B767 ATA 00 Student Book

TRAINING MANUAL FOR TRAINING PURPOSES ONLY

B767-3S2F GENERAL Page - 1 11/20/14 EFF - ALL

GENERAL



TABLE OF CONTENTS

AIRCRAFT GENERAL....................................................................................... 4

AIRCRAFT DIMENSIONS ................................................................................6

COMPARISON ..................................................................................................8

RAMP LAYOUT................................................................................................10

AIRCRAFT SERVICING...................................................................................12

TYPICAL SERVICE LIGHTING AND INTERPHONE JACKS.......................... 14

FLIGHT COMPARTMENT LIGHTING..............................................................16

LIGHTED PUSHBUTTON SWITCH................................................................. 18

SWITCH (MECHANICAL OPERATION) ............ .............................................20

FLIGHT COMPARTMENT PANELS ................................................................22

P11 CIRCUIT BREAKER PANELS ..................................................................24

P5 OVERHEAD PANEL................................................................................... 26

FWD PANELS ..................................................................................................28

LARGE DISPLAY SYSTEM..............................................................................30

CENTER FWD PANELS.................................................................................. 32

P8 P10 P9 PANEL (PEDESTAL) .................................................................... 34

P61 MAINTENANCE PANEL ...........................................................................36

FLIGHT COMPARTMENT LAYOUT................................................................38

FLIGHT COMPARTMENT ACCOMMODATIONS ...........................................40

EQUIPMENT CENTERS AND PANELS.......................................................... 42

E1 RACK.......................................................................................................... 44

E2 RACK ..........................................................................................................46

E3, E5, E6 AND E8 RACKS ...... 48

ELECTROSTATIC DISCHARGE SENSITIVITY ... 50

COMPOSITE MATERIALS ..............................................................................52

BODY STATIONS AND SECTION NUMBERS................................................54

SYSTEM ZONE................................................................................................ 56

ACCESS PANEL ZONE CODE ...................................................................... 58

TOWING ......................................................................................................... .60

LEVELING........................................................................................................66

JACKING..........................................................................................................68

JACKING AXLE POINTS..................................................................................70

AIRPLANE TETHERING...................................................................................72

TETHERING WITH WEIGHT CART.................................................................74

BOEING MAINTENANCE MANUALS / DOCUMENTS....................................76



AIRCRAFT GENERAL

General

The Boeing 767 is a twin engine, wide body aircraft. Advanced systems, materials, and aerodynamics make this aircraft the finest in its class.

Airplane Identification

The model number identifies the aircraft type.

The line number identifies the production line position.

The variable effectivity number identifies the options that have been selected for the aircraft.

The serial number identifies a specific aircraft within the total number of Boeing commercial aircraft.

Performance

With advanced engines and avionics, the 767 has greater performance than comparable aircraft.

Configuration

A flexible interior and cargo deck permit a wide variation in aircraft arrangement.

Weight

Maximum gross taxi weight (MGTW) is the maximum certified weight for ground maneuvering.

Maximum takeoff gross weight (MTOGW) is the maximum certified weight for takeoff.

Maximum design landing weight (MLW) is the maximum certified weight for landing.

Maximum design zero fuel weight (MZFW) is the maximum certified weight without fuel.

Operational empty weight (OEW) is the weight of the aircraft ready-to-fly without fuel and payload. OEW includes crew, fluids, food, etc.

Manufacturers empty weight (MEW) is the weight of the airplane as it leaves the factory.

Useable fuel load is the total weight of fuel that the tanks can hold and that is available during normal flight attitudes.

Powerplant

The FedEx B767-300F is powered by the GE CF6-80C2B6F.

B-767-3S2F GENERAL Page - 5 11/20/14 EFF - ALL

TRAINING MANUALFOR TRAINING PURPOSES ONLY

AIRPLANE IDENTIFICATION NUMBER

MODEL B767-3S2F LAN aircraft B767-316F* LINE NUMBER 1058...

VARIABLE EFFECTIVITY NUMBER VT556...

TAIL NUMBER N101FE - N147FE

MANUFACTURER SERIAL NUMBER 42706...

DELIVERY DATE SEPT 2013

WEIGHT IN LBS

1 MGTW MAX GROSS TAXI WEIGHT 409,000 413,000 *Winglets2.MTOGW MAX TAKE-OFF GROSS WEIGHT 408,000 412,000 *Winglets3.DLW DESIGN LANDING WEIGHT 326,000

4.ZFW ZERO FUEL WEIGHT 309,000

5.OEW OPERATING EMPTY WEIGHT 181,900

6.MEW MANUFACTURING EMPTY WEIGHT 180,298

7. USABLE FUEL LOAD 161,740 (23,980 GAL)

8. MAXIMUM REVENUE PAYLOAD 121,200

AIRCRAFT

PERFORMANCE

POWERPLANT GE CF6-80C2B6F 60,200LBS THRUST DESIGN SPEED 0.82 MACH

MAXIMUM CERTIFIED ALTITUDE 42,000 FEET

RANGE 3225 NM

CONFIGURATION

CARGO 15,469 CUBIC FT

MAIN DECK 11,884 CUBIC FT

LOWER CARGO BINS 3585 CUBIC FT BULK 430 CUBIC FT

LIMIT PAYLOAD 58 TONS

*B767-316F Registration # Effectivity # N68077 646 N68078 647 N68079 649

GENERAL


B767-3S2F GENERAL Page - 6 11/20/14 EFF-ALL

AIRCRAFT DIMENSIONS

General

Dimensions for the B767 as shown.

Aircraft fuselage is 5 feet 8 inches from the ground. A ladder is necessary to access the Main Equipment Center. The Hydraulic Service bay and Air Conditioning Pack bays can be opened from the ground.



AIRCRAFT DIMENSIONS



COMPARISON

General

Wingspan comparison of MD10, MD11, and B767-3S2F.

The B767 is expected to have considerable cost savings over the MD10.

FADEC GE CF6-80B6C2 engines for considerable more fuel efficient than MD10 engines.



COMPARISON



RAMP LAYOUT

Servicing Locations

Ramp:

Fueling on left and/or right wing Main Deck Cargo Loading Lower Fwd, Aft, and Bulk Cargo Loading Steps at L1 Door GPU right front of aircraft



RAMP LAYOUT



AIRCRAFT SERVICING

Conditioned Air

Conditioned air is provided through a receptacle downstream of the air conditioning packs.

Electrical Ground Power

External electrical power, 115vac and 90kva, can be connected in the nose gear wheel well area.

Fuel

Pressure fueling is accomplished from either wing, through two underwing receptacles in the left wing outboard section and right wing outboard section. The airplane may also be fueled through two overwing fill ports.

Pneumatics

Pneumatic air for engine start and air conditioning is supplied by a ground cart connected to the lower fuselage, forward of wheel well.

Potable Water

Potable water is in lavatory self contained water system. It includes a 3.7 gallon tank under the sink.

Hydraulic Reservoir Servicing

There are three hydraulic systems. Each system has a reservoir. A service panel in the aft right wing-to-body fairing services all three systems. There is one pressure fill connection. A hand pump is built in as part of the panel.

Service Interphone

There are nine service interphone jacks at key service location.



SERVICING



TYPICAL SERVICE LIGHTING AND INTERPHONE JACKS

Purpose

The service interphone system provides the means for communications between various service interphone jacks, between these jacks and the attendant handsets, and between the jacks and the flight crew audio selector panels.

System Description

Power is supplied from the 28 volt DC battery bus through the cab/service circuit breaker on the P11 panel.

