) only use one bottle & have different O2 charts.
Note: If the O2 quantity chart is used, mx will have to get a temp reading from the bottle (not OAT).
Note: Remember to check the Crew O2 Blow-Out disc on the A/C left during the walkaround.
49. *When is the O2 mask mike activated?
• when the Lt O2 mask door is OPEN (disables hand mike & boom mike).
• hand & boom mikes may be restored by closing the Lt O2 door AND then pushing the test switch.
50. *Describe an O2 test.
• leave it all in the box.
• push test lever: check yellow cross & O2 flowing (you can hear it).
• verify left red lever pushed down to 100% O2.
• test emergency by holding emer knob & pressing test lever. (if desired).
• MX will test mike (transmitting on flt interphone with speaker selected).
51. *When must the crew be using oxygen?
• above a cabin alt of 10,000’.
8

52. *At what MSL altitude must one (or both) pilots be on oxygen?
• one pilot must be using O2 when the other pilot gets out of the seat > FL250.
• both pilots must be using O2 when above FL 410 (.......‘guess we’ll never reach FL430).
53. How can you tell if an escape rope is fully deployed before you jump out?
• the end attached to the A/C is green, and should be in view.
Note: Checks the bolts! One AA pilot (B747) trusted the rope & broke his back in the fall (wasn’t attached).
54. *Can Dispatch use headwind to increase the GW for T/O?
• no: only the Capt may authorize this procedure (10kts max).
55. *How much GW may be added for a 5kt-headwind component on Rwy 22R at EWR?
• look at the Runway Analysis (bottom) to determine Lbs/kt of headwind or tailwind. Multiply Lbs X KTS of steady HW
component.
56. *Does a tailwind have to be figured into the GW for T/O?
• yes: always use the full tailwind component (full gust) to calculate the weight reduction needed.
57. What does the Accuload line 10 code: “AT” mean?
• extra IRO (4 pilots), AND an extra FA (#15). (B777 specific code).
58. *What warning horn might you hear during the walk-around & what action should you take?
• intermittent car horn (nose wheel well): APU fire – the APU should automatically shutdown & discharge the fire bottle
(both eng's are OFF). You may wish to back it up.
• continuous Ground Crew call: ADIRU-on-Batt warning horn: turn OFF the ADIRU (post-flight) or resolve the
electrical supply problem.
• continuous Ground Crew call may also be: Equipment Cooling system in the override mode.
59. *During the walkaround, you notice lights ON aft of each cabin door. What has occurred?
• the escape slide illumination lights are ON.
• these only come ON with the EMER LTS switch ON (or ARMED and a loss of main DC power to the A/C).
60. During the walkaround, you notice a lot of heat coming from the tires. Is this normal?
• maybe: the 12 shrouded electric brake fans operate when the brakes get hot, and will blow air across the brakes.
• you will feel more heat coming off the brakes (tires) than other planes because of the fans.
Note: This option was NOT purchased on original CAL B-777’s.
61. *On taxi-out; what should be done if ATC asks you to take a different runway?
• check the runway analysis page first to see if you can depart on the new runway. If OK, then:
• call or data-link for a new Accuload.
62. *What is an indication of a Tail Strike?
• EICAS msg: Tail Strike. (2” blade & 2 proximity sensors on the aft body).
• don’t pressurize, there might be damage to the aft bulkhead.
63. *What is an indication of a good CVR (cockpit voice recorder) test?
• push & hold the test button for 5 seconds (the test takes 1 sec for each of 4 channels).
• the needle should hold steady in the green the whole time.
Note: To erase the CVR: the A/C must be on the ground, A/C power ON, parking brake set, push & hold 10 sec.
64. *How many gear pins should be in the cockpit; and where?
• there are 5 gear pins (2/main & 1 nose). Located in the compt behind the cockpit door.
65. What might be the problem is the T/O & Lnd prerecorded announcement are inop?
• check the “PA NORM/ALT” button at 1L. If in ALT (Green Bar lighted), the announcements are inop.
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66. What is the Crew Alertness Monitoring system?
• if no activation of switches on the MCP, EFIS, DSP, CDU, VHF, or HF within a specific period of time: then the system
will give an advisory alert “Pilot Response”, followed by a Master Caution alert, followed by a Master Warning alert
(just to wake ya’ll up).
Note: CAL has this system…. just wait 30+ minutes. (+ 5 minutes for each progressive step).
Note: Inhibited on initial climbout (<20,000’ & climbing with flaps extended).
67. How can the FA computer be turned ON?
• push the top 2 (1L & 1R) line select buttons simultaneously.
68. Who can the FSM call from the Purser computer station?
• Medlink, ops perf, & SITA. (Medlink may be tied into any phone on-board).
• all pertinent phone numbers are found on the CSCP screen, under Main Menu “Help”. (*999 = Cabin Appearance).
69. Where is the Main Power switch for the PAX Entertainment system?
• just above and to the left of the Purser Station behind a small door.
70. How is the “LAV Call” button reset (light above the lav door)?
• push the lav call light over the door.
71. Can water be shutoff at the Galley?
• yes: there are 2 water shutoffs @ each galley (4 for the aft galley), usually located above the coffee maker.
Note: If this doesn’t stop the flow, there are 2 Isolation & Drain Valves. One located behind a panel above door 2L
(all water forward of 2L), and another located in a panel above door 4L (all water aft of 2L).
Note: If needed, there is an Emergency Power (ELEC) OFF switch located in each galley.
72. How many photo-cell light sensors are in the Cockpit?
• at least 17: 1 – MPC, 6 – LCD, 3 – Stby inst, 1 – mx panel, 2 – stab trim, 1 – rudder trim, 3 – CDU.
73. What can be checked if there is no Hot Water in a specific Lav?
• ON/OFF switch on the water heater located under the sink (release button on each side of the tilt-door).
74. Can water be shutoff at the Lav?
• yes: a shutoff valve is located behind each lav mirror (release button bottom inboard corner).
75. What’s unusual about seats in rows 16 & 32?
• seats rigged to break aft due to bulkheads. Pax must use gray (heavy duty) seat belt extenders (if needed).
76. *What 2 cabin/FSM items should be checked by the FO prior to flight?
• min 200 gal water for flight.
• all 3 lav tanks empty. (experienced inflight return for both).
77. Where is the “Least Risk Bomb Location”?
• door 5R.
78. How many Potable Water tanks are on board?
• 3: pressurized by the PNEU system or a dedicated compressor.
79. Where does sink (lav & galley) drain water go?
• drains out through 1 of 2 drain masts on the bottom of the A/C.
80. How does the toilet system flush?
• uses a vacuum pump on the ground and at low altitude, then uses cabin differential pressure.
81. Can we fly with an Anti-Skid valve inop?
• check the MEL: yes, 1/truck may be inop with the brake deactivated.
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82. You can not maintain pressurization (or the fat lady is really stuck) because the toilet flush valve has failed OPEN: what can
be done?
• manually close the flush valve with the manual T-handle located just under the base of the toilet shroud.
83. How may the Cabin Call Chimes be disabled?
• select “Disable Chime” on the Cabin Control menu. All call chimes will be automatically enabled when on the ground.
EMERGENCY EQUIPMENT:
In the cockpit:
halon fire ext, crash ax, gloves, 4 smoke goggles, 4 life vests, 1 PBE, 2 escape ropes, emergency medical kit.
Note: Also check for 2 extra rolls of printer paper (1-cockpit, 1-FA).
In the cabin:
flashlights every FA seat (14 total)
life vests every FA seat
POBs ???
5 first aid kits 1L, 1R, 2Galley, 3L, 4R
2 megaphones 1L, 4R
3 Halon fire ext 1R, 2R, 4R (Halon 1211)
3 water fire ext 1L, 2R, 4L
PBE with each fire ext (total 5 each: only 1 at door 2R)
life raft/slide each door
2 ELT's in rafts @ 1L & 4R
Evacuation signal system:
cockpit or FA panel: audio signal & lights.
not installed at CAL.
Note: PBE duration is 15-30 minutes.
Note: Halon fire ext duration is only 8 seconds of continuous use.
Note: Water fire ext duration is 30-45 seconds of continuous use.
Note: Emergency flashlight duration is 4-5 hours of continuous use.
- the base can be unscrewed & battery disconnected to conserve power.
Raft Capacity:
1 L/R 65 pax (overload to 81)
Totals: 233 290 (going to be hard for 283 pax + crew of 19).
Note: raft is at overload capacity when within 6” above waterline.
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FIRE DETECTION & PROTECTION
1. What bus powers the Fire Detection? Fire Protection?
• the Batt bus powers fire detection (not available w/o battery bus power).
• the Hot Batt bus powers the fire protection (squibs are available).
2. *What must occur for an ENG or APU Fire Warning?
• both loops (or the active loop if one loop is inop) must sense a fire.
Note: Only one loop is required for the APU if it is in the unattended mode.
Note: If both loops are faulted, no fire detection capability exists.
3. *What is the indication of a good manual Fire Test?
• aural fire bell, 9 red lights, & 2 EICAS messages (internal).
• 9 RED cockpit lights: FWD, AFT, APU, 2 M-Warning, 2 Fuel Control Levers, 2 Eng Fire Handles.
• ext APU fire horn & APU Fire light. (intermittent car horn @ P-40 panel).
• EICAS RED msg "Fire Test In Progress", followed by:
• EICAS RED msg "Fire Test Pass" or "Fire Test Fail"
Note: This also tests the Wheel Well Fire system (no indication).
Note: The system auto tests itself and monitors itself for failures.
Note: The test switch must be held, NOT pushed and released.
Note: Holding the Test button for more than 60 seconds will shutdown the APU!
4. *What will happen if one loop (engine, APU, or wheel well) fails?
• system automatically excludes a failed loop & becomes a single loop system.
Note: If both loops fail, the fire detection is lost for that system.
5. What is the indication of an actual Left Engine Fire Warning?
• 2 M-Warning RED lights.
• EICAS RED msg "FIRE ENG L”.
• cockpit aural fire bell.
• L Fuel Control RED light.
• L Eng Fire Switch RED light.
• L Fire Switch lock released.
6. *What occurs when the Eng Fire Switch is PULLED?
• arms both fire bottle squibs.
• closes fuel control & spar valves. (Unlike most older Boeings which only closed the spar valve with the handle).
• closes eng bleed valve.
• trips the GB & GCR (gen field).
• closes the HYD eng-driven pump supply valve.
• depressurizes the HYD eng-driven pump.
• removes power to the thrust rev isol valve.
Note: If the fire doesn’t go out, discharge one bottle. Wait 30 seconds: if the fire is still there, discharge the
other bottle. (If both bottles blown, no protection for remaining engine).
Note: If the fire light goes OUT, test the system before assuming the fire is actually out.
7. *While fighting the fire, what is an indication of the fire going out?
• EICAS msg goes away.
• red lights go out (handle & fuel control).
Note: If the fire light goes OUT, test the system before assuming the fire is actually out.
Note: Since cargo fire sensors are photo-cells, expect the cargo fire light to remain ON for a long time. The cargo
fire light could actually come ON again when a bottle is discharged, since the agent will act like smoke to the
sensors.
8. *What does the ENG BTL 1 DISCH light mean?
• bottle has been discharged (pressure in discharge tube) or bottle has LOW pressure.
12

