Avelo 737 Systems Flashcards
Systems Learning Objectives (Don’t quote me on any of this) (161 cards)
1
Q
Entry and Exit
A
4 (floor level) doors
2
Q
Emergency overwing exit(s)
A
-800 has 2 over each wing
-700 has 1 over each wing
3
Q
Cockpit windows
A
R2 (FO’s sliding) may be opened from the outside
4
Q
Cargo compartment pressurization/ventilation
A
Pressurized, but not ventilated
5
Q
FA station emergency exit light switch
A
The emergency exit lights can be switched on from the AFT flight attendant’s station regardless of the position of the flight deck switch
6
Q
ARMED Emergency exit light will come on:
A
Automatically if power to DC bus 1 fails or AC power is turned off
7
Q
Pax oxygen
A
From chemical generators in PSU (4 masks), lavs, each FA station. 14000 cabin alt
8
Q
Flight deck oxygen
A
Bottle located in E&E bay
9
Q
Autothrottle modes
A
VNAV: FMC SPD or MCP SPD
LVL CHG: N1 or ARM
V/S: MCP SPD
10
Q
Autopilot pitch and roll
A
Roll: LNAV, VOR LOC, HDG SEL
Pitch: TOGA, LVL CHG, VNAV, V/S
11
Q
SPD INTV
A
During VNAV operations, opens IAS/MACH window and displays FMC tgt spd
12
Q
Non-precision approaches MCP
A
conducted in LNAV/VNAV
13
Q
VNAV PATH priority during vnav operations
A
FMC SPD: prioritize vertical path
MCP SPD: prioritize target speed
14
Q
Autopilot engagement
A
minimum engagement height 400AGL
disengaged by 50AGL
15
Q
Dual Channel approach
A
the AP will remain engaged when TOGA is pressed
16
Q
Control Wheel Steering
A
Maintains current pitch and roll. The pilot may make changes to pitch and roll through the control wheel when CWS is active.
If CWS Roll is selected when bank angle <5, the wings will be leveled
17
Q
PACKs location
A
Lower fuselage near wing roots
18
Q
Cargo compartment temperature
A
Fwd cargo compartment is warmed by exhaust air from the E&E compartments
Aft cargo compartment is not warmed
19
Q
PACK failure in AUTO
A
The remaining pack will operate in high flow mode, unless the flaps are extended
20
Q
E&E exhaust air
A
Dumped overboard when the airplane is unpressurized or the right gasper fan is inop. Otherwise, the warm air is passed around the fwd cargo before exhausting through outflow valve
21
Q
APU pack operation in flight
A
Only one pack may be operated from the APU bleed in flight
22
Q
Pack High Flow
A
May not be selected for takeoff or landing when being supplied by engine bleed
23
Q
Pack Ram Doors
A
Open to Full when the flaps are extended
24
Q
-800 Trim Air
A
Trim air On: pack output temps will be the same - the coldest of the 3 trim air knobs. warmer air is added to the other 2 zones
Trim air Off: each pack outputs a fixed temp
25
-700 pack temp control
AUTO: each pack puts out a temperature as selected on the pack control knob
MANUAL: pilot manually controls the hot/cold mix valve, should monitor the pack outlet temp
26
Pack caution lights
-800: PACK caution light indicates a pack overheat, overpressure, or failure of a pack controller; warmer zone temp selectons may be needed
ZONE TEMP caution light indicates an overheat of the zone duct; cooler temp selection may be needed
-700: PACK TRIP OFF caution light indicates an overtemp or over pressure condition
27
Engine Anti-ice (TAI) must be used:
* On the ground in icing conditions (vis less than 1sm and temp less than 10C), or when taxiways and runways are contaminated with ice, slush, or snow
* During climb or cruise in icing conditions unless SAT is below -40
* During descent in icing conditions, regardless of SAT
28
TAI bleed air
Is only available fro: the on-side engine
Engine anti-ice is available even if the bleed PRSOVs are closed
29
Engine Start Switches when TAI is on
must be selected to CONT
30
Cowl Anti Ice caution light
indicates an overpressure condition
31
Anti ice Valve indicator light logic
bright then dim, bright then extinguished
32
Wing Anti-ice
* may not be used as a substitute for de-icing
* must be on for taxiing for t/o in icing conditions, unless type 2 or 4 fluid
* control valves automatically close when thrust advanced for t/o, switch moves to off once airborne
33
Wing anti-ice bleed air
bleed air for anti-ice cannot be supplied by APU
bleed air for wing anti-ice may be supplied by either engine or both
34
Bleed air is supplied for:
Air conditioning & pressurization
