Aircraft Systems Introduction

~ AIRCRAFT
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FOR
TRAINING PURPOSE ONLY. THE INFORMATION IT CONTAINS IS AS AC"CURAn:ASPOSSIBLE AT THET1ME OF ISSUE, BUT IT IS NOT SUBJECTED TO AMENDMENT ACTION. WHERE THE INFORMATION CONTAINED IN THIS COURSE NOTE IS AT VAR1ANCE WITH OFFICIAL DOCUMENTS THE LATIER MUST BE TAKEN AS THE OVERRIDING AUTHORITY. ENGINEERING TRAINING MANAGER
MALAYSIA AIRLINES 01 DECEMBER 1998
Issue 2 Revision 1 JulJ02

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. AIRCRAFT-SYSTEMS ···INTRODUCTION
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TABLE'OF "CONTENTS
'.CHAPTER ONE AlRC RAFT 13ASICS 'Introduction Main Parts Of The Aeroplane Aircraft Structure Aircraft Locations Identification Aircraft Matedals Aircraft Flight Control Basics The Cockpit Pilot Controls Aircraft Maintanence Documents . Potablewater Toilet System System
CHAPTER FOUR .e'A1RCRAFr'FLlGHT'INST·RtJMENTS Introduction Pitot I Static Systems Altimeter Airspeed Indicator Artificial Horizon . Magnetic Compass
CHAPTER -TWO . -AIRCRAFT POWER
SOURCES
CHAPTER FIVE AIRCRAFT COMMUNICATIONS Introduction Antenna Locations Communications Interphone System VHF Communications HF Communications SELCAL Systems ACARS Satcom Voice Recorder System Flight Data Recorder System
Introduction Powerplant ' Thrust Reverser Auxiliary Power Unit(APU) Hydraulics Landing Gear Brakes I Anti-skid Flight Controls Pneumatics' Environmental Control System Electrics
CHAPTER THREE AIRFRAME SYSTEMS Ice and Rain Protection Lights Oxygen Safety Equipment Doors Fuel System Fire Protection Systems
CHAPTER SIX NAVIGATION SYSTEMS Introduction ADF DME VOR ILS INS / IRS ADI HSI EFIS
..;AIRCRAFT
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Engineering. Training Department
'-'INTRODl1CTION1:
.."~CH1(PTER'S'EVE'N "AIRGRAFT'AVI0NICS
SYSTEMS
IntrQ.Guction Autopilot FMS ATC TCAS .... Low Range Radio Altimeter Weather Radar GPWS EICAS Central Maintanence Computer System
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_AIRCRAFTSYST,EMS INTRODUCTION.
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13 Engine nacetle 14 Fuselage center section 15 Fuselage front section 16 Nose cone
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AIRCRAFT SYSTEMS , ,,:INTRODU6nON"
Engineering'
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JNTRODUcnON ,;c,IJaeitaer.opJanexJs Jjxed~wjng"heavier than ' engine -nacelle. They are attached to the air transport. It is the most common type wings ortheernpennaqe. 'of' 'atrcraft and therefore our discussion shall be limited to it. Other types of aircraft The wings and the stabilizers have moveable.piecesattached to them called jnell1£ies'helicopter, saillMaAest'§yroplanes flight control surfaces. They are called etc. aelirons on the wings, elevators on the horizontal stabilizers and rudder on the MAIN PARTS OF THE AEROPLANE vertical stabilizer. F~~'} The aeroplane consists of a pair of wings, the main body and the tail.section. To give On ground the aeroplane is supported by it a more technical terms, we shall divide it landing gear assembly which consists of shock struts, wheels and brakes. This into assembly allows the aeroplane to controlled on ground. The fuselage section This part -consists of the nose section, forward and, centre parts of thenain body.This is normally the crew, passengers and cargo carrying section.
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The wings section A pair of these supports the aircraft weight in flight. Normally attached to the middle part of the fuselage. The wings also serves as fuel storage on most passenger, aeroplanes. The empennage section This part consists of the rear part of the main body and the tail section. This section supports the stabilizers. These are fins installed to provide flight stability. The stabilizers consists of vertical stabilizer and a pair of horizontal stabilizers OTHER PARTS OF THE AEROPLANE The engines are covered in aerodynamic covers The whole assembly is called
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AIRCRAFT '·SY5T£MS INTRODUCTION
Engineering
Training Department
AIRCRAFT
STRUCTURE
"Madern' arrcrafistructure is normally configured, to-take flight loads as well as ground loads. There are many types of aircraft structure each with its own strenghts and weakness-r.The most popular type of structure arrangement is caned:,~the>stressed-skintype or also known as semi-monocoque type. The stressed skin type fuselage structure consists of mainly of Frames. which are rigid beams which form rings .which forms the shape of the aircraft cross-section. These loops are of d.fferents sizes deperding on its fuselage locations. Stringers, which are long rigid beams connecting the frames. They extend from nose to tail. Their lenght maybe on long or short depending on locations. The bigger version is called longerons. The stringers and the- frames prevent twisting of the fuselage due to flight loads. Skins, which are sheet, metal plates normally made of aluminium alloy that are attached the frames and the stringers by rivets. They also take flight loads and pressurization loads. They are somewhat flexible and allow certain amount of bending. They provide a smooth aerodynamic surface and thus low air resistance.
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The,wings' structure.nonsistsof .i,'c:8psr"whioh4s4l.long"r;4gid,J.i)eamextending' across the span from the wing root toward the wing tip. It takes wing bending loads. Ribs~:' rigid structural ·~s$emb1y which ... shapes the wings cross-section.. (whjcll-is .. technically. called a chord.) They are installed at gght angles to the spar and span the wiriJ chordwise. Stringers. which are long rigid beams connecting the ribs. They extend from root to tip. The stringers and the spar prevent twisting of the.winqs due to flight·loads. Skins, which are sheet metal plates normally made of aluminium alloy that are attached to the spar . ribs and the stringers by rivets. They also take flight loads. They are somewhat flexible and allow certain amount of bending. They provide a smooth aerodynamic surface and thus low air resistance. The structure of the stabilizers are' somewhat similiar to the wings and the empennage is similiar to the fuselage.
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-A1R~RAFTLG'C;A:TIONS IDENTIFICATION For rnaintanence purposes it is essential that locations of various aircraft components and structures be systematically- identified, The '---typical aircraft structural 'arrangements gives' us -a convenient way _ for .locations identifications. On the most basic level the typical large airliner is divided to few major sections. These sections corresponds to the sections built separately during assembly. These secticnsaresncrrnallyjoined at the msnutecturer's joint. The main sections shall be The fuselage ; which is made of several large sections. The empennage ; which covers the stabilizers as well. The wings The sections are normally numbered. The location of frames are numbered normally in inches or millimetres from a known datum poir.t . normally around the area of the nose.
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,NCse rib Anti-drag wires 0 . rag wires \(Or:former ribs) Camber ribs leading edge
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AIRCRAFT
SYSTEMS
'Engineering Training Department
INTRODUCTION'
AlRCRAFTMATERIALS
Most '."aircraft .:.today ." are·· made- from aluminium alloy, being tightweight and low cosh9ivesthe best balance of cost and performance. The skin, easily the most heaviest part of .the aircraft is predominantly aluminium alloy; However certain parts of the .aircraft requiring lven better performance, titanium alloys are used. Other metals used may include steels , copper and nickel alloys etc. These alloys are protected from their operating environment by paints, coatings etc. If these- coatings break down, they will corrode. Corrosion inspection is an important maintanence activity. To prevent corrosion and to achieve even better performance, composite material aircraft parts are increasingly used. The composite material is made from a lot of non-metals _which are spun into cloth. Layer Up·ORlayer of this cloth shaped as per parts required and are held together by chemical resin and heat treated in high pressure ovens. The diaqrarnshows the materials used in Boeing 777: The white areas representing metallic parts.
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Thecstringetsafe',nijmbered from the cetreline either sides from top to the ."·'jb6Mom~.::Main:"~reference is '.aft looking forward. The frame numbers and the sringer numbers form the-aircraft Jocationqrid. A particular location- is- -expressed .as the·· area between certain .stdnqers and certain __ . frames. The wings and stabilizers also use the same system-except that ribs are stated instead of frames.
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AIRCRAFTSY$TENI~ .
INTRODUCTION
Engineering.,TrainingDepartment
The'~arptane;js::,also,,'z«)ned for ease of location locations,and may be followed by ...J.. • ><hi",,,,,,,,, ·j)sm.r:'Z0BeS'WltHmi,~czones:~···. Atypical coding used 100·' .. LowerFusalaqe 200, Upper Fuselage and.Cabin . 300. Empennage and Stabilizers 400 _Engines 500 : Left Wing 600 - Right Wing 700 Landing Gears. This coding aircraft. may vary from aircraft to
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",,:::Ehe;miRg$:,;jift;:tb~~~akCraft:,up'~A;the and .air the .engines supply the power for the ···aircraft's forward motion and this produces the fast airflow over the wings which give
theaircraftftslift.
In a steady straight and level flight, the engine's thrust-and the wing's lift balances with the for~s of weight which pulls the aircraft to earth and drag; which is actually the fnction of aircraft against the air which resists the forward movement of the aircraft. However we-desire that the aircraft flies in a controlled flight rather than in an uncontrolled manner. We' achieve this by modityinq ~i1eshape of the wing and the stabilizers. In doing so, the airflow over the wings and the stabilizers changes. On the wings and stabilizers , there are small pieces hinged to them which are moveable, these are the flight control surfaces. _Their movement changes the wings and stabilizer's airflow and this changes the aircraft's attitude. The aircraft attitude is how the aircraft positions ttselt in a 3 dimensional space. To understand this concept, imagine the aircraft in a steady level flight. As everything with weight, the aircraft has a point in which if we were able to support it , the aircraft will be perfectly balanced, this point is the centre of gravity. In a straight and level flight , everything balances there,
We now -draw 3 lines-perpendicular-zo each other with their centre in the centre of gravity. Now imagine these lines as if it behaves like the pivot of the see-saw , but rather than-movlnq-thesee-saw, we-move: the aircraft around thoseltnes-., , .,' The vertical line is called the vertical axis. The movement around it is called yawing The flight control responsible is the rudders The line extending from nose to tait is called the ·Iongtitudinal axis. The movement around it is called rolling. The flight control responsible is the pair of aelirons working in opposite way. The line parallel to the wings is called the lateral axis, The movement around it is called pitching. 'The' flight control responsible is the elevators as well as the moveable horizontal stabilizers. -By moving the control surfaces the aircraft can be controlled in yaw , roll and pitch, However certain amount of power may need to be altered if the current altitude were to be maintained. Sometimes in flight. we might need to do small corrections in attitude and we do not need the full application of the flight controls, in this case, only trimming is required. This is carried out by small movements of the flight control surfaces or additional flight control surfaces which are attached to the flight control surfaces themselves. They are called trim tabs
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AIRCRAFT
'-SYSTEMS,
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''Ti1e~io'eockpif';.a1so>,'1('noV,nl··a$,,·thetlight ,neck,nouses all the levers, columns, switches, pushbuttons, knobs, pedals, handles. displays, gauges, lights and others which are-vital.for the aircraft controlled movements in air - and .'on' ground. The.pllots control the aircraft from there. _ Viewed from the rear (or aft), the pilot in charge (or the captain) is seated to the left while the copilot is seated to the right. The penels: in the cockpit are boards which houses switches, pushbuttons, knobs, handles, displays, gauges, lights and others which are vital for aircraft control. The cockpit panel layout are generally as .. the illustration with slight differences between aircraft to aircraft. The panelsimmidietely, in front of the pilots are. the pilot's instrument panels and copilot's instrument panels. These panels contain all the necessary flight instruments to aid the pilots for safe flying. On newer aircraft the flight instruments located in the pilot's and copilot's instrument panels are replaced with CRT or LCD displays forming Electronic Flight Instrument Systems or EFIS. The pilot's and the copilot's instrument panels are separated by the centre instrument panels, which contains the engines' instruments, aircraft crew warning system lights and other important airframe system controls and indications. On newer aircraft the centre instrument panels displays and lights are replaced
with CRT or LCD'dis'plays--forrning.'Eng·ine Indications and Crew Alerting Displays or
EICAS
Right above the panels is the glareshielC:r which protect the f1ight'instruments"from-_~'~'-~ --.~. daytime glare. On the glareshield itself, there are glareshield panels which houses all the controls for the autepitots as well as all the flight and engines' instruments' panels lighting controls.
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In between the pilots' and the forward panels, ties the contro1:column. the column controls the· airoraftin roll and pitch. Near the pilot legs, the rudder pedals which control the aircraft in yaw is located. Both of these control the primary flight controls. Thecontro/'stand lies between the pilots' seats. It is divided into two parts. The forward control stand houses the engine controls and the secondary flight controls switches levers as well as indications. The aft control stand houses all the systems switches and controls for the navigation, communications. other avionics systems and also secondary flight controls systems. The overhead panels houses switches and controls for other miscelleanous aircraft systems. Other panels house resettable circuit breakers which protect the aircraft electrical components. They are known as CB (circuit breaker) panels. These panels may be located at the overhead, sidewalls and aft of the pilot's seats.
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AIRCRAFT SYSTEM,S, ''lNfRODUCTrON