Interior jacks are connected together through mixing circuits and amplifiers in the audio accessory unit. Exterior jacks are connected through the same circuits and an on/off switch on the P61 panel.

The flight crew can communicate with the service interphone stations by selecting the service interphone microphone and listen switches on their audio selector panels.

Some of the jacks are controlled by the switch on P61 panel while others are connected at all times.

Unswitched Jack Location (Interior)

• Weather radar mount • Main Electrical Center • Forward compartment cargo handling access panel, P35 • Aft compartment cargo handling access panel, P39

Switched Jack Locations (Exterior)

• APU remote control panel P40 • Right wheel well service panel, P56 • Wing fueling panel, P28 • Jack screw area • APU shroud

Service Interphone Switch

• On-adds external (unpressurized area) jacks to system. • Off-deactivates microphones at external (unpressurized area) jacks,

except jacks marked Flight, at the APU ground control pane.



TYPICAL SERVICE LIGHTING AND INTERPHONE JACKS



FLIGHT COMPARTMENT LIGHTING

General

Flight compartment lighting is provided by incandescent dome lights in the ceiling panels and fluorescent lights over each crew member's instrument panel.

Integral Panel Lights

The instruments, annunciators, and systems control panels, have integral incandescent lights. The lights illuminate dials, annunciators, and switch position lettering.

Flight Compartment Miscellaneous Lights

Specific area lights such as map, chart, threshold stop, and flight kit lights are provided.

Master Dim and Test

A Master Dim and Test System allows the crew to dim and test all annunciator lights within the flight compartment.

Control

Lighting control panels at each crew member's station and overhead panel P5 allow the lights to be turned "ON", "OFF", and "DIMMED". Some control assemblies have dual functions. They have two potentiometers or rheostats. Each one is mounted on inner and outer knobs for control of integral panel lights and flood lights. The inner knob controls the flood lights and the outer knob controls the panel lights.



F/O LIGHTING (P7)

PANEL

OFF

CHARTFLOOD

MAPOFF

OFF

OFF

OFF OFF

CKT BKR OVHD PANEL DOME

OFF

TESTBRTDIMIND LTS

OFF

GLARESHIELDPANEL/FLOOD

OFF

LT OVRD

ON

w

AISLE STAND

TAXI RUNWAY TURNOFF

OFF

ON

L R

40

60 80

20 0

DUCTPRESS

PSILR

R ISLN

VALVE

C ISLN

UCT

D LEAK

F

OF

L ENG

L ISLN

VALVE

LEAKDUCT

BLEED

R ENGAPU

ADP

FFO

VA

EVL

OVHT

E

VALV

LEAKDUCT

BLEED

OVHT

BLEED AIR CONTROL PANEL (P5)

PANEL LIGHT CONTROL (P5) PANEL LIGHT CONTROL (P5)

INSTR LTS (TYP)

INTEGRALPANEL LIGHT(TYP)

ANNUNICATIONLTS (TYP)

SWITCH LIGHTS(TYP)

LOGO

ON

w

PANEL

OFF

CHARTFLOOD

MAPOFF

OFF

OFF

CAPTAIN LIGHTING (P7)

FLIGHT COMPARTMENT LIGHTING



LIGHTED PUSHBUTTON SWITCH MAINTENANCE FEATURES

General

The B-767 uses two types of switchlights; momentary and alternate-action. Each type is manufactured either by Master Specialty or by Korry.

Momentary Switchlight

Depressing the cap transfers the contacts. Releasing the cap transfers the contacts back to the original position.

This switch has no switch position display (legend). The switchlight has the capability of two (2) dual bulb status/caution lights operated by the system to show system condition. The label can be either white or black. The background can be either a color or white.

Alternate-Action Switchlight

Depressing the cap will transfer the switch contacts and latch the contacts and switch into the engaged (latched) position. Depressing the cap in the latched position will release the switch and transfer the contacts to the disengaged (unlatched) position.

The switch position display has a white legend on a black background visible when the switch is latched. The legend is hidden by a black mechanical shutter when the switch is in the unlatched position. The legend is back lighted by the panel lighting system using 5vac.

The status/caution display portion of the switchlight is simply a dual bulb light displaying the system condition. The label can be either white or black. The background can be either a color or white.

Switch Mounting

Switch is attached to a mounting sleeve by two screws on the rear of the switch. The mounting sleeve holds the switch firmly to panel. Wires coming to the switch are terminated in male contact pins and inserted individually into the female contacts on the rear of the switch.

Lamp Removal

The switch cap can be pulled off for access to the lamps and fuse/diode modules. To prevent loss, the cap is retained to the switch by two small retaining wires. To remove lamps, rotate cap 90 degrees in either direction.

Fuse/Diode Module Removal

Disengage the retaining wires from holes in the cap to access the fuse/diode module. To remove the fuse/diode module, grasp with pliers and slide straight out.



LIGHTED PUSHBUTTON SWITCH MAINTENANCE FEATURES



LIGHTED PUSHBUTTON SWITCH (MECHANICAL OPERATION)

Korry

Both momentary and alternate action pushbutton switches are attached to a mounting sleeve by two spring loaded mounting lugs that are adjustable using mounting lug screws.

The switch cap must be removed for access to the lamps. This is accomplished by pulling on the cap assembly until the lock disengages from the cap assembly catch. Bail wires hold the cap assembly to master module assembly. Lamp removal requires rotating cap either 90 degrees upward or to the side.

Changing the circuit module requires removing the master module assembly from the housing assembly. Mounting lug screws are loosened to rotate the mounting lugs. This allows the master module assembly to be pulled out from the housing assembly.

Master Speciality

Mechanical Operation

Switch is attached to a mounting sleeve by two screws on the rear of the switch.

• Mounting sleeve holds switch firmly in place.

The switch cap can be pulled off for access to the lamps and fuse/diode modules.

• "O" ring seal to dampen action. • Lubricant to prevent binding.

Cap is retained to the switch by two small retaining wires.

• To remove lamps, rotate cap 90° in either direction.

Disengage the retaining wires from holes in the caps to access the fuse/diode module.

• To remove the fuse/diode module, grasp with pliers and pull straight out.



LIGHTED PUSHBUTTON SWITCH (MECHANICAL OPERATION)



FLIGHT COMPARTMENT PANELS

Flight Compartment Panels

• P1 Captains Main Instruments Panel • P2 Pilots Center Instruments Panel (EICAS) • P3 First Officers Main Instruments Panel • P5 Pilots Overhead Panel • P6 Main Power Distribution Panel • P7 Light Shield Panel • P8 Aft Pilots Control Stand • P9 Forward Electronics Control Stand • P10 Throttle Quadrant • P11 Overhead Circuit Breaker Panel • P13 Fwd Captains Auxiliary Instrument Panel • P14 Fwd First Officers Auxiliary Instrument Panel • P15 Aft Captains Auxiliary Instruments Panel • P16 Aft First Officers Auxiliary Instrument Panel • P17 First Observers Console • P18 Second Observers Panel • P55 Mode Control Panel • P61 Right Side Maintenance Panel



FLIGHT COMPARTMENT PANELS



P11 CIRCUIT BREAKER PANELS

General

The flight deck circuit breakers panels are marked with alpha - numeric decals in a horizontal and vertical Grid Pattern. This system of marking is for easy locating and to be compatible with the Fault Reporting Manual / Fault Isolation Manual, commonly known as FRM / FIM.

The numbers are horizontal, located at the bottom of each panel, and always read left to right. The letters are vertical, located on the right hand edge of each panel, and always read from the bottom to the top.

