Report of further work into the study of the dissemination of information relating to the reliability of aircraft and their equipment

College of Aeronautics Memo No. 7705

CRANFIELD INSTITUTE OF TECHNOLOGY

COLLEGE OF AERONAUTICS ; mc W

TECHNISCHE HOGESCHOOL DELFT LUCHTVAART- EN RUIMTEVAARTTECHNIEK

BIBLIOTHEEK Kluyverweg 1 - DELFT

REPORT OF FURTHER WORK INTO THE STUDY OF THE DISSEMINATION OF INFORMATION RELATING TO THE RELIABILITY OF AIRCRAFT AND THEIR EQUIPMENT

by

College of Aeronautics Memo 7705 August 1977

CRANFIELD INSTITUTE OF TECHNOLOGY COLLEGE OF AERONAUTICS

REPORT OF FURTHER WORK INTO THE STUDY OF THE DISSEMINATION OF INFORMATION RELATING TO THE RELIABILITY OF AIRCRAFT AND THEIR EQUIPMENT

by

J.P. FIELDING MSc CEng MRAes A.R.B. Research Fellow.

SUMMARY

This report describes the work that has been carried out during the six months extension to the first ARB Research Fellowship.

Information has been produced which is intended to be of use to reliability, design and development engineers, in the following areas:

i) A document has been written which contains statistics relating to the unscheduled removal rates of some 250 components fitted to twelve commercial transport aircraft types. Some analysis of reliability trends, has also been performed.

ii) A reference document has been produced which summarises ten source documents relating to component reliability information, and gives some of their users' comments.

iii) A study has been performed to examine the role of independent overhaulers in the reliability information chain. Problem areas are described, together with suggestions for improvements.

CONTENTS

Page

1. Introduction 1 2. Analysis of Reliability Statistics 2

3. Examination of Sources of Reliability Data 3 4. Investigations into the Improvement of the

Information Chain 4 5. Conclusions and Suggestions 6

References 6

Appendix A - College of Aeronautics Memo 7704 Al Appendix B - The Determination of Reliability Trends Bl

Appendix C - College of Aeronautics Memo 7702 CI Appendix D - A Cost-Benefit Analysis into the Feasibility Dl

of Paying an Overhauler to Perform a Reliability Study

1

-1. Introduction

The initial work that was performed for the first ARB Research has been described, in some detail, in ref.l. A brief summary of that work is as

follows:-1.1 Summary of previous work

The report describes the investigations that have been carried out during the course of the ARB Research Fellowship. These investigations examined the feedback of safety and reliability information from civil transport aircraft in the United Kingdom.

Many organisations were visited during the course of the Fellowship, including several civil transport aircraft operators, airframe and component manufacturers, and airworthiness authorities. These visits showed the way in which individuals and companies contribute to the information system.

The quality of the feedback produced by the information system was assessed by means of a selective survey of development, reliability, and design engineers, etc. who had previously been interviewed during visits to the industry. The response of the information system was also gauged by determining the average times required for rectification action to be taken. Parallel studies were conducted, in a limited fashion to see how the safety and reliability information system of the United States of America's civil air transport industry and that of the Royal Air Force, and its suppliers, compare with the British civil air transport industry's system.

A series of case studies were also performed to investigate, in some detail , what happened to faulty components that were removed from aircraft. The transmission of information from these components to everyone else in the information system, and the rectification action taken, were examined. These studies confirmed that the procedures determined in the previous

investigations were, in general, carried out and also highlighted some problems.

All of the above investigations showed that the safety information system is generally adequate, but a considerable amount of work may have to be done to achieve adequate reliability control. There were some areas where there was insufficient information for reliability control, and improvements were necessary.

Many of the problems that were discussed during the investigations are discussed in the report, together with recommendations to improve the information system performance.

Recommendations were also made for ways to make information, produced by the air transport information systems, available to other parts of the engineering profession.

1.2 Terms of reference for the extension of the Fellowshij)

It was felt, at the end of the two years' study, that the work could profitably be extended for a further six months. The following terms of reference were therefore set out to guide this

work:-The investigations which have been carried out for the ARB Fellowship have shown several areas where there are serious shortages of information for the control and prediction of reliability. The proposed areas of research outlined below, are intended to produce guidelines for alleviating some of

problems: 2 problems: -1) Analysis of Reliability Statistics

It is suggested that an analysis be performed of airline statistics to highlight problem components. These will be grouped in various ATA chapters, such as air conditioning, landing gear, etc. for use as a design aid. If time permits, the effects of maintenance costs for these components will also be examined and conclusions drawn from the trends revealed.

ii) Examination of Sources of Reliability Data

Various sources of component reliability information will be assessed and listed, as a guide to designers. This will be a limited study, concentrating on the reliability of mechanical components.

iii) Improving the Information Chain

This chain has been described in the ARB Fellowship Report. The weakest links will be identified and concrete suggestions made for repairing them. The costs of making these repairs will be examined to identify low cost areas with good potential savings.

2. Analysis of Reliability Statistics

During the course of the ARB Fellowship many examples of airline and manufacturers' published reliability statistics were obtained. The main aim was to examine their quality and use as transmitters of information. They were also used, however, to provide information for the case studies in ref.l. The statistics that had been obtained were seen to be a very useful source of data and it was decided to analyse them to produce information which would be of value to designers, development engineers, and the like. The analysis took place in three phases,

namely:-2.1 Initial analysis

It was decided to try to obtain as large a data base of different aircraft and engine types as possible. Only 12 aircraft types were chosen, because the data available for other types was too scanty. Descriptions of the aircraft and engine types and their sample sizes are shown in College of Aeronautics Memo No. 7704 (Appendix A of this report).

Each of the aircraft systems statistics were then examined, following the ATA 100 chapter order.

Engineering judgement was then used to select the most important components in each system for each aircraft type. This produced statistics in terms of unscheduled removal rates, for 469 components, spread over 23 ATA 100 Airframe chapters. Averages were taken where data sources for particular aircraft types came from more than one operator.

2.2 Secondary analysis

It was discovered that a large number of the 469 components in the initial analysis were reported for three or less aircraft types, which made trend analysis difficult. All of these components were discarded and the remaining 247 airframe components are listed, in ATA 100 chapter order in the College of Aeronautics Memo 7704 (Appendix A ) .

3

-Examination of these statistics shows that there is a considerable amount of scatter. However, trends can be seen and'order of magnitude' estimates of

reliability may be obtained from them. The type of aircraft design, and particularly system design has a significant effect on the reliability of a given component. Therefore tables have been compiled in Appendix A which describe each of the systems for each of the 12 aircraft types in the sample. These may be consulted by users of the statistics to obtain some idea of the system complexity,the environment and number of components fitted per aircraft.