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Left Forward Panel , ··':Th€fle1t'fOiWl:nd -panel tiasthese .A.cl~splays: • The PFO normally on the ,:aoutboarddisplay unit , ~he NO normally on the' inboard display unit. The injJoard display selector permits different formats to show on the inboard display unit. Also, the left forward panel has these components:
• Brake pressure indicator • Heading reference switch • Clock • Instrument source select
switches. The instrument source select switches make it possible to select the primary or alternate source of the display data for the PFO and an alternate source of navigation data for the NO. Right Forward Panel The right forward panel is almost the same as the left forward panel, without the brake pressure indicator and the heading reference switch. Also, there is an FMC selector.
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AIRCRAFT SYSTEMS IN"TRODUCTJON .

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forward aisle stand panel: Lower center display unit Display brightness controls Controf disp1ayunits(CDUs) Center display SOurceswitch 'and .bri.ghtness control • EIC~S event record button. The CDUs use the same flat panel LCD technology as the DUs. Also, the CDUs are multicolored. The multicolored-CDUs highlight pilot inputs. flight management command data, _aDd otnerimportantinformation_ Center Forward Panel These are the components on the center forward panel: • _ • • .• _Lippercenter display unit Standby instruments for attitude, airspeed and altitude Ground prox1mitylight and override switches ~Landing gear lever Alternate gear switch Autobrake selector Landing gear lock override switch.
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The control stand has controls that are easy to reach by either pilot _ese are th~S9f11ponents on the control stand:" -, • Thrustlevers • ~Iap lever .~ Stabilizer position indicators • Alternate flaps controls • . Fuel controlswttches • Stabiliter cutout switches • Parking brake lever • - Alternate pitch trim levers .-_ Speedbrake lever, The control stand also has two cursor control devices. The cursor control devices let the flight crew get access to additional data on some multifunction displays.
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oGlareshield Panels These are the components on the a_r~shield.panels: • Mode control panel • . Left and right EFIS control panels .f" Display select panel ~ Master warning and caution lights and reset switches • Accept; reject and cancel switches for data uplink information • - Map light controls • Clock switches • Microphone switches.
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Engine.ering .Training Department
.... 4~tt.Aisfe.Stand;'Ranef The-aft aisle stand has easy to reach controls and easy to see indications. lLlesearethecomp\;)nents .e stand- panet: . .'. on the aft _. -
• Engine fire panel • _;Three radio tuning panels • ~ Three audio control panels • Transponder panel • Emergency evacuation panel • Aileron and rudder panel • Light controls • . ::_Full stze81i2" x H"flight deck _ printer • Pilots' handset • Observer's audio selector • Flight deck door lock switch • Weather radar control A multicolored CDU.
Page 30
AIRCRAFT SYSTEMS' INTRQOUC:J:ION
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Page 31
AIRCRAFI__SY~TeEIVI5
- INTRODUCTION-
,:~·::rii~·R1ii!.:iill.:. -:
Engineeri~g Training DepartirJent
..
-~.
.:. :. , :.
. - ..
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Overhead Panel
.Because.otns 'cEmtrallocation, either

c.piloLcan,reach any-of the systems controls. The two outboard columns of the overhead panel have a5 degree angle:dJ.lward::rhisincreases the visibil~tyacfOss thepanst; ..~
Page 32
AIRCRAFT SYSTEMSINTRODUCTION
".,.:
.....,....
1. Air Data Inertial Reference System Control
11. APU and Cargo Firp' Control 12. Engine Start 13. Fuel,.Jettison 14. Fuel Management 15. Anti~ice 16. Air Conditioning 17. Bleed Air 18. Pressurization 19. lighting
2. Primary Right Computers Disconnect 3. Electrical SystemlAPU 4. Wiper Control 5. Emergency Lighting 6. Passenger Oxygen 7. Window Heat
8. Ram Air Turbine Switch f~-\
t
9. Hydraulic System 10. Passenger Signs
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AIRCRAFTSYSIEMS
'
"INTRODUCTION
PIIdOT':SCONmROLS.
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'.:~.:
Engineering
TrainingiDepartment"
jrbe':;~"'JC0RtroIs,."ar.e
used to control aircraft movements in roll, pitch and yaw. 'They 'are easily accessible from the pilots' seats as described previously.
They
consists .,:of, "columns,. 'wheels "-',' __ , ,'" switches andpedals.