The circuit breaker function is labeled immediately above the circuit breaker, and the amperage value is marked on the head of the C/B.

In addition to tagging individual functions, the C/B's are grouped by system and labeled at the top of each group.

An example of circuit breaker location and identification is contained in the graphic on the next page.



P11 CIRCUIT BREAKER PANELS



P5 OVERHEAD PANEL

The P-5 panel contains:

• Inertial Reference Mode Panel (IRMP) • Yaw Damper Control Switches • Electronic Engine Control Switches • Hydraulic System Control Panel • Overhead Discrete Lights • Battery / STBY Power Control Panel • Electrical System Control Panel • APU Control Panel • Voice Recorder Control Panel • Lighting Control Panels (3) • Wiper Control Panel • Wing / Engine Anti-Ice Control Panel • Fuel Quantity Indicator • Fuel System Control Panel • Starting And Ignition Control Panel • Ram Air Turbine Control Switch • Emergency Lights • Cargo Heat Control Panel • Window Heat Control Panel • Cabin Altitude Control Panel • Cabin Pressure Indicators • Equipment Cooling Control Panel • Pneumatic System Control Panel • Air Condition Control Panel • Compartment Temperature Indicators • Fuel Jettison Panel



MAN

P5 OVERHEAD PANEL



FWD PANELS

P1 / P3 Panels

The P1/P3 Panels, known as the Captains / FO Instrument Panels are divided into 3 sections. The sections are shown on the next page.

• P1-1 contains Navigation instruments and Source Select Switches. • P1-2 and P3-2 contain 2 CRTs know as EADI and EHSI. These displays

are part of the Electronic Flight Instrument System (EFIS). • P1-3 This panel contains Navigation and Standby Instruments. • P3-1 Landing Gear Lever, Flap Indication, Altn Flap controls, OVRD

Switches, Brake Press.

Glareshield

P7 Panels (2) contain VOR/DME control panels, located on either end of the glareshield.

P55 Panel Autopilot / Flight Director control panel, located center of the Glareshield is called the Mode Control Panel (MCP).



FWD PANELS



LARGE DISPLAY SYSTEM

Adaptive Flight Display (AFD-2100)

Reused from 787, the three (3) AFD-2100s replace the existing EFIS and EICAS CRT displays, the electro-mechanical air data instruments, and the Radio Distance Measuring Instruments (RDMIs).

Graphic Generator Units (GGU-2100)

Three (3) GGU-2100s replace the Electronic Flight Information Processors (EFIP-701). The newly developed GGU-2100 is a highly available display application processing platform and scalable graphics server.

Display Control Panel (DCP-2200)

Two (2) DCP-2200s replace the EFIC-701 EFIS control panels. Functions include baroset, ND range set, PFD and EICAS transfer and display of terrain, traffic, and weather.

Display Dimming Panel (DDP-5040)

Two (2) DDP-5040s provide manual dimming control for the outboard AFD-2100.

Engine and Alert Processors (EAP-703)

Two (2) EAP-703 EICAS Symbol Generators are existing equipment that require only a software modification. Each EAP provides the EICAS signal interfaces to the aircraft systems and performs all processing associated with the EICAS function.

Display Select Panel (DSP-701A)

The existing DSP-701A controls the EICAS format and provides brightness control to the center AFD-2100.



200

+

B/CRS

N104FECE-KM

30 0280

30.18

40 400

0

600

800

60

80

ILS/RADALT

ILS/RADALT

HUDGUIDANCE

10

5000

(INTC)------Z----NM

(INTC)------Z----NM

600

400

200

000

30.18 IN

143TO

FLT DIR

TO

80

I111.35/000°DME 1.2ILS

60

40

10

10 10

6

2

1

1

20 202

6

028060

00

-6

GS 0032°/ 10

HDG MAG

301

9

HDG MAG0030GS RANGE

20

10

INTC1810Z

BEEAL1811Z

PRYMD1812Z

EMAXE1813Z

MEM

RNP1.0

ANP0.03

VOR RMEM

DME 3.5

VOR LMEMDME 3.1

00:08CHR

GPS

TFCTA ONLY

WX OA

36

3

6

9

27

30

33

00:00 ETSEL HDG 360

10

2500

3000

3200

400

4002600

29.92 IN

170LNAVLOC G/S

A/P

SPD VNAV PTH

220

240 IMYO/000°DME 14.5FMC

200

40

10

10 10

6

2

1

1

20

-20

-5

30/147

REF

BARO535

202

6

280080

20

2500

160

140

120

GS 170032°/ 10

HDG MAG175TAS

1801

9

36

3

24

27

3033

00:12 ETSEL HDG 004

33

363

MAP VOR PLAN MENU

HADAN1855.3Z

0.5NMHDG MAG308170GS 175TAS

+13

RANGE40

20

HADAN1855Z

MCGHE12000A1857Z

HANLO

MEM

EMAXE1813Z

RNP1.00

ANP0.03

VOR RMEM

DME 11.9

VOR RMEM

DME 11.9

VOR LMEMDME 11.9

VOR LMEMDME 11.9

18:55:14UTC

GPS

TFC

WX OA

27

3033

MAP VOR PLAN MENU

TAT +12

N1

EGT

V V V V V V V

R HYD SYS PRESSC HYD SYS PRESSL HYD SYS PRESSL FUEL SYS PRESSR FUEL SYS PRESSR ENG SHUTDOWNL ENG SHUTDOWN RUDDER RATIO BRAKE SOURCE L FWD ENT DOOR

FF

1 2

OIL PRESS

OIL TEMP

20 20

OIL QTY

0.00.0

VIB

BBBB

PAGE 1

STATUS

N2

0.0 0.0

0 0

D-TO93.3+54c

0.010

6

93.320.0

10

62 2

+13

+120.0

09 -13

032°/ 10

HADAN1855.3Z

0.5NM

LARGE DISPLAY SYSTEM



CENTER FWD PANELS

P2 Panel

The P2 Panel, is made up of 2 CRT’s. These displays are part of the Engine Indicating and Crew Alerting Systems (EICAS).



CENTER FWD PANELS



P8 P10 P9 PANEL (PEDESTAL)

P8 Panel

• Engine Fire Test Panel • VHF Radio Control Panels (3 ea), Left, Center, Right • Captains Audio Select Panel • Engine Fire Protection Panel • ATC Control Panel • ILS Control Panel • Rudder Trim Indicator • Rudder Trim Knob • Aileron Trim Switches • First Officers Audio Select Panel • Cargo / APU Fire Panel • ACARS Printer

P10 Panel (Mid-pedestal)

• EFIS Control Panels (2 ea.) • Parking Brake Handle • Stabilizer Position Indicator (2 ea.) • Stabilizer Trim Cutout Switches • Stabilizer Trim Switches • Speed Brake Handle • Flap / Slat Handle • Engine Throttles with Reverser Levers • Engine Fuel Cutoff Switches

P9 Panel

• Multi Function Control Display Unit (MCDU) (2 ea.) • Pilots Display Select Panel (EICAS)



TAKEOFF REFF L A P / A C C E L H T

DSPY

REFINIT

FIX

MENU

RTE

LEGS

RADNAV

PAGEPREV NEXT

PAGE

ARRDEP

HOLD

ATC

COMMFMC

VNAV

PROG

1 2

.

