Chapter 1: Aircraft General
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Dimensions:
○ Width: 35.79 m
○ Length: 39.5 m
○ Wingtip radius: 22.9 m (avoid obstacles within 7.4 m of the nose).
Emergency Exit Lights:
○ OFF: Prevents unwanted activation.
○ ARMED: Activates during DC Bus 1 loss or AC power failure.
○ ON: Manually activates lights.
Crew Oxygen:
○ One bottle in aft E&E bay (1100 psi for first flight, 1000 psi thereafter).
○ Mask modes: Emer, 100%, Norm.
Passenger Oxygen:
○ Automatic deployment above 14,000 ft or manually via switch.
○ Chemical generation lasts ~12 minutes.
Cockpit Door:
○ 3 indicators (Red, Amber, Green) and a locking system with three positions.
Chapter 2: Air Conditioning & Pressurization
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Systems supplied by bleed air: Air conditioning, pressurization, engine start,
engine/wing anti-ice, tank pressurization.
Isolation Valve:
○ Positions: Close, Auto, Open.
Outflow Valve:
○ Cabin pressurization is controlled by the outflow valve, max differential pressure
is 9.1 psi.
○ Operated by 3 DC motors (2 automatic, 1 manual).
○ Includes 2 positive pressure relief valves and 1 negative relief valve.
Packs:
○ Left pack supplies the flight deck, excess air goes to the mix manifold.
○ Right pack supplies the mix manifold directly.
○ Trim air adjusts temperatures in 3 zones: Flight Deck, Forward Cabin, Aft Cabin.
○ If a pack fails, the other operates in high flow (except during flaps extension).
Recirculation Fans:
○ Reduce the load on the air conditioning by filtering and returning air to the mix
manifold.
Ground Air Supply:
○ Ground AC feeds the mix manifold (temperature controlled by the ground unit).
○ External air cart feeds pneumatic systems and engine air start.
Chapter 3: Anti-Ice
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Engine Anti-Ice:
○ Supplied by 5th and 9th stage bleed air.
○ Operated electrically, activated by pressure.
○ Engine start switches must be set to CONT during anti-ice use.
Wing Anti-Ice:
○ Heats the 3 inboard slats using an AC-operated valve.
○ Automatically shuts off at takeoff power or when duct temp reaches 125°C.
Probe Heat:
○ Powered by associated AC transfer bus.
○ Captain’s pitot probe is heated by AC standby bus if AC power is lost.
Chapter 4: Auto Flight
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AFDS Overview:
○ Combines Autopilot, Flight Directors, and Autothrottle.
○ CMD A uses FCC A and Hydraulic System A (opposite for CMD B).
○ Autopilot disengages via CMD switch, A/P disengage bar, trim switches, IRS
failure, or hydraulic/electrical issues.
AFDS Modes:
○ Autothrottle: N1, GA, RETARD, THR HLD, ARM.
○ Roll: LNAV, HDG SEL, VOR/LOC.
○ Pitch: TO/GA, VNAV, ALT HOLD, FLARE.
LNAV Engagement Criteria:
○ Active FMC route.
○ Within 3 NM: LNAV engages with any heading.
○ Outside 3 NM: Must be on ≤90° intercept path before next waypoint.
TO/GA Takeoff Mode:
○ Commands thrust to N1 in FMC, FD guidance for pitch changes (10° nose down
→ 15° nose up).
○ Bank limited to 8° below 400 ft.
○ Thrust reduction occurs at climb thrust altitude.
Dual Channel Approach:
○ Requires 2 autopilots, flaps at 30°/40°, specific wind limits.
○ FLARE and Autothrottle RETARD engage during landing sequence.
Chapter 5: Electrical System
AC Electrics
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Basic Operating Principles:
○ No paralleling of AC power sources.
○ Connecting a new power source to a transfer bus automatically disconnects the
existing one.
Engine-Driven Generators (IDG)
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Primary AC power supplied by two Integrated Drive Generators (IDGs) which provide
three-phase, 115-volt, 400Hz alternating current.