9. *When is the Eng Fire Switch (handle) unlocked?
• whenever a fire warning is activated or fuel control is in CUTOFF.
• may be released manually by pressing the override switch & pulling handle.
Note: An overheat does NOT unlock the fire switches.
10. *What is the indication of an APU Fire Warning?
• EICAS RED msg "FIRE APU".
• APU auto shutdown.
• cockpit fire bell.
• 2 M-Warning lights.
• APU Fire Switch RED.
• unlocks APU fire switch.
• ext APU fire horn & APU Fire light. (intermittent car horn @ P-40 panel)
11. *What occurs when the APU Fire Switch is pulled?
• shuts down the APU if the auto-shutdown fails.
• closes APU fuel valve.
• closes APU bleed air valve.
• closes APU inlet door.
• GCR (field) trips.
• arms the squib.
12. *When will the APU auto shutdown for a fire warning?
• both loops must detect a fire when the APU is “attended”.
• only one loop needs to detect a fire in the “unattended” mode (both engines OFF & not being started).
13. *When will the APU auto-discharge its bottle for a Fire Warning?
• when it is "unattended" (on the ground & neither eng running or starting).
14. *Can you fight an APU fire from outside the A/C?
• yes: although in the “unattended” mode the APU will shutdown, arm the fire system, & discharge the bottle all by itself.
• at the P-40 panel (behind the nose strut) the APU Fire Shutdown button will shutdown the APU, arm the squib, &
silence the horn.
• the APU Bottle Discharge button will discharge the bottle.
• other lights & controls: Bottle Armed light, Bottle Discharged light, Main Landing Gear Door lts/switches, service &
flt interphones, cockpit voice jack, flt deck call button, Emer Exit light test, Wheel Well light switch.
15. *How many fire bottles are there for the ENG, APU, and CARGO?
• ENG - 2 bottles (total), which may be used in either engine.
• APU - 1 bottle.
• CARGO - 5 bottles (2 smaller and 3 larger.
Note: A 6th
bottle will be added to obtain ETOPS 207 minute certification.
16. *Will the aural fire bell ring for a cargo fire?
• yes
17. *What occurs when you fight a Cargo Fire?
• Note: 3 zones each with fans drawing air across the photo-cell smoke detectors in each. (BULK is part of AFT)
• ARM FWD or AFT (should only be used for FWR OR AFT, not both).
• Arms the bottle squibs & flow valve (metering valve).
• DISCH: 5 bottles (2 smaller bottles discharge immediately; 3 larger are fired at 20 minutes & then metered over time to
maintain FAA required saturation PPM concentration).
• Both lower recirculation fans shut OFF. (Does not effect Upper fans).
• Vent fans shut OFF.
• Cargo heat shuts OFF.
• Packs shift to a lower flow rate.
• ASCPCs move outflow valves to match each other (in case of loss of 1 system due to the heat).
13

• AFT & BULK: turns OFF bulk cargo circulation fans. Turns OFF lav/galley vent fans.
• FWD: equipment cooling to OVERRIDE.
• DISCH light comes ON: pressure sensed in discharge tubes (NOT bottle pressure).
Note: Setting the LND ALT to 8,000 ft reduces airflow to the fire & reduces O2 as well.
Note: If the plane is on the ground for the start of this, then only one additional large bottle will discharge at the 20
minute point (at the slow rate).
Note: If the plane lands prior to 20 minutes: only one additional bottle will discharge; but it will discharge
immediately upon landing (at the slow, metered rate).
Note: The system may be disarmed by pushing the ARMED switch a second time.
Note: If both AFT & FWD are ARMED at the same time, the system will split the agent (NOT a good idea).
18. What are the 3 conditions for a failure of the Cargo Detection system?
• all 3 zones in a single compartment must fail, OR
• both control channels must fail, OR
• both smoke fans (used to move air across detectors) fail.
Note: Cargo detection system has a total of 4 smoke detectors (2 fwd & 2 aft), and 3 zones per compartment.
It draws air by fans across the smoke detectors.
19. *What causes an Eng Overheat to annunciate (& what does it look like)?
• EICAS msg "OVERHEAT ENG (L/R)".
• dual loop (same loops as the fire system) & if both loops are operational; both loops must overheat.
• M-Caution & beeper.
Note: There is no APU overheat feature of its dual fire loop system.
20. *What causes an aural Fire Bell to actuate?
• engine, APU, cargo, or wheel well fire.
• pressing the M-Warning button silences the bell.
21. *What is the indication & actions required for a Wheel Well Fire?
• cockpit fire bell, M-Warning, EICAS msg.
Note: Lower gear & leave it down (LAND), or if required by conditions, wait for 20 minutes AFTER the
EICAS msg goes away & retract gear.
Note: Dual loop fire detectors in the ceiling of the wheel wells. Will NOT respond to hot brakes alone.
Note: Continuous monitoring and auto testing circuits.
Note: No extinguishing system.
Note: You probably CAN'T get a real wheel well fire msg 4 hours into the flight at altitude. (Use your judgement)
22. What is a "squib"?
• a pyrotechnic device about the size of a felt marker cap which produces a pneumatic charge to blow open one (of
perhaps several) ports on a fire bottle, sending the agent through a specific tube to a specific location.
23. *What is an indication of a Lav Fire?
• EICAS msg "SMOKE LAVATORY".
• Lav Call light flashes over the Lav door.
• aural FA alert in the lav & cabin.
• master call light at FA station.
Note: To self-test, press the button opposite end of the green power indicator light. This activates the aural
& visual alarms, and auto-resets. The center button silences the horn & suppresses all indicators.
24. When will a Lav Fire Extinguisher discharge?
• Automatically into the Lav trash receptical @ 170 degrees C.
Note: The extinguisher bottle is located behind the trash door (releases by red/gray lever at lower interior corner).
14

25. What is an indication of a previous Lav Fire?
• black indications (originally white dots) on the Heat Strip located in each trash receptical (1,2,3, or 4 dots discolored).
• silver metal color (it's solder) of discharge tips on the extinguishing nozzles (2).
Note: There is a single orange-sized bottle under each Lav sink compartment.
Note: Each dot on the heat strip discolors at a different temp (180F, 200F, 230F, & 250F).
Note: The heat strip can be seen by pushing the trash flap down and looking at the interior wall panel.
26. Any other smoke detectors on board?
• yep: crew rest compartment (EICAS msg).
27. Scenario: you have an active cargo fire inflight & fire trucks are awaiting your return. You plan an emer-evac on the
runway. How is the fire department going to fight the fire?
• can’t get the fwd or aft cargo doors OPEN (Ground Handling Bus only & APU will be shut down).
• bulk cargo door will OPEN (it’s manual).
• we don’t want power left ON the A/C. Power OFF insures that the Pax Entry Door Flight Locks are disabled.
• fire department can punch a hole in the side & fill the compartment with water. (they have a special probe for this).
28. What is the indication of a Cabin Interphone failure?
• msg on the CMS screen. Select alternate (C1 Norm/Alt button at door 1L). The system will then work in the Alternate
mode, allowing up to 6 independent calls at a time.
*GENERAL - PARAMETERS & LIMITS see Section 1 of the current Flight Manual!
Max T/O & Lnd: +8400' MSL
+/- 2% Slope
15 Kts Tailwind
Max Cruise Alt: 43,100'
Turb Speed: 270 below 25,000'
280/.84 at & above 25,000
Max X-wind: 38 kts demonstrated
Max PNEU Diff: relief valve @ 9.1 psid
T/O or Lnd @ .11 psid
Max Ramp Weight 650,000
Max Takeoff Weight 648,000
Max Landing Weight 460,000
Max ZFW 430,000
Doors armed prior to taxi with pax
Vmo/Mmo .87/330 (330KIAS due to all composite tail)
Note: Plan on getting significant mach buffet at .86 & above.
15

