Pressurization
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Pressurization Presentation Transcript

  • 1. MENU PRINCIPAL
  • 2. THE ADVANCED AIRPLANE IS CERTIFIED FOR A MAXIMUM OPERATING ALTITUDE OF 37,000FEET. THE NORMAL OPERATING RANGE FOR CABIN DIFFERENTIAL PRESSURE IS ZERO TO7.8 PSI AND SEA LEVEL CABIN PRESSURE CAN BE MAINTAINED UP TO 19,500 FEET.MENU PRINCIPAL
  • 3. MAXIMUM CERTIFIED OPERATING ALTITUDE OF THE BASIC AIRPLANE IS 35,000 FEET. THECABIN DIFFERENTIAL PRESSURE OPERATES IN A NORMAL RANGE OF ZERO TO 7.5 PSI,AND A SEA LEVEL CABIN PRESSURE CAN BE MAINTAINED UP TO 18,000 FEET.MENU PRINCIPAL
  • 4. IN CASE OF AN UNSCHEDULED CLIMB, THE CABIN ALTITUDE OF THE ADVANCED AIRPLANEWILL HOLD CONSTANT TO A MAXIMUM OPERATING DIFFERENTIAL PRESSURE OF 7.9 PSI.MENU PRINCIPAL
  • 5. CABIN ALTITUDE IN THE BASIC AIRPLANE WILL REMAIN CONSTANT DURING ANUNSCHEDULED CLIMB UP TO A MAXIMUM OPERATING DIFFERENTIAL PRESSURE OF 7.55PSI.MENU PRINCIPAL
  • 6. ON THE ADVANCED AIRPLANE, THE STATIC PRESSURE INPUT TO THE AUTOMATIC MODE ISSUPPLIED DIRECTLY FROM THE CAPTAINS AUXILIARY STATIC SYSTEM. THE STANDBYMODE RECEIVES AN ELECTRICAL PRESSURE SIGNAL FROM THE AIR DATA COMPUTER.MENU PRINCIPAL
  • 7. STATIC PRESSURE INPUT TO THE AUTOMATIC MODE ON THE BASIC AIRPLANE IS SENTFROM THE AIR DATA COMPUTER. (pause2) STATIC PRESSURE TO THE STANDBY MODECOMES DIRECTLY FROM THE CAPTAINS AUXILIARY STATIC SYSTEM.MENU PRINCIPAL
  • 8. ON THE ADVANCED AIRPLANE, A BAROMETRIC SET KNOB PROVIDES CORRECTIONS TOTHE AUTOMATIC AND STANDBY MODES OF THE PRESSURIZATION CONTROLLER.MENU PRINCIPAL
  • 9. BAROMETRIC CORRECTIONS ON EARLIER MODEL AIRCRAFT COME FROM THE CAPTAINSALTIMETER FOR THE AUTO MODE AND FIRST OFFICERS ALTIMETER IN THE STANDBYMODE. (pause2) THIS CONCLUDES THE DIFFERENCES IN THE PRESSURIZATION SYSTEM.LETS LOOK AT HYDRAULICS.MENU PRINCIPAL
  • 10. THE HYDRAULIC POWER SOURCES ON THE ADVANCED MODEL ARE THE SAME AS ON THEBASIC, WITH ONE EXCEPTION. THE ALTERNATE OPERATION OF THE THRUST REVERSERS,IN THE ADVANCED MODEL, USES THE STANDBY HYDRAULIC SYSTEM.MENU PRINCIPAL
  • 11. THE BASIC AIRPLANE USES AN ACCUMULATOR TO OPERATE THE THRUST REVERSERS.MENU PRINCIPAL
  • 12. IN THE WHEEL WELL, YOU WILL NOTICE THAT THE ADVANCED AIRPLANE HAS A SINGLERESERVOIR FOR SYSTEM A HYDRAULICS.MENU PRINCIPAL
  • 13. THE BASIC AIRPLANE HAS A PIGGYBACK TANK.MENU PRINCIPAL
