Simulator Training Environment Portal STEP IOS Replacement · STEP Index Instructor Manual FSC...

STEP IndexInstructor Manual FSC B737-300

Simulator Training Environment Portal

STEP IOS Replacement

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TABLE OF CONTENTS

Section/Title Page

1. Instructor Manual 1

1.1. General 1

1.2. Copyright 1

2. Touch Panel Display 2

2.1. General 2

2.2. Page Display 3

2.3. Readout Area 3

2.4. Overlays 3

2.4.1. Numeric Keypad 3

2.4.2. Alphanumeric Keypad 4

2.4.3. Multiple Select Pop-Up 4

2.5. Buttons 5

2.6. Colours 6

3. Page Overview 7

3.1. Main Index Page 7

3.2. Ground Operations Page 8

3.3. Pushback Control Page 9

3.4. Fluid Control Page 10

3.5. Aircraft Weights Page 11

3.6. Ground Traffic Page 12

3.7. Environment Setup Pag 14

3.8. Turbulence Control Page 15

3.9. Windshear Control Page 16

3.10. Microburst Contol Page 17

3.11. Icing Control Page 18

3.12. Visual Setup Page 19

3.13. Runway Conditions Page 20

3.14. Wearher Conditions Page 21

3.15. TCAS Control Page 22

3.16. Communication Page 24

3.17. Repositions Page 25

3.18. Control Not in Agreement Page 26

3.19. Airport Selection Page 27

3.20. Airport Region Page 28

3.21. A/C Slew Page 29

3.22. Resets Page 31

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3.23. Maps Page 32

3.24. Malfunction Index Page 34

3.25. Malfunctions Summary Page 35

3.26. Malfunction Pages 36

3.27. CB Index Page 38

3.28. System CB Page 39

3.29. Customer Options Page 40

3.30. EFIS Options Page 41

3.31. EGPWS Options Page 42

3.32. Quick Setup Page 43

3.33. Snapshot Page 44

3.34. Maintenance Index Page 45

3.35. Pushback Setup Page 46

3.36. Complaints Overview Page 47

3.37. System Maintenance Page 48

3.38. Runway Alignment Page 49

3.39. Simulator Special Control Page 50

3.40. Step Maintenance Page 51

3.41. Visual Generic Runway Page 52

3.42. Visual Test Pattern Page 53

4. List of Malfunctions 54

4.1. General 54

4.2. ATA 04 Flight 54

4.3. ATA 21 Aircondition and Pressurization 55

4.4. ATA 22 Auto Flight 58

4.5. ATA 23 Communications 60

4.6. ATA 24 Electrics 61

4.7. ATA 26 Fire Protection 64

4.8. ATA 27 Flight Controls 66

4.9. ATA 28 Fuel 69

4.10. ATA 29 Hydraulics 70

4.11. ATA 30 Ice and Rain Protection 71

4.12. ATA 31 Instruments and Warning systems 74

4.13. ATA 32 Landing Gear and Brakes 75

4.14. ATA 34 Navigation 77

4.15. ATA 34A Flight Instruments 79

4.16. ATA 34E EGPWS 81

4.19. ATA 34F Flight Management System 82

4.20. ATA 34I Inertial Reference System 83

4.21. ATA 34T TCAS 84

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4.22. ATA 34W Weather Radar 85

4.23. ATA 35 Oxygen 86

4.24. ATA 36 Pneumatics 87

4.25. ATA 49 APU 90

4.26. ATA 52 Doors 92

4.27. ATA 72 Power Plant 93

4.28. ATA 73 Engines – Fuel and Control 95

4.29. ATA 74 Engines – Starting 96

4.30. ATA 76 Engines – Controls 97

4.31. ATA 77 Engines – Indicating 98

4.32. ATA 78 Engines – Thrust Reverse 99

4.33. ATA 79 Engines – Oil 100

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STEP Touch Panel DisplayInstructor Manual FSC B737-300

1. Instructor Manual

1.1. General

This STEP Instructor Manual is valid for the FSC Boeing B737-300 simulator and provides only an overview of the available STEP features, including Malfunctions and Visual Scenes.

1.2. Copyright

No part of this manual or its extracts may be reproduced in any form, by print, photocopy, microfilm or any other means, without written permission of Advanced Simulation Corporation, 1385 Gulf Road, Suite 201, Point Roberts, WA 98281, USA.

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2. Touch Panel Display

2.1. General

The instructor interface in a touch screen input to the IOS computer. Touching the screen in a given area is equivalent to clicking a mouse on that area. A double mouse click has the equivalent of a quick double touch on that area. "Selecting" an area or item means to touch the area in question.

The STEP IOS is laid out in a manner that is intended to be very consistent from page to page. A vertical side bar called the Read Out Bar may be placed left or right of the pages. In the example pages in this manual the Read Out Bar is on the left side of all pages. This bar shows general information about the flight phase and current flight status. It includes navigation buttons, and it includes a "mini-map" display that is a smaller version of the plan-view map page. Also accessible from the Read Out Bar is the System Reset pages and all the Freeze function buttons.

The bottom row of buttons, called the Footer Bar, appears on every page and all commonly used pages are accessible from the bottom button bar.

If there is a problem with the simulator the main screen display will appear with a bright red or yellow background. If this appears, maintenance should be called immediately."

The default positions and sizes are specified in the "default.xml" file.

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2.2. Page Display

The interactive pages allow you to control and monitor the training exercise.

The follow page types are available:

• Control, which allow you to set up the conditions for the training exercise, and to control and monitor the progress of the exercise.• Map, which provide a graphical representation of the flight relative to the radio navigational facilities, or to the runway on approach and take-off.• Malfunctions, which allow you to enter simulated faults into the aircraft systems. Maintenance, which allow the technicians to set up the IOS and monitor the behaviour of A/C systems.

2.3. Readout Area

The Readout Area is used to display the current status of a number of flight parameters (eg., altitude, heading) details of the currently active airport (ICAO code, runway in use, ILS frequency), and also displays a dynamic readout showing messages relating to simulator status (eg., malfunction active, windshear selected, freeze selected).This information can be selected on all pages,the size of the Display Area is controlled by the Main Page

2.4. Overlays

Overlays allow the instructor to change the value of a parameter. The following overlays are provided:

• Numeric Keypad• Alphanumeric Keypad• Multiple Select Popup• Map Display Popup

2.4.1. Numeric Keypad

The Numeric Keypad (see right) is displayed automatically when a touchpoint is selected which requires a numeric data input. The overlay displayed is determined by the required format.

The current value for the parameter is displayed on the overlay. Maximum and minimum values for the parameter are also displayed where appropriate.

The display at the top of the overlay shows the value being entered. When you are satisfied with the entry, select OK and the new value will be entered into the simulation. The overlay is removed from the display.If you are not satisfied with the entry, select AC to clear the complete entry or select DEL to clear the last input. If you select Cancel, the overlay is removed from the display and the parameter reverts to its previous state.

When entering data, you will need to enter the figures exactly as required, except when entering heading values when the leading zeros are not required (030 can be entered as 30). Latitude and longitude values can be entered as N, S, E or W in degrees, minutes, seconds and tenths of second (eg., N42_27’02.0”) (it is not necessary to type the degrees, minutes and seconds symbols). Latitude and longitude will be displayed on the IOS in degrees, minutes and tenths of minutes, regardless of the format used to enter the values on the overlay. For example, a value entered as N42_27’30” will be displayed as N42_27.5.

If the selected parameter has pre-defined maximum and minimum limits, buttons to select maximum and minimum are displayed. If the entered value exceeds the maximum or minimum limits for the selected parameter, the OK function is disabled and the entered value is displayed in red.

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2.4.2. Alphanumeric Keypad

The Alphanumeric Keypad (see below) is displayed automatically when a touchpoint is selected which requires an alphanumeric data input.Two formats of the keypad are available: CDU and PC QWERTY. A button on the keypad will allows selection of the other format.The current entry is shown on the overlay. The display line at the top of the overlay shows the data being entered. When you are satisfied with the entry, select OK and the new data will be entered into the simulation. If you are not satisfied with the entry, select AC to clear the complete entry or select CLR to clear the last input. If you select Cancel, the overlay is removed from the display and the parameter reverts to its previous state.

2.4.3. Multiple Select Pop-Up

A Multiple Select Pop-Up will be displayed automatically if the selected parameter has a number of alternative states (eg., Cloud Type). The Popup (see example below) will display the possible states and will disappear automatically if no input is received within the time frame as defined by the button, or when the user selects a state. Depending on the Windows Scheme, the background will appear transparent (see below) or as a solid rectangle.

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The Multiple Select Pop-Up can also be used to group a number of actions as shown below. In this case the popup will not close after the user has selected an action, but remains open, allowing the selection of another action. In the shown example the user can select and deselect required freezes.

2.5. Buttons

The STEP Instructor Station supports a number of button:

Direct action. When selected, associated function isactivated or deactivated immediately. (In this example,Heavy Weight conditions would be set up).

Variable selection. When selected, displays an overlay toenable the value of the variable to be changed. (In thisexample, the numeric keypad would be displayed to enablea new value for Total Fuel to be entered).

Page selection, indicated by the small arrow at the topright corner of the button. When selected, displays anotherpage. (In this example, the Aircraft Weights page would bedisplayed).

Selecting a button causes that button to change to the relief-effect selected state.When you remove your finger directly from the button, the selection becomesactive.If you slide your finger off the button and then off the screen, the function will notbe selected and the button will revert to its previous state.

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2.6. Colours

Buttons will be displayed in different colours depending on their current condition:

Condition Colour

General Buttons Unavailable Dark GreyNormal Light GreyActive RedWaiting Light Green

Malfunction Button Unavailable Dark GreyAvailable Light Grey

Armed MagentaActive Red

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STEP Page OverviewInstructor Manual FSC B737-300

3. Page Overview3.1. Main Index Page

The purpose of the Main Index Page is that all types of pages (Control, Setup, etc.) can be accessed by the Instructor within maximum two touch inputs.

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Any Instructor can log onto its customer setup and using the one touch input button with the correct password will set up all the defined options for the selected customer.

3.2. Ground Operations Page

This page allows the instructor to setup the simulator for the start or end of a session.

It allows external power and air to be connected or disconnected and quick start of the IRS, APU and Engines.All Doors or individual doors can be selected Open or Close.

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The interaction with the Cabin is available through the Attendants Call buttons.3.3. Pushback Control Page

This page allows the instructor to use a predefined pushback from the "Preselect Pushbacks" panel. When the aircraft is parked at a generic Gate, a Straight pushback can be used ("AFT Push Back" button) or a Left/Right pushback. The AFT pushback will move the a/c backwards for 30 sec.The "Turn Left/Right" button will move the a/c backwards but will turn the heading 90deg. The Left/Right indicates the direction of the a/c Tail

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Status information is provided to assist the Instructor with the progress of the desired pushback.3.4. Fluid Control Page

When the Total Fuel quantity is changed by the instructor, the Fuel Quantity in the Left, Center and Right tanks will be balanced. The Center tank will be filled after the Left and Right tanks have reached maximum capacity.

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When a quantity button is touched, a popup is shown which allows the instructor to input the exact required value. The popup also specifies a min and max value, to prevent entry of invalid data. If no exact value is required, the instructor can also use the slider on the button to vary the value. The slider uses the same min and max values as the input popup.

3.5. Aircraft Weights Page

The Aircraft Weight page allows the selection of: • Zero Fuel Weight of the aircraft or Gross Weight.• Total Fuel Weight of the aircraft or Left, Center and Right Tank. • Center of Gravity.

The graphical representation of the Gross Weight vs CG shows the allowable CG for a given Gross Weight. When touched, the instructor can quickly select a high GW with forward CG. When the selection is valid (inside the yellow area), the "Accept Values" button is available, and touching this button will activate the selected values.

The page also allows to

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• Fuel Balance. This will balances the fuel load between the tanks. This is not done instantaneously to prevent undesirable motion effects.• Select Heavy, Medium and Light Weight. This will setup the weights for a Heavy, Medium or Light Weight departure or landing.

3.6. Ground Traffic Page

This page controls predefined actual moving traffic scenarios. The pre defined traffic scenarios are only available on actual scenes.

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3.7. Environment Setup Pag

This page allows the instructor to control the environment.

The buttons for CAVOK, CIRCLING etc will set several other values on this page to create required setting.

This page also functions as an entrance to several other, environmental related, pages as Turbulance and Windshear.

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3.8. Turbulence Control Page

The 4 types of turbulence can be selected.

The Turbulence percentage is required for all shown types of Turbulence.The default is 0% to prevent sudden motion effects.

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3.9. Windshear Control Page

The windshears will setup a predefined wind profile.As a result, the wind speed and direction will vary, triggering the windshear detection system

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3.10. Microburst Contol Page

This page allows the instructor to select a predefined microburst.As a alternative, the instructor can specify an X and Y offset (from the runway threshold) at which the microburst should occur.Or if a more generic effect is required, an intensity and duration can be selected.

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3.11. Icing Control Page

The Instructor is allowed to control the ice accumulation on various parts of the aircraft based on a percentage of the maximum attainable value. If the probe heaters are on then no ice can build up on the probes

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3.12. Visual Setup Page

This page allows the instructor to turn the visual On or Off.