Appendix A also shows the fleet sizes, reporting periods, and average flight lengths for each type of aircraft, and this can be used as a guide to the relative confidence that may be placed in the statistics.

2.3 The determination of reliability trends

The information produced by the above stage was used as a starting point for trend analysis. Initially, a number of the most costly areas in terms of reliability was examined. These

included:-i) Aircraft turbofan engines. ii) Auxiliary power units. iii) Undercarriage components

iv) Air conditioning components.

A brief discussion of the trend analysis is shown in Appendix B.

The investigations showed that, although there was a considerable amount of scatter, definite trends emerged from the analysis in all the above fields. The nature of the basic statistics and the limited number of reliability

percentages means that the results of the analysis may not be very accurate, but they could be useful in project studies to predict reliability.

3. Examination of Sources of Reliability Data

One of the findings of ARB Research Fellowship was that there is a lack of reliability information for standard components. Ref. 1

states:-** Reliability for 'Standard' Components

Design reliability and safety analyses rely heavily on empirical

information from previous products. New designs are sometimes significantly different from previous ones and the empirical information is not applicable. In these cases component and system reliability assessments are built-up from the reliabilities of piece parts. In the electronics field, there are handbooks such as MIL217B, to predict failures rates, but these have drawbacks when used in the civil field. Similar information on mechanical items is almost non-existent. This lack of information makes analysis difficult, and conservative factors are applied. "

Many reliability experts were interviewed during the course of the ARB Fellowship. These gave an idea of their sources of reliability piece-part

information. Ten of the most widely used sources were obtained and their users comments compiled. Tables were also compiled of mechanical and electronic

components showing what types appeared in each source document. This information was published in College of Aeronautics Memo No.7702 (Appendix C ) .

The best data source is in-service information from similar equipment, but this is not always available. The information in Appendix C may be used when other information is lacking but still leaves room for improvement.

4

-4. Investigations into the Improvement of the Information Chain The reliability information chain is described, in some detail, in reference 1. A survey was carried out during the course of the study, which examined the quality of this chain. Study of this survey revealed that feedback of information from external overhaulers to operators and manufacturers was considered to be one of the biggest problems.

It was therefore decided to look more closely at this part of the chain. Operators' and manufacturers' opinions of this part of the

information chain are shown in chapter 7 of reference 1.

It was decided to obtain the overhauler's views of this problem, and therefore two of Britain's largest overhauling companies were visited. Quality control engineers, working for these companies, were interviewed to this end.

Some of the problem areas are described

below:-4.1 Overhaulers' views of the main information problem areas 4.1.1 Contacts with manufacturers

The contacts with manufacturers range from good relationships to non-cooperation. The good relationships are often on an "old boys" basis and are primarily with component manufacturers. The acquisition of manufacturer produced spares by overhaulers also leads to several problems

including:-i) There are often long lead-times required before spares are received. ii) Much of the component overhaul is performed on equipment that has

been in service for a great number of years. Some manufacturers are quite naturally, less willing to make small numbers of spares for equipment that has been out of production for a long time.

iii) There have been a great number of mergers and takeovers of component manufacturing companies in recent years. This can again increase the difficulties in spares acquisition.

4.1.2. Overhaul manuals

Overhaul manuals are produced by manufacturers to define how overhauls should be performed and must be used during overhaul. A great number of these are required by large overhauling companies. For example, the

instrument overhaul section of one company uses approximately 2000 manuals. Overhaulers often experience difficulty in obtaining manuals. Some are obtained directly from the manufacturers, but the majority are passed to overhaulers by operators. This system works reasonably well for

components which are regularly overhauled, but it is more difficult for ad hoc overhauls.

There were conflicting views about the up-dating of manuals by means of amendments. One overhauler said that once the basic manuals had been obtained, the amendments came automatically. Another overhauler however, said that he had great difficulty in keeping his manuals up-to-date. In both cases however, the routing of amendments to overhaulers via operators increases the time lag. This can lead to incorrect overhaul.

5

-On a practical level, it was thought confusing that there is considerable variation in the format of manuals, even though ATAIOO has helped greatly. The pages of the manuals are turned very often during the course of many overhauls. Quite often pages are torn out or damaged - even by normal use. Some form of plastic material might be more durable.

4.2 Suggestions for improvements 4.2.1 Overhaul manuals

It was suggested that it should be possible for overhaulers to buy manuals direct from manufacturers.

One overhauler said that when work was to be done for a military customer, the amendments standard of manuals was specified before the job started. This overcomes the problem of unwittingly overhauling a component to an old standard.

It was suggested that this process be carried out by civil operators, Another overhauler however, thought that this process would be too

cumbersome but agreed that it would be useful for components where incorrect overhaul might erode safety margins.

4.2.2 Improvements to the feedback of information to operators 4.2.2.1 Operators' visits

The component overhaul process is an ideal opportunity to examine stripped-down components and determine their failure modes. When a particular problem occurs with a component, operators development or quality control engineers might visit the overhaulers to see the component at first hand.

It has been suggested that these visits might be put on a more regular basis to monitor a wider range of components and help feedback.

A further suggestion was that operators might base resident engineers at overhaulers, but it was thought there would not be enough throughput of components at any one overhauler's factory to justify this. 4.2.2.2 Sample studies

Airlines have methods of highlighting components which suffer from high removal rates. When these become expensive, information is required to show what course of action to take to rectify the problem. When that component is overhauled by an overhauler, the failure mode information may be obtained from him. Where a good relationship exists between operator and overhauler, and a large volume of business is done, the overhauler might perform an investigation of his records, free of charge. Where these circumstances do not apply, it may be possible for an

operator to pay an overhauler for such an investigation.

Appendix D describes a cost-benefit analysis of such a study. This analysis has shown that even with a small fleet of relatively old aircraft, an operator can pay for an overhauler's investigation and modification to his fleet within two years.

6

-Operators will achieve the best return on investment when the following conditions are

met:-i) The aircraft should have a high residual life and utilisation. ii) The components to be investigated should be costly.

iii) Suitable modifications should be possible, relatively cheap, and effective.

If the conditions are met it becomes cost-effective to pay for an investigation.

5. Conclusions and Suggestions

5.1 The reliability statistics that have been produced,which are shown in Appendix A, should be of use to reliability and development engineers. There are several limitations in the quality of this

information, but if these are allowed for, useful reliability trends may be determined. If more confidence is required the data base would have to be considerably increased.