INHIBITS:
To quote Boeing: Alerts are inhibited during part of the takeoff in order not to distract the crew. Alerts are also
inhibited when they are operationally unnecessary or inappropriate.
Alert messages, except for warnings and messages directly relevant to flight operations, are inhibited
during engine start to eliminate nuisance messages.
Alert messages are inhibited individually at other times, such as during the preflight and postflight or
engine shutdown, when they are operationally unnecessary.
1. All associated (HYD, ELEC, PNEU, R/T) EICAS warnings inhibited after intentional engine shutdown with fire switch or
fuel control.
2. Checklist icons for amber EICAS msg's inhibited until after BOTH eng started.
Note: warning msg & checklists will appear anytime.
3. Consolidated messages:
Eng Shutdown intentional shutdown
Hyd Press Sys L+C+R pre/post flt
Fuel Press Eng L+R "
Window Heat "
Doors "
4. Ground engine start until engine reaches idle or start is aborted.
5. Status que inhibited from eng start until 30 min after rotation.
- inhibit cancels if RTO.
6. *Inhibits during T/O: (T/O thrust on either engine)
comm alerts & chimes until 400' RA or 20 sec after liftoff. (cabin alerts exempted).
RTO cancels inhibit.
PAX entry doors from liftoff until 60 sec after landing.
M-Warn & M-Caution inhibited at 80kts until 400' RA or 20 sec after liftoff.
no lights or aural; but red/amber msg will appear.
inhibit cnx during RTO when < 75kts ground speed.
7. Fire inhibits:
V1 to 400' RA or 25 seconds after V1. (red msg will display when fire sensed).
8. *T/O configuration:
inhibited > V1.
IF activated < V1; then deactivated at V1.
EICAS msg displayed until 10 sec after V1.
9. Landing configuration:
inhibited from rotation to 800' RA or 140 sec from gear retraction.
10. *AFTER G/S capture, or gear down, or landing flaps:
Status cue, comm alert, or chimes & msg inhibited from 800' RA to 75kts.
exception: cabin alert.
M-Caution light & aural inhibited from 200' RA to 75kts (ground speed).
exceptions: A/P, no auto Lnd, S/B ext, A/T disc.
msg will display when event occurs.
11. TCAS: inhibited by GPWS or Windshear.
Increase Descent voice inhibited < 1450RA.
Descend voice inhibited < 1000RA when descending & < 1200RA when climbing.
All resolution advisory voice alerts inhibited < 1100RA when climbing & < 900RA when descending.
16

GENERAL - APU SYSTEM
*Describe the basic APU system.
AlliedSignal 331-500 APU.
ETOPS requires a successful start 99% of the time by the 2nd attempt.
Dual Spool Turbine, constant speed N2.
Variable Speed N1 to supply PNEU demand.
N2 regulated by Fuel Controller to maintain 400 Hz (no CSD).
120 KVA generator.
Start & Operate up to 43,100'.
ELEC pwr avail to max alt, 43,100'.
PNEU pwr avail to approx. 22,000' (PNEU output deteriorates with altitude).
ELEC has priority over PNEU demands.
Dual Starter motors:
ATS - Air Turbine Starter has priority (normal if engines running).
ELEC starter as a backup (used for normal start on receiving check).
Note: APU starter disengages at approx. 50% RPM.
Dedicated APU battery for start & APU control circuits (also backup for RAT deployment circuit).
uses ship's batt for inlet door, fuel valve, & fire detection/protection.
OFF: CLOSES bleed isol valve, initiates normal cooldown/shutdown, & resets fault logic circuits.
ON: OPENS fuel valve & inlet door; activates AC or DC fuel pump; powers APU controller.
START: initiates automatic start sequence.
FAULT light: fault or fire is detected or auto shutdown.
- illuminates briefly during APU controller self-test (during start).
(ELEC) ON/Blank: arms APU GB to CLOSE automatically (should have been labeled “AUTO”).
ON/OFF: GB OPEN due to fault. (NOT external power applied).
Blank/OFF: manually selected OFF (GB OPEN).
1. *What supplies fuel to the APU during start?
• Lt forward AC fuel pump if AC is available (regardless of switch position).
• a dedicated DC fuel pump in the Lt tank if only DC is available (will also gravity feed on the ground).
• Alternately: any Lt fuel pump ON or any pump supplying the Lt fuel manifold with pressure.
Note: Battery switch must be ON for startup on an unpowered A/C.
2. *How can you tell if the APU is ready to supply ELEC power?
• EICAS msg "APU Running".
• NOT by looking at the ON position of the button. (It should have been labeled “AUTO”).
3. *Is there an APU cool down time?
• yes: 105 seconds after the APU automatically closes its bleed valve. (Several malfunctions skip the cooldown).
• EICAS reads: "APU Cooldown".
Note: Cooldown is cancelled & an EICAS msg “APU Shutdown” will appear for auto-shutdowns due to:
Attended: fire, inlet overtemp, overspeed (or loss of protection), controller failure, or speed droop.
Unattended: all above + high EGT, high oil temp, low oil pressure, inlet door failure, no start, and
hung start.
4. *When should the APU NOT be started at your arrival to the A/C?
• when < 40F don’t use the APU except for engine start (< 20 minutes). (looking for a fix).
Note: Ice may form on the inlet door screen, break-off & be ingested (cost a lot of $).
5. *What does APU “attended” vs. “unattended” mean?
• attended = engine(s) running or being started.
17

6. Why does the APU FAULT light come ON during start?
• momentarily: disagreement between fuel valve & switch position and, the APU is conducting an internal test.
7. *Why would the APU FAULT light come ON with the APU running?
• high EGT, high oil temp, low oil pressure.
Note: If unattended, these will result in an immediate auto-shutdown (w/o cooling time).
8. *What 3 items in the auto-shutdown system will NOT shutoff the APU in-flight?
• high EGT, high oil temp, low oil pressure.
• will result in an EICAS msg to the crew.
9. *When can the APU be used in-flight?
• electric in all flight altitudes (43,100’).
• pneumatic up to 22,000'.
10. *What can start the APU?
• either of two starter motors: ELEC & PNEU.
Note: Because of extreme cold soak this APU has ELEC bearing & gearbox heaters to heat cold oil, as well as a heavy
duty 40-amp battery. The APU also uses a two stage compressor that is easier to start.
Note: (1999) CAL: The 3 APU oil heaters are being removed and returned to Boeing for a $107K credit.
These C/B’s have been collared in the E&E compartment.
11. *When will the APU auto-start in-flight regardless of switch position?
• loss of both XFER busses. (Usually associated with dual engine flameout).
Note: May take up to 2 minutes to startup and power the L & R Main busses.
Note: Don’t confuse this with the RAT deployment criteria. (I do all the time!).
12. *How can you STOP the APU after it has Auto-Started while in the OFF position?
• position the switch to ON, then OFF.
13. How many packs should be used when powered by the APU on the ground?
• both packs: provides better cooling, overall quieter noise level on the ramp, & is equal in fuel to using just one pack.
14. When is the starter & ignition normally shut off?
• automatically at approx. 50% N2.
15. What is the APU burn rate?
• 200pph airborne (ELEC) + 2.5% fuel burn increase for inlet door OPEN.
• 535pph on the ground (PNEU & ELEC).
16. When will the “APU Oil Qty” msg appear?
• when the APU oil quantity is < 3.5 qts.
17. What effect does the Fire Test system have on the APU?
• the APU will shutdown if the Test button is held for more than 60 seconds. (Only takes 5 seconds +/- for a test).
18

GENERAL – MX INFORMATION
Cabin Services:
3 Potable Water Tanks (interconnected) – each 120 gallons (limited to 109 gal with standpipes).
L, R, C – located behind the bulk cargo end wall.
Sinks, coffee makers, & toilet flush (all potable water).
Water runs in the aisle overhead panels (great place for a leak).
3 Toilet Waste Tanks – Fwd & Mid 100 gal each (holds 83 gal waste each), Aft at 80 gal (holds 63 gal waste).
All tanks located on Lt sidewall of the bulk cargo compartment (NOT interconnected).
2 vacuum blowers operate on the ground & below 16,000’ when any flush switch activated.
- tanks are interconnected for vacuum purposes only.
Uses differential cabin pressure above 16,000’ MSL (vacuum blower barometric switch).
Fwd lavs go to Mid & Aft tanks; Mid lavs go to all 3; Aft lavs go to all 3 tanks.
- each lav goes to only one specific tank.
Toilet Operation:
15 second flush cycle initiated by flush switch.
1 second pause after flush cycle initiated. (IE. total of 2 seconds since flush).
Rinse valve OPEN for .7 sec (8oz of potable water).
2 seconds after flush cycle: flush valve opens for 4 sec.
Note: After 8 seconds (valve OPEN) it considers itself jammed & recycles the system with a dry flush.
Note: Manual flush valve shutoff T-handle is located below the toilet shroud (centered).
Note: Flush control module (computer chip) C/B located to Rt side of toilet bowl (under shroud).
Note: The logic module will NOT flush if the related waste tank is full (= confirmation of a full waste tank).
Lav/Toilet notes (as if the rest of this isn’t enough):
If you get a lav tank full signal; wait. If several 3L lavs are flushed at once, you will get a false signal.
H2O shutoff valve is located behind each mirror (release button located on the inboard lower corner).
Water heater switch & drain valve are located under each sink (release by opening “tilt” panel & pressing both
panel catch levers).
Manual toilet shutoff T-handle centered below toilet bowl shroud.
APU:
Amber Red
RPM none 106.0% (normally 100% N2)
EGT 650degrees 710degrees
Oil Press 55psi 35psi
Oil Temp 135degrees 155degrees
Oil Qty 4.4qt 3.8qt
Generator (is NOT an IDG) rated at 120 KVA.
Fire System:
CBrF3 = Halon
2 cargo bottles (fired immediately) = 52.5 lbs Halon each.
3 cargo bottles (metered) = 72.0 lbs Halon each.
- soon to add a 4th
bottle to comply with 207 min ETOPS.
- 1 squib per bottle; 1 pressure sensor per bottle. (directs Fwd/Aft by separate in-line squibs).
- all bottles are located on the Rt wall of fwd cargo (behind curtain).
2 engine bottles = 22 lbs Halon each.
- located Rt wall of fwd cargo also.
- 2 squibs per bottle (L/R engine).
19