○ Each IDG:
■ Powers its respective AC Transfer Bus via the Generator Circuit
Breaker (GCB).
■ Can power the opposite AC Transfer Bus if the opposite IDG fails through
the Tie Bus.
Tie Bus
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It connects both AC transfer buses and can supply power from any source (IDG, APU, or
Ground Power).
○ Bus Tie Breaker (BTB) 1 & 2:
■ Prevent parallel operation if two sources are connected.
■ Closes if only one power source is connected to energise both AC
Transfer Buses.
Examples of BTB Operation:
○ With APU connected and no IDG in operation:
■ BTB closes and APU powers both AC Transfer Buses.
○ One IDG connected:
■ BTB opens and the IDG supplies power to its related AC Transfer Bus,
APU supplies the other.
○ Both IDGs connected:
■ BTB opens and isolates the Tie Bus, automatically disconnecting APU.
AC Transfer Bus Distribution
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AC Transfer Bus 1 supplies:
○ Main Bus 1
○ Galley Bus (C + D)
○ Ground Service Bus 1
○ TR 1
○ AC Standby Bus
AC Transfer Bus 2 supplies:
○ Main Bus 2
○ Galley Bus (A + B)
○ Ground Service Bus 2
○ TR 2 & 3
Automatic Generator On-Line
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When the aircraft takes off with APU powering both transfer buses:
○ If the APU shuts down or fails, the IDGs automatically connect to their respective
transfer buses.
Load Shedding
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If only one power source is available during flight, the electrical system sheds certain
buses to reduce electrical load in the following order:
○ Galley Bus 2
○ Main Bus 2
○ Galley Bus 1
○ Main Bus 1
○ In-Flight Entertainment (IFE)
APU Load Shedding:
○ In flight, if APU is the sole power source, all galley and main buses are shed, and
if overload persists, both IFE buses are shed.
AC System Annunciator Lights
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TRANSFER BUS OFF: The related transfer bus is not energized.
SOURCE OFF: The transfer bus is not energized by the selected source.
GEN OFF BUS: The related transfer bus is not supplied by its IDG.
APU GEN OFF BUS: APU generator available but not connected.
GRD POWER AVAILABLE: Ground power is available.
DC Electrics
Transformers Rectifiers (TR)
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DC Power Supply: Provided by three Transformer Rectifiers (TR), which convert 115V
AC to 28V DC.
○ TR 1: Powered by AC Transfer Bus 1 and supplies DC Bus 1.
○ TR 2: Powered by AC Transfer Bus 2 and supplies DC Bus 2.
○ TR 3: Normally powered by AC Transfer Bus 2 but can use Bus 1 as backup;
also supplies the Battery Bus.
If any TR fails, the others can supply the necessary power for normal operation.
○ An amber TR UNIT light will illuminate if TR1 fails or if TR2 and TR3 both fail.
Cross Bus Tie Relay
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Isolates DC Bus 1 and DC Bus 2.
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On ILS approaches, it opens to prevent the removal of all approach data due to a single
electrical failure.
Standby Power
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Provides essential 115V AC and 24V DC power if all engine or APU-driven AC sources
fail.
○ Normal Standby Operation: AC Standby Bus powered by AC Transfer Bus 1,
and DC Standby Bus powered by TR 1, 2, 3.
○ Alternate Standby Operation: Occurs with a complete loss of AC power. The
system switches to battery power, with the AC Standby Bus powered by a static
inverter and DC systems by batteries.
Standby Power Switch
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AUTO Position: Automatically switches to battery power if normal AC power is lost.
OFF Position: Disconnects all standby power buses from their power sources.
BAT Position: Overrides automatic switching and places all essential systems under
battery power.
Battery Switch
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ON Position: Energizes the Switched Hot Battery Bus regardless of the Standby Power
Switch.
OFF Position: Disconnects the battery from the system except for the Hot Battery Bus,
which is always connected.
Electrical Panel Amber Lights
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BAT DISCHARGE: Excessive battery discharge rate (normal during APU start).
TR UNIT: Indicates a failure of a TR (on ground or in-flight).