5.2 The summary of reliability statistics sources may be used as a reference document for reliability engineers. Some of the sources are obsolescent, so this report should be periodically reviewed to

incorporate new information, as it appears.

5.3 The weakest link in the reliability information chain is the

feedback of reliability information to and from independent overhaulers. The main problems are difficulty with overhaul manuals and lack of failure mode information feedback to operators. Suggestions are made in paragraph 4 for ways of reducing both of these problems.

REFERENCES

1. College of Aeronautics Memo No.7701. Report of a Study into the Dissemination of Information Relating to the Reliability of Aircraft and their Equipment. J.P. Fielding.

APPENDIX A

College of Aeronautics Memo 7704 Aug. 1977

CRANFIELD INSTITUTE OF TECHNOLOGY COLLEGE OF AERONAUTICS

CIVIL TRANSPORT AIRCRAFT EQUIPMENT RELIABILITY STATISTICS

by J.P. FIELDING

A2

-College of Aeronautics Memo 7704 Aug. 1977

CRANFIELD INSTITUTE OF TECHNOLOGY COLLEGE OF AERONAUTICS

CIVIL TRANSPORT AIRCRAFT EQUIPMENT RELIABILITY STATISTICS by J.P. FIELDING MSc CEng MRAeS*

SUMMARY

This Memo contains statistics obtained from manufacturers and

operators, relating to unscheduled removal rates for some 250 components. The rates quoted are for unscheduled removals per 1000 unit flying hours.

The equipment for which information is given, covers a very wide range of civil transport aircraft installations.

Information is grouped into the well known ATA 100 system chapter headings. The performance of similar equipment types varies

considerably between different aircraft types. This may be due to the environment, but the system design and layout also have a major effect, and hence descriptions are given of the major systems of the 12

aircraft types. Blank spaces occur where information is not available. Engine reliability statistics are also included.

A3

-CONTENTS

TITLE PAGE NO

Aircraft Types in Sample.

Engine Types Reported in Chapter 72. Air Conditioning Auto Flight Communications Electrical Power Equipment/Furnishings Fire Protection Flight Controls Fuel Hydraulic Power

Ice and Rain Protection Instruments Landing Gear Lights Navigation Oxygen Pneumatic A 4 A 5 A 6 A 9

All

A13

A15

A17

A18

A21

A23

A25

A27

A29

A32

A34

A38

A39

Water Waste

Auxiliary Power Unit Doors Fuselage Stabilisers Windows Wings Engine A40 A41

A42

A45

A4

-AIRCRAFT TYPES IN SAMPLE

No. 1 2 3 4 5 6 7 8 9 10 11 12 DESCRIPTION

Medium and long-range wide-body ^transport aircraft

1 Long range 4-jet narrow body Vtransport aircraft

"1 Two version of a narrow body J tri-jet aircraft

•1 Short-range narrow-body ƒ twin-jet aircraft

A turbo-prop feeder-liner A twin-jet aircraft engaged in general avaiation Av. Fit. Time (hrs) 3.66 3.06 1.85 3.09 3.75 2.18 r.27 1.95 1.03 0.99 0.95 1.00 Approximate Fleet Size in Sample 200 40 120 15 15 50 30 20 50 40 100 100 Reporting Period 1974 Apr'76-Mar'77 Jun-Dec 1975 1972 1975 1974 1973 and 1974 1973 and 1974 1975 1974 Nov'74-June'75 Sept'70-Dec'76 1 Notes

1) The statistical reporting periods occur when each aircraft type has reached maturity. Theleasttime that an aircraft had been in service was 3 years.

2) It can be seen that the size of data base varied considerably, and therefore the statistics with a small sample size should be treated with some caution.

3) The formula for unscheduled removal rate is:-IIRR - •" X 1000

URR - -^y^

where:- r = number of removals in the period

N = number of units fitted to each aircraft H = number of fleet hours in the period.

A5

-Engine Types Reported in Chapter 72

ENGINE TYPE 1 2 3 4 5 6 7 8 9 10

11

12

13 14

15

AIRCRAFT TYPE 1 1 1 Different version of 2. 2 3 4 6 6 5 7 and 8 aircraft similar to 7 and 8 9 Different version of 10

10

ENGINE DESCRIPTION

Various version of the 'big 3' >-high bypass turbofans

M 7 - 2 2 , 0 0 0 lb thrust low bypass ratio

turbofans J

^

10-14.500 lb thrust low bypass ratio ^ turbofans.

J

Notes

1. The reporting periods are similar to those of the aircraft types 2. Fleet sizes are that of aircraft fleets shown on the previous

Chapter 21 - SYSTEM DESCRIPTIONS /?ircraft No. 1

1

i

1 2

Air Supply

Air bleed from IP and HP tappings on all engines

Engine compressor bleed air 1 3 i Engine compressor bleed air.

4

1 5

i 6

1 7

8

9

1 10

i 1 i

n

12

Air from bleed and turbo compressors on each engine

LP & HP engine tappings + 1 compressor/engine 3 turbo compressors + engine bleed air

Engine HP bleed + ram air

11

II

Engine HP & LP bleed

2 X engine driven superchargers

Air Conditioning Methods

3 X air cycle packs, each

containing, 2 x heat exchangers 1 ea. compressor, turbine & fan. 3 X air cycle machines (3

wheels-turbine, compressor & fan) 3 X air cycle machines

2 X Freon vapour cycle cooling units comprising evaporator, condenser, sub cooler & compressor

2 X refrigeration packs.

2 X air cycle packs 4 X heat exchangers

2 independent cold air systems inc. twin heat exchangers, Turbine/compressors+elec. fan.

