737 300 Systems Study Guide PDF

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WARNING
FOR TRAINING PURPOSES ONLY
This aircraft systems study guide should only be used for home
study. Information included may be out of date or incorrect.
You should make every effort to refer to the aircraft flight
manuals and your company's operations specifications for the
most current information on the proper operation of the aircraft.
Text in bold italics provides information or system functions likely to be

emphasized in training or a ground evaluation.
This study gUide is copyright protected and may not be

reproduced or distributed in any form or by any means
without the written consent of the author.
For questions or more information, please visit our website at:
www.aircraftstudyguides.com
Copyright, CDS Aircraft Study Aids, L.L.C., 2004. All Rights Reserved.

TABLE OF CONTENTS
SYSTEMS:
CHAPTER 1
AIRPLANE GENERAL 1-3
CHAPTER 2
AIR SYSTEMS
4-5
CHAPTER 3
ANTI-ICE, RAIN
6
CHAPTER 4
AUTOMATIC FLIGHT
7-9
CHAPTER 5
COMMUNICATIONS 10
CHAPTER 6
ELECTRICAL 11-12
CHAPTER 7
ENGINES, APU 13-14
CHAPTER 8
FIRE PROTECTION 15-16
CHAPTER 9
FLIGHT CONTROLS 17-21
CHAPTER 10
FLIGHT INSTRUMENTS 22-24
CHAPTER 11
FLIGHT MANAGEMENT, NAVIGATION 25-27
CHAPTER 12
FUEL 28
CHAPTER 13
HYDRAUUCS 29
CHAPTER 14
LANDING GEAR 30
CHAPTER 15
WARNING SYSTEMS 31

AIRPLANE GENERAL AFT

1
Cockpit slide window: DOORS ENTRY 2 Water service panels
-L/R open from inside only . (757 shown) DOOR (2)
(F/O side)
-Indicates "WINDOW NOT CLOSED"
when unseated. FWD OVERWING
ENTRY EMERGENCY 3 Lav service panels
-Can be opened in flight if DOOR (2) EXITS (4)
unpressurized (noisy)
\ APU
EJ 000000000000000 EJ
00000 oooo~ooooo
- ~·:·:-·:·:·=·:·1- -- -i- --C~J ---------
Potable water tank
(F/O side)
FORWARD
ACCESS Bulk cargo (767 only)
DOOR--.J
(Capt side)
Main cabin door slides/girt bars must
be ARMED/verified (visual indicator
on door completely yellow) prior to
Taxi, T.O. and·Landing w/passengers.
ENTRY DOORS: OVERHEAD DOORS LIGHTS

-One or more entry doors not ACCESS DOORS:
closed/locked.
-762/763(most): 4 entry doors
~ ENTRY
[DOORS
I -FWD Equip/EE doors not
closed/locked
-757/763 (some): 6 entry doors JIC-~----
EMERDOORS: CARGO DOORS:

-Overwing exit/wing slide door -Fwd/Aft or Bulk (767) Cargo Doors
not closed/locked. not closed/locked. All electric except the Bulk.
-762: 2 overwing exits (Cargo Doors: 767: 3, 757: 2)
-757/76ER/763(most): 4 overwing exits
ANTENNAS VOR
(757 shown)
Loc/G .Slope/Rada r .f VHFL

ADFL
'--VHFC
Emphasis Item (Walkaround):

-Gear pins may be installed
wjthout a logbook writeup.
-Carefully preflight APU access
panels and engine cowling
latches secure.
GENERAL
Wing span: Length: Min pavement width for 180 deg turn:
757: 125' 757/762: 160' 150'
767: 156' 763: 180'
Max airspeed (turbulence): Max T.O./Land altitude:
290/.78 8400'
Walkaround struts (nose/main):
-"Silver showlnq" Max RW slope: Max Xwind (normal ops)/Twind:
+/- 20/0 29/1 OK
Circuit breakers: Max altitude: Switch Lites:
-If popped, don't reset unless req'd 757: 42,000' -Alternate or momentary action
for safe flight. 767: 43,000' -Do not attempt to relamp. Call MX and
-If inflt, contact MX if possible. make logbook writeup.
-Turn affected equip OFF before reset
-3 minute cool/only 1 reset
-Never reset fuel pump CB

Copyright, CDS Aircraft Study Aids, L.L.e., 2004. All Rights Reserved.
2 AIRPLANE GENERAL
LIGHTING
CAPTAIN OVERHEAD
Inner-R/L Glareshield Red strobe-upper/lower fuselage
Outer-Glareshield Inst. panel Inner-Aisle flood Wing/engine ilium. lights
Outer-Aisle panel hite strobe-wingtips
PANEUFLOOD ANTI
GLARESHIELD AILSE STAND POSITION COLLISION WING
LT OVRD
OF~ OF~ Nav lights

(wingtips):
Ldg edge
RUNWAY TURNOFF -red/green
OFF L OFF R Trig edge LANDING
-white
~~
Lite override: - WING - NOSE GEAR
-ON:Capt,F-O,inst. flood L R
80J~
and dome lites on ON' ON
max brightness.
gQg
oua] taxi light on nose gear:
(Single light on some aircraft)
-ON: Turns on (if gr extended)
-Inopwhen nose gear up. Runway turnoff lites (2):
Wing landing lights (2): Nose landing light (2):
-(757) on the nose gear
-Max intensity when gr. ext -Turns on (if sw ON) when
-(767) in the wing root gear extends.
-Inop when nose gear up -Inop when nose gear up.
AFT DOME LIGHT F/0 OVERHEAD
(767 only) Overhead panel integral DOME: Various intensities
3 Aft Dome lites (fixed intensity) lights -757-Aft dome
-LT OVRD Sw overrides
ON: AFT DOME LIGHT

Circuit breaker integral CKTBKR OVHDPANEL DOME
-Overrides ON lites
OFf) OF0 ~f)

LT OVRD
Switch
OFF
OFF: FLTDK DOOR
-LT OVRD
~
Switch overrides Not
AUX PANEL Applicable
INO LTS TEST

TEST:
IND LTS Selector:

DI~ -Tests overhead
lights (Req'd for
cockpit door preflight).
-DIM: Eliminates
GENERAL ADI/HSI twilight flicker -Tests ADI/HSI display if
on ground.
Stby AC bus pwrs Ess. flood/integral Illuminates IRS data display
panel lites w/loss of normal AC
COCKPIT DOOR LOCK CONTROLLER
NO SMOKING and FASTEN SEAT BELTS
(PASS SIGNS in AUTO):
AUTO: Locks door, arms keypad
I
Illuminate when:
-Cabin altitude> 10,000'
I
UNLK: Push to turn, auto return
-Gear down LOCK ,(
-PAX 02 ON DENY: Cancels keypad entry FAIL
FASTEN SEAT BELTS/RETURN TO SEAT ~
Push to turn, auto return
signs also illuminate when flaps out (5 minute lockout)
-Cockpit threshold lites automatically come on LOCK FAIL: Lock function failed
when the cockpit door opens.
AUTO UNLK: Access code entered, chime, door unlocks in 1 min.
Logo lite: 76ER only (F/O Ovhd Light Panel) unless DENY is selected.

Copyright, CDS Aircraft Study Aids, L.L.c., 2004. All Rights Reserved.
AIRPLANE GENERAL 3
EMERGENCY EQUIPMENT
Flight deck aft dome light has separate
IN TEGRAL SliOE bulb powered by emer lighti ng system.
L IGHTING
8 emergency exits:
4 "g irted" doors
2 overwing doors
.~
• Emergency exit lights are powered 2 cockp it windo ws
by individual batteries/battery
packs which charge when cockpit
switch is OFF or ARMED (busses pwrd) .
•
Slide automatically Inflates
when "girted" door opens.
EXTERIOR
E"ERGENCY
LIGHTING -..,..---F-~~~
Doors must be ,"girted"
for taxi, takeoff
and landing
with passengers.
EMERGENCY EXIT
AISLE LIGHTS-------~~
LIGHTS
OFF: Prevents activation if
electrics fall or off
ARMED: All emer lights ilium
If loss of AC or DC bus 1.
.1
'I B- -
..
EMER EXIT light switch on AFT Fit Att ON: All emer lights ilium
panel can override cockpit switch Switch not armed
wIno cockpit indicat ion (no NOT ARMED lite) .
Opening overwing emer door causes over =,,~P)

wing/flap area exterior lites on that side
NO SMOKING/FASTEN BELTS
to ili um . QJ
= ~\
3 3
Lights -;--~
AUTO: ~
~
n-n--r-'f--,
-NO SMOKING: IIIum/extin when gear down/up ---
-FASTEN BELTS (and RETURN TO SEATS signs in lavs): ~-~
IlIum when gear or flaps down.
U :"U
Extin" " IDli1 n up.
FORWARD
OVERHEAD PANEL
.
GENERAL s= 'ii'~
~~
Water extinquishers are mixed with ant i-freeze. Do not use

.
~ ..,.:::,.,.
~ ~=
on electrical or grease fires. ~~ ~=
Halon (3 total--cockpit, aft and forward cabins):

T~u ~ ,-'
_0
Wear 02 mask on 100% if halon extinguisher is used in cockpit. EJ ~Mn ~D 5L
Escape ropes are located above each cockpit sliding window. ffi ~- ,
Ensure securely attached before use. F/O's #3 window (only) ~ ffi=::

can be opened from the outs ide .
~- ~~
Portable 02 (4 total): Min dispatch 1600 psi (tj~ 5U;
2 Enhanced Emergency Medical Kits (EEMK) with blue seal and

Automated External Defibrilator (AED) are in locked aft overhead.
Fit Attendants have the key. EEMK: Only professional medica l
people may use.
PBE (4 total): 15 minutes of breathable air. Green light:

oxygen flowing. Red light: oxygen depleted.
Flashlights (4 total): Independent batteries (not charged

by aircraft electrical system). Blinking red lite (about every
20 seconds) ind icates good battery.
Cockpit IIfevests (3 total)

4 AIR SYSTEMS
Temperature Indicator:
BLEED/AIR CONDITIONING
-As determined by AIR TEMP FORWARD OVERHEAD PANEL AIR TEMP Selector:
Selector -Displays either supply duct or cabin
DUAL BLEED: temp
CONTCABIN AIR TEMP PASSCABIN
-APU is used to start engines PASS
-Possible APU back pressure (APU bleed CABIN AIR MIX VALVE:
open w/#l eng BLEED sw ON or #2 eng BLEED -Position of air mix valves
sw ON w/lsolatlon open). Looks at bleed .switch UCT OVERHEAT:
D.QS1tiQn and iso/APU bleed xalzes. -Excessive duct temp
-Limit thrust to idle. -Air mix drives cold/may be reset
then select cooler temp
DUCT PRESSURE Ind (L or R, AC pwrd):
Temperature Selector:
-30 psi min for eng start (sea level)
-AUTO or MANUAL control of air mix valves
less 1/2 psi per 1000' elev
-Use to confirm bleed reset. RAM DOOR FULL OPEN:
-Usually on grnd/slow fit w/flaps out
ISOLATION VALVE Switch:
-AUTO: Valve is controlled by position RECIRC FAN Switch:
of BLEED/PACK sws. -Filters air from around FWD cargo
Closes if both eng BLEED sws ON and delivers to air mix manifold
and both PACK sws AUTO/HIGH. -Reduces pack/bleed load
Opens if any eng BLEED/PACK sw OFF. -AUTO: Fan on unless both packs ON
-Cannot open w/AC pwr loss. with either PACK sw in HIGH
OVHT TEST Switch (Hold 5 seconds):

PACK Switch (L or R): -Tests WING-BODY OVERHEAT lights
-AUTO: Normal airflow (MASTER CAUTION/AIR COND annunciator)
-Both packs: Low flow
-One pack: High flow (unless inflt w/flaps out) PACK TRIP OFF:
-One pack from APU: High flow anytime (if both -Excessive pack temp
eng BLEED sws OFF) -Pack valve closes
-HIGH (Max flow rate on grnd w/APU BLEED ON): -Air mix drives cold/may be reset
-Do not use during TO/APP/LNDG then select warmer temp
L WING-BODY OVERHEAT: R WING-BODY OVERHEAT:

t~:k/overheatin strut, inboard leading -Leak/overheat in strut, inboard leading
- : air cond bay, keel beam, APU duct. edge, air cond bay. \
STRUT
5th
STAGE
TRIP RESET Switch:

-Resets BLEED/PACK
TRIP or DUCT OVERHEAT (when cool).
Moving BLEED switch while
starter engaged may BLEED TRIP OFF: Only 1 pack should
damage starter. -Excessive bleed air temp/press. be operated from
-Bleed and pack valves close. APU bleed. Turn PACK switches OFF
-Air mix drives cold/may be reset while using grnd air cond
-Will not automatically open iso valve itioning (for max efficiency).
GENERAL
-Wing-body overheat lights cannot be reset w/TRIP RESET sw.
-Bleed air valves are DC controlled/pneumatically operated. Isolation valve, duct pressure indicator and recirc fan are AC operated.
-In flight, 2 pack/single-bleed not recommended.
-One pack can maintain press/acceptable temps up to max certified ceiling. Left pack is primary air source for cockpit.
-External air cart use for air cond: 20 psi min for 2-pack ops. Turn APU bleed OFF unless unable 20 psi.
-Ram air doors provide cool air for heat exchangers. Normally full open w/turbofan running (w/pack on) during grnd/slow flight (flaps out)
for max cooling. Deflector doors prevent slush ingestion prior to liftoff/after landing.