ELECTRICAL SYSTEM
*Describe the basis Electrical System:
3 generators: 2 eng, 1 APU. (each rated at 120KVA).
any 2 will handle the entire load.
ELMS will load shed as needed when down to 1 gen.
IDG integrates gen & CSD into single unit.
same oil lubricating system.
-----/Blank: IDG oil press ok.
-----/DRIVE: LOW oil pressure in the IDG.
possibly caused by IDG not up to speed or disconnected.
GCU: gen control unit controls:
IDG. (Integrated Drive Generator).
GCR (field).
GB (Gen Breaker or Gen Relay).
Automatically powers the Main busses.
ON/Blank: powering the main bus.
ON/OFF: ARMED (GB OPEN), but power is not available or gen failed/faulted.
Blank/OFF: manually switched OFF.
opens GB.
also resets (GCR) fault circuitry for another try.
Main busses power heavier loads, utility busses, ground service bus, plus the XFER busses & bus tie (through
BTB).
XFER busses power essential loads such as:
inst & panel lights.
CA & FO radios.
CTR pitot heat & eng probe heat.
Backup gens provide backup power to the XFER busses. (variable speed & frequency) + 2 PMG’s per B/U gen.
frequency controlled by Backup Converter (only one generator at a time).
ON/Blank: ARMED to power the XFER bus(s). Automatically powers 1 or both when:
only one gen (or APU) available.
power to 1 or 2 Main busses lost.
App mode selected for landing. (R-XFER bus)
ON/OFF: ARMED (GB OPEN), but power is not available or gen failed/faulted.
Blank/OFF: manually switched OFF.
opens GB.
also resets (GCR) fault circuitry for another try.
Both gens ON/OFF: (switches IN & engines running) backup converted has failed.
BTB bus tie breaker/relays.
AUTO/Blank: relay CLOSED (complete circuit) or ARMED to CLOSE when:
power fails to main bus.
needed to supply both busses from a single source.
AUTO/ISLN: relay locked OPEN due to fault sensing (auto-opening of BTB).
Blank/ISLN: manually locked OPEN & isolated. (by pushing switch).
Standby Power Switch:
OFF: Stby AC unpowered (static inverter OFF).
- inhibited inflight.
AUTO: Stby AC will switch to Batt power (through Stby inverter) if normal AC is lost.
BAT: powers static inverter & Stby AC from Batt (if AC power is OFF).
or this is a DC Stby self-test if the normal AC power is ON.
Standby AC critical items:
CTR ILS, RA, Lt marker beacon, Lt transponder, Lt VOR, eng ignitors.
Standby DC critical items:
CA & FO inst & displays.
20

Standby Power busses:
Hot Batt Bus - powered by batt charger.
backup - main ships battery.
Battery Bus - powered by CA Flt Inst bus.
backup - RAT/C1 TRU/CA Flt Inst.
backup - Hot Batt bus.
CA Flight Inst Bus - powered by L-XFER bus through C1 TRU.
backup - Batt bus.
backup - RAT/C1 TRU.
FO Flight Inst Bus - powered by R-XFER bus through C2 TRU.
backup - CA Flt Inst bus.
backup - RAT/C2 TRU.
AC Stby Bus - powered by L-XFER bus.
backup - Batt bus/Standby Inverter.
RAT: ELEC/HYD twin blade, variable pitch, constant speed turbine (controls frequency). 7.5KVA.
deploys automatically in-flight with loss of both XFER busses, or loss of all 3 HYD system pressures,
or loss of both engines & C HYD pressure LOW.
may also be deployed manually (switch) in-flight or on the ground (spring-loaded to deploy).
priority given to HYD pressure for C flight controls.
when deployed, powers C1 & C2 TRUs.
RAT/C1 TRU/CA Flt Inst bus/Batt bus/Stby Inverter/ Stby AC bus.
RAT/C2 TRU/FO Flt Inst.
Note: If electric load-shedding of the RAT is required & if Batt is supplying
power; then just powers FO Flt Inst.
UNLKD: not fully UP & LOCKED.
PRESS: HYD pressure is normal to CTR flight controls.
Note: Normal inflight gen loads average 30-40% for each main generator.
1. *Briefly describe the ship’s power sources.
• 5 main power sources; 2 backup power sources; & 2 standby power sources:
Main: L & R IDG, APU, pri-ext, sec-ext.
Backup: L & R backup generators.
Standby: RAT & main battery.
2. What are the main items on the Hot Batt bus?
• ENG & APU fire ext (fire protection, not alerting).
• ADIRU.
• RAT deployment circuit.
3. What critical items are on the Main Batt bus?
• Stby power system.
• Capt's displays.
• L AIMS.
• fire detection (eng, APU, cargo, wheel well).
• APU D/C pump, fuel valve, & inlet doors.
4. What items are on the Ground Service bus?
• 2 battery chargers (ship & APU).
• toilet flush controls, L-fwd AC fuel pump, cabin lights & outlets.
5. *When you turn the battery switch ON (cold A/C), would you expect to see the battery bus items powered?
• no: there is a power-up logic which is different than power-down.
• only a few lights will be displayed during power-up (brake source & L/R gen OFF lights).
Note: Good reason never to turn the battery switch OFF while in-flight.
21

6. What items will operate on Standby Power.
• Upper EICAS CAPT PFD & ND (PFD may take up to 3 minutes to display)
• RAT Unlock switch/Light Standby Attitude (May take up to 3 minutes to display)
• L – FMC L – VHF
• L – VOR (audio) C – ILS (audio)
• Flight Interphone PAX Address
• DC Fuel Pump Emergency Lights (separate power)
• FWD/AFT Outflow – MAN
7. *How many generators will it take to handle ALL ELEC demands?
• 2 gens are required to prevent load-shedding during normal inflight demands.
8. What is an IDG?
• a combination of a CSD and AC generator.
9. *What external power sources are available?
• primary external (forward plug in the box), and secondary external.
10. Why are electrical demand so high on the B777?
• the FBW electrical demands, pax entertainment system, & large ovens require more amps than previous aircraft.
Note: The pax entertainment system draws up to 22KVA (some previous Boeing's drew only 14KVA for all
their systems).
11. *What is load-shedding?
• when there is not enough ELEC supply (less than 2 gens), the ELMS will shed non-essential components.
• load shed order is: galley & chillers, L & R utility busses (Pax ent & recirc fans).
Note: One or both Ctr fuel pumps shed when down to one generator. (As well as many other items).
Note: “Load Shed” will appear on the ELEC synoptic page when shedding occurs.
12. *When will the IDG automatically disconnect?
• high oil TEMP (which we can't read).
• IDG DRIVE light comes ON confirming a disconnect.
13. *How do you manually disconnect an IDG?
• push & hold guarded DRIVE (DISC) button for 1 second.
• eng must be running for a successful disconnect.
• can only be reset on the ground by MX (takes about 5 minutes, engine shutdown).
14. What will happen with loss of both IDG generators in-flight? (Backup Generators ok).
• APU should be started and used to power both main busses.
• one backup gen will cover both XFER busses.
Note: Only 1 backup gen may power the Backup Converter (frequency controller) at a time.
15. *What will power a XFER bus with the loss of its respective main bus?
• backup gen through the backup converter (backed up by the other backup gen).
16. *When does the Stby inverter operate in AUTO?
• powers the Stby AC bus when L-XFER is unpowered.
Note: Powered by battery bus or RAT.
17. *How can you tell that the RAT has load shed all ELEC output in favor of HYD pressure? (assuming Batt & RAT
power).
• FO instruments will blank out.
22

18. *What will happen will loss of all 4 gens in-flight? (i.e. loss of both XFER busses).
• APU will auto-start & eventually cover both main busses.
• Hot Batt bus will temporarily cover batt bus/CA flt inst/& Stby inverter/Stby AC.
• RAT will auto-deploy & then cover C1 & C2 TRU.
Note: RAT may take up to 40 seconds to power the bus. (FO displays may take up to 50 seconds).
19. *How is the FBW (Fly By Wire) system powered?
• each backup gen has 2 permanent magnet generators (PMG) on the drive shaft.
• each supplies power to a FCDC bus (total of 4 PMG's two of which cover the C system).
20. What powers the FCDC busses? (Flight Control DC)
• L FCDC: normally – L1 PMG. R FCDC: normally – R1 PMG.
1st backup - L DC bus. only backup - R DC bus.
2nd backup - hot Batt bus.
• CTR FCDC: normally – L2 & R2 PMGs.
1st backup - CA & FO Inst bus.
2nd backup - hot Batt bus.
Note: dedicated one minute batteries cover interruption during pwr transfer.
21. *How are adequate volts, freqs, & phase indicated before using Ext Power?
• EXT PWR-AVAIL light indicates that the power is available & usable.
22. *On a cold A/C: selecting Primary EXT PWR will do what?
• connects primary ext to both main busses.
Note: Some load shedding will occur.
23. *What systems may Secondary EXT PWR be connected to?
• either L/R Main through the bus-tie relays.
Note: Normally secondary powers the L-Main & primary powers the R-Main bus.
Note: Ext power can never be paralleled with itself or any other source (it doesn't have a CSD to regulate & parallel
freqs).
24. *With both Primary & Secondary Ext Pwr ON, what is powered & what will the panel indications be?
• primary ext will power R Main & R XFER.
• secondary will power L Main & L XFER.
• the R BUS TIE will be in ISLN.
25. *If the APU is now started, what will its gen do (if anything)?
• once coming up to speed; the APU gen will take over the L Main & replace secondary ext (which switches back to
AVAIL).
26. *Can the secondary ext replace the APU on the L Main once the APU has started?
• yes: the bus tie priority is whichever is placed on it last.
27. *What happens when the Lt Engine is started?
• gen breaker closes automatically when volts/freqs ok.
• kicks primary & secondary OFF (if still engaged).
• powers both Main busses.
Note: If the APU is running, the APU will reassume control of the R Main in a few seconds & the L BUS TIE relay
will OPEN.
28. *What is the priority of the BTB (Bus Tie Breaker) in AUTO? (Inflight, no Ext Pwr).
• will OPEN or CLOSE the BTB (relay) to allow the Main bus to be powered in the following order:
1 - associated eng gen. 2 - APU gen.
3 - opposite eng gen.
23