II

2 X air cycle systems

inc. 4 turbines + 8 heat exchs. 2 X cold air systems

inc. 1 X cold air units+2 heat ex each

> 1 cold air unit, 2 heat exchangers 1 electric fan. Air Flow 7,600 ftVmin 5,300 ft /min 200 lb per min. Max. Diff. Press 8.9 PSI 8.44 PSI 8.77 PSI 9.0 PSI 8.6 PSI 8.25 PSI II 7.46 PSI 7.0 PSI 5.5 PSI 8.35 PSI Method of Pressure Regulation 2 outflow valves

2 pressure red. valves

1 x outflow, butterfly & thrust recovery valves

2 X outflow valves 2 X P.R.V's 3 X outflow valves. 1 discharge valve. 1 II 2 X discharge valves. 1 X dump valve 1 X discharge valve '

Chapter 21 - AIR CONDITIONING U.R.R. (per 1000 unit hours)

SUB-SYSTEM AND COMPONENT 21-20, 70 Air Distribution Zone recirculating fan Galley/lav. fan

Cabin humidifier Radio cooling fan Radio cooling valve Mass flow shut-off valve 21-30 Pressurisation Control Cabin pressure controller Cabin pressure control panel Discharge valve actuator Discharge valve

Pressure relief valve Cabin altimeter

Cabin vertical speed indicator Cabin differential indicator Cabin pressure switch

1 1 .076 .152 .172 .212 .700 .588 .072 0 .008 .133 .044 .082 0 2 .18 .07 .13 .12 .01 .02 .03 3 .10 .093 0 .011 .366 .081 .054 .348 .201 .034 4 .25 .58 .79 .23 .06 5 .06 .08 .03 .10 .04 .20 .08 .02 .04 6 .157 .08 .26 .03 .63 .55 .216 .270 .065 .088 .14 7 .55 .09 .04 .20 .02 .18 .015 .02 .045 .075 8 .49 .105 .13 .19 .34 .015 .21 .15 .045 .015 9 .045 .19 1.50 .22 10 .015 .158 .128 .05 .40 .153 .10 .10 11 .62 .28 .013 .05 i

Chapter 21 - AIR CONDITIONING CONT. U.R.R. (per 1000 unit hours)

SUB-SYSTEM AND COMPONENT 1 21-40, 50. 60 Temperature ContW)l Heat exchanger

Air cycle M/c/cold air unit Water separator

Zone temperature controller Zone duct temp, sensor Teniperature control valve 1 .035 .092 .034 .103 .027 .064 2 .04 .045 .10 .02 .18 3 .101 .293 .003 .108 .013 .055 4 5 .05 .34 .02 .04 .15 6 .012 .042 .013 .192 .01 .23 7 .24 .295 .105 .27 .315 8 .23 .42 .03 .228 9 0 .42 .055 10 .21 .1 .709 .122 .671 11 .006 .11 .006 .006

Chapter 22 - SYSTEM DESCRIPTIONS

A/c

Type

1

2

3

4

5

6

7

8

9

10

11

12

Philosophy

Automatic flight

control system(AFCS)

Cat.lllA

Fail-operational

AFCS Cat.lll

Fail-operational

AFCS Cat.lll

Simple A/p

AFCS

Simple A/p Cat.11

AFCS

Cat.lllB

H

AFCS

Auto pilot

Autopilot option

Autpilot

Autopilot

Numbers

2

integ

Flight

Director

1

2 v 1 .1

integrated

2 V. 1

n

i ntegrated

1

2

1

2

2

1

1

l(opt)

1

1

1

1

1

1

Yaw

Dampers

2

2

2

1

2

2

1

Auto

Throttle

2

2

2

1

2

l(opt)

2

2

No. of

Computers

1 ea. Roll,

pitch & yaw

2 ea. Roll,

pitch & yaw

2 ea. Roll,

pitch & yaw

1 ea. Roll,

pitch & yaw

2 lateral

2 longitudinal

1 computer

3 Azimuth

3 pitch

II

Other Equipment 1

Single pitch trim

computer. |

Stability Augmentation 1

system

A/pilot ccomparison H

monitor

3 Radio altimeters

Dual air data systems

Chapter 22 - AUTO FLIGHT U.R.R. (per 1000 unit hours)

SUB-SYSTEM & COMPONENT 22-10 Autopilot Flight controller

Autopilot mode selector " pitch computer Yaw damper computer Autpilot roll computer Autopilot lateral accel. Autopilot normal accel. Autopilot servomotor

22-20 Speed Att. Correction Mach trim coupler

22-30 Auto Throttle Auto Thhottle computer Auto Throttle servomotor

1 .080 .942 .693 .281 .584 .012 .023 .376 .02 2 .31 .40 .09 .51 .07 3 .212 .813 .223 .423 0 .095 .775 .008 4 .46 .64 .35 .85 .02 .115 .23 5 .83 .96 .02 .88 6 .87

?

[2.20

1

.106 .77 7 6.11 .205 2.127 3.77 .48 2.00 .31 8 5.38 .23 1.033 2.315 .27 1.50 .28 1 9 1.14 1.98 .69 1.32 10 .11 1.51 1.85 1.20 .055 .26 .37 .35 11 .33 .17 .33 .33 .33 I

o

I

Chapter 23 - SYSTEM DESCRIPTION AIRCRAFT TYPE

1

i 2

3

i 4

5

6

7

8

! 9

10

11

12

H.F. COMMS. SYSTEMS

2

2

2

2

2

2

2

2

2

1 (+1 optional)

1

V.H.F. C0^f1S SYSTEMS

2

2

2

3

2

2

2

2

2

2

2

2

SELCAL

2

2

2

1

2

1

1

• INTERPHONE SYSTEMS

1

1

1

1

1

1

1

1

1

1 • PUBLIC ADDRESS SYS.

1

TAPE REPRODUCER • OTHER EQUIPMENT Single teletype reception.

Chapter 23 - COMMUNICATIONS U.R.R. (per 1000 unit hours)

SUB-SYSTEM AND COMPONENT

23-10 Speech Communications H.F. control panel

H.F. transceiver

H.F. tuner antenna coupler 23-20 Data Transmission V.H.F. control panel V.H.F. transceiver V.H.F. antenna Selcal decoder

23-30 Pax Entertainment and Addres P.A. amplifier Tape reproducer 1 .071 .945 .487 .282 .60 .029 .419 s .233 1.257 23-40. 50 Inter Phone and Audio Integrati I/Phone handset

I/phone amplifier I/phone control panel Audio selector panel 23-70 Video Honitoring Voice recorder .78 .276 .243 .448 2 .02 .56 .36 .08 .18 .18 .13 .19 .27 on .12 .23 .06 .48 .35 3 .50 .348 .507 .024 .28 .18 .053 .313 .50 L _ . . 4 .19 .58 .105 .04 .43 .17 .06 .85 .81 .11 .01 . 5 .07 1.40 .68 .25 .09 .22 .02 .72 .05 .32 6 .04 1.08/ .51 .26 1.06 .18 .767 .344 .36 .089 .29 .15 .38 7 • .675 .09 .22 .76 .31 8 .71 .153 .99 .26 9 .319 1.51 .02 .04 .59 1.56 .10 .02 .44 .21 10 .05 .90 .23 .327 .15 .286 .552 .76 .1 .62 .83 11 .02 .63 .40 1.25 .40 -I ro I

Chapter 24 - SYSTEM DESCRIPTIONS Aircraft Type

1

2

3

4

A.C. Generation

4 X 60 KVA Gens, driven by CSDs

2 X 90 KVA - APU driven 3 X 90 KVA CSD driven gens. 1 X 90 KVA gen - APU driven 3 X 90 KVA IDG - driven gens. 1 X 90 KVA Gen - APU driven 4 X 30 KVA CSD - driven gens 5 i 4 X 40 KVA CSD - driven gens.