AIR SYSTEMS 5
EQUIPMENT COOLING
One of two exhaust fans (normal or alternate) and a flow control valve recirculate warm air from cockpit CB panels and E & E bay to warm
the FWD cargo area.
OFF:
-No airflow from selected fan EQUIP COOLING
NORMAL
~
EQUIP COOLING Switch:
On grnd w/<2.5 psi diff:
-NORMAL/ALTERNATE: Selected cooling fan activated
-Warm air is exhausted overboard
ALTERNATE -If switched, OFF lite should extin in 5 seconds
In fit w/>2.5 psi diff:
-Overtemp on gmd turns on nosewheel horn.
-Warm air is circulated around FWD cargo
FORWARD OVERHEAD PANEL
PRESSURIZATION
Two outflow valves, main (aft F/O side) and forward (Capt side), control cabin air outflow. The main outflow valve is actuated by an AC or
DC motor. The forward outflow valve closes automatically when the main is almost closed or when the recirc fan is operating. If the reclrc fan
is OFF, the forward outflow valve opens to maintain airflow around the cargo area. Two positive pressure relief valves (aft F/O side) limit
diff. press to 8.65 and one negative pressure relief valve (aft F/O side) prevents external pressure from exceeding cabin pressure.
AUTO FAIL:
-Controller failure (Cabin at 14,000',
loss of AC or cabin rate change> 1,800 fpm)

OFF SCHED DESCENT:
-Automatic switch to STANDBY. -Descent before reaching alt set in FL T AL T
-Reset by:
-Go to STBY (AUTO FAIL lite extin)
-Resuming climb
-Pushing FLT ALT Selector
DIFF PRESS/CABIN AL T Indicator:
-Set FLT ALT to current altitude
-Outer scale: Difference between FLT ALT Selector:
cabin/outside pressure -Push/rotate to

CABIN RATE Selector:
-Max dJff press: Top of yellow band set cruise alt -STANDBY range: SO - 2000 fpm
-tnner scale: Actual cabin altitude " " index: 300 fpm
\l1---======~;;==:;;=U:i:;::::::==~:::::::ii:ii======~-"'Main Outflow VALVE Ind:

-Operates ina II modes
-AC pwr: AUTO/MAN AC
(Closes faster)
-DC pwr: STBY/MAN DC
-Loss of AC: Valve closes
Outflow VALVE Switch:

-Spring-loaded to center
Landing/Cabin Altitude
Selectors:
-Outer: 1000' increments
-Inner: 10' increments
Mode Selector:
-CHECK: Tests auto failure
function (used by MX)
Cabin/Flight Altitude Placard:

LAND/FLT/CAB ALT Indicators: -Used to set CAB ALT in
-Set before TO STBY/MAN mode (after
takeoff, cruise and descent).
AL T HORN CUTOUT: FL T/GRD Switch:

-Silences altitude warning horn -Used to pressurize/de-pressurize aircraft for takeoff/after landing
-Intermittent warning horn: 10,000' -AUTO mode:
-FL T: On ground, pressurizes to -200 below airport e/ev.
In flight, automatic control.
:I Set CAB ALT to takeoff/landing field e/ev
minus 200' before eng start/descent.
-GRD: On ground, opens outflow valve at controlled rate. In flight, inhibited.
-STBY mode:
I
-FLT: On ground or in flight, pressurizes lAW Cabin Rate Selector.
-GRD: On ground, opens outflow valve lAW Cabin Rate Selector.
Barometric Corrections:
In flight, inhibited.
-Auto mode: Capt altimeter -MAN mode:
-Standby mode: F/O altimeter
-FLT/GRD switch is inop.
:I
•
6 ANTI-ICE, RAIN ON:
-Heat applied
-Must be ON 10 minutes prior
WINDOW/PITOT STATIC HEAT to takeoff
-Extinguished :
OVERHEAT: -Switch OFF or
-Overheat/power loss OVERHEAT OVERHEAT -Overheat or
-ON lite goes out -Failure or
(Turn affected switch ON ON ON -Temperature (correct operating)
OFF to cool 2-5 minutes) reached
-2S0K max < 10,000' WINDOW HEAT,_ _~R~_--jrr TEST Switch:
~
OVHT ~FWDOF~SIDE -OVHT: Simulates overheat
(HASTER CAUTION/ANTI-ICE
WINDOW HEAT Switches :
annunciators ilium)
Heated: (2) FWD # 1 front
(2) SIDE #2 escape PWR TEST ON -PWR TEST: Confidence test, Use
to verify cps If any window heat lite
(4) Upper #4 and #5
eyebrow, unmon itored out when its switch is ON (do not use
Not Heated: (2) Far side #3 CAPT PIS PITOTSTATIC FlO PIS when all window heat lites ON).
~:~
1 AUX STATIC 2AUX STATK:
FlO STATIC CAPT STATIC

ZAUXPfS 1 AUXP/&
LELEV RELEV
PITOT PITOT
LALPHA RALPHA
PITOT STATIC HEAT "A" ON: VANE VANE
-TAT probe is not heated on grnd (TEMP TEMP PITOT STATIC Lights:
PROBE lite will D.Qt iilum). Heated PROBE -Ilium: Related probe not heated
only in flight. -All probes heated except
FORWARD OVERHEAD PANEL alternate static ports
ELEVATOR
PITOT (2) . WINDSHIELD WIPERS/RAIN REPELLENT
RAIN REPELLENT Switches (If ava ilab le) :

',- Applies "measured amount"
to FWD window (L or R)
-Do not actuate unless using wipers
and medium or heavy rain
-Do not apply to dry, dirty windsh ield
WIPER Selector: FORWARD OVERHEAD PANEL

-Do not use on dry windshield.
LEADING EDGE SLATS
PITOT STATIC
PROBES (4) WING/ENGINE ANTI-ICE PANEL
WING ANTI-ICE ENGINE ANTI-ICE
-Provides bleed air only to leading edge slats -Req'd during grnd ops, takeoff, initial climb or go-around when:
- Required as Ice forms on Windows/wipers . OAT .s10 c/so F w/visible moisture/vis < 1 mile/standing precip
-Use on grnd when icing conditions exist on ramp, taxi/runways,
or are anticipated. -Engine run-up: 70% Nl for 30 sec every 30 minutes
-Used primarily as de-leer infllght -Climb/cruise: Req'd when in icing conditions (except < SAT -40 C)
(allow accumulation then turn on) -Descent: Req'd prior to all icing conditions (including < SAT -40 C)
-Use above FL350 may cause bleed trip and -When icing conditions exist: ENGINE START Selectors to FLT
possible loss of pressurization
L/R/COWL VALVE OPEN:
COWL COWL _ _ COWL ANTI-ICE:
-Bright: Related valve
disagrees w/switch ...-:=-_-r----"_.......:;:--..J~A-NTI---ICE--I-A-NTI-.-ICE_l -Overpress/temp In duct
-Dim : Related valve open COWL VALVE COWL VALVE -Reduced thrust may correct
OI'f:H 0I'f:H
WING ANTI-ICE Switch (Valve is AC pwrd): ENG

-OFF/ON (Inflight) ANTI-ICE
ENG ANTI-ICE Switches :
~OFF~
-ON (Grnd): Valve opens if both eng/AI ducts are
below TO warning/thermal switch setting. Valves -Heats nose cowl lip only
automatically close (on grnd) when either -Available with eng bleed valve closed
throttle advanced or AI duct overtemps. 1 ON 2 -Will remain open w/loss of AC
Switch trips OFF at lift-off.
AUTOMATIC FLIGHT 7
Automatic Flight System (AFS) consists of autopilot flight director system (AFDS) and autothrottle (AIT).
The AFDS has 2 flight control computers (FeCs), A and B. A flight management computer (FMC) provides/commands
N1 limits/airspeeds for the AfT using the mode control panel (MCP). Mode status is displayed on flight mode annunciator panels (below).
FLIGHT MODE ANNUNCIATOR (FMA) ENGAGED MODES