7 8

4 5

0 +/-

3

9

6

A B C D

F G H I J

K L M N O

P Q R S T

U V W X Y

Z /SP DEL

MSG

OFST

EXEC

FA

L

CLR

E

I

B RT

5 / 1 0 0 0 F TT H R U S T

5 4 ° c D - TO 2

< I N D E X

V 1

1 3 6V R

V 21 3 9

1 4 3T R I M C G

5 . 2 5 1 4 %P O S S H I F T

P R E - F L TRW 3 6 C - - 0 0 F T

C O M P L E T E

DSPY

REFINIT

FIX

MENU

RTE

LEGS

RADNAV

PAGEPREV NEXT

PAGE

ARRDEP

HOLD

ATC

COMMFMC

VNAV

PROG

1 2

.

7 8

4 5

0 +/-

3

9

6

A B C D

F G H I J

K L M N O

P Q R S T

U V W X Y

Z /SP DEL

MSG

OFST

EXEC

FA

L

CLR

E

I

B RT

L A N D I N G R E F

Q N H

ALTN FLAPSAUTO BRAKES LE TE

DISARM

OFF UP

NORMRTO

MAXAUTO

2 34

1 15

15

20

2530

RESERVE BKS & STRG

ALT GEAREXTEND250K-- 75M

AUTOBRAKES

BRAKESOURCE

VALVE

OFF

DN

°

APPROACH REFG R O S S W T

3 2 6 . 0

K M E M 3 6 R

9 0 0 0 F T I L S 3 6 R

111 . 3 5 I M Y O

< I N D E X

F L A P S V R E F

2 0 ° 1 5 6 K T

F L A P / S P E E D

3 0 ° / 1 4 7 K T

2 5 ° 1 5 0 K T

3 0 ° 1 4 7 K T

REVISLN

MAIN

DEPR

XPDR

2

SACT

C

AT

B

XPDR

OFF

ALT RPTG

ON

L R A

N

STBY

TA

RA/TATCAS

XPDR

FAIL

F/L

TEST07

4 5

1 3

6

CLR

IDNT

2

(PRATT ONLY)

TEST

XPDRB

XPDR

OFF

ALT RPTG

ON

L R A

N

STBY

TA

RA/TATCAS

XPDR

FAIL

F/L

07

4 5

1 3

6

CLR

IDENT

2ATC L R

HF/SATCOM

HF/SATCOM

FWD

DEPR/DISCH

AFT

MAIN

DDDDEEEPPPRRR

CARGO FIRE

BOOM

OXY

MIC

CALL

MIC

CALL

MIC

CALL

MIC

CALL

MICCALL

MIC

CALL

MIC

CALL

MIC

MECH

MIC

CALL

MIC

ON

MIC

INT

PACABVHF VHF VHF FLTL C R

L R L RHF SAT

VOR ADFR

RL

LBV R RC

L MKR

ILS

TEST

XPDRB

XPDR

OFF

ALT RPTG

ON

L R A

N

STBY

TA

RA/TATCAS

XPDR

FAIL

F/L

07

4 5

1 3

6

CLR

IDENT

2ATC L R

1 2 3

4 5 6

7 8 9

0 +/-.

A B C D E F G

H I J K L M N

O P Q R S T U

V W X Y Z SP /

ACARMAIN

ACARATC

ACARMSG

SATMAIN

SATDIAL HFDL PREVVID

ACCP

CANC

TUN

MCDUMENU

RJCT

CLRDEL

NEXT

DIM

BRT

FLT LOG

RCVD MSGS

DOWNLINKS

WX/ATIS

A130.025

19:48 PREFLIGHT

INIT DATA

PERFORMANCE

WT/BAL

CLEARANCE

RETURN

MISC MENU

MAP

UP

WXR

WXRALT

GAINCAL

MIN MAX

MAN TEST TESTL RAUTO

MAP MANAUTO

GAINCAL

MIN MAX

UP

ALT

ACTIVE STANDBY

VHF L

HF L HF RAM

OFF

HF SENS

VHF C VHF R

ACTIVE STANDBY

VHF L

HF L HF RAM

OFF

HF SENS

VHF C VHF R

ACTIVE STANDBY

VHF L

HF L HF RAM

OFF

HF SENS

VHF C VHF R

BOOM

OXY

MIC

CALL

MIC

CALL

MIC

CALL

MIC

CALL

MICCALL

MIC

CALL

MIC

CALL

MIC

MECH

MIC

CALL

MIC

ON

MIC

INT

PACABVHF VHF VHF FLTL C R

L R L RHF SAT

VOR ADFR

RL

LBV R RC

L MKR

ILS

GEAR OVRDFLAP OVRD

GND PROX

OVRD OVRD

TERR OVRD

USE BOOM MICROPHONEBELOW 18,000 FT MSL

PER FAR 121.359

P8 P10 P9 PANEL (PEDESTAL)



P 61 MAINTENANCE PANEL

Purpose

This panel contains control panels used mostly by Maintenance personnel.

Location

Mounted on the right side of the Flight Compartment, aft of the First Officer and contains:

• Miscellaneous Test Panel • Squib Test Panel • Generator Field Reset Panel • Hydraulic Gross Leak Test Panel • Bulk Cargo Heat / Vent Switch • Flight Recorder Panel w/ Service Interphone Switch • APU Hour meter / Cycle Meter • EICAS Maintenance Panel • Reserve Brake and Steering Panel • Lighting Control Panel (First Observers) • Audio Select Panel (First Observers) • Microphone Panel (First Observers) • Oxygen Panel (First Observers) • Smoke Goggles (First Observers) • EEC Maintenance Panel • E&E Cooling Monitor



INOP

CDUFMC

UPRCAPT

L R

LWRF/O

SINGLE SYSC

DATA LOAD SELECTOR

DFDAU

ACARS/CMU

INOP

INOP

EFIS

FCCADIRU

ACMS

EEC-L

EEC-R

PFIDS

APU

TCAS

SYSTEM SELECT

EICAS

SATCOM

INOP

NORMAL

DATA TRANSFERUNIT RECEPTACLE

NOSMOKING

POWER OUTLET 110V AC

FLT INTPH

INERTIAL REFERENCE

C

INOP INOP

FIELDOFF

FIELDOFF

FIELDOFF

RL

C RL

L

SPKR

VHF VHFC R

VHF FLT

APP

LC R

SAT1 2

MKR

MIC

INTHF

L R

VOR ADFL

R LR V B R

CAB PA

INOP

MAIN DECK TEMP SELANIMAL/NORM

PERISHABLE

EVENTS

AFD-L

AFD-C

AFD-R

M

GCU GCU GCU

LDS DATA LOAD PANEL

L C R

INOP

INOP

P61 MAINTENANCE PANEL



FLIGHT COMPARTMENT LAYOUT

General

The Flight Compartment has seating for 6:

The First Observer seat is located aft of the Captain on the left side of Flight Compartment.

The Supernumerary seats are located on the aft wall of the Flight Compartment.



FLIGHT COMPARTMENT LAYOUT

767-3S2FFlight Deck Layout

Coat Closet



FLIGHT COMPARTMENT ACCOMMODATIONS

General

The Flight Compartment has seating for 6. The First Observer seat is located aft the First Officer seat. The Supernumerary seats are located on the aft wall of the flight deck.



