737-300/400/500 Opertions Manual - Volume 1

MODEL 737-300, 400 & 500 VOLUME VOLUME 11 OPERATIONS MANIJAL INFORMATION COPY PUBLISHED BY BOEING COMMERCIAL AIRPLANE GROUP SEATTLE, WASHINGTON U.S.A. BOEING DOCUMENTND. 06-27370-400E August 19, 1994 OPERATIONSMANUAL TABLE OF CONTENTS GRH - GUICK REFERENCE HANDBOOK NORMALCHECKLISTS...................... PERFORMANCE DATA....................... NON-NORMAL CHECKLISTS.................. OVERPRINTOF SELECTED PAGES FROM CHAPTER 4 VOLUME 1 OPERATIONAL AND REFERENCE INFORMATION - CHAPTER PREFACE.................................................... O LIMITATIONS................................................. NORMALPROCEDURES........................................... 1 2 NON-NORMAL PROCEDURES....................................... 3 CHECKLISTî................................................. 4 VOLUME 2 SYSTEMS INFORMATION - AIRPLANEGENERAL............................................ AIR CONDITIONINGAND PRESSURIZATION.......................... AUTOMATICFLIGHT............................................ AUXILIARYPOWERUNIT........................................ COMMUNICATIONS.............................................. ELECTRICAL EMERGENCY EGUIPMENT......................................... FIRE PROTECTION............................................. FLIGHT CONTROLS............................................. FLIGHT INSTRUMENTS.......................................... FUEL....................................................... HYDRAULICPOWER............................................. ICE ANDRAIN PROTECTION..................................... LANDINGGEAR................................................ NAVIGATIOR................................................. ................................................. 5 6 7 8 9 10 11 12 13 14 15 16 17 18 PNEUMATICK................................................. 19 20 POWERPLANT................................................. WARNINGS................................................... 21 22 VOLUME 3 - PERFORMANCE PERFORMANCE INFORMATION ................................................ DEC 15/87 23 00.00 01 FFFING FF F OPERATIONSMANUAL CHAPTER O PREFACE TABLE OF CONTENTS.........................................00.01.01 INTRODUCTION.............................................. ABBREVIATIONS............................................. 00.01.03 00.01.05 SYMBOLS..................................................00.01.11 OPERATORMODELIDENTIFICATION 00.01.13 ............................. REVISION RECORD...........................................00.02.01 Revision Transmittat Sheets and Highlights* RED BULLETIN RECORD.......................................00.03.01 ALL-0perator Bulletins* BLUE BULLETIN RECORD......................................00.04.01 Bulletins* Customer Airline REVISION SERVICE GENERALINFORMATION ...................... 00.04.02 LIST OF EFFECTIVE PAGES...................................00.05.01 * As 401 DEC 15/87 they are issued. 00.01.01 BBENB FF F OPERATIONSMANUAL (INTENTIONALLY LEFT BLANK) 00.01.02 401 DEC 15/87 OPERATIONSMANUAL INTRODUCTION GENERAL This Operations Manual has been prepared by the customer Services Boeing Commerical Airplane Group. The purpose of this manuat is operating information the trained the 737 airpLane during systems operate Serve as a reference for use during transition training as an integral part of a comprehensive training package. - as a review Serve - guide operational Provide necessary Manual (AFM). - - for Establish standardized operation of the 737 airplane. the performance and procedures, Limitations, flight crew needs to safety and efficiently airline operations. all anticipated the necessary Provide - of Division to: use in recurrent training and practices the 737 airplane, checks. and proficiency data from the FAA approved procedures for Airplane Flight recommended by Boeing for Guick This manual is structured in a three-volume format with an optional Reference Handbook (ûRH). Volume 1 consists of buttetins, Limitations, procedures Votume 3 and checklists. Volume 2 contains systems information. contains airplane performance data. primarity as a cockpit The GRH is designed performance aid and contains normal and non-normal checklists and abbreviated data duplicated from Volume 1, Chapter 4. The manual will be periodically procedural, revised to incorporate pertinent system information, nature are changes. Items of a more critical and performance distributed in a timely manner via operational buttetins. In all cases, such revisions and changes must remain compatible with the approved AFM with which the operator must compty. with basic under the assumption that the user is familiar and basic pilot of this type. technique common to aircraft information that Therefore, the Operations Manuat does not contain basic flight is considered to be prerequisite training. This manual jet aircraft Any questions shall is written systems with be directed respect to use of this manual or information Boeing Commercial Airplane Group Attention: Training Manager, Flight P.O. Box 3707, MS 20-89 98124-2207 Washington Seattle, U.S.A. contained herein to: FOR PERFORMANCEDATA APPLICABLE TO A SPECIFIC ENGINE/AIRFRAME COMBINATION, CONTACTFLIGHT OPERATIONS ENGINEERING TELEPHONE (206-662-7600), FAX (206-662-7612) FOR ONE COMPLIMENTARY COPY, WHICHWILL NOT INCLUDE REVISION SERVICE. FOR ADDITIONAL COPIES OR REVISION SERVICE, CONTACT CUSTOMERSERVICE AND MATERIAL SUPPORT CONTACT (CSMS) SALES TELEPHONE (206-544-8839). 402.1 AUG19/94 00.01.03 OPERATIONSMANUAL ORGANIZATION The Operations Manual is organized in the following manner: Preface: Contains general regarding this manual's purpose, structure information and content. and symbots, records of It also contains Lists of abbreviations revisions and bulletins, pages. and a List of effective 1 4: These chapters cover selected operational procedures Limitations, and checklists. ALL operating procedures are based on a thorough analysis of crew required to operate the airplane, the latest knowledge and activity and reflect experience availabte. ChaDters Ch8DÍ9PS essential sections - for 5 22: Contain general airplane and systems information necessary subdivided into system understanding. These chapters are generally and system description. covering controts and indicators - data for generat flight planning, operations, and non-standard Chanter 23: This chapter contains performance abbreviated performance, normal and non-normat configurations. PAGE NUMBERING Decimal Page Numberina System: Examples of system are as the page numbering as follows: a. Chapter Section b. Chapter Section 1_D.20.01 ¯r¯F (ELECTRICAL) (System Description) Page in Section-- First (Normal Procedures) (Electrical Supplementary Normal Procedures) 02.10.01 ¯I ¯T¯ WARNINGS,CAUTIONSAND NOTES The following levels of written advisories are used throughout the manual: WARNING An operating procedure, technique, etc., which may result or loss of life if not carefully followed. injury in personal CAUTION An operating procedure, technique, etc., equipment if not carefully which may result in damage to followed. An operating procedure, technique, etc., considered essential Information contained in notes may also be safety related. 00.01.04 to emphasize. DEC 15/87 OPERATIONSMANUAL The following abbreviations very limited abbreviations may be found throughout the manual. Some Abbreviations having may also appear in lower case Letters. usage are explained in the systems chapter where they are used. A ABS AC A/C ACARS ABSOLUTE ASYM A/S A/T ATC AIL ALTERNATINGCURRENT AIR CONDITIONING ARINC COMMUNICATIONS ADDRESSING& REPORTING SYSTEM ACCELERATION,ACCELERATE(D) AIR CYCLEMACHINE AIR DATACOMPUTER AUTOMATICDIRECTION FINDING ATTITUDE DIRECTORINDICATOR AUTOMATICFLIGHT CONTROL SYSTEM AUTOFLIGHTSYSTEM AUTOPILOTFLIGHT DIRECTOR SYSTEM AIR/GROUND ABOVEGROUNDLEVEL AIRCRAFTINTEGRATEDDATA SYSTEM AILERON ALT ALTITUDE ALT HOLD ALTM ALTN ALTITUDEHOLD ALTIMETER ALTERNATE ACCEL ACM ADC ADF ADI AFCS AFS AFDS A/G AGL AIDS AM AMPLITUDE MODULATION AMB AMP AMBIENT AMPERES ALTERNATENAVIGATION CDU ANNUNCIATOR ALTERNATENAVIGATION SYSTEM AN/CDU ANNUNC ANS ANT ANTENNA ANGLEOF ATTACK AOA A/P APD APL AUTOPILOT APPROACHPROGRESSDISPLAY AIRPLANE APP APPROACH APPROX APPROXIMATELY AUXILIARYPOWERUNIT AERONAUTICAL RADIO APU ARINC INCORPORATED ARPT ASP ASR ASSY AIRPORT AUDIOSELECTORPANEL AIRPORT SURVEILLANCE RADAR ASSEMBLY ATT ATTND AUTO AUX AVM & ASYMMETRICAL AIRSPEED AUTOTHROTTLE AIR TRAFFIC CONTROL ATTITUDE ATTENDANT AUTOMATIC AUXILIARY AIRBORNEVIBRATION MONITOR AND B BAL BARO BALANCE BAROMETRIC BAT,BATT BATTERY BC BIT BITE BKGRD BLD BRKR(S) BRT BTB(S) BACKCOURSE BUILT IN TEST BUILT IN TEST EGUIPMENT BACKGROUND BLEED BREAKER(S) BRIGHT BUS TIE BREAKER(S) C °C CAA CAP CAPT,C CAS CB(S),C/B CCW CFM CDU CG CHAN CHR CHGR CK CLB CLSD CMD CMPTR DEGREESCELSIUS AVIATION AUTHORITY CAPTURE CIVIL CAPTAIN CALIBRATEDAIRSPEED CIRCUIT BREAKER(S) COUNTERCLOCKWISE CFM INTERNATIONAL CONTROL DISPLAY UNIT CENTEROF GRAVITY CHANNEL CHRONOGRAPH CHARGER CHECK CLIMB CLOSED COMMAND COMPUTER ABBREV ATIONS 401 JUL 07/94 00.01.05 OPERATIONSMANUAL C (CONT) CNX E (CONT) COMM CANCELLED COMMUNICATION COMP COMPT COMPRESSOR COMPARTMENT CON COND CONTINUOUS EGT CONDITION EHSI EID E/E EFIS END OF DESCENT ELECTRICAL/ELECTRONIC ELECTRONICFLIGHT INSTRUMENT SYSTEM CONTINUED ELEC ELEV EXHAUSTGAS TEMPERATURE ELECTRONICHORIZONTAL SITUATION INDICATOR ELECTRICAL,ELECTRONIC ELEVATOR CORR CORRECTION EMER EMERGENCY CRS CRT CRZ CSD CTR CU CW CWS COURSE ENG ENGINE CATHODERAY TUBE CRUISE CONSTANTSPEED DRIVE ENT EPR EPRL ENTRY CONTOUR CONTROL UNIT EGUIP ET EVAC EXH CONFIG CONT CONFIGURATION CONTROL,CONTINUOUS, CLOCKWISE CONTROLWHEELSTEERING D DA DC DECEL DECR DEG DEPR DEPT DES DEST DET DEV DH DIFF DIR DISC DISCH DISCONT DISP DIST DME DN DNTKFX DR DTG DRIFT ANGLE DIRECT CURRENT DECELERATE(D) DECREASE EADI EGUIPMENT EXT ELAPSE TIME EVACUATION EXHAUST EXTERNAL EXTIN EXTING EXTINGUISHING EXTINGUISH, EXTINGUISHED F *F FAA DEGREE DEPRESSURIZE DEPARTURE DESCENT FAF FCC FCU FD, FID DESTINATION DETECTOR DEVIATION FDAU FDEP DECISION HEIGHT DIFFERENTIAL FDR FDS DIRECT DISCONNECT DISCHARGE F/F FL FLD DISCONTINUED DISPATCH DISTANCE DISTANCE MEASURINGEGUIPMENT DOWN DOWNTRACK FIX DOOR' DEADRECKONING DISTANCETO GO E ENGINEPRESSURERATIO ENGINE PRESSURERATIO LIMIT FLT FLT DIR FMA FMC FMCS DEGREESFAHRENHEIT FEDERALAVIATION ADMINISTRATION(USA) FINAL APPROACHFIX FLIGHT CONTROL COMPUTER FUEL CONTROLUNIT FLIGHT DIRECTOR FLIGHT DATAACGUISITION UNIT FLIGHT DATAENTRYPANEL FLIGHT DATA RECORDER FLIGHT DIRECTORSYSTEM FUEL FLOW FLIGHT LEVEL FIELD FLIGHT FLIGHT DIRECTOR FLIGHT MODEANNUNCIATOR FLIGHT MANAGEMENT COMPUTER FLIGHT MANAGEMENT COMPUTER SYSTEM FMS F/0 FPM FREG FT ELECTRONICATTITUDEDIRECTOR FWD INDICATOR FLIGHT MANAGEMENTSYSTEM FIRST OFFICER FEET PER MINUTE FREQUENCY FEET, FOOT FORWARD ABBREVIATIONS 00.01.06 402 JUL 07/94 OPERATIONSMANUAL G GA GAL GB(S) GE GEN GMT GPM GPS GPWS GR GRD, GND G/S GS GW I (CONT) GO-AROUND INCR GALLON IND INDICATOR GENERATOR BREAKER(S) GENERAL ELECTRIC GENERATOR GREENWICH MEANTIME GALLONSPER MINUTE GLOBAL POSITIONING SYSTEM GROUNDPROXIMITYWARNING SYSTEM GEAR GROUND GLIDE SLOPE GROUNDSPEED GROSS WEIGHT INFLT INOP INFLIGHT INT INS INST(S) INV IRS IRU INCREASE INOPERATIVE INTERPHONE INERTIAL NAVIGATION SYSTEM INSTRUMENT(S) STATIC INVERTER INERTIAL REFERENCESYSTEM INERTIAL REFERENCE UNIT ISA INTERNATIONALSTANDARD ATMOSPHERE ISDU INERTIAL SYSTEM DISPLAY UNIT ISOLATION INSTANTANEQUS VERTICAL SPEED ISLN IVSI INDICATOR H J HDG HDGHOLD HDGSEL HF HG HI HOR, HORIZ HORZ HP HSI HEADING HEADINGHOLD HEADINGSELECT HIGH FREQUENCY (3-30 mHz) MERCURY HIGH HORIZONTAL HORIZON HIGH PRESSURE HORIZONTALSITUATION INDICATOR HTR HYD HZ IAF ILLUM ILS IMP IN INBD INC K,KT,KTS KNOTS KEAS KNOTS, EGUIVALENTAIRSPEED KILOGRAM(S) KG(S) KHZ KILOHERTZ(KILOCYCLES) KNOTS INDICATED AIRSPEED KIAS KGPH KILOGRAMSPER HOUR KILOVOLT-AMPERE KVA KW(S) KILOWATT(S) HEATER HYDRAULIC HERTZ(CYCLES PER SECOND) L L LAV LB(S) I IAS I/C IDENT I.E. IFR IGN K INITIAL APPROACHFIX INDICATEDAIRSPEED INTERCOM IDENTIFICATION THATIS INSTRUMENTFLIGHT RULES IGNITION ILLUMINATE, ILLUMINATED INSTRUMENTLANDINGSYSTEM IMPERIAL INCH, INCHES INBOARD INCORPORATED LCD LDG LDG GR LE LEP LT(S) LGW LH LIM LMM, MM LO LOC LOM, OM LEFT LAVATORY POUND(S) LIGUID CRYSTALDISPLAY LANDING LANDINGGEAR LEADINGEDGE LIST OF EFFECTIVE PAGES LIGHT(S) LANDINGGROSSWEIGHT LEFT HAND LIMIT LOCALIZERMIDDLEMARKER LOW LOCALIZER LOCALIZEROUTER MARKER ABBREVIATIONS 401 JUL 07/94 00.01.07 OPERATIONSMANUAL N L (CONT) LPM LNAV LRC LRRA LSB LWR LITER PER MINUTE LATERALNAVIGATION LONGRANGECRUISE LOW RANGERADIO ALTIMETER LOWERSIDE BAND LOWER M MAC MAG MACH MEANAERODYNAMIC CHORD MAGNETIC MAINT MAINTENANCE MAN MAX MB MCP MCT MANUAL MAXIMUM MILLIBARS MODECONTROLPANEL MAXIMUM CONTINUOUSTHRUST MINIMUMDESCENTALTITUDE MINIMUM ENROUTEALTITUDE MAIN ENGINE CONTROL MEDIUM EMPTYWEIGHT MANUFACTURER'S MEGAHERTZ MILES MICROPHONE MINIMUM,MINUTES MARKER MAXIMUMLANDINGWEIGHT MAXIMUM OPERATINGSPEED IN MACHNUMBER MODULE MONITOR MILES PER HOUR MESSAGE MEANSEA LEVEL MANUAL SPEED MODESELECTORUNIT MILES TO GO MAXIMUMTAKEOFFWEIGHT MAXIMUMTAXI WEIGHT MANAGEMENT UNIT MAXIMUM ZERO FUEL WEIGHT M MDA MEA MEC MED MEW MHZ MI MIC MIN MKR MLW MMO MOD MON MPH MSG MSL M-SPD MSU MTS MTOW MTW MU MZFW N1 N2 N/A NAV NDB NEUT NEG NLG NO. LOWPRESSURE COMPRESSOR HIGH/INTERMEDIATEPRESSURE COMPRESSOR NOT APPLICABLE NAVIGATION NON-DIRECTIONALBEACON NEUTRAL NEGATIVE NOSE LANDINGGEAR NUMBER NORM NORMAL NM NAUTICAL MILE(S) 0 0AT OBS 0EW ONS OPR OPRN OUTBD OVHD OVHT, OH OVRD OXY, 02 OUTSIDE AIR TEMPERATURE OBSERVER OPERATINGEMPTY WEIGHT OMEGANAVIGATION SYSTEM OPERATE OPERATION OUTBOARD OVERHEAD OVERHEAT OVERRIDE OXYGEN P PA PASS PCU PCWS PDC, PDCS PF PMC PNF PNL POS PPOS PASSENGER ADDRESS PASSENGER POWERCONTROLUNIT PITCH CONTROLWHEEL STEERING PERFORMANCE DATACOMPUTER SYSTEM PILOT FLYING POWERMANAGEMENTCONTROL PILOT NOT FLYING PANEL POSITION PRESENT POSITION ABBREVIATIONS 00.01.08 401 JUL 07/94 OPERATIONSMANUAL P (CONT) PPH PRESS PRIM PROC PROT PROX P/RST P/S PSI PSIG PSS PSU PT2 PTT PW PWR P 6 P 11 % POUNDSPER HOUR PRESSURE REV REVERSE RIGHT HAND RADIO MAGNETICINDICATOR PRIMARY RH RMI PROCEDURE PROTECTION ROT RPTG PROXIMITY PUSH TO RESET RPM RST R/T RTE PITOT/STATIC POUNDSPER SQUAREINCH POUNDSPER SQUARE INCH GAGE PASSENGERSERVICE SYSTEM PASSENGERSERVICE UNIT ENGINE INLET PRESSURE PUSH TO TALK PRATT-WHITNEY RADIO-TRANSMIT ROUTE RTE DATA RTO RUD RVR RVSR RWY S PANEL 11 PERCENT SAT SEC SEL STATIC AIR TEMPERATURE SECOND SELCAL GAR QUICK ACCESSRECORDER GEC OFE GNH GUICK ENGINECHANGE LOCAL STATION PRESSURE LOCALSTATION PRESSURE CORRECTED TO SEA LEVEL GTY GUANTITY RCVR REC RECIRC REF REFRIG REG REL REP REG s 401 JUL 07/94 RADIO ALTITUDEor RESOLUTION ADVISORY RECEIVER ROLL CONTROL WHEEL STEERING RADIO DISTANCEMAGNETIC INDICATOR RECORDER RECIRCULATE REFERENCE SELECT, SELECTOR SELECTIVE CALL SENS SENSITIVITY SERV, SVCE SERVICE S/N SOV SP, SERIAL NUMBER SHUTOFFVALVE SPD SPDBRK SQL SSB R RCWS RDMI ROUTEDATA REJECTED TAKEOFF RUDDER RUNWAYVISUAL RANGE REVERSER RUNWAY POWER PANEL 6 Gl RA ROTATION REPORTING REVOLUTIONSPER MINUTE RESET SPEED SPEEDBRAKE SQUELCH SINGLE SIDE BAND STA STATION STAB STBY STC SW(S) SYN SYNC SYS STABILIZER STANDBY SENSITIVITY TIME CONTROL SWITCH(ES) SYCHRONIZE SYNCHRONOUS SYSTEM T REFRIGERATION REGULATOR RELEASE or RELATIVE REPRESENTATIVE REQUIRED TA TACAN TRAFFIC ADVISORY TACTICAL AIR NAVIGATION TACH TACHOMETER ABBREVIATIONS 00.01.09 OPERATIONSMANUAL T (CONT) TAI TAS TAT T/C, TOC T/D TCAS THERMALANTI-ICE TRUE AIRSPEED TOTALAIR TEMPERATURE TOP OF CLIMB TOP OF DESCENT TRAFFIC ALERT AND COLLISION AVOIDANCE TE TRAILING EDGE TEMPERATURE TRANSFER TARGET THROTTLEHOLD THROUGH W/W TAKEOFF WX VREF V/S V1 V2 VSI VTK REFERENCESPEED VERTICAL SPEED TAKEOFF DECISION SPEED SCHEDULEDTARGETSPEED (T.0.) VERTICALSPEED INDICATOR VERTICALTRACK W SYSTEM TEMP TFR TGT THR HOLD THRU TO, T/0 WARN WPT WGT, WT WSHLD TAKEDFF/GO-AROUND TRK TRACK TR(S) TRANSFORMER RECTIFIER(S) T/R THRUST REVERSER TURBL, TURB TURBULENCE TVOR TERMINALVOR WARNING WAYPOINT WEIGHT WINDSHIELD WHEELWELL WEATHER TO/GA X XFER XMIT XMTR XPNDR U UNSCHD USB UTIL XTK Y UNSCHEDULED UPPER SIDE BAND UTILITY Y/D V V VERT VFR VG VHF TRANSFER TRANSMIT TRANSMITTER(IN GPWS) TRANSPONDER CROSS TRACK YAWDAMPER Z VOLT VERTICAL VISUAL FLIGHT RULES VERTICALGYRO VERY HIGH FREQUENCY ZFW ZEROFUEL WEIGHT (30-300mHz) VIB VMCG VNAV VIBRATION GROUNDMINIMUM CONTROL SPEED MAXIMUMOPERATINGSPEED VERTICAL NAVIGATION VOL VOLT VOR VORLOC VORTAC VR VOLUME VOLTAGE VHF OMNIDIRECTIONAL RANGE VORLOCALIZER VOR AND TACANCD-LOCATED ROTATIONSPEED VM0 ABBREV ATIONS 401 00.01.10 JUL 07/94 OPERATIONSMANUAL those which may not b S)nnbots shown are on schematic identified GENERAL RESERVOIR ELECTRICAL HEAT EXCHANGER HYDRAULIC DUAL HEAT GENERATOR S GENERATOR DRIVE BYPASS ACTUATOR BATTERY CHARGER BATTERY FILTER PRESSURE SENSOR BUSSES TEMPERATURE SENSOR TR UNIT VOLTAGE O THREE POSITION GROUND TWO POSITION SWITCH SWITCH COMPRESSOR TIMER REGULATOR FAN CART PUMP INVERTER EXCHANGER ACCUMULATOR FILTER COMPARATOR illustrations. SOLENOID ACTUATED SWITCH FLOW ONE WAY METER GROUND DIODE PUSH-TYPE ELECTRICAL THERMAL SWITCH CONTACT APU WATER SEPARATOR MECHANICAL LINKAGE WHEEL MOTOR DRIVEN HYDRAULIC PUMP TURBINE CIRCUIT HEATER FUSE BREAKERS DISTRIBUTION LINE FLUID SYSTEMS INDICATOR tm te ENGINE DRIVEN HYDRAULICPUMP APU GENERATOR FLOW INACTIVE UNDER THE CONDITIONSSHOWN SIGNAL, AUDIO DEVICES o POWERTRANSFER UNIT THERMOSTAT DIAPHRAGM HORN BELL SYMBOLS 401 JUN 14/91 00.01.11 FFFINB FF F OPERATIONSMANUAL MOTORSAND SOLENOIDS VALVES ELECTRIC LIGUID SHUT-OFF LIBUID 2-WAY LlaUID LIGUID 3-WAY 4-WAY MOTOR DRIVEN ACTUATOR MOTOR ALTERNATING DIRECT SOLENOID CURRENT CURRENT MOTOR MOTOR INDICATORS PNEUMATIC PNEUMATIC MODULATING SHUT-0FF PNEUMATIC FLOW LIMITING KILOWATT METER (PNEUMATIC) AMMETER FREQUENCY METER VOLT METER (FUEL) MANUALLYCONTROLLED VALVES SHUTTLE INDICATOR (GENERAL) REMOTELY CONTROLED RELIEF RELIEF CHECK REGULATED RELIEF 8 BYPASS SYMBOLS (CONT) 00.01.12 401 DEC 15/87 FBFING FF F OPERATIONSMANUAL OPERATORMODEL IDENTIFICATION The airplane numbers contained on this page are used throughout the manuat where necessary to distinguish data peculiar to one or more of the airpLanes Listed below. Where data apply to aLL airplanes Listed below, no reference is made to individual airplane numbers. is a non-customized NormaLLy, the operator specified as foLLows: This Airplane Number 402 MAY15/88 manual. fleet will be Registry Modet of this page permits aircrew correlation of configuration differences with specific airplanes by Registry Number within the operators fleet for modeL(s) covered by this manual. Configuration data reflects airplane "as delivered" configuration and is updated for Service ButLetin in conformance with the incorporations poticy described on page 00.04.02 of this manual. Use Serial Number Tab Numbers Remarks Number 00.01.13 FFRAVB FF F OPERATIONSMANUAL REVISION RECORD Formal Operations Manual Revisions are issued periodically by The Boeing Commercial Airplane Company to provide new or revised procedures and information. Formal revisions also incorporate appropriate information from previously issued Operations Manual Bulletins. When bulletins are incorporated in this manner, replacement Red or Blue Bulletin Record pages reflect the resultant status of the bulletins. Each formal revision is accompanied by a replacement Revision Record page and a Transmittal Sheet containing the revision number, date and filing instructions. Revision Highlights provide an explanation of att revision changes of a technical nature. In addition, The Pages is provided. a replacement List of Effective person filing the revision should date and initial this record in the columns below. When a formal revision is published, the information on the new Revision Record and List of Effective Pages should be used to verify your manual. The decimal point which may appear as part of the page codes should be disregarded during verification. 001[¯)-----Disregard Example page code: Each page containing page margin opposite boxed portion. revision of a technical nature the changed text or illustration. text or illustrations, or administrative fied by a revision bar in the lower-left shows a revision bar in the Retocated or rearranged and non-technical changes, are identipage margin. FORMAL REVISIONS REVISION NUMBER E 425 JUL 07/94 REVISION DATE DATE FILED INITIALS REVISION NUMBER REVISION DATE DATE INITIALS FILED 00.02.01 OPERATIONSMANUAL (INTENTIONALLY LEFT BLANK) 401 00.02.02 NOV 01/88 OPERATIONSMANUAL 737-300 RED BULLETIN RECORD ALL Operator Operations (Red) are issued by The Boeing Manual Bulletins Commercial Airplane Company as the need arises. They are used to transmit information which requires issuance earlier than the next formal revision to the Operations Manual. Red Bulletins Each bulletin are numbered in sequence as they are issued. should be recorded on this record as received, and filed as instructed in each bulletin. a bulletin may not apply to some airplane Occasionally, models. In such cases, the buttetin will so advise by the Document operators not affected will be requested to enter N/A in the Effectivity; Bulletin the next formal revision will Status column. When appropriate, include a replacement for this Bulletin Record page Listing all buttetins (RED) issued to date and status of each as follows: IN EFFECT (IE) information The bulletin contains current and pertinent which is not otherwise covered in the Operations Manual. The bulletin should remain in the manual. - INCORPORATED (INC) Operations Manual. information Highlights - information has been incorporated into this may be removed from the manual. Additional the disposition of bulletins will be contained in the Appropriate The buttetin regarding of the Revision CANCELLED (CANC) - Record Transmittal The bulletin Sheet. is no longer in effect; it should be removed from the manual. bulletins that were issued for this NOT APPLICABLE(N/A) Identifies airplane which are not applicable.to model covered by the particular Operations Manual. The bulletin may be removed from the manual. - type this BULLETIN BULLETIN BULLETIN INITIALS NUMBER DATE STATUS BULLETIN BULLETIN BULLETIN INITIALS NUMBER DATE STATUS ALL Red Bulletins 89-2R3 04-15-92 IE 90-2R1 90-3R2 04-15-92 09-30-91 IE IE 92-1R1 12-18-92 10-30-92 IE 92-3R1 92-4R1 12-18-92 thru INC' CANCor N/A 92-4 except: 85-7R1 85-8R1 04-15-92 04-15-92 IE IE 04-15-92 03-28-93 IE 87-7R1 04-15-92 04-15-92 IE IE 88-9R1 04-15-92 IE 86-2R1 86-7R2 87-6R1 420.1 AUG 19/94 IE / S'JËff IE IE 00.03.01 OPERATIONSMANUAL 737-400 RED BULLETIN RECORD All Operator Operations (Red) are issued by The Boeing Manual Bulletins Commercial Airplane Company as the need arises. They are used to transmit information which requires issuance earlier than the next formal revision to the Operations Manuat. are numbered in sequence as they are issued. Each bulletin in should be recorded on this record as received, and fited as instructed each bulletin. a buttetin may not apply to some airplane Occasionally, models. In such cases, the bulletin will so advise by the Document operators not affected will be requested to enter N/A in the Effectivity; Bulletin Status column. When appropriate, the next formal revision will include a replacement for this Bulletin (RED) Record page listing all bulletins issued to date and status of each as follows: Red Bulletins The bulletin contains current and pertinent information which is not otherwise covered in the Operations should Manual. The bulletin IN EFFECT (IE) - remain in the manual. information has been incorporated into this INCORPORATED (INC) Appropriate Operations Manual. The bulletin may be removed from the manual. Additional information regarding the disposition of bulletins will be contained in the Highlights of the Revision Record Transmittal Sheet. - CANCELLED(CANC) - The bulletin is no longer in effect; it should be removed from the manual. buttetins NOT APPLICABLE (N/A) Identifies that were issued for this airplane which are not applicable.to model covered by the particular Operations Manual. The bulletin may be removed from the manual. - BULLETIN NUMBER BULLETIN BULLETIN INITIALS DATE STATUS type this BULLETIN BULLETIN BULLETIN INITIALS NUMBER DATE STATUS ALL Red Bulletins thru INC, CANCor N/A 92-4 except: 88-4R1 04-15-92 IE 89-2R3 04-15-92 IE 90-2R1 90-3R2 90-5 04-15-92 09-30-91 12-20-90 IE 92-3R1 10-30-92 IE 92-4R1 12-18-92 IE 00.03.02 IE IE 407.1 AUG 19/94 OPERATIONSMANUAL 737-500 RED BULLETIN RECORD ALL Operator Operations Manual Bulletins (Red) are issued by The Boeing Commercial Airplane Company as the need arises. They are used to transmit information which requires issuance earlier than the next formal revision to the Operations Manual. are numbered in sequence as they are issued. Red Bulletins Each buttetin in should be recorded on this record as received, and fited as instructed each bulletin. a bulletin may not apply to some airplane Occasionally, models. In such cases, the bulletin witL so advise by the Document operators not affected will be requested to enter N/A in the Effectivity; Bulletin Status column. When appropriate, the next formal revision will include a replacement for this Bulletin (RED) att buttetins Record page listing issued to date and status of each as follows: information The bulletin contains current and pertinent IN EFFECT (IE) which is not otherwise covered in the Operations should Manual. The bulletin remain in the manual. - INCORPORATED (INC) Operations information Highlights - information has been incorporated into this may be removed from the manual. Additional the disposition of bulletins will be contained in the Appropriate The bulletin Manual. regarding of the Revision CANCELLED(CANC) from the manual. - The Record Transmittal buttetin Sheet. is no longer in effect; it should be removed Identifies bulletins NOT APPLICABLE (N/A) that were issued for this airplane which are not applicable. to the particular model covered by Operations Manual. The bulletin may be removed from the manual. - BULLETIN NUMBER Red Bulletins BULLETIN BULLETIN INITIALS DATE STATUS type this BULLETIN BULLETIN BULLETIN INITIALS STATUS NUMBER DATE All thru INC, CANCor N/A 92-4 except: 04-15-92 09-30-91 IE 90-4R2 92-3R1 10-30-92 12-18-92 IE 92-4R1 90-2R1 403.1 AUG 19/94 IE IE 00.03.03 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 ¡ I DOCUMENT EFFECTIVITY: -33AC, •33AK, -33AL, -329(SN), -3H9,,3K9A,-3L9(DM),-3Q8G,-3T5(HM),-3Y0T , SUBJECT: REASON: 737-300 85-7R1 NUMBER: -330, 340, -341, April 15, 1992 DATE EMERGENCYDEPLOYMENTOF ESCAPE SUDES This is a reissue of 85-7 dated September 16, 1985 which advisedflight crews of possible jammingof cabin doors when deploying emergency escape slides. The purpose of this reissue is to update service bulletin information for the red bulletin. and provide closing action This Buttetin is issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders and to others who need earlyadviceof changes to procedural and training information. Information in this bulletin is recommendedby The Boeing Company, but may not be FAA approved at the time of writing. In the event of conflictwith the FAAapproved Airplane Flight Manual (AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operationof this model airplane. INSTRUCTIONS: Complete the columnson the Red Bulletin Record for this bulletin at the time of filing in the Operations Manual. File this bulletin in numericalorder following the Bulletin Record Page(s). Operators other than those listed above should enter N/A in the Bulletin Status column. THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECEIPT BACKGROUNDINFORMATION it has been reported that during a 737 emergency evacuation the right hand forward service door was opened with considerable force and speed. The escape slide compartmentcover opened prematurely and the escape slide partially came out of the compartmentonto the airplanefloor. This initially prevented further opening of the door. The compartmentcover was then pushed back toward the closed position which permitted opening of the door. As the door was opened the escape slide was pushed out. The escape slide was then deployed and inflated normally. Checks have since been accomplishedon comparable but not identical configurations,and have revealed that in some instances, the use of considerable force and speed during the initial door opening sequence could cause the reported conditionto be duplicated. It was found that doors and escape slides operated property when excessive force and speed were not exerted. Page 1 of 2 OPERATIONSMANUALBULLETINNo. 737-300 85-7RT, dated April 15, 1992 (Continued) BACKGROUNDINFORMATION(Continued) System modificationswere evaluated and Service Bulletin 737 25A1182 was issued to correctthiscondition. Untilsuch modificationsare incorporated, flight crewpersonnel shouldbe advised to open all doors smoothly during an emergency evacuation, avoidingexcessive force or speed during the initial door openingsequence. OPERATIONS MANUAL INFORMATION Insert this Bulletin behind the Red Bulletin Record Page in Volume 1 of the Operations Manual. Amend the Red Bulletin Record Page to show Red Bulletin 737-200 85-4R1/737-300 85-7R1 "IN EFFECT" (IE). This Operations Manual Bulletinwillbe cancelledafter Boeing is notifiedthatallaffected airplanes in the operator's fleet have been modifiedby Boeing Service Bulletin 737 25 A1182. If the operator does not plan to modifyallthe airplanes and would like to have the contents of this Bulletin incorporated in the Operations Manual, please advise Boeing accordingly. Please send a11correspondence regardingOperations Manual Bulletin status to one of the following addresses: Mailina Address: Manager Flight Training 737 Model Boeing CommercialAirplane Gmup P.O. Box 3707 MS 2T-79 Seattle, WA. 98124-2207 USA Page 2 of 2 Fax Number (206) 544-5816 Igjgg: 329430 Station 627 SIIA: SEABO7X Station 621 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DOCUMENT EFFECTIVITY: D6-27370-340, -347(WA), -3A4, -3H9, -3T5(HM), -3YOC,-3YOK,-3Y0L, -3Z8 ' ? 737 NUMBER: 737-300 85-8R1 -387, DATE: April 15, 1992 SUBJECT: FLIGHTMANAGEMENTCOMPUTER (FMC)ANOMALIES REASON: This is a reissue of 85-8 dated September 24, 1985 which provided information on reported FMCanomalies andto enhance flight crew understandingof FMC/CDU displays. The purpose of this reissue is to update service bulletin information and provide closing action for the red bulletin. This Bulletin is issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders and to otherswho need early advice of changes to procedural and traininginformation. Information in this bulletin is recommended by The Boeing Company, but may not be FAA approvedat the time of writing. In the event of conflictwith the FAA approved Airplane Flight Manual (AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operation of this model airplane. INSTRUCTIONS:Complete the columns on the Red Bulletin Record for this bulletin at the time of filing in the Operations Manual. File this bulletin in numericalorder following the Bulletin Record Page(s). Operators other than those listed above should enter N/A in the Bulletin Status column. THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECEIPT BACKGROUNDINFORMATION Since the 737-300 has been in service operators have noted several peculiaritiesof the FMC software and have raised questions pertaining to FMC operational characteristics. This bulletin provides an explanationof reported anomalies encountered in FMC operation and, where appropriate, suggests techniques to assist in obtainingthe maximumbenefit from the FMC. l There are several versions of the FMC currentlyin service. The "CERT" model was originallyused for certification(computer part number 10-62044-101-01). The updated FMC's, "UPDATE 1" and on, provide improvements in software timing,waypointbypass logic and L NAV/VNAV profiledesign. Alert and advisory messages have been modifiedto eliminate nuisance displays, and enroute holding capability has been added. Also, reasonableness tests have been modifiedbetween radio position and IRS position along with tests for vertical velocity. The updated units also incorporate an expanded navigation data base capabilityin terms of procedure leg types for which the FMC can provide guidance. I Boeing Service Bulletin No. 737-34-1183 provides instructions for retrofitting the "CERT" FMC to the "UPDATE 1" configuration. Airplanes manufactured after July 1, 1985 were delivered with the most current updated software package. Page 1 of 4 OPERATIONS MANUALBULLETIN No. 737-300 85-8R1, dated April 15, 1992 (Continued) This bulletin provides interim information related to five areas of FMCoperation: A. Erroneous Performance Computations B. Fix Page Discrepancies C. Legs Page "Course Jump" D. Wrong Direction Turn After Engaging L NAV E Erroneous Position of Created Waypoints The subjects addressed in this bulletin apply to both indicated. the "CERT" and "UPDATE 1" FMCs unless otherwise A. Erroneous Performance Computations There have been two anomalies noted in the performance computations. the "CERT" FMC,it has been observed that the FMCcomputationof fuel at destination may be erroneous during engine start, while taxiing,and during climb. This condition has been fixed in "UPDATE 1." During steady-state conditions on the ground and in cruise, valid indications are 1. For displayed. The probable cause is the fuel summation unit output used by the FMC in these computations. The total fuel value received by the FMC can vary due to power interruptions and due to airplane motion during taxi,takeoffand climb. Since fuel weight variances are reflected as part of the airplane gross weight, performance computations are then based on an invalid gross weight. Flight crews should be aware that the most valid FMCfuel estimates are obtained during steady state conditions when the airplane is level and fuel variances are minimized. 2. It has been observed that occasionally the ETA for waypoints on the PROGRESS and RTE DATA pages may vary by up to one hour. This condition most often occurs during climb and may last for a period of several minutes. This condition usually corrects itself at the transitionto cruise. This condition is most prevalent in the "CERT" FMC but does occasionally occur in "UPDATE 1." Flight crews should assure reasonableness Page 2 of 4 of ETA data before using it for ATC reporting purposes. OPERATIONS MANUALBULLETIN No. 737-300 85-8R1, dated April 15, 1992 (Continued) B. Fix Paae Discrepancies it has been observed on rare occasions that the FIX INFO page has displayed erroneous "BRG/DIS FR" data. The data displayed does not correspond to the current entered "FIX"identifier, but corresponds to a previous identifier which was entered on the page. This condition has only been observed on the ground after landing. If displayed position data does not appear to be reasonable, then re-enter the desired fix identifier on line 1. C. Leas Page "Course Jumo" There have been two FMC characteristics noted with respect to "jumps"in course values displayed on the Legs page. that the magnetic course to waypoints beyond the "active" leg may change significantly when those legs become active. The course displayed for each downpath leg of the flight plan is the averaae of the computed great circle course out of the beginning point and the course into the end point. In addition, average course is computed using average value for magnetic variation which is derived from adjacent waypoints in the flight plan which have magnetic variation defined in the navigation data base. On long legs, this can result in courses which may be significantlydifferent from those shown on navigation charts (such as Jeppesen charts). A significant difference in courses between published ATC procedures on navigationcharts and the FMC computed courses for downpath legs also occurs, if a "DIRECT TO' is performed to a procedure waypoint from a long distance away. This effect is especially noticeable if the "DIRECT TO" is to a non-VOR/DME type of waypoint. 1. Flight crews have observed When the downpath leg becomes "active",the displayed course and HSI Course Pointer willshow the actual course outbound from the sequenced waypoint sometimes resulting in significant changes in displayed course. Despite these apparent "jumps" in course, L NAV flies an accurate great circle course between all flight plan waypoints. - As the airplane flies the leg, the displayed course gradually changes so as to maintain the desired track and reflects the published inbound course to the end point as it is approached. The "active" leg magnetic variation for present position is obtained from the IRS. Flight crews should be aware of these downpath course differences when checking the validity of their flight plans. 2. A significantchange in displayed course also occurs during a "DIRECT TO" modification of the active flight plan. The FMC computes the great circle course between the present position and the proposed active waypoint. The displayed course on the "MOD" Legs page is the magnetic course inbound at the new point reflecting the magnetic variation at the new point. Once the "MOD" page is EXECuted, the displayed course changes to the magnetic course outbound from the present position, reflecting the magnetic variation at the present position. This peculiarity may result in significant course changes as displayed on the CDU. The course change is most noticeable on long legs at extreme latitudes where the great circle route and magnetic variation change significantly. Flight crews should use "ACTive" Legs page course information when determining the course next waypoint. Page 3 of 4 to the OPERATIONS MANUALBULLETIN 737-300 85-8R1, dated April 15, 1992 (Continued) D. Wrona Direction Tum After Engaaina L NAV It is possible for L NAV to tum in the wrong direction if L NAVis engaged when close to an active waypointwhich has a designated tum direction. This phenomena can only occur when the active waypoint is a terminal area procedure waypointwhich has a designated tum direction and the tum to the next leg is a large angle tum. When using L NAV to fly terminal area procedures, the flight crew should avoid engaging L NAV when close to sequencing of an active waypoint, and should closely monitorthe L NAV path. In general, flight crews should be aware of the need to alwavs closely monitorthe automatic guidance functions of the Flight Management System. E. Erroneous Position of Created Wavooints When the flight crew defines a Created Waypoint by entering a bearing and distance from a named waypoint, or bearings from two named waypoints,the resulting waypoint is occasionally wrongly located. The cause ofthe problem is under investigation but is thought to be related to the method of calculation for magnetic variation. This is supported by the fact thatthe problem has not been observedwhen the reference waypoint ("place") from which the bearings and/or distance are defined is a navaid which has a stored magnetic variation in the navigation data base. The flight crew should limit the use of place/bearing/distance or place-bearing/place-bearing Waypoint definition to only use VOR/DMEstations and airports as the reference "place". The flight should double check waypoints for correct position. all place/bearing/distance or place-bearing/place-bearing Created entered OPERATIONS MANUALINFORMATION Insert this Bulletin behind the Red Bulletin Record Page in Volume 1 of the Operations Manual. Amend the Red Bulletin Record Page to show Red Bulletin 85-8R1 "IN EFFECT' (IE). This Operations Manual Bulletin willbe cancelled after Boeing is notifiedthat all affected airplanes in the operator's fleet have been modified by Boeing Service Bulletin 737 34-1183 or have installed FMC update 1.3 or later. If the operator does not plan to modifyall the airplanes and would like to have the contents of this Bulletin incorporated in the Operations Manual, please advise Boeing accordingly. Please send all correspondence regarding Operations Manual Bulletin status to one of the following addresses: Page4of4 Mailina Address: Manager Flight Training 737 Model Boeing Commercial Airplane Group P.O. Box 3707 MS 2T-79 Seattle, WA. 98124-2207 USA Fax Number: (206) 544-6816 Telex: 329430 Station 627 .SIA: SEABO7X Station 627 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DOCUMENT -3H9, EFFECTIVITY: D6-27370-2/3H4, -347(WA), -3A4, -3K2, -3K9A, -3L9(DM),-3OBA, -3TO, -3T5(HM),-3WO,-3ZO, -3Z8 -330, NUMBER: 737-300 86-2R1 -387, DATE: April 15, 1992 SUBJECT: BRAKELOSS WHILETAXIING HEASON: This is a reissue of 86-2 dated February 24, 1986 which advised flight crews of the possibility of brake foss whiletaxiing. The purpose of this reissue is to update service bulletin information and provide closing action for the red bulletin. This Bulletin is issued as the need arises for alert informationwhich requires prompt distribution. It is distributed to Operations Manual holders and to others who need early advice of changes to procedural and training information. Information in this bunetin is recommended by The Boeing Company, but may not be FAA approved at the timeof writing. In the event of conflict with the FAA approved Airplane Flight Manual (AFM),the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operation of this modelairplane. INSTRUCTIONS: Complete the columns on the Red Bulletin Record for this bulletin at the time of filing in the Operations Manual. File this bulletin in numerical order following the Bulletin Record Page(s). Operators other than those listed above should enter N/A in the Bulletin Status column. THE FOLLOWINGPROCEDURE AND/ORINFORMATIONIS EFFECTIVEUPON RECEIPT INFORMATION ACKGROUNO There have been several reports of ground safety sensor logic malfunctions caused by contaminationof printed circuit board connectors, due to liquid spillage from the cockpit or galley. In one instance an operator reported a loss of braking while approaching the terminal and subsequently contacted the jetway. Partial or total loss of braking at taxi speed of less than 18 knots can occur if the ground sensing logic is in the air mode when the airplane is on the ground with the Anti-Skid Switch ON. l A Service Letter (737 SL-32-34-B) was issued with instructions for protecting the printed circuitcards from contamination. Service Bulletin 737-32-1168 covering the same information was issued in March, 1986. UntilService Letter/Service Bulletin compliance,flight crewmembersare advised to be aware of the possibility of brake loss while taxiing. If brake loss should occur, the Anti-Skid Switch should be positioned OFF. NOTE: Whenever the Anti-Skid Switch is positioned ON, system characteristicsare such that the brakes are released for approximately1 second. Page 1 of 2 OPERATIONS MANUALBULLETINNo. 737-300 86-2R1, dated April 15, 1992 (Continued) OPERATIONS MANUAl,INFORMATION insert this Bulletin behind the Red Bulletin Record Page in Volume 1 of the Operations Manual. Amend the Red Bulletin Record Page to show Red Bulletin 86-2R1 "IN EFFECT' (IE). This Operations Manual Bulletin willbe cancelled after Boeing is notifiedthat all affectedairplanes in the operators fleet have been modifiedby Boeing Service Bulletin 737 32-1168. If the operator does not plan to modify all the airplanes and would like to have the contents of this Bulletin incorporated in the Operations Manual, please advise Boeing accordingly. Please send all correspondence regarding Operations Manual Bulletin status to one of the following addresses: Mailina Address: Manager Flight Training 737 Model Boeing Commercial Airplane Group P.O. Box 3707 MS 2T-79 Seattle, WA. 98124-2207 USA Page 2 of 2 Fax Number: (206) 544-5816 Igigg: 329430 Station 627 ElIA: SEABO7X Station 627 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DOCUMENT IEFFECTIVITY:-D6-27370-2/3H4, -306(KL), -33AC, -33AK, -33AL, -329(SN), -3G7, -3A4, -3A4A, -3H9, -3J6, -3K2, -3L9(DM),-3Q4, -3Q8A, -3S3, -3S3A, -3TO, -3T5(HM), -3WO,-3YOC, -3YOK,-3YOL,-3ZO,-3Z8, -3Z9 NUMBER: 737-300 86-7R2 DATE: March 28, 1993 -322, -330, SUBJE CT: IR E A SO N: -340, -377, INTERMITTENT/INOPERATIVEEGT INDICATIONS This is a reissue of 86-7R1 dated April 15, 1992 which updated service bulletin information and provided closing action for the red bulletin. The purpose of this reissue is to update the document effectivity. This Bulletin is issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders and to others who need early advice of changes to procedural and traininginformation. Information in this bulletin is recommended by The Boeing Company, but may not be FAA approved at the time of writing. In the event of conflictwith the FAA approved Airplane Flight Manual (AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operation of this model airplane. INSTRUCTIONS: Complete the columns on the Red Bulletin Record for this bulletin at the time of filing in the Operations Manual. File this bulletin in numericalorder tollowingthe Bulletin Record Page(s). Operators other than those listed above should enter N/A in the Bulletin Status column. THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECElPT BACKGROUND INFORMATION Boeing has received several reports of intermittent, inoperative and random excursionsof EGT indications. These anomalies have been accompanied by normal fuel flow and N1 and N2 RPM indications. In some cases the anomalies have resulted in unnecessary engine shutdowns. A sudden change in EGT indication that occurs without a change in fuel flow, N1 or N2 RPM may be an indicating system anomaly rather than an engine malfunction. The cause of these anomalies is associated with a particular EGT thermocouple hamess connector. A redesign of the electricalconnector was coordinated with CFMI. Maintenance inspection procedure, 737-SL-77-7, was issued to be performed when abnormal EGT indications are reported. Service Bulletin 737-77-1019 was issued to correct this condition. Actual increases in EGT beyond limits will be accompanied by obvious increase in fuel flow. If a fluctuating or offscale high EGT is noted, and comparisonof the two engines indicates equal fuel flow at equivalent RPM, the EGT indication may be considered to be incorrect, and the engine need not be shut down. Page 1 of 2 OPERATIONSMANUALBULLETINNo. 737-300 86-7R2, dated March 28, 1993 (Continued) BACKGROUNDINFORMATION (Continued) However, if a high EGT indicatiori occurs with an increase in fuel flow or with other abnormalengine parameters, the tiightcrew should complete the non-normal procedure for ENGINE OVERTEMPERATURE DURINGTAKEOFF OR INFLIGHT. Ifhigh EGT indications occur on takeoffafter V1, do not accomplishthis procedure untilthe airplane reaches a safe altitude. NOTE: Due to the dynamic conditionsof rapidly rising EGT and increasing fuel flow, N1 and N2 RPM during engine start, high or over limitEGT should always be treated as an accurate indication and the aborted start procedure accomplished. All abnormal EGT indications should be reported for Maintenance action. An operable EGT system is required for each engine for dispatch. OPERATIONS MANUALINFORMATION Insert this Bulletin behind the Red Bulletin Record Page in Volume 1 of the Operations Manual. |Red Bulletin Record Page to show Red Bulletin 86-7R2 "lN EFFECT" (IE). Amend the This Operations Manual Bulletin will be cancelled after Boeing is notified that all affected airplanes in the operators fleet have been modifiedby Boeing Service Bulletin 737 77-1019. If the operator does not plan to modifyall the airplanesand would like to have the contents of this Bulletinincorporated in the Operations Manual, please advise Boeing accordingly. Please send all correspondenceregarding Operations Manual Bulletin status to one of the following addresses: Mailina Address: Manager Flight Training 737 Model Boeing CommercialAirplane Group P.O. Box 3707 MS 2T-79 Seattle, WA. 98124-2207 USA Page 2 of 2 Fax Number: (206) 544-5816 Telex: 329430 Station 627 .SIIA: SEABO7X Station 627 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DOCUMENT EFFECTIVITY: D6-ž7370-300, -3A4A, -3YOC,-3YOK, -3Y0L ,-3Z9 -330, -33AC, -33AK, -33AL, NUMBER: 737-300 87-6R1 DATE: April 15, 1992 -377, SUBJECT: EFIS DISPLAY BLANKING RE AS O N: This is a reissue of 87-6 dated March 27, 1987 which advised flight crews ofthe possible EFIS display blanking as a result of momentary power interruption. The purpose ofthis reissue is to update service bulletin information and provide closing action for the red bulletin. This Bulletin is issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders and to others who need early adviceof changes to proc.edural and traininginformation. Information in this bulletin is recommended by The Boeing Company, but may not be FAA approved at the timeof writing. In the event ofconflictwith the FAA approved Airplane Flight Manual (AFM),the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operation of this model airplane. INSTRUCTIONS: Complete the columns on the Red Bulletin Record for this bulletin at the time of filing in the Operations Manual. File this bulletin in numerical order following the Bulletin Record Page(s). Operators other than those listed above should enter N/A in the Bulletin Status column. THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECEIPT RACKGROI IND INFORMATION Several operators have reported occurrences of EFIS Display Unitblanking. The problem has been noted upon the reapplication of electrical power following a power interruption (such as an electricalbus transfer). The EFIS Display Unit blanking is due to a software error in the EFIS Symbol Generator, and it is triggered when loss of cooling is sensed during a momentary power interruption (intentional or failure-associated). Likelihood of blanking is higher during ground operations, since power interruptions are more frequent, but the possibility of blanking in flight exists as a result of an engine loss, generator failure, or intentional bus transfer. If blanking occurs, the display win remain blank until correctiveactionis taken. Display Unit blanking occurs only infrequently, and normal operation is always regainable by cycling the EFIS Instrument Transfer Switch on the Forward Overhead Panel. Service Bulletin 737 34-1220 was issued to eliminate the problem. Page 1 of 2 OPERATIONS MANUALBULLETIN No. 737-300 87-6R1, dated April 15, 1992 (Continued) BACKGROUND INFORMATION (Continued) I Until incorporation of Service Bulletin 737 34-1220 has been completed,the following procedure is recommended. To restore normal operation if EFlS display Unit blanking occurs following a momentaly power interruption, cycle the EFIS Instrument Transfer Switch on the Forward Overhead Panel (i.e., move the switch from NORMALto BOTH ON 1 or BOTH ON 2, then retum to NORMAL). OPERATIONS MANUAL INFORMATION Insert this Bulletin behind the Red Bulletin Record Page in Volume 1 of the Operations Manual. Amend the Red Bulletin Record Page to show Red Bulletin 87-6R1 "lN EFFECT (IE). This Operations Manual Bulletin willbe cancelled after Boeing is notifiedthat all affected airplanes in the operators fleet have been modifiedby Boeing Service Bulletin 737 34-1220. If the operator does not plan to modifyall the airplanes and would like to have the contents of this Bulletin incorporated in the Operations Manual, please advise Boeing accordingly. Please send all correspondence regarding Operations Manual Bulletin status to one of the following addresses: Mailina Address: Manager Flight Training 737 Model Boeing Commercial Airplane Group P.O. Box 3707 MS 2T-79 Seattle, WA. 98124-2207 USA Fax Number (206) 544-5816 Igjgg: 329430 Station 627 : Page2of2 SEABO7X Station 627 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 737-300 NUMBER: DOCUMENT EFFECTIVITY: D6-27370-2/3H4, -329(SN), -33AC, 33AK, -33AL, -35B, -39A, -3A4A, -3G7, -3H9, -3K2, -3K9A, -3Q4, -3Q8A, -3QBG, DATE: -3S3, -3S3A, -3WO,-3YOC,-3YOK,-3YOL 87-7R1 April 15, 1992 -341, SU BJ ECT: FLIGHTMANAGEMENTCOMPUTER NAVIGATIONANOMALY REASON: This is a reissue of 87-7 dated July 13, 1987 which advised737-300 operators of possible FMCnavigationerrors on the "CERT", 1.0, 1.1 and 1.2 update programs, and to provide guidance for detecting and correctingerrors when they occur. The purpose of this reissue is to update service bulletin information and provide closing actionfor the red bulletin. This Bulletin is issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders and to others who need early advice of changes to procedural and training information. Information in this bulletin is recommended by The Boeing Company, but may not be FAA approved at the time of writing. In the event of conflictwith the FAA approved Airplane Flight Manual (AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operationof this modelairplane. INSTRUCTIONS: Complete the columnson the Red Bulletin Record for this bulletin at the time of filing in the Operations Manual. File this bulletin in numericalorder following the Bulletin Record Page(s). Operators other than those listed above should enter N/A in the Bulletin Status column. THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECElPT BACKGROUNDINFORMATION l There had been one documented case of the FMC computingan erroneous navigationposition. An investigation of this anomaly revealed that all FMC's with "CERT", update 1.0, t.1 and 1.2 programs have the potential for similaroccurrences. The anomalyis the result of a specificseries of events which are uncommon in the majorityof 737-300 operations. These events start when the FMC uses the VOR-DME position update mode followed by at least 90 minutes of navigation using onlythe IRS as a reference. In this scenario, the anomaly may be triggered when the FMC experiences some form of position updating. After 90 minutes of IRS NAV ONLY, a navigation position update may cause a softwarerestart. After 140 minutesof IRS NAV ONLY, a position update may produce errors in navigation without a restart. FMC position updating could be any of the following events: - - - radio updating in any mode IRS alignment(initialor tast) runway position update Page 1 of 3 OPERATIONS MANUALBULLETINNo. 737-300 87-7R1, dated April 15, 1992 (Continued) BACKGROUNDINFORMATION.(Continued) Although many 737-300 operators flywithin a consistent radio update environment,(normallyDME-DME), they may stillbe vulnerable. Since the airplanedoes not radio update while on the ground, it is possible to land in the VOR-DMEupdate mode (VOR approach and spend over 90 minutes on the ground without removingpower from the FMC. If thisperiod ofground time is sufficientand a position update is performed, the anomaly may be experienced. Once the position computationhas been contaiminatedby the anomaly,errorswill continueto grow. Removal of AC power for a minimumof 15 secondseither in the air or on the ç•ound, willreinitializenavigation computations. Service Bulletin737-34-1226 or FMC updates 1.3 and later correctedthis condition. INTERIMOPERATINGINSTRUCTIONS During taxi for takeoffand in flight, flight crews are encouraged to be aware of the accuracy of navigation performed by the FMC. This may be checked by: Referring to the POS REF page ofthe CDU and checkingthe FMC position against the IRS positions. Tuning a VOR/DMEstationand comparingRDMIinformationwith information displayed on the FIX page after entry of the same station identifier. 3. Comparing FMC wind and groundspeed information with IRS data. 4. On EFIS equipped airplanes,checkingthe smallarrowheads it the bottom of the EHSI which display the position of each IRS relative to the FMC position. These will appear when the difference between the FMCpositionand either IRS position exceeds 12nm (someairplaneshave full time display). 5. Checking FMC positionagaint visual checkpointson the route of flight. 1. 2. Inflight, the flight crews should closelymonitorthe FMC when VOR-DME position updating has been used just before the IRS NAVONLYmessage appears. If possible,monitorthe amount of timethat navigation is pedormed using onlythe IRSpositionfor reference. If the time approaches 140 minutes or more, frequently check for position differences or other signs ofthe anomalyafter normalradio updating is resumed. The FMC winds should be compared with the IRS winds since the wind information is affected very quickly once the anomaly has been triggered. If it is determined that the FMCposition is diverging from the desired course, continue flight using normal VOR/ADF navigation procedures. For those aircraftequipped with EFIS, flight crews should realize that the MAP and NAVdisplays willbe in error. LNAV shouldnot be engaged. If the anomaly is experienced,cycle AC power off for at least 15 seconds to reinitialize the FMC computations (FMCS COMPUTER C/B may be used), before preflighting the computerfor the next flight. Completion of a full IRS alignment(10 minutes) willalso reset the FMC. Powering down the FMC after each flight is recommended if the airplane is going to be on the ground for more than an hour. Page 2 of 3 OPERATIONS MANUALBULLETINNo. 737-300 87-7R1, dated April 15, 1992 (Continued) QPRRATIONS MANUALINFORMATION Insert this Bulletin behind the Red Bulletin Record Page in Volume 1 of the Operations Manual. Amend the Red Bulletin Record Page to show Red Bulletin 87-7R1 *1NEFFECT' (IE). This Operations Manual Bulletin will be cancelled after Boeing is notified that all affected airplanes in the operators fleet have been modifiedby Boeing Service Bulletin 737 34-1226 or installation of FMC updates 1.3 or later. If the operator does not plan to modify all the airplanes and would like to have the contents of this Bulletin incorporated in the Operations Manual, please advise Boeing accordingly. Please send all correspondence regarding Operations Manual Bulletin status to one of the following addresses: Mailing AddreSS: Manager Flight Training 737 Model Boeing Commercial Airplane Group P.O. Box 3707 MS 2T-79 Seattle, WA. 98124-2207 USA Fax Number (206) 544-5816 TA: 329430 Station 627 K: SEABO7X Station 627 Page 3 of 3 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 NUMBER: DOCUMENT -329(SN), EFFECTIVITY: D6-27370-2/3H4, -33AC, -33AK, -33AL, -347(WA), -348R, DATE: -39A, -3A4A, -3B3, -3G7, -3K2, -3K9A, -3L9A, -3L9(DM), -3MS, -3Q4, -3Q8A, -3Q8G, -3S3, -353A, -3YOC,-3YOK,-3YOL, -3Z6, -46B, -4Q8, -4YOC,-4YOK, -4Y0L -300, -341, -322, -329, -358, -376, 737-300 88-9R1 737-400 88-4R1 April 15, 1992 -377, I SUBJECT: STANDBYHORIZON INDICATORDISPLAY REASON: This is a reissue of 88-9(300) 88-4 (400) dated December 12, 1988 which advised flight crews of a Localizer Pointer display anomalywhen a VOR is tuned. The purpose of this reissue is to update service bulletin information and provide closing action for the red bulletin. This Bulletin is issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders and to others who need early advice of changes to procedural and traininginformation. Information in this bulletin is recommended by The Boeing Company, but may not be FAA approved at the timeof writing. In the event of conflictwith the FAA approved Airplane Flight Manual (AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing onthe safe operation ofthis model airplane. INSTRUCTIONS: Complete the columnson the Red Bulletin Record for this bulletin at the time of filing in the Operations Manual. File this bulletin in numericalorder following the Bulletin Record Page(s). Operators other than those listed above should enter N/A in the Bulletin Status column. THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECElPT BAÇKGROtINDINFÇ)RMATION The Standby Horizon Indicator can display misleading information when the #1 VHF NAV Radio is tunedto a VOR trequency,and the Standby Horizon Indicator ILS selector is tunedto ILS or BCRS. Under these conditionsthe localizer pointer will show an inaccurate display and the Localizer Flag will NOT come into view. An inappropriate course correction may result. l Corrective action requires an airplane wiringchange and a modificationto the Standby Horizon Indicator. Boeing Service Bulletin 737 34-1244 was issued to address these changes. Until airplane modifications are complete, to prevent incorrect interpretation of the information displayed on the Standby Horizon Indicator, the ILS Selector should normallybe left in the OFF position. The selector should be moved from the OFF positiononlywhen an ILS, Localizer or Backcourse Localizer approach is being made. If an approach is being made, the flight crew must verify that the VHF Navigation Radio is tuned to the correct frequency by aurally identifying the station prior to commencing the approach. Page 1 of 2 OPERATIONS MANUALBULLETIN No. 737-300 88-9R1/737-400 88-4R1, dated April 15, 1992 (Continued) OPERATIONS MANUALINFORMATION Insert this Bulletinbehind the Red BulletinRecord Page in Volume 1 of the Operations Manual. Amend Red Bulletin Record Page to show Red Bulletin737-300 88-9R1/737-400 88-4R1 "INEFFECT"(IE). the This Operations Manual Bulletin willbe cancelled afterBoeing is notifiedthat allaffectedairplanesin the operator'sfleet have been modifiedby Boeing Service Bulletin 737 34-1244. If the operatordoes not plan tt modifyall the airplanes and would like to have the contentsof this Bulletin incorporated in the Operations Manual, please adviseBoeing accordingly. Please send allcorrespondenceregarding Operations Manual Bulletin status to one ofthe following addresses: Page 2 of 2 Mailina Address: Manager Flight Training 737 Model Boeing CommercialAirplane Group P.O. Box 3707 MS 2T-79 Seattle, WA. 98124-2207 USA Fax Number (206) 544-5816 Igleg: 329430 Station 627 3118: SEABO7X Station 627 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DOCUMENT -329(SN), -33AC, -33AK, EFFECTIVITY: D6-27370-2/3H4, -33AL,-38B, -39A, -3A4, -A4A, -3B3, -347(WA) -3G7 -3H9, -3K9A, -3Q4, -3Q8A, -308G, -3S3, -3TO, -3Y0C, -3YOK, -3YOL,-3Z8,-400, -46B, -4Y0C, -4YOK,-4YOL -300, -358, -341, -377, NUMBER: 737-400 89-2R3 737-300 89-2R3 April 15, 1992 DATE: -408, SUBJECT: ENGINE FIRE/OVERHEAT WARNINGTEST REASON: This is a reissue of 89-2R2 dated May 15, 1989 which advised flight crews to perform an additional fire/overheat waming check one minute after any power interruption to the Engine Fire Detection System. The purpose of this reissue is to update action for the red bulletin. servicebulletin information and provide closing This Bulletin is issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders and to others who need early advice of changes to procedural and training information. Information in this bulletin is recommended by The Boeing Company, but may not be FAA approved at the timeof writing. In the event of conflictwith the FAA approved Airplane Flight Manual (AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operation of this model airplane. INSTRUCTIONS: Complete the columns on the Red Bulletin Record for this bulletin at the time of filing in the Operations Manual. File this bulletin in numericalorder fottowing the Bulletin Record Page(s). Operators other than those listed above should enter N/A in the Bulletin Status column. THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECElPT BACKGROUNDINFORMATION Walter Kidde Aerospace Incorporated has reported a logic circuitanomalywhich maycause a lock-up of the engine Fire Detection System. The lock-up may occur following initial electrical powerapplication,power transfer, or power interruption to the Battery Bus. This can happen during initial power-up or during a power loss or transferto the Number 2 Generator Bus. A lock-up can be detected by conducting a Fire/Overheat Waming Check atterany electricalpower transfershave been completed. This is done by placing the FAULT/INOP and OVHT/FIRE TEST SWITCH to the OVHT/FIRE positionand observing illumination of all Fire Warning Switches. Further investigation by Walter Kidde Aerospace incorporated has revealed the need to wait one minuteafter any electricalpower transfersprior to conductingthis check. It was discovered that it may take up to one minute for the engine fire waming logic lock-up to fully develop. Situations which will require a Fire/Overheat Waming Check, in additionto the normal check conducted priorto APU start, include: - - - Transfer of electrical power from ground power to the APU prior to engine start. Transfer of electrical power to the engine generators after start. After completionof the BUS OFF non-normal checklist for the Number 2 engine generator. Page 1 of 4 OPERATIONS MANUALBULLETIN No. 89-2R3, dated April 15, 1992 (Continued) BACKGROUND INFORMATION(Continued) A successful check assures a fully operable system untilelectrical power is againtransferredor interruptec Fire detection lock-up is thoughtto occur infrequently. The flight crew willnot receive any indication if a lock-up occurs and the lock-up condition may persist for an indefinde time. If the system fails to test due to a fire detection lock-up, normal operation may be restored by removing anc then restoring electrical power to the Fire Detection System. After a one minute delay, if the Fire/Overheat Detection System stillfails to test successfully, takeoffshould not be initiated or, if in flight, a landing at the nearest suitable airport should be accomplished. Service Bulletin 737 26-1063 was issued to correct this condition. OPERATING INSTRUCTIONS Until the Service Bulletin is incorporated, the following Operating instructions are recommended: Operators of airplanes with Walter Kidde Fire Detection systems should make the following pen and ink changes: BEFORE START PROCEDURE and BEFORE START CHECKLIST After line item: *ANTInn! I IRION I lAHT .. Insert new line item: *FIRE/ OVERHEATW ARNING After one minute check the Fire/Overheat Warning System by placing the FAULT/INOP and OVHT/FIRE TEST SWITCH to the OVHT/FIRE position and observing illumination of all Fire Warning Switches. -...........................-........-.................-...................... ... . ..ON CHECK AFTER START PROCEDURE and AFTER START CHECKLIST After line item: START I PvFem Insert new line item: *FIRE/OVERHEATWARNING After one minute check the Fire/Overheat Warning System by placing the FAULT/INOP and OVHTIFIRE TEST SWITCH to the OVHT/FIRE position and observing illumination of all Fire Waming Switches. Page 2 of 4 ini F DFTFNT OHFOK OPERATIONS MANUALBULLETIN No. 89-2R3, dated April 15, 1992 (Continued) (Continued) OPERATING INSTRUCTION ENGINE FIRE, SEVEREDAMAGEOR SEPARATION PROCEDURE and ENGINE FIRE, SEVERE DAMAGEOR SEPARATION CHECKLIST After line item: RTART & ON Amt.! (if evaiinhia) Insert new line item: FIRE/OVERHEAT WA MIM After one minute check the Fire/Overheat Warning System by placing the FAULT/INOP and OVHT/FIRE TEST SWITCH to the OVHT/FIRE position and observing illumination of all Fire Waming Switches. BUS OMPOK ENGINE FAILUREAND SHUTDOWN PROCEDURE and ENGINE FAILUREAND SHUTDOWN CHECKLIST After line item: APU (if ava iIa bIe).....................--........................................... Insert new line item: FIRE/OVERHEATWARNINA After one minute check the Fire/Overheat Warning System by placing the FAULT/INOP and OVHT/FIRE TEST SWITCH to the OVHT/FIRE position and observing illumination of all Fire Waming Switches. .................... START & ONBUS HFOK INFLIGHTENGINE START PROCEDURE and INFLIGHTENGINESTART CHECKLIST After line item: AFNFRATOR FI FOTRICAI Insert new line item: FIRE/OVERHEATWARNING After one minute check the Fire/Overheat Waming System by placing the FAULT/INOP and OVHT/FIRE TEST SWITCH to the OVHT/FIRE position and observing illumination of all Fire Waming Switches. ......... . ON ..CHFCK BUS OFF PROCEDURE and BUS OFF CHECKLIST After line item: APU (ifavailable).......................-.-..................-..-..........--. Insert new line item: FIRE/OVERHEATWARNING After one minute check the Fire/Overheat Waming System by placingthe FAULT/INOP and OVHT/FIRE TEST SWITCH to the OVHT/FIRE position and observing illumination of all Fire Waming Switches. START & ON BUS CHFOK Page 3 of 4 OPERATIONS MANUALBULLETINNo. 89-2R3, dated April 15, 1992 (Continued) OPERATING INSTRUCTION (Continued) LOSS OF BOTH ENGINEDRIVEN GENERATORSPROCEDUREand LOSS OF BOTH ENGINE DRIVEN GENERATORSCHECKLIST After the title,add the following note: NOTE: One minute after any interruption of power to number 2 Generator Bus, accomplish the FIRE/OVERHEAT WARNING CHECK by placing the FAULT/INOP and OVHT/FIRE TEST SWITCH to the OVHT/FIRE position and observing illumination of all Fire Waming Switches. GENERATOR DRIVELOW OIL PRESSURE OR HIGH OIL TEMPERATUREPROCEDURE and GENERATOR DRIVELOW OIL PRESSURE OR HIGH OIL TEMPERATURECHECKLIST After line item: START & ONBUS APU (if ava iIa ble)........-.Insert new line item: CHECK FIRE/OVERHEATWARNING.......... After one minute check the Fire/Overheat Waming System by placing the FAULT/INOP and OVHT/FIRE TEST SWITCH to the OVHT/FIRE position and obsenting illumination of all Fire Waming Switches. ..................................... ......-............................... . . .. . . . .. ......................... IfFire/Overheat Waming Test is Unsuccessful: Land at the nearest suitable airport. OPERATIONS MANUALINFORMATION Insert this Bulletin behind the Red Bulletin Record Page in Volume 1 of the Operations Manual. Amend the Red Bulletin Record Page to show Red Bulletin 89-2R3 "IN EFFECT' (1E). This Operations Manual Bulletin willbe cancelled after Boeing is notifiedthat all affected airplanes in the operator's fleet have been modified by Boeing Service Bulletin 737 26-1063. If the operator does not pian to modifyall the airplanes and would like to have the contents of this Bulletin incorporated in the Operations Manual, please advise Boeing accordingly. Please send all correspondence regarding Operations Manual Bulletin status to one of the following addresses: Page 4 of 4 Mailina Address: Manager Flight Training 737 Model Boeing Commercial Airplane Group P.O. Box 3707 MS 2T-79 Seattle, WA. 98124-2207 USA Fax Number (206) 544-5816 Telex: 329430 Station 627 gjIA: SEABO7X Station 627 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DOCUMENT -306(KL), EFFECTIVITY: D6-27370-2/3H4, -33AC, -33AK, -33AL, -38B, -39A, -329(SN), -347(WA), -3A4, -3A4A, -3B1, -3B3, -3B7, -3G7, -3H9, -348R, -35B, -3K9A,-3L9A, -3L9(DM), -3MS, -3Q8G, -3S1, -3S3, -3TO, -300, NUMBER: -322, , -340, -330, -376, -341, 737-300 90-2R1 737-400 90-2R1 737-500 90-2R1 -377, -304, -3WO,-3YOC,-3YOK,-3YOL,-3Y0T,-3Z6, 3Z8, -3Z9, -408(FI), -42C, -46B, -4B6, -4D7, -4K5, -4YOC,-4YOK, -4YOL, -53AK, -53AL, -53C, -5YO -400, DATE: April 15, 1992 -405, -500, SUBJECT: NONSELECTED MCP SETTING CHANGES REASON: of 90-2 dated January 22, 1990 which advisedflight crewthat on 737 airplanesequippedwith SP-300 autopilots,that nonselected changes in MCP settingscan occur. This is a reissue The purpose ofthis reissue is to update actionfor the red bulletin. servicebulletin information and provide closing This Bulletin is issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders and to others who need early advice of changes to procedural and traininginformation. Information in this bulletin is recommended by The Boeing Company, but may not be FAA Spproved at the timeof writing. In the event of conflictwith the FAA approved Airplane Flight Manual (AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operation of this model airplane. INSTRUCTIONS: Complete the columnson the Red Bulletin Record for this bulletin at the time of filing in the Operations Manual. File this bulletin in numerical orderfollowing the Bulletin Record Page(s). Operators other than those listed above should enter N/A in the Bulletin Status column. THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECEfPT BACKGROUND INFORMATION There have been several reported instances of nonselected changes in the ALT, IAS/MACH and/or VIS display windows on the SP-300 autopilotMode Control Panel (MCP). Changes in altitudeof more than 1000 feet have been reported. Two causes for these undesired changes in the MCP have been identified: inductively (EMI) and electricalpower interruptions. coupledtransients The FAA issued an AD, 88-NM-115-AD,requiring, as an interim action,the below information be incorporated into the Limitations Section of the FAA approved Airplane Flight Manual (AFM). Boeing issued Service Bulletin 737-22A1098, dated January 17, 1991, caused nonselected changes in the MCP display windows. to correct the conditions which Page 1 of 3 OPERATIONS MANUALBULLETINNo. 90-2R1, dated April 15, 1992 (Continued) BACKGROUND INFORMATION(Continued) I NPRM 91-NM-215-ADwas then issued directing service bulletin. the removal ofthe AFM Ilmitation upon completionofthe AUTOPILOT LIMITATIONS For airplaneswith SP-300 autopilotMode Control Panels (MCP), flight crewsmust use the following procedures: 1. Check MCP settingsafterany electricalpower interruptions. 2. Followingchange inALTselectionin the MCP window,checkALTdisplay to ensure desired altitudeis displayed. 3. Closely monitoraltitude during the desired altitude. allaltitudechanges to ensure thatthe autopilotcaptures and levels offat E,Q.T_E: Standards "callouts",crewcoordination,andcross-checkingof MCP settings and flight instruments are necessary to detect any nonselected MCP display changes. RECOMMENDED OPERATING PROCEDURES I UntilService Bulletin737 22A 1098 is installed, flight crewsshouldbe made aware ofthe following recommended operatingprocedure: UNCOMMANDEDMCP SETTINGCHANGES The MCP selected and displayed settingsmay change withoutcommandand withno alert waming. Anytime electrical power is interrupted: MCP Settings ............................................................................ Anytime the MCP HECK AND RESET AS NECESSARY selected altitude is changed: MCP Altitude .............................................................................CHECK AND RESET AS NECESSARY Closelymonitorthe altimeter during all altitudechanges to ensure the autopilotacquires and levels offat the correct altitude. Use standard callouts, crew coordinationand cross-check MCP settings with flight instruments to detect any uncommanded MCP changes. Page 2 of 3 OPERATIONS MANUALBULLETIN No. 90-2R1, dated April 15, 1992 (Continued) OPERATIONS MANUALINFORMATION Insert this Bulletin behind the Red Bulletin Record Page in Volume 1 of the Operations Manual. Amend Red Bulletin Record Page to show Red Bulletin 90-2R1 "IN EFFECT" (IE). the This Operations Manual Bulletinwillbe cancelledafter Boeing is notifiedthat allaffectedairplanes in the operator's fleet have been modifiedby Boeing Service Bulletin737 22 A1098. If the operatordoes not plan to modifyall the airplanes and would like to have the contents ofthis Bulletin incorporated in the Operations Manual, please advise Boeing accordingly.Please send all correspondence regarding Operations Manual Bulletin status to one of the following addresses: Mailino Address: Manager Flight Training 737 Model Boeing Commercial Airplane Group P.O. Box 3707 MS 2T-79 Seattle, WA. 98124-2207 USA Fax Number: (206) 544-5816 I.al.RE: 329430 Station 627 .SIIA: SEABO7X Station 627 Page 3 of 3 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DOCUMENT EFFECTIVITY: ALL 737 OPERATORS NUMBER: 737-100/200 90-2 R2 737-300 90-3 R2 737-400 90-3 R2 737-500 90-4 R2 DATE: September 30,1991 SUBJECT: AUXILIARYPOWER UNIT (APU)STARTING REASON: To advise flight crews of the requirement for a qualified ground observer to monitor subsequent starts following an unsuccessful Auxiliary Power Unit (APU) ground start. This Bulletin is issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders and to others who need earlyadviceof changesto procedural and training information. Information in this bulletin is recommended by The Boeing Company, but may not be FAA approvedat the time of writing. In the eventof conflictwith the FAA approved Airplane Flight Manua1(AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operationofthis model airplane. INSTRUCTIONS:Complete the columnson the Red Bulletin Record for this bulletin at the timeof filing in the Operations Manual. File this bt;Iletin in numericalorder following the Bulletin Record Page(s). Operators other than those listed above should enter N/A in the Bulletin Status column. THE FOLLOW1NG PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECEIPT BACKGROUNDINFORMATION On January 22, 1990 an operator of a Boeing Model 737 series airplane experienced significant fire damage to the empennage. The damaged area was reported to be the elevator, trimtab and tail cone. This damage was due to Auxiliary Power Unit (APU) torching following an unsuccessful first start attempt. A previous incident occurred on March 17, 1989. Empennage damage similarto that of the most recent incident was reported. A torching APU start occurs when leftover fuel from a previous unsuccessful start attempt does not drain from the APU properlyand ignites during a subsequent start attempt. When a torching start occurs, the accumulated fuel in the APU tail pipe is consumed and the APU operation is otherwise normal. If unburned fuel mist were to be blown back onto the empennage surfaces during the initial unsuccessful start attempt, it is possible that a fire on the external surfaces of the empennage could occur if torching occurred during the next start attempt. The only means to detect the torchingstart and/or flames on the empennage surfaces is by an external observer. By the time the observer communicates to the crew that a torching start has occurred, the excess fuel will most likely have been consumed and the torching will have ceased. Unless the observer sees evidence that a fire exists on the empennage surface, no other flight crew action is required except for a normal APU shutdown to allowthe required inspections of the airplane surfaces to be made. If the observer sees fire on the airplane surfaces, the flight crew should advise the tower and request fire equipment. In this instance, the APU can also be shut down by normal procedures since Page 1 of 3 OPERATIONSMANUAL BULLETINSNo. 90-2R2, 90-3R2, 90-3R2, 90-4R2, dated September 30, 1991 (Continued) (Cont.) BACKGROUNDINFORMATION the"APU fire extinguishingsystem would not be effectiveto combat either the APU torchingor the external surface fire. Inflight starting of the APU is not impaired because the fuel vapors are carried away from the airplane. Torching of any leftover fuel in the APU exhaust area will not damage the airplane. The Federal Aviation Administration (FAA) has issued an Airworthiness Directive (AD) effective March 12, 1990 requiring that after an unsuccessful ground start the APU be placarded to prohibit ground operation or that any subsequent APU ground start attempts be monitored by a "qualified ground observer". The Boeing Company has designed a modifieddrain systemto improve draining of leftover fuel afteran unsuccessfulAPU start. These modificationsare described under OPERATIONSMANUALINFORMATION below. OPERATING INSTRUCTIONS \ For airplanes with unmodifiedAPU drain systems,the following procedures apply: After any unsuccessful APU ground start, either placard the APU "NO GROUND STARTING"or accomplish the following during the subsequent ground start attempt(s): 1. Following any unsuccessful APU start attempt, the subsequentAPU ground start attempt(s) must be monitored by a qualified ground observer to assure that the airplane is not damaged due to torching. 2. The placard may be removed and APU ground starting resumed without an observer, following appropriate maintenance actionto determine and resolve the cause of the unsuccessful ground start, or successfulground or inflight starting and operation is accomplished. NOTE: In-flight starting and operating of the APU is not impacted by this action. OPERATIONSMANUAL INFORMATION File this Bulletin behind the Red Bulletin Record Page in Volume 1 of your Operations Manual. Revise the Red Bulletin Record Page to show Red Bulletin 90-2 R2 (737-100/200), 90-3 R2 (737-300/400) or 90-4 R2 (737-500) "In effect" (IE) as appropriate. This Operations Manual Bulletin willbe cancelled after Boeing is notifiedthat all affected airplanes in the operators fleet have been modifiedby one of the following methods: 1. Installation of a Garrett GTCP 85-129 APU with PRR 33890-86 incorporated (installs a modified drain system on airplanes at production line number 2061 and on). 2. Incorporation of Service Bulletin737-49-1073 (installs delivered priorto incorporation of PRR 33890-86). 3. Installation ofthe Sundstrand APS 2000 alternative APU (includes the modifieddrain system). 4. Installation ofthe Garrett GTCP 36-280 alternative APU (includes the modifieddrain system). the modifieddrain systemon airplanes Page 2 of 3 OPERATIONSMANUALBULLETINSNo. 90-2R2, 90-3R2, 90-3R2, 90-4R2, dated September 30, 1991 (Continued) (Cont) The FAA has approved the above four optionsas acceptablealternatemeans of complianceto the above Ainworthiness Directive. If the operator does not plan to modifyall the airplanes and would like to have the content of this Bulletin incorporated in the Operations Manual, please advise Boeing accordingly. Please send all correspondence regarding this Operations Manual Bulletin to one of the following addresses: MANAGER OF FLIGHT TRAINING 737 MODEL BOEING COMMERCIAL AIRPLANE GROUP P.O. BOX 3707 MS 2T-79 SEATTLE, WASHINGTON 98124-2207 USA TELEX: 329430 STATION 627 SITA: SEABO7X STATION 627 544-5816 FAX: (206) Page 3 of 3 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DOCUMENT EFFECTIVITY: D6-27370-2/3H4, -3A4, 3A4A, -3G7, •3H9, •3J6, •3K2, •308A, -3T5, -3WO, -3YO, -3ZO, -3Z8 -347, •304, -3B7 3TO, NUMBER: 737-300 DATE: December 92-1R1 14, 1992 1.4 (PIN 10-62044-106) SUBJECT: FLIGHT MANAGEMENT COMPUTER ANOMALY REASON: This is a reissue of 737-300 92-1, dated March 31, 1992, which informed flight crews of a wind modeling anomaly which may cause the ETA and fuel predictions displayed on the FMC to be in error. UPDATE of this reissue is to update service bulletin provide closing action for the red bulletin. The purpose Information and to This Bulletin is issued as the need arisesfor alertinformation whichrequires prompt distribution. It is distributed to Operations Manual holders andto others who need early adviceof changesto procedural and training information. Information in this bulletin is recommended by The Boeing Company, but may not be FAA approved at the timeof writing. In the event of conflictwith the FAA approved Airplane Flight Manual (AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operationof this model airplane. INSTRUCTIONS: Complete the columns on the Red Bulletin Record for this bulletin at the timeof filing in the Operations Manual. File this bulletin in numericalorder following the BuHetinRecord Page(s). Operators other than those listed above should enter N/A in the BuRetin Status column. THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECEIPT BACKGROUNDINFORMATION Boeingand Smiths Industries have received in-service reports oferrorsin FMCupdate 1.4 calculations which involve winds. These reports have been researched in the laboratory and confirmedby both Boeing and Smiths Industries. A windmodelinganomalycauses the FMCmeasured present position wind value to be zero during allcalculationsthat involve a wind prediction. The PROGRESSpage 1/2 display of actual winds encountered by the airplane remains correct and accurate. Duringpreflight,if no estimated cruisewinds are entered on the PERF INITpage or onthe RTE DATApage(s), zero wind instead of the actual wind encountered at cruise altitudewill be propagated to allcruise waypoints. During cruise,regardless ofcruisewind entries,windpredictionsfor cruisewaypoints between the present position and a point 100 NMfurther alongthe flight path trackwil be smallerthantheyshould be. If a flight plan modificationis performed, a zero wind value may propagate to the new waypoints. As the top of descent is approached,the calculationsof descent path will use zero wind unless a wind is enteredonthe PERF INIT page within ten minutes before the top of descent. Because of this anomaly,the ETA and fuel predictionsdisplayed on the FMC may be in error. Flight plan data, as confirmedby the pilots,should be used as the primary means to predict fuel and times at cruise waypoints. Page 1 of 2 OPERATIONS MANUALBULLETINNO. 92-1R1, dated December 14, 1992 IBoeing issued Service Bulletin 737-34-1330, dated May 14, 1992, to correct this conditionby replacing the existingFMC Update 1.4 (PN 10-62044-106) with the new FMC Update 1.5 (PN 10-62044-107). OPERATINGINSTRUCTIONS Until Service Bulletin 737-34-1330 is installed, the effects ofthis anomalycan be minimized as follows: 1. During preflight,wait untilpredictions of ETA and fuel at destination on PROGRESSpage 1/2 are completedfor the no windflight plan before enteringPERF INITcmisewind. 2. After leveling at cruise altitude,re-enter the estimatedcruise windon the PERF INITpage cruisewindline. Entry ofthe estimated winds at cruise waypoints on the RTE DATA page(s) may also improve predictionaccuracy. 3. After any route change is executed, enter an estimated cruise wind for the remainderof the flight on the PERF INITpage cruise wind line. 4. Approximately 50 NM before top of descent, enterthe actual wind from the PROGRESS page on the PERF INITpage cruise wind line. OPERATIONS MANUAL INFORMATION Insert this Bulletin behind the Red Bulletin Record Page in Volume 1 of the Operations Manual. Amend the Red Bulletin Record Page to show Red Bulletin 737-92-1R1 "IN EFFECT" (IE). This Operations Manual Bulletinwillbe cancelledafter Boeing is notified that allaffectedairplanes in the operators fleet have been modified by Boeing Service Bulletin 737-34-1330. If the operator does not plan to modify allthe airplanesand would like to have the content of this Bunetin incorporated in the Operations Manual, please advise Boeing accordingly. Please send allcorrespondence regarding Operations Manual Bulletins status to one of the following addresses: MailingAddress: MANAGER,FLIGHTTRAINING 737 MODEL BOEINGCOMMERCIALAIRPLANEGROUP P. O. BOX 3707 MS 2T-79 SEATTLE, WA. 98124-2207 USA FAXNUMBER: (206) 544-5816 IELEX: 329430 STATION 627 SITA: SEABOXO7STATION 627 Page 2 of 2 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DOCUMENT EFFECTIVITY: Alt 737-300/400/500 737-300 -92-3R1 737-400 92-3R1 737-500 92-3R1 NUMBER: Operators - - October 30, 1992 DATE: SU BJ ECT: DURINGA NO ENGINEBLEEDTAKEOFF BLEEDTRIP OFF LIGHTILLUMINATING REASON: To inform crews that a BLEED TRIP OFF Light may illuminate during a No Engine Bleed Takeoff. This Bulletin is issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders and to others who need early advice of changes to procedural training information. and Information in this bulletin is recommended by The Boeing Company, but may not be FAA approved at the timeof writing. In the event of conflictwith the FAA approved Airplane Flight Manual (AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operationof this model airplane. INSTRUCTIONS: Complete the columns on the Red Bulletin Record for this bulletin at the time of filing in the Operations Manual. File this bulletin in numerical order following the Bulletin Record Page(s). Operators other than those listed above should enter N/A in the Bulletin Status column. THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECEIPT BACKGROt,JNDINFORMATION IOperations Manual Bulletin 737-300/400/500-92-3 dated August 4, 1992 is being revised to update Service Bulletin information and to clarifythe recommended operating procedure to include minimumaltitudeand maximum temperature restrictions. Several operators have reported that during a No Engine Bleed Takeoff the BLEED TRIP OFF Light illuminated. The illumination occurs because a relief valve, specificallybuilt into the pneumatic system to limit duct pressure upstream of the bleed valve during a No Engine Bleed Takeoff, does not have enough flow capacity to limit pressure in the duct below the overpressure switchactivationpoint. Activation of the overpressure switchcauses the BLEED TRIP OFF Light to illuminate. The bleed system can be reset if duct |pressurefalls below the overpressure switch point. Duct pressure can be reduced by selectingthe engine anti-iceON. This bulletin includes a revised procedure which should not be accomplished untilthe airplane has reached a minimum of 1500 feet AGL or untilobstacle clearance height has been attained to maintainconsistency with the existing Operations Manual Supplementary Normal No Engine Bleed Takeoff and Landing procedure and to minimize crew work load during the initial takeoffphase of flight. The maximum TAT restriction set for anti-iceuse to tacilitatebleed tripreset has been increased from 10°C (50°F) 38°C (100°F). to This increase is acceptablefor this interim procedure due to the limited actuation time. Garrett Service Bulletin 3214446-36-1575, to be released in January 1993, will provide instructions for replacement of the current relief valve with a new higher capacity relief valve. Engineering productionchange PRR 35121 incorporates this higher capacity relief valve on airplanes from production line number 2452 and on. Page 1 of 2 OPERATIONS MANUALBULLETIN No. 92-3R1, dated October 30, 1992 (Continued) OPERATING INSTRUCTIONS Until Garrett Service Bulletin 3214446-36-1575 is incorporated, the following operating instructions are recommended: the BLEED TRIP OFF Liaht illuminates durina a No Enaine Bleed Takeoff and normalreset is not possible: If the Accomplish the following at a minimumof 1500 feet AGL or obstacle clearance height has been attainedand TAT is 38° (100° F) or below. C when ENGINE ANTI-ICESWITCH (Affected side)...............ON TRIP RESET SWITCH.......................................RESET CABIN PRESSURIZATION SYSTEM.....RECONFIGiJRE Reset the cabin pressurization system to normal configuration. ENGINE ANTI-ICESWITCH(ES)..............AS REQUIRED If the BLEED TRIP OFF Light remains illuminated: Accomplish the BLEEDTRIP OFF Checklist. OPERATIONS MANUAL INFORMATION Insert this Bulletin behind the Red Bulletin Record Page in Volume 1 of the Operations Manual. Amend the |Red Bulletin Record Page to show Red Bulletin 737-300/400/500-92-3R1 "lN EFFECT" (IE). IThis Operations Manual Bulletin willbe cancelled after Boeing is notifiedthat all affected airplanes in the operator's IIeet have been moditied by Garrett Service Bulletin 3214446-36-1575 or have incorporated PRR 35121 (production line number 2452 and on). If the operator does not plan to modifyallthe airplanes and would like to have the contents of this Bulletin incorporated in the Operations Manual, please advise Boeing accordingly. Please send all correspondence regarding Operations Manual Bulletin status to one of the following addresses: Mailing Address: Manager Flight Training 737 Model Boeing Commercial Airplane Group P.O. Box 3707 MS 2T-79 Seattle, WA. 98124-2207 USA Page 2 of 2 Fax Number: (206) 544-5816 Ig!gx: 329430 SI..TA: SEABO7X Station 627 Station 627 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DO CU ME NT EFFECTIVITY: D6-27370-306(KL), 329(SN), 330, 332, 33A(ClKIL),348(IN), 3K2, 3L9(DM), 405, 408(FI), 484, 490, 4C9, 4D7, 4K5, 408(C/KIL), 528, 53A(KIL),530, 5H3, 55D, 59D 737-300 737-400 737-500 NUMBER: DATE: - - - 92-4R1 92-4R1 92-4R1 December 18, 1992 SUBJECT: MAINBAITERY DISCHARGE REASON: This is a reissue of737-92-4, dated August 4, 1992, which informed crewsof a potential loss of main battery power inflight. provide The purpose ofthis reissue is to updatedocument effectivity, Information and to provideclosingactionfor the red bulletin. servicebuHetin asthe need arises for alert information which requiresprompt distribution. It is distributedto Operations Manual holders andto otherswho needearlyadviceofchangesto procedural and training information. This BuRetinis issued Information in thisbulletinis recommended by The BoeingCompany,but maynot be FAA approvedat the timeofwriting. In theeventof conflictwiththe FAA approvedAirplane FlightManual (AFM), the AFM shan supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing onthe safe operationof this model airplane. INSTRUCTIONS:Complete the columnsonthe Red BulletinRecorstor this bulletinat the timeof filing in the Operations Manual. File thisbuietin in numericalorderfonowing the Buietin Record Page(s). Operators other than those listed above should enter N/A in the BuHetinStatus column. THE FOLLOWING PROCEDURE ANDIOR INFORMATION IS EFFECTIVE UPON RECElPT BACKGROUNDINFORMATION Several operatorshave reported inflightdischarge andsubsequentloss ofmainbattery power. As a result, power is lost to the Hot BatteryBus andthe SwitchedHot BatteryBus. Investigations confirmthat welding of the contacts in the Battery Charger Transfer Relay cause the loss of power to the battery chargerand eventuallya discharged mainbattery. Only Airplanes equippedwith a larger battery chargerwhichprovides additionalstandbypower capacityare affected. When the BatteryCharger Transfer Relay transfersthe battery chargerto its attematesource (No. 2 Generator Bus), the sudden inrush of currentto the chargercanweld the Battery Charger Transfer Relay contacts. This would occur if the No. 1 Generator Bus loses power or if the No.2 Generator Bus is powered first. The weld may prevent transfer of the the battery charger back to its normal source (No. 1 Generator Bus) whenever power again becomes availableonthe No. 1 Generator Bus. With normalAC power, and the battery charger inoperative, battery life for a fullychargedbattery willbe greater thanten hours assumingno APU starts.APU startssignificantly reduce availablebattery life. Page 1 of 2 OPERATIONS MANUALBULLETIN No 92-4R1, dated December 18, 1992 (Continued) BACKGROUNDINFORMATION (Continued) of power to the Hot Battery Bus or Switched Hot Battery Bus, the fo!Iowingequipment is With the loss affected: 1. IRS the respective IRS shuts down during AC power transfers when there is no DC backup power available. - 2. THRUST REVERSERS powered from the Switched Hot BatteryBus. - withoutbattery power. Afterengineshutdown, only 3. EXTERNALPOWER cannotbe connected emergencyexitlighting willbe available. - 4. STANDBYPOWER manual selectionofstandbypower is notavailablewithouta chargedmain battery. - poweredfrom the Hot Battery Bus. 5. ENGINEANDAPU FIRE EXTINGUISHERSetc. 6. CLOCKS FMC timeswillbe unavailable,affectingETA's, fuel calculations, - 7. ENGINE FIRE HANDLES Engine Fuel ShutoffValve cannotbe levers must be used to shutdownan enginein case of fire. - closedusingfire handles. Start lBoeing Service Bulletin,737-24-1106, to be released in April 1993, willcorrectthe conditionby replacing the existingBattery ChargerTransfer Relay with a higher rated relay. All airplanesproduced afterproductionline number 2392 (delivered December 1992) have the higher rated relay. OPERATINGINSTRUCTIONS lUntil Service Bulletin 737-24-1106 is incorporated, a power source having power onlyon the No. 2 Generator Bus is recommended. transfersequence which never results in During initial power up and any subsequentpower sourcetransfers, insure that the No. 1 Generator Bus is powered priorto the No. 2 Generator Bus. Duringsecuringprocedures, insure thatthe No. 2 Generator Bus is disconnected priorto disconnecting the No. 1 Generator Bus. OPERATIONSMANUALINFORMATION Insert this Bulletin behind the Red Bulletin Record Page in Volume 1 of the Operations Manual. Amend the Red BulletinRecord Page to show Red Buietin 737-300/400/500-92-4R1"IN EFFECT' (IE). This Operations Manual Buietinwii be canceRed afterBoeing is notifiedthat allaffectedairplanesin the operatorsfleet have been modifiedby BoeingService Bulletin737-24-1106. If the operatordoes not plan to modifyaHthe airplanes and would like to have the contentofthis Buietin Incorporated in the Operations Manual, please adviseBoeing accordingly.Please send ai correspondenceregardingOperations Manual Bulletins statusto one of the following addresses: Mailina Address: FLIGHTTRAINING MANAGER, 737 MODEL BOEINGCOMMERCIAL AIRPLANEGROUP P. O. BOX3707 MS 2T-79 SEATTLE,WA. 98124-2207 USA FAXNUMBER: (206) 544-5816 IELEX' 2116° 329430 STATION627 Page 2 of 2 SEABOXO7STATION 627 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DOCUMENT EFFECTIVITY: All 737-300/400/500 NUMBER: 737-300 737-400 737-500 DATE: August 10, 1994 Operators 94-1 94-1 94-1 SU BJ ECT: RUNAWAYSTABILIZERPROCEDURE REASON: The purpose of this bulletin is notifyoperators of an intermittent stabilizertrim system anomaly and to provide additionalguidance when accomplishingthe Runaway Stabilizer procedure. This Bulletin is issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders and to others who need early advice of changes to procedural and traininginforniation. Information in this bulletin is recommended by The Boeing Company, but may not be FAA approved at the timeofwriting. In the eventof conflictwith the FAA approved Airplane Flight Manual (AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operation of this model airplane. INSTRUCTIONS: Complete the columns on the Red Bulletin Record for this bulletin at the time of filing in the Operations Manual. File this bulletin in numericalorderfollowing the Bulletin Record Page(s). Operators other than those listed above should enter N/A in the Bulletin Status column. THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECEIPT BACKGROI INDINFORMATION Four operatorshave reported instances of excessive stabilizertrimsystemcoasting (stabilizertrimwheel continues to rotate) after the controlwheel stabilizertrimswitcheshave been activatedand released. The reports indicate that when the pilot released the trimswitches, the stabilizer trimwheel coasted up to 40 turns (four units of trim). In some instances the trimwheel stopped moving in the commanded direction and then rotated up to 40 tums in the oppositedirection. The stabilizertrim main electric motorturns in onlyone direction. It drives the stabilizertrimactuator through two electro-magnetic clutches. One clutch is engaged for nose-up trim and the other is engaged for nosedown trim. Boeing examination of a suspect clutch showed thatthe reported coasting and/or reverse coasting of the stabilizermanual trimwheel was due to intermittent jammingof a clutchdisc in one of the clutch assemblies. As a result, the electricmotor will remain mechanicallyconnected to the stabilizer trimmechanical actuator gear system after the controlwheel stabilizertrimswitches have been released. With flaps down, the electric motorcan continue to rotate up to 40 additionalturns of the manual trim wheel after electrical power has been removed. With flaps up, manual trimwheel coasting is not significantbecause of the reduced trimmotor speed. The autopilottrimsystem, which uses a motor that tums in either direction and drives the stabilizer trimthrough a single clutch, does not exhibitthis problem. Page 1 of 2 OPERATIONSMANUALBULLETINNo. 94-1, dated August 10, 1994 (Continued) RECOMMENDED OPERATINGPROCEDURES inhibit and limit an out of trimcondition. Normal pilot The current Runaway Stabilizerprocedure will effectively reaction to a runawaystabilizerof opposingthe runaway with main electrictrimin additionto controlcolumn force willinitiallyresolve a runaway. The Runaway StabilizerChecklistrecallaction, "STABILIZERTRIM CUTOUT SWITCHES.....CUTOUT", willisolate the malfunctionif the runaway was caused by the main electric trimor autopilottrimsystems. The stabilizertrimcutoutswitchesonly remove electricalpower to the electric motors. If the trimwheel continues to rotate after this action has been taken, the recall action, "STABILIZERTRIM WHEEL.....GRASP AND HOLD", willprevent further runaway or coasting. Ifthe electric motor remains mechanicallyconnectedto the stabilizertrimmechanical actuator gear system because of a clutchmalfunction, actuating the stabilizertrimcutoutswitches to cutoutwill not immediately stopthe trimwheel rotation. Grasping the trimwheel will stopthe rotationmore quicklythan allowingthe trimwheel to coastto a stop, keeping the airplane more in trim. In accordance withthe procedure, trimthe stabilizermanuallyfor the remainder of the flight. OPERATIONS MANUALINFORMATION Insert this Bulletin behind the Red Bulletin Record Page in Volume 1 of the Operations Manual. Amend the Red Bulletin Record Page to show Red Bulletin 94-1 "IN EFFECT" (IE). This condition is under investigation. This bulletin remains in effect until further notice. Page 2 of 2 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DOCUMENT NUMBER: -329(SN), EFFECTIVITY: D6-27370-2/3H4, -33AC, -33AK,-33AL, -347(WA), -348R, DATE: -39A, -3A4A, -3B3, -3G7, -3K2, -3K9A, -3L9A, -3L9(DM), -3MS, -3Q4, -3Q8A, -3Q8G, -3S3, -353A, -3YOC,-3YOK, -3Y0L,-3Z6, -4Q8, -4YOC,-4YOK, -4YOL -300, -341, -322, -329, -358, -376, 737-300 88-9R1 737-400 88-4R1 April 15, 1992 -377, -468, SUBJECT: STANDBY HORIZON INDICATORDISPLAY REASON: This is areissue of 88-9(300) 88-4 (400) dated December 12, 1988 which advised flight crewsof a Localizer Pointer display anomalywhen a VOR is tuned. The purpose ofthis reissue is to update service bulletin information and provide action for the red bulletin. closing This Bulletin is issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders and to others who need early advice of changes to procedural and traininginformation. Information in this bulletin is recommendedby The Boeing Company, but maynot be FAA approvedat the timeof writing. In the eventofconflictwith the FAA approvedAirplane Flight Manual (AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operationofthis model airplane. INSTRUCTIONS: Complete the columns on the Red Bulletin Record for this bulletin at the time of filing in the Operations Manual. File this bulletin in numerical order following the Bulletin Record Page(s). Operators other than those listed above should enter N/A in the Bulletin Status column. THE FOLLOWING PROCEDURE AND/OR 1NFORMATION IS EFFECTIVE UPON RECEIPT BAÇKGROUND INFORMATION The Standby Horizon indicator can display misleading information when the #1 VHF NAV Radio is tunedto a VOR frequency, and the Standby Horizon Indicator 1LSselector is tunedto ILSor BCRS. Under these conditionsthe localizer pointer willshow an inaccurate display and the Localizer Flag will NOT come into view. An inappropriate course correction may result. l Corrective actionrequires an airplanewiringchange and a modification to the Standby Horizon Indicator. to address these changes. Boeing Service Bulletin 737 34-1244 was issued Until airplane modificationsare complete,to prevent incorrect interpretation of the information displayed on the Standby Horizon Indicator, the ILSSelector shouldnormallybe left in the OFF position. The selector should be moved from the OFF position onlywhen an ILS, Localizer or Backcourse Localizer approach is being made. If an approach is being made, the flight crew must verify that the VHF Navigation Radio is tuned to the correct frequency by aurallyidentifying the station prior to commencingthe approach. Page 1 of 2 OPERATIONS MANUAL BULLETINNo. 737-300 88-9R1/737-400 88-4R1, dated April 15, 1992 (Continued) OPERATIONS MANUALINFORMATION Insert this Bulletinbehind the Red BulletinRecord Page in Volume 1 of the Operations Manual. Amend the Red Bulletin Record Page to show Red Bulletin737-300 88-9R1/737-400 884R1 "IN EFFECT" (IE). This Operations Manual Bulletinwillbe cancelledafter Boeing is notifiedthat allaffectedairplanesin the operator'sfleet have been modifiedby Boeing Service Bulletin737 34-1244. If the operator does not plan to modifyallthe airplanesand would like to have the contentsof this Bulletin incorporated in the Operations Manual, please advise Boeing accordingly.Please send allcorrespondenceregarding Operations Manual Bulletinstatus to one of the following addresses: Mailing Address: Manager Flight Training 737 Model Boeing Commercial Airplane Group P.O. Box 3707 MS 2T-79 Seattle, WA. 98124-2207 USA Fax Number: (206) 544-5816 Iglex: 329430 Station 627 .611&: Page 2 of 2 SEABO7X Station 627 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DOCUMENT -329(SN), -33AC, -33AK, EFFECT1VITY: D6-27370-2/3H4, -33AL,-38B, -39A, -3A4, -A4A, -3B3, -347(WA) -35B, -3G7 -3H9, -3K9A, -3Q4, -3Q8A, -3Q8G, -3S3, -3TO, -3YOC,-3YOK, -3Y0L, -3Z8,-400, -46B, -4Q8, -4YOC,-4YOK, -4YOL -300, -377, -341, NUMBER: 737-400 89-2R3 737-300 89-2R3 April 15, 1992 DATE: SUBJECT: ENGINEFIRE/OVERHEAT WARNINGTEST RE A SO N: This is a reissue of 89-2R2 dated May 15, 1989 which advised flight crewsto perform an additionalfire/overheat waming check one minute after any power interruption to the Engine Fire Detection System. The purpose of this reissue is to update service bulletin information and provide closing action for the red bulletin. This Bulletinis issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders and to others who need early advice of changes to procedural traininginformation. and Information in this bulletin is recommended by The Boeing Company, but may not be FAA approved at the timeof writing. In the event ofconflictwith the FAA approvedAirplane Flight Manual (AFM),the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operation of this model airplane. INSTRUCTIONS: Complete the columns on the Red Bulletin Record for this bulletin at the timeof filing in the Operations Manual. File this bulletin in numerical order following the Bulletin Record Page(s). Operators other than those listed above should enter N/A in the Bulletin Status column. THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECEIPT BACKGROUND INFORMATION Walter Kidde Aerospace incorporated has reported a logic circuitanomaly which may cause a lock-up of the engine Fire Detection System. The lock-up may occur following initial electrical power application,power transfer,or power interruption to the Battery Bus. This can happen during initial power-up or during a power loss or transferto the Number 2 Generator Bus. A lock-up can be detected by conductinga Fire/Overheat Warning Check after any electricalpower transfers have been completed. This is done by placing the FAULT/INOP and OVHT/FIRETEST SWITCH to the OVHT/FIREposition and observing illumination of all Fire Warning Switches. Further investigation by Walter Kidde Aerospace incorporated has revealed the need to wait one minute atter any electricalpower transfersprior to conducting this check. It was discovered that it may take up to one minute for the enginefire warning logic lock-up to fully develop. Situations which will require a Fire/Overheat Warning Check, in addition to the normal check conducted prior to APU start, include: - - - Transfer of electrical power tromground power to the APU prior to engine start. Transfer of electrical power to the engine generators after start. After completionof the BUS OFF non-normal checklist for the Number 2 engine generator. Page 1 of 4 OPERATIONS MANUALBULLETIN No. 89-2R3, dated April 15, 1992 (Continued) BACKGROUNDINFORMATION(Continued) A successful check assures a fully operable system untilelectrical power is againtransferredor interrupted. Fire detection lock-up is thoughtto occur infrequently. The flightcrew willnot receive lock-up occurs and the lock-up condition may persist for an indefinitetime. any indication if a If the system fails to test due to a fire detection lock-up, normal operation may be restored by removing and then restoring electrical power to the Fire Detection System. After a one minute delay, if the Fire/Overheat Detection System stillfails to test successfully, takeoffshould not be initiatedor, if in flight,a landing at the nearest suitable airport should be accomplished. Service Bulletin737 26-1063 was issued to correct this condition. OPERATING INSTRUCTIONS Untilthe Service Bulletinis incorporated, the following Operating Instructions are recommended: Operators of airplanes with Walter Kidde Fire Detection systems should makethe following pen and ink changes: BEFORE START PROCEDUREand BEFORE START CHECKLIST After line item: *ANTICOLLIS IONL IGHT .-..............................ON Insert new line item: CHECK FIRE/ OVERHEATW ARNING After one minute check the Fire/Overheat Warning System by placing the FAULT/INOP and OVHT/FIRE TEST SWITCH to the OVHT/FIRE position and observing illumination of all Fire Warning Switches. .....................-....- _ .. ....- * ...............-.....---.--........--........ ................... AFTER START PROCEDUREand AFTER START CHECKLIST After line item: START I FvFRA Insert new line item: *FIRE/OVERHEAT WARNING After one minute check the Fire/Overheat Warning System by placing the FAULT/INOP and OVHT/FIRETEST SWITCH to the OVHT/FIREposition and observing illumination of all Fire Warning Switches. Page 2 of 4 Int F DFTFNT HFOK OPERATIONS MANUALBULLETINNo. 89-2R3, dated April 15, 1992 (Continued) OPERATINGINSTRUCTION(Continued) ENGINEFIRE,SEVEREDAMAGEOR SEPARATIONPROCEDUREand ENGINE FIRE,SEVERE DAMAGEOR SEPARATIONCHECKUST After line item: RTART & ON API I (if avniinhia) BUS Insert new line item: MFOK WARNING FIRE/OVERHEAT After one minute check the Fire/Overheat Waming System by placing the FAULT/INOP and OVHT/FIRETEST SWITCH to the OVHT/FIREposition and observing illumination of all Fire Waming Switches. ENGINE FAILUREAND SHUTDOWN PROCEDURE and ENGINE FAILUREAND SHUTDOWN CHECKLIST After line item: START & ONBUS APU (if ava iIa ble)........................................................................................ Insert new line item: WARNING.... CHECK FIRE/OVERHEAT After one minute check the Fire/Overheat Waming System by placing the FAULT/INOP and OVHT/FIRETEST SWITCH to the OVHT/FIRE position and observing illuminationof all ........................... ..... . .... .. .... ... . ... .... ............ .... . Fire Waming Switches. INFLIGHT ENGINE STARTPROCEDUREand INFLIGHTENGINE START CHECKLIST After line item: ELECTRICAL Insert new line item: FIRE/ OVERHEATW ARNING After one minute check the Fire/Overheat Warning System by placing the FAULT/INOPand OVHT/FIRETEST SWITCH to the OVHT/FIRE position and observing illuminationof all Fire Waming Switches. .............................................................................. .......................... ....................................................-............................ ... GENERATORON CHECK BUS OFF PROCEDURE and BUS OFF CHECKLIST Afterline item: ST ART & ONBUS APU (if ava iIa ble)..............................................................................................-... Insert new line item: FIRE/ OVERHEAT WARNING CHECK After one minute check the Fire/Overheat Warning System by placing the FAULT/INOP and OVHT/FIRETEST SWITCH to the OVHT/FIREposition and observing illumination of all Fire Waming Switches. ................................................................................................. Page 3 of 4 OPERATIONS MANUALBULLETIN No. 89-2R3, dated April 15, 1992 (Continued) OPERATING INSTRUCTION(Continued) LOSS OF BOTHENGINEDRIVEN GENERATORSPROCEDUREand LOSS OF BOTH ENGINE DRIVEN GENERATORSCHECKLIST After the title, add NOTE: the following note: One minute after any interruptionof power to number 2 Generator Bus, accomplish the FIRE/OVERHEAT WARNING CHECK by placing the FAULT/INOP and OVHT/FIRETEST SWITCH to the OVHT/FIREposition and observing illumination of all Fire Warning Switches. GENERATORDRIVELOW OILPRESSURE OR HIGH OILTEMPERATUREPROCEDUREand GENERATOR DRIVE LOW OILPRESSURE OR HIGH OIL TEMPERATURE CHECKLIST After line item: RTART & ON BUS API i (if avniinhia) Insert new line item: WARNINr, FIRE/OVERHEAT After one minute check the Fire/Overheat Warning System by placing the FAULT/INOP and OVHTIFIRETEST SWITCH to the OVHT/FIREposition and observingillumination of all Fire Warning Switches. HFOK If Fire/Overheat Warning Test is Unsuccessful: Land at the nearest suitableairport. OPERATIONS MANUAl, INFORMATION Insert this Bulletin behind the Red Bulletin Record Page in Volume 1 of the Operations Manual. Amend the Red Bulletin Record Page to show Red Bulletin 89-2R3 "1NEFFECT" (IE). This Operations Manual Bulletin will be cancelled after Boeing is notified that all affected airplanes in the operator's fleet have been modified by Boeing Service Bulletin 737 26-1063. If the operator does not plan to modifyall the airplanes and would like to have the contents of this Bulletin incorporated in the Operations Manual, please advise Boeing accordingly. Please send all correspondence regarding Operations Manual Bulletin status to one of the followingaddresses: Mailing Address: Manager Flight Training 737 Model Boeing Commercial Airplane Group P.O. Box 3707 MS 2T-79 Seattle, WA. 98124-2207 USA Fax Number (206) 544-5816 Telex: 329430 Station 627 : Page 4 of 4 SEABO7X Station 627 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 T DOCUMENT D6-27370-2/3H4, -306(KL), EFFECTIVITY: -39A, -33AC, -33AK,-33AL, -329(SN), -347(WA), -348R, -35B, -3A4, -3A4A, -3B3, -3G7, -3H9, -3K9A,-3L9A, -3L9(DM), -3MS,-3Q4, -3Q8G, -3S1, -3S3, -3TO, -300, -322, -388, -330, -376, -377, 737-400 737-500 , -340, -381, NUMBER: 737-300 90-2R1 -341, 90-2R1 90-2R1 -387, -3WO,-3Y0C, -3YOK,-3Y0L,-3Y0T,-3Z6, 3Z8, -3Z9, -46B, -4B6, -4D7, -4K5, -4YOC,-4YOK,-4YOL, -408(FI), -53AK,-53AL,-53C, -5YO -400, DATE: April 15, 1992 -405, -420, -500, SUBJECT: NONSELECTED MCP SETTINGCHANGES REASON: This is a reissueof 90-2 dated January 22, 1990 which advisedflight crewthat on 737 airplanesequippedwith SP-300 autopilots,that nonselected changes in MCP settings can occur. The purpose ofthis reissue is to update service bulletin information and provide closing action for the red bulletin. This Bulletin is issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders and to others who need early adviceof changes to procedural and traininginformation. Information in this bulletin is recommended by The Boeing Company, but may not be FAA approved at the time of writing. In the event of conflictwith the FAA approved Airplane Flight Manual (AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operation ofthis model airplane. INSTRUCTIONS: Complete the columns on the Red BulletinRecord for this bulletin at the time of filing in the Operations Manual. File this bulletin in numerical order following the Bulletin Record Page(s). Operators other than those listed above shouldenter N/A in the Bulletin Status column. THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECEIPT BACKGROUND INFORMATION There have been several reported instances of nonselected changes in the ALT, IAS/MACH and/or V/S display windows on the SP-300 autopilotMode Control Panel (MCP). Changes in altitude of more than 1000 feet have been reported. Two causes for these undesired changes in the MCP have been identified: inductively (EMI) and electricalpower interruptions. coupledtransients The FAA issued an AD, 88-NM-115-AD,requiring, as an interim action, the below information be incorporated into the Limitations Section of the FAA approvedAirplane Flight Manual (AFM). Boeing issued Service Bulletin 737-22A1098, dated January 17, 1991, to correct the conditions which caused nonselected changes in the MCP display windows. Page 1 of 3 OPERATIONS MANUALBULLETIN No. 90-2R1, dated April15, 1992 (Continued) BACKGROUND INFORMATION (Continued) I NPRM 91-NM-215-ADwas then issued directing the removal ofthe AFMlimitation upon completionofthe service bulletin. AUTOPILOT LIMITATIONS For airplaneswith SP-300 autopilotMode ControlPanels (MCP), flight crewsmust use the following procedures: 1. Check MCP 2. Following displayed. settingsafterany electricalpower interruptions. change in ALTselectionin the MCPwindow, check ALTdisplay to ensure desired altitudeis 3. Closely monitor altitude during aH altitudechanges to ensurethatthe autopilotcaptures and levels off at the desired altitude. KQIE: Standards instruments "caHouts", crewcoordination,and cross-checkingof MCP settingsand flight are necessary to detect any nonselected MCP display changes. RECOMMENDED OPERATING PROCEDURES I UntilService Bulletin73722A 1098 is installed, flight crewsshouldbe made aware ofthe following recommended operatingprocedure: MCP SETTINGCHANGES UNCOMMANDED The MCP selected and displayed settingsmay change without commandand with no alertwaming. Anytime electricalpower is interrupted: MCP Settings ............................................................................CHECK Anytime AND RESET AS NECESSARY the MCP selected altitude is changed: MCP Altitude .............................................................................CHECK AND RESET AS NECESSARY Closely monitor the altimeterduring all altitude changes to ensurethe autopilotacquires and levels off at the correct altitude. Use standardcaHouts, crewcoordination and cross-checkMCP settings with flight instruments to detect any uncommanded MCP changes. Page 2 of 3 OPERATIONS MANUALBULLETIN No. 90-2R1, dated April 15, 1992 (Continued) OPERATIONSMANUALINFORMATION Insert this Bulletin behind Red Bulletin Record Page the Red BulletinRecord Page in Volume 1 of the Operations Manual. Amend the to show Red Bulletin 90-2R1 "lN EFFECT" (IE). This Operations Manual Bulletinwillbe cancelledafter Boeing is notifiedthat allaffectedairplanes in the operator's fleet have been modifiedby Boeing Service Bulletin737 22 A1098. If the operator does not plan to modifyallthe airplanesand would like to have the contentsof this Bulletin incorporated in the Operations Manual, please advise Boeing accordingly.Please send allcorrespondenceregarding Operations Manual Bulletin status to one of the following addresses: Mailina Address: Manager Flight Training 737 Model Boeing Commercial Airplane Group P.O. Box 3707 MS 2T-79 Seattle, WA. 98124-2207 USA Fax Number: (206) 544-5816 Igigx: 329430 Station 627 .SITA: SEABO7XStation 627 Page 3 of 3 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DOCUMENT EFFECTIVITY: ALL 737 OPERATORS NUMb2R: 737-100/200 90-2 R2 737-300 90-3 R2 737-400 90-3 R2 737-500 90-4 R2 DATE: September 30,1991 SUBJECT: AUX1LIARY POWER UNIT(APU) STARTING REASON: To advise flight crews of the requirement for a qualified ground observer to monitor subsequent starts following an unsuccessful Auxiliary Power Unit (APU) ground start. This Bulletin is issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders and to others who need earlyadvice of changes to procedural and traininginformation. Information in this buitetin is recommended by The Boeing Company, but may not be FAA approvedat the time of writing. In the event of conflictwith the FAA approvedAirplane Flight Manual (AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing onthe safe operation ofthis model airplane. INSTRUCTIONS:Complete the columnson the Red Bulletin Record for this bulletin at the timeof filing in the Operations Manual. File this bulletin in numericalorder following the Bulletin Record Page(s). Operators other than those listed above shouldenter N/A in the Buttetin Status column. THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECElPT BACKGROUNDINFORMATION On January 22, 1990 an operator of a Boeing Model 737 series airplane experienced significant fire damage to the empennage. The damaged area was reported to be the elevator, trimtab and tail cone. This damage was due to Auxiliary Power Unit (APU) torching following an unsuccessful first start attempt. A previous incident occurred on March 17, 1989. Empennage damage similarto that of the most recent incident was reported. A torching APU start occurs when leftover fuel from a previous unsuccessful start attempt does not drain from the APU properlyand ignites during a subsequent start attempt. When a torching start occurs, the accumulated fuel in the APU tail pipe is consumed and the APU operation is otherwise normal. If unburned fuel mist were to be blown back onto the empennage surfaces during the initial unsuccessful start attempt, it is possible that a fire on the external surfaces of the empennage could occur if torching occurred during the next start attempt. The only means to detect the torchingstart and/or flames on the empennage surfaces is by an external observer. By the time the obsenter communicates to the crew that a torching start has occurred, the excess fuel will most likely have been consumed and the torching will have ceased. Unless the observer sees evidence that a fire exists on the empennage surface, no other flight crew action is required except for a normal APU shutdown to allowthe required inspections of the airplane surfaces to be made. If the observer sees fire on the airplane surfaces, the flight crew should advise the tower and request fire equipment. In this instance, the APU can also be shut down by normal procedures since Page 1 of 3 OPERATIONSMANUALBULLETINSNo. 90-2R2, 90-3R2, 90-3R2, 90-4R2, dated September 30, 1991 (Continued) BACKGROUNDINFORMATION (Cont.) the4PU Yireextinguishingsystem would not be effectiveto combat either the APU torching or the external surface fire. Inflight starting of the APU is not impaired because the fuel vapors are carried away from the airplane. Torching of any leftover fuel in the APU exhaust area will not damage the airplane. The Federal Aviation Administration (FAA) has issued an Airworthiness Directive (AD) effective March 12, 1990 requiring that after an unsuccessful ground start the APU be placarded to prohibit ground operation or that any subsequent APU ground start attempts be monitored by a ground observer". Nqualified The Boeing Company has designed a modifieddrain system to improve drainingof leftover fuel after an unsuccessfulAPU start. These modificationsare described under OPERATIONSMANUALINFORMATION below. OPERATINGINSTRUCTIONS For airplaneswith unmodifiedAPU drain systems,the following procedures apply: After any unsuccessful APU ground start, either placard the APU "NO GROUND STARTING"or accomplish the following during the subsequent ground start attempt(s): 1. Following any unsuccessful APU start attempt, the subsequent APU ground start attempt(s) must be monitored by a qualified ground observer to assure that the airplane is not damaged due to torching. 2. The placard may be removed and APU ground startingresumed without an observer, following appropriate maintenance action to determine and resolve the cause of the unsuccessful ground start, or successful ground or inflight starting and operation is accomplished. NOTE: In-flight starting and operating of the APU is not impacted by this action. OPERATIONSMANUAL INFORMATION File this Bulletin behind the Red Bulletin Record Page in Volume 1 of your Operations Manual. Revise the Red Bulletin Record Page to show Red Bulletin 90-2 R2 (737-100/200), 90-3 R2 (737-300/400) or 90-4 R2 (737-500) "In effect" (\E) as appropriate. This Operations Manual Bulletin will be cancelled after Boeing is notifiedthat all affected airplanes in the operators fleet have been modifiedby one of the following methods: 1. of a Garrett GTCP 85-129 APU with PRR 33890-86 incorporated (installs a modified drain systemon airplanes at production line number 2061 and on). 2. Incorporation of Service Bulletin737-49-1073 (installs the modifieddrain systemon airplanes delivered prior to incorporation of PRR 33890-86). 