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SYSTEM & SEQUENCE NUMBERS

REMARKS OR EXCEPTIONS



49 AIRBORNE AUXILIARY POWER
1. Auxiliary Power Unit (APU)

2. APU Electrical Power Generating System

5. APU Hobbs Meter

(M) May be inoperative provided the APU is secured and other procedures do not require use.



MAINTENANCE PROCEDURES

1. Disengage and Tie-wrap MASTER circuit breaker


located on the APU section of the right circuit breaker panel.

2. Place a placard on APU control panel stating,


“APU INOP.”

3. Make appropriate discrepancy report entry.

(M) May be inoperative provided.

a) APU Generator is verified mechanically sound and capable of rotation, and,

b) APU Generator switch remains OFF,
OR
(M) APU is deactivated and secured.

MAINTENANCE PROCEDURES

1. Access APU generator and determine that APU generator is mechanically sound and capable of


rotation.

2. Place a placard on APU control panel stating,


“APU GEN INOP.”

3. Make appropriate discrepancy report entry.


OR
1. Disengage and tie-wrap MASTER circuit breaker
located on the APU section of the right circuit breaker panel.

2. Place a placard on APU control panel stating,


“APU INOP.”

3. Make appropriate discrepancy report entry.

(O) May be inoperative provided APU operation time is recorded.

OPERATIONAL PROCEDURES

1. Flight crewmember will note and record APU start and shutdown times using reliable time keeping


instrument.

2. Place a placard adjacent to the APU Hobbs meter


stating, "APU HOBBS METER INOP."

3. Make appropriate discrepancy report entry.


NOTE: APU Hobbs Meter is located on the APU, not on the APU control subpanel.





SYSTEM & SEQUENCE NUMBERS

REMARKS OR EXCEPTIONS



49 AIRBORNE AUXILIARY POWER
6. APU Fuel Shutoff Valve

(M) May be inoperative provided the fuel shutoff valve

is secured closed.

MAINTENANCE PROCEDURES

NOTE: It is not possible to “Secure” the shutoff valve open or closed. If the APU starts, the valve has not failed closed. If the APU will not shutdown, then both this valve, and the valve downstream of the FCU are failed open. Two procedures are offered: One to electrically prevent the valve from opening, the other to actually check for fuel flow through the valve.

1. Place a placard on APU control panel stating, “APU FUEL SHUTOFF VLV FAILED. APU DEACTIVATED.”

2. Make appropriate discrepancy report entry.

3. Disengage and secure APU MASTER circuit breaker located on the Emergency section of the right circuit breaker panel.

4. Select BATTERY 1-2 to ON.

5. Select left fuel boost pump to ON.

6. After 3 minutes, position a second technician outside the aircraft near the empennage. Check the APU drain line for any fuel drip, and inspect the inspection panels between the flaps. Fuel exiting at the APU drain indicates that the fuel shutoff valve and APU fuel solenoid valve are open. Fuel dripping from the wing center section/empennage belly indicates a leak, possibly at the shutoff valve. Either situation must be corrected prior to dispatch. If no fuel flows or drips are present, procedure is successfully completed.

7. Select right fuel boost pump to OFF.

8. Select BATTERY 1-2 to OFF.






SYSTEM & SEQUENCE NUMBERS

REMARKS OR EXCEPTIONS



52 DOORS
9. CABIN DOOR OPEN CAS Message


(O) May be inoperative provided:

a) All green indicators are verified in view, and

b) Inner and External door handles are verified correctly

stowed.


OPERATIONAL PROCEDURES

1. A crewmember will visually verify that all green indicators are in view.

2. A crewmember will coordinate with personnel outside the aircraft to verify that the external door handle is stowed.

3. Make appropriate discrepancy report.

4. Place placard above EICAS display and on the cabin door stating “ CABIN DOOR OPEN CAS MSG INOP”.



SYSTEM & SEQUENCE NUMBERS

REMARKS OR EXCEPTIONS



71 POWERPLANT
1. Active Engine Mount System


(M) May be inoperative provided the system is deactivated.



MAINTENANCE PROCEDURES

1. Disengage and tie wrap the ACTIVE ENG MOUNT


circuit breaker located on the left circuit breaker panel.

2. Place placard on instrument panel stating, "ACTIVE


ENG MOUNT INOP."

3. Make appropriate discrepancy report entry.





SYSTEM & SEQUENCE NUMBERS

REMARKS OR EXCEPTIONS



73 ENGINE FUEL & CONTROL
1. Engine Synchronizer System


(M) May be inoperative provided the engine synch is off.



MAINTENANCE PROCEDURES

1. Place placard adjacent to the engine synchronizer selector switch stating, "ENG SYNC INOP-DO NOT TURN ON."

2. Make appropriate discrepancy report entry.



SYSTEM & SEQUENCE NUMBERS

REMARKS OR EXCEPTIONS



77 ENGINE INDICATING

1. Fuel Flow Indicating System


3. Oil Filter Bypass Message



(O) One may be inoperative provided all Fuel Quantity Displays are operative.