FLIGHT COMPARTMENT ACCOMMODATIONS



EQUIPMENT CENTERS AND PANELS

Location

• E1 Rack - Main Equipment Center • E2 Rack - Main Equipment Center • E3 Rack - Main Equipment Center • E5 Rack - Mid Equipment Center • E6 Rack - Aft Equipment Center • E7 Rack - Voice & Flight Recorder • E8 Rack - EICAS • P31 Left Generator Shield • P32 Right Generator Shield • P33 Miscellaneous Relay Panel • P34 APU / External Power Shield • P36 Left Miscellaneous Relay Panel • P37 Right Miscellaneous Relay Panel • P50 Electrical System Card File • P51 Warning Electronics Unit • P54 Fire Detection Card File • P65 HMG Panel



EQUIPMENT CENTERS AND PANELS



E1 RACK

Shelf 1

Flight control systems electronics modules, including the left YSM, are installed on shelf E1-1.

Shelf 2

The Proximity Switch Electronics Unit and Maintenance Control and Display Panel are installed on shelf E1-2.

Shelf 3The Thrust Management Computer, left Flight Control Computer, left MMR receiver, and Propulsion Interface and Monitor Unit are located on shelf E1-3.

Shelf 4

The center MMR receiver, the center Flight Control Computer, and Thrust Reverser Relay Module are installed on shelf E1-4.

Shelf 5

The right MMR receiver, the right Flight Control Computer, Enhanced Ground Proximity Computer, and Auxiliary Zone Temperature Controller are installed on shelf E1-5.

Shelf 6

Left, Center, and Right ADIRUs are on shelf E1-6. They are to be removed with the Adapter Plate they rest on. Dispatch switches are located on the outboard end of the E1 rack.



E1 RACK



E2 RACK

Shelf 1

Flight control systems electronics modules including the right YSM are installed on shelf E2-1.

Shelf 2

The left Flight Management Computer, left VOR receiver, left ATC transponder and left DME interrogator are installed on shelf E2-2.

Shelf 3

The right Flight Management Computer, VOR, DME, and ATC, as well as the Digital Flight Data Acquisition Unit are installed on shelf E2-3.

Shelf 4

The Bus Power Control Unit, Right Engine and APU Generator Control Unit, right PIMU, Fuel Qty Monitor, Flap/Slat electronic Unit, and Hyd Qty Monitor Unit are on shelf E2-4.

Shelf 5

The left and right VHF communication transceiver, the selcal decoder, the ACARS Management Unit, the APU ECU, and the Audio Accessory Unit are installed on shelf E2-5.

Shelf 6

The left and right HF communication transceivers are installed on shelf E2-6.



E2 RACK



E3, E5, E6 AND E8 RACKS

E5 Rack

The left, right and center radio altimeter R/T units are installed on E5-1.

E8 Rack

The left and right EICAS computers are installed on shelves E8-1 and E8-2, respectively.

E3 and E6 Racks

The E3 rack contains equipment for DC power:

• Transformer Rectifier Units (TRU) 2 • Static Inverter • Aircraft Battery Charger

The E3 rack also contains the following equipment for the Pneumatic and Air conditioning systems:

• Pack Temp Controllers (2) • Standby Pack Temp Controller • Zone Temperature Controller • Air Bite Module



E3, E5, E6 AND E8 RACKS



ELECTROSTATIC DISCHARGE SENSITIVITY

General

Maintenance personnel must recognize Electrostatic Discharge Sensitive (ESDS) units and be familiar with precautions necessary for safe handling. Units containing ESDS devices are identified by a decal. Three basic types of ESDS decals are in use: military, commercial and international symbols. The international symbol is the one most commonly used on Boeing airplanes.

For the exact procedures to be followed when performing maintenance on systems containing ESDS devices, consult the maintenance manual. In general, the following precautions should be observed:

When replacing printed circuit cards, a wrist strap must be worn by the technician and connected to the electrostatic ground jack, if provided, or clipped to chassis ground. This places the unit and technician at the same ground preventing static damage to ESDS devices in the unit.

Touching the connector pins on a unit can damage ESDS components. After removing a line replaceable unit from the rack, install conductive dust caps or conductive connector covers on each electrical connector.

When removing static sensitive printed circuit boards from card files, place them in conductive bags identified with an ESDS label and secure with an ESDS label or 100% cotton twine.



ELECTROSTATIC DISCHARGE SENSITIVITY



COMPOSITE MATERIALS

General

Composite materials offer advantages over aluminum construction.

• higher stiffness and strength • lower density offers weight savings of 15 to 30%

Three types of composite materials

Graphite/epoxy provides weight savings and strength required for flight control surfaces (flexibility). Kevlar/epoxy provides weight savings and high strength characteristics (impact). Kevlar/graphite/epoxy provides fracture toughness for areas subject to Foreign object damage and also provides flexibility.

Composite material construction

Solid laminates are constructed by bonding two or more material layers. Some areas utilize sandwich construction with honeycomb core (nomex). Hybrid composites laminate two or more material systems. Composite material strength characteristics are directional.

Composite materials repair

Structural repair manual defines repairable damage and limitations. Determine type of composite, ply orientation, adhesive system and core. Hot bond (permanent) or cold bond (temporary) repair methods available.



COMPOSITE MATERIALS



BODY STATIONS AND SECTIONS

Body Stations

Dimensions give locations on the fuselage. All measurements are in inches. The body station line (STA) is the horizontal dimension. The water line (WL) is the height dimension and the body buttock line (BL) is the lateral dimension.

Fuselage station 0 is 92.5 inches forward of the radome tip.

Water line (WL) 0.0 is 39 inches below the main landing gear.

Body SectionsThe fuselage has five major body sections. Section 41 includes the flight deck.



SECTION 43 SECTION 48SECTION 46SEC 45SEC 41

STA19521197+132

PLUGPLUG

ATS ATS1197

STA1582

STA1065654

STA654+121

STA785.9

STASTA287

STA92.5 434

STA

132.5STA

BODY STATIONS AND SECTIONS



SYSTEM ZONE

General

The zone system identifies different areas of the airplane for planning, maintenance, and servicing.

The airplane has these eight major zones:

• Zone 100 - lower fuselage below the cabin floor. • Zone 200 - upper fuselage above the cabin floor. • Zone 300 - tail section • Zone 400 - engine and nacelle struts. • Zone 500 - left wing • Zone 600 - right wing • Zone 700 - landing gear and doors. • Zone 800 - entry/service/cargo doors.

Zone numbers increase differently through the airplane. In the wings, zone numbers increase from inboard to outboard and from front to back.

Fuselage zone numbers increase from front to back. Fuselage numbers also increase from the floor to the bottom of the fuselage and from the floor to the top of the fuselage.

Horizontal stabilizer and elevator numbers increase from inboard to outboard and from front to back. Vertical stabilizer and rudder numbers increase fromroot to tip.

These major structural components have different zone numbers:

• Cargo doors • Elevators • Flaps • Other items almost the same.



ZONE SYSTEM



ACCESS PANEL ZONE CODES

General

Each access door and panel has an alphanumeric zone number. The first letter identifies the access door or panel in an alphabetic sequence starting with the letter "A". On the wings and the horizontal stabilizer the letters increase from inboard to outboard. Letters on the fuselage increase from the nose to the tail. Letters on the vertical stabilizer increase from the root to the tip. The letters I and O are not used in the alphanumeric zone number. Doors on the fuselage center line have left zone numbers. Blow-out doors and tank vents do not have zone numbers.

The second letter identifies the access door or panel as to its general location on the aircraft. The second letters used are:

• T - Top. • B - Bottom. • L - Left Side. • R - Right Side. • Z - Internal.



ACCESS PANEL ZONE CODES



TOWING

Prepare to Tow the Airplane

CAUTION: MAKE SURE ALL ENGINE COWLS ARE CLOSED AND LATCHED BEFORE YOU TOW THE AIRPLANE. DAMAGE TO THE AIRPLANE AND EQUIPMENT CAN OCCUR.