AFDS engaged/captured modes: Black letters on green AFDS
Armed modes: White letters on black
HDG SEL: Turning or on heading selected in MCP
CAPT AND FlO INSTRUMENT PANELS LNAV: Tracks active FMC route (uses "capture criteria"--see bottom of pg 9)
* VOR/LOC: Tracks selected VOR course or LOC front course
AFDS Aff N1 UMIT * G/S: Follows ILS glideslope
1'.' t: * FLARE: Autoland flare during dual A/P ILS app at 50' RA
LNAV II
II
VNAV PATH I I
I
FMCSPD I
I,
J CRZ
f VNAV SPD:
VNAV PTH:
Maintains FMC on airspeed cursor and/or CDU CLIMB/DESCENT pages
Maintains FMC altitude/descent path with pitch
VOR LOC ALT ACQ
I MCPSPD CLB
I ALT HOLD: Holds MCP selected altitude or altitude when ALT HOLD sw pushed
GIS
II VIS
I I ARM II REDUCED I ALT ACQ:
* VIS:
Entered automatically from VIS, LVL CHG or VNAV (no ann un)
Pitch holds vertical speed.
FLARE II MCPSPO I I
\:
THRHOLO II TO
I
I
TO/GA: F/Ds command 15 deg NH (past 60K on takeoff)
MCP SPD: Pitch maintains speed in MCP lAS/MACH window
~~~
CWSROLLI AIT
1~ Degraded AfT ops (FMC/N1 signal loss)
ICWSPITCHI PI RST PI RST PI RST 2 AfT LIMIT:
N1: Maintains thrust at selected N1 limit
AlP STATUS TEST FMC SPD: Maintains speed commanded by FMC
RETARD: Displayed while AfT moves thrust to idle
TEST 1 Maintains speed set in MCP lAS/MACH
MCP SPD:
GA: Maintains thrust at reduced/full go-around setting/N 1 limit
THR HLD: AfT servos inhibited. Thrust levers can be set manually
AFDS AIT N1 LIMIT
*Armed modes also
I HOG SEL IVNAV SPO I Nl N1 LIMITS AUTOPILOT STATUS
I VOALOC IALT HOLD I RETARD (Provided to AIT by FMC) Black on amber
(except A/P OFF: black on white)
I GIS I VIS I I AfT LIMIT CON
Engaged modes:
White letters on black CWS ROLL: Roll axis in CWS
I FLARE I TO/GA I r GA GA CRZ CWS PITCH: Pitch axis in CWS
CLB SINGLE CH: Annunciates in APP mode
REDUCED at LOC capture
ISINGLECHI
TO A/P OFF: Neither A/P engaged and
J AlPOFF r CON at least 1 F/D is on
GA
TEST
Autopilot Disengage Switch
TEST 2
Autopilot Disengage Light:
-Steady (red):
-Stab out of trim < BOO' RA
(dual channel)
-Stab not trim for A/P and ALT
ACQ inhibited during A/P G/A
FMC Alert Light:
-Steady (amber):
CDU FAIL/msg or
TEST in 1/2
AfT Disengage Light:

I -Pus h once: A/Ps disengs
and AlP disengage lite
flashes wlwarning horn
-Push again or press
AlP disengage lite:
Silences/resets warning
STAB OUT OF TRIM Light:
-Improper A/P stab trim
-Flashing (red w/tone): -Flashing/steady amber: (lites and horn)

-A/P disengaged -Speed +10/-5 Control wheel trim will
-Flashing (amber): -Flashing (red):
disengage A/P CAPTAIN INSTRUMENT
-A/P reverted to CWS pitch/roll -AfT disengaged
CONTROL WHEEL PANEL
in CMD (press to reset or engage
other mode)
AUTOTH ROTTlES
Autothrottle Disengage Switches
~
-PUSh once: AfT disengages Autothrottle:
-stays in THR HOLD until 400' RA and 18 seconds from liftoff (after FID
(A/T ARM switch trips) and
- { AfT disengage lite flashes takeoff). N1 inhibited during takeoff for 2.5 minutes.
-Push again: Extinguishes A/T
4 I\ disengage lite -THR HLD and ARM modes permit manual thrust changes.
TOIGA Switches: -automatically engages when AFDS pitch mode engaged.

. -Push: EngagesAFDS
and AIT in TaiGA -will exceea manually set (N1 Manual Set knob pulled out) N1 limit.
mode (ifarmed)
-can move the thrust levers separately and can be manually overridden.
THRUST LEVERS
-takeoffs may be performed with both PMCs OFF (recommend both ON or both OFF).
TaiGA at mins on single A/P ILS:
-disengages by: A/T ARM sw OFF, pressing either thrust lever diseng SW, fault,
-A/P disengages
2 seconds after touchdown or 10 deg thrust lever separation.
-FID TOIGA engages
-A/T moves thrust levers -ca n operate with or without the F/D or A/P.
to reduced GIA N1
8 AUTOMATIC FLIGHT
MODE CONTROL PANEL (MCP)
FLIGHT DIRECTOR, VERTICAL NAV, COURSE AND SPEED CONTROL
AIT (Autothrottle) ARM Switch: A/T Indicator Light: V/NAV Switch:
-Arms autothrottle -A/T ARM switch in ARM -Engages AFDS and A/T to be
-Engages in modes below: commanded by FMC
, COURSE Display: -Captures altitude in COU or MCP alt
VNAV, LVL CHG, ALT ACQ,
-Shows course set by window, whichever occurs first.
VIS, ALT HOLD, GIS capture
course selector C/O (Changeover) Switch: -Terminated by:
and TO/GA
-Selects IAS or MACH New pitch mode, LNAV diseng w/o LaC
(automatic above FL260) capture, G/S capture or flaps> 15.
MA (Master) F/D Ind Lite: -Inhibited below 400' RA
-Shows which FCC controls
F/D modes (if a F/D is ON) IAS/MACH Display:
-First F/D ON is master -Shows manually selected speed or

blank if VNAV, AfT SPO, 2 eng G/A
-Shows 110 when first powered
-Range: li0K/.6M - V/Mmo
-itA": Too slow for config
Course Selector: -"*": Overspeed
-Sets course in COURSE display
for respective VHF NAV/HSI LVL CHG (Level Change) Switch:
-Different courses/VHF NAV -Push: Climbs/descends to/at
freqs can cause F/D differences GLARESHIELD altitude/airspeed selected on MCP

and affect A/P. SPD: -Opens lAS/MACH Display window
- Thrust holds -Constant speed climb/descent controlled
F/D (Flight Director) Switch: speed in IAS/MACH by pitch (at N1 limit/idle).
-ON: Command bars appear Display -Must select new altitude in MCP before
-OFF: Command bars disappear activating LVL CHG
N1 Switch: Speed Selector:
-Engages A/T in N1 mode -Rotate to set speed/cursor
-Thrust set to CDU ref -Blank: Not operative (FMC controls speed)
GENERAL
Placard Limit Reversion Mode:
-Autoflight system will only allow acceleration up to gear/flap/Vmo placard limit speed. lAS/MACH window overspeed symbol (*) will flash.
Minimum Airspeed Reversion Mode:

-Autoflight system will only allow deceleration down to Alpha (1.3 Vstall) if A/T engaged and A/P not in ALT HOLD, ALT ACQ or GS capture.
lAS/MACH window slow speed symbol (A) will flash.
ILS AUTOLAND SEQUENCE
(All altitudes based on RA. TO/GA switch only effective below 2000')
-GS capture, TR3 disconnect relay opens
-2000' TO/GA mode armed.
-1500' u.oc and GS captured): Self-tests (if 2nd A/P ON). "SINGLE CH" and "APP" extinguish and go-around arms.
-1200' FLARE should arm (about 300' after self-test).
-800' 2nd AlP ~ be engaged for dual channel approach and both NAVs must be tuned to same ILS freq.
-500' FLARE ~ be armed.
-400' Stab trims nose up for go-around (may take 20 seconds).
-350' AlPs disengage if above reqmts not met.
-SO' FLARE capture.
-27' Throttle RETARD annunciates and AfT disengages 2 seconds after touchdown.
FLIGHT DIRECTOR COMMANDS ON TAKEOFF FLIGHT DIRECTOR COMMANDS ON GO-AROUND

(Engaged by pressing TO/GA, command bars appear) (Armed on dual channel A/P < 2000', engaged by pressing TO/GA)
On grnd: 10 deg NO until 60K then 15 deg NH Command bars: 15 deg NH/Wings level
Wings level until HOG SEL (400'). Climb rate: 1000-2000 fpm
Pos Rate up to 400': V2 + 20/up to 4 deg bank. Autothrottle: Reduced climb power
(Second push of TO/GA will give max Ni GA)
Above 400': Bank is based on bank limit selected.
Speed: Flap speed for selected fla ps
Until 2.5 minutes: Climb power/reduced N1 inhibited. (Window closed until ALT ACQ)
Engine failure Less than V2: V2. Autopilot(s) : Goes to single (first engaged) A/P (above 400'
Between V2 and V2 + 20: Existing speed. at first pitch/roll mode selected) or at ALT ACQ.
Greater than V2 + 20: V2 + 20.

,
:at
AUTOMATIC FLIGHT 9
,I
MODE CONTROL PANEL (MCP)
HEADING, VERTICAL SPEED, ALTITUDE AND APPR.OACH/ AUTOPILOT ENGAGEMENT
HEADING Display: LNAV Switch: ALTITUDE Display: VERT SPEED Display:
-Shows heading selected -Arms FMC to capture lateral course -Target altitude for capture -Blank if V/S not active
,I
(same as HSI hdg bug). -Auto disconnects if: -laO' increments -Range: -7900 to +6,000
-Route end/discontinuity or -Increments:
Altitude SELector: -50 if VIS < 1000 fpm

Bank Angle Selector -VOR LOC/APP mode -Changes ALTITUDE
course intercept or -100 if V/S z. 1000 fpm
(outer knob): Display
-Sets max bank in -HOG SEL or -Range: 0-50,000'
-"Loss of capture criteria" A/P ENGAGE:
HDG SEL or VOR
Vertical Spd Thumbwheel: -CMD: Engages selected A/P (A or B)
modes (10,15,20,25,30)
-ON/UP: Roll to set V/S and enables all command modes
-CWS: Engages pitch/roll in CWS
Heading Selector
(inner knob):
-Sets heading in A/P ENGAGE Paddle:
HEADING display -Engages/disconnects
and moves both respective A/P in CMD
HSI heading bugs or CWS '
-Cannot be engaged
while force applied
to control . w hee/.
,
HDG SEL Switch:
-Push to manually select VIS (Vertical Speed) Switch:
heading in MCP APP (Approach) Switch: -Push: Current V/S displayed

HEADING display -Push: Arms LOC/GS ALT HOLD Switch: in VERT SPEED display
(either can capture first) -Push: Captures alt at the -Armed when in AL T HLD mode
-Lite extin at LOC/GS capture time switch was pushed and MCP altitude change> :1.00'
I
VOR LOC Switch: -To terminate -Inhibited after GS -When armed, clb/desc away from
-Push: Arms/captures selected (LOC ami. GS captured): capture on ILS app MCP altitude is possible
VOR or LaC front crse only Select TO/GA or diseng A/P(s)

-Engaged: VIS thumbwheel moved
(LaC: NLT 1/2 dot) and both F/Ds or retune NAV

or ALT ACQ engaged w/new MCP alt
-LOC B/CRS: Use LNAV or -GS can be captured from -Inhibited: ALT HOLD or G/S capture
HDG SEL above or below (at 2/5 dot).
:I -If airspeed > 5K below MCP selected
speed, LVL CHG mode will engage.
I
GENERAL
AUTOPILOT:
-Do not engage for takeoff or below 1.000' AGL.
-Shall not be engaged below 50' AGL during single channel ops.
:I
-Do not use aileron trim when A/P engaged.
I•
-Disengages when STAB TRIM moved to CUTOUT or manual override.
-Engages in CWS PITCH if AL T HOLD overridden with control column pressure.
-Before dual A/P approach: Tune both VHF NAVs in ILS, arm APP then engage second A/P in CMD. The first A/P in CMD will capture the LaC .
-During dual A/P approach: After LOC and GS are captured, CWS cannot be engaged by manual override of pitch/roll.
-During dual A/P missed app: After ALT ACQ is annunciated, the second A/P engaged will drop off and the speed window will open.
-After dual NP landing: Must manually disengage A/Ps after touchdown.
•
-In CMD mode, aircraft can still be flown in CWS mode and CWS ROLL/PITCH modes will annunciate with FjOs OFF•
-CMD nA"/"B": Commands respective hydraulic system to control aileron, elevator and stab (rudder is controlled by yaw damper).
-Both pitch and roll modes must be engaged to fully engage A/P in CMD mode.
OTHER:
-CWS ROLL: Bank oS. 6 deg, aircraft will roll wings level when control wheel pressure released.
• -When LaC freq is tuned (VOR/LOC armed/engaged), NAV radios switch from tail to nose antenna (if not, LaC is inhibited).
-VOR/LOC/APP modes: "A" AlP and Capt F/O use Capt crse sel and #1 NAV. "B" A/P and FlO FlO use FlO crse sel and #2 NAV.
-LNAV capture criteria (active route in FMC): Within 3 NM--from any heading. Outside 3 NM--.s 90 deg intercept and before active waypt.
-"APP" ARMED: Allows both A/P to be engaged at same time (if one fails, both disconnect w/eural and visual warning).
10 COMMUNICATIONS
SERVICE INTERPHONE SWITCH CALL SYSTEM
Connects cockpit to additional external jacks. _ _--~ATTEND Switch:
~~ -Sounds two-tone chime/ilium pink
SERVICE OFF (Normal ops/not in use): ~ I call lites in cabin
GRD
INTERPHONE -Reduces system noise ATTEND CALL
GRD CALL:
@ 0
i
-External jacks deactivated -Sounds horn in nose wheel
ON
ON:
-Adds external jacks to system
84-----1- CALL:
-Flt deck being called by Fit Att
or grnd crew (single hi-tone chime)
AFT OVERHEAD PANEL FWD OVERHEAD PANEL
COCKPIT VOICE RECORDER

Saves last 120 minutes of fit deck audio. 4 channels: Area, Capt, F/O, Observer.
Mon~orlndi~to~ ~----~~-~~~~~~--~~-~~
-Deflects into "GO~O:;:D::;"-:a:re::a~w~hi~le::-----l..--~- -Push for 5 seconds min
TEST button pushed -Monitor ind into green band
(Tone may be heard thru headset
Area rnlc: if plugged into HEADSET jack)
-Active anytime AC is applied
ERASE:
HEADSET Jack: -Push for 2 seconds min
-May be used to monitor test -All 4 channels erase
tone or voice audio playback FORWARD OVERHEAD PANEL -Grnd only w/brakes set
GENERAL
-PA system is prioritized: Cockpit overrides all others. Fit Att overrides music. FWD Fit Att overrides AFT Fit Att.
-There are 2 interphone systems: Flight and cabin/service.
-Do not use VHF-3 for ATC Comm with ACARS operational. ACARS (Collins touch screen) uses #3 VHF radio.
-VHF fuselage antennas: #1 - Upper, #2/#3 - Lower

ELECTRICAL 11
Two indepedent AC busses (no AC paralleling, however DC busses are paralleled).
Source of power being connected to gen bus automatically disconnects existing source.
DC Ammeter:
-Indicates current AC Frequency Meter:
of selected source -Indicates frequency
DC Voltmeter: AC Voltmeter:
of selected source
-Indicates voltage of selected source -13QV scale: Indicates voltage of selected source
-Normal for bat/TR: 26 .± 4 -30V scale: Indicates residual volts of selected gen
(RESID VOLTS sw pressed)
DC Meter Selector:
-Selects source for DC indications Normal freqs and volts: 400,± 1.0/1.1.5 .± 5
-Test: Used by MX
-STBY PWR: Shows DC Stby bus AC Meter Selector:
-Selects source for AC indications
BAT Switch: -Test: Used by MX
-OFF: Removes all pwr from Bat bus
RESID VOLTS Switch:
(unless STANDBY POWER sw in BAT)
-Press to indicate residual volts of selected gen
-ON: Provides normal pwr (TR3) to Bat bus.
(Associated gen sw must be OFF)
With 23V min, enables GRD PWR sw,
APU start and pwrs "Switched" HBB GALLEY Power Switch:
-Fully charged bat should last 30 minutes -OFF: Removes pwr from galleys
-ON: Provides pwr to galleys (AC busses pwrd)
STANDBY PWR OFF: --t==:=~~:.==--:.-====~=-~ -APU load shed may req recycle to restore pwr
-AC Stby bus not pwrd LOW OIL PRESSURE:
HIGH OIL TEMP:
-In fit: Gen drive oil press below mins.
-Gen drive oil temp exceeds limit. - - - - - ........~
Disconnect req'd.
Disconnect req'd.
DRIVE TEMP Switch -+--......~ -Normal on grnd prior to start.
DISCONNECT Switches: STANDBY POWER Switch:
-Disconnects gen drive. 3 lites ilium: -BAT:
s LOW OIL PRESS, GEN OFF BUS, BUS OFF

-Gen drive cannot be re-engaged in flight
Bat bus and Stby AC/DC busses
pwrd by alternate sources, regardless
of Bat sw position. VHF-1. comm possible.
I~. GEN DRIVE OIL TEMP Indicators:

-IN scale: Temp of oil entering gen drive (efficiency)
-RISE scale: Temp rise within gen drive (workload)
High rise (> 20 deg):
Indicates excess load/poor condition
-OFF:
Stby busses not pwrd
(STANDBY PWR OFF lite ilium)
.....----~~~---_t -AUTO:
1Jl-.-.oI!!~"""'~ In fit w/AC loss: Stby busses pwrd
, Low rise: Indicates lack of cooling On grnd w/AC loss: Stby busses not pwrd
GRD POWER AVAILABLE:
I -AC external pwr connected AC Ammeters:

-Indicates eng gen load (max load: 140 amps)