29. *When/how is the Ground Handling bus powered?
• automatically, through primary ext or APU.
• primary ext has priority.
• only powered on the ground.
Note: Powers cargo doors, cargo lights, & MX access lights.
30. *When/how is the Ground Service bus powered?
• normally powered by the R Main.
• can be powered alone (and leave cockpit unpowered) by either APU or primary ext power.
- use switch at 2L to turn on ground service bus.
Note: Powers cabin lights, outlets, Lt fwd fuel pump (for APU), main batt charger, & APU batt charger.
31. *Where is the Ground Service switch located?
• on the F/A panel by door 2L.
32. What main items are on the Utility Bus?
• fwd galley heater, chiller boost fan, foot & shoulder heaters, door area heaters, lav water heaters, & shaver outlets.
Note: According to Boeing: the recirculation fans & PAX entertainment system are on the main busses.
33. What are the primary uses of DC power?
• PFD, ND, GPS, ADIRU. (also FCDC busses through the PMGs).
34. *What is the source of DC power?
• APU batt: APU start & APU control circuits.
• Main batt: backup for critical items.
• 4 TRU's managed by ELMS:
which are powered from L/R XFER busses.
L XFER: L-TRU  L Main DC
C1-TRU CA Flt Inst
R XFER: C2-TRU FO Flt Inst
R-TRU  R Main DC
• 2ea L & 2ea R PMG's power L, C, R PSAs and their FCDC busses.
35. *What controls do you have over the DC system?
• none; it is all automatic.
Note: With a TRU failure: the L & R Main DC tie together (DC tie relay) & the CA & FO inst buses tie together
(another DC tie relay).
36. *What powers the A/P normally, and during autoland?
• normally: Lt A/P - L Main.
Rt & CTR - R Main.
• autoland: Rt A/P switches to the R-XFER bus which switches its power source to the R-Backup gen.
37. *After flight if the APU is NOT started, what will occur when Primary Ext is selected?
• both GB's open & primary ext powers both Main busses.
38. How long should a popped CB be allowed to cool?
• there is no limit, however: many scenarios involve computers and it is suggested that any CB (popped or pulled) be left
out for several minutes (3+) prior to resetting.
24

ELEC – MX INFORMATION
Ratings: L & R IDG’s 120 KVA (max)
APU Gen 120 KVA (max)
Pri-Ext 90 KVA
Sec-Ext 90 KVA
Backup Gen’s 20 KVA
RAT 7.5 KVA
Battery (ship’s) 47 Amp-Hour
Panels: Main & backup power sources go to the L,R or Aux power panels.
- these panels directly supply power for 25 amp (or greater) circuits.
- these panels also supply Power Management Panels & Ground Service & Ground Handling panels.
- all circuits of < 25 amps.
2 independent Power Channels:
Left Busses Right Busses
L - Main AC R – Main AC
L – Utility R – Utility
L – XFER R – XFER
L – DC R – DC
Stby AC FO Flt Inst
CA Flt Inst Gnd Service
Battery Bus (#1) APU Battery
Battery Bus #2 Hot Battery bus
L – FCDC – PSA’s R – FCDC – PSA’s
Batteries:
Main (ship’s) battery in the E&E compartment.
APU battery just aft of bulk cargo door.
Battery switch connects the Hot Batt Bus to Battery Bus # 2.
Heat Exchangers:
Eng/IDG fuel/oil heat exchanger.
Eng/B.U. Gen oil/oil heat exchanger.
IDG & B.U.Gen air/oil heat exchanger.
IDG: Drive disconnect switch = 2 piece IDG input shaft moves apart with spring loaded mechanism.
- reset ring resets the disconnect (on gnd, eng shutdown).
- auto disconnect if oil overtemp: thermal plug melts & operates disconnect mechanism
(no reset).
- manual disconnect switch is ARMED with fuel cutoff in RUN.
GCU controls the trim coil to control RPM (frequency) and matches freq’s during no-break power transfers.
PMG & Backup Gen:
1 PMG supplies the field power for the B.U. Gen.
Both PMGs supply power for the PSAs.
Backup gen will auto-trip for high oil temp (>20C).
25

Stby Power: Powered from either the RAT or Battery if the L XFER bus loses power.
Bus needing Power If RAT Deployed If Battery Only
Bus is Powered By: Bus is Powered By:
CA Flt Inst bus RAT/TR C1 Batt bus
FO Flt Inst bus RAT/TR C2 unpowered
Batt bus CA Flt Inst bus Hot Batt bus
Batt bus #2 CA Flt Inst bus CA Flt Inst bus
Hot Batt bus Batt bus Ship’s Battery
Static Inverter Batt bus Batt bus
AC Stby bus Static Inverter Static Inverter
Note: Static Inverter operates only when: L-XFER bus < 80 volts, Autoland isolation, or DC/Stby self-test.
RAT: 7.5 KVA, 3 phase, AC generator, 115v, powers: TR-C1 & TR-C2 only.
- 2 PMGs, exciter, main gen, 2 heaters (prevents gen icing), GCU, & voltage regulator.
- frequency governed by variable pitch prop (392hz to 410hz).
Deploys automatically when: both X-FER busses are unpowered > 15 seconds (inflight).
- or loss of all 3 HYD system pressures (inflight).
- or loss of both engines and LOW pressure in the C HYD system (inflight).
FAA Emergency Rule – 12/9/99: special checks required for backup generators (2 failed in 1999 causing engine shutdowns).
Looking for low oil pressure or sheared shaft.
Replacing both backup gens requires test flight or domestic flight.
Bars same mechanic from working on both gens.
Note: Engine generators have a 6 – 12 second delay for power-up from the time the engine passes 54% N2.
Note: Following engine start, the BU Gen will power its own Transfer Bus for 20 seconds, then the Main Bus takes over.
26

HYDRAULIC SYSTEM
*Describe the basic Hydraulic System:
2 EDP (Engine Driven primary Pumps) - L/R.
2 ELEC Demand pumps – L/R.
operate automatically when low pressure sensed at the primary pump.
2 ELEC Primary pumps – C1 & C2.
2 ADP (Air Demand Pumps) – C1 & C2.
1 or 2 operate as needed. (Both operate for T/O, gear retraction, and autoslat operation).
Note: The engine driven & air driven HYD pumps are high load/volume & are identical & interchangeable.
The ELEC pumps are low load/volume & are interchangeable with themselves.
RAT backup for the C system pressure to the C system Flt Controls only.
Left HYD powers: Right HYD powers:
L Reverser R Reverser
partial Flt Cont partial Flt Cont
Rudder Rudder
Normal Brakes & Accumulator
Center HYD powers:
Nose wheel steering
Main gear steering
Alternate/Reserve brakes
Flaps/Slats
Landing Gear
partial Flt Cont
Rudder
Note: Any one system will provide enough Flt Controls for safe flight.
Every Primary Flt Control (aileron, flaperon, elevator) is powered by 2 systems (rudder = 3).
Spoilers are always controlled symmetrically (system losses will NOT cause asymmetric roll).
Note: Alt/Res Brakes is only one system defined by:
ALT: Alternate or backup brakes. (no accumulator).
RES: uses Reserve fluid (below standpipe level) in the C HYD reservoir.
Note: Alternate gear uses a dedicated ELEC/HYD pump and separate trapped fluid to operate.
All Primary Pumps:
ON/Blank: pump is operating & supplying pressure.
ON/FAULT: LO pump pressure or HI pump fluid temp.
Blank/FAULT: manually selected OFF.
All Demand Pumps:
OFF: manually selected OFF.
AUTO: ON when system &/or primary pump output is LOW, or when control logic anticipates a
large demand. (Otherwise, it’s OFF (ELEC) or depressurized (AIR).
ON: the pump runs continuously. (Exception C1 & C2: if both selected ON, only C1 will operate).
FAULT: LO pump pressure, or HI pump fluid temp, or manually selected OFF.
RAT: pushing deploys the RAT.
PRESS: RAT is deployed & C HYD Flt Cont pressure is > 1500psi.
UNLKD: RAT is not is the stowed position.
1. What does RF, LO, & OF mean on the STAT display?
• refill, low, & overfilled. (OF & RF inhibited in flt). (call MX for all 3 conditions).
Note: 1.0 = 100%. Refill is annunciated at 75% (.75), LO at 40%, and OF at 120%.
27