ELEC: Indicates failure of the DC or Standby system.
Chapter 6: ENGINES & APU
Engine Overview
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CFM 56-7B Engine:
○ Maximum thrust: 26,000 lbs (can be derated to 24,000 lbs and 22,000 lbs).
○ Two independent rotors:
■ N1 Rotor: Connects the Fan, LP (Low Pressure) Compressor, and LP
Turbine.
■ N2 Rotor: Connects the HP (High Pressure) Compressor, HP Turbine,
and the Accessory Gearbox.
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Accessory Gearbox Components: Includes the IDG (Integrated Drive
Generator), Air Starter, Engine Hydraulic Pump, Engine Fuel Pump, EEC
(Engine Electronic Control), and HMU (Hydromechanical Unit).
Ignition System: Each engine has two ignition systems – Left and Right. The
Right Ignition System is connected to the AC Standby Bus.
EGT (Exhaust Gas Temperature) Limits:
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Takeoff (T/O): Maximum of 950°C for up to 5 minutes.
Maximum Continuous: 925°C.
Engine Start: 725°C.
EEC (Engine Electronic Control):
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The EEC operates in two modes:
○ Normal Mode: Protects against:
■ Hot Starts (rapid rise in EGT).
■ Wet Starts (no rise in EGT within 15 seconds).
■ Engine Stalls.
■ EGT Exceedances over 725°C.
○ In case of failure, the EEC switches to Soft Alternate Mode, and the Master
Caution ENG light illuminates.
○ Soft Alternate Mode: Uses the last sensed environmental conditions to calculate
engine limit values.
○ Hard Alternate Mode: Engaged when:
■ Thrust levers are retarded to idle.
■ The EEC Switches are pushed.
Engine Start Switches:
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GRD (Ground): Opens the start valve, closes the engine bleed air valve, and arms the
igniters to provide ignition when the start lever is moved to idle detent. Both igniters are
used for in-flight starts. The switch releases to OFF when the start valve cutout is
achieved.
OFF: Normally off, but automatic ignition is activated if:
○ A rapid decrease in N2 occurs.
○ In-flight N2 drops below normal idle levels.
CONT (Continuous): Provides ignition to the selected igniters, with both igniters
activated in case of auto-ignition.
FLT (Flight): Provides ignition to both igniters.
Engine Start Limitations:
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EGT Rise: Ensure initial EGT rises and remains within limits.
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Start Abort Criteria:
○ If EGT fails to rise within 10 seconds of selecting IDLE or rises too quickly or
approaches limits.
○ If no N1 rotation occurs before the engine start lever is raised to IDLE.
○ If there is no oil pressure by the time the engine stabilizes at idle.
○ If there is no increase, or very slow increase, in N1 or N2 after the EGT starts
indicating.
APU (Auxiliary Power Unit)
Altitude Limits for APU Operations:
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10,000 ft: The APU can supply both electrical power and bleed air.
17,000 ft: The APU can only supply bleed air.
41,000 ft: The APU can only supply electrical power.
CHAPTER 7: FIRE PROTECTION
Overview
Fire protection is implemented in the following compartments of the aircraft:
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Engines
APU (Auxiliary Power Unit)
Forward and Aft Cargo Compartments
Lavatory
Power Supply:
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Engine and APU fire/overheat detection systems are powered by the Battery Bus.
Cargo smoke detection system is powered by DC Bus 1/2.
Wheel well fire detection system is powered by AC Transfer Bus 2.
Engine, APU, and cargo extinguishing systems are powered by the Hot Battery
Bus.
The wheel well does not have an extinguishing system.
Engine Fire Protection
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Each engine is equipped with two loops (A and B) for detecting fire or overheat
conditions.
Both loops must detect a fire or overheat to issue a caution or warning.
A fault monitoring system checks both loops and can isolate a faulty loop.
Fire Switch Activation: When the fire switch is pulled:
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Closes the fuel and spar shutoff valves.
Closes the engine bleed air valve.
Trips the generator control relay breaker.
Closes the hydraulic shutoff valve.
