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Illustrated technical information covering Vol 2 Over 800 multi-choice systems questions Study notes and technical information Close up photos of internal and external components A compilation of links to major 737 news stories with a downloadable archive Illustrated history and description of all variants of 737 Detailed tech specs of every series of 737 Databases and reports of all the major 737 accidents & incidents General flightdeck views of each generation of 737's Description & news reports of Advanced Blended Winglets Press reports of orders and deliveries Articles from the press and official sources following the troubled history of the rudder PCU Details about 737 production methods A compilation of links to other sites with useful 737 content Get the book of the website A quick concise overview of the pages on this site

Contents

 

Notes compiled by Captain Ivo Bartoň, Czech Airlines.

Last Updated on 21/03/03

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*** Updated 02 Jul 2014 ***

 

NORMAL  PROCEDURES

  • IRS -  Verify both ON DC lights illuminate momentarily followed by steady illumination of the ALIGN lights.
  • Stall warning test - With hydraulic power OFF, the leading edge flaps may droop enough to cause an asymmetry signal, resulting in a failure of the stall warning system test. Place the "B" system electric pumps ON, retract the flaps and repeat the test.
  • If  a FUEL PUMPS LOW PRESSURE light during Flight Deck Preparation does not extinguish when the switch is turned ON, this may indicate a locked fuel pump rotor. Place the switch to OFF to prevent possible damage to the pump.
  • Hydraulics during Flight Deck Preparation - System A and B pressure and Brake pressure indicators ... 2800 PSI minimum.
  • Window Heat Switches - Position switches ON at least 10 minutes before take-off.
  • IRS -  Verify both ON DC lights illuminate momentarily followed by steady illumination of the ALIGN lights.
  • DO NOT KEY HF RADIO while airplane is being fueled. Injury to personnel or fire may result.
  • Engine Start N2 - Position Engine Start Lever to IDLE detent when: 1/ N2 RPM reaches 25% or (if 25% N2 is not achievable) 2/ at MAX monitoring and a minimum of 20% N2. Max monitoring is defined as when N2 acceleration is less than 1% in approximately 5 seconds.
  • Prior to installing the nose gear lockout steering pin, do not make any electrical or hydraulic power changes with tow bar connected. Any change to electrical power may cause momentary pressurization of the nose wheel steering actuators causing unwanted tow bar movement.
  • If the nose gear steering lockout pin is not installed, system A hydraulic pumps must be placed OFF.
  • Before take-off set initial thrust approximately 40% and stabilize.
  • Take-off power must be set at an airplane velocity between 40 and 60 knots.
  • After lift-off leave Landing Gear Lever in the UP position approximately 10 second after all red landing gear lights have extinguished.
  • SPEEDS: above 53, 070 kg ... + 10 kts, above 62, 823 kg ... + 20 kts.
  • Limit bank angle to 15 degrees until reaching V2+15 kts.
  • To prevent unwanted roll at autopilot disconnect, do not apply aileron trim with the autopilot roll channel engaged.
  • Use of aileron trim with the autopilot engaged is prohibited.
  • In flight, do not move speed brake lever beyond the flight detent.
  • Using flaps as speedbrakes is not recommended.
  • When on final approach in landing configuration, it is not recommended to set the A/T command speed to allow for wind or gust correction. The recommended A/T approach speed setting is VREF+5 with autopilot ON.
  • Do not use speed brakes below 1.000 feet above the surface.
  • In case of severe turbulence, a descent schedule of .73M/280/250 knots should be maintained through the turbulent area. At altitudes below FL 150 and with airplane gross weights less than the maximum landing weight, the airplane may be slowed to 250 knots. Adequate stall margin exists under these conditions.
  • Limit REVERSE THRUST to 82% N1 for passenger comfort. When required, the maximum allowable go-around N1 may be used.
  • After reverse thrust has been initiated, a full stop landing must be made.
  • It is recommended that the engines be operated at, or near idle for three minutes prior to shutdown to thermally stabilize the engine hot sections. If operational requirements dictate, the engines may be shut down with a one-minute cooling period.
  • Whenever the APU is operating and AC electrical power is on the airplane busses, extended service life of the APU fuel control unit can be realized by operating at least one fuel boost pump to supply fuel under pressure to the APU.
  • It is recommended that the APU be operated for three minutes before using as a bleed air source.
  • It is recommended that the APU (GARETT) be operated for one full minute with no pneumatic load prior to shutdown. Sundstrand APS-2000 shut down immediately.
  • If through flight ground time does not exceed 30 minutes, the Window Heat Switches may remain ON.
  • NO ENGINE BLEED TAKE-OFF - during take-off BLEED TRIP OFF light illuminated. At minimum of 1500 feet (AGL) and TAT is 38C or below: ENGINE ANTI -ICE SWITCH affected side ... ON, TRIP RESET SWITCH ... RESET,  reconfigure cabin pressurization system and reset engine anti-ice switches.
  • Unpressurized Take-off and Landing or No Engine Bleed Take-off and Landing - If engine failure occurs, do not position engine BLEED air switches ON until reaching 1500 feet or until obstacle clearance height has been attained.
  • Use of frequency 120,000 or 120,005: Because of unacceptable Electromagnetic Interference between the Flight Control Computer, the EFIS Symbol Generator and the VHF COMM#2 antenna, do not use COMM#2 on 120,00(0 or 5) MHz as a primary means of communication. If frequency 120,00(0 or 5) MHz is required, use COMM#1.
  • VOR navigation - If change to a localizer frequency is desired when captured in the VOR mode, disengage VOR LOC mode prior to selection of the localizer. VOR LOC mode can then be reengaged.
  • QFE operation - Do not use LNAV or VNAV below transition altitude/level. Altitudes in the navigation data base are not referenced to QFE. Use only raw data for navigation.
  • WATER SYSTEM DRAINING - Water heaters ... OFF.  Failure to do this could cause damage to the heaters when the water is drained.