Engine starting
Engine and wing anti-ice
35
Isolation valve in the AUTO position
Placing any of the “corner” switches to the OFF position will cause the isol valve to open
36
Engine bleed valves open when
(Switch is on and) there is bleed air pressure
They are pressure regulating shut off valves (PRSOV) and may be deferred per the MEL
37
High pressure bleed air may be supplied from:
An external ground cart (supplied to the right side of the common manifold)
APU (supplied to the left side of the common manifold)
Engines
38
BLEED TRIP OFF light indicates
An over pressure indication
39
WING BODY OVERHEAT caution light indicates
A bleed leak
Right - right wing between eng and fuselage, and right pack area
Left - left wing between eng and fuselage, left pack area, and keel beam back to the apu
40
DUAL BLEED caution light is
A reminder that at least 1 eng bleed (is selected open) and the apu bleed are open and supplying bleed air to the common manifold. Do not advance thrust levers higher than idle thrust
41
Air used to pressurize the cabin is supplied through
The air cond packs, and exhausted through the outflow valve
42
Outflow valve motor
One motor for the two automatic controllers
One motor for MAN
43
The pressurization controllers
2 automatic - primary and alternate (they alternate which is which)
Or Manual
44
AUTO FAIL caution light indicates
One of the following has occurred:
Failure of a single controller (ALT light also illuminated)
Failure of both controllers
Loss of DC power
Outflow valve control fault
Excessive diff pressure (over 8.75psi)
Excessive rate of cabin change (over 2000fpm)
High cabin alt (over 15800)
45
OFF SCHED DESCENT caution light indicates
The airplane has not reached the planned cruise altitude (within 1000ft). The pressurization controller will automatically change the LAND ALT to the departure airport elevation. The land alt displayed on the pressurization panel will not change
46
Main outflow valve after landing
Is driven open by the controller. This feature is not available in MAN mode
47
AC power is supplied by
3 generators - 1 apu, 2 engine driven
May also be supplied by an external ground power cart
48
The entire electrical system can be powered by
Any single generator. However, some AC busses that are not essential to flight (galley busses, then AC main busses) may be load shed during single generator operations.
Also this plane doesn’t do fancy load shedding, so single generator operation = go land
49
Generator priority logic
The last generator to be selected is the generator powering the bus. More than 1 gen on any bus is not possible
50
The Bus Transfer system in AUTO
Allows any single generator to power both AC transfer busses when a generator failure occurs (bus tie breakers)
51
AC electrical system operates at
115V, 400Hz
52
Generator Constant Speed Drive (CSD)
Engine generators are operated at a constant RPM through a constant speed drive (“that operates similarly to the automatic transmission in an automobile”)
APU does not have. Apu operates at a constant rpm
Combined with the generator - integrated drive generator (IDG)
53
Main AC busses
AC transfer bus 1 & 2
54
DC electrical system is normally supplied by
3 transformer rectifier units (TR Units)
Rectifies 115V AC power to 28V DC power
55
DC electrical system operates at
28V
56
Main DC busses
DC bus 1 & 2
57
Normally, DC busses 1 & 2 are powered by
All 3 TR unites. During approach mode with glide slope capture, the Cross Tie Relay opens and TR unit 1 powers DC bus 1 and TR unit 2&3 power DC bus 2
58
Standby electrical system consists of
Battery, batt bus, DC stby bus, and AC stby bus
Operates when there is a loss of AC power
59
AC standby bus is powered through
An inverter
Inverts 28V DC power to 115V AC power
60
Standby power on batteries
Single battery - 30min (-700s,806,807,808)
Two batteries - 60min (801,802,803,804,805,809)
61
BAT DISCHARGE caution light indicates
The battery is not being charged. The battery charger is powered through AC transfer bus 2
62
TR UNIT caution light
On ground - any or all of the tr units
In flight - tr 1 has failed, or TRs 2&3 have failed
63
ELEC caution light indicates
A fault in the DC system or a fault in the standby system.
