OM-B Non-Normal Training Guidelines
B737
Chapter 0
Page 1
REVISION HIGHLIGHTS
Revision Highlights
01 Nov 2016
Version 1.0
Revision Highlights
If a discrepancy exists with OM-B or FCTM, the OM-B or FCTM will prevail.
Revision Highlights
Version
1.0
Date
01 Nov 2016
No changes compared to OM-B v11.1, except:
 Incorporated JAF Memo 2014-101 into chapter 1, Non QRH items “Sliding
Window Falling out of Tracks.”
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Chapter 0
Page 2
MISCELLANEOUS
Ditching
01 Nov 2016
Version 1.0
0. Miscellaneous
0.1 Ditching
Refer to also FCTM, Chapter 8, Non-Normal Operations, section Ditching.
The distress signal should include Mayday, position, course, speed, altitude, and
nature of emergency, intention, time and position of intended touchdown, type of
airplane. Maritime distress frequency is 2182khz (HF).
The passenger door evacuation slides can be used as flotation devices.
Life vests .......................................................................................................... DON
Inflate when outside airplane. Loosen tie and collar, consider taking torch, phone
etc…
For additional information, refer to SEP for Emergency procedures and aircraft
interior arrangements.
0.2 Emergency Descent
Refer to OM-B and FCTM, Chapter 7 Maneuvers, Rapid Descent.
0.3 Non QRH items
0.3.1
Bomb threat
Refer to QRH, Operational Information.
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Chapter 1
Page 3
AIRPLANE GENERAL, EMERGENCY
EQUIPMENT, DOORS, WINDOWS
Automatic unlock
01 Nov 2016
Version 1.0
1. Airplane General, Emergency
Equipment, Doors, Windows
1.1 Automatic unlock
Apply procedure in OM Part A, Chapter 10.
1.2 Cargo door
If a CARGO DOOR annunciator light is accompanied by minor pressurization
problems (not a rapid or explosive decompression), accomplish the “CARGO DOOR”
NNC first. However, FCM should protect himself without delay when the cabin
altitude climbs above 10,000 feet.
The NNC will protect the cabin floor by reducing pressure differential between the
cargo compartment and cabin.
1.3 ELT
This NNC applies to the airplane built-in ELT. Refer to SEP for additional information
on the portable ELT.
The ELT transmits automatically when it reaches its preset G-load limit.
An ELT transmitter test is no preflight SOP. This test should be done only between
the hour and 5 minutes past the hour for maximum 15 seconds.
1.4 Emergency exit lights not armed
If the emergency exit lights switch is off, the lights can still be activated by the switch
on the aft flight attendant panel.
1.5 Entry door
If pressurization is not normal, redirect passengers away from door.
1.6 Equipment door
No remarks.
1.7 Lock fail
If the cockpit door access system fails on ground or in flight, engage the deadbolt
(position: LOCKED KEY INOPERABLE) to lock the door.
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Chapter 1
Page 4
AIRPLANE GENERAL, EMERGENCY
EQUIPMENT, DOORS, WINDOWS
Overwing door
01 Nov 2016
Version 1.0
Flight deck access and door operation using the deadbolt alone will be in
accordance with operator-established procedures. Refer to OM Part A, Chapter 10.
1.8 Overwing door
Overwing doors are commanded to lock by the PSEU when:
 3 of 4 Entry/Service doors are closed and locked and
 either engine running and
 the airplane air/grd logic indicates that airplane is in the air or both thrust
levers advanced > 53°.
If flight lock is not engaged during T/O roll, the Master Caution, DOORS and
OVERWING lights illuminate. If the takeoff is rejected for this reason (IAS < 80
KIAS), the lights will extinguish as the thrust lever angle < 53°.
1.9 Passenger oxygen ON
Activation is either manual or automatic by a pressure switch above 14000 feet.
1.10
Service door
No remarks.
1.11
Tailstrike
Refer to chapter 3.2.15.
1.12
Window damage – Forward / Heated side
Refer also to FCTM, Chapter 8, Non-Normal Operations, section Windows.
Arcing occurs when electrical smoke or sparks are visible.
Window arcing/delaminated/shattered/cracked:
 Determine which pane is cracked by holding a pencil on the crack viewed
from different angles.
 The flight crew must wear oxygen masks until cabin altitude is at or below
10,000 feet.
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Chapter 1
Page 5
AIRPLANE GENERAL, EMERGENCY
EQUIPMENT, DOORS, WINDOWS
Window Damage – Unheated Side
01 Nov 2016
Version 1.0
If both forward windows delaminate or forward vision is unsatisfactory, consider
accomplishing an autoland if the ILS facility is satisfactory.
If needed, the windows may be opened in-flight after depressurizing the airplane.
Forward visibility can be maintained by looking out of the open window using care to
stay clear of the airstream.
1.13
Window Damage – Unheated Side
No additional remarks
1.14
Window Open
Refer to FCTM, Chapter 8, Non-Normal Operations, section Windows.
Do not reject the takeoff if window opens above 80 knots.
If side window opens in flight, it is recommended to reduce airspeed to existing flap
maneuvering speed to reduce noise level.
1.15
Non QRH items
1.15.1 Sliding Window Falling out of Tracks
In the past, we experienced incidents whereby a cockpit sliding window fell out of the
tracks. On one occasion, this caused damage to the circuit breaker panel. Similar
events have been reported by other operators where the no 2 window fell down
when the pilot attempted to open it.
These events can be attributed to the following:
 The window track has a notch and roller mechanism. Lifting the front handle
while the roller is aligned with the notch, will cause the window to leave the
track. This is the design removal procedure. So if the operator lifts the handle
while closing or opening the window, when the roller reaches the notch the
window will possibly fall out.
 In one of the events the window was closed with the operator standing up and
bending over the seat. As the track has a slight up-angle it is possible that
pilots apply an upward force to the handle causing the window to fall out.
In order to avoid similar incidents:
 Operate the window with care, avoiding upward force;
 Operate the window only while seated;
 Close the window by pushing on the lining – use the handle only for latching.
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Chapter 2
Page 6
AIR SYSTEMS
Auto fail or Unscheduled pressurization change
01 Nov 2016
Version 1.0
2. Air systems
2.1 Auto fail or Unscheduled pressurization change
An unscheduled pressurization change may be caused by loss of one or more bleed
air sources. Faulty closure of a bleed air valve and consequent loss of duct pressure
can occur without illumination of a BLEED TRIP OFF light. Consider a trip reset.
Condition:
 Power failure.
 High Cabin ROC/D > 2000fpm.
 High Cabin altitude > 15800 ft.
Electrical power sources:
 AUTO DC bus 1
 ALTN: DC bus 2
 MAN: DC BAT bus
2.2 Bleed trip off
Do not substitute APU as an alternate air source to the inoperative pack (APU bleed
is limited to 17000 feet and wing anti-ice unusable on APU bleed).
Both engine bleed trip off at high altitude
First action in the ‘Bleed trip off NNC’ is switching off the wing A/I.
Wing anti-ice is not required at high altitudes because any moisture will be frozen
and ice particles will not adhere to the wing.
Operating at high altitude with the Wing-Anti-ice system on and while extracting air
from the engine's 9th stage may exceed the cooling capability of the precooler if the
system is degraded. This may lead to a two engine Bleed Trip Off which would
eliminate cabin air flow and may result in loss of cabin pressurization.
2.3 Cabin altitude warning or rapid depressurization
Refer also to FCTM, Chapter 8, Non-Normal Operations, section Air Systems and
Chapter 7, Maneuvers, section Rapid Descent.
Do not confuse the takeoff warning horn (on ground) with the cabin altitude warning
horn (in flight).
Additional notes:
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OM-B Non-Normal Training Guidelines
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Chapter 2
Page 7
AIR SYSTEMS
Dual bleed
01 Nov 2016
Version 1.0
If the masks fall, the call made on the public adress to advise the cabin for the
emergency descent,also advises the SCCM that the FCM are conscious and
protected.
Monitor TCAS display and maneuver as needed (select BLW on transponder
panel as installed).
It is recommended to keep the autopilot and autothrottle engaged during the
maneuver.
The rapid descent is normally made with the landing gear up. However, when
structural integrity is in doubt and airspeed must be limited, extension of the
landing gear may provide a more satisfactory rate of descent. If the landing
gear is to be used during the descent, comply with the landing gear placard
speeds.
During unpressurized flight, minimize rate of descent or climb to maximum
1000 fpm to ensure crew and passenger comfort.
2.4 Dual bleed
Make sure the before taxi set-up has been completed.
2.5 Duct overheat
B737-700
 Temperature in the related duct > 88°C.
 Topping sensor failed 60°C.
 Mixing valves drive to full cold position (AC required).
2.6 Equipment cooling off
If an overtemperature occurs on the ground, alerting is provided through the ground
crew call horn in the nose wheel well. However, the ground crew call horn may also
sound to alert for a battery drain (i.e. IRS not OFF).
In flight, losing both supply or both exhaust fans can result in loss of some DU’s after
30 minutes.
2.7 Off schedule descent
No remarks.
2.8 Pack
B737-800
Condition:
 Overheat in the cooling cycle: compressor outlet temperature > 185°C or
turbine inlet temperature > 99°C. The pack valve closes.
 Failure of both primary and standby pack controls. The pack will continue to
operate unless excessive temperatures cause the pack to trip off
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Chapter 2
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AIR SYSTEMS
Pack trip off
01 Nov 2016
Version 1.0
One pack operation:
 Ground: dispatch maximum FL250.
 In flight: no limitation.
 If the remaining pack fails at high altitude, depending on the condition of the
air seals in the fuselage, the cabin will climb 1200-2200 fpm.
No pack operation:
 Cabin altitude will increase.
 Cabin temperature will gradually increase.
Comment on communication with cabin crew items in the checklist:
 Step “Instruct flight attendants”: use standard NITS where the “special” could
be simplified by: “Set the cabin light in DIM as for takeoff and landing and
switch off the In-flight Entertainment system”.
2.9 Pack trip off
B737-700
Condition:
 Overheat in the cooling cycle.
 Overheat in the duct downstream of the pack: duct temp > 121°C > ‘duct
overheat’.
The pack valve closes and the mix valves drive full cold.
One pack operation:
 Ground: dispatch maximum FL250.
 In flight: no limitation.
 If the remaining pack fails at high altitude, depending on the condition of the
air seals in the fuselage, the cabin will climb 1200-2200 fpm.
No pack operation:
 Cabin altitude will increase.
 Cabin temperature will gradually increase.
Comment on communication with cabin crew items in the checklist:
 Step “Instruct flight attendants”: use standard NITS where the “special” could
be simplified by: “Set the cabin light in DIM as for takeoff and landing and
switch off the In-flight Entertainment system”.
2.10
Wing body overheat
Condition: bleed air duct leak in the fuselage, engine strut or wing leading edge.
Do not rush. Allow one or more minutes after each step in the checklist for the
affected temperature sensors to cool.
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OM-B Non-Normal Training Guidelines
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Chapter 2
Page 9
AIR SYSTEMS
Zone temp
01 Nov 2016
Version 1.0
Zone temp
B737-800
 Temperature in the related duct > 88°C.
 Topping sensor failed 60°C or flight deck primary and standby temperature
control have failed.
 Associated trim air modulating valve closes.
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Chapter 3
Page 10
ANTI-ICE, RAIN
Engine cowl anti-ice
01 Nov 2016
Version 1.0
3. Anti-Ice, Rain
3.1 Engine cowl anti-ice
No remarks.
3.2 Engine cowl valve open or TAI indication
Each cowl anti-ice valve is electrically controlled and pressure actuated. As a result,
on ground an increase of thrust up to a maximum of 30% N1 may be required to
open the valve. Make sure DUAL BLEED light is extinguished.
3.3 Ice crystal icing
Ice crystals are not easily identified as they will not lead to obvious airframe icing.
These particles can form ice buildup inside the engine and cause power loss, surge,
flameout, high vibration or damage.
Typically, engine power loss occurs at high altitude, in clouds, as the airplane is
flying above an area of convective weather where little or no weather radar returns
are observed at the flight altitude or during convective weather avoidance
maneuvers.
Other clues are: TAT near 0 °C or St Elmo’s fire and appearance of rain on the
windshield.
3.4 Probe heat
Pitot/static heat malfunctions can cause the altimeter and the airspeed indicator to
show erratic indications. Crew coordination, reference to standby instruments and
IRS data is used to identify the faulty system. Refer also to Airspeed unreliable.
3.5 Window heat off
No remarks.
3.6 Window overheat
Condition: The controller has removed power due to excessive temperature OR
power loss.
Panel with OFF light installed:
Overheat or system failure: OFF light illuminates about one minute later.
Panel with ON light installed:
Overheat: the ON light remains illuminated for about one minute.
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Chapter 3
Page 11
ANTI-ICE, RAIN
Wing anti-ice valve open
01 Nov 2016
Version 1.0
System failure: the ON light extinguishes immediately.
Refer to FCOM, Chapter SP.3.1: Window heat system tests.
3.7 Wing anti-ice valve open
Each wing anti-ice valve is AC motor operated. The wing leading edge will only be
heated if there is pressure: verify the duct pressure indicator.
Wing Anti-Ice Operation on the ground:
The wing anti-ice VALVE OPEN lights may cycle bright/dim due to the control valves
cycling closed/open in response to thrust setting and duct temperature logic.
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Chapter 4
Page 12
AUTOMATIC FLIGHT
Autopilot disengage
01 Nov 2016
Version 1.0
4. Automatic flight
4.1 Autopilot disengage
Before manual disengagement, advise PM. Then hold the control wheel firmly and
disconnect the autopilot.
4.2 Autothrottle disengage
Autoland (CAT II/IIIA) is allowed with autothrottle inoperative.
4.3 No autoland
AFDS redundancy is reduced: NO AUTOLAND status annunciation appears on the
PFD.
4.4 No land 3
AFDS redundancy is reduced: LAND 2 status annunciation appears on the PFD. A
single fault cannot cause a significant deviation from the flight path (fail passive).
4.5 Non QRH items
4.5.1
AFDS mode control panel faults
Various pitch or roll modes may become unselectable or ceased to function
normally. Typically, these faults do not generate a failure annunciation.



