ATI 767 ORAL part 4

• Windows
• pitot tubes
• static ports
• AOA vanes 
• TAT probe (TAT in flight only)

• Outboard 3 slats (757)
• 3 mid wing leading edge slats (767)
• leading edge of the engine inlet cowl
• window defog

Wing anti-ice control valves: electrically controlled and pneumatically operated valves (one each wing)

• WING switch ON: Open wing shutoff valves allow engine bleed air flow to outboard 3 slats.
• VALVE light: -valve not in commanded position.
• Operations: Inhibited on the ground as a function of air/ground logic.

• STATUS - Flight: (Descent) ON at or below 22,000 ft., TEMPERATURE: TAT 10°C or less including SAT less than -40°C;
• CONDITIONS: Visible Moisture; Runway and/or taxiway is contaminated with standing water, slush, or snow.

• electrically controlled and pneumatically operated.
• a. ENGINE L or R switch ON: Engine inlet cowl leading edge is heated using engine bleed air. Engine idle is Increased.
• VALVE light-valve not in commanded position.

• Ignition is turned on automatically if ignition switch is in AUTO. (The other AUTO operation is ignition on continuously with flaps extended.)
• TAI and N1 bug appear as a function of switch position and is no indication that engine anti-ice is working properly.

• Operations: i. Do not use engine anti-ice below -40°C OAT.
• STATUS: All Ground Ops - TEMPERATURE: OAT 10°C and below
• CONDITIONS: Visible moisture: precipitation; visibility 1 mile or less (1600m); RVR 5000 or less.
• STATUS: Flight (Climb & Cruise) - TEMPERATURE: TAT 10°C to SAT-40°C
• CONDITIONS: visible moisture present or anticipated.
• STATUS: Flight (Descent) - TEMPERATURE: TAT 10 C or less, including SAT less than - 40°C
• CONDITIONS: visible moisture present or anticipated.

• Electrically heated for anti-ice and anti-fogging. The side windows electrically heated for anti-fogging only. (No anti-ice.)
• Overheat protection is provided for all windows.
• Window cracked or crazed - no restrictions

• lights auto illuminate for any of the following:
• a. Landing Gear not up and locked, or
• b. Flap Lever not UP, or
• c. Cabin Altitude above 10,000 ft or
• d. MN DK ALERT
• USE OXY selected or
• Pressing the CARGO/DEPR switch

• AUTO position, MN DK ALERT activated if:
• Cabin alt exceeds 10,000' 
• MN DK Cargo Fire Depress switch is pushed

• MN DK ALERT indications:
• Cabin entry lights, lavatory dome light, and alternating main deck cargo lights flash.
• Warning horn sounds in cabin; chime in lavatory.

• The Main Deck Alert system resets after 20 seconds.
• Rotate switch to RTS position, cabin lights flash (if ON) for 20 seconds but no horn.
• Rotate switch to USE OXY position, the entire Main Deck Alert system is activated for 20 seconds.

• a. AUTO 1 and 2 both identical but independent systems to auto control outflow valve.
• b. Auto 1 uses L AC, Auto 2 uses R AC.
• c. MAN uses STBY DC.
• d. AUTO 1/AUTO 2 - control outflow valve at rate set on AUTO RATE knob.

• a. Index mark approx. 500 fpm climb/300 fpm descent.
• b. Min 50 fpm, max 2,000 fpm

• both auto AC controllers inop or select switch
• in MAN

• No EICAS message, but will get a Status message.
• MANUAL Climb/Descend selector only active when Mode select switched to MAN. Directly drives outflow valve using STBY DC motor.

• Sets limit for cabin rate of climb, descent, proportional to acft climb/descent.
• Enters cruise mode after acft in level flight for one minute
• leaving cruise altitude +/- 500 ft will cause the controller to enter climb/descent mode

• Above 11,000' automatically closes the outflow valve with aneroid switch.
• Resets when cabin descends below 9,500' (8,500)?

• .125 psi differential for takeoff and landing.
• When both throttles advanced greater than 10°, cabin pressurizes to slightly below airport elevation

• 8.6 psid reached at FL350 and is maintained up to FL431.
• 2 positive press relief valves, left side of the fuselage aft of the left wing
• open at 9.1 psid.
• 2 negative press relief valves on each electrically operated cargo door.