Available only on the ground. Do not take off
64
STANDBY POWER OFF caution light indicates
A fault in one or more of the standby power busses (ac stby bus, dc stby bus, or batt bus)
65
DRIVE caution light indicates
CSD (/IDG) oil pressure is low; may be caused by:
Manual disconnect required by the qrh or mel
Auto disconnect caused by high oil temp [182C/363F]
Loss of oil (leak)
Engine is not running
Once disconnected, cannot be reconnected in flight
66
TRANSFER BUS OFF caution light indicates
The affected AC transfer bus is not powered
67
SOURCE OFF caution light indicates
The affected ac transfer bus is not powered by the last manually selected source (or any source)
68
APU GEN OFF BUS blue light indicates
The apu is running, apu generator is supplying AC power at the correct voltage and frequency, and is not connected to the ac transfer busses
69
APU GEN has 2 switches
One for bus 1, one for bus 2, so that the pilot may select the affected side during an engine or generator failure
70
GRD POWER AVAILABLE blue light indicates
The GPU is connected to the external power plug, and supplying AC power at the correct voltage and frequency.
Does not indicate if ground power is connected to the AC transfer busses or not
71
GEN OFF BUS blue light indicates
The engine generator is not connected to the ac transfer busses
72
APU supply
In flight:
1 pack and generator up to 10000
1 pack up to 17000
Generator only up to 41000
On ground:
Bleed + electrical max alt 15000
73
APU will automatically shut down for
Fire
Low oil pressure
Fault
Overspeed
74
Apu fire will
Not extinguish automatically
75
APU wait times
After start, requires 2 minutes before selecting bleed on
After selecting OFF, runs for 1 minute before actually shutting down
After OFF, requires 1 minute before batt switch selected to off (so, 2 min from time of positioning switch to off)
76
The three apu caution lights extinguish after
5 minutes if the apu switch is off (low oil pressure, fault, overspeed)
77
Fuel cross feed valve is powered
DC from the batt bus
78
FILTER BYPASS caution light indicates
Impending fuel filter bypass due to a contaminated filter
79
Center fuel pump LOW PRESSURE caution lights
Extinguished when ctr switches are off
Illumination of either one will illuminate master caution fuel
80
Main tank fuel pump LOW PRESSURE caution lights
Remain illuminated with switch off
If only 1 main tank light illuminates per tank, the master caution fuel annunciator will only illuminate upon recall
81
Fuel pumps are powered
AC power
82
Suction feed
Engines can suction feed from main tanks, but not center tank
APU can suction feed from main tank 1
83
Valve light logic
Bright, dim, bright, extinguished
(Bright - valve and switch position disagree. Dim - agree to position. Extinguished - agree to closed position)
84
Center tank pump limitation
Center fuel tank pumps should be selected on whoever center fuel tanks have 1000lbs or fuel or more
Must be off when quantity is less than 1000 during takeoff climb and descent
85
Fuel limitations
Max temp 49C
Min temp -43C or 3C above fuel freezing point, whichever is higher
Max imbalance - scheduled 0, random must not exceed 1000
Main tanks must be full if center tank contains more than 1000lbs
86
Trailing edge flaps are normally operated by
Hydraulic system B. In the event if a loss of the B system, they can be operated by an ac powered motor from the flt control panel ALTERNATE FLAPS switch
87
Leading edge flaps and slats are normally operated by
Hydraulic system B. In the event of a loss of system B, they can be operated by the stby hyd system through the flt control panel alternate flaps switch
88
Leading edge flaps positions
Retracted - flaps up
Extended - flaps not up
89
Leading edge slats 700 & 800 (non SFP)
Retracted - flaps up
Extend - flaps 1,2,5
Full extend - flaps greater than 5
90
Leading edge slats SFP
Retracted - flaps up
Extend - flaps 1 through 25
Full extend - flaps greater than 25
91
Auto slat system extends the slats to the full extend position if
Slats are in the extend position, and SMYD detects that the critical angle of attack has been reached.
