AIRPLANE GENERAL
EMERGENCY EXIT LIGHTS (AUTO)
Automatically On when DC BUS No. 1 fails OR All AC Power is lost
AIRSTAIRS (Normal) – Needs BOTH AC & DC Power
AIRSTAIRS (Standby) – ONLY DC Power
Oxygen pressure indicator – BATTERY to be in the ON position to show pressure
Oxygen System pressure – 1850 psi
Pressure breathing – Above 27000 feet
PBE (Portable breathing equipment) – Duration 15-20 minutes
Passenger oxygen – 12 to 22 mins (depending on airplane)
Passenger portable oxygen – 120 litres capacity (flow @ 2ltrs/4 ltrs per min)
Cargo doors operation – Only to be operated if winds below 40 knots
Cargo doors – to be shut if winds exceed 60 knots
Cargo compartments – CLASS ‘C’ with blowout panels
Overwing flight locks – During take-off, cruise and landing.
AIR SYSTEMS (PNEUMATICS)
BLEED TRIP OFF – Excessive Temperature or Pressure
TRIP RESET – Resets BLEED,PACK,ZONE TEMP(800) & BLEED,PACK,DUCT(700)
DUCT OVERHEAT – Air Mix valves drive to FULL COLD
ZONE TEMP illuminates – In case of OVERHEAT or failure of BOTH TEMP CONT.
RECIRCULATION FAN LOGIC (700) (On ground or Inflight)
LEFT PACK
RIGHT PACK
RECIRC. FAN
AUTO
AUTO
ON
AUTO
HIGH
OFF
HIGH
AUTO
OFF
HIGH
HIGH
OFF
RECIRCULATION FAN LOGIC (800) ( On ground)
LEFT PACK
RIGHT PACK
LEFT RECIRC FAN
AUTO
AUTO
ON
AUTO
HIGH
ON
HIGH
AUTO
ON
HIGH
HIGH
OFF
RIGHT RECIRC. FAN
ON
ON
ON
ON
RECIRCULATION FAN LOGIC (800) ( Inflight)
LEFT PACK
RIGHT PACK
LEFT RECIRC FAN
AUTO
AUTO
ON
AUTO
HIGH
OFF
HIGH
AUTO
OFF
HIGH
HIGH
OFF
RIGHT RECIRC. FAN
ON
ON
ON
OFF
CABIN ALTITUDE HORN – Sounds at 10,000 feet
HIGH ALT CAB ALT HORN – Resets from 10,000 to 14,000 feet
HIGH altitude – Oxygen Masks deploy at 14,650 feet
Engine bleed air valve – DC activated & pressure operated
APU bleed air valve – DC activated & pressure operated
DUCT PRESSURE TRANSMITTER - AC operated
ISOLATION VALVE – AC operated
AIR SYSTEMS ( AIR CONDITIONING)
PACK – Only ONE PACK from ONE ENGINE
RECIRCULATION FAN – AC Motor
Equipment Cooling Alternate Fan – Light goes off 5 seconds after alternate fan is
selected (If NOT no further action is required inflight)
PACK TEMP CONTROLLER – Pack will continue to operate until excessive
temperature causes the Pack to trip off
TEMP SELECTORS – Temp can be selected between 18 to 30 degrees C
IN SINGLE PACK OPS – With TRIM AIR ON – Same as 2 pack operation
- With TRIM AIR OFF – Avg temp of all 3 zones
ZONE TEMP LIGHT – TRIM AIR valves CLOSE
ZONE switched OFF – Selector setting is ignored
TEMP SELECTORS OFF – LEFT PACK at 24 degrees , RIGHT PACK at 18 degrees
AIR SYSTEMS (PRESSURISATION)
AUTO / ALTN MODE – 2 automatic controllers
MAN MODE – 1 manual controller