3. Installation 4. Installation of the Garrett GTCP 36-280 afternative APU (includes Installation ofthe Sundstrand APS 2000 alternative APU (includes the modifieddrain system). the modifieddrain system). Page 2 of 3 OPERATIONSMANUAL BULLETINSNo. 90-2R2, 90-3R2, 90-3R2, 90-4R2, dated September 30, 1991 (Continued) (Cont) OPERATIONSMANUALINFORMATION The FAA has approved the above four optionsas acceptablealternatemeans of compliance to the above Airworthiness Directive. If the operator does not plan to modifyall the airplanes and would like to have the content of this Bulletin incorporated in the Operations Manual, please advise Boeing accordingly. Please send all correspondence regarding this Operations Manual Bulletin to one of the following addresses: MANAGER OF FLIGHT TRAINING MODEL BOEING COMMERCIAL AIRPLANE GROUP P.O. BOX 3707 MS 2T-79 USA SEATTLE, WASHINGTON 98124-2207 TELEX: 329430 STATION 627 SITA: SEABO7X STATION 627 737 FAX: (206) 544-5816 Page 3 of 3 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DOCUMENT EFFECTIVITY: All 737-400 Operators SUBJECT: NUMBER: 737-400 90-5 DATE: December 20,1990 RESTRICTED CFM56-3C-1 ENGINE OPERATION REASON: To provide Quick Reference Handbook performance information to operate the CFM56-3C-1 engine at CFM56-3C-1 (23.5K) rating for use during takeoffoperations from airports with pressure altitude 2500 feet or lower and at CFM56-38-2 rating (22K) during all other operations until the engines are modified with new fan blades. This Bulletin is issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders and to others who need early advice of changes to proceduraf and training information. Information in this bulletin is recommended by The Boeing Company, but may not be FAA approved at the time of writing. In the event of conflictwith the FAA approved Airplane Flight Manual (AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operation of this model airplane. INSTRUCTIONS: Complete the columns on the Red Bulletin Record for this bulletin at the time of filing in the Operations Manual. File this bulletin in numerical order following the Bulletin Record Page(s). Operators other than those listed above should enter N/A in the Bulletin Status column. THE FOLLOWING PROCEDURE AND/OR 1NFORMATIONIS EFFECTIVE UPON RECElPT BACK ROUND INFORMATION Red Bulletin 737-400 89-5 responded to reports of fan blade fracture during climbon two 737-400 airplanes equipped with CFM56-3C-1 engines. Investigation of both incidents reveals that a fan blade had broken offjust above the mid span shroud and damaged other blades, sound suppressor material and trailingedge of the nose cowl. FAA telegraphic airworthiness directive T89-13-51 dated June 14, 1989 required all CFM56-3C-1engines to be operated at CFM56-3B-2 engine ratings (22K). Installation of Boeing Service Bulletin 737-71-1203, which limits the FMS and Autothrottle operation to CFM56-3B-2 rating was also required. Operations Manual Red Bulletin 737-400 89-5 dated June 14, 1989 provided the necessary QRH information for this operation. Red Bulletin 737-400 89-8 Rev 2 provided interim restoration of CFM56-3C-1 (23.5K) ratings for takeoff operations when airport pressure altitude is 2500 feet or lower. Manual thrust setting is required, with the autothrottle off throughout the takeoff. CFMI has produced a new fan blade design which allowsthe CFM56-3C-1 engine to be operated at the design thrust level of 23.5K when the new fan blades are installed on the engines through CFMI Bulletin 72- 543. Boeing Service Letter 737-SL-72-1 provides additional information regarding this modification. Page 1 of 3 737-400 OPERATIONSMANUALBULLETIN NO. 90-5, dated December 20, 1990 (Continued) INSTRt)ÇTIONS OPERATING UN-MODIFIEDENGINES For airplanes not equipped with both engines modifiedby CFMI Bulletin 72-543, the FAA has issued telegraphic airworthiness directive T89-13-51 dated June 14, 1989 which requires all CFM56-3C-1 enginesto be operatedat CFMS6-3B-2 engine ratings (22K). Operation ofthe CFM56-3C-1engineat CFM56-3B-2 rating (22K) without the PMC operating is not permitted. Both PMC's must be operative for airplane dispatch. Boeing Red Bulletin 737-400 89-5 provided Quick Reference Handbook (QRH) performance informationto operateat the CFM56-3B-2 rating. All customersnow have engine intermix authorityfor all737-400 airplanes and receive CFM56-3B-2 (22K) performance information in the performance sectionsof the Operations Manual and ORH. The following conservative takeoffweight decrements should be applied to CFM56-3C-1runway analyses until CFM56-3B-2 analyses are available: CLIMBOR OBSTACLE DECREMENT 4000 KG RUNWAYLIMITDECREMENT 2500 KG Prior to dispatch (8800 LB) (5500 LB) the following must be accomplished: FMC IDENT page: ENG RATING22K Verify NOTE: Boeing Service Bulletin 737-71-1203 which limits the FMS and Autothrottle operation to the CFM56-3B-2 rating must be installed in order to obtain the above FMC indication. Further revenue flight must not be undertaken until the service bulletin is installed. TAKEOFF PERFORMANCE AT 23.5K (3C-1) RATING: Boeing Red Bulletin 737-400 89-8 Rev 2 was issued for those situations when 22K (3B-2) performance is inadequate for the desired operating weights and conditions. Under these conditions, the takeoff may be scheduled at 23.5K (3C-1) ratings if the airport pressure altitude is 2500 feet or less. The 3C-1 takeott weight limitations and takeoff speeds are applicable for these conditions. The following limitations must be observed for all23.5K operations. altitudemust be 2500 feet or less. 1. Airport pressure 2. The autothrottle must be OFF and thrust must be set manually. 3. Both PMC's must be operative for airplane dispatch. 4. Max Takeoff thrust for 23.5K (3C-1) rating must not be used above 5000 feet pressure altitude,or the 5 minute timelimit,whichever occurs first. 5. Max Continuous thrust for 23.5K (3C-1) rating must not be used above 10,000 feet pressure altitude. 6. For landing at destination airportor when the landing weight is less 22 K (3B-2) Go-Around rating should be used. than maximum landing weight, the When takeoffhas been made at 23.5K (3C-1) rating, the 23.5K (3C-1) Go-Around rating should be used when returning to departure airportor diverting in an emergency situation, provided airport pressure altitude is 2500 feet or less and the landing weight is greater than maximum landing weight. Page 2 of 3 737-400 OPERATIONS MANUALBULLETIN NO. 90-5, dated December 20, 1990 (Continued) UN-MODIFIED ENGINES, Cont. FLIGHT PROCEDURES: Takeoff Manually set N1 bugs to 23.5K (3C-1) Max Takeoff N1 limit. Manually set Max Takeoff N1 by 60 Kt. Autothrottle must be OFF Climbout with Both Engines Operating When both engines are operating, climb to flap retraction height and set 22K (38-2) Max Climb Thrust. Autothrottle may be switched to ARM, and engaged. One Engine Inoperative Climbout Climb to flap retraction height, and retract flaps on schedule. At the end of cleanup, or at the takeott thrust timelimit, or at 5000 feet pressure altitude, whichever occurs first, manually set thrust to 23.5K (3C-1) Max Continuous NT. When all takeoff obstacles are cleared or no later than 10,000 feet pressure altitude, set N1 bugs to 22K (38-2) Max Climb N1 limit. Returning bugs to FMCcontrol will result in 22K (3B-2) limits. Reduce power to 3B-2 limit. Autothrottle may be switched to ARM, and engaged. Approach lf the landing weight is less than maximumlanding weight, set N1 bugs to 22K (38-2) Max Go-Around N1 Limit. Retuming bugs to FMCcontrol will result in 22K (3B-2) limits. Autothrottle may be switched to ARM, and engaged. In an emergency situation, if the airport pressure altitude for landing is 2500 ft or less, and the landing weight is greater than maximumlanding weight, manuallyset N1 bugs to 23.5K (3C-1) Max Go-Around N1 limit. Autothrottle must be OFF. ALLOTHER OPERATIONS: The CFM56-3B-2 (22K) ratings should be used for all other operations. MODIFIEDENGINES CFMI has engineered, tested and received certificationfor a fan blade modificationwhich will allow restoration of unrestricted 23.5K thrustCFM56-3C-1 operation. New engines will be manufactured with the new fan blades while CFMI Service Bulletin 72-543 will be used to retrofit existing engines. When the regulatory agency authorizes unrestricted operation of the CFM56-3C-1 engine, use the operating procedures and performance contained in the basic Operations Manual. Accomplishment of Boeing service Bulletin 737-71-1203 Part VI is necessary before the FMC and autothrottle will automaticallyset 23.5K thrust levels. OPERATIONS MANIJALINFORMATION Remove the Temporary issue pages supplied with Red Bulletin 737-400 89-5 and 89-8 Rev 2 in the front of your Operations Manual Volume 1 and Quick Reference Handbook (QRH). Insert the attached temporary page, dated December 20, 1990, in the front of the Quick Reference Handbook (QRH). Insert this Bulletin behind the Red Bulletin Record Page in Volume 1 of the Operations Manual. This Bulletin replaces Red Bulletin 737-400 89-5. Amend the Red Bulletin Record Page to show Red Bulletin 89-5 "CANCELLED" (CANC). This Bulletin also replaces Red Bulletin 737-400 89-8 Rev 2. Amend the Red Bulletin Record Page to show Red Bulletin 89-8 Rev 2 "CANCELLED" (CANC). This bulletin remains in effect until local regulatory agency approval to operate the CFM56-3C-1 engine at 23.5K thrust is granted. Page 3 of 3 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DOCU ME NT EFFECTIVITY: All 737-300/400/500 737-300 737-400 737-500 NUMBER: Operators - - - 92-3R1 92-3R1 92-3R1 October 30, 1992 DATE: SU BJ E CT: DURINGA NO ENGINEBLEEDTAKEOFF BLEEDTRIP OFF LIGHTILLUMINATING RE ASON: To inform crews that a BLEED TRIP OFF Light may iHuminateduring a No Engine Bleed Takeoff. This Bulletin is issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders and to others who need early advice of changes to procedural and training information. Information in this bulletin is recommended by The Boeing Company, but may not be FAA approved at the timeof writing. In the event of conflictwith the FAA approved Airplane Flight Manual (AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operationof this model airplane. INSTRUCTIONS: Complete the columns on the Red Bulletin Record for this bulletin at the timeof filing in the Operations Manual. File this bulletin in numerical order following the Bulletin Record Page(s). Operators other than those listed above should enter N/A in the Bulletin Status column. THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECEIPT BACKORQt)ND INFORMATIÇN IOperations Manual Bulletin 737-300/400/500-92-3 dated August 4, 1992 is being revised to update Service Bulletin information and to claritythe recommended operating procedure to include minimumaltitudeand maximum temperature restrictions. Several operators have reported that during a No Engine Bleed Takeott the BLEED TRIP OFF Light illuminated. The illumination occurs because a relief valve, specificallybuilt into the pneumatic systemto limit duct pressure upstream of the bleed valve during a No Engine Bleed Takeoff, does not have enough flow capacity to limitpressure in the duct below the overpressure switchactivationpoint. Activation of the overpressure switchcauses the BLEED TRIP OFF Light to illuminate. The bleed system can be reset ifduct |pressure falls below the overpressure switch point. Duct pressure can be reduced by selectingthe engine anti-iceON. This bulletin includes a revised procedure which should not be accomplished until the airplane has reached a minimum of 1500 feet AGL or until obstacle clearance height has been attained to maintain consistencywith the existing Operations Manual Supplementary Normal No Engine Bleed Takeoff and Landing procedure and to minimize crew work load during the initialtakeoff phase of 11ight. The maximumTAT restriction set for anti-iceuse to facilitate bleed trip reset has been increased from 10°C (50°F) 38°C (100°F). to This increase is acceptable for this interim procedure due to the limited actuation time. Garrett Service Bulletin 3214446-36-1575, to be released in January 1993, will provide instructions for replacement of the current relief valve with a new higher capacity relief valve. Engineering production change PRR 35121 incorporates this higher capacity relief valve on airplanes from production line number 2452 and on. Page 1 of 2 OPERATIONS MANUALBULLETINNo. 92-3R1, dated October 30, 1992 (Continued) OPERATING INSTRUCTIONS Until Garrett Service Bulletin 3214446-36-1575 is incorporated, recommended: the following operating instructions are Ifthe the BLEED TRIP OFF Licht illuminates durina a No Enaine Bleed Takeott and normal reset is not possible: Accomplish the following at a minimumof 1500 feet AGL or when obstacle clearance height has been attained and TAT is 38° (100° F) or below. C ENGINE ANTI-ICESWITCH (Affected side)...............ON TRIP RESET SWITCH.......................................RESET CABIN PRESSURIZATION SYSTEM.....RECONFIGURE Reset the cabin pressurization system to normal configuration. ENGINE ANTI-lCESWITCH(ES)..............AS REQUIRED If the BLEED TRIP OFF Light remains illuminated: Accomplish the BLEED TRIP OFF Checklist. OPFRATIONS MANI lAl INFORMATION Insert this Bulletin behind the Red Bulletin Record Page in Volume 1 of the Operations Manual. Amend the |Red Bulletin Record Page to show Red Bulletin 737-300/400/500-92-3R1 "lN EFFECT" (IE). lThis Operations Manual Bulletin willbe cancelled after Boeing is notified that allaffected airplanes in the operator's fleet have been modified by Garrett Service Bulletin 3214446-36-1575 or have incorporated PRR 35121 (production line number 2452 and on). If the operator does not plan to modifyallthe airplanes and would like to have the contents of this Bulletin incorporated in the Operations Manual, please advise Boeing accordingly. Please send all correspondence regarding Operations Manual Bulletin status to one of the following addresses: Mailina Address: Manager Flight Training 737 Model Boeing Commercial Airplane Group P.O. Box 3707 MS 2T-79 Seattle, WA. 98124-2207 USA Page 2 of 2 Fax Number: (206) 544-5816 Ig!B×: 329430 .SLTA: SEABO7X Station 627 Station 627 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DO CU MENT EFFECTIVITY: D6-27370-306(KL), 329(SN), 330, 332, 33A(C/K/L),348(IN), 3K2, 3L9(DM), 405, 408(F1), 484, 490, 4C9, 4D7, 4K5, 4Q8(C/KIL), 528, 53A(KIL), 530, 5H3, 55D, 59D 737-300 737-400 737•500 NUMBER: - - - 92-4R1 92-4R1 92-4R1 December 18, 1992 DATE: SUBJECT: MAINBATTERYDISCHARGE REASON: This is a reissue of 737-92-4, dated August 4, 1992, which informed crews of a potentia! Ioss of main battery power inflight. provide servicebunetin The purpose ofthisreissueis to update document effectivity, information andto provide closingactionfor the red buietin. This Bulletin is issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders andto otherswho needearlyadviceofchangesto procedural and training information. Information in this bulletin is recommended by The BoeingCompany, but maynot be FAA approvedat the timeofwriting. In theeventofconflictwiththe FAA approvedAirplane Flight Manual (AFM), the AFM shall supersede. The BoeingCompanyregards the information or procedures described herein as having a direct or indirect bearing on thesafe operation ofthismodelairplane. INSTRUCTIONS:Complete the columnson the Red BulletinRecordfor this bulletin at the timeof filing in the Operations Manual. File thisbunetin in numericalorder fonowing the Buietin Record Page(s). Operators other than those listed above should enter N/A in the Bu!Ietin Status column. THE FOLLOWING PROCEDURE ANDIOR INFORMATION IS EFFECTIVE UPON RECEIPT BACKGROUNDINFORMATION Several operatorshave reported inflightdischarge andsubsequentloss ofmainbattery power. As a result, power is lost to the Hot BatteryBus andthe SwitchedHot BatteryBus. Investigations confirmthat welding of the contacts in the Battery Charger Transfer Relay cause the loss of power to the battery chargerand eventuallya discharged main battery. Only Airplanes equippedwith a larger battery chargerwhichprovides additionalstandbypower capacityare affected. the BatteryCharger Transfer Relay transfersthe battery chargerto lts attematesource (No. 2 Generator Bus), the sudden inrush ofcurrentto the Charger can weld the BatteryCharger Transfer Relay contacts. This would occur it the No. 1 Generator Bus loses power or Ifthe No. 2 Generator Bus 1s powered first. The weld may prevent transferof the the battery charger back to its normal source (No. 1 Generator Bus) whenever power again becomes availableonthe No. 1 Generator Bus. With normalAC power, andthe battery charger inoperative, battery life for a fully chargedbattery willbe greater thanten hours assumingno APU starts.APU startssignificantly reduce availablebattery life. When Page 1 of 2 OPERATIONS MANUALBULLETIN No 92-4R1, dated December 18, 1992 (Continued) BACKGROUNDINFORMATION (Continued) With the loss of power tothe Hot Battery Bus or Switched Hot Battery Bus, the following equipment is affected: 1. IRS the respective IRS shuts down during AC power transfers when - available. there is no DC backup power 2. THRUST REVERSERS powered from the Switched Hot Battery Bus. - 3. EXTERNALPOWER cannotbe connectedwithoutbattery power. After engineshut down, only emergencyexitlighting willbe available. - 4. STANDBYPOWER battery. - manualselectionofstandbypower is not availablewithouta chargedmain 5. ENGINEANDAPU FIRE EXTINGUISHERSpowered from the Hot Battery Bus. - etc. 6. CLOCKS FMC timeswillbe unavailable,affectingETA's, fuel calculations, - 7. ENGINE FIREHANDLES Engine Fuel ShutoffValve cannot be levers must be used to shutdownan enginein case of fire. - closedusing fire handles. Start IBoeing Service Bulletin,737-24-1106,to be released in April1993, willcorrectthe conditionby replacing the existingBatteryCharger Transfer Relaywith a higher rated relay. All airplanesproduced after productionline number 2392 (delivered December 1992) have the higher rated relay. OPERATING INSTRUCTIONS lUntil Service Bulletin 737-24-1106 is incorporated, a power sourcetransfersequence which never results in having power onlyon the No. 2 Generator Bus is recommended. During initial power up and any subsequent power source transfers, Insure that the No. 1 Generator Bus is powered prior to the No. 2 Generator Bus. Duringsecuringprocedures, insure thatthe No. 2 Generator Bus is disconnected priorto disconnecting the No. 1 Generator Bus. OPERATIONS MANUALINFORMATION Insert this Bulletin behind the Red BulletinRecord Page in Volume 1 of the Operations Manual. Amend the Red Bulletin Record Page to show Red Bulletin737-300/400/500-92-4R1"lN EFFECT' (IE). This Operations Manual Bulletinwill be cancelledatter Boeingis notifiedthat allaffectedairplanesin the operatorsfleet have been modifiedby Boeing Service Bulletin 737-24-1106. If the operatordoes not plan to modifyallthe airplanesand would like to have the contentofthis Bulletin incorporated in the Operations Manual, please adviseBoeing accordingly.Please send allcorrespondenceregardingOperations Manual Bulletins statusto one ofthe following addresses: Mailina Address: FUGHTTRAINING MANAGER, 737 MODEL AIRPLANEGROUP BOEINGCOMMERCIAL P. O. BOX 3707 MS 2T-79 SEATTLE,WA. 98124-2207 USA FAXNUMBER: (206) 544-5816 IELEX: 329430 STATION 627 SIA: SEABOXO7STATION 627 Page 2 of2 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DOCUMENT EFFECTIVITY: All 737-300/400/500 NUMBER: 737-300 94-1 737-400 94-1 737-500 94-1 DATE: August 10, 1994 Operators SUBJECT: RUNAWAYSTABILIZER PROCEDURE REASON: The purpose of this bulletin is notifyoperators of an intermittent stabilizer trimsystem anomaly and to provide additional guidance when accomplishing the Runaway Stabilizerprocedure. This Bulletin is issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders and to others who need early advice of changes to procedural and traininginformation. Information in this bulletin is recommended by The Boeing Company, but may not be FAA approved at the timeof writing. In the event of conflictwith the FAA approved Airplane Flight Manual (AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operation of this model airplane. INSTRUCTIONS: Complete the columns on the Red Bulletin Record for this bulletin at the time of filing in the Operations Manual. File this bulletin in numericalorder following the Bulletin Record Page(s). Operators other than those listed above should enter N/A in the Bulletin Status column. THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECEIPT BACKGROt INDINFORMATION Four operators have reported instances of excessive stabilizertrimsystem coasting (stabilizertrimwheel continues to rotate) after the control wheel stabilizertrim switches have been activated and released. The reports indicate that when the pilot released the trimswitches, the stabilizer trimwheel coasted up to 40 turns (four units of trim). In some instances the trimwheel stopped moving in the commanded direction and then rotated up to 40 tums in the opposite direction. The stabilizertrimmain electricmotor turns in onlyone direction. It drives the stabilizertrimactuator through two electro-magnetic clutches. One clutch is engaged for nose-up trim and the other is engaged for nosedown trim. Boeing examination of a suspect clutch showed that the reported coasting and/or reverse coasting of the stabilizermanual trimwheel was due to intermittent jammingof a clutch disc in one of the clutch assemblies. As a result,the electric motor will remain mechanicallyconnected to the stabilizertrim mechanical actuator gear system after the control wheel stabilizertrim switches have been released. the electric motorcan continue to rotate up to 40 additionalturns of the manual trimwheel after electricalpower has been removed. With flaps up, manual trim wheel coasting is not significantbecause of the reduced trim motorspeed. The autopilottrim system, which uses a motorthat tums in either direction and drives the stabilizertrim througha single clutch, does not exhibit this problem. With flaps down, Page 1 of 2 OPERATIONSMANUALBULLETIN No. 94-1, dated August 10, 1994 (Continued) RECOMMENDED OPERATING PROCEDURES The current Runaway Stabilizerprocedure will effectivelyinhibit and limit an out of trimcondition. Normal pilot reaction to a runaway stabilizerof opposingthe runaway with main electrictrimin additionto controlcolumn force willinitially resolve a runaway. The Runaway StabilizerChecklistrecall action,"STABILIZERTRIM CUTOUT SWITCHES.....CUTOUT", will isolate the malfunctionif the runaway was caused by the main electric trimor autopilottrimsystems. The stabilizertrimcutout switchesonly remove electricalpower to the electric motors. Ifthe trimwheel continues to rotate after this action has been taken,the recall action, "STABILIZERTRIM WHEEL.....GRASP AND HOLD", will prevent further runaway or coasting. Ifthe electricmotor remains mechanicanyconnected to the stabilizertrimmechanical actuator gear system because of a clutchmalfunction, actuating the stabilizer trimcutout switchesto cutoutwillnot immediately stopthe trimwheel rotation. Grasping the trimwheel willstopthe rotationmore quicklythanallowingthe trimwheel to coastto a stop, keeping the airplane more in trim. In accordance with the procedure, trimthe stabilizermanuallyfor the remainder of the flight. OPERATIONSMANUALINFORMATION Insert this Bulletin behind the Red Bulletin Record Page in Volume 1 of the Operations Manual. Amend Red Bulletin Record Page to show Red Bulletin 94-1 "lN EFFECT" (IE). This condition is under investigation. This bulletin remains in effect untilfurther notice. Page 2 of 2 the OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DOCUMENT -306(KL), EFFECTIVITY: D6-27370-2/3H4, -33AC, -33AK, -33AL, -38B, -39A, -329(SN), -347(WA), -348R, -35B, -3B3, -3A4, -3A4A, -3G7, -3H9, -3K9A,-3L9A, -3L9(DM), -3MS,-3Q4, -3Q8G, -3S1, -3S3, -3TO, -300, -322, , -340, -330, -376, -377, -341, NUMBER: 737-300 90-2R1 737-400 90-2R1 737-500 90-2R1 -387, -381, -3WO,-3Y0C, -3YOK,-3Y0L,-3Y0T,-3Z6, 3Z8, -3Z9, -408(FI), -42C, -46B, -4B6, -4D7, -4K5, -4Y0C, -4YOK,-4YOL, -53AK,-53AL,-53C, -5YO -400, DATE: April 15, 1992 -405, -500, SUBJECT: NONSELECTEDMCP SETTINGCHANGES REASON: This is a reissueof 90-2 dated January 22, 1990 which advisedflight crewthat on 737 airplanesequippedwith SP-300 autopilots,that nonselected changes in MCP settings can occur. The purpose ofthis reissue is to update service bulletin information and provide closing action for the red bulletin. This Bulletin is issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders and to others who need early adviceof changes to procedural and traininginformation. Information in this bulletin is recommended by The Boeing Company, but may not be FAA approved at the time of writing. In the event of conflictwith the FAA approvedAirplane Flight Manual (AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operation ofthis model airplane. INSTRUCTIONS: Complete the columnson the Red Bulletin Record for this bulletin at the time of filing in the Operations Manual. File this bulletin in numerical order following the Bulletin Record Page(s). Operators other than those listed above should enter N/A in the Bulletin Status column. THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECEIPT BACKGROUND INFORMATION There have been several reported instances of nonselectedchanges in the ALT, IAS/MACH and/or V/S display windows on the SP-300 autopilotMode Control Panel (MCP). Changes in altitudeof more than 1000 feet have been reported. Two causes for these undesired changes in the MCP have been identified: inductively (EMI) and electricalpower interruptions. coupledtransients The FAA issued an AD, 88-NM-115-AD,requiring,as an interim action,the below information be incorporated into the LimitationsSection of the FAA approved Airplane Flight Manual (AFM). Boeing issued Service Bulletin 737-22A1098, dated January 17, 1991, to correctthe conditionswhich caused nonselected changes in the MCP display windows. Page 1 of 3 OPERATIONS MANUALBULLETINNo. 90-2R1, dated April 15, 1992 (Continued) BACKGROUND INFORMATION (Continued) l NPRM 91-NM-215-ADwas then issued directing the removal ofthe AFMlimitation uponcompletionofthe service bulletin. AUTOPILOT LIMITATIONS For airplaneswith SP-300 autopilotMode Control Panels (MCP), flight crewsmust use the following procedures: 1. Check MCP 2. Following se#ingsafterany electricalpower interruptions. change in ALTselectionin the MCP window, check ALTdisplay to ensure desired altitudeis displayed. 3. Closely monitoraltitude during the desired altitude. all altitudechanges to ensure that the autopilotcaptures and levels offat h(QIE: Standards "callouts",crewcoordination,and cross-checkingof MCP settings and flight instruments are necessaryto detect any nonselectedMCP display changes. RECOMMENDED OPERATING PROCEDURES UntilService Bulletin737 22A 1098 is installed, flight crewsshouldbe made awareofthe following recommended operating procedure: UNCOMMANDED MCP SETTINGCHANGES The MCP selectedand displayed settingsmay change without commandand with no alertwaming. Anytime electricalpower is interrupted: MCP Settings ............................................................................CHECK Anytime ANDRESET AS NECESSARY the MCP selected altitudeis changed: MCP Altitude .............................................................................CHECK AND RESET AS NECESSARY Closely monitor the altimeterduring all altitudechanges to ensure the autopilotacquires and levels offat the correct altitude. Use standardcallouts, crew coordination and cross-checkMCP settingswith flight instruments to detect any uncommanded MCP changes. Page 2 of 3 OPERATIONS MANUALBULLETIN No. 90-2R1, dated April 15, 1992 (Continued) OPERATIONS MANUAL INFORMATION insert this Bulletinbehind Red Bulletin Record Page the Red BulletinRecord Page in Volume 1 of the Operations Manual. Amend the to show Red Bulletin90-2R1 "lN EFFECT" (IE). This Operations Manual Bulletinwillbe cancelledafter Boeing is notifiedthat allaffectedairplanesin the have been modifiedby Boeing Service Bulletin737 22 A1098. If the operator does not plan to modify allthe airplanesand would like to have the contentsof this Bulletinincorporated in the Operations Manual, please advise Boeing accordingly.Please send allcorrespondenceregardingOperations Manual Bulletinstatus to one of the following addresses: operator'sfleet Mailing Address: Manager FlightTraining 737 Model Boeing Commercial Airplane Group P.O. Box 3707 MS 2T-79 Seattle, WA. 98124-2207 USA Fax Number (206) 544-5816 T.gleg: 329430 Station 627 SŒ&: SEABO7X Station 627 Page 3 of 3 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DOCUMENT EFFECTIVITY: ALL 737 OPERATORS NUMBER: 737-100/200 90-2 R2 737-300 90-3 R2 737-400 90-3 R2 737-500 90-4 R2 DATE: September 30,1991 SU BJE CT: AUXILIARYPOWER UNIT (APU)STARTING REASON: To advise flight crews of the requirement for a qualified ground observer to monitor subsequent starts following an unsuccessful Auxiliary Power Unit (APU) ground start. This Bulletin is issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders and to others who need early advice of changes to procedural and training information. Information in this bulletin is recommended by The Boeing Company, but may not be FAA approved at the time of writing. In the event of conflictwith the FAA approved Airplane Flight Manual (AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operationofthis model airplane. INSTRUCTIONS: Complete the columnson the Red Bulletin Record for this bulletin at the timeof filing in the Operations Manual. File this bulletin in numericalorder following the Bulletin Record Page(s). Operators other than those listed above should enter N/A in the Bulletin Status column. THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECEIPT BACKGROUNDINFORMATION On January 22, 1990 an operator of a Boeing Model 737 series airplane experienced significant to the empennage. The damaged area was reported to be the elevator, trimtab and tail cone. This damage was due to Auxiliary Power Unit (APU) torching following an unsuccessful first start attempt. A previous incident occurred on March 17, 1989. Empennage damage similar to that of the most recent incident was reported. fire damage A torching APU start occurs when leftover fuel from a previous unsuccessful start attempt does not drain from the APU properly and ignites during a subsequent start attempt. When a torching start occurs, the accumulated fuel in the APU tail pipe is consumed and the APUoperation is otherwise normal. If unburned fuel mist were to be blown back onto the empennage surfaces during the initial unsuccessful start attempt, it is possible that a fire on the external surfaces of the empennage could occur if torching occurred during the next start attempt. The only means to detect the torchingstart and/or flames on the empennage surfaces is by an external observer. By the time the observer communicates to the crew that a torching start has occurred, the excess fuel will most likely have been consumed and the torching will have ceased. Unless the observer sees evidence that a fire exists on the empennage surface, no other flight crew action is required except for a normal APU shutdownto allowthe required inspections of the airplanesurfaces to be made. If the observer sees fire on the airplane surfaces, the flight crew should advise the tower and request fire equipment. In this instance, the APU can also be shut down by normal procedures since Page 1 of 3 OPERATIONSMANUAL BULLETINSNo. 90-2R2, 90-3R2, 90-3R2, 90-4R2, dated September 30, 1991 (Continued) (Cont.) BACKGROUNDINFORMATION the APU fire extinguishingsystem would not be effectiveto combat either the APU torching or the external surface fire. Inflight starting of the APU is not impaired because the fuel vapors are carried away from the airplane. Torching of any leftover fuel in the APU exhaust area will not damage the airplane. The Federal Aviation Administration (FAA) has issued an Airworthiness Directive (AD) effective March 12, 1990 requiring that after an unsuccessful ground start the APU be placarded to prohibit ground operation or that any subsequent APU ground start attempts be monitored by a "qualified ground observerN The Boeing Company has designed a modifieddrain systemto improve draining of leftover fuel after an unsuccessful APU start. These modificationsare described under OPERATIONSMANUALINFORMATION I below. OPERATING INSTRUCTIONS For airplanes withunmodifiedAPU drain systems, the following procedures apply: After any unsuccessful APU ground start, either placard the APU "NO GROUND STARTING"or accomplish the following during the subsequent ground start attempt(s): 1. Following any unsuccessful APU start attempt, the subsequent APU ground start attempt(s) must be monitored by a qualified ground observer to assure that the airplane is not damaged due to torching. 2. The placard may be removed and APU ground starting resumed without an observer, following appropriate maintenance action to determine and resolve the cause of the unsuccessful ground start, or successful ground or inflight starting and operation is accomplished. NOTE: In-flight starting and operating of the APU is not impacted by this action. OPERATIONSMANUAL INFORMATION File this Bulletin behind the Red Bulletin Record Page in Volume 1 of your Operations Manual. Revise the Red Bulletin Record Page to show Red Bulletin 90-2 R2 (737-100/200), 90-3 R2 (737-300/400) or 90-4 R2 (737-500) "In effect" (IE) as appropriate. This Operations Manual Bulletin will be cancelled after Boeing is notifiedthat all affected airplanes in the operators fleet have been modifiedby one of the following methods: 1. Installation of a Garrett GTCP 85-129 APU with PRR 33890-86 incorporated (installs a modified drain systemon airplanes at production line number 2061 and on). 2. Incorporation of Service Bulletin 737-49-1073 (installs delivered prior to incorporation of PRR 33890-86). 3. Installation of the Sundstrand APS 2000 alternative APU (includes 4. Installation the modifieddrain system on airplanes the modifieddrain system). ofthe Garrett GTCP 36-280 alternative APU (includes the modifieddrain system). Page 2 of 3 OPERATIONSMANUAL BULLETINSNo. 90-2R2, 90-3R2, 90-3R2, 90-4R2, dated September 30, 1991 (Continued) OPERATIONSMANUALINFORMATION (Cont) The FAA has approvedthe above four options as acceptablealternatemeans of complianceto the above Airworthiness Directive. If the operator does not plan to modifyall the airplanes and would like to have the content of this Bulletin incorporated in the Operations Manual, please advise Boeing accordingly. Please send all correspondence regarding this Operations Manual Bulletin to one of the following addresses: MANAGER OF FLIGHT TRAINING MODEL BOEING COMMERCIAL AIRPLANE GROUP P.O. BOX 3707 MS 2T-79 98124-2207 USA SEATTLE, WASHINGTON TELEX: 329430 STATION 627 SITA: SEABO7X STATION 627 737 FAX: (206) 544-5816 Page 3 of 3 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DOCUMENT EFFECTIVITY: All 737-300/400/500 737-300 -92-3R1 737-400 92-3R1 737-500 92-3R1 NUMBER: Operators - - October 30, 1992 DATE: SU BJ E CT: BLEEDTRIP OFF LIGHT ILLUMINATING DURINGA NO ENGINEBLEEDTAKEOFF RE ASON: To inform crews that a BLEED TRIP OFF Light may illuminate during a No Engine Bleed Takeoff. This Bulletin is issued as the need arises for alert information which requires prompt distribution. It is distributed to Operations Manual holders and to others who need early advice of changes to procedural training information. and Information in this bulletin is recommended by The Boeing Company, but may not be FAA approved at the time of writing. In the event of conflictwith the FAA approved Airplane Flight Manual (AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operation of this model airplane. INSTRUCTIONS: Complete the columns on the Red Bulletin Record for this bulletin at the timeof filing in the Operations Manual. File this bulletin in numerical order following the Bulletin Record Page(s). Operators other than those listed above should enter N/A in the Bulletin Status column. THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECEIPT BACKGROl,JNDINFORMATION IOperations Manual Bulletin 737-300/400/500-92-3 dated August 4, 1992 is being revised to update Service Bulletin information and to clarifythe recommended operating procedure to include minimumattitude and maximum temperature restrictions. Several operators have reported that during a No Engine Bleed Takeoff the BLEED TRIP OFF Light The illumination occurs because a relief valve, specificallybuilt into the pneumatic system to limit duct pressure upstream of the bleed valve during a No Engine Bleed Takeoff, does not have enough flow capacity to limit pressure in the duct below the overpressure switch activationpoint. Activation of the overpressure switchcauses the BLEED TRIP OFF Light to illuminate. The bleed system can be reset if duct |pressure falls below the overpressure switch point. Duct pressure can be reduced by selectingthe engine anti-ice ON. illuminated. This bulletin includes a revised procedure which should not be accomplished until the airplane has reached a minimum of 1500 feet AGL or until obstacle clearance height has been attained to maintain consistency with the existing Operations Manual Supplementary Normal No Engine Bleed Takeoff and Landing procedure and to minimize crew work load during the initial takeoff phase of flight. The maximum TAT restriction set for anti-ice use to facilitate bleed tripreset has been increased from 10°C (50°F) 38°C (100°F). to This increase is acceptable for this interim procedure due to the limited actuation time. Garrett Service Bulletin 3214446-36-1575, to be released in January 1993, will provide instructions for replacement of the current relief valve with a new higher capacity relief valve. Engineering production change PRR 35121 incorporates this higher capacity relief valve on airplanes from production line number 2452 and on. Page 1 of 2 OPERATIONSMANUALBULLETINNo. 92-3R1, dated October 30, 1992 (Continued) OPERATING INSTRUCTIONS Until Garrett Service Bulletin 3214446-36-1575 is incorporated, the following operatinginstructions are recommended: If the the BLEED TRIP OFF Light illuminates during a No Engine Bleed Takeott and normal reset is not possible: Accomplish the following at a minimumof 1500 feet AGL or when obstacleclearance height has been a#ainedand TAT is 38° (100° F) or below. C ENGINE ANTI-ICE SWITCH (Affected side)...............ON TRIP RESET SWITCH.......................................RESET CABIN PRESSURIZATION SYSTEM.....RECONFIGURE Reset the cabinpressurizationsystem to normal configuration. ENGINE ANTI-ICE SWITCH(ES)..............AS REQUIRED If the BLEED TRIP OFF Liaht remains illuminated: Accomplish the BLEED TRIP OFF Checklist. OPERATIONS MANUALINFORMATION Insert this Buttetin behind the Red Bulletin Record Page in Volume 1 of the Operations Manual. Amend |Red Bulletin Record Page to show Red Bulletin 737-300/400/500-92-3R1 "lN EFFECT" (IE). the IThis Operations Manual Bulletin willbe cancelled after Boeing is notifiedthat all affected airplanes in the operator's fleet have been moditied by Garrett Service Bulletin 3214446-36-1575 or have incorporated PRR 35121 (production line number 2452 and on). If the operator does not plan to modifyall the airplanes and would like to have the contents of this Bulletin incorporated in the Operations Manual, please advise Boeing accordingly. Please send all correspondence regarding Operations Manual Bulletin status to one of the following addresses: MailingAddress: Manager Flight Training 737 Model BoeingCommercialAirplane Group P.O. Box 3707 MS 2T-79 Seattle, WA. 98124-2207 USA Page 2 of 2 Fax Number: (206) 544-5816 1912×.: 329430 Station 627 SJIA: SEABO7X Station 627 OPERATIONS MANUAL BULLETIN THE BOEING COMPANY, SEATTLE, WASHINGTON 98124 DO CU ME NT EFFECTIVITY: D6-27370-306(KL), 329(SN), 330, 332, 33A(C/K/L),348(IN), 3K2, 3L9(DM), 405, 408(FI), 484, 490, 409, 4D7, 4K5, 408(C/K/L), 528, 53A(KIL),53C, 5H3, 55D, 59D 737-300 737-400 737-500 NUMBER: - · - 92-4R1 92-4R1 92-4R1 December 18, 1992 DATE: SUBJECT: MAINBATTERYDISCHARGE REASON: This is a reissue of 737-92-4, dated August 4, 1992, which informed crews of a potentia! loss of main battery power inflight. provide servicebulletin The purpose ofthisreissue is to updatedocument effectivity, information and to provideclosingactionfor the red bunetin. This Bulletin is issued as the need arises for alert information whichrequires prompt distribution. It is distributed to Operations Manual holders andto otherswho need earlyadviceofchangesto procedural and traininginformation. Information in thisbulletin is recommended by The BoeingCompany,but maynot be FAA approvedat the timeofwriting. In theeventof conflictwiththe FAA approvedAirplane Flight Manual (AFM), the AFM shaH supersede. The Boeing Companyregards the Information or procedures described herein as having a direct or indirect bearing on thesafeoperationof this modelairplane. INSTRUCTIONS:Complete the columnsonthe Red BulletinRecor6tor this bulletin at the timeof filing in the Operations Manual. Filethisbulletin in numericalorderfollowing the BulletinRecord Page(s). Operators other than those listed above should enter N/A in the Bulletin Status column. THE FOLLOWING PROCEDURE ANDIOR INFORMATION IS EFFECTIVE UPON RECEIPT BACKGROUNDINFORMATION Several operatorshave reported inflightdischarge andsubsequentloss ofmainbattery power. As a result, power is lost to the Hot BatteryBus andthe SwitchedHot BatteryBus. Investigations confirmthat welding of the contacts in the Battery Charger Transfer Relay cause the loss of power to the battery chargerand eventuallya discharged mainbattery. OnlyAirplanes equippedwith a larger power capacityare affected. battery chargerwhichprovides additionaistandby When the BatteryCharger Transfer Relay transfersthe battery chargerto its altematesource (No. 2 Generator Bus), the sudden inrush ofcurrentto the chargercan weld the Battery Charger Transfer Relay contacts. This would occur if the No. 1 Generator Bus loses power or Ifthe No. 2 Generator Bus is powered first. The weld may prevent transfer of the the battery charger back to its normal source (No. 1 Generator Bus) whenever power again becomes avallableonthe No. 1 Generator Bus. With normal AC power, andthe battery charger inoperative, battery lite for a fu!Iychargedbattery willbe greater thanten hours assumingno APU starts.APU startssignificantly reduce availablebattery life. Page 1 of 2 OPERATIONS MANUALBULLETINNo 92-4R1, dated December 18, 1992 (Continued) BACKGROUNDINFORMATION (Continued) With the loss of power to the Hot Battery Bus or Switched Hot Battery Bus, the following equipmentis affected: 1. IRS the respective IRS shuts down during AC power transferswhen there is no DC backup power available. - 2. THRUSTREVERSERS powered from the Switched Hot Battery Bus. - 3. EXTERNALPOWER cannotbe connectedwithoutbattery power. After engineshut down, only emergencyexitlighting willbe available. - 4. STANDBYPOWER manual selectionofstandbypower is not availablewithouta chargedmain battery. - poweredfrom the Hot Battery Bus. 5. ENGINEANDAPU FIRE EXTINGUISHERS6. CLOCKS FMC timeswillbe unavailable,affectingETA's, fuel calculations, etc. - 7. ENGINEFIREHANDLES Engine Fuel ShutoffValve cannotbe levers must be used to shutdownan engine in case of fire. - closedusingfire handles. Start BoeingService Bulletin,737-24-1106, to be released in April 1993, willcorrectthe conditionby replacing the existingBauery ChargerTransfer Relaywith a higher rated relay. A11airplanes produced afterproductionline number 2392 (delivered December 1992) have the higher rated relay. OPERATINGINSTRUCTIONS lUntil Service Bulletin 737-24-1106 is incorporated, a power sourcetransfersequence which never results in having power onlyon the No. 2 Generator Bus is recommended. During initial power up and anysubsequentpower sourcetransfers,insure that the No. 1 Generator Bus is powered prior to the No. 2 Generator Bus. During securingprocedures, insure thatthe No. 2 Generator Bus is disconnected prior to disconnecting the No. 1 Generator Bus. OPERATIONS MANUALINFORMATION Insert this Bulletin behind the Red Bulletin Record Page in Volume 1 ofthe Operations Manual. Amend the Red Bulletin Record Page to show Red Bulletin737-300/400/500-92-4R1'1NEFFECT"(IE). This Operations Manual Bulletinwillbe cancelledafterBoeing is notifiedthatallaffectedairplanesin the operatorsfleet have been modifiedby BoeingService Bulletin737-24-1106. If the operatordoes not plan to modifyallthe airplanes and would like to have the contentofthis Bulletinincorporated in the Operations Manual,please adviseBoeing accordingly.Please send allcorrespondenceregardingOperations Manual Bulletinsstatusto one of the following addresses: Mailina Address: FUGHTTRAINING MANAGER, 737 MODEL AIRPLANEGROUP BOEINGCOMMERCIAL P. O. BOX 3707 MS 2T-79 SEATTLE,WA. 98124-2207 USA FAXNUMBER: (206) 544-5816 IELEX: 329430 STATION 627 SIIA: SEABOX07STATION 827 Page 2 of 2 OPERATIONSMANUAL INFORMATION COPY D6-27370-400E Document BLUE BULLETIN RECORD Manual Bulletins (Blue) are issued by The Boeing Commercial Company as the need arises. They are expressly for your Operations Manual for purposes unique to your airplanes or operations. These bulletins are printed on blue paper and should be filed following the Operations Manual Bulletin Tab. should be New or replacement pages provided in a Blue Bulletin in the appropriate in inserted sections of the Operations ManuaL as indicated Operations Airplane the filing instructions on the cover sheet. transmit information which requires issuance before the next to the Operations Manual. Subject matter is normatty related to (a) configuration changes resulting from new airplane purchases or service to bulletin (b) information that is proprietary or peculiar incorporation, Blue bulletins formal revision of customer-originated manual or operations, or (c) publication that contract for this service. your revisions for customers To facilitate bulletins are numbered in sequence as they are accountability, issued for your manual. Each bulletin should be recorded on this record as received. When appropriate, the next formal revision will include a replacement for this Bulletin Record page listing all bulletins (Blue) issued to date and the status of each as follows: IN EFFECT (IE) - is not otherwise in the manual. The bulletin contains current and pertinent information which covered in the Operations Manual. The bulletin should remain INCORPORATED (INC) Appropriate Operations Manual. The bulletin Additional information regarding in the Highlights of the Revision - The bulletin be removed from the manual. CANCELLED(CANC) BULLETIN NUMBER TBCE-1 - information has been incorporated into this cover sheet may be removed from the manual. the disposition of bulletins will be contained Record Transmittal is no longer BULLETIN BULLETIN INITIALS DATE STATUS in effect, BULLETIN NUMBER the cover sheet should BULLETIN DATE BULLETIN INITIALS STATUS TBCE-13 -2 -14 -3 -15 -4 -16 -5 -17 -6 -18 -7 -19 -8 -20 -9 -21 -10 -22 -11 -23 -12 -24 MAR16/94 Sheet. 00.04.01 OPERATIONSMANUAL REVISION SERVICE GENERAL INFORMATION SERVICE BULLETIN INCORPORATION Under the terms of the current Boeing Revision Service PoLicy, customers entitled to regular Operations Manual revision service witt be furnished with Service Buttetin revisions appropriate to their manual, provided the Boeing Company is notified that incorportion of such Service Buttetin has been accomplished in at Least one of his aircraft. When so advised by the is customer, the Service Bulletin screened for impact on operating procedures and descriptions. If witL be appropriate, the information incorporated into the Operations Manual the next scheduted revision. during Manual will then reflect The Operations both pre- and post-Service Bulletin configurations. When advised by the customer that the complete fleet has been modified, the Operations Manual wiLL be revised to refLect onty the post-Service Bulletin configuration. 401 00.04.02 NOV 01/88 OPERATIONSMANUAL PAGE DATE CODE VOLUME1 TITLE PAGE PAGE DATE CODE 00.05 (coNTINUED) PAGE 02.02 BLANK 10 * * 01 02 AUG 19/94 BLANK 437.1 01 02 DEC 15/87 BLANK 401 00.00 LIMITATIONS 00.01 * 01 02 03 04 05 06 07 08 09 10 11 12 13 14 DEC 15/87 DEC 15/87 AUG 19/94 DEC 15/87 JUL 07/94 JUL 07/94 JUL 07/94 JUL 07/94 JUL 07/94 JUL 07/94 JUN 14/91 DEC 15/87 MAY15/88 BLANK 31 32 33 34 35 36 01.00 401 401 402.1 401 401 402 401 401 401 401 401 401 402 01 02 DEC 20/91 DEC 15/87 401 401 01 02 03 AUG 19/94 DEC 18/92 JAN 26/94 JAN 26/94 425.1 413 407.2 403 01.10 * * 04 CODE (CONTINUED) 401 NOV 01/88 401.2 DEC 18/92 401 JUL 23/93 DEC 18/92 401 403 JUN 14/91 401 NOV 01/88 401 NOV 01/88 403 NOV 01/88 403 NOV 01/88 JUL 07/94 404 402 JUL 23/93 405 JUL 23/93 . 25 26 27 28 29 30 TAB DATE SUPPLEMENTARYNORMAL PROCEDURES TAB 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JAN 26/94 MAY15/88 AUG 15/90 403 418 418 401 401 02.01 OPERATIONSMANUAL REVISIONS AND BULLETINS TAB 02.04 00.02 01 02 JUL 07/94 NOV 01/88 425 401 01 02 03 420.1 407.1 403.1 04 AUG 19/94 AUG 19/94 AUG 19/94 BLANK 01 02 MAR16/94 NOV 01/88 435 401 02.02 00.03 * * * * * 00.04 * * LIST OF EFFECTIVE PAGES 00.05 * * * * * * * * * 01 02 03 04 05 06 07 08 09 AUG 19/94 AUG 19/94 AUG 19/94 AUG 19/94 AUG 19/94 AUG 19/94 AUG 19/94 AUG 19/94 AUG 19/94 TBCE TBCE TBCE TBCE TBCE TBCE TBCE TBCE TBCE * = REVISED, ADDEDOR DELETED TBCE AUG 19/94 * 08A 08B 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 * 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 02.05 01 02 03 04 05 VOLUMEI EFFECTIVE PAGES D6-27370-400E 00.05.01 CONTINUED FF F ÆBEINF OPERATIONSMANUAL DATE PAGE 02.05 D6 07 08 09 * * 10 11 12 13 14 CODE PAGE (CONTINUED) 02.15 JUL 22/92 402 DEC 15/87 401 * JUL 23/93 403 DEC 18/92 401 JUL 22/92 402 JUL 23/93 401 DEC 15/87 401 JUL 23/93 401.2 02.17 MAY15/88 401.2 02.06 01 02 03 04 05 06 07 08 DEC DEC DEC DEC DEC DEC DEC DEC 18/92 18/92 18/92 18/92 20/91 18/92 18/92 18/92 402 404 401 401 401 401 401 401 MAY15/88 MAY15/88 JUL 22/92 MAY15/88 DEC 18/92 DEC 18/92 AUG 02/91 BLANK 401 401 403 401 401 401 404 DEC 20/91 JAN 26/94 405 409 405 02 JAN 26/94 BLANK 01 02 DEC 18/92 BLANK 401 02 03 04 407 402 403.2 402 402 401 01 02 03 04 JUL 23/93 DEC 20/91 JUL 22/92 BLANK 401 401 401 02 02A 02B 05 06 07 08 09 * * 02.09 01 02.23 SEP 08/92 DEC 20/91 DEC 20/91 DEC 20/91 DEC 20/91 JUL 07/94 01 01 02 03 04 02.08 01 PAGE CODE 02.10 * 10 11 12 12A 12B 13 14 15 16 17 18 19 20 21 22 23 24 25 26 NON-NORMALPROCEDURES JUL 07/94 BLANK 402 JAN 26/94 JUL 22/92 JUL 22/92 JUL 22/92 JAN 26/94 NOV 01/88 FEB 15/91 MAY15/88 NOV 01/89 MAY15/89 NOV 01/88 SEP 08/92 MAR12/93 NOV 01/88 NOV 01/88 NOV 01/89 NOV 01/89 DEC 15/87 NOV 01/89 JUL 07/94 JUL 07/94 JUL 07/94 JAN 26/94 JAN 26/94 DEC 18/92 JUL 07/94 JUL 07/94 NOV 01/88 402 404 402 401 401 401 404 401 401 401 401 402 405.2 401.2 401 401 401 401 401 401 404 402 403 401 403 401 403 401.2 01 JUL 22/92 MAY15/88 DEC 15/87 DEC 15/87 401 401 401 401 JUL 22/92 BLANK 401 02.13 03 02 03 04 02.14 04 DEC 18/92 DEC 20/91 NOV 01/88 JUL 22/92 401 401 401 401 DEC 15/87 JUL 23/93 AUG 19/94 JUL 23/93 JUL 22/92 NOV 01/89 JUN 14/91 AUG 15/90 401 401 401.1 401 401 401 405.2 401 02.23 * 01 02 * JUL 07/94 BLANK 401 01 02 JUL 22/92 DEC 20/91 401 401 01 02 03 04 05 06 07 08 NOV 01/89 DEC 20/91 DEC 20/91 JUL 23/93 DEC 20/91 DEC 20/91 DEC 20/91 BLANK 402 401 401 403 402 401 402 01 02 03 04 10 11 12 13 14 15 16 JUL 07/94 JAN 26/94 JUL 07/94 JUL 07/94 JAN 26/94 MAY15/88 JUL 22/92 JUL 07/94 JAN 26/94 DEC 20/91 JUL 23/93 JAN 26/94 JAN 26/94 JUL 07/94 JAN 26/94 JAN 26/94 JAN 26/94 BLANK 405 401 401 401 401 401 401 403 406 403.2 404 402 401 401 401 404 402 01 02 03 04 FEB 01/89 FEB 07/92 JUL 23/93 BLANK 404 404 403 03.04 03.05 04A 04B 05 06 07 08 09 * * VOLUMEI EFFECTIVE PAGES 00.05.02 01 02 03.06 01 02 03 04 05 06 07 08 CONTINUED TAB 03.01 02.21 01 02 CODE 03.00 02.12 01 02 DATE (CONTINUED) 401 JUL 22/92 401 NOV 01/88 NOV 01/88 401 401 MAY15/88 401 MAY15/89 BLANK 09 10 11 12 13 14 02.19 02.07 01 02 03 04 05 06 07 08 DATE D6-27370-400E = REVISED, ADDEDOR DELETED TBCE AUG 19/94 OPERATIONSMANUAL PAGE DATE CODE 03.07 04 05 06 07 08 JUL 07/94 DEC 18/92 MAY15/88 DEC 18/92 JUL 07/94 JUL 23/93 JUL 07/94 BLANK CODE AUG 15/90 JUL 22/92 JUL 22/92 DEC 18/92 DEC 18/92 JUL 22/92 401 401 401 401 401 403 02 03 04 05 06 AUG 15/90 DEC 20/91 DEC 18/92 DEC 20/91 401 401 404 401 03 04 401 401 401 02A 02B 03 04 05 06 07 08 09 10 JUL 23/93 JAN 26/94 JAN 26/94 JUL 23/93 JAN 26/94 DEC 20/91 DEC 20/91 DEC 20/91 JUL 07/94 DEC 20/91 SEP 08/92 DEC 20/91 405 401 401 402 402 402 402 402 401 403 404 401 01 02 03 401 402 403.2 402 01 02 03 04 05 06 07 08 DEC 15/87 DEC 18/92 DEC 18/92 DEC 20/91 DEC 18/92 JUL 23/93 DEC 20/91 BLANK- 401 403 404 402 402 401 401 * = REVISED, ADDEDOR DELETED TBCE AUG 19/94 * * 401 401 401 401 401 401 13 14 15 16 17 18 19 20 21 22 23 24 25 * 26 * 27 28 29 30 31 32 33 34 35 36 * * * * * * * 01 02 TAB 02A 028 03 04 04.00 01 02 JUL 07/94 BLANK 401 05 06 07 08 04.01 02 JAN 26/94 DEC 18/92 401 401 01 02 03 04 AUG 19/94 SEP 08/92 SEP 08/92 BLANK 402.1 405 405 JUL 07/94 JUL 07/94 DELETE DELETE DELETE DELETE DELETE DELETE DELETE DELETE DELETE DELETE DELETE DELETE DELETE DELETE DELETE DELETE DELETE DELETE DELETE DELETE DELETE DELETE CODE (CONTINUED) 401.2 401.2 * 01 02 03 04 05 06 04.03 * OOA 00B * 01 02 03 04 05 06 07 08 09 * * * * * * * * NOV 01/89 DEC 20/91 JUL 07/94 NOV 01/89 JUL 23/93 JUL 23/93 DEC 20/91 AUG 15/90 DEC 20/91 BLANK 401 401 401 402 401 403 402 402 401 JUL 07/94 JUL 07/94 AUG 15/90 JUL 07/94 JUL 23/93 JAN 26/94 DEC 18/92 FEB 15/91 AUG 15/90 JAN 26/94 AUG 15/90 JAN 26/94 JAN 26/94 JUL 07/94 JAN 26/94 JAN 26/94 JAN 26/94 BLANK 401 405 401 401 401 403 401 403 401 401 401 402 401 401 401 401 402 04.05 04.02 * 401 401 401 401 401 401 401 401 402 JUL 23/93 DEC 20/91 NOV 01/88 DEC 20/91 NOV 01/88 NOV 01/88 CHECKLISTS * DEC 15/87 JAN 26/94 DEC 20/91 DEC 18/92 DEC 20/91 BLANK DATE 04.04 * 01 02 03 04 05 06 * * 01 02 03 04 05 06 03.12 03.13 DEC 15/87 DEC 15/87 DEC 20/91 JAN 26/94 03.17 01 DEC 18/92 SEP 08/92 JUL 23/93 JUL 23/93 401 402 * 03.11 01 02 03 04 * * * 03.10 01 02 * * * 04 MAY15/88 DEC 18/92 DEC 20/91 BLANK * * DEC 15/87 JUL 23/93 03.16 03.09 01 02 * * 03.15 01 02 01 02 03 04 PAGE 04.03 01 401 402 402 404 403 403.2 401 03.08 * DATE 03.14 01 02 03 * PAGE 10 11 12 AUG 19/94 JUL 23/93 JUL 07/94 JUL 07/94 JUL 07/94 JUL 07/94 DEC 20/91 JUL 22/92 JUL 07/94 JUL 07/94 JUL 07/94 JUL 07/94 JUL 07/94 JUL 07/94 433.1 401 402.2 401.2 401.2 401.2 401.2 401.2 401.2 401.2 401.2 401.2 401.2 401.2 06A 069 07 08 09 10 11 12 13 14 15 16 VOLUME1 EFFECTIVE PAGES D6-27370-400E 00.05.03 CONTINUED OPERATIONSMANUAL PAGE DATE CODE DEC 15/87 JUL 23/93 MAY15/88 JUL 23/93 JUL 23/93 BLANK 401 404 402 410 401 401 401 402 404 408 404 401.2 08 JUL 07/94 JUL 07/94 MAY15/88 JUL 22/92 JUL 07/94 JUL 23/93 JUL 07/94 BLANK 01 02 03 04 05 06 DEC 15/87 AUG 15/90 NOV 01/88 DEC 18/92 AUG 15/90 BLANK 401 401 401 404 401 01 DEC 15/87 MAY15/88 DEC 18/92 DEC 20/91 401 401 401 401 PAGE CODE 01 02 03 04 05 06 07 08 DEC 15/87 DEC 15/87 DEC 18/92 NOV 01/89 AUG 15/90 DEC 20/91 JUL 23/93 BLANK 401 401 403 401 401 402 401 01 02 03 04 05 06 04.07 01 02 03 01 02 03 04 05 06 DEC 15/87 JAN 26/94 JAN 26/94 JAN 26/94 DEC 18/92 BLANK 401 401 401 401 401 04 05 06 07 01 02 03 04 DEC 15/87 AUG 15/90 DEC 20/91 JUN 14/91 JUL 22/92 AUG 15/90 DEC 18/92 DEC 20/91 AUG 02/91 BLANK 401 401 401 401 401 401 401 401 401 04.13 02 03 04 04A 01 02 03 04 05 06 06A 06B 07 08 08A 08B 09 10 11 12 DEC 15/87 SEP 08/92 DEC 20/91 JUL 23/93 JUL 07/94 AUG 15/90 AUG 15/90 DEC 20/91 DEC 20/91 AUG 15/90 AUG 15/90 JUL 07/94 MAY15/89 SEP 08/92 NOV 01/89 DEC 15/87 401 405 401 401 401 402 401 402 401 407 401 401 403 403 401 401 01 02 03 04 VOLUMEI EFFECTIVE PAGES 00.05.04 CONTINUED 401 401 403 405 401 01 02 03 04 05 06 07 08 MAY15/88 DEC 15/87 MAY15/89 JUL 22/92 MAY15/88 DEC 15/87 JUL 23/93 DEC 15/87 401 401 401 402 402 401 401 401 01 02 DEC 15/87 BLANK 401 01 02 DEC 15/87 BLANK 401 01 02 03 04 DEC 15/87 DEC 15/87 DEC 15/87 SEP 08/92 401 401 401 405 05.40 DEC 15/87 DEC 15/87 DEC 15/87 BLANK 401 401 401 05.50 VOLUME2 TITLE PAGE * 01 02 437.1 AUG 19/94 BLANK AIR CONDITIONING AND PRESSURIZATION AIRPLANE GENERAL TAB TAB 06.00 05.00 04.11 DEC 15/87 DEC 18/92 SEP 08/92 SEP 08/92 JUL 23/93 BLANK 10 11 12 13 14 15 16 402 401 402 401 401 418 416 428.1 419 416 416 419 405 412 403.2 404 05.60 01 02 01 02 03 04 05 06 * 04.15 04.10 CODE 05.30 048 05 06 07 08 04.09 DATE NOV 01/88 DEC 20/91 JUL 23/93 DEC 15/87 MAY15/89 FEB 07/92 FEB 07/92 AUG 19/94 JUL 07/94 FEB 07/92 DEC 18/92 DEC 18/92 SEP 08/92 DEC 18/92 NOV 01/88 FEB 07/92 01 02 03 04 05 06 07 08 09 * 04.14 04.08 PAGE 05.20 04.12 04.06 * DATE JAN 26/94 BLANK 407 01 02 SEP 08/92 BLANK 403 01 02 03 04 05 06 JAN DEC DEC DEC JUL DEC 401 401 401 401 401 401 06.10 05.10 01 02 03 04 05 06 FEB FEB SEP SEP SEP SEP 15/91 15/91 08/92 08/92 08/92 08/92 402 402 402 403 401 401 * 06-27370-400E = 26/94 18/92 15/87 15/87 23/93 15/87 REVISED, ADDEDOR DELETED TBCE AUG 19/94 OPERATIONSMANUAL PAGE DATE CODE AUG 15/90 DEC 20/91 AUG 15/90 JUL 22/92 AUG 15/90 AUG 15/90 AUG 15/90 DEC 20/91 AUG 15/90 AUG 15/90 DEC 20/91 AUG 15/90 SEP 08/92 AUG 15/90 DEC 20/91 AUG 15/90 DEC 20/91 DEC 20/91 401 401 401 401 401 401 401 401 401 401 401 404 406 405 403 401 401 401 NOV 01/89 NOV 01/89 401 401 06.20 PAGE DATE CODE NOV 01/88 JAN 26/94 MAY15/88 DEC 20/91 NOV 01/88 DEC 20/91 JAN 26/94 JUL 22/92 JUL 22/92 JUL 22/92 NOV 01/88 NOV 01/88 JUL 23/93 MAY15/88 JAN 26/94 DEC 15/87 JUL 07/94 JUN 14/91 MAY15/89 JUL 23/93 JUL 23/93 JUL 23/93 JAN 26/94 BLANK 402 401 401 401 402 402 413 404 401 401 401 401 402 401 401 401 403 401 402 402 402 402 401 09.10 07.20 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 01 02 03 04 05 06 07 08 08A 08B 09 10 10A 108 11 12 13 14 15 16 17 18 19 20 06.30 01 02 06.40 01 02 03 04 05 D6 07 08 09 10 NOV 01/89 NOV 01/89 JUL 22/92 DEC 20/91 NOV 01/89 NOV 01/89 NOV 01/89 DEC 20/91 NOV 01/89 BLANK AUTOMATICFLIGHT 401 401 401 401 401 401 401 401 401 AUXILIARY POWERUNIT JUL 07/94 BLANK 406 01 02 03 04 05 JUL 23/93 JUL 23/93 NOV 01/89 NOV 01/89 JUL 23/93 JUL 23/93 MAY15/89 DEC 18/92 NOV 01/89 MAY15/88 JUL 23/93 JUN 14/91 401 401 401 401 407 406 404 404 401 401 401 402 09 10 11 12 01 02 03 04 05 06 07 08 07 08 09 10 11 12 MAY15/88 MAY15/88 DEC 20/91 JUN 14/91 FEB 07/92 FEB 15/91 JUL 22/92 BLANK 402 402 402 402 406 405 403 TAB 10.00 TAB 01 02 JUL 22/92 BLANK 401 01 02 JAN 26/94 FEB 15/91 413 401 01 02 AUG 15/90 BLANK 401 01 02 03 AUG 15/90 NOV 01/89 DEC 20/91 NOV 01/89 NOV 01/89 BLANK 401 401 401 401 401 MAY15/88 JUN 14/91 AUG 15/90 JUL 22/92 AUG 15/90 JUN 14/91 AUG 15/90 DEC 20/91 NOV 01/89 NOV 01/89 NOV 01/89 BLANK 401 401 401 401 401 401 401 401 401 401 401 01 02 03 NOV 01/89 JUL 22/92 SEP 27/91 BLANK 401 406 411 JUL 07/94 JUL 07/94 NOV 01/89 FEB 07/92 FEB 07/92 BLANK 401 401 401 417 408 04 05 06 10.20 01 02 03 04 05 06 08.20 04 * = REVISED, ADDEDOR DELETED TBCE AUG 19/94 (CONTINUED) DEC 01/90 404 DEC 20/91 406 DEC 18/92 416 FEB 07/92 414 JAN 26/94 411 BLANK ELECTRICAL 07 08 09 07.10 06 CODE 09.20 08.00 07.00 01 02 07 08 DATE 10.10 08.10 TAB PAGE COMMUNICATIONS 10 11 12 TAB 09.00 10.30 01 02 APR 03/92 BLANK 411 01 02 03 01 JUL 07/94 DEC 20/91 FEB 07/92 DEC 20/91 NOV 01/89 JUL 22/92 416 402 412 403 403 402 05 06 09.10 04 02 03 04 05 06 VOLUMEI EFFECTIVE PAGES 06-27370-400E 00.05.05 CONTINUED FF F FFFING OPERATIONSMANUAL PAGE DATE EMERGENCYEQUIPMENT CODE TAB 11.00 PAGE FLIGHT CONTROLS CODE TAB PAGE SEP 08/92 BLANK 01 02 409 11.10 DEC 20/91 BLANK DEC 15/87 DEC 15/87 DEC 15/87 BLANK 401 401 401 11.20 01 02 03 04 05 06 07 08 09 10 11 12 13 14 14A 14B 15 16 17 18 DEC 20/91 MAY15/88 MAY15/88 MAY15/88 JUL 22/92 DEC 20/91 MAY15/88 NOV 01/89 NOV 01/89 NOV 01/89 APR 03/92 MAY15/88 NOV 01/89 MAY15/88 MAR16/94 MAR12/93 MAR12/93 DEC 15/87 MAY15/88 DEC 20/91 402 401 402 403 404 401 401.2 404 404 401 405 401 401 401 403 402 423 401 402 403 JUL 23/93 FEB 15/91 JUL 07/94 DEC 20/91 JUL 22/92 SEP 08/92 JUN 14/91 BLANK 401 403 406 401 405 413 401 01 02 03 04 JUL 07/94 DEC 15/87 DEC 15/87 DEC 20/91 MAY15/89 JUL 07/94 JUL 07/94 DEC 20/91 FEB 15/91 JUL 22/92 FEB 07/92 SEP 08/92 JUN 14/91 NOV 01/89 JUN 14/91 BLANK 401 401 401 401 401 404 402 401 403 402 405 409 403 401 401 10 11 12 13 14 15 16 FLIGHT INSTRUMENTS 12.00 DEC 20/91 BLANK 401 01 02 03 04 JUL 07/94 JUL 07/94 DEC 20/91 JUL 07/94 401 401 401 407 01 02 03 04 05 06 07 08 DEC 18/92 JUL 07/94 JUL 22/92 JUL 07/94 JUL 07/94 JUL 07/94 JUN 14/91 SEP 08/92 402 402 401 401 401 401 402 407 01 02 12.10 * 401.2 401 401.2 405 411 401 401 401 401 415.1 401 401 403 10 11 12 13 14 15 16 17 18 19 * * * 20 * 21 22 23 24 01 02 03 04 05 06 07 08 09 TAB JAN 26/94 BLANK 411 JUL 07/94 MAY15/89 SEP 27/91 MAY15/89 MAY15/88 MAY15/89 JUN 14/91 MAY15/88 MAY15/88 APR 03/92 401 403 401 402 402 402 403 402 402 403 * 01 02 03 04 05 06 12.20 07 08 09 10 10 11 12 13 14 TAB FUEL 15.00 01 02 14.20 01 02 03 04 DEC 15/87 DEC 15/87 NOV 01/89 FEB 07/92 VOLUMEI EFFECTIVE PAGES CONTINUED JUL 22/92 MAY15/88 MAY15/88 JUL 22/92 JUL 23/93 MAY15/88 MAY15/88 JUL 07/94 NOV 01/88 AUG 19/94 MAY15/88 JUL 23/93 NOV 01/89 BLANK 05 06 07 08 09 14.40 14.10 00.05.06 401 407 401 401 415 402 403 401 427.1 401 418 401 401 417.1 409 411.1 401 416.1 401 401 409 401 415.1 413 407 04 14.00 01 02 MAY15/88 JUL 23/93 FEB 07/92 FEB 07/92 JUL 23/93 NOV 01/88 NOV 01/88 MAY15/89 AUG 19/94 MAY15/88 JUL 07/94 MAY15/88 MAY15/88 AUG 19/94 FEB 07/92 AUG 19/94 DEC 20/91 AUG 19/94 MAY15/88 MAY15/88 MAR 12/93 MAY15/88 AUG 19/94 JAN 26/94 JAN 26/94 BLANK 02A * TAB 01 02 028 03 * FIRE PROTECTION JUL 23/93 BLANK 13.20 06 07 08 09 DEC 20/91 BLANK 403 401 401 402 403 * D6-27370-400E (CONTINUED) 406 05 06 14.30 01 02 03 04 05 06 07 08 05 CODE 401 13.10 01 02 03 04 DATE 14.20 13.00 01 02 * DATE = REVISED, ADDEDOR DELETED TBCE AUG 19/94 OPERATIONSMANUAL PAGE DATE CODE 17.20 15.10 01 02 * 03 * 04 05 06 MAY15/88 JUN 14/91 JUL 23/93 JUL 23/93 DEC 20/91 BLANK 01 02 03 04 DEC 20/91 DEC 20/91 MAY15/89 DEC 20/91 402 402 410.2 411.2 409 402 402 402 405.2 15.20 * DATE PAGE 07 08 DEC 18/92 DEC 20/91 MAY15/88 BLANK 09 10 (coNTINUED) 401 401 401 LANDINGGEAR DEC 01/90 BLANK MAY15/88 DEC 18/92 JUN 14/91 BLANK 03 401 403 401 04 05 06 07 16.20 08 01 02 03 04 05 06 07 08 DEC 18/92 JUL 22/92 NOV 01/88 JUL 22/92 NOV 01/88 DEC 20/91 DEC 18/92 MAY15/89 401 401 405 403 * * * * 01 01 02 03 04 NOV 01/89 JUN 14/91 MAR 12/93 NOV 01/89 18.20 02 401 403 403 406 403 401 401 401 09 10 11 12 DEC 20/91 DEC 20/91 DEC 20/91 DEC 20/91 DEC 15/87 DEC 15/87 NOV 01/89 FEB 15/91 NOV 01/88 JUL 07/94 NOV 01/88 BLANK 403 403 401 401 401 401 401 402 401 402 401 * * * * * 01 TAB * 02 TAB * 04 03 17.00 01 02 JAN 26/94 BLANK NOV 01/89 NOV 01/89 SEP 08/92 AUG 19/94 402 402.2 403 410.1 NOV 01/89 MAY15/89 JAN 26/94 NOV 01/89 NOV 01/89 FEB 07/92 DEC 18/92 MAY15/89 NOV 01/88 NOV 01/88 JUL 23/93 DEC 20/91 JUL 23/93 BLANK 401 404 402 402 404 414 409 402 402 402 402 402 403 01 02 03 04 05 06 07 08 01 02 02A 02B 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19.00 ICE AND RAIN PROTECTION 402 402 402 402 402 402 402 402 405 JAN 26/94 NOV 01/88 NOV 01/88 NOV 01/89 AUG 19/94 AUG 19/94 AUG 15/90 BLANK 404 402.2 401 402.2 407.1 409.1 402.2 NOV 01/89 AUG 15/90 NOV 01/89 MAY15/88 AUG 15/90 NOV 01/89 NOV 01/89 AUG 19/94 NOV 01/89 NOV 01/89 AUG 15/90 NOV 01/89 NOV 01/89 JUL 07/94 JUL 07/94 NOV 01/89 MAY15/88 MAY15/88 JUN 14/91 BLANK 402.2 404.2 401 401 404.2 401 402.2 413.1 401 401 406.2 401 401 401 401 401 401 401 402 AUG 15/90 MAY15/88 MAY15/88 MAY15/88 MAY15/88 BLANK 401.2 401.2 401.2 401.2 401.2 NOV 01/89 NOV 01/89 JUL 23/93 JAN 26/94 NOV 01/89 MAY 15/89 402.2 401 406.2 411 402 401 19.40 * NAVIGATION MAY15/88 JUL 23/93 NOV 01/89 JUN 14/91 JUL 22/92 MAY15/88 MAY15/89 JUN 14/91 NOV 01/89 BLANK 19.30 401 16.10 CODE 401 * 04 DEC 20/91 BLANK 03 04 05 06 07 08 09 10 01 02 03 TAB 16.00 01 02 01 02 18.00 01 02 DATE 19.20 TAB 18.10 HYDRAULICPOWER PAGE CODE 401 19.10 17.10 01 02 03 04 JUL 07/94 AUG 15/90 DEC 20/91 DEC 20/91 401 403 401 401 01 02 03 04 05 06 DEC 15/87 JAN 26/94 JUN 14/91 DEC 18/92 AUG 15/90 DEC 15/87 401 401 401 401 402 401 17.20 * = REVISED, ADDEDOR DELETED TBCE AUG 19/94 19.41 01 02 03 04 05 06 07 08 09 10 11 12 13 14 * * 01 02 * 03 * 04 05 06 * 19.50 * * 01 02 03 04 05 06 VOLUMEI EFFECTIVE PAGES D6-27370-400E 00.05.07 CONTINUED FF F ÆÆÆfNN OPERATIONSMANUAL PAGE 19.50 07 08 * * 09 10 11 12 13 14 15 16 17 18 19 20 21 22 22A 22B 23 24 DATE CODE PAGE (CONTINUED) 19.52 DEC 18/92 401 JUL 07/94 402 AUG 19/94 412.1 JUL 07/94 402 NOV 01/88 401 JUL 23/93 409 JUL 23/93 412 JAN 26/94 407 AUG 19/94 415.1 * JAN 26/94 404 MAR12/93 403 SEP 08/92 403 NOV 01/88 401 FEB 15/91 403 NOV 01/88 401 NOV 01/88 401 SEP 08/92 402 DEC 20/91 401 DEC 18/92 402 JUL 23/93 401 19.51 01 02 03 04 04A 04B 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 * * 24 24A 249 25 26 26A 26B 27 28 29 30 NOV 01/89 AUG 15/90 NOV 01/89 FEB 15/91 SEP 08/92 JUL 07/94 MAY15/88 MAY15/88 JAN 26/94 NOV 01/89 JAN 26/94 JAN 26/94 AUG 15/90 NOV 01/89 NOV 01/89 NOV 01/89 NOV 01/89 NOV 01/89 NOV 01/89 NOV 01/89 NOV 01/89 NOV 01/89 NOV 01/89 NOV 01/89 NOV 01/89 DEC 20/91 FEB 15/91 AUG 15/90 AUG 19/94 SEP 08/92 AUG 19/94 JUL 07/94 NOV 01/89 NOV 01/89 NOV 01/89 DEC 18/92 401 402 402 402 402 402 401 401 402 401 402 403 401 401 401 401 401 401 401 401 401 401 401 401 401 401 402 401 419.1 412 404.1 401 401 401 402 402 DATE 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 16A 16B 17 18 19 20 21 22 NOV 01/89 NOV 01/89 NOV 01/89 NOV 01/89 NOV 01/89 JUL 23/93 NOV 01/89 NOV 01/89 JUL 22/92 AUG 19/94 JUL 07/94 JAN 26/94 NOV 01/89 JAN 26/94 FEB 15/91 JUL 23/93 JUL 07/94 JAN 26/94 JAN 26/94 NOV 01/89 NOV 01/89 NOV 01/89 MAR12/93 NOV 01/89 401 401 401 401 401 402 401 401 404 409.1 403 402 401 406 403 403 401 401 402 401 401 401 403 401 * * * CONTINUED CODE TAB NOV 01/89 NOV 01/89 NOV 01/89 NOV 01/89 NOV 01/89 DEC 18/92 401.2 401.2 401.2 401.2 401.2 401.2 21.00 01 02 JAN 26/94 BLANK 407 01 NOV 01/88 JAN 26/94 JAN 26/94 DEC 20/91 DEC 20/91 JAN 26/94 402 403.2 402 401 401 407 21.10 * 02 03 04 05 06 01 02 03 04 05 06 06A 068 07 08 09 10 01 02 03 04 * 05 * 06 TAB PNEUMATICS - 21.20 19.53 * DATE PAGE POWERPLANT 01 JUL 23/93 DEC 20/91 JAN 26/94 DEC 20/91 JUL 22/92 JAN 26/94 DEC 18/92 JAN 26/94 JAN 26/94 JAN 26/94 JAN 26/94 JUL 22/92 WARNINGSYSTEMS 409 406 401 401 401 404 402 401 401 401 401 401 TAB 22.00 01 02 MAY15/89 BLANK 401 01 02 03 DEC 18/92 AUG 15/90 FEB 07/92 BLANK 401 401 407 JUL 07/94 AUG 19/94 NOV 01/89 MAY15/88 SEP 08/92 FEB 15/91 NOV 01/88 MAY15/88 JUL 23/93 DEC 15/87 MAY15/88 MAY15/88 MAY15/88 DEC 15/87 MAY15/88 MAY15/88 401 422.1 402 401 403 407 401 401 401 401 401 401 401 401 401 401 22.10 20.00 01 02 MAY15/88 BLANK 401 01 SEP 08/92 SEP 08/92 404 404 DEC 20/91 JUL 22/92 DEC 18/92 SEP 08/92 403 401 408 404 04 22.20 20.10 02 01 02 03 04 05 06 07 08 09 * 20.20 01 02 03 04 10 11 12 13 14 15 16 * VOLUMEI EFFECTIVE PAGES 00.05.08 CODE D6-27370-400E = REVISED, ADDEDOR DELETED TBCE AUG 19/94 OPERATIONSMANUAL PAGE DATE 22.20 CODE PAGE DATE CODE PAGE DATE CODE (CONTINUED) 401 17 18 MAY15/88 BLANK 01 02 03 04 SEP 08/92 JUL 22/92 MAY15/88 BLANK 22.30 414 415 401 VOLUME3 TITLE PAGE * 01 02 AUG 19/94 BLANK 437.1 737-KSSA(KJ) MAY11/94 400/CFM56-3C-1 * = REVISED, ADDEDOR DELETED TBCE AUG 19/94 VOLUMEI EFFECTIVE PAGES 00.05.09 D6-27370-400E LAST PAGE OPERATIONSMANUAL CHAPTER 1 LIMITATIONS PAGE TABLE OF CONTENTS. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIMITATIONS. OPERATIONAL. GROSS WEIGHT AND C.G AIR CONDITIONING AND PRESSURIZATION. AUTOPILOT/FLIGHT DIRECTOR SYSTEM APU. COMMUNICATIONS ELECTRICAL POWER FLIGHT CONTROLS. FLIGHT MANAGEMENT COMPUTERSYSTEM (FMCS) FUEL HYDRAULICPOWER. ICE AND RAIN PROTECTION. LANDING GEAR NAVIGATIONAL EQUIPMENT PNEUMATICS POWERPLANT. . . . . . . . . . 401 DEC 20/91 .02 01.10.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . .02 . . . . 01.00.01 . . . . . . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . . . . .03 .03 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . . . . . . . . . . .04 01.00.01 OPERATIONSMANUAL INTRODUCTION This chapter contains certain Airplane Flight Manual (AFM) and manufacturers which must be operating Limitations committed to memory. Manufacturers recommended limitations are operating restrictions found in not generally AFM Limitations operating procedures. are identified A by the complete List of AFM Limitations which are obvious, placarded or incorporated within an operating procedure are not contained in this chapter. symbol((Ñ(). 01.00.02 401 DEC 15/87 OPERATIONSMANUAL OPERATIONAL GROSS WEIGHT AND C.G. During taxi/ Revenue flight: takeoff/Landing: escape bar installed retention 3 Operational 737-300 slide (iii) Airplanes: Max -37,000 FT so 20 10 .. -- --‡-- -- . . .. .. ..4.. ..].. FTs--------'--L- ¯6 a : a i L-- -- _B¶ÿj_ ! ~2 ¯*° I ao : wt: a 40 Max TO/landing limits: Max ' taxi ut: i 60 ) Max takeoff wt: 138,500 lbs (62,822 kgs) Max landing ut: 121,000 lbs (54,884 kgs) 10 knots Observe VM0pointer 8 ) Max speeds: gear/flap placards Turbulent airspeed: 280 KIAS/.70M operational 73° North and 60° South ) Maximum flight latitude: kgs) 139,000 lbs (63,049 kgs) _' : ±2% tailwind: 106,500 lbs (48,307 C Runway slope C --9 ANDING i 114,000 lbs (51,709 kgs) 737-400 Airplanes: _ a 135,000 lbs (61,234 kgs) ut: Max zero fuet --,--- J--A---i---L..L..L._i__.L.J._ j_I_¶E-0 F- AN Max landing .. --i--A-- --L--L- -- --,--9-8,400 --i- takeoff wt: MAXIMuM OPERATINGALTITUliE - L..i..1.. 135,500 lbs (61,461 kgs) Envelope AFM Max 40 taxi ut: ) Max zero fuel wt: 002> O lbs 1153,00505 737-500 Airplanes: ) Max taxi ut: ) Max takeoff wt: ) Max landing ) Max zero 125,000 lbs (56,699 kgs) O lbs (49,894 kgs) C 110,000 ut: fuel 124,500 lbs (56,472 kgs) wt: 102,500 (46,493 lbs kgs) ALL Airplanes: ) C.G. Limits: and balance Use approved weight system C:> May be further takeoff, enroute restricted by and Landing performance. C:>May be further field § 425.1 AUG 19/94 restricted by Length or climb Limit. 01.10.01 OPERATIONSMANUAL AIR CONDITIONING AND PRESSURIZATION pressure: ) Max differential C) Î) Max cabin differential landing: psi APU 8.65 psi engage max att max alt 1 max att Load: electrical 10,000 ft + 17,000 ft load: 35,000 ft APU bleed valve closed when: (a) grd air connected and valve open isolation (b) engine no. 1 bleed valve open (c) isolation and engine no. 2 bleed valves open APU bleed valve may be open during for takeoff. AFM 710°C AFM APU electrical DIRECTOR the autopilot max cont: ) APU bleed: When engine bleeds are ON, both air conditioning packs must be set to AUTOor OFF for takeoff, approach and Landing. ÂÊ()Do not APU bleed ) for T.0./ .125 50JTOPILOTIFLIGHT SYSTEM 760°C, Max EGT: For single channel operation, the autopilot shall not be engaged below 50 feet AGL. engine start, but avoid engine power above idle. 02:>GARRETTGTCP 85-129 COMMUNICATIONS ) Do not use VHF-3 for Communication with ATC ACARS operational. ELECTRICAL TR voltage Battery POWER range: voltage 24-30V Max generator 157°C drive oit temp: Max generator drive oil temperature rise: 01.10.02 22-30V range: 20°C DEC 18/92 FF F FFENB OPERATIONSMANUAL FLIGHT CONTROLS HYDRAULIC POWER altitude: extension ) Max flap for ground operation of electric pumps: 1,676 lbs (760 kgs) in respective main tank Min fuel 20,000 ft usage: should not be deployed in flight at radio altitudes less than 1,000 feet Speedbrake ICE AND RAIN PROTECTION (iii) flap duty cycle: flaps 0-15: 5 mins off; flaps greater than 15: Alternate Flight: 25 mins off FLIGHT MANAGEMENTCOMPUTER SYSTEM (FMCS) LANDING GEAR approaches, one pi tot must have raw data from the VOR associated with the approach displayed in the HSI VOR/ILS mode no later than final approach fix. L) During VOR FUEL temp: 49°C ) Min temp: fuel freeze point ) Max or -45°C, whichever Engine TAI must be on when icing conditions exist or are anticipated, except during climb and cruise below -40°C SAT. + 3°C is higher () il) Do not apply brakes untit NAVIGATIONAL EQUIPMENT radar: Do not operate near fuel spills during fueling, or people. Weather PNEUMATICS Max External C)Max after touchdown. Air: Pressure: 60 psig 232°C (450°F) Temperature: fuel qty: Main tanks: 10,643 lbs (4,827 kgs) each Center tank: 16,422 lbs (7,448 kgs) LATERAL IMBALANCE ) ALLOWABLE Lateral fuel imbalance between main tanks 1 and 2 must be scheduled to be zero. Random fuel imbalance must not exceed for taxi, landing. 1,000 lbs (453 kgs) or flight takeoff, tanks 1 and 2 must be full center tank contains more than 1,000 lbs (453 kgs). ) Main 407.2 JAN 26/94 if 01.10.03 OPERATIONSMANUAL POWER PLANT: ) Max CFM56.-3 time limit takeoff thrust: for 5 min ) Max N1 RPM: 106% ) Max N2 RPM: 105% Max EGT: 930°C Takeoff: Max continuous: 725°C Start: ) ) Oil press: ) Oil temp: 895°C 13 psi min 165°C max 160-165°C allowable for 15 min 160°C max continuous pressures prior starter engagement: Min 30 psig at sea Level (decreasing 1/2 psig per Starting - to 1,000 ft above sea level) Starter Duty cycle Normal start: First attempt: 2 min on, 20 sec off Second and subsequent attempts: 2 min on, 3 min off ) Reverse thrust: for ground use only Intentional use of reverse thrust in flight is prohibited. ) Both PMCs must be either ON for takeoff. OFF or on for takeoff, ) Ignition: Landing and during engine anti-ice 01.10.04 operations 403 JAN 26/94 OPERATIONSMANUAL CHAPTER 2 NORMALPROCEDURES PAGE TABLE OF CONTENTS . GENERAL INFORMATION. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . 02.00.01 02.01.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . .01 .02 . STANDARDCALLOUTS. ADDITIONAL CATEGORY II . . . . . . . .01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . .04 AND IIIA CALLOUTS 02.02.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . . . . .01 .02 EXTERIOR SAFETY INSPECTION COCKPIT SAFETY INSPECTION. PRELIMINARY COCKPIT PREPARATION. COCKPIT PREPARATION. TAKEOFF DATA CARD. FINAL COCKPIT PREPARATION. TAKEOFF BRIEFING CLEAREDFOR START. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04 . . . . . . . . . . . . . . . . . . . . . . . . .10 . . . . . . . . . . . . . . . . . . . . .11 . . . . . . . . . . . . . . . . . . . . . . . . .11 . . . . . . . . . . . . . . . . . . . . . . . . .11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 . . . . . . . . . . . . . . . . . . . . . . .14 . . TAXI-0UT AND TAKEOFF PUSHBACK OR TOW-0UT PROCEDURE. TAXI-0UT TECHNIGUES. BEFORE TAKEOFF TAKEOFF TECHNIGUES TAKEOFF PROCEDURE. . . . . . . . . 02.02.12 02.02.15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 . . .16 .15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 . . . . . . . . . . . . . . . . . . . . . . . . .18 TAKEOFF PATTERN. AFTER TAKEOFF PROCEDURE. . .01 . ENGINE START ENGINE START PROCEDURE AFTER START PROCEDURE. 401 MAY15/88 . . . PREFLIGHT. GENERAL. . . NORMALPROCEDURES. SUPPLEMENTARY NORMALPROCEDURES. PANEL SCAN DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . .19 . . . . . . . . . . . . . . . . . . . . . .20 02.00.01 OPERATIONSMANUAL CHAPTER2 NORMALPROCEDURES (Cont) PAGE CLIMB AND CRUISE CLIMB AND CRUISE PROCEDURE CRUISE TECHNIGUE . . . DESCENT AND APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 . . . . . . . . . . . .22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESCENTPROCEDURE. DESCENT AND APPROACHPROCEDURE APPROACHPROCEDURE . . . . . . . . . . . . . . . TAXI-IN . . AND PARK TAXI-IN PROCEDURE. PARKING PROCEDURE. SECURED. . . . . . . . 02.02.23 . . . . . . . . . . . . . . . . . . .23 . . . . . . . . . . . . . . . . . . .25 . . . . . . . . . . . . . . . . . . .26 LANDING. LANDINGPROCEDURE. PRECISION APPROACH(AFS) DUAL CHANNELAPPROACH AND GO-AROUND WARNINGS NON-PRECISION APPROACH(AFS) CIRCLING APPROACH(AFS). FLIGHT DIRECTOR ILS. GO-AROUND PROCEDURE. LANDINGROLL PROCEDURE AFTER LANDINGTECHNIGUE. . 02.02.21 . 02.02.27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27 . . . . . . . . . . . . . . . . . . . . . .28 . . . . . . . . . . . .29 . . . . . . . . . . . . . . . . . . . .30 . . . . . . . . . . . . . . . . . . . . . .30 . . . . . . . . . . . . . . . . . . . . . . . .31 . . . . . . . . . . . . . . . . . . . . . . . .32 . . . . . . . . . . . . . . . . . . . . . . .33 . . . . . . . . . . . . . . . . . . . . . .34 02.02.35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35 . . . . . . . . . . . . . . . . . . . . . . . . .35 . . . . . . . . . . . . . . . . . . . . . . . . .36 401 02.00.02 JUL 23/93 OPERATIONSMANUAL GENERAL INFORMATION INTRODUCTION This chapter contains two tabbed sections titled Normat Procedures and Supplementary The Normal Procedures. section incorporates normal first procedures, as routinely performed, and associated flight patterns. The second section incorporates supplementary procedures patterns and flight that are normal procedures accomplished as required rather than routinety performed on every flight. NORMALPROCEDURES NormaL procedures are used by the trained flight crew to insure the airplane condition is acceptable for flight and to properly operate the airplane and its systems for each phase of flight. These procedures assume that alL systems are operating normatty and that automated features are futty utilized. The procedures are written for the first flight of the day or a crew change. Procedures to be accomplished on a through flight are indicated by an asterisk(*). engine start, individual system are used to verify system status. After engine start, the Master Caution and System Annunciator Lights are used as the primary means to alert the crew to a non-normat system Before Lights For ground operation, flight crew member duties have been organized in accordance with an area of responsibility The panet scan concept. diagram (02.01.02) describes the crew member's area of responsibility and for each panet. scan fLow pattern A normal scan flow is encouraged; items may be handLed however, certain in the most Logical sequence for conditions air existing (e.g., etc.). Actions outside conditioning, the crew member's area of responsibility are initiated at the direction of the Captain. Coordination with ground crew, when required, for APU start, hydraulic establishing engines is power, and starting of the initiated at the direction Captain. ALL of chapter flying. flying, the inftight procedures in this assume that the Captain is Officer If the First is the responsibilities are retains reversed. The Captain however, final for att actions authority directed and performed. On control the ground, (CDU) the First Captain. Inftight Display Unit entries are normally performed by Officer and verified by the are usualLy by the pilot not flying CDU entries accomptished and verified to execution. by the pilot prior flying SUPPLEMENTARY NORMALPROCEDURES condition. accomplishment of procedures, when an action is taken and associated indications are provided, it is the crew member's responsibility to assure proper system response. If an improper indication is noted, first verify that the system controts are properly positioned. if necessary, check Then, and the appropriate circuit breaker(s) test related system Light(s). During 401 JUL 07/94 See the introduction Supplementary Normal to the Procedures section. 02.01.01 FBÆfNB FF F OPERATIONSMANUAL START A START( ) 6 5 The numbers and letters for the accomplishment indicate the sequence of the cockpit scan flow of procedures. CAPTAIN FIRST OFFICER ( ) ESCAPE STRAP ESCAPE STRAP (1)SIDEWALLPANEL SIDEWALLPANEL (j) FORWARDOVERHEADPANEL FORWARD OVERHEAD PANEL ) LIGHT SHIELD INSTRUMENTPANEL INSTRUMENTPANEL AFT ELECTRONICPANEL CENTERINSTRUMENTPANEL FORWARDELECTRONIC, CONTROL STAND, AND AFT ELECTRONICPANELS Legend: Shaded area defines Captain area of Unshaded area is First responsibility. Officer responsibility. PANEL SCAN DIAGRAM 401 02.01.02 NOV 01/88 FFAVB FF F OPERATIONSMANUAL The following charts identify the standard cattouts required during CLIMB, DESCENT and FINAL APPROACHfor either IFR or VFR conditions. Chart 1 contains all Chart 2 contains recommended standard callouts for a normal IFR or VFR flight. additionat callouts to be made when accomplishing a category II or IIIA approach. The pilot not flying should accomplish these callouts Airplanes on every flight. with special alerting equipunent (i.e. terrain warning, etc.) still require these callouts to be performed. ALerting systems that normally monitor the radio attimeter can be influenced ground Levets. by irregular STANDARDCALLOUTS IFR /\biD \/FR CALLOUT (PILOT NOT FLYING) CONDITION/LOCATION CLIMB APPROACHING:TRANSITION ALTITUDE/FLIGHT AND DESCENT 1000 FT ABOVE/BELOW ASSIGNEDALTITUDE/FLIGHT LEVEL (IFR) "1000 TO LEVEL OFF" 10,000 "10,000" FT MSL (REDUCEAIRSPEED) DESCENT LEVEL IF REQUIRED "TRANSITION, ALTIMETERSRESET" 1000 FT ABOVEINITIAL APPROACH ALTITUDE(IFR) "1000 ABOVEINITIAL" FIRST POSITIVE INWARD MOTION OF LOCALIZER POINTER (IFR) "LOCALIZERALIVE" FIRST POSITIVE "GLIDE SLOPE ALIVE" MOTIONOF GLIDE SLOPE POINTER (IFR) FINAL FIX INBOUND (ALTIMETER, CROSS CHECK) (IFR) INSTRUMENTANDFLAG "OUTER MARKER/VORINDBIETC.,TIME, FEET, ALTIMETERSAND INSTRUMENTS CROSS-CHECKED" 1000 AND 500 FT ABOVEFIELD ELEVATION (ALTIMETER, INSTRUMENT AND FLAG CROSS CHECK) "1000/500" 500 FT ABOVEFIELD ELEVATION (CHECK AUTOLAND STATUS ANNUNCIATION, 1.E. FLARE ARMED) "FLARE ARMED" (AUTOLAND CALLOUTONLY) APPROACH AFTER 500 FT ABOVEFIELD ELEVATION CALL OUT SIGNIFICANT DEVIATIONS FROM PROGRAMMEDAIRSPEED, DESCENTAND INSTRUMENTINDICATIONS 100 FT ABOVEDHIMDA(IFR) "APPROACHINGMINIMUMS" VISUAL DESCENT POINT (VDP) "VISUAL DESCENTPOINT" REACHINGDECISION HEIGHT (DH) OR MISSED APPROACHPOINT (MAP) (IFR) "MINIMUMS,APPROACH/STROBE/CENTERLINE LIGHTS RUNWAY(OR NO RUNWAY)" AT DH PF: - - VISUAL REFERENCE ESTABLISHED AT DH VISUAL REFERENCENOT ESTABLISHED, I.E., PNF DOES NOT CALL ANYVISUAL CLUES OR ONLYCALLS "STROBE LIGHTS" - 14 "LANDING" PF: "GO AROUND" j' CHART 1 STANDARD CALLOUTS 401 DEC 18/92 02.01.03 OPERATIONSMANUAL ADDITIONAL CATEGORYII AND IIIA CALLOUTS CALLOUT(PILOT NOT FLYING) CONDITION/LOCATION 200 FT ABOVE DH BASEDON AIRPLANEDRIFT ANGLE PNF STARTS LOOKINGFOR VISUAL CLUES - FINAL INDIVIDUAL SEQUENCEFLASHERLIGHTS VISIBLE "STROBE LIGHTS" INDIVIDUALAPPROACHLIGHT BARS VISIBLE "APPROACH LIGHTS" THRESHOLD LIGHTS (IF "THRESHOLD" APPRGACH AT DH - AVAILABLE) VISUAL REFERENCEESTABLISHED AT DH VISUAL REFERENCENOT ESTABLISHED, I.E., PNF DOES NOT CALLANYVISUAL CLUES OR ONLY CALLS - PF: "CONTINUING" PF: "GO AROUND" "STROBE" CHART 2 ADDITIONAL CATEGORY II 02.01.04 AND CATEGORY IIIA CALLOUTS 401 JUL 23/93 OPERATIONSMANUAL PREFLIGHT COCKPIT SAFETY INSPECTION - CAPTAIN OR FIRST OFFICER GENERAL checks are performed following prior to assuming normal crew positions. The appropriate preftight procedures will be completed prior to each flight. The required procedures are performed from recaLL (memory). Checklists are used to verify items that critical affecting safety have been accomplished. The Any Lights which system a during press-to-test. are not illuminated test will be checked by Switch Battery Verify EXTERIOR SAFETY INSPECTION FIRST OFFICER Surfaces and Chocks Visually surfaces - down. guard Electric Hydraulic Pump Switches Landing Gear Lever ................DOWN the three Verify The Cockpit Preparation procedures Exterior include the Safety Inspection, Cockpit Safety Inspection, Preliminary Cockpit Preparation and Normal Cockpit Preparation. ......................0N Indicator Radar Lights green ...0FF Gear Landing are iLLuminated. Switches......................0FF Verify Control the WXR Switch Panet is in on each EFIS the OFF position. CAPTAIN OR ..............CHECK check that att movable are clear and the chocks are in place. Maintenance Status................CHECK maintenance status is acceptable for flight and ensure agreement with authorized dispatch Verify deviations 404 DEC 18/92 if required. 02.02.01 OPERATIONSMANUAL PRELIMINARY COCKPIT PREPARATION CAPTAIN OR FIRST OFFICER - Ground Power Switch..................0N power is available, connect and verify BUS OFF Lights are extinguished. If ground to busses Fault/Inop Detection..............CHECK Extinguisher - - Position Switch to 1, verify Test the green Extinguisher Test Lights are iLLuminated. Release switch and the Lights are extinguished. verify test position Repeat for extinguisher 2. & ON BUSSES APU Switch START Hold momentarily, ON. - When the blue illuminates Warning .........CHECK APU ..................START Overheat Detection Switches NORM Test Switch HOLDTO FAULT/INOP Verify that MASTERCAUTION, OVHT/DET Annunciator, FAULT and APU DET INOP Lights are ittuminated. Fire/Overheat Switch Test ............CHECK then release to APU GEN OFF BUS Light (and ground power not on busses): APU Generator ON Bus Switches BUS OFF Lights extinguish. Verify - gûli: Ground personnet should be alerted when this test is accomplished with APU operating. On the APU Ground Control Panel, the Fire Warning Light flashes and the horn sounds. Test Switch HOLDTO OVHT/FIRE Verify fire warning beLL sounds and Master FIRE WARN, MASTERCAUTION Lights and OVHT/DET Annunciator are illuminated. Master FIRE WARNLight PRESS Verify Master FIRE WARNLights and fire warning beLL cancel. Verify Engine No. 1, APU, and Engine No. 2 Fire Warning Switch and Engine No. 1 and Engine No. 2 Overheat Lights are illuminated. If AC busses are powered, verify WHEEL is WELL Fire Warning Light ittuminated. - - 02.02.02 Lever..........................SET Flap Position the Flap Emergency the Flap Lever Position Indicator. Extinguisher Verify safetied. Crew Oxygen Valve Circuit ..............CHECK Equipment Fire Breakers to agree with - CHECK & STOW .................0PEN (P-6) ...........CHECK circuit breakers are in or cottared in compliance with dispatch requirements. Verify 401 JUL 07/94 OPERATIONSMANUAL PRELIMINARY COCKPIT PREPARATION CAPTAIN OR FIRST OFFICER (Cont) Oxygen Switch Passenger - Verify Flight Light ...................TEST Recorder Recorder OFF Light-ILLuminated Recorder Test Switch TEST Verify the OFF Light extinguishes, indicating power to the tape motor. Flight Flight guard .........NORMAL down and PASS OXY ON extinguished. CAUTION: SWITCH ACTIVATION WILL CAUSE DEPLOYMENT OF - PASSENGER OXYGENMASKS. Crew Oxygen ......................CHECK BûIE: If the recorder is not or the test operating, the OFF Light invalid, illuminated. is remains Recorder Normat Verify Service Flight Test Switch - meets minimum requirements. quantity dispatch Interphone IRS Mode SeLectors Mach Airspeed Warning Test Verify Stall Switches Test Switches ......PRESS Verify control column vibration each switch is pressed. BûIE: Reverser ..................CHECK REVERSERLights PMC Switches Verify 401 JUL 22/92 extinguished. ........................0N INOP Lights extinguished. .................NAV Verify both ON DC Lights illuminate momentarily followed by steady illumination of the ALIGN Lights. The ALIGN Lights will remain illuminated for 10 minutes before IRS enters the NAV mode. If the above 70° 12.0' and Less refer to "IRS HIGH 15.0', aligning than 78° LATITUDE ALIGNMENT" procedure. Circuit (P-18) Breakers circuit Verify breakers in compliance requirements. collared Verify REQUIRED when With hydraulic power off, the Leading edge fLaps may droop enough to cause an asymmetry signal, resutting in a failure of the staLL warning system test. Should this occur, place the "B" system eLectric pump ON and retract the flaps. When flaps are retracted repeat the test. Lights ..AS Prior to commencing the alignment procedure the airplane must be parked and not moved until alignment is complete and the ALIGN Lights extinguish. sounds. cLacker Warning Bûli: ...........PRESS Switch Rain RepeLlent ..........CHECK are in or with ...................CHECK above Line and shutoff valve float handle Crash Axe .....................STOWED Verify dispatch is in vertical position. 02.02.03 OPERATIONSMANUAL COCKPIT PREPARATION OFFICER - CAPTAIN OR FIRST COCKPIT PREPARATION - CAPTAIN Escape Strap......................CHECK Insure is connected strap and exterior If the interior inspections have not been completed, proceed with the INTERIOR/EXTERIOR INSPECTIONS. (See page 02.05.01 and to structure. Sun Visor and Smoke Goggles .....STOWED 02.05.03) *Oxygen and Interphone Light Test Switch ...........CHECK .................TEST Audio Selector Panet SET Press FLT INT transmitter - Master Lights Test and Dim Switch TEST Use scan fLow to check aLL Lights or iLLuminated. Use flashing individual test switches or the press to test feature to check appropriate lights which do not illuminate during the Light test. The Fire Warning Lights are not checked during this test. Master Lights Test and Dim Switch AS DESIRED - seLector and receiver switch, and adjust volume controls on receiver switch and cockpit speaker. Position microphone selector to MASK. Oxygen Panet SET stowed Check that mask is properly and NORMAL/100%switch is at 100%. RESET/TEST Stide Lever PUSH DOWN AND HOLD Observe momentary yellow cross in Flow Indicator. Emergency/TEST Selector PUSH AND HOLD White holding RESETITEST Slide Lever down, push EMERGENCY/TEST Selector and observe constant yeLLow cross in Flow Indicator. Push-To-Talk Switch I/C While holding RESETITEST Slide Lever down and pushing - - - - *FMC/CDU ..........SET PRESENT POSITION POS INT Page SELECT Using the most accurate information enter present available, position on the SET IRS POS Line. Confirm that the box prompts are replaced by the entered present position. - - setector, and key microphone simultaneously Listen for oxygen flow sound Then through the cockpit speaker. release all switches and reposition microphone setector as desired. EMERGENCY/TEST Oxygen Pressure Verify adequate - CHECK pressure for dispatch. 02.02.04 401 DEC 18/92 FF F FFFAVB OPERATIONSMANUAL COCKPIT PREPARATION FLight Control CAPTAIN (Cont) - Panet Power ELectrical .............CHECK Verify aLL 5 switch guards down. ALternate Flaps Position Switch *Yaw DAMPERSwitch Galley Switch System .................0N ..................SET AC Meter Selector APU GEN Power Switch AUTO Standby Generator Drive Disconnect Switches SAFETIED Drive Temp Switch IN Bus Transfer Switch AUTO - - OFF ..................0N - - - Verify Instrument Transfer *Fuel YAW DAMPERLight extinguishes. and NAV Switches System ..............NORMAL ........LBS/KGS & PUMPS ON FUEL VALVECLOSEDLights illuminated dim. Verify FILTER BYPASS Lights extinguished. Crossfeed Setector CLOSED Verify VALVE OPEN Light Verify - Circuit Light Breaker and Panet Controls .............AS Equipment Cooting Verify OFF Lights Emergency Exit Lights Switch Switches DESIRED ......NORMAL extinguished. ...................ARMED - extinguished. Verify down and NOT ARMED Light guard extinguished. Fuel ûuantity CHECK Verify the total quantity of fuel in all tanks meets dispatch - *No Smoking & Fasten ................AUTO/0N Belts Switches requirements. Fuel Pump Switches ON For tanks containing turn att fuel, fuel pumps ON and verify LOW PRESSURE Lights extinguish. - Windshield If Wiper Selector the windshield wipers stowed, place the selector and then OFF. *Window Heat Switches ..........OFF are not in PARK ...............0N ON at least 10 amber takeoff. Verify OVERHEATLights extinguished and ON Lights illuminated except at high ambient temperatures. Position minutes Pitot-Static \ 403.2 DEC 18/92 switches before Heat Switches .........OFF 02.02.05 OPERATIONSMANUAL COCKPIT PREPARATION CAPTAIN (Cont) - OFF Switch Heading RWYHDG AS DESIRED Bank Angle Limit Altitude AS DESIRED Autothrottle - - Wing and Engine Anti-Ice Switches ..0FF - - Verify are VALVEOPEN Lights Autopilot - DISENGAGED extinguished. Marker *Hydraulics Beacon Switch ........AS DESIRED .....................NORMAL Clock System System A Hydraulic ON Pump Switches B Hydraulic ON Pump Switches eLectric Verify pump LOWPRESSURE Lights extinguished and: 2800 PSI MINIMUM Brake Pressure System A and B Pressure 2800 PSI MINIMUM Indicators ABOVERFL Guantity ..............................SET - - *FLight Instruments BRIE: IRS alignment ............X-CHECK must be compLete. - - - Pressurization Cabin Cabin Cabin Exterior Indicators ........CHECK Differential Pressure ZERO Altitude FIELD ELEVATION Rate of Climb ZERO - - - Light Switches......AS DESIRED CHECK zero, digital airspeed display indicates 45, Vmo indicator correct and no flags. Cursor controt Airspeed IN Push in for automatic operation. EADI CHECK proper attitude with no Verify warning flagslannunciations visible. Verify Speed Tape indicates 45. EHSI CHECK indications with no Verify proper warning flags/annunciations visible. Altimeter SET Adjust barometric and setting proper altitude. verify Compasses CHECK Verify no warning flags/annunciations visible. Crosscheck heading of RDMIs with EHSIs and standby compass. CHECK VerticaL Speed Indicator zero and no flag. Verify indicates Standby Altimeter CHECK and Airspeed Indicator airspeed Set attimeter and verify is zero. Airspeed Verify Indicator indicates - - - - Ignition Select Switch L OR R ......IGN Position Ignition Select Switch to IGN L or IGN R. Alternate Ignition Select Switch on subsequent starts. Engine Start *NAV Switches Switches ..............0FF REQUIRED ..............AS FMC, ANS-L or ANS-R position as appropriate for navigation system to be used for departure. Select *Mode Control Panel ...............SET When selecting a value on the MCP, insure the corresponding display on the instrument panel changes, if - - - - *Nose Wheel Steering Switch .......NORM applicable. Light Controts ..............AS DESIRED Course(s) (As required) SET AND CROSSCHECK Director Switches Flight ON (The pilot flying should position his switch to ON first.) - - I 02.02.06 401.2 JUN 14/91 FBFAVB FF F OPERATIONSMANUAL COCKPIT PREPARATION Standby CAPTAIN (Cont) - ....................SET Horizon *Antiskid Verify Switch ....................0N ANTISKID INOP Light extinguished. Erect and verify horizon proper *Auto Brake attitude. Fuel Guantity Indicators .........CHECK When required, test in accordance with the SuppLementary Normat Procedure. fuel Verify the total requirements. quantity meets dispatch N1 Manual Set Knobs FMC control Permits Engine N1 EST N2 - - - of N1 bugs. Instruments ...............CHECK ZERO NORMAL ZERO F/F Fuel Used Reset Engine ..............PRESS Oil Verify Switch Guantity Temp for - - ZERO NORMAL Switch ..........RTO Verify AUTOBRAKEDISARM Light extinguishes. *SELCAL *Speed ............................SET Brake Lever .................SET Reverse Thrust Levers ...........CLOSED Forward Thrust Levers ...........CLOSED Start Levers *Parking ZERO Press ....................CUTOFF Brake .....................SET Brake Verify the Parking Light is illuminated. Warning ...........PRESS ..............CHECK that oit quantity sufficient 411 JAN 26/94 Oil Oil - Select dispatch Stabilizer Trim Cutout Switches ................NORMAL is requirements. 02.02.07 OPERATIONSMANUAL COCKPIT PREPARATION Wheel WeLL Fire Warning (Cont) CAPTAIN - System if AC busses were powered during the fire Ground warning check. personnet should be alerted when this test is accomplished On with the APU operating. Controts *ADF Radio *Rudder Stabilizer Override HOLDTO OVHT/FIRE - Verify Warning BeLL sounds and Master FIRE WARN, MASTERCAUTION and OVHT DET Lights ittuminate. BeLL Cutout Seat .......................SET .........................SET Trim trim for freedom trim at zero units. Check set Panet, flashes and DESIRED .....................SET and Aileron Fire Warning horn sounds. Light .............AS Radar *Transponder the APU Ground Controt Switch Test and Panet Light *Weather ..............TEST NûIg.: DeLete this test Flood Trim Switch ...FREE & ZERO of movement, ................NORMAL ............................ADJUST Adjust the seat to obtain eye reference position. the optimum PUSH - Rudder master FIRE WARNLights and alarm beLL cancel and WHEELWELL Light ittuminated. Pedals ...................ADJUST Verify *VHF CommRadios ...................SET *VHF NAV Radios Adjust rudder rudder prevent nose to permit futL wheel turning. ....................SET *Papers or verify departure. Set *EFIS Control pedaLs deflection and brake are application. If rudder pedals wheet to displaced, hold the steering navigation Panet radios .........................ABOARD for ................SET EHSI Range Selector AS DESIRED EHSI Mode Selector MAP Weather Radar Switch OFF AS DESIRED Map Switches - - - - Audio Selector *HF Radio Panet ...............SET ..........................SET WARNING: DO NOT KEY HF RADIO WHILE AIRPLANE IS BEING FUELED. INJURY TO PERSONNELOR FIRE MAY RESULT. 02.02.08 413 JUL 23/93 OPERATIONSMANUAL COCKPIT PREPARATION - CAPTAIN (Cont) - *FMC/CDU ...........................SET CHECK Verify airplane and engine MODEL and NAV DATA ACTIVE Dates are IDENT Page correctly SELECT (if not DEPARTURESPage entered) previousLy appropriate Select runway and departure/transition procedures. Select the RTE page. Verify Correct selected departure. any route discontinuities and EXECUTE. - displayed. Mode Display Thrust POS INT Page SELECT Verify GMT is correct. time if desired. Verify - Enter TAKEOFF REF Page SELECT complete. Check Verify preflight displayed OAT against reported value. Enter correct value if necessary. Enter takeoff speeds. If reduced thrust takeoff is planned, enter assumed (SEL) - - waypoints CHECK TO is dispLayed. Local RTE Page SELECT Enter route by company route identifier or origin and destination - then airports, and/or airways. - temperature. DEPARTURESPage SELECT the active runway and Select departure/transition procedures known. - - if climb is If reduced thrust pLanned, seLect the desired on the N1 Limit page. Bûli: RTE Page SELECT Verify selected departure and route. Correct route ACTIVATE and discontinuities, EXECUTE. - - PERF INIT Page - SELECT that fuet quantity is displayed on the CDU and that the Verify Indicators agree, and are adequate for the pLanned flight. Enter gross weight or zero fuel weight, fuel reserve and cost index. Enter cruise altitude and verify transition altitude. If desired, enter cruise wind and ISA deviation or top-of-climb temperature. EXECUTE. FueL Quantity 404 JUL 07/94 *Takeoff mode the Verify N1 cursors reflect full rated N1 value or the derated N1 value if a TAKEOFF DERATE is selected. Data Card ...............CHECK The Captain verifies the entries dispLays the card on the forward when setting panel for reference takeoff airspeeds setting/confirming and the and N1 settings. 02.02.08A OPERATIONSMANUAL COCKPIT PREPARATION - FIRST Escape Strap .....................CHECK Insure strap is connected OFFICER to *Air Conditioning System ............ONE PACK, BLEEDS ON Air Temp Setector AS DESIRED Trim Air Switch ON (737-400) Temperature Selectors AS DESIRED RAMDOOR FULL OPEN Lights ILLUMINATED AUTO RECIRC Fan Switch(es) Air Conditioning Pack Switches ONE AUTO Valve Switch Isotation AUTO Engine Bleed Switches ON APU Bleed Air Switch AS REQUIRED On for APU start. Off for external air starts. - structure. - - Sun Visor and Smoke Goggles .....STOWED - *Oxygen and Interphone CHECK ......100% Audio Selector Panet SET Press FLT INT transmitter - - - selector and receiver switch, and adjust volume controts on receiver switch and cockpit speaker. Position microphone selector to MASK. Oxygen Panet SET Check that mask is properly stowed and NORMAL/100%Switch is at 100%. RESETITEST Slide Lever PUSH DOWN AND HOLD Observe momentary yettow cross in flow indicator. EMERGENCY/TESTSelector PUSH AND HOLD White holding RESET/TEST SLide Lever down, push EMERGENCY/TEST Selector and observe constant yeLLow cross in flow indicator. Push-To-Talk Switch I/C While holding RESET/TEST SLide Lever down and pushing EMERGENCY/TESTSelector, simultaneously key microphone and Listen for oxygen fLow sound through the cockpit speaker. Then release aLL switches and reposition microphone selector as desired. Oxygen Pressure CHECK Verify adequate pressure for dispatch. - - - - - - *Pressurization System .............SET ALTITUDE FLT ALT Indicator-CRUISE LAND ALT Indicator DESTINATION FIELD ELEVATION CABIN RATE Selector INDEX CAB ALT Indicator 200 feet below destination field elevation. FLT/GRD Switch GRD Pressurization AUTO Mode Selector Verify AUTO FAIL Light - - - - - extinguished. - - *NAV Switch ................AS REQUIRED FMC, ANS-L, or ANS-R position system as appropriate for navigation to be used for departure Select *Mode Control Panel ................SET selecting a value on the MCP, insure the corresponding display on the instrument panet changes, if When applicable. Course (s) SET AND CROSSCHECK Flight Director Switches ON (The pilot flying should position his switch to ON first.) - - 02.02.08B 406.2 JUL 22/92 OPERATIONSMANUAL COCKPIT PREPARATION FIRST OFFICER - Light ..............AS Controts DESIRED (Cont) *VHF NAV Radios *Flight Instruments ....................SET ............X-CHECK BRIE: IRS alignment Set or verify departure. must be navigation radios for complete. *EFIS Control Airspeed Indicator indicates CHECK Verify zero, digital airspeed display indicates 45, Vmo Indicator correct and no flags. Cursor Control Airspeed IN Push in for automatic operation. EADI CHECK Verify proper attitude with no warning flags/annunciations visible. Verify Speed Tape indicates 45. CHECK EHSI Verify proper indications with no warning flags/annunciations visible. Altimeter SET Adjust barometric and setting proper altitude. verify Compasses CHECK Verify no warning flagslannunciations visible. Crosscheck heading of RDMIs with EHSIs and standby compass. Vertical Speed Indicator CHECK Verify indicates zero and no flag. Panel ................SET - - - - - - AS DESIRED EHSI Range Selector MAP EHSI Mode Selector OFF Weather Radar Switch AS DESIRED Map Switches - - - - Panet Audio Setector Seat ...............SET ............................ADJUST the seat position the optimum eye reference Adjust Rudder Pedals position. ...................ADJUST rudder Adjust rudder to obtain to permit and brake If rudder pedaLs pedals deflection application. the Captain insure displaced, the steering wheel to prevent wheel futL are holds nose turning. *Takeoff Data Card ............COMPLETE - CLock .............................SET Ground Proximity Warning Test Switch .........PRESS System MOMENTARILY Verify the visual BELOW GIS, WINDSHEAR and INOP warnings the takeoff data card which VR, V2, flap zero fuet weight, setting, temperature, GNH, gross weight and and pass the stabilizer trim setting data card to the Captain. Complete includes N1, V1, PULL UP, illuminate and the aural "GLIDE SLOPE", "WHOOP WHOOPPULL UP", and "WINDSHEAR"warnings sound. 10 Holding the test switch at least seconds tests the above indications and any additional GPWS aural warnings. 401 DEC 20/91 02.02.09 BENN FF F OPERATIONSMANUAL NORMALTAKEOFFN1 REDUCEDN1 normal takeoff N1 for outside air temperature existing and airport pressure altitude and enter value on NORMALN1 Line. If pressure is not otherwise altitude Determine reduced N1 value for the takeoff weight and flap setting in accordance with the approved method for your airline and enter on the REDUCEDN1 Line. set attimeter to 29.92 to available, determine airport pressure altitude and then reset altimeter to GNH. GO-AROUND N1 Determine go-around Determine outside N1 for the GO-AROUNDN1 Line 737 NORMAL N1 GO-AROUND Ng_______ ¯¯¯¯¯¯ Determine --i ,, , ----- as en m MH N DATF STABILIZER TRIM SETTING of trim for and center of gravity (% CG). It should be identical to the entries on the completed weight and balance form (trim sheet). Enter units of trim on the data card. Determine position on the data card. ZERO FUEL WEIGHT(ZFW) AND TAKEOFF GROSSWEIGHT(T.0. GWT) ------ smeru HP RWWPNn the actual Enter YR FMPS are calculated using airplane loading, flap or assumed and existing These airspeeds temperature. these values y, / on V1, VR and V2 REDUCED Ny existing air temperature and enter units zero fuel weight from weight trim sheet by checking the and the empty Sum of the total payload operating weight. Enter this value on the data card. Crosscheck amount of fuel on trim sheet versus actual fuel in the gages and determine gross weight. Enter this value on the data card. and balance takeoff flap setting TEMPERATURE AND ALTIMETER use the Last outside air temperature and attimeter setting (GNH) as reported by the tower or other appropriate source. Enter these values on the data card. TAKEOFFFLAP POSITION flap position depends on field length, required climb gradient, ambient conditions and airplane GW. It is usually calculated by the dispatcher. Enter takeoff flap setting for the runway to be used on the data card. Takeoff TIUCEOFF DATA CARD 401 02.02.10 MAY 15/88 OPERATIONSMANUAL FINAL COCKPIT PREPARATION FIRST OFFICER - CAPTAIN AND - - - - *Doors - CLEARED FOR START - - - - - - ..........................CLOSED *N1 & IAS Bugs .....................SET Verify rated N1 Cursors correspond to futt thrust vaLue. Set V2 in the MCP IAS/Mach Display and check Airspeed Cursors and Speed Tape indications. Markers Set Airspeed (bugs) at V1, VR, V2 + 15, and flaps up maneuvering speed. Check all Door extinguished. *Air *Start Caution Pack Switch Conditioning Pressure calls "BEFORE START CHECKLIST DOWN TO THE LINE". The First reads and the Captain responds. Officer The First Officer states "BEFORE START CHECKLIST COMPLETEDOWN TO THE LINE". ......OFF PSI ............. pressure is 30 psi The minimum start psi ALLow reduction for each 1000 ft above sea Levet. at sea Levet. The Captain Lights *AnticoLLison Light .5 Switch ..........ON the ground crew and tower the crew is starting that the flight ALerts TAKEOFF BRIEFING: engines. The departure are reviewed receiving FMC/CDU and radio setup when convenient after the departure The pre-takeoff description briefing of clearance. is a the departure flight The Captain caLLs "BEFORE START CHECKLIST BELOWTHE LINE". The First Officer reads and the Captain responds. Officer The First states "BEFORE START CHECKLIST COMPLETE." emphasis on anticipated track and attitude restrictions. It assumes normat operating procedures witt be used. path with Additionat briefing may be required when any elements of the takeoff and departure are different from those routinely used. These may include inclement weather, adverse runway unique noise abatement conditions, requirements, dispatch using the minimum equipment List or any other where it is necessary to situation review or define crew responsibilities. The pre-takeoff shall be briefing accomplished as soon as practical so as not to interfere with the final takeoff preparations. 406 FEB 07/92 02.02.11 OPERATIONSMANUAL ENGINE START ENGINE START PROCEDURE CAPTAIN FIRST OFFICER Announce engine start sequence. Normal starting sequence is 2, 1. Announce "STARTING ENGINE NO Position Engine Start Switch to GRD. increase in N2 RPM. Verify ." _ First Acknowledge Officer's report. increase Verify in oit pressure at idle time engine stabilized by the and announce "OIL PRESSURERISING" when Verify Position detent 1) 2) N1 rotation observed. Engine Start to positioning Lever to IDLE prior Lever to IDLE. Engine Start when: N2 RPM reaches 25% sul (if 25% N2 is not achievable) At MAXmotoring and a minimum of 20% N2.* Verify fuel flow and EGT indication. At 46% N2 RPM check Engine Start Switch moves to OFF; if not, position Start Switch Monitor to OFF. Standard and stabilizes flow and oil pressure for normal indications as the engine at idle. Verify START VALVEOPEN Light extinguishes. day, sea Levet, stabilized N1 RPM 21.5% N2 RPM 60.3% - CAUTION: as the to OFF and increases Start Switch moves "STARTERCUTOUT." report N1,N2, EGT, fuel accelerates duct pressure Verify Engine - indications idle EGT Fuel - for CFM56-3. 475°C** Flow - 720 PPH/326 KGPH • ADVANCING ENGINE START LEVERPREMATURELY CANCAUSEA "HOT" START. • KEEP HANDON ENGINESTART LEVER WHILE OBSERVINGRPM, EGT, AND FUEL FLOWUNTIL STABILIZED. • IF FUEL IS SHUT OFF INADVERTENTLY (BY CLOSING ENGINE START LEVER) DO NOT REOPEN ENGINESTART LEVER IN AN ATTEMPTTO RESTART ENGINE. • FAILURE OF ENGINE START SWITCH TO HOLDIN GRD UNTIL STARTERCUTOUTRPM IS REACHED CANRESULT IN A "HOT" START. DO NOT RE-ENGAGEENGINE START SWITCH UNTIL ENGINERPM IS BELOW 20% N2. THE STARTERDRIVE SHAFT MAY SHEARIF THE STARTER IS ENGAGEDABOVE20% N2 RPM. * Max motoring is defined as when N2 acceleration 5 seconds. ** Idle EST may vary from 450°C and engine condition. - is less than 1% in approximately 650°C depending on 0AT, bleed configuration 401.2 02.02.12 JUN 14/91 NFß VB FF F OPERATIONSMANUAL (INTENTIONALLY 401 NOV 01/88 LEFT BLANK) 02.02.13 OPERATIONSMANUAL AFTER START PROCEDURE Electrical and Air Conditioning Pressurization ...............GENERATORS ........PACKS AUTO, FLT ON Position both Generator Switches ON verify the GEN OFF and BUS Lights extinguish. Both Pack Switches APU Bleed Air Switch Switch Flight/Ground - AUTO - - OFF FLT APU ........................AS Pitot Heat used for air otherwise position conditioning, Leave aLL amber Lights Verify extinguished. Start Anti-Ice ...................AS Ground Conditions position anticipated, Switches ON. Verify OPEN Lights ilLuminate exist Levers ...............IDLE OFF. DETENT Engine the Anti-ice COWL VALVE bright, Equipment ...............REMOVED or are Seat Belts and Shoulder Harnesses ...........FASTENED then dim, and the engine COWLANTI-ICE Lights are extinguished. Position Anti-ice Switch Wing to ON and check R VALVEOPEN and L VALVE OPEN Lights itLuminate then dim. bright, The Captain caLLs "AFTER START checklist". The First Officer reads the Captain responds. The First and Officer states "AFTER START checklist complete". If COWLVALVEOPEN Lights fait to illuminate from bright to dim with engines at IDLE, position APU Bleed Air switch to OFF and increase thrust slightly. 30% N1.) 02.02.14 ON if REQUIRED When Icing Büli: REQUIRED ..........................0N (Up to a maximum of 401 MAY 15/89 OPERATIONSMANUAL TAXI-0UT AND TAKEOFF Tow Bar PUSHBACK OR TOW OUT PROCEDURE Clearance procedure is required when the airplane is to be pushed back or towed away from the terminat or Loading area. Nose This MOVEMENT. Flight Interphone Contact with Ground Crew ............ESTABLISH Nose Gear Steering Lockout Pin .................INSTALLED Hydraulic System A Pumps ........0N/0FF If the nose gear steering Lockout pin is instatted, pushback or tow out may be accomplished with System A pressurized or depressurized. CAUTION: IF THE NOSE GEAR LOCKOUT PIN IS NOT INSTALLED, SYSTEM A HYDRAULICPUMPS MUST BE PLACED OFF. When cleared Brakes Parking 401 JAN 26/94 Dushback or tow out: ...........................0FF When Airotane Brakes for is Crew .....CLEAR Interphone System A Pumps ..........ON ...................REMOVED TAXI-0UT TECHNIGUES Release parking brake, smoothly thrust to minimum required for the airplane to rott forward, and When cLear of reduce thrust to idle. congested area, the Captain caLLs for takeoff flaps and the First Officer positions the Flap Lever to the flap position to be used for takeoff. increase the yaw damper during taxi by turning the airplane with nose wheet steering. Verify a turn causes the yaw damper to move in opposition to the yaw and then return to zero with a constant turn. Check Nose wheel and rudder pedat steering are used for maneuvering the airplane. Rudder pedal steering may be used white changes taxiing where smaLL directional are required. Make att turns at a slow taxi speed. Good taxi techniques require an awareness of the proximity of obstacLes, the possibility of thrust causing damage to equipment or injury for to personnel and a consideration comfort. passenger StoDDed: ............................0N Brake From Ground Gear Steering Lockput Pin .................REMOVED Hydraulic WARNING: PRIOR TO INSTALLING THE NOSE GEAR STEERING LOCKOUT PIN, DO NOT MAKEANY ELECTRICAL OR HYDRAULICPOWERCHANGESWITH TOWBAR CONNECTED. ANY CHANGETO ELECTRICAL POWER MAY CAUSE MOMENTARY PRESSURIZATION OF THE NOSE WHEELSTEERING ACTUATORS CAUSING UNWANTED TOWBAR .................DISCONNECTED ....................SET Make all turns with as Large a radius turns as possible. Minimum radius result in heavy side Loads and unnecessary scrubbing of tires. 02.02.15 OPERATIONSMANUAL TAXI-0UT TECHNIGUES (Cont) Stabilizer completing a turn, and before stopping, return the nose wheet to center and roll forward enough to allow it to center, relieving tire, structuraL twisting and stresses. After Trim sequence. Intermittent brake usage period between brake a cooling applications. BEFORE TAKEOFF OFFICER - CAPTAIN AND FIRST for takeoff. Cabin Door ........................LOCK the CAB DOORUNLOCK Light extinguished. At idle provides trim is set stabilizer Verify Verify thrust, the airplane may acceterate to a higher taxi speed than desired. Do not ride the brakes to prevent high taxi speed. ALLow the airplane to accelerate, then brake smoothly to a slow taxi speed, reLease the brakes smoothly and repeat the UNITS .............___ Takeoff Briefing ................REVIEW catts "SEFORE TAKEOFF The First Officer reads and the Captain responds. Officer "BEFORE The First states TAKEOFF CHECKLIST COMPLETEDOWNTO THE LINE". The Captain CHECKLIST DOWN TO THE LINE". - - - Start - - CLEAREDFOR TAKEOFF Switches - - - - - ....................CONT RecaLL ...........................CHECK Autothrottle Press and release the annunciator panel. If airpLane systems are no Lights witL remain normal, when the annunciator iLLuminated is released. If an annunciator Light remains illuminated, analyze the situation and refer to the Minimum Equipment List (MEL) for dispatch .......................ARM When approaching the takeoff runway, arm the autothrottle. Transponder .........................0N Landing Lights Strobe Light and Switches..............0N restrictions. Position Flight Controls ..................CHECK rudder, control wheel and column in both directions, futt travet and freedom of verify movement. Hold the nose steering wheel during rudder check to prevent nose wheet movement. Displace the Inboard Landing Light and Strobe Light Switches to ON unless reduced weather conditions make it undesirable. control Flaps .............. , GREEN LIGHT LE FLAPS EXT green Light illuminated, and Flap Position Indicator and FLap Lever are positioned correctly for takeoff. Verify 02.02.16 FMC Position Update Enter runway offset page of FMC/CDU. .........AS DESIRED on TAKEOFF REF The Captain calls "BEFORE TAKEOFF CHECKLIST BELOWTHE LINE". The First Officer reads and the Captain responds. Officer The First states "BEFORE TAKEOFF CHECKLIST COMPLETE". 401 DEC 20/91 OPERATIONSMANUAL piLot flying should monitor flight and be cognizant of V1 and instruments, roLL. VR speeds during the takeoff TAKEOFF TECHNIGUES Takeoff The Rott A rolling takeoff is the takeoff solely for the Caution Light, once takeoff thrust has been set and takeoff rotL established, is not recommended. recommended. Rejecting amber Master Use nose steering is aligned with wheel until airpLane the runway. As the airplane is aligned with the thrust runway for takeoff, set initial (approximately 40% N1). It is not to hold the brakes as initiat necessary thrust is set. After the engines have stabilized, set takeoff thrust. Once aligned, Light forward pressure held on the control cotumn. Directional control is maintained through rudder pedal steering. is The Engine Thrust Levers must be guarded during takeoff, until V1, in the event that it is necessary to reject As the airspeed approaches V1, the coLumn is moved to neutraL or sLightly aft of neutral. Be prepared to rotate when the airspeed indicator reaches VR. At VR, rotate the airplane smoothly and after Liftoff adjust the pitch attitude to maintain the desired control airspeed. Liftoff Do not apply brakes after becoming airborne. Braking is automatically apptied when the Landing Gear Lever placed in is the UP position. the takeoff. Landing gear should be retracted when a positive rate of climb is Speed indicated on the Vertical Indicator and Attimeter. The the thrust Levers, a setting check of the engine instruments should be made by the piLot not flying. He should then continue to monitor and cross-check att of the instruments. The pilot not fLying catts out 80 V1 and VR speeds. knots, After 401 JUL 22/92 Leave position Landing in the UP 10 seconds after gear Lights have uplock ensure positive Gear Lever approximately att red Landing extinguished to of the Landing gear. 02.02.17 FF F FFFINF OPERATIONSMANUAL T)U<EOFF PROCEDURE PILOT FLYING PILOT NOT FLYING Advance Thrust Levers to approximately 40% N1 (Levers approximately 3/4 inch above idte). Observe Press Verify engine instruments stabilized and normat. Ensure thrust Levers advance to takeoff N1. Observe mode annunciation. TO/GA Switch. mode annunciation. In cases of extreme headwind, the Egli: thrust Levers may not advance to full TO N1. In this case, manually advance the thrust Levers as required. Verify Monitor engine instruments. is not in the yellow band. oil pressure Hold light forward pressure on the controt column, maintain directional control and guard the thrust Levers until V1· verify 80 knots. Monitor airspeed, noting smoothly at VR. rotate that A/T Call out "80 KNOTS". Verify annunciation changes to THR HLD by 84 knots. V1, and Catt rate of climb is a positive indicated, call "GEAR UP" and continue rotation to takeoff pitch attitude. When Check flight 02.02.18 out "V1", and "ROTATE" at VR• Monitor flight instruments. rate of climb. Verify positive Position Landing gear Lever up. instrument indications. JUL 23/93 OPERATIONSMANUAL ltikk:E0:FF (IkFS;) MOVE 3000 FT NORMALCLIMB • SPEED • F/D ON • A/T ARM / 2 e • • MANUALLY ADVANCE THRUST PRESS TO/GA VR • ROTATE + 15 TO POSITIVE RATE FLAP RETRACTION ALTITUDE • PRESS N1 • SELECT FLAPS UP MANEUVERING SPEED ABOVE400 FT • SELECT APPROPRIATE ROLL MODE OF CLIMB • GEAR UP ABOVEMIN ALTITUDE FOR A/P ENGAGEMENT • A/P CMD FLAP RETRACTION SPEED SCHEDULE FIXED SPEEDS OR SPEED TAPE AFTER TAKEOFF MANEUVERING SPEEDS Cl:> Flap Setting 15 Select flaps 5 at V2+15 Select flaps 1 at 170/ For Takeoff 5 1 UP flaps up at *200/"F" 1 Final 190/ 190/ *200/"F" *200/"F" **210/ **210/ segment climb SPEED TAPE gy, 210/220*/230** "0" ------- *180/"F" 190/ FIXED SPEEDS V2+15 **190/ Select FLAP POSITION 5 15 Minimum Speed 190/200*/210** 170/180*/190** 150/160*/170** 210/ *220/"O" Minimum Maneuver Speed plus 15 to 20 knots **230/ * ** 117,000 53,070 138,500 lbs\ gross ut. 62,823 kgs / Above 138,500 lbs/62,823 kgs gross LIMIT BANK ANGLETO 15° UNTIL REACHINGV2 + 15. - - ut. SPEED TAPE DISPLAYS Minimum Flap Retraction Speed Flaps Up Maneuvering Speed Tip of Yellow Bar Minimum Maneuver "F" "0" - - - NOTE: 737-400/500 are not certified flaps 1 takeoff. AUS 19/94 Speed for 02.02.19 BBEINB FF F OPERATIONSMANUAL AFTER TAKEOFF PROCEDURE PILOT FLYING PILOT NOT FLYING 20 kts after initial climb is established. At light gross weight a higher speed (up to Vg + 25) may be to synchronize FID pitch selected, commandand avoid objectionable body attitude. V2 Maintain + appropriate roll for navigation. annunciation. Call for required, mode, if verify mode call for N1 Altitude, and flaps-up maneuvering speed. Verify flight and thrust mode annunciaAt Flap Retraction tions. Monitor check flight Select Call flaps on flap speed schedutè. "AFTER TAKEOFF checklist" flaps when are up. applicable, annunciation. When engage VNAVand verify mode. proper Verify mode Select N1 and set flaps up maneuvering speed. Verify Verify ization Retract rott progress. annunciation. Confirm Autopilot-Engage in CMD If in VOR mode engage A/P on the side corresponding to the NAV radio to be used for primary navigation. verify mode annunciations. flight and cross- engine instruments Verify Position monitor climb thrust is set. mode annunciation. proper Air Conditioning and pressuroperating normal. Autopilot engaged. Flap Lever as directed and retraction. flaps and stats Position Landing Gear Lever 0FF, APU Switch and Engine Start Switches as required. Read and respond to the AFTER TAKEOFF checklist and report "AFTER TAKEOFFchecklist complete". verify proper mode annunciation. the possibility of the shoulder harness buckles snapping back and inadvertently circuit breakers, hold both straps before putting releasing and then allow the straps to retract slowly to the stowed CAUTION: To avoid position. 02.02.20 401 NOV 01/88 OPERATIONSMANUAL CLIMB AND CRUISE CLIMB AND CRUISE PROCEDURE PILOT NOT FLYING PILOT FLYING Select Select page required to make flight plan or thrust Limit modifications. PROGRESS, CLIMB or CRUISE page for flight phase. as appropriate Position Landing OFF passing Lights through 10,000 feet. Set altimeters to 29.92 in Approaching selected At selected to CRZ. FMCattitude Hg (1013mb) FMC attitude, verify at transition verify altitude. Levet off and proper mode annunciation. thrust mode/N1 Limit annunciation changes from CLB Review optimum altitude and accomplish step climb if appropriate. Position Center OFF when center Tank Fuel Pump Switches tank fuel is depleted. the Last hour of cruise on all Range (more than one hour from an adequate airport) flights, perform During Extended Fuel Verify FMC/CDU entries are correct EXECute. Set MCPAltitude selector and for descent. top of descent point annunciation. At 401 NOV 01/88 observe descent crossfeed Valve check. Prior to top of descent select the planned arrivat procedure on ARRIVALS page. Verify end of descent waypoint altitude (E/D ALT) and speed on LEGS page. initiated and verify proper mode 02.02.21 OPERATIONSMANUAL Trim out wheet force with aiteron The wheet should be approximately centered for a normal (in-rig) CRUISE TECHNIGUE Airotane Trim Techniaue Both Enaines airplane. Ooeratina procedure outlines steps to be taken when correcting out-of-trim condition: The following Disengage CAUTION: Check for as necessary the deflection TO PREVENT UNWANTED ROLL AT AUTOPILOT DISCONNECT, DO NOT APPLY AILERON TRIM WITH THE AUTOPILOT ROLL CHANNEL ENGAGED. thrust asymmetry; adjust to set even thrust. Level and rudder held turning tendency. Trim Technique significant drag wilt will be initiated and a increase in aerodynamic result. table shows the effect fottowing trim on airplane drag for a typicaL The cruise of condition. N1 Aileron Trim wheel, natural of both. DO NOT TRIM. With wings to "Units" 3 6 Increased Airplane Drag 1.1% 3.6% Approximate Wheet Deflection 16 deg. 32 deg. trim to zero. the wings with the control using attitude indicators, horizon or a combination Due more If the controt wheet is displaced 10 degrees, spoiter than approximateLy autopilot. aiteron Factors Draa an Check Lateral fuel balance and if control fuel feeding to required, regain Laterat batance. (A Lateral unbalance witL appear as a rott input.) Set trim. Level, notice Stop the any turn with increase shown is based on a Any rigging rigged airplane. deviation which results in early spoiler actuation (beLow 10 degrees wheet defLection) will result in a significant increase in drag per unit The drag nominalty of trim. smooth rudder application and apply rudder trim to relieve rudder pedat force. (Heading bug can be used as a reference for turn determination.) 