• Automaticly switches to other Auto mode.
• Failure of both auto controllers -outflow valve position freezes.

• a. Siren sounds
• b. Master warning and CABIN ALT and CABIN ALTITUDE discrete lights ON.
• c. EICAS warning message, CABIN ALTITUDE.
• d. Cabin alt warning resets when cabin alt reaches 8,500 feet.

• Inboard Supply Valve: supplies air from the left utility tunnel of the fwd lower cargo compartment to the cooling system.
• Overboard Exhaust Valve: ports equipment exhaust air overboard; if left open during takeoff, the acft will not pressurize. Closed in flight; closed on ground if fuselage skin 
• temperature is 45°F.
• c. Override Valve: ports air overboard from the equipment cooling system. Normally closed in flight and ground.
• d. Bypass Valve: allows equipment exhaust air to reach the skin heat exchanger. Open when acft skin temp is 45°F.
• Air Conditioning Manifold Interconnect Valve: Allows conditioned air from the flight compartment to enter the equipment cooling system. 767-281, normally open to the flight compartment in flight as long as the left pack is ON. 767-300, normally closed unless OVRD is selected.

• Low airflow or high temperature is sensed.
• Selection of STBY extinguishes and inhibits light for 5 minutes to allow cooling to start up before looking at it again.
• Selection of OVRD deactivates OVHT light, opens the override valve to port equipment cooling airflow overboard

• Smoke is sensed in the forward equipment cooling ducts.
• Placing the EQUIP COOLING selector in OVRD allows conditioned air to be drawn in reverse through the system by differential pressure and exhausted overboard through the SMOKE/OVRD valve.

• No cooling airflow is sensed after selecting OVRD and indicates there is no reverse air flow for the E/E compartment avionics.
• STBY should be used if the NO COOLING Light illuminates after OVRD is selected.
• STBY ensures equipment cooling, but smoke removal will be with the normal flow of airplane exhaust air.

On ground both exhaust and supply fans operate and if the engines are shut down.

• AUTO-Ground: The sys is automatically configured dependent on engine operation, pack operation, air/ground logic and ambient temp. Both fans normally operate.
• AUTO-Flight: only the exhaust fan operates and the bypass shutoff valve is open. If the Exhaust fan fails the supply fan automatically switches on.
• STBY: positions equipment cooling system for inboard airflow.
• OVRD: positions equipment cooling system for reverse airflow.

• warning horn in the nose wheel well will sound
• Selecting OVRD on the ground causes the warning horn in the nose wheel well to sound.

• provides power for shut off valve to open and heat control valve to cycle open and closed for automatic temperature control.
• The 3 lower cargo compartments regulated 45°F-90°F. No temp indicators

• cargo compartment temperature above standard control range (90°F).
• Shutoff valve signaled closed.
• If both valves are closed, OVHT light inhibited

• Engines
• APU
• ground air source

• Air conditioning
• Pressurization
• Engine start
• Cargo Heat
• Wing Anti-Ice and Engine Anti-Ice
• Center Hydraulic system Air Driven Pump (ADP)
• Hydraulic reservoir pressurization
• Thrust reverser operation (CF6-80C2 engines)

• LP used during high power settings
• HP used during low power settings (like during descent)
• HP is controlled by an electrically-controlled pressure actuated valve called the High Stage Valve (HSV).
• LP is protected from HP air by a check valve, which is closed during low-thrust settings.
• As thrust is increased, the HSV closes and the LP check valve opens to supply bleed air.

• Armed when the engine bleed air switches are selected ON.
• The valves are pressure actuated and remain closed until engine bleed air pressure is sufficient to cause forward flow.
• The valves may close when the APU is starting either engine.
• The valves may close when Ground Pneumatic Air is connected or during periods of low engine bleed air demand, such as when Air Conditioning Packs are OFF.

• Overpressure problem
• HPV is open when commanded closed

• Overheat problem
• HP shutoff valve commanded closed

• Primarily used during ground ops for pack operation and engine starting.
• Can be used up to 17,000 feet.
• APU bleed air is connected to the center pneumatic duct.

• Controlled by APU bleed air switch.
• VALVE light (Advisory msg: APU BLEED VAL) indicates valve not in commanded position.
• APU protected against reverse airflow from engines by a check valve.
• Bleed valve closes after first engine is started; opens again after engine bleed auto closes to start the next engine.