Pressurization controlled by – OUTFLOW valve & OVERBOARD EXHAUST valve
MAX DIFF PRESSURE – 9.1 psi ( 2 pressure relief valves)
CABIN PRESSURE CONTROLLER – Controls cabin altitude to 8000’ upto aircraft
altitude of 41,000’
ALL CONTROLLER MODES (AUTO/ALTN/MAN) – USE DC MOTORS
ADIRU’s – Provide data ( Static pressure , corrected and non corrected
barometric altitude and CAS)
AUTO / ALTN MODE – Gets data from Throttle position, SMYD computers & air
ground sensors
AFT CARGO COMP HEATING – Inflight is heated by the exhaust air from the cabin
OVERBOARD EXHAUST VALVE – Normally OPEN on ground & CLOSED inflight
OVERBOARD EXHAUST VALVE – Opens with wither pack in HIGH and
recirculation fan OFF ( helps in smoke removal)
FORWARD CARGO COMP HEATING – Is heated by the exhaust air from the cabin
and exhaust air from the E & E compartment
CRUISE MODE – Starts when aircraft climbs within 0.25 psi of the FLT ALT
DESCEND MODE - Starts when aircraft descends within 0.25 psi of the FLT ALT
DIFF PRESSURE LIMIT – Upto 28000’ – 7.45 psi
- between 28000’ to 37000’ – 7.80 psi
- Above 37000’ – 8.35 psi
AUTO FAIL LIGHT - Loss of DC Power
- Controller fault
- Outflow valve fault
- Excessive diff pressure (> 8.75 psid)
- Excessive ROC (2000 SL feet / min)
- High CAB ALT ( 15800 feet)
MAN MODE – Motor is powered by the DC STANDBY SYSTEM
ANTI ICE & RAIN PROTECTION
Window Heat ON light (GREEN) – Is EXTINGUISHED when switch in OFF, if
OVERHEAT is detected, system failure, system at correct temperature
INT position on wipers – 7 second intermittent
PROBE HEATING – If operating on standby power, the light do not indicate the
system status
COWL ANTI ICE (engine) – AMBER – indicates OVERPRESSURE condition
CAI & WAI (Bright BLUE) – Valve in TRANSIT or valve DISAGREEMENT with
switch position
TAI indication on upper DU – GREEN – Valve OPEN, AMBER – Disagreement of
valve position with switch position
WAI – No AMBER light on overhead panel
WAI Stick Shaker logic (INFLIGHT) – ON – Stick shaker logic is set for icing
conditions and logic remains ON for the remainder of the flight regardless of the
WAI switch position
WAI Stick Shaker logic (ON GROUND) – ON – WAI valves OPEN if thrust on both
engines is below T/O warning setting and temperature is below thermal switch
activation temperature & vice versa
WAI – Switch trips to OFF at liftoff
Flight Deck windows – 1,2,4 and 5 ( 2 glass panes laminated to each side of a
vinyl core)
Flight deck window – 3 ( 2 acrylic panes separated by air)
Forward WINDOW HEAT switch – Heats the 2 forward windows (L1 & R1)
Side WINDOW HEAT switch – Heats nos 2,4 and 5
Incase of OVERAHEAT – Power is AUTOMATICALLY removed from window nos.