Deactivates the related engine hydraulic pump (LOW PRESS light).
Disables the thrust reverser for that engine.
Arms one discharge squib on each extinguisher bottle.
APU Fire Protection
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The APU has one fire/overheat loop.
Fire Switch Activation: When the APU fire switch is pulled:
○ Closes the APU fuel shutoff valve.
○ Closes the APU bleed air valve.
○ Closes the APU inlet door.
○ Trips the APU generator relay and breaker.
○ Arms the APU extinguisher.
Cargo Fire Protection
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The cargo compartment is equipped with a dual-loop smoke detection system.
○ Forward Cargo Compartment: 4 smoke detectors.
○ Aft Cargo Compartment: 6 smoke detectors.
Only one detector needs to sense smoke for an alert to be issued.
Detector Fault Light: Illuminates if one or more loops fail.
Wheel Well Fire Protection
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The wheel well is equipped with a single-loop fire warning system.
There is no extinguishing system in the wheel well.
Lavatory Fire Protection
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The lavatory is equipped with smoke and heat detection.
The extinguishing system is automatically activated by heat.
No flight deck indications are provided when the extinguishing system is activated.
CHAPTER 8: FLIGHT INSTRUMENTS
ADIRS (Air Data Inertial Reference System)
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Components:
○ 2 ADIRUs (Air Data Inertial Reference Units)
○ 4 ADMs (Air Data Modules)
○ 1 ISDU (Inertial System Display Unit)
○ 1 MSU (Mode Selector Unit)
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○ 6 Static Ports (2 Captain, 2 First Officer, 2 Alternate)
○ 3 Pitot Probes
○ 2 Alpha Vanes
○ 1 Total Air Temperature Probe
Failure Indication: A DEU (Display Electronic Unit) failure generates a DSPLY
SOURCE message.
PFD (Primary Flight Display) Overview
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Speed Indicators:
○ White Bug:
■ Takeoff: Vref + 15 knots
■ Approach: Vref + 20 knots
○ Upper Red Band:
■ Indicates maximum speed due to VMO/MMO, gear, or flap placard speed.
○ Upper Amber Band:
■ Flaps Up: Indicates 1.3g capability to high-speed buffet.
■ Flaps Extended: Indicates the placard speed of the next logical flap
setting.
○ Lower Amber Band:
■ Below 20,000 ft: Shows 1.3g capability to stick shaker.
■ Above 20,000 ft: Shows 1.3g capability to low-speed buffet.
■ When airspeed drops to this band, the readout flashes amber, and an
aural alert sounds:
"Airspeed low! Airspeed low!"
○ Lower Red Band:
■ Indicates the speed at which the stick shaker activates.
Pitch Limit Indicator:
○ Displays the pitch limit to stall when flaps are extended or at low speeds.
Expanded LOC:
○ Shown when within 1/2 dot and 5° of MCP course.
Alerts
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ALT DISAGREE:
○ Captain & First Officer altitudes differ by >200 ft for 5 seconds.
IAS DISAGREE:
○ Captain & First Officer indicated airspeeds differ by >5 knots for 5 seconds.
AOA DISAGREE:
○ Captain & First Officer angles of attack differ by >10° for 10 seconds.
Terrain Awareness (Displayed on Navigation Display & VSD)
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Colour Indications:
○ Red: Terrain >2000 ft above the aircraft.
○ Amber: Terrain ranges from 500 ft below (or 250 ft with gear down) to 2000 ft
above the aircraft.
○ Green: Terrain >500 ft below (or 250 ft with gear down) the aircraft.
Chapter 9: Hydraulic Systems
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System A:
○ Power Sources: Engine 1 hydraulic pump, electric pump (IDG 2).
○ Powers: Primary flight controls (Ailerons, Elevator, Rudder), Engine 2 thrust
reverser, Autopilot A, 2 flight spoilers per wing, ground spoilers, nose wheel
steering, alternate brakes, landing gear, and Power Transfer Unit (PTU).