Roll Control The aelirons roll the aircraft. The aelirons are moved by hydraulic powered power control actuators (peA). These peAs may controlled pilots of autopilots.
r.
b¥
There are various position sensors are positoned al over which provides signals for cockpit indications as well as autopilots' use.
Pa;e 2'"
AIRCRAFT SYSTEMS INTROOLJCTION--
-----,-.<---~-:_~~~I!!f!f!1!l~~-,--"_- EngmeeiiilgTraining
Departnienf
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"1. ONG ITUD
INAl AXIS (ROLL> fLIGHT DECK • CONTROL WHEELS • AILERON TRIM SWITCH
W~E~iL~~;~_~~ER CONTROL UNITS • AlP AILERON ACTUATORS • DUAL AILERON POSITION SENSOR
LOWER NOSE COMPARTMENT
• CONTROL AND BUS DRUMS • ROLL CWS FORCE TRANSOUCER
For traming purposes only
Page 35
AIRCRAFT.:SYSTEMS ·. .·INTRODllCTI0N
"
Engineerin'g Training Department
-Rothc-ockpit~ontroJ'-' ,This;1&dMe,;:'by<~eafltr'f)Jowheelmounted ; 'on
the control column. The control wheels move .- he aelirons. For finer control or t trimming in roll, aeliron trim switches located on the aft control stand are used.. -
....
Page 36
AIRCRAFT SYSTEMS INTRODUCTION
CAPTAIN1S CONTROL WHEEl
CONTROl:· STAND
AILERON
.~
LE~",
WING
WING
AILERON TRIM SWITCH
For trarrunq purposes only
Page 37
'A1RCRAFT .S¥STI;MS
.·lNTROOOCTIQN
:j~lI!liIIiItL~til"<>'
Engineerinft''frainingDepartnrent
..
Pitcn:Gantrol
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' .. ", .... ....""",...... +_,,"' .. \O:,.,...· ....··..'!Wte . .alfcra ft.. .I: e ,... C <,..... ..... Th ,,:,;.#.lU:>rl,
elevators are moved by hydraulic powered . power control actuators (peA). These peAs may controlled by pilots of autopilots. Trimmingin. pitch is done by the moveable horizontal stabilizers. Small movements of the stabili~rs gives a big pitch movements. There are various position sensors are positoned al over which provides signals for cockpit-indications as well as autopilots' use.
.1--
Page 32
AIRCRAFT . SYSTEMS INTRODUCTION
~.-...
'
: -Engineermg'rjaitiirig Deparlment
,·, .. ,.i:~1fti!~~ill ..
CENTER- OF GRAViTY
. FUGHT
CENTER OF LIFT RIGHT ELEVATOR
TAIL CONE AREA
r>.
-:..~.{
ELEVATOR FEEL COMPUTER
• ELEVATOR POWER CONTROL UNITS • ELEVATOR FEEL A CENTERING LJN~TS • AFT ELEVATOR QUADRANTS • AlP SENSORS • AlP ACTUATORS
LOWER NOSE COMPARTMENT • FORWARD ELEVATOR QUADRANTS • PITCH CWS FORCE TRANSDUCERS
For traming purposes only
Page 39
AIRCRAFT',SYSTEM.$ INTRODUCTION
::.,.
Engineering
Training Department
'Pitch;cockpitcontrol ",_-T-t1:is";is~dom,e:r.fiyAh:e.-jcontrol:.:columThe n. control wheels move the elevators. The oontrotcolurnn has mechanical connection to the peAs. For finercontrol or trimming "in'pitch,'pitctttrim switches located on the control-wheel are used.--Operating:,;the-trim __ _ : switches electrically moves the, stabilizers.
'-.-.-.;_.',
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Page 40
AIRCRAFTSYSTEM§ INTRODUCTION..
._ _"i;,>
..
iif;!JJf!!li!MI.!fiL~.., Eng;n-eeringTraining
Department
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'STABl:Lll£R
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FIRST OFFICER'S CONTROL COLUMN COLUMN SWITCHING MODULE
CAPTAIN'S CONTROL COLUMN
FWD ~ PITCH CWS FORCE TRANSDUCERS
For traintng purposes only
Page 41
Engineering
Training Department
·_~,;.Ims;.;js;:lda:fiJe,c~;<ttn:a:;,trim:·:wbeel ,··.The'··trim
wheels move the stabilizers. The trim wneet·.hasmechanical connection to the stabilizers . Moving the wheel moves the stabrtizer$:, Altough °theelevators can be ..used .for trim,..howezerstabfuzer is better as its bigger area makes it more effective.
Pag': 42
AIRCRJ\FT ..SYSTEMS INTRQOUCT10N
',~ .W)1;.,'llJCll!f!/l:iiil~, .'

Eng;rie~ririg Training Department
OVERRIDE MANUAL ....,STAB.ILlZER
TRIM WHEELS
~.
STABILIZER 'TRIM CUTOUT SWITCHES
CONTROL STAND
('"
STAB TRIM AREA • STABILIZER JACK! AND GEARBOX ASSI • STABILIZER LUU' SWiTCHES
NOSE WHEEL WELL CONTROL CABIN • • • • • • STABILIZER TRIM SWITCHES STABILIZER TRIM WHEELS STABILIZER TRIM INDICATORS STABILIZER TRIM CUTOUT SWITCHES COLUMN OVERRIDE SWITCH MAIN ELECTRIC STAB TRIM CIRCUIT BREAKERS • J5 STAB TRIM SHIELD
LOWER NOSE COf"'PARTMENT • STABILIZER TRIM FORWARD CABLE DRUM • COLUMN SWITCHING MODULE
AIRCRAFT SYSTEMS .' INTRODUCTION
. "'.,,~,; ','
. 'r-:"·'.',milli:lMrsiB . .,..
·.'AIRU"~~
-,
._"
..
Engineering
Training Department
.Ibe,<jf11dde:r;;rolh'tt)f$JaiIDtaft,::Fhe rudderare moved by hydraulic powered power control actuators (peA). These peAs may controlled by pilots of autopilots. There are. varjous,"_position"sensors are, positoned al over which provides signals for cockpit .indications as well as autopllotsuse.
Page 4J.
AIRCRAFT SYSTEMS INTRODUCTION·
VERTICAL AXIS
I
I I I
VERTICAl STABILIZER • RUDDER POWER CONTROL UNIT • RUDDER FEEL AND CENTERING ASSBmlY
CONTROL CABIN • RUDDER PEDALS • RUDDER TRIM SWITCH • RUDDER TRIM INDICATOR
------------
------~
AIRCRAFT SYSTEMS INTRODtjC'fION

_.... _,_,. .
:;B:~~/f!ll!jiil:
,Engineering Training Department
Yawcockpitcontr,ol
.'
o
This·js"dorne'llY·IiUL1:df,lf ,p.edaismountedon the floor . The rudder pedals move the ft:1dclers;-"Fer finer contretor trimming in yaw. rudder trim switches located on the aft.controt.stand.are used. The toe part of the rudder pedals .can be used to operate the aircraft ground brakes during landi~' and taxiing.
Page 46
AIRCRAFT
SYS"fEMS
eJNcTR-ObuCTION
",_:lIT~_m~If!(I:J4~_::;
Engineering Training Departiiient"
,"",'
.-~.
RIGHT RUDDER PEDAL
~UPPERPIVOT AXIS fOR wtlEELBRAKING
"
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--<_ RUDDER AXIS PEDAL PIVOT
FWD ~
RUDDER CONTROL - PEDAL ASSEMBLY
RUDDER TRIM INDICATOR
'.-._,.'
,_.:
~ .
Page 47
'AIRCRAFT'SYSTEIViS
,INTRODUCTION
':~,·:"CI11i1.l~I,1 rsia,' '"

• o_" -'. ••
~..LR'UN~~
Engineering
Training Department
.MAINTENANCE INFORMATION
MAINY,ENANCE~NUALS,
'The'maintenancemaBual'pravides,' information' which enables a technician to perform servicing functions, to locate and identify faults, to repair all systems and subsystems, and to replace any unit normally requiring such action On the flight line or in the hangar.
WEIGHT AND BALANCE MANUAL

The weight "and balance maaual-presentsdata in su cient depth for the airline to analyze and establ operating weights, center of gravity positions, and t ance criteria. The manual contains all weight and anee material required by government regulation: commerelalaircraft.,
ILLUSTRATED PARTS CATALOG (lPC)

The IPC, cw;tomized for each airline, presents information for pr~isioning and requisitioning of replacement parts and -assemblies. The IPC identifies current and superseded parts. It also identifies small replaceable parts such as filters, seals, bearings, and connectors which are components of a line replaceable unit (LRU)..
NONDESTRUCTIVE
TESTING
MANUAl
WIRINQDIAGRAM'MANUAL
The wiring diagram manual contains four types of information: maintenance instructions or, electrical connectors, customized wiring diagrams, various lists and charts of electrical data produced by the automated wiring data system, and electrical equipment location illustrations. These lists and illustrations. which reflect such data as equipment and wire numbers. wiring and connector locations by zone and station. and hookup information,are organized according to ATA numbering format and chapters.
,-
The nondestructive testing manual contains all' Jl nent data on the inspection and testing of strv-vnondestructive means. Such methods as ( trant, magnetic particle. eddy current. ultrasonic. radiographic are discussed. Specific conditions detailed for the inspection of particular struc areasand components.
SERVICE BULLETINS
Tl. ese are issued to affect modifications to the airr engine. or accessories, authorize critical or urgent I substitution. and transmit special instructions to n tain the aircraft.
AIRWORTHINESS (AD NOTES)
DIRECTIVES
STRUCTURAL
REPAIR MANUAL
descriptive primary and manual also substitution. operations.
The structural repair manual contains information and repair procedures for ; secondary structure of aircraft. The , includes damage classification, fastener and other _information to facilitate repair
OVERHAUL MANUAL
Most manufacturers provide separate and self-supporting overhaul instructions and illustrated parts lists for each repairable unit. The instructions provide complete information for repair. replacement. and bench testing.
Airworthiness Directives are issued bv the Fe! Aviation Administration (FAA) for an aircraft. eru or part thereof when an unsafe condition exists regard to the operation of the aircraft. :\D5 ~r issued if the unsafe condition is likelv If) develop in other products of the same tvpe design aircraft may not be operated if an airworthiness rI tive applies to it. except in accordance with requirements of the AD. Generally. an AD will rer inspection of the aircraft with the necessarv repa replacement of aircraft components,
TOOL AND EQUIPMENT
LIST
The tool and equipment lists present tools and equipment recommended for servicing. line maintenance. and overhaul of the systems. subsystems. and components,
Page 48
AIRCRAFT SYSTEMS
lNTRiQDUCTION
;~:"jlV;t!!~Ii¥L~iil, ..
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Engineering
TrainingsDepartmenf
.1i.Jf§{l!J
STRUCTURAL,REPAIR MANUAL VOLI
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MAIM LAllDIIIOGUll STlI!7!'
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AIRCRAFT MI.INTENANCE·MANUAL
'FUGHT COM' ...RTlUNT
lEGENO:
JL
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\. te.ltUItICAIlQItI I. 'UlDlU
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COftlllU1lcoflona ROdIoPon.!- R_val/lnatQlotion fllI'T. 40lAnASA 23-10-01-'.190-101 ••• fOIl AIII(IIA" Err. AA ALL
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Page 49
INTR6ilUCT10N .' .....
AIRCRAFT ,SYSTEMS
.t,.,«_Clllill51L1:ilil" .
-.-_ -', .-.,.',: ,
, .• TA·:SPECIFlCATIUN· 100 A
Most transport aircraft maauals.use the Air .Transport ,;~.;A1ssG(;tia:tion"::of;'~iA.-inlrri'Ca·SfJecification Number ,tOO. "Specification for Manufacturers' Technical Data." The . subject matter is divided into chapters and groups of chapters to facilitate the location of information. This cnapleri0ation provides a functional breakdown of the entire airplane. as shown in' Tablet-t. Information on all units comprising a system-will be-found- in the "ehaptel',icientifiedby the name of that system. or by a general naJl1.e.indicative of the several systems which may be co~red in that chapter. Thus. all units relating to the generation and distribution of electrical power are covered in Chapter 24. ELECTRICAL POWER. while electrically driven pumps and valves serving the fuel system are covered in Chapter 28. FUEL. Also. all units of the elevator control system. hydraulic. mechanici!fandelectrical units. are included in Chapter 2Z.-FLIGHT CONTROLS. Each chapter begins With a chapter Table of Contents which shows the chapter divided into sections and the assigned subject n.imbe.s within that chapter.
The ATA Specification No. 100 provides for covel subject~ under three main topics: Descnption Operation, Troubleshooting. and Mdintena 'Practices:As'~a means·cfor'readily·locating spec: types of information within the subject. pegenun blocks are assigned as follows: ".Bescription Maintenance and Operation Prac:ices .. Pagesl'thhfTOO
.Troubla Shooting, . ..
. . . Pages. 10 L tiu;u.. 20()