It also allows the instructor to change the individual light intensity if required. E.g. Turn Stop Bars On or Off, but also decrease the Vasi/Papi intensity to force a Go Around

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3.13. Runway Conditions Page

The instructor can control runway related conditions (i.e. braking action, roughness environmental effects) via this page

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3.14. Wearher Conditions Page

The Instructor can select the various meteorological conditions (i.e. snow, hail, rain, lightning etc.) via this page.

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3.15. TCAS Control Page

The instructor can select a general TCAS scenario type, along with relative bearing the intruder is originating at and type of and the type transponder onboard the intruder aircraft.

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The 5 TCAS scenarios are briefly described in the following section.

1. TA Only (no guidance)2. RA Negative

- This is a “maintain vertical speed”, or “monitor vertical speed” scenario. A red guidance band is provided, but no green “fly-to” range is displayed.3. RA Positive

- Climb or descend guidance is given. Following the guidance will normally complete the scenario without incident.4. RA Strengthening

- Climb or descend guidance is given. Following the guidance will lead to an “increase climb”, or “increase descent” message. Continuing to follow the guidance will result in completion of scenario without incident.

5. Reversal- Positive guidance is given to climb or descend. The intruder will change the sense of its vertical speed such that following the guidance will result in issuance of

guidance commands inverted relative to the initial commands.

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3.16. Communication Page

When the crew selects a communication channel, the channel will flash green. When the instructor selects this channel, it will show in steady green, allowing the instructor to listen on this channel.Private communication can be used so the instructor can communicate with only one of the crew members.

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3.17. Repositions Page

The Reposition Page allows the instructor to quickly select a runway for the current airport and position the Aircraft at the required distance/altitude.

When the "Actual Scenes" button is selected, a folding panel appears, holding the available airports for the selected Customer.If the required airport is not shown, selecting the "Ref Airport ICAO" button will show an ASCII type keyboard, so the instructor can input the required Airport ICAO code.

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3.18. Control Not in Agreement Page

This page is automatically displayed after a reposition has been selected and one of the monitored flight control(s) is(are) not in the defined reposition position

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3.19. Airport Selection Page

All actual modelled scenes are shown on this page.The presently selected airport and runway are also shown on this page.

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3.20. Airport Region Page

This page is intended for an instructor to have his commonly used airports easily accessible.

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3.21. A/C Slew Page

The instructor can slew the altitude, position or heading via this page. The slew functions are only available when there is no flight or total freeze selected.

The altitude direct set function allows the instructor to modify any reposition with a different altitude that the instructor desires. The altitude set function/reposition results in a flight freeze coming on.

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The airspeed direct set function allows the instructor to modify any airspeed with a value that the instructor desires. The airspeed set function results in a flight freeze coming on.

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3.22. Resets Page

When Sim Reset is selected, it will not only activate the Total Reset but also all the resets to the right of the Sim Reset button.

The Total Reset will activate System Reset, and all the resets to the right of the Total Reset button.

The System Reset will activate Electrics Reset, and all the resets to the right of the System Reset button.

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3.23. Maps Page

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Approach Plot

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3.24. Malfunction Index Page

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3.25. Malfunctions Summary Page

The Malfunction Summary pages shows the active and preselected malfunctions.

When the Malfunction Clear button is selected, all malfunctions, active and preselected, will be cleared.

When the button before an active or preselected malfunction is selected, only that malfunction is cleared.

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3.26. Malfunction Pages

This malfunction page shows the Precooler Valve Solenoid on Eng #1 is failed and the Static Port Aux Right is preselected to fail when the IAS rises above 25kts.The activation and selection is done through a popup menu.

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From the popup menu, a description of the Malfunction is available when Malfunction Information is pressed.When the Activate button is used, the malfunction will be activated. (when a value is required for the malfunction, a input box is shown first)When the Clear button is used, the malfunction will reset.

When the Preselect Button is used, a sequence of popup's is presented.

The instructor can select Airspeed ( in kts) or Altitude (AGL) or Altitude (AMSL)After this selection, a trigger direction is required, and finally the trigger value is requested.These will form the trigger criteria as shown on the button.

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3.27. CB Index Page

CB Index page allows the instructor to select a desired CB using its ATA number

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3.28. System CB Page

The CB button allows the instructor to pop a CB..

The normal status of this page shall be that all buttons are shown in a light grey colour.The light grey colour depicts the bus is powered and the CB is pressed in and in its normal position for normal aircraft operation.

When the CB is selected, the button turns Red as the CB pops. A second touch of the button will allow the pilot to reset the CB.

If the CB remains out, the button shows an orange color.If a supplying Bus Power is unavailable then the button shall be dark grey.

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3.29. Customer Options Page

The Customer Options page shows the currently selected options. The EFIS and EGPWS options are visible through separate pages.When the Customer Login button is used, a selection of customers becomes available.When a new customer is selected, a password might be required to actually select this customer.

The FMS options can be directly set on this page.

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3.30. EFIS Options Page

The EFIS options can selected on this page.

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3.31. EGPWS Options Page

The EGPWS options can be selected on this page.

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3.32. Quick Setup Page

The instructor has quick setups with predetermined values available to be selected on this page

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3.33. Snapshot Page

The instructor can select a a snapshot (1 to 10) and then store a current flight or ground situation for future repositioning to save time in his simulator setup.

Using the Recall selection number the instructor can then recall one of his stored snapshots.

This page is a reposition type of page and can be used to save time during specific training scenarios that may need to be repeated

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3.34. Maintenance Index Page

This page shows the maintenance pages available to the sim user.

In principle these pages are used by the technical staff to maintain or debug simulator issues.

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3.35. Pushback Setup Page

This page is used to setup a new actual scene gate reposition with the correct timings and turns.

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3.36. Complaints Overview Page

This page can be used to show to the present open complaints on the simulator.

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3.37. System Maintenance Page

This page is a general maintenance page and is in principle used by the technical staff for debugging or resolving simulator issues.

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3.38. Runway Alignment Page

This page is used by the technical staff to align a new airport that has been installed on the sim.

It can also be used to improve any existing airport approach.

A separate document on how to perform runway/airport alignments can be provided upon request.

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3.39. Simulator Special Control Page

This non standard page was designed to replace some existing push buttons that were removed during this touch screen installation .

The simulator aircraft Sound system can be muted

The Time Compress function can be selected and used from this page

The Hard landing Override function can be selected.

The other buttons added to this page were items found on various pages but were infrequently used but were made accessible to the instructor should he require it.

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3.40. Step Maintenance Page

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This page is designed for the STEP designers to use for maintaining and debugging issues when implementing a the STEP system on a simulator.

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3.41. Visual Generic Runway Page

This page is in development.

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3.42. Visual Test Pattern Page

The visual test Pattern page is a maintenance page required by a user for its regulatory certification process.

The various buttons are described in a separate document required for the visual system regulatory certification.

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STEP List of MalfunctionsInstructor Manual FSC B737-300

4. List of Malfunctions

4.1. General

This document gives a short description of the available malfunctions on the B737-400 simulator.Selections can be made as described in chapter 3.

4.2. ATA 04 Flight

Designation Description Effects

GLASS MOUNTAIN DEGUNUSUAL ATT 60° DN, RIGHT

60° nose down pitch, 80° right bank speed VMO - 20 KTS. Repositions A/C at 60° nose down pitch, 80° right bank, VMO - 20 knots.

UNUSUAL ATT 60° DN, LEFT

60° nose down pitch, 80° left bank speed VMO - 20 KTS. Repositions A/C at 60° nose down pitch, 80° left bank, VMO - 20 knots.

UNUSUAL ATT 45° UP, RIGHT

45° nose up pitch, 60° right bank speed 1.5 VSTALL (level flight).

Repositions A/C 45° nose up pitch, 60° right bank at 1.5 VSTALL speed.

UNUSUAL ATT 45° DN, LEFT

45° nose down pitch, 60° left bank speed VMO - 10 KTS. Repositions A/C 45° nose down pitch, 60° left bank at VMO - 10 knots.

UNUSUAL ATT 30° UP, LEFT

30° nose up pitch, 45° left bank 1.5 VSTALL (level flight). Repositions A/C 30° nose up pitch, 45° left bank, at 1.5 VSTALL speed.

UNUSUAL ATT 30° DN, RIGHT

30° nose down pitch, 45° right bank, speed VMO. Repositions A/C 30° nose down, 45° right bank at VMO speed.

UNUSUAL ATT 60° DN, LEVEL

60° nose down pitch, wings level speed VMO - 10 KTS. Repositions A/C 60° nose down pitch, zero bank angle, at VMO - 10 knots.

UNUSUAL ATT 45° DN, LEVEL

45° nose down pitch, wings level speed VMO Repositions A/C 45° nose down pitch, zero bank angle, at VMO speed.

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4.3. ATA 21 Aircondition and Pressurization


OFF SCHEDULE DESCENT LIGHT ON

OFF SCHEDULE DESCENT light on due to faulty circuitry.

OFF SCHEDULE descent light illuminates when malfunction inserted.

RAPID DEPRESSURIZATION

Cabin window blow out, rate of climb may be 10,000 ft/min until p = 0.5 psid.

Loss of cabin pressure. Appropriate sounds generated.

PACK TURBO FAN CNTRL VLV FAILS CLOSE

Turbo fan control valve fails in closed position due to faulty switching relays.

PACK TRIP OFF light will illuminate when aircraft is on ground at zero or slow airspeed. Light may illuminate on hot day at final approach speed.

PACK VLV FAILS IN LOW FLOW POSITION

Pack flow control and shut off valve fails in low flow position.

Pack switches have no effect on air conditioning flow.

PACK VLV FAILS CLOSED

Pack flow control and shut off valve fails in closed position. Mechanical failure.

Mix valve remains at full cold. Duct pressure will not show any transient.

FEEDBACK OUTFLOW VLV POS INDIC FAILS

No output signal from outflow valve position transducer. Outflow valve position indicator will show power off position . Cabin pressurization remains normal.

OUTFLOW VLV DC MOTOR FAILS

Due to open circuitry. Valve is uncontrollable in MANUAL,DC and STANDBY modes.

PACK TURBINE INLET OVERHEAT SWITCH

Overheat switch falls in open position. Turbine inlet overheat protection lost. Compressor and pack discharge overheat protection are still avail able.

RAM AIR DOOR FAILS Ram air door jams in current position due to faulty actuator. Depending on condition, may cause pack trip due to compressor discharge or turbine inlet overheat. RAM DOOR OPEN light will not illuminate when selecting flap >1°.

FORWARD OUTFLOW VLV FAILS OPEN

Forward outflow valve fails in open position. With one pack operation, outflow valve position indicator shows fully closed.

STANDBY PRESSURE CONTROLLER FAILS

Due to internal failure standby controller inoperative. Standby controls have no effect.

AUTO PRESSURE CONTROLLER FAILS

Internal auto controller failure drives the outflow valve to open.

AUTO FAIL light illuminates. pressure controller trips to standby, STANDBY light illuminates. Cause: pressure roc greater than 2,000 ft/min.

EQUIP COOLING EXHAUST FAN FAILS

Fan motor failure. Equipment cooling EXHAUST OFF light illuminates within 3 minutes depending on ambient conditions.

EQUIP COOLING SUPPLY FAN FAILS

Fan motor failure. Equipment cooling SUPPLY OFF light illuminates within 3 minutes depending on ambient conditions.

PACK TRIP OFF Turbine inlet temperature exceeds limits, pack overheat due to blocked heat exchanger.

Pack valve closes. Mixing valves drive to full cold and pack trip off light illuminates.

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CABIN LEAK VARY Abnormal structural leak, 100% leak = outflow valve capacity.

Cabin may not pressurize depending on the size of the leak selected.

OUTFLOW VLV AC MOTOR FAILS

Due to open circuitry. Valve is uncontrollable in MANUAL, AC and AUTO modes.

AIR TEMP IND FAIL PASS CABIN

Temperature sensor open wiring, no signal to indicator. When switch at corresponding indication, air temperature indicator shows power off position.

ZONE TEMP OVERHEAT Faulty temperature controller drives trim air modulating valve to full open position.

Corresponding zone duct temperature increases. Possibility of corresponding zone temperature, master caution and air cond system annunciator lights illuminate if corresponding duct temperature goes over

FLT DCK CABIN ZONE TEMP CNTRL FAIL

Zone temperature control failure. Flight deck primary failure: - Backup control is used. Flight deck backup: - No backup for flight deck. FWD and AFT failure: - Trim system to zone is closed. - Average temp error is used. When MASTER CAUTION recall is pressed: - Corresponding ZONE light illuminates. - MASTER CAUTION light illuminates. - AIR COND annunciator illuminates.

TRIM AIR VLV FAIL IN POS

Trim air modulating valve stuck in current position. If fails OPEN: - Zone temperature may be above normal. If fail CLOSED: CONT CAB: - No trim air to flight deck. - Left pack is controlled by flight deck, right by cabin. FWD/AFT: - No trim air to affected zone - Left pack is controlled by flight deck. - Right pack is controlled to average cabin zone temp error. When MASTER CAUTION recall button is pressed: - Corresponding ZONE light illuminates. - MASTER CAUTION light illuminates. - AIR COND annunciator illuminates.