Then, slats will return to extend when the AOA is reduced
92
Auto slat standby system operation
The auto slat system continues to operate when the standby system is operating the leading edge slats
93
AUTO SLAT FAIL caution light indicates
A failure of the auto slat system. This light will indicate a single channel failure of the SMYD if the light illuminates only when the master caution recall is activated
94
Rudder, elevator, and aileron control
All mechanically controlled, hydraulically operated
95
Rudder, elevator, and aileron control with loss of systems A&B
Rudder will be operated by standby hyd system
Elevator and ailerons operated by control cables
96
Pitch trim is accomplished with
Stabilizer trim: 2 electric trim circuits - autopilot, and main electric trim (control wheel switches)
There is only 1 trim motor
97
Manual stabilizer trim
Manual trim wheel - handles fold out
98
Speed brake panels (flight spoilers)
8 panels
2,4,9,11 - hyd A
3,5,8,10 - hyd B
99
Aileron-spoiler mixing system
When the control wheel is turned more than 10°, the aileron-spoiler mixing system raises the speed brake panels on the down going wing to increase roll rate
100
Ground spoilers
2 on each wing, all operated by hyd A
101
Speed brakes will automatically deploy on landing when
System is armed
Radio alt less than 10
Landing gear strut compresses
Both thrust levers at idle
Main landing gear wheels spin up >60kts
102
Speed brakes will automatically retract during a balked landing when
The thrust levers are advanced
103
Speed brakes during takeoff, or if not armed prior to landing, will automatically deploy when
Main landing gear wheels spin up >60kts
Both thrust levers at idle
Reverse levers are positioned for reverse thrust
104
After RTO or a landing, the speed brakes should be
Stowed manually to ensure the lever is fully in the down detent. They will stow automatically if the thrust levers are advanced
105
Flap position indicator needles
2 needles - left and right
In the event of a flap asymmetry, the needles will be split, and the flap slat electronic unit (FSEU) will close the trailing edge flap bypass valve, preventing further flap movement
106
Alternate flaps switch to the ARM position
Activates the standby hydraulic pump
107
Alternate flaps - leading edge devices
Down - extends the leading edge devices to the full extend position. Can not be retracted
108
Alternate flaps - trailing edge flaps
AC powered electric motor
Down - flaps will move as long as the switch is held in the down position
Up - latches in position for convenience, flaps will retract
109
Flap asymmetry protection
None when using alternate flaps
110
Elevator feel & centering unit (EFCU) uses
Hydraulic pressure from system A and B to provide artificial feel to the control column
111
FEEL DIFF PRESSURE caution light indicates
Excessive differential hydraulic pressure in the elevator feel computer
112
Speed trim system will operate automatically to
Assist the pilot with pitch control when the airspeed is deviated from trimmed speed, and:
Airspeed is between 100kts and .6M
10 sec after takeoff
5 sec after release of the trim switches
AP not engaged
113
SPEED TRIM FAIL caution light indicates
A failure of the speed trim system. This light will indicate a single channel failure of the FCC (flight control computer) if the light illuminates only when the master caution recall is activated
114
Mach trim is accomplished by
Recentering the elevator neutral position (control column moves aft) using the EFCU as mach increases
115
MACH TRIM FAIL caution light indicates
A failure of the mach trim system. This light will indicate a single channel failure of the FCC (flight control computer) if the light illuminates only when the master caution recall is activated
116
Engine and apu Fire detection and protection