Pages 20t thru 300
The Maintenance Practices coverage of a svsten individual component is a combination 01 the fo/! ing subtopics: - c-c-: • Servicing • Removal/Installation • Adjustment/Test • Inspection/Check • Cleaning/Painting
"APPROVED REPAIRS
SUBJECT NUMBERING
The chapters of maintenance manuals are broken down into sections. each of which is numbered in a three-part subject-numberingeystem. (See Table t-z.) The first number- in jhe three-part subjectnumberis the chapter number and serves to identify the major functionalsystern to which the subject pertains. The middle number is the sectionnumber and serves to group all of the coverage pertaining to a system. subsystem. or group of related assemblies. including all units or components that are functionally. part of the system or group of related assemblies. The last number identifies a specific subject and serves to identify and group all pages containing information relative to a specific unit. minor assembly, simple system, or simple circuit.
. When the ~aintenance practice is covering -rnl a gle subtopIC. or. when the combination of su~to would exceed approximately eight subtop] . tr d pages, E . IC IS eate as a separate topic and the foll mg page number blocks are assigned. . Servicing. . ............ " P ages 301 thru 400 Pages 401 thru -00 Pages 501 thru
Removal/Installation Ad' Justment/Test Inspection/Check Cleaning/Painting
v~
:>
PAGE NUMBERING
In order to have each subject as independent as possible of the other subjects. each subject is page numbered within itself. The identification of pages, then. is by both the subject number and the subject page number.
Pages 601 thru Ivv P ages 701 thru .iOO ....... " Approved Repairs Pages 801 thru 900 Wh.en covering general maintenance instr uctt. which do not definitely fall within one of the subt . cat~gories as listed above, the Maintenance Prac~, tOpIC (201 thru 300 page block) is used for th . 1. . ese gl era mstructlOns. The applicable subtopic page blrn are .used for the other maintenance procedu required for the subject.
REVISION
Revisions to maintenance manuals' n _ rssuen . I ~re' quently. Sectio~s '" pages which are ,e\'iseu will gl era~ly be so indicated. These reVIsions keep I ~all1t~nance manuals up to date with current chan! m ffiaIHtenance practices and airplane deSign. .
Page 50
AIRCRAFT
.SXSTEM$"
IN*RODUCTION .
;,,{l!;iIJJif(-/llfJ ,,Engineering.Tra/ning Department
CHAPTER NUMBERS
";
o. :~,
AIRCRAET;GENERAl-' :::4lme-'l:.i.mlISlMaintenan·(re,C·hecks .•..•...... ;.·

;'.,[)imensions,&',Chart Ufting &. Shoring
Pneumatic
.•.•.....•....••...•........•..•...••....•.•...•.......•....•..•.•.36 _;~•...••~:38 Auxiliary Power •....•.......•..•••.•...........•.....••. .49

..': •• <
w.S
Water/Vtlaste .••.•.•••• _.••••...•..••..• _ Airborne
••••..•.•••.••••••.•.•.•••.•.•.•••.•••.••••.•••.•••.• 6
1 leveling & Weighi.ng .••••.•••.••••••.••••••.•.•••.•••••••••••••••••..••• 8 Towing' &·Taxing ".. _ ;·9 Parking &. Mooring 10 RequiredPlacards .••••••••••.•.•••.•.•.•••.... ~ .•••••••.•.•.•....•.••••• 11 Servicing .••...•.••...•.....••..••.•••••.•••...•••.••••••...•.•••.•.•.•..••.... 12 Standard Pra~ices-Airframe ..•.....•.•...•••.•...•.•.•........20
" .-,.,STRUCTURE
Structures-General :
51
Doors •....•••....•.•.•.••...••.•.•.••.•.•.••..•.•.••.••.•..•..•..•...•.... 52 ; Fusel.age .•.•..•...•.......••.•....•.•....••.••.•.••.....................:..: •.53 NacelleslPylons Windows .•...•..••..•••.•.•..•.••.•.••••••..................... .. 54 ~: Stabilizers .....•...••......•.•.....•..•.•..•••.•••.•.••••............... ,:~.55 ". .....•...•.•.....••.•..•..••.••...•..•.••.•..................:::·::~· ..56 Wings ............•...•...•..••.....•..•....•.•••..•.••.•..•..................... 51 POWERPLANT Standard Engine Ignition Practices-Engines ..••••••.••••••..•..•..•............... 0 1 ...........••.•....•.•..•........•.•..••.....•.................... 7 1 Powerplant
r
I
AIRPLANE SYSTEMS
Air Conditioning Communication ...........•.•..............•.............. ,
21
Auto Flight .•.....•.•......•. ~ .•...........•...•.••...•.•.•.•.•.•....•.......•22 ...•....•..•.............••.•.••...•.•...•...••...•....... 23 Electrical Power ...•.•...,; Equipment/F~rnishings .Fli.ght Controls Hydraulic
24
....•..••........••.•.•..••.•......•.•...•.... 5 2
Fire Protection .•...••.•...•..••••.•......•.•....•.•...•...•••...•...•..•... 26 .•...••.•.•.•...•.•.•..........••.•.•..••••.•.•....••....•.. 21 Fuel ................••.•.•••.••........••..•.....•..•.•.••..•.•.•.•.•...••...•...• 8 2 Power •....•.••.••..•..•.•........,.....•.•.•..••.•.•..•...•...29 ..:...•...•...................•........•.......•................. 31 ;."..........•......• 33 _•...•............. 34 35 Ice & Rain Protection •.....••....•.....••....•.•...•.•.............••.•30 Instruments Lights N;avigation Landing Gear .........•......................•.•........................... 32
72
..•.•..•.•.•......•.........•......••.•................................. 74
Engine Fuel & Control.. ......•..•......•...•......................... 73 Air Engine Controls Engine·lnditating
16
•.......•.••......•..•.•.••....•........................ 71 79
Exhaust .......•..........•...•...•.......•...•............................... ,.78 Oil. ................•..........•......•••......•..•................................. Starting ........•.................•.......••.•.......•.......................... 80 Water Injection ................•....•..•.................................. ,82 Charts 91
Oxygen .:•...::..........................•..................................... Table 11-1. ATAchapter numbers.
Typical Chapter-Section-Subject
This number designates
Number ----------i~
52-34-01
....
Chapter 52, the title of which is "Doors." in
This number designates the section breakdown of material Chapter 52. In this case, -3x represents "Cargo" doors.
-'_
This number designates a specific sub-subsystem within "Cargo" doors. In this case, ·34 represents cargo door actuation systems. (ASSigned by manufacturer) This number designates a specific component. In this case, ·01 represents the rotary actuator. (Assigned my manufacturer) Table 11·2. Typical chapter codes.
----------------'
Page
·AIRCRAFT··SYSTEMS lNTRODtJCTION ..
;···~·,,~~@t~~il'.
Engineering Training DepartnJent
'P'()WER ,SECTION
·Withpower the aeroplane flies. The high These burning gases are forced to driveZ velocity air over the wings responsible for sets of turbines. These turbines in turn liff-is provided by. the engines. which drive'''the·compressofs" ..he·fan and the' t pushes the .aeroplane forward~·Virtual~y.aU .acessories ,.gearbox.,which.,in-tumdri¥es -.-:" _,. ,., the.. aeroplane's systems need power. other components such as electrical They are eit!J_erpowered by one or more generators and hydraulic pumps. types of po~r. The remaining gases escape through the .- [. c. The power required by the aeroplane's core exhaust producing thrust. system are Thrust Reverser System Propulsive power or thrust The thrust reverser system helps the Hydraulic power aircraft braking system. It blocks the fan Pneumatic power duct. It is operated by the reverse thrust Electrical power lever in the centre pedestal. A part of the engine cowling is moved aft by hydraulic POWERPLANT actuators. This movement pulls the The term powerplant is used as the blocker doors blocKing the fan exit and engines not only provide thrust but also deflecting the air forward through the cascades, reversing the thrust. supply these powers Electrical power Pneumatic power Hydraulic power A typical modern airliner uses a high-bypass_ turbofan engine. The fan provides 85% of the forward thrust compared to only 15% of the core exhaust. This provide good fuel economy. A typical turbofan has 2 compressors, which compresses the ambient air into a high pressure oxygen-rich air which is pumped into the combustors, In the combustors kerosene is mixed and this air is burnt producing high-velocity gases,
Page 52
AIRCRAFT SYSTeMS. ·4NTRGOYCTION.