  • 14. IN THE ADVANCED AIRPLANE, THE HYDRAULIC QUANTITY GAUGE, PRESSURE GAUGE, ANDTHE BRAKE PRESSURE GAUGE ARE ARRAYED HORIZONTALLY ON THE FIRST OFFICERSINSTRUMENT PANEL. THE A SYSTEM RESERVOIR HAS A CAPACITY OF 3.5 GALLONS. THEQUANTITY GAUGE IS MARKED F WHICH INDICATES ALL RESERVOIRS ARE FULL.MENU PRINCIPAL
  • 15. IN THE BASIC AIRPLANE, THE HYDRAULIC QUANTITY GAUGE, PRESSURE GAUGE, AND THEBRAKE PRESSURE GAUGE ARE ARRANGED VERTICALLY IN THE SAME LOCATION ON THEFIRST OFFICERS PANEL. THE A SYSTEM RESERVOIR HAS A CAPACITY OF 4.5 GALLONS,AND IS ALSO MARKED WITH AN F, INDICATING ALL RESERVOIRS ARE FULL.MENU PRINCIPAL
  • 16. YAW DAMPER OPERATION ON THE ADVANCED AIRPLANE UTILIZES B SYSTEM PRESSUREONLY. ON THE BASIC AIRPLANE, YOU MAY SELECT SYSTEM A OR SYSTEM B PRESSURE,USING THE AUTOPILOT SYSTEM SELECT SWITCH. LETS NOW LOOK AT THE MAIN WHEELBRAKE WEAR INDICATOR PINS.MENU PRINCIPAL
  • 17. A VISUAL INSPECTION OF THE BRAKE WEAR PINS IS CONDUCTED DURING THE PREFLIGHTINSPECTION. TO CHECK THE CONDITION OF THE BRAKES, THE PARKING BRAKE MUST BESET. ON THE ADVANCED AIRPLANE, IF ANY SLEEVE IS FLUSH OR BELOW THE SURFACE OFTHE HOUSING, THAT BRAKE HAS REACHED ITS WEAR LIMIT AND SERVICING IS REQUIRED.MENU PRINCIPAL
  • 18. ON THE BASIC AIRPLANE, THE BRAKES SHOULD BE SERVICED WHEN THE NON-COLOURINDICATOR PIN IS ONE SIXTEENTH OF AN INCH ABOVE THE SURFACE OF THE HOUSING. IFYELLOW PINS ARE INSTALLED, THE WEAR LIMIT WILL BE REACHED WHEN THE INDICATORPIN IS FLUSH WITH THE SURFACE OF THE HOUSING. FOR A DETAILED ILLUSTRATION OFTHIS INSPECTION, REFER TO YOUR OPERATIONS MANUAL, SYSTEMS DESCRIPTION,LANDING GEAR. LETS LOOK NOW AT THE LANDING GEAR WARNING HORN SYSTEM.MENU PRINCIPAL
  • 19. THE LANDING GEAR WARNING HORN SYSTEM ON THE BASIC AIRPLANE OPERATES THESAME WAY AS ON THE ADVANCED AIRPLANE. HOWEVER, FOR EACH WARNING CONDITION,THE HORN WILL SOUND IN DIFFERENT FLAP RANGES.MENU PRINCIPAL
  • 20. ON THE ADVANCED AIRPLANE, THE WARNING SOUNDS IF THE LANDING GEAR IS NOTDOWN AND LOCKED, AND THE FLAPS ARE BETWEEN POSITIONS ONE AND TEN, AND IF ONEOR BOTH THRUST LEVERS ARE RETARDED TO IDLE. PRESSING THE HORN CUTOUT SWITCHWILL SILENCE THE HORN.MENU PRINCIPAL
  • 21. IN THE BASIC AIRPLANE, THE HORN SOUNDS FOR FLAP POSITIONS BETWEEN ONE ANDFIFTEEN. PRESSING THE HORN CUT OUT WILL SILENCE THE HORN.MENU PRINCIPAL
  • 22. NOW, LETS EXAMINE THE SITUATION ON THE ADVANCED AIRPLANE, WHERE THE GEAR ISNOT DOWN AND LOCKED, AND THE FLAPS ARE IN POSITIONS 15 OR 25. IF ONE THRUSTLEVER IS RETARDED TO IDLE, THE WARNING HORN WILL SOUND. PRESSING THE HORNCUT OUT SWITCH WILL SILENCE THE HORN.MENU PRINCIPAL