2. *When does the pressure (psi) turn AMBER for a HYD system?
• when the pressure is LO (below 1200psi).
3. *What Demand Pumps come on in anticipation of high HYD loads when the selector is in AUTO?
• R demand pump ON anytime on the ground & until after T/O (brake sys).
• both C ADP demand pumps are ON from T/O roll to gear retraction. (Also autoslat operation).
• both L & R demand pumps are ON for T/O & landing.
• one C ADP demand pump ON when extending the gear.
4. Where is the pump Fluid Temp (FAULT light) sensed?
• case drain fluid of the pump in the return line of the case (cooling fluid that circulates around each pump).
5. *What will a pump FAULT light come ON for?
• LOW pump output pressure, or HI case drain fluid temp, or pump selected OFF.
6. What will occur with a C HYD leak?
• quantity decreases to 0 (=main standpipe level). Both C1 isol valves close. Isolates C1 primary pump to ALTN/RES
brakes.
• reserve fluid available to alt/res brakes, nose gear actuation, & nose gear steering only.
• L isol valve will OPEN when gear is extending & after landing < 60kts.
7. *Why is the R Demand pump turned ON first & OFF last?
• HYD fluid can transfer into the right system if the C is pressurized 1st
. (Through the brake system shuttle valve).
8. *How can the RAT be stowed?
• can’t be stowed inflt. The twin bladed prop is unfaired when deployed & won’t fit back into the hole until it is manually
aligned, pushed up, & door closed.
9. *What is the pump priority for the C1 & C2 demand pumps?
• in AUTO: C1 will operate first, unless both are needed. (both used for gear retraction).
• if both in ON: only the C1 will operate regardless of demand.
10. *During the Before Start Checklist, you notice the C2 Primary Pump FAULT light is ON. What is wrong?
• nothing: the ELMS loadsheds this pump when Ext-Pwr is removed.
11. Are the reservoirs pressurized?
• yes: they are pressurized by the PNEU system to prevent foaming.
12. *What is the RAT?
• Ram Air Turbine which can supply back-up HYD & ELEC.
• HYD power for C system flight controls. HYD has priority over ELEC.
• ELEC power for TRU’s C1 & C2.
Note: Will load-shed TRU C1 as needed (powering CA Flt INST bus) when batt bus is available. Total
ELEC load shedding will include TRU C2 if required.
13. *When does the RAT deploy (inflight)?
• automatically with loss of all 3 HYD system pressures.
• or automatically with loss of both X-FER busses.
• or automatically with loss of both engines and LOW pressure in the C HYD system.
• or manually by pressing the RAT button (HYD panel).
Note: the RAT WILL deploy on the ground manually (not a good idea).
14. *What is the priority of the RAT power?
• HYD has the priority over ELEC.
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15. *How can you tell if the RAT is deployed (air or ground)?
• UNLK light on the RAT button (HYD panel).
• noise & vibration from its operation in-flight (go visit the cabin at door 3R).
16. How is manually turning an Engine driven HYD pump OFF different than what occurs when the Fire Switch is pulled.
• OFF = depressurizes the pump (“feathers” the squash plate), but the pump still is turning and receiving cooling case
drain fluid.
• Fire switch depressurizes the pump (as above) AND closes the pump’s supply valve resulting in NO cooling fluid to the
pump, & it is still turning. The pump will rapidly deteriorate, and restoring the pump at a later time might introduce
metal shavings into the HYD system (not a good thing for an all HYD flight control system).
17. Why might an engine reverser NOT deploy successfully after the loss of its Engine Driven (primary) HYD pump?
• the ELEC demand pump may not have the power (volume) to OPEN the reverser sleeve.
HYDRAULIC - GEAR & BRAKES
*Describe the basic Gear and Brake System:
650,000 lb. 14 wheeler!
Aft pair of wheels are steerable after 13 degrees of tiller movement. (Turns opposite direction to the turn).
shorter turning radius than the DC10.
Mains tilt for retraction & then again after extension.
Ret: allows the gear to fit into the wing root.
Ext: makes for a great touchdown & less shock on the strut. (“un-tilted” also used for some
“on-ground” signals).
Carbon brakes which operate efficiently at high speeds & high temps. (thanks B.F. Goodrich!).
Nose wheel steering: 7 degrees rudder pedals, & 70 degrees on the tiller.
C HYD extends & retracts the gear: (Normal gear/door sequencing).
EXT: HYD pressure unlocks uplocks; then gear free falls w/o assistance; then HYD retracts doors.
RET: HYD pressure retracts the gear & doors. (Mechanical uplocks). (OFF after retraction).
Autobrakes:
RTO: on the ground only. Maximum (full 3000psi) braking.
armed at > 85kts & activated by both throttles returning to idle. Disarms to OFF after T/O.
DISARM: either throttle advanced, or speed brake lever returned to
forward position, or pushing
either brake pedal.
auto disarmed with an ABS malfunction/fault, or loss of inertial data
(ADIRU), or loss of normal HYD Brake pressure, or manually switched to DISARM.
1 & 2: deceleration rate after timed delay on landing.
3 & 4: deceleration rate with no timed delay.
MAX: still a deceleration rate (NOT max braking like RTO).
1 – MAX: applied after main wheel spinup AND throttles in IDLE.
all LND modes release some (or all) pressure when high levels of reverse is used.
Note: If MAX brakes is selected, the system will give Level 4 until < 10 degrees
of pitch (i.e. nose on rwy), then increases to MAX deceleration rate.
Note: The RTO test of the 777 was conducted @ 632,500#, brakes worn to replacement value, >200KIAS. Results: the 777
stopped in 1,400 feet and stood for 5 minutes without a fire.
Note: Six wheel bogie spreads weight with same pavement-loading as DC-10-30.
50% less parts than DC10 (no center gear).
Allows B777 to be stretched to the 777-300 without adding additional gear.
Largest main gear ever developed for commercial airline use.
1. *What is happening when the gear annunciator on the EICAS is a box with slashes?
• the gear is in transit.
29

2. What releases the Gear Lever Lock pin?
• air/gnd sensing sensors (both main gear).
3. * How does the ALTN GEAR extension work?
• push & hold the switch > 1 second.
• an independent dedicated ELEC/HYD pump uses trapped C fluid to unlock the uplocks.
• gear free falls to down & locked (over-center locks) without gear/door sequencing.
• gear doors remain down (clear the rwy by 12+/- inches).
• operates regardless of gear handle position.
4. *May the gear be retracted after ALTN GEAR extension?
• yes: with normal C HYD pressure, the gear can be retracted & restored to normal operation by placing the gear handle
DOWN & then back to UP.
5. *What items are in the C HYD “Reserve” system?
• ALT/RES brakes, nose gear actuation, & nose wheel steering.
6. *Can the main gear be steered?
• yes: aft axle can be steered up to 8 degrees. (unlocks and progressively turns after 13 degrees of tiller-steering).
• reduces turn radius & scrubbing.
Note: Rudder pedal steering has no effect on the main gear (only turns the nose wheel 7 degrees).
7. *What has occurred (& what should be done) if the EICAS msg Main Gear Steering appears?
• the aft steerable gear have not locked-out for takeoff.
• taxi forward (straight) 5-10 feet to straighten & lockout the main gear steering for T/O.
8. Does the main gear bogie tilt?
• yes: 13 degree nose-up attitude after T/O & for Landing.
• 5 degree nose-up set during gear retraction for storage.
9. *What are the gear limits?
• 270/.82m for all configurations & all modes.
10. *What holds the gear in the UP position?
• mechanical uplocks. Once UP and LOCKED, the gear and doors are depressurized.
11. *What drives the gear to the DOWN and LOCKED position?
• HYD pressure UNLOCKs the uplocks, then the gear gravity falls to the DOWN and LOCKED position. Then doors
close with HYD pressure.
12. How are the tires numbered?
• 1,2 3,4
• 5,6 7,8
• 9,10 11,12
13. What antiskid protection is provided?
• applied in all modes: individual wheels in normal & accumulator-only modes.
• Alt/Res: 1&5, 2&6, 3&7, 4&8, #9-12 are all individually applied.
14. *What cockpit indications of tire pressure are available?
• tire pressures are read on the Gear Synoptic page.
• White = normal. Amber = LO press between paired tires or a pressure that deviates HI or LOW from the average.
Note: “Tire Press” msg means 1 or more press above or below norm, or excessive PSID between tires on the same axle.
30

15. What does a Brake Temp of 3.6 mean?
• 3.6 on a scale of 0 – 9.9.
• @ 3.0: the hottest brake on each truck will be displayed as solid white.
• @ 5.0 the brake temp display will turn amber.
Note: From 3 – 4.9 index: cool from 30 – 70 minutes.
From 5 - 6.5 index: caution zone (wait 1 hour & recheck).
From > 6.5 index: fuse plug melt zone (roll the trucks).
16. What are the exterior indications of the parking & brake system for the tow driver?
• amber: Parking Brake light (parking brake lever position only, not an indication of pressure).
• red: Brakes SET light (pressure to brakes).
• blue: Brakes OFF light (no pressure to brakes).
17. Can the Parking Brake be set without normal ELEC power?
• the lever will set, but the brake valve will not set (it all appears to be normal)!
Note: WARNING: this is similar to how CAL parked a DC-10 on top of a house in Guam. The brakes won’t set!
18. *When does the CA’s Brake Source light come ON?
• loss of pressure in both R & C HYD systems.
• accumulator may be used to stop or set brakes. (Assuming > 1000 psi on gauge).
19. *What does an accumulator reading of 1,000 mean? (Precharge).
• NO pressure left to stop or set brakes! Must be > amber band to properly set brakes. (the lever will set, but no brakes).
• the accumulator is read on the precharge side, “air side”. When brakes are pumped down, the gauge reads accumulator
air pressure only.
Note: If the accumulator reads < 1,000#, notify mx. (bad precharge).
Note: If the brake pressure “bleeds down” w/o pumps running, notify mx. (leaking check valve).
- mx has a time vs. pressure scale; but if you see it moving…. it’s too much.
20. What does the EICAS BRAKE msg mean?
• mx has deactivated one or more brakes.
21. Will the Nose Gear Landing/Taxi lights remain ON following gear retraction? (switch in ON).
• no: they will automatically go OFF.
22. How are the wheels stopped during Gear Retraction?
• mains: automatic braking through the antiskid system.
• nose: scrubber (brake cleats) at the top of the nose gear compartment.
23. What is the Brake Release System?
• < 45 kts; the antiskid system releases the brakes of 1 pair of wheels on each truck (sequenced to another set after each
brake application).
• reduces brake wear and braking sensitivity at low speeds.
• all brakes are applied with heavy braking, or the parking brake being set.
24. *When is the EICAS Gear Position Indicator in view?
• anytime the gear is not UP and LOCKED (similar to the flap position indicator).
31

