Air Panel Rev.

1 15 Aug 15

(200 Freighter)
GENERAL:Two identical A/C Packs RECIRC FANS MAIN DECK AIR AUTO – Provides automatic temp
cool bleed air from the Engines, APU or ON – Provides Automatic FLOW RATE NORM – control for the Flight deck (approx. 24C)
High Pressure External air source. Bleed operation of the associated pack airflow is controlled Temperature range: 18-29 C
automatically.
is precooled before entering the pack. Recirculation Fan MAN – This position is spring loaded.
HIGH – all operating
Each Pack is controlled by his own OFF – (ON light extingui- Turning towards C provide cooler air,
packs are configured to
controller with two redundant channels. shed) The selected Fans while W provides warmer air by
External conditioned Air flows directly to high flow. adjusting the Flight deck Trim air
do not operate
the cabin eliminating the need of pack modulating valve
operation.
Pack controllers provides fault detection
and overheat protection by shutting down ALT VENTILATION
ON- the alternate ventilation system fan
the pack automatically operates and the alternate venti- lation
system shutoff valves are open
AUTO – equipment cooling is controlled - the lavatory galley vent fans are shut
automatically. down and the lavatory galley shutoff
Off - both equipment cooling supply valve are closed.
fans are not operating FAULT – a fault is occurring in the
- the override valve is open alternate ventilation system.
- the forward cargo heat valve is closed
- the nitrogen generation system
Main Deck Cargo Temperature
(NGS) is shut down
C to W sets temperature between 4°C
OVRD – the equipment cooling override
and 27°C. Mid position (12
valve is open. The override valve opens and
o’clock) sets approximately 16°C.
the equipment cooling system configures to
override mode when:
• both equipment cooling supplyfans AUTO – Packs are automatically
are failed, or controlled
• smoke is detected in the equipment OFF – (AUTO light extinguished)
cooling system, or The PFCV is commanded closed
• the EQUIP COOLING switch is off, or OFF – (AUTO shown) The PFCV is
• the CARGO FIRE ARM FWD switch is commanded closed automatically:
In ARMED -During Engine start
-Due to a Pack or compressor outlet
AIR COND RESET - Push high temp
• attempts to reset any closed pack flow -Both FCV failed closed
control valve or trim air valve held -No Pneumatic Air
closed because an overheat, control
failure, or valve failure has occurred
• attempts to reset a failed recirculation ON – The Trim air valve is commanded
fan open
• resets fault protection OFF – (ON light extinguished) Trim
Air valve commanded closed
MEL Ref: If one Pack only: FAULT – illuminated amber when:
-ETOPS not approved -Trim air valve failed closed
-Max FL350 -Trim air valve is selected OFF
-Trim air valve is commanded closed
because of a zone supply duct overheat
AUTO – valve auto- matically contolled
OFF – (AUTO light extinguished) The
Valve is manually commanded closed ON –Engine Bleed valve opens
CLOSED – Illuminated amber when: when Eng Bleed is available
-The valve is closed due to a Duct leak Ethiopian Manuals Ref AUTO –Apu Bleed valve opens OFF-(ON light extinguished): The
or a bleed Loss has occurred -FCOM Limitations by system logic when bleed air Valve is manually commanded
-The Valve is failed closed S.P. section 2 Air Sys. pressure is available Closed
-The switch is OFF S.D. Chapt. 2 Air Sys. OFF – (AUTO light extingui- OFF –illumitated amber when:
-QRH NNC Sec. 2 Air Sys shed) The valve is manually -Eng is not running
FWD / AFT LWR CARGO TEMP -S.O,Ps Commanded closed -The valve is failed closed
CTRL (Not shown on picture) -Fault Reporting Manual OFF – (with AUTO light on) -Bleed air overheat
OFF-shut off bleed air to the respective -Disp. Deviation Guide when: -Bleed air overpressure
compartment -The Valve is closed due to a -Bleed control system failure
C to W sets temperature between 4°C and LIMITATIONS: Duct leak -The Left Eng Bleed valve is closed
27°C. Mid position (12 APU to pack takeoffs are -The Valve is failed closed during APU to Pack Take Off
o’clock) sets approximately 16°C. prohibited at airport pressure -The switch is OFF -The ENG Fire handle is pulled out
altitude above 6900 feet. -The APU Fire handle is pulled -The switch is OFF
out
 Air Panel Rev.1 15 Aug 15

(200LR/300ER)
GENERAL:Two identical A/C Packs cool AFT / BULK CARGO TEMP CTRL ON – Provides AUTO – Provides automatic
bleed air from the Engines, APU or High (Not shown on picture) Automatic operation temp control for the Flight deck
Pressure External air source. Bleed is OFF-shut off bleed air to the respective of the associated (approx. 24 C)
precooled before entering the pack. Each compartment Recirculation Fan Temperature range: 18-29 C
Pack is controlled by his own controller LOW – Temp. In the 4-10 C range OFF – (ON light MAN – This position is spring
with two redundant channels. External HIGH - Temp. In the 18-24 C range, extinguished) The loaded. Turning towards C
conditioned Air flows directly to the cabin (Bulk ventilation FAN turns ON selected Fans do not provide cooler air, while W
eliminating the need of pack operation. continuously) operate provides warmer air by adjusting
Pack controllers provides fault detection the Flight deck Trim air
and overheat protection by shutting down modulating valve
the pack automatically

AUTO – equipment cooling is controlled Provides automatic temp control for

automatically. the passenger cabin
Off - both equipment cooling supply Temperature range: 18-29 C
fans are not operating
- the override valve is open
- the forward cargo heat valve is closed AUTO – Packs are automatically
- the nitrogen generation system
controlled
(NGS) is shut down
OVRD – the equipment cooling override OFF – (AUTO light extinguished)
valve is open. The override valve opens and The PFCV is commanded closed
the equipment cooling system configures to OFF – (AUTO shown) The PFCV is
override mode when: commanded closed automatically:
• both equipment cooling supplyfans -During Engine start
are failed, or -Due to a Pack or compressor outlet
• smoke is detected in the equipment high temp
cooling system, or
-Both FCV failed closed
• the EQUIP COOLING switch is off, or
• the CARGO FIRE ARM FWD switch is -No Pneumatic Air
In ARMED
ON – The Trim air valve is
commanded open
AIR COND RESET - Push OFF – (ON light extinguished) Trim
• attempts to reset any closed pack flow Air valve commanded closed
control valve or trim air valve held FAULT – illuminated amber when:
closed because an overheat, control -Trim air valve failed closed
failure, or valve failure has occurred -Trim air valve is selected OFF
• attempts to reset a failed recirculation
-Trim air valve is commanded closed
fan
• resets fault protection Because of a zone supply duct
overheat