OPERATIONAL PROCEDURES

1. Estimate fuel flow quantities through the use of the FMS and Operating Manual Flight Planning Charts.

2. Place placard adjacent to the fuel flow indicating system stating, "LEFT/RIGHT FUEL FLOW IND SYS INOP."

3. Make appropriate discrepancy report entry.

(M) May be inoperative provided the visual indicator is checked prior to first flight of each day.

MAINTENANCE PROCEDURES

1. Gain access to the affected (left or right) engine oil filter bypass visual indicator by opening the lower engine cowling.

2. Verify that neither the actual nor the impending bypass red indicator buttons on the oil filter housing have tripped.

3. Place placard on the instrument panel stating, "LEFT/RIGHT OIL FILTER BYPASS MESSAGE INOP."

4. Make appropriate discrepancy report entry.




SYSTEM & SEQUENCE NUMBERS

REMARKS OR EXCEPTIONS



78 ENGINE EXHAUST
1. Thrust Reversers


(M)(O) One or both may be inoperative provided thrust reversers are secured in the forward thrust position and performance is not predicated on the use of reversers.



MAINTENANCE PROCEDURES

1. Ensure that no damage exists to the affected thrust reverser system(s) that would adversely affect the operation of the airplane.

2. Deactivate and secure affected thrust reverser. Refer
to Procedures Guide Appendix pages A-5 through A-7 for this procedure.

3. Place "INOP" placards as stated in the appendix procedures.

4. Make appropriate discrepancy report entry.

OPERATIONAL PROCEDURES


1. Refer to AFM Section IV, Performance, for required runway distances without thrust reversers.





SYSTEM & SEQUENCE NUMBERS

REMARKS OR EXCEPTIONS



80 STARTING
1. Engine Start Valve


(M) One may be inoperative provided:

a) Alternate starting procedures are established and used, and

b) The associated start valve is verified closed after starting.



MAINTENANCE PROCEDURES

(Mechanic(s) only)



WARNING: EXERCISE CAUTION WHEN WORKING AROUND COUPLINGS AND VALVES. BLEED AIR LINES/DUCTS AND COUPLINGS MAY BE EXTREMELY HOT AND CAN CAUSE INJURY IF HANDLED CARELESSLY.

1. Verify normal start pressure (greater than 30 PSI) is available.

2. Use a 1/4" socket to turn the hex fitting at the bottom
of the affected engine start valve to the OPEN index mark.

3. Start the engine on the affected engine start valve


side.

4. After engine starts, turn the hex fitting at the bottom of


the affected engine start valve to the CLOSED index mark.

5. Verify no START VLV OPEN L or START VLV OPEN


R EICAS indication exists.

6. Place placard adjacent to the EICAS display stating, "LEFT/RIGHT ENG START VALVE INOP."

7. Make appropriate discrepancy report entry.

NARRATIVE:


Bleed air pressure will attempt to pressurize the start valve closed during start. The start valve must be held in the open position until normal sequence is terminated. The engine will start to rotate as soon as the start valve is turned to the open position. EICAS displays an indication of the engine start valve position. If the start valve remains open after engine start, the EICAS message START VLV OPEN L or START VLV OPEN R will display amber in color. In addition, the associated engine start button light will remain illuminated if the start valve stays open.


21 AIR CONDITIONING


NOTE: Cabin altitude should be at zero rate to accurately reflect the Standard Atmosphere Chart conversion Appendix Page A-2.

Example for converting cabin altitude to differential pressure.


Cabin Altitude as read from gage: 5000 feet

Pressure at 5000 feet: 12.23 PSIA

Aircraft Altitude: 38,000 feet

Pressure at 38,000 feet: 3.00 PSIA


12.23 - 3.00 PSIA = 9.23 Differential Pressure
Example for converting differential pressure to cabin altitude.
Differential Pressure as read from gage: 8.00 PSIA

Aircraft Altitude: 25,000 feet

Pressure at 25,000 feet: 5.46 PSIA
8.00 + 5.45 PSIA = 13.46 PSIA
Interpolate from chart cabin altitude at 13.45 PSIA
Cabin Altitude = 2,421 feet



Altitude … Pressure

(Feet) … (psia)


Altitude … Pressure

(Feet) … (psia)


Altitude … Pressure

(Feet) … (psia)