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SUPPLEMENTARY  NORMAL  PROCEDURES

 

COLD WEATHER OPERATION

  • Take-off with light coatings of frost, up to 3 mm in thickness on lower wing surfaces due to cold fuel, is permissible.
  • The APU should be preheated to above -40C to ensure proper operation.
  • If the START VALVE OPEN light does not illuminate or the air duct pressure drop is not observed, the start valve solenoid may be frozen. Warm the starter valve, fuel control unit and ignition system by ground heating.
  • If ambient temperature is below -35C, idle the engine two minutes before changing thrust lever position.
  • During cold weather starts, initial oil pressure may be slow in rising, the LOW OIL PRESSURE Light may remain illuminated and pressure may then go above the normal range and may illuminate the FILTER BYPASS Light. The engine should be operate at idle thrust until oil pressure returns to the normal range. No minimum oil temperature is specified for take-off.
  • During cold weather starts, oil pressure may temporary exceed the green band or may not indicate any increase until oil temperature rises. No indication of oil pressure by the time idle RPM is achieved requires an immediate engine shutdown. At low ambient temperatures, a temporary high pressure above the green band may be tolerated.
  • When starting a cold soaked engine, slow oil pressure response is not usual. As long as there is some indication of oil pressure, up to three and one-half minutes may be allowed for oil pressure to reach the minimum operating pressure.
  • Following a precautionary shutdown when no oil pressure indication has been observed, allow 10 to 15 minutes for internal heat to warm the oil system. Hot air may be applied adjacent to the gearbox and oil tank for warm-up prior to next start.
  • If icing conditions are present, Engine Anti-ice must be turned ON immediately after engine start.
  • When moderate to severe icing conditions are present during prolonged ground operations, periodic engine run-up to as high a thrust setting as practical (70% N1 recommended) should be made at 30-minute intervals for approximately 30 seconds duration.
  • If a COWL VALVE OPEN Light remains illuminated bright with engine at idle, position the APU Bleed Air Switch to OFF and increase thrust slightly (up to a maximum of 30% N1).
  • WHEN OPERATING THE WING FLAPS DURING LOW TEMPERATURES, the Flap Position Indicator and Leading Edge Devices annunciator panel should be closely observed for positive movement. If the flaps should stop, the flap lever should be placed immediately in the same position as indicated.
  • APU and ENGINE BLEED AIR SWITCHES (with engines operating) should be turned OFF to prevent de-icing fluid from being ingested and causing fumes in the air conditioning system. If not required, APU should be shut down to prevent erratic operation or damage the APU.
  • Airplane de-icing should be accomplished with the flaps up.
  • During de-icing, stabilizer trim should be at FULL APL NOSE DOWN.
  • Wing anti-ice must be OFF when airplane is protected by the application of Type II or Type IV fluid in compliance with an approved ground de-icing program.
  • Wait approximately 1 minute after completion of de-icing to turn Engine Bleed Air Switches to ON position.
  • If moderate to severe icing conditions are present, take-off roll must be proceeded by a static run-up to 70% N1 and stable engine operation observed prior to brake release.
  • Take-offs on slippery runways are not recommended if the crosswind exceeds 15 knots or when slush or wet snow is more than 13 mm
  • If excess runway is available, consideration may be given to using IMPROVED CLIMB PROCEDURES for flaps 5. This will provide additional stall margins.
  • If runway limited for the planned take-off flap setting, consideration may be given to using the next flap position with Improved Climb Performance. This will provide additional stall margins with minimum performance penalties.
  • If ice formations is observed on the airplane surfaces (wings, windshield wipers, window frames, etc.), add 10 knots to the final approach airspeed to ensure manoeuvring capability. The combined airspeed corrections for steady wind, gust, and icing should not exceed the maximum of 20 knots.
  • AFTER LANDING IN ICING CONDITIONS, position the stabilizer between 0 and 2 units, airplane nose down (leading edge UP). This prevents melting snow and rain from running into balance bay areas and prevents the stabilizer limit switch from freezing.
  • The airplane must be parked into the wind when the outflow valve is full open.
  • If the nickel-cadmium battery will be exposed to temperatures below -18C, the battery should be removed and stored in an area warmer than -18C, but below 40C.
  • Securing for overnight - Outflow Valve CLOSED (by MAN AC)

