Nothing official - just nice to have Click on some of the images to ENLARGE CPDLC Initial checklist All types of approaches Stockholm Radio HF Cockpit equipment Rear J-BOX and equipment (just aft of the pressure bulkhead) ACM and toilet j-box The emergency BATTs & G-switches The emergency lighting G-switches are co-located with each of the 4 emergency lighting battery packs. If one of the lights remain on after disconnecting the main BATTs one of these g-switches is triggered. The battery pack at the seat locations are located directly outboard of the seat, attached to the lower side wall systems panel. There should be a removable panel on the seat shroud to gain access to them. In the image below (ACM and toilet j-box) there is Batt pack 4 is located under letter M and the image above (cockpit equipment) batt pack 1. Battery Pack 3 ACM Anti-ice Left Engine Left engine top view The control system of the high-pressure bleed air source is the result of throttle lever angle (TLA), aircraft altitude and anti-ice operation. The HP Valve OPEN message will display if the valve is powered closed but the px diff switch sense >5psid from the HP valve which means the HP valve is not completely closed. This message posts in the air after a 5min delay Right engine Precooler (Between left engine and airframe) Honeywell RE100 APU APU cross section, exhaust to the left (this is the Honeywell 36-150, very similar to the RE100 and RE220) Tailcone aft APU fire extinguisher line has a hole in the Tailcone so the tailcone also gets some Halon. Hydraulics Left nose Emergency Gear extention and Emergency braking Right nose Radiation at FL450 in Europe is around 3.5 microSievert per hour, see above. With our flying that is 1500 microSievert in a year above the 3000 microSievert that everybody is exposed to every year. 1500 is comparable to 1 spinal X-ray dose spread out over a year, so not so bad. -7.4 max nose up Trim (Also check the trim tab being 1 inch down in this state) Mach trim check -7.4 1.2 Max nose down Trim The FAILED PATH message in the Garmin system means that there is a component or part of the avionics that is not communicating. In this case, it is the HF1 message causing it. The HF 1 FAIL, it is the coupler that is failed due to low internal nitrogen pressure. The coupler itself is a sealed unit that couples (tunes) the HF antenna and then sends the high wattage RF transmission. We use nitrogen to purge air from inside the coupler case to eliminate arcing at altitude. The case is pressurized to eliminate moisture intrusion. This message is alerting the crew that a pressure sensor inside the coupler senses a low pressure. As a result, the HF is disabled. This by no means a grounding item… just an advisory. The GPS Service message means that the Garmin System has detected a problem with the #2 GPS. The #2 GPS lives inside GIA #2. The GIA is still operating, but the #2 GPS has failed by itself. The only corrective action here would be to replace the #2 GIA, but a BATT disconnect for 30 minutes will often do the trick as well. No difference, but officially PB - on for check. -- -- --
Numbers 1 Numbers 2 Numbers 3 Winter ops, Summer ops, Low vis and inflight change of destination. -- -- -- Driftdown airports Drifdown altitude with anti-ice off - nice to know if you will enter the top of the clouds and enter icing conditions. If so |