HYDRAULIC MX INFORMATION
Normal system pressure: 3,000psi.
Pump pressure regulated to: 3,000psi +200 / -100.
Brake system precharge: 1,000psi +/- 200
Note: Brake pressure must not decay > 200psi in 5 minutes.
Indicating System:
8 pump pressure transducers (in the pressure lines).
8 pump temp transducers (in the case drain lines).
3 system pressure transducers (down-stream of pumps).
3 reservoir pressure switches (in PNEU lines to the reservoirs).
3 reservoir temp transducers (in the reservoir).
3 reservoir quantity transmitters (in the reservoir).
Sensors send data to HYDIM cards (4 each), which transmit to AIMS.
HYDIM cards also control the fault lights and the RAT lights on the HYD/RAT Panel (through the L/R
ARINC 629 Busses).
Reservoir and System Pressure:
L/R reservoirs are located in each respective engine strut.
C reservoir is on the aft bulkhead of the Rt wheel well.
Abnormals:
Low Pressures:
Reservoir Precharge 21psi EICAS msg (resets at 25psi)
HYD System 1200psi EICAS msg
ACMP 1200psi EICAS msg + FAULT light
ADP & EDP 1800psi “ “ “
Note: Pump LOW pressure does not produce an EICAS msg if the system pressure is also LOW.
Note: EDP LOW pressure msg is inhibited if the engine is below idle.
Overheat:
Pumps 105C EICAS msg + FAULT light (resets at 75C)
Reservoir none MX HYD page shows actual temp.
MX Caution: “Do not operate the HYD pumps after the temp
on EICAS is > 100C (212F), or after pump FAULT light comes ON. If you
continue to operate the pumps, the HYD fluid can become too hot.”
Note: HYD fluid is cooled by the L/R heat exchangers in the respective L/R main fuel tanks.
C HYD cooling is in the R-Main tank too.
Needs 4800 # fuel in the L/R to cool the L/R HYD system; and 7300# fuel in the R-Tank to
cool the C HYD system.
Quantities:
Full = 1.00 (100%)
LO = 0.40 ( 40%) (resets at 0.42)
RF = 0.75 ( 75%) (inhibited inflight)
OF = 1.20 (120%) (inhibited inflight)
Note: 0.00 = top of standpipe (still may have Reserve C fluid).
Note: Quantity gauge located in the Rt wheel well.
Note: Upper and lower sight gauges located in each strut (OB access panel), and on the C-Reservoir.
RAT (HYD):
HYD pump attached to the back of the generator.
32

HYD NOTES:
Note: 2 ADPs are located in the Lt, aft wing/body fairing.
Note: HYD fluid can move between R & C systems with brakes being set, then released, if both systems are not equally
pressurized.
Note: If C-HYD quantity is LOW > 60 KIAS then:
- Alt/Res brakes are isolated and powered by C1 (using reserve fluid).
- Nose gear actuation and nose gear steering are isolated.
- Slat HYD operation is inhibited if 1 engine is inop.
- Nose gear actuation and steering are reconnected when < 60 KIAS; or C-HYD PRESS LOW; or gear handle
DOWN and both engines running and both ADPs operative.
Note: Heavy braking with accumulator only could rapidly deplete the accumulator (antiskid could cycle 5-7 times/sec on icy
surfaces with heavy braking). The accumulator is only good for 3-5 brake applications.
Note: Boeing says that the six wheel design provides better wet weather braking performance of the aft wheels.
Aft wheels pass through the dried-out path of the first 2 wheel sets.
Note: At normal landing weights, each degree of ABS setting (1 - 4), reduces landing roll approx. 1000’ (see chart
in Sec 5).
Note: Main & Nose Gear retract within 16 seconds (-200) and 18 seconds (-300).
Note: After gear retraction, C-HYD quantity will increase slightly.
Note: Alternate gear will extend within 30 seconds.
Note: Alt flap extension: Slats – 58 seconds; Flaps – 161 seconds.
Note (-300): Tail Skid does not extend during alt gear extension.
33

FUEL SYSTEM
*Describe the basic Fuel System:
3 Tanks: Lt 64K, CTR 174.9K, and Rt 64K.
Total Cap: 302,900#.
2 Surge Tanks just OB of mains (drain back into mains). (vent pressure relief).
4 Boost Pumps (2/main tank), 2 Override/Jettison Pumps (Ctr), 2 Jettison Pumps (main tanks).
ON/Blank: ON & producing pressure.
ON/PRESS: selected ON but LO pressure.
Blank/Blank: L FWD only: APU commanded ON & producing pressure, but switch is OUT.
CTR pumps only: OFF & no pressure (lights inhibited in OFF).
Blank/PRESS: switch OFF & no pressure. (main tank pumps only).
2 Crossfeed Valves: x-feed fuel to engines (NOT to tanks).
------/Blank: selected OPEN & valve OPEN.
------/VALVE: selected OPEN & valve not in position.
Blank/Blank: selected CLOSED & valve CLOSED.
Blank/VALVE: selected CLOSED & valve not in position.
Automatic DC pump for APU start in the L-FWD tank. (If AC is not available. Also a backup to L-eng during
dual engine failure).
Fuel Jettison System: controls manifold & nozzles.
ARM/Blank: ARMs system & nozzles if in-flight.
- displays expanded fuel information on upper center panel.
ARM/FAULT: fault in the jettison system or system inop.
NOZZLE ON/Blank: ON & OPEN. Either switch turns ON both main jettison
pumps & OPENS both CTR jettison isolation valves & OPENs the respective nozzle.
ON/VALVE: selected ON & valve not in position.
Blank/Blank: OFF/CLOSED.
Blank/VALVE: selected OFF & valve not in position.
Fueling System: 2 single point receptacles on each wing. Fuel control panel on the left wing only.
1. *What is the minimum fuel temp allowed inflight?
• +3 degrees above the freezing point of the fuel.
2. *What action might be taken if close to the min fuel temp? (not usually a problem on the B777).
• descent to lower/warmer altitude.
• increase mach # (SR-71 here we come).
3. What fuel temp limit would normally be seen on the CDU during preflight/initialization of the FMS?
• selected by CAL to be -37 degrees because Jet A is –40 (+ 3 degrees = -37). (most conservative of all fuel).
4. What happens to jet fuel as it approaches its freezing point?
• turns into jello… & becomes un-pumpable.
5. What type of fuel probes are used?
• ultrasonic sensors in the tanks to measure volume & mass.
Note: A/C have experienced false tank readings due to harmonic vibrations from the engines.
Note: FAA requires MX pages copied to logbook &/or data linked as supporting doc for a fuel indication problem.
6. *What is done when the “Fuel Low Center” EICAS message is displayed?
• turn OFF the center tank pumps.
• the scavenge system will pump the remaining fuel into the main tanks when one main is below approx. 29,000#.
- assuming the main tank pumps are ON. (rate is approx. 50ppm).
Note: C fuel level > 2,400 or < 2,400 will determine if EICAS “Fuel Low” or “Fuel Pump Center” is displayed.
34