2 extinguishing bottles available for engine fires
1 extinguishing bottle for apu fires
117
Cargo compartment fire detection and protection
Single fire extinguisher bottle (701,702,703,707,708,802,803) - selecting DISCH depletes the full contents of the bottle immediately, providing 75 minutes of fire suppression
Two fire extinguishing bottles (705,706,801,804-809) - DISCH depletes the full contents of the first bottle immediately; after 60 minutes if the aircraft is still airborne, the remaining bottle is discharged at a metered rate, providing a total of 195 minutes of fire suppression
118
Fire detection loops
Eng fire detection - dual loops
Apu fire det - single loop
Cargo - dual loops of smoke detectors
119
APU alternate fire panel
In right main landing gear well
120
The engine fire switches, when pulled, accomplishes:
Closes the associated fuel and eng hyd SOVs and eng bleed PRSOV
Inhibits assoc thrust reverser and eng hyd low pressure light
Removes assoc eng generator from the busses
Arms both extinguisher bottle squibs
121
Hydraulic systems
A, B, Standby
Operate at 3000psi
122
Components operated by Hyd sys A
Rudder, elevator, ailerons
PTU
Reverser 1
Spoilers 1,2,4,6,7,9,11,12
AP A
Altn brakes
Landing gear
Nosewheel steering
123
Components operated by Hyd sys B
Rudder, elevator, ailerons
Slats & flaps
Reverser 2
Yaw damper
Spoilers 3,5,8,10
AP B
Norm brakes
LGTU
Altn NWS
124
Components operated by Stby hyd system
Rudder and stby rudder pcu
Reversers
Stby yaw damper
Autoslats and leading edge flaps/slats
125
Hydraulic pumps
System A - engine driven and AC electric motor-driven
System B - engine driven and AC electric motor driven, and PTU (driven by sys A)
Standby - AC electric motor driven
126
Elec 1 and elec 2 OVERHEAT caution lights indicate
Overheat of the electric pump or the hyd fluid used to cool the pump
127
Hyd fluid heat exchangers
Cools system A and B fluid
Sys A heat exchanger - main fuel tank 1
System B heat exchanger - main fuel tank 2
128
Standby hyd system can be activated:
By placing either A or B flt control switches to STBY RUD
By placing alternate flaps switch to ARM
Automatically if the force flight monitor (FFM) detects a rudder PCU runaway
Automatically if aircraft is airborne, gear is down, flaps not up, and a loss of system A or B occurs
129
STANDBY HYD LOW QUANTITY caution light indicates
Low quantity in the stby system reservoir. This light is always armed
130
STANDBY HYD LOW PRESSURE caution light indicates
Low pressure from the standby hyd pump. This light is inhibited when the standby system is not operating
131
STBY RUD ON caution light indicates
The standby rudder PCU is pressurized
132
Positioning the flt control switch A or B to the stby rud position:
Activates the standby electric motor-driven pump
Shuts off normal hyd pressure to the associated aileron, rudder, and elevator pcus
Opens the standby rudder SOV
Deactivates the associated LOW PRESSURE light, arms stby low pressure light
Illuminates the STBY RUD ON caution light
B - also yaw damper off/activates stby yaw damper
133
The PTU uses
A hydraulic motor to operate a hydraulic pump - operated by system A
The hydraulic fluid that gets pumped - from system B (below the standpipe)
134
PTU provides additional volume for system B to
Operate the leading edge devices (including autoslats) when:
System B engine driven pump pressure falls below limits
The aircraft is airborne
Non-SFP: flaps less than 15 but not up
SFP: flaps not up
135
LGTU allows
System B pressure to retract the landing gear when:
Airborne
Eng 1 N2 falls below limit value
Landing gear lever is up
Either main gear is not up and locked
136
Landing gear is normally extended and retracted using
Hydraulic system A pressure
137
Landing gear alternate extension