-1000 … 15.24

-500 … 14.98

0 … 14.70

500 … 14.43

1000 … 14.17

1500 … 13.92

2000 … 13.67

2500 … 13.42

3000 … 13.17

3500 … 12.93

4000 … 12.69

4500 … 12.46

5000 … 12.23

5500 … 12.00

6000 … 11.78

6500 … 11.56

7000 … 11.34

7500 … 11.13

8000 … 10.92

8500 … 10.71

9000 … 10.51

9500 … 10.31

10,000 … 10.11

10,500 …. 9.91

11,000 …. 9.72

11,500 …. 9.54

12,000 …. 9.35

12,500 …. 9.17

13,000 …. 8.99

13,500 …. 8.81

14,000 …. 8.64

14,500 …. 8.47

15,000 …. 8.30

15,500 …. 8.13

16,000 …. 7.97


16,500 …. 7.81

17,000 …. 7.65

17,500 …. 7.50

18,000 …. 7.34

18,500 …. 7.19

19,000 …. 7.05

19,500 …. 6.90

20,000 …. 6.76

20,500 …. 6.62

21,000 …. 6.48

21,500 …. 6.35

22,000 …. 6.21

22,500 …. 6.08

23,000 …. 5.95

23,500 …. 5.83

24,000 …. 5.70

24,500 …. 5.58

25,000 …. 5.46

25,500 …. 5.34

26,000 …. 5.23

26,500 …. 5.11

27,000 …. 5.00

27,500 …. 4.89

28,000 …. 4.78

28,500 …. 4.68

29,000 …. 4.58

29,500 …. 4.47

30,000 …. 4.37

30,500 …. 4.27

31,000 …. 4.18

31,500 …. 4.08

32,000 …. 3.99

32,500 …. 3.90

33,000 …. 3.81

33,500 …. 3.72


34,000 …. 3.64

34,500 …. 3.55

35,000 …. 3.47

35,500 …. 3.39

36,000 …. 3.31

36,500 …. 3.23

37,000 …. 3.15

37,500 …. 3.08

38,000 …. 3.00

38,500 …. 2.93

39,000 …. 2.86

39,500 …. 2.80

40,000 …. 2.73

40,500 …. 2.67

41,000 …. 2.60

41,500 …. 2.54

42,000 …. 2.48

42,500 …. 2.43

43,000 …. 2.37

43,500 …. 2.31

44,000 …. 2.25

44,500 …. 2.20

45,000 …. 2.15

45,500 …. 2.10

46,000 …. 2.05

46,500 …. 2.00

47,000 …. 1.95

47,500 …. 1.91

48,000 …. 1.86

48,500 …. 1.82

49,000 …. 1.77

49,500 …. 1.73

50,000 …. 1.69

50,500 …. 1.65

51,000 …. 1.61


Standard Atmosphere Chart




78 THRUST REVERSER DISABLING - MAINTENANCE PRACTICES


1. General
A. The thrust reverser system shall be disabled with the doors stowed and locked. Disabling is accomplished by physically locking thrust reverser door latches and disconnecting electrical and hydraulic power. One or both thrust reversers may be disabled for flight.
(1) Disabling is the procedure to render one or both thrust reversers inoperable and still permit normal flight operation.
B. Enabling is the procedure to render thrust reversers operational after disabling.
2. Description
A. The thrust reverser system is disabled mechanically and electrically.
(1) Mechanical disabling consists of inserting latch pins in the outboard latch boxes to physically prevent the thrust reverser door latches from moving.

(2) Electrical disabling consists of disengaging and locking out appropriate circuit breakers.


B. Placards are placed in cockpit to alert crew to disabled thrust reversers.
3. Dispatch With Inoperative Thrust Reverser(s)
NOTE: If only one thrust reverser is to be disabled, accomplish only those steps which are applicable to that thrust reverser. One or both thrust reversers may be disabled for flight.
A. To disable the thrust reversers, use the following procedure:
(1) Ensure the thrust reversers are in the stowed and latched position.

(2) In the cockpit, disengage LH T/R STOW, LH T/R DEPLOY, RH T/R STOW and RH T/R DEPLOY circuit breakers, located on the left circuit breaker panel. Install MS35489-6 Grommets in all four circuit breaker locations.

(3) Remove inboard fairing inspection panel and physically inspect that the lower door hook is engaged in the door latch receptacle. Inspect that the upper door hook is engaged through fairing/door gap at hook locations.

(4) Physically inspect that both the upper and lower hooks are engaged in the door latch receptacles on the outboard side through fairing/door gap at hook locations.


WARNING: IF THERE IS EVIDENCE OF DAMAGE IN THIS AREA, OR THE DOOR HOOKS ARE NOT ENGAGED IN THE DOOR LATCH RECEPTACLES, REPAIRS SHALL BE MADE PRIOR TO RELEASING THE AIRPLANE FOR FLIGHT.
(5) Remove outboard thrust reverser fairing panel to pin thrust reverser assembly, and store.

(6) From the Thrust Reverser Pinning Kit, remove latch quick release pin (MS17984C313) and insert through latch box in two places on the outboard side to block both the upper and lower hooks from movement.

(7) From the Thrust Reverser Pinning Kit, remove thrust reverser fairing panel (red in color) and install on outboard thrust reverser fairing.

(8) Reinstall the inspection panel on inboard thrust reverser fairing.

(9) Placard thrust reverser control panel, or thrust reverser enunciator(s) with "T/R INOPERATIVE" warning, as shown in Appendix A-7.

(10) Make logbook entry to alert flight crew of inoperative thrust reverser condition.








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