TRIM AIR SHUT-OFF VLV FAILS IN POS

Trim air pressure regulating and shut-off valve stuck in current position.

If fail open: - No immediate effects. - Impossible to close valve using the TRIM AIR switch. If fail closed: - At least one zone is normal while other zone temperatures are colder than selection.

RECIRC FAN FAILS Recirculation fan motor failure - No recirculation from affected fan. - Electrival load decreases. PACK TEMP CTL VLV FAIL

Pack temperature control valve stuck in current position. If the MASTER CAUTION system is recalled: - Corresponding PACK light illuminates. - MASTER CAUTION light illuminates. - AIR COND system annunciator light illuminates (valvefails almost fully open) - possibility of corresponding PACK light ON if pack discharge temperature goes over limit (valve fails almost fully open.)

PACK TURBO FAN CNTRL VLV FAILS OPEN

Turbo fan control valve fails in open position. Excessive turbo fan speed. Possible low duct pressure. Inability to start engine if pressure is too low.

AIR TEMP IND FAIL SUPPLY


1. Mar. 2012 Page : 56


STANDBY PRESSURE CONTROLLER FAILAIR TEMP IND FAIL PACK DISCHARGE


AIR CONDITIONING SMOKE

Pack smoke. Smoke escapes from air conditioning outlets. Smoke ceases when malfunction removed.

CABIN VERTICAL SPEED INDICATOR FAILURE

Cabin vertical speed indicating dial fails in current position. Indicator does not respond accordingly to other environment indications.

CABIN ALTITUDE INDICATOR FAILURE

Cabin altitude indicating dial fails in current position. Indicator does not respond accordingly to other environment indications.

OUTFLOW VLV CLOSES Inadvertent closure of outflow valve. Excessive descent rate on the cabin roc indicator. Outflow valve is controllable in manual ac or manual dc.

FORWARD OUTFLOW VLV FAILS CLOSED

Forward outflow valve fails in closed position. At low altitude, outflow valve indi cator will indicate a more open position.

PACK CONTROL FAIL Internal pack control failure Corresponding PACK, MASTER CAUTION and AIR COND annunciator lights illuminate if the master caution system is recalled. (Applicable to each pack primary and standby controls.)

1. Mar. 2012 Page : 57


4.4. ATA 22 Auto Flight


FCC ALT HOLD MODE FAIL

FCC will not switch to ALT HOLD mode. Channel A or B is unable to engage the ALT HOLD mode. The mode disengages if engaged.

FCC G/S MODE FAIL FCC fails to capture glide slope. Channel A or B does not capture glide slope. FCC HDG MODE FAIL FCC will not switch to HDG SELECT mode. Channel A or B is unable to engage the HDG SELECT mode. The

mode disengages if engaged. FCC LNAV MODE FAIL FCC will not switch to LNAV mode. Channel A or B is unable to engage LNAV mode. The mode

disengages if engaged. FCC V/S MODE FAIL FCC will not switch to V/S mode. Channel A or A is unable to engage V/S mode. The mode disengages if

engaged. FCC VNAV MODE FAIL FCC will not switch to VNAV mode. Channel A or B is unable to engage VNAV mode. The mode

disengages if engaged. YAW DAMPER FAIL Power supply monitor fails. Yaw damper light illuminates, Yaw damper inoperative. FCC LVL CHG MODE FAIL

FCC will not switch to LVL CHG mode. Channel A or B is unable to engage the LVL CHG mode. The mode disengages if engaged.

FCC GA MODE FAIL FCC fails to switch to GO-AROUND mode. By failing the G/A mode on either channel A or B below 2,000 ft of radio altitude, all the engaged modes reset, and both A/P levers drop to off (if engaged in dual command). If in F/D only approach, F/D A or B does not engage in G/A mode.

MODE CONTROL PANEL FAILS

Arinc output bus to computer failure. The MCP does not communicate with the affected computer. Information entered on the MCP are not recognized by the affected computer.

A/P ROLL CWS FAILURE CWS roll transducer failure. No output signal. Any force applied on the wheel has no effect on the aileron while in cws mode.

A/P PITCH CWS FAILURE CWS pitch transducer failure. No output signal. Any force applied on the column has no effect on the elevator while in CWS mode.

FLIGHT CONTROL COMPUTER FAILS

FCC failure. A/P A or B does not engage. Channel disconnects, if engaged. F/D flag comes in view.

SPEED TRIM FAIL Monitor failure. Speed trim system A or B inoperative. If both systems failed, speed trim fail light illuminates. If only one system failed, speed trim fail light illuminates if the system annunciator panel is pressed.

ATS SWITCHING A/T system will not switch into another mode. A/T system is unable to switch to another mode. TRP FAILS Thrust rating panel failure. power to panel fail CB1020. The thrust rating panel goes blank.

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MACH TRIM FAIL Monitor failure. Mach trim system A or B inoperative. If both systems failed, MACH TRIM FAIL light illuminates. If only one system failed, mach trim fail light illuminates if the system annunciator panel is pressed.

FCC ALT ACQ MODE FAIL

FCC will not switch to ALT ACQ mode. Channel A or B is unable to engage the ALT ACQ mode and the selected altitude is not captured.

ATS AUTO DISCONNECT FAILURE

A/T system will not disconnect automatically on touchdown after 2 seconds.

A/T system will not disconnect automatically on touchdown after 2 seconds.

TO/GA SWITCH FAILS Open wiring. No command to AFDS and A/T system. A/T DISENGAGE SWITCH Open wiring. Auto throttle disengage switch fails to disengage engaged A/T system. A/P DISENGAGE SWITCH Open wiring. Autopilot disengage switch fails to disengage engaged FCC. DISPLACED LANDING VARY

Displaced landing variable: -100% = 30m left +100% = 30m right

The aircraft touches down with a deviation of up to 30m from the runway centerline.

A/P LEVER DROPS TO OFF

Autopilot lever drops to off. A/P A or B engaged lever drops to off and remains locked.

A/T SYSTEM SPEED OFFSET

Auto throttle system exceeds selected speed with +30 kts. A/T does not track the selected speed when engaged in speed mode but maintains selected speed plus 30 knots.

FCC VOR/LOC MODE FAIL

FCC fails to capture VOR/LOC. Channel A or B does not capture VOR/ LOC.

FCC ON COURSE MODE FAIL

FCC fails to localizer on course. The localizer on course performance for channel A or B is decreased. Flare arm annunciation does not come on.

ATS FLARE A/T system will not retard throttles on the engagement of flare.

A/T will not retard throttles on the engagement of flare.

FCC AUTOLAND FAIL No flare mode. Channel A or B annunciates flare arm but does not flare. FCC FAILURE (NO FLARE)

No flare arm mode. Synchronization error between FCC A and B elevator commands

Single channel approach: No effect.Dual channel approach:Malfunction activated before before 1300 ft: No flare arm indication at 1300 ft. At 350 ft both A/P's disconnect.Malfunction activated after 1300 ft. Flare arm will remain displayed. At 350 ft both A/P's disconnect.Effects for both FCC's are the same.

FCC FAILURE (AUTOLAND)

Autoland monitors fail. Both A/P disengage if the aircraft is in dual approach configuration. Otherwise there is no effect.

A/P STABILIZER RUNAWAY

Latched trim detector. Stabilizer runs away in direction of last trim demand.

ATS SYNCHRO No output from power lever angle synchro. A/T performance degraded, throttles hunt to hold the selected speed (A/T disconn when flare arms if throttles split by more than 10 deg).

1. Mar. 2012 Page : 59


4.5. ATA 23 Communications


HF 1 FAILURE Antenna coupler fails in tuned frequency. Until a new HF frequency is tuned the reception and transmission are normal from crew to the instructors on HF 1. after a new HF frequency is tuned a permanent tuning tone is present and no reception and no transmission possible between the crew and the instructor on HF 1.

VHF COMMUNICATION WEAK AND NOISY

Reception quality reduced due to noisy and weak transmission of ground station.

Reception of instructor on VHF comm1 (2, 3) is weak and noisy.

VHF COMM TRANSRECEIVER (T)

Transmitter failure. No transmission possible from crew to instructors on VHF com 1 (2, 3). Crew reception of instructors on VHF comm 1 (2, 3) is normal.

VHF COMM TRANSCEIVER (R)

Receiver failure. No reception possible from instructors on VHF comm 1 (2, 3). Transmission on VHF comm 1 (2, 3) to instructors is normal.

1. Mar. 2012 Page : 60


4.6. ATA 24 Electrics


CSD OIL INLET TEMPERATURE VARY

Variable oil inlet temperature indication ±100% = ±160°C.

GENERATOR ZONE 2 FAULT

Differential fault due to short circuit on generator bus (zone 2).

GCU protection trips GCR and GCB. APU or GND PWR cannot take over respective generator bus. GND service bus can be powered.

GENERATOR ZONE 1 FAULT

Differential fault due to short circuit between generator and GCB (zone 1).

GCU protection trips GCR and GCB for engine generators. For APU generator, APU GCR and both GBs are tripped. APU or GND PWR can power respective generator bus.

APU GENERATOR FREQUENCY VARY

APU RPM varies 10%. GCU protection trips both APU GBs.

GENERATOR FREQUENCY VARY

Frequency variable ±100% = ±40 Hz deviation. GCU protection trips GCB for the faulty generator If value exceeded the limit. (Under frequency: 370 Hz) (Over frequency: 425 Hz)

GENERATOR VOLTAGE VARY

Voltage variable +100% = ±40 volts deviation. GCU protection trips GCR and GCB for the faulty generator. Both APU GBs trip if APU voltage varies and if value exceeded the limit. (Under voltage: 100 volts) (Over voltage: 132 volts)

CSD DISCONNECT FAIL Disconnect solenoid coil open wire. Cannot disconnect CSD from engine drive. RESIDUAL VOLTS indicates normal (15V to 19V) when generator in non-excited state.

GEN OFF BUS Generator failure due to field diodes failure. GEN OFF BUS light illuminates, GCB trips. If BUS TRANS switch ON, then the opposite engine generator supplies the transfer bus under the failed generator.

CSD OIL RISE TEMP VARY

Variable oil rise temperature +100% = ±30°C.

GENERATOR CB FAILS IN CLOSED POS

GCB fails in closed position. Engine Generators. Cannot select APU or EXT PWR for the GEN BUS at which the GCB has failed. GCR can still trip and bus transfer can still occur in the event of generator failure. APU Generator. Cannot select ENG GEN or EXT PWR for the GEN BUS at which the APU CB has failed. Interlocking of APU GCB also falls. In air, APU power cannot be applied to the GEN BUS with the working GCB.

CSD OIL LEAKAGE Oil system leakage, complete oil loss in 5 minutes. Oil loss. CSD temperature increases slowly to maximum, low oil pressure light will illuminate.

CSD DRIVE SHAFT FAIL Drive shaft broken. Protection circuit operates. LOW OIL PRESSURE light illuminates. Residual voltage is zero.

CSD LOW OIL PRESS LIGHT ON

False CSD low oil press warning due to faulty low oil press switch.

CSD LOW OIL PRESSURE light illuminates.

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CSD HIGH OIL TEMP LIGHT ON

CSD OIL TEMPERATURE HIGH light illuminates due to faulty cooling system.

Temperature excessive after some delay. Temperature rise causing oil temperature to exceed operating limit and HIGH OIL TEMP light to illuminate.

STBY PWR OFF LIGHT ON

AC standby bus not powered due to popped CB C29 and auto standby power relay stuck in closed position.

STANDBY PWR OFF light illuminates when STANDBY PWR switch at OFF or AUTO. AC STANDBY BUS is powered and STANDBY PWR light extinguishes when BAT STANDBY power is selected.

TRANSFER BUS OFF Respective transfer relay tripped and locked in neutral (mid) position.

TRANSFER BUS OFF light illuminates, no transfer possible.

GENERATOR BUS OFF Respective engine GCB, APU GB and EPC tripped and locked in open position.

GEN OFF BUS and BUS OFF lights illuminate. TRANSFER BUS OFF light extingulshes BUS TRANS switch in AUTO and opposite GEN BUS powered.

CSD GOVERNOR MALFUNCTION

CSD governor malfunction alternating a frequency decrease to 390 Hz in 2s, restoring to 400 Hz in the next 2s and a 4 second steady 400 Hz indication.

Oil temperature rise indication increasing 20°C above normal in 5 minutes. Oil inlet temperature increasing 30°C in same period.

STATIC INVERTER FAIL No output from static inverter. BATTERY BUS cannot supply AC power to 115V AC standby bus. STBY POWER OFF light illuminates when STBY PWR switch is on BAT.

DC AMMETER FAILURE No indication on DC ammeter due to open circuit. No indication on DC ammeter for sys tem affected. AC GENERATOR AMMETER FAILURE

No indication on AC ampere meters due to open circuit. No indication on AC ampere meters.