AUTO – valve automatically contolled

OFF – (AUTO light extinguished) The ON –Engine Bleed valve opens
Valve is manually commanded closed when Eng Bleed is available
CLOSED – Illuminated amber when: OFF-(ON light extinguished): The
-The valve is closed due to a Duct leak Valve is manually commanded
or a bleed Loss has occurred Closed
-The Valve is failed closed OFF –illumitated amber when:
LIMITATIONS: AUTO –Apu Bleed valve opens by -Eng is not running
-The switch is OFF
APU to pack takeoffs system logic when bleed air Pressure -The valve is failed closed
are prohibited at airport is available -Bleed air overheat
Ethiopian Manuals References pressure altitude above OFF – (AUTO light extinguished) The -Bleed air overpressure
-FCOM Limitations 6900 feet. valve is manually commanded closed -Bleed control system failure
S.P. section 2 Air System OFF – (with AUTO light on) when: -The Left Eng Bleed valve is
S.D. Chapter 2 Air System -The Valve is closed due to a Duct closed
-QRH NNC section 2 Air System MEL Ref: If one Pack leak During APU to Pack Take Off
-Standard Operating Procedures only: -The Valve is failed closed -The ENG Fire handle is pulled
-Fault Reporting manual -ETOPS not approved -The switch is OFF out
-Dispatch Deviation Guide -Max FL350 -The APU Fire handle is pulled out
-The switch is OFF
 Rev.0 14 Aug 15
Anti ice
Anti-Icing Systems WING ANTI–ICE Selector ENGINE ANTI–ICE Selectors MEL Reference
Engine and wing anti-icing is provided OFF – the wing anti–icing OFF – the engine anti–icing valve is commanded (Ch.30):
by distributing engine bleed air to the valves are commanded closed. closed. Several Sensors Anti
engine inlets and to the wing leading AUTO – in flight, the wing AUTO – in flight, the engine anti-icing operates
Ice protection (TAT,
edges. anti-icing valves open when when engine icing conditions exist.
Icing Conditions Detection wing icing conditions exist ON – the engine anti-icing valve is commanded Pitot etc.) may be inop..
The icing conditions detection system and bleed air pressure is open. In this cases, conse-
detects engine nacelle inlet icing available. Note: When the ENGINE ANTI-ICE selector is quences include limi-
conditions and wing icing conditions ON – in flight, the wing anti– in AUTO and the anti-icing valve is commanded tations on Low visibility
in flight. Two probes on the forward icing valves are commanded open or when the ENGINE ANTI-ICE selector is operations and ETOPS
fuselage and system logic: open. in ON, then: restrictions
• control the engine and wing anti- • approach idle is commanded by the EEC
icing valves
• display anti-icing system operating
Indications on EICAS, and
• display EICAS alert messages
Ethiopian Manuals Ref.
-FCOM: S.P. sec.3 A.ice, Rain
S.D. sec.3 A.ice, Rain
Engine Anti–Icing
The engine anti-icing valves are ope- -QRH NNC sec.3 A.ice, Rain
ned by engine bleed air pressure When -All Weather operations
an engine anti-icing valve is open, EAI -FOPM sec.2.8 Cold Weather
is displayed on the primary EICAS Ops.
display.
In flight, when an ENGINE ANTI–ICE -Fault Reporting manual
selector is in AUTO and engine icing -Dispatch Deviation Guide
conditions exist, the respective engine
anti-icing valve is commanded open.
When an ENGINE ANTI–ICE selector
is ON, the respective engine anti-icing
valve is commanded open.
.

. Wing Anti–Icing
When a wing anti-icing valve is open,
WAI is displayed on the primary
EICAS display.
In flight, when the WING ANTI-ICE
selector is in AUTO and wing icing
conditions exist, the wing anti-icing
valves are commanded open.
In flight, when the WING ANTI-ICE
selector is ON the wing anti-icing
valves are commanded open.
When TAT is above 10 degrees C,
wing anti-icing is inhibited for five
minutes after liftoff.
Automatic wing anti–icing operation is
inhibited when:
• TAKEOFF mode is selected, and
• less than 10 minutes has elapsed after
liftoff
If a bleed source is unavailable and
bleed duct isolation has not occurred,
the isolation valves open to maintain
anti–icing to both wings. If one wing
anti-icing valve fails closed, the wing
anti-icing system closes the other valve
to prevent asymmetrical wing anti- Anti–Icing System Leak Detection Icing conditions exist when OAT (on the ground) or TAT (in-flight)
icing. -Engine: Each engine has an anti-icing is 10°C or below and any of the following exists:
duct leak detection system. If an engine • visible moisture (clouds, fog with visibility of 1600 m or less, rain,
a–icing snow, sleet, ice crystals, and so on) is present, or
duct leak is detected, the respective • ice, snow, slush, or standing water is present on the ramps,
Probe Heat engine anti–icing valve closes taxiways, or runways.
Three pitot-static probes and two angle -Wing: The bleed duct leak and overheat
of attack probes are electrically heated detection system provides wing anti-
for anti-icing protection when either LIMITATIONS:
icing duct leak detection. Refer to Ch. 2, Do not use Engine Anti-ice when OAT (on the ground) is above
engine is operating. The total air temp. Air Systems, Bleed Air System
probe is electrically heated for anti- 10°C. Do not use Engine or Wing Anti-ice when TAT (in-flight)
Description, Duct Leak and Overheat is above 10°C.
icing protection in flight. Detection System.
 Rev.1 01 Sep 15
APU
(Honeywell 331-500B)
LIMITATIONS: OFF – Closes the APU bleed Air isolation valve Illuminated Amber when: GENERAL: The Apu is started either
-APU Start: 43100 ft - Initiates normal shutdown/cooldown sequence -APU Fault detected by an electric motor or an air starter.
-APU Bleed: 22000 ft -Resets APU shutdown fault logic -APU Fire detected The electric motor is pwrd by an APU
-APU to Pack T/O prohibited > 6900 ft airport ON (APU operating position) -APU shutdown due to fault battery while the main a/c battery
altitude -Opens APU fuel valve and inlet door and / or Fire powers the APU inlet door, the fuel
STARTER LIMIT (Electric and Air Starters) -Activates AC or DC fuel pump -Momentarily during APU valve and the Fire detection system.
-3 Start attempts in 60 minutes -Powers the APU controller controller self-test The Air starter uses ENG bleed air or
-1 minute between consecutive attempts START (momentary position, spring loaded to ON) when APU is started ext pneumatic air. Starter selection is
-Initiates Automatic start sequence automatic with priority given to the air
starter. APU fuel is supplied by a Left
MEL Ref: manifold AC or DC Fuel pump. Left
APU can be inop provided Both back up generators Fwd Fuel Pump operates if AC pwr is
operate normally (ETOPS limited to 180’) available. If not, A left tank DC
pumps provides fuel. On the gnd APU
can be started with no fuel pumps
MODES OF OPERATIONS: operating.
ATTENDED MODE:In Flt/ENG running- Any of APU start sequence is fully automatic.
the following faults cause the APU to shutdown
immediately
-APU Fire / Inlet overtemp.
-Overspeed / loss of overspeed protection IN –Normal position, mechanically
-Speed drop Locked. Unlocks automatically in
In case of: case of APU Fire warning
-High EGT OUT
-High Oil Temp -Arms APU Fire extinguisherer
-Low Oil press -Closes APU fuel valve
Only APU LIMIT EICAS message is displayed -Closes APU bleed Air valves
-Closes APU inlet door
UNATTENDED MODE on gnd ENG Off - Any of -Trips APU Gen field and breaker
the following faults cause the APU to shutdown -Shuts Down APU (is auto shutdown
immediately has not occurred)
-APU Fire / Inlet overtemp. APU –Warning lights illuminates in
-Overspeed / loss of overspeed protection case of APU fire or when the test
APU parameters displayed in the Status page when APU is running switch is pushed
-Speed drop
-High EGT
-High Oil Temp
Ethiopian Manuals Ref:
-Low Oil press
-FCOM Limitations -QRH NNC Section 2 Air System
-APU controller failure
S.P. Section 2 Air System Section 7 Engines,APU
-No combustion on start
-No acceleration on start Section 7 Engines,APU Chapter 8 Fire Protection
-Generator oil filter approaching bypass S.D. Chapter 7 Engines,APU -Fault Reporting manual
-Inlet door failure -Dispatch Deviation Guide / MEL

