NG 737 NG Cockpit Companion -600/-700/-800/-900 BBJ / BBJ 2 THOMSONFLY BOEING 737NG COURSE October 2007 This manual is the property of: Phone: Leading Edge Libraries 1998 © 1Gi INTRODUCTION FOREWORD by Bruce Sprague, original author of the COCKPIT PANEL NOTES (now called the COCKPIT COMPANION) After nearly thirty years of writing numerous gouges, flash carcis, pamphlets, and booklets to help my fellow pilots (U.S. Air Force and Continental Airlines), | find myself ready to retire from ‘this project. With my aliline retirement comiag up, I want to devole more time for farnily and other pursuits in the final years of my career. |. am passing the torch to Bill Bulfer, who is well known in the aviation community. Bill has created many pilot technical publications, both within his airline training depariment, and his own company, Leading Edge Libraries, His FMC User's Guide is used worldwide, and is the definitive source on the Bosing FMC system. Bil alse started the Biuecoat Forum on the Worki Wide Wet, for the latest source on advanced cockpit issues. Currently, Bill is a Captain on the Boeing 737 all models through the now -900). He is eminently quatified to carry on this project, | feel very confident thal Bill will give the 727 COCKPIT COMPANION a much needed update (through the NG series), along with the addilion of numerous drawings and schematics. | will be carrying his book in my flight kit, and I wish him well in this new endeavor! Bruce Sprague Maren 1998 TECHNICAL CONSULTANT Paul Riltler has certificates for Private Pilot, Mechanic - Airframe and Powerplant, and Ground instruetor - Advanced and instrument, Paul was hired by Delta in 1984 as an airoralt mechanic, He moved lo their taining department, teaching Airbus AIO, B 727-200, B 737 300, B-737-800 ground school, and Ops Specs / Intemational taining. Paul has assisted in updating Delia's B 727, 737, and A310 manuals and has assisted in development of these pilot training programs. He has aiso developed a TCAS CBT. Paul is currently a Flight Training Procedures Insiructor on the 8 737-200. WARNING! This guide Is not authorized nar endoised by any airline or raguiatory body, Some material containad in this guide may be out-of-date, changed and / oF incowect Your Fight Manual takes precedence over any information in this manual. 2 Leauing Eeige Libraries 19908ORDER FORM we HOW TO ORDER THIS GUIDE cost: $45 for the Classic (3-4-5), the Combination (3-4-5-6-7-8-9), the SW, the AT, the Wu, the RYA, the CAL. the ASA, or the N@/BBU (circle choice) $6 for Priority Mail in the USA $88 for First Class Mail te Canada and Mexico $11 for Express Mail to most of Europe and the Pacific Rim $12 for Air Mall to Mikidle Europe. Africa, South America, Russia, Asia WEB SITE: wwvetmeguide.com Secure on-iing order form plus description of otter products, including FMC User's Guides for the 77 and for the Big Boeings (757 | 787 / 747 £777). E-MAIL: — bbulfer@elite.not Include shipping instructions and credit card information. alll: Send a check (US branch bank) and shipping instructions to: Bit Bulfer 85 Macready Drive Merced, CA 95341 PHO! 208 - 728 - 4500 REVISIONS / REPLACEMENT MANUAL | Ghangos are incorporated as information becomes available. New versions of the 737NG | COCKPIT COMPANION are published quite often. The publication date of this manual {ison the bottom of this page. Occasionally purchase an updated manual to ensure you have the latest information. Fill out and send this page to me and take $10.00 off the current list price! _(f@x or copy is not accepted), Please indicate whieh version you need. i “SWAT | Combi Wei AYR tL Ansone offering critique will receive a complimentary manval fame: Circle choice 8G/HBI CAL ASA Street: ce Phone: 7 Cay. State/Province: Postal Code: Country: Company Credit Card #: ‘ lf J Expires: 000 documents I've found useful in learning the 737 ater vide ~ Bil Buller 284 858 7252 www. tmoguide.com Pat Boone's Bocing 737 Management Reicrence Guide ww. B737MRG. net Ghiis Brady's Boeing 737 Technical Site: ywww.b737.01G..k Cockpit Review ~ Canova Aviation Puls - www.canovairoom Printed Aug 10th, 2007 - 28th printing Hy Ipasign on a hae Leading Edge Litvaries 1908.0 3NG INTRODUCTION ones spennsmcee a nr emnrraeneeont HOW TO USE THIS GUIDE This version of the 737NG COCKPIT COMPANION desoribes the -600 through the -900, including the BBJ and BBJ 2. Ifyou are going through initial training, you must, of course first read your carrier's Flight Manual and Training material before relying on the 727NG COCKPIT COMPANION (737NG EC). Ones you have done this, then this guide will help refresh your memory on key points. The 737NG CC, as you will notice, goes a couple of levels deeper into each system than you need to gel through the schoothouse. Refer to this guide for oral prep, simulator PC review, and in the cockpit when needed but be sure to refer to your Flight Manual for the finad authority! Your Limitations, Operating Pa- rameters, Minimum Equipment List, and Quick Reference Handbook wil probably differ from those in this manual because each cartier has tailored manuals and procedures, ‘This guide is basicaily put in the order of starting at the top of the cockpit, and covering the panels one by one, until you reach the aff end of the control stand. The Fable of Contents follows this order. This is not a procedures manual; it is a quick reference manual for systems and controls. To lookup an item quickly, use the Index. The Index is going to be your primary way fo find things. Some systems have components scattered all over the cockpit. ‘recommend you have colored pens available when you sit down to look at this guide. Power sources are listed in the Circuit Breaker section. This is a worlcin-progress, IMPORTANT: Some differences exist among various models of the 737NG (Next Genera- tion) 600-700-800-900-FBJ-BBJ 2 airciatt, lems specific fo the different modeis will be anno- tated with (6-7-8-9-8-B2), Information labeled as NG applies to the 600-700-800-900 models, additionally BIBI applies to hoth the BLY and BBJ 2. Mainienance documents are my main resource and lake precedence when a contflict arises between different flight manuals, And it may become apparent that | have no expationes at al in the -600, or BBJ, so your help may be needed. I'm sure your equipment will have some differences, As you go through the 737 CC, should you find any mistakes, notify me for inclusion in a tater publication. We need to help each other in our quest to become better pilots. Send me any recommendations that you may havo, Til send you a complimentary updated 737 CC; it continues to be modified as information is made avoitabie to me. CONVENTIONS: (do not use any of this information in feu of your company material) (FIX) - Unless i's just cycling a eireuit breaker, this action is done by maintenance (LIOP) - Limitation and/or Operating Parameter (MEL) - Minimum &quipment List (option) - Optional equipment (QRH) - Quick Reference Handbook (REG) - FAAICAA regulation {AD} Airworthiness Direclive or Immediate Adopted Rule (AR) ye LibeatiesCONTENTS Ne FOREWORD TECHNICAL CONSULTANT... HOWTO ORDER THIS GUIDE APT OVERHEAD PANEL (P5).. LE DEVICES ANNUNCIATOR PANEL. IRS MODE SELECTOR sv see - a PROXIMITY SWITCH ELECTHONIC UNIT (PSEU) 18 GEAR LIGHTS - AFT OVERHEAD (green)... SERVICE INTERPHONE Switch DOME LIGHT AURAL WABINING SYSTEM. HEADING REFERENCE Switch AUDIO SELECTOR PANELS - ASP. EEC OXYGEN... CREW OXYGEN MASK FLIGHT DATA RECORDER, MACH AIRSPEED WARNING TEST.. STALL WARNING TEST PANEL STALL MGMT YAW DAMPER SYS. FORWARD OVERHEAD PANEL Les FLIGHT GONTROL SWITCHES PER SWITCHES 42 COMMON DISPLAY SYSTEM - CDS. 44 DISPLAYS CONTROL PANEL... 45 FUEL PANEL a7 FUELING PANEL (P15)... 50 CTRICAL PANEL 85, EXTERNAL POWER RECEPTACLE (P19). 