BATTERY CHARGER XFER RELAY STUCK IN POS

Battery charger transfer relay stuck in current position. No charging possible if appropriate bus is unpowered (NORMAL: GND SER VICE bus, ALT: MAIN BUS 2).

BATTERY CHARGER FAIL

No output from battery charger. Charging circuit failure. Fails to charge battery.

BATTERY VOLTAGE VARY

Battery voltage variable ±100% = ±20V deviation. DC VOLT METER at BAT will show varia

BATTERY OVERHEAT Battery thermal runaway. Trips BAT OVERHEAT RLY, thus cutting power to the battery charger. BAT is only power source for HOT BAT BUS.

TR3 DISCONNECT RELAY FAILS IN OPEN POS

TR3 disconnect relay falls in open position due to interrupted control power.

TR3 cannot supply 28V DC BUS 1 in case of TR1 or TRANSFER BUS 1 failure.

EPC VOLT AND FREQUENCY

Voltage and frequency variable ±100% = ±30 V and 30 Hz deviation.

BPP overvoltage protection trips EPCRs (and thus EPCs) after inverse time delay. Under voltage protect (>±2s).

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XFMR RECTIFIER FAILS Transformer rectifler failure, no output. DC BUS 1 powered from TR3 and TR2. DC BUS 2 powered from TR3 and TR1. If XFR BUS switch OFF, DC buses powered from their respective TRs. If XFR BUS switch ON, DC buses stay in parallel. BATTERY BUS powered from battery.

GENERATOR CB FAILS IN OPEN POS

GCB fails in open position. GCB OPEN: GCB locks open. GCB CLOSED: Spurious tripping of GCB. GCB is locked open.

28V AC BUS XFMR FAIL No output from 28V AC transformer. Appropriate bus not powered. GND SERVICE RELAY STUCK IN POS

Ground service relay stuck in current position. If stuck on, GND SERVICE BUS PWRD from CB 812 regardless of EXT PWRD contactor status. If stuck off, GND SERVICE BUS PWRD from AC BUS 1 CB 813, regardless of GND SERVICE switch condition.

XFER RELAY FAILS IN ALTERNATE POS

Transfer relay fails in alternate The TRANSFER BUS under the failed position. GEN BUS. Power is supplied by the opposite GEN BUS. BUS TRANS switch has no effect.

XFER RELAY FAILS IN NORMAL POS

Transfer relay fails in normal position. The TRANSFER BUS under the failed relay cannot transfer its source to the opposite GEN BUS in case of its own GEN BUS OFF. BUS TRANS switch has no effect.

EPC FAILS IN CLOSED POS

EPC fails in closed position. Engine or APU generator cannot supply the GEN BUS for which the EPC has failed. GEN OFF BUS light will stay illuminated.

EPC FAILS IN OPEN POS EPC fails in open position. External power cannot supply the GEN BUS for which the EPC has failed. GND PWR AVAILABLE light stays illuminated as long as EXT PWR is plugged in.

GALLEY LOAD VARY Galley load variable 100 % = 170 A At 100 %, the load is applied as follows: 50 A on Galley 2 channel 35 A on Galley 1 channel 50 A on Galley 5 channel connected to GEN bus 1 50 A on Galley 2 channel connected to GEN bus 2

On ground with APU powering buses, galley is shedded when load exceeds 162 A.

XFMR RECTIFIER OUTPUT VARY

Output variable ±100% = ±150 amp deviation.

1. Mar. 2012 Page : 63


4.7. ATA 26 Fire Protection


ENG OVHT/FIRE DET INOP FAULT TEST

System fails to pass FAULT/INOP test. If OVHT DET switch selected to NORM or to the affected loop, FAULT light does not illuminate on FAULT/INOP test.

WHEEL WELL OVERHEAT

Main wheel well fire detector activated. FIRE WARN lights illuminate. Bell sounds. WHEEL WELL light illumi nates.

ELECTRICAL FIRE Smoke escapes from electrical smoke outlets. Smoke ceases when-malfunction removed.

FIRE HANDLE UNLOCK SOL FAILS

Solenoid fails to unlock fire handle. Mechanical override to be used.

ENG 1 and ENG 2 FIRE HANDLE cannot be pulled in case of engine overheat or engine fire unless mechanical override is used. APU FIRE HANDLE cannot be pulled in case of fire unless mechanical override is used.

ENG BOTTLE DISCHARGE LIGHT ON

Bottle overpressure diaphragm blown. Bottle discharges and DISCHARGE light illuminates after respective delay. SQUIB test unsatisfactory.

ENG FIRE EXTING BOTTLE (2 SQUIBS)

Fire extinguisher bottle will not discharge due to faulty cartridge. SQUIB test unsatisfactory.

Engines: Appropriate bottle will not discharge when FIRE HANDLE rotated on the appropriate side. SQUIB test unsatisfactory. APU: Bottle will not discharge when handle rotated left or right. SQUIB test unsatisfactory.

WHEEL WELL FIRE TEST FAILS

Test relay failure. WHEEL WELL light does not illuminate on OVHT/FIRE test.

APU DETECTOR TEST FAILS

Monitor failure. APU DET INOP light does not illuminate on FAULT/INOP test.

APU DETECTOR INOP Detector failure APU DETECTOR INOP light illuminates. APU DET INOP light illuminates. MASTER CAUTION lights (2) illuminate. OVHT/DET annunciator illuminates.

LAVATORY SMOKE Smoke in lavatory. LAVATORY SMOKE light illuminates. MASTER CAUTION lights illuminate

ENG OVHT/FIRE DET INOP FIRE TEST

System fails to pass OVHT/FIRE test. If OVHT/DET switch is selected to NORM or to the affected loop, appro priate ENG FIRE HANDLE and OVERHEAT lights do not illuminate on OVHT/FIRE test. If both loops selected for the same engine, FAULT light illuminates.

UNEXTING. APU FIRE APU fire, will not extinguish until malfunction removed. FIRE WARN lights illuminate. Bell sounds. APU FIRE HANDLE light illuminates. APU shuts down automatically. Fire unextin guishable.

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APU FIRE APU fire, will extinguish automatically 15 seconds after fire extinguisher bottle discharged.

FIRE WARN lights illuminate. Bell sounds. APU FIRE HANDLE light illu minates. APU shuts down automatically. Fire will extinguish 15 seconds after bottle is discharged.

UNEXTINGUISHABLE ENG FIRE

Engine fire, will not extinguish until malfunction removed. Appropriate ENG OVERHEAT and ENG FIRE lights Illuminate. Appropriate MASTER CAUTION, OVHT/DET and FIRE WARN ANNUNCIATOR lights illuminate. Fire bell sounds. Fire unextin guishable.

ENGINE FIRE (1 BOTTLE) Engine fire, will extinguish automatically 15 seconds after one fire extinguisher bottle discharged.

Appropriate ENG OVERHEAT and ENG FIRE lights illuminate. Appropriate MASTER CAUTION, OVHT/DET and FIRE WARN ANNUNCIATOR lights illuminate. Fire bell sounds. Fire will extinguish 15 seconds after 1 bottle is discharged.

ENGINE OVERHEAT Engine overheat due to bleed duct leak, upstream bleed control valve.

Appropriate ENG OVHT light illumi nates. MASTER CAUTION and OVHT/DET ANNUNCIATOR lights also illuminate.

1. Mar. 2012 Page : 65


4.8. ATA 27 Flight Controls


FLAP EXCESSIVE FRICTION

Failure of automatic greasing system Maximum flap extention: - Normal: 25º - Alternate: 10º

ALTERNATE FLAP DRIVE MOTOR FAILS

Alternate trailing edge flap drive motor failure. TE flaps in alternate mode freeze in position.

TRAILING EDGE FLAP FAILS

Trailing edge flap transmission sheared. Appropriate flap will jam in position. Flap asymmetry protection will freeze other side's movement. Left outboard flap falls in position. Left inboard and outboard flaps fail in position. Right inboard and out board flaps fail in position. Right outboard flap fails in position.

FLAP POSITION IND FAILS

No output from faulty flap position transmitter. TE devices work normally until asymmetry protection will become active.

FLAP CONTROL LEVER FAILURE

No output from flap control lever due to broken cable. TE and LE devices remain in position, alternate extension available. Asymmetry shut off solenoid energizes to open the bypass value.

LEADING EDGE FLAP FAILS

Leading edge flap jammed in current position. Appropriate flap freezes in position.

FEEL DIFF PRESS LIGHT ON

Elevator feel differential pressure light illuminates due to faulty differential pressure switch.

Light illuminates. Systems unaffected.

LEADING EDGE STBY DRIVE SOV FAILS

Valve fails in current position. If valve fails in normal mode, standby mode not available. If valve fails in alternate mode, normal mode not available.

SURFACE POSITION IND FAIL

No output from surface position transmitter. Surfaces move normally but indicators remain fixed.

RUD PRES LMT VLV FAILS IN CLOSED POS

Rudder Pressure Limiter Valve fails in closed position This malfunction should be inserted only after passing 1000 ft climbingWhen descending through 700 ft at landing, the rudder pressure valave, which is failed in the closed (limiting) position. The Hydraulic pressure on system A remains reduced at 1500 psi. The A system Flight Controls Low Pressure Warning lamp will Iluminate upon descending through 700 ft, or when an engine fails, or when both radio altimiters fail. Pilot action should be to switch on Stby rudder for system A

AUTOSLAT COMPUTER FAILURE

Autoslat computers fail. If one computer fails, autoslats continue to operate normally. AUTO SLAT FAIL light, MASTER WARNING and FLT CONT system warning lights illuminate on recall. If both computers fail, autoslat inoperative, AUTOSLAT FAIL light, MASTER WARNING and FLT CONT system warning lights illuminate immediately.

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SLAT FAILURE Slat jammed in current position. Appropriate slat freezes in position.TRAILING EDGE FLAP BYPASS VLV FAILS

Valve fails in current position. If valve fails closed, only alternate drive available. If valve fails open, normal drive still available with no asymmetric protection.

GROUND SPOILER CONTROL VLV FAILS

Valve fails in current position. Ground spoilers fail in current position dependent on isolation valve condition.

STBY RUDDER SOV FAILURE

STBY RUDDER shutoff valve fails in current position. When failed closed: Loss of A and B systems, cannot enter standby mode. Low pressure lights remain on. When failed open: Rudder remains in standby mode and low pressure lights remain off. If switches A and B are in ON position or low pressure lights turn on if switches in boost off position.

AUTOSLAT CTL VLV FAIL

Both control valves stuck in current position. Autoslat computers are not able to move the LE slats from mid extend to full extend when aircraft approaches a stall

FLAP CTL VLV FAIL IN POS

Flap control valve stuck in current position. In normal mode TE flaps remain in their current position even if flap lever is moved.

LE CTL VLV FAIL IN POS LE control valve stuck in current psition. LE flaps and slats remain in their current position even if flap lever is moved.

SPEED BRAKE DO NOT ARM LIGHT ON

Internal system malfunction detected. Speed brakes DO NOT ARM light illuminates, when speed brake lever selected to arm.

RUDDER TRIM POSITION IND FAILS

Rudder trim position indicator failure due to open wiring. Full rudder trim control available but indicator remains fixed in position.

STABILIZER A/P TRIM FAILS

A/P cruise stabilizer trim actuator fails. No A/P cruise trim available but manual trim available and electrical trim functions normally.

LE FAILS TO EXTEND LE control valve fails in closed position. by alternate flap system.

Causes loss of normal control of LE devices. The devices may be extended

RUDDER PEDAL NOSEWHEEL STEERING JAMMED

Steering control rod jammed in current position. Nosewheel steering impossible via rudder pedals.

STABILIZER MAIN TRIM FAILS

Stabilizer main electric trim actuator fails. No electrical trim, but manual trim available and A/P cruise trim available.

LE SLAT #1 NO TRANSIT LTRUDDER HARD OVERSPOILER PANEL FAIL Spoiler panel fails in current position. Appropriate spoiler fails in last position. Adverse roll effects.AILERON CONTROL JAMMED

Aileron cable system between captain's control wheel and feel and centering mechanism jammed in current position.

Captain control wheel jammed >12 . Extra force applied to F/O control wheel provides roll control from the spoiler system only, when wheel turns > 12 .

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FLT SPOILER CONTROL JAMMED

Cable between aileron transfer mechanism of F/O control wheel and spoiler mixer jammed in current position.

Flight spoilers jammed. Force ap plied to captain's control wheel provides roll control from the aileron system only. Movement > 12 : (a) Captain extra force required (b) F/O control wheel jammed.

ELEVATOR CONTROL JAMMED

Elevator cable system jammed in current position. Pitch control through stabilizer system only. Control columns jammed.

RUDDER CONTROL FAILS

Cable system between rudder aft quadrant and rudder pedals (RA, RB) broken.

Rudder primary control fails - inputs to rudder available by rudder trim mechanism.

RUDDER FEEL AND CENTERING UNIT JAMMED

Rudder feel and centering unit jammed in current position. Solid jam, no rudder available through pedals or trim.

STABILIZER RUNAWAY Runaway due to faulty electrical control system. Stabilizer runs away at first actuation of trim switches. Manual and A/P trim system remain possible.