BUS TRANS Switch:
-AUTO allows 3 functions: GRD PWR Switch:
• 1.. Xfer bus to seek pwr from active gen bus -ON: Deact GROUND SERVICE sw
• 2. Closes TR3 disconnect relay (backs up and ~ .•__ (grnd serv bus switches to gen bus 1)
... parallels TR1./2 and DC busses) Connects grnd pwr to both AC busses
.. 3. Main bus 2 to back up bat chgr. -OFF: Disconnects grnd pwr from AC busses
-OFF prevents:
II
.
-All the above (splits
elec sys for fire isolation)
BUS OFF:
-Related gen/main bus inactive

TRANSFER BUS OFF:
-Related xfer bus inactive
APU GEN Switches:

-ON: Connects APU to gen bus
GEN 1./2 Switches: APU GEN OFF BUS:
:I GEN OFF BUS:
-Eng gen not connected
-Connects gen
to respective bus
-APU up to speed but
not on gen bus
-OFF: Disconnects APU from gen bus
-APU can only pwr 1. gen bus inflt
(Can pwr 2 gen busses on grnd)
II to respective bus
ALL GENERATORS INOP (STANDBY POWER)
WHAT IMPORTANT EQUIPMENT OPERATES ON BATTERY POWER ONLY
Flight/Nav instruments as shown below (Capt side only), PLUS: -Flood/dome/standby compass lites
F/O side:
I -Clock and #1 needle
only
-Packs/cabln press (manual DC)
CENTER -N 1, EGT and thrust reversers

INSTRUMENT PANEL
-APU/eng fire detect/protect and cargo protect only
Busses pwrd: -VHF cornrn/nav # 1 (no ONE)
• -Grnd (3): Bat bus, HBB,

and Sw HBB (be sure
STANDBY POWER Sw is
in BAT to keep comm).
-Fit (5): Same busses as
above, plus stby AC and
-PA, Flt/Serv interphone
-Fuel xfeed, shutoff and quantity
-Landing gear/lites, brakes, anti-skid (inboard only)

stby DC busses.
-Aurat/stall/recall/Oz systems
CAPT INSTRUMENT PANEL
12 ELECTRICAL
NORMAL AND ALTERNATE POWER SOURCES:
N:
A: - - . __ .-
GRD If power is lost to either stby bus (AC or DC),

PWR
SWITCH both will switch to their alternate power source.
I
-4"""'- -- ---_ .,
r::1=l
. . _- --~_._ . . Generator busses:
-Heavy loads
Transfer busses :
-Essential loads
'I."RATOR IUS 1
Main busses :
-Non-essentlal loads
L
Standby busses:
-Minimum essential
Transfer relays: TR3:

-Auto selects -Primary function:
opposite gen Power Bat bus
as alternate -Alernate function:
pwr source Back up TRl or TR2
-Receives pwr from:
~ Main bus 2
I
L _ DC BUSSES:
N: Related TR
A: TR2 or TR3
ACsTBYBUs:
N: Xferbus 1 BAT BUS:
A: Inverter L . _ N:IIU
'NY
A: Hot bat bus
DC sTBY BUS: HOT BAT BUS:

N: Debus 1 N: Batchgr
A: Bat bus A: Bat
INVERTER: BATCHGR: Battery:

N:8a t b us N: Grd serv bUS BUS TRANSFER -28V Ni-cad
SwnCHAUTO
A: None A: Main bus 2 -Fully charged:
L
I • __ .• _ . • ...J 30 minutes
GENERAL
Battery charger 2 modes:
-High rate : Main bus 2 powers Bat chgr (TR3 on Bat bus/power cord disconnected)--15 minutes to charge.
-Low rate: Grnd Serv bus powers Bat chgr (HBB on Bat bus/power cord connected)--45 minutes to charge .
Night taxi not permitted using single generator source.
The APU generator is identical to the eng ine generator but it has no generator drive unit.
On the ground, all electrical busses may be supplied power by the APU, engine generator or GRD PWR.
If one engine generator fails inflight, the APU may be used to power the affected generator bus.
The GROUND SERVICE Switch (Fit Att panel: magnetically held to ON) provides power to outlets, cabin Iit ing , ext fuel ing panel and bat chgr.
Automatic load shed: Turns off galley power (and other high draw item s) when operating on one generator.
A 28V DC receptacle near the battery In the E&E can be used to connect external DC to start the APU if the aircraft battery is dead.
A TR failure will indicate 0 amps and normal volts.
Inflight loss of AC: APU starts not recommended above 25,000' (bat life reduced by 9 minutes/start attempt). Connect APU to Bus 2 (pwrs TR3).
,
:a
ENGINES 13
INSTRUMENTS, INDICATORS AND LIGHTS
The aircraft is powered by two CFM56-3 dual rotor axial flow high bypass engines, each w/20,OOO Ib of thrust. Fuel is scheduled by the main
,
engine control (MEC) to provide thrust as determined by thrust lever position set by the pilots or the autothrottles. The power management
control (PMC) electronically refines fuel flow without thrust lever movement. Primary indicators are Nl, EGT, N2 and FF.
Engine Limit Display Markings:
-Maximum and minimum limits are red Maximum time limit for takeoff thrust: 5 minutes
-Caution limits are amber FUEL FLOW
,I
-Normal range is green RESET ENG OIL QTY TEST:
-Oil quantity indicators move to 0
Fuel Flow Switch (spring-loaded to RATE)
as shown on Fuel Flow Indicators RATE
-RESET: Reset to 0 (clears start advisory) USED START VALVE OPEN:
-RATE: Show consumption rate -Related engine start valve open
-USED: Show total used since last reset (for 10 sec) and air supplied to starter.
Warning Lights:
I
REVERSER UNLOCKED: -Related limit reached/exceeded
OIL FIL TER BYPASS:
-Either T/R sleeve mechanically -Remains ilium until below limit -Impending bypass of
unlocked. scavenge oil filter
Nl Cursor: Nl RPM Indicators LOW OIL PRESSURE:
:I -Positioned by FMC or crew by
using N1 Manual Set Knob
-Related oil oressures red radial.
-Different sensor from gauge
t Nl Manual Set Indication:

-Set by manual set knob
OIL PRESS Indicators:
-Do not takeoff if in yellow band
,I
(when pulled out) w /takeoff thrust set.
OIL TEMP Indicators:

-Green arc: Continuous
-Yellow arc: Max allowable for 15
minutes (then must shutdown)
I
,I
OIL QTY Indicators (Min dispatch):
-With MX: 3 gallons
N2 Indicators --......ot~I\\
-No MX: 2.5 gallons
Fuel Flow Digital Displays:
-Indicates either rate, used or 0 as
determined by Fuel Flow Switch.
I»
VIB Monitors (>4: Excessive):
Fuel Flow Pointer
-Indicates engine vibration level
at # 1 fan bearing and turbine
Idle RPM (two idle speeds): /4... fX; '
-Vibrations may be reduced
-High: Inflight minimum, averaging 32% N1. w/lower altitude/airspeed
Varies w/temp and airspeed (for GA eng accel)
-Low: Ground, averaging 22% N1. Saves brakes. CENTER INSTRUMENT PANEL
Occurs 4 seconds after TD. Delay enhances T/R.
APU
I• Self-contained turbine engine located in the tail. Supplies bleed air for start/one pack (Grnd or Fit) and generator for AC (Grnd: Both busses
and Fit: One bus only). Fuel for battery start is suction fed from #1 tank. During APU use, heated fuel is provided by AC
fuel pumps (at least one should be ON). The APU oil cooler and generator are cooled by a gear driven fan.
APU shuts down if battery is turned OFF (grnd only).
APU Switch (spring-loads to ON from START):
-START: Opens inlet door, then sequence begins.
Ignition and fuel provided at proper speed.
LOW OIL PRESSURE:
-Disarmed when APU sw OFF
-Low APU oil pressure
-Starting APU
HIGH OIL TEMP:
-Disarmed when APU sw OFF
-Excessive APU 011 temp

APU Generator
-OFF: Initiates shutdown (trips APU gen, closes APU bleed) AC Ammeter
-Recommend J minute warm-up/cool-down LOW OIL QUANTITY:
before/after pneumatic load. -Insuffecient oil for
•I
-Starts above 25,000' not recommended extended APU ops
FORWARD
-Multiple aborted starts: 5 minutes cooling between
OVERHEAD
2nd and 3rd attempt. 60 minute cooling after 3rd.
EGT Indicator:
PANEL
-Start cycle may take up to 135 seconds.
-Extended APU grnd ops: Use center L fuel pump -During EGT overtemp,
to maintain balance (if center fuel> 1,000#) APU still runs but
I -Inlet door takes 20 seconds to open/close. bleed valve closes

LIMITS:
OVERSPEED:
•
-Operation: Service ceiling FORWARD OVERHEAD PANEL
-Electric only: 35,000' -Disarmed when APU sw OFF
Max load:
-Bleed only: 17,000' -RPM limit exceeded (Reset in E&E
-Fit: 125 amps
req'd before restart attempt)
-Bleed + Electric: 10,000' -Grnd: 150 amps
-Self-test failed (during shutdown)
-Start aborted before up to speed APU auto shutdown:
APU bleed valve must be closed when: -OVERSPEED
-Eng 2 bleed valve open (engine running) QB. Grnd air connected w/iso valve open. -LOW OIL PRESSURE
-Eng 1. " " " If "
-HIGH OIL TEMP
APU bleed valve may be open during engine start (keep power at idle). -Fire indications
14 ENGINES
FUEL/OIL SCHEMATIC, CONTROLS AND SWITCHES
Min oil qty: MX station - 3 gal
Non-MX station - 2.5 gal
ENGINE CONTROLS
Reverse Thrust Levers: Forward Thrust Levers:
-Hydraulic (w/electric DC controls) -Cannot be advanced
-Inflight use prohibited w/related T/R deployed.
-May be deployed when:
-Air/grnd sensor in grnd
-RA < 1.0'
'<, ACCESSORIES:
-Oil pump
-Fuel pumps
-Generator
-Generator drive
-Starter
-Tach (N2)
-Hydraulic pump
CONTROL STAND
Engine Start Levers:
-Control fuel and ignition
-IDLE: Energizes ignition/opens
fuel/MEC shutoff valves
-CUTOFF: De-energizes ignition/
closes shutoff valves
Fuel is metered to the engine by
the main engine control (NEC).
The oil cooler uses fuel flow

to maintain normal oil temps.
ENGINE FUEL CONDITION:
_ _ _IE FUEL SHUTOFF VALVE
Ignition is energized by using NOR"AL ENGINE
the ENGINE START Switches

and Engine Start Levers.
" 'i " OIL
FRO" FUEL TANK
OPERATION
Starter is connected to N2 shaft. ENGINE START

----....,...- Ignition Select Switch: Starter duty cycle:
-Selects ignitor(s) for use on both engines -2 minutes on, 20 seconds off
-IGN L uses AC Xfer bus 1 -2 minutes on, 3 minutes off
-IGN Ruses AC Stby bus
ENGINE START PROCEDURE
2 Sequence - Normally right engine first. IGNITION: Alternate L or R unless 1st fit of day
(then use R to ensure ignition on AC stby pwr). When APU inop, only left engine should be
FORWARD OVERHEAD PANEL started at the gate, then start right engine after push (grnd personnel safety).
ENGINE START Switches: Start Panel: GRD, FlO starts clock. Observe oil press rise (not req'd if cold) and N2 rotation.
-Must be in FL T for takeoff,
landing and engine anti-icing. 250/0 N2 (20 0/0 min) and N1 rotation: Engine Start Lever: IDLE, Capt starts clock.
-GRD: Opens start valve, ignites
selected ignitor(s) at IDLE. Uses 460/0 N2: ENGINE START sw auto releases, verify VALVE lite extin, "STARTER CUTOUT".
DC pwr from Bat bus. -Ensure EGT peaks prior to starting other engine. Max start EGT: 725
-CONT: Ignites selected ignitor(s)
at IDLE Abort if:
-FL T: Ignites IlSItb.. ignitors -No N1 rotation prior to 25% N2 (start lever to IDLE) or slow N1/N2 after EGT rise.
at IDLE (bypasses Ignition -No EGT rise within 10 sec of IDLE or rapidly approaching/exceeding limit.
Select Switch). -No oil pressure at stabilized idle: N1/EGT/N2/FF--21/47S/60/720 ("2-4-6-8")
Do not re-engage ENGINE START sw until N2 < 20%.
POWER MANAGEMENT CONTROL (PMC)
Adjusts fuel flow as function of thrust lever angle, N1. and fan inlet temp/press. "Provides constant thrust" and protects from
N1 oversoeed w/thrust levers full forward. Switches inop below 46% N2. PMC failure: N1 RPM slowly drifts to untrimmed value (takes 30 seconds).
REVERSER (Master Caution inhibited for 12 seconds):

-Isolation or TR control valve out of position Q[ LOW IDLE:
-TR sleeve sensors disagree Q[ -Near idle and engine not in high idle
-Auto-restow circuit active -Below 25% N1 in flight
-Deactivated when start lever in CUTOFF
Both PMCs must be either ON or OFF for takeoff.
Reduced takeoff thrust not permitted w/PMCs inop
PMC Switches:
REVERSER, INOP or LOW IDLE lites will cause -ON
MASTER CAUTION and ENG annunciation. AFT OVERHEAD PANEL -INOP: PMC inop (no Qverspeed protection)
FIRE PROTECTION 15
ENGINE, APU AND WHEEL WELL
OVERHEATIFIRE PROTECTION PANELS, LIGHTS AND SWITCHES
FAULT: Master FIRE WARNing Light:
-Monitors detector loop(s) -Indicates fire warning (or test) in engine,
A and/or 8 for engines as APU, main WW or cargo areas. Bell and
selected by OVHT DET Sw
APU horn (grnd only) sound.
-Indicates both loops failed WHEEL WELL:
Push (either):
if OVHT DET sw in NORMAL -Fire in main WW -Extin both FIRE WARN lights
-MASTER CAUTION and -Requires AC -Silences remote APU horn
APU80TTLE
OVHT/DET IiJI..D.D.t. ilium pwr to ilium (grnd only) and bell
DISCHARGE:
APU DET INOP: -Ilium after
-Resets for additional warnings
-APU fire detection rotating APU
loop failed Fire Switch 8ELL CUTOUT Switch
-MASTER CAUTION and

OVHT/DET will ilium BOTTLE DISCHARGE
(LorR):
OVHT DET Switches: - -......~
-Related bottle
-NORMAL: 80th A and 8
discharged,
loops active (80th must
sense an ovht/fire to
EXT TEST Switch
activate warning) (spring-loaded center):
-A or B: Related loop active -1 or 2: Tests bottle
discharge circuits
ENG OVERHEAT: for all 3 bottles
-Overheat in related engine
(Ilium MASTER CAUTION/
OVHT/DET annun)
Engine/APU Fire Warning Switches: EXT TEST Lights (3):

FIRE TEST Switch: -Indicate discharge
-FAULT/INOP: (S lites only) D:Ms. fault -May be unlocked manually (press release
button under sw or FIRE TEST and pull) circuits are normal
detect circuits for engines and APU. MASTER -Circuits are DC (H88)
CAUTION/OVHT/DET annun, FAULT -Indicates fire and unlocks related switch
and APU DET INOP lites ilium -UP (arms extinguisher(s):
~ w/OVHT/DET sw in NORMAL.
-OVHT/FIRE: (10 lites + 1 WW lite (if AC) + bell,

no FAULT or APU DET INOP lite)
~ ovht and fire detect ~ (engines-2,
-Stops fuel, bleed, trips gen and:
-APU: Closes inlet door
-Engine: Stops hyd/deactivates eng hyd pump
LOW PRESSURE lite and disables thrust rev
I APU and WW-1). On grnd wjAC, APU fire

warning horn in WW sounds
-Rotate (L or R): Discharges bottle (even if
battery is OFF)
ENGINE FIRE EXTINGUISHER APU GROUND CONTROL PANEL

~ SCHEMATIC
Either or both fire bottles
Detection of APU fire automatically shuts down APU.
I~ can be discharged into either engine. APU BOTTLE DISCHARGE Switch

(L or R, spring-loaded center):
-Discharges extinguisher
(Armed only if APU FIRE
CONTROL handle pulled)
APU FIRE CONTROL Handle:
-Down:
-Arms BOTTLE DISCHARGE sw
-Closes fuel, bleed, inlet door and
trips gen
~
-Warning lite goes steady
",--" ---- HORN CUTOUT Switch:
I Warning Light (red) ----~...._JJ

-Stops bell, horn and
warning lite flashing
(stays on steady).
~
RIGHT MAIN WHEEL WELL
~
~
Fire bottle blowout discs:
-Red: Thermal discharge
-Yellow: Intentional discharge
~ GENERAL
I
~ Engine system has 2 loops (fire and overheat) and 2 bottles. APU system has 1 loop (fire only) and 1 bottle. Wheel well system
has 1 loop (fire only, in main WW only) and no bottle. Overheat/fire warning switches/lites remain illuminated until temp drops below onset level.
If a single engine loop fails (OVHT DET Sws in NORMAL), the remaining loop is automatically selected (no cockpit indication unless tested).
~ Engines/APU have fire detection and. protection: Bat bus (detect) and Hot Bat Bus (protect). Main wheel well has fire detection only: AC Xfer bus 1.
~
~
16 FIRE PROTECTION
CARGO COMPARTMENTS AND LAVATORY
SMOKE/FIRE PROTECTION PANEL, LIGHTS AND SWITCHES
EXT Test Lights: DET SELECTSwitches:
TEST: -Ilium: TEST sw pushed and -NORM: Both A and B loops active