  • 23. THE BASIC AIRPLANE WILL FUNCTION THE SAME WITH FLAPS 25 SELECTED AND ONETHRUST LEVER RETARDED TO IDLE.MENU PRINCIPAL
  • 24. WHEN THE ADVANCED AIRPLANE HAS A FLAP SETTING OF 15 OR 25, AND BOTH THRUSTLEVERS ARE RETARDED BELOW 1.6 EPR, THE WARNING HORN CANNOT BE SILENCED.MENU PRINCIPAL
  • 25. ALSO WHEN THE BASIC AIRPLANE HAS A FLAP SETTING OF 25 UNITS. LETS LOOK AT THEWHEEL BRAKING SYSTEM.MENU PRINCIPAL
  • 26. THE AUTOBRAKE SYSTEM ON THE ADVANCED AIRPLANE PROVIDES BRAKINGIMMEDIATELY AFTER TOUCHDOWN, AND DECELERATES THE AIRPLANE AT A PRE-DETERMINED RATE.MENU PRINCIPAL
  • 27. THE AUTOBRAKE SYSTEM SUPPLIES BRAKE PRESSURE THROUGH SHUTTLE VALVESLOCATED BETWEEN THE BRAKE METERING VALVE AND THE ANTI-SKID VALVES.MENU PRINCIPAL
  • 28. ON THE BASIC AIRPLANE, THE AUTOBRAKE SYSTEM AND THE SHUTTLE VALVES ARE NOTINSTALLED. HYDRAULIC PRESSURE IS REGULATED BY THE BRAKE METERING VALVES.PRESSURE IS THEN TRANSMITTED THROUGH THE ANTI-SKID VALVES TO THE BRAKES. THEBASIC AIRPLANE HAS ANTI-SKID, AND LOCKED WHEEL PROTECTION, BUT THE PILOTSMUST APPLY THE BRAKES MANUALLY. TOUCHDOWN LOCKED-WHEEL PROTECTION ISPROVIDED FOR THE INBOARD WHEELS ONLY. THERE IS NO TOUCHDOWN LOCKED WHEELPROTECTION FOR THE OUTBOARD WHEELS. LETS NOW LOOK AT THE FLIGHT CONTROLS.MENU PRINCIPAL
  • 29. TWO OF THE MORE OBVIOUS CHANGES ARE THE TRAILING EDGE FLAP INDICATOR ANDTHE LEADING EDGE POSITION LIGHTS. THE ADVANCED AIRPLANE TRAILING EDGE FLAPINDICATOR HAS SMALLER MARKINGS. THE LEADING EDGE FLAP INDICATORS AREPROVIDED BY TWO LIGHTS: AN AMBER IN TRANSIT LIGHT AND A SINGLE GREEN LEADINGEDGE FLAPS EXTEND LIGHT.MENU PRINCIPAL
  • 30. THE BASIC AIRPLANE HAS HEAVIER MARKINGS ON THE TRAILING EDGE FLAP INDICATOR.THE LEADING EDGES POSITION INDICATIONS ARE PROVIDED BY THREE LIGHTS: AN AMBERIN TRANSIT LIGHT, AND TWO GREEN LIGHTS MARKED LEADING EDGE FLAPS EXTEND ANDLEADING EDGE FLAPS FULL EXTEND. LETS NOW LOOK AT THE STABILIZER TRIM.MENU PRINCIPAL
  • 31. THE STABILIZER TRIM TAKE-OFF RANGE FOR THE ADVANCED AIRPLANE IS TWO POINTFIVE THROUGH NINE UNITS.MENU PRINCIPAL
  • 32. THE BASIC AIRPLANES HAVE A NARROWER GREEN BAND RANGE. TAKE-OFF RANGE ISFROM TWO POINT FIVE TO EIGHT UNITS. THE TAKE-OFF WARNING HORN FUNCTIONS THESAME AS ON THE ADVANCED AIRPLANE, AND WILL SOUND IF A TAKE-OFF IS ATTEMPTEDWITH THE STABILIZER TRIM SET OUTSIDE THE GREEN BAND. NOW LETS EXAMINE THEFLAP ASYMMETRY PROTECTION SYSTEM.MENU PRINCIPAL