02.02.22 401 DEC 15/87 OPERATIONSMANUAL DESCENT AND APPROACH Turbutence DESCENTPROCEDURE In case of severe air turbulence, a descent schedute of .70M/280/250 knots should be maintained through the turbulent area. At altitudes below 15,000 feet and with airplane gross weights less than the maximum Landing weight, the airplane may be slowed to 250 knots in the clean configuration. margin exists under Adequate stalt these conditions. General the descent based on distance the approach fix so that cruise Plan attitude can and the required and airplane possibLe from be maintained as Long as stitL arrive at the fix at Distance altitude. to go altitude must be continuously compared to ensure that the airplane maintains the desired cruise thrust until the desired descent speed is reached after starting down, and reduce thrust sLowly to allow the pressurization system to compensate for changes in airflow. profile. Do not Both pilots will connect harness prior to starting shouLder descent. from enroute flight During descent attitude the pilot not fLying witL announce the standard cattouts. If are required in the activate inboard Landing and strobes passing 10,000 feet. Landing lights terminal area, Lights 401 JUL 23/93 Use of Soeed Brakes reduce is in a normal descent from cruise cLean configuration. Speedbrakes may the descent be extended to increase Actuate rate or to reduce speed. the Speed Brake Lever smoothly and slowly to the FLIGHT DETENT. Speedbrake usage detent between down detent and flight can resuLt in rapid roll rates and Do not use normaLLy should be avoided. in flight. the full UP position The Auto SeLect Brake autobrake Level desired with runway Length, consistent condition distance. and desired stopping 02.02.23 FFFINB FF F OPERATIONSMANUAL ADoroach Briefina of an instrument Prior to the start approach, the piLot fLying briefs the other pilot as to his intentions in conducting the approach, and both pilots review the approach procedure. The items typicatty covered in the approach briefing are: - - - - - - - - Type of approach. Landing runway. Touchdown zone or runway elevation. Radio attimeter setting. Transition attitude. Inbound course. Outbound and procedure turn headings. Minimum altitudes at each point of the approach. - - - Missed approach Missed approach Other items as 02.02.24 point. procedure. appropriate. 401 DEC 15/87 OPERATIONSMANUAL DESCENT AND APPROACH PROCEDURE PILOT NOT FLYING PILOT FLYING Check and set VREF and approach speeds as required. Set anti-ice Verify as required. pressurization airport elevation set for destination and system operating normally. altitude. altimeters at transition course selection and DH REF/radio attimeters as required Set and crosscheck Set and crosscheck approach. Set and verify Accomplish ADF and VHF NAVradios "DESCENT-APPROACH Announce "Flaps speed schedule. NOV 01/88 __ checklist" selected " according FMC altitude inboard Landing Lights ON through 10,000 feet. Read and respond to the "DESCENT-APPROACH checklist checklist Approaching for approach. approach briefing. Position passing Call for to flap verify and report complete". "DESCENT-APPROACH - Position and Flap Lever as directed monitor flap and stat extension. Accomplish standard callouts. Level off and mode annunciation. 02.02.25 OPERATIONSMANUAL APPROACH PROCEDURE Acoroach Soeed FLao Extension When on final Using as speedbrakes flaps is Det recommended. airspeed The following maneuvering and speeds are used for Flao Extension Select fLaps and Maneuvering it and acceleration sensing, the for normal wind gusts. A/T corrects result in Higher command speed settings The excessive approach speeds. recommended A/T approach speed setting is VREF + 5. procedures flaps: extending approach in Landing is not recommended to set the AIT command speed to allow for wind or gust corrections. Through configuration, Sneeds 1 when decelerating through the flaps-up maneuvering speed, displayed on the Speed Tape as a green "O". Extend flaps to the next setting when approximately 15 to 20 knots the minimum maneuvering speed for and existing flap setting, above the decelerating. approximately 15 to 20 knots above the minimum maneuvering speed white maneuvering with flaps extended. Maintain FLAP FLAP POSITION FLAPS UP FLAPS 1 FLAPS 5 FLAPS 10 FLAPS 15 FLAPS 25 SPEED SCHEDULE MANEUVERING AT & BELOW 117,000 LBS (53,070 KGS) ABOVE117,000 LBS (53,070 KGS) UP TO 138,500 LBS (62,823 KGS) ABOVE138,500 LBS (62,823 KGS) 210 220 190 200 170 160 150 180 170 230 210 190 180 160 150 160 140 . 170 401.2 02.02.26 nrf ini 2 FFENB FF F OPERATIONSMANUAL LANDING LANDING PROCEDURE PILOT FLYING When on localizer intercept APP mode and engage second PILOT NOT FLYING arm heading, autopilot. mode annunciation. Verify At localizer capture verify proper mode annunciation. At glide slope "ative", announce "GEAR DOWN", "FLAPS 15." Arm Speed brake and check green Light illuminated. Call "LANDINGCHECKLISTDOWNTO FLAPS." Respond to LANDINGChecklist. At glide slope capture, verify driven to Go-Around limit. Lever Engine to the 15 detent. Start RECALL. Read Flaps. proper Gear Lever DN, Flap Position Switches to CONT. Check Landing Position the LANDINGChecklist down to "HOLDINGAT FLAPS." State mode annunciation, and check N1 cursor Announce Position Flap Lever as directed. Call "COMPLETE THE LANDINGCHECKLIST." Respond to the LANDINGChecklist. Complete reading and report "FLAPS____" as required for Landing. Set MCP Speed Selector at VREF + 5 kts. the LANDINGChecklist "LANDINGCHECKLIST COMPLETE." Set heading and attitude approach procedure. for missed Monitor approach progress and guard the controls. Below 1500 feet and before 800 feet radio attitude armed the white FLARE display is annunciated and the 1 CH autopilot observe the At approximately 50 feet attitude display blanks. green FLARE displayed. Observe the autothrottle retard the thrust to idle by touchdown. a 401 JUL 23/93 02.02.27 BNFING FBT OPERATIONSMANUAL PRECISION APPROACH(AFS) APPROACHING INTERCEPT HEADING SS AA • P CMD MISSED APPROACH • PRESS TO/GA GO-AROUND • ATTITUDE LOC CA URE e AND50D INBOUND • • GEARDOWN FLAPS 15 • GAGEAUTOPILOT (SINGLE CHANNEL) SET MISSED APPROACH ALTITUDE FINAL APPROACH VREF + 5 . LOM PRECISION 02.02.28 SPEED* 500 FEET CHECKFLARE ARMED(DUAL CHANNEL) • TOUCHDOWN DISENGAGEAUTOPILOT (DUAL CHANNEL) APPROACH (AFS) 401 DEC 18/92 OPERATIONSMANUAL DUAL CHANNEL APPROACH AND GO-AROUND WARNINGS WARNING Steady red A/P disengage warning light WHEN Betow 800' during approach RA PILOT RESPONSE CAUSE Stablizer out of trim CAT II CAT IIIA Disengage autopilot and execute manual Landing or manual go-around During GA Elevator position not suitable for single channel operation No FLARE arm annunciation 500' above field elevation during approach red A/P disengage warning light and waiter Below 800' Flashing red AIT disengage warning light Any Flashing during approach RA time Disengage A/P and immediately execute manual go-around Disengage A/P and execute manual levet off OR Select higher go-around altitude Disengage autopilot and execute manual Landing or manual immediately execute manual enabled, or only first A/P channel up is engaged. go-around go-around A/P disengagement Execute manual landing or manual manual go-around Pitch and rott monitors may not be AIT disengagement go-around Cancel AIT disengage warning and control thrust Levers manually Disengage Execute A/P and immediate Cancel AIT disengage warning and control thrust levers manually 403 JUN 14/91 02.02.29 OPERATIONSMANUAL NON-PRECISION APPROACH(AFS) e F APPROPRI MISSED APPROACH • PRESS T0/GA GO-AROUND ATTITUDE • ANDTHRUST FAF e. • VIS ALT HOLD ENGAGED • SELECT MDA MDAALT HOLD FAF RUNWAYIN SIGHT • INITIATE CIRCLING APPROACH oR SENGEAGEUTPROFILE - • - D CIRCLING APPROACH (AFS) TURNINGBASE LEG • LANDINGFLAPS (if not previously selected) MINIMUM DESCENT ALTITUDE(MDA) MISSED APPROACH • • • INTERCEPTINGLANDINGPROFILE • DISENGAGE AUTOPILOT • BEGIN DESCENT 02.02.30 • • • GO-AROUND THRUST GO-AROUND ATTITUDE FLAPS 15 POSITIVE RATE OF CLIMB GEARUP RETRACTFLAPS ON SCHEDULE . 401 NOV 01/88 OPERATIONSMANUAL FLIGHT DIRECTOR ILS • • • HEADINGCURSOR-INTERCEPT HEADING APPROACH MODE-ARMED ALT HOLD-AS REQUIRED • HDGHOLD-AS REQUIRED HOLD-ASREQUIRED LOC CAPTURE • MISSED APPROACH SET APPROPRIATE HEADING • • PRESS T0/GA GO-AROUND ATTITUDE AND THRUST GLIDE SLOPE CAPTURE • SET MISSED APPROACH ALTITUDE 401 NOV 01/88 LOM e 02.02.31 OPERATIONSMANUAL GCP-AROUNDPROCEDURE The following procedures or other circumstances configuration. will be accomplished in the event of a missed approach with the airplane in the Landing a go-around necessitating PILOT NOT FLYING PILOT FLYING Press either T0/GA Switch. 15". Call out "Flaps press either If full GA thrust required, TO/GA Switch again after reduced GA Monitor N1 indication. Position Flap Lever to 15 and monitor flap retraction. thrust is established. Confirm rotation to go-around attitude airplane Monitor performance. and monitor autopilot. verify mode annunciation. When positive rate of climb indicated, call "Gear Up" and monitor acceleration. Crosscheck Call flight "Tune radios instruments for proper for missed approach". Press appropriate rott mode switch for navigation. Verify mode annunciation. Initiate airspeed flap retraction and verify increases as flaps retract. Landing Gear Lever UP and normal retraction. Position verify indications. Tune radios Observe (MCP speed window blanks) as directed. mode annunciation. Select flaps as directed and reply when selected. Monitor "Flaps____" airspeed, attitude, flap and stat retraction. Verify speed. Call 02.02.32 airplane Levels off at selected "AFTER TAKEOFF checklist". altitude and maintains flap manuevering Read and respond to the AFTER TAKEOFF checklist and report "AFTER TAKEOFF checklist complete". 403 NOV 01/88 OPERATIONSMANUAL LANDING ROLL PROCEDURE ifter touchdown and during Landing roll, during normat deceleration. the following PILOT FLYING Thrust Levers Autopilot are accomplished PILOT NOT FLYING IDLE - DISENGAGEand control - procedures manually. disengages Autothrottle disengaged. Ensure Autothrottle Verify Speed Brake Lever Engine Instruments airplane automatically. Speed Brake Lever Spoilers) FULL UP Verify (Ground - FULL UP - If Autobrakes are used and the DISARM Light illuminates or if deceteration is not normal BRAKEMANUALLY - Reverse Thrust - INITIATE delay raise both Reverse Thrust then to reverse thrust detent No. 2. Modulate reverse thrust as required and avoid exceeding engine limits. Conditions permitting, limit reverse thrust to 82% N1 for passenger comfort. Without Levers to the interlock, Monitor Advise Captain of any engine Limit being approached, exceeded or any other abnormalities. At 60 knots, reduce reverse thrust to be at IDLE reverse when reaching taxi speed. Call At approximately normal taxi speed, slowly move the Reverse Thrust Levers to the full down position. Verify Release - "60 knots". out REVERSERUNLOCKED Lights - Extinguished by smoothly applying force until the system Autobrakes brake pedal disarms. WARNING: AFTER REVERSETHRUSTHAS BEEN INITIATED, 403 NOV 01/88 A FULL STOP LANDINGMUST BE MADE. 02.02.33 OPERATIONSMANUAL AFTER LANDINGTECHNIGUE Reverse Autobrakes Brake and tire wear can be reduced by the proper use of reverse thrust and Thrust At touchdown, rapidly raise the Reverse Thrust Levers and move them aft to the then to the reverse thrust interLock, detent No. 2. Modulate reverse thrust as required Limits. and avoid exceeding Conditions engine permitting Limit reverse thrust to the No. 2 detent. When required, the maximum aLLowabte go-around N1 may be used. At 60 knots, reduce reverse thrust to be gradually at idte reverse when reaching taxi speed. autobrakes. The airplane the autobrakes nose down as and the nose onto the runway by wiLL pitch activate wheels can be eased smatL etevator input. that the AUTOBRAKEDISARM Light iLLuminated. As the airplane the autobrake system wiLL decelerates, decrease braking pressure with the Check is not increased application of reverse thrust. Reverse thrust then becomes the primary method of stopping the airplane. with the rudder Manual braking witL terminate As the airplane autobraking. reaches the desired taxi speed, reLease the autobrakes by applying brake pedal force until the autobrake system the Speed disarms, or by positioning Brake Lever in the down detent. the Speed Brake Lever in the Placing down detent provides a smooth transition from auto to manual brakes. Use normal braking for taxi. Steer pedats. 02.02.34 the airplane 404 JUL 07/94 OPERATIONSMANUAL TAXI-IN AND PARK PARKING PROCEDURE TAXI IN PROCEDURE After When clear of the active runway, the Captain will position the Speed Brake Lever to the DOWN detent, and the First Officer will accomplish the following: Officer has come to a the airplane complete stop, the Captain and First witL Brake Parking Speed Brake Lever *FLap Lever .........................UP ..........VERIFY perform sequence of actions the airplane. ......................SET DOWN parking ittuminated. brake Verify APU (If *Pitot Required) Heat *Flight/Ground *Engine Start Landing Lights F/D Switches *Weather ................START Switches ..............AS DESIRED .......................0FF .....................0FF ...............AS APU Gen Switches (If APU operating) .........................0N Verify APU powering busses. to be used, connect *Start .............0FF REQUIRED .................0N Light *Etectricat is not power. ..............GRD Switches Radar *Transponder ...............0FF Switch the foLLowing to park and secure Levers If APU external ...................CUTOFF be It is recommended that the engines operated at, or near idle for three minutes prior to shutdown to the engine hot thermaLLy stabiLize sections. Operating times at or near such as taxiing before idte, to this shutdown, are applicable three-minute period. If operational requirements the engines may dictate, be shut down with a one-minute cooling period. APU GEN OFF BUS Light Verify *Fasten extinguishes. NûIE: To avoid the possibility of the harness buckles snapping back and inadvertently pulling circuit hold breakers, both straps before releasing and then aLLow the straps to retract slowly to the stowed position. Betts Switch *AnticoLLision Light ...............0FF Switch ........OFF shoulder Fuel Pump Switches Whenever electrical busses, ...........PUMPS OFF the APU is operating and AC power is on the airplane Life of the extended service APU fuel control unit can be realized by operating at Least one fuel boost to pump to supply fuet under pressure the APU. Galley Power Switch If desired, may be Left ................0FF the Galley Power Switch ON during a through flight. 402 JUL 23/93 02.02.35 OPERATIONSMANUAL PARKING PROCEDURE(Cont) SECURED *Window The Captain and First perform the fottowing If not Switches Heat through fLight ..............0FF ground IRS Mode Selectors Emergency Anti-Ice Switches Hydraulic Exit Lights Pump Switches Fan Switch(es) .......AS conditioning Battery BLeed Air Switches Air Switch APU Bleed AUTO ..........ON Switch Lights *Auto Brake Cockpit Lights *Speedbrake *Parking Switch Brake Cockpit .....OFF Power Switch .....OFF .....................0FF to assure the next flight. close 20 seconds after the APU door to the APU wiLL start on caLLs "SHUTDOWN CHECKLIST The First Officer The reads and the Captain responds. Officer First states "SHUTDOWN CHECKLIST COMPLETE". BELOW THE LINE". DESIRED .............AS Radar *Transponder ..........OFF ..........DOWN With chocks in place, Brake may be released position. *Weather REQUIRED ..............AS Lever Switches ................0N ............AS Select Pack Delay approximateLy APU shutdown for The Captain Exterior .......OFF DESIRED *Air Conditioning Pack Switches ................0NE *Engine Switch ..0FF APU Switch/Ground Recirc .................0FF .0FF Air *Electric wiLL time does exceed 30 minutes, the Window Heat Switches may remain ON. *Wing and Engine Officer action. DETENT REQUIRED the Parking to the OFF .....................0FF ...............AS REQUIRED Door ..................UNLOCKED The Captain calls "SHUTDOWNCHECKLIST DOWNTO THE LINE". The First Officer reads and the Captain responds. The Officer First states "SHUTDOWN CHECKLIST IS COMPLETE DOWNTO THE LINE". 405 02.02.36 JUL 23/93 OPERATIONSMANUAL CHAPTER 2 SUPPLEMENTARY NORMAL PROCEDURES PAGE TABLE OF CONTENTS. INTRODUCTION . . . . . . . 02.03.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .06 ADVERSEWEATHEROPERATION COLD WEATHER OPERATION HOT WEATHEROPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .09 . . . . .11 LANDINGON WET OR SLIPPERY RUNWAYS ENGINE OPERATION DURINGMODERATETO HEAVY PRECIPITATION. ENGINE OPERATION DURINGMODERATETO SEVERE ICING CONDITIONS. SEVERE TURBULENCE. . WINDSHEAR. . . . . 02.04.01 . . . . . . . . . . . . . . . . . . . .18 . . . . .19 . . . . . . . . . . . . . . . . . . . . . . . . . .20 . . . . . . . . . . . . . . . . . . . . . . . . . .21 . . . . . . . . . . . . . . . . . .23 FLIGHT OPERATIONS IN VOLCANICASH AIRPLANE GENERAL PREFLIGHT. INTERIOR INSPECTION. EXTERIOR INSPECTION. EXTERIOR INSPECTION-THROUGH FLIGHT WATER SYSTEM DRAINING. . . . . . 02.05.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . ... . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . .11 . . . . . . . . . . . . . . . . . . . . . . .12 . AIR CONDITIONING AND PRESSURIZATION WING-BODY OVERHEATTEST. USING GROUND PRECONDITIONEDAIR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . .01 USING PNEUMATICAIR CART USING APU FOR AIR CONDITIONING (ON THE GROUND/ENGINESSHUT DOWN) ISOLATED PACK OPERATION DURINGENGINE START PRESSURIZATION SYSTEMTESTS. STANDBY MODEOPERATION MANUAL MODEOPERATION. PRESSURIZATION CONTROL OPERATION LANDING AT ALTERNATEAIRPORT. AUTOMATICPRESSURIZATION CONTROL LANDINGAIRPORT ELEVATION ABOVE 6000 FEET. UNPRESSURIZEDTAKEOFF AND LANDINGPROCEDURE. NO ENGINE BLEED TAKEOFF AND LANDING PROCEDURE. . . . . 02.06.01 . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . . . . . .04 . . . . . . . . . . . . . . . . . . . . . . . .05 . . .06 - - . 401 DEC 18/92 . . . . . . . . . . . . . . . . . . . . . . . . .06 . . . . . . . . . . . . .07 . . . . . . . . . . . .08 02.03.01 OPERATIONSMANUAL CHAPTER 2 AUTOMATICFLIGHT PAGE LEVEL CHANGECLIMB LEVEL CHANGEDESCENT VERTICAL SPEED (V/S) CLIMB/DESCENT INTERMEDIATELEVEL OFF (VNAV) CHANGEALTIMETERSETTING DURING VNAV PATH LEVEL FLIGHT VOR NAVIGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . 02.07.01 . . . . . . . . . . . . . . . . . . . NON-PRECISION APPROACH AFS OPERATIONIN WINDSHEAR . . . . . . . . . . .03 . . . . . . . .04 . . . . . . . .04 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AFS OPERATION IN TURBULENCE. .05 .06A .07 AUXILIARY POWERUNIT ELECTRICAL REQUIREMENTSFOR APU START. APU OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02.08.01 .01 COMMUNICATIONS COCKPIT VOICE RECORDERTEST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02.09.01 ELECTRICAL STANDBYPOWER TEST . . . . . . . . . . . . . 02.10.01 EMERGENCY EQUIPMENT* *No procedures or pages for this section. 404 02.03.02 JAN 26/94 OPERATIONSMANUAL CHAPTER 2 PAGE FIRE PROTECTION FIRE AND OVERHEATSYSTEM TEST . . . . . . . . . . . . . . . . . . . 02.12.01 FLIGHT CONTROLS FLIGHT CONTROLSCHECK TRIM OPERATION WITH FORWARD OR AFT CG . . . . . . . . . . . . . . STABILIZER . . . . . . . . . . . . . . . . . . 02.13.01 .04 FLIGHT INSTRUMENTS ALTIMETERDIFFERENCE . . . . . . . . . . . . . . . . . . . . . . . . 02.14.01 FUEL FUEL MANAGEMENT. . . . . . . . REFUELING. GROUNDTRANSFEROF FUEL. FUEL QUANTITY INDICATORS TEST. FUEL CROSSFEED VALVE CHECK . . . . . . . . . . . . . . . . . . . 02.15.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .03 .02A . . . . . . . . . . . . . . . . . . . . . . . . . .04 . . . . . . . . . . . . . . . . . . . .04 HYDRAULICPOWER* ICE AND RAIN PROTECTION ANTI-ICE USE ENGINE ANTI-ICE OPERATION. WING ANTI-ICE OPERATION. RAIN REPELLENT USE WINDOWHEAT TEST . . . . . . . . . 02.17.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . . . . . . . . .03 LANDING GEAR* * No procedures 403 JUL 22/92 or pages for this section 02.03.03 OPERATIONSMANUAL CHAPTER 2 PAGE NAVIGATION/GENERAL NAV TESTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02.19.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . .02 . INSTRUMENTTRANSFERSWITCHING TESTS. WEATHER RADARTEST IRS FAST REALIGNMENT IRS HIGH LATITUDE ALIGNMENT. IRS ALIGN LIGHTS FLASHING. SPECIAL IRS ENTRIES. FAULT LIGHTS INADVERTENTSELECTION OF ATTITUDE MODE . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . . . .04 . . . . . . . . . . . . . . . . . . . . . .04 . . . . . . . . . . . . . . . . . . . . . . . . .05 . . . . . . . . . . . . . . . . . . . . . . . . .05 . . . . . . . . . . . . . . . .05 NAVIGATION/FLIGHT MANAGEMENT LATERALNAVIGATION USING THE FMC/CDU VERTICAL NAVIGATIONUSING THE FMC/CDU PERFORMANCEAND PROGRESS FUNCTIONSOF THE FMC/CDU. RTA NAVIGATIONUSING THE FMC/CDU FMC/CDUALERTING MESSAGES. FMC/CDUADVISORYMESSAGES. . 02.03.04 02.19.07 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 . . . . . . . . . .15 .17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18 . . . . . . . . . . . . . . . . . . . . . .22 408 JAN 26/94 OPERATIONSMANUAL CHAPTER 2 PNEUMATICS* POWERPLANT PAGE BATTERY START . . . . . . . . . ENGINE CROSSBLEEDSTART STARTING WITH GROUND AIR SOURCE PMCOFF TAKEOFF AND CLIMB . . . . . . . 02.21.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . .04 WARNINGS* MANUALFLIGHT PROCEDURES INTRODUCTION . . . . . . . . . . TAKEOFF PROCEDURE. TAKEOFF (MANUAL) AFTER TAKEOFF PROCEDURE. CLIMB PROCEDURE. CLIMB TECHNIGUE. CRUISE PROCEDURE DESCENTPROCEDURE. DESCENTAND APPROACH PROCEDURE APPROACHPROCEDURE LANDINGPROCEDURE. VISUAL TRAFFIC PATTERN ILS (MANUAL) NON-PRECISION APPROACH(MANUAL). CIRCLINGAPPROACH (MANUAL) GO-AROUNDPROCEDURE. LANDINGROLL PROCEDURE . . . . 402 JUL 22/92 . . . 02.23.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . .04 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .05 . . . . . . . . . . . . . . . . . . . . . . . . . .05 . . . . . . . . . . . . . . . . . . . . . . . . . . .05 . . . . . . . . . . . . . . . . . . . . . . . . . .05 . . . . . . . . . . . . . . . . . . . .06 . . . . . . . . . . . . . . . . . . . . . . . . . .07 . . . . . *No procedures . . . . . . . . or pages . . . . . . . . . . . . . . . . . . . . . . . .09 . . . . . . . . . . . . . . . . . . . . . . . .10 . . . . . . . . . . . . . . . . . . . . . . . .10 . . . . . . . . . . . . . . . . . . .11 .11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 . . . . . . . . . . . . . . . . . . . . . . . .13 for this Section 02.03.05 OPERATIONSMANUAL use of these procedures is based on the assumption that a non-normat condition (covered in Chapter 3, NON-NORMALPROCEDURES) does not exist. The INTRODUCTION Sections contain fottowing Supplementary Normat procedures which are not necessarily normat or routine tasks on every flight. ALL procedures not appropriate to Chapters 02.02, 3 or 4 are included in these Sections. The Supplementary Normal procedures may be required because of adverse weather, unscheduled maintenance or as a result of a procedure in a referenced Non-NormaL Checktist. AdditionatLy, some may be performed if the flight crew must accomplish preftight actions performed maintenance normally by personneL. At the discretion of the Captain, procedures may be performed by recatL, the procedure prior to its by reviewing to the or by reference accomplishment, procedure its accomplishment. during procedures are arranged by airplane system to permit easy and selective retrievat The Section of information. identification for each system corresponds to the Systems Description Chapter number for that system (e.g., Section to Chapter 02.15 FUEL relates The 15 FUEL in Systems Description). systems requiring procedures are included. those 02.03.06 Only supplementary 401 DEC 18/92 OPERATIONSMANUAL deposit of fine crystattine which usually occurs on exposed surfaces on a cold and cloudLess night, and which is thin enough to distinguish surface features such as paint underneath, or Lettering. Lines, markings white ADVERSE WEATHEROPERATION texture, AirpLane in adverse operation additional conditions presents due to the effects temperatures, of extreme sLippery runways weather problems with contaminated runways, and crosswinds, extreme turbutence. The foLLowing additional instructions are intended to supplement the Normal Procedures and should be observed when applicable. COLD WEATHEROPERATION problems associated with cold weather operation are primarily those concerned with Low temperatures and with ice and snow on the airpLane, The ramps, taxiways and runways. majority of operating difficulties are encountered on the ground. SafetY IDSDOCtìOn removal of surface snow, ice is normally a maintenance function, the flight crew should be aLert during preftight preparation to inspect areas where surface snow or frost couLd change or affect normal system operations. Supplementat preftight checks should incLude the following: ALthough Surface Covers ...........CHECK ..........REMOVED FREE OF FROST, ICE AND SNOW Takeoff with Light coatings of frost, up to 1/8 inch (3mm) in thickness on Lower wing surfaces due to cold fuel, is permissible; however, all Leading edge devices, all control surfaces, tab surfaces, upper wing surfaces and balance panel cavities must be free of snow or ice. Thin hoarfrost is acceptabLe on the upper surface of the fuselage att vents and ports are provided Thin hoarfrost clear. is a uniform 401 MAY15/88 ...............CHECK gear doors unobstructed of impacted snow or ice. and Landing free Air Conditioning Intets and Exits .......................CLEAR Verify the air intets clear of snow or ice. and exits are Check outfLow vaLves free of impacted snow or ice If the APU is and unobstructed. or frost ALL Protective Gear Doors Landing The Exterior Check control balance cavities for drainage after snow removat as puddLed water may refreeze in flight. operating, check that the main outflow valve is futt open. WARNING: WITH THE APU OPERATING, ALL DOORS CLOSED, INTERIOR UNATTENDED, AND MAIN OUTFLOW VALVE CLOSED, ASSUMETHE AIRPLANE IS PRESSURIZED. SHUT DOWNAPU USING APU FIRE CONTROL HANDLEIN RIGHT MAIN WHEELWELL AND ALLOWAIRPLANE TO DEPRESSURIZE. DO NOT DISCHARGE FIRE BOTTLE. ATTEMPTENTRY THROUGH FORWARD ENTRY (PLUG TYPE) DOOR ONLY. Engine Intets ....CLEAR OF ICE AND SNOW Check intet cowling free of ice or snow and the fan must be free to rotate. Fuel Tank Vents ..CLEAR OF ICE AND SNOW Check all accessible fuel ALL traces of ice or frost tank vents. should be removed. 02.04.01 OPERATIONSMANUAL COLD WEATHER OPERATION (cont) operation at approved derate thrust Levels is Ensure that the acceptabte. recommended takeoff rotation rate is observed. Where appticabLe, takeoff Safety Exterior Insoection Pitot Heads and Static Ports ....CLEAR (Cont) OF ICE AND SNOW Cockoit PreliminarY rundown resutting from snow removat may refreeze immediately ports and cause an forward of static ice buildup which causes disturbed airflow over the static ports and causes erroneous static readings even though the static ports themselves are cLear. Preoaration Water ....INSTALLED Battery AND FULLY CHARGED Certain extreme conditions precautionary necessitated the battery. Ascertain may have removat of that the has been re-instatted. battery of the APU is adverseLy in the by ice accumuLations APU inlet of ice or and by ingestion The operation Fluids De-Icina for and Anti-Icing de-icing fluids the (the holdover times) considerably. these Furthermore, depend to a Large extent on the For different of protection meteorological of application. conditions affected times vary times and methods The APU door must be free of impacted prior snow or ice and unobstructed to time of protection witt be instance, by snow, content of moisture, increasing wet airplane relative surface, high temperature of airplane surface and of the fluid being used, or high wind and unfavorable wind velocity direction. ALL these conditions cause an unwanted dilution of the protective film. If these conditions accumulate, the time of protection can be shortened The shortened, APU start. for considerably. Ooeration Fluids foreign materiaLs. Higher than normal EGT indications with a reduction in duct pressure are an indication of intet area icing. with De-Icina/Anti-Icina Testing of undituted de-icinglanti-icing fluids has shown that some of the fluid remains on the wing during takeoff rotation and initial climb out. The residuat fluid causes a temporary decrease in Lift and increase in drag. Takeoff operations with reduced thrust based on the assumed temperature APU ..............................START The APU shouLd -40 Use degrees operation. both air whenever Controls to above conditioning possible. airplane should as possible. FLight be preheated to ensure proper packs ALL doors to the be kept cLosed as much ..................CHECK Check aLL flight controls for freedom of movement and for full travel of controt wheet, controt column, and rudder pedals. method are permitted. 02.04.02 401 DEC 20/91 OPERATIONSMANUAL COLD WEATHER OPERATION Preliminary Cocknit (cont) Preoaration (Cont) This check should be accomplished whenever the airplane has been exposed for an extended period of time in snow, freezing rain or other conditions which could restrict flight control movement. Increase in controt forces can be expected at Low temperatures because of increased resistance in cables and congeated oit in snubbers and bearings. controt is suspected of any flight or binding restricted movement, maintenance personnet should accomplish the appropriate portion of the flight control checks in Chapter Normat 02.13, Supplementay If initial oit During cold weather starts, pressure the LOW may be slow in rising, OIL PRESSURE Light may remain iLLuminated and pressure may then go above the normat range and may illuminate the FILTER BYPASS Light. should be operated at idle returns to thrust until oit pressure The FILTER BYPASS the normal range. as the oit Light should extinguish warms and pressure returns to normat. No minimum oit temperature is specified for takeoff. The engine After Start Enaine Instruments ...OBSERVE NORMALOPERATION The engine instruments indicate approximately a short speed. time after should normat reaching within idle Procedures. Oil Engine Pitot Static Heat Pressure ..............CHECK ...................0N oit cold weather starts, may temporarily exceed the green band or may not indicate any increase untit oit 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. During Enaine Start Start engines in a normat of jet engines Preheating pressure manner. is seldom required. 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. If the engine will not start, ground heating may be to warm the starter valve, necessary fuel controt unit and ignition system. If N2 is not observed, externat heat must be applied. Start the engine as soon as possible after thawing to prevent refreezing. If ambient temperature is below (-31 degrees degrees Centigrade idle the engine two Fahrenheit), minutes before changing thrust Lever position. -35 When starting a cold soaked engine, response is not slow oit pressure unusuat. As Long as there is some indication of oit pressure, up to three and one-half minutes may be to reach the allowed for oil pressure minimum operating pressure. shutdown FotLowing a precautionary when no oit pressure indication has been observed, allow 10 to 15 minutes for internat heat to warm the oit system. Hot air may be appLied adjacent for 401 JUL 07/94 to the gearbox and oit prior to next start. tank warm-up 02.04.03 OPERATIONSMANUAL COLD WEATHER OPERATION (Cont) Exterior Deicina With Enaines 0Deratina After Engine Anti-Ice Start (Cont) 8911: ...................AS should be deicing with the flaps up to prevent ice and slush from accumulating in flap cavities. Airplane accomplished REQUIRED If icing conditions are present, Engine Anti-ice must be turned ON after engine start. When immediately moderate to severe icing conditions ground are present during prolonged periodic operation, engine run-up to as high a thrust setting as practical (70% N1 recommended) should be made intervals for at 30-minute approximately 15 seconds duration. BRIE: If a Thrust Levers .....................IDLE operate engines at During deicing, idte to reduce chances of injury to personnel at intet or exhaust areas. Stabilizer Trim .....FULL APL NOSE DOWN COWL VALVEOPEN Light remains ittuminated bright with the engine at idte, position the APU Bleed Air Switch to OFF and increase Set stabilizer to the APL NOSE DOWN Limit to prevent deicing fluid and sLush run-off from entering the balance stabilizer panel cavity. thrust slightly (up to a maximum of 30% N1). Trim Wing Anti-ice must also be ON during when icing all ground operations conditions exist or are anticipated. Power ..............TRANSFER Electrical Generators may be slow to produce steady power due to cold oit in the Drives. Generator Normally the Drive Generator wiLL stabilize within one minute, aLthough up to five minutes may be required. Controls ..................CHECK flight controls through futt travel to ensure freedom of movement. Flight Move the airplane to the electricaL APL NOSE DOWNLimit. Then continue trimming manually to the manual APL NOSE DOWN Limit. WARNING: TO AVOID PERSONALINJURY, ENSURE THAT THE STABILIZER TRIM WHEELHANDLEIS STOWED PRIOR TO USING ELECTRIC TRIM. BLeed Air Switches .................0FF APU and Engine Bleed Air Switches should be turned OFF to prevent and deicing fluid from being ingested causing fumes in the air conditioning system. APU ........................AS Wing Flaps If CAUTION: WHENOPERATINGTHE WINGFLAPS DURING LOW TEMPERATURES, THE FLAP POSITION INDICATOR AND LEADING EDGE DEVICES ANNUNCIATOR PANEL SHOULD BE CLOSELYOBSERVEDFOR POSITIVE MOVEMENT. IF THE FLAPS SHOULDSTOP, THE FLAP LEVER SHOULDBE PLACED IMMEDIATELY IN THE SAME POSITION AS INDICATED. 02.04.04 REQUIRED .......................CHECK not required, the APU should be the shut down to eliminate possibility of deicing the fluid entering APU intet. CAUTION: WITH APU OPERATING, INGESTION OF DEICING FLUID WILL CAUSE OBJECTIONABLE FUMES AND ODORS TO ENTER THE AIRPLANE. THIS MAYALSO CAUSE ERRATIC OPERATION OR DAMAGETO THE APU. 402 JUL 07/94 OPERATIONSMANUAL COLD WEATHEROPERATION Exterior Deicina (Cont) With Engines (Cont) ODerating Wait approximately 1 minute after compLetion of deicing to turn Engine BLeed Air Switches on to ensure aLL deicing fluid has been cleared from the engine: Engine BLeed Air Taxi-Out Switches ...........ON WARNING: IF THE FLAPS ARE LEFT UP DURING TAXI TO AVOID SLUSH AND ICE, THE BEFORE TAKEOFF CHECKLIST WILL BE COMPLETED AFTER FLAPS ARE IN TAKEOFF CONFIGURATION. CAUTION: USE EXTREMECAUTION WHEN TAXIING ON ICE-COVERED TAXIWAYSOR RUNWAYS,AS EXCESSIVE SPEED OR HIGH CROSSWINDSMAYSTART A SKID. MAKEALL TURNS AT REDUCED and Takeoff SPEED. Taxi-Out Before Nose gear steering shouLd be exercised in both directions during taxi to circulate warm hydraulic fluid through at this steering steering cylinders and minimize Lag caused by Low temperatures. When standing water, ice, or snow is present on the ramps, taxiways or distance runways, maintain a greater than normal between airplanes. Engine exhaust may form ice on the ramp and takeoff areas of the runway, or blow snow or stush which freezes on surfaces it contacts. Takeoff to the takeoff setting time if they have been held due water or icing to sLush, standing conditions. Extend the flaps CAUTION: WHENOPERATINGTHE WING FLAPS DURING LOW TEMPERATURES,THE FLAP POSITION taxi route is through slush or in Low temperatures or if is falling with temperatures below freezing, taxi with flaps up. Taxiing with fLaps extended will subject the flaps and flap drives to snow and slush accumulations from the main gear wheels. Leading edge devices are also susceptible to sLush If water precipitation INDICATOR AND LEADING EDGE DEVICES ANNUNCIATORPANEL SHOULDBE CLOSELY OBSERVED FOR POSITIVE MOVEMENT. IF THE FLAPS SHOULDSTOP, THE FLAP LEVER SHOULD BE PLACED IMMEDIATELY IN THE SAME POSITION AS INDICATED. standing accumulations. To for is configured assure the airplane accomolish the comotete takeoff, BEFORE TAKEOFF Checklist. Anti-ice and Wing Anti-ice if required. Check Engine Switches ON to severe icing conditions takeoff roll must be run-up to 70% N1 preceeded by a static observed and stabte engine operation to brake release. prior If moderate are present, 402 JUL 07/94 02.04.05 OPERATIONSMANUAL COLD WEATHER OPERATION (Cont) Takeoff takeoff During in Icing Conditions, check N1 to ensure the required thrust has been obtained. takeoff Takeoff and accelerate-stop distance and V1 speeds are based on smooth, dry, hard surface runways. The stopping performance distance may have to be increased on stippery runways. Vi may be reduced down to minimum V1 (assuming are considered) all weight Limitations to provide increased stopping distance performance. Takeoffs on slippery runways are not recommended if the crosswind exceeds 15 knots or when sLush or wet snow is more than 1/2 inch (13mm) in depth. Refer to Chapter 23, Operation to determine the on ice or snow during engine brakes and begin check, release engine check Continue takeoff rott. rott. during early part of takeoff the Lag During takeoffs on icy runways, and the in nose wheet steering of nose wheet skidding must possibility be realized and corrections must be anticipated. sLide power in Snow pressure on the controls nose wheet steering Increased directional control may be obtained by the use of the aiterons between 60 and 100 knots. Light forward will increase effectiveness. The recommended rotation rate is At approximately 3 degrees/second. Light gross weights and cold in temperatures, this rate witL result climb speed above V2 + 15. an initial Initial climb speeds up to V2 + 25 witL not significantly affect the climb profile. and Slush, deteriorating effect on performance. During takeoff in stush, a slush and water bow wave forms in front of the Landing gear wheels, growing in size with increasing speed. The acceleration rate during the Low speed portion of the takeoff rott is about normal but may deteriorate during the high speed portion. SLush and/or water can accumulate in the Leading edge flaps and then freeze during climb. When operating in adverse weather improved statL margins conditions, be achieved by the following: can If excess runway is available, consideration should be given to for using Improved CLimb procedures fLaps 5. for the planned consideration flap setting, should be given to using the next greater with Improved flap position This wiLL provide CLimb Performance. additional statt margins with minimum performance penalties. If runway Limited takeoff In addition, it is possible to sustain damage on the Lower fuselage and wing area from the slush thrown up from the wheels. If Following deicing visuat inspection of the airplane, of the airplane should be made by the pilots a wings just prior to takeoff. Apply brakes Levers. If 02.04.06 and advance engine thrust starts to pitch-up and/or roLL-off after Lift off, is encountered use rudder and elevators as aiteron, flight required to maintain desired flight path. Smooth, continuous control inputs should be used to avoid over-controlling. the airplane 401 JUL 23/93 FBÆ M¥& FF F OPERATIONSMANUAL COLD WEATHER OPERATION Takeoff (Cont) Cruise fueL tank temperature as required. The types of fuel available for use have a wide range of freeze point temperatures, generallLy between and degrees Centigrade. When fuel with a restrictive freeze point is on used, be aware of the Limitation fueL-tank of freeze point temperature (Cont) Monitor If the decision is made to reject the takeoff and the runway is stick, raise the speedbrakes, use maximum reverse thrust and maximum braking. For directional control, use the rudder -38 primarily down to 50 knots. The antiskid system wiLL provide the minimum stopping distance for the condition of the runway. existing If a skid develops, reduce +3 -58 Centigrade. degrees If fuet temperature reverse thrust to idle reverse. engines Return to forward thrust at Low power, if to return to the runway necessary, approaches the Limit, decrease altitude or divert to warmer air. Mach number will tend Increasing to increase the resultant fuel temperature obtained after extended periods of cold soak. centerline. Descent-Aoproach excessive FoLLow normat procedures for descent, ice protection system including operation if required. When descending through visible it will be moisture, to anticipate wing and necessary requirements. naceLLe anti-icing Use rudder pedat steering for directional control. if possible The nose steering wheet, rudder and differential braking may also be used as necessary for directional control. Reduce brake pressure if directional control problems are encountered due antiskid to cycling. Ice formations which may develop on the empennage during takeoff or departure should be shed by accelerating holding the airplane at Low attitude to increase the TAT several degrees above freezing. At nominal airspeeds, an 8 degree Centigrade temperature rise may be effected by a 100 KIAS increase. is observed on the (wings, windshield window frames, add 10 etc.), wipers, knots to the finat approach airspeed The ensure maneuvering capability. If ice airplane formations surfaces, to combined airspeed corrections for steady wind, gust, and icing should not exceed the maximum of 20 knots. CLimb Conditions When Icing turn on engine ignition engine anti-ice before Icing Conditions buildup. After should penetration ice of to prevent the flaps are up, wing anti-ice be turned on to mett any accumulation loss are anticipated, and activate will engine anti-ice 401 NOV 01/88 of slush. result A performance when wing and/or is ON. 02.04.07 FBFINB FN F OPERATIONSMANUAL COLD WEATHEROPERATION (Cont) APU .................................ON Landina air See "LANDING ON WET OR SLIPPERY RUNWAYS"in this section. Taxi-In Engine electricat Provides APU Generator and Park Anti-Ice ............AS REQUIRED Switches...............0N Connects electricaL electricaL system other services. When icing conditions are present, Engine anti-ice must be turned ON. When moderate to severe icing conditions are present during prolonged ground operation, periodic engine run-up to as high a thrust setting as practical (70% N1 recommended) must be performed to reduce the possibiLity of ice This run-up should be made buildup. for at 30-minute intervaLs, approximately 15 seconds duration. One Pack Switch N 11: Flight After Landing in icing position the conditions, stabilizer between 0 and 2 units, airplane nose down With flaps (Leading edge UP). this requires retracted, approximately 8 hand wheel turns of the manual trim. This prevents melting snow and rain from running into balance bay areas and prevents the stabilizer Limit switch from and bleed power source. ...................AUTO conditioned air Provides heating power to airplane for Lights and air Isolation Valve Switch ............AUTO to provide APU bleed pack as desired. Opens for the airplane. either air to Pressurization Mode .......................MANUAL SeLector Ground Outflow Valve Switch................GRD Switch ..............0PEN Check that the Outflow Valve Position Indicator moves to the full right position, the valve is indicating full open. Egli: The airplane must be parked into the wind when the outflow valve is futt open. freezing. APU Bleed Securina (Airplane an Extended attended) for procedure The following may be used to circulate warm air in the cargo and E/E compartments, thereby reducing the possibility of freezing the battery or water container. If all doors are to be closed during this period, a fLight crewmember or cockpit qualified ground crewmember must remain in attendance inside the airplane to depressurize in event of inadvertent cLosure of main outflow valve. I 02.04.08 Switch ....................0N Period Provides heating CAUTION: bleed air airplane. to pack for WITH PACKS OPERATING AND ALL DOORSCLOSED, INADVERTENT CLOSURE OF THE MAIN OUTFLOW VALVE COULD RESULT IN UNSCHEDULED PRESSURIZATION OF THE AIRPLANE. WITH THE AIRPLANE IN THIS CONFIGURATION, DO NOT LEAVE INTERIOR UNATTENDED. 401.1 AUG 19/94 OPERATIONSMANUAL COLD WEATHER OPERATION (Cont) Securing for Overniaht or Extended Period (Airplane Unattended) If Vatve Brakes Parking be than degrees Centrigrade (0 Fahrenheit), but below 40 Centigrade (104 degrees Fahrenheit). Subsequent, instattation of the warm battery witt capability ensure the starting of the APU. -18 degrees degrees Position the Pressurization Mode Selector to MANAC and hold the Outflow VaLve Switch to CLOSE until the outfLow valve indicates cLosed. ............CHECK witL battery -18 ...................CLOSED Wheet Chocks the nickel-cadmium exposed to temperatures below degrees Centigrade (0 degree the battery should be Fahrenheit), removed and stored in an area warmer If remaining overnight at off-Line stations or at airports where normal support is not available, the flight crew should arrange for or ascertain that the foLLowing actions have been accomptished. Outftow ........................REMOVED Battery Doors IN PLACE .....................0FF and SLiding Windows .......CLOSED ALL main cabin doors, galley service doors, cargo compartment doors, access doors, and sliding windows should be closed to prevent snow or rain from getting into the airplane interior. Release parking brake possibility of brakes to etiminate freezing. HOT WEATHEROPERATION Covers Protective ............INSTALLED operations Airplane Protective installed covers and plugs to protect should be the airplane and engines from snow and ice if Left unattended for an extended period of time. Water temperature conditions in extremety high present problems nature than those of a different associated with cold weather. High ground temperatures have important on passenger and crew comfort effects decrease aircraft and generally Storage Containers .......DRAINED ALL water tanks and containers should be drained to protect from freezing if the airplane is to be Left unattended for an extended period of time. performance. is intended operating information The following to supplement the normal procedures. Preliminary Cocknit PreDaration of to keep the interior is as cool as possible important. ALL doors to the airplane should be kept closed as much as possible; the cockpit windows must be kept closed; and cargo doors should not be Left open any Longer than necessary. The flight attendants should check aLL gasper outtets open and cLose the window shades on the hot (sun-exposed) side of the passenger cabin. ALL packs should be used (when possible) for maximum cooting. Every effort the airplane Toilets ........................DRAINED ALL toilets should be drained to protect from freezing if the airplane is Left unattended for an extended period of time. 401 MAY15/88 02.04.09 OPERATIONSMANUAL HOT WEATHEROPERATION If the APU is the only source DneumatiC Prenaration COCkDit PreliminarY of DreSSUPS: 81P (Cont) APU BLeed Air should be given to in reducing the heat being generated Window heat, the cockpit. radar and other electronic components which contribute to a high temperature Level in the cockpit should be turned off while the airplane is on the ground. Windshield and aLL air, foot air vents, in the cockpit should the air outtets be open. Switch ..............0N Consideration If cooling air is avaitabte from an outside source, the supply should be plugged in immediately after engine shutdown and should not be removed untit just prior to engine start. (737-400) Trim Air Switch One Pack Switch Position necessary pack. Recirculation Temperature Set Taxi-Out .................HIGH Isolation to supply Valve Fan Switches Selectors Switch as the selected ......AUTO ...........AUTO temperature selectors (straight .........ON to AUTO up). and Takeoff on the Ground Maximum Coolina Taxi-Out If a ground air source is available: in areas of high ambient brake temperature Levels may be reached which will cause the wheet fuse plugs to meLt and defLate Consideration for brake the tires. cooling should be taken into account when operating on runways and taxiways exposed to high temperatures, since these areas maintain temperatures Excessive above ambient. considerably use and riding of brakes should be Intermittent avoided. brake usage provides a cooling period between application. Allow the airplane to then brake to a very sLow acceLerate, taxi speed and release the brakes completely. When operating APU Bleed Air Switch Isolation Valve (737-400) Trim Air Switch Recirculation Pressure Duct Switch .........ON ......AUTO ..................HIGH PSI ..............20-25 the around air source maintain 20-25 osi: If Isolation ..........OPEN Fan Switches Air Conditioning Pack Switches temperatures, .............0FF Valve APU BLeed Air Switch Switch will not ......CLOSED ............ON The APU will supply the Left pack, and the ground air source will supply the right pack. 02.04.10 402 AUG 15/90 OPERATIONSMANUAL HOT WEATHER OPERATION (Cont) LANDINGON WET OR SLIPPERY Takeoff High Operate temperatures approach stopping performance inflict must be taken into account on the ground before takeoff. When the effects of high temperatures are combined with short runways or high elevation performance airports, penaLties may affect the paytoads which can be carried. Consideration should be given to using atternate takeoff penalities which procedures (No Engine BLeed Takeoff, Improved CLimb Performance, etc.). Fuel temperature Limitations Listed the Limitations Section must be observed. in Landina See "LANDING ON WET OR SLIPPERY RUNWAYS"in this section. Brake crews should be aware of brake when operating a series of short flight sectors. They should attempt to maintain coot brakes, in-fLight by additional cooling prior to each Landing to prevent ground delays resulting from overheated brakes and possible Loss of main wheel fuse plugs at enroute stops. A series of short flight without sectors, in-ftight additionat brake cooking, can cause excessive brake temperatures as the energy absorbed by the brakes from each Landing is accumulative. Flight Extending the gear a few minutes early in the approach wiLL provide sufficient cooling for a Landing with cooL tires In-flight and brakes. cooling time can be determined from the "Brake Cooting in the Performance Schedule" Section of the Operations Manuat. adherence rollout brake procedures PLan for the airplane during the in a way that witL minimize requirements after touchdown running the risk a touchdown 1,000 of Landing feet from the approach end of the usable runway. White it is important not to Land Long, it is more important not to Land short of the runway. Maintain close control over approach speeds and maintain speed recommended for the existing conditions. The recommended wind additives <1/2 steady wind plus fult gust to a maximum of 20 knots) provide adequate safety margins for both the approach and the Landing rott. Control glide slope path to accomplish touchdown on the runway at 1,000 feet from the approach end of the runway. Cootina temperature buildup Close without short. RUNWAYS The airplane should be flown firmLy onto the runway at the aiming point even if speed is excessive. If an approach is Likely to unsatisfactory cause touchdown far down the runway, go around and make a second approach. Once the airplane has been Landed and the stopping effort begun, attempting a go-around is not recommended. system is If the wing anti-ice inoperative and Large ice formations remain on wing Leading edge or Leading edge flaps, add 10 knots to the reference speed to maintain normal characteristics. handling to recommended Landing will ensure minimum temperature buitdup. 401 JUL 22/92 02.04.11 OPERATIONSMANUAL LANDINGON WET OR SLIPPERY (Cont) RUNWAYS Crosswind In crosswind conditions, the crosswind crab angte should be maintained to touchdown on very stippery runways. to touchdown ALLowing the airpLane without removing the crab angte reduces drift toward the downwind side of the Auto runway on wet or icy runways. and autobrakes operate sooner when all main gear touch down main simultaneousty; thus, establishing sooner and reducing gear crab effect spoilers pilot workload. Touchdown and Landina Lower the nose wheet as the Immediately speedbrakes and thrust reversers are This is desirable being actuated. because reducing the airplane attitude decreases increases main gear Lift, and improves directional Loading, stability. Holding the nose off and delaying braking is undesirable as aerodynamic braking is reLatively ineffective. Use thrust reversers as soon as possible Thrust during Landing roll. reversers are most effective at high speed. Rapidly RoLL the ground, the importance of the early use of att means of stopping the airplane cannot be overemphasized. Timety execution of the following actions permit stopping the airplane with the Least Landing roll. raise the reverse and move them aft. thrust as required engine Limits. thrust Levers reverse and avoid exceeding Modulate Once on Move slowly out of reverse by 60 knots. emergency conditions, maximum reverse thrust may be used to a complete stop. Under Check that immediately the auto speedbrakes deploy after the main gear contacts the runway. If the Speed Brake Lever fails to actuate actuate it immediately automatically, manually. Speedbrakes reduce Lift, increase main gear drag and increase Loading. Quick extension of the speedbrakes is important because the effects of reduced Lift and increased in shortening drag are additive the Landing roll. 02.04.12 401 DEC 15/87 OPERATIONSMANUAL LANDING ON WET OR SLIPPERY (Cont) Autobrake Arm RUNWAYS Stoooina the autobrake system before Landing Position 3 deceleration by selecting Levet. At main gear touchdown, after wheet spin-up, the autobrake system smoothly begins to apply symmetrical braking and to control airplane deceleration. Either pilot can disarm the autobrake system and take over manual braking. If the autobrake system is not used or must be disarmed, complete the Landing rolt using manual braking. modulates the brake If the pilot antiskid the system is forced pedats, to readjust the brake pressure to reestablish optimum braking. During this readjustment time, braking and runway are Lost. efficiency Due to the Low available braking of friction on extremety coefficient slippery runways at high speeds, the pitot is confronted with a rather in deceteration gradual increase and Lack of an abrupt the may interpret sensation of deceleration as a totat response antiskid failure. His natural might be to pump the brakes or turn the antiskid action will OFF. Either degrade braking effectiveness. Avoid Manuat Brake Stoonina pedal Without autobraking, after immediately nose gear touchdown, apply brakes with smoothly and symmetrically moderate-to-firm pedat pressure and hold until a safe stop is assured. Do not cycle the brake pedats. The brakes and thrust reversers shouLd be apptied together. Due to the 3 to 5 seconds deLay before buitdup of futt effective reverse thrust, brakes will normally be operating before reverse thrust. Large, inputs abrupt steering and rudder that may Lead to Rudder overcontrol and skidding. effective down to controt is relatively 60-40 knots. Maintain directional control and wings Level with appropriate control inputs. The angte optimum nose wheet steering varies and with runway condition airplane speed and is about 1 to 2 runway. degrees for a MALy slippery the control Keep forward pressure on column to improve nose wheet steering effectiveness. The antiskid system witL stop the airplane for aLL runway conditions in a shorter distance than is possible with either antiskid OFF or brake pedat The antiskid modulation. system adapts pitot-apptied brake pressure to runway conditions by sensing an impending skid condition pressure and adjusting the brake to each individual wheet for When brakes maximum braking effort. are applied on a slippery runway, several skid cycles may occur before the antiskid system estabLishes the right amount of brake pressure for the most effective braking. 401 DEC 15/87 02.04.13 OPERATIONSMANUAL LANDING ON WET OR SLIPPERY (Cont) Reverse Thrust RUNWAYS CAUTION: and Crosswind reverse thrust side force and a crosswind can cause the airplane to drift to the downwind side of the is allowed to runway if the airplane weathervane into the wind. As the into the airplane starts to weathervane wind, the reverse thrust side force component adds to the crosswind component and drifts the airpLane to the downwind side of the runway. Main gear tire cornering forces available to counteract this drift witL be reduced system is operating when the antiskid for at maximum braking effectiveness conditions. To correct existing back The to the centerline, thrust to reverse reduce reverse idle and release the This wiLL minimize the reverse thrust side force component without the requirement to go through a fult reverser actuating cycle, and provide the total tire cornering forces for realignment with the runway centerline. Use rudder, and differential steering braking as required to prevent past the runway overcorrecting on the centerLine. When re-established reapply runway centerline, steady brakes. brakes and reverse thrust to stop the airplane. as required Turnoff attempt to turn off from a slippery runway until speed is reduced to a safe Levet to prevent skidding. Do not Anticipate Low friction when B 11: STRUCTURESARE POSSIBLY COLDERTHAN OAT DUE TO COLD SOAK AT ALTITUDE. AT LOW SPEED, MINIMIZE THE INTENSITY AND DURATION OF REVERSE THRUST. AFTER LANDINGAND/0R IF TAXIING THROUGHWATEROR SLUSH, DO NOT RETRACT FLAPS BEYOND15. A VISUAL INSPECTION SHOULD BE ACCOMPLISHED TO DETERMINE THAT THE FLAPS AND FLAP AREAS ARE CLEAR OF ICE BEFORE FURTHERFLAP RETRACTION. THE JACKSCREWSARE ESPECIALLY VULNERABLETO WATER AND SLUSH. A buitdup of ice on the Leading edge devices may occur during ground operations in use of reversers involving Light snow conditions. Snow is metted by the deflected engine gases and may refreeze as clear ice upon contact with cold This Leading edge devices. to buildup, which is difficult see, occurs in temperature conditions at or moderately Crosswind below freezing. conditions can cause the ice buitdup to be asymmetricaL, in a tendency to rolL resulting at higher angles of attack If during subsequent takeoffs. ice accumutation is suspected have during taxi-in or taxi-out, and the Leading edges inspected ice removed, prior to takeoff. If pitch up or roll occurs after takeoff, avoid over-controlling. approaching the touchdown zone at the far end of runway. The touchdown zone when wet due to may be very stippery heavy rubber and oit deposits. 02.04.14 401 DEC 15/87 OPERATIONSMANUAL Component Crosswind Reverse e Cross Wind Crab Prior to Touchdoon i • Touch Down r Reverse Thrust ind Component Start Brakes Dff Reverse Reverse Thrust Thrust Idle REVERSE THRUST ON SLIPPERY Side Force Straighten Path With Rudder and Steering Differential Braking Roll Component Reapply Thrust Brakes Reverse and Full ' RUNWAYWITH CROSSWIND 401 DEC 15/87 02.04.15 OPERATIONSFuudUAL LANDING ON WET OR SLIPPERY The RUNWAYS(Cont) follcnaing chart summarizes the recommended procedure wet or slippery PHASE Approach for landing the 737 on runways: RECOMMENDED PROCEDURE 1. REMARKS positioned FLy final approach with the airplane on the glide runway centerline and at the speed recomannded for existing conditions. path, 2. Arm autobrake 3. Arm speedbrakes. 4. Do not be misted by the relative bearing of the runway due to crab angle when breaking out of the overcast. Consider a go-around if zero drift conditions cannot be established prior to flare. 5. Flare Touch Down Transition float system by selecting to build No. 3. 1. Do not 2. Use crab to reduce bank angte and Lateral control and to improve capability in crossuind on slippery or allow drift position centerline flare. required runways. 1. Accomplish 2. Get the wheels on the runway at approximately 1,000 feet from the approach end of the runway. The airplane should be flown firmly onto the runway at the aiming point even if the speed is excessive. 3. If a touchdown go-around. 1. Check that the speedbrakes gear touchdown. to Braking a firm far touchdown, as near up during down the runway is deploy likely, immediately as possible. consider after a main Configura- tion (Expedite ALL Items) 2. Immediately with 02.04.16 Light Lower the nose wheels and hold on the runway forward control column pressure. select reverse 3. Immediately thrust. 4. Without 5. The autobrake system will begin symmetrical braking after wheet spinup. can disarm the system and take Either pilot over manual braking at any time by applying normal pedal braking. after immediately autobraking, down, smoothly apply moderate-to-firm, until a safe stop is assured. A firm touchdown will improve wheel spinup on runways. slippery Deceteration on the runway is about three times greater than in the air. Do not allow the airplane in the air to to float bleed off speed. If the Speed Brake Lever autofaits to actuate immediately maticatty, actuate it manually. apSpeedbrakes release 707. of wing proximately Lift. Lift, increases Decreases gear Loading, improves wheel spinup and directAeroional stability. dynamic braking is reineffective. Latively Reverse efficient nose gear touchsteady braking Do not pedals. thrust is most at high speeds. cycle brake 401 DEC 15/87 OPERATIONSMANUAL .ANDING ON WET OR SLIPPERY PHASE Rottout .. Skid or Loss of Directional Controt Turnoff RUNWAYS(Cont) RECOMMENDED PROCEDURE 1. Maintain 2. Keep the wings Levet. 3. In crossuinds, do not exceed Light 4. Use brakes 5. Maintain as forward column pressure. Improves controt. directional Improves traction. braking and 70% N1. above. control directional 1. Immediately 2. Reduce 3. Immediately ial braking 4. When rolling parattet Line, apply reverse maximum braking. 1. Reduce speed 401 DEC 20/91 control REMARKS release to reverse brake thrust nose apply to bring with primarily rudder. pressure. idLe. Keep wheet steering, the airplane to the wings Level. rudder and differentthe center Line. with the runway and near the centerthrust and brake pressure to develop to a safe Levet prior to turnoff. Rudder control tively effective 60-40 knots. is reladown to Avoid Large abrupt inputs. Optimum steering nose wheet steering angle varies with runway condition and speed and is about 1 to 2 degrees for a very stippery runway. End of runway may be very slippery when wet due to heavy rubber and oit deposits. 02.04.17 OPERATIONSMANUAL ENGINE OPERATION DURING MODERATE TO HEAVY PRECIPITATION should be conducted to avoid moderate to severe thunderstorm or by overfLight activity circumnavigation. To the maximum extent possible, moderate to heavy rain/hail should also be avoided. Weather and radar, pilot reports, flight crew observations may be used by the fLight crew to determine when moderate to heavy rain/hait is anticipated. Flights Do not make rapid thrust changes in heavy precipitation unLess extremely excessive airspeed variations thrust changes are necessary, the thrust Lever very slowly. changing thrust Lever direction If engines setting. 02.04.18 have stabiLized occur. move If a dual engine power Loss is experienced, accomplish the LOSS OF THRUST ON BOTH ENGINES Checklist. For a single engine power Loss, accomplish the EN6INE FAILURE AND SHUTDOWN Checklist foLLowed by the INFLIGHT ENGINE START Checklist. Since water ingestion has been shown to degrade engine starting repeated inftight characteristics, start attempts may be necessary to restore engine power. Start attempts should be initiated immediately, disregarding the inflight start enveLope. In some cases it may not be possible to start engines until exiting hail areas of moderate to heavy rain, or sleet. Avoid untiL at a selected 403 DEC 18/92 OPERATIONSMANUAL occurs or If the vibration on: with engine anti-ice ENGINE OPERATION DURINGMODERATETO SEVERE ICING CONDITIONS Crews shouLd be alert when operating areas of possible icing to activate engine anti-icing systems orior to entering icing conditions. Late in of engine anti-icing may aLLow intet ice buildup and ice Crews should shedding into the engine. avoid continued operation in moderate to severe icing conditions. Severe icing can usuaLLy be avoided by a change in aLtitude and/or airspeed. selection For operations in moderate to severe icing conditions that can not be engine avoided, accompLish a periodic run up every 15 minutes on one engine at a time when operating at power settings below 80% N1. An increase in engine vibration, during engine icing conditions with or without anti-ice, may be due to fan blade/spinner icing. This ice can be and/or dissipated by decreasing thrust. If in increasing an increase engine vibration occurs due to icing, accomptish the foLLowing on gag engine Switch Engine Start Thrust ........................ADJUST Dersists ..............FLT thrust to 45% N1. Verify Anti-Ice Switch ON and valve open. After approximately five seconds, advance thrust Lever slowly to a high thrust position (minimum 80% N1) white monitoring engine instruments (especially EST) If for abnormal indications. vibration ice indicating decreases, removal, resume normal operation. Adjust Engine BûIL: Engine vibration may reduce to a Low Levet before 80% N1 is reached, however, thrust Lever advancement must be continued to a minimum of 80% N1. A minimum of 80% N1 is required to remove ice from the fan bLades. . If vibration accomotish does not decrease. for HIGH not in icina the orocedure ENGINE VIBRATION "If at a time. conditions." gûli: in moderate to If descending/holdina conditions severe icina with thrust settinas below 80% N1: Engine vibration may indicate full scale prior to shedding ice; however, this witL have no adverse effect on the engine. Accomplish engine run up on one engine at a time to a minimum of 80% N1 at approximately 15 minute intervals to clear ice from fan blades and spinner. 401 AUG 15/90 02.04.19 OPERATIONSMANUAL SEVERE TURBULENCE CLimb best airspeed and flight configuration to use in severe turbulence is that which affords ample protection from stall and high speed and which also preserves buffet, structurat integrity. The recommended procedures for flight in severe turbulence are summarized as foLLows: The autoftight The system may be used in of the at the discretion flight crew. After takeoff and of gear and fLaps, use climb retraction thrust and the recommended climb airspeed for penetration of turbulence turbulence found in the Supplementary Procedures Chapter 02.23, PROCEDURES. Normal MANUALFLIGHT Structural Cruise in an area of known FLap extension turbulence shouLd be deLayed as Long as possible because the airplane can withstand higher gust Loads in the clean configuration. Diversion to is the best policy another airfield if severe turbutence persists in the area. Seat Belts Check that aLL passengers' seat belts are fastened. Passengers must be advised to fasten seat belts prior to or suspected entering areas of forecast turbulence. Power Plant in severe turbutence, select the cruise page on the FMC/CDU to obtain the recommended N1 RPM for penetration airspeed. If setting refer to the FMC is inoperative, Chapter 23, TURBULENT AIR PENETRATION charts in the CRUISE pages. Chapter 23 that provides approximate RPM settings will maintain near optimum penetration objective airspeed. The most important thrust setting is to obtain an initial close to the correct one. Once the proper thrust setting for the recommended penetration speed is it is undesirable to make achieved, thrust changes during severe When operating turbulence. in turbutence or hait may cause engine intet airflow distortion. This along with engine icing, distortion, angle of attack changes, and high FLying engine surge margins can in engine surge and flameout. result Activate ignition as soon as turbutence is encountered. Large variations in airspeed and attitude severe turbutence. can occur Auto Fliaht Turbulence in Severe in attitude Yaw Damoer Flight test data substantiates that benefits are obtained from important use of yaw damping during turbulence penetration. Excursions in sidestip and rott are minimized and, even though the rudder controt may be more active, the structurat Loads imposed on the tait are considerably reduced. vertical 02.04.20 When penetrating areas of severe the autopilot should be engaged in the CWS mode. Maintain altitude and heading by manuaL turbulence, controls. autopilot If sustained trimming occurs, disengage the autopilot. JUL 22/92 OPERATIONSMANUAL Manual Flight in Severe Engine Anti-Ice (If required) Turbutence the airplane for penetration speed, then do not change stabilizer position. Control the airplane pitch attitude with the elevators using the attitude indicator as the primary Trim instrument. In extreme drafts, Large attitude changes may occur. Do not make sudden Large etevator control inputs. Corrective actions to regain the desired attitude should be smooth and deliberate. Altitude variations are probable in severe turbulence and should be allowed to occur if terrain clearance is adequate. Control airplane attitude first, then make corrections for airspeed, and altitude Switches ......................0N engine anti-ice if temperature is near or in the icing range. Activate Thrust ..........................ADJUST thrust to maintain the airspeed as recommended turbuLent required for the phase of flight. For cruise only use FMC recommended Adjust thrust settings. WINDSHEAR Generat heading. Descent Use the recommended descent speed for penetration of turbutence found in the Supplementary Chapter Normat Procedures 02.23, MANUALFLIGHT PROCEDURES. Windshear is a change of wind speed and/or direction over a short distance atong the fLight path. Severe windshear is that which produces airspeed changes greater speed than 15 knots or verticat than 500 feet per changes greater minute. If severe turbulence at is encountered altitudes below 15,000 feet and the airplane gross weight is Less than the maximum Landing weight, the airpLane may be stowed to 250 knots in the clean configuration. Adequate stall exists under these conditions. Turbutent margin Air Penetration In the event that severe encountered: turbulence is Avoidance crew should search for any of windshear clues to the presence fLight path. along the intended Stay clear of thunderstorm ceLLs and heavy precipitation and areas of known windshear. If severe windshear is takeoff or do not delay indicated, continue an approach. The flight presence of windshear indicated by: The Autothrottle .................DISENGAGE A or B A/P Switch Engine Start ..................CWS Switches Activate ignition engine anti-ice. ..............FLT prior - - activity (rain that evaporates reaching the ground) Virga before to use of - - 401 JUL 22/92 Thunderstorm may be PIREPS Low Level Windshear (LLWAS) warnings ALerting System 02.04.21 OPERATIONSMANUAL WINDSHEAR (cont) If windshear should be encountered near VR, and airspeed suddenly there may not be decreases, sufficient runway Left to acceterate back to the normaL VR. If there is insufficient runway Left to stop, initiate a normal rotation at Least 2000 feet before the end of the runway even if airspeed is Low. Higher than normal attitudes may be required to Liftoff in the remaining - Precaution If windshear is suspected, be especially alert to any of the danger signats and be prepared for the possibility of an inadvertent encounter. The fottowing precautionary actions are is suspected: recommended if windshear Takeoff - Approach Use maximum takeoff reduced - Use runway. thrust instead of - thrust. the Longest suitabLe Be alert for any airspeed fluctuations during takeoff and initial climb. Such fluctuations may indication be the first of windshear. - - the att-engine initial climb attitude. Rotate at the normat rate to this attitude for all non-engine failure takeoffs. Minimize reductions from the initial climb pitch attitude untit terrain and obstruction clearance is assured, Know pitch stick unless shaker flap field with an appropriate airspeed correction (correction appLied in the same manner as gust), up to a maximum of 20 knots. Large thrust reductions or trim changes in response to sudden airspeed increases as these may be Avoid Crosscheck - by airspeed flight using vertical decreases. director flight commands path instruments. activates. verticat Crew coordination and awareness are particularly very important, at night or in marginal weather conditions. monitor the vertical Closely such as flight path instruments and vertical speed, attimeters, glidestope The pilot displacement. shouLd catL out any not flying Use of the deviations from normat. autopilot and autothrottle for the approach may provide more monitoring call and recognition and awareness are Crew coordination very important. Develop an awareness of normal values of airspeed, verticaL attitude, speed, and airspeed buitd-up. Closely monitor vertical flight path instruments such as vertical speed and attimeters. The pilot not flying should be especially - consistent Add followed - - the minimum Landing runway. - - Select position Length. and Landing aware of fLight path instruments and out any deviations from normal. Should airspeed fatt below the trim unusual control column forces may be required to maintain the desired pitch attitude. Stick shaker must be respected at aLL time. Recovery airspeed, Accomplish the TERRAIN AVOIDANCE maneuver found manual. in Section 03.16 of this times. 02.04.22 401 MAY15/89 OPERATIONSMANUAL FLIGHT OPERATIONS IN VOLCANICASH to shutdown and may become necessary engines to prevent If an engine exceeding EGT Limits. faits repeated attempts to start, should be made immediately. A successful engine start may not be possibLe untiL the engine is out of the It then restart Flight in areas of known volcanic must be avoided. This is particularly important during hours of darkness or daytime instrument meteorologicaL conditions when volcanic ash/dust may not be visible. The weather radar is not designed to detect volcanic ash and cannot be relied on to do so. Volcanic ash may extend for severat hundred mites. ash If volcanic is encountered, exit as quickly as possible. A 180 degree turn may be the shortest distance out of the ash. activity Refer to VOLCANICASH Non-Normal procedures. presence of volcanic indicated by: The ash may be volcanic ash and the airspeed and attitude are within the airstart envelope. Engines are very slow to accelerate to idle at high altitude, which may be interpreted as a failure to start or as an engine malfunction. ash may block the pitot system in unreliable airspeed indications. or Loss of If unreliable refer airspeed indications to occur, FLIGHT WITH UNRELIABLE AIRSPEED chart VoLcanic and result in Non-Normal Operations, Chapter 23.40. - Smoke or dust appearing in the cockpit. - - An acrid smoke. Multiple stalLs, taitpipe, - ash is very abrasive and can damage to the airplane cause serious engines, wing and tait Leading edge windshields, Landing Lights, surfaces, ash can cause aLL of the etc. Volcanic windshields to become translucent, If this condition vision. obstructing with should occur, on airplanes autoland capability, to an a diversion airport where an autolanding can be Due to made should be considered. erosion damage to the Landing Lights, witt be Landing Light effectiveness significantly reduced. Volcanic odor simitar to electrical engine malfunctions, such as increasing EGT, torching from etc. flameout, At night, St. Elmo's fire/static observed around the accompanied by a bright windshield, orange glow in the engine inLets. discharges ash can cause rapid erosion and damage to the internaL components of the engines. Volcanic ash buildup and blockage of the high pressure turbine nozzle guide vanes and the high pressure turbine cooling holes can cause surge, Loss of thrust and/or high VoLcanic Retarding thrust to idle will Lower the EGT which will reduce the debris buitdup on the turbine blades and improve the engine statt margin. improvement Further in engine stalL margin can be obtained by increasing the bleed air extraction through operation of the engine and wing anti-ice systems. EGT. 401 DEC 18/92 02.04.23 OPERATIONSMANUAL AIRPLANE GENERAL INTERIOR PREFLIGHT Emergency appropriate preftight procedures be completed prior to each originating The flight or crew change. required procedures are performed by recaLL (memory). The amplified procedures beLow contain detaited information for system checks and Exit Lights AND CHECK .....ON Emergency Exit Light Switch ON Lights Observe the emergency exit cabin are iLLuminated. in passenger The - will inspection INSPECTION Emergency Observe Exit Light Switch OFF Lights - emergency exit extinguish. requirements. No Smoking and Fasten Belt Switches .................AUTO/0N proceeds to passenger checks the foLLowing items side of the airpLane. Pilot END-- LAVATORY TART -- cabin and on the right GALLEY AREA SERVICE FORWARD DOOR S ESCAPE SLIDE MAIN ENTRY DOOR & ESCAPE SLIDE -- GALLEYAREA [¯¯ LEFT EMERGENCY ·¯ EXIT HATCHES RIGHT -- MAIN GEAR EMERGENCY EXIT HATCHES VIEWERS LAVATORY LAVATORY AFT ENTRY DOORS ESCAPESLIDE AFT SERVICE DOOR S ESCAPE SLIDE GALLEY AREA 403 DEC 18/92 PASSENGER CABIN (Typical) 02.05.01 OPERATIONSMANUAL INTERIOR Forward Service Slide Escape (Cont) INSPECTION Door .............CHECK Pressure No Smoking and Fasten Escape Signs SLide .................CHECK Pressure ............CHECK pressure band. pressure band. (As installed) Flashlights Aft Belt Door Check the escape slide indicator in the green ............CHECK Check the escape slide indicator in the green Service Aft Entry ...AVAILABLE Door ...................CHECK ...........CHECK Escape that NO SMOKINGand FASTEN BELT signs above and forward of each SLide Pressure ............CHECK Verify are iLLuminated. seat Life Raft (As Emergency Transmitter instatted) .........CHECK Check the escape slide indicator in the green Emergency Exit Lights pressure band. AND CHECK .....ON ON Emergency Exit Light Switch Lights Observe the emergency exit illuminated. NORM Emergency Exit Light Switch Observe emergency exit Lights - (As instaLLed) .....CHECK Portabte Oxygen Bottles with Masks ......................CHECK - extinguish. Exits Emergency ..................CHECK ..................AVAILABLE Flashtights that the overwing Verify fully flush. seated exits and release are proceeds Pilot forward and items on the Left fottowing handLes checks the side of the airplane. Wing Upper Surfaces ..............CHECK Lavatory the wing surface, checking overwing fuel tank covers .........................CHECK Look out onto in place. Life Raft (As installed) Check Lavatory fire extinguishing system has system placard and verify not been discharged. .........CHECK Overhead Compartment Aft Protective Equipment Breathing ...................AVAILABLE Stowage .....................CHECK Check emergency equipment megaphone and first aid kit. - Portable Oxygen Bottles with Masks ......................CHECK Fire Extinguisher Lavatory .............SAFETIED .........................CHECK Protective Equipment Fire Breathing ...................AVAILABLE Extinguisher .............SAFETIED Check Lavatory fire extinguishing system placard and verify system has not been discharged. 02.05.02 418 SEP 08/92 OPERATIONSMANUAL INTERIOR INSPECTION (Cont) Lavatory .........................CHECK check Lavatory No Smoking and Fasten Belt.Signs fire extinguisher and verify system system placard ...........CHECK not that NO SMOKINGand FASTEN Verify above and forward are illuminated. of each BELT Signs seat Egli: returns Pitot and prepares Rafts Emergency installed) (As Exits to the cockpit the exterior for inspection Life has been discharged. (if required). ........CHECK ..................CHECK EXTERIOR INSPECTION Verify that overwing exits are futLy seated and release flush. Wing Upper Surfaces handtes HYDRAULICSYSTEMS ...........PRESSURIZE ..............CHECK Position Switches Check overwing place. fuet tank covers Check emergency equipment megaphone, protective breathing equipment, and fire extinguisher. A and B Electric Pump in Brake Parking Forward Overhead Stowage Unit ....................CHECK System ON. ......................SET Observe the hydraulic pressure indicators for normaL reading psi min) on System A and B. (2800 - First Aid Kit Forward Entry ................AVAILABLE Landing and Turnoff Lights SLide & CHECK Position Light Landing and Turnoff Switches ON and check for return switches to OFF. illumination; Door ...............CHECK Exterior Escape .............ON Pressure .....................0N Lights ............CHECK WeLL ON Wing ON Anti-cottision ON Position STROBE and STEADY Logo ON Taxi ON Wheet Check the escape slide indicator in the green pressure band. - - - - Flashtights ..................AVAILABLE - - 418 JAN 26/94 02.05.03 OPERATIONSMANUAL EXTERIOR INSPECTION Total Air Temperature Lower Nose Compartment (Cont) Probe Check for damage and that is removed. cover dust Check that Lower nose Latched handte fLush. Taxi Angle Airflow Sensor Light Pitot Static Probes closed, .......................CHECK Lights ittuminated. .......................CHECK .........CHECK Check doors probes for damage, Check pitot of attachment, and dust security covers is damage. Nose Doors Left door .............CHECK Check Check for .....................CHECK ......CHECK removed. Nose Dome and Conductor Strip Check conductor of attachment. for security of attachment. Tires and Wheets Check tires .................CHECK and wheels for condition. .................CHECK strips for security Inspection Route START END 401 02.05.04 MAY 15/88 OPERATIONSMANUAL (Cont) EXTERIOR INSPECTION Shock Strut Sliding Window Handte Check ......................CHECK ............CHECK that handLe is fLush with surface. Check not compressed. fully Ground Locking Pin Remove nose pin. gear ...............CHECK down Lock safety Forward ToiLet Service Door ............................CHECK Check door and adjacent fluid Leakage. E and E Access Nose Gear Steering Lockout Pin .................INSTALLED Door ..............CHECK Check door closed Check pin instaLLed be accomplished. Gear Down Indicators Check braces if and handte flush. tow out is to E and E FLow Control Valve ..........................CHECK Outlet .............CHECK that red arrows on Locking are aLigned Gear View Window area for and clean. .................CHECK Check that outtet is clear of aLL obstructions and that air is being exhausted from outtet opening. Oxygen Pressure ReLief Green Disc ......................CHECK Check window cleanLiness. Check Nose Wheet that disc is in place. WeLL ..................CHECK Static Alternate Check all hydrautic components for visibLe Leaks and verify that the brake pads are installed. External ReceptacLe Power Open receptacLe switch off, door, and close ........CHECK check Light and Latch access door. Right Pitot Static Probes Check both pitot probes of attachment, security covers removed. Angle Airflow Check for Sensor damage. ........CHECK for Check ............CHECK that no obstructions covering Forward Port static Cargo are port. Door ...............CHECK check condition of compartment, tie-downs, and Lights. Close and Lock door. Open cargo door, Ram Air Deflector and Air Intet Door ..............CHECK damage, and dust .............CHECK Check that deflector and air intet Air Conditioning Check that all doors closed. door is extended is open. Access Latches Doors ....CHECK are secure and 401 AUG15/90 02.05.05 OPERATIONSMANUAL EXTERIOR INSPECTION (Cont) Lower Anti-CoLLision Light Check that flashing. Right Wing Light is .......CHECK iLLuminated Check that Latched. Light ....CHECK Check that Light is ittuminated Lens is cLean and undamaged. Inboard Landing Light/Turnoff Light Check Lens for damage. Panet Access and Door ...........CHECK the door is closed Fuel Sticks Measuring check alignment and and for surface agree. ............CHECK marks on Lower wing measuring sticks and fuet (One fuel measuring inboard of engine.) Located Vent Scoop stick is ...............CHECK ...............CHECK of flaps for damage. Engine Inboard CowL and Latches.................CHECK Check condition Latches secure. ......CHECK the door is closed Check that Latched. Ram Air check condition Door and .............CHECK cleanLiness Edge Flaps Leading Access and Fuel ILLumination Panet Defueling of cowling and Check fueL surge cLear. Upper Fuselage Anti-Collision Check tank vent opening Light ............CHECK that the Light is iLLuminated and flashing. Engine Nose Intet and CowL Latches ....................CHECK Check general condition and cleanLiness of intet. Check fan blades for damage and fan Latches Position Lights (strobes/green) .................CHECK Check ittuminated Tait and undamaged. Light (white)........CHECK Check iLLuminated and undamaged. Wingtip secure. Engine Outboard Cowl .............CHECK Logo Light Check condition .......................CHECK of cowling. Check illuminated Leading Edge Stats Check condition and undamaged. ...............CHECK of stats. 402 02.05.06 JUL 22/92 OPERATIONSMANUAL (cont) EXTERIOR INSPECTION Static Dischargers Strut Extension ..................CHECK Check that strut compressed. ...............CHECK is not fully Check Undamaged. Ground Right Pin Locking ...............CHECK and Tab ............CHECK Aileron down Lock safety Remove gear Check aileron Gear Down Indicators Outboard Flap Check flaps Outboard Check that red marks on Locking are aligned. undamaged. Check Light for with surface. Light cleantiness Gear Doors Ram Air Exhaust ...........CHECK and fLush and Seat and Wheets Check strut wheets and ..........CHECK Louvers are futty ..................CHECK weLL area for generat and hydraulic Leaks and viewer clean. Check wheel is ..........CHECK Leaks. Check cable, for general Check inboard and condition main gear System A and B Reservoir ......................CHECK Guantities for tires condition. outboard hub caps secured. Brake that exhaust Wheet WeLL Area ......CHECK secure. Tires Check Louvers brace open. Check that strut doors are fastened to strut and Lower strut door seal Strut, .............CHECK ....................CHECK Landing Landing pin. and tab undamaged. Wear Indicators Check that indicators on reservoir are RF or above. ............CHECK Check wear remaining. housing, 401 DEC 15/87 indicator pins for Length If pin is even with brake check with maintenance. 02.05.07 FFFINF F FF OPERATIONSMANUAL (Cont) EXTERIOR INSPECTION Brake Accumutator APU Fire Indicator indicator for brake Check accumulator pressure reading of 2800 psi minimum pressure. APU Access Door Check door APU Fire Check ControL Panet that fire Inboard Flaps Check flap Aft Cargo is Horizontal Vertical up. undamaged. Elevator Door ...................CHECK Static ReLief Check Valve Check dirt Dischargers ............CHECK ...............CHECK and Tabs Elevator Rudder ...............CHECK that outfLow valve is fully Safety Ports (2) Probes Check elevator with elevator with ................CHECK batance tab faired and undamaged. ...........................CHECK with vertical Check rudder faired stabilizer and undamaged. open. Pressure ReLief Pitot on top of elevator, stabilizer and Left elevator undamaged. surface. Main Outflow ............CHECK vertical Door ....CHECK that door is flush Check and Stabilizers check right check condition of compartment, tie-downs, and Lights. Close and Lock door. Pressure and Latched. cLosed Check undamaged. ....................CHECK Open cargo door, Negative ..................CHECK ...........CHECK handle surface ....CHECK and yeLLow discharge are in place. Check red indicators ......CHECK Indicators Discharge TaiL Cone Strobe Tail Skid Light ...........CHECK ................CHECK that valve openings are free (737-400) ..............CHECK of Check for damage. The taiL skid shoe be reptaced if worn down to the wear dimptes, the cartridge assembly should be replaced if the warning decal is att red. or obstruction. should Aft Toilet Service Door ............................CHECK Check door and adjacent fluid Leakage. APU Air Check 02.05.08 Intet area for Door ...............CHECK Water Service Door ...............CHECK Check door closed and Latched. that door opening is clear. 403 JUL 23/93 OPERATIONSMANUAL EXTERIOR INSPECTION (cont) Aft Water .............CHECK Drain Check for Pin Locking ...............CHECK down Lock safety Remove gear damage. Flaps Inboard Mast Ground Gear Down Indicators .............CHECK that red marks on Locking Verify ....................CHECK pin. brace are aligned. Check fLap surface undamaged. Engine Fuel Shroud Drain Mast Fire Extinguishers .......CHECK ...........CHECK on each adequate bottle per bottle data plate. Check pressure Check drain mast for Leakage. If fueL is dripping from mast check with gage extinguisher pressure for maintenance. Wheet Strut, and Wheels Tires WeLL Area Check wheel Check strut condition, for Leaks. Check wheels and tires for generat condition. Check inboard and outboard hub caps weLL area for general hydraulic Leaks and main clean. viewer gear secure. Wheet WeLL Light Gear Doors and Seal Landing ..................CHECK ..........CHECK ......CHECK Check that strut doors are fastened to strut and Lower strut door seat secure. Switch Check wheet weLL Light Ram Air Exhaust Louvers ..........CHECK switch NORMAL. ..........CHECK is Check that exhaust Louvers are fully open. Brake Wear Indicators ............CHECK Outboard With the parking brake set, check wear indicator pins for Length remaining. If the pin is even with the brake housing, check with Flap ....................CHECK Check flaps Outboard undamaged. Light Landing ...........CHECK maintenance. Strut Extension Check ..................CHECK that strut is not fully Check light for with surface. Left Aileron cleantiness and fLush and Tab .............CHECK compressed. Check 401 DEC 18/92 aileron and tab undamaged. 02.05.09 OPERATIONSMANUAL EXTERIOR INSPECTION Ram Air Vent Scoop (Cont) Engine ...............CHECK surge tank vent Check fuel ...............CHECK Check undamaged. Edge Flaps and undamaged. Tail Light (white) .......CHECK and undamaged. Check iLLuminated damage. Light/Turnoff Light .....CHECK Lens for and cleanLiness undamaged. Left Wing ILLumination Light .....CHECK Check that Light is iLLuminated Lens is cLean and undamaged. and Lights (strobes/red) ...................CHECK Ram Air Deflector and Air Intet Door ..............CHECK and undamaged. Check ittuminated Check Edge SLats Leading Check condition Fuel Measuring ...............CHECK of stats. Sticks ............CHECK Check alignment marks on Lower wing and fuet measuring sticks agree (one fuel measuring stick is Located inboard of engine). surface Engine for .......................CHECK Check Position of flaps Inboard Check iLLuminated Wingtip ...............CHECK Check condition Landing Logo Light of cowling and Check condition Latches secure. Leading Dischargers ..CHECK opening clear. Static CowL and Latches Inboard Outboard ALternate intet Static door is extended is open. - ............CHECK Port that no obstructions covering static port. Check Forward Outflow Valve are ............CHECK the outflow valve Check that is clear. opening Cowl .............CHECK Forward Check condition that deflector and air Water Drain Mast .........CHECK of cowling. Check for damage. Engine Nose Intet and ....................CHECK Cowl Latches condition and of intet. Check fan for damage and cowL Latches Check general cleantiness blades secure. 02.05.10 402 JUL 22/92 OPERATIONSMANUAL EXTERIOR INSPECTION Pilot EXTERIOR INSPECTION to the Cockoit Proceeds Systems Hydraulic (Cont) Make an exterior emphasis on tire A and B Electric Turn off exterior Wing - Logo Taxi - - 401 JUL 23/93 and Tires ......CHECK OFF Engine and Cowl ............CHECK ................CHECK Main Gear, and Tires Wheets ................CHECK OFF Anti-Cottision Position with and engines. Lights. Left - Wheets Right Main Sear, Wheets and Tires ....................0FF unnecessary Wheet WeLL inspection condition Pump Switches Right Lights Exterior THROUGH FLIGHT .........DEPRESSURIZE Nose Gear, System OFF. - - - OFF Left Engine and Cowl .............CHECK AS REQUIRED AS REQUIRED OFF 02.05.11 OPERATIONSMANUAL WATER SYSTEM DRAINING GeneraL In the event the passenger water system becomes contaminated, or the airplane is to be parked in freezing temperatures for an extended period, it to completely drain may be necessary the system to prevent damage to the water Lines or other equipment. The Valves Shutoff/Drain system may be drained or by gravity. either by ................0N ALLow 2 minutes for the pressure to stabilize. To exhaust residual turn each shutoff/drain valve water, to DRAIN and then ON. Open each water water gaLley faucet, outlet, and coffee maker drains for 2 minutes, and then close. Depressurize the water tank by the air pressure source. deactivating Gravity Draining pressure Water Pressure Heaters ......................0FF Drainina Filt and Overflow Valve ...........OPEN APU .................................0N Tank Drain APU BLeed Switch Valve Valves Shutoff/Drain the water tank. This will pressurize If the APU is not useable an external pneumatic cart may be used by the Isolation positioning Vatve on the cockpit forward Switch, overhead panet to OPEN. The tank may also be pressurized through a valve on the external servicing panet. Water Heaters ......................0FF stops When water Fitt and Overflow Valve Tank Drain Shutoff Drain Open each outlet CAUTION: ..................0PEN ....................0N flowing Valve from outtets: .........CLOSED ................CLOSED Valves Lavatory to drain .............DRAIN ................0N faucet residuat and galley water. FAILURE TO DO THIS COULD CAUSE DAMAGETO THE HEATERS WHENTHE WATERIS DRAINED. Tank Drain Shutoff/Drain Valve ..................0PEN Valves .............DRAIN When water stops flowing Tank Drain Valve .................CLOSE 02.05.12 from outlets: 401 DEC 15/87 OPERATIONSMANUAL To Retract: FORWARDAIRSTAIR OPERATION Forward Airstair Interior Control Handrait Extensions ..........DISENGAGE WARNING: OPEN ENTRY DOORTO COCKED POSITION TO ALLOW CLEAR VISIBILITY OF AREA OUTSIDE AIRPLANE TO PREVENT INJURY TO PERSONNEL. DO NOT OPEN DOOR BEYOND COCKEDPOSITION WHILE OPERATING AIRSTAIR. Disengage from door supports, depress Latch at base of forward extension to permit retraction within upper segment of handrait. Slide right and Left extensions down along upper rails. Stowing in appropriate stowage points provides circuit continuity for energizing retract CAUTION: OPERATION OF AIRSTAIR IN WINDS EXCEEDING 40 KNOTS IS NOT RECOMMENDED. relay. CAUTION: DO NOT MOVEAIRPLANE WITH STAIRS EXTENDED STOW HANDRAIL EXTENSIONS AND LATCH IN PLACE BEFORE RETRACTING. LOWERLADDER MUST LATCH IN FOLDEDPOSITION DURING RETRACTION. To Extend: ControL Fwd Entry Door ..........OPEN When TO COCKED POSITION operating Interior Control the airstairs from the the forward Panel, entry door must be open. Safety circuits prevent airstair operation if the entry door is cLosed. Controt Switch NûlE: the Battery extension STAIRS OPERATINGLight extension until extended. futty Switch Handrail retraction is complete. The STAIRS OPERATING Light illuminates the air stair Controt Switch during door retraction is until fuLLy closed. .................RELEASE operation standby requires be ON. during Controt Hold untit .................RETRACT ..................EXTEND Interior Hold until Switch is Switch to complete. illuminates stairs are .................RELEASE Extensions .............ENGAGE Release Latch and pull inboard and at up, extend and engage on supports sides of forward entry doorway. 401.2 JUL 23/93 02.05.13 OPERATIONSMANUAL Forward Airstair Exterior Control To Extend: CAUTION: To Retract: HandraiL DO NOT OPERATE STAIR IN WIND EXCEEDING40 KNOTS. DO NOT MOVEAIRPLANE WITH STAIR EXTENDED. Control Handle ..........PUSH Control HandLe ........ROTATE BUTTON TO EXTEND HANDLE Extensions ..........DISENGAGE from door supports, depress Disengage Latch at base of forward extension to permit retraction within upper segment of handrait. Slide right and Left extensions down along upper raits. Stowing in appropriate circuit stowage points provides for energizing retract continuity relay. TO EXTEND CAUTION: controt handLe in position untit entire extension cycLe is complete. Hold Control Handrail . Handte .................RELEASE Extensions STOWHANDRAILEXTENSION AND LATCH IN PLACE BEFORE RETRACTING. LOWERLADDER MUST LATCH IN FOLDEDPOSITION DURING RETRACTION. USE OF STANDBY SYSTEM BYPASSES THE HANDRAILSTOWED SWITCH AND LOWERLADDER FOLDEDSWITCH. .............ENGAGE Release Latch and pull inboard and up, extend and engage on supports at sides of forward entry door. Control Handle .......ROTATE TO RETRACT When airstair airstair is retracted and door is fully closed release and stow handte. l 02.05.14 401.2 MAY15/88 OPERATIONSMANUAL AIR CONDITIONING AND PRESSURIZATION Isolation WING-BODY OVERHEATTEST APU BLeed Air Wing-Body Overheat Test Switch ...PRESS Air Wing-Body Overheat Test Switch ...................RELEASE cabin and cockpit may be by attaching a preconditioned air source to the ground service connection on the underside of the fuselage. This air goes directly into the mix manifold for distribution throughout the airplane. of two packs from one provided the can maintain 20-25 permitted cart operating. packs Duct Pressure PSI ...................20-25 Valve APU BLeed Air air conditioned OR HIGH If external air cannot hold 20-25 osi and the APU is ooeratina: Isolation The passenger ..........AUTO The operation air source is external air psi with both Indicator USING GROUNDPRECONDITIONEDAIR Switch................0FF Switch(es) Pneumatic Both WING-BODYOVERHEAT Lights, MASTER CAUTIONLights and AIR COND System Annunciator extinguish. ............0PEN conditioning Pack HoLd for a minimum of 5 seconds. Both WING-BODY OVERHEATLights, the MASTER CAUTION Lights and the AIR CONDSystem Annunciator itLuminate. VaLve Switch Switch Switch ...........AUTO ...............0N APU bleed air witt service the left pack and external air wiLL service the right pack. USING APU FOR AIR CONDITIONING (ON THE GROUND/ENGINESSHUT DOWN) APU .................................ON USING PNEUMATICAIR CART APU or GND PWR connected CAUTION: THE BATTERYSWITCH SHOULD ALWAYSBE 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. Temperature Source Selector ...................AS (737-400) Temperature Set for Temperature Source Selector ...................AS Air (737-400) Temperature Set Air for Trim Air desired desired ...........ON .............AUTO temperature. DESIRED Air Switch Selectors DESIRED Switch Selectors Fan Switch(es).......AUTO Recirculation Trim to busses. ...........ON IsoLation Valve Switch APU Bleed Air Switch ............AUTO .............AUTO ................0N temperature. or Right Air Conditioning Pack Switch ..............AUTO Left Recirculation 402 DEC 18/92 Fan Switch(es) ......AUTO OR HIGH 02.06.01 OPERATIONSMANUAL USING APU FOR AIR CONDITIONING (ON THE GROUND/ENGINESSHUT DOWN) (Cont) After Enaine Valve Isolation 1 stabilized: No. Switch ............AUTO Heatina One-pack from the APU is for normal heating on the ground. Under extremely cold both packs may be used for conditions, The more rapid of the auto, operation satisfactory Isolation heating. Valve Switch ............0PEN (737-300/500) During right pack operation only, under cold conditions, if the Left PACK TRIP OFF Light position ittuminates, the recirculation fan OFF until the cabin temperature stabilizes. Cootina SYSTEMTESTS PRESSURIZATION check the operation standby, and manual modes. tests fottowing The auto mode is checked by simuLating change signal a high rate of pressure rate detector. This to the pressure the system to automatically auto to the standby mode. from causes trip standby mode is checked by cabin altitudes above and selecting attitude. This causes the beLow field system to open and close the outflow The valve. When cooling the airplane on the ground with the APU as the only source of pneumatic air, use one pack only. Manual modes are checked by stewing outfLow valve open and closed. Set Cabin Temperature AUTO (straight up). with the Air ALL tests are performed Pack Switches OFF. Conditioning Open all cockpit Selector(s) at vents. and Standby Auto Trio ISOLATED PACK OPERATION DURING ENGINE START This the procedure may be used to improve quality between starting the and second engine. Engine No. 2 Pressurization Check Mode Selector Flight/Ground Switch ......AUTO ...............GRD cabin air first must be started first. CAUTION: MOVINGENGINE BLEED AIR SWITCHES WHILE A STARTER IS ENGAGEDCAN DAMAGETHE STARTER. After Enaine No. 2 stabiLized: Cabin Altitude Indicator....500 FEET ABOVE FIELD ELEV Captain and First Officer Cabin Rate Check Altimeters Selector ..........SET ..............INDEX mode Lights that pressurization and the Outflow are extinguished Isolation Valve Switch ...........CLOSE Right Air Conditioning Pack Switch ......................AUTO Duct Pressure Engine 02.06.02 ...............STABILIZED No. 1 .....................START Valve Position Flight/Ground Indicator is at OPEN. Switch ...............FLT Check the Outflow Valve Position Indicator moves toward CLOSE. There is a 9 to 10 second delay before the valve starts to move. 404 DEC 18/92 OPERATIONSMANUAL SYSTEM TESTS PRESSURIZATION Auto and Trio StandbY Check Mode Selector Pressurization (Cont) (Cont) .....CHECK Check the AUTO FAIL Light itLuminated. The fault detector operated due to an excessive pressurizing rate. Mode Selector Pressurization has Check AUTO FAIL Light illuminated. Fault detector has operated due excessive depressurizing rate. Check STANDBYLight ilLuminated. System has transferred to the standby Pressurization mode. Check the Outflow Valve Position Indicator moved toward OPEN. Mode Selector ...500 FEET BELOWFIELD ELEV AC ....MAN Check the AUTO FAIL and STANDBY Lights are extinguished and the The MANUALLight is illuminated. system is in the manual AC mode. OutfLow Valve Cabin Altitude Indicator to an mode. Check the STANDBYLight iLLuminated. The system has transferred to the standby ......AUTO Switch OutfLow Valve OPEN .........HOLD Position Indicator moves toward OPEN. Check the Outflow Vatve Position Indicator moves toward CLOSE. Flight/Ground Switch Outflow Valve Outflow ...............GRD Switch Valve ........HOLD Position CLOSE Indicator moves toward CLOSE. the AUTO FAIL Light and the STANDBYLight Check the Outftow Valve Position Indicator moves toward OPEN. The system is in the auto Check extinguished extinguished. Pressurization Mode Selector ....MAN DC MANUALLight remains illuminated. The System is in the manual DC mode. mode. Outflow Flight/Ground Switch Vatve Outftow The system stays in the auto mode if FLT is setected more than 20 seconds after the Pressurization Mode Selector is positioned to CHECK. The Outftow Valve Position Indicator moves toward CLOSE. Auto Trio This test must be run immediately the Auto Trip initial Outflow Valve Outflow Valve CLOSE ........HOLD Position Indicator moves toward CLOSE. Switch ...............GRD Mode Selector ......AUTO after to test If the the test circuit (approximately 30 seconds) the AUTO FAIL and STANDBYLights do not 401 DEC 18/92 Switch Check and Standby Check pressurization rates. CHECK input has cleared illuminate. OPEN Indicator Position Valve Pressurization excessive .........HOLD moves toward OPEN. Flight/Ground and Manual Switch ...............FLT Check MANUALLight extinguished. The Indicator outflow Valve Position moves to OPEN. The system stays in the auto mode if AUTO is selected more than 20 seconds after start of the Auto Trip and Manual Check. 02.06.03 OPERATIONSMANUAL Cruise STANDBYMODE OPERATION Cabin Start Before Pressurization Light Standby Cabin Mode Selector Rate Selector Flight/Ground Programs than Before Descent Cabin Altitude Indicator ...........SET ...............GRD the main outflow valve to Descent open. futL Cabin After for Set CAB ALT to Landing field eLevation minus 200 feet. ..............INDEX Switch .........RESET ...........SET Set CAB ALT to takeoff field eLevation minus 200 feet. Cabin Indicator Reset CAB ALT using the placard flight altitude changes greater 1000 feet. ......STBY ..............ILLUMINATED Indicator Altitude Altitude Air FLight/Ground ....................AUTO Switch to .1 Takeoff Cabin Attitude .............ADJUST ...............FLT This causes the main outftow valve program toward close, pressurizing the airplane to psi (200 feet below field elevation) After Selector if Adjust the cabin rate of descent, to maintain the normat necessary, proportionaL descent rate that the system would have in the automatic mode (300-500 fpm). Start Conditioning Pack Switches Rate Indicator After Landina FLight/Ground Switch ...............GRD ...........SET Check the placard below the pressurization module for the cabin attitude corresponding to the planned flight attitude. Reset CAB ALT to this altitude. Cabin Rate Selector .............ADJUST Adjust the cabin rate of climb, if to maintain the normaL necessary, proportionat climb rate that the system would have in the automatic mode. 02.06.04 401 DEC 18/92 OPERATIONSMANUAL a Lower MANUALMODE OPERATION If condition cabin altitude, Outflow Switch This differential the standby pressurization FAIL and/or iLLuminated. is indicated by the rate of climb, and pressure not responding to mode inputs to the controLLer. The AUTO STANDBYLights may be SWITCH ACTUATION IN EITHER MANUALAC OR MANUALDC WILL CAUSE AN IMMEDIATERESPONSE BY THE OUTFLOW VALVE. THE VALVEWILL MOVEFROMFULL OPEN TO FULL CLOSED OR FROM FULL CLOSED TO FULL OPEN IN FOUR TO SIX (4-6) SECONDS. CAUTION: MOMENTARYACTUATION, (TOGGLING) OF MANUAL SWITCH Cabin is Altitude Desired: Valve ............CLOSE (Momentarity) Check the Outflow Valve Position Indicator moves Left, cabin attitude descends at the desired rate, and differential pressure increases. Repeat as necessary. Durina Descent Lever changes should be made as Thrust stowly as possible to prevent excessive pressure bumps. OutfLow Valve Switch (Momentarity) ............CLOSE SHOULDBE EMPLOYED. During Pressurization Mode Setector Check MANUAL Light .......MAN descent, intermittentLy Valve Switch the Outflow position toward CLOSE, observing cabin decrease as the airpLane attitude illuminated. descends. Cabin/FLight Determine Attitude ....CHECK Placard the desired cabin altitude. Before slowly Switch entering position to full the airplane, If a Higher Outflow Switch Cabin Valve (Momentarity) Altitude is Desired: differential the Landing pattern, the OutfLow VaLve open, depressurizing and check that pressure is zero. .............0PEN Check the Outflow Valve Position Indicator moves right, cabin altitude cLimbs at the desired rate, and differential pressure decreases. Repeat as necessary. 401 DEC 20/91 02.06.05 OPERATIONSMANUAL PRESSURIZATION CONTROL OPERATION LANDING AT ALTERNATEAIRPORT - Flights More One Hour Than as Use NORMALPROCEDURESexcept this procedure when conditions require a Landing at an airport other than the planned destination. Use too of descent: At Cabin Set Altitude airport Prior to takeoff: Indicator Indicator Landing Altitude Cabin Altitude Indicator CAB ALT modified below. ...........SET Set both LAND ALT and CAB ALT feet. to new destination elevation Reset airport Altitude Indicator LAND ALT to new destination .......RESET or aooroximateLY to Landina. initial descent 20 minutes orior Landing Altitude Indicator .......RESET LAND ALT to the destination elevation. Reset airport AUTOMATICPRESSURIZATION CONTROL LANDINGAIRPORT ELEVATIONABOVE6000 FEET - Cabin Reset elevation. Altitude this procedure, when Indicator .........RESET to destination minus 200 feet. CAB ALT etevation Use to 6000 minus 200 feet. At Landing and ..........SET airport the Landing elevation airport is above 6000 feet, to maintain the cabin at a Lower attitude for crew and passenger comfort. Flights Less than One Hour Use NORMALPROCEDURES. BRIE: On very short changes are required, Large where flights in cabin attitude it may be to use the standby necessary mode and increase the cabin rate of climb to achieve the desired cabin attitude in the time available. 02.06.06 n=P 401 18122 OPERATIONSMANUAL UNPRESSURIZED TAKEOFF AND LANDING PROCEDURE Landing When beLow 10.000 ft: Takeoff Set This procedure engine bLeed inoperative. is used when making a no takeoff with the APU Cabin Air Conditioning Pack Switches Isolation Switch Selector Pressurization After ...........CLOSE Indicator 1500 ft elevation. ..............INDEX Mode Selector When starting Engine Bleed ......STBY final approach turn: ..........OFF Air Switches of descent Avoid high rates passenger comfort. .................0FF Cabin Altitude Indicator ...........SET for 2000 FT ABOVE FIELD ELEVATION ..............INDEX Mode Selector Flight/Ground Rate Selector Pressurization Valve Rate ALtitude field ....................AUTO BLeed Air Switches Cabin Cabin above Landing Switch ......STBY ...............FLT Takeoff Büli: If engine failure occurs, do not position Engine Bleed Air Switches ON until reaching 1500 feet or untit obstacte clearance height has been attained. Less than 400 ft. and orior to 2000 ft above field elevation: At not Engine No. 2 Bleed When Cabin Rate Air Switch .......ON of CLimb Indicator stabilizes: Engine No. 1 BLeed Air Switch Isolation Pressurization 401 DEC 18/92 Valve Switch .......ON ............AUTO Mode Selector.......AUTO 02.06.07 OPERATIONSMANUAL NO ENGINE BLEED TAKEOFF AND LANDING Landina PROCEDURE go-around additionaL thrust is below 10,000 feet configure desired, the pressurization system for a no engine bleed Landing: If Takeoff This is used when making a no with the APU procedure engine bleed takeoff operating. Right Pack 821E: Just Taxi with Engine BLeed Air Switches ON and APU Bleed Air Switch OFF to ensure bLeed air for anti-ice. orior Air Conditioning Switch ......................AUTO Isolation VaLve Switch ...........CLOSE Left Air Conditioning Pack Switch ......................AUTO to takeoff: Engine No. 1 BLeed Air Right Air Conditioning Pack Switch ......................AUTO APU BLeed Air Isolation Engine Vatve Switch ...........CLOSE Switch No. 2 Bleed Switch ......OFF ................0N Air Switch ......OFF Left Air Conditioning Pack Switch ......................AUTO Engine No. APU Bleed Engine No. 1 Bleed Air Switch 2 Bleed Trim Air Switch After Air Switch ......OFF ................0N Air Switch ......OFF .....................0N Takeoff Nûli: If engine faiture do not occurs, position Engine Bleed Air Switches ON until reaching 1500 feet or untit obstacLe clearance height has been attained. Engine No. APU Bleed When Cabin 2 Bleed Air Switch Air Switch .......ON ...............0FF Rate of Climb Indicator stabiLizes: Engine Isolation 02.06.08 No. 1 BLeed Air Valve Switch Switch .......ON ............AUTO 401 DEC 18/92 OPERATIONSMANUAL AUTOMATICFLIGHT LEVEL CHAN6E DESCENT LEVEL CHANGECLIMB ALtitude Altitude SeLector VIS mode arms. ........SELECT Attitude HIGHER ALTITUDE alert LVL CHG Switch .........SELECT LOWER ALTITUDE VIS mode arms. Altitude alert is reset. ALT HOLD Switch iLLuminates that Altitude Hold is indicating engaged not at selected altitude. A/T engages in MCP SPD mode. is ALT HOLD Switch iLLuminates reset. that ALtitude Hold is indicating engaged not at selected altitude. AIT engages in MCP SPD mode. Selector LVL CHG Switch ...................PRESS LVL CHG Switch iLLuminates. ALT HOLD extinguishes. AFDS annunciates MCP SPD. N1 thrust Limit CRZ. is annunciated A/T retards RETARD thrust to idte and annunciates and then ARM. Thrust Levers may be manuatty held during the retard mode until the AIT annunciates ARM. Rate of descent may be decreased by manuaLLy increasing thrust while in a Level change descent. A/P controls speed. pitch to maintain selected Speed may be adjusted using the ...................PRESS Switch LVL CHG Switch illuminates. N1 Switch illuminates. ALT HOLD Switch extinguishes. MCP AFDS annunciates SPD. A/T annunciates N1 and thrust Limit is annunciated as CLB. AIT advances thrust to climb N1 Limit. A/P controts pitch to maintain selected speed. Speed may be changed using speed setector. ALT ACG and ALT HOLDoccur automatically at the setected altitude. transition to a LVL CHS climb from another engaged climb mode, press the To airspeed selector. ALT ACG and ALT HOLD occur automatically at the selected altitude. LVL CHG Switch. To transition another to a LVL CHG descent from engaged descent mode, press the LVL CHG Switch. 401 MAY 15/88 02.07.01 OPERATIONSMANUAL VERTICAL SPEED (V/S) Altitude Selector CLIMB/DESCENT .......SELECT DESIRED to the vertical speed To transition mode from another engaged climb or descent mode: ALTITUDE VIS Mode Switch VIS mode arms. ALtitude aLert is reset. ALT HOLD Switch iLLuminates that ALT HLD is engaged indicating not at selected attitude. AIT engages in MCP SPD mode. engages VIS climb mode at VIS in same manner as existing described above. This V/S Thumbwheet V/S Thumbwheet ..................PRESS ..........SELECT VIS mode engages. AFDS annunciates VIS engaged and selected rott mode. AIT annunciates MCP SPD. VIS Switch ittuminates and ALT HLD Switch extinguishes. FMC selects CLB or CRZ N1 Limit. AIT controls thrust to maintain seLected speed. A/P controls pitch to maintain selected Cruise N1 is the thrust Limit V/S. for descents. DESIRED VERTICAL SPEED ..........SELECT DESIRED VERTICAL SPEED Airspeed SeLector .........SELECT DESIRED SPEED ALT ACG and ALT HOLD occur at the selected automatically attitude. BRIE: V/S mode operation, if During airspeed becomes more than 5 knots below the MCP seLected airspeed and is not increasing, automaticaLLy CHG mode. the AFS engages the LVL 401 02.07.02 MAY 15/88 OPERATIONSMANUAL INTERMEDIATE LEVEL OFF (VNAV) Intermediate ALtitude .....SELECT VNAV Switch (MCP) - - intermediate altitude on MCP. Select remains unchanged. VNAVattitude - - - ALT HOLD reaching MCP altitude, engages, VNAV Switch remains illuminated and AIT changes to FMC Upon SPD. To resume VNAV climb or descent: New Attitude...............SELECT - - - - - - - .....................PRESS VNAV Switch iLLuminates. SPEED Switch extinguishes. MCP IAS/Mach Display becomes blank. begins. CLimb or descent N1 if climbing; or A/T annunciates RETARD, then ARMif descending. During a VNAV climb or a VNAV descent, automatic Level off occurs or at VNAV altitude at MCP selected is reached whichever attitude, first. (MCP) ALT HOLD remains engaged. VNAVSwitch extinguishes. SPEED Switch illuminates. A/T annunciates MCP SPD. MCP IAS/Mach Display shows former FMCspeed. VIS mode arms. 403 JUL 22/92 02.07.03 OPERATIONSMANUAL CHANGEALTIMETER SETTING DURINGVNAV PATH LEVEL FLIGHT VOR NAVIGATION For VOR trackina: so that MCP selected altitude matches controlling pilot's attimeter after resetting, accomplish the following steps: To change attitude VORILOC Mode Switch Heading seLect, used to achieve Nûli: Set the barometric correction on the pilot's attimeter. For controLLing A/P A, set the Captain's. For A/P B, set the First Officer's. VNAVSwitch ......................PRESS VNAVSwitch extinguishes. Display shows current - MCP IAS/Mach speed. - - - LNAV or CWS R may be an intercept heading. Setting................CHANGE Altimeter - ..............PRESS For VOR capture inside 10 NM, VORILOC mode should be engaged to avoid as early as possible undesirable overshoots. 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 re-engaged. SPEED Switch ittuminates. AIT annunciates MCP SPD. AFDS annunicates ALT ACO, then ALT HOLD when at newly referenced altitude. gûlE: If attimeter change is greater than 250 feet, AFDS pitch mode changes to CWS P when VNAVmode is VNAVSwitch - - - - deselected. ......................PRESS VNAV Switch illuminates. MCP IAS/Mach Display becomes blank. AIT annunciates FMC SPD. AFDS annunciates VNAVPTH. 801&: It is recommended that all barometric reference changes for the engaged AFDS channet be made prior to altitude acquire mode engagement. If a new MCP attitude is selected white in ALT ACO, the AFDS wiLL engage in VIS and automaticatty hold the existing vertical speed. 02.07.04 401 MAY15/88 OPERATIONSMANUAL NON-PRECISION preparations ILS approach. Approach for are the same as When accroachina the IAF. vectored for aooroach: to the Inbound APPROACH or when radar FAF: SeLector Altitude ..........MDA OR NEXT HIGHER 100 FT INCREMENT MDA 1720', Example: When descent set 1800' to_MDA_is_desired: A/P A or B .........................CMD V/S Thumbwheel A/P on the same side as pilot flying shouLd be selected. This provides the pilot flying and the engaged A/P the primary navigational and FMA display. ..........SELECT DESIRED VERTICAL SPEED SeLect After approximately - 1,000 ALTITUDE HOLD engagement fpm at MCP. altitude: Autothrottle .......................ARM Missed Approach Attitude ........SELECT HDGSELECT or LNAV Switch.........PRESS Both Flight Director Switches ...................AS DESIRED is avaitable ON or OFF. F/D GA guidance switches FLaps ...............EXTEND with FID ON SCHEDULE unnecessary throttle select appropriate activity, fLap with maneuvering speed simuttaneously the command to extend the fLaps. To preclude When established on intercent for VOR or LOC-only aooroach: L NAV or VOR LOC Switch If an altitude above the MDA has been selected and descent to the MDA is required, use CWS or disengage the A/P and fly manuatty to the MDA. A/P may be engaged and ALT HOLD used to maintain the MDA. At the visuat descent ooint: A/P and A/T ..................DISENGAGE FLy manually to Landing. F/D is still for in ALT HLD mode, but is available GA. heading ..........PRESS L NAV or VOR LOC annunciates. A/P captures approach automatically Missed Acoroach: F/D commands 15 degrees nose up and bank to maintain ground track. Go-around will be as described in Chapter 7. The course. BûlE: During VOR approaches, one pilot must have raw data from the VOR associated with the approach displayed in the HSI VOR/ILS mode no Later than final approach fix. If ALT HOLD is and airplane deselected altitude on the is of MCP altitude, will fly to and the autopilot capture the MCP altitude. MCP within 100 feet For all other non-precision approaches, use L NAV or HDG SEL to control heading throughout the approach. 401 DEC 18/92 02.07.05 OPERATIONSMANUAL NON-PRECISION APPROACH (Cont) Except as described beLow, do not use the VOR/LOC AFDS mode when conducting VOR approaches if any of the foLLowing conditions any other - SP-300 -2 Windshear Recoverv Guidance exist(s): No co-Located avaiLable at used or when - AFS OPERATION IN WINDSHEAR (737-300/400/500 with Airplanes Autopilot and FCC and on) DME transmitter the VOR station to be the DME is invalid for reason. The VOR/DMEstation more than 5000 feet elevation MSL. The AFDS provides windshear recovery guidance means of the normat TO/GA by The AFDS pitch and roLL modes. commands a pitch of 15 degrees or slightly beLow the Pitch Limit whichever is Lower. Indicator, is If the autopilot channet L NAV or Heading Select mode may be used while monitoring raw data to assure accurate tracking. The VORILOC AFDS mode may be utilized if one of the previously mentioned operation is not engaged in dual at the time TO/GA is the pilot must fly the initiated, windshear fottowing flight recovery commands. autothrottle director If the the thrust is not armed or engaged, Levers must be advanced manually. conditions exist and the approach and missed approach procedures do not require overftying the station or if there is an independent means, such as an airfield NDB or VOR radiat on the Radio Magnetic Indicator, of confirming that the airplane is established on the approach or missed approach course. 02.07.06 401 DEC 18/92 OPERATIONSMANUAL AFS OPERATION IN TURBULENCE thrust Lever activity can be when encountering wind, temperature changes and Large pressure changes. The AFS may be used in Increased expected turbulence at the discretion of the crew. Short-time airspeed flight excursions of 10 to 15 knots can be expected, and the AFS may remain is engaged unless performance objectionable. When a soeed reduction to severe turbulence: is necessarY due A/T ..........................DISENGAGE A or B .............................CWS A/P status for pitch 404 AUG 02/91 annunciators and rott. display CWS 02.07.07 OPERATIONSMANUAL AUXIblARY POW5RUNIT (APU) APU OPERATION ELECTRICAL REQUIREMENTSFOR APU START Start APU Fire Warning Switch .............IN Successful inftight starts have been up to 35,000 feet. starts may be attempted at any demonstrated APU Fire Control HandLe (APU Ground Controt Panet) Battery Switch Inflight .........UP ......................0N The APU start motor is normatty powered from the battery; however, directly alternate power which bypasses starting the battery can be supplied from the DC ground power receptacLe (see below). When the APU Switch is positioned to the START, a retay opens, isolating charger from the battery. battery Thus, during a normaL (no DC ground power) start, the battery atone must have sufficient power to start the APU, regardless of what type of power is connected to the airpLane (AC external power or airplane generators). attitude. With at Least one generator operating, subsequent start attempts should be made at succeedingly Lower attitudes until a satisfactory start is accomplished. DC Meter APU Switch - - - - The APU wiLL automatically shut down when the Battery Switch is positioned to OFF (on the ground only). Selector ..................BAT .......................START position the APU Switch Momentarily to START and release to ON. Check the LOW OIL PRESSURE Light iLLuminated. Check a full scale negative deflection on the DC ammeter. Check the LOW OIL PRESSURE Light extinguished. - - Monitor EGT. Check the APU GEN OFF BUS Light illuminates. DC Ground Power Recentacle 28 volt DC power receptacle is provided near the battery in the electronic compartment. A An auxiliary placard with instructions for DC connecting and disconnecting externat power is provided. With the external DC power connected, the APU can be started without using the airplane battery. Position the Battery Switch ON and complete the fire test before starting 405 DEC 20/91 the APU. 02.08.01 OPERATIONSMANUAL Ooeration The APU can be operated feet. up to 37,000 the APU is operating and AC electrical power is on the airplane busses, extended service Life of the APU fuel controL unit can be achieved by operating at Least one fueL boost pump to suppLy fuel under pressure to Whenever the the Airotane Securina the airplane, When securing must be shut the APU down for approximately 20 seconds to attow the APU intet door to to positioning cycLe closed prior the Battery Switch to OFF. Battery Switch ....................0FF APU MAINTENANCE Liaht APU. Shutdown Air Conditioning Pack Switch Check both Pack APU Switch Switches .......OFF OFF. APU Starter .........................0FF the APU Switch to closes the APU bleed air vatve. Positioning OFF Shutdown occurs automaticaLLy after 30 seconds. An immediate shutdown can be accomplished by pulling the APU Fire Switch or the APU Fire Control Handle in the main wheel weLL. Observe Fails to Engaae to start with If the APU fails indication on the DC ammeter, starter may not have engaged. APU Switch no then the .........................0FF After placing the APU Switch to OFF, wait 20 seconds to allow the air door to recycle. intet the APU GEN OFF BUS Light extinguishes 02.08.02 The APU MAINT Light iLLuminated indicates that a maintenance problem exists. Advise maintenance that the The APU may be APU should be checked. operated while the APU MAINT Light is ittuminated. and EST decreases. 