I

6 4 X 30 KVA CSD - driven gens. 7 3 X 27.5 KVA CSD

1 X 27.5 KVA APU - driven

8

9

10

11

12

n H 11

2 X 40 KVA CSD - driven gens. 2 X 30 or 40

2 X 22 KVA Freq.wild alter, gearbox - driven 1 X 3 KVA alternator Rectification 4 X 75 amp. T.R.Us 4 X 75 amp T.R.Us 4 TRUs Batteries 2 X 34A hrs

2

1

4 X 50 amp 1 T.R.Us 3 X 150 amp 2 x 17A hrs. T.R.Us j 3 T.R.Us 1 3 T.R.Us 1 X 25A hrs I S T.R.Us 4 X 50 amp T.R.Us 2 X 150 amp T.R.Us ii

2

2 X 25A hrs. 4 X 25A hrs Inverters

1

n 4 X 500 VA 2 X 2.5 KVA 1 X 250 VA Other equipment

Air driven generator

2 transformers

Air driven generator

1 essential services T.R.U

2 X 300 A gearbox driven D.C. Gens.

Chapter 24 - ELECTRICAL POWER U.R.R. (per 1000 unit hours)

SUB-SYSTEM AND COMPONENT 24-10 Generator Drive

Constant speed drive/ 1 D.G. CSD oil cooler

" " temp, indicator 24-20 A.C. Generation A.C. generator

A.C. circuit breaker

A.C. gen. freq. controller Indie. A.C. power voltage

KVAR " Frequency Voltage regulator 24-30 D.C. Generation Battery Battery charger Transformer Ind. D.C. Ammeter " Volts Transformer/rectifier unit 1 .389 .023 .043 .275 .016 .173 .006 .022 .07 .765 .232 .013 .016 .013 2 .07 .08 .29 .02 .12 .18 3 .263 .052 .621 .056 1.0 .047 .03 .018 1.44 .925 .053 0 • 4 .105 .047 .07 .105 .14 .025 .06 .133 5 .48 0 .02 .14 .11 .09 .56 .01 .03 6 .29 .12 .021 .18 .01 .155 .05 .087 .62 .03 .06 .01 .01 7 1.055 .307 .003 .328 .175 .007 .03 1.37 .031 8 .63 .11 .003 .156 .301 .03 .17 .015 .063 9 .07 .31 .08 .07 .21 .33 .005 10 .801 • .273 .107 .03 .049 2.67 .03 .13 .031 11 .54 .74 .03

Chapter 25 - SYSTEM DESCRIPTIONS A i r c r a f t Type

^ 1

i 2

Max. No. of Passengers • 380-500 j 3 '\

4 ^1

No. of Ovens 13 8 5 1 5 H180-270 ! 8

1 ^

1 7 .

_{1 1} ^

9 I

i 10

1 " ^

1 12 J

115-180 >50 4 1 No. of Refrigerators 6 AV. 5 6 2 2 2 2 No. of Toilets 10-12 8-9 7 5 7 3 2 2-3 2 2 1 1 No of ' Coffee Makers ; 8 7 7 1 6 4 2

Chapter 25 - EQUIPMENT/FURNISHINGS U.R.R. (per 1000 unit hours) SUB-SYSTEM AND COMPONENT

25-10 Fit. Compartment Pilot's seat Co-pilot's seat Eng. seat Observer's seat 25-3C Buffet/Galley Coffee maker Oven Refrigerator Water boiler 25-60 Emergency Pax. emergency slide

1 .148 .111 .228 .057 1.477 .445 .277 .052 2 .24 .12 .22 .05 .303 .14 .013 3 .183 .095 .132 0 .52 .439 .066 .056 4 1.5 1.86 .028 5 *v >.01 .43 .28 6 .12 .18 .10 1.70 .13 .217 .01 .167 7 8 ] ; -07 >.14 ' .04 .07 ^ \ .14 9 3.08 .827 10 .07 .08 .04 .05 .05 11 .4 .01 .51 I <n I

Chapter 26 - FIRE PROTECTION U.R.R. (per 1000 unit hours)

SUB-SYSTEM AND COMPONENT

26-10 Fire detection F i r e det. panel F i r e d e t . sensor

Cockpit smoke d e t . amp. Smoke detector

26-20 Fire Extinguishing Fire Ex. bottle

Fire Ex. control unit

1 .008 .027 .043 .052 .029 2 .085 .05 .04 .10 3 .129 .051 .08 .009 4 .025 5 0 .25 .25 .005 .01 6 .05 .07 .27 .25 .087 7 .06 .39 .046 .034 8 .36 .023 .033 9 .053 10 .02 .027 11 .007 .02

A/c Typ( ' 1 ! 2 1 !

3

4

: 5 6 } ! 7

8

9

10

11

12

Power Source Hydraulic no manual reversion II II Hydraulic power manual reversion Electro-hydraulic No manual reversion Manual, powered rudder Triple hydraulic no manual reversion II Manual + some boost Manual, some hyd. boost Manual II Ailerons Inner and outer 4 acts. II 11 Inner and outer Inner and outer Inner and outer Single sect (3 acts, eac II Single section Single section II' " Elevator Inner and outer 4 acts. II II Single section Inner 8. outer 4 act Single section .Single Section II Single section Single section 2 acts. Single section II Rudder 2 actuators >• 2 tandem acts Power,manual reversion 3 section s3 acts. 2 acts. 3 acts II 1 act. 2 acts. Single section II Tail plane Movi ng Moving .Moving Moving Moving single screwjack 2 motors Moving Moving Ii Moving elec. actuator Moving single jack,2 motors Fixed II Trailing Edge Flaps Torque shafting to 8 screwjacks,tracks and carriages Hinged flaps 2 acts/section Torque shafting/ 16 screwjacks 2 hyd. motors torque shafting/ 12 screwjacks Torque shafting/ 8 screwjacks 2 hyd. motors, torque shafts/ 8 screwjacks II Hinged flaps 2 acts/wing Torque shafting/ 8 screwjacks Elec.motor,torque shafting,cables, carriages Screwjack operated Leading Edge Surfaces LE flaps & Kreuger flaps 8 slats/ wing Slats 14 acts. 4 slats/wing 4 acts, each 3 slats/wing-2 acts.each, 10 LE flaps/ wing,15 acts/ wing 4 slats + 1 Kreuger/wing (8 acts/wing) II Fixed LE. Fixed LE II No. of Spoilers 12 with 1 actuator each. 5/wing 6 spoilers/ wing 5 spoilers/ wing 3 spoilers/ wing, 2 acts, each. 4 spoilers/ wing 3 spoiler/lift dumpers/wing f^ acts./wing) 11 3 spoilers/ wing 2 spoilers/ wing,l act.ea. None 1/wing 00 I

Chapter 27 - FLIGHT CONTROLS U.R.R. (per 1000 unit hours)

SUB-SYSTEM AND COMPONENT 27-00 General

Control column

Surface posn. trans.-flap -other 27-10 Aileron & Tab.