69 EQUIPMENT COOLING. . EMERGENCY EXIT LIGHTS PASSENGER SIGNS CALL BUTTONS .. WINDSHIELD WIPERS WINDOW HEAT PIFOT STATIC WING ANTI-ICE ENGINE AN HYDRAULICS DOOR LIGHTS (arabes). . COCKPIT VOICE RECORDER (Cvr}).. AIR CONDITIONING / PNEUMATICS... PRESSURIZATION EXTERIOR LIGHTS APU 404 ENGINE START PANEL 105 Leading Flee Livarins 1298CONTENTS MAIN CENTER PANEL (P7) WARNING LIGHTS «006 AUTOPILOT / FLIGHT GUIDANCE MCP. EFIS CONTROL, PANEL. PFD/ND DISPLAY OPTION EFIS DISPLAY OPTION........ 737 NG CAPTAIN'S PANEL CAPTAINS PANEL, (P1).. CLOCKS. NOSE WHEEL STEERING. AUX FUEL CONTROL PANEL (B8V).... DISPLAY SELECT PANELS... AUTOFLIGHT ANNUNCIATOR SPEED BRAKE INDICATORS. esse STAB QUT OF TRIM LIGHT amber) MACH / AIRSPEED INDICATOR (EFES option) ce RADIO DISTANCE MAGNETIC IND (RDM) (EFIS ATTITUDE DIRECTOR INDICATOR ecient sont ADI- BINP APPROACH - Nav Performance Scales (NPS) ALTIMETER, const enamine oe ALT ALERT LIGHTS famher) (EFIS display option} (two) VERTICAL SPEED INDICATOR (EFIS option) ...... RADIO ALTIMETER... MARKER BEACON LIGHTS... PFD FAIL FLAGS .. NO SYSTEM FAIL FLAGS PED DISPLAYS. ND DISPLAYS...... WINDSHIELD / FOOT AIR CONTROLS COCKPIT LIGHTS... BRIGHTNESS CONTROL PANELS. CENTER PANEL - NG EFIS Option CENTER PANEL (P2)} UGHTS TEST SWITCH .. TAKEOFE WARNING SWITCH (option) STANDBY INSTRUMENTS ...... FURL. FLOW SWITCH YAW DAMPER INDICATOR ccc ENGINE DISPLAY CONTROL PANEL. MULTIFUNCSION DISPLAY switches (MFP AUTO BRAKE... FLAP INDICATOR LE FLAP LIGHTS . PRIMARY ENGINE DISPLAY {PED/ND option) START VALVE OPEN ALERT... SECONDARY ENGINE DISPLAY (PFD/ND option) OIL INDIGATORSCONTENTS pas ENGINE VIBRATION INDICATORS .. UPPER ENGINE DISPLAY (EFIS OPTION). COMPACT ENGINE DISPLAY (PFD / ND OPTION)... LANDING GEAR INDICATOR LIGHTS LANDING GEAR LEVER, AIPUGROUND SYSTEM LOGIC TABLE FO PANEL - NG. FIRST OFFICER PANEL (P93)... AIR DATA COMPUTER {ADC) ... HUD ANNUNGIATOR PANEL AUX FUEL CONTROL PAN! GPWS. LOOK-AHEAD TI PAINS Al CONTROL. STAND (P10). SPEEDBRAKE LE) 7 THRUST LL iS. TAKEOFF ¢ GO AROUND: BUT TONS este TAKEOFF WARNING HORN LANDING GEAR WARNING HORN .. FLAP LIE 3 STAB TRIM ENGINE START LEVERS STAB TRIM CUTOUT SWI PEDESTAL « NG. AFT ELECTRONICS PANEI, (P8), FIRE # OVERHEAT PANEL CARGO FIRE DETECTOR APU FIRE GROUND CONTROL PANEL (Pai COMMUNICATION RADIOS PAI HUD DISPLAY CONTROL PANEL. $1). ATING (GPWS)..... 4ES 8} WEATHER RADAR... ADF FREQUENCY SELECTOR (option) SELCAL TOR wh °C AUDIO SELECTOR PANELS WITH MIC SELE TRANSPONDER, TCAS Cialtic Alert and Collision Avoidance}... RUDDER & AILERON TRIM. STAB TRIM OVERRIDE SWITCH HANDSET Lending Rage Linring ra8a@ct CONTENTS MISCELLANEOUS INFO. EMERGENCY EQUIPMENT FIRE EXTINGUISHERS, CARGO COMPARTMENTS ...... AIL SKID (8-9-B2)... WATER SYSTEM AIRSTAIRS - Kidde... secs PERFORMANCE AND PLANNING. AIRCRAFT DIMENSIONS... SINGLE ENGINE TAXt TURNING RADIUS. SFP (Short-Field Perlormance) EE COMPARTMENT ....-.c ccc COCKPIT CIRCUIT BREAKER: £ a i [ s9000AFT OVERHEAD PANEL 737 NG AFT OVERHEAD MACH AIRSPEED FLIGHT RECORDER 6 6 ‘SERVICE INTERPHONE pa 7 6 Leading Edge Libraries 1998 © NGAFT OVERHEAD PANEL. NG UHM Rog woe soawas +] fed fs Gl el 2) Cle El el (e} be) Ce) [ea BBJ AFT OVERHEAD Leaciing Edge Libraries 1998 © 10AFT OVERHEAD PANEL NG AFT OVERHEAD PANEL (P5) LE DEVICES ANNUNGIATOR PANEL ~ indicates position of 2 individual Kruger flaps (inboard of each engine) ~ indicates position of 4 slats (outboard of each engine) = extinguished = corresponding LE device retracted E DEVICES TRANSIT lights (amber) Le es ~ corresponding LE device in transit LE DEVICES EXT lights (green) rs ~ corresponding LE slats in interme- * diate EXT position [2 34 ALE 567 Lassi sens! + normal position with flaps 1, 2, or 5 ~ (option shortield package) seal between outboard Kruger flap and engine cow! is retracted during landing. This allows flow of high energy air at the pylon-wing intersection for improved lift during takeoff ~ remains in place during takeoff for single-engine performance = (6-7) the LEDs remain at the low drag position at flaps 10 + (8-9) the LEDs remain at the low drag position at flaps 15 LE DEVICES FULL EXT lights (green) = corresponding LE device fully extended ~ max speed 230 kt ~ as the trailing edge flaps extend past flaps 5 the LEDs move to Futt. ext - when the flaps are retracted, the sequence is reversed ~ will indicate Fux. exr position during auto-slat extension 2 - Kruger flaps (leading edge flaps) - two are inboard of each engine ~LEDEVICES = move to Fut exr as soon as the trailing edge flaps | Q>y~ae “a are extended Ds " a5 rate 77 4 LE ANNUNCIATOR PANEL TEST suis Estws. ~ press to test all panel lights 4 a and te vewices “i aan 2 nts PON 8) Leake 1 el vol 10 and ON Leading Eage Libraries 1998. WNG AFT OVERHEAD PANEL (QRH) LE Flap Transit Light On ~ ifonly one LE transit light is ‘on, do not exceed 300 kt or M.65, whichever is lowest ~ if more than one LE transit light is illuminated, do not exceed 230 kt (QRH) LEDs Fail to Retract ~ if any LED transit lights are illuminated, plan a 15° flaps landing ~ land at the nearest suitable airport Crossover from _|300 kis 10 M65 LRG is at F200. (14.63 to IM.66) mnt panel indications LE DEVICES: furs — ee east (J om Leading Edge Devices Notes * LE Devices normally extended and retracted by system B hydraulics - extended via extend lines and retracted via retract lines raiser * feedback from TE flap system moves LE flap Deets ©, “ans and slat control valve Cel * leading edge vortilons added to outboard LEDs Flaps 7, 2, or S and #1 slat up. to keep airflow attached over the outboard sec- tion of the wing * Ifa LE flap or slat is not in the correct position, ‘one of these indications will show on the LE devices annunciator panel: TRANSIT amber light comes on, incorrect EXT Ne or FULL EXT green light comes on, oF no lights come on , ot —— a 5ys0m 42 ‘Leading Edge Libraries 1998 ©AFT OVERHEAD PANEL. ae IRS SYSTEM DISPLAY UNIT (ISDU) ~ powered by 28 vdc from lefl and right IRU/ADIRU DATA DISPLAYS _ l Se » lwo segmented windows display -—DSPLSEL— data for the IRS selected with the pros wine I SYS spt ees HOGISTS ~ the type of daia displayed is rest & . 4 normally determined by the svs iy) | spt, however keyboard entry of | present position or mag heading | svg pgpt—s will override the avs ose. Le ~ the last digit of each window is ‘or 2 decimal place (tenth) DISPLAY SELECTOR - — ~ selects the desired function oF data for the data displays. Displays are for the IRS solect- ed with the sve osat TEST (spring loaded) ~ disabled in flight or in ATT mode ~_alllights in the ISDU momentarily illurninate. then for 8 seconds faull messages are genetaled, followed by intemal self-test ~ respective ADI (Lor FR) indicates 45° bank to left then ary flag + respective HSE (L or A) indicates 15° heading finekuding AMI) then war flag - positioning the Lights Test switch on the center instrument panel to Test also illuminates ail lights in the SOU TK /GS Mack / Ground Spead) - the leftop window displays true track angle (course) from 0 - 359.9 (0.” resolution} = the rightibotiom window displays ground speed (knots) PPOS (Present Position) - present Lal and Lon are displayed (0.1 minuie resolution) WIND - Ihe lefiflop window displays true wind direction ~_ the rightbotiom window displays wind speed knots (will display 100 kts on grourcd) HDG / STS (Heading / Stalus) - the lelttop window displays true heading ~ the light windaw displays any applicable [BU maintenance codes (last two digits) Ina FUNGTION CORE T et sine 7 IR BAT Bi 1 DAMFalL C FLGRR EAN URE 6 MEER HEA 2) ISU ay ADA EA 2 ah 2e WOAGA TET SIGN, 38 HORAN SR Fr BOBARG 1 DARA, Ab RO RAR? DAL CADMON ILO 31 BARD UF we 3 ALIGN Fab ag EATERS Mh BLOG PHURYLD PRUNE § 2 AOA SIAM, il Pr ATEIGEADY DRAB ROSIALIC AUN baw DATA 2 PUOTASEDAIA MYL POATA NY. 8 BARD