Disconnect the autopilot and select both flight director switches to OFF. This
clears all engaged modes.
Re-engage an autopilot or select a flight director switch to ON. The AFDS
default pitch and roll modes should engage.
Select the desired AFDS pitch and roll mode.
If the fault condition is not corrected, select an alternate pitch or roll mode. Examples
are included in the following table:
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Chapter 4
Page 13
AUTOMATIC FLIGHT
Non QRH items
01 Nov 2016
Version 1.0
Inoperative or faulty autopilot mode
HDG SEL
LNAV
Suggested alternate autopilot mode or
crew technique
Set desired heading, disconnect AFDS
and manually roll wings level on the
desired heading, and re-engage the
AFDS. The AFDS will hold the
established heading.
Use HDG SEL to maintain the airplane
track on the magenta FMC course.
VNAV SPD or VNAV PTH (climb or Use FLCH or V/S. V/S should be
descent)
selected for descent on final approach.
VNAV PTH (cruise)
Use altitude hold. If altitude hold is not
directly selectable, use FLCH to
automatically transition to altitude hold.
VOR/LOC
Use LNAV. Monitor and fly the approach
referencing localizer raw data.
G/S
Use V/S or VNAV PTH to descend on an
ILS CAT I approach. Monitor and fly the
approach referencing glideslope raw
data. CAT II and III approaches are not
allowed.
4.5.2
Autopilot altitude-control system failure
One automatic altitude-control system is required for operation in RVSM airspace.
Refer to OM Part C / Route Manual / NAV / General Information for in-flight
contingencies if applicable.
4.5.3
Flight director
A flight director failure in either pitch or roll causes the respective steering bars to
disappear.
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Chapter 5
Page 14
COMMUNICATIONS, DATALINK
ACARS failures (as installed)
01 Nov 2016
Version 1.0
5. Communications, Datalink
5.1 ACARS failures (as installed)
No remarks.
5.2 Radio transmit continuous (stuck microphone
switch)
See below: Radio communication failure.
5.3 Non QRH items
5.3.1



Radio communication failure
Task distribution by the CPT. It is recommended that F/O is PF.
Start timer.
Perform the “Radio transmit continuous” NNC.
Step 1
If other airplane are also without reply, check the VHF ground frequency.
 Contact previous (or next) frequency.
 Contact 121.50.
Step 2
Check VHF COM panels.
 Select a different frequency on all panels at all times. An erratic panel can
block all communications on a given frequency.
 Try VHF 1.
 Try VHF 2.
 Try VHF3 (if available for voice).
If steps 1 and 2 are unsuccessful, squawk 7600 and ident. Check routing and flight
level.
Step 3
Check microphones and headphones.
 Unplug the 6 microphones and headphones (CPT, F/O each have 2
microphones/headphones, the observer has a microphone/headphone, P.A.
microphone).
 Try every mike and headphone on its own ACP and VHF COMM box (CPT on
VHF-1 and so on).
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Chapter 5
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COMMUNICATIONS, DATALINK
Non QRH items
01 Nov 2016
Version 1.0
Step 4
Audio control panel
 Check ACP selector in alternate mode.
 Pull CB of all ACP’s on P6-2.
 Reset a single ACP and try to communicate using mike and VHF-COM on the
same side.
Step 5
Try to communicate by any available means as HF, SATCOM (as installed) and
ACARS (as installed).
Step 6
Apply ICAO and RVSM loss of communication procedures in OM Part C.
Guidelines in total loss of 2 way communication prior or after entering NAT
region
Refer to OM Part C Regional description / Region NAT.
5.3.2
Cockpit voice recorder deactivation
Refer to OM Part A, Chapter 11: Handling of accidents and occurrences.
2 hours of flight deck audio is recorded and then erased.
Deactivation of the cockpit voice recorder is possible by pulling the voice recorder
circuit breaker (P18-2).
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Chapter 6
Page 16
ELECTRICAL
Workmethod
01 Nov 2016
Version 1.0
6. Electrical
Workmethod
Apply the following workmethod in case of multiple failures:
 Consider engine problems (check thrust lever response).
 Consider a possible failure of an electronic unit (DEU, PSEU, ADIRU).
 Consider electrical problems.
 Clear the electrical panel amber lights from top to bottom.
 After NNC, analyze which systems are lost.
6.1 Battery discharge
This is a normal indication when starting APU on battery.
6.2 DRIVE
Condition:
 IDG underfrequency, or
 IDG low oil pressure caused by
IDG failure.
IDG automatic disconnect due to high oil temperature.
Drive disconnection: hold the switch momentarily. This means you must not hold the
switch too long in the disconnect position. The disconnect solenoid may burn if held
for about 5 seconds or longer.
After disconnection, reactivation of the IDG can only be done on the ground by
maintenance personnel.
6.3 ELEC
If the light illuminates when changing electrical source, position both AC and DC
meter selectors to TEST, read failure on the display. To reset, push and hold MAINT
test switch for several seconds. In most cases, this action will clear the fault and the
ELEC light will extinguish. If the ELEC light does not extinguish, return to gate for
maintenance.
6.4 Loss of both engine driven generators
Indications
MASTER CAUTION with multiple caution lights and instruments warnings flags on
both panels.
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Chapter 6
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ELECTRICAL
Loss of both engine driven generators
01 Nov 2016
Version 1.0
Not to be confused with “loss of thrust on both engines”. To discriminate between the
two situations, check ENG FAIL lights and/or advance the thrust levers and check if
engines respond.
During takeoff roll



CPT PFD is available.
Rejecting takeoff above 80 kts is not recommended, as outboard antiskid and
RTO autobrakes are inoperative and no automatic extension of speedbrakes
available. Inboard antiskid is powered by battery bus.
At least the primary engine parameters are available.
Airborne
CPT becomes PF as his instruments are powered by standby busses. Declare
urgency: “PAN-PAN” (x3). Ask for radar vectors if necessary.
CAUTION: No altitude alert for level off.
CPT PFD, ND and (left) FMC are available.
The autothrottle has disconnected. Electric trim is INOP.
At flap retraction altitude, it is recommended to keep actual flap setting and
maneuvering speed. There is no flap asymmetry protection.
Non-normal checklist
There is no alternate source for the battery charger. An auxiliary battery operates in
parallel with the main battery through the Remote Control Circuit Breaker (RCCB).
Power failure
AFDS power interruption
 Values and modes on the MCP may have changed and require verification.
 Verify FMA. Engage modes as required (recommended: MCP speed, ALT
HLD, HDG SEL, F/D).
 Do not use LNAV & VNAV selection before complete FMC pages check.
FMC power interruption (Single FMC installation)
More than 10 seconds on the ground:
 No preflight entries anymore.
All other cases:
 Route is still in memory.
 Check messages on CDU.
 Select active waypoint.
 Buffet alert (ZFW is missing).
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Chapter 6
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ELECTRICAL
Source off
01 Nov 2016
Version 1.0
Refill PERFO page.
Pressurization power loss
In AUTO and ALTN the outflow valve will be stuck in position. Use MAN to recover
control of the outflow valve.
Electrical
If the DRIVE light is illuminated, perform associated NNC.
Engines
Only right ignition is available, position ignition select switch to R.
IRS power loss
If transfer bus 2 remains unpowered during more than 5 minutes, back up DC is
terminated to the right IRS without any warning on the ISDU. If transfer bus is
recovered later on, only the ATTITUDE mode can be recovered.
Automatic galley load shedding
When operating on one generator, the galley power is shed incrementally. If
overload still exists, main bus 1 and 2 are also shed.
Landing on battery only
WARNING: Declare an emergency: “MAYDAY” (x3). Plan to land at the nearest
suitable airport, do not rely on calculated time remaining.





Pressurization to MAN (and open outflow valve before landing).
No TE flaps & LE devices indication, however F-speeds and speed bars
remain in accordance with actual flap setting. TE flaps & LE devices are
available, but there is no asymmetry protection.
Probe heat (B side) inoperative.
Partial antiskid, autobrake, auto speedbrake extension inoperative. Check the
Non-Normal Configuration Landing Distance table in the QRH, Performance
In-flight.
Reverse thrust is available.
6.5 Source off
If a source has been selected to power the opposite transfer bus, both transfer
busses are powered.
6.6 Standby power off
Failure of AC standby, DC standby or BAT bus.
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Chapter 6
Page 19
ELECTRICAL
TR unit
01 Nov 2016
Version 1.0
6.7 TR unit
Condition:
 On the ground: any TR has failed.
 In flight: TR1 failed or TR2 and TR3 failed. This means that, in flight with the
light illuminated, DC BUS 1 or 2 will loose power if the ‘cross bus tie relay’
opens.
TR CB’s are not accessible in the cockpit (E&E).
TR 1 failure: with any AP or both FD in approach mode, the TR 3 cross bus tie relay
will open upon glide slope capture. This results in multiple failures as TR 1 is
disconnected from its backup. Upon TOGA push all normal. Solutions:
 use raw data.
 maximum one FD in APP mode (AP off).
 AP on: VOR/LOC with V/S or LNAV /VNAV.
6.8 Transfer bus off
With the Transfer Bus circuit breaker popped, the TRANSFER BUS OFF light may
not illuminate.
Transfer bus 2 off highlights:
 Pressurization controller should work normally although DCPCS panel is
unpowered.
 Right IRS inoperative after 5 minutes. A/P A inoperative after 5 minutes.
 Weather radar inoperative.
 Battery charger inoperative.
 Engine 2 left ignition inoperative.
 Flap indicator unserviceable but speed tape maneuvering and placard speeds
remain valid. Leading edge and trailing edge flaps should operate normally.
 Electric stab trim inoperative. Perform Stabilizer Trim Inoperative NNC.
 Aileron trim inoperative.
Consider IRS, Instrument & Source select switching to recover certain instruments.
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Chapter 7
Page 20
ENGINES, APU
Aborted engine start
01 Nov 2016
Version 1.0
7. Engines, APU
Refer to all chapters of the FCTM for engine inoperative information.
7.1 Aborted engine start
Workmethod







