ATI 767 Oral Part 2

All lights advisory except UNSCHED STAB TRIM which is a caution-level light

• a. ENTRY DOORS: L1 and R1 on the special freighters. Just L1 on PC2SF.
• b. EMER DOORS: Over-wing exits
• c. CARGO DOORS: only the lower cargo doors.
• d. ACCESS DOORS: Forward Equipment compartment or E/E Compartment.

• a. probe not being heated in flight or
• b. neither engine running on the ground.
• c. Electric power applied to probe any time engine is running, except TAT probe on ground.
• d. All automatic, no switches.

• a. 1 of 2 brakes did not release.
• b. Stab trimming / rate
• c. manual trim available

• a. uncommanded/runaway trim
• b. trimming in opposite direction of command
• c. manual trim with A/P on.
• d. Single A/P on, control wheel trim switches activated will disconnect A/P
• e. multiple A/P on, control wheel trim switches deactivated.

• a. 1 or more spoiler pairs inoperative or
• b. 1 or more spoiler pairs not in commanded position.

• a. Fault detected in auto speedbrake system.
• b. Do NOT arm. Manually extend.

• a. System failed
• b. Structural protection provided by depressurization of L hydraulic actuator to make rudder less responsive.
• c. May result in max crosswind 15 kts; no autoland and limit inputs > 160 kts
• d. Illuminates with L hydraulic failure, but still have full rudder authority with no restrictions.
• e. Rudder Ratio Changer: Limits rudder deflection commensurate with airspeed.

• a. fault detected in antiskid system.
• b. Autobrakes inop.

• a. Aileron lockout actuator not in commanded position.
• b. Outboard ailerons failed to lock out at high airspeeds.
• c. At low airspeeds ailerons failed to unlock.

the engines Mach probe heat has failed

engine EEC probe heat has failed. (EICAS tells whether L/R eng)

• all should be out with either engine >50% N2, except: MACH PROBE and EEC PROBE
• All out with BOTH engines running

30 Minutes

ADP in center Hydraulic system requires DC power to operate. When ADP quits, there will be no Center Hydraulic system pressure, therefore no way to operate gear and no flaps hydraulically (ADP air supply valve will close when DC power is lost)

• HBB = Hot Battery Bus msg = Message
• BB = Battery Bus xfer = Transfer
• STBY = Standby
• BAT = Battery
• msg = Message
• IDG = Integrated Drive Generator
• xfer = Transfer
• GHB = Ground Handling Bus 
• HMG = Hyd Motor Generator HDG
• BTB = Bus Tie Breaker
• GB = Generator Breaker

HBB is continuously powered by ship's battery. (Clock's time ref.)

• connects BB to the HBB.
• The DISCH light illuminates with no APU/EXT

• Disconnects standby buses from all power sources.
• Must be pushed in to move from Auto to OFF.

• Powers standby buses from main AC and DC
• connects STBY AC & DC to the BB and HBB. (OFF light extinguishes);
• STBY AC powered from a static inverter when only battery is available.
• DISCH light illuminates when battery is discharging.
• (If EICAS powered - MAIN BAT DISCH msg on EICAS)

• BAT charger off Ground Service Bus which is off R AC Main.
• Lose R AC, lose battery charger.
• After establishing electric power, main battery charger powers HBB.

With aircraft powered up, BB and STBY busses powered by L AC & DC

• main battery powers STBY AC & DC (Severs all connections to AC, even if APU/EXT on and connected.)
• Verify DISCH light illuminates.

• STBY OFF light illuminates if either STBY AC or STBY DC unpowered.
• a. Confirm STBY AC with Cabin DIFF and ALT pointers at blue OFF index mark.
• b. Confirm STBY DC with STBY ADI.

BB, HBB, L and R AC transfer, Standby AC and DC, Either Cpt or FO flight instrument transfer bus.

• HDG connection left of BAT switch to power:
• 3 STBY DC busses. Also powers
• STBY AC,
• L & R AC
• xfer busses and Captain's Instrument xfer bus for 7 total busses

ALTN on the FLT INSTR BUS PW switch.

• RAT manual deployment
• fire extinguishers
• clock time references
• refueling system (ALTN)
• APU fuel valve
• IRS emergency power
• parking brake valve
• L/R spar valves
• ground crew call horn.

• RAT auto deployment
• fire detection

• Other items:
• DC fuel pump
• Gear alternate extension
• inboard wheels antiskid
• air/ground logic
• landing gear position indicating 1 & 2
• stab trim ALTN switches (if installed)
• STBY engine indicating
• APU fuel pump
• L/R engine fuel valves
• engine start control 
• R reverser, wing and R engine anti-ice, crossfeed valve.

• DC 4 busses only
• can still aviate, navigate, communicate and land
• 2 IRU's
• Hyds
• standby flight instruments
• stby engine instruments
• LVOR
• LVHF
• L HF
• CILS
• whiskey compass
• Capt's RDMI

• with FO set IRS in ALTN Limited by battery life. (30 mins).
• But with HDG running adds 3 AC busses,
• (L & RAC xfer busses & Capt's Fit Instrument xfer bus.) No time limit now. All 7 busses powered directly from HDG - limited by fuel only. Have everything L of gear handle, including flap indicator and L FMC.