RUDDER TRIM FAILS Rudder trim actuator fails. No rudder trim available.

AILERON TRIM FAILS Aileron trim actuator fails. No aileron trim available.

ELEVATOR FEEL UNIT JAMMED

Feel unit stuck in current position, Column forces do not vary with feel pressure.

STABILIZER JAMMED Stabilizer jammed in current position. Stabilizer wheel frozen.SPEED BRAKE LEVER ACTUATOR FAIL

Faulty speed brake lever actuator, stuck in position. No auto-extension/-retraction.

AILERON JAMMED Aileron stuck in position due to jammed cable (ABSB, ABSA).

Only one aileron operational, decreased aileron effectiveness. Extra force required to break shear bolts in aileron bus drum.

ELEVATOR CABLE BROKEN

Elevator system cable broken. Columns are free. No elevator control from manual input.

AILERON FWD BUS FAILS

Aileron forward bus cable broken. Captain's wheel controls ailerons, F/O's controls spoilers only through the lost motion device. Link between wheels is broken.

FLIGHT SPOILER SYSTEM FAILS

Flight spoiler system cable (AA, AB) broken. No spoilers available. Ailerons unaffected.

AILERON SYSTEM FAILS Aileron system cable (AA, AB) broken. No manual input from captain or F/O to ailerons. F/O wheel controls spoilers only through the lost motion device.

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4.9. ATA 28 Fuel


FUEL QTY IND No correct indication due to input signal failure. Indication frozen.CENTER TANK PUMP CHECK VLV

Inadvertent transfer of fuel into center tank from respective main tank 1 and 2.

With center tank appropriate booster pump OFF, fuel under pressure flows into center tank at 3000 kg/hr. Switching center tank appropriate pump ON blows CB for that pump if fuel under pressure is flowing in reverse through the check valve

FUEL MANIFOLD LEAK VARY

Fuel manifold leak at variable rate, 100% = 2000 kg/hr. (Upstream of fuel shutoff valve.)

TANK LEAK Fuel leak from tank at variable rate 100% = 5000 kg/hr.FUEL TEMP IND VARY Fuel temp. ind. var, ±100% = ±50 C.ENG FUEL SOV FAILS IN POS

Engine fuel shutoff valve jammed in current position. If valve open, no valve closure pos sible by fire handle or cutoff lever, if closed no start possible. FUEL VALVE CLOSED light illuminates brightly if cutoff lever position disagrees with valve position.

CROSSFEED VLV FAILS IN POS

Crossfeed valve fails in current position. VALVE OPEN light illuminates brightly if switch position disagrees with valve position.

FUEL TANK PUMP FAIL Fuel tank pump failure. LOW PRESS light illuminates if appro priate pump switch is on. No feed from pump.

FUEL TEMP IND FAIL No output from fuel temperature sensor. Gauge frozen in position.

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4.10. ATA 29 Hydraulics


AILERON SYS A LEAKAGE

Leakage between system A flight control module and lower aileron power control unit (rate 1 GPM).

Leak on system A when respective flight control switch is ON.

PTU CONTROL VLV FAILS IN POS

PTU control valve fails in current position. No supply available if valve closed.

FLUID SOV FAILS IN POS Fluid shutoff valve fails in current position. If valve open, fluid available to EDP pump. If valve closed, only EMP available.

HYDRAULIC SYSTEM PRESSURE IND FAIL

No output from hydraulic system pressure transmitter. Indicator frozen at last transmitted pressure value.

HYDRAULIC SYSTEM QTY IND FAIL

No output from reservoir quantity transmitter. Indicator reads zero quantity.

EDP DEPRESS VLV FAIL Open circuit to depressurization solenoid. System still pressurizes when appropriate switch selected to OFF.FIT CONTROL LOW PRESSURE SW FAILS ON

Flight control low pressure switch fails in on. Appropriate LOW PRESSURE light illuminates when flight control switch is not in standby rudder position.

HYDRAULIC FAIL QTY LOSS

Hydraulic reservoir fluid level decreases to zero due to an uncontrollable leak from reservoir. High leak rate of 60 GPM.

Hydraulic quantity reduces to zero. PUMP LOW PRESSURE lights illuminate at appropriate oil levels. If leak in STBY reservoir only: System B quantity reduces to 4.95 gallons (70% full) with subsequent warning and indication.

FLT SPOILERS SYS B LEAKAGE

Leakage between system B flight control module and flight spoilers 2 and 7 (rate 1 GPM) in return line.

Leak on system when spoilers 2 and7 are moving. Leakage stops when selecting respective flights spoilers switch to OFF.

FAULTY PUMP LOW PRESSURE SWITCH

Pressure switch fails on. Appropriate LOW PRESSURE lights stay on.

AILERON SYS B LEAKAGE

Leakage between system B flight control module and upper aileron power control unit (rate 1 GPM).

Leak on system B when respective flight control switch is ON.

HYDRAULIC PUMP PRESSURE VARY

±100% = ±3000 psi. Hydraulic pump outlet pressure variable.

STBY RUDDER SYS LEAKAGE

Leakage between HYD standby system modular unit and standby rudder power control unit (rate 1 GPM).

Leak on standby system when standby system has been selected (auto or manual).

HYD LEAK LANDING GEAR TRANSFER UNIT

Hydraulic leak downstream of the landing gear transfer unit. Leak rate 2 GPM.

Hydraulic quantity reduces in the appropriate hydraulic system. Gears work normally. Complete loss of SYS B prevented by the low quantity sensor which de-energizes the landing gear transfer valve (when selected for ALT nosewheel steering).

FLT SPOILERS SYS A LEAKAGE

Leakage between system A flight control module and flight spoilers 3 and 6 (rate 1 GPM) in return line.

Leak on system when spoilers 3 and6 are moving. Leakage stops when selecting respective flights spoilers switch to OFF.

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EMP SYSTEM OVERHEAT

Electric motor pump case. Circuit temperature sensor activated.

Appropriate PUMP OVERHEAT light illuminates.





HYDRAULIC FAIL QTY SLOW LOSS

Hydraulic reservoir fluid level decreases to zero due to an uncontrollable leak from reservoir. 100% is 60 GPM.

Hydraulic quantity reduces to zero. PUMP LOW PRESSURE lights illuminate at appropriate oil levels. If leak in STBY reservoir only: System B quantity reduces to 4.95 gallons (70% full) with subsequent warning and indication.

POWER XFER UNIT FAILURE

PTU motor pump shaft broken. No supply available from PTU.

EMP SYSTEM FAILURE Electric motor pump disintegrated. LOW PRESSURE light illuminates with applicable transients. LOW PRESSURE light illuminates with applicable transients. LOW PRESSURE light illuminates if pump is running.

LOSS OF RESERVOIR PRESSURIZATION

Due to faulty depress valve failure of reservoir pressurization.

Above 10,000 feet, hydraulic quantity indication increases to maximum instrument reading due to foaming. Both hydraulic pumps cavitate causing loss of system pressure with illumination of all lights associated with system failure. Descending below 10,000 feet, the foaming subsides and system functions normally with the quantity indication back to normal.

SYSTEM A RESERVOIR PARTIAL FLUID LOSS

Leakage between EDP 1 and SYS A pressure module (rate 1 GPM).

LOW PRESSURE lights illuminate at appropriate oil levels. Leak does not go below standpipe level (1.84 gallons). Leak stops if pump off.

SYSTEM A RESERVOIR FLUID LOSS

Leakage between ELEC 2 HYD PUMP and SYS A pressure module (rate 1 GPM).

LOW PRESSURE light illuminates at appropriate oil levels. System A quantity reduces to zero. Leak stops if pump off.

SYSTEM B RESERVOIR PARTIAL FLUID LOSS

Leakage between EDP 2 and SYS B pressure module (rate 1 GPM).

LOW PRESSURE light illuminates at

SYSTEM B RESERVOIR FLUID LOSS

Leakage between ELEC 1 HYD PUMP and SYS B pressure module (rate 1 GPM).

LOW PRESSURE lights Illuminate at appropriate oil levels. Leak does not go below standpipe level (1.06 gallons). Leak stops if pump off.

STANDBY SYS RESERVOIR FLUID LOSS

Leakage between ELEC HYD STBY SYS pump and HYD STBY SYS modular unit (rate 1 GPM).

System B quantity reduces to 4.95 gallons with subsequent warnings and indication (LOW PRESSURE and LOW QUANTITY lights). Leak stops if pump off.

HYDRAULIC PUMP OVER- PRESSURE

Hydraulic pump pressure regulator failure, permitting excessive pump pressure of 3500 psi.

Pressure rises to relief valve pres sure.

ENGINE EDP FAILURE Engine driven pump drive shaft broken. LOW PRESSURE light illuminates with applicable transients.4.11. ATA 30 Ice and Rain Protection

1. Mar. 2012 Page : 71



P/S HEAT FAILURE Heating element fault. Captain P/S 1 AUX STATIC light in view. F/O STATIC 2 AUX P/S light in view. F/O P/S 2 AUX STATIC light in view. Captain STATIC 1 AUX P/S light in view. If icing conditions are selected: a) If upper-left heater alone fails, then: Captain pitot eventually blocks, therefore captain: Indication Climbing Descending Mach & A/S overread underread b) fails, then: F/O pitot eventually blocks, F/O indication as part (a) c) If lower-left heater alone fails, then: AUX 1 pitot probe eventually blocks d) If lower-right heater alone fails, then: AUX 2 pitot probe eventually blocks e) If both upper-left and lowerright heaters fail, then: both pitot and static probes for captain eventually block Captain mach, A/S, VMO and altimeter become sluggish and eventually freeze f) If both upper-right and lowerleft heaters fail, then: F/O instruments act as part (e)

COWL A/I VLV FAIL OPEN

Engine cowl TAI shutoff valve fails in open position. Normal anti-ice operation is observed and COWL VALVE OPEN light is illuminated dim when ENG ANTI-ICE systemis when switched OFF.

COWL A/I VLV FAIL CLOSED

Engine cowl TAI shutoff valve fails in closed position. Anti-ice operation is not observed and COWL VALVE OPEN light illuminates brightly when ENG ANTI-ICE system is switched ON, and is unlit when switched OFF.

COWL OVER PRESSURE LIGHT ON

Engine nose cowl TAI pressure regulator valve fails in open position causing activation of overpressure switch.

COWL OVERPRESSURE light illuminates and is accompanied by illuminationof MASTER CAUTION and ANTI-ICE SYSTEM annunciator lights. COWL VALVE OPEN light illuminates brightly if anti-ice duct pressure > 75 psig due to throttle setting.

STATIC PORT PLUGGED FOD obstructing static port. Static blockage (when both left and right ports are blocked). INDICATION CLIMBING DESCENDING Mach underreads overreads Airspeed underreads overreads VMO freezes freezes Altimeter freezes freezes IVSI will respond to rapid vertical acceleration, but oscillates and eventually stabilizes around zero.

WINDOW HEAT PWR TEST FAILS

Test failure due to open circuitry. ON light fails to illuminate on power test with appropriate switch set to ON.

WINDOW HEAT OVHT TEST FAILS

Test failure due to open circuitry. OVERHEAT and ON lights fail to illuminate on overheat test with appropriate switch set to ON.

WINDOW OVHT Window overheat detected due to faulty controller. OVERHEAT light illuminates and power is removed.TEMP PROBE HEAT FAIL Heating element of TAT probe fault. Heat probe blocks if icing conditions are selected. The temperature

indication freezes causing incorrect SAT/TAS indication.

1. Mar. 2012 Page : 72


PITOT HEAT FAIL Heating element fault. Elevator pitot blocks if icing conditions are selected. Control forces Q-feel affected.

PITOT TUBE PLUGGED FOD obstructing pitot tube. Pitot blockage causes: INDICATION CLIMBING Mach overreads underreads Airspeed overreads underreads IVSI normal normal Altimeter normal normal VMS normal normal Flap load relief system affected when both auxiliary pitots plugged.

PRECOOLER VLV SOLENOID FAIL

No input from TAI system to provide maximum cooling. When A/I switch is selected to ON and A/C is on ground, wing duct heats up faster, causing the cycle valve to close faster.

WING ANTI-ICE VLV FAILS OPEN

Wing TAI shutoff valve fails in open position. When A/I switch is selected from ON to OFF, A/I VALVE OPEN light illuminates from dim to bright and remains bright. No transient in duct pressure. When A/I switch is on and A/C is on ground, overheat valve cycle protection does not operate; W/body overheat may occur.

WING ANTI-ICE VLV FAILS CLOSED

WING TAI shutoff valve fails in closed position. When A/I switch selected to ON, A/I VALVE OPEN light illuminates and remains bright. No transient in duct pressure occurs.

ALPHA VANE HEAT FAIL Heating element fault. Angle of attack frozen if icing is selected and are than 50% auto-slot affected.

1. Mar. 2012 Page : 73


4.12. ATA 31 Instruments and Warning systems


MACH A/S WARNING TEST FAILS

Test fails. Warning checker remains silent when VMO/MMO exceeded.

RIGHT RECORDER TEST FAILS

Test unsatisfactory. Defective test switch.

