Review B777-B1 Phase 9

PITOT STATIC - ADIRS - ISFD

The pitot-static system uses pitot probes and flush static ports to sense total and static air pressures

In the pitot-static system, there are 2 SADMs

Static air pressure is the ambient air pressure around the airplane

In the pitot-static system, there are 3 pitot probes

In the pitot-static system, there are 6 flush static ports

The pitot Air Data Modules are located in Main Equipment Center

The three static Air Data Modules are located in the Forward cargo compartment

Standby airspeed indicator is interchangeable with the standby altimeter

The Static Standby Air Data Modules receive static pressure from the centre static ports

Pitot probes and static ports send the air pressures through lines to the Air Data Modules and SADMs

The Pitot heat is ON when the airplane is in the air and the computed airspeed is more than 50 knots

The pitot heat is ON when one engine is running and the airplane is on the ground

The ADIRU and SAARU use static air pressure and pitot air pressure to calculate the a/c altitude and airspeed

On the B777-200/300 aircraft, the SAARU provides attitude data to the standby attitude indicator

The ADIRU has 6 laser gyros and 6 accelerometers

The ADIRU uses data from the air data sensors to make air data calculations

To calculate inertial navigation data, the ADIRU uses the data from the accelerometers and gyros

The left Power Supply Assembly supplies power to the left static and the pitot ADMs

The ground crew call horn sounds when the a/c is on the ground and the only power to the ADIRU is the hot battery bus

On the B777-200/300 aircraft, the standby attitude indicator is powered by the Centre Power Supply Assembly

To calculate pitch and roll attitude, the Integrated Standby Flight Display uses the inertial sensors

The Integrated Standby Flight Display uses pitot and static air pressure to show the indicated airspeed

On the B777-300ER, the Air Data Module power supply unit (on P2 instrument panel) supplies power to SADM

If the ISFD finds a failure of the attitude function, the display shows the attitude (ATT) flag

The Integrated Standby Flight Display uses static pressure to show the barometric altitude

The Integrated Standby Flight Display receives magnetic heading data from the ADIRS

If the ISFD does not receive the magnetic heading data from the left AIMS cabinet the heading flag (HDG) will show

On the Integrated Standby Flight Display the localizer and glideslope deviation is displayed

ILS test for the integrated standby flight display is done from the center multi-mode receiver self-test

BITE test of the ISFD is carried out by simultaneously pushing and holding APP and HP/IN switches on the ISFD
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GPS
Global Positioning System position can be monitored from CDU

The Global Positioning System Sensing Units calculate airplane position and UTC time

The GPS antennas are located on the top of the fuselage

In the AIMS cabinet, the Global Positioning System time goes to the universal time coordinated function

The Global Positioning System goes to the NAV mode when it locks on to at least 4 satellites

The Global Positioning System Sensing Units calculate the airplanes position and accurate time.
This data goes to the AIMS cabinets and the ground proximity warning computer (GPWC)

In a Global Positioning System, the satellites continuously transmit radio signals with navigation data, range code, and
the exact time

In the Acquisition mode The GPSSU looks for satellite signals

In the Navigation mode the GPSSU has locked on to at least 4 satellites

In the Altitude Aided Mode the GPSSU uses the airplane altitude from the ADIRU and the length of the earth radius as
the fourth range

A valid GPS position is used to initialize the air data inertial reference unit (ADIRU) position

GPS antennas are tested at power-up only

VOR - ADF - DME - RA

The VOR ground stations transmit an omnidirectional signal and a directional signal

A single VOR antenna has two outputs, one to each VOR receiver

L CDU supplies alternate tune inputs directly to the LEFT VOR receiver if the AIMS tune inputs fail

Flight management computing function on the left or right AIMS cabinet can automatically tune the VOR receivers

In order to hear the ADF station Morse code identifier, select the Beat Frequency Oscillator (BFO) mode from the CDU

ADF antennas they are supplied with 12Vdc

DME systems provide a “slant range” distance; it means a line of sight distance between the airplane and a ground
station

DME and ATC antenna are the same

The radio altitude is shown on PFD up to 2500 feet

An amber RA flag will show on the captain display when all RA transceivers have failed

When an RA transceiver fails, the AIMS automatically selects another transceiver. The priority selection for the Captain
PFD is L, C, R

The RA radio minimums show on the PFD; the display goes out of view If the radio minimums value is more than 999ft

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ILS - MB
The Glideslope track antennas are located on the leading edge of the left and right aft nose gear doors

Instrument Landing System (ILS) deviations are displayed on PFDs and NDs

If both AIMS cabinets have failed, aAlternate radio tuning of the centre ILS receiver is done through the left CDU

ILS deviations go to the autopilot flight director computers for autoland calculations

Instrument Landing System Capture/Track Antenna switching is controlled by the Autopilot Flight Director Computers

To show Instrument Landing System data on the ND turn the EFIS mode selector to APP

Marker Beacon data is displayed on PFDs only

The Marker Beacon antenna is connected to the Left VOR/MB receiver

The VOR/MB receiver sends Marker Beacon audio to the audio management unit

When you do a test of the left VOR/MB receiver the marker beacon function is tested along with the left VOR function