ESIGRON. Fae diaing IRS alignenent the righ window also displays the minutes remaining vatil align: ment is complete - foralignmenis qreater than 15 minutes, the window displays 18 unti tke time remain- ing reaches 14 and then counts down in 1 minute intervals BIT (brightness control) - ROTATE: adjusts brightness of the data displays YSTEM DISPLAY SELECTOR (SYS DSPL) ~ #0 position system display selecis the lefl (L) or right (F) IRS for the data displays eating brarios 1898 © 13Le AFT OVERHEAD PANEL KEYBOARD ~ provides for manual {RS entry of present position or magnetic heading ~ the keyboard functions independently from the positions of the display selector and the system display selector - you can also use the CDU to enter the present position on the POS INIT page ALPHA KEYS - PRESS - the data displays are controlled by the keyboard when the N, S, E, or W (Lat / Long), of H {heading) key is pressed. Arms the keyboard for numeric entiies NUMERIC KEYS - pressing permits manual eatry of present position (Lat and Long) when either ALIGN light is illuminated + permits manual entry of present magnetic heading when either mode selector is in ATT. You can also use the CDU POS INIT page for heading entry CLEAR KEY (CLR) ~ ilkininaled = the integral cue lights illuminate following an ENT operation if the sett-test determines the data to be an unreasonable value {entry nol accepted by the Ss) ~ pressing extinguishes the cue lights. if the cue lights are already extinguished, press- ing the CLR clears the associated data display of data keyed-in but not yet entered (or not accepted) = 2or more maint. codes cause the CLR key light fo illuminate - push to show codes ENTER KEY (ENT) ~ Iuminated ~ the integral cue tights jltuminate when the N, S, E, of W (Lat / Long), or H (heading) entries are being keyed When keying is completed: ~ pressing the cue lights extinguish and the keyed data is simultaneously entered into each IRS following completion of a valid self-test for data reasonableness. The data displays are again controlied by the display selector (MEL) IRS Data Display - ATA 34 fon aff overhead) may be inop provided one FICS CDU operates normally AIR DATA INERTIAL REF SYS (ADIRS) ~ 2 primary functions: air data reference (ADR) and inertial reference (IR) ~ provide inertial position and track data to the FMC as well as attitude, altitude ancl air speed daia to the displays ~ ADIRUs process information measured by intemal gyros and accelerometers, and tram ai data module inputs, the angie-of-altack sensors and other systems + major components of the ADIAS are; 2 ADIRUs, 4 air cata modules, an ISDU, a MSU, 6 stalic ports, 3 pitol probes, 2 angle-o-attack sensors, 1 TAT probe (aspirated optional) (MEL} GPS (no room on page 16 for this} Tivo GPSs required: for Non-localizer based GPS/Overlay approaches selectable in database if radio updating is unavailable during approach or if ANP limit demands its use for certain approaches One GPS required for: + for Non-localizer based RNAV/Overlay approaches selectabte in database with single radio updating or if RNP limit demands its use for certain approaches: GPS nol required for: ~ RNAWOverlay approaches selectable in database with dual radio updating or for Class {I Navigation or EF (ETOPS) 14, ea dg Libreries 1998AFT OVERHEAD PANEL IRS MODE SELECTOR - controls the operating made of the re- spective IRS POWER SOURCE + norinal power for left ADIRU is 118 vac standby bus + normal power for right ADIRU is #2 115 vac transfer bus - altemate power for both is 28v switched hot battery bus ~ left until voltage drops < 18v - right for 5 minutes ~ both AG and DC sources are required for start-up ~ ADIRU replaces IAS (Air Data/Inertiai Reference System) + saves space and weight by putting ADC and IRU in a single unit OFF (knob must be pulled out which decreases risk of accidental selection) ~ alignments lost ~ all electrical power is rernoved from the system after a 30 see shutdown cycle after going to OFF, wait at least 30 secs before powering dovn aircraft ALIGN ~ used for initial alignment or fast alignment. The plane must be parked ~ from OFF to ALIGN initiates the alignment cycle ~ the selector may be moved to NAV during tho cycle - regular alignment is from latitude 70.2° south to latitude 70.2° north ~ high latitude alignment is from 70.2° N to 78.2° N and from 70.2° $ 10 78.2°S + fast alignment, the IRS must already be aligned and takes 30 seconds ~ position switch from NAY to ALIGN, enter present position, then return to NAY ~ will zero the system residual velocily errors and level the system + does not correct internal heading errors + if you go to ALIGN position in flight, you wall lose the alignment NAV (Navigation) detented ~ system enters the NAV mode alter completion of the alignment cyofe and entry of present position ~ provides full IRS data fo airplane systems for normal operations. Normal position » ON DC light on for about 10 secs is normal - do not move out of this pesition inlight, or you will lose navigational referencet moving mode switch from sav to or kicks yaw damper off ATT (Attitude) 2 sacond delay prevents accidental selection > backup mode providing gyre data (pitch, roll, and compass) if nav function fails ~ heading precesses and must be occasionally re-entered ~ keep aircralt straight and level for 30 sec as IRU calibrates to 0° pitch and roll + IRS position and ground speed information is lost cannot use FMC ior navigation if all 1Se are in ATT (ann) IRS Inop altitude information is invalid (set flag in view and auiew light on) > ifarvis available, arr flag will disappear in approximately 30 seconds + heading information is invalic (Hoc flag in view) ~ if.xrris available, uns flag will disappear when the actual magnetic heading is manu- ally entered via CDU of ISDU. The magnetic compass is your only valid heacling refer {nee fo update the ADIRUs heacing if both ADIFUs are in ave in arr, heading precesses approximately 15° per hour ) IRS - ATA 34 ~ except for ER ops, one may de inop provided remaining ADIRU is used for hoth ADIs and His, flight is restricted to day VMC, standby mag compass and standby horizon operate normally, both VSIs are switched to remaining ADIRU, and AVP is not used ‘Leading Exige Ltraries 1908 © 415AFT OVERHEAD PANEL. ALIGN light (white) ~ itluminated (steady) = the respective IRU is operating normally in either the ALIGN mode, the initiat ATF mode, or the shutdown cycle » illuminated (flashing) = alignment cannot be completed due to IRS detection of one of the following: ~ a/c movernent stops alignment; when motion stops a new alignment begins (code 3) significant differences between previous and entered positions (assumed error) or an unreasonable present position entry (actual error) ~ needs present position entry (code 8) ~ enter position. if still lashes, enter a second time, You must enter the correct lat and lon. If second entry is req'd, you may have made a mistake in the entry! » extinguished = IRS not in the ALIGN mode + (mede selector in NAV) alignment completed; full IRS data is available » (mode selector in ATT) attitude information is available; heading information is also available following entry of the initial magnetic heading FAULT light (amber) ~ illuminated = a system fault which affects the respective IRS NAV andor ATT mode(s) has been detected (QRH) IRS Fault » attempt partial recovery of the IRS by placing IRS mode selector to ATT ~ if this fails, use the appropriate transfer switch ~ placing the master Lisis test switch to vesr for 10 seconds may preclude this fault when associated with first alignment of the day ON DE light (amber) ~ illuminated = the respective IRS is operating on DG power from the switched hot bat bus (AC power is not norma! and has been