One system
Two system
Three system
Four system
Status display
Hydraulic synoptic display
Secondary engine display
Hydraulic synoptic display and status display
Both AC transfer busses are unpowered.
Left engine is failed and center hydraulic system pressure is low.
Left AC transfer bus and right main AC bus are unpowered.
Center and right hydraulic system pressures are low.
Alternate gear extension system.
Normal brakes (after landing and airspeed below 60 kts)
Primary flight control components normally powered by the center hydraulic system.
All primary flight control components.
Only the C1 DEMAND pump will operates.
Only the C2 DEMAND pump will operate.
Both the C1 and C2 DEMAND pumps will operate.
Both the C1 and C2 DEMAND pumps will operate only if a C1 or C2 PRIMARY pump has low pressure.
There is low demand pump output pressure.
Both C1 and C2 demand pump selector switches are ON.
The demand pump is selected off.
There is excessive demand pump fluid temperature.
Both engines are failed and the center hydraulic system pressure is low.
Both AC transfer busses are unpowered.
All these hydraulic system pressure are low.
All center hydraulic system primary and demand pumps fail.
The pump is automatically “load shed” during periods of high electrical demand.
The pump operates when control logic anticipates a large system demand.
The AUTO function will terminate pump operation for high fluid temperature.
The pump operates automatically when engines are started.
When system logic determines that the reserve brakes and nose gear steering need to be isolated.
When the respective system quantity is sensed to be low.
When the respective system pressure is sensed to be low.
When the respective Fire switch is pulled.
Flight Controls.
Alternate breaks.
Both engine thrust reversers.
Nose wheel steering.
The isolation valve close to isolate the flight controls from the center system.
Nose gear actuation and steering are isolated.
Main gear actuation and steering are isolated.
Thrust reversers are isolated.
The respective hydraulic system is “Reservoir Full”
There is RF interference in the hydraulic system.
The reservoir requires refilling. The RF is inhibited in flight.
RF means it is the reference limit.
Hydraulic reservoir pressurization.
Leading edge slats.
Nose and main gear steering.
Thrust reversers.
Hydraulic fluid is supplied to each hydraulic pump from the single center reservoir.
The demand pumps for the left and right system are bleed air driven.
Flight control system components are distributed so that any one hydraulic system can provide adequate airplane controllability.
The left and right primary pumps are electric driven.
A demand pump operates when system pressure is low.
A demand pump operates when system logic anticipates a large demand.
A demand pump operates when a primary pump pressure is low.
The demands pumps provide a backup power source for the air-driven-primary pumps.
Reserve brakes are isolated from the center system and remain operable.
Nose gear actuation and steering are reconnected.
Leading edge slats are isolated and can operate in the primary mode.
All are correct.
It is reconnected to the center hydraulic system when airspeed decreases below 60 knots.
It is reconnected to the center hydraulic system when hydraulic pressure to the center system flight controls goes low.
It is reconnected to the center hydraulic system when the landing gear is selected down, both engines are normal, and both engine-driven pumps are providing pressure.
It is reconnected to the center hydraulic system when the system determines that both engines have been running for more than 30 seconds.
They are bleed air driven
They are electric-motor driven.
They are engine driven.
They are ram air turbine driven.
Both engines are failed and the center hydraulic pressure is low.
Both AC transfer busses are unpowered.
All three hydraulic system pressures are low.
Both engines are failed.
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