409 JAN 26/94 OPERATIONSMANUAL COMMUNICATIONS COCKPIT VOICE RECORDERTEST Switch Test ......................PRESS twice Indicator pulses or the white band (As instaLLed) rises into the green band (As The Monitor into installed). A tone may be heard through a headset plugged into the recorder Headset Jack. 405 JAN 26/94 02.09.01 OPERATIONSMANUAL ELECTRICAL AC-DC Voltmeters STANDBY POWER TEST Standby Accomplish this Standby Power Test if Switch AC-DC Meters ................CHECK SeLectors ........STBY AC-DC VoLtmeters ON PWR Turn OFF appropriate switch depending on power source in use. Removes power from TR 3. Check vottmeters indications: AC Voltmeter DC Voltmeter Frequency for normat 115 ± 5 votts. 26 ± 4 votts. ..................CHECK Power Switch ..............AUTO ...............0FF Check STANDBY PWR OFF Light iLLuminated. 401 DEC 18/92 Meter .................CHECK Check Frequency Meter for normat indication: 400 ± 10 CPS. Standby Power Switch ...............BAT extinguished. APU Generator Bus No. 2 Switch or Ground Power Switch ...............0FF Standby Switch 0 Check STANDBYPWR OFF Light desired or when test is not accomplished by maintenance personnel on a regular schedule. Battery Power ...............CHECK APU Generator Bus No. 2 Switch or Ground Power Switch .............ON 02.10.01 OPERATIONSMANUAL FIRE PROTECTION To determine inocerative the soecific Looo: FIRE AND OVERHEAT SYSTEM TEST OVHT DET Switches OVHT DET Switches Test Test Switch If the FAULT Light fails to illuminate, the fault monitoring system is inoperative. If the APU DET INOP Light iLLuminate, do not operate Switch Switch ..................0VHT/FIRE .................FAULT/INOP If the MASTERCAUTION Lights, OVHT/DET System Annunciator Light, FAULT Light, and APU DET INOP Light the fault and APU illuminate, detector inop circuits are normat. Test ....................A ...............NORMAL to the APU. If the FAULT Light remains extinguished and both ENG OVERHEAT Fire Lights and Engine Warning Loop A is good. Switches illuminate, If the FAULT Light ittuminates and one ENG OVERHEAT Light and Fire corresponding Engine Warning there is Switch remain extinguished, in Loop A of the detection a fault system of that engine. faits ..................0VHT/FIRE OVHT DET Switches Test Switch ....................B ..................0VHT/FIRE If the Master FIRE WARN Lights, MASTER CAUTION Lights, DVHT/DET System Annunciator ENG 1 Light, If the FAULT Light remains extinguished and both ENG OVERHEAT Fire Warning Lights and Engine OVERHEATLight, ENG 2 OVERHEATLight, Engine No. 1 Fire Warning Switch, WHEELWELL Fire Warning Light, APU Fire Warning Switch, and Engine No. 2 Fire Warning Switch illuminate; and the FAULT Light and APU DET INOP Light remain extinguished; the test is normaL. Switches If the FAULT Light illuminates, detection Loop is inoperative. 402 JUL 07/94 a illuminate, Loop B is good. and If the FAULT Light illuminates one of the ENG OVERHEATLights and Engine Fire Warning corresponding there is a Switch remain extinguished fauLt in Loop B of the detection system of that engine. the good Loop for each engine Select (NORMALif both Loops tested good) and place the Test Switch to 0VHT/FIRE. If the test is successful the fire panet in this Leave configuration for fLight. 02.12.01 OPERATIONSMANUAL FLIGHT CONTROLS Circuit foLLowing checks and/or tests are normally performed by maintenance personnet. The captain may, at his/her discretion, perform any or att of the checks/tests when maintenance personnel are not available. Electrical Power (APU or External) The FLIGHT CONTROLSCHECK This is a check of normal functions of the controts and is not a compLete check of the fLight control system. CAUTION: Breakers .................CHECK ..............0N BUS SET THE RUDDER TRIM TO ZERO AND VERIFY THE RUDDER PEDALS ARE CENTERED. IF THEY ARE NOT, INVESTIGATE THE CAUSE BEFORE APPLYING HYDRAULIC POWER. ALSO CENTER ALL OTHER FLIGHT CONTROLSBEFORE ESTABLISHING HYDRAULICPOWER TO AVOID SHARP SURGE LOADS. are required; one in the pilot's seat, another on the ground; both on interphone. Before making any control checks, the following initial conditions must be met: Two people 401 JUL 22/92 02.13.01 OPERATIONSMANUAL GROUND RESPONSE COCKPIT ACTION Hydraulic Electric System A and B Motor Pump Switches Rudder Trim • Left rudder pedals move forward - Parking OFF ------------------- ------- Rudder Trim • Right rudder move forward Trim Control wheets turn to Left Aileron Trim • ControL wheets turn to right - - - LEFT FORWARD LEFT - Nose Gear - TURNRIGHT ZERO Control Column - FORWARD Column Column AFT - Request Hydraulic Clearance NOTE: Brake Pressure Indicator reads 1000 psi minimum - RIGHT AFT RIGHT "Elevator UP, tabs DOWN" ------------------- Controls Flap Switch Lever ------- • - - Flaps Switch Alternate Position wing and controt areas clear" - NEUTRAL Flaps Alternate Master • - Aft Overhead Leading Edge Devices Annunciator Panet indicates ALL GREEN. (FULL EXTEND) LE FLAPS TRANSIT Light ittuminated. ARM POSITION 1 "Flaps moving down, att POSITION 1 Leading edge devices FULL EXTENDED." DOWNT0 ------- ------------------- ON • ------- - Flaps Alternate Master -------------------- ON down" ------- Flight pressure, - aileron DOWN,tab UP; right flight spoilers UP; right aiteron UP, tab DOWN; tabs "Elevator DOWN,tabs UP" "Clear for hydraulic ------------------. - - HOLD rudder RIGHT) elevators UP, NEUTRAL - - Control Wheet Control Column Rudder Pedat « "Left Steering Wheet - Hydraulic System A Electric Motor Pump Switch • System A pressure indication reads 2800 psi minimum DOWN,tabs up TURNLEFT Trim Wheet Hydraulic System B Electric Motor Pump Switch • System B pressure indication reads 2800 psi minimum aileron tab DOWN; Left flight spoilers UP, right aiteron DOWN, tab UP; rudder LEFT; UP, elevators ZERO - Aiteron Control Pedat "Left HOLD - pedals Aiteron Control Rudder RESPONSE SET - TURN RIGHT - Rudder Trim • Brake Nose Gear Steering Wheel Controt Wheet Column Control TURNLEFT - GROUND COCKPIT ACTION Switch Overhead Leading Edge Devices Annunciator Panet indicates att Leading edge flaps full extended and att Leading edge states in extend Aft - OFF "Leading edge f Laps FULL EXTEND, all Leading edge retract stats to extend position." position. • LE FLAPS EXT Light illuminated. FLIGHT CONTROLS CHECK 02.13.02 401 MAY15/88 OPERATIONSMANUAL GROUND RESPONSE COCKPIT ACTION Speed Brake Lever "ALL spoilers UP - UP." Speed Brake Lever Stabilizer DOWN - "ALL spoilers DOWN." "Stabilizer Trim Switches NOSE DOWN Leading Edge moving UP." - Trim Stabilizer Switches NOSE UP - "Stabilizer Edge Leading moving DOWN." With stabilizer stilt moving: Stabilizer Trim CUTOUT Switches • Stabilizer CUTOUT - stops. Stabilizer Trim Cutout Switches • Trim motor NORMAL - resumes. ControL Column • Trim motion Column Actuated Stab Trim Switch Override • Trim motor resumes. Stabilizer Switches FORWARD - OVERRIDE Trim - Column Actuated Stab Trim Switch Override Switch - stops. Guard TRIM INTO GREEN BAND NORMAL - - CLOSE Request Clearance to Flaps 30 Flap Lever "Flaps - POSIIION 30 Flap Lever - UP clear" "Flaps moving DOWN." "Flaps moving UP." Parking Electrical Brake Power - - As desired As desired FLIGHT CONTROLS CHECK (Cont) 401 DEC 15/87 02.13.03 FFFING FF F OPERATIONSMANUAL STABILIZER TRIM OPERATION WITH FORWARD OR AFT CG In the event the stabiLizer is trimmed to the end of the electrical trim additionaL trim is available Limits, through the use of the manual trim If manual trim is used to wheels. position the stabilizer beyond the electrical trim Limits, the Stabilizer Trim Switches may be used to return the stabilizer to electrical trim Limits. 02.13.04 401 15/87 DEC OPERATIONSMANUAL FLIGHT INSTRUMENTS ALTIMETERS ..................CROSSCHECK ALTIMETER DIFFERENCE differences The maximum in-tolerance between attimeter readings are Listed below: Individual electric attimeters are (no subject to undetected malfunctions An abnormal difference warning flags). between attimeters, with increasing is usuatty an indication of attitude, such a malfunction. If a difference between the Captain's and First Officer's attimeters is observed, accomplish the fottowing check in stabilized Levet flight or on the ground. ALTIMETERS .........................SET The reference barometric setting for this check is field barometric pressure or standard barometric (29.92 in hg or 1013 mb) as pressure appropriate. Perform the folLowing steps for aLL attimeters: - - First rotate the Baro Set Knob clockwise to a higher barometric than the reference. setting Then rotate the Baro Set Knob countercLockwise back to the reference barometric setting. ALTITUDE ELEC/ELEC ELEC/STBY Sea Level 5,000 feet 10,000 feet 15,000 feet 20,000 feet 25,000 feet 30,000 feet 35,000 feet 40,000 feet 50 feet 50 feet 60 feet 80 feet * If NûII: it 70 80 100 120 140 160 120 feet * feet feet feet feet feet feet * * * * * Above 10,000 Feet and Mach, error causes the position tolerance to diverge rapidly and direct crosscheck becomes inconclusive. Differences greater than 400 feet should and verified be suspect by ground maintenance checks. is not possible is indicating attimeter altitude: 50 feet .4 to identify which the correct ATC .............................NOTIFY 401 JUL 22/92 02.14.01 OPERATIONSMANUAL Balancing füik Fuel FUEL MANAGEMENT Maintain main within batance Start, Taxi, Takeoff, PUMPS ON AND CLimb and Cruise .....SIX CROSSFEED SELECTOR CLOSED gûli: both engines are being pressure fed from the center tank, with main tanks No. 1 and No. 2 As the center standing by as backups. tank quantity decreases to near zero, one LOW PRESSURE Light may ittuminate before the other. As the center tank runs dry, the two center tank LOW PRESSURE Lights iLLuminate. engines will now be pressure main tanks No. 1 and No. 2. times. should be at aLL Above 30,000 feet, without fuet to the engines pump pressure, thrust deterioration fLameout may occur. the center If Center or engine tank contains Tank Fuet Crossfeed The fed No. 1 and No. 2 fuel Limitations. pump pressure Fuel supplied this configuration, In tank fueL: Pump Switches Selector ...0FF ..............0PEN from Fuel Center Tank LOWPRESSURE Lights ILLuminated ..PUMP SWITCHES OFF Pump Switches Fuel Pump Switches Center Selector the center Crossfeed Fuel Selector When quantities Fuel (main tank) ..ON ..0N ...........CLOSE tank contains no fuet: ..............0PEN Pump Switches Fuel ....0FF Tank FueL Pump Switches Crossfeed If tank) are balanced: When quantities Confirm the center tank quantity is near zero, and position the Center Tank Fuel Pump Switches OFF. (Low (Low tank) ....0FF are balanced: Pump Switches Crossfeed Setector Balancina Before ..............0N ...........CLOSE Enaine Start If extended APU operation is required on the ground and fuel is Loaded in the center tank: Left Center Tank Fuel Pump Switch ...ON This precLudes fuel from being used from the No. 1 main tank and prevents a fuel imbalance before takeoff. 407 SEP 08/92 02.15.01 FFFINN FF F OPERATIONS MANUAL (INTENTIONALLY LEFT BLANK) 402 02.15.02 nFr 70/01 OPERATIONSMANUAL REFUELING Fuel Load Refuelina Distribution Main tanks No. 1 and No. 2 should be serviced equalLy until normally futt. Additional fuel is Loaded into the center tank until the desired fuel Load is reached. Bûli: Main the externat refueling BatterY Only APU is inoperative and no power source is avaitable, can be accomplished as follows: Battery Switch Standby Power Switch ......................0N ...............BAT tanks No. 1 and No. 2 must be scheduted to be full if the center tank contains more than 1,000 pounds (453 kilograms) With Less of fuel. than 1,000 pounds (453 kitograms) of center tank fuet, partiat main tank fuel may be Loaded provided the effects of batance have been considered. Fuel When With Pressure procedure operates the static the necessary inverter which supplies AC voltage to operate the entire system normaLLy, including the fueling gages and fuel shutoff system. The only Limitation during this type of Life. No operation is the battery has been imposed on cooling Limitation this the inverter. Therefore, procedure would be the most desirable to use when no APU or external power is since the entire fueting available, system wiLL operate normally. This Apply from a truck or fuel pit. is Recommended maximum nozzle pressure This is approximately 300 U.S. 50 psi. gallons per minute. Normal Refuelina Normal pressure requires 115 refueling volt AC and 28 volt DC, obtained from the aircraft APU, or an battery, external power source. The DC power is supplied to the refueling valve and the AC power to the Fuet circuit, Indicators. ûuantity When a futt fuel Load is required, the fuel shutoff system closes the fueling valves automaticatty when the tanks are fuLL. When a partial fuel Load is required, the Fuel Quantity Indicators are monitored and the fueling valves the are closed by manuaLLy positioning to CLOSED when Fueling Valve Switches the desired fuel quantity is aboard the airplane. 403.2 DEC 20/91 02.15.02A OPERATIONSMANUAL REFUELING (cont) Refueling Source With No AC or DC Power Avaitabte When it becomes necessary to refuel with the APU inoperative, the aircraft and no external power battery depLeted, source available, refueling can still be accomplished: Fueling Hose Nozzle ........ATTACHED TO THE REFUELINGRECEPTACLE Fueling Valves Caution must be observed not to overfitt a tank, since there is no automatic fuel shutoff during manuat operation. When the desired amount of fuel has been pumped into the tanks, the refueling valves for the respective Main tanks tanks can be released. No. 1 and No. 2 may also be refueled through filter ports over the wing. It is not possible to refuel the center tank externally. FOR THE TANKS TO BE REFUELED ............0PEN 821E: Main tanks No. 1 and No. 2, and the center tank refueling have a red override vaLves each button that must be pressed held into white fuel the tank. and is being pumped the ReLeasing override button allows the spring in the valve to close the A tooL may be required valve. to hold the spring in the valve to the open position. 02.15.02B 402 DEC 20/91 FFAVB FF F DPERATIONSMANUAL GROUND TRANSFER OF FUEL can be transferred tank by using appropriate fuet pumps, and the crossfeed valve, power must be available. fuet from the main tanks Fuel Center Valve from one to another Tank FueLing Switch ....................CLOSE tank the the required amount of fuet been transferred, the switch is panet. closed at the fueling When the defueling vaLve. AC To transfer to the center Manual Valve Defueling has ...........CLOSE tank: Crossfeed Main Tank Fuel Pump Switches Setector Main Tank Fuel Crossfeed Selector Fuel Tank Fueling Transfer .......OFF ......................REFILL VaLve ............0PEN Refueling Center Pump Switches ................0PEN Main Tanks Manual Defueling ...............CLOSE ........ON Vatve Switch Panel Access Door ......CLOSE ..OPEN ..................MONITOR The center tank Fuel Quantity Indicator shows an increase in fuel. The main tank indicators show a decrease in fuel. 402 DEC 20/91 02.15.03 FBFINB FF F OPERATIONSMANUAL FUEL SUANTITY INDICATORS TEST FUEL CROSSFEED VALVE CHECK gûIR: With a Fuel Guantity Indicator inoperative, a zero fuel quantity input wiLL be sent to the fuel summation unit causing FMC gross weight a possible Crossfeed error. Crossfeed Test Guantity Switch .................PRESS Setector ................0PEN VALVEOPEN Light Verify Crossfeed iLLuminates bright and then dim. Fuet AND HOLD Selector ...............CLOSE Verify Crossfeed VALVEOPEN Light iLLuminates bright and then extinguishes. Hold until the Fuel Quantity Indicators drive to zero and "ERR 4" is dispLayed. gûli: Fuet Do not press the GTY TEST Switch when the airplane is This witL cause being fueLed. inaccurate indications at the external panet. fueling Test ûuantity Releasing - - - ......RELEASE the test switch self-test. Indicators Switch The Fuel initiates Guantity a display: ALL segments for two seconds. Blank for two seconds. Stored error codes (if any) for two seconds each. - Indicator futt scale value for two seconds. - Actual fuel quantity. 401 02.15.04 ¯;¯ .. OPERATIONSMANUAL ICE AND RAIN PROTECTION ENGINE ANTI-ICE OPERATION ANTI-ICE USE anti-ice must be ON during aLL ground and flight operations when icing conditions exist or are anticipated, except during climb and cruise when the temperature is below -40°C SAT. Engine anti-ice must be ON prior to, and descent in att icing during, temperatures conditions, including below -40°C SAT. Engine ground operation and takeoff, During engine and wing icing conditions exist when the OAT is 10°C (50°F) or below and inflight TAT of 10°C or below and visible moisture in any form is present, such as cLouds or fog with of Less than one mite, rain, visibiLity snow, sLeet, and ice crystats. On the ground, and for takeoff, when the icing OAT is conditions also exist 10°C or beLow when operating on ramps, taxiways or runways where surface snow, ice, standing water, or slush may be ingested by the engines or freeze on the engines or engine nacelles. CAUTION: DO NûT_ OPERATE ENGINE OR WING ANTI-ICE WHEN THE TOTAL AIR TEMPERATURE(TAT) IS ABOVE 10°C (50°F). WARNING: DO gûI RELY ON AIRFRAME VISUAL ICING CUES TO ACTIVATE ENGINE ANTI-ICE. USE THE TEMPERATURE AND VISIBLE MOISTURE CRITERIA SPECIFIED IN THIS PROCEDURE. When enaine anti-ice Engine Start Engine Anti-Ice Check each iLLuminates BRIE: is Switches required: ...........CONT Switches ..........ON COWLVALVE OPEN Light bright, then dim. with Engine Bleed Air Switches ON and APU Bleed Air Switch OFF to ensure bleed air for anti-ice. Taxi enaine reauired: When Engine anti-ice Anti-Ice Check each illuminates is no Lonaer Switches .........OFF COWLVALVEOPEN Light bright, then extinguishes. Engine Reset 401 JUL 23/93 Start thrust Switches ............OFF as required. 02.17.01 FBBAFF FN F OPERATIONSMANUAL WING ANTI-ICE In Fliaht OPERATION are two methods recommended for system in operating the wing anti-ice for ground use of the wing flight. The primary method is to use The criteria anti-ice system is the same as for it as a de-icer by allowing ice to accumulate before ground use of engine anti-ice. Ground turning on wing anti-ice. is intended accumulation on the use to prevent the Ice windshield formation of frost and/or ice cockpit window frames, center post or on the windshield accumulation on the Leading edge stats wiper arm may be used as an indication of between engine during the time interval structurat icing conditions and the start and takeoff. need to turn on wing anti-ice. Using the wing anti-ice system as a de-icer WARNING: GROUNDUSE OF THE WING ANTI-ICE SYSTEM IS INTENDED will provide the cleanest airfoit TO COMPLEMENT, AND NOT surface, the Least possible runback of ice formation REPLACE, GROUND with the Least thrust and DE-ICING/ANTI-ICING AND fuel penalty. NormalLy it wilt not be INSPECTION PROCEDURES. CLOSE to shed ice periodicalLy necessary INSPECTION IS STILL REQUIRED unless extended fLight through icing (holding). TO ENSURETHAT NO FROST, SNOW conditions is necessary There On The Ground OR ICE IS ADHERINGTO THE WING, LEADING EDGE DEVICES, STABILIZER, CONTROLSURFACES, OR OTHER CRITICAL AIRPLANE COMPONENTSAT TAKEOFF. Wing anti-ice must be ON during all ground operations when icing conditions exist Wing Anti-Ice or are anticipated. Wing Anti-Ice Switch The secondary method is to use wing anti-ice prior to ice accumulation. system as an Operate the wing anti-ice anti-icer onLy during extended operations into moderate or severe such as holding. icing conditions, Switch.................0N Wing Anti-Ice ................0N VALVEOPEN Lights - MONITOR Anti-Ice MONITOR Wing Check both illuminate The wing anti-ice cycle bright/dim VALVEOPEN Lights - Check both illuminate VALVE OPEN Lights bright, then dim. VALVEOPEN Lights may due to control valves cycling closed/open in response to thrust setting and duct temperature Logic. The Wing Anti-Ice Switch will remain ON. At Liftoff, the switch trips to OFF and the wing anti-ice VALVEOPEN Lights extinguish. 02.17.02 VALVEOPEN Lights then dim. bright, When wina anti-ice is no Lonaer required: Wing Anti-Ice N1 Indicators Reset thrust Switch - .............0FF observe increase as required operation Prolonged in icing conditions edge with the Leading edge and trailing fLaps extended is not recommended. After Landing, trailing edge retraction to Less than flaps 15 is not ice.has recommended until been removed or a ground inspection has been made. 401 DEC 20/91 OPERATIONSMANUAL RAIN REPELLENT USE WINDOW HEAT TEST Do not actuate rain repellent unless windshieLd wipers are operating and medium or heavy rain conditions exist. Tests of the OVERHEAT and POWER functions the window heat system. Window Heat Test CAUTION: InFliaht DO NOT USE RAIN REPELLENT IN AN ATTEMPTTO CLEAN A DRY DIRTY WINDSHIELD. IF RAIN REPELLENT IS INADVERTENTLY APPLIED, DO NOT USE THE WINDSHIELDWIPERS UNTIL REQUIRED FOR RAIN REMOVAL. ...........0VHT Simulates an overheat condition and The all OVERHEATLights iLLuminate. ON Lights extinguish after a short delay. The MASTER CAUTION and ANTI-ICE System Annunciator Lights also illuminate. Reset the system by the Window Heat Switches positioning then ON. OFF, Ooeration Window Heat Windshield Selector Switch Wiper .............DESIRED Rain Repellent Switches ...PRESS POSITION AND HOLD MOMENTARILY (ONE WINDOWAT A TIME) Rain repellent may be used any time rain intensity requires the use of windshield wipers. Each activation yields a measured amount of repeLLent, sprayed on the associated No. 1 windshield. Vision is improved in both the wiped and unwiped areas. One application of repettent should be sufficient for an entire takeoff or Landing. gradually The rain repellent dissipates and Loses its effectiveness. Additional applications may be required for takeoff or Landing in very heavy Test Switch ............PWR Do not power test when aLL green ON Lights are iLLuminated. Window Heat Switches must be ON. This step provides a confidence test when any of the green Window Heat ON Lights are extinguished. The controller to fuLL power, is forced bypassing normat temperature controt. However, overheat protection is still available. If any green ON Light remains extinguished during power test, the heat system is inoperative. Observe the maximum airspeed Limit of 250 kts below 10,000 feet. rain. 401 JUL 22/92 02.17.03 OPERATIONSMANUAL NAVIGATION/GENERAL DME Test NAV TESTS VHF Navigation Radio ............SELECT VOR FREGUENCY VOR/EHSI/RDMI Test VOR/DME Test Switch ................DME BûIL: VOR tests inhibited when VOR/LOC annunciator is armed or engaged. HSI Mode Selector ..............VOR/ILS No. 1 VHF Navigation Radio .....TUNE TO A VOR FREQUENCY ADF/VOR Bearing Pointer Switch Course ..............SET Check that DME being both indicators for the tested are covered for two four dashes for seconds; then display two seconds; then display 000.0 not to exceed 0.5 for twelve seconds or as Long as switch Test "OOO" ADF/VOR Bearing VOR/DME Test Switch Switch Pointer .....ADF ................VOR EHSI Mode Selector ..FULL SCALE VOR/ILS the Course Deviation Check Bar is TO/FROM indicates centered; flag FROM: and the No. 1 VOR pointer 180°. indicates approximately EHSI/ILS 8911: held. .....VOR ADF/EHSI/RDMI Selector is ADF Function .............TEST on The ADF pointer should point to 45° Line. Test ADF Function ILS tests are inhibited the VORILOC annunciator Selector when is armed Selector EHSI Mode Selector the and EHSI of Lubber RDMI Left ......AS .........AS REQUIRED REQUIRED or engaged. No. 1 VHF Navigation Radio ........TUNE Course Selector Switch ILS Test TO AN ILS FREQUENCY ......SET WITHIN 90° OF AIRPLANE HEADING ..................UP/LT Check the GLide Stope Pointer is up one dot; the Course Deviation Bar left one dot. Check Localizer and Stide Stope Failure Flags out of view. ILS Test Check Switch the Glide ..................DN/RT Slope one dot and the Course right Glide view. Pointer Deviation is down Bar one dot. Check Localizer and Stope Failure Flags are out of 402 JAN 26/94 02.19.01 OPERATIONSMANUAL INSTRUMENT TRANSFERSWITCHING TESTS Fail the Captain's the appropriate equipment by puLLing circuit breakers. WEATHERRADAR TEST 1. 2. Transfer Appropriate Switch ...TRANSFER Select any HSI expanded except PLAN mode. Position STAB. Breakers Transfer Repeat Switches . . TEST MODE. as follows: . . . . . . . . . . . . . . . . . . . . . . . WXR(HSI ControL 3. .................RESET Panet). Verify test pattern consisting the following coLors appears: ON ON ON of ...............NORMAL the above steps Officer's mode TO ALTERNATESYSTEM of the system is Check operation also check that fLags are restored; out of view and that the Instrument Comparator Lights are extinguished. Circuit controls scate for the GREEN YELLOW RED First equipment. MA6ENTA ATC TEST 4. Mode Selector Switch ..............TEST that Verify present. no fault messages are ALL segments of the transponder code illuminate. Error codes iLLuminate if transponder faults are detected. 02.19.02 404 JUL 22/92 OPERATIONSMANUAL IRS Mode Selector IRS FAST REALIGNMENT to commencing this Prior until the procedure the must be parked airpLane and not moved is completed and the procedure ALIGN Lights extinguished. Observe - If Observe - ALIGN Light within continues to fLash, then on IRS ALIGN Light ALIGN Light to the section Bûli: If time permits it is preferable to perform a fulL alignment of the IRS. A more precise the aLignment IRS Mode Selector extinguished flashing. Select Enter the correct present position (PPOS) into the scratch pad. Use most accurate PPOS available. ALIGN Light NAV 30 seconds. refer FMC/CDU POS INIT Paae - will resutt. ALIGN iLLuminates ISDU Disotav SeLector - PPOS steadity. If FMC/CDU POS INIT Paae - Select Press Line select key (LSK) 4R when box prompts appear. Confirm that the box prompts are replaced by the entered present position. If ALIGN Light flashes then re-enter the same position into the scratch pad even if it is already displayed under the SET IRS POS Line. Press LSK 4R. (Box prompts are not required for present position the switched Mode SeLector is accidentatLy to OFF or ATT, position Mode to OFF, wait for ALIGN then perform to extinguish, Selector Light(s) fuLL alignment procedure. re-entry.). 402 JUL 22/92 02.19.03 OPERATIONSMANUAL IRS HIGH LATITUDE ALIGNMENT This procedure should IRS ALIGN LIGHTS FLASHING be fottowed the IRS systems at greater than 70° 12.0' and when aligning Latitudes Less than 78° 15.0'. IRS Mode Selectors Position Initialization ...............ALIGN Page .......SET Enter present position on SET IRS POS Line using the most accurate Latitude and Longitude available. When an ALIGN Light is flashing, more of the foLLowing conditions Position has not been The IRS Present position entered; entry was attempted before the IRSs entered the ALIGN modes; the entered PPOS may not be within the required accuracy tolerance; or the data entered on the Pad may not have been CDU Scratch received by the IRS. CDU Messaae: The IRS Mode Setectors must be in ALIGN for a minimum of 17 minutes. IRS Mode Selectors .................NAV one or exist: ENTER IRS POSITION CORRECTIVEACTION: Check and re-enter the correct PPOS into the CDU Scratch Pad and again Line select the "SET IRS POS" Line (AR). EDIE: Pressing Line SeLect Key 4R re-entering without first the PPOS into the Scratch Pad, witL not send the displayed The PPOS data to the IRS. data can be entered by the data currently overwriting displayed in the "SET IRS POS" Line; box prompts are not required. If repeated attempts to enter the correct PPOS through the CDU are enter unsuccessful, into the IRS Display 02.19.04 the PPOS directly Unit. 401 JUL 22/92 OPERATIONSMANUAL SPECIAL IRS ENTRIES Present Position FMC/CDU Pos EntrY IRS Mode Selector - NAV ALIGN Lights must be iLLuminated or fLashing). (steady IRS Display Latitude Key-in selector - PPOS ENTER in the Data Latitude beginning with N or S, Display, then press the ENT key (the Cue Lights extinguish). - Longitude - Key-in ENTER in the Data DispLay, beginning with E or W, then press the ENT key (the Cue Lights extinguish). Observe that proper Latitude and Longitude are displayed and that the ALIGN Light is not flashing. Longitude INIT (Undate) HSIs. Heading Enter - ENTER through ISDU IRS Display IRS Mode Selector ATT If the FAULT Light iLLuminates when in NAV, select ATT. If the FAULT and ALIGN Lights are extinguished after 30 seconds in ATT, then attitude and heading are avaiLabte (initial magnetic heading must be entered in order to have heading information). - Heading 401 JAN 26/94 - HDG HSIs. on the ground) EntrY Due to IRS drift rate when in the ATT mode, periodic heading updates are required. - Selector Press the H key to initiate a heading entry. Key-in present magnetic heading. Press the ENT key (the Cue Lights extinguish). Observe proper on the RDMIs and heading displayed When Müli: Select - Enter the correct into the heading Line CDU scratch pad then press select key 5R. Verify entered heading appears on Line 5R. Select HDG on the IRS Display Selector and verify that the entered heading is displayed on the ISDU, RDMIs and FAULT LIGHTS (while Headina Page ENTER through CDU the FAULT Light is iLLuminated, ensure that PPOS entered is correct. If a mistake was made, enter correct PPOS values. If the FAULT Light remains iLLuminated, there is a problem with the IRS which may or may not be corrected. Request maintenance easily assistance. INADVERTENTSELECTION OF ATTITUDE MODE (while on the ground) Inadvertent setection of the Attitude mode may be due to physicatly overpowering the switch during turn-on, or the result of a faulty switch where flight cannot the crew accurately determine which mode is selected. If the ATT position is selected to NAV, when switching inadvertentLy the IRS must be turned off, and after the ALIGN Lights extinguish, a futt alignment must be initiated. 02.19.05 OPERATIONSMANUAL (INTENTIONALLY 02.19.06 LEFT BLANK) 401 NOV 01/88 OPERATIONSMANUAL NAVIGATION/FLIGHT the desired Enter MANAGEMENT DIRECT TO Line. waypoint transfers automaticatty Line 1L. Correct any ROUTE DISCONTINUITY if the entered waypoint was not in the originat flight pLan. LATERAL NAVIGATIONUSING THE FMC/CDU Proceedina Intercentina a Wavooint Direct To a Wavooint a Lea (Course) To (Overwrite) or RTE LEGS Page SELECT On page 1/XX, Line 1L, enter the desired waypoint over the presently active waypoint. - EXEC Key Observe displayed in - to PRESS the MODRTE LEGS page changes to ACT. Interceotina Observe INTC CRS prompt Line 6R. waypoint on the Observe the WBYDOint a Lea (Course) (DIR/INTC) To a DIR INTC Key PRESS Observe INTC LEG TO Box Prompts in Line 6R. displayed - If a Leg to the the desired intercept intercepting waypoint, enter course in the INTC CRS Line. No entry is necessary if proceeding direct to the waypoint. Observe the desired course is displayed on Line 6R but, with magnetic variation difference in Line 1. any ROUTE DISCONTINUITY if the entered waypoint was not in the original flight plan. Correct EXEC Key Observe - PRESS the MOD RTE LEGS page changes to ACT. L NAV may disengage after execution Leg to a waypoint. If L NAV disengages, turn to a L NAV capture heading to satisfy as described in chapter 7, criteria, of an intercept and then engage L NAV. Proceedina (DIR/INTC) Direct To a Wavooint DIR INTC Key PRESS Observe DIRECT TO Box Prompts displayed in Line 6L. - 404 FEB 15/91 Enter the desired waypoint on the Observe the INTC LEG TO Line. transfers to waypoint automaticatty Line 1L. Observe INTC CRS prompt in Line 6R. displayed Enter the desired course intercept Observe the in the INTC CRS Line. desired course is displayed on Line variation 6R but, with magnetic difference in Line 1. any ROUTE DISCONTINUITY Correct the entered waypoint was not fLight plan. original EXEC Key Observe - if in the PRESS the MOD RTE LESS page changes to ACT. L NAV may disengage after execution of an intercept Leg to a waypoint. turn to a If L NAV disengages, heading to satisfy L NAV capture in chapter 7, as described criteria, and then engage L NAV. 02.19.07 OPERATIONSMANUAL LATERAL NAVIGATION USING THE FMC/CDU (Cont) Route ETA and Distance to (Bearina) or Distance Determinina Cross Radial From a Fix Modification SELECT FIX INFO Page of the Enter the identifier waypoint reference (normaLLy an off-route onto the FIX waypoint) Line. Enter the desired radiat or distance from the FIX on a RAD/DIS Line, or Line select the ABM prompt if the desired radial from the FIX is perpendicuLar to the present - RTE LEGS or RTE Page Line seLect existing the desired - SELECT waypoints in sequence. Key-in any new waypoints in the Scratch Pad and Line select into the flight plan. Correct any ROUTE DISCONTINUITIES. route/course. EXEC Key PRESS Observe the MOD RTE or MODRTE LEGS page changes to ACT. - and Distance To Go CHECK Check ETA and DTG, as desired. Time Egli: Linking a Route Correct entering sequence If ETA and DTS are displayed, the fix not on the current or it has already DiscontinuitY the ROUTE DISCONTINUITY by fLight-pLan or deleting that provides waypoints not entered is planned route been passed. in a a continuous path. EXEC Key PRESS Observe the MODRTE or MODRTE LEGS page changes to ACT. - - Changina Destination RTE Page Enter - SELECT over the originat DEST. Enter desired routing to the new destination using the RTE, RTE LEGS, and ARRIVALS pages, as appropriate. Correct any ROUTEDISCONTINUITY. the new destination EXEC Key PRESS Observe the MOD RTE or MOD RTE LEGS page changes to ACT. - gûli: 02.19.08 is changed If destination during cLimb, performance predictions if may be blanked the new flight plan is with the entered incompatible cruise altitude. Correct by entering a Lower CRZ ALT on the CLB page. 401 MAY15/88 OPERATIONSMANUAL LATERAL NAVIGATION USING THE FMC/CDU Exiting Holdina Pattern (Cont) HOLD Key Enterina Holdina HOLD Key - Fix Into Route Observe PRESS the RTE HOLD page is displayed, observe the NEXT HOLDprompt. Line (If select AT page - 6L until the (RTE LEGS) HOLD is displayed.) PRESS EXIT HOLD prompt EXIT HOLDLine Select Key Observe EXIT HOLD prompt EXIT ARMED. displayed. - PRESS changes to that HOLD AT Box Prompts and the PPOS prompt (if inftight) are displayed. Enter the holding PRESS EXEC Key Observe that EXIT ARMED is in reverse video and L highlighted NAV flight returns to the hoLding fix and resumes the active route. fix in Line 6L, or Line select PPOS. Bûli: Observe If the holding fix is a waypoint in the active route, or PPOS was observe the MOD RTE HOLD selected, page displayed. If the hoLding fix is a waypoint not in the active route, observe the message HOLD AT XXXXXdisplayed in the Scratch Pad. Enter the holding fix into the route by Line selecting in the desired waypoint sequence. - The hoLding pattern may be exited by performing a DIRECT if desired. TO modification path In this case, the flight may not return to the holding fix before proceeding to the seLected waypoint. Observe the MODRTE HOLDpage displayed. If displayed details are holding incorrect or inadequate, enter correct information on the appropriate Line(s). EXEC Key Observe - PRESS the MOD RTE HOLD page changes to RTE HOLD (ACT RTE HOLD if holding at PPOS). 401 NOV 01/89 02.19.09 OPERATIONSMANUAL LATERALNAVIGATIONUSING THE FMC/CDU (Cont) Disolacement Along Track SELECT RTE LEGS Page Line select the reference waypoint to the Scratch Pad. Add a "/" and (EX: distance desired. the + or SEA/15 for a point 15 mites downtrack from SEA.) - Enterina Created or Route Leas Wayooints on the Route Pages - NûIE: Created Waypoints are stored in the temporary navigation data base for only. one flight SELECT RTE or RTE LEGS Page Using any of the following methods, key into the Scratch Pad the parameters which define the new Created Waypoint (the Place identifiers must already be stored in one of the FMC data bases): - Place - Bearing/Distance exampte, - EXEC Key Observe - PRESS the MOD RTE LEGS page change to ACT. (for SEA250/40); Place Bearing/Place Bearing exampLe, SEA180/ELN270); - waypoint. Line seLect the reference (The FMC witL automaticaLLy the created waypoint to position the appropriate position.) Along-Track Displacement SEAI-10); (for (for example, - Latitude and Longitude exampte, N4731.8W12218.3). Enter into selecting (for the route by Line to the appropriate sequence. waypoint Repeat the above steps to define additional Created Waypoints as desired. Correct any ROUTE DISCONTINUITY. EXEC Key PRESS Observe the MODRTE or MODRTE LEGS page changes to ACT (for an ACTIVATE and inactive route, EXECute on the RTE or RTE LEGS page). - 401 02.19.10 MAY 15/89 OPERATIONSMANUAL EXEC key ittuminates when data has been entered into att Box LATERALNAVIGATION USING THE FMC/CDU (Cont) The Prompts. Enterina Data Created Wavooints on the Nav EXEC Key Paaes gûlE: Waypoints entered NAV DATA pages Created on the SUPP (permitted are stored navigation indefinite one fLight to define Waypoints as desired. a new identifier in the same category, simply overwrite the previous identifier. ggIE: To enter a Created Waypoint into the flight plan, key the identifier into the Scratch Pad and foLLow the Route Modification procedure. only. PRESS INIT/REF Key Observe the INDEX prompt Created To enter those on the REF NAV DATA pages are stored in the temporary navigation data base entered for the above steps Repeat additional on the ground only) in the supplementat data base for an time period; PRESS - - displayed. Detetina created Paaes WaYDOints on the Nav Data INIT/REF INDEX Page SELECT Observe the NAV DATA prompt displayed. To access the SUPP NAV DATApage, key SUPP into the Pad. Scratch - NAV DATA Page - SELECT the SUPP NAV DATA page is observe the EFF FRM Date selected, Line dispLayed. Enter the current (If or appropriate date on Line 3R and EXECute.) identifier Enter a crew-assigned on either the WPT IDENT, NAVAID IDENT, or AIRPORT IDENT Line, as appropriate. Use the navaid category only for stations with DME. DATA ENTER For a WPT IDENT entry, define the waypoint with entries for either Latitude and Longitude, or with entries for REF IDENT and RADIAL/DIST (the REF IDENT identifier must already be stored in one of the FMC data bases). - INIT/REF Key PRESS Observe the INDEX prompt - displayed. INIT/REF INDEX Page SELECT Observe the NAV DATA prompt displayed. To access the SUPP NAV DATApage, key SUPP into the Scratch Pad. - SELECT NAV DATA Page Enter the identifier on either the WPT IDENT, NAVAID IDENT, or AIRPORT IDENT Line, as appropriate. - DELETE Press the DEL key and seLect the identifier. EXEC key illuminate. DATA - then Line Observe the Press EXEC Key Data previously entered is deleted. Observe NAV DATA page displayed with prompts. - For a NAVAID IDENT or AIRPORT IDENT data. entry, enter appropriate 401 NOV 01/88 02.19.11 OPERATIONSMANUAL LATERAL NAVIGATION USING THE FMC/CDU Inhibitina (Cont) Uodatina Enterina Distance a Crossina RadiaL (Bearina) or From a Fix as a Route Wavooint SELECT FIX INFO Page Enter the identifier of the reference waypoint (normaLLy an off-route waypoint) onto the FIX Line. Enter the desired radiat or distance from the FIX on a RAD/DIS the ABM prompt Line, or Line select radiat if the desired or distance from the FIX is perpendicular to the present route/course. - Line select the desired intersection (Lines 2L-5L) into Scratch and observe the new Pad Created Waypoint displayed as FIX/RadiaL/Distance. the RTE LEGS Page SELECT the new Created Line select dispLayed in the Scratch Waypoint, waypoint Pad, to the desired - sequence. the above steps to define Created Waypoints as Correct any ROUTE DISCONTINUITIES. Repeat additional desired. EXEC Key Observe - procedure This Position inhibits the information use of VOR bearing for FMC or DME information Use the position updating. DELete key to remove a VOR/DME from inhibit status. (U5) INIT/REF Key PRESS Observe the INDEX prompt - INIT/REF INDEX (U7 displayed. PROG) Page - - SELECT Observe the NAV (U7 prompt displayed. REF NAV DATA (U7 SELECT - - NAV STATUS) NAV STATUS) Page - SELECT (U7) NAV OPTIONS Page (NEXT/PREV PAGE) Observe Dash Prompts for VOR or DME INHIBIT. Enter the desired VOR or DME identifier (a previous entry may be overwritten but will no Longer be inhibited). - a Lateral (U7) Enterina RTE Page Observe displayed. - Offset SELECT the OFFSET prompt PRESS the MOD RTE LEGS page changes to ACT. BûlE: güli: VOR/DME Use for Created Waypoints are in the temporary navigation data base for one flight only. LATERAL OFFSET Page Observe DIST. - dash prompts SELECT for OFFSET These stored OFFSET DIST ENTER Enter desired offset distance using format Lxx or Rxx for left or right offset up to 99 nm. Observe the dash prompts for START WAYPOINTand END WAYPOINT. - STARTIEND WAYPOINT ENTER If no start/end way point is offset will begin/end entered, first/Last valid offset Leg. - 02.19.12 at 402 SEP 08/92 OPERATIONSMANUAL LATERAL NAVIGATIONUSING THE FMC/CDU CAUTION: (Cont) FMC Navigation Check If either the IRS NAV ONLY or the VERIFY POSITION message is displayed in the CDU scratch pad, or course deviation is suspected, accompLish the following as necessary to ensure navigation accuracy: Ensure that one VOR is operating in the AUTO tuning mode so that the FMC can update its position if navaids are availabLe. Check the PROGRESS (U7-NAV STATUS) page to ensure that radio updating is In some cases, occurring. it may be necessary to switch both VORs to the AUTO mode to achieve radio - updating. - - - Determine that actual airplane position using raw data from the VHF navigation or ADF radios and compare that position with the FMC position. (Use the FIX page.) If radio navaids are unavailable, compare the FMCposition with the IRS or GPS positions using the POS REF page of the FMC CDU. Comparision wiLL reveat whether the FMC position is reliable. The POS SHIFT page may be used to shift the FMCposition to one of the IRS or GPS positions. This is accomplished by Line selecting the IRS or GPS position and then pressing the EXEC key. Confirm actual position with ATC radar or visual if reference points available. - Navigate using the most accurate information available. The possibilites are: L NAV (continue to monitor FMC position using VORIADF raw data displays on the non-flying pilot's HSI). - NAVIGATING IN THE L NAV MODEWITH AN UNRELIABLE FMC POSITION MAYRESULT IN SIGNIFICANT NAVIGATION ERRORS. VORIADF procedures. Conventionat from ATC. vectors ALternate Navigation System (ANS). Dead Reckoning from Last known position. Use of visual references. Radar - - - - LATERALNAVIGATIONUSING THE AN/CDU Enterina Active FMC Flight Plan into AN/CDU INIT/REF Key PRESS Observe the INDEX prompt displayed. SELECT INIT REF INDEX Page Observe Press the INDEX prompt. the INIT REF INDEX page displayed and the IRS NAV prompt in Line (5R). SELECT IRS LEGS Page Press the IRS NAV prompt. Observe the IRS LEGS page displayed and the prompt in Line 5L: CROSSLOAD prompt if an active FMC flight plan LAST FMC PLAN prompt if the exists; and an active FMC FMC has failed flight to the plan existed prior faiture. FMC Flight Plan ENTER Line select the SL to dispLay active (or most recent) flight plan. A maximum of 20 waypoints - - - - can be displayed. Undefined in the procedurat legs contained FMC flight plan are bypassed in the ANICDU flight plan. Modify the flight plan if desired. PRESS EXEC Key Observe the IRS LEGS page changes to ACT. - BRIE: the present FMC flight plan Repeat 20 Waypoints: the above procedure during If exceeds to update the AN/CDU plan with additional downpath waypoints. flight flight 405.2 MAR12/93 02.19.12A OPERATIONSMANUAL Proceedina LATERAL NAVIGATION USING THE AN/CDU (Cont) IRS LEGS Page Manual of AN/CDU Fliaht Entry Key any of the following Scratch Pad: - INIT REF INDEX Page SELECT Press the INDEX prompt. Observe the INIT REF INDEX page displayed and the IRS NAV prompt displayed Line (5R). example, in SELECT any of the following the Pad: For a crew-assigned key in the identifier - into characters (6 Latitude maximum) foLLowed by and Longitude (for example, SIMONE/N4802.2W12241.3). WPTO1,etc. - an identifier If repeating which is aLready in the flight key in only the identifier plan, (for exampLe, SEA). On page 1/XX, Line 1L, enter the over the presently desired waypoint active waypoint. EXEC Key Observe If repeating an identifier which is aLready in the flight plan, key in only the identifier (for example, SEA). - SIMONE/N4802.2W12241.3). WPTO1, etc. identifier, For an ANICDU-assigned key in only Latitude identifier, and Longitude (for example, S3618.5E14136.9). The AN/CDU assigns a sequential identifier - by For an ANICDU-assigned key in only Latitude identifier, and Longitude (for example, The AN/CDU S3618.5E14136.9). identifier assigns a sequential - Scratch the For a crew-assigned identifier, (6 key in the identifier maximum) followed characters Latitude and Longitude (for - Key into displayed. - IRS LEGS Page SELECT - Plan INIT/REF Key PRESS Observe the INDEX prompt - To a Wavooint Direct - PRESS the MODIRS LEGS page changes to ACT. Route Modification IRS LEGS Page SELECT waypoints Line select existing - Enter each waypoint into the route to the desired by Line setecting sequence. A maximum of 20 waypoints can be in the flight plan at any one time. If required, additional waypoints can be entered as the flight progresses. EXEC Key Observe to I - PRESS the IRS LEGS page the desired in the Key in any new waypoints into Scratch Pad and Line select pLan. the flight EXEC Key Observe changes in sequence. - PRESS the MOD IRS LEGS page changes to ACT. ACT. 02.19.12B 401.2 NOV 01/88 OPERATIONSMANUAL VERTICAL NAVIGATION USING THE FMC/CDU Temoorarv Levet Off Durina Descent (Not at FMC Cruise CLimb or Attitude) MCP Altitude Selector SET Set Levet-off altitude. Observe ALT ACS and FMCSPD on the Mode Annunciator Flight as Level off is initiated. - MCP N1 Light wiLL extinguish from a climb. Leveling if ALT HOLD annunciated at the selected attitude. Observe N1 Limit changes to CRZ if Leveting from a climb. Observe To Continue CLimb or Descent MCP Attitude SeLector SET attitude. Observe Set Level-off MCP V NAV Light extinguished, SPEED and ALT HOLD Lights illuminated. Observe the IAS/Mach window displays FMC target speed. Observe VIS armed and MCP SPD active on the FLight Mode V NAV Switch - - PRESS climb or descent initiated. appear as in Mode annunciations initial climb or descent. Observe 401 NOV 01/88 02.19.13 OPERATIONSMANUAL VERTICAL NAVIGATION USING THE FMC/CDU Changina (Cont) Restriction Wayooint Sneed and Attitude Restriction (On CLimb or Descent Leas Entering ûnirl RTE LEGS Page SELECT Key-in the desired speed and or speed only (foLLowed altitude, into the by /), or attitude only, Scratch Pad. - Minimum speed values permitted are 210 knots for cLimb waypoints and 150 knots for descent waypoints. attitude fottowed by A or B signifies a requirement to be "at or Above" or "at or Below" that altitude at the waypoint (for 220A or 240B). example, key-in An Line to the desired select waypoint Line. EXEC Key Observe - changes BülE: PRESS the MODRTE LEGS page to ACT. changes any prior and altitude restriction This speed at Sneed and/or Altitude CLimb or Descent Durina SELECT CLB/DES Page Press the DELete key to enter DELETE in the Scratch Pad, or key-in the desired speed and in the Scratch Pad. altitude Line select to the SPD REST Line. - EXEC Key Observe - PRESS the MOD CLB or MOD DES page changes to ACT (or pre-ptanned) and the restriction is changed or deleted. Changina Schedule CLimb/Cruise/Descent Soeed CLB/CRZIDES Page SELECT SeLect the prompt for the desired - climb/cruise/descent schedule, key-in the desired speed in Scratch Pad and Line select TGT SPD Line. or the to the EXEC Key PRESS Observe the MOD CLB, MODCRZ, or MODDES page changes to ACT Cor pre-planned) and the new speed schedule is specified. - this waypoint. Deletina Restriction Soeed and Altitude WaYDoint RTE LEGS Page SELECT Press the DELete key to enter DELETE in the Scratch Pad. Line select to the appropriate waypoint Line. - EXEC Key Observe - PRESS the MODRTE LEGS page changes to ACT and the restriction is deleted and replaced with predicted value (small size an FMC characters). 02.19.14 401 NOV 01/89 OPERATIONSMANUAL VERTICAL NAVIGATION USING THE FMC/CDU (Cont) Early PERFORMANCE AND PROGRESS FUNCTIONS OF THE FMC/CDU Determining ETA And Fuel New Destination Descent SeLector MCP Attitude SET Set next LeveL-off altitude. Remaining For - SELECT DES Page Line select the CAPTUREprompt. - EXEC Key Observe ACT. (if - PRESS the MODDES page changes to Observe descent V NAV engaged). Bûli: is RTE Page Enter original routing - SELECT the new destination over the correct to the new destination using the RTE, RTE LEGS, and as appropriate. ARRIVALS pages, Correct any ROUTE DISCONTINUITY. DEST. Enter initiated SELECT PROGRESSPage with Observe the new destination MODtitle. Check ETA and FUEL remaining. - For a PATH DES, this will resuLt in a 1000 FPM rate of descent until the pLanned path is intercepted. For a SPD in an DES, this will result idle thrust normal rate of descent. RTE Page SELECT EXECute or ERASE a - destination/routing, Observe the the new as desired. changes to MOD RTE page ACT. Sten CLimb or Descent From Cruise Estimated MCP Altitude Set Selector SET new Levet-off altitude. - Wind Entries For Cruise WaYDOinÌS SELECT RTE LEGS Page Observe the DATA prompt - CRZ Page SELECT on the CRZ ALT Enter new attitude The Display changes to MOD Line. CRZ CLB or MOD CRZ DES. - climb/descent If the desired speed is different from the displayed displayed. SELECT RTE DATAPage True Wind Enter the estimated on the appropriate direction/speed Line(s). - cruise speed; manuatty enter the desired TGT SPD, or use Access Prompts to select the desired CLB/DES page. PRESS EXEC Key Observe the MOD CRZ CLB/MODCRZ DES page (or other selected MODCLB/MOD DES page) changes to ACT. Observe climb/descent is initiated at the TGT SPD (if V NAV engaged). - 401 NOV 01/89 02.19.15 OPERATIONSMANUAL PERFORMANCE AND PROGRESS FUNCTIONSOF THE FMC/CDU (Cont) Enterina Descent DES Page Observe displayed. - Steo CLimb Evaluation CRZ Page Enter - Forecasts SELECT the FORECAST prompt SELECT the desired step climb altitude on the STEP TO Line. If average known, enter the estimated for the True Wind direction/speed desired step climb altitude on the ACTUALor EST WIND Line. DETERMINE Step CLimb Savings Observe the fuet SAVINGS/PENALTY (destination) and FUEL AT Lines to determine if a higher cruise altitude is advantageous. - SELECT DES FORECASTS Page the TRANS LVL and revise if Verify required. Enter anticipated TAI ON/0FF altitudes if appropriate. Enter average ISA DEViation for descent and forecast destination GNH. Enter forecast descent WINDs (for up to three - different EXEC Key Observe altitudes). - PRESS the MOD DES FORECASTSpage changes to ACT. If step climb fuet savings are use the appropriate significant, climb procedure cLimb to initiate when NOW is to the higher altitude displayed on the STEP POINT Line. 821&: Step CLimb evaluations consider buffet If the altitude do not margin Limits. entered for the Step CLimb evaluation higher than the maximum is for flight altitude with an adequate buffet margin, the message "MAX ALT FLXXX" will be displayed in the Scratch Insure that the new Pad. entered for cruise attitude the cLimb is at or below the MAX ALT displayed in the message in order to maintain a safe buffet margin. 02.19.16 401 DEC 15/87 OPERATIONSMANUAL RTA NAVIGATION USING THE FMC/CDU Bûli: An ACTive FMC flight an RTA Wavooint Soeed Restrictions For RTA plan complete with aLL performance data must exist before the Required time of Arrivat (RTA) mode can be used. Entering Enterina Naviaation and Time RTA PROGRESS Page SELECT On PROGress page 2, Line 1L, enter the flight plan waypoint where the required time of arrivat is applicable. Observe the MOD RTA PROGRESS page displayed with the computed ETA, for the entered waypoint, displayed under RTA in Line 1R. - PERF LIMITS Page - SELECT minimum or maximum speed restriction for RTA navigation in Lines 2, 3, or 4 depending on phase of flight. Observe RTA parameters new Limits (RTA change to reflect Enter PROGRESS page) iLLuminated. and EXEC key EXEC Key PRESS Observe MODPERF LIMITS page to ACT PERF LIMITS page. - BRIE: change Entered on restrictions Lines 2, 3 and 4, also other navigation restrict modes such as ECON. RTA ENTER Enter into Line 1R, the Required Time of Arrival in hours, minutes - and seconds using a six-digit number; (Examples: 174530, 1745, 1745.5). Observe MOD RTA PROGRESS Page displayed with pertinent data for complying with entered RTA. Observe EXEC key illuminated. EXEC Key - Enterina New Time Error Toterances For RTA Navigation SELECT PERF LIMITS Page Enter desired Time Error Tolerance (6 to 30 seconds) for the RTA 25). waypoint on Line 1L (Example: Observe MODPERF LIMITS page displayed and EXEC key iLLuminated. - PRESS Observe the ACT RTA PROGRESS page displayed. EXEC Key Observe - PRESS the ACT PERF LIMITS Page displayed. 401 NOV 01/89 02.19.17 OPERATIONSMANUAL FMC/CDU ALERTINGMESSAGES significant to operationally conditions which affect FMC/CDU These messages relate operation. This is a general List: some messages may not apply to all FMC configurations. The amber FMCALert Light on each pilot's instrument panet illuminates whenever an Alerting Message is displayed in the CDU Scratch Pad. The white If both lights are ittuminated but no message CDU MSGLight also illuminates. it is necessary to first CLR the Scratch Pad of existing entries is displayed, Tables their cause, and the recommended The following List att Aterting Messages, corrective action. ALERTINGMESSAGE CHECK FLIGHT PLAN CORRECTIVEACTION CAUSE The FMChas found and in corrected an error nav data base Check the CYCLE IRS OFF-NAV IRS is unable to complete alignment under current conditions DATABASE INVALID The automatic validity test of the permanent data base has navigation failed DISCO INSRTD AFTR XXXXX (waypoint identifier) DISCONTINUITY DUAL FMCOP RESTORED A ROUTE DISCONTINUITYhas into the flight plan due to undefined termination of a downpath leg or a double and Cycle IRS Mode Selector to "OFF" and back to "NAV" Advise person- Maintenance to check the FMC and reload the data base, as nel Select the RTE or RTE LEGS pages and modify the waypoints for a continuous route BYPASS Select the RTE LEGS page. Enter the desired active waypoint into the Box Prompts. Correct any Passing the last waypoint in the route prior to a ROUTEDISCONTINUITY(LNAv disengages) or pressing LNAVwhile in a ROUTE DISCONTINUITY discontinuity EXECute. Dual FMCoperation been successfully END OF OFFSET plan if necessary required. If desired, consider the use of the temporary nav data base been inserted waypoint the flight correct has restored Two minutes prior to passing offset Leg Reengage and LNAV None Confirm ATC clearance termination 02.19.18 401 JUL 07/94 OPERATIONSMANUAL FMC/CDU ALERTINGMESSAGES(Cont) END OF ROUTE CORRECTIVEACTION CAUSE ALERTINGMESSAGE LNAv engaged and passing waypoint in the (LNAV disengages) the last route ENTER IRS POSITION IRS in the alignment mode to needs present position complete alignment. position Previous present entry was not received back from the IRS INSUFFICIENT FUEL A change in conditions or flight plan route causes fuel at destipredicted nation to be 900 kilograms /2000 lbs or less May be the result Fuel Guantity of a Indicator inoperative IRS MOTION IRS NAV ONLY Select the RTE LEGS page. Enter the desired active waypoint into the Dash Prompts and EXECute. Reengage LNAV position Enter IRS present into the Scratch Pad and line select 4R on the POS INIT page of the CDU. If position was present previously entered, overIf write displayed data. enter present necessary, position into the directly IRS Control/Display Unit the route plan or cruising altitude, or divert for additional fuet Modify Use manual computations remainint of fuel quantity to determine gross weight IRS has automatically restarted the alignment due to detection of excessive motion. message and attempt movement if practicable The FMC has downmoded to the IRS-only mode of navigation (no radio updating within the last Refer to FMCNavigation Check on page 02.19.12A Clear to reduce airplane twelve minutes) MAXALT FLXXX Altitude intervention Reset MCP altitude Clear the message attempt to raise cruise altitude when MCP altitude is above maximumattitude MISSED CAPTURE NAVDATAOUT OF DATE JUL 07/94 Proper localizer capture maneuver was performed, but the AFDS did not capture manually dates of nav Effectivity data base do not agree with date input from Check the IDENT page and reverse the dates for ACTIVE NAV DATA if clock required 02.19.19 OPERATIONSMANUAL FMC/CDU ALERTINGMESSAGES(Cont) ALERTINGMESSAGE NAV INVALID-TUNEXXXXX (navaid identifier) CORRECTIVEACTION CAUSE to autotune or receive the FMC is unable navaid for a RNAVor VOR approach procedure Cross-check radios and manually tune the desired navaid OFP MISCOMPARE Primary FMChas detected a discrepancy between its software and that of the secondary FMC Contact maintenance personnel OVERSPEEDDISCONNECT and During Path Descent below the speed restriction altitude, VNAVdisengages when airspeed exceeds FMC speed restriction by more than 15 knots Manually PATH DES NOT AVAILABLE Within 5 NM of advisory a path descent is planned, and a computed path is not available EXECute a SPD DES if desired, or construct an adequate path (must include an "at" altitude restriction for the E/D waypoint and not have a top-of-descent, reduce speed and reengage VNAV ROUTEDISCONTINUITY) PERF DEFAULTSINVALID PROGRAM PIN MISCOMPARE check of performance defaults data base has failed Validity Primary FMChas detected a discrepancy between its program pin configuration and that of the secondary Contact maintenance personnel Contact maintenance personnel FMC RESET MCP ALT 5 NM of the Toppoint without selecting a lower altitude on the AFDS MCP Lower MCP altitude values as clearances permit The RTA is not in the computed RTA window under current parameters Enter an achievable RTA or discontinue the RTA mode of navigation. Adjust parameters to meet Within of-Descent RTA UNACHIEVABLE Select the SW OPTIONS INVALID 02.19.20 RTA The validity check of the Contact maintenance software options data base personnel has failed 402 JUL 07/94 OPERATIONSMANUAL FMC/CDU ALERTINGMESSAGES(Cont) ALERTINGMESSAGE SCANNINGDMEFAIL CORRECTIVEACTION CAUSE Inputs from the frequency Clear the message and check position. scanning DMEradio have failed SELECT MODEAFTER RTA Radio updating of FMCposition is not available RTA mode has been discontinued due to sequencing of RTA waypoint or RTA waypoint has been removed from the flight Select mode. speed, desired navigation (ECON, manual etc) plan SINGLE FMC OPERATION The primary FMChas determined that the secondary FMC is not available SINGLE IRS NAV Navigation environment Move FMCSource Selector Switch to "BOTH ON L" or "BOTH ON R" is NONE OCEANICand one IRS is invalid UNABLE NEXTALTITUDE (Prior to U5) Due to clear the message and undershoot, the next climb review the prediction. constraint Consider selection of MAX cannot be achieved (v NAV engaged) RATE CLB or MAXANGLECLB, or a different N1 Limit as (U5 and on) Unable to meet alti_ appropriate the next flight tude constraint plan in a V NAV SPD climb or descent. The message appears only with V NAV engaged UNABLEREQUIRED NAV PERFORMANCE RNP FMC actual navigation performance is not for the current sufficient special RNP (crew entered or Leg specified) Refer to FMCNavigation Check on page 02.19.12A VERIFY OFFSET A flight resulted reference confirmATC clearance and make appropriate adjustments to RTE - start VERIFY POSITION VERIFY RNP V NAVDISCONNECT 403 JAN 26/94 change has in in a conflict to an offset plan or end waypoint Position information contradictory is Underlying RNP value is less than manually entered value The criteria for V NAV engagement is not satisfied (V NAV disengages) Refer to FMCNavigation check on page 02.19.12A changemanually entered RNP Manually vertical control the path 02.19.21 OPERATIONSMANUAL FMCICDU ADVISORYMESSAGES to incorrect Scratch Pad entries These messages relate or to FMC/CDU status. list: some messages may not apply to all FMC configurations. This is a general The white CDUMSGLight ittuminates and the message is displayed in the CDU If the MSG Light is illuminated it is Scratch Pad. but no massage is displayed, to first CLR the Scratch Pad of existing ent-ies. The following Tables necessary list all Advisory Messages, their cause, and the recomnended corrective action. ADVISORYMESSAGE ABOVEMAXCERT ALT ALT CONSTRAINT XXXXX value) (attitude APPRCH VREF NOT SELECTED CORRECTIVEACTION CAUSE The airplane is above its maximumcertified altitude Added or modified conconflicts straint with downtrack existing constraint(s) Airplane has transitioned approach environment and Vref has not been selected on APPROACHREF into Descend to an altitude below the maximum certified altitude Clear revise Select the message and the entry vref on APPROACH REF page page ARR N/A FOR RUNWAY BUFFET ALERT Runway or approach does not match the selected arrival procedure Current conditions result in a maneuver margin less than specified CHECKFMC FUEL QUANTITY DATA BASE FULL DES PATH UNACHIEVABLE DRAGREQUIRED The FMChas detected an unexpected drop in the fuel quantity Entry attempted into a supplement°at or temporary navigation data base category which is full When in Path Descent and above the path, the FMC predictions show the profile restrictions at the next waypoint cannot be achieved (L NAV remains engaged) Airspeed is 10 kts or more above FMC target speed or within 5 kts of Vmo/Vmmo 02.19.22 Go to the ARRIVALSpage and modify selection Bring within the airplane back the operating envelope check the gauges Go fuel system for correctness to the NAVDATApages unneeded wayor navaids, and delete points, airports from the appropriate data base and re-attempt entry Modify the restrictions trim, or reduced thrust, as required, to bring the airplane within 5 kts of FMC target speed Use speedbrakes, 401 JAN 26/94 OPERATIONSMANUAL FMC/CDU ADVISORY MESSAGES(Cont) ADVISORY MESSAGE INVALID DELETE CAUSE to which it was not Clear the message and select the proper line after the DEL key is applicable pressed DEL key operation attempted INVALID ENTRY CORRECTIVEACTION was for a Data Line Attempted data entry has format or range incorrect for the selected Data Line. Entered RTA waypoint is not in the flight plan INVALID OFFSET Desired offset does not meet FMCoffset criteria LOC CAP ACTIVE The airplane is approaching its turn onto the localizer course and will maintain an intercept heading LOC CAP CANCELLED MAX ALT FLXXX (flight Level value) Flight plan modifications or the airplane condition did not facilitate localizer capture Altitude entry page is above altitude selected margins MAX MACH.XXX/MIN MACH .XXX 403 DEC 18/92 message and and Pad entry, the entry correct with the data clear the message and amend the entry Clear the message manually, or wait for the reset AFDS to signal status to the FMC clear the manually, message or wait for the AFDS to reset LOC CAP ACTIVE to on any Clear the message or the maximum amend the data entry for current performance FMC target speed is greater than the maximum or less than the minimum buffet speed for the OR entered cruise or step MAXCAS .XXX/MIN CAS .XXX climb altitude. NO DES PATH AFTER XXXXX (waypoint) clear the Scratch repeat FMC is unable to construct a PATH DES that satisfies all altitude restrictions after XXXXX changethe target to within speed the message limits or enter altitude. a lower speed or altitude on the RTE restrictions Modify LEGS pages 02.19.23 OPERATIONSMANUAL FMCICDU ADVISORYMESSAGES(Cont) NOT IN DATABASE CORRECTIVEACTION CAUSE ADVISORY MESSAGE FMC does not contain the required data for the entered identifier the message and check data entry, or Clear the required information into the supplemental or temporary enter data base via navigation the NOT IN FLIGHT PLAN entry flight NOT ON INTERCEPT HEADING OFFSET DELETED or lateral start/end waypoint is not in active plan RTA waypoint offset NAV DATApages Clear the message and amend the entry Airplane is not within the L NAV capture criteria for the active leg (LNAV Manually disengages) LNAV The entered start waypoint from the has been deleted flight plan OFST ENDS ABEAMXXXXXX An invalid offset Leg exists between the end waypoint (XXXXXX) and the start of offset or no end waypoint exists. PROGRAM PIN ERROR FMC connector wiring is incorrect airplane heading Clear the message and amend the route Clear the message and amend the route System unusable; advise personnel. The CLR key will not Maintenance clear RESET MCP ALT place the on an intercept and reengage FMCoperation cannot take airplane away from the AFDS MCP altitude the message Select a MCP altitude value in the proper direction (higher for climb, lower for descent) ROUTEFULL RUNWAYN/A FOR SID Entry of more than maximumallowed number of waypoints or holding patterns attempted The selected not applicable selected SELECT ACTIVE WPTILEG runway is to the departure the message and review existing and desired waypoints and for holding patterns deletion possible Clear Clear the message and on the check selections DEPARTURESpage. Modify procedure as required Power-up or EXECute a direct-to to teLL Leg intercept FMCwhich Leg of the route is active restart or insertion of a different flight plan while airborne the 401 02.19.24 JUL 07/94 FN F FFFING OPERATIONSMANUAL FMC/CDU ADVISORY MESSAGES(Cont) ADVISORYMESSAGE CORRECTIVEACTION CAUSE check routing STEEP DESCENT AFTER XXXXXXAn excessive vertical exists XXXXXX discontinuity point TAI ON ABOVE10°C after is operating Airplane with TAT with anti-icing above +10°C the message and check the use of antiicing for engines and/or Clear wings UNABLECRZ ALT that the cannot reach the new CRZ ALT due to perFMCpredicts airplane formance Limitations that no clear the cruise time is possible at the entered CRZ ALT message and review the CRZ ALT selection The entered cruise mach is unattainable based on gross weight present Select a smaller mach number or wait until gross weight is reduced FMCpredicts UNABLE MACH .XXX Clear the message and review the CRZ ALT selection sufficiently UNABLETO OFFSET cannot A valid offset be constructed due to limitations geometric clear the message and amend the route USING RSV FUEL fuel remaining Predicted at DEST is less than the Clear RESERVESentry on PERF INIT page XXXX (airport identifier) XXXXX (MCP altitude 403 JUL 07/94 value) the the message and change routing if required of a May be the result Fuel Guantity Indicator inoperative Use manual computations of fuel quantity remainint to determine gross weight A REF AIRPORT is entered on the POS INIT page and no entry of ORIGIN yet appears on RTE page 1 Enter the resetting In cruise, to a AFDS MCP altitude from value different the CRZ ALT causes the value to appear in the Scratch Pad the airport identifier on the ORIGIN Data Line the MCP altitude on the appropriate target altitude Data Line Enter value 02.19.25 OPERATIONSMANUAL AN/CDU ADVISORY MESSAGES These messages relate to incorrect Scratch Pad entries or to flight plan status. The white CDUMSG Light illuminates and the message is displayed in the CDU The following Table Scratch Pad. Lists all Advisory Messages which are unique to AN/CDUoperation, their cause, and the recommended corrective action. ADVISORY MESSAGE CAUSE INVALID ENTRY Invalid format or value for the attempted entry ROUTEFULL Attempted entry of more than 20 waypoints WAYPOINTNOT DEFINED The entered waypoint identifier does not have a known position WPTPREVIOUSLYDEFINED Attempted existing identifier position 02.19.26 entry of an waypoint with a new CORRECTIVEACTION clear the message and reenter the data correctly Clear the message. Review the flight plan for possible deletions, or wait until less than 20 waypoints remain in the flight plan Reenter the waypoint valid Latitude and with Longitude Delete the previous waypoint identifier and or rename the reenter, new waypoint identifier 401.2 NOV 01/88 OPERATIONSMANUAL command. the First On the Caotain's Officer reads and the Caotain accomoLishes the fottowing items: POWER PLANT BATTERY START (With APU Bleed AvailabLe) or Ground Air Oxygen & Interphone Standby Prior to a battery accomplish Inspection and the Accomptish the following Preliminary Cockpit Preparation items: Warning Extinguisher Test APU (pneumatic available) Flap .............CHECK Detection Fire/0verheat Lever Position the Flap Emergency ............CHECK Switch .........CHECK source if ......................START .........................SET the Flap Lever to agree with Indicator. Position Equipment Breakers GaLLey Power Switch Recorder Rain RepeLLent .................0N Switch Lights .....ARMED No Smoking & Fasten Betts Switches ......................AUTO/0N Hydraulic Pump Switches .............ON engine driven hydraulic pumps operate as soon as the corresponding The AC engine N2 begins to rotate. hydraulic pumps electrical powered operate as soon as the generators are The on the busses. & Air Conditioning Pressurization PACK, BLEEDS ON, SET ................1 ..............CHECK Brake .....................SET .................CHECK ....................SET be chocked The wheels should in case the brake bled down. pressure has ...................CHECK Papers Crash Exit Emergency gûli: Flight ...............BAT BAT will power the standby Selecting bus and provide No. 1 radio communication for start-up clearance. Parking Circuit Switch Power start, the Exterior Safety Cockpit Safety Accomplish Inspection. Interior/Exterior Inspections if required except for items requiring eLectrical or hydraulic power. Fault/Inop ..............CHECK ..........................ABOARD Axe .......................STOWED Cleared for Start Air Conditioning Anticollision Ignition 401 DEC 18/92 Select Pack Switch Light Switch Switch .......OFF ..........ON ...........IGN-R 02.21.01 OPERATIONSMANUAL BATTERYSTART Engine (Cont) After Start Engine No. 1 should Engine No. 1 Start be started first. ..........ACCOMPLISH engine normally. Only the N1, and fuel flow indications are displayed. If APU air is being cutout can be confirmed used, starter drop in APU EST. The by a definite START VALVEOPEN Light extinguishes. Start CompLete Preparation items: the Cockpit Preliminary by checking the following Mach Airspeed Warning Test Switches ...................PRESS Start N2, EGT, Statt Test Warning Switches No. 1 Switch IRS Mode Selectors ..............0N .................NAV FMC/CDU ...............SET IRS POSITION Passenger ........................0N Oxygen Switch Crew Oxygen Accomplish .........NORMAL ......................CHECK panet the Cockpit WARNING: IF ENGINE NO. 1 WAS STARTED USING A GROUNDAIR SOURCE, TO MINIMIZE THE HAZARDTO GROUND PERSONNEL, THE EXTERNALAIR SHOULDBE DISCONNECTED AND ENGINE NO. 2 STARTED USING THE ENGINE CROSSBLEEDSTART PROCEDURE. ..................CHECK REVERSERLights PMC Switches Generator ...................PRESS scan to insure Preparation that Procedure is complete. After Start IRS Atignment The airplane Checklist ......ACCOMPLISH & NO FLAGS ......COMPLETE is ready for to the normal checklists taxi. for Refer subsequent checks. Engine Generator 02.21.02 No. 2 Start ..........ACCOMPLISH No. 2 Switch ..............0N 401 DEC 20/91 FFENB FF F OPERATIONSMANUAL ENGINE CROSSBLEED START STARTING WITH GROUND AIR SOURCE Power Availabte) (AC ElectricaL to using this procedure, ensure that the area to the rear is cLear. Prior thrust on the operating engine there is a minimum of 30 psi duct pressure and use this air source to start the remaining engine. Increase untit Engine BLeed Air APU Bleed Air Switches Switch ..........ON Engine No. 1 must be started WARNING: TO MINIMIZE THE HAZARD TO GROUNDPERSONNEL, THE EXTERNAL AIR SHOULDBE DISCONNECTED, AND ENGINE NO. 2 STARTED USING THE ENGINE CROSSBLEED START PROCEDURE. ...............0FF When cleared Pack Switches Air Conditioning Valve air pneumatic suppLy Engine Thrust Lever (Operating Engine) .....ADVANCE THRUST LEVER UNTIL PNEUMATICDUCT PRESSURE INDICATES 30 PSI Use normat start ..........ACCOMPLISH After Engine start procedures. No. 1 is stabilized at idig: Start Engine No. 2 using Crossbleed procedure. Start the Engine .............START procedures crossbleed air. After cutout, reduce thrust. 401 NOV 01/88 No. 1 Start Use normat Engine ...............0FF for engine start. Non-Operating Air Switch ............AUTO Switch Engine Ensures to start: .....OFF APU Bleed Isotation first. with starter 02.21.03 OPERATIONSMANUAL PMC OFF TAKEOFF AND CLIMB (CFM56-3 engines pounds of takeoff procedure must be accomptished onLy if PMC OFF performance data is available for the type engines installed. operating thrust) at 22,000 This PMC Switches SEL TEMP .......................ENTER With Air Switches .......................0FF FMC/CDU TAKEOFF REF Page actual airport ........SELECT TEMP. ambient With Air Conditioning Pack Switches OFF for takeoff: temperature. If OAT is 50°F to 81°F (10°C to 27°C) and PA is 3,000 feet to 10,000 feet, enter 81°F (27°C) for SEL TEMP. EDIE: N1 RPM witL increase as speed increases This during takeoff. RPM increase could be as much as 7% depending on temperature and pressure attitude. The takeoff performance figures for PMCOFF account for the RPM change. DO NOT reduce thrust Pack takeoff: If OAT is 50°F to 73°F (10°C to 23°C) and PA is 6,000 to 10,000 feet, enter 73°F (23°C) for SEL OAT ..............................ENTER Enter Conditioning AUTO for during unless engine parameters other Limits. takoff exceed If the above parameters are not do not enter SEL TEMP. In appLicable, this case, takeoff may be accompLished using OAT for temperature reference. If FMC is N1 Cursors Set rated Takeoff Thrust .......................SET N1 Indicator Cursors to full thrust value for PMC OFF. .....................SET Thrust Set thrust autothrottLe After or not used: inocerative or with by 60 knots. manually Takeoff Levers The N1 setting (If required) .....ADJUST should be monitored and the thrust throughout the climb, Levers reset as necessary. not flying will compute for cruise speed setting prior to reaching cruise 02.21.04 The pilot the thrust schedule altitude. 401 JUL 22/92 OPERATIONSMANUAL MANUALFLIGHT PROCEDURES INTRODUCTION Section supplements Section 02.02 and contains Normal Procedures for operations without use of the Automatic Flight System. The procedures begin with Takeoff and continue through Landing. patterns for manual Flight This 401 DEC 15/87 are also included. The information and procedures for Preftight through Takeoff, and After Landing through Shutdown remain the same as Section 02.02. Detailed for such items as standard information cattouts and generat information also remains the same and is not repeated here. operations 02.23.01 OPERATIONSMANUAL TeeCEOFF PROCEDURE PILOT FLYING PILOT NOT FLYING Advance thrust levers to approximately 40% N1 (Levers approximately 3/4 inch above idle). Observe Advance rapidly engine instruments thrust levers smoothly to takeoff N1. Monitor rotate Monitor pressure 80 knots. airspeed, smoothly noting V1, and at VR. engine instruments. Verify oil is not in the yellow band. Call out "80 KNOTS". Call out "V1", and "ROTATE" at VR· instruments. flight Monitor rate of climb is a positive call "GEAR UP" and continue indicated, rotation to takeoff pitch attitude. When Check flight 02.23.02 and normat. Follow thrust Lever advance and adjust takeoff N1 prior to 60 kts. and Hold light forward pressure on the control column, maintain directional control and guard the thrust Levers until V1· Verify stabilized positive Verify Position instrument rate Landing gear of climb. lever UP. indications. 401 JUL 23/93 FM F MFAVB OPERATIONSMANUAL TAKEOFF (MANUAL) BOVE 3000 FT • NORMALCLIMB SPEED FLAPS UPUP -- MANEUVERING SPEED V2 --- + FLAP RETRACTION ALTITUDE • SET CLIMB THRUST • RETRACT FLAPS ON SCHEDULE 15 TO 25 KTS I • SET TAKEOFF VR • ROTATE THRUST PRIOR TO 60 KNOTS POSITIVE RATE OF CLIMB • GEARUP FLAP RETRACTIONSPEED SCHEDULE FIXED SPEEDS OR SPEED TAPEËLD> Flap Setting 15 Select flaps 5 at V2+15 Select flaps 1 at 170/ AFTER TAKEOFF MANEUVERING SPEEDS For Takeoff 1 5 FLAP POSITION UP SPEED TAPE FIXED SPEEDS 210/220 /230** V2+15 "0" . . *180/"F" 1 **190/ 190/200 /210 Minimum Maneuver Select up at flaps 190/ **210/ 190/ *200/"F" 190/ *200/"F" *200/"F" **210/ n climb 170/180 /190 15 150/160 /170 *220/"O" 117,000 131,500 lbs brake release ut. 53,070 62,823 kgs kgs brake release Above 138,500 lbs/62,823 Speed plus 15 to 20 knots LIMIT BANK ANGLE TO 15° UNTIL REACHINGV2 + 15. **230/ * 5 - - ** wt. SPEED TAPE DISPLAYS "F" - "0" - Speed Minimum Flap Retraction Flaps up Maneuvering Speed Tip of Yellow Bar - Minimum Maneuver NOTE: 737-400/500 are not certified flaps 1 takeoff. 401.1 AUG 19/94 Speed for 02.23.03 OPERATIONSMANUAL AFTER TAKEOFF PROCEDURE PILOT NOT FLYING PILOT FLYING Maintain V2 + 15 to 25 knots after initial climb is established. At flap retraction reduce altitude, 90% N1 and calt "SET CLIMB THRUST", set airspeed bug, adjust pitch to maintain approximately 1000 FPM VIS and commence flap retraction on flap speed schedule. Do not exceed Flaps Limit Placard speed until Leading edge devices are retracted. thrust to approximately engine instruments check flight progress. Monitor and cross Set climb N1· Position Flap Lever as directed verify proper flap indications. and If required, configure pressurization and air conditioning system for use of engine bleed. Verify system operating normally. Continue for flap to accelerate in climb. Call retraction on flap speed Position Flap verify proper Lever as directed flap and indications. schedule. Call "AFTER TAKEOFF CHECKLIST" when flaps are up. CAUTION: 02.23.04 Position the Landing Gear Lever OFF, APU and Start Switches as required. Read and respond to the AFTER TAKEOFF Checklist and report "AFTER TAKEOFF CHECKLISTCOMPLETE". TO AVOID THE POSSIBILITY OF THE SHOULDERHARNESSBUCKLESSNAPPINGBACK AND INADVERTENTLY PULLING CIRCUIT BREAKERS, HOLD BOTHSTRAPS BEFORE RELEASINGAND THEN ALLOWTHE STRAPS TO RETRACTSLOWLYTO THE STOWED POSITION. 401 JUL 23/93 OPERATIONSMANUAL CRUISE PROCEDURE CLIMB PROCEDURE Passina 10.000 Feet: LANDINGLIGHTS ...................0FF AIRSPEED ....................INCREASE Accelerate Transition to desired climb speed. Attitude: ALtimeters ..........RESET 29.92/1013 CLIMB TECHNIGUE Adjust weight to maintain decreases. N1 cruise speed as DESCENTPROCEDURE for normal climb is 280 KIAS Mach. Use 280 KIAS or Mach for best economy and in turbulence. Maintain approximately 1000 fpm rate of climb while accelerating to enroute Airspeed or assigned fLight attaining accelerate with climb thrust attitude, until the airspeed or Mach increases to slightly above the desired cruise speed. Check chart for required thrust and set the cruise N1. The airplane will stabiLize at the desired cruise speed. Upon The manual descent speed schedules are: .70 .74 - - .74M/250 knots for minimum fuet burn. .70M/280/250 knots for turbutent air or ATC requirements. climb speed. EDIE: Boeing recommends a restriction of 250 KIAS below 10,000 401 JUL 22/92 feet. 02.23.05 OPERATIONSMANUAL DESCENT AND APPROACH PROCEDURE PILOT FLYING Check and set PILOT NOT FLYING VREF and approach speeds Set anti-ice as required. as required. Verify pressurization airport elevation set for destination and system operating normally. at transition altitude. Set and crosscheck course selection and DH REF as required for approach. Set and verify ADF and VHF NAV radios for approach. Accomplish approach briefing. Set and crosscheck altimeters Position inboard Landing Lights ON through 10,000 feet. Read and respond to the DESCENT-APPROACH passing Call "DESCENT-APPROACH checklist". checklist checklist Announce "Flaps speed schedule. 02.23.06 __. " according to flap and report complete". "DESCENT-APPROACH Position FLap Lever as directed and monitor flap and stat extension. Accomplish standard callouts. NOV 01/89 OPERATIONSMANUAL corrections High, Low, or offset should in the approach as be made as earty in order to be in a possible, stabiLized condition through the Last 500 feet of the approach. APPROACH PROCEDURE Flao Extension Using flaps as speedbrakes recommended: is Dal The pilot should maintain a constant profite and proper rate of descent pitch attitude with power coordinating and speeds are used for The fottowing procedures maneuvering extending flaps: changes. ADDroach APPROACHMANEUVERING AND FLAP EXTENSION SPEEDS FLAP *FIXED POS SPEED * - - - - - 1 190 5 170 SELECT FLAPS "0" 210 UP - SPEED TAPE - 15 150/VREF 25 140 - - 1 - - - - - 5 Minimum Maneuver Speed plus 15 to 20 knots Above 53,070 kgs (117,000 wt, add 10 kts. Above 62,823 kgs (138,500 wt, add 20 kts. - 15 touchdown. 30/40 Lbs) gross Lbs) gross For a normal approach, the Landing configuration (gear down and Landing flaps) is established early on final approach. Stabilize on speed and profiLe in I 405.2 JUN 14/91 When the wind is reported calm or Light and variable, and no windshear exists, VREF + 5 knots is the recommended airspeed on finat, bleeding off the 5 approaches knots as the aircraft touchdown. If this normal 5 knots is being carried above VREF on final approach, do not speed for a headwind add any additional Do not component of up to 10 knots. apply a wind correction to final approach speed (VREF) for tailwinds. with Example trim. profile of 2.5 to 3 degrees results in a descent of 500 to 800 feet per minute, which is the same as for a standard ILS. A normal The Boeing recommended approach speed wind correction is 1/2 the steady headwind component plus all of the gust based on tower reported winds. value, The maximum wind correction should not exceed 20 knots. In att normatty should be cases, the aust correction maintained to touchdown while the steadY Wind correction should be bled off as the airoLane acoroaches 25 ADoroach airplane Sneed Headwind component = 25. Add 9 knots for and 7 knots for gust in an approach speed 18 knots gusting headwind component effect, resulting equal to VREF + 16 knots. 02.23.07 OPERATIONSMANUAL APPROACH PROCEDURE (Cont) Landina Acoroach Non Precision As the airplane When making a VOR or ADF approach, descend to Minimum Descent Altitude (MDA) as soon as practical after passing the final fix inbound. Just prior to starting descent, extend flaps to the final Landing fLap setting and reduce speed to approach speed. If a approach is pLanned, it is circLing recommended to maintain flaps 15 and fLaps 15 maneuvering speed untit final just prior selecting fLap setting to turning base on final approach. should not dive at the runway The pilot when breaking clear of the clouds at Low altitudes from an instrument High rates of descent that approach. develop with this maneuver are not the Airspeed readily apparent on either Indicator Indicator, the fLare or the Vertical and may not Speed be noticed until point. Crosswind smoothly maintain the approaches touchdown point, descent rate, retard thrust to idle and profite to the flight reduce touchdown. Use and reverse thrust speedbrakes, normally brakes, after touchdown. The First speedbrake Officer should fult up. check the hoLd In the event of a bounced Landing, normal Landing or re-establish attitude. to Add thrust as necessary controL the sink rate. Do not push over, as this may cause a second bounce and possibLy damage the nose gear. Use rudder centerline. to hold the airpLane on Displacing the aiteron on directional into the wind assists improves control. Nose wheel steering on the controL with a forward pressure column which increases weight on the The aileron nose gear. and rudder controls are effective down to approximately 50 knots. The crab, or a combination of sidestip, both are accepted methods of correcting for a crosswind during approach and Landing. Regardless of which method is used, there is sufficient rudder and aiteron control available to execute crosswind Landings. 401 02.23.08 alin 19190 OPERATIONSMANUAL LANDING PROCEDURE Prior relative to and during the final approach the following tasks are accomplished, sequence given, to property configure the airplane for Landing. PILOT FLYING PILOT NOT FLYING "GEAR DOWN" (in accordance with the 15." Arm landing requirement),"FLAPS Speedbrake and check green light Catt illuminated. Catt DOWNTO FLAPS." Respond "LANDINGCHECKLIST to the LANDINGChecklist. Position Gear Lever Landing Flap Lever to the 15 detent. Engine DN, Position to CONT. Check RECALL. Read for Switches Start the LANDINGChecklist Flaps. Announce "FLAPS____" as required the in State down to "HOLDINGAT FLAPS." Lever as directed. Position Flap Complete reading Landing. Call "COMPLETETHE LANDINGCHECKLIST." Respond to the LANDINGChecklist. 401 JUL 22/92 and report the LANDINGCHECKLIST "LANDINGCHECKLISTCOMPLETE." 02.23.09 OPERATIONSMANUAL VISUAL TRAFFIC PATTERN ENTERINGDOWNWIND * • FLAPS 5 TURNINGBASE • START DESCENT *• FLAPS 25 PRIOR TO TURNINGBASE • GEAR DOWN • FLAPS 15 Apr <a ..... * MISSED APPROACH • GO-AROUND THRUST GO-AROUND ATTITUDE • FLAPS 15 (FLAPS 1, ONE • ENGINE INOP) POSITIVE RATE OF CLIMB GEAR UP RETRACTFLAPS ON SCHEDULE • • • *• ¢# LANDING FLAPS *NOTE: LANDINGFLAP SETTING FOR ONE ENGINE INOPERATIVEIS FLAPS 15. MAINTAINVREF15 PLUS WIND CORRECTION ON FINAL. ILS (MANUAL) MISSED APPROACH GO-AROUND THRUST • • GO-AROUND ATTITUDE • FLAPS 15 • GLIDE SLOPE INTERCEPT • LANDINGFLAPS • • POSITIVE RATE OF CLIMB GEARUP RETRACTFLAPS ON SCHEDULE GLIDE SLOPE ALIVE sD N • LM 02.23.10 >° OPERATIONSMANUAL NON-PRECISION APPROACH(MANUAL) MISSED APPROACH GO-AROUND • THRUST GO-AROUND ATTITUDE • • FLAPS 15 • POSITIVE RATE OF CLIMB • GEAR UP • RETRACT FLAPS ON SCHEDULE DESCENDTO MDA • e INBOUND GEAR DOWN • FLAPS 15 • R TO • LANDING FLAPs FAF RUNWAYIN SIGHT • INITIATE CIRCLING APPROACH OR INTERCEPTINGPROFILE BEGIN DESCENT - • • - pf CIRCLING APPROACH(MANUAL) TURNINGBASE LEG • LANDING FLAPS fif not previously setected) MINIMUM DESCENT ALTITUDE (MDA) MISSED APPROACH GO-AROUND • THRUST • • INTERCEPTINGLANDINGPROFILE BEGIN DESCENT • NOV 01/88 • • GO-AROUND ATTITUDE FLAPS 15 POSITIVE RATE OF CLIMB GEARUP HEDULE . 02.23.11 OPERATIONSMANUAL GO-AROUND PROCEDURE The following procedures will be accomptished necessitating a go-around. in the event of a missed approach or other circumstances PILOT NOT FLYING PILOT FLYING Simultaneously: Thrust Levers Advance to go-around go-around attitude. Rotate to Call "Flaps 15". N1 - Position flaps rate of climb indicated, call "Gear Up" and accelerate to VREF 15 knots. When positive Cross Call "Tune radios Initiate check airspeed N1 on flap/speed schedule. indication. Flap Lever retraction. Position + verify Landing Gear Lever normal retraction. indications. Tune radios as directed. Select "Flaps when selected. as directed flaps ___" airspeed, attitude, retraction. Set call Call thrust as required for climb thrust. for pattern "AFTER TAKEOFFchecklist". or airspeed. UP and and reply Monitor flap and stat Set climb N1. Position required Climb at appropriate to 15 and monitor attitude and pitch for missed approach". flap retraction thrust as required. Adjust Monitor Engine Start Switches as and the Landing Gear Lever OFF. Read and respond to the AFTER TAKEOFF checklist and report "AFTER TAKEOFF checklist complete". 401 02.23.12 MAY 15/88 OPERATIONSMANUAL LANDING ROLL PROCEDURE ifter touchdown and during Landing roll, Juring normal deceleration. the following Levers are accomplished PILOT NOT FLYING PILOT FLYING Thrust procedures IDLE - Speed Brake Lever Spoilers) FULL UP (Ground Verify verify Speed Brake Lever Engine Instruments Advise Captain - FULL UP - are used and the AUTOBRAKE illuminates or if deceleraBRAKEMANUALLY is not normal If Autobrakes DISARM Light tion Reverse Without Levers - Thrust - INITIATE delay raise both Reverse to the interlock, Thrust then to reverse thrust detent No. 2. Modulate reverse thrust as required and avoid exceeding - Monitor of any engine being approached, abnormalities. limit exceeded or any other engine limits. Conditions permitting, limit reverse thrust to No. 2 detent. reduce reverse thrust to be at idle reverse when reaching taxi speed. At 60 knots, At approximately normal taxi speed, slowly move the Reverse Thrust to the full down position. Release Levers Call out "60 knots". Observe REVERSERUNLOCKEDlights Extinguished - by smoothly applying force until the system Autobrakes brake pedal disarms. WARNING: AFTER REVERSETHRUSTHASBEEN INITIATED, A FULL STOP LANDINGMUSTBE MADE. 401 MAY15/89 02.23.13 OPERATIONSMANUAL CHAPTER 3 NON-NORMAL PROCEDURES PAGE TABLE OF CONTENTS. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIR CONDITIONING, PRESSURIZATION APU, ENGINES ANDVOLCANICASH. AUTO FLIGHT, AND PNEUMATICS. . . . . . . . . . COMMUNICATIONS,FLIGHT INSTRUMENTSAND NAVIGATION EQUIPMENT, PASSENGEREVACUATIONAND DITCHING, DOORS, EMERGENCY TAILSTRIKE ON TAKEOFF. ELECTRICAL . . SMOKE REMOVAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ICE AND RAIN PROTECTION. . . . HYDRAULICPOWER. LANDING GEAR . . FLIGHT CONTROLS. FUEL . . WARNINGSYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NON-NORMAL MANEUVERS . NON-NORMALFLIGHT PATTERNS 401 JUL 07/94 03.00.01 03.01.01 03.04.01 03.05.01 03.06.01 03.07.01 03.08.01 03.09.01 03.10.01 03.11.01 03.12.01 03.13.01 03.14.01 03.15.01 03.16.01 03.17.01 03.00.01 OPERATIONSMANUAL INTRODUCTION GENERAL Non-normat procedures are used by the trained flight crew to cope with system faults and other situations adversely Non-normal safe flight. affecting procedures rather focus on execution than what the procedure is called. In each case, it is the responsibility of the Captain to assess the situation and execute sound.judgement to determine the safest course of action. The crewmember observing a non-normat indication caLLs out the condition "engine fire") (exampLe: and silences the fire warning beLL. ALL actions are accomplished by direction or under the supervision check circuit breakers and test Lights when appropriate. breakers Checking circuit and testing Lights is normal crew action and is not Listed in the procedure unless there is a specific Crewmembers should requirement. when appropriate, contain a crew may need, such as the amount of time one may safety operate in a certain configuration. The intent of such information is to aid the crew in making decisions concerning continuation or termination of the flight. White such judgement decisions can only be made by the Captain after consideration of relevant factors such as, airplane condition, suitable weather, Landing airports, which etc., there are some situations atuays require a Landing at the nearest suitable in point of time, airport, where a safe Landing can be accomplished. These situations but are not limited include, to, engine wheel weLL fire, failure or fire, cabin smoke or fire which cannot be and positivety determined immediately to be eliminated or extinguished, one hydraulic system remaining, one AC power source remaining (i.e., engine or APU generator), or any other suituation determined by the crew to present a significant adverse effect on safety if flight In some cases, is continued. such as engine faiture, regulations an early Landing may also requiring apply. Procedures, information 401 JUL 22/92 performed manner. control of the captain and in a deliberate, systematic Under no circumstances should of the airplane be compromised. Procedures that prescribe an engine shutdown must be evaluated by the Captain to ascertain if an actual shutdown or operation at reduced thrust is the safest course of action. Consideration in this case must be given to probable effects if the engine is Left running at minimum required thrust. In certain cases, amber system monitor Lights ittuminate during the Master Caution Light recall to inform the of one element in a pilots of a failure redundant system. If system operation is maintained by a second element, the amber system monitor Light witL extinguish when the Master Caution Light is reset. In these situations, the amber system monitor Light alerts the pilots to the fact that normal system operation witL be affected if occurs and that another element faiLure system needs to be the malfunctioning reported to maintenance in accordance procedures. The pilots with airline are not expected to respond to these information amber Lights with Non-Normal checklist actions. 03.01.01 OPERATIONSMANUAL Non-normat INTRODUCTION (Cont) Non-normal are grouped into and sequence as the non-normaL checklists in the procedures - the same categories associated Each procedure foLLowing elements, includes GRH. the as appropriate to - the situation. - to, or very simiLar identical A titLe to the aLerting - the situation, action reference. RecatL are to distinguish BOXED - or condition. to contain or correct these may be recaLL or steps Action Light from reference steps them actions. - - Information and useful subsequent - to the situation the of action. planning course preparation section if, that identifies required, action or for the approach and considerations The required actions Landing phase. are accomptished in a Logical sequence during the approach and Some exceptions Landing phase. to this are checklists which include unique approach and Landing checklists. A Landing - - - The DESCENT-APPROACH Checklist is commenced during descent and should be completed prior to arriving at the approach fix. initial The LANDINGChecklist should be called for by the Captain when appropriate, non-normal - - depending condition. on the the completion tasks a statement of all Line item of "CHECKLIST COMPLETE"wiLL be made. At Flight certain patterns associated with non-normat situations indicate the sequence of airplane configuration changes and are grouped at the end of this chapter. 03.01.02 also assume: System controts are in the normat configuration for the phase of fLight prior to the initiation of non-normat procedures. Warning auraLs are silenced by the flight crew as soon as the cause of such warning is recognized. Oxygen masks and goggles are donned and communications are estabLished when their use is required. This includes, but is not Limited to: Loss of cabin pressure, use of fire extinguishing agents, contamination (such as smoke), or concentration of fumes or odors, either present or on the fLight anticipated deck or in passenger cabin. Emergency oxygen should be utiLized when necessary to provide positive pressure in the masks and goggles to prevent the entry of or evacuate contaminants. When positive pressure is not required, but contamination of cockpit air exists, 100% oxygen must be used. use is If prolonged required and the situation permits, relevant for procedures - oxygen availability should be extended by selecting normal flow. These actions will be accomptished when required, therefore, no specific mention is made concerning oxygen usage in procedures and checklists. Testing Lights may be accomplished at the discretion of the crew to verify suspected indication faults. While resetting breakers is circuit inflight, not generaLLy a requirement breaker may be a tripped circuit reset discretion at the Captain's after a short cooling period If it (approximately 2 minutes). trips again, no further attempt should be made to reset that circuit breaker. Non-normal procedures in this chapter categories into identical are grouped and sequence incorporated in the associated checklists in Chapter 4 and the Guick Reference Handbook. 401 DEC 20/91 OPERATIONSMANUAL AIR CONDITIONING, PRESSURIZATION AND PNEUMATICS PAGE RAPID DEPRESSURIZATION. EMERGENCYDESCENT . . . . . . . . . . . . . . . . . . . . . . . .03.04.02 . . . . . . . . . . . . . . . . . . . . .03.04.03 . . . . . . . . . . . . . . . . . . . .03.04.04 . . . . . . . . . . . . . . . . . . . . .05 . . . . . . . . . . . . . . . . . . . . .05 AIR CONDITIONING AIR CONDITIONING SMOKE ZONE TEMP/DUCTOVERHEAT. PACKIPACKTRIP OFF . . BLEED AIR BLEED TRIP OFF . . DUAL BLEED WING-BODY OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .06 . . . . . . . . . . . . . . . . . . . . . . . .06 . . . . . . . . . . . . . . . . . . . . . . . .06 . . . . . . . . . . . . . . . . . . . . . . .07 EGUIPMENTCOOLINGOFF. PRESSURIZATION AUTO FAIL OR UNSCHEDULED PRESSURIZATION OFF SCHEDULEDESCENT . 402 NOV 01/89 . . . . . . . . CHANGE ... . . . . . . . . . . . .07 . . . . . . . . . .07 03.04.01 FBÆfN@ FF F OPERATIONSMANUAL RAPID DEPRESSURIZATION airptane altitude above 14,000 MSL, rapid depressurization is a rapid Loss of cabin pressure as evidenced by the Cabin Rate of CLimb and Altitude Indicators rapidly and prolonged ear distress. increasing With NO SMOKING-FASTEN BELTS SWITCHES ......................0N Feet PASSEN6ER OXYGENSWITCH (If Required) .................0N If cabin altitude exceeds or is to exceed 14,000 feet and expected the PASS OXY ON Light is not move the Passenger illuminated, Oxygen Switch to ON. OXYGEN MASKSAND REGULATORS..............0N, 100% .....ESTABLISH CREWCOMMUNICATIONS Setect interphone and the oxygen If Required: EMERGENCYDESCENT ......INITIATE mask microphone. With the airplane above 14,000 feet MSL and control of the cabin not possibLe, pressure or pressure Lost, initiate an emergency descent. PRESSURIZATION MODE SELECTOR .....................MAN OUTFLOWVALVESWITCH ........CLOSE Operate Outflow Valve Switch to maintain proper cabin altitude and cabin rate of change. If is restored, pressurization continue manual operation. 03.04.02 401 DEC 20/91 FBXÆN FF F OPERATIONSMANUAL SPEEDBRAKE.................DOWN EMERGENCY DESCENT I EMERGENCYDESCENT.........ANNOUNCE I The Captain will advise the cabin on the PA system, of Crew, impending rapid descent. First Officer wiLL advise ATC and obtain the area attimeter setting. DETENT Smoothly Lower the speed brake Lever and Levet off. Add thrust and stabiLize on attitude at desired airspeed. CREW OXYGENREGULATORS..........NORMAL crew must use oxygen when Flight cabin attitude is above 10,000 feet. To conserve oxygen, position the START SWITCHES..................0N NormaL/100% Selector to NORMAL. THRUST LEVERS ...............CLOSE START SWITCHES .............AS Reduce required thrust for REQUIRED to minimum or as anti-ice. new course of action is based on and weather, oxygen, fuel remaining availabLe Use of Long range airports. cruise may be appropriate. The SPEEDBRAKE..........FLIGHT DETENT TARGET SPEED ..............Mmo/Vmo If structurat integrity is in doubt, Limit speed as much as possible and avoid high maneuvering Loads. LEVEL-0FF ALTITUDE ....LOWEST SAFE ALTITUDE or 10,000 whichever 401 DEC 20/91 is FT, higher 03.04.03 OPERATIONSMANUAL AIR CONDITIONING SMOKE If smoke can be detected cabin by smoke entering the passenger and/or cockpit from the air conditioning system. Air conditioning Smoke Continues: ISOLATION Prevents opening step. VALVE SWITCH .........CLOSE valve from the isolation the following procedurat in OXYGEN MASKSAND REGULATORS...................0N, 100% The 100% oxygen position to prevent the inhalation fumes. SMOKEGOGGLES(If ELiminates engine No. 2 bLeed air and the right pack as a possible source of air conditioning smoke. must be used of smoke or required) .........ON If smoke concentration affects vision, don smoke goggtes and use EMERGENCY position on the oxygen regulator to clear the goggles of smoke. If interphone and the oxygen Smoke Stoos: with the R Pack Continue flight Valve Switch OFF and Isolation Switch CLOSE. the If CREWCOMMUNICATIONS ..........ESTABLISH Select R PACK SWITCH ....................0FF Smoke continues: R PACK SWITCH .................AUTO L PACK SWITCH ..................0FF mask microphone. engine No. 1 bleed air ELiminates and the Left pack as a possible source of air conditioning smoke. RECIRCULATIONFAN SWITCH(ES) .......OFF To etiminate possible source of smoke. If If Continue flight with the L Pack Switch OFF and Isolation Valve Switch CLOSE. Smoke Stoos: flight Continue with the Recirculation Fan Switch(es) Smoke Stops: OFF. If Smoke continues: L PACK SWITCH ...............AUTO Land at nearest suitabte airport. 403 03.04.04 JUL 23/93 OPERATIONSMANUAL ZONE TEMP/DUCT OVERHEAT PACF/PACK TRIP OFF OVERHEAT ZONE TEMP (737-400)/DUCT (737-500) Light ittuminated indicates that supply duct temperature has exceeded or also (737-400) that Limits, deck trim air control of the flight moduLating valve has been Lost. TRIP OFF The PACK (737-400)/PACK (737-500) iLLuminated indicates Light (737-400) failed. The trim air The associated valve automatically closes. (737-500) The mix vaLves automatically program to futL coLd. modulating TEMPERATURE SELECTOR ...........COOLER turbine discharge, or pack discharge duct (737-400) or main distribution duct (737-500) has exceeded Limits, or both primary and (737-400) have standby pack controls the compressor inLet, (737-500) This causes the pack vaLve to and the mix vaLve to drive to fuLL cold. close TEMPERATURE (737-500) TEMPERATURE SELECTOR ...........WARMER Selecting a cooter temperature prevents the trim air moduLating valve (737-400) mixing valves (737-500) from returning to an overheat TRIP condition. RESET SWITCH ................RESET The system may be reset as soon as (737-400) the duct cools. The trim air modulating valve modulates to the new selected temperature, and the ZONE TEMP Light extinguishes if the has cooled below duct temperature (737-500) Limits. The air mix valves program to the new selected and the DUCT OVERHEAT Light extinguishes if the duct temperature has cooted below Limits. temperature, (737-400) If temoerature the sunotY increases duct racidtv: TRIM AIR SWITCH ..................0FF Shuts off trim air. The Left pack controts to flight deck temperature requirements, and the right pack controls (737-500) increases Indicator to cabin requirements. TEMPERATURE (737-400) ALL TEMPERATURE SELECTORS ..........WARMER TEMPERATURE Setecting a warmer temperature (737-500)/warmer temperatures on all (737-400) Selectors 3 Temperature reduces the work Load on the affected air conditioning pack. TRIP RESET SWITCH ................RESET The system may be reset the pack coots. as soon as (737-400) The pack programs temperature controt valve to the new seLected temperatures, and the PACK Light extinguishes if the compressor discharge, turbine discharge duct below Limits. intet or pack temperatures have cooled (737-500) air mix valves program to the new selected temperature, and the PACK TRIP The extinguishes if the discharge or turbine intet temperature has cooLed below Limits. OFF Light compressor If duct temoerature racidly or the Mix Valve moves toward futt hot: TEMPERATURESELECTOR ..........MANUAL Adjust the air mix valve position (737-400) If the PACK Light not extinauish: does PACK SWITCH ......................0FF as required. 402 DEC 20/91 03.04.05 OPERATIONSMANUAL BLEED TRIP WING-BODY OVERHEAT OFF illuminated indicates that the engine bleed air temperature or pressure is excessive and the bleed air valve has cLosed Loss of bLeed air automaticatty. causes the respective pack valve to cLose. The BLEED TRIP OFF Light WING-BODYOVERHEATLight illuminated indicates a bLeed air duct Leak in the fuseLage, engine strut or wing Leading edge. The ISOLATION VALVESWITCH ...........CLOSE Prevents TRIP RESET SWITCH ................RESET The system may be reset when the bleed air has cooled. The BLEED TRIP OFF Light extinguishes if bleed air temperature has cooLed below Limits. If the BLEED TRIP OFF Liaht remains iLLuminated and wing anti-ice is required: opening step. the isoLation valve from in the foLLowing procedurat ENGINE BLEED AIR SWITCH (Affected Side) ............OFF If the left WING-BODY OVERHEAT Light remains illuminated: APU BLEED AIR SWITCH (If APU running) PACK SWITCH (Affected Side) The pack switch is used to open the Valve. Isotation Two pack operation with one engine bleed is not recommended. The DUALBLEED Light iLLuminated indicates the APU bleed valve is open and No. 1 Engine Bleed Air Switch is ON, DE No. 2 Engine Bleed Air Switch is ON and the isolation valve is open. The DUAL BLEED Light is a normat indication for engine start. engine thrust is illuminated. After enaine This stops the flow of bleed air from the APU to the left side pneumatic ducting. If the Light remains illuminated: The source of the bleed air Leak is in the APU compartment before the APU bleed air valve. DUAL BLEED Limit Light .........OFF ......OFF to idle while the APU SWITCH .....................0FF Do not If operate the Liaht the APU. extinauishes: can be used as a air. Engine bleed air source of pneumatic ISOLATION VALVESWITCH ......AUTO start: APU BLEED AIR SWITCH .............0FF The DUALBLEED Light 03.04.06 ENGINE BLEED AIR SWITCH (Affected Side) .......ON extinguishes. 401 DEC 20/91 OPERATIONSMANUAL EGUIPMENT COOLINGOFF If standby mode cannot maintain cabin oressurization: OFF Light cooling supply or exhaust ittuminated indicates a Loss of airflow in the equipment cooling PRESSURIZATION system. OUTFLOW VALVESWITCH .....AS The equipment Operate maintain EGUIPMENT COOLING SUPPLY/EXHAUST SWITCH (As required) ........ALTERNATE a new source of The cooLing airflow. should extinguish within Establishes Light if does flight Light 5 seconds. action No further is necessary in Cooting OFF extinguish. AUTO FAIL OR UNSCHEDULEDPRESSURIZATION CHANGE The AUTO FAIL Light iLLuminated the automatic mode has indicates faiLed. ILLumination of the STANDBY the pressurization Light indicates system has automatically changed to the standby the outfLow valve to proper OFF SCHEDULEDESCENT the Equipment not REQUIRED cabin attitude and cabin rate of change. At traffic pattern position the altitude, outflow valve to full OPEN. equipment approximately MODESELECTOR .....MAN mode. The OFF SCHED DESCENTLight illuminated indicates that the selected flight aLtitude has not been reached and the airplane is descending. if No action is necessary to the airport is returning departure for Landing. not Landing deoarture: If at airoort the airplane of of FLIGHT ALTITUDE INDICATOR .....................RESET An unscheduled pressurization indicated by inappropriate change is change in Reset to actual airplane altitude. cabin attitude. Increasing air supply thrust may insure adequate to control cabin altitude. PRESSURIZATION MODESELECTOR ......STBY The AUTO FAIL Light extinguishes. Set cabin altitude using the placard. Cabin/Flight Altitude Before descent, set Landing field elevation minus 200 feet. 402 DEC 20/91 03.04.07 OPERATIONSMANUAL APU, ENGINES AND VOLCANIC ASH PAGE ABORTEDENGINE STARTS APU FIRE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE FIRE, SEVERE DAMAGE OR SEPARATION. ENGINE OVERHEAT . . . . . . . . LOSS OF THRUST ON BOTH ENGINES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03.05.02 03.05.03 03.05.04 03.05.04A 03.05.05 APU APU DETECTOR INOPERATIVE. APU FAULT OR LOWOIL PRESSURE . APU OVERSPEED . . . . . . . . . 03.05.06 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .06 . . . . . . . . . . . . . . . . . . .06 .07 ENGINE ENGINE FAILURE AND SHUTDOWN INFLIGHT ENGINE START ONE ENGINE INOPERATIVE LANDING. ENGINE OVERTEMPERATURE DURINGTAKEOFF OR IN FLIGHT. ENGINE FIRE/0VERHEAT DETECTOR FAULT LOWIDLE. POWER MANAGEMENTCONTROL (PMC) INOPERATIVE. REVERSER. REVERSERUNLOCKED (IN FLIGHT) NO STARTER CUTOUT/START VALVEOPEN. HIGH ENGINE VIBRATION VOLCANICASH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .09 . . . . . . . . . . . . . . . . . .10 . . . . . . . .11 . . . . . . . . . . . . . . . .11 . . . . . . . . . . . . . . . . . . . . .11 . . . . . . . . . . . .11 . . . . . . . . . . . . . . . . . . .11 . . . . . . . . . . . . . . . . . . .12 . . . . . . . . . . . . . . . .12 . . . . . . . . . . . . . . . . . . . . . . .13 . . . . . . . . . . . . . . . . . . . . . . .14 . . . . . . . . . . . . . . . . . . . . .15 . . . . . . . . . . . . . . . . . . . . .15 . . . . . . . . . . . . . . . . . . . .15 ENGINE OIL ENGINE OIL FILTER BYPASS. ENGINE LOW OIL PRESSURE ENGINE HIGH OIL TEMPERATURE . 405 JUL 07/94 03.05.01 OPERATIONSMANUAL ABORTEDENGINE STARTS start to IDLE: After The requirement to abort an engine start is recognized by one or more of the fottowing conditions: No N1 rotation before the Engine Start Lever is raised to IDLE. No oit pressure indication by the time the engine is stabilized at idLe. No increase in EGT, within 10 seconds on the ground or 30 seconds in after the Engine Start Lever fLight, is raised to IDLE. No increase in, or a MALE slow increase in N1 or N2 after EGT indication. EGT rapidly approaching or exceeding the start Limit. Before raised Lever cutout: starter - START LEVER ............CUTOFF - Continue to motor the engine 60 seconds. for - Fuel flow decreases EGT decreases. the engine cLears Motoring - to zero and and cools engine fuet components. - NOIR: An Abnormal Start indicated by the Advisory ENGINE START SWITCH .......OFF N2 RPM decreases. is EGT gage counter fLashing two times per second to signify conditions that may Lead to an digitat abnormal engine start. If an occurs, continue to monitor other engine indications and abort the start Abnormat if Start cutout: starter After START LEVER ............CUTOFF Advisory Fuet flow decreases to zero and EGT decreases. necessary. N2 decreases After Before start to IDLE: Lever raised to below 20%: ENGINE START SWITCH .....GRD ENGINE START SWITCH .........OFF Motor N2 RPM decreases. the engine for 60 seconds. Motoring the engine clears fuet and cools engine components. ENGINE START SWITCH .....OFF N2 RPM decreases. 03.05.02 401 JAN 26/94 OPERATIONSMANUAL If the Fire Warning iLLuminated: APU FIRE This condition is recognized by the fotLowing: The sounding of the fire warning beLL. The illumination of the Master FIRE WARNLights and the APU Fire Warning Switch. The iLLumination (flashing) of the APU Fire Warning Light in the main wheel weLL. The sounding of the APU fire warning horn in the main wheel weLL (on the ground only). Switch remains In fliaht: - - Land at the nearest airport. suitable On the around: - - APU FIRE WARNING SWITCH .............PULL STANDBY POWER SWITCH ...........BAT eLectrical COMMNo. 1. Provides power to VHF & ROTATE Rotate to the stop and hold for one second. To manually unlock the APU Fire Warning Switch, the override and putt. press ILLumination of the APU Fire Warning Switch causes automatic shutdown of the APU and unlocks the APU Fire Warning Switch. the switch Pulling manually backs up the APU shutdown closes the fuel and APU feature; air bleed closes the APU valves, inlet door, trips the generator and arms the fire field, extinguisher Rotation discharges system. in either direction the fire extinguisher bottle. 401 JUL 07/94 03.05.03 FFRAFF 72F OPERATIONSMANUAL ENGINE FIRE. SEVERE DAMAGEOR START LEVER ...............CUTOFF SEPARATION This att condition is recognized of the fottowing: by any or The sounding of the fire warning beLL. The iLLumination of the Master FIRE WARNLights and an Engine Fire Warning Switch. The iLLumination of an ENG OVERHEAT Light which does not extinguish when the Thrust Lever is closed. Airframe vibrations accompanied by abnormal engine indications. - - - - ENGINE FIRE WARNING SWITCH .....................PULL To manuaLLy unlock Fire Warning Switch, override and putt. action closes the fuel, engine bleed air, and hydrauLic shutoff vaLves; deactivates the engine driven hydraulic pump LOW PRESSURE Light; trips the generator and closes the field, This thrust the emergency is positively the Captain shouLd evaluate corrected, the situation before proceeding with the next step. If any doubt exists as to the condition of the engine or fire the Engine press the reverser valve. isolation If system, warning items. complete If the Engine Fire Warning Switch or ENG OVERHEATLight remains ittuminated: aLL recall ENGINE FIRE WARNING SWITCH ..........ROTATE The power interruption during to the stop and hold one second. bus switching may cause the associated ADI to become momentarity inoperative and the warning flags to come into view. If flags appear on the ADI of Rotation the pilot discharges the pilot not flying to assume control. of both ADIs and the flying, be prepared should crosscheck standby horizon A L or R transfer Rotate for in either a fire direction extinguisher bottle. should be made. (Continued on next page) THRUST LEVER ...............CLOSE AUTOTHROTTLE (If engaged) ..........DISENGAGE This action prevents autothrottle 03.05.04 undesired activity. 401 JUL 07/94 OPERATIONSMANUAL If wina anti-ice ENGINE FIRE. SEVERE DAMAGEOR SEPARATION (Cont) is PACK SWITCH (Affected side) If after 30 seconds the Engine Fire Warning Switch or ENG OVERHEATLight remains illuminated: Do not ENGINE FIRE WARNING SWITCH .............ROTATE TO REMAININGBOTTLE Rotate to the opposite for open the isolation the fire has been valve extinguished. Accomplish the ONE ENGINE INOPERATIVE LANDINGChecklist when appropriate. stop one second. the remaining fire bottLe. The BOTTLE DISCHARGELight iLLuminates. This .................0FF ISOLATION VALVE SWITCH ..........AUTO unless and hold reauired: discharges ENGINE OVERHEAT extinguisher THRUST LEVER ...............CLOSE If the Engine Fire Warning Switch or ENG OVERHEAT Light remains iLLuminated: Land at the nearest airport. AUTOTHROTTLE (If engaged) ..........DISENGAGE This action autothrottle suitable ISOLATION VALVESWITCH ...........CLOSE If prevents undesired activity. the ENG OVERHEATLight remains illuminated: APU BLEED AIR SWITCH ...............0FF APU (If available) ......START & Accomplish the ENGINE FIRE, SEVERE DAMAGEOR SEPARATION CheckList. ON BUS FUEL ...........................BALANCE the ENG OVERHEATLight extinguishes: If Operate to keep 401 JAN 26/94 the engine at reduced thrust the light extinguished. 03.05.04A OPERATIONSMANUAL (INTENTIONALLY LEFT BLANK) 03.05.04B 401 MAY15/88 BNFINB FÆ F OPERATIONSMANUAL neither restart is successful and N2 is below 15%: If LOSS OF THRUST ON BOTH ENGINES procedure can be used at any airspeed or altitude in the airplane's operating envelope. This WING ANTI-ICE SWITCH .............0FF PACK SWITCHES ....................0FF This condition is recognized by the Loss of thrust or thrust Lever response from both engines. During descent, this condition may first be indicated of the LOW OIL by the ittumination PRESSURE and/or BUS OFF Lights. If BUS OFF Lights check N1 and EGT iLLuminate, to verify engine operation. APU BLEED AIR SWITCH ..............0N IGNITION SELECT SWITCH ..........BOTH EITHER START SWITCH ..............GRD carameters When enaine have stabilized: START SWITCHES ................FLT APU BLEED AIR SWITCH .............0FF START LEVERS ...............CUTOFF START SWITCH .....................FLT EST decreasing: THRUST LEVER .................ADVANCE START LEVERS ........IDLE GENERATORSWITCH ..................0N DETENT PACK SWITCH .....................AUTO If the EGT reaches 930°C, the repeat above steps. Accomplish Checklist In moderate to heavy rain it may take up to 3 minutes to accelerate to idte. APU (If Do not start(s) available) ..START AND ON BUS await successful prior to starting IRS attitude disolaY a aenerator bus is after APU. The APU generator powers the respective generator bus and both transfer busses. This provides electrical power to both igniters on each engine. The APU has demonstrated the and to provide electrial capability pneumatic power up to 20,000 feet. 401 JUL 22/92 neither recovers restored: IRS MODESELECTOR SWITCHES .......ATT engine the If the INFLIGHT ENGINE START to start the other engine. Maintain wings Level, constant attitude speed flight until displays recover (approximately 30 seconds). MAGNETICHEADING ...............ENTER may be entered on the POS Heading INIT page or on the overhead IRS display unit by selecting HDGISTS. 03.05.05 OPERATIONSMANUAL APU DETECTOR INOPERATIVE The APU DET INOP Light indicates the APU fire is inoperative. APU OVERSPEED iLLuminated detection APU OVERSPEED Light ittuminated indicates one of the foLLowing situations: the APU has automatically shut down due to the APU RPM Limit has been being exceeded; an APU start manually aborted prior to the APU reaching normal operating speed; or the feature overspeed shutdown protection has failed a seLf-test during a normat APU shutdown. The system APU SWITCH .........................0FF CAUTION: DO NOT OPERATETHE APU. AN APU FIRE WOULDNOT BE DETECTED AND THE APU WOULD CONTINUETO RUN. APU SWITCH .........................0FF APU FAULT OR LOWOIL PRESSURE The APU FAULT Light iLLuminated indicates a matfunction within the APU. The APU LOWOIL PRESSURE Light illuminated indicates the APU oil pressure is Low. The APU shuts down The APU intet door and fuel shutoff valve close. Do not attempt subsequent starts the Light unless of a ittuminated as the result manually aborted start. 801E: If the OVERSPEEDLight automatically. iLLuminated due to RPM Limit the APU being exceeded, APU SWITCH .........................0FF OVERSPEEDRESET Switch in the E/E compartment must be reset before another APU start can be The air inlet door and fuel shutoff valve closes. The APU FAULT or LOW OIL PRESSURE Light extinguishes. attempted. 403 03.05.06 JUL 07/94 FFRAVB FF F OPERATIONSMANUAL ENGINE FAILURE IN THE LANDING CONFIGURATION ENGINE FAILURE AND SHUTDOWN This condition of alt thrust is recognized by a Loss on an engine as indicated or airframe by the engine indicators, vibration with abnormat engine indications. It may aLso be specified as an action in another procedure. Accomplish an engine shutdown conditions permit. flight only when during transfer bus switching may cause the associated ADI to become momentarity inoperative and the warning fLags to come into view. If flags appear on the ADI of. The power interruption the pilot flying, the pilot flying not should be prepared to assume controt. A crosscheck of both ADIs and the standby horizon should be made. THRUST LEVER .....................CLOSE Conditions permitting, three minutes at idle operate for thrust. AUTOTHROTTLE (If engaged) ................DISENGAGE action autothrottle This undesired prevents activity. occur during Should an engine faiture finat approach with the airplane in the the airplane may Landing configuration, not be able to maintain a normal under the most adverse gLidestope conditions of high headwinds and climb Limited gross weights. performance Upon recognition of an engine failure, and increase disengage the autothrottle thrust on the operative engine to thrust required to maintain speed and gLide path. Retract the flaps to 15 + 15 knots to VREF (VREF and accelerate 737-400). + 20 for The decision to go-around or continue the approach depends on the airplane position and weather conditions. to continue the approach If a decision is made, follow the one engine inoperative adjust Landing procedures, thrust to maintain glidesLope and VREF + 15 knots (VREF + 20 for 737-400). In maintain VREF the event of a go-around, 737-400), + 15 (VREF + 20 for retract flaps to position 1, and continue the go-around. one engine inoperative VREF 737-400) + 15 (VREF + 20 for knots is approximately equal to V2 for flaps 1. START LEVER .....................CUTOFF APU (If available) ......START & ON BUS (Continued on next page) FUEL ...........................BALANCE If wing anti-ice PACK SWITCH side) (Affected is required: .................0FF ISOLATION VALVE SWITCH ..........AUTO Accomplish the ONE ENGINE INOPERATIVE LANDINGCheckList. 406 JAN 26/94 03.05.07 OPERATIONSMANUAL ENGINE FAILURE ANDSHUTDOWN (CONT) ENGINE FAILUREAFTER V1 If enaine failure occurs after V1 follow this Drocedure: PILOT FLYING Maintain directional to takeoff attitude When a positive call indicated (1) control, at VR· PILOT NOT FLYING rotate Catt check for rate of climb is Position "GEAR UP." Climb at V2, limit to 15 degrees. "ROTATE" at VR· bank angle At flap retraction retract altitude, the flaps on the flap/speed schedule a slight climb of 100-200 fpm. Monitor . Retract in flap a positive rate of climb. the Landing Gear Lever engine and flight UP. instruments. the flaps on command. Monitor indications and leading edge Lights. After the flaps are retracted, call for maximumcontinuous thrust, climb at 210 knots (220 knots above 117,000 lbs/ 53,070 kgs/230 knots above 138,500 lbs/ Call for the ENGINE 62,823 kgs). FAILUREAND SHUTDOWNChecklist and Set maximumcontinuous thrust. ENGINE FAILURE AND SHUTDOWNChecklist on command. Complete the AFTER TAKEOFFprocedure completethe and checklist. AFTER TAKEOFFChecklist. Determine (1) the next course of action. ATC of the Captain's intentions. If an engine failure occurs prior to V2, maintain V2 up to the height required occurs after V2 but less than for obstacle clearance. If an engine failure V2 + 25 knots, maintain the speed reached at the time of the engine failure. If an engine failure occurs at a speed higher than V2 + 25 knots with the flaps at takeoff setting, pitch attitude to reduce speed to and increase maintain V2 + 25 knots until clear of obstacles. FID pitch commands maintain V2 + 20 is held instead of 03.05.08 Advise the above engine failure v2 + speeds except that 25. 