The memory items are performed by the Captain.
Advise ground engineer.
Aborted engine start NNC.
Check CB.
Check MEL/DDG.
Supplementary start procedure if required.
Perform "Before Start checklist" before starting again.
EEC abnormal start protection
During ground starts, the EEC monitors engine parameters to detect impending hot
starts, EGT start limit exceedances and wet starts.
Supplementary start procedures
Engine starter auto cutout:
 early starter cutout F/O can hold start switch till 56% N2.
 no starter cutout apply NNC ‘START VALVE OPEN’.
APU failure during engine start:
Before first engine reaches idle speed:
 Check engine: If below self sustaining speed: shut down engine, request
pneumatic group and use the pneumatic group to motor for 60”.
 If above self sustaining speed: when engine stabilizes at idle: GEN on bus.
 Accomplish the APU NNC, if applicable.
After first engine reaches idle speed:
 Engine generator on BUS.
 Accomplish the APU NNC, if applicable.
 Crossbleed start for the other engine.
7.2 APU fault
No remarks.
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ENGINES, APU
APU Low oil pressure
01 Nov 2016
Version 1.0
7.3 APU Low oil pressure
Normal indication during APU start.
7.4 APU Overspeed
No remarks.
7.5 EEC Alternate mode
Takeoff:
 Refer to TOperf for takeoff performance calculations. Assumed temperature
reduced thrust is not allowed with the EEC in alternate.
 Refer to QRH, Performance In-flight: Alternate mode EEC.
Loss of either DEU results in a loss of signal to both EEC’s. Both ‘EEC ALTN’ lights
illuminate simultaneously.
7.6 Engine control
Condition: The EEC detects a non-dispatchable engine control system fault.
The light only illuminates on the ground with groundspeed less than 80 knots
(takeoff) - 30 knots (landing).
7.7 Engine failure or shutdown
Conditions




Loss of thrust accompanied by the amber ‘ENG FAIL’ alert on the EGT
indicator.
Abnormal engine indications.
When referred to by another NNC.
When operating at reduced thrust use this NNC as guideline.
Checklist
Do not shutdown an engine without confirmation by the other FCM.
Fuel balancing:
 First check if the imbalance is consistent with failed engine (fuel leak after
engine separation).
 Do not open crossfeed valve if fuel leak is suspected.
 Accomplish SP ‘Fuel balancing’: procedure can be done by memory. Repeat
procedure as needed.
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ENGINES, APU
Engine failure or shutdown
01 Nov 2016
Version 1.0
Lateral control is not significantly affected when operating with fuel beyond
normal balance limits.
Flying with the crossfeed valve open and all main pumps on is not
recommended by Boeing as this may lead to increasing imbalance due to
different output pressure.
With center tank fuel, first balance with the center pumps off, then use the
center fuel.
7.7.1
Engine failure at or after V1
Refer to OM-B.
Note: A correctly calculated assumed temp and/or derate thrust complies with all
single engine performance requirements on takeoff. Selecting maximum thrust on
the operating engine is normally not required. Selecting maximum thrust is allowed
when using assumed temperature calculations with FULL rated thrust only. On
derate thrust, increasing thrust could result in loss of directional control.
7.7.2
Engine inoperative cruise/driftdown
Refer to OM-B.
Note:
 The crew may decide to deviate from this procedure. Other AFDS modes may
be used to ensure the airplane flight path stays under control at all times.
 According to the present position (MNPS, ETOPS airspace,…) and choice of
diversion, the final routing and speeds will be evaluated and decided by the
CPT.
7.7.3
Engine failure with landing flaps
Pilot Flying
Pilot Monitoring
First pilot to discover the problem, calls: “ENGINE FAILURE”
Adjust thrust and attitude as needed.
Monitor flight path and call any significant
deviation.
Either maintain actual landing flaps Set flaps 15 and set speed.
setting or if thrust is insufficient:
"FLAPS 15, SPEED BUG PLUS___"
GROUND PROXIMTY FLAP INHIBIT
(B737-700) add 15knots
Switch .................................FLAP INHIBIT
(B737-800) add 20knots
CPT decides depending on airplane position and weather conditions.
Pilot Flying
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ENGINES, APU
Engine failure or shutdown
01 Nov 2016
Version 1.0
Recover glide slope and localizer
Check speed & attitude
Adjust final approac. thrust setting (1 eng)
Call "LANDING CHECKLIST"
If at 500 ft AAL the airplane is not stable, execute a go-around
CPT decides: “GO-AROUND”
Pilot Flying
If the flaps are at 30 or 40, call “GO-AROUND FLAPS 15”
If the flaps are at 15 and the speed is lower than Vref 30/40 + 15/20, call “GOAROUND FLAPS 15”
If the flaps are at 15 and the speed is greater or equal to Vref 30/40 + 15/20, call
“GO-AROUND FLAPS 1”
Pushes a TO/GA switch
Set go-around thrust and rotate to the go-around attitude
Continue as per One engine inoperative go-around
Note:
 If an engine failure should occur on final approach with flaps in the landing
position, the decision to continue the approach or execute a go-around should
be made immediately. If the approach is continued and sufficient thrust is
available, continue the approach with landing flaps. If the approach is
continued and sufficient thrust is not available for landing flaps, retract the
flaps to 15 and adjust thrust on the operating engine.
 Command speed should be increased to 15 knots (B737-700) or 20 knots
(B737-800) over the previously set flaps 30 or 40 VREF. This sets a
command speed that is equal to at least VREF for flaps 15. Wind additives
should be added as needed, if time and conditions permit. Transition from
landing flaps to flaps 15 requires a lot of thrust, but once flaps 15 is set and
the new target speed is attained a rather large thrust reduction must be made.
 Be aware of the important pitch-down when an engine fails. With flaps 15, aim
for 6 degrees pitch attitude initially; pull back on the control wheel and
anticipate with aft trim.
 No memory items for an engine fire on final (critical phase of flight), wait until
after landing.
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ENGINES, APU
Engine high oil temperature
01 Nov 2016
Version 1.0
If an engine fails during a single channel approach, keep the autopilot
engaged if performance is acceptable. Use manual rudder. Disconnect the
autopilot for landing or go –around.
Low visibility approach: if an engine fails during a dual channel approach,
disconnect the autopilot and perform a manual go-around.
7.8 Engine high oil temperature
If operating at reduced thrust to keep the oil temperature within the green band, use
the ‘ENGINE FAILURE/SHUTDOWN’ checklist as a guideline.
7.9 Engine in-flight start
Engine condition evaluation
Before attempting an in-flight engine start, gather all relevant information to decide
whether an in-flight start should be attempted. Consider engine damage, icing or
volcanic ash encounter and their effects on a successful start.
 On CFM-56, oil pressure will always be near zero on a wind milling engine.
 Oil quantity may drop to zero on a windmilling engine.
 Successful starting is only guaranteed in the NNC In-flight start envelope,
however a start may (and should) be attempted outside the envelope.
Checklist






Magenta ‘X-BLD’ indication above the N2 indicator when the airspeed is less
than required for a windmill start.
Start lever: idle detent at 25% N2 with a minimum of 11%.
When using bleed air from operating engine to start the failed engine, the
cabin gently depressurizes.
Engine start switch in FLT bypasses the ignition selector switch (both igniters
operate).
Light-up within 30 seconds i.s.o. 10 seconds on the ground.
Check starter cut out.
7.10
Engine limit or surge or stall
Engine exceedance during takeoff


Maximum takeoff EGT is 950°.
If an engine exceedance occurs after takeoff thrust is set and the decision is
made to continue the takeoff, do not retard the thrust lever in an attempt to
control the exceedance. Retarding the thrust levers after thrust is set
invalidates takeoff performance.
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ENGINES, APU
Engine low oil pressure
01 Nov 2016
Version 1.0
When the commander judges that altitude (minimum 400 feet AGL) and
airspeed are acceptable, the thrust lever should be retarded until the
exceedance is within limits and the appropriate NNC accomplished.
EGT indications exceeding limits after takeoff
Engines presenting an ample EGT margin in normal operation may show an EGT
rise up to 40C at 300 ft compared to the normal EGT in the following conditions:
 First takeoff of the day: if the engine is not thermally stabilized, the fuel flow
required to produce a given thrust is slightly higher, resulting in a higher EGT
(up to 10C).
 Full takeoff thrust.
 Temperature inversion.
These combined EGT rises may lead to exceedance of the EGT limit.
Procedure:
 Apply the maximum assumed temperature using the TOPerf.
 Consider using A/C bleeds off.
Engine surge or stall
Indications to recognize the surge or stall could include:
 Noise
 Dropping, fluctuating N1
 Increasing EGT
 Vibration
 Airplane yaw
On a self recovering surge or stall, parameters return to normal without crew action.
On a non-self recovering surge or stall:
 Perform the memory items without delay to increase chances of recovery.
 Ignition, associated pack high and engine and wing anti-ice ON (OAT < 38°C)
may help recovery under certain circumstances.
 Advance throttle slowly and check for normal operations.
 If operating at reduced thrust, use the ‘ENGINE FAILURE/SHUTDOWN’
checklist as a guideline.
7.11
Engine low oil pressure
After engine start: keep thrust at idle and do not taxi if oil pressure is below the red
line (Cold Wx: allow 3’30” to reach the minimum operating pressure).
If oil pressure is in the yellow band with takeoff thrust set: before 80 kts, reject
takeoff.
The yellow band is variable depending on N2.
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ENGINES, APU
Engine oil filter bypass
01 Nov 2016
Version 1.0
Engine oil filter bypass
When the engine oil filter bypass light illuminates during a cold engine start, wait until
oil temperature is above 25°C before applying checklist. (Cold Wx: allow 3’30” to
stabilize).
If operating at reduced thrust to keep the light out, use the ‘Engine Failure/Shutdown’
checklist as a guideline.
7.13
High engine vibration
Engine shutdown is not required, as AVM indications will decrease with thrust
reduction. If the AVM indication does not decrease when the thrust lever is retarded,
other engine problems may be indicated. If engine indications are unusual,
accomplish the Engine Limit or Surge or Stall NNC.
7.14
Loss of thrust on both engines
Dual engine failure is a situation that demands prompt action regardless of altitude or
airspeed. Accomplish memory items and establish the appropriate airspeed to
immediately attempt a windmill restart. There is a higher probability that a windmill
start will succeed if the restart attempt is made as soon as possible (or immediately
after recognizing an engine failure) to take advantage of high engine RPM. Use of
higher airspeeds and altitudes below 30,000 feet improves the probability of a
restart. Loss of thrust at higher altitudes may require descent to a lower altitude to
improve windmill starting capability.
The in-flight start envelope defines the region where windmill starts were
demonstrated during certification. It should be noted that this envelope does not
define the only areas where a windmill start may be successful. The LOSS OF
THRUST ON BOTH ENGINES NNC is written to ensure that flight crews take
advantage of the high RPM at engine failure regardless of altitude or airspeed.
Initiate the memory items portion of the LOSS OF THRUST ON BOTH ENGINES
NNC before attempting an APU start for the reasons identified above. If the windmill
restart is not successful, an APU start should be initiated as soon as practical to
provide electrical power and starter assist during follow-on engine start attempts.
During a windmill restart, EGT may exceed the displayed limit for one-engine starts.
During restart attempts with both engines failed, use the takeoff EGT limit.
A hung or stalled in-flight start is normally indicated by stagnant RPM and increasing
EGT. During start, engines may accelerate to idle slowly but action should not be
taken if RPM is increasing and EGT is not near or rapidly approaching the limit.
Note: when electrical power is restored, do not confuse the establishment of APU
generator power with the establishment of engine generator power at idle RPM and
advance the thrust lever prematurely.
Condition:
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ENGINES, APU
One engine inoperative landing
01 Nov 2016
Version 1.0
If both TFR BUS OFF lights illuminate, check engine response (N1 and EGT) to
thrust lever movement. Check amber ‘ENG FAIL’ indication on the EGT indicators.
With APU running, below FL200 or when N2 drops below 11%, reduce speed to
flaps up speed, to increase gliding range.
Turn away from heavy rain or volcanic ash and towards a nearby airport.
7.15
One engine inoperative landing
General