1&2
THERMAL switch on window no. 5 – maintains correct temp of win. nos. 4 & 5
THERMAL switch on window no. 3 – maintains correct temp of win. no. 3
When STANDBY POWER is the only source – ONLY CAPT PITOT is heated
Stick Shaker logic for Engine Anti Ice – Returns to NORMAL once switch is
positioned to OFF
WAI - Heats the three inboard slats ONLY
WAI valves – AC motor activated
COMMUNICATIONS
CVR switch – AUTO – CVR on from 1st engine start until 5 minutes after last
engine shutdown
CVR switch – ON – CVR powered until 1st engine start then trips to AUTO
VHF 1 antennae – Upper fuselage
VHF 2 & 3 antennae – Lower fuselage
CVR – 120 minutes
AM – Selects HF AM (Amplitude Modulation)
USB – Selects HF USB (Upper Side band)
FDR – 25 Hours
ELECTRICAL
TR UNIT light – GROUND – A TR unit has failed
INFLIGHT – TR 1 has failed OR TR2 & TR3 have failed
ELEC Light – Illuminated only ON GROUND indicates fault in the DC system or the
STANDBY power system
BAT SWITCH –
IF NORMAL POWER SOURCES ARE AVAILABLE
OFF position – REMOVES POWER from BAT BUS & SWITCHED HOT BAT BUS
IF BAT IS THE ONLY SOURCE OF POWER
OFF position - REMOVES POWER from BAT BUS , SWITCHED HOT BAT BUS, AC
STANDBY BUS / DC STANDBY BUS & STATIC INVERTER
ON position – POWERS the SWITCHED HOT BAT BUS (In case of loss of Normal
power allows switching to the STANDBY POWER system)
DRIVE Light – IDG Low Oil Pressure caused by
IDG failure, ENG shutdown, IDG disconnect due to High Oil Temp / IDG
disconnected through the switch)
STANDBY POWER OFF light – Either or all are unpowered (AC STANDBY BUS / DC
STANDBY BUS / STATIC INVERTER
STANDBY POWER switch (OFF) - AC STANDBY BUS / DC STANDBY BUS / STATIC
INVERTER are not powered
STANDBY POWER switch (BAT) – AC STANDBY BUS powered by the BATT
through the INVERTER
DC STANDBY BUS & BAT BUS powered by the BATT
STANDBY POWER switch (AUTO) –
IF ALL TRANSFER BUSSES ARE POWERED
AC STANDBY BUS powered by AC TRANSFER BUS # 1
DC STANDBY BUS powered by TR1 OR TR2 & TR 3
SOURCE OFF – No source has been selected MANUALLY to power the related
transfer bus. OR a MANUALLY selected source has been disconnected
GEN OFF BUS LIGHT – IDG not supplying the related transfer bus
BUS TRANSFER SWITCH (AUTO) – Powers the AC transfer busses from any IDG or
EXTERNAL POWER
BUS TRANSFER SWITCH (OFF) – Isolates AC transfer Bus # 1 from AC transfer Bus
# 2.
If one IDG is supplying power to both AC transfer busses, isolates DC BUS # 1 from
DC BUS # 2
IDG – 115 volt, 400 cycles AC power
DC Power – TR UNITS , BATTERY and BATTERY CHARGER
BATTERY – Back up for AC & DC power systems
APU – Can power both transfer busses on Ground and in Air
If APU is the only source of power it meets electrical requirement for ALL ground
conditions and MOST flight conditions
GROUND SERVICE switch (Attendant Panel ) – Can be overridden when both AC
transfer busses are powered
AC TRANSFER BUS # 1 – MAIN BUS # 1, GALLEY BUS C & D, GROUND SERVICE
BUS # 1, AC STANDBY BUS and TR1
AC TRANSFER BUS # 2 – MAIN BUS # 2, GALLEY BUS A & B, GROUND SERVICE
BUS # 2, TR2 & TR 3
TR # 1 – DC BUS #1
TR # 2 – DC BUS # 2
TR # 3 – BATTERY BUS
TR BUS # 1,2,3 – DC STANDBY BUS
It is not possible to power one transfer bus with Ground Power and the other
transfer bus with APU
AUTO GENERATOR ONLINE FEATURE – Active only ONCE inflight. If an aircraft
takes off with APU powering both transfer busses, if the APU shuts or fails then
the generators are automatically connected to the respective transfer busses.