EGPWS
EGPWS has 6 levels of self-test. Level 1 is GO/NO-GO operational test

The purpose of the EGPWS Override switches on the Centre Instrument Panel is to modify or cancel some GPWS
modes

EGPWS Mode 7 gives warnings when windshear conditions are present during take-off and approach

The “terrain awareness” function of the GPWS uses latitude and longitude data to determine terrain clearance.
GPS is its primary source of latitude/longitude

GPWS self-test levels 2-6 are not available from the MAT

MASTER WARNING lights do not come ON is one of the indications of a failure of the GPWS operational test

The GPWC uses radio altitude from the three radio altimeter transceivers

The use of the “Flap Override switch” to prevent alerts during an intentional flaps up approach

TERRAIN (amber) message is displayed on the ND when a terrain awareness caution occurs

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FMCF
The flight crew can use the FMCS data to fly the airplane manually or automatically

The FMC selector is on the first officer Display Switching Panel

The active FMCF is determined through the FMC selector

When the left or right CDU fails, manual navigation radio tuning is done from Centre CDU

CDU is used to enter the flight plan and performance data

The LNAV and VNAV switches are located on the Mode Control Panel

With the FMCS selector switch selected in the left position If the left FMCF fails, there is no active FMCF

In automatic radio tuning, the FMCFs can send tune data to ILS, VOR and DME navigation radios; not ADF

If both FMCFs fail, tuning of the navigation radios can be done through the alternate tune procedure

The message DSPY (Display) comes on the CDU when the current page does not relate to the present active mode or
function

The PSEU sends landing gear position to the FMCF; this data is used to calculate speed limits

Once you initiate CDU System Test The CDU display (screen) goes blank

CDU special functions can be carried out from the MAT

IDENT CDU page is selected to view the FMS active NAV database configuration

The 28V DC power supplied to the left CDU is from the Captain’s flight instrument bus

On the B777-200/300 aircraft, the FMCF in the right AIMS cabinet is in the CPM (BASIC)

The automatic dependent surveillance function is a sub-function of the FMCF

The purpose of the automatic dependent surveillance function is to let ATC monitor the airplane in the air

The source of navigation display data related to the flight plans is determined by the NAV ISSP switch

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TMCS
The autothrottle arm switches are on the Mode Control Panel

The integrated autothrottle servo motors (ASMs) are located below the throttle quadrant (P10)

The Thrust Management Computer Function data that relates to engine/thrust performance is displayed on the EICAS
only

AUTOTHROTTLE DISC caution message will display on EICAS when the TMCS detects an automatic or manual
disengagement

On takeoff, a second push on the TO/GA switch move throttles to full takeoff thrust when radio altitude is more than 2 ft

Push the Auto/Throttle switch on the Mode Control Panel to engage the Autothrottle

The Thrust Management Computing System can operate in all flight phases

To calculate the Auto Throttle modes and thrust limits, the Thrust Management Computer Function normally uses data
from the ADIRU/SAARU

During approach, a single push on the TO/GA lever operates the thrust levers to a thrust value to climb at 2000ft/min

The engine trim equalization function is available with both A/T levers in the ARM position

The autothrottle servomotor is a DC motor with magnetic sensors

If the left autothrottle arm switch is in the ARM position, the left autothrottle function is available

The Servo Loop Test verifies the operation of TCMF in both AIMS and autothrottle servomotors (ASMs)

The takeoff/go-around switches are tested during Analog Input Discrete Test

The thrust levers move during Servo Loop Test

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AFDS
When the flight director switches are on, the flight director command bars show on the PFDs

The Takeoff/go-around switches are on the Thrust levers

The Autopilot disconnect switches are on the Control wheel

The primary interface between the pilot and the Autopilot Flight Director Computers is Mode Control Panel

When the Mode Control Panel disengage bar is down the autopilot will be inhibited or removed

The center autopilot flight director computer does not connect to any backdrive actuators

The left and right autopilot flight director computers each connect to 3 backdrive actuators

LNAV and VNAV data to the Autopilot Flight Director Computers comes from the FMCF

Autothrottle data to the Autopilot Flight Director Computers comes from the TMCF

The Autopilot Flight Director Computers display data is sent to the Primary Display Function

The autopilot flight director system operates on the ground and in the air

During normal operation of the autopilot and the airplane in cruise, 2 backdrive actuators are engaged

The rudder pedal backdrive actuators engage during approach at 1500 feet

The Instrument Landing System antenna switching discrete is generated by the Autopilot Flight Director Computer

When there are no failures in any part of the system, AUTOLAND shows on PFD if the autopilot is engaged in approach
mode below 1500 ft radio altitude

Two AFDCs fail will cause a change from LAND 3 to NO AUTOLAND

During FLARE/touchdown, an airplane nose down command occurs when radio altitude is below 5 feet and pitch of the
airplane is less than 2 degree

The Autopilot Flight Director Computers have an inhibit that prevents the engagement of the autopilot during the
take-off roll and immediately after it

When any part of the autoland system is one failure away from NO AUTOLAND, an
Autoland status shows LAND 2

The AUTOLAND status shows on the PFD if the autopilot is engaged in the approach mode below 1500 feet radio
altitude

When there are no failures in any part of the autoland system, an autoland status shows LAND 3