Pull the alternate landing gear extension handles - located under the floor of the flight deck near FOs seat
Cannot be retracted
138
Nosewheel steering is accomplished through
Rudder pedals - 7°
Steering wheel on CA’s side panel - 78°
139
Nose wheel steering is normally operated by
System A hydraulic pressure
140
Alternate NWS
NWS switch has an ALT position to allow system B to operate the steering actuators
141
Wheel braking uses
Normal - system B pressure
Loss of system B - system A pressure is automatically used to operate the wheel brakes
142
Autobrakes are available
80kts and above
143
Autobrakes may be armed
For RTO or landing
For RTO - thrust levers idle, wheel speed below 40kts, not airborne
144
Autobrake disarm
Selector knob to OFF
Manual braking
Moving speedbrake to down detent
145
FIRE WARN glareshield panel switch-light
Illuminates when any of the fire switches on the fire panel illuminate
Pressing the switch-light silences the fire bell and extinguishes the switch-light; can also press BELL CUTOUT
146
MASTER CAUTION switch-light and SYSTEMS ANNUNCIATOR switch-light
Illuminate only for caution lights on the overhead panel and fire panel
System is reset by pushing the master caution
Caution lights on the main panel or caution messages on the displays are considered in the pilot’s field of view
147
Recall/system annunciator
Any systems that have caution lights illuminated will be shown
148
If a caution light on the overhead extinguishes after resetting the master caution system,
That indicates a single channel failure
149
Immediate pilot actions for EGPWS terrain or obstacle warning
AP off
Thrust levers full forward, A/T off
Speed brakes stow
Pitch to 20° nose up (minimum)
150
Immediate pilot actions for reactive windshear
TOGA
Thrust levers full forward, A/T off
Speed brakes stow
Pitch to 15° nose up (minimum)
Follow FD escape guidance
151
Predictive vs reactive windshear
Reactive:
two-tone siren, “windshear” x3
Active only when airborne below 1500AGL
Predictive:
Active during takeoff and during departure and arrival below 1200AGL
During predictive windshear alerts after takeoff and on approach, pilot should avoid the windshear symbol on the ND
Alert prior to V1, must reject (inhibited above 100kts)
Both: have the word “WINDSHEAR” displayed at bottom of PFD
152
Pilot actions for TCAS RA
(Only once RA occurs)
Disconnect AP
Pitch to avoid red envelope and red areas on VSI
Follow guidance until system announces “clear of conflict”
153
Audio control panel (ACP) Radio Tuning Units (RTUs)
May be used to tune any of the communication radios
2 turning knobs and windows - FREQ SEL switch to choose
1 tuning knob - active and standby window - transfer switch
154
COM Transmit buttons
PTT switch (up) on control wheel
R/T on ACP
Transmit button on glareshield (some planes)
155
Intercom transmit buttons
PTT (down) on control wheel
I/C on ACP - some latch in position
156
Oxygen mask/headset mic toggle
ACP Mask/Boom switch (some)
Others - left door of oxygen mask box open for mask, close for headset
157
Common display system (CDS) Display electronic units (DEU)
DEU 1 - drives CA’s and upper
DEU 2 - drives FO’s and lower
Either can drive all 6 DUs in the event of a deu failure
158
DEU failure
Displays should automatically transfer to the operating DEU. If not, pilot may use overhead nav & displays panel switch
159
DISPLAY SOURCE message
Displayed for a DEU failure
Likely accompanied by the ALT alight illuminated on one or both engine EEC switch lights - QRH points at each other
160
CDS FAULT message
Indicates a fault in the cds. Do not take off.
Message only visible after the first engine start, before the second start
161
DU failures
Upper du fail - info moves to lower du
Outboard du fail - PFD transfers to inboard
Inboard du fail - pilot may transfer info to lower DU by using switch on the main panel