TRs – Convert 115 AC power to 28 Volt DC power
TR Cross BUS TIE RELAY – Opens automatically and isolates DC BUS # 1 from DC
BUS # 2 when
BUS TRANSFER switch is positioned to OFF
At GLIDESLOPE capture during A/P or F/D ILS approach
A fully charged battery supplies power upto 30 minutes
A fully charged auxiliary battery supplies further power upto 30 minutes
LOSS OF BOTH GENERATORS – DC busses powered by the battery are
BATT BUS, SWITCHED HOT BATT BUS, HOT BATT BUS & DC STANDBY BUS
BATTERY CHARGER – (Single Battery) – Powered by AC GROUND SERV BUS 2
BATTERY CHARGER – (Dual Battery) – Powered by AC GROUND SERV BUS 1
ENGINES
A/T LIMIT – FMC not providing N1 limit. Information is degraded N1limit from
the EEC
N1 MANUAL knob – If N1 set outer knob is in either 1, 2 or both (other than
AUTO) – the TMD displayed is MAN
N1 command sector – Is the momentary difference between actual N1 and value
commanded by the thrust lever position
REV indication (on upper DU , above the NI indicator)
GREEN – Thrust Reverser has deployed
AMBER – Thrust reverser has moved from the stowed position
EGT limit indication – Is inhibited until 5 minutes (All Engines operating)
or 10 minutes (One Engine out)
HOT START (only on Ground) – Is indicated by EGT indication FLASHING
ENG FAIL Indication – N2 below 50% & Engine Start Lever in IDLE
The alert stays ON until N2 is above 50% OR Start lever moved to CUTOFF, OR
the Engine Fire Warning Switch Pulled (Indicated on EGT)
X- BLEED (Magenta) – X bleed air is recommended for inflight start
START VALVE OPEN (Upper DU)
Illuminated STEADY – Start Valve is OPEN
BLINKING – Uncommanded opening of the START VALVE
ALL 3 boxes blink for 10 seconds, then alert remains STEADY & solid amber
boxes are removed (same for LOP & OIL FILTER BYPASS Alert)
The above BLINKING is INHIBITED during
T/O – 80 knots to 400’ RA or 30 seconds after reaching 80 knots (whichever
occurs first)
LANDING – Below 200’ RA until 30 seconds after touchdown
Start switch to GND – Opens the START valve, closes the Engine bleed Air Valve,
Arms the selected Igniter (on ground), Arms both Igniters (in the air), powers
the EEC and subsequently the engine displays
REVERSER light (Overhead Panel) (Illuminated) – One or more Thrust Reverser
sleeves are not in commanded position , Auto restow circuit is activated or a
failure has been detected
ENGINE CONTROL Lights – Illuminate only on GROUND
N1 rotor consists of – Fan, LP compressor & LP turbine
N2 rotor consists of – HP compressor & HP turbine
In EEC (ALTN) mode – advancing the thrust levers to full forward provides a
boost and should only be considered in an emergency or when ground contact is
imminent
PRIMARY IND. – N1, N2, EGT & F/FLOW
SECONDARY IND. – N2, F/FLOW, OIL TEMP, OIL QTY, OIL PRESS & ENGINE VIB
When EEC is not powered – N1, N2, Oil Qty and vibration is provided directly by
the engine sensors
During BATT START – Only N1, N2 and Oil Qty are displayed. At 15% N2 the EEC
is energized and all parameters are displayed
EEC soft ALTN mode – In this mode the EEC uses the last valid flight conditions to
define engine parameters
EEC hard ALTN mode – Can be selected either by manually selecting ALTN on the
EEC panel or retarding the Thrust Level to IDLE
EEC structural protection – EEC provides N1 & N2 redline overspeed protection
in both NORMAL & ALTERNATE modes
Inflight if an EEC failure occurs – APPROACH IDLE begins below 15000’ MSL
ABNORMAL START – Protection only on GND
EEC – monitors Hot starts, wet starts, engine stalls and EGT start limit exceedences
only on GROUND
If EGT exceeds the START limit – the EEC turns OFF the ignition and SHUTS OFF