Chapter 8 Fire Protection

 Rev.2 07 Jan 17
Brakes
GENERAL: There are two brake systems, Brake Temp.: Temp is indicated - BRAKE SOURCE MEL Ref: Ch.32 The autobrake system provides automatic braking
Normal and Alternate. in values from 0.0 to 9.9 Light Illuminated -2 Wheel Brakes may be inop at preselected deceleration rates for landing and
The Normal brake system is powered by the right -3.0 to 4.9 is displayed as a solid (amber): The light (1 per full pressure for rejected takeoff. The system
hydraulic system, The Alternate brake system is illuminates if both the operates only when the normal brake system is
white box main gear)
powered by the center hydraulic system. right and functioning. Antiskid system protection is
-5.0 to 9.9 indicates an overheat center/reserve -Brake Temp System may be provided
Alternate brake system selection is automatic. If
condition and are displayed hydraulic system pres- inoperative during autobrake operation.
the right hydraulic system pressure is low, the
center hydraulic system automatically supplies amber. Value of 5.0 corresponds sures are low.The -Autobrake can be inoperative EICAS memo messages display the selected
pressure to the alternate brake system. The fluid to 430C, 9.9 to 1038C and above EICAS advisory -Brake Accum indicator can be autobrake settings:
below the standpipe in the center hydraulic []BRAKE TEMP alert and amber message []BRAKE inoperative • AUTOBRAKE 1 through 4
reservoir is used by the primary C1 pump as a indication disappears at 4.0(330C) SOURCE is displayed • AUTOBRAKE MAX
reserve hydraulic source to power the alternate Fuse melting may occur at value • AUTOBRAKE RTO.
brakes and nose wheel steering. The EICAS advisory message AUTOBRAKE is
above 6.2 (FPPM 1.4.8)
The brake accumulator is located in the normal displayed if the autobrake system is disarmed or
brake system. The brake accumulator extends inoperative, or autobrake solenoid valve pressure
parking brake holding time, stabilizes normal is high when not commanded on.
brake hydraulic system pressure during initial Rejected Takeoff
application and antiskid cycling, and supplies Selecting RTO (rejected takeoff) prior to takeoff
hydraulic pressure for several braking arms the autobrake system. The RTO mode can
applications or parking brake application if right be selected only on the ground. The RTO
and center hydraulic systems are lost. autobrake setting commands maximum braking
pressure if:
• the airplane is on the ground
• groundspeed is above 85 knots, and
BRAKE Accumulator Pressure Indicator:
• both thrust levers are retarded to idle.
Indicates brake accumulator pressure.
Maximum braking is obtained in this mode. If an
-Amber Band - brake accumulator pressure is low.
RTO is initiated below 85 knots, the RTO
(below 1000 psi) autobrake function does not operate

Taxi Brake Release Landing

During each taxi brake Five levels of deceleration can be selected for landing. However, on dry runways, the maximum autobrake deceleration rate in the landing mode is less than that produced by full
application, the antiskid system pedal braking. After landing, auto brake application begins when:
releases the brakes of one axle • both thrust levers are retarded to idle, and
pair of each main landing gear • at wheels spin up.
(if wheel speeds are less than Autobrake application occurs slightly after main gear touchdown. If MAX AUTO is selected, deceleration is limited to the AUTOBRAKE 4 level until pitch angle is less than one
45 knots). The system degree, then deceleration is increased to the MAX AUTO level. The deceleration level can be changed (without disarming the system) by rotating the selector. To maintain the
sequences through the axle selected airplane deceleration rate, autobrake pressure is reduced as other controls, such as thrust reversers and spoilers, contribute to total deceleration. The system provides
pairs at each brake application, braking to a complete stop or until it is disarmed.
thereby reducing the number of Autobrake – Disarm
brake applications by each The autobrake system disarms and the EICAS advisory message AUTOBRAKE is displayed if any of the following occur:
brake. This extends service life • pedal braking applied
and reduces brake sensitivity • either thrust lever advanced after landing
during taxi. • speedbrake lever is moved to the DOWN detent after the speedbrakes have deployed on the ground
All active brakes are applied • DISARM or OFF position selected on the AUTOBRAKE selector
for a heavy brake application, • autobrake fault
landing rollout, RTO, • normal antiskid system fault
or when setting the parking • loss of inertial data from the ADIRU
brake. The taxi brake release • the autobrake is applied after loss of normal brake hydraulic pressure.
system operates only with the When the autobrake system disarms after landing, the AUTOBRAKE selector automatically moves to the DISARM position, and removes power from the autobrake system.
normal brake system. When the autobrake system disarms during takeoff, the AUTOBRAKE selector remains in the RTO position, but automatically moves to OFF after takeoff.
 Rev.0 25 Aug 15
EEC/Start Panel 15

Electronic Engine Control (EEC) Overspeed Protection Engine Idle

Each EEC has full authority over engine operation. The EEC provides N1 and N2 red line overspeed protection. If The EEC selects minimum idle or approach idle. App. idle is selected in flight when:
The EEC uses thrust lever inputs to automatically N1 or N2 approaches overspeed, the EEC commands reduced • engine anti–icing is operating
control fwd and reverse thrust. The EEC has two fuel flow. The EICAS advisory msg ENG RPM LIMITED (L/ R) • the flaps are commanded to 25 or greater
control modes: normal and alternate. In both normal is triggered when overspeed protection is provided. If the EECs • one hydraulic system air–driven demand pump is inoperative, and the flaps are out
and alternate modes, the EEC uses N1 RPM as the are in alternate mode, advancing the thrust levers full fwd of the UP position
parameter for setting thrust. provides some overboost and should be considered only during • the opposite engine bleed air valve is closed
emergency situations when all other available actions have Approach idle decreases acceleration time for go–around. Approach idle is maintained
been taken and terrain contact is imminent. until after touchdown, when minimum idle is selected.
EEC Normal Mode
In the normal mode, the EEC sets thrust by control-
ling N1 based on thrust lever position. The EEC Thrust Control Malfunction Protection
continuously computes maximum N1. Maximum The EEC provides protection against an uncontrolled high thrust mal-
rated thrust is available in any phase of flight by function during ground operation. The EEC shuts down the affected
moving the thrust levers to the full forward positions. engine when:
EEC Alternate Mode • airplane is on ground,
If the required signals are not available to operate in • thrust lever is at idle, and engine is above idle speed and not
the normal mode, the EEC automatically uses the decelerating normally.
alternate mode. The alternate mode provides soft and The EICAS caution message ENG FAIL (L or R) is displayed when the
hard levels of control: engine falls below idle speed.
• Soft – When the EEC automatically switches an
engine to the alternate mode and the EEC mode Engine Start and Ignition System
switch remains in NORM, the EEC is in the soft The engines can be started using the autostart system or manually.
alternate mode (switch position is NORM, the EEC Autostart is the normal starting mode. Selecting OFF on the AUTO-
mode is Alternate). At a fixed thrust lever position, START switch disables autostart and allows manual starting. Bleed
thrust does not change. air powers the starter motor, which is connected to the N2 rotor. The
• Hard – When ALTN is manually selected on an START selectors control the starter air valves. Ignition and fuel flow
EEC mode switch, that engine is switched to the hard are controlled through the FUEL CONTROL switches. At approx.
alternate mode (switch position is ALTN, the EEC idle N2 RPM, the EEC commands starter cutout, and the START
mode is Alternate). Reference and target N1, and selector releases to the NORM position. A max start limit line (red) is
maximum and commanded N1 values are displayed displayed on the EGT indication when the FUEL CTRL switch is
on the N1 indication during the hard alternate mode. moved to CUTOFF or engine N2 RPM is below idle. It remains
When ALTN is manually selected, Thrust may displayed after the FUEL CONTROL switch is moved to RUN until
change to set the commanded N1, N1 information the engine is stabilized at idle. The EGT indication changes color to
(actual, command, reference/target, maximum, and red if the EGT start limit (750C) is reached during starting.
red line) is displayed for all the normal, soft and hard During autostart, the EEC monitors EGT, N2 RPM, and other engine
alternate modes. Automatic or manual selection to parameters until the eng. reaches idle. During ground start, the auto-
the Alternate mode is indicated by the EICAS Note: Autothrottles remains engaged in the soft or hard alternate mode. The alt
start system monitors eng parameters and will abort the start for:
advisory message ENG EEC MODE (L, R) and illumi- mode schedule (N1 schedule) provides equal or greater thrust than the normal
• hot start • starter shaft failure
nation of the EEC ALTN light on the associated EEC mode for the sa-me thrust lever position. Thrust protection is not provided in the
• hung start • no N1 rotation
mode switch. Selecting the alternate mode on both alternate mode and max ra-ted thrust is reached at a thrust lever position less than
• no EGT rise • insufficient air press for theb starter
engines eliminates thrust lever stagger at equal thrust full forward. As a result, thrust over-boost can occur at full fwd thrust lever posi-
• compressor stall • start time exceeds the starter duty limit
settings, or asymmetric thrust when the thrust levers tions. The EICAS caution message ENG LIMIT PROT (L, R) is displayed if the
Note: The autostart system does not monitor oil pressure and temp.
are operated together. thrust lever position commands an N1 greater than the max rated thrust (max N1).
N1 and N2 red line protection is provided in the alt-ernate control mode.
Ethiopian Manuals Ref: MEL Reference:
FCOM: NP Ch.21 -EECs can be both inop on
Memory Items: Limitations (Eng. EGT):
SP Sec 7 Eng, APU normal Mode
[] ENG AUTOSTART: Fuel Ctrl Sw: Cut Off -Take Off/G.A 1090 °C (5’ max) - MCT 1050 °C
SD Sec 7 Eng, APU -1 of 4 ign sys can be inop.
ABORTED ENG START: Fuel Ctrl Sw: Cut Off - Max Climb 890 °C - Start 750 °C
QRH: NNC Sec 7 Eng, APU -Autostart can be inop
- In Flt Start 825 °C
-1 Eng start valve can be Inop
MEL/DDG
 Rev.0 06 Jun 16
Electrical 15
CABIN UTILITY turns The main Battery is connected to the hot battery bus
OFF –
ON/OFF Cabin and Utility and provides standby power to other busses. The main
General • closes the APU bleed air isolation valve
charger powers the hot battery bus and maintains the
The electrical system generates and distributes AC system and turns ON some • initiates normal shutdown
main battery fully charged. The APU battery provides
and DC power to airplane systems, and is comprised cabin lighting • resets auto shutdown fault logic.
dedicated power to the APU electric starter which is
of: main AC power, backup power, DC power, IFE/PASS turns ON/OFF Ife ON (APU operating position) –
used when bleed air duct pressure is unavailable for the
standby power, and flight controls power. System and passengers seat system, (not • opens the APU fuel valve and inlet door
APU air starter. The APU battery charger powers the
operation is automatic. Electrical faults are automa- • activates AC or DC fuel pump
installed on ET-ANO, ANP, APU battery bus and maintains the APU battery fully
tically detected and isolated. • powers the APU controller.
ANQ, APY and on freighters) charged.
The main AC electrical power sources are: START (momentary position, spring–
• left and right engine IDGs loaded to ON) – initiates automatic start
• APU generator sequence.
• primary and secondary external power. 2
The main DC electrical system uses four 1
transformer–rectifier units (TRUs) to APU FAULT Light
produce DC power. The TRUs are powered by the AC Illuminated (amber):
transfer busses. • APU fault and/or fire is detected
The S.BY electrical system can supply AC/DC • APU shutdown due to fault and/or fire
and consists of: • momentarily during APU controller self–test.
• the main battery
• the standby inverter
• the RAT generator and its associated generator Bus tie relays, controlled by BUS TIE switches, isolate
control unit or parallel the right and left main busses.
AUTO- the bus tie system operates automatically to
• the C1 and C2 TRUs. maintain power to both main busses.
The RAT generator provides standby power to the C1 OFF – bus tie open.
and C2 TRUs. RAT is deployed automatically if: ISLN Lights: bus tie breaker is open because:
• both engines are failed and center sys pressure is low • BUS TIE switch is off, or
• both AC transfer busses are unpowered, • BUS TIE switch is in AUTO and a fault has occurred
• all three hydraulic system pressures are low