 

ICE and RAIN PROTECTION

  • For operations in moderate to severe icing conditions that can not be avoided, accomplish a periodic engine run-up every approximately 15 minutes on one engine at a time to a minimum of 80% N1 when operating at power settings below 80% N1 to clear ice from fan blades and spinner.
  • If the vibration occurs or persists with engine anti-ice ON, set ENGINE START SWITCH ... FLT, adjust thrust to 45% N1. After approximately 5 seconds, advance thrust lever slowly to a high thrust position (minimum 80% N1 is required) while monitoring engine instruments (especially EGT) for abnormal indications.
  • DO NOT OPERATE Engine or Wing anti-ice when the TAT is above 10C. In case of No Bleed Take-off is max. TAT 38C.
  • Engine anti-ice must be ON during all ground and flight operations when icing conditions exists or are anticipated, except during climb and cruise when the temperature is below -40C SAT. Engine anti-ice must be ON prior to, and during, descent in all icing conditions, including temperatures below -40C SAT.
  • Do not use wing anti-ice as a substitute for ground de-icing/anti-icing and inspection procedures which are necessary to comply with operating rules.
  • Do not operate wing anti-ice on the ground when the OAT is above 10C.
  • Prolonged operation in icing conditions with the leading edge and trailing edge flaps extended is not recommended. After landing, trailing edge retraction to less than flaps 15 is not recommended until ice has been removed or a ground inspection has been made.
  • Do not actuate rain repellent unless windshield wipers are operating and medium or heavy rain conditions exists. Apply repellent only in rain with wipers operating. Apply to one windshield at a time. Do not apply to second windshield until residue is washed off and repellency is established on first windshield. Do not apply to a dry windshield. Do not turn wiper ON if repellent is inadvertently applied to dry windshield.
  • Do not use rain repellent in an attempt to clean a dry dirty windshield. If rain repellent is inadvertently applied, do not use the windshield wipers until required for rain removal.
  • WINDOW HEAT - If any green ON Light remains extinguished during power test, the heat system is inoperative. Observe the maximum airspeed limit of 250 kts below FL 100 with any window heat inoperative. Window heat or the above speed restriction will provide maximum protection against bird strikes at any altitude where birds are likely to be encountered.
  • Do not operate windshield wipers on a dry windshield.

 

IRS

  • During fast realignment observe ALIGN Light extinguished within 30 seconds.
  • If time permits it is preferable to perform a full alignment of the IRS. A more precise alignment will results.