During one engine inoperative flight, autothrottle use is not recommended.
Single engine landing configuration is flaps 15. Fail operational B737 is
certified for one engine inoperative landing with flaps 30. Due to mixed variant
flying considerations, always use flaps 15.
It is recommended to disconnect the autopilot(s) not later than passing
minimums.
During a single autopilot or manual approach the pilot must use rudder pedal
input and rudder trim to maintain an in-trim condition.
Rudder trim zero on final is not mandatory.
The body attitude when established on a 3° glide path will be around 2,5°
instead of 1º for the 2 engines approach.
Flare technique: very little increase in body attitude for a positive touchdown
and leave some thrust until touchdown.
Patterns
Refer to FCOM QRH, Chapter MAN, Flight patterns.
 One engine inoperative autoland are not authorized. CAT I minima are
applicable.
 One engine inoperative non-ILS approach: the procedure for one engine
inoperative is similar to the normal approach.
 One engine inoperative circling approach: maintain gear up and flaps 10 while
circling. Call “GEAR DOWN, FLAPS 15” before turning base and aim for
Vtarget for one engine inoperative.
 One engine inoperative visual approach: the procedure is the same as for a
normal visual circuit, except use flaps 15 for landing.
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ENGINES, APU
One engine inoperative landing
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Version 1.0
One engine inoperative go-around
Procedure
Pilot Flying
At the same time:
 Push the TO/GA switch
 Call "GO-AROUND, FLAPS 1”
Pilot Monitoring
Position the FLAP lever to 1 and monitor
flap retraction
Verify or execute:
 The rotation to go–around attitude
 Thrust increase
Verify that the thrust is sufficient for the
go-around.
Verify a positive rate of climb on the
altimeter and call "POSITIVE RATE".
Verify a positive rate of climb on the
altimeter and call: "GEAR UP".
Set the landing gear lever to UP.
Verify that the missed approach
altitude is set.
If the airspeed is within the amber band
limit bank angle to 15°.
Above 400 feet radio altitude, verify or Observe mode annunciation.
select a roll mode and verify proper
mode annunciation.
Verify that the missed approach route is tracked.
At acceleration height, call "FLAPS ___" Set the FLAP lever as directed.
according to the flap retraction schedule. Monitor flaps and slats retraction.
After flap retraction to the planned flap
setting, select LVL CHG. VNAV may be
selected if the flaps are up.
Call: “SELECT
THRUST”
MAX
CONTINUOUS Select max. continuous thrust on CDU.
Set thrust as needed.
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ENGINES, APU
Reverser
01 Nov 2016
Version 1.0
Pilot Flying
Pilot Monitoring
Verify that the missed approach altitude is captured.
Set the landing gear lever to OFF after
landing gear retraction is complete.
Set the engine start switches as needed.
Call "AFTER TAKEOFF CHECKLIST”
Do the AFTER TAKEOFF checklist.
Engine failure during go-around
 Perform normal go-around procedures.
 F/D remains valid.
 Maintain flaps 15 until retraction altitude.
 Retract flaps on the normal flaps / speed schedule.
 During a dual channel autopilot go-around disconnect the autopilot.
Go-around after a F/D approach
F/D has one-engine logic.
Go-around after a single channel approach
The A/P disconnects at TO/GA push.
The F/D go-around mode is active at the moment of the TOGA engagement, but the
one-engine logic becomes active the moment the engine fails.
Go-around after a dual channel approach
The F/D & A/P go-around mode are activated at TOGA push. If the engine fails
before or during go-around engagement, immediately disconnect the A/P.
The A/P has no "one engine out" go-around logic since third axis is missing (yaw).
Go-around acceleration altitude
Review missed approach phase in OM Part C, chapter LEGENDS / PANS OPS.
According to PANS-OPS 4, the acceleration segment in the GA is not calculated.
Use MSA or final level-off altitude of the missed approach as acceleration altitude.
7.16
Reverser
Condition:
 Isolation valve or thrust reverser control valve is not in the commanded
position.
 Thrust reverser sleeve position sensors are in disagreement.
 Auto-restow circuit has been activated.
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ENGINES, APU
Reverser unlocked (in flight)
01 Nov 2016
Version 1.0
Reverser unlocked (in flight)
Amber REV indication above the N1 indicator. Thrust lever remains in last position
and EEC commands thrust to idle.
Checklist:
If a controllability or a safe flightpath is impaired, consider shutting down by memory
(start lever cut off) the affected engine after confirmation by PF.
7.18
Start valve open
Condition: the start valve has opened or no starter cutout during engine start.
Position the engine start switch off by memory, but there is no urgency (checklist has
reference items only).
7.19
Volcanic ash
Refer to OM Part A, Chapter 8:
 Flight preparation: if flight is planned near potential contamination zones,
review and brief actions in advance.
 In-flight procedures.
 Postflight reporting.
Always avoid and stay upwind of volcanic ash and dust.
If airspeed is unreliable, refer to QRH, Chapter Performance Inflight, Flight with
Unreliable Airspeed.
If vision through windshield is obscured, diversion to an airport where an autoland
can be made should be considered.
7.20
Non QRH items
7.20.1 APU Low oil quantity / APU Maint
The APU requires oil servicing. Further use of the APU during several hours is
allowed. However, if the blue light illuminates due to an oil leak, the APU will fail and
damage may occur.
7.20.2 Engine oil quantity
There is no warning associated with this problem. There is no minimum engine oil
quantity indication limit and no procedure which require crew action. An indication of
a sudden loss of oil quantity without abnormal indications of oil pressure and/or oil
temperature is most likely a malfunction in the oil quantity indication system.
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ENGINES, APU
Non QRH items
01 Nov 2016
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Do not shutdown an engine only for low or decreasing oil quantity if other parameters
are normal.
A slow decrease in indicated oil quantity could be due to:
 An oil leak.
 An oil consumption problem.
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FIRE PROTECTION
APU Detection inoperative
01 Nov 2016
Version 1.0
8. Fire protection
8.1 APU Detection inoperative
No remarks.
8.2 APU Fire
If an APU fire is detected, the APU shuts down automatically; still this needs to be
confirmed twice with the APU fire warning switch and the APU switch, by memory.
8.3 Cargo fire
WARNING: plan to land at the nearest suitable airport, even if smoke stops.
On the ground, false cargo fire warnings can occur due to disinfectant sprays, GPU
exhaust etc. In such cases, good crew management and communications between
flight deck crew and ground staff is needed to ensure that correct action is taken.
YB861, YB863, YJ952, YR101 – YR118 (OO-JAA, OO-JAD, OO-JAH, OO-JAU,
OO-JAV, OO-JAX, OO-JAY, OO-JEF, OO-JJH, OO-JJI)
Two fire bottles installed; the second bottle discharge is disabled automatically upon
landing or by disarming the system.
YC488, YK909 –YM652 (OO-CAN, OO-JAF, OO-JAO, OO-JAQ, OO-JAR, OOJAS, OO-JBG, OO-JLO, OO-JOS)
One fire bottle is installed.
8.4 Cargo fire detector fault
No remarks.
8.5 Engine fire
separation
or
engine
severe
damage
or
Checklist
After memory items and if the fire warning light extinguishes check fire loop FAULT
light. If the FAULT light is illuminated, consider the fire is not extinguished. A fire test
is not required.
Failures such as fan blade separation can cause high levels of airframe vibration.
Normally, reducing airspeed and descending should reduce vibrations.
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FIRE PROTECTION
Engine fire/overheat detector fault
01 Nov 2016
Version 1.0
Fuel balancing






Check if the imbalance is consistent with failed engine (fuel leak after engine
separation).
Do not open crossfeed valve if fuel leak is suspected.
Accomplish SP ‘Fuel balancing’: procedure can be done by memory. Repeat
procedure as needed.
Lateral control is not significantly affected when operating with fuel beyond
normal balance limits.
Flying with the crossfeed valve open and all main pumps on is not
recommended as this may lead to increasing imbalance due to different
output pressure.
With center tank fuel, first balance with the center pumps off, then use the
center fuel.
8.6 Engine fire/overheat detector fault
Condition: Both loops or the selected loop has failed.
No ‘MASTER CAUTION’ light contrary to the ‘APU DET INOP’ light.
8.7 Engine overheat
Contrary to ‘ENGINE LIMIT’ NNC the thrust lever should be closed to idle
immediately:
 Light on in idle: perform ‘ENGINE FIRE’ NNC.
 Light off in idle: use the ‘Engine Failure or Shutdown’ NNC as a guideline for
approach, while the engine can remain in idle.
8.8 Engine tailpipe fire
Engine tailpipe fire can occur during startup or after the engine is shutdown. Both
cases are covered by the NNC.
A tailpipe fire is typically reported by the ground crew without engine fire warning in
the cockpit. A tailpipe fire will not trigger the engine fire warning loop because the
loop is positioned further forward.
When fuel contacts hot engine exhaust parts, a fire is likely. The fuel can be the
result of a leak or a faulty fuel control unit.
An oil puddle in the exhaust (due to engine design) can also ignite. This can even
occur 10 min. after engine shutdown.
The NNC procedure will ensure sufficient air from the APU and then motor the
engine to blow-out the fire. If the fire cannot be extinguished, evacuate the airplane.
The ‘ENGINE FIRE’ NNC is inappropriate because the engine fire extinguishing
agent is not effective against a fire inside the tailpipe.
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FIRE PROTECTION
Lavatory smoke
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8.9 Lavatory smoke
There are no cockpit annunciations of lavatory smoke (except on OO-JAD, OO-JAH,
OO-JAU, OO-JAV, OO-JAX, OO-JAY and OO-JEF) or fire extinguisher operation.
If required, accomplish the Smoke, Fire or Fumes checklist. Refer also to the related
OM Part B Chapter.
Be aware that in the event the cabin is over-pressurized, airplane lavatory ionization
smoke detectors could “false warn.” In such cases, good crew management and
communications between flight deck crew and cabin attendants is needed to ensure
that correct action is taken.
8.10
Smoke or fumes removal
It is important that the crew understands that this checklist is performed after being
directed by the Smoke, Fire or Fumes checklist as some initial steps (oxygen,
goggles…) are accomplish in this checklist. Afterwards, return to the Smoke, Fire or
Fumes checklist.
This procedure must be used when concentration of smoke requires its removal from
the flight deck or the cabin.
Two cases are covered in the ‘Smoke or Fumes Removal’ NNC:
 Both PACKS are OFF: open window and cabin air will flow forward to the
cockpit and exit via the open window.
 One or both PACKS in AUTO: open aft outflow valve and cockpit air will flow
aft to the cabin and exit through the aft outflow valve.
As the air current is opposite, never open cockpit window with packs operating.
Once the smoke is evacuated the crew should re-establish normal pressurization.
8.11
Smoke, fire or fumes
Except if source is visually confirmed to be extinguished and the smoke or fumes are
decreasing:
Plan to land at the nearest suitable airport. Do not delay landing to execute this
checklist.
Landing at the nearest suitable airport implies immediate diversion to a runway.
However, if the smoke, fire or fumes situation is severe enough, the flight crew
should consider an overweight landing, a tailwind landing, an off-airport landing, or a
ditching.
Additional immediate actions