AIL Power cont. unit I/B 0/B 27-20 Rudder and Tab. Rudder power cont. unit. 27-30 Elevator and Tab Elev. feel computer

Elev. power cont. unit I/B " 0/B • 27-40 Horizontal Stabiliser ! Actuator 1 0 1.005 .0374 .049 .062 .075 .081 .018 2 .26 .12 .05 .01 .06 .11 .03 .01 _ .. 3 .064 .045 .019 .005 .014 .007 -4 .06 .185 5 .01 .12 .09 .01 .09 .10 .02 .02 I . , 6 .01 .24 .128 .05 7 .01 .17 "1.04 .06 .157 8 .067 "1.027 .088 .043 9 .211 .17 1.064 .35 10 .065 .05 .06 .135 "1.102 11 .013 1 I 3> vo

Chapter 27 - continued U.R.R. (per 1000 unit hours)

SUB-SYSTEM AND COMPONENT

1

27-50 Flaps Flap drive gearbox Flap screwjack Flap carriage - aft

- fwd. Hyd. Motor

Asymmetry detection unit Flap Vert. Posn. Ind. 27-60 Spoiler etc.

Spoiler power cont. unit I/B Spoiler power cont. unit 0/B Ground spoiler actuator Ground spoiler cont. valve

27-70 Gust Lock and Damper Cont. surface damper

, 27-80 Lift Augmenting Drive unit L.E. flap Slat actuator 1 0 .0116 .037 2.026 .0172 .0204 .0164 .002 2 .67

}.o,

.02 • .112 3 .017 .028 .455 1.03 .141 .058 .007 .065 4 .003 .27 .10 • 5 .003 .02 .01 .16 .01 .02 }.04 6 .076 .014 .035 .06 .14 .094 .01 .072 7 .015 .01 ^-.04 .02 .004 8 .018 .025 .04 9 .05 .04 .05 .01 10 .029 .01 .015 .03 .03 \.055 •^.018 .051

11 1

.013 .05 1 1 1 i 1 1 1 ro O

Chapter 28 - FUEL SYSTEM DESCRIPTIONS

1 1 1

Aircraft Tank Arrangement Type 1 2 3 4 5 6 7 8 9

1 ''°

11 12

4 main wing tanks 1 centre section tank , 2 wing reserve tanks

4 wing tanks

1 centre section tank 4 wing tanks

4 main wing tanks 4 aux. wing tanks 2 centre section tanks 4 main tanks

fin tank

centre section transfer tank 4 main wing tanks + 2 reserve

wing tanks

1 centre section bladder tank 4 wing tanks

+ 1 centre section tank 4 wing tanks +

2 centre section tanks + 1 fin tank

2 wing tanks

1 centre section tank

II II

2 wing tanks .2 wing tanks •»•

1 centre section tank

No. of Boost Pumps 10 ( 2 per main tank) 14 +1 for APU 8 + 1 for APU 12 10 8 10 10 + 1 for APU 6 6 -^ 1 for APU 4 2 No. of 1 Jettison Chutes or Pumps 4 2 jettison points using 3 transfer pumps 2 jettison points 2 retractable jettison chutes 2 jettison chutes 6 jettison valves M No. of Tank Units 65 42 32 46 29 26 31 18

1 ^^

L ""^

No. Of Dripsticks. 15 j 4 -

ft-1 ^'^ \

Chapter 28 - FUEL U.R.R. (per 1000 unit hours)

SUB-SYSTEM AND COMPONENT 28-00 General

Float switch

28-20 Distribution

Press, fuelling elec. S.O. valve Engine fuel boost pump

APU

28-3C Dump Dump valve 28-40 Indicating Quantity indicator 0/B I/B Total quantity ind. Drip stick

Tank unit

Low press, ind. switch Fuel flow indicator

1

.009 .035 .039 .028 .081 .1 .140 .021 .006 .059

2

.02

.04

.23

}•"

.10

.01

0

3

.008 .051

.46

.383 .012 .008

4

.015 .052

-1-.302

1

5

.05

.03

.003 }.07 .25 ; .057 i 1 .01 .020 j .01 •

6

.01

.01

.052 .044 \.169 .058 .012 .038 .263

7

.05

.08

.005

.10

}•«

.022

.15

8

.04

.012 .028

.17

Y'

.03

.044

9

.01

.011

.26

10

.026

.09

.032 .704

} .286

.013 .064

11

1.67 .013 .011

.26

12

.169

Chapter 29 - SYSTEM DESCRPTIONS A/c Type

1

2

3

4

5

6

7

8

9

10

n

12

System Press 3000 P.S.I. • • 2500 P.S.I. 3000 P.S.I. Fluid Type BMS 3-11 Fire resistant Oronite III Fire resistant Skydrol 500A or B Skydrol 500A Skydrol 500A II II II 0M15 System Arrangement 4 independent systems 3 independent systems 4 independent systems 1 main system 1 auxiliary 1 spoiler drive

1 standby rudder sys. 2 independent systems 2 independent systems 3 independent systems II 2 independent systems • Single system Main system + 1 auxiliary Pumps

4 engine driven+)all inter-4 air drive + )changeable 1 A.C. pump

6 engine drive pumps

2 electrically driven pumps

6 engine driven pumps 2 electrically driven 2 engine driven pumps 1 elec.