removed). Battery switch musl be ox ~ 5 second illumination is normal during alignment (backup DC power self test) + right IRS will only operate for 5 mins on DC power DE FAIL light (amber) illuminated when battery power is insufficient to maintain (RU operation (< 18v) if you see both oc rat, lights come on, the switched hoi battery bus is not powered or the Dattery is almost dead! Check ua volts + loss of hattery means loss of alternate DC power to the standby buses + cannot start the APU ~ ifthe amperage reading is negative, check the Battery (P6-4 14), Hot Battery Bus (P6-4 E15), Switched Hot Battery Bus (P6-4 E76) and the Ground Service Bus (P5-4 E13) circuit breakers if one is found tripped, ceset only ance, (QRH) DC Fail Light On (single, noi both} ~ if the other lights are extinguished, the ADIRU is operating nosmally on AC power (MEL) Right IAS DC Fail Light - ATA 24 ~ ray be inop provided remaining ADIRU MSU lights are not illuminated and A/P dual channel inode is not used during approach GPS, ILS, GLS LIGHT ~ each light is duat channel - with a single GPS, ILS or GLS failure, the light wil illuminate when re REC indicating fatture of a single receiver (nothing to do with loss of signas} ~ with a dual GPS, ILS oF GLS feilure, the light wil illurninate by itselr with loss of both GPS, the FMC wit then obtain position information using radio (OME) and IRS sensor inputs ~ jas annunciation and master caution algo illuminate ~ fest NAV head as failure may have occurred in Multi Mode Receiver (MMF) 46 Loacing Edge Linares 1998.AFT OVERHEAD PANEL {QRH) GPS Inop + domestic ops - no action requirect ~ international ops - refer to nav equipment requirements for specific route Example: Class Il Navigation in the Carribbean (roule A300) requires two FMCs and two ADIRUs if both GPSs are inop. If one FMC is inop, at least one GPS is required + circuit breakers labeled MMA and MMR2 '@S Systems Notes * two Inertial Reference Units each contains thiee laser gyros and three accelerometers. They senso angular rates and linear accelerations. The sensed dala is resolved to local vertical coordinates and combined with air data inputs to compute the following: position (latitude, longitude), attitude (pitch, roll, yaw), true and magnetic heading, windspeed and cirection, velocity, accelerations, angular rate data, and altitude. + ADIRU alignment consists of determining local vertical and initial heacling. Both ac- celerometer and laser gyro inputs are usad for alignment. The alignment computations. use the basic promise that the only accelerations during alignment are due to the earth's gravity; the only motion during alignment is due to the earth's rotation. Accelerations due to gravily are always perpendicular to the earth's surface and thus define the local verti- cal. This local vertical is used to erect the altitude data so that itis accurately referenced ‘o vertical. Once vertical is established, the laser gyro sensed earth rate components are used to establish the heading of the airplane. * full alignment recommended as it corrects more errors (it takes less than 10 minutes} * normal alignment; oFF to vay; av ne lights for 10 sees, then atien lights; enter PPOS ~ variable alignment time as a function of fatitude between a minimum of § min at the equator to 17 min at 78.28%, north or south latitudes ‘will not be more than 10 tain if the present position fat is between 60° N and S ~ time is fixed at 10 min between latitude of 60° ancl 70.2” Nor S lime is fixed at 17 min betwoen latitude of 70.2° and 78.25° N or S ~ because very litile Earth rate exists (none at the poles) ~ ADIRU wili not align at a latitude more than 78.25° N or S ~ 6 min. 40 sec. in Newari (40North); § min. 20 sec. in Mexico City (9North) ~ 5 min. 9 sec. in Guayaquil (02South) % magnetic variation stored in each IRU memory - between 62” North and 82° South * in latitudes outside of these parameters, the heading provided by the IRU wil be True ° residual ground speed when parked after a flight should be fess than 20 kts > tolerance using the 1as mowroa page should be 3. 3T nm, where T = time (hrs) « reasonabieness tests ihe IRU compares entered long with the LAST POS tong stored in non-volatile memory ~ the IRU does not calculate its avn longitude ~ if the difference you enter is greater an 1°, the ALIGN annunciator flashes, status code 4 shows and ENTER IRS POSITION displays on CDU - this could legitimately occur (.2. the entry is correct) if the [RU was newly installed ~ the IRU also compares entered latitucle with the LAST POS iatitude > the IRU caiculates its own latitude ifthe difference is greater than 1°, the ALIGN annunciator flashes ~ aie-eniry of the position data will be accepted, causing the align annunciaior to return to its constani-on condition afer the alignment period, the enterect latiide is compared with the |AU computed latitucie during alignment. A difference in aide sine > 0.45 or a difference in lalitide cosine > 0.01284 will cause the ALIGN annunciator to flash after the aligntnent period has elapsed * GPS calculates latitude, jongitude, altitude, accurate tine, and ground speed ~ each system sends sateliile signals to MMs 1 and 2 * multimode receiver (MMR) ~ Supports ILS and GPS functions and ean be modified to support GLS > gel inertial reference data irom ADIRUs and contains GPS recaivar ~ MMR sends data to FCs, clocks, GPWS Leading Edge Libraries 1998 © 17ba AFT OVERHEAD PANEL (LJOP) Max Flight Operating Latitude + 82°N and 82°S, except for the region betwoon 80°W and 190°W, the max flight operat: ing latitude is 70°N, and the region between 120°: and 460%, the max flight operating latitude is 60°S (JOP) IRS, Latitude Range ~ ADIRU alignment must not be attempted at lalitudes greator than 78° 15° PROXIMITY SWITCH ELECTRONIC UNIT light (amber) po] illuminates on the ground only ~ illuminates when a no-dispatch type fault is stored in the PSEU memory or when either air/ground system is in override mode ~ ovANEAD Annunciator light and Master caUTION illuminate ~ dual channel light ~ resetting the waster caution will extinguish the PSEU light if single channel fail - when the PSEU light can be extinguished by pressing the wasrer caurion, the can be dispatched + light is reset by maintenance through a BITE check to repair the cause of the fault - inhibited ~ when thrust lever is advanced for takeott, in flight, and for 30 seconds after landing (QRH) PSEU light + if PSEU light does not extinguish when master caurion is reset, do not takeoff (WEL) PSEU Fault - ATA 32 ~ may be dispatched with faults indicated by the PSEU light - provided the PSEU is chocked for faults before each depariure ~_ provided the PSEU light can be extinguished by pressing the sasren eaurion light (FD) PSEY fight on + pull PSEU circuit breaker for excess of 10 minutes to clear memory PROXIMITY SWITCH ELECTRONIC UNIT (PSEL) + provides air/ground discrete signal outputs for multiple airplane systems ~ operates these functions: *lakeott configuration warnings + air/ground system landing gear position indication + door warning landing gear transfor valve © SPERDSRAKES EXTENDED light landing gear configurations warnings VIDEO ON tight (option) oon illuminated (white) - a video system prograrn is being displayed in the cabin 1 eens AON, eRW TEES] ELT awiteh and tight (option) ELT fight iiluminates when ELT has been activated | and is simultaneousty transmnitiing on i | i Absence aight dung frst | seca tte oce (Frorabee Cuter ie | Fon Auaion euuise uke 421.5, 243.0, and 406.0 mhz + if the ELT has been activated, it can be reset by placing the switcts to on then back fo ans ARM (guarded) ~ ELT transimits automatically when it reaches its preset G-Load lisnit ON = manually activates 1:7 - in case of uncommanded E: ELT