CAUTION: MAKE SURE THE FAN REVERSER HALVES ARE CLOSED AND LATCHED BEFORE YOU TOW THE AIRPLANE. DAMAGE TO THE AIRPLANE AND EQUIPMENT CAN OCCUR.

To prepare to tow the airplane, do the steps that follow:

• Make sure you have an approved brake operator in the flight compartment. • Close the fan cowl panels (AMM 71) • Close the thrust reverser (AMM 78) • Close the core cowl panels (AMM 71)

WARNING: DO NOT CONNECT A HEADSET AND DO NOT TOUCH CONNECTIONS TO THE AIRPLANE DURING ATMOSPHERIC ELECTRICAL ACTIVITY OR IN STRONG ELECTROMAGNETIC FIELDS. LIGHTNING STRIKE AND HIGH DISCHARGE CURRENTS CAN CAUSE SEVERE INJURY.

Make sure there is clear intercom communication between the control cabin crew, the towing ground crew and the tow tractor operator.

WARNING: WHEN YOU USE A TOW BAR TO MOVE THE AIRPLANE IN HIGH WINDS, CONNECT THE TOW BAR BEFORE YOU INSERT THE STEERING LOCKOUT PIN (TOW PIN). THE AIRPLANE COULD MOVE WHEN THE PARKING BRAKES OR WHEEL CHOCKS HAVE BEEN RELEASED FOR TOWING. INJURY TO PERSONS OR DAMAGE TO EQUIPMENT CAN OCCUR.

Ballast fuel required for high power engine runs.

CAUTION: THE TOWING LEVER MUST BE IN THE TOWING POSITION BEFORE YOU TOW THE AIRPLANE. FAILURE TO PUT THE TOWING LEVER IN THE TOWING POSITION CAN CAUSE DAMAGE TO LANDING GEAR COMPONENTS OR TOWING EQUIPMENT.

Move the towing lever on the steering metering valve module to the towing position.

Note: When you hold the tow lever in the TOWING position with the lockpin, the nose gear steering will not operate. This is when the hydraulic system is pressurized.

Note: You can make the airplane turn 65 degrees and not disconnect the torsion links (the steering actuator bottoms at 65 degrees). To turn more than 65 degrees, you must disconnect the torsion links.

Install the towing lever lock pin.

Make sure the downlocks are installed on the nose and main landing gear (AMM 32).

Note: It is optional to install landing gear downlocks when you tow or push the airplane for the flight. This is when the airplane is in position for the flight crew to taxi the airplane prior to or after a flight.

CAUTION: DO NOT TOW THE AIRPLANE WHEN THE LANDING GEAR SHOCK STRUT IS COMPRESSED FULLY. IF YOU MUST TOW THE AIRPLANE IN AN EMERGENCY, FOLLOW THE INSTRUCTIONS IN THE AMM. IF YOU DO NOT FOLLOW THESE INSTRUCTIONS, DAMAGE TO THE SHOCK STRUT CAN OCCUR. IT IS PERMITTED TO TOW THE AIRPLANE WITH ONE OR MORE DEFLATED SHOCK STRUTS. THIS IS IF THE TOW SPEEDS ARE LESS THAN 5 MPH. WHEN THE AIRPLANE HAS A DEFLATED NOSE STRUT, IT IS RECOMMENDED TO TOW THE AIRPLANE FORWARD IN A STRAIGHT LINE ONLY. THE TOWING ANGLE MUST ALSO BE KEPT TO A MINIMUM.



TOWING



TOWING

Make sure that the shock struts have a minimum extension of 6.30 inches at DIM "A" and 6.10 inches at DIM "B" on all of the landing gear.

Note: You can tow the airplane with deflated shock struts (4.30 inches at DIM "A" and 4.10 inches at DIM "B") in an emergency, if you obey the limits in the caution notes.

The check for a minimum shock strut extension is a "quick check" for towing the airplane during maintenance. The landing gear must be filled as shownon the servicing chart for flight dispatch.

CAUTION: THE MAXIMUM PERMITTED SHOCK STRUT EXTENSION FOR THE NOSE LANDING GEAR IS 10 INCHES. THIS IS TO MAKE SURE THE CENTERING CAM DOES NOT ENGAGE. THIS IS ALSO TO KEEP A FORWARD CENTER OF GRAVITY TO MAKE SURE THE AIRPLANE WILL NOT FALL ON ITS TAIL. IF YOU DO NOT FOLLOW THESE INSTRUCTIONS, DAMAGE TO THE AIRPLANE OR TOWING EQUIPMENT CAN OCCUR.

Make sure the open surface of the inner cylinder chrome, of the nose landing gear, is not more than 10 inches. If the shock extension is more than 10 inches see servicing of the shock strut (AMM 12).

Make sure the airplane center of gravity is below the GROUND STABILITY MARGIN.

WARNING: PERFORM THE FOLLOWING STEPS BEFORE APPLYING EXTERNAL POWER. THE PITOT PROBE CAN BECOME VERY HOT AND CAUSE INJURY TO PERSONNEL.

Make sure that the hydraulic brake pressure is 2500 to 3000 psi..Note: The BRAKE PRESSURE indicator gage is found on the pilot's

center instrument panel, P3 or P1 for LDS flight deck.

CAUTION: DO NOT PERMIT THE LOADS ON THE NOSE LANDING GEAR (WHILE THE AIRPLANE IS IN A TURN) TO BE MORE THAN THE SPECIFIED LOADS. IF YOU APPLY MORE LOADS THAN ARE SPECIFIED, STRUCTURAL DAMAGE TO THE LANDING GEAR CAN OCCUR.

Make sure the maximum permitted tow loads for the nose landing gear are not more than those prescribed in the AMM.

CAUTION: DO NOT TOW THE AIRPLANE AT ANGLES THAT ARE MORE THAN 65 DEGREES. THIS IS WHEN THE TORSION LINKS FOR THE NOSE GEAR ARE NOT DISCONNECTED. IF YOU TOW DURING THESE CONDITIONS, DAMAGE TO THE AIRPLANE HYDRAULIC SYSTEM CAN OCCUR. DO NOT LET THE LOWER TORSION LINK DROP OR CAUSE DAMAGE TO THE ADJACENT EQUIPMENT. ATTACH THE UPPER AND LOWER TORSION LINKS AS NECESSARY TO PREVENT DAMAGE DURING THE TOW.

When the nose gear angle will be more than 65 degrees, disconnect the torsion links before you tow the airplane (AMM 32).

Note: A red indicator stripe is painted on the doors for the nose landing gear. This stripe will tell you when you are near a 65 degree nose gear turn.

If you tow the airplane at an angle more than is specified, do the Nose Wheel Steering System - Adjustment/Test (AMM 32).



TOWING



TOWING

CAUTION: IF YOU USE A TOW BAR, MAKE SURE THAT THE TOW BAR HAS SHEAR PINS THAT ARE SPECIFIED. THESE SPECIFICATIONS ARE SHOWN IN THE DESIGN DATA SHEET A09002 FOR THE 767 TOW BAR. IF YOU DO NOT FOLLOW THESE SPECIFICATIONS, DAMAGE TO THE TOW LUGS ON THE NOSE LANDING GEAR CAN OCCUR.

Tow the Airplane

CAUTION: DO NOT HOLD OR TURN THE TILLER FOR THE NOSE WHEEL STEERING WHILE THE AIRPLANE IS TOWED. IF YOU HOLD OR TURN THE TILLER, DAMAGE TO THE NOSE WHEEL STEERING SYSTEM CAN OCCUR.