○ Loss of System A: Results in loss of Autopilot A, flight spoilers, ground spoilers,
and normal landing gear extension/retraction. Manual gear extension is required,
but gear cannot be retracted after extension. Increased landing distance due to
no ground spoilers and decreased Go-Around performance.
System B:
○ Power Sources: Engine 2 hydraulic pump, electric pump (IDG 1).
○ Powers: Primary flight controls (Ailerons, Elevator, Rudder), Engine 2 thrust
reverser, Autopilot B, autoslats, leading edge flaps and slats, trailing edge flaps,
flight spoilers, normal brakes, alternate nose wheel steering, Landing Gear
Transfer Unit, and yaw damper.
○ Loss of System B: Results in loss of Autopilot B, flight spoilers, yaw damper,
and normal leading and trailing edge flaps. A flaps 15 landing is required, and
leading edge devices cannot be retracted.
Standby System:
○ Power Source: Linked to System B reservoir.
○ Powers: Engine 1 & 2 thrust reversers, standby rudder, leading edge flaps and
slats (extension only), standby yaw damper (if both System A & B fail).
○ Fluid Leak: A leak in the standby system reduces the System B reservoir level to
approximately 72%.
Power Transfer Unit (PTU):
○ Function: Transfers hydraulic power from System A to System B when System
B's pressure is low (with flaps set between 1 and 15).
○ Purpose: Operates autoslats and leading edge flaps/slats.
Fluid Leaks and System Failure:
○ System A: A leak in the engine 1 hydraulic pump causes a decrease in fluid level
to about 20%, while a leak in the electric pump leads to a complete loss of
System A pressure. Leaks in System A do not prevent PTU operation.
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System B: Leaks downstream of the System B reservoir cause a loss of
pressure but still leave enough fluid for PTU operation.
○ Standby System Leak: Decreases System B reservoir level by 72%, affecting
backup power availability.
Performance Considerations:
○ Loss of hydraulic systems (A or B) impacts autopilot functionality, flight controls,
and landing gear operations, requiring manual interventions.
○ Decreased performance during go-arounds and increased landing distances are
expected in case of hydraulic system failure.
This overview highlights the interdependence between the systems, backup mechanisms in
place (PTU, Standby System), and the consequences of system failures on flight operations and
performance.
Chapter 10: Landing Gear Systems
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Landing Gear Warning Light:
○ Illuminates red when:
■ Gear is in transit.
■ Gear lever position disagrees with landing gear position.
■ Gear is not down and locked below 800 feet RA with thrust lever in idle.
Landing Gear Transfer Unit:
○ Normally, hydraulic System A operates landing gear retraction.
○ System B assists the retraction in certain conditions:
■ Aircraft is airborne.
■ Engine 1 RPM is below a limiting value (Engine 1 failure).
■ Landing gear lever is selected up.
■ Either main landing gear is not up and locked.
Brakes / Autobrakes:
○ Normal brakes operate with System B. If System B fails, alternate brakes
operate using System A.
○ If both hydraulic systems A & B fail, the brake accumulator provides limited
brake pressure.
○ Autobrake:
■ Provides automatic maximum braking for Rejected Takeoff (RTO) or
preselected braking during landing.
■ Available only with normal brakes.
■ Engages RTO automatically above 90 knots wheel speed.
■ Antiskid system is available with both normal and alternate brakes.
Anti-Skid System:
○ Prevents wheel lockup by comparing the speeds of the inboard and outboard
main wheels.
○ Releases brake pressure to the slower wheel when a skid is detected.
○ Available only above 25 knots.
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Provides hydroplaning protection for wheels 1 & 3 when wheel speed is 50
knots below Ground Speed (GS).
Chapter 11: Warning Systems
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Warning Priority (from highest to lowest):
1. Actual Windshear
2. EGPWS (Enhanced Ground Proximity Warning System)
3. Predictive Windshear
4. TCAS (Traffic Collision Avoidance System)
EGPWS (Enhanced Ground Proximity Warning System):
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Terrain Alerts:
○ "CAUTION TERRAIN": Caution (40-60 seconds from impact).
○ "TERRAIN TERRAIN PULL UP": Hard warning (20-30 seconds from impact).