. Both AC Bus Tie switches must be in AUTO for DC Bus Tie to auto close.

L or R AC Bus Tie switch must be in AUTO for respective Instrument xfer bus relays to auto xfer.

• pre service bulletin aircraft:
• Switch to STBY switch to BAT on ground or fully powered in flight, will get a DISCH light ON
• post service bulletin:
• as long as RAC is available, the DISCH light will not illuminate.

• On ETOPS aircraft, an
• HMG operates automatically as a backup source of power should both AC busses fail.

L/R transformer-rectifiers.

• a. ON - (bar in view) closes generator field relay; Arms APU generator breaker to auto-close.
• b. OFF-(blank) Opens generator breaker and field relay, resets fault detection circuitry.

• AVAIL light-good quality power is available. GHB is powered.
• Momentary switch - push to ON:
• i. Closes external power contactor
• ii. Trips APU generator breaker open
• iii. Closes L/R AC Bus Tie Breakers
• iv. Will open L/R IDG breakers if closed

• a. AUTO - Arms auto AC and DC bus tie circuits and Flight Instrument xfer bus circuits.
• b. OFF (ISLN light ON) - commands bus ties open and resets fault detection circuitry.

• BUS TIE ISLN light (Advisory msg; L, R BUS ISOLATED)
• a. fault has occurred auto opening the BTB, or
• b. the BUS TIE switch is OFF.
• BUS OFF light - AC bus is unpowered.

• a. ON-arms the GB to close automatically when generator power is available.
• b. OFF-opens GB and resets fault detection circuitry.
• c. OFF light - GB is open.

• a. Push-disconnects drive from generator. Only maintenance can reconnect.
• b. DRIVE light on - IDG oil press low or oil temp high.

• a. ON-connects utility bus to respective main AC bus.
• b. OFF-disconnects utility bus from main AC bus and resets fault detection circuitry

• a. Down to single generator in flight
• b. Due to an overload (if max KVA approached, is shed to reduce load)
• c. During engine start when APU is supplying both pneumatics and electricity. Both buses shed on the first engine started; only the respective Utility bus sheds for the second engine.

• a. 2 Transformer/Rectifiers (T/R) convert AC to DC.
• b. The single DC BTB is controlled by both AC Bus Tie Switches in AUTO. Either BTB switch in ISLN, will inhibit closure of DC BTB with the loss of a T/R.
• c. DC BTB normally open; closes when:
• i. Power lost to either DC bus.
• ii. Both AC BTB switches are in AUTO.
• d. DC BTB closes to provide power to failed DC bus if T/R fails.

• a. Powered any time APU or EXT connected (prefers EXT). No battery charger.
• b. Cannot be powered by the engines.
• c. Powers cargo doors, refueling panel and some lighting.

• Ground Service Bus powered from R AC. (Also from fwd Flight Attendant station on ground).
• Alternate power source: APU generator or external power

• C A/P
• C symbol generator 
• C IRU

• No cockpit indication for galley tripping off.
• Recycle Utility Bus if Flight Attendant says no galley.

• a. C AC and DC normally powered from L AC and DC buses.
• b. L A/P gets AC and DC from left system; R A/P gets AC and DC from right system; C A/P from center system.
• c. 2 FCCs are required to operate a single A/P. The L and C FCCs are getting power from the L AC and DC sources;
• the R FCC gets its power from R AC and DC busses
• d. L AC failure, L & C A/P are inop and R A/P cannot be used because there's only one FCC receiving power.

• Upper window tells you what you can do
• The lower window tells you what you can't do.

• LAND 3 - Fail Operational
• i. 3 A/Ps available
• ii. The level of redundancy is such that a single fault cannot prevent the aircraft from doing an autoland.
• iii. Appears when APP switch on the MCP has been pressed and the aircraft is below 1500' AGL (rad alt) and the G/S and LOC is captured.
• iv. CAT IIIB minimums; DA(H) (RA) SETTING ADI 100 ft ALERT HEIGHT; Baro Altimeter bug TDZE+100; RVR between 300 and 600 - touchdown, midpoint and rollout transmissometers required and controlling. Mid or Rollout required; if one transmissometer is temporarily inoperative, the other two are required and controlling.
• "Temporarily" is defined as failing after the flight blocked out.

• LAND 2 - Fail Passive
• i. 2 A/Ps available.
• ii. The level of redundancy is such that a single fault cannot cause a significant deviation from the flight path.
• iii. Appears when APP switch on the MCP has been pressed and the aircraft is below 1500' AGL (rad alt), the G/S and LOC are captured and there is a single fault in one of the A/Ps.
• iv. CAT II/IIIA minimums; rebug to 50 ft DA(H), must have runway environment in sight to land.

NO LAND 3 - Fault indication exists which results in a LAND 2 condition. Fail Passive

NO AUTOLAND-AFDS unable to make an automatic landing