WARNING: WHEN YOU TOW THE AIRPLANE, ALL PERSONS MUST STAY OUT OF THE DANGEROUS AREAS AROUND THE TOW VEHICLE, TOW BAR, NOSE WHEELS, AND THE MAIN WHEELS. PERSONS ON THE GROUND MUST KNOW IT IS POSSIBLE TO BE RUN OVER BY THE NOSE WHEELS, MAIN WHEELS, AND THE TOW VEHICLE. THIS IS BECAUSE THE AIRPLANE WILL CHANGE POSITION DURING PUSHBACK AND TOWING. MAKE SURE YOU KEEP A MINIMUM OF 10 FEET SEPARATION BETWEEN PERSONS ON THE GROUND AND THE EQUIPMENT THAT MOVES. IF YOU DO NOT KEEP THE MINIMUM DISTANCE, A FATAL INJURY CAN OCCUR.

Make sure the persons that work near the tow vehicle, tow bar, nose wheels, and the main wheels know the pushback hazard zones.

Before the airplane is parked, make sure you move the airplane not less than 12 feet in a straight line.

Note: This procedure will make sure that the torsional loads (side load pressures) are released before it is parked.

CAUTION: IF YOU USE A TOW BAR, YOU CAN CAUSE THE SHEAR PINS TO SHEAR IF YOU USE THE AIRPLANE BRAKES WHILE YOU TOW THE AIRPLANE. MOST TOWBARLESS TOW VEHICLES DO NOT HAVE A SHEAR PIN TO LIMIT THE LOADS IF AIRPLANE BRAKES ARE USED DURING TOWING. IF AIRPLANE BRAKES ARE USED WHILE TOWING WITH A TOWBARLESS TOW VEHICLE ATTACHED TO THE NOSE LANDING GEAR, PERFORM THE "HARD LANDING OR HIGH DRAG/SIDE LOAD LANDING CONDITION" INSPECTION FOR THE NOSE LANDING GEAR AREAS

While the airplane is towed, do not use the airplane brakes to stop unless it is an emergency. Refer to the AMM to find the specified airplane clearance during the tow.

CAUTION: MAKE SURE THE TORSION LINK DOES NOT FALL BEFORE IT IS CONNECTED. IF THE TORSION LINK FALLS, IT CAN CAUSE DAMAGE TO ADJACENT EQUIPMENT. IF THE TORSION LINKS WERE DISCONNECTED, ALIGN THE LINKS DURING THE LAST 12 FEET OF THE TOW. THIS WILL PERMIT THE TORSION LINKS TO BE INSTALLED SMOOTHLY.

Note: Small adjustments for the torsion link connection can be made with the side movement of the tow bar or tow vehicle.

CAUTION: DO NOT APPLY THE PARKING BRAKES WHEN THEY ARE HOT. IT IS POSSIBLE THAT THE BRAKES WILL NOT BE RELEASED WHEN THEY ARE APPLIED WHILE THEY ARE HOT.

Set the parking brake.

WARNING: MOVE AWAY FROM THE NOSE WHEELS. THE NOSE WHEELS CAN TURN QUICKLY TO THEIR CENTERED POSITION WHEN THE LOCKPIN IS REMOVED AND INJURY TO PERSONS CAN OCCUR.



TOWING



LEVELING

General

The airplane is supplied with one lateral and one longitudinal inclinometer, and a plumb bob leveling scale, as leveling indicators. The inclinometers and plumb bob leveling scale are on the keel beam near the front of the left main wheel well.

For small adjustments to make the airplane level, the landing gear shock struts are inflated or deflated as necessary. For larger adjustments, the airplane must be lifted on jacks.

Procedures to weigh the airplane are included in the airplane Weight andBalance Manual.

Prepare to Make the Airplane Level

Park the airplane in a level position. Make sure the downlocks are installed on the nose and main landing gear per AMM Chapter 32.

WARNING: WARNING: USE THE PROCEDURE IN (AMM 32-00) TO INSTALL THE DOOR LOCKS. THE DOORS OPEN AND CLOSE QUICKLY AND CAN CAUSE INJURY TO PERSONS OR DAMAGE TO EQUIPMENT.

Open the door of the left main landing gear and install the door lock.

Procedure

Look at the position of the lateral and longitudinal inclinometers. Also look at the plumb bob and leveling scale When it is necessary, level the airplane with the landing gear. Use one of the procedures that follows:

• Adjust the shock struts of the main landing gear. (AMM 12). • Adjust the shock strut of the nose landing gear. (AMM 12)

If the aircraft is too unlevel it may be necessary to lift the airplane on jacks until the inclinometers or the plumb bob are at zero degrees. (AMM 07)



LEVELING



AIRPLANE JACKING

General

You lift and lower the airplane on three primary jack points. The jack points are A, B, and C. The jack points have jack pads that are part of the airplanestructure.

You make the airplane stable with three auxiliary jack points. The auxiliary jack points are D, E, and F. Point D is on the nose and points E and F are on thewings. You must use jack adapters when you use the auxiliary jack points.



AIRPLANE JACKING



JACKING AXLE POINTS

General

The airplane has five axle jack points. Two points are on each main gear and one point is on the nose gear. The axle jack pads are part of each landing gear. You can use one axle or a combination of axles to lift the airplane on jacks. The maximum permitted wind speed to put one axle on a jack is 35 knots. The maximum permitted wind speed to put two or more axles on jacksis 25 knots.

For more information on jacking specifications, seechapter 7 of the maintenance manual.



JACKING AXLE POINTS



AIRPLANE TETHERING

General

The tether is a safety device that, when attached to the aircraft's nose gear and ramp anchor, or weight trailer, prevents the aircraft from tipping backward during loading or unloading operations.

An AMT/ramp manager/designee installs the tether immediately after the aircraft is parked and .performs the secondary check by pulling on the tether to ensure that it is properly attached before loading/unloading commences.

CAUTION: ENSURE THE TETHER IS NOT ROUTED OVER OR AROUND ANY HYDRAULIC LINES OR STEERING CABLES

Ramp Anchor Procedure

1. Park aircraft within nose wheel limits of the parking envelope. Reposition aircraft if necessary.

2. Install the tether strap over the nose gear as shown below and attach to hooks at ramp anchors.



87”

113.5”

202 inch to ground if 113.5 inch anchor spacing215 inch to ground if 120 or 130 inch anchor spacing226 inch to ground if 156 inch anchor spacing

140 inch with weight cart

TETHERSTRAP

AIRPLANE TETHERING



TETHERING WITH WEIGHT CART

Weight Cart Procedure

A weight trailer can be used to tether the aircraft when ramp anchors are not available. To tether the aircraft using this method, the following is accomplished.

1. Attach the weight trailer tongue to the front hitch of a GT32 or larger tug.

2. Using a guide person, position the weight trailer at the nose gear (the reflective tape on the front frame member, when aligned with the outside edge of the nose tire, will assist in centering the weight trailer with the nose gear). The reflective tape on the upper weight box, when aligned with the tether attach point on the nose gear, will assist in aligning the weight trailer for vertical tether strap orientation.

3. Install the tether strap by passing it over the appropriate attachment point (depending on aircraft type) and attaching it to the bolts on the lowest weight boxes. Tighten nuts finger tight.

Note: Replace bolts and nuts if thread condition prevents tightening with fingers.