403.2 DEC 20/91 OPERATIONSMANUAL INFLIGHT ENGINE START START SWITCH ...................GRD/FLT Complete the ENGINE FAILURE AND SHUTDOWN Checklist before attempting START LEVER ................IDLE restart. Monitor engine instruments. IDLE Light may illuminate engine start. INFLIGHT START ENVELOPE ..........CHECK Check the air start envelope to determine if a windmitting start starter assist is required. DETENT a The LOW during no increase in EGT is observed within 30 seconds: If or START LEVER ...................CUTOFF CAUTION: STARTER ASSIST SHOULD BE USED IF N2 IS BELOW 15 PERCENT. THRUST LEVER .....................CLOSE START SWITCH .....................0FF enaine After start: START LEVER .....................CUTOFF ELECTRICAL ..............GENERATOR If starter PACK SWITCH .....................AUTO assist is PACK SWITCH (Affected reauired: side) DUCT PRESSURE .........MINIMUM Configures system for normat operation. Restores system to normaL configuration if pack switch was off for wing anti-ice. ......OFF 30 PSI If required, advance the Thrust Lever to increase duct pressure. ON START SWITCH .............AS IGNITION SELECT SWITCH ..........BOTH to OFF unless Position conditions require Position flight use of ignition. APU ......................AS other REQUIRED to OFF unless purposes. REQUIRED required for INFLIGHT START ENVELOPE o O WINDMILL (FLT) STARTER ASSIST 1-o 404 JUL 23/93 240 2.0 INDICATEDAIRSPEED 3.0 - KNOTS 03.05.09 OPERATIONSMANUAL ONE ENGINE INOPERATIVE LANDING Plan a flaps 15 Landing. Set VREF 15. Maintain VREF 15 + 5 knots minimum on final approach. Apply normat wind correction but do not go below VREF 15 + 5 knots to assure adequate speed for go-around. - - - DESCENT - If icing anti-ice only. conditions exist on the operative Set VREF 15 & SET, VREF 15 on airspeed and indicator speed tape. GND PROX SWITCH ...........FLAP To avoid a nuisance than normal Landing INHIBIT with warning flaps. Less GO-AROUND PROCEDURE.............REVIEW APPROACH ANTI-ICE ...................AS N1 AND IAS BUGS .......CHECKED REQUIRED use engine engine Accomplish normal go-around procedure except: 1. Use flaps Maintain VREF 15 + 5 knots to altitude. flap retraction Limit bank angte to 15 degrees VREF 15 + 15 knots untit reaching (or speed tape minimum maneuver - - - AIR CONDITIONING AND PRESSURIZATION ....................SET go-around If additionat thrust is below 10,000 feet configure desired, the pressurization system for a no engine bleed Landing: speed). - Accelerate speed prior to flaps to flap 1 maneuvering retraction. LANDING ISOLATION VALVE SWITCH .......CLOSE START SWITCH (Operating engine) .....ON ENGINE No. 1 BLEED AIR SWITCH ..0FF RECALL .........................CHECKED APU BLEED AIR SWITCH ............ON SPEEDBRAKE..........ARMED, Do not open the APU bleed valve if the Engine Fire Warning Switch remains iLLuminated. LANDINGGEAR .............DOWN, FLAPS ..................15, GREEN LIGHT 3 GREEN GREEN LIGHT ENGINE No. 2 BLEED AIR SWITCH ..0FF ALTIMETERSAND INSTRUMENTS...........SET & X-CHECKED 402 03.05.10 JAN 26/94 OPERATIONSMANUAL ENGINE OVERTEMPERATURE DURING TAKEOFF OR INFLIGHT Overtemperatures above the red radial should be noted in the airplane Log. Note the maximum temperature reached and the duration of the overtemperature. LOWIDLE The LOW IDLE Light itLuminated indicates the engine RPM for one or both engines is below the minimum required. THRUST LEVERS ...........ADVANCE THRUST LEVERS UNTIL LIGHT EXTINGUISHES THRUST LEVER ....................RETARD Retard within the thrust Lever untiL EGT is Limits. AUTOTHROTTLE (If engaged) ................DISENGAGE action autothrottle This If unable Limits: Accomplish prevents AUTOTHROTTLE (If engaged) ................DISENGAGE action autothrottle prevents This undesired activity. to maintain EGT within the ENGINE FAILURE AND SHUTDOWN Checklist. CONTROL(PMC) POWERMANAGEMENT INOPERATIVE The power management control INOP Light ittuminated indicates the PMC is OFF. inoperative or selected THRUST LEVERS (If ENGINE FIRE/0VERHEAT DETECTORFAULT The detector FAULT Light itLuminated indicates both Loops on either engine have failed. detection system in one or both engines is inoperative. The fire undesired activity. required) .....ADJUST Flight may continue with the autothrottle thrust. ON for required adjust In manuaL operation, Levers as required. the thrust Observe engine Limits. REVERSER illuminated The REVERSER Light system indicates that additional deployment. failures may cause inflight Expect normal Landing. 401 JAN 26/94 reverser operation after 03.05.11 OPERATIONSMANUAL REVERSERUNLOCKED (IN NO STARTER CUTOUT/STARTVALVE OPEN FLIGHT) reverser unlocked does not cutout If the engine starter by 50% N2, or if the START VALVE OPEN Light ittuminates during ground or operations, flight accomplish the Light foLLowing ILLumination of Light indicates the REVERSER UNLOCKED that either of the two sleeves has mechanicatLy or that the REVERSERUNLOCKED is giving a fatse indication. faiLures could aLLow the Only multiple engine to go into reverse thrust. Such failures may preclude the returning engine to forward thrust. Unstowed reverser sleeves produce buffet, yaw, roLL and increased airplane drag. procedure. ENGINE START SWITCH ................0FF If no starter cutout the remains or if START VALVE OPEN Liaht ittuminated: ISOLATION VALVE SWITCH .........CLOSE Movement of the reverser sleeves to the reverse thrust position mechanically retards the Forward Thrust Lever to the idte thrust position, and the interlock Limits movement of the Thrust Lever as Long as the engine is in reverse thrust. Isotates ENGINE BLEED AIR SWITCH If the Forward Thrust Lever and no buffet or vaw the engine normally. If the Thrust Lever has not moved toward idte, and movement of the Lever is unrestricted, the engine is in forward thrust. the Forward Thrust Accomplish bleed air disintegration durina or buffet to prevent and possibLe damage. around ooerations: GROUND AIR SOURCE (If Operate Forward restricted Isotates starter airplane is exists: If ...............0FF APU BLEED AIR SWITCH (Engine No. 1 only) .............0FF CAUTION: DO NOT ACTUATETHE REVERSE THRUST LEVER. unrestricted engine) (Affected FORWARDTHRUST LEVER (Affected engine) ...............CHECK If sources. bleed air in use) ...........DISCONNECT START LEVER ................CUTOFF Lever is or vaw exists: the ENGINE FAILURE AND SHUTDOWN Checklist. 03.05.12 401 JUL 07/94 OPERATIONSMANUAL HIGH ENGINE VIBRATION This condition is indicated by AVM Levels in excess of 4.0 units accompanied by perceived airframe vibrations. If not in icina conditions: THRUST LEVER ..................RETARD Flight conditions permitting, reduce N1 to maintain AVM below 4.0 units. AUTOTHROTTLE (If engaged) action autothrottle This ..............DISENGAGE prevents undesired THRUST ........................ADJUST thrust to 45% N1. Verify ON and valve After approximately five thrust Lever advance seconds, slowly to a high thrust position (minimum 80% N1) while monitoring engine instruments (especiaLLy EGT) If for abnormal indications. vibration ice decreases, indicating resume normat operation. removat, Adjust Engine open. BülE: Anti-Ice Switch Engine vibration may reduce to a Low Levet before 80% N1 is reached, however, thrust Lever advancement must be continued to a minimum of 80% N1. A minimum of 80% N1 is required to remove ice from the fan activity. blades. 8911: shutdown is not required, as AVMindications witL decrease with thrust reduction. If the AVM indication does not decrease when the thrust Lever is Engine retarded, problems If in icina other If vibration does not decrease: the procedure Accomplish in not icing conditions." for "If engine may be indicated. conditions: If moderate to severe icing conditions are encountered during descent or holding with thrust settings below 80% N1, accomplish engine run up on one engine at a time to a minimum of 80% N1 at approximately 15 minute intervals to clear ice from fan blades and spinner. Accomplish the following on gag engine at a time. EglE: Engine vibration may indicate full scale prior to shedding ice; however, this will have no adverse effect on the engine. START SWITCH .....................FLT 401 JAN 26/94 03.05.13 OPERATIONSMANUAL VOLCANICASH The requirement to accomplish this procedure is recognized by the following conditions: -Static discharges around the windshield or a bright glow in the engine intets. -Smoke or dust in the cockpit. -Acrid odor. CAUTION: EXIT VOLCANICASH AS QUICKLY AS POSSIBLE. CONSIDER A 180 DEGREE TURN. engines have flamed out, or EGT increases stalled. If beYOnd Limit: Accomplish the LOSS OF THRUST ON BOTH ENGINES Checklist. gûli: are very slow to to idle at high which may be interpreted as a hung start an engine matfunction. Engines acceterate altitudes or volcanic ash can Lead to reactions such as: -Engine EGT, malfunctions, increasing engine stall or flameout. -Decrease or Loss of airspeed indications. -Equipment Cooting OFF Light. Encountering abnormal systems THRUST LEVERS ....................CLOSE Lowers EGT and significantly reduces possible engine damage or flameout. Conditions operate permitting, at idle thrust. AUTOTHROTTLE (If engaged) ................DISENGAGE action autothrottle This prevents undesired activity. START SWITCHES .....................FLT PACK SWITCHES .....................HIGH WING ANTI-ICE .......................0N ENGINE ANTI-ICE .....................0N bleed air Increasing improves engine stalt APU (If available) Provides pneumatic 03.05.14 extraction margin. ...............START electrical and required. if source, backup 404 JAN 26/94 OPERATIONSMANUAL ENGINE OIL FILTER BYPASS ENGINE HIGH OIL TEMPERATURE The OIL FILTER BYPASS Light iLLuminated indicates an impending bypass of the scavenge oit filter. procedure when oit in the yeLLow band or, at or above the red radial. THRUST LEVER ....................RETARD If Accomplish temperature phase of flight, in a critical retard the thrust Lever. If not sLowly AUTOTHROTTLE (If engaged) This action autothrottle is temoerature is in the vellow band: THRUST LEVER ..................RETARD the thrust slowly may Decreasing into the Lower oit temperature green band by reducing the amount by the engine. of heat generated ................DISENGAGE prevents this undesired activity. AUTOTHROTTLE ..............DISENGAGE (If engaged) If the OIL FILTER BYPASS Light action autothrottle extinguishes: Operate to keep This undesired prevents activity. the engine at reduced thrust the Light extinguished. exceeds If temoerature in the YeLLow band: If the OIL FILTER BYPASS Liaht remains ittuminated: Accomplish 15 minutes the ENGINE FAILURE and SHUTDOWN Checklist. Accomplish the ENGINE FAILURE AND SHUTDOWN CheckList. temoerature radial: If is at or above red ENGINE LOW OIL PRESSURE Accomplish this procedure when the engine oil pressure is below 26 psi or when the amber LOWOIL PRESSURE Light The amber LOWOIL iLLuminates. PRESSURE Light ittuminates at a pressure beLow 13 psi. Accomplish oit If enaine Yellow Dressure band with is takeoff the ENGINE FAILURE AND SHUTDOWN Checktist. in the thrust set: DO NOT TAKEOFF. Oil pressure in the yellow band is normal at Low thrust settings. If enaine oit below the red Dressure is at or radial: Accomplish the ENGINE FAILURE AND SHUTDOWN Checklist. 402 JAN 26/94 03.05.15 BNFINB FF F OPERATIONSMANUAL AUTO FLIGHT, COMMUNICATIONS,FLIGHT INSTRUMENTSAND NAVIGATION PAGE AIRSPEED UNRELIABLE. ALTITUDE ALERT. . . . AUTOPILOT DISCONNECT. . . . . IRS IRS DC FAIL IRS FAULT IRS ON DC 404 FEB 01/89 . . . . . . . . . . . . . . . . 03.06.02 03.06.02 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . . . . .02 . . . FMC/CDU FMC/CDU FAIL. FMC/CDU ALERTING MESSAGE. . . . . . . . ACARS ACARSMU FAIL OR CU FAIL. ACARS ELECTRICAL POWERLOSS . . . AUTOTHROTTLEDISCONNECT FLIGHT RECORDEROFF . . . . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .03 03.06.01 OPERATIONSMANUAL AUTOPILOT DISCONNECT AIRSPEED UNRELIABLE airspeed is recognized by pitch attitude not consistant with existing phase of flight attitude, thrust and weight or by noise and/or Low frequency buffeting. A/P Light Unreliable The airplane the aural tone sounding autopilot has disengaged. flashing Fly the airplane an autopilot. ittuminated indicates manually and the or re-engage of erroneous airspeed Early recognition is essential indications to maintaining control of the airplane and avoiding unsafe attitude and airspeed AUTOTHROTTLEDISCONNECT conditions. Crosscheck ground speed and winds provided by the IRS and FMC to determine airspeed accuracy if indicated airspeed is questionable. Erroneous or unreliable airspeed indications be caused may by blocked frozen pitot-static or a system(s), severely damaged or missing or AIT Light ittuminated The fLashing indicates has the autothrottle disengaged. FLy the airplane the autothrottle. manuaLLy or re-engage radome. ACARSMU FAIL OR CU FAIL AIRPLANE ATTITUDE/THRUST...ADJUST The ACARS system attitude and thrust to airplane control. and thrust information Attitude is inoperative. Adjust Check the AC and DC circuit breakers. breakers are IN, If the circuit consider the ACARS system inoperative and use normal ARINC voice procedures for reporting. maintain is provided in the performance chapter. PITOT STATIC HEAT ........CHECK MACHIAIRSPEED INDICATORS ...........CROSS ON ACARS ELECTRICAL POWERLOSS CHECK If 115V AC power is Lost (DC power the ACARS automaticaLLy normat), reverts to VOX MODE(the DATA MODEis inoperative). GMT and memory will continue to function as Long as DC power is available. ALTITUDE ALERT The ALTITUDE ALERT Light iLLuminated and the aural tone sounding indicates that the airplane is approaching or from a selected altitude. deviating Reset selected altitude (if necessary). Maintain appropriate attitude. FLIGHT RECORDER OFF Recorder OFF Light The Flight iLLuminated indicates that the recorder is not operating. No crew action 03.06.02 in flight is required. 404 FEB 07/92 OPERATIONSMANUAL FMC/CDU FAIL IRS FAULT The FMC ALert Light and FMC/CDU FAIL Light illuminated indicates either an FMC faiture (both CDUs display "FMC") or a CDU faiture (associated CDU DispLay blanks). IRS FAULT Light illuminated the respective IRS system has indicates detected a fault. The IRS ATT and/or NAV mode(s) may be inoperative. The If If an FMC failure occurs, the FMC/CDU is inoperative; VNAV is inoperative. AN/CDU operation with LNAV is availabte. the Left illuminated: or riaht FAULT Light is IRS MODESELECTOR (Affected IRS) ..................ATT wings Levet, constant airspeed flight untit attitude displays recover (approximately seconds). Maintain FMC/CDUALERTING MESSAGE The FMC ALert Light and FMC/CDUMSG Light itLuminated that a CDU indicates message exists. If non-message data is in the scratch already displayed pad, press CLR to display the message. Take action as required by the message. IRS DC FAIL The IRS DC FAIL Light iLLuminated the respective indicates IRS DC power is not normal. IRS DC power is inoperative. If all other IRS Lights are extinguished, operate normally. If the FAULT Light 30 extinauishes: MAGNETICHEADING .............ENTER on the POS Heading may be entered INIT page or on the overhead IRS display unit by selecting HDGISTS. The magnetic heading entered in the IRS may have to be updated periodically. Do not use autopilot If the FAULT Liaht illuminated: approach mode. remains INSTRUMENT TRANSFER SWITCHES ..............AS Do not engage either REQUIRED autopiLot. IRS ON DC The IRS ON DC Light illuminated indicates the respective IRS is operating from the battery bus. The IRS is operating from the battery bus (Limited to 5 minutes for the right IRS). 403 JUL 23/93 03.06.03 OPERATIONSMANUAL DITCHING, DOORS, EMERGENCYEûUIPMENT, PASSENGER EVACUATION AND TAILSTRIKE ON TAKEOFF PAGE PASSENGER EVACUATION . . . . . DITCHING. DOORANNUNCIATOR. EMERGENCYEXIT LIGHTS NOT ARMED PASSENGEROXYGEN ON TAILSTRIKE ON TAKEOFF . . . . . . . . . . . . . . . . . . . . . 03.07.02 03.07.04 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .06 . . . . . . . . . . . . . . . . . . .07 . 401 JUL 07/94 . . . . . . . . . . . . . . . . . . . . . . . . .07 . . . . . . . . . . . . . . . . . . . . . . . .07 03.07.01 OPERATIONSMANUAL PASSENGER EVACUATION EVACUATION ................INITIATE contains the steps procedure required to prepare for passenger evacuation on Land, and is initiated when a condition potentialty weLL-being endangering Life or physical of passengers and crew exists. This On the Captain's command, accomplish simultaneousLy individual checklist items. the pilots their PARKING BRAKE ..................SET has stopped are depLoyed. ISPEED BRAKE LEVER ......DOWN Fairs DETENT the spoiter wing surface interference panets with the possible and prevents or injury to passengers evacuating through the overwing escape hatches. START LEVERS ................CUTOFF If full time permits, verify down before PLacing Levers to CUTOFF. Address possible, Attendants direct evacuation, to be used. Flight by using system. the If the Flight and passengers to commence and state which exits are Attendants shouLd be informed of any conditions that may affect such as high winds, evacuation, ground conditions and/or irregular structural damage areas that could affect deployment or alter status of the escape slides. CAPTAIN Ensures the airpLane before escape slides the evacuation Initiate Passenger ENGINE AND APU FIRE WARNING SWITCHES ..........0VERRIDE & PULL Press override while for Warning Switches the APU. are the Start the Fire and ENGINE AND APU FIRE WARNING SWITCHES ...................ROTATE Rotate Switch flaps putting both engines Warning the No. 1 Engine Fire Warning to L and the No. 2 Engine Fire Switch to R. Rotate the APU Fire Warning Switch in either direction. Rotate eLL switches to the stop and hold for one second. Rotation discharges the fire extinguisher which is bottle, BOTTLE verified by the respective DISCHARGELight (Continued 03.07.02 ittuminating. on next page) 402 DEC 18/92 OPERATIONSMANUAL PASSENGER EVACUATION (Cont) FIRST OFFICER FLAP LEVER Extends ......................40 the traiLing aid in evacuating to edge flaps passengers over the wing. STANDBY POWER SWITCH ...........BAT Provides standby power for VHF communications. OUTFLOW VALVE (If Required) ...OPEN If the outflow valve is not open, place the Pressurization Mode Selector to MANDC and the Outftow Valve Switch to OPEN. This ensures complete depressurization of the airplane to aLlow opening of the overwing escape hatches and doors. TOWER .......................NOTIFY the tower of abnormat airplane conditions and of intention to evacuate. Notify COCKPIT CREW EVACUATIONDUTIES has been by any exit and direct passengers suitable giving away from the airplane, assistance as necessary. When all rendered, possible Leave assistance the airplane 402 MAY 15/88 03.07.03 NBÆfNN FF F OPERATIONSMANUAL DITCHING procedure is accomplished when is required. Send distress signals. Determine position, course, speed, time altitude, situation, intention, and position of intended touchdown and transmit mayday. Report type of aircraft and request intercept. ALert cabin crew to prepare for as far ditching and seat passengers forward as possible. Burn off fuet to reduce touchdown speed and increase buoyancy. Plan to touch down on the windward side and parattet to waves and sweLLs. PLan a flaps 40 Landing untess other configuration is required. This - - - - - BELOW5000 FEET AURALWARN C/B (P6-3) - - - - - ...........PULL ditching - - - - - breaker marked AURL WARN Putt circuit or WARN HORN to inhibit warning when are selected. Landing flaps NO SMOKINGSWITCH ...................0N ENGINE BLEED AIR SWITCHES...........0FF Permits the airplane depressurizing valve closed. with outflow PRESSURIZATION MODESELECTOR ..................MAN Enables outflow manual valve. DC of the controt OUTFLOWVALVESWITCH .............CLOSE Closed to prevent the airplane. water from entering APU SWITCH .........................0FF This intet closes the fuel valve and air door. GND PROX SWITCH ...........GEAR To avoid a nuisance warning Landing gear retracted. (Continued 03.07.04 INHIBIT with the on next page) 404 DEC 18/92 OPERATIONSMANUAL DITCHING (Cont) AFTER IMPACT PROCEDURE ..........REVIEW VESTS, SHOULDER HARNESSESAND SEAT BELTS .........................0N LIFE - PASSENGER CABIN PREPARATION...COMPLETE - Assure that preparations passenger cabin for ditching are complete. with Seat passengers vests on and seat belts fastened. Life - rafts and evacuate the airplane as soon as practicable. The airpLane if may remain afloat indefinitely fuel Load is minimal and no serious damage was sustained Landing. during FINAL POSITION ................TRANSMIT all Transmit regarding - - - - - pertinent information final position. ditching - DITCHING FINAL - - - - Levers to CUTOFF. Start vaLves to prevent fuel shutoff discharge of fuet from ruptured fuel Lines. (737-500) Open cockpit windows ensure no cabin differential pressure that might prevent the opening of the doors or emergency exits. evacuation. to Initiate Proceed assigned ditching stations, Launch Engine CLoses - - CAUTION: Omit normat LANDINGChecklist. & OFF LANDING GEAR ..................UP FLAPS , ............... (737-500) DO NOT OPEN AFT ENTRY OR SERVICE DOORSAS THEY MAY BE PARTIALLY SUBMERGED. GREEN LIGHT appropriate Landing flap for condition. Advise cabin crew, at 500 feet, that ditching is imminent; at 50 brace for impact. feet, Maintain airspeed at VREF. Flare airplane to achieve minimum rate of descent at touchdown. Maintain Verify existing - - 200-300 fpm rate of descent until At fLare, rotate start of flare. smoothly to touchdown attitude of 10-12 degrees, airspeed desired maintaining of descent with and rate thrust. At touchdown, reduce thrust to idte. 403 JUL 07/94 03.07.05 OPERATIONSMANUAL If EGUIP. FWD/AFT CARGOor AIRSTAIR Light ittuminated and oressurization DOORANNUNCIATOR door annunciator Light illuminated an exterior door is not A indicates properly is Latched. not normat: NO SMOKINGAND FASTEN BELTS SWITCHES .........................0N ENTRY/SERVICE HANDLE(Affected door) Check door handle cLose If if ...CHECK CLOSED and position to necessary. Descend whichever to 14,000 is or MEA, feet higher. OXYGEN MASKS AND REGULATORS (If required) ..............0N, the door handte is in the closed and cabin DPOSSurization is Don nosition normat: 100% oxygen masks at cabin altitudes in excess of 10,000 feet. CREW COMMUNICATIONS ........ESTABLISH Proceed normally. Select interphone and the oxygen mask microphone and establish the door handte witt not close and/or cabin Dressurization is not If crew communcations. normat: Land at nearest suitable airport. EQUIP/CARGO/AIRSTAIR PRESSURIZATION MODE SELECTOR .......................STBY CABIN ALTITUDE INDICATOR FEET ...............13,990 EGUIP. FWD/AFT CARGOor AIRSTAIR Liaht ittuminated and Dressurization If CABIN RATE SELECTOR .......AS DESIRED is normat: If Proceed MEA is above 14.000 feet: normally. PRESSURIZATION MODE SELECTOR ......................MAN outflow cabin altitude Adjust valve to PASSENGEROXYGEN(If Activate passenger cabin altitude to increase MEA. required)...0N oxygen if 14,000 exceeds feet. Land at nearest I 03.07.06 suitable airport. 403.2 JUL 23/93 OPERATIONSMANUAL EMERGENCY EXIT LIGHTS NOT ARMED TAILSTRIKE ON TAKEOFF The NOT ARMEDLight iLLuminated indicates the Emergency Exit Lights Switch is not in the ARMED position. CAUTION: DO NOT PRESSURIZE AIRPLANE DUE TO POSSIBLE STRUCTURAL If the Emergency Exit Lights Switch is ON, individual emergency exit Light deptete batteries in approximately 20 PRESSURIZATION MODESELECTOR .......MAN DAMAGE. OUTFLOW VALVE SWITCH ..............0PEN minutes. If the Emergency Exit Lights Switch is not OFF, emergency Lighting is Hold Outflow Valve Switch in the OPEN untiL Outflow Valve Position position Indicator shows valve full open. available. PASSENGEROXYGENON The PASS OXY ON Light iLLuminated indicates the passenger oxygen system is activated. 401 JUL 07/94 03.07.07 OPERATIONSMANUAL ELECTRICAL PAGE ELECTRICAL SMOKEOR FIRE . . . . . . . . . . . . . . . . BUS OFF LOSS OF BOTH ENGINE DRIVEN GENERATORS STANDBYPOWEROFF TRANSFERBUS OFF. GENERATOR DRIVE LOWOIL PRESSURE OR HIGH OIL TEMPERATURE. . 401 AUG 15/90 . . . . . . . . . . . . . . . . . . 03.08.02 03.08.03 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .03 . . .04 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04 . . . . .04 03.08.01 OPERATIONSMANUAL ELECTRICAL SMOKEOR FIRE If is indicated This condition by an accumuLation of smoke identifiable by odor or visual confirmation as being source. from an electrical OXYGENMASKS & REGULATORS (If Required) ...........ON, This prevents or fumes. the inhaLation 100% of smoke smoke source ELECTRICAL POWER ..............REMOVE If the smoke source is readily identifiable from a specific bus or component, remove the electrical power. If smoke source Required) cannot be determined: BUS TRANSFER SWITCH ..............0FF This prevents power. SMOKEGOGGLES(If can be determined: unwanted transfer of .....ON GALLEYPOWERSWITCH ............OFF If smoke concentration affects don smoke goggles and use the vision, regulator emergency position to cLear the mask and goggtes of smoke. This load Land at CREWCOMMUNICATIONS ......ESTABLISH removes power from the high system. galley the nearest suitable airport. Accomplish the SMOKEREMOVALChecklist, if required. interphone Select and the oxygen mask microphone and establish crew communications. 03.08.02 401 DEC 20/91 OPERATIONSMANUAL or both BUS OFF Lights If either remain iLLuminated: BUS OFF indicates The BUS OFF Light illuminated generator bus is the respective unpowered. APU (If remains Available) ittuminated: ....START the battery deptete standby & ON BUS & ON BUS If the and reduce power capacity. APU is the only operating it to the No. 2 connect generator, as it wiLL power TR No. 3. If the APU cannot be connected to the No. 2 Bus, connect it to the No. 1 LOSS OF BOTH ENGINE DRIVEN GENERATORS of both engine driven generators is indicated by instrument warning Master Caution System, and by flags, illumination of the TRANSFERBUS OFF, Upon BUS OFF, and GEN OFF BUS Lights. Loss of att generators, the electrical ....START With both busses off, only one APU start attempt is recommended. APU may result in Loss of IRS starting alignment. Multiple start attempts GENERATORSWITCH ....................0N If BUS OFF Liaht Available) APU (If Bus, Loss Bus. If either or both BUS OFF Lights extinguish: system automaticatty switches to The Captain's standby power. essential equipment and flight radios, navigation are powered through the instruments standby power system. BUS TRANSFERSWITCH .............AUTO 8011: ELECTRIC HYDRAULIC PUMP SWITCHES ....ON main tank fuel pumps inoperative above 30,000 feet, thrust deterioration or engine flameout may occur. With restores power to the remaining transfer bus if one BUS OFF Light remains iLLuminated. This Positioning the pump switches one at a time prevents BUS TRANSFER SWITCH ................0FF Prevents attempts electrical (ONE AT A TIME) high ON peak Loads. high electrical Loads during power. to restore ELECTRIC HYDRAULICPUMP SWITCHES ...0FF electricaL Loads during power. Prevents high attempts to restore No. 2 GENERATORSWITCH ..............0N No. 1 GENERATORSWITCH ..............0N 404 DEC 18/92 03.08.03 BNFINN FF F OPERATIONSMANUAL 1088 OF BOTH ENGINF DRIVEN STANDBYPOWER OFF GENERATORS (Cont) both orimarY are inocerative: If attitude disotavs The STANDBY PWR OFF Light iLLuminated indicates the AC standby bus is not powered after a Loss of both generator busses. IRS MODESELECTOR SWITCHES .....ATT STANDBY POWERSWITCH ...............BAT wings Level, constant Maintain until attitude speed flight displays recover (approximately standby busses are powered by the A futty bus. charged battery battery wiLL provide a minimum of 30 minutes of standby power. The 30 seconds). MAGNETICHEADING .............ENTER If Heading may be entered on the POS INT page or on the overhead IRS display unit by selecting HDG/STS. If both BUS OFF Lights iLLuminated: either generator re-established: is STANDBYPOWERSWITCH ............AUTO remain Land at the nearest suitable airport. A fully charged battery will provide a minimum of 30 minutes of standby power. bus TRANSFER BUS OFF The TRANSFER BUS OFF Light illuminated indicates the transfer bus is inactive. BUS TRANSFER SWITCH ......OFF THEN AUTO GENERATORDRIVE LOW OIL PRESSURE OR HIGH OIL TEMPERATURE Either Light malfunction The generator disconnected indicates illuminated drive. in the generator drive before should be additional a damage results. GENERATOR DRIVE DISCONNECT SWITCH ..........DISCONNECT The Generator Drive Disconnect Switch is spring-Loaded to the normal position. It should be heLd in the DISCONNECT position to momentariLy disconnect drive. the generator APU (If 03.08.04 Available) ......START & ON BUS 401 DEC 20/91 FFFIAFF FF F OPERATIONSMANUAL SMOKEREMOVAL PAGE SMOKEREMOVAL........................... 401 MAY15/88 03.09.02 03.09.01 OPERATIONSMANUAL SMOKEREMOVAL Concentration removal from of smoke requires its the passenger cabin and/or cockpit. If oack(s) are ON and smoke source is confirmed to be in the cockoit main cabin: PRESSURIZATION or MODESELECTOR ....STBY CABIN ALTITUDE INDICATOR OXYGENMASKS AND REGULATORS............0N, (Maximum 10,000 The masks must be used to supply oxygen and prevent the inhalation smoke or fumes. I SMOKEGOGGLES(If Required) .....ON of CABIN RATE SELECTOR......MAXIMUM I COCKPIT DOOR .................CLOSE other ......INCREASE to Select higher cabin attitude increase rate. the ventilation If smoke concentration affects vision, don smoke goggles and use the position EMERGENCY on the oxygen regulator to clear goggles of smoke. Leave prevent feet) 100% the cockpit door closed to smoke contamination of/from compartments. I INCR Select cabin approximately rate of climb to 2,000 FPM, to further ventitation rate. increase L AND R PACK SWITCHES ...........HIGH ensures This maximum ventitation. No. 1 AND No. 2 ENGINE BLEEDS .............VERIFY ON ENGINE THRUST .........MINIMUM 45% N1 is required 45% N1 to provide maximum cabin ventitation. CREWCOMMUNICATIONS ......ESTABLISH Select interphone and the oxygen mask microphone and establish crew communications. If are OFF and smoke source confirmed to be in the cocknit: Dacks is COCKPIT AIR CONDITIONING AND GASPER OUTLETS .................0PEN This assures adequate flow of air in the cockpit. ventitating CAUTION: DO NOT OPEN ANY COCKPIT WINDOW. KEEP THE COCKPIT DOOR CLOSED. CAUTION: WINDOWSHOULDNOT BE OPENED UNLESS THE SOURCE IS CONFIRMEDTO BE ORIGINATING IN THE COCKPIT. (Continued on next page) NORMALHOLDINGAIRSPEED ....ESTABLISH High airspeed may prevent opening the window. FIRST OFFICER'S SLIDING WINDOW ..OPEN Smoke flows out Officer's sliding 03.09.02 through the First window. 401 DEC 18/92 OPERATIONSMANUAL Smoke Removat (cont) If smoke is uncontroLLabte: AIRPLANE SAFE ALTITUDE or 10,000 FT, whichever is higher ALTITUDE........LOWEST At 14.000 feet or below: PRESSURIZATION MODE SELECTOR ..................MAN AC OUTFLOW VALVESWITCH .........OPEN Position OPEN. airflow 401 DEC 20/91 outflow valve to FULL causes the cabin to carry smoke aft. This 03.09.03 OPERATIONSMANUAL FLIGHT CONTROLS PAGE RUNAWAYSTABILIZER. . JAMMED OR RESTRICTED . . . . . . . FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAPS ALTERNATEFLAPS OPERATION ASYMMETRICAL OR NO LEADING EDGE DEVICES. ASYMMETRICAL TRAILING EDGE FLAPS TRAILING EDGE FLAPS UP LANDING ALL FLAPS UP LANDING LEADING EDGE FLAPS TRANSIT FLAP LOAD RELIEF . . . . . . . . . . . . . . . . . . . . . . . . . . 03.10.02 03.10.02 . .02B . . . . . . . . . . . . . .03 . . . . . . . . . . . . . .04 . . . . . . . . . . . . . . . . . . .05 . . . . . . . . . . . . . . . . . . .06 . . . . . . . . . . . . . . . . . . . . . . . . .07 . . . . . . . . . . . . . . . . . . . . . . . .08 . FLIGHT CONTROL PANEL AUTO SLAT FAIL FEEL DIFFERENTIAL PRESSURE MACHTRIM FAIL FLIGHT CONTROLLOW PRESSURE. SPEED TRIM FAIL. YAWDAMPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .08 . . . . . . . . . . . . . . . . . . . . .08 . . . . . . . . . . . . . . . . . . . . .08 . . . . . . . . . . . . . . . . . . . .08 . . . . . . . . . . . . . . . . . . . . . . . . .08 . . . . . . . . . . . . . . . . . . . . . . . . . .08 . . . . . . . . . . . . . . . . . . . . . . . . . .09 . . . . . . . . . . . . . . . . . . . . . . . .09 . . . . . . . . . . . . . . . . . . . . . . .09 . . . . . . . . . . . . . . . . . . . . . . .10 STABILIZER JAMMEDSTABILIZER. STABILIZER OUT OF TRIM . 405 JUL 23/93 . . SPEED BRAKE SPEED BRAKEDO NOT ARM . . . 03.10.01 OPERATIONSMANUAL JAMMED OR RESTRICTED RUNAWAYSTABILIZER condition is recognized by rotation of the StabiLizer continuing Trim Wheet in a manner not appropriate conditions. for flight This FLIGHT CONTROLS is accomplished when This procedure movement of flight jammed or restricted controls is experienced in roLL, pitch or yaw. JAMMEDOR RESTRICTED CONTROLCOLUMN.......HOLD FIRMLY SYSTEM ......................0VERPOWER Use maximum force, a incLuding combined effort of both piLots, AUTOPILOT (If engaged) ..............DISENGAGE if required. Do not re-engage the autopilot. 821E: Control column movement opposite to the direction of a runaway electric trim will stop the stabilizer. Control airplane pitch attitude manuaLLy with controL column and main electric trim as required. If runaway continues: STABILIZER TRIM CUTOUT SWITCHES .................CUTOUT Continued trimming opposite to an electric trim runaway may result in overheating and/or of the stabilizer stalling trim motor. If runaway continues: STABILIZER TRIM WHEEL .......GRASP & HOLD the Stabitizer Trim to CUTOUTdoes not stop the runaway, the stabilizer is coasting due to a mechanical brake failure. Stabilizer travel can be stopped by grabbing and holding the If positioning Cutout Switches Stabilizer STABILIZER - - - Trim WheeL. ...............TRIM MANUALLY Anticipate trim requirements. Complete the normat DESCENT-APPROACH and LANDINGChecklists. Establish proper airspeed and in-trim condition early on final approach. 03.10.02 two-pilot effort on the controLs wiLL not cause a A maximum cabLe or system failure. Do Dei turn off any Flight Switches unless the faulty positively identified. Control control is is jammed, If the aiLeron or spoiler and the force apptied to the Captain's controt wheets First Officer's identifies which Lateral control system (aiteron or spoiler) is usable, and or First which control wheel (Captain's Officer's) provides roll controt. If the aiteron control system is jammed, Officer's force apptied to the First controt wheet provides roll control The ailerons and from the spoilers. controt wheel are the Captain's inoperative. system is jammed, force If the spoiler applied to the Captain's controL wheet provides roll control from the ailerons. The spoilers and the First Officer's control wheet are inoperative. manual or a jammed elevator, electric trim may be used to trim in either direction to offload control column forces. If electric trim is the column actuated Stabilizer desired, Switch must be positioned Trim Override With to OVERRIDE. (Continued on next page) 401 JAN 26/94 OPERATIONSMANUAL JAMMED OR RESTRICTED FLIGHT CONTROLS(CONT) Should the rudder controt cable system to the rudder can be accomplished through the rudder trim controt mechanism. If the rudder pedals are jammed; rudder control, rudder trim and nose wheel pedat fait, inputs steering are inoperative. is the suspected descent to warmer air to if conditions permit and re-attempt override the jammed or restricted controls. If freezing water cause, consider If the faulty system cannot be flight overpowered, use operative trim and thrust, as required controts, for airplane controt Use Normat CheckLists. 401 JAN 26/94 DESCENT-APPROACHand LANDING 03.10.02A OPERATIONSMANUAL ALTERNATEFLAPS OPERATION As fLaps adjusted procedure is accomplished if flaps to extend or retract in response to Flap Lever seLection and no asymmetry is indicated. Plan a fLaps 15 Landing. A fLaps 15 Landing is recommended because of the time required to retract from flaps 30/40 to 15 in event of a go-around. Set VREF 15. This are extending, corresponding airspeed to fLap is position. fait - - Nûlg: is not Asymmetry protection provided when the aLternate extension system is used. The Landing gear warning horn sounds with flaps between 10 and 15 until att Landing gear are down and Locked. ALL Leading edge devices go to the FULL EXT position and cannot be retracted unless hydraulic system B is operating and normat flap operation is restored. START SWITCHES ......................0N RECALL .........................CHECKED N1 & IAS BUGS ...CHECKED & SET, VREF 15 SPEEDBRAKE..........ARMED, Set VREF 15 on Airspeed Indicator speed tape. LANDING GEAR .............DOWN, GND PROX SWITCH ...........FLAP To avoid a nuisance than normaL Landing warning flaps. INHIBIT with GREEN LIGHT and FLAPS ..................15, 3 GREEN GREEN LIGHT Less LANDING ALTERNATEFLAPS MASTERSWITCH ......ARM Arms atternate alternate flap FLAP LEVER flap system for extension. ..........................15 FLap Lever positioned flaps. for Landing ALTERNATEFLAP POSITION SWITCH (230 Knots maximum) .......DOWN Hold down to extend schedule. ALternate to flaps flaps to 15 on time extension 15 is approximateLy 2 minutes. 402 03.10.028 JUL 23/93 OPERATIONSMANUAL LANDING ASYMMETRICAL OR NO LEADING EDGE DEVICES The amber LE FLAPS TRANSIT Light iLLuminated indicates an asymmetricat or no Leading edge device condition. The Leading edge devices on annunciator the aft overhead panet confirms status of Leading edge devices. Plan a flaps 15 Landing. Set VREF 15 + 5 knots. Limit bank angLe to 15 degrees below 210 knots. - START SWITCHES ......................0N RECALL .........................CHECKED SPEED BRAKE .........ARMED, GREEN LIGHT 3 GREEN LANDINGGEAR .............DOWN, - - FLAPS With ..................15, asymmetricat devices DESCENT - extended, TRANSIT Light is Operation within APPROACH ANTI-ICE ...................AS REQUIRED AMBERLIGHT or no Leading edge the amber LE FLAP iLLuminated. the Lower yellow band on the speed tape is normal for this condition. AIR CONDITIONING AND PRESSURIZATION ....................SET ALTIMETERS AND INSTRUMENTS...........SET & X-CHECKED N1 AND IAS BUGS ...................CHECKED & SET, VREF 15 + 5 KTS Set VREF 15 + 5 knots on Airspeed Indicator and Speed Tape. GNDPROX SWITCH ...........FLAP To avoid a nuisance than normal Landing warning flaps. INHIBIT with Less 402 JAN 26/94 03.10.03 OPERATIONSMANUAL ASYMMETRICAL TRAILING EDGE FLAPS condition is recognized by uncommanded roll when a new flap selection is made and a difference the left and right flap indication observed. DESCENT in is Hydraulic flap drive shutoff occurs with a significant edge fLap traiLing asymmetry. There is adequate Lateral to counteract amount of flap before APPROACH ANTI-ICE ...................AS This control - the maximum asymmetry that can occur shutoff. REQUIRED AIR CONDITIONING AND PRESSURIZATION ....................SET ALTIMETERS AND INSTRUMENTS ...........SET N1 and IAS BUGS ...................CHECKED Set Airspeed Tape. & X-CHECKED & SET, VREF AS REQUIRED Indicator and Speed FLAPS ..............................SET GND PROX SWITCH ...........FLAP Move FLap Lever to the smaLLest actual CAUTION: INHIBIT the detent flap nearest position. DO NOT ATTEMPT TO MOVE THE TRAILING EDGE FLAPS WITH THE ALTERNATEFLAPS SWITCH AS THERE IS NO ASYMMETRY PROTECTION. avoid a nuisance warning with Less than normat Landing flaps. To LANDING START SWITCHES ......................0N RECALL .........................CHECKED - - - 15 or more, set VREF for smallest flap position. Flaps between 1 and 15, set VREF 40 + 30 knots. FLaps Less than 1, use TRAILING EDGE FLAPS-UP LANDINGChecklist. Flaps 03.10.04 SPEEDBRAKE..........ARMED, LANDINGGEAR .............DOWN, FLAPS ................____, GREEN LIGHT 3 GREEN GREEN LIGHT 402 DEC 20/91 OPERATIONSMANUAL LANDING TRAILING EDGE FLAPS UP LANDING ALTERNATEFLAPS MASTER SWITCH ......ARM Edge Flaps Up Landing is when the flap position indicator remains in the UP position, or less than 1, when fLaps 1 is A Trailing required arms the Alternate and starts the standby This selected. for Burn off - fuel to reduce touchdown speed. - - - Set VREF 40 + 40 knots. Maintain 210 knots until on finaL. below Limit bank angte to 15 degrees 210 knots. DESCENT - ALTERNATEFLAPS POSITION SWITCH (230 knots max) ........MOMENTARY verify REQUIRED AIR CONDITIONING AND Leading edge devices indicates FULL EXT. annunciator RECALL .........................CHECKED SPEEDBRAKE..........ARMED, LANDINGGEAR .............DOWN, & X-CHECKED & SET, VREF 40 40 KTS + Set VREF 40 + 40 Knots on Airspeed Indicator and Speed Tape. With trailing edge flaps up, a stick nuisance shaker may occur when slowing to VREF 40 + 40 at high gross weights and/or bank angLes greater than 15°. GNDPROX SWITCH ...........FLAP warning ftaps. INHIBIT with Less GO-AROUNDPROCEDURE.............REVIEW Accomplish except: normat go-around Limit bank angte to 15 degrees below 210 knots. Accelerate to 230 knots maximum with Leading edge devices extended. 402 DEC 20/91 AMBERLIGHT tape equipped airplanes, within the Lower amber band is normal for this condition. operation TRAILING EDGE FLAPS UP LANDING TECHNIGUES - To avoid a nuisance than normaL Landing FLAPS ..................UP, 3 GREEN On speed N1 AND IAS BUGS ...................CHECKED - GREENLIGHT ....................SET ALTIMETERS AND INSTRUMENTS...........SET - DOWN START SWITCHES ......................0N APPROACH ANTI-ICE ...................AS PRESSURIZATION Leading Flaps Switch, hydraulic pump edge device extension. Prior to intercepting descent decrease airspeed to VREF profile, plus wind correction and maintain this speed until the Landing is assured. The normal no-wind rate of descent on final will be approximately 900 fpm due to the higher ground speed. Plan touchdown at the 1000 foot point. touchdown, hold forward controt column pressure, without delay apply reverse thrust and brakes consistent with runway conditions. After 03.10.05 OPERATIONSMANUAL LANDING ALL FLAPS UP LANDING An aLL flaps up Landing is required when unable to extend any Leading edge edge flaps. or trailing Burn off fuel to reduce touchdown START SWITCHES ......................0N RECALL .........................CHECKED - speed. - - - SPEEDBRAKE..........ARMED, GREEN LIGHT tire speed is exceeded, placard tire faiture may occur. Set VREF 40 + 55 knots. Maintain fLaps up maneuvering speed until on final. Limit bank angle to 15 degrees below flaps up maneuvering speed. If - 3 GREEN LANDINGGEAR .............DOWN, NO LIGHTS FLAPS ....................UP, ALL FLAPS UP LANDINGTECHNIGUES DESCENT - APPROACH REQUIRED AIR CONDITIONING AND PRESSURIZATION ....................SET ALTIMETERS AND INSTRUMENTS...........SET & X-CHECKED N1 and IAS BUGS ...................CHECKED decrease VREF 40 + touchdown, hold forward control delay apply reverse thrust and brakes consistent with runway conditions. After & SET, 55 KTS to intercepting descent profile, airspeed to cursor pLus wind correction and maintain this speed until the Landing is assured. The normal no-wind rate of descent on final will be approximately 900 fpm due to PLan the higher ground speed. touchdown at the 1000 foot point. Prior ANTI-ICE ...................AS column pressure, without Set VREF 40 + 55 Knots on airspeed indicator and speed tape. GND PROX SWITCH ...........FLAP INHIBIT To avoid a nuisance warning with Less than normal Landing flaps. GO-AROUND PROCEDURE .............REVIEW Accomplish normaL go-around except: Limit bank angle to 15 degrees until reaching flaps up maneuvering - speed. - Accelerate to fLaps up maneuvering speed. 03.10.06 402 DEC 20/91 OPERATIONSMANUAL LEADING EDGE FLAPS TRANSIT this procedure Accomplish if FLAPS TRANSIT Light remains iLLuminated. If the LE the Liaht remains illuminated the trailina edge flaos extended: with Accomplish the ASYMMETRICALOR NO LEADING EDGE DEVICES Checktist. If the Liaht remains iLLuminated the trailina edae fLaos uo: with AIRSPEED (Max) If KTS ...............230 roLL is encountered: AccompLish the ASYMMETRICAL OR NO LEADING EDGE DEVICES Checklist. If no rott is encountered: flaps Recycle to Flaps 1 then UP. If the LE FLAPS TRANSIT Liaht extinauishes: Proceed normally. the LE FLAPS TRANSIT Liaht remains iLLuminated: If LED ANNUNCIATORPANEL .......CHECK If only one Leading Edge Transit Light is Limit maximum illuminated, airspeed to 300 knots (280 knots for turbulent air penetration) or Mach, whichever is Lower. Devices .65 If more than one Leading Devices Transit Light is iLLuminated, Limit Edge airspeed to 230 knots. Accomplish the ASYMMETRICALOR NO LEADING EDGE DEVICES CheckList for Landing. 401 JUL 07/94 03.10.07 OPERATIONSMANUAL FLIGHT CONTROL LOW PRESSURE FLAP LOAD RELIEF FLAP LOAD RELIEF Light ittuminated the flap Load relief indicates system has been activated and flaps are from 40 to 30 due to retracting The LOW PRESSURE Light indicates Low hydraulic ittuminated system pressure to aiterons, and rudder. excessive FLIGHT CONTROL SWITCH .......................STBY The airspeed. Check flap position appropriate speed. elevators RUD and maintain This starts the standby hydraulic the standby LOW pump and arms PRESSURE Light. control flight extinguishes, The LOW PRESSURE Light the standby indicating valve has opened. AUTOSLAT FAIL rudder shutoff The AUTO SLAT FAIL Light illuminated indicates failure of both auto stat channels. SPEED TRIM FAIL No crew action required in flight. The SPEED TRIM FAIL Light illuminated indicates faiture of the speed trim system. FEEL DIFFERENTIAL PRESSURE No crew action The FEEL DIFF PRESS Light illuminated indicates the feet computer is sensing pressure differential a significant systems A and B. between hydraulic in flight. No crew action required FLy the airplane normally. required in fLight. YAWDAMPER iLLuminated The YAWDAMPERLight indicates the yaw damper is disengaged. YAWDAMPER SWITCH ..........OFF MACH TRIM FAIL The MACH TRIM FAIL Light illuminated indicates the Mach trim system has failed. Limit airspeed 03.10.08 to .74 If Light remains THEN ON ittuminated: YAWDAMPERSWITCH ................0FF Mach maximum. 403 DEC 20/91 FFF/Af& FF F OPERATIONSMANUAL SPEED BRAKE - The flashing SPEED BRAKE Light iLLuminated indicates the speedbrakes are up while in the Landing configuration. - - SPEED BRAKE LEVER ...............ARMED/DOWN - DETENT (AS REQUIRED) - in-trim Maintain airspeed untit To reduce the start of approach. force required to move the use an airspeed which stabilizer, results condition. in an in-trim 15 Landing. Plan a flaps Set VREF 15. Establish Landing configuration earLy. higher than normaL Anticipate etevator force during approach and Landing. SPEED BRAKEDO NOT ARM DESCENT - APPROACH The SPEED BRAKEDO NOT ARM Light ittuminated indicates a fault in automatic speed brake system. the ANTI-ICE ...................AS SPEED BRAKE LEVER ..........DOWN DETENT AIR CONDITIONING AND PRESSURIZATION ....................SET Manually deploy the speedbrakes upon touchdown. immediately REQUIRED ALTIMETERS AND INSTRUMENTS...........SET N1 AND IAS BUSS ...........CHECKED & X-CHECKED & SET, VREF 15 JAMMEDSTABILIZER GND PROX SWITCH ...........FLAP condition is recognized of the stabilizer to respond electric trim inputs. This by failure to Attempt to use manuaL trim. There is no limit on the amount of effort which the pilots may exert on the manual trim wheels when attempting to free a jammed stabilizer. Force applied to the trim causes wheets a disconnect cLutch to disengage. 1/2 turn of Approximately wheel is necessary to the stabilizer disengage the clutch before trimming can take place. on the Steady pressure manual trim handles is required to prevent engagement before the desired trim is attained. INHIBIT To avoid a nuisance warning with Less than normat Landing flaps. LANDING START SWITCHES ......................0N RECALL .........................CHECKED SPEEDBRAKE ..........ARMED, LANDINGGEAR .............DOWN, FLAPS ..................15, GREEN LIGHT 3 GREEN GREEN LIGHT 404 SEP 08/92 03.10.09 FFFINB FF F OPERATIONSMANUAL STABILIZER OUT OF TRIM The STAB OUT OF TRIM Light the autopiLot that the elevator with certain illuminated, ENGAGED, indicates position exceeds a in relation value to stabilizer position. of the STAB OUT Momentary illumination OF TRIM Light during large changes in is normat. trim requirements If the stabilizer is not trimmina: CONTROLCOLUMN...........HOLD FIRMLY column should be held steady to prevent undesirable airplane pitching. The controt AUTOPILOT ..................DISENGAGE should be disengaged as soon as practical. The autopilot STABILIZER TRIM ..........AS Return 03.10.10 to an in-trim REQUIRED condition. DEC 20/91 OPERATIONSMANUAL FUEL PAGE CROSSFEED SELECTOR INOPERATIVE INADVERTENTTRANSFER OF FUEL INTO CENTER TANK. FUEL FILTER BYPASS FUEL PUMP LOWPRESSURE MINIMUMFUEL OPERATION FUEL QUANTITY INDICATOR INOPERATIVE. . . 401 DEC 18/92 . . . . . . . . . . . . . . . . . . . . 03.11.02 . . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . .04 03.11.01 OPERATIONSMANUAL CROSSFEEDSELECTOR INOPERATIVE The valve failed in the CLOSE position VALVE is indicated by the crossfeed OPEN Light illuminated with the bright in the OPEN Crossfeed Selector position. The valve failed in the OPEN position is indicated by the crossfeed VALVE OPEN Light ittuminated bright with the Crossfeed SeLector in the CLOSE position. Valve Closed: conditions thrust to maintain to maintain balance, Valve in fuet An inadvertent increase quantity in the center tank and a decrease in fuel quantity in either the No. 1 or No. 2 main tank, can result in excessive fuel imbatance between the This condition main tanks. can result from a check valve faiture in the center tank. This procedure can prevent or reduce an excessive LateraL imbalance condition. FUEL PUMP SWITCHES Main Tank) (Decreasing Flight unable INADVERTENTTRANSFEROF FUEL INTO CENTER TANK permitting, vary fueL batance. If Bûli: acceptabte Land as soon as possibLe. When 0Den: Above 30,000 feet, thrust deterioration or engine flameout may occur. main tank fuet PRESSURE Lights Maintain fuet use of fuel balance pumps. with ............OFF oumo LOW illuminate: selective CENTER TANK FUEL PUMP SWITCH Side) ..................0N (Affected When the center PRESSURE Liaht tank fuel oumo LOW is extinauished: MAIN TANK FUEL PUMP SWITCHES ......ON Leave affected center tank Fuel Pump Switch ON and Crossfeed Selector closed for the remainder of the fLight. The center tank fuel pump remains ON, even after the LOWPRESSURE Light illuminates, to prevent fuel from being pumped through the failed center tank check valve and again entering the center 03.11.02 tank. 402 SEP 08/92 OPERATIONSMANUAL FUEL FILTER BYPASS MINIMUMFUEL OPERATION fuel FILTER BYPASS Light ittuminated indicates impending exists when A minimum fuel condition the indicated fuet quantity in any main bypass due to contamination. tank is 1000 pounds (453 kilograms) or this procedure Less. Initiate to provide remaining fuet to att engines and to maintain a proper body attitude to prevent uncovering the fuel pumps. The engine operation may result contaminated filter. fitter Degraded due to a FUEL PUMP LOW PRESSURE MAIN TANK FUEL PUMP SWITCHES ....ALL Fuel pump LOWPRESSURE Lights may flicker when tank quantity is Low and the airplane is in turbutent air or during climb or descent. CROSSFEED SELECTOR ................0PEN Makes remaining both engines. - one main tank LOW PRESSURE Liaht If is Apply thrust Minimites pressure is available operation. If both LOW PRESSURE Liahts main tank are iltuminated: - slowly to available and smoothly the possibitity to of Maintain the fuel pumps. the minimum body attitude required for uncovering fuel fuel acceleration. avoid rapid illuminated: Sufficient for normat ON a safe cLimb. in a Above 30,000 feet, thrust deterioration or engine flameout occur. may If one center tank LOWPRESSURE Liaht is ittuminated: CROSSFEEDSELECTOR ..............0PEN prevents This When the center fuel imbalance. tank fuel is deoteted: CROSSFEED SELECTOR ...........CLOSE If both Liahts center tank LOWPRESSURE are illuminated: Center tank fuel is unusable. tank fuet may not be sufficient the planned I 403.2 JUL 23/93 Main for flight. 03.11.03 OPERATIONSMANUAL FUEL QUANTITY INDICATOR INOPERATIVE This condition may be recognized by: (Analog) of the pointer off a display scale, fluctuating readings or slow and/or uneven pointer response to fuet quantity indicator test. (Digital) a display of ERRxx , zeros, dashes or the indicator may be blank. If a Fuel GuantitY Indicator fails: VNAV......................DISENGAGE fuet used or fuet should be used to calculate the actual fuel remaining and gross Fuel quantity, flow weight. FMC gross calculations an inoperative weight may be inaccurate Fuet with Quantity Indicator. If fuel auantity in FMC is not correct: - Do not use FMC speed and altitude - - - information Use manuaLLy calculated gross weight and performance information from the GRH. On speed tape equipped do not use minimum airplanes, maneuver speed or buffet margin information. Use the normal fixed speed flap schedute in Chapter 2 of the Operations Manual. Stick shaker, VMO/MMO and minimum flap retraction speed displays are unaffected. CAUTION: IF THE FMC IS USED FOR MANUAL ENTRYOF GROSS WEIGHT TO CALCULATEREFERENCESPEEDS OR FUEL REMAININGAT DESTINATION, THE INFORMATION WILL NOT REMAINACCURATE. 03.11.04 402 JUL 23/93 OPERATIONSMANUAL HYDRAULICPOWER PAGE LOSS OF SYSTEM A LOSS OF SYSTEM B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . .05 MANUAL REVERSION HYDRAULICPUMP LOWPRESSURE OR OVERHEAT. STANDBY HYDRAULICLOW PRESSURE STANDBY HYDRAULICLOWGUANTITY . 401 DEC 15/87 03.12.02 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .07 . . . . . . . . . . . . . . . . . . . .07 . . . . . . . . . . . . . . . . . . . .07 03.12.01 OPERATIONSMANUAL LOSS OF SYSTEM A DESCENT Loss of system A pressure is indicated by the system A pressure at zero and ittumination of: MASTERCAUTION Lights. Lights. FLT CONT and HYD annunciator System A LOW PRESSURE Lights. System A flight control LOW PRESSURE Light. FEEL DIFF PRESS Light. (FLaps up) - - APPROACH ANTI-ICE ...................AS REQUIRED AIR CONDITIONING AND PRESSURIZATION ....................SET - - - - ALTIMETERS AND INSTRUMENTS...........SET & X-CHECKED N1 AND IAS BUSS.....CHECKED & SET, VREF (Continued SYSTEM A FLIGHT CONTROLSWITCH ...............STBY on next page) RUD the standby pump; activates supplies pressure to the rudder power controt unit; arms the standby LOW the PRESSURE Light; and deactivates controt LOW PRESSURE Light. flight This SYSTEM A HYDRAULICPUMPS ...........OFF Ground spoilers, inboard flight autopilot spoiters, A, alternate brakes and normal nose wheel steering are inoperative. Alternate nose is available. The wheel steering engine No. 1 thrust reverser has standby pressure. Plan for manual gear extension and alternate nose wheet steering. When the gear has been Lowered manuaLLy, it cannot be retracted. The drag penaLty with gear extended to reach an may make it impossible alternate field. - 03.12.02 403 DEC 18/92 FFFAVB FF F OPERATIONSMANUAL |088 OF SYSTEM B |.088 OF SYSTEMA (Cont) Loss of system B is indicated by the system B pressure at zero and LANDING LANDING GEAR LEVER .................0FF illumination - MANUALGEAR EXTENSION HANDLES.....PULL - - The uptock is released when the handle is putted to its Limit, approximately 18 inches for the main gear and 8 inches The for nose gear. respective red Landing Gear Indicator Light illuminates, uplock indicating release. The gear free-fatts to the Locked position, and the green Light Landing Gear Indicator illuminates as each gear is Locked down. Wait 15 seconds after - - of: MASTER CAUTION Lights. FLT CONT and HYD annunciator Lights. System B LOW PRESSURE Lights. control LOW PRESSURE System B flight Light. FEEL DIFF PRESS Light. (Flaps up) SYSTEM B FLIGHT CONTROLSWITCH ...............STBY RUD activates the standby pump; to the rudder power supplies pressure controL unit; arms the standby LOW the PRESSURE Light; and deactivates fLight control LOW PRESSURE Light. This the Last SYSTEM B HYDRAULICPUMPS ...........OFF MANUAL GEAR EXTENSION HANDLEis Dutted: LANDINGGEAR LEVER ..............DOWN The red Landing Gear Indicator Lights extinguish after the green Landing Gear Indicator Lights ittuminate and the Landing Gear Lever is down. autopilot Outboard flight spoilers, yaw damper and normal brakes are inoperative. Alternate brakes are available. The engine No. 2 thrust reverser and Leading edge flaps and stats have standby pressure. edge flaps have alternate Trailing electrical power. 15 Landing Plan for a flaps Set VREF 15 Plan for alternate fLap extension. When the Leading edge devices have been extended by the aLternate system, they cannot be retracted. The drag penalty with the Leading edge devices extended may make it impossible to reach an alternate field. B, - START SWITCHES ......................0N - - RECALL .........................CHECKED NOSE WHEELSTEERING SWITCH ............................ALT Selecting Steering pressure Steering Alternate Nose Wheel attows System B hydraulic to operate the Nose Wheet system. SPEEDBRAKE..........ARMED, ............... 404 DEC 18/92 on next page) GREEN LIGHT 3 GREEN LANDINGGEAR .............DOWN, FLAPS (Continued , GREEN LIGHT 03.12.03 OPERATIONSMANUAL LOSS OF SYSTEM B DESCENT - LANDING (Cont) ALTERNATE FLAPS MASTER SWITCH ......ARM APPROACH Arms alternate alternate flap AUTOBRAKE..........................0FF ANTI-ICE ...................AS flap system for extension. REQUIRED FLAP LEVER AIR CONDITIONING AND PRESSURIZATION ....................SET ALTIMETERS AND INSTRUMENTS...........SET ..........................15 FLap Lever flaps. & X-CHECKED positioned Landing ALTERNATE FLAPS POSITION SWITCH (230 Knots N1 for Maximum) .......DOWN 8 IAS BUGS ...CHECKED & SET, VREF 15 Set VREF 15 on Airspeed Indicator and Speed Tape. GND PROX SWITCH ...........FLAP Hold down to extend flaps 15 on schedule. Alternate extension time to fLaps 15 is approximately 2 minutes. INHIBIT As flaps To avoid a nuisance than normat Landing warning flaps. with Less adjusted are extending, corresponding airspeed is to fLap position The Landing gear warning horn sounds with flaps between 10 and 15 until all Landing gear are down and Locked. START SWITCHES .....................0N RECALL .........................CHECKED SPEEDBRAKE..........ARMED, LANDINGGEAR .............DOWN, FLAPS 03.12.04 ..................15, GREEN LIGHT 3 GREEN GREEN LIGHT 402 DEC 20/91 OPERATIONSMANUAL DESCENT MANUALREVERSION - APPROACH LOSS OF BOTH HYDRAULICSYSTEMS A & B AUTOBRAKE..........................0FF Loss of system A and B pressure is indicated by the system A and B pressure of: at zero and iLLumination MASTERCAUTION Lights. Lights. FLT CONT and HYD annunciator System A SB LOW PRESSURE Lights. System A & B flight controL LOW PRESSURE Lights. ANTI-ICE ...................AS REQUIRED AIR CONDITIONING AND PRESSURIZATION ....................SET - - ALTIMETERS AND INSTRUMENTS...........SET - - & IAS BUGS ...CHECKED N1 SYSTEM A AND B FLIGHT CONTROL SWITCHES .............STBY RUD This actuates the standby pump; suppLies pressure to the rudder power arms the standby LOW PRESSURE Light; the and deactivates flight controt LOWPRESSURE Lights. control inboard and outboard nose wheet steering, autopilots and yaw damper are inoperative. have Thrust reversers standby pressure. Inboard and outboard brakes have accumulator pressure only. PLan for a fLaps 15 Landing. Set VREF 15. Plan for manual gear and alternate When the gear has flap extension been Lowered manuaLLy, it cannot be retracted. When the Leading edge devices are extended by the alternate system, they cannot be retracted. Maximum airspeed Limited to 230 knots. The drag penalty with gear and/or Leading edge devices extended may make it impossible to reach an alternate field. Ground spoilers, flight spoiters, - & SET, VREF 15 Set VREF 15 on Airspeed Speed Tape. Indicator GND PROX SWITCH ...........FLAP and INHIBIT unit; SYSTEM A AND B HYDRAULICPUMPS .....OFF - & X-CHECKED To avoid a nuisance than normat Landing warning flaps. with Less GO-AROUND PROCEDURE.............REVIEW Accomplish go-around normal procedure except: - to go-around smoothly and stowLy to avoid Advance thrust excessive - - pitch-up. Prepare to bank Limit trim. angle to 15 degrees until 150 knots (or Speed Tape minimum maneuver speed). - 402 DEC 18/92 (Continued on next page) 03.12.05 OPERATIONSMANUAL MANUALREVERSION (Cont) RECALL .........................CHECKED LANDING GEAR .............DOWN, LANDING 3 GREEN GREEN LIGHT ALTERNATE FLAPS MASTERSWITCH ......ARM FLAPS FLAP LEVER MANUALREVERSION LANDINGTECHNIGUES FLap Lever fLaps. ..........................15 positioned for ALTERNATEFLAPS POSITION SWITCH (230 Knots Maximum) Landing .......DOWN HoLd down to extend flaps 15 on schedule. Atternate extension time to fLaps 15 is approximately 2 minutes. As fLaps are extending, airspeed is adjusted corresponding to flap position. The Landing gear warning horn sounds with flaps between 10 and 15 until all Landing gear are down and Locked. LANDINGGEAR LEVER .................0FF MANUAL GEAR EXTENSION HANDLES.....PULL The uplock is released when the handle is pulled to its Limit, approximately 18 inches for the main gear and 8 inches for nose gear. The respective red Landing Gear Indicator Light illuminates, uplock indicating release. The gear free-falls to the Locked position, and the green Landing Gear Indicator Lights iLLuminate as each gear is Locked ..................15, systems With the Loss of both hydraulic are controlled A and B, the ailerons are High control forces manually. required for turns and the control returned wheet must be forceably to the position. Bank angte aileron neutral should be Limited to 20 degrees maximum. Because the rudder is powered system it is by the standby hydraulic still very effective, and care must be The used to prevent overcontroL. elevator is controtted manuaLLy; a To noticeable dead band exists. minimize the effect of the dead band the airplane may be trimmed slightly nose up and a Light forward pressure held on the control column. with a Long Fly Large Landing patterns, straight-in approach. final Keep thrust changes smalt or slow to allow for pitch trim changes. Landing configuration and approach airspeed in-trim, shouLd be established on a Level flight and on the runway path, centerLine so that only a slight reduction to in thrust is required estabLish the Landing profile. Fly a normal Landing profile. Do not make a approach. flat down. Wait 15 seconds after the Last MANUALGEAR EXTENSION HANDLEis Dulled: LANDINGGEAR LEVER ..............DOWN The red Landing Gear Indicator Lights extinguish after the green Landing Gear Indicator Lights illuminate and the Landing Gear Lever is down. START SWITCHES ......................0N 03.12.06 For go-around apply thrust smoothly and trim. in coordination with stabilizer results in Rapid thrust application maximum nose up pitch forces. Keep thrust and flight control movements smooth and moderate. operation On touchdown, thrust reverser wiLL be slow; apply steady brake pressure, do not modulate the brakes. Because of inoperative nose wheel and Limited capacity of brake steering do not attempt to taxi accumulators, the airplane after stopping. 401 JUL 23/93 OPERATIONSMANUAL HYDRAULICPUMP LOWPRESSURE OR OVERHEAT pump LOW PRESSURE Light illuminated Low pump output indicates pressure. The hydraulic pump OVERHEAT Light illuminated indicates fluid or pump overheat. A hydraulic STANDBY HYDRAULICLOWGUANTITY LOW GUANTITY The standby hydraulic indicates Low fLuid Light iLLuminated system. Level in the standby hydraulic The standby inoperative. hydraulic system may be PUMP SWITCH ........................0FF If the action was in response to an overheat Light, positioning the pump switch OFF will cause a Low pressure Light to iLLuminate. adequate pressure One pump provides for normal system operation. STANDBYHYDRAULICLOWPRESSURE The standby hydraulic LOW PRESSURE Light illuminated indicates Low output motor-driven pressure from the electric standby pump. system A and With a Loss of hydraulic B, the rudder is inoperative. 401 DEC 20/91 03.12.07 OPERATIONSMANUAL ICE AND RAIN PROTECTION PAGE ANTI-ICE ENGINE COWLANTI-ICE ENGINE COWLVALVE (OPEN/CLOSED). WING VALVE FAILURE . . . . . . . . . . . PITOT STATIC HEAT MALFUNCTIONS . . 03.13.02 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . .03 WINDOW ARCINGIDELAMINATEDISHATTERED OR CRACKEDWINDOW WINDOWOVERHEAT. 401 DEC 15/87 . . . . . . . . . . . . . . . . . . . . . . . . . .04 . . . . . . . . . . .05 03.13.01 OPERATIONSMANUAL ENGINE COWLANTI-ICE The engine itLuminated COWL ANTI-ICE Light indicates an overtemperature or overpressure condition in the cowL anti-ice conditions Flight WING VALVE FAILURE condition is recognized by the L and/or R VALVEOPEN Lights ittuminated bright blue in fLight. This indicates that the Left or right wing anti-ice with the Wing valve is in disagreement The duct. oermittina: THRUST LEVER ....................RETARD Reduce thrust until the COWL ANTI-ICE Light extinguishes. AUTOTHROTTLE (If engaged) ................DISENGAGE Anti-Ice Switch Ooen Position temperature If total air or no visible prevents undesired activity. is above 10°C moisture: ISOLATION VALVESWITCH .........CLOSE Prevents action autothrottle This position. opening step. the isolation valve from the following procedurat in ENGINE BLEED AIR SWITCH (Affected side) .................0FF ENGINE COWL VALVE (OPEN/CLOSED) Prevents This condition is recognized by the COWLVALVEOPEN Light remaining illuminated bright blue in flight. This indicates that the cowL valve is in disagreement with the Engine Anti-Ice Switch position. ODen unwanted wing anti-ice operation. Closed Avoid Position icing conditions. Position If total air temperature is above 10°C, Limit thrust on the affected engine to 80% N1 if possible. Closed Avoid 03.13.02 Position icing conditions. 401 JAN 26/94 OPERATIONSMANUAL PITOT STATIC HEAT MALFUNCTIONS Lights ittuminated following pitot indicate associated static The malfunctions. 1 AUX STATIC Light F/0 STATIC, 2 AUX P/S Light L OR R ELEV PITOT Light L OR R ALPHA VANE Light TEMP PROBE Light F/0 P/S, 2 AUX STATIC Light CAPT STATIC, 1 AUX P/S Light CAPT P/S, - - - - - - - Avoid icing NûlE: Refer conditions. Flight in icing conditions resuLt in erroneous flight instrument indications. to the pitot schematic 401 DEC 20/91 in Chapter static may system 14. 03.13.03 OPERATIONSMANUAL ARCING/DELAMINATED/SHATTERED OR CRACKED WINDOW Window CRACKED MAXDIFF PANE PRESSURE condition is recognized by arcing, substantiat or deLamination, shattering Window cracking of any cockpit window. 4 is the only window having a middle This glass pane. usually A failed appears transparency Outer Inner Both middLe pane shattered is virtually 1, 2 or 5: APPROX FLT ALT --No Restriction-26,000 5 PSI 15,000 2 PSI FT FT and Lost. Window 4: WINDOW HEAT SWITCH - - Window) .................0FF (Affected Limit maximum airspeed to 250 knots below 10,000 feet. Use crew and passenger oxygen, if required. If Window PANE MAXDIFF PRESSURE Outer Middle Both --No Restriction-26,000 5 PSI 2 PSI 15,000 CRACKED APPROX FLT ALT FT FT 1. 2. 4 or 5 is affected: CABIN ALTITUDE If INDICATOR..................10,000 Window 3 is affected: FT CABIN ALTITUDE INDICATOR....13,990 PRESSURIZATION MODESELECTOR ..................STBY Reduce pressure flight Limiting differential attitude in the table below. 891E: by as indicated For MEA between 15,000 and 20,000 feet select a higher cabin altitude to maintain 2 psi differential. Above 20,000 feet, setect MANDC and maintain 2 psi differential. PRESSURIZATION MODE SELECTOR .......................STBY Reduce pressure differential by flight altitude as indicated Limiting in the tabLe below. Window 3: CRACKED PANE Outer Inner Both 03.13.04 FT MAXDIFF PRESSURE APPROX FLT ALT Restriction---No Restriction-14,000 0 PSI --No FT 401 DEC 18/92 OPERATIONSMANUAL WINDOWOVERHEAT OVERHEATLight iLLuminated indicates that the window heat has been removed from the automatically window. The WINDOWHEAT SWITCH (Affected Window) .................0FF Positioning the WINDOW HEAT Switch the OVERHEAT Light OFF extinguishes and resets After to the system. 2-5 minutes: WINDOW HEAT SWITCH ................0N If the window OVERHEATLiaht re-iLLuminates: WINDOW HEAT SWITCH ...............0FF Limit airspeed to 250 knots below 10,000 feet. maximum WINDSHIELD AIR CONTROLS.........PULL conditioned of the windshield Vents 401 DEC 20/91 air to the inside for defogging. 03.13.05 FF F FBFINB OPERATIONSMANUAL LANDING GEAR PAGE WHEEL WELL FIRE. . . . . . . . . . . BRAKE AUTOBRAKEDISARM. BRAKEPRESSURE INDICATOR ZERO PSI . ANTISKID INOPERATIVE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03.14.02 03.14.02 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . .02 GEAR GEAR LEVER WILL NOT MOVE UP AFTER TAKEOFF MANUALGEAR EXTENSION. PARTIAL OR GEAR UP LANDING. . . . . . 401 AUG 15/90 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .03 . . . . .04 .05 03.14.01 OPERATIONSMANUAL BRAKE PRESSURE INDICATOR ZERO PSI WHEELWELL FIRE This condition is recognized by the fire warning beLL ringing and the illumination of the WHEEL WELL Fire Light. Warning This in out. - Limit Accumulator speed If the Landing gear Lever must be retracted for airplane performance, Leave the Landing gear extended for minutes after the WHEELWELL Fire Warning Light has extinguished. is not available. ANTISKID INOPERATIVE 20 The ANTISKID INOP Light iLLuminated indicates a system fauLt is detected the automatic LANDINGGEAR LEVER (If required) (235 Knots Maximum) ........UP braking systems indications With hydraulic brake operation is unaffected. normat, side There is no Leak on the hydraulic of the brakes. LANDINGGEAR LEVER ...........DOWN Observe extend (270 Kts/.82M) indicates precharge the nitrogen the brake accumuLator has Leaked antiskid by monitoring system. & OFF AUTO BRAKE SELECT SWITCH ...........OFF Land at the nearest suitable airport. Brake with caution. AUTOBRAKE DISARM On around: AUTOBRAKESELECT SWITCH ...........OFF If the Light remains ittuminated, DO NOT attempt takeoff. Inflight: AUTOBRAKESEEECT SWITCH ............OFF THEN RESELECT the AUTOBRAKEDISARM Liaht re-illuminates: If AUTO BRAKESELECT SWITCH .....OFF Use manual brakes. 03.14.02 401 JUL 22/92 OPERATIONSMANUAL If Takeoff Configuration sounds when flaos are GEAR LEVER WILL NOT MOVE UP AFTER TAKEOFF In the event that the Landing Gear Lever cannot be placed to the UP in the normal manner, the position causes are a failure probable of the air/ground safety sensor system or a failure of the Landing gear Lever Locking solenoid mechanism. The of the air/ground sensor A failure system which Leaves the airplane systems in the ground mode, requires corrective action to regain proper operation of important systems such as; automatic airplane pressurization, automatic standby electric power automatic transfer, standby hydraulic power activation, autostats, Landing gear transfer valve operation, staLL and takeoff configuration warning, If the air/ground warning. safety sensor system has failed, a Landing at the nearest suitable airport is recommended. Recognition of this failure is evident if the takeoff configuration warning sounds following flap retraction. CAUTION: air/ground Warnina retracted: futty sensing system has failed. LANDINGGEAR AIR/GND RELAY ..........PULL AND LIGHTS C/B (P6-3) Land at the nearest suitabte airport DO NOT OPERATE THE SPEEDBRAKESINFLIGHT. DESCENT-APPROACH ANTI-ICE .................AS REQUIRED AIR COND & PRESS .................SET ALTIMETER & INSTRUMENTS.........SET & X-CHECKED N1 & IAS BUGS ....CHECKED & SET, VREF LANDING START SWITCHES ....................0N RECALL .......................CHECKED Failure of only the Landing gear Lever Latch solenoid mechanism witL not cause the takeoff configuration warning to sound. NormaL flight operations may continue after Landing gear retraction. the Warning flaos Takeoff Configuration The Landing failed. gear Lever solenoid LANDINGGEAR LEVER ..........UP 3 GREEN the LANDINGGEAR AIR/GND RELAY ..........PULL AND LIGHTS C/B (P6-3) has FLAPS ...............____,GREEN LANDINGGEAR OVERRIDE TRIGGER ...PULL 401 JUL 22/92 LANDINGGEAR LEVER ..............DOWN LANDINGGEAR ...........DOWN, remains silent after are fully retracted: DETENT LANDING GEAR AIR/GND RELAY .........RESET AND LIGHTS C/B (P6-3) LANDINGGEAR LEVER ................DOWN If SPEEDBRAKE...............DOWN & OFF Manually LIGHT deploy the speedbrakes upon touchdown. After immediately some Landing with the C/B putted, reactions are: abnormal systems system will the pressurization pressure maintain a smalt positive and inboard wheel brakes are inoperative at taxi speeds. 03.14.03 OPERATIONSMANUAL MANUAL GEAR EXTENSION If Light procedure if the Landing Gear Lever is placed in the DOWNposition and a green gear Light does not iLLuminate. Use Landina faits stitt a areen Gear Indicator to ittuminate: this WHEEL WELL LIGHT SWITCH ...........ON GEAR DOWN-LOCKVISUAL INDICATOR(S) ..................CHECK LANDINGGEAR LEVER .................0FF removes hydraulic the actuator. This pressure to MANUALGEAR EXTENSION HANDLES.....PULL The uplock is released when the handte is putted to its Limit, approximately 18 inches (45 cm) for the main gear and 8 inches (20 cm) The respective for the nose gear. Gear Indicator Light red Landing uplock illuminates, indicating release. The gear free-fatts to the Locked position, and the green Landing Gear Indicator Light illuminates as each gear is Locked down. Wait 15 seconds after the Last MANUALGEAR EXTENSION HANDLEis Verify that indicator(s) the mechanical (red markings) downlock are aligned. The Main Gear Viewers are Located opposite the 3rd window behind the aft overwing exits, and one foot Left of center. Pult up the carpet to sight under the metat button through the viewer. The Nose Gear Viewer just forward of the is Located cockpit door. Pull up the access door to sight through the viewer. are not If att Landing gear verified down and Locked: Accomplish the PARTIAL or GEAR UP LANDING Checklist. Dutted: LANDINGGEAR LEVER ..............DOWN Gear Indicator The red Landing after the green Lights extinguish Lights Landing Gear Indicator itLuminate and the Landing Gear Lever is down. alL areen Landina Gear Indicator Lights illuminate: After Land normally. 03.14.04 401 DEC 18/92 FFFINB FF F OPERATIONSMANUAL PARTIAL08 - - - AVAILABLE GEAR .......EXTEND G¶AR UP LANDING Burn off fuet to reduce speed. Plan a flaps 40 Landing. Set VREF 40. touchdown If a choice of configuration, att-gear-up i.e., Landing or partiat-gear Landing is available, the decision is based on the amount of Landing gear availabte, the conditions at the Landing field, time of Landing, available facilities, airplane Load distribution, and Brief crew and passengers on emergency procedures. Landing and evacuation DESCENT-APPROACH controllability. ANTI-ICE ...................AS Minimum damage occurs if the airplane is kept on a surfaced Landing area. main A decision to Land with partial gear should consider the ability to on a hard surfaced keep the airplane REQUIRED AIR COND & PRESS ...................SET ALTIMETERS AND INSTRUMENTS...........SET & X-CHECKED runway. & SET, VREF 40 indicator N1 AND IAS BUGS .........CHECKED Set VREF 40 on airspeed and speed tape. Prior to IF DESIRED ENGINE BLEED AIR SWITCHES ........OFF ensures depressurized This the airplane is at touchdown. APU SWITCH .........................0FF aDoroach: AURALWARN C/B (P6-3) .............PULL LANDING PROCEDURE ...............REVIEW Position fuel pump switches off just prior Fuel pressure to to flare. the engines should be shut off prior to Landing to reduce the possibility of fire. After stop, accomplish the PASSENGEREVACUATIONChecklist. - PutL circuit breaker marked AURAL WARNor WARNHORN to inhibit warning when Landing flaps are selected. - AUTO SPEED BRAKE C/B (P6-2) .......................PULL BülE: GND PROX SWITCH ...........GEAR INHIBIT Do not unless raise the speedbrakes stopping distance is critical. To avoid close gear a nusiance to the ground retracted. warning when with the Landing LANDING START SWITCHES ......................0N STANDBYPOWERSWITCH ...............BAT RECALL .........................CHECKED Ensures powered that the standby after bus is SPEEDBRAKE.................DOWN Landing. AUTOBRAKESELECT SWITCH ...........OFF Normal braking can be used directional control. 401 DEC 18/92 LANDINGGEAR .......... DETENT DOWN, GREEN LIGHT(S) to aid in FLAPS ..................40, GREEN LIGHT 03.14.05 FFFING FF F OPERATIONSMANUAL One main extended: PARTIAL OR GEAR UP LANDING (CONT) gear down and nose aear PARTIAL OR GEAR UP LANDINGTECHNIGUES The Landing gear witL absorb the shock and delay touchdown of initiat General the engine. Consideration suitabte best fire-fighting should be given to the airport with adequate capability. Coordinate with att ground emergency facilities. For example, the fire trucks normally operate on a common frequency with the airplane and can advise the crew of airplane condition Landing. during wheel steering for directional and reverse thrust on braking the engine opposite the unsupported to keep airplane wing as required roLLing straight. Use nose controt, Maintain possible. Both ALL gear un or oartiatty initial directional ground slide. One main aear main aear Levet as Long as down (Nose aear uo:) extended: The engines contact the ground first. There is adequate rudder available maintain wings controt to during only extended: Use normal reverse. Hold the nose up after Landing. Use as Long as possible trim if desired, stabilizer to assist. aft may aid in Moving passengers the nose gear off the runway. holding Lower the nose as gently as possible. the touchdown at the 1000-foot mark, the nose of the airplane normally contacts the runway approximately 2000-4000 feet from touchdown at speeds With the airplane on the side of the runway that corresponds to the available gear down. Land of 40-70 Maintain possible. wings Levet Use braking and reverse thrust on the engine opposite the unsupported wing as required to keep the airplane roLLing straight. 03.14.06 knots. as Long as Nose aear onLY extended: The engines contact the nose gear. the ground prior to 403 JUL 22/92 OPERATIONSMANUAL WARNINGSYSTEMS PAGE OVERSPEED. . . . . . . CONFIGURATION WARNING. GROUNDPROXIMITY ALERT 401 DEC 15/87 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03.15.02 03.15.02 03.15.02 03.15.01 OPERATIONSMANUAL GROUNDPROXIMITY ALERT OVERSPEED This condition is recognized by warning cLacker. Mach/airspeed The Mach/airspeed sounds until the warning cLacker is reduced below airspeed Vmo/Mmo. Reduce thrust and, if required, adjust attitude to reduce airspeed to Less than Vmo/Mmo. procedure is accomplished anytime a RATE", "TERRAIN", "DON'T SINK", "TOO LOW GEAR", "TOO LOW FLAPS", "TOO LOW TERRAIN", or "GLIDE SLOPE" aural alert sounds, or the BELOWGIS Light aurat illuminates with no associated signal. This "SINK the flight Correct airplane path or the configuration. 891&: If an alert CONFIGURATION WARNING This procedure is accomptished when an intermittent warning horn sounds when advancing thrust Levers to takeoff, or a steady warning horn sounds inftight. Assure proper occurs when flying under daytight VFR conditions, visual verification and positive is made that no hazard exists, the alert may be regarded as and the approach may cautionary be continued. airplane configuration. of items which cause stabilizer trim, flaps, speedbrakes, or Leading edge devices, brake (As Landing gear or parking installed). Accomplish configuration change if necessary. Check position warnings: 03.15.02 402 JUL 23/93 OPERATIONSMANUAL NON-NORMALMANEUVERS PAGE APPROACHTO STALL RECOVERY REJECTED TAKEOFF TERRAIN AVOIDANCE. . 401 DEC 15/87 03.16.02 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . . . . . . . . .04 03.16.01 OPERATIONSMANUAL APPROACHTO STALL RECOVERY The following or stick buffet is immediately accomplished at the first indication of stalt, shaker. PILOT FLYING PILOT NOT FLYING the thrust levers to maximum Assure maximumthrust. Monitor smoothly adjust pitch attitude and airspeed. Call out attitude* to avoid ground contact any trend toward terrain contact. or obstacLes. Levet the wings (do not change flap or Landing gear configuration). Advance thrust, When ground contact is no longer a to factor, adjust pitch attitude accelerate the airplane while minimizing altitude loss. Return to the speed appropriate configuration. for the *BRII: At high altitudes it may be necessary the horizon to achieve acceleration. 03.16.02 to decrease pitch attitude below 401 DEC 15/87 OPERATIONSMANUAL REJECTED TAKEOFF Prior to V1, the following is immediately accomplished in the event of engine faiture, engine fire, unsafe configuration or any adverse condition significantly affecting the safety of flight. Once solely thrust is set and takeoff rott has been established, rejecting a takeoff for illumination of the amber MASTER CAUTIONLight is not recommended. The pilot will announce "ENGINE FAILURE", "ENGINE FIRE", the unsafe or any other situation adversely affecting the safety of flight. not flying configuration PILOT PILOT FLYING NOT FLYING close verify all required actions have Simultaneously Levers (disengage the been completed and call out any if required) and apply omissions. autothrottle, maximummanual wheel brakes. If RTO autobrakes is selected, monitor system performance and apply manual wheel brakes if the AUTOBRAKE DISARMLight illuminates or deceleration is not adequate. Raise the delay: Without the thrust speedbrakes and apply maximum thrust consistent reverse with conditions. Field Length permitting, initiate movement of the reverse thrust levers to reach the idle reverse detent by taxi speed. If another time (refer Call out 60 knots. takeoff is planned, review brake cooling schedule for brake cooling to Chapter 23, Section 10 for this information). DEC 20/91 03.16.03 OPERATIONSMANUAL TERRAIN AVOIDANCE(Windshear Guidance Equipped Airplanes) is immediately accomplished whenever the threat of ground contact exists. Either of the following conditions is regarded as presenting a potential for ground contact: Activation of the "PULL UP" or "WINDSHEAR" warning. in unacceptable Inadvertent windshear encounter or other situations resulting flightpath deviations. The following - - NRIE: In generat, unacceptable flightpath deviations may be recognized uncontrolled conditions changes from normal steady state flight 1000 feet AGL in excess of any of the following: o o o o o 15 knots indicated airspeed 500 FPM vertical speed 5 degrees pitch attitude 1 dot displacement from the glidestope Unusual thrust lever position for a significant PILOT FLYING MANUALFLIGHT/SINGLE CHANNEL OPERATION Press either TO/GA switch. Disengage the autothrottle and aggressively position the thrust levers forward to ensure maximum thrust is attained. Rotate smoothly, at a normal rate, toward pitch attitude of an initial Follow flight director 15 degrees.* TO/GA guidance (If available). PILOT Assure maximum required and call period of as below time NOT FLYING thrust. Verify all actions have been completed out any omissions. DUAL CHANNEL OPERATION Press either T0/GA Switch. Verify TO/GA mode annunciation and thrust has advanced to GA power. Monitor system performance.** Monitor vertical speed and altitude. Do not attempt to change flap or gear position or regain lost airspeed until ground contact is no Longer a factor. *Bâli: Pitch attitudes PULL UP warning Monitor vertical speed and attitude. Call out any trend toward terrain contact, a descending flight path, or significant airspeed in excess of 15 degrees may be required and/or avoid terrain. deviations. to silence the In all cases, the pitch attitude stick that results in intermittent shaker or initial buffet is the upper pitch attitude Limit (this may be less than 15 degrees in a severe windshear encounter). When flaps are (PLI) (As installed) provides extended, the Pitch Limit Indicator a visual reference limit. of attitude **WARNING: SEVEREWINDSHEARMAYEXCEED THE PERFORMANCE CAPABILITY OF THE AFDS. IF NECESSARYTO AVOID GROUNDCONTACT, THE PILOT FLYING MUSTBE PREPARED TO DISCONNECTTHE AUTOPILOTSAND AUTOTHROTTLE AND FLY MANUALLY. 03.16.04 402 JAN 26/94 OPERATIONSMANUAL NON-NORMAL FLIGHT PATTERNS PAGE ENGINE FAILURE AFTER V1 (AFS). ONE ENGINE INOPERATIVE (AFS) NON-PRECISION APPROACH ONE ENGINE INOPERATIVE CIRCLING APPROACH ONE EN6INE INOPERATIVE MANUALREVERSION LANDINGOR HYDRAULICSYSTEM B INOPERATIVE LANDING JAMMEDSTABILIZER LANDING. TRAILING EDGE FLAPS UP LANDING ALL FLAPS UP LANDING TAKEOFF ILS - 03.17.02 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .02 - . 401 JUL 23/93 . . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . . . . . .04 . . . . . . . . . . . . . . .05 . . . . . . . . . . . . . . . . . . . . . .05 . . . . . . . . . . . . . . . . . . . .06 . . . . . . . . . . . . . . . . . . . .06 . . . 03.17.01 OPERATIONSMANUAL TAKEOFF ENGINE FAILURE AFTER V1 (AFS) - FLAPS UP • LVL CHG • SET MAXIMUM CONTINUOUS THRUST GEAR UP • • MANUALLY ADVANCE THRUST PRESS TO/GA VR • • V2 TO V2 + 20 FLAP RETRACTION ALTITUDE SELECT FLAPS UP SPEED MANEUVERING • RETRACTFLAPS ON SCHEDULE • MANUALLY ROTATETO TAKEOFFPITCH ATTITUDE ILS - ONE ENGINE INOPERATIVE (AFS) APPROACHING INTERCEPT HEADING MISSED APPROACH(MANUAL) • PRESS TO/GA LOC CAPTURE e • SET APPROPRIATE HEADING GLIDE SLOPE CAPTURE • INBOUND SET • GEARDOWN MISSED • FLAPS 15 APPROACH FINAL APPROACH SPEED ALTITUDELVREF + 5 • GO-AROUND ATTITUDE ANDTHRUST 50 FEET • DISENGAGEAUTOPILOT NON-NORMAL FLIGHT PATTERNS 03.17.02 401 DEC 20/91 OPERATIONSMANUAL NON-PRECISION APPROACH ONE ENGINE INOPERATIVE FLAPS 5 • • • FLAPS FLAPS 5 • MISSED WPROACH GO-AROUND • THRUST GO-AROUND • ATTITUDE • FLAPS 1 • POSITIVE RATE OF CLIMB • GEAR UP • RETRACT F1]PS ON SCHEDULE DESCEND TO MDA PRIOR TO DESCENT FOR STRAIGHT-IN WPROACH • • GEAR DOWN F1]PS 15 (OPTION • GEAR UP • FLAPS 10/5) FAF RUNWAY IN SIGHT • INTERCEPTINGPROFILE • REDUCETO APPROACH SPEED • BEGIN DESCENT (OPTION • GEAR DOWN • FLAPS 15) NON-PRECISION APPROACH-0NEENGINE INOPERATIVE the final approach course Intercept with flaps 5 and flaps 5 maneuvering speed. Extend the Landing gear and select flaps 15 approximately 1 1/2 miles from the final approach fix. Decelerate in levet flight to flaps 15 maneuvering speed. If the approach is conducted using a radio facility on or very near the allow sufficient time to airport, descend to MDAafter intercepting the final approach course. Descend at an appropriate rate to allow arrival at MDA prior to the visual descent point. flaps 15 maneuvering speed until the runway environment is sighted and intercepting the visual Landing profile. Reduce speed to VREF 15 plus wind correction (minimum VREF 15 + 5) prior to descent on the Landing initiating Maintain e * % some atmospheric conditions, high temperatures and high pressure altitudes combined with high airplane weight, Limit thrust may be required to maintain level flight with gear down and flaps 15. Under If a circling approach is anticipated, maintain flaps 5 until just prior to turning base. As an option, flaps 10 may be used as the approach for the circling approach. If flaps 10 is to be used, to select flaps 10 and decelerate flaps 10 maneuvering speed prior to beginning the circling maneuver. flap setting Prior to turning base, select gear down and flaps 15 and begin decelerating to approach speed. Do not descend below MDAuntil arriving on the visual profile. profile. 401 NOV 01/88 03.17.03 OPERATIONSMANUAL CIRCLING APPROACH ONE ENGINE INOPERATIVE 0/5 MINIMUMDESCENT PRIOR TO TURNING BASE • GEAR DOWN • ALTITUDE (MDA) FLAPS 15 MISSED APPROACH GO-AROUND THRUST • GO-AROUND ATTITUDE • • FLAPS 1 POSITIVE RATE OF CLIMB • GEAR UP • RETRACTFLAPS ON SCHEDULE • INTERCEPTING LANDING PROFILE . NON-PRECISION APPROACH-0NEENGINE safe altitude INOPERATIVE(CONT) retract flaps on the speed schedule. Accomplish the missed approach proceon the approach dure as ittustrated chart. If a turning missed approach accomplish the missed is required, approach procedure through gear up the turn. Limit before initiating bank angle to 15 degrees until accelto VREF 15 plus 15 knots, erating or to the minimum maneuvering speed displayed on speed tape airplanes. until Delay further flap retraction initial is complete and a maneuvering If the approach is misjudged, execute a missed approach without delay. The approach requires enough thrust be maintained to the go-around point so that an immediate thrust response will be available. If the thrust has enbeen reduced to idle, the initial gine acceleration be slow. may Missed ADDroach Accomplish the missed approach procedure, as illustrated, "cursor" speed. at flaps 1 and go-around thrust, rotate towards 15 degrees and call for flaps At a positive rate of climb call "gear up", adjust the pitch attitude to maintain "cursor" speed. At a 03.17.04 and appropriate speed, speed for flap retraction during takeoff is not normally applicable to a missed approach procedure; however, obstacles in the missed approach flight path must be The minimum altitude Apply 1. safe attitude are attained. and appropriate taken into consideration. 401 DEC 20/91 OPERATIONSMANUAL MANUALREVERSION LANDING OR HYDRAULICSYSTEM B INOPERATIVE LANDING • • • FLAPS 15 GEAR DOWN COMPLETE LANDINGCHECKLIST MISSED APPROACH • FINAL APPROACHSPEED • GO-AROUND THRUST(SLOWLY 8 SMOOTHLY) • GO-AROUND ATT MANUALREVERSIONLANDING • • BRAKING MODERATE ONOON RUNWAY, JAMMEDSTABILIZER LANDING • COMPLETELANDING CHECKLIST • FINAL APPROACH SPEED MISSED APPROACH GO-AROUND • THRUST GO-AROUND • ATTITUDE • FLAPS 15 • POSITIVE RATE OF CLIMB • GEARUP • RETRACTFLAP NON-NORMAL FLIGHT PATTERNS 401 NOV01/88 03.17.05 OPERATIONSMANUAL TRAILING EDGE FLAPS-UP LANDING • • • • • FINAL APPROACH SPEED EXTEND LEADINGEDGE DEVICES GEARDOWN COMPLETELANDINGCHECKLIST LIMIT BANKANGLETO 15. AT SPEEDS BELOW 210 KTS MISSED APPROACH GO-AROUND • THRUST GO-AROUND • ATTITUDE • POSITIVE RATE OF CLIMB ALL FLAPS-UP LANDING • • GEAR DOWN • COMPLETELANDINGCHECKLIST LIMIT BANK ANGLETO 15. AT SPEEDS BELOW210 KTS • FINAL APPROACH SPEED MISSED APPROACH • • • • GO-AROUND THRUST GO-AROUND ATTITUDE POSITIVE RATE OF CLIMB GEAR UP NON-NORMAL FLIGHT PATTERNS 401 03.17.06 NOV 01/88 OPERATIONSMANUAL CHAPTER 4 CHECKLISTS PAGE TABLE OF CONTENTS ...................................................04.00.01 INTRODUCTION ........................................................04.01.01 NORMALCHECKLIST PERFORMANCEDATA ....................................................04.02.01 ....................................................04.03.01 NON-NORMAL CHECKLISTS ...............................................04.04.01 AIR CONDITIONING, PRESSURIZATION AND PNEUMATICS ...................04.04.02 APU, ENGINES AND VOLCANICASH......................................04.05.02 AUTO FLIGHT, COMMUNICATIONS,FLIGHT INSTRUMENTSAND NAVIGATION ....04.06.02 DITCHING, DOORS, EMERGENCY EGUIPMENT, PASSENGEREVACUATIONAND TAILSTRIKE ON TAKEOFF ...........................................04.07.02 ELECTRICAL ........................................................04.08.02 SMOKEREMOVAL .....................................................04.09.02 FLIGHT CONTROLS FUEL ...................................................04.10.02 ..............................................................04.11.02 HYDRAULICPOWER....................................................04.12.02 ICE AND RAIN PROTECTION............................................04.13.02 LANDINGGEAR ......................................................04.14.02 WARNINGSYSTEMS 401 JUL 07/94 ...................................................04.15.02 04.00.01 OPERATIONSMANUAL INTRODUCTION GENERAL This chapter contains in abbreviated required by the form, information trained fLight crew to operate the airplane for most normat and non-normal situations. dupticate of this information can be found in the Guick Reference Handbook (GRH) which is designed for convenient flight crew use. Inflight reference to VoLumes 1, 2, and 3 of the Operations Manual is not usually necessary. The GRH is designed so that normal checklists and frequently used performance data may be removed from the remainder of the document. A is used by the The Normal checklist fLight crew after accomptishing att procedural items. applicabLe On the Captains command the First Officer reads and the Captain responds to the BEFORE START, AFTER START, BEFORE At TAKEOFF, and SHUTDOWNchecklists. the request of the pitot flying, the not flying will read the LANDING pitot checkList and the pitot flying will respond. The pilot not flying reads atoud and responds aLoud to the AFTER TAKEOFF and DESCENT-APPROACHChecklists flying. when requested by the pilot of the control or The position indication is visually verified and stated in response to a checklist When a disagreement between chattenge. the response chapter is divided into performance checktists, data non-normaL checklists. The discussion pertains to both chapter and the ûRH. This normal and foLLowing and checklist answer is mandatory that the checklist be discontinued reading the checklist item is property resolved. occurs, it untit this Fottowing checklist, the completion of each normal not flying states CHECKLIST COMPLETE." the pilot NORMAL CHECKLISTS " Normal checklists are organized by phase of flight. Dashed Lines define Logical hold points that allow partial completion of the checklist until further action is appropriate. PERFORMANCE DATA Normal checklists are used to verify that certain criticaL procedural steps have been accomplished. Only procedural steps which, if omitted, would have a direct and adverse impact on normal operations, are included. pages contain performance used by the information routinely flight flight crew. If detailed are to planning or takeoff calculations be accomptished, the performance chapter of the operations manual should be referenced. These NON-NORMAL CHECKLISTS Non-normal may be accomplished "through" items that are not yet able to be completed, however, when confirming the procedures with the GRH, the checklist must be held until alL required steps are completed. When the checklist, holding the person reading the checklist should state, Procedures "HOLDING AT checklists are provided to cope with or contain non-normal situations. They are grouped into Logical categories to facilitate is retrieval. A table of contents Each provided for each category. category is then separated into recall Both types and reference checklists. of checklists are Listed alphabetically ." and recall 401 JAN 26/94 steps are BOXED . 04.01.01 OPERATIONSMANUAL INTRODUCTION (Cont) checkList reference items are read with appropriate action being taken by the pilot not flying. After accompLishing the checklist item, the pilot not flying states checkList If a checklist item cannot response. be completed at that point, the checklist must be held until the When required step is compLeted. the pilot not the checklist holding flying should state, "HOLDING AT The aloud, of non-normal checklist actions commences when the airplane flight path and configuration are property established. Only a few situations require an immediate response (e.g., staLL warning, GPWS pull-up warning and rejected takeoffs). Execution time is available to assess before corrective the situation action is initiated. ALL actions should then under the Captain's be coordinated Usually, supervision and performed in a systematic manner. deLiberate, Under no circumstances should flight path control be compromised. When a non-normat at the Captain's situation is evident, command, each crewmember systematically and without recaLL action items detay accomptishes (if any) in their area of responsibility. The Captain catLs for the checklist when the flight path is under controt, the airplane is not in a critical stage takeoff or Landing), of flight (e.g., and all recaLL items are complete. The pilot not flying witL then read aloud in sequence each checklist item, including the response. RecaLL BOXED ." reference The Captain may also direct procedures to be accompLished by recaLL if no hazard is created by such action or time does not or if the situation permit reference to a checkList. The Captain then catts for the appropriate checklist. Checklist Checklists equipment condition essential the flight. be rechecked by the pilot to ensure that the challenged action, switch i.e., position instrument configuration, , etc. has been accomplished. The pilot flying witL then respond appropriately to the chattenge, confirming the action or describing the configuration. or notes be made aware when items exist. of such items Accomplishment until preparation for can be approach. must be aware that checklists cannot be created for all conceivable and are not intended to situations preclude good judgment. In some cases deviation from checklists may, at the discretion of the Captain, be Pitots necessary. Following completion checklist, the pilot " 04.01.02 items provide Lists of inoperative onty when knowLedge of the of such equipment is for planning the remainder of The Captain should Landing preparation delayed items will not flying informational are read aloud. The pilot flying does but responds in not repeat such items, he heard and some manner to indicate understood the information. of each non-normal not flying states CHECKLIST COMPLETE". 401 DEC 18/92 737-300/400/500 NORMALCHECKLIST BEFORE START * * * * * * * * * * * * * * * * * COCKPIT PREPARATION...........COMPLETED LIGHT TEST......................CHECKED OXYGEN & INTERPHONE.............CHECKED YAW DAMPER...........................0N FUEL.................____KGS & PUMPS ON GALLEY POWER.........................0N EMERGENCY EXIT LIGHTS.............ARMED NO SMOKING & FASTEN BELTS.......AUTO/0N WINDOW HEAT..........................0N HYDRAULICS.......................NORMAL AIR COND & PRESS...........1 PACK, BLEEDS ON, SET NAV SWITCHES................AS REQUIRED AUTOPILOTS...................DISENGAGED INSTRUMENTS...................X-CHECKED ANTISKID.............................ON AUTOBRAKE...........................RTO SPEEDBRAKE..................DOWN DETENT PARKING BRAKE.......................SET STABILIZER TRIM CUTOUT SWITCHES.................NORMAL WHEEL WELL FIRE WARNING.........CHECKED RADIOS, RADAR & TRANSPONDER........................SET RUDDER & AILERON TRIM.......FREE & ZERO PAPERS...........................ABOARD FMCICDU.............................SET N1 & IAS BUGS.......................SET FOR START---------- ----------CLEARED * * * * DOORS............................CLOSED AIR CONDITIONING PACK...............0FF START PRESSURE...................___PSI ANTICOLLISION LIGHT..................0N * 402.1 AUG 19/94 402.1 AUG 19/94 Through fLights 737-NC 02.01 04.02.01 737-300/400/500 NORMALCHECKLIST AFTER START ELECTRICAL................GENERATORS PITOT ON HEAT...........................0N ANTI-ICE....................AS AIR COND & PRESS..........PACKS APU.........................AS START LEVERS................IDLE REQUIRED ON, FLT REQUIRED DETENT BEFORE TAKEOFF RECALL..........................CHECKED FLIGHT CONTROLS.................CHECKED GREEN LIGHT FLAPS.................____, STABILIZER TRIM.............. UNITS COCKPIT DOOR.....................LOCKED TAKEOFF BRIEFING...............REVIEWED ---------CLEARED FOR TAKEOFF START SWITCHES.......................0N TRANSPONDER..........................ON AFTER TAKEOFF AIR COND & PRESS....................SET START SWITCHES......................0FF LANDING GEAR...................UP FLAPS.....................UP, DESCENT - APPROACH ANTI-ICE....................AS AIR COND & PRESS....................SET ALTIMETER & INSTRUMENTS............SET N1 & IAS BUGS.............CHECKED 04.02.02 02.02 & OFF NO LIGHTS 737-NC REQUIRED & X-CHECKED & SET 405 SEP 08/92 405 SEP 08/92 737-300/400/500 NORMALCHECKLIST LANDING START SWITCHES.......................0N RECALL..........................CHECKED SPEEDBRAKE...........ARMED, LANDING GEAR..............DOWN, FLAPS................ , GREEN LIGHT 3 GREEN GREEN LIGHT SHUTDOWN\ FUEL..........................PUMPS * * * * * * * * * * * * * * * * GALLEY POWER................AS ELECTRICAL......................0N FASTEN BELTS........................0FF WINDOW HEAT.........................0FF PITOT HEAT..........................0FF ANTI-ICE............................0FF OFF REQUIRED ELECTRIC HYDRAULIC PUMPS............0FF AIR COND & PRESS...........1 PACK, BLEEDS ON, GRD REQUIRED EXTERIOR LIGHTS.............AS ANTICOLLISION LIGHT.................0FF START SWITCHES......................0FF AUTOBRAKE...........................0FF SPEEDBRAKE..................DOWN DETENT NO LIGHTS FLAPS.....................UP, REQUIRED PARKING BRAKE...............AS START LEVERS.....................CUTOFF WEATHER RADAR.......................0FF TRANSPONDER.................AS REQUIRED SECURED--------------- IRS MODE SELECTORS..................0FF EMERGENCY EXIT LIGHTS...............0FF AIR CONDITIONING PACK...............0FF APU/GROUND POWER....................0FF BATTERY.............................0FF * 405 SEP 08/92 405 SEP 08/92 Through flights 737-NC 02.03 04.02.03 ABBREVIATED PERFORMANCE 737-400.............................03.01 FAA CERT KGS 3C-1 at 23.5K OR CFM56-3C-1 DERATES: 22K (TO-1) 20K (TO-2) = 433.1 AUG 19/94 433.1 AUG 19/94 03.00A 04.03.00A (INTENTIONALLY LEFT BLANK) 04.03.008 03.00B 401 JUL 23/93 401 JUL 23/93 FAA 23.5K -400 TAKEOFF SPEEDS PMC ON COLUMNREFERENCE TEMPERATUREC EL W1LO 20 30 40 50 60 SLOPE/WINDV1 ADJUSTMENT* SLOPE % WIND KTS UP TAIL HEAD 1000 DN KG 0 0 40 2 4-30 70 1 60 0 0 3 1 50 O 2 0 2 40 0 0 2 2 WEIGH1 70 -2 E - F C A III - -15 -30 40 80 100 120 60 S BELOW TEMPERATURE *F i 140 -2 -3 -2 -3 -2 -3 *V1 NOT TO EXCEEDVR 150 FLAPS 5 WT A 1000 KG 65 60 55 50 45 40 -------- 1R21R21R2 150 143 136 128 154 147 139 131 123 112 115 162 151 156 155 144 148 149 136 140 143 129 132 136 123 130 112 115 D E WT 1000 KG 65 60 55 50 45 40 C B - Y1 155 148 142 135 128 140 132 124 116 157 149 141 133 125 113 116 152 145 138 130 161 155 148 142 135 129 F Y1 YR YR Y2 145 149 138 142 130 133 125 113 116 161 155 149 142 136 129 1 YR Y2 2 148 141 134 128 128 128 119 120 143 135 126 118 134 127 IN BOXEDAREA CHECKMINIMUMV1 (MCG) FOR ACTUAL TEMP. MINIMUM V1 (MCG) ACTUAL OAT °C °F 55 131 50 122 40 104 30 86 20 68 10 50 -50 PRESS ALT FT -1000 -58 107 111 116 120 120 120 121 2000\4000 0 105 109 114 120 120 120 121 104 110 115 117 117 118 105 110 114 114 115 6000 8000 100 106 110 111 112 96 102 106 108 109 FOR A/C OFF INCREASEV1 (MCG) BY 3 KNOTS. FLAPS 5 STABILIZER IC.G. % MAC STAB TRIM 6 5 1/2 10 5 18 22 26 30 4 1/2 3 3/4 3 1/4 2 3/4 2 1/4 FOR WEIGHTSAT OR BELOW 45,400 FOR WEIGHTSAT OR ABOVE 61,300 402.2 JUL 07/94 402.2 JUL 07/94 TRIM SETTING 14 KG SUBTRACT1/2 UNIT. KG ADD1/2 UNIT. 737-PD 03.01 04.03.01 PMC ON TAKEOFF SPEEDS COLUMNREFERENCE °C TEMPERATURE 20 30 40 50 BEL W 10 60 SLOPE/WINDV1 ADJUSTMENT* SLOPE % WINDKTS UP TAIL HEAC 1000 DN KG 0 0 40 2 70 0 4 0 1 0 3 1 60 0 50 0 2 0 2 2-30 40 2 WEIGH1 70 -2 f E C -15 -3 -3 -2 -3 -2 -3 -20 40 100 120 60 80 *F TEMPERATURE S BELOW 110 140 *V1 NOT TO EXCEEDVR FLAPS 15 WT C B A 1000 ----------- KG 1 2 R R Y2 1 148 151 157 142 145 152 143 146 135 138 146 136 139 1iß 131 141 129 132 121 123 135 122 124 113 116 129 113 116 105 107 122 105 108 65 60 55 50 45 40 WT 1000 KG 65 60 55 50 45 40 D 2 151 146 140 134 128 122 145 147 138 140 131 133 125 115 118 107 110 152 146 140 134 128 122 F E Y1 YR 139 132 R 1 1 R 134 134 127 119 111 2 140 133 126 118 110 146 140 134 128 121 L 1 R 2 139 133 127 120 120 112 120 113 127 120 2 IN BOXEDAREACHECKMINIMUM V1 (MCG) FOR ACTUAL TEMP. MINIMUMV1 (MCG) ACTUAL OAT °Cl *F 50 122 40 104 30 86 20 68 10 50 -50 -58 PRESS ALT FT -1000 111 116 120 120 120 121 0 109 114 120 120 120 121 12000\4000 104 110 115 117 117 118 105 110 114 114 115 6000 8000 100 106 110 111 112 96 102 106 108 109 FOR A/C OFF INCREASEVg (MCG) BY 3 KNOTS. FLAPS 15 STABILIZER TRIM SETTING C.G. % MAC 6 10 14 18 22 26 30 STAB TRIM 5 4 1/4 3 3/4 3 2 1/2 1 3/4 1 FOR WEIGHTSAT OR BELOW 45,400 FOR WEIGHTSAT OR ABOVE61,300 04.03.02 03.02 KG SUBTRACT1/2 UNIT. KG ADD 1/2 UNIT. 737-PD 401.2 JUL 07/94 401.2 JUL 07/94 23.5K -400 AX TAKEOFF %N1 VALID FOR 2 PACKS ON (AUTO) ENGINE A/I AIRPORT OiT *F C 50 40 35 30 20 10 5 0 -10 -20 - -22 93.6 94.8 95.4 96.1 96.6 96.5 95.7 94.9 94.1 93.3 92.5 91.6 89.9 88.2 86.4 84.7 82.8 -40 -50 PMC ON 0 1000 2000 3000 4000 5000 6000 7000 8000 93.5 95.1 95.9 96.6 97.3 97.8 97.0 96.2 95.4 94.6 93.7 92.9 91.1 89.4 87.6 85.8 83.9 93.0 94.9 95.9 96.6 97.2 97.8 97.6 96.7 95.9 95.1 94.2 93.4 91.6 89.9 88.1 86.3 84.4 92.5 94.8 96.0 96.6 97.2 97.9 98.3 97.5 96.6 95.8 94.9 94.1 92.3 90.6 88.8 86.9 85.0 94.4 95.8 96.5 97.1 97.8 98.6 98.1 97.2 96.4 95.5 94.7 92.9 91.1 89.3 87.4 85.6 93.3 95.4 96.4 97.1 97.8 98.6 98.7 97.8 97.0 96.1 95.2 93.5 91.7 89.9 88.0 86.1 95.3 96.4 97.2 97.9 98.7 99.3 98.4 97.6 96.7 95.8 94.1 92.3 90.4 88.5 86.6 94.7 96.4 97.1 97.9 98.7 99.4 99.1 98.2 97.3 96.5 94.7 92.9 91.0 89.1 87.2 94.1 96.4 97.1 98.0 98.8 99.5 99.7 98.8 97.9 97.0 95.3 93.4 91.6 89.7 87.7 95.9 97.1 97.9 98.7 99.4 99.9 99.3 98.4 97.5 95.7 93.9 92.0 90.1 88.1 -1000 131 122 113 104 95 86 77 68 59 50 41 32 14 4 -30 0N OR OFF AIRPORT PRESSUREALTITUDE FT -58 MAX CLIMB %N1 93.7 93.9 93.8 92.2 90.6 89.0 87.4 85.7 84.0 82.3 -10 -20 -30 -40 CONFIGURATION A/C PACKS OFF 1.0 DO NOT OPERATE ENGINE ANTI-ICE "ON" AT AIRPORT OAT ABOVE10°C (Wo¶) 250/280/.74M VALID FOR 2 PACKSON (AUTO) ENGINE A/I OFF PRESSUREALTITUDE 1000 FT TAT ©C 0 5 10 15 20 30 35 25 50 40 30 20 10 0 % N1 BLEED ADJUSTMENTS 37 93.9 94.0 94.8 94.4 92.8 91.1 89.4 87.7 86.0 84.2 94.1 94.3 95.1 96.1 95.2 93.5 91.8 90.0 88.3 86.4 95.0 95.8 96.8 97.3 95.5 93.8 92.0 90.1 88.3 95.2 96.0 97.1 98.3 98.2 96.4 94.5 92.6 90.7 -0.2 -0.2 -0.3 -0.3 -0.4 -0.4 -0.4 -0.4 -0.4 -0.6 -0.7 -0.7 -0.8 -0.9 -0.9 -0.9 -0.9 -0.9 -0.9 -0.9 -1.0 -1.2 -1.4 -1.7 -1.9 -2.2 -2.2 96.0 97.1 98.5 100.1 98.8 96.9 95.0 93.0 97.1 98.6 100.3 101.4 99.4 97.4 95.4 98.6 100.3 102.1 102.3 100.3 98.2 98.6 100.3 102.1 102.5 100.5 98.4 AIC PACKS HIGH INGONA/I AX GO-AROUND %N1 VALID FOR 2 PACKS ON (AUTO) ENGINEA/I ON OR OFF AIRPOR TAT PRESSUREALTITUDE FT OAT °C *F °C 55 50 45 40 35 30 25 20 15 10 5 O m > Ë o O -10 -20 IQ -30 = 401.2 JUL 07/94 - 131 122 113 104 95 86 77 68 59 50 41 32 14 4 -22 - -18 -28 -40 -40 -38 -50 -58 -48 0 -100 58 93.6 53 94.9 48 95.5 43 96.0 38 96.5 33 96.5 28 95.7 23 94.9 18 94.1 13 93.2 8 92.4 3 91.6 8 89.8 88.1 86.3 84.5 82.7 93.7 95.1 95.9 96.7 97.3 97.7 96.9 96.1 95.2 94.4 93.6 92.7 91.0 89.3 87.5 85.7 83.8 401.2 JUL 07/94 1000 2000 3000 4000 93.6 95.0 95.9 96.6 97.3 97.9 97.4 96.6 95.8 95.0 94.1 93.3 91.5 89.8 88.0 86.2 84.3 93.4 94.9 96.0 96.6 97.2 97.9 98.2 97.4 96.5 95.7 94.8 94.0 92.3 90.5 88.7 86.8 85.0 94.9 95.9 96.5 97.2 97.9 98.7 98.0 97.1 96.3 95.5 94.6 92.8 91.1 89.2 87.4 85.5 94.4 95.5 96.5 97.2 97.9 98.7 98.6 97.8 96.9 96.1 95.2 93.4 91.6 89.8 87.9 86.0 5000 6000 7000 95.5 96.5 97.3 98.0 98.8 99.2 98.l. 97.5 96.7 95.8 94.0 92.2 90.4 88.5 86.6 737-PD 95.7 96.5 97.3 98.0 98.8 99.5 99.0 98.2 97.3 96.4 94.6 92.8 91.0 89.1 87.2 8000 % N1 BLEED 95.8 ADJUSTMENTS 96.5 96.1 W C 97.3 97.2 CONFIGURATION +60 98.1 98.E +1.7 A/C PACKS OFF +1. 99.0 98.E A/C PACKS HIG 99.6 99.t 99.7 10D.1 E NES 98.8 99.2 1 ENG INOP 97.9 98.4 DO NOT OPERATE 97.0 97.1 ENGINE ANTI-ICE 95.2 95.7 ,, 93.4 93.*, ON" AT TOTAL 91.5 92.t AIR TEMPERATURES 89.6 90.1 ABOVE10 *C 87.7 88.1 (goF) -50 -0. -0.: -1. -1.1 -2. -2.( 03.03 04.03.03 23. 5K -400 ASSUMEDTEMPERATUREREDUCED THRUST PMC ON TAKEOFF%N1 MINUS %N1 ADJUSTMENT ASSUMED TEMP %N1=MAX MAXIMUM ASSUMEDTEMPERATURE* OAT °C 0 -1 55 50 45 70 67 65 40 64 35 62 30 61 25 61 20 61 15 & 61 PRESS ALT 1000 FT 1 2 3 4 5 6 7 71 67 65 63 61 59 59 59 59 69 67 64 62 61 59 58 58 58 PRESS ALT 1000 FT OAT 8 °F -1 15 15 158 15 14 14 14 144 142 14 142 13 142 13 14 13 130 67 65 63 64 62 61 60 59 57 62 60 59 58 57 56 55 60 58 57 56 55 54 53 58 57 55 54 53 52 51 56 55 53 52 51 50 49 56 55 52 51 50 49 48 56 55 52 51 49 48 46 BELOW 0 120 110 100 90 80 70 60 8 1 2 3 4 156 151 14 14 13 1 13 136 151 14 14 13 134 13 13 14 14 13 136 13 13 13 14 14 1 13 12 126 12 5 6 7 13 134 13 127 137 133 12 12 135 131 127 12 124 12 12 12 121 11 8 125 12e 12& 11E 11t BELOW *BASED ON 25% TAKEOFF THRUST REDUCTION MAXTAKEOFF %Ng FOR A/C OFF ADD 1.0 %N1 VALID FOR 2 PACKS ON (AUTC) ENGINE : /I ON OR OFF ASSUMED AIRPORT PRESSUREALTITUDE FT TEMP °C •F 0 86.2 86.3 88.8 91.2 93.6 95.1 95.9 96.7 97.3 97.8 97.0 96.2 95.4 1000 87.2 86.5 88.4 90.8 93.1 94.9 95.9 96.6 97.3 97.8 97.6 96.8 95.9 2000 3000 4000 5000 6000 7000 8000 87.3 88.0 90.3 92.6 94.8 96.0 96.6 97.2 97.9 98.3 97.5 96.6 87.3 86.8 89.4 91.9 94.4 95.8 96.5 97.2 97.8 98.6 98.1 97.2 86.8 88.2 90.8 93.3 95.4 96.4 97.1 97.8 98.6 98.7 97.8 87.4 87.6 90.2 92.8 95.3 96.4 97.2 98.0 98.7 99.3 98.4 88.2 87.5 89.6 92.2 94.8 96.4 97.2 97.9 98.7 99.4 99.1 88.9 88.2 89.0 91.6 94.1 96.4 97.1 98.0 98.8 99.5 99.7 89.5 88.8 88.3 90.9 93.4 95.9 97.1 97.9 98.7 99.4 99.9 30(86) 28(82) 26(79) 24(75) 22(72) 20(68) 18(64) 16(61) 14(57) -1000 75 167 83.0 70 158 85.7 65 149 88.5 60 140 91.2 55 131 93.5 50 122 94.7 45 113 95.3 40 104 96.0 35 95 96.5 30 86 96.4 25 77 95.6 20 68 94.8 15 59 94.0 MINIMUM ASSUMED 32(90) TEMP©C(*F) %N1 ADJUSTMENT FOR TEMPERATURE DIFFERENCE ASSUMEDTEMP MINUS OAT = . 04.03.04 *C *F 10 20 30 40 50 60 70 80 90 100 110 18 36 54 72 90 108 126 144 162 180 198 03.04 OUTSIDE AIR TEMPERATURE °C-4 *F-4 10.4 11.8 13.0 14.o 15.0 15.4 10 50 15 59 20 68 25 77 30 86 35 40 45 50 55 95 104 113 122 131 1.6 3.2 4.6 1.6 3.1 4.5 5.8 9.6 3.0 4.4 5.7 1.5 3.0 4.3 9.5 2.9 4.0 1.5 2.8 3.8 s.2 s.o s.o 0 4 32 5 41 s.o 3.3 4.8 6.2 3.2 4.8 6.1 s.o 8.2 9.5 10.7 11.8 7.5 8.7 9.3 10.1 7.3 8.1 7.2 7.9 -20 - 9.5 2.8 3.6 1.4 2.7 3.6 1.4 2.5 3.6 1.3 2.3 3.6 6.6 12.4 12.s 737-PD 401.2 JUL 07/94 401.2 JUL 07/94 /\ LL EBJCLIFJES ALTITUDE CiPABILITY WEIGHT OPTIMUM 1000 KG 68 66 64 62 60 58 56 54 52 50 48 46 ALTITUDE LRC AND MACH .74 CRUISE THRUST LIMIT PRESS ALT FT ISA + 15°C ISA + 10°C ISA + 20°C 8 BÉLOW 32300 33700 33100 34400 33900 33200 34000 35200 34600 35900 35400 34800 36600 36200 35700 37000 36800 36400 37000 37000 37000 37000 37000 37000 37000 37000 37000 37000 37000 37000 37000 37000 37000 37000 37000 37000 FEET 29500 30200 30800 31500 32300 33000 33800 34600 35400 36200 37000 37000 LRC MACHITÏRGET %N1 PRESSUREALTITUDE 25 27 29 31 WEIGHT 1000 KG 66 64 62 60 58 56 54 52 50 48 46 44 | 42 40 23 .73 83.8 84.8 .72 83.2 .74 .73 .72 .72 .70 .67 .66 .63 72.8 STANDARD 5 TAT - .62 76.4 .64 74.1 - 77.4 .66 75.2 .60 38 78.3 .67 .65 76.1 .61 73.9 79.1 .68 77.1 .62 74.9 79.9 .69 77.9 .64 75.8 80.7 .70 .68 78.8 .65 76.7 81.4 .71 .69 79.6 .66 77.6 82.1 .72 80.3 .67 78.4 82.8 .72 .71 81.1 .68 79.2 83.4 .73 81.8 .69 79.9 84.0 .74 82.4 .69 80.6 84.6 .74 83.0 .70 81.3 85.1 .74 .73 83.6 .71 82.0 85.6 .74 84.2 .72 82.6 .74 .74 9 75.4 -12 .74 .74 86.6 88.0 .74 .74 87.2 86.0 .74 .74 85.4 86.5 .74 .74 84.9 85.8 .74 .74 85.2 84.3 .74 .74 83.8 84.6 .74 .74 83.2 84.0 .74 .73 82.5 .74 .73 81.8 82.8 .72 .74 81.0 82.1 .71 .73 80.3 81.3 .72 .70 79.4 80.5 .71 .69 78.5 79.7 .70 .68 77.6 .66 78.8 .69 76.6 -17 83.5 77.8 -21 1000 FT 33 35 37 .74 90.2 .74 89.1 .74 88.2 .74 87.2 .74 86.4 .74 85.7 .74 85.0 .74 84.3 .74 83.6 .74 83.0 .74 82.4 .74 81.6 .73 80.8 .72 79.9 .71 79.0 -26 .74 92.7 .74 90.9 .74 89.5 .74 88.3 .74 87.3 .74 86.3 .74 85.4 .74 84.6 .74 83.9 .74 83.2 .74 82.5 .74 81.8 .74 81.0 .73 80.1 -30 .74 92.2 .74 90.4 .74 88.8 .74 87.6 .74 86.5 .74 85.5 .74 84.6 .74 83.8 .74 83.0 .74 82.2 .74 81.5 -32 INCREASE/DECREASE TARGET%N1 BY 1% PER 5°C ABOVE/BELOW STANDARD TAT. YREF SPEEDS WT 1000 KG 70 65 60 DESCENT .74M/250 PRESSUREALT 1000 DISTANCENAM TIME MINUTES 401.2 DEC 20/91 401.2 DEC 20/91 ss 27 85 18 35 109 22 737-PD 50 45 40 35 FLAPS ---- --- - 40 155 149 143 937 130 124 116 109 30 159 154 147 149 134 127 119 111 15 177 171 164 196 149 141 132 123 03.05 04.03.05 23.5K -400 INITIAL MAX 1 ENGINE CONTINUOUS %N1 PRESSURE TAT ALTITUDE FT • -40 -50 -30 --- SAT 37000 35000 33000 31000 29000 27000 95.8 95.8 95.3 93.7 92.2 90.7 .74M A/C AUTO (HIGH) -25 -20 -15 -10 -49 -45 -40 -36 -54 --- 102.1101. 102.: 101. 102.t101. 95.8 94.3 100.4 101. 99.1100. 92.8 98.1 97., 95.1 99. 98. 96. 97.< 98. 10 5 15 20 -- --- -27 -31 98.0 10o.t 101.- 102. 97.9 100.1 101.( 102. 97.4 99.1100.1101. 97.1 96.: 94.1 0 -5 -- -- -63 -72 INOP -18 -22 -9 -13 100.1 99.8 100.1 99.8 100.199.8 100.1 99.8 98.9 98.9 98.9 98.9 98.1 98.1 98.1 98.1 97.3 97.3 97.3 97.3 96.6 96.6 96.6 96.6 100.1 99.8 99.1 99.8 98.9 98.9 98.1 98.1 97.3 97.3 96.6 96.6 )RIFTDOWN SPEEDB.EVEL OFF WEIGHT OPTIMUM LEVEL OFF ALTITUDE FT DRIFT DOWN ISA + 10°C ISA ISA 1000 KG SPEED KIAS DRIFT LEVEL DOWN OFF 64 60 56 52 48 61 57 53 50 46 44 40 38 & + 20°C BELOW 236 229 221 213 205 197 188 42 15°C + 19500 18400 21500 20500 23500 22600 25600 27700 24800 27000 29400 31600 29800 31900 17100 19300 21500 23900 26200 28600 31100 ALTITUDE CAPABILITY LRC WEIGHT FT PRESSURE ALTITUDE 1000 ISA + 10°C ISA & BELOW 11200 KG 68 64 60 56 52 14000 16900 19600 22200 25000 27500 30200 48 44 40 + 15°C ISA + 20°C 8900 11700 6700 9300 14500 17500 12200 15100 20400 23300 18200 21400 26300 29300 24700 27800 lASED ON A/C AUTO(HIGH) .RC MACH SCHEDULE PRESSUREALTITUDE 1000 FT 12 14 16 18 20 22 24 26 WEIGHT 1000 KG 10 68 57 64 60 56 52 48 44 9 Ë 04.03.06 40 36 03.06 28 59 . . .56 .58 .59 .55 .56 .58 .60 .62 .53 .55 .57 .58 .60 .61 .51 .53 .55 .57 .58 .60 .62 .64 .50 .51 .53 .55 .57 .58 .60 .62 .48 .49 .51 .53 .55 .57 .58 .60 .62 .64 .45 .47 .49 .51 .53 .55 .57 .58 .60 .62 .43 .45 .47 .48 .50 .52 .54 .56 .58 .60 737-PD .64 401.2 401.2 JUL 22/92 JUL 22/92 FAA 22K -400 TAKEOFF SPEEDS 4 8 BELOW1,0 . \PMC ON\ COLUMNREFERENCE TEMPERATURE °C 20 30 40 60 50 70 E e mS -2 -15 -3 -3 -20 IIIII - SLOPE/WIND V1 ADJUSTMENT* WEIGHT SLOPE % WIND KTS UP TAIL HEAD 1000 DN KG 0 0 40 2 0 1 70 0 4 2-30 1 60 1 0 1 50 0 0 1 0 1 40 40 60 80 100 120 *F S BELOW TEMPERATURE 140 1 -2 -4 -2 -4 *V1 NOT TO EXCEED VR .0 FLAPS 5 WT 1000 A C B ------- KGY1YRY21R21R2 65 60 55 50 45 40 151 144 137 129 121 155 148 139 131 123 114 _1_13 WT 1000 KG 65 60 55 50 45 40 161 155 149 142 136 130 .122 152 156 145 148 138 140 130 132 124 1_1_3116 D 153 157 146 149 138 141 131 133 122 125 113 116 162 155 149 142 135 129 E F ------- --------- 162 155 148 142 135 128 ----------- 1R21R21R2 140 143 148 132 134 141 133 135 124 126 135 125 127 115| 117 128 1_16 118 141 134 128 127 119 128 120 134 126 IN BOXED AREACHECKMINIMUMV1 (MCG) FOR ACTUAL TEMP. MINIMUMV1 (MCG) ACTUAL OAT °C *F PRESS ALT FT -1000\ 55 131 50 122 40 104 30 86 20 68 10 50 -50 -58 106 109 113 117 117 118 119 0 104 107 111 116 116 116 118 2000 4000 103 107 111 113 113 115 103 107 111 111 112 6000 8000 99 104 107 108 109 94 98 102 104 105 FOR A/C OFF INCREASEV1 (MCG) BY 2 KNOTS. FLAPS 5 STABILIZER C.G. % MAC STAB TRIM 6 5 1/2 10 5 TRIM SETTING 14 18 22 26 30 4 1/2 3 3/4 3 1/4 2 3/4 2 1/4 FOR WEIGHTS AT OR BELOW 45,350 KG SUBTRACT 1/2 UNIT. FOR WEIGHTS AT OR ABOVE 61,250 KG ADD 1/2 UNIT. STAB TRIM SETTING MUSTBE BETWEEN1 AND 5 3/4 UNITS. 401.2 JUL 07/94 401.2 JUL 07/94 737-PD 03.07 04.03.07 FAA 22K -400 PMC ON TAKEOFF SPEEDS COLUMNREFERENCE BEL W10 °C TEMPERATURE 20 30 40 50 60 SLOPE/WINDV1 ADJUSTMENT* SLOPE % WINDKTS UP TAIL HEAD 1000 DN KG 0 2 0 40 4-30 1 70 2-30 1 60 1 1 50 0 0 40 1 1 0 0 WEIGH1 70 -2 E c mS -15 -30 -20 40 100 120 60 80 TEMPERATUREF S BELOW 140 -2 -4 -2 -4 *V1 NOT TO EXCEEDVR 160 FLAPS 15 A 1000 KG 1 WT 1000 KG 65 60 55 50 45 40 1 YR Y2 Y1 YR 2 R 143 145 137 139 130 131 124 116 107 65 60 55 50 45 40 C B 152 145 146 138 141 131 135 1123 128 116 122 1108 146 140 132 125 117 109 151 146 140 134 128 122 139 140 131 133 124 125 116 118 108 110 E D 2 146 140 134 128 122 F - 1 R 134 134 126 119 111 R Y2 Y1 YR 1 2 140 134 127 127 ji20 121 111 128 120 112 133 126 120 120 112 2 121 113 127 120 IN BOXED AREA CHECKMINIMUM V1 (MCG) FOR ACTUAL TEMP. MINIMUMV1 (MCG) ACTUAL OAT °C *F -100C 55 131 106 50 122 109 40 104 113 30 86 117 20 68 117 10 50 118 119 -50 -58 PRESS ALT FT 0 104 107 111 116 116 116 118 2000 4000 103 107 111 113 113 115 103 107 111 111 112 6000 8000 99 104 107 108 109 94 98 102 104 105 FOR A/C OFF INCREASEV1 (MCG) BY 2 KNOTS. FLAPS 15 STABILIZER TRIM SETTING C.G. % MAC 6 10 14 18 22 26 30 STAB TRIM 5 4 1/4 3 3/4 3 2 1/2 1 3/4 1 FOR WEIGHTS AT OR BELOW 45,350 KG SUBTRACT1/2 UNIT. FOR WEIGHTSAT OR ABOVE61,250 KG ADD1/2 UNIT. STAB TRIM SETTING MUSTBE BETWEEN 1 AND5 3/4 UNITS. 04.03.08 03.08 737-PD 401.2 JUL 07/94 401.2 JUL 07/94 22K -400 WAXTAKEOFF %N1 VALID FOR 2 PACKS ON (AUTC) ENGINEA/1 ON OR OFF AIRPORT AIRPORT PRESSUREALTITUDE FT OAT *F °C 55 50 45 40 35 30 25 20 15 10 5 0 93.2 93.8 94.2 94.6 95.2 95.2 94.4 93.6 92.8 92.0 91.2 90.3 88.7 87.0 85.2 83.5 81.7 14 -10 4 -20 - -30 -22 -40 -40 -50 -58 0 1000 2000 3000 4000 5000 6000 7000 93.8 94.3 94.7 95.2 95.6 96.1 95.3 94.5 93.7 92.9 92.1 91.2 89.6 87.8 86.0 84.3 82.5 93.8 94.3 94.7 95.2 95.6 96.1 95.8 95.0 94.2 93.4 92.5 91.7 90.0 88.3 86.5 84.7 82.9 93.8 94.3 94.6 95.1 95.6 96.0 96.2 95.4 94.6 93.8 92.9 92.1 90.4 88.7 86.9 85.1 83.2 93.9 94.6 95.0 95.5 96.0 96.5 95.9 95.1 94.2 93.4 92.6 90.8 89.1 87.3 85.5 83.7 93.6 94.6 95.1 95.7 96.3 96.7 96.6 95.8 95.0 94.1 93.3 91.5 89.8 88.0 86.2 84.3 94.7 95.1 95.7 96.2 96.6 97.1 96.3 95.4 94.6 93.7 92.0 90.2 88.4 86.6 84.7 94.4 95.2 95.7 96.1 96.6 97.1 96.8 95.9 95.1 94.2 92.5 90.7 88-9 87.1 85.2 94.2 95.1 95.6 96.0 96.5 97.0 97.2 96.4 95.5 94.7 92.9 91.1 89.3 87.4 85.6 -100 131 122 113 104 95 86 77 68 59 50 41 32 PMC ON 8000 9 95.5 96.0 m % N1 BLEED ADJUSTMENTS 96.9 £5 CONFIGURATION 96.8 96.0 A/C PACKS OFF +1.0 y DO NOT OPERATE 93.4 ENGINE ANTI-ICE 91.6 89.7 "ON" AT AIRPORT 9 OAT ABOVE10°C 86.0 no¶) ( MAXCLIMB %N1 250/280/.74M VALID FOR 2 PACKS ON (AUTO) ENGINE A/I OFF PRESSUREALTITUDE1000 FT TAT *C 30 0 5 10 15 20 25 35 50 40 30 20 10 0 -10 -20 -30 -40 -50 A/C PACKS OFF A/C PACKS 37 90.9 92.0 92.2 90.6 89.1 87.5 85.9 84.2 82.5 80.8 79.1 91.1 92.2 93.2 92.8 91.2 89.6 87.9 86.3 84.5 82.8 81.0 92.5 93.6 93.5 94.3 93.1 91.5 89.8 88.1 86.3 84.5 82.7 93.3 94.2 95.0 95.1 93.4 91.7 90.0 88.2 86.3 84.5 93.6 94.6 95.4 96.1 95.5 93.7 91.9 90.1 88.2 86.3 94.7 95.6 96.4 97.2 95.9 94.0 92.1 90.2 88.3 95.7 96.6 97.5 97.9 96.0 94.1 92.2 90.2 96.6 97.5 98.4 99.0 97.0 95.0 92.9 96.6 97.5 98.4 99.3 97.6 95.6 93.5 + + + + + + + + + .5 - .5 - .3 - .7 - .3 - .6 .8 .7 - .4 - .9 - .4 .8 .4 - .8 .4 .9 .9 - - .5 .9 - .6 .6 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.4 -1.6 -1.7 -1.8 -2.0 -2.0 WINGONA/I -1.2 -1.2 -1.3 (AX GO-AROUND %N1 VALID FOR 2 PACKSON (AUTC) ENGINE A/I ON OR OFF AIRPORT TAT PRESSUREALTITUDEFT OAT *C C *F 55 50 45 40 35 30 25 20 > m c; 1 in ) : 401.2 JUL 07/94 -10 -20 131 122 113 104 95 86 77 68 15 59 10 50 5 41 O 32 14 4 - - 58 53 48 43 38 33 28 23 18 13 8 3 8 -18 -30 -22 -28 -40 -40 -38 -50 -58 -48 0 -100[ 93.1 93.7 94.1 94.5 95.1 95.1 94.3 93.5 92.7 91.9 91.1 90.3 88.5 86.8 85.1 83.3 81.5 93.9 94.2 94.7 95.1 95.5 96.1 95.3 94.5 93.7 92.8 92.0 91.2 89.5 87.8 86.0 84.2 82.4 401.2 JUL 07/94 1000 2000 3000 4000 93.9 94.2 94.6 95.1 95.6 96.1 95.8 95.0 94.1 93.3 92.5 91.7 90.0 88.2 86.5 84.7 82.8 93.9 94.2 94.6 95.1 95.5 96.0 96.2 95.4 94.6 93.7 92.9 92.1 90.4 88.6 86.9 85.1 83.2 94.2 94.6 95.0 95.5 96.0 96.5 95.9 95.1 94.2 93.4 92.6 90.8 89.1 87.3 85.5 83.7 94.2 94.6 95.1 95.7 96.3 96.7 96.6 95.8 95.0 94.1 93.3 91.5 89.8 88.0 86.2 84.3 5000 6000 7000 8000 94.8 95.2 95.7 96.2 96.6 97.2 96.8 96.0 95.1 94.3 92.5 90.8 89.0 87.1 85.2 95.o 95.6 96.0 96.5 96.9 97.5 96.9 96.1 95.2 93.4 91.6 89.8 87.9 86.0 94.7 95.1 95.7 96.2 96.7 97.1 96.3 95.4 94.6 93.7 92.0 90.3 88.5 86.6 84.7 737-PD 94.6 95.1 95.6 96.1 96.5 97.0 97.3 96.4 95.6 94.7 93.0 91.2 89.4 87.5 85.6 % N1 BLEED ADJUSTMENTS TAT C CONFIGURATION A/C PACKS OFF +0. +1.0 A/C PACKS HIG -0. -0.1 EAN L NES 1 ENG INOP -1. -1.( -2. -2. DO NOT OPERATE ENGINE ANTI-ICE "ON" AT TOTAL AIR TEMPERATURES ABOVE10 •C ( noF) 03.09 04.03.09 22K -400 ASSUMEDTEMPERATUREREDUCED THRUST PMC ON ASSUMED TEMP %N1=MAX TAKEOFF XN1 MINUS %N1 ADJUSTMENT MAXIMUMASSUMEDTEMPERATURE* OAT °C 0 -1 74 71 69 67 65 63 63 63 63 55 50 45 40 35 30 25 20 15 8 71 69 67 65 63 61 61 61 61 PRESS ALT 1000 FT 1 2 3 4 5 6 7 71 68 66 64 62 60 59 59 59 68 66 64 62 60 58 58 58 69 70 67 67 64 64 62 61 59 59 57 56 57 55 57 55 67 64 61 59 56 53 53 68 64 62 59 56 54 53 PRESS ALT 1000 FT OAT 70 66 63 60 57 54 52 8 *F 68 64 61 58 55 52 130 120 110 100 90 80 70 60 & BELON 0 1 159 14 15 15 151 14 14 14 14 14 14 14 -1 16 16 15 151 14 2 154 149 14 141 13 138 13 4 3 1 151 14 14 14 141 140 14 13 136 13 1 13 131 1 13 131 5 6 7 151 14 14 13 12 12 15 14 14 13 129 12 14 14 13 13 12 8 154 15 14 150 15 151 144 13f 13r 12C BELOW *BASED ON 25% TAKEOFF THRUST REDUCTION MAXTAKEOFF %N) FOR A/C OFF ADD1.0 %N1 VALID FOR 2 PACKS ON (AUTC) ENGINE : II ON OR OFF ASSUMED TEMP °C F AIRPORT PRESSUREALTITUDE FT 0 85.4 87.6 89.7 91.8 93.8 94.3 94.7 95.2 95.6 96.1 1000 85.4 87.4 89.4 91.3 93.2 94.3 94.7 95.2 95.6 96.1 96.6 2000 3000 87.4 89.2 91.0 92.7 94.3 94.6 95.1 95.6 96.0 96.5 87.6 89.2 90.8 92.4 93.9 94.6 95.0 95.5 96.0 96.5 30(86) 28(82) 26(79) 24(75) -1000 75 167 70 158 65 149 60 140 55 131 50 122 45 113 40 104 35 95 30 86 25 77 20 68 15 59 MINIMUM 86.0 87.8 89.7 91.6 93.1 93.7 94.0 94.4 95.0 95.2 94.4 93.6 92.8 ASSUMED TEMP C(°F) 32(90) 4000 5000 6000 7000 8000 89.2 90.7 92.1 93.6 94.6 95.1 95.7 96.3 96.7 97.1 89.3 90.7 92.1 93.4 94.7 95.1 95.7 96.2 96.6 97.1 89.5 90.8 92.0 93.2 94.4 95.2 95.7 96.1 96.6 97.1 97.6 89.9 91.1 92.1 93.2 94.2 95.1 95.6 96.0 96.5 97.0 97.5 90.4 91.4 92.3 93.2 94.0 94.9 95.5 96.0 96.4 96.9 97.5 22(72) 20(68) 18(64) 16(61) 15(59) %N1 ADJUSTMENT FOR TEMPERATURE DIFFERENCE ASSUMEDTEMP OUTSIDE AIR TEMPERATURE MINUS OAT 04.03.10 °C-4 °C *F 10 20 30 40 50 60 70 80 90 100 110 18 36 54 72 90 108 126 144 162 180 198 03.10 °F-4 -20 - 14.o 15.o 15.4 15 59 20 68 25 77 30 86 35 40 45 50 55 95 104 113 122 131 1.6 3.2 4.6 1.6 3.1 4.5 1.6 9.5 3.0 4.4 3.0 4.3 5.2 1.5 2.9 4.0 1.5 2.8 3.8 s.o s.o 5 41 3.3 4.a 6.2 3.2 4.a 6.9 s.o s.s s.7 7.5 8.7 9-3 7.3 8.1 7.2 7.9 6.6 s.o 10.4 19.a 13.0 10 50 0 4 32 8.2 9.5 io.7 11.8 1.5 2.8 3.6 1.4 2.7 3.6 9.4 2.5 3.6 1.3 2.3 3.6 6.5 10.1 12.4 12.a 737-PD 401.2 JUL 07/94 401.2 JUL 07/94 TAKEOFF SPEEDS PMC ON COLUMNREFERENCE °C TEMPERATURE 50 20 30 40 BEL W 10 SLOPE/WINDV1 ADJUSTMENT* WEIGH3 SLOPE % WINDKTS UP TAIL HEAD 1000 DN KG 0 40 O 2 70 0 0 3 2 1 0 1 60 0 0 1 0 1 50 1 40 0 0 1 70 60 -2 E C A 40 60 80 100 120 S BELOW TEMPERATURE ©F e 5 15 A 100E 70 65 60 55 50 45 40 70 65 60 55 50 45 40 161 154 147 139 132 123 115 152 146 139 132 124 116 140 1ú0 168 162 155 149 142 135 128 159 152 146 140 134 128 107j110 122 -3 -2 -4 -2 -4 *V1 NOT To EXCEED VR 165 158 150 142 134 125 117 168 161 155 148 141 135 128 155 148 140 132 124 116 159 151 143 135 126 117 148 149 141 141 134 134 126 126 118 118 109|110 153 146 140 134 128 121 142 135 127 119 110 143 135 127 119 111 161 154 147 140 132 124 115 -3 -2 C B 165 157 149 141 133 125 116 154 147 140 133 125 118 -15 -2 E D 162 155 148 141 134 128 150 142 134 126 117 152 144 136 127 119 155 148 141 137 137 141 134 128 128 134 127 120 120 127 146 14C 136 136 140 133 128 128 133 127 120 120 127 120 121 126 121 111 112 120 112 113 120 IN BOXEDAREA CHECKMINIMUM V1 (MCG) FOR ACTUALTEMP. MINIMUMV1 (MCG) ACTUAL PRESS ALT FT DiT *C *F -1000 54 130 50 122 40 104 30 86 20 68 10 50 101 103 107 110 111 111 112 -58 -50 0 99 101 106 110 110 110 111 2000 4000 6000 8000 99 103 107 108 109 110 97 103 107 108 108 109 98 103 105 105 106 93 96 101 101 102 FOR A/C OFF INCREASE V1 (MCG) BY 3 KNOTS. TRIM SETTING STABILIZER POA 5 15 6 5 1/2 5 10 5 4 1/4 C.G. % MAC 18 22 14 STAB TRIM UNITS 4 1/2 3 3/4 3 3/4 3 3 1/4 2 1/2 26 30 2 3/4 1 3/4 2 1/4 1 FOR WEIGHTSAT OR BELOW 45,350 KG SUBTRACT1/2 UNIT. FOR WEIGHTS AT OR ABOVE 61,250 KG ADO1/2 UNIT. STAB TRIM SETTING MUST BE BETWEEN 1 AND5 3/4 UNITS. 