Each IDG has automatic control and system protection

Backup power is provided by one variable speed, variable fre- functions. When an engine starts, with the GEN CTRL
quency generator mounted on each engine. A frequency converter switch selected ON, the IDG automatically powers the
converts the generator frequency to a constant 400 Hz. Only one respective main bus. The previous power source
backup generator can power the converter at a time. Each backup is disconnected from that bus.
generator contains two permanent magnet generators (PMGs) that The IDG can be electrically disconnected from the
supply power to the flight control DC electrical system. If both busses by pushing the GEN CTRL switch to OFF. The
IDGs and the APU generator are inoperative, a backup generator IDG can also be electrically disconnected from its
powers essential airplane equipment. To reduce electrical loading respective bus by selecting an available external power
on the backup generator, the following systems are inoperative: source prior to engine shutdown.
• TCAS The DRIVE light illuminates and the EICAS message
• SATCOM [] ELEC GEN DRIVE L or R displays when low oil
• Right HF radio pressure is detected in an IDG. If the IDG drive is
• Center tank override/jettison pumps (center tank fuel is unusable disconnected from the engine by pushing the respective
and cannot be jettisoned) PRIMARY EXT PWR can power the left and right main busses. DRIVE DISC switch it cannot be reconnected by the
• Position and other exterior lights (except nose gear landing When the voltage and frequency are within limits, the primary ext flight crew. High drive temperature causes the IDG to
lights) pwr AVAIL light illuminates. If no AC power is applied, either ext disconnect automatically.
• All non-essential cabin equipment (galleys, entert. sys etc) pwr source will power the airplane if the BATT. switch is ON.
The backup electrical system is designed to automatically provide If the BATT switch is ON and no other source is powering the main
power to selected airplane systems. The backup electrical system MEL Ref: Ch24 Ethiopian Manuals References
busses, pushing the SECONDARY EXT PWR switch ON connects
automatically powers one or both transfer busses when: -One IDG may be inop -FCOM: S.P. Sec. 6 Elec. System
secondary external power to both main busses (ifr AVAIL light
• only one main AC generator (includes APU) is available illuminates) -Back up System may S.D. Ch.6 Elec. System
• power to one or both of the main AC busses is lost If no AC power is applied, the BATT switch must be ON or primary be inop -QRH NNC Sec. 6 Elec. System
• approach (APP) mode is selected for autoland ext pwr must be available for secondary ext pwr to power the -Fault Reporting manual
• the system is automatically tested after engine starts. airplane. -Dispatch Deviation Guide
The system transfers power without interruption.
 Rev.2 02 Jul 16
Flight Controls Primary
General Pitch Trim Control: the control column does not directly
Normal Mode: during manual flight, 4 ACEs receive position the elevator in flight but commands the PFCs to
pilot control inputs and send these signals to the 3 generate a pitch maneuver. The PFCs position the elevator and
PFCs. The PFCs verify these signals in order to the stabilizer to generate the commanded maneuver. The PFCs
compute control surface commands and sends them monitor pilot commands and reposition the elevator and
back to the ACES. The ACES send enhanced signals to stabilizer. Airplane pitch responses to thrust changes, gear
the flight control surface actuators. When the autopilot configuration changes, and turbulence are minimized by PFC
is engaged, the autopilot system sends commands to the control surface commands. The PFCs provide compensation for
PFCs. The PFCs generate control surface commands, flap and speedbrake configuration changes, and turns up to 30°
which are then sent to the ACEs in the same manner as of bank. This eliminates the need for the pilot to make control
pilot control inputs. column inputs to compensate for these factors. For turns up to
Secondary Mode: When the PFCs can no longer 30° of bank, the pilot does not need to add additional column
support the normal mode due to internal faults or lack back pressure to maintain altitude. For turns of more than 30° of
of required information from other airplane systems, bank, the pilot does need to add column back pressure. As
they revert to the Secondary Mode. The ACEs continue airspeed changes, the PFCs provide conventional pitch control
to receive pilot control inputs and send these signals to characteristics by requiring the pilot to make control column
the three PFCs. However, the PFCs use simplified inputs or trim changes to maintain a constant flight path.
computations to generate flight control surfaces In the normal mode, on the ground, the stabilizer is directly
commands. These simplified commands are sent back Alternate pitch trim is controlled by the dual positioned when the pilot uses the pitch trim switches. In flight,
to the ACEs, where they are sent to the control surface alternate pitch trim levers on the control stand. the pitch trim switches do not position the stabilizer directly, but
actuators the same way as in the normal mode. All Both levers must be moved to command trim make inputs to the PFCs to change the trim reference speed.
flight control surfaces remain operable but the elevator changes: These levers move the trim reference When pilot trim inputs are made, the PFCs automatically move
and rudder are more sensitive at some airspeeds. The airspeed (normal mode) and also move the the elevators to achieve the trim change, then move the
The green band and takeoff stabilizer (all modes). The alternate pitch trim stabilizer to streamline the elevator.
EICAS caution message []FLIGHT CONTROL MODE is
stabilizer trim setting are calcu- levers are linked to the stabilizer trim control
displayed and these systems are inoperative:
modules (STCM) via control cables, and then Wheel to Rudder Cross–Tie: This function provides the
• autopilot • auto speedbrakes • envelope protection • lated using the FMC inputs of CG,
mechanically to the stabilizer. Alternate pitch capability of being able to control the initial effects of an engine
gust suppression • tail strike protection• TAC • yaw gross weight, and takeoff thrust. A
nose gear oleo pressure switch pro- trim commands have priority over wheel pitch failure using control wheel inputs only. Control wheel inputs can
damping (may be degraded or inoperative).
vides an automatic cross–check of trim commands in all flight control modes. deflect the rudder up to 8 degrees. Wheel to rudder cross–tie is
Direct Mode:The ACEs transition to the direct mode
the CG to ensure that the correct Moving the alternate pitch trim levers with the operative in flight below 210 knots in the normal mode only.
when they detect the failure of all three PFCs or lose
green band has been selected. autopilot engaged does not disconnect the
communication with the PFCs. The direct mode can
When either the nose up or nose autopilot, but does move the stabilizer. Moving Outboard Ailerons lockout: In Normal mode up to 9000 ft