L.P'-COMPRESSOR
85
_F"l
I,·
~J FAN FAN DUCT

REVERSE THRUsr
THRUST REVERSERS OPE RAT ION
Sf OWED
POSITION
FULL REVERSE TIIROI"l'LE
... TRANSlA TED POSITION
~~
BlLLL-SCREWS ACTUATOR
'"
Page 53
AIRCRAFT SYSTEMS .INTRODUCTION'
::'/~'!ki!l~!ll~i'"
··Engineering,Training. Department
_-,.'-':
.. '_- -.
-_
AUX'lLLARY'POWER:t:JN1T"(APU)
·;,!,~'RU"'.'~is',:'a'··"smajL:':·gas'tufbine· ngine e installed in airliners to provide backup power' 'for the aircraft systems during ground operations or in flight. -lt isnormallyinstaUed,at ..he tai~"eml··of.the" t aircraft in.a flre-resistant.cornpartment.
APU sUPpliE~r
Pneumatic (high pressure) power Electrical power

APU operation is totally autonomous and require minirnat attention during its operation,
Page 54
AIRCRAFT
SYSTEM,S_.
'. ,;1NiRODU'cTION
·,.j:,,-,:;:.,,:,ifli,lllil_~ig
..... EngineedngTraii.;ngDepartment
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Page 55
AIRCRAFT
·SYSTEMS INTRODUCTION
.:;:~nlj1/i!U:iill.:Eiogineering.;Training Department
::' ';
~::.. ..
'.:
..
some aircraft manufacturers make greater if"hvdnlwic systems .than others, the hydraulic of the average-modem large transport aircraft - many fwictioDs.A.In.ong me unitscommonly hydraulic. systems are landing gear, leaddgvices, flaps, speedbrakes, wheel brakes, and co~ol surfaces. .
~Ullll'L"
systems have many advantages as a power for operating various aircraft units. Most systems are similar, regardless of their funcMuc_hof the information learned about a particu..v'U ..'m can be generalized to study other systems. system liquids are used primarily to transand distribute forces to various units to be actuLiquids are able to do this because they are incompressible. Thus. if a number of passages in jl system. pressure can be distributed through of them by means of hydraulic fluid.
Currently used in many large aircraft is Skydrol® 500B, a clear purple liquid having good low temperature operating characteristics and low corrosive side effects.and Skydrol® LD, a clear purple-low weight fluid formulated for use in large transport aircraft.
Page 56
'. AIRCRAFT SYSTEMS . INTRG)DUCTION
.~..c..::~.:,.:"..... ::.:,.,... .. ,:.. . :.,:.:_:,.,.:
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. . Engineering
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~/R~ICS
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Training Depal1ment
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I I I I I I I I
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I Main supply circuit
r----------------'reliefvatve
Pressure [_
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Accumulator Preesure transmitter Check valve Relief valve
I I I I I I I I I
I I I I
I I I I
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Actuators
I Flight control I circuit

t I I I I
r---·----
-------------1
Aileron control Stabilator control Rudder control
I General supply I circuit I I I

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1---------------
L Pressure line Return line

c:=:=J c:=:=J
Anti - skid system Suction line Overilow line
~_~_~
--_-
-_-----~~-
Page 57
·AIRCRAFT'S¥STEMS --INTRODUCTION,.
·:"~.;~@;~:iiit
Engfn.e.ering Tuining Pepifl1ment
.-'GOM'PONE·N"fSOF
HYDRAULIC SYSTEMS
•.,tRiguttf74,sh'OWS''a1basic,hymulic system. The first of the components, the reservoir, stores the supply of hydraulic fluid for operation of the system. It replenishes the system fluid when needed and provides a ",means for bleeding air from the system.
BASIC HYDRAUUC
SYSTEM
A pump i~ necessary to create a flow of fluid. This basic sys~ utilizes a hand pump to provide pressure. Large aircraft systems are, in most instances, equipped with engine-driven, electric motor-driven. engine bleed air-driven. or ram air turbine driven pumps. One~ system can also power another onboard system by4 using a power transfer unit.
:i
.:
i ..
The selector valve. shown in Figure 7-1. is used t01 direct the flow of fluid. These valves are actuated by: solenoids or manually operatedjeitherdirectlv or indirectly through use of mechanical linkage. An actuating cylinder converts fluid pressure into useful work by linear or reciprocating mechanical motion. whereas a hydraulic- motor converts fluid pressure into useful work by rotary mechanical motion.
PagE- 58
AIRCRAFT SYSTE'MS -.f~~~IN±aGl)UCT't();N· '
~mala"'s;a
~ ~..=,RLlNe'3
Engineering rrainingDepartment
Actuators
Directional control valves 4/2
Pump
Motor
Reservoir
Page 59
AIRCRAFT ..:$YSIEMS 4NfRODUCTION.": FILTERS
:.,,~#!iITlil_!iLif.
Engineering T~ning Department
POWER-DRIVEN PUMPS
Hydraulic pumps. as mentioned earlier. can be , by the engines, electric motors, airturbine motor air turbines, or a ,powec<:t:ransfer -unit. Enginepumps are mechanically linked and mounted I engine accessory case •. Most electric motor driven pumps usealtemating rent to powerihe electric motor which drives hydraulic ...pump.c.Switehes ia. the ,ooG,kpit--cel power to the electric motor-driven pumps. Another method of powering hydraulic pumps originate as pneumatic power (APU. ground ~rtion, engine bleed air) which is used to drive ., bine that turns the hydraulic pump. In case all other methods of powering the hydr systems are lost, a ram air turbine (RAT) ca deployed into the air stream to drive a hydr pump. Ram air turbines are generally used on emergency situations. The RAT. shown in Figure d.ops down and the turbine (propeller) begins to 11 mill and turns a hydraulic pump to pressurize 0 the hydraulic systems. Power transfer units are basically two hydr pumps mounted back to back with one pump tioning as a motor. For-example. with one system surized, half the unit acts as a motor. and the othe of the unit acts as a pump. Power transfer units (F are used to pressurize one system to another. transfer of power is mechanical. as no fluid, between systems. PTUs can be used hydraulic systems during ground operations. flight if needed.
:A. filter- is a screening or straining device used to clean the hydraulic fluid, thus-preventing foreign par_ :lliele5-,;_ml1i~CODtami1l:ating"slihstances 'from'remaining in the system. If such objectionable material is not . 'removed, it may cause the hydraulic system to fail through the breakdown or malfunctioning of a single .unit.of the system.
PRESSUREREUEE,:VALVES_.<_ .
A pressure relief valve is used. to limit the amount of pressure being exerted on a confined liquid. This is necessary prevent failure of components or rupture of hydraulic lines under excessive pressures. The purpose of the system pressure gauge is to measure the pressure in the hydraulic system .
!l
.ACCUMULATOR
The accumulator is a steel sphere divided into two chambers bya synthetic rubber diaphragm. The upper chamber contains fluid at system pressure while the lower chamber is charged with air. The main functions of an accumulator are to dampen pressure surges, to s."P?lement ~e power pump, and to store power for ~lmIted ope~tion of a hydraulic unit when the pump is not operating.
ACTUATING
CYLINDERS
An.actuating cylinder transforms energy in the form of fluid pressure into mechanical force, or action, to perform work.It is used to impart powered linear motion to some movable object or mechanism . A double-action Itwo-port) actuating cylinder is illustrated in Pigura 7-5. The operation of a double-action actuating cylinder is usually controlled by a four way selector valve. By allowing pressurized fluid to enter one of the ports, the piston and rod will be moved in the direc~on_ of the force being applied against the piston. ~ this case, the piston can be moved under pressure right or left. depending upon which fluid port is pressurized.
Page 60
AIRCRAFT ··.~YSTEMS ,.,.INlRODUCcTION
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BYPASS RELIEF VALVE (50 PSl)
BODY
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TURBINE
6dII AIR DIRIINE/UYPRAtIUC
PIIJf
(AfT R BOO"( FAIRING) Reservoir
Pre~sure line
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Selector valve in
..(town·· position
FLUID PORT
o-RING
FLUID PORT
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Actuating unit
Page 51
AIRCRAFT··gYSTEMS.
INTRODuctiON
.:.;,.;fig?II!i!_~i!J~.: "
!:'-.
~oCJ(tI:leE;C~'~j ."" 1&11"
ilvnltD'A:1'11;'' 'I'p'svstEM
. Lockheed L-I011 hydraulic systems (A, B, C, D, shown in Figure 7-31), are used to pressurize flight controls. landinggear, brakes, nose steerand tail skid, Each of (he. systems has multiple pressure sources. System A can be pressurized by engine No; 1 engine-driven pump (AI) or a power transfer ifnit driven by system B. System B can be pressurized by engine No. 2 engine driven pump (BI), an identical air turbine motor (ATM) driven pump (B2), an AC electric-motor driven pump (B3), or a pump driven by a ram air turbine. System C has identical sources as system B, except it has no ram air turbine. System D is pressurized by an engine No. 3 engine-driven pump (DI) and a power transfer unit driven by system C. All pressure sources for a given system are parallel and can individually or simultaneously pressurize that system. For example, pump Ct and C3 in system C can be operating at the same time. All engine driven pumps (A1. B1. C1. D1) are driven by the engine high speed gear box. The ATMscan be driven by any source of air available from the pneumatic manifold. Each of the engines. the MU. or a ground"air cart. can pressurize the pneumatic manifold. The. routing of air to the ATMs is accomplished from the pneumatic control panel; then ATMoperation is initiated from the hydraulic control panel. The AC motor driven pumps are operated by three-phase AC electrical power. They are low volume pumps for ground maintenance checks and pressurizing the reservoirs prior to engine start. Each system will furnish hydraulic pressure to the various aircraft systems. as shown in Figure 7-31. For example. all four systems furnish pressure to the primary flight controls (spoilers. ailerons. and stabilizer). Therefore. anyone system is capable of controlling
flight.
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Page 62
AIRCRAFTSY~TEMS .' ,.INTRODUCTION " .
;t,:~J_.l;~!li!!!/II!f!, ... ·
.- Engineeffrig Training DepaTttneiif
PNEUMATIC MANIFOLD
CROSSBLEED VALVES ....
SPOILERS AILERONS STABILIZER RUDOER FLAPS SLATS. LANDING GEAR