401.2 JUL 07/94 401.2 JUL 07/94 737-PD 03.11 04.03.11 20K -400 (AX TAKEOFF %N1 VALID FOR 2 PACKS ON (AUTO) ENGINEA/I ON OR OFF AIRPORT AIRPORTPRESSUREALTITUDE FT OAT F 0 1000 2000 3000 4000 5000 6000 7000 8000 C PMC ON -1000 55 50 45 40 35 30 25 20 15 10 5 0 -10 131 122 113 104 95 86 77 68 59 50 41 32 14 4 -20 - -30 -22 -40 -40 -50 -58 89.9 90.6 91.2 91.7 92.0 91.8 91.0 90.3 89.5 88.7 87.9 87.1 85.5 83.9 82.2 80.5 78.8 90.5 91.1 91.6 92.1 92.5 92.8 92.1 91.3 90.5 89.7 88.9 88.1 86.5 84.8 83.1 81.4 79.6 91.6 92.1 92.6 93.0 93.2 92.9 92.1 91.3 90.5 89.7 88.9 87.2 85.6 83.9 82.1 80.3 92.3 92.6 93.0 93.4 93.6 93.6 92.8 92.0 91.2 90.4 89.6 87.9 86.2 84.5 82.7 81.0 93.1 93.9 94.3 94.7 95.0 94.5 93.8 93.0 92.1 91.3 90.5 88.8 87.1 85.4 83.6 81.8 94.9 95.3 95.9 96.5 95.9 95.1 94.3 93.4 92.6 91.8 90.1 88.3 86.6 84.8 82.9 94.7 95.3 95.8 96.4 96.3 95.5 94.7 93.9 93.0 92.2 90.5 88.7 87.0 85.1 83.3 94.2 95.3 95.8 96.4 96.7 95.9 95.1 94.3 93.4 92.6 90.9 89.1 87.4 85.5 83.7 95.0 95.1 95.7 96.2 95.9 95.3 94.4 93.6 92.7 91.0 89.2 87.5 85.7 83.8 94.3 94.5 95.0 95.6 95.9 95.3 94.6 93.7 92.9 91.¿ 89.4 87.6 85.8 84.0 % N1 BLEED ADJUSTMENTS CONFIGURATION AIC PACKS OFF +1.0 DO NOT OPERATE ENGINE ANTI-ICE "ON" AT AIRPORT 0AT ABOVE10°C (l;(lo¶ ASSUMED TEMPERATUREREDUCED THRUST FOR 20.0K ASSUMEDTEMPERATURE REDUCEDTHRUST REDUCED TAKEOFF, REFER TO ASSUMEDTEMPERATURE THRUST FROM DERATEPAGE. 04.03.12 03.12 737-PD 401.2 JUL 07/94 401.2 JUL 07/94 20K -400 ASSUMEDTEMPERATUREREDUCED THRUST PMC ON ASSUMEDTEMP %N1=MAX TAKEOFF %N1 MINUS %N1 ADJUSTMENT MAXIMUMASSUMEDTEMPERATURE* PRESS ALT 1000 FT F-1012345678 PRESS ALT 1000 FT OAT OAT •¢-1012345678 55 50 45 40 35 30 25 20 8 73 71 68 66 63 61 61 61 74 71 69 66 64 63 63 63 73 69 67 65 62 61 60 60 68 66 64 62 60 58 58 65 62 60 58 56 55 55 66 63 61 59 58 57 57 130 120 62 60 58 55 54 54 63 60 57 55 53 53 65 60 59 56 54 53 164 159 154 150 146 146 146 146 110 62 60 58 55 52 BELOU 100 90 80 70 60 8 162 158 153 148 143 141 141 141 162 155 151 146 142 140 140 140 153 14 149 144 145 14 141 13 137 13 136 134 136 134 147 142 142 138 134 131 131 138 133 129 129 131 129 143 145 137 139 141 132 136 137 128 131 132 127 127 12€ 127 127 126 BELOW *BASED ON 25% TAKEOFFTHRUST REDUCTION MAXTAKEOFF %N1 FOR A/C OFF ADD 1.0 %N1 VALID FOR 2 PACKS ON (AUTC) ENGINE : /I ON OR OFF ASSUMED TEMP C *F 75 70 65 60 55 50 45 40 35 30 25 20 15 167 158 149 140 131 122 113 104 95 86 77 68 59 AIRPORT PRESSUREALTITUDE FT 0 83.9 85.6 87.3 88.9 90.5 91.1 91.6 92.1 92.5 92.8 1000 83.8 85.6 87.3 89.0 90.6 91.6 92.1 92.6 93.0 93.2 93.3 2000 83.5 85.4 87.2 89.0 90.7 92.3 92.7 93.0 93.4 93.6 93.7 30(86) 28(823 26(79) -1000 83.0 84.7 86.6 88.3 89.7 90.4 91.0 91.6 91.4 91.7 90.9 90.2 89.4 3000 4000 5000 6000 7000 8000 84.9 87.0 89.1 91.1 93.1 93.9 94.3 94.8 95.0 94.5 94.4 84.7 87.0 89.1 91.3 93.4 94.9 95.3 95.9 96.5 96.5 87.1 89.1 91.0 92.9 94.8 95.3 95.9 96.4 96.5 87.2 89.0 90.8 92.5 94.2 95.3 95.8 96.4 96.7 87.6 89.1 90.7 92.2 93.7 95.0 95.1 95.7 96.2 95.9 87.9 89.3 90.6 91.9 93.1 94.3 94.5 95.0 95.6 95.9 95.4 24(75) 29(85) 27(81) 25(77) 20(68) 15(59) MINIMUM ASSUMED TEMP*C(*F) 32(90) %N1 ADJUSTMENT FOR TEMPERATUREDIFFERENCE ASSUMED TEMP MINUS OAT 401.2 JUL 07/94 OUTSIDEAIR TEMPERATURE °C-4 *C *F 10 20 30 40 50 60 70 80 90 100 110 18 36 54 72 90 108 126 144 162 180 198 °F -4 10.4 11.5 12.7 13.8 14.5 14.9 401.2 JUL 07/94 0 4 32 5 41 10 50 15 59 20 68 25 77 30 86 35 40 45 50 55 95 104 113 122 131 6.6 3.3 4.8 6.1 3.3 4.7 6.0 9.6 3.1 4.6 5.9 1.6 3.1 4.5 5.7 1.6 3.0 4.4 5.5 1.5 3.0 4.3 5.3 1.5 2.9 4.1 5.1 1.5 2.8 3.9 4.9 8.1 9.3 10.5 11.4 7.4 8.4 9.0 9.8 7.2 8.1 6.9 7.7 6.7 6.3 -20 - 1.4 2.7 3.7 1.4 2.6 3.5 1.4 2.5 3.4 1.3 2.3 3.3 11.9 92.6 737-PD 03.13 04.03.13 FAA 23.5K -400 PMC OFF WAXTAKEOFF %N1 VALID FOR ENGINE A/I AIRPORT OAT °C *F 55 50 45 40 35 30 25 20 15 10 5 0 -10 -20 A/C PACKS ON (AUTO: ON OR OFF AIRPORT PRESSUREALTITUDE FT 0 -1000 1000 2000 4000 3000 5000 6000 7000 8000 13192.892.692.492.4 12294.194.394.194.094.094.3 11394.794.995.195.395.595.394.594.895.5 10495.495.595.695.796.096.095.795.796.095.8 9595.695.796.196.296.496.696.696.696.696.8 8695.495.796.096.596.897.197.497.597.497.4 7794.694.995.596.497.197.597.998.498.297.8 6893.894.194.795.696.597.397.997.897.997.9 5993.093.393.994.895.796.597.197.197.197.1 5092.292.593.194.094.895.796.396.396.396. 4191.491.692.393.194.094.895.495.495.495.4 3290.590.891.492.393.193.994.594.594.594.5 1488.889.189.790.691.492.292.892.892.892.8 487.287.488.088.989.790.591.091.091.091.0 - -30 -2285.485.786.387.187.988.689.289.289.289.2 -40-4083.783.984.585.386.086.887.387.387.387.3 -50 4AX TAKEOFF %N1 VALID FOR ENGINE A/I AIRPORT 0AT °C *F 55 50 45 40 35 30 25 20 15 10 5 -30 A/C PACKS OFF (JU ‡> ON OR OFF AIRPORT PRESSUREALTITUDE FT -1000 0 1000 2000 3000 4000 5000 6000 7000 13193.8 93.693.393.4 12295.195.295.094.995.095.2 11395.795.896.096.296.496.295.595.796.4 10496.496.496.596.797.097.096.696.697.096.7 9596.696.797.097.197.397.597.597.597.697.7 8696.496.697.097.497.798.098.498.598.498.3 7795.595.896.497.398.098.498.898.898.898.7 6894.795.095.696.597.497.997.997.997.997.9 5993.994.194.895.796.697.197.197.197.197.1 5093.193.394.094.995.796.396.396.396.396.3 4192.392.593.194.094.995.495.495.495.495.4 -10 -20 nn NOT OPERATE ENGINE ANTI-ICE "ON" AT AIRPORT OAT ABOVE10*C -5881.882.182.783.484.284.985.585.585.585.5 - 8000 FOR MAX CLIMB AND GO-AROUND U:SE PMC ON °4N1 - 1489.690.090.691.492.392.892.892.892.892.E 488.088.388.989.790.591.091.091.091.091.0 -2286.286.587.187.988.789.289.289.289.289.2 -40 -4084.584.785.386.186.887.387.387.387.387.2 -50-5882.682.983.484.285.085.585.585.585.585.5 TAKEOFF SPEEDS ADJUSTMENT ALTITUDE FT 7000 8 BELOW ABOVE7000 04.03.14 03.14 TEMPERATURESPEED ADJUSTMENT °C KIAS V1(MCG) V1 YR Y2 ABOVE27 27 8 BELOW ABOVE 27 27 8 BELOW +2 +2 0 0 +1 +1 +2 +1 0 0 +1 +1 737-PD 0 0 0 0 401.2 JUL 07/94 401.2 JUL 07/94 OPERATIONS DATE PAGE CODE 01 02 MAY11/94 BLANK 737-400 CFM56-3C-1 KILOGRAMSFAA PERFORMANCE DESIGNATION 737-K88A PERFORMANCE TAB 23.00. * 43 01 02 MAY 11/94 BLANK KSSA FLIGHT PLANNING TAB 23.10. 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 22A 22B 23 24 24A 24B 25 26 * 26A OCT 07/92 BLANK K88A OCT 01/88 KJ 0CT 01/88 KJ KS8A K88A OCT 07/92 OCT 01/88 OCT 01/88 0CT 01/88 OCT 01/88 NOV 01/88 OCT 07/92 OCT 01/88 NOV 01/88 OCT 28/93 APR 28/93 BLANK MAY15/89 OCT 28/93 OCT 28/93 APR 28/93 NOV 01/88 BLANK AUG 15/90 AUG 15/90 OCT 01/88 0CT 28/93 AUG15/90 BLANK NOV 01/88 OCT 28/93 MAY11/94 K88A K88A K88A K88A K88A K88A K88A K88A KJ K88A KSSA K88A K88A K88A KSSA K88A KSSA K88A K88A KSSA KSSA .K88A * PAGE DATE 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 OCT 01/88 (CONTINUED) 23.10. 26B 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 OOD CODE DATE 23.10. HIGHLIGHTS * PAGE MANUAL 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 BLANK APR 27/92 BLANK OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 BLANK OCT 01/88 OCT 01/88 OCT 01/88 BLANK OCT 01/88 OCT 01/88 OCT 01/88 BLANK AUG 15/90 BLANK NOV01/88 AUG 15/90 AUG15/90 AUG 15/90 AUG 15/90 OCT 01/88 OCT 01/88 BLANK ocT 01/88 KSSA K88A K88A KS8A K88A KSSA K88A KB8A K88A KS8A K88A K88A K88A KSSA K88A KSSA K88A K88A K88A K88A K88A KSSA K88A BLANK OCT 01/88 MAY 11/94 OCT 01/88 BLANK OCT 01/88 ocT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 BLANK OCT 01/88 BLANK OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 * = REVISED, ADDEDOR DELETED OOD MAY11/94 KSSA KSSA KSSA K88A K88A KB8A K88A KSSA K88A KSSA K88A KB8A KSSA KSSA K88A K88A K88A KSSA KB8A K88A K88A K88A KS8A KSSA 103 104 105 106 107 108 109 110 111 112 113 114 115 116 117 118 119 120 121 122 123 124 125 126 127 128 129 130 131 132 133 134 135 136 137 138 139 140 141 CODE (CONTINUED) K88A OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 0CT 15/88 OCT 15/88 OCT 15/88 OCT 15/88 OCT 15/88 OCT 15/88 OCT 15/88 OCT 15/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 0CT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 0CT 01/88 0CT 15/88 OCT 15/88 OCT 15/88 OCT 15/88 OCT 15/88 OCT 15/88 OCT 15/88 OCT 15/88 BLANK OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 15/88 OCT 15/88 OCT 15/88 OCT 15/88 OCT 15/88 OCT 15/88 OCT 15/88 OCT 15/88 OCT 15/88 OCT 01/88 OCT 01/88 OCT 01/88 ocT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 ocT 01/88 OCT 01/88 K88A KSSA K88A K88A KB8A KS8A KSSA K88A K88A K88A K88A K88A KSSA K88A K88A K88A K88A K88A KSSA KSSA K88A K88A KSSA K88A K88A K88A K88A KB8A K88A K88A K88A K88A KSSA K88A K88A K88A K88A K88A KB8A K88A KS8A KSSA K88A K88A K88A K88A K88A K88A K88A KSSA K88A KSSA K88A K88A K88A K88A VOLUME I CHAPTER23 EFFECTIVE PAGES PAGE 01 737-K88A(KJ) CONTINUED OPERATIONS MANUAL PAGE DATE 142 143 144 145 146 OCT 01/88 23.10. PAGE CODE (CONTINUED) 23.30. K88A OCT 01/88 KSSA BLANK AUG 15/90 BLANK KSSA ABBREVIATED PERFORMANCE TAB 23.20. * * * * 01 MAY 15/89 02 03 04 MAY11/94 MAY 11/94 MAY 11/94 MAY 11/94 OCT 18/91 APR 27/92 MAY 11/94 MAY 11/94 MAY 11/94 MAY11/94 MAY11/94 MAY11/94 MAY11/94 MAY 11/94 BLANK OCT 18/91 MAY 15/89 OCT 28/93 OCT 28/93 05 06 07 * * * * * * * * 08 09 10 11 12 13 14 15 16 17 18 19 20 KSSA K88A KB8A K88A K88A NON-NORMAL KSSA K88A K88A KSSA K88A KSSA K88A K88A K88A OPERATION K88A KSSA KSSA KSSA K88A NORMAL OPERATION TAB 23.30. 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 BLANK OCT 01/88 OCT 18/91 OCT 15/88 OCT 01/88 AUG 15/90 AUG 15/90 AUG 15/90 AUG 15/90 AUG15/90 AUG15/90 AUG15/90 OCT 01/88 AUG 15/90 20 21 22 23 24 25 26 27 28 29 30 31 32 KBBA K88A K88A K88A K88A K88A K88A K88A K88A K88A K88A K88A KSSA K88A K88A DATE CODE PAGE (CONTINUED) NON-STANDARD KS8A AUG15/90 CONFIGURATION TAB AUG15/90 K88A OCT 01/88 K88A 23.50. KSSA OCT 01/88 01 OCT 01/88 OCT 01/88 K88A 02 BLANK oCT 01/88 K88A 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 AUG15/90 K88A K88A K88A EXTENDEDRANGE OPERATION TAE K88A K88A 23.60. BLANK OCT 01/88 OCT 01/88 OCT 01/88 OCT 01/88 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 K88A TAB OCT 01/88 BLANK AUG 15/90 0CT 01/88 0CT 01/88 AUG 15/90 OCT 18/91 BLANK OCT 01/88 BLANK OCT 01/88 OCT 01/88 OCT 01/88 BLANK AUG15/90 BLANK OCT 01/88 BLANK OCT 01/88 OCT 01/88 AUG15/90 AUG 15/90 AUG15/90 OCT 01/88 AUG15/90 BLANK OCT 01/88 0CT 01/88 OCT 01/88 KSSA KSSA K88A KSSA KSSA K88A K88A KSSA K88A K88A KSSA KSSA K88A K88A K88A K88A K88A K88A K88A K88A K88A K88A BLANK OCT 01/88 OCT 01/88 OCT 01/88 K88A K88A K88A BLANK KSSA K88A APR 01/91 BLANK APR 01/91 . APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 APR 01/91 BLANK APR 01/91 APR 01/91 APR 27/92 K88A K88A K88A KSSA K88A K88A K88A KSSA K88A K88A KSSA K88A K88A KSSA K88A K88A K88A KSSA KSSA K88A KS8A KSSA KSSA K88A K88A K88A K88A KSSA K88A KSSA KSSA KB8A K88A KSSA K88A K88A KSSA K88A KSSA K88A K88A BLANK KS8A * EFFECTIVE PAGES CHAPTER23 PAGE 02 CONTINUED CODE BLANK 23.40. 01 02 03 04 05 06 DATE = REVISED, ADDEDOR DELETED OOD MAY11/94 737-K88A(KJ) IEEMt-F FFF OPERATIONS MANUAL PAGE DATE CODE PAGE DATE CODE PAGE DATE CODE LIST OF EFFECTIVE PAGES 01 02 03 04 * * * * = MAY 11/94 MAY11/94 MAY 11/94 BLANK 00D OOD OOD REVISED, ADDEDOR DELETED OOD MAY 11/94 737-K88A(KJ) VOLUMEI CHAPTER23 EFFECTIVE PAGES PAGE 03 LAST PAGE MODEL 737-300, 400 & 500 VOLUME 2 OPERATIONS MANIJAL INFORMATION COPY PUBLISHED BY BOEING COMMERCIAL AIRPLANE GROUP SEATTLE, WASHINGTON U.S.A. BOEING DOCUMENTND. 06-27370-400E August 19, 1994 OPERATIONSMANUAL CHAPTER5 AIRPLANE GENERAL PAGE TABLE OF CONTENTS. . PRINCIPAL DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GROUNDMANEUVERCAPABILITY COCKPIT ARRANGEMENT. . . PILOT SEAT ADJUSTMENT. CABIN DOOR PANEL ARRANGEMENT. AFT COCKPIT OVERVIEW INSTRUMENTPANELS. . LIGHTING . . . . . . . . . EXTERIOR LIGHTING COCKPIT LIGHTING . SYSTEM DESCRIPTION . . . . . . 05.10.04 05.20.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . . . . . .05 . . . . . . . . . . . . . . . . . . . . . . . .06 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . . . . . . . .04 . . . . . . . . . . . . . . . . . . . . . . . .06 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LAVATORY,WATERAND WASTE CONTROLSAND INDICATORS. SYSTEM DESCRIPTION . 407 JAN 26/94 05.10.01 . LOWERCARGOCOMPARTMENTS GALLEYS. 05.00.01 . . 05.30.01 05.40.01 05.50.01 05.60.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . . . . .03 05.00.01 FFING FF F OPERATIONSMANUAL I l I I I 94'-9" (28.88m) 41'-8" (12.70m) I I I I I \ I I I \ \ I I I \ 17'-2"(5.23m) ( 13'-2" ( 4.01m)l I 46'-10" (14.27m) 3 ) I I 115'-7" (35.22m) I I I I I I l I I I I I 402 FEB 15/91 119'-7" (36.44m) PRINCIPAL DIMENSIONS i (737-400) 05.10.01 NF/AVN FF F OPERATIONSMANUAL I I I I 94'-9" (28.88m) 41·-8" (12.70m) I I I \ I I I I \ I I I I I 17'-2"• (5.23m) 36'-6" (11.13m) l\ 13'-2" I (4.01m)l I I I I I I I 36'-4" (11.07m) I 97·-9~ (29.79m) i i . I i I I I I I I 101'-9" I (31.01m) PRINCIPAL DIMENSIONS (737-500) 05.10.02 402 FEB 15/91 FF F FFENB OPERATIONSMANUAL 94'-9" (28.88m) 41·-8" (12.70m) I I I I 18" (46cm) I I I I I I I I •17'-2"• (5.23m) .-63 ) I 13·-2" II(4.01m)l I 40·-10" (12.45m) 105'-7" (32.18m) I I I I I 1 I 109'-7" I 402 SEP 08/92 (33.25m) PRINCIPAL DIMENSIONS i (737-300) 05.10.03 OPERATIONSMANUAL and sweep back of 737 in an outward motion of the wing tips and tait during turns. CAUTION: Landing airplane geometry wings result gear 61' (18.59m) 73· (19.81m) 49' (14.93m) MINIMUM PAVEMENT 3° TIR WIDTHFOR 180° TURN SLIP ' * STEERING ANGLE (20.73m) 75° EFFECTIVE 62' (18.89m) TURN AIRPLANEROTATESAROUND THIS POINT IN A TURN BRIE: • Turn initiated • Approximately • No differential with airplane in motion. idle thrust on both engines. braking. GROUND MANEUVER CAPABILITY (737-400) 05.10.04 403 SEP 08/92 FFFING F FF OPERATIONSMANUAL CAUTION: and sweep back of 737 in an outward motion of the wing tips and tait during turns. Landing airplane geometry wings result gear 50' (15.2m) 38' (11.6m) 58.7' (17.9m) MINIMUM PAVEMENT WIDTHFOR 180° TURN « / ¡ STEERING 3* TIR SLIP \ ANGLE 60' (18.3m) 75° EFFECTIVE 59' (18.0m) TURN AIRPLANE ROTATESAROUND THIS POINT IN A TURN BRIE: • Turn initiated • Approximately • No differential with airplane in motion. idle thrust on both engines. braking. GROUND MANEUVER CAPABILITY (737-500) 401 SEP 08/92 05.10.05 OPERATIONSMANUAL CAUTION: Landing gear and sweep back of 737 geometry airplane wings result in an outward motion of the wing tips and tail during turns. 55' (16.76m) .. 65' (19.81m) 43· (13.11m) MINIMUM PAVEMENT WIDTH FOR • 3° TIR - SLIP 180° TURN C 78° STEERING ANGLE \ (19.51m) 75° 60· (18.29m) EFFECTIVE TURN AIRPLANEROTATESAROUND THIS POINT IN A TURN BRIE: initiated • Turn • Approximately • No differential with idle airplane in motion. thrust on both engines. braking. GROUND MANEUVER CAPABILITY (737-3000 05.10.06 401 SEP 08/92 OPERATIONSMANUAL COCKPIT ARRANGEMENT A. PILOT SEAT ADJUSTMENT of along the upper surface with a smaLL amount the gLareshield of the airplane nose structure Sight visible. the seat position with the appropriate controls to obtain the Adjust optimum eye reference position. the handhold above the forward to assist. The following to establish reference B. Sight under the Lightshield the A/P-AIT-FMC Lights Use window C. to view panet. Sight over the control column until the bottom of the EHSI is visible. sight references are used an appropriate eye position: POSITION A/P-AIT-FMC Lights Panel EADI / EHSI a PILOT 402 NOV 01/88 SEAT ADJUSTMENT 05.20.01 OPERATIONSMANUAL are four blowout panets Located In the event of a in the cabin door. CABIN DOOR An eLectricaL There and keyed the door to be opened, Lock permits closed, and Locked from either With 28 Volt side. DC power available, the door may be electrically Locked or unlocked by the door Lock switch on the pressing control stand; entrance from the passenger cabin requires a key when the door is electrically Locked. The door cannot be Locked without electrical power. of the cockpit, sudden depressurization the blowout panets hinge out from the door. This uncovers openings in the in the door and allows the air pressure cabin to cockpit and passenger equalize. is also An emergency exit feature which permits the reLease and provided removal of the two upper blowout panets from the door. grasp the To operate, emergency exit handte on the upper part of the door and putt forward. CAB DOOR DOORLOCK SWITCH - Illuminates when the cabin door is unlocked. CAB DOOR UNLOCKED - Press to Lock the door when AC power is available. AFT ELECTRONICPANEL MIRROR BLOWOUT PANEL VIEWER PANEL HINGE EMERGENCY EXIT DOORPANELS EMERGENCY EXIT HANDLE BLOWOUTPANEL - DOORHANDLE AND ELECTRIC LOCK BLOWOUT PANELS r -- FROMINSIDE COCKPIT CABIN DOOR 05.20.02 401 DEC 20/91 MFING FF F OPERATIONSMANUAL AFT OVERHEADPANEL EAKAERR OVERHEAD PANEL ESCAPE STRAP STOWAGE LIGHTSHIELD CAPTAIN INSTRUMENT PANEL MAPLIGHT STANDBYMAGNETIC COMPASS I ' FORWARD ELECTRONICPANEL-- CENTER INSTRUMENTPANEL ' FIRST OFFICER INSTRUMENTPANEL CONTROLSTAND'~~~L-? ---- ---- -AFT ELECTRONIC PANEL MANUAL GEAR RELEASE STABILIZER TRIM SWITCH AUTOPILOT DISENGAGE SWITCH PUSH-TO-TALK MEMORYDEVICE -se- 2- RË 55 ' / WRITING PAD HOLDER CLIP WITH CHECKLIST SWITCH CAPTAIN CONTROL WHEELDETAIL 5 PANEL ARRANGEMENT 402 JUL 23/93 05.20.03 FFFING FF F OPERATIONSMANUAL (INTENTIONALLY LEFT BLANK) 05.20.04 401 DEC 15/87 FFFAVB FF F OPERATIONSMANUAL WHITEDOMELIGHT COATSTOWAGE OBSERVER OXYGEN MASK WHITE DOMELIGHT P6-1 NAV, INST, 8 COMM P18-1 NAV P6-2 SYSTEMS I CREW OXYGEN _ P6-3 VALVE P18-2 I OBSERVERS ______ FUEL SYSTEM S LIGHTING P6-6 P6-5 INST 8 COMM SEATS -__________> P18-3 P6-4 , r---¯¯¯¯¯¯¯¯" AIR COND 8 ELECTRICAL P6-12 P6-11 #2 GEN BUS #1 GEN BUS - I 1' 0BSEtVER HAND MIKE ANTI-ICE LIGHTING | I RAIN REPELLENT SYSTEM P18-4 PASSENGER ACCOMODATIONS F RE EXTINGUISHER MANUAL GEAR RELEASE P18-5 BATTERY 8 APU AFT COCKPIT OVERVIEW 401 MAY15/89 05.20.05 BNFING FF F OPERATIONSMANUAL 7 19 22 19 EADI I EHSI - \ REGISTRATION SELCAL | sy . 17 Circled numbers refer to chapters where information on the item may be found. The controts, and indicators shown in this chapter are representative of installed units panets, and may not exactly reflect the details of the Latest configuration. Refer to the corresponding chapter under system descriptions for current information. CAPTAIN INSTRUMENT PANEL 05.20.06 418 FEB 07/92 FBENB FF F OPERATIONSMANUAL 7 19 7 22 19 7 14 ' - lut 19 to INsva EADI \ / EHSI REG 22 Circled to chapters FIRST 416 FEB 07/92 17 5 numbers refer ION where information OFFICER on the item may be found. INSTRUMENT PANEL 05.20.07 FFFINF FF F OPERATIONSMANUAL 19 19 I I 22 I I an 125 " av.acs O - IRBBO a atraron ISO war wm un B FlOO \+0000\ 22 I I nu 125 13 o AUT IIA E 15 As installed Circled numbers refer to chapters where information on the item may be found. CENTER INSTRUMENT PANEL & LIGHT SHIELD 05.20.08 428.1 AUG 19/94 VB FF FFFM F OPERATIONSMANUAL 5 CO Y CIRCUIT BREAKER ERNATE FLAP YA ER Dr T EC D ENER ROS R ..e N EN6INE START P SI N IGN INSORD CONTCABIN AIR TEMP 91v7 NICROPHONE MONITOR As installed Circled e GFN Ullblik, GUTOGMD NYDPUMPS 5 FEED L A TL numbers refer PA55 CABIN VivT '$ L ACK gg CK E gg to chapters where information on the item may be found. FORhlARD OVERHEAD PANEL 419 JUL 07/94 05.20.09 BFING FF F OPERATIONSMANUAL 0000000 IRS DISPLAY DSPL SEL =g- ENGINE FLIGHTREcoRDER AI 22 Circled numbers refer to chapters where information on the item may be found. AFT OVERHEAD PANEL © 05.20.10 416 FEB 07/92 OPERATIONSMANUAL 19 14 s e EB E¯I EB EB ' SRT 8 Circled 8 OB 038 B numbers refer to chapters where information on BRT OOEOS SELCAL 1 PUSH TO O O RESET SELCAL 2 O the item may be found. FORWARD ELECTRONIC PANEL 416 DEC 18/92 05.20.11 FF F FFFINF OPERATIONSMANUAL OVHT DET A WHEEL UELL OVHTDET BELL CUT0UT A B B | L entnE I assosasEn O 'll a mentE ossessesto T TEST 0 F Q o HR ucnaasto o ll Ol I ENGINES FAULT o 2 0\ uro TEST 1 12 5 OI Il 0 NAV man m II NIN 5 AILERON NOSE LEF 1-HF-2 T-VHF-2 I diAV-2 IIC SV T-ADF-2 IC HE GHT 1-VHF-2 PA IKR SPKR 1-HF-2 1-NAV-2 NORM 600M ECT IIC 1-ADF-2 DOON 25.300 PA fkR SPKR NORM 25.300 H STMiTRINWERRIDE 13 IEEED e C0m i 1538 sa c O As Circled 5 war ------------' installed numbers refer to chapters where information on the item may be found. AFT ELECTRONIC PANEL 05.20.12 419 DEC 18/92 FBXÆ& FF F OPERATIONSMANUAL FLAP U--J IsËASE DISAE AIE 21 21 STAB IDLE TRIN STABTRIM cur our CUTOF FUEL QUANTITY CALIBRATION Circled numbers refer to chapters where information on the item may be found. a0 CONTROL STAND 405 SEP 08/92 05.20.13 F FF ÆNFINB OPERATIONSMANUAL CAPTAIN'S 5 / FIRST OFFICER'S ELECTRONICPANEL SUNVISORSTO AGE ÎAREWHEUELL o NE ^- (HEAD -- PHONE) 00' O 'OO 'a ( ) BOOM MIKE ( HANDMKE DOOMUKE HEAD PHONE) IRS MASTER CAUTION FUEL SUMMATION UNIT FIRST OBSERVER I I i As installed circled numbers refer to chapters where information on the item may be found. AUXILIARY PANELS 05.20.14 412 DEC 18/92 BXNN FF F OPERATIONSMANUAL 5 ' LIGHTS OFF ENTRY DFF OFF WORKGROUND TDIS E NIG CEILING UINDOW CALL SYSTEM O © © CAPTAINATTENDANTRESET L ALL TEM CAP1AIW ATTENDAWTRESET EMER EXI) AFT ATTENDANTPANEL FORWARDATTENDANT PANEL FORMARD AIRSTAIR LI AIR S AIR NORMAL STANDDY FORWARDAIRSTAIR Circled 403.2 NOV 01/88 numbers refer to chapters where information on the item may be found. ATTENDANT PANELS 05.20.15 OPERATIONSMANUAL MUSIC ANNOUNCEPANEL Circled numbers refer to chapters where information ATTENDANT PANELS 05.20.16 on the item may be found. 404 FEB 07/92 OPERATIONSMANUAL LEFT ANDRIGHT OUTBOARDLANDINGLIGHTS (white) STROBELIGHT (white) POSITION LIGHTS (green and white) , LOGOLIGHT (white) LEFT ANDRIGHT INBOARD LANDINGLIGHTS (white) UPPER ANDLOWER ANTI-COLLISION LIGHT • (red light) strobe LEFT AND RIGHT RUNWAYTURNOFF LIGHTS (white) TAXI LIGHT (white) • . ,,,, -- - _ STROBELIGHT (white) WING ILLUMINATION LIGHTS (white) LOGOLIGHT (white) POSITION LIGHTS (red and white) STROBELIGHT (white) TAXI LIGHT SWITCH ON - Illuminates Light located RUNWAY TURNOFF R OF TAXI the nose wheel taxi on the nose wheel landing SÌPUÌ. OFF RUNWAYTURNOFF LIGHT SWITCHES Illuminates the corresponding runway turnoff light located in the leading edge of the wing root. ON - FWD OVERHEADPANEL 401 MAY15/88 EXTERIOR LIGHTING 05.30.01 OPERATIONSMANUAL QUTBOARD LANDINGLIGHTS SWITCH (three position) " E X RETRACT Eooo N LANDING ooo L ON R OUTBOARD OFF ooo ooo L ON R INBOARD RETRACT - Landing lights and extinguished. are Outboard retracted Outboard Landing lights are extended and remain extinguished. EXTEND - Outboard landing and illuminated. ON - lights are extended INBOARDLANDINGLIGHTS SWITCH Illuminates or left inboard ON FWDOVERHEADPANEL - EXTERIOR LIGHTING 5.30.02 the corresponding right Landing light. 401 15/87 DEC OPERATIONSMANUAL LOGOLIGHT SWITCH ON - the airline insignia of the vertical fin. on Illuminates each side POSITION LIGHT SWITCH STROBE& STEADY Illuminates the red and position the green wing-tip Lights, white trailing edge wing-tip lights, and the wing-tip and tait strobe - lights. STEADY Illuminates the red and green wingtip position lights and the white trailing edge wing-tip lights. - LOGO POSITION STROBE S OFF STEADY ANTI COLLISION OFF OFF WELL OFF OFF ON STEADY ' WHEEL WING -- ON ON ON -WHEEL WELLLIGHT SWITCH ON Illuminates the for checking lights - three wheel weLL the landing gear down and Locked stripes. WINGILLUMINATIONSWITCH Illuminates both white wing Leading edge lights located on the fuselage forward of the wing. ON FWD OVERHEADPANEL - ANTI-COLLISION Illuminates lights located ON - LIGHT SWITCH beacon both red rotating on the upper and lower fuselage. 401 MAY 15/89 EXTERIOR LIGHTING 05.30.03 OPERATIONSMANUAL WW MAP LIGHT CONTROL control brightness of the Captain/First map lights. Push to illuminate extinguish map Lights. PUSH/ROTATE Left/right - ur MAP regulates Officer or SIDEWALL PANELS PANEL LIGHT CONTROL control regulates of the integral instrument Lighting in the Captain and center instrument panets and the displays and edge lighting of the PUSH/ROTATE Captain's - the brightness PANEL o,, - CAPTAIN PANEL FIRST OFFICER PANEL Autopilot Flight Panel. First Officer's panel Officer's Lighting. Director Mode Control control regulates First instrument and integral BACKGROUND LIGHT CONTROL the brightness of the flood lighting for Captain First Officer Panet, and Center ROTATE Regulates - fluorescent Panel, Panel. CAPTAIN'S PANEL AFDS LIGHT CONTROL UF ROTATE Regulates - lighting directed the brightness of the at the AFDS control panel. CAPTAIN'S PANEL DOMEWHITE WHITE DOME LIGHT SWITCH om DIM-0FF-BRIGHT UF white amov - Controls two overhead Lights. AFT OVERHEAD PANEL COCJ'IT LIGHTING 402 05.30.04 JUL 22/92 OPERATIONSMANUAL MASTERLIGHTS TEST AND DIM SWITCH LIEsHTS - en ILLuminates all system-associated lights on the forward and aft overhead panels. - CENTERINSTRUMENT PANEL ILLuminates some Lights on the Captain and First Officer instrument panels. BRT-DIM light Controls - intensity. CIRCUIT BREAKER SWGHT CIRCUIT BREAKERLIGHT CONTROL ROTATE Regulates the intensity of the P-6 and P-18 circuit breaker panets illumination. - OFF PANEL gRIG r PANELLIGHT CONTROL ROTATE - OFF the intensity Regulates forward and aft overhead panet the tights. of FWDOVERHEADPANEL FLOODLIGHT CONTROL ROTATE - PANEL FLOOD sateur Regulates directed intensity the overhead spotlight at the thrust Lever quadrant. -PANEL LIGHT CONTROL OFF OFF the intensity of the control forward and aft electronic ROTATE Regulates - AFT ELECTRONICSPANEL lights. panels NO SM0KINGIFASTENSEAT BELTS SWITCHES NO ASTEN BELTS SMOKIN AUTFo OFF Extinguishes signs. passenger - - pâSSenger ON FWD OVERHEADPANEL - of the associated Illumination AUTO 0N the associated SignS Illuminates iS autOmatiC. the associated passenger signs. COCH3=IT LIGHTING 402 MAY15/88 05.30.05 OPERATIONSMANUAL Logo Lights LIGHTING SYSTEM DESCRIPTION white Exterior A Exterior wing-tip insignia fin. Lights incLude runway turnoff, anti-collision, taxi, the Landing, navigation, wing and wheet weLL iLLumination Lights. Controts are Located on the forward overhead panet. Service Lights are Located at various work areas incLuding each wheet weLL and cargo compartment. Controts are Located at the individual service Light is instatted for illuminating on each side of in each the airplane the vertical strobe, Position Lights Lights to (navigation) and direction, position, attitude are mounted in the wing-tips. of: The Lights consist Position indicate areas. (1) Outboard Lights Landing Retractable Landing Lights are instatted in the outboard fLap track fairings. The Lights are designed to extend from the flap track and shine parattet forward, to the waterLine of the airplane, regardless of flap position. The Lights may be extended at any airplane speed. Inboard Lights Landing Lights Runway turnoff Lights are adjacent and inboard of the inboard lights. Taxi to Landing shine outward 30° and have a beam width The Lights approximately of 50°. taxi Light is mounted on the nose wheel strut and will point in the same direction as the nose wheet. The Light will not extinguish when automatically The increased Light, it Light not Landings. 05.30.06 wing-tip. the white strobe One high intensity Light and one fixed red Light outboard and forward in the facing Left wing-tip. (3) An aft facing fixed white Light on each wing-tip edge. traiLing strobe Light Located on the (4) A fuselage tait cone above the APU (2) are controlled by a switch, Located on the the forward overhead panet. Placing POSITION switch to STROBE & STEADY turns on the strobe Lights and fixed Lights. The white colored navigation strobe Lights flash at approximately 60 the flashes per minute. Placing POSITION switch to STEADY turns on the colored navigation Lights and the white wing-tip lights. With a trailing edge Loss of att generators, the colored navigation Lights and the white These Lights three-position Lights will edge wing-tip operate only if the switch is in the STEADY position. PLacing this switch to STEADY will power the colored Lights and trailing edge wing-tip Lights from the battery bus for towing if no other power is on the airplane. The battery switch must be ON. traiting Light the nose gear right exhaust. Two fixed Landing Lights are in the wing Leading edge with the runway turnoff Lights. The Lights shine forward and down in a fixed position. The Lights are protected by an aerodynamicatty contoured glass window. Runway Turnoff One high intensity white strobe Light and one fixed green Light outboard and forward in facing retracted. For Life of the taxi is recommended that the taxi be used for takeoffs and is service 401 15/87 DEC OPERATIONSMANUAL Exterior Anticottision (Cont) fuselage. The anticoLLision Lights are These high intensity strobe Lights. red flashing Lights flash approximately once per second. On the ground, illumination of the Lights is an indication to ground personnet that the engines are ready for start or are operating. Wing ILLumination Lights switch marked variabLe intensity BACKGROUND on the Captain instrument control of the panet provides background Lights. the switch Rotating the intensity clockwise varies of the fluorescent Lights from OFF to BRIGHT. The background (flood) Lights First illuminate the Captain, Officer panets. and center instrument The Lights Two anticoLLision Lights are externally mounted on the upper and Lower Lights Two white wing Lights are mounted flush with the fuselage forward of the wing. Primarity, and Background Panet they are used to scan the wing Leading edge for icing; they also provide Light to assist in ground service of the airpLane. Wheel WeLL Lights Located in each wheel weLL ittumination to check the condition of the Landing gear down and in the event the Landing Locked stripes gear is manually extended. A Light provides The controls marked PANEL turn on the integral instrument white Lighting for the associated panet. The center Lights are instrument panet integral controlled panet by the Captain's controt. No Smoking and Fasten Belt Lights The passenger signs in the cabin (NO SMOKING, FASTEN BELT and RETURN TO SEAT) are operated by a three position switch on the forward overhead panet. the signs are With AUTO selected, controlled by reference automatically to Landing gear and fLap positions. NO SMOKINGSigns: ILLuminate when - the Landing gear is extended. Cocknit dome Lights provide general The Captain's cockpit flood Lighting. and First Officer's instruments are iLLuminated by white flood Lights under the Light shield and by integrat white Lights in the panets. Flight kit, map, reading, and circuit breaker panel Lights are controlled by individual switches. A separate switch Located above the standby magnetic compass controls compass illumination. Extinguish retracted. - when the gear is White - - FASTEN BELT and RETURN TO SEAT Signs: ILLuminate when the flaps or gear are extended. Extinguish when the flaps and gear are retracted. Either sign may be manualty operated by positioning the switch to the desired sign OFF or ON. When either position, or manually, changes, automatically a Low tone chime sounds over the P.A. 401 JUL 23/93 system. 05.30.07 OPERATIONSMANUAL Lights Switch Test cockpit Certain panet. Lights may be on the center The switch has three indicator tested with a switch instrument positions: Power Soprges and passenger cabin Lights are between the two main AC busses bus witL so that failure of either Loss of result in only partial Cockpit divided Lighting. TEST - - BRT DIM The majority of the cockpit indicators witL ilLuminate BRIGHT. The master caution system wiLL not RECALLwith the switch in the TEST position. ALL segments of the displays on the Autopilot Flight Director Mode Control Panet flash. constantly - - Light Light intensity intensity majority of the is bright. is dim for indicator the Lights. Hot Battery Bus With the Battery Switch OFF, and externaL power connected, the dim entry Lights will be illuminated from the hot The fluorescent mirror battery bus. witL aLso be Lights in the Lavatories iLLuminated from the 115 VAC ground service bus. Battery Bus Loss of att the following Passenaer cabin Passenger cabin Lighting is accompLished by use of white incandescent Lights and white fluorescent Lights. Generat cabin iLLumination is provided by window Lights, Lights and entry ceiling Lights. These are supplemented by reading Lights in the passenger service units, Lavatory Lights and separately controlled Lights in the galley areas. battery AC power witL Leave onty Lights powered from the bus: Cocknit Liahts: -Standby compass Light -White dome Lights -Emergency instrument flood -Selected system information warning Lights. BûIE: Lights and Failure of AC transfer bus No. 2 (TRANSFER BUS OFF Light wiLL ittuminated) turn on the automaticaLLy emergency instrument flood Lights. Passenaer Cabin Liahts: -Lavatory dome Light Emeraenev Exit Lights: -Emergency exit Lights and signs are powered from separate emergency power suppties instaLLed in the passenger cabin. 05.30.08 401 DEC 15/87 OPERATIONSMANUAL LOWERCARGOCOMPARTMENTS The Lower cargo compartments are designed and constructed to satisfy United States Federal Aviation Administration (FAA) category Class D compartment requirements. This means the compartments are designed to completely confine a fire without endangering the safety of the airpLane or its occupants. The compartments are seated and pressurized but do not have fresh air circuLation and temperature control as do the upper passenger compartments. by four "batance Each door Latches. has a mechanism" which creates door-open force slightly more than The equal to the weight of the door. with Little door can therefore, or no be swung open until it manual effort, uplock. The door engages a mechanical can be closed easily by putting a Lanyard attached to the door, releasing grasping the handLe and the uptatch, closing the door. güli: When the doors are not Locked, the MASTERCAUTION Light and DOOR annunciator are iLLuminated. are two cargo compartment doors on the Lower right side of the fusetage. Both are pLug type, inward opening pressure doors, hinged at their upper edges and operated manually from either inside or outside the airplane. difference in shape, Except for slight both doors are simitar in design and operation. The door is Locked closed There Doooooaaaaaaaaaoooooo CARGODOOR 33 in. by 48 in. AFT CARGO COMPARTMENT equalization valve is in the A pressure of each compartment. The bulkhead valves Let only enough air flow into or out of the cargo compartments to keep the same as the the pressures nearly cabin pressure. aft BLowout panets in the Lower cargo compartments provide pressure relief at rate than the pressure a greater valve in case the airplane equalization should suddenly Lose pressurization. ano o 000000000000 FWD CARGO COMPARTMENT 766 cubic feet CARGODOOR 35 in. by 48 in. 607 cubic feet USABLECARGOCOMPARTMENT VOLUME 1373 cubic feet LOWER CARGO COMPARTMENTS DEC 15/87 05.40.01 OPERATIONSMANUAL GALLEYS ELECTRICAL POWER are Located in the passenger cabin so as to provide convenient and rapid service to the passengers. in the they are instatted Generally, cabin adjacent to the forward and aft galley service doors. for ELectricity 400 Hz supplied Gatteys In general unit generator the gaLLeys is 115V AC the airplane busses and controlled by a from Circuit switch on the overhead panet. breakers are Located on the galLeys and breaker panet. on the P-6 circuit the equipment of the gattey main of the following WATER SERVICE consists high-speed ovens, hot beverage hot cup receptacLes, containers, and main storage refrigeration compartments. Electrical controL panel switches and circuit breakers to operate the above equipment are Located. Storage space, conveniently drawers and waste misceLLaneous containers are also integrated in the galley units. is suppLied to the gaLLeys from pressurized water system and, in an emergency, may be shut off at the gaLLeys. items: Water the airplane GALLEY UNIT No. GALLEY UNITS No. No. 48 ,. 2 1 401 DEC 15/87 GALLEYS 05.50.01 OPERATIONSMANUAL WATERSHUTOFFAND DRAIN VALVECONTROL 0N D o ON Shuts - faucets DRAIN LAVATORY SINK CABINET and water to lavatory sink heater (normat position). OFF N water Provides - faucets - off water to lavatory and water heater. Drains respective water overboard drain fitting. sink through WATERHEATERLIGHT ILLUMINATED - Heater operating. WATERHEATERSWITCH ON - Activates the water heater. LAVATORY SINK CABINET LAVATORY CONTROLS AND INDICATORS 401 DEC 15/87 05.60.01 FF F FFFIN@ OPERATIONSMANUAL WATER / x 1/2 - WATER QUANTITY INDICATOR PUSH Lights illuminated quantity of water in indicate - 1 3 ATER E ) the reservoir. half full the E, Example: With reservoir 1/4, and 1/2 Lights illuminate. F UANTITY GALLEY AREA WATERSYSTEM SERVICE PANEL AIR VALVE Pressurizes tank and system when normal pressure sources are not available. - FILL AND OVERFLOWVALVE HANDLE cdy OPEN - draining tank. water EggB or gravity filling Enables - CLOSED Normal position. - FILL FITTING Used - tank. to fitt OVERFLOWFITTING Prevents overfilling of tank and allows draining. venting of tank when gravity - "o TANK DRAIN VALVEHANDLE OPEN BELOWAFT ENTRYDOOR - Drains CLOSED - water from tank. Normal position. ACCESS PANEL - Cannot be closed unless the Fitt and Overflow Valve and Tank Drain Valve Handles are in the closed position. WATER SYSTEM CONTROLS AJ4D INDICATORS 05.60.02 401 DEC 15/87 OPERATIONSMANUAL WATERANDWASTE SYSTEM DESCRIPTION Lavatories Each Lavatory has an independent toilet waste system. Toilet waste is stored in tank in each Lavatory. During ground servicing the toilet tanks are drained, rinsed and a chemical precharge is added. The tanks are vented to the lavatory vent system. a toilet steet toilet bowl attaches to the top of each tank. A separator A staintess between the tank and toilet bowl prevents passengers from seeing into the tank and liquid in the tank from sloshing up into the bowl. Each fluid toilet waste tank has a motor-pump filter flushing unit that pumps filtered bowt. Activating the toilet flush handle powers the pump into the toilet for ten seconds. FLUORESCENT PAPER CUPS- PAPER TOWELS SERVICE UNIT (SPEAKER DOME LIGHTS) OXYGENMASKS(2) LIGHT CLEANINGTISSUE - --MIRROR USL ERAZ0R GASPERAIR RETURNTO SEAT SIGN CEI3UTTON RET USED TOWEL AND CUP DISPOSAL TOILET SB M ER WASHBASIN TOILET I -"' TOILET PAPER -+-- " N, ROTATED180° "as 401 DEC 15/87 AUTOMATICFIRE EXTINGUISHER (INSIDE CABINET) ASH TRAY SEAT COVERS " SANITARYNAPKINS SICK BAG DISPENSER LAVATORY (TYPICAL) 05.60.03 OPERATIONSMANUAL Water System Hot 6enerat airplane water system is The potabte supplied from a single tank Located behind the aft cargo compartment. water is supplied to the gatteys ALL water is and Lavatory sinks. filtered. Fresh Guantity Operation Indication A quantity and System indicator is Located above the aft service door. When the "PUSH" button on the indicator is pressed, Lights iLLuminate to show the water *40 When futt, approximately Levet. U.S. gaLLons (-400) witL be availabLe. The system is pressurized when the Left or the engine APU is running. A shutoff valve is Located in the cabinet below the sink in each Lavatory. The drain position of this valve is used to drain all water overboard. Normally, the drain shutoff valves will be ON. * 20 gattons 30 gallons Water in some Hot and coLd water is available Lavatories. The water heater is When Located below the Lavatory sink emptied, it witL heat a new water An amber Light charge in four minutes. is operating is ON when the heater has an overheat normally. The heater switch which turns off the heating element if an excessive temperature is The heater reached. may be turned off at any time by using a manual switch on the heater. Hot and cold water is aLso supplied at the galleys. . Servicing The system is serviced from an exterior panet on the aft Left side of the is airplane. Pressure filling galleys required. water from the Waste and Lavatory wash basins is drained overboard through two heated drain masts. The drain masts are on the one forward and bottom of the fuselage; one aft. (737-300) (737-500) UANTITY INDICATOR LAVATORY WATERTANK DISTRIBUTION LINE EXTERNAL SERVICE PANEL GALLEY(TYP) LAVATORY WATER AND WASTE SYSTEM 05.60.04 405 SEP 08/92 OPERATIONSMANUAL CHAPTER 6 AIR CONDITIONING AND PRESSURIZATION PAGE TABLE OF CONTENTS. . . . . . CONTROLSAND INDICATORS. AIR CONDITIONING CONTROLS. TEMPERATURECONTROLS . . . . . . . . . . . . . . . . . . . . . PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . . . .02 . . . . .03 . . . . .04 . . . . . . . . . .05 . . . . . . . . . .06 06.20.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . . . . .04 . . . . . . . . . . . . . . . . .05 . . . . . . . . . . . . . . . . . . . . . .06 . . . . . . . . . . . . . . . . . . . . . . .07 . . . . . . . . . . . . . . . . . .08 . . . . . . . . . . . . .09 . . . . . . . . . . . . . . . . .11 . . . . . . . . . . . . . . .11 . . . . . . . . . . . . . . . . .12 . . . . . . . . . . . . . . . . .13 . . . . . . . . . . . . . . . .14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 . . . . . . . . . . . . . . . . . . . . . .16 . . . . . . . . . . . . . . . . . . . . . .18 . . . . . . . . . . . . . . . . . . . . . .18 . . . 403 SEP 08/92 . . . . . . . . . . DIFFERENCES . 06.30.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . . . .02 SYSTEMDESCRIPTION AIR CONDITIONING GENERAL AIR CONDITIONING SCHEMATIC AIR CONDITIONING PACK. AIR CONDITIONING PACK SCHEMATIC. RAMAIR SYSTEM RAMAIR SYSTEMSCHEMATIC AIR CONDITIONING DISTRIBUTION. AIR CONDITIONING DISTRIBUTION SCHEMATIC. . . . . . . . . . CONTROLSAND INDICATORS. AIR CONDITIONING CONTROLS. TEMPERATURECONTROLS . . . . . . . 737-300/500 . 06.10.01 . PRESSURIZATION SYSTEM SCHEMATIC. PRESSURIZATION OUTFLOW PRESSURIZATION OUTFLOWSCHEMATIC AUTO MODE OPERATION. STANDBY MODEOPERATION MANUALMODEOPERATION. . 06.00.01 . . . . . . . . . . . SYSTEM DESCRIPTION AIR CONDITIONING GENERAL ZONE TEMPERATURECONTROL AIR CONDITIONING SCHEMATIC AIR CONDITIONING PACK. AIR CONDITIONING PACK SCHEMATIC. RAMAIR SYSTEM RAM AIR SYSTEMSCHEMATIC AIR CONDITIONING DISTRIBUTION. AIR CONDITIONING DISTRIBUTION SCHEMATIC. EGUIPMENTCOOLING. EGUIPMENTCOOLINGCOMPONENTSDIAGRAM . . . . . . . CABIN ALTITUDE PANEL AND EGUIPMENT COOLING AUTOMATICPRESSURIZATION CONTROLSAND INDICATORS STANDBY PRESSURIZATION CONTROLSAND INDICATORS MANUAL PRESSURIZATION CONTROLSAND INDICATORS. . . 06.40.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . . . .04 . . . . . . . . . . . . . . . . .05 . . . . . . . . . . . . . . . . . . . . .06 . . . . . . . . . . . . . . . . . . . . .07 . . . . . . . . . . . . . . . . . .08 . . . . . . . . . . . . .09 06.00.01 OPERATIONSMANUAL RECIRCULATION FAN SWITCH (In flight) Left fan is signated on except when both packs are operating and The right either pack is in high flow. fan is signaled on except when both packs are in high flow. AUTO - L RECIRC FAN ® OFF 0" año año 40 (On ground) Left fan will run except when in high flow. both packs are operating The right fan will continue to run when in high flow. both packs are operating FAN R RECI 60 OVHT AIR CONDITIONINGPACK SWITCH / L PACK uno CLOSE ggg HIGH HIGH MJTO OPEN PACK ICE R PACK ISOLLATEION I OVERHEAT nu, - - - PACK ICE - - each AUTO With both packs operating, pack regulates to Low flow mode. With one pack operating, regulates to tO high flow when inflight with flaps up. When operating one pack from the APU (both Engine Bleed Switches OFF), reguLSÌ9S to high f low. ""6 Y OVERHEAT m.EED R.EED URPSFF nuPOR RESET 2 - PPOvides OFF APUBLEED 1 Pack regulates to high flow. maximum flow rate on ground with APU Bleed Air Switch ON. HIGH - - Pack signalled OFF. PACK LIGHT (amber) ILLUMINATED - Indicates failure of both primary controls. - trip off or and standby pack pack During MASTERCAUTIONLight failure indicates of either Will standby pack control. MASTERCAUTION is reset. recall, primary or extinguish when FORWARD OVERHEAD PANEL TRIP RESET SWITCH If the fault condition has been BLEED TRIP OFF, PACK resets corrected, and ZONE TEMP Lights. Lights remain ittuminated until reset. PRESS - AIR CONDITIONING 401 JAN 26/94 CONTROLS 06.10.01 OPERATIONSMANUAL TEMPERATURE INDICATOR - AIR TEMPERATURE SOURCESELECTOR temperature at location Indicates appropriate Selects supply duct temperature. SUPPLY DUCT with Air Temperature selected Source Selector. PASS CAB FWDor AFT passenger Selects - zone - cabin temperature. PACK Selects - water discharge extractor temperature (pack temperatures). TRIM AIR SWITCH AIR TEMP '"Ig, ON FWD OFF FUD ser R ILLUMINATED ZONE HÐP FWD wro and ZONETEMP LIGHTS (amber) ON CONTCAB regulating closed. C TRIM AIR ®0FF nmP Trim air pressure valve signated - and valve Shutoff , L CABIN IONE air pressure regulating signated open. Trim - Shutoff CAB ZONE temperBÍUre TEMP flight overheat, deck primary me - or failure and standby COnÌPOL. tempePatUPS AFT CAB mio CONTCAB indicates - FWD CAB/AFT CAB indicates a duct of the duct temperature overheat. - a e a e OFF at"É r"u " e OFF POR OFF RAM ORN MASTERCAUTIONLight recall, the illumination of the CONT CAB Light indicates failure of the flight deck primary or standby temperature control. Illumination of either FWDor AFT CAB failure of the associLight indicates ated zone temperature control. Will extinguish when MASTER CAUTIONis reset. During . TEMPERATURE SELECTOR FORWARDOVERHEAD PANEL Provides automatic temperature control for associated zone. Rotating the control towards C (cool) or W (warm) sets the desired temperature from 65°F AUTO - to 85°F (30°C). Closes the associated (18°C) OFF - trim air modulating valve. RAMDOORFULL OPEN LIGHT (blue) ILLUMINATED - Indicates ram door in full open position. TEMPERATURE CONTROLS 06.10.02 401 DEC 18/92 OPERATIONSMANUAL CABIN ALTIMETERIDIFFERENTIAL PRESSURE INDICATOR INNER SCALE cabin altitude Indicates - in feet. differential Indicates between cabin and ambient in OUTER SCALE pressure psi. ALT HORN "r,', e 92 ' " 2 Cuts out intermittent cabin warning horn. Altitude warning horn sounds when cabin reaches 10,000 feet attitude. PRESS - -a - e '-, -- e', PRESSURIZATIONLIMIT PLACARD - . OFFS DG .125PSI 1 ¯ 4 , Maximum ÍOr BCg e , - attitude ) a HORNCUTOUT SWITCH ,,ALTITUDE CUTOUTt' - ---CABIN 2 - cabin differential takeoff and Landing is pressure psi. .125 RATE OF CLIMB INDICATOR cabin rate of climb or Indicates descent in feet per minute. FORWARD OVERHEADPANEL EGUIPMENT COOLINGSUPPLY SWITCH NORMAL Normal cooling supply fan - activated. ALTERNATE cooling supply fan Alternate - activated. EQUIP C LING SUPPL EXHAUST EûUIPMENTCOOLINGEXHAUSTSWITCH - activated. ORMAL ALTERNATE Alternate - OFF * cooling exhaust fan activated. ALTERNATE OFF exhaust fan NORMAL Normal cooling , · EGUIPMENTCOOLINGEXHAUSTOFF LIGHT (amber) ILLUMINATED FORWARDOVERHEADPANEL selected - No cooling airflow from the exhaust fan. EQUIPMENTCOOLINGSUPPLY OFF LIGHT (amber) ILLUMINATED selected R - No airflow cooling from the supply fan. CABIN ALTITUDE PANEL AND ERUIPMENT COOLING 401 DEC 15/87 06.10.03 ÆgffNN FBF OPERATIONSMANUAL FLIGHT ALTITUDEINDICATOR altitude. Set before - cruise selected Indicates - AUTO FAIL LIGHT flight (amber) ILLUMINATED Automatic control failure. - takeoff. Control automatically standby mode. - pressurization transfers to OFF SCHEDULEDESCENT LIGHT (amber) descends before cruise flight set in the flight altitude ILLUMINATED Airplane reaching the planned - I súNW AUTO I MANUAL MANUAL STANDBY V ooolod! FLT ALT ----FLIGHT CAB ALT |00||000| E ,, PRESSURIZATIONMODESELECTOR Airplane AUTO - STBY F L T controtted Ac MAN G AUTO R D CHECK altitude. flight E - UWIDALT / OS cruise - E loolloool ALTITUDESELECTOR PUSH/ROTATE To set planned L KR DECR altitude indicator. DC system pressurization automatically. CHECK Tests auto failure AUTOsystem. - function of FLIGHT/GROUNDSWITCH FORWARD OVERHEADPANEL GRD On the ground, drives zation outflow valve full - LANDINGALTITUDESELECTOR ROTATE - - field Large 1000 Small - To select altitudediameter foot planned control sets increments. diameter control 10 foot increments. controlled airplane. functions landing FLT sets LANDINGALTITUDE INDICATOR - altitude of intended Landing fieldSet before takeoff. Indicates AUTOMATICPRESSURIZATION 06.10.04 On the ground, pressurizes the 200 psid (approximately cabin to feet below airport elevation). autoAfter takeoff, cabin pressure in climb and matically controlled descent as function of airplane altitude. In cruise, cabin pressure held constant. .1 - - - the pressuri- open at a the rate and depressurizes After takeoff, inhibited; the same as FLT position. - CONTROLS AND INDICATORS 401 DEC 15/87 FF BENB F OPERATIONSMANUAL STANDBYLIGHT (green) ILLUMINATED Pressurization operating - CABIN RATE SELECTOR system DECR in standby mode. - equals INCR - Cabin attitude 50 ft/min. rate of change Cabin altitude rate of change 2000 ft/min. equals Cabin altitude 300 ft/min. 1(Index) equalS I STANDBY MANu / AUTO rate of change - STANDBY CABIN ALTITUDE INDICATOR / selected Indicates - cabin altitude. MANUAL v |00000| FLT ALT 00|looo| CAB ALT ( CABIN ALTITUDESELECTOR vy DECR INCR CABIN RATE ROTATE - c L P - )L-------STBY Large diameter - Small diameter ---PRESSURIZATION 1.41. . 4 2 ALTIWDEX1 sets 1000 foot control sets 10 foot inCrementS. AC CHECK 8 FLT control G AUTO F cas-·3.3 cabin alti- desired inCP9mentS. |oollooo| UWIDALT To select tude. 6 8 6.06.46.87.2 0 DFEETAMPRESSSCH 4 ILE 8.0 STBY 6 FORWARDOVERHEAD PANEL - - - Airplane COntPOlled ROQUiPOS MODESELECTOR pressurization system through the standby mode. cabin altitude rate of change and cabin altitude selections. Automatic mode bypassed. FLIGHT/GROUNDSWITCH On the ground drives outflow valve open at rate selected by Cabin Rate Selector. After takeoff, inhibited; functions the same as FLT position. GRD CABIN/FLT ALTITUDEPLACARD - Used to determine setting for cabin altitude. the event automatic - FLT Pressurizes airplane at rate mode is inoperative, and selected to by Cabin Rate Selector a flight is planned at 22,000 feet using cabin altitude selected on Cabin the standby mode, set 1900 feet in the Altitude Indicator 200 feet (normally Cabin Altitude after takeoff. below takeoff field elevation). Indicator Example: In pressurization STANDBY PRESSURIZATION - CONTROLS AND INDICATORS 401 JUL 23/93 06.10.05 OPERATIONSMANUAL MANUAL LIGHT ILLUMINATED operating I I OFF SCHED AUTO FAIL DESCENT STANDBY FLT ALT QUTFLOWVALVEPOSITION STANDBY MANUAL DECCBDIRAINECR y system P CAISALT E S J-------N \00\000| STBY F GRAUTO T D AC CHECK INDICATOR Indicates position of main cabin outflow valve. Operates in att modes. - -OUTFLOWVALVE SWITCH (spring-loaded c loolloool| L LMD ALT Pressurization in manual mode. MANUAL | - AUTO (green) - OPEN to center) Opens main cabin outflow - valve OLOCtfiCSULY. CLOSE - Closes main cabin outflow valve ----PRESSURIZATION MODESELECTOR MAN Airplane pressurization controlled manually by Outflow valve Switch. AC Outflow valve operates from AC power. DC Outflow valve operates from DC power. ALL auto and standby circuits bypassed. - - - FORWARD OVERHEADPANEL § MANUAL PRESSURIZATION a 06.10.06 - CONTROLS AND INDICATORS 401 DEC 15/87 OPERATIONSMANUAL SYSTEM DESCRIPTION Fans controL the system which maintains RecircuLation recirculation AIR CONDITIONING GENERAL General Conditioned from either conditioning source. preconditioned ground the cabin comes air system or a preconditioned air for the airplane Air from the ground source enters the system through the mix conditioning manifoLd and is routed to the cabin ducts. distribution proper ventitation white economizing the use of bleed air. It coLLects a fraction of the cabin air, fitters it, and returns it to the mix manifold to air be mixed with fresh conditioned This supplied by the packs. temperature controtted air is mixed with recirculated cabin air in the mix manifold for distribution. air The airplane air conditioning system provides temperature controlled air by bleed air from the engines, processing APU, or a pneumatic ground source through two air conditioning packs. Pack control is provided by two controllers electronic Located in the E/E bay. A three-zone trim air system provides zone temperature individuat Bleed Air SuontY Bleed air is controtted by the Engine BLeed Air Valves which aLLow air to duct. The flow into the main pneumatic source may be APU or ground pneumatic used as an alternate source of bleed valve separates the air. The isoLation Left and right sides of the pneumatic The duct may be interconnected system. valve. by opening the isoLation control. air from the Left pack Conditioned flows directly deck. to the flight Excess air from the Left pack, air from the right pack, and air from the recirculation system is mixed in the mix manifold. The mixed air is then distributed cabin. to the passenger 401 AUG 15/90 06.20.01 OPERATIONSMANUAL ZONE TEMPERATURECONTROL are three zones: flight deck, forward cabin and aft cabin. Desired zone temperature is set by adjusting Temperature Selectors. the individual The selector range is approximateLy 65°F (18°C) to 85°F (30°C). There amber IONE TEMP Light witt ittuminate Caution Recatt to indicate upon Master faiture zone controt. of the associated single pack operation, During Temperature SeLector settings three zones will be averaged. Pack Temoerature Unbalanced the of att Control The packs produce an air temperature which wiLL satisfy the zone which requires the most cooting. Zone temperature is controlled by the proper amount of trim introducing air to the air Leaving the mix manifold through the zone supply ducts. The quantity of trim air is regulated by individual trim air modulating vaLves. Egge If air in a zone supply duct overheats, the associated amber ZONE TEMP Light and the associated trim ittuminates, air moduLating vatve closes. The trim zone which requires the most If a passenger cabin zone trim air, or all trim air is Lost, the forward and aft zone temperature demands will be averaged for controt of the right pack. air modulating valve may be reopened after the duct has cooted by pushing the TRIP RESET Switch. the suppty of affecting air will cause the temperature trim control system to control both packs independently. If flight deck trim air Any failure the Left pack wilt provide air to the flight deck at temperature and the right the selected pack witt satisfy the demand of the is passenger cooLing. If Zone Temoerature Control Modes electronic controtter controts the aft cabin zone and provides backup controL for the flight deck. The right controtter controts the forward cabin zone and provides primary controt for The Left the flight deck. Failure of the primary flight deck temperature control will cause an automatic switch to the back up controt and will illuminate the CONT CAB amber upon Master Caution of both the primary controls will ittuminate ZONE TEMP Light RecatL. Failure and standby the Lights automatically. Failure of the forward or aft cabin temperature control witL cause the associated trim air modulating valve to close. The Temperature Selectors operate normally, but the Temperature Selector settings of the two passenger cabin zones witt be averaged. The 06.20.02 Lost, conditioned any individual the Temperature be ignored system. Standby by zone is switched OFF, witL Selector setting the temperature Pack Average control Temoerature If att zone controts and primary pack controts the standby pack fail, command the packs to produce controts the air temperatures which witt satisfy average temperature demand of the two cabin zones. The trim air modulating deck valves will close. The flight zone Temperature Fixed wiLL have no Selector pack controls. on the standby affect Cabin Temoerature are If all Temperature Selectors will positioned OFF, the pack controts cause the Left pack to maintain a fixed temperature of 75°F (24°C) and the right pack to maintain 65°F (19°C) as measured at the pack temperature sensor. 401 DEC 20/91 BEING F FF OPERATIONSMANUAL C NT CAB FUD OFF CM AFT DFF CAD OFF I I L PACK I R PACK N VALVE OFF OFF AUTO I PACK Ins-Bo GPEN TRIP PACK vlNG-BoDI APU BLEED I CONT CAS ZONE FD CAB ZONE 2 AFT CAB ZONE TRIM AIR SYSTEM RECIRC FANS TRIM AIR PRESSURE REGULATOR AND SHUTOFF MIX MANIFOLD t APU AIR ISOLATION VALVE AIR CONDITIONING RIGHT ELECTRONIC CONTROLLER RIGHT PAÇK PACKVALVES i 401 AUG 15/90 GROUND PRECONDITIONED AIR CONNECTION CONTROLLER ENGINEBLEED AIR VALVE t LEFT ELECTRONIC VALVE [ GROUND PNEUMATIC ENGINE BLEED AIR VALVE SCHEMATIC 06.20.03 OPERATIONSMANUAL AIR CONDITIONING PACK Pack Temoerature flow of bLeed air from the main pneumatic duct to each air conditioning pack is controtted by the respective vaLve. The pack packs are independent operate and normatty in parattet. the Left pack uses bleed air Normally, from Engine No. 1 and the right pack uses bleed air from Engine No. 2. The output of the packs is combined in the mix manifold. ELectronic The Cabin attitude can be maintained at or beLow 8000 feet when the airplane is at maximum certified ceiting with only one pack operating. Two pack operation from a single bleed air source is not recommended due to excessive bleed requirements. Coolina Cycle ControL controLlers temperature controt to satisfy or closed command the pack valve toward open pack discharge requirements. the If a primary pack control fails, pack is controlled affected by the standby pack control in the opposite or standby pack controller. A primary controt failure causes the PACK, MASTER CAUTION and AIR CONDSystem Annunciator Lights to illuminate during recatt. If both the primary and the standby fait for the same pack, pack controts the PACK, MASTERCAUTION, and AIR COND Lights iLLuminate. System Annunciator The pack will continue to operate without control unless excessive temperatures cause the pack to trip off. Flow through the cooling cycLe begins as bLeed air passes through the primary heat exchanger. Air is then routed to the compressor section of the air cycle machine where as it is compressed the temperature increases. Next the air circulates through a secondary heat exchanger for additionat cooling. The air then passes through a high pressure water separator and into the turbine section of the air cycle machine, where expansion and final cooling occurs. The processed coLd air is then combined with hot air which has bypassed the air cycLe machine through the pack temperature control valve. This air then flows back through conditioned the high pressure water separator and into the mix manifold and distribution Airflow controt Pack With both Air Conditioning Switches in AUTO and both packs operating, the packs provide "normal with one pack OFF, air flow". However, switches the other pack automaticaLLy to "high flow" in order to maintain the This ventitation rate. necessary automatic switching is inhibited when the airplane is on the ground, or inflight with the flaps extended, to insure adequate engine power for singLe engine Automatic operation. switching both Engine Bleed Air are OFF and the APU Bleed Air ON, since the working pack is occurs if Switches Switch is fixed in "high flow". system. Overheat protection temperature sensors cooling cycle. An is provided located in overheat by selected to HIGH. the condition in the compressor outlet turbine duct, intet duct, or pack discharge outtet will cause the PACK Light to illuminate and the pack valve to close resulting in a pack shutdown. 06.20.04 High flow mode can be manually the Pack Switch by positioning on is only availabLe APU Bleed Air Switch is ON and either Pack Switch is positioned to HIGH. This mode provides maximum cooling capability when the APU air. is the only source of pneumatic "APU high flow" the ground when the 401 JUL 22/92 FBXÆ& FF F OPERATIONSMANUAL TO MIX MAN FOLD ELECTRONIC CONTROLLERS RAM AIR -- ÑIGH RESSURE I WATER J SEPARATO --------- -- WATER < SPRAY STBY PACK TEMP N01ZL ' PACK TEMP CONTVALVE TO TRIM CONT AIR VALVE A T..- SYSTEM SECONDARY HEAT EXCHANGER AIR CYCLE MACHINE TRIM AIR PRESSURE < < ------- .. -- REGULATOR AND PRIMARY SHUTOFF VALVE EXCHANGER HEAT I I \ LEFT |BLEED AIR R PACK '" -- VALVE -- TURBOFAN HING -- PACK ---- ___j VALVE ICE OVERNEA TRIP OF OFF ON ISOLATION HOT AIR HEAT EXCHANGER VALVE ENGINE 2 TO WING TAI COOLED AIR COLD AIR CONDITIONEDAIR RAMAIR AIR CONDITIONING PACK SCHEMATIC 401 AUG 15/90 06.20.05 FBFÆ V@ 727 OPERATIONSMANUAL RAM AIR SYSTEM Turbofan system is used to provide the heat exchangers in the air conditioning system. Operation of the system is automatic. in each ram air exit duct just upstream of the exit Louvers. It augments the ram airfLow with fLaps on the ground or inftight The fan operates pneumaticatty not up. It is activated using bleed air. when the pack is on by the electricaLLy air-ground sensor on the ground safety switch or by the fLap position inftight. The ram air cooling for During flight, the ram air modulating system automatically regulates airflow through the system. A temperature sensor in the air cycle machine (ACM) compressor airfLow discharge duct through the system. controLs The sensor Linked ram Louvers to modulates the mechanicatty air intet door and exhaust maintain the required cooting airflow across the heat exchangers. In normat the ram doors modulate between cruise, open and closed. When on the flaps the ground, or inftight with not up, the ram door witL move to the fuLL open position for maximum cooling. The blue RAMDOOR FULL OPEN Light illuminates whenever the ram door is fully open. 06.20.06 A turbofan DefLector is Located Door door is installed forward A deflector of the ram air intet doors to prevent prior debris ingestion to Liftoff and after touchdown. The deflector door extends electrically when air-ground safety Logic is in the ground mode. 401 AUG 15/90 OPERATIONSMANUAL WATER FROM ---PNEUMATIC- SEPARATOR SYSTEM DUCT ACM TURBOFAN RAMAIR SENSOR (g=) VALVE TURBOFAN FWD RAMDOOR v V DEFLECTOR DOOR RAM AIR INLET SECONDARY HEAT EXCHANGER ilEC2-HE HOT AIR RAM DOOR RAMAIR ACTUATOR PRIMARY RAMAIR EXHAUST HEAT LOUVERS EXCHANGER PACK/ZONETEMPERATURE CONTROLLER HEATEXCHANGER COOLED AIR CONDITION: COLD AIR ON GROUND PACK ON RAMAIR FOURLELEEN0 FF 0 RAM D0 0 R FULL OPEN AIRPLANE ATTITUDE AFTER TAKEOFF BEFORE UP OR DOWN TAKEOFF TAKEOFF/ DOWN CLIMB (NORMALOPEN) ...gm CRUISE (FULL CLOSED) FLAP POSITION TURBOFAN VALVE POSITION OPEN OPEN DEFLECTOR POSITION RAM DOOR FULL OPEN LIGHT EXTENDED ILLUMINATED RETRACTED ILLUMINATED CLIMB UP CLOSES RETRACTED CRUISE UP CLOSED RETRACTED EXTINGUISHED EITHER BEFORE LANDING DOWN OPENS RETRACTED ILLUMINATED TOUCH DOWN DOWN OPEN EXTENDED ILLUMINATED RAM AIR SYSTEM SCHEMATIC 401 AUG 15/90 06.20.07 OPERATIONSMANUAL air is cottected in the mix of the air The temperature Conditioned manifold. is directly related to the setting Selectors. of the Temperature detection Overheat is provided illuminate. Deck Since the flight deck requires only a fraction of the air supply provided by the Left pack, most of the Left pack output is routed to the mix manifold. Conditioned air for the flight deck branches into severat risers which end at the floor, ceiling and foot Levet outtets. There are air diffusers on the floor under each seat. They cannot be controtted, and air flows as Long as the manifold is continuously pressurized. Overhead diffusers are Located on above and aft flight deck ceiling, the No. 3 windows. Each of these outlets desired The Fans recirculation of can be opened or closed as turning a slotted adjusting by is also a dual purpose valve behind the rudder pedal of each pilot. These valves provide air for warming the pilots' feet and for defogging the inside of the No. 1 windshields. Each valve is controlled by knobs located on the Captain's and First Officer's There panets. Cabin fan pack Load and the The air for demand. fans is exhaust air engine bLeed air the recirculation from the main cabin and electricat equipment bay. This air is filtered and recirculated to the mix manifoLd. Each The fans are driven by AC motors. recirculation fan witL operate only if the respective RECIRC FAN Switch is to AUTO. In flight, if both selected packs are operating and either pack is switched to HIGH, the Left The recirculation fan will shut off. fan wiLL operate in right recirculation flight unless both packs are in high. On the ground, the right recirculation fan wiLL operate even if both Pack Switches are in HIGH. The left recirculation fan will operate on the ground except when both packs are in high. Forward Carao comoartment The forward cargo compartment is warmed when more than 2.5 psi in flight differentiat exists. Air from pressure the ESE compartment flows up and around the forward cargo compartment fan Lining. The right recirculation When maintains this warming air flow. fan is off, the the right recirculation forward outfLow valve remains open to ensure this warm air flow (except when closed in order to maintain pressurization). Conditioned Air Source go up the right and cabin to the passenger supply air to the overhead distribution distribute duct. throughout the airplane. Sidewall risers Left walts of 06.20.08 system reduces the air conditioning the screw. Passenger conditioned It extends Recirculation by temperature sensors Located downstream of the packs and the mix manifold. An overheat condition causes the appropriate trim air modulating valve to close and the ZONE TEMP Light to FLiaht distribution duct routes air to the passenger cabin. from the forward to the aft end of the ceiling along the airplane centertine and also supplies the sidewalt diffusers. The overhead AIR CONDITIONING DISTRIBUTION A ground connected air conditioning Connection source may be to air to the mix manifold preconditioned 401 DEC 20/91 OPERATIONSMANUAL ZONE ZONE TEMP TEMP CONT CAB FWD CAB ZONE TEMP AFT CAB ELECTRONIC CONTROLLERS RECIRC FANS TRIM AIR MODULATING VALVES R GU MIX MANIFOLD LEFT PACK SHUTOFF VALVE RIGHT PACK GROUND PRECONDITIONED AIR AIR CONDITIONING DISTRIBUTION 401 AUG 15/90 4 SCHEMATIC 06.20.09 OPERATIONSMANUAL (INTENTIONALLY LEFT BLANK) 06.20.10 401 AUG 15/90 OPERATIONSMANUAL EGUIPMENT COOLING no-airfLow detector in the ducting forward of the equipment cooling fans consists of a heating unit Located Loss of below a thermat switch. airflow due to failure of an equipment heat to cooling fan causes increasing The just EFIS equipment, circuit breaker panets in the cockpit and electronic equipment in the E & E compartment are cooted by the equipment cooting system. Warm air from the equipment is ducted away by the selected AC powered fan. On the ground, or with the cabin differential pressure Less than 2.5 psi, the exhaust fan air is blown through a flow controL vaLve and exhausted out the bottom of the thermal switch, activate Equipment the respective iLLuminating the Cooling OFF Light. Selecting alternate fan shouLd restore airftow passing the heating unit and thermat the OFF Light. switch, and extinguish the airplane. from the it to the With The supply fan draws cool air passenger cabin and furnishes instrument panets. compartment. are Located compartment. If an overtemperature occurs on the ground, is provided through the crew alerting catt horn in the nose wheet weLL. airfLow at greater increasing cabin differential pressures, the flow control valve closes. Warm air from the electronic equipment is then diffused around the forward cargo thermal switches Additional in the ESE ALTERNATE SUPPLY FAN SUPPLY FAN PANEL COOLING DUCT EFIS COOLING ' I=- 'A EXHAUSTFAN DUCT ALTERNATEEXHAUSTFAN FLOWCONTROLVALVE EQUIPMENT COOLING COMPONENTSDIAGRAM 401 DEC 20/91 06.20.11 OPERATIONSMANUAL PRESSURIZATION Electronic GENERAL The pressurization The airplane is pressurized by bleed supplied to and distributed by the system. conditioning Pressurization are and ventitation controlled the opening of by varying outflow vaLves. A proportional is maintained between reLationship ambient and cabin pressure in climb or and a maximum differential is descent, maintained in cruise. normally air air Relief AUTO Two pressure relief valves provide pressure relief by differential pressure the to a Limiting maximum of 8.65 psi. A negative reLief valve prevents external atmospheric pressure from exceeding cabin internal pressure. Outflow VaLves The main outflow valve can be actuated by either an AC or a DC motor. The AC motor is used during AUTO and MANAC operation. The DC motor is used during STANDBYand MANDC operation. The forward outftow valve closes in maintaining to assist automatically cabin pressure when the main outflow valve is almost closed or when the recirculation On fan is operating. 737-400 airplanes, the valve closes whenever the right recirculation fan is operating. 06.20.12 - Controtter the normat mode Automatic; of operation. Uses AC motor. STBY - - Semiautomatic; a standby system in the event of AUTO failure. Uses DC motor. Manual control of the system using AC motor. Valves maximum safety Pressure system controts in any one of four modes cabin altitude as seLected by the pilot: MANAC Pressure Cabin MAN DC - Manual control using DC motor. of the system In the automatic mode of operation, airpLane attitude is sensed directly from the static ports. In the standby attitude is sensed mode, airpLane from the air electrically data computer (ADC). Barometric corrections to these pressures come from the Captain's attimeter in AUTO and the First Officer's altimeter in STBY. receives additional The controller information from the air/ground safety sensor and cabin pressure altitude sense port. 404 AUS 15/90 FFFING FF F OPERATIONSMANUAL CONDITIONED AIR FROM OVERHEAD AND SIDEWALLOUTLETS ADC AUTO FLT STANDBY ALT CABIN SENSE PORT MANUAL DECR INCR CABIN RATE I STATIC PORTS ', E c I l° L NE cA F/0 AIRPLANE ALTIMETERS BAROSET ster RECIRC FAN ·¯ (737-400) AC ------ MANC OFF F L 7 ¯¯ AUTO AUTO ------- R o CHECK R RECIRC FAN OFF AUTC FORWARD --- --- NEGATIVE QUTFLOW VALVE PRESSURE ~ ¯ RELIEF DC ~¯¯¯ | AC ¯¯¯¯¯ AIR/GROUND MAIN OUTFLOW VALVE SAFETY SENSOR CONDITION: PRESSURERELIEF AT 8.65 PSI IN FLIGHT NORMAL OPERATION PRESSURIZATION SYSTEM SCHEMATIC 406 SEP 08/92 06.20.13 OPERATIONSMANUAL PRESSURIZATION OUTFLOW Forward Cabin air outflow is controtted by the main outfLow vaLve, the forward outflow and the flow control valve. valve, During pressurized flight the flow control valve is closed, and the majority of the overboard exhaust is through the main and forward outflow vaLves. A small amount is also exhausted through toilet and galley misceLLaneous fixed vents, vents, and by seaL Outflow Vatve valve is the exit for air around the forward cargo circulated The vaLve cLoses whenever compartment. fan is operating. On the recirculation 737-400 airplanes, the valve CLoses fan is whenever the right recirculation forward outflow discharge overboard The operating. Main Outftow Vatve Leakage. Flow Control Valve controt vaLve opens to exhaust the cooling air from the ESE compartment overboard during ground unpressurized operation, flight, and pressurized flight below a cabin differential pressure of approximately 2.5 psi. The flow The main outflow exhaust exit for air circulated cabin. Passenger through foot is the overboard the majority of the through the passenger valve Level cabin air griLLs, is drawn down around the aft cargo compartment, where it and is discharged heating, through the main outflow overboard provides valve. air When the fLow control valve closes, is directed around the forward cargo compartment Liner for inftight heating. 06.20.14 405 AUG 15/90 OPERATIONSMANUAL FORWARDQUTFLOWVALVE Main outflow valve open more than 3 fan (737-400, degrees, and recirculation fan) off. RH recirculation OPEN - CLOSED - Main outflow valve within 1/2 fan degree of closed or recirculation (737-400, RH recirculation fan) operating. FOR FLOWCONTROLVALVE - FWD CARGO COMPARTMENT AFT CARGO COMPARTMENT Exhausts E & E cooling air white on ground, and inftight with less than 2.5 psi cabin differential pressure. MAIN OUTFLOWVALVE ----- by the system. Controlled pressurization - DIFFUSER, OVERHEAD OUTLETSAND CARGO COMPARTMENT AIRFLOW DIFFUSER OUTLET / \ OUTFLOW VALVE (CLOSED) AUTO FLT ALT CARGOCOMPARTMENT STANDBY INCR DECR T o MANUAL y cuc LINING EXHAUST PORT FOR FLOWCONTROL VALVE MAIN QUTFLOW VALVE REARVIEW ËC->(737-400) PRESSURIZATION 403 DEC 20/91 OUTFLOW SCHEMATIC 06.20.15 OPERATIONSMANUAL With the the the FLT position, the main outflow controller modulates the vaLve toward cLose, pressurizing cabin to This psi (-200 feet*). ground pressurization of the cabin makes the transition to pressurized for the passengers flight more gradual and crew, and also gives the system In AUTO, the pressurization controt panet is used to preset two attitudes into the pressure controtter: or cruise FLT ALT (flight - LAND ALT (Landing - airport airport cabin altitude) GND position. in .1 aLtitude). or destination altitude). better response to ground effect pressure changes during takeoff. altitude Takeoff the is in switch AUTOMODEOPERATION is (actuaLLy into the fed pressurization controtter when on the ground. at att controller In the air, the pressure pressure maintains a proportional differential between airplane and cabin attitude. By climbing the cabin attitude to the at a rate proportional airplane climb rate, cabin attitude change is held to the minimum rate times The air/ground safety sensor signats whether the airplane is on the ground or in the air. On the ground, the FLTIGRD switch is used to keep the cabin depressurized by driving the main outflow valve full open when the switch PROPORTIONAL CONTROL required. ISOBARIC MAXA P CONTROL CONTROL ISOBARIC CONTROL PROPORTIONAL CONTROL FLT ALT SETTIN MIN &P 0.25 psi CRUISE RELAY | | | TRIPS NORMAL A P=7.45 psid (A P=7.80 psid with FLT ALT>28000) , I a i 0.25 pqi TRIPS psid | | I i LANDRNWY CABIN ALT HOLDS FLIGHT PATH EVENTS - AUTOMODE 2qo SET 'FLT TAXI CLIMB CLIMB 0.15 psid (300' SET 'GRD' (A TER START) HOLE MIN MAX (A P=7.90 CABIN ALT DESCENT RELAY CRUISE OFF ALTITUDE DESCENT 2 O' (TAXIING) TAXI SAMEFLT ALT SETTING * The controller senses only psi. References to psi equivalents in terms of altitude are approximations and vary according to altitude. As the density is for a given psi. of the air decreases, the greater the change in altitude 06.20.16 AUG 15/90 BNFIN@ FN F OPERATIONSMANUAL AUTO MODE OPERATION (cont) Approximately 1000 feet beLow flight when outside air (actualLy pressure is within psi of the pressure that wiLL exist when the airpLane is at setected FLT ALT) a cruise relay trips. The controller altitude .25 schedules a constant cabin attitude during cruise using a 7.45 psi differential (7.80 psi differential with FLT ALT >28000 ft.) between flight and cabin attitudes. An amber OFF SCHED DESCENT Light illuminates begins to if the airplane descend without having tripped the cruise relay; for example, a flight aborted in climb and returning to the takeoff airport. The controller programs the cabin to Land at the takeoff field elevation without further inputs. If the Flight pilot Altitude Indicator is changed or the Flight Selector is depressed during Altitude climb, the automatic cabin abort capability to the original takeoff field elevation will be Lost. isobaric cruise, minor airplane excursions from flight attitude may cause the pressure differential to go as high a 7.90 psid to maintain a During constant cabin attitude. programs the cabin at cruise to 300 feet below the selected LAND ALT, if the differentiat (between the corresponding ambient pressures LAND for the selected ALT and FLT ALT) is Less than or equat The controLLer altitude to 7.8 psid <28,000 (7.45 psid with approximately 1000 cruise attitude (.25 psi a descent relay trips, scheduling the cabin to begin a descent to the selected proportional programs the LAND ALT. The controtter cabin to Land slightly pressurized (.1 so that rapid changes in attitude psi), during approach resuLt in minimum cabin pressure changes. descent, Beginning feet below differentiaL), Taxiing the controller in, the drives vaLve slowly to futL open when the FLT/GRD Switch is positioned to GRD, thereby depressurizing the the main outflow valve cabin. Having full open aLso prevents the equipment the cooting fan from depressurizing pressure. airplane to a negative main outfLow An amber AUTO FAIL Light iLLuminates occurs: any one of three conditions - Loss of AUTO AC power. - Excessive if rate of cabin pressure change (± 1800 sea Levet feet/minute). - High cabin altitude (13,875 feet). With ittumination of the AUTO FAIL controtter Light, the pressure trips to STANDBY mode; automatically Mode however, the Pressurization SeLector remains in AUTO. Positioning the Mode SeLector to STBY extinguishes the Light. FLT ALT ft). 401 DEC 20/91 06.20.17 OPERATIONSMANUAL STANDBY MODE OPERATION MANUALMODEOPERATION A green STANDBYLight will be when the pressure controtter is in the STANDBY mode. A green MANUALLight iLLuminates the Pressurization Mode Selector AC or MANDC. On the ground, the GRD position of the FLT/GRD Switch drives the main outfLow valve full open. The FLT position drives the main outftow valve to the cabin to the attempt to pressurize selected CAB ALT. CAB ALT should be set 200 feet below the takeoff airport altitude to pressurize the cabin property when the FLT/GRD Switch is placed to FLT prior to takeoff. Operation in the MANmodes assumes failure of the AUTO and STANDBYmodes. Manual mode allows the pilot, by using the Outftow Valve Switch, to moduLate the main outftow valve while monitoring Indicator. the Outflow Valve Position MANAC mode uses the AC motor to control the main outflow valve; MAN DC uses the DC motor. The rate of operation in MANAC is faster than that in MAN DC. ittuminated with in MAN to the placard controt panet, the Cabin Altitude Indicator is set to the isobaric cabin attitude, based on the proposed flight altitude and pressure differential. Cabin rate of climb or descent is controtted by the Cabin Rate Selector. In descent, the Cabin Altitude Indicator is set 200 feet below Landing field attitude to insure cabin during a pressurized In the air, by referring below the pressurization Landing. 06.20.18 401 DEC 20/91 OPERATIONSMANUAL RECIRCULATIONFAN SWITCH AUTO Fan is signalled - both packs are operating Pack Switch in HIGH. on except when with either RECIR FAN "' AIR CONDITIONINGPACK SWITCH AUTO e i 't, a OVHT - '4, L PAOC og o AUTO $Î vaieAC ICE R PAOC VALVE AUTO OPEN OVERHEAT - ICE > ----- TRIP - OFF TRIP - OVERHEAT OFF BLEED BLEED TRIP OFF Pack regulates to high flow. off when both Recirc fan signalled packs are operating. PPOvides maximumf Low rate on ground with APU Bleed Air Switch ON. HIGH HIGH AUTO --- -- OFF COSE HIGH - - ISOLATION OFF AUTO With both packs operating, each pack regulates to low flow. With one pack operating, regulates to high flow when inftight with flaps up. When operating one pack from the APU (both Engine Bleed Switches OFF), regu(8Ì9S tO high flow. - , - TRIP OFF Pack signalled OFF. RESET "F V ON ON APUBLEED 1 PACK TRIP OFF LIGHT "F V , 2 (amber) Indicates pack trip off. closes and automatically mix valves drive full cold. Trips are caused by pack temperatures exceeding Limits. ILLUMINATED Pack valve - TRIP RESET SWITCH OVERHEAD FORWARD PANEL the fault condition has been resets BLEED TRIP OFF, PACK TRIP OFF and DUCTOVERHEATLights. Lights remain illuminated until reset. PRESS - If corrected, AIR CONDITIONING CONTROLS 401 NOV 01/89 06.30.01 OPERATIONSMANUAL AIR TEMPERATURE SOURCE SELECTOR TEMPERATURE INDICATOR Selects main distribution supply duct sensor for Temperature SUPPLY DUCT - Indicates - selected Indicator. PASS CAB sensor Air Temperature Selects passenger cabin for Temperature Indicator. - PASSENGERCABIN AIR MIX VALVEINDICATOR - - AIR TEMP CONT C.UlIN position of air mix valves. Indicates with Passenger Controlled automatically Cabin Temperature Selector in AUTO. Controlled manually with Passenger Selector Cabin Temperature in MANUAL. PA S CABIN PASS SUPPLY oucT DUCTOVERHEATLIGHT (amber) CAmn AIR MIX AIR MI VALVE VALVE ILLUMINATED Indicates - as Source Selector. - * temperature at Location with s 4. - o' DUCT - - drive futt cold. COCKPIT TEMPERATURE SELECTOR •c ETO MHO NC AL . NC AL - COOL 88°C (190°F). Temperature mix valves DUCT OVERHEAT 20 OVERHEAT cabin passenger duct overheat. 6 WAN COOLOOMM COOL NM PASSENGER CABIN TEMPERATURE SELECTOR AUTO - C00LO QWAN Automatic temperature controller passenger cabin temperature as COntrols selected. - DUAL BLEED RAMDOOR FULL OPEN R$sMDOOR FULL OPEN through temperature sensor Controlled LOcated in cabin ceiling Located in electronic MANUAL Air mix valves - and controller equipment bay. controlled manually. - FORWARDOVERHEAD PANEL Automatic temperature controller bypassed. RAMDOORFULL OPEN LIGHT (blue) ILLUMINATED Indicates open position. - TEMPERATURE CONTROLS 06.30.02 ram door in full 401 NOV 01/89 OPERATIONSMANUAL SYSTEM DESCRIPTION AIR CONDITIONING GENERAL General Conditioned from either for the cabin comes the airplane air air system or a preconditioned conditioning ground source. Air from the preconditioned ground source enters the air conditioning system through the mix manifold and is routed to the cabin distribution ducts. The air system provides conditioning temperature controLLed air by processing bleed air from the engines or APU, or air from a pneumatic ground source. This temperature controlled air is mixed with recirculated cabin air in the mix manifold for distribution. 401 NOV 01/89 06.40.01 OPERATIONSMANUAL BLeed Air Suootv The bleed air is controtted by the engine bleed air valves which normalLy attow air to flow through the precooLer into the main pneumatic duct. The APU or ground pneumatic source may be used as an alternate source of bleed air. The isolation valve separates the Left and right sides of the pneumatic system. The duct may be interconnected valve. by opening the isolation control the flow of to the air conditioning The pack valves bleed air operation bleed from a singte is not recommended due to excessive Pack bleed requirements. temperature controL is automatic with Two pack air source manual control as a backup. air from the left pack, of the mix manifold, flows to the cockpit. Excess air from the Left pack, the air from the right pack, and the air from the recircuLation system is mixed in the The mixed air is then mix manifold. distributed by the left and right cabin. sidewaLL risers to the passenger Conditioned upstream directly packs. The packs are independent and operate in parallel. single A normally pack is capable of maintaining pressurization and acceptabte temperatures throughout the airplane. 401 06.40.02 NOV 01/89 OPERATIONSMANUAL I I L PACK I R ISEION VALVE OFF PACK OFF TRIP WERNEAT PACK OF PACK TRIP OFF OPEN TRIP OVERHEAT ¯IiEEEli¯ ¯iiEEEit¯ TRIP OFF TRIP OFF TO LEFT SIDEWALLRISER FROM I CKPI MANIFOLD Il I i LEFT I AIR COND PACK I FAN AIR BLEED AIR RIGHT AIR COND PACK GROUND PRECONDITIONED AIR CONNECTION | | ---. ----- PNEUMATICBLEED II I I PACK VLV ' FAN AIR FAN AIR PACK VLV PRECOOLER CONTROL CONDITION: ENGINES OPERATING 8 SUPPLYING AIR CONDITIONINGPACKS -----i PRECOOLER CONTROL VALVE VALVE ST S AGE ISOL- ENG NE BLE D 9th STAGE /\ / MODULATING PRE- ENGINE ATION VALVE AIR VALVE I Y COOLEROVERBOARD SHUTOFF VALVE AND APU BLEED AIR VALVE E BLEED VALVE 9th STAGE PREY COOLER MODULATING OVER¯ AND BOARD SHUTOFF VALVE GROUND PNEUMATIC CONNECTION AIR CONDITIONING SCHEMATIC 401 JUL 22/92 06.40.03 OPERATIONSMANUAL AIR CONDITIONING PACK the pack valve Anytime mix valves air from the main duct through each air conditioning pack is controtted by the respective The left pack valve. and right packs are completely independent. Cabin attitude can be maintained at or below 8000 feet when the airplane is at maximum certified ceiling with only one The flow pneumatic of bleed system operating. NormalLy the Left pack uses bLeed air from Engine No. 1 and the right pack uses bleed air from Engine No. 2. The output of the packs is combined in the mix manifoLd. Air Mix Vatves Air that flows through the cold air mix through a cooting vaLve is processed cycle and then combined with hot air from the hot air mix valve. flowing two air mix valves for each pack controt hot and cold air according to the setting of the Control Cabin or The Passenger In Cabin Temperature Selector. the automatic mix valves temperature mode, the are operated by the temperature controller. The uses inputs temperature controtter from the respective Temperature Selector and cabin temperature sensor. The automatic temperature controLLer is bypassed when the Temperature SeLector is positioned to MANUAL. 06.40.04 position start are driven automaticaLLy. up of the cooling prevents nuisance the air conditioning Cootina the air closes, to the futL cold aids and This cycLe hot air pack trips is when turned on. CycLe The fLow through the cooling cycle starts through a primary by passing Air flows heat exchanger for cooling. to the compressor of an air cycle machine where the air is compressed and temperature increased. the air Next, circulates through a secondary heat The exchanger for additional cooling. airfLow then passes through the turbine of the air cycLe machine where it is expanded and cooted. The cold air flows to a water separator which removes moisture that has condensed out of the air of the air by operation cycle machine. To prevent icing in the water separator, a temperature sensor anti-ice signals the water separator valve to provide some warming air automatically. cold air The processed The is then combined with hot air. conditioned air flows into the mix manifold and distribution system. Overheat protection is provided by Located in the condition An overheat temperature sensors cooling cycle. the compressor outtet duct or turbine inLet duct causes the pack valve to close and the PACK TRIP OFF Light to illuminate. in 401 DEC 20/91 OPERATIONSMANUAL TO MIX MANIFOLD PASS MIXING CABIN CHAMBER PASS CBIN AIR MIX ANTO ur COOL( 2°C RAM IR I Tun con WATER SEPARATOR ¯¯¯¯¯ | | i i WARM -- ------ I (MAN) I AIR CYCLE MACHINE R PACK TRIPACK ICE ------ WINS-80 WATER SEPARATOR ANTI-ICE VALVE E T SECONDARY HEAT EXCHANGER PRIMARY ON HEAT EXCHANGER AUTOTEMP CONTROLLER (MANUAL) , I AIR MIX VALVES OVERRIDE mur---r PACK VALVE HOT AIR TURBOFAN VALV ' HEAT EXCHANGER PNEUMATIC COOLEDAIR DUCT M COLD AIR ---ir-w¯ CONDITIONED AIR - RAMAIR TO WINGTAI ISOLATION VALVE ENGINE 2 AIR CONDITIONING CONDITION: ON GROUND PACK ON PACK SCHEMATIC 401 NOV 01/89 06.40.05 OPERATIONSMANUAL RAM AIR SYSTEM Turbofan The ram air cooling for is Located in each ram air A turbofan exit duct just upstream of the exit Louvers. It augments the ram airflow on the ground or during slow flight air the system is used to provide the heat exchangers in the system. Operation of conditioning system is automatic. (flaps not retracted). The fan During the ram air modulating flight, system automaticaLLy regulates airfLow through the system. A temperature sensor in the air cycLe machine (ACM) Compressor discharge duct controts operates pneumaticatty using bleed air. when the It is activated electricatty, pack is on, by the air-ground safety sensor or flap Limit switch. airflow through the system. The sensor modulates the mechanically Linked ram door and exhaust Louvers to maintain the required cooting airflow across the heat exchangers. In normal cruise, the ram doors modulate between open and closed. Deflector When on the ground, or during slow flight with the flaps not fully the ram door witL move to retracted, the full open position for maximum cooling. The RAM DOORFULL OPEN Light iLLuminates whenever the ram door is fuLLy open. A deflector of Door door is instaLLed the ram air slush after ingestion forward doors to prevent intet prior to liftoff and touchdown. The defLector door extends activated by eLectrically air-ground safety when the sensor. 401 06.40.06 NOV 01/89 FBFING FF F OPERATIONSMANUAL COLD MIX ACM - VALVE FROM PNEUMATICDUCT TO WATERSEPARATOR<þm TURBOFAN RAMAIR SENSOR (g=) VALVE TURBOFAN FWD RAMDOOR DEFLECTOR DOOR RAMAIR INLET SECONDARY HEAT EXCHANGER PRIMARY RAM AIR HEAT EXCHANGER ACTUATOR RAM AIR EXHAUST LOUVERS RAM AIR CONTROLLER IEEE EMEHOT AIR RAM DOOR HEAT EXCHANGER COOLED AIR CONDITION: COLD AIR ON GROUND PACK ON RAMAIR BEFFORLELT EOFF RAM DOOR FULL OPEN AIRPLANE ATTITUDE AFTER TAKEOFF (NORMAL OPEN) BEFORE TAKEOFF TAKEOFF/ CLIMB pm CRUISE (FULL CLOSED) FLAP POSITION RAM DOOR TURBOFAN DEFLECTOR FULL OPEN VALVE POSITION UP OR DOWN OPEN DOWN OPEN POSITION LIGHT EXTENDED ILLUMINATED RETRACTED ILLUMINATED CLIMB UP CLOSES RETRACTED CRUISE UP CLOSED RETRACTED EXTINGUISHED DOWN OPENS RETRACTED ILLUMINATED DOWN OPEN EXTENDED BEFORE LANDING TOUCH DOWN EITHER ILLUMINATED RAM AIR SYSTEM SCHEMATIC 401 NOV 01/89 06.40.07 OPERATIONSMANUAL AIR CONDITIONING DISTRIBUTION Passenaer Conditioned air is cottected in the mix manifold. The temperature of the air is directly related to the setting of the Cockpit and Passenger Cabin Temperature Selectors. The detection is provided by temperature sensors Located downstream of the packs. An overheat condition causes the appropriate mix valves to drive to futL cold and the DUCT Overheat 0VERHEATLight to illuminate. A temperature higher than the duct overheat causes the appropriate pack valve to close and the PACK TRIP OFF Light to ittuminate. Cabin cabin supply distribution passenger of the mix manifold, system consists sidewall risers, and an overhead distribution duct. Sidewall risers go up the right and cabin to Left wall of the passenger suppLy air to the overhead distribution duct. The overhead distribution duct air to the passenger routes conditioned cabin. It extends from the forward to the aft end of the ceiling aLong the airplane centerLine and also supplies the sidewall diffusers. Recirculation Fan The recircuLation Cockoit system reduces pack load and the demand. The air for fan is exhaust air fan the air conditioning Since the cockpit requires only a fraction of the air supply provided by the Left pack, most of the Left pack output is mixed with the right pack supply and routed to the passenger cabin. Conditioned air for the cockpit branches into several risers which end at the floor, ceiling and foot Level outlets. There are air diffusers on the floor under each seat. They cannot be controlled and air flows as Long as the manifold is continuously pressurized. are Located on the cockpit ceiLing, above and aft of the No. 3 windows. Each of these outlets can be opened or closed as desired by turning a slotted adjusting screw. Overhead diffusers is also a dual purpose valve behind the rudder pedal of each pilot. These valves provide air for warming the pitots' feet and for defogging the There inside of the No. 1 windshields. Each valve is controlled by knobs Located on the Captain's and First Officer's panet, respectively. engine bLeed air the recircuLation from the main cabin and electrical collected in a shroud bay above the Located forward cargo compartment. This air is filtered and recirculated to the mix manifold. The Fan fan is driven by an AC motor. with switch in AUTO except operates with both packs on and one or both in equipment HIGH. Forward Carao comoartment The forward cargo compartment is warmed when more than 2.5 psi in flight pressure exists. Air from differential the E & E compartment flows up and around the forward cargo compartment The recirculation fan Lining. maintains this warming air flow. When fan is off, the the recirculation forward outftow valve remains open to ensure this warm air flow (except when closed in order to maintain pressurization). Conditioned A ground connected distribute Air Source Connection air conditioning source may be to the mix manifold to preconditioned air throughout the airplane. 06.40.08 401 DEC 20/91 OPERATIONSMANUAL PASS CABIN CUT VA R S FULL D OVHT L PACK IS oF 0N VALVE R PACK en TRIP FILTER LEFT SIDEWALL RISER TO RIGHT SIDEWALL RISER I RIGHT PACK TRIP 0 RECIRC FAN LEFT PACK TRIP OFF ' I ' RIGHT DUCTOVERHEAT\ -- l | I LEFT DUCT OVERHEAT I MIX MANIFOLD TO RIGHT PACK VALVE GROUND PRECONDITIONED AIR SOURCE HOTCOLD FROMLEFT PACK HOT COLD MIX VALVES OVERRIDE , CONDITION: HOT AIR ¯¯ ¯¯¤ COLDAIR CONDITIONEDAIR FROM RIGHT PACK AIR CONDITIONING DISTRIBUTION 401 NOV 01/89 INFLIGHT PACKS ON SCHEMATIC 06.40.09 OPERATIONSMANUAL CHAPTER 7 AUTOMATICFLIGHT PAGE TABLE OF CONTENTS. . . . . . . . . . . . . . . CONTROLSAND INDICATORS. AUTOPILOT CONTROLSAND INDICATORS. AUTOTHROTTLECONTROLSAND INDICATORS AFDS MODECONTROLPANEL (MCP). AFDS MODESELECTORS. ALTITUDE ALERTING SYSTEM FLIGHT MODEANNUNCIATIONS(FMAs) AUTOPILOT AND AUTOTHROTTLEDISENGAGE LIGHTS. THRUST MODEDISPLAY. . . . . . . . . . . . . . . . . . . . . 07.00.01 07.10.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . .02 .03 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .06 . . . . . . . . . . . . . . . . . . . . . .09 . . . . . . . . . . . . . . . . . .10 . . . . . . . . . . . .11 . . . . . . . . . . . .12 . . . . . . . . . . 07.20.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . .02 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . .04 .09 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 . . . . . . . . . . . . . . . . . . . . . .12 . . . . . . . . . . . . .16 . . . . . . . . . . . . . . . . . . . .16 . . . . . . . . . . . . . . . . . . . . .18 . . . . . . . . . . . . . . . . . . . . .18 . . . . . . . . . . . . . . . . . . . . .19 . . . . . .01 . . . 406 JUL 07/94 . . . . . . . . . . SYSTEM DESCRIPTION GENERAL. AUTOPILOT FLIGHT DIRECTOR SYSTEM (AFDS). AUTOPILOT ENGAGEMENT CRITERIA. AUTOPILOT CONTROLWHEELSTEERING AFDS COMMANDMODES FLIGHT DIRECTOR. ALTITUDE ALERTING SYSTEM AUTOTHROTTLE COMMAND SPEED LIMITING AND REVERSION MODES MCP SPEED CONDITION SYMBOLS. AFS ELECTRICAL POWERLOSS. AFS RADIO ALTITUDE LOSS. AFS OPERATION IN WINDSHEAR . . 07.00.01 FFF/Af& FF F OPERATIONSMANUAL AUTOPILOTDISENGAGESWITCH Disengages both A/Ps. A/P Disengage Lights flash and A/P disengage warning tone sounds for a Second push extinguishes minimum of two seconds. disengage Lights and silences disengage warning tone. Extinguishes A/P Disengage Lights and silences A/P warning tone after automatic A/P disengagement. PRESS - - CONTROL WHEELS AUTOPILOTDISENGAGE LIGHT (redlamber) - A/P - P/RST CAPT INST PANEL F/0 INST PANEL - - STAB OUT OF TRIM STABILIZER OUT OF TRIM LIGHT (amber) - - CENTERINST PANEL 401 JUL 23/93 has Flashes red and tone sounds when autopilot disengaged. Can be reset by pressing either disengage light or either A/P Disengage Switch. Steady red if: Stabilizer is out of trim below 800 feet on a dual channet approach. Altitude acquire mode is inhibited during an A/P go-around. (Stabilizer not trimmed for a single A/P operation). Disengage Light Test Switch is held in position 2. Automatic ground system tests fait. Steady amber when the Disengage Light Test Switch is held in position 1. Flashes amber if A/P automatically reverts to CWS pitch or roll while in CMD. Resets when either light is pressed or another mode engaged. Operates only when A/P engaged. with neither A/P engaged. ILLUMINATED - A/P is not Remains extinguished trimming stabilizer properly. AUTOPILOT CONTROLS AND INDICATORS 07.10.01 FFFINN FF F OPERATIONSMANUAL AUTOTHROTTLE DISENGAGESWITCHES PRESS - Disengages AIT Disengage AIT. - TAKEOFF/GO-AROUND (TO/GA) PRESS - A 0TTed eHTh(re red When the Disengage is held in position 2. CAPT INST PANEL F/0 INST PANEL Steady is bnegaged. o Steady P/RST or go-around armed. E GoAGh a h ,,--" SWITCHES Engages AFDS and A/T in takeoff mode if previously A/T flash Lights and A/T ARM Switch trips OFF. Second push extinguishes AIT Disengage Lights. Extinguishes AIT Disengage Lights after automatic AIT disengagement. - amber - When held in position the Disengage Light Light Test Switch Test Switch 1. Flashing amber Indicates AIT airspeed error if speed not held within +10 or knots of commanded speed when all of the following conditions exist: In flight Flaps not up AIT engaged in MCP SPD, or FMCSPD mode An automatic test of the A/T flashing amber function is performed if the A/T is engaged and the following - -5 - conditions - exist: MCP SPD or FMCSPD is active AIT mode More than 150 seconds after liftoff Flaps extended AIT amber light flashes for 2 seconds, remains extinguished for 2 seconds and then flashes for 2 seconds again. AUTOTHROTTLE CONTROLS AND INDICATORS 07.10.02 401 JUL 23/93 OPERATIONSMANUAL AUTOTHROTTLE ARM SWITCH AUTOTHROTTLE INDICATOR ARM Arms A/T for engagement. Magnetically held at ARM. LIGHT - - CHANGE/0VER SWITCH (green) PRESS OFF Disengages Prevents A/T - IAS/MACH between IAS and MACH. changeover Automatic occurs at approximately - A/T. - Changes - display ILLUMINATED AIT ARM Switch in ARM position. - engagement. FL260. couns IAS/MACH V NAV AIT ARM LIGHT SHIELD FD E P¯\BOll \ OFF N1 /0 LVL CHG SPEED OFF SPEED SELECTOR ROTATE - display - - IAS/MACHDISPLAY speed in IASIMACH and positions Airspeed Sets Cursors. Selected - - speed is reference speed for AFDS and A/T, Not operative when IAS/MACH display is blank. Displays 110 knots when powered on ground. Displays selected speed when speed selector is Airspeed controlling Cursors. Speed range displayed: 110 knots VM0 in increments of 1 knot .60M-MMOincrements of first - .01 - Mach is blank when mode engaged, or during a 2 engine AFDS go-around or when A/T engaged in FMCSPD mode. Display VNAv AFDS MODE CONTROL PANEL (MCP) 401 NOV 01/89 07.10.03 OPERATIONSMANUAL HEADINGDISPLAY Displays: Selected heading. Same heading as HSI heading markers. maximum bank angle for AFDS operation in HDG SEL and VOR modes. Bank angles of 10, 15, 20, 25 and 30 can be selected. - - NAV 10 - A/P ENGAGE A COURSE cuo DISENGAGE- 30 HDGSEL I VERT SPEED ALTITUDE I(B llOO +OOOO) IB ( Sets course in course display for respective VHF NAV AFDS and HSI. receiver, ROTATE Sets - - \HEADING COURSESELECTOR BANK ANGLESELECTOR ALT HOLD APP Il I I V/S P¯-- ur I \ °'F LIGHT SHIELD HEADINGSELECTOR FLIGHT DIRECTOR SWITCH ROTATE Sets heading in Heading Display. Positions Heading Markers on both HSIs. 0N - display - - commandbar on respective Enables - pilot's ADI. Command mode must be active before respective commandbars are positioned from respective FCC. OFF - Command bars retract from respective pilot's ADI. MASTERFLIGHT DIRECTOR INDICATOR(white letters) LIGHTS - If a F/D switch is ON, the light indicates which FCC is controlling FID modes. Respective F/D FCC is controlling ILLUMINATED - modes. EXTINGUISHED F/D modes are controlled from opposite FCC. - BOTH LIGHTS ILLUMINATED - Each FCC is controlling modes for respective F/D. AFDS MODE CONTROL PANEL (MCP) 401 07.10.04 NOV 01/89 OPERATIONSMANUAL VERTICAL SPEED THUMBWHEEL AUTOPILOT ENGAGESWITCHES UPIDN Sets vertical speed in VERT SPEED display. Switches are momentary contact type. Pressing a CMD or CWS switch engages respective A/P in CMD or CWS and Letters ON appear in switch cap. This indicates that next press will disengage A/P. --- - ALTITUDE DISPLAY CMD - to A/P CWSoperation. - Indicates CWS - selected altitude when applied. - . L HEADING ISO I UN4 A/P pitch - application If attitudes to returns previously power first second A/P in CMDdisengages in APP mode. Selecting unless reference for altitude alerting and automatic Level-offs. - commandmodes for AFDS in addition all Enables - attiDisplays selected tudes from 0 to 50,000 ft in 100 ft increments. Displayed attitude is - are controlled and roll of control A/P ENGAGE VERT SPEED l¯\OO I(B +OOOO ALTITUDE APP COURSE \ . DN ALT HOLD is in commandmodes white an A/P lb5] FD SENGSAGE HDGSEL through wheel and column pressures. acquired exceed A/P Limits, A/P attitude limits when control pressure released. FIDs can be operated is engaged in CWS. VOR LOC first D VIS , LIGHT SHIELD ALTITUDESELECTORROTATE Sets - altitude in Altitude - Changes Display. in 100 ft VERTICALSPEED DISPLAY AUTOPILOT DISENGAGE BAR Displays: PUSH DOWN Exposes - Arms Vertical vertical speeds from +6000 Speed mode if rotated while in ALT HOLDat selected attitude. - - - - yellow background. Selected -7900 units. - - to fpm. Blank when V/S mode not active. Present V/S when VIS mode is engaged with V/S mode switch. 50 fpm units if Less than 1,000 fpm. 100 fpm units if 1,000 fpm or greater. - - Disengages both A/Ps. Prevents A/P engagement. LIFT UP - Conceals yellow background. - Enables A/P engagement. AFDS MODE CONTROL PANEL (MCP) 407 JUL 23/93 07.10.05 FF F FFF/ÆN OPERATIONSMANUAL o SHO | li I ÎÌO I I9 O + 6 Oi VORLOC N1 I - LVLCNG SPEED I l I HDGSEL APP ALT HOLD I L__] I L__] I VIS I l I¯- LIGHT SHIELD MODESELECTORSWITCHES N1 MODE ALLmode selector switches contact switches. are momentary - - PRESS Selects Mode Selector - - to indicate - mode. Switch illuminates CLB, CRZ displayed (R-TO, TO, GA, or CON) sent from FMC. for AIT mode. ON the mode can be deactivated mode switch a second time. by pressing a lighted Pressing mode switch deselects the mode and extinguishes the light. Illuminated switch lights do not indicate operating modes. Mode status is shown on the FMA displays. . - AIT holds N1 Limit R-CLB, N1 is SPEED MODE - speed shown in IAS/MACH or a performance or Limit AIT holds display speed. NRIR: N1 and SPEED Mode Switches These select AIT modes only. modes cannot engage if incompatible with AFDS modes already engaged. Under these the switches have conditions, no effect. AFDS MODE SELECTORS 406 07.10.06 JUL 23/93 OPERATIONSMANUAL N1 CHG SPEED DGSEL APP ALT ON T SHIELD HEADINGSELECT MODE - - - AFDS turns APPROACH MODE to and maintains heading set in the heading display. Is effective in any radio mode prior to radio course capture. Is automatically deactivated at radio course capture. Bank is Limited by Bank Angle Selector. LATERALNAVIGATIONMODE - - - - - - - FMC roll commands to and track the active FMC AFDS follows intercept rouAtemode terminates when HDGSEL - - - mode is engaged or upon VOR or LOC capture. - VOR LOC MODE - - AFDS intercepts selected VOR or Localizer course in either heading select mode or in CMDCWS. Course capture point varies depending on course deviation, intercept angte. VIS UP MODE SELECTORSWITCHES - HOLD closure - after LOC frequency tuned. Selectable Permits single or dual A/P operation. Allows selection of second A/P to CMD for arming and subsequent engagement. LOC must be captured prior to GS. and captures LOC as in AFDS intercepts VORLOC mode. AFDS captures GS at 2/5 dot then commands a descent rate and tracks GS. when LOC APP mode switch extinguishes and GS captured. After LOC and GS captured and below 1500 ft RA, second A/P engages and FLARE armed annunciates. APP mode remains active until A/Ps are disengaged and both FIDs turned OFF or a TO/GA switch is pressed. Additionally ' if in single A/P operation, CWS cannot be engaged by pitch or rott. manually overriding rate and BRIE: To select VORLOC or APP mode, switch the master AUTO-MANUAL position. must be in the MANUAL AFDS MODE SELECTORS 404 MAY 15/89 07.10.07 FFFINB F FF OPERATIONSMANUAL NNM " Hi L ÑO O NAV OI ALTIO O] Ol + DN VORLOC LIGHT SHIELD N1 SPEED LVL CMS MODESELECTORSWITCHES HDGSEL at selected AFDS and A/T follow thrust and speed commands from the FMC. In V NAV climb, A/T holds FMC thrust Limit and AFDS holds FMC target speed. During V NAV SPD descent, A/T retards thrust to idle and AFDS holds FMC - airspeed. A/T AFDS holds selected airspeed. holds limit thrust for climbs and idle thrust for descents. Airspeed can be changed with Speed Selector. Inhibited after G/S capture. . . - y AFDS and AIT execute automatic climbs altitude and descents to MCP setected VERTICALNAVIGATIONMODE - VIS ALTHOLD LEVEL CHANGEMODE - - APP - - target speed. - During V NAVPTH descent, AFDS tracks A/T starts with FMCdescent path. idle-ARM but can be commmandedto FMC SPD - . if ALTITUDEHOLDMODE AFDS commands pitch to hold MCP selected altitude or the uncorrected barometric altitude at which switch is - actual speed becomes too slow. . During a V NAV climb or a VNAV descent, automatic level off occurs at MCP selected attitude or at V NAV altitude, whichever is reached first. In V NAV cruise, AFDS holds altitude and A/T holds FMC target speed. pressed. Mode selector . - V NAVmode is terminated by any one of the following: Selecting pitch mode. a different GIS capture. Extending wing flaps beyond 15. - - - . if switch extinguishes the altitude hold function engages at the MCP selected automatically altitude. ALT HOLD is annunciated at - all times mode is active. Inhibited - after G/S captured. VERTICALSPEED MODE while ALT HOLDmode is active at selected altitude or after glide slope captured in APP mode. V/S is automatically: Is not selectable - - - the VIS mode by pressing switch or when a new altitude is selected while ALT Aca is annunciated. is selected Armed if a new altitude while ALT HOLDmode is active at altitude. previously selected Moving V/S thumbwheel then activates VIS mode starting at zero fpm rate. after GIS capture. Inhibit Activated AFDS MODE SELECTORS 07.10.08 404 DEC 18/92 OPERATIONSMANUAL $ NOO) ALTITUDESELECTOR Selects altitude altitude SEL reference altitude for alerting and autopitot acquisition. LIGHT SHIELD AFDS MODECONTROL PANEL ALTITUDE ALERT CAPT INST PANEL F/0 INST PANEL ALTITUDEALERT LIGHT (amber) panet. One on each pilot's Illuminate simultaneously. 0 0 0 0 0 0 0 OO OO OOOOO ooo ooo ooo oo oooooo oo oooooo oo oooooo ooooooooooo ooooooooooo ooo ooo oo oo o ooooooooooo ooooooooo SPEAKER Transmits alert tone. ooooooo CAPT OVHD PANEL F/0 OVHDPANEL ALTITUDE ALERTING SYSTEM 401 NOV 01/89 07.10.09 OPERATIONSMANUAL A/T ENGAGEDMODE (G) (G) RETARD (G) FMCSPD (G) MCP SPD (G) THR HLD (G) ARM (W) N1 GA PITCH ENGAGEDMODE ROLL ENGAGEDMODE HDGSEL (6) VOR/LOC (6) LNAV (G) (G) (G) ALT ACû (G) ALT HOLD(G) VNAV SPD (G) VNAVPTH (G) MCP SPD (G) (6) GIS FLARE (G) TO/GA VIS A/P STATUS CMD (6) FD (6) CWSPITCH ENGAGED CWSP (Y) HR HLM VNAV PTH G/S AV ORILOC FD CWS CWS CWSROLL ENGAGED CWSR (Y) SINGLE CHANNEL 1 CH (Y) ROLL ARMEDMODE PITCH ARMEDMODE GIS VIS (W) (W) CAPT INST PANEL F/0 INST PANEL VOR/LOC (W) GIS VIS (W) FLARE (W) MODECHANGEHIGHLIGHTSYMBOL (G) mode change highlight symbot (rectangle) is drawn around each roll, CWS, and thrust engaged pitch, mode annunciation for a period of 10 seconds after each engagement. (W) A (Y) - Green - White - Yellow FLIGHT MODE ANNUNCIATIONS (FMAs) 07.10.10 401 MAY15/88 OPERATIONSMANUAL TEST 1 A/P PIN A/T P/RST - Illuminate steady amber. DISENGAGELIGHT TEST SWITCH FMC g P/RST - Loaded to center Spring position. TEST TEST 2 - Illuminate steady red. CAPT INST PANEL F/0 INST PANEL AUTOPILOT AND AUTOTHROTTLE DISENGAGE LIGHTS 401 JUL 23/93 07.10.11 OPERATIONSMANUAL THRUST MODEDISPLAY The N1 Limit is displayed above the engine N1 RPM displays. It is the active N1 Limit reference mode for autothrottle and manual thrust control. N1 Limits are also displayed by the N1 RPM Indicator cursors with the N1 Manual Set knobs pushed N1 Limits are normally calculated by the FMC. When FMCN1 Limit or if calculations become invalid, either engine N1 is less than 18 %, The autoA/T LIM is annunciated. throttle computer then calculates single N1 Limit for the affected engine(s). in. a AUTOTHROTTLE LIMIT LIGHT (white) A/T computer is calculating a degraded N1 thrust limit for the affected engine or engines. ILLUMINATED Indicates - ^" " o CENTERINSTRUMENT PANEL THRUSTMODEDISPLAY R Reduced. - TO CLB CRZ GIA CON ------ Can appear with T0 and CLB. Takeoff. - - - - - Climb. Cruise. Go-around. Continuous. FMC is not computing thrust limit. THRUST MODE DISPLAY 07.10.12 402 JUN 14/91 OPERATIONSMANUAL Switches SYSTEM DESCRIPTION MCP Mode Selector GENERAL The Mode Selector Switches are pressed to setect desired command modes for the AFDS and AIT. The switch Letters, ON, mode setection to indicate iLLuminate and that the mode can be deseLected by the switch again. White a pressing deselection mode is active, can be inhibited and is automatically indicated by the switch Light being The Automatic consists Flight System (AFS) of the autopilot flight system (AFDS) and the director autothrottle (AIT). The flight management computer (FMC) provides N1 limits and target N1 for the A/T and command airspeeds for the AIT and AFDS. extinguished. The AFDS and AIT are operated from the AFDS Mode controt Panet (MCP) and the FMC from the ControL Display Unit (CDU). coordinated of the autopilot (A/P), flight (F/D), A/T and attitude atert The AFDS MCP provides controt director functions. AFS mode status on is displayed Flight Mode Annunciators on each pilot's ADI. the the AFDS and A/T are used to and or thrust calcuLated by the FMC. Normally, maintain settings airspeeds AUTOPILOT FLIGHT DIRECTOR SYSTEM (AFDS) The AFDS is a dual system consisting of computers two individual flight controL (FCCs) and a single Mode control Panet (MCP). The two FCCs are identified as A and B. For autopilot (A/P) operation, they send control commands to their respective pitch and roll hydraulic servos, which operate the flight controls through two separate hydraulic systems. When engagement of a mode wouLd conflict with current AFS operation, the Mode Selector Switch has pressing no effect. ALL AFDS modes can be disengaged another command by seLecting mode or by disengaging the A/P and turning the FIDs off. MCP Parameter Selections The following information is in addition controts chapter. to that contained in the and indicators section of this Parameter FCCs for vertical selections common to both altitude and speed, heading, are from speed made the MCP. Two course selectors and course displays are Located on the MCP. The Captain's provides Course Selector course information to the A setected VHF receiver and to the No. 1 NAV FCC, Pointer and the Captain's Course HSI The First course deviation bar. provides Officer's Course Selector selected course information to the B No. receiver 2 VHF NAV and to FCC, the the First Officer's HSI course pointer and deviation bar. For F/D operation, the FID each FCC positions command bars on the respective ADI. 402 NOV 01/88 07.20.01 OPERATIONSMANUAL A/P automaticatly any of the following AFDS (CONT) The White in the VOR LOC or APP mode, the A uses the FCC (A A/P and Captain's FID), seLected course set by the Captain and NAV data from the No. 1 VHF NAV receiver. The B FCC (B A/P and First Officer's FID), use the selected course set on the No. 2 and VHF NAV frequency VHF NAV receiver. be setected courses and frequencies for the two VHF NAV can either Switch. A/P Disengage either Takeoff/Go-around A/P engaged in Switch with a singte CWS or CMDbelow 2000 feet RA. either Takeoff/Go-Around Pressing Switch after touchdown with both A/Ps engaged in CMD. A/P Engage Switch. Pressing a lighted Bar down. Pushing the A/P Disengage controL either pilot's Activating Pressing - - - at any given time. This can cause disagreement between the Captain's and First Officer's F/D Command Bar displays and affect A/P operation. receivers wheel - - Each A/P can be engaged by pressing a CMDor CWS engage switch. A/P engagement in CMDor CWS is inhibited unless both of the following pilot-controlled conditions are met: Trim Switch. Trim AutopiLot the Stabilizer Cutout Switch to CUTOUT. hydraulic system Loss of respective pressure. Either Left or right IRS system failure or FAULT Light iLLuminated. Loss of electrical power or a sensor proper operation input which prevents of the engaged A/P and mode. Moving - - AUTOPILOT ENGAGEMENT CRITERIA when Pressing - - - Different disengages occur: separate No force - is being applied to the control wheeL. - The Stabilizer Trim Autopilot Switch is at NORMAL. Cutout the above conditions are satisfied and no faitures either A/P can exist, be engaged in CMDor CWS by pressing the respective engage switch. Control pressure applied after an A/P is engaged in CMD, overrides the A/P into CWSpitch and or roll. The ON Light remains illuminated in the CMDengage switch. Once 07.20.02 Only one A/P can be engaged at a given the approach (APP) mode is engaged. Pressing an engage switch for the second A/P, while not in APP mode, engages the second A/P as selected and A/P. The second disengages the first A/P then operates in CWS or CMD without interrupting CWSor command operation. time unless If an A/P is engaged with the CMD engage switch during FID only operation while pitch or roLL commands are more than 1/2 scaLe from centered, the A/P engages in CWS for pitch automatically and/or roLL and the F/D command bars retract. 401 JAN 26/94 OPERATIONSMANUAL on the Flight CWS P is annunciated Annunciators this mode is while engaged. pitch modes Command can be selected. AUTOPILOT CONTROL WHEELSTEERING Switch CWS Enaage Selected a CWSengage switch, engages the and roll axis in the CWS mode and displays CWS P and CWS R on Mode then Pressing A/P pitch the FMAs. With CWS engaged, the A/P maneuvers the airpLane in response to controt pressures applied by either pilot. The control pressure similar to that is required for manual flight. When control pressure is released, the A/P hoLds existing attitude. If aiteron pressure is released with 6 degrees or Less bank angte, the A/P rotts the wings Level and hoLds This heading hoLd existing heading. feature with bank Less than 6 degrees, is inhibited when any of the following conditions exist: - - - Below 1500 feet gear down. the Landing RA with After knots F/D VOR capture or less. with After F/D LOC capture in engages. is manually overridden white If pitch in ALT HOLD at the setected aLtitude, ALT HOLD changes to CWS P. If control within force is released 250 feet of CWS P changes to the selected altitude, ALT ACG 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 pitch remains in CWS P. altitude, Rott CWSWith a CMDEngaae Selected Switch The rolt axis engages in CWSwhite pitch axis is in CMDwhen: TAS 250 the APP the A command roll mode has not been selected or was deselected. - - mode. roLL has been manually with control wheel force. for override The force required is greater than the normat CWS control wheet force. AIP overridden Pitch CWS with Selected The pitch rott axis in approaching a selected attitude with engage switch CWS P a CMD CWS P changes to ALT ACG and selected, ALT HOLD when at the selected altitude, When axis is a CMD Enaage Switch engages in CWSwhile in CMDwhen: the CWS R is annunciated on the FLight white this mode is Mode Annunciators engaged. - - A command pitch mode has not setected or was deselected. been has been manually with control column force. The force required for override is greater than normaL CWS controt column force. This manual pitch override is inhibited in the APP mode with both A/Ps engaged. A/P pitch overridden CWS R with a CMD engage switch can be used to capture a iLLuminated, selected radio course while the VORILOC or APP mode is armed. Upon intercepting the radial or Localizer, the F/D and A/P annunciation changes from CWSR to VORILOC engaged and the A/P tracks the selected course. 401 MAY 15/88 07.20.03 OPERATIONSMANUAL AFDS COMMANDMODES ALT HOLD not at the MCP selected occurs with either of foLLowing: the altitude Command modes can be armed or engaged with an A/P CMD engage switch selected and/or one or both F/D switches are ON. The Takeoff mode is a F/D only mode. The Landing fLare during the APP mode is a dual A/P only maneuver. Pushing not at - - the ALT HOLD switch white altitude. the selected Selecting a new MCP altitude in ALT HOLD at the selected while attitude. Attitude Acquire Mode ALT HOLD is inhibited after G/S The attitude acquire mode is the transition maneuver entered capture. from a V/S, LVL CHG, or automatically VNAV climb or descent to a MCP selected altitude. The altitude acquire mode is also armed white cLimbing or descending in CWS P with an A/P CMD engage switch When in ALT HOLD at the setected LVL CHG, VIS and VNAV cLimb attitude, and descent functions are inhibited is selected. untit a new attitude selected. The attitude ALtitude acquire engagement is annunciated ALT ACG for pitch when off in either VIS or LVL CHG. leveling However, VNAV remains annunciated throughout the attitude acquire mode when LeveLing in VNAV. ALT ACG engagement is inhibited the ALT HOLD switch is pressed the gLidestope is captured. when selected on the MCP is barometric referenced to the Captain's attimeter for the A A/P and setting Officer's FID, and to the First barometric setting for the B A/P and FID. After ALT HOLD engages, changes in attimeter barometric settings do not change the selected altitude reference. Vertical Soeed (V/S) Mode or while pitch commands to the selected vertical speed and engages the AIT in the SPEED mode to The V/S hold the selected airspeed. The V/S mode gives hold Attitude Hold Mode The altitude hold mode gives pitch commands to hold the MCP selected or the uncorrected barometric altitude attitude at which the ALT HOLD switch was pressed. ALT HOLD engages in either of two conditions: - - ALT HOLD at the MCP selected altitude. This is indicated by annunciation of ALT HOLD and the ALT HOLD switch Light extinguished. mode has both an armed and an engaged state. the VIS switch engages the VIS Pressing mode untess engaged in ALT HOLD or after glidestope capture. the VIS engaged is annunciated, changes from Verticat Speed Display speed and vertical blank to present desired vertical speeds can be selected Speed Thumbuheel. with the Vertical ALT HOLDnot at the MCP selected altitude. This is indicated by the annunciation of ALT HOLD and the ALT HOLD switch 07.20.04 Light illuminated. 401 DEC 20/91 OPERATIONSMANUAL speed becomes the LVL CHG After LVL CHS mode speed. engagement, the target speed can be changed with the MCP Speed Selector. present AFDS COMMANDMODES(Cont) target Vertical Soeed The VIS (V/S) Mode (Cont) mode becomes armed if, while in the ALT HOLDmode at the seLected attitude, selected a new MCP aLtitude is more than than the previously which selected altitude. VIS armed is annunciated and the VIS mode can be engaged by moving different the VerticaL Speed Thumbwheet. The V/S mode automatically engages when the ALT ACG mode is engaged and a new attitude is setected which is more than 100 feet different than the previously selected attitude. The VIS mode annunciates engaged and existing vertical speed appears in the Vertical Speed Display. The commanded V/S can be changed with the Vertical Speed Thumbwheel. Vertical speeds can be selected which command flight toward or away from the selected altitude. Level Naviaation Vertical is 100 feet Chanae Mode and pitch commands to make automatic climbs and descents to preselected altitudes airspeeds. A LVL selected at CHG cLimb or descent is initiated by and engaging setecting a new altitude the LVL CHG mode. Mode the VNAVmode engaged, the FMC commands AFDS pitch and AIT modes to profite fly the verticaL selected on With the FMC CDUs. The profiLe incLudes preseLected cLimbs, cruise attitudes, and can also include speeds, descents, altitude constraints at specified waypoints. The profile may end with ILS approach to the destination an airport. the Pressing VNAV switch the selects mode provided FMC performance initialization is complete. The mode selector switch ittuminates, the MCP IASIMach Display becomes blank and the Airspeed Cursors are positioned at the The FMA FMC commanded airspeed. displays are VNAVSPD or VNAV PTH for the AFDS pitch mode and FMC SPD, N1, RETARDor ARMfor the A/T mode. VNAV The LVL CHG mode coordinates thrust a LVL CHG climb, the During annunciations are MCP SPD for pitch and N1 for the AIT. During a LVL CHG descent, the annunciations are MCP SPD for pitch and RETARDfor the AIT while reducing thrust toward idte. When at idle thrust, ARMis annunciated for the A/T. VNAV climbs constrained Altitude. changed with If a speed mode had been active a VNAVpath descent, remains engaged untit: During - prior LVL CHG mode. If LVL CHG is engaged with no active speed mode, the IAS/Mach Display and Airspeed Cursors synchronize to existing speed and 402 NOV 01/88 the FMC CDUs. During VNAV path cruise flight, arms selecting a Lower MCP altitude, the FMC to automatically begin the descent upon arrivat at the FMC calculated descent point. top of - to engaging LVL CHS, the previous speed is retained as the target speed for the and descents are by the selected MCP VNAV commanded speeds can be - - VNAV GLideslope capture, or Another pitch mode is selected, or beyond 15, or Flaps are extended LNAV is disengaged without capture. Localizer Proper correct MCP altitude attitude selections ensure alerting. 