7. *Does the B777 have "Standpipes" for fuel jettison?
• yes: at least 11,500# will be remaining in each wing tank following fuel jettison. C tank pumps to dry.
8. *What fuel pumps may be OFF with no visual indication?
• C tank pumps: PRESS light is inhibited when switched OFF manually. (also APU DC pump).
Note: If C-Fuel < approx. 3,000#; consider leaving C-Pumps OFF until after T/O to prevent uncovering pumps on
rotation. (There will be an EICAS “Fuel Pump Center” msg to remind you).
9. *Can fuel be dumped on the ground?
• no: the jettison nozzles will NOT OPEN regardless of switch position. (& I’ve got this bridge in New York.….).
10. *What parameters must be met for the Nozzle switch to function properly in the ON position?
• A/C must be in-flight & the ARM button must be pushed.
11. If you opt to use MLW for stopping the Fuel Jettison: will the system compute distance/fuel to destination airport?
• no: MLW is an airborne weight, right now, regardless of distance to landing.
12. *How may the Fuel-to-Remain be adjusted?
• manually pull out the Fuel to Remain knob & adjust. Leave the knob OUT (IN resets the # to max LND weight again).
Note: Fuel to Remain display replaces the fuel temp display when jettison is ARMED.
13. *Where can remaining jettison time be read?
• on the fuel synoptic page only.
14. *What is the normal Jettison rate?
• variable, but approx. 5400ppm with C-Pumps ON, and 3100ppm with just Main pumps ON.
15. *What does the Fuel Jettison system do when reaching Fuel-to-Remain?
• terminates the dump & turns OFF the main tank jettison pumps. (Nozzles must be manually switched CLOSED).
• CLOSES the C fuel tank jettison valves.
• fuel to remain # flashes on the expanded fuel display.
16. Why might the Jettison STOP 3-6,000# short of commanded Fuel-To-Remain point?
• fuel quantity probes are read each minute. The indication system is buffered, not instantaneous. It might take up to 3
minutes to obtain a proper fuel reading at the end of jettison.
17. What does the EICAS msg “Fuel Auto Jettison” mean?
• auto jettison is inop.
• fuel will jettison to standpipes unless monitored.
18. *What tank normally burns first and how is that accomplished?
• C tank is burned first for CG reasons (C fuel creates forward CG).
• this is accomplished by the C override/jettison pumps (which produce approx. twice the pressure of a boost pump).
Note: During dump with a heavy A/C & forward CG, the C tank is automatically dumped first & main tanks
later (computed dump time is adjusted & displayed).
19. What does the CDU msg “Insufficient Fuel” mean?
• predicted fuel at destination entered into the CDU is less than reserve fuel entered in during preflight. (check loaded
winds).
20. When does the EICAS msg Fuel Imbalance come ON & what action should be taken?
• comes ON at varying amounts of fuel imbalance in main tanks, depending upon GW (2,000# +/- a wide value).
• one crossfeed should be OPEN & the boost pumps on the LOW side should be turned OFF until balanced.
Note: The synoptic will display an arrow pointing toward the low side.
Note: The fuel imbalance arrow will flash if the balancing is setup in the wrong direction.
Note: X-Feed deals in engine burn only, there is no transfer of fuel between tanks.
Note: Boeing flew the B 777 with an empty tank on one side and claims it’s no big deal.
35

21. How might you differentiate between a real fuel leak & a bad fuel gauge indication?
• use the Checklist! (CDU “Fuel Disagree” or “Insufficient Fuel”, or EICAS “Fuel Imbalance” msg).
• abnormally decreasing quantity might indicate a leak.
• excessive engine fuel flow might indicate a leak. (Visually check for leak).
• check calibrated balance vs indicated balance.
• a non-changing fuel imbalance, or an instant quantity loss might indicate a false reading.
Note: Each tank has 20 different probes which report to a central sensing system. Check mx Fuel page for
probe readings that are not consistent (should always be decreasing fuel height from probe 1 to 20.
Note: Software changes are being made to exclude probes which are suspected of being in error.
Note: A real extreme imbalance might be seen in the need for aileron trim.
22. *Will the L – DC Fuel Pump ever operate inflight?
• yes: automatically for a quick L-Eng relight with loss of both eng’s and AC power.
Note: The CDU Progress, Position Report, and RTE Data all use calculated fuel instead of actual totalizer readings. This
calculated fuel is the fuel normally used in all tracking efforts (Flight Plan, NAV Log, and automatic reports to ATC and
Dispatch). With a bad fuel flow transmitter…. these #’s could be seriously in error. Always compare the totalizer to the
calculated/reported data!
*FUEL LIMITS:
Use of JP-4 or Jet B is prohibited (requires special mx procedures when used & for several flights after use).
Max fuel temp is + 49C.
Main tanks must be scheduled full to load center fuel.
exception: C tank up to 3,000# if:
C fuel # + ZFW within max ZFW limit.
CG within limits.
Min temp 3 degrees above fuel freeze point (listed below)
Jet A -40
JP - 5 -46
Jet A-1 -50
JP - 8 -50
FUEL MX INFORMATION
L = 20 quantity probes All probes measure height (from bottom of tank) & Viscosity (density).
R = 20 quantity probes
C = 20 quantity probes (10 on L-side, 10 on R-side)
• Fuel Temp probe is in the L-tank, near the strut.
• Each tank has a water sensor probe (reported on the MX computer).
• The MX Fuel Qty page will display Pitch & Roll for use with the manual refueling manual.
• A Lateral & Longitudinal Inclinometer and Plumb Bob scale is located in the nose wheel well.
36

AIR CONDITIONING SYSTEM
*Describe the basic Air Conditioning system:
L/R Packs, each with flow control valves, heat exchanger, & ACM.
both pack output temps set to the zone requesting the coolest temp.
Note: Packs may take as long as 60 seconds to obtain full flow, or to shut down.
4 Recirculation Fans: 2 upper (fwd & aft), & 2 lower (L & R). Zones A-F (not the cockpit).
with recirc fans: packs operate at a lower volume setting (saving up to 4% fuel).
L/R Trim Air system.
normally the zone requesting the coolest air will have its trim air valve CLOSED.
L Trim Air: cockpit & zones A, C, & E.
R Trim Air: zones B, D, F.
Pack Flow Control Valves: 2/pack.
Flight deck Temp Controllers (65-85 degrees): only control for cockpit. Cabin Temp sets baseline.
Master & individual Flt Attendant panels have zoned A-F temp controllers (+/- 10 degrees of master but never
in excess of 65-85 degrees).
Air supplied by:
Engine bleed (2).
APU bleed (1).
Ext GSU air (3 ports place air into X-Body duct).
Ext preconditioned air (2 ports place air into Air Conditioning Manifold).
(Pack) AUTO/Blank: flow control valve set for automatic operation OPEN or CLOSED.
AUTO/OFF: pack supply valve CLOSED due to:
engine start.
pack or compressor outlet temp HI, both flow valves failed closed, or no PNEU air to pack.
Blank/OFF: valve CLOSED manually.
(Trim) ON/Blank: trim air valve automatic operation OPEN or CLOSED (modulating).
ON/FAULT: valve failed closed.
valve closed due to zone supply duct overheat.
Blank/FAULT: manually selected OFF.
(Recirc) ON/-----: auto operation of fans.
ON/OFF: fault or cargo fire.
Blank/OFF: manually selected OFF.
(L,C,R) Bleed
AUTO/Blank: automatic operation.
AUTO/CLOSED: valve CLOSED due to a duct leak, bleed loss, or valve failed CLOSED.
OFF/CLOSED: manually selected CLOSED.
(APU) Bleed
AUTO/Blank: automatic operation.
AUTO/OFF: valve CLOSED due to a duct leak, APU fire, or valve failed CLOSED.
Blank/OFF: manually selected CLOSED.
(ENG) Bleed
ON/Blank: valve will OPEN when eng bleed air available (ELEC actuated, PNEU operated).
ON/OFF: valve CLOSED due to a protective bleed shutdown (over temp, over pressure, or
ground cart supplying air), duct leak, fire switch, or no air.
Blank/OFF: manually selected CLOSED.
AC Reset: resets pack flow control & trim air valves closed for:
overheat, control failure, or valve failure.
attempts to reset recirc fan failure.
resets fault protection circuits.
37

Cockpit Temp:
AUTO: sets cockpit temp auto control in 65-85 degree range.
MAN: cockpit manually controls L trim air valve position.
Cabin Temp:
AUTO (only): sets baseline for cabin temp controllers.
Equip Cooling:
AUTO/Blank: fan blows cool air from cabin (cabin floor vents, through a filter & fan), into E&E,
behind inst panel, & into FWD cargo compartment for heating.
AUTO/OVRD: fans OFF, override valve OPENS. (fault, smoke, or low flow
sensed, or fwd cargo fire).
Blank/OVRD: manually selected to OVRD.
Note: Fans and filters located behind fwd cargo Lt wall.
Note: CAL B777s do not have gasper fans or master switch. The gasper vents get air flow from the A/C manifold.
1. *What temp is the 12 o'clock position of the cockpit's two temp controllers?
• 75 degrees.
2. What pack temp is produced if a cockpit temp selector/controller fails?
• packs fail-safe to 75 degrees.
3. Will the cabin temp change automatically in-flight (without changing the controls)?
• yes; the system is designed to slowly increase the temp 4 degrees during cruise due to cold-soaking of the fuselage at
high altitudes.
• the "target temp" will be automatically adjusted; and will be slowly returned to the original setting during descent.
4. *Where do Recirculation fans draw their air from?
• upper: cabin air.
• lower: cabin exhaust (prior to outflow valves) air combined with fresh pack air.
5. *Where do the Recirculation fans place their air?
• upper: into the zone air ducts.
• lower: into the conditioned air manifolds.
Note: Turning 1 recirculation fan OFF increases pack air flow volume 50%. (2 = 100%). (Also increases fuel flow).
6. What temperature is maintained with loss of all Trim Air?
• pack output is driven to maintain the average of all zone demands (average target temp of all zones).
• the master cockpit control may also help control output temp.
Note: With loss of power, the Trim Air Valves drive to a preset position of 0.20 +/- 0.02.
7. *How does the equipment cooling system work in OVERRIDE?
• 2 supply fans - OFF (only one was in use), FWD cargo heat – OFF (valve CLOSED), & smoke/override valve (venturi)
OPENS.
• differential pressure sucks air from cockpit ceiling, down behind the inst panel, through the E&E compartment and out
the smoke/override valve. (left side fuselage forward of the wing).
8. How does the equipment cooling system know that the flow is insufficient?
• temp probes sense flow. (Overheat and trigger OVERRIDE when air flow is insufficient).
Note: May take up to 5 minutes from the time the fans stop operating, for the horn to sound (ground only).
9. *Does the equipment cooling air always flow into the FWD cargo compt (assume AUTO selected)?
• 100% airborne (in normal ops).
• modulated on the ground to prevent overheating the FWD cargo. (balance is vented overboard through fwd outflow).
38

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