4. Set trailer rear wheels brakes. The tug may remain attached if desired.

5. Reverse procedure to remove weight trailer.

Tether Removal

WARNING: ENSURE THAT TETHER IS NOT TAUT BEFORE REMOVING THE TETHER TO PREVENT THE POSSIBILITY OF THE AIRCRAFT FROM TIPPING BACKWARD. CHECK THE WEIGHT AND BALANCE AND CHANGE IT AS NEEDED TO LOWER THE NOSE SUFFICIENTLY TO DISCONNECT THE TETHER.

1. Depress the safety latch on the hook, slip the tether off from the hook and remove the tether from the aircraft nose gear.

2. Stow the hook in the ground laying the tether on the outboard side of the shackle or remaining hook.

Note: It is not necessary to remove the tether from the ground attachment unless local procedures require it, or it is necessary for maintenance or snow/ice removal.



TETHERING WITH WEIGHT CART



BOEING MAINTENANCE MANUALS

General

Boeing maintenance manuals are written using the ATA 100 specification. This specification establishes a standard to make sure that the manufacturers data meets the needs of airline maintenance personnel. Many different documents work together to help you maintain the airplane.

The manuals are either customized or non-customized types. Customized manuals are for a specific customer airplane or group of airplanes. Non-customized manuals are for use on general subjects that are typical for all airplane types.

The Maintenance Planning Data (MPD) defines the tasks for each type of scheduled maintenance check. Airlines use the MPD to make task cards that the technician uses during the maintenance checks.

Standard Wiring Practices Manual

The Standard Wiring Practices Manual has instructions for maintenance and repair of the wiring of all Boeing airplanes. It is not customized, and it is contained in ATA chapter 20 of the wiring diagram manual.

Airplane Maintenance Manual

The Airplane Maintenance Manual (AMM) provides the information required to do maintenance on all systems and equipment in the airplane. The manual covers only the specific airplanes listed in the introduction section. The AMM is divided into topics that are defined by ATA 100.

Fault Reporting Manual

The flight crew uses the Fault Reporting Manual (FRM) to communicate faults to maintenance personnel. The flight crew uses the FRM to get 8-digit codes for airplane faults. These faults can be flight deck effects or other faults. The FRM has standard log book reports for each fault code. FRM fault codes refer you to the Fault Isolation Manual (FIM).

Fault Isolation Manual

The Fault Isolation Manual (FIM) is supplied as part of the AMM. You use the FIM to troubleshoot airplane faults. You start the fault isolation process with FRM fault codes or other fault data. The FIM uses the fault data to identify the maintenance actions necessary to correct the fault.

System Schematics Manual

The System Schematic Manual (SSM) gives the user an understanding of system operation and helps in the fault isolation process. It supplies the interconnection of all LRUs of a system or subsystem. It also supplies a general knowledge about system operation.

Wiring Diagram Manual

The Wiring Diagram Manual (WDM) supplies details of the point-to-point wiring on the airplane.

Illustrated Parts Catalog

The Illustrated Parts Catalog supplies part replacement data. This data includes replacement part number, part illustrations, supplier data, specification numbers, recommended spares, and service bulletin activity.

Dispatch Deviation Guide

The Dispatch Deviation Guide (DDG) supplies Boeing's recommended minimum equipment required for dispatch in the master minimum equipment list (MMEL). It also supplies the procedures for dispatch with a fault if permitted.

Structural Repair Manual

The Structural Repair Manual (SRM) supplies descriptive information and specific instructions to help in field repair of the airplane structure. The SRM is not customized. It has data relative to the allowable damage evaluation, typical repairs, material identification, material substitution, fastener installation, alignment check, and planning.

Note: Each maintenance document has an introduction to show you how to use that document.



BOEING MAINTENANCE MANUALS



FAULT ISOLATION

Fault Isolation

The fault isolation page block has these sections: • Index • Flowcharts • Related EICAS messages • Fault code diagram • Fault code index • Fault isolation procedures

The index is an alphabetical list of all the components in that ATA chapter section.

The flowcharts are labeled Figure 1 and Figure 2. They direct you to the next logical procedure for fault isolation.

The related EICAS messages is a list of messages associated with that ATA chapter section.

You use the fault code diagram to get a fault code, or make sure a reported fault code is the right one.

The fault code index gives the log book report for each fault code. Do the maintenance action listed for that fault.

The fault isolation procedures are the system troubleshooting flowcharts that pertain to the reported faults. Use these to identify specific faulty.

How To Use The FIM With A Known Fault Code

If you have a fault code (for example, a fault code that the flight crew identified from the FRM) then use the FAULT CODE INDEX:

(1) Look at the first two digits of the fault code. (This is the FIM chapter number.) (a) Go to that FIM chapter.

(b) Find the FAULT CODE INDEX near the front of the chapter.

(2) Find the fault code.

(a) The fault codes are in alpha-numerical sequence.

(3) To find the solution, read the FAULT ISOLATION REFERENCE column.

(a) If the FAULT ISOLATION REFERENCE column has the corrective action, repair the cause of the fault.

(b) If the FAULT ISOLATION REFERENCE column has a fault tree or task reference, go to the specified location in the FIM.

1) Use the procedure to isolate and repair the cause of the fault.

(c) If the fault code is an X-alpha fault code, then the FAULT ISOLATION REFERENCE column usually gives a reference to the Wiring Diagram Manual (WDM) or System Schematics Manual (SSM).

1) Use the flight crews’ description of the fault from the log book, and the WDM or SSM to isolate and repair the problem.

(4) If you corrected the problem, you can return the airplane to service.

How To Use The FIM If A Fault Has An EICAS Message

The illustration below shows the process to use the FIM if the fault has an EICAS Message.

How To Use The FIM - System BITE or No EICAS Message

Additional processes for proper use of the FIM can be found in the Introduction section of the manual. These include faults with System BITE or faults with no EICAS message.



FAULT ISOLATION



EICAS MESSAGES / MANUAL FORMAT

General

EICAS Messages can be used to find needed information for repair or deferral.

Fault Isolation Manual (FIM)

The Fault Isolation Manual (FIM) contains an EICAS Message List (by engine type) under the Front Matter section of the manual.

This list contains an alpha-numeric list of EICAS Messages, description of the message and Fault Code for the message.

Systems Schematic Manual (SSM)

The Systems Schematic Manual (SSM) contains a list of EICAS messages listed by level. The list will reference the applicable schematic number, input requirements for the message, level of message, as well as pin and input information.

NOTE: These lists are located in 31-41-04 and 31-41-05.

Minimum Equipment List (MEL)

The FedEx B767 MEL contains a cross reference list of EICAS Messages and applicable MEL references.

All EICAS messages at Status level or higher are listed by message text in alphabetic order. A description of the information provided in each column of the Cross Reference List follows:

Message Text: This column alphabetically lists each message exactly as they would appear on EICAS.

Level: The appropriate EICAS message level is listed: Warning, Caution, Advisory, Comm E (medium-priority), Comm F (low-priority), or Status.

Condition: This column provides a description of the condition or fault indicated by the message.

MEL Item: This column lists the appropriate MEL item(s) to consult for possible relief with the associated message displayed. EICAS messages that do not have a specific MEL item to allow relief are listed with one of the following cross references:

• N/A (Not Applicable): there is NO MEL item listed because the message does not indicate a system failure.

• None: There is NO MEL item for the failure condition indicated by this message.



EICAS MESSAGES / MANUAL FORMAT

B767 ATA 00 Student Book

Documents

Transcript of B767 ATA 00 Student Book