Lock the flight deck door.
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FIRE PROTECTION
Wheel well fire
01 Nov 2016
Version 1.0
Declare an emergency and ask vectors to the nearest suitable airfield,
including military.
Do not waste time in trying to locate the source of smoke or fire.
Checklist
Do not rush.
Do not select passenger oxygen system on, it is useless (the masks dilute the
oxygen with cabin air) and may activate a fire with the extra oxygen.
Typical sources on the flight deck are the air conditioning outlets (air conditioning
smoke) or the instrument or circuit breaker panels (electrical smoke). If smoke enters
via the flight deck door, communicate with the (S)CCM to locate the origin of the
smoke in cabin (galley, overhead bins, toilet, ceiling, floor, etc).
Comments on communication with cabin crew items in the checklist:
Step “Establish crew and cabin communication” / “Instruct cabin crew to turn off”: the
SCCM will contact the flight deck via the interphone (as usual). The Captain will keep
the door closed.
Air conditioning smoke


Air conditioning smoke is often caused by the recirculation fans.
De-icing fluid entering the APU air inlet may also cause air conditioning
smoke at takeoff. Do not use the No Bleed Takeoff procedure after airplane
de-icing. If required, select the unpressurized takeoff procedure to increase
takeoff performance.
Electrical smoke



If electrical smoke appears when switching on an electrical system, first
switch the system off (most probable cause) before starting the checklist.
If CB’s have popped out, do not reset.
No instrument transfer switching.
8.12
Wheel well fire
Refer also to FCTM, Chapter 8, Non-Normal Operations, section Wheel Well Fire.
WARNING: plan to land at the nearest suitable airport, even if the warning
ceases.
Decision making:
 A wheel well fire may affect other systems.
 After a wheel well fire, one or more tires may be deflated and /or wheels may
be locked. Refer also to chapter ‘flat tire/tire burst’.
 Consider cabin preparation for emergency landing.
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Chapter 8
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FIRE PROTECTION
Wheel well fire
01 Nov 2016
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Keep landing gear down, unless fuel critical or performance requirements.
The system will not detect hot brakes alone, without an associated fire.
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Chapter 9
Page 37
FLIGHT CONTROLS
All flaps up landing
01 Nov 2016
Version 1.0
9. Flight controls
Refer also to FCTM, Chapter 8, Non-Normal Operations, section Flight Controls.
9.1 All flaps up landing




The TRAILING EDGE FLAPS UP LANDING NNC will redirect you to this
checklist in case the training edge flaps are up and the leading edge devices
are not in the full extended position.
Try wing anti-ice to heat the mechanism.
Tire speed limit is 225 mph or 195 kts (GS).
Approach and landing technique: Reduce speed from minimum clean to final
approach speed when established on final (typically 10NM) and before
intercepting the descent profile. Use manual control of thrust levers. Due to
automatic speed protection, autothrottle use may result in higher than desired
speed on final. Aim for the 1000 feet markings and avoid floating (no or minor
flare). Use maximum reverse thrust and an autobrake setting consistent with
the available runway length.
9.2 Auto slat fail
No crew action required.
9.3 Elevator tab vibration
There are many causes of airframe vibration, including free-play in movable
surfaces, system or engine malfunctions, and environmental factors.
Elevator tab vibration can occur during any phase of flight and is characterized as a
clearly noticeable moderate to severe vertical motion in the flight deck and aft cabin.
The vibration occurrence should be reported to maintenance for resolution before
further flight. The logbook entry should emphasize that the vibration suspected to be
in the area of the elevator tab and tab control system.
9.4 Feel differential pressure
Light illuminates if more then 25% difference between hydraulic system A and B
computer metered pressure, caused by:
 Failure of either hydraulic system, or
 Failure of either elevator feel pitot system, or
 Erroneous activation of the elevator feel shift module (EFS).
If the FEEL DIFF PRESS light illuminates at the same time with hydraulic system
malfunctions, priority must be given to the hydraulic system NNC.
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FLIGHT CONTROLS
Flap load relief (as installed)
01 Nov 2016
Version 1.0
The elevator feel computer utilizes hydraulic system A or B pressure whichever is
providing higher pressure.
The EFS module increases the elevator feel force (hydraulic A pressure) if the angle
of attack is near the stall.
9.5 Flap load relief (as installed)
Not all models have the annunciator light installed.
System activates at F40, F30 and, if SFP option is available, F25, F15, F10.
9.6 Flight control low pressure
Flight control switch positioned to standby rudder:
 Closes the shutoff valves to the rudder, aileron and elevator PCU.
 Activates standby pump and opens the shutoff valve to the standby rudder
PCU.
 Deactivates the flight control ‘LOW PRESSURE’ light.
9.7 Jammed or Restricted Flight Controls
Overpower the jammed or restricted system.
 Roll: aileron transfer mechanism.
 Pitch: control column override.
 Yaw: with FFM (Force Fight Monitor) all three input rods have individual jam
override mechanisms.
Flight controls can freeze due to freezing water, excessive grease and even de-icing
fluid.
9.8 Leading edge flaps transit
General note to handle flaps/slats NNC:
If an abnormal trailing edge flaps condition exists together with an abnormal leading
edge flaps/slats condition, first accomplish the applicable Trailing Edge NNC.
Skew means inboard and outboard end are not aligned.
9.9 Mach trim fail
Mach info from the ADIRU is used by both FCC’s to reposition the elevator feel and
centering unit, this adjusts the control column neutral position.
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Chapter 9
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FLIGHT CONTROLS
Runaway stabilizer
01 Nov 2016
Version 1.0
Runaway stabilizer
Note: If the dual brake system which holds the stab trim jack screw into position has
failed, holding the control wheel firmly or moving the control wheel opposite to the
pitch movement, can aggravate the aerodynamic runaway.
Release the control wheel force and use electric trim.
Overview of possible failures and result of memory items:
 Autopilot trim runaway: disengaging A/P solves the problem.
 Electric trim switch or motor: control column cutout switch (by holding control
column firmly) or stab trim cut out switches will solve the problem.
 Aerodynamic runaway and electric trim motors have also failed (normally trim
should be sufficiently powerful to stop an aerodynamic runaway): momentarily
release column to stop the elevator from moving the stabilizer, grasp trim
wheel, trim manually.
After completing the Non-Normal checklist, do not reset the stab trim cutout switches
in an attempt to troubleshoot.
The NTSB recommends landing at nearest suitable airport after a runaway stabilizer.
This is not in the NNC, however it is company policy.
With manual trim available, it is not required to perform the Stabilizer Trim
Inoperative NNC.
9.11
Speed brake do not arm
Failure of the automatic speed brake system: manually deploy the speedbrakes
upon landing. Increase required landing distance according to QRH PI (table
footnote).
9.12
Speed trim fail
The speed trim system (STS) is a speed stability augmentation system. The purpose
of the STS is to return the airplane to a trimmed speed by commanding the stabilizer
in a direction opposite to the speed change.
9.13
Speedbrake extended
If the light is illuminated on the ground and either TLA is beyond 30°, the takeoff
warning horn will sound.
9.14
Stabilizer out of trim
STABILIZER OUT OF TRIM light below 800 feet RA during a dual channel approach
causes both autopilots to disengage.
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Chapter 9
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FLIGHT CONTROLS
Stabilizer trim inoperative
01 Nov 2016
Version 1.0
Stabilizer trim inoperative
Force applied to the trim wheels causes a disconnect clutch to disengage. Therefore
steady pressure on the manual trim handles is required until the desired trim is
attained.
Note: during the approach the PM can assist the PF by holding his/her hands at the
control column below the control wheel and by reducing the stick forces at the
command of the PF.
9.16
Standby rudder on
If the STBY RUD ON light illuminates with no other flight deck indications: this is
caused by the FFM standby hydraulic auto-on logic.
9.17
Trailing edge flap asymmetry
The flap asymmetry can be caused by a mechanical failure in the flaps drive
mechanism or a faulty signal in the flaps indicator. If a flap asymmetry occurs by a
mechanical fault, a roll will be indicated on the PFD. This can only be corrected by
using aileron trim. The centering mechanism will be displaced and a new control
wheel neutral position will be obtained.
The FSEU monitors the TE flaps for flap asymmetry and flap skew. During an
asymmetry the needles on the flap indicator show actual position, in a skew
condition one pointer will be 15° apart.
Trailing edge flap asymmetry on final
L or R flap needle less than 15: execute a go-around and apply appropriate NNC.
L and R flap needle 15 or more: consider to continuing the approach applying
following actions by memory:
 Verify runway length 2000m (6000ft) or more.
 Maintain Vref flaps 15 white bug).
 Apply aileron trim.
 Flap inhibit (time permitting).
9.18
Trailing edge flap disagree
In case of flap disagree after takeoff, it is not recommend to retract the flaps using
the alternate flaps operation.
Three cases are covered:
 F30 or greater: continue normal landing with Vref 30
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Chapter 9
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FLIGHT CONTROLS
Trailing edge flaps up landing
01 Nov 2016
Version 1.0
F15 and less then F30: NNC will direct you to land with existing flaps.
Less than F15: NNC will direct you to perform an alternate flaps extension to
F15.
If flaps are retracted after go-around, the LED will not retract. Maximum speed 230
kts. Drag penalty with LED extended: FF + 10%.
9.19
Trailing edge flaps up landing
Approach and landing technique: Reduce speed from minimum clean to final
approach speed when established on final (typically 10NM) and before intercepting
the descent profile. Use manual control of thrust levers. Due to automatic speed
protection, autothrottle use may result in higher than desired speed on final. Aim for
the 1000 feet markings and avoid floating (no or minor flare). Use maximum reverse
thrust and an autobrake setting consistent with the available runway length.
9.20
Yaw damper
The yaw damper is disengaged if the system B FLT CONTROL switch is positioned
to OFF or STBY RUD.
After loss of hydraulic system B pressure, the Y/D will normally disengage.
9.21
Non QRH items
9.21.1 Trailing edge uncommanded motion
This condition is an uncommanded flap movement that can be caused by erratic flap
position transmitters, feedback loop error or hydraulic actuator problem.
Normally the FSEU will automatically close the trailing edge bypass valve.
By memory: alternate flap switch ARM. This closes the trailing edge bypass valve
and stops the motion.
Perform ‘Trailing edge flap disagree’ NNC.
9.21.2 FSEU failure