also be manually selected by moving the PRIMARY
down band is se-lected, the pres- the levers during stall or overspeed protection outboard Ail (and spoilers 5-10) starts locking at 270 kias
FLIGHT COMPUTERS DISCONNECT switch to
sure switch posi-tion is compared does move the stabilizer, but does not remove (reduced authority), Full Locks (up to 11500ft) happens at 280
DISC. In the direct mode Pilot inputs received by the
to the computed green band. The column forces. Note: Therefore they should not Kias. Using normal scheduled speeds, practically lockout
ACEs are sent directly to the control surface actuators.
EICAS advisory message STAB be used with the autopilot engaged, or during happens passing 10000 ft. In Secondary mode, they Lock when
The EICAS caution message []PRI FLIGHT COMPUTERS
stall or overspeed protection. flaps/slats are fully retracted
is displayed. In the direct mode, the following functions GREENBAND is displayed if the
are not available: pressure switch and the green band
• autopilot • auto speedbrakes • envelope protection • disagree. If the stabilizer signal is TAC:If the thrust level on one engine differs by 10 percent or Ethiopian Manuals References
gust suppression • tail strike protection • manual rudder not present or is invalid, the green more from the other engine, TAC automatically adds rudder to -FCOM: N.P.
trim cancel switch •TAC• yaw damping band and the pointer are not mi-nimize yaw. Before liftoff, TAC does not fully com- S.D. Ch.9 Flight Controls
Mechanical Backup: In the event of a complete displayed. pensate for the failed engine so the pilot can recognize engine -QRH: NNC Sec. 9 Flight Controls
electrical system shut–down, cables from the Alt Trim failure through roll/yaw cues. TAC is available except: -FCTM: Ch.8.11 Non Normal Operations
Handles to the stabilizer and from Control Wheel to MEL Ref: Ch27: Many Items • when airspeed is below 70 knots on the ground • when -Fault Reporting manual
spoilers 4&11 allow the pilot to fly straight and level listed, check MEL and/or DDG for reverse thrust is applied • when automatically disengaged due -MEL / Dispatch Deviation Guide
until the electrical system is restarted. reference to system malfunction or loss of engine thrust data.
 Rev.0 02 Jul 16
Flight Controls Secondary
General Ailerons/Flaperons droop: Wen Flaps/Slat are extended droop is as follows: Spoilers: There are 14 Spoilers numbered from left
Flaps and Slats: Primary mode hydraulic pwr is Ailerons: 8° dn (Flap 20 or less); 0.6° dn (Flap 25-30) to right. All spoilers, except 4 and 11, have an
supplied by the center hyd sys. Secondary and alternate Flaperons: 10°dn (Flap 5) ; 20° dn (Flap 15-20) ; 31° (Flap 25-30) electrical command path. Spoilers 4 and 11 have a
mode electrical pwr is supplied by the left and right AC In the secondary mode, Ailerons remains faired and Flaperons droops at 20° when Flap/Slat mechanical command path in roll control also used in
busses. Flap/Slat Load relief and AutoSlat Stall are not retracted. case of a total electrical failure.
protection are operative. Operations are inhibited above Flaperon droop is reduced on landing directly proportional to speedbrakes extension The EICAS warning message CONFIG SPOILERS
20000 ft and above 275 Kts indicates that the speedbrake lever is not in its down
The secondary mode is automatically engaged detent when either the left or right engine thrust
whenever the primary mode fails to move the flaps or exceeds the takeoff threshold and the airplane is on
slats to the selected position. []FLAP PRIMARY FAIL or the ground.
[]SLAT PRIMARY FAIL is displayed on EICAS. During speedbrake control in flight, the PFCs
Secondary mode remains engaged until Flaps/Slats are command the inboard spoilers to a maximum of 15
retracted or Hyd pressure is restored. Slat relief is degrees and the outboard spoilers to 45 degrees,
available except for spoilers 4, 5, 10, and 11. Spoilers 5 and 10
The alternate mode allows direct manual operation of do not operate as speedbrakes in flight. Spoilers 4
the flaps and slats through the secondary drive electric and 11 operation is described in the paragraph below
motors. []FLAP/SLAT CONTROL is displayed on EICAS about mechanical speedbrake logic.
and Alternate mode must be manually selected through During speedbrake control on the ground, the PFCs
the alternate flaps ARM switch. It disables normal command all the spoilers, except spoilers 4 and 11, to
control , arms the alternate mode ,engages the electric move to a maximum of 60 degrees.
motors. When pushed the flap lever no longer controls The EICAS message SPEEDBRAKE EXTENDED
flaps/slats. indicates that the speedbrake lever is more than the
The three–position Alt flaps selector extends and armed position with the airplane above 15 feet of
retracts the flaps and slats and it must be selscted OFF radio altitude and one of these conditions:
when the desired surfaces position is reached. The • Airplane below 800 feet radio altitude
flaps and slats extend simultaneously, but slat retraction • Flaps at landing position
is inhibited until the flaps are up. Flap and slat exten- LIMITATIONS: On the ground the speedbrake • Either thrust lever is more than 5 degrees above the
sion is limited to slats midrange and flaps 20°. Asym- Placard Speeds: Operations are inhibited lever moves to DOWN and all idle stop.
metry protection, uncommanded motion protection, 1- 265 Kias above 20000 Ft and above spoiler panels retract if either The EICAS memo message SPEEDBRAKE ARMED
autoslats, and flap/slat load relief are not available in 5- 245 “ 275 Kias thrust lever is advanced to the indicates that the speedbrakes are armed.
the alternate mode. 15- 230 “ takeoff thrust position. In case of Emergency evacuation on ground, Spoilers
Note: Slat and flap operation time in the secondary and 20- 225 “ The speedbrake lever moves to 6,7,8 and 9 are automatically retracted when an
alternate modes is greatly increased: 25- 200 “ UP and all spoiler panels overwing exit is not closed and the ground speed is
Extension: 0° to 5° : 4 minutes 30- 180 “ extend if either reverse thrust less than 40 Kts.
5° to 20° : 1 min 25 sec. lever is raised to the reverse
Retraction: 30° to 1 : 2 min 33 sec. idle detent even if the lever is
1 to 0 : 1 minute Ethiopian Manuals References not in the ARMED position. Spoiler Lock Out: To prevent tail buffet at cruise
For landing Use Flaps 20, Vref20. For Go Around -FCOM: N.P. AutoSpeedbrake is not speed, spoilers 5 and 10 fair to the wing surface and
Flaps remain at 20°. S.D. Ch.9 Flight Controls available in secondary and lock out during cruise. The Logic is the same as for
-QRH: NNC Sec. 9 Flight Controls direct modes. the Aileron Lockout: see: Flight Control Primary
-FCTM: Ch.8.11 Non Normal Operations Note: There is no limitation for In the secondary and Direct modes, PFCs and ACEs
MEL Ref: Ch27: Many Items listed, check MEL -Fault Reporting manual extension of speedbrakes in keep these spoilers always locked.
and/or DDG for reference -MEL / Dispatch Deviation Guide any landing configuration
 Rev.0 25 Aug 15
Fuel 15