SWITCH... activation ON THEN ABM 18 Loading Edge Litraiss $098 @AFT OVERHEAD PANEL. GEAR LIGHTS - AFT OVERHEAD (green) ierT + an auxiliary landing gear indicating system replaces viewing GEAR, poris for the landing gear and illuminates when down and jocked ~ one green light for the specific strut is ali that is required fora down-and-locked indication in flight, either from the front panel {primary) or from the aft overhead (auxiliary) + both primary and auxiliary are required for dispatch RiGHT GEAR SERVICE INTERPHONE Switch SERVICE ~ provides communication between maintenance personnel and INTERPHONE the flight crew through external jacks at various locations around ofr the aircraft (external power contro! panel, EE compartment, fuel= ® ing station, right and felt main wheel wells, afl galley area, andl APU service area) OFF - extemal jacks are deactivated + disconnects microphone inputs + audio can siill be heard ~ communications between the cockpit and flight attendants is normal on on > exlernal jacks are connected ~ communications between all Service Interphone jacks is avetlohle DOME LIGHT DOME 1 WHITE DIM / OFF / BRIGHT - controls two dome lights pomeweave ~ left dome light has 2 bulbs - one is for the emergency exit light ,URAL WARNING SYSTEM BRIGHT + takeoff waming system (interrnitient hom) ~ cabin altitude warning system (intermittent horn) ~ landing goar warning system (steady horn} > digital Tight controt warming system (waiter for VP disconnect) + mach warning system (clacker) fire warning system (bell) - SELCAL system (chimes) crew call system (chimes) INTERPHONE SYSTEM . ~ consists of flight deck-to-ground, flight deck handset, cabin attenciant handset, alerting system (chimedlight on fight deck and galleys) HEADING REFERENCE Switch [npg REF ~ selects heading reference information from the IS to be supplied to | all affected components NORM - normally references magnetic north ~ aulomaiically references true north when the calculated airplane position enters a polar region and + the FCC is unusable in HDG SEL or CWS R, the heading warning flag displays on the standby radio magnetic indicator TRUE + references true north regardiass of fattude + VOR bearing information is irwalic Leading Edge Uraries 1990 © 19AFT OVERHEAD PANEL. AUDIO SELECTOR PANELS - ASP the Remote Electronic Unit {EU} manages the communication between the flight deck stations, service and flight interphone, and all related communication, radio, navigation, and recorder system + it determines which selections have been made on the ASP, and then sends appropriate signals to the selected systems ine aa ! lights up only one switch at a time Vom ewe SHEUSC RE SGD + allows reception regardless of whether re- QOOOOO OO TRANSMITTER (MIG) SELECTOR (i) i rae press to activate respective system cciver switch is pressed S-nn-2 SADRINOD ane sien + SVC = Service Interphone | DOOOOO = to cabin and exterior jacks | nae - PA: mutes speakers en ore Ie ~ overtides the flight attendant PA 8) @ O © i - can also use ped. hand mie to make PA we “C* on Transmitter (MIC) Selector the "C" on the VHF radio will illuminate and a chime sounds when a SELCAL aiert is received | © - the "C* will extinguish and the system will & @ Oe ® OO @ , O¢ @ reset when the mic is keyed ee Be g aR DOO - an ACARS uplink will cause the VHF-2 "C" to. iltuminate | OO) ~ keep VHF-2 tuned to correct AIRING fro- | o | quency | & + the “G" on the caniv button illuminates and a | & chime sounds indicating a call from @ FA + the *C* on the rr button illuminates and a chime sounds indicating a call from the ground [~~ ciew ai the extemal power receptacle ~ it wall extinguish after the ground crow releases the prot ca. button RECEIVER switches S @ OG ~ press {iituminates) fo activate respective radio, OE ~ press again to deactivate - rotate for volume: - may push multiple switches ” FILTER switch V (Woice} - receives only NAVIADE voice audio i B (Both) - receives NAVIADE voice and 1020 Hz. | identification signals (no fillers used) 4 7 8 (Range) - the 1620 Hz coded ID signals are passed while the audio is attenuated MASK-BOOM or OXY-BOOM switch (if Installed) - selects the oxygen mask or boom microphone for transrnissions ~ {option} switch removed - auto switches to mask when mask regulator is pressurized 20 Leaving Edge Lioraries 19986AFT OVERHEAD PANEL PUSH-TO-TALK switeh + spring loaded to center (neutral) position AIT (radiovtransmit) - keys the oxygen mask oF boom mic for transmission as selected by mic selector, Can aiso use switch on pilot yoke (iower fo interphone, upper for mic selector) VG (intercom) - keys the mask or boom mic interphone; bypasses the Mic Selector ALT / NORM switch ~ ALT degraded mode hardwires Capt and observer's PTT to #1 Com, FO to #2 Com inop items: trans/rec seiectors, speaker and speaker sw., hand mic, PA and interphone from respective ACP, fight and service interphone; headset volume is preset VOICE ONLY switch ~ light on aliows reception of voice only ID identification ADF and NAV radios ~ light off allows reception of voice and coded identification on ADF and NAV radios IVACUATION CONTROL PANEL (option) ‘acing flge Litvaros 1998.0 alNG AFT OVERHEAD PANEL EVAC light EVACUATION EVAC - illuminates (red) and flashes when any activation switch is moved to on OFF ~ deactivates FA EMER EVAC switch = the cockpit alert light illuminates and a chime will sound if the FA EMER EVAC switch is activated ‘ARM (guarded) ~ allows forward FA EMER EVAC switch t ON - activates evacuation signal at all locations HORN CUTOUT ~ push to silence the horn at that panel only REVERSER LIGHTS (amber) ENGINE ~ illuminates for 10 sec. during nor- i 2 mal T/R stow operation REVERSER ’ REVERSER ~ extinguishes if the reverser ‘sleeves are fully stowed and the isolation valve is closed ~ if the neversen light illuminates at any other time, a malfunction has occured - if a Reversen light is on for more than 12 secs the master CAUTION and ENG annunciator lights come on - isolation valve or thrust reverser control valve is not in commanded position = one or two T/R sleeves are not in their commanded position - auto-restow circuit has been activated a failure has been detected in synchronization shaft lock circuitry (QRH) Reverser Light On ‘Asysien —STBY fells Syson—Ryelaute inflight faule System faut ~ additional system failure may cause Eee Fidei) Greet uncommanded reverser deployment on ground = pull and reset mo/svs and conr/svs C/B > P62, C-5 thrus L isolation Risolaion = do not pull these C/Bs in flight valve > ano dispatch engine faull occurs ~ the airplane is on the ground groundspeed is iess than 80 kis prior to fakeo'f or - groundspeed is less than 20 kts for more than 30 seconds afier touchdown ~ reactivates on the giouind snore than 80 seconds after landing ifthe vasrer caunow is cancelled, the enewic control light remains tluminaied ‘onee the engine is shut down, however, the EEC fault is stored in the EEC BITE ENGINE CONTRO light extinguishes and will not illsminate on recall ~ when the alfected engine is started for the next fighl, the uasteR cauTion, ene annun- ciation, and ensw= coxnoi. fight will not illuminate unless a new fault occurs ~ thare is no indiation to the crew that 9 fauit occurred on the previous flight ~ itis very important that the outbound crew has this information since these faults are non-dispateh items Leading Suge Libraries 1998 23AFT OVERHEAD PANEL Engine System Notes 1. x EEC © controls the engine fuel and control system * each EEC has two computers, cailed channels (A and B) + one is in active control while the other computer is in standby (dual channel mode) » independent but connected by a cross channel datalink {GCD1) during engine ops ~ ifthe active channel is not valid, EEC changes the siby channel to the active channet + swaps channels at each engine start if the previous engine tun was more than 76% * EEC calculates the engine thrust with N1 speed and ambient pressure and temperature conditions. The EEC uses Ni speed to control engine thrust + EEC uses N2 speed for thrust management and idle control + EEC gets TAT from 142 sensor on the engine while on the ground and irom the #1 ADIRU 5 minutes after takeoff (needs airflow through heated probe to be useful) © during engine starts on the ground, the EEG can detect hot, hung, and wet starts «provides auto-relight for flameout protection ° normally powered by EEC alternator on the front face of the accessory gearbox + respective transfer bus provides power whan EEC doas not receive power from the EEC alternator, such as during engine start until N2 is 15% + 2modes, normal (ON) and alternate (/i."»), to control HMU electronically - HMU supplies fuel for engine servo valves and combustion (burner stage vaive) + normal mode, the EEC limits thrust to max certified for current conditions ~ static air temperature is calculated from TAT and Mach number + 2alternate EEC modes, soft and hard (also called soft and hatd reversionary modes) soft alternate made + automatically switches when the EEC does not receive all inputs it requires ~ botl ON and #173 in view if the EEG has automatically ewitched to soft alternate mode ~ thrust can be less than norma! or engine exceedance can occur if outside alr condi- ions change; Mach number is not available s0 EEC has to estimate Mach number + with automatic transfer, EEC locks in a thrust offset to provent thrust from changing when the contro! made changes; this thrust offset is rernoved ifthe thrust lever is retarded to idie or if 117%) is selected - it one EEC is in normal and the other is in soft altn, it can cause thrust lever stagger ~ loss of either DEU resutts in a loss of signal to both EECs + the FEC A. fights ilfuminate and each EEC reveris to the allerate mode to pre- vent the engines from operating on a single source of data hard aitemate mode - switch manually selected OFF - only Ar! in view ON is blanked ~ placing both EECs in hard altemmate (*\72)} prevents thrust lever stagger - EEC uses internal software table to calculate mach nuraber thrust rating ~ Ni or EGT exceedances are possible during hot day conditions © at higher thrust levels there can be an uncommancied large thrust change when the REC changes from the soft alienate mode to the hard alternaie mode » provides Ni and N2 redline overspeed protection in both nomnal and alternate . 3idie speeds * ground minimum idie (58% if TAT <125°F for 1DG ops / >66% If FAY >425°F co © approach idle (72-79% N2) selected in fight if EAI is on for either engine, or below 15,000 #t and either main gear is down and locked or flaps are 15 of more inlained until § seconds after touchdown to improve GA > in-flight minimum idle (not less than 59% Nz for IDG operation) 24 Leading Edge Linvarles 1998 ©AFT OVERHEAD PANEL NG OXYGEN CREW OXYGEN GAUGE and MISC = reads pressure on crew O2 bottle ~ bottle located in aft EE compartment with an access door in the forward cargo compartment: thermal discharge green disc on lower fuse- lage, in front of the fwd cargo door 02 gage is electrical; bat bus with ear switch on (MEL) Oxygen Pressure indicator ATA-35 | PASS oxvGeN NORMAL, oN PRSSONY OF = may be inop provided an alternate proce- dure is used to verify that 02 supply is above min requirement for dispatch °ASS OXYGEN switch NORMAL - automatic activation (electrical) at or above 14,000 ft cabin alt to drop masks - (option & C-40A) activation above 14,650 cabin alt for a/c that operate into high elev, RESET (C-40A) flow control units are closed electrically if cabin altitude is below 14,650 ft Note: reser position does not function when the airplane is in the cargo configuration ON ~ manually activates system electrically to drop masks (consider placing to ON even if masks have already been activated auto- matically, to make sure) Note: If the passenger oxygen system is activated either automatically or manually, the Fasten sear ser sign will illuminate if tho Fasten Betts switch is in auro; the RETURN To sear lights will not illuminate. The No suokine lights (if in- stalled) will illuminate if the no smoking switch — isin auto (option) the cabin ceiling lights will illuminate bright when the passenger oxygen system is activated either automatically or manually NDICATOR Selector (IND SEL) (C-40A) ~ spring loaded and switches between crew and Passenger oxygen display PASS OXY ON light PASSENGER OXYGEN ‘uTO ofr MANUAL (CREW / PASS OXYGEN - passenger system activated manually or automatically to drop masks ~_ MASTER CAUTION and OVERHEAD annunciator illuminate JOP) Crew Oxygen, Quantity ~ reference chart for minimum crew pressure soy | regulator Mrnioor L gauge (lite) ral sotge) Fest 0 ‘ovat AU TEST ~ "787" psi adequate for crew of three at 120°F; 1000 psi will cover all situations Leading Edge Libraries 1998 © 25AFT OVERHEAD PANEL Passenger Oxygen Notes 4. oxygen generators. * 1 generator at each PSU (Passenger Service Linit), F/A (Flight Attendant) Station, Lav and (option) galley + supplies emergency oxygen fer approximately 12 minutes (for descent) * creates oxygen through a chemical reaction by mixing sodium chlorate and iron © heat causes the white stripe on the generator to tur black indicating the generator has bbeen fired (chemical reaction can cause generator temp to reach 450°F / 232°C) 2. oxygen masks + extra mask per each PSU (for F/A or child) - 4 masks for 8 seats * 2masks in each lay, at each F/A station and galley area (if equipped) © pul firmly on tube to activate / fire the generator “ O2 will flow fo all masks in that unit providing continuous flow to reservoir bags + green in-line flow indicator shows 02 is going through the hose « mask doors can be opened manually with a pen ai PSU's and with a crodit card in lavs, at F/A stations and galley areas (if equipped) * once activated, the O2 system cannot be shut of; it must be reset by maintenance 3. relay turns light on (eax 02 on) © relay should power solenoids fo open unit doors. Light just means power went to the relay. Doesn't mean the doors opened for sure 4, WARNING: Oxygen in Use « when using passenger oxygen, the no swoxne sign should be on and strictly observed « once the genorator is activated, the flow of oxygen is constant, whether or nol the mask is being worn « do not use passenger oxygen with cahin altitude below 14,000 feet when smoke or an abnormat heat source is present. The use of passenger oxygen will not prevent the pas: sengers {rom inhaling smoke ~ air inhaled is a mixture of oxygen and cabin air (2 valves on bag to ambient air) NUMBER OF CREW BOTTLE NUMBER OF CREW TEMPERATURE USING OXYGEN TEMPERATURE USING OXYGEN "GF 2 3 4 "Ce 203 4 BO 122 580785 M5, 1 58 470 855 BAO ; 48 113 $20 728-930 10 50 460 G5 830 | 40 104 SiO 715 918 5 ft 458 635 B15 I a5 (92 505 700 960 a 32 445 G20 G00 I 3086 495 690 885 5 23 440 G0 785 i 2 77 485 680870 “19 tt 430 God 770) : 2068 PORTABLE OXYGEN BOTTLES (POB) ~ 420 liters (4.28 cubic feet at 70°F), 1800 psi bottles are constant flow high port 4 LPM, for first eid use (some marked with red dot) ~ low port 2 LPR, for walk around use (some marked with blue dot) ~ try to stop use at 2. 500 psi so hottie does not have to he flushed ~ your catrier may requite mask to be attached to a specific port (MEL) Oxygen, Portable Bottles ATA-34 ~ minimum of 1 boitle for each required F/A, (1 FA for each 80 seats) ~ i.e, you'll need 3 in all sesies 737 except the -8-9 where the FAA requires 4 ~ special crew such as foreign language speakers may not be required crew (MEL) Portable Oxygen Dispensing Units - ATA 35 minimum dispatch pressure ‘or the portable oxygen bottle is 1500 psi @ 70°F 26 Leading Boge Libraries 49986AFT OVERHEAD PANEL NG CREW OXYGEN BOTTLE (optional) and PBE - 1 in cockpit , behind FO - (11 cubic feet at 70°F), 1850 psi, includes face mask ~ use large outlet - demand regulator for full face mask, supplies 100% O2 on demand - use small outlet for continuous flow mask and pressure regulator - 103 minutes at 3 liter constant flow ~ to turn ON: Yellow knob “Open (open CCW) ~ one PBE (protective breathing equipment) in the cockpit; self contained hood to breath and see in smoke, etc. Provides O2 for approximately 15 minutes. (REG) FAA - Oxygen Use By Passengers + passengers need oxygen above 15,000 ft (REG) ICAO - Oxygen Use By Passengers ~ between 10,000 ft and 13,000 ft MSL, passengers need oxygen except for first 30 min. CREW OXYGEN MASK RESET /TEST ~ press or slide to activate 02 flow to valve ~ left door opens valve to masks, 02 ON flag ~ flow indicator: black = no flow, yellow cross = 2 flow (no flow indicator on jump seat mask(s) ~ red release lever: squeeze and pull to get mask MASK USE ~ squeeze right red lever to inflate harness ~ release to secure on head NORMAL / 100% Selector = mixture diluted with cabin air to allow bottle to last longer - 100% is pure 02 EMERGENCY /TEST Selector ~ for Emergency: rotate clockwise 100% under positive pressure - to Test: press red knob (02 to mask) ~ use Reser test and/or open left door to insure O2 is flowing (02 FLAG on) OXYGEN MASK PREFLIGHT CHECK Note: it is not necessary to remove mask to perform the preflight check = stow the mask properly and set to 100% ~ place mask / Boom switch to was (if installed) ~ appropriate fit interphone volume knob on ASP up - turn speaker volume up + press I/C transmitter with one hand ~ with the other hand, hold the reserrest lever © iD fc cE down, listening for sound of escaping 02 over the speaker or headset, then release /C switch (eee = observe yellow cross to confirm oxygen flow FULL FACE OXYGEN MASK & REGULATOR > check O2 gauge is within limits; if it has dropped to zero, the valve at the bottle is closed - check operation of emergency airflow by selecting emergency button or position for 3 seconds Leading Edge Libraries 1998 © 27R AFT OVERHEAD PANEL Crew Oxygen Mask Notes = mask has pressure if oxy ow flag is in view with storeage box doors open or closed + oxygen may jeak from mask if left unused (but pressurized} for a long period * to shul off 02 flow to mask, close doors and press tesi/aeseY switch + 02 flow is cutoff to the mask and oxy on flag is removed from view - with storeage box doors closed, mask mic will remain active as long as the oxy on flag is in view: to regain use of boom mig with doors closed, press Test/neser switch and ensure oxy on flag is not visible » O2 flow to mask can be restored by opening the right door + mask was designed to be put on and communications established within 15 seconds. Can you do this? Are you even sure if the band will fit your head? + observer's mask(s) is identicai except has no stowage box, flow indicator, or reset fever ~ stowage box is optional equipment « (option) microphone auto switches to mask when mask regulator is pressurized (REG) FAA - Oxygen Use By Flight Crew ~ cabin pressure altitude above 10,000 ft to 12,000 fi 02 required except first 30 minutes = above 12000 ft cabin altitude 02 required continuously (REG) ICAO - Oxygen Use By Flight Crew ~ crew must use oxygen above 10,900 ft FLIGHT DATA RECORDER “MACH ~ AC and DC powered FLIGHT RECORDER AIRSPEED WARNING FLIGHT RECORDER TEST switch vest worawat not noe NORMAL (guarded position - ~ inflight the recorder operates any- - ino electrical power is ovale | i) + on the ground, either engine must also be running (cil pressure switch activated) + opening Thrust Reverser Cont CB will prevent recorder from receiving oil pressure signal from respective engine TEST bypasses the engine oll pressure switches and the alr ground switch to power the flight recorder on the ground. Light should go out PLIGHT RECORDER OFF light (amber) illuminated = indicates that the recorder is noi operating or the test is invalid ~ mey indicate power failure, loss of input data, electronic malfunction, or tape malfunction - extinguishes after engine start or at fiftott Flight Recorder Notes * Flight Data Acquisition Unit (FDAU} records permanent record for last 25 hrs of tight, ~ system consists of digital fight data recorder, accelerometer, trip and date encoder accelerometer installed near afc center of gravity on aft side of rt main gear well ~ ~1,000 fo 50,006 fi, 100 to 450 kis, -3 lo +6 g's, ATC events, engine RPM, TAT, pitch, aid rol, trailing edge flap, control wheel, column, and rcdar pedal position, aileron, cievator, and rudder position, CDUs, prinVeveni module, disereie fight data > automatically recorded whenever powered powered by Transfer Bus #1 and DC Bus # 4 * orange box located behind access doar in the all cabin celling * underwater locator beacon on front of flight recorder 28 Lenaing Edge Liveries 1998.6AFT OVERHEAD PANEL MACH AIRSPEED WARNING TEST i MACH No.1 and No. 2 buttons tesis systems sintoport tes FUGHT RECORDER | AIRSPEED - Ih the only way to stop clacker is to test worst wor pop reduce speed + Vimo = 340 kt to 26,000 ft then M.62 + controlled by ADIRUs + No. 4 tests the overspeed warn Gircuit in the left ADIRU ~ No, 2 tests right ADIRU circuit ~ test is inhibited while airborne (MEL) Mach / Airspeed Warning Clacker - ATA 34 + both warning systems may be inop provided bath mach indicators operate normally, and 330 ct .76 mach airspeed limits are observed, and if the overspeed warning occurs earlier than scheduled during flight, speed must remain below the point al whieh the warning occurs (if warming occurs belew .76 deactivate the system) STALL WARNING TEST PANEL r > test is inhibited while airborne + inputs: ADC, AOA, flapvslat, thrust, air ground logic ~ iflest fais, turn B system hydraulic pump on to retract LEDs STALL WARNING TEST (7 and 2) ~ requires that alt AG transfer busses are powered for up to 4 minutes ~ cach test switch tasts its respective Stall Management Yaw Damper Gomputer (svyp) + No. 1 SMYD computer shakes Capt contro! column + No.2 SMYD computer shakes FO control column (MEL) Stoll Warning Systems - ATA 27 ~ one may be inop provided the remaining system is verified to operate normally prior to each departure by testing stick shaker FTALL MGMT YAW DAMPER SYS + SMYD 1 connects to main rudeler PCU and controls yaw damping and turn coordination during normal operation ~ SMYD 2 connects to standby rudder PCU anc operates WTTHS and standby yaw damp- ing and lum coordination during non-normal operation {manual reversion) + SMYD computers determine when to activate the stall warning hased on ADIAW and alpha vane angle of attack outputs. anf-iee controls, wing configuration, air/ground sens- ing, thrust setting, and FIC outputs SMYD compitots provide outputs for all stall warning to include sick shaker and signals 4o the pitch limit indicator and airspeed displays and the GPWS windshear detection and alert Stall Warning System Notes « in some configurations the margin between stall buffet and stall is less than desired (7%}, 80 an artificial stall waming device, a stick shaker, is used fo provide the warning «with hyciraulic power off, the LEDs may droop encugh to cause an asymmettie signal, resulling in failure of the stall waming systern fo test Leaving Edge Librarios 1998.8 29NG FORWARD OVERHEAD PANEL FORWARD OVERHEAD PANEL (P5) FLIGHT CONTROL SWITCHES =TANDeY ‘ON (guarded position) HYD - normal operating position ur CONTROL “tow. ~ opens flight control shutoff valve to QUANTITY aller, elevator, elevator feel, and a Ty] sey eating RUD OFF OFF corr L_nuv ow ~ closes flight control