-
I I I
['
STEERING BRAKES
TAIL SKID
Figure 7-31. l-1011 hydraulic pressure source. and distribution, (Lockheed)
Page 63
AIRCRAET. SYSTE.MS . INTRODUCTION· LANOINGGEAR·SYSTEM
Engineering. Training Department
_,;Jntm.ductioO'· ..
The.'li:Ulding- gear supports the aircraft on
ground. It absorbs landing impact , supports "the aircraft,weightand also control the. aircraft movements .onqround. The typical layout for an airliner's landing gear is callga the tricycle layout , which refers to a 'pair of wheels at the aircraft nose, called the nose landing. gear and the remainder .of the wheels at the fuselage, called the main landing gear. The main landing gear may be single axle or multiple axle . A multiple axle landing gear assembly ls-called a bogie or a truck. 4 or 6 wheel bogie is common. The airliner's landing gear is retractactable. It is extended (lowered) for ground operation and retracted (raised) into the fuselsage during flight to reduce aircraft's' air resistance (drag). This is carried 'out by hydraulically powered·· landing gear actuators. The nose landing gear is steerable but is not fitted with brakes. The main landing gear is fitted with brakes at every wheel. On some big aircraft like Boeing 747 and 777, some axles of the main gear bogie are steerable to help the nose landing gear steering system. The brakes and steering are both hydraulically operated.
Main Parts of a Landing Gear

Broadly speaking, the buildup of a typicai landing gear of a large airliner is similiar altough,detailsvary·4rom ..-aircraft to aircraft, The main parts are the . __ _ . .. __ Shock strut , which absorbs the landing impact as well as the aircraft weight on ground. It consists of two cylinders, the upper attaches to the aircraft structure, and the inner to the wheel axle. In between the cylinders are filled with oil and ... highpressure .gasfor the purpose of absorbing and damping the impact; Drag strut withstands the forces acting along the aircraft direction; and Side strut which takes side loads. All the forces mentioned above only happen on ground. Raising and lowering of Landing Gear The landing gear is held securely in extended position by mechanical locks called downlocks and held securely in raised position by mechanical locks called uplocks. During raising, the downlocks are released with by special actuators , after the down locks are released, the landing gear actuator raises the landing gear until it is locked in the fuselage by uplocks. Lowering is reverse of the raising operation.
r -:
~
..
Page 64
AIRCRAFT SYSTEMS INTRODUCTION· . ,.
.v.:
,ilfjt11!ll!lil!filiJ,
. Ehgineed,hgTrainingDepartinent
...
RIGHT MAIN +LANOINO GEAfI
MAIN GEAfI DOOR LEFT MAIN

LANDING GEAR
/'
TRUNNION
~LKING
BEAM
AFT TRUNNION aEAFlING
WING ~r-rnATOIII-~~~-
UPPER SIDE sTRUT
fWO~~IN8D
TaRE WHEEL BRAKE
AND
Page 65
}\IRCRAfJ SYSTI;M.$ INTRODUCTION
.,;41§:mal!l!L~iil"·"i
"Engineering Training Department
Landinfl·,cGear·····Systemc,cockpit .Control And Indication The landing gear is controlled by various controls and levers in the cockpit. They are normally housed in the panels next to -the-eentre -mstrumentpanet-on the left. This panel. is also .known .as/aiiding .. ear g panel. The landin~!gear is raised or lowered by operating the landing gear lever. This operation is indicated by.landing gear indicating lights, one for each gear. All green lights means that all landing gear is down an locked. If any should fail, red light will show up.instead. There is also backup lowering switch should the lever fail. The brake hydraulic pressure gage shows the pressure in the brake system. Any problems of the brake system will be highlighted by lights and display. The autobrake selector for autobrake system ,:which allows automatic braking during touchdown. Rudder pedals for brake operation as well as nosewheel steering. However this only works on ground. The steering tiller, one each for each pilot, for precise nosewheel steering. They are each located on the sides of the cockpit.
'
.....~.--~ -.
-/~
Page 66
AIRCRAFT SYSTEMS 'IN:rROOUCTION<';
'..c.ft1!!!i!li!!l~itl.,.
"';Engmeerh1rjmiliingOepartmerir' .
Landing Gear Cockpit Controls
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Page 67
. AIRCRAFT ..SYS:r~M.S "INTRODUCTION
"=
f",,@'lltlJ;ltL!iilili··.·.·
.Engineering Training DepartnJent
NOSE,;WHEEL,·S,[EERJNG The"oosewheel·.steering , systemhe.lp' the .+pilot steer the aircraft during ground ~mafleuvers.'dtcan either operated by the steering tillers available near the pilot's seat$GJtbe.·rudder pedals. .Operatinq the rudder on ground will also move the nosewheels. On the no~wheel there are a pair of nosewheel steering actuators. They work in opposition, that is if one extends the other retracts. They are connected to the inner cylinder of the nose gear which is connected to wheel axle. Operating tfie steering tillers or the rudder pedals will move a network of steel cables that are connected to the steering control valve. The steering control valve directs the hydraulie pressure to the steering actuators. As the actuators work in opposition it turns the nosegear's inner cylinder and thereby the axle. If the steerinq fails, the nosegear centres .. , and the pitot operate the main brakes a side a time to achieve the desired effect. This technique is called differential braking.
-
Page 68
AIRCRAFT SYSTEMS,
'INTRODUCTION'·
".
";~:"0fll::;!!!/!If!!lljt~
.',' EriglneeringTt:aining Department
~---
A typical nosewheel steering system
Page 69
., AIRCRAFT .SYSTEMS INTRODUCTION
"@i:mifllilllaiil.,:;.,"",.... ,,
Engine~ring Training, Department
,; ',"'.
~•.'.
·~; ..:"';~i·: ..:_:.
AIRCRAFT WHEELAND
BRAKES
A -typical modern transport aircraft are

"fJtted",with'ti:Jbelesstyres. These tubeless tyres are fitted with aluminium alloy iwhteels'fer"good;balance of strenght "and . weight. These surface" of these.tyres. are normally grooved to remove water during their rotation. The carcass of these tyres are reinforc~d allowing them to take the demanding ~landings, taxi and braking loads. The wheels, except on the nosegear, are fitted with hydraulically operated multiple disk brakes. The brake assembly is made of 4 major parts namely Carrier, which housed the set of brake pistons; Rotors, which are rotating set of disks which are engaged to "tracks" on the aircraft wheel; Stators, which are stationary set of disks '. . fitted with brake pads fitted in between the individual rotor; Torque tube, which supports both sets of rotors and stators. Upon application of brakes, hydraulic pressure acts on the set of pistons which pushes the set of rotors and the stators against the torque tube flange. By doing so, the brake pads on the stators 'bite' the rotors. As the rotors are connected to the wheel , the wheel slows down and the aircraft is braked.
<:,'
For, training purposes only
Page 70
. ·,·INTRODUCTION. -.
AIRCRAFT
.SYSTEMS
.:,L£I11B/i!J{L~iil ...
><Engineeringr";iningDepartment .
..:, ... .'..:!-'.
",<
RIVETS (TYPICALI PISTON (TYPICAUTORQUE TUBE FLANGE
BLEEDVALVE
"'PRESSUR£';peRT CARRIER ....",,;;,..,..-~~ ...... ~ __
LlNING BLOCK
......,....
ROTOR 5 OFF AUTOMATIC ADJUSTOR ITYPICAL)
ASSEMBLY (6)--'__' SEEDETAIL A

PRESSURE PLATE PREsSURE (TYPICAL) CY LINDE R (61
A TYPICAL AIRCRAFT DISK BRAKE ASSEMBLY
Page 71
AIRCRAFT SYSTEMS
iNTRO:OUCTIO'N "'~ " """
u;,<g'1'~'!IQ/#;iir ,
'"" """EngineeringTrai1ii,,g Department
Airliner brake system -_'_The.aifcraftbrake'systemstows down the _'aimreftd)yoonverting the aircraft's kinetic energy (energy due to motion) to heat energ¥,".;generated by ,,,,,!he .brakes. The brake assembly is.made .up.. of many moving disks called rotors which are attached to the wheel assembly. On the wheel assembly there is also a set of equal number of non-rotating brake pads called stators. The brake pistons pushes the stators against rotors , gripping the wheels, heats up the stators, slowing the aircraft. rotation is detected; theantiskid-centreller will now shuts off theantiskid valves allowing full braking pressure to the brake pistons.
. -'~'~"'"~'f:''i'"
The process repeats itse1fat a very high' rate untnthe aircraft finally stops. The antiskid system allows the pilots apply the brakes in any condition without worrying of skidding in any runaway conditions. Autobrake System
- r..
, This system provides automatic brakinq if The hydraalic pressure acting on the armed (activated) especially during pistons is controlled by brake metering landing. The autobrake system uses auto valve which is operated by the, pilots, brake valve instead of brake metering rudder pedals. This pressure goes through valve to control brake pressure. Antiskid antiskid valves before reaching the brake systems remains active in autobrake pistons. The" amount of pressure exerted operations. on the pedals determines the amount of pressure released by the brake metering Various rate of deceleration can be selected by knob on the center instrument valves to the"pistons. panel. The autobrake can be overridden if manual application of brake is carried out. , Anti-skid system Because the hydraulic brakes are powerful, the aircraft will skid if the runaway surface is not dry. To prevent this an anti-skid system is fitted. Anti-skid system detects skid by comparing the wheel rotation and the aircraft ground speed. If the aircraft has ground speed but the wheel has no rotation, then this is detected as a skid and the antiskid controller will command the antiskid valves to release the brake pressure back to return. This releases the wheel and when both forward speed and wheel Park Brake System When the aircraft is parked, it is desirable to keep the wheels locked. The park brake is operated by applying the brakes and pulling up the park brake lever. This action mechanically locks the pedals in 'brake' positon. Action of the park brake lever also operates an electrically powered park brake valve which blocks the brakes' return line, preventing pressure loss.
Page 72
"'A-lypicaIAirlinerBra-k&-5ystem
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ANTlSKIO
RETURN
ANTISKID
ANTlSKIO CONTROLLER
Page 73
··FT.SYSTEMS AI RC"RA··· _....... . . . .. INTRODUCTION .