07.20.05 OPERATIONSMANUAL AFDS COMMANDMODES(Cont) Pressing the Lateral Naviaation mode. Mode the Heading SeLect Switch on engages the heading setect for the HDG SEL is annunciated MCP AFDS. In the L NAV mode, the FMC controts AFDS roLL to intercept and track the active FMC route. The desired route is activated and modified through the FMC CDUs. In addition to enroute guidance, the active route can include terminal procedures such as SIDs, STARs and instrument approaches. HDG SEL mode automatically disengages upon capture of the seLected radio course in the VOR LOC and APP modes. The VOR LOC Mode roLL commands to and track the selected VOR The VOR mode gives Engagement criteria must be met to use L NAV. There must be an active route in the FMC, capture criteria must be satisfied, and the L NAV Switch pressed. L NAV capture two categories. criteria is divided into any airplane heading satisfies capture criteria when within 3 NM of the active route segment. Second, outside of 3 NM, the airplane must be on an intercept course of 90 degrees or less and intercept the route segment before the active First, capture course. roLL commands to and track the setected LocaLizer along the inbound front Backcourse course bearing. tracking not available. The LOC mode gives capture is the VOR LOC Switch setects the is tuned or mode if a VOR frequency setects the LOC mode if a Localizer Pressing VOR frequency illuminates is tuned. The VOR LOC Switch armed is L NAV wiLL automatically disconnect for several reasons. It wiLL disconnect upon reaching the end of the active route or upon entering a route discontinuity. it witt Additionalty, disconnect upon either intercepting or missing the intercept of an approach path inbound. either Loss of Finally, capture criteria or selecting HDG SEL will disconnect L NAV. and course can annunciated. The selected while engaged in LNAV, be intercepted HDG SEL or CWS R with an A/P CMDengage switch selected. The capture point is angle variable and depends on intercept Localizer capture and closure rate. occurs not Later than 1/2 dot deviation. When within the course capture area, the VOR LOC annunciation changes from armed to captured and rott commands track the VOR or Localizer course. Heading When waypoint. Select Mode VOR LOC a Localizer frequency is selected, radios automaticaLLy switch from the antenna in the tail to the antenna in the nose when VORILOC is annunciated (armed or engaged). If antenna switching does not occur, the Localizer and approach modes are the navigation select mode sends roll commands to turn to and maintain the heading shown in the MCP Heading Display. After mode engagement, roll commands are given to turn in the same direction as the rotation of the heading selector. The bank angle limit is established by the Bank Angte Limit Selector on the MCP. The heading 07.20.06 inhibited. The VOR LOC mode automaticaLLy disengages if the master VHF navigation receiver is placed in the AUTO tuning mode. 402 DEC 20/91 OPERATIONSMANUAL AFDS COMMANDMODES(Cont) Anoroach (APP) Mode Dual GLide Stope A/Ps mode arms the AFDS to and track the Localizer and glide slope. It can be engaged for Dual A/P dual or single A/P operation. approach operation is described first. The approach capture Approach mode aLLows both A/Ps to be engaged at the same time. Dual A/P operation provides fait passive control through Landing flare and touchdown or an automatic go-around. fait During passive the flight controts operation, respond to the A/P commanding the Lesser control movement. The GIS can be captured from above or Capture occurs at 2/5 dot. beLow. G/S annunciates captured, the previous the APP switch pitch mode disengages, if the Localizer has Light extinguishes airplane pitch also been captured, tracks the G/S and the annunciated N1 thrust Limit is GA. After approach, the second NAV receiver must be tuned to the ILS frequency and the A/P engaged in CMD prior corresponding to 800 feet RA. Localizer and GLide Stope Armed the Localizer frequency setting and course, pressing the APP switch selects the APP mode. The APP switch ittuminates and VOR LOC and GIS annunciate armed. The APP mode permits the second A/P to engage in selecting CMD. This arms the second A/P for automatic engagement after LOC and GIS capture and when descent below 1500 feet RA occurs. After The Localizer can be intercepted HDGSEL, CWS R or LNAV mode. Localizer in the LOC and GIS are both captured, only by or by the APP mode can be exited a TO/GA switch disengaging the A/P and turning off both F/D switches or retuning a VHF NAV receiver. pressing After must be tuned to an One NAV receiver ILS frequency before the approach mode can be selected. For a duaL A/P Capture LOC and GIS Capture The A/Ps disengage and the F/D command bars witL retract an to indicate invalid ILS signat. after capturing both LOC and Shortly GIS and below 1500 feet RA, the second A/P couples with the flight controLs, FLARE armed is annunciated and the A/P go-around mode arms but is not annunciated. The pitch and rott axes cannot be into CWS. Manual manually overridden override of the autopilots wiLL result disengagement. in autopilot 800 Feet Radio Altitude The second A/P must be engaged in CMD by 800 feet RA to execute a dual channel A/P approach. CMD Otherwise, engagement of the second A/P is inhibited. Capture The LOC capture point is variable and depends on intercept angle and rate of cLosure, but does not occur at Less than 1/2 dot. Upon LOC capture, VOR 1 CH is LOC annunciates captured, annunciated for A/P status, the rott mode disengages and the previous airplane turns to track the LOC. 413 JAN 26/94 07.20.07 OPERATIONSMANUAL AFDS COMMAND MODES(Cont) 400 Feet Radio The stabilizer an additional Altitude is automatically amount nose up. trimmed If the A/Ps subsequentLy disengage, forward control column force may be required to hold the desired pitch attitude. If FLARE is not armed by approximately 350 feet RA, both A/Ps automatically disengage. Flare maneuver starts at approximately 50 feet RA and is completed at touchdown. FLARE engaged is annunciated and the F/D command bars retract. The A/P flare The stabilizer is again trimmed an additional 50 feet automatically amount nose up at RA. The AIT begins retarding thrust at approximately 27 feet RA so as to reach idte at touchdown. disengages The A/T automatically approximateLy 2 seconds after touchdown. The A/P must be manually disengaged after touchdown. Landing rollout is executed manually after disengaging the A/P. 404 07.20.08 JUL 22/92 OPERATIONSMANUAL AFDS COMMANDMODES(Cont) A/P Go-Around Leaving Betow 400 feet Mode The A/P go-around (GA) mode requires dual A/P operation and becomes armed The when FLARE armed is annunciated. A/P GA mode cannot be engaged before fLare arm is annunciated or after the A/P senses touchdown. NOIE: If the GA mode is selected touchdown and prior disengagement, the after to A/T A/Ps witL disengage and the AITs may command GA thrust. either TO/GA Switch engages and GA engaged is annunciated for the AFDS. The MCP IAS/Mach Display becomes bLank and the Airspeed Cursors are positioned at the AFDS commanded speed. Command airspeed is flap maneuvering speed. Pressing the GA mode A/P Go-Around Pitch Control Upon GA engagement, the thrust Levers advance toward the reduced go-around N1. The A/P initially commands a 15 degree nose-up pitch attitude, and the Airspeed Cursors display maneuvering When a speed for the flap setting. programmed rate of climb is the A/P controls pitch to established, hold airspeed based on the normal flap maneuvering speed. A/P Go-Around With the maintain existing 401 JUL 22/92 Rott the GA Mode RA, the A/Ps must be disengaged to change either pitch or rott modes from GA. Above 400 feet RA, other pitch and rott modes can be setected. If the rott mode is changed first, the mode engages in single A/P seLected roLL operation and is controtted by the A/P which was first in CMD. Pitch control remains in the duat A/P GA mode. The pitch mode cannot be changed from nose-down trim has GA until sufficient been input to allow singLe channel A/P This nose-down trim is operation. automatically added to reset the previous trim input at 400 feet and 50 feet radio attitude on the approach. to be If the pitch mode is the first changed from GA, the setected pitch mode engages in singLe AIP operation and is controlled by the A/P which was first in CMD. The second A/P disengages, the roLL mode changes to CWS R. Control mode engaged, the A/Ps the airplane ground track at GA engagement. GA 07.20.08A OPERATIONSMANUAL (INTENTIONALLY LEFT BLANK) 401 07.20.08B JUL 22/92 OPERATIONSMANUAL AFDS COMMANDMODES (Cont) FLIGHT DIRECTOR With pitch engaged in GA, ALT ACO engages when approaching the selected F/D commands operate in the same command modes as the A/P except: altitude selected position and ALT HOLD engages at the if the stabilizer attitude is satisfactory for single A/P operation. - The Takeoff Dual - singLe The transition from GA to ALT ACG is successfut if the selected normally altitude is at least 1,000 feet above the GA engagement attitude. A higher selected attitude may be required if full GA thrust is used. - mode is a F/D only mode. F/D guidance is available engine operation. for The FID has no Landing fLare capability. FID command bars retract from view at approximately 50 feet RA on an ILS approach. The two F/D switches If stabilizer trim is not satisfactory for single A/P operation, ALT ACG is and A/P inhibited the disengage Lights iLLuminate red steady and pitch remains in GA. To extinguish the A/P disengage Lights, can be a higher aLtitude selected or the A/Ps disengaged. ADDroach (APP) Mode Sinate A/P A/P ILS approach can be A single executed by engaging only one A/P in CMDafter pressing the APP mode seLect switch. SingLe A/P approach operation is the same as dual, with the following exceptions: - A/P status the entire of 1 CH is annunciated for after Localizer approach capture. - - Full automatic flare and touchdown is not avaiLabLe. capability FLARE is not annunciated and stabilizer trim bias is not applied. An A/P go-around is not the F/Ds Turning on the MCP turn and OFF for each pitot. command a switch ON, displays ON bars on the respective pilots ADI if command pitch and roLL modes are engaged. If command pitch and rott modes are not engaged, the F/D command bars do not appear. The F/Ds can be operated with or without the A/P and F/D command modes can be used A/T. with an A/P engaged in CWS. FCC A drives the Captain's command bars and FCC B drives the First Officer's With both FID command bars. switches ON, the Logic for both pilot's FID modes are controlled by the master show the same FCC and both FMA displays mode status. VHF NAV If both pilot's and/or courses have not frequencies been set the same, their FID commands may not agree. NormaLLy, The master FCC is indicated by iLLumination Master of the respective (MA) FID Indicator Light. The master FCC is determined as follows: avaiLable. With neither A/P engaged in CMD, F/D turned on the FCC for the first is the master. - one or both A/Ps engaged in A/P in CMD, the FCC for the first CMDis the master FCC, regardless of which FID is turned on first. With 401 NOV 01/88 07.20.09 OPERATIONSMANUAL command bars FLIGHT DIRECTOR (Cont) both modes are controtted from directly FCC under certain conditions. This independent F/D operation occurs when neither A/P is engaged in CMD, both F/D switches are ON and one of the following mode conditions exist: automatically appear for piLots. F/D the respective - APP mode engaged with LOC and G/S captured. - - GA mode engaged and beLow 400 feet RA. pitch commands after The F/D provides Liftoff. It continues to command 15 climb degrees pitch until a sufficient rate is acquired. It then commands pitch to maintain the MCP speed plus 20 knots IAS; this speed is set during preflight. when either A/P is Next, engaged in CMD or when the MCP speed 20 knots IAS is setector is rotated, to the MCP IAS/MACH added automaticaLLy display. Higher speeds may then be selected. TO mode engaged and below 400 feet F/D RA. takeoff takeoff Independent F/D operation is indicated of both MA Lights. by illumination When independent operation terminates, the MA Light extinguishes on the staved side. If a generator is Lost during a F/D TO or GA, the FCC on the unaffected side positions the FID command bars on both ADIs. If the FID MA Light on the affected side had been illuminated, it extinguishes upon electrical bus transfer. roLL commands hold wings Levet from mode engagement through the cLimbout. To terminate the takeoff mode below 400 feet RA, both F/D switches must be turned OFF. Above 400 feet RA, the takeoff mode can be terminated by other FID pitch modes or by selecting engaging an A/P in CMD. an A/P in CMDafter a F/D engages the A/P automatically takeoff, and F/Ds in LVL CHG for pitch and HDG SEL for rolL. If the F/D rott mode had been previously changed from TO/GA to Engaging LNAV, HDG SEL or VOR LOC, Flight Both Director Takeoff to engage to starting F/Ds must be ON takeoff mode prior takeoff. The F/D pressing Mode the the takeoff mode is engaged by the TO/GA switch on either thrust Lever. The AFDS annunciation is Initial FID commands are 10 degrees nose-down pitch and wings Level roll. At 60 knots IAS, the F/D pitch command changes to 15 degrees nose-up and roLL remains wings Levet. TO/GA. The F/D can engage in the takeoff mode even if the F/D switches are off. If a TOGA switch is pressed after 80 knots IAS but before either 2000 feet AGL or 150 seconds after the FID Liftoff, 07.20.10 the A/P in the same roLL mode as the F/Ds. When LVL CHS engages, the MCP IAS/Mach and Airspeed Display Cursors change to V2 + 20 knots. initiaLLy engages If an engine fails during takeoff before reaching V2 speed, F/D pitch commands are referenced to V2. If engine failure occurs after reaching V2, but Less than V2 + 20, the reference speed is the speed at engine failure. If engine failure occurs at or above V2 + 20, V2 + 20 is the Reference commanded speed. speed is never Less than V2 for the current flap Roll control remains the same setting. as for two engines operating. 401 NOV 01/88 OPERATIONSMANUAL FLIGHT DIRECTOR (Cont) FLight Director Go-around SingLe Mode must be met before the FID can engage in the go-around mode. The FID switches can be ON or OFF. Two criteria Inftight below 2,000 feet in the takeoff mode. - - switch TO/GA RA and not pressed. After engaging in GA, Command bars appear for both piLots, TO/GA is annunciated for the FID pitch mode, the IAS/Mach Display blanks, and the Airspeed Cursors display maneuvering speed for the existing fLap setting. a target Two Engine FID Go-around track at the time of If engine failure occurs prior to GA engagement, then MCP setected speed becomes the target speed. If engine failure occurs after GA engagement, then FID target speed depends on whether ten seconds have etapsed since GA engagement: After reaching a of climb, pitch commands hold the maneuvering speed each flap setting. 402 JUL 23/93 If prior selected target - to ten seconds, the MCP approach speed becomes the speed. If after ten seconds and the airspeed is within five at engine failure knots of the GA engagement speed, the airspeed that existed at GA engagement becomes the target speed. If after ten seconds and the airspeed is more than five at engine faiture knots above GA engagement speed, then the current airspeed becomes the target speed. conditions. GA engagement. programmed two In all cases, the GA target speed is not Less than V2 speed based on fLap position unless in windshear nose-up The FIDs command 15 degrees pitch and rott to hoLd the approach ground speed. RoLL commands are the same as for engine go-around. - an A/P in CMD following a FID engages the A/P automatically and FIDs in LVL CHG and HDGSEL for pitch and roLL respectively. Engaging go-around FID Go-around the During a singte engine go-around, F/D pitch command is initiatty 13 degrees nose-up but as climb rate commands maintain FID pitch increases, - Below 400 feet RA, both F/D switches must be turned from ON to OFF to exit the F/D GA mode. Above 400 feet RA, other pitch and rott modes can be selected. If the roLL mode is changed the F/D pitch mode remains in first, the GA mode. If the pitch mode is changed first, F/D roLL mode automaticatty changes to HDG SEL. Engine rate for The F/D target speed is displayed on the MCP and by the Airspeed Cursors. can occur No commanded acceleration on the until a higher speed is selected MCP. 07.20.10A OPERATIONSMANUAL FLIGHT DIRECTOR Flight Director (Cont) Comoarator A FID comparator monitors command bar positions. The command bars are is sensed removed when a difference between the two F/Ds for approximately one to four degrees of pitch and three to nine degrees of roLL. F/D command bars reappear when the difference returns to within Limits. FID comparison is active only during certain modes of F/D operation. First, both F/D switches must be on and neither A/P engaged in CMD. Second, it only operates in either the TOGA or APP mode below 800 feet RA. F/D comparison is inhibited for several reasons. It is inhibited white on the ground or when either FID is affected Also, it bus transfer. failure of either a F/D by or a F/D. by eLectrical is inhibited sensor 07.20.108 401 MAY15/88 OPERATIONSMANUAL ALertina ALTITUDE ALERTING SYSTEM Deviation references the aLerting altitude selected on the MCP. ALerting occurs when approaching or departing the selected attitude. Altitude is inhibited alerting when wing fLaps are extended to 25 or greater, or white the GIS is captured. Upon deviating from the selected altitude by more than 300 feet, a momentary tone sounds and the Altitude ALert Lights flash. continues Flashing until one of the following occurs: Altitude - Altitude deviation becomes Less than deviation becomes 300 feet. of a momentary tone Aterting consists and illumination ALert of an Altitude Light Located adjacent to each pilot's primary attimeter. Acauisition - Altitude more than 900 feet. - A new attitude is selected. ALertina When approaching 900 feet of both Altitude Alert Lights illuminate steady and a When at 300 momentary tone sounds. feet from selected both attitude, Altitude ALert Lights extinguish. selected I O within altitude - SELECTED ALTITUDE 300' .i NO INDICATIONS • • • Acquisition - Aural warning and both aaa Deviation - Aural $¶?E warning and both |¾;0 tone momentarily sounds Lights illuminate steady. tone momentarily sounds Lights flash. ALTITUDE ALERT 401 JAN 26/94 07.20.11 OPERATIONSMANUAL AUTOTHROTTLE A/T Engaaement The AIT system provides automatic thrust controL from the start of takeoff through climb, cruise, descent, approach and go-around or Landing. In normaL operation, the FMC provides the A/T system with N1 Limit values. Moving The A/T moves the thrust Levers with a separate servo motor on each thrust Lever. Manually positioning the thrust Levers does not cause A/T disengagement unless 10 degrees of thrust Lever separation is exceeded during a dual channet approach after FLARE armed is annunciated. manual Following positioning, the A/T may reposition the thrust Levers to comply with computed thrust requirements except white in the THR HOLD and ARMmodes. the AIT Arm Switch to ARM, arms the AIT for engagement in the N1, MCP SPD or FMC SPD mode. Switch is magneticaLLy releases to OFF when A/T Any of the following actions the AIT becomes AIT An AIT system - - conditions to OFF. AIT Disengage fault Switch. is detected. have elapsed 2 seconds or A/T: Arm Switch either Pressing - since Landing touchdown. Thrust become separated during a dual after FLARE armed is more channet Levers than 10 degrees approach annunciated. A/T disengagement Arm Switch releasing fLashing AIT operation, it is recommended that both PMCs be ON or both OFF, as this produces minimum thrust lever separation. A/T takeoffs may be performed with both PMCs OFF. the the disengages Moving - PMC ODeration The AIT system operates properly with PMCs ON or OFF. In either case, the AIT computer controts to the FMC N1 Limits. The A/T Arm heLd at ARM and disengaged. - - and Disengaaement red by AIT is followed to OFF A/T Disengage and Lights. During Lights The AIT Disengage extinguished by any of actions: - - - Returning to the A/T Arm Switch ARM. Pressing either A/T Disengage Light Pressing either A/T Disengage Switch. The AIT Disengage illuminate when disengages 07.20.12 can be the foLLowing Lights do not the AIT automatically after Landing touchdown. 401 DEC 15/87 OPERATIONSMANUAL AUTOTHROTTLE (Cont) AIT Takeoff Mode Soeed Mode speed mode is available throughout once the takeoff phase is the MCP Speed completed. Pressing the speed mode if SeLect Switch selects compatible with the engaged AFDS pitch mode. MCP SPD is annunciated for the A/T and the Speed Mode Switch illuminates. The speed or Mach shown The the flight takeoff mode is engaged by pressing TO/GA Switch with the airplane on the ground, the A/T armed and the desired takeoff N1 thrust Limit selected from a FMCS CDU. The A/T annunciation changes from ARM to N1 and the thrust Levers advance toward takeoff thrust. The either The A/T sets takeoff thrust. THR HOLD annunciates at 84 knots (64 knots for airplanes with earlier model AIT Computers) to indicate the AIT cannot change thrust Lever position, but thrust Levers can be repositioned manually. the A/T remains in THR Liftoff, 400 feet RA is reached and approximately 18 seconds have etapsed since Liftoff. A/T annunciation then changes from THR HOLD to ARM. Reduction to climb thrust can now be made by pressing the N1 Switch. in the MCP IAS/MACH DispLay is the The A/T will not set target speed. power above the displayed N1 Limit, however, the AIT can exceed an N1 value that has been manually set by the N1 Manual Set Knob. while the A/T is in an engine fails speed both thrust Levers mode, a advance together to maintain the target speed. If After HOLD until 2 1/2 minutes after Liftoff, automatic reduction to climb thrust is inhibited when engaging LVL CHG or VIS mode. If VNAV, ALT ACG or ALT HOLD is engaged during this 2 1/2 minute period, automatic thrust reduction occurs normally. Until When on finat approach in Landing it is not recommended to configuration, set the AIT command speed to attow for Through wind or gust corrections. airspeed and acceleration sensing, the for normal wind gusts. A/T corrects Higher command speed settings result in The excessive approach speeds. recommended AIT approach speed setting is VREF + 5. RA, A/T thrust Lever response rates and engine power Levets are sufficient to place the engines in the rapid acceleration range. Below 400 feet N1 Mode The A/T maintains thrust at the N1 Limit selected from a FMCS CDU. N1 is annunciated for the AIT and the N1 Switch illuminates. Pressing the N1 Switch changes the AIT mode from N1 to ARM. If an engine faits while the A/T is in the N1 mode, the thrust Lever of the failed engine wiLL advance forward a few degrees and return to or beLow the other thrust Lever position. 403 JUL 07/94 07.20.13 OPERATIONSMANUAL AUTOTHROTTLE(Cont) Landina FMC Soeed Mode FLare Retard Mode the RETARD mode Landing, reduces thrust and annunciates RETARD 2.5 seconds after FLARE mode engagement or at 27 feet radio occurs first. whichever altitude, or visual During a non-precision approach with flaps extended, the A/T RETARD mode engages at 27 feet radio altitude. The A/T automatically approximately disengages 2 seconds after Landing touchdown. During engages, The FMC SPD mode is an A/T mode which is commanded by the FMC during VNAV operation. When engaged, the MCP IAS/Mach Display is blank, the Airspeed Cursors are positioned at the FMC commanded airspeed and the AIT maintains this commanded speed. AIT is Limited the thrust to the N1 value The shown on mode annunciators. N1 Equalization Go-Around The AIT attempts to equalize N1 through the dual servo individuat thrust Lever controL. Equalization controL is Limited to 8 degrees of thrust Lever With the A/T Arm Switch at ARM, the A/T go-around mode is armed when descending the beLow 2000 feet RA, with or without AFDS engaged. Once armed, the A/T go-around mode can be engaged until 2 seconds have etapsed after Landing separation. Mode ARMMode touchdown. The A/T annunciates ARMwhen the A/T Arm Switch is at ARMand no AIT mode is engaged. The thrust Levers can be manually positioned without interference from the A/T system white ARMis annunciated. Pressing the go-around respective Mode Selector N1 Limit. the switch Light transfers AIT automaticaLLy is Switch iLLuminated. white Retard Mode The A/T engages and annunciates RETARD during LVL CHG and VNAV descents. RETARD changes to ARM when the thrust Levers reach the aft stop or when they are manually prevented from reaching the aft stop. engages GA is either TO/GA thrust, pressing the second time signals the A/T to advance thrust to the futt go-around Switch After Descent mode. for the A/T and the thrust annunciated Levers advance to the reduced go-around thrust setting. This reduced setting produces a 1,000 to 2,000 fpm rate of climb. After reaching reduced to ARM from the SPEED or N1 mode when the mode is deselected the by pressing The TO/GA Switch either A/T go-around reaching reduced go-around or fult thrust, the A/T be terminated by seLecting mode can another AFDS pitch mode or when ALT ACO annunciates engaged. During a single engine the A/T witL increase futL GA F/D go-around, thrust to the N1 Limit. 401 07.20.14 JUN 14/91 OPERATIONSMANUAL A/T Mode Engaaement and Transfer A generat summary of A/T mode engagement and transfer is as follows: A/T SPEED or N1 modes are engaged when AFDS automaticaLLy command pitch modes become engaged. - AIT SPEED or N1 modes can be or deselected manuaLLy selected pressing the SPEED or N1 switch action is compatible with other engaged AFDS modes. - - by if LVL CHG or VNAV climb modes automatically engages the A/T N1 Engaging mode. - Engaging LVL CHG or VNAV descent modes automatically engages the A/T is at idte, in RETARD and when thrust then ARM. - Engagement capture in the of ALT HOLDor GIS engages MCP SPD mode. automaticatty the AIT 402 MAY 15/89 07.20.15 OPERATIONSMANUAL COMMANDSPEED LIMITING AND REVERSION MODES AFS command Limiting and reversion is independent operation of the statt warning and mach airspeed warning systems. Command Soeed Limitina The AFS provides speed pitch commands to avoid exceeding Limit speeds: following - - - - and thrust the Vmo/Mmo Wing flap placards Landing gear placard Minimum speed than a placard If a speed greater speed, or Less than minimum speed is the AFS allows acceteration selected, short of to slightly or deceleration the Limit, then commands the Limit speed. The overspeed or underspeed symbot appears in the MCP Limiting IASIMach Display when the commanded speed cannot be reached. whichever Either pitch or thrust, is engaged in a speed mode, attempts to The commanded hold the Limit speed. Limit speed and MCP Speed condition Symbot remain untit another speed is selected which does not exceed the Limit. than A speed 15 knots greater the minimum speed must be selected to symbot. remove the underspeed Limiting The commanded speed can be equal to, but will not exceed a Limit speed. Reversion Speeds selected selected placards speed. Modes than Vmo/Mmo cannot be greater from the MCP. Speeds can be which exceed flap and gear or are Less than minimum Minimum speed is based on angte of attack and is approximately 1.3 Vs for the current flap configuration. It is sensed by the angte of attack vanes, one on either side of the forward fuselage. speed situations, During some flight control by the AFDS or AIT alone couLd to prevent exceeding a be insufficient Limit speed. If this occurs, AFDS and revert to a or A/T modes automatically combination. more effective The reversion modes are: - - Limit Placard Minimum reversion airspeed reversion occurs slightly before Both the reaching the Limit speed. modes AFDS and the AIT have reversion which activate to the according condition causing the reversion. Mode reversion FLASHING FLASHING IAS/MACH I I I I I I II I I • Minimum speed I I I¯ I I¯\ OVERSPEED LIMITING UNDERSPEED LIMITING - IAS/MACH - - - or MMOLimit Landing gear limit Flap Limit VM0 MCP SPEED CONDITION SYMBOLS 07.20.16 402 JUL 23/93 OPERATIONSMANUAL COMMANDSPEED LIMITING AND REVERSION Minimum Speed Reversion MODES(Cont) PLacard Limit Reversion When one of the pLacard Limits (gear, flap or Vmo/Mmo) is reached, the overspeed symbol appears in Limiting the MCP IAS/Mach Display and the following occurs: - If not in AFDS or A/T speed control and the A/T is armed, the A/T reverts to SPEED and controls speed to the placard - Limit. If in AFDS or AIT speed control, is necessary. The AFDS or A/T, whichever is controtLing below the speed, hoLds speed slightly placard Limit. no reversion - If the AIT is not available, no response to gear or flap reversion placard speeds is avaiLabte. AFDS reverts to speed control Vmo/Mmo speed Limiting. The for The AFDS and AIT do not control to a speed which is Less than minimum speed for the current flap configuration. This speed is approximately 1.3 Vs. Minimum speed, FMC speed or selected is higher, becomes the speed, whichever If actual speed AFS commanded speed. becomes equaL to or slightLy Less than the minimum speed, the underspeed symbot appears in the MCP Limiting IAS/Mach Display and if operating in the VIS mode, the AFDS reverts to LVL CHG. The AFS commands a speed 5 knots greater than minimum speed. SeLecting than minimum a speed 15 knots greater speed reactivates normat MCP speed selection control. The AFDS commands nose down pitch to increase airspeed if the thrust Levers are not advanced. When actuaL speed becomes 15 knots greater than minimum speed, the underspeed Limiting symbot disappears. The A/P disengages and the F/D command bars retract when in a LVL CHS climb with a command speed equal to minimum speed and a minimum rate of climb cannot be maintained without deceterating. No minimum speed reversion is available when the AIT is OFF and the AFDS is in ALT HOLD, ALT ACG or after 6/S capture. 402 JUL 23/93 07.20.17 OPERATIONSMANUAL AFS ELECTRICAL POWERLOSS AFS RADIOALTITUDE LOSS interruption or Loss may cause disengagement of the AFDS and/or the Re-engagement AIT. after is possible power is restored. radio attimeters Two independent provide radio altitude to the radio respective FCC. The Captain's radio altitude attimeter provides to the A/T. Power Dual channet A/P operation is possible only when two generators are powering the busses. 07.20.18 With a radio aLtimeter do inoperative, not use the associated FCC or the A/T, if affected, for approach or Landing. 402 JUL 23/93 OPERATIONSMANUAL AFS OPERATION IN WINDSHEAR the FID programming witL be climb rate increases +600 FPM, the F/D above approximately which result commands pitch attitudes in acceleration back to V2 + 20 kts. The A/P and F/D both operate in a simiLar manner during A/P or FID condition, reversed. Generat The autopilot and flight director provide positive corrective action counteract most windshears. to As go-around. The autothrottle system also aids in windshear quick recovery by providing response to any increase or decrease in speed. The command LeveLs of power may be beyond what the average pilot might consider necessary are but, in fact, by the situation. required or Go-Around Takeoff If windshear is encountered takeoff or go-around, the during F/D FID pitch command bar will provide commands to maintain V2 + 20 kts untit verticat +600 speed decreases to approximateLy fpm. At this point, commands a 15 degree the FID pitch nose-up speed attitude. If vertical to decrease, F/D continues and Landina is encountered during an If windshear ILS approach, both the F/D and A/P on attempt to hold the airplane after or on glidestope altitude, glidestope capture, without regard to angle of attack or stick shaker Limitations. Airspeed could decrease if below stick shaker and into a statt the pilot does not intervene by pressing the TO/GA switch or the A/P and flying disconnecting manuatLy. bar pitch continues to command a until a speed 15 degree pitch attitude of approximately stick shaker is reached. It then commands pitch attitudes which result in intermittent activation of the stick shaker. As the airplane transits the windshear 401 JAN 26/94 Anoroach WARNING: ALTHOUGHTHE FID, A/P AND AIT MAY BE PERFORMINGAS PREVIOUSLY DESCRIBED, SEVERE WINDSHEARMAYEXCEED THE PERFORMANCECAPABILITY OF THE SYSTEM AND/0R THE AIRPLANE. IN THIS SITUATION, THE FLIGHT CREWMUST, IF NECESSARY TO AVOID GROUNDCONTACT, BE PREPAREDTO DISCONNECTTHE AUTOTHROTTLE, ADVANCETHRUST LEVERS TO THE FORWARDSTOP, DISCONNECTTHE AUTOPILOT AND MANUALLY FLY THE AIRPLANE. 07.20.19 OPERATIONSMANUAL CHAPTER 8 AUXILIARY POWER UNIT PAGE TABLE OF CONTENTS . . . . . . CONTROLSAND INDICATORS APU CONTROLSAND INDICATORS. . SYSTEM DESCRIPTION . . . . . . . APU SCHEMATIC. 401 JUL 22/92 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08.00.01 08.10.01 .01 08.20.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . GENERAL APU COMPONENTS APU OPERATION APU AUTOMATICGALLEY LOAD SHEDDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . .03 08.00.01 OPERATIONSMANUAL APU MAINTENANCELIGHT (blue) ILLUMINATED APU FAULT LIGHT APU maintenance - problem APU malfunction exists, an causing the APU to initiate automatic shutdown. Additional restarts may be attempted. Light is disarmed when the APU Switch ILLUMINATED exists. be operated. Light is disarmed when the APU Switch is in the OFF position. APU may - - (amber) - - in is the - OFF position. APU LOWOIL PRESSURE LIGHT (amber) oil pressure is low, causing the APU to initiate an automatic shutdown (after the start cycle is complete). Light is illuminated during start until the APU oit pressure is normal. Light is disarmed when the APU Switch is in the OFF position. ILLUMINATED - - MAINT APU - SSO P E S0e||o FAU T APU OVERSPEED LIGHT (amber) APU speed is excessive, an causing the APU to initiate automatic shutdown. Light illuminated during APU shutdown indicates overspeed shutdown protection is lost. ILLUMINATED - - APU GENERATORAC AMMETER Displays - um load current. APU generator A0FUF S-WINoCrHmal position APU ' - 2 i , ' OFF " N ' ,.. ' sTART FORWARDOVERHEADPANEL when the APU is not running. the switch to OFF with the closes the APU bleed air valve and the APU shuts down. 2:>0n some airplanes, the APU continues to run for a 30 second cooling period before it automatically shuts down. The APU air intet door automatically closes after shutdown. An immediate shutdown can be accomplished by pulling the APU Fire Switch or the APU Fire Control Handle in the main wheel weLL. Positioning APU running ON - Normal position with the APU running. APU EXHAUSTTEMPERATURE INDICATOR - Displays APU exhaust gas temperature. START (Momentary) Switch from OFF it to ON initiates the APU Positioning to START and releasing - an automatic start sequence. 02>As installed 413 JAN 26/94 APU CONTROLS AND INDICATORS SUNSTRAND APS 2000 08.10.01 OPERATIONSMANUAL APU HOURSINDICATOR - APU HOURS Indicates operation etapsed hours of APU since last reset. ELAPSED IND TIME 111111 AFT OVERHEADPANEL APU CONTROLS AND INDICATORS 401 08.10.02 FEB 15/91 OPERATIONSMANUAL SYSTEM DESCRIPTION ELectrical GENERAL battery and fuel are used to start The auxiliary power unit (APU) is a gas turbine engine. It is installed within a fireproof, sound-reducing shroud Located in the tait of the airplane. Air for cooling and compression is routed to the APU through a diffuser duct from an operated door Located on automaticaLLy the right side of the fuselage. self-contained power The APU supplies used for engine from the airptane from the No. 1 tank and operate the APU. bleed starting air that may be and air conditioning. An AC electrical which may be used is provided AC power source. APU as an auxiliary exhaust gases are dumped overboard generator through a sound reducing, exhaust air-cooted duct. ACCESSORY COOLING AIR DUCT AIR DUCT - "' EXHAUSTDUCT AIR DIFFUSER DUCT ' VORTEX GENERATOR ', APU FUEL LINE AIR INLET DOOR APU BLEED AIR DUCT 401 NOV 01/89 APU LOCATION 08.20.01 BBÆ Wt f& FF F OPERATIONSMANUAL APU COMPONENTS of a engine turbine and a gearbox which drives the generator and other accessories. The APU is monitored and controlled digital by a futt authority electronic controller (FADEC). Automatic shutdown protection is provided in the event of Low oit system fault, over pressure, overspeed, temperature or fire. sequence is The automatic start initiated when the APU Switch is to the START momentarity positioned position. This will cause opening of the air intet door and the fuet valve. When the air intet door has opened, the cooter and electrical are provided positive cooling airfLow by a gear-driven fan. Intet air is ducted to the fan through a shutoff vaLve which opens when pressure is sensed in the bLeed feeder duct. cutout faiture and excessive drain. The APU GEN OFF BUS when the APU is Light witL ittuminate at governed speed, ready to accept a Load. The APU consists APU OPERATION compressor, engagement and automatic APU starter cutout may be observed on the DC Ammeter The APU oit positioned cycLe is possibLe generator battery for the electronic fuel controt unit (FCU) is avaitable from the No. 1 fuel tank whenever the APU is operating. The fueL is automatically if required, to prevent icing. heated, The fuet solenoid valve opens when engine speed reaches 7%. Fuet the DC Meters Selector is to BAT. The starter duty time Limited to prevent if The Battery Switch must be ON during the normat APU operation. Positioning Switch to OFF, white the Battery is on the ground, will airplane shut down the APU. automatically APU AUTOMATICGALLEY LOAD SHEDDING electrical Loads will be shed should the total automatically airplane electrial power requirements exceed design Limits with the APU electrical power. generator providing Galley APU speed is automaticaLLy controlled by signals from the FADEC to the electronic fuel control, which modulates the fuet fLow to control Signals from the FADEC also speed. control the bleed air servo valve, which modulates the APU bleed air valve to control EGT. Load and air extraction combine to raise the EGT above acceptable the bleed air valve Levels, modulate towards the closed position reducing bleed air extraction but stilt maintain electrical In the event Load. of over temperature, the APU wiLL shut down and the Fault Light wiLL When eLectrical illuminate. 08.20.02 406 JUL 22/92 OPERATIONSMANUAL OVERBOARD FUEL SOLENOID S VALVE M FUEL CONTROL UNIT <þm APU FUEL SHUTOFF ' -- VALVE DIL PUMP STARTER NO. 1 FUEL TANK - - 4 ¯ FADEC L - OIL COOLER ------ TO ELECTRICAL LOADS GENERATOR < ' --- TURBINE LOMPRESSOR - -- APU CONTROLLER < BLEED AIR SERVOVALVE APU ON APU BLEED AIR VALVE TO BLEED LOADS 555®¾¾¾ FUEL MEDEE3EAPU BLEED AIR APU CONTROL AIR I RAM AIR CONDITION: APU SUPPLYINGELECTRICAL AND PNEUMATICLOADS < <> > > AIR INLET DOOR M APU SCHEMATIC 411 SEP 27/91 08.20.03 OPERATIONSMANUAL CHAPTER 9 COMMUNICATIONS PAGE TABLE OF CONTENTS. . . . . . . . . . . CONTROLSAND INDICATORS. AUDIO SELECTOR PANEL MISCELLANEOUSCOMMUNICATION CONTROLS INTERPHONECONTROLS. PA CONTROLS. CALL SYSTEM CONTROLSAND INDICATORS. HF COMMUNICATION VHF COMMUNICATION. SELECTIVE CALLING (SELCAL) COCKPIT VOICE RECORDER . . . . . . . . . . . . . . . . 09.00.01 09.10.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . . . . . .04 . . . . . . . . . . . . . . . . . . . . . . . . . .05 . . . . . . . . . . . . . . . .06 . . . . . . . . . . . . . . . . . . . . . . . . . .08 . . . . .09 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 . . . . . . . . . . . . . . . . . . . . .11 SYSTEM DESCRIPTION AUDIO SYSTEMS & AUDIO SELECTOR PANELS. SPEAKERS AND HEADSETS. MICROPHONES. NORMALAUDIO SYSTEM MODE DEGRADEDAUDIO SYSTEMMODE FLIGHT INTERPHONESYSTEM SERVICE (ATTENDANT) INTERPHONE SYSTEM. PASSENGERADDRESSSYSTEM CALL SYSTEM. ACARSSYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09.20.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . .04 . . . . . . . . . . . . . . . . . . . . . .05 . . . . . . . . . . . . . . . . . . . . . . . . . . . .06 . . . . . . . . . . . . . . . . . . . . . . . . . . . .07 411 APR 03/92 09.00.01 FN F FFFINB OPERATIONSMANUAL AUDIO SELECTOR PANEL (ASP) ASP. Transmissions using the mask or boom microphone are keyed Push-To-Talk Switch located on the the pilot control wheel. When a hand microphone may be used installed, to key direct transmissions through an ASP. Audio from each ASP is monitored using The ASPs allow communication from each crew station using communication radios, or service interphone flight systems, and passenger address system. The ASPs also allow identification and monitoring of navigation aids. at each oxygen with a ASP or Receiver volume and selection of oxygen mask or boom microphone are controlled a headset/headphones speaker. pilot's TRANSMITTERSELECTOR PRESS - RECEIVER SWITCH commun- the respective Selects ication trans- system for subsequent mission. The switch illuminates. Only one switch may be selected at a time; pressing a second switch will deselect the first switch. Reception is also possible over the - - - selected system regardless whether the associated Switch is on of of the respective ALLows reception communication system or navigation receiver. Rotate to adjust volume. Multiple switches may be selected. The switch illuminates. PRESS - - - - PRESS AGAIN Deselects system or receiver. - SPEAKERSWITCH s PRESS and deselects Selects ed eeiver switches - l 1-HF-2 PA 1-ADF-2 1-NAV-2 MKR SPKR ROTATE Adjusts - audio reception and ADF radios. V (Voice) NORM BOOM COCKPIT CREWSTATIONS B (BOth) range (radioltransmit) Keys the oxygen mask or boom microphone for transmission as selected by the Transmitter Selector. R/T - Keys the oxygen mask or boom microphone for direct transmission over flight interphone. © Bypasses Receive Receive - the Transmitter Selector, voice the audio only. both voice Receive station (code) audio only. - and range identifier ALT-NORMSWITCH - I/C (Intercom) - - from audio. R (Range) PUSH-TO-TALK(PTT) SWITCH (spring-toaded to neutral position) speaker volume. Controts NAV a UC audio from to be heard FILTER SWITCH - ' the respective Receiver MICSRECTOR 1-VHF-2 or the respective ALT ASP operates - NORM ASP operates - in the degraded mode. normalty. MASK-BOOM SWITCH - Selects the oxygen mask or boom microphone for transmissions. AUDIO SELECTOR PANEL 416 JUL 07/94 09.10.01 OPERATIONSMANUAL HAND MICROPHONE (As installed) BOOM MICROPHONE/ HEADSET OXYGENMASK MICROPHONE -•--STANDARD MICROPHONES - Choose voice the desired microphone for transmission through the selected or PA. O O -•--COMMUNICATION - ( BOOM MIKE HEADPHONE HANDMIKE radio, interphone JACKS for the appropriate headphone plugs. Used Or system, microphone COCKPIT CREW STATIONS HEADPHONES HEADSETOR HEADPHONES - to monitor audio from the respective ASP. Used MISCELLANEOUS COMMUNICATION CONTROLS (Typical) 09.10.02 402 20/91 DEC OPERATIONSMANUAL 0000000 000000000 00000000000 00000000000 ooooooooooo SPEAKER 00000000000 00000000000 00000000000 ooooooooooo Used to monitor audio from the respective pilot's Audio Selector Panet. - 000000000 ooooooo COCKPITCEILING PUSH-TO-TALK (PTT) SWITCH (three-position switch, rocker action) MIC Keys the oxygen mask or boom microphone for transmission, as selected by the ASP Transmitter Selector. Same as using the ASP - e is PTT Switch - OFF Center - (RIT position). position. Keys the oxygen mask or boom microphone for direct transmission INT PILOT CONTROL WHEEL - - - over flight interphone. Bypasses the ASP Transmitter Selector. Same as using the ASP PTT Switch (I/C position). PUSH-TO-TALKSWITCH Keys the Hand Microphone for transmission, as selected by the PUSH . - ASP Transmitter •• Selector. HANDMICROPHONE (As : Ë 412 FEB 07/92 installed) MISCELLANEOUS COMMUNICATION CONTROLS (T)1)ical) 09.10.03 OPERATIONSMANUAL I --SERVICE INTERPHONEHANDSET JACK With handset - gg gg -- used to attendant installed, communicate with flight stations. Interphone With Service switch ON, also used to communicate with any external jack Location. - .gg -- Bypasses - the Audio Select Panel. CONTROL STAND SERVICE INTERPHONESWITCH SERVICE INTERPHONE External jacks are deactivated. Communication between the cockpit and attendants flight is still possible. OFF - y,--' - ON Adds externat jacks Interphone System. - N AFT OVHD PANEL to the Service FLIGHT INTERPHONEJACK - INTER NONE MONE FLIGHT SERV1tE INTER the Connects Interphone Interphone the crew to the Flight ground crew to the Service System if the Service Switch is ON. INTERPHONE CONTROLS 09.10.04 ground System. SERVICE INTERPHONEJACK - EXTERNAL JACKS Connects Interphone 403 20/91 DEC FBENB FF F OPERATIONSMANUAL --J ¯ o PA HANDMICROPHONE JACK - - With microphone installed, PA announcements. Bypasses the Audio Selector used to make Panels. CONTROL STAND ATTE A keHA eEnts. c ATTENDANTSTATIONS PA CONTROLS 403 NOV 01/89 09.10.05 OPERATIONSMANUAL GROUNDCALL SWITCH PRESS A horn sounds in the nose wheel weLL until released. - C ATTEND ATTENDANT CALL SWITCH CAL A two-tone chime sounds in the passenger cabin and both pink Master Call Lights illuminate. PRESS FWDOVHDPANEL - COCKPIT CALL LIGHT ILLUMINATED - by the flight - EXTERNAL CONN (btue) Cockpit is being called attendants ground crew. Remains illuminated Call or Pilot Call or the until the Captain Switch is released. INTERPHONE FLIGHT SERVICE NOSE ELL PILOT CALL SWITCH INUSE A single-tone in the cockpit. PRESS EXTERNAL POWERRECEPTACLE - - chime sounds Cockpit CALL Light remains illuminated until released. CALL SYSTEM CONTROLS AND INDICATORS 09.10.06 402 JUL 22/92 73F FFFINB OPERATIONSMANUAL CAPTAIN CALL SWITCH PRESS A single-tone in the cockpit. Cockpit CALL light chime sounds - - until illuminated remains released. ATTENDANT CALL SWITCH CALL SYSTEM A two-tone chime sounds in the passenger cabin and both pink PRESS - Master CAPTAIN ATTENDANT Lights Call RESET illuminate. CALL RESET SWITCH ATTENDANT PANELS PRESS Extinguishes Call Lights. - Master both pink MASTERCALL LIGHT ILLUMINATED AMBER A lavatory - -9Þ 46'as --as ---- ag* call switch is activated or smoke has been detected in a lavatory. PINK The cockpit or other flight is calling. attendant station - - PASSENGER CABIN FORWARDAND AFT CEILING BLUE - A passenger seat call switch is activated. CALL SYSTEM CONTROLS AND INDICATORS 404 DEC 01/90 09.10.07 OPERATIONSMANUAL HF COMMUNICATION NûlE: Keying the HF transmitter for on the voice transmissions, ground, may cause the oit and indicators to fuel quantity fluctuate if one or more of the conditions exist: fottowing Two HF transceivers use a common antenna located in the vertical stabilizer. Before transmitting, the antenna must be tuned. Antenna tuning takes pLace automaticatty when a transmission is first made (push-to-taLk switch is pressed) change. foLLowing a frequency A tone is heard through the speaker or headset while the antenna is being tuned. Tuning takes from several seconds to a minute. Tuning the antenna also optimizes reception on the selected frequency. 1. 2. Displays Service 3. interphone into jack. Airplane grounding attached to airptane. wire Ground power cart 4. FREQUENCY INDICATOR - or passenger open. door door microphone plugged service interphone Both HF receivers are disabled while a transmission is being måde from either HF radio. - Cargo entry connected. RF SENSITIVITY CONTROL tuned frequency. Controls of receiver. sensitivity for (clockwise) Increases sensitivity reception of weak or distant stations. (counterctockwise) Decreases sensitivity to reduce noise and static. ROTATE - ranges from 2.000 to 29.999 megahertz. Frequency - - too far NOTE: Decreasing sensitivity prevents reception and prevents SELCALmonitoring of HF radio. RF SENS ERESE H --- F FREQUENC-Y Se KTORdSesired 0F frequency. 1100E SELECTOR AFT ELECTRONICPANEL OFF - No power USB (Upper receives to transceiver. Sideband) - and of the Transmits on the higher side frequency. AM (Amplitude Modulation) receives on the selected accompanied by a carrier - Transmits and frequency, wave. HF COMMUNICATION 09.10.08 406 DEC 20/91 FFA EVB FN 7 OPERATIONSMANUAL VHF COMMUNICATION controtted Short-range is provided (VHF) range communications in the Audio The VHF-1 antenna is VHF-2 on the upper fuselage, and VHF-3 antennas are Located on the Lower fuselage. capability Setector Located High Frequency independent Very by three are and receiving at the respective Transmitting radios. Panets. VHF-3 communications radio is only used with ACARS. Frequency in conjunction tuning for this radio is provided by the ACARS system. VHF COMMUNICATIONTRANSFERSWITCH Selects - which frequency is active for the transceiver. CONTROL LIGHT ILLUMINATED Indicates - 1 ,,, lEIUiD 115318 H F Communication c M e 's, c naasa F M VHF Switch. the frequency selected with Indicates the respective Frequency Selectors. FREQUENCY SELECTORS y,a H Transfer FREûUENCYINDICATOR - e the respective by the frequency has been selected Control the active and inactive uency of the VHF transceiver - ¯ COM TEST - freq. changes Of the outer selector the three left digits. changes the two right Inner selector ROÍStiOn digits. AFT ELECTRONICPANEL (VHF-1 is on the left, VHF-2 is on the right) COMMUNICATIONTEST SWITCH PRESS Provides a confidence test. Removes the automatic squelch feature, of background reception permitting receiver noise and thereby verifying - - operation. - >> As 2 Reception range is increased. installed VHF COMMUNICATION 416 DEC 18/92 09.10.09 FFFINB FF F OPERATIONSMANUAL SELECTIVE CALLING (SELCAL) SELCAL monitors selected frequencies use on HF-1 and HF-2 communication in radios. Each airplane has been assigned a unique four-Letter SELCAL identification code. By ground stations prearrangement, equipped with a SELCAL encoder transmit the identification code when communication is desired with that airplane. SELCAL decoder The airplane alerts the crew by activating a two-tone chime, and itLuminating the respective SELCAL Light. SELCALRESET SWITCH PUSH Extinguishes resets decoder. SELCALLight - and SELCAL LIGHT ILLUMINATED Alerts crew that communiis desired on a communications CatiOn / SRCÆ PUSH - SEca radio. - ESET - FWDELECTRONICPANEL SELCAL 1 Light on HF No. 1. SELCAL 2 Light on HF No.2. illuminates _illuminates for a call for a call SELCAL 09.10.10 FEB 07/92 OPERATIONSMANUAL records cockpit area conversations The other using the Area Microphone. Audio channets record individuat Panet (headset audio) Selector output and transmissions from the pilots and first observer. COCKPIT VOICE RECORDER The cockpit voice recorder uses four independent channels to record cockpit audio on a 30 minute continuous-Loop tape. Recordings older than 30 minutes are automaticaLLy erased. One channet TEST SWITCH AREA MICROPHONE up cockpit area conversations anytime 115V AC is applied to the Picks - airplane. HEADSET JACK - into the jack or to of voice audio. operation Tests PRESS (momentarity) A double tone of att four channets. is audible through the headset jack. About two seconds later, another double tone is heard and the indicator pulses twice into the white band. - may be plugged Headset to monitor tone during test, monitor playback MONITOR INDICATOR - CKPIT VOICE RECORDE deflection Pointer or erasure on all DUring into confirms recording channels four pointer test the pulses twice the white band, after several second delay. MONITOR ERASE ERASE SWITCH MICROPHON MONITOR - COCKPIT VOICE RECORDER MONITOR TEST PRESS (14 seconds) ERASE HEADPHONE Operative only when the airplane is on the ground and the Parking Brake is set. SPO Simultaneously - ALL four channels erased. MONITOR FORWARDOVERHEADPANEL As installed COCKPIT VOICE RECORDER 411 JAN 26/94 09.10.11 BBEING FN F OPERATIONSMANUAL SYSTEM DESCRIPTION SPEAKERS AND HEADSETS AUDIO SYSTEMS & AUDIO SELECTOR PANELS has a headset Each crew station or headphone jack. The Captain and First Officer have speakers on the ceiling There is no speaker above their seats. An Audio Selector Panel (ASP) is installed at the Captain, First Each Officer, and Observer stations. panet controts crew an independent station audio system and aLLows the crewmember to seLect the desired navigation radios, aids, interphones, and PA system for monitoring and transmission. Transmitter select Setectors on each ASP or system for by that crewmember. Any one radio transmission microphone at that crew station may then be keyed to transmit on the selected system. Receiver Switches select the systems to be monitored. Any combination of systems may be selected. Receiver Switches also control the volume for the headset and speaker at the respective crew stations. Speaker and headset audio for each crew station come from a Remote Electronics Unit Located in the ESE compartment. It is controtted by the Audio Selector Panels, and has separate independent circuits for each crew station. at the observer station. receive audio The speakers and headsets from the Remote ELectronics Unit, as controLLed Audio by the respective volume is Selector Panels. Headset Switches. controlled by the Receiver Speaker volume is controtted by the Receiver Switches and also the Speaker Switch. MICROPHONES Hand microphones and boom microphones may be plugged into the respective jacks at the cockpit Each oxygen mask also crew stations. has an integrat microphone. Each hand microphone has a push-to-taLk to key the selected audio system. The push-to-talk switches on the control wheet or ASP are used to key the oxygen mask or boom microphone, as selected by the MASK-BOOMswitch. The MASK-800M switch does not affect the operation of the hand microphone. switch Audio warnings for Altitude ALert, the System Ground Proximity and Warning Windshear are also heard through the speakers and headsets at preset volumes. They cannot be controtted or turned off by the crew. 402 MAY 15/88 09.20.01 OPERATIONSMANUAL NORMAL AUDIO SYSTEMMODE The Mask used for The Captain, First and Officer, Observer audio systems are Located in Unit in the a common Remote Electronics ESE compartment. They function independently and have separate circuit breakers. The audio systems are by the respective normaLLy controLLed Audio Selector Panels through digital or computerized controt the Remote Electronics Unit or ASP the ASP cannot control matfunctions, the Remote Electronics Unit. system can be switched to the degraded The audio mode by placing the Atternate-Normat Switch to ALT. In this mode, the Audio Selector Panet at that station is inoperative and the crewmember can only communicate on one radio. ASP Transmitter functional and any that station is on The the chart radio. The MASK-BOOM Switch works in the degraded mode. The normatty can be keyed Mask and Boom Microphones with the controt wheet push-to-tatk or ASP push-to-talk switch MIC position The Hand switch R/T position. Microphone is not useabLe in the Degraded mode. circuits. DEGRADEDAUDIO SYSTEM MODE If can be and Boom Microphones transmission on the useable Selectors are not transmission from the radio shown on Interphone The Flight and Service cannot be used on an audio Interphone system in degraded mode. The control switch INT position wheet push-to-talk switch I/C and ASP push-to-talk position are not functionaL since the Flight Interphone is not functionat. Audio Warnings for Attitude ALert, the Ground Proximity Warning System, and Windshear are not heard on an audio system in degraded mode. In the degraded mode, the Address Passenger system cannot be accessed through the Audio Selector Panet. below. The Transmitter Selector for the useable radio wiLL ittuminate when a station is in degraded mode. The Receiver Switches are not functional, and only the useable radio is heard at a preset volume, through the headset. The Speaker and Speaker Switch are not functional at that station. an audio system is in degraded mode, use the Handset and PA Service Interphone microphone if they are installed on the control stand. If the crewmember can still DEGRADED AUDIO SYSTEM OPERATION CREW STATION AUDIOSYSTEM IN DEGRADEDMODE 09.20.02 RADIO AVAILABLEFOR TRANSMISSION CAPTAIN AND RECEPTION AT DEGRADEDSTATION VHF-1 FIRST OFFICER VHF-2 OBSERVER VHF-1 402 MAY15/88 FBFINB FS F OPERATIONSMANUAL over piLots can transmit directly interphone flight by using the controL wheel PTT Switch. Alternately, any crewmember with an Audio Selector Panet over fLight can transmit/receive interphone by using their respective ASP and normat Push-To-Talk Switches. Microphone Any Standard may be used interphone system. with the flight FLIGHT INTERPHONESYSTEM The The flight interphone system is an independent communications network. Its primary purpose is to provide private communication between cockpit crewmembers without intrusion from the service interphone system. The ground crew may also use flight interphone through a jack at the External Power Receptacle. ,rTRANSMITTER SELECTOR RECEIVER SWITCH Select to monitor FLT INT Select FLT INT to transmit with hand, mask, or boom microphone. , incoming audio. Adjust volume as desired· AUDIO SELECTOR PANEL (ASP) ( ,-PUSH-TO-TALK SWITCH Use with mask or Use RIT position $ boom mic. if FLT INT is on the Transmitter selected Use I/C position Selector. for direct Flight Interphone transmission regardless FLIGHT INTERPHONE SYSTEM EXTERNAL CONN y) til TERPHONE FLIGHT SERVICE NOSE @ NT PILOT of the Selector. Transmitter WHEELWELL ON NORM CÆL INUSE EXTERNAL POWERRECEPTACLE • PUSH-TO-TALK SWITCH Use with mask or boom mic. Use MIC position if FLT INT is selected on the Transmitter Selector. Use INT position Flight Interphone direct transmission regardless Transmitter for of the Selector. FLIGHT INTERPHONE SYSTEM 402 DEC 20/91 09.20.03 OPERATIONSMANUAL communicate The fLight attendants between flight stations or attendant with the cockpit using any of the attendant Handsets. The system is a party Line in that anyone who picks up is automaticatty a Handset/Microphone (ATTENDANT) INTERPHONESYSTEM SERVICE The service interphone system provides intercommunication between the cockpit, flight and ground crewmembers communicate using either a separate Handset (if installed) or their respective Audio Selector Panet and any attendants, personnel. Standard Cockpit connected Externat jacks for use by maintenance can be added to or service personnel the system by use of the Service Microphone. Interphone RECEIVERSWITCH Select SERV INT to the system. Switch. TRANSMITTERSELECTOR to monitor AUDIO SELECTOR PANEL (ASP) incoming audio• Adjust volume as desired• SERV INT to transmit with hand, Select mask, or boom microphone. SERVICE INTERPHONE SYSTEM Audio (bypasses Selector Panels) PILOTS SERVICE INTERPHONE (As instatted) FLIGHT ATTENDANTS OFF I • IEER SERVICE • SERVICE 09.20.04 EXTERNALJACK LOCATIONS (ATTENDANT) INTERPHONE SYSTEM 402 JUN 14/91 OPERATIONSMANUAL address (PA) system allows cockpit crewmembers and flight attendants to make announcements to the passengers. Announcements are heard through speakers Located in the cabin and in the Lavatories. The passenger music recorded entertainment. PA system use announcements override all announcements system. The priority over The cockpit crewmembers can make announcements using a PA hand microphone or by using any Standard Microphone and the respective Audio HANDMIC BOOM MIC [22MASK MIC Flight attendants make Panet. announcements using PA hand microphones The Located at their stations. attendants use the PA system to play Selector PASSENGER ADDRESSSYSTEM (bypasses is prioritized. Cockpit priority have first and others. attendant Flight the music attendant has the aft attendant. override forward Set Transmitter Selector and Receiver for PA ft I passenger AUDIO SELECTOR PANEL Switch O for Audio Selector PaneL> U PA SYSTEM AMPLIFIER ---e SPEAKERSIN PASSENGER CONTROL STAND CABIN AND LAVATORIES ATTENDANT STATIONS PASSENGER ADDRESS SYSTEM 406 FEB 07/92 09.20.05 OPERATIONSMANUAL CALL SYSTEM cockpit may be caLLed by either attendant station or by the crew. The ground crew may onLy Flight be catted from the cockpit. attendants may be catted from the the other attendant station, cockpit, seat or Lavatory. or from any passenger The The call system is used as a means for various crewmembers to gain the attention of other crewmembers and to indicate that interphone communication is desired. Attention is gained through the use of Lights and aurat signals (chimes or horn). The system can be activated from the cockpit, attendant either flight or station, from the External Power ReceptacLe. Passengers may also use the system to summon an attendant through the use of individuat catt switches at each seat. flight ground Master Catt Lights in the passenger cabin identify the source calls to the attendants. of incoming Call system chime signaLs are audible cabin through the PA in the passenger The PA speakers also system speakers. provide chime signal an alerting whenever the NO SMOKINGor FASTEN SEAT BELT signs illuminate or extinguish. chime sounds if smoke is A putsating detected in a Lavatory. The amber Master CaLL Lights also illuminate. LOCATIONOF CALL CALLED POSITION COCKPIT VISUAL SIGNAL AT CALLEDPOSITION ORIGINATOR ATTENDANTS PINK MASTER CALL LIGHT AURALSIGNAL AT CALLED POSITION TWO-TONE CHIME COCKPIT GROUND CREW. HORN IN NOSE WHEELWELL ATTENDANT COCKPIT BLUE COCKPIT CALL LIGHT SINGLE HIGH-TONE CHIME ATTENDANT ATTENDANTS PINK MASTER CALL LIGHT TWO-TONE CHIME EXTERNALPOWER RECEPTACLE COCKPIT BLUE COCKPIT CALL LIGHT SINGLE HIGH-TONE CHIME PASSENGER ATTENDANTS BLUE MASTER CALL LIGHT SINGLE HIGH-TONE CHIME LAVATORY ATTENDANTS AMBERMASTER CALL LIGHT SINGLE HIGH-TONE CHIME LAVATORY SMOKE ATTENDANTS AMBERMASTER PULSATINGCHIME CALL LIGHT COCKPIT PASSENGER CABIN NO SMOKINGOR FASTEN BELT SIGNS ILLUMINATE/ EXTINGUISH SINGLE LOW-TONE CHIME CALL SYSTEM 09.20.06 405 FEB 15/91 OPERATIONSMANUAL ACARS SYSTEM with the The ACARSMU interfaces Interactive Display Unit (IDU), the The ARINC Communication and Addressing Reporting System (ACARS) is an addressable digital data Link system which permits exchange of data and third messages between an aircraft and a ground-based operations center the on-board VHF-3 utilizing communication system. system consists of a management unit (MU) Located in the E and E compartment. Data is entered and or manually transmitted automatically to the ground operations center. The system also provides monitoring of the airplanes Out/Off/0n/In (000I) Sensors. These 000I times are automaticatty transmitted to the ground station at times specified by the built-in communication Digital Flight (DFDAU), and Data system, Acquisition the Unit the singte port printer. System control of ACARS and the AirpLane Condition and Monitoring through System (ACMS) is accomplished the A The airborne VHF IDU. two-tone chime sounds to indicate incoming an catt. program. 403 JUL 22/92 09.20.07 OPERATIONSMANUAL CHAPTER 10 ELECTRICAL PAGE TABLE OF CONTENTS. . . . . . . . . . . . . . CONTROLSAND INDICATORS. ELECTRICAL PANEL AC AND DC METERINGPANEL GENERATORDRIVE AND STANDBYPOWER PANEL. GROUND POWER AND GENERATOR AMMETERSPANEL BUS SWITCHING PANEL . . . . . . . . . . . . . . 10.00.01 . 10.10.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . .04 . . . . . . . . . . . . .05 10.20.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . . .02 .03 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04 . . . . . . . . . . . . . . . . . . . .05 . . . . . . . . . . . . .06 . . . . . . . . . . . . . . . . . . . . . . . . .06 . . . . . . . .07 . . . . . . . . . . . . . . . . . . . . . . . . .08 . . . . . . . . . . . . . . . . . . . .09 . . . . . . . . . . . . . . . . . . . . . . .10 . . . . . . . . . . . . . . . . . .11 . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . .02 STANDBY POWER SYSTEM STANDBYPOWERSYSTEMSCHEMATIC ELECTRICAL SYSTEMPOWERDISTRIBUTION NO. 1 GENERATOR INOPERATIVE. NO. 2 GENERATORINOPERATIVE. BOTH GENERATORSINOPERATIVE. BASIC EGUIPMENT OPERATING. . 401 AUG 15/90 . . . SYSTEMS DESCRIPTION. GENERAL. ELECTRICAL POWERGENERATION. ELECTRICAL POWER SCHEMATIC AC POWER SYSTEM. AC POWERSYSTEM SCHEMATIC. ELECTRICAL POWER CONTROLAND MONITORING. AC AND DC METERS ELECTRICAL POWERCONTROLSAND MONITORINGSCHEMATIC DC POWERSYSTEM. DC POWERSYSTEMSCHEMATIC. . . . . . . 10.30.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . .04 10.00.01 FF BENB F OPERATIONSMANUAL (0 FRE4 ( DC VOLTS VOLTS -AC TR 1 AND DC METERING PANEL APU GEN BAT GEN 1 R2 EN 2 TR 3 INV SY TEST TEST RESID OFN 0N AC ----- - 1 2 LOWOIL PRESSURE HIGH 01L DISC STANDBY PWR OFF STAND LOWOIL WER PRESSURE HIGH DIL DISCO ECT CT BAT OFF AUTO - DRIVE TEMP - RISE 20 40 IN DRIVECAN BE RECONNECTED ONLY ON GRD ido GEN RISE 1 40 DRIVE 160 GEN OIL 01L TEMP C GENERATOR DRIVE AND STANDBY POWER PANEL DRIVE TEMP C IGRDPOWERI AVAILABLE AMPERES GROUND POWER AND GEN AMMETERSPANEL AMPFRF BUS TRANS BUS SUS OFF OFF F GENDU BUS SWITCHING PANEL OFF GFN 1 OFF APU GFN OFN 2 - ELECTRICAL PANEL 401 AUG15/90 10.10.01 OPERATIONSMANUAL METER FREQUENCY DC VOLTMETER Indicates - voltage by the selected of source DC Meters Indicates frequency of source selected by the AC Meters Selector. - Selector. AC VOLTMETER DC AMMETER 130V SCALE current of source by the DC Meters Indicates - selected ' s i Indicates 30V SCALE Indicates generator selected Switch is pressed. voltage residual - Selector. '¯' - FÍËaÁ'a the AC source Selects meter and Frequency TEST oc Á votTS VOLTS of voltage when Residual volts AC METERSSELECTOR - i of source selected. for the AC VoltMeter indications. Used by maintenance. - 3 RESIDUALVOLTS SWITCH TR 1 BAT PRESS APU GEN GEN1 R2 Tas Generator Switch must be OFF. associated Generator Switch ON, AC voltmeter drives off scale and residual voltage cannot be read). ASSociated - (With TES Pam ¯¯¯¯ GALLEY OF OFF RESID VOLTs ----- AC - residual selected. INV Pa of AC Voltmeter indvoltage of generator 30V scale icates GEN2 STBY - . GALLEY POWER SWITCH OFF - No electrical power is supplied to the galleys. ON Electrical - power is provided to the galleys. - Galley power is available both generator FORWARD OVERHEADPANEL only when busses are powered. BATTERYSWITCH OFF No power to the battery bus (with Electrical Standby Power Switch in OFF or AUTC). - DC METERSSELECTOR - Selects the DC source for the DC Voltmeter and DC Ammeter indications. TEST - Used by maintenance. With main bus No. 2 energized, TR 3 furnishes power to the battery bus. If main bus No. 2 is not powered, the hot battery bus powers the battery bus. 0N - - AC AND DC METERING PANEL 401 10.10.02 NOV 01/89 OPERATIONSMANUAL GENERATOR DRIVE HIGH OIL TEMPERATURE LIGHT (amber) STANDBY POWER SWITCH AUTO (guarded position) drive oit temperature exceeds operating Limits. ILLUMINATED Generator - Condition: GENERATOR DRIVE LOWOIL PRESSURELIGHT (amber) Condition: - the ground, Loss of all Inftight, power. battery (amber) STANDBY POWEROFF LIGHT - ILLUMINATED AC standby bus is inactive. - Loss of att On the ground, AC power. No automatic transfer of power to the Condition: 's 2 1 390¾ LOWOL LONUL STAN B HG TEMP - standby busses. POWER TEMP DISCONNECT ---- ---- BATDRIV f. , - TEMP STANDBYPWR OFF (center position) Light illuminates. inverter are Standby busses and static not powered. OFF --- DISCONNECT r - RISE - BAT (unguarded position) The AC standby bus is powered by - IN -- - ONLGRDON 10 R1SE RISE - o o GEN DRIVE OIL TEMP 'c g 'à me switch GEN DRIVE OIL TEMP 's GENERATORDRIVE OIL TEMPERATURE INDICATOR GENERATOR DRIVE TEMPERATURE SWITCH - Selects on Drive Oil Temperature the Displays the temperature of the oil drive. Displays the tempRISE Scale (outer) erature rise within the generator drive. Higher than normal temperature rise indicates excessive generator load or drive. poor condition of the generator Lack of adequate cooling will generally - - DRIVE DISCONNECTSWITCH GENERATOR (guarded and safetied) - - used in the generator RISE or IN temperature to be displayed Generator Indicator. position. 't FORWARD OVERHEADPANEL RISE/IN the bus through the static inverter. The DC standby bus is powered by the battery bus. The battery bus is powered by the hot of battery battery bus, regardless battery - nic'oiNECCNED" - AC The AC standby bus is powered by the bus through the static inverter. The DC standby bus is powered by the battery bus directly. A fully charged battery will provide a minimum of 30 minutes of standby power. - limits. 's or on and AC busses powered. The AC standby bus is powered by AC transfer bus No. 1. The DC standby bus is powered by DC bus No. 1. - ILLUMINATED Generator drive oil pressure is below minimum operating . Inftight, Disengages generator drive. Generator Drive cannot be re-engaged in the air. - to decrease. Displays the temperaIN Scale (inner) ture of the oit entering the generator cause the temperature rise - drive. GENERATOR DRIVE AND STANDBY POWER PANEL 401 DEC20/91 10.10.03 OPERATIONSMANUAL GENERATOR AC AMMETER Indicates - engine generator Load in amperes. GROUNDPOWERAVAILABLELIGHT (blue) 100 1U 6"U"'d,, AL anfan Z warna - 11-' FORWARD OVERHEADPANEL ILLUMINATED The external power bus is powered by ground power supply. Remains ittuminated as long as ground cart is plugged in. - 6"B"'d,, "' GROUNDPOWERSWITCH (Three position switch, to neutral) Disconnects ground generator busses. OFF ON - - spring-loaded power from both If momentarily moved to the ON posand ground power is available: Removes previously connected power source from both generator busses. and Closes external power contactors connects ground power to both generator busses if power quality is ition - - correct. Switches the ground service bus the No. 1 generator bus. Deactivates the Ground Service Switch. - - GROUNDSERVICE SWITCH (solenoid held ON, spring-Loaded - ON OFF - GROUND SERVICE FWD ATTENDANT PANEL to OFF) the MakeS $Ì Unn9COSSSPy tO energiZe main airplane AC and DC busses when power is required for ground service only. The ground service busses power the battery charger, Equipment Cooling Switch (NORMAL), and miscellaneous service lights and outtets. Connects the external power to the ground service bus. Does not remain ON if the Ground Power Switch is ON. ON - to - OFF Trips OFF when Switch is positioned - the Ground Power to ON. GROUND POWER AND GENERATOR AMMETERSPANEL 10.10.04 401 NOV 01/89 OPERATIONSMANUAL APU GENERATOROFF BUS LIGHT (blue) BUS TRANSFER SWITCH AUTO (guarded position) - Allows ILLUMINATED automatic transfer of transfer bus upon failure of generator bus, and allows TR 2 and TR 3 to supply No. 1 DC bus. A TR faiture can be detected by a zero reading on the DC ammeter of the selected TR. - generator rated APU is not supplying a bus and APU is above 95% of - turbine speed. TRANSFER BUS OFF LIGHT ILLUMINATED transfer busses by OFF Isolates preventing operation of the bus transfer relays, and opens TR 3 disconnect relay. Prevents the battery charger from switching to its alternate source of power. - Transfer (amber) bus is inactive. - - BUS OFF LIGHT (amber) ILLUMINATED O TRANSFER BUS OFF U F F , GEN OFF sus GEN 1 GEN 2 APU GEN (three position switch, to center position) Disconnects - is not supplying OFF APU GENERATOR SWITCH OFF ILLUMINATED Generator the generator bus. sus FORWARDOVERHEADPANEL - ,tGENERATOR OFF BUS LIGHT (blue) GEN OFF arv eus 00NF bus is inactive. BUS OFF o APUGEN aus Generator TRANSFER I ----- - "'GENERATOR SWITCH (three position switch, center position) OFF spring-loaded APU generator - De-excites nects generator it from the generator from to and disconbus. ON Connects the generator output generator bus when power quality - the generator bus. Witt also de-excite APU generator if the other generator bus is not being powered by the APU. spring-Loaded to the is correct. - If generator was de-excited, connects field power supply to exciter. ON Excites APU generator field, if previously tripped off, and connects APU generator output to the generator bus when power quality is correct. - NRIR: Both APU GEN Switches operate the same on the ground. In the air, only one bus can be powered by the APU generator. BUS SWITCHING PANEL 401 NOV 01/89 10.10.05 OPERATIONSMANUAL are two basic principles operation for the 737 electrical SYSTEM DESCRIPTION There GENERAL system: is provided by which supply three-phase, 400 cycLe 115 volt, current. Each generator alternating supplies its own bus system in normat operation but part of the system is transferred to the automaticaLLy operating engine generator system when one engine generator is inoperative. Step down transformers provide Low voltage AC power for Lighting, instruments and other circuits that use current at a Lower voLtage. alternating Transformer rectifier (TR) units supply provides DC power and a battery backup for the AC and DC standby system. The APU operates identical to a generator the engine generators and can supply both engine generator busses on the ground or either system in flight. Primary electrical two engine driven 401 MAY15/88 power the 1. There is no paratteLing AC sources of power. 2. bus sources must be ALL generator connected through the manually movement of a switch. The source of power being switched onto the generator bus wiLL automaticatty source. disconnect an existing generators of of The electrical power system may be into three main divisions: the AC power System, the DC Power System, and the Standby Power System. categorized 10.20.01 OPERATIONSMANUAL ELECTRICAL POWER GENERATION External Enaine An external AC power receptacLe Located near the nose gear wheet weLL, on the Lower right side of the fuselage, allows the use of an external power source. Lights on a panet Status permit the adjacent to the receptacLe ground crew to determine if the externat power is being used. A GRD POWERAVAILABLELight provides cockpit indication that AC ground power is connected to the airplane. A GRD PWR Switch attows transmission of externat busses. power to both generator Generators power is obtained from two brushLess one generators, mounted on each engine. Each generator is part of a generator drive unit which maintains constant frequency throughout the normat operating range of the The generator engine. is coupted to the engine and operates directly whenever the engine is running. Primary three-phase APU Generator The APU generator may be used to supply primary power on the ground and witt, inflight serve as backup for either engine generator. The APU generator is identical to the engine generators but drive unit since the has no generator APU itself is governed and witL maintain a constant generator speed. APU operation is monitored on the overhead panet which includes an AC ammeter for generator Load monitoring. 10.20.02 Ground Power The Battery Switch must be ON for the GRD PWR Switch to be operabte. the Battery Switch to OFF Positioning disconnect the GRD witL automaticatty PWR Switch. Ground Service For ground servicing a solenoid held Switch is on the forward Ground Service attendant's panet. This switch provides power from ground power to the AC ground service bus directly for utility cabin Lighting and outtets, the battery charger without powering busses. all airplane electrical The Switch is magnetically Ground Service held in the ON position and is overridden when the GRD PWR Switch is positioned to ON. 401 JUN 14/91 OPERATIONSMANUAL I EXTERNAL AC -----------------R EXTERNALAC BUS I T - I GEN II GEN APU GEN GEN 1 2 DRIv I ( (115V AC GND\| SERVICE BUS/\ GENERATOR BUS 2 GENERATOR BUS 1 | | GND SERVICE RELAY 115V AC MAIN BUS 1 \| /\ I I I GEN DRIV NORMAL ALTERNATE TRANSFER RELAY1 ALTERNATE" NORMAL 115V AC TRANSFER \ BUS 1 / / TRANSFER RELAY 2 \ 17 115V AC TRANSFER BUS 2 \ | / \ 115V AC MAIN BUS 2 I \ / i I TR1 TR3 DISCONNECT TR2 TR3 RELAY DC AC STANDBY BUS S1 DC STANDBY BUS DCBUS2 ------------ BATTERY BUS HOT BATTERY BUS TO APU STARTER I SWITCHED HOT BAT BUS BAT CHGR EXTERNAL DC RECEPTACLE I I BATT Airplane Configuration Inflight ON Battery Switch AUTO Standby Power Switch Bus Transfer Switch AUTO ENGINE GENERATORCONNECTED TO RESPECTIVE BUS - - - - 401 AUS 15/90 ELECTRICAL POWER SCHEMATIC 10.20.03 OPERATIONSMANUAL AC POWER SYSTEM Each AC power system consists of a generator bus, a main bus and a transfer bus. If there is a failure of a generator bus, the associated transfer bus can be suppLied automatically from the powered generator bus. Each transfer bus has an associated transfer relay which selects the opposite automaticaLLy generator bus as a power supply if its normal generator bus faits and the Bus Transfer Switch is in AUTO. busses are powered by positioning the associated Generator Switch to ON. This connects the vottage regulator to the generator and connects the generator to its associated generator bus. The generator momentarily the airplane on the ground and power connected, momentarily the Ground Power Switch to positioning ON trips both engine generators and connects external power to both generator busses. When the APU is operating, electrical power output of the APU generator can be connected to both generator bus No. 1 and generator bus No. 2 through the respective APU Generator Switches. With externat to supply power is on both busses, and APU or engine power is applied to one bus, ground power continues power to the remaining generator bus. Whenever generator generator generator ground each engine generator Inftight, bus. normaLLy powers its own generator is inoperative, the APU If a generator generator may be used to power one Since the generator's bus. inoperative entire electrical system is powered from the two generator busses, att components can be powered electrical generators. with any two operating Bus Transfer SYSÌ9m busses and main busses supply the heavy and nonessential electrical The Loads, respectively. transfer busses supply the essentiat trips off the Loads. If a generator due to a fault, the Line inflight generator bus and main bus wiLL be de-energized, but the transfer bus wiLL transfer automaticatty to the operating system generator. The electrical monitors itself for correct vottage and The generator frequency, generator, ground faults or excessive in the current draw from any generator. Automatic Inftight provides Load Sheddina GatteY electrical Load shedding the capability to reduce power demands automaticaLLy on when operating A protective circuit one generator. will turn off all galley power. This feature ensures that the remaining generator will not be overloaded. APU Automatic Gallev Load Sheddina With the APU providing electrical power, galley electrical Loads will should the total be shed automaticaLLy airplane power requirements electrical exceed design Limits. 401 10.20.04 JUL 22/92 OPERATIONSMANUAL EXTERNAL AC BUS GRD POWER AVAILABLE ------------------- ON I GEN GEN ON GEN D OFF GROUND OFF i OFF SERVICE ON G 1 ON APU GEN APU G 2 I GENERATOR BUS 2 GENERATOR BUS 1 GND SERVICE RELAY NORMAL ALTERNATE TRANSFER RELAY 1 GND SERVICE SUS 115V AC TRANSFER BUS 1 115V AC MAIN BUS 1 ALTERNATE NORMAL TRANSFER RELAY 2 115V AC TRANSFER BUS 2 115V AË MAIN BUS 2 Configuration: ON Battery Switch AUTO Standby Power Switch Bus Transfer Switch AUTO ENGINE GENERATOR CONNECTED TO RESPECTIVE BUS Airplane - - - 401 AUG 15/90 AC POWER SYSTEM SCHEMATIC 10.20.05 OPERATIONSMANUAL ELECTRICAL POWERCONTROLSAND MONITORING AC AND DC METERS AC Voltmeter Generator and FreauencY Meter Drive AC vottage Each engine-driven generator is connected to its engine through a generator drive unit which provides a constant generator frequency output of 400 cps. Each generator drive is a self-contained unit consisting of oit and supply, cooler, instrumentation disconnect device which provides for complete isolation of the generator in the event of a malfunction. conditions Operating of the generator drive can be observed on the Generator Drive Oil Temperature Indicator. Oil temperature is measured as it enters and Leaves the generator drive. of oil entering Temperature the generator drive is indicated on the IN scate. Temperature differentiat between outlet and intet is indicated as RISE (out temperature minus in temperature). Two amber caution Lights indicate generator drive malfunctions of excessive oil temperature in the internal oit tank or Low oil pressure. When the generator drive has been the LOWOIL PRESSURE disconnected, The HIGH OIL Light will be on. TEMPERATURELight remains on until the oit is cooted. A Generator Drive Disconnect Switch is installed. This switch deactivates the generator from the engine in the event of a generator drive matfunction. the generator Reactiviating may be accomplished only on the ground maintenance personnet. by and frequency may be read on meter and frequency the AC voltmeter for Standby Power, Ground Power, Generator No. 1, APU Generator, Inverter. Generator No. 2 and Static of the generator is The frequency dependent on the speed of the generator drive. Frequency will be indicated is electricaLLy only when the generator regulator excited. The voltage controls the generator automatically output voltage. readings for the two engine and the APU generator may be read only on the Ammeters on the overhead panet. Current generators TEST position is used by maintenance and connects the voltmeter and frequency meter to the power of systems test modute for selection additional points. reading The Normal are: indications AC voltmeter Frequency DC Voltmeter - Meter 115 ± 5 votts. 400 CPS ± 10 CPS. - and Ammeter DC voltage and amperage may be read on the DC voltmeter and Ammeter for the and each of the three Battery Transformer-Rectifiers. The Standby Power and Battery Bus will display only DC voltage. Normal Indication The TEST position is 26 ± 4 volts. is used by maintenance. 10.20.06 401 JUN 14/91 FF/AVB 72F OPERATIONSMANUAL DISCONNECT- - I EMP DRI I I ' AT IN DRIVE CAN DE RECONNECTED ONLY ON GRD I i RISE ao 1 GEN GEN 2 DRIV I TRANSFER BUSOFF VOLT REG ---.. GEN OFF BUS " FROM GENERATOR 1 - --- " AMP "-¯¯¯¯ "'), ES I -- ¯¯ ON GEN2 ( GENERATOR BUS 1 ) 115V AC TRANSFER BUS 1 ( GENERAT R BUS 2 )- 115V AC TRANSFER BUS 2 TR2 DC BUS 2 ENGINE DRIVEN GENERATORS ON AC BUSSES CONDITION: ELECTRICAL POWER CONTROLS AND MONITORING SCHEMATIC 401 AUG 15/90 10.20.07 OPERATIONSMANUAL switched hot battery bus is powered Switch is ON. whenever the Battery DC POWER SYSTEM The The 28V DC power system suppties electrical Loads requiring DC power. Three transformer rectifier (TR) units are the primary source of DC power. The battery provides 28V DC to Loads required to be operative when no other source is avaitabLe. The hot Rectifier bus is always connected there is no switch in The battery must be above minimum vottage to operate units supplied by this bus. Battery Transformer battery to the battery, this circuit. Charger Units transfer of the battery charger is and maintain the battery at power. The normat futL electrical source of power for the battery charger is the AC ground service bus with to provisions for automatic switching main bus. the No. 2 The TR3 disconnect reLay automatically opens at glide slope capture during a director flight or autopiLot ILS approach. This isolates the DC busses during approach to prevent a single failure from affecting both navigation control computers. receivers and flight The battery charger will maintain the charge in the battery at att times with AC power on the airplane. With the ground cart plugged in, the ground service bus powered, the Battery Switch Selector ON, and the DC Meters in the the voltage wiLL read 28 BAT position, the hot battery bus volts, indicating is being powered from the battery The Limited pulse type charger. charger converts 115V AC to 28V battery DC. The The TR units convert 115-vott 28-vott DC, and are identified TR2, and TR3. TR1 and TR2 receive AC to as TR1, AC power from the busses and power DC busses 1 and 2. With the Bus Transfer Switch in the AUTO position, TR1 and TR2 are in parattet. operated TR3, supplied by main AC bus No. 2, normally powers the battery bus and backs up TR1 and TR2. Battery Power A 28 vott nicket-cadmium battery is located in the electronics compartment. The battery can supply part of the DC system. charging is Battery controlled. automatically A futty charged battery has sufficient capacity to provide power for a minimum of 30 minutes. DC busses that are powered from the battery fottowing a Loss of both generators are the battery bus, DC standby bus, hot battery bus and the switched hot battery bus. 10.20.08 purpose to restore DC Power Recentacle An auxiliary 28V DC power receptacLe is near the battery provided in the electronic compartment. A placard Located adjacent to the receptacLe for gives complete instructions With connecting externaL DC power. the external DC power connected, battery is paraLLeLed with the DC external power source and the external power cart witt power att circuits supplied by the battery. In normally the event that the airplane battery is the APU can be started using depteted, power. DC externat 401 DEC 20/91 OPERATIONSMANUAL | 115V Ac \ ( GROUNDSERVICE BUS/ | 115 Y AC \TRANSFER \ / BUS 1/ 115 Y AC 115V AC MAIN BUS 2 | \ | \ BUS 2/ \TRANSFER TR2 TR1 TR 3 DISCONNECT RELAY r 9 i DC BUS 1 DC BUS 2 BATTERY BUS *$----NORMAL BATTERY CON OL I BATT OFF AUTO STANDBYPOWERSWITCH ALTERNATE OFF ON o IIHOT BATTERYBUS BATTERY SWITCH TO APU STARTER SWITCHED HOT BAT BUS EXTERNAL DC RECEPTACLE Airplane Configuration: Battery Switch Standby Power Switch Bus Transfer Switch Generator Busses 401 NOV 01/89 - - - - ON AUTO AUTO BATT POWERED DC POWER SYSTEM SCHEMATIC 10.20.09 OPERATIONSMANUAL STANDBY POWERSYSTEM Normat Ooeration The standby system is used to supply power to essential AC and DC systems. the guarded During normal operation Standby Power Switch wiLL be in AUTO and the Battery Switch will be ON. the standby AC Under normal conditions bus is energized from the 115-volt transfer bus No. 1, and the standby DC bus is energized from DC bus No. 1. Alternate Ooeration Alternate or standby the standby busses Rith a complete power source is generator to the Standby position. or the automatic the the Standby Power Switch is OFF, STANDBY PWR OFF Light wiLL be ON for Static the AC standby bus is Inverter the battery. power AC standby bus is bus through the static inverter. The 28-volt DC standby bus is powered by the battery bus. A fully charged battery has capacity to provide power to sufficient essential flight instruments, communication and navigation equipment for a minimum of 30 minutes. Inftight, provided When indicating de-energized. the 115-voLt powered by the battery failure, of power is an The automatic transfer The air/ground feature only. inftight the battery bus safety sensor prevents from powering the standby busses when This the airplane is on the ground. prevents The discharging the battery. function of the air/ground safety the sensor may be bypassed by placing Standby Power Switch to the BAT position. switching The static converts 28 volt DC inverter bus to power from the battery single-phase 115 vott, 400 Hertz AC power to supply the AC standby bus during the loss of normat electrical The power supply to the power. inverter is controtted by the Standby Power Switch on the overhead panel. is the normal power sources alternate power source when the Power Switch is in the AUTO If either the No. 1 DC bus No. 1 transfer bus Loses power, from both standby busses automaticatty switch to the battery bus. 10.20.10 401 NOV 01/89 FBBAVB FF F OPERATIONSMANUAL (TRANSFER BUS NO. 1) | \ "' BAT .. R o STANDBYPOWER DC BUS NO. 1 | OFF BE Airplane configuration On The Ground - Inflight or ON Battery Switch AUTO Standby Power Switch ENGINEGENERATORS CONNECTED TO RESPECTIVE BUS |DC STANDBYBUS - - (AC STANDBYBUS ) DC STANDBY BUS OFF BATTERY BUS BAT .- O (AC STANDBYBUS --- HOT BAT BUS INV STANDBY POWER Airplane Battery configuration Switch - - Inftight ON AUTO Standby Power Switch GENERATOR BUSSES NOT POWERED BATT - . BAT gg ' ' BAT |DC STANDBY BUS 4 (AC STANDBY BUS STANDBY POWER INV | BATTERY BUS | HOT BAT BUS UWl [2] OFF MHO Airplane configuration Inftight or On The Ground ON or OFF Battery Switch BAT Standby Power Switch GENERATOR BUSSES POWERED OR NOT POWERED - - - 401 NOV01/89 BATT STANDBY POWER SYSTEM SCHEMATIC 10.20.11 OPERATIONSMANUAL ELECTRICAL SYSTEM POWER DISTRIBUTION NO. 1 GENERATOR INOPERATIVE Failure Inftight. Transfer Busses Normal INOPERATIVE COMPONENTS NO. 1 TANK FORWARD FUEL PUMP CENTERTANKRIGHT FUEL PUMP LOW PRESSURE LIGHT LOW PRESSURELIGHT GALLEY(S) INOPERATIVE NO. 1 GENERATOR GEN OFF BUS LIGHT BUS OFF LIGHT GENERATOR BUS NO. 1 JUL INDICATION LEFT FORWARDWINDOW HEAT RIGHT SIDE WINDOWHEAT LEFT NO. 4 & NO. 5 WINDOWHEAT ON LIGHT ON LIGHT LEFT ELEVATORPITOT HEAT L ELEV PITOT LIGHT SYSTEM B ELECTRIC PUMP LOWPRESSURELIGHT RIGHT RECIRCULATIONFAN INOPERATIVE LEFT OUTBOARD LANDINGLIGHT RIGHT INBOARDLANDINGLIGHT LEFT RUNWAYTURNOFF LIGHT NOSE GEAR TAXI LIGHT INOPERATIVE INOPERATIVE INOPERATIVE INOPERATIVE EGUIPMENT COOLINGNORMAL OFF LIGHT 07/94 - - EXTINGUISHED EXTINGUISHED INOPERATIVE 10.30.01 OPERATIONSMANUAL ELECTRICAL (cont) SYSTEM POWER DISTRIBUTION NO. 2 GENERATOR INOPERATIVE Failure - Infliaht. Transfer Busses Normal INOPERATIVECOMPONENTS INDICATION NO. 2 TANK FORWARDFUEL PUMP CENTERTANK LEFT FUEL PUMP FUEL TEMPERATURE INDICATOR LOWPRESSURE LIGHT LOWPRESSURELIGHT INOPERATIVE GALLEY(S) INOPERATIVE NO. 2 GENERATOR GENERATOR BUS NO. 2 TR UNIT NO. 3 GEN OFF BUS LIGHT EGUIPMENTCOOLING ALTERNATE - BUS OFF LIGHT TR NO. 3 VOLTAGE ZERO - IF SWITCH IS TO ALTERNATE, OFF LIGHT 10.30.02 LEFT SIDE WINDOWHEAT RIGHT FORWARD WINDOW HEAT RIGHT NO. 4 8 NO. 5 WINDOWHEAT ON LIGHT EXTINGUISHED ON LIGHT EXTINGUISHED INOPERATIVE RIGHT ELEVATORPITOT HEAT TEMPPROBEHEAT R ELEV PITOT LIGHT TEMPPROBE LIGHT SYSTEMA ELECTRIC PUMP LOW PRESSURELIGHT LEFT RECIRCULATION FAN INOPERATIVE RIGHT OUTBOARD LANDINGLIGHT LEFT INBOARD LANDINGLIGHT RIGHT RUNWAY TURNOFFLIGHT INOPERATIVE INOPERATIVE - - INOPERATIVE 401 JUL 07/94 FBÆWNN FF F OPERATIONSMANUAL ALL GENERATORSINOPERATIVE - List identifies the significant equipment that operates when the battery is the only source electricaL power. The fottowing Fire Protection APU 8 Engine Fire Ext. & Engine Fire Detection APU - of General Airolane Position Lights Standby Compass Light System EMai Valve Crossfeed Engine Fuel SOVs FUEL VALVE CLOSED Lights Indicators Fuel Guantity - - - - Bottles - - White - Dome Lights Flood Lights Emergency Instrument Dome Lights Lavatory Operation Standby Forward Airstair - - - A/C and Pressurization A/C Pack Vatves PACK TRIP OFF Lights Manual Pressurization Altitude Warning Horn Hydrautic Power SOVs Engine Hydraulic Standby Rudder SOVs - - Landina Gear Inboard Antiskid - - - - - - Parking Navigation CAPT's RDMI VHF No. 1 - AEU - - - - APU Operation Communications Flight Interphone Passenger Address VHF No. 1 Brake Controt - - System INOP Light ANTISKID System System Electrical STANDBYPOWEROFF Light - IRS - Left - ADF No. 1 Pneumatics BLEED TRIP OFF Lights - Power Plant N1 RPM Indications N2 RPM Indications EGT Indications Fuel Flow Indications Thrust Reversers Valves Starter Right Igniters - - - Eauioment FLight Crew Oxygen Passenger Oxygen EmergenCY - - - - - - - - - FLiaht Instruments Standby Airspeed/Altimeter CLocks Standby Horizon Indicator Warninas - - - 401 NOV 01/89 System Statt Warning Aurat Warnings Master Caution Light Recalt 10.30.03 BBENB FF F OPERATIONSMANUAL I REGISTRATION I SELCAL ( The standby power system utilizes the battery as a source of power to supply the above depicted flight instruments and the below Listed systems and engine instruments. - - - - - Left IRS No. 1 VHF Navigation System (VOR, GS, and LOC) No. 1 ADF Navigation System No. 1 VHF Communication System N1, N2, Fuel Flow, and EGT. CAUTION: AS SOONAS THE AIRPLANE LANDS, THE STANDBY POWER SWITCH SHOULDBE POSITIONED TO "BAT" TO ENERGIZE THE ABOVEELECTRONICSAND FOR VHF-1 COMMUNICATIONS. BRIE: ALL of the Captain's instruments including the engine and fuel quantity indicators, that are powered by standby power are also lighted by standby power. integrally Airplane Configuration Battery Switch Standby Power Switch - - - Inftight ON AUTO ittustration shows the instruments which are useable with only the battery and standby busses powered. This BASIC EGUIPMENT OPERATING CAPTAIN INSTRUMENT PANEL 10.30.04 Indicates Inoperative Instruments 417 FEB 07/92 BNFING FF F OPERATIONSMANUAL REGISTRATION SELCAL COCKPIT COMMUNICATION COCKPIT LIGHTS Audio Selector Panets Flight Interphone Passenger Address System Service Interphone Airplane Configuration Battery Switch Standby Power Switch 408 FEB 07/92 - - - Inflight ON AUTO Instrument Floodlight Dome Light Magnetic Compass Light Standby White illustration shows the instruments which are useable with only the battery and standby busses powered. This Indicates Inoperative Instruments BASIC EGuJIPMENT OPERATING FIRST OFFICER INSTRUMENT PANEL 10.30.05 OPERATIONSMANUAL CHAPTER 11 EMERGENCY EGUIPMENT PAGE TABLE OF CONTENTS . . . . . . . CONTROLSAND INDICATORS OXYGEN CONTROLSAND INDICATORS OXYGEN MASK/REGULATOR. EMERGENCY EXIT LIGHTS SWITCHES . . . . . . . SYSTEM DESCRIPTION OXYGEN PSU OXYGENMASK COMPARTMENT. OXYGEN SYSTEM SCHEMATIC. PASSENGER PORTABLEOXYGEN. FLIGHT CREW PORTABLE OXYGEN. . . . . . . . . . . . . . . . . . . . . . 11.00.01 11.10.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . .03 11.20.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . . . .01 .03 EMERGENCYEXIT LIGHTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04 . . . . . . . . . . . . . . . . . . . .05 . . . EMERGENCY EXIT LIGHTS LOCATIONS. EMERGENCY EVACUATION ROUTES. EMERGENCY ESCAPE STRAPS. COCKPIT EVACUATION . . . . . . . . . . . . . . . . . . . . . . .06 . . . . . . . . . . . . . . . . . .07 . . . . . . . . . . . . . . . . . . . .08 . . . . . . . . . . . . . . . . . . . .09 .10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 . . . . . . . . . . . . . . . . . . . . . .12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 . . . . . . . . . . . . . . . . . .17 . . . . . . . . . . . . . . . . . .18 . . . . . OVERWINGESCAPE HATCHES. ESCAPE SLIDES. ESCAPE SLIDE GUICK RELEASE HANDLE. EMERGENCYEGUIPMENT SYMBOLS. EMERGENCY EQUIPMENTLOCATIONS. FIRE EXTINGUISHERS FIRE EXTINGUISHER USAGE. . . . 409 SEP 08/92 . . . . . . . . . . . . . . . . . . . .13 .14A 11.00.01 OPERATIONSMANUAL FLIGHT CREWOXYGEN PRESSURE INDICATOR Indicates - pressure at the crew oxygen cylinder. rPASSENGEROXYGENSWITCH NORMAL Passenger oxygen will be activated automatically. A mask drops in front of each passenger, if cabin altitude climbs to 14,000 feet. - CREW ASS OXYGEN OXYGEN ·¯¯" - NORMAL 10 s ON is ON - the system and drops masks function faits to Activates if the automatic 20 O Y (OWer PR PASS maSkS. OXY "'PASSENGER AFT OVERHEADPANEL OXYGENON LIGHT (amber) ILLUMINATED - System activated. FLIGHT CREWOXYGENSHUTOFF VALVE ,0 TURN COUNTERCLOCKWISEAllows - TURN CLOCKWISE - Shuts off oxygen oxygen flow. RIGHT COCKPIT BULKHEAD BEHIND F/0 SEAT OXYGEN CONTROLS AND INDICATORS 401 DEC 15/87 11.10.01 FFF/ATM FF F OPERATIONSMANUAL RESET/TEST SLIDE LEVER (spring-Loaded to RESET position) PUSH If mask is stowed, oxygen flow momentarily - - activates to FLOWINDICATOR test the regulator If the mask is not stowed and the stowage box doors are closed, - Shows a yellow is flowing. cross when oxygen shuts off oxygen. RELEASELEVERS (red) STOWEDOXYGENMASKIREGULATOR - ty - N 755 EST a en - MASK 100ž Releases the mask from the stowage box. Activates oxygen when the stowage box doors open. Inflates the mask harness when right Lever is squeezed. Flow indicator shows a yellow cross momentarily as harness inflates. SQUEEZEANDPULL - NORMAL/100%SELECTOR NORMAL Provides a mixture of air with oxygen on demand. - Pushing the selector pure oxygen on demand. 100% - ambient supplies CREWMEMBER STATION N HARNESS(shown inflated) MASK MICROPHONE SUPPLY HOSE EMeE ENCY/TEST SELECTOR ROTATE(clockwise) Supplies 100% oxygen under positive pressure - pin REGULATOR at all cabin attitudes PRESS Tests positive pressure supply to - the regulator. OXYGEN MASKIREGULATOR 11.10.02 401 DEC 15/87 OPERATIONSMANUAL EMERGENCY EXIT LIGHTS SWITCH OFF EMEREXIT LIGHTS ARMED ON - - Illuminates exterior OFF L of the emergency all interior and emergency lights automatically if there is a loss of power on DC bus No. 1 ARMED A activation system. Prevents - lights (guarded) ON Illuminates all emergency Lights. The MASTERCAUTIONlights and OVERHEAD - - annunci ator i t tuminate. EMERGENCYEXIT LIGHTS NOT ARMEDLIGHT (amber) ILLUMINATED Indicates the Emergency Exit Lights Switch is not in the ARMED position. FORWARDOVERHEADPANEL - PASSENGERCABIN EMERGENCYEXIT LIGHTS (guarded, red) SWITCH all interior Illuminates emergency lights. Bypasses cockpit control. ON a - - NORM - lights 0FF unless by the cockpit switch. Emergency activated NUM and exterior EMEREXIT AFT FLIGHT ATTENDANTPANEL NOTE: Whenever these switches are ON, the Emergency Exit Lights are being powered by their own individual Nicad batteries and last approximately 20 minutes. 401 DEC 15/87 EMERGENCY EXIT LIGHTS SWITCHES 11.10.03 OPERATIONSMANUAL SYSTEM DESCRIPTION the system causes the masks Activating to drop from the stowage compartments. OXYGEN are activated The oxygen generators when any mask in the unit is putted down. one mask down causes att Putting masks in that unit to come down and A 100% oxygen flows to aLL masks. flow indicator is visible green in-Line in the transparent oxygen hose whenever oxygen is fLowing to the mask. Oxygen flows for approximateLy 12 minutes and cannot be shutoff. If the passenger oxygen is activated and a PSU oxygen mask compartment does not open, the masks may be dropped manually. Passenger 0xvaen The passenger oxygen system is supplied chemical oxygen by individual generators Located at each Passenger Service Unit (PSU). Four continuous flow masks are connected to each generator. A generator with two masks is Located above each attendant station and in each Lavatory. The system is activated automatically by a pressure switch at a cabin altitude of 14,000 feet or when the Passenger Oxygen Switch on the aft overhead panet is positioned to the ON position. When the system is the PASS OXY ON Light will activated, illuminate and OVERHEAD witt iLLuminate on the Master Caution System. DOOR LATCH MECHANISM "Nu -I PSU OXYGENIN-LINE FLOW INDICATOR WARNING: WHEN USING PASSENGER OXYGEN ' THE "NO CHEMICAL OXYGEN SMOKING"SIGN SHOULD GENERATOR BE ON AND STRICTLY OBSERVED. ONCE THE GENERATOR IS ACTIRELEASEFIRING PIN VATED, THE FLOW OF GENERATOR LANYARD OXYGEN IS CONSTANT, OXYGENMASKLANYARD WHETHER OR NOT THE MASKIS BEING WORN. ----- (_> FWD OXYGENMASK DOOR (SHOWNOPEN) OXYGEN HOSE RESERVOIR BAG MASK DO NOT USE PASSENGER OXYGENWITH CABIN ALTITUDEBELOW 14,000 FEET WHEN SMOKEOR AN ABNORMALHEATSOURCE IS PRESENT. THE USE OF PASSENGEROXYGEN WILL NOT PREVENTTHE PASSENGERSFROM INHALINGSMOKE. AIR INHALEDIS A MIXTURE OF OXYGENAND CABIN AIR. PSU OXYGEN MASK COMPARTMENT 402 DEC 20/91 11.20.01 OPERATIONSMANUAL OXYGEN(cont) FLiaht crew 0xvaen crew oxygen system is completely separate from the passenger oxygen system. It uses quick-donning dituter demand mask/regulators Located Oxygen is at each crew station. supplied by a single cylinder. Pressure is read on the indicator Located on the aft overhead panet when the Battery Switch is ON. Oxygen flow is controlled through a pressure-reducing regulator to supply Low pressure valve oxygen to a shut-off The flight behind the First Officer's Normal pressure is 1850 psi. See Performance, Chapter 23, for Located seat. minimum dispatch requirements. The mask/reguLator is stored in a box adjacent to each crew immediately station. To use the mask, squeeze the red Release Levers with the thumb and forefinger and remove from stowage. Squeezing the Release Levers inflates the mask harness. The FLow Indicator will show a yeLLow cross momentarity as the harness inflates. Place the mask over the head and release the Levers. The harness witt contract to fit the mask to the head and face. The observer oxygen mask, regulator, and harness unit is the same as the pilots'. Oxygen is available to the regulator when the cockpit shut-off valve is open. There is no flow Lever. The indicator or reset-test and harness are mask, regulator contained in a stowage cup. Mask Description crew stations are provided with Flight combination oxygen mask and reguLator that is stored in a special compartment This in the sidewatt of the airplane. Location is designed to enable the crew to don the mask quickly with only one for operation of hand. ALL controls the mask are Located at the base of the The harness is pneumatically unit. After the inflated for quick donning. of the mask has been donned the elastic harness form fits the mask to the face. A microphone is contained in the mask. Oxygen flow is controtted by a reguLator that is mounted on the oxygen mask. The regulator may be adjusted to supply 100% oxygen by pushing the Normat/100% Selector. 11.20.02 401 MAY15/88 OPERATIONSMANUAL CREW OXYGEN SHUTOFF PRESSURE REDUCER THERMAL DISCHARGE PORT VALVE CREW CREW OXYGEN | OXYGEN CYLINDER PASS OXYGEN (--- | NORMAL CONDITION: NORMAL ON 2EEEEE2 HIGH PRESSURE OXY PRESS PS1X100 PASS OXY ON 14,000 FT BAROMETRIC PRESSURE SWITCH PASSENGERSERVICE UNITS 2EE0222 LOWPRESSURE :::::::UNPRESSURIZED STATIONS ATTENDANT LAVATORIES SERVICE UNITS (4 MASKS) (2 MASKS) 02 CHEMICALOXYGENGENERATOR (IN EACHSERVICE UNIT) OXYGEN SYSTEM SCHEMATIC 402 MAY15/88 11.20.03 72F BNFINB OPERATIONSMANUAL Passenaer Portable Oxvaen First aid and sustaining portabte oxygen cylinders are installed at suitable Locations in the passenger cabin. The cytinders are fitted with a pressure gage, pressure regulator and on-off valve. The cylinders are pressurized to 1800 psi. At this and a temperature of 70 pressure degrees Celsius) of free of 11 cubic feet (311 Liters) Two continuous oxygen. f Low out Lets one on each cylinder, are provided regulates flow at two Liters per minute the second out tet for walk-around; per provides f Low at four Liters The four-Liter f Low is used minute. aid. for first Duration can be determined by dividing capacity by outf Low (311 Liters divided = 77 min). by 4 Liters/min. (21 degrees the cytinders have a capacity Fahrenheit, ON-0FF VALVE PLACARD 1. SLip sting strap over head or shoulder, or hold on Lap whi Le using. 2. Turn yellow knob counteretockwise to reLease oxygen to regulator. 3. Fasten strap on face mask and slip over head Ador apply mask to face and hook strap. just mask to face. PRESSURE REGULATOR © PRESSURE GAUGE NOTE Flow of oxygen to mask will begin upon attaching or "plugging in" mask hose fitting to outlet. To conserve oxygen do not "plug in" untit ready for use. 4. PLug into outtet desired. 5. To determine f Low of oxygen to mask observe f Lowmeter in hose or close opening from bag into mask with thumb, hold breathing until pressure expands bag. from regulator 6. Atuays disconnect hose fitting outlet upon removing Turn mask from face. yellow knob clockwise to close. OXYGENCYLINDER CONSTANT FLOW OUTLET(4 LITER FLOW) CONSLNERFLL )OUTLET PASSENGER PORTABLE OXYGEN 11.20.04 403 MAY15/88 OPERATIONSMANUAL FLIGHT CREW PORTABLEOXYGEN Personal Equipment (PBE/Smoke Breathing Hood) devices for crew use (for and/or entering areas combating fires of smoke or fume accumulation) are The stowed throughout the airplane. device is placed over the head and, provides approximately when activated, 15 minutes of oxygen. Manufacturer's operating instructions are placarded on the container. 404 JUL 22/92 11.20.05 OPERATIONSMANUAL EMERGENCY EXIT LIGHTS The cockpit aft DOME Light contains a bulb that is powered by the system to provide emergency Lighting ittumination for cockpit evacuation. separate Clearly marked exit Lights are Located throughout the passenger cabin to the approved emergency exit indicate routes. ALL of the Lights are powered by individual nicad batteries with charging, monitoring and voltage regulator circuit. a is controLLed by a switch on the overhead panet. The switch has three positions, OFF, ARMED and ON and The system is guarded the switch to the in the ARMED position. ARMED position, With the emergency exit Lights wiLL normally be extinguished. If electricaL power to 28 voLt DC bus No. 1 faits or if AC power has been turned off, the emergency exit Lights iLLuminate automatically. The emergency exit Lights may also be iLLuminated by a switch on the aft attendant's panet. This switch has two NORMALand ON, and is positions, guarded to the NORMALposition. the switch in the NORMAL position, the Lights are controtted from the cockpit. With the switch in the ON the cabin attendant may position, override the cockpit controts and With iLLuminate all the emergency Lights. Control from this panet is available in the event of faiture of the automatic controt. Interior Located: are the the aiste; of stowage bins to ittuminate (2) over the entry/service and overwing emergency hatches to indicate the door and (3) in the ceiling and hatch exits; to Locate the exits and provide general ittumination in the area of the exits. Self-illuminating exit Locator signs the are instalLed at the forward, and aft end of the passenger middle, cabin. Floor proximity emergency escape path Lighting consists of Locator Lights spaced at regutar intervals down one arrows side of the aisLe. Lighted point to overwing exits and a Lighted "EXIT" indicator is near the floor by Escape each door and overwing exit. for visual path markings are provided guidance for emergency cabin evacuation when all sources of cabin Lighting more than four feet above the aisle floor are totatty Exterior obscured by smoke. emergency Lights iLLuminate The fuselage installed escape slide Lights are adjacent to the forward and aft service Two Lights are also and entry doors. installed on the fuselage to illuminate the overwing escape routes and ground the escape slides. contact 11.20.06 emergency exit lights (1) in the bullnose area. 401 DEC 20/91 Æ@FINF F.TF OPERATIONS MANUAL INTEGRALSLIDE LIGHTING ESCAPE SLIDE LIGHTING o -lEXIT I- o LOCATOR SIGNS Located in the passenger cabin - o ceiling. OFLOOR PROXIMITY AISLE LOCATOR LIGHTS EXTERIOR EMERGENCYLIGHTING • o o AISLE LIGHTS • • no )g EXIT SIGNS EMERGENCY o o o -9. .. in the forward and aft lowered ceiling, in the center of the passenger cabin above the overwing escape and above each hatches, entry and service door. Located - : EMERGENCY EXIT LIGHTS LOCATIONS 401.2 MAY 15/88 11.20.07 BNF/AVB FSF OPERATIONS MANUAL Overwina Emergency evacuation may be accomplished through four entry/service doors and two overwing escape hatches. 737-400 airplanes have four overwing escape hatches. Cockpit crewmembers through two may evacuate the airplane windows. cockpit sliding above each are instatted Escape straps The emergency escape hatch frame. overwing escape hatches must be removed One end of the to expose the straps. strap is attached to the hatch frame. The remainder of the strap is stowed in a tube extending into the cabin ceiLing. To use, the strap is putted free from its stowage and attached to a the wing. ring on the top surface of The escape strap can be used as a hand emergency for hoLd in a ditching passengers to walk out on the wing and step into a Life raft. Cocknit No. 2 Windows Cockpit sLiding squeezing the Lock release in the the handle inward and rotating the window aft until it Locks. handte, windows are opened by sliding The right hand window has provisions for exterior access as weLL. Cocknit Escane Escane Straos EMERGENCY EVACUATION ROUTES Straos escape strap is attached to a compartment above each cockpit sliding window. The straps may be used by a crew member to Lower himself to the An ground. 00:>(737-400) EMERGENCY EVACUATION ROUTES 11.20.08 404 NOV 01/89 OPERATIONS MANUAL COCKPIT ESCAPE STRAP STRAP STRAP COMPARTMENT LATCH ATTACHMENT FITTING ESCAPE STRAP ESCAPE STRAP IN STOWED CONDITION STOWAGETUBE HOOK RETAINER (737-400) OVERWINGESCAPESTRAP EMERGENCY ESCAPE DEVICES 404 NOV 01/89 99 on no OPERATIONS MANUAL that the strap is anchored to the airplane dropping it out the window. CAUTION: Check The above illustrated creumembers. This method of departure technique is difficult structure before for most would probably be the easiest and should be used only in extreme emergency. COCKPIT EVACUATION 11.20.10 401 NOV 01/89 OPERATIONSMANUAL OVERWINGESCAPE HATCHES hatches are tocated in the passenger cabin over the wings. 737-400 airpLanes have four overwing escape hatches. These are plug-type hatches and are heLd in place by mechanical Locks and airplane cabin pressure. The hatches can be opened from the inside or from outside of the airpLane handte at by a spring-Loaded the top of the hatch. Two escape EXTERIORPLACARD EMERGENCY EXIT PRESS TO UNLATCH PUSH HATCH INWARD ANDLIFT UP , an exit may be A seat-back blocking pushed forward by applying force to the For safety top of the seat-back. hatches should not be removed reasons, in flight. EMERGENCYEXIT HATCHES PUSH PANEL TO OPEN HATCH 1. PUSh in panel 2. Push hatch inward and lift up INTERIOR HANDLE 1 TO OPEN HATCH 1. Putt down and inward HANDHOLD INTERIOR HANDLE TO OPEN HATCH 1. Remove cover 2. Pull down and inward 1 WARNING: Do not remove hatches in flight for passenger in preparation evacuation. For emergency evacuation on the ground or in remove hatch and place so as not to obstruct egress. The hatch may be thrown out onto the wing, placed on the or placed in any seat arm rests, other suitable location as dictated by the conditions at the time of airplane evacuation. water, ,x " >> As installed OVERWING ESCAPE HATCHES 405 APR 03/92 11.20.11 OPERATIONSMANUAL Inflation witL begin during sLide Automatic infLation deployment. ESCAPE SLIDES requires evacuation system Should the automatic infLation handte must the manual infLation fait, be pulled completely clear of the sLide The manuat to effect proper inflation. handLe is Labeled PULL and is inflation from visible when the slide is ejected its container. dictates rapid of the airplane on the it may be necessary to activate ground, and use the emergency escape slides. The slides are inflatable rubber/nyLon units which are stored in compartments on the bottom inner face of the forward entry, aft entry, and gaLLey service approximately 5 seconds. When an emergency doors. The slide incorporates bar a retainer which is normaLLy stowed in speciat stowage hooks on the compartment cover. Before taxi, this bar is removed from the hooks and fastened to brackets Located on the floor of the airplane. It remains there throughout the fLight. When the door is opened, tension on the girt wiLL cause the compartment Latch to separate, attowing the compartment to open and the slide to deploy outboard of the door opening. In the event a puncture defLation of a deployed results in the and slide, other slides or overwing exits are not be used as the slide can still useable, To accomplish this, an apron slide. four people must first Lower themselves slide to the ground using the deftated They then use the as an escape rope. hand-holds provided at the bottom of the slide to hoLd it taut white the one at a time, remaining passengers, use the slide for evacuation. ASSIST HANDLE INSTRUCTIONPLACARD SLIDE PRESSUREGAUGEVIEWER (GREEN BAND) SLIDE COMPARTMENT RETAINER STRAP STOWAGEHOOKS GIRT - RETAINER(GIRT) BAR FLOORBRACKETS ESCAPE SLIDES 11.20.12 401 •^*.AidB* Æ&FING OPERATIONS FF F MANUAL The escape cover and is placarded. from the airplane slide is detached ESCAPE SLIDE GUICK RELEASE HANDLE The slide has not been certified to be part of the water Landing emergency equipment. In a water environment, the slide may not property when inflate deployed. If the deployed slide is recognized to be a potentiat obstruction to egress, a quick reLease handle is provided near the top of the slide. This handte is protected by a by handte. Once the quick release putting detached from the door sitt, the slide to the door sitt by a is tethered Lanyard. inftated sLide A properly and useful as a could be buoyant, flotation device for passengers in the water. Hand grips are positioned along the sides of the slide. TO RELEASE SLIDE FOR DITCHING ONLY GIRT MANUALINFLATION HANDLE DETACHMENTHANDLE GIRT BAR FLOORBRACKETS ESCAPE SLIDE 401 NOV 01/89 GUICK RELEASE HANDLE 11.20.13 FFFIN@ FF F OPERATIONSMANUAL CO2 EXTINGUISHER WATER EXTINGUISHER PORTABLE PORTABLE 0XYSEN BOTTLE OXYGENBOTTLE WITH SMOKE MASKATTACHED WITH ESCAPE EXIT PATH WITH ESCAPE STRAP SLIDE EXIT PATH LIFE VEST BATON PROTECTIVE GLOVES HANDCUFFS SMOKE HOOD EXIT PATH WITHOUTESCAPE STRAP LIFE RAFT SMOKE GOGGLES FLASHLIGHT BCF EXTINGUISHER DRY CHEMICAL EXTINGUISHER FIRST AID KIT CRASH AXE EMERGENCY TRANSMITTER MEGAPHONE PORTABLE RESUSCITATOR EXIT LIGHT BRIE: Some symbols do not apply to all configurations. EMERGENCY EGUIPMENT SYMBOLS 401 11.20.14 MAY 15/88 FINB FF F OPERATIONSMANUAL COCKPIT CREW A 0 8 SPARE 0 UNDEREACH PASSENGER SEAT L L As installed EMERGENCY EGUIPMENT LOCATIONS i 403 MAR16/94 (737-300) 11.20.14A FF BENF F OPERATIONSMANUAL H COCKPIT CREW A UNDEREACHPASSENGERSEAT 8 SPARE i I L As / i L installed EMERGENCY EGUIPMENT LOCATIONS (737-400) 11.20.14B 402 MAR 12/93 FFFAVP FF F OPERATIONSMANUAL COCKPIT CREkl A 0 UNDEREACH PASSENGER SEAT 8 SPARE 77em As 0 L L installed EMERGENCY EGUIPMENT LOCATIONS 423 MAR12/93 (737-500) 11.20 15 OPERATIONS MANUAL (INTENTIONALLY LEFT BLANK) 11.20.16 401 DEC 15/87 FF F FFFINB OPERATIONSMANUAL FIRE EXTINGUISHERS Bromochtorodiftuoromethane(BCF) The BCF extinguisher contains a Liquefied 1211) under gas agent (Haton pressure. shows The pressure indicator an acceptable pressure range, a "recharge" range and an "overcharged" range. A safety pin with a putL ring prevents accidental trigger movement. When reLeased the Liquefied gas agent vaporizes and extinguishes the fire. The extinguisher on all is effective types of fires, on but primarity fuet and grease fires. electricaL, To Use: Remove from stowage. Holding the extinguisher upright, remove the ringed safety pin. Aim the extinguisher at the base of the flames from a distance of six feet and press the top Lever. Use a side-to-side motion to suppress the fire. DISCHARGE NOZZLE O LEVER RING SAFETY PIN PRESSURE GAUGE HANDLE BCF FIRE EXTINGUISHER (HALON1211) FIRE 402 MAY15/88 EXTINGUISHER 11.20.17 Æ&FAVP FFF OPERATIONS MANUAL Each class of fire calls for specialized action. do more harm than good. For your own protection, how to use them, and why. Using the wrong extinguisher you should CLASS OF FIRES There are three commonclasses know these basic may types, EXTINGUISHER TYPE of fire: CLASSz$1 COMBUSTABLE paper, wood, fabric, rubber, certain plastics, MATERIALS etc., where quenching by water is effective. - TYPEzil Water (H20) saturates material and prevents rekindling. FLAMMABLE CLASS[Ë] - LIGUIDS CLASS(S)LIVE ELECTRICAL - gasoline, TYPECË] paints, BCF (Halon oils, greases, solvents, burning liquids, cooking fats, etc., where smothering action is required. started by short circuit or faulty wiring in electrical, electronic equipment, or fires in motors, switches, galley equipment, etc., where a nonconducting extinguisher agent is required. electrical Mili: Whenever possible, equipment should be de-energized before attacking a class C fire. fires 1211) TYPE(S) BCF (Haton 1211) WARNING: THE CONCENTRATED AGENT, OR THE BY-PRODUCTSCREATED BY THE HEAT OF THE FIRE, ARE TOXIC WHEN INHALED. WARNING: THE WRONGEXTINGUISHER ON A FIRE COULDDO MOREHARMTHANGOOD. FOR EXAMPLE,Ë]CDRATEDEXTINGUISHERIS NOT AS EFFECTIVE AS H20 ON A CLASS,$\ FIRE. WATERON FLAMMABLE LIGUID FIRES SPREAD THE FIRE. WATER ON A LIVE ELECTRICALFIRE COULDCAUSESEVERE SHOCK OR DEATH. WARNING: THE FLIGHT CREWSHOULDGO ON 100% OXYGENWHENEVER A PORTABLEFIRE EXTINGUISHERIS TO BE DISCHARGED IN THE COCKPIT OR IN AN ENCLOSED AREA. WHENEVER FIRE IS ENCOUNTEREDON THE AIRPLANE, LANDINGAT THE NEAREST SUITABLE AIRPORT IS RECOMMENDED. FIRE 11.20.18 EXTINGUISHER USAGE 403 DEC 20/91 FFRAVB FF F OPERATIONSMANUAL CHAPTER 12 FIRE PROTECTION PAGE TABLE OF CONTENTS. . . . . . . . . . . . . CONTROLSAND INDICATORS. OVERHEAT/FIRE PROTECTIONPANEL SWITCHES. OVERHEAT/FIRE PROTECTIONPANEL LIGHTS. . APU GROUND CONTROL PANEL LAVATORYSMOKEDETECTOR. SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . .02 . . . . 401 DEC 20/91 . . . 12.10.01 . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . .04 . . . . 12.20.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . .01 . . . . . .02 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . .03 WHEELWELL FIRE DETECTION. POWER SOURCE FOR OVERHEAT& FIRE DETECTION POWERSOURCE FOR FIRE EXTINGUISHING. FIRE AND OVERHEAT DETECTORELEMENTLOCATIONS ENGINE FIRE EXTINGUISHER SYSTEM. ENGINE AND APU FIRE WARNINGSWITCHES ENGINE FIRE EXTINGUISHER SCHEMATIC APU FIRE EXTINGUISHER SYSTEM EXTINGUISHER BOTTLE LOCATIONS LAVATORY FIRE EXTINGUISHER SYSTEM. LAVATORY SMOKEDETECTION . . . . GENERAL. ENGINE OVERHEAT AND FIRE DETECTION APU FIRE DETECTION . . 12.00.01 . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . .03 .04 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04 . . . . . . . . . . . . . . . .05 . . . . . . . . . . . . . . . . . . .06 . . . . . . . . . . . . . . . . . . .06 . . . . . . . . . . . . . . . . .07 . . . . . . . . . . . . . . . . . . .08 12.00.01 OPERATIONSMANUAL OVERHEATDETECTOR SWITCH FIRE WARNINGBELL CUTOUT SWITCH 1 and 2 Tests the associated bottle the PRESS Silences discharge circuits fire warning bell and for all three extinguisher cancels the MASTER FIRE bottles. WARN Lights. All three Extinguisher Silences the APU fire Test Lights illuminate warning horn in the in 1 and 2. ain wheel weLL. Both the A Loop and the B Loop must sense an overheat or fire condition before a warning is NORMAL - - - activated. - Only the selected detection loop initiates an overheat or fire warning. A or B EXTINGUISHER TEST SWITCH - - . . OVHTDET OVHT DET WHEEL WAEULLL B A DISCH NORMAL ENG1 OVERHEAT L DISCH R NORMAL ENG2 OVERHEAT APUDET INOP TEST FI EESWI U L T L BOTT DISCH R L BOTTLE ET TS T R L EFS PULL WHENILLUMINATED LOCK OVERRIDE: PRESS DUTTONUNDER HANDLE R E R EcSHARGE DISCHARGENG APU AFT ELECTRONICSPANEL APU FIRE WARNINGSWITCH FAULT/INOP AND OVHTIFIRE TEST SWITCH FAULT/INOP - - Tests the fault detection circuits for both engines and the APU. NRIL: The MASTER CAUTION, 0VHT/DET System Annunc- iator, FAULT, and APU DET INOP Lights illum- PULL UP - - . loops on both engines and APU, and the fire detector in the wheel weLL. the Bili: The MASTERFIRE WARN, MASTERCAUTION, OVHT/ DET System Annunciator, Engine No. 1, APU, and Engine No. 2 Fire Warning Switches, ENG 1 and ENG 2 OVERHEAT and WHEELWELLFire Warning Lights illuminate. - Arms - the fuet shutoff bleed air valve, and APU intet door. the Trips control unlocked. Arms one discharge squib on each engine fire extin- PULL UP relay and breaker. Discharges fire or right) the - guisher. - generator ROTATE(left warning belt sounds in the cockpit; the APU horn sounds in the wheel weLL; and the APU Fire Warning Light in the wheel well illuminates flashing. . OVERHEATIFIRE warning circuit detects an condioverheat/fire ion; the switch is then the extinguisher The switch is locked down until the engine overheat/fire Closes valve, generator - - - the fuel, bleed air, thrust reverser, and hydraulic shutoff Closes valves. Trips the generator relay and generator breaker. the engine Deactivates driven hydraulic pump LOWPRESSURELight. control APU bottle. - ROTATE (left Discharges - The fire 401 JUL 07/94 - associated circuit. inate. OVERHEAT/FIRE Tests the overheat and fire detection The switch is Locked down until the APU fire detector circuit senses a fire input; the switch is then unlocked. ENGINE FIRE WARNINGSWITCH tive fire or right) the respecbottle. PROTECTION PANEL SWITCHES 12.10.01 f& FFF/A F FF OPERATIONSMANUAL ENGINE OVERHEATLIGHT WHEELWELLFIRE WARNINGLIGHT (red) (amber) (amber) and 0VHT/DET System Indicates a fire in the main gear wheel well. The fire warning bett sounds and the MASTER FIRE WARNLights Annunciator illuminate. ILLUMINATED overheat an Indicates - ILLUMINATED the associated on engine. - Egli: BOTTLEDISCHARGELIGHT The MASTERCAUTION Lights ILLUMINATED Indicates the associated freon - - has discharged. bottle illuminate. BELL CUTOUT OVHTDET OVHT DET B A A R BOTTLE L 1DSCHARGE D1sEcSHARGE B DISCH 1 OV 2R EAT TEST L WHEEN L I L NATED LOCK OVERRIDE: PRESS BUTTONUNDER HANDLE L T APU , AFT ELECTRONICS EXTINGUISHERTEST LIGHTS PANEL APU FIRE WARNING SWITCH (red) ILLUMINATED ENGINE FIRE WARNING SWITCH (red) ILLUMINATED The respective fire - - detector circuits sense a fire input- The MASTERFIRE WARN Lights illuminate and bell the fire warning - - The APU circuit input. the MASTER FIRE WARN Lights. sounds. - either MASTER FIRE WARNLight silences the fire warning bett the and extinguishes MASTERFIRE WARNLights. Pressing ILLUMINATED Indicates a malfunction in the APU fire detection circuit. (amber) ILLUMINATED Test Switch - - The Fault is pressed and the detector circuits are normal. Both loops in any circuit have failed. The MASTERCAUTION and 0VHT/DET System Annunciator Lights illuminate. OVERHEATIFIRE 12.10.02 FAULTLIGHT - Egli: 9 and the discharge are normal. Circuits The MASTERFIRE WARN Lights illuminate and the fire warning beLL soundseither MASTER Pressing FIRE WARNLight silences the fire APU DETECTORINOP LIGHT warning bell and (amber) extinguishes ILLUMINATED The Extinh onTeds Switcrh2is - detector senses a fire fire (green) PROTECTION PANEL LIGHTS 401 JUL 07/94 OPERATIONSMANUAL APU BOTTLEDISCHARGESWITCH / the APU fire control handle Activate at this panel. to discharge the APU extinguisher. Armed if APU HORN CUTOUT SWITCH the fire alarm belt and warning horn, and cause the Warning Light to stop flashing / Will silence is pulled APU fire APU Fire but remain illuminated. APU FIRE WARNINGHORN A.P.U. FIRE CONTROL r--- as 1. PULL HANDLEDOWN 2. DISCHARGEBOTTLE BOTTLE DISCHARGE O O .....