 

LANDING ON WET OR SLIPPERY RUNWAYS

  • Arm the Autobrake  by selecting Position 3.
  • In crosswind conditions, the crosswind crab angle should be maintained to touchdown on very slippery runways.
  • To correct back to the centerline, reduce reverse thrust to idle and release the brakes.
  • In crosswinds, do not exceed reverse thrust 70% N1.
  • Do not cycle brake pedals during manual braking.
  • After landing and/or if taxiing through water or slush do not retract flaps beyond 15.

 

AIR CONDITIONING and PRESSURIZATION

  • The battery switch should always be ON when using the airplane air conditioning system since the protective circuits are DC. This will ensure protection in the event of loss of AC power.
  • Using pneumatic air chart - Battery ...  ON (viz. předchoz), Isolation Valve Switch ... OPEN, APU Bleed Air Switch ... OFF, Duct Pressure ... 20-25 psi (External Air Chart can maintain 20-25 psi with both packs operating), Pack Switch(es) ... AUTO or HIGH.
  • If external air cannot maintain 20-25 psi and APU is operating, Isolation Valve Switch ... AUTO, APU Bleed Air Switch ... ON.
  • When cooling the airplane on the ground with the APU as the only source of pneumatic chart, USE ONE PACK ONLY. Set Cabin Temperature Selector at AUTO (straight up).
  • Isolated pack operation during engine start - After Engine No.2 stabilized: Isolation Valve Switch ... CLOSE, Right Pack Switch ... AUTO, after start-up Engine No.1: Isolation Valve Switch ... AUTO.
  • MOVING ENGINE BLEED AIR SWITCHES WHILE A STARTER IS ENGAGED CAN DAMAGE THE STARTER.
  • Except for engine start do not open APU Bleed Air Valve when LH Engine Bleed Air Valve is open, or when Isolation and RH Engine Bleed Air Valves are open.
  • With Ground Air Supply connected and Isolation Valve open do not open APU Bleed Air Valve.

 

AUXILIARY POWER UNIT (APU)

  • START - Successful inflight starts have been demonstrated up to FL 350. Inflight starts may be attempted at any altitude.
  • APS 2000: After three consecutive aborted start attempts, a thirty minutes cooling period is required.
  • GARETT: If there are multiple aborted start attempts, five minutes cooling is required between the second and third start attempt. A wait of one hour is required after the third start attempt.
  • After placing the APU Switch to OFF, wait 20 second to allow the air inlet door to recycle prior to positioning the Battery Switch to OFF or next APU start.

   

FIRE and OVERHEAT SYSTEM TEST

  • FAULT/INOP ... 1/ Master Caution Lights, 2/ OVHT/DET System Annunciator Light, 3/ FAULT Light, 4/ APU DET INOP Light illuminate.
  • OVHT/FIRE ... 1/ Master FIRE WARN Lights, 2/ MASTER CAUTION Lights, 3/ OVHT/DET System Annunciator Light, 4/ ENG 1 OVERHEAT Light, 5/ ENG 2 OVERHEAT Light, 6/ Engine No.1 Fire Warning Switch, 7/ WHEEL WELL Fire Warning Light (if AC busses are powered), 8/ APU Fire Warning Switch, 9/ Engine No.2 Fire Warning Switch illuminate.

 

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NON-NORMAL  PROCEDURES

 

  • ABORTED ENGINE START if - 1/ No N1 rotation before the Engine Start Lever is raised to IDLE, 2/ No oil pressure indication by the time the engine stabilized at idle, 3/ No increase in EGT, within 10 seconds on the ground or 30 seconds in flight, after the Engine Start Lever is raised to IDLE, 4/ No increase in, or a very slow increase in N1 or N2 after EGT indication, 5/ EGT rapidly approaching or exceeding the start limit.
  • LOSS OF THRUST ON BOTH ENGINES - Max EGT is 930C, in moderate to heavy rain it may take up to 3 minutes to accelerate to idle.
  • ENGINE LOW OIL PRESSURE - Accomplish this procedure when the engine oil pressure is below 26 psi (yellow band) or when the amber LOW OIL PRESSURE Light illuminates at a pressure below 13 psi (red band).
  • If engine oil pressure is in the yellow band, DO NOT TAKE-OFF.
  • Oil pressure in the yellow band is normal at low thrust settings.
  • If engine oil pressure is at or below the red radial - accomplish the ENGINE FAILURE AND SHUTDOWN checklist.
  • If both busses off, only one APU start attempt is recommended. APU starting may results in loss of IRS alignment.
  • A fully charged battery will provide a minimum of 30 minutes of standby power.
  • ALTERNATE FLAPS OPERATION - This procedure is accomplished if flaps fail to extend or retract in response to Flap Lever selection and no asymmetry is indicated.
  • SPEED LIMIT 230 kts with Leading Flaps EXTENDED or in TRANSIT. Do not exceed 230 kts when flaps are extended by alternate (standby) system.
  • When the gear has been lowered manually, it cannot be retracted.
  • After manual reversion landing, thrust reverser operation will be slow and apply steady brake pressure, do not modulate the brakes, because of inoperative nose wheel steering and limited capacity of brake accumulators.
  • FAIL OF AIR/GROUND SENSING SYSTEM - Manually deploy the speed brakes immediately upon touchdown. After landing with C/B pulled, some abnormal systems reactions are: the pressurization system will maintain a small positive pressure and inboard wheel brakes are inoperative at taxi speeds. DO NOT OPERATE THE SPEED BRAKES IN FLIGHT.