-.
'.
" (l!JtpiI_~iltl,-.. ... .

-Engineering Training Department
.727 'FLlGHT CONTROLS

1!f}.l1Qn:;raJt-:Clllntml systems are very similar to small
.in that they .control the aircraft around three Th&Jongitudinal, vertical, and lateral axes use which allow movement of the aircraft so it can to change flight directions. "about -the-'longitudinal aXis; which runs the nose.and out the tail parallel to the fuseis the axis that produces roll.
~. .
'Motion about the lateral axis, which is wing tip to wing tip. produces pitch. Movement of the aircraft around the vertical axis produces yaw. Flight cOI!_trolshat control the aircraft about these axes t are the primary flight controls which consist of the : ailerons (longitudinal axis, roll), the elevators (lateral axis, pitch), and the rudder (vertical axis, yaw). The primary flight controls for a Boeing 727 are shown in Figure 5-1.
Page 74
AIRCRAFT.
SYSTEMS
INTRODUCTION,.·.·
.,.;; ::·':':Eng;neeri~g't_~'DeP~ei;t
#!:l11B_~il
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Figure 5-1. Boeing 727 primary
flight controls. (Boeing)
Page 75
AIRC' :RA'"F:T'" 'S:V:~,'T'EMS'," ' 'tNTRaDUCTIO;~i' ".,.'
'~i.~.,~IJ!Ii1I/iW:j.:,.
Engineering Training, Deparlment
Most large aircraft-primary' flight control' surfaces are ,hydraulicallypewel'od.The hydmulicpower sources "are":~ffiVitled;;.h'btW:~n;';:mmtiplehydraulic·systems to minimize the impact of the loss of anyone of the air,craft'shydraulic systems. Each hydraulic ,systeI;Jl,usesi~,own individualactuatIn; elISe.ofahy,draulic fluid.leak in that . system. Each control surface uses two or more ;. hydraulic systems with each system having individual actuating' cylinders connected to the flight controls.
iing,cylinde~'
Primary pitch control is provided by elevators mounted on the trailing edge of the horizontal stabilizer. Elevator movement is normally controlled by the elevator power control units. Each unit on the Boeing 727 is Eowered bybothhydraulicsysteers-as shown in Figure 5-2. If one system fails. either system will power both -elevators. If both hydraulic systems are lost. the control tabs unlock and allow mechanical control of the elevators. lfhydraulic pressure is lost to the primary controls, the 727 aircraft uses manual reversion which incorporates control tabs mounted on the ailerons and on the elevator. These controls are unlocked from their actuating cylinders and manual inputs are provided to the control tabs from the cockpit.
AIRCRAFT··'· SYSTEMS ",INTRODUCTION
"~iii,Jeirlngik;ninli~f
f[f.IR!!IBL~~
HYD SYS A
1'158
388'"
HYD SYS B
CONDITION: ELEVATOR OPERATING
Rgure 5-2. Pitch control elevator system, Boeing 727. (Boeing)
For training purposes only Page 77
AIRCRAFT . ~YSTE~~ INTRODUCTiON . ---..
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·.~Jtcll~",is~metimespr.ov:ide'd by. moving the leadingedge of the hOrizontal.stabilizer up or down. The B0Bing'1i7~shorizontal stabilizer is operated electrically by either a main trim motor or an autopilot/cruise triJ;nlDotor .a.s.shown in.,Flgure5",a. Amecharucalsta. bilizerbtake~ will' stop Stabilizer movement any time controlcolumn'inovement is iilthe opposite direction totheJrim.wheelrotation. If the trim motors fail, the stabilizer trim can be operated manually.
f' .
Page 78
AIRCRAFT SYSTEMS l.NT'RO"D~UCTION.... . '.... -
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STABILIZER TRIM UNIT
CONDITION: MAIN ELECTRIC TRIM OPERATING
Flgur. 5-3. Pitch trim stabilizer system. Boeing 727. (Boeing)
Page 79
. AIRCRAFT SYSTEMS," :INTRODUClION
'EiJ9Ineering Training Department
,.,,:,.,;:.;¥a~G&IltFol.:;proVided~lJy-,the'mdder;·or-rudders. . :generally mounted on the trailing edge of the vertical staor fin. The Boeing 727 yaw control system. . in Figure 5-4. uses two full time yaw '1'0 .meve theri1ddersto..oppose~airp1ane yaw.
'"""N'
damper operation is controlled by yaw damper gyros which eaugment rudder pedal· inputs. beIlIU.,", anti-balance tabs are used on each rudder move in the direction of rudder displacement. ~.... u-.... the effect of a larger rudder. Rudder pedal is supplied by a feelandcenterieg-raechaaism, . lower rudder can be operated by the standby 'nrHllUJ\i system in the event of normal hydraulic loss.; .
- l··--
Page 80
AIRCRAFT- SYSTEMS
IN1:RODUCTION
---;E!::~l!!9lilil... ~,". ~Eng;,;eerlrtg

Tr~;,i,;g;'~partr;,ent'
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FROM FLAPS~':
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CONDITION: RUDDERS OPERATING
HYD SYS A g88g gg 8¥ X¥ 8

SSSS$sss»ss HYD HYO SYS B
STBY·
SYS
UNPRESSURIZED Figure 5"". Yaw control rudder system. Boeing 727. IBolling)
PagE 81
. AIRCRAFT· ·,.SYSTEMS
INTRODUCTlON
"'i",~RIiIJsiI§i.:.C
, Engineering Training.Departmenf
...•....SoIlle-:iarg&;'8ildBft'usextWo,5ets,of ·.···,
ailerons,anillboard and outboard set. As the aircraft's speed is increased, .the aerodynamic loads on the ailerons tend to twist the wings ~U8e the wing is more flexible near the tip.
To overcome. this problem, some.aircraft use the tech- , nique of locking out the outboard ailerons during high .:speed ·flight.· The outboard ailerons are locked in the -faired (neuttlIl) position when the trailing edge flaps are fully retracted. S oilers can be used in conjunction with the .ailerons p . d to create a wmg 11·ft ifferential Spoilers are installed .. on the upper wing surfaces directly .forward .of the d. flaps. anconslS . ·t·o£·panels that asstst the JUlerons '1 • when m~um roll rates are required. SpOilers reduce the lift on the wing which mo~es down as the aircraft rollstbanks).AileroncontroI1s supplemented by the flight spoilers which are controlled by the spoiler mixer. The aileron and spoiler system for the Boeing 127 aircraft is illustrated in Figure 5-6. The spoiler.mixer senses.aileron movement and automatically provides the correct amount of spoiler deflection. Spoilers can also be used as a backup if aileron control is lost. Spoilers. when used as landing speed Drakes, extend upward about 60 during landing. which reduces the wing's lift. This increases drag with a resultant increase in weight on the wheels of the aircraft. This can shorten the landing roll by increasing the brake effectiveness.
0
The wings on large transport aircraft are generally swept back at an angle of about 30° to 35° to reduce high speed drag (see Figure 5-1). The lateral control of the aircraft involves creation of differential lift between the two wings which is accomplished on most aircraft by the use of ailerons mounted on the wing's trailing edge. Flight spoilers or speed brakes can also be used in flight to reduce the aircraft's speed. Ground spoilers, as the name implies, can only be used on the ground after landing to decrease lift and increase drag.
Page 82
AIRCRAFT SYSTEMS lNJRSDUCnON;