-- O BOTTLE HORN "TUT DISCHARGE) ) ) APU FIRE CONTROLHANDLE (red) APU FIRE WARNINGLIGHT ILLUMINATED (Flashing) fire in the APU. The - Indicates a fire alarm cabin rings and the APU horn in the main wheel weLL wails until silenced. bell in the control arms the APU Bottle When pulled, Discharge Switch (on this panet only), closes the APU fuel shutoff, bleed air valves and APu intet door. The gencontrot relay and generator erator breaker trip. MAIN WHEEL WELL APU GROUND CONTROL PANEL 401 DEC 20/91 12.10.03 FF F FFFINF OPERATIONSMANUAL LAVATORYSMOKELIGHT (amber) Smoke has been detected in a Lavatory or a test is being ILLUMINATED FORWARD OVERHEAD PANEL - conducted. Ngli: The MASTERCAUTIONand the OVERHEADSystem Annunciator Lights illuminate. POWER LAMP (green) ILLUMINATED Unit - has power and is operating. INTERRUPTSWITCH (recessed) Silences alarm. switch can only be depressed by inserting a slender tool, such as a straightened paper clip or sharp pencil into the hole in the smoke detector. PRESS & HOLD - - The SELF-TEST PRESS - SWITCH Alarm sounds. -SPEAKER ' - Sounds when smoke is detected. -ALARM INDICATORLIGHT (red) ... .., z.r ILLUMINATED - Smoke is present in Lavatory. LAVATORY 2->As installed LAVATORY SMOKE DETECTOR 12.10.04 407 JUL 07/94 OPERATIONSMANUAL GENERAL The system also contains a fault If a malfunction monitoring circuit. in one Loop occurs with the OVHT DET protection consists of overheat and fire detection sensors and fire extinguishers. Detection provides visual and aurat indications of overheat and fire conditions in the engines, and fire conditions in the APU The and main wheel weLL areas. extinguishers provide a means of extinguishing engine and APU fires. deselected and the automatically as a singte remaining Loop functions If both Loops sense a Loop detector. fault or the selected Loop senses a is indicated by fault, a fault iLLumination of the FAULT Light. When the test switch is positioned to OVHT/FIRE during the system test, a single loop fault causes a fault SYSTEM DESCRIPTION Switch Fire in NORMAL, that Loop is indication. ENGINE OVERHEAT AND FIRE DETECTION Each engine contains two overheat/fire detection Loops. Each of these Loops consists of four detector elements. The detectors are the Kidde sensor element type. As the temperature of an element increases, electrical resistance decreases. At a predetermined temperature, the element signals higher a fire an overheat temperature, condition. At a the element signats Engine overheat alert indications resuLt from duat Loop indications of overheat/fire or overheat/overheat, overheat/fault. An engine overheat condition is indicated by the iLLumination of the MASTER CAUTION OVHT/DET System Annunciator Lights, Light and the associated ENG OVERHEAT Light. The ENG OVERHEAT Light remains illuminated until the temperature drops beLow the onset temperature. condition. Loops A and B. Each Loop consists An of four detector elements. OVHT DET Switch for each engine, Labeled A, B, and NORMAL,permits selection of Loop A, B, or both A and B as the active detecting elements. as a dual Loop During normat operation system, with the OVHT DET Switch in NORMAL,an alert is initiated only if one of the detector elements in Loop A and one of the detector eLements in Loop B signal an overheat or fire Engine fire alert indications result of fire/fire from duat loop indications An engine fire or fire/fault. condition is indicated by the illumination of the FIRE WARNLights, the associated Engine Fire Warning Switch and the sound of the aLarm bett. The beLL may be silenced and the FIRE extinguished WARNLights by pressing either FIRE WARNLight or the Fire Warning BeLL Cutout Switch on the fire panet. The Engine Fire Warning Switch remains ittuminated until the temperature drops below the onset condition. temperature. The two overheat/fire are Labeled 402 DEC 18/92 detection 12.20.01 OPERATIONSMANUAL APU FIRE DETECTION WHEELWELL FIRE DETECTION sensor element fire detection Loop is installed on the APU. At a predetermined alarm temperature, the electrical resistance of the sensor decreases to a point where it actuates the warning signals. A fire A Kidde The Master FIRE WARN Lights and APU Fire Warning Switch iLLuminate, the fire warning beLL sounds and the APU shuts down. The APU fire automatically warning horn in the main wheet weLL also sounds (on the ground only), and APU Fire Light flashes. Warning detection Loop is instatted in is a the main wheet weLL. The detector Fenwall metallic type. There is no detection. provision for short circuit checks the continuity for fire Testing of the Loop by sending an artificial eLectronic signat to the fire warning system. The detector is not actually heated. the aural warnings and the fire extinguisher, can activating be done from the cockpit or the wheel Silencing weLL. Warning Switch and Warning remain ilLuminated until the temperature surrounding the sensor/responder has decreased below the alarm temperature. The APU Fire Light ILLumination of the amber APU DET INOP Light, on the fire panel, located indicates in the APU fire a failure detection Loop. 12.20.02 402 JUL 07/94 OPERATIONSMANUAL POWER SOURCE FOR OVERHEAT & FIRE POWER SOURCE FOR FIRE EXTINGUISHING DETECTION Engine Fire Extinguishing Bus (28V DC) Battery APU Fire Extinguishing Bus (28V DC) Battery Engine Overheat & Fire Detection Bus (28V DC) Battery Bus APU Fire Detection Battery (28V DC) Wheel WeLL Fire Detection No. 1 Transfer Bus (115V AC) Smoke Detection DC Bus Lavatory No. 1 (28V DC) - - - - Hot Hot - - WHEEL WELL FIRE DETECTORELEMENT 's, ,,-"' ' ' ' ,- ,--" ,I APU FIRE DETECTOR ELEMENT ENGINE FIRE/0VERHEATDETECTIONLOOPS 4 PAIRS OF DETECTOR ELEMENTSON EACH ENGINE 401 JUL 22/92 FIRE AND OVERHEAT DETECTOR ELEMENT LOCATIONS 12.20.03 OPERATIONSMANUAL ENGINE FIRE EXTINGUISHER SYSTEM - CLoses resulting Switch. BOTTLE DISCHARGE Switches, an Extinguisher Each bottle - Test is capable discharging extinguishing either engine. agent of - into ALLows the Engine Fire Warning for discharge. Switch to be rotated thrust Closes the hydrautic vaLve. reverser isolation the Engine - - - - Fire the Engine Fire Warning Switch "fires" a squib, puncturing the seal of the extinguisher bottle to be used, discharging the extinguishing agent into the associated engine. One or both bottles may be engine. discharged into either the switch the other way Rotating the remaining bottle. discharges Rotating Engine Fire Warning Switches are Locked down to prevent normally shutdown of an engine. inadvertent Illumination of an Engine Fire Warning Switch or ENG OVERHEAT Light causes a solenoid to activate, which unlocks the Engine Fire Warning Switch. The Putting Switch in Loss of wing anti-ice to the affected wing and closure of the bleed air operated pack valve. engine fire extinguisher system consists of two freon bottles, Engine The Fire Warning and Lights, the engine bleed air vatve electrically Warning up: A L or R BOTTLE DISCHARGELight iLLuminates a few seconds after the Engine Fire Warning Switch is rotated, the bottLe has discharged. indicating Arms one discharge squib on each engine fire extinguisher bottle. Closes the engine fuel shutoff valve. Trips the generator control relay and breaker. Loss of 115V AC generator bus, and 115V AC main bus occurs. Closes the hydraulic fluid shutoff valve. The engine driven hydraulic pump LOWPRESSURE Light deactivated. When the Extinguisher Test Switch is positioned to 1 or 2, the green Extinguisher Test Lights illuminate, circuit from the verifying continuity squib to the Engine Fire Warning Switch. is OVERRIDE FIRE SWITCH FIRE WARNINGSWITCH LOCKED(NORMAL) FIRE SWITCH FIRE WARNINGSWITCH UNLOCKED(ELECTRICALLY) FIRE SWITCH FIRE WARNINGSWITCH UNLOCKED(WITH OVERRIDE) AFT ELECTRONICPANEL ENGINE AND APU FIRE WARNINGSWITCHES 12.20.04 401 JUL 07/94 OPERATIONSMANUAL DISCH DISCH ------- L R L R - L BOTTLE DISCHARGE R BOTTLE DISCHARGE LEFT FIRE RIGHT FIRE EXTIN EXTIN SQUIB \ ENGINE FIRE 401 JUL 07/94 EXTINGUISHER SCHEMATIC 12.20.05 OPERATIONSMANUAL APU FIRE EXTINGUISHER SYSTEM extinguisher The APU fire system consists of one freon bottle associated plumbing to the APU Fire Warning DISCHARGELight, Test Switch. Switch, - with its APU, plus - an APU BOTTLE and an Extinguisher Rotating The APU Fire Warning Switch is normally Locked down to prevent inadvertent shutdown of the APU. ILLumination of the APU Fire Warning Switch causes a solenoid to be activated, which unlocks the switch. Pulling - the Warning APU Fire Provides backup for Switch up: the automatic shutdown feature. - the fuel solenoid and the APU fuel shutoff valve. Closes the APU bleed air valve. CLoses the APU air intet door. Trips the APU generator controt Deactiviates closes - - - relay and generator ALLows the APU Fire Warning for Switch to be rotated discharge. Arms the APU fire extinguisher squib. bottle the APU Fire Warning Switch in "fires" either direction electrically the squib, puncturing the seat of the extinguisher bottLe and discharging the extinguishing agent into the APU. The APU BOTTLE DISCHARGELight illuminates in a few seconds, the bottle has discharged. indicating Whenever the Extinguisher Test Switch is positioned to 1 or 2, the green associated with Extinguisher Test Light verifying circuit the APU illuminates, from the squib to the APU continuity Fire Switch. Warning breaker. ENGINE FREON BOTTLES 's, , APU FREONBOTTLE EXTINGUISHER 12.20.06 BOTTLE LOCATIONS 401 JUL 07/94 OPERATIONSMANUAL LAVATORY FIRE EXTINGUISHER SYSTEM An automatic fire extinguisher system is Located beneath the sink area in each Lavatory. The extinguisher non-toxic discharges freon gas through one, or both, of two heat-activated nozzles. Both nozzles discharge toward the towel disposal container. temperature-indicator placard is Located on the inside of the access door below each sink. White dots on the placard witL turn black when If an exposed to high temperatures. or a nozzLe indicator has turned black, tip has changed color, it shouLd be has assumed that the extinguisher for fire discharged. An inspection damage should be made, the extinguisher repLaced, and the temperature-indicator placard replaced before the next fLight. A The coLor of the nozzLe tips witL change an aluminum color when the extinguisher has discharged. to . PARTITION TEMPERATURE INDICATOR •F 200*F 80*F 30*F ARKWBO&OSED PLACARD HEAT-ACTIVATED NOZZLES INSIDE ACCESS DOORBELOW EXTINGUISHER LAVATORY FIRE 402 JUN 14/91 LAVATORYSINK EXTINGUISHER SYSTEM 12.20.07 OPERATIONSMANUAL LAVATORYSMOKE DETECTION The smoke detection system monitors air of smoke and provides for the presence visual and aural warning if smoke is The smoke alarm sounds and detected. the Alarm Indicator Light ittuminates red. the Interrupt Switch silences When smoke is no warning. Longer present, the system witt reset, as indicated by the Alarm Indicator If smoke is still Light extinguishing. present when the switch is released, the alarm wiLL sound again. Pressing the aural By pressing the Self-Test when Switch, the system is tested, or when smoke is detected in the Lavatory, the alarm wiLL sound. An amber Lavatory CaLL Light outside the Lavatory door and an amber MASTERCALL Light in the passenger compartment also illuminate. A pulsating chime sounds over the *The passenger address system. SMOKELight on the Forward Lavatory Overhead Panet, the OVERHEADSystem Annunciator Light and the MASTER CAUTION Lights illuminate. The test may be completed by pressing the Switch. Interrupt *As instaLLed 12.20.08 407 SEP 08/92 OPERATIONSMANUAL CHAPTER 13 FLIGHT CONTROLS PAGE TABLE OF CONTENTS . . . . . . . . . . . . . . CONTROLSAND INDICATORS FLIGHT CONTROL PANEL RUDDER/YAW DAMPER CONTROLSAND INDICATORS. STABILIZER TRIM CONTROLS CONTROLS STABILIZER/AILERON SPEEDBRAKECONTROLSAND INDICATORS TRAILING EDGE FLAPS CONTROLSAND INDICATORS LEADING EDGE DEVICES INDICATORS . . . . . . . . . . DEC 20/91 . . . . . . . . . . . . . . . . . . . . . . . 13.00.01 . 13.10.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . ROLL CONTROL ROLL CONTROLSCHEMATIC PITCH CONTROL ELEVATORCONTROL SCHEMATIC STABILIZER CONTROLSCHEMATIC YAWCONTROL. YAW CONTROLSCHEMATIC. SPEEDBRAKES. SPEEDBRAKESSCHEMATIC. HIGH LIFT DEVICES TRAILING EDGE FLAPS SCHEMATIC. LEADING EDGE DEVICES SCHEMATIC . . . . GENERAL FLIGHT CONTROL SURFACESLOCATION . . . . . . . . SYSTEMS DESCRIPTION . . . . . . . .01 . . . . . . . . . . . . . . . . .04 . . . . . . . . . . . . . . . . .05 . . . . . . . . . . . . . . . . . .06 . . . . . . . . . . . . .07 13.20.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . . . . . . . .04 . . . . . . . . . . . . . . . . . . . . .05 . . . . . . . . . . . . . . . . . . . .07 . . . . . . . . . . . . . . . . . . . . .08 . . . . . . . . . . . . . . . . . . . . . . .09 . . . . . . . . . . . . . . . . . . . . . . .10 . . . . . . . . . . . . . . . . . . . . . . .11 . . . . . . . . . . . . . . . . . . . . . . .12 . . . . . . . . . . . . . . . . . . .13 . . . . . . . . . . . . . . . . . . .15 1 nn ni OPERATIONS ALTERNATEFLAPS MASTER SWITCH FLIGHT CONTROLSWITCH STBY RUD the standby Activates MANUAL pump (guarded position) unit. Normat operating position. ARM Closes trailing edge flap bypass valve, activates standby pump, and arms Flaps Position Switch. the Alternate sysCorresponding hydraulic tem pressure is isolated from ailerons, elevators and rudder. - - and opens the standby rudder off valve to pressurize the standby rudder power controt OFF shut- OFF - - - ON (guarded position) operating position. - ALTERNATEFLAPS POSITION SWITCH Functions only when the Alternate Master Switch is in ARM. Normal DOWN(momentary) edge devices Flaps extends leading Fully using standby hydraulic - pressure. extends trailing edge flaps. Electrically UP Electrically retracts trailing '* - FLT CONTROL A IB STAND - HYD QUALNOWyy edge devices remain extended Leading and cannot be retracted by the alternate - STBY STBY aun nuo OFF OFF to SURE PRE eLE Aan ATE F APS tou UP cou FLIGHT SPOILER SWITCH Used for maintenance - purposes only. PRESSURE PRESSURE OFF OFF SPOILER - DOWN the respective Closes Spoilers shutoff flight valve. FEEL DIFFERENTIAL PRESSURE LIGHT OFF OFF EEL PRESS DIFF ON ON SPEED YAWDAMPER YAN DAMPER the trailing Armed when - TLRIM ILLUMINATED - Indicates differential pressure feel computer. MCHTRIM rait (amber) edge flaps are excessive in the elevator SLAT FAIL AUTO SPEED TRIM FAIL LIGHT (amber) es, Indicates failure of both FCC channels. Indicates failure of a single FCC channel when MASTERCAUTIONLight recall is activated and light will extinguish when Master Caution System is reset. ILLUMINATED ON - FORWARD OVERHEAD PANEL - - AUTOSLAT FAIL LIGHT (amber) . failure of both autoslat computers. Indicates failure of single autostat ILLUMINATED Indicates - - Computer when MASTERCAUTIONLight recall is activated and Light will extinguish when Master Caution System is reset. MACH TRIM FAIL LIGHT (amber) ILLUMINATED Indicates failure of both FCC channels. Indicates failure of a single FCC channet when MASTERCAUTIONLight recall is activated and light will extinguish when Master Caution System is reset. - - FLIGHT CONTROL PANEL 401 JUL 23/93 13.10.01 BBEING F FF OPERATIONSMANUAL OO OO OO OO RUDDERPEDALS :-¯¯ -¯¯¯ Controls rudder position. Permits Limited nose gear steering PUSH - - up to 7 degrees each side of center. RUDDERTRIM OFF FLAG (amber) IN VIEW Rudder Trim Indicator eraR - - -RU DICATOR Indicates - -a---- NOSE LEFT is of rudder units trim. NOSE RIGHT ---RUDDER TRIM CONTROL (spring-loaded to neutral) ROTATE trims the rudder in Electrically - the desired direction. AFT ELECTRONICPANEL YAWDAMPER (amber) YAWDAMPER LIGHT ILLUMINATED vm Yaw - damper is not engaged. DAMPER YAWDAMPER SWITCH OFF FORWARDOVERHEAD PANEL ON Disengages - - Engages control yaw yaw damper. damper to rudder power unit. | (YAW DAMPER YAW DAMPERINDICATOR yaw damper movement of rudder. rudder pedal inputs are not - Indicates - Pilot indicated. CENTER INST PANEL RUDDER/YAW DAMPER CONTROLS AND INDICATORS 13.10.02 403 FEB 15/91 OPERATIONSMANUAL STABILIZER TRIM WHEEL for manual operation Provides - of stabilizer. Overrides - trim stabilizer any other inputs. Handle should be folded inside StabiLizer Trim Wheel for normal operation. rotates when stabilizer is in motion. - - PL NOSE 77 STABILIZER - Indicates units adjacent scale. STABILIZER - " '-- e - CONTROLSTAND nŠ NORMAL &"A of airplane trim on the TRIM GREENBAND RANGE Corresponds to allowable range of settings for takeoff. (737-300) 1.0 to 6.3 units trim (737-400) 1.0 to 5.8 units (737-500) 1.5 to 6.8 units STABILIZER SWITCH STA TRIM TRIM INDICATOR TRIM MAINELECTRIC CUTOUT CUTOUT Removes power from stabilizer - main electric STABILIZER trim. TRIM AUTOPILOTCUTOUTSWITCH CUT CUTOUT Removes autopilot - CONTROL STAND to stabilizer servo power drive. OVERRIDE STABILIZER TRIM OVERRIDESWITCH OVERRIDE Bypasses - L-g_ NORM BCÌUated switches electric stabilizer to restore the control column trim cutout power to the trim. AFT ELECTRONICPANEL STABILIZER 406 JUL 07/94 TRIM CONTROLS 13.10.03 OPERATIONSMANUAL STABILIZER TRIM SWITCHES (spring-Loaded to neutral) PUSH (both) Electrically - trim in desired stabilizer signals direction. CONTROL WHEEL CONTROLWHEEL ROTATE - aiterons and flight in desired direction. Operates spoilers CONTROLCOLUMN PUSHIPULL desired - Operates elevators Movement opposing stabilizer stops electric trimming. - in the direction. trim AILERON AILERON TRIM SWITCHES (spring-Loaded LEFT - to neutral position) RIGHT - N Movement of both switches repositions the aileron neutral control position. AFT ELECTRONICSPANEL STABILIZER/AILERON 13.10.04 CONTROLS 401 DEC 20/91 FFFING FN F OPERATIONSMANUAL SPEED BRAKELEVER DOWN(detent) All flight spoiler panels in faired - ARMED - Automatic speed and ground position. brake system armed. Upon touchdown, the speed brake Lever moves to the UP position, and all flight and ground spoilers extend. - s.---, - IEN= FLIGHT DETENT - -- ALL flight spoilers extended to their maximumposition use. inflight All flight and ground spoilers extended to their maximumposition ground use. UP DETEN - are for are for UP CONTROLSTAND SPEED BRAKEDO NOT ARM LIGHT * E0 R abnormal condition Indicates or test inputs to the automatic speed brake system. ILLUMINATED SPEED BRAKE ansa CENTERINST PANEL (amber) Light deactivated when Speed Brake Lever is in the DOWNposition. - - SPEED BRAKEARMEDLIGHT (green) Light deactivated when Speed Brake Lever is in the DOWNposition. - valid speed brake system inputs. ILLUMINATED Indicates - automatic SPEED BRAKECAUTIONLIGHT (amber) FLASHING SPEED BRME - F/0 INST PANEL Indicates: Sensor in Air position. Speed Brake Lever aft of ARMED position. Flaps extended beyond 10 units - - - Air/6POund SPEEDBRAKE CONTROLS AND INDICATORS 405 JUL 22/92 13.10.05 FFENF 72F OPERATIONSMANUAL FLAP LEVER Selects position of flap control valve pressure hydraulic for flap directing drive unit. Position of the leading edge devices is determined by selected trailing edge - - flap position. flaps position 40, arms the flap load relief system, which automatically causes flap retraction to flaps 30 in the event of excess airspeed. At - 2 FLAP GATES - Prevents inadvertent flap lever movement beyond: 1 Position one engine Position for CONTROLSTAND 15 normal check flap position inoperative go-around. To check flap position To - - for go-around. FLAP LOADRELIEF LIGHT (amber) - Indicates flaps have retracted from 40 to 30 due to excess airspeed. FLAP LOAD RELIEF FLAP POSITION INDICATOR - wo position of left and right edge flaps. Provides trailing edge flaps asymmetry circuit. protection Indicates trailing - FLAPS LIMIT (IAS) 1-23@( 2-230( 5-225K 10-21(X 15-195K 25-190K 30-185K 40-158K FLAPS LIMIT PLACARD(737-300/500) 23@( ALT FLAP EXT FLAPS LIMIT (IAS) 1-250K 15-205K 2-25GC 5-25GC 10-215K 25-190K 30-185K 40-162K FLAPS LIMIT PLACARD (737-400) 230K ALT FLAP EXT CENTERINST PANEL TTIAILING EDGE FLAPS CONTROLS AND INDICATORS 13.10.06 413 SEP 08/92 FF F FFFINB OPERATIONSMANUAL LEADINGEDGEDEVICES ANNUNCIATORPANEL - Indicates position Leading edge flaps EXTINGUISHED - edge device LEADINGEDGEDEVICES TRANSIT LIGHTS (amber) of individual and stats. ILLUMINATED Corresponding leading edge device in transit. . Corresponding retracted. - leading LEADINGEDGEDEVICES EXTENDED LIGHTS (green) LE DEVICEs TRANSIT FLAPS 2 BT ILLUMINATED ,-4 TRANSIT 3 edge Corresponding leading position. in intermediate stats T - FULL FULL EXT - LEADINGEDGE DEVICES FULL EXTENDED LIGHTS SLATS- SLATS ILLUMINATED - device fully Corresponding extended. edge leading AFT OVERHEAD PANEL PANEL TEST LEADINGEDGE ANNUNCIATOR SWITCH PRESS all annunciator Tests - panet lights. LE FLAPS TRANSIT LIGHT (amber) Any leading edge device in or not in programmed position respect to trailing edge flaps. ILLUMINATED - transit, with BRII: I LE FLAPS TRANSIT LE Light is inhibited during autostat operation in flight. FLAPS EXT CENTER INST PANEL LE FLAPS EXTENDED LIGHT (green) ALL Leading edge flaps extended and all leading edge stats ILLUMINATED - intermediate position. (Trailing 1, 2 and 5) flap positions ALL Leading edge devices fully extended. edge flap (Trailing positions 10 through 40). in edge - LEADING EDGE DEVICES INDICATORS 401 JUN 14/91 13.10.07 OPERATIONSMANUAL SYSTEMS DESCRIPTION GENERAL controls are the and rudder. These hydrauLicatty powered surfaces provide flight control in roLL, pitch, and yaw. The primary ailerons, Hydraulic flight elevators power is provided from systems A and B; either system can operate att primary flight controls. The aiterons and elevators operated may be manually if required. The rudder may be operated by the system if system A standby hydraulic and/or B pressure is not avaiLable. hydraulic The aiLerons are assisted by fLight spoiters for roLL control. The spoiters are hydraulicaLLy powered system A (inboard) and B (outboard) operate proportionally with aileron Aerodynamic is provided in the braking spoiters operating as air by the flight speedbrakes. On the ground, speedbrakes spoiters use both flight to destroy Lift and and ground spoilers make braking more efficient. High Lift for takeoff and Landing is edge fLaps and provided by traiting fLaps and stats (LE Leading edge these surfaces are devices). Normally, extended and retracted hydraulic by system B. AtternativeLy, the trailing edge fLaps may be extended and The Leading retracted electrically. extended devices be edge may by the system. atternate hydraulic No standby retraction system is provided for the Leading edge devices. from and movement. A variable pitch horizontal stabilizer may be positioned inputs to by pilot the electric trim, or manually through the trim wheets. During automatic fLight the autopilot trim controls the stabilizer position. system improves handling The autostat qualities at high angles of attack with flaps set at during operations positions 1, 2 or 5. Autostat deployment is designed to occur prior to stick activation. shaker ANGLEOF AIRFLOW SENSORS FLIGHT SPOILERS GROUND SPOILERS LEADINGEDGE FLAPS RUDDER LEADINGEDGE SLATS O TRAILING EDGE FLAPS AILERONS ELEVATOR -- BALANCE TABS STABILIZER FLIGHT CONTROL SURFACES LOCATION 401 JUL 07/94 13.20.01 OPERATIONSMANUAL ROLL CONTROL FLiaht The rott controt surfaces consist of hydraulically powered aiterons and flight spoiters, which are controlled controt wheet. either by rotating are Located on the spoilers Hydraulic surface of each wing. power to the inboard system A provides system B spoiters, and hydraulic provides power to the outboard spoilers. pressure Hydraulic shutoff valves are controlled by the two Flight Ailerons The ailerons roLL controt of around its Longitudinal axis. The aiterons are positioned by the pilots' controt wheets, which are Linked together by cables to supply the mechanical input to two separate hydraulic power control units. Hydraulic systems A and B provide pressure to the power controt units to operate the aiterons. The two Flight control hydraulic Control Switches pressure shutoff vaLves for each These same switches aileron. also control hydraulic pressure to the elevator and rudder. provide Sooiters Two flight upper Spoiter Switches. the airplane are hydraulicatty to movement of the controts. aiLeron A spoiler mixer, connected to the aiteron cable-drive, controts the hydraulic power controt units on each spoiter panet to provide spoiler movement proportional to aiLeron movement. The flight actuated spoilers in response spoiters rise on the wing on up aileron and remain faired the wing with down aileron. The flight with The right and Left aiterons are bussed system. by the cable-drive Either hydraulic system is capable of futt power control. providing In the event of total hydraulic power faiture, rotation of the pilots' control wheets the aiLerons. mechanically positions Manual controL forces required are higher due to frictional and aerodynamic Loads. If the aileron system jams, a transfer mechanism allows the copilot to bypass the aileron system and operate the flight spoilers for roll control. together trim is accomplished by Aileron simultaneous operation of the trim switches Located on the control stand. Movement of both the trim switches the aileron repositions electricaLLy mechanism and feel and centering redefines the aiterons neutral position. 401 13.20.02 DFC 15/87 FFFING FF F OPERATIONSMANUAL FIRST OFFICER CAPTAIN AILERONTRANSFER MEC ----------------------- " AILRERMON I FEEL AND CENTERING SWITCHES MECHANISM i : \ \ \¯ SPOILER ----------~¯¯¯ MIXER --- POWER CONTROL / / i / ¯¯¯ I UNITS - I I I I ¯T- ERON SHUTOFFVALVE - I \ RI LERON TO ELEVATORS ANDRUDDER TAB A FLT CONTROL A B I I STBY STBY -AON '¯¯ I I B 90 PRELSOSURE PRELONURE ¯ SPOILER A B OFF -0N CONDITION: OFF 0 · SYSTEM A SYSTEMS A AND B PRESSURIZED . a SYSTEM B ROLL CONTROL SCHEMATIC 401 DEC 15/87 13.20.03 OPERATIONS PITCH CONTROL MANUAL trim system provides speed at the higher Mach numbers. Mach trim is accomplished above Mach A Mach stability pitch controt surfaces consist of hydraulicaLLy powered etevators and an powered stabilizer. The electricaLLy are normally controlled elevators by forward or aft movement of the control wheet. The stabilizer is normaLLy The by either the stabilizer on the control wheel or the autopilot. controtted elevators are adjusted in a manner with respect to the as speed is increased. and disengagement are accomplished automaticaLLy as a function of airspeed. The programmed stabiLizer Engagement .615. trim switches Elevators The elevators provide primary pitch control of the airplane around its Lateral axis. The elevators are interconnected by a torque tube and are powered by system A and system normally B power controt units. Hydrautic pressure to the units is controlled by A and B Flight Controt Switches on the forward overhead panet. Either hydraulic system is capable of fuLL elevator operation. In the event of failure of both hydraulic systems A and are controtted B, the elevators control column. manuaLLy from either Elevator batance tabs operate continuously during normat or manual reversion received from the air data computer is used by the fLight controt computers to generate a servo position command signat. The signal of the etevator feet causes a rotation and centering unit which adjusts the control column neutrat position. Mach information failure in wouLd result or unreliable Mach trim indicated of the MACH by ittumination channet TRIM FAIL Light. A singte faiture causes the MACHTRIM FAIL Light to ittuminate when the Master Caution Annunciator recall is activated. A duaL channet a failure operations. Elevator system feel is provided by the feel computer. elevator Inputs of airspeed (from the elevator pitot system) and stabilizer position enable the computer to simulate aerodynamic Feet is transmitted to the forces. control columns by the elevator feet and centering unit. computer utilizes system A or operate system B pressure to the feel Whichever system is providing system. higher pressure is the only one utilized If by the feel computer. either system A or system B faits, the computer senses the imbalance, and the The feet FEEL DIFF PRESS Light illuminates when the flaps are up. The Light also iLLuminates if one of the elevator feet The feet system pitot systems fails. operates normaLLy with only one hydraulic system operating. 13.20.04 401 DEC 20/91 FN F FFENB OPERATIONSMANUAL FLT CONTROL A B svev I I I RUD STBY RUD OFF OFF - ¯¯N --"- I | | i PRELSOSURE PRELSOSURE | A.D.C. FLIGHT CONTROL COMPUTER -- I I I ---- SERVO | -- L PITOT I PROBE I R PITOT PROBE I I I ELEVATOR FEEL COMPUTER • * I B I I I I \ I I I I FEEL DIFF PRESS I I I ELEVATOR FEEL & CENTERING UNIT I I I L----- I I MACH TRIM I POSITION---- STABILIZER A I I I - -- ---- T - -... ....-------J ----- T I I I CONDITION: 3IIIIIIIIIIIIE SYSTEM A I I SYSTEMS A AND B IEEžEE SYSTEM B ~¯¯¯¯¯¯ ¯ PRESSURIZED ELEVATORS TAB ELEVATOR CONTROL SCHEMATIC 401 MAY15/89 13.20.05 OPERATIONSMANUAL PITCH CONTROL (Cont) Stabilizer stabilizer The horizontal operated by may be the main electric trim, the trim , or the stabiLizer trim autopilot can be used regardless column position. wheet. trim switches stabilizer PiLot when the controt cotumn movement opposes trim direction. A trim switch override Located on the control stand bypasses the controt cotumn operated stabilizer trim cutout switch. When the guard is raised and the switch positioned to OVERRIDE, eLectric trim the main electric trim when the airplane switches manuaLLy. Switch is flown trip the if autopilot Autopilot actuate The Engage is engaged. main electric trim has two speed modes: high speed with flaps extended, and Low speed with flaps retracted. The of the stabilizer is connected to the same mechanism, allowing the pilot to position the stabilizer manually by the Manual of control control The stabilizer is held in position by a Either stabilizer duat brake system. set by brake can maintain the position the trim system. In the event of a dual brake failure, and without pilot response, airtoads can drive the stabilizer to its mechanical stops. Main electric trim can resist this motion, but controt coLumn opposition the condition. will aggravate through cables trim wheets. The trim wheels foLLow automatically when electric stabilizer trim is and the Stabilizer actuated, Trim shows the trim unit setting. Indicator Trim Authority: Main Electric Trim Flaps retracted 2.5-12.5 2.8-12.5 units (-300) (-400/500) units 0.25-12.5 units FLaps extended 0.25-14.0 AutopiLot Trim units 0-17.0 units Manual Trim The green band range of the Stabilizer Trim Indicator shows permissible takeoff trim range (1.0 to 6.3 units for 737-300, 1.0 to 5.8 for 737-400, 1.5 to 6.8 units for 737-500). An intermittent horn sounds if takeoff is attempted with the stabilizer trim agt in the green band range. Main electric disengaged switches A control and autopilot trim may be by individual cutout Located on the control stand. column operated stabilizer trim cutout switch stops operation of the main electric trim and autopilot 13.20.06 trim The speed trim system provides inputs to the stabilizer to improve characteristics flight during operations with a Low gross weight, aft center of gravity, high thrust and flaps extended. inputs of Utilizing stabilizer thrust Lever position, and verticaL speed, position, airspeed, the system trims the aircraft using autopilot trim. It will most frequently be observed in operation during takeoffs and go-arounds. Conditions for speed trim operation are Listed below: Flaps not up (737-300) Flaps up or down (737-400/500) 100-300 KIAS Airspeed 10 seconds after Liftoff of trim 5 seconds foLLowing release switches N1 above 60% Autopilot agt engaged Sensing of trim requirement in dual channet failure would result speed trim, a failure or unreLiable indicated of the SPEED by illumination TRIM FAIL Light. A single channel failure causes the SPEED TRIM FAIL A Light to illuminate Caution Annunciator when recall the Master is activated. 404 JUL 07/94 OPERATIONSMANUAL I I I APL APL NOSE NOSE DOWN DOWN CONTROL I - COLUMN PILOT -b" - AUTO ACTuATED ----- -- STAB TRIM CUTOUT SWITCH APL 15 STAB TRIM OVERRIDE OVERRIDESWITCH NORM I I STAB TRIM RNy NORMAL p gy MAIN ELECTRIC I ----------o ° STAB TRIM MECHANISM o AUTOPILOT I I CONDITION: CAPTAIN MAIN ELECTRIC TRIM NORMALOPERATION § * STABILIZER 402 JUL 07/94 CONTROL SCHEMATIC 13.20.07 OPERATIONSMANUAL YAW CONTROL Yaw Damoer Rudder Directional The yaw damper damper coupter, damper actuator axis control controt about the vertical is provided by the rudder. Hydrautic system A and system B supply the main rudder power control unit. hydraulic Either system operates the rudder if required. Either set of rudder pedals the rudder through the rudder positions power is provided controt units. Rudder feet by a feel and centering unit utilizing the mechanicaL action of springs, cams and rotters. unit. incorporated The rate gyro of a yaw system consists and a yaw rate gyro, in the rudder power The yaw damper system to prevent dutch roll. is sends yaw change signats to the yaw damper coupter. Command signaLs are then sent to the rudder the power controt unit to defLect in rudder. The yaw damper also assists No rudder providing turn coordination. from yaw damper pedaL movement results operation. signals from the air data computer decrease the amount of yaw damper rudder deflection at higher airspeeds. Airspeed trim is accomplished by operation of the rudder trim control switch Located on the controt stand. Operation of the trim switch repositions the rudder eLectrically Rudder feel and centering results in a shift mechanism which in the rudder neutraL position. The rudder pedals are displaced proportionatety. The standby pump furnishes hydraulic pressure to operate the rudder through in the a separate power control unit, event of a Loss of system A or system B pressure. 13.20.08 yau damper uses hydraulic system B pressure only. The yaw damper is disengaged if the B Flight ControL Switch is positioned to OFF or STBY RUD. Loss of hydraulic system B pressure does not cause yaw damper of the disengagement or iLLumination amber YAW DAMPERLight. The 401 DEC 20/91 OPERATIONSMANUAL E¯¯¯¯~¯¯¯¯ I i ~¯¯¯ FLT CONTROL A B I 15 5 10 0 5 slillilisillalliisenissaallililii -ST11Y - RUDDERTRIM CONTROL ¯¯¯¯¯¯¯¯ STBY RUD OFF RUD 0 B ON A UNITS LEFT OFF LOW 10 15 RIGHT NOSE RIGHT NOSE LEFT LOU PRESSUREPRESSURE RUDDER PEDALS FROM 00 00 SYSTEM B B 00 00 .0 00 00 g _0 RESERVOIR y i I STANDBY HYDRAULIC YAW DAMPER nu ¡ DAMPER | PUMP YAW DAMPER - ---_- RATE GYRO ---------- STANDBY RUDDER SHUTOFF VALVE I STANDBY RUDDER PCU YAW M ·+ -------..----....-I i I I .. I ANDCENTERING UNIT M 'l y i RUDDER FEEL SRES I 00 00 JE__O I -- - RUDDER PCU A RUDDER CONDITION: SYSTEM A EIIIEEEIEIIIIIIIIIIEE SYSTEMSA ANDB PRESSURIZED - SYSTEMB YAW CONTROL SCHEMATIC 403 FEB 15/91 13.20.09 FBFING F FF OPERATIONSMANUAL SPEED BRAKES Ground Speed brakes consist of flight spoilers and ground spoilers. The Speed Brake Lever controts a spoiler mixer, which positions the flight spoiter power controt units and a ground spoiter control valve. The surfaces are actuated by hydraulic power supplied to the power controt units or to actuators Ground spoilers on each surface. operate only on the ground, due to a shutoff valve which ground spoiter remains closed until the main gear strut compresses on touchdown. and ground spoiters rise to futL extend on if the Speed Brake Lever is in Landing, and both thrust the ARMEDposition Levers are in IDLE. When spin-up occurs on any two main wheeLs, the Speed Brake Lever moves to the UP spoiters and the flight position, extend. When the right main Landing is compressed, a gear shock strut mechanicat Linkage opens a hydraulic spoilers. valve to extend the ground If a wheel spin-up signal is not In Flight the Speed Brake Lever moves to the UP position, and all spoiler after the panets depLoy automatically 0Deration ALL flight automaticatly detected, Ooeration Actuation of Speed Brake Lever causes spoiter panets to rise att flight symmetricatty to act as speed brakes. Caution should be exercised when using fLight spoiters during a turn, as they greatly increase rott rate. Movement of the Speed Brake Lever past the FLIGHT DETENT causes buffeting and is therefore not sensor engages safety mode (Right main gear compression). ground ground After touchdown, att spoiler retract automaticalLy Lever is advanced. Lever wiLL move to in the strut panets if either The the thrust Speed Brake DOWNdetent. permitted. ALL spoiler panels will extend if takeoff is rejected automaticatty the reverse thrust Levers are and positioned for reverse thrust. Wheel spin-up must have occurred on any two main wheets in order for the automatic extension to take place. in the automatic functions of A failure the speed brakes is indicated by the illumination of the SPEED BRAKE DO NOT ARMLight. In the event the automatic system is inoperative, the Speed Brake Lever must be moved manually to the UP position after Landing. The SPEED BRAKE Caution Light flashes if the Speed Brake Lever continuously the is aft of the ARMEDposition, Sensor is in the Air Air/Ground and the fLaps are extended position, beyond 10 units. 13.20.10 402 JUL 22/92 FFENB F FF OPERATIONSMANUAL A B SAPOILER OFF OFF ON ON SPEED BRAKELEVER ARMED FLIGHT DETENT SPEED BRAKE DO NOT ARM I \ I I I l I I UP GROUND 5SPOILER GROUND 4SPOILER I I O \ I \ \ I 9 I \ I I I SPOILER MIXER I I I GROUNDSPOILER GROUNDSPOILER I CONTROL VALVE I SYSTEMA 2EEEEzzEl SYSTEMB SHUTOFFVALVE I IIP RIGHT MAIN LANDINGGEAR CONDITION: SYSTEMSA AND B PRESSURIZED SPEEDBRAKES SCHEMATIC 405 FEB 07/92 13.20.11 OPERATIONSMANUAL system B In the event of hydraulic the trailing edge fLaps can be failure, operated electrically. In this case, control of the flaps is from two The guarded alternate flap switches. Switch actuates Alternate FLaps Master a fLap bypass vaLve to prevent hydraulic Lock of the flap drive unit Flaps Position and arms the ALternate Switch. Flaps Position The Alternate an electric motor that Switch controls operates the drive unit to extend or retract the trailing edge flaps. No asymmetry protection is provided through the atternate (electricaL) flap drive system. HIGH LIFT DEVICES Lift Leading edge devices are used in combination with the traiting edge to increase Lift during takeoff flaps edge fLaps and Landing. The traiLing and Leading edge devices, when the wing area and extended, increase the effective wing camber, which Lift. greatty increases Trailing edge 0-15 provide flap positions increased 15-40 provide positions Lift; increased Lift and drag to permit slower approach speeds and greater maneuvering capability. 15, 30, and Flap positions 40 are normat (certified) Landing flap positions. High is instaLled in the Load Limiter When edge flap drive system. the Flap Lever is in the 40 detent the to 30, and flaps retract automatically the Flap Load ReLief Light iLLuminates, if the airspeed exceeds 158 knots for 162 knots for the the 737-300/500, 737-400. The Flap Lever does not move. The flaps return to 40 when the airspeed is reduced to 153 knots for 157 knots for the the 737-300/500, 737-400. A flap Trailina The Edae Flaos Flap Lever positions traiting a flap control that directs hydraulic pressure to actuate the flap drive unit to position the flaps. The drive unit the Leading edge controL also positions valve so that the Leading edge devices operate in conjunction with the trailing edge flaps. valve If an asymmetrical condition develops between the right and Left wing trailing edge flaps, hydrauLic power is removed from the flap automaticatty drive unit. . Loads excessive structural To prevent from increased Mach at higher altitude, above 20,000 feet should flap extension not be attempted. autostat function is availabLe at 1, 2 and 5 that will fLap positions move the Leading edge stats to FULL EXTEND if the airpLane approaches a An stall 13.20.12 condition. 409 SEP 08/92 FFENF FF F OPERATIONSMANUAL TO LEADING EDGEDEVICES LEADING EDGE EEEEEED CONTROL VALVE 4 SYS B I FLAP C ----- A TL L RNATEFLAPS FLAP BYPASS OFF VALVE URNITE ARM ---- DOMN- TRAILING EDGEFLAPS I FLMS R L COMPARATOR SWITCH L.._.._.. I ----.-----..-----I CONDITION: IEzžEzžE FLAPS EXTENDING SYSTEM B TRAILING 403 JUN 14/91 EDGE FLAPS SCHEMATIC 13.20.13 OPERATIONS HIGH LIFT DEVICES (Cont) Leadina Edae Devices consist of Leading edge devices four fLaps and six stats: two fLaps inboard of each engine and three stats outboard of each engine. Flaps are hinged surfaces that extend by rotating downward from the Lower surface of the Stats are sections wing Leading edge. of the wing Leading edge that extend forward to form a seated or slotted on the trailing Leading edge depending edge flap setting. The edge devices are normatty and retracted by hydraulic power from system B. The Leading edge controt valve is positioned by the trailing edge drive unit so that the operate in Leading edge devices conjunction with the trailing edge flaps. When the trailing edge fLaps Leave the UP position, the Leading edge fLaps extend futty, and the Leading edge stats extend to an intermediate position. As the trailing edge flaps extend past the 5 position, the Leading edge stats move to FULL EXTEND. When the flaps are retracted, the sequence is reversed. Leading extended In the event of hydraulic system B the Leading edge fLaps and failure stats can be driven to the FULL EXTEND position using power from the standby system. hydraulic In this case the Atternate Flaps Master Switch energizes the standby pump, and the Alternate Flaps Position held in the down Switch, position momentarily, fully extends the Leading edge devices. Bûli: MANUAL Indicator Lights on the center instrument overaLL panet provide position status. Leading edge devices The Leading Edge Device Annunciator on the the aft overhead panet indicates flaps and positions of the individual stats. Auto Stat 0Deration improved system provides qualities at high angles of attack during takeoff or approach to edge fLaps 1 Landing. When trailing the Leading through 5 are selected, are in the EXTEND position. edge stats approaches the statt As the airplane angte, the stats automaticatty drive to prior the FULL EXTEND position, to stick shaker activation. The stats when the return to the EXTENDposition reduced pitch angle is sufficiently below the stall critical attitude. The autostat handling Autostat operation is normally powered alternate source of power is provided by system A through a power transfer unit if a Loss of pressure from the system B engine driven pump is sensed. The power transfer unit provides system A motorized pressure to power a hydraulic system B fluid to pump, pressurizing operation. provide power for autostat by system B hydraulics. An The leading edge devices cannot be retracted by the standby hydraulic system. 401 13.20.14 NOV 01/89 Æ&FINF FFF OPERATIONS MANUAL 5 1 6 \ AUTOSLAT CONTROL VALVE ----- -- -- SYS B TRESERVOIR 1FROM ·¯--- - LEADING EDGE CONTROL VALVE -* I I I \ STBY E ------ #SYS FLAP CONTROL PTU A ----- VALVE M I ALTERNATEFLAPS -- t L . ¯¯ i ¯¯ J TRAILING IVE EDG N FLAP BYPASS VALVE TO TRAILING EDGE FLAPS mmmem-E - SYSTEM A SYSTEMB LEADING EDGE DEVICES SCHEMATIC 401 JUN 14/91 13.20.15 OPERATIONSMANUAL CHAPTER 14 FLIGHT INSTRUMENTS PAGE TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . 14.00.01 . CONVENTIONALFLIGHT INSTRUMENTS CONTROLSAND INDICATORS MACHIAIRSPEEDINDICATORS STANDBY AIRSPEED INDICATOR ALTIMETERS STANDBYALTIMETER. VERTICAL SPEED INDICATORS. STANDBY HORIZON INDICATOR. AIR TEMP INDICATOR CLOCKS FLIGHT RECORDER. AIRCRAFT CONDITION MONITORINGSYSTEM (ACMS) INTERACTIVE DISPLAY UNIT (IDU)/PRINTER . . . . . . . . . . SYSTEMDESCRIPTION GENERAL. . . . . AIR DATA SYSTEM. 14.10.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . .03 .01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .04 . . . . . . . . . . . . . . . . . . . . .05 .06 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .07 . . . . . . . . . . . . . . . . . . . . . . . . . .08 . . . . . . . . . . . . . . . . . . . . . . . . . .09 . . . . . . . . . . . . . .10 14.20.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . . . . . . . . . .02 PITOT-STATIC SYSTEMSCHEMATIC. TOTAL AIR TEMPERATURE(TAT) SYSTEM AIRCRAFT CONDITION MONITORINGSYSTEM (ACMS)/FLIGHT . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . .04 . . . .05 RECORDER ELECTRONIC FLIGHT INSTRUMENTSYSTEM (EFIS) CONTROLSAND INDICATORS EFIS CONTROLPANEL EADI DISPLAY EADI SPEED TAPE. EADI SYSTEM FAILURE FLAGS AND ANNUNCIATIONS. EHSI MODESELECTION AND DISPLAYS EHSI SYMBOLOGY EHSI SYSTEM FAILURE FLAGS AND ANNUNCIATIONS. EFI TRANSFERSWITCH AND EFIS LIGHT SENSORS . . . 14.30.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . . . . . . . . .04 . . . . . . . . . . . .06 . . . . . . . . . . . . . . . . . . . . . . . . . .07 . . . . . . . . . . . . . . . . . .11 . . . . . . . . . . . .21 . . . . .23 . SYSTEMDESCRIPTION ELECTRONIC FLIGHT INSTRUMENT SYSTEM. EFIS INTEGRATION DIAGRAM ELECTRONICATTITUDE DIRECTOR INDICATOR ELECTRONICHORIZONTALSITUATION INDICATOR. INSTRUMENTTRANSFER SWITCHING. LIGHT SENSING AND BRIGHTNESS CONTROL EFI/IRS TRANSFER SWITCHING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.40.01 . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . .04 . . . . . . . . . . . . .10 .12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 . . . . . . . . . . . . . . . .13 411 JAN 26/94 14.00.01 OPERATIONSMANUAL Control Computer (AFDS FCC) using from the FLight Management inputs computer(FMC) or from the Speed Selector on the AFDS Mode controt MACHIAIRSPEED INDICATORS electric Mach/Airspeed Indicators display indicated Mach and airspeed, Vmo derived from the respective air data computer. Two The Panet. airspeed cursor on each pilot's can be automatically through the respective A single instaLLed utilizes indicator positioned Autopilot Flight System Director AIRSPEED CURSOR MODEANNUNCIATOR Auto - mode: Manual mode: - Out of view In viewÇQ static AIRSPEED CURSOR target airspeed. Indicates - Positioned as selected control. Positioned - 7 so 1002 Er airspeed 285 / o 9 MACH DIGITAL COUNTER ' showsMach _ - /* AIRSPEED CURSORCONTROL Auto mode. cursor is positioned from the AFDS FCC Airspeed Manual mode. cursor is positioned by rotating - Indicates airspeed Mach, Flag is retracted. in view if mode: Flag gi airspeed cursor signals, as determined by the AFDS FCC, are unreliable. VMOFLAG IN VIEW[iË]Indicates - the VM0 pointer is inoperative. AIRSPEED DIGITAL COUNTER in knots. VMOPOINTER Indicates the maximumoperating (indicated) airspeed in knots. - MACH/AIRSPEED 401 JUL 07/94 .99 Auto the control. AIRSPEED POINTER to Manual mode: - Airspeed - .40 AIRSPEED CURSOR FLAG - PULL OUT from .40 - - PUSH IN number, in digitat form. Masked below Mach. Digits are covered by a warning flag [25]when the display is unreliable. is CAPT INST PANEL F/0 INST PANEL - to the desired manually reference. 120i - - manually or automatically, by the airspeed cursor AIRSPEED MARKERS(BUGS) 807/ 00 ' systems. MACH/AIRSPEED INDICATOR (electric) - MCH60 can also positioned. pneumatic indicator is also for standby reference. It the No. 2 aux pitot and the alternate Flight cursor airspeed Each be manually - - Digital display of indicated airspeed in knots Warning flag I s I covers the counter and airspeed when the airspeed pointer digital counter are unreliable. INDICATORS 14.10.01 FFFING FF F OPERATIONSMANUAL STANDBY AIRSPEED INDICATOR(pneumatic) me om '/,6 50 LT IN.HG. " LEIB 300 AIRSPEED DRUM - Indicates airspeed in knots. CAPT INST PANEL STANDBY AIRSPEED 14.10.02 INDICATOR 403 MAY15/89 Æ&FINB F FF OPERATIONSMANUAL DIGITAL COUNTER ALTIMETERS Displays - Two electric attimeters display altitude derived from the respective air data computer. The Reference Marker is used to manually Altitude display a reference altitude• there is no automatic positioning. attitude in increments of - thousands, hundreds and twenty feet. Warning flag I OFF lappears whenever the ADC signal is Lost - or a malfunction exists. Green flag appears in the left is below window when attitude 10,000 feet. appears in the two left-hand windows when altitude below zero feet is displayed. A NEG flag - BAROMETRICSETTING WINDOW 140; Reflects barometric correction (in mittibars and inches of mercury) as set by the Barometric Setting Control. - 8 21 7 OC ALT - /'It PRIMARYALTIMETER (electric) ,,\\ REFERENCEALTITUDEMARKER CAPT INST PANEL F/0 INST PANEL - Manually reference Altitude positioned altitude to the desired using the Reference Marker Control. REFERENCEALTITUDEMARKERCONTROL - used to manually set the Altitude Reference Marker. BAROMETRICSETTING CONTROL ROTATE Adjusts the barometric correction in the Barometric Window. Setting - ALTITUDEPOINTER - Makes one revolution each one thousand feet. SEP 27/91 UTTERS 14.10.03 OPERATIONSMANUAL STANDBY ALTIMETER indicator is also for standby reference. It the alternate static A single installed pneumatic utilizes source. ALLaltimeters have a range of to 50,000 feet. -1000 ALTITUDEPOINTER STANDBYALTIMETER(pneumatic) ø DIGITAL COUNTER - me ... REXIa - Green flag appears in the left window when altitude is below 10,000 feet. A striped flag appears in the left n eyedattitude below zero feet CAPT INST PANEL BAROMETRICSETTING CONTROL ROTATE - Adjusts correction Setting the barometric in both Barometric Windows. BAROMETRICSETTING WINDOWS - (in Display barometric correction millibars and inches of mercury) as set by the Barometric Setting Control. STANDBY ALTIMETER 14.10.04 402 MAY15/89 OPERATIONSMANUAL VERTICAL SPEED INDICATORS Two inertial vertical speed indicators display instantaneous vertical speed derived from the respective Inertial Reference System. / VERTIC L S ' 0 \ VERTICALSPEED POINTER -- - ^ es, - p.s 7,,1 iom o 4 2 4 rate of climb or descent Depicts from 0 to 6000 feet zero unreliable. Indicates is per minute. when IRS vertical speed \ OFF FLAG CAPT INST PANEL F/0 INST PANEL Selected IRS vertical speed data are unreliable, or Respective VSI and/or ADC has failed. IN VIEW - . - VERTICAL SPEED INDICATORS 402 MAY15/88 14.10.05 OPERATIONSMANUAL The indicator STANDBY HORIZON INDICATOR att The standby horizon provides an indication of airplane attitude that independent from the primary attitude indicators. Glidestope - generators. operational is GLIDESLOPEFLAG times, is normatty powered at even with the Loss of att AC The gyro reaches after seconds speed approximately power is applied. 60 GYROFLAG receiver has failed. - BANKINDICATORAND SCALE is unreliable. Attitude GLIDESLOPEPOINTER AND DEVIATIONSCALE - - "ss - position. Pointer indicates glidestope Pointer not displayed when ILS selector is OFF or no computed data exists. Scale indicates deviation. HORIZON LINE AND PITCH ANGLESCALE AIRPLANESYMBOL CAGINGCONTROL CENTERINST PANEN PULL - Levels horizon with airplane symbol. LOCALIZER FLAG - Localizer RELEASE receiver - Control retracts. has failed. LOCALIZER POINTER AND DEVIATIONSCALE ILS SELECTOR OFF Pointers - retracted - and failure from view. flags - - ILS Pointers - Localizer - indicate position from and glidestope. ILS signals are provided No. 1 ILS receiver. - localizer position. indicates not displayed when ILS selector or no computed data exists. devation. Scale indicates Expanded localizer scale not available. Pointer Pointer is OFF by the BCRS Reverses sensing for localizer pointer Used during backcourse approach - - STANDBY HORIZON INDICATOR 402 14.10.06 MAY 15/89 OPERATIONSMANUAL AIR TEMP INDICATOR Air Temperature Instrument secondary panet. is displayed System (EIS) Total the Engine DIGITAL DISPLAY •c -28 FNG on . CENTERINST PANEL 403 JUN 14/91 AIR TEMP INDICATOR 14.10.07 FFFING F FF OPERATIONSMANUAL (GMT) or Local time may be set on the upper Time Display. The Lower ET/CHR Display etapsed time or is for either Separate the chronograph (stop-watch). for each Display. controls are provided CLOCKS Two electronic two digital with clock. Either clocks are instalLed, displays on each Greenwich Mean Time CHRONOGRAPH(CHR) CONTROL PRESS reset - the start, stop and of the CHR Display Controls functions and Second Hand with successive push" operations. Overrides any existing Display. - DATECONTROL ET Controts - Display Date Displays Date (DAY MO) with YR at 1 second intervals. Allows date to be set with time control. Press - alternating - PRESS - to GMT. display Returns TIME/DATE DISPLAY time in 24-hour format (hours and minutes)/date in ETICHR DISPLAY Displays - numerical - format. - Time or Chronograph Elapsed Displays Time. ET Display range: to 99 hrs 59 zero min. an can 50 |2 a 5 - 40 //;,30,0\' range: zero to 99 min. TIME CONTROL 9 - acun CHR Display : 209 e the Time/Date Display. Starts the Time/Date Display Controls RUN - counting. HLD Y (Hold) - Stops sets Display, the Time/Date seconds to zero, and advances years. CAPT INST PANEL F/0 INST PANEL Advances SS M (Slow Stew) Display minutes/months. the FS D (Fast Stew) Advances Display hours/days. the Time/Date - - Time/Date ELAPSED TIME (ET) CONTROL loaded to HLD) (spring RESET - Returns the ET Display to zero time. Stops the ET Display at the time. RUN Starts the ET Display counting time. Continues to count from HLD time when selected back to RUN. HLD (Hold) - indicated CHRONOGRAPH SECOND HAND - - Indicates Controlled chronograph seconds. by the CHR Control. - CLOCKS 14.10.08 402 MAY15/88 OPERATIONSMANUAL FLIGHT RECORDER TEST SWITCH FLIGHT RECORDER TEST NORMAL (guarded position) INFLIGHT The recorder - anytime electrical avaltable. NORMAL ----, operates power is . y ON THE GROUND - Either engine must also be operating. the engine oil pressure and the air ground switch to power the flight recorder on the TEST - Bypasses switches AFT OVERHEAD PANEL ground. OFF LIGHT (amber) ILLUMINATED - that the recorder or the test is invalid. power failure, Loss of or electronic malfunction. Indicates is not operating - 402 MAY15/88 May indicate input data, FLIGHT RECORDER 14.10.09 OPERATIONSMANUAL INTERACTIVEDISPLAY UNIT (IDU) CURSOR (Typical) EG¯¯¯ G K is entered, AS each character moves right one character. - H L ee I J M N O a s r"" W X Y 4 7 5 8 6 9 DATADISPLAYS Data appears - co> ALPHA U cursor 12 ABCDE F as V here as entered. & NUMERICAL PADS Z - CLR iMENU ENT characters Touch individual to enter data. - data appears Entered in Data Display. FORWARD ELECTRONICPANEL ENTER CUE ADVISORYSPACE - TOUCH Enters data and final data. entering - as flash- Advisory may be displayed or normal video. ing, reverse, turns page if CLEAR CUE MENUCUE TOUCH - TOUCH Displays - previous menu. under cursor character Blanks and to its right. PAPER ADVANCESWITCH PUSH Advances - paper printer as Long as switch is held down. PRINT BUSYLIGHT ILLUMINATED message - (amber) is processing Printer text. ALERT RESET SWITCH Resets functions. PUSH visual - POWERON LIGHT alert printer (green) ILLUMINATED Power is applied printer. - to SELF TEST SWITCH PUSH AFT ELECTRONICPANEL - Produces a test pattern as tong as switch is depressed. ACMSPRINTER AIRCRAFT CONDITION MONITORING SYSTEM (ACMS) INTERACTIVE DISPLAY UNIT (IDU)/PRINTER 14.10.10 403 APR 03/92 Æ¤FING FF F OPERATIONSMANUAL SYSTEM DESCRIPTION GENERAL The flight instruments provide information to aid the pilots in the airplane throughout its controtLing fuLL flight regime. The electric flight instruments receive their inputs from one of the two air data computers. The pneumatic flight instruments receive their inputs directly from the pitot-static system. 401 DEC 15/87 14.20.01 FÆ F BNFINB OPERATIONSMANUAL Pitot-Static System AIR DATA SYSTEM Blocked The air data pitot-static blocked or frozen pitot and/or static primary system may affect the following systems: airplane system consists of the system and the air data computers. The system provides pitot and/or static pressure information to various flight The instruments and airplane systems. pressure information in one is provided from the of two ways; either directly pitot-static from system, or indirectly an air data computer. A FMC - Autothrottle Indicator Airspeed/Mach Vmo/Mmo warning Attimeter Vertical Speed Indicator IRU - - - - - - - Pitot-Static System - - The pitot-static (P/S) system provides pitot and static pressure inputs to pressure-sensing and instruments systems which have functions that vary with attitude and/or airspeed. - - - - - - There are four primary P/S systems; the the First Officer's, No. 1 Captain's, and No. 2 auxiliary. The auxiliary, pilots' systems are used by the flight instruments and air data computers. The auxiliary systems are used by various airplane systems. An aLternate static system provides static pressure inputs to the Standby Airspeed Altimeter. Indicator/Standby Pressure inputs to the primary PIS systems are provided by four combination pitot and static probes Located on the forward fuselage. Each probe provides one pitot and two static inputs. The alternate static ports are Located on each side of the fusetage. ALL static systems are cross-connected for dynamic balance. 14.20.02 or Frozen - - - - - True Airspeed Static Air Temperature System Flap Load Retief Elevator Feet System Computers Flight Control Ground Proximity Warning System Altitude ALert Cabin Pressure Recorder Flight Reporting Altitude Transponder Computers Statt Warning TAT Yaw Damper Mach Trim Air Data Computers Two air data computers (ADCs) are pitot and installed. Each ADC receives from the pressure inputs static The P/S system. respective pilot's ADCs convert these pressure inputs to which are used to electrical signals, operate flight instruments and various systems. The computers are airplane powered whenever the AC busses are powered. 401 DEC 15/87 FFENB F FF OPERATIONSMANUAL ELECTRIC MACH AIRSPEED ELECTRIC ALTIMETER INERTIAL VERTICAL SPEED STANDB PNEUMATIC AIRSPEED/ LTIMETE ELECTRIC MACH AIRSPEED INERTIAL VERTICAL ALTIMETER SPEED ELECTRIC I AIR DATA COMPUTERNO. 1 AIR DATA COMPUTERNO. 2 CAPT PITOT FIO PITOT CAPT STATIC ' NO. 1 AUX STATIC ' F/0 STATIC NO. 2 AUXSTATIC NO. 2 AUX PITOT NO. 1 AUX PITOT PRESSURIZATION CONTROL CABIN ALTIMETER AND DIFFERENTIALPRESSURE PITOT & F/0 STATIC NO. 1 & NO. 2 AUXSTATIC CAPT ALTERNATESTATIC ALTERNATESTATIC PITOT 402 NOV 01/89 STATIC SYSTEM SCHEMATIC 14.20.03 OPERATIONSMANUAL TOTAL AIR TEMPERATURE(TAT) is The inf Light TAT indication comprised of outside air temperature (OAT) plus att of the ram rise. On the TAT indication is ground, approximately OAT. In f Light, the tabte beLow is used to convert indicated TAT to true OAT. SYSTEM One aspirated TAT probe is instatted. independent It provides temperature data to each ADC. TAT or TAT-derived data from ADC No. 1 is used by both IRSs, the FMC, AIT, FCC "A" and the Air TAT-derived Temp Indicator. data from ADC No. 2 is used by both IRSs, the FMC, A/T and FCC "B". the LEFT FORWARD FUSELAGE INDICATEDMACH NUMBER .30 IND TAT - *C .60 .50 .40 .70 .73 .76 49 60 .84 47 39 37 35 33 31 29 27 42 35 33 30 28 26 25 23 44 37 30 28 25 24 22 21 19 14 55 49 45 40 33 26 24 21 19 18 16 50 45 40 35 28 21 19 17 15 13 11 10 45 40 35 30 23 17 15 12 11 9 7 5 40 12 10 8 6 4 3 1 35 19 35 30 25 3026201486310-2-3 30 25 21 16 10 3 1 25 20 16 11 5 20 15 11 6 2 15 10 6 10 5 1 5 0 0 5 - 5 - 3 8 - 3 - - -13 8 2 - 3 - 0 - - 5 -11 -13 - 9 6 8 - - 1 - 6 3 - - 7 5 - 9 - 6 - -11 7 - -12 -10 -12 -13 -15 -16 -15 -16 -18 -19 -21 -25 -15 -17 -19 -21 -22 -24 -14 -20 -21 -24 -25 -27 -28 -29 -18 -24 -26 -28 -30 -31 -33 -34 -10 -13 -18 -23 -29 -31 -33 -34 -35 -37 -38 -10 -15 -18 -22 -28 -33 -35 -37 -39 -40 -41 -43 -15 -20 -23 -27 -32 -38 -39 -42 -43 -44 -46 -47 -20 -24 -27 -32 -37 -42 -44 -46 -47 -49 -50 -51 -56 - -25 -29 -32 -36 -42 -47 -49 -51 -52 -53 -55 -30 -34 -37 -41 -46 -51 -53 -55 -57 -58 -59 -60 -35 -39 -42 -46 -51 -56 -58 -60 -61 -62 -63 -65 -40 -44 -47 -51 -56 -61 -62 -64 -65 -66 -68 -69 TOTAL AIR TEMPERATURE (TAT) 14.20.04 .82 DEGREESC - 49 70 65 .80 .78 TRUE OUTSIDE AIR TEMPERATURE SYSTEM 403 FEB 07/92 OPERATIONSMANUAL AIRCRAFT CONDITION MONITORINGSYSTEM (ACMS)/FLIGHT RECORDER The Aircraft condition Monitoring System (ACMS) provides a record of selected airplane systems performance and flight conditions. The system consists of a Digital Flight Data Acquisition Unit (DFDAU), an Interactive Unit Display (IDU), a Digital Flight Data Recorder (DFDR) and a printer. The DFDAU receives signals representing certain flight conditions and airplane systems' operating performance and converts them to a digitat form for recording on the DFDR. The data management accomplished function Flight Data Recorder (DFDR) The Digitat records system flight airplane and data Loop of magnetic on a continuous tape The tape or solid state memory chips. sufficient length or chips are of to record the Last 25 hours of operation. The DFDR is Located in the aft fuselage area. With airplane Flight busses Recorder either the operating as (on the ground). powered, begins engine starts In the air it is powered (even with both engines shut down) as Long as power is availabLe. eLectrical The printer attows data to be printed as required. is through the Interactive (IDU). When the IDU is Display Unit powered up (AC bus powered), initially it establishes contact with the DFDAU. The IDU screen then displays the MAIN MENU. 406 JUL 23/93 14.20.05 BNFINB FF F OPERATIONSMANUAL ELECTRONIC FLIGHT INSTRUMENTSYSTEM (EFIS) 401 MAY 15/88 14.30.01 OPERATIONSMANUAL DECISION HEIGHT REFERENCEINDICATOR EHSI BRIGHTNESSCONTROLS selected decision height (also displayed on EADI). on EADI blanks when a Display negative decision height is selected. Displays - - OUTERCONTROL EHSI Display. INNER CONTROL weather radar - - Adjusts brightness of Adjusts brightness of . display. EHSI MODESELECTOR (see following ADI y DHRU 9 EHSI RANGE SELECTOR HSI RANGE / MO3m r-Ë"' w Omv ¿R av pages) - mile range Selects desired nautical for MAP, CTR MAP, PLAN and weather radar displays. 9 ---WEATHER RADARSWITCH (see NAVIGATION chapter) VOR/ADFNAVAID ARPT RTEDATA T AFT ELECTRONICPANEL EADI BRIGHTNESSCONTROL Used to adjust the brightness of the EADI Display to the desired level. - DECISION HEIGHT RESET SWITCH PRESS associated - - a DH alert Resets - on the EFHSI FUR ""'IS""' EADI. Changes RA display from yellow to white. Blanks a radio height alert the associated 9 ' MNGE 3 . on EADI. MAP DECISION HEIGHT SELECTOR - Used to select decision alerting. height desired for DH ËL:> As installed EFIS 14.30.02 CONTROL PANEL 407 JUL 23/93 OPERATIONSMANUAL VOR/ADFNAVAID MAP MR RTEDATA WT MAP SWITCHES (alternate - AFT ELECTRONICPANEL - action) Add background datalsymbols to EHSI when selected. options can be selected Multiple simultaneously. - - Illuminated in Available 0N (white) when selected. the MAP, CTR MAP and PLAN modes. Displays VOR and/or ADF relative if the VOR/ bearing radials ADF receiver(s) are tuned to usable stations and valid data is being VOR/ADF - received. Aids) NAV AID (Navigation FMCdata base high altitude aids if on map scales 80, 320 NM. Displays all FMCdata base aids if on map scales 10, - - Displays navigation 160, or navigation 20, 40 NM. Displays all airports ARPT (Airports) which are stored in the FMCdata base and which are within viewable map area of the EHSI. - altiapplicable) and estimated time of arrival for each active route waypoint. RTE DATA (Route Data) itude constraint (if - Displays WPT (Waypoints) Displays the waypoints in the FMCdata base which are plan route if the not in the flight selected range is 40 NM or less. - 401 FEB 07/92 EFIS CONTROL PANEL 14.30.02A OPERATIONSMANUAL (INTENTIONALLY LEFT BLANK) 14.30.02B 401 FEB 07/92 FBEIN@ FF F OPERATIONSMANUAL with white AIRPLANE SYMBOL (black PITCH LIMIT SYMBOL (yettow) outline) - Flight attitude corresponding activation. Displayed when respective FD Switch is ON and valid commandsteering is avail- - (See Automatic pitch shaker FLIGHT DIRECTORCOMMANDBARS (magenta) FLIGHT MODEANNUNCIATIONS - Indicates to stick BANKINDICATORAND SCALE (white) CH.7) able or during automatic ( FMC SPD NAV LNAV operation of the FD. when Blanked M - the respective is OFF, or commandsteering FD Switch becomes invalid. ------ GLIDE SLOPE POINTER AND DEVIATIONSCALE (magenta/white) - gg 17 as o - oo .76 L,r «1 i - I CAPT INST PANEL F/O INST PANEL RADIO HEIGHT ALERT (White) SLIP INDICATOR - (magenta/white) - indicates Localizer position. Scale indicates deviation. When LOC is engaged and deviation is slightly more than one half dot, scale expands - - (not shown here). Pointer is blanked when ILS LOC signal is too weak to be usable. - - - GROUNDSPEED (white) - Displays FMC/IRS groundspeed in knots. Displayed above - .40 Display decreases when Mach increases Mach. is blanked when Mach below .38 - Mach. Displayed pointer is in when localizer view and radio altitude is valid. Rises towards Airplane Symbot when radio altitude is below 200 feet AGL. 415 JUL Panel. RADIO ALTITUDE(white) RISING RUNWAY(green) - Displays selected decision height as set on the EFIS Control Panet. Blank when negative DH is selected. Display changes to large yellow DH that momentarily flashes when descending through the decision height. Alert is reset automatically if airplane climbs 75 feet or more above selected DH, after Landing, or manually by pressing the RST Switch on the EFIS Control CURRENT MACH(white) - when descent is continued below 500 feet AGL or after pressing RST Switch on EFIS Control Panet. Blanked DECISION HEIGHT (green) . - - Displays radio feet AGL. Blanked above Changes color below selected altitude below 2,500 2,500 feet AGL. from white to yellow when DH on descent. Changes to white when passing selected after DH plus 75 feet during go-around, touchdown, or after pressing RST Switch on EFIS Control Panet. HORIZONLINE AND PITCH ANGLESCALE (white) - - - ELECTRONIC ATTITUDE DIRECTOR INDICATOR (EADI) 23/93 below 2500 feet AGL. Pointer - when descending Displayed LOCALIZER POINTER AND DEVIATION SCALE - Pointer indicates glide slope position. Scale indicates deviation. Pointer is not displayed when the glide slope signal is unusable or when track and the front course on the MCP differ by more than 90° (Back Course). DISPL.AY 14.30.03 FFFING FF F OPERATIONSMANUAL V1 (decision speed) (green) Displayed after manual entry on the FMC/CDUTAKEOFF REF page. FMC/MCPCOMMAND SPEED (magenta) - v1 160 in this Location during takeoff roll initial when v1 is beyond the displayed range. 140 R I speed is above displayed range. F 'MINIMUM FLAP RETRACTIONSPEED (green) 140 (magenta) Display - 100 - speed) (green) after manuat or go-around. 120 XMINIMUM MANUEVER TAKEOFFREF page. SPEED (yellow) Top of hollow V1 (decision speed) (green) This symbol replaces digital V1 display (upper right corner of the speed tape) when the - - speed is within the displayed range. STICK SHAKERSPEED SPEED TAPE SCALE (white) Scrolls up or down in response to ADCCalibrated Airspeed. Range is 45 to 420 knots. (red and black) - FLAPS-UP MANEUVERING SPEED / Displayed - 220-/ - 18 Indicates when flaps MAXOPERATINGSPEED 160- (red and black) 340 current airspeed• - Position is fixed relative to ADI display. 31 pan134 Indicates Vmo/Mmo. HIGH SPEED BUFFET LIMIT (yellow) Bottom of hollow yettow bar indi- 2EM3 cates speed that a maneuver margin to high speed buffet at high altitudes. - (green) Tip of arrow depicts predicted airspeed within the next 10 seconds based on present airspeed and . - 300 AIRSPEED TRENDARROW - pole indicates speed at which stick shaker is activated. (green) ROLLINGDIGITS DISPLAY (white) 200- Top of barber - are up. () yellow bar indicates minimum maneuver speed. V1 - on speed tape during takeoff entry on the FMC/CDU on this FMC/MCPCommand 180 SPEED FMC/MCPCOMMAND VR (rotation Displayed in Displayed - Location when the Displayed - 128 1 2 provides .36 acceleration. FMC/MCPCOMMAND SPEED (magenta) - Displayed in this location when the FMC/MCPCommand Speed is below displayed range. EADI SPEED TAPE 14.30.04 402 NOV 01/88 OPERATIONSMANUAL PLACARD SPEED - (red and black) gear extended placard Indicates speed or flap extended placard speed for selected flap position, as applicable. 180 NEXT FLAP POSITION PLACARD SPEED (yellow) - 1 140 120 Bottom of hollow yellow bar indicates placard speed for next normal flap position. Displayed during flap extension. the flap extended - vREF SPEED - Indicates the (green) the VREF speed for the landing as selected on the flap configuration FMC/CDU APPROACH REF page. EADI SPEED TAPE 403 NOV 01/88 14.30.05 FFF/A FF FF F OPERATIONSMANUAL SELECTED SPEED ANNUNCIATION Command speed symbol and are inoperative. - FLIGHT DIRECTOR FLAG Both pitch and rott Flight Command Bars have failed. - displays Director ATTITUDE FLAG has failed. display Attitude - I EI. SPD FUNCTIONFLAG ATTITUDECOMPARATOR 0EE function Comparator - has failed. SNMFAEAL DECISION HEIGHT FLAG ' MUCHLug10LL decision Selected - display height has RADIO ALTITUDE FLAG - Radio altitude display has failed. MACH FLAG Mach number display - has LOCALIZER FLAG falted. . display on the EADI has failed. SPEED LIMIT ANNUNCIATION - deviation Localizer - Displays associated with Stick Shaker, and Maximum Operating Speeds have failed. / V1 INOPERATIVEANNUNCIATION - V1 display is inoperative. SPEED FLAG - Speed Tape display is inoperative. SYMBOLGENERATOR FAIL ANNUNCIATION - The selected failed. has Symbol Generator --WINDSHEARWARNINGANNUNCIATION MINDSHEAR - acuggguou ", The ground detected " Capt's differ - computer has condition. ANNUNCIATION ROLL COMPARATOR - MAIE: ALL flags and annunciations are displayed in yellow with the exception of the WINDSHEAR warning annunciation which is displayed in red. proximity a windshear and F/0's bank angle displays by more than 3 degrees. ANNUNCIATION PITCH COMPARATOR - Capt's differ and F/0's pitch angle displays by more than 3 degrees. EADI SYSTEM FAILURE FLAGS AND ANNUNCIATIONS 401 14.30.06 MAY 15/89 OPERATIONSMANUAL EHSI MODE SELECTOR GENERAL Selects - MI DH REF my HSI RMGE VORI N I 150\ displayed Symbols TRAFFIC SWITCH PUN - the type of data and on the EHSI. Inoperative. MAP VOR/ADFNAV AID RTE DATA WPT ARPT AFT ELECTRONICPANEL C» -- EX¾ HSI von/ vos,NAV , ILS "" 6 , få L-nav PL - d a-ræ ' r ,sav lateral EXP NAV Displays and vertical guidance information navigation similar to a conventional HSI but is oriented to airplane track. The FMC is the primary source of the guidance data. Navigation CDUs However, two Alternate (ANICDUs) serve as backups to the FMC and each AN/CDUmay be selected independently via the Captain's or F/0's NAV Select Switch on the MCP. The two AN/CDUs provide lateral navigation guidance data only. Weather radar return data and range arcs are displayed when the WXR Switch is ON. - - EXPANDEDNAVIGATION MODE 00:>FULL NAV man om IIUGLE y, i 3 EX¾ - - - Displays same data as expanded navigation mode with the exceptions: following 1. Weather radar displays are not rFU ' HSI 2. Nv ne CTa "" 3. available. A ÍULL COmp3Ss rose is shown in place of the expanded compass rose. Symbols are used for Alternate airplane symbol and course pointer. ,NAV FULL NAVIGATION MODE As installed EHSI MODE SELECTION 427.1 AUG 19/94 AND DISPLAYS (TYPICAL) 14.30.07 FF F &ÆfNN OPERATIONSMANUAL With a VOR frequency displays VOR navigation data to the airplane heading. Displays the source of navigation data as VOR 1 or VOR 2 in the lower left corner of the EHSI. DiSplays TO/FROMannunciation and the navigation source frequency in the lower right corner of the EHSI. Weather radar return data and range arcs are displayed when the WXR Switch EXP VOR/ILS mus selected, oriented i soa127, '" - a v.,N E HSI val as - "" " sŒJ" L-NAv PLAN ,Û 117 /20 VOR2 - - FROM iS ON. 116.W; ; EXPANDEDVOR MODE With a VOR frequency displays the same data as the selected, expanded VOR mode with the following exceptions: 1. Weather radar displays are not available 2. A full compass rose is shown in place of the expanded compass rose 3. Drift angle pointer replaces the track line 4. TO/FROM pointer is shown in addition to the TO/FROMannuncia- FULL VOR/ILS '..u.s i um 127. 4 (idyityy, ¶ / EXP, F "" i vnt "" y, "^" ¯ af?" "' ga L_,,, ¡ HSI O't e'^m FROM 7.,20 tion ns.m' ,vn2 5. Alternate airplane FULL ROSE VOR MODE With an ILS LOC frequency displays ILS navigation data oriented to the airplane heading. Displays the source of navigation data as ILS 1 or ILS 2 in the lower left corner of the EHSI. Displays the navigation source frequency in the lower right corner of e - e Hs1 EXP,j vnt ' - von " a " L-NAv '^" - the EHSI. Weather radar return arcs are displayed 15 ON. ¾7*/20 (ILS1 - Selected, HM 127µ '" symbots are used for symbol and course pointer EXP VOR/ILS mEU.5 - s data and range when the WXR Switch. 110.10, EXPANDED ILS MODE EHSI MODE SELECTION AND DISPLAYS (TYPICAL) 401 14.30.08 MAY 15/88 VB FF BNFÆ F OPERATIONSMANUAL With an ILS LOC frequency displays the same data as the selected, expanded ILS mode with the following exceptions: 1. Weather radar displays are not available. 2. Full compass rose is shown in place of expanded compass rose. POinter 3. replaces track Ì Sngt€ FULL VOR/ILS /V' HSI vaal ILs von/NA " " PLAuÑ NAV 4. Alternate airplane nr.,m s' - symbols are used for symbot and course pointer. '°' FULL ROSE ILS MODE MAP TRK136M 25.5m 1335.42 51 . "Ts, ILS NA rÏ¾' usi "6 eva PLANNAP waypoints; - HJ bearing 227.,, MAPbackground options are - the TRK 3 7 133 N H Ex N FUD RI ILS rÏ$' 2. nem -.-- ' - - VleW. Full compass rose is shown in place of the expanded compass rose. Range numerics correspond to 1/4 the selected range. are enabled. EHSI MODE SELECTION 418 JUL 07/94 3. in MAPbackground options CENTER MAP MODE at , 1S PLAN ""o - the center of the map area so that inÝOPmatiOn behind the airplane e NAV e data is displayed is ON. ÝOLLOWing 9XCepÌ$OnS: 1. AiPPLane Symbol is positioned FU '.37 WXR Switch Displays the same data and symbols as the MAP mode, with the CTR MAP 25.5m radar return Weather when enabled. MAP MODE 8 plan view of flight Displays a fixed airplane tuned VOR/ADFrelative and flight plan route radials; waypoint ETAs and altitude constraints. -¯u- N , Displays symbol superimposed on a moving map background. The basic map background data includes origin/destination airports, flight plan route, and display of navaids in use. Optional background data includes off-route navigation aids, airports and named maP ,' r - PPOgreSS. AND DISPLAYS (TYPICAL) 14.30.09 OPERATIONSMANUAL map which is PLAN Displays a static oriented to true north. The top portion of the EHSI remains the same as SS in the MAP mode. Allows the pilot to review the planned POute by using the FMC/CDULEGS page CENTERSTEP Line select key. Weather Radar display data is inhibited. - 25.5- TRK N 1335.42 up,, N rÏË' u. s HU Is "L_NAV me CTR - - MAPbackground PLAN MODE EHSI 14.30.10 options are enabled. MODE SELECTION AND DISPLAYS (TYPICAL) 401 MAY15/88 OPERATIONSMANUAL EHSI SYMBOLOGY The fottowing symbots may be displayed on each HSI depending on EFIS Control Panet selections. General color presentation is as follows: GREEN (G) active indicates WHITE (W) indicates present MAGENTA(M)(pink) indicates or selected mode and/or dynamic conditions situation status and scales command information, symbols, and fly-to pointers, weather radar turbutence conditions, non-active CYAN (C)(blue) and background information RED (R) indicates warning YELLOW(Y) indicates cautionary information, flags faults, BLACK (B) indicates blank areas, off condition - - - -indicates - - - SYMBOL(S) DATA NAME/(COLOR) APPLICABLE MODE(S) DISTANCE 200s. N DISPLAY OR "$ài ILs " ÏLS an12' am om ACTIVE WAYPOINT NAME (M) BUGLE HDG - (G) TR 06 M TRK (6) - TRK 9 062 (W) 062 - (W) HDG0 62 M M (G) - (When disis displayed. played distance is less than 10E miles, tenths are displayed). (DME) Displays the name of the active 's Displayed data is referenced to APL HEADING. TRK Indicates number under index data (track-up) pointer is the current track. is referenced Displayed TRACK/HDG index pointer. om " N value of HDGor TRK. Numeric disIndicates oriplay is ented relative to MAGNETIC HDG (headingup) Indicates number under index pointer is the current heading. seor HDG (6) BOX ented relative to TRUE North. EHSI 401 MAY15/88 to next navigation (NM) or tuned navaid WaypOint. N to APL TRACK. - Distance WaypOint REMARKS SYMBOLOGY 14.30.11 OPERATIONSMANUAL SYMBOL(S) DATA NAME/(COLOR) APPLICABLE MODE(S) em (735Ei.42: REMARKS FMC or AN/CDU computet waypoint. Indicates ETA for ETA DISPLAY (W) the active ni CTI NM PLAN "Von;GAIN WEATHERRADAR ANNUNCIATION ifARIIAAP 1612 "" GAIN (G)/MODE (G) TILT (G) - VAR indicates gain control on weather radar control panel is not in the detent. CAL (calibrated) == MODES: MAP - radar is in map mode. Weather radar is operating in weather Weather operating WX - mode. WX+T Weather - TEST antenna tilt. The compass arc rotates through TILT og¡,, EXPANDED COMPASS ARC (W) 27 N RS "" AN \'l l'; 12 IS LLE MPASS EHSI Indicates 360° as a function of airplane An arc of heading or track. approximately 70° is displayed. Fixed reference marks are evenly spaced at 45 degree intervals. FIXED REFERENCE MARKS(W) 14.30.12 - The compass rose rotates through 360 degrees as a function of airplane heading or track. / CENTERMAP FULL COMPASS ROSE (W) - radar is operating in weather mode with turbulence detection enabled. Weather radar is in test mode and test is displayed. pattern The compass rose rotates through 360 degrees as a function of airplane track. eva SYMBOLOGy AUG 19/94 FF F FFFING OPERATIONSMANUAL SYMBOL(S) DATA NAME/(COLOR) APPLICABLE MODE(S) SELECTED y HEADINGBUG (M) ruf and ' REFERENCE LINE (M) Indicates the heading selected on the MCP. A dashed Line "" extends from the marker to the airplane symbot (except for PLar mode) for ease in tracking the marker when it is out of view. airplane heading when mode has track-up .. OrientatiOn. Drift angte Can " be determined by observing the difference between current heading and current track. Indicates selected HEADING POINTER (W) FUu WAYPOINT BEARING REMARKS Displays n . active relative bearing to . waypoint. FULL 69 POINTER (M) I / I / I f ADF 1 ADF 2 Head -R ½ 4 ADF BEARING POINTERS (G) N Indicates relative bearing to "Nu "' tuned ADF station as received from the respective ADF radio. Tail DIRECTION ARROW(W) WIND DIRECTION/SPEED 165°/45 (w) N ^' "We RS and wind direction Indicates wind speed in knots with respect to the map display "" orientation (TRK or HDG) and compass reference (MAGor TRU). arrow rotates through Direction 360°. Displayed if wind magnitude is greater than 6 knots and blanked if wind magnitude becomes Less than 4 knots. 409 FEB 07/92 EHSI SYMBOLOGY 14.30.13 OPERATIONSMANUAL SYMBOL(S) VOR 1 or VOR 2 ILS 1 or ILS 2 DATA NAME/(COLOR) APPLICABLE REMARKS MODE(S) RADIO "$à, "' "on NAV DATA Indicates the source of the displayed navigation data. Data source is a function of: SOURCE(G) VOR/ILS mode tuned frequenc, of (VOR or LOC) and position VHF NAV Transfer Switch. - s, I I I I I I I I I I N NAV NAV ma '-N ALT NAV L ALT NAV R mode position FIO's - IS Or on light Selector of NAV Mode shield. 10 seconds prior to change or 10 seconds prior to sequencing a waypoint if no course change is required Removed as APL begins roll to new course or when waypoint is sequenced. Displayed N COURSECHANGEALERT ANNUNCIATION (A) 44g COUPSe 12,* ÏILLER agg, VOR/ILS 110.10 FREQUENCY DISPLAY (G) ,CÏ¤ *= og, Em POSITION 4.59-L 4.39 N R DIFFERENCE DISPLAY (W) ma '** frequency of manually The word "AUTO" is displayed in place of the frequency if the VHF NAv radio is in the auto tune mode. Displays tuned navaid. NUMBERS Indicate the position difference in NMbetween the "" selected NAV source's present O position (FMC, ANS L or ANS R) and the L IRS and R IRS respectpresent positions - ively. ARROWS Rotate - thru 360° to indicate the relative bearing to the associated IRS present position. Indicates L or R present position played position - which IRS the dis- difference to. Displayed when the position difference of the L IRS and/or R IRS exceeds the position corresponds difference Limits detected by the FMCor EFIS symbot generator. EHSI 14.30.14 SYMBOLOGY Aus 19/94 FF F ÆgnN@ OPERATIONSMANUAL SYMBOL(S) DATA NAME/(COLOR) APPLICABLE MODE(S) TRUE NORTH POINTER (G) VERTICALPOINTER (M) DEVIATIONSCALE (W) NUMERICDISPLAY (W) Q. - - - ~ - N "* -m y o o rg] GLIDESLOPE DEVIATION "" POINTER (M) AND DEVIATIONSCALE (W) " AIRPLANESYMBOL (Full Rose) (W) deviation. Displays glidestope Scale appears when LOC frequenc, is tuned. Pointer appears when signal is usable. The pointer is not displayed when track and the front course on the MCP differ by more than 90° (Back course). Represents MAP modes, i N AIRPLANESYMBOL (Expanded Rose) (W) an indicated m"" triangle. the In is position by the apex of the Fu // na "" is indicated of airplane symbot. prediction of air- position Present CURVED TREND VECTOR (W) the airplane. present Represents the airplane when FULL compass rose is displayed. vn by center / to true north. Displayed only during descent. Displays vertical deviation fron FMCdescent profile. Scale "" range is ± 400 feet deviation. m value is displayed when nu Numeric pointer moves beyond the scale Pointer limits. represents path. Center of scate represents airplane position. se 1740 o map background is Indicates oriented -o o REMARKS Displays The plane's ground track. furthest end point of each vector segment represents the airplane's predicted position after a period of 30, 60, and 90 The respectively. range determines the number of segments displayed. seconds, selected EHSI 401 DEC 20/91 Range > Range = Range = 20 NM 20 NM 10 NM ......3 ......2 ......1 segments segments segment SYMBOLOGY 14.30.15 FFFÆ VB 72 F OPERATIONSMANUAL SYMBOL(S) $>=i i DATA NAME/(COLOR) APPLICABLE MODE(S) L,,1 ed. e PRESENT TRACK LINE (W) AND "'y, RANGESCALE (W) EXP NAV Displays With heading-up (VORIILS node), will be rotated Indicates track. EARN DP I sihr r-Ë¾" "' uu SELECTED N to selected course as by the respective MCP Course Selector (VOR/ILS), or by the FMCor AN/CDU (NAV). Set ,, r-as '¯ TO/FROM POINTER (W) T0/FROM symbol is displayed when is being used. VORnavigation TO/FROM ANNUNCIATION (W) i i i i i EHSI 14.30.16 Points to selected course as MCP Course set by the resective Selector (VOR/ILS) or by the FMCor AN/CDU (NAV). SELECTED COURSE POINTER (M) Displays ILS, VOR, or FMCor AN/CDU(NAv) course deviation. ILS 1 dot = 1° VOR 1 dot = 5° NAV 1 dot = 2 NM Points "Thi as and LINE (M) TO FROM present airplane's Replaces track line LL rose mode is be reached. The prediction is based on present ground speed and airplane vertical speed. COURSE POINTER (W) 2 at " will INDICATORBAR (M) AND DEVIATION SCALE (W) ,,6 the track Line of the arc with the track line is the predicted point where the MCP altitude LATERAL DEVIATION 7" orientation The intersection ARLAN EUDE OO track ce ARC (G) OO ground left or right an angle equal to the drift angle. CTR MM ----- present based on airplane heading and "" wind. Range numeric values are i one-half and one-fourth (for full rose CTR MAP) the actual selected range respectively. MAP EXP VOLR/ REMARKS r-Ë¾ "¾a, as in VOR mode only. whether or not the selected course, if intercepted and tracked, would directly, take the aircraft TO or FROM the station. Operative Indicates SyMBOLOGy 416 OPERATIONSMANUAL SYMBOL(S) DATA NAME/(COLOR) APPLICABLE REMARKS MODE(S) Represents Active the flight waypoint the airplane is plan NM to. currently navigating "" Downpath Represents a downpath in an Active or Maypoint plan route. Modified flight for Data with parenthesis waypoints conditional indicates type of conditional waypoint (altitude, "VECTORS", "INTC", etc.). - (Standard WPT) AMBOY (Conditional WPT) FLIGHT PLAN WAYPOINT: ACTIVE (M) DOWNPATH (W) -----> ABCDE OFF-ROUTE WAYPOINT (C) - When the WPT switch is ON, FMC data base waypoints not used "" in the selected flight plan route are displayed. Displayed only for HSI ranges of 10, 20, or 40 NM. ARPT switch Only origin OFF and destination are displayed. airports switch ON All FMCdata base airports within the MAP area are displayed. AIRPORT (C) ARPT KXYZ - - when the EHSI display range is 80, 160, or 320 NM. Available AIRPORT IDENTIFIER AND RUNWAY(W) KABC 22L x" 22L AIRPORTAND RUNWAY(W) if the airport has Displayed been selected as the origin or destination airport with a specific runway selected. Available when the EHSI display range is 10, 20 or 40 NM. Displayed if the airport has been selected as the origin or destination airport with a specific runway selected. symbot is scated to represent the length of the selected runway. Runway The dashed center Lines extend outward 14.2 nm from the runway thresholds. 401 MAY 15/88 EHSI SYMBOLOGY 14.30.17 FBÆWNN FF F OPERATIONSMANUAL SYMBOL(S) ABCDE DATA NAME/(COLOR) INACTIVE ROUTE (C) --- ---- ---? FGHIJ KLMNO XYZ ACTIVE ROUTE | (M) APPLICABLE MODE(S) An active route is displayed with continuous lines between en waypoints. An active route "" modification is displayed with short dashes between waypoints. When a modification is EXECuted, the short dashes are ,, replaced with the continuous Lines. Inactive routes are displayed with long dashes between waypoints. ACTIVE ROUTE MODIFICATION -- -- -- (W) -- REMARKS y> When ABCDE 12000 0835Z ) | ) S/C l¶fD ) C3 E/D ROUTEDATA (M,w) VERTICAL PROFILE POINTS (G) the RTE DATA switch is altitude constraints gg for route waypoints displayed. nw ON, and ETA's will be Represents an FMC computed vertical profile point in the ,, active flight plan as T/C gg (top-of-climb), TID (top-of- descent), S/C (step climb), EID (end of descent). IDENTIFIERS (G) and segment point A deceleration has no identifier. () () VOR (C, G) \f DME/TACAN (C, G) NAVAID switch OFF Tuned navaids (excluding NDB's) are displayed in green. NAVAID switch ON All appropriate navaids contained in the FMC data base and within the MAP area are displayed when the range is 10, 20, or 40nm. Only high altitude navaids are displayed when selected range is 80, 160, or 320 NM. Nav aids not being used are displayed in cyan (blue). - » VORTAC(C, G) gg - EHSI SYMBOLOGY 401 14.30.18 MAY 15/88 OPERATIONSMANUAL SYMBOL(S) )?2 DATA NAME/(COLOR) APPLICABLE When -- MANUALLYTUNED VOR RADIALS (G) " .2,"" t' ,, VORRADIALS (6) / an ADF BEARINGS(G) \ / a VOR navaid is manually tuned, the associated MCP selected course and its reciprocal are displayed. The VOR/ADF switch on the EFIS Control Panet must be ON and a valid VOR signal must be "" received. Displays relative bearing to the tuned VOR station(s). ,' \ REMARKS MODE(S) an "" The VOR/ADFswitch on the EFIS Control Panet must be ON and a valid ADF signal must be received. Displays relative bearing to the tuned ADF station(s). SELECTED © ABC FIX CIRCLE (G) FIX SYMBOLAND IDENTIFIER (C or G) EHSI 409 MAR12/93 Depicts the selected reference point as entered on the FMC/CDU "" FIX INFO page. Can appear with Is other special map symbots (e.g., VOR, VORTAC, airport or waypoint, etc.) if stored in the FMC data base. SYMBOLOGY 14.30.19 OPERATIONSMANUAL SYMBOL(S) ,--- 8)* y ,,' \ / i ABC ' ' APPLICABLE REMARKS MODE(S) reference radiat is displayed for each downtrack "" bearing entered on the FMC/CDU CTI A fix SELECTED FIX RADIAL (G) FIX INFO page. SELECTED FIX DMECIRCLE (G) ,,' --- DATA NAME/(COLOR) A DMEreference circle is displayed for each distance entered on the FMC/CDUFIX INFO 40 page. as a fixed size holding if selected range is greater than 80 NM. A scaled representation of the holding pattern is displayed when the selected range is 80 NM or less and the airplane is within 3 min. of the holding fix. Appears pattern HOLDINGPATTERN ACTIVE (M) MODIFICATION (W) INACTIVE (C) WEATHERRADAR RETURNS(G, Y, R, M) N When either as Selected weather radar returns are displayed. The most intense precipitation areas are displayed in red; less intensities, and yettow; lowest intensities, green. Areas of turbulence associated with precipitation are displayed in magenta. "1e as Range "" 14.30.20 EHSI is multicolored N RANGEARCS (W) WXRswitch to the ON position, OXpanded arcs are displayed in the rose VOR/ILS and NAV modes when the Weather Radar is ON. Range arcs are displayed in the MAPmode with or without the WXR Switch ON. Switch SYMBOLOGY 401 MAY 15/88 OPERATIONSMANUAL TRACKor HEADINGFLAG Track - CROSSTRACKDEVIATION FLAG of the FMCor ANICDU Indicates failure or heading data has failed. - deviation crosstrack here if data. (Displayed the FULL NAV mode is selected). VOR, LOC FLAG Indicates failure of the EHSI VORor (Displayed here if the FULL LOC display. VOR/ILS mode is selected). - UNABL£ REQDNAV PERF-RNP LOC --- -- MAP FLAG Indicates - failure of associated FMC (Displayed map display. if CTR MAP mode is selected). generated ss here DATA VOR FLAG Indicates failure of a VOR display on the EHSI. (Displayed here if the MAP or CTR MAPmode is selected and the VOR/ADF Map Switch is on). - xnc VERTICALTRACKFLAG (typical location) failure of the FMCvertical Indicates PILOTS PANELS - - track data. EXCESS DATA ANNUNCIATION Refresh rate of MAP display has dropped below limit. Display may flicker at Lower refresh rates• SYMBOL GENERATOR FAIL ANNUNCIATION Indicates failure of the symbol SG FAIL - - generator. ]>-NAV ADVISORY MESSAGE UNABLEREGD NAV PERF-RNP - MAP FLAG Indicates that FMC actual navigation performance is not sufficient the current for special RNP. (Displayed here if the MAPor CTR MAP mode is selected). - (Displayed here if MAP mode is selected). CROSSTRACKDEVIATIONFLAG (Displayed here if the EXP NAVmode is - selected). VOR, LOC FLAG Mili: ALL flags and annunciations are shown in yellow color. - (Displayed here if the EXP VORIILS mode is selected). 2:> As installed EHSI SYSTEM FAILURE FLAGS AND ANNUNCIATIONS AUG 19/94 14.30.21 OPERATIONSMANUAL fAN UNC A IONStwo lines) r / WXR FAIL - weather radar Indicates has failed (no weather data displayed). WXR Indicates WEAK calibration - WXR - weather Indicates stabilization ATT radar fault. Loss of attitude for antenna. WXR Indicates antenna STAB stabilization is off. - xxxxxxxxxx xxxxxxxxxx xxxxxxxxxxxxxxxxxxxxxxxxxx WXR Indicates Loss of display DSPY unit cooling or an overheat condition of the HSI. Weather radar display is - blanked. ' RANGEDISAGREEMENT ANNUNCIATIONS PILOTS PANELS MAP/WXRRANGEDISAGREE Indicates selected range on the EFIS than the Control Panet is different MAP and WXR display range. - MAP RANGEDISAGREE - Indicates selected range on the EFIS than the Control Panet is different MAPdisplay range. WXRRANGEDISAGREE Indicates selected range on the EFIS than the Control Panel is different - WXR display range. and annunciations are shown in yellow color. NOTE: ALL flags EHSI 14.30.22 SYSTEM FAILURE FLAGS AND ANNUNCIATIONS 413 JAN 26/94 OPERATIONSMANUAL ELECTRONICFLIGHT INSTRUMENT (EFI) TRANSFERSWITCH Provides - BOTH ON1 a means of manually switching Symbol Generator one of the Symbot Generators to the operating EFI Should BOTH ON2 Ý81L Of ÌO inOperative NORMAL POStOre One Or 5000 displays. FORWARDOVERHEADPANEL INSTRUMENT TRANSFERSWITCH LIGHT (amber) One or both of the instrument transfer switches (EFI or IRS) has been moved out of the normal ILLUMINATED INSTR SWITCH - . ·position. CAPT INSTRUMENTPANEL F/0 INSTRUMENTPANEL REMOTE LIGHT SENSOR - INSTRUMENT GLARE SHIELD Provides automatic adjustment of EADI and EHSI display brightness as a function of ambient light coming through the associate forward window. (2) INTEGRAL LIGHT SENSORS EADI EHSI - automatic control of EADI and brightness as function of ambient light striking the face of the display units. Provide EHSI display CAPT INSTRUMENTPANEL FIO INSTRUMENT PANEL EFI 407 JAN 26/94 TRANSFER SWITCH AND EFIS LIGHT SENSORS 14.30.23 FFFING FF F OPERATIONSMANUAL and Annunciation SYSTEM DESCRIPTION EFIS Faiture ELECTRONIC FLIGHT INSTRUMENT SYSTEM In addition to the normat EFIS faiture various displays, flags, or indications annunciations, displayed on be the EADI or EHSI. may Generat Flight System The Electronic Instrument (EFIS) consists of two Symbot Generators (SGs), two Control Panels Director (CPs), two Electronic Attitude Indicators (EADIs or ADIs), two ELectronic Horizontal Situation Indicators (EHSIs or HSIs) and ambient Light sensing units. The EFIS utilizes information provided of by a variety systems to generate aircraft the appropriate visual presentations on the EHSI and EADI. primarily Data relating to navigation is provided by aircraft systems such as the navigation radios, FLight Management Computer (FMC), Alternate Navigation ControL DispLay Units (ANICDUs), and the Inertial Reference Systems (IRSs). Data to automatic flight relating primarity is provided by the Flight Control Computers (FCCs), the Autothrottle (A/T), and the FMC. Data which is used to display current aircraft state information is provided by the Air Data Computers (ADCs) and the IRSs. Automatic adjustment of the display for each display intensity unit is provided by the ambient Light sensing units. FLight crew control of the EFIS displays is accomplished by positioning the various controts on the respective EFIS Control Panets to the desired Flaas faiture The Location of the different in flags and annunciations is depicted the EADI and EHSI SYSTEM FAILURE FLAGS in AND ANNUNCIATIONSfigures included the EFIS controls and indicators section. Not aLL EFIS dispLays will be reptaced if by a failure fLag or annunciation the signal from the sending unit has In these instances, failure is failed. indicated by removal of the data or the of the display. affected portions Bûli: The EFIS displays VHF NAV receiver respond to a failure by magenta removing the associated deviation bar and/or pointer. In response to an ADF receiver the associated display failure, symbols (ADF pointers or are removed from the vectors) EHSI. settings. I 401.2 JUL 22/92 14.40.01 OPERATIONSMANUAL ELECTRONIC FLIGHT INSTRUMENT SYSTEM (Cont) EFIS SYmbot Generator Two Symbol Generators form the heart of the EFIS. The S6s receive inputs from various aircraft systems. The SGs respond to these inputs and then generate the proper visuat displays for EADI and EHSI. the respective EFIS Control Panets Electrical Power Instrument The Electronic System Flight The operates on 115 vott AC power. Captain's EFIS is powered by the 115V AC Transfer Bus No. 1. The First Officer's EFIS is powered by the 115V Bus No. 2. With Loss of AC Transfer generators, the Captain's all airpLane EFIS are and the First Officer's inoperative. The Standby Instruments provide a backup source of information in the event that both EFIS are inoperative. Each SG is connected to an EFIS Control Panet. EFIS Using the respective Control Panet, crew member can a flight setect the EHSI display mode, the EHSI display options, the EHSI display range, the EADI decision height reference, and the EHSI weather radar display option. The EFIS Control Panets aLso aLLow the flight crew to adjust the EADI, EHSI, and Weather Radar display brightness Levels. 401 14.40.02 MAY 15/88 OPERATIONSMANUAL CRAL CE S -+ - LIGHTING SENSOR ' I I I REMOTE LIGHTING SENSOR REMOTE - I I --- I l \ I I INTEGRAL CAPT * F/0 EHSI GHRS EHSI SE I I I I I as I l •• CAPT EFIS CONTROL PANEL WEATHER ------da RADAR R/T ------ SYMBOL GENERATOR NO. 1 L- -- F/0 EFIS CONTROLPANEL SYMBOL GENERATOR FLIGHT MANAGEMENT NO. 2 COMPUTER • • ADF • • • • • • • • • • VOR 1,2 DME1,2 LOC 1,2 • ANICDU-L 1,2 SWC 1 ADC 1 LRRA 1 GIS 1,2 FCC A,B IRS L,R MCP A/T DISCRETES I -- ! I • -a DME 1,2 • LOC 1,2 • ADF • • AN/CDU-R • • • ------·VIDEO SIGNAL AUTOMATIC BRIGHTNESSCONTROL MANUAL BRIGHTNESSCONTROLS VOR 1,2 • • 1,2 SWC 2 ADC 2 LRRA 2 GIS 1,2 FCC A,B IRS L,R • MCP • A/T DISCRETES • EFIS INTEGRATION 00LAGRAM 401.2 MAY 15/88 14.40.03 OPERATIONSMANUAL ELECTRONIC ATTITUDE DIRECTOR INDICATOR Generat The EADI presents conventional EADI displays for attitude (pitch and rott), director flight commands, Localizer deviation and gLidesLope deviation. In the EADI displays information addition, to AutofLight System mode reLating airplane speed (VMO/MMO, annunciations, minimum speeds, CAS, placards, V1, VR, Pitch Limit, etc.), Mach, Ground Speed, Radio Height ALert, Decision Height, and Radio Altitude. Attitude Disotav attitude is provided by L IRS; F/0's EADI The IRSs pitch and rott R IRS). attitude information is valid through 360 degrees of rotation in each axis. Airplane the IRSs (Capt's data EADI - - Mode Annunciations Mode annunciations for the A/T and the AFDS are displayed at the top of the EADI displays. A detailed description of the various autoflight mode annunciations and their meanings is contained in Chapter 7. F/D Commands Flight Director guidance commands from the selected FCC are displayed via the split-axis flight director command bars (pitch and roll commands are displayed independently). Glideslooe and Localizer Deviation Disotavs and Localizer deviation appear when a Localizer frequency is tuned on the associated VHF NAV receiver. A valid signal is required before the deviation pointer is displayed. Glidestope scates The normal one degree deviation localizer deviation scale is per dot. When the course is approximately 5/8 degree deviation (5/8 dot) and VORILOC is engaged, the scate automaticaLLy 1/2 degree expands to indicate deviation The scale remains per dot. expanded until after or Landing rottout on a go-around with radio attitude greater than 200 feet. On a backcourse approach, the symbot of the generator reverses the potarity Localizer deviation pointer on the occurs when the EADI. The reversal airplane track differs from setected MCP course by more than 90 degrees. is set in Thus, when the frontcourse the EADI and the MCP course dispLay, display witL EHSI course deviation and a agree on both a frontcourse backcourse approach. the Additionally, glidestope scale is not displayed for a backcourse ILS Deviation approach. Warnina the ILS deviation monitoring alerts crew of excessive LOC or GIS fLight deviations. This alerting function is operative during single or duat A/P channel ILS approach. The aLerting system is armed when the airplane descends below 1500 feet radio altitude (RA) with the LOC and G/S captured. If or the FIO's LOC the Captain's deviation exceeds one-half dot expanded scale (one-fourth dot standard scate), the respective LOC Scale changes color from white to yellow and the miniature runway stem flashes. If the Captain's or F/0's G/S deviation the exceeds one dot deviation, color from changes respective G/S scate Pointer to yellow GIS white and the flashes. will GIS deviation alerting be initiated below 100 feet not RA, but continues to operate below this altitude if the alert was triggered prior to descent below 100 feet RA. Each pilot's system self-tests alerting upon becoming armed at 1500 feet RA. This self-test generates a two-second and deviation GIS display LOC alerting each EADI. on 405 14.40.04 JUL 22/92 OPERATIONSMANUAL ELECTRONICATTITUDE DIRECTOR INDICATOR (Cont) Rising Runway SYmbot The Rising Runway Symbol is an integral part of the LOC deviation and display, is positioned at the top of the LOC deviation pointer. The Rising Runway Symbot is displayed in addition to the digital radio attitude display and gives an additional cue to the flight crew of the airplane's close proximity to the ground as the airplane descends below 200 feet radio attitude. FuLL scate, vertical movement of the rising the Last 200 feet of runway represents radio altitude. Zero feet radio altitude is indicated as the top of the Rising to the base Runway Symbot rises of the Airplane Symbot. The requirements for display of the Rising Runway Symbot are as fottows: - - - Valid Valid Radio feet. ILS/LOC frequency setected. radio altitude data. altitude Less than 2500 If any of the above conditions are not the Rising Symbot is met, Runway not displayed. Pitch/Rott Comoarator Radio Attitude and Decision is Less than 2500 When radio aLtitude display of radio a digitaL feet, altitude is depicted in the lower right-hand corner of the EADI. At aLL other times, the digitaL radio attitude is blanked. display decision height has a positive EFIS been selected on the respective Control the Letters "DH" and the Panet, decision height are displayed just radio attitude above the digitat EADI. display of the associated When When descending through the selected occurs which reptaces DH, a DH alert the green "DH" Letters and decision height with a Large, yeLLow "DH" that flashes then remains momentarily, At the same time the DH steady yellow. alert is triggered, the digitaL radio altitude display also changes from white to yellow. The DH alert is reset occurs: following - - A yellow "PITCH" or "ROLL" alerting annunciation is displayed on both EADIs if either symbot generator detects a difference of more than 3 degrees between the Captain's and F/0's pitch or roLL displays. The "PITCH" or "ROLL" annunciations flash for 10 seconds then remain steady. A short time delay is incorporated to minimize nuisance annunciations. 411 JUL 23/93 Digitat Height - if any one of the The DH Reset Switch on the EFIS Control Panet is pressed. increases to The radio attitude +75 DH feet. The radio attitude is equal to zero touchdown). feet (i.e. during BRIE: Following an electrical power interruption, the DH value to 200 feet. defaults Radio Heiaht Alert The radio height alert is triggered when the airplane descends below 2500 feet AGL. The alert is turned off when the airplane continues to descend below 500 feet AGL, or after pressing the Decision Height Reset Switch on the EFIS Control Panet. 14.40.05 OPERATIONSMANUAL In a rapid puLL up, the pitch attitude may exceed the Pitch Limit Symbot of time for a brief period indication the stick shaker without initiating warning. ELECTRONICATTITUDE DIRECTOR INDICATOR (Cont) Mach Disotav current Mach number from the respective Air Data Computer (ADC) is dispLayed if the following are satisfied: The - - Accelerating greater than Decelerating above .40 Mach is equat - to or Airplane .40 - the stick With a Light weight airplane shaker may be activated by the Low speed Limit Logic of the Stall Warning computer even though the Pitch Limit slightly above the Symbot is positioned Mach previously greater and is still Soeed Symbot. Tane DisoLOY than Tape Display consists of a to scale which moves relative pointer. a fixed airspeed reference The pointer contains a roLLing digit Various readout of current airspeed. symbols related to airplane performance are positioned An on the Speed Tape. Speed Tape explanation of the various Symbots foLLows. The Speed .38. graduated Ground Soeed Disotav presentation A digitaL of the current ground speed is displayed. The ground speed data is received from the FMC or the IRS with the FMC being the primary source. The numeric range is from 0 knots to 999 knots. Speed Tape Scale Pitch Limit Symbot The position of the Pitch Limit Symbol is a function of the Stall Warning Computer. The Pitch Limit Symbot appears any time the flaps are extended (i.e., positions 1 through 40). 84 knots is A range of approximately displayed. Numbers are placed on the from 40 knots tape at 20-knot interval The Speed Tape scale to 420 knots. scrolls up and down and current airspeed is indicated by the Digital Readout. During takeoff, the Pitch Limit Symbot is fixed at 15 degrees pitch attitude until the stall warning computer commands a value greater than 15 degrees (at approximately 100 knots). Above this speed, the position of the Pitch Limit symbol is a function of the various inputs to the StaLL Warning Computer and is Limited to a maximum of 30 degrees of pitch. the Pitch Limit Symbol is so that stick shaker witL coincide with a pitch activation attitude equal to the pitch Limit symbol indication. In general, programmed 14.40.06 Digital Readout of the current airspeed is Located within pointer. the fixed airspeed reference "rolls" The units digit continuously based on the current fractional unit airspeed to value of the calibrated digit readout of a emulate the rotting conventional electrical/mechanical airspeed indicator. A digital readout calibrated 401 MAY15/88 OPERATIONSMANUAL ELECTRONIC ATTITUDE DIRECTOR INDICATOR (Cont) Trend Airspeed Arrow arrow of variable A green points Length to the predicted airspeed the airplane witL achieve within next 10 seconds. This based on the present airspeed acceleration. which that the prediction airspeed is and The Airspeed is not dispLayed its untess magnitude is greater than 4 knots. The Airspeed Trend Arrow is removed when its magnitude becomes Less than 3 knots. Trend Arrow Command Speed as a magenta, Displayed doubLe-Line the speed tape scaLe if the command speed is within the cursor Located displayed Max Operating Speed Placards) Gear/Flap (VMO/MMOor Represented by the high speed red and black barber pote. The position of the maximum operating speed symbot is a function of data supplied to the symbol generator from the stall warning computer. The maximum operating speed is the Lower of the gear-extended placard speed, the flaps-extended placard speed, Margin climbs to attitudes As the airplane above 25,000 feet, the yellow bar begins to extend to give an indication of the speed that would provide a .3G At Lower to high speed buffet margin. the VM0/MMOspeed is more attitudes, and the High Speed Buffet Limiting Limit Symbot is no Longer visible. Since the staLL warning computer uses FMC gross weight to calculate the high speed buffet margin speed, this dispLay if the FMC is is not available inoperative or unable to compute gross weight. Next Flap Placard Speed on Speed Tape range. Displayed as the numerical equivalent, above or below the Speed Tape Scale, if the command speed is not within the currentLy Speed Tape range. dispLayed The indicated command speed is equivalent to the selected speed on the MCP or to the FMC command speed, whichever is applicable. currently Speed Buffet The High Speed Buffet Margin is represented by the bottom of a hollow from the bottom yeLLow bar that extends of the VMO/MMOsymbot at high attitude. (cont) Soeed Taoe Disotav High or VMO/MMO. The same symbot is used to represent this speed as is used to represent high speed buffet margin. If the airplane is in the air, and flaps are Lowered, the hollow yellow bar extends from the high speed end of the Speed Tape. The end of the hollow yellow bar now represents the placard speed for the normat flap position. Next FLap Placard speeds are displayed only for those flap positions that would be used during an approach and normally symbol Landing. The Next Flap Placard is blanked when current flap position equals the selected Landing flap Daxt configuration on the FMC/CDU APPROACH or when the flaps are being REF page retracted. Flaps-Up Maneuvering Speed green circle on This speed is an output of the statt warning computer and is based on the actual gross weight as computed by the FMC. It represents the best airspeed (climb or driftdown) for an airplane in the clean configuration. This function is not enabled until flaps are up. Indicated by a smatt, the Speed Tape. 401 MAY 15/88 14.40.07 OPERATIONSMANUAL ELECTRONICATTITUDE DIRECTOR INDICATOR (Cont) VREF (reference) The Tane SDeed V1 (decision) DisotaY "-R" page (COnt) Speed V1 speed is depicted by a green "-1" located opposite the V1 speed on the speed tape if the Vi speed is within the displayed range. If the selected V1 speed is not within the displayed range, a green "V1" with the numeric value of the V1 speed is displayed at the high speed end of the speed tape. Before the V1 speed is dispLayed speed tape, the correct the the pitot must first on the enter pad on the scratch and then Line speed to the V1 prompt speed in FMC/CDU TAKEOFF page select this Line. VR (rotation) Speed VR speed is depicted by a green "-R" Located opposite the rotation speed if the rotation speed is within the displayed range. The "-R" symbot is bLanked if the rotation speed is not within the displayed range. Before the VR speed is displayed on the speed tape, the pilot must first enter the correct speed in the scratch pad on the FMC/CDUTAKEOFF page and then Line select this value to the VR prompt Line. 14.40.08 Vref Speed speed is represented Symbot. displays by the The FMC/CDUAPPROACHREF Vref speed based on the current gross weight for three Landing The flight crew may flap settings. select the FMC computed speed or enter another value into the manually corresponding field to the desired This speed Landing fLap configuration. wiLL then be transmitted by the FMC and witt display the the symbot generator "-R" symbot opposite that speed on the speed tape. gûli: The FMC updates the computed Vref speeds (smaLL-size characters) as fuet is burned off based on fuel totalizer A Vref value does not inputs. update once it has been selected for transmission to the speed tape. crew manually If the flight inserts a gross weight on the APPROACH REF page, the FMC computed Vref speeds will be based solely on the manually entered gross weight as Long as the APPROACHREF page remains in view. A manuaLLy entered gross weight is not updated as fuel is burned off. 401 JUL 07/94 OPERATIONSMANUAL ELECTRONIC ATTITUDE DIRECTOR INDICATOR (Cont) Stick Speed Represented by the end of the Low speed black striped barber pote. and red (cont) Soeed Taoe Disotav Shaker the airspeed at speed represents the angte of airflow vanes witL activate the sticker shaker warning. shaker airspeed The source of the stick computer. The is the stall warning the effects of display will reflect the flight spoiters. extending This Minimum which Speed FLap Retraction by a green "-F" on the right side of the speed tape. This speed is computed by the stalt warning computer. It represents the speed that wiLL provide the minimum maneuver speed (depicted by the end of the Low speed yeLLow bar) for the next normal fLap position (i.e., flap positions 5, 1, or UP only). The dispLay witL respond to the effects of extending the flight Indicated spoilers. Minimum Speed Maneuvering Represented by the end of the Low speed hollow yellow is bar. If the airplane at Low altitude, and is flown at this speed, a .3G maneuver margin to stick shaker is provided. This would attou for a 40-degree bank turn white maneuvering in Levet flight. the airplane is at high attitude, flown at the minimum maneuver a .3G maneuver margin to Low buffet is provided as opposed to to stick shaker margin. Since the Statt Warning Computer uses FMC gross weight to calculate the minimum this maneuver speed at high altitudes, symbot is not displayed at high altitude if the FMCgross weight is not If and is speed, speed a .3G available. The display extending 401 NOV 01/88 will reflect the flight the effect of spoilers. 14.40.09 OPERATIONSMANUAL ELECTRONIC HORIZONTAL SITUATION INDICATOR EFIS Control Panet The EFIS Control selection General an electronically Each EHSI presents color of conventional HSI navigation data (VOR/ILS and NAV modes). Each EHSI is also capable of displaying the airplane's flight progress on a plan view map (MAP and CTR MAP modes), or the airplane's fLight plan on a pLan view map oriented to true north (PLAN mode). generated display operation in the FULL NAV, Excluding FULL VORIILS, and PLAN modes, each EHSI also serves as a weather radar display when the WXRSwitch on the respective EFIS Controt Panet is ON. of the display brightness, range, ( ON or OFF and radar display brightness), and MAP data options. normal operation, each During panet controts the display for the respective EHSI. display weather display The seLectable display modes are FULL rose NAVIGATION (FULL NAV), FULL VORIILS, EXPANDEDNAVIGATION(EXP NAV), EXPANDEDVOR/ILS, MAP, CENTER MAP (CTR MAP), and PLAN. *FULL and EXP NAV Modes normat operation, each EHSI from its own receives information symbot generator. Each symbot generator receives data from a variety of aircraft systems to support the EHSI displays. Orientation Disotav The various displays on the EHSI are oriented in one of two ways, either "heading-up" or "track-up". With "heading-up" all dispLayed orientation, to aircraft data is referenced heading as shown at the twelve o'clock position on the compass rose. With "track-up" alt displayed orientation, data is referenced to aircraft at the twelve o'clock compass rose. track as shown position on the normal heading to each During reference operation, data is supplied from the respective IRS. mode is used when a display of FMC or ANICDU course deviation is desired. The navigation conventional During provide EHSI display mode, Panets navigation to the conventional FMC or data displayed, also displays distance to the active waypoint, active waypoint ETA's or ETE's, ADF bearing identifier, pointers (if an ADF bearing is being wind direction and received), magnitude, and system source annunciation. In addition AN/CDU course the NAV mode deviation The NAV mode may be displayed with a or FULL compass rose, conventionat, with a simplified, EXPANDEDcompass rose format. The NAV mode display oriented display. is a "track-up" EHSI * As installed Track reference data is supplied by the ANICDU. If the FMC or by the selected FMC track data should become track data is automatically unreliabte, supplied by the respective IRS. I 14.40.10 415.1 AUS 19/94 OPERATIONSMANUAL ELECTRONICHORIZONTALSITUATION INDICATOR (Cont) CTR MAP Mode The FULL and EXP VOR/ILS Modes data that The VORIILS mode is useful when VHF radio tracking or referencing signals using a VHF navigation navigation receiver. The VOR/ILS mode course deviation using displays EHSI presentations. conventional In addition to the conventional navigation data displayed, the VOR/ILS mode also displays DMEdistance to the ADF bearing pointers (if an ADF navaid, is being received), wind bearing and velocity, system source direction and selected frequency annunciation, if in auto tune mode). (not dispLayed The VOR/ILS mode may be displayed with FULL compass rose, or a conventional, EXPANDEDcompass with a simpLified, rose format. is a The VOR/ILS mode display "heading-up" oriented display. the same CENTER MAP mode provides as the MAP mode with the exception Symbot is Located at the Airplane the center of the display so that map is within the data behind the airplane viewing area. PLAN Mode which The PLAN mode is a map display pLan may be used to view an FMC flight in total for a short route, either for a route, or waypoint-by-waypoint is Longer route. The PLAN mode display oriented Weather to Radar True North. Disotav Display of Weather Radar Returns on the EHSI is enabled or disabled by the WXR EFIS Controt Switch on the respective can be displayed Panet. Radar Returns in att EHSI modes except the FULL NAV, A more FULL VOR/ILS and PLAN modes. detailed discussion of Weather Radar 19. operation is contained in Chapter MAP Mode The MAP mode displays a plan view of position relative the airplane's to the FMC flight plan and/or FMC data base waypoints and navaids. The FMC fLight plan and/or FMC data base waypoints and navaids and other map symbots are dispLayed on the map background. The map background moves relative to the fixed airplane symbot. DispLayed information includes airplane heading; airplane track; route of flight; curved trend vector(s); range to altitude; wind direction and velocity; distances; ETA's; attitude FMC constraints; database airports, waypoints; navaids, VOR/ADF bearing Radar displays. The map display oriented MAY15/88 radials; is a and Weather "track-up" display. 14.40.11 OPERATIONSMANUAL INSTRUMENT TRANSFER SWITCHING LIGHT SENSING AND BRIGHTNESS CONTROL During normat EFIS Displays There are two sets of ambient Light adjust the sensors that automaticatly brightness of the EADI and EHSI and F/0's Displays. The Captain's adjusted. displays are independently Located on Two remote Light sensors, adjust the instrument gLare shieLd, of the associated EADI and brightness of Light coming EHSI as a function operation, each pilot's IRS independent (SG) inputs. The and symbot generator switching schematic illustrates the instrument transfer switching Logic in the event an IRS or SG faiture causes Loss of data to one pilot. Other related instrument transfer switching in Chapter 19. is discussed utilize through the forward The EFI Transfer Switch determines the and F/0's SG source for the Captain's EADI and EHSI Displays. With the EFI Switch in the NORMALposition, Transfer the No. 1 SG provides display symbots for the Captain's EFIS Displays, and the No. 2 SG provides display symbots for the F/0's EFIS dispLays. If the EFI Transfer Switch is in the BOTH ON 1 position, both sets of displays utilize symbols provided by the No. 1 SG and the No. 2 SG is turned off. If the EFI Switch is in the BOTH ON 2 Transfer position, both sets of displays utilize symbols provided by the No. 2 SG and the No. 1 SG is turned off. windows. Two integrat Light sensors, Located in the (one EADI and EHSI instrument bezels work in parattet to per display unit), adjust the brightness of the EADI and EHSI Displays of ambient as a function Light shining on the face of either Manual adjustment of the display. above and below the display brightness, Levet set by the automatic brightness system, is accomplished by adjusting controls the brightness associated EFIS Controt on the Panel. Switch selects the IRS inputs to the respective systems SG as weLL as to other airplane (see Chapter 19). With the IRS Transfer Switch in the NORMALposition, the Left IRS provides inputs to the No. 1 SG and the right IRS provides inputs to the No. 2 SG. If the IRS Transfer Switch is positioned to BOTH data to ON L, the left IRS provides Switch both SGs. If the IRS Transfer is positioned to BOTH ON R, the right IRS provides data to both SGs. The IRS Transfer that supplies 8212: If the EFI Transfer Switch is repositioned with one or more the autopilots engaged, autopilot(s) witL automaticatty disengage. The autopilot(s) may be re-engaged at the discretion of the pilot. 401 14.40.12 JUL 23/93 OPERATIONSMANUAL / CAPT EADI k F/0 EADI CAPT RDMI F/0 RDMI CAPT CAPT V/S F/0 EHSI EHSI F/0 VIS EFI BOTH ON 2 BOTH ON 1 NORMAL BOTH ON 1 BOTH ON 2 I NORMAL CAPT EFIS CONTROL PANEL -W NO. 2 EFIS SYMBOL * NO. 1 EFIS SYMBOL GENERATOR F/0 EFIS CONTROL PANEL GENERATOR IRS BOTH ON R BOTH ON L NORMAL I BOTH4_ ON L ALIGN OFF ____ NORMAL NAV OFF L EFI/IRS 403 NOV 01/89 IRS ON R D ALIGN AT BOTH __4 NAV A T R TRANSFER SWITCHING SCHEMATIC 14.40.13 OPERATIONSMANUAL CHAPTER 15 FUEL PAGE TABLE OF CONTENTS. . . . . SYSTEMDESCRIPTION GENERAL. FUEL PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.00.01 . . . . . . . . .01 . . .03 . . . . . . . . . . . . . . . . . . . . 15.10.01 . . . . . . . . . . . . . . . . . . . . . . .04 . . . . . . . . . . . . . . . . . . . . . . . .05 15.20.01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 FUEL FEED. CENTERTANK SCAVENGEJET PUMP. FUEL VENT SYSTEM FUEL TEMPERATURE APU FUEL FEED. FUELING/DEFUELINGIGROUND TRANSFER. FUEL SCHEMATIC TANK CAPACITY. . . . . 403 DEC 20/91 . . CONTROLSAND INDICATORS. FUEL CONTROLPANEL FUEL QUANTITY INDICATORS EXTERNAL FUELING PANEL FUEL MEASURINGSTICK . . . . . . . . . . . . . . . . . . . . . . . . . . . . .01 . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . .02 . . . . . . . . . . . . . . . . . . . . . . . . . . .03 . . . . . . . . . . . . . . . . . . . . . . . . . . .04 15.00.01 FF F FBFINB OPERATIONSMANUAL FUEL TEMPERATURE INDICATOR - FUELVÆVE CLOSED FUELVRVE. CLOSED fuel temperature in the Indicates No. 1 .. tank. +20 -20 40 ) +4o x" FUEL VALVECLOSEDLIGHT (blue) EXTINGUISHED The engine fuel - FILTER BYPASS FILTER BYPASS VALVE SPEN CROSS FEED' \ LOW ValVe iS shutoff open. ILLUMINATED(bright) shutoff valve is in - The engine fuel transit. ILLUMINATED(dim) The engine shutoff valve is closed. - fuel LOW PRESSURE PRESSURE FUEL PUMPS L \ FILTER BYPASSLIGHT (amber) R CTR LOW LOW PRESSURE PRESSURE AFT FWD OFF ON 1 LOW LOM PRESSURE PRESSURE FWD FUEL PUMPS Indicates impending fuet bypass due to a contaminated ILLUMINATED filter filter. - AFT OFF CROSSFEED VALVEOPEN LIGHT ON EXTINGUISHED The crossfeed - (blue) valve is closed. 2 ILLUMINATED(bright) - The crossfeed valve is in transit. FORWARD OVERHEADPANEL 8 IE: ILLUMINATED(dim) is open. - The crossfeed valve Blue lights indicate either valve position, valve in transit, or valve and control switch in disagreement. 402 MAY15/88 FUEL CONTROL FLANEL 15.10.01 FF F FFFINB OPERATIONSMANUAL CROSSFEED SELECTOR FUEL VALVE FUEL VALVE CLOSED CLOSED 0 -20 FUEL TEMP I - the fuel crossfeed valve. Connects the engine No. 1 and COntrols +20 4° OPEN ''° - fuel feed No. 2 lines. °c FILTER BYPASS VALVE CENTERTANK FUEL PUMP LOWPRESSURE LIGHT FILTER BYPASS OPEN (amber) , CROSS FEED ILLUMINATED Fuel pump output pressure is Lowand the Fuel Pump Switch is ON. ,7 - EXTINGUISHED PRELSSURE PREL!SURE iS ON , CTR OFF Fuel pump output pressure the Fuel Pump Switch is R L LOW PRESSURE PRESSURE or normal, OFF. FUEL PUMPS LOW - MAIN TANK FUEL PUMPLOWPRESSURELIGHT (amber) LOW LOW PRESSURE PRESSURE ILLUMINATED Fuel pump output - , o the et m pressure itchpr ss EX N ' FUEL PUMP SWITCH ON - Activates the fuel pump. FORWARDOVERHEADPANEL M IR: Two LOWPRESSURELights illuminated in the same tank will illuminate the MASTERCAUTION and FUEL annunciator Lights. One LOWPRESSURE Light will cause the MASTER CAUTION and FUEL annunciator lights to illuminate on MASTERCAUTION Light recall. PANEL FUEL CONTROL 15.10.02 402 JUN 14/91 FF F FFFINN OPERATIONSMANUAL FUEL QUANTITY TEST SWITCH PRESS Indicator test Normal Supplementary Chapter 2. - %-" (3) BOO X- 2900 in FUEL QUANTITYINDICATOR usable fuel in the respective Indicates - .9 is described Procedures, tank. Accuracy - ..94, is ±2 1/2% of futt scale reading. x Standby AC power is required. Indications may be displayed - - in pounds or kilograms. CENTERINSTRUMENTPANEL ERRORINDICATOR with associated error codes occurs. a malfunction only. Used for maintenance purposes ERR - Appears whenever - 5 E FUEL QUANTITY INDICATORS 410.2 JUL 23/93 15.10.03 OPERATIONSMANUAL SOLENOID OVERRIDE(red) operated opens the solenoid Mechanically valve. The fuel valve opens if fuel pressure is available. - - \ ] FUELINGVALVE With - -as the Battery ---¯ ------ pressure ----. . opens Switch ON, fuel if energized. the valve, FUELING POWER CONTROL SWITCH The proximity sensor power to the fueling DOORCLOSED - deactivates RIGHT WINGLEADINGEDGE system. DOOROPEN- The fueling system is powered. The panet lights illuminate. - FUELINGVALVEPOSITION LIGHT (blue) EXTINGUISHED The Fueling Valve Switch is in the open position and the associated tank is full. The Fueling Valve Switch is in the closed position. - VALVE POSmm ' UMIS - TEST GAGES& FUELING ILLUMINATED The Fueling Valve Switch is in the open position and the associated tank is not full. - CENTERTANK TANKNo.2 '?ÃS TANK No.1 OPB OPH 0PM CLOSED CLOSED CLOSED . on AUX FUELING POWERCONTROL N FUR FUR -5 - FUR FUELINGVALVESWITCH OPEN - CLOSED -5 the fueling valve. De-energizes the fueling valve. Energizes - TEST GAGES8 FUELINGSWITCH TEST GAGES Checks operation Indicators. Guantity - FUEL QUANTITYINDICATOR - - Indicates quantity. Indications total usable fuel tank or kilograms. may be displayed in pounds of the Fuel the AUXFUELING POWERCONTROL Energizes fueling system if the Fueling Power control Switch faits to activate the system when the door is open. - EXTERNAL FUELING PANEL 15.10.04 411.2 JUL 23/93 FFFINB FF F OPERATIONSMANUAL FUEL MEASURINGSTICK FLOATSTICK "' - ' ja - "' r ;s - tables. - 7.¡ ¡.| Allows a comparison of fuel quantity or weight determined from the floatstick reading with the fuel weight indicated by the Fuel Guantity Indicators. A floatstick reading is obtained by the flexible floatstick withdrawing scale from the tank until the scale "sticks" or "hangs". The floatstick indication is read from the floatstick scale level with the Lower wing skin and corrected for aircraft attitude via conversion/correction - • 409 DEC 20/91 -- Five fuel installed measuring sticks are in each main tank. FUEL MEASURING STICK 15.10.05 OPERATIONSMANUAL SYSTFM DESCRIPTION FUEL FEED GENERAL valves are Located Engine fuet shutoff wing station. at each engine-mounting from The valves are DC motor operated bus. They close the hot battery is contained in three tanks Located within the wings and wing center section. Fuel Main tanks No. 1 and No. 2 are integral With the wing structure. The center tank Lies between the wing roots within the fuselage area. Each tank is equipped with electrical fuet boost pumps which supply fuel engine directly to the respective through the engine fuel shutoff valve or to either or both engines through the fuel crossfeed valve and engine fuel shutoff valve. engine-driven Mechanical fuel also provide suction fuel feed two main tanks. Fuet for APU is normally supplied from the of the fuet manifold. pumps from Engine Fire the respective Switch is puLLed or the Engine Lever is placed to CUTOFF. whenever Warning the operation Left side Start The engine fuel manifoLds are interconnected by use of the crossfeed valve. The valve is DC motor operated The valve from the battery bus. provides fuet to the means of directing both engines from any tank. Check valves are Located throughout the fuet system to ensure the proper direction of fuet flow and to prevent transfer of fuel between tanks. Center tank check valves open at a lower differential pressure than the check valves in main tanks No. 1 and No. 2. This ensures that center tank fuel is used before main tank fuel, even though alt fuel pumps are operating. FUEL PUMPS Each fuel tank contains two AC powered fuet pumps which are fuel cooled and A single generator failure Lubricated. will not affect more than one pump in each tank. Individual pressure sensors monitor the output pressure of each pump. The engine-driven fuel pumps provide suction feed in the event that normal fuet pump operation electrical is not available. The engine pumps draw fuet through bypass valves Located in main tanks No. 1 and No. 2. No bypass valve in the center tank. The is availabLe main tank bypass valves may also be used for suction defueling. 402 DEC 20/91 15.20.01 OPERATIONSMANUAL CENTERTANK SCAVENGEJET PUMP When both Switches center Tank FueL Pump are turned OFF, the fuel FUELINGIDEFUELING/GROUND Rapid TRANSFER is and defueting at the single-point in the right fueLing station fueLing accomplished scavenge shutoff valve opens. This allows fuel pressure from the main tank No. 1 forward pump to operate the pressure wing. station is aLso used The fueling for the ground transfer of fuet between Center tanks. Tank Scavenge Jet Pump, which the remaining center tank fuet to main tank No. 1. After 20 minutes, the fuel scavenge shutoff valve automaticatty closes. transfers FUEL VENT SYSTEM The purpose of the fuet vent system is to prevent damage to the wings due to excessive or buitdup of positive pressures negative inside the fuet tanks and to provide ram air pressure within the tanks. The tanks are vented into surge tanks which vent through a single opening at each wing tip. receptacles Standard overwing fueting for main tanks No. 1 and No. 2 are In the provided for gravity fueling. absence of underwing pressure fueling center tank servicing can facilities, only be accomplished through the ground tank to tank fuel transferring operation. Located valve, The manual defueling outboard of the No. 2 Engine, the engine feed system interconnects station. and the fueting It is opened for defueling and tank to tank transfer operations. FUEL TEMPERATURE A shutoff in main tank No. monitoring of fuel system The temperature indicating power. AC electrical A sensor system is used during fueLing close the fueting in each fuel tank when the tank 1 allows to automatically temperature. valve is full. system uses APU FUEL FEED When AC fuel pumps are operating, fuet for the APU is supplied from the Left side of the fuel manifold. If the AC fuet is fuel pumps are not operating, suction fed from main tank No. 1. 15.20.02 402 DEC 20/91 FF F BRAVB OPERATIONSMANUAL FUELVRVd CLOSED |FUELVALV CLOSED | | 2 -20TE + "o^rLÑ BSis ·¯¯¯¯ --. CONDITION: ENGINES OPERATING ----- FEED CROSS . ----. LOW ' CENTER TANK FEEDING 555555¤ L0s FUEL FEED PRESSUREPRESSURE L LOW PRESSUR R LOW PRESSURE LOW PRESSURE I L0] PRESURE o s UMP " ENGINE FUEL SHUTOFF CROSSFEED ", ", VALVE,," MANUAL ,- VALVE DEFUELING VALVE l FUEL SCAVENGE SHUTOFF FUELING STATION BYPASS VALVE k NO. 1 CENTER APU \, NO. 2 IANK EL , APU BYPASS TO APU VALVE FUEL SCHEMATIC 402 MAY15/89 15.20.03 OPERATIONSMANUAL WEIGHT TANK U.S. GALLONS KGS LBS 1,499 4,590 1,499 4,590 10,118 10,118 CENTERTANK 2,313 7,082 15,613 TOTAL 5,311 16,262 35,849 No. 1 NO. 2 The above figures are approximate amounts of fuel. The appropriate weight and balance control and loading manual gives exact figures for all configurations. Fuel density used - - 3.062 KGIU.S. GALLON 6.75 LB/U.S. GALLON CONVERSION FACTORS U.S. GALLONSX FUEL DENSITY = KILOGRAMSOR POU

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