shutoff valve |, ow BON = corresponding hydraulic system ALTERNATE FLAPS pressure is isolated from aileron, OFF elevator, elevator feel, and rudder tN] co up - yaw damper switch flips off when PRESBURE | PRESBURE © on sys B switch is placed orF SPOILER An - respective Low pressure light and Dave FEEL DIFF PRESS light illuminate TF (Ao sTBY RUD ~ closes flight control shutoff valve, OF Or: FEEL isolating the aileron, elevator, eleva- | oy on een tor feel, and rudder a ~ activates the standby pump (arms ‘Standby Hyd Low pressure light; it YAW DAMPER win will blink when first turned on) and oaNPeR "AUTO SLAT pressurizes the standby rudder tan power control unit (opens standby as @ rudder shutoff valve indicated by on the flight control Low pressure light extinguished) ~ illuminates sray pup on light thrust reverser(s) will be powered by the standby hydraulic system if necessary ~ yaw damper switch can be tumed back on, activating standby yaw damper, if both FLT CONTROL switches are placed to stay AUD = flight control and spoiler SOVs each have a position indicator and manual override lever LOW PRESSURE lights (A and B) (amber) ~ indicates low hydraulic press (< 1300 psi) to corresponding flight control units (elevator, aileron, rudder) ~ deactivated (goes out) when corresponding Flight Control switch is moved to sray AuD and the standby rudder shutoff valve opens ~ the function is changed to that of a standby rudder shutoff valve position indicator - lights go out when the standby rudder shutoff valve is open SPOILER switches (A and B) (maintenance purpose only) ON - hydraulic pressure to flight spoilers locking them down A OFF - closes A spoiler SOV which cuts off hyd pressure to A powered flight spoilers B OFF - closes B spoiler SOV which cuts off hyd pressure to B powered flight spoilers ~ ground spoilers not affected by this switch YAW DAMPER light (amber) ~ yaw damper is not engaged or is inop = losing B hydraulic press does not cause this light to come on but yaw damper is inop Note: The delay before the light goes out (after the switch is tured on) is for the rate gyro to come up to speed 30 Leading Edge Libraries 1998 ©FORWARD OVERHEAD PANEL A YAW DAMPER switch YAW DAMPER OFF - yaw damper disengaged, yaw damper light will be illuminated - goes OFF if: oaiter ~ BFLT CONTROL switch to or through the OFF position on - power interruption to #1 transfer bus for more than 2 sec @ ~ yaw damper rate gyro or actuator fal on ON - primary yaw damper electrically engaged to main rudder PCU if the B FLT CONTROL switch is on ~ solenoid held on (does not require hydraulic pressure to be held in the ow position) = engages standby yaw damper to standby rudder PCU if both the A and B FLT CON- TROL switches are in the standby rudder position, using #2 SMYD (MEL) Yaw Damper Inop - ATA 22 ~ may be inop provided yaw damper switch remains orr ITANDBY HYD lights (amber) STANDBY HYD = Low quantiy light Low ~ always armed and illuminates at approximately 50% Quantity ~ leak in standby system will empty standby system and take B Pee ne system down to approximately 72% ~ Low Pressure light OBER: = armed with standby pump on or when automatic standby St function is activated indicates low output pressure of electric motor driven standby pump (< 1300 psi ~ sTBy RUD ON light (as installed) ~ illuminated when the standby rudder PCU is pressurized (MEL) Stby Hyd, Low Qty Light - ATA 29 ~ with all controls neutral, verify the system B hydraulic gauge indicates more than AFL MEL) Stby System Low Press Light - ATA 29 ~ may be inop provided standby sys Low quavmiry light operates normally and output of standby pump verified prior to each departure ~ get ground clearance to extend LEDs. Position Alternate Flaps master switch to ARM ~ momentarily place Alternate Flaps master switch to oown, Using aft overhead, check all LEDs in rut exr within one minute, Return Alternate Flaps master to orr = turn system B pump (ELEC 1) on until LE flaps are up (QRH) Standby Rudder Light Ifthe stay Fup ow light is illuminated due to pilot positioning of rur conTROL.a or 8 switch to stay pup, or in response to a hydraulic system non-normal situation; no crew action required ~ if the stay Rup ow light is illuminated with no other fight deck indications, avoid large or abrupt rudder pedal inputs Pru @PTY Conte! vavo MASTER switch 2 1. E-Conlel Valve Assembly OFF - closes LE @LE. standby Sov Standby SOV 5 @ TE. Flap Control ate & Bypass Valve ‘ARM - arms standby @Le.vou sov hydraulic Low PRESSURE light, sees Bypass — system starts standby ance pump, arms alter- ‘Stby Systom Fullextend tines nate flaps toggle switch, closes TE f flap bypass valve, okt disables LE UCM oe 7 4 a ‘ALLE Flap function ye miter \ Le Fi , ive Unk Leading Edge Libraries 1998 © 3tNG. FORWARD OVERHEAD PANEL ALTERNATE FLAPS CONTROL switch = functions only when Alt Flap Master switch isin aru = max 230 kt to begin extension DOWN (momentarily) - opens LE Standby } ‘SOV and fully extends all LE devices using control vps Standby hydraulic pressure (fakes approx. 30 sec for LE flaps and 1 min for the LE T.E. Flap Bypass Valve aa) cai ALTERNATE FLAPS ~ if held down, extends TE flaps electrically uP. & ~ ‘switch spring loaded orr (youhave to TE. jap F | Qo hold it to down) AIUT.E. Flap 0H - takes approximately 2 minutes from 0° to 15° Drive Motor UP - retracts TE flaps electrically - LE devices remain extended and cannot be retracted by the alternate flaps system ~ switch is not spring loaded to orr (it will stay in uP position, use caution) Note: PTU control valve closes when the Alternate Flaps Master switch is moved to Anu and the Alternate Flaps control switch is moved to oon; this stops PTU operation - if you lose B sys pressure (pumps) and flaps are extended (after takeoff), the LEDs can be retracted with PTU / B fluid using the Alternate Flap system ~ PTU would not be inhibited because the control switch was not moved to cown and you've still got the B system retract lines available (LIOP) Flight Controls, Alt Ext of LEDs - max 230 kt to begin extension; plan flaps 15 landing (OP) Flight Controls, Alt Flaps Duty Cycle - Flap position 0-15, 5 minutes off - Flap position greater than 16 requires 25 minutes off (Note) maintenance manual says 4 min on, 25 minutes off System FEEL DIFF PRESS light (amber) acres wee ~ feel differential pressure switch monitors both A and B computer [ree | iyi metered pressures and closes when it measures a difference of WEE PRESS 25% between the 2 systems and Feet oir press light comes on [SPEED TAI] ypyow - you may have lost A or B hydraulics or an elevator feel pitot system may have failed (elevator pitot tube may be blocked) | “ACH,,I] ur MASTER CAUTION and FLT CONTROL annunciator also illuminate rT (QRH) Flight Controls, Feel Diff Press Light Fall. es) = no crew action required (MEL) FEEL DIFF PRESS Light - ATA 27 = may be inop provided elevator feel system is verified to operate nomally, daily SPEED TRIM FAIL light (amber) ~ dual channel - illuminated indicates failure of both speed trim functions in FCC = MASTER CAUTION aNd FLT CONTROL annunciator also illuminate ~ indicates failure of a single FCC channel if illuminated when recat. is pressed ~ this light will be on until the ADIRU’s are aligned (QRH) Flight Controls, Speed Trim Fail Light ~ no crew action required (MEL) Speed Trim System - ATA 22 = one may be inop provided remaining system and seco trim Fal. light operates normal Verify remaining system operates normally by pressing the annunciator panel. SPEED TAM ral light, FLT conr annunciator, and master cavTioN light will illuminate. Pross and release MasTER CAUTION light. If SPEED TAM Fal. light and FLT conT annunciator light extinguish, remaining system is operating normal 32 Leading Edge Libraries 1998 ©