~-.
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" :EilgiriRlflnjl
Training Department
".'1._
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CAPTAIN .'
El8ST OFFICER
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HYD SYS A
&88&8xXS"Xj$
HYD SYS B
CONDITION: AILERONS AND
SPOILERS OPERATING
Figure 5-6. Roll control aileron system. Boeina 727. (Boeing)
Page 83
.INTRODUCTION
AIR<:RAF.J,~XSTEMS
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-Secondary flight controls, shown in' Figure 5-5, are ,·.u$ell·:.to"aie.,'primary'controls, relieve control pressure, and increase or decrease the wing's lift. Some ~,'r1leCondarycontrols;arespoi1ers, wing flaps (trailing edge), leading edge'devlces(s1ais),and ,c()~trol trim systems.
Page 84
,INIROOVCTION ..
AIRCRAFT SYSTEMS
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Win,g Haps are employed to increase lift for takeoff and .landing operations. Generally two pairs of flaps are located on the wing trailing edge, an inboard and an outboard pair. On.,.manyaircraft., the flaps.iarespowered by the hydraulic sys.tem for nonnaloperation with' electric motors used;fl>ralternate operation. On the Boeing 727 airplane two pairs of triple slotted trailing edge flaps, outboard and inboard. are normally operated by hydraulic pressure. The 727's flap position determines the availability of the outboard ailerons and controlsjhe normal operation of the .lead.ngedge devices. The flap system for the 727 can be seen in Figure 5-7.
Page 86
·AIRC:RAFT SYSTEMS
INTRODUCTION
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Page 87
-~IR~fb\FT--S:y.SIE:MS -lNTRODUCTION
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---'---'Leawngedge'devicesare'inst-alled -on the wing~slead4lg-:.edgeto -increase lift during takeoff and landing. Leading- edge devices on the 727 consist of slats or flaps and are normally operated by hydraulic pressure . edge device~--(flaps and_slats) for'R 727, own' in Figure fHI,'arecontroliedby-the'outboani'---!~ .. g edge flap -position. When the trailing edge • aps reach position -2, two leading edge slats on each wing are e~~ded. With the flaps in position 5 or greater, all liading edge devices are fully extended. When the flaps are retracted, this sequence is reversed.
--E-
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A back-up or_standby system is generally provided {or operation of.the leading edge devices if the primary means of operation is lost. Trim systems are provided for most aircraft primary controls by changing the control system's power unit input.
Page 88
·;;JA1RGRAFTSYSTEMS. INTRODUCTION.
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Page 89
-U.J:rROD.LJCTll)N -."
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"(fLY':'BY':'WIRE)' SYSTEM
AIBBUS.A32D ,ELIGH:fCONTROL
. ,l?he,Jlight-.,control_,smfaces, 'of the AirbUs·.Jndustrie A320aircraftare shownlnFigUre5-23~The. A320 '.inecnporates,afly-by-wireflight control system. A flyby-wire system uses electrical signals. instead of cables to cause the flight control surfaces to move. A series of redundant- electrical flight cpg,tqlJ._computers,control the aircraft flight control- surfaces; _" ..... Two types of electrical flight control computers installed ~'the elevator and aileron computer (ELAC) and the spbiler and elevator computer (SEC). The primary functions of the two computers are to control the aileron, the elevator and the trimmable horizontal stabilizer (THS), and to provide spoiler control and alternate control of elevators andthe,THS. The two computers of tJ!e ELACare installed. each of them achieving control and monitoring of one servojack (actuator) on each aileron and elevator, as well as control and
rns actuator in normal
monitoring of one of the three electric motors of the (electrical) operating mode.
Three computers of the SEC type achieve control and monitoring of the spoilerservojacks (actuators). In -addition, the SECsprovide.altematecontrol for the elevators and the electric motors of the THS actuator. Two flight control data concentrators (FCnC) are installed, achieving maintenance and data concentration functions. On the cockpit overhead panel, one OFF/ON reset push-button for each ELAC and SEC is installed.
SIDESTlCKCONTROlLER
The sidestick controllers are used for pitch and roll manual control (see Figure 5-28). The sidestick controllers are installed on the captain's and first officer's forward lateral consoles. An adjustable arm rest is fitted on each seat to facilitate the sidestick control. The sidestickcontrollers are electrically coupled.
Page 90
AIRCRAFT S'fST~MS; JNTRODUCTION
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'Compressed airfor thepneumatic system can be sup'~'~lied,·jb:rthe 'engines-;C-1:l\PU,or high pressure ground a ,airJlOUEce. The APU or .ground source would supply the pneumapc systempriPr'toengine·start;· The engines . ..supply bleed' air forpneumatics'8ftel' engine stan. The .... "f0Uowmgsystems.normally rely on. or are examples of. systems that use pneumatics for operation:
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• Air conditioning/pressurization • Wing and engine anti-ice • Engine cross starting • Hydraulic reservoir pressure
• Air driven.hydraulicpumps
Page 92
.INTRODUCTION· TO ";AIRGAAFT ~ __ ~ ~
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Page 93
AIRCRAFT .. S¥SIEMS ...

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INTROOUn.tION
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·.EN\fIRONMENIAL.CONTROL
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....··"'>A,~~ort'·airttaft~1IDlISt:.provide· a cabin environment that is comfortabl~ for' the crew and passen'~ers""'''l'lle'aircraft'<{)perates at altitudes where temperature and pressure extremes would make the cabin unbearably cold and normal breathing would be impossible. On·the·other.h~tbe,Qkcr8ft must also be comfortable-when.it& on. ilia. gtOund, on.abot.daY._ This will require a system of heating and cooling the cabin air and a system for maintaining c8binpressure with enough~xygen to breathe. The environmental control system's function is to control the cabin temperature and pressure. It accomplishes this by using two systems: an air conditioning system and a pressurization system. The air conditioning and pressurization systems normally use engine bleed air. Engine bleed air is hot and under pressure, as mentioned ~lier.By passing this .bleed ai~through the air conditionjngpackages (packs), the cabin air temperature is adjusted to the levels called for by the cockpit controls. The APU bleed air, or ground high pressure air source, may be used to supply high pressure pneumatic air to the packs for normal usage of the air conditioning systemon the groand. In some cases, groead conditioned air is used to cool or-beat the aircraft cabin on the ground before-flight, Thl&--airshould .not,be.·confused with ground high pressure air mentioned previously. Ground conditioned air is conditioned by a unit separate of the aircraft. It does not pass through the packs, passing instead directly into the cabin distribution sys-
Page 94
'INTRODHCTION,"TO
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Page 95
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As·'·mentitlned'~'eariier. ".the, ·air.pressure and oxygen ,..level at,high altitudes is insufficient to provide a suitable environment for the crew and passengers. To compensate for this. the amount of pack air that can escape frmnthe cabin''81'8Il,isc9I1trolledbythe outnoW, valve. as shownin-Figure-Z':;'19. By closing .the outnow -valve, the cabin will' be pressurized more. thuSloweting the:cabinaltitude.lf·the outflow valve is opened • .j.t will allow more air to escape. thus increasing ~bin altitude. As the pressure in the pressurized area of the aircraft increases. the atmospheric altitude inside the cabin decreases. And conversely. as the cabin pressure decreases. the cabin altitude increases. Instruments in the cockpit read the cabin altitude. cabin rate of climb. and pressure differential, Illustratedin Figure 2-20. The cabin altitude (inside pressure) cannot he held at sea level at high ''illtitudes b-ecause of the pressure differential between the inside of the cabin and the outside of the_cabin. The structure of the airplane is limited by a maximum differential pressure (PSID). Most maximum pressure differentials range from about 6.0 PSID to 8.9 PSID. This means the pressure in the aircraft cabin is 6. 9 PSI higher than the outside of the cabin ..If thepressure Inside the .aircraft was allowed to build ·up-beyond the maximum pressure differential. the cabin structure could fail. . When the maximum pressure differential is reached. the cabin altitude must be increased (inside pressure decreased). This will cause the cabin altitude to climb. but at a much slower rate and at a much lower altitude than the aircraft. Safety valves (outflow valves) can open if the maximum pressure differential is exceeded and allow air in the cabin to escape. This will decrease the pressure differential and prevent any structural damage from occurring. The outflow valve position is normally controlled by the system's pressure controller. Most aircraft have an indicator in the cockpit which informs the flight crew of the outflow valve position (see Figure 2-21).
Page 96
·.;
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lNTRODUCTION TO AIRCRAFT
Engineering TIaining D.epartmenf·
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AIRCRAFT SYSTEMS
power is. just as the name implies. power is essential to the safe operation of the aircraft !:tilPollver· passenger services is provided to light the for ~8bin. to operate the entertainment system. and to prefood. It is-obvious that transport aircraft need a ~llt~on'taillle(l •.dependable. and adequate power genlmllliIlliZ system .
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Most large_aircraft use both direct current (DC) and (alternating current (AC). Although many different volt.:~ia.IJ·p' e ~~ scan beused.most-Ia .... aircraft use 28 volts DC t.end three phase 115 volts AC at 400 Hz to power the
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By the use 6f transformer rectifier units (TRU). which change 115 VAC into 28 volts DC. the DC buses and DC components are powered through the aircraft AG generators. Some ·.aircraftalso change the.U5 VAG to 26 VAC fOt:_-lightingcircuits. Emergency or standby power can be supplied to the electrical system in the event of complete electrical generator failure from an onboard 28 VDC battery. Essential AG power can be obtained during standby - power use from astatic inverter. The static inverter changes 28-VDC to 115 VAG to power essential flight instrumentS that operate on 115 VAG. Aircraft power is time limited in the standby mode because of battery limits.
Page 98

Aircraft Systems Introduction

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~ AIRCRAFT

AIRCRAFT .·$YSTEMS ·.··INlfdlDUCTlON

'.' ,<;.,; •...

MALAYSIA AIRLINES 01 DECEMBER 1998

Issue 2 Revision 1 JulJ02

For training purposes only

CHAPTER -TWO . -AIRCRAFT POWER

For training purposes only

For training purposes only

9 Trailing edge 10 Aileron 11 Wing tip 12 Leading edge

For trainmg purposes only

AIRCRAFT SYSTEMS , ,,:INTRODU6nON"

For training purposes only

AIRCRAFT '·SY5T£MS INTRODUCTION

For tramriq purposes only

,_"_:.",,,~;,~Ji!-~/!!iI/!!!t~ill( __ i,,_ 'Engirie~ring Training

Top hal reduxed stringers

»-> rtveted Skin lap lornl Separate notched shear angle

For training purposes only

... .:::;:,,~tif;.l!Ji!If!IL~~.<.: : ..:

For training purposes only

For training purposes only

''Structural features of semi-cantilever wing

Structural features of cantilever wing

For training purposes only

For training purposes only

SEt:'fItN,'41 .<SEE t"':\ ..'. .A ,~-,.~

SECTION 44 SECTION 45 SEE .... C.

fORWARD CARGO DOOR (RIG~~SIDE)

For training purposes only