the fuel to the engine
WET START – is indicated by no rise in the EGT after start lever is moved to IDLE
In a WET START – The EEC turns off the ignition and shuts off the fuel 15 seconds
after the start lever is moved to IDLE
IGNITER – LEFT – AC TRANSFER BUS /// RIGHT – AC STANDBY BUS
Thrust Reverser – Deployment when either RA senses less than 10’ RA or when
the AIR/GROUND sensor GROUND mode
REVERSER (overhead) – AMBER – Illuminates when Thrust Reverser is
commanded to STOW and extinguishes 10 seconds later. If illuminated more than
12 seconds, a malfunction has occurred which is indicated by MASTER CAUTION
& ENG annunciator
APU
MAINT light (BLUE) – APU may be operated
OVERSPEED Light – APU RPM limit exceeded – APU shuts down
Overspeed Protection Test has failed during shutdown
If Overspeed light illuminates at shutdown it extinguishes in 5 minutes
LOW OIL PRESSURE Light – LOP is detected – APU shuts down
APU – Supplies 2 air conditioning packs on GROUND and 1 pack in AIR
Supplies both Transfer busses on the ground as well as in the air
APU Fuel – is from the left side of the fuel manifold when AC pumps are operating
and from No. 1 tank when no AC pumps are operating
For APU to be operated – BAT SWITCH TO BE ON,
APU Fire switch IN, APU Fire Handle (on ground) IN
Electrical power to start the APU comes from – TRANSFER BUS # 1 or the
BATTERY
Moving the BAT switch to OFF – Immediately shuts down the APU
APU start sequence begins when the APU switch is moved to ON, It initiates
Opening of the Air Inlet Door
Once the door is fully open the start sequence begins
There is no need to Monitor the EGT during APU START
START CYCLE may take as long as 120 seconds
EGT exceedence – APU automatically shuts down
APU to be operated for 1 minute prior to selecting a Bleed source and also the APU
should run for 1 minute after deselecting a Bleed source (Note: once the switch is
moved to OFF, the time delay is met automatically)
If APU does not shutdown FAULT light illuminates after 30 seconds
ECU monitors and controls the APU
AUTO SHUTDOWN – Overspeed, LOP, High Oil Temp, APU fire, FCU failure, EGT
exceedence & other system faults
APU ELECTRIC ONLY – UPTO 41000’
APU BLEED ONLY – UPTO 17000’
APU BLEED & ELECTRIC – UPTO 10000’
FIRE PROTECTION
FAULT / INOP Test – MASTER CAUTION – Illuminated
OVHT/DET Annunciator – Illuminated
FAULT light – Illuminated
APU DET INOP light – Illuminated
OVT/FIRE Test -
FIRE WARN Bell – SOUNDS
MASTER FIRE WARN LIGHTS – Illuminated
MASTER CAUTION – Illuminated
OVHT/DET Annunciator – Illuminated
Note : In the FAULT/INOP test the FAULT light SHOULD illuminate and in the
OVT/FIRE Test the FAULT light SHOULD NOT illuminate
Engine Fire and Overheat DETECTION – BATTERY BUS
Engine Fire extinguishing – HOT BATTERY BUS
APU Fire DETECTION – BATTERY BUS
APU Fire extinguishing – HOT BATTERY BUS
CARGO Fire DETECTION – DC BUS # 1 & 2
CARGO Fire extinguishing – HOT BATTERY BUS
MAIN Wheel well fire DETECTION – AC TRANFER BUS # 2
For an engine fire condition BOTH LOOPS should sense FIRE or OVERHEAT to set
an ALERT
For a CARGO FIRE both LOOPS must sense SMOKE
FUEL SYSTEM
Maximum Fuel Temperature - +49 degrees C (Temp probe is in the No 1 Tank)
Minimum Fuel Temp - -43 degrees C or 3 degrees above fuel freeze temperature
CENTER TANK FUEL PUMPS – Intentional running of the center tank fuel pumps
is prohibited with the LP lights illuminated
Maximum fuel IMBAL – 453 Kgs for taxi, take off, cruise and landing
Fuel IMBAL stays on until imbalance is 91 Kgs
Fuel IMBAL light is inhibited on Ground
Main Tanks should be full if CT contains more then 453 Kgs.