No more indication of flaps position (TE and LE).
No asymmetry protection.
The information displayed on the speed tape remains correct.
LED are stuck in the last position.
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Chapter 10
Page 42
FLIGHT INSTRUMENTS, DISPLAYS
Airspeed unreliable
01 Nov 2016
Version 1.0
10. Flight instruments, displays
Refer also to FCTM, Chapter 8, Non-Normal Operations, section Flight Instruments,
Displays.
10.1
Airspeed unreliable
It is very important to recognize this problem as soon as possible. Early recognition
requires familiarity with the interrelationship of attitude, thrust setting, and airspeed.
Know the approximate pitch attitude for each phase of flight. Apply the memory
items.
The problem can also result from an ADIRU problem. Refer to chapter ‘Non QRH
items’ below.
10.2
ALT Disagree
No additional remarks.
10.3
AOA Disagree
No additional remarks.
10.4
CDS Fault
Amber ‘Common Display System FAULT’ annunciation on the lower left corner of the
PFD: a non-dispatchable fault has occurred.
White ‘CDS MAINT’ annunciation on the lower left corner of the PFD: a dispatchable
fault has occurred (no NNC available).
10.5
Display failure
Display unit failure automatic switching: refer to FCOM, Chapter 10.21.
10.6
Display control panel
With the displays CONTROL PANEL select switch positioned to both on 1, the LH
EFIS control panel controls all DU’s and vice versa.
10.7
Display source
Condition: A single DEU has been selected, either manually or automatically, to drive
all six display units.
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FLIGHT INSTRUMENTS, DISPLAYS
Flight recorder off
01 Nov 2016
Version 1.0
As the display source selector normally is in the ‘auto’ position, no switching is
required.
Each DEU has 9 circuit cards. A partial failure of the DEU can cause the amber
‘DSPLY SOURCE’ annunciation on the PFD, without the other indications as listed in
the NNC.
10.8
Flight recorder off
Power failure, loss of input data or electronic malfunction.
10.9
IAS Disagree
No remarks.
10.10 Non QRH items
10.10.1 Transfer switching
Remarks valid for all transfer switching:
 Do not transfer in a rush
 Do not transfer in a critical phase of flight
 Do not transfer for electrical problems (or smoke)
 Transfer in agreement with the other pilot.
10.10.2 ADIRU failure
Autopilot and autothrottle should be closely monitored. Select the autopilot and
transponder on the reliable side.
10.10.3 Primary altimeter system failure in WATRS / MNPS
/ RVSM airspace
Two fully serviceable independent primary altitude measurement systems must be
operational in RVSM airspace. With 1 ADIRU available, RVSM requirements are not
met anymore. At least 2 primary altimeters must at all times agree within plus or
minus 200FT.
If one primary altimeter system fails
Refer to OM Part C / Route Manual / NAV / General Information for in-flight
Contingencies. Use the same procedure in the WATRS area.
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FLIGHT INSTRUMENTS, DISPLAYS
Non QRH items
01 Nov 2016
Version 1.0
If both primary altimeter system fail
Refer to OM Part C / Route Manual / NAV / General Information for in-flight
Contingencies. Use the same procedure in the WATRS area.
If both primary altimeters diverge by more than 200FT
Refer to OM Part C / Route Manual / NAV / General Information for in-flight
Contingencies. Use the same procedure in the WATRS area.
10.10.4 Undetected erroneous radio altitude
Condition: one or two installed Low Range Radio Altimeters (LRRAs) produce
undetected erroneous altitude.
Single erroneous altitude reading
If one LRRA provides an erroneous altitude reading, the airplane effects may include
any of the following:
 Large differences between displayed radio altitude
 Inability to engage both autopilots in dual channel approach (APP) mode
 Unexpected removal of the F/D command bars during approach on the pilot’s
side with the erroneous radio altimeter display.
 Unexpected configuration warnings after takeoff, during approach or during
go-around.
 Inappropriate FMA indication of autothrottle RETARD mode during approach
phase with the airplane above 27 ft AGL. There will also be corresponding
thrust lever movement towards the idle stop. The FMA will continue to indicate
RETARD after the thrust levers have reached the idle stop rather than change
to ARM.
Procedure
Whether in automated or manual flight, flight crews must carefully monitor primary
flight instruments (airspeed, attitude etc.) for aircraft performance and the FMA for
autoflight modes.
Early intervention prevents unsatisfactory airplane performance or a degraded flight
path.
If the left and right LRRA disagree significantly, or if either one appears to be
providing an erroneous altitude reading, disengage the automation.
Do not use the autoland system if either the left or right LRRA appears to be
providing an erroneous altitude reading.
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Chapter 11
Page 45
FMC MANAGEMENT, NAVIGATION
ADS-B Out Failure
01 Nov 2016
Version 1.0
11. FMC management, Navigation
11.1
ADS-B Out Failure
No remarks.
11.2
FMC disagree
RNP approach capability could be impaired.
11.3
FMC Disagree - vertical
RNP approach capability could be impaired.
11.4
FMC Fail
Dual FMC (as installed):
LH
CDU
LH FMC is master and RH FMC synchronizes
Different symptoms for LH and RH FMC fail
RH
CDU
LH
FMC
RH
FMC
LH
ND
RH
ND
Dashed arrow: both on L
Failure of all FMC(‘s):
Indications:
 If in LNAV/VNAV amber flashing A/P light, A/P reversion to CWS R/P.
 Amber FMC alert light + FAIL light on CDU + "FMC" on CDU.
 On EHSI: MAP and VTK (vertical track) flags.
 On TMAP: A/T LIM indication.
Actions:
 Resume conventional navigation (full VOR/ILS rose and NAV box in MANUAL
and freq.). Speed schedule 300 / M.78.
 Select required A/P modes (ALT HLD or LVL CHG and HDG SEL).
 Apply NNC.
 Check CB’s.
If no recovery:
 No RNAV capability.
 Present position entry via the ISDU.
 Set N1 and SPD REF bugs manually for T/O, climb, cruise and G/A using the
QRH PI section. Note that the max cont. thrust is equal to the max climb
thrust.
 Use QRH PI section for approach speeds.
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FMC MANAGEMENT, NAVIGATION
FMC/CDU Alerting message
01 Nov 2016
Version 1.0
A/T works with A/T computer calculating a degraded N1 limit. If failure occurs
during early climb with reduced thrust, throttles advance to this climb limit.
11.5
FMC/CDU Alerting message
FMC messages are categorized as:
 Alerting messages
 Entry error messages
 Advisory messages
Refer to FCOM, Chapter 11.60: FMC/CDU messages.
11.6
GPS
With both GPS sensor units failed RNP 10 time limitation is limited to:
 6.2 hours without radio position updating. This time starts when the IRS are
placed in the navigation mode;
 5.9 hours of flight time following DME/DME update;
 5.7 hours following VOR/DME update.
11.7
IRS DC Fail
No remarks.
11.8
IRS Fault
Indications:
 Errors in mapping, wind, drift and groundspeed.
 Autopilot disconnects, no re-engagement.
 Master caution + IRS + IRS fault on overhead panel.
 COMP flag (symbol gen. receive different pitch and roll info).
Checklist
 If the FAULT remains illuminated after switching from NAV to ATT mode,
cycle the system to OFF, then back to ATT. It takes approximately 30
seconds for the ATT outputs to become valid if ATT is selected from NAV
mode, and 57 seconds if ATT is selected from OFF or if a power interrupt
occurs. Under some gyro turn-on conditions, ATT mode alignment may be
delayed up to 2 minutes.
 When attitude recovered, enter heading (2 ways): on POS INIT page (3 digits,
format 000) or SET IRS HDG on IRS data display (Litton: 4 digits, format
0000, Honeywell: H + 3 digits; format H000).
 Using IRS in ATT mode: drift of heading will occur. Drift can be up to 15º per
hour. Therefore heading must be regularly crosschecked and synchronized
(with other IRS).
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FMC MANAGEMENT, NAVIGATION
IRS ON DC
01 Nov 2016
Version 1.0
On ground:
 Stop the airplane: during alignment airplane shall not move.
 Perform a normal 10 min alignment cycle by switching the IRS mode selector
OFF and then to NAV.
 MEL: 1 IRS may be INOP (for day VMC flight).
ISDU action codes for which pilot’s action is possible:
 03: Excess motion, realign.
 04: Align fault, check PPos.
 08: PPos missing, enter PPos.
 09: Heading missing (ATT ref), enter magnetic heading.
 12: 3+3T test failure, re-enter PPos.
11.9
IRS ON DC
IRS operating on switched hot battery bus.
11.10 Unable reqd nav perf RNP
Make sure the RNP is set in accordance with approach, PRNAV or BRNAV
requirements.
If PRNAV requirements cannot be met, revert to BRNAV and advise ATC:
“(Callsign), UNABLE TO CONTINUE (SID, STAR,…) DUE TO (reason)”.
If BRNAV requirements cannot be met, discontinue RNAV and advise ATC:
”(Callsign), NEGATIVE RNAV”.
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Chapter 12
Page 48
FUEL
Config
01 Nov 2016
Version 1.0
12. Fuel
Refer also to FCTM, Chapter 8, Non-Normal Operations, section Fuel.
12.1
Config
No remarks.
12.2
Crossfeed selector inoperative
On two engines operation, it is possible to maintain fuel balance:
 If crossfeed is closed: use differential thrust.
 If crossfeed is open: selective use of fuel pumps. Select a fuel pump on the
low fuel quantity side off (one at a time). If the imbalance increases further,
select both fuel pumps on that side off.
 The airplane can safely land well passed the fuel imbalance limitations.
On one engine, if unable to maintain fuel balance, land ASAP.
12.3
Fuel filter bypass
Filter is contaminated: not due to ice because the fuel is heated by fuel/oil heat
exchanger just before entering the filter.
No corrective action possible.
12.4
Fuel leak engine
Anytime an unexpected fuel quantity indication, FMC fuel message or imbalance
condition is experienced, a fuel leak should be considered as possible cause.
Compare actual fuel burn to OFP fuel.
When a fuel leak is suspected, try to determine whether it is an engine fuel leak or a
tank leak. A tank leak is very rare and will most probably have an external cause
(foreign object damage, tire burst, mid-air collision, missile…). Time permitting,
check visually for a suspected leak.
If an engine leak is suspected, perform the appropriate non-normal checklist. The
checklist leads first to isolate the center tank from the left and right sides.
Observation of fuel consumption on the main tanks only will confirm or deny the leak
and will determine on which side is the leak. If the engine fuel leak is confirmed, the
engine on the side of the leak must be shutdown to prevent a loss of fuel and to
prevent a fire.
If a wing tank leak is suspected, no special procedure exists. Consider normal fuel
management, opening the crossfeed valve is allowed to prevent fuel starvation of the
related engine. Monitor fuel status closely. If crossfeed is kept closed and fuel
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FUEL
Fuel pump low pressure
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quantity approaches zero, complete engine failure and shutdown NNCL on related
engine.
Verify also Fuel Quantity Indication Inoperative as needed.
12.5
Fuel pump low pressure
Suction feed from main tank: if no thrust deterioration or engine flameout occurs at
high altitude, no descent is required because the effect will not occur later (no
dissolved air restricting fuel flow).
Suction feed from the center tank is not possible: with both CENTER tank fuel pump
LOW PRESSURE light illuminated.
During taxi:
While turning, the center tank fuel pump inlets can be uncovered as fuel is forced
away due to centrifugal force. After the airplane has stabilized and fuel is no longer
forced away from the inlets, if the LOW PRESSURE light(s) remain illuminated,
automatic shutoff may have occurred. If more than 453 kg of fuel remain in the
center tank, the affected center tank fuel pump switch should be turned OFF, then
ON, to reactivate the fuel pump.
If the LOW PRESSURE light was due to an uncovered fuel pump inlet, the light will
remain extinguished. However, if the LOW PRESSURE light was due to an
inoperative fuel pump or other fault, the LOW PRESSURE light will illuminate again.
In this situation, the FUEL PUMP LOW PRESSURE non-normal checklist must be
done.
12.6
Fuel quantity indication inoperative
Fuel quantity indicator malfunctions are most often seen as blanking of digital
readouts, fluctuating indications, off scale readings (high or low) or a frozen indicator.
Use information from OFP, such as Flight log, to calculate the actual fuel on board.
Calculated gross weight, and in some FMC’s also calculated fuel weight, can
manually be entered in the FMC.
12.7
Fuel temperature low
To determine the minimum in-flight fuel temperature, if the actual freeze point of the
fuel loaded is unknown, use the following maximum freeze temperature:
 JET A-1: -47°C
 JET A: -40°C
 JP-8: -47°C
If different types of fuel have been mixed, use the highest freezing point of the fuel
used in the last three fuel uplifts.
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Chapter 12
Page 50
FUEL
Imbal
01 Nov 2016
Version 1.0
Imbal
The crew should consider the following when performing fuel balancing procedures:




Use of the Fuel Balancing Supplementary Procedure in conjunction with good
crew coordination reduces the possibility of crew errors.
Routine fuel balancing when not near the imbalance limit increases the
possibility of crew errors and does not significantly improve fuel consumption.
During critical phases of flight, fuel balancing should be delayed until workload
permits. This reduces the possibility crew errors and allows crew attention to
be focused on flight path control.
Fuel imbalances that occur during approach need not be addressed if the
reason for the imbalance is obvious (e.g. engine failure or thrust asymmetry,
etc.).
12.9
Low fuel operation
Amber ‘LOW’ indication if related main tank quantity is below 900 kg.
Approach and Landing
In a low fuel condition, the clean configuration should be maintained as long as
possible during the descent and approach to conserve fuel. However, initiate
configuration changes early enough to provide a smooth, slow deceleration to final
approach speed to prevent fuel from running forward in the tanks.
A normal landing configuration and airspeed appropriate for the wind conditions are
recommended.
Runway conditions permitting, heavy braking and high levels of reverse thrust should
be avoided to prevent uncovering all fuel pumps and possible engine flameout during
landing roll.
Go-Around
If a go-around is necessary, apply thrust slowly and smoothly and maintain the
minimum nose-up body attitude required for a safe climb gradient. Avoid rapid
acceleration of the airplane. If any wing tank fuel pump low pressure light illuminates,
do not turn the fuel pump switches off.
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Chapter 13
Page 51
HYDRAULICS
Hydraulic pump low pressure
01 Nov 2016
Version 1.0
13. Hydraulics
Refer also to FCTM, Chapter 8, Non-Normal Operations, section Hydraulics.
13.1
Hydraulic pump low pressure
Blinking hydraulic low pressure lights
During normal operations, variations in hydraulic quantity indications occur when:
 the system becomes pressurized after engine start.
 raising or lowering the landing gear or leading edge devices.
 cold soaking occurs during long periods of cruise.
These variations have little effect on systems operation.
Due to freezing of accumulated water in the reservoir pressurization system, the
hydraulic system may not be properly pressurized. Foaming can occur at higher
altitudes and can be recognized by pressure fluctuations and blinking of the related
LOW PRESSURE lights. The MASTER CAUTION and HYD annunciator lights may
also illuminate momentarily.
This problem can usually be solved by selecting a cruising level below FL340.
13.2
Hydraulic pump overheat
No remarks.
13.3
Loss of system A
Manual gear extension, gear cannot be retracted - Drag penalty for diversion: FF +
50%.
If alternate nose wheel steering is inoperative or not installed:
 If any crosswind exists, consideration should be given to landing on a runway
where braking action is reported as good or better.
 Braking action becomes the primary means of directional control below
approximately 60 knots where the rudder becomes less effective.
 If controllability is satisfactory, taxi clear of the runway using differential thrust
and brakes.
 Continued taxi with nose wheel steering inoperative is not recommended due
to airplane control difficulties and heat build-up in the brakes.
 Request towing equipment.
13.4


Loss of system B
Flaps 15 to avoid retraction with alternate system during go-around.
Flap extension rate is slow (approx. 2 minutes to flaps 15).
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Chapter 13
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HYDRAULICS
Manual reversion or loss of system A and loss
of system B
01 Nov 2016
Version 1.0
Antiskid and hydroplane protection are available with alternate brakes.
Locked wheel and touchdown protection are available with alternate brakes.
Go-around: trailing edge flaps can be retracted. Leading edge devices cannot
be retracted. Observe maximum speed 230 knots and consider fuel flow +
10%.
13.5 Manual reversion or loss of system A and
loss of system B
Airplane control

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
Manual control of ailerons: max bank 20º.
Manual control of elevators: a dead band exists therefore trim the airplane
slightly nose up and keep a light forward pressure on stick.
Rudder has standby hydraulic power: do not over-control.
Standby Yaw Damper assists in roll control.
Electrical and manual stabilizer trim remains available.
Fly a long straight-in approach. Keep thrust changes small and slow to allow
for pitch trim changes. Landing configuration and approach airspeed should
be established on the runway centerline so that only a slight reduction in
thrust is required to achieve the landing profile. Do not make a flat approach.
Anticipate that the airplane tends to pitch down as thrust is reduced for
touchdown. To help reduce the pitch down tendency, trim slightly nose up on
approach and initiate the flare at a higher than normal altitude. Although
trimming during the flare is not normally recommended, the high control
column forces required during landing in this situation can be reduced by
adding a small amount of nose up trim during the flare.
No speedbrakes: airplane has tendency to float or bounce.
Brakes have accumulator pressure only: on touchdown apply steady
moderate braking, no pumping. F/O calls out Brake Accumulator pressure
readings during landing roll. The last 800-1000 PSI is precharge pressure that
can not be used for braking (braking action nil).
Thrust reversers have standby pressure but operate slowly.
Nose wheel steering is inoperative: If any crosswind exists, consideration
should be given to landing on a runway where braking action is reported as
good or better. Braking action becomes the primary means of directional
control below approximately 60 knots where the rudder becomes less
effective. If controllability is satisfactory, taxi clear of the runway using
differential thrust and brakes.
Continued taxi with nose wheel steering inoperative is not recommended due
to airplane control difficulties and heat build-up in the brakes. Request towing
equipment.
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Chapter 13
Page 53
HYDRAULICS
Standby hydraulic low pressure
01 Nov 2016
Version 1.0
Management
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“MAYDAY (x3), (callsign)….severe flight control problem, we request
minimum 2000 feet vertical separation and keep runway free for our
landing. We will need a 10nm straight-in final.”
Prepare cabin emergency evacuation.
Longest runway (limited braking capacity).
Runway with minimum crosswind (max 15 Kts).
Reduce landing weight to practical minimum. Do not make an overweight
landing.
Captain takes controls for approach and landing. Establish the airplane on
final in speed and in trim before intercepting glide (recommended to intercept
glide early).
13.6
Standby hydraulic low pressure
No remarks.
13.7
Standby hydraulic low quantity
System B hydraulic fluid level will decrease to 72%.
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Chapter 14
Page 54
LANDING GEAR
Antiskid inoperative
01 Nov 2016
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14. Landing gear
Refer also to FCTM, Chapter 8, Non-Normal Operations, section Landing Gear.
14.1
Antiskid inoperative
Parking brake valve stuck closed: this problem can be recognized by the ANTISKID
INOP light illuminating when releasing the parking brakes.
Operation with Antiskid failure:
Before takeoff: new takeoff calculations (TOperf).
14.2
Auto brake disarm
No remarks.
14.3
Brake pressure indicator zero PSI
Checklist: actual hydraulic system pressure is available brake for braking.
Accumulator braking is lost.
14.4
Gear disagree
No remarks.
14.5
Landing gear lever jammed in the up position
Decision making:
Check total fuel quantity: to avoid that a crew becomes pre-occupied with a landing
gear problem while too much fuel is consumed to safely terminate the flight.
14.6
Gear lever will not move up after takeoff
No memory items.
Checklist starts with trouble shooting to identify the cause:
 Failure of the landing gear lever lock solenoid: don’t forget to check the Gear
lever latch CB after completing the non-normal checklist.
 Failure of the air/ground system or failure of the ground spoiler bypass valve
to close.
CAUTION: Do not use the speed brakes in flight because the ground spoilers
may extend. Do not arm the speedbrakes because they may extend before
touchdown
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Chapter 14
Page 55
LANDING GEAR
Manual gear extension
01 Nov 2016
Version 1.0
NNC requires pulling the takeoff warning cutout CB to silence the horn. All systems
remain in ground mode.
After landing the pulled CB can be reset if some systems do not operate satisfactory.
14.7
Manual gear extension
Recycling the landing gear in an attempt to extend the remaining gear is not
recommended. This may cause additional damage.
Manual gear extension handles mechanically unlock the gear up lock. Afterwards the
landing gear extends by freefall and air load.
14.8
Partial or all gear up landing
Recycling the landing gear in an attempt to extend the remaining gear is not
recommended. This may cause additional damage.
Preparation

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
A gear up or a partial gear up landing is preferable to running out of fuel
attempting to solve a gear problem.
Prepare cabin for emergency landing. After full stop, evacuate as needed.
Land at the most suitable airport with adequate runway and fire fighting
capability.
Foaming the runway is not necessary.
Landing procedure

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
Plan a normal approach and flare profile with normal speeds and normal rate
of descent.
Attempt to keep the airplane on the runway: at speeds below 60 knots, use
nose wheel/rudder pedal steering, if available, and differential braking as
needed.
Plan to land on all available gear. The landing gear absorbs the initial shock
and delays touchdown of airplane body parts. Attempt to fly the area with the
unsafe indication smoothly to the runway at the lowest speed possible, but
before losing flight control effectiveness. A smooth touchdown at a low speed
helps to reduce airplane damage and offers a better chance of keeping the
airplane on the runway.
Carefully review Landing Procedure in QRH.
Speedbrakes: Since the airplane is easier to control before body parts make
ground contact, speedbrakes should be extended only when stopping
distance is critical. Extending the speedbrakes before all gear, or the nose or
the engine nacelle have contacted the runway may compromise controllability
of the airplane. Delay extending the speedbrakes until after the nose and both
sides of the airplane have completed touchdown. Extending the speedbrakes
after a complete touchdown also creates a risk of not being able to stow the
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Chapter 14
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LANDING GEAR
Partial or all gear up landing
01 Nov 2016
Version 1.0
speedbrakes after the airplane has come to a rest. If this is the case, there
would be an increase in the probability of injuring passengers if the over wing
exits are used for evacuation.
Some crews may elect to avoid the use of speedbrakes during any landing
with a partial gear indication. However, most partial gear indications are the
result of an indicator malfunction rather than an actual gear up condition. If the
crew elects not to use speedbrakes during landing, be aware that stopping
distance may rapidly become critical if all gear remain extended throughout
touchdown and rollout.
Reversers: Reverse thrust should be used only when stopping distance is
critical. An engine making ground contact could suffer sufficient damage such
that the thrust reverser mechanism may not operate. Selecting reverse thrust
with any gear not extended may produce an additional asymmetric condition
that makes directional control more difficult. If reverse thrust is needed, keep
in mind that the airplane is easier to control before body parts make ground
contact. If the thrust reversers are deployed before all gear, or the nose or the
engine nacelle in the case of a gear that does not extend, have made contact
with the runway, the airplane will complete touchdown sooner and at a higher
speed.
Both main gear extended (nose gear up)


Land in the center of the runway.
After touchdown, lower the nose gently before losing elevator effectiveness.
Nose gear only extended

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
Land in the center of the runway.
Use normal approach and flare attitude maintaining back pressure on the
control until ground contact.
The engines contact the ground prior the nose gear.
One main gear extended and nose gear extended



Land on the side of the runway that corresponds to the extended main gear
down.
Maintain the wings level as long as possible
Brake on the opposite side of the unsupported wing to keep the airplane
rolling straight.
One main gear only extended