STALL WARNING TEST FAILS

Test fails. Appropriate on ground test switch fails to activate respective stick shaker.

1. Mar. 2012 Page : 74


4.13. ATA 32 Landing Gear and Brakes


NOSEWHEEL STEERING ACTUATOR FAILS

Nose gear steering actuator fails in disengaged position. No hydraulics available for nosewheel steering. Nosewheel free to caster and no steering available.

LDG GEAR LEVER STUCK

Gear lever stuck in current position. Stuck in up: Normal extension not possible. Manual extension not possible unless HYD SYST A depressurized. Stuck in off: Manual extension possible. Stuck in down: Gear cannot be raised.

LDG GEAR LK UP FAILS Landing gear will not lock up due to faulty lock actuator. During gear retraction, sequence GEAR red light remains illuminated. LDG GEAR LK DN FAILS Landing gear will not lock down due to faulty lock actuator. During extension sequence, GEAR red light remains illuminated.

Green light remains extinguished. Gear extends normally but does-not lock. Gravity extension possible, but gear does not lock down.

LDG GEAR CUR POS Landing gear fails in current position due to faulty gear actuator.

Gear unlocks but does not extend or retract. GEAR red light remains illuminated. Manual gear extension not possible.

LDG GEAR LEAK Leak on upside of gear actuator. Landing gear retraction is slower as the pressure decreases. Appropriate leak on hydraulic system. Normal extension.

LDG GEAR COLLAPSE Landing gear collapse. Appropriate gear locks down hydraulically or manually and collapses on ground with appropriate swing and associated noises. Green light ex tinguishes. Red light illuminates.

NOSE GEAR DN LK IND FAILS

Respective panel gear downlock indication fails to open wiring from lock sensors.

Gear extends and locks down normally. Green light remains extinguished.

GEAR UNLOCK IND FAILS

Respective panel gear unlock indication fails due to open wiring from lock sensors.

During gear retraction sequence gear retracts and locks normally. No red light. During gear extension sequence, gear extends and locks normally. No red light.

AIR SENSING PROX SW FAILS

Open wiring from right main gear air sensing proximity switch.

Main gear air sensing relays never energized. Landing gear cannot be selected UP unless override trigger is used.

AIR GND SENSING CABLE BROKEN

Right main gear AIR/GND teleflex cable broken. Stuck in the Air: Right main gear ground relays never energized. Stuck on Ground: Right main gear air relays never energized. Gear lever cannot be selected UP unless override trigger is used.

NOSEWHEEL STEERING CABLE JAMMED

Cable between tiller and control valve jammed in current position.

Tiller jammed at last input. No steering available.

LDG GEAR XFER VLV JAMMED

Landing gear transfer valve fails in current position. Valve fails open: PTU affected if gears are moving to UP position and autoslat operating while PTU is operating. Valve fails closed: Gears operate on system A only.

NOSE WHEEL SHIMMY

1. Mar. 2012 Page : 75


LDG GEAR FLOW LMT BYPASS VLV FAILS

Valve fails in current position. Valve fails open: No protection for autoslat operation during gear activation. Valve fails closed: Gear flow limited to 5.5 GPM, gear retraction is 3 times slower.

ANTI-SKID INOP LIGHT ON

False warning. ANTI-SKID INOP light illuminates, no other effects.

ANTI-SKID INOP LIGHT ON

ANTI-SKID inoperative light on due to faulty wheel speed transducer.

ANTI-SKID INOP light illuminates. Above 18 knots, no braking on the affected wheel. Below 18 knots, no anti-skid protection on the affected wheel. If anti-skid is switched off brakes work normally without antiskid protection. If A/B was armedit disarms automatically. Flight spoilers should be affected.

AUTO BRAKE DISARM LIGHT ON

AUTOBRAKE DISARM light on due to failure of system power.

AUTOBRAKE DISARM light illuminates if A/B switch is not in OFF position. No autobraking available:

BRAKE PRESSURE IND NO INPUT

No input to HYD BRAKE PRESSURE indicator due to open wiring.

Hyd brake pressure indicator reads last value.

WHEEL BRAKE INOP Wheel brake inoperative. Actuator fails. Renders appropriate brake inoperative. TIRE BLOWN Muffled tire explosion, assymetric drag due to wheel rotation, high

frequency vibration after liftoff, reducing in frequency as wheel slows down. Landing effects as appropriate.

PARKING BRAKE VLV FAIL

Parking brake valve fails in current position. Parking brake lever has no effect. ANTI-SKID INOP light illuminates when lever position and valve position disagree.

AUTOBRAKE DISARM LIGHT REMAINS ON

Caused by autobrake solenoid valve switch failure. AUTOBRAKE DISARM light illuminates irrespective of AUTOBRAKE switch position. No autobraking available.

BRAKE ACCUMULATOR ISOLATION VLV FAILS

Isolation valve fails in current position. Valve fail in isolation mode. Isolation valve is closed by depressurizing system B with system A pressurized. Failing the valve and depressurizing system A isolates the fully charged accumulator and no pressure is available for brake. Valve fail in normal mode. Depressurizing system B depressurizes brake accumulator, no transfer to system A.

BRAKE ACCCUMULATOR DIAPHRAGM PUNCTURED

Accumulator diaphragm punctured. Brake pressure follows system pressure. Brake pressure indicator reads zero. Normal braking available if appropriate hydraulic system pressurized.

AIR GND SENSING PROX SW FAILS

Open wiring from ground sensing proximity switch. Nose gear: Nose ground relays never energized. Right main gear: Right main gear ground relays never energized. No effect on landing gear latch relay.

1. Mar. 2012 Page : 76


4.14. ATA 34 Navigation


ILS DN/R TEST FAILURE ILS test failure, no DOWN/RIGHT deviation signal. Activating ILS TEST does not produce G/S DOWN or LOC RIGHT indication.

DME RECEIVER FAIL No output signal due to faulty interrogator. Loss of DME audio. DDRMI DME flags in view. EHSI DME blanks. ADF TEST FAILS Test failure. All ADF outputs remain unaffected. ADF receiver does not go through the test sequence when test is

activated. DME TEST FAILS Test fails, dashes remain in view. DDRMI DME dashes in view. EHSI DME blanks. VOR RECEIVER FAIL VOR receiver failure. No output. Loss of VOR audio. RDDMI BRG pointer frozen. RDDMI BRG

pointer warning flag in view. EHSI VOR flag in view. EHSI DEV bar and scale removed.

RMI CARD FAIL One wire to heading card synchro Interrupted. No HDG valid. HDG flag in view. HDG card frozen. RDDMI FAIL Internal instrument failure. All flags in view. No HDG or BRG data valid. ILS LOCALIZER RECEIVER FAIL

ILS locallzer receiver failure. Loss of ILS audio. EADI, EHSI LOC localizer pointers blank.

ADF RECEIVER FAIL No output signal due to receiver failure. EHSI ADF pointers blank. Loss of ADF audio. EHSI ADF flag in view.

ILS UP/L TEST FAILURE ILS test failure, no UP/LEFT deviation signal. Activating ILS TEST does not produce G/S UP or LOC LEFT indicator.

TAS/SAT IND FAILSILS LOC INTERFERENCE VAR

Vehicle traversing plane of localizer. Signal variable +100% = 150 µA RIGHT -100% = 150 µA LEFT Distance to threshold: 0 - 30 nm Time duration: 0-10s.

LEFT/RIGHT fluctuation of localizer beam by ±2.0 dots Rate and limits: 3 cycles/s, ±2.0 dots for ±100%.

ILS GLIDE SLOPE RECEIVER FAIL

ILS glide slope receiver failure. Loss of ILS audio. EADI, EHSI G/S glide slope pointers blank.

ILS RECEIVER G/S DEV SIGNAL VAR

ILS receiver glide path deviation signal variation 100% = 150 µA. + = Above glide path - = Below glide path

Glide slope pointer on ILS indicators is offset from previous indication by input amount (max = 2 dots).

ILS GLIDE SLOPE INTERFERENCE VAR

Vehicle traversing plane of glide slope. Signal variable. +100% = 150 µA above -100% = 150 µA below

Above/below fluctuation of glide slope. By ±2.0 dots Rate and limits: 3 cycles/s. ±2.0 dots for ±100%.

MARKER BEACON RECEIVER FAILS

Receiver failure. MKR lights go off (if ON). Loss of MKR audio.

ATC TRANSPONDER FAULT

ATC transponder falls to operate on interrogation due to internal fault. control panel for selected system.

With ALT RPTG switch to ON, code blanks, letter F appears on ATC

INSTR COMPARATOR FAIL

Monitor power failure. Pitch and roll comparator function flag in view.

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ILS RECEIVER LOC DEV SIGNAL VARY

ILS receiver localizer deviation signal variation 100% = 150 µA. + = Right of LOC BEAM - = Left of LOC BEAM

Localizer pointer on ILS indicators is offset from previous indication by input amount (max = 2 dots).

1. Mar. 2012 Page : 78


4.15. ATA 34A Flight Instruments


ALPHA VANE OFFSET Mechanical damage of alpha vane. +/- 100% is +/- 20 deg. All alpha vane related indications reflect offset of alpha vane signal. RADIO ALTIMETER FAILS

Radio altimeter indication fails. Instrument inoperative with effects on associated system, EADI RA display blanks and RA flag in view. All modes of the GPWS are inoperative, INOP light illuminates. The Rising Runway Symbol on EADI fails to indicate radio altitude when RA altitude below 200' AGL.

SBY ALTIMETER FAILS Indicator stuck In current position. Unreliable altimeter indication. MACH - A/S IND FAILS Internal instrument fault. All indications freeze and associated warnings appear. MACH - A/S IND SP BUG FAILS

Speed bug command open wiring. Flags in view. Indicators frozen. Speed bug still operable manually.

STANDBY AIRSPEED IND FAILS

Speedscale frozen in current position. Unreliable airspeed pointer indi cation.

EFIS MACH/A/S IND FAILS

Speed data bus command open wiring. Flags in view. Indicator blanks.

STBY ATT IND FAILS Failure of standby horizon causing slow toppling before flag appears.

Gyro decelerates and topples.

TAS/SAT IND FAILS Internal instrument failure. Blank display. VSI FAILS Internal instrument fault. Pointer zeros. Flags in view. ALTIMETER FAILS Internal instrument fault. Altimeter freezes and associated warnings appear. AIR DATA COMPUTER FAILS

Total failure. Failure of ADC, causing failure in dication on associated instruments. Airspeed, Mach, true airspeed and SAT all in error.

EHSI DU OVERHEATED Critical operating temperature sensed within the DU. All raster generated symbology disappears after 30 seconds from the corresponding EHSI.

EADI V3 VIDEO (BLUE) FAILURE

Color code line 1 broken. The corresponding EADI displays mixed colors.

EADI V1 VIDEO (RED) FAILURE

Color code line 2 broken. EADI display turns monochromatic cyan.

EADI V2 VIDEO (GREEN) FAILURE

Color code line 3 broken. EADI display turns monochromatic magenta.

EHSI V3 VIDEO (BLUE) FAILURE

Color code line 1 broken. Same as item 1 for EADI.

EHSI V1 VIDEO (RED) FAILURE

Color code line 2 broken. Same as item 2 for EADI.

EHSI V2 VIDEO (GREEN) Color code line 3 broken. Same as item 3 for EHSIs. 1. Mar. 2012 Page : 79


FAILUREEADI CRT FAILS Loss of EADI information. EADI CRT blanks. EHSI CRT FAILS Loss of EHSI information. EHSI CRT blanks. SYM GENERATOR FAILS Failure of the EFIS symbol generator. Both EADI and EHSI on affected side blank. EADI DU OVERHEAT Critical operating termperature sensed within the DU. All raster generated symbology disappears after 30 seconds. AIR DATA COMPUTER FAULTY DATA BUS

No input from TAT probe due to faulty A6 board. True airspeed, true outside air temperature, static air temp. IRS wind display differs from correct value.

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4.16. ATA 34E EGPWS


EGPWS Computer Fails EGPWS Computer fails EGPWS Computer has a power failure . No aural warning. GPWS light doesnot illuminate . GPWS system test switch inoperative.

EGPWS TERRAIN RELAY fails

EGPWS Terrain Relay fails to switch to Terrain TERRAIN RELAY fails causing loss of terrain map display. EGPWS functions further normally

EGPWS FALSE MODE 2 WARNING

EGPWS RA input failure FALSE MODE 2 WARNING is produced by a rising terrain to egpws only and will achieve a height of 100 ft below the aircraft

4.17.

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4.18.4.19. ATA 34F Flight Management System


FMC FAILURE Power to FMC fails. FMC shuts down. FMC (fail) display, FAIL (amber), annuncia tor on CDU L and R, FMC ALERT light (amber) indication on pilot's panel.

CDU FAIL CDU power failure. CDU display blanks.