CT Fuel Pump LP light – AMBER – Pressure LOW & Pump is ON
EXTINGUISHED – Pressure is NORMAL & Pump is OFF
Main Tank Fuel Pump LP light – AMBER – Pressure is LOW or
Fuel pump is OFF
EXTINGUISHED – Pump pressure is NORMAL
Fuel Qty Indicators – STANDBY AC POWER
FUEL LOW ALERT – Quantity less than 907 Kgs in the related main tank
Stays ON until quantity is increased to 1134 Kgs
FUEL LOW ALERT has priority over FUEL IMBAL
FUEL CONFIG ALERT – CT fuel greater than 726 Kgs and CT fuel pumps OFF
Remains ON until fuel qty reduces to 363 Kgs OR Pump is ON or both engines are
not running
FUEL MEASURING STICKS – 6 in each Main tank , 4 in Center tank (total 16)
Fuel door BYPASS switch – Energizes the fuelling panel if refueling power control
relay fails
MANUAL DEFUELING VALVE – Used for defueling and ground transfer of fuel
It is located outboard of engine no. 2.
It interconnects the engine feed system with the fuelling station
FUEL PUMPS – AC powered
FUEL X FEED VALVE – DC operated from BATT BUS
SPAR FUEL SHUTOFF VALVE – DC operated from HOT BATT BUS
ENG FUEL SHUTOFF VALVE – Powered by BATT BUS and fuel actuated
Note : Each C T fuel pump automatically shuts OFF if LP is detected
Fuel capacity = 3915 + 3915 + 13066 = 20896 Kgs
HYDRAULICS
Engine Hyd Pump Switches – To remain ON at shutdown to prolong solenoid life
HYD system qty indicators – 0% to 106%
RF indication – when qty less than 76%
Only on ground with both engines shutdown and after landing with flaps retracted
HYD pressure – NORMAL – 3000 psi , MAXIMUM – 3500 psi
STANDBY HYD LOW QTY – Light is ALWAYS ARMED
STANDBY HYD LOW PRESSURE light – Only ARMED when STANDBY PUMP
operation has been selected (manually or automatically)
STANDBY HYD RESERVOIR – is connected to System B for pressurization and
servicing
SYSTEM A & B powers
AILERONS, ELEVATORS, RUDDER, FLIGHT SPOILERS
SYSTEM A powers
A/P A, LANDING GEAR, ALTERNATE BRAKES, NORMAL NWS , NO. 1 THRUST
REVERSER, GROUND SPOILERS & PTU
SYSTEM B powers
A/P B, NORMAL BRAKES, ALTERNATE NWS, NO.2 THRUST REVERSER, LE FLAPS
& SLATS, TE FLAPS, YAW DAMPER, LGTU & AUTOSLATS
STANDBY SYSTEM powers
RUDDER, THRUST REVERSERS, ALT YAW DAMPER, LE FLAPS/SLATS
SYSTEM A – Engine driven pump – ENG NO. 1, Elec Pump – ENG NO. 2
SYSTEM B – Engine driven pump – ENG NO. 2, Elec Pump – ENG NO. 1
Positioning the Engine driven Pump switch to OFF , isolates the fluid , the pump
continues to run until the engine is shutdown
Cooling and lubrication of the HYD pumps is done by the HYD fluid, the heat
exchangers are located in the respective main tanks
MIN FUEL QTY required for operation of the ELCTRIC PUMPS ON GROUND is 760
Kgs in the related main tank
SYSTEM A LEAK – If leak in ENG driven pump – QTY down to 20%
If leak in ELEC pump – QTY down to ZERO
SYSTEM B LEAK - If leak in ENG driven pump – QTY down to ZERO
If leak in ELEC pump – QTY down to ZERO
Note : FLUID REMAINING IS SUFFICIENT FOR PTU operation
Note : Leak in SYSTEM B does not affect STANDBY HYD SYSTEM operation
STANDBY HYD SYSTEM LEAK – STANDBY HYD QTY indicates ZERO & SYSTEM B
QTY shows 72% full
PTU – Uses SYSTEM A pressure to pressurize the SYSTEM B fluid to operate LE
FLAPS & SLATS when system B pressure drops
AUTOMATIC OPERATION OF PTU
SYSTEM B pressure drops below a limit AND
Aircraft is AIRBORNE AND
Flaps are < 15 but not UP
LGTU – is to raise the landing gear at the NORMAL RATE when system A PUMP
VOLUME IS LOST
Conditions for LGTU operation
Aircraft AIRBORNE &
ENGINE NO. 1 RPM drops below a limit &
L/G lever in the UP position &