1 elec. for spoilers 1 elec. for rudder 4 engine driven 1 A.C. driven 2 engine driven 2 A.C. driven 1 D.C. driven 3 engine driven 1 D.C.

brake top-up pump

II

2 engine driven 1 elect, driven 2 engine driven 2 A.C. driven

1 D.C. brake top-up pump 2 engine driven 2 engine driven No. of Reservoirs

4

3

5

2

2

3

3

II

2

2

1 + 1 emergency

1

No. of Accumulators

1

3 •

2

2

2

3

11 8-10

2

2

1

Other Equipment 4 motor-f)ump assemblies to transfer power between systems

without fluid transfer 2 motor-pump assemblies 2 ram-air turbines

1 ram-air turbine

Chapter 29 - HYDRAULIC POWER U.R.R. (per 1000 unit hours) SUB-SYSTEM AND COMPONENT

29-00 General Hand fill pump

29-10 Main Hydraulic Power Main Hyd. pump

Main reservoir Accumulator

Filter element - return " " - pressure 29-20 Auxiliary

Aux. elec. pump Air driven pump 29-30 Indicating Hyd. power press, ind. Hyd. power press, trans. Temp, o/heat detector Temp, indicator

Hyd. quantity ind. Hyd. quantity trans. Hyd. pressure switch

1. . , —.. — .. 1 .023 .182

0

.156 .086 .083 .113 .191 .089 .263 .075 .046

2

.22

0

.02

.08

.02

.02

.01

.05

.10

3

.016 " .330 .063

.01

.303 .146 .022 .024

.01

.087 .006 ' .135

.02

.02

.

5

.26

.02

.02

.12

.01

.01

.02

.01

.02

6

.836

.07

.04

.05?

.03

.316 .122

.52

.26

.063 .037 1 i

7

.303

.06

.22

.123

.23

.02

.02

.08

.02

.06

.023 .023

8

.153

.03

.22

.133

.52

.025

.04

.09

.05

.025

.02

.04

9

.13

.002

.26

.035 .013

.15

.01

10

.264 .025 .065 .091

.07

.26

.04

.02

.057

11

.02

.22

.10

\.013

Chapter 30 - SYSTEM DESCRIPTIONS Aircraft Type

1

2

^

4

1 **

€

1 7

1 ^

9

i:

Hot Air Anti-Ice Systems

Nacelles, 0/B wing leading edge,fuel heat Engine cowlings, wing leading edge (inc.slats) Wing leading edge

Cyclic hot air, wing & tail unit leading edges

Wing, tail unit,

leading edges,nacelles inlet guide vanes wing leading edge Engine intakes Wing i tail unit leading edges

n

Wing i tail unit leading edges

Wing i tail unit leading edges, engine intakes ! T' '

' 12 ^

Electrical Anti-Ice Systems

j Water drain masts W/shield heat Air data sensors w/shield heat VHF antenna Air data sensors w/shield heat Pi tot heads W/shield heat heated w/shield pi tot heads w/shield II Heated w/shields II

Engine intakes, pi tot heads, w/shield heat W/shield heat

Windshield Systems

2 windshield wipers

2 " washer systems 2 rain repel 1 ant systems 2 windhsield wipers 2 rain repel 1 ant systems 2 windshield wipers 2 rain repellant systems Hot air rain removal rain repellant

3 w/shield wipers 3 " washers hot air demist

2 w/shield wipers

2 rain repellant systems 2 w/shield wipers

2 rain repellant systems

If

2 w/shield wipers 1 2 w/shield wipers

2 rain repellant systems 1 2 w/shield wipers No.of Main W/Shield Panels

6

6

6

7

9

6

7

1 II

7

6

6

6

Other Equipment 1 ice detector 4 ice detectors 2 ice detectors 2 ice detectors 1 II [ 2 ice detectors j Rubber boot de-ice 1 on wing & tail LE

Chapter 30 - ICE AND RAIN PROTECTION U.R.R. (per 1000 unrt hrs)

! SUB-SYSTEM AND COMPONENT 30-10 Air Foil

j O/heat warn, switch - wing 1 antice shut off valve 1 30-40 Windows & Windshield

1

1 Window Heat Controller Rain Repellant Valve ; W/Wiper Motor i 30-80 Detection Ice Detector 1 0 .029 .297 .046 2 .38 .51 3 .055 . .549 .049 4 .02 .078 5 .09 .17 .07 .03 .34 6 .051 .471 .051 7 .03 .282 .10 .26 8 .015 .214 .005 .32 9 .02 .065 .364 10 .094 .11 .03 .15 .324 11 .003 3» ro as

Chapter 31 - SYSTEM DESCRIPTIONS *CVRs not fitted at time of sample Aircraft Type ' ! 1 2 1 ! ' 4 5 6 / No. of Clocks 3+ 3 3•^ 1 5 4 3

s i "

9 3 10 3

11 ii

12 i 2 Flight Data Recorders 1 1 1 1 1 1 1 II 1 1 1 Cockpit Voice Recorder 1 1 1 1 * * *

Trip and Date Encoder, etc.

1 encoder or

flight data entry panel

Optional flight data entry panel

1 encoder recorder control unit * i " * * * 1 encoder 1 encoder 1 t AIDS Recorder 1 optional 1 optional Flight Data Acquisition Units 2-3(optional) 1(optional) 1 optional j 1(optional) 1 simple recorder II II II 1(optional) II Data Management Unit 1(optional 1(optional 1 simple unit II II Other Equipment )C.G. computer

Total air temp computer Central aural warning AIDS printer (optional) )Wt. & balance computer

Central aural warning

Wt. & balance computer j Wt. & balance computer !

j

Fatigue meter II

Chapter 31 - INDICATING AND RECORDING U.R.R. (per 1000 unit hrs)

1

SUB-SYSTEM AND COMPONENT

31-20 Clock etc Clock

31-30 Recorders F i t . data rec. a c c e l . Encoder - t r i p & date F i t . data recorder cassette " entry panel AIDS recorder Data man u n i t F i t . data a c q u i s i t i o n u n i t 1 .380 .026 .017 .572 .396 .416 1.998 .614 2 .17 • .33 .22 .22 1.09 .27 3 .127 3.55 .746 4 .83 .10 .66 5 .095 .07 2.65 .72 6 .15 .05 .09 1.70 .97 .42 7 .17 1.79 2.01 .85 r 8 .11 .03 1.73 .04 1.65 .27 9 .13 .79 10 .594 .204 .20 .761 3.26 .20 11 .18 1.52 1.49 .15 12 .593 i 1 I ro 00

Chapter 32 - SYSTEM DESCRIPTIONS AIRCRAFT TYPE

1

2

3

4

5

6

7

8

9

10

LANDING ENERGY \j'^ "LAND^IO"^ (ft/sec)2x(lb) 319.47 247.9 194.35 134.15 129.77 137.57 76.13 60.82 47.05 40.59 11 i 11.15 12 i 4.69 NO. OF WHEELS