Fuel Pumps Fuel jettison is initiated by pushing the FUEL JETTISON ARM switch to The nozzles cannot open on the ground, regardless of switch posi-
Each fuel tank contains two AC–powered fuel pumps. A select ARMED. The jettison system automatically sets the fuel–to–remain tions. In flight, jettison time displays in minutes on the fuel synoptic
single pump can supply sufficient fuel to operate one engine to the MLW. The TO REMAIN quantity replaces fuel temperature on the when the FUEL JETTISON ARM switch is ARMED. Jet-tison time
under all conditions. The two center tank fuel pumps are EICAS display. Pull on and rotate the FUEL TO REMAIN selector to increases with an increase in altitude. Jettison automatical-ly stops
override/jettison pumps. The pumps have higher output press manually decrease or increase the TO REMAIN quantity. when a value just above the TO REMAIN quantity is reached. The
than the left and right main tank fuel pumps. The center tank system shuts off the main tank jettison pumps and closes the center
override/jettison pumps override the main tank pumps so the tank jettison isolation valves. When the airplane is heavy and loaded
center tank fuel is used before wing tank fuel. The center tank near the forward CG, fuel is jettisoned from the center tank first to
fuel pumps will shut off automatically after 15 seconds of keep CG within limits; main tank jettison pump operation is delayed.
continuous low press. Automatic center tank fuel pump shut- The computed jettison time is automatically adjusted to reflect the
off is inhibited during jettison. When the main tank fuel increased jettison time. The Dump rate with two nozzle valves open
pump switches are off, the switch PRESS lights illuminate is 2449 kg/min or 1400 Kg/min if Ctr Tank is empty.
and the EICAS messages FUEL PUMP (L, R,FWD, AFT) is At least 3,800 kg (5200Kg for 777-300ER) of fuel remains in each
displayed. When the center fuel pump switches are off, the main tank after jettison is complete.
switch PRESS lights and pump press EICAS messages are Note:
inhibited. On the ground, both center fuel pumps operate only Fuel Jettison should not be performed:
when two electrical power sources are available. With only -At low Altitude (min altitude should be above 4000 ft)
one pwr source available and the center fuel pump switches -Descending in holding pattern
on, the switch PRESS light on the non–powered side is illu- Engine fire does not constitute a limitations for jettisoning.
minated and the pump pressure EICAS message is inhibited.
The left main tank contains a DC–powered fuel pump. It has
no controls or indicators, other than the fuel synoptic display. Personal Note: Decision whether to perform fuel jettison or plan
The DC pump operates automatically to provide fuel to the
for an overweight landing should also take the following aspect into
APU when AC power is not available and the APU selector is
ON. Surge tanks are provided in each wing, outboard of each consideration:
main tank. Fuel in the surge tanks and fuel remaining in the -number of runways available for landings
refueling manifold is drained into the main tanks. -Minimum fuel for diversion to an alternate suitable airport
If landing airport weather is marginal or it has a single runway ,
consider to leave enough fuel in the tanks to divert to an alternate
Fuel Pump Operations
Before start, the main tank pump switches should all be pu- airport. (this is anyway not a company requirement)
shed ON. Before start, with center tank quantity more than
4,800 kilograms, the center tank switches should be pushed
ON. During flight, when the FUEL IN CENTER message dis-
plays the center tank pump switches should be pushed ON,
when the FUEL LOW CENTER message displays the center
tank pump switches should be pushed off. With the main
tank pumps ON, a scavenge system operates automatically to
transfer any remaining center tank fuel to the main tanks.
Fuel transfer begins when either main tank quantity is less
LIMITATIONS: Ethiopian Manuals Reference: MEL Ref: Chapter 28
than 23,900 kg. Center tank qty must be below 15,900 Kg. Main tanks must be scheduled to be full if center tank fuel is FCOM: Limitations 10.7 22-1 If on main tank pump is
loaded. Inop, ETOPS max 120’
NP Ch.21
Fuel Tank Capacities Note: The center tank may contain up to 1360 kilograms of fuel
SP Sec 12 Fuel 22-2 One Ctr Tank pump may
Tank Liters Kilograms * with less than full main tanks provided center tank fuel weight
plus actual zero fuel weight does not exceed the maximum zero SD Sec 12 Fuel Be inop. (ck limitations)
Left Main 38,990 31,300
Right Main 38,990 31,300 fuel weight, and center of gravity limits are observed. QRH: NNC Sec 12 Fuel
Center 103,290 82,900 Max Fuel inbalance: 500Kg or 100Kg if X-feed valve is open FCTM: NN ops. Ch 8.16 Fuel
Total 181,270 145,500 Min Fuel Temp:-40°C or3°C >Fuel Freezing temp
Max Fuel Temp: 49°C MEL/DDG: Ch 28 Fuel
* Fuel density = 0.8029 kilograms per liter.
 General Limitations Rev 9 03 Jan 17

DIMENSIONS WEIGHTS
200LR - 200F 300ER 200LR 200F 300ER
Wing span : 64.8 m Wing span : 64.8 m Mzfw 209.106 248.115 237.682
Lenght : 63.7 m Lenght : 73.9 m Mtow 347.451 347.814 351.534
Height : 18.6 m Height : 18.5 m Mlw 223.167 260.815 251.290

SPEEDS AUTOPILOT
FLAPS LDG GEAR TURBULENCE Min Alt for engagement: 200 ft
1 : 265 kts Max Tire g/s (to) : 204 kts Min Alt for Disengag. : ILS (except
5 : 245 kts “ “ “ “ (ldg) : 225 kts Alt <25000 ft: 270 kts LAND2/3) : 200’
15 : 230 kts Vlo (ext/ret) : 270 kts M.82 Alt >25000 ft: 280/M.82 Non Prec. : MDA –50 ft
20 : 225 kts Vle Extended : 270 kts
25 : 200 kts Vle Alt. Ext. : 270 kts Seating: 200LR 300ER
30 : 180 kts Recomended extension:<200 kts Vmo/Mmo: 330/350-M.89 C28 Y287 C34 Y365
Note: Flaps/Slat operation not allowed > 20000 ft Max: 440 550
Jump Seats: 17 19

WIND LIMITS

Take Off & Ldg Cabin & Cargo Doors Autoland

Rwy Cond. Xwind Twind Normal LowVis
Operation: max: 40 kts Head 25 25
DRY 38 10 Gusts: max: 65 kts Tail 10 10
Poor Not all. Not All. Windows: max: Vref+80 Cross 25 15

Note 1:Max Xwind based on Rwy conditions Note 2:When F.O. is PF max X-wind is reduced to: 20 kts (dry), (FOM 2.16.7.3)
and Weight/C.G. are reported in the FCTM -15 kts (wet or ssw with Braking Action good),
but they are not considered as limitations -10 kts (med/good), <5kts (Med)
-Not Allowed if Braking action is less than Med.