1. Mar. 2012 Page : 82


4.20. ATA 34I Inertial Reference System


IRS FAULT IRS overheat due to faulty ventilation. All IRS outputs become invalid, MSU FAULT light illuminates. IRS FAILS TO ALIGN IRS latitude comparison failure. IRS will not go into NAV mode, MSU ALIGN MODE light flashes

after 4.5 minutes of alignment. IRS DATA BUS 3 FAIL Failure of IRS data bus 3. IRS outputs to ISDU, FMC, weather radar, auto-throttle and alternate

FCC fail. Respective VSI also fails if opposite IRS BUS 1 is failed. IRS DATA BUS 2 FAIL Failure of IRS data bus 2. IRS outputs to FCC fail. IRS DATA BUS 1 FAIL Failure of IRS data bus 1. IRS outputs to instruments fail. Respective VSI will also fail if opposite

IRS BUS 3 is failed. IRS HDG ERROR IRS heading error due to sensor drift, variable 100% = 180°

heading. Heading on EHSI reflects error inserted.

IRS ROLL ERROR IRS roll error due to sensor drift, variable 100% = 90° bank. Roll on EADI reflects error in serted. IRS PITCH ERROR IRS pitch error due to sensor drift, variable 100% = 90°

pitch. Pitch on EADI reflects error inserted.

IRS DRIFT, E/W VARY IRS E/W velocity drift, variable 100% = 3nmi/5 min. IRS position drifts In an E/W direction at the selected rate. IRS DRIFT, N/S VARY IRS N/S velocity drift, variable 100% = 3nmi/5 min. IRS position drifts in a N/S direction at the selected rate. IRS NAV MODE FAIL IRS fails in NAV mode only. NAY MODE ONLY outputs fail. IRS functions as per ATT mode. IRS DC FAIL IRS backup power failure. MSU DC FAIL illuminates. If IRS was running on backup power, it

shuts down and MSU FAULT light illuminates.

1. Mar. 2012 Page : 83


4.21. ATA 34T TCAS


TCAS COMPUTER FAILS TCAS computer power failure. TCAS computer power failure. TCAS Fail indication on both EHSI's No intruders will be displayed.

TCAS False Intruder Warn TCAS computer failure. TCAS false intruder warning no actual intruder but warnings are givenTCAS Audio Callouts Failed TCAS voice failure. TCAS audio callouts are disabled. Intruders will be visible but no aural

warnings will be heard. TCAS further works correctlyTCAS RA Failed TCAS failure of RA function. TCAS Resolution Advisory function is failed. No guidance is

presented. Only aural warning heard may be TRAFFIC, TRAFFIC and CLEAR OF CONFLICT

Transponder 1 Failed TCAS transponder #1 fails Transponder 1 fails. ATC transponder fails to operate on interrogation dues to internal fault. Control panel for selected system. With ALT RPTG switch to ON, code blanks letter F appears on ATC. TCAS Off indication appears on both EHSI's

Transponder 2 Failed TCAS transponder #2 fails Transponder 2 fails. ATC transponder falls to operate on interrogation due to internal fault. control panel for selected system. With ALT RPTG switch to ON, code blanks, letter F appears on ATC. TCAS Off indication appears on both EHSI's

A

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4.22. ATA 34W Weather Radar


WX RADAR ANT SCAN FAIL

Loss of antenna azimuth movement. All weather returns frozen.

WX RADAR ANT TILT FAIL

Loss of antenna elevation Tilt control inoperative.

RADAR OUTPUT BUS FAILURE

Loss of output to the left/right EHSI. Weather returns removed from the appropriate display. Failure message is generated.

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4.23. ATA 35 Oxygen


OXYGEN MASK SUPPLY FAILS

Faulty oxygen mask/regulator assembly inhibits oxygen supply.

No oxygen in the selected mask.

CREW OXY BOTTLE VLV FAILS

Supply valve (fwd cargo compartment) After recidual oxygen is used no oxygen is available for all masks.

ALT PRESS SWITCH FAILS

Aneroid mechanism falls to operate switch when exceeding 14,000 ft cabin altitude (defective cabin altitude switch).

No automatic operation at 14,000 feet cabin altitude.

CREW OXYGEN PRESS IND VARY

Pressure indication variable +100%= ±1000 psi.

CREW OXYGEN PRESS IND FAIL

No output to oxygen pressure indicator due to faulty pressure transmitter.

Oxygen pressure indicator frozen in position.

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4.24. ATA 36 Pneumatics


APU BLEED AIR MANIFOLD LEAK

Leak in APU manifold. Up-stream check valve. APU FIRE HANDLE illuminates after some delay.

WING BODY OVHT Bleed air leak in pneumatic manifold in wing leading edge. 30% duct capacity rupture. Possible loss of regulation duct pressure. WING/BODY OVERHEAT light illuminates after a delay.

BLEED VLV FAILS CLOSED

Pressure regulator and shut off valve fail in closed position. Duct pressure indicator shows zero when bleed switch is turned from off to on.

BLEED VLV FAILS OPEN Pressure regulator and shut off valve fail in open position. Duct pressure Indicator shows overpressure only if valve was full open before malfunction was inserted, mechanical failure.

OVERHEAT TEST FAIL Open circuitry in test wiring. WING/BODY OVERHEAT light does not illuminate when pressing the W/BODY OVERHEAT test switch.

BLEED AIR ISOLATION VLV FAILS TO OPEN

Bleed air isolation valve fails in closed position. Duct pressure indicator does not respond normally to bleed panel switch position. Engine crossbleed start impossible.

BLEED AIR ISOLATION VLV FAILS TO CLOSE

Bleed air isolation valve fails in open position. Duct pressure indicators show similar pressure indication in all bleed condition.

PNEUMATIC DUCT PRESSURE VARY

Pneumatic pressure indication variable ±100% = ±75 psi. Internal pressure regulator failure causing offset in regulated pressure. +75 psi will occur only with high engine RPM.

BLEED TRIP OFF LIGHT ON

Engine bleed air overheat detection due to temperature sensor. Temperature drifts to setting lower than precooler regulation temperature.

BLEED TRIP OFF light illuminates. Duct pressure drops to zero.

APU AIR PRESSURE VARY

APU bleed air pressure variable ±100% = ±50% of actual value.

APU regulated source pressure drifts from normal. Duct pressure indicator will vary accordingly.

ENG BLEED AIR MANIFOLD LEAK VARY

Manifold leak in engine pylon strut cavity OVHT detector switch activated. Variable 100% = 30% duct capacity.

Duct pressure indicator might show lower than regulated pressure. OVERHEAT light illuminates after a delay depending on ambient conditions.

APU BLEED VLV FAILS TO OPEN

APU bleed valve failed in closed position. No pneumatic pressure from APU. Dual bleed light will remain extinguished in all configurations.

EXT AIR PRESSURE VARY

Ground cart air pressure variable ±100% = ±50 psi. Faulty ground cart might prevent normal ground cart engine start.

BLEED AIR CHCK VLV FAILS TO OPEN

Bleed air check valve failed in closed position. Duct pressure indicator remains at 29 psig when engine RPM is increased.

BLEED AIR CHCK VLV FAILS TO CLOSE

Bleed air check valve failed in open position. Produces back flow into the engine. Engine performance is affected.

1. Mar. 2012 Page : 87


HIGH PRES MODUL. VLV FAILS TO OPEN

HP modulating valve failed in closed position. At low engine RPM, duct pressure is lower than normal.

HIGH PRES MODUL. VLV FAILS TO CLOSE

HP modulating valve failed in full open position. At higher engine RPM overpressure protection might be activated in the engine duct causing a bleed valve trip, and BLEED VALVE TRIP OFF light to illuminate.

PRECOOLER CONTROL VLV

Precooler control valve runs to full open due to faulty sensor.

Duct temperature Is lower than normal. Air conditioning mix valve position is hotter than normal.

PNEUMATIC DUCT PRESSURE IND FAILS

Output signal of pneumatic pressure transmitter interrupted. Duct pressure indicator remains locked in current position.

APU BLEED AIR MANIFOLD LEAK

Leak in APU manifold. Up-stream check valve. APU FIRE HANDLE illuminates after some delay.

WING BODY OVHT Bleed air leak in pneumatic manifold in wing leading edge. 30% duct capacity rupture. Possible loss of regulation duct pressure. WING/BODY OVERHEAT light illuminates after a delay.

BLEED VLV FAILS CLOSED

Pressure regulator and shut off valve fail in closed position. Duct pressure indicator shows zero when bleed switch is turned from off to on.

BLEED VLV FAILS OPEN Pressure regulator and shut off valve fail in open position. Duct pressure Indicator shows overpressure only if valve was full open before malfunction was inserted, mechanical failure.

OVERHEAT TEST FAIL Open circuitry in test wiring. WING/BODY OVERHEAT light does not illuminate when pressing the W/BODY OVERHEAT test switch.

BLEED AIR ISOLATION VLV FAILS TO OPEN

Bleed air isolation valve fails in closed position. Duct pressure indicator does not respond normally to bleed panel switch position. Engine crossbleed start impossible.

BLEED AIR ISOLATION VLV FAILS TO CLOSE

Bleed air isolation valve fails in open position. Duct pressure indicators show similar pressure indication in all bleed condition.

PNEUMATIC DUCT PRESSURE VARY

Pneumatic pressure indication variable ±100% = ±75 psi. Internal pressure regulator failure causing offset in regulated pressure. +75 psi will occur only with high engine RPM.

BLEED TRIP OFF LIGHT ON

Engine bleed air overheat detection due to temperature sensor. Temperature drifts to setting lower than precooler regulation temperature.

BLEED TRIP OFF light illuminates. Duct pressure drops to zero.

APU AIR PRESSURE VARY

APU bleed air pressure variable ±100% = ±50% of actual value.

APU regulated source pressure drifts from normal. Duct pressure indicator will vary accordingly.

ENG BLEED AIR MANIFOLD LEAK VARY

Manifold leak in engine pylon strut cavity OVHT detector switch activated. Variable 100% = 30% duct capacity.

Duct pressure indicator might show lower than regulated pressure. OVERHEAT light illuminates after a delay depending on ambient conditions.

APU BLEED VLV FAILS TO OPEN

APU bleed valve failed in closed position. No pneumatic pressure from APU. Dual bleed light will remain extinguished in all configurations.

EXT AIR PRESSURE VARY

Ground cart air pressure variable ±100% = ±50 psi. Faulty ground cart might prevent normal ground cart engine start.

1. Mar. 2012 Page : 88


BLEED AIR CHCK VLV FAILS TO OPEN

Bleed air check valve failed in closed position. Duct pressure indicator remains at 29 psig when engine RPM is increased.

BLEED AIR CHCK VLV FAILS TO CLOSE

Bleed air check valve failed in open position. Produces back flow into the engine. Engine performance is affected.

HIGH PRES MODUL. VLV FAILS TO OPEN

HP modulating valve failed in closed position. At low engine RPM, duct pressure is lower than normal.

HIGH PRES MODUL. VLV FAILS TO CLOSE

HP modulating valve failed in full open position. At higher engine RPM overpressure protection might be activated in the engine duct causing a bleed valve trip, and BLEED VALVE TRIP OFF light to illuminate.

PRECOOLER CONTROL VLV

Precooler control valve runs to full open due to faulty sensor.

Duct temperature Is lower than normal. Air conditioning mix valve position is hotter than normal.

PNEUMATIC DUCT PRESSURE IND FAILS

Output signal of pneumatic pressure transmitter interrupted. Duct pressure indicator remains locked in current position.

1. Mar. 2012 Page : 89


4.25. ATA 49 APU


APU STOP SWITCH FAILS Defective switch. APU shuts down by pulling fire handle. APU switch OFF does not shut down APU. APU can only be shut down by fire handle.

APU LOW OIL PRESSURE Oil pressure decreases below 25 psig due to faulty lube pump.

LOP light illuminates and APU shuts down after a period of time.

APU FAULT LIGHT FALSE WARNING

APU oil temperature sensor fails. FAULT light illuminates and APU shuts down.

APU OVERSPEED Fuel valve runaway to full open due to wiring short. APU OVERSPEED light illuminates. APU accelerates past overspeed threshold due to fuel valve failure and shuts down. APU becomes locked out until fault removed.

APU OIL QTY LOSS VARY

APU oil quantity loss 100% = 2 qt/min. APU MAINT light and eventually low oil pressure light illuminates. After a period of time APU shuts down.

APU FUEL SOV FAILS IN POS

APU fuel shut off valve fails in current position due to open wiring.

Fuel valve does not open on start. If failed open, inlet door does not close.

APU MAINT LIGHT FALSE WARNING

APU low oil quantity switch fails in closed position. MAINT light illuminates. APU does not shut down

APU EGT IND FAILURE No input signal to EGT indicator. EGT indicator freezes in last indicated position. However, APU EGT remains normal.

APU LOW AIR SUPPLY APU bleed air pressure decreases by 25 psi due to a SCV failure.

APU regulated source pressure drifts from normal. Duct pressure is indicated accordingly.

APU STARTER MOTOR FAILS

APU starter motor drive shaft shears. If malfunction inserted: (a) Before APU master switch START, APU does not start (low startercurrent). (b) Before 10% rpm, APU does not start, starter current drops and voltage increases on DC METER as shaft shears until starter time out. (c) Above 10% rpm, APU starts (low current on battery indicators). Starter cuts out at 50% rpm.

APU STARTER RELAY FAILS IN POS

Faulty starter relay fails to engage or disengage APU starter motor.

