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Aviation History
1990
1990 - 3233.PDF
is a rotary switch to select normal, auxiliary or other-pilot's display computer. There are no selectors for display configuration; the screens reconfigure automatically as one or a number of tubes are switched off. No composite or compressed display formats are used. The systems display controller has ten selector switches. The default display is of secondary engine parameters. The failure- information space at the bottom of the SD interfaces with the alerts space on the EAD alongside. A master alert can be cancelled conventionally by pressing its switchlight, but the only way the crew can clear an alert on the EAD is to select the affected system on the SD controller and review the mal function detail, correction and conse quences (see box). Three monochrome multifunction con trol and display units (MCDUs) sit on the centre pedestal; the two at the forward end are normally used for flight management system (FMS) control and that to the rear for engineering functions and datalink. To avoid too much talking once the engines were started, certian automation features were reviewed before start. As the three inertial platforms are selected to on — a single switch operation for each —the cargo fire-detection system starts its self- test, convenient as both are once a day items. The auxiliary power unit (APU) had been \ * MD-ll's DC-10-deri\ed appearance and aerodynamics belie the dramatic ch started with a single switch selection. If AC power for the fuel-tank pump is not availa ble it starts its own DC pump; when AC comes on line, the DC pump shuts down. Each of the three main AC bus logos on the SD clearly showed "APU", rather than singly indicating the supply source. An air-conditioning pack was brought on line. Systems panels overhead replace the DC- 10 flight engineer's panel; they are strictly arranged below each fire handle so that the lines of function of three engines and triple-redundant systems are vertical. Each system is managed automatically by a pair of aircraft system controllers (ASCs) — "Two flight engineers," says Miller — each of which has two microprocessors. "Everything is overhead to run the sys tem," says Miller, who compares MD-11 manual systems operation, where auto matic regulation is still in effect, to normal systems operation in some competing aircraft. When the test switch for all switchlights and warnings is operated self-check rou tines start running. The air, electrics and fuel ASCs check out those units and interconnections available on ground or APU power. For example, if there is no AC power the DC fuel pumps are still checked. "Test in progress" is annotated. The auto matic routine covers all the checks that a flight engineer would have performed —the reasoning behind all systems activities. The hydraulic system check is initiated by the crew using a guarded switch; the ground crew must confirm that no one is working on or near the powerful controls. Electric pumps, auxiliary pumps and both power-transfer units are checked; the en gine-driven pumps run a check routine as FLIGHT INTERNATIONAL 24 - 30 October, 1990 25
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