ENGINES RVSM Requirements

GE90-115BL(200LR-300ER) GE90-110L1B (200F) AP, Xpdr, Alt Alert, 2 IndependentAltimeters.
EGT Limits OIL
Take Off/G.A 1090 °C (5’ max) Temp : 132 °C Max Diff CPt/FO Alt: Gnd ck: 75 ft
MCT 1050 °C 143 °C (max 15’) InFlt ck: 200 ft
Max Climb 890 °C Qty: 20 qts (refill required
Start 750 °C not limiting)
Altitude Limitations
Flt Start 825 °C
Service Ceiling: 43100 ft
Max Field Elevation: 8400 ft (200LR)
Min Runway width for 180° turn Min RFF Category 9650 ft (200F-300ER)
(Rescue and Fire Fighting)
Normal
200LR & 200F 300ER Departure & Destination: 9 Approach Min RNP Values
48m 56.5m Alternate (Dest,T/o,Enroute): 7 As specified in App charts, or:
Minimum ETOPS Alternate: 4 NDB,NDB/DME: 0.6
38.4m 43.7m VOR, VOR/DME: 0.5
RFF Category: E
RNAV: 0.5
GPS/GNSS: 0.3
Temp.Limit: T.o & Ldg: ISA+39.4°C In Flight: ISA+34°C Note:For USA, RNP 1 only is approved

Note: Specific Systems limitations are reported in the respective system page of the study guides

COLD WEATHER OPS

Max allowed contamination: Take Off & Landing: FOM: 2.16, FCOM: SP 16
S.S.W. : 12.7mm (1/2 in)
Dry Snow : 10 cm (4 In)
Note: Operations with Braking Action Poor (<0.25) are not allowed as per company policy
 Rev.0 25 Jun 16
Hydraulic 15

General The RAT, when deployed, provides hyd pwr only to the primary L & R Pumps:
There are Three 3000 Psi Hydraulic Systems. The left and right flight control components connected to the center hyd sys. The The left and right hydr sys each have a primary and a demand pump. The
hydraulic systems are identical. They differ only in the compo- RAT provides hyd and electrical power throughout the flight primary pumps are engine–driven, The demand pumps are electric motor–
nents they power. The left hyd Sys powers: Flight Controls and envelope. In flight, the RAT deploys automatically if: both driven. The demand pumps provide supplementary hyd power for periods
Left reverser. The right hyd sys powers: Flight Controls, engines are failed and center sys pressure is low or, both AC of high system demand. The demand pumps also provide a backup
Normal Brakes and Right reverser. Xfer busses are unpowered or, all three hyd sys press are low hydraulic power source for the engine–driven primary pumps.
The center Hyd sys powers: Flight Controls, Slats, Flaps, Ldg In Auto, Demand pumps operate during takeoff and landing phases
Gear, Alt Brakes, Nose and Main Gear Steering. And the right Demand pump operates continuously when aircraft on the
Flight Control Hydraulic Power Switches: They are in the ground
upper overhead panel, No flight crew normal or non–normal Loss of Air Demand Pumps: If both ADP are upowered, Flaps/Slats may
procedures require operation of the flight control shutoff revert to secondary mode due to High Demand during retraction/extension.
switches. These switches are for ground maintenance use only. Ldg Gear retraction may take up to 3 minutes. In case of an Eng Out,
consider performance penalties during go around
Center Hyd Pumps
Center Hyd Sys has Two electric motor–driven primary pumps
and two air–driven demand pumps. Center Hyd Isolation: If a leak occurs >60 kts and a low qty is sensed (0.4
On the ground: With only a single ground power source, qts) both isol valves close. C1 elec pripump is isolated and will operate
including the APU, the C2 pump will not run if the C1 pump is regardless of switch position. Alt/Rsv brakes and Gear steering are isolated
selected. The pump will not be shed if one engine generator is from the rest of the Center Sys. In case of an engine out condition, also the
operating, or the following sources are operating: • primary Slats are isolated and cannot operate in the primary mode.
external power and secondary external power or • APU generator If after isolation, the qty continue to decrease the leak is assumed to be
and primary external power In flight: The C2 pump may be shed elsewhere and the left isol valve reopens providing hyd fluid to Gear
by the electrical load management system when the following steering and Alt/Rsv Brakes.
conditions exist: • all other electric pumps are running • there is a If after isolation, Qty does not reduce further and press is normal, isol
single source of electrical power • generator capacity is exceeded valves remain closed and reopen when: Ldg Gear is Dn and L & R Pri
The pump will start automatically when the conditions that shed Pumps are providing pressure. Below 60 Kts, Left isol valve reopen to pwr
the pump no longer exist. the nose gear steering
The demand pumps provide supplementary hyd power for Note:If Alt/Rsv Brakes are not available, then []BRAKE SOURCE is
periods of high system demand. The demand pumps also provide displayed and only accumulator pressure is available for landing
a backup hyd power source for the center system electric motor–
driven primary pumps. The pumps are controlled by the AIR C1
Hyd Status Display
and C2 pump selectors. In the AUTO position, a demand pump
QTY :displays system reservoir quantity as a percentage of the normal
operates when system and/or primary pumps pressure is low, or
service level (1.00 is the normal service level)
when system logic anticipates a large demand. In the ON
LO – Reservoir quantity is low
position, the demand pump runs continuously. Selecting both
Hyd Sys L Hyd Sys C Hyd Sys R OF– Reservoir is Over–Full (inhibited in flight)
demand pumps ON results in only pump C1 operating. Both
Spoilers 2,4,11,13 Spoilers 1,5,7,8,10,14 Spoilers 3,6,9,12 RF – Reservoir requires Refilling (inhibited in flight)
pumps cannot operate simultaneously when ON is selected for
Aileron Lob Rob Aileron Lib Rib ----------- PRESS – displays hydraulic pressure in Psi of the pump with the highest
both pumps.
Flaperon Lob Flaperon Rob Flaperon Lib Rib pressure.
Elevator Lob Rob Elevator Lib Elevator Rib
Ethiopian Manuals References MEL Ref: Ch29 Rudder [MID] Rudder [UPR] Rudder [LWR]
-FCOM: N.P. -One ADP may be Reverser L ------------ Reverser R
S.D. Ch.13 Hyd System inop Stab Trim Stab Trim
-QRH NNC Sec.13 Hyd System -C isolation Sys Brakes Alt/Rsv Brakes Norm
-FCTM NNOps Ch 8.19 may be inop if de- Nose/Main Steering
-Fault Reporting manual activated Open Ldg Gear
-MEL / Dispatch Deviation Guide Flaps/Slats
 Rev.2 10 Jan 17
Ldg Gear
GENERAL: Hydraulic power for retraction, extension, and steering is MEL Ref: Ch.32 Ldg Gear Warning
supplied by the center hydraulic system. The landing gear are normally -Gear Position indicator may be inop but a/c must be The landing configuration warning system alerts the crew the
controlled by the landing gear lever. On the ground, the lever is held in the DN dispatched with AFM gear extended appendix landing gear is not extended for landing. The EICAS warning
position by an automatic lever lock. The lever lock can be manually message CONFIG GEAR is displayed if:
-Main Gear steering may be inop if locked by maint. In
overridden by pushing and holding the landing gear lever LOCK OVERRIDE - either Thrust lever closed and radio altitude less than 800 feet,
switch. In flight, the lever lock is automatically released through air/ground the center position
-FLAP lever in landing position
sensing. If the message is displayed because a Thrust lever is closed at
low radio altitudes, the message remains displayed until the
Thrust levers are advanced or landing gear is down and locked.
Retraction & Extension If the message is displayed because the FLAP lever is in
When the landing gear lever is moved to UP, the landing gear begins to retract. landing position, the message remains displayed until the
The landing gear doors open and the main gear wheels tilt to the retract landing gear is down and locked or the GND PROX GEAR
position. The EICAS landing gear position indication display changes from a OVRD switch is pushed.
green DOWN indication to a white crosshatch in–transit indication as the
landing gear retract into the wheel wells. After retraction, the landing gear are
held up by uplocks. The EICAS landing gear position indication changes to Push – releases the landing gear lever lock.
UP for 10 seconds and then blanks. With the landing gear retracted and all
doors closed, the landing gear hydraulic system is automatically depressurized.
If any gear is not up and locked up after the normal transit time, the EICAS Nose Wheel and Main Gear Aft Axle Steering
caution message []GEAR DISAGREE is displayed. The EICAS gear position Nose wheel steering is powered by the center/reserve hydraulic
indication changes to the Expanded non–normal format, with the affected gear system. Main gear aft axle steering is powered by the center
displayed as in–transit or down, if the gear never unlocked from the down hydraulic system. Primary steering control is provided by a
position. The EICAS advisory message []GEAR DOOR is displayed if any nose wheel steering tiller for each pilot.
Limited steering control is available through the rudder pedals.
hydraulically actuated door is not closed after normal transit time.
The tillers can turn the nose wheels up to 70 degrees in either
direction. The rudder pedals can be used to turn the nose
The alternate landing gear extension system uses a dedicated DC powered
wheels up to 7 degrees in either direction. Tiller inputs override
electric hydraulic pump and center hydraulic system fluid to extend the
landing gear. rudder pedal inputs.
Main gear aft axle steering automatically operates when the
Selecting DOWN on the ALTERNATE GEAR switch releases all door and
nose wheel steering angle exceeds 13 degrees to reduce tire
gear uplocks. The landing gear free–fall to the down and locked position. The
scrubbing.
landing gear lever position has no effect on landing gear alternate extension.
The EICAS landing gear position indication displays the expanded gear The EICAS warning message CONFIG GEAR STEERING,
position indication when the alternate extension system is used. During accompanied by the takeoff configuration aural alert, is
alternate extension, the EICAS message GEAR DOOR is displayed because displayed if the main gear aft axles are not centered and locked
all the hydraulically powered gear doors remain open. Following an alternate when takeoff thrust is applied. The EICAS advisory message
extension, the landing gear can be retracted by the normal system, if it is MAIN GEAR STEERING is displayed if the main gear steering
operating. Select DN then UP to retract the landing gear using the normal actuators are not locked in the centered position when
system. commanded to the center position.