Land on the side of the runway that corresponds to the extended main gear
down.
Maintain wings level as long as possible.
Brake on the opposite side of the unsupported wing to keep the airplane
rolling straight.
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Chapter 14
Page 57
LANDING GEAR
Non QRH items
01 Nov 2016
Version 1.0
All gear up or partially extended
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Land in the center of the runway.
The engines contact the ground first.
There is adequate rudder available to maintain directional control during initial
portion of the ground slide.
Attempt to maintain the centerline while rudder control is available.
14.9
Non QRH items
14.9.1 Flat tire / tire burst
Refer to Operational Procedure.
14.9.2 Smoking or hot brakes
Smoking brakes can be reported by ground personnel or can be spotted during
external inspection. One of the possible reasons to have a smoking brake is
excessive lubrication grease on a hot brake.
A brake and / or wheel change will be noted in the ATL to increase crew awareness
of added grease.
Apply the recommended brake cooling schedule from the QRH and take all
necessary steps to prevent damage to the airplane and ground personal. Fuelling
operation should be delayed;
It is not recommended to cool wheels, tires or brakes with water, foam or other liquid,
except as noted in the Airplane Maintenance Manual following a high energy stop
and only then after allowing the components to cool 'naturally' for at least one hour. If
for any reason a liquid or foam is sprayed on the brake an inspection is necessary by
an engineer.
Approaching the landing gear of an aircraft that may have either hot brakes or
damaged tires presents a safety hazard.
The preferred method of approaching the tires is depicted on the following graphic
showing the safe zones (green) and the associated tire safety areas.
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Chapter 14
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LANDING GEAR
Non QRH items
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Version 1.0
Approach main gear along green arrows.
Never enter shaded areas when there is a suspect hot brake or tire.
Stay at least 8 meters away from the tire or rim until temperature returns to ambient.
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Chapter 15
Page 59
WARNING SYSTEMS
Altitude alert
01 Nov 2016
Version 1.0
15. Warning systems
Refer also to FCTM, Chapter 8, Non-Normal Operations, section Warning Systems.
15.1
Altitude alert
Altitude alerting is inhibited when flaps are 25 or more, or when the G/S is captured
with F/D or A/P engaged.
15.2
Ground proximity inoperative
No remarks
15.3
Landing configuration
No remarks.
15.4
Overspeed
Refer also to FCTM, Chapter 8, Non-Normal Operations, section Overspeed.
During cruise, the typical causes of overspeed events are windshear encounters or
high altitude wave activity. Although autothrottle logic provides for more aggressive
control of speed as the airplane approaches VMO or MMO, there are some
windshear and wave activity speed changes that are beyond the capability of the
autothrottle system to prevent short term overspeeds.
When correcting an overspeed during cruise at high altitude, avoid reducing thrust to
idle which results in slow engine acceleration back to cruise thrust and may result in
over-controlling the airspeed or a loss of altitude. If autothrottle corrections are not
satisfactory, temporarily deploying partial speedbrakes can assist in reducing speed
and avoiding the need for idle thrust.
15.5
PSEU
Condition:
 Internal fault.
 An overwing exit lock fails to disengage when commanded to unlock.
 Simple faults cause the PSEU light to illuminate upon recall.
15.6
Tailstrike
Refer also to FCTM, Chapter 8, Non-Normal Operations, section Tailstrike.
Tailstrike on takeoff risk factors are:
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Chapter 15
Page 60
WARNING SYSTEMS
Takeoff configuration
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Mistrimmed stabilizer
Early rotation
Trimming during rotation
Excessive rotation rate
Improper use of flight director
Pitch attitude approximately 11° (B737-800) - 15° (B737-700) (flaps 1 is most
critical)
Wing contamination (upper wing most critical)
Tailstrike on landing risk factors are:
 Unstabilized approach
 Holding off in the flare
 Trimming in the flare
 Mishandling of crosswind
 Over-rotation during go-around
Subtract 2° from the takeoff tailstrike pitch attitude to obtain the landing tailstrike
pitch attitude with wings level and gear struts compressed.
15.7
Takeoff configuration
Same horn as cabin altitude warning, but works only on the ground.
15.8 Warning horn (intermittent) or warning light –
cabin altitude or takeoff configuration
Attention not to confuse two different possible conditions which require different
memory items.
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Chapter 16
Page 61
MANEUVERS
Approach to stall or stall recovery
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Version 1.0
16. Maneuvers
16.1
Approach to stall or stall recovery
For recovery actions, refer to QRH, Chapter Maneuvers, Section 1, Approach to stall
or stall recovery.
Lateral control is maintained with ailerons. Rudder control should not be used
because it causes yaw and the resultant roll is undesirable.
16.2
Rejected takeoff
For rejected takeoff actions, refer to QRH, Chapter Maneuvers, Section 1, Rejected
takeoff.
Rejecting a takeoff near V1 has often resulted in the airplane stopping beyond the
end of the runway. Referring to the condition ‘unsafe or unable to fly’, the CPT
should only reject the takeoff if he is convinced that the airplane cannot fly.
The decision to reject the takeoff is the responsibility of the captain and must be
made before V1 speed so that the maneuver can be initiated not later than V1.
If a failure occurs and the captain decides to continue, the call is “GO”.
The reject decision shall be communicated to ATC as follow:
 “(CALLSIGN) STOPPING”
 “(CALLSIGN) AIRPLANE STOPPED”
 Consider a MAYDAY call
If a life threatening situation develops, refer to Chapter 11.
16.3
Terrain avoidance
For terrain avoidance actions, refer to QRH, Chapter Maneuvers, Section 1, Ground
proximity warning system (GPWS) response.
No GPWS warning signals or announcements shall be ignored. There are airports
located in difficult terrain where one or more warning envelopes may be exceeded
resulting in warnings at a given approach position or at take-off. For these airports it
is an absolute must to include the predicted GPWS warnings into the approach and
departure briefing.
If a terrain avoidance maneuver must be executed, either pilot will call: “TERRAIN
GO”.
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Chapter 16
Page 62
MANEUVERS
Traffic avoidance
01 Nov 2016
Version 1.0
When holding, pilots shall be aware of the possibility that a nuisance warning may be
generated by an airplane holding 1,000 ft below and that a subsequent terrain
avoidance maneuver may lead to a conflict with other traffic holding above.
Terrain ahead of the airplane may exceed available climb performance. A GPWS
caution or warning alert does not guarantee terrain clearance.
Do not attempt to engage the autopilot and/or autothrottle until terrain clearance is
assured.
16.4
Traffic avoidance
For traffic avoidance actions, refer to QRH, Chapter Maneuvers, Section 1, Traffic
avoidance.
Refer also to OM Part A, Chapter 8.
16.5
Upset recovery
For upset recovery actions, refer to QRH, Chapter Maneuvers, Section 1, Upset
recovery.
16.6
Windshear
Refer to FCOM, Supplementary procedures, Section 16, Adverse weather.
For windshear escape actions, refer to QRH, Chapter Maneuvers, Section 1,
Windshear.
Refer also to OM Part A, Chapter 8.
If a windshear escape maneuver must be executed, either pilot will call:
“WINDSHEAR GO”.
When windshear was encountered during approach and is no longer a factor:
 Regain speed.
 When speed is above maneuvering speed for actual flaps setting, PF calls:
“GO-AROUND”
 A normal go-around maneuver is executed considering actual flaps and gear
configurations.
When windshear was encountered during/after take off and is no longer a factor:
 Regain speed.
 When speed is above maneuvering speed for actual flaps setting, a normal
Take off maneuver is executing considering actual flap and gear
configuration.
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Chapter 17
Page 63
OTHER PROCEDURES
Crew incapacitation
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17. Other procedures
17.1
Crew incapacitation
Refer also to OM Part A, Chapter 4 and Chapter 8.
17.1.1 Autoland
When a pilot incapacitation occurs during the final of a planned autoland, the
approach may be continued provided FMA indications are normal for autoland and
the incapacitated pilot does not affect the flight controls.
If the CPT is the incapacitated pilot, the F/O takes control of the airplane and says at
loud voice "I HAVE CONTROL". The F/O continues the approach and landing and
keeps the autopilot engaged. Actions of the F/O are:
 Monitor the flight path.
 Monitor FMA.
 At autocall “APPROACHING MINIMUMS”, start looking outside and wait for
the "MINIMUMS" auto callout.
 If runway is in sight at the minimums, autoland may be continued.
 Operate the reversers after touchdown.
 Operate the brakes when necessary to override the autobrakes and bring the
airplane to a full stop.
 Do not attempt to leave the runway.
When the airplane is stopped:
 Advice ATC.
 Advice SCCM as per OM Part A.
 Contact handling agent for ambulance + stairs and for towing
 Start the APU.
 Shutdown the engines after APU is started and APU generator is powering
the electrical system.
 Accomplish the shutdown checklist in read and do.
17.2 Distress communication and alerting ATC to
emergencies
Refer to OM Part A, chapter 8.
Refer to OM Part C, Emergency section.
17.3
Exceeding cosmic radiation limits
Refer to OM Part A, Chapter 8
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Chapter 17
Page 64
OTHER PROCEDURES
Lightning strikes
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Lightning strikes
A lightning strike can puncture the skin of an airplane; however serious accidents
due to lightning strikes are extremely rare. Nearby lightning can blind the pilot
rendering him momentarily unable to navigate either by instrument or by visual
reference. Lightning can also induce permanent errors in the magnetic compass and
lightning discharges, even distant ones, can disrupt radio communications on low
and medium frequencies.
If there is a possibility of lightning strike, increase the general lighting in the cockpit
to avoid blindness.
In the event of lightning strike conduct the following procedure:
In flight:
 Check all radio communication and navigational equipment and the weather
radar.
 Record the lightning strike in the ATL and file an ASR.
On ground, check:
 Compensation of the (standby) compass.
 Signs of damage on fuselage, wings, radome, tail structure.
 Antenna's, pitot tubes.
 All control trailing edges and static discharges.
 Radio and navigation equipment.
A qualified mechanic needs to check the airplane after a lightning strike
Lightning intensity and frequency have no simple relationship to other storm
parameters. But as a rule, severe storms have a high frequency of lightning.
17.5
Overweight landing
17.5.1 Conditions
An overweight landing is recommended when:




A malfunction that seriously affects the airworthiness of the airplane.
A condition where an expeditious landing would reduce the exposure to a
degrading level of safety.
One engine inoperative. Although a one engine out condition affects the
airplane performance and handling characteristics, a landing must be
considered in order to reduce the exposure to additional problems with the
remaining engine.
A serious illness requiring immediate medical attention.
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Chapter 17
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OTHER PROCEDURES
Overweight landing
01 Nov 2016
Version 1.0
An overweight landing is permitted when:


A landing due to failures not directly affecting the airworthiness of the
airplane.
An unplanned diversion.
An overweight landing is not recommended when:



Hydraulic or braking system failures affecting the braking performance.
Tire failures.
Flight control troubles that would adversely affect the handling of the airplane.
17.5.2 Procedure
Preparation






Verify landing distance in QRH, Performance In-flight. Verify if distances are
factored. If the tabulated landing distance is unfactored, add the minimum
safety factor of 15%.
Use of flaps 30 rather than flaps 40 is recommended to provide increased
margin to flap placard speed. Wind correction may be limited by the flap
placards and load relief system.
If stopping distance is a concern, reduce the landing weight as much as
possible by holding at low altitude with a high drag configuration (gear down)
to achieve maximum fuel burn-off.
Use the longest runway but avoid tailwind.
Set autobrakes to maximize use of the available runway.
The Autoland System should not be used for overweight landings.
Approach and landing








Observe flap placard speeds during flap extension
Extend the landing gear approximately one minute early for each unit of brake
temperature above normal.
Fly a normal profile, monitor rate of descent, make a normal landing, do not
float
Bleed off all headwind correction prior touchdown.
Immediately after touchdown, verify speedbrake lever UP and using maximum
reverse thrust, do not wait for nose gear touchdown, however fly the nose
wheels smoothly onto the runway without delay. Do not attempt do hold the
nose wheels off the runway.
As soon as stopping is assured in the remaining runway, turn the autobrakes
off and continue slowing the airplane with reverse thrust.
If stopping in the remaining runway is in doubt, continue use of autobrakes or
take over manually and apply up to maximum braking as needed.
After landing, refer to QRH, Performance In-flight, Recommended Brake
Cooling Schedule. CAUTION: even moderate brake use may result in tire
deflation.
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Chapter 17
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OTHER PROCEDURES
Roll controllability
01 Nov 2016
Version 1.0
Note landing weight and rate of descent in the ATL, make an ASR. An
inspection by a JAR 145 mechanic is required.
17.6
Roll controllability
Should aileron control be insufficient to control bank angle at low speed (e.g. during
unwanted rudder deflection):
 Reduce angle of attack.
 Consider to increase airspeed for the same result.
 Use pitch trim sparingly.
The minimum speed at which ailerons can control bank with a deflected rudder is
called the crossover speed.
Crossover speed is directly related to the angle of attack. This means that if control
of bank is lost due to an uncommanded rudder deflection the pilot should reduce the
angle of attack to recover the airplane.
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