-(7 lites + bell--no DETECTOR FAULT) bottle discharge circuit normal -A or B: Related loop active
-Verifies FWD and AFT cargo
dual detector loops and fire DETECTOR FAUL T:
bottle squib circuits -One or more detectors in
-Normal: Be", 2 red Master EXT -DEl SELECT selected loop failed.
FWD AFT NORM NORM
A0 A0
FIRE WARN, 2 green EXT,
red FWD/AFT cargo fire and
DISCH lites ilium.
-Failed: DETECTOR FAUL T lite
00 B B
Cargo Bottle Discharge Switch (Push):
-Discharges bottle (if armed)
wIno FWD or AFT lite FWD AFT
---ARM--
Cargo Bottle DISCH Light:
Cargo Fire Warning Lights: ARMED ARMED -Bottle discharged
-FWD/AFT (red): At least 1 detec -May take 30 seconds to ilium
tor in each loop detects smoke FWD AFT
-With pwr failure in one loop, Cargo Fire ARMED (amber)
at least 1 detector on remaining Switches (Push):
loop detects smoke AFT ELECTRONIC PANEL -Related cargo bottle armed
CARGO FIRE EXTINGUISHER SCHEMATIC

W
I
DUAL SMOKE DETECTOR LOOPS ~
N
~
G
~
;;;g;;]
~
/
• • •
~ ~ V?fd:l
I
DISCHARGE TUBING/NOZZLES I
DISCHARGE TUBING/NOZZLES
FIRE
L... --tBOTrLE'- __
FWD CARGO AREA AFT CARGO AREA
GENERAL
Each cargo area (FWD and AFT) has a dual loop with detectors in each loop (FWD(4): 2 detectors/loop. AFT(6): 3 detectors/loop).
Both loops (at least 1 detector in each loop) must sense smoke to cause alert. Smoke/fire warning SWitches/lites remain illuminated
until smoke dissipates.
Smoke detection in either FWD or AFT area cause related lite to ilium. Bottle is armed by pushing related ARMED switch.
Bottle is fired by pushing the single DISCH switch. The single bottle will then totally discharge only into selected area.
If a single cargo loop fails (DET SELECT Sw in NORM), the remaining loop is N.QI automatically selected (no cockpit indication unless tested).
Cargo smoke detection/fire extinguishing: DC bus 1 and 2/Hot Bat Bus.
LAVATORY FIRE PROTECTION

Monitors forward and aft lavs for smoke w/infrared light and photo-electric sensor. Upon smoke detection, chime sounds, cabin lav call light
turns on and cockpit LAV SMOKE light ilium. Alert continues until smoke dissipates or detector switch (3-position: ON, OFF, TEST) is turned OFF.
A small black fire bottle w/heat activated nozzles is located under sink area and discharges automatically (no cockpit indication).
The bottle turns gray to indicate discharge.
LAV
SMOKE
FWD OVERHEAD PANEL

FLIGHT CONTROLS 17
The primary flight controls are rudder, aileron and elevators which are powered by redundant hyd sources, A and B.
The rudder has no manual reversion, however it can be operated by Standby hydraulics. Aileron and elevators have manual reversion.
Pilots can bypass jammed controls.
FLIGHT CONTROL PANEL
STBY
RUD
OFF
BON
LOW PRESSURE:
ALTERNATE FLAPS Master Switch
-Related hyd pressure to fit controls is low
(guarded OFF):
-Deactivated (extin) when related
-OFF: Normal flap operations
FL T CONTROL sw in STB Y RUD (verifies
SPOILER -ARM:
stby rudder shutoff valve is open).
A B -Closes TE Flap bypass valve
-"A" LOW PRESSURE ilium if RPR failure

-Turns on stby hyd pump
at 700' RA
-Arms ALTERNATE FLAPS Position Sw.
OFF OFF
-Does not open stby rud shutoff valve.
Flight SPOILER Switches (A and B guarded ON): -No asymmetry protection.

-Closes related flight spoilers shutoff valve
-MX only ON ON
AL TERNA TE FLAPS Position Switch
YAW DAMPER (6 hyd system): (spring loaded OFF from DOWN only):
-Yaw damper not engaged MACHTRIM
-UP (switch will stay):
FAIL
-Loss of elec pwr (Xfer bus 1) Electrically retracts TE Flaps
-6 FLT CONTROL Sw OFF/STBY RUD AUTO SLAT

LE devices remain extended if out
FAIL
-No speed restrictions -DOWN:
-With B hyd sys pressure loss, yaw damper

(Momentary) Fully extends
is inop but sw and lite remain normal.

LE devices w/Stby hyd.
Yaw Damper Switch (ON or OFF): (Hold) Electrically extends

-Engages/disengages yaw damper TE Flaps. Takes about 2 minutes
-Moves rudder up to 2 deg to get Flaps 15.
-No rudder Q.e.d.gl movement FORWARD OVERHEAD PANEL
FEEL DIFF PRESS:
SPEED TRIM FAIL -Excess differential pressure (between
MACH TRIM FAIL A and B hyd systems) in elevator
AUTO SLAT FAIL feel computer (one or more pitot
Each will cause MASTER CAUTION/FL T CONT lites if: inputs inop--Ioss of normal elev feel).
1. Both related system channels failed or -Armed only when TE Flaps up
2. One related system channel fails FLIGHT SPOILERS
iUHI. MASTER CAUTION is recalled.
LE fLAPS
Lf SLATS --~~
, AILERONS
GENERAL
-Elevator Feel System: Generates artificial pitch control (Higher speed: higher elevator resistance). Uses input from 2 pitot probes on
vertical tail and either A or B hyd pressure, whichever is higher.
-SPEED TRIM System: Trims stab during low gross weight/aft CG/high-thrust. Armed when flaps not up and AlP OFF, 100-300K, Nl > 60%,
10 seconds after takeoff and trim is required.
-MACH TRIM System: Active above mach .615. Compensates with "up" elevator for mach tuck. MACH TRIM FAIL lite armed only when
TE flaps up. If MACH TRIM FAIL lite ilium, limit speed to .74 Mach.
-AUTO SLAT System: Provides lift at high AOA (prior to stick shaker). Normally uses 6 hyd press. If B hyd press is low, it will use the PTUIA
hyd press with residual B hyd fluid. AUTO SLATS available only when TE Flaps are in 1, 2 or s. LE Slats move from EXT to FULL EXT.
-STANDBY HYDraulics provide backup power for rudder, unpowered Thrust Rev and LE flaps/slats (extend only):
-Manual activation: When A or B FLIGHT CONTROL Sw in STBY RUD Q[ ALTERNATE FLAPS Master Sw to ARM.
-Auto activation: When loss of A or B hyd sys press .and. TE flaps out .inflight Q1: > 60K wheel speed or RPR failure below 700 r RA.
-- --~--------
18 FLIGHT CONTROLS
ROLL CONTROL: AILERONS AND SPOILERS
Roll control is provided by (2 hyd pwrd) ailerons assisted by (4) flight spoilers when the control wheel is displaced> 10 deg.
Ailerons can be mechanically positioned with total hydraulic failure (manual reversion). (6) Ground spoilers.
Aileron Transfer Mechanism:

-Identifies (With control wheel force) which
system (aileron or spoiler) and control wheel
(Capt or FlO) is usable.
-Ailerons jammed: F/O control wheel force Control Column:
provides roll w/spoilers. -Movement opposite to stab trim stops
-Spoilers jammed: Capt control wheel force electric trim
provides roll w/ailerons.
SPEED BRAKE Lever:
@ ================~~:~~R:S:R =©
AILERON
-DOWN: All flt/qrnd spoilers retracted.
-ARMED: All flt/grnd spoilers auto extend on grnd.
-FLIGHT DETENT: Only fit spoilers max extend.
TRIM
I -UP: All fltlgrnd spoilers max extend (grnd only).
_____ -_-_l ~
---__ ~ ~
L _
GROUND
SPOnER r fUGHTSPOILERS
GROUND SPOILERS
not deploy
speedbrakes in
flight < 1,000' RA.
AILERON I AILERON
DOWN
21f
BALANCE
TAB
I
I
~ I
I
BALANCE
TAB
I ---!--J-l --4 I
--.---- ... -
--L--J
.
_ ..J
L_ -
FUGHT SPOILERS
2,3,6,7
- --
Inbo.rd: A System CONTROL STAND
Outboard: B System
SPOILER
: (](]:'--1~
GROUND SPOILERS
0, 1, 4, 5, 8, 9
All: A System only
SPEED BRAKE ARMED:

-Valid inputs
CENTER
INSTRUMENT
PANEL
+B SPEED BRAKE DO NOT ARM:
-Abnormal condition. Do not arm. Use manually.
I V
~
~ AILERON Trim Switches (spring-loaded to center): SPEED BRAKE TEST SPEED BRAKE TEST:
;:~:::' -Both must be moved together to change trim. , 2 3 -MX only. Tests fault detection clrcults.
~ -Causes control wheel to move unless AlP engaged.
AFT
000
ELECTRONIC CENTER INSTRUMENT
PANEL PANEL
GENERAL
Spoilers:
-Deploy on landing if:
ARMED, both thrust levers IDLE, > 60K wheel speed (fit spoilers) and right main gear compressed (grnd spoilers).
-Deploy on RTO if:

> 60K wheel speed and both thrust reversers in reverse.
-Retract if either thrust lever is advanced after landing.
-Should not be extended past FLIGHT DETENT in flight.
Flight spoilers (inflight) greatly increase roll rate during a turn.

FLIGHT CONTROLS 19
,
~
PITCH CONTROL: ELEVATOR AND STABILIZER
Pitch control is provided by hydraulic (A or B system) elevators (controlled by fwd/aft control column movement) and an electric stabilizer
(controlled by yoke trim SW, autopilot or manual trim wheel).
Elevators can be mechanically positioned with total hydraulic failure (manual reversion).
,t
~
I NAtH Til"
FAIL
Stabilizer Trim Switches (push):
-Electric stab trim in desired direction
-Disengages A/P
tt L PITOT R PITOT
CONTROL WHEEL
PROSE PROBE
,
t A ",,""":,-_ _--,
r
I
ELEVATOR
FEEL
COMPUTER
~---'lr------""""~""'" "'--"---.8 Stabilizer Trim Wheel (rotate):
-Allows manual trimming
-Overrides other trim inputs',
-Stow handle for normal use
~TAB
TRIM
I
Stabilizer Trim Indicator/Green Band: --+--01""-.
-Shows units/allowable takeoff range
I ELEVATOR FEEL
I & CENTERING UNIT Stab trim should be in green band
for takeoff
L
I I
II -.- - - -..-
I
....
I
.J
CONTROL STAND
I I
I I , r
...-----,
I I
I , Stabilizer Trim MAIN ELECT Cutout Switch:
-CUTOUT: Deactivates yoke stab trim sw
STABILIZER ,I
POSITION
I I
I
_ 1- -4t 1. _
I
.. --..-
I
Stabilizer Trim AUTOPILOT Cutout Switch:
-CUTOUT: Disengages autopilot
CONTROL STAND
OVER
RIDE
Stabilizer Trim Override Switch:
-OVERRIDE: Bypasses control column stab trim
cutout sws (restores stab trim sws on yoke)
NOR..
AFT ELECTRONIC PANEL
GENERAL
Main electric (yoke) and autopilot stab trim have 2 speed modes: High speed (flaps out) and low speed (flaps up).
Control column stab trim cutout switches will stop main/autopilot trim when the control column opposes trim direction. With runaway trim,
the PF can hold opposite elevator force while the PNF uses the OVERRIDE to regain stab electric trim.
If stab trim is manually trimmed beyond electric trim range,

yoke trim switches can be used to return stab to electrical trim limits.
An intermittent horn sounds if takeoff is attempted when stab trim is outside green band.
20 FLIGHT CONTROLS
YAW CONTROL: RUDDER AND YAW DAMPER
Yaw control is provided by hydraulic rudder (A, B or Stby system) and yaw damper (B system only).
The rudder has no manual reversion and is backed up w/Stby hyd if A and/or B System pressure is lost.
Yaw damper prevents Dutch roll and receives inputs from a rate gyro and air data computer.
1
A Rudder Pressure Reducer (RPR) on the A system reduces hydraulic pressure to the rudder on takeoff above 1000 AGL and returns
1
to normal on approach at 700 RA or if B hydraulic system depressurizes. If the RPR does not return to normal below 700 RA during approach,
1
the A System Flight Control LOW PRESSURE lite illuminates. Sufficient directional control remains for xwinds/single-engine go-around.
1
There is no cockpit indication of RPR failure at 1000 RA on takeoff.
Rudder pedals have limited nose gear steering (7 degrees either direction).
RUDDER SYSTEM ENHANCEMENT PROGRAM (RSEP) MODIFICATION

BEFORE AFTER
gg gg
DO DO DO DO
gg gg
DO DO DO DO
.. ... .. .. .
0 00 DO DO DO DO DO DO
. ... ..
I
- .... - . YAW DAMPER
G;J
OMPER

I
- - ,
YAW DMPER
~ DAJlPER
RUDDER I o:@ IRU~DERII

TRIM I
o:@
TRIM
I
t
I
I
I
B.
YAW
DAMPER I I
I I
-----------1
A . . . ._ _~ - - _ .
RUDDER - _...I
PCU I
--e---,--------' I
I ,----
I I
I I I
I
r ~--------1----r-~
STANDBY
STANDBY STANDBY RUDDER
RUDDER - ...I
PCU STANDBY PCU
STANDBY
RUDDER
STANDBY
SHUTOFF
RUDDER
VALVE
SHUTOFF
VALVE
DIFFERENCES:
Rudder Pressure .LiIIlimI: (RPL): On the B system and limits hydraulic
pressure to the rudder when full rudder movement not required,
Force Fight Monitor (FFM): Detects opposing pressure between A and B
actuators (if either is jammed or disconnected) and will automatically
turn on the standby hydraulic pump to power the rudder.
Yaw Damper Coupler (YDC): Controls yaw damping and RPR and RPL.
Rudder Trim OFF Flag:

YAW DAMPER) -OFF: Indicator inop.
YAW DAMPER Indicator:
-Shows yaw damper movement of
rudder only (not pilot rudder inputs)
Rudder Trim Control (spring-loaded center):

-Rotate: Electrically trims rudder (rudder
pedals will displace).
CENTER INSTRUMENT
PANEL
AFT ELECTRONIC PANEL

Copyright. CDS Aircraft Study Aids, L.L.C., 2004. All Rights Reserved.
21
FLIGHT CONTROLS
FLAPS AND SLATS
LE Devices: 2 kruger flaps inboard and 3 slats outboard of each engine. TE Flaps: 1 flap inboard and 1 flap outboard of each engine.
LE Slats extension depends on TE Flap position. LE and TE Devices are normally operated with B System hydraulics.
Alternate extension: TE Flaps extend/retract electrically wIno asymmetry protection. LE Devices extend only (and remain) with standby hydraulics.
Restricted to Flaps 15 for Alternate Flap landings due to cooling requirement for electric motor (0-15: 5 minutes OFF. >15: 25 minutes OFF)
LE DEVICES Annunciator Panel:

TRANSIT -TRANSIT: LE Flaps and Slats in transit
EXT -EXT: LE Slats position at TE Flaps J, 2 or 5
-FULL EXT: LE Slats position when TE Flaps >5
Takeoff Flap settings: 1, 5 and 15
Landing Flap settings: 30 and 40 (15 for one-engine, alternate flap,
@ ~------.lL
TEST
jammed flight controls/gear lever UP, loss of System B hyd,
manual reversion or asymmetrical/no LE devices landings).
TEST:
AFT OVERHEAD PANEL -Tests all annunciator panel lites
Flap gates:
-Prevent inadvertent:
-(Position 1) Slat retraction during single-engine go-around
-(Position 15) Flap retraction during normal go-around
Max flap extension altitude: 20,000'
Holding in icing conditions with flaps extended

CONTROL
PTU
is prohibited. STAND
...1I(1~l1=~SYS A FLAPS Position Indicator:
.""lIIIIiIijiiiil--.sys B -Indicates position of left and right TE Flaps
-Needles provides TE Flap asymmetry
protection during normal ops only
LE FLAPS TRANSIT:
-LE Devices in transit/disagree
w/TE Flap setting.
I L ..J'
L ..J 1-23OK 15-195K
2-23OK 25-1901<
A Flaps 0
Flaps 1
Flaps 5
FLAPS LIMIT Placard
Minimum Maneuvering Speeds*
(If> 117,000#, add 10K)
210
190
180
~
*Provide extra airpeed

buffer (compared to
5-2251<:
1Q-21C1C
CENTER INSTRUMENT
PANEL
3O-185K
4O-158K
2301< ALT FLAP EXT
. ...J Flaps 10 170 speed book) in case of

Flaps 15 150 hardover rudder.
Flaps 25 140
GENERAL
-Flap Load Relief: TE Flap limiter at Flaps 40 (only) retracts TE Flaps to 30 when> 158K. Re-extends at 153K. Indicator moves but not flap lever.
~ -TE Flap aymmetry (needle split protects) stops movement. LE Device improper position is indicated by LE FLAPS TRANSIT/LE Devices panel.

22 INSTR COMP FLIGHT INSTRUMENTS
TEST SWITCH
-Ilium all IC lights except MON PWR INSTRUMENT COMPARATOR
INSTRUMENT COMPARATOR Lights:
( INSTRUMENT COMPARATOR ) /' -Instruments compared exceed
~ ~;~ - - ~ ~ tolerances (AL T: radio altimeters)
~~~ ~E:JIROLLI GS ~L5
PILOT'S INSTRUMENT PANEL Flight Director Command Bars:
PILOT'S INSTRUMENT -Appear on takeoff when TO/GA switch is
PANEL Bank Indicator/scale ADI pressed for takeoff (F/D sws ON).
An Flag: DH Light:
-ADI unreliable/IRS failure -RA ~ selected altitude cursor
ATTITUDE XFER SWITCH