 

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SYSTEMS

 

AIR CONDITIONING, PRESSURIZATION and PNEUMATICS

  • CABIN RATE SELECTOR - DECR ... 50ft/min, INCR ... 2000 ft/min, INDEX ... 300 ft/min.
  • Ram door light extinguish when flaps up at cruising level, during climb may illuminate.
  • Duct Overheat Light  Illuminated - Indicates passenger cabin duct overheat (over 88C)
  • Altitude Warning Horn sounds when cabin reaches 10,000 feet altitude.
  • ISOLATION VALVE - AUTO ... Closes the isolation valve if all Engine Bleed Air and Air Conditioning Pack Switches are ON. Opens the Isolation Valve automatically if either Engine Bleed Air or Air Conditioning Pack Switch is positioned OFF.
  • PNEUMATIC DUCT PRESSURE - Sensors are located before Air Conditioning Packs.
  • Air Conditioning Pack Switch in AUTO - With both packs operating, each pack regulates to low flow. With one pack operating, regulates to high flow when in flight with flaps up. When operating one pack from the APU (both Engine Bleed Switches OFF), regulates to high flow.

 

AUTOMATIC FLIGHT

  • For a dual A/P approach, the second NAV receiver must be tuned to the ILS frequency and the corresponding A/P engaged in CMD prior to 800 feet RA.
  • Second A/P arms for automatic engagement after LOC and G/S capture and when descent below 1500 feet RA occurs.
  • An A/T, F/D and/or Dual A/P go-around may be initiated below a radio altitude of 2000 feet by pressing the go-around switches.
  • CWS - If attitudes acquired exceed autopilot limits, autopilot returns to attitude limit when control force is released. When control pressure is released, the A/P holds existing altitude. If roll control force is released with less than 6 degrees of bank, autopilot rolls wing level and holds existing heading (it is inhibited, when 1/ RA is below 1500 ft and gear down, 2/ after F/D VOR capture with TAS 250 kts or less or 3/ after F/D LOC capture in the APP mode).
  • If pitch is manually overridden while in ALT HOLD at the selected altitude, ALT HOLD changes to CWS P. If control force is released within 250 feet of the selected altitude, CWS P changes to ALT ACQ and the A/P returns to the selected altitude and ALT HOLD engages. If the elevator force is held until more than 250 feet from the selected altitude, pitch remains in CWS P.
  • APPROACH MODE remains active until A/Ps are disengaged and both F/Ds turned OFF or a TO/GA switch is pressed.
  • A/T LIM is annunciated, when FMC N1 limit calculations become invalid, or if either engine N1 is less than 18 %. The autothrottle computer then calculates a single N1 limit for the affected engine(s).
  • If FLARE is not armed by approximately 350 feet RA, both A/Ps automatically disengage.
  • The A/P FLARE manoeuvre starts at approximately 50 feet RA.
  • The A/T begins retarding thrust at approximately 27 feet RA so as to reach idle at touchdown.
  • The A/T automatically disengages approximately 2 seconds after touchdown.
  • The A/P must be manually disengaged after touchdown.
  • If the G/A mode is selected after touchdown and prior to A/T disengagement, the A/P s will disengage (during dual mode) and the A/Ts may command GA thrust.
  • With  the GA engaged, the A/Ps maintain the airplane ground track existing at GA engagement.
  • Above 400 feet RA, other pitch and roll modes can be selected, below 400 feet RA A/Ps must be disengaged to change either pitch or roll modes from GA.
  • The pitch mode cannot be changed from GA until sufficient nose-down trim has been input to allow single channel A/P operation. This nose down-trim is automatically added to reset the trim input at 400 feet and 50 feet RA on the approach.
  • If the pitch mode is the first to be change from GA the roll mode changes to CWS P.
  • F/D command bars retract from view during ILS approach at approximately 50 feet RA.
  • At 60 knots IAS, the F/D pitch  command changes from -10 to 15 nose-up and roll remains HDG SEL.
  • Engage F/D with F/D switches OFF - If a TO/GA Switch is pressed after 80 knots IAS below 2000 feet AGL and prior to 150 seconds after lift-off.
  • Engage F/D in GA mode - 1/ Inflight below 2000 feet RA and not in the take-off mode, 2/ either F/D switch ON or OFF, 3/ one or neither A/P engaged in CMD, 4/ TO/GA Switch pressed.
  • Other pitch or roll modes cal be selected above 400 feet RA. Bellow 400 feet both F/D Switches must be turned OFF to exit the F/D GA mode. If the pitch mode is changed first, F/D roll mode automatically changes to HDG SEL.
  • Two engine F/D GA - the F/D commands 15 nose-up pitch and roll to hold the approach ground track at the time of GA engagement. After reaching a programmed rate of climb, pitch commands hold the maneuvering speeds for each flap setting.
  • Single engine F/D GA - the F/D pitch command  is initially 13 nose-up but as climb rate increases, F/D pitch commands maintain a target speed.
  • During A/T operation, it is recommended that both PMCs be ON or both OFF, as this produces minimum thrust lever separation. A/T take-offs may be performed with both PMCs OFF.
  • THR HLD annunciates at 64 knots (84 knots for A/C with new model of A/T) to indicate the A/T cannot change thrust lever position, but thrust levers can be repositioned manually.
  • After lift-off, the A/T remains in THR HLD until 800 feet RA is reached. A/T Annunciation then changes from THR HLD to ARM.
  • Until 2 1/2 minutes after lift-off, automatic reduction to climb thrust is inhibited when engaging LVL CHG or V/S mode. If VNAV, ALT ACQ or ALT HOLD is engaged during this 2 1/2 minute period, automatic thrust reduction occurs normally.
  • If A/T is in the N1 mode, pressing the N1 Switch changes the A/T mode from N1 to ARM.
  • If an engine fails while the A/T is in the N1 mode, the thrust lever of the failed engine will advance forvard a few degrees and return to or below the other thrust lever position.
  • Pressing the MCP Speed Select Switch select the speed mode if compatible with the engaged AFDS pitch mode.
  • If A/T is in the SPEED mode, pressing the SPEED Switch  changes the A/T mode from SPEED to ARM.
  • During landing, the RETARD mode engages, reduce thrust and annunciates RETARD 2,5 sec. after FLARE mode engagement or at 27 feet radio altitude, whichever occurs first.
  • The A/T go-around mode is armed when descending below 200 feet RA. Once armed, the A/T go-around mode can be engaged until 2 second have elapsed after landing touchdown.
  • During GA, A/T reduced setting produces a 1,000 to 2,000 fpm rate of climb after first pressing either TO/GA Switch. After second pressing, full go-around limit is set. During a single engine F/D go-around, the A/T will increase thrust to the full N1 limit.

 

AUXILIARY POWER UNIT

  • If installed, a 28 volt DC operated fuel pump, located in the No. 1 fuel tank delivers fuel to the APU for starting. The DC pump operates automatically to provide a positive fuel flow to the APU when the No. 1 tank pumps are not operating.

 

ELECTRICAL

  • Normal indication of Voltmeters - AC ... 115 +/- 5 volts, DC ... 26 +/- 4 volts.
  • Normal indication of Frequency Meter ... 400 +/- 10 CPS.
  • TR voltage range  ... 24 - 30 V.
  • Battery voltage range ... 22 - 30 V.

 

EMERGENCY EQUIPMENT

  • Crew Oxygen - Normal pressure is 1850 psi (min 470 PSI / 2x Crew / +15C, ...)

 

FLIGHT CONTROLS

  • A flap load limiter is installed in the trailing edge flap drive system. When the Flap Lever is in the 40 detent the flaps retract automatically to 30 if the airspeed exceeds 158 knots. The Flap Lever does not move. The flaps return to 40 when the airspeed is reduced to 153 knots.
  • The leading edge devices cannot be retracted by the standby hydraulic system.

 

FLIGHT INSTRUMENTS

  • RADIO ALTITUDE Display changes color to yellow and flashes momentarily when airplane descends below the decision height.
  • AIRSPEED TREND ARROW - Tip of arrow depict predicted airspeed within the next 10 second based on present airspeed and acceleration.
  • YELLOW SPEED BAND - With flaps extended: minimum maneuver speed / flap extended placard speed for the next normal flap position. With flaps retracted: minimum maneuver speed / speed, that provides a .3 G maneuver margin to high speed buffet at high altitudes.
  • The normal localizer deviation scale is one degree per dot. When the course deviation is approximately 5/8 degree deviation (5/8 dot) and VOR/LOC is engaged, the scale automatically expands to indicate 1/2 degree deviation per dot. The scale remains expanded until after landing rollout or on a go-around with RA greater than 200 feet.
  • The alerting system of ILS deviation is armed when the airplane descends below 1500 feet RA with the LOC and G/S captured. If the Captain's or F/O's LOC deviation exceeds one-half dot expanded scale (one-fourth dot standard scale), the respective LOC scale changes color from white to yellow and the miniature runway stem flashes. If the Captain's or F/O's G/S deviation exceeds one dot deviation, the respective G/S scale changes color from white to yellow and the G/S pointer flashes. G/S deviation alerting will not be initiated below 100 ft RA, but continues to operate below this altitude if the alert was triggered prior to descent below 100 ft RA.
  • Each pilot's alerting system self-tests upon becoming armed at 1500 feet RA. This self-test generates a two-second LOC and G/S deviation alerting display on each EADI.
  • Vertical movement of the Rising Runway Symbol represents the last 200 feet of radio altitude. Zero feet RA is indicated as the top of the Runway Symbol rises to the base of the Airplane Symbol.
  • Course Deviations - ILS 1 dot ... 1 normal scale, 1/2 expanded scale, VOR 1 dot ... 5, NAV 1 dot ... 2 NM.

 

FUEL

  • When both Center Tank Fuel Pump Switches are turned OFF, the fuel scavenge shut-off valve opens. Scavenge Jet Pump transfers the remaining center tank fuel to main tank No. 1 for 20 minutes.
  • Approximate amounts of fuel for balance - Main tank ... 4,590 kg, Center tank ... 7,082 kg, Total ... 16,262 kg.

 

HYDRAULIC POWER

  • SYSTEMS A and B ... 2500psi minimum, 3000psi normal, 3500psi maximum.
  • BRAKE PRESSURE  3000psi normal, 3500psi maximum, 1000psi normal recharge.
  • With fluid level at the top of the standpipe in the reservoir of system A, the reservoir indicates approximately 1/4 full (22%).
  • System B has two standpipes. One standpipe supplies fluid to the engine driven pump (min. 1/2 full or 40%) and the other to the electric motor pump. In case of system B pressure is lost, sufficient fluid will be retained in the reservoir for operation of the power transfer unit.
  • The units using SYSTEM A - ailerons, rudder, left thrust reverser, elevator and elevator feel, inboard flight spoilers, alternate brakes, ground spoilers, autopilot A, landing gear, normal nose wheel steering, and  the power transfer unit in the event of a pressure loss from the system B engine driven pump.
  • The units using SYSTEM B - ailerons, rudder, right thrust reverser, leading edge flaps and slats, autoslats, elevator and elevator feel, outboard flight spoilers, normal brakes, yaw damper, autopilot B, trailing edge flaps, and alternate nose wheel steering. System B pressure is available to power the landing gear transfer unit in the event of a loss off engine No. 1.
  • If a leak occurs in the standby system, the system B reservoir fluid level decreases and stabilizes at approximately 64 % or between the 1/2 and RFL.

 

ICE and RAIN PROTECTION

  • The Wing Anti-Ice Switch automatically trips OFF at lift-off when the air/ground sensor goes to the air mode.