○ "TOO LOW TERRAIN": Alert for descending below safe altitude.
○ "PULL UP": Hard warning when excessive descent rate continues.
○ "SINK RATE": Caution for excessive descent rate.
○ "TOO LOW FLAPS/GEAR": Caution for unsafe clearance with gear/flaps down.
Radio Altitude Alerts:
○ "PULL UP": Hard warning after excessive descent rate.
○ "DONT SINK": Caution for excessive altitude loss after takeoff or go-around.
○ "GLIDESLOPE": Caution for deviation below glideslope.
Escape Maneuver: Hard warning "PULL UP" prompts terrain escape maneuver.
Windshear Warning:
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Predictive Alerts: Based on weather radar, starting below 2300ft RA.
○ "MONITOR RADAR DISPLAY": Caution within 3nm of windshear.
○ "WINDSHEAR AHEAD": Hard warning within 1.5nm of windshear, or 3nm on the
ground.
Below 1500ft RA, alerts trigger excessive windshear detection.
○ "WINDSHEAR WINDSHEAR": Hard warning with a two-tone siren.
TCAS (Traffic Collision Avoidance System):
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Traffic Advisory: "TRAFFIC TRAFFIC" (amber circle), 40s before closest approach.
Resolution Advisory: "CLIMB/DESCEND" (red square), 25s before closest approach.
Proximate Traffic: White diamond, within 6nm and 1200ft.
Inhibits:
○ "INCREASE DESCEND" below 1500ft RA.
○ "DESCEND" below 1100ft RA.
○ All advisories are inhibited below 500ft RA.
○ TCAS alerts are inhibited by EGPWS or Windshear alerts.
Landing Gear Configuration Warning:
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Horn Activation:
○ Gear not down and locked, flaps 1°-10°, thrust levers below 20° (altitude below
800ft RA): Horn can be silenced (except below 200ft RA).
○ Gear not down and locked, flaps 15°-25°, thrust levers below 20°: Horn cannot
be silenced.
○ Gear not down and locked, flaps 30°-40°: Horn cannot be silenced (regardless of
altitude/thrust lever).
Takeoff Configuration Warning:
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Horn Activation for incorrect takeoff config:
○ Flaps outside takeoff range (1°-25°), flaps skewed/assymetric/uncommanded.
○ Speedbrake lever not DOWN or spoiler control valve not closed.
○ Parking brake set.
○ Stabilizer trim not in takeoff range.
Key Definitions:
Takeoff Segments:
1. From Liftoff Until Gear Retraction:
○ Gear down, flaps extended, takeoff thrust, climb at V2 to V2 + 20.
2. From Gear Retraction Until MFRA (Minimum Flight Raise Altitude):
○ Gear up, flaps extended, takeoff thrust, climb at V2 to V2 + 20.
3. From MFRA Until Flap Retraction:
○ Gear up, flaps retracting, takeoff thrust, acceleration segment (bug up).
4. From Flap Retraction Until 1500ft AGL (Above Ground Level):
○ Gear up, flaps up, max continuous thrust, climb to MSA (Minimum Safe Altitude).
Runway Requirements:
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Takeoff Run Available (TORA):
○ The length of the runway suitable for the ground run of an airplane during takeoff.
Takeoff Distance Available (TODA):
○ TORA + Clearway length. The total distance from the start of the ground run to
the point where the aircraft can safely continue takeoff.
Accelerate-Stop Distance Available (ASDA):
○ TORA + Stopway length. The total distance required to accelerate and, if
necessary, abort the takeoff.
Landing Distance Available (LDA):
○ The runway length suitable for the ground run of an airplane landing, excluding
the displaced threshold.
ICAO Maximum Holding Speeds:
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Up to 14,000 ft: 230 knots
14,000 ft to 20,000 ft: 240 knots
20,000 ft to 34,000 ft: 265 knots
Above 34,000 ft: Mach 0.83
Definitions:
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Final Approach Fix (FAF):
○ A specified point on a non-precision instrument approach marking the beginning
of the final segment.