APU starter does not disengage during an APU start. APU will not start when malfunction inserted before APU start.

APU OVERSPEED PROT CIRCUITRY FAILS

Faulty hardware of overspeed circuitry. APU shuts down normally and OVER SPEED light illuminates.

APU INLET DOOR JAMMED

Inlet door jammed in current position. APU does not start during a normal startup with door jammed in a not fully open position and start switch is left at ON.

APU HUNG START Faulty fuel controller. APU ignites however EGT remains considerably low. APU shuts down due to a no acceleration fault. APU FAULT light illuminates

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APU INCREASING EGT Due to turbine malfunction, EGT increases to 710 deg C within 1 minute if APU is running with a pneumatic load.

Due to turbine deteriation EGT increases as fuel flow increases. ECS packs continue to operate normally. Bleed valve modulation fails.

APU EGT VARY Due to turbine malfunction a progressive increase of EGT occurs. 100% = 500°C deviation.

Due to turbine deterioration EGT increases as fuel flow increases. ECS packs continue to operate normally.

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4.26. ATA 52 Doors


DOOR WARNING LIGHT ON (SWITCH)

False warning due to faulty sensor or switch. -Pressurization possible. DOOR WARNING light illuminates.

1. Mar. 2012 Page : 92


4.27. ATA 72 Power Plant


ENG ACCELERATION VARY

Engine acceleration variation 100% = 10 times slower than normal.

Engine parameters respond more slowly than normal to commanded power changes.

ENG EFFICIENCY VARY Engine efficiency variation discrepancy between fuel flow and other engine parameters ±100% typical ±20% thrust variation.

Engine performs more/less efficiently according to instructor control.

ENG GOVERNOR FAIL Fuel controller governor shaft sheared. Engine accelerates to maximum power setting. Thrust lever movement has no effect.

ENG BEARING FAIL Bearing deterioration. Increase in vibration levels sensed by vibration system after a delay: OIL FILTER BYASS light illuminates.

ENG ACCESSORY DRIVE SHAFT FAILS

Engine accessory drive shaft sheared. Fails mechanical drive with consequent loss of services; i.e., N2 tachometer fail, Hydraulic and CSD accessories, PMC input signal lost (PMC fail). Engine flames out. Ground starter has no effect when engaged.

ENG BIRDSTRIKE VAR VIBR OPP ENG

Engine is struck by large bird. Particles of damaged engine are sucked in by other engine.

On failed engine same effects as birdstrike malfunction. On other engine only increased vibration. Amount of vibration is determined by malfunction value. 100 % is same as failed engine.

ENG BIRDSTRIKE Engine is struck by large bird. Same effects as for engine stall, with increased vibration. ENG ROTOR STUCK Mechanical failure. In case N1: loss of power, accompanied by EGT increase. in case N2:

Fuel flow going to zero with an engine flameout. ENG OFF IDLE STALL Choked compressor. Engine does not accelerate when placed at a power setting above idle,

%N1, %N2, EGT and fuel flow at idle may differ.END HUNG START Fuel controller malfunction. Fuel flow half normal when starting. N1 and N2 hang up just above

starter cutout RPM (approximate 51% N2 to 55% N2). EGT hangs up at intermediate value.

ENG HOT START Fuel controller malfunction. When engine is started EGT rises rapidly and remains above start limits due to higher than normal fuel flow.

ENG SEPARATION Engine falls off. Engine instruments and indications reflect loss of signal. PMC INOP and MASTER CAUTION lights illuminate. Hydraulic, electrical, pneumatic systems behave appropriately. Engine ancilliary equipment (starter, anti-ice, etc.) behave appropriately. Flight dynamics reflect loss of mass of engine and zero thrust.

ENG STALL Engine compressor stalls. N1 and N2 fluctuate randomly with associated compressor stall noises. EGT rises to overheat conditions.

1. Mar. 2012 Page : 93


ENG SEIZURE Engine seizes, main bearing collapsed. Simulates a main bearing collapse. Results in motion system vibrations which vary as a function of N1. N1 and N2 fall rapidly to zero, FF to minimum, EGT to decay. Drag effect if airborne.

ENG FLAME OUT Unconditional engine flame out. Engine flames out. Fuel flow goes to zero. N1 and N2 decrease as per system performance.

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4.28. ATA 73 Engines – Fuel and Control


MAIN ENG CONTROL CDP

CDP sensor line to fuel controller falls. Sensed P3 at FCU falls to ambient. Accel/decel fuel flow behaves accord ing to model. Effects as per model Include eventual engine flameout at sea level conditions due to low fuel flow, and engines attaining minimum idle conditions at higher altitude configuration, as per ATM.

MAIN ENG CONTROL T25 T25 sensor failure. Loss of T25 signal to FCU. Effects are a slower acceleration and slightly quicker deceleration.

ENG FUEL PUMP FAILS Engine fuel pump drive shaft sheared. Fuel flow goes to zero, followed by engine flameout. FUEL FLOW IND FAIL No output from fuel flow transmitter. Indicator pointer is at zero and does not change position with power

changes. Numeric display goes blank. FUEL FLOW IND VARY Fuel flow Indication variation ±100% = ±5,000 kg/hr. Fuel flow variation on indication only. 100% = 5,000 kg/hr. FUEL SHUTOFF LEVER FAIL

No signal to MEC due to frozen cable. If failed in OFF position, fuel is unable to flow into engine. If failed in ON position, fuel will not stop to flow into engine

PMC FAILURE No input from T1,2 temperature sensor. PMC INOP light illuminates, accompanied by MASTER CAUTION lights. Engine parameters behave as PMC trim signal is lost.

FUEL FILTER BYPASS LT ON

Fuel filter clogged. FUEL FILTER BYASS light illuminates above idle fuel flow.

IDLE CNTRL SOL FAILS IN FLIGHT IDLE

Engine ground idle solenoid open wiring. MEC fails in flight idle.

Engine parameters do not reach values less than those in a flight idle con figuration.

IDLE CNTRL FAILS IN GROUND IDLE

Engine idle control fails in ground idle position. LOW IDLE light illuminates if aircraft configuration requires a flight idle setting (flaps > 25° or thermal anti-ice system ON and aircraft in the air) MASTER CAUTION light illuminates.

1. Mar. 2012 Page : 95


4.29. ATA 74 Engines – Starting


ENG STARTER VLV OPEN LIGHT FAILS

Starter valve switch gives no output signal. START VALVE OPEN light fails to illuminate when start valve is open.

ENG STARTER DUCT RUPTURE

Starter duct rupture downstream starter valve. Start valve cycles continuously on/ off due to large pressure drop.

ENG STARTER EFFICIENCY REDUCED

Reduced starter efficiency. Engine pneumatic starter turbine blades damaged.

N2 hangs up below starter cutout rpm. if fuel is not cut off, EGT continues to rise above start limit of 725°C.

ENG STARTER DRIVE SHAFT SHEARED

Engine pneumatic starter drive shaft sheared. Normal indications during valve opening except no N2 rotation.

ENG START RELAY 35% N2

Premature opening of starter cutout switch at 35% N2. Engine start switch moves to OFF position at 35% N2, rather than 46%.

ENG START RELAY OPEN N2 tachometer starter cutout switch fails in open position. Engine start switch does not hold in GND position. ENG START RELAY CLOSED

N2 tachometer starter cutout switch fails in closed position. Engine start switch does not relax to off at 46% N2.

ENG IGNITION FAIL Engine ignition exciter fails. Engine does not light-off when start is attempted on applicable system. STARTER VLV FORCED CLOSED

Starter valve stuck in closed position. Engine cannot be started using pneumatic source.

STARTER VLV FORCED OPEN

Starter valve fails in open position (i.e. moves uncommandod to open position).

Engine START VALVE OPEN light illuminates. During start, duct pres sure does not return to original pressure after starter cutout.

1. Mar. 2012 Page : 96


4.30. ATA 76 Engines – Controls


ENG THRUST LEVER STAGGERS

Increased friction causes thrust lever positon to stagger when auto throttle is engaged.

Autothrottle performance decreased.

ENG THRUST LEVER JAMMED

Thrust lever stuck in position Thrust setting can not be changed

1. Mar. 2012 Page : 97


4.31. ATA 77 Engines – Indicating


VIBRATION IND FAIL ENG (FAN)

No output signal from engine fan vibration transducer. Vibration indicator pointer indicates below zero mark.

ENG VIBRATION IND VARY

Vibration monitor indication variation ±100% = ±5 units deviation.

Faulty vibration indication.

EGT IND FAIL Internal indicator power failure. As per instrument power failure. EGT IND VARY EGT indication variable ±100% = ±500°C deviation. Faulty EGT indication. N2 TACH TRANSMITTER FAIL

TACH transmitter coil open circuitry. No signal output from pins 5 and 4.

N2 needle and digital indication goes to zero. Vibration monitor reads N2 input of zero.

N2 IND FAIL Internal indicator power failure. As per instrument power failure. N2 IND VARY Engine N2 indication variation ±100% = ±100% deviation. Faulty N2 indication. N1 SPEED TRANSMITTER FAIL

Speed transmitter coil open circuitry, no signal output from pins 1/22 and. 2/21.

N1 needle and digital indication goes to zero. N1 input to IDLE CONTROL goes to zero. Vibration monitor reads an N1 input of zero. Vibration indicator shows off-scale.

N1 IND FAIL Internal indication power failure. As per instrument power failure. N1 IND VARY Engine N1 indication variation ±100% = ±100% deviation. Faulty N1 indication.

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4.32. ATA 78 Engines – Thrust Reverse


REVERSER LIGHT FALSE WARNING

False warning caused by short circuit. REVERSER light illuminates. After 12s, MASTER CAUTION and ENGINE annunciator illuminate.

REVERSE THRUST SWITCH FAILS

Engine reverse thrust switch falls in current position. Reverser will not deploy if previously stowed. If failed when deployed, reverser does not slow, and REVERSER light illuminates followed by the illumination of MASTER CAUTION and ENGINE annunciators.

INADV THRUST REVERSER DEPLOY

Control valves move to the deploy position. Thrust levers return to idle.

REVERSER UNLOCKED light illuminates. Buffet and yawing effects are sensed through motion system.

THRUST REVERSE INTERLOCK ACT FAILS

Thrust reverse interlock actuator fails in current position. In reverse: Able to move throttle out of reverse, but not forward of FORWARD IDLE. In forward: Unable to move reverse thrust lever aft of reverse balk position at 55° from stowed position.

THRUST REVERSE DOOR FAILS IN POS

Reverser control valve failure. Blocker doors fail in position. If doors are failed when open, REVERSER fault lights illuminate when reversers are commanded to stow.

THRUST REVERSER SHUTTLE VLV FAILS

Thrust reverser shuttle valve fails in current position. FAILED with SYS A or B priority: Unable to deploy reversers with SYS A or B failed. If SYS A or B is running, reversers STOW/DEPLOY normally. FAILED with STBY SYS priority: Unable to deploy reversers with STBY pump OFF. With STBY SYS running, reversers deploy normally, but stow at a SLOWER rate (as per STBY SYS operation.

REVERSER LOCK ACTUATOR FAILURE

Reverser lock actuator fails. When T/L moved from deploy to stowed: REVERSER UNLOCK light illuminates. Forward thrust lever movement restricted. If the REVERSER light re mains illuminated for 12 seconds, the MASTER CAUTION and ENGINE annunciators illuminate.

REVERSE UNLOCK LIGHT ON

Faulty stow indicator switch causes unlock light to illuminate.

REVERSER UNLOCK light illuminates. Spurious warning.

REVERSE LIGHT ON Reverser isolation valve at fault and freezes in position. REVERSER amber light illuminates according to reverse thrust lever configuration. If the REVERSER light remains illuminated for 12 seconds, the MASTER CAUTION and ENGINE annunciators illuminate.

1. Mar. 2012 Page : 99


4.33. ATA 79 Engines – Oil


OIL QTY IND VARY Oil quantity Indication variation. ±100% = ±5 gallons deviation.

Faulty oil quantity indication.

OIL QTY IND FAILS Oil quantity transmitter failure, no output signal. Indicator pointer reads zero. OIL QTY LOSS VARY Oil quantity loss. Variable 100% = 1/2 gal/s. Oil quantity depletes with appropriate temperature and pressure effects. OIL TEMP IND FAILS Oil temperature transmitter failure, no output signal. Indicator pointer reads zero. OIL TEMP IND VARY Engine oil temperature indication variation ±100% =

±150°C deviation. Faulty oil temperature indication.

OIL PRESSURE IND VARY

Engine oil pressure indication variation ±100% = ±100 psi deviation.

Indication only. Low oil pressure light not affected.

OIL PRESSURE IND FAILURE

No output signal from oil pressure transmitter. Indicator pointer goes to zero.

LOW OIL PRESSURE LIGHT ON

Low oil pressure switch fails in closed position. False warning.

Warning lights illuminate.

OIL FILTER BYASS LIGHT ON

Engine oil filter clogged. OIL FILTER BYASS light illuminates (when engine is shutdown warning light extinguishes).

1. Mar. 2012 Page : 100

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