• Two connectors Located on the left side of the fuselage, near the wing root.
• Check valves prevent air from leaking overboard or into ground pneumatic cart, when connected.

• Supplies ADP
• Supplies aft and bulk cargo heat
• Supplies TAT for aspiration
• Supplies C Hyd Reservoir
• Can be protected from reverse airflow from the crossover duct by a normally-open electrically-operated isolation valve.
• C duct ISLN valve guarded in the ON (open) position.

• Supplies L Pack
• Supplies L wing anti-ice
• Supplies L Hyd Reservoir
• Protected from reverse airflow from the crossover duct by a one-way check valve.
• L ISLN Valve - allows bleed air to flow from crossover duct to the L sys duct. Normally OFF (closed) for flight.

• Supplies R Pack
• Supplies R wing anti-ice
• Supplies R Hyd Reservoir
• Protected from reverse airflow from the crossover duct by a one-way check valve.
• L ISLN Valve - allows bleed air to flow from crossover duct to the R sys duct. Normally OFF (closed) for flight.

• Supplies air through Land R isolation valves (normally closed, electrically-operated valves) to respective Land R ducts for engine starting and/or non-normal situation.
• Supplies forward cargo compt heat.
• Normal to fly with ISLN valves OFF (closed).

• Bleed air leak detected along the respective pneumatic duct.
• Leak detection accomplished using continuous loop type element that activates at a predetermined temperature.
• Bleed must be isolated and source turned off to prevent structural damage.
• When area in question cools sufficiently, the message disappears and light extinguishes.

• 2 identical electrically-controlled, pneumatically operated PACKS (Pressurization/Air-Conditioning Kit)
• Supplies conditioned air to flight deck, fwd and aft cabin zones.
• Pack control, zone temperature control, fault detection and overheat protection are all automatic when the pack selector is in AUTO

• Each pack is controlled by two identical Auto Pack Controllers.
• Pack output automatically increased (high flow) during high pack demand periods (like a failed pack).
• Pack output automatically limited (low flow) during high bleed air demands, such as with a failed engine.

• Electrically-controlled, pneumatically-operated
• Shut off valve for Pack
• Flow control valve for Pack; controls flow rate to a schedule based on airplane altitude.
• PACK OFF light = Pack Valve closed
• Pack selector to AUTO or STBY sends an open signal to this valve.

• Pack output temp determined by Land R Cabin Temp Controllers. Output temp is determined by the coldest request.
• Pack internal overheat protection is active when Pack is active.
• Pack exit air is monitored by the "exit air overheat" sensors.
• Zone temp is satisfied by the Zone Temp Controllers using trim air.
• Air is ducted to a mix manifold
• Compartment temp detects actual temp sensed in the compartment.

• Armed whenever pack is on. Higher than normal air flow is provided:
• On ground, when APU or ground pneu cart is supplying air
• 1 pack inop
• Max engine thrust limit automatically reduced.

• Wing anti-ice is ON and only one engine supplying bleed air.
• 1 engine inop
• Flaps not up
• Aft cargo compt BTL DISCH arming switch pushed

• Pack output temp determined by pack selector position.
• N(normal) yields a constant, moderate temperature. 24°C
• W (warm) yields an output temp that is controlled by ram air flowing across the pack heat exchangers and will be dependent upon ambient condition

• Plugs into the L distribution system
• Dumps into mix manifold.

• Fault in the zone temp controller
• The compartment temp selector is OFF. (FWD/AFT cabin only)
• The Trim Air switch is OFF if all 3 come on.

If Fit Deck MAN -(manual control) for flight deck and is spring loaded to 6 o'clock position when selected.

• Exit air overheat. Selecting STBY will NOT extinguish the light. After 5 minute cooling period, attempt to restore pack operation by pushing Pack Reset Switch
• Pack internal overheat
• Auto controller fault. Selecting STBY will extinguish light

pack valve is closed. The other pack goes to Hi flow to compensate.

• APU fire (on P40 panel on back of nose strut).
• Ground crew call horn in nose wheel well sounds if the equipment cooling selector is put to OVRD on the ground.
• Ground crew call horn in nose wheel well sounds if IRUs still on 5 minutes after main AC power is shut down.