Either MAIN L/G not Up & Locked
STANDBY HYD SYSTEM automatic operation
LOSS OF SYSTEM A OR B &
Flaps EXTENDED &
Aircraft AIRBORNE or wheel speed > 60 knots &
FLT CONT switch A or B HYD SYSTEM – ON
OR
MAIN PCU FFM TRIPS
Variations in HYD quantity indications can happen - After engine start, Raising or
lowering the L/G or L/E devices, cold soaking during long cruise
IF HYD SYSTEM is not properly PRESSURISED – FOAMING can occur at higher
altitudes
FOAMING can be recognized by
BLINKING of the related LP lights
Followed by MASTER CAUTION & HYD annunciator light illumination
LANDING GEAR
L/G Red Light – L/G not down or locked with either or both thrust levers at IDLE
and below 800’ AGL OR DISAGREEMENT with L/G lever
L/G override trigger – Allows landing gear to be raised bypassing the landing gear
lever lock
L/G limit speeds – RETRACT – 235 KNOTS
EXTEND – 270 KNOTS / 0.82M
EXTENDED – 320 KNOTS / 0.82M
Manual Gear Extension Handles – Should be pulled approx 24 inches
AUTOBRAKE DISARM LIGHT
SPEED BRAKE lever not down after landing
BRAKES applied after landing
LANDING carried out with RTO
Self Test on selecting RTO during preflight
RTO – Automatically applies MAX braking when thrust levers are retarded to IDLE
and speed at or above 90 knots
Note : If take off rejected prior to 90 knots , RTO is not available and the
AUTOBRAKE DISARM light does not illuminate
RTO to be selected or ARMED
Airplane on ground
ANTISKID and AUTOBRAKE system operational
Switch selected to RTO
Wheel speed less than 60 knots
Thrust levers to IDLE
PARKING BRAKE – powered from the Battery
Parking Brake can be set with either HYD SYSTEM A or B pressurized. If not
pressurized then the accumulator pressure can provide parking brake application
A failure I the parking brake system may cause the ANTISKID INOP light to
illuminate
HYD BRAKE PRESSURE indicator – NORMAL 3000 psi, MAX 3500 psi, PRECHARGE
– 1000 psi
RUDDER pedals – 7 degrees each side
NOSE WHEEL STEERING – 78 degrees each side
AUTOBRAKES ONLY available with NORMAL BRAKES ONLY
L/G is lowered by Gravity and HYD PRESSURE
NWS is available when nose wheel is down and compressed (aircraft wt)
In case of a HYD LEAK downstream of the LGTU – ALTERNATE NWS is lost
A LOCKOUT pin depressurizes the nose wheel without depressurizing the entire
hydraulic system for pushback
BRAKE PRESSURE ACCUMULATOR – Pressurized by SYSTEM B
ANTISKID available in both NORMAL & ALTERNATE braking
AUTOBRAKES uses SYSTEM B pressure
AUTOBRAKES are activated when
Thrust levers are set to IDLE & main wheels spin UP
WARNINGS
PSEU / SPSEU light – Illuminated – FAULT in the system Or an overwing exit flight
lock fails to disengage
L/G warning cutout switch – Silences the L/G configuration warning at Flaps UP
through 10 and above 200’ RA
Note : It cannot be silenced if flaps are > than 10
Terrain – DOTTED RED - > 2000’ above airplane altitude
Terrain – DOTTED AMBER – 500’ below & 2000’ above aircraft altitude
Look ahead terrain ALERT – 60 seconds prior to impact and repeated every 7
seconds until out of it
Look ahead terrain WARNING – 30 seconds prior to impact and repeated
continuously until out of it
PWS – shows automatically when PWS alert occurs and if neither pilot has selected
WX display
TAKE OFF CONFIG WARNING
T/O flaps not between 1 to 25
TE flaps skew or asymmetry
LE devices not configured for T/O
Speed brake lever not DOWN
PARKING BRAKE is still set
STAB TRIM not in GREEN BAND
PSEU monitors – T/O config warning , Landing config warning, L/G config warning