LIMITATIONS: NORM – the landing gear lever operates normally.

DOWN – the landing gear extends by the alternate extension system.
Max Tire G/S The alternate landing gear extension system uses a dedicated DC powered electric hydraulic
Normal Ldg Gear Position indication pump and center hydraulic system fluid to extend the landing gear.
Take Off : 204 kts
Selecting DOWN on the ALTN GEAR switch releases all door and gear uplocks. The landing
Ldg : 225 kts gear free–fall to the down and locked position. The landing gear lever position has no effect on
Vlo Extension : 270 kts landing gear alternate extension.
Vlo Retraction : 270 kts The EICAS landing gear position indication displays the expanded gear position indication
Vle Extended : 270 kts when the alternate extension system is used. During alternate extension, the EICAS message
Vle Alt. Ext. : 270 kts []GEAR DOOR is displayed because all the hydraulically powered gear doors remain open.
Expanded non–normal format Rec. extension: <200 kts Following an alternate extension, the landing gear can be retracted by the normal system, if it is
operating. The switch must be held DN untill the unlocked indication box is displayed
 Low Visibility Procedures Rev.4 08 Mar 17

Ethiopian USA - CANADA

Low Visibility Take Off

 Requirements
-Min RVR= 150m (Pilot assessment N.A.) Requirements
 -RVR <400m LVP in progress, , CM1 pf Min RVR: 600ft (Min 2 RVR, but if
-Loc deviation bar in sight not required 3 are available, they are
-Flex / Derated To thrust is allowed all controlling)

A mnimum of 90 m. (5+1 Rcl) must be always visibile from the cockpit even if reported RVR is above
minimums

Cat II / III
Ldg minima NOTE: Cat 2/3 Ops not yet approved in the US

Cat2 (a.land): 100’ / 300m Ldg minima (< 1800’)

Cat3a: 50’ / 200m Cat2: 100’ / 1200’
Cat3b: 0’ / 75m (100/1000’ if approved on Cat3 rwys)
Cat3a (fail.pas.): 50’ / 700’ (no Can)
Cat3a (fail.op.): 20’ / 700’
Cat3b: 20’ / 600’ (no Can)
Winds:
- Headwind 25 kts, Xwind 10 kts, Tailwind 10 kts
Winds: -RVR < 1800ft : xwind 15 kts
RVR required Field Lenght Requirements:- wet if RVR <1800ft
-Cat 2 300 – 125 – 125 (TDZ and MID or END) RVR requirements TDZ minima > 600 ft
-Cat 3a 200 – 125 – 125 (TDZ and MID) MID > 600 ft
-Cat 3b 75 – 75 – 75 (TDZ, MID and END) END > 600 ft
RVR>1600’ only TDZ required
At OM, RVRs must be > of required minima RVR<1600’ MID or ROLLOUT required (adv.)
When passed OM, if RVRs are < minima, we can RVR >600’ ROLLOUT required (advisory)
continue down to minima for a see-to-land. RVR<600’ ALL required and controlling. One
can be temporary inop.
No Minima reversion in case of equipment failure -Approach cannon be initiated if the reported
< 1000 ft agl vis/RVR is below minima, however if above
minima and decreases during the approach, this
A min. of 1 rwy or app light must be maintained in can be continued provided:
sight to continue the approach when using a DH -At OM, TDZ must be > of required minima
When passed OM if any RVR < minima we can
Flaps: 20 or 30 required continue down to 100’. At 100’ if TDZ < minima
Autobrake setting: Dry 1 or 2 Go Around
Wet 3 or 4 In cat3b a Go around must be immediately
performed

An additional Fuel (15’ at 10000ft, last hour weight) must be loaded when a low visibility approach is expected at destination
 Rev.0 08 Sep 15
Refuelling panel 15

Overfill Test Switches Indicator and System Test Switches: Load Select Qty: Defuel Valve Pwr Switch: Refuelling Sequence:
Pushing the Overfill test button, starts overfill Pushing System switch momentarily Permits to manu- Open and -BATT: Hot -Select Pwr as needed (BATT / NORMAL)
protection by closing all Refuel Valves. closes all refuel valve in sequence. All ally select the Fuel close defuel Batt bus powers -Select Total Fuel Quantity (or single tank
IND lights turns ON when fuel is sensed in valve blue lights extinguish. Load quantity. The valve. Blue the fuel System Quantity if necessary)
the surge tanks or during the test. IND switches tests the following: load is shown in light is ON -NORMAL: -Perform Indicator test
The guarded reset switch must be in -Fuel Quantity Indicators Tons and decimals when the Gnd Handling -After test is finished and lights are
NORMAL position. In RESET position, disa- -Fuel Valve indicator lights (Kg x 100) valve is fully Bus is powered Extinguished, Push the TOTAL LOAD
bles the overfill protection system and -Defuel valve light open Through APU SELECTOR SET button and check the
extinguishes the Ind light. At Pwr Up an auto self test is perfrormed or EXT pwr correct quantity is displayed in the display
lower window
-Ck that the quantity is correctly divided per
Total / Back up Single tank
It’s a backup indicator able to display
the Total or any tank sel/qty. Pushing Note:Untill Main Tanks are not full (appro-
the Total/backup Display Tank select ximately 31300 Kg per tank), center
button a different tank or Total qty is Tank should remain empty.
didplayed in sequence briefly showing
its identifier: -Command fuel pressure from the Fuel
-TF: Total Quantity Track
-RM: Right Tank -Move the proper REFUEL VALVE
-CT: Center Tank CONTROL switches to OPEN and
-LM: Left Tank Observe one or both respective Valve blue
light ON
-After at least 1000 Kg have been loaded
And the refueling is going on, perform the
following tests:
- INDICATOR test
- SYSTEM Test
- OVERFILL Test
When all test are completed the refueling
automatically continues.

When refuelling is terminated:

-Close All refuel valves and confirm all
Fuel Quantity indicators: Refuel Valve Switches and lights: Load Select Switches Blue light extinguished.
There are four quantity inicators: Refuel Valve Ctrl Switches send Pushing The buttons move the selected -Disconnect Fuel Hose and close the Refuel
-Total / Backup signals to the FQPU (Fuel Qty fuel load in the respective tank qty Panel
-Right Main Proces-sor Unit) to control the indicator. If the TOTAL LOAD
-Center Refuel valves. switch is pushed, Fuel load is divided
-Left Main Each blue light shows the position and loaded automatically in the proper
The indicator shows the actual fuel quantity in the upper window and the of the respective refuel valve. tank. When using the single tank
selected quantity in the lower window. When the light is on, the relative switches, the single tank qty and not
If Any indicators fails, his indication can be shown in the Total / Backup refuel valve is Open the total must be inserted in the
display selector.