  • 33. ON THE ADVANCED AIRPLANE, AN ELECTRICAL SIGNAL FROM EACH FLAP IS SENT TO THEFLAP POSITION INDICATOR. ELECTRICAL SIGNALS ARE ALSO SENT TO A COMPARATORSWITCH. IF A FLAP ASYMMETRY, DEVELOPS THE COMPARATOR SWITCH CLOSES THE FLAPBYPASS VALVE TO PREVENT ANY INCREASE IN THE FLAP ASYMMETRY.MENU PRINCIPAL
  • 34. THE FLAP ASYMMETRY PROTECTION SYSTEM ON THE BASIC AND ADVANCED AIRPLANEFUNCTION IN A SIMILAR MANNER. HOWEVER, THERE ARE TWO DIFFERENCES IN THESYSTEM. ON THE BASIC AIRPLANE, THE INPUTS TO THE COMPARATOR ARE MECHANICALINSTEAD OF ELECTRICAL. THE OUTPUT FROM THE COMPARATOR IS ALSO MECHANICAL,AND IS CONNECTED TO A FLAP ASYMMETRY SHUTOFF VALVE, INSTEAD OF THE FLAPBYPASS VALVE.MENU PRINCIPAL
  • 35. THE ADVANCED AIRPLANE HAS A FLAP LOAD RELIEF SYSTEM WHICH WILL REDUCE THEFLAPS FROM FORTY TO THIRTY UNITS WHEN THE AIRSPEED EXCEEDS ONE HUNDREDSIXTY KNOTS. WHEN THE AIRSPEED DROPS BELOW ONE HUNDRED FIFTY KNOTS, THEFLAP WILL AUTOMATICALLY RETURN TO THE FLAPS FORTY POSITION. THE BASICAIRPLANE HAS NO FLAP LOAD RELIEF. LETS CONTINUE WITH A DISCUSSION OF THEDIFFERENCES BETWEEN THE FLAP SETTINGS ON THE ADVANCED AND BASIC AIRPLANES.MENU PRINCIPAL
  • 36. ON THE ADVANCED AIRPLANE, THE TAKE-OFF RANGE IS FROM FLAPS ONE TO FLAPSTWENTY-FIVE, AND THE LANDING FLAPS POSITIONS ARE FIFTEEN, THIRTY AND FORTY.MENU PRINCIPAL
  • 37. THE BASIC AIRPLANE HAS A TAKE OFF FLAPS RANGE FROM 1 TO 25. HOWEVER, CP AIRDOES NOT USE THE FLAPS 25 POSITION. NOTICE THE LANDING FLAP POSITIONS ARE 25,30, AND 40.MENU PRINCIPAL
  • 38. THE LEADING EDGE DEVICE ANNUNCIATOR ON THE ADVANCED AND BASIC AIRPLANE WILLILLUMINATE AMBER IN TRANSIT LIGHTS WHILE THE LEADING EDGE DEVICES ARE IN MOTION.ON THE ADVANCED AIRPLANE, THIS WILL OCCUR AS THE TRAILING EDGE FLAPS ARE BEINGRAISED OR LOWERED THROUGH THE ZERO TO ONE, AND FIVE TO TEN POSITIONS. ON THEBASIC AIRPLANE, THE IN TRANSIT LIGHTS WILL ILLUMINATE AS THE TRAILING EDGE FLAPSMOVE THROUGH THE ZERO TO ONE, AND TWENTY-FIVE TO THIRTY POSITIONS. THEINTERMEDIATE POSITION INDICATES WHEN THE LEADING EDGE FLAPS ARE FULLY EXTENDED,AND THE SLATS ARE IN THE INTERMEDIATE EXTEND POSITION. THE FULL EXTEND POSITIONINDICATES WHEN ALL LEADING EDGE DEVICES ARE FULLY EXTENDED.MENU PRINCIPAL
  • 39. ON THE BASIC AIRPLANE, WHEN THE TRAILING EDGE FLAPS ARE BETWEEN ONE ANDTWENTY-FIVE, ONLY SLATS ONE AND SIX STOP AT THE INTERMEDIATE POSITION. ALLOTHER LEADING EDGE DEVICES MOVE DIRECTLY TO FULL EXTEND.MENU PRINCIPAL