 

LANDING GEAR

  • When selecting RTO, the AUTO BRAKE  DISARM Light will illuminate for approximately 2 seconds to indicate self test initiation. After 2 seconds the light will extinguish.
  • RTO is not activated until wheel speed reaches 60 knots. If the take-off is rejected while speed is between 60 and 90 knots, with RTO selected, the AUTO BRAKE DISARM Light illuminates, and autobraking is not initiated.
  • Air/ground Safety Sensors are located on the right main gear and nose gear.

 

NAVIGATION

  • If the airplane is moved during alignment or fast realignment (ALIGN Light illuminated), the IRS's automatically begin the full 10-minute alignment procedures over again.

 

POWER PLANT

  • MINIMUM OIL QUANTITY: 3US Gal or 75% full.
  • AIRBORNE VIBRATION MONITOR - Indicates engine vibration level in the fan section of the engine.
  • LOW IDLE LIGHT Illuminated when - The thrust lever for either engine is near idle and the MEC on either engine is not commanded to maintain high idle RPM inflight. The speed of either engine is below 25% N1 inflight.
  • The minimum engine speed for all flight phases is high idle, which varies with flight conditions. The average high idle setting is approximately 32% N1. To reduce braking activity, engine idle speed is reduced to low idle, approximately 22% N1, four seconds after touchdown.
  • PMC INOP Light illuminated when - Engine speed is above 46% N2, or the PMC is selected OFF.
  • REVERSER Light illuminated when - One or more of the following has occurs: 1/ The isolation valve or the thrust reverser control valve is not in the commanded position, 2/ The thrust reverser sleeve position sensors are in disagreement for more than two seconds, 3/  The auto restow circuit has been activated.
  • IGN L is powered by the AC transfer bus, IGN R is powered by the AC standby bus, The Ignition Select Switch is bypassed when the Engine Start Switch is in FLT.
  • The thrust reverser can be deployed when either radio altimeters senses less than 10 feet altitude, or when the air/ground safety sensor is in the ground mode. Movement of the Reverse Thrust Levers is mechanically restricted until the Forward Thrust Levers are in the idle position.
  • ABNORMAL START ADVISORY SYSTEM (EIS installed) - During an engine start, the alert indication will occurs if: 1/ The EGT  exceeds a calculated EGT limit based on inputs of N2 and the outside air temperature as supplied by the TAT probe, 2/ The EGT reaches 725C, 3/ The engine fails to accelerate properly after N2 reaches 32%. If a normal start occurs, the alert indication can be reset by pressing the Fuel Used Reset Switch on the EIS. The alert indication is automatically reset when zero fuel flow is sensed.

 

WARNING SYSTEM

  • TAKE-OFF CONFIGURATION WARNING - 1/ Stabilizer trim is NOT in the green band range, or 2/ Trailing Edge Flaps are NOT in the flap 5 through 15 take-off range, or 3/ Leading Edge Flaps are NOT in the correct position for take-off, or 4/ Speed Brake Lever is NOT in the DOWN position, or 5/ Parking Brake SET.
  • Aural Indication, Flaps 15, gear UP - Either Forward Thrust Lewer between idle and approximately 10 degrees and the opposite thrust lever greater than approximately 30 degrees below 1500 feet RA, the Landing Gear Warning Horn can be silenced  with the Horn Cutout Switch.
  • Inputs to the GPWS computer are - Radio altitude from the Captain's Radio Altimeter, Mach/airspeed and barometric altitude from Air Data Computer No.1, Glide slope deviation signals from the No.1 Glide Slope Receiver, and Landing Gear Lever and flap position. The loss of an input will deactivate only the affected mode(s).
  • APPROACHING MINIMUM - At 80 feer above decision height.
  • When the Captain's EFIS Control Panel is set to 10 feet or less, the decision height callouts will not sound. Once a decision height callout has sounded, it will not function again until after the airplane climbs above 1000 feer RA.
  • WARNING AND CAUTION SUMMARY - 1/ A/T flashing amber light ... A/T airspeed deviation, 2/ A/P flashing amber light ... A/P revert to CWS, 3/ Flashing pointer of GS or LOC ... GS or LOC deviation, 4/ Intermittent horn ... unsafe take-off configuration.

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