, AIR/GROUND sensing
PSEU light is inhibited – INFLIGHT , When Thrust levers are advanced towards
take off power and 30 seconds after landing
PWS is inhibited by – Actual WINDSHEAR warning and look ahead terrain ALERT
WINDSHEAR WARNING is available below 1500’ RA
PWS ALERTS available during take off below 1200’ RA
PWS ALERT is inhibited between 80 knots upto 400’ RA
PWS WARNINGS are inhibited between 100 knots upto 50’RA
For GO AROUND – 15 miles ahead
For MONITOR RADAR DISPLAY – 3 miles ahead
WX radar provides windshear alerts for events containing some level of moisture
WX radar scans for windshear when
Thrust levers are set for take off
OR Inflight below 2300’RA
TA – 40 seconds prior to impact
RA – 25 seconds prior to impact
Proximity traffic – 6 miles and 1200’ vertically
DESCEND RAs inhibited below 1100’RA
INCRESED DESCEND RAs inhibited below 1500’ RA
All TCAS voice annunciations inhibited below 1000’RA
AUTOMATIC FLIGHT
Changeover switch (MCP) – Auto changeover @ FL260
MCP speed window – Underspeed – Flashing A (Minimum speed)
Overspeed – Flashing 8 (Vmo / Mmo / Flap and Gear
Placard speeds)
Deselecting the N1 switch (If illuminated) – ENGAGES THE A/T IN ARM MODE
N1 Mode – Engages for climb by pushing VNAV or LVL CHG
Speed Mode engages automatically – When ALT ACQ / ALT HOLD / VERT SPEED
& G/S CAPTURE
VNAV – To be armed on Ground – Becomes active at 400’ AGL, It will only arm
when a valid flight plan and performance data is entered in the FMC and the FDs
are ON
ALTTUDE SELECTION (MCP) – 0 to 50,000 feet
V/S SELECTION RANGE (MCP) - -7900’ TO +6000 feet
LVL CHG – A/T Mode in N1(Climb), RETARD (Descent) followed by ARM / Pitch
mode in MCP SPEED ,
ALT HOLD – Is inhibited after G/S capture
LNAV (Arm) criteria on ground – ORIGIN runway in the Flight Plan / Active Route
in the FMC / Track of first leg within 5 Deg of Rwy heading ( LNAV engages at 50
feet AGL
LNAV capture criteria in air - Any heading if with 3 Nms of the active route OR on
an intercept heading < 90 deg of the first active waypoint
Automatic LNAV disconnect – Reaching end of active route / reaching a route
discontinuity / loss of capture criteria / VOR LOC engaged / HDG SEL engaged
Exiting APP mode after G/S capture – Pushing either TO/GA switch /
Disconnecting the A/P and switching OFF the FDs / Retuning a NAV receiver
CWS mode (Pitch) – If pitch is manually overridden when in ALT HLD mode
control wheel force released within 250’ of the altitude, the A/P reverts back in
ALT ACQ and then ALT HLD mode and returns back to the selected altitude
CWS mode (Roll) – If aileron control wheel force is released within 6 degrees of
the selected HDG then the A/P rolls wings level and returns back to the original
heading
CWS Heading Hold feature is inhibited – Below 1500’ RA with the gear down /
After LOC capture in APP mode / After VOR capture when TAS < 250 knots
AUTOLAND warning light – Armed below 500 feet
It flashes when – A/P disengages, STAB OUT OF TRIM warning occurs / ILS
deviation below 200 feet
Automatic Flight System (AFS) – Consists of 1 AFDS / 1 Autothrottle / FMC
AFDS – Consists of 2 FCCs and 1 MCP
Independent FD operation – APP mode with LOC & G/S captured, G/A mode
engaged below 400’ RA, T/O mode engaged below 400’ RA
FLARE engages at 50’ RA , Thrust begins to retard at 27’ RA, A/T disconnects 2
seconds after touchdown / A/P has to disconnected manually
THR HOLD – Annunciates at 84 knots , at 800 feet it changes to ARM
A ROLL mode is selected at approx. 400 feet