18

12

10

10

10

10

10

10

6

6

6

6

MAIN WHEEL ARRANGEMENT 4 wheel bogies 2 x 4 wheel bogies + 1 twin unit 4 wheel bogies 4 wheel bogies 4 wheel bogies 4 wheel bogies 4 wheels in line II Twin wheels Twin wheels Twin wheels Twin wheels NO. OF BRAKE UNITS

16

10

8

8

8

8

8

II

4

4

4

4

BRAKE CONTROL VALVES

4

2 dual valves 2 dual valves 1 quadruple valve

2

1 quadruple valve II

2

3

1 quadruple valve II NO. OF BRAKE ACCUMULATORS

3

4

4

4

1

1

II

2

2

1 1

Chapter 32 - LANDING GEAR U.R.R. (per 1000 unit hours)

SUB-SYSTEN AND COMPONENT

32-10 Main Gear & Doors Main gear leg (per 1000 Idgs) 32-20 Nose Gear & Doors Nose gear leg (per 1000 Idgs) 32-30 Extension & Retraction MLG Door Sequence Valve

NLG Retract Actuator " Lock " Door MLG " " Retract " Truck posn " " Uplock " Down lock " 32-40 Wheels & Brakes Brake Accumulator Brake Unit

" Press. Gauge (Accura) Ind. Trans. 1 .056 .075 .001 .003 .027 .009 .006 .0035 .013 .001 .005 .005 .341 .056 .059 .068 2 .03 .01 .05 .06 .12 ^ . • • -3 .026 .144 .109 .025 .02 .316 4 .12 .706 .013 .08 5 .035 0 .01 .005 .05 .01 .02 .02 .01 .01 .28 .02 6 .073 .101 .013 .048 .032 .028 .08 .048 .121 .032 .102 1.16 .028 .04 7 .035 .27 .08 .09 .02 .16 .02 .555 .06 .033 8 .108 .33 .01 .02 .025 .027 .105 .06 , .42 .19 .10 9 10 .058 .10 .02 .04 .175 .09 i .08 i .07 1 j 1.07 .333 .47 .086 .106 11 .052 .047 .10 .013 .05 .003 .15 2.26 12 .044 .039

Chapter 32 - CONTINUED U.R.R. (per 1000 unit hours) ; SUB-SYSTEM AND COMPONENT

32-40 CONTINUED Brake Shuttle Valve

Brake Control/Metering Valve ' KOD/unit valve-anti-skid "

Anti-skid Control Unit Tyre/wheel-main -nose Temperature Indicator " " sensor 32-50 Steering Nosewheel stg. actuator " valve 1 .0003. .007 .007 .168 >2.115 r .277 .022 .014 .019 2 .26 .32 .50 .03 3 .002 .0108 .595 .026 .032 4 .16 .48 5 .18 .03 1.99 2.65 .04 .02 6 .024 .033 .01 2.44 3.39 .05 7 .22 .73 .27 8 .24 .92 .20 9 .02 .073 1.04 .05 10 .033 .013 4.58 4.46 .05 .043 .093 .169 11 .16 .26 4.63 3.07 .02 12 .192

Chapter 33 - SYSTEM COMPONENTS AIRCRAFT TYPE NAVIGATION LIGHTS 1 ! 2 white, 1 red 1 green 2 i 2 red, 2 green j 1 2 strobes [ 3 1 red + strobe 1 i 1 green + strobe t ! 2 strobes ; 4 i LANDING LIGHTS

4

4

ANTI-COLLISION LIGHTS

2

2

4 1 4

2 1 2

5 • ' 3 \ 6

7

8

9

10

11

12

1 red T green II 1 red 1 green

3

4

2

II

2

3

2

2

2

2

II

1

2

2

2

EMERGENCY EXIT LIGHTS

48

12

8

5

EMERGENCY LIGHTS BATTERIES

5

4

10

8

2

4

6

•1

6

OTHER EQUIPMENT

2 runway turn-off lights

2 runway turn-off lights

3 taxi turn off lights

Chapter 33 - LIGHTS U.R.R. (per 1000 unit hours)

SUB-SYSTEM AND COMPONENT

₁₀

₁₁

₁₂

33-40 Exterior Wing Nav. Light

Rotating Beacon Lower " Upper Landing Light - Wing

33-50 Emergency Lighting

Power Supply - Emer. Light Emer. Light .057 .620 .321

}

.07 .15 .02 .692 .06 .085;

}•

.98 166 008 ,274 .19 .39 .05

.36

.43 .13

.03

& • 243 01 .005 L }.23 ]^.19 \ . 6 0 I}.34 J.22 ]:22 .35 .25 ! .17 i .127 .33 .156 .10 .002 .05

.01

.13

CO

Chapter 34 - SYSTEM COMPONENTS i AIRCRAFT TYPE 1

1 2

1 ^

4 i

1 5

1 6 7

1 8

! ^ 10 11 12 LONG RANGE NAVIGATION 2 I.N.S. Optional 3rd 3 I.N.S 2 I.N.S. 2 Doppler 1 Doppler 1 Doppler _...., ATTITUDE 2 H.S.Is 2 H.S.Is 2 attitude directors 2 H.S.Is 2 Flt.Dir. II 2 attitude directors VOR/ILS 2 2 2 2 2 2 2 II 1 II i II 1 Flt.dir. r 2 Flt.dir. 2 art. horizon 2 Flt.Dir 2 2 1 + 1 Opt. 2 DME 2 2 ADF 2 2 2 ! 2 t ! i I 2 2 2 ; 2 2 ; 2 2 II 2 2 1 Opt 1 + 1 opt 2 II 2 2 1 + 1 Opt 2 MARKER 1 1 1 1 1 1 2 II 1 2 1 1 RADIO ALTIMETER 2 2 2 2 1 3 II 1 2 WEATHER RADAR 1 antenna 2 systems II II II 1 system II II II II II II A.T.C TRANS 2 OTHER EQUIPMENT 2 X RMI Standby horizon

2 2 X air data computer 2 X RMI ^ Standby horiz. : Satcom Provision 2 2 X RMI Standby horiz. Loran provision 2 ' 2 X RMI Standby horiz. 1 5 X RMI Standby horiz. , , 1 X Loran ^ 1 1 5 X RMI * Standby horiz. • 1 X Loran 2 X RMI Standby horiz. II i II 1 ! 2 X RMI i Standby horiz. 2 1 1 opt. 2 X RMI 1 Standby horiz. 1 Omnitrac 2 X RMI 2 X RMI