  • 40. WHEN THE TRAILING EDGE FLAPS EXTEND BEYOND FLAPS 25, THE NUMBER ONE AND SIXSLATS MOVE TO THE FULL EXTEND POSITION.MENU PRINCIPAL
  • 41. RECALL THE ADVANCED AIRPLANE FLAP INDICATORS ON THE CENTER INSTRUMENTPANEL. THE ADVANCED AIRPLANE HAS AN AMBER LEADING EDGE FLAPS TRANSIT LIGHTAND A GREEN LEADING EDGE FLAPS EXTENDED LIGHT.MENU PRINCIPAL
  • 42. THE BASIC AIRPLANE HAS THREE LEADING EDGE FLAP INDICATOR LIGHTS.MENU PRINCIPAL
  • 43. THE AMBER LEADING EDGE FLAPS TRANSIT LIGHT ILLUMINATES ANY TIME THE LEADINGEDGE DEVICES ARE IN TRANSIT. THE GREEN LEADING EDGE FLAPS EXTEND LIGHTILLUMINATES WHEN SLATS ONE AND SIX ARE IN THE INTERMEDIATE POSITION, AND ALLOTHER LEADING EDGE DEVICES ARE FULLY EXTENDED. THE GREEN LEADING EDGE FLAPSFULL EXTEND LIGHT ILLUMINATES WHEN ALL LEADING EDGE DEVICES ARE FULLYEXTENDED.MENU PRINCIPAL
  • 44. ANSWER B IS CORRECT.MENU PRINCIPAL
  • 45. REMEMBER, ON THE BASIC AIRPLANE, WHEN TRAILING EDGE FLAPS POSITION ONETHROUGH TWENTY-FIVE IS SELECTED, LEADING EDGE SLATS ONE AND SIX MOVE TO THEINTERMEDIATE POSITION. ALL OTHER LEADING EDGE DEVICES MOVE TO FULL EXTEND,AND THE LEADING EDGE FLAP EXTEND LIGHT ILLUMINATES. THIS GREEN LIGHT REMAINSILLUMINATED UNTIL A FLAP POSITION GREATER THAN TWENTY-FIVE IS SELECTED ORUNTIL THE FLAPS ARE RETRACTED TO THE UP POSITION.MENU PRINCIPAL
  • 46. NOW, WE WILL LOOK AT A DIFFERENCE IN THE ELEVATOR FEEL DIFFERENTIAL PRESSURELIGHT. ON THE ADVANCED 737, A FLAP SWITCH DEACTIVATES THE ELEVATOR FEELDIFFERENTIAL PRESSURE LIGHT WHENEVER THE FLAPS MOVE OUT OF THE UP POSITION.ON THE BASIC AIRPLANE, THE ELEVATOR FEEL DIFFERENTIAL PRESSURE LIGHT IS NOTAFFECTED BY FLAP POSITION. (pause2) FINALLY, LETS DISCUSS SPEED BRAKES AND THERTO FEATURE.MENU PRINCIPAL
  • 47. THE ADVANCED AIRPLANE SPEED BRAKE SYSTEM HAS AN AUTOMATIC RTO FEATURE.FOLLOWING WHEEL SPIN UP, TO SIXTY KNOTS, IF THE THRUST LEVERS ARE RETARDED TOIDLE AND EITHER THRUST REVERSER LEVER IS RAISED, THIS FEATURE WILL CAUSE THESPEED BRAKES TO BE DEPLOYED. THE BASIC AIRPLANE DOES NOT HAVE AN AUTOMATICRTO FEATURE. THE SPEED BRAKES MUST BE DEPLOYED MANUALLY IN THE EVENT OF AREJECTED TAKE OFF. SPEED BRAKE OPERATION DURING NORMAL LANDING IS THE SAMEFOR BOTH BASIC AND ADVANCED AIRPLANES.MENU PRINCIPAL
  • 48. RETURN TO MENURETURN TO MENUMENU PRINCIPALTHIS CONCLUDES THIS PART OF DIFFERENCES. GO ON TO THE NEXT PART.