-BOTH ON 1: Attitude from IRS 1 (left)
-BOTH ON 2: II It " IRS 2 (right)
GS Pointer and scale:
-NORMAL: Attitude from related IRS -Pointer out of view when VOR tuned
GS Flag:
-ILS tuned but signal no.t valid
-Visible w/HSI VERT flag when HSI
SPEED Flag:
-A/T inop sw in VOR/ILS
FORWARD OVERHEAD CMPTR Flag:

PANEL -F/D inop (command barsretract) or
-Loss of elec pwr
FAST-SLOW Pointer and scale:
-Autothrottle speed mode Runwav/Localllzer Display:
-5K fast/slow: Small diamonds -Runway rises last 200' RA during ILS
-10K" " : "FAST" or "SLOW" -LOC deviation: 1 dot = 1 deg
Slip/skid Ind icator
TEST:
-"ATT" flag, 10 deg up, 20 deg right PILOT'S INSTRUMENT PANEL Rate of turn Indicator:
-Signal from IRS
RUNWAY: -One mark = 3 deq/second
-LOC tuned but signal lJlU. valid -If covered, no IRS signal
MILES: GND SPEED:

-FMC distance (HSI Switch in NAV) HSI -IRS grnd spd (HSI Switch in VOR/ILS)
-Blank: Pwr failure Power source (Capt side): Stby AC -IRS/FMC grnd spd (HSI Switch in NAV)
-Dashes: No computed data -Blank: Pwr failure
COMPASS XFER -Dashes: No computed data
Heading Marker:
SWITCH -Set on MCP HEADING Flag:
-Enables opposite compass -Selected compass invalid/HSI pwr loss
selection Nav Data Source:
~==s;:=::::;:;,"\: ~~~~~H-S;;;;;;;;;;;;~~~I- Drift Angle Pointer:
-VOR/ILS or NAV
-Determined by HSI Switch
-Displays drift as sensed by IRS
VOR/ILS: Uses IRS only
Nav Source Indicator:
NAV: Uses IRS + FMC
-VHF Nav 1/2 or FMC 1
-Moves to bottom if IRS input not valid
NORMAL
Nav Failure Flag: Course Pointer:
-Nav signal as selected -Determined by HSI Switch
FORWARD OVERHEAD by HSI Switch failed VOR/ILS: Course set by MCP
PANEL NAV: Cou~es~byFMC
Vertical Deviation Pointer and Flag:
FLT RECORDER To/From Indicator: -Determined by HSI Switch
-VOR mode only
VOR/ILS: GS displacement (ILS tuned)
NAV: FMC path deviation (1 dot = 400')
FLIGHT RECORDER -Flag indicates selected signal failure
TEST NORMAL ALERT: Course Deviation Bar: Waypoint Bearing Pointer:

-FMC generated 10 -Determined by HSI Switch -Determined by HSI Switch
seconds prior to VOR/LOC: 1. dot = 5 deg/1deg VOR/ILS: Pointer at 090
course change NAV: 1 dot = 2 nm deviation NAV: Relative bearing of next waypt
AFT OVERHEAD PANEL OFF: HSI SWITCH

-Inop/test invalid HSI Switch:
FLIGHT RECORDER: (Loss of pwr/data input) -VOR/ILS: HSI course pointer as set on MCP
-Pwrd by Xfer bus 1 and Bat bus (VHF nav freqs tuned manually)
-NORMAL: VORl
-Inflt: Operates anytime w/pwr

-Grnd: Operates w/elther eng running
@ ILS
NAV
-NAV: HSI course pointer as set by FMC
(VHF nav freqs tuned by AUTO or MANUAL mode)
-TEST (Hold 15 seconds):
-Pwrs unit: OFF lite extinguishes PILOT'S LIGHTSHIELD
(bypasses eng oil press and alr/qrnd) FOR TRAINING PURPOSES ONLY
FLIGHT INSTRUMENTS 23
Airspeed Cursor
STATIC SOURCE -As selected by airspeed cursor control
SELECTOR MACH/AIRSPEED INDICATOR -Ta keoff: V2
-2 sources of static Airspeed Cursor Mode: -Landing: Vref + 5 (rnlnlmum/autoland)
pressure _ItM It in view: Manual Up to +20 max wind additive
-Out of view: Auto Mach Indicator/Flag:
-Shows .4 - .9 Mach
-If covered, Mach is unreliable
Airspeed Bugs
-Takeoff: V1, Vr, V2 + 15 and Flaps 1 and UP
STATIC SOUACE
maneuvering speeds
SELECTOR
-Landing: Vref (double white), Vref + 15 and
Flaps 1 and UP maneuvering speeds
NORMAl ~
Airspeed Cursor Control: Airspeed Cursor Flag:
AlTERNATE
-Push: Auto (speed -Manual mode: Out of view
controlled by FMC/MCP) -Auto mode: In view if FMC cursor
PILOT'S
SIDEWALL
-Pull: Manual (speed signal unreliable
PANEL
controlled by knob)
PILOT'S INSTRUMENT PANEL
ALTIMETER RADIO ALTIMETER

Absolute altitude: Ground to 2500'
Digital Counter: Mask DH Cursor

-Flag in view if
ADC unreliable Test (Push): Flag:
-Flag, pointer at -Test/pwr or signal
40' and DH lite failure
Altitude Pointer-..-.--.i~~
(if pointer below
DH cursor) Altitude pointer:
Reference Marker
-Above 2500', moves
behind mask
Baro Setting DH Cursor Control
Reference Marker Control
When Capt RA is inop: When F/O RA is inop:

-Do not use A/P Ch A -Do not use A/P Ch B
RADIO DISTANCE MAGNETIC INDICATOR for approach for approach
-GPWS inop
(RDMI) -AfT Flare inop
Heading info supplied by IRS. Single ADF and 2 VOR receivers.

VERTICAL SPEED/TCAS INDICATOR
DME Indicator: HDG Warning Flag: Vertical speed is derived from related IRU.
-Selected compass VSI failure: Blank screen
1- ~:pwr loss, signal invalid or IRU failure: Related VSI needle not visible.
bad DME receiver power failure Range
2- 8±E :Tuning, TCAS display:
no DME station Bearing Flag: -Push for ON
-VOR mode: RDMI or OFF
pwr failure or bad
ADF Flag (if selected): signal
-ADF failure (#1 -ADF mode: RDMI
pointer points 90 deg power failure
off heading). Brightness
~~""""""""'1- Narrow
Pointer: Sensor for
dimming Control
VORlADF Pointer Switch: -L VOR or ADF
-Push: Selects related PILOT'S INSTRUMENT
VOR/ADF Wide Pointer: PANEL
-R VOR only
AIR TEMPERATURE INDICATOR
Supplied by ADC #1 TAT Probe:
-Left forward fuselage
-Supplies temp to ADC
TAT/SAT/TAS Annunciators: -.-10,1--. and FMC for N1 calculations.
MARKER BEACON LIGHTS/SWITCH -Identifies data type
Selector:
-Push to display TAT,
MARKER
SAT orTAS
FlO INSTRUMENT PANEL

(SWITCH: CAPT SIDE ONLY) FOR TRAINING PURPOSES ONLY
24 FLIGHT INSTRUMENTS
STANDBY AND CLOCK
STANDBY ADI
Powered by Bat bus (thru its own static inverter).
Warning Flag:
-Power loss/unreliable
Pitch Trim/Caging Control:

-Pull to fast erect gyro
CENTER INSTRUMENT PANEL
STANDBY ALTIMETERIAIRSPEED INDICATOR

No failure flag/annunciation. Must compare to other instruments. STANDBY MAGNETIC
Altitude Indicator/
COMPASS
Digital Counter Compass light available on standby power.
Altitude Pointer
Baro Setting
~..-........-Airspeed Indicator
CENTERPOST ABOVE GLARESHIELD
CLOCK Date Control

Chronograph Switch (controls second hand): Time Window (24 Hr/GMT)
-First push (starting from zero): Starts
-Second push: Stops Elapsed Time/Chrono Window:
-Third push: Resets to zero -ET displayed in hours/minutes
-Chrono displayed in minutes/seconds
Second hand Time Control (4 position):

Elapsed Time Selector: -Run: Starts
-RUN: Starts -HLD/Y: Stops and sets seconds
-HLD: Stops to zero/advances year
-RESET (spring loaded): Resets -SS/M (slow slew): Advances minutes/month
ET to zero -FS/D (fast slew): Advances hours/day
FLIGHT INSTRUMENTS GENERAL
The ADIs receives input from either IRS 1 or 2. Compass and VHF NAV info is switchable. Altimeter and flight directors are not switchable.
The air data system consists of 4 pitot/static probes (each with 2 static ports) and 2 (AC bus pwrd) air data computers.
Two pitot probes on the vertical stab provide for elevator feel and 2 alternate static ports on the fuselage provide for standby altitude/atrspeed.
Electric flight instruments (Mach/Airspeed, Altimeter and VSI) each receive input from one of the ADCs.
Pneumatic flight instruments (Standby Airspeed/Altimeter) receive direct input from the pitot-static system.
One ADF receiver is installed. Controller is on the Forward Electronic Panel (not pictured). Normal ops: Selector in ADF, TONE - OFF and
Audio Selector Panel volume - up (to monitor ident during approach, if required).

FLIGHT MANAGEMENT, NAVIGATION 25
CONTROL DISPLAY UNIT (CDU)
One or two CDUs allow crew to program the FMC (with either "Ul" or newer "US" software) which continually updates position automatically with
2 VHF NAV radios tuning primarily 2 DME stations (best accuracy) or VOR/LOC and collocated DME or LOConly.
Li ne Select Keys:
-Move data to/from lines and scratchpad.
Also select pages, modes or procedures.
Scratchpad line:
CDU FUNCTION KEYS -Displays messages, alpha/# entries or
line selected data
INIT REF: Initialize/show ref data
RTE: Input origin, dest/route.
DEP ARR: Input/change dep and arr
FIX: Input waypts using bearing/dist
LEGS: View/modify lateral/vert data
HOLD: Input/show holding data
PROG: View waypt/dest ETA, fuel
~~..-- BRT (brightness) Control
EXEC: Activates data modifications
ClB: View/change climb data
CRZ: View/change cruise data
DES: View/change descent data
EXECute light ilium:
DIR INTC: Change active waypt and
-Data modified but not executed
select direct/intercept
-Push to activate', data modification
course to that waypt
Nl LIMIT: View/change N1 limits
PREY PAGE: Shows previous page MSG light ilium:
of related function key -Scratch pad message displayed
NEXT PAGE: Shows next page of
related function key.
Alpha/Numeric Keys:
-Puts selected characters in scratchpad
FAIL: -DEL: Puts "DELETE" in scratch pad in
-FMC failure order to delete line selected data
-FMC fault lite will ilium -CLR: Clears last scratchpad character/
(Pilot's Instrument Panel) message (push and hold)
FORWARD ELECTRONIC PANEL
GENERAL
Instr xfer sws allow the two compass, attitude and VHF NAV systems to be switched to the functioning system as backup.
Two VHF NAV radios (VOR and DME) may be tuned manually or automatically by the FMC.
Two ILS receivers are manually tuned on the VHF NAV panels.
One ADF receiver gives magnetic bearing on both RDMIs with valid compass heading or relative bearing only if compass heading is lost.
Agility tuning: When a single radio cycles between two DME stations.
FMC doesn't use VOR info if beyond 40 NM and will auto tune a DME from a LOC, however a LOC freq must be manually tuned.
WX radar: Heavy rain (red). Turbulence mode (WX/T magenta) is automatically limited to 40 NM, regardless of range selected.
Derated takeoff thrust setting is considered a limitation (thrust should not be advanced further except for emergencies).
"Assumed temperature" method can be used to further reduce a derate takeoff (use SEL TEMP on TAKEOFF REF page).
CDU "INSUFFICIENT FUEL" message: Total fuel at destination < 2,000#.
CDU "ENTER IRS POS" message: IRS alignment mode needs present position.
CDU "VERIFY POSITION" message: Initial alignment lat/long present position not within 4 NM of origin airport.
Loss of FMC electrical power> 10 seconds (on grnd) requires preflight reloading of entries. Inflt, data is retained but FMS NAV disengages.
Changing nav database removes all previously entered route data.
Early descent CAPTURE from PATH DES page: Thrust adjusts to 1000 fpm until path intercept. From SPD DES page: Idle thrust/on target speed.
Descent PATH DES page vert path parameters: FPA (fit path angle), V/B (vert bearing or req'd fit path) and VIS (vert spd req'd to fly V/B).

26 FLIGHT MANAGEMENT, NAVIGATION
INERTIAL REFERENCE SYSTEM (IRS)
Consists of 2 Inertial Reference Systems (IRSs) and a single control panel (below) which provide attitude, acceleration, ground speed,
track, heading (true and magnetic), wind data and present position (between latitude 73 deg N and longitude 60 deg S).
Norm pwr srce: L IRS-AC stby bus. R IRS-AC xfer bus 2. Altn pwr srce: Land R IRS-Switched hot bat bus
To Align on ground (Alignment requires AC and DC power. After aligned DC Q[ AC alone
will operate IRS):
1. Rotate all 3 Mode Selectors from OFF to NAV (momentary ON DC lights)
2. DISPL SEL to PPOS
3. Enter present position lat/long (normally done on CDU POS INIT page)
4. Verify ALIGN lights out (full alignment takes 10 minutes)
IRS Data Display IRS DISPLAY/MODE SELECTOR UNIT

IRS DSPL SEL (Display Selector): IRS Keyboard:
IRS DISPLAY
-TEST: Ilium all data display/mode sel lites -N,S,E,W: Use for manual entry
Use only during alignment (10 second test) of lat/long if CDU unavailable
-TK/GS: Track/Groundspeed (True/Knots) -H: Heading entry
-PPOS: Present Position (Lat/Long) -ENT: Enter data
-WIND: True r DSPLSEL,
-CLR: Clear data. If ilium after
-HDG/STS: True/Time remaining to IpPOs WINDI entry: Data not accepted.
complete alignment TKIG~HDGISTS
TEST~ DC FAIL:
IRS SYS DISPL Selector: -IRU DC backup power failed
-Selects L or R IRS data (IRU will operate normally
on AC power only)
ON DC: IRS Mode Selector:
-IRU on DC power/loss of AC power -OFF: Removes power (ALIGN
(On grnd: Horn in nosewheel sounds). lights remain illuminated for
Momentary during IRS start-up (IRS 30 seconds).
does a power test from the battery). -ALIGN: For fast alignment when
in NAV mode (ground only).
ALIGN: - - - - - - - - - .....---1. ALIGN ON DC ALIGN ON DC -NAV: Normal mode after alignment
-Steady: Align mode (10 minutes). -ATT:
Aircraft must not move. FAULT DC FAIL FAULT DC FAIL -Align lites ilium for 30 sec
-Flashing: -Used after alignment lost in
1. PPOS wrong flight
ALIGN NAV ALIGN NAV
-Provides magnetic heading
2. Pos not entered in 10 minutes
3. Aircraft moved
OFF~ATI OFF~ATI (manually re-input and
FAULT: ~L IRS R
updated via CDU or IRS
keyboard every 15 minutes)
-Steady: System fault affecting related and attitude only. (Compass
IRS ATT and/or NAV modes. AFT OVERHEAD PANEL "HEADING" flags in view).
-Flashing: Attitude info lost -COU entry is via POS INIT
page "SET IRS HOG "
GENERAL
Fast align: Takes 30 seconds. Use when parked (Class I through flights) to update IRS position and zero out grnd spd error.
AC pwr loss: Both IRSs switch to altn DC pwr (switched hot bat bus). The R IRS lasts 5 minutes on DC pwr only.
The L IRS remains powered until battery depletion (for Capt flight instruments).
When securing aircraft for overnight, turn IRSs OFF prior to removing AC power to prevent IRS auto transfer
to DC power (the ON DC lights would illuminate and horn in nosewheel would sound).
VHF NAVIGATION CONTROL

AUTO: MANUAL:
-FMC tuned frequency NAV
-Shows selected frequency
-Blank when MANUAL tuning ... Red bar appears when AUTO tuning
-Dashes mean "agility tuning"
~ 4------r- AUTO/MANUAL Switch:
TEST: r'lSll EI -AUTO: FMC auto tunes (HSI sw must be in NAV)
-VOR (w/VOR tuned/OOO selected): @,~
NIl DIIIIT
-MANUAL: Manual tuning w/freq selector
Deviation bar centers, bearing slews
to 180 and TO/FROM goes FROM
-DME (w/DME tuned): AFT ELECTRONIC PANEL
Frequency Selector
Shows DME fail flag, dashes then zeros
-UP/L T (w/ILS tuned/crse within 90 deg of heading):
Pointers display 1 dot up/left
-DN/RT (w/ILS tuned/crse within 90 deg of heading): DME range in AUTO and MANUAL: 300 NM max
Pointers display 1 dot down/right
FOR TRAINING PUR~OSES ONLY

FLIGHT MANAGEMENT, NAVIGATION 27

FLIGHT MANAGEMENT SYSTEM (FMS)
NOTABLES
GENERAL
Box prompts are required entries; Dashed prompts are optional.
To delete an entire Route, change and reselect the nav database on the INIT REF page, or line select and re-enter the origin
airport on the ROUTE page.
RTE 2 Options (technique):
1. Set up a backup (direct) diversion to a takeoff alternate.

2. Set up a backup arrival into busy TCAs such as LAX (CIVET to MITTS or PARADISE FOURto RW options).
To change runway for takeoff, update runway on the ROUTE page. To change destination, update DEST on the PROG page.
To verify waypt radial/DME: Put waypt (ie. VXV01) in scratchpad, go to pages INIT REF/INDEX/NAV DATA, enter waypt in 1L and view.
FMS GMT time is based on the Captain's clock. Nav data base currency starts at 09012 of date displayed.
PRE-DEPARTURE
When selecting a departure on the DEP/ARR page, select a transition or else a discontinuity between the route and departure will occur.
Jet or Victor routes can only be entered on the ROUTE page.
TAKEOFF/CLIMB
When using VNAV to fly vertically charted FMS dept, set MCP alt window to highest (last) alt restriction, unless ATC instructs otherwise.
VNAV Cruise Climb/Descent: When at planned cruise altitude in VNAV and asked to climb/descend:
1. Stay in VNAV and set the new altitude in the MCP
,
2. On the CR2 page, put the new altitude in line 1L and execute.
VNAV.s..e.o. (Speed) Climb: Maintains target speed (set in CDU or MCP) using climb thrust selected (N1 limit or CLB l/CLB 2 up to 15,000').
LVL CHG Climb: Maintains speed set in the MCP using pitch and climb thrust selected (N1 limit or CLB l/CLB 2 up to 15,000') or set manually.
Good Habit: Whenever using LVL CHG, check that the airspeed window (which opens and becomes functional) has the desired speed set.
II VIS (Vertical Speed) Climb/Descent: Power and pitch vary to maintain the selected climb/descent rate (speed via the MCP). CAUTION! The
vertical speed mode will "fly away" from your present altitude set in the MCP (reverts to LVL CHG mode if speed limit exceeded).
Armed when new altitude selected in MCP.
- DESCENT
When using VNAV to fly vertically charted FMS arrival, set MCPalt window to the lowest (last) alt restriction, unless ATC instructs otherwise.
VNAV.s.E.Q (Speed) Descent: Maintains target speed (set in CDU or MCP) using idle thrust without regard for pitch or vertical path.
VNAV ITti (Path) Descent: Maintains vertical path using idle thrust and pitch (Optimum profile, similar to a glideslope. Target speed may vary).
•I CAUTION! While in a VNA V descent, verify that the mode has not changed from VNA V I!IH. to VNA V s.eJJ.. If in VNAV Sl!Q,
the FMC may not comply with the next altitude restriction. Tailwinds or being too high or low on the path (optimum profile)
will cause the fltl mode to revert to SPD or disengage.
LVL CHG Descent: Maintains speed set in the MCP using pitch and idle thrust.
I
•I
APPROACH
When an approach is selected in the CDU, its transitions will appear. Normally approach transitions are not selected and a discontinuity
will be created between the route and the selected approach. LAX's CIVET is one arrival where it helps to select the transition in order to
depict the route connected to all the approach waypoints/altitudes.
During VOR approach, one pilot must have approach related VOR displayed in HSI VOR/ILS mode NL T FAF.
I
It
FOR TUINING PURPOSES ONLY

28 FUEL
System normally supplies fuel (heated by eng oil/fuel heat exchanger) under pressure to engines from center tank until empty,
then from main tanks. Check valve "cracking pressure" ensures proper flow direction and prevents fuel xfer between tanks.
A fuel vent system prevents excess positive/negative tank pressure, provides ram air and uses surge tanks (each w/wingtip vents).
The APU uses fuel from main tank 1.
Temp limits (Jet A/Jet A-l/JP-5)
FUEL VALVE CLOSED (blue):
FUEL TEMP gauge: -Max (deg C): 49 for all
-Extin: Related eng fuel shutoff valve open (IDLE)
-AC pwrd -Min (deg C): -37/-44/-43
-Bright: In transit/disagree w/engine fire sw or start lever.
-Tank 1 fuel temp FILTER BYPASS: -Dim: Related eng fuel shutoff valve closed (CUTOFF)
-Impending filter bypass
(Contamination, not the result of icing)
Crossfeed System (DC valve allows any tank to feed either engine):
-Xfeed valve must be closed for takeoff and landing.
-VALVE OPEN (blue):
-Extin: Xfeed valve closed (L and R center pumps feed related engine
until center tank empty)
-Bright: In transit/disagree w/CROSSFEED selector
-Dim: Xfeed valve open
LOW PRESSURE: Indicates related fuel pump output low

-Center LOW PRESSURE lite(s) inhibited when sw(s) OFF
-Both LOW PRESSURE lites in main tank (or J in the
center tank) will ilium MASTER CAUTION and FUEL
annunciator.
-One LOW PRESSURE lite in main tank will ilium
MASTER CAUTION and FUEL annunciator only on recall
Engine Fuel Shutoff (SPAR) valves (2 DC pwrd}, Controlled by:

-Eng start levers (close related SPAR and "manual" valve)
~ switches (close related SPAR valve only)
Manual defueling valve:

~ -Interconnects fuel system for defuel/tank to tank xfer ops
\ on grnd only.
Single-point fueling (under right wing) allows:

-Rapid fueling/defueling or grnd fuel xfer.
-If inop, standard (main tank) overwing gravity fueling and
center tank services possible using ground
tank to tank xfer ops.
Each tank has 2 AC powered boost pumps. If AC pwr is lost,

engines (and APU) will suction feed only from main tanks.
Above 30,000', loss of thrust/engine flameout may occur.
No fuel dump system.

Center Tank Scavenge .Jet Pump:
-Xfers remaining fuel in center tank to main tank 1.
-Activates for 20 minutes when both center tank pump sws OFF.
Max fuel imbalance for taxi, takeoff, flight and landing: J,OOO # (must be "scheduled" to be zero).
When both ctr LOW PRESSURE lites ilium you must turn ctr tank pumps OFF.
On grnd: Ctr tank pumps must be OFF unless ctr tank exceeds J,OOO# except when de-/xfer fueling.
On grnd: Ctr tank pumps must be OFF unless personnel monitor flight deck low pressure lites.
On grnd: Min fuel qty in related tank w/etec hyd pump ON: 1,675#.
On grnd: Main tanks must be full if ctr tank exceeds 1,000#. FUEL QUANTITY INDICATORS
Turn ctr tank pumps OFF for takeoff if ctr tank has less than 1500#. (Verify no "ERR" message on gauges)
-Total fuel read on FMS (inaccurate if gauge inop).
-Indicate usable fuel (Max: Main-l0,100#, Center-15,600#)
SURGE TAl« -Use Stby AC pwr. Accurate within 2.5%.
-External fueling panel: Self-pwrd (works even if battery
OFF). Door closed ensures fueling valve is closed. Gauges
are repeaters of cockpit gauges.
QTY TEST (Push and hold):

------
-Drive to "0" then ERR 2
or ERR 3 displayed
-(Release): Blank then
"8"s for 2 seconds
Do not test when fueling
(causes external gauge error)

HYDRAULICS 29
Three hydraulic systems: A, B and Standby (used if A and/or B is lost). Either A or B can fully power all flight controls. Each system reservoir
(pressurized by bleed air) is located in the main wheel area. System B and Standby reservoirs are connected by a balance line.
A Power Transfer Unit (PTU) backs up System B to operate autoslats and LE flaps and slats at normal rate.
A Landing Gear Transfer Unit (LGTU) backs up System A to retract (only) the gear at normal rate.
OVERHEAT: Related elec pump overheated and power is removed (on some aircraft).
HYDRAULIC PANEL
LOW PRESSURE: Related pump pressure low
-Eng driven pump LOW PRESSURE lite deactivated
when related eng fire warning sw is pulled.
OVERHEAT OVERHEAT
ENG HYD PUMP Switch (should remain ON at eng shutdown): LOW LOW LOW
-ON: De-energizes valve to allow output pressure PRESSURE PRESSURE PRESSURE
-OFF: Energizes valve to block output pressure
(AC pwr req'd to energize/close. If AC is lost, pumps remain pressurized) ELEC 1 ENG 2
-4 times the fluid volume of elec pump
ELEC HYD PUMP Switch (Opposite AC pwrd): - - - - __

-ON/OFF: Controls elec pump
-Elec driven pump LOW PRESSURE lite will ilium when
related elec pump sw is turned OFF.
HYDRAULIC INDICATIONS
HYD SYS PRESS (2 needles, A and B):
-Normal (one or both pumps ON): 3000 psi
Variations in hyd qty are caused by engine start, raising/lowering
I
-Maximum: 3500 psi
-Minimum: 2800 psi
gear/LE devices or cold soaking. '
Improper pressure causes foaming at higher altitudes. Momentary

HYD QTY (separate gauges for A and B): blinking of related LOW PRESSURE/MASTER CAUTION and HYD
A
-s yst em A: Full 4.7 gal. Refill 4.2 gal. annunciator lites may occur.
-System B: Full 7.2 gal. Refill 6.4 gal.
Leaks in (indicated by):
-System A engine pump/lines: 1./4 full (standpipe).
-System B engine pump/lines: 1/2 full (standpipe).
-System A elec pump/lines: All system pressure lost and qtv "0".
-System B elec pump/lines: All system pressure lost, however remaining fluid is sufficient to run PTU.
-Standby: System B qty decreasing to between 1/2 and RFL.
FlO INSTRUMENT PANEL
SYSTEM SCHEMATIC
COMMON SYSTEMS*
Standpipe Standpipe
Brakes (B-normal, A-alt)
Flight Controls
Autopilot (related)
Spoilers (B-outbdflt, A-all others)
Thrust reverser (related)
* See schematic for component specifics
UNCOMMON SYSTEMS
A B
TE Flaps
Nosewheel steering
Yaw damper
Gear
LE devices/auto slats
PTU
LGTU (Gear retract only)
STANDBY SYSTEM
Thrust reverser
Rudder
LE devices (extend only)
-PTU operates in flight when System B engine pump pressure is lost and Flaps < 15 (but not up).
-LGTU operates in flight when L engine has low N2 RPM, gear handle up and either main gear not up/locked.
-Stby Hyd operate in flight when System A or B is lost iU1.lI. Flaps extended IlC. > 60K wheel speed.

30 LANDING GEAR
Two main landing gear and one nose gear (extension, retraction and steering provided by System A). Manual extension
is available to correct unsafe landing gear. Normal brakes (mains only) powered by System B. Alternate brakes powered by System A.
Accumulator precharge (1.000 psi) provides limited braking using normal brake system w/loss of Systems A aJHI. B.
Antiskid provided on both brake systems (Normal: On individual wheels. Alternate: On wheel pairs).
Autobrakes only on normal brakes. Air/grnd sensing on R main and nose gear.
LANDING GEAR PANEL
Landing Gear Indicator Lights:
NOSE
GEAR -Red (upper)-IlIum: Gear in transit or not down/locked w/either thrust lever idle.
NOSE -Extin: Gear UP or OFF
GEAR -Green {lower)-IlIum: Gear down/locked.
LEFT RIGHT -Extin: Gear not down/locked
GEAR GEAR
LEFT RIGHT
GEAR GEAR During retraction, rotation is automatically stopped by (main) brakes and (nose) snubbers.
Landing gear transfer unit (LGTU):
-Retracts the gear using System B pressure (inflight) w/L eng low N2 rpm (eng failure).
Wheel well fire: Extend gear to cool
L LANDING GEAR Lever:
A
N -UP: Landing gear retracts
o -OFF: Hydraulic pressure released (position for manual gear extension)
I
N
-DN: Landing gear extend
G
Manual Gear Extension:
G -3 handles on flight deck floor, left and aft of F/O seat (2 main w/24" pull and 1 nose w/8" pull)
E
A
-View port location/visual indicators:
R -Nose: Cockpit, just forward of door. Arrows must touch (nose insp lite must always work)
-Main: 3 windows aft of overwing exits. Red stripes align (main insp lite may be inop for day only)
Override Trigger:
-Bypasses solenoid lock to raise gear.
LANDING GEAR
UurT(lAS) Max airspeed:
OPEMTIG
EXTBtD 2711(-.1211 -Extend: 270K
RnMCT23IIC
EX1BIlED~-'" -Retract: 235K
FLAPS lIlT (lAS)
1-2*
2-2*
I 11-1-.t
2I-1IM
1-2ZIK a-1.
10-21. . . ,•
.c ALI PUP EXT
CENTER INSTRUMENT PANEL BRAKES AND STEERING

Do not apply brakes until after touchdown.
Alternate brakes have no touchdown and locked wheel protection.
ANTISKID AND AUTOBRAKES NOSE WHEEL STEERING WHEEL
ANTISKID INOP: Overrides rudder pedal steering (± 78 deg)
-Fault or switch OFF Rudder pedal steering: ± 7 deg
-Light should be extin w/parking brake set.
ANTISKID Control Switch:
-ON: Guarded. Allows autobrakes to be armed.
-OFF: Turns off system, ilium ANTISKID INOP
and AUTO BRAKE DISARM lites HYDRAULIC BRAKE
AUTO BRAKE DISARM: INDICATOR
-Eault -3000 psi: Normal
-speedbrake moved to DN -2800 psi: Minimum
-Ihrust levers advanced -1000 psi: Accum precharge CAPT SIDE PANEL
-DoFF (autobrake selector) -0 psi: Accum precharge lost
(brakes still avail if either
-l!.edals (brake) depressed PARKING BRAKE
Sys A or B hyd pressure OK)
-60-90K (during aborted takeoff) Uses System B hydraulics
AUTOBRAKE Selector: (w/accurn pressure).
-1,2,3: Brake pressure decel rates Parking Brake Warning Lite (DC):
-MAX: Less than full manual braking -Parking brake set
-Pressure reduced relative to T/R and FlO INST PANEL
spoiler use. Will bring to complete stop.
-RTO (= Full manual braking):
-Can be selected on grnd (takeoff) only
-> 90K w/thrust levers idle
-After takeoff, must manually select OFF
CONTROL STAND
WARNING SYSTEMS 31
Colored light system: Aural signals:
-Red (immediate attention): -Clacker: Airspeed limit
Fire (APU, cargo, engine, wheel well), A/P and -Warning Tone: A/P disconnect
AfT disconnect and Indg gear unsafe. -Intermittent horn: Cabin altitude/takeoff config
-Amber (timely attention) -Steady horn: Landing gear
-Blue (status/information only) -Warning bell: Fire
-Green (fully extended) -Voice: GPWS/windshear/TCAS
FIRE WARNING AND MASTER CAUTION

System Annunciator Panel: FIRE WARN Lights (red):
-Related system lights from overhead, -Push to extin, silence and reset
aft or overheat panel
-Push MASTER CAUTION to extin
-Push panel to recall (stored malfunction)
Single faults will not activate annunciator - - - MASTER CAUTION Lights (amber):
except on recaII. -Push to extin and reset
LIGHT SHIELD
MACHIAIRSPEED WARNING STALL WARNING

Armed in flight at all times. Deactivated on grnd.
Push 1 (Capt) and 2 (F/O) for clacker test:
-Silence in flight only by slowing STALL WARNING TEST
Push 1 and 2 for shaker:
-Requires AC Xfer busses pwrd
for 4 minutes and LE Flaps up.
-Will not test in flight
AFT OVERHEAD AFT OVERHEAD PANEL
PANEL
LANDING GEAR WARNING

ALTITUDE ALERT CUTOUT SWITCH
Steady horn w/gear not down/locked: Can push to silence?
~ -Within 900': IlIum steady w/tone -Flaps J-JO •••• w/either throttle <JO deg: YES
ALHTUDE
-Within 300': Extin -Flaps J5 w/split throttles <JO/>30 deg: YES
ALERT -Deviation> 300': Flashes w/tone -Flaps J5 •••••••• w/both throttles <30 deg: NO
-Inhibited w/ftaps ~ 25 or G/S captured. -Flaps> J5 ••••••• w/throttles any position: NO
PILOT INSTRUMENT
PANEL
CONTROL STAND
ENHANCED GROUND PROXIMITY WARNING SYSTEM
(As installed)
Provides visual/aural warning for (" radio altitude based alerts"): "BELOW G/S" amber light: >J.3 dots below G/S
-Excess descent/terrain closure rate* -Push to inhibit (above 300')
-Altitude loss on takeoff/go-around* TERR INHIBIT:
FLAP INHIBIT: GEAR INHIBIT:
-Terrain when not in Indg config* -Inhibits terrain
-Inhibits warning for -Inhibits warning for
-G/S deviation warning/display
PILOT INST PANEL flaps not 30 or 40 gear not down
*PULL UP red light ilium. GPWS INOP:
-Malfunction/power loss
Terrain Look-Ahead Alerts:
-Based on baro altimeter SYS TEST (Grnd/> 1,000' RA): -----+-_~
TERRAIN SELECT -Terrain (only) within 2,000' -Aurals and lights display
~~ Push to display terrain on -Inhibited from lift-off to 1,000' RA
~ WXradar
-Press 2-10 seconds for test
TERRAIN INOP:
CENTER INST PANEL Push again to deselect F/0 INSTRUMENT PANEL
-Alert/display function inop
Must be in TO/GA for WINDSHEAR WARNING

windshear gUidance. "WINDSHEAR, WINDSHEAR, WINDSHEAR" TEST (8 second test):
(Amber) (Red) -2 tone siren and voice (only once) -W/S FAIL ilium, red/amber
IWINDSHEAR II WINDSHEAR I -Take priorty over GPWS/Terrain warnings

-Available < 1,500' RA and active at takeoff
-Flashing amber: Windshear detected (incr performance).
WINDSHEAR lites flash
and aural warning
•
5 TEST
PILOT INST PANEL FlO INST PANEL
-Steady red: Windshear entered (deer performance).
TAKEOFF CONFIG WARNING TCAS SYMBOLOGY
Intermittent horn (grnd only) when: TA: Conflict in 35-45 sec
-TE Flaps not 1-15 RA: Conflict in 20-30 sec -TCAS voice RAs inhibited < 1000' RA
-LE devices improper Red Square: Immediate Threat -All TCAS voice commands inhibited
-Speedbrake not DN Amber Circle: Potential Conflict < 500' RA
-Stab trim out of range Hollow White Diamond: No threat -Use TA (only) during engine-out ops

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~

FOR TRAINING PURPOSES ONLY

study. Information included may be out of date or incorrect.

You should make every effort to refer to the aircraft flight

manuals and your company's operations specifications for the

most current information on the proper operation of the aircraft.

Text in bold italics provides information or system functions likely to be

This study gUide is copyright protected and may not be

For questions or more information, please visit our website at:

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

AIRPLANE GENERAL AFT

ENTRY DOORS: OVERHEAD DOORS LIGHTS

EMERDOORS: CARGO DOORS:

Loc/G .Slope/Rada r .f VHFL

Emphasis Item (Walkaround):

FOR TRAINING PURPOSES ONLY

OF~ OF~ Nav lights

ON: AFT DOME LIGHT

OFf) OF0 ~f)

INO LTS TEST

IND LTS Selector:

FOR TRAINING PURPOSES ONLY

Opening overwing emer door causes over­ =,,~P)

Water extinquishers are mixed with ant i-freeze. Do not use

Halon (3 total--cockpit, aft and forward cabins):

Wear 02 mask on 100% if halon extinguisher is used in cockpit. EJ ~Mn ~D 5L

Ensure securely attached before use. F/O's #3 window (only) ~ ffi=::

2 Enhanced Emergency Medical Kits (EEMK) with blue seal and

PBE (4 total): 15 minutes of breathable air. Green light:

Flashlights (4 total): Independent batteries (not charged

Cockpit IIfevests (3 total)

OVHT TEST Switch (Hold 5 seconds):

L WING-BODY OVERHEAT: R WING-BODY OVERHEAT:

TRIP RESET Switch:

-In flight, 2 pack/single-bleed not recommended.

FOR TRAINING PURPOSES ONLY

-Controller failure (Cabin at 14,000',

loss of AC or cabin rate change> 1,800 fpm)

cabin/outside pressure -Push/rotate to

\l1---======~;;==:;;=U:i:;::::::==~:::::::ii:ii======~-"'Main Outflow VALVE Ind:

Outflow VALVE Switch:

Cabin/Flight Altitude Placard:

AL T HORN CUTOUT: FL T/GRD Switch:

FlO STATIC CAPT STATIC

RAIN REPELLENT Switches (If ava ilab le) :

WIPER Selector: FORWARD OVERHEAD PANEL

LEADING EDGE SLATS

WING ANTI-ICE Switch (Valve is AC pwrd): ENG

FLIGHT MODE ANNUNCIATOR (FMA) ENGAGED MODES

AfT Disengage Light:

-Flashing (red w/tone): -Flashing/steady amber: (lites and horn)

Autothrottle Disengage Switches

TOIGA Switches: -automatically engages when AFDS pitch mode engaged.

F/D modes (if a F/D is ON) IAS/MACH Display:

-First F/D ON is master -Shows manually selected speed or

-Sets course in COURSE display

for respective VHF NAV/HSI LVL CHG (Level Change) Switch:

-Different courses/VHF NAV -Push: Climbs/descends to/at

freqs can cause F/D differences GLARESHIELD altitude/airspeed selected on MCP

Minimum Airspeed Reversion Mode:

-GS capture, TR3 disconnect relay opens

-2000' TO/GA mode armed.

-1200' FLARE should arm (about 300' after self-test).

Opening overwing emer